What is VGM (verified gross mass)?

Why did VGM become mandatory?

An incorrectly declared container weight upsets the vessel's stowage plan. In a stack where a heavy box sits on top and a light one below, the stack can collapse, containers can be lost overboard, and port cranes and road vehicles can be overloaded. The International Maritime Organization (IMO) completed work begun in 2011 with resolution MSC.380(94) in 2014, amending SOLAS Chapter VI, Regulation 2. The implementation guidance is circular MSC.1/Circ.1475.

The rule says two things: providing the verified weight is the responsibility of the shipper, and VGM is a precondition for loading a packed container on board. Having submitted a VGM does not create a right to be loaded; the final decision rests with the master.

What are the two methods of determining VGM?

The tare is shown on the container door and on the CSC plate. Typical values are 2,200–2,300 kg for a 20-foot dry container and 3,700–3,900 kg for a 40-foot one; calculations should use the actual tare of that container, not an estimate. Dimensional differences are covered in the 20-foot vs 40-foot container entry.

Who declares it, and to whom?

Under SOLAS, the shipper is the party named as shipper on the bill of lading or sea waybill, or the party that has concluded the contract of carriage with the line. The VGM declaration must be signed and the name of the signatory clearly stated. A forwarder may submit the declaration on the shipper's behalf; the shipper, however, remains responsible for the accuracy of the weighing.

1. The container is packed and sealed, and its weight is determined by the chosen method.
2. The VGM is sent via the line's web portal, an e-mail form or EDI as a VERMAS message.
3. The line and terminal match the VGM with the booking and container number.
4. The value is entered in the stowage plan; missing or inconsistent records are removed from loading.

When must it be submitted?

SOLAS does not specify a time; it says “sufficiently in advance to be used in the preparation of the stowage plan”. In practice, the line sets this deadline and states it as the VGM cut-off in the booking confirmation. With most lines, the VGM cut-off coincides with or falls before the latest time for delivering the container to the terminal. The line's documentation, VGM and yard cut-offs are stated separately in the booking confirmation as cut-off dates.

What happens if VGM is missing or incorrect?

A container without a VGM is not loaded and may be left for the next vessel. The IMO guidelines (MSC.1/Circ.1475) provide that the master or their representative, together with the terminal, may weigh the box on the shipper's behalf; who bears the cost is agreed between the parties. The acceptable difference between the measured and declared value is not defined in SOLAS and is left to national authorities. In Türkiye, the competent authority is the Ministry of Transport and Infrastructure (Ulaştırma ve Altyapı Bakanlığı).

Common mistakes

• Entering only the cargo weight and forgetting the pallets and the container tare.
• Declaring the weighbridge ticket figure as VGM without deducting the tractor and trailer weight.
• In LCL consolidation, relying on each shipper declaring its own packages; the container's VGM is provided by the consolidator who packs it.
• Distributing the weight incorrectly. Even if the total weight is right, concentrating the cargo at one end breaches container stowage rules.

How does Voltim Global support this?

In container transport operations, Voltim Global monitors the weighing record from the packing location, the container tare and the line's VGM cut-off together with the booking file. When the declaration is submitted on the shipper's behalf, the signed weighing record is kept on file.

Published: 11.11.2026 · Voltim Global