Key Takeaways
- A CMR consignment note is a standardised contract of carriage for international road freight, governed by the 1956 UN Convention and applicable to over 55 countries including the UK.
- The UK remains a CMR Convention signatory independently of EU membership — CMR notes are still legally required for UK-EU road transport post-Brexit.
- Carrier liability is capped at 8.33 SDR per kilogram of gross weight for loss or damage, and at the carriage charges for delay, under the 1978 Protocol.
- The CMR note uses 24 numbered fields (IRU standard) and requires three signatures: sender, carrier, and consignee.
- EU eFTI Regulation requires all EU authorities to accept electronic freight documents from August 2026, accelerating the shift to eCMR.
- UK transport records must be retained for six years; digital storage meets this requirement if documents are accessible and legible.
A CMR consignment note is the standard contract of carriage for goods moved internationally by road. If your haulage operation crosses borders, the CMR note proves a contract exists, defines liability, and sets the compensation framework if things go wrong. Unlike a bill of lading, which governs sea freight, the CMR covers road transport and is recognised across more than 55 countries.
This guide covers what a CMR note is, when you need one, how to complete the 24 standard fields, carrier liability limits, the shift to electronic CMR (eCMR), and what changed for UK hauliers after Brexit. For companion documents, see the guides to commercial invoice requirements and the Customs Declaration Service.
What Is a CMR Consignment Note?
CMR stands for “Convention relative au contrat de transport international de marchandises par route” — the UN Convention on the Contract for the International Carriage of Goods by Road. Formulated by UNECE and signed in Geneva on 19 May 1956, it entered into force on 2 July 1961 and has become the foundation of international road freight law.
The CMR consignment note is the document that proves a contract of carriage exists between sender and carrier. According to GOV.UK guidance, a CMR note “confirms that the haulage company has received the goods and has a contract from the supplier to carry them.” It replaces individual businesses’ terms and conditions with uniform conditions that apply regardless of which countries the goods pass through.
A CMR note is not a document of title. Unlike a bill of lading, it does not confer ownership rights. It is evidence of the contract, proof of receipt, and the basis for any liability claim.
The 1978 Protocol, signed in Geneva on 5 July 1978 and entering into force on 28 December 1980, introduced Special Drawing Rights (SDR) as the unit of account for liability, replacing the gold franc system. The SDR is an IMF reserve asset whose value fluctuates against major currencies.
When You Need a CMR (and When You Don’t)
A CMR consignment note is legally required for any commercial road transport of goods between CMR Convention signatory countries. According to GOV.UK guidance, “you must have a CMR note on all international journeys if you’re carrying goods on a commercial basis.” This covers all UK-EU road freight movements, plus transport to other signatories such as Switzerland, Turkey, and Norway.
The convention applies to the complete journey, irrespective of borders crossed or carriers involved. As Croner’s reference guide notes, it provides “a single set of conditions of carriage for the complete movement, irrespective of the mode of transport or the current legal jurisdiction.”
A CMR is not required for domestic road freight — national rules apply instead. The convention also exempts radioactive materials, removals, and international postal consignments.
Each CMR covers one consignment from one sender to one consignee. For groupage, you may need separate CMR notes per consignment or a master CMR with attached delivery notes. For RoRo ferry freight with a full trailer load, one CMR suffices.
Post-Brexit, the CMR Convention remains fully valid for UK-EU transport. The UK is a signatory in its own right — the convention is a treaty, not EU legislation. As CMR Management’s 2026 guide confirms, “the same rules apply as before Brexit.” What changed is the additional paperwork now required alongside the CMR.
How to Complete a CMR Note: The 24 Fields
The CMR consignment note follows the IRU standard format with 24 numbered fields. Pre-printed CMR sets are available from the RHA and Logistics UK. You can fill in the CMR yourself or have a freight forwarder do it — but as nibusinessinfo.co.uk notes, “you remain responsible for the accuracy of the CMR note contents” regardless of who fills it in.
Mandatory Fields
Fields 1-2: Sender and Consignee. Full names and addresses, including country and postcode. “Smith Ltd, London” is insufficient; “Smith Ltd, 45 Industrial Way, London SE1 2AB, United Kingdom” is correct.
Fields 3-4: Place of Taking Over and Delivery. Where the carrier takes possession and where goods are delivered. The date in Field 3 starts the carrier’s liability period.
