Yes, you can ship lithium batteries. They are classified as regulated hazardous materials, but the shipment moves legally once you classify the battery correctly, choose the right packing instruction, and attach the required labels and paperwork. The first move, before you tape a single box, is identifying whether you have a lithium ion or lithium metal battery, its watt hour or lithium content rating, and whether it ships alone or packed with equipment. Everything else, air, ground, or sea, follows from that one classification decision.
TL;DR:
- Batteries rated above 100 Wh for lithium ion or over 2 grams for lithium metal must be shipped with UN specification packaging, labels, and a SHiper's Declaration, especially on air cargo.
- Shipping standalone lithium batteries on passenger aircraft is prohibited above certain thresholds, requiring cargo-only routing with proper CAO labels, and lower state of charge reduces fire risk.
- Ground and postal shipments are less restrictive but still require UN packaging, hazard labels, and may need approval for volume or high-capacity batteries; damaged or recalled batteries are highly restricted.
- Proper packaging must protect terminals, prevent short circuits, and include UN labels and hazard markings; shipping documentation needs exact annotations and test summaries must be kept on file.
- Suppliers should provide UN 38.3 test summaries, and shippers must follow evolving regulations, including carrier-specific rules and transparency in incident reporting to ensure compliance.
Table of Contents
- Lithium Battery Shipping Classification: Wh, Grams, and UN Numbers
- Air Shipment Rules: Passenger Aircraft, Cargo Labels, and Declarations
- How Ground and Postal Shipping Treat Lithium Batteries
- IMDG Code Rules for Ocean and Multimodal Battery Shipments
- Packaging and Marking Requirements for Lithium Battery Shipments
- Documentation and Shipper's Declaration Requirements
- State of Charge and UN 38.3 Testing in Practice
- Shipping Damaged, Defective, or Recalled Batteries
- Chargeable Weight and Cost Drivers for Air Freight Battery Shipments
- Carrier Restrictions, State Variations, and When to Call a Specialist
- Your Lithium Battery Shipment Checklist
- Emergency Response and Incident Reporting for Battery Shipments
- Training Requirements for Lithium Battery Handlers and Shippers
- Reducing Risk During Battery Storage and Transit
- Where Saudex Global Fits Into Your Compliance Plan
- Where to Verify Lithium Battery Shipping Rules Directly
- Get Compliant Battery Shipments Moving With Saudexglobal
- Sources
- FAQ
Lithium Battery Shipping Classification: Wh, Grams, and UN Numbers
Every compliant shipment starts with two numbers: the battery chemistry and its energy rating. Lithium ion batteries get rated in watt hours (Wh), calculated from voltage multiplied by amp hours. Lithium metal batteries get rated by lithium content in grams. You'll find both figures stamped directly on the battery casing or listed in the manufacturer's spec sheet. If you're sourcing batteries from an overseas supplier, ask for this documentation before the batteries ever reach your warehouse.
Once you know the rating, you know your UN number. Lithium ion cells and batteries ship under UN 3480 (batteries alone) or UN 3481 (packed with or contained in equipment). Lithium metal batteries fall under UN 3090 (alone) or UN 3091 (with or in equipment). These four classifications determine which packing instruction, which label, and which paperwork apply to your consignment.
Wh and gram thresholds decide how strict your shipment gets:
- Lithium ion cells rated 20 Wh or fewer, and batteries rated 100 Wh or fewer, generally qualify for the relaxed Section II provisions under most packing instructions.
- Lithium ion batteries above 100 Wh move under stricter Section I or full Class 9 requirements, often needing UN specification packaging.
- Lithium metal cells with 1 gram or less lithium content, and batteries with 2 grams or less, typically qualify for Section II treatment.
- Anything above those metal thresholds requires full dangerous goods handling, including Class 9 labeling and a Shipper's Declaration.
Before any of that matters, your battery needs to pass UN 38.3 testing under the UN Manual of Tests and Criteria, Section 38.3. This covers altitude simulation, thermal cycling, vibration, shock, external short circuit, impact, overcharge, and forced discharge. Manufacturers run these tests, not shippers, but PHMSA requires that a test summary be available on request, and increasingly, carriers ask to see it before they'll even quote your shipment. Keep a copy on file for every battery model you move. Losing track of test summaries is one of the most common reasons shipments get held at the dock or the ramp.
