Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

AIRCRAFT NOISE LEVEL IMPACT AT AIRPORT AND ITS SURROUNDINGS

(Case Study: Djalaluddin Airport, Gorontalo, Indonesia)
Sakti Adji Adisasmita*, Achmad Zubair
ABSTRACT:
The study is conducted to share information by collecting information/data from Djalaluddin Airport
Gorontalo in order to measure, prevent, minimize and evaluate the environments in airport and its
surrounding. The study outputs are: to know the noise level and to evaluate the noise impact in
Djalaluddin Airport Gorontalo such that the noise impact can be manage and monitor effectively and
efficiently not only in the current situation but also in the future condistions.
The purpose of this study is to measure and evaluate noise impact on airport activities and also manage
the airport noise to prevent, minimize and improve positive impact suct that Djlaluddin Airport activity
can give optimum benefits to the people.
The data used are primary and secondary data. The primary data is based on field survey at Djalaluddin
Airport Gorontalo, interview and discussion with official government, and people who live in surrounding
airport, while secondary data is based on data collected from various agencies, namely the Directorate
General of Transport Department, the Statistic Central Bureau, PT. Angkasa Pura 1, and so on.
Analytical tools used to measure the noise level in Djalaluddin Airport Gorontalo was WECPNL
(Weighted Equivalent Continuous Perceived Noise Level) Method which focused on departure and arrival
aircrafts at certain points and times.
The findings and recommendations of the study is based on the information of distinctive standard,
technology, procedures methods and tools regarding to the noise measures especially on airport
construction and operation derived from questionnaires and field survey. In general, the findings and
recommendations of this study can be summarized as follows: based on the condition in Djalaluddin
Airport and its surrounding shows that noise WECPNL index level at all measure points, the results is in
the range of noise standards. Neverthelles, for airport operational, noise also come from vehicles traffic
activities not only to/from airport but also from traffic flows in airport surrounding, cause housing area
located next to the airport and traffic frequency at roads in airport surrounding also influence the airport
development activities.
Keywords: Noise, Airport
__________________________________________________________________
Lecturer, Faculty of Engineering, Hasanuddin University, Jl. Perintis Kemerdekaan KM10, Tamalanrea 90245, Makassar, INDONESIA
Lecturer, Faculty of Engineering, Hasanuddin University, Jl. Perintis Kemerdekaan KM 10, Tamalanrea 90245, Makassar, INDONESIA

* Correspondence Author: Sakti Adji Adisasmita, Hasanuddin University, Indonesia. Tel: +62411 587 636, Fax: +62411 580
505. E-mail: adjiadisasmita@yahoo.com

19

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

BACKGROUND
Gorontalo Province located at Integrated Economic Zones (IEZ) Batui (Central Sulawesi
Province and Manado, North Sulawesi). Location is strategic make it a transit area of all commodities.
Transportation to and from this region become crowded, air transport is the main entrance, so that the
airport is expected to provide excellent service both in terms of technical, environmental, safety and
comfort.
Airport operational activities are expected to have an impact on the surrounding environment,
both effects are positive or negative, so the impact of airport operations to be managed either by
increasing the positive impacts and minimize negative impacts, it is as mandated in Law No. 23 in the
year of 1997 on Environmental Management.
Djalaluddin Airport, Gorontalo continues to experience development in fulfilling the need for
airport service excellence. For example the construction of airport facilities for aviation safety, namely
Instrument Landing System (ILS) is expected to flow front arrival (landing) and departure (take-off)
aircraft that will enter and exit the airport more secure.
The purpose of this study was investigates the impact of noise arising from the activities of the
airport, handling negative impacts, planning and implementation of action to prevent, reduce or
overcome the negative impact and increase the positive impact, such that the activities will be able to
provide optimum benefit.

