USPS Mailing Standards For Lithium Batteries

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This article includes updates effective March 12,

Shipping Regulations
When shipping lithium batteries, it is essential for businesses to comply with the U.S. Department of Transportation (DOT) standards and the guidelines from the Pipeline and Hazardous Materials Safety Administration (PHMSA). These regulations are designed to ensure that shipments containing lithium batteries and cells are transported safely. Non-compliance can lead to fines for shippers.

Fortunately, USPS shipping regulations are consistent with the DOT and PHMSA requirements. Therefore, adhering to USPS standards will keep your shipments compliant.

USPS Standards for Domestic Shipments Containing Lithium Batteries

• Each cell must not contain more than 1 gram of lithium.
• Each battery must not exceed 2 grams of lithium.
• All packages must display a complete return address.
• Non-installed batteries must bear a DOT-approved lithium battery mark (UN).

Standards for Shipping Installed Batteries

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• Installed batteries must be protected against short circuits.
• Devices containing batteries must have safeguards to prevent accidental activation.
• Packaging for equipment must provide cushioning.

Shipping Lithium Batteries to International Destinations?

When shipping internationally, lithium batteries can only be included if they are installed in the equipment they power. Carriers are prohibited from shipping solitary lithium batteries or cells to international locations; they must be incorporated within a product. Furthermore, no markings or documentation can be presented on international mailpieces. This regulation applies to all international destinations as well as APO/FPO/DPO locations.

For more detailed information regarding the U.S. Postal Service’s lithium battery mailing standards, visit the USPS.com website.

Knowing that I am safe from clipper-wielding terrorists...as my aircraft descends.

Less spare fuel can mean 'nightmare' flight
By Thomas Frank, USA TODAY
Rich Szulewski found himself in an airplane circling Memphis International Airport on April 10 when the captain delivered frustrating news: The plane was low on fuel and required a diversion to Little Rock to refuel before heading to Memphis. Upon arrival in Little Rock, the time spent in flight restricted the pilots from continuing until the morning, leading Szulewski to rent a car and drive two hours to reach Memphis by 3:30 a.m.
"It was a nightmare," Szulewski said.
Every year, countless passengers face late arrivals, missed connections, and prolonged waits due to flight diversions caused by various factors including bad weather and mechanical issues. Planes running low on fuel cannot remain in a holding pattern over an airport awaiting weather changes or congestion to clear.

Many pilots indicate that they are making more fuel stops than before.

A December report submitted to NASA highlighted an airline captain’s frustrations over several recent diversions due to inadequate fuel for potential delays. The captain attributed the diversion incident to “an unrealistic fueling policy” of the airline, which he stated was compounded by the congestion in the airspace system that increased the need for additional fuel.

Concerns about fuel levels can jitter passengers, as noted by Melanie Marken, whose Pittsburgh-to-Denver flight experienced a diversion to Cheyenne, Wyoming. "It’s disconcerting to hear the pilot stating we lack enough fuel to maintain a holding pattern," Marken expressed.

Nevertheless, pilots and airlines ensure that aircraft are always loaded with enough fuel to reach their destination while allowing for a 45-minute holding period, as mandated by the FAA. “It’s not a safety issue, rather a convenience concern,” stated Karl Schricker of the Allied Pilots Association, which represents American Airlines pilots.

Dispatchers emphasize that flight captains must approve the fuel plan devised based on multiple factors including distance, aircraft weight, weather conditions, and possible delays. "If the captain disagrees, the flight is grounded," remarked Ted Christie from the Airline Dispatchers Federation.

However, several captains have reported instances where dispatchers have challenged their requests for additional fuel. Airlines are increasingly prioritizing fuel conservation, leading dispatchers to reduce the amount of “hold” fuel included in congested airport flights, adjusting from one hour to half an hour as the need for circling has diminished.

As soaring oil prices have pressured airlines, Capt. Mary McMillan of the Air Line Pilots Association commended measures to optimize fuel loads, stating, "There is a greater focus on efficiency now compared to the past when fueling was an afterthought." With reduced leftover fuel upon landing, pilots are adapting to establish a new comfort zone regarding fuel management.

The aviation industry traditionally aims for fuel conservation, yet it was not a significant concern when oil prices were contained. However, with oil now exceeding $125 per barrel, airlines are compelled to minimize onboard weight, especially when pilots seek additional fuel. "The carriers are asking for justification when pilots require more fuel than allocated,” said David Castelveter from the Air Transport Association.