Sitting in baldock services for my 30 mins break today, looked at truck next to me and not knowing anything about ADR wondered what do these numbers actually mean 
does each number mean something on its own or does the whole sequence mean something
in laymans terms please 
cheers.
as MRC said the top 3 are fire brigade instructions and peculiar to UK, the four digit number is the internationally recognised UN number which is almost specific to the actual product, and is used also for packaged hazardous goods
Quite confusing but this is the list in full.
Emergency Action Code
1 = Jets
2 = Fog. In the absence of fog equipment a fine spray may be used
3 = Foam
4 = Dry agent. Water must not be allowed to come into contact with the substance at risk
P. R. S. T. mean Dilute
W. X. Y. Z. mean Contain
The letters P, R, W or X also indicate that a full
chemical protection suit and breathing apparatus
should be worn.
The letters S T Y and Z may on occasion appear with a black background.
These reversed characters indicate that breathing
apparatus need only be worn if the substances are
involved in a fire.
E means “Consider Evacuation”
X at the beginning means not to use water at all as it could cause a dangerous reaction,
Come on Dave, put me right if I got it wrong again!
Cruise Control:
Sitting in baldock services for my 30 mins break today, looked at truck next to me and not knowing anything about ADR wondered what do these numbers actually meanin laymans terms please
cheers.
So if you look at the top of the Hazchem board,
3 indicates Foam to be used
Y indicates product to be contained.
1223 is the 4 digit United Nations number
The flammable diamond indicates the hazard class, in this case 3 (Flammable or Inflammable) it means the same.
You may get 2P over 1830 which would indicate Fog or fine spray and to dilute as the UN number shows it to be Sulphuric Acid which would have a class 8 diamond showing acid burning metal and a human hand.
The absolute bottom number is the emergency phone number next to the company name
Wheel Nut:
Quite confusing but this is the list in full.
Hi Malc, it’s only confusing if one confuses two different systems.
Wheel Nut:
Come on Dave, put me right if I got it wrong again!
OK Malc, here goes…
Wheel Nut:
Emergency Action Code1 = Jets
2 = Fog. In the absence of fog equipment a fine spray may be used
3 = Foam
4 = Dry agent. Water must not be allowed to come into contact with the substance at riskP. R. S. T. mean Dilute
W. X. Y. Z. mean Contain
The letters P, R, W or X also indicate that a full
chemical protection suit and breathing apparatus
should be worn.
OK so far…
Wheel Nut:
The letters S T Y and Z may on occasion appear with a black background.
But not since midnight on 09/05/2004 when the (old) Approved Carriage List got binned and was replaced by the Dangerous Goods Emergency Action Code List.
(Current version dated 2009.)
Wheel Nut:
These reversed characters indicate that breathing
apparatus need only be worn if the substances are
involved in a fire.
That was true, but BA is needed for all substances now. (EAC List 3.1.4 and 3.1.5)
Wheel Nut:
E means “Consider Evacuation”
Spot-on. 
Wheel Nut:
X at the beginning means not to use water at all as it could cause a dangerous reaction,
Oh dear Malc, this where a valiant effort came unravelled… 
You have the meaning of the “X” correct, but the “X” at the beginning is from ADR (only) and isn’t possible on a UK Hazard warning panel, where a number in the range 1-4 must appear first as you correctly said above.
MRC:
Kero
Hi MRC, it’s correct that UN 1223 is Kerosene, but UK tanker marking requirements mean that 1223 might also mean that both Kero and Diesel are being carried.
MRC:
3= Fire
Sorry mate, but that’s incorrect.
A “3” in the first position of an EAC means that foam should be used to extinguish a fire involving the product being carried.
MRC:
Y= Container Spillage
It’s correct that a “Y” means that a spillage should be contained, but the “Y” also has the following meanings:
MRC:
1223 = Kero
1203= Petrol
1202 = DERV
You have the UN numbers correct mate, but there’s only a requirement to show the most dangerous of the substances and mark it as a full tanker load. This ONLY applies to those three particular UN numbers. That’s to save the fuel guys from having to obey the slightly more complicated rules when carrying substances which have different UN numbers in the same tanker. That’s how showing “1223” could mean a load comprising of both Kero and Diesel in separate compartments.
They mean that the thing has’nt gone up yet in a raging fire because you can still read the signs.After that it would need some difficult guess work to decide wether or not to throw foam on it?.But those little domestic fire trucks that turn up on the motorway are’nt going to be able to put the fire out like an aircraft crash tender could if it’s flammable liquids.
Cruise Control:
in laymans terms please
cheers.
Hi Cruise Control, That’s a good question mate.
As you can see, the Hazard Warning Panel is split into 5 parts.
Top left (orange) This part contains a code (Emergency Action Code) to tell firefighters how to deal with the substance being carried in the event of fire or spillage.
Middle left (orange) This part contains a four-digit number assigned by the UN, which identifies the substance being carried.
Bottom left (orange) This part contains a phone number where expert advice (usually an industrial chemist) on the substance being carried can be obtained in English at any time during carriage.
Top right (white) This part contains a placard to indicate the danger presented by the substance being carried.