When the research study conducted, on going activities at Djalaluddin Airport, Gorontalo
was extension of runway 27 from 2,250 m to 2,500 m and widening runway from 30 m to 45 m that
began in 2008. Djalaluddin Airport development plans is divided into three stages of development and
construction of facilities, namely Phase 1 in 2010, phase two in 2025 and the ultimate stage. An
estimated number of aircraft arrival-departure as many as 5,710 aircrafts with the number of passenger
arrival-departure-transit as many as 264,320 people in the plan of Phase I in 2010. Meanwhile, plans for
Phase II, with the prediction arrival-departure 7,640 aircrafts and 696,517 passengers.
Operational activity is a routine activity that is part of the operation of runway, taxiway and
apron. This activity is the movement of aircraft which includes take-off, landing and the activity on the
apron including refueling aircraft. Based on data from October 2008 at the Airport's air traffic at
Djalaluddin Airport, Gorontalo serve 80 planes arrived and departed of 89 aircraft per month. Djalaluddin
Airport, Gorontalo serving passenger and cargo and based on data from passengers who arrived in
October 2008 were 9,411 people and departed were 3,519 people per month
Operation of aircraft activity, especially landings and take-offs would cause noise in the area
around the airport. Noise level in the area are measured by a method and regulations. Based on the noise
level can be determined on an area of land use with reference to the method based on WECPNL Method
and regulations from Director General of Civil Aviation No. 109 of 2000.
Noise is considered the most important environmental concern for many people who live or
work near to an airport. As one would expect, in general, the greatest noise levels are experienced close to
the airport, however, disturbance can also occur many miles away under aircraft approach and departure
routes. Although individual planes have become quieter, any benefit to residents has been offset by the
increase in the volume of aircraft traffic.

20

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

Noise disturbance around an airport is caused by aircraft in the air; reverse thrust used by
aircraft to slow down after landing; aircraft on the ground, including taxiing, engine testing and running
on-board electrical generators; departing aircraft that stray from the Preferred Noise Routes (PNRs); road
traffic to and from the airport; and construction activity. Aircraft noise disturbance is commonly
measured as a function of the number of aircraft and the noise levels made by each, this provides the
noise climate.
The effect of noise in the airport area itself and the surroundings has caused damage to
buildings. Such conditions as seen in buildings in the village of SDN 04 Isimu at South Isimu Village
whose roof damaged by jet blast (vibration). The SDN 04located 200m from the end of runway and
included in the noise level areas 1. Thus, the existence of these schools are planned to be moved by the
local government. Similarly with the existence of these villagers who numbered as many as 200 heads of
households.
OVERVIEW OF RESEARCH STUDY AREA
Djalaluddin Airport is located in the city of Gorontalo, Gorontalo Province. The position of this
province is located in the northern part of Sulawesi Island that is directly adjacent to the North Sulawesi
province in eastern and Central Sulawesi Province in the west, while its northern faced the Celebes Sea
and in the south to the Gulf of Tomini.
Gorontalo region is very strategic as it considers economically, because it is located on the
central axis of economic growth areas, namely between 2 (two) Integrated Economic Zones (IEZ) Batui,
Central Sulawesi and Manado, Bitung in North Sulawesi Province. This strategic location can be used as
a transit area of all commodities from and to both these IEZ. As a result of activities flow of goods in the
IEZ area, then have a positive impact on improving economic activity in the region of North Sulawesi,
Central Sulawesi and Southeast Sulawesi and even the South. In addition, Gorontalo are also on the
countries overlooking the Pacific Ocean facing the countries of Korea, Japan and Latin America. Excess
this position can provide a good opportunity in trade development.
Overall Gorontalo province has an area of 12,215.44 km2. Compared with other parts of
Indonesia, this province is an area of only 0.64 percent. Gorontalo province consists of 5 (five) districts
and 1 (one) city, namely: Boalemo Regency, Gorontalo Regency, Pohuwato Regency, Bone Bolango
Regency and Gorontalo City. Area of each Regency/City are Boalemo Regency: 2,248.24 km2 (18.4%),
Gorontalo Regency: 3,426.98 km2 (28.05%), Pohuwato Regency: 4,491.03 km2 (36.77%), Bone Bolango
Regency: 1,984.40 km2 (16%), and Gorontalo City: 64.79 km2 (0, 53%). The map of Gorontalo Province
and Gorontalo City can be seen in Figure 1.

21

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

Gorontalo Province

Gorontalo City

Figure 1 Maps of Gorontalo Province and Gorontalo City

The layout of airport facilities which consists of airside and landside areas in detail can be seen
in Tables 1 and 2 below.
Table 1 Airside Facility
NO
1
2
3
4
5

FACILITY
Runway
Taxiway A
Taxiway B
Apron
Strip
Shoulder

DIMENSIONS
2500x45m
115x23m
115x23m
230x80m
2500x150m
2500x60m

Source: Djalaluddin Airport Data, 2009

Table 2 Landside Facility

NO
FACILITY
1 Departure Terminal
a. Check-in counter
b. Check-in area
c. Waiting room
d. Toilet
e. Praying room
f. Lounge
2 Arrival Terminal
a. Arrival room
b. Toilet
c. Praying room
d. Curb

