Design of Water Ambulance for Inland Waterways of Regency East

Kalimantan

Alamsyah, Wira Setiawan, Taufik Hidayat, and Aldera Alfianto

Institut Teknologi Kalimantan

Keywords: Waterways, health boat, water ambulance, Design. Regresi linear

Abstract: East Kalimantan, which continues to make health services for the community effective. Through the

floating health center because of the location of most settlements on the banks of the Mahakam River. The

program has been running for the past few years and is thought to be very effective for people who have not

been touched by qualified health services. This activity is not without gaps, but it is suspected that this

program needs to be equipped with other facilities/facilities, namely the provision of Water Ambulance for

each main health center in the Mahakam watershed. The purpose of this research was to determine the

design of a health boat on the Mahakam river flow. The used method was the trend curve of comparative

ship data and optimization approach of software. The results showed the principal dimension of water

ambulance had length overall (L) = 8.81 meters, draft (T) = 0.45 meters, the breadth of each hull (B) = 2.65

meters, and height (H) = 1.23 meters, Cb = 0.32, Voa = 18 knots, crew = 2 person, passenger = 5 person.

The boat had resistance is 5,457 kN and than required 150 HP of engine power.

1 INTRODUCTION

The Provincial Government of East Kalimantan is

asked to improve health services for remote, inland,

and East Kalimantan border communities. People in

the area hope that there will be medical personnel,

such as specialist doctors. Because general

practitioners are also not always in the health center.

Lack of medical facilities and medical personnel, he

continued, it is not uncommon for people in the area

to experience problems with pregnancy and

childbirth so that many people who are sick cannot

be helped due to lack of medical treatment.

Responding to the problem of health services in East

Kalimantan that has not been evenly distributed, in

fact it must be followed up as soon as possible and

cannot be ignored, because health is an absolute

means to increase productivity and is the main

prerequisite in the formation of quality human

resources, so that the people of East Kalimantan

appear as reliable, independent people and able to

survive amid global competition.

This is in line with the Vision of Development in

the Health Sector of East Kalimantan Province,

namely: "Health for all towards the realization of the

best degree of public health in East Kalimantan

outside Java and Bali." The meaning is the increase

in access to quality comprehensive health services

that are easily obtained by the community and the

achievement of the MDGs with achievements above

the national average.

Through the vision of "Health for all towards the

realization of the best degree of public health in East

Kalimantan outside Java and Bali", in several

regions a planned program has been carried out by

each District Health Office, one of which is in

Mahakam Ulu Regency, East Kalimantan, which

continues to make health services for the community

effective. Through the floating health center because

of the location of most settlements on the banks of

the Mahakam River.

The program has been running for the past few

years and is thought to be very effective for people

who have not been touched by qualified health

services. The floating health center has limitations,

namely the large dimensions of the ship, making it

difficult to operate in areas that have narrow waters;

it also affects the speed of the ship. To problem-

solving, this Water Ambulance is planned. The

water ambulance has the main dimension small with

consideration of the ability of the ship that allows it

to operate in various fields.

84

Alamsyah, ., Setiawan, W., Hidayat, T. and Alﬁanto, A.

Design of Water Ambulance for Inland Waterways of Regency East Kalimantan.

DOI: 10.5220/0009406000840093

In Proceedings of the 1st International Conference on Industrial Technology (ICONIT 2019), pages 84-93

ISBN: 978-989-758-434-3

Copyright

c

The purpose of Water Ambulance as a solution

for remote and inland communities that live along

the banks of the Mahakam River. This facility is

used in emergencies, especially when people who

live in the area must be referred to as soon as

possible to a city center that has the complete

treatment and care. This Water Ambulance has been

implemented in Provinces such as South Sulawesi,

Makassar City, and in the Thousand Islands of DKI

Jakarta.

2 METHOD

The research methodology used is the statistical

method or trend curve approach. Preliminary data

were taken from several ready-made vessels as

comparison ships, then were regressed using ms.

Excel to get the main size. The process of preparing

the main dimension of the ship is carried out through

the following steps: The comparative ship used is

adjusted to the specified length of the ship. The

comparative ship data is graphed with an absent L

and ordinate ratio of the main dimension of the ship

to get the regression equation (R²). The value of R²

should be as large as possible, the closer it is to

value 1, the better and a minimum of 0,4. For this

ship, the type of regression used is linear regression.

