Every international road freight shipment in Europe requires a CMR waybill β the legal contract between sender, carrier and consignee governed by the 1956 Geneva Convention. This guide explains what a CMR document is, how to fill in all 24 boxes correctly, what carrier liability limits apply, how the digital eCMR works, and exactly what to do when cargo arrives damaged.
A CMR waybill β formally the CMR consignment note β is the standardised transport document that functions simultaneously as a receipt for goods, a contract of carriage, and a key piece of evidence in any cargo liability dispute. The abbreviation CMR comes from the French title of the convention: Convention relative au contrat de transport international de marchandises par route.
Unlike a bill of lading in sea freight, the CMR is not a document of title β it does not transfer ownership of the goods. Its primary legal functions are to establish the terms of the carriage contract, confirm the condition of the cargo at the point of collection, identify all parties, and set the parameters of carrier liability. The document travels with the truck and is signed by the consignee on delivery.
The CMR Convention applies automatically to any road transport contract for reward where the place of acceptance of the goods and the place of delivery are in different countries, at least one of which is a contracting state. This means that even if the parties choose a different governing law in their contract, the CMR Convention still overrides it on liability and documentation obligations.
The standard CMR form contains 24 numbered boxes. Each must be completed accurately. Errors or omissions can invalidate reservations, create liability exposure for the completing party, or delay customs clearance at non-EU borders.
Full legal name, address and country of the consignor (party instructing the carrier).
Full name, address and country of the party to whom the goods are to be delivered.
Town, country and (where relevant) postcode of the delivery point. Must be specific β vague entries create liability disputes.
The location (town/country) and date on which the carrier takes physical possession of the goods.
List of accompanying documents: commercial invoice, packing list, ADR declaration, export licence, etc.
Identifying marks on packages, number of packages, type of packaging (pallets, crates, drums, etc.).
Clear commercial description of the goods. For ADR shipments, the UN number and proper shipping name must appear here.
HS (Harmonised System) commodity code β required for customs purposes when crossing non-EU borders.
Total gross weight in kilograms, including packaging. This figure directly determines the maximum liability cap.
Optional but often required by carriers for LTL consolidation and rate calculation.
Sender's instructions for customs procedures or any special handling, including ADR emergency action codes.
Indicates whether freight charges are prepaid by the sender or payable on delivery by the consignee.
Legal name and address of the contracting carrier. In multi-leg shipments, the first carrier enters here.
Name and address of any subsequent carriers in a multi-leg road transport chain.
Carrier's written notes about the condition or quantity of goods at collection β entered before departure, not after.
Any contractual arrangements that depart from CMR default rules, e.g. a declared value override for liability.
Itemised freight charges, customs duties and ancillary costs payable by the consignor.
Charges payable by the receiver at destination, in the applicable currency.
If completed, overrides the 8.33 SDR/kg default liability cap. Insurers and premium carriers often require this.
Amount to be collected from the consignee and remitted to the sender β used in COD commercial arrangements.
Sender's signature on collection; carrier's signature confirming takeover; consignee's signature and date on delivery.
The CMR Convention establishes a strict but limited liability regime. Understanding it before you ship is essential β the default limits are considerably lower than the commercial value of most cargo consignments.
Under Article 23 of the CMR Convention, the carrier's maximum liability for loss or damage is 8.33 Special Drawing Rights per kilogram of gross weight of the goods affected. At the February 2026 SDR rate of approximately β¬1.22, this equates to roughly β¬10.16 per kilogram. A 500 kg pallet therefore has a maximum CMR claim value of around β¬5,080 regardless of its actual commercial worth.
The compensation is also limited to the actual loss β it cannot exceed the value declared on the consignment note or the market value of the goods at the time and place of collection, whichever is lower.
The sender bears unlimited liability for damage caused to the carrier, other goods, or third parties as a result of defective packaging, incorrect or incomplete CMR entries, or failure to declare dangerous goods correctly. If you ship undeclared lithium batteries or misdeclare the weight and the carrier incurs a toll or weight fine, that cost β and any consequential damage β falls back to the sender.
By completing Box 22 of the CMR form with a declared value of the goods, the sender can raise the carrier's liability ceiling to that declared amount. Carriers typically charge a supplementary premium for this. Insurers handling cargo policies also reference the declared CMR value when assessing subrogation rights against the carrier. For high-value shipments, always complete Box 22 and ensure your cargo insurance covers the full commercial value independently of the CMR cap.
