Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
The Risk Management Proposal A ssociated with 
the Review and Amendment of the Import Health 
Standard for Vehicles, Machinery and Equipment  
 
 
 
 
 
FOR PUBIC CONSULTATION  
 
 
 
 
April 2019   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Disclaimer  
 
This Risk Management Document does not constitute, and shou ld not be regarded as, legal advice from the New 
Zealand (NZ) Ministry for Primary Industries (MPI). While every effort has been made to ensure the information in 
this document is accurate, MPI does not accept any responsibility or liability whatsoever for  any error of fact, 
omission, interpretation or opinion that may be present, however it may have occurred.  
 
 Requests for further copies should be directed to:  
 
Plants and Pathways  
Ministry for Primary Industries  
PO Box 2526 Wellington 6140  
New Zealand   
Email: standards@mpi.govt.nz  
 
© Crown Copyright - Ministry for Primary Industries  
Submissions  
The Ministry for Primary Industries (MPI) invites comment from interested parties on the proposed amendments 
to the Import Health Standard for Vehicles, Machi nery and Equipment. The proposed changes are supported b y 
this discussion document. An Import Health S tandard (IHS) “specifies requirements to be met for the effective 
management of risks associated with importing risk goods, including risks arising becaus e importing the goods 
involves or might involve an incidentally imported new organism” (section 22(1) Biosecurity Act 1993).  
MPI seeks comment on the proposed amendments to the IHS: Vehicles, Machinery and Equipment.  MPI has 
developed this proposal based  on best assessment of the best available scientific evidence regarding risk 
associated with this pathway. If you disagree with the measures proposed to manage the risks, please provide 
either data or published references to support your comments. This wil l enable MPI to consider additional 
evidence which may change how risks are proposed to be managed. The following points may be of assistance 
in preparing comments:  
 wherever possible, comments should be specific to a particular amendments in IHS requireme nts or a 
question asked in this document (referencing section numbers or subjects as applicable);  
 where possible, reasons, data and supporting published references to support comments are 
requested; and  
 the use of examples to illustrate particular points  is encouraged.   
The amendments proposed in this document are intended to update the IHS to ensure that the biosecurity risks 
associated with the importation of VME are managed in response to commercial practices and changing 
scientific knowledge.  
MPI enc ourages respondents to these documents to forward comments electronically. Please include the 
following in your submission:  
 the title of the consultation document in the subject line of your email;  
 your name and title (if applicable);  
 your organisa tion’s name (if applicable); and 
 your address.  
Please send submissions to: standards@mpi.govt.nz , or should you wish to forward submissions in hard copy 
format (writing), please send them to the following address to  arrive by close of b usiness on the 3rd June  2019 .  
   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Plants and Pathways Directorate  
Ministry for Primary Industries  
PO Box 2526, Wellington  
Fax 04 894 0733  
Submissions received by the closure date will be considered during the development of the final  versions of the 
IHS. Submissions received after the closure date may be held on file for consideration when the IHS is 
subsequently reviewed.  
 
Official Information Act 1982  
Please note that submitted documents are public information. These documents may  be the subject of requests 
for information under the Official Information Act 1982 (OIA). The OIA specifies that information is to be made 
available to requesters unless there are sufficient grounds for withholding it, as set out in the OIA. Submitters 
may wish to indicate grounds for withholding specific information contained in their submission, such as the 
information is commercially sensitive or they wish personal information to be withheld. Any decision to withhold 
information requested under the OIA is reviewable by the Ombudsman.  
© Crown Copyright - Ministry for Primary Industries  
 
   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Table of Contents  
 
Information on the IHS Consultation starting April 2019  ................................ ................................ ...........  5 
Purpose  ................................ ................................ ................................ ................................ ................  5 
Background  ................................ ................................ ................................ ................................ ...........  5 
Timing and Consultation  ................................ ................................ ................................ .........................  5 
Background and Context to Consultation  ................................ ................................ ................................ .. 5 
International Regulation of Risk Goods ................................ ................................ ................................ . 5 
Domestic Regulation of Risk Goods  ................................ ................................ ................................ ..... 6 
Biosecurity Risk Associated with Vehicles, Machinery and Equipment ................................ .........................  6 
Import Risk Analysis of Biosecurity Risk (Conclusions and Explanation)  ................................ ..................  6 
Specific Pests of Significance to the vehicle, machinery and equipment IHS (as highlighted in the Import 
Risk Analysis)  ................................ ................................ ................................ ................................ .... 6 
Other pests of significanc e which have influenced the proposed IHS requirement changes (as highlighted in 
2018 MPI Technical Advice)  ................................ ................................ ................................ ................  7 
MPI-Approved Treatments for Vehicles, Machinery and Equipment  ................................ ............................  8 
Proposed Amendments to the 2019 Draft Version of the Import Health Standard for Vehicles, Machinery and 
Equipment.  ................................ ................................ ................................ ................................ ............  8 
General formatting and layout changes  ................................ ................................ ................................  8 
Amended Management Measures for Vehicles, Machinery and Equipment – Section Specific.  ..................  9 
Rationale behind the proposed changes to the Impor t Health Standard for Vehicles, Machinery and 
Equipment.  ................................ ................................ ................................ ................................ ..........  10 
Schedule 1 – MPI-Approved Treatments for vehicles, machinery and Equipment  ................................ .......  17 
Residual insecticide  ................................ ................................ ................................ ..........................  17 
Schedule 2:  Timeline of changes to Import Health Standard for Vehicles, Machinery and Equipment to 
address increasing BMSB risk.  ................................ ................................ ................................ ..............  18 
References:  ................................ ................................ ................................ ................................ .........  19 
 
 
   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Information on the IHS Consultation starting April 2019  
 
Purpose  
The purpose of this document is to:  
 clarify the proposed amendments to the requirements for the IHS: Vehicles, Machin ery and Equipment 
– VEHICLE -ALL; and 
 provide justification for the proposed amendments and how they manage risk; and  
 seek feedba ck on the proposed amendments to  importing requirements.  
 
