客户发来一份 SDS，第 14 节写着「Class 8, Packing Group II, UN1789」。你大概知道这是腐蚀性的，但派工到底能不能上客机腹舱？要不要走 CAO？包装等级 II 又意味着什么？ 想搞清楚这些问题，第一步是把 IATA DGR 的「九大类 + 子类」这套底层语言搞明白。它不是给你背的，是给你判断货能不能走、怎么走、走多少的。这篇文章用一线货代和卖家的语言，把这套分类拆给你看。
一、为什么要分九大类？分类的底层逻辑
危险品的分类并不是 IATA 自己拍脑袋定的。它的源头在联合国——UN Recommendations on the Transport of Dangerous Goods（UN 橙皮书）。这本书定义了 9 大类和细分子类，然后被各种运输模式的法规继承：
- 空运：ICAO TI（约束性的国际民航组织技术细则）+ IATA DGR（更实操、给托运人和货代用的行业版本）
- 海运：IMDG Code
- 公路：ADR（欧洲）/ US 49 CFR（美国）
- 铁路：RID
也就是说，九大类是跨模式通用的「危险性语言」。一票货从工厂出门、走卡车、进机场、上飞机、卸到海外仓，沿途每一段都会引用同一套分类体系。这是这套分类最值钱的地方——你学一次，多式联运都能套用。
分类的底层判定标准只有一句话：这票货在运输条件下，主要威胁是哪一种？ 是会爆炸、会烧、会让其他货烧得更猛、会腐蚀容器、会毒人，还是有放射性？哪个最厉害，就归哪一类。
二、IATA DGR 9 大类速览
下面这张表是一线货代的「随手卡」。建议截图保存。
| 类别 | 中文名 | 典型货品 | 一句话识别 |
|---|
| Class 1 | 爆炸品 | 烟花、信号弹、安全气囊起爆器 | 能在运输条件下产生爆炸效应 |
| Class 2 | 气体 | 氧气瓶、丁烷、灭火器、香水气雾剂 | 50℃ 时蒸气压 > 300 kPa，或常压下完全气态 |
| Class 3 | 易燃液体 | 汽油、酒精、油漆稀释剂、香水原液 | 闭杯闪点 ≤ 60℃ 的液体 |
| Class 4 | 易燃固体 / 自燃 / 遇水放出易燃气体 | 火柴、白磷、钠、镁粉 | 摩擦/自燃/遇水危险，分 3 个子类 |
| Class 5 | 氧化剂 / 有机过氧化物 | 双氧水、过硫酸钠、高锰酸钾 | 自身不一定燃，但会让别的烧得更猛 |
| Class 6 | 毒性物质 / 感染性物质 | 农药、氰化物、医疗样本、活毒株 | 对人有毒，或携带致病微生物 |
| Class 7 | 放射性物质 | 工业放射源、放射性医用药剂 | 比活度超过 UN 表里规定的限值 |
| Class 8 | 腐蚀性物质 | 硫酸、氢氧化钠、电池电解液 | 接触金属/皮肤会造成可测损伤 |
| Class 9 | 杂项危险品 | 锂电池、干冰、磁性材料、环境危害物质 | 不属于前 8 类，但仍有危险特性 |
注意一点：这 9 个数字并不代表危险程度排序。Class 9 不等于「最轻」，Class 1 也不等于「最重」。锂电池是 Class 9，但它在过去几年里是民航损失最严重的危险品之一。分类描述的是「危险类型」，不是「危险大小」。危险大小由后面的 Packing Group（PG）和 Packing Instruction（PI）一起决定。
三、子类拆解：90% 的派工细节藏在子类里
九大类里有几个类做了进一步细分。不看子类，就看不出来这票货「具体怎么管」。
Class 1 爆炸品（1.1–1.6）
按敏感度和爆炸效应从重到轻分为 6 个子类：
| 子类 | 含义 | 民航现实 |
|---|
| 1.1 | 整体爆炸危险 | 几乎全面禁运 |
| 1.2 | 抛射危险，无整体爆炸 | 受限，需 OV/SV 许可 |
| 1.3 | 燃烧危险伴小爆炸或抛射 | 受限 |
| 1.4 | 轻微危险 | 1.4S 是民航最常见的允许子类（如安全气囊起爆器） |
| 1.5 | 极不敏感的爆炸物 | 罕见 |
| 1.6 | 极不敏感、无整体爆炸危险 | 罕见 |
新手最容易错的点：把烟花当普货报。烟花在 IATA DGR 表里基本是 Class 1.3G 或 1.4G，民航严格管控，违规一次基本就被航司拉黑。
Class 2 气体（2.1 / 2.2 / 2.3）
- 2.1 易燃气体：丁烷打火机气、气雾剂里的丙烷
- 2.2 非易燃非毒性气体：氮气、氩气、空压瓶、CO₂ 灭火器
- 2.3 毒性气体：氯气、氨气（基本全面禁运于客机）
气雾剂（aerosol）这一块是跨境电商的重灾区。含可燃推进剂的香水喷雾、防晒喷雾、空气清新剂，绝大部分是 UN1950，Class 2.1。即便是「无害看上去」的化妆品喷雾，PSN 也可能落到 Class 2.1。
Class 4（4.1 / 4.2 / 4.3）
| 子类 | 含义 | 典型 |
|---|
| 4.1 | 易燃固体 / 自反应物质 / 退敏爆炸物 | 火柴、硝化纤维 |
| 4.2 | 自燃物质 | 白磷、某些金属催化剂 |
| 4.3 | 遇水放出易燃气体 | 金属钠、电石 |
Class 5（5.1 / 5.2）
- 5.1 氧化剂：本身不一定燃，但会让旁边的东西烧得更猛或自燃。双氧水、漂白粉。
- 5.2 有机过氧化物：分 A 到 G 七个类型，A 型直接禁运，B–G 各有不同的温度和包装限制。
Class 6（6.1 / 6.2）
- 6.1 毒性物质：农药、氰化物、某些染料中间体