(There are 9 classes of dangerous goods, the others are shown in the ADR ‘sticky’ in the Safety and Law forum)
Bottom right (orange) This part is a space reserved for the company to put their logo, but it may be left blank if the company don’t wish to put their logo on the hazard warning panel.
The exact meaning of the coded info on hazard warning panel you saw is:
Top left (orange):
“3” = Fight fire with foam
“Y” = A spillage should be contained + Danger of violent reaction with water + Use (wear) a BA set when fighting fire, + Use (wear) Fire-Kit ( = chemical suit not necessary)
Middle left (orange): “1223” = Kerosene (paraffin) [but may also be carrying Diesel fuel]
I’ve assembled pictures of the placards for all 9 UN Classes of dangerous goods in my answer to Hutchie about half way down the page in 
THIS POST
I hope that helps.
Carryfast:
They mean that the thing has’nt gone up yet in a raging fire because you can still read the signs.
Carryfast:
After that it’s guess work and throw foam on it because that’s probably the best all round option but just hope that it’s not chemical nasties that don’t like water in that case.
There’s no guesswork involved mate, and foam isn’t always the best option.
If it were the kind of chemical nasties you mentioned, then they would have a code beginning with a “4” which indicates that ONLY dry powder (no water OR foam) should be used to fight a fire involving that/those substance(s.)
Carryfast:
But those little domestic fire trucks that turn up on the motorway are’nt going to be able to put the fire out like an aircraft crash tender could.
That’s exactly why the driver would report the UN number and EAC to 999 fire-control together with details of the amount being carried.
Then the correct fire appliance would be sent.
MRC:
Everyone is correct in a way…
Hi MRC, would you care to expand your comment a little please ?
MRC:
Everyone is correct in a way…
Yes but Dave is ■■■■ on correct:wink:
I did look at the X Dave and seemed to remember about the reaction but forgot the ADR only.
I just kept fueling the fire until you arrived 
MRC:
Everyone that made a comment had truth in it. … thats all really
Hi MRC, Thanks for that reply mate, and I guess it’s a fair comment now that I understand it. :
dieseldave:
Carryfast:
They mean that the thing has’nt gone up yet in a raging fire because you can still read the signs.Carryfast:
After that it’s guess work and throw foam on it because that’s probably the best all round option but just hope that it’s not chemical nasties that don’t like water in that case.There’s no guesswork involved mate, and foam isn’t always the best option.
If it were the kind of chemical nasties you mentioned, then they would have a code beginning with a “4” which indicates that ONLY dry powder (no water OR foam) should be used to fight a fire involving that/those substance(s.)Carryfast:
But those little domestic fire trucks that turn up on the motorway are’nt going to be able to put the fire out like an aircraft crash tender could.That’s exactly why the driver would report the UN number and EAC to 999 fire-control together with details of the amount being carried.
Then the correct fire appliance would be sent.
I know but I never did tanker ADR and did’nt want the rest either so it was’nt my scene but I did have some idea of the realities of fire fighting.In a worse case scenario the driver is’nt going to report anything as he’ll be on his way to hospital if he’s lucky.That code 4 or any other one won’t be there as I said because by the time any call has got through the thing could be well away and the signs will be unreadable?.As far as I know there are’nt any aircraft type fire trucks based in range of many places on many motorways? and I’ve certainly never seen anything like one at anything I’ve ever seen involving fires on the road?.But it would be good to think that the fire services could provide something with that type of ability in all cases but differentiating between the two types of fire while it’s burning and then calling out something with the type of dry powder output needed would be another matter in the timescale needed in that type of scenario?.
Wheel Nut:
I did look at the X Dave and seemed to remember about the reaction but forgot the ADR only.
Yes Malc, you were spot-on about the meaning of the “X” in ADR.
ADR:
5.3.2.3.1If a hazard identification number is prefixed by the letter “X”, this indicates that the
substance will react dangerously with water. For such substances, water may only be used by
approval of experts.
It’s the “hazard identification number” part of the above quote that tells us it’s an ADR reference Malc, because we have specific UK law that makes us use EACs for UK carriage in UK registered tank vehicles.
(Today’s magic numbers are: CDG 2009 Reg.6 and Schedule 1(1), if you scroll down from that, you’ll see a piccy. )
Wheel Nut:
I just kept fueling the fire until you arrived
I thought that’s what you were up to. 
Carryfast:
I know but I never did tanker ADR and did’nt want the rest either so it was’nt my scene but I did have some idea of the realities of fire fighting.In a worse case scenario the driver is’nt going to report anything as he’ll be on his way to hospital if he’s lucky.
Hi Carryfast, You’ve raised some interesting points, some of which are outside my area of expertise as an ADR instructor and DGSA.
Sticking with UN 1223 KEROSENE, 3, PGIII (as in the OP) I can tell you that any flammable liquid in PGIII is counted as being of a low danger. The legal criteria for inclusion in UN Class 3 PGIII are that the substance has an initial boiling point >35 degrees C and a flashpoint >23 degrees C.
The flashpoint of Kero is variable, but it’s usually somewhere around 35 deg C.