Background  
The Import Health Standard (the IHS) for Vehicles, Machine ry and Tyres was released in October 2009.   Over 
the last 5 year s, the spread of Brown Marmorated Stink Bug (BMSB) outside of its home range along with 
increased on -arrival  detections of BMSB from countries where the pest is native, has necessitated additi onal 
requirements for the its effective management. Previous management measures were introduced via Chief 
Technical Officer Decisions (CTOD) or as emergency amendments to the IHS  prior to August 2018.  
In August 2018, the IHS was re -named and released as the Import Health Standard for Vehi cles, Machinery and 
Equipment. Many cha nges were made to requirements, mostly due to the increasing need for enhancing BMSB 
management measures while incorporating t he relevant CTODs into the IHS.  For a better understandi ng of the 
requirement changes made to this IHS, a timeline of changes has been included as Schedule 2 . 
Further proposed changes to the IHS have now been made to improve BMSB management primarily through 
increasing the list of actionable BMSB  countries  and mandating before -arrival treatment. There are also 
refinements of current requirements relating to treatment and system management of vehicles, machine ry and 
equipment from count ries listed in  Schedule 3  of the IHS.  The pro posed IHS also features some requirement 
changes designed to address other aspects of biosecurity risk associated with the importation of vehicles, 
machinery and equipment , but not directly related to BMSB management.  
 
Timing and Consultation  
The propose d IHS has been  released for consultation on 3 April 2019 and will remain open for  consultation until 
3 June 2019. The IHS is planned f or finalisation in June 2019 and i mplementation of the IHS  will begin 1 
September 2019 (the start of the next BMSB season) .  
 
Background and Context to Consultation  
 
International Regulation of Risk Goods  
The WTO and 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 
facilitating 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 NZ sets 
standa rds and makes decisions related to biosecurity. 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 count ries to comply with the rules of the SPS Agreement, and also 
demonstrate that NZ’s strict controls are justified to countries that challenge them.” Balance in Trade [online 
reference ISBN 978 -0-478-33881 -2].  
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Domestic Regulation of Risk Goods  
The NZ biosecu rity system is regulated through the Biosecurity Act 1993 (the Act). Section 22 of the Act 
describes an import health standard (IHS) and requires all risk goods (including inanimate items such as 
Vehicles, Machinery and  Equipment ) entering NZ to be covered  by one.  MPI is the NZ government Ministry 
responsible for maintaining biosecurity standards for the effective management of risks associated with the 
importation of risk goods into NZ (Part 3, Biosecurity Act 1993).  
MPI is committed to the principles of  transparency and evidence -based technical justification for all phytosanitary 
measures, new and amended, imposed on importing pathways. MPI periodically reviews IHSs, related 
documents and other standards so that the legal requirements are clear and that information is consistently 
presented and easy as possible to understand.   
 
Biosecurity Risk Associated with Vehicles, Machinery and Equipment  
Import Risk Analysis of Biosecurity Risk (Conclusions and Explanation)  
The biosecurity risk associated with this  pathway was documented in the vehicles and machinery import risk 
analysis in 2007 (MAF 2007). This risk analysis demonstrated that many different pests and types of 
contaminants could be associated with imported vehicles and machinery. The main conclusion s were:  
1. Biosecurity risk depends on the conditions and locations where vehicles and machinery are used and 
stored prior to export.  
2. Used vehicles are a higher biosecurity risk than new vehicles.  
3. Vehicles and machinery are a higher risk than other “inanimat e” cargo such as shipping containers due 
to:  
 
a) The complex construction of vehicles and machinery creates more habitats for pests and can make 
inspection and cleaning more difficult.  
b) Used vehicles  usually  have a longer period of time and greater opportunit ies for contamination and 
infestation through ordinary daily use than new cars.  
c) Vehicles and machinery usually remain in N Z permanently and are used outside the main MPI 
surveillance networks. This increases the likelihood of pests establishing in NZ if th ey arrive on vehicles 
and machinery.  
 
Specific Pests of Significance to the vehicle, machinery and equipment IHS (as highlighted in the 
Import Risk Analysis)  
 
 Asian Gypsy Moth – AGM (Lymantria dispar)  
AGM has been considered as a high -risk pest to NZ for  decades given the larvae are voracious feeders on a 
huge range of host plants including forestry and horticultural species and could significantly i mpact NZ’s primary 
industries. In addition, AGM is also likely to be problematic on NZ native vegetation an d negatively affect NZ’s 
ecological status.  MPI interception data shows that used vehicles are the highest risk pathway for A GM egg 
masses to arrive in NZ. The way that used vehicles are stored before export combined with the volume of trade 
from Japan ha s led MPI to thoroughly manage t his vehicle pathway from Japan.  These continuing concerns led 
MPI to propose modification of the 2017 draft version of the IHS where all used vehicles from Japan  are to be 
managed through MPI -Approved S ystems.    
 
Brown Marmo rated Stink Bug – BMSB (Halyomorpha halys)  
Another significant pest associated with the import of vehicles, machinery and equipment is BMSB. This pest has 
the potential to become a significant problem in NZ due to biology, phenology and current global dist ribution if  
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
not prevented from entering and establishing (Fraser et al 2017, MPI 2012). The biosecurity risk of BMSB was 
also documented in a MPI pest risk analysis in 2012 (MPI 2012). Vehicles and machinery were identified as a 
likely pat hway of entry.  It concluded that the use of visual inspection alone had limited effectiveness for detecting 
mobile or hidden organisms associated with vehicles and machinery; and at that time vehicles and machinery 
were not identified as being a higher risk pathway over ot her inanimate or inorganic commodities.   
The natural range of BMSB is China, Korea and Japan. BMSB has become widespread and a major horticultural 
and human nuisance pest in other parts of world including the USA and Italy.  In late 2014, large numbers of  
BMSB were detected arriving in NZ on vehicles imported from the USA. This situation resulted from BMSB 
reaching high population density in manufacturing areas in the Eastern USA and then seeking shelter from winter 
weather conditions inside the vehicles w ere being stored prior to export (StopBMSB 2015). This led MPI to 
urgently amend the IHS for Vehicles, Machinery and Tyres on the 23rd of December 2014 and add new 
measures for specific management of BMSB from the USA.  The measures added were imposed for imported 
vehicles and machinery from the USA over all 12 months of the year. MPI has also been closely monitoring this 
pathway for compliance since that time.  
BMSB is continuing to spread and become more problematic in other places suc h as Europe.  BMBS is  estimated 
to have established in Italy in 2009 and has now become an important agricultural and nuisance pest across Italy 
and other European countries since 2015 with significant population increases and distribution.  This led MPI 
once again to urgently  amend the IHS for Vehicles, Machinery and Tyres on the 25th of August 2017 and add 
similar measures for specific management of BMSB from Italy although a specific risk period between the 1st of 
September and the 30th of April of any year is specified.  
 
