Risk Management Proposal  
Amendment to the Import Health Standard for Vehicles, Machinery and Parts  
 
 
 
 
Prepared for public consultation  
By the Treatments and Inanimate Pathways  Group  
Plants and Plants Directorate.  
 
 
 
 
 
 
May 2020 
 
 
 
 
Disclaimer  
 
While every effort has been made to ensure the information in this publication is accurate, the Ministry for Primary Industri es 
does not accept any responsibility or liability for error of fact, omission, interpretation or opinion that may be present, nor fo r 
the consequences of any decisions based on this information.  
 
This publication is also available on the Ministry for Primary Indu stries website at  
http://www.mpi.govt.nz/news -and-resources/publications/   
 
 
© Crown Copyright - Ministry for Primary Industries   
 
 
Contents  Page 
 
1 Information on the Consultation Process for the Amendment to the Import Health 
Standard for Vehicles, Machinery and Parts  1 
1.1 Purpose  1 
1.2 Background  1 
1.3 Timing and Consultation  1 
1.4 Background and Context to Consultation  1 
1.5 Guidance material  2 
2 Biosecurity Risks Associated with Vehicles, Machinery and Parts  2 
2.1 Overall biosecurity risks of import pathway  2 
2.2 Brown Marmorated Stink Bug  2 
3 Non-regulatory changes made to the Standard  3 
3.1 Standard layout change  3 
3.2 Expanded commodity lists for specific commodity types  3 
3.3 Clarification of treatment requirements  for used parts  3 
3.4 Changes made to the on arrival requirements section for vehicles, machinery and parts  4 
3.5 removal of a specific section relating to requirements for vehicles, machinery and parts a rriving 
in New Zealand as Air freight  4 
4 Changes to measures in the Standard  5 
4.1 Removal of labelling requirements associated with treating vehicles, machinery and parts 
before arrival OR with system m anagement.  6 
4.2 minor changes to the residual insecticide BMSB treatment option available to the importers of 
aircraft and watercraft  6 
4.3 BMSB management exclusions removed for all new vehicle types  7 
4.4 Removal of mandatory year round system management for some used vehicle types exported 
from Japan  8 
4.5 Mandatory submission of manufacturer’s declaration when exclusion criteria applies  9 
4.6 Removal of the 21 day maximum time period allowed between treatment and exportation of 
vehicles, machinery and parts in a fully enclosed cont ainer.  10 
4.7 Moldova, Portugal and Ukraine added as BMSB risk countries (Schedule 3)  10 
 
Schedule 1 : Manufacturer’s declara tion for BMSB management exclusions  12 
Schedule 2: MPI Ap proved system application form  14  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   1 
1 Information on the Consultation Process for the Amendment 
to the Import Health Standard for Vehicles, Machinery and 
Parts  
 
1.1 PURPOSE  
 
The purpose of this document is to:  
 
 provide relevant background information about the Import Health Standard for Ve hicles, Machinery and 
Parts (the Standard);  
 clarify the proposed amendments to the requirements for the Standard; and 
 provide the rationale for the proposed Standard  amendments and how they manage risk; and to  
 seek feedback on the proposed  amendments to th e Standard ’s impor t requirements.  
 
 
1.2 BACKGROUND  
 
Background information on the Standard  
The Standard was last amended and issued on 19 July 2019 and then re -issued on 18 October  2019  without 
additional requirement change s (guidance content only). The Standard is issued under section 24A of the 
Biosecurity Act (1993) to manage the biosecurity risks associated with the importation of vehicles, machinery and 
parts into New Zealand.  The Standard applies to any vehicle, machin ery or part  (including tyres and targeted wire 
cables and ropes used with vehicles and machinery)  imported into New Zealand from any country.  
1.3 TIMING AND CONSULTAT ION  
The proposed Import Health Standard for Vehicles, Machinery and Parts was released for consultation on 14 May 
2020  and will remain open for consultation until 17 July 2020. The Standard is planned for finalisation in late July 
or early August 2020 and plan ned to come into effect at the same time to provide sufficient time for stakeholders 
to understand changes before the BMSB  risk season begins on 1 September 2020.  
1.4 BACKGROUND AND CONTE XT TO CONSULTATION  
International regulation of risk goods  
 
The World Trad e Organisation and Sanitary and Phytosanitary (SPS) Agreements set in place rules that protect 
each country’s sovereign right to take the measures necessary to protect the life or health of its people, animals, 
and plants while at the same time facilitatin g trade. It embodies and promotes the use of science -based risk 
assessments to manage the risks associated with the international movement of goods. “The SPS Agreement will 
continue to guide how New Zealand sets standards and makes decisions related to bio security. In particular, it 
will be important to maintain the standards of transparency and scientific rigour required by the SPS Agreement, 
and to make decisions as quickly as possible. This will encourage other countries to comply with the rules of the 
SPS Agreement, and also demonstrate that New Zealand’s strict controls are justified to countries that challenge 
them.” Balance in Trade [online reference ISBN 978 -0-478-33881 -2].  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   2 
1.5 GUIDANCE MATERIAL  
 