- 6.2 感染性物质：又再分 A 类（UN2814 影响人/UN2900 影响动物，要走 PI 620）和 B 类（UN3373，PI 650，跨境电商化妆品检测样品最常见）
Class 9 杂项
Class 9 是这两年最热闹的一类，因为它装了越来越多的东西：
- 锂电池：UN3480/3481/3090/3091（独立讲，本系列后面会专开一篇）
- 干冰（UN1845）：跨境冷链高频，限重、包装、文件都有讲究
- 磁性材料（UN2807）：HDD、扬声器、磁铁玩具
- 环境危害物质（UN3077 固态 / UN3082 液态）：很多锂电池附带的电解液、某些清洁剂
四、Class 9 深拆：跨境电商的「最热门一类」
Class 9 看起来「最不像危险品」，恰恰是跨境电商和制造业出口踩坑最多的一类。下面把 4 个高频子项一次性拆透。
1. 锂电池四件套：UN3480 / 3481 / 3090 / 3091
| UN 号 | 中文含义 | 典型场景 |
|---|
| UN3480 | 单独运输的锂离子电池（不与设备一起） | 电池包、单独售卖的电池组 |
| UN3481 | 装在设备内 / 与设备一起包装的锂离子电池 | 手机、笔记本、电动牙刷成品 |
| UN3090 | 单独运输的锂金属电池 | 工业用一次性纽扣电池 |
| UN3091 | 装在设备内 / 与设备一起包装的锂金属电池 | 手表、内含纽扣电池的小玩具 |
四件套都属于 Class 9，但对应的 PI（PI 965-970）按 Section IA / IB / II 又分了功率等级。这是 IATA DGR 里规则最密、改版最频繁的一块，本系列后面会专开一篇。
2. 干冰 UN1845：跨境冷链最容易漏报的 DG
很多卖家以为「干冰只是冷却用的，不算货」。错。干冰是 Class 9，UN1845，PI 954。
实操注意：
- 必须申报，外箱要标注「Dry Ice」+ 净干冰重量（不是货物毛重）
- 单件最大量按 PI 限制，超出要拆包
- 必须使用透气包装（干冰升华会产生 CO₂，密闭容器会爆裂）
- 不能用于客机货舱时受 OV 限制，部分航司单航班总量有阈值
冷链生鲜、医药样本、化妆品控温运输都会用到，是跨境电商最常忽略的合规点。
3. 磁性材料 UN2807：3C 出口的高频陷阱
磁性材料的判定标准非常精确：距包件表面 4.5 m 处磁场强度 > 0.00525 高斯 就要走 DG 流程。
哪些产品高频踩坑：
- 硬盘 HDD（包含强磁马达）
- 高功率扬声器、耳机
- 含磁铁的玩具、文具、磁性贴
- 工业用永磁铁（钕铁硼）
判定靠测试报告。供应商要出磁场强度测试报告，否则货代不敢承运。很多卖家选品时不问这一项，到出货时才发现货代不收单。
4. 环境危害物质 UN3077 / UN3082：SDS 第 12 节会暴露
- UN3077：固态环境危害物质
- UN3082：液态环境危害物质
判定依据是货物对水生生物的毒性等级。SDS 第 12 节「Ecological Information」会写。常见涉及：
- 锂电池电解液（万一锂电池被判定为非 Class 9 时，电解液可能被单独按 UN3082 处理）
- 某些清洁剂、表面活性剂
- 部分稀有金属化合物、农药中间体
- 油漆、染料添加剂
环境危害物质要贴专门的「鱼与树」标记。漏贴是一线高频退件原因。
五、一票货可能同时落在两个类别：主危险 vs 次危险
这是 90% 新人一开始想不通的地方。
举个真实场景：你接到一批氰化钾溶液。它同时有毒（Class 6.1）也腐蚀（Class 8）。那 DGD 上到底怎么写？
IATA DGR 里有一张 Precedence Table（优先性表），用来决定哪一个是「主类」（Primary Hazard Class）、哪一个是「次类」（Subsidiary Hazard）。规则是：
- DGL（List of Dangerous Goods）已经分配了主次的，按表走，不要自己判断
- 表里如果出现 N.O.S.（非另作规定）的条目，才用 Precedence Table 自己判
- 主类决定 Class 编号、标签的形状颜色
- 次类要再贴一个「次类标签」，但不写 Class 数字
判定的实操起点永远是先去查 DGL 表里的 UN 条目，不是先去看 SDS 第 14 节里写了什么。 SDS 是化工厂出的，并不总是按 IATA 习惯填的；DGL 才是空运合规的唯一权威。
如果你只想快速做一次预筛，可以用 OneCargoKit 的危险品速查工具：Dangerous Goods Check。输入 UN 号或品名，会直接返回 PSN、主类、次类、PG、PI、标签和锂电池规则提示，省掉翻 DGL 表的时间。它不替代 DGR 手册本身，但作为派工前的 30 秒预筛足够用。
六、客户来电 60 秒问询模板：把信息一次问全
资深 DG 操作员和「会说英文的货代」之间最大的差距，是接到客户咨询的第一通电话能不能在 60 秒内问出所有判定关键字段。新人往往要来回三五个电话，资深一个电话搞定。
下面是一线练熟的问询脚本，按这 6 个字段顺序问，对方答不上就当场让他去查 SDS：
| 字段 | 问句 | 答不上的处理 |
|---|
| 1. 准确品名 | 「这票货的英文化学名 + 中文俗名各是什么？」 | 让对方发 SDS 第 1 节 |
| 2. UN 号 | 「这个货有 UN 号吗？4 位数字开头的」 | 让对方发 SDS 第 14 节 |
| 3. 浓度 / 物理状态 | 「液体还是固体？浓度多少？是溶液还是纯品？」 | 让对方发 COA 检测报告 |
