How to ship lithium batteries

Which UN number applies to your lithium batteries?

The UN number depends on the battery type and how it is packed. Lithium-ion cells and batteries shipped on their own are UN3480. Lithium-ion batteries packed with equipment are UN3481, and lithium-ion batteries contained in equipment are also UN3481. Lithium metal batteries shipped alone are UN3090, and lithium metal batteries packed with or contained in equipment are UN3091. Getting this right matters because the UN number determines the packaging, marking, and documentation, and it determines whether air transport is allowed. Many shippers confuse lithium-ion with lithium metal, which are different chemistries with different rules.

Check the battery label for Wh ratings and chemistry. If you are unsure, say so when you request a quote and we’ll help you identify what you have before it ships. If you are uncertain between UN3480 and UN3481, look at whether the battery is in or with a device. A loose battery pack from a power tool is shipped alone, while a laptop with its battery installed is shipped as contained in equipment. Mixed shipments, with some batteries loose and some in devices, may need separate descriptions for each part.

• UN3480: lithium-ion cells and batteries, shipped alone.
• UN3481: lithium-ion batteries packed with or contained in equipment.
• UN3090: lithium metal cells and batteries, shipped alone.
• UN3091: lithium metal batteries packed with or contained in equipment.

What labels and marks do lithium battery packages need?

Packages that are not excepted generally need the Class 9 hazard label, which is a diamond with vertical stripes in the upper half and a battery graphic in the lower half. They also carry the UN number and proper shipping name, and shipments are accompanied by shipping papers that describe the contents. Outer packagings must meet the performance requirements of the regulations. Smaller shipments that qualify for exceptions carry the lithium battery mark instead of the full hazard label. This is a rectangular mark with a red hatched border, a battery symbol, and the UN number, along with a contact telephone number in some cases.

The mark tells carriers and handlers that the package contains lithium batteries and has been prepared under the exception rules. Markings must be durable and legible, placed on the outer packaging where handlers can see them, and a package that carries the wrong mark can be refused. Shipping papers, when required, must be accurate and include an emergency response telephone number. Because label requirements can change, always check the latest edition of the regulations or ask a trained hazmat professional.

When does an excepted small-cell shipment apply?

Under 49 CFR 173.185(c), small lithium cells and batteries below set watt-hour or lithium content thresholds can ship with reduced requirements. Instead of full hazmat shipping papers and Class 9 labels, the package carries the lithium battery mark and meets packaging and drop-test conditions. The general limits are 20 Wh per lithium-ion cell and 100 Wh per battery, and 1 g of lithium per lithium metal cell and 2 g per battery, with higher limits allowed for highway or rail only when the package is marked as forbidden aboard aircraft and vessels. The exception has conditions, including that the cells or batteries are tested, are protected against short circuits, and are packed so that they cannot move around.

It does not apply to damaged or defective batteries, and larger packs such as EV or industrial batteries are far above the limits. Always confirm the current thresholds and conditions in the regulation before relying on an exception. The size limits apply to each cell and battery, but the package also has conditions, including a gross weight cap. Used batteries often cannot be traced to a tested design, so recycling shipments by truck more often rely on the separate disposal-and-recycling provision in 173.185(d), described below.

How do ground and air shipping rules differ?

Ground shipping within the United States is governed by the DOT Hazardous Materials Regulations, and most carriers that accept lithium batteries will move them by truck under those rules. Air shipping adds the IATA Dangerous Goods Regulations and ICAO technical instructions, which are generally stricter. Some batteries that can travel by ground cannot go by air at all. One well-known air rule is that lithium-ion batteries shipped alone as UN3480 must be offered at a state of charge not exceeding 30 percent. Cargo aircraft restrictions also apply to certain shipments.

Because of these differences, shippers choose ground transport for most recycling shipments unless there is a strong reason to fly the material. Many damaged or defective batteries are prohibited from air transport entirely. Air carriers also differ in whether they accept lithium batteries as cargo at all, and UN3480 batteries shipped as cargo are forbidden on passenger aircraft, so they can only go on cargo aircraft. Even where permitted, the packaging, state of charge, and documentation rules are strict. If a deadline pushes you toward air shipping, talk to the carrier first, because a refused shipment costs more time than ground transport would have.

