The MSC documentation workflow
An MSC shipment generates four parallel documentation workflows — VGM, Dangerous Goods, Advance Manifest, and Arrival Notices. MSC's published operational detail is thinner than Maersk's across several of these sub-workflows (notably DG approval SLA and Arrival Notice pre-arrival windows), so the manual process below reflects published public sources where available and flags operator-knowledge gaps where not.
- 01
VGM: Calculate or weigh the container and select the SOLAS method
Choose Method 1 (total container weighed at a certified facility) or Method 2 (calculated cargo weight plus packing materials plus container tare). The weighing party and responsible party must be identified — both are mandatory VGM fields on MSC.
- 02
VGM: Submit through myMSC, EDI (VERMAS), or email
myMSC is the primary channel. EDI submission uses the VERMAS EDIFACT message via direct MSC integration or through INTTRA, InforNexus, or CargoSmart. Email and fax are accepted but carry a $25/container Manual VGM Submission Fee in the US.
Pain pointAll seven mandatory fields (booking or BL number, container number, VGM value, weighing method, weighing party, responsible party, authorised signatory) must be populated. Missing any field triggers non-submission classification and the container moves to No VGM status — it will not be gated in.
- 03
VGM: Submit before the booking-confirmation cut-off
Cut-offs are per-booking and vary by port. Published examples: Port Kelang 10 hours before ETA, Penang 6 hours, Pasir Gudang and Tanjung Pelepas 8 hours. France, Mayotte, and Reunion require VGM at least 24 hours before physical vessel closing.
Pain pointDeclared VGM must reconcile with terminal-weighed value. Material discrepancies trigger the $300/container Mis-declaration Fee in the US. MSC Vietnam tolerance is 500 kg under 10 tonnes, 5% over 10 tonnes.
- 04
DG: Flag the cargo at booking with IMO class and UN number
myMSC's booking form has a dangerous cargo checkbox and per-container DG detail entry. Full DGD and MSDS are not required for the approval step — only the IMO class and UN number. DG flagging happens at booking time before this documentation workflow starts; see the MSC booking page for the full booking workflow context and commercial product selection.
Pain pointMSC does not publish a DG approval SLA, unlike Maersk's published 4 working hour Case Management SLA target. Forwarders cannot plan booking confirmation timelines around DG turnaround.
- 05
DG: Submit the full Dangerous Goods Declaration and MSDS before port cut-off
IMDG-compliant multimodal DGD form with proper shipping name, IMO class, UN number, packing group, marine pollutant flag, and technical name for special-provision substances.
Pain pointCritical cargoes (flexitanks, coils, stone blocks, glass, charcoal, shredded rubbers, fish meal, cotton, lithium batteries) per MSC US T&Cs may require an LOI from the merchant before acceptance and trigger additional pre-booking scrutiny.
- 06
DG: Military, para-military, or dual-use cargo requires full pre-booking documentation
Packing list, commercial invoice, 6-digit HS codes, manufacturer and end-user details, technical and safety data sheet, and import and export licenses must all be provided before any booking acceptance.
Pain pointForwarders attempting to book dual-use cargo through the standard Instant Quote workflow hit a stricter pre-booking gate than most other carriers and must escalate to direct-sales channels.
- 07
Manifest: Determine filing role (carrier master vs NVOCC house)
MSC files as ocean carrier at master level — one MBL equals one ENS for EU. NVOCCs issuing house BLs file their own data. MSC does not file house-level data on behalf of NVOCCs for US/Canada AMS/ACI.
- 08
Manifest: Select the ICS2 filing option and submit via myMSC EU Customs module or EDI IFTMIN
Filing options cover the full range: F10 (complete master with no HBL), F11 (complete master plus HBL data), F12/F13 (carrier-only variants), and F14/F15/F17 (supplementary declarant filings). Customers self-file with EORI, or ask MSC to file on their behalf. See the MSC shipping instructions page for the SI-stage ICS2 workflow including character sanitisation and EORI validation; this step covers the manifest-stage filing.
