Export crating requirements

1. Wood packaging that meets the rule

Start with the lumber. Skids, runners, cleats and any solid boards in the crate are wood packaging material, and the destination may require them to be treated under ISPM 15 and marked. NELMA lists four approved treatments: HT, MB, SF and DH. Heat treatment is the one most shippers see.

Plywood, particleboard, OSB, flakeboard and veneer are exempt, so sheathing panels need no treatment. The frame still does. If you are unsure whether your crate is mostly panel or mostly frame, ask for the spec and we will mark which members are lumber.

Do not assume. Confirm the requirement with APHIS and with the plant-protection authority of the destination country, and keep their answer with your shipping file.

2. A stamp an inspector can read

Where the wood rule applies, the crate carries the IPPC stamp on a minimum of two opposite sides, per NELMA. The stamp has the IPPC symbol, a country code, the producer number, the treatment code and the quality mark of the accredited agency. Our stamp page reads each part.

Check that the mark is clear of paint, tape, strapping and dirt before the crate is closed. Check it is on the lumber, not on a plywood panel, since an exempt panel cannot carry a valid mark. A mark that is half hidden by a cleat is a reason for a hold at the port.

3. Handling and shipping marks

Two sets of marks go on the outside. Handling marks are the ISO 780 pictograms: fragile, this side up, keep dry, centre-of-gravity mark, sling here, do not stack. Shipping marks name the consignee, the port or airport of discharge and the case number, with gross weight and tare in both pounds and kilograms if the consignee asks.

Put them on at least two sides and the lid, in stencil or label that will survive rain and abrasion. Crate markings, a separate guide, gives the sizes and placement we use.

• Centre-of-gravity mark on two sides, matching the load's actual balance point
• This side up arrows on all four walls for loads that must not tip
• Keep dry and fragile pictograms where they apply
• Consignee, destination, case number and weights on one side panel

4. Moisture protection for the lane

A sea lane means a barrier bag, VCI and desiccant, with drain holes at the low points. Air freight is shorter and drier, but the crate still sits on tarmac and in warehouses, so a bag with desiccant is cheap insurance on bare steel.

Road to a border crossing needs a lighter version of the same thinking. We set the protection to the transit time you give us, not to a standard bundle.

Think about the return leg as well. Some exporters ship machines out for trials and bring them home again in the same case. If so, say so, because strapping points, gaskets and a re-sealable bag change the build, and reentry paperwork may differ from the outbound documents.

5. A packing list that matches the crate

Customs and the consignee will both read the packing list against the crate when it arrives. Each case should show the number, contents, outside dimensions, gross weight and tare. If the crate holds more than one item, list each piece.

We record the inside dimensions, the outside dimensions and the tare weight in the crate spec and give you those numbers to put on the list. You or your forwarder prepare the list itself.

6. Rules only the destination can confirm

Some requirements are not ours to state. We do not list which countries require ISPM 15 because rules change, and cargo type can change them too. The destination's plant-protection authority has the final word, and APHIS publishes the US side of the program.

Beyond wood, the load itself may be subject to export controls, hazardous materials rules or import permits. Those sit with the shipper and the broker. If any apply, tell us when you quote, since they sometimes change the crate.

Common gaps that delay export crates

Delays usually come from small things. A cleat edge covers the stamp. The consignee's name differs between the label and the packing list. The case number is scribbled on a sticky label that peels in humidity. A tip indicator is added without telling the forwarder. A weight is quoted in pounds on the crate and in kilograms on the list, with no conversion shown.

Another gap is the late change. The destination switches from a container port to an inland rail ramp, or the shipper decides to add a second case, and the crate marks no longer match. Revising the spec before the crate is closed costs far less than relabelling in a warehouse abroad.

Run through the six steps above one last time on the day the crate is closed. It takes minutes, and the person who does it is usually the one who has to answer the freight claim if it is skipped.