Csr bulk carriers

Common Structural Rules for Bulk Carriers
Status and Guidance

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ABS CSR FOR BULK CARRIERS ADVISORY • 1
CSR for Bulk Carriers Advisory
Introduction......................................................................................................................................2
Deﬁnition of Bulk Carriers ................................................................................................................3
CSR-BC Class Notations....................................................................................................................3
Design Loading Conditions ...............................................................................................................6
Basic Design Parameters ....................................................................................................................7
Loading Instrument...........................................................................................................................8
Multiple Port Conditions and Block Loading Conditions...................................................................9
Ballast Holds and Adjacent Ballast Tanks in Heavy Ballast Conditions .............................................11
Steel Mill Products in Flooded Conditions.......................................................................................12
Additional Class Notation GRAB[X] ................................................................................................15
Ballast Water Exchange Procedures..................................................................................................16
FE Mesh Size and Critical Area Screening........................................................................................18
CSR-BC Fatigue Criteria Change .....................................................................................................19
Weld Toe Grinding and Heavy Duty Work on Double Bottom.........................................................20
Tapering Procedure at Ends.............................................................................................................20
FEA Procedure for Aft and Foremost Cargo Holds...........................................................................21

2 • ABS CSR FOR BULK CARRIERS ADVISORY
The Common Structural Rules for Bulk Carriers
(CSR-BC) were adopted in December 2005
and came into force on 1 April, 2006. It was
an important step in the development of maritime
rules. For the first time, comprehensive structural
rules have been unified across the International
Association of Classification Societies (IACS)
combining the knowledge, vast experience, latest
practical and technical knowledge, and the state-
of-the-art technology embodied by its members.
The rules were developed with the aim of providing
more transparency. The technical background is
posted on the IACS website. Several corrigenda
and revisions to the rules have been issued. The
CSR Tracking Database (www.iacs-csrtrack.
org.uk) provides an easy and quick access to
the full revision history of the CSR Rules. The
CSR Knowledge Center (KC) contains common
interpretations as well as questions and answers
concerning the rules in order to assist classification
societies and the marine industry in implementing
the CSR rules in a consistent manner.
This reference document has been compiled
to provide useful information on certain
common questions and issues raised by ship-
owners and operators over the past several
years.
At the time this document was prepared, the
draft version (July 2012) of the harmonized
Common Structural Rules (CSR-H) for bulk
carriers and oil tankers had been released
for external review. Therefore, references are
also made to certain information from CSR-H
where appropriate.
There are 16 sections in this Advisory, each
of which is largely an independent and self-
contained topic. Contents range from class
notations to detailed stress analysis.
This document is not intended as a substitute
for the CSR-BC.
Table 1 presents a summary of the ABS CSR
bulk carrier fleet at the time of publication.
Detailed information on class notations can be
found beginning on page 3.
Abbreviations used in this document:
CSR Common Structural Rules
CSR-BC Common Structural Rules for
Bulk Carriers
CSR-H Harmonized Common Structural
Rules
CSR-OT Common Structural Rules for
Double Hull Oil Tankers
FE Finite Element
FEA Finite Element Analysis
IACS International Association of
Classification Societies
IMO International Maritime Organization
KC Knowledge Center
RCN Rule Change Notice
UR IACS Unified Requirement
UI IACS Unified Interpretation
Introduction
Service Feature
Number of
Ships
CSR Bulk Carriers 530
By Configuration
Single Side Skin Bulk Carriers 507
Double Hull Bulk Carriers 23
By GRAB Notations
Notation GRAB[20] 397
By BC Notations
Notation {BC-A} 530
Notation {BC-B} 0
Notation {BC-C} 0
Notation {no MP} 0
Maximum Cargo Density < 3 (t/m3
) 0
Table 1. Summary of ABS CSR Bulk Carrier Fleet

Definition of Bulk Carriers
There are several definitions of bulk carriers in
different IACS and IMO publications. SOLAS
contains the broadest definition of a bulk carrier
(thus a wider application), while the CSR
definition is more restrictive.
CSR-BC, Chapter 1, Section 1 [1.1.2] defines
bulk carriers as seagoing self-propelled ships
which are generally constructed with single
deck, double bottom, hopper side tanks and
topside tanks and with single or double side
skin construction in the cargo length area, and
intended primarily to carry dry cargoes in bulk
(see Figure 1). Hybrid bulk carriers, where
at least one cargo hold is constructed with a
hopper tank and topside tank, are covered by
CSR-BC. The structural strength of members in
holds constructed without a hopper tank and/
or topside tank must comply with the strength
criteria defined in CSR-BC.
The CSR KC has provided further interpretation
on the definition of bulk carriers. Per the
Knowledge Center, CSR is not applicable to
ore, combination, cement, wood chip or
self-unloading bulk carriers. Furthermore,
open configuration or box-type bulk carriers
are not required to comply with CSR-BC, and
examples of such configurations are shown in
Figure 2.
SOLAS Chapter XII, “Additional Safety Measures
for Bulk Carriers,” defines a bulk carrier as “a
ship which is intended primarily to carry dry
cargo in bulk, including such types as ore carriers
and combination carriers” and makes reference
to a number of resolutions. IMO Resolution
MSC.277(85) titled “Clarification of the term
‘Bulk Carrier’” contains guidance for application of
regulations in SOLAS to ships which occasionally
carry dry cargoes in bulk and are not determined
as bulk carriers in accordance with Regulation
XII/1.1 and Chapter II-1.
UR Z11.2.2 contains the same definition as
CSR-BC. Other Unified Requirements (URs) for
the strength of ships refer to the UR Z11 definition
but apply to subsets depending on cargo density,
length and side arrangement. This Advisory
focuses on CSR bulk carriers. However, certain
topics may also be of interest for owners of
non-CSR bulk carriers.
CSR-BC Class Notations
Class notations are assigned to vessels to signify
the applicable mandatory and optional Rule
requirements.
There are three primary class notations for a
CSR bulk carrier: BC-A, BC-B and BC-C. These
class notations are assigned based on the service
features of dry bulk cargo densities and cargo
hold loading patterns. BC-A, BC-B and BC-C
bulk carriers achieve high, intermediate and low
robustness levels of service features, respectively.
BC-A is the most robust and common class
notation of the three. Ships designed with
a BC-A class notation are intended to carry
dry bulk cargoes with a density of 1.0 t/m3
or
above in homogeneous, alternate and where
applicable block loading conditions. Empty
holds are allowed at the maximum draught
for BC-A vessels.
Ships designed with a BC-B class notation are
intended to carry homogeneous dry bulk cargoes
with a density of 1.0 t/m3
or above. BC-A and
BC-B vessels may also carry cargoes with density
below 1.0 t/m3
.
BC-C is the least robust class notation. Ships
designed with BC-C class notation are intended
to carry homogeneous dry bulk cargoes with a
maximum cargo density less than 1.0 t/m3
.
Figure 1.Typical Arrangements of CSR Bulk Carriers
Figure 2.Arrangements of Box-type Bulk Carriers