Air Shipment Rules: Passenger Aircraft, Cargo Labels, and Declarations
Air is where lithium battery rules get their teeth, and where most compliance mistakes happen. Standalone lithium ion batteries above 100 Wh and standalone lithium metal batteries above 2 grams lithium content are forbidden as cargo on passenger aircraft. They can move on cargo aircraft only, which means the box needs a Cargo Aircraft Only (CAO) label and the airline needs to route it accordingly. Miss that label, and the shipment gets rejected at acceptance, sometimes after it's already been trucked to the airport.
Packing instructions govern exactly how the batteries get boxed and how much documentation follows them:
- PI965 covers lithium ion batteries shipped alone (UN 3480), split into Section IA, IB, and II based on quantity and Wh rating.
- PI966 covers lithium ion batteries packed with equipment (UN 3481).
- PI967 covers lithium ion batteries contained in equipment.
- PI968 covers lithium metal batteries shipped alone (UN 3090), also split into Sections IA, IB, and II.
- PI969 and PI970 cover lithium metal batteries packed with or contained in equipment.
Section II shipments carry lighter documentation burdens but still require the Lithium Battery mark and adherence to quantity caps per package. Section IA and IB shipments require the full Class 9 label, a Shipper's Declaration for Dangerous Goods, and stricter per-package limits.
State of charge matters more than most shippers realize. IATA and ICAO guidance recommends shipping lithium ion cells and batteries at roughly 30% state of charge, and airlines increasingly enforce this for cargo shipments, especially for batteries shipped standalone rather than installed in equipment. A battery charged to 100% carries far more energy to release if something goes wrong in transit, so lower charge states reduce thermal runaway risk during handling and flight.
Your air waybill needs specific annotations. If your shipment qualifies for Section II treatment, the waybill and package must state something close to "lithium ion batteries in compliance with Section II of PI965" (or PI968 for metal). IATA's guidance document makes clear that carriers can and do impose restrictions tighter than the base regulation, so always confirm the specific operator's variations before booking.
How Ground and Postal Shipping Treat Lithium Batteries
Highway and rail transport give you more breathing room than air, but they're not unregulated. The Department of Transportation's Hazardous Materials Regulations, specifically 49 CFR 173.185, govern lithium battery shipments by ground within the United States, and while the thresholds are less restrictive than air, the classification, marking, and packaging obligations don't disappear.
Ground shipments benefit from higher practical thresholds because DOT's HMR allows broader exceptions for domestic highway and rail movement than ICAO allows for air. That said, batteries above the small cell/battery exception limits still need UN specification packaging, Class 9 labeling, and shipping papers when required.
Postal shipping is its own category with its own restrictions:
- USPS allows certain lithium batteries only when installed in the equipment they power, not as standalone items, for most domestic mail classes.
- Standalone lithium metal batteries face tighter restrictions than lithium ion, and international mail carries additional country-specific limits.
- Parcel carriers like UPS and FedEx publish their own ground guidance, which often mirrors DOT thresholds but adds carrier-specific packaging and volume caps.
- Even where postal or parcel shipping is technically allowed, some carriers require pre-approval or a hazmat account before they'll accept the shipment.
If your batteries exceed postal thresholds, or if you're shipping in volume for commercial distribution, switch to a hazmat-compliant freight process rather than trying to stretch postal limits. A freight forwarding partner can route bulk battery shipments through the correct ground or air channel instead of forcing them through consumer postal limits they were never designed for.
IMDG Code Rules for Ocean and Multimodal Battery Shipments
Sea freight runs on the International Maritime Dangerous Goods (IMDG) Code, which shares its foundation with ICAO's air rules but applies its own packaging, stowage, and segregation requirements once batteries board a vessel. If your shipment moves by truck to a port and then by ship overseas, it's a multimodal shipment, and each leg needs to satisfy its own governing code, IMDG for the sea leg, HMR for the domestic ground leg.
Vessel transport allows for larger consolidated shipments than air typically permits, which makes ocean freight attractive for bulk battery movements, especially for e-commerce brands restocking inventory from overseas manufacturers. But larger volume means stricter packaging scrutiny. The IMDG Code requires UN specification outer packaging for most lithium battery consignments above the small-quantity exceptions, along with proper segregation from other dangerous goods classes and correct stowage location aboard the vessel.
