Can we ship EVs the same way we ship regular cars?
That’s one of the most common questions we get from dealerships and exporters across the U.S.
And the short answer is — not exactly.
Electric vehicles move every day from the U.S. to overseas markets. But unlike traditional vehicles, EVs come with battery regulations, carrier restrictions, and compliance requirements that can’t be ignored.
It’s not complicated once you understand the framework — but it does require the right planning from the start.
In this guide, we’re going to walk through how EV shipping actually works, what U.S. exporters need to watch out for, and how to move electric vehicles internationally without unnecessary delays.
Are Electric Vehicles Considered Dangerous Goods?
Exporter:
So are EVs actually classified as dangerous goods?
Us:
Yes — but not in the way most people assume.
The vehicle itself isn’t the issue. The lithium-ion battery system inside it is what places electric vehicles under dangerous goods considerations for international transport.
Exporter:
So does that mean we can’t ship them by ocean freight?
Us:
Not at all. EVs are shipped out of U.S. ports every day. But carriers treat them differently from gasoline vehicles. They may require:
- State-of-charge limits (usually reduced battery levels)
- Specific documentation
- Carrier pre-approval
- Designated vessel space
Some ocean carriers have stricter EV policies than others. That’s why understanding carrier acceptance rules before booking is critical.
Exporter:
So it’s not prohibited — it just needs to be handled correctly?
Us:
Exactly. When classified properly and booked with the right carrier under the correct guidelines, EV shipments move without issue.
The key is knowing the requirements before the vehicle reaches the port — not after.
Container vs. RORO: What’s the Best Way to Ship EVs?
Exporter:
Alright — so what’s the best way to move EVs overseas? Container or RORO?
Us:
It depends on what you’re shipping and how much control you want over the cargo.
Let’s break it down.
RORO (Roll-On/Roll-Off)
Exporter:
RORO sounds easier. Drive it on, drive it off — right?
Us:
Correct. RORO is often the most cost-effective option for standard, operable vehicles. The vehicle is driven directly onto the vessel and secured inside the ship.
But here’s where it gets specific for EVs:
- Some RORO carriers have tighter restrictions on electric vehicles
- Battery charge levels must usually be reduced
- Certain models may require advance approval
- Not all trade lanes accept EVs via RORO
It works well — but only when the carrier policy aligns with your shipment.
Container Shipping
Exporter:
So when would container shipping make more sense?
Us:
Containers give you more control.
For high-value EVs, prototype units, or dealership exports moving multiple vehicles at once, containerization is often the safer and more flexible option.
Benefits include:
- More protection during transit
- Ability to ship multiple units together
- Better security for premium models
- Greater flexibility in routing
For example, a 40-foot container can often accommodate multiple EVs, depending on size and configuration — which makes it efficient for exporters moving volume.
Exporter:
So which one do you usually recommend?
Us:
For single, operable units — RORO can be cost-effective.
For higher-value shipments, multiple units, or markets with stricter acceptance rules — containers are often the smarter choice.
The right answer isn’t universal. It depends on the vehicle type, destination, carrier policy, and your risk tolerance.
What Are the Carrier Restrictions for Electric Vehicles?
Exporter:
Alright — what are carriers actually restricting when it comes to EVs?
Us:
Good question. And this is where most exporters get surprised.
Every ocean carrier has its own EV policy. There’s no single universal rule. But most restrictions fall into a few key areas.
1. Battery State of Charge (SOC)
Most carriers require the battery to be reduced — commonly below 30–50% state of charge before loading.
Some carriers are stricter depending on:
- Trade lane
- Vessel type
- Port regulations
If the SOC is too high at terminal check-in, the vehicle can be rejected.
2. Damaged or Recalled EVs
If there’s any battery damage, accident history affecting the battery pack, or open recall related to the high-voltage system — carriers may refuse the shipment entirely.
Damaged EVs are treated very differently from damaged gasoline vehicles.
3. Pre-Approval Requirements
Some carriers require:
- Advance notification that the vehicle is electric
- Technical details (make/model/battery type)
- Written approval before booking confirmation
- Failing to declare an EV properly can result in booking cancellation.
4. Trade Lane Restrictions
Not every route accepts EVs equally.
Certain destinations, transshipment ports, or feeder vessels may have:
- Quantity limitations
- Special stowage requirements
- Additional documentation checks
What’s accepted on a U.S.–Europe route may not be accepted on a U.S.–Africa or U.S.–Middle East route.
