Kemler number 30 and UN 1863: Understanding dangerous goods labelling of aviation turbine fuel

Anyone who overtakes a tanker with an orange warning sign and the numbers 30 at the top and 1863 at the bottom on the highway is transporting aviation turbine fuel (kerosene, Jet A-1 or comparable qualities) in accordance with UN number 1863 of the United Nations Model Regulations. The upper number 30 is the so-called Kemler number, the lower number 1863 is the UN number from the UN Recommendations on the Transport of Dangerous Goods ("Orange Book"). The labelling requirement follows from Section 5.3.2 ADR (Accord européen relatif au transport international des marchandises Dangereuses par Route), anchored in Germany via the GGVSEB and the GGBefG.

This guide is aimed at shippers, carriers, fillers, unloaders and those responsible in energy, aviation, logistics and petrol station companies. He explains the meaning of 30 and 1863, classifies UN 1863 in ADR class 3 (flammable liquid substances), deals with packaging group III, tunnel restriction code D/E, the duties of the dangerous goods officer according to § 1 GbV, the instruction according to Chapter 1.3 ADR and the interfaces to BImSchG, water laws and occupational safety. Audit-proof, documented, § 1 GbV-proof. We consistently refer to the ADR 2025 and the regulations GGVSEB, GbV and GGAV that apply in Germany. Where special system obligations are affected, we add references to BImSchG, AwSV and GefStoffV.

The Kemler number, officially called the “danger number” in the ADR, describes the type and, if applicable, the additional danger of the substance being transported. The logic has been standardised for decades in Section 5.3.2.3 ADR. The first number indicates the main hazard (e.g. 2 gas, 3 flammable liquids, 4 flammable solids, 5 oxidizing, 6 toxic, 7 radioactive, 8 corrosive, 9 other). The second, third or fourth digit describes additional hazards; doubling the main digit represents a particular strength of the main danger.

The Kemler number 30 means: main danger 3 (flammable liquid substances), no additional danger. This makes it a flammable liquid without additional properties such as toxicity or reactivity in contact with water. Other typical examples from the same main hazard are Kemler 33 (highly flammable, flash point below 23 °C, e.g. gasoline UN 1203), Kemler 336 (highly flammable and toxic) or Kemler 38 (flammable and corrosive).

For aviation turbine fuel Jet A-1 with a flash point typically between 38 °C and 50 °C, it is classified as flammable Liquid with normal flammability (flash point between 23°C and 60°C, ADR definition). This results in Kemler 30 and packaging group III. In practice, this seemingly simple labelling has significant consequences for vehicle technology, accompanying documents, instruction and emergency planning. According to Section 19 GGVSEB, the sender is responsible for the correct labelling; The carrier is responsible for checking before the journey begins. According to Section 37 GGVSEB, incorrect Kemler numbers regularly lead to fines in the four-digit range per violation, and in the event of repetition, also to operating bans and to registration with the responsible supervisory authority.

The UN number is a globally valid four-digit identifier from the UN Committee for the Transport of Dangerous Goods. It is published in the UN Model Regulations and adopted in all international transport mode regulations: ADR (road), RID (rail), ADN (inland waterway), IMDG Code (marine) and ICAO-TI/IATA-DGR (air). The UN number 1863 has been reserved for "Fuel, aviation, turbine engine" for decades.

UN 1863 covers all fuels for aviation turbines, in particular Jet A, Jet A-1, Jet B (with its own UN classification possible), TS-1 and the military counterparts JP-5 and JP-8. The exact chemical composition varies, but classification is based on flash point, boiling temperature and accompanying properties. For Jet A-1 with a flash point of around 38 °C to 50 °C, packing group III usually results.

A common confusion in practice: UN 1863 is not identical to UN 1203 (petrol/petrol, Kemler 33) and not with UN 1202 (diesel fuel, light heating oil, Kemler 30, but flash point at least 60 °C, Packing group III). The warning sign 30/1863 clearly shows kerosene, not diesel and not petrol. Confusions lead to incorrect accompanying documents, incorrect tunnel treatment and, in the worst case scenario, incorrect emergency response. According to Section 19 GGVSEB, the carrier is obliged to check the correspondence between the cargo, UN number and accompanying documents before the journey begins and to document the check in writing or digitally. For international transport, the mode of transport translation is added: UN 1863 remains the same under ADR, RID, ADN, IMDG and IATA-DGR, but the respective labelling and packaging may differ, for example in the case of the IATA ban on certain packaging or the special inclusion in air freight consolidations.

The ADR classifies dangerous goods into 13 classes. Class 3 includes flammable liquid substances, defined as liquids with a flash point of not more than 60 °C (Section 2.2.3.1 ADR). UN 1863 (aviation turbine fuel) is the canonical representative in this class with normal flammability. Packing groups I, II and III reflect the decreasing danger: VG I for very dangerous substances, VG II for dangerous substances, VG III for less dangerous substances.

