VGM is often treated as merely a “container weighing slip”. That is incomplete. The core requirement is to establish the verified gross mass of each packed container, communicate it to the correct parties, and do so early enough for the vessel stowage plan. Confusing VGM with the cargo weight on a Packing List, omitting container tare, or missing the carrier cut-off may leave a container off the load list even after gate-in. The sections below move from the underlying concept to its use in shipment documents and coordination among operational parties. In practice, businesses should reconcile booking, transport, commercial, and customs data early, assign a clear owner and response deadline, and retain the evidence supporting each material decision.

This article explains the VGM components, the two verification methods, shipper responsibility, the roles of forwarders–carriers–terminals, and the data that must be controlled before submission.

Updated: 21 July 2026Scope: packed containers in international sea transportPrimary source: IMO/SOLAS

QUICK FACTS

VGM is the total mass

It includes cargo, packages, pallets, dunnage, securing materials and the container tare mass.

The shipper is responsible

The relevant party is the shipper named on the transport document and/or the party with whom, or in whose name or on whose behalf, the contract of carriage is concluded with the shipping company.

Tasks may be delegated

A forwarder, factory, weighbridge or agent may weigh or transmit data, but delegation does not automatically transfer the shipper’s responsibility.

No VGM – no loading

VGM must reach the carrier and terminal in time for stow planning; the exact deadline is booking-specific.

Illustration for What Is VGM? Who Is Responsible for Declaring Container Weight? — Illustration of the logistics topic, document or operation discussed in the article.

SCOPE OF APPLICATION

This article applies to packed containers within the scope of the CSC intended for stowage on ships subject to SOLAS chapter VI, including dry containers, tank-containers, flat-racks and bulk containers where the scope conditions are met. For a consolidated LCL container, responsibility for the VGM of the packed container rests with the SOLAS shipper in the ocean-carrier contract—commonly the consolidator/NVOCC—not automatically with each individual cargo owner.

Scope limits: the packed-container VGM requirement does not apply in the same way to empty containers, offshore containers outside the CSC, vehicles excluded from the container definition, or containers on chassis/trailers driven on or off ro-ro ships on short international voyages under the SOLAS exception. National metrology rules, booking terms, terminal procedures and carrier instructions must still be checked.

Operational note: VGM is a maritime safety requirement. It is not a customs declaration and does not replace weights stated on the Invoice, Packing List, manifest or export declaration.

KEY TERMS

Term	Meaning	Operational role
VGM Verified Gross Mass	The verified total gross mass of a packed container.	Input for vessel stow planning and loading acceptance.
Shipper	The legal entity/person named as shipper on the bill of lading, sea waybill or equivalent multimodal transport document, and/or the party with whom, or in whose name or on whose behalf, the contract of carriage was concluded.	Responsible for obtaining and declaring VGM.
Tare mass	The mass of the empty container, normally marked on the container door.	A required component under Method 2.
Payload	The maximum cargo load permitted for the container.	Not VGM; used to control packing limits.
VGM cut-off	The carrier/terminal deadline for receiving VGM for a specific sailing.	An operational deadline; SOLAS does not prescribe one universal clock time.

WHAT DOES VGM INCLUDE?

VGM is the entire mass of the container after packing. It includes the cargo and every item placed inside, plus the container’s tare mass.

Component	Included?	Control point
Cargo	Yes	Use actual verified mass, not only a booking estimate.
Packages and packaging	Yes	Packaging mass must be included under Method 2.
Pallets, skids and cradles	Yes	They form part of the packed contents.
Dunnage and securing materials	Yes	Include timber, airbags, braces and securing devices remaining in the container.
Container	Yes	Use the tare mass of the actual container.

Operational formula: VGM = cargo + all packaging/pallets/dunnage/securing materials + container tare mass.

HOW VGM DIFFERS FROM OTHER WEIGHT FIGURES

Figure	Content	Includes container?	Main use
Net weight	Net mass of the goods.	No	Commercial and product-related declarations.
Gross cargo weight	Cargo plus packaging as defined in the commercial documentation.	Usually no	Invoice, Packing List, booking and cargo declarations.
Tare mass	Mass of the empty container.	It is the container	VGM calculation and equipment control.
VGM	Verified total mass of the packed container.	Yes	Stow planning and maritime safety.
Maximum gross mass	Maximum permitted total mass shown on the CSC Safety Approval Plate.	Yes	Safety limit; VGM must not exceed it.

