UN Number

A UN number (also written 'UN no.', 'UN ID' or simply 'una namber' phonetically) is a four-digit code in the range UN 0004 to UN 3548 that uniquely identifies a hazardous substance, mixture or article for the purposes of international transport. The numbers are assigned and maintained by the United Nations Sub-Committee of Experts on the Transport of Dangerous Goods and published in the UN Model Regulations (the 'Orange Book'), which is then transposed into the modal rulebooks — ADR (road), RID (rail), IMDG (sea), IATA DGR / ICAO TI (air), and the US 49 CFR HMR.

Once a substance has a UN number assigned, three other pieces of regulatory information attach to it: the hazard class (1 through 9, with sub-divisions), the packing group (PG I, II or III, indicating relative danger), and the proper shipping name. Together these four data points — UN number, class, PG and proper shipping name — are what must appear on the shipping document, the package label and the vehicle placard.

Below are 25 of the most frequently shipped UN numbers across pharma, chemical, food and consumer logistics. This is not exhaustive — always confirm against the current ADR / IMDG / IATA edition before shipping.

For the authoritative current list, consult the Dangerous Goods List in ADR Part 3.2 Table A, IMDG Code Volume 2, or the IATA DGR Section 4.2.

Every UN number is assigned to one of nine hazard classes, several of which have divisions. The class determines the pictogram on the package and the placard on the vehicle.

• Maintain a master DG list per SKU with UN number, class, packing group and SDS version. Free-text 'hazardous yes/no' flags are useless for segregation.
• Configure the WMS to enforce segregation at putaway — block incompatible class combinations before they happen, do not police them by walking the aisles.
• Bund all liquid chemical storage to at least 110% of the largest container, and never share a bund between incompatible classes.
• Train operators against the modes they actually handle — ADR Awareness, Full ADR, IMDG, or IATA CAT 1–6 as appropriate. Refresh every 2 years (ADR) or 24 months (IATA).
• Rehearse the emergency response with the local fire service at least annually. A written plan that has never been tested is not a plan.
• Appoint a qualified DGSA if ADR thresholds are exceeded — this is a personal-liability role, not optional.
• Track lithium-battery state-of-charge for UN 3480 air shipments — IATA caps passenger-aircraft lithium-ion cargo at 30% SoC.

• Free-text 'hazardous' flag on the SKU master with no UN number or class — segregation can never be enforced.
• SDS folder out of date — operators reference the wrong hazard data in an incident.
• Bunds undersized or shared between incompatible chemicals — a single failure becomes a multi-class release.
• Operators trained once at induction and never refreshed — qualifications lapse silently.
• No DGSA appointed despite ADR thresholds being exceeded — direct regulator finding on first inspection.
• Lithium batteries shipped under UN 3090 / 3480 with wrong section (IA/IB/II) — most common air-mode rejection at IATA acceptance check.
• Limited Quantity (LQ) exemption claimed without applying the LQ mark — exemption is invalid and the shipment is non-compliant.

• Pharma — controlled drugs plus flammable solvents (UN 1170 ethanol, UN 1230 methanol) in dedicated DG zones with explosion-protected lighting.
• Agricultural chemicals — pesticide storage under EU REACH / US FIFRA, often UN 2902 / UN 3077 / UN 3082 with environmental hazard overlay.
• Battery manufacturing & logistics — UN 3090, 3091, 3480, 3481 with specific packaging, labelling and air-mode state-of-charge limits.
• Aerosols (UN 1950) — flammable gas storage requires fire-rated cages, vapour control and class 2.1 segregation distance.
• Petrochemical distribution — bulk DG storage under EU COMAH / Seveso III or US EPA RMP, with tier-based MAPP / safety report duties.