UN 38.3-norm voor lithium-ionbatterijen

Lithium batterijen power the majority of portable electronics, industrial equipment, and electric vehicles in use today.

But transporting them safely is a regulated process.

Improper handling of lithium batteries during transport is a leading cause of aviation fire incidents, which is why international regulators require all lithium batteries to pass the UN 38.3 standard before they can be shipped by air, road, or rail.

This guide explains what UN 38.3 requires, what each test involves, and what the results mean for batteries you source or ship.

What Is UN 38.3?

UN 38.3 is the international transport safety standard for lithium batteries, published by the United Nations as part of the Manual of Tests and Criteria.

It applies to all lithium battery types including lithium-ion, lithium polymer, and lithium iron phosphate, regardless of cell format or capacity.

Any lithium battery transported commercially must have passed all eight UN 38.3 tests before shipment.

This applies whether the battery is shipped alone, packed with equipment, or installed in a device.

The 8 UN 38.3 Tests

Test 1: Altitude Simulation

What it tests: Performance under extreme low-pressure conditions representing a conservative worst-case transport scenario.

The test condition of 11.6 kPa simulates the pressure at approximately 15,000 metres altitude.

It is important to note that this does not represent the typical conditions inside a commercial passenger aircraft cargo hold, which is pressurised to an equivalent altitude of around 2,400 metres.

The 11.6 kPa condition is a deliberately conservative standard designed to simulate unpressurised cargo holds and extreme or emergency scenarios, not routine passenger flight conditions.

This low-pressure environment can cause battery casings to expand, seals to fail, and elektrolyt to leak.

Test conditions:

Pass criteria:

• No mass loss
• Overpressure valve remains closed
• No cracks or leaks in the battery housing
• Voltage remains within 10% of initial value

Test 2: Thermal Test

What it tests: Performance and structural integrity across extreme temperature ranges.

Temperature extremes during transport place significant stress on battery seals and internal electrical connections.

This includes hot tarmac environments on the ground and cold high-altitude cargo holds during flight.

Test conditions:

The 30-minute maximum transition time between temperature extremes is a specific requirement of the standard.

Testing laboratories must demonstrate this transition rate is being met.

Pass criteria:

Same as altitude simulation. No mass loss, no cracks or leaks, overpressure valve closed, voltage within 10% of initial value.

Test 3: Vibration Test

What it tests: Resistance to mechanical stress from vibration during ground transport.

Road and rail transport subjects batteries to continuous vibration across a range of frequencies throughout a journey.

Test conditions:

The sinusoidal sweep profile at 1 octave per minute is specified in the standard to replicate the vibration frequency distribution experienced during road and rail transport.

Pass criteria:

Same as altitude simulation.

Test 4: Impact Test

What it tests: Structural integrity under sudden mechanical shock.

Batteries in transit are subject to sudden impacts from drops, handling equipment, and vehicle collisions.

The force applied is determined by the total mass of the cell or battery, not by whether it is a cell or an assembled pack.

Test conditions:

This distinction is commonly misunderstood.

A large prismatic cell weighing more than 12 kg is tested at 50 Gn, while a small battery pack weighing less than 12 kg is tested at 150 Gn.

The determining factor is mass, not whether the item is a cell or an assembled pack.

Pass criteria:

• No fire
• No explosion
• No leakage
• No venting
• Voltage within 10% of pre-test value

Test 5: External Short Circuit Test

What it tests: Response to an external short circuit at elevated temperature.

An external short circuit is one of the most common causes of battery failure in transport.

This test evaluates whether the battery can withstand a short circuit without reaching dangerous temperatures or causing a safety event.

The pre-test temperature condition depends on cell or battery size.

This is an important distinction that affects how the test is conducted for different product types.

Test conditions:

Under UN 38.3, the size distinction is primarily based on mass: large cell is generally defined as more than 500 g, and large battery as more than 12 kg.

The 20 Ah figure commonly cited in industry corresponds to the IATA DGR threshold for PI 965/966 Section II and aligns approximately with the UN 38.3 large-cell mass threshold for typical lithium-ion formats, but the 20 Ah value itself is an IATA DGR reference point rather than a UN 38.3 definition.

If you are unsure whether your product qualifies as large or small under UN 38.3, confirm based on mass with your testing laboratory rather than relying on Ah capacity alone.

Small cells, including common consumer formats such as 18650 cylindrical cells and pouch cells in the 5 to 10 Ah range, are typically tested at 25°C ± 2°C, not 57°C.

Applying the wrong temperature condition during testing is a compliance error.

If you are certifying small cells or batteries, confirm which temperature condition applies to your specific product with your testing laboratory before proceeding.

Pass criteria:

• Battery temperature must not exceed 170°C during the test
• No fire or explosion during the 6-hour monitoring period
• No rupture or leakage of the battery housing during the monitoring period

Test 6: Crush Test

What it tests: Cell response to physical deformation simulating crash damage.

This test applies to individual cells only, not assembled battery packs.

It simulates the structural damage a cell might experience in a vehicle collision or severe crush event, intentionally causing an internal short circuit within the cell.

Test conditions:

The crush method depends on cell format:

Note on the drop impact method:

The 9.1 kg bar dropped from 61 cm is the T.6 impact method within UN 38.3 itself.

It applies specifically to cylindrical cells with a diameter of 18 mm or greater.

This method is also referenced in UL 1642 and UL 2054 certification, which is why it is sometimes associated primarily with North American standards.

For UN 38.3 T.6 crush testing of prismatic and pouch cells, laboratories almost universally use hydraulic press equipment applying 13 kN via a flat plate rather than the drop method.

