Lithium Battery Shipping Compliance: UN38.3

Batteries are the part of an order most likely to be held at a port, rejected by an airline or returned by a customs authority – usually because one document is missing, not because the cells are wrong. This page sets out the lithium battery shipping compliance package DIDIDEDE supplies, and the rules your forwarder will apply.

We ship lithium cells and packs as class 9 dangerous goods under UN3480 (batteries alone) and UN3481 (batteries packed with, or contained in, equipment). Everything else – test summary, MSDS, declarations, labelling, state of charge – follows from that classification.

Key takeaways

Everything follows from the classification: UN3480 is lithium-ion batteries shipped on their own, UN3481 is batteries packed with or contained in equipment.
The core document set is the UN38.3 test summary, MSDS / SDS, CE declaration and IEC 62133 test report, the dangerous goods declaration with class 9 labelling, and commercial documents under HS 8507.60.
Air is the strictest mode: UN3480 under packing instruction PI965 must be at no more than 30% state of charge, with watt-hour limits per package. Sea has no blanket 30% rule and is usually cheaper and less restrictive for container quantities.
The single most common cause of an airline rejection is a missing or outdated UN38.3 test summary for the exact model being shipped.
The same battery installed in a vehicle is UN3481; shipped in a separate carton it is UN3480 – the packing instruction, the marks and the state-of-charge rule all change with that line.

The documents every lithium battery shipment needs

UN38.3 test summary. Since 2020 a test summary must be made available for each cell and battery type; it is the first thing an airline or carrier asks for. It covers the eight tests: altitude simulation, thermal test, vibration, shock, external short circuit, impact or crush, overcharge and forced discharge.
MSDS / SDS. Safety data sheet covering composition, hazards, handling, storage and emergency measures, in the language your market requires.
CE declaration and IEC 62133 test report. IEC 62133 is the safety standard for sealed secondary cells and batteries; CE is the declaration for the European market.
Dangerous goods declaration and class 9 labelling on the packages, with the correct UN number and proper shipping name.
Commercial documents – invoice, packing list and HS code. Lithium-ion batteries are generally classified under HS 8507.60.
Transport document – air waybill under IATA DGR, or bill of lading under IMDG for sea.

Each document, who issues it and what it proves is set out in our lithium battery export document checklist.

UN3480 or UN3481: which one applies?

UN3480 – lithium-ion batteries shipped on their own, as cells or packs. This is how we ship wholesale cells and spare packs.
UN3481 – batteries packed with equipment, or contained in equipment. A vehicle shipped with its battery installed falls under UN3481; the same battery shipped in a separate carton is UN3480.
Packing instructions differ by mode and by whether the battery is inside or alongside the equipment – your forwarder will select the correct one from the classification and the watt-hour rating.

Classification is only half of it — the box, the marks and the state of charge are the other half. How lithium batteries must be packed and marked covers UN specification packaging, the lithium battery mark and the 30 percent limit.

Air, sea and rail: the rules are not the same

Air (IATA DGR). Strictest mode. For UN3480 shipments under packing instruction PI965, cells and batteries must be at no more than 30% state of charge, packed to limit propagation, and labelled with the lithium battery mark. Watt-hour limits per package apply.
Sea (IMDG). No blanket 30% state-of-charge rule, but packaging, segregation, marking and declaration requirements still apply, and carriers often set their own conditions. Sea is the usual choice for container quantities.
Rail. Used for some Eurasian routes; the consignment is handled under the applicable intermodal dangerous goods rules, so documentation must match the sea leg as well.

If your schedule is flexible, sea is almost always cheaper and less restrictive than air for battery consignments. If you are shipping samples by air, tell us early so the state-of-charge and packing can be prepared accordingly.

What DIDIDEDE supplies with your order

UN38.3 test summary for the specific cell and pack models in the shipment
MSDS / SDS for customs and for your own safety file
CE declaration and IEC 62133 test report where the destination requires them
Class 9 marking, labelling and dangerous goods declaration prepared with the packing list
Correct HS classification and a build sheet that matches what is actually in the boxes
Certificate of origin and any preferential-origin documentation your market accepts

We build both battery packs and supply lithium cells, and we can quote either with the export documentation included – see our battery pack manufacturing capability and the custom OEM process.

Mistakes that delay battery shipments

Missing or outdated UN38.3 test summary – the single most common cause of an airline rejection.
Air freight booked at full state of charge when the packing instruction requires 30% or less.
Wrong UN number – batteries shipped alone declared as if they were installed in equipment, or the reverse.
HS code copied from a vehicle shipment instead of using the battery classification.
Packing list that does not match the physical consignment, which triggers inspection.
No local-language MSDS for the destination market.

Market-specific requirements to plan for

European Union. Batteries need CE marking and, under the EU Battery Regulation, carbon footprint and recycled-content requirements and a digital battery passport are being phased in for certain categories from 2027 onwards. If you import into the EU, plan documentation well before that date.
United Kingdom. UKCA marking applies alongside separate transport rules.
United States. DOT / PHMSA hazmat rules for transport, plus UL or equivalent safety certification demanded by most distributors and insurers.
Other markets. Some countries require local registration or pre-shipment inspection of lithium batteries. Confirm this before production – it is much cheaper than re-shipping.

One more rule set applies after the sale rather than before it. In the EU, the UK and many US states, whoever first places a battery on the market carries the end-of-life obligation — lithium battery recycling and end-of-life compliance explains who that is, the EU 2023/1542 dates, and the documents to request from your supplier.

Frequently asked questions

What is a UN38.3 test summary and do I need one?

It is a summary of the eight transport tests a lithium cell or battery must pass. Yes – it has been mandatory to make it available since 2020, and carriers will not move the consignment without it.

Can you ship batteries at full charge by air?

Not as UN3480 under PI965 – those shipments must be at 30% state of charge or less. Batteries installed in equipment follow different packing instructions. We prepare the pack to the mode you book.

Which UN number applies to my order?

Batteries shipped alone are UN3480. Batteries packed with, or installed in, equipment are UN3481. We state the classification on the packing list and dangerous goods declaration for every shipment.

Do you provide MSDS in the local language?

We provide English MSDS as standard and can arrange the language version your market requires. Tell us at order stage so it is ready with the shipment, not after it lands.

Is sea freight always the better option?

For container volumes, usually yes – lower cost and fewer restrictions. Air makes sense for samples and urgent spares, provided state-of-charge and packing are prepared to IATA rules.

Ask for the document package

Tell us the destination, the mode and the battery model and we will confirm which documents ship with your order. Request a quote, or message us on WhatsApp.