Importing Lithium Batteries into Australia: The Essential Guide

Your supplier has quoted a great price on 500 lithium battery packs, the samples tested well, and the factory says shipping is “no problem”. Then the first forwarder you ask won’t take the booking, the second wants a dangerous goods declaration you have never heard of, and the third asks what state of charge the cells will travel at.

So why does a product sold in every hardware store turn into one of the hardest things to ship?

Because importing lithium batteries into Australia is really three jobs at once. You have to get the batteries moved legally as dangerous goods, cleared through Australian customs with the right tariff classification, and then sold in a way that meets Australian product safety rules, some of which now differ from state to state. Miss any one of those and the shipment stalls at origin, gets held on arrival, or becomes stock you cannot legally sell.

This guide walks you through all three in plain language. By the end, you will know which UN number your batteries fall under, what air and sea carriers need from you, how duty and GST work, which product rules apply to e-bike, home and coin batteries, and what to have ready before you ask for a quote.

Key takeaways

• Lithium batteries are Class 9 dangerous goods for transport. How they are packed decides the UN number: UN3480 or UN3090 for batteries on their own, UN3481 or UN3091 when packed with or contained in equipment.
• Loose lithium-ion batteries cannot fly on passenger aircraft and must travel at no more than 30% state of charge by air. From 1 January 2026 the 30% limit also applies to lithium-ion batteries packed with equipment.
• Sea freight is still dangerous goods freight. It runs under the IMDG Code, which Australia applies through AMSA’s Marine Order 41.
• Customs treats batteries like any other import: a correct tariff classification sets the duty, and GST applies on top of the landed value.
• The rules don’t stop at the border. NSW now requires certification of e-bike and e-scooter batteries, button and coin batteries have mandatory national standards, and home batteries must be on the CEC approved list to attract government support.
• Used and waste batteries are a separate category that can need a hazardous waste permit before they ship.

What does importing lithium batteries into Australia involve?

Quick answer: Importing lithium batteries into Australia means meeting three sets of rules. In transit, the batteries are Class 9 dangerous goods under the IATA Dangerous Goods Regulations (air) or the IMDG Code (sea). At the border, they need an import declaration with a correct tariff classification so duty and GST can be assessed. After clearance, they must meet Australian product safety law before they are sold.

There is no special federal import licence for new lithium batteries. That surprises a lot of first-time importers, and it is also why so many get caught out. The controls sit in other places: with the airline or shipping line that decides whether to accept the cargo, with the Australian Border Force (ABF) and its tariff, and with the product safety regulators who police what reaches shelves.

The table below shows who is involved at each stage.

If you already ship general cargo, the biggest change is the first two rows. If you are new to importing, it is worth reading our wider guide to shipping dangerous goods to Australia alongside this one.

Start here: which type of lithium battery are you importing?

Almost every rule in this guide flows from one question: how are the batteries packed when they travel? Carriers, regulators and customs brokers all start there, so it pays to answer it before you book anything.

Two terms trip people up here.

Lithium-ion versus lithium metal. Lithium-ion batteries are rechargeable; they power phones, e-bikes and home storage. Lithium metal batteries are usually single-use, such as the CR2032 coin cell in a car key or a smoke alarm. They have different UN numbers and different limits, so the label on the cell matters.

Power banks are batteries, not equipment. A power bank shipped on its own is classified as a lithium-ion battery under UN3480, not as an electronic device. That single point catches out a lot of e-commerce sellers.

Sodium-ion batteries have their own UN entries too (UN3551 on their own, UN3552 in or with equipment). If your supplier is offering “sodium” cells as an alternative, they are still dangerous goods for transport.

Why the configuration matters so much

The configuration decides which IATA packing instruction applies, whether the shipment can go on a passenger aircraft, whether it is “fully regulated” or qualifies for lighter Section II treatment, and what paperwork the carrier needs. It also feeds into tariff classification, because a battery imported on its own is classified as a battery, while one installed in a speaker is generally classified with the speaker. Get the configuration wrong and everything downstream is wrong with it. If your batteries arrive installed in finished devices, our guide to importing electronics to Australia covers the electrical safety and RCM rules for the devices themselves.