And next, the data is processed according to the

design stages used. Output issued in the form of

lines plan and general arrangement of ship. The

method is depicted, as shown in Figure 1.

After obtaining the lines plane and general plan

(GP) of the ship, it will then be used as the basis for

the construction of the Water Ambulance on the

river

Figure 1. Diagram of Research Method

Design of Water Ambulance for Inland Waterways of Regency East Kalimantan

85

3 RESULT AND DISCUSSION

Table 1. is the comparative vessel data used as a

reference. Ship data consists of displacement, length,

breadth, draft, and height. The sampling ship data

are shown in Table 1

As explained earlier, the initial data used in

the design of the ship are some comparative ship

data, as shown in Table 1.

Table 1. Ship sampling data.

NO Ship Name

L B H T

Weigh

t

⧍

metres ton

1 SBA 1 8,5 2,2 1,1 0,4 0,8 1,7

2 SOT 4,5 1,9 1 0,4 0,5 0,7

3 HD 1380 13,5 3,5 1,4

0,6

1

5,6 6,5

4 MEDIVAC 2 12,5 3,5 1,2 0,5 3,2 5,1

5 FBI 0822 XA 8,5 2,2 1,1

0,4

5

0,8 1,7

6 OP 6 2,2 1 0,4 0,8 1,3

7 PATROL FBI 8 2,3 1,1

0,4

5

0,9 1,9

8 SBP 25 12,5 3,5 1,7 0,5 4,1 5

9 HD 1160 11,6 3,2

1,3

6

0,5

5

2,1 3,5

10 SSS 10 2,6 1

0,4

5

1,1 2

11 AL 625 6,25 2,5

1,2

5

0,5 0,95 1,2

12

CE A19 F580

SY

5,8 2,29 1,1 0,4 0,6 1,15

13

CE A22F620

SY

5,8 2,29 1,1 0,4 0,6 1,15

14 HD 760 7,6 2,64

1,2

4

0,4

2

1,2 1

15

CE A24 F730

SY

7,3 2,29 1,1 0,5 0,65 1,4

16 HD 830 8,3 2,72

1,3

5

0,4

1

1,25 3,1

17 HD 860 8,6 2,64

1,2

4

0,4

2

1,8 2

18 HD 968 9,68 2,69

1,2

5

0,4

1

1,4 2,2

19 AL 1500 15,1 3,67 1,8 0,6 8 9

20 HD 630 6,3 2,3

1,2

5

0,3

9

0,75 1,7

3.1 Ship Data Regression

Regression data of the main size of the ship between

the variable displacement weight (⧍), and length

(L), width (B), height (H), and ladder (T). The

results of the regression are linear curves for each of

the main size variables show in Figure 2 to Figure 5.

Figure 2. The regression curve of ⧍-T

ICONIT 2019 - International Conference on Industrial Technology

86

Figure 3. The regression curve of ⧍-L

Figure 4. The regression curve of ⧍-H

Figure 5. The regression curve of ⧍-B

Linear curves resulting from the distribution of

regression data between displacement and Lpp

produce the value R² = 0,834, displacement and B

produce the value R² = 0,816 displacement and H

produces the value R² = 0,674 and displacement and

T produce the value R² = 0,652, where the minimum

standard set at the beginning ie, 0,4. This means that

the regression results are feasible or meet to be used

in determining the main dimension of the ship. The

regression equation on the main dimension variable

curve as in the graph, then used as the basis for

determining the main dimension of the ship design.

The equation to use determining of temporary main

dimension to show on equation (2), (3), (4), and (5).

L = 1,233x + 5,540 (1)

B = 0.222x + 2,066 (2)

H = 0.081x + 1,015 (3)

T = 0.025x + 0.390 (4)

Where:

L=length of ship (m)

B = width of the ship (m)

H = Ship height (m)

T = Shipload (m)

x = ⧍ (Displacement of ship weight) (tons)

So that the main size of the temporary ship is

obtained namely;

L = 8,816 meters

B = 2,656 meters

H = 1,232 meters

T = 0.458 meters

After getting the main size, then proceed with

inputting the main size in the Maxsurf software.