MPI is moving towards making guidance material available o n the MPI website, and as such, has not provided a 
specific guidance document for the consultation of the proposed Standard.   The current gui dance document for 
importing vehicles, machinery and parts  will remain available until the amended Standard is issued, after which all 
guidance material will be available on the MPI website.  Crucial guidance linked to import requirements remains in 
guidance boxes within the Standard.  
 
2 Biosecurity Risk s Associated  with Vehicles, Machinery and 
Parts  
2.1 OVERALL BIOSECURITY RISKS  OF IMPORT PATHWAY  
 
The biosecurity risks associated with the importation of vehicles and machinery are documented in Import Risk 
Analysis: Vehicle and Machinery, MAF, 2007 .  
 
2.2 BROWN MARMORATED STI NK BUG  
 
Brown Marmorated Stink Bug ( Halyomorpha halys ), or BMSB, is a temperate or subtropical species of stink bug 
native to Asia (China, Japan, Korea and Taiwan) and is closely associated w ith vehicles, machinery and parts 
from risk countries.  BMSB is a plant feeding insect that feeds on the leaves and fruits of field crops and trees 
(including domestic, horticultural, and native trees), as well as production forestry tree species.  
BMSB is not present in New Zealand and is considered one of New Zealand’s most significant regulated pests 
that requires management that is irrespective of country of origin (MPI 2012, 2018, 2019).  The risk BMSB poses 
to New Zealand is detailed in the following M PI documents:  
1. Pest Risk Assessment of Halyomorpha halys  (Brown Marmorated Stink Bug).  2012. Ministry for 
Primary Industries, New Zealand  
2. Technical Review: Proposed Treatments for BMSB ( Halyomorpha halys  (Stal); Pentatomidae ). 
Version 1.2 February 2018. Ministry for Primary Industries, New Zealand  
3. Technical Advice: Supplement to Pest Risk Assessment of Halyomorpha halys (Brown marmorated stink 
bug). Version July 2018. Ministry for Primary Industries, New Zealand.  
4. Burne, 2019, Pest Risk Assessment: Halyomorpha halys (Brown marmorated stink bug).  Version 
1, June 2019. Ministry for Primary Industries, New Zealand (referred to hereon in as 2019 BMSB PRA)  
These risk documents outline the scientific justification for the management of BMSB across several pathways, 
detail how MPI established the BMSB risk period (1 September until 30 April of any year), measures and treatment 
specifications.   While these detail s will not be repeated in this document, they are the underpinning justi fication for 
managing BMSB across  the vehicle, machinery and parts pathway.  
 
 
 
  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   3 
3 Non-regulatory changes made to the Standard  
3.1 STANDARD LAYOUT CHAN GE 
MPI has introduced significant regula tory change within the vehicles, machinery and parts pathway over recent 
years in response to  the continual spread of BMSB , and the continuously changing risk of other contaminating 
pests associated with the movement of these high risk commodities . There is now significantly more risk 
management requirements for importers to comply with when compared to five years ago . Furthermore, some 
requirements are more complex in nature due to the specific targeting of different  countries and  risk periods (at 
particular times of the year) . Therefore, due  to the se recent regulat ory changes and in response to feedback 
received from industry stakeholders, MPI is required to further improve usability for th e reader by improving the 
layout of the S tandard accordingly.  
The most significant change to the proposed draft S tandard stems from basing the layout of the Standard around 
the commodity  (risk goods)  being imported. The  specific parts of the current S tandard that relate to “used 
commodities type s” (Part 3)  and BMSB management  (Part 4),  have been changed/ removed. In the proposed 
Standard, six c ommodity types are now  split into “new” and “used ” in most situations, which represents  the 
difference in risk associated with commodities that have  been us ed/driven in comparison to new commodities  
which have been manufactured and stored only. The commodity types are then further split into sections relating 
to when and where BMSB management is required and /or how the commodities are exported to New Zealand . 
Furthermore, most sections of the proposed Standard have undergone some degree of rewording and/or 
reformatting for the purpose of improvement. However the intent of the requirements have not changed unless 
specified in this document.  
 
