Title


Indonesian Journal of Environmental
Management and Sustainability
e-ISSN:2598-6279 p-ISSN:2598-6260

Research Paper

The Noise Level in Residential Areas Bordering Jagorawi Highway

Evelyne Hanaseta N1*, Lidia Handayani1, Yega Serlina2

1Environmental Engineering Programme, Faculty of Engineering, Universitas Sahid Jakarta, Jakarta, 031030, Indonesia
2Environmental Engineering Programme, Faculty of Engineering, Universitas Andalas, Padang, 25163, Indonesia

*Corresponding author e-mail: evelyn hanaseta@usahid.ac.id

Abstract
Noise pollution has not become a priority in environmental issues, but the potential negative impact on society based on studies
can be in the form of physical and psychological disturbances, the main cause of noise in the urban area is transportation.
Identification of noise sources needs should be done to ensure that the sound produced accordance with environmental
characteristics. The Jagorawi toll road is the 3rd density toll road in the Jabodetabek area, compared to several other toll
roads. Jagorawi toll road is bordered by residential areas. In the Cibubur-Cimanggis sector, this toll road is directly adjacent to
residential areas with a distance of < 20 meters and some points do not have barriers to reduce noise. The Cibubur-Cimanggis
sector is currently developing with the addition of the LRT, which will operate in 2022 so that current noise measurements
can be used as baseline data at the study site. This noise monitoring is intended to conclude whether or not there is an effect
of noise felt by the surrounding community from activities on the Jagorawi toll road and to obtain a reduction in noise levels
using a single barrier with a height of 0.5, 1, 1.5 and 2 m. Noise monitoring is carried out using SNI 8421:2017 for 24 hours
at 2 measurement points in residential areas. Point one and point two each have a noise value (Lsm) of 68.87 and 61.29 dBA
with a correlation value of 0.605 (medium). The noise value has exceeded the quality standard for residential designation
based on the Minister of Environment Decree No. 48 of 1996 (55 dBA), so a barrier is needed to reduce the noise received by
the community. The analysis of the use of the barrier studied is a single barrier with G = 1. As the result of adding a barrier
at point 1 with high 2 m, the noise value can be reduced by 16.7 dBA with a p-value of 0.00, so the addition of a barrier has
a significant impact on the noise value. This study found the effect of noise from the Jagorawi toll road up to a distance of
114 m at a point that does not use a barrier, so the role of the barrier along the toll road is very important. With the use of
a barrier, the distance required to reduce single noise originating from the toll road to < 55 dBA is 20 m.

Keywords
Noise Level, Jagorawi Highway, Residential Area, Barrier

Received: 25 February 2022, Accepted: 19 May 2022

https://doi.org/10.26554/ijems.2022.6.2.53-58

1. INTRODUCTION

Noise in the environment has become an old issue that
has not received public attention and concern, even since
2009 a noise study has been compiled which shows that
96% of residential areas and settlements in big cities in
Indonesia have exceeded the quality standard of 55 dBA.
Noise problems also have an impact on physiological and
psychological disorders, some of the impacts include distur-
bances, sleep disturbances, hearing problems, hypertension,
etc. This effect is influenced by the length of time of expo-
sure (Passchier-Vermeer and Passchier, 2000; Ba and Kang,
2019). Noise monitoring and handling activities in Indonesia
have not yet experienced significant developments regarding
the Minister of Environment Decree No. 48 of 1996.

Noise pollution in big cities is generally caused by traffic

compared to other sources, urban development also increases
urban noise levels with more activities resulting in more
vehicle use (Kuldeep and Mathur, 2020). The character-
istics of the location (activities around the location, espe-
cially the types of transportation available, the use of public
transportation cars and motorbikes) will affect the noise
measurement results (Syaiful and Wahid, 2020). Studies on
noise complaints show that population density also affects
the number of complaints, the denser an area is, the higher
the complaints about noise (Tong and Kang, 2021). The
noise level every year can continue to increase along with
the growth in the number of vehicles. Noise disturbance in
urban areas is dominated by transportation sources from
roads, trains, and planes so in the predictive analysis of
the combination of transportation types it is necessary to
consider (Marquis-Favre et al., 2021). This also affects the

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Nurakbari et. al. Indonesian Journal of Environmental Management and Sustainability, 6 (2022) 53-58

noise level of residential and residential areas around toll
roads, where there is an increase in the noise value of resi-
dential areas around the toll road by 12.5% from an increase
in the number of vehicles by 10% (Çolakkadıoğlu and Yücel,
2017).