Why lithium batteries are classed as dangerous goods

A lithium battery stores a lot of energy in a small space. If it is damaged, short-circuited, overcharged or badly made, it can overheat in a chain reaction known as thermal runaway, which can lead to fire, explosion or toxic gas. Those fires are hard to put out and can reignite.

That risk is real on the ground too. According to the ACCC’s lithium-ion batteries guide, product safety reports to the ACCC about lithium-ion batteries and products containing them rose by almost 600% between 2020 and 2025. In an aircraft hold or a container stack, there is no easy way to fight that kind of fire, which is why the transport rules are strict and why carriers enforce them hard.

All lithium batteries are therefore Class 9 (miscellaneous) dangerous goods for transport. What changes from shipment to shipment is how heavily regulated the particular consignment is.

Air freight rules for lithium batteries

Air is where the rules are tightest. The airline industry follows the IATA Dangerous Goods Regulations, which mirror the ICAO Technical Instructions and are updated every year. In Australia, CASA regulates the consignment and carriage of dangerous goods by air under Part 92 of the Civil Aviation Safety Regulations, including training requirements for people who prepare dangerous goods for air.

The most useful single reference for importers is IATA’s own Lithium Battery Guidance Document, which summarises the current edition. Here is what it means in practice.

What this means for you: if you are importing loose battery packs, power banks or spare cells by air, you are shipping one of the most restricted categories in air cargo. Expect fewer carrier options, more checks at origin, and a booking that can be rejected for a single labelling error. Many importers decide that sea freight is the better fit for battery stock, and keep air for samples or urgent replenishment.

What “watt-hours” means and how to work it out

Carriers ask for watt-hours (Wh) because it measures how much energy the battery holds. If the label doesn’t show it, you can work it out:

Wh = nominal voltage (V) × rated capacity (Ah)

For example, a 36 V e-bike pack rated at 10 Ah is 360 Wh, which is far over the 100 Wh Section II line, so it is fully regulated. A 3.7 V phone battery rated at 3 Ah (3,000 mAh) is about 11 Wh. Always use the manufacturer’s rated figures, not a seller’s marketing claim.

Sea freight rules for lithium batteries

Sea freight is usually the more practical route for battery stock, but it is not a way around the rules. Lithium batteries remain Class 9 dangerous goods under the International Maritime Dangerous Goods (IMDG) Code. In Australia, AMSA applies that code through Marine Order 41 (Carriage of dangerous goods), which covers dangerous goods in packaged form and the notice required before they are shipped.

In practice, a lithium battery sea shipment needs:

• Correct classification and UN number, using the same configuration logic as air.
• UN-specification packaging where the shipment is fully regulated, with the right marks and Class 9 labels.
• A dangerous goods declaration to the shipping line, which must accept the cargo before it is loaded.
• A container packing certificate confirming the container was packed and secured in line with the dangerous goods rules.
• Correct segregation and stowage, which the carrier controls once the booking is accepted.

The IMDG Code has its own provisions for smaller cells and batteries, and they don’t line up exactly with IATA’s Section II thresholds. Don’t assume that because a shipment qualified for lighter treatment by air, it will be treated the same way by sea. Your forwarder confirms the provision that applies.

A few points that matter more by sea:

• Not every shipping line or service accepts every battery booking. Acceptance depends on the carrier, the route and the transhipment ports. That can affect your choice of service.
• Full container or shared container. In a shared (LCL) container, your batteries share space with other people’s cargo, and some consolidators restrict dangerous goods. A full container (FCL) gives you more control. Our guide to LCL vs FCL shipping to Australia explains the trade-off.
• Large energy storage systems built into a container are shipped under their own entry, UN3536, with specific securing requirements.

For a broader comparison of the two modes, see our guide to air freight vs sea freight.

Courier and postal imports

Courier companies and postal services set their own acceptance rules for lithium batteries, often stricter than the base regulations. Many will not accept loose lithium batteries at all, and some only accept batteries installed in equipment within tight limits. If your supplier plans to send stock by express courier, check the courier’s own lithium battery policy before the goods leave, not after they are returned to the factory.