Neither BC-B nor BC-C ships allow empty holds at
the maximum draught of cargo conditions, but they
do allow empty holds at a shallow draught of cargo
conditions if loading and unloading in multiple
ports is a service feature of the ship.
Table 2 compares the applicable service features
of the three primary class notations. In addition
to the three primary class notations, there are four
more class notations that place limitations on bulk
carrier designs:
• {allowed combination of specified empty holds}
for BC-A ships: it specifies which cargo holds
can be empty in alternate loading conditions.
• {maximum cargo density (in t/m3
)} for BC-A
and BC-B ships: it signifies the maximum cargo
density if it is less than 3.0 t/m3
.
• {no MP} for BC-A, BC-B and BC-C ships:
it is assigned to a ship that has not been
designed for loading and unloading in
multiple ports. Loading and unloading in
multiple ports are assumed permissible
unless this class notation is assigned.
• GRAB[X] mandatory for BC-A and BC-B
ships: it indicates an unladen grab weight up
to X tons. The minimum grab weight is 20
tons for this class notation.
Table 3 shows the applicability of the
additional class notations. There is no
additional class notation to be assigned for a
maximum cargo density greater than 3.0 t/m3
in CSR-BC. CSR-H (draft version) contains
a change to this. As long as a design cargo
Applicable Service Features
Primary Notations
BC-A BC-B BC-C
Rubustness Level High Intermediate Low
Cargo Density (t/m3
) > 1.0 > 1.0 < 1.0
Homogeneous Load (at maximum draught) Yes Yes Yes
Alternate Load (at maximum draught) Yes No No
Block Load (at maximum draught) Yes No No
Multiple Port (at maximum draught) Yes Yes Yes
Additional Class Notations
Primary Class Notations
BC-A BC-B BC-C
{Allowed Combination of Specified Empty Holds} Yes No No
{Maximum Cargo Density (t/m3
)} Yes Yes No
{No MP} Yes Yes Yes
GRAB[X] (madatory or not) Yes No No
Table 2.Applicable Service Features of Primary Class Notations
Table 3.Applicability of Additional Class Notations

density is different from 3.0 t/m3
for a BC-A
or BC-B ship, the maximum density of the
cargo that the ship is allowed to carry is to
be indicated in a class notation, which can be
in the form of {allowed combination of
specified empty holds with maximum
cargo density x.y t/m3
} for a BC-A vessel, or
{maximum cargo density x.y t/m3
} for a BC-B
vessel. The cargo density to be used for strength
assessment is to be the maximum cargo density
in this case.
A typical notation of a CSR vessel classed with
ABS may contain the following class symbols
and notations:
ÀA1, Bulk Carrier, BC-A (Hold Nos. 2, 4 and
6 may be empty), Á, ÀAMS, ÀACCU, TCM,
GRAB(20), CSR, AB-CM, POT, PMA, RRDA,
ESP, UWILD, CRC, PMP where:
ÀA1 indicates that the hull and equipment
have been built under ABS survey in accordance
with the hull requirements of the ABS rules
or their equivalent for unrestricted ocean
service.
ÀAMS indicates that machinery has been
built under ABS survey in accordance with
the ABS Rules.
Á indicates that the equipment of anchors
and chain cables is in compliance with the
requirements of the Rules.
ÀACCU, or Automatic Centralized Control
Unmanned, is assigned to a vessel having the
means to control and monitor the propulsion-
machinery space from the navigation bridge and
from a centralized control and monitoring station
installed within or adjacent to, the propulsion
machinery space.
TCM, or Tailshaft Condition Monitoring, is
assigned to vessels with tailshafts specifically
arranged with oil-lubricated stern tube bearings,
complying with the requirements of the ABS
Guide for Classification Notation Tailshaft Condition
Monitoring (TCM).
CSR, AB-CM is assigned to vessels designed
and built to the requirements of CSR, and
in compliance with Appendix 5C-A2, ABS
Construction Monitoring Program of the ABS
Rules for Building and Classing Steel Vessels.
POT, or Protection of Fuel and Lubricating Oil
Tanks, is assigned to vessels having an aggregate
fuel oil capacity of 600 m3
(21,190 ft3
) and above
with fuel oil and lubricating oil tanks arranged
in accordance with the requirements specified
in 4-6-4/17.5 of the ABS Rules for Building and
Classing Steel Vessels.
PMA is assigned to bulk carriers of 20,000 gross
tonnage and over constructed on or after 1 January
2006 to signify that the vessel’s means of access
meets IMO Resolutions MSC.151(78) – “Adoption
of Amendments to the International Convention for

the Safety Of Life At Sea, 1974” and MSC.158(78)
– “Adoption of Amendments to the Technical
Provisions for Means of Access for Inspections,”
and the associated Unified Interpretation (UI)
SC 191 for the application of amended SOLAS
Regulation II-1/3-6 (Resolution MSC.151 (78)) and
revised technical provisions for means of access for
inspections (Resolution MSC.158 (78)).
RRDA is assigned to vessels which have been
classed in compliance with the ABS Guide for
Rapid Response Damage Assessment.
ESP, or Enhanced Survey Program, is mandatory
for CSR Bulk Carriers and indicates that the
vessels are in compliance with the specified
survey requirements for the ESP notation in
the ABS Rules for Survey After Construction.
CRC signifies that the vessel’s crane(s) is designed
and constructed in accordance with Chapter 2 of
the ABS Guide for Certification of Lifting Appliances.
A Register of Lifting Appliances attesting to
compliance with the requirements of the above
Guide will be issued at the request of the owner
or builder upon satisfactory completion of plan
review, in-plant survey, installation and testing
of the crane to the satisfaction of the attending
surveyor. Alternatively, for vessels changing class
to ABS and having a register issued by a recognized
classification society or recognized cargo gear
association, suitable evidence of previous design
review is to be submitted.
PMP, or Preventive Maintenance Program, is
assigned to vessels that are in compliance with
the requirements for the Preventive Maintenance
Program in the ABS Rules for Survey After
Construction.
Design Loading Conditions
The design loading conditions required to be
included in the loading manual are specified in
CSR-BC, Chapter 4, Section 8. The “Standard
Loading Conditions” listed in the tables in
Chapter 4, Appendix 2 are intended for the
strength assessment by direct strength analysis.
The combinations of the loading patterns and the
target still water bending moments in Chapter 4,
Appendix 2 are rule design conditions that may not
reflect realistic loading scenarios in operation, and
so these loading conditions are not required to be
included in the loading manual.
Short voyage conditions may involve reduced
bunkers and increased cargoes weight such that the
ship is loaded to the maximum draught. It is not
mandatory to include the short voyage conditions
in the loading manual if the ship is not intended
to make short voyages. As a result, the ship will
not be able to operate on short voyages with more
severe loading conditions than those specified in
the loading manual. If the owner requests specific
loading conditions for short voyages which include
short voyage conditions with more severe filling
than the minimum loading condition mentioned