For UN 1863, packing group III is regularly relevant, with a flash point between 23 °C and 60 °C and a boiling point above 35 °C. The packaging group controls specific requirements: packaging instructions (e.g. P001, IBC03, LP01), maximum permissible quantities per package, type approval of the containers and the application of the exemption limits according to subsection 1.1.3.6 ADR (1000 point rule).

The tunnel restriction code for UN 1863 in packing group III is D/E according to the ADR table in section 8.6.4. Category D or E tunnels are restricted for kerosene transport; In Germany this is particularly relevant for Alpine transit and large city tunnels. The carrier must check the tunnels on the route before starting and plan alternative routes if the tunnel restriction code closes the route. According to Section 19 GGVSEB, responsibility for this lies with the carrier; the accompanying documents according to Section 5.4 ADR contain the tunnel restriction code as mandatory information and must be carried throughout the entire journey. If the tunnel restrictions are ignored, there is not only a risk of fines, but also civil and criminal consequences if an incident occurs due to a breach of duty of care, documented in several OLG rulings since 2018.

Companies whose activities include the transport of dangerous goods or the associated packaging, loading, filling or unloading must appoint a dangerous goods representative in accordance with Section 1 of the Dangerous Goods Officer Ordinance (GbV). The activities as shipper, carrier, packer, filler, loader and unloader in accordance with Chapter 1.4 ADR are relevant. Exceptions apply under subsection 1.8.3.2 ADR and § 2 GbV (e.g. for very small quantities).

According to § 8 GbV, the dangerous goods officer has the following tasks in particular: monitoring compliance with the dangerous goods regulations, advising the management, preparing the annual report to the management (according to Annex II GbV with mandatory content), investigating incidents and preparing an incident report to the management and the responsible authority, introducing procedures for Identification of dangerous goods, selection of subcontractors, training of employees in accordance with Chapter 1.3 ADR and preparation of written instructions in accordance with Section 5.4.3 ADR.

For UN 1863 with high transport quantities (e.g. airport delivery, tanker logistics, tank farm), the appointment certificate in accordance with Section 1 Paragraph 1 GbV must be drawn up in writing and presented to the responsible authority on request. CIVAC provides the appointment certificate, proof of training in accordance with Chapter 1.3 ADR and the annual report workflow in a standardised manner in the workspace. The external representative is made available via the CIVAC-GGB order with an SLA of 2 working days. The appointment certificate, signed, filed, verifiable. The annual report in accordance with Annex II GbV must be submitted to management within three months of the end of the reporting year, with mandatory information on quantities, incidents, training, subcontractors and improvement measures.

Every transport of UN 1863 must be accompanied by a complete transport document in accordance with Section 5.4.1 ADR. Mandatory information is: UN number with the letter "UN" in front of it ("UN 1863"), official name for transport ("Aviation TURBINE FUEL"), danger label number (3), packing group ("III"), tunnel restriction code in brackets ("(D/E)"), number and description of the packages, total quantity, name and address of shipper and recipient.

For tankers, the inscription "CHANGE TO SUBSECTION 1.1.3.6 ADR" does not apply because UN 1863 is typically transported in tankers outside of the exemption regime anyway. Instead, the ADR obligations are fully relevant, including the requirements for tank coding according to Chapter 6.8 (e.g. LGBF or L4BN) and for tank testing according to Chapter 6.8.2.4 with recurring testing.

The written instructions according to Section 5.4.3 ADR ("Accident Information Sheet") must be carried in the driver's cab and written in a language that the driver can understand. They describe the measures to be taken in the event of an accident or emergency, the personal protective equipment to be worn, what to do in the event of a fire or spill and the emergency numbers. For UN 1863, the rules of conduct for flammable liquids apply: remove sources of ignition, do not put water directly on burning liquids, containment measures, inform emergency services and, if necessary, evacuation. CIVAC provides a detailed overview of the hazardous goods officer role. The auditor calls, the evidence is ready. Written instructions should ideally also be available in the languages ​​spoken at the loading location and at the receiving location so that they can also be understood by temporary drivers or subcontractor drivers.

Tank vehicles for UN 1863 are usually approved as FL vehicles in accordance with Chapter 9.1 ADR, with special requirements for electrical systems (e.g. battery disconnect switches requiring approval), brakes (continuous braking system for vehicles with a permissible total mass of over 16 tons), heaters and exhaust system. The initial approval is carried out by a technical testing centre, the recurring test in accordance with Section 9.1.3 ADR annually, with an official test report and a visual inspection of the ADR equipment.

Mandatory equipment for vehicles with UN 1863 in accordance with Section 8.1.5 ADR includes: at least one wheel chock per vehicle (two for trailers), two self-standing warning signs, eyewash liquid, high-visibility vest, portable light source (explosion-proof), protective gloves, Eye protection, respiratory protection for emergency exit, shovel, drain cover, plastic collection container. The fire extinguisher requirements depend on the permissible total mass: for vehicles over 7.5 tons, at least 12 kg powder extinguisher in total, of which at least one with 2 kg in the driver's cab.

