Carbon Reduction Program Implementation Strategy on Product Tanker Fleet Against the Carbon Intensity Indicator (CII) Decreasing Target

: Emissions of gases released into the atmosphere by various human activities on earth cause a greenhouse effect in the atmosphere. Greenhouse gases include carbon dioxide (CO2), sulfur dioxide (SO2), nitrogen monoxide (NO), nitrogen dioxide (NO2), methane (CH4) and chlorofluorocarbons (CFCs). One activity that increases greenhouse gases is shipping. Shipping is a cost-effective and energy-efficient form of bulk transportation, but currently international shipping operations account for approximately 2.5% of man-made greenhouse gas emissions globally [1]. Therefore, in 2018, IMO's initial strategy was adopted to reduce greenhouse gas emissions from ships by reducing carbon dioxide emissions by at least 40% by 2030 and targeting a reduction of carbon dioxide emissions by 70% by 2050. And reduce annual greenhouse gas emissions from ships by at least 50 percent by 2050 compared to 2008 [2]. To reduce the impact of these activities, IMO issued regulation 28 MARPOL Annex VI if ships with a capacity of 400 Gross Tonnage (GT) or more receive a D rating for three consecutive years or an E rating, corrective action is required to achieve an annual operational CII. er to achieve the desired rating in 2025.


INTRODUCTION
Greenhouse gas emissions from ships can come from various sources such as ship engines, cooling systems, and combustion systems.The most common greenhouse gas emissions are carbon dioxide (CO2), methane (CH4), and nitrogen oxides (N2O).Management of greenhouse gas emissions in international shipping is important to reduce the negative impact on the environment.The carbon intensity indicator (CII) is the annual reduction factor required to ensure a continuous increase in the operational carbon intensity of ships within a given rating level.On 1 November 2022, Amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI enter into force.Developed within the framework of the Initial IMO Strategy on Reducing Greenhouse Gas Emissions from Ships agreed in 2018, these technical and operational amendments require ships to improve their energy efficiency in the short term and thereby reduce their greenhouse gas emissions.Starting January 1, 2023, CII requirements will apply to all cargo, RoPax and cruise ships over 5,000 GT and operating internationally.

CII
CII measures how efficiently a ship carries goods or passengers and is given in grams of CO2 emitted per cargo carrying capacity and nautical miles.Ships are then assigned an annual rating from A to E, at which point the rating thresholds will become increasingly stringent towards 2030.DWT is used as the capacity when calculating Cll (AER) as the denominator.The data needed to calculate the achieved CLL is as follows 1. Monitoring fuel oil consumption for each type of fuel throughout the year 2. The ship's cargo carrying capacity (DWT) as stated in this manual, and 3. Distance traveled The CII calculation is as follows:

CII RATING
1. Attained CII Is the current/achieved CII value, cf is the emission conversion factor based on the type of fuel used.

CII Reference
The CII reference line is the CII value for a particular ship type in 2019, then in calculations the values a and c are the parameters estimated for each type of ship by IMO DCS in 2019, and serve as the base line in the rating determination diagram.4. CII rating Is a rating of ships that can be awarded from 2023 to 2030, the rating is based on the five limits assigned by IMO.The rating can be assigned by comparing the ship's annual operational CII achieved with the cutoff value.Reference for determining the rating of each type of ship based on ABS data.Ratings A, B, C, D, E indicate the level of performance: major superior, minor superior, moderate, minor inferior, or inferior.

Ship Energy Efficiency Management Plan (SEEMP)
Ship Energy Efficiency Management Plan (SEEMP) is a ship-specific plan to improve ship energy efficiency.All ships of 400 gross tonnage (GT) and above engaged in international voyages must develop and keep a SEEMP on board, in accordance with the guidelines adopted by IMO [3].
SEEMP is divided into 3 sections, namely: 1.The first part of the SEEMP is to monitor and improve the ship's energy efficiency.This should include an estimate of the current energy consumption of the ship and identify actions to improve ship efficiency, 2. The second part of the SEEMP only applies to ships of 5,000 GT and above and engaged in international shipping.This part of the SEEMP should include a description of how annual fuel oil consumption data for ships will be collected and reported to the ship's flag state.3. The third part of the SEEMP starting January 1, 2023, new requirements will be applied to vessels that are required to deposit the second part of the SEEMP.As of this date, the SEEMP should outline how the operational carbon intensity of ships will be calculated and scaled up in new short-term MARPOL actions to reduce greenhouse gas emissions from international ships, including: a.The method used to calculate the annual operational Carbon Intensity Indicator (CII) achieved by the ship and the process for reporting CII to the ship's flag state.b.CII for ships over the next three years, with a plan outlining how this will be achieved.c.Process for self-assessment and improvement.d.Corrective action plan, if needed.

Product Carrier Ship
A ship is a floating object on the surface of the water, capable of accommodating goods/load, and has the ability to propel itself by means of mechanical power, wind power, and tug.Reporting from IMO resolution MSC.267(85),International Code on Intact Stability, 2008(2008 IS Code) Product Tankers are tankers with a relatively smaller size than crude oil tankers/chemical tankers, generally used to transport products with a high level (grade) such as diesel oil, heating oil, etc. from factory to port.