Other pests of significance  which have influenced the proposed IHS requirement changes (as 
highlighted in 2018 MPI Technical A dvice)  
 
Yellow Spotted Stink Bug –YSSB (Erthesina fullo)  
YSSB is found in C hina, Hong Kong , Japan,  and Taiwan . The chance of establ ish in New Zealand is considered 
moderate based on life cycles and temperatures of the pest s native range. Establishment impact is expected to  
be moderate to high in some areas of New Zealand with a suitable climate, mostly effecting host crops including 
citrus, kiwifruit, and stone frui t.  
The overwintering habits  of the YSSB  are comparable to those of BMSB. They are most likely to enter New 
Zealand in aggregations (typically 2 -35 bugs) associated with the inanimate  pathway s especially vehicles , 
machinery and equipment,  between October and April.  
Numerous live YSSB were found on various vessels in late 2018 and early 2019 . Single  live YSSB have  been 
found associated with used vehicle s from Japan in recent months when vehicles have undergone safety checks 
on-arrival (including partial dismantling) . YSSB are believed to be less susceptible to natural mortality during 
shipping than BMSB  and therefore have a greater likelihood of being able to survive shipping to New Zealand.  
 Polished Green Shield Bug - PGSB ( Glaucias subpunctatus)  
PGSB is found in Indonesia, Taiwan , Japan, South Korea and Thailand. The chance of establish in New Zealand 
is considered moderate based on life cycles and temperatures of the pest ’s native range.  The known distribution 
of PGSB sugge sts that climate would not be a barrier to establishment in New Zealand, but PGSB would likely 
be confined to warmer areas of  the country which coincide with New Zealand’s major fruit g rowing regions. Given 
the potential distribution of PGSB  in New Zealand  and it s known host range , the potential impact of 
establishment is con sidered to be moderate.  
PGSB is an outbreak pest in Japan whe re it is ranked in the top four  most damaging fruit bugs and considered a 
major pests of peach, apple and citrus. Outbreaks typically occur after a hot summer and are associated with 
high amounts of Cryptomeria japonica  (Japanese cedar)  pollen.   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
The overwintering behaviour of PGSB is comparable to that of BMSB with the same approximate aggregation, 
overwintering and emergence ti mes. Like BMSB it will emerge from overwintering earlier when March/April 
temperatures are higher and survivorship  is greater with  increased winter temperatures.  
MPI-Approved Treatments for V ehicle s, Machinery and E quipment  
 
Under the proposed IHS,  MPI-Approved Treatments for vehicles, machinery and equipment , have not changed 
following the August 2018  IHS release . Therefore MPI is not seeking feedback on these treatments . Research on 
treatment s for BMSB management was inc luded in the August 2018 RMP  is and included as Schedule  1 of this 
RMP.  
MPI and the Australian Department of Agriculture and Water Resources (DAWR) have agreed to align specific 
treatments and treatment rates for the management of BMSB where possible. Due t o this , MPI will be updating  
the wording in Approve d Biosecurity Treatments  to align with the DAWR description of the  same  treatment s, 
however t here are no change s to treatment rates, temperatures or  endpoints.  
MPI-Approved T reatments remain in a single lo cation for easy access for importers, MPI Inspectors, 
stakeholders, and treatment operators. Treatments required by the IHS either before -arrival  (pre-export) or on -
arrival are specified in MPI Standard: Approved Biosecurity Treatments  and incorporated by reference into the 
IHS to ensure the treatments are mandatory for importation (where required).    
MPI has a list of MPI-Approved  Offshore Treatment P roviders  which  are jointly approved by MPI and DAWR  to 
preform treatments  of vehicles, machinery and equipment before -arrival in New Zealand . Under the pro posed 
IHS, these providers must be used to comply with BMSB management requirements (Part 4 of the proposed 
IHS). MPI also maintains  a list of MPI-Approved Treatment Sup pliers  in New  Zealand  who provide treatment of 
vehicles, machinery and equipment on -arrival.  
 
Proposed Amendments to the 201 9 Draft Version of the I mport Health 
Standard for Vehicles, Machinery and Equipment.  
 
General f ormatting and layout c hanges  
The layout of the proposed IHS has been c hanged to improve usability, consiste ncy and to help increase the 
readers understanding of import requirements  for vehicles, machinery and equipment . The layout has become 
commodity based and any specific requirements r elating to the type of vehicles, machinery and equipment or the 
country of origin, have been outlined under the relevant commodity sections of the IHS.   
 
 
   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Amended Management Measures for Vehicles, Machinery and Equipment  – Section Specific.  
Section of IH S Description of change  
Section 2.5 Transhipping section added to clarify requirements for goods transhipped through 
New Zealand.  
Section 2.6  Section added to clarify requirements for vehicles, machinery and equipment 
imported as a irfreight . 
Section 3.1 1) The title of section  3.1 has been changed from “Used machinery from all 
countries” to “Used o utdoor and targeted  machinery  from all countries ”. 
2) The Certified C leaning requi rement for Japanese used outdoor and 
targeted machinery has been removed from BMSB  management 
requirements and added under section 3.1  
Section 3.2 The title of section  3.2 has changed from “Vehicles, machinery parts/equipment 
from all countries” to “Parts derived from a vehicle or machine”.  
Section  3.4 Removal of on-arrival treatment option for  break -bulk used tyres from any 
country.  
Part  4 1) All requirements for v ehicles, machinery and parts from Schedule 3 
countries have been grouped into Part 4 by commodity type.  
2) Schedule 3 has been extended to include Japan and 32 other countries . 
3) Before -arrival  (pre-export)  treatment by an MPI-Appro ved Offshore 
Treatment Provider  has become a requirement for BMSB management.  
Section 4.1 and  Section  
4.2 Used vehicles and machinery managed by an MPI-Approved Us ed Vehicle and/or 
Machinery System  must use an MPI -Approved Treatment during the BMSB risk 
season if expo rted from any Schedule 3 country.  
 
Section 4.4  Additional treatment options (heat tr eatment and fumigation) added for use with  
aircraft and watercraft from all Schedule 3 countries.  
Section 4.5 New and used vehicle and machinery parts from Japan have bee n included under 
BMSB management measures . 
Section 4.6  
 1) All post -treatment requirements relating to BMSB management are now 
included under section 4.6 with references made to the sections of Part 
4, where  required . 
2)  MPI-Approved Agreement  option for  post treatment requirements  has 
been added as an option to importers or other industry parties .  
3)  Removal of 24 hour time extension between treatment and exportation 
for West Coast P orts in the USA  (now 120 hours only) . 
Part 4.7  1) All requirements relat ing to vehicles, machinery and equipment  
transhipping through  Schedule 3 c ountries on the way to New Zealand 
have  been included in section 4.7  
2) MPI-Approved Agreement option for transhippin g through S chedule 3 
countries has been added as an option to import ers or other industry 
parties.   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
 
 
Rationale behind the proposed changes to the  Import Health Standard for  
Vehicles, Machinery and Equipment.  
 