Overpacks, when you consolidate multiple compliant inner packages into one larger unit, need their own Class 9 marking and lithium battery mark on the outside, even if each inner package is already correctly labeled. Large industrial batteries, the kind used in energy storage systems or electric vehicles, almost always require UN-spec packaging and, in some cases, competent authority approval before a carrier will book the booking. If you're moving battery-powered equipment or bulk cells by sea, build in extra lead time for documentation review. Port terminals and carriers often flag Class 9 cargo for additional inspection before loading.
Packaging and Marking Requirements for Lithium Battery Shipments
Good packaging is what keeps a battery shipment from becoming an incident report. The physical requirements are consistent across most transport modes, even though the paperwork differs.
Follow these steps when preparing a lithium battery shipment for dispatch:
- Protect terminals from contact. Tape over exposed terminals, use individual plastic bags, or install cell caps so terminals can't touch metal objects or each other during transit.
- Separate cells and batteries to prevent short circuits. Pack each battery in its own compartment or use rigid dividers so nothing shifts and makes contact during handling.
- Cushion against impact and prevent movement. Fill void space with cushioning material rated for the battery's weight so the contents can't shift inside the outer box.
- Choose UN specification outer packaging when required. Section I and IB shipments, along with most Class 9 fully regulated batteries, need packaging that has passed drop, stacking, and vibration performance tests and carries the UN packaging code stamped on the box.
- Apply the correct marks and labels. Every package needs the Lithium Battery mark showing the applicable UN number. Fully regulated shipments also need the Class 9 hazard label. Section IA and IB air shipments need the Cargo Aircraft Only label when applicable.
- Attach the handling label where required. Packages exceeding certain quantity thresholds need a "Caution" or orientation label depending on the mode and packing instruction in use.
Pro Tip: Buy a roll of pre-printed Lithium Battery marks and Class 9 labels rather than hand-writing UN numbers on plain paper. Carriers reject smudged or handwritten hazmat marks more often than you'd expect, and a mislabeled box can sit in a warehouse for days waiting on a relabel.
Package integrity matters as much as the label on the outside. A battery that rattles inside its box, even one correctly labeled, is a battery that can short circuit during a rough transfer between conveyor belts. Build packaging around the actual battery, not around a generic box you had lying around the warehouse.
Documentation and Shipper's Declaration Requirements
Paperwork is where compliant shipments get separated from the ones that bounce back at acceptance. Whether you need a full Shipper's Declaration for Dangerous Goods depends on your packing instruction section. Section II shipments, the most common category for consumer electronics batteries, typically don't require a Declaration. Section IA and IB shipments almost always do.
When a Declaration is required, it must include:
- The proper shipping name and UN number (for example, "Lithium ion batteries, UN 3480").
- The number and type of packages, along with net quantity in kilograms or the applicable unit.
- The packing instruction number referenced (PI965, PI968, and so on).
- Emergency contact information for someone who can answer questions about the shipment at any hour.
- Signature and date from an authorized, trained shipper.
Your air waybill needs its own annotation even when a full Declaration isn't required. For Section II shipments, write the compliance statement directly on the waybill and the package, something like "Lithium ion batteries in compliance with Section II of PI965." PHMSA's shipper guide walks through these scenario-specific statements in detail, and it's worth keeping a copy on hand as a reference document for staff preparing shipments.
Manufacturer UN 38.3 test summaries aren't submitted with every shipment, but you need them available on demand. Store them digitally, organized by battery model and supplier, so you can produce one within minutes if a carrier, customs official, or regulator asks. Businesses shipping the same battery models repeatedly should build a compliance folder once and reuse it, rather than chasing down test summaries every time a new purchase order goes out.
State of Charge and UN 38.3 Testing in Practice
The 30% state of charge guidance exists because a battery's stored energy is the fuel behind thermal runaway. A fully charged lithium ion cell that suffers an internal short circuit releases far more heat, far faster, than the same cell at partial charge. Airlines and regulators lean on the 30% figure as a practical middle ground: low enough to blunt worst-case failures, high enough that the battery still functions when it reaches its destination.
Verifying state of charge before shipment is straightforward for businesses that manufacture or kit their own devices. A basic voltage check against the battery's charge curve tells you roughly where it sits. For batteries sourced from suppliers, ask for a charge certification at time of shipment, particularly for larger battery packs moving in bulk, where a supplier's default full-charge setting could put your entire shipment at risk of rejection.
