跨境电商发一批移动电源去美国，工厂打的报关单写「Power Bank」走普货，到了机场货站被开箱抽检——里面是 20000 mAh 锂离子聚合物电池，瓦时 74 Wh，单独包装、无任何 DG 标贴、无 DGD、无锂电池操作标签。 后果：货被扣，承运航司向托运人开罚单，托运人公司被列入该航司的"高风险货主"档案，未来 12 个月每票货都要走加严抽检流程。整票货的运费 + 罚款 + 改派 + 客户赔偿，损失数倍于这批货的利润。 锂电池是民航 DG 里 改版最频繁、瞒报代价最高、跨境电商出错最多 的一类货。这一篇我们把 UN3480 / UN3481 / UN3090 / UN3091 四件套 + PI 965-970 六份包装说明 + Section II / IB / IA 三个等级，一次性拆给你看。
一、为什么锂电池规则被一改再改？
锂电池在民航眼里是"会着火的货"。它的着火不是普通燃烧，而是热失控（thermal runaway）——一旦失控，温度会在几秒钟内冲到 600℃ 以上，普通灭火剂无法快速扑灭，整个货舱可能被烧毁。
正因如此，IATA DGR 几乎每年都会更新锂电池相关规则。新人最容易掉链子的地方就是用了去年的规则填今年的 DGD。这一篇你看完，至少能搞清楚现行规则下"四件套 × 三等级"的判定逻辑——具体阈值仍然要回最新版 DGR 手册核对。
二、UN 号四件套：先分清"是什么电池"
锂电池在 IATA DGR 里只有 4 个 UN 号。它的拆分维度只有两个：电池化学（锂离子 vs 锂金属） + 运输形态（单独 vs 与设备一起 / 装在设备内）。
| UN 号 | 化学类型 | 运输形态 | 典型货品 |
|---|
| UN3480 | 锂离子电池（含锂离子聚合物） | 单独运输（不与任何设备一起） | 18650 电芯、单独售卖的电池包、移动电源 |
| UN3481 | 锂离子电池 | 装在设备内 OR 与设备一起包装 | 手机、笔记本、电动牙刷、电动玩具、内含电池的成品 |
| UN3090 | 锂金属电池（含锂合金、一次性纽扣电池） | 单独运输 | 工业级一次性锂电池、专用纽扣电池单独发货 |
| UN3091 | 锂金属电池 | 装在设备内 OR 与设备一起包装 | 手表、计算器、含纽扣电池的小玩具、医疗器械 |
判定动作非常清晰：
- 先问化学——是可充电的（锂离子）还是一次性的（锂金属）？
- 再问形态——电池单独走还是和设备一起走？
- 两个维度交叉——查表得到 UN 号
最常见的判定错误：把"移动电源"判定为 UN3481（装在设备内的锂离子电池）。错——移动电源本身就是电池产品，它不是设备，应该是 UN3480（单独运输的锂离子电池）。这个错误每年导致大量货被退。
三、PI 包装说明六件套：先看 UN 号，再选 PI
每个 UN 号对应两份 PI 包装说明（客机一份、全货机一份）。整个锂电池体系共 6 份 PI。下表是速查：
| PI | 对应 UN | 运输形态 | 关键限制 |
|---|
| PI 965 | UN3480（锂离子电池单独运输） | 单独运输 | 三个 Section（IA/IB/II），Section II 是民航高频 |
| PI 966 | UN3481（与设备一起包装） | 与设备同包但不在设备内 | 两个 Section（I/II） |
| PI 967 | UN3481（装在设备内） | 装在设备内 | 两个 Section（I/II） |
| PI 968 | UN3090（锂金属电池单独运输） | 单独运输 | 三个 Section（IA/IB/II） |
| PI 969 | UN3091（与设备一起包装） | 与设备同包但不在设备内 | 两个 Section（I/II） |
| PI 970 | UN3091（装在设备内） | 装在设备内 | 两个 Section（I/II） |
最高频用到的是 PI 965 和 PI 967：跨境电商最常见的两种货——单独移动电源（PI 965）+ 内置电池的电子产品（PI 967）。
四、Section II / IB / IA 三档：决定能不能走客机
每份 PI 里的 Section 是按"电池功率 + 数量"做的分级。越往 IA 靠近，规则越严，限制越多，客机基本上不能走。
Section II（民航最常见）
- 锂离子电池：单电芯 ≤ 20 Wh，电池组 ≤ 100 Wh
- 锂金属电池：单电芯 ≤ 1 g 锂含量，电池组 ≤ 2 g 锂含量
- 包装数量限制：每件包装内电池数量受限（具体阈值看现行 PI）
- 可以走客机和全货机
- 不需要完整 DGD，但需要锂电池操作标签 + 包装内说明书 + 外箱 UN 标注
- 这是跨境电商手机、笔记本、移动电源 99% 走的方式
Section IB
- 单电芯 / 电池组瓦时超过 Section II 上限，或者数量超过 Section II 上限
- 必须走全货机（CAO）
- 需要完整 DGD
- 需要 Class 9A 锂电池主类标签
- 包装必须是 UN 规范包装
Section IA
- 锂离子电池组> 100 Wh（特别是大功率）
- 锂金属电池组> 2 g 锂含量（特别是工业级一次性电池）
- 必须走全货机（CAO）
- 需要完整 DGD + Class 9A 主类标签
- 包装强度最严，必须 UN 规范包装 + 充足缓冲 + 短路防护
三档判定速查表
| 你的电池规格 | 大概率 Section | 能否走客机 |
|---|
| 手机电池 ≤ 5 Wh | II | 可以 |