5. Quantity Limits Per Vessel
Some carriers limit:
- Number of EVs per sailing
- Number of EVs per container
- Percentage of EV cargo onboard
This affects exporters moving volume.
Exporter:
So the issue isn’t whether EVs can ship — it’s whether the carrier allows them under specific conditions?
Us:
Exactly.
EV shipping isn’t prohibited.
It’s controlled.
And the rules can change quarterly — sometimes monthly — depending on global safety policies and insurance pressure.
That’s why checking carrier policy before every booking is critical, even if you’ve shipped that same model before.
Conclusion
Electric vehicle exports are not routine shipments.
They involve evolving carrier restrictions, battery compliance standards, and trade lane limitations that can directly impact your delivery schedule and profit margins.
One missed detail — incorrect SOC, undeclared battery classification, or outdated carrier policy — can delay an entire sailing and tie up high-value inventory.
For dealerships, exporters, and EV manufacturers, that risk is unnecessary.
At Air7Seas, EV shipments are handled with structured planning, carrier policy verification, and compliance oversight before cargo ever reaches the port.
That means fewer surprises, stronger schedule reliability, and better protection of your resale timelines.
If you are moving electric vehicles internationally, execution matters.
Let’s structure your next EV shipment the right way — before it becomes a costly learning experience.
Frequently Asked Questions
1. Can electric vehicles be shipped fully charged?
No. Most ocean carriers require EV batteries to be reduced to a specific state of charge (SOC) before loading — commonly below 30% to 50%, depending on the carrier and trade lane.
If the battery exceeds the permitted SOC at terminal check-in, the vehicle may be rejected. Exporters should confirm carrier requirements prior to delivery to port.
2. Do electric vehicles require dangerous goods documentation?
Standard, undamaged electric vehicles typically do not require a full dangerous goods declaration for ocean freight. However, they must be properly declared as battery-powered vehicles.
Failure to disclose that the vehicle is electric can result in booking cancellation or penalties. Carrier-specific EV disclosure is mandatory.
3. Can multiple EVs be shipped in one container?
Yes. A 40-foot container can accommodate multiple EVs depending on vehicle dimensions and loading configuration.
For dealerships and volume exporters, container shipping often reduces cost per unit while providing greater cargo control and protection.
Proper load planning is essential to maximize space while maintaining compliance.
4. Are damaged or salvage electric vehicles allowed for export?
It depends on the condition of the battery system.
If the lithium battery pack is damaged, compromised, or under recall, many carriers will refuse the shipment. Vehicles with accident history affecting the high-voltage system require additional review and often pre-approval.
Damaged EV exports involve stricter scrutiny than conventional vehicles.
5. Do EV shipments cost more than gasoline vehicle shipments?
In some cases, yes.
Additional compliance checks, carrier restrictions, and limited vessel acceptance can impact pricing. However, when planned properly, EV shipping remains commercially viable and competitive.
Cost differences often depend more on routing and carrier policy than the vehicle itself.
6. Are there special insurance requirements for EV exports?
Insurance coverage for EVs may involve higher declared values and specific considerations related to lithium battery systems.
Exporters should ensure marine cargo insurance reflects the vehicle’s full commercial value and battery classification.
7. Can EV batteries be removed before shipping?
In most cases, no.
Electric vehicles are designed to operate as integrated units. Removing the battery pack can create compliance, warranty, and safety issues. Additionally, standalone lithium battery shipments are subject to strict dangerous goods regulations.
Shipping the EV as a complete unit under proper carrier guidelines is typically the correct approach.
8. Are there limits on how many EVs can be loaded per vessel?
Yes. Some carriers impose limits on the number of EVs per sailing or per container. Others apply restrictions based on destination or vessel type.
These limitations vary by trade lane and are updated periodically.
9. Which U.S. ports handle EV exports efficiently?
Major export hubs such as Los Angeles, Long Beach, Houston, Savannah, and New York regularly process EV shipments. However, efficiency depends more on carrier selection and documentation accuracy than port location alone.
Pre-alignment with carrier policy remains the key factor in smooth departures.
10. What happens if carrier policy changes after booking?
Carrier EV policies can evolve due to safety updates or internal risk management decisions.
If a policy changes after booking but before loading, shipments may require additional documentation, SOC adjustment, or in rare cases, rebooking.
Working with a forwarder that actively monitors carrier EV policies reduces exposure to sudden disruptions.