UN 38.3 test summaries work the same way. You don't run these tests yourself, the battery manufacturer does, but you're responsible for confirming the testing happened and having proof available. When qualifying a new battery supplier, make the test summary part of your onboarding checklist, right alongside price and lead time. A supplier that can't produce a UN 38.3 summary on request is a supplier whose batteries you probably shouldn't be shipping yet.
Shipping Damaged, Defective, or Recalled Batteries
Damaged, defective, or recalled batteries, often shortened to DDR in the industry, fall under some of the strictest rules in hazardous materials transport. Most DDR batteries are prohibited from air transport entirely, and moving them by any mode typically requires special permits, specific DOT-approved packaging designed for damaged cells, or routing through a licensed hazardous waste handler rather than a standard carrier.
Misdeclaring a damaged or recalled battery as a standard shipment is one of the most dangerous shortcuts in this entire field, and also one of the most heavily penalized. A cell with a compromised casing or an internal fault is precisely the kind of item that causes in-transit fires, and regulators treat willful misdeclaration as a serious violation carrying real financial and legal consequences.
For individuals, most municipalities and retailers offer battery recycling drop-off points that accept damaged consumer batteries without requiring you to ship them at all. For businesses managing recalled inventory or damaged returns at scale, work with a licensed hazardous waste recycler equipped to receive and process DDR batteries directly. Regulatory scrutiny on battery waste streams keeps tightening. The European Commission's recent update to battery-related waste codes signals that recycling and hazardous-waste handling obligations are only getting stricter, not looser, for companies moving battery waste internationally.
Chargeable Weight and Cost Drivers for Air Freight Battery Shipments
Air freight pricing rarely matches the number on your bathroom scale. Carriers charge on chargeable weight, whichever is greater between actual weight and volumetric (dimensional) weight. IATA's standard formula divides a shipment's volume in cubic centimeters by 6,000 to get volumetric weight in kilograms. Express couriers commonly use a tighter divisor of 5,000, which pushes volumetric weight even higher for the same box.
Statistic callout: A carton measuring 120 x 80 x 100 centimeters with an actual weight of 60 kilograms produces a volume of 960,000 cubic centimeters. Divide that by 6,000 and you get a volumetric weight of 160 kilograms, meaning you pay for 160 kilograms, not 60, because volumetric weight came out higher.
| Cost driver | What it covers |
|---|---|
| Chargeable weight | Greater of actual vs. volumetric weight (÷6,000 IATA, ÷5,000 express) |
| Hazmat handling fee | Carrier surcharge for Class 9 dangerous goods processing |
| Documentation fee | Preparing and verifying Shipper's Declaration and waybill entries |
| Security screening | Additional inspection required for battery-containing cargo |
Bulky, lightweight battery packaging (extra cushioning, rigid dividers, UN spec boxes) often pushes volumetric weight well past actual weight, so tightening your packaging design without compromising protection can meaningfully lower freight cost.
Carrier Restrictions, State Variations, and When to Call a Specialist
Regulations set the floor, not the ceiling. Individual carriers and countries routinely add restrictions tighter than what ICAO, IATA, or DOT technically require, and airlines publish these as State Variations or operator variations within the DGR. One airline might accept Section II lithium battery shipments without extra paperwork while another on the same route demands advance notice or outright refuses standalone battery cargo.
Large battery shipments, industrial packs, energy storage cells, or anything exceeding standard Section I thresholds, often need State of Origin or specific operator approval before a carrier will book the cargo. That approval process can take days, so factor it into your shipping timeline rather than discovering the requirement the morning your truck is scheduled to leave.
Complex international routings, multiple carriers, multiple countries, or DDR-adjacent cargo, are exactly where a specialist forwarder earns its fee. A team that manages hazmat routing daily already knows which carriers accept which battery categories on which lanes, and can secure the approvals before your cargo ever reaches the dock.
Your Lithium Battery Shipment Checklist
Run through this sequence before you hand any battery shipment to a carrier:
- Classify the battery: chemistry (ion or metal), Wh or gram rating, UN number, and whether it ships alone or with equipment.
- Pack according to the matching packing instruction, protecting terminals, preventing shifting, and using UN spec packaging where required.
- Document the shipment: Shipper's Declaration if required, correct waybill annotation, and UN 38.3 test summary on file.