Section 2.5: Section added to clarify requirements for goods transhipped through New Zealand.  
Vehicles, machinery  and equipment may be shipped as break -bulk cargo and arrive  at a New Zealand port for a 
period of transhipment, prior to shipment to other destinations such as Australia, the Pacific Islands or Antarctica .  
The current and proposed IHS includes requiremen ts for goods that require clearance on -arrival  and not for 
goods that arrive in New Zealand for a period of time  while being held at a Port of First Arrival (POFA). To 
address this difference  a transhipment section has been added to clarify what requiremen ts must be m et for 
vehicle s, machinery and equipment  being transhipped through New Zealand  
The transhipping requirement for vehicles, machinery and equipment to be clean and free of biosecurity 
contamination has not changed from the current IHS but has be en explicitly stated with appropriate guidance 
under Section 2.5. Transhipped goods are not required to comply with applicable Parts 3 and 4 of the proposed 
IHS but may be subject to risk management measures such as treatment, re -shipping or destruction if they are 
non-compliant with the requirement to be clean and free of biosecurity contamination  on arrival . 
A recommendation in the form of guidance has been added to advise the import er to follow the applicable 
require ments  of the IHS in full to reduce the  possibility that transhipped  vehicle s, machinery and equipment are 
found to be non -compliant on arrival and may be subject to risk management measures.  
 
Section  2.6: Section  added to state requirements for vehicles, machinery and e quipment imported  as airfreight  
This section has been added to clarify the requirements for vehicles, machinery and equipment which are 
imported into New Zealand as cargo on -board aircraft  (referred to as airfreight) . Under the current IHS, vehicles, 
machine ry and equipment expor ted via airfreight from S chedule 3 countries  (3.7 of the current IHS)  during the 
BMSB  season , are excluded from B MSB requirements and must meet P art 2 requirements of the IHS only.  
However a irfreighted vehicles, machinery and equipment were not  explicitly  stated as being excluded from 
sections 3.1 - 3.5 of the current IHS .  
At this time MPI do not believe that the risk of vehicles, machinery and equipment exported as airfreight pose a 
significant risk to warrant additional  treatment requirements of  Parts 3  and 4 of the proposed IHS which are 
aimed at importation  by vessel  and not aircraft . The small volume and lack of the more complex vehicles and 
machinery types lessens  the need for BMSB management measures with airfreighted vehicle s, machinery and 
equipme nt. Furthermore operationally , airports and the airfreight industry do not have the capabilit y or 
infrastructure to include  treatment, segregation and additional processing function s. 
Under the current and proposed IHS, any vehicle, machinery or equipment captured by the IHS is required to be 
clean and free of biosecurity contamination (Part 2.3 of proposed IHS) and may be subject to verification on 
arrival, regardless of whether or not additional requirements are carried out.   
 
Section  3.1 and 4.2 : The ti tle of Sections 3.1 and 4.2 have  been changed from “ Used m achinery  from all 
countries ” to “Used outdoor or  targeted machinery  from all countries ”. 
The title of this sectio n has been changed to  exclude some types of l ow risk , indoor machinery  from being 
required to undergo  certified cleaning before -arrival  in New Zealand . Inclusion/exclusion criteria has been added 
to ensure the importer can determine if certified cleaning requirements apply to specific types of used, indoor 
machine s (see Schedule 1 – Part 3 -specific definitions of proposed IHS) . The same naming of outdoor or 
targeted machinery has been duplicated in Section 4.2 to prevent low risk, indoor machinery from having to meet  
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
inappropriate BMSB management measures such as  treatment or system managem ent during the BMSB risk 
period.  
Under section 3.1.1 of the current IHS, all used machinery from any count ry must be certified as clean, and a 
cleaning certificate must be submitted to MPI. This requirement , introduced in the August 2018 IHS, is aimed at 
outdoor machinery  such as those used around forestry, farming, agriculture, construction and any other machine 
used outdoors which will have had exposure to biosecurity contamination.  Justification for this requirement was 
mainly due to on-arrival verificat ion inspections carried out by MPI Inspectors  showing  that machines, especially 
when large and of an outdoor nature, are often not cleaned suf ficiently to be compliant with the IHS.  
The current broad title of this section and the definition of a ‘machine’ has meant very low risk, indoor used 
machines have been capt ured by this requirement, which is not appropriate and was not MPI’s intention . MPI 
considers some used indoor machines such as home or workplace appliances, textile cutting machines, X -ray 
machin es and medical machines, to be of low risk and do not require certified cleaning as per section  3.1 of the 
current IHS, or BMSB risk management measu res as per s ections 3.6 and 3.7 of the current IHS  
Under the current and proposed IHS , any vehicle, machine ry or equipment captured by the IHS is required to be 
clean and free of biosecurity contamination (sections  2.3 of proposed IHS) and may be subject to verif ication on -
arrival at MPI’s discretion , regardless of whether or not certified cleaning is required  under the IHS .  
 
Section  3.1: The c ertifie d cleaning requirement for used outdoor or targeted machinery from Japan has been 
removed from  BMSB specific requirements. Used outdoor or targeted machinery from Japan is now required to 
meet the same certified cl eaning requirements as all countries  under section 3.1.1 .  
The requirement for used machinery from Japan to undergo certified cleaning by an MPI-Approved Cleaning 
Provider  in Japan was added to the IHS as an emergency amendment on the 19th February 2018. T he certified 
cleaning requirement for used machinery had previously been consulted on in December 2017 to address the 
high level of non -compliance with all types of biosecurity contamination associated with this particular commodity 
type. The requirement w as brought into the IHS for Japan only, ahead of the August 2018 IHS release as an 
emergency measure to help reduce the risk of BMSB with used machinery following the high detections of BMSB 
on vessels carrying new and used vehicles and machinery fro m Japa n in early February 2018.  A very similar 
requirement (section 3.1 of the current IHS) was then introduced, as planned, for used machinery from all other 
countries in the August 2018 IHS.  
More targeted and appropriate BMSB risk management requirements were introduced for used machinery from 
Japan in the August 2018 IHS, in the form of mandatory system management and approved treatment 
requirements when used machinery is exporte d during the BMSB risk period.  The certified cleaning requirement 
for Japan is the refore now better recognised as a requirement to manage all types of biosecurity contamination 
associated with used outdoor or targeted machinery types, when not managed under an MPI -Approved S ystem. 
Furthermore, MPI believe  that the certified cleaning req uirement that was applied to all other countries in August 
2018, should be applied equally to Japan and therefore the current requirement that an MPI -Approved Cleaning 
Provider must be used in Japan, has been removed. The current cleaning providers in Japa n will remain 
approved by MPI and listed on the MPI website to help importers ensure used machinery arrives in New Zealand 
in a compliant state. MPI may look to approve other cleaning providers in other countries if a need is shown by 
high levels of non -compliant outdoor or tar geted machinery in the future.  
 