Maxurf output in the form of a general description of

the ship, including the lines plane and 3-dimensional

shape of the ship design shown in Figure 6.

Figure 6. Lines plan uses maxurf software

3.2 Optimization of The Main

Dimension of the Ship

The results of the depiction of Maxurf are then

optimized, which is processed to get the optimal

main dimension and other variables of the monohull.

The optimized variables are:

• L (length, the overall length of the ship)

• B (breadth each hull, the width of each hull)

• H (height, the height of the ship to the main

deck)

• T (draft, boat-laden)

In the optimization process that is considered

constant value, which is a value whose magnitude

does not change during the optimization process

until it ends, as follows (Harvald, 1972):

• Density (ρ freshwater) = 1000 kg / m3

• Density (ρ seawater) = 1025 kg / m3

• Gravity (g) = 9.81 m / s2

The constraint parameters or constraints used in

the optimization process are determined based on the

requirements of the calculation method used, as well

as the requirements issued by national and

international regulatory holders such as IMO,

Design of Water Ambulance for Inland Waterways of Regency East Kalimantan

87

SOLAS, BKI, and others. In this study, there are

several limitations including the limitation of the

main size of the ship, the limitations related to the

ship's weight and the load to the displacement of the

ship (Archimedes law), the limits in calculating the

stability of the ship, trim limits, and freeboard limits.

3.3 Ratio Comparison

The optimization method uses maxsurf software

with the main dimension ratio of the ship to make

the ship technically feasible instability and

longitudinal strength.

L/T = 10 < L/T > 30

B/H = 0,7< B/H > 4.1(Ship stability)

L/H = 4 < L/H > 10, (Long. Strenght)

Cb = 0,3 < Cb > 0.6,

The main dimention ratio parameter is used

standards in determining the actual size of the ship.

The results of optimization of the ship's main

dimention such as show on Table 2.

Table 2. The parameters optimization

Parameters

Standart Result

L/T 10 < L/T > 30 19,25

B/H 0,7 < B/H > 4.1 2,16

L/H 4 < L/H > 10 7,16

Cb 0,3 < Cb > 0,6 0,32

3.4 Calculation of Ship Displacement

Displacement is the weight of water displaced by a

hull in the water; in other words, the volume of

displacement multiplied by the density of water. To

calculate ship displacement, the formula (Parson,

2004) is used as follows:

 = t x ρ water(ton) (5)

Where:

t = total displacement volume

ρ fresh water = Density of sea water = 1025 kg / m3

So that the total displacement,

= L * B * T * CB * ɤ (6)

= 3,431 tons

3.5 Calculation of Coefficient of Ship

Shape

3.5.1 Block Coefficient (Cb)

Cb = –4.22+27.8 √Fn – 39.1 Fn + 46.6 Fn3 (7)

= 0,3 (from maxsurf)

3.5.2 Midship coefficient (Cm)

Cm = 1,006-0,0056 Cb-3,56 (8)

= 0,599

3.5.3 Prismatic Coefficient (Cp)

Cp = Cb/Cm (9)

= 0,5008676

3.5.4 Waterplan Coefficient (Cwp)

Cwp = Cb / (0,471 + 0,551 Cb) (10)

= 0,471

3.6 Calculation of Ship Resistance

In this experiment calculating the value of the total

resistance of fast ships with the V hull model

(monohull), Holtrop & Mennen, the total resistance

can be calculated with the following formula;

Total resistance

Rt = (11)

= 5456,566 N

= 5,457 kN

3.7 Main Engine Calculation

3.7.1 Speed of Advance

(ref: PNA vol.II, p.146)

Va = V⋅(1−w) (12)

Where ;

V = ship speed = 9,259 m / s

w = coefficient of friction of the wave

= 0.30 CB+10 CV CB - 0.23 D/√(BT)

With;

CV = viscosity coefficient

a. Coefficient of viscosity

(ref: PNA vol.II, p.162)

CV = (1+βk)⋅CF + CA (13)

Where ;

CA = corelation allowance





W

R

CkCSV

W

AFtot

1

2

1

2



ICONIT 2019 - International Conference on Industrial Technology

88

(ref: PNA vol.II, p.93, for T / Lwl> 0.04)