The City of Depok as a buffer for the DKI Jakarta area
has a population growth of 15.5% from 2010-2020 (Statistik,
2021). Depok City has access to various modes of land trans-
portation, this continues to be developed including public
transportation modes and road network improvements so
that it becomes an attraction for people to choose a location
to live (Kadarisman et al., 2016). The rapid development of
transportation facilities in buffer cities around DKI Jakarta
provides comfort for the community, but without realizing
it will affect the normal life of the community with the
development around it, so noise prevention measures are
needed (Liang et al., 2022). The Jabodetabek toll road is a
toll road in the Jabodetabek area with traffic of 123,029,004
vehicles in 2020, this value is ranked third for toll roads in
the Jabodetabek area (Statistik, 2021). Jagorawi has a road
length of 46 km so in some sectors, it is directly adjacent to
settlements. Previous research in residential areas in Bogor
showed that at a distance of 50 m from the Jagorawi toll
road the noise value was 56.10 dBA, above the quality stan-
dard of Minister of Environment Decree No. 46 of 1996. In
addition, there are previous studies on the potential for noise
from the Jagorawi toll road with the addition of a natural
barrier (plants) with a thickness of 8 m to reduce noise by
10 dBA. Noise barrier can reduce 9.98 - 10.47 dBA from the
highway depending on the distance and height of the barrier
used so that in terms of noise mitigation, optimization of
the barrier can be done (Sahraei and Ghaemi, 2013).

Residential areas have a higher sensitivity to noise, espe-
cially at night (Lm) because the housing area has a function
to rest for its residents while other areas don’t have. In
addition, the effect caused by noise pollution is to cause
sleep disturbances, interfere with speech, and can affect per-
formance (Elfaig et al., 2014). The use of natural barriers
(trees) and artificial barriers have a significantly reduced
value from noise sources, so trees or artificial barriers in
urban areas will become an important part of the considera-
tions in urban planning (Zhao et al., 2021). The purpose of
this study was to determine the noise level of the residential
area around the Jagorawi highway and to determine the
effect of noise reduction using a single barrier.

2. EXPERIMENTAL SECTION

2.1 Research Location
Harjamukti Village is located on the east side of the Cimang-
gis Sub-district, this village is directly adjacent to the Provin
ce of DKI Jakarta, Bogor Regency, and Bekasi City. Har-
jamukti Village has a population of 23,269 people with a
population density of 3,931 people/km2 in 2019 (Statistik,
2021). Harjamukti Village is the only Sub-district in Cimang-
gis which borders the Jagorawi toll road. In addition, the

Harjamukti Village has access to LRT transportation with
the Harjamukti LRT station which will operate in 2022. In
this study, the measurement locations were carried out at 2
points, point 1 at S06022’54.60” and E106053’43.80” with
a distance of 20 meters from the Jagorawi toll road, while
point 2 at S06022’47.50” and E106053’32.10” with a distance
of 114 meters from the Jagorawi toll road. More detailed
information about the location can be seen in Figure 1.

Figure 1. Research Location

2.2 Noise Measurement
Based on SNI 8427:2017, environmental noise level measure-
ment is carried out using an integrating sound level meter
that meets the requirements of applicable national and/or
international standards. However, for steady noise, where
the noise has a constant average characteristic over time
(fluctuation limit of 5 dBA), measurements can be repre-
sented by a minimum of 7 data. The time of taking the 7
data are as follows:
1. Sample 1 was picked up at 07:00 representing 06:00 –
09:00
2. Sample 2 was picked up at 10:00 representing 09:00 –
14:00
3. Sample 3 was picked up at 15:00 representing 14:00 –
17:00
4. Sample 4 was picked up at 20:00 representing 17:00 –
22:00
5. Sample 5 was picked up at 23:00 representing 22:00 –
24:00
6. Sample 6 was picked up at 01:00 representing 24:00 –
03:00
7. Sample 7 was picked up at 04:00 representing 03:00 –
06:00

After the measurement data is obtained, calculations
can be made to obtain pressure level in 10 minutes of mea-
surement or regular noise in a certain period (LAeq) using
Equation 1, the environmental noise level at day level (Ls)
can be calculated using the Equation 2, night level (Lm),
and night level (Lsm) can be calculated using Equation 3.
Ls is the LAeq value during the day (16 hours) from 06:00 –

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22:00, Lm is the LAeq value during the day (8 hours) from
22:00 – 06:00, while Lsm is the average noise level for 24
hours. Meanwhile, based on SNI 8427:2017, the formula for
calculating the noise level is as follows:

LAeq = 10 log
1

n

n∑
i=1

= 100.1LidBA (1)

Ls = 10 log
1

16
(T110

0.1L1 + T210
0.1L2 + T310

0.1L3 + T410
0.1L4 )

Ls = 10 log
1

8
(T510

0.1L5 + T610
0.1L6 + T710

0.1L7 )

(2)

Note: T1 = 3; T2 = 5; T3 = 3; T4 = 5; T5 = 2; T6 = 3;
dan T7 = 3

Lsm = 10 log
1

24
(16 x100.1Ls + 8 x100.1(Lm+5)) (3)

2.3 Noise Analysis of Distance and Noise Attenua-
tion Variation

Noise has a different pattern with or without the use of
barriers. To ensure the significance level of the use of the
barrier, a simulation of the use of the barrier is carried out
at point 1 and the resulting noise dilution pattern is carried
out up to point 2. Sound moves through the propagation
medium until it reaches the receiver, in its spatial movement
the sound experiences a dilution which can generally be
written in Equation 4 (Sutherland, 2000):

Lp(R2) = Lp(R1) − 20 log 10(
R2

R1
) (4)

Where: Lp(R1) = Known sound pressure level at the
first location; Lp(R2) = Unknown sound pressure level at
the second location Location; R1 = Distance from the noise
source to the location of known sound pressure level; R2 =
Distance from the noise source to the second location.