- Confirm the carrier's specific policy and any State or operator variations for your route.
- Dispatch with the correct labels visibly applied and shipping papers attached where required.
Before sealing anything, verify: the Wh or gram rating is confirmed, state of charge sits near 30% for standalone lithium ion cells, terminals are protected, a UN 38.3 test summary exists for that battery model, and the correct marks and labels are on the outside of the box.
Pro Tip: Keep a laminated version of this checklist at the packing station itself, not buried in a shared drive. The shipments that go wrong are usually the ones packed in a hurry by someone who didn't have the rules in front of them.
Stop and call in a specialist when you're dealing with large industrial batteries, anything damaged, defective, or recalled, or a multi-country route with carriers you haven't shipped hazmat through before.
Emergency Response and Incident Reporting for Battery Shipments
Every business shipping lithium batteries needs a plan for what happens if something goes wrong in transit, not just hope that it won't. Carriers require emergency contact information on the Shipper's Declaration precisely because thermal events can escalate fast, and someone needs to be reachable to answer technical questions immediately if a package starts smoking or a driver reports an incident.
Build an internal protocol before you need one: designate who answers emergency calls, keep the Safety Data Sheet and UN 38.3 summary for every shipped battery model accessible around the clock, and know your nearest hazmat response contact for the regions you ship through regularly.
Incident reporting isn't optional once something happens. In the United States, hazardous materials incidents during transport typically require reporting to DOT under the Hazardous Materials Regulations, with specific timeframes depending on severity. Airlines and ocean carriers maintain their own incident reporting chains as well, and failing to report an incident promptly compounds the regulatory exposure on top of whatever the incident itself caused.
Document every near miss, not just full incidents. A battery that arrived with a swollen casing but didn't ignite is a data point worth recording and feeding back to your supplier or packaging process. Companies that treat near misses as free warnings tend to avoid the incidents that make headlines. Build the reporting habit into your standard operating procedure now, while nothing is on fire, so it's second nature if something ever is.
Training Requirements for Lithium Battery Handlers and Shippers
Anyone who classifies, packs, marks, labels, or documents a lithium battery shipment needs hazmat training specific to that function, and this isn't a suggestion, it's a regulatory requirement under most jurisdictions' dangerous goods frameworks. Untrained staff preparing Class 9 shipments is one of the most common root causes behind rejected freight and, worse, in-transit incidents.
Training generally covers general awareness (understanding what hazard classes exist and why they matter), function-specific training (the actual packing instructions, labeling, and documentation your role touches), and safety training (what to do if a battery shipment is compromised). Most training programs require refreshment on a recurring cycle, commonly every two to three years depending on the mode and jurisdiction, because rules change and memory fades.
If your business ships lithium batteries only occasionally, formal in-house training for every warehouse employee may not be practical. That's a legitimate reason to route those shipments through a forwarder whose staff already carry current hazmat certification rather than trying to build that expertise internally for a handful of shipments a year. If you ship batteries regularly, budget for real training, not a fifteen-minute video watched once during onboarding. The people packing your boxes are your actual compliance program, more than any policy document sitting in a shared drive.
Reducing Risk During Battery Storage and Transit
Most lithium battery incidents don't happen in transit at all, they start in storage, where damaged or defective cells sit unnoticed until something triggers a failure. Store batteries in a cool, dry area away from direct sunlight and away from flammable materials, and separate damaged or swollen batteries from healthy stock immediately rather than leaving them in the same bin.
Stack batteries so nothing crushes or punctures the casing beneath it, and avoid storing loose batteries in bulk containers where terminals can contact each other. A basic visual inspection before every shipment, checking for swelling, corrosion, or casing damage, catches problems before they become in-transit incidents.
During transit, temperature swings are a bigger risk factor than most shippers account for. Extreme heat accelerates degradation and raises internal pressure inside a cell, so battery shipments moving through hot climates or sitting on a tarmac in summer deserve extra attention to packaging insulation. Businesses that also handle temperature-sensitive cargo already understand this discipline. The same temperature-controlled logistics principles that protect perishable food shipments apply, in a rougher form, to protecting battery cells from thermal stress.
Finally, build in inventory rotation for stored battery stock. Batteries sitting in a warehouse for months lose charge, degrade unevenly, and become harder to verify against their original UN 38.3 documentation the longer they sit. Treat battery inventory like perishable stock: first in, first out.