in CSR-BC, Chapter 4, Section 7 [2.1.1] and
[2.1.4], the loading conditions should be
included in the loading manual and the strength
checks for such a severe loading condition
be analyzed in accordance with the CSR-BC
requirements.
For BC-A and BC-B ships, a cargo density of
3.0 t/m3
is required as a design basis (Chapter
4, Section 7 [2.1]). Based on the design
loading conditions specified in Chapter 4,
Section 7, hold mass curves are to be created
according to Chapter 4, Section 7 [3.7], which
will control the loading and unloading of
the vessel in operation. Unless the additional
notation {maximum cargo density (in t/m3
)}
is assigned, there is no limitation on cargo
densities in operation as long as the maximum
allowable cargo mass in each hold, still water
bending moment and still water shear force
are met. Readers can refer to IMO document
“International Maritime Solid Bulk Cargoes
(IMSBC) Code,” 2012 Edition, for cargo
densities of various bulk cargo materials.
As previously stated in the CSR-BC Class
Notations section, CSR-H is expected to change
the approach for maximum cargo densities
above 3.0 t/m3
.
In the design specification, a clause can
be added to require that all anticipated
loading conditions are included in the
loading manual. These may include,
but are not limited to, the following
conditions:
1. For BC-A bulk carriers, in addition
to alternate loading of high density
cargoes (density of 3.0 t/m3
) and
homogeneous loading of lower density
cargoes (0.9 t/m3
), there should also
be alternate loading conditions in the
loading manual, for example, densities
of 1.3 t/m3
and 1.78 t/m3
, as these
conditions with higher cargo loading
heights can impose extra dry cargo
loads on transverse bulkheads.
2. If cement load in alternate loading
pattern will be carried in operation,
it should be included in the loading
manual. In such a case, bulkheads
need to be assessed due to increased
pressure loads from cement (25
degrees of angle of repose).
3. All possible severe block loading conditions
should be included in the loading manual
for BC-A vessels intended for block loading
operations. For more information, see page 9.
4. If steel mill products are to be carried, a
clause for adequate hull girder strength under
flooded conditions should be included for
hot coils and other steel mill products at a
specified deadweight. For more information,
see page 12.
Because CSR-H (draft version) requires strength
assessment of the actual maximum cargo density,
steel mill product loading should be covered,
especially under flooded conditions.
Basic Design Parameters
The basic design parameters should be indicated
in a vessel’s design specification, including
the general arrangement and midship section
drawings. These generally include vessel
dimensions (overall length, freeboard length,
length between parpendiculars, scantling length,
breadth, depth, design draught, scantling
draught, block coefficient at scantling draught),
design speed, displacement at scantling draught,
deadweight at scantling draught, maximum

allowable still water bending moment and shear
force for intact and flooded conditions, light and
heavy ballast condition, ballast water exchange
method, maximum cargo weight in each cargo
hold, maximum load on inner bottom in each
hold, maximum cargo density (if applicable),
steel coil loading (if applicable), GRAB notation,
etc. The smallest normal ballast draught at
forward parpendicular should be indicated in
the shell expansion drawing.
Loading Instrument
A loading instrument consists of software and
hardware on which it runs. CSR-BC defines a
loading instrument as “an instrument which is
either analog or digital and by means of which
it can be easily and quickly ascertained that,
at specified read-out points, the still water
bending moments, shear forces, in any load or
ballast condition, do not exceed the specified
permissible values.”
Bulk carriers of 150 m in length and upwards
shall be fitted with a loading instrument capable
of providing information on hull girder shear
forces and bending moments (SOLAS Chapter
XII, Regulation 11).
Bulk carriers of less than 150 m in length
constructed on or after 1 July 2006 shall be fitted
with a loading instrument capable of providing
information on the ship’s stability in the intact
condition (SOLAS Chapter XII, Regulation 11).
CSR-BC, Chapter 4, Section 8 requires that
for all ships, a loading instrument capable
of checking the compliance of still water
shear forces and bending moments in any
cargo and ballast condition be provided.
In addition, it requires that for BC-A, BC-B
and BC-C ships of 150 m in length and
longer, the loading instrument be capable
of checking the still water shear forces and
bending moments in flooded conditions as
well as the mass of cargo and double bottom
contents as a function of draught for a single
hold and two adjacent holds.
The loading instrument may also be used
to perform stability checks if it incorporates
stability software. If stability software is
installed on board vessels contracted on or
after 1 July 2005, it should cover all stability
requirements applicable to the vessel (as per
UR L5) and is to be approved by ABS.
For vessels on a dedicated trade, the loading
manual/trim and stability booklet may be
developed to cover all anticipated loading
conditions. In such a case, any additional
loading conditions need to be verified
for structural and stability compliance by
submitting them to the flag Administration
or Recognized Organization, unless such
verification is permitted to be performed on
board in accordance with the ABS approval
letters and approved documents and
software.

