Besides solar power generation showcased in Feature 3, the company is taking part in the "Wind Challenger Project" led by The University of Tokyo. This project is researching wind- propelled ships, which involves using sails as the main driving power, with a propulsion system in an auxiliary role. In addition to MOL, two other ocean shipping companies, Nippon Kaiji Kyokai, shipbuilders and other parties are participating in the project. Launched in September 2009, the project is now developing large-scale solid sail structures using composite materials, as well as examining particulars for vessel designs to develop, and developing fluid analysis techniques and weather routing methods.

Propeller Boss Cap Fins (PBCFs), jointly developed by MOL and other parties, improve propeller efficiency. PBCFs produce a 4% to 5% improvement in fuel efficiency at the same speed, along with commensurate reductions in CO2 emissions. These fins have been widely installed on MOLoperated vessels, as well as other vessels around the world. As of March 31, 2011, PBCFs had been introduced to more than 1,900 vessels worldwide, including vessels scheduled to be built. MOL is currently developing new PBCFs with Akishima Laboratories (Mitsui Zosen) Inc., which target a further improvement in fuel efficiency of another 1 to 2 percentage points. An additional patent was filed for them in April 2009. We aim to make these new fins commercially available as early as possible.

Ships consume most of their fuel in overcoming the resistance when navigating. Reducing this resistance contributes directly to lower fuel consumption and reduced CO2 emissions. The drag of seawater over a vessel's wetted surface accounts for 50% to 80% of all resistance, including wind and wave resistance. MOL has teamed up with Nippon Paint Co., Ltd. and Nippon Paint Marine Coatings Co., Ltd. to develop a super-slick antifouling ship bottom paint with high performance friction-reducing properties. The paint will dramatically reduce fuel consumption by reducing seawater drag. This research and development is part of our commitment to realizing Senpaku ISHIN, and is expected to lower CO2 emissions by 8% to 12% compared to conventional antifouling paints.

The unique shape of car carriers means that there is a large surface area exposed to wind pressure, and the impact of this resistance is considerable. In 2003, MOL took delivery of Courageous Ace, which was the first vessel to adopt a beveled, rounded superstructure at the bow. Since then, MOL has deepened research on vessel shapes to lower wind resistance. Under the Senpaku ISHIN project, the company is aiming to make further improvements to the shape of ships' bows. In December 2010, the MOL Group's reduced wind resistance car carrier fleet was joined by City of St. Petersburg, which is operated by Nissan Motor Car Carrier Co., Ltd. Built by Kyokuyo Shipyard Corporation, this vessel can carry up to 2,000 cars. A sleek, semispherical bow design reduces wind resistance by up to 50% compared to Nissan Motor Car Carrier's existing vessels. Assigned to transport finished vehicles within the European region, this car carrier is expected to reap the full benefits of its new design in the North Sea, where winds are notoriously strong. This unique bow design has received high marks, with the vessel selected as the "Ship of the Year 2010" by the Japan Society of Naval Architects and Ocean Engineers in May 2011.

In fiscal 2010, MOL-operated containerships cut CO2 emissions by approximately 700,000 tons by reducing speeds by an average of roughly 6% year on year. MOL is also implementing slow steaming in other vessel classes, according to navigation conditions.

MOL has developed an optimum trim system for vessels along with Akishima Laboratories (Mitsui Zosen) Inc. The optimum trim system quantitatively assesses MOL captains' extensive practical knowledge of vessel running attitudes through tank testing and actual ship testing. This data is translated into graphs that make it easy for seafarers to use. A pilot test of the system on a car carrier using an optimally trimmed bow showed an increase of up to 4% in fuel efficiency compared to the conventional approach of trimming the stern of a vessel. MOL expects that it won't be long before all vessels will navigate with optimum trim.

This system enables vessels to self-monitor CO2 emissions per unit load while suggesting the most efficient vessel operation method for achieving targeted CO2 emissions (slow steaming, optimum route selection taking into consideration ocean currents and weather, appropriate maintenance, and so on). The IMO has held discussions with a view of making this system mandatory. However, MOL has preempted this by installing SEEMP on its tankers in January 2011, with plans to install it on all other vessels in the future.