Views: 0 Author: Site Editor Publish Time: 2026-07-13 Origin: Site
Shipping a LiPo battery involves more than placing it in a protective box. Lithium polymer batteries are classified as lithium-ion batteries for transport and may present a fire risk if they are short-circuited, crushed, punctured, overheated, or damaged in transit.
The correct shipping method depends on several factors:
Whether the battery is shipped alone, packed with equipment, or installed in equipment
The Watt-hour rating of each cell or battery
The number and net mass of batteries in the package
Whether the battery type has passed UN 38.3 testing
The battery’s physical condition and state of charge
The transport mode and route
The carrier’s acceptance policy
For air transport, these details determine whether the shipment is classified as UN3480 or UN3481, which packing instruction applies, and what packaging, labels, documents, and aircraft restrictions must be followed.
This guide explains the main requirements under the 2026 air-transport framework. It is intended as practical guidance and does not replace current dangerous goods regulations, trained shipment preparation, or confirmation with the selected carrier.
LiPo batteries are treated as rechargeable lithium-ion batteries for transport.
Batteries shipped alone normally fall under UN3480 and Packing Instruction 965.
Batteries packed separately with equipment normally fall under UN3481 and Packing Instruction 966.
Batteries installed in equipment normally fall under UN3481 and Packing Instruction 967.
Battery types must normally pass the applicable UN 38.3 tests before routine transport.
Watt-hours, rather than capacity alone, determine important air-shipping thresholds.
Terminals must be protected against short circuits.
Batteries must be secured against movement, puncture, crushing, and other physical damage.
Damaged, swollen, leaking, defective, or recalled batteries must not enter a routine air-shipping channel.
Standalone UN3480 lithium-ion batteries are forbidden as cargo on passenger aircraft.
Standalone LiPo batteries shipped by air must normally be at no more than 30% state of charge.
From January 1, 2026, reduced state-of-charge requirements also apply to most lithium-ion batteries packed with equipment.
Carrier and national requirements may be stricter than the general air-transport rules.
Yes. Rechargeable lithium polymer batteries are handled as lithium-ion batteries for transportation.
The term “LiPo” usually refers to a rechargeable lithium-ion cell with a pouch structure and a polymer-related electrolyte system. Its flexible construction does not exempt it from dangerous goods requirements.
Readers who need additional background can first review what a lithium polymer battery is. For transport purposes, the important point is that LiPo cells and packs generally fall within Class 9 dangerous goods.
The correct classification depends on how the battery is shipped:
Shipping configuration | UN number | Proper shipping description | Air packing instruction |
|---|---|---|---|
Cell or battery shipped by itself | UN3480 | Lithium ion batteries | PI 965 |
Battery packed separately with the equipment it powers | UN3481 | Lithium ion batteries packed with equipment | PI 966 |
Battery installed in equipment | UN3481 | Lithium ion batteries contained in equipment | PI 967 |
The physical shipment must match the declared configuration. A battery placed beside a device in the same package is “packed with equipment,” not “contained in equipment.”
Power banks and products whose primary purpose is to supply electrical power to another device are generally treated as batteries rather than batteries contained in equipment.
Correct classification should come before packaging or label selection.
Verify that the product is a rechargeable lithium-ion or lithium polymer battery rather than:
A non-rechargeable lithium-metal battery
A sodium-ion battery
A nickel-metal hydride battery
A lead-acid battery
A battery containing multiple chemistries
Different chemistries use different UN numbers and packing instructions. A label copied from an earlier shipment may therefore be incorrect even if the products look similar.
For transport classification, a cell is a single electrochemical unit. A battery contains two or more cells electrically connected.
A single-cell LiPo product may be marketed as a “battery,” but it may still be classified as a cell under transport provisions. The supplier’s specification and UN 38.3 test summary should identify the correct status.
Lithium-ion transport rules use Watt-hours to classify cells and batteries.
Watt-hours (Wh) = Nominal voltage (V) × Rated capacity (Ah)
If capacity is provided in milliamp-hours:
Capacity in Ah = Capacity in mAh ÷ 1,000
For example:
A 3.7 V, 2000 mAh pouch cell is rated at 7.4 Wh.
A 14.8 V, 5000 mAh battery pack is rated at 74 Wh.
Two important air-transport thresholds are:
20 Wh per lithium-ion cell
100 Wh per lithium-ion battery
Cells at or below 20 Wh and batteries at or below 100 Wh may qualify for less extensive provisions when all other conditions are met. They are not automatically exempt from transport requirements.
