(Please give us the latest update on any new development on lithium battery regulations.)
Q.
In one of the FAQs dated 30 April 2015, there was an article explaining the development of regulations concerning Lithium battery shipments discussed at the March 2015 IATA World Cargo Symposium held at Shanghai. Has there been any new developments since then?  (01 Jun 15)
A.
ICAO Dangerous Goods Panel (DGP) Working Group (WG) meeting was held from 27 April to May 1, 2015 in Montreal, Canada. Lithium battery regulations consumed a majority of the discussion. A primary decision involved an agreement to establish a Task Group of experts to develop enhanced packaging standards for the transport of lithium batteries. The Task Group was given the duty to present a solution to the ICAO DGP WG in October 2015. A number of recommendations were developed to address mitigating measures that could be implemented to reduce the risk of a fire involving bulk quantities of lithium cells/batteries (UN 3090 and UN 3480) that may exceed the fire suppression capability of the aircraft and could lead to a catastrophic incident. Concern by pilots and aircraft manufacturers that existing standards are not sufficient to contain a lithium battery fire and prevent catastrophic incidents have resulted in the ICAO DGP considering at least 14 recommendations to mitigate risk. A few of the major recommendations adopted are as follows:

Recommendation 2/14 - Performance based provision to limit the probability of propagation of thermal runaway between cells. That a performance based provision be developed that would limit the probability of propagation of thermal runaway between cells to an acceptable level of risk.
Recommendation 3/14 - State of change level of all cells. That all lithium-ion cells for shipment be limited to a stage of charge of no more than 30% as an interim means to reduce the probability of propagation of thermal runaway between cells.
Recommendation 8/14 - Performance based packaging of lithium batteries. That further research and testing be completed as soon as possible on packagings for lithium batteries, that may include the use of cooling agents such as gel packs as a means to add additional protective layers to mitigate the risks associated with the carriage of lithium batteries.

Solutions are to be reported to the ICAO DGP meeting scheduled for October 12 - 23, 2015. If approved, these standards could be included in the 2017-2018 edition of the ICAO Technical Instructions on the Safe Transport of Dangerous Goods by Air (ICAO TI).

A working paper was submitted by the International Coordination Council of the Aerospace Industry Association (ICC AIA having Boeing and Airbus as members) and endorsed and supported by the International Federation of Air Line Pilots Association (IFALPA) addressing the risks of transporting lithium ion batteries as cargo. Both ICC AIA and IFALPA feel that the transport of Lithium batteries, at least in large quantities, cannot be undertaken by aircraft in a safe manner because current technology with respect to aircraft fire-fighting capabilities and packaging technologies utilized for lithium batteries is insufficient. These suggestions were based on the tests undertaken by the FAA’s William J Hughes Test Center in 2013 where it was proven that when lithium batteries overheat, or short-circuit, then it will produce explosive gases (mainly hydrogen gas). When the gas accumulate, it will produce high heat, ignite, causes thermal runaway and the aircraft fire suppression system is not capable to stop. ICC AIA and IFALPA both determined this risks as “unacceptable”. ICAO Safety Management Manual, ICC AIA and IFALPA demanded immediate action to mitigate the unacceptable risks posed by lithium batteries. On this basis, their joint recommendation brought forward by the working paper presented to the ICAO DGP was:

a) That appropriate packaging and shipping requirements be established to more safely ship lithium ion batteries on passenger aircraft;
b) That high density packages of lithium ion batteries and cells not be transported on passenger aircraft until safer methods of transport were established and followed, and
c) That appropriate packaging and shipping requirements be established to more safely ship lithium metal and lithium ion batteries on freighter aircraft.

A separate paper was presented by IFALPA recommending extending the restrictions proposed for the carriage of “high density packages” of lithium-ion batteries to all cargo aircraft. It was stated that while lithium ion batteries were carried on both passenger and cargo aircraft, the majority of large shipments were transported on cargo aircraft. This, combined with the fact that cargo aircraft were not required to be outfitted with cargo compartments having an active fire suppression system makes the risk to cargo aircraft even greater than to passenger aircraft.

PRBA (Portable Rechargeable Battery Association) and NEMA (National Electrical Manufacturers Association) challenged ICC AIA and IFALPA that any further restrictions will have serious ramifications on the battery industry, the manufacturers, and distributors of electronic devices as well as consumers. ICC AIA pointed out that the likelihood of a cargo fire involving lithium batteries was classified “occasional” not solely on a lithium battery causing a fire; it was based on the potential for a lithium battery to be involved in a fire, e.g. the possibility that an otherwise controllable fire not involving lithium battery turns catastrophic because of batteries present.

Another point made was that any further restrictions to the transport of batteries might have the undesired effect that such commodities increasingly may be shipped in an undeclared manner, whereas other DGP WG members disagreed with the notation that a large number of people or organizations would break the law and continue to ship batteries if they are banned;” citing data from their States indicating that the percentage of deliberate noncompliance was low.
One part of the WG called for immediate action, being of the opinion that allowing unrestricted quantities of even compliant lithium batteries in cargo compartments while knowing that a fire could exceed the capabilities of the fire protection system was an unacceptable risk. It was emphasized that the goal was not to ban the transport of lithium batteries altogether on a permanent basis but rather to find a way to transport them safely.

WG members cautioned that some terms such as “high density packages” lacked definition and need to be quantified.

Another paper brought forward by PRBA proposing exempting small lithium metal button cells when installed in “life-saving medical devices” was rejected.

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