CMR or TIR to Uzbekistan: how they differ and when you need both
Clients shipping to Uzbekistan for the first time often ask: "Do you ship under CMR or under TIR?" The answer is almost always under CMR, while TIR is an additional tool that is not always used. Below is how the two documents differ, what they do at the border and how we choose.
CMR – the consignment note that travels with every load
The CMR consignment note is the contract document for international carriage of goods by road under the 1956 Geneva Convention. It confirms that the carrier has taken over the goods and records the sender, consignee, places of loading and unloading, description of goods, weight, number of packages and the carrier's remarks. Uzbekistan, like every transit country on the way from Lithuania, is party to the convention, so a CMR is required for every road shipment regardless of route or customs procedure.
In practice the key point is that the CMR data match the commercial invoice and packing list: consignee name and address, number of packages, gross weight, description of goods and HS codes. A mismatch between the CMR and the invoice is one of the most common reasons for cargo being held at the border. That is why we fill in the CMR ourselves from verified documents rather than leaving it to the driver.
TIR – customs transit with one guarantee for the whole journey
TIR is an international customs transit system under the 1975 TIR Convention. A carrier holding a TIR authorisation receives a TIR carnet, which acts as the customs declaration and financial guarantee in all transit countries at once. The load compartment is sealed at the customs office of departure, and customs along the way check only the seals and the carnet – the goods are normally not unloaded or inspected.
Lithuania, Poland, Belarus, Russia, Kazakhstan and Uzbekistan, as well as Turkey, Georgia and Azerbaijan, all take part in the TIR system, so a TIR carnet works both on the northern route and on the Caspian route. Advantages: no separate transit guarantee in each country, fewer formalities at border posts, often a shorter queue. Drawbacks: only some carriers hold carnets, they cost money, and the vehicle must be TIR-approved.
When there is no TIR: T1 and national transit
If the carrier has no TIR carnet, the cargo moves under separate procedures. Within the European Union we prepare the EX-A export declaration and T1 transit to the EU external border. On entry into Belarus, a Eurasian Economic Union transit declaration with a guarantee is opened, valid through Belarus, Russia and Kazakhstan up to the Uzbek border. On the Caspian route such transits are needed in each country separately – Turkey, Georgia, Azerbaijan, Kazakhstan. This works, but takes more paperwork and time. We explain the difference between T1 and EX-A in a separate article.
How we choose
For full loads, when the carrier holds a TIR authorisation, TIR is the simpler and often faster way, especially across several borders. For groupage cargo leaving our warehouse near Vilnius every other day we work with regular carriers and pick the procedure per trip – for the client there is no difference, because we handle all documents ourselves. In both cases the cargo travels with a CMR, commercial invoice, packing list and EX-A, plus a certificate of origin, phytosanitary or veterinary certificate where required.
Three things worth checking before departure
First, that the HS codes are identical on the invoice, packing list and CMR – you can check this via the HS code check, which also shows whether the route via Belarus is open for the goods. Second, that the consignee's name and tax number in Uzbekistan are written exactly as in the import documents. Third, that it is agreed who files the import declaration in the destination country and when – this is done by the consignee or their customs broker, and we send copies of all documents in advance.
Service: customs formalities and T1 · Destination: freight to Uzbekistan