3.2 EXPANDED COMMODITY  LISTS FOR  SPECIFIC COMMODITY T YPES  
MPI has received many  queries from stakeholders regarding BMSB management for the less common or non-
standard types of vehicles and machinery . In response,  MPI has attempted to include as many of the less 
common types of  vehicles and machinery unde r the specific commodity lists as possible including those that are 
excluded from the Standard.  It is however not possible to list every type of vehicle, machine and part in existence, 
and therefore importers ar e encouraged to c ontact MPI for assistance regarding any non-listed commodity types. 
MPI will take no responsibil ity for non -compliant management where the impo rter did not contact MPI for 
clarification , where it is required.  
 
3.3 CLARIFICATION OF TRE ATMENT REQUIREMENTS FOR USED PARTS  
 
The treatment requirements for used parts remain complex due to numerous factors. There are considerations 
around seasonal  BMSB requirements, where and when treatment is required and the method of exportation  
which is linked to MPI verificatio n. Furthermore , there are two fumigation treatment rates that are applicable to 
used  parts at particular times of the year targeting different pests such as:  
 
a. Brown Marmorated Stink Bug ( Halyomorpha halys ) 
b. Asian gypsy moth  (Lymantria sp ) 
c. Black widow / Red  Back spider s (Latrodectus  sp) 
 
To capture these considerations and clearly communicate the treatment requirements to the reader, the proposed 
Standard first divides used parts by the type of exportation used (for example, as a full container load /FCL , break -
bulk or as freight -of-all-kinds/FAK ) and then states BMSB management requirements secondly. To assist with this  
  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   4 
 
complex situation the applicable treatment code has been added to a guidance box to help ensure the correct 
treatment rate is used.   
 
 
3.4 CHANGES MADE TO THE ON ARRIVAL REQUIREME NTS SECTION FOR 
VEHICLES, MACHINERY AND PARTS  
 
Section 2.4  (On arrival Requirements) of the current Standard has been removed and guidance content has b een 
amalgamated into section 2.2  of the proposed Standard (Clea rance Requirements). MPI is not proposing any 
changes to the way in which vehicles, machinery and parts are routinely verified on arrival. The current Standard 
includes a requirement that importers must make goods available within a defined time frame (2.4  (1) a and b).  
This requirement has been removed in the proposed Standard and replaced as guidance. Th is is due to the 
requirement not being an import requirement  under section 24 of the Biosecurity Act (the Act).  Verification is part 
of inspector powers  under the Section 30A (1) of the  Act in which the importer has to make the goo ds available 
on arrival  for verification activity at MPI’s discretion.  The requirement has been reworded into guidance to ensure 
that importers are still made aware of what time frames to expect regarding MPI on -arrival verification  and this will 
remain on the BACC issued to the importer at the point of document screening.  An example  of the draft ed 
guidance is as per section 2.2  guidance box below:  
 
 
 
3.5 REMOVAL OF A SPECIFI C SECTION RELATING T O REQUIREMENTS FOR 
VEHICLES, MACHINERY AND PARTS ARRIVING I N NEW ZEALAND AS AIR  
FREIGHT  
 
 
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   5 
MPI is not proposing any changes to the import requirements of the Standard for vehicles, machinery and parts 
that arrive in  New Zealand as air freight. As part of the layout improvements made to the Standard, the 
requirements for vehicles, machinery and parts arriving as air freight, which differ from that of those arriving as 
sea freight, have been incorpor ated into section 2 .2 as below, replacing the need for section 2.6 of the current 
Standard.   
 
MPI continues to monitor this pathway for non -compliance and will implement measures if there is enough 
justification.   
 
 
 
 
4 Changes to measures in the Standard  
 
 Proposed change s Relevant section of Standard  
4.1 Removal of labelling requirements associated  with before -arrival 
treatment or system management  of vehicles, machinery and 
parts.  
 Section 2 .2 of the current Standard  
4.2 Minor changes to  the residual insecticide treatment option 
available to importers of aircraft and watercraft  Certification change: Section 2.1 of 
the current and proposed Standard.  
Requirement change: Section 4.4 of 
the current Standard and Section 4.1 
of the proposed Standard  
4.3 BMSB management  exclusions  removed for all new vehicle  types  
 
 Section 4.1 of the current Standard. 
Section 3.2 of proposed Standard  
4.4 Removal of mandatory system management for some vehicle 
types exported from Japan  
 Section 4.1.1 of the current Standard. 
Section 3 .1 of proposed Standard.  
4.5 Mandatory submission of manufacturer’s  declaration when 
exclusion criteria applies  
 Sections 5.3, 6.3 and 7.2 of the 
proposed Standard.  
4.6 Removal of the 21 day maximum time period  allowed between 
treatment and exportation of vehicles, machiner y and parts  in a 
fully enclosed container, when treated before arrival.  
 Sections 6.2.1, 7.1.1 and 9.1.2 of the 
proposed Standard.  
4.7 Moldova, Portugal and the Ukraine added as BMSB risk countries   
(Schedule 3)  Schedule 3  of the current and 
proposed Standard.  
 