CA = 0.006 (LWL + 100) -0.16 - 0.00205 (14)

= 0,0008

So that;

CV = 0.004

b. The coefficient of friction of the waves

(ref: PNA vol.II, p.163, for twin screws)

w = 0.30 CB +10 CV CB - 0.23 D/√(BT) (15)

= 0.077

After the w value is known, the speed of advance:

Va = 8,548

3.7.2 Effective Horse Power

(ref: PNA vol.II, p.153)

EHP = RT ⋅ V (16)

= 45,833 kW with; 1 Hp = 0.7355 kW

= 62.31537346 Hp

3.7.3 Horse Power Delivery

(ref: Ship Resistance and Propulsion module 7 p.

179)

DHP = EHP/ηD (17)

Where ;

ηD = Quasi Propulsive Coefficient

(ref: PNA vol.II, p.153)

ηD = With; ηH = Hull Efficiency

ηr = Rotative Efficiency

ηO = Open Water Test Propeller Efficiency

a. Hull efficiency

(ref: PNA vol.II, p.152)

ηH = ((1−t))/((1−w)) (18)

Where ;

t = thrust deduction

(ref: PNA vol.II, p.163)

t = 0.325 CB - 0.1885 D / √ (BT) (19)

= 0.080

So that;

ηH = 0.996

b. Rotative efficiency

(ref: Ship Resistance and Propulsion module 7 pg

180 with a range of 0.97 η ηr ≤1.07)

ηr=0.9737+0.111(CP-0.0227LCB)-0.06327 P/D (20)

= 1,000

c. Open water test propeller efficiency

(assumption based on the results of open water test

propeller in general)

ηO = 0.560

the ηD value is obtained as follows;

ηD = 0.558

By getting the propulsion coefficient value, the

DHP value:

DHP = 82.179 kW

3.7.4 Break Horse Power

(Parametric Design Chapter 11, pp. 11-29)

BHP = DHP + (X% DHP) (21)

Where ;

X% = correction of shipping area of East Asia

region between 15% -20% DHP

X% = 15%

Therefore;

BHP = 94,496 kW

BHP = 128,478 HP

3.7.5 Selection of the Main Engine

After getting the BHP value, the next step is to

choose the main engine as the main driver of the

ship. The main engine used on this fast boat is an

outboard engine due to its easy installation and

relatively small engine size, so it doesn't take up too

much space. The selection of the main engine is

made by considering the engine weight, engine

power, and price of the engine. From the catalog

(Mercury, 2018), several main engines and their

specifications are obtained. The main engine show

in Figure 7 and then detail specification is shown in

Table 3

Figure 7. The main engine of the boat

Design of Water Ambulance for Inland Waterways of Regency East Kalimantan

89

Table 3. Detail specification of main engine

https://www.mercurymarine.com/en/asia/engines/outboard/fourstroke/75-150-hp/

3.8 Ships General Arrangement

Before working on a general plan, first the lines plan

obtained using Maxurf is exported in AutoCAD

format. Line's plan of the ship consists of the body

plan, profile plan, and view plan and then refined

again because many forms of lines are not

streamlined. The lines plan of the ship shown in

Figure 8.

Figure 8. lines plan draw

Item Detail

Hp/kW : 150/110

En

g

ine t

yp

e : 8-valve sin

g

le overhead cam

(

SOHC

)

Inline

Displacement : 3.0

Full throttle RPM : 5000 ~ 5800

Air Induction : Performance tuned scroll intake manifol

d

Fuel Induction S

y

ste

m

: Electronic fuel in

j

ection

Alternator/watt : 60 ampere/756 watt

Recommended Fuel

Ethanol maximum

: Unleaded regular 87 octane minimum

(R+M/2) or 90 ron 10 %

Recommended oil : Mercur

y

fourestroke oil 10w-30

Engine protection

operator warning

system

: Smart craft engine guardian

Startin

g

: Electric

(

turn ke

y)