Multiple Port Conditions
and Block Loading Conditions
CSR-BC, Chapter 4, Section 7 specifies the loading
conditions to be considered in the structural
analysis. Multiple port conditions are specified in
[3.3.3] and [3.3.4], and block loading conditions
are specified in [3.4.3]. Chapter 4, Appendix 2
specifies standard multiple port and block loading
conditions for direct strength analysis.
Although multiple port conditions and block
loading conditions have similar loading patterns,
i.e., they are both non-homogeneous cargo loading
conditions with various alternate block loading
patterns, it is important to understand that many
differences exist between them per the definitions
in CSR-BC.
General
• Additional service features: multiple port
conditions are applicable to all three primary
notations BC-A, BC-B and BC-C, while block
loading conditions are only applicable to
BC-A vessels.
• Draughts: multiple port conditions are
partial load conditions defined at partial
draughts which are fractions of the scantling
draught TS (0.67 TS and 0.75 TS for maximum
allowable and minimum required cargo hold
masses, respectively), while block loading
conditions are full load conditions defined at
scantling draught TS for maximum allowable
cargo hold masses.
• Loading patterns: multiple port conditions
can reflect two basic loading patterns, i.e., two
adjacent cargo holds are loaded (Chapter 4,
Section 7, [3.3.3]) and two adjacent cargo holds
are empty (Chapter 4, Section 7, [3.3.4]), while
block loading conditions only reflect one basic
loading pattern, i.e., two adjacent cargo holds
are loaded (Chapter 4, Section 7, [3.4.3]).
Strength Check
• Application conditions: all bulk carriers are
to have multiple port conditions included
in their loading manual unless the notation
{no MP} is assigned to a vessel, i.e., when
multiple port loading and unloading are
allowed, while block loading conditions are
required only if they are included in the loading
manual of a BC-A vessel.
• Cargo weights: multiple port conditions use
light cargo weight MFULL, while block loading
conditions use the actual heavy cargo masses
MBLK specified in the loading manual.
• Cargo densities: light cargo density is applied
to multiple port conditions, while heavy cargo
density is applied to block loading conditions.
As an example for the direct strength analysis,
Figure 3 shows the two adjacent loaded and empty
cargo holds of multiple port conditions, and Figure
4 below shows the two adjacent loaded cargo holds
of a block loading condition. The cargo holds in the
figures from the left to right-hand sides represent
the holds from aft to forward in a three-hold length
finite element model.
The combination of multiple port and block
loading conditions leads to four possible cases,
as shown in Table 4. The draughts, cargo hold
masses and primary notations of the four cases
can be found in Table 5.
THB in the table is the deepest ballast draught
when the two adjacent holds are empty, and the
TE means that the draught depends on the envelope
of Cases #2 and #3. Because the block loading
conditions do not reflect the loading case of two
adjacent empty holds, the minimum required cargo
Table 4. Combination Case Numbers
Figure 3. Multiple Port Conditions
Figure 4. Block Loading Condition
Without With
With 1 2
Without 3 4
Block Loading
{no MP}

hold masses are deﬁned through heavy ballast
condition and its draught THB as shown in the table.
Figure 5 combines cargo hold mass curves
(not drawn to scale) of two adjacent holds in
seagoing conditions for the four cases, and clearly
demonstrates the cargo carrying capacities of the
four cases. There are two curves for each case. The
upper curve represents the maximum allowable
cargo mass in the two adjacent holds, and the
lower curve represents the minimum required
cargo mass in the two adjacent holds. The higher
the upper curve is, the higher the requirement is,
and the lower the lower curve is, the higher the
requirement is.
It can readily be seen from Figure 5 that:
Case #1 Establishes the lowest strength
requirements for both loaded and empty
cargo holds.
Case #2 Establishes the highest requirement
for loaded cargo holds at scantling draught
TS, but its requirement of loaded cargo
holds at 0.67 TS may be lower than that
of Case #3, and its requirement for empty
cargo holds is the same as that in Case #1.
Case #3 May establish the highest requirement
of loaded cargo holds at 0.67 TS, and
establishes the highest requirement for
empty cargo holds.
Table 5. Details of Combination Cases
Case
No.
Maximum Allowable Mass Minimum Required Mass
Additional
Service Features
Draught Mass Draught Mass
1 TS MFULL THB 0.0 BC-A, BC-B, BC-C
2 TS MBLK THB 0.0 BC-A
3 0.67 TS MFULL 0.75 TS 0.0 BC-A, BC-B, BC-C
4 TE MBLK 0.75 TS 0.0 BC-A
Figure 5. Cargo Hold Mass Curves in Seagoing Conditions

Case #4 Represents the envelope of Case #2
and Case #3. It establishes the highest
requirements and thus the most robust
cargo carrying capacity for both loaded
and empty cargo holds. TE in Table 3.2
is the draught corresponding to the
knuckle point of the upper curve of
Case #4.
It is apparent from the figure that Case #4
(without {no MP} and with block loading)
establishes the most flexible designs.
Having this background information in mind,
the owner should discuss with the designer at an
early stage of design review to clarify intended
operational flexibility of the vessel regarding such
loading operations. For bulk carriers intended for
multiple port loading and unloading operations,
special attention is to be given to the description
of notation {no MP}. For bulk carriers intended
for block loading operations, the loading manual
is to include all possible severe block loading
conditions foreseen for operations. Chapter 4,
Appendix 2 covers the standard multiple port
and block loading conditions for direct strength
analysis, which are intended to provide a design
envelope for vessels that undertake multiple port
and/or block loading operations.
The clauses in CSR-H related to multiple port
loading conditions are the same as those in CSR-
BC, while the design load cases have not been
finalized at the time this document was prepared.
If the owners are contemplating short trips
between loading and discharge ports, then
the need for consumables, fuel oil and fresh
water, may be reduced. It is often possible to
take advantage of less consumables and increase
the cargo carrying capacity. Therefore, the hull
structure may be better designed to carry the fully
declared deadweight plus some additional cargo
corresponding to a fraction, e.g., 50 percent, of the
total consumable. In this situation, block loading
conditions with full deadweight and short voyage
provision should be specifically identified as the
design loading conditions and included in the
loading manual.
Block loading operation enhances the safety and
flexibility in loading in association with additional
strengthening. The combination of specified empty
holds in the block loading conditions is to be
indicated with the additional service feature, such
as {holds 2, 5...may be empty}, {holds 1, 4…may
be empty}, etc.
Ballast Holds and Adjacent Ballast
Tanks in Heavy Ballast Conditions
CSR-BC, Chapter 4, Section 8 [2.2] specifies the
“Conditions of approval” for a loading manual.
[2.2.2] of the same section provides a list of the
loading conditions to be included in a loading
manual for ships equal to or greater than 150 m
in length and with BC-A, BC-B or BC-C class
notations. Special attention should be given to
ballast holds under the following heavy ballast
loading condition:
“For ships having ballast holds adjacent to topside
wing, hopper and double bottom tanks, it shall be
strengthwise acceptable that the ballast holds are
filled when the topside wing, hopper and double
bottom tanks are empty.”