For e-commerce sellers bringing in mixed consignments, it is worth planning the battery products separately from the rest of the range. Our e-commerce logistics team can talk through how to split the flow.

Customs clearance: tariff classification, duty and GST

When you are importing lithium batteries into Australia, the customs side works like any other commercial import. The ABF’s import declaration guidance explains that importers, or licensed customs brokers acting for them, lodge a declaration to clear goods into home consumption, and that most goods valued at AUD 1,000 or less have no duty, taxes or charges to pay. Above that line, a full import declaration is needed.

Tariff classification decides the duty

The Australian Customs Tariff, Chapter 85, separates rechargeable batteries (accumulators) from single-use ones (primary cells). The general rates the ABF lists for the main lithium lines are below; check the live tariff before you rely on them.

Three things can change what you actually pay:

• Free trade agreements. Goods that meet the rules of origin under an agreement such as the China–Australia FTA may attract a preferential rate, provided you hold valid proof of origin.
• Tariff Concession Orders (TCOs). The Tariff Concession System offers duty concessions where there are no known Australian manufacturers of substitutable goods. Some TCOs exist for specific lithium-ion battery packs, so check whether one matches your exact goods.
• Batteries inside equipment. A battery installed in a product is generally classified with the product, not under 8507, so the duty follows the product’s classification.

Classification is where many disputes start. Our HS code and tariff classification guide explains how it works, and understanding duty calculation shows how the duty figure is built.

How GST is worked out

GST applies to most imported goods, including lithium batteries. According to the ATO’s guidance on GST and imported goods, GST is 10% of the value of the taxable importation, which is the sum of:

• the customs value of the goods
• any customs duty payable
• the cost of transporting the goods to Australia
• the insurance for that transport.

GST is generally paid before the goods are released. If you are registered for GST and eligible for the deferred GST scheme, you can defer payment to your first activity statement after import, and registered businesses can usually claim the GST back as a credit when the goods are imported for a creditable purpose.

Australian product safety rules for lithium batteries

Clearing customs doesn’t mean the batteries are ready to sell. Product safety is the part competitors’ freight guides tend to skip, and it is where requirements have changed the most.

There is no single national standard yet

The ACCC states plainly on its lithium-ion batteries guide that there isn’t a mandatory safety standard for lithium-ion batteries or products containing them, and that it is reviewing e-bikes, e-scooters and other e-micromobility devices with a view to regulation. That doesn’t leave importers free of obligations. Under the Australian Consumer Law, goods must be of acceptable quality, which the ACCC notes includes being safe, durable and free from defects. If you import and sell, you are the supplier the law looks to, not the overseas factory.

NSW: e-bike and e-scooter batteries must be certified

New South Wales has gone further. According to NSW Fair Trading’s rules for supplying e-micromobility products, e-bikes, e-scooters and similar devices, together with their lithium-ion batteries and chargers, are declared electrical articles under the Gas and Electricity (Consumer Safety) Act 2017. In NSW:

• products must comply with the safety standards set out in the NSW Government Gazette
• the battery, the charger and the vehicle each need their own Certificate of Approval and safety approval mark
• testing must be done by an accredited laboratory, such as one accredited by NATA or a recognised international body
• the approval mark must be on the product itself, and shown on every online listing
• swapping in a different battery or charger creates a new, uncertified model.

If you are importing e-bike batteries, replacement packs or complete e-bikes for sale anywhere in Australia, assume NSW buyers and retailers will ask for certification, and ask your supplier for the test reports before you place the order. State rules can change, so check the requirements in every state where you sell.

Button and coin batteries have mandatory standards

Lithium coin cells, such as the CR2032, are covered by the ACCC’s four mandatory safety and information standards for button and coin batteries. They apply to the batteries themselves and to consumer goods that use them, and they set rules for product design, packaging, warnings and safety information. If you import coin cells for retail sale, or any consumer product powered by them, the packaging and the battery compartment both need to comply before the goods are sold.

