Safety Requirements for Transportation of Lithium Batteries PDF

energies Review Safety Requirements for Transportation of Lithium Batteries Haibo Huo 1,2 , Yinjiao Xing 2, *, Michael Pecht 2 , Benno J. Züger 3 , Neeta Khare 3 and Andrea Vezzini 3 1 College of Engineering Science and Technology, Shanghai Ocean University, Shanghai 201306, China;...

energies Review Safety Requirements for Transportation of Lithium Batteries Haibo Huo 1,2 , Yinjiao Xing 2, *, Michael Pecht 2 , Benno J. Züger 3 , Neeta Khare 3 and Andrea Vezzini 3 1 College of Engineering Science and Technology, Shanghai Ocean University, Shanghai 201306, China; [email protected] 2 Center for Advanced Life Cycle Engineering (CALCE), University of Maryland, College Park, MD 20742, USA; [email protected] 3 Bern Universities of Applied Sciences, BFH-CSEM Energy Storage Research Centre, Aarbergstrasse 5, 2560 Nidau, Switzerland; [email protected] (B.J.Z.); [email protected] (N.K.); [email protected] (A.V.) * Correspondence: [email protected]; Tel.: +1-301-405-5316 Academic Editor: Peter J. S. Foot Received: 24 January 2017; Accepted: 23 May 2017; Published: 9 June 2017 Abstract: The demand for battery-powered products, ranging from consumer goods to electric vehicles, keeps increasing. As a result, batteries are manufactured and shipped globally, and the safe and reliable transport of batteries from production sites to suppliers and consumers, as well as for disposal, must be guaranteed at all times. This is especially true of lithium batteries, which have been identified as dangerous goods when they are transported. This paper reviews the international and key national (U.S., Europe, China, South Korea, and Japan) air, road, rail, and sea transportation requirements for lithium batteries. This review is needed because transportation regulations are not consistent across countries and national regulations are not consistent with international regulations. Comparisons are thus provided to enable proper and cost-effective transportation; to aid in the testing, packaging, marking, labelling, and documentation required for safe and reliable lithium cell/battery transport; and to help in developing national and internal policies. Keywords: regulations; transport; safety; lithium-ion batteries; lithium-metal batteries 1. Introduction When transporting goods by any mode (air, sea, train, truck), an item is considered hazardous if it is explosive, corrosive, flammable, toxic, or radioactive. Batteries, and in particular, lithium batteries (the term “lithium batteries” includes the family of batteries having lithium-based chemistries and various types of cathodes and electrolytes.) present corrosive, flammable, toxic and explosive characteristics. In fact, the improper care of batteries in transportation, including preconditioning, packaging, and handling, has already resulted in fires, explosions, and the release of hazardous chemicals into the environment. Batteries are classified into primary and secondary forms. A primary (non-rechargeable) cell or battery cannot be recharged and is discarded after the charge is spent. Common examples of their use are in watches, calculators, cameras, smoke detectors and defibrillators. A rechargeable battery is an energy storage device that can be recharged and reused. The most common rechargeable batteries are lead-acid, nickel-cadmium (NiCd), nickel-metal hydride (NiMH), and lithium-ion (Li-ion) batteries. For the purposes of the regulations concerning dangerous goods, lithium batteries are categorized into lithium-metal (Li-metal) and Li-ion batteries. Li-metal batteries are typically non-rechargeable batteries that have Li-metal and lithium compounds as an anode and cathode, respectively. Li-ion Energies 2017, 10, 793; doi:10.3390/en10060793 www.mdpi.com/journal/energies Energies 2017, 10, 793 2 of 38 batteries represent a family of rechargeable batteries where the lithium is only available in ionic form in the electrolyte. Most conventional Li-ion cells use a carbon-based anode, with the positive electrode being a metal oxide that contains lithium such as LiCoO2. Based on the product requirements, a battery may consist of 1 “battery” cell (e.g., smart phones) to more than 1000 cells (e.g., computers, power tools, electric vehicles). A cell is defined as a single encased electrochemical unit consisting of one positive and one negative electrode, which provides a voltage differential across these terminals. A battery is defined generally as two or more cells which are electrically connected together and having some forms of markings and protective devices, often including battery management software. Other terms include