| 笔记本电池 50-100 Wh | II | 可以 |
| 移动电源 18-100 Wh | II | 可以 |
| 工业级电池组 100-500 Wh | IB | 仅全货机 |
| 储能电池模组 > 500 Wh | IA | 仅全货机 |
| 大功率工业锂金属电池 | IA | 仅全货机 |
如果你不确定电池规格落到哪个 Section，可以用 Dangerous Goods Check 输入 UN3480 / 3481 等编号，工具会列出三个 Section 的具体阈值供你比对——这是派工前 30 秒就能搞清楚的事。
五、瓦时（Wh）和锂含量（g）怎么算
DGD 上要填的核心数字是 瓦时（Wh） 或 锂含量（g）。这两个值来自电池本身的技术规格。务必从工厂提供的电池规格书（Battery Specification）上取这两个数字，不要凭经验估算，也不要直接抄营销宣传文案。营销文案上的容量经常虚标或者按输出口换算，与空运合规所需的真实瓦时不是一回事。
瓦时计算（锂离子电池）
`` 瓦时 Wh = 容量 mAh × 电压 V ÷ 1000 ``
举例：
- 一节 18650 电芯：3000 mAh × 3.7 V ÷ 1000 = 11.1 Wh
- 一个移动电源 20000 mAh / 3.7V：20000 × 3.7 ÷ 1000 = 74 Wh
- 一台笔记本电池 4500 mAh / 11.4V：4500 × 11.4 ÷ 1000 = 51.3 Wh
易错点：移动电源标注的 mAh 通常是按 3.7V 电芯的容量算的，但有些厂商按 5V USB 输出口标 mAh（虚标）。核算瓦时时一定要用电芯本身的电压（3.7V 锂离子），不是输出口电压。
锂含量计算（锂金属电池）
锂含量是制造商提供的技术参数，单位是 g（克）。一般小型纽扣电池 ≤ 0.3 g，大功率工业锂金属电池可以到 几十 g。
如果供应商提不出准确的锂含量数据，不能凭经验估算。让工厂出 UN 38.3 测试报告 + 锂含量声明。
六、UN 38.3 测试报告：锂电池空运的"准入证"
所有锂电池空运货都必须通过 UN 38.3 测试，并由工厂出具测试摘要。没有这份摘要，整批电池连货代仓库都进不去。
UN 38.3 测试包括 8 项：
| 测试代号 | 测试内容 |
|---|
| T.1 | 高度模拟 |
| T.2 | 热循环 |
| T.3 | 振动 |
| T.4 | 冲击 |
| T.5 | 外部短路 |
| T.6 | 撞击 / 挤压 |
| T.7 | 过充 |
| T.8 | 强制放电 |
电池必须 8 项全过才能空运。测试报告由有资质的第三方实验室出具，工厂自己出的"合格证"不算。
8 项测试解读：T.1 模拟高空低气压环境，看密封性是否破裂；T.2 模拟温度剧烈变化（从 -40℃ 到 +75℃ 反复循环），看电芯结构是否稳定；T.3-T.4 模拟运输振动和冲击；T.5-T.8 模拟最危险的滥用场景——短路、撞击、过充、放电过深。任何一项失败，整批次电池都不允许空运。
为什么民航如此严格：锂电池一旦在货舱内热失控，飞机驾驶员可用的应急手段非常有限。机舱内灭火系统对锂电池火焰几乎无效，唯一安全的处置就是迫降。每多一起锂电池货舱起火事件，规则就会再收紧一轮。这也是为什么过去 10 年 PI 965-970 改了无数版，每一版都比上一版严。
实操避坑：
- 跨境电商选品时先索取 UN 38.3 测试摘要，至少要看到报告编号 + 实验室名称 + 测试日期
- 测试报告对应的是具体型号——同一家工厂的不同型号电池要分别测，不能"一份证书走所有产品"
- 报告 2 年内通常有效，建议每年向工厂核对一次
七、外箱标贴：锂电池货的视觉指纹
锂电池货的外箱比一般 DG 货多一道标贴——锂电池操作标签。
| 标贴 | 必备性 | 规格 |
|---|
| 锂电池操作标签 | Section II 货必须贴 | 120×110 mm（小件可 105×74 mm），含 UN 号 + 24h 应急电话 |
| Class 9A 主类标签 | Section IA/IB 货必须贴 | 100×100 mm 菱形，含电池图案 |
| CAO（仅限货机）标签 | Section IA/IB 必贴 | 120×110 mm 橙黑 |
| UN 号文字 | 所有锂电池货必备 | 外箱可见，字高 ≥ 6 mm |
| 净重 / 件数 | 所有外箱必备 | 外箱主可视面 |
最易忽略的一项是"应急电话"——锂电池操作标签上必须填能 24 小时联系到 DG 应急人员的电话号码。许多卖家直接填了公司销售电话，到了海外货站晚上 11 点出事时无人接，后续审计会被列为"应急能力不足"。
八、跨境电商常见的 5 类锂电池货怎么走
下面是 5 类高频品，按规则给出标准操作建议：
1. 手机 / 笔记本（PI 967 Section II）
- 整机带电池 → UN3481，PI 967
- 内置电池 ≤ 100 Wh → Section II，可走客机
- 外箱贴锂电池操作标签 + UN3481 文字
- 不需要完整 DGD（Section II 简化文件）
2. 单独移动电源（PI 965 Section II）
- 移动电源是电池产品本身 → UN3480，PI 965
- 单个 ≤ 100 Wh → Section II
- 每件外箱内电池数量受限（查 PI 现行阈值）
- 必贴锂电池操作标签
- 不可与设备同包
3. 高瓦时移动电源 / 储能产品（Section IB / IA）
- 大于 100 Wh 的移动电源、户外电源、储能产品