What rules apply to damaged or defective batteries?

Damaged, defective, or recalled lithium batteries face tighter rules than ordinary shipments. Under the regulations, they generally cannot use the small-package exceptions and need to be packed in a way that prevents dangerous heat, fire, or short circuits. Packaging typically includes individual protection, non-conductive cushioning material, and a rigid outer container that meets performance standards. Air transport of damaged or defective batteries is prohibited. Under 49 CFR 173.185(f) they may move by highway, rail or vessel when each battery is in its own non-metallic inner packaging, surrounded by non-combustible, non-conductive, absorbent cushioning, inside a Packing Group I level outer packaging marked as containing damaged or defective lithium batteries. Batteries that cannot be shipped in conformance with the rule need approval from PHMSA. Do not guess here.

Tell us the nature of the damage, such as swelling, leakage, or physical impact, and we’ll quote options that fit the situation. Handling these batteries well at the start prevents incidents in transit. Because damaged batteries are a safety issue, notify the carrier or recycler before pickup rather than after. Photographs of the damage, the make and model, and the chemistry help determine the right packaging. In some cases, the recycler supplies the packaging and instructions, which lowers the chance of errors by your staff and gives you a documented, compliant process to follow.

What is the special provision for shipping batteries for recycling?

49 CFR 173.185(d) provides a pathway for lithium batteries that are being shipped for disposal or recycling. In general terms, it applies to shipments by motor vehicle and excepts the batteries from the UN 38.3 testing and record-keeping requirements and from UN specification packaging, as long as they are protected against short circuits and packed in a strong outer packaging. This provision is designed for the practical reality that used batteries often lack test records and original packaging. It does not remove the need for proper packaging, correct identification, or hazmat training, and it does not apply to everything.

Batteries shipped this way that also fall within the small-battery size and marking conditions get further relief from shipping papers and labels, while larger batteries still need full Class 9 hazard communication. Treat this as a general explanation and confirm specifics with your carrier or a trained hazmat professional. Because the provision is narrow and detailed, and it does not cover air shipment, rely on the current text of the rule or a qualified professional rather than on summaries.

Do carriers accept lithium batteries?

Carrier acceptance varies. Some parcel and freight carriers accept excepted small lithium battery shipments, some accept fully regulated shipments only under a hazmat contract, and some refuse certain categories altogether. Policies also differ for used or damaged batteries, for air versus ground, and for particular service levels. A package that one carrier accepts can be refused by another. Before you ship, check the carrier’s dangerous goods policy and confirm that your account is set up for hazmat if the shipment requires it.

Falsely declaring or under-declaring hazmat can lead to fines, rejected shipments, and liability if an incident occurs. For most recycling shipments, a prepaid arrangement through the recycler or a freight carrier experienced with hazmat is simpler than managing the logistics on your own. Ask each carrier for its written lithium battery policy, and keep a copy with your shipping records. If you ship frequently, build a standard operating procedure with approved carriers, service levels, and packaging, so your team does not decide case by case. Consistency reduces mistakes and shows regulators and auditors that your program is organized.

Who needs hazmat training to ship lithium batteries?

Anyone who prepares hazardous materials for transport, including packing, marking, labeling, and signing shipping papers, must have hazmat employee training under the DOT regulations. The training covers general awareness, function-specific duties, safety, and security, and it must be refreshed periodically. Employers keep training records, and the person who signs a shipping paper is responsible for its accuracy. Even shipments that use exceptions may require some level of training, depending on how the package is prepared. If your staff does not have this training, the safer route is to let the recycler or a qualified third party handle packaging and paperwork.

Ion Battery Recycling can arrange pickup or prepaid shipping where available and will quote options, so you do not have to become a hazmat shipper to recycle responsibly. Training records should show what each person learned, the date, and who delivered the training, and employers must keep them for the period required by the regulations. Recurrent training is required at set intervals, and also when regulations change. If your volume is small, outsourcing the shipping function is often cheaper than training and certifying staff yourself.