Section  3.2: The title of section 3.2 has changed from “Vehicles, machinery  parts/equipment from all countries” to 
“Parts derived from a vehicle or m achine  from all countries ”. 
This t itle change does n ot include any amendments  to requirements and instead was changed to remove any 
confusion around this  section , which targets parts that have come from a vehicle or machine  only. The 
corresponding definition in Schedule 1  has been reworded accordingly  for clarity.  
  
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Section  3.4: Removal of on -arrival treatment option for  used tyres exported as break -bulk from any country.  
Used tyres , not on rims are primarily managed for unregulated species of mosquitos whose larvae may be 
imported into New Zealand in the  water that pools inside the tyres . Under the current IHS, used tyr es can be 
exported in containers or as break -bulk consignments and treated before  arrival  in New Zealand or on -arrival  in 
New Zealand .  
The removal of  on-arrival treatment for break -bulk tyres is aligned with MPI’s policy of keeping  risk offshor e 
where possible and practical.  The risk of on -arrival treatment associated with containerised used ty res can be 
managed effectively by  sealing vents and using a residual insecticide when inspection canno t be completed 
immediately. Sealing of break -bulk tyres before treatment for the purpose of preventing pests from escaping is 
less effective.  
The requirement change is also aimed to stop regulated pests from being placed on a vessel which could lead to 
re-contamination of  treated, system managed or other compliant cargo  on-board . Break -bulk export ation  of used 
tyres is seldom used  by importers and shipping companies  have become cautious about loading untreated 
goods  on vessel decks  after recent BMSB and ot her regulated pests detections have been made on  vessels.  
 
Part 4: Schedule 3 has been increased  to include Japan and 32 other countries.  
MPI has agreed to align with the Department of Agriculture and Water Resources (DAWR) in  Australia, where 
possible , regarding BMSB management measures and this includes an agreement around the actionable BMSB 
countries  list, referred to as Schedule 3 .  In the proposed IHS, Schedule 3 has increased from 16 to 33 countries .  
Japan has been incorporated as a Schedule 3 count ry with some minor differences in addition to the BMSB 
management requirements to account for other high impact pests associated with the vehicles and machinery 
pathway in Japan.  
The additional S chedule 3 countries have been added  using the following crit eria:  
a. Already established BMSB populations . 
b. A highly suitable climate for BMSB establishment when in close proximity to a region/country with 
significant numbers of BMSB.   
This recognises that there are currently no border restrictions and/or interventi ons between countries in Europe 
and there is no formal reporting systems of BMSB populations in place in countries where it has established . 
This Schedule 3 list  will be continually monitored and amended with consideration of new information, detections 
and review of current conditio ns. MPI expects that over time, more countries will be added to this list, especially 
in areas where BMSB has be en introduce d, and is not native such as within the European continent.  
MPI is closely monitoring vehicles, machinery  and equipment from Korea and China which like Japan are 
countries where BMSB  is native . While there have been some BMSB detections, these have not been at the 
level that is consistent with MPI implement ing BMSB manage ment  requirements  at the current time.  
 
Part 4: All  treatment requirements for  BMSB management (Part 4) must be conducted before -arrival and must be 
conduct ed by an MPI -Approved Offshore Treatment P rovider.  
One of MPI’s core principles is that biosecurity risk management includ ing treatment mu st occur before -arrival 
wherever possible (and especially for targeted pests such as BMSB).  MPI interception data from 2014 through to 
the end of 2018 shows that BMSB numbers are increasing rapidly  each year with vehicles, machinery and 
equipment imported as break -bulk and in containers.  
Offshore risk management is being jointl y applied to both the Vehicle, M achinery and Equipment IHS as well as 
the Import Health Standard for Sea Containers from All  Countries (SEACO). Before -arrival treatment for all sea 
containers that arrive from Italy when exported on or after 1 September and arrive in New Zealand o n or before 1 
April of any year  is planned for implemen tation on 1  September 2019, at the same time the proposed  changes to 
VME are planned for implementatio n.   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Under the current IHS, vehicles, machinery and equipment exported as break -bulk from Schedule 3 countries 
have  required before -arrival treatment from the  time that BMSB requir ements were implemented. Treatment 
before arrival is crucial to prevent recon tamination of other clean cargo on board a vessel and to reduce 
likelihood that vessels arriving in New Zealand will be subject to increased verification action or denial of 
offloading due to BMSB found on -board .  
Under the current IHS, containerised vehic les and machinery from Japan must  be treated before -arrival in New 
Zealand.  Therefore, this proposed requirement change aligns  BMSB  management of containerised vehicles, 
machinery and parts  across  all Schedule 3 countries.  
Operationally, the treatment sys tems and service providers at the places of first arrival in New Zealand are over 
capacity for conducting treatment  work for biosecurity reasons. This situation places pressure on treatment 
systems and treatment service providers that can contribute to inc rease risk due to delays and could also result 
in short -cuts being taken.   
While the risk of vehicle s, machinery and equipment exported in a fully enclosed sea container is less due to an 
inability to escape  during export , live BMSB do pose a  low risk on arrival . In recent years , detections of live 
BMSB including total  numbers  that constitute an aggregation , have been found alive when the container has 
been opened on -arrival. Containers have to be opened to assess the ability for cargo to be treated, and t o 
facilitate fumigation or heat trea tment for monitoring purposes. As such, there is the possibility that BMSB could 
escape as the container doors are opened and before treatment begins.  This is because BMSB can fly and live 
ones are highly likely to have finished hibernation and become more active on arrival with warmer temperatures 
in New Zealand from the beginning of September through to the end of April.  
MPI is actively working to increase the number of offshore treatment providers approved as part of a  joint 
MPI/DAWR list to ensure that offshore treatment capability is sufficient enough to prevent trade restrictions due 
to lack of sufficient treatment providers  in Schedule 3 countries . MPI still has concerns  in the ability of some 
offshore treatment pro viders to consistently carry out compliant treatments, and therefore plans to have MPI 
officials stationed offshore during the BMS B period to assist treatment providers through the provision of 
technical advice  and training material.  The officials will als o audit MPI -Approved Offshore Treatment P roviders 
and ensure treatments conducted  are effective at managing BMSB risk in Schedule  3 countries.  MPI and the 
DAWR will collectively monitor  treatment failures and take the appropriate course of action which may  be 
removal of the treatment providers for the approved list.  
MPI do acknowledge that mandating offshore treatment requi rements for the management of BMSB  may lead to 
reduced treatment capability on-arrival due to less investment by treatment facilities ne eded in New Zealand.  
Any treatment  required for certain commodity types addressing risk other than BMSB , can still be treated on 
arrival under the proposed IHS. Any live BMSB found by  verification inspections will also require on -arrival 
treatment  by an M PI-Approved Treatment Supplier in New Zealand.  
The International Plant Protection Convention ( ICCP ) framework: International Standard for Phytosanitary 
Measures 14 - The use of integrated measures in a systems approach for pest risk management  include s 
responsi bilities for the exporting country  which includes pest management measures.  MPI believes that offshore 
treatment  is one of these responsibilities  that is better addressed in the exporting country  and most effectively 
when treatment providers  are certified  by the exporting country’ s National Plant Protection Organisation  (NPPO) . 
 