 
 
 
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   6 
4.1 REMOVAL OF LABELLING  REQUIREMENTS ASSOCIA TED WITH TREATING 
VEHICLES, MACH INERY AND PARTS BEFO RE ARRIVAL OR WITH S YSTEM 
MANAGEMENT.  
 
Section 2.2 of the current Standard has been removed from the proposed Standard. The proposed Standard 
does not state any labelling requirements for vehicles, machinery and parts that have undergone a treatment 
before  arrival or that have been managed by an MPI Approved System. MPI no longer believes it is necessary to 
require labelling under these circumstances as the treatment certificate will include all the necessary treatment 
details when vehicles, machinery and p arts are treated without system management.  If vehicles, machinery and 
parts are managed by a system, the approval documentation will include all relevant information including any 
treatment details carried out as part of that system.  
 
 
4.2 MINOR CHANGES TO T HE RESIDUAL INSECTIC IDE BMSB TREATMENT 
OPTION AVAILABLE TO THE IMPORTERS OF AIR CRAFT AND WATERCRAFT  
 
The residual insecticide treatment option used for BMSB management that is allowed for aircraft and watercraft 
importation, is not a part of the DAWE/MPI Offshore BMSB Treatment Provider Scheme. Currently, the offshore 
and onshore application of the residual insecticide treatment can be carried out by any treatment provider 
(approved or non -approved) or the importer or other individual providing the correct  chemicals are used, the 
treatment procedure of the Standard is complied with and a compliant treatment certificate is submitted to MPI.  
 
MPI does not propose removal or ch ange to this requirement due to the risk considerations associated with 
where and ho w aircraft and watercraft are used, stored and manufactured as well as the ongoing safety and 
damage considerations  linked to the treatment of aircraft and watercraft using fumigation or heat.  MPI is however 
proposing three minor changes to better manage t he associated BMSB risk and improve the importer’s 
understanding of the  residual insecticide  treatment option.  
 
1) The details required for a residual insecticide treatment certificate have been altered slightly under 
Section 2.1(2) d of the proposed Standard as per below, for the purpose of clarifying exactly what is 
required to be on a residual treatment certificate.  
 
 
  
And 
 
 
 
 
 
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   7 
2) A maximum time frame of 48 hours in which MPI must carry out an MPI inspection, following the on -
arrival residual insecti cide treatment, has been added as a proposed requirement. MPI inspection has 
typical occurred within this time frame, however it has been made a  proposed  requirement to provide a 
small amount of addi tional risk management for BMSB  and also to provide the i mporter with a time 
frame regarding clearance of their aircraft or watercraft. The MPI inspection required, in conjunction with 
this treatment option, is for the specific purpose of additional BMSB risk management and is not an MPI 
verification activity to  ensure the overall outcome of the Standard is met.  However this  MPI inspection 
requirement will additionally verify that the aircraft or watercraft also complies with the overall outcome of 
the Standard.  
 
3) Guidance has been added under section 4.1 .1 – Option C to ensure the importer understands who is 
able to carry out the before -arrival and on -arrival residual insecticide treatment. This is not a requirement 
change from the current Standard and is a clarification only.  
 
 
4.3 BMSB MANAGEMENT EXCL USIONS REMOVED  FOR ALL NEW VEHICLE 
TYPES  
 
4.3 BMSB MANAGEMENT EXCL USIONS REMOVED FOR A LL NEW VEHICLE 
TYPES  
 
The r emoval of  BMSB exclusions for certain types of new, smaller sized  vehicle types is proposed to strengthen 
BMSB risk management.   
  
Under the current Standard, a variety of new , and smaller sized vehicle types (including ATVs , golf carts, 
motorcycles, motor scooters, quad bikes  and side by side racers/vehicles ) are excluded from BMSB management 
if they are stored indoors  after manufacture  and then exported in a ful ly enclosed  container. Where exclusion 
criteria is met, the importer ca n complete a declaration to assist quicker processing during MPI document 
screening although this is not a mandatory requirement.  
 
The proposed removal of these exclusions mean s that BM SB management will be required for all new vehicle 
types exported from a Schedule 3 country during the BMSB season. The existing BMSB management 
requirements will be applied and will remain unchanged as Option 1: MPI Approved System Management or 
Option 2:  Before -Arrival Treatment  by an MPI Approved BMSB Offshore Treatment Provider . 
 
