Lithium battery freight FAQ

Many lithium battery shipments can move by air when type, packing, labels, and carrier rules allow. Standalone lithium-ion (often UN3480) may face State of Charge limits (commonly discussed around ≤30% where applicable) and may require Cargo Aircraft Only (CAO). Contained-in or packed-with equipment (often UN3481) follow different packing instructions. Final air acceptance is always carrier- and route-dependent.

Sea FCL/LCL under IMDG is often suitable for larger volumes when transit time is acceptable and air restrictions or cost make air less practical. We compare sea vs air after reviewing your cargo and documents.

Road and rail-bridge moves support domestic legs and cross-border land corridors, plus first- and last-mile to ports/airports. Courier/express may work for eligible small shipments under the carrier’s battery program — not every battery type qualifies.

Yes. Destination country and local carrier rules can restrict certain battery types or packing. We treat destination confirmation as part of the review before recommending a mode.

IATA's 2026 guidance states that lithium-ion batteries packed with equipment under PI 966 Section I must not exceed 30% State of Charge. For Section II, cells and batteries above 2.7 Wh are also subject to the 30% limit unless the applicable approval path is followed. For batteries contained in equipment under PI 967, reduced State of Charge is strongly recommended but is not stated as the same blanket mandate. The exact packing instruction and operator variation must be checked.

Do not treat them as routine cargo. Prohibitions, special provisions or competent-authority approvals may apply, depending on the condition and mode. Tell us about swelling, leakage, damage, defects, safety recalls or unknown condition at the start of the enquiry.

Typically: UN 38.3 test summary (or report as required), SDS / MSDS, and packing details (dims, weight, how batteries are protected against short circuit). Depending on mode and carrier, additional DG paperwork and labels apply. See our documents page.

No. We do not issue UN 38.3 or SDS / MSDS. You provide them; we review them and assist with DG declaration support.

Prevent short circuits, use appropriate inner and outer packaging, apply required labels/marks, and follow mode-specific packing instructions. Damaged or defective batteries need special handling and may be restricted. See packaging guidance.

Speed depends on how complete your enquiry is — battery type/UN, route, weight/volume, documents available, and cargo-ready date. Incomplete documents usually extend the review step.

Mode (sea vs air vs land vs courier), volume/weight, packing requirements, DG handling, route, and destination rules. We provide options so you can weigh speed against cost tendency.

We can discuss an appropriate scope using the Incoterms® 2020 rules when relevant—for example EXW, FCA, CPT, CIP, DAP, DPU, DDP, FOB, CFR or CIF. DDU is legacy wording and is not a current Incoterms® 2020 rule. Duties, taxes, importer responsibilities and local delivery capability must be confirmed per destination.

Enquiry → document review → mode options → confirm before booking. Details on our process page.

No. Final acceptance depends on cargo specs, packing, route, carrier and destination requirements. We assist with review and DG declaration support; we do not guarantee carrier approval.

Use the Request a Plan form with battery type/UN if known, origin, destination, weight/volume/dims, documents available, and cargo-ready date.

Share the product, battery model, chemistry, Watt-hours if known, photos and whether the battery is alone, installed in equipment or packed beside it. We can map the next questions, but the shipper remains responsible for accurate classification and declaration.