battery packs, battery modules and battery assemblies. Due to their high energy-to-weight ratio, lithium batteries have become the preferred energy source for many products, from smart phones and computers to vehicles. However, lithium batteries present a safety risk since they can generate a great deal of heat if short circuited. Short circuits are possible if there are manufacturing defects or if the batteries have been improperly charged/discharged or used. If batteries are not designed, tested, manufactured, and prepared for transport in accordance with regulations, various hazardous conditions are possible [3,4]. Lithium batteries are classified under UN category 9 as dangerous goods because they are thermally and electrically unstable if they are subjected to certain uncontrolled environmental conditions or are mishandled during transportation. Battery hazards include electrolyte leakage, heat production, venting of gases, fire, and explosions. Battery product sheets also identify chemical hazards: liquid and gas leakage; electrical: short-circuit, high voltage, and failure of the battery management system; and mechanical: vibration, air pressure, shock, and deformation [5,6]. Once a lithium cell/battery ignites and catches fire, it can also propagate to nearby batteries, causing collateral overheating, fires, and explosions. These fires produce toxic fumes and are often difficult to put out with normal fire extinguishers. (The gas species of the toxic fumes are determined by a certain battery material. For a NMC/graphite (LiPF6 in EC:EMC) cell, 11 determinant gas mixture constituents were identified after a Li-ion battery caught fire, including EMC, DEC, EC, benzene, toluene, styrene, biphenyl, acrolein, CO, COS, and hydrogen fluoride.) The U.S. Federal Aviation Administration (FAA) studies related to the hazards produced by lithium cells show that aqueous extinguishing agents that contain water are the most effective at preventing thermal runaway propagation of Li-ion cells. Streamed non-aqueous agents are effective at extinguishing electrolyte fires, but ineffective at stopping propagation of thermal runaway from cell to cell. Reports of battery fires and explosions are well known. For example, the FAA banned the Samsung Galaxy Note 7 from all flights since 14 October 2016 due to numerous fires. In December 2015, the major U.S. airlines American, Alaska, Delta, Hawaiian, JetBlue, Southwest and United Airlines banned hoverboards on passenger flights and the U.S. Postal Service no longer ships hoverboards by air because of the possibility of fires [10,11]. Although e-cigarettes are not banned from shipping, from August 2009 to January 2017, 44 of the 214 reported e-cigarette explosions occurred during transport, storage and unknown circumstances. Incidents involving lithium batteries catching fire on board aircraft include the UPS Air Cargo in Louisville, Kentucky on 7 June 2012; the FedEx Air Cargo in Pittsburgh, Pennsylvania on 15 September 2015; the FedEx Air Cargo in Memphis, Tennessee on 21 July 2016; and the Alaska Passenger in Ketchikan, Alaska on 30 October 2016. Most of these incidents allegedly occurred due to inappropriate packaging or handling that damaged the batteries and triggered an electrical short. However, the grounding of Boeing 787 Dreamliners in January 2013 was a result of operational Li-ion batteries, which served as a backup to the on-board power system. Whereas similar incidents can occur with other battery technologies such as lead, nickel, and alkaline, these chemistries do not pose such a major risk because they do not lead to thermal runaway or explosion. Because of the hazards associated with lithium batteries, transportation of lithium batteries is regulated in order to prevent accidents and damage [14–16]. Energies 2017, 10, 793 3 of 38 International, national, and regional governments, as well as other authorities, have developed regulations for air, road, rail, and sea transportation of lithium batteries and the products that incorporate these batteries. The regulations govern conduct, actions, procedures, and arrangements. The regulations are meant to ensure that shippers transport lithium batteries and battery-powered products safely within their country or internationally. The national regulations and the norms (specific standards, models, and patterns) issued by the local government or companies are usually similar to those defined by the international standards for specific transportation modes, but there are differences in compliance. This paper is organized as follows: Section 2 summarizes the testing standards for shipment of lithium batteries. Section 3 reviews