Confirm whether the battery is:
Shipped without equipment
Packed separately in the same package as the equipment
Securely installed inside the equipment
This decision affects the UN number, packing instruction, state-of-charge requirement, package limits, labels, and documentation.
Do not place a battery into a routine shipment if it shows:
Swelling or puffing
Leakage
A punctured or torn pouch
Crushed corners
Damaged insulation
Exposed wires or conductors
Melted connectors
Signs of overheating
Corrosion or unusual odor
Abnormal voltage
Evidence of a previous short circuit
A known defect or recall
Adding more cushioning does not make a swollen or damaged LiPo battery suitable for normal transport.
Air, sea, road, rail, and postal services do not follow identical requirements.
For international air cargo, check:
Current air dangerous goods regulations
Origin, transit, and destination country variations
Airline or courier variations
Airport and route restrictions
Dangerous goods account requirements
Required booking or approval procedures
A package accepted for road transport is not automatically acceptable for air transport.
A lithium cell or battery type must normally pass the applicable tests in the UN Manual of Tests and Criteria, Part III, Subsection 38.3 before entering routine commercial transport.
The test sequence covers transport-related conditions such as:
Altitude simulation
Thermal cycling
Vibration
Mechanical shock
External short circuit
Impact or crush
Overcharge
Forced discharge
The tests required for cells and batteries are not completely identical.
A UN 38.3 test report contains detailed laboratory procedures and results. A test summary provides standardized information about the tested cell or battery type, including:
Manufacturer details
Test laboratory details
Test report number and date
Model number
Battery type
Mass and Watt-hour rating
Physical description
Tests completed and results
Responsible contact information
The test summary must cover the actual model being shipped. Documentation for a similar capacity, different pack configuration, or earlier product should not automatically be assumed to apply.
ZERNE lists available documentation on its battery certificates and compliance page. Buyers should confirm which reports and summaries cover the exact battery model included in their order.
No. An SDS or MSDS may provide information about composition, hazards, handling, storage, and emergency response, but it does not replace:
UN 38.3 testing
The applicable UN 38.3 test summary
Dangerous goods classification
Approved packaging
Required marks and labels
Shipping documentation
Trained shipment preparation
A carrier may request both an SDS and transport compliance documents because they serve different purposes.
Exact packaging requirements depend on the applicable packing instruction and section. However, the following principles apply to most compliant LiPo battery shipments.
Before packaging:
Match the battery model to the shipping documents.
Confirm its nominal voltage, capacity, and Watt-hour rating.
Verify that it is covered by the correct UN 38.3 test summary.
Inspect the pouch, wires, insulation, connector, and protection circuit.
Confirm the required state of charge.
Separate any battery whose condition is uncertain.
Inspection results should be documented, especially when batteries from different production batches are combined in one consignment. ZERNE’s Li-polymer battery quality control system provides an overview of the controls used during production and final inspection.
An exposed terminal or connector can contact another battery, metal tool, staple, conductive packaging material, or loose component.
Suitable protection may include:
Nonconductive terminal caps
Insulated connector covers
Nonconductive tape
Individual plastic bags
Blister packaging
Fully enclosed inner cartons
Molded trays that separate connectors
Placing several batteries in one bag is not sufficient if their connectors can still touch.
Loose wires should be restrained, and positive and negative leads should not be able to fold together under pressure.
Each cell or battery should be isolated and protected from mechanical damage.
The inner packaging should:
Be electrically nonconductive
Prevent direct contact between batteries
Protect pouch surfaces, seals, tabs, and wires
Prevent contact with conductive materials
Remain secure during vibration and handling
Thin shrink film should not be the only protection if the battery could still be punctured, crushed, or abraded.
For pouch cells, cushioning should restrain the battery without applying concentrated pressure to its edges, tabs, seals, or protection circuit.
Batteries should not slide, rotate freely, collide, or strike the outer box during transport.
Suitable materials may include:
Molded pulp trays
Corrugated dividers
Individual cartons
Nonconductive foam inserts
Custom thermoformed trays
Nonconductive void fill
Fill empty spaces without compressing the pouch cells. If the contents shift noticeably during normal handling, additional restraint is required.
A padded envelope or lightweight retail box is generally not suitable for loose lithium batteries.
Depending on the packing instruction, the shipment may require:
Strong rigid outer packaging
Packaging that meets specified drop and stacking performance
UN specification packaging
A permitted packaging type
Specific quantity and net-mass controls
Reused cartons should be checked for crushed corners, moisture damage, torn flaps, weakened seams, and old labels.