WHO IS RESPONSIBLE FOR DECLARING VGM?

Under SOLAS and MSC.1/Circ.1475, the shipper is responsible for obtaining, documenting and providing VGM. The shipper is not necessarily the factory packing the container or the party paying freight; the name on the transport document and the carriage contract must be checked.

Shipper: ultimately responsible for correct determination, authorised confirmation and timely submission.
Forwarder/NVOCC: may transmit VGM and may itself be the shipper on the master bill, depending on the contractual structure.
Factory/packer/weighing provider: may supply weight evidence or component data to the shipper.
Carrier: where the shipper submits VGM to the shipping company, the company is responsible for providing that information to the terminal sufficiently in advance for stow planning; SOLAS does not require it to reweigh every container.
Terminal: receives VGM and, as a contingency, may obtain it on the shipper’s behalf where the commercial parties agree how the weighing and costs will be handled. A later terminal VGM obtained with compliant equipment is used to resolve a discrepancy.

Delegation is not an automatic transfer of responsibility: the SOP should identify the data owner, weighing method, evidence, authorised signatory and correction process.

THE TWO VGM METHODS

Method	How it works	Suitable for	Control point
Method 1 Weigh the packed and sealed container	Weigh the complete unit after packing. When weighed on a road vehicle, correctly deduct the tractor and chassis/trailer tare masses and the fuel in the tractor tank, in line with the IMO guidance.	Bulk-like cargo, scrap, unbagged grain and cases where component addition is impractical.	Equipment must meet the accuracy requirements of the State where it is used. Two containers on one vehicle must be determined separately.
Method 2 Add the component masses	Weigh all packages, cargo, pallets, dunnage and securing materials, then add the actual container tare mass.	Shipments with reliable component data and a method approved by the competent authority.	Not suitable for cargo that does not lend itself to individual weighing, such as scrap, unbagged grain or other bulk cargo. Use the tare of the actual container; an original sealed package with an accurate mass clearly and permanently marked may use that marked mass without being reweighed.

VGM may not be based on a mere estimate. It must be verified through one of the permitted methods; Method 2 must use a certified method approved by the competent authority of the State where packing and sealing were completed.

DATA AND EVIDENCE TO CHECK

Data/evidence	Prepared by	Used at	Must match
Container number	Warehouse/packer/forwarder	Link VGM to equipment	Booking, EIR, seal record and SI.
VGM and unit	Shipper or authorised party	Carrier/terminal submission	Clearly identified as VGM; use the accepted unit.
Verification method	Shipper/weighing provider	Audit trail and discrepancy review	Method 1 or Method 2, with source evidence.
Tare mass	Warehouse/packer	Method 2 calculation	Read from the actual container; retain a photo where useful.
Weight ticket	Weighing provider	Evidence for Method 1/component mass	Date, device, vehicle/container number and gross–tare–net where applicable.
Authorised signatory	Shipper	Shipping document	Name, authority, e-signature or capitalised name according to channel.
VGM cut-off	Carrier/terminal	Shipment timeline	Correct booking, port and sailing; not confused with SI or CY cut-off.

VGM SUBMISSION PROCESS

Confirm booking and roles.

Identify the shipper under the ocean transport document, the packer, weighing party, submitting party and sailing cut-off.

Select the method.

Use Method 1 for a packed-container weighing or Method 2 for approved component addition.

Validate equipment and limits.

Match container number, tare and seal; ensure VGM does not exceed the CSC maximum gross mass or inland transport limits.

Create and transmit the shipping document.

VGM may be in the Shipping Instruction or a separate communication and must identify the value, unit and authorised signatory.

Retain confirmation and version history.

Keep the portal/EDI/email receipt, submission time, amendments and weighing evidence. Reconcile any terminal reweighing under carrier procedures.

RESPONSIBILITY MATRIX

Party	Main responsibility	Common misconception	Record to retain
Shipper	Obtain, document, sign and submit VGM on time.	Hiring a forwarder or weighing provider does not automatically transfer responsibility.	Declaration, authorisation, weight ticket and submission log.
Forwarder/NVOCC	Coordinate/transmit data; may be shipper on the master contract.	Role depends on house/master bill and contract structure.	EDI/portal confirmation and HBL–MBL mapping.
Packer/weighing provider	Measure mass or provide reliable component data.	Does not decide the final VGM without authority.	Weight ticket, method and container evidence.
Carrier	Set the cut-off, receive VGM and share it for terminal/load planning.	Not required by SOLAS to re-verify every declaration.	Booking confirmation and VGM status.
Terminal	Receive VGM and, where agreed, provide weighing/reweighing.	Gate-in does not guarantee loading.	Gate record, terminal weight and exception notice.
Master/representative	Use VGM for stow planning and retain ultimate safety discretion.	VGM is a prerequisite, not an entitlement to loading.	Operational load plan/load list.

