The VGM (verified gross mass) is the confirmed gross weight of a packed container, which the shipper must give the carrier before the box is loaded on a ship. The requirement comes from the amended SOLAS Chapter VI Regulation 2 and has applied since 1 July 2016. Without a VGM, the container must not be loaded. This guide explains methods 1 and 2, who is responsible and how to calculate it.

Why the VGM is mandatory

Under-declared container weights cause serious problems: collapsed stacks, overloaded lashings on board, wrong stability calculations and lifting accidents at terminals. Vessel planners build the stowage plan from each container's weight, so a wrong figure spreads through the whole plan. See also what is a stowage plan.

The IMO's implementation guidelines are in MSC.1/Circ.1475. In Indonesia the competent maritime authority is the Directorate General of Sea Transportation (Ditjen Hubla) of the Ministry of Transportation. Technical details such as tolerances, approval of method 2 procedures and penalties are set nationally, so check the latest Ditjen Hubla rules as well as local carrier and terminal requirements.

What the VGM includes

The VGM covers everything inside and on the container:

Component Examples Part of VGM?
Cargo Goods and primary packaging Yes
Packaging and pallets Cartons, crates, wooden pallets Yes
Dunnage and fillers Timber, airbags, filler cartons Yes
Securing material Lashings, straps, stretch wrap Yes
Container tare From the door markings or CSC plate Yes
Truck and chassis Tractor unit, trailer No

The tare weight must come from the container actually used. For reference, the Stowage.id catalogue uses typical tares of 2,230 kg for a 20GP, 3,750 kg for a 40GP and 3,940 kg for a 40HC; real units can differ.

Method 1 and method 2

Method 1: weigh the packed and sealed container on calibrated equipment, such as a weighbridge. If the box is weighed on a truck, the weight of the truck and chassis is subtracted from the reading.

Method 2: weigh all cargo, packaging, pallets, dunnage and securing material, then add the container tare. It suits exporters who stuff in their own warehouse with floor scales. Method 2 must follow a procedure certified or approved by the national authority; estimates or unweighed packing-list figures are not enough.

Aspect Method 1 Method 2
What is weighed The packed, sealed container Every component of the load
Equipment Weighbridge, crane scale Floor or pallet scales
Best for Bulk or mixed loads Planned stuffing at the shipper's site
Main risk Wrong truck/chassis deduction Forgotten components

Responsibility and cut-off

Responsibility lies with the shipper named on the bill of lading or sea waybill. A forwarder, depot or weighing company may be appointed to weigh and submit, but accuracy remains the shipper's responsibility. The VGM document shows the container number, the weight, the method and the name of the authorised signatory.

The VGM goes to the carrier through its portal, by EDI or with the shipping instruction before the VGM deadline. That deadline is set by the carrier and terminal and usually sits close to the vessel's closing time. Exact times vary; always check the booking confirmation.

The VGM workflow in practice

For an FCL export from Indonesia the usual sequence looks like this:

  1. Booking is confirmed, and the carrier states the VGM deadline and closing time.
  2. Empty pick-up from the depot; note the container number and the tare on the door.
  3. Stuffing at the shipper's or forwarder's warehouse. For method 2, weigh each pallet before it goes in and record the result.
  4. Method 1 weighing, if chosen, for example on a weighbridge on the way to the port or at the terminal's weighing facility.
  5. VGM submission by the shipper or its appointee before the deadline.
  6. Gate-in and checks at the terminal. Some terminals reweigh containers at the gate; if the result differs widely from the VGM, the box can be held until the data is corrected.

Keep weighing records, scale calibration certificates and per-pallet weights. They help in a dispute or audit and keep the packing list consistent with the VGM.

Worked example: method 2 VGM for a 20GP

A furniture exporter in Jepara stuffs a 20GP at its own warehouse and weighs every component on a calibrated floor scale:

  1. Cargo: 18 pallets (9 on the floor, double-stacked) × 40 cartons × 20 kg = 14,400 kg.
  2. Wooden pallets: 18 × 25 kg = 450 kg.
  3. Stretch wrap and corner boards: 18 × 1.5 kg = 27 kg.
  4. Dunnage and securing (airbags, timber): 60 kg.
  5. Load subtotal: 14,400 + 450 + 27 + 60 = 14,937 kg.
  6. Container tare (from this unit's door marking): 2,230 kg.
  7. VGM = 14,937 + 2,230 = 17,167 kg.

That is well below the 30,480 kg max gross mass and the 28,250 kg payload. By comparison, if the same container were weighed under method 1 at a weighbridge reading 32,520 kg, with truck and chassis at 15,300 kg, the method 1 VGM would be 17,220 kg. A 53 kg difference (about 0.31%) is reasonable, but the acceptable tolerance is set by the local authority and terminal.

Tolerances and weighing differences

SOLAS does not set one international tolerance. Tolerances and enforcement are national, and in practice many countries apply about ±5% or a fixed number of kilograms; terminals and carriers may add their own rules. So:

  • Do not treat the tolerance as room for estimating; the VGM must be a weighed figure.
  • Use calibrated scales with valid certificates.
  • If a terminal reweigh disagrees, find the cause, such as a wrong tare or an unweighed pallet, and correct the data before loading.

Check the local authority's and terminal's rules for the tolerance that applies. Remember road limits as well: a container that passes VGM may still breach truck and road-class limits; see the ODOL rules guide.

Common mistakes

  • Using a catalogue tare instead of the tare marked on the actual container.
  • Forgetting pallets, dunnage or lashings under method 2.
  • Using unweighed packing-list weights, or net instead of gross weight.
  • Wrong truck and chassis deduction under method 1.
  • Submitting with the wrong container number or after the cut-off.
  • A VGM above the CSC max gross mass; the box must be partly unloaded.

Prepare your VGM

Calculate and prepare the declaration with the VGM Form, then check the remaining weight capacity with the Container Payload Calculator. To plan pallet layout and weight distribution, use the 3D Load Planner. These tools are simulations and do not replace official weighing, a signed VGM, the vessel's loading computer or operator approval.