| 4. 单件净重 + 总件数 | 「一个外箱装几瓶？每瓶多少 mL/g？一共多少件？」 | 让对方拍包装照片 |
| 5. 包装情况 | 「外箱有 UN 规范标记吗？拍一张外箱底部照片给我」 | 让对方发外箱实拍图 |
| 6. 起运地 + 目的地 + 时效 | 「从哪个机场起运？目的地机场？要什么时效？」 | 这一项客户都能答得上 |
问完这 6 项，90% 的常规 DG 货你能当场告诉对方：
- 能不能走（不能走的直接拒，省时间）
- 走客机还是必须 CAO
- DG 附加费大概多少
- 大致航班建议
如果客户连 UN 号都不知道，给一份模板让对方发给上游工厂索要——「请提供本批次 SDS（含 IATA 第 14 节）+ COA + 外箱实拍图」。
七、一线判定流程：从一份 SDS 到「能不能走 / 怎么走」
收到一票货，按这个顺序走，少踩 80% 的坑。
`` Step 1 看 SDS 第 14 节 ↓ 提取 UN 号、PSN、Class、PG Step 2 拿 UN 号到 DGL 表里反查 ↓ 核对 SDS 是否和 DGL 一致；不一致以 DGL 为准 Step 3 查 PI 包装说明 ↓ 看客机/全货机限重、内包装上限 Step 4 看 OV/SV ↓ 起运航司、过境国、目的国变更 Step 5 出 DGD + 标签 + 标记 ↓ 复核两遍才交订舱 ``
注意 Step 2。SDS 是化工厂提供的，它写的「Class 8」可能是基于 ADR 公路口径，不一定等于 IATA 空运口径。海运 IMDG 和空运 IATA 在某些边缘货上的分类也会有差异。一切以你即将走的运输模式的法规为准。
八、常见误区
写一线最容易踩的 8 个坑，看看你中了几个：
- 误区 1：「这个货 Class 9，肯定最轻，可以走客机普舱」——错。Class 9 里的锂电池、干冰都有严格的客机/全货机限制，UN3480 大功率锂离子电池纯电池单独运输（PI 965 Section IA/IB）是禁止客机的。
- 误区 2：「SDS 上没写危险品，就不是危险品」——错。SDS 是制造商出的，且不是每个国家都用同一套模板。最终以 IATA DGL 为准。
- 误区 3：「次类不重要，只标主类就行」——错。漏标次类标签，到机场地服打开 DGD 一对就被退件，整票货拉回去重新包。
- 误区 4：「PG I 比 PG II 更危险，所以 PG II 包装更轻松」——半对。PG 决定的是包装等级，不是允许性。PG II 仍然要按 PI 选指定包装。
- 误区 5：「只要量小就没事」——不一定。要看是否符合 Limited Quantity（限量） 或 Excepted Quantity（例外数量） 的具体阈值。低于阈值才走简化规则，超出阈值仍按完整 DG 处理。
- 误区 6：「磁性材料不算危险品」——错。UN2807，Class 9。在距离包件表面 4.5m 处磁场强度超过 0.00525 高斯就要走 DG 流程。HDD、扬声器、磁性玩具高频踩坑。
- 误区 7：「干冰是食品冷链，肯定按普货」——错。干冰 UN1845 是 Class 9，每件最多 200 kg（PI 954），且必须申报，外箱要标注重量。
- 误区 8：「同一票货里既有 Class 3 又有 Class 5.1，照样合包」——错。Table 9.3.A 兼容性矩阵里很多组合是禁止合装在同一 ULD 或同一货舱位的。
九、实操检查清单（派工前 60 秒过一遍）
- [ ] SDS 第 14 节有完整 UN 号、PSN、Class、PG
- [ ] UN 号去 DGL 反查过，PSN 拼写一致
- [ ] 主类、次类都已识别
- [ ] PI 已确认，客机/全货机限重清楚
- [ ] OV/SV 已查（起运、过境、目的国和承运航司）
- [ ] 是否落入 Limited Quantity 或 Excepted Quantity，已对照阈值
- [ ] 包装内容物、净重、件数已和 DGD 草稿对齐
- [ ] 主标签 + 次类标签 + 操作标记 + 方向箭头（液体必备）齐备
- [ ] DGD 双人复核
- [ ] 如有锂电池，已确认 PI 965/966/967/968/969/970 中的 Section
派工前怎么核算计费重和燃油附加费？可以顺手用 Chargeable Weight Calculator 和 Surcharge Estimator 先跑一遍，跟客户报价时心里有底。
十、给货代、卖家、外贸的三类判断方法
不同角色用这套分类的方式不一样：
| 角色 | 用分类做什么 | 关键动作 |
|---|
| 货代 / 操作 | 决定是否承运、走哪种舱位、要不要走 CAO 全货机 | 拿 SDS 第 14 节 + DGL 反查 + PI 限重 |
| 跨境电商卖家 | 上架前判断是否「禁运 / 限运 / 普货」 | 提前问供应商要 SDS，香水/电池/喷雾/磁铁类必做 |
| 外贸 / 工厂 | 提前在 PI 包装阶段对齐，避免到货代手里再返工 | UN 规范包装（UN spec packaging）必须从工厂源头采购 |
如果你是卖家，强烈建议在选品阶段就把 SDS 索取做成 SOP。等货到了仓库再发现是 DG，重新包装、改 DGD、改舱位的成本远远高于上架前花 10 分钟看 SDS。
十一、合规与边界提醒
- 本文是基于公开的 IATA DGR 体系做的实操梳理，不构成法律、合规或安全建议
- 具体走货请以你所在国家民航管理机构、IATA DGR 现行版手册、承运航司及货站的实际要求为准