If UN specification packaging is required, an ordinary carton cannot be converted into approved packaging by printing or attaching a UN packaging mark.
When a battery is installed in or packed with equipment:
Switch off the device where required.
Prevent buttons and switches from being pressed.
Secure removable components.
Prevent the battery from becoming detached.
Protect charging ports and electrical connections.
Ensure the equipment cannot generate dangerous heat while packed.
Protect the equipment against movement and impact.
Sleep or standby mode may not be equivalent to being switched off.
Equipment designed to remain active during transport, such as certain cargo-tracking devices, must be evaluated under the applicable provisions.
Before releasing the shipment, confirm that:
The box is undamaged and properly closed.
The specified closure method has been followed.
Old or conflicting labels have been removed or obscured.
Required marks and labels are visible and legible.
Labels are not folded over package edges.
The package is not swollen or distorted.
Quantity and weight limits have not been exceeded.
Documents match the physical contents.
The selected carrier accepts the classification and route.
Photographs of the inner packaging and all sides of the completed outer package can provide useful shipment records.
Selecting the wrong UN number is a common reason for lithium battery shipment rejection.
UN3480 applies when lithium-ion or LiPo cells and batteries are shipped without the equipment they are intended to power.
Examples include:
Replacement batteries
Loose pouch cells
Battery samples
Drone batteries shipped without drones
Packs sent to an assembly plant
Power banks
Spare batteries shipped separately
For air transport, UN3480 uses Packing Instruction 965.
Standalone UN3480 batteries:
Are forbidden as cargo on passenger aircraft
Must normally use an eligible cargo-aircraft service
Must normally be offered at no more than 30% state of charge
Fall under PI 965 Section IA or IB
Are subject to packaging, labeling, documentation, quantity, and carrier requirements
A battery does not become eligible for passenger-aircraft cargo merely because it is below 100 Wh.
This classification applies when the battery and the equipment it powers are placed in the same package, but the battery is not installed.
Examples include:
A handheld scanner with a separate battery
A medical device with an uninstalled battery
A drone packed with its separate flight battery
An instrument packed with its dedicated battery
This configuration uses Packing Instruction 966.
The quantity of batteries must correspond to the applicable packing provisions. An unrestricted number of spare batteries cannot be added simply because equipment is also present.
This classification applies when the battery is securely installed in the product.
Examples include:
A wearable device with an internal pouch cell
A GPS tracker with its battery installed
A handheld terminal containing a battery
A medical monitor with a fitted battery
A robot containing an installed battery pack
This configuration uses Packing Instruction 967.
The equipment must protect the battery from damage and be packed to prevent movement and accidental activation.
The following summary applies to conventional rechargeable lithium-ion and LiPo batteries that have passed the applicable UN 38.3 testing. Country and operator variations may impose additional restrictions.
Configuration | Air classification | Smaller cells or batteries | Larger cells or batteries | Passenger-aircraft cargo | State-of-charge rule |
|---|---|---|---|---|---|
Shipped alone | UN3480, PI 965 | Section IB when all conditions are met | Section IA | Forbidden | Maximum 30% SoC |
Packed with equipment | UN3481, PI 966 | Section II when all conditions are met | Section I | Permitted within applicable limits | From 2026, Section I and most Section II batteries must not exceed 30% SoC without the required approvals |
Contained in equipment | UN3481, PI 967 | Section II when all conditions are met | Section I | Permitted within applicable limits | Reduced SoC is strongly recommended but is not universally mandatory under the same baseline rule |
For this table:
A smaller lithium-ion cell is generally no more than 20 Wh.
A smaller lithium-ion battery is generally no more than 100 Wh.
A larger cell exceeds 20 Wh.
A larger battery exceeds 100 Wh.
Meeting the Wh threshold alone does not establish compliance. Package quantity, battery net mass, packaging, documentation, and carrier restrictions must also be considered.
Under the 2026 framework:
Section IA generally applies to cells above 20 Wh or batteries above 100 Wh.
Section IB may apply to cells at or below 20 Wh and batteries at or below 100 Wh.
Passenger-aircraft cargo carriage is forbidden.
The maximum state of charge is normally 30%.
Section IA requires UN specification packaging.
Section IB packaging must meet prescribed performance requirements.
Applicable marks, labels, documents, and training requirements must be followed.