Removal of exclusions across all new vehicle type has been proposed for the following reasons:  
 
a. New vehicle types , even those smaller in size  have some structural complexity making them a possible 
hiding place for  aggregation s of BMSB when manufactured or stored in a  Schedule 3 country . The 
structural complexity  makes it difficult for the manufacturer/exporter to inspect before shipping and for  
MPI Inspectors  to verify that the vehicles are free of BMSB using on -arrival inspection  methods . 
 
b. No vehicle  types are guaranteed to be  exclusively  manufactured and stored indoors. Even when 
vehicles are manufactured and stored indoors, the warehouses are  often large with many entrances and 
exits and are often situated in semi -rural areas and  therefore , still pose a  risk of BMSB contamination. In 
addition, there may be no pest control programmes or systems.  
 
 
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   8 
c. Under the current Standard, and with the changes  proposed in the revised Standard, drivable machines  
designed for outdoor use cannot be  excluded from BMSB managemen t due to the considerations 
outlined  in a. and b. as above.  MPI proposes that requirements for new vehicle types are made  
consistent as poss ible with BMSB exclusion criteria for new machinery  based on equivalent risk 
considerations.  
The manufacturing supply chain s of these smaller types of vehicle are likely to include indoor storage  and 
exportation in fully enclosed  containers which does  reduce the BMSB risk. Where this occurs and upon applying, 
manufacturing  supply  chains can be approved as MPI Approved S ystems without stringent risk managemen t 
measures being requested by MPI . In preparation for the proposed change, MPI has developed a secon d new 
vehicle /machinery  system application form for these types of supply chains to ensure a simple  and relatively 
quick approval process for both  the manufacturer and MPI (see Schedule 2  for this application form). This 
application form will be made available to manufacturers/importers for use over the next few months whether the 
proposed changes to the vehicle exclusion criteria are accepted or not. This is because there is currently a n eed 
for it now with some manufacturers of larger vehicles and machinery which use indoor storage and export to New 
Zealand in fully enclosed containers.  
 
4.4 REMOVAL OF MANDATORY  YEAR ROUND SYSTEM MA NAGEMENT FOR 
SOME USED VEHICLE TY PES EXPORTED FROM JA PAN  
 
MPI is proposing  removal of the year round mandatory system management  requirement  for some (generally 
smaller) types of used vehicles exported from Japan . This is primarily  due to risk management  considerations 
that differ to  that of larger used vehicle ty pes which are typically imported in larger volumes from Japan . To 
enable this change, the larger and higher volume used vehicles are now defined in the proposed Standard as 
passenger vehicles (such as cars and vans) , trucks, buses, campe rvans and caravans which are specifically 
stated under section 3.1 requirements instead of stating ‘all used vehicles’.  
 
In February 2018, via an emergency amendment to the existing Standard, it became a requirement that all used 
vehicle types from Japan had to be managed by  an MPI Approved System at all times of the year. This 
emergency change was targeted at reducing BMSB risk with the high volume of vehicles exported from Japan 
while more targeted BMSB measures were implemented. At this time it was also MPI’s future plan t o require used 
vehicles from Japan to be managed under system management year round for the purpose of addressing the ris k 
of many types of contaminants and the high export volume from Japan . In August 2018 targeted measures to 
address specific BMSB risk w ere introduced and included mandatory use of an MPI Approved Treatment during 
the BMSB season as part of system management.   
 
Other  used vehicle types  which arrive from Japan in much smaller volume  are currently included with mandatory 
year round system m anagement which MPI no longer believes to be necessary for managing the risk associated 
with these vehicle types. Additionally, MPI propose alignment with the BMSB risk management options offered to 
all other Schedule 3 countries which ar e BMSB treatment o r MPI Approved System management during the 
BMSB season. Outside of the season the requirement will be that these other  used vehicle types must be clean 
and free of contamination and regulated pests which is an outcome that can be achieved by a n individual  
importer or an MPI Approved System.  
 
 
Removal of mandato ry system management for some (generally smaller)  types of used vehicles exported 
from Japan at all times of the year has been proposed for the following reasons:  
  
a. To align BMSB management measures equally and consistently across all Schedule 3 countries.  
 
b. The export volume of these used vehicle types is typically small meaning less port space is needed 
compared to the export volume of larger passenger vehicles, trucks, buses, campervans and caravans .  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   9 
Therefore MPI does not need to consider before -arrival verification in Japan to ensure there  remains 
sufficient space on  New Zealand ports.  
 
c. Due to the smaller size, these used vehicle types are highly l ikely to arrive in fully enclosed containers 
where  any potential , but unlikely  risk can be contained and treated on arrival, if necessary.  
 
d. Cleaning these used vehicle type s to meet the outcome of the Standard is  generally  less difficult than 
cleaning a large r vehicle  type (passenger vehicles, trucks, bu ses, campervans and caravan) , and is  
therefore achievable by individual  importers . Contamination data for these  other types of used vehicles 
(from all countries including Japan prior to February 2018) indic ates that induvial importers are  able to 
meet the outcome of the Standard without using a MPI Approved System.  
 
e. Some importers of these used vehicles types in Japan cannot meet the mandatory MPI Approved 
System management requirement, especially those importing used motorcycles and scooters. This is 
often the case when motorcycles or scooters are distributed and imported by different parties making the  
ability for the New Zealand importer to arrange an MPI Approved System in Japan , very difficult.  
 