the packing methods, hazard communication requirements (i.e., package marking, labelling, and accompanying documents), and handling methods provided in the international regulations for the safe transport of lithium batteries by various transport modes. Sections 4–8 introduce lithium battery transportation regulations in the U.S., China, Europe, South Korea, and Japan, and discuss the differences between the national and international regulations. Section 9 presents conclusions and recommendations for safe transportation of lithium batteries. The main contributions of this paper include: (1) information on packaging, hazard communication requirements, and handling methods, for companies to better understand and comply with the international regulatory requirements for transporting lithium batteries; (2) information on the differences among U.S., Chinese, European, South Korean, and Japanese regulations for different kinds of lithium batteries and for various transport modes; (3) comparisons between U.S., Chinese, European, South Korean, and Japanese transport regulations, which will help in developing national and international policies and designing criteria for testing, packaging, marking, labelling, documentation, and handling of batteries for transport; and (4) recommendations for companies to ensure success in transporting batteries and in preparing for new regulations. 2. Safety Tests for Shipment of Lithium Batteries Prior to being shipped to, from, or within any countries, lithium batteries must be certified by passing safety tests. The United Nations (UN) safety tests are widely considered the fundamental global transportation safety testing standards. Other than the UN tests, for some specific products, especially those which have installed batteries, such as cell phones and laptops, additional industry-specific standards must be passed as well. The purposes of these test standards are discussed in this section. 2.1. UN Safety Tests The UN Manual of Tests and Criteria presents the UN schemes for classification of dangerous goods and describes the test methods and procedures for proper classification of referenced materials for transport. Considered one of the key transportation testing standards, the manual must be followed by manufacturers that ship lithium batteries. The manual was established according to the UN Recommendations on the Transport of Dangerous Goods-Model Regulations and the Globally Harmonized System of Classification and Labelling of Chemicals (GHS). The UN safety test is a self-certified standard. However, because of potential liability issues, most manufacturers select a third-party certified test lab to conduct the tests. For any mode of transport, every cell and battery (except for low-production-run or prototype lithium cells or batteries must pass the tests specified in the UN Manual of Tests and Criteria, Part III, Subsection 38.3, prior to their transport. (Low-production-run means annual production runs consisting of no more than 100 lithium cells or batteries.) If a cell or battery type does not meet the test requirements, it must be retested after the defects are corrected. Furthermore, test reports must be submitted to the Committee of Experts , and include the quantity or number of cells/batteries per package, and the type and construction of the packaging. The specific test procedures for lithium cells and batteries are summarized in Table 1. In general, test procedures depend on whether the item is a cell or battery type. All cell types need to undergo Tests Energies 2017, 10, 793 4 of 38 T.1 to T.6 and T.8. All non-rechargeable battery types, including those composed of cells previously tested, must pass Tests T.1 to T.5. All rechargeable battery types, including those composed of previously tested cells, need to undergo Tests T.1 to T.5 and T.7. In addition, a single-cell rechargeable battery with overcharge protection needs to pass Test T.7. A cell as a component of a battery that is not transported separately from the battery only needs to be tested in accordance with Tests T.6 and T.8. A cell that is transported separately from the battery must pass Tests T.1 to T.6 and T.8. Table 1. UN tests T.1 to T.8 for lithium cells and batteries prior to being transported. Test Step Test Type Specific Procedures Test cells and batteries stored at a pressure of 11.6 kPa or less for Test T.1 Altitude simulation at least 6 h at ambient temperature (20 ± 5 ◦ C). Rapid thermal cycling between high (75 ± 2 ◦ C) and low (−40 ± 2 ◦ C) storage temperatures, stored for at least 6 h at the Test T.2 Thermal test temperature, time interval between high and low test temperature change