Many couriers accept standalone batteries only from approved dangerous goods accounts or refuse them on certain routes.
Under PI 966:
Section I generally applies to cells above 20 Wh or batteries above 100 Wh.
Section II may apply to cells at or below 20 Wh and batteries at or below 100 Wh.
Passenger- and cargo-aircraft transport may be possible within the applicable limits.
Batteries must be protected against short circuit, movement, and damage.
Equipment must also be protected during transport.
Only the permitted quantity of batteries may be packed with the equipment.
From January 1, 2026:
PI 966 Section I cells and batteries must normally be offered at no more than 30% state of charge.
Under Section II, the 30% limit also applies to cells and batteries exceeding 2.7 Wh.
Shipping above 30% requires the applicable approvals and cannot be resolved by changing the package label.
Under PI 967:
Section I generally applies to cells above 20 Wh or batteries above 100 Wh.
Section II may apply to cells at or below 20 Wh and batteries at or below 100 Wh.
Passenger- and cargo-aircraft transport may be possible within applicable limits.
Batteries must be securely installed and protected by the equipment.
Equipment must be protected from accidental activation.
Packages must meet the applicable strength requirements.
For batteries contained in equipment, no more than 30% state of charge—or no more than 25% indicated battery capacity—is strongly recommended as a safety measure under the 2026 guidance.
This recommendation is not universally mandatory for every PI 967 shipment in the same way as the PI 965 and PI 966 restrictions. Individual airlines and couriers may still impose stricter limits.
There is no single “LiPo shipping label” suitable for every package. Required marks and labels depend on the UN number, packing instruction, section, battery size, quantity, and transport configuration.
The battery mark, sometimes still called the lithium battery mark, is commonly required for qualifying packages prepared under relevant Section II provisions.
It displays the applicable UN number:
UN3480 for lithium-ion batteries shipped alone
UN3481 for lithium-ion batteries packed with or contained in equipment
The mark must comply with current design, size, color, durability, and placement requirements. It should not be resized arbitrarily.
Some limited PI 967 packages containing only a small number of batteries installed in equipment may qualify for an exception from the battery mark. Every condition must be verified before using this exception.
Fully regulated lithium-ion battery shipments generally require the Class 9 lithium battery or sodium-ion battery hazard label.
It is commonly required for:
PI 965 Section IA
PI 965 Section IB
PI 966 Section I
PI 967 Section I
The Class 9 hazard label and battery mark serve different purposes and are not interchangeable.
Standalone UN3480 batteries cannot travel as cargo on passenger aircraft.
Packages prepared under PI 965 Section IA or IB therefore require a Cargo Aircraft Only label in addition to other applicable marks and labels.
This label does not make an otherwise noncompliant shipment acceptable.
Fully regulated packages may need to display the applicable UN number and proper shipping name, such as:
UN3480, Lithium ion batteries
Informal descriptions such as “rechargeable batteries,” “electronic accessories,” or “power components” do not replace the proper shipping description.
When UN specification packaging is required, the approved packaging carries a standardized UN packaging mark.
The mark identifies a tested packaging design. It must not be copied onto an ordinary carton.
When packages are placed inside an overpack and their required marks and labels are no longer visible, the applicable communication must generally be reproduced on the outside together with the required overpack identification.
An overpack does not change the classification of the packages inside it.
Avoid the following mistakes:
Using UN3480 for batteries installed in equipment
Using UN3481 for loose replacement batteries shipped without equipment
Placing both UN3480 and UN3481 on one package
Using the battery mark when a Class 9 hazard label is required
Omitting the Cargo Aircraft Only label from a PI 965 shipment
Printing a UN specification mark on an ordinary box
Folding a hazard label over a package edge
Covering marks or labels with opaque material
Leaving old and conflicting labels on reused packaging
Using outdated label files without checking current requirements
Adding more labels does not improve compliance. Each package needs the correct communication for its actual classification.
Documentation varies according to the classification, section, route, and carrier.
The applicable test summary should match:
The manufacturer
The exact battery model
The physical product
The Watt-hour rating
The production configuration
The relevant test report
A useful specification sheet should include:
Battery chemistry
Cell or battery status
Model number
Nominal voltage
Rated capacity
Watt-hour rating
Dimensions and mass
Maximum charge voltage
Connector and wire configuration
Protection circuit details, where applicable
A Shipper’s Declaration is required for many fully regulated air shipments, including Section IA, Section IB, and Section I configurations.