Home and solar batteries

Home battery systems carry their own requirements. For a solar battery to be eligible for the Cheaper Home Batteries program, the Clean Energy Regulator says it must be on the Clean Energy Council (CEC) approved battery list, comply with AS/NZS 5139:2019 and state electrical safety laws, and be installed by a Solar Accreditation Australia (SAA) accredited installer with battery endorsement.

That has a direct consequence for importers: a home battery model that is not on the CEC approved list is much harder to sell to Australian households, however compliant the shipment was. Check the listing for the exact model before you commit to stock.

Importing used, second-hand or waste lithium batteries

Used batteries are a different category altogether. Australia regulates the import, export and transit of hazardous waste under the Hazardous Waste (Regulation of Exports and Imports) Act 1989, which gives effect to the Basel Convention. The DCCEEW guidance on e-waste says to presume e-waste is hazardous unless you can prove it has no hazardous components or characteristics.

If what you are importing is end-of-life batteries, scrap packs or battery-containing equipment heading for recycling, you may need a hazardous waste import permit before the goods leave origin. The department lists processing timeframes of 40 days for recovery shipments to or from OECD countries and 60 days for others, and those can be extended. Talk to DCCEEW early if there is any doubt about whether your goods are “waste”.

From a transport point of view, damaged, defective or recalled batteries are handled under separate, much stricter provisions, and many carriers will not accept them at all.

Documents checklist for importing lithium batteries

If you are importing lithium batteries into Australia for the first time, use this list before you book. Missing documents are one of the most common reasons battery shipments stall, and our guide to document errors that cause customs delays covers the wider picture.

How to import lithium batteries into Australia, step by step

1. Identify the battery and its configuration. Confirm lithium-ion or lithium metal, the Wh rating, and whether the batteries ship on their own, packed with equipment or installed in it.
2. Collect the technical documents first. Get the UN38.3 test summary, SDS and specification sheet before you pay a deposit. A supplier who can’t produce them is a supplier to walk away from.
3. Check the product rules for where you will sell. NSW certification for e-micromobility batteries, button battery standards for coin cells, CEC listing for home batteries.
4. Choose the mode. Decide between air and sea based on the configuration, urgency and carrier acceptance. Loose batteries by air mean cargo aircraft only.
5. Agree the Incoterm. Make it clear who is responsible for dangerous goods packing and declarations at origin. Our explainer on Incoterms shows how responsibility shifts.
6. Book with a forwarder that handles battery cargo. Declare the goods as lithium batteries at the quote stage, not at booking.
7. Make sure packing, marking and state of charge are right at origin. Most rejections happen here, before the goods move.
8. Arrange cover. Standard policies may exclude or limit dangerous goods, so read our guide to freight insurance and confirm cover in writing.
9. Lodge the import declaration. Classify correctly, claim any FTA preference or TCO you are entitled to, and pay or defer GST.
10. Store and deliver safely. Use a facility that accepts lithium battery stock, and plan onward transport, which is also regulated for dangerous goods.

What drives the landed cost of imported lithium batteries

Lithium battery freight is priced per shipment, and the dangerous goods element adds costs that general cargo doesn’t carry. Rather than a rate that will be out of date next quarter, here is what actually moves the figure.

The only accurate figure is a shipment-specific quote based on your battery type, Wh rating, quantity, origin and destination.

What decides how long it takes

The same logic applies to timing. Importing lithium batteries into Australia usually takes longer to arrange than general cargo, mostly because of what has to happen before the goods move.

• Document readiness. Waiting on a UN38.3 summary or SDS from the factory is the most common early delay.
• Carrier acceptance. Dangerous goods bookings must be approved by the airline or shipping line, and cargo-aircraft-only space is limited.
• Origin checks. Packaging, marking or state-of-charge problems found at origin send the shipment back to the packer.
• Routing. Direct services versus transhipment, and whether transhipment ports accept the cargo.
• Customs and any intervention on arrival. Classification queries, valuation questions or an inspection add time. See our guide to the customs inspection process in Australia.
• Permits. A hazardous waste permit for used batteries has its own processing timeframe, which must be finished before shipping.