Where Saudex Global Fits Into Your Compliance Plan
Getting lithium battery shipments right takes more than reading a regulation once. It takes staying current as PHMSA, IATA, and carrier policies shift, and having someone who handles this daily rather than quarterly. Saudexglobal supports businesses moving regulated cargo through its freight forwarding network, coordinating carrier acceptance, State variations, and routing across air, sea, and ground modes.
For international battery shipments, customs clearance support means your Shipper's Declaration and hazmat documentation align with import requirements on the receiving end, not just the export side. If you manufacture or import your own devices, self-preparation with a strong internal checklist can work well for low volume, steady shipments. Once you're shipping across multiple countries, multiple carriers, or handling battery packs above standard thresholds, professional routing support earns back its cost in avoided rejections and delays.
— Nauman
Where to Verify Lithium Battery Shipping Rules Directly
Regulations shift, so confirm details against primary sources before every unusual or high-volume shipment. Start with PHMSA's lithium battery guidance for U.S. hazmat rules, the FAA's interactive shipping guide for air-specific requirements, and IATA's battery guidance document for packing instructions and carrier variations. Always check your specific carrier's State Variations page before booking, since individual operators frequently restrict beyond the base regulation.
Get Compliant Battery Shipments Moving With Saudexglobal
Reading the regulations is one thing. Getting a carrier to actually accept your battery shipment without a rejection at the dock is another problem entirely, and it's the one Saudexglobal was built to solve. Instead of piecing together packing instructions, State Variations, and carrier-specific hazmat forms on your own for every shipment, a freight forwarding team can handle classification checks, carrier acceptance, and routing across air, sea, and ground in a coordinated process.
That matters most for businesses shipping batteries regularly, e-commerce brands restocking electronics inventory, manufacturers moving battery packs internationally, or retailers handling returns. Saudexglobal's customs clearance service pairs with freight forwarding so your documentation satisfies both export and import requirements, not just one side of the shipment. If your battery cargo needs temperature protection during transit, the temperature-controlled logistics service extends the same real-time tracking and compliance oversight to cold chain and thermal-sensitive routes.
Tell Saudexglobal about your shipment, the battery type, quantity, origin, and destination, and get a routing plan back that accounts for carrier restrictions before you ever book a slot. Request a quote through the freight forwarding page and get your next battery shipment moving without the guesswork.
Sources
- Transporting Lithium Batteries | PHMSA
- Lithium battery guidance document (IATA)
- Air Freight Chargeable Weight Calculator (÷6000 IATA)
FAQ
What Happens if I Ship Something With a Lithium Battery Without Declaring It?
Undeclared lithium battery shipments risk rejection at carrier acceptance, confiscation, and regulatory penalties, since PHMSA classifies these as hazardous materials requiring proper classification and documentation. Beyond fines, an undeclared battery that's damaged or improperly packed poses a real fire risk during handling and transport.
How Much Does It Cost to Ship a Lithium Battery?
Cost depends on chargeable weight, hazmat handling fees, and documentation charges rather than a flat rate, since air freight bills the greater of actual or volumetric weight using IATA's ÷6,000 formula. Businesses shipping batteries regularly should request a quote directly from a forwarder like Saudexglobal, since pricing varies by route, volume, and packing instruction section.
Are Lithium Batteries Allowed to Be Mailed?
Most postal services allow lithium batteries only when installed in the equipment they power, with standalone batteries facing tighter restrictions, especially for lithium metal chemistry. USPS and international postal carriers publish specific limits, and exceeding them means switching to a parcel carrier or hazmat freight process instead.
What Are the Shipping Rules for Lithium Batteries?
Rules vary by transport mode but center on classification (UN 3480, 3481, 3090, or 3091), UN 38.3 testing, correct packing instruction, and required labels and documentation. Air shipments follow IATA and ICAO packing instructions, ground shipments follow DOT's HMR under 49 CFR 173.185, and sea shipments follow the IMDG Code.
Can Damaged or Recalled Batteries Be Shipped Normally?
No. Damaged, defective, or recalled batteries face strict restrictions, are typically prohibited from air transport, and often require special permits or licensed hazardous waste routing instead of standard carrier shipping. Misdeclaring a damaged battery as a normal shipment carries serious safety risk and regulatory penalties.