Study of literature
Literature study was conducted to find out how efficient the actions taken to reduce CO2 gas emissions on product tankers managed by PT.Pertamina International Shipping The following are 22 steps that can be taken to reduce CO2 emissions along with references and estimates of the quantitative potential for reducing CO2 emissions: Some of the emission reduction measures listed above are not directly additive due to the interdependence of these steps.However, there are still combinations of actions that are practical and economically feasible.One of these combinations is: Ship size; hull shape; Ballast water reduction; hull coating; Hybrid power/propulsion; Optimization of weather speed and Route.Assuming a large relative independence between individual reduction measures.
Reporting from the journal by Elizabeth Lindstad et al. (2017) published by Elsevier, CII optimization methods can be grouped into four main categories, namely: 1. Ship hull design, these actions focus on exploiting the economic side and reducing bottlenecks during operations.The research results show that optimized ship hull design can greatly contribute to reducing CO2 emissions.Increasing ship size reducing emissions per unit haul and optimizing hull shape to reduce drag can significantly reduce power consumption as well as emissions.Other measures, such as lightweighting, hull coating and lubrication can contribute to improving hull performance.2. Engine system and propulsion system, including the design of power systems and machinery, hybrid power solutions, higher propulsion efficiency, waste heat recovery, and reduced power requirements on board with energy efficient devices such as parachutes and sails.Hybrid power systems allow efficient utilization of multiple energy sources, such as combining a battery with an internal combustion engine to maximize the utilization of each technology, i.e. the battery can be used as a buffer to cover peak power requirements and to avoid operating the combustion engine at low power.3. Alternative fuel, covers all aspects related to the replacement or supplementation of main fuels such as Heavy Fuel Oil -Marine Gas Oil with alternative energy.CO2 emissions can be reduced by switching to fuels with lower total emissions, both directly and indirectly throughout the fuel life cycle including production, refining and distribution.Examples are LNG and biofuels.4. Operation, including the regulation of the speed of the ship, the ship is often designed to operate at its hydrodynamic limit that is the speed at which the drag curve on the hull begins to rise as speed increases.With the power requirement proportional to the product of speed and drag, this implies that when the ship decelerates, fuel consumption decreases and the greatest fuel reduction is achieved when the ship decelerates in the limit area.Determination of shipping routes, including finding optimal sailing routes, taking into account current, wave and weather conditions, and shipping according to contractual agreements or published schedules, to minimize bottlenecks and fuel consumption.

Data collection
1. Fleet Data of Product Tanker Ships that meet CII requirements 2. Vessel Emission Data per Year Based on formula (1) to obtain CO2 emissions per year, it is necessary to multiply the fuel consumption data by the conversion factor (depending on the type of fuel), then the total CO2 emissions will be obtained, with the following data:

CII calculation
To find the CII Calculation, you can use the following formula: Then you can determine the CII Reference Line with the following formula: Furthermore, CIIref is used to find the CII req year with the following formula: And the CII rating value is obtained: From the CII rating value, the CII rating of the fleet (ships) is obtained.

Discussion
From the results of the CII calculation above, it can be seen that there are 5 CII Ratings belonging to the Product carrier fleet in 2022 which are below the annual minimum operating rating, where the annual minimum operating rating is at rating C. Therefore, in 2025 this ship is planned to be at rating C, so corrective steps are needed to optimize the CII such as, Optimized Utilization, Weather Routing, Hull Cleaning, Propeller Polishing, Optimum Trim, Just in Time, Energy Management, Optimized Cargo Heating and In sulation on the Product Tanker Ship fleet in order to achieve the desired rating in 2025.From the table it can be seen that the Product Tanker Fleet of PT.Pertamina International Shipping has a CII distance that is far enough to meet the minimum CII in 2025 so that in order to meet the minimum CII value in 2025, corrective actions are taken as follows: Corrective steps are determined on the As Low As Reasonably Practicable (ALARP) principle, the principle of which is that residual risk must be reduced as far as possible so that it does not affect the ship's operations too much.From the table it can be seen that the total reduction that must be owned by Product Carrier ships to meet the minimum CII in 2025, it can be seen that there is Optimised Utilization in the form of Voyage Optimization, weather routing in the form of optimizing shipping routes, Just in Time is the timeliness of ships arriving at the port not too fast or too long, and other optimizations which when combined can meet the minimum CII in 20 25.

CONCLUSION
In this section, the author expresses his greatest appreciation to the Fleet III Function -PT Pertamina International Shipping where this research forms the basis for decision making in following up on the latest regulations so that they can comply with international and national regulations..

BIBLIOGRAPHY
Ministry of Environment and Forestry, Measuring and Reducing Greenhouse Gases, Indonesia: Secretariat General of the Data and Information Center for Information Management, 2018.

Figure 1 .
Figure 1.Decreasing CII Annually to 2030 As a stimulus to reduce the carbon intensity of all vessels by 40% by 2030 compared to a 2008 baseline, vessels will be required to calculate two ratings: their Achieved Ship Energy Efficiency Index (EEXI) to determine their energy efficiency, and an annual Operational Carbon Intensity Indicator (CII) and associated CII rating.The following are the requirements of the Carbon Intensity Indicator: 1. Ships over 5,000 GT are IMO DCS (Data Collection System) compliant with any type of propulsion.2. Exclusion and Correction Factors (ice class, etc.) MEPC 77/78.3. Required Annual Operational Carbon Intensity Indicator (CII).4. Annual Operational Achieved Carbon Intensity Indicator (CII). 5. CII SEEMP Implementation Plan (currently).6. Ratings: A, B, C, D, E. 7. Compliance and Rating Statements are issued within five (5) months of each calendar year.8. CII SEEMP Improvement Action Plan (in the future).DWT is used as the capacity when calculating Cll (AER) as the denominator.The data needed to calculate the achieved CLL is as follows 1. Monitoring fuel oil consumption for each type of fuel throughout the year 2. The ship's cargo carrying capacity (DWT) as stated in this manual, and 3. Distance traveledThe CII calculation is as follows:

Figure
Figure 3. Product Carriers