- 必须走全货机（CAO）
- 完整 DGD + Class 9A 标签 + CAO 标签
- 包装必须 UN 规范，建议 4G/4GV
- 跨境电商发这类货需要持牌 DG 操作员
- 户外电源（200-2000 Wh 区间）这两年在欧美市场爆发，是跨境电商新的合规重灾区。许多卖家以为做亚马逊国际物流就能解决，实际上承运航司对 IB / IA 货抽检极严，一次不合规可能整批扣留两到三周
4. 含纽扣电池的小商品（PI 970 Section II）
- 内置纽扣锂金属电池 → UN3091，PI 970
- 锂含量 ≤ 1 g/2 g → Section II
- 容易被忽略：小玩具、电子贺卡、手表、LED 灯具
- 外箱标贴动作和手机一致
5. 电动工具 / 平衡车（含大容量电池）
- 平衡车、电动滑板车、电动自行车——电池通常 > 100 Wh
- 内置电池但功率高 → 走 PI 967 Section I/II 边界，很多走 IB
- 大部分航司对平衡车、电动自行车有额外的 OV 限制（包括禁运）
- 起运前必查承运航司 OV
跨境电商发这类货建议先用 Surcharge Estimator 算清楚 DG 附加费 + 安检费 + 锂电池处理费 + CAO 燃油附加，避免报价漏算。
九、常见误区
- 误区 1：移动电源是 UN3481（装在设备内的电池） —— 错。移动电源是电池产品本身，是 UN3480。
- 误区 2：Section II 货不需要任何 DG 文件 —— 错。Section II 不需要完整 DGD，但需要锂电池操作标签 + 包装内说明书。
- 误区 3：Wh 用 USB 输出口的 5V 算 —— 错。必须用电芯本身电压（锂离子通常 3.7V）算。
- 误区 4：UN 38.3 测试一次终身有效 —— 错。同型号通常 2 年要复测，不同型号要分别测。
- 误区 5：「我朋友的货代都不走 DGD 也能过」 —— 这是赌博。一旦出事，托运人 + 货代 + 承运航司全员承担责任。
- 误区 6：电池 + 设备拼装在同一外箱就算 PI 966（同包但不在设备内） —— 半对。要看电池和设备是否物理分离。
- 误区 7：旧手机 / 二手电池可以按新电池规则走 —— 错。损坏 / 召回 / 报废锂电池禁止空运，必须走特殊处理通道。
- 误区 8：航司对所有锂电池货态度一致 —— 错。不同航司 OV 差异巨大，某些航司禁运 Section IA 货。
- 误区 9：包装上有 UN 字样就是合规的 —— 错。要核对 UN 规范码 6 段完整 + UN 38.3 测试摘要双重满足。
- 误区 10：「我每次都这么报，没出过事」 —— 这是最危险的心态。锂电池抽检是概率性的，一次出事代价就是公司被列入黑名单。
十、实操检查清单（锂电池货出货前 90 秒）
- [ ] UN 号已锁定（3480 / 3481 / 3090 / 3091）
- [ ] 化学类型已确认（锂离子 vs 锂金属）
- [ ] 运输形态已确认（单独 / 同包 / 内置）
- [ ] 瓦时 Wh / 锂含量 g 已准确算出
- [ ] Section 已确认（II / IB / IA）
- [ ] PI 编号已对应（965-970）
- [ ] UN 38.3 测试摘要已收 + 在有效期内
- [ ] 包装为 UN 规范，与电池规格匹配
- [ ] 外箱贴锂电池操作标签 + UN 号 + 净重
- [ ] 24h 应急电话填写正确并测试拨通
- [ ] Section IA/IB 货：DGD + Class 9A 标签 + CAO 标签齐备
- [ ] 承运航司 OV 已查
- [ ] 起运国 / 目的国 / 过境国 SV 已查
- [ ] 损坏 / 召回 / 报废电池已排除在空运货之外
十一、给三类岗位的判定方法
| 岗位 | 锂电池决策核心动作 | 输出 |
|---|
| 货代 / 操作 | 拿 SDS + UN 38.3 报告 → 算 Wh / 锂含量 → 定 Section → 出 PI 包装 + 标贴 + DGD | 是否承运 + 完整合规 |
| 跨境电商运营 | 选品时要求供应商提供 UN 38.3 + 准确电池规格 | 上架与否、走哪条物流 |
| 工厂 / 供应商 | 出厂前完成 UN 38.3 测试 + 提供准确瓦时和锂含量 | 货代少返工 |
跨境电商如果是首次发锂电池货，强烈建议先发 1-2 件样品测试整个流程，把每个环节的合规动作跑通后再批量出货。
十二、合规与边界提醒
- 本文是基于公开的 IATA DGR 锂电池体系做的实操梳理，不构成法律、合规或安全建议
- 锂电池规则每年更新，具体瓦时阈值、锂含量阈值、每件包装内电池数量限制、Section 划分等以现行版 IATA DGR + 现行 PI 965-970 为准
- 各承运航司有不同 OV，部分航司禁运 Section IA/IB 货，部分航司对平衡车 / 电动车类完全禁运
- 各国 SV 差异巨大，特别是阿联酋、沙特等中转大国常有额外限制
- 损坏、召回、报废锂电池禁止空运，必须走特殊处理流程
- 锂电池 DGD 必须由完成 IATA DGR CAT 6（Lithium Battery 专项）培训的人员签署
十三、结尾：锂电池合规是跨境电商的"生命线"
锂电池是跨境电商发货量最大、增长最快、踩坑最多的一类货。它的合规链条有三个关键节点：
- 选品阶段——和供应商确认 UN 38.3 + 准确电池规格，决定能不能走空运
- 包装阶段——按 UN 规范包装 + 短路防护 + 正确标贴