Additionally, there is little benefit for existing MPI Ap proved Used Vehicle Systems in Japan to assist as 
it involves management of another site (the supplier’s premises) for little financi al gain. Unlike larger 
vehicles,  motorcycles and scooters can’t easily be driven or trucked to an existing system’s 
managem ent site. Significant work goes into loading and securing motorcycles and scooters inside a 
container and the supplier needs to be involved in the process which cannot happen if another MPI 
Approved System operator has to manage the export process.  
 
f. The sm all export volume involved with these used vehicles types is not conducive with the effort and 
cost of the application and maintaining an MPI Approved System for used vehicles. It is also not MPI’s 
priority to approve and maintain the system approval when export volume is very low.  
 
 
4.5 MANDATORY SUBMISSION  OF MANUFACTURER ’S DECLARATION WHEN 
EXCLUSION CRITERIA A PPLIES  
 
MPI is proposing to make  the manufacturer’s declaration a mandatory requirement for new machinery, new parts 
and new tyres that meet the applicable exclusion criteria, instead of it being optional  under the Standard.  
 
The proposed removal of BMSB management exclusions for all types of new vehicles  (as discussed in section 
4.3 of this document)  will mean that only low risk , new  machinery, new parts and new tyres will be eligible for 
meeting the BMSB exclusion criteria. The exclusion criteria will remain as  is, in that these low risk goods must be 
stored indoors and then be exported in a full y enclosed  container.  The manufacturer’s declaration which was 
released by MPI in October 2019  has been well received by agents, imp orters and manufacturers. It has also  
has helped to reduce delay s at the point of MPI document screening  and better refine the targeting of risk goods .  
 
The proposed manufacturer’s declaration has been modified (see Schedule 1 ) to include the ‘non-drivable ’ and 
‘intended for indoor use only’ as exclusion criteria  for new machinery.  
 
 MPI has received repeated questions around who can fill out the manufacturer’s declaration . To provide clarity,  
guidance has been provided  of the form that states both agents and distributors are able to complete the 
declaration (in addition to manufacturers ) providing they know the  risk management aspects required for 
exclusion  are in place .  MPI will randomly check that new machinery , parts and tyres  have been manufactured 
and stored in accordance with the declaration . MPI may take f urther verification or compliance action at that time,  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   10 
and in the future if there is evidence that a declaration i s false or incorrect. MPI may also remove a 
manufacturer’s ability to use the exclusion offered under the Standard for the same reasons.  
 
 
4.6 REMOVAL OF THE 21 DA Y MAXIMUM TIME PERIO D ALLOWED BETWEEN 
TREATMENT AND EXPORT ATION OF VEHICLES, M ACHI NERY AND PARTS IN 
A FULLY ENCLOSED  CONTAINER.  
 
Under the proposed Standard  the maximum time period of 21 days allowed between treatment of vehicles, 
machinery and parts (including tyres) and exportation in a fu lly enclosed  container, has been removed.   This has 
been removed from the post treatment requirements aimed at reducing BMSB recontamination (section 9.1.) and 
also the post treatment requirement s linked to t reating used tyres (section 7.1) and used parts (section 6.2 ) 
before arrival in new Zealand.   
 
MPI no longer believe that a time frame is required b etween closing of a fully enclosed  container with the treated 
vehicles, machinery and parts in side, and the export ation of that container, as  other post treatment requ irements 
of the Standard manage the risk sufficiently . The related requirements that remain in the proposed Standard for 
the purpose of managing the risk between treatme nt and exporta tion in a fully enclosed  container include:  
 
 closing of the container after treatment has occurred within the container or  after loading of the vehicles, 
machinery and parts into the container following treatment outside of the container, and  
 keeping the c ontainer closed, and  
 sealing of the container vents in the case of used tyres (for the targeted risk management of mosquitos).  
 
Furthermore, an extended period of time where vehicles, machinery and par ts are kept secured in a fully 
enclosed container betw een treatment and exportation, may further reduce any possible risk of pests that have 
survived treatment, by increasing the chance of mortality in an environment where food and water is not 
available.  
 
