From 1 January 2027, the 68th edition of the IATA Dangerous Goods Regulations (DGR) will introduce a series of changes affecting the international transport of dangerous goods by air. The new edition IATA DGR 2027 incorporates amendments developed through the International Civil Aviation Organization (ICAO), together with additional requirements and clarifications adopted by the IATA Dangerous Goods Board. For manufacturers, exporters, freight forwarders, warehouse operators and air cargo handlers, the annual revision is more than an administrative exercise. Even relatively small amendments can affect whether a shipment is accepted by an airline, how a product must be packaged or which information must appear on transport documentation. Companies that continue using outdated instructions risk shipment delays, unnecessary costs and potentially serious safety problems.
The 2027 edition addresses several areas of particular importance to the aviation industry, including lithium and sodium-ion batteries, passenger baggage, packing instructions, classification, markings and airline operating procedures. Some changes introduce additional restrictions, while others clarify existing requirements or accommodate new technologies entering the global supply chain. For businesses regularly shipping dangerous goods by air, understanding these developments before the new regulations become applicable will help prevent problems at airports and cargo terminals.
Lithium Batteries, Sodium-Ion technology and new dangerous goods entries
Battery technology continues to influence the development of dangerous goods regulations. Lithium-ion batteries are now found in everything from handheld electronic equipment to industrial machinery, while sodium-ion batteries are attracting increasing interest as an alternative energy storage technology.
The 2027 IATA DGR 2027 introduce additional provisions concerning batteries and their classification. One important development is Special Provision A235, which addresses hybrid batteries containing both lithium-ion and sodium-ion cells or batteries. These products require careful assessment because their construction differs from conventional battery systems covered by existing transport classifications. Special Provision A214 also provides further guidance on distinguishing battery-powered vehicles from battery-powered equipment. This distinction matters because the correct classification determines the applicable packing instructions, limitations and other transport conditions. Four new entries have been added to the Dangerous Goods List: UN 3561 for certain corrosive and toxic chlorophenols, UN 3562 for certain corrosive chlorophenols, UN 3563 for lithium-metal batteries installed in cargo transport units and UN 3564 for sodium-ion batteries installed in cargo transport units.
The amendments also affect numerous packing instructions, including those covering lithium and sodium-ion batteries. Changes to Packing Instructions 965 through 970, together with other battery-related instructions, require particular attention from companies shipping batteries separately, packed with equipment or contained in equipment.
A useful clarification concerns Section II shipments prepared under Packing Instructions 967, 970 and 978. When determining whether a package contains no more than four cells or two batteries, button cells installed in the equipment are not counted towards that limit. For companies shipping electronic products, this clarification can be relevant when deciding which marking provisions apply. However, it does not remove the obligation to meet the remaining requirements of the relevant packing instruction. Manufacturers and logistics providers should therefore review product classifications, technical specifications, packaging arrangements and shipping procedures before adopting the new edition. Battery chemistry, configuration and equipment design can all influence the correct regulatory treatment.
New Restrictions for Powerbanks and Battery-Powered Mobility Aids
One of the most noticeable changes in the IATA DGR 2027 edition concerns batteries carried by passengers and crew. The increasing use of portable electronic devices and powerbanks has created additional challenges for airlines, particularly because damaged or defective lithium batteries can overheat or enter thermal runaway.
Under the revised provisions, passengers and crew may carry no more than two powerbanks. Powerbanks containing lithium-ion batteries with a capacity exceeding 100 Wh are prohibited from being carried by passengers or crew.
The general allowance for other spare batteries is reduced from 20 to 18. Airlines may authorise more than 18 spare batteries under the applicable conditions, but they cannot increase the maximum allowance of two powerbanks.
The regulations also introduce further requirements concerning lithium-ion battery-powered wheelchairs and mobility aids. Additional operator responsibilities apply where installed batteries exceed 300 Wh per device. Changes to the provisions for spare batteries are intended to provide a clearer safety framework for transporting mobility equipment.
These requirements are primarily relevant to airlines and their passenger-handling operations, but they also illustrate the importance of correctly identifying battery-powered equipment throughout the aviation sector.
