Lithium Battery State of Charge: What Medical Equipment Shippers Must Know
A battery at 5% charge and a battery at 80% charge are not the same cargo. New work at the UN is about to make that difference part of the rules.
Many medical devices run on lithium batteries. Portable ECG machines, patient monitors, ultrasound units, defibrillators, and infusion pumps all use them. When you ship these devices by air, the battery makes the shipment a dangerous goods (DG) shipment.
Most shippers know the basics. Few know that how full a battery is changes how it reacts when something goes wrong. This post explains why, what is changing, and what you should do today.
Why state of charge matters
State of charge (SoC) tells you how much energy a battery holds. A battery at 100% holds its full energy. A battery at 5% holds almost none.
Janne Sjöblom, a firefighter and co-founder of JAAR Product AB, recently shared a test video. He used battery modules from an EV pack. He damaged them with mechanical force. He ran two modules side by side: one under 5% SoC and one over 80% SoC.
The message is simple. Charge level changes how a lithium battery burns and reacts to damage. More stored energy means a bigger risk if the cell fails.
The video used large EV modules, not the small cells inside a medical device. The principle is the same. A damaged cell with more energy can release more heat and more gas.
What is changing in battery transport rules
Jim Powell, President of TDG LLC, shared an update on this work. Industry, the UN, and NGOs are all taking part. The focus is state of charge and new test methods. A proposal is expected to be presented at an upcoming UN meeting.
The idea is to sort batteries by the hazard they show in testing:
| Category | What the battery or cell shows |
| A | Thermal runaway that spreads from cell to cell |
| B | Thermal runaway with no spread, but a large gas hazard |
| C | Intermediate hazard. Still a significant event, but far less severe than spread |
| D | Smaller gas hazard and lower temperature rise, or no runaway when tested at a reduced SoC |
| E | The lowest demonstrated hazard |
Important: These categories are proposals. They are not final rules. Nothing here changes your current legal duties. But the direction is clear: state of charge will matter more.
Category D raises a practical question. A battery may earn that category only because it was tested at a reduced SoC. Then it must stay at that level during shipping. The industry still has to work out how to control and prove that.
What the rules say today
- UN 3480 (lithium-ion batteries shipped alone): IATA limits state of charge to 30% for air transport under Packing Instruction 965.
- UN 3481 (lithium-ion batteries packed with or inside equipment): Packing Instructions 966 and 967 apply. IATA recommends 30% SoC or less for these shipments.
- Documents: Most lithium batteries need a UN 38.3 test summary. Always check the current IATA DGR edition for your exact case.
Rules change each year. Check the latest edition of the IATA Dangerous Goods Regulations before every shipment.
What this means for hospitals and medical equipment importers
If you import or export devices with lithium batteries, the shipper carries the responsibility. You must classify, pack, mark, and declare the cargo correctly. The airline checks the paperwork at acceptance. It does not take over your liability. A wrong declaration can mean a rejected shipment, a fine, or a real fire risk on board.
Here is what we advise:
- Know the battery. Get the watt-hour rating, the chemistry, and the state of charge for every battery.
- Get the test summary. Ask your supplier for the UN 38.3 test summary before you book.
- Pick the right packing instruction. Is the battery alone, packed with the device, or inside it? The answer sets the rules.
- Control the charge. Ask the shipper to set the SoC before dispatch. Get it in writing.
- Review before the airport. Have your forwarder check the paperwork and packing before the cargo moves.
- Plan for local approvals. Wireless medical devices may need PTA approval. Some need a DRAP NOC. Start early.
How Glavik helps. We handle DG classification, packing guidance, and regulatory approvals as part of one end-to-end shipment. That includes DRAP, PTA, and PNRA work where it applies. You deal with one team. Nothing falls between steps. We have moved MRI magnet parts, CT scanners, ECG devices, and pharma cargo. We have handled radioactive materials and DG exports. We apply the same discipline to every battery shipment.
Frequently asked questions
Is a medical device with a lithium battery dangerous goods?
Yes, in most cases. Lithium-ion and lithium metal batteries are regulated as DG for air transport, even when they sit inside the device.
What is the IATA state of charge limit for lithium-ion batteries?
For standalone lithium-ion batteries (UN 3480), the limit is 30%. For batteries packed with or inside equipment (UN 3481), 30% or less is recommended.
Are the new battery hazard categories in force?
No. They are proposals under discussion at the UN. Follow the working and informal papers on the UN transport of dangerous goods site, and check the IATA DGR for updates.
Who is responsible if the declaration is wrong?
The shipper. Airline acceptance checks do not move that responsibility to the airline.
Can Glavik handle battery-powered medical equipment shipments to and from Pakistan?
Yes. We manage DG compliance, packing guidance, customs, and approvals such as DRAP and PTA from start to finish.
Shipping battery-powered medical equipment?
Send us the device specs and battery details. We will tell you what you need before you ship.
Email: hq@glavik.com | Web: www.glavik.com
Glavik | Landmark Plaza, Jail Road, Lahore, Pakistan | +92 321 4591020