22

DIMENSIONS

160.5
163.5
100
9
90
163
27.5
36
12

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

3
4

e. Concourse
Cargo terminal
Supporting Facility
a. Administration office
b. Operational building
c. ATC
d. Fire building + Parking area
e. NDB building
f. DVOR/DME building
g. Power house building
h. CCR building
i. ILS building
j. AMSC building
k. Meteorology building
l. Workshop building
Air Navigation Facility
a. Non Directional Beacon
(NDB)
b. Very high frequency
c. Omni directional radio range
Precision Landing Aids Facility
a. Instrument Landing System
(ILS)
b. Middle maker
c. Loclizer
d. Glide path

12
550
1,300
480
180
416.8
36
96
375
63
280
1 unit
1 unit
1 unit

1 unit
1 unit
1 unit
1 unit

Source: Djalaluddin Airport Data, 2009

Development in the field of air transportation plays a very important and strategic role in
supporting, encouraging all aspects of life in the economic, social, cultural, politic, defense and security.
Air Transportation become increasingly important, due to the vast territory of the unitary Republic of
Indonesia which are separated by islands, and can be a tool that can connect in a fast travel time.
Structuring a reliable air transportation system, integrated, and directed, must be supported by improving
the quality of human resources, as well as the fulfillment of air transportation statistics. The construction
of Djalaluddin Airport is expected to support the need for air transportation facilities that can provide
support for the development of Gorontalo region and surrounding areas. Increasing the number of
passengers and flights will affect the level of regional income and welfare of the community. Air traffic
data from year 2000 until the year 2008 can be seen in Table 3 below.
Table 3 Air Traffic Passenger Flows through Djalaluddin Airport, Gorontalo
Aircraft
Year
2000
2001
2002
2003
2004

Depart
177
377
511
900
1,229

Arrive
178
377
514
901
514

Passenger
Depart
1,547
4,626
14,520
30,059
63,026

Arrive
1,627
3,514
11,769
29,691
56,638

Transit
637
3,599
3,836
267
509

23

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

2005
2006
2007
2008

1,062
1,035
1,170
968

377
178
1,174
970

75,767
83,599
93,802
95,791

70,068
79,021
91,577
96,043

1,141
876
2,492
206

Source: Gorontalo in Figures 2008

NOISE LIMITATION AREA

Regions Noise Limit is a limit of a certain area around the airport whose are affected by aircraft
engine sound waves and can interfere with the environment. Noise Limit Zone is divided into three
categories that can be seen in Table 4 as follows.
Table 4 Noise Limitation Area
CATEGORY
AREA

DESCRIPTION

INDEX VALUE
WECPNL

Region I

Can be used for various activities, except to build new

schools and hospitals, while for building schools and
hospitals are advised to existing fitted with silencers o 70WECPNL<75
sound-proof trap.

Region II

Can be used for various activities, except for building

schools, hospitals, and new homes, while schools, hospitals
and existing homes are advised to trap equipped with 75WECPNL<80
silencers or soundproof.

Region III

Can be used to construct buildings or facilities in the airpor

which is specifically used for the operation of the airport is
equipped with a silencer or sound-proof trap. And can be
used as green belt or agricultural facilities and environmenta
controls that did not attract the birds coming.

WECPNL80

Source: . Directorate General of Air Transport Regulation/109/VI/2000

METHODOLOGY
To determine the level of noise therefore the measurement is done directly in the airport area. It is
based on the likely distribution of noise that will be generated by movement of the aircraft and all activity
at the airport itself. Noise measurements were performed on 4 (four) locations as a point of

measurement and measurement results are obtained through calculation WECPNL (Weighted
Equivalent Continuous Perceived Noise Level). Thus, the value of the noise level at the airport
area can only be obtained through a study on the computation WECPNL (Weighted Equivalent
Continuous Perceived Noise Level). The equipment used to measure the noise level shown in
Figure 2. As for determining noise levels are calculated using the following WECPNL formula.
WECPNL = dB (A) + 10 Log N 27
Where:
dB (A) = average noise level within 1 (one) day, measurement (24 hours).