- 锂电池、放射性、感染性物质等高敏感品类，强烈建议委托具备 DG 资质的货代和发货代理，并由具备 CAT 6（IATA DGR Initial/Recurrent）培训的人员出具 DGD
- 各国家、各航司随时会发布 SV（State Variation）和 OV（Operator Variation），起运前一定要查最新版
十二、结尾：把九大类当成「业务地图」用
九大类不是一套要你死记硬背的术语表，而是一张 业务地图。
它告诉你：
- 能不能接这票货（看是否属于禁运或受限）
- 该怎么报价（DG 附加费、ULD 选型、客机/全货机）
- 派工流程往哪走（哪一道工序需要 DG 资质人员介入）
- 客户对接怎么提问（你能 1 分钟内问出 SDS、UN、PSN、PG、净重、是否合装）
把这套语言练熟，意味着你能在客户问「这票能走吗」时，先反问 3 个关键字段，而不是把 SDS 转给操作再等 2 小时。这是一线 DG 操作人员和「会说英文的货代」之间真正的差距。
下一篇我们继续往细里走：UN 编号、PSN、Class、PG 到底是怎么一步步查出来的，DGL 表怎么读、N.O.S. 条目怎么处理、SDS 和 DGL 冲突时怎么取舍。会配上完整的查询流程图和真实案例。
A customer sent an SDS, and Section 14 states “Class 8, Packing Group II, UN1789.” You probably know this is a corrosive substance, but can it actually be loaded into the cargo hold of a passenger aircraft? Does it need to be shipped via CAO? And what does Packing Group II mean? To get to the bottom of these questions, the first step is to understand the underlying terminology of the IATA DGR’s “nine classes + subclasses.” This isn’t something you’re supposed to memorize; it’s meant to help you determine whether cargo can be shipped, how it should be shipped, and in what quantities. This article breaks down this classification system for you using the language of frontline freight forwarders and sellers.
I. Why the Nine Classes? The Underlying Logic of Classification
The classification of dangerous goods wasn’t arbitrarily decided by IATA. Its origins lie with the United Nations—the UN Recommendations on the Transport of Dangerous Goods (UN Orange Book). This document defines the nine classes and their subclasses, which are then adopted by regulations for various modes of transport:
- Air Transport: ICAO TI (Binding International Civil Aviation Organization Technical Instructions) + IATA DGR (a more practical, industry-specific version for shippers and freight forwarders)
- Maritime Transport: IMDG Code
- Road: ADR (Europe) / US 49 CFR (United States)
- Rail: RID
In other words, the nine classes serve as a universal “language of hazard” across all modes of transport. From the moment a shipment leaves the factory, travels by truck, enters the airport, boards an aircraft, and is unloaded at an overseas warehouse, the same classification system is applied at every stage of the journey. This is the greatest value of this classification system—learn it once, and it applies to all modes of multimodal transport.