 
Sections  4.1 and 4.2:  Used vehicles and outdoor or targeted machinery from Schedule 3 countries, managed by 
an MPI -Approved U sed Vehicle and/or Machinery System , are required to use an MPI -Approved Treatment for 
vehicles and machinery exported on or after 1 September and arrive in New Zealand on or before 30 April.  
MPI-Approved New Vehicle and Machinery Systems are able to control and monitor exposure to BMSB and 
other regulated pests through achieving a pest-free place of production. MPI -Approved Used  Vehicle and /or 
Machinery Systems are not able  to control where the vehicle or machinery has been prio r to entering system 
management, making them a much higher biosecurity risk (MAF  2007) , and especially for BMSB . Inspection of 
higher risk used vehicles and machinery alone remains insufficient as a tool for detecting BMSB aggregations 
within an MPI-Approved Used Vehicles and/or M achinery  System . Therefore , system management of used 
vehicles and machinery needs to include an MPI -Approved Treatment during the BMSB risk season.   
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Under the current IHS, MPI -Approved Used  Vehicle and /or Machinery Systems in Japan must use an MPI -
Approved Tre atment for vehicles  and machinery exported on or af ter the 1 September and arriving in New 
Zealand on or before 30 April of any year.  The proposed requirement will mean that MPI -Approved Used  Vehicle 
and/or Machinery Systems fro m any other Schedule 3 country  must meet the same requirements as Japan 
current ly must by using an MPI -Approved Treatment during this period. MPI would like to point out that t here are 
currently no MPI -Approved Used Vehicle and/or Machinery Systems in Schedule 3 countries besides Japan and 
no applications have been presented to MPI a t this time.  
MPI acknowledges that some Schedule 3 countries may present a lower BMSB risk than Japan and other 
countries  due to smaller current populations . However , mandating treatment for MPI -Approved Used  Vehicles 
and/or Machinery Systems in all Schedu le 3 countries is needed due to MPI’s inability to accurately gauge the 
BMSB populations . Currently there is no formal reporting systems of BMSB populations in place in countries 
where it has invaded .  BMSB populations are also expected to increase  greatly  in countries whe re the pest has 
been introduced. Italy and the USA are examples of signifi cant BMSB population increases over periods of a few 
years.  
MPI-Approved Used Vehicle and/or Machinery System s in all other Schedule 3 countries will not be required  
year-round like these systems in Japan  are, due to the additional risk of AGM and other regulated stink bug 
species including YSSB and PGSB. These additional risks are managed by some of the measures that are used 
to manage BMSB, however, because AGM risk  exists outside of the BMSB season in Japan, MPI –Approved 
System management is required for all used vehicles and machinery, year round. The  large export volume from 
Japan  is also a reason  that these s ystem s are required for 12 months of the year.  
 
Section  4.4:  Additional treatment optio ns (heat tr eatment and fumigation) have been proposed for use with  
aircraft and watercraf t from any S chedule 3 country  
The proposed addition  of fumigation with Methyl Bromide (MB) or Sulfuryl Fluoride  (SF) and heat treatmen t as 
treatment option s for importers of aircraft and water craft, (not arriving under their own power ), has been added to 
provide options to importers of these vehicle types. T he efficacy of these treatments are proven  as discussed  in 
Schedule 2  and were on ly removed from the August 2018 IHS due to importer feedback around potential craft 
damage and not  due to  concerns over treatment efficacy with these particular vehicle types . 
Since the 2014 emergency IHS amendment , which required that new and used vehicle s (including aircraft and 
watercr aft) exported from the USA , must be  treated year -round for the management of BMSB, MPI has received 
many requests to allow treatment of aircraft and  watercraft by means other than heat treatment or fumigation with  
MB or SF. Requests were based on the importers ’ belief s that these treatments may cause damage to these 
vehicle types due to sensitive interiors or the unknown effect these treatment s may have of safety aspects 
surrounding ai rcraft.  
In August 2018 , aircraft and wa tercraft (then referred to as a ircraft, motor boats and yachts) were included in 
Section 3.5 which required a different treatment option to manage the risk o f BMSB from S chedule 3 countries 
during the BMSB risk  season. This treatment includes  application of residual insecticide , as per Approved 
Biosecurity Treatments  before -arrival  and on -arrival, followed by an inspect ion by an MPI Inspector  to verify  full 
compliance with the IHS. MPI allowed this treatment option as these vehicle types are typically less complex than 
standard  vehicles or machinery , meaning inspection is a more effective tool  and importer cleaning of these used 
vehicles is generally very thorough . For this reason the alternative treatment option will remain in the IHS for 
those importers who harbour concerns around fumigation or heat t reatment with their particular craft types.  
With the addition of fumigation and heat treatment options  for aircraft and watercraft , guid ance has been a dded 
stating that  MPI will not take responsibility for any damage to these craft types or safety aspects of aircraft which 
are treated with any MPI -Approved Treatment . It is the importer’s responsibility to investigate the possible effects 
of any treatment prior to application .  
  