- 派工阶段——按 Section 走对应 PI + 出对应 DGD + 选对承运航司
任何一个节点出问题，整条链就断。瞒报 / 错报 / 漏报锂电池的代价不只是这一票货——会被航司列入黑名单，影响未来 12-24 个月的所有发货。许多跨境电商在做大之后才痛苦地发现：早期为了省钱走"普货报锂电池"路径，等于在企业信用账户里埋了一颗定时炸弹。
一个实用建议：跨境电商如果发锂电池货是日常业务，建议在公司里设立一个"锂电池合规专岗"，即使只有半个人力。这个岗位负责三件事：维护与工厂的 UN 38.3 测试报告档案、维护与货代的合规对接 SOP、跟踪 IATA DGR 每年发布的锂电池规则更新。一年下来你会发现这个岗位的产出远超它的成本——避免一次航司黑名单事件就能回本数倍。锂电池合规不是成本，是壁垒。
从市场角度看，锂电池的合规壁垒也在重塑跨境电商的竞争格局。能稳定走 IB / IA 货的卖家，已经在户外电源、电动工具、平衡车这些利润较高的品类里建立起优势；只能走 Section II 小货的卖家，被锁在低瓦时手机配件、移动电源这种内卷红海里。把锂电池合规当成战略投资，而不是合规成本，是这个赛道里少数能拉开身位的关键。
下一篇我们继续：Table 9.3.A 兼容性矩阵 — 装载、分隔与共载规则。多 UN 号合包、合载是 DG 装机环节最容易出意外的地方，规则也最考验对 DGR 的熟悉程度。我们下次见。
A cross-border e-commerce company shipped a batch of power banks to the U.S.The customs declaration form prepared by the factory listed the items as “Power Banks” and classified them as general cargo. Upon arrival at the airport cargo terminal, the shipment was opened for random inspection—it contained 20,000 mAh lithium-ion polymer batteries with a watt-hour rating of 74 Wh, individually packaged but lacking any DG labels, DGD documentation, or lithium battery handling labels. Consequences: The shipment was detained; the carrier issued a fine to the shipper; the shipper’s company was added to the carrier’s “high-risk shipper” list; and for the next 12 months, every shipment from that company will be subject to stricter random inspection procedures.The total freight charges for the entire shipment, plus the fine, re-routing costs, and customer compensation, resulted in losses several times greater than the profit from this shipment. Lithium batteries are the category of cargo within civil aviation DG regulations that undergoes the most frequent revisions, carries the highest costs for misdeclaration, and is the source of the most errors in cross-border e-commerce.In this article, we’ll break down the four-part set of UN3480 / UN3481 / UN3090 / UN3091, the six packaging instructions (PI 965–970), and the three classification levels (Section II, IB, and IA) all at once.
I. Why Are Lithium Battery Regulations Constantly Changing?
In the eyes of civil aviation, lithium batteries are “flammable cargo.” Their fires are not ordinary combustion but thermal runaway—once out of control, temperatures can surge to over 600°C within seconds. Ordinary fire extinguishing agents cannot quickly put them out, and the entire cargo hold could be destroyed.
