The dry bulk sector accounts for a substantial part of the global shipping industry and faces unique challenges in achieving decarbonization.

The sector’s trading structure, with vessels serving an extensive and diverse array of ports and anchorages, makes the transition to low or zero carbon fuels more complex than other sectors. 
Dual fuel projects using LNG are already in the water and meth- anol and ammonia projects are also in progress. The potential
of the increased use of biofuels is also becoming a focus for the segment. Several energy-saving technologies like fitting of hull appendages for optimization, low-friction coatings, wind-assisted propulsion and carbon capture technology are progressing as well. From a practical point of view however, bulk carriers present both technical and economical hurdles in adopting alternative fuels at scale. The design of bulk carriers, particularly smaller ones, presents technical hurdles in adding tanks for alternative fuels such as LNG. These characteristics and attributes have perhaps created a tag of a “less-sophisticated” segment, which nevertheless is the backbone of the global commodity transportation. 
From a business case perspective and compared to container shipping, for instance, there are fundamental differences when running the project de-risking exercise for any new innovative 
investment. Container shipping is dominated by large operator groups which in many cases have extended control of the wid- er supply chain, trade largely on fixed routes, operate on longer-term agreements and under the umbrella of alliances. 
As a result, they have easier access to financing and can more easily mobilize other key stakeholders into entering collaborations, partnerships and large investment agreements. They are considered among the shipping industry’s leaders, driving innovation in the shipping industry. These conditions are not the case for the average bulk carrier owner. 
However, the segment is active with significant and notable decarbonization work, with projects running that may not make headlines as often or as easily as in other segments. In addition to utilisation of new fuels, are several projects to apply energy saving technologies including wind-assisted propulsion, hull air lubrication and carbon capture - an area the dry bulk segment is particularly looking at. 
In all the above, there is one key parameter that sometimes is understated. That is the human factor, which presents challenges in terms of the new competencies, skills, knowledge and expertise that need to be added into the equation both aboard the vessels and ashore to ensure safe operations.
This requirement was a key driver to the creation of the ABS Hellenic Ship Safety Center to act as a location where the future of safety meets the future of learning. The Hellenic Ship Safety Center is designed to prepare seafarers to handle a multi-dimensional industry presented by alternative fuels and emerging technologies, recognizing that advances in decarbonization that do not prioritize safety are not sustainable.
Achieving targeted carbon reduction targets that have been set for shipping means that existing ships must become much more efficient. It will not be possible to completely renew the exist-
ing fleet to use alternative fuels by 2050, which means the need to retrofit a large percentage of the existing bulk carrier fleet becomes essential.
There is a huge amount of collaborative work taking place be- tween vendors and shipowners to understand how this emerging technology can be safely adopted and efficiently absorbed into the maritime industry, its implications for vessel design and operations and its likely impact on carbon emission reduction.
Conscious of the challenges facing the bulker sector, ABS engineers, together with key industry stakeholders continue to pioneer solutions to serve today’s fleet, while preparing for the next-gen vessels, aiming at a safe transition while improving the overall efficiency of the fleet. 
*VP Regional Business Development, ABS GREECE