Pain pointMSC does not use the Maersk HBL/NVOCC/SCAC/Master keyword workaround. Forwarders migrating automation from Maersk will find MSC parses these keywords as free text and ignores them.
- 09
Manifest: Meet the 24-hour-before-loading cut-off
Deep-sea EU ICS2 data cut-off is 24 hours before estimated loading time; short-sea is at vessel departure. US CBP and Canada CBSA require carrier master manifest 24 hours before loading.
Pain pointMSC enforces No MRN, No Load for EU cargo — shipments without a valid ENS MRN shift to the next available vessel with no override path.
- 10
Pre-alert: Retrieve Arrival Notice from myMSC Documents screen
Enter BL or booking number, click Retrieve. Email subscription is available for automatic delivery at vessel arrival where supported.
Pain pointMSC's published specifics on pre-arrival timing and third-party clearing agent access are thinner than Maersk's 24-96 hour pre-arrival window. Destination agents without direct portal access may require LOI or BL copy verification through local MSC customer service.
- 11
Pre-alert: Forward Arrival Notice to destination agent or consignee
Standard forwarder workflow with branded communications. MSC's Arrival Notice contains vessel and voyage details, party details, cargo and container details, ETA, and outstanding charges.
Pain pointOperator experience suggests MSC's pre-alert data quality varies by destination agent and region, and MSC's published specifics on pre-alert content are thinner than Maersk's equivalent.
Where MSC documentation errors happen
VGM mis-declaration triggering $300 US fee
OccasionalDeclared VGM differs materially from terminal-weighed value. MSC's $300/container mis-declaration fee is the highest published VGM-related fee among major carriers. Vietnam's published tolerance is 500 kg under 10 tonnes and 5% over 10 tonnes, but other countries set their own via local SOLAS authority.
VGM non-submission due to missing mandatory fields
CommonMissing any of the seven mandatory fields (booking or BL number, container number, VGM value, weighing method, weighing party, responsible party, authorised signatory) triggers non-submission classification and No VGM, No Gate-in enforcement at Malaysia terminals. All costs from late or missing VGM are the shipper's account.
DG approval delay with no SLA to anchor against
FrequentMSC does not publish a DG approval SLA, unlike Maersk's published 4 working hour Case Management SLA target. Forwarders cannot plan booking confirmation timelines around DG turnaround, and escalation paths for urgent DG bookings are less well-defined than on Maersk, which publishes a Case Management workflow with an explicit SLA target.
Critical cargo booking attempted without LOI or pre-booking documentation
OccasionalMSC's US T&Cs list critical cargoes (flexitanks, coils, stone blocks, glass, charcoal, shredded rubbers, fish meal, cotton, lithium batteries) that require an LOI or enhanced scrutiny before booking acceptance. Forwarders using the standard Instant Quote flow hit rejections when these cargo types are detected.
ICS2 filing using Maersk keyword workaround on MSC EDI
CommonForwarders with SI and manifest automation that inserts HBL, NVOCC, SCAC, or Master keywords into additional notes find MSC parses these as free text and ignores them. MSC requires IFTMIN EDI segments or the myMSC EU Customs module for ICS2 filing.
ICS2 24-hour cut-off missed on short-notice bookings
FrequentDeep-sea EU ICS2 data cut-off is 24 hours before estimated loading time. Short-notice bookings where SI and ICS2 data arrive within the 24-hour window trigger No MRN, No Load enforcement and the shipment shifts to the next available vessel with no override path.
Arrival Notice pre-arrival window uncertainty
OccasionalMSC does not publish a specific pre-arrival window target equivalent to Maersk's 24-96 hour window. Forwarders planning customer-facing pre-alert timing against a Maersk-equivalent window mis-estimate when MSC's Arrival Notice will actually be available, creating downstream friction on customs clearance and detention timing.
Arrival Notice retrieval blocked for third-party clearing agents
OccasionalMSC's published specifics on third-party clearing agent access are thinner than Maersk's (which requires LOI or BL copy in South Africa and similar geographies). Destination agents without direct myMSC portal access may need local MSC customer service verification, adding clearance delay.