 
4.7 MOLDOVA, PORTUGAL AN D UKRAINE ADDED AS B MSB RISK CO UNTRIES 
(SCHEDULE 3)  
 
MPI and the DAWE propose jointly adding Moldova, Portugal and Ukraine to the list of BMSB risk countries 
(referred to in the Standard as Schedule 3 countries) for the following reasons:  
 
 Proximity to other European BMSB risk countrie s and a lack of biosecurity border restrictions between 
other European risk countries; and  
 No formal government reporting of BMSB populations in these countries; and  
 Further predicted BMSB spread into other non -native countries; and  
 A climate that is suit able for the establishment of BMSB.  
 
Specific justification for adding these countries:  
 
Ukraine:  A published paper from the Institute of Plant Protection in Ukraine ( Skrypnyk , N. (2019))  lists BMSB as 
a quarantine pest that was fir st detected in Ukraine in 2018.  
 
Moldova: The Directorate of Plant Protections and Health in Moldova has reported the presence of BMSB and a 
small amount of damage to agricultural crops in 2019 ( www.ansa.gov.md/ro ). Additionally 19 tonnes of  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   11 
grapes infested with BMSB were prevented from entering into Russia from Moldova in late 2019 
(http://infomarket.md/ ), which further suggests the presence of the pest in Moldova.  
 
Portugal:  MPI is not aware of any formal reporting of BMSB in Portugal, however the close proximity to Spain 
where BMSB has established significant populations and the ideal climate, especially in the North of Portugal, are 
considerable sufficient risk factors for in clusion as a Schedule 3 country.  
 
 
 
MPI consideration of other non -regulated countries regarding BMSB risk  
 
MPI will continue to closely monitor vehicles, machinery and parts appropriately from countries where BMSB is a 
native pest (China, Korea and Taiwan). While there have been some BMSB detections  across a range of 
commodities  from these countries, detections have not been at the level that justifies MPI implementing BMSB 
management requirements on the vehicle, machinery and parts pathway. Addition ally, in these native BMSB 
countries there are native competitors and predators, and there is less risk of significant population growth as is 
seen when BMSB invades other countries outside of its home range.  
 
MPI will also continue to appropriately monit or vehicles, machinery and parts from other non -native countries to 
determine possible BMSB spread. Non -native countries are likely to experience much higher populations of 
BMSB over time due to lack of native competitors and predators, and the large, incr easing population in Italy is an 
example of this.  MPI will continue to closely monitor the United Kingdom (UK) due to closeness of other Schedule 
3 countries and because s ome UK ports such as Southampton  are also used as major export hubs for exporting 
targeted goods from Schedule 3 countries to New Zealand  and Australia.  
 
 
 
References:  
 
 
1. Skrypnyk , N. (2019). Brown -harlequin bug (Halyomorpha halys Stål.). Quarantine and Plant Protection , 
(7-8), 1-4. https://doi.org/10.36495/2312 -0614.2019.7 -8.1-4 
 
2. https://translate.google.com/translate?hl =en&sl=ro&u=http://www.ansa.gov.md/ro/comuni
cate/aten%25C8%259Bie -plo%25C5%259Fni%25C5%25A3a -marmorat%25C4%2583 -
asiatic%25C4%2583 -halyomorpha -halys&prev=search  
 
3. http://infomarket.md/en/agriculture/About_40_tons_of_plums_and_grapes_from_Moldova
_were_not_allowed_into_Russia   
 
 
 
 
 
 
 
 
 
 
 
 
  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   12 
 
 
SCHEDULE 1 : MANUFACTURER ’S DECLA RATION FOR BMSB MANAG EMENT 
EXCLUSIONS  
 
Manufacturer’s Declaration for New Machinery, Parts and Tyres 
Exported to New Zealand during the Brown Mar morated Stink 
Bug (BMSB) Season from a Schedule 3 Country  
 
 
Note: An agent  or distributor  may complete this form if the criteria (as below) has been confirmed with the 
manufacturer as being correct at all times.  
 
This declaration  form relates to new machinery, new parts and new tyres exported from a Schedule 3  country 
during the BMSB season and of which are captured by the Import  Health Standard for Vehicles, 
Machinery  and Parts (the S tandard)  
 
This form must  be completed and submi tted to MPI prior to the commodities arriving if these have not been managed for 
BMSB due to meeting the exclusi on criteria stated in the relevant section of the Standard.  
 
MPI may make enquires with the manufacturer around storage conditions if give n reas on to suspect that the commodities  
have not been stored indoors as per this declaration or any other exclusion criteria declared is questionable.  MPI may also 
take further verification or compliance action at the time and in the future where there is evide nce that the declaration is false 
or incorrect and may remove that manufacturer’s ability to use the exclusion offered under  the Standard.  
 
The BMSB season includes risk goods  departing on or after the 1st of September and arriving into New Zealand on or before 
the 30th of April of any year.  
 
BMSB Management Declaration:  
 
I (name of declarant) on behalf  of (manufacturing or distributing company  or representing agency ) declare that these risk 
goods have met th e following criteria:  
 
(Please pick the applicable commodity type(s)).  
 