less than 30 min. The vibration is a sinusoidal waveform with a logarithmic sweep between 7 Hz (1 gn peak acceleration) and 200 Hz Test T.3 Vibration (8 gn peak acceleration) and back to 7 Hz; 12 times cycle, 3 mutually perpendicular mounting positions. Subjected to a half-sine shock (150 gn peak acceleration) and pulse duration (6 ms); 3 shocks cycling in the positive and Test T.4 Shock negative directions for each of 3 mutually perpendicular mounting positions (total of 18 shocks). External short Short circuit with a total external resistance of less than 0.1 Ω at Test T.5 circuit (55 ± 2 ◦ C), 1 h duration. A 15.8-mm-diameter bar placed across the sample cell center, Test T.6 Impact and a 9.1-kg mass is dropped from a height of (61 ± 2.5 cm) onto the sample. Overcharging test should be conducted for 24 h with charge current (twice the manufacturer’s recommended maximum) and minimum test voltage. The minimum test voltage is defined in two categories (a) when recommended charge voltage ≤18 V Test T.7 Overcharge and (b) when recommended charge voltage >18 V: Both categories are further explained as: (a) the lesser of 22 V or 2 times the maximum charge voltage or, (b) 1.2 times the maximum charge voltage. Each cell is forced discharged by connecting it in series with a Test T.8 Forced discharge 12 V DC power supply at an initial current equal to the maximum discharge current specified by the manufacturer. Tests T.1 to T.5 are conducted in sequence on the same cell or battery. Test T.7 is conducted on undamaged batteries previously tested under tests T.1 to T.5 for purposes of testing on cycled batteries. Tests T.6 and T.8 are conducted on cells and batteries that have not undergone any other test steps. 2.2. Additional International Safety Tests for Lithium Batteries In addition to the UN 38.3, several international organizations serving the transportation industry have developed international regulatory standards for specific industries/products that contain cells/batteries (see Table 2). Some of these standards, such as the International Electrotechnical Commission (IEC) standards, are widely referenced by different countries/districts to establish their own battery test standards. The impacts of these international standards on different countries will be introduced in the latter sections. This section briefly introduces the scope of these standards. Energies 2017, 10, 793 5 of 38 Table 2. Additional international standards [20,21]. Organization Safety Standards IEC 62133: Secondary Cells and Batteries Containing Alkaline or Other Non-Acid Electrolytes—Safety Requirements for Portable Sealed Secondary Cells, and for Batteries IEC Made from Them, for Use in Portable Applications. IEC 62281: Safety of Primary and Secondary Lithium Cells and Batteries During Transport. IEEE 1625: Rechargeable Batteries for Multi-Cell Mobile Computing Devices. IEEE IEEE 1725: Rechargeable Batteries for Cellular Telephones. SAE J 2929: Electric and Hybrid Vehicle Propulsion Battery System Safety Standard SAE Lithium-Based Rechargeable Cells. SAE J 2464: Electric and Hybrid Electric Vehicle Rechargeable Energy Storage System Safety and Abuse Testing. UL 1642: Lithium Batteries. UL 1973: Batteries for Use in Light Electric Rail (LER) Applications and Stationary Applications. UL UL 2054: Household and Commercial Batteries. UL 2580: Batteries for Use in Electric Vehicles. UL 2271: Batteries for Use in Light Electric Vehicle Applications. UL 2272: Electrical Systems for Self-Balancing Scooters. The IEC, a non-profit standards organization, publishes international standards for all electric, electronic, and related technologies, including batteries. IEC 62133 has been key for shipping Li-ion batteries used in portable applications such as IT equipment, medical devices, power tools, and household applications, since 2002. In addition to UN 38.3, the cells that are used for portable applications must be certified to IEC 62133. When Europe and South Korea established their own standards for battery transport, for the most part they complied with the IEC standards, including IEC 62133 and IEC 622881. The Institute of Electrical and Electronics Engineers (IEEE) has developed safety standards for lithium batteries. The key standards related to battery transport are contained in IEEE 1625 and IEEE 1725. IEEE 1625 covers multi-cell mobile computing devices, while IEEE 1725 covers cellular phones. The Society of Automotive Engineers (SAE) has developed standards for electric vehicle (EV) batteries, including SAE J 2929 and J 2464, which cover propulsion battery system safety standard and energy storage system in the EV industry, respectively. Underwriters