For this very reason, the IATA DGR updates its lithium battery regulations almost every year.The most common mistake newcomers make is using last year’s regulations to fill out this year’s DGR forms. After reading this article, you’ll at least understand the “four-part set × three-tier” classification logic under current regulations—though you’ll still need to refer to the latest edition of the DGR manual for specific thresholds.
II. The “Four-Part Set” of UN Numbers: First, Identify “What Type of Battery It Is”
Lithium batteries have only four UN numbers in the IATA DGR. They are categorized based on just two criteria: battery chemistry (lithium-ion vs. lithium metal) and transport form (loose vs. with equipment / contained in equipment).
| UN Number | Chemical Type | Transport Form | Typical Cargo |
|---|
| UN3480 | Lithium-ion batteries (including lithium-ion polymer) | Transported alone (not with any equipment) | 18650 cells, battery packs sold separately, power banks |
| UN3481 | Lithium-ion batteries | Installed in equipment OR packed with equipment | Cell phones, laptops, electric toothbrushes, electric toys, finished products containing batteries |
| UN3090 | Lithium metal batteries (including lithium alloys and single-use button cells) | Ship separately | Industrial-grade single-use lithium batteries, specialized button cells—ship separately |
| UN3091 | Lithium metal batteries | Installed in equipment OR packed with equipment | Watches, calculators, small toys containing button cells, medical devices |
The decision-making process is very clear:
- First, consider the chemistry—is it rechargeable (lithium-ion) or disposable (lithium metal)?
- Then consider the form—is the battery being shipped separately or with the device?
- Cross-reference these two criteria—look up the UN number in the table
The most common classification error: classifying “power banks” as UN3481 (lithium-ion batteries installed in equipment). Incorrect—a power bank is a battery product in its own right; it is not equipment and should be classified as UN3480 (lithium-ion batteries transported separately). This error results in a large number of shipments being returned every year.
III. The Six-Part PI Packaging Instructions Set: Check the UN Number First, Then Select the PI
Each UN number corresponds to two sets of PI packaging instructions (one for passenger aircraft and one for all-cargo aircraft). The entire lithium battery system requires a total of 6 PIs. The table below provides a quick reference:
| PI | Corresponding UN | Transport Form | Key Restrictions |
|---|
| PI 965 | UN3480 (Lithium-ion batteries transported separately) | Transported alone | Three Sections (IA/IB/II); Section II is high-frequency in civil aviation |
| PI 966 | UN3481 (Packaged with equipment) | Packed with equipment but not inside the equipment | Two sections (I/II) |
| PI 967 | UN3481 (packed inside the equipment) | Packed inside the equipment | Two sections (I/II) |
| PI 968 | UN3090 (Lithium metal batteries transported separately) | Transported separately | Three sections (IA/IB/II) |
| PI 969 | UN3091 (Packaged with equipment) | Packed with equipment but not inside the equipment | Two sections (I/II) |
| PI 970 | UN3091 (packed inside the equipment) | Packed inside the equipment | Two Sections (I/II) |
The most frequently used are PI 965 and PI 967: the two most common types of goods in cross-border e-commerce—standalone power banks (PI 965) and electronic products with built-in batteries (PI 967).
IV. Section II / IB / IA Categories: Determine Whether Shipment Can Travel on Passenger Aircraft
The classification within each PI is based on “battery power + quantity.” The closer the classification is to IA, the stricter the rules and the more restrictions there are; shipment via passenger aircraft is generally not permitted.
Section II (Most Common in Civil Aviation)
- Lithium-ion batteries: Single cell ≤ 20 Wh, battery pack ≤ 100 Wh
- Lithium metal batteries: Single cell ≤ 1 g of lithium content; battery pack ≤ 2 g of lithium content
- Packaging quantity limits: The number of batteries per package is restricted (specific thresholds depend on the current PI)
- May be transported on passenger aircraft and all-cargo aircraft
- A complete DGD is not required, but a lithium battery handling label, instructions inside the packaging, and UN marking on the outer packaging are required
- This is the method used for 99% of cross-border e-commerce shipments of cell phones, laptops, and power banks
Section IB
- Single cells or battery packs exceeding the watt-hour limits in Section II, or quantities exceeding the limits in Section II
- Must be shipped via all-cargo aircraft (CAO)
- A complete DGD is required
- A Class 9A lithium battery main label is required
- Packaging must comply with UN regulations
Section IA
- Lithium-ion battery packs > 100 Wh (especially high-power ones)
- Lithium metal battery packs > 2 g lithium content (especially industrial-grade single-use batteries)
- Must be shipped via all-cargo aircraft (CAO)
- Requires a complete DGD + Class 9A main-class label
- Strictest packaging requirements: Must use UN-compliant packaging + adequate cushioning + short-circuit protection
Three-Tier Classification Quick Reference Chart
| Your battery specifications | Most Likely Section | Eligible for passenger aircraft transport |
|---|
| Cell Phone Batteries ≤ 5 Wh | II | Yes |
| Laptop battery 50–100 Wh | II | Allowed |
| Power banks 18–100 Wh | II | Yes |
| Industrial-grade battery packs 100–500 Wh | IB | Freighter-only |
| Energy Storage Battery Modules > 500 Wh | IA | All-cargo aircraft only |
| High-power industrial lithium-metal batteries | IA | All-cargo aircraft only |
If you’re unsure which Section your battery specifications fall under, you can enter codes such as UN3480 or 3481 into the Dangerous Goods Check tool, and it will list the specific thresholds for all three Sections for you to compare—this is something you can figure out in just 30 seconds before dispatching.