The 8.33 SDR/kg cap is removed entirely if the loss or damage was caused by the carrier's wilful misconduct or by fault equivalent to wilful misconduct under Article 29 of the Convention. In that case the carrier faces unlimited liability. Courts in different signatory countries interpret "equivalent fault" differently β in some jurisdictions gross negligence suffices; in others the bar is higher.
Follow this sequence when completing a CMR consignment note. Mistakes in the fields marked with the carrier's signature cannot be corrected after the truck departs.
Use the full legal name and registered address for both parties. Abbreviated trade names, warehouse names without a legal entity, or P.O. Boxes alone are insufficient. Include the country for both. If the consignee is a named individual at a company address, include both the company name and the individual's name.
Box 3 is the delivery address β be precise. If goods are to be delivered to a specific warehouse bay or named contact, add that detail. Box 4 is the collection address and date. The date in Box 4 establishes the start of the carriage for limitation purposes: under the CMR Convention, claims must be brought within one year (three years in cases of wilful misconduct).
Box 10 must contain a clear, commercial description of the goods β not just "merchandise" or "spare parts." Box 12 (gross weight in kg) is the figure that determines the maximum liability compensation. Understate the weight and you reduce your own claim ceiling; overstate it and you may trigger overweight surcharges or regulatory penalties. Box 11 (HS code) is mandatory for non-EU border crossings and customs entries.
Every document accompanying the shipment β commercial invoice, packing list, EUR.1 movement certificate, phytosanitary certificate, ADR transport document β must be referenced here. If a document is listed in Box 5 but is not physically present with the driver, the carrier may refuse to depart or the shipment may be detained at a border.
Box 18 is one of the most legally significant fields on the CMR. If the carrier collects goods that are already damaged, improperly packaged, or whose quantity they cannot verify, they must note this in Box 18 before the truck leaves the loading point. A CMR signed without reservations creates a legal presumption that the carrier received the goods in good condition and in the declared quantity.
For any shipment where the commercial value exceeds the CMR default cap of 8.33 SDR/kg, complete Box 22 with the actual value in the agreed currency. Discuss with the carrier in advance β most will either absorb the extra liability for high-value but low-weight goods, or charge a declared-value surcharge. Always pair this with adequate cargo insurance.
The CMR requires three signatures: the sender on collection, the carrier confirming takeover, and the consignee on delivery. The consignee's signature without reservations constitutes acceptance that the goods were received in the quantity and apparent condition shown on the CMR. Instruct receiving staff to inspect before signing and to note any discrepancy immediately.
The electronic CMR (eCMR) is the digital equivalent of the paper consignment note, legally underpinned by the Additional Protocol to the CMR Convention concerning the electronic consignment note, which entered into force on 5 June 2011. It has since been ratified by the majority of EU member states and several non-EU signatories including Switzerland and Turkey.
Since 2021, the European Commission has actively promoted eCMR adoption as part of its digital transport and logistics agenda, and several member states now offer regulatory incentives for carriers and shippers who switch. The eCMR is legally equivalent to its paper counterpart in all signatory countries that have adopted the Additional Protocol.
An eCMR platform authenticates all three parties β sender, carrier and consignee β using digital credentials. Each party signs their respective field electronically, with a tamper-evident audit trail. The document is stored on a secure server accessible to all parties in real time, replacing the need to manage physical copies.
Real-time visibility of delivery confirmation, elimination of paper loss or illegibility, instant availability for customs authorities, faster claims processing (no waiting for originals to be returned), and reduced administrative cost. Studies suggest eCMR saves an average of β¬7β12 per consignment in administrative handling costs.
All three parties must have agreed to use eCMR. The system must provide a reliable means of identifying signatories, securing the integrity of the data, and allowing the document to be reproduced in readable form. National implementations may add additional requirements β always verify with your carrier and the destination country's transport authority.
Several commercially available eCMR platforms operate across Europe, including Transporeon, TimoCom, and dedicated national solutions. Major European groupage networks have integrated eCMR into their track-and-trace systems. Transroad issues eCMR on all eligible Spain-origin international shipments where the receiving party has eCMR capability.