Section II shipments may be excepted when every applicable condition is satisfied. This does not remove all packaging, marking, documentation, instruction, or carrier requirements.
When a declaration is required, it should be prepared and signed by an appropriately trained and authorized person.
Depending on the classification, the air waybill may require:
A dangerous goods statement
Cargo-aircraft-only information
The relevant Section II compliance statement
The number of packages bearing the battery mark
Carrier-specific wording
The required entry must be determined from the applicable packing instruction and operator requirements.
Commercial invoices, packing lists, export declarations, and HS codes serve customs and trade purposes. They do not replace dangerous goods documents.
Product descriptions should accurately represent the goods. Describing batteries only as “samples,” “parts,” or “electronic accessories” does not remove their dangerous goods classification.
Keep the current SDS available if requested by the carrier, customer, broker, or customs authority. It should be treated as supporting product safety information rather than evidence of complete transport compliance.
The shipper is responsible for correct classification, packaging, marking, labeling, and documentation.
Formal dangerous goods training is required for fully regulated shipments, including PI 965 Section IB.
Personnel preparing qualifying Section II shipments may be subject to adequate instruction rather than the full dangerous goods training standard. That instruction should cover:
Battery classifications
Shipping configurations
Applicable packing instructions
Short-circuit protection
Packaging procedures
State-of-charge restrictions
Marks and labels
Required documents
Carrier restrictions
Identification of damaged batteries
Rejection and emergency procedures
Providing an employee with an old label file is not adequate shipment instruction.
Following the general air-transport framework does not guarantee carrier acceptance.
A carrier may:
Refuse standalone lithium batteries
Accept UN3480 only from approved accounts
Require advance approval
Set lower package limits
Restrict certain origins or destinations
Require additional documentation
Prohibit selected battery models or applications
Restrict available service levels or transit hubs
Require specialist dangerous goods booking
Before packing an order, confirm acceptance using the complete shipment profile:
UN number
Proper shipping name
Packing instruction and section
Cell or battery Watt-hour rating
Battery quantity
Battery net mass
Gross package mass
State of charge
Shipping configuration
Origin and destination
UN 38.3 status
Battery condition
An online freight quotation does not necessarily confirm dangerous goods acceptance.
Damaged, defective, leaking, recalled, or swollen batteries require specialist handling.
They may present an increased risk of:
Internal short circuit
Gas release
Electrolyte leakage
Fire
Rupture
Thermal runaway
Damaged or defective lithium batteries capable of producing dangerous heat, fire, or short circuit are generally forbidden for air transport.
Do not:
Send them through an ordinary parcel service
Hide them inside equipment
Puncture them to release gas
Compress them to fit inside packaging
Cover visible damage and ship them normally
Mix them with serviceable batteries
Describe them only as electronic waste
Contact a qualified dangerous goods or battery-recycling provider. Surface transport, special packaging, permits, or other controlled arrangements may be necessary.
A prototype or low-production battery that has not completed UN 38.3 testing cannot be entered into routine air transport as an ordinary production battery.
Transport may be possible under specific approval provisions and controlled packaging arrangements. This normally requires coordination with:
Relevant national authorities
The airline or operator
A dangerous goods specialist
The battery manufacturer
The test laboratory
A qualified freight forwarder
Transport planning should begin before a prototype delivery date is promised.
A custom design may alter the cell configuration, mass, Watt-hour rating, protective components, or physical construction covered by existing test documentation. When developing custom battery solutions, UN 38.3 testing and transport documentation should therefore be considered before the final specification is approved.
The reduced state-of-charge requirements discussed above apply specifically to air transport.
Sea, road, and rail shipments still require correct classification, short-circuit protection, packaging, marks, labels, documents, and route compliance, but their detailed requirements differ.
Depending on the route, applicable frameworks may include:
IMDG Code for international sea transport
ADR for road transport in many European countries
RID for rail transport
49 CFR for transport within the United States
National dangerous goods regulations
A shipment prepared for sea freight should not be transferred to air freight without reviewing its classification, state of charge, packaging, labels, and documentation.
Every stage of a multimodal shipment must be considered separately.