V. How to Calculate Watt-hours (Wh) and Lithium Content (g)
The key figures to enter on the DGD are watt-hours (Wh) or lithium content (g). These values come from the battery’s technical specifications. Be sure to obtain these figures from the battery specification sheet provided by the manufacturer; do not estimate based on experience, and do not copy directly from marketing materials.Capacities listed in marketing materials are often overstated or converted based on output ports, and do not correspond to the actual watt-hours required for air freight compliance.
Calculating Watt-Hours (Lithium-Ion Batteries)
`` 瓦时 Wh = 容量 mAh × 电压 V ÷ 1000 ``
Example:
- One 18650 cell: 3000 mAh × 3.7 V ÷ 1000 = 11.1 Wh
- A power bank rated at 20,000 mAh / 3.7 V: 20,000 × 3.7 ÷ 1,000 = 74 Wh
- One laptop battery: 4,500 mAh / 11.4 V: 4,500 × 11.4 ÷ 1,000 = 51.3 Wh
Common pitfall: The mAh rating on a power bank is typically based on the capacity of the 3.7V battery cell, but some manufacturers list the mAh based on the 5V USB output (misleading labeling). When calculating watt-hours, always use the voltage of the battery cell itself (3.7V for lithium-ion), not the output voltage.
Calculating Lithium Content (Lithium Metal Batteries)
Lithium content is a technical parameter provided by the manufacturer, measured in g (grams). Generally, small button cells contain ≤ 0.3 g, while high-power industrial lithium-metal batteries can contain up to several tens of g.
If the supplier cannot provide accurate lithium content data, do not rely on estimates based on experience. Request that the manufacturer provide a UN 38.3 test report and a lithium content declaration.
VI. UN 38.3 Test Report: The “Passport” for Air Transport of Lithium Batteries
All lithium battery shipments by air must pass the UN 38.3 test, and the factory must issue a test summary. Without this summary, the entire batch of batteries will not even be allowed into the freight forwarder’s warehouse.
The UN 38.3 test consists of 8 items:
| Test Code | Test Content |
|---|
| T.1 | Altitude Simulation |
| T.2 | Thermal Cycling |
| T.3 | Vibration |
| T.4 | Shock |
| T.5 | External Short Circuit |
| T.6 | Impact / Crushing |
| T.7 | Overcharging |
| T.8 | Forced Discharge |
The battery must pass all 8 tests to be eligible for air transport. Test reports must be issued by a qualified third-party laboratory; a "certificate of conformity" issued by the manufacturer itself is not valid.
Explanation of the 8 tests: T.1 simulates high-altitude, low-pressure environments to check for seal integrity; T.2 simulates extreme temperature fluctuations (repeated cycles from -40°C to +75°C) to assess the stability of the cell structure;T.3–T.4 simulate transportation vibrations and impacts; T.5–T.8 simulate the most dangerous abuse scenarios—short circuits, impacts, overcharging, and deep discharge. Failure in any single test results in the entire batch of batteries being prohibited from air transport.
Why are civil aviation regulations so strict? If a lithium-ion battery undergoes thermal runaway in the cargo hold, the pilot’s available emergency options are extremely limited. The cabin fire suppression system is virtually ineffective against lithium-ion battery fires, and the only safe course of action is an emergency landing.With every additional lithium battery cargo hold fire incident, the regulations are tightened further. This is why PI 965–970 has undergone countless revisions over the past 10 years, with each version stricter than the last.
Practical Tips to Avoid Pitfalls:
- When selecting products for cross-border e-commerce, first request a UN 38.3 test summary. At a minimum, verify the report number, laboratory name, and test date.
- The test report must correspond to a specific model—batteries of different models from the same factory must be tested separately; a single certificate cannot cover all products.
- Reports are typically valid for two years; it is recommended to verify them with the factory once a year.
VII. Outer Packaging Labels: The Visual Fingerprint of Lithium Battery Shipments
Outer packaging for lithium battery shipments includes one additional label compared to standard DG shipments—the lithium battery handling label.
| Label | Mandatory | Specifications |
|---|
| Lithium Battery Handling Label | Section II shipments must be labeled | 120 × 110 mm (105 × 74 mm for small items), including UN number and 24-hour emergency phone number |
| Class 9A main label | Section IA/IB: Must be affixed to shipments | 100×100 mm diamond-shaped, including battery symbol |
| CAO (cargo aircraft only) label | Section IA/IB—mandatory | 120×110 mm, orange and black |
| UN number text | Required for all lithium battery shipments | Visible on the outer packaging; character height ≥ 6 mm |
| Net Weight / Number of Pieces | Required on all outer cartons | Main visible surface of the outer carton |
One of the most commonly overlooked items is the “Emergency Contact Number”—the lithium battery handling label must include a phone number that can reach DG emergency personnel 24 hours a day. Many sellers simply list their company’s sales phone number; however, if an incident occurs at an overseas distribution center at 11:00 PM, no one will answer, and this will be flagged as “insufficient emergency response capability” during subsequent audits.
