What Is VGM? Two Container Weight Verification Methods and a Cut-off Checklist

VGM, or Verified Gross Mass, is the verified total mass of a packed container. It is not only the cargo weight. VGM includes the goods, packaging, pallets, dunnage and securing material, plus the tare mass of the container itself.

Under SOLAS, VGM must be available sufficiently in advance for preparation of the ship stowage plan. A packed container without the required VGM is not eligible for loading on a ship to which the rules apply.

Who is responsible?

IMO defines the shipper as the legal entity or person named as shipper on the bill of lading, sea waybill, or equivalent multimodal transport document, or the party in whose name the contract of carriage is concluded.

The shipper is responsible for obtaining VGM through an accepted method, stating it in the shipping document, ensuring the document is signed by a duly authorised person, and providing it to the carrier/master representative and terminal sufficiently early for stowage planning.

A forwarder can support weighing and data submission, but appointing another party to perform those tasks does not automatically remove the SOLAS responsibility of the named shipper.

The two VGM methods

Method 1: weigh the packed container

After packing and sealing, the complete container is weighed using calibrated and certified equipment that meets the applicable requirements of the competent authority.

Method 2: add the individual components

The shipper weighs all packages and cargo items, including pallets, dunnage, packing and securing material, then adds the tare mass of the container. The method must be certified and approved by the competent authority of the country where packing was completed.

In simple terms:

VGM = cargo + all packing/pallet/dunnage/securing material + container tare

Use the tare for the actual container, not an assumed tare from another unit of the same type.

VGM versus other weights

Confusing cargo gross weight with VGM is a common process risk when packing-list data is reused without pallets, timber, straps, or container tare.

Why VGM can miss a cut-off

IMO requires VGM early enough for stowage planning but does not set one commercial cut-off time for every booking. Carriers and terminals define the submission deadline and channel for each service and port.

Operational errors include weighing after the VGM cut-off, submitting against the wrong booking or container number, mismatching seal and document details, omitting tare or packing material, using an unaccepted method, changing the packed cargo after weighing, or using an unauthorised signatory.

Pre-gate checklist

• Check the booking confirmation and VGM cut-off for the actual sailing.
• Confirm the named shipper and authorised signatory.
• Select Method 1 or Method 2 under the applicable procedure.
• Verify container number, seal number, and tare marking.
• Record the result, unit, date/time, and supporting document.
• Submit through the carrier or forwarder’s required channel.
• Confirm acceptance rather than assuming that “sent” means “received”.
• Reassess VGM if the cargo or packing changes before cut-off.

VGM is a condition for loading, not an entitlement to loading. The master retains ultimate discretion, and the booking still depends on other carrier, terminal, customs, and operational requirements.

Official sources

• [IMO – Verification of the gross mass of a packed container](https://www.imo.org/en/ourwork/safety/pages/verification-of-the-gross-mass.aspx)
• [IMO – MSC.1/Circ.1475 Guidelines regarding VGM](https://wwwcdn.imo.org/localresources/en/OurWork/Safety/Documents/MSC.1%20Circ.1475.pdf)

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