Battery chemistry confirmed
Cell or battery status confirmed
Exact model number recorded
Nominal voltage and rated capacity confirmed
Watt-hour rating verified
UN 38.3 test summary matches the product
No swelling or leakage
No punctures or crushed areas
No damaged wires or connectors
No signs of overheating
No unresolved recall or defect
Required state of charge confirmed
Shipping configuration correctly identified
Correct UN number selected
Proper shipping name confirmed
Packing instruction and section confirmed
Aircraft restriction checked
Quantity and net-mass limits checked
Terminals protected against short circuit
Batteries electrically separated
Pouch cells protected from puncture and compression
Movement prevented with nonconductive materials
Strong rigid outer packaging used
UN specification packaging used where required
Equipment protected from accidental activation
Correct closure method followed
Required UN number displayed
Proper shipping name displayed where required
Battery mark applied where required
Class 9 hazard label applied where required
Cargo Aircraft Only label applied where required
Overpack marks applied where required
Old or conflicting labels removed
All information is visible and legible
UN 38.3 test summary available
Battery specification available
SDS available if requested
Shipper’s Declaration completed where required
Air waybill information checked
Commercial documents match the goods
Country and operator variations checked
Carrier acceptance confirmed
Shipment prepared by trained or adequately instructed personnel
Mistake | Why it creates a problem |
|---|---|
Classifying every shipment as UN3480 | Batteries packed with or installed in equipment use different provisions |
Using mAh instead of Watt-hours | Important air-transport thresholds are based on Wh |
Assuming batteries below 100 Wh are unregulated | Packaging, marking, quantity, and carrier requirements may still apply |
Shipping UN3480 batteries on a passenger aircraft | Standalone lithium-ion batteries are restricted to cargo aircraft |
Shipping batteries at full charge | PI 965 and most PI 966 shipments are subject to reduced SoC requirements |
Leaving connectors exposed | Contact with conductive material may cause a short circuit |
Packing pouch cells tightly together | Pressure and abrasion may damage the pouch or seals |
Using only bubble wrap and a mailing bag | Batteries require electrical isolation, restraint, and suitable outer packaging |
Reusing boxes with old labels | Conflicting information may cause rejection or mishandling |
Treating an SDS as proof of UN 38.3 compliance | These documents serve different purposes |
Using a test summary for a similar model | Documentation must cover the actual battery type |
Shipping a swollen battery with extra padding | Damaged batteries require specialist handling |
Assuming a freight quote confirms acceptance | Dangerous goods approval may require a separate review |
Choosing labels before classification | Required labels depend on the UN number and packing section |
Safe LiPo battery shipping begins with accurate battery identification and classification.
Confirm the chemistry, model, Watt-hour rating, UN 38.3 status, physical condition, state of charge, and shipping configuration before selecting packaging or labels. Then determine whether the shipment falls under UN3480, UN3481 packed with equipment, or UN3481 contained in equipment.
Batteries must be protected against short circuits, movement, puncture, crushing, and accidental activation. Packaging, marks, labels, documents, quantity limits, and aircraft restrictions must match the applicable packing instruction.
For air transport, standalone LiPo batteries are restricted to cargo aircraft and must normally be at no more than 30% state of charge. From 2026, reduced state-of-charge requirements also apply to most batteries packed with equipment. A reduced charge remains strongly recommended for batteries installed in equipment, although the baseline provision is not identical.
Finally, confirm the shipment with the selected carrier before dispatch. Country and operator variations may be stricter, while damaged, recalled, prototype, or unusually large batteries may require specialist arrangements.
Yes, if they have passed the applicable UN 38.3 tests and meet the relevant packaging, state-of-charge, labeling, documentation, and carrier requirements. Standalone UN3480 batteries cannot travel as cargo on passenger aircraft.
UN3480 applies to lithium-ion batteries shipped without equipment. UN3481 applies when batteries are packed with the equipment they power or securely installed inside it.
No. Required marks and labels depend on the UN number, packing instruction, section, battery size, quantity, and shipping configuration. Some limited PI 967 packages may qualify for an exception.
Standalone LiPo batteries shipped by air must normally be at no more than 30% state of charge. From 2026, this limit also applies to most batteries packed with equipment unless the required approvals are obtained.
Not through a routine commercial shipping channel. Untested prototypes and low-production batteries require specific approvals, controlled packaging, and advance coordination with dangerous goods specialists and carriers.
Bubble wrap may provide cushioning, but it is not a complete packaging solution. Batteries still require terminal protection, electrical separation, movement restraint, puncture protection, and a suitable rigid outer package.
No. A swollen battery may be damaged and should not enter a routine air or parcel shipment. Contact a qualified dangerous goods or battery-recycling provider for an approved handling method.
Possibly, but battery quantity and net mass are limited by the applicable packing instruction and carrier policy. Each battery must also be protected individually against short circuit, movement, and physical damage.