Worked example: e-bike battery packs from Shenzhen to Sydney

This is a hypothetical example to show the process. It is not a real shipment or customer.

A Sydney retailer wants to import 400 replacement e-bike battery packs from a factory in Shenzhen. Each pack is rated 36 V and 13 Ah.

Step 1: classify. 36 V × 13 Ah = 468 Wh per pack. The packs ship on their own, so they are lithium-ion batteries under UN3480, and at 468 Wh they are well over the 100 Wh Section II limit. That makes them fully regulated Class 9 dangerous goods.

Step 2: choose the mode. By air, UN3480 is cargo aircraft only and must travel at no more than 30% state of charge. For a full order of stock that isn’t urgent, the retailer chooses sea freight and books a full container with a carrier that accepts the cargo.

Step 3: documents. Before paying the deposit, the retailer obtains the UN38.3 test summary, the SDS and the specification sheet. The origin agent prepares the dangerous goods declaration and the container is packed and certified by the packer.

Step 4: product compliance. Because the packs will be sold in NSW, the retailer confirms that each pack model holds a NSW Certificate of Approval and carries the safety approval mark, and that the listed e-bikes they fit are approved with that battery.

Step 5: clearance. The packs are classified as lithium-ion accumulators under 8507.60.00. The customs broker checks whether the goods qualify for a preferential rate under the China–Australia FTA with valid proof of origin, and whether a TCO covers the exact product. GST is calculated on the value of the taxable importation, and the retailer defers it under the deferred GST scheme.

Step 6: delivery. The container is delivered to a warehouse that accepts lithium battery stock, and the packs are stored away from exits and heat sources in line with the supplier’s SDS.

What changes the outcome? A different Wh rating, a decision to fly samples ahead, or packs that lack NSW certification would each change the cost, the timing and whether the stock can be sold at all. If you are clearing through Sydney, our customs clearance team in Sydney handles this kind of entry.

Common mistakes when importing lithium batteries into Australia

• Calling the goods “electronics” or “accessories”. Undeclared dangerous goods are a serious breach and a real safety risk. Always declare lithium batteries as what they are.
• Treating power banks as devices. On their own they are batteries under UN3480.
• Assuming sea freight has no dangerous goods rules. It does, under the IMDG Code and Marine Order 41.
• Shipping at full charge by air. The 30% state-of-charge limit applies to batteries on their own and, since 1 January 2026, to lithium-ion batteries packed with equipment.
• Paying before seeing the UN38.3 summary. No test summary often means no carrier will accept the shipment.
• Changing the battery supplier mid-order. A new cell or pack design needs its own UN38.3 testing, and in NSW a different battery creates a new e-micromobility model needing certification.
• Ignoring state product rules. A shipment can clear customs and still be unsaleable in NSW.
• Treating used batteries as normal cargo. End-of-life batteries can be hazardous waste needing a permit.
• Leaving the classification to a guess. A battery shipped alone and a battery inside a device are classified differently, and the duty follows.

For a wider list, see our guide to common freight shipping mistakes by importers.

When a customs broker and freight forwarder make the difference

You can lodge your own import declaration, but lithium batteries are a product where one wrong entry has consequences in several places at once. A licensed customs broker works out the tariff classification, checks FTA and TCO eligibility, calculates duty and GST, and lodges the declaration. A freight forwarder arranges carrier acceptance, checks that the packaging and paperwork at origin will pass, and books the right air or sea service.

Omega Cargo’s team of licensed customs brokers handles customs and quarantine clearance at Australian ports, and our freight team arranges air freight and sea freight into Australia. If your batteries need storing once they land, talk to us about warehousing and logistics. Tell us at the start that the shipment is lithium batteries, and have the UN38.3 summary, SDS and specification sheet ready, so the quote reflects the real requirements.

Frequently asked questions

Can I ship lithium batteries to Australia?

Yes. Lithium batteries can be shipped to Australia by air or sea, but they travel as Class 9 dangerous goods. That means correct classification, packaging, marking and documents, and a carrier that accepts the booking. Lithium-ion batteries shipped on their own can’t go on passenger aircraft, so they must fly on cargo aircraft or travel by sea.

