Since 1 July 2016, a packed export container may not be loaded onto a ship unless the carrier and terminal have received its Verified Gross Mass (VGM). The requirement comes from an amendment to the International Convention for the Safety of Life at Sea, SOLAS Chapter VI, Regulation 2, and it applies worldwide.
Why the rule exists
Misdeclared container weights have been linked to vessel stability problems, stack collapses and injuries in terminals and on roads. Ship planners build stowage plans from declared weights; if heavy boxes are declared light, containers can be stowed high in stacks designed for lighter loads. The IMO's response was to make the shipper responsible for providing a verified weight, obtained by an approved method, before loading.
Who is responsible
The shipper named on the bill of lading (or sea waybill) is responsible for obtaining and communicating the VGM. Where a freight forwarder or consolidator appears as shipper on the master bill of lading, as in LCL, it is that party that declares the VGM for the box, relying on weights from the underlying shippers.
The VGM must be signed by a person duly authorised by the shipper and submitted in time for the vessel stowage plan, before the VGM cut-off set by the carrier or terminal.
Method 1 and Method 2
The IMO's guidelines (MSC.1/Circ.1475) allow two methods:
| Method 1 | Method 2 | |
|---|---|---|
| What is weighed | The packed and sealed container | All packages and cargo items, plus packing and securing material |
| How the VGM is built | Direct reading from calibrated scale | Sum of contents plus the container's tare mass |
| Typical use | Weighbridge at terminal or depot | Shippers with certified weighing processes |
| Conditions | Scale must meet national accuracy and certification standards | Method must be certified or approved as required by the national authority |
Under Method 2, the tare mass is taken from the container's door marking and must be included. Estimates are not permitted under either method, and national authorities can specify how Method 2 must be approved.
Tolerances and enforcement
The IMO guidelines do not prescribe a single tolerance between declared and actual weight. Enforcement tolerances and penalties are set by national administrations, and many terminals re-weigh containers on arrival. Where a discrepancy exceeds the local tolerance, the container may be held, re-weighed at the shipper's cost, and rolled to a later vessel.
Common mistakes
- Forgetting the tare. Under Method 2 the container's tare weight must be added to the cargo weight.
- Leaving out packing and securing material. Pallets, dunnage, airbags and lashings are part of the gross mass.
- Submitting after cut-off. A correct VGM received late can still lead to a rolled container.
- Mismatch across systems. The VGM, the booking and the shipping instructions should agree; inconsistencies trigger queries at the terminal.
- Assuming the carrier will weigh. Terminals may weigh as a service, but responsibility stays with the shipper.
VGM and packing quality
VGM covers total weight, not how that weight is distributed. Load distribution, centre of gravity and securing are covered by the IMO/ILO/UNECE CTU Code, available via UNECE. A container can have a perfectly accurate VGM and still be dangerously packed, for example with heavy items concentrated at one end.
For planning, our freight tools include container payload references, and our FCL vs LCL guide explains how weight as well as volume drives the choice of equipment.
Frequently asked questions
What is VGM in shipping?
Verified Gross Mass is the total weight of a packed container, including cargo, packing and securing material and the container's tare, obtained by an approved method and declared by the shipper before loading, as required by SOLAS Chapter VI, Regulation 2.
Who is responsible for providing the VGM?
The shipper named on the bill of lading or sea waybill. For LCL consolidations, this is usually the consolidator or forwarder named as shipper on the master bill.
What happens if the VGM is missing or wrong?
A container without a VGM must not be loaded. Significant discrepancies found by the terminal can lead to re-weighing charges, delays and the container being rolled to a later sailing, plus penalties under national rules.
References
- IMO, SOLAS Convention, Chapter VI, Regulation 2 (as amended, in force 1 July 2016).
- IMO, MSC.1/Circ.1475, Guidelines regarding the verified gross mass of a container carrying cargo, via imo.org.
- IMO/ILO/UNECE, Code of Practice for Packing of Cargo Transport Units (CTU Code), via UNECE.
- World Shipping Council, container safety resources.
Prepared by the Apex Ocean Lines industry experts and editorial team, checked against the sources cited. Short forms link to our shipping glossary.