Laboratories (UL) has also developed battery safety standards, which include more abusive tests, to cover different battery applications not covered by UN 38.3. Additionally, UL offers battery safety certification for battery shipping across different countries. For emerging battery-powered products, such as self-balancing scooters (hoverboards), there have been no international standards until recently. The problem is that, while batteries can be certified individually, there have been no regulations to certify the overall product containing a battery. It was only after numerous fire incidents pertaining to the batteries of hoverboards, that UL issued a change to their safety certification (UL 2272) on 21 November 2016. The change provided the regulations so that self-balancing scooters, as well as other types of personal e-mobility devices can be certified, shipped and sold in the U.S. [22,23]. 3. International Regulations for the Safe Transport of Lithium Batteries The UN Model Regulations provide international guiding principles on all aspects of transporting dangerous goods, with inputs from a variety of organizations involved in designing and governing policies for safe and reliable transport across borders (see Figure 1). 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Per the Code of Federal Regulations, Title 49 (49 CFR) and the UN Model Regulations, Li-metal and Li-ion batteries are considered Class 9 hazardous materials (In 49 CFR and the UN Model Regulations, the numerical order of the classes does not correspond to the degree of danger). Hazards associated with Li-metal and Li-ion cells may arise due to: flammable hydrogen gas; internal shorts caused by defects and dendrite formation; thermal runaway effects; and oxidation of organic solvents. For Li-ion batteries, hazards may originate from the side reactions including reactions between the organic solutions and the electrode surface, that is, the instability of the solid-electrolyte interface (SEI) with temperature increasing; and heat generation and thermal management. In order to account for the different possible hazards associated with differential chemical and electrical content, the UN has separated different types of lithium batteries, as shown in Table 3. Table 3. UN numbers and corresponding proper shipping names for lithium batteries. UN Number Proper Shipping Name UN 3090 Li-metal batteries (including lithium alloy batteries). UN 3091 Li-metal batteries contained in equipment 1 (including lithium alloy batteries). UN 3091 Li-metal batteries packed with equipment (including lithium alloy batteries). UN 3480 Li-ion batteries (including Li-ion polymer batteries). UN 3481 Li-ion batteries contained in equipment 1 (including Li-ion polymer batteries). UN 3481 Li-ion batteries packed with equipment (including Li-ion polymer batteries). 1 Contained in equipment = equipment with cells or batteries properly installed; Packed with equipment = equipment + cells or batteries that are NOT installed in the equipment. The UN Model Regulations are meant to cover all aspects of transportation necessary to provide international uniformity. They include a criteria-based classification system for substances that pose a significant hazard in transportation. They set standards for packaging used to transport batteries. They also communicate the hazards of batteries in transport through hazard communication requirements, which include labelling and marking of packages, documentation, and emergency response information that is required to accompany each shipment. In accordance with the UN Model Regulations, every lithium cell/battery has the same test requirements prior to transport, as discussed in Section 2. A safety venting device should be equipped for each battery, or each battery should be designed to prevent rupture under normal incident conditions during transport. External short circuits and reverse current flow should be prevented by adopting effective means for each battery. In addition, batteries should be manufactured under a quality management program. IATA DGR 3.9.2.6 includes the elements that must be included in such a program [18,29]. The UN Model Regulations present information for transport of several types of lithium batteries, including new and undamaged batteries, low-production-run or pre-production prototype batteries, disposable or recyclable lithium batteries, and damaged or defective lithium batteries. Based on the UN recommendations, regulations have been published for transporting lithium batteries using different transportation modes. Transportation information about packing, maximum net quantity per package, maximum