New Parts for a Vehicle or Machine (Section 6.3.)  
1. New parts  (as listed below ) have only been stored indoors between  the manufacturing 
process and  exportation to New Zealand . 
 Y/N 
2. New parts have  been exported in a fully enclosed  FCL or FAK container.  
 Y/N 
 
New Machinery (Section 5. 3) 
1. New machinery as listed below have only been stored indoors between the 
manufacturing process and exportation to New Zealand . 
 Y/N 
2. New machinery has been export ed in a fully enclosed FCL or FAK container.  
 Y/N  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   13 
3. New machinery is non -drivable a nd not intended for outdoor usage.  
 Y/N 
 
 
New Tyres (Section 7.2)  
1. New Tyres  as listed below have only been stored indoors between the manufacturing 
process and final exportation to New Zealand . 
 Y/N 
2. New Tyres have been exported in a fully enclosed FCL or FAK container.  
 Y/N 
 
Please complete if applicable:  
 
Commercial Invoice 
Number(s)  Description of Goods  Total Number of 
Packages  
 
 
 
 
 
 
 
 
   
 
Risk g oods have been loaded 
into Container Number(s):  
(for FCL only)   
 
 
 
 
 
 
Name of Declarant:        ________________________________ ________________________________ _________   
 
Signature of Declarant:   ________________________________ ________________________________ _________   
 
Position in the company:  ________________________________ ________________________________ ________      
 
Date:                                ________________________     
 
 
Note s:  
 
1) This is a template produced by MPI.  MPI will accept other declaration forms modified by a company or 
importing agency providing the same applicable exclusion criteria features on the  declaration.  
 
2) Please see the Import  Health Standard for Vehicles, Machinery  and Part s for clarifications to the 
content or defini tions of terms /words  used on this form.  
 
 
 
 
 
 
  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   14 
SCHEDULE 2: MPI APPR OVED SYSTEM APPLICAT ION FORM  
 
 
MPI Approved System Application for Vehicles, 
Machinery and Parts  
 
Note: This form is to be used for system applications where the manufacturing supply chain includes only indoor 
storage between manufacturing and exportation  and when risk goods are exported to New Zealand in a fully 
enclosed container.  
 
As part of this ap plication, please provide MPI with:  
 A satellite image (such as from Google Earth) of the manufacturing and indoor storage facilities including 
the landscape at least 2kms around the ma nufacturing/storage site(s); and  
 A minimum of 6 photos showing the insid e and outside o f the indoor storage facilities; and  
 Please complete the following questions in order for MPI to assess the risk of the manufacturing supply 
chain regarding BMSB and approved as a MPI Approved System.  
 
 
1. State the exact addresses where the vehicles, machinery or parts bound for New Zealand are 
manufactured and stored:  
 
 
Manufacturing location(s):  
 
 
Storage locations(s) if applicable:  
 
 
 
2. Are the manufacturing and indoor storage facility(s) fully sealable  from the outside environment 
(including pests) ? 
 
 
 
 
 
 
 
3. Are the manufacturing and indoor storage facility(s) fully closed at night?  Or do they operate 
continuously at all times of the day and night.  
 
 
 
 
 
  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   15 
4. Is there currently a pest monitoring/control programme carried out at the manufacturing and/or indoor 
storage facility(s)? Please explain.  
 
 
 
 
 
 
5. How many days are th e goods stored at the manufacturing facilities after manufacturing before  
loading into the fully enclosed  container?    
 
 
 
 
 
OR  
 
If they are transferred to another storage facility, how many additional days are they stored there 
before being loaded into a container for export?  
 
 
 
 
 
6. Are goods ever loaded int o a fully enclosed container which contains , or will contain goods from other 
manufacturers or exporters?  
 
 
 
 
 
 
 
 
7. Will the container(s) carrying your goods ever be transshipped through another country on the way to 
New Zealand ? 
 
 
 
 
If yes what country(s) will this occur in and will the container remain unopened during that time?  
 
 
 
 
 
 
 
 
 
  
 
Ministry for Primary Industries  Risk Management Proposal for the amendment of the VMP Standard   16 
8. Does your company carry out or oversee the goods being loaded into the container?  If not please 
specify the third party that carries this out.  
 
 
 
 
 
 
 
 
9. Please explain any current risk management process o r procedures that are car ried out at the 
premises to help prevent biosecurity contamination such as BMSB.  
 
 
 
 
 
 
Please note, MPI will not deny a system based on a lack of current risk management  recorded on this form .  MPI will request appropriate risk 
management measures for appro val after reviewing this application  and an assessment of the risk has been made .  Any already existing 
procedures wil l be taken into consideration when MPI request risk management measures.