VGM (Verified Gross Mass) Declaration: SOLAS Rule, Methods and Practice in Turkey

A VGM (Verified Gross Mass) declaration is mandatory for every packed container shipped by sea. A container without a VGM will not be loaded on board, which means a missed vessel, extra waiting charges and a late delivery. This guide explains what VGM is, the two permitted methods, who is responsible and how the rule is applied in Turkey.

What is VGM and why is it mandatory?

Misdeclared container weights can lead to wrong stowage plans, compromised vessel stability, collapsed container stacks and accidents with port equipment. To reduce these risks, the International Maritime Organization (IMO) amended SOLAS Chapter VI, Regulation 2, making it mandatory to verify the gross mass of packed containers before they are loaded on a ship. The requirement has applied internationally since 1 July 2016.

The core of the rule is simple: if the verified gross mass of a packed container is not provided to the carrier and terminal in time to be used for vessel planning, the container must not be loaded.

VGM is the total of the cargo, packaging, pallets, securing and dunnage material plus the container's tare (empty) weight.

Who is responsible for the VGM?

Under SOLAS, the shipper is responsible. The shipper is the party named as shipper on the bill of lading (or equivalent sea transport document) and who contracts with the carrier.

The shipper determines the weight using Method 1 or Method 2 and provides a signed declaration.
Weighing or calculation can be outsourced to a third party (a weighbridge operator, forwarder or warehouse), but legal responsibility stays with the shipper.
Carriers and terminals are obliged not to load a container without a VGM.

If you work with a forwarder, it is common for the forwarder to submit the VGM to the carrier; providing an accurate weight is still your job.

Method 1 and Method 2

Method 1: weighing the packed container

Once packing is complete and the container is sealed, the whole container is weighed on calibrated, certified weighing equipment. In practice this is often done on a weighbridge by weighing the truck loaded and empty, then working from the difference and the container tare.

Advantage: simple and accurate, ideal for mixed or complex loads.
Watch out for: the scale's legal inspection must be valid, and vehicle and chassis weights must be deducted correctly.

Method 2: adding up the components

All packages and cargo items, including pallets, dunnage and securing material, are weighed individually and the container tare is added. The tare is the value marked on the container door and the CSC plate.

Advantage: there is no need to take the packed container to a weighbridge.
Watch out for: estimated weights are not acceptable; each component must be determined by an accurate, verifiable method. Many countries only allow this method for shippers who meet certain conditions and are authorised.

VGM in Turkey (DBA)

In Turkey the SOLAS rule is implemented through a directive of the Ministry of Transport and Infrastructure, and the system is known as DBA (Doğrulanmış Brüt Ağırlık, the Turkish term for VGM). Under the directive in force as of October 2026, the key points are:

DBA Information System: VGM certificates are generated and shared with the parties through the Ministry's electronic DBA system.
Authorised weighing operators: Method 1 weighing is carried out by weighing operators authorised by the Ministry, using scales with valid inspections.
Method 2 restriction: only shippers holding a Method 2 authorisation from the Ministry may use it; requirements include a quality management system and proper record keeping.
Tolerance: the directive sets a ±5% limit for the difference between the declared gross mass and a control weighing. Exceeding it may lead to administrative sanctions and the container not being loaded.

Because the directive can be revised, confirm authorisation requirements, fees and deadlines with the Ministry's current announcements or with your forwarder.

VGM cut-off and timing

SOLAS requires the VGM to be submitted early enough to be used in the ship's stowage plan; the exact deadline is set by the carrier and terminal. In practice:

Each sailing has its own VGM cut-off, usually the same as or close to the container gate-in (CY) cut-off.
Cut-off times appear in the booking confirmation or carrier notices and vary by line and port.
If a last-minute VGM is delayed by system or weighbridge congestion, the container may be rolled over to the next vessel.

Plan your loading and weighing backwards from the cut-off and weigh as early as possible.

Weighbridges and terminal gates get busier before weekends and public holidays. A change in the vessel schedule can also move the cut-off, so follow the carrier's latest notices, and remember that if a container is swapped on the booking, the VGM must be resubmitted under the new container number.

The VGM process step by step

Get the booking confirmation: note the carrier's VGM and gate-in cut-off times.
Choose the method: if you do not hold a Method 2 authorisation, plan for Method 1 weighing.
Arrange weighing: book an authorised weighing operator and allow for the distance from the loading site and waiting time.
Weigh and obtain the certificate: the container is weighed after sealing and the certificate is generated in the system.
Check the submission: make sure the container number, booking number and weight appear correctly in the carrier's system.
Deliver the container to the terminal: make sure it arrives before the cut-off.

What goes into a VGM declaration?

Formats differ by carrier, but a VGM declaration typically includes:

Container number and booking number
Verified gross mass and unit (kg)
Method used (Method 1 or Method 2)
Shipper name and the name and signature (electronic is acceptable) of the authorised person
Weighing date and, where required, weighing location or certificate number

Common VGM mistakes

Using an approximate figure instead of the actual container tare
Forgetting pallets, dunnage and securing material
Treating the net weight on the invoice or packing list as gross mass
Submitting just before cut-off and missing the vessel because of a delay
Typing the container or booking number incorrectly

Checking volume and weight in advance with our freight calculator reduces surprises at loading. For tare and payload values, see our container types page.

Frequently asked questions

Is VGM only required for FCL?

VGM is required for every packed container. For LCL, the party that packs the container (usually the consolidator) declares the total VGM, and each shipper is asked for the accurate weight of its own cargo.

What happens if I declare the wrong weight?

The container may not be loaded, re-weighing and waiting charges may apply, and in Turkey the administrative sanctions set out in the directive may be imposed.

Can my forwarder submit the VGM on my behalf?

Yes, submissions are commonly made through the forwarder. Under SOLAS, however, responsibility for an accurate weight remains with the shipper.

When should I submit the VGM?

Before the VGM cut-off the carrier sets for that sailing. Check the time in your booking confirmation and do not leave weighing to the last day.

On your sea freight shipments, Medius tracks the VGM process from booking onwards and shares cut-off times with you. Use our quote form for any questions.