Field 6: Carrier Details. The haulage company carrying the goods, including full name, address, and vehicle registration where applicable.
Fields 10-15: Goods Description, Packaging, Weight, Volume. Per CMR Convention Article 6, the note must include “a description of the goods and their method of packing” and “the weight of the goods.” The gross weight in Field 13 must match other documentation.
Fields 16-24: Agreements, Charges, Signatures. Carriage charges, customs duties, and cash-on-delivery if applicable. All three signatures must appear: sender (goods handed over), carrier/driver (receipt confirmed), and consignee (delivery confirmed).
Optional but Recommended Fields
Field 5: Sender’s Instructions. Specific instructions regarding routing, customs clearance, or handling.
Fields 7-9: Successive Carriers, Reservations, Documents. If multiple carriers are involved, list them here. Field 8 is where the carrier notes reservations about goods condition at takeover — a critical liability protection. Field 9 lists accompanying documents such as the packing list, commercial invoice, or customs declarations.
Number of Copies
GOV.UK guidance specifies three copies: one for the sender, one for the consignee, and one to accompany the goods. Some sources reference four copies with an additional administration copy retained by the carrier. The copy accompanying the goods (sometimes called the “blue copy”) should travel with the driver and be presented at every border crossing. Pre-printed CMR sets from the RHA or Logistics UK provide the correct number of copies for this distribution. If using a digital CMR platform, the system distributes copies electronically to all parties.
Carrier Liability Under the CMR Convention
The carrier is liable for loss, damage, or delay from the moment goods are taken over until delivery. This is a strict liability regime — the carrier is responsible regardless of personal fault, with narrow exceptions.
Liability Limits
For loss or damage, the carrier’s liability is capped at 8.33 SDR per kilogram of gross weight of the goods lost or damaged. The SDR (Special Drawing Right) is an IMF reserve unit; as of 2026, 8.33 SDR is approximately €10-11 per kilogram, though the exact figure fluctuates with exchange rates. This limit applies per kilogram of the affected goods — if half a load is damaged, the limit applies to the damaged portion only.
For delay, the carrier’s liability is limited to the carriage charges — the freight cost for the delayed consignment. The carrier loses all liability limits if the loss, damage, or delay was caused by intentional misconduct or recklessness.
Sender’s Liability
The sender (consignor) bears responsibility for any loss or damage the carrier suffers from incorrect or incomplete CMR information. If the sender provides the wrong weight, an inaccurate goods description, or fails to declare dangerous goods, the sender is liable — not the carrier. This is particularly important for dangerous goods, where failing to declare hazardous contents can expose the sender to fines and seizure. Always verify goods descriptions and weights against the commercial invoice and packing list before signing the CMR.
Carrier Reservations (Field 8)
If goods appear damaged or packaging is compromised at takeover, the carrier must note reservations in Field 8. Without reservations, the carrier is presumed to have received goods in apparent good order. This shifts the burden of proof onto the carrier in any claim. Reservations should be specific: “two cartons crushed, contents exposed” rather than “goods possibly damaged.” The carrier’s signed CMR copy serves as evidence if disputed.
eCMR: The Digital Transition
The Additional Protocol to the CMR Convention concerning the electronic consignment note (e-CMR) was adopted in 2008. It allows signatory countries to use electronic CMR documents with the same legal validity as paper. The UK has ratified the protocol, meaning UK hauliers can use eCMR with any country that has also ratified it.
How eCMR Works
An eCMR is a structured digital record that all parties — shipper, carrier, and consignee — can access, sign, and update through compatible platforms. This eliminates the risk of paper documents being lost or left behind at borders. Benefits include instant access, faster border crossings, and automatic archiving. For hauliers running multiple international routes, eCMR platforms simplify document management — all notes in one searchable system. The legal standing of an eCMR is identical to paper in all countries that have ratified the e-CMR Protocol.
The eFTI Regulation Deadline
The EU’s eFTI Regulation requires all EU member state authorities to accept electronic freight documents from August 2026. This does not mandate eCMR — paper notes remain valid — but removes the last regulatory barrier to going paperless. Some sources indicate phased implementation extending to July 2027.
eCMR requires both origin and destination countries to have ratified the e-CMR Protocol. Most EU countries have ratified it, and North Macedonia ratified in April 2026, per UNECE records. Check both countries’ status before assuming eCMR is accepted on a route.
Common CMR Mistakes and How to Avoid Them
Based on industry feedback, five errors account for the majority of CMR-related problems at borders and in claims disputes.
