Dangerous goods are the case when logistics stops being “just delivery” and becomes risk management on wheels. ADR (the European Agreement concerning the International Carriage of Dangerous Goods by Road) sets the rules so chemicals don’t turn into headlines, batteries don’t turn into fireworks, and gas cylinders don’t turn into unplanned rocket engineering. And yes, “we’re just shipping a little, for ourselves” is not an argument here: the requirements depend on the properties of the cargo, not the sender’s mood.
Beginners most often get burned by three things: incorrect classification, missing required documents/marking, and the mistaken belief that “the carrier will do everything.” In this article we’ll break down basic ADR concepts, hazard classes, key responsibilities of the parties, and provide checklists so you can arrange transport without panic and without expensive surprises.
What it is: a set of requirements for road transport of dangerous goods: classification, packaging, marking, documents, equipment, staff training, route restrictions and operating conditions.
How it’s determined: by whether the goods qualify as dangerous (by UN number/class) and by transport parameters (quantity, packaging, supply form).
Why it matters: “dangerous” is a legal status for transport. If it applies, you must comply—otherwise the risks are fines, delays, accidents, and liability.
What it is: the UN number is a unique identifier for a dangerous good (for example, UN 1203 for gasoline). The proper shipping name is the wording that must appear in documents.
How it’s determined: using data from the Safety Data Sheet (SDS/MSDS), product specs, and classification tables.
Why it matters: a wrong UN number/name means the wrong requirements for packaging, marking, and carriage. It’s like confusing “kettle” with “thermonuclear”—but in paperwork.
What it is: the class defines the main hazard (flammability, toxicity, corrosivity, etc.), and additional properties may add extra requirements.
How it’s determined: by class 1–9 and, when applicable, subclasses and “subsidiary hazards.”
Why it matters: the class affects marking, compatibility in mixed loads, vehicle requirements, and restrictions.
What it is: the degree of danger (typically I = high, II = medium, III = low) which affects packaging requirements.
How it’s determined: by classification data and the SDS.
Why it matters: the wrong packing group can lead to using unsuitable packaging. Insurers and regulators don’t love that.
What it is: packaging must meet test requirements and carry the required UN packaging mark, and packages must have hazard labels, orientation arrows, numbers, and warnings as required.
How it’s verified: by using certified packaging, correct labels, and durable readability.
Why it matters: marking isn’t decoration. It’s there so personnel and emergency services understand what’s inside and how to handle it during an incident.
What it is: the consignor, carrier, and consignee each have specific duties—from correct classification and paperwork to vehicle equipment and driver training.
How it’s verified: via contracts, internal procedures, and actual compliance with ADR requirements.
Why it matters: “we thought it was the carrier’s job” doesn’t remove the consignor’s responsibility for correct information and proper cargo preparation.
| Concept | Why it’s needed | Common mistake |
|---|---|---|
| UN number | Identification of the dangerous good | Picking a “similar” number by name |
| Hazard class | Defines transport requirements | Ignoring subsidiary hazards |
| Packing group | Defines packaging strength requirements | Not checking PG against the packaging used |
| Marking | Safety and regulatory compliance | Placing labels “however” |
| Documents | Basis for transport and control | Incomplete or incorrect entries |
When it fits: a typical dangerous good, stable packaging, a verified carrier, regular shipments.
Pros: predictability; fewer errors; easier audits and control.
Limitations: any changes in composition/packaging/route require re-checking classification and requirements.
Risks: “autopilot”: staff stop carefully verifying documents and marking, and an error slips through quietly.
When it fits: your first shipment, no experience, high risks, complex goods, mixed batches.
Pros: lower chance of making a critical mistake; helps build the right process for the future.
Limitations: more time needed for preparation and verification; you may need a competent ADR specialist—especially if classification is uncertain.
Risks: trying to “save time” on classification and paperwork. With ADR, time-saving can turn into a very expensive lesson.
Scenario 1: baseline—a company ships a chemical product for the first time; SDS exists, but documents list an incorrect shipping name and the wrong packing group. Actions—re-checked the classification, replaced packaging with a compliant one, corrected marking and the ADR description in the transport document. Result—the shipment passed control without delays and without risk of insurance/acceptance refusal.
Scenario 2: baseline—regular shipments, but staff started placing labels “on autopilot” and sometimes covered them with stretch film. Actions—introduced a visual-control checklist and a marking placement rule, plus photo evidence of pallets before dispatch. Result—remarks from the carrier and terminals disappeared. We’ve worked in this field for over 13 years, and the most dangerous thing in ADR isn’t chemistry—it’s complacency.
1) Is ADR only for international transport?
ADR as an agreement is formally about international road carriage, but many requirements and approaches are also used in national regulation. You should follow the rules of the jurisdiction where you operate, and the requirements of the carrier/consignee.
2) Can you “simplify” if the quantity is small?
Sometimes there are exemptions depending on quantities and packaging, but it depends on the specific substance and conditions. You can’t just decide “we have little, so it’s not ADR.” You must check the classification and the rules—otherwise the compliance risk remains.
3) Who is responsible for document errors?
Typically, the consignor is responsible for correct information and cargo preparation, the carrier for compliance during carriage and for equipment/approvals, and the consignee for correct receiving and compliance on their side. In disputes, liability is allocated based on duties and actual violations.