number of cells or batteries per package, marking, labelling, and documentation for lithium batteries are formally regulated according to their size (lithium content or watt-hour rating). Net quantity in the package means the weight or volume of the Li-ion batteries contained in a package excluding the weight or volume of any packaging material. For “Li-ion batteries contained in equipment”, the net quantity is the net weight of the Li-ion batteries in the package. Energies 2017, 10, 793 8 of 38 3.2. International Regulations for Transportation by Air Two international organizations regulate the international transport of dangerous goods by air: ICAO and IATA. IATA works with governments, the ICAO, and the member airlines to develop regulations that ensure safety and facilitate fast and efficient transport of dangerous goods by air. Specific requirements for safe transportation of lithium batteries by air in both cargo and passenger aircrafts are determined by the ICAO, and these are then reflected in the IATA DGR. The IATA DGR manual is based on the ICAO Technical Instructions (TI); it is the global reference for preparing, shipping, and transporting dangerous goods by air and the only standard recognized by the world’s airlines. According to the ICAO TI and the IATA DGR, lithium batteries can be transported by air if they meet the general requirements on cell or battery UN tests, ventilation, short-circuit prevention, reverse current flow prevention, and manufacture as discussed in Section 2.1. In addition, low-production-run or prototype lithium batteries may be transported aboard cargo aircraft if approved by the appropriate authority of the State of Origin. Waste lithium batteries and lithium batteries (including UN 3090 and UN 3480) being shipped for recycling or disposal are forbidden from air transport unless approved by the appropriate national authority of the State of Origin and the State of the Operator [35–37]. Furthermore, all kinds of Li-metal and Li-ion batteries (including UN 3090, UN 3091, UN 3480, and UN 3481) are forbidden from transport if they are identified by the manufacturer as being defective or damaged, because they can potentially produce a dangerous risk of heat, fire, or explosion. Lithium batteries belong to IATA DGR Class 9, and specific shipping requirements for this type of cargo are different from those for other dangerous goods. Tables 4–7 summarize guidance information pertaining to limits on the number and net quantity per package, packaging, package marking, labelling, and documents for air transport based on the ICAO TI, the IATA DGR, and references [38–40]. The guidance information is meant to help transporters, including shippers, freight forwarders, ground handlers, airlines, and passengers, to comply with international requirements for transporting lithium batteries by air. Specifically, Tables 4 and 5 apply to air transportation of new, undamaged, small-size and non-small-size Li-metal batteries, and Tables 6 and 7 apply to new, undamaged, small-size and non-small-size Li-ion batteries. For Li-metal cells or batteries, small size refers to the lithium content in a cell is less than 1.0 g and that in a battery is less than 2.0 g; for Li-ion cells or batteries, small size refers to the watt-hour rating in a cell is less than 20 Wh and that in a battery is less than 100 Wh. For standalone Li-ion batteries, UN 3480 packaging instruction 965 (PI965), effective from 1 April 2016, requires that the state of charge (SOC) of these batteries must not exceed 30% of their rated design capacity when they are transported. At the same time, these batteries are forbidden from transport on passenger aircraft. Furthermore, only one package prepared according to Section II of PI965 or PI968 is permitted per consignment for transport (consignment means one or more packages of dangerous goods accepted by an operator (airline) from one shipper at one time and at one address, receipted for in one lot and moving to one consignee at one address ). This package must also be separated from other cargo and should not be loaded into a unit load device (ULD) prior to being offered to the operator. IATA member airlines have to follow and enforce these regulations more severely than other airlines. As shown in Tables 4–7, specific handling labels are required for lithium battery transportation according to Section II of PI965, PI966, PI967, PI968, PI969, and PI970. In addition, lithium batteries carried under Section IB of PI965 and PI968 also require the “caution” label besides the “Class 9” and the “Cargo Aircraft Only” labels. Energies 2017, 10, 793 9 of 38 Table 4. Guidelines for international air transportation of new, undamaged, small-size Li-metal batteries. Energies EnergiesEnergies 2017, 10,2017, 10,793 793 10, 2017, 793 UN 3090-PI968 UN 3091-PI969 UN 3091-PI970 9 of 37 99ofof37 37 Packing Instructions PI968-Section II PI968-Section IB PI969-Section II PI970-Section II Table Table Table 4. 