1. Incomplete Address Details
“Smith Ltd, London” is not an address. Every CMR address field should include full postal address with postcode and country. Missing country designations are common on UK-EU routes. Customs officers process thousands of CMR notes daily and will not infer missing information.
2. Missing or Wrong Dates
The date in Field 3 starts the carrier’s liability period. An incorrect or missing date creates ambiguity about when liability began. Always use the actual collection date — not the booking date. The consignee should date-stamp their signature at destination, closing the carrier’s liability window. In delay disputes, the difference between planned and actual delivery dates on the CMR is the primary evidence.
3. No Carrier Reservations
If goods arrive with damaged packaging and the carrier accepts them without noting reservations in Field 8, the carrier is presumed to have received them in good order. This is one of the most costly oversights in road freight claims. Train drivers to check goods at pickup and note issues immediately. Reservations should be specific: “two cartons crushed, contents exposed” rather than “goods possibly damaged.” The carrier’s signed CMR copy with noted reservations serves as primary evidence in any claim.
4. Weight Discrepancies
The gross weight in Field 13 must match the commercial invoice, packing list, and customs declaration. Discrepancies trigger customs inspections. Weigh the load at collection if in doubt. Common causes include providing net weight instead of gross, forgetting pallet weight, or estimating. A 50 kg discrepancy can trigger a full inspection at some EU borders.
5. Unsigned Documents
All three parties must sign: sender, carrier, and consignee. An unsigned CMR has reduced legal standing and complicates insurance claims. The consignee signature at destination confirms delivery and closes the carrier’s liability period. Ensure drivers collect the consignee signature at every drop.
CMR and UK Customs Post-Brexit
The CMR Convention itself did not change after Brexit. What changed is the documentation environment around it. UK hauliers transporting goods to the EU now need additional documents that were not required when the UK was an EU member:
- Commercial invoice — for customs valuation, required by EU customs authorities at entry
- Export declaration — filed through the Customs Declaration Service (CDS) for goods leaving the UK
- Safety and Security declaration (ENS) — required for goods entering the EU; see the guide to ICS2 ENS declarations for details
- EUR.1 movement certificate or origin declaration — for preferential tariff treatment under the UK-EU Trade and Cooperation Agreement
- Health certificates — for food and animal products, issued by the relevant UK authority
The CMR now sits alongside this expanded documentation pack. The French ELO requirement, mandatory from April 2026, is another post-Brexit formality that UK hauliers must manage alongside CMR obligations.
Record-Keeping Requirements
UK law requires transport records to be retained for six years, including CMR notes. Digital storage meets this if documents are accessible, legible, and producible on request. eCMR platforms typically handle archiving automatically. The six-year period runs from the transport date — retain records even for completed journeys where no issues arose.
Where to Get CMR Forms
Pre-printed CMR sets are available from the RHA (rha.uk.net) and Logistics UK (shop.logistics.org.uk). Digital platforms offer online creation, field validation, and cloud storage. Some support full eCMR workflows. Evaluating digital CMR ahead of the August 2026 eFTI deadline is worthwhile for regular international operators.
Frequently Asked Questions
Do I need a CMR for every EU delivery? Yes. For any commercial road transport between the UK and an EU country — or any other CMR Convention signatory — a CMR consignment note is legally required, regardless of shipment value or frequency.
What happens if I don’t have a CMR at a border check? You may face delays, fines, or refusal of entry. The CMR is also essential for insurance claims — without it, proving the terms of carriage becomes significantly harder.
Can I use one CMR for multiple deliveries? Generally, each CMR covers one consignment from one sender to one consignee. For groupage, you may need multiple CMR notes or a master CMR with attached delivery notes. Consult your freight forwarder or the RHA for guidance on complex routing.
How long must I keep CMR records? UK law requires transport records to be kept for at least six years. Digital storage is acceptable if documents are accessible and legible.
Is a CMR note the same as a bill of lading? No. A CMR note covers road transport; a bill of lading covers sea freight. Unlike a bill of lading, a CMR note is not a document of title — it does not confer ownership of the goods.
Will eCMR replace paper CMR notes? Not immediately. Paper CMR notes remain valid in all signatory countries. The EU eFTI Regulation requires EU authorities to accept electronic documents from August 2026, but this is about acceptance, not mandating. Paper will coexist with eCMR for several years.