The short answer
Shipping lithium batteries internationally is controlled because lithium is classified as Class 9 dangerous goods. Every consignment needs: a UN38.3 test report for the exact cell and pack design, an MSDS/SDS, correct packaging and marking (including the battery mark), a dangerous-goods declaration from a trained shipper, and — for air freight — batteries at ≤30% state of charge. Get these wrong and the freight forwarder will reject the cargo or customs will hold it.
The regulatory framework
Lithium batteries are dangerous goods under the UN Model Regulations, implemented per mode: IATA DGR for air, IMDG Code for sea, ADR for European road transport. The UN numbers you will see are UN 3480 (lithium-ion cells/batteries), UN 3481 (lithium-ion inside or packed with equipment), UN 3090/UN 3091 (lithium metal equivalents).
The rules change frequently (label design, allowance thresholds, reporting), so B2B buyers should confirm details with their freight forwarder for each shipment window rather than relying on memory.
The document set every shipment needs
- UN38.3 test report — the safety test summary (altitude, thermal, vibration, shock, external short circuit, impact, overcharge, forced discharge) for the exact cell and pack model. Without it, no carrier will take lithium cargo.
- MSDS / SDS — material safety data sheet, carried with the shipment and required for customs.
- Dangerous goods declaration — a shipper’s declaration (DGD) prepared by a trained person, attesting classification, packing, marking and labelling.
- Commercial documents — commercial invoice and packing list describing the batteries correctly (do not write “spare parts”).
Packaging and marking
Lithium batteries travel in UN-tested packaging with:
- The lithium battery mark (the white/black panel with the battery pictogram and UN number).
- Class 9 label where applicable for fully regulated shipments.
- A 24-hour emergency contact number on documentation.
- Terminal protection so cells/packs cannot short during transport — exposed connectors must be insulated or covered.
Air freight special rules
Air is the strictest mode:
- Batteries must be at ≤30% state of charge for most passenger/CAO cargo operations.
- Cells and packs must meet the IATA small-battery thresholds (roughly: cells ≤20Wh, packs ≤100Wh) to travel under the lighter PI 965/966/967 Section II rules; larger batteries require the full Section IB/IA route with more documentation.
- Some airlines restrict lithium cargo further — always confirm with the carrier.
B2B buyer checklist before you book freight
- Request the UN38.3 report and MSDS from the factory for your cell and pack model.
- Confirm the battery mark is printed on the product label and outer packaging.
- Ask the factory to ship at ≤30% SoC for air, or confirm the sea-freight SoC policy.
- Appoint (or use the forwarder’s) a trained dangerous-goods person to sign the DGD.
- Keep the certificate set in your import file — market surveillance authorities ask for it.
XINYUEGE’s packs ship with UN38.3 reports and MSDS in the standard documentation set — the same documents listed in our certification guide.
Frequently asked questions
Can samples ship by air?
Yes, with the same UN38.3 + MSDS + SoC rules as production goods — samples are not exempt.
How long does a UN38.3 test take?
Typically a few weeks for a straightforward pack design, including lab scheduling. Plan it into the project timeline; it cannot be rushed at the last minute.
Do I need my own dangerous-goods training?
Someone must sign the DGD and know the rules — either your trained staff or the freight forwarder’s. For recurring shipments, having your own trained person saves cost and time.
Can batteries be shipped with equipment?
Yes — inside or packed with equipment uses UN 3481/UN 3091, with its own marking and packing rules. The battery must be protected against activation during transport.
Ship with the paperwork done
When you order custom packs from us, the UN38.3 report, MSDS and marking requirements are agreed before production — so your freight forwarder receives a shippable product, not a paperwork problem. Start your inquiry.
Sea freight vs air freight
Sea is the default for production quantities: lower cost per kg, and the IMDG Code allows batteries up to their full tested state of charge when packed in UN-tested packaging, though many lines still prefer or require reduced SoC for lithium cargo. Air is faster but strictly regulated under IATA DGR: most cargo operations require batteries at ≤30% state of charge, and cells/packs must fall under the PI 965/966/967 Section II thresholds (typically ≤20Wh per cell, ≤100Wh per pack) to travel with the lighter paperwork. The 30% SoC rule is a real operational constraint — it affects how the factory tests and stores your goods before booking, so confirm it at the quotation stage, not at the warehouse door.
UN packaging and customs paperwork
Beyond the UN38.3 test report, the packaging itself must pass UN performance tests (including a 1.2 m drop test) and carry a UN packaging code marking. On the customs side, lithium-ion batteries fall under HS code 8507.60 — declare them accurately on the commercial invoice, list the battery mark on the outer carton, and never describe lithium cargo as “spare parts” or “accessories”. Market surveillance authorities in the EU and US routinely check import files for exactly this document set: UN38.3 report, MSDS/SDS, dangerous-goods declaration, and the certificates for the destination market.
Costs, lead times and samples
Lithium cargo carries extra costs beyond the freight itself: UN-tested packaging, the dangerous-goods declaration, and often a lithium surcharge from the carrier or forwarder — budget for these when comparing quotes. Lead times also differ sharply: air freight typically measures in days (3–7 to most destinations) while sea freight takes weeks (roughly 3–6 depending on the route), which is why production buyers plan the first air shipment for launch stock and follow with sea. Samples are not exempt from the rules — a single prototype pack by air still needs its UN38.3 report, MSDS, battery mark and the 30% SoC limit. If your supplier tells you a sample can skip the paperwork, that is a warning sign, not a convenience.
A final note on liability: when batteries arrive damaged, carriers and insurers will first ask for the UN38.3 report, the packing certificate and the DGD. Keep one copy of the complete shipping file per consignment for at least the import-surveillance window — usually a year — because disputes surface months later, not at the door.
Related: this guide covers the documents and logistics side. For what each certificate actually proves and how to obtain it, see lithium battery safety certifications for importers.