Most responsible companies tend to put extra info on their paperwork, such as an emergency specialist phone number and the EAC code for the substance. Those aren’t actually a legal requirement, but it’s often done as ‘best practice.’ Each emergency situation is different, but usually, the driver is able to make a 999 call and supply the info by reading from the paperwork after getting to a safe distance.
Carryfast:
That code 4 or any other one won’t be there as I said because by the time any call has got through the thing could be well away and the signs will be unreadable?.
There’s a general requirement for tanker markings to be readable for 15 mins engulfment in a fire, I guess that’s within most 999 response times, but I’m not a firefighter.
Carryfast:
As far as I know there are’nt any aircraft type fire trucks based in range of many places on many motorways?
You’ve got me with that one mate. I’ll confess that I’ve no idea, but I do trust that the chief fire officer for each fire-brigade has a plan for such eventualities. 
Carryfast:
and I’ve certainly never seen anything like one at anything I’ve ever seen involving fires on the road?.But it would be good to think that the fire services could provide something with that type of ability in all cases but differentiating between the two types of fire while it’s burning and then calling out something with the type of dry powder output needed would be another matter in the timescale needed in that type of scenario?.
I agree with your comment about the dry powder output, but I do know that there are some rapid response units dotted about.
dieseldave:
Carryfast:
I know but I never did tanker ADR and did’nt want the rest either so it was’nt my scene but I did have some idea of the realities of fire fighting.In a worse case scenario the driver is’nt going to report anything as he’ll be on his way to hospital if he’s lucky.Hi Carryfast, You’ve raised some interesting points, some of which are outside my area of expertise as an ADR instructor and DGSA.
Sticking with UN 1223 KEROSENE, 3, PGIII (as in the OP) I can tell you that any flammable liquid in PGIII is counted as being of a low danger. The legal criteria for inclusion in UN Class 3 PGIII are that the substance has an initial boiling point >35 degrees C and a flashpoint >23 degrees C.
The flashpoint of Kero is variable, but it’s usually somewhere around 35 deg C.Most responsible companies tend to put extra info on their paperwork, such as an emergency specialist phone number and the EAC code for the substance. Those aren’t actually a legal requirement, but it’s often done as ‘best practice.’ Each emergency situation is different, but usually, the driver is able to make a 999 call and supply the info by reading from the paperwork after getting to a safe distance.
Carryfast:
That code 4 or any other one won’t be there as I said because by the time any call has got through the thing could be well away and the signs will be unreadable?.There’s a general requirement for tanker markings to be readable for 15 mins engulfment in a fire, I guess that’s within most 999 response times, but I’m not a firefighter.
Carryfast:
As far as I know there are’nt any aircraft type fire trucks based in range of many places on many motorways?You’ve got me with that one mate. I’ll confess that I’ve no idea, but I do trust that the chief fire officer for each fire-brigade has a plan for such eventualities.
Carryfast:
and I’ve certainly never seen anything like one at anything I’ve ever seen involving fires on the road?.But it would be good to think that the fire services could provide something with that type of ability in all cases but differentiating between the two types of fire while it’s burning and then calling out something with the type of dry powder output needed would be another matter in the timescale needed in that type of scenario?.I agree with your comment about the dry powder output, but I do know that there are some rapid response units dotted about.
That 15 minute response is’nt something I’d like to have meet at the firestation with the right kit for the right job in every case possible.Do you remember when they took out the access points in the central reservations on motorways because idiots were using them for u turns that alone has added a lot of time for response times on motorways in some cases because if the problem is on the wrong side at the wrong place they’ve got to go to the next exit and come back.But I’ve always had a job understanding how they could deal with a worse case type scenario on a motorway in some cases.One thing I do know about Kerosene is that when it’s got going in large quantities the heat output is quite something as it’s those aircraft type fire fighting wagons which I spent a lot of time around.
put it short if its on fire or leakin RUN
If it was and we closed the motorway, we’d still get motorists complaining!!
AKA - Domestic heating oil.
nick2008:
put it short if its on fire or leakin RUN
Hi Nick, I think your course of action in the event of fire is fair enough, cos you wouldn’t really want to hang about nearby.
However, if it’s only a leak, then switching the engine off and removing any ignition sources is the thing to do.
Most folks get themselves all excited about UN Class 3, but many don’t realise how it works.
Kerosene has a flashpoint of approx 35 degrees C, so if it’s leaking or spilled and the ambient temperature is anything less than 35 degrees C, then Kerosene vapour simply cannot be ignited. If the ambient temperature is >35 degrees C, there must be a sufficient vapour/air mixture (in the range 1% - 6% for Kerosene) and a sufficiently hot heat source in order for a fire to take place. If the concentration of Kerosene vapour/air is outside of the 1% - 6% flammability limits (ie. either too rich or too weak) then the mixture simply isn’t ignitable.
Many folks get the definitions of ‘flashpoint’ and ‘auto-igniton’ temperatures confused.
Kerosene has an auto-igniton temperature of approx 250 degrees C.
The UN has placed Kerosene in Packing Group III of UN Class 3, so that means that the law views Kerosene as being of a low danger.