4.4.Guidelines Guidelines Guidelines forinternational international for international for airtransportation transportation air transportation air of new,ofofundamaged, new,undamaged, new, undamaged, small-size small-size Li-metal Li-metal small-size batteries. batteries. Li-metal batteries. Li-metal UN3090-PI968 UNLi-metal 3090-PI968 UN 3090-PI968 UN3091-PI969 3091-PI969 UNcells/batteries 3091-PI969 UN Li-metal cells/batteries UN3091-PI970 3091-PI970 UN 3091-PI970 UN contained Description Standalone cells/batteries packed PackingPacking Instructions Instructions Packing Instructions in equipment PI968-Section PI968-Section II PI968-Section IIII PI968-Section PI968-Section IB PI968-Section IB IB with equipment PI969-Section PI969-Section II PI969-Section IIII PI970-Section PI970-Section II PI970-Section IIII Li-metal Li-metal cells/batteries cells/batteries Li-metal Description Standalone Li-metal cells/batteries Wcel ≤ 1 g Wcells/batteries cel ≤ 1 g Li-metal Li-metal Wcel ≤ cells/batteries 1ing equipment contained ininequipment equipment Aggregate Description Description lithium Wcel ≤ 0.3 g or Wcel Standalone andLi-metal > 0.3 gStandaloneW cells/batteries Li-metal cells/batteries bat > 0.3 g and packed packedpacked with withequipment equipment with equipment cells/batteries Li-metal contained cells/batteries contained or or or content (W) Wbat ≤ 0.3 g Wcel ≤ 1g Wbat ≤ 2 g Aggregate Aggregate lithiumWcel ≤ 0.3 lithiumlithium Aggregate WWcel ≤≤0.3 gcelor 0.3ggor or Wcel > 0.3g WWcelcel >>0.3g and 0.3gand and Wbat Wbat > 0.3 W >0.3 gbat>and0.3ggandand WgWcelcel≤≤≤112ggg Wcel ≤ 1W bat Wcel ≤ 1W WgW cel≤≤11gg cel bat ≤ 2 g Wcel ≤ 1W gWcelcel≤≤11gg Wbat ≤2g or oror or oror or oror content contentcontent (W) (W) (W) Wbat ≤ 0.3 W gbat≤≤0.3 Wbat 0.3gg Wcel ≤ 1g W Wcelcel≤≤1g1g Wbat ≤ 2W W gbatbat≤≤22gg Wbat ≤ 2WNW bat≤≤ gbat bat >222gg WThose bat ≤ 2W W necessary bat≤≤22gg gbat to Nbat ≤ Wbat2 ≤ 2WWgbatbat≤≤22gg Nbat > 2 Number (N) of cells or No limit Ncel ≤ 8 Nbat ≤ 2 Nbat > 2NNbator bat>>22 power Those Those necessary Those the necessary equipment to power necessary totopower power Nbat ≤ 2NNbatbat or≤≤22 or Nbat> 2 NNbat >>22 bat batteries per package Number Number (N)of (N) of cells Number (N) ofcells or cellsoror No limitNoNolimit limit Ncel ≤ 8 NNcelcel≤≤88 Nbat ≤ 2NNbatbat≤≤22 or Ncel oror>8 and theequipment the equipment the 2 spares equipment and 2 andand22 or Ncel or or≤ 4 or Ncel or or> 4 batteries batteries perpackage per package batteries per package Maximum net quantity CAO: 2.5 kg; CAO: N/A; CAO: N/A; NcelCAO: >>88kg; > 8 NNcelcel 2.5 sparesCAO: spares spares 5 kg 4NNcelcel≤≤544kg Ncel ≤CAO: 4NNcelcel>5>4kg Ncel >CAO: 4 Maximum per package Maximum net Maximum net Forbidden net PAX: CAO:2.5 CAO: 2.5CAO: kg; 2.5kg; kg; PAX: CAO: CAO:N/A; N/A; CAO: Forbidden N/A; CAO:PAX: N/A;CAO:N/A; CAO: Forbidden N/A; CAO:PAX: CAO: 2.5 kg; CAO: 2.5kg; 2.5 Forbidden kg; CAO: 5CAO: CAO: kg 555kg PAX: kg kg CAO: 5CAO:CAO:555kg kg PAX: kg kg CAO: 5PAX: CAO: kg 555kg CAO: kg kg quantityquantity perpackage per package quantity per package PAX:Forbidden PAX: Forbidden PAX: Forbidden PAX:Forbidden PAX: Forbidden PAX: Forbidden PAX:Forbidden PAX: Forbidden PAX: Forbidden PAX: Forbidden PAX:Forbidden PAX: Forbidden PAX: 5PAX: PAX:55kg kg kg PAX: 5PAX:PAX:55kg kg kg PAX: 5PAX: PAX:55kg kg kg Packing First,First, Li-metal cells First, Li-metal First, and Li-metal cells Li-metal and batteries cells batteries cells and must must be andbatteries batteries placed must bemust placed be inininner beplaced placed inner inin packaging inner packaging inner thatthat packaging packaging completely that completely that completely encloses encloses completely the cellthe encloses encloses or the cell thebattery, cell or cellor battery, orbattery, battery, cells and cells cells cells and and batteries and batteries batteries must batteries must bemust must beagainst beprotected protected be protected protected against short against against short short shortcircuits circuits (only circuits (only circuits for for (only batteries forbatteries batteries (only for ororbatteries batteries or batteries packedpacked orbatteries batteries packed with packed with equipment); withequipment); equipment); with equipment); Packing Packing Packing Second, equipment must Second, Second, equipment Second, mustbebemust equipment equipment secured must secured