24

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

N = N1 + 3 N2 + 10 ( N3 + N 4 )
Where:
N
N1
N2
N3
N4

=
=
=
=
=

Number of events (arrival and departure of aircraft) in 1 (one) day (24 hours)
Number of events in the period in hours 07:00 to 19:00 local time
Number of events in the period in hours 19:00 to 22:00 local time
Number of events in the period 22:00 hrs - 24.00 local time
Number of events in the period 24.00 hours - 07.00 local time

Noise Monitoring Terminal

Microphone

(Out side)

Figure 2 Noise Equipment

Note book P/C
(Inside the office)

Laser Printr

Security

SERVER
XY Plottrr

Stabilizer

RESULTS AND DISCUSSIONS

NOISE LEVEL
Results of Noise survey around Djalaluddin Airport, Gorontalo:
Point 1, location at TNI Air Force complex, south of runway located at noise limitation area level 1

with a noise average level value of WECPNL 54.

25

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

Point 2, location at runway end (runway) 27, located at noise limitation aea level 2 with noise average

level value of WECPNL 78.

Point 3, location at arrival room arrival terminal, located at noise limitation area level 1 with noise

average level value of WECPNL 74.

Poin 4, location at runway edge (runway) 09, located at noise limitation area level 1 with noise average
level value of WECPNL 62.
Based on initial environmental conditions (exsisting), the WECPNL calculation results presented in Table
5 below.
Table 5 Calculation Result of WECPNL
TIME

Point 1

Point 2

Point 3

Point 4

8/6/2009

53

75

72

56

8/7/2009

59

80

78

77

8/8/2009

52

77

72

52

Average

54

78

74

62

Source: Survey Results

Description:
Point 1 = E 12251269 N 003759.62
Point 2 = E 12252.417 N 00385.62
Point 3 = E 122512.98 N 003820.43
Point 4 = E 122506.98 N 003822.52
While the distribution of noise in the area of the airport on WECPNL index value can be seen
in Table 4 in the previous page.
From these noise measurements can be made noise contour map. Furthermore, from noise
contour map can be seen that for the points 1,3 and 4 which is an area of noise level 1, which has noise of
WECPNL index below 75, i.e. 74 points for point 3, 62 for point 4 and 54 for points 1. While for point 2
the noise level is 2 with WECPNL index of 78.
Under these conditions showed that the noise level as an index of WECPNL at all points of
measurement are, within the provisions of the noise region, even for points 1 and 4 may even lie below
the amount of noise index of WECPNL.
However, in the operational activities of these noise sources can also be derived from vehicle
traffic activity, both in airport or around the airport area.
Consideration was given that residential areas were around the airport and the frequency of
traffic on the roads around the airport was also affected by development activities at the Djalaludin
Airport. Therefore, it is felt the need to assess the level of noise caused by traffic around the airport and
the region. The road network layout around airport shown in Figure 3 and the results of this study will be
used in evaluating for noise impact area surrounding the airport. The study of noise in the form of an
estimate using equation (Rau Wooten) as follows:

26

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

Figure 3 Road Network Layout around Djalaluddin Airport

Description:
Li
Leq (i)

:
:

Noise caused by vehicles (i) (dB (A)

Vehicle noise level (dB (A)

Amount of traffic per type of vehicle

ti

Noise exposure time (minutes)

affected by noisy distance (m)

Lt (total) : Noise generated by all vehicles dB (A)

Using the formula above, where the exposure time (ti = 3 minutes), the distance
affected by noise (r = 10m to 50m). The 50m distance is the normal distance between the
housing areas and roads. Thus, the noise can be estimated by traffic generated by each type of
vehicle at this time. The results shows that noise level generated by each vehicle is 80 dB (A)
for motorcycles, 70 dB (A) for cars, 85 dB (A) for trucks and 82 dB (A) for bus. The calculation
is presented in Table 6 below.
Tabel 6 Noise Predictions
Distance

Noise
A1

A2

A3

A4

A5

(m)

dB (A)

dB (A)

dB (A)

dB (A)

dB (A)

10

68.18

63.31

65.19

65.43

65.37

20

62.16

57.29

59.17

59.41

59.35

30

58.64

53.77

55.65

55.88

55.82

40

56.14

51.27

53.15

53.38

53.33

50

54.20

49.33

51.21

51.45

51.39

Source: Analysis Results

27

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

Description:
A1 = Road exit airport enter
A2 = Isimju Rd Bangomeme Rd
A3 = Isimu Rd Kwandang Rd
A4 = Isimu Rd Paguyaman Rd
A5 = Isimu Rd Limboto Rd
Based on the above calculation shows the total noise value of various sources of noise at all
observation locations in the area of the airport and the streets surrounding, it can be in a safe condition
began to distance 40m. At that distance the highest total noise on the path Isimu, it shows at 54.45 dB
(A). Such conditions still show that the noise value is below the noise level standard for residential areas
that is equal to 55 dB (A) according to Indonesian Environmental Regulation No. 48, 1996. Thus, the
noise impact of traffic in the airport and surrounding area is still in a fair and does not potentially interfere
with public health and comfort.