The underlying criterion for classification boils down to a single question: Under the conditions of transport, what is the primary hazard posed by this shipment? Is it explosive, flammable, capable of intensifying fires in other cargo, corrosive to containers, toxic to humans, or radioactive? Whichever poses the greatest risk determines the classification.
II. Quick Overview of the 9 Major Categories in IATA DGR
The table below is a “quick reference card” used by frontline freight forwarders. We recommend taking a screenshot and saving it.
| Category | Chinese Name | Typical Cargo | One-Sentence Description |
|---|
| Class 1 | Explosives | Fireworks, signal flares, airbag inflators | Capable of producing an explosive effect under transport conditions |
| Class 2 | Gases | Oxygen cylinders, butane, fire extinguishers, perfume aerosols | Vapor pressure > 300 kPa at 50°C, or completely gaseous at atmospheric pressure |
| Class 3 | Flammable Liquids | Gasoline, alcohol, paint thinner, undiluted perfume | Liquids with a closed-cup flash point ≤ 60°C |
| Class 4 | Flammable solids / Self-igniting substances / Substances that release flammable gases upon contact with water | Matches, white phosphorus, sodium, magnesium powder | Danger due to friction, spontaneous combustion, or contact with water; divided into 3 subclasses |
| Class 5 | Oxidizers / Organic peroxides | Hydrogen peroxide, sodium persulfate, potassium permanganate | May not burn on their own, but can intensify other fires |
| Class 6 | Toxic Substances / Infectious Substances | Pesticides, cyanides, medical specimens, live virus strains | Toxic to humans or carrying pathogenic microorganisms |
| Class 7 | Radioactive Materials | Industrial radioactive sources, radioactive medical preparations | Specific activity exceeding the limits specified in the UN tables |
| Class 8 | Corrosive Substances | Sulfuric acid, sodium hydroxide, battery electrolyte | Contact with metal or skin may cause measurable damage |
| Class 9 | Miscellaneous Dangerous Goods | Lithium batteries, dry ice, magnetic materials, environmentally hazardous substances | Not classified under the first 8 classes, but still possess hazardous properties |
Please note: These nine numbers do not represent a ranking of hazard severity. Class 9 does not mean “least hazardous,” nor does Class 1 mean “most hazardous.” Lithium batteries are classified as Class 9, yet they have been among the most costly dangerous goods in civil aviation over the past few years. The classification describes the “type of hazard,” not the “degree of hazard.”The level of hazard is determined by the Packing Group (PG) and Packing Instruction (PI) that follow.
III. Subclass Breakdown: 90% of the Operational Details Are Hidden in the Subclasses
Several of the nine main classes are further subdivided. Without examining the subclasses, it is impossible to determine “exactly how” a shipment should be handled.
Class 1 Explosives (1.1–1.6)
These are divided into 6 subclasses from most to least sensitive and explosive:
| Subclass | Definition | Civil Aviation Reality |
|---|
| 1.1 | General Explosive Hazard | Nearly Complete Ban on Carriage |
| 1.2 | Projectile Hazard, No Total Explosion | Restricted; requires OV/SV authorization |
| 1.3 | Combustion hazard accompanied by minor explosions or ejection | Restricted |
| 1.4 | Minor hazard | 1.4S is the most common permitted subclass in civil aviation (e.g., airbag inflators) |
| 1.5 | Extremely Insensitive Explosives | Rare |
| 1.6 | Extremely insensitive, with no risk of spontaneous detonation | Rare |
The most common mistake made by beginners: declaring fireworks as general cargo. Fireworks are generally classified as Class 1.3G or 1.4G in the IATA DGR, and are strictly regulated by civil aviation authorities; a single violation will almost certainly result in being blacklisted by the airline.
Class 2 Gases (2.1 / 2.2 / 2.3)
- 2.1 Flammable Gases: Butane lighter fluid, propane in aerosols
- 2.2 Non-flammable, non-toxic gases: nitrogen, argon, compressed air cylinders, CO₂ fire extinguishers
- 2.3 Toxic gases: chlorine, ammonia (generally prohibited on passenger aircraft)
Aerosols are a major problem area for cross-border e-commerce.Perfume sprays, sunscreen sprays, and air fresheners containing flammable propellants are almost exclusively classified as UN1950, Class 2.1. Even cosmetic sprays that “appear harmless” may still fall under Class 2.1 under the PSN.
Class 4 (4.1 / 4.2 / 4.3)
| Subclasses | Definition | Examples |
|---|
| 4.1 | Flammable solids / Self-reactive substances / Desensitized explosives | Matches, nitrocellulose |
| 4.2 | Self-heating substances | White phosphorus, certain metal catalysts |
| 4.3 | Substances that release flammable gases upon contact with water | Sodium metal, calcium carbide |
Class 5 (5.1 / 5.2)
- 5.1 Oxidizers: Not necessarily flammable themselves, but they can cause nearby substances to burn more intensely or spontaneously combust. Hydrogen peroxide, bleaching powder.
- 5.2 Organic peroxides: Divided into seven types, A through G. Type A is strictly prohibited from transport; types B through G each have different temperature and packaging restrictions.