If your product is a prismatic or pouch cell, expect the hydraulic crush method to be used for T.6 testing.

Pass criteria:

• Cell temperature must not exceed 170°C within 6 hours after the test
• No fire or explosion within 6 hours after the test

Test 7: Overcharge Test

What it tests: Safety under sustained overcharging conditions.

Overcharging is a primary cause of thermal runaway in lithium batteries.

Important note on applicability:

The overcharge test requirements differ between cells and battery packs.

Individual cells must complete the full overcharge test as described below.

For assembled battery packs equipped with a battery management system, the applicable requirements may differ.

Packs with a BMS may be subject to a system-level overcharge assessment rather than the full 2x current and voltage test applied to bare cells.

If you are certifying a battery pack with integrated BMS, confirm the applicable test procedure with your testing laboratory before proceeding.

Test conditions for cells:

Both the current and voltage limits are doubled during this test, stressing both the current handling and voltage protection capabilities of the cell simultaneously.

Pass criteria:

• No fire or explosion during the 24-hour overcharge period
• No fire or explosion during the 7-day monitoring period

Test 8: Forced Discharge Test

What it tests: Cell safety under forced over-discharge conditions.

This test applies to individual cells only.

It evaluates the response of a cell when discharged beyond its minimum rated voltage, simulating a scenario where a weaker cell in a series string is driven into voltage reversal by stronger cells continuing to discharge.

Test conditions:

Pass criteria:

• No fire or explosion during or after the test

All 8 Tests at a Glance

Complete Documentation Required for Lithium Battery Shipment

Passing the UN 38.3 tests is only one part of shipping lithium batteries legally.

A complete lithium battery shipment typically requires three separate documents.

It is important to understand that only the UN 38.3 test report is part of the UN 38.3 standard itself.

The other two documents are supporting compliance documents required by carriers and regulators under separate regulatory frameworks, specifically IATA DGR for air freight and IMDG Code for sea freight.

Document 1: UN 38.3 Test Report

The UN 38.3 test report certifies that the battery has passed all eight tests described in this guide.

Validity: Long term, no fixed expiry date.

The test report remains valid as long as:

• The battery cell chemistry and materials have not changed
• The cell dimensions and capacity have not changed
• The battery pack design and configuration have not changed
• The manufacturing location and process have not changed
• The applicable regulations have not been revised in a way that requires retesting

Any change to the above requires a reassessment and in most cases retesting before shipment can continue.

Document 2: Air and Sea Cargo Transport Condition Appraisal Report

This document is issued by accredited dangerous goods assessment bodies and certifies that the specific battery product meets the transport conditions required under IATA DGR for air freight and IMDG Code for sea freight.

In China, this document is commonly issued by accredited institutions and is sometimes referred to as the air or sea freight transport condition identification report.

This document is not part of the UN 38.3 standard itself.

It is a carrier and regulatory requirement issued under IATA DGR and IMDG frameworks.

Validity: One calendar year, expiring December 31st of the year of issue.

This document must be renewed annually regardless of whether the battery design or UN 38.3 test report has changed.

For teams managing regular lithium battery shipments, building this annual renewal into logistics planning is essential to avoid shipment delays at the start of each new year.

Document 3: MSDS / SDS (Material Safety Data Sheet)

The MSDS, also referred to as the Safety Data Sheet under GHS terminology, provides information on chemical composition, handling, storage, and emergency response for the battery.

Validity: Annual renewal is standard industry practice for lithium battery export shipments.

It should be noted that the GHS system itself does not specify a universal fixed validity period for SDS documents globally.

The requirement to update is formally triggered by changes to the battery chemistry, formulation, or applicable regulations.

In practice, for lithium battery exports, annual renewal of the MSDS is the established industry standard and is expected by carriers and customs authorities.

Document Validity Summary

IATA DGR Packaging Instructions

When shipping lithium batteries by air, the applicable IATA DGR Packaging Instruction depends on how the battery is being shipped.

Note that PI 965, 966, and 967 are IATA DGR Packaging Instructions, not UN numbers.

The UN numbers for lithium-ion batteries are UN 3480 for lithium-ion batteries shipped alone and UN 3481 for lithium-ion batteries packed with or contained in equipment.

Each packaging instruction has specific requirements for state of charge, packaging, labelling, and quantity limits.

Shipments must comply with the current IATA DGR edition, which is updated annually.

FAQ

Does UN 38.3 apply to all lithium battery chemistries?

Yes. It applies to lithium metal and lithium-ion batteries, including Li-ion, lithium polymer, and LiFePO4, when transported commercially.

How long is a UN 38.3 test report valid?

It has no fixed expiry date. It remains valid unless the battery design, chemistry, or manufacturing process changes, or regulations require retesting. Other shipping documents, such as MSDS and transport appraisal reports, may need regular renewal.

Does the external short circuit test always use 57°C?

No. Large cells over 500 g and large batteries over 12 kg are tested at 57°C ± 4°C. Smaller cells and batteries are tested at 25°C ± 2°C.

Does the overcharge test apply to all battery packs?

Not always. UN 38.3 T.7 applies to rechargeable batteries, while the exact procedure may vary for packs with protection circuitry or BMS. Confirm with the test laboratory.

What is the difference between IATA DGR PI 965, 966, and 967?

PI 965 is for lithium-ion batteries shipped alone. PI 966 is for batteries packed with equipment. PI 967 is for batteries installed in equipment. UN 3480 applies to batteries alone, and UN 3481 applies to batteries with or in equipment.