The driver must have an ADR certificate in accordance with Chapter 8.2 ADR, valid for class 3 (tank) and, if necessary, for transport in tanks. The certificate is valid for 5 years and can be extended after refresher training. In the workspace, CIVAC accompanies training planning, documentation and timely reminders of extension dates so that no driver is on duty with an expired certificate and operations are not interrupted by an inspection. Others run compliance like a filing cabinet. We run it like software. The tank test according to Chapter 6.8.2.4 ADR (internal and external test, pressure test) has its own intervals (regularly six years and three years, depending on the design) and is also reminded in advance in the workspace.

The ADR regulates transport. Other areas of law come into play at the shipping and receiving interfaces. Tank farms for kerosene are facilities that regularly require approval in accordance with Section 4 of the BImSchG and are subject to the Major Accident Ordinance (12th BImSchV) as soon as the quantity thresholds are reached (for petroleum products often from 2,500 tonnes of quantity threshold 1 and 25,000 tonnes of quantity threshold 2). This results in obligations to report, to prepare safety reports, to regular inspections by the authorities and to internal and external emergency planning with exercises.

In terms of water law, the AwSV (Ordinance on Facilities for Handling Substances Hazardous to Water) applies to tank systems. Jet A-1 is classified as water hazard class 2 (WGK 2). This results in requirements for double-walled tanks or containment rooms with leak indicators, for floor and joint seals, for the obligation to have a specialist company in accordance with Section 62 AwSV and for expert testing at regular intervals, depending on size and risk assessment.

Under occupational health and safety law, UN 1863 is a hazardous substance within the meaning of the GefStoffV. This results in the obligation to carry out a risk assessment in accordance with Section 6 GefStoffV, to prepare operating instructions in accordance with Section 14 GefStoffV in a language that employees can understand, to provide training at least once a year and to appoint a Hazardous Substances Officer or a specialist who will take on these tasks. This means that three parallel groups of obligations apply (dangerous goods, hazardous substances, plant safety), which can only be operated in an integrated system without gaps.

In airport operations, kerosene is usually transported via pipelines from the tank farm to the apron, where it is refueled into the aircraft via hydrant systems or tankers. The pipeline is not a transport of dangerous goods within the meaning of the ADR, but falls under plant safety (BImSchG, AwSV). The handover to the tanker is filling within the meaning of Section 1.4.3.4 ADR and triggers the filler's obligations, including checking the tank coding, checking the next test date, checking the driver and the ADR certificate as well as correct filling to the permissible filling level.

When transporting tank trucks for regional distribution, the complete ADR regulations apply: warning signs at the front and back with Kemler 30 and UN 1863, placards with the danger label number 3 on the sides and at the rear, complete accompanying documents, written instructions, ADR certificate from the driver, FL vehicle registration with valid test, correct tunnel restrictions. According to § 37 GGVSEB, a missing warning sign regularly leads to fines and, if repeated, to bans.

At the transfer point at the recipient (tank farm, airport, heating oil storage variant), the unloader's obligations apply according to Section 1.4.3.7 ADR: checking that the accompanying document and delivery match, grounding the vehicle before unloading, safely separating the hose connections, avoiding ignition sources, observing the maximum Filling speed to avoid electrostatic charging. The unloading must be documented in the delivery log and in the vehicle's logbook. The clock starts on awareness.8.5 ADR.

Companies that regularly deal with UN 1863 typically choose between two models for their dangerous goods organisation. On the one hand, the internal model: a separate specialist takes on the GGB role, often in conjunction with occupational safety or logistics management, with the risk of overload and incomplete maintenance of the annual reports. On the other hand, purely external commissioning with isolated consulting hours, without an integrated workspace.

As a compliance platform and officer-as-a-service, CIVAC is built precisely to interlink both worlds. If you licence the workspace for your internal representatives, your GGB specialist will work with templates for the appointment certificate, annual report, proof of training in accordance with Chapter 1.3 ADR, written instructions in accordance with Section 5.4.3 ADR, incident report and a reminder mechanism for ADR certificate, tank inspection and FL vehicle registration. Or have our representatives appointed, then CIVAC will take over the GGB role in accordance with Section 1 GbV, including the appointment certificate, reporting line to the management and communication with authorities. SLA: 2 working days instead of 2 to 6 weeks classic.

The following applies to companies that transport kerosene: Shipping, transport, filling and unloading can be carried out in one hand or can be divided into several roles. In any case, the workspace keeps all documents in a versioned system with EU data residency. The auditor calls, the evidence is ready. Turn reading into a mandate.: info@civac.de or the contact form on civac.de. You will usually receive an initial assessment of your obligations within 2 working days, together with a proposal for a workspace licence or ordered GGB.