How Expedion agents handle MSC documentation
Expedion's AI agents automate MSC's four documentation sub-workflows with carrier-specific validation at every step. Every capability below enforces an MSC-specific published rule or substitutes published carrier guidance where MSC's public detail is thinner than other carriers.
Submit VGM through myMSC or EDI by default to avoid the $25/container Manual VGM Submission Fee. Validate all seven mandatory fields before submission to prevent non-submission classification. Apply port-specific cut-off overlays for Malaysia (Port Kelang 10 hours, Penang 6 hours, Pasir Gudang and Tanjung Pelepas 8 hours) and France, Mayotte, and Reunion (24 hours before vessel closing).
Compare declared VGM against terminal-weighed values where available. Flag discrepancies outside MSC's published tolerance (500 kg under 10 tonnes, 5% over 10 tonnes in Vietnam) to prevent the $300/container US Mis-declaration Fee.
Flag DG and critical-cargo bookings (MSC's defined critical list: flexitanks, coils, glass, charcoal, lithium batteries) at the Instant Quote stage. Block auto-booking until IMO class, UN number, and any required LOI are provided. Enforce MSC's military and dual-use pre-booking gate with full document set (packing list, invoice, HS codes, manufacturer and end-user details, safety data sheet, licenses).
Route EU-bound cargo through the correct ICS2 filing path (F10, F11, F12/F13, F14/F15/F17) based on NVOCC role. Use myMSC EU Customs module or EDI IFTMIN segments — never the Maersk keyword workaround. Validate EORI numbers, submit within 24-hour window, monitor MRN status, trigger re-submission loop before No MRN, No Load cut-off.
Track all MSC shipments against US CBP, Canada CBSA, and EU ICS2 cut-offs. Surface late-data risk to the forwarder's reviewer before the cut-off closes. For NVOCC house-bill scenarios, coordinate house-level filing separately from MSC's master filing.
Pull Arrival Notices for all active MSC shipments approaching destination and forward them to the forwarder's destination agent or consignee per the forwarder's standing instructions. Handle destination agents without portal access through the forwarder's LOI and BL-copy verification workflow.
Maintain per-shipment audit logs for VGM submission timing, DG declaration approval status, ICS2 MRN confirmation, and Arrival Notice delivery to satisfy SOLAS, CBP, and customs inquiry requirements.
MSC documentation details
Key reference data for ops teams handling MSC documentation across VGM, DG, advance manifest, and arrival notices.
| Detail | Value |
|---|---|
| VGM channels | myMSC, EDI (VERMAS), INTTRA/InforNexus/CargoSmart, email |
| VGM Manual Submission Fee (US) | $25/container |
| VGM Late Submission Fee (US) | $25/container |
| VGM Mis-declaration Fee (US) | $300/container |
| VGM tolerance (Vietnam example) | 500 kg under 10 tonnes / 5% over 10 tonnes |
| VGM cut-off (Malaysia examples) | Port Kelang 10 hr before ETA; Penang 6 hr; Pasir Gudang/Tanjung Pelepas 8 hr |
| DG submission channels | myMSC booking form (flag + DG detail); IMDG-compliant DGD for final submission |
| DG approval SLA | None published (Maersk publishes 4 working hour Case Management SLA target) |
| DG critical cargo list | Flexitanks, coils, stone blocks, glass, charcoal, shredded rubbers, fish meal, cotton, lithium batteries |
| Military/dual-use gate | Packing list, invoice, 6-digit HS, manufacturer/end-user, SDS, licenses required before booking |
| ICS2 filing options | F10, F11, F12/F13, F14/F15/F17 |
| ICS2 mechanism | IFTMIN EDI segments or myMSC EU Customs module (not the Maersk HBL/NVOCC/SCAC/Master keyword workaround) |
| ICS2 data cut-off (deep-sea) | 24 hours before estimated time of loading |
| ICS2 enforcement | No MRN, No Load — shifts to next vessel |
| US CBP / Canada CBSA cut-off | 24 hours before loading (carrier master manifest) |
| Arrival Notice retrieval | myMSC Documents screen by BL or booking; email subscription where supported |
TMS compatibility for MSC documentation
Expedion agents handle MSC documentation from within your existing TMS. For CargoWise users, agents submit VGM via VERMAS EDI and ICS2 via IFTMIN through the MSC Developer Portal path. For GoFreight and Magaya, agents use the respective APIs for internal document state and myMSC for carrier-side submission. Full TMS compatibility details are on the MSC overview page.