This requirement reflects one of the “Design
loading conditions for local strength” described
in Chapter 4, Section 7 [3.5]:
“3.5.1 Cargo holds, which are designed as
ballast water holds, are to be capable of being
100 percent full of ballast water including
hatchways, with all double bottom tanks in
way of the cargo hold being 100 percent full,
at any heavy ballast draught. For ballast holds
adjacent to topside wing, hopper and double
bottom tanks, it shall be strengthwise acceptable
that the ballast holds are filled when the
topside wing, hopper and double bottom
tanks are empty.”
The above quoted [3.5.1] implies two different
heavy ballast conditions under the minimum
heavy ballast draught(s) if the ballast hold is
adjacent to the topside wing, hopper and double
bottom tanks:
Condition A: The ballast hold is loaded with the
adjacent ballast tanks loaded, as
shown in Figure 6 of a three-hold
length model with the ballast hold
in the center.
Condition B: The ballast hold is loaded with the
adjacent ballast tanks empty, as
shown in Figure 7 of a three-hold
length model with the ballast hold
in the center.
Both loading conditions are included as “standard
loading conditions for direct strength analysis”
in CSR-BC Chapter 4, Appendix 2, Table 1
(mid-hold is the empty hold: No. 13 and 14);
Table 3 (mid-hold is the loaded hold: No. 13
and 14); and Table 5 (BC-B and BC-C: No. 10
and 11). However, as stated in Remark 13 of
Table 1, Remark 13 of Table 3 and Remark 11
of Table 5, loading condition B “is not required
when such a condition is explicitly prohibited in
the loading manual.” As a consequence, loading
condition B may not be considered in the design
stage unless it is specifically requested by the
owner.
Therefore, it is necessary for the owner to confirm
with the designer in writing the design intent
when such a loading condition is not included
or prohibited in the loading manual. To further
enhance the vessel’s operational flexibility,
the heavy ballast conditions in the owner’s
specifications should include both loading
conditions A and B.
Steel Mill Products
in Flooded Conditions
For the assessment of structural strength in
CSR-BC, the carriage of various types of steel
mill products (i.e., steel coils, steel slabs and
steel billets) should ideally be considered in
the details for:
• Hull-girder longitudinal strength requirements
• Local structural scantling requirements
Under:
• Intact conditions
• Flooded (damage) conditions
The loads of steel mill products largely depend
on the variations of the loading patterns of steel
mill products. Therefore, the handling of steel mill
products involves more complicated factors than
those of typical bulk cargoes (e.g., grains, cement
and ore) in the structural strength assessment.
This is particularly true when flooded conditions
are involved.
For bulk carrier designs with scantling lengths
equal to or greater than 150 m, the coverage of
steel mill product carriage and its related flooded
conditions need to comply with four categories of
requirements in CSR-BC as given in Table 6.
Although the steel coil loading condition is
specified in the CSR-BC sections (A and B
in Table 4.1), and is normally included as a
standard condition in the loading manual and
stability information with damage longitudinal
strength calculations as per UR S17 (hull-girder
longitudinal strength under flooding conditions),
other steel product loading conditions such as steel
slabs and steel billets are not normally included
in these manuals. The maximum allowable cargo
Figure 6.Adjacent Ballast Tanks Loaded
Figure 7.Adjacent Ballast Tanks Empty

weight for these products is not normally
registered in the loading manuals. There are
instances where charterers request the loading
of such cargoes to the full deadweight. However,
if these cargo conditions are checked under
damaged flooding criteria, as per UR S17, they
may not comply with the hull-girder strength
requirements, as the still water bending moment
and shear force may exceed their permissible
values for the flooded condition.
The problem of overloading is mainly due to the
fact that dry cargoes with higher densities will
generally result in higher amounts of ingress
seawater during flooding. This unfavorable effect
can be demonstrated through a comparison of two
types of dry cargo cases in the same flooded cargo
hold: a typical ore cargo; and a steel mill product
cargo. In both cases, the total mass MTOTAL in the
cargo hold can be written as the sum of dry cargo
mass MHD and ingress seawater mass MWATER
MTOTAL = MHD + MWATER
And the seawater mass MWATER can be expressed as:
MWATER = ρ[VTOTAL – (1-p) MHD/ρC]
where ρ is seawater density, ρC is dry cargo
density, p is dry cargo permeability, and VTOTAL
is the volume of the hold below the flooded
line. According to CSR-BC, ρC = 3.00 t/m3
and
p = 0.3 for ore cargo, and ρC = 7.85 t/m3
and
p = 0.0 for steel mill product cargo.
It can be concluded from the above formulas
that if the dry cargo mass (MHD) is the same
for the two cases, i.e., if the same amount of
dry cargo weight is loaded into the hold for ore
and steel mill products, the mass of the ingress
seawater will be about 0.109*MHD greater in the
case of the steel mill product cargo. This extra
amount of seawater can impose additional hull-
girder scantling requirements.
Looking at this in another way, if the total mass
(MTOTAL) of cargo and flooding is to be the same
for the two cases, there must be about 12.5
percent less dry cargo mass in the case of the
steel mill product cargo. This means that if the
hull-girder strength requirements under flooded
conditions are based on typical ore cargo
loading conditions, the steel mill product cargo
cannot be loaded to the full deadweight.
Table 6. Steel Mill Product Coverage in CSR-BC
Category
CSR-BC
Selection
Description
Label Requirement
A
Hull-Girder
Strength
Chapter 4,
Section 3 [2.4.2]
Still water bending moment and shear force for steel mill product cargoes
in flooded conditions (For BC-A, BC-B and BC-C ships).
Chapter 5,
Section 1 [5.3]
Permissible still water bending moment and shear forces in
flooded conditions (For BC-A and BC-B ships).
B
Local
Scantlings
Chapter 6,
Section 1 [2.7]
Inner bottom and bilge hopper slope (or inner hull) plate requirements
under steel coil cargo loadings in intact conditions.
Chapter 6,
Section 2 [2.5]
Inner bottom and bilge hopper slope (or inner hull) stiffener requirements
under steel coil cargo loadings in intact conditions.
Chapter 6,
Section 4 [3.1]
Double bottom capacity and allowable hold loading in flooded condition.
C
Hold Mass
Curves
Chapter 4,
Appendix 1 [1.1.4]
Hold mass curves under steel coil or other heavy cargoes.
D
Loading
Instruments
Chapter 4,
Section 8 [3.1.2]
Assertion of still water bending moment and shear force in
flooded conditions.