Class 6 (6.1 / 6.2)
- 6.1 Toxic Substances: Pesticides, cyanides, certain dye intermediates
- 6.2 Infectious Substances: Further subdivided into Category A (UN2814—affecting humans / UN2900—affecting animals; requires PI 620) and Category B (UN3373, PI 650; most common in cross-border e-commerce cosmetic testing samples)
Class 9 Miscellaneous
Class 9 has been the most talked-about class in the past two years, as it now encompasses an ever-increasing variety of items:
- Lithium batteries: UN3480/3481/3090/3091 (to be covered separately; a dedicated article will follow later in this series)
- Dry ice (UN1845): Frequently used in cross-border cold chain shipments; weight limits, packaging, and documentation all have specific requirements
- Magnetic materials (UN2807): HDDs, speakers, magnetic toys
- Environmentally Hazardous Substances (UN3077 solid / UN3082 liquid): Electrolytes included with many lithium batteries, certain cleaning agents
IV. Class 9 Deep Dive: The “Most Popular Class” in Cross-Border E-Commerce
Class 9 may seem “least like a dangerous good,” but it is precisely the category where cross-border e-commerce and manufacturing exports run into the most pitfalls. Below, we’ll thoroughly break down the four most common sub-items.
1. The “Lithium Battery Quartet”: UN3480 / 3481 / 3090 / 3091
| UN Number | Chinese Meaning | Typical Scenarios |
|---|
| UN3480 | Lithium-ion batteries transported separately (not with equipment) | Battery packs, battery assemblies sold separately |
| UN3481 | Lithium-ion batteries installed in equipment or packaged with equipment | Finished products such as cell phones, laptops, and electric toothbrushes |
| UN3090 | Lithium metal batteries shipped separately | Disposable industrial button cells |
| UN3091 | Lithium metal batteries installed in equipment or packaged with equipment | Watches, small toys containing button batteries |
All four categories fall under Class 9, but the corresponding PIs (PI 965–970) are further subdivided into power levels under Sections IA, IB, and II. This is the section of the IATA DGR with the most complex regulations and the most frequent revisions; we will dedicate a separate article to it later in this series.
2. Dry Ice UN1845: The Most Commonly Undeclared DG in Cross-Border Cold Chain Logistics
Many sellers mistakenly believe that “dry ice is just for cooling and doesn’t count as cargo.” This is incorrect. Dry ice is classified as Class 9, UN1845, PI 954.
Practical Note:
- It must be declared, and the outer packaging must be labeled with “Dry Ice” plus the net dry ice weight (not the gross weight of the shipment)
- The maximum quantity per package is subject to PI restrictions; packages exceeding this limit must be split
- Breathable packaging must be used (dry ice sublimation produces CO₂, and sealed containers may burst)
- Cannot be transported in the cargo hold of passenger aircraft due to OV restrictions; some airlines have thresholds for total volume per flight
Used for temperature-controlled transport of cold-chain perishables, medical samples, and cosmetics, this is one of the most commonly overlooked compliance issues in cross-border e-commerce.
3. Magnetic Materials UN2807: A Common Pitfall for 3C Exports
The criteria for determining magnetic materials are very precise: if the magnetic field strength exceeds 0.00525 gauss at a distance of 4.5 m from the surface of the package, it must follow the DG (Dangerous Goods) process.
Products that frequently trigger issues:
- Hard disk drives (HDDs) (including motors with strong magnets)
- High-power speakers and headphones
- Toys, stationery, and magnetic stickers containing magnets
- Industrial permanent magnets (neodymium-iron-boron)
Determination is based on test reports. Suppliers must provide magnetic field strength test reports; otherwise, freight forwarders will not accept the shipment. Many sellers overlook this requirement when selecting products and only discover that freight forwarders refuse to accept the shipment at the time of shipment.
4. Environmentally Hazardous Substances UN3077 / UN3082: Section 12 of the SDS will disclose this
- UN3077: Solid environmentally hazardous substances
- UN3082: Liquid environmentally hazardous substances
Classification is based on the substance’s toxicity level to aquatic organisms. This information is provided in Section 12, “Ecological Information,” of the SDS. Common examples include:
- Lithium battery electrolytes (if a lithium battery is classified as non-Class 9, the electrolyte may be treated separately under UN3082)
- Certain cleaning agents and surfactants
- Certain rare metal compounds and pesticide intermediates
- Paint and dye additives
Substances hazardous to the environment must be labeled with the special “fish and tree” symbol. Failure to affix this label is a frequent cause of returns at the front lines.
V. A single shipment may fall under two categories simultaneously: primary hazards vs. secondary hazards
This is something 90% of newcomers struggle to understand at first.
Here’s a real-world example: You receive a shipment of potassium cyanide solution. It is both toxic (Class 6.1) and corrosive (Class 8). So how should it be listed on the DGD?
The IATA DGR includes a Precedence Table used to determine which is the “Primary Hazard Class” and which is the “Subsidiary Hazard.” The rule is:
- The DGL (List of Dangerous Goods) has already assigned primary and subsidiary classifications; follow the table—do not make your own judgment.