Construction Activity
Increased levels of noise which occurs due to the noise sources from which its existence is very
significant both in terms of numbers and movements at the airport and surrounding area, as for the
sources of vehicles and heavy equipment operating in land clearing work, and the runway pavement.
Similarly, the effects felt by residents about noise living near existing roads around the airport as the
traffic lane of vehicles.
The traffic noise based on studies showing that the normal noise level for residential areas to a
distance of about 50m from the source but high noise sources are derived from large trucks like dump
trucks that is equal to 84 dB (A) for each truck. Thus, the noise impact will be felt for workers in the
surrounding airport area, especially people who live adjacent to the route passing vehicle project.
Operational Activities
Sources of noise impacts from aircraft movements such as landing and take-off on the runway,
taxiway and apron. The impact of these activities is felt in the airport area and also in the surrounding area
and not infrequently also caused little damage to buildings, such conditions as seen in buildings in the
village of SDN 04 Isimu where roof damaged by jet blast plane
The presence of SDN 04 is about 200m from the end of runway 09 and was included in the
noise level of a region. Thus, the existence of these schools are planned to be moved by the local
government. Similarly with the existence of these villagers who numbered as many as 200 heads of
households. However, as has been previously known that the noise level caused by the movement of
aircraft still in the range and even below the noise index for classification of regions according to
WECPNL, Director General of Air Transport Regulation/109/VI/2000.
Noise Impact Evaluation
One of the important negative impacts from airport activities is noise. In the work of
construction activities from the 2,250 m extension to 2,500 m and widening the runway from 30 m to 45
m, sources of noise can be derived from the vehicles, heavy equipment and generators used for work
purposes. While the impact of the noise itself will be felt by workers in the the airport surrounding,
especially people who live adjacent to the route passing vehicle project. For that necessary arrangements

28

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

relating to the management of project work in determining the timing of the work until the volume of
vehicles in use.
Meanwhile, in addition to the operational activities from the movement of aircraft, the source of
noise is also derived from the density of traffic in the area and around the airport. For noise from aircraft,
nothing else comes from the aircraft engine itself which is when the plane landing and take-off and
during operation in the adjacent time.
One effort to muffle the noise is planting trees that can reduce noise, one of them is the
Japanese Tree Bamboo (Bambusa japonica). Besides the need for regular medical check-up for
communities such that the effect of noise can be directly addressed. In addition, other noise sources are
vehicular traffic around the airport and outside the airport. This condition is expected to increase from
year to year.
In the construction of the runway extension and construction of landside facilities, the noise
source can be derived from work activities and occupations of land resettlement, runway, apron pavement
and construction of buildings. From the activity causing increased presence of vehicles in the area
surrounding the airport and roads, which is used as a mobility vehicle lane project and heavy equipment,
so the noise impact will be felt by workers in the airport surrounding area, especially people who live
adjacent to the route passing vehicle project. Therefore they need for regular medical check-up such that
the effect of noise can be directly addressed

MANAGEMENT OF NOISE IMPACT

Construction Activity
Noise generated during construction activities based on mobillisasion of heavy equipment and
materials, including the movement of heavy equipment such as excavators and bulldozers on the project
activities. The recommended to engage in activities that potentially cause such noise between 07:00 am to
05.00 pm. Use ear-plug for the workers to avoid the noise of heavy equipment usage.

Operational Activity
Sources of noise caused of the increasing of traffic vehicles and aircraft movements. The
purpose of environmental management plan is to minimize the occurrence of noise caused by vehicle
traffic to and from the airport terminal for passengers, aircraft movements, loading and unloading of
goods. Technological approach is done by planting crops with plants that did not attract birds and does
not interfere with flight operations, has the function of ecological and aesthetic, and also able to reduce
the noise level in the area of the airport locations, such as Japanese Bamboo (Bambusa japonica);
implement Regions Noise Limit, which determined by the government by conducting field investigations
on the use of land around the airport; and implementing regulations concerning noise
limits on
commercial aircraft (noise standards for aircraft to land and air).
MONITORING THE IMPACT OF NOISE
Construction Activity
Noise generated during construction activities based on mobillisation of heavy equipment and
materials, including the movement of heavy equipment such as excavators and bulldozers on the project