The CMR Convention sets strict procedural requirements for preserving the right to claim against the carrier. Missing the deadlines does not just weaken your claim β it extinguishes it entirely. The process differs depending on whether the damage is visible or concealed.
If damage or shortage is apparent on delivery, do not sign the CMR without noting reservations. The consignee must write a specific description of the damage or discrepancy on the CMR alongside their signature. General phrases like "received subject to inspection" have no legal weight under the CMR Convention. Be specific: "corner damage to pallet 3 of 4, carton crushed, contents unknown" is an effective reservation. "Possible damage" is not.
For damage that was not apparent on delivery β concealed damage discovered on unpacking β the CMR Convention requires written notice to the carrier within seven calendar days of delivery, excluding Sundays and public holidays. This notice must be sent to the carrier in writing (email with read receipt, registered letter or courier). After seven days without notice, the consignee's right to claim is lost under Article 30.
Immediately photograph all damaged goods and packaging from multiple angles, before any unpacking or repackaging. Preserve the original packaging β many carriers will request a joint survey. Notify your cargo insurer at the same time as notifying the carrier. Your insurer may appoint a loss adjuster who needs to inspect before anything is moved or disposed of.
A CMR claim must be submitted in writing to the carrier with supporting documentation: the original CMR (or eCMR record), commercial invoice showing value, evidence of loss or damage (survey report, photographs, expert opinion), and calculation of the loss. The carrier has a maximum of three months to respond. If no agreement is reached, proceedings must typically be brought within one year of the delivery date (three years for wilful misconduct).
CMR claims can be brought in the courts of the country where the carrier is domiciled, where the goods were taken over, or where delivery was designated. The CMR Convention itself sets the liability rules, but procedural law follows the forum. Choosing the right jurisdiction can significantly affect the outcome β particularly the interpretation of "equivalent fault" under Article 29 which removes the liability cap.
Yes, for international road freight. The CMR Convention applies to any paid road transport contract where the place of pickup and the place of delivery are in two different countries, at least one of which is a signatory. As of 2026, 58 countries have ratified the CMR Convention, covering all EU member states plus the UK, Switzerland, Norway, Turkey and many others. Domestic (intra-country) road freight does not require a CMR β national rules apply instead.
Responsibility is shared. The sender (consignor) is responsible for the accuracy of information they supply: goods description, number of packages, gross weight, marks and numbers, and declared value. The carrier completes the sections relating to their details, the vehicle, reservations about the goods condition on collection, and the date of takeover. In practice, freight forwarders or 3PLs often prepare the entire document on behalf of their clients, but legal responsibility for the accuracy of each section remains with the party specified in the CMR Convention.
Under Article 23 of the CMR Convention, the carrier's liability for loss or damage is limited to 8.33 Special Drawing Rights (SDR) per kilogram of gross weight of the goods lost or damaged. The SDR is an IMF reference currency; as of early 2026, 1 SDR is approximately β¬1.22, making the effective limit roughly β¬10.16 per kilogram. This limit can be overridden if the sender declares a higher value in Box 22 of the CMR form, or by special agreement between sender and carrier. The limit does not apply if the carrier acted with intent or gross negligence.
Yes. The Additional Protocol to the CMR Convention on the electronic consignment note (eCMR) entered into force in 2011 and has been ratified by most EU member states. Since 2021, the European Commission has actively promoted eCMR adoption as part of its digital transport agenda. An eCMR has the same legal status as a paper CMR provided both sender, carrier and consignee have the capability to use the electronic system. Several eCMR platforms are commercially available and widely used on high-volume European corridors.
If damage is visible on delivery, the consignee must note reservations on the CMR document before signing it β be specific about the nature and extent of the damage. For concealed damage discovered after delivery, you have seven calendar days (excluding Sundays and public holidays) to send a written reservation to the carrier. Failure to note visible damage at delivery or to send written notice within seven days for concealed damage extinguishes the right to claim against the carrier under the CMR Convention. Always photograph the damage, retain all packaging, and notify your freight insurer at the same time.
Every road freight consignment we handle from Spain comes with a correctly completed CMR consignment note β paper or eCMR β as standard. No extra charge, no paperwork chasing. Get an instant quote for your next shipment.