Related pages
MSC carrier pages: MSC overview · Shipping instructions · Bill of lading · Booking · Tracking & visibility
Documentation across carriers: Documentation automation · Maersk documentation · CMA CGM documentation · Hapag-Lloyd documentation · ONE documentation · COSCO documentation · Evergreen documentation
Frequently asked questions
How does Expedion handle MSC's US VGM fee schedule and Malaysia cut-offs?
MSC charges three separate VGM fees in the US: a $25/container Manual VGM Submission Fee for email or fax submissions, a $25/container Late VGM Submission Fee, and a $300/container Mis-declaration Fee when declared VGM differs materially from terminal-weighed value. Expedion agents submit VGM through myMSC or EDI by default to avoid the manual submission fee, validate all seven mandatory fields before submission to prevent non-submission classification, and apply port-specific cut-off overlays for Malaysia terminals (Port Kelang 10 hours before ETA, Penang 6 hours, Pasir Gudang and Tanjung Pelepas 8 hours). Declared VGM values are compared against terminal weigh data where available to flag discrepancies before the $300 mis-declaration fee triggers.
How does MSC handle dangerous goods declarations compared to Maersk?
MSC uses a two-phase DG workflow: flag the cargo at booking with IMO class and UN number, then submit the full IMDG-compliant DGD and MSDS before port cut-off. Unlike Maersk, which publishes a 4 working hour Case Management SLA target for DG approval, MSC does not publish an explicit DG approval SLA. For critical cargoes — flexitanks, coils, stone blocks, glass, charcoal, lithium batteries, and others listed in MSC's US T&Cs — an LOI from the merchant may be required before booking acceptance. Military, para-military, and dual-use cargo requires full pre-booking documentation (packing list, invoice, HS codes, manufacturer and end-user details, safety data sheet, licenses). Expedion agents flag DG and critical-cargo bookings at the Instant Quote stage and block auto-booking until all required documentation is provided.
How does ICS2 filing work on MSC?
MSC supports ICS2 Release 3 filing through two channels: the myMSC EU Customs module (dedicated UI) or EDI IFTMIN segments via the MSC Developer Portal. Filing options span the full ICS2 range — F10, F11, F12/F13, F14/F15/F17 — depending on whether the forwarder is a supplementary declarant or MSC files on their behalf. Critically, MSC does not use the Maersk HBL/NVOCC/SCAC/Master keyword workaround; forwarders migrating automation from Maersk must switch to IFTMIN segments or the myMSC module. The deep-sea data cut-off is 24 hours before estimated loading time, and MSC enforces No MRN, No Load — cargo without a valid ENS MRN shifts to the next available vessel. Expedion agents route EU-bound cargo through the correct filing path based on NVOCC role, validate EORI numbers, and monitor MRN status with a re-submission loop before the cut-off.
How can destination agents retrieve Arrival Notices from MSC?
MSC Arrival Notices are available through the myMSC Documents screen by entering the BL or booking number. Email subscription is available for automatic delivery at vessel arrival where supported. MSC's published specifics on pre-arrival timing are thinner than Maersk's 24-96 hour window, and destination agents without direct myMSC access may need LOI or BL copy verification through local MSC customer service. Expedion agents pull Arrival Notices from myMSC for all active shipments approaching destination and forward them to the forwarder's destination agent or consignee per standing instructions.