In some cases, loading manuals include
instructions to the Master of the ship on how
to assess strength using the onboard loading
computer in flooded conditions for loading cases
involving steel mill products. However, these are
complicated calculations that cannot be easily
performed on board by the Master of the ship.
In the design specifications, a clause for adequate
hull girder strength can be included for the carriage
of steel coils and steel mill products at maximum
deadweight. It will be highly beneficial for the
design loop if curves are drawn depicting the
increase of bending moments and shear forces
after flooding as a function of the density of
the dry cargo. Figure 8 and Figure 9 show the
sample still water bending moment and
shear force curves in a flooded condition for
three different cargo densities. These curves
are made under the assumption that the total
cargo weights for different cargo densities
remain the same.
Figure 8. Sample Still Water Bending Moment Curves in a Flooded Condition
Figure 9. Sample Still Water Shear Force Curves in a Flooded Condition

It should be pointed out that, in addition to
the hull girder strength requirement, the steel
mill product loadings under flooded conditions
may also govern the double bottom (floors
and girders) strength requirement specified
in Chapter 6, Section 4 [3.1] because of the
excessive ingress water compared with the case
of typical dry cargoes.
ABS has developed the Steel Coil Calculator
Program that facilitates an easy and quick
evaluation of the steel coil capacity for various
combinations of coil size, weight and dunnage
arrangement in accordance with CSR-BC. The
program is available to shipowners, operators
and designers upon request. Figure 10 shows a
sample summary sheet of the program.
Additional Class
Notation GRAB[X]
The application conditions of notation GRAB[X]
are specified in Chapter 1, Section 1 [3.2.1], and
the scantling requirements of GRAB[X] are
covered in Chapter 12 of the CSR-BC.
The assignment of the GRAB[X] notation is
intended to handle heavy grabs. Therefore,
the notation is mandatory for BC-A and BC-B
ships only, and optional for all other ships.
Furthermore, the scantling requirements as
stated in Chapter 12 are to be complied with
using a grab weight of not less than 20 tons.
These deviate from the requirements of UI
SC208 and SOLAS XII, 6.5.1, where there
are no restrictions for vessels that request the
notation GRAB.
The use of a grab to unload cargo holds
typically involves dropping the grab from a
certain height in order to submerge the grab
teeth into the cargo. This operation may impose
dynamic and impact loads on the sides of the
lower part of the hold. As such, the formulas
of required net plating thickness in Chapter
12 are applied not only to the inner bottom,
but also to the hopper tank sloping plate,
transverse lower stool, transverse bulkhead
plating, and inner hull up to a height of 3 m
above the inner bottom. The requirements
for the transverse bulkheads are applicable
regardless of their design and function, e.g.,
Figure 10. Sample Summary Sheet from Steel Coil Calculator Program

the collision bulkhead and the engine room
bulkhead. An exception to this is the webs on
the corrugation of a transverse bulkhead. Due
to their configuration, grabs usually do not
contact corrugation webs. Therefore, the grab
requirements are not applicable in such a case.
Since most of the vessels are being designed to
operate with 20 tons of grab weight, attention
should be paid to heavier grabs, e.g., 25 ton
or 30 ton grabs. Chapter 12 states that “this
additional class notation does not negate the
use of heavier grabs, but the owner and operators
are to be made aware of the increased risk of
local damage and possible early renewal of
inner bottom plating if heavier grabs are used
regularly or occasionally to discharge cargo.”
The additional scantling requirements for heavier
grabs should also be noted. To increase the mass
of unladen grab from 20 tons to 25 tons, the
required plate thickness increase for concerned
structural members is between 7 percent and 8
percent, which is expected to reflect a thickness
addition between 1.0 mm and 1.25 mm. Table
7 compares the required net thicknesses for six
combinations of inner bottom and lower hopper
configurations.
At the time this Advisory was prepared, the
draft paragraphs in the CSR-H that are relevant
to grabs remained the same, with the exception
of using a grab weight of not less than 40 tons
for ships above 70,000 deadweight tons. It is
well recognized that the additional class notation
GRAB[X] for a mass of unladen grab in excess
of 20 tons is an important design parameter
in the specifications to be agreed on by an
owner and a shipyard.
Ballast Water Exchange Procedures
Ballast water exchange (BWE) can be a far
reaching topic. ABS published Advisory Notes
on Ballast Water Exchange Procedures and
a Guide for Ballast Water Exchange. The following
section includes excerpts from these two
documents.
Ballast water exchange can be accomplished
by either ‘sequential method’ or ‘flow through
method’. The sequential method entails completely
emptying ballast tanks and refilling them with
open-ocean water. The flow through method
involves pumping open-ocean water into a full
ballast tank.
No.
Inner Bottom Plating Hopper Tank Sloping Plate, Inner Hull and etc.
Spacing
s (mm)
Material
Factor k
Net
Thickness
for GRAB[20]
(mm)
Net
Thickness
for GRAB[25]
(mm)
Spacing
s (mm)
Material
Factor k
Net
Thickness
for GRAB[20]
(mm)
Net
Thickness
for GRAB[25]
(mm)
1 750 0.72 14.40 15.43 650 0.72 11.88 12.83
2 750 0.78 14.99 16.06 650 0.78 12.36 13.36
3 800 0.72 14.88 15.94 720 0.72 12.50 13.51
4 800 0.78 15.48 16.59 720 0.78 13.01 14.06
5 860 0.72 15.42 16.52 750 0.72 12.76 13.79
6 860 0.78 16.05 17.20 750 0.78 13.28 14.35
Table 7. Required Plate Thickness by Grabs