, smart star electric

Controls : Mechanical Throttle & Shift

Steering

: - Bi

g

tiller com

p

atible

- Dual cable mechanical

- Electro-hydraulic poer steering optional on

duals

-H

y

draulic

p

ower steerin

g

Shaft length : 20''/508 mm& 25''/635m

m

Gearcase ratio : 1.92:1

Dry weight : 455 lbs/206 kg

CARB star ratin

g

: 3

Bore & stroke : 4.0 x 3.6 / 102 x 92 m

m

I

g

nition : Smart craft ECM 70 di

g

ital Inductive

Cooling syste

m

: wate

r

-cooled with thermostat

Gear shift : F-N-R

Gearcase options : Standart

Trim s

y

ste

m

: Power tilt,

p

ower tri

m

Exhaust syste

m

: Through proop

Counter rotation : Available

Lubricant system : wet sump

Oil Ca

p

acit

y

: 6.3

g

ts / 6.01

Maximum trim ran

g

e : 22''

(

-6o to 16o

)

Maximum tilt range : 73''(-6o to 67o)

ICONIT 2019 - International Conference on Industrial Technology

90

At the stage of the ship's general plan, the

number of passengers and crew members is

determined, including all medical equipment in it.

The consideration used is to look at the size of the

main ship and the comparison ship from the sample

used as a reference. Starting from the height of the

building above, the layout of the placement of ship

equipment, and dimensions of the ship size. The

general layout plan of the ship, as shown in Figure 9.

Figure 9. General arrangement draw

3.8.1 Ship Medical Facilities

Health equipment installed in water ambulances

consists of ;

 LED Work lights and Electronic Siren,

Optional red or blue

 Six (6) Perimeter led Lights, two each side

and two on the rear, Optional red or blue

 Three(3) outside ground led spotlights that are

activated when the rear doors or side doors are

open.

 One additional battery.

 Smart Key Emergency Start

 Intelligent charging regulator(Auto split

charge), 12V 140Amp Voltage Sense Relay

Kits.

 AC220V Inverter Charger, 1000W pure sine

wave inverter with a battery charger.

 Central electrical control system

 Four(4) LED room lights in the Patient

compartment

 Double-loop pulse switch control device (Both

driver cab and Patient compartment have one

its panel can be operated and display.)

 220V & 12V Outlets

 The Rear View Camera system

 UV Sterilization lamp

 Ventilation system

 Patient compartment Independent Heating and

Air System

 Intercom system could improve

communication between the patient

compartment and driving cab

 Transfusion rack on the interior roof

 Yellow nylon antibacterial handrails mounted

on the top

 The partition wall between the driver cab and

Patient compartment: with a sliding window

 The interior furnishing is covered by ABS

disposable whole.

 Medical cabinet, All of the cabinets were

made by 15mm lighting PVC Foamboard

 ABS board plastics-absorption forming

package on all face of the cabinet of the inner

Patient compartment

 Two(2)Four-compartment suspension cabinet

 One Foldable Seat with safe two-point seat

belts in front of the partition wall

 High Back revolving folding Seat with safe

three-point seat belts.



Squad bench has three (3) Seats with safe two-

point seat belts.

 Two(2) oxygen cylinder, Water capacity 10

liter

 The oxygen cabinet with aluminum alloy

roller shutter door

 Automatic switchover manifold system,

German-style quick release, Two(2) outlets in

action wall panel

 Ambulance stretcher

 PVC coil flooring of LG Hausys

3.8.2 Calculation of DWT and LWT

Total displacement is a calculation of weight

displacement with a breakdown of weight, the LWT,

and DWT. Total weight displacement show in Table

4.

Design of Water Ambulance for Inland Waterways of Regency East Kalimantan

91

Table 4. Breakdown of DWT & LWT

Breakdown of DWT & LWT

DEADWEIGHT TONS

No. Weight ite

m

value Units

1 Fuel oil Wei

g

ht 0,003 tons

2 lubricant oil 0,001 tons

3 Freshwater Wei

g

ht 0,540 tons

4 Passenger Weight and equipment 0,425 tons

5 Crew Wei

g

ht and e

q

ui

p

ment 0,170 tons

SUBTOTAL DWT 1,139 tons

LIGHTWEIGHT TONS

No. Wei

g

ht ite

m

value Units

Machiner

y

1 Main En

g

ine 0,206 tons

2 Auxilary engine 0,090 tons

E

q

ui

p

ment & Outfittin

g

Wei

g

ht

1 Seat passenger 0,025 tons

2 Anchor 0,040 tons

3 Cabin doo

r

0,045 tons

4 Waterti

g

ht doo

r

0,000 tons

5 Window 0,018 tons

6 Navi

g

ation e

q

ui

p

tment 0,050 tons

7 Lifejacket 0,011 tons

8 Lifebuo

y

0,018 tons

9 Paramedic tools 0,100 tons

Construction;