Do I need a licence to import lithium batteries into Australia?

No federal import licence is needed for new lithium batteries. You do need to meet dangerous goods transport rules, lodge an import declaration for goods valued over AUD 1,000, and meet product safety rules before you sell. Used or waste batteries are different and may need a hazardous waste permit from DCCEEW.

What is the import duty on lithium batteries in Australia?

The ABF tariff shows a general rate of 5% for lithium-ion accumulators under 8507.60.00 and free for lithium primary cells under 8506.50.00. A free trade agreement or a Tariff Concession Order may reduce the duty for eligible goods. Batteries installed in a product follow the product’s classification. Confirm the current rate before you rely on it.

Do I pay GST on imported lithium batteries?

Yes, in most cases. GST is 10% of the value of the taxable importation, which includes the customs value, any duty, and the cost of freight and insurance to Australia. GST-registered importers can usually claim it back as a credit, and eligible businesses can defer payment under the deferred GST scheme.

Is a power bank UN3480 or UN3481?

A power bank shipped on its own is a lithium-ion battery under UN3480, not a piece of equipment. That means it is forbidden on passenger aircraft as cargo and must be shipped at no more than 30% state of charge by air. Power banks are one of the most commonly misdeclared battery products.

Can I send lithium batteries to Australia by sea freight?

Yes, and for volume stock it is often the more practical choice. Sea freight still treats lithium batteries as dangerous goods under the IMDG Code, which AMSA applies through Marine Order 41. You need a dangerous goods declaration, correct packaging and marking, and a shipping line that accepts the cargo.

What is the 30% state of charge rule?

Under the IATA Dangerous Goods Regulations, lithium-ion batteries shipped on their own by air must be at no more than 30% of rated capacity. From 1 January 2026, the limit also applies to lithium-ion batteries packed with equipment. For batteries installed in equipment, a reduced charge is recommended rather than required.

Do I need a UN38.3 test summary?

Yes. Every lithium cell and battery design must pass the UN38.3 transport tests, and the manufacturer or distributor must make the test summary available on request. In practice, forwarders and carriers ask for it before accepting a booking, so get it from your supplier before you pay a deposit.

Do lithium batteries have to be shipped in a box?

Yes. Lithium batteries must be packed so they can’t short-circuit, move or be damaged, usually in strong outer packaging. Fully regulated shipments need UN-specification packaging with the correct marks and Class 9 labels, while smaller Section II shipments carry the lithium battery mark. Your forwarder confirms the exact packing instruction.

What is the Australian standard for lithium batteries?

There is no single mandatory national safety standard for lithium-ion batteries, according to the ACCC. Specific rules apply to specific products: NSW requires certification of e-bike and e-scooter batteries, button and coin batteries have mandatory national standards, and home batteries need CEC listing and AS/NZS 5139 compliance to qualify for government support.

Can I import used lithium batteries into Australia?

Possibly, but used, scrap or end-of-life batteries may be hazardous waste under the Hazardous Waste (Regulation of Exports and Imports) Act 1989. If they are, you need a DCCEEW permit before they ship. Damaged or defective batteries also face much stricter transport rules, and many carriers refuse them.

How much does it cost to ship lithium batteries to Australia?

It is quoted per shipment. The battery configuration, Wh rating, whether the shipment is Section I or Section II, the mode, carrier acceptance, packaging, duty, GST and insurance together decide what you pay. Batteries shipped on their own by air usually cost the most to move because of cargo-aircraft-only capacity.

Ready to import lithium batteries without the surprises?

Importing lithium batteries into Australia rewards importers who plan. Classify them correctly, collect the test documents before you pay, choose a mode your carrier will accept, and check the product rules for every state where you sell. Do that, and a battery shipment is just another import.

If you would like a hand, send us the battery type, Wh rating, quantity, origin and destination, plus your UN38.3 summary and SDS. Our licensed customs brokers and freight team will look at the classification, the right air or sea option and what to expect at clearance, then come back with a quote built on your actual shipment.

Request a shipment-specific quote