The primary considerations in assessing
sequential exchange scenarios are usually given
to hull girder strength, vessel stability, propeller
immersion, bridge visibility and list angle. In
addition, the effects of BWE on slamming, sloshing,
and damage stability and survivability also need
to be considered. The sequential method requires
considerable planning so that the ship will remain
within the acceptable criteria.
The flow through method, on the other hand,
will not normally affect as many aspects, but
it is important to assess piping and overflow
arrangements to verify that tanks will not be
over-pressurized.
In the case of the sequential method, CSR-BC,
Chapter 4, Section 8 [2.2.2] requires that the
typical ballast water exchange plan (BWEP)
at sea be included in the loading manual. The
longitudinal strength (still water bending moments
and shear forces) for each step in the BWE
should be within the allowable seagoing limits.
The smallest design ballast draught at forward
perpendicular (TBFP) used in the calculation of
design bottom slamming pressure per Chapter 4,
Section 5 [4.2] should be the minimum ballast
draught among all normal ballast conditions and
the BWE conditions at sea. A draught less than
TBFP in BWEP can only be considered in operation
in favorable sea conditions so that the risk of
bottom slamming is minimized. Sloshing loads
in the ballast hold are to be considered for the
BWE conditions. Either sloshing calculations
showing strength compliance are to be submitted
to ABS for review or the BWE plan should
identify which steps of the exchange may impose
significant sloshing loads and should be carried
out in favorable sea conditions such that the
risk of structural damage is minimized.
In the case of the flow through method, CSR-BC,
Chapter 4, Section 6 [2.1] introduces additional
static pressure head into ballast water pressure
for local strength assessments and direct strength
analysis. When checking BWE operations by
means of the flow through method, the inertial
pressure due to ballast water is not to be
considered for local strength assessments and
direct strength analysis. If the flow through
method has not been considered during the
vessel’s CSR review and approval, the flow
through method will not be allowed to be used
in its operation.

FE Mesh Size and
Critical Area Screening
For detailed stress assessment (yielding)
and the FE-based simplified fatigue method
for bilge hopper areas, the typical mesh size
(approximately one-quarter of the representative
spacing of ordinary stiffeners in the corresponding
area) specified in Chapter 7, Section 3 [2.3.2]
in CSR-BC is equivalent to that of the pre-CSR
rules (SafeHull). In general, this mesh size is
adequate to determine the stress distributions in
way of structural connections and discontinuities.
A finer mesh size up to plate thickness may be
needed for proper representation of some critical
structural areas. In such a case, the allowable
stress in Chapter 7, Section 3 [3.1.1] applies to
the average stress of all elements included in an
area corresponding to a single element of typical
size. For FE-based fatigue strength assessment,
the required mesh size (t×t defined in Chapter 7,
Section 4 [2.1.2]) is in line with the practice of
the pre-CSR rules (SafeHull).
The fatigue strength of longitudinal stiffener
end connections within the midship area and
hatch corners are verified using a conventional
procedure. Structural connection details listed in
Table 8 are subject to FE-based fatigue strength
assessment. Additional critical locations may be
added to this list with due consideration given
to vessel-specific arrangements and structural
details.
Screening criteria, fine mesh (50 mm x 50 mm)
requirements and mandatory locations for fine
mesh analysis are included in the draft CSR-H
version released in July 2012.
For owners seeking additional fatigue analysis,
a clause can be added to the design specification
requiring fatigue strength evaluation of a highly
stressed area if the calculated stress of a typical
element size in global FEA exceeds 75 percent of
the minimum yield stress. Reference may also be
made to the draft CSR-H.
For the yielding strength evaluation of a plate
panel with openings, Chapter 7, Section 2 [3.2.1]
is to be followed. Specifically, if the effects of
openings are not considered in the 3-D global FE
model, the Von Mises equivalent stress is to be
calculated using the shear stress corrected based
on the ratio of web height and opening height,
and the FEA normal stresses without correction.
If this equivalent stress is found in the range
of 95 to 100 percent of the allowable stress, the
identified opening may be further evaluated
using a fine mesh FE model.
For the buckling and ultimate strength assessment
of a plate panel with openings, Chapter 7, Section 2
[3.3.3], Chapter 6, Section 3, Table 2 and Chapter
6, Appendix 1 are to be followed. Specifically, the
buckling factors due to normal stress components
are to be calculated using Buckling Load Case 1
and Buckling Load Case 2 in Chapter 6, Section
3, Table 2, disregarding opening, and the buckling
factor due to shear stress component is to be
calculated using Buckling Load Case 6 for openings
with da/a < 0.7 and db/b < 0.7 (see CSR-BC,
Chapter 6, Section 3, Table 2 for definitions of da,
a, db and b). For floors or other high girders with
holes with da/a > 0.7 and/or db/b > 0.7, the panel
is divided into sub-panels as guided by Chapter 6,
Appendix 1 and the buckling strength of these sub-
panels is to be checked in lieu of the whole panel.
Member Connection Detail
Inner Bottom Plating
Connection with slopping and/or vertical plate of lower stool
Connection with slopping plate of hopper tank
Inner Side Plating Connection with slopping plate of hopper tank
Transverse Bulkhead
Connection with slopping plate of lower stool
Connection with slopping plate of upper stool
Hold Frames of Single Side Bulk Carriers
Connection with slopping plate of lower wing tank
Connection with slopping plate of upper wing tank
Table 8. Members and Locations Subject to FE Fatigue Assessment

