Why was VGM introduced?

Before VGM became mandatory, misdeclared container weights were one of the most dangerous problems in the shipping industry. Shippers would routinely understate the weight of their containers — sometimes accidentally, sometimes deliberately to avoid overweight surcharges.

This caused serious safety disasters:

Vessels became unstable at sea when heavy containers were stacked in positions based on incorrect declared weights. Containers collapsed in stacks at terminals because the actual weight was far greater than what was recorded. Ships listed (tilted dangerously) or in extreme cases capsized due to incorrect weight distribution.

The MSC Napoli incident (2007) and the MOL Comfort sinking (2013) — where a massive container ship broke in half mid-ocean — were partly attributed to issues with misdeclared container weights and cargo distribution. These events accelerated the push for mandatory verified weight regulations.

VGM ensures that every container loaded onto every ship in the world has a legally certified weight — so terminals can plan vessel stowage accurately and ships can sail safely.

What is included in VGM?

VGM = Weight of all cargo inside the container + Weight of all packaging (boxes, bags, wrapping) + Weight of pallets, dunnage, lashing, and securing materials + Tare weight of the container itself

Tare weight is the empty weight of the container. It is stamped on the door of every container and also listed on the equipment interchange receipt (EIR). A standard 20ft container has a tare weight of approximately 2,200 kg. A standard 40ft container is approximately 3,700 to 4,000 kg.

VGM does not include the weight of the truck or chassis carrying the container. It is strictly the container plus everything inside and attached to it.

Who is responsible for submitting VGM?

The shipper — the party named as the shipper on the Bill of Lading — is legally responsible for obtaining and submitting the VGM. This responsibility cannot be transferred to the freight forwarder, customs broker, or shipping line. The shipper must either weigh the container themselves or arrange for it to be weighed by an authorised party.

However, in practice, freight forwarders often assist with the submission process on behalf of the shipper — but the legal liability for the accuracy of the VGM remains with the shipper.

If an incorrect VGM is submitted and causes a safety incident, the shipper can face serious legal and financial consequences.

How is VGM obtained — the two methods?

SOLAS regulations provide two officially approved methods to obtain a VGM:

Method 1 — Weigh the entire packed container After stuffing (packing) is complete, the sealed container is placed on a calibrated weighing device — a weighbridge, a crane scale, or a terminal weighing system — and the total gross mass is measured directly. This is the most straightforward and accurate method.

Method 2 — Calculate by adding individual weights The shipper weighs all individual cargo items, all packaging materials, all pallets, dunnage, and securing equipment separately using certified scales. These individual weights are added together, and then the container's tare weight (printed on the container door) is added to get the total VGM. This method requires more work and careful record-keeping but is useful when a full container weighbridge is not available.

Both methods are legally valid but the weighing equipment used must be certified and calibrated under national standards. A regular bathroom scale or an uncertified industrial scale does not qualify.

When must VGM be submitted?

VGM must be submitted to the shipping line before the vessel's VGM cut-off deadline. This is a separate deadline from the documentation cut-off and the cargo cut-off — and it is typically the earliest of the three.

Typical VGM submission timeline:

VGM cut-off: 24 to 48 hours before vessel departure (ATD) Documentation cut-off: 24 to 36 hours before vessel departure Cargo cut-off: 24 to 48 hours before vessel departure

In practice, you should aim to submit VGM as early as possible — ideally when you confirm your booking or at least 48 hours before the vessel sails. Last-minute VGM submissions risk missing the cut-off and getting your container rolled to the next vessel.

How is VGM submitted to the shipping line?

There are several accepted submission methods depending on the carrier and the country:

Carrier's online portal — Most major shipping lines have a VGM submission form on their website or booking portal where you enter the VGM figure directly.

EDI (Electronic Data Interchange) — For high-volume shippers and freight forwarders, VGM data is transmitted electronically through an EDI system integrated with the carrier's platform.

Email or document submission — Some carriers accept a signed VGM declaration document submitted by email, on company letterhead, including the shipper's details, container number, and verified weight.

Through the terminal — In some ports, the terminal operator captures the VGM directly when the container passes over the weighbridge at the gate. The weight is automatically transmitted to the carrier.

Your freight forwarder will guide you on which method the specific carrier and port requires for your shipment.

What happens if you do not submit VGM?

The consequences are serious and non-negotiable:

Your container will not be loaded onto the vessel. The terminal and ship's captain are legally prohibited from loading a container without a verified VGM on record.

Your container gets rolled. It is moved off the current vessel's load plan and must wait for the next available sailing — costing you days or weeks of delay.

You may incur additional charges. Rolled containers can attract demurrage, storage fees, and rebooking costs.

You may face regulatory penalties. In some countries, failure to comply with SOLAS VGM requirements can result in fines or legal action against the shipper.

VGM vs. Cargo Weight vs. Gross Weight — what is the difference?

Cargo weight — The weight of the goods only. Does not include packaging, pallets, or the container itself.

Gross weight — Usually means the total weight of the goods plus their packaging. Still does not include the container tare weight.

VGM (Verified Gross Mass) — The total weight of absolutely everything: cargo + packaging + pallets + dunnage + container tare weight. This is the number that matters for vessel loading and SOLAS compliance.

Always make sure you are reporting VGM — not just cargo weight or gross weight — to your shipping line.

Why does VGM matter to you as a shipper?

Missing the VGM cut-off rolls your container. A missed VGM deadline means your cargo misses the vessel — even if it is physically sitting at the terminal, fully loaded and ready. The documentation requirement alone can cause a delay.

An incorrect VGM creates legal liability. If you submit a VGM that turns out to be significantly wrong and it contributes to a safety incident, the shipper bears legal responsibility under SOLAS.

It affects your delivery timelines. If your container is rolled due to a missing VGM, your entire downstream timeline shifts — ETA, customer delivery, customs appointments, and warehouse bookings all need to be revised.

It is a non-negotiable compliance step. Unlike some charges that can be disputed or waived, VGM is an international maritime law requirement. There is no workaround, no exemption for small shippers, and no grace period.

Conclusion

• VGM became mandatory worldwide on 1st July 2016 under SOLAS regulations

• Includes cargo weight + all packaging + pallets + dunnage + container tare weight

• The shipper is legally responsible for obtaining and submitting VGM

• Two approved methods: weigh the full packed container (Method 1) or calculate by adding individual weights (Method 2)

• Must be submitted before the carrier's VGM cut-off — typically 24 to 48 hours before vessel departure

• A container without a submitted VGM cannot legally be loaded onto a vessel