- Only use the Precedence Table to make your own determination if an entry marked N.O.S. (Not Otherwise Specified) appears in the list
- The primary hazard class determines the Class number and the shape and color of the label
- A “Subsidiary Hazard Label” must be affixed for the Subsidiary Hazard, but it does not include the Class number
The starting point for practical determination is always to first check the UN entries in the DGL table, not to look at what is written in Section 14 of the SDS. The SDS is issued by chemical manufacturers and is not always filled out according to IATA conventions; the DGL is the sole authority for air transport compliance.
If you just want to perform a quick preliminary screening, you can use OneCargoKit’s Dangerous Goods Quick Check tool: Dangerous Goods Check.Enter the UN number or product name, and it will immediately return the PSN, main class, subclass, PG, PI, label, and lithium battery rule prompts, saving you the time of flipping through the DGL table. It does not replace the DGR manual itself, but it’s sufficient for a 30-second pre-screening before dispatching.
VI. 60-Second Inquiry Template for Client Calls: Get All the Information in One Go
The biggest difference between a seasoned DG operator and an “English-speaking freight forwarder” is whether they can elicit all the key fields needed for a determination within the first 60 seconds of a customer inquiry call. Newcomers often need three to five back-and-forth calls, while seasoned professionals get it done in one call.
Below is a proven inquiry script developed on the front lines. Ask in the order of these six fields; if the caller cannot answer, have them look up the SDS on the spot:
| Field | Question | What to Do If They Can’t Answer |
|---|
| 1. Exact Product Name | “What are the English chemical name and Chinese common name for this shipment?” | Ask the other party to provide Section 1 of the SDS |
| 2. UN Number | “Does this shipment have a UN number? The one that starts with four digits?” | Ask the other party to send Section 14 of the SDS |
| 3. Concentration / Physical State | “Is it a liquid or a solid? What is the concentration? Is it a solution or a pure substance?” | Ask the other party to send the COA test report |
| 4. Net Weight per Unit + Total Number of Units | “How many bottles are in one outer carton? How many mL/g per bottle? How many items in total?” | Ask the other party to take photos of the packaging |
| 5. Packaging details | “Does the outer carton have UN markings? Please take a photo of the bottom of the outer carton for me.” | Ask the other party to send a photo of the actual outer carton |
| 6. Origin + Destination + Delivery Timeframe | “Which airport is the shipment departing from? Which airport is the destination? What delivery timeframe do you need?” | Customers can usually answer this one |
After asking these 6 questions, for 90% of standard DG shipments, you’ll be able to tell the customer right away:
- whether it can be shipped (if not, reject it immediately to save time)
- Whether it can be shipped on a passenger aircraft or requires CAO
- Approximate DG surcharge
- A general flight recommendation
If the client doesn’t even know the UN number, provide a template for them to send to their upstream manufacturer requesting the information—“Please provide the SDS for this batch (including IATA Section 14) + COA + actual photos of the outer packaging.”
VII. Front-Line Decision-Making Process: From an SDS to “Can It Ship? / How to Ship It”
When you receive a shipment, follow this sequence to avoid 80% of the pitfalls.
`` Step 1 看 SDS 第 14 节 ↓ 提取 UN 号、PSN、Class、PG Step 2 拿 UN 号到 DGL 表里反查 ↓ 核对 SDS 是否和 DGL 一致；不一致以 DGL 为准 Step 3 查 PI 包装说明 ↓ 看客机/全货机限重、内包装上限 Step 4 看 OV/SV ↓ 起运航司、过境国、目的国变更 Step 5 出 DGD + 标签 + 标记 ↓ 复核两遍才交订舱 ``
Pay close attention to Step 2. The SDS is provided by the chemical manufacturer; its “Class 8” designation may be based on ADR road transport standards and does not necessarily correspond to IATA air transport standards. There may also be classification differences between the IMDG Code for ocean transport and IATA regulations for air transport regarding certain borderline shipments. Always refer to the regulations specific to the mode of transport you will be using.
VIII. Common Misconceptions
Here are the 8 most common pitfalls on the front lines—see how many you’ve fallen into:
- Misconception 1: “This cargo is Class 9, so it must be the lightest and can be shipped in the general cargo hold of a passenger aircraft”—Wrong.Lithium batteries and dry ice in Class 9 are subject to strict restrictions on passenger aircraft and all-cargo aircraft. UN3480 high-power lithium-ion batteries transported as bare cells (PI 965 Section IA/IB) are prohibited on passenger aircraft.
- Misconception 2: “If it’s not listed as a dangerous good on the SDS, then it’s not a dangerous good”—Wrong. The SDS is issued by the manufacturer, and not every country uses the same template. The IATA DGL is the final authority.
- Misconception 3: “The division number doesn’t matter; just label the main class”—Wrong. If the division number is omitted, ground handling staff at the airport will open the shipment, check the DGD, and immediately reject it, forcing the entire shipment to be returned for repackaging.
- Misconception 4: “PG I is more dangerous than PG II, so PG II packaging is easier”—Partially true. PG determines the packaging group, not permissibility. PG II still requires designated packaging selected according to the PI.
