003 Aircraft Noise Level Impact at Airport and Its Surroundings

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
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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.
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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.
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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 DIMENSIONS
160.5 163.5 100 9 90 163 27.5 36 12
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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
Source: Djalaluddin Airport Data, 2009
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
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 Depart 1,547 4,626 14,520 30,059 63,026 Passenger Arrive 1,627 3,514 11,769 29,691 56,638 Transit 637 3,599 3,836 267 509
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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 Region I DESCRIPTION INDEX VALUE WECPNL
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. 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. 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.
Region II
Region III
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).
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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
(Out side)
Microphone
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.
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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 8/6/2009 8/7/2009 8/8/2009 Average 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: Point 1 53 59 52 54 Point 2 75 80 77 78 Point 3 72 78 72 74 Point 4 56 77 52 62
Source: Survey Results
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Figure 3 Road Network Layout around Djalaluddin Airport
Description: Li Leq (i) n ti r : : : : : Noise caused by vehicles (i) (dB (A) Vehicle noise level (dB (A) Amount of traffic per type of vehicle 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 A1 (m) 10 20 30 40 50 dB (A) 68.18 62.16 58.64 56.14 54.20 A2 dB (A) 63.31 57.29 53.77 51.27 49.33 Noise A3 dB (A) 65.19 59.17 55.65 53.15 51.21 A4 dB (A) 65.43 59.41 55.88 53.38 51.45 A5 dB (A) 65.37 59.35 55.82 53.33 51.39
Source: Analysis Results
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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
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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
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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.
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(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.
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MAP OF ENVIRONMENTAL MANAGEMENT AND MONITORING
2 1 2
3
I

H M

O PQ J K N L
1 5
3
= Management & Monitoring Vegetation to prevent noise

003 Aircraft Noise Level Impact at Airport and Its Surroundings

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Proceeding of Malaysian Universities Transportation Research Forum and Conferences 2010 (MUTRFC2010), 21 December 2010, Universiti Tenaga Nasional.

Source: Djalaluddin Airport Data, 2009

160.5 163.5 100 9 90 163 27.5 36 12

1 unit 1 unit 1 unit 1 unit

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 Monitoring Terminal

Figure 2 Noise Equipment

with a noise average level value of WECPNL 54.

level value of WECPNL 78.

Source: Survey Results

Figure 3 Road Network Layout around Djalaluddin Airport

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

Source: Analysis Results

MANAGEMENT OF NOISE IMPACT Construction Activity

MAP OF ENVIRONMENTAL MANAGEMENT AND MONITORING

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