1 keel layer 0,317 tons

2 Hull la

y

er 0,303 tons

3 Deck layer 0,283 tons

4 Su

p

erstructure la

y

er 0,258 tons

5 Estimated Ship Construction 0,407 tons

6 Bulwark and Railin

g

0,037 tons

SUBTOTAL LWT 2,207 tons

Total Wei

g

ht DWT dan LWT 3,346 tons

Displacement corrections, according to

Archimedes' Law. Total weight (estimation weight

of LWT + DWT) = 3,346 tons. The initial design

was of displacement is 3,347 tons. Margin

difference of ± 0.05% from the design displacement

of the maximum allowable difference of 0,02 tons.

Result of margin design is 0,01 tons or 0,029%. So

and then conclusion accepted because of allowable

margin.

4. CONCLUSION

From the results of this study, a ratio of ship

dimensions and other technical specifications were

obtained that matched the waters of the Mahakam

River, namely ships with a monohull for river water

transportation modes in the form of water

ambulance. Here are the main dimension and

specifications:

L = 8.81 m

H = 1.23 m

B = 2.65 m

T = 0.45 m

Cb = 0.32

BHP = 125 Hp

Engine Type = Mercury Four Stroke 150 Hp

V = 18.00 knots

Passenger capacity = 5 people

Number of crew = 2 people

The height of the upper building = 2.20 meters

ACKNOWLEDGMENT

Thank you to the East Kalimantan Health Office, the

Directorate General of Land Transportation of the

East Kalimantan Province, and the Shipping

Engineering Study Program of the Kalimantan

Institute of Technology for purchasing the Maxurf

ICONIT 2019 - International Conference on Industrial Technology

92

21 academic version of the license so that this paper

can be published.

REFERENCES

Evans, J. M. (1959). Basic Design Concept. American

Society of Naval Engineers Journal, Vol. 71, No. 4:

672-678.

Harvald, Sv. Aa. (1972). Resistance and propulsion of

Ship. New York: John Wiley & Sons.

Insel, M. dan Molland, A. F. (1991). An Investigation Into

The Resistance Components of High Speed

Displacement Catamarans. London: The Royal

Institution of Naval Architects.

Lewis E. V. (1988) ‘’Principle of Naval Architecture

Vol.II, Resistance, Propulsion and Vibration The

Society of Naval Architects and Marine Engineers,

601 Pavonia Avenue Jersey City, NJ.

Muk-Pavic, E., Chin, S. dan Spencer, D. (2006).

Validation Of The CFD Code Flow-3D For The Free

Surface Flow Around The Ship’s Hulls. 14th Annual

Conference Of The CFD Society Of Canada, Kanada,

16-18 Juli.

Paroka, D. (2018). Karakteristik Geometri dan

Pengaruhnya Terhadap Stabilitas Kapal Ferry Ro-Ro

Indonesia. KAPAL, JURNAL ILMU

PENGETAHUAN & TEKNOLOGI KELAUTAN,

Vol. 15, No.1.

Parsons, M. G. (2004). Parametric Design, Chapter 11 –

Ship Design and Construction, SNAME

Sineri, Eliza Harlem., W, I Putu Arta ., AS , Ali Imron.

(2010). AMBULANCE DESIGN OF WATER AS A

MEANS OF HEALTH TO THE ISLANDS YAPEN.

ITS Non degree, Ship Design and Contruction

Engineering, available from -

http://digilib.its.ac.id/ITS-NonDegree-

3100011042024/15003

Utama IKAP, Santosa PI, Chao R-M, Nasiruddin A.

(2013) NEW CONCEPT OF SOLAR-POWERED

CATAMARAN FISHING VESSEL. Proceeding of

the 7th International Conference on Asian and Pasific

Coasts 2013; 903-909.

Watson, D. G. M. (1998). Practical Ship Design. UK:

Elsevier Science Technology

Design of Water Ambulance for Inland Waterways of Regency East Kalimantan

93