29

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

activities. Collecting data to determine the level of noise was done by measuring the noise level, ie using
a Sound Level Meter and by conducting field observations. The analytical method used is to analyze data
from field measurements using the formula of Noise Monitoring Terminals WECPNL (Weighted
EquivalentContinous Perceived Noise Level). Location of noise monitoring was done along the transport
route and airport development plan such as apron, aircraft parking, passenger terminal, runway, and so on.
Map of environmental management and monitoring can be seen in Attachment 1.
Operational Activity
Noise generated during operations sourced from aircraft take-off and landing, the increase in
number of passenger traffic, movement of vehicles and aircraft in line with widening the operation of
runway. Collecting data to determine the level of noise was done by measuring the noise level, i.e. using
a Sound Level Meter as well as field observations. The analytical method used isto analyze data from
field measurements by using a formula based on the Noise Level and Standard Formulas WECPNL
(Weighted Equivalent Continuous Perceived Noise Level). Location of noise monitoring component
conducted in the vicinity of the airport development were four sampling locations, as has been stated in
the previous page.
CONCLUSION AND RECOMMENDATION
- The study shows that the noise level as an index of WECPNL at all points of measurement are within
the provisions of the noise index WECPNL region. Noise source also comes from vehicle traffic
activity, both in airport area and its surrounding due to residential areas and traffic on the roads around
the airport was also affected by development activities at the Djalaluddin Airport.
- Noise occurs during construction and operational activities of the airport. For that we need to evaluate,
manage and monitor, especially in the aspects of noise at airports in accordance with the standard noise
limit area.
- Tree planting (landscaping) which functions to reduce, i.e. plant the Japanese Tree Bamboo (Bambusa
japonica), installation of silencers on the terminal, the use of ear protectors for workers/technicians.
Also need for routine medical check-up for communities around airport such that the effect of noise can
be reduced.
- Setting the operational management at the airport and its surroundings which should be integrated with
spatial planning systems so that airports can function effectively and efficiently in the present time and
future.
- The utilization of green aircraft in the near future, which is quiter and cleaner, i.e. SAX 40 (Silent
Aircraft eXperiment, <25% quiter and less energy consumption).
- The use of quiter and low polluting ground vehicles for reducing noise and energy

consumption.
REFERENCES
Adisasmita, S.A. (2005), Air Travel Demand Forecasting and Passenger Flow Distributions at Airport
Terminal Building, Ph.D. Thesis, the University of Newcastle, Australia, 2005.

30

Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010

(MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional. ISBN 978-967-5770-08-1

(2007), Design and Development of Hasanuddin International Airport based on Eco Airport System,
Tribun Timur Newspaper, Indonesia, 2007.
(2007), Hasanuddin Airport Management in Environmental Perspectives. Environmental Agency
Magazine, Makassar, Indonesia, 2007.
(2007), Team Leader, Consultant Report. AJAT-3 : ASEAN-Japan Airport Study Project. PT.
Konsultasi Pembangunan Atmadasa. Department of Transport, Directorate General
Air Tranport, Republic of Indonesia, 2007.
(2009), Team Leader, Consultant Report. Study on Management and Monitoring of Environment at
Gorontalo and Tarakan Airports. Ministry of Transportation, Directorate General of
Air Transportation, Republic of Indonesia, 2009.
Anonim. (2003), Eco-Airport Guideline, Aviation Bureau Ministry of Land, Infrastructure and
Transportation, 2003.
Ashford, N., & Wright, P.H. (1992), Airport Engineering (3rd ed). New York: A Wiley-Interscience
Publication, 1992.
David, C. (1995), The Impact of New Aircraft Development on the Design and Conctruction of Civil
Airports, Proc. Instn. Civ. Engrs. Transp., vol. 111, (1995), pp. 59, 63.
De Neufville, R. (1995), Designing Airport Passenger Buildings for the 21st Century, Proceeding of
the Institution of Civil Engineers, Transport, vol. 111:2, (1995), pp. 97, 101.
Ghobrial, A., and Kanafani, A. (1995), Future of Airline Hubbed Networks: Some Policy
Implications, Journal of Transportation Engineering, vol. 121:2, (1995), pp.
Website Narita Airport (http://www.narita-airport.jp).
Raguraman, K. (2001), Key Concepts and Issues in Airport Capacity Planning and Management,
Journal of Aviation Management, (2001), pp. 1, 131.

31

MAP OF ENVIRONMENTAL MANAGEMENT AND MONITORING

B
A

O
PQ
J K N
L

H
M

3
= Management & Monitoring
Vegetation to prevent noise