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Section  4.5 New and used vehicle and machinery parts from Japan have been included for BMSB management 
measures . 
Under the current IHS,  new and used parts derived from a vehicle or machine  from Schedule 3 countries m ust 
comply with  BMSB requirements ( Section 3.7 of current IHS). All new and used vehicles and machinery from 
Japan are currently included under BMSB management requirements ( Section 3.6 of  the current IHS ), however 
the decision was made to not include part s under this section with the August 2018 IHS.  
The proposed requirement change will align Japan with all other Schedule 3 countries with regards to BMSB risk 
management for new and used vehicle and machinery parts.  The risk of BMSB associated wit h vehicle s and 
machinery parts from Japan, has been demonstrated with  2 detections of BMSB  during the 2017/2018 season , 
one of which was a large aggregation.  
Vehicle and machinery parts become a higher BMSB risk if they are stored outside during the manufacturing 
process or they have been used or stored outdoors as a whole or dismantled vehicle or machine. The size and 
structure of parts along with the period in which they are stored outdoors , contributes to the likelihood of being 
contaminated with BMSB during the  aggregation period. The larger and more complex in structure the parts are 
such as motors and engines, the higher risk of BMSB they present. As there is no certified cleaning requirements 
for parts derived from a vehicle or machine, inspection before -arrival is the only tool available to manage BMSB 
risk and as previously discussed in this document, inspection for BMSB is li miting.  
Most n ew vehicle and machinery parts present a lower risk for BMSB due to common manufacturing  practices 
and for this reason t he exclusion criteria is aim ed to only capture new parts that are stored outdoors and/or are 
so large that they can’t  be exported as in a fully sealed contain.  It is MPI’s belief that very few Japanese 
manufacturers of vehicle and machinery parts will be required to meet the BMSB requirements due to the 
associated exclusion criteria.  If the exclusion criteria cannot be achiev ed by a manufacturer of vehicle and 
machinery parts , system management for the parts can be achieved with only a few risk management  measures 
as the manufacturing supply chain would be much simpler  than the average new vehicle  or machiner y supply 
chain .   
 
Section 4.6: All post -treatment requirements are now included under Section 4.6 and are applicable to all 
treatments carried out as per Part 4 (BMSB management) from all S chedule 3 countries.   
All post -treatment requirements that apply to specific types of vehicle s, machinery and parts  from all Schedule 3 
countries during the BMSB season , have been placed in one section of the  IHS ( Section 4.6). Requirements for 
break-bulk and non -fully enclosed container exportation  as well as fully enclosed container exportation have 
been separated.  
 
Section  4.6: Removal of post treatment  time extension for vehicles and machinery shipped from the W est coast  
of the USA .  
The 144 hour limit between treatment and exportation of vehicles and machinery exported from West Coast 
ports, has been removed in the proposed IHS. Vehicle and machinery exported from the West Coast will 
therefore need to comply wit h the 120 hours  limit that all other Schedule 3 countries and USA East Coast ports 
must comply with.    
In 2015 , a CTO Direction (CTOD)  was completed to allow an additional 24 hours for goods shipped out of a USA 
West Coast port. The CTOD was then incorpor ated as a requirement exemption in the August 2018 IHS.   
The reason for  this time extension was  due to the West Coast p orts of the USA not permitting fumigation on the 
port and therefore treatments had  to occur elsewhere. In 2015 , vehicles were required b y US Customs Service to 
be on the port for 120 hours prior to export for verification  which did not allow  enough time for vehic les or 
machinery to comply  with MPI’s post treatment time  requirements. In 2017, the  US Customs Service shortened 
their requireme nts to 72 hours, allowing enough time to meet the 120 hours in the IHS.  Due to this  and along 
with the DAWR removal of the time extension, MPI no longer believe that v ehicles and machinery from the West 
Coast of the USA can’t be compliant  with the standar d 120 hour limit and therefore do not require the additional 
24 hours.    
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
 
Section  4.6: Approved arrangements  for deviation from post treatment requirements  
Post treatment requirements exist to prevent recontamination after a treatment has taken place. The risk of 
BMSB following an MPI-Approved Treatment is significantly lower than  may occur at manufacturing or storage 
sites before treatment is carried out. Providing cargo can be protecting from recontamination following treatment, 
the chance of BMSB can be kept low while the cargo remains compliant  with MPI’s BMSB management 
requirements.  
Under the proposed IHS, Section 4.6 allows an importer or other industry party to request an  approved  
agreement with MPI which will allow for some level of deviation from the time and segregation requirements 
specified after treatment occurs.  For an agreement to be approved by MPI, the applicant must state what 
alternative risk management measures will be used and under what circumstances. An agreement must be 
approved befo rehand and not at the time the non -compliance has already occurred or is about to occur.   
Protecting cargo from BMSB recontamination after treatment can be achieved by use of multiple measures 
including reduction of time in which the cargo is stored outsi de, distance from possible sources of contamination 
and segregation of a physical or chemical nature. MPI have specified time (120 hours) and segregation as the 
post treatment requirement but acknowledge there are other options, which can be used in combin ation to 
prevent BMSB recontamination after treatment has occurred and before exp ortation to New Zealand. A 
transhipping agreement allows for the proposal of alternative measures which if agreed to by MPI could be less 
trade restrictive than the requiremen ts specified in the IHS. A post treatment agreement can also act as 
contingency plan for when shipping schedules do not go as planned due to unforeseen circumstances leading to 
the cargo becoming non -compliant in the absence of an agreed arrangement.  
 
Section 4.7: Transhipping  require ments are now included under Section 4.7 and are consistent to all treatments 
carried as per Part 4 (BMSB management) from all Schedule 3 countries.   
Section  4.7 has been included in the proposed IHS to consolidate  all require ments around transhipping  through 
Schedule  3 countries were BMSB risk exists.   
 
Section  4.7: Approved arrangements for deviation from transhipping requirements  
Requirements around transhipping through Schedule 3 countries exist to prevent recontamination in controlled 
port or bonded areas  used for transhipping . The risk of BMSB aggregations  in these areas is  significantly lower 
than most manufacturing or storage sites in Schedule 3 countries. Providing cargo  can be protecting from 
recontamination in port a reas, the  chance of BMSB recontamination can be kept low while the cargo remains 
compliant  with MPI’s BMSB management requirements.  
Under the proposed IHS, Section 4.7 allows an importer or other industry party to request an approved  
agreement with MPI wh ich will allow for some level of deviation from the time and segregation requirements 
specified for  transhipping  through Schedule 3 countries. For an agreement to be approved by MPI, the applicant 
must state what alternative risk management measures will b e used and under what circumstances. An 
agreement must be approved beforehand and not at the time the non -compliance has already occurred , or is 
about to occur.   
Protecting  cargo from BMSB recontamination in controlled or bonded areas can  be achieved by u se of multiple 
measures including reduction of time in which the cargo is stored outside, distance from possible sources of 
contamination and segregation of a  physical or chemical nature. MPI have specified time and segregation as the 
requirement for tran shipped goods but acknowledge there are other options, which can be used in combination 
to prevent BMSB recontamina tion during periods  of tran s-shipment . A tran shipping agreement allows for the 
proposal of alternative measures which if agreed to by MPI coul d be les s trade restrictive . A transh ipping 
agreement can also act as contingency plan  for when transhipping schedules do not go as planned due to 
unforeseen circumstances leading to the cargo becoming non -compliant in the absence of an agreed 
arrangement.     
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Schedule 1 – MPI-Approved Treatments  for vehicles , machinery and 
Equipment  
 
MPI is n ot consulting on fumigation or heat treatment  as these treatments  remain unchanged from the current 
IHS.  However , further information is provided below on the use of r esidual insecticides for air craft and water craft 
as this was not provided in the original RMP for the August 2018  IHS.   
 