- Misconception 5: “As long as the quantity is small, it’s fine”—Not necessarily. It depends on whether the shipment meets the specific thresholds for Limited Quantity or Excepted Quantity. Only shipments below the threshold qualify for simplified rules; those exceeding the threshold must still be handled as full DG shipments.
- Misconception 6: “Magnetic materials aren’t dangerous goods”—Wrong. UN2807, Class 9. If the magnetic field strength exceeds 0.00525 gauss at a distance of 4.5 meters from the surface of the package, it must follow the DG process. HDDs, speakers, and magnetic toys are common pitfalls.
- Misconception 7: “Dry ice is used in the food cold chain, so it must be treated as general cargo”—Wrong. Dry ice (UN1845) is Class 9. Each piece is limited to a maximum of 200 kg (PI 954), must be declared, and the outer packaging must be labeled with the weight.
- Misconception 8: “If a shipment contains both Class 3 and Class 5.1 items, they can still be packed together”—Wrong. Many combinations in the compatibility matrix in Table 9.3.A are prohibited from being packed together in the same ULD or the same cargo compartment.
IX. Practical Checklist (Review in 60 seconds before dispatching)
- [ ] Section 14 of the SDS contains the complete UN number, PSN, Class, and PG
- [ ] The UN number has been cross-referenced in the DGL, and the PSN spelling matches
- [ ] Both primary and secondary classes have been identified
- [ ] PI confirmed; weight limits for passenger aircraft/all-cargo aircraft are clear
- [ ] OV/SV checked (country of origin, transit, destination, and operating carrier)
- [ ] Checked against thresholds to determine if the shipment falls under “Limited Quantity” or “Excepted Quantity”
- [ ] Package contents, net weight, and number of pieces have been aligned with the DGD draft
- [ ] Master label + subclass label + handling instructions + directional arrow (required for liquids) are all present
- [ ] DGD double-checked by two people
- [ ] If lithium batteries are present, the relevant section in PI 965/966/967/968/969/970 has been confirmed
How do I calculate chargeable weight and fuel surcharges before assigning the job? You can quickly run a simulation using the Chargeable Weight Calculator and Surcharge Estimator to have a clear understanding when quoting the customer.
X. Three Categorization Methods for Freight Forwarders, Sellers, and Foreign Trade Entities
This classification system is applied differently depending on the role:
| Role | Purpose of Classification | Key Actions |
|---|
| Freight Forwarder / Operations | Determines whether to accept the shipment, which舱位 to use, and whether to use a CAO all-cargo flight | Retrieve Section 14 of the SDS + cross-reference the DGL + check weight limits on the PI |
| Cross-border E-commerce Sellers | Determine whether the item is “prohibited, restricted, or general cargo” before listing | Request the SDS from the supplier in advance; this is mandatory for items such as perfume, batteries, aerosols, and magnets |
| Foreign Trade / Manufacturers | Align requirements during the Proforma Invoice (PI) and packaging stages to avoid rework once the shipment reaches the freight forwarder | UN-spec packaging must be procured directly from the factory |
If you’re a seller, we strongly recommend making it standard operating procedure (SOP) to request an SDS during the product selection phase. The costs of repackaging, reclassifying as non-dangerous goods (DGD), and changing cargo holds after discovering a shipment is dangerous goods (DG) upon arrival at the warehouse far exceed the 10 minutes it takes to review the SDS before listing.
XI. Compliance and Boundary Reminders
- This article is a practical guide based on the publicly available IATA DGR framework and does not constitute legal, compliance, or safety advice
- For specific shipments, please refer to the actual requirements of your country’s civil aviation authority, the current edition of the IATA DGR manual, and the carrier and cargo terminal involved
- For highly sensitive categories such as lithium batteries, radioactive materials, and infectious substances, it is strongly recommended to engage a freight forwarder or shipping agent with DG certification, and to have the DGD issued by personnel trained to CAT 6 (IATA DGR Initial/Recurrent) standards
- Countries and airlines may issue State Variations (SV) and Operator Variations (OV) at any time; be sure to check the latest versions before shipment
12. Conclusion: Use the Nine Categories as a “Business Map”
The nine categories are not a list of terms to be memorized by heart, but rather a “business map.”
It tells you:
- Whether you can accept this shipment (by checking if it is prohibited or restricted)
- How to quote the price (DG surcharges, ULD selection, passenger aircraft vs. all-cargo aircraft)
- Where the workflow should go (which steps require personnel with DG certification)
- What questions to ask when liaising with clients (Can you elicit the SDS, UN number, PSN, PG, net weight, and whether it’s a mixed shipment within one minute?)
Mastering this terminology means that when a client asks, “Can this shipment go through?” you can first ask for three key pieces of information—rather than forwarding the SDS to operations and waiting two hours. This is the real difference between frontline DG operations staff and a “freight forwarder who speaks English.”
In the next post, we’ll dive deeper into the details: how to look up UN numbers, PSN, Class, and PG step by step; how to read a DGL; how to handle N.O.S. entries; and how to resolve conflicts between the SDS and DGL. We’ll include a complete flowchart of the inquiry process and real-world examples.