VIII. How to Ship the 5 Most Common Types of Lithium-Ion Battery Shipments in Cross-Border E-Commerce
Below are five high-frequency product categories, along with standard operational recommendations based on regulations:
1. Cell Phones / Laptops (PI 967 Section II)
- Complete device with battery → UN3481, PI 967
- Built-in battery ≤ 100 Wh → Section II, eligible for passenger aircraft transport
- Affix a lithium battery handling label to the outer packaging + “UN3481” text
- No complete DGD required (Section II simplified documentation)
2. Standalone Power Bank (PI 965 Section II)
- The power bank is the battery product itself → UN3480, PI 965
- Single unit ≤ 100 Wh → Section II
- Limited number of batteries per outer package (check current PI thresholds)
- Must affix a lithium battery handling label
- Must not be packed with equipment
3. High-Wh Power Banks / Energy Storage Products (Section IB / IA)
- Power banks, outdoor power supplies, and energy storage products exceeding 100 Wh
- Must be shipped via all-cargo aircraft (CAO)
- Complete DGD + Class 9A label + CAO label
- Packaging must comply with UN regulations; 4G/4GV is recommended
- Cross-border e-commerce sellers shipping these items must use a licensed DG operator
- Outdoor power supplies (200–2000 Wh range) have seen explosive growth in the European and American markets over the past two years and have become a major new compliance challenge for cross-border e-commerce. Many sellers assume that using Amazon’s international logistics will resolve the issue, but in reality, carriers conduct extremely rigorous spot checks on IB/IA shipments; a single non-compliance issue could result in the entire shipment being detained for two to three weeks
4. Small goods containing button batteries (PI 970 Section II)
- Built-in lithium-metal button cells → UN3091, PI 970
- Lithium content ≤ 1 g/2 g → Section II
- Commonly overlooked items: small toys, e-cards, watches, LED lights
- Outer packaging labeling procedures are the same as for cell phones
5. Power tools / self-balancing scooters (containing high-capacity batteries)
- Self-balancing scooters, electric scooters, electric bicycles—batteries typically > 100 Wh
- Built-in batteries with high power output → Fall under the PI 967 Section I/II threshold; many are classified as IB
- Most airlines have additional OV restrictions for self-balancing scooters and electric bicycles (including bans)
- Always check the operating carrier’s OV requirements before shipment
For cross-border e-commerce shipments of these items, it is recommended to first use the Surcharge Estimator to accurately calculate the DG surcharge + security screening fee + lithium battery handling fee + CAO fuel surcharge to avoid omissions in your quote.
IX. Common Misconceptions
- Misconception 1: Power banks are classified as UN3481 (batteries installed in equipment) — Incorrect. Power banks are battery products in their own right and are classified as UN3480.
- Misconception 2: Section II shipments do not require any DG documentation — Incorrect. Section II shipments do not require a complete DGD, but they do require a lithium battery handling label and an instruction sheet inside the packaging.
- Misconception 3: Calculate Wh using the 5V output from the USB port — Incorrect. You must use the cell’s own voltage (typically 3.7V for lithium-ion) for the calculation.
- Misconception 4: A single UN 38.3 test is valid for life —— Wrong. The same model typically requires retesting every 2 years, and different models must be tested separately.
- Misconception 5: “My friend’s freight forwarder gets it through without classifying it as DGD” — This is gambling. If an incident occurs, the shipper, freight forwarder, and carrier will all be held liable.
- Misconception 6: Packing batteries and devices together in the same outer carton qualifies as PI 966 (same package but not inside the device) — Partially correct. It depends on whether the batteries and devices are physically separated.
- Misconception 7: Old cell phones or used batteries can be shipped under the rules for new batteries —— Wrong. Damaged, recalled, or scrapped lithium batteries are prohibited from air transport and must go through special handling channels.
- Misconception 8: All airlines treat lithium battery cargo the same —— Wrong. Operational Guidelines (OVs) vary significantly among airlines; some airlines prohibit the carriage of Section IA cargo.
- Misconception 9: If the packaging bears the “UN” mark, it is compliant —— Wrong. You must verify that both the complete 6-segment UN number and the UN 38.3 test summary are met.
- Misconception 10: “I’ve always declared it this way, and nothing bad has ever happened”—This is the most dangerous mindset. Random inspections of lithium batteries are probabilistic; a single incident could result in the company being blacklisted.