Residual insecticide  
Residual insecticide treatment is only approved as an MPI -Approved Treatment for use with aircraft and 
watercraft  not arriving under their own power, and must be applied as a two part treatment process  coupled with 
On-arrival inspection. This alternative treatment has been implemented due to the lower risk of this type of cargo 
with reduced exposure to BMSB and due t o concerns around the volume of sensitive materials that may react to 
the treatment in the interiors or the unknown effect of the fumigation or heat treatment may have on aviation 
safety.  
Residual insecticide applied twice with a two to six week interval and coupled with an MPI on -arrival inspection is 
approved for aircraft and watercraft as a risk management system rather than a one-time treatment . Cleaning  
and maintenance of used aircraft and watercraft is generally of a high standard and aircraft are us ually exported 
in a partially or fully dismantled state.   The residual insecticide application before shipping must be completed to 
ensure BMSB or other pests not killed during the application, are highly likely to be exposed to further residual 
chemicals during the voyage to New Zealand, increasing the already high mortality rate of BMSB during the 
voyage  
Residual insecticide spraying or fogging has not been proven to be as efficacious to the level that fumigation with 
SF or MB has been and therefore is n ot approved as a single treatment for the larger volume of vehicles and 
machinery. The interception data suggests aircraft and watercraft have a very low risk of infestation by 
aggregations of BMSB  but if any BMSB are concealed in difficult to inspect are as they are likely to be flushed 
out (pyrethroids are a known BMSB agitator) and killed by the pesticide spray application. The use of pyrethroids 
carries a potential advantage in detection of BMSB as they act as an irritant inducing uncoordinated irregula r 
movement within 10 minutes of exposure (Lee et al., 2013). This excitation decreased significantly within 1.5 hrs 
of exposure to pyrethroid residues as insects became incapacitated (Lee et al., 2013). However, it is also 
possible that this excitation may  result in BMSB moving from their overwintering spot in aircraft and watercraft 
vehicles as they warm up during the voyage across the equator to other localities where there is residual 
insecticide during the three to six week voyage.  
It has been noted th at Halyomorpha halys  has demonstrated the ability to recover from a moribund state induced 
by exposure to pyrethroid based insecticides by contact with residues on a substrate, ingestion or direct 
application (Nielsen et al 2008 ), however the long voyage w ill mean they will be re -exposed to chemical for three  
to six weeks during the trip whilst weakening  and becoming more susceptible to a high level of natural mortality  
Residual insecticide chemicals such as Bifenthrin, Cyphenothrin, Esfenvalerate, Permethr in or Silafluofen have 
been proven effective against BMSB and other insects, and increase in efficacy with increased application and 
exposure to the residual chemical  (Nielsen et al  2008) . Pyrethroid insecticides (especially those with residual 
properties)  have shown a strong correlation between exposure and almost instant neurotoxicity of BMSB 
resulting in rapid and uncoordinated movements followed by incapacitation (Lee  et al 2013). This effect helps to 
increase the effectiveness before shipping and on -arrival and has been used by MPI Inspectors to help detect 
BMSB in vehicles and machinery on arrival in the past.  
 
  
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
Schedule  2:  Timeline of changes to Import Health Standard  for Vehicles, 
Machinery and E quipment to address increasing BMSB risk .   
 
This tab le has been included to help explain the various IHS changes that have occurred since 2014.  
October 2009: Vehicle, Machinery and Tyres IHS released  
December 2014: Requirements added for the USA - Vehicles, Machinery and Tyres IHS  
 BMSB requirements were ap plied to new and used vehicles and machinery.  
 This was due to detections of BMSB aggregation in/or trucks exported from the USA.  
 Mandatory offshore treatment year round was imposed on USA risk goods.  
 
September 2017: Requirements added for Italy and the USA - Vehicles, Machinery and Tyres IHS  
 BMSB requirements were applied (urgent CTOD) to new and used vehicles and machinery exported 
from Italy.  
 This was due to detections made on vehicles and machinery from Italy and information on high 
population numb ers occurring in northern Italy.  
 Mandatory offshore treatment between September and April of any year was imposed for such risk 
goods.  
 BMSB requirements for USA vehicles and machinery were aligned with the recognised BMSB risk 
season (September to April of any year).  
 
February 2018: Requirements added for Japan - Vehicles, Machinery an d Equipment  IHS  
 BMSB requirements were applied to used vehicles and machinery from Japan via an urgent change to 
the IHS.  
 This was due to sudden BMSB detections on vessel s carrying Japanese vehicles and machinery.  
 All used cars and trucks from Japan must now be m anaged by an MPI -Approved Vehicle System and 
all used machinery must be certified as being clean after processing by an MPI -Approved certified 
cleaning provider.  
 
August  2018: Requirements added for Japan, USA and 15 European countries (major version release)  - 
Vehicles, Machinery an d Equipment  IHS 
 
 BMSB requirements were applied to new and used vehicles and machinery from additional BMSB risk 
countries (Schedule 3  of the IHS includes the USA and 15 European countries).  
 Additional BMSB requirements were added to new and used, vehicles and machinery from Japan.  
 Mandatory offshore treatment or MPI -Approved System management for all new and used vehicles and 
machiner y from Japan and Schedule 3 countries must occur during the BMSB risk season.  
 Mandatory treatment of vehicle and machinery equipment/parts from Schedule 3 countries was 
implemented.  
 
  
  
 
Risk Management Proposal – Review / Amendment of the IHS for VME – April 2019  
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Aigner, J.D. and Kuhar, T.P. 2016. Lethal High Temperature Extremes of the Brown Marmorat ed Stink Bug 
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