IATA has also reorganised the passenger and crew provisions into three tables, distinguishing articles requiring airline approval, articles that may be carried without such approval and prohibited articles. This arrangement should make the requirements easier to apply during passenger acceptance and operational checks.
For airlines, the amendments mean that passenger information, employee instructions and approval procedures must be reviewed. Staff must understand when an item can be accepted, when additional approval is necessary and when carriage is prohibited.
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Changes to Classification, Packaging, Markings and Documentation
Although battery-related amendments receive considerable attention, the 2027 edition introduces changes across several other dangerous goods classes.
The classification provisions for aerosols have been amended, particularly where the contents present additional hazards. Certain combinations of hazardous properties may lead to transport prohibitions, making it important for manufacturers and consignors to verify the classification of their products rather than relying exclusively on historical shipping information.
The regulations also clarify the classification of infectious substances. Additional guidance may be provided by competent governmental bodies, particularly in situations involving emerging health threats where distinguishing between UN 3373 and the higher-risk entries UN 2814 or UN 2900 is important.
Packing instructions have been updated for numerous dangerous goods. In addition to battery-related amendments, changes affect gases, infectious substances and other regulated products. Companies should examine the specific instructions applicable to the UN numbers they handle.
Marking and labelling requirements have also been clarified. The previous battery mark containing space for a telephone number has been phased out, although the presence of that older mark should not, by itself, constitute sufficient grounds for rejecting a package. Shippers are encouraged to use the current marking format.
For overpacks, IATA provides further clarification that not every individual marking appearing on the packages inside an overpack must automatically be reproduced. The applicable requirements depend on the relevant markings and information necessary for safe identification. Where both a battery mark and hazard labels other than the Class 9 battery label are required, the battery mark must be placed on the same surface as those hazard labels.
Documentation requirements have also received attention, including restructuring of part of the instructions for completing the Shipper’s Declaration for Dangerous Goods. These changes aim to improve clarity and reduce avoidable errors in shipment preparation. Freight forwarders and shipping departments should update their templates, documentation guidance and internal acceptance procedures accordingly.
Training and Preparing Employees for IATA DGR 2027
The transition to the 68th edition creates an opportunity for companies to review how dangerous goods knowledge is maintained within their organisations.
International air transport regulations require appropriate training and assessment for personnel performing functions associated with dangerous goods. The competency-based training and assessment approach, commonly known as CBTA, focuses on whether employees can perform their assigned responsibilities correctly. An employee receiving or checking cargo does not necessarily require the same specialist knowledge as someone responsible for classifying dangerous goods or preparing a Shipper’s Declaration. Nevertheless, both need sufficient knowledge to recognise hazards and understand when a shipment requires further examination. For companies preparing for 2027, a sensible starting point is to identify the dangerous goods and UN numbers regularly handled. Existing packaging instructions, marking procedures, transport documentation and employee instructions can then be checked against the revised requirements.
Training should be reviewed whenever regulatory amendments affect an employee’s duties. General awareness training supports hazard recognition, while employees performing regulated specialist functions require additional training and assessment appropriate to those functions.
Companies operating internationally should also examine applicable State and Operator Variations. These may introduce requirements beyond the general IATA provisions and can influence whether a particular dangerous goods shipment will be accepted by the chosen airline.
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Preparing for the New IATA Regulations
The IATA DGR 2027 amendments demonstrate how international air transport regulations continue to evolve alongside changes in technology, manufacturing and logistics. Battery systems, specialised industrial equipment and emerging products require careful assessment, while clearer passenger provisions and documentation requirements help airlines manage operational risks. For many businesses, the most important preparation will involve checking existing classifications, reviewing packing instructions and ensuring that employees understand the requirements applicable to their work.
The new edition becomes effective on 1 January 2027. Companies that examine the changes in advance will have more time to adjust procedures, obtain suitable packaging materials and arrange additional training where necessary. Ultimately, dangerous goods safety depends on decisions made throughout the logistics chain. From the manufacturer identifying a substance to the warehouse employee inspecting a package and the airline accepting the shipment, every stage relies on accurate information and competent personnel. Preparing for IATA DGR 2027 is therefore not simply about adopting a new regulatory manual. It is about ensuring that the people responsible for dangerous goods transport can continue performing their duties safely and correctly under the revised requirements.