In the design specifications, a clause can be added
for evaluating all of the openings in double bottom
floors, girders and stools by very fine mesh FE
models (minimum 1/10 longitudinal spacing). Note
that this additional analysis should not be expected
to lead to extensive scantling increases, and may be
used by a designer to optimize structure in way of
the openings.
CSR-BC Fatigue Criteria Change
RCN #3 to CSR-BC 2006 entered into force on
12 September 2008, revising the fatigue criteria
for notch stress range calculation as indicated in
Chapter 8, Section 2 [2.3]. The impact of RCN #3
is explained in its Technical Background. The
first change in the RCN was the inclusion of the
weld grinding effect. Two additional values
(1.10 and 1.15) for the fatigue notch factor Kf
are introduced. This change is primarily based
on two recommendation documents of the
International Institute of Welding.
The second change in the RCN is the revision of
the weld residual stress effect on the mean stress
correction factor fmean,j. This change was made
to better match the fatigue calculation with the
historical damage record of dry cargo holds.
The damage record of bulk carriers has shown
that the majority of damages caused by cracks occur
in way of inner bottom connections in ballast holds.
The reason is that under heavy ballast conditions,
the inner bottom tank boundaries are subject to
high internal pressure due to ballast water, but
the external pressure is relatively low. As a result,
these structural members are subject to high tensile
stresses in addition to fluctuating stress ranges,
leading to additional fatigue damage. The technical
background provided by IACS for RCN #3 includes
the surveyed damage data (see Table 9) of 3,015
ships constructed between 1958 and 2007.
According to this data, more than 99 percent of the
damage cases were in ballast holds, among which
more than 70 percent of damages occurred at inner
bottom plating connections. The technical reason
behind RCN #3 is to align the known damage
record for dry cargo holds with the mismatched
fatigue results of CSR-BC. It has been observed
from FE analysis results that the weld residual stress
does not affect the mean stress correction factor
for ballast hold under heavy ballast condition due
to the high tensile stress experienced by the hold,
but the same may have an unfavorable effect on
dry cargo holds. Therefore, the RCN removes the
effect of the weld residual stress on the mean stress
correction factor for all cases except that of ordinary
stiffeners.
In its technical background, the RCN compares the
calculated fatigue damage factors before and after
the RCN for capesize, panamax and handymax
designs. The chart in Figure 11 for a single side
skin panamax design reproduced from the technical
background compares the results before and after
the RCN modification. CSR-B represents the results
before the RCN modification, mod_1 represents the
results after the RCN without the grinding effect,
and mod_1(G) represents the results after the RCN
with the grinding effect. The calculated fatigue
damage factor reduction due to the RCN can be
clearly seen and it is expected that the RCN will
allow scantling reductions for the double bottom
insert plates at locations outside ballast holds.
Member Connection Detail
Number of Damage Cases
Ballast Hold Dry Holds*
Inner Bottom Plating
Connection with slopping and/or vertical plate of lower stool 365 0
Connection with slopping plate of hopper tank 173 0.4
Inner Hull Plating Connection with slopping plate of hopper tank 9 0
Transverse Bulkhead
Connection with slopping plate of lower stool 92 0.2
Connection with slopping plate of upper stool 63 0.5
Hold Frames
Connection with slopping plate of lower wing tank 15 0
Connection with slopping plate of upper wing tank 31 0
Table 9. Damage Record (1958-2007)
*Number of damage cases per dry cargo hold.

Weld Toe Grinding and Heavy
Duty Work on Double Bottom
The effect of weld toe grinding for fatigue
strength improvement is reflected by the
fatigue notch factor, Kf, defined in Table 1
of Chapter 8, Section 2 [2.3.1]. Quality
control on grinding is to be carried out by the
requirements in accordance with Chapter 8,
Section 2 [2.3.1].
Grinder finishing for the purpose of removing
any undercuts and/or smoothing any welding
beads is known to improve fatigue strength.
The recommendation of the International
Institute of Welding’s “fatigue design welded
joint and component” was referenced in RCN #3
as the supporting document. To avoid any risk of
root cracking, the application of this technique
is limited to deep penetration welding or full
penetration welding.
For owners concerned about the fatigue life
of structural details exposed to unloading
equipment such as grabs and bulldozer blades,
a clause may be added to the design specification
for a target fatigue life for details within the
cargo holds of 25 years without any post-weld
treatment.
The draft CSR-H released for external review
on 1 July 2012 requires that the structure within
the cargo holds of bulk carriers has a fatigue
life of 25 years without considering grinding
or other post-weld treatment methods.
Tapering Procedure at Ends
In CSR-BC, the scantlings beyond the cargo
block are often governed by the requirements
for hull girder bending and shear strength
in Chapter 5, Section 1 as well as hull girder
ultimate strength in Chapter 5, Section 2. Both
intact and flooding scenarios are required to be
Figure 11. Fatigue Damage Comparison

evaluated by CSR-BC. In addition, the allowable
normal stress for hull girder bending in CSR-
BC has been set to a lower limit outside 0.4L
amidships to force a desired tapering in basic
hull girder scantlings.
The transition from the cargo block into the
engine room is critical for bulk carrier designs.
The general tapering requirements in Chapter
9, Section 3 (machinery space) and specific
requirements such as Chapter 9, Section 3
[3.1.2] for side structure and Chapter 9, Section
2 [2.1.4] form the broad basis for compliance
verification.
FEA Procedure for Aft
and Foremost Cargo Holds
CSR-BC requires that a 3-D FEA be carried out
for a three cargo hold model in the midship
region. Many owners have requested additional
analysis be carried out covering the forward
and aft ends of the cargo block (see Figure 12).
Since there is no procedure in CSR-BC to carry
out a 3-D FEA at the forward and aft ends of the
cargo block, ABS has established the following
general procedure:
• Allowable hold loading considering hold
flooding (Chapter 6, Section 4 [3.1.2] and
Chapter 6, Section 4 [3.1.4]).
• Slamming requirements (Chapter 9, Section 1
[5.4.1] and [5.4.2]) for girders and floors.
• Required hopper web thickness at the hopper
web and bottom floor connection areas
considering access holes.
• Required side frame scantlings in the
foremost cargo hold (including first
3 side frames) according to Chapter 6,
Section 2 [3.3].
• Required local scantlings of inner bottom
longitudinals in the foremost cargo hold.
• Requirements of the web stiffeners on
primary supporting members according
to Chapter 3, Section 6 [5.2.1].
• Comparison of primary supporting member
arrangements and scantlings with those of the
midship holds which reflect the FEA results.
Should the final arrangements and scantlings
of the primary supporting members of the fore-
and aft-most holds not be comparable to
those of the midship holds, then additional
engineering analysis is to be carried out.
These locations are subject to higher hull
girder shear stress. Furthermore, shape changes
may lead to increased stiffener spacing on
the shell plating. The hull shape will also
have an effect on the geometry of transverse
deep supporting members. In many cases, the
panel arrangements and locations of openings
will change, which may make some of these
members more susceptible to buckling.
The draft CSR-H released on 1 July 2012
requires FE analysis extending over the entire
cargo hold block. Owners concerned with the
aft and fore most cargo holds can include a
clause in the specifications requiring an FEA
assessment.
Figure 12.Aft and Foremost Cargo Holds

TX 02/13 5000 13021
WORLD HEADQUARTERS
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Tel: 1-281-877-5800 • Fax: 1-281-877-5803
Email: ABS-WorldHQ@eagle.org
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Email: ABS-Amer@eagle.org
EUROPE DIVISION
ABS House • No. 1 Frying Pan Alley • London E1 7HR, UK
Tel: 44-20-7247-3255 • Fax: 44-20-7377-2453
Email: ABS-Eur@eagle.org
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Tel: 86-21-2327-0888 • Fax: 86-21-6360-5391
Email: ABSGreaterChina@eagle.org
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Tel: 65-6276-8700 • Fax: 65-6276-8711
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