Maersk tightens containerised vehicle bookings on new IMDG battery UN numbers

Lithium-ion battery-powered vehicles must now be declared as dangerous goods on Maersk bookings, after the carrier rolled out updated acceptance requirements tied to new UN numbers introduced under IMDG Code Amendment 42-24.

The change matters immediately for anyone moving cars, motorbikes, e-bikes, e-scooters, boats, forklifts, golf carts or aircraft in containers. Whether a unit counts as dangerous goods now depends on two things: its power source and its condition at handover.

What do shippers have to book differently?

Maersk has split vehicle bookings into three commodity codes based on condition:

• 004607 — new vehicle, dangerous or non-dangerous goods
• 004608 — used vehicle, dangerous or non-dangerous goods
• 004609 — damaged vehicle, dangerous or non-dangerous goods

Any vehicle with unrepaired collision, structural, undercarriage or other material damage goes under 004609. No exceptions. Damaged electric vehicles may face an additional assessment before Maersk accepts them at all.

That's a hard commercial edge for exporters of used and salvage units. Book the wrong code and the box gets rejected or held, with the costs landing on the shipper's invoice.

Which vehicles are dangerous goods now?

The classification table follows the propulsion system:

• Petrol, diesel or gas powered — UN 3166, Class 9
• Hybrid, including plug-in hybrid — UN 3166, Class 9
• Fuel cell powered — UN 3166, Class 9
• Lithium-ion battery powered — UN 3556, Class 9 — must be declared as dangerous goods
• Lithium metal battery powered — UN 3557, Class 9 — must be declared as dangerous goods
• Sodium-ion battery powered — UN 3558, Class 9
• Other battery types, including lead-acid — UN 3171, Class 9

Everything except lithium-ion and lithium metal units can still move as non-dangerous goods, but only if every condition under Special Provision 961 of the IMDG Code is met. That includes an empty fuel tank as defined by the Code. Miss one condition and the vehicle is DG, full stop.

A bigger shift is coming. IMDG Amendment 43-26 will strip the current exemption from hybrid vehicles, forcing them into dangerous goods declarations. Shippers can apply the amendment voluntarily from January 2027; it becomes mandatory in January 2028. Forwarders running hybrid export programmes have roughly a year to rework their documentation flows.

What won't Maersk take at all?

The exclusion list is short and blunt. The carrier will not accept vehicles with:

• damaged or defective batteries
• flood or water damage
• signs or smells of leakage

Loose or spare batteries cannot be packed with a vehicle, though batteries installed in the vehicle are fine. Vehicles are banned from both active and non-operating reefer containers. And no vehicle may rest directly on, or stay in contact with, another vehicle inside the box.

What are the loading rules?

Preparation requirements are detailed. The starter or auxiliary battery — normally the 12-volt unit — must be disconnected, with terminals and cable ends insulated against short circuits. Vehicles must be switched off and disconnected from any charger. Climate control, camping, security and other systems must be deactivated.

Personal effects are out. No cargo may be carried inside, on or attached to a vehicle, and Maersk will treat goods found inside as undeclared cargo — a designation that carries penalty exposure. Only manufacturer-standard equipment such as the spare wheel, jack and tool kit may remain.

Securing is the shipper's job, in line with the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units. On energy levels, Maersk recommends battery-electric and plug-in hybrid vehicles travel with a state of charge of no more than 30%. Vehicles declared as dangerous goods should carry only enough fuel to enter and leave the container.

What happens at the terminal?

Placarding is the grey area. Maersk recommends dangerous goods placards on all four sides of containers carrying vehicles, because current requirements vary between ports. The next IMDG amendment is expected to formalise a placarding rule, which would end the port-by-port inconsistency that has caught shippers out.

The enforcement message is unambiguous. Non-compliant bookings or containers may be rejected or held, with any resulting expenses charged to the shipper. For BCOs and forwarders moving battery-electric stock on Maersk services, the practical play is a documentation audit now: correct commodity code, correct UN number, SP961 conditions evidenced where claimed, and a booking profile that assumes hybrids lose their exemption when Amendment 43-26 takes effect in January 2028.