COMMON RISKS AND ERRORS

Error	Cause	Impact	Control
Using gross cargo weight as VGM	Container tare and packing/securing materials omitted.	Under-declaration and unsafe planning.	Reconcile the VGM formula and actual tare.
Missing the cut-off	VGM deadline confused with SI/CY cut-off.	Off-load, storage, rollover and delay costs.	Set an internal deadline earlier than carrier cut-off.
Wrong container number	Equipment swap or copied data.	The actual container remains without VGM.	Check EIR, seal and container-door photo.
Wrong tare mass	Using a standard tare or another unit’s tare.	Incorrect Method 2 result.	Use the marking on the actual container.
No evidence retained	Only an informal message is sent.	Difficult discrepancy review and claim defence.	Keep tickets, calculation, authority, receipt and version history.
VGM above maximum gross mass	Overpacking or wrong equipment selection.	No loading; cargo reduction or equipment change required.	Check CSC plate, payload and inland limits before stuffing.

LEGAL BASIS AND SOURCES

Source	Issuer	Status	Use in this article
SOLAS 1974, Chapter VI, regulation 2; amended by MSC.380(94)	International Maritime Organization	VGM requirement effective 1 July 2016	Shipper responsibility, VGM document and no-VGM/no-loading condition.
MSC.1/Circ.1475 dated 9 June 2014	IMO Maritime Safety Committee	Interpretive implementation guidelines; not a separate SOLAS amendment	Definitions, scope, methods, documentation, operational deadline, discrepancies and roles.
Verification of the gross mass of a packed container	IMO	Official overview page	Summary of obligations, shipper definition and contingency arrangements.
Verified Gross Mass operational guidance	Maersk	Carrier procedure; subject to change	Operational illustration of submission channels and delegated tasks.

IMO VGM PAGE MSC.1/CIRC.1475 MSC.380(94)CARRIER GUIDANCE

FAQ

1. Is the exporter always the shipper responsible for VGM?

No. Check the shipper named on the ocean bill/sea waybill and the party contracting with the carrier. In an NVOCC structure, the forwarder may be the shipper on the master bill.

2. If a forwarder submits VGM, does it assume all responsibility?

Not automatically. It may transmit on authority; SOLAS responsibility remains with the relevant shipper unless the forwarder is itself the shipper in the ocean-carrier contract.

3. Is a paper VGM form mandatory?

No. VGM may be included in the Shipping Instruction or sent separately, including electronically, provided it is clearly identified and authorised.

4. How many hours before ETD does SOLAS require VGM?

SOLAS does not prescribe a universal number of hours. It must arrive in time for stow planning; the carrier sets the booking-specific cut-off with the terminal.

5. Can a gated-in container without VGM be loaded?

It may not be loaded onto a SOLAS ship until VGM is provided or obtained through an agreed contingency process.

6. Which figure prevails if the terminal reweigh differs?

IMO guidance states that the VGM obtained by terminal weighing should resolve the discrepancy. Amendment rules, cost and tolerances depend on local/carrier procedures.

7. Does a compliant VGM guarantee loading?

No. It is a prerequisite only. Booking, documentation, cut-offs, cargo restrictions and the master’s ultimate safety decision still apply.

APPLICATION NOTE: Approved weighing methods, tolerances, submission channels, reweighing fees and cut-offs vary by State, terminal, carrier and sailing. Use a documented SOP/RACI and the actual booking confirmation rather than one universal form or deadline.

TGIMEX IMPLEMENTATION SUPPORT

TGIMEX helps businesses turn the article into a shipment-ready checklist, covering input-data review, dossier preparation, milestone control, and coordination with the relevant parties.

Convert guidance into checks

Assign an owner and deadline to every operational control point.

Reconcile shipment data

Compare booking, transport, commercial, customs, and delivery evidence.

Manage operational risk

Record discrepancies, actions, and decision evidence to prevent recurrence.

Discuss your shipment dossier

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