X. Practical Checklist (90 seconds before shipping lithium battery cargo)
- [ ] UN number locked (3480 / 3481 / 3090 / 3091)
- [ ] Chemical type confirmed (lithium-ion vs. lithium metal)
- [ ] Transport form confirmed (loose / in the same package / built-in)
- [ ] Watt-hours (Wh) / lithium content (g) accurately calculated
- [ ] Section confirmed (II / IB / IA)
- [ ] PI numbers have been assigned (965–970)
- [ ] UN 38.3 test summary received + within validity period
- [ ] Packaging complies with UN regulations and matches the battery specifications
- [ ] Lithium battery handling label + UN number + net weight affixed to outer carton
- [ ] 24-hour emergency contact number is correctly filled out and has been tested and confirmed to be reachable
- [ ] Section IA/IB cargo: DGD + Class 9A labels + CAO labels are all present
- [ ] Carrier’s OV has been verified
- [ ] Safety Vouchers (SVs) for the country of origin, destination, and transit have been verified
- [ ] Damaged / Recalled / Scrapped batteries have been excluded from the air shipment
XI. Classification Method for the Three Categories
| Position | Core Decision-Making Steps for Lithium Batteries | Output |
|---|
| Freight Forwarder / Operations | Obtain SDS + UN 38.3 report → Calculate Wh / lithium content → Determine Section → Issue PI, packaging, labels, and DGD | Acceptance for Carriage + Full Compliance |
| Cross-Border E-Commerce Operations | When selecting products, require suppliers to provide UN 38.3 compliance and accurate battery specifications | Whether to list the product and which logistics route to use |
| Factory / Supplier | Complete UN 38.3 testing before shipment + provide accurate watt-hours and lithium content | Minimize rework for freight forwarders |
For cross-border e-commerce businesses shipping lithium batteries for the first time, we strongly recommend sending 1–2 sample units to test the entire process and ensure compliance at every stage before proceeding with bulk shipments.
XII. Compliance and Limitations Reminders
- This article is a practical guide based on the publicly available IATA DGR lithium battery regulations and does not constitute legal, compliance, or safety advice
- Lithium battery regulations are updated annually; specific watt-hour thresholds, lithium content thresholds, limits on the number of batteries per package, and Section classifications are subject to the current version of the IATA DGR and the current PI 965–970.
- Each carrier has different Operational Varies (OVs); some carriers prohibit the transport of Section IA/IB cargo, while others completely ban self-balancing scooters and electric vehicles.
- Safety requirements (SV) vary significantly by country; in particular, major transit hubs such as the United Arab Emirates and Saudi Arabia often impose additional restrictions
- Damaged, recalled, or scrapped lithium batteries are prohibited from air transport and must undergo special handling procedures.
- Lithium battery DGDs must be signed by personnel who have completed IATA DGR CAT 6 (Lithium Battery Specialization) training
XIII. Conclusion: Lithium Battery Compliance Is the “Lifeline” of Cross-Border E-Commerce
Lithium batteries represent the largest volume, fastest-growing, and most pitfall-prone category in cross-border e-commerce. Its compliance process has three key stages:
- Product Selection Stage—Confirm UN 38.3 and accurate battery specifications with the supplier to determine air shipment eligibility
- Packaging Stage—Package according to UN regulations + implement short-circuit protection + apply correct labels
- Shipping Stage—Prepare the corresponding Pro Forma Invoice (PI) per Section requirements, issue the appropriate Dangerous Goods Declaration (DGD), and select the appropriate carrier
If any one of these steps goes wrong, the entire chain breaks. The cost of underreporting, misreporting, or failing to report lithium batteries isn’t limited to just this single shipment—you’ll be blacklisted by the airline, affecting all shipments for the next 12–24 months.Many cross-border e-commerce businesses only painfully realize after scaling up that the early practice of declaring “lithium batteries” as general cargo to save money was essentially planting a time bomb in their corporate credit account.
A practical suggestion: If shipping lithium batteries is part of your daily operations, we recommend establishing a dedicated “Lithium Battery Compliance Specialist” position within your company—even if it requires only half a full-time employee.This role is responsible for three tasks: maintaining the archive of UN 38.3 test reports from manufacturers, maintaining standard operating procedures (SOPs) for compliance coordination with freight forwarders, and tracking annual updates to lithium battery regulations published by IATA DGR.Over the course of a year, you’ll find that the value this role delivers far exceeds its cost—avoiding a single airline blacklisting incident alone can recoup the investment several times over. Lithium battery compliance isn’t a cost; it’s a competitive barrier.
From a market perspective, lithium battery compliance barriers are also reshaping the competitive landscape of cross-border e-commerce. Sellers capable of consistently shipping goods via IB/IA channels have already established a competitive edge in high-margin categories such as portable power stations, power tools, and self-balancing scooters;while sellers limited to shipping small packages under Section II are trapped in the highly competitive red ocean of low-Wh mobile phone accessories and power banks. Treating lithium battery compliance as a strategic investment—rather than a mere compliance cost—is the key factor that allows a select few in this sector to pull ahead of the competition.
In the next post, we’ll continue with Table 9.3.A: Compatibility Matrix—Loading, Separation, and Mixed Loading Rules. Consolidated packaging and mixed loading of multiple UN numbers are the areas where accidents most commonly occur during the DG loading process, and the rules most thoroughly test one’s familiarity with the DGR. See you next time.