VGM in Shipping: Why Your Container Won't Load Without Verified Gross Mass

Your commercial invoice is complete. Your packing list matches the cargo. Your bill of lading is ready. But when the container arrives at the terminal, it's rejected. The reason: no VGM submitted.

This guide explains what VGM is, why it became mandatory, and how to submit it correctly so your container actually gets loaded onto the vessel. With new IMO reporting rules taking effect in January 2026, accurate weight declarations matter more than ever.

What is VGM and why is it required?

VGM (Verified Gross Mass) is the total verified weight of a packed shipping container. It includes the cargo, packaging materials, pallets, dunnage, securing materials, and the container's own tare weight. Since July 1, 2016, the International Maritime Organization (IMO) requires shippers to provide VGM before any container can be loaded onto a vessel.

According to IMO's SOLAS (Safety of Life at Sea) Regulation VI/2, a container without verified gross mass cannot legally be loaded onto a ship. This rule applies across 167 countries that signed the SOLAS convention, covering 99% of the world's merchant shipping tonnage.

The regulation exists because misdeclared container weights have caused serious accidents. A 2024 study published in ScienceDirect identified misdeclared weight as the second-highest risk factor for containers lost at sea, contributing 12.6% to overall container fall incidents. When vessels don't know the actual weight of each container, stowage plans become inaccurate, leading to stack collapses and vessel instability.

What happened when VGM went wrong in 2024?

In February 2024, the U.S.-flagged containership President Eisenhower lost 23 containers overboard off the coast of California, with 10 more damaged. According to the National Transportation Safety Board (NTSB) investigation released in February 2025, the cause was incorrect container weight data entered during booking.

A booking agent splitting a 40-container reservation entered 2.5 tonnes as the cargo weight for 39 containers — but the actual weights ranged from 24.5 to 28.6 tonnes each. The containers were loaded based on this incorrect data. When the ship encountered 12-foot swells and 18-degree rolls, the stacks collapsed. Total damage exceeded $735,000.

This incident demonstrates that VGM isn't just paperwork. Incorrect weights directly affect how containers are stacked and secured. Even modern ships with sophisticated stowage planning software cannot compensate for bad data.

What changed in January 2026?

As of January 1, 2026, new IMO regulations require mandatory reporting of all containers lost at sea. Under SOLAS Chapter V Resolution MSC.550(108), ship masters must immediately report both the loss and observation of drifting containers to nearby vessels, coastal authorities, and flag states.

The required information includes:

• Ship identity (IMO number, name, call sign, MMSI)

• Position of the incident

• Date and time

• Number of containers lost

• Container descriptions (size and type)

• Whether dangerous goods are involved (with UN numbers)

Flag states must then report incidents to the IMO via the Global Integrated Shipping Information System (GISIS). This creates a documented paper trail for every container loss — and increases accountability for weight declarations that contributed to the incident.

How do you calculate VGM?

There are two approved methods to determine VGM, both recognized by the IMO. The choice depends on your access to weighing equipment and operational setup.

Method 1: Weigh the entire container

After packing and sealing the container, weigh the entire unit using a certified weighbridge or scale. If the container is weighed on a truck, subtract the weight of the truck and fuel from the total reading. This method provides the most accurate result because it captures everything inside the container in one measurement.

According to IncoDocs, freight forwarders typically charge $50-100 for Method 1 weighing services, depending on location and service provider.

Method 2: Calculate from individual weights

Weigh all cargo items, packaging materials, pallets, dunnage, and securing equipment individually. Then add the container's tare weight, which is printed on the CSC (Convention for Safe Containers) plate attached to the container door. This method works well when you don't have access to a weighbridge or when cargo is packed at multiple locations.

According to Maersk and SEKO Logistics, most countries allow a 2-5% tolerance on VGM to account for minor weight variations during transit. However, this buffer is not an excuse for inaccurate declarations — it exists to accommodate unavoidable changes like moisture absorption or evaporation.

When and how do you submit VGM?

VGM must be submitted to both the ocean carrier and terminal operator before the vessel's loading cut-off. According to Hapag-Lloyd and other shipping lines, this deadline typically falls 24 to 72 hours before departure, depending on the port and carrier.

The shipper named on the Bill of Lading is legally responsible for providing VGM. This can be submitted in several ways:

• As part of your Shipping Instructions (SI) to the carrier

• Through the carrier's online portal or EDI system

• Via your freight forwarder, who submits on your behalf

Many terminals enforce a "No VGM, No Gate-in" policy. If VGM isn't submitted before the container arrives at the port, the terminal will refuse entry. The container sits outside the gate, incurring storage and delay costs while you scramble to get the weight verified.

What happens if VGM is missing or incorrect?

Missing or late VGM triggers immediate consequences:

• Container not loaded: Without VGM, the carrier cannot include your container in the stowage plan. It stays on the ground.

• Missed vessel: Your cargo rolls to the next available sailing, typically one week later.

• Additional costs: Storage fees, demurrage charges, and re-booking fees accumulate while you wait.

• Increased accountability: Under 2026 reporting rules, misdeclared weights that cause incidents now create documented records.

According to the World Shipping Council's 2025 report, 576 containers were lost at sea in 2024 — up from a record-low 221 in 2023. The increase was largely due to vessels rerouting around the Cape of Good Hope to avoid Red Sea hostilities, exposing ships to more extreme weather conditions. The 10-year average remains at 1,274 containers lost annually.

Quick reference: VGM checklist

• Confirm VGM responsibility with your forwarder at booking

• Choose Method 1 or Method 2 based on your weighing capabilities

• Use certified, calibrated equipment for all weight measurements

• Submit VGM with your Shipping Instructions before the carrier's cut-off

• Check the specific VGM cut-off for your port — it varies

• Keep VGM documentation on file for potential audits

• If using Method 2, include all dunnage, pallets, and securing materials in your calculation

• Remember: Under 2026 rules, container losses are now reported to the IMO with full documentation

Documents get your shipment approved for export. VGM gets your container physically loaded onto the vessel. Without both, your cargo isn't going anywhere.