The use of a barrier as an effort to mitigate noise is
carried out by using a concrete wall barrier, this is done
by considering the location adjacent to the Jagorawi toll
bridge so that the use of natural barriers is not possible. The
barrier is placed to block the acoustic propagation so that
there is a change in the length of propagation (δ) besides
the wavelength (λ).

A =
√
C21 + (h − S)2 (5)

B =
√
C22 + (h − R)2 (6)

C =
√

(C1 + C
2
2 ) + (R − S)2 (7)

δ = A + B - C (8)

Research on road attenuation was conducted by Kumar
et al. (2014) using Fresnel numbers (N) and the Mekawa
method using graphs. In addition to using graphs, noise
reduction can be calculated according to Equation (7) ac-
cording to the obtained Fresnel value. Fresnel value (N)
is a dimensionless number to predict the noise attenuation
perceived by the receiver.

N =
2δ

λ
(9)

∆B = 10 log

[(
1

ϕR−ϕL

)(
1
√

10

)(∫
ϕR

ϕL

tanh2
√

2πNcosϕ

2πNcosϕ
dϕ

)]
(10)

The research was conducted by measuring the noise level
compared to the quality standard of the Minister of Environ-
ment Decree No. 46 of 1999 concerning noise. Furthermore,
the noise barrier design is carried out with variations in
height to get noise attenuation according to noise reduction
needs. The results of the discussion will show the optimum
barrier height required according to the noise level. The
research flow chart can be seen more fully in Figure 2.

3. RESULTS AND DISCUSSION

3.1 Noise Measurement
The research location consists of 2 points, point 1 is 20
meters away and point 2 is 114 meters from the Jagorawi
toll road. Identification of noise sources is carried out by
observation and interviews, the results of the identification
of the two methods the noise sources consist of the Jago-
rawi toll road and local roads. Based on direct observation,
the noise source around the research location is transporta-
tion from Jagorawi toll road and local road, but based on
community interviews at point 1 87.5% came from traffic
noise and 12.5% came from horns and exhaust noise, while
at point 2 there was the influence of community activities
by 37.5%, traffic noise 50% and horns and exhaust noises
12.5%. Research in other residential areas shows similar
results from finding sources of outdoor noise in residential
areas which are generally caused by traffic, construction,
environmental activities, and weather. In this study, the
very noisy category is found at point 1, while point 2 is
included in the noisy and slightly noisy category. This is
also in line with the Lsm value aimed at point 1, which is
68.87 dBA while point 2 is 61.29 dBA. The distribution of
noise data at both locations can be seen in Figure 3. Based
on the Ministry of Environment Decree No. 48 of 1996, the
measurement results show that location 1 (68.87 dBA) is
included in the quality standard for trade and service and

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Figure 2. Research Flowchart

industrial areas of 70 dBA, while location 2 (62.77 dBA) is
included in the quality standard for office areas of 65 dBA,
so that the area under noise level research is not suitable
for use as a residential area (55 dBA).

Figure 3. Noise Measurement Results for Each Location

It can be seen in Figure 3 that the noise level between
06.00 - 17.00 tends to be higher than the noise level at 22.00
- 03.00. This is influenced by human activities which are
more active during the day, this is also in line with previous
research that the noise level during the day tends to be
higher than at night Ls > Lm (Çolakkadıoğlu and Yücel,
2017). The measurement results obtained that the Ls values
at points 1 and 2 were 69.9 and 62.77 dBA. While the Lm
values at points 1 and 2 are 60.52 and 49.05 dBA. Spatially
a decrease in noise concerning the distance from the noise
source occurs, this decrease can be seen from the comparison
of the values of Lsm, Ls, and Lm at points 1 and 2. Spatial
reduction of noise sources can occur due to reduced sound
energy due to the distance of propagation, this also occurs
in residential areas close to the urban expressway in the
Shapingba District with a negative correlation value between
distance and noise level with a p-value <0.01 (Li and Xie,

2021).
The statistical description of the data is displayed in the

form of L10, L50, and L90. The L10 values at locations 1
and 2 were 71.6 and 64.7 dBA. The L50 values at locations 1
and 2 were 65.6 and 55.4 dBA. The L90 values at locations
1 and 2 were 57.2 and 45.8 dBA. At point 1 the Lsm value
is between L50 and L10, this result illustrates that the noise
value at that location tends to be consistent and can be
associated with a noise source in the form of the Jagorawi
toll road which operates for 24 hours. While point 2 has an
Lsm value that is close to the L10 value, this contribution
can be caused by sensitivity to peak activities or short-
duration noise around the location. In spatially measuring
noise, roads with high density have a characteristic Lsm
value that is close to the L50 value, while on a low-density
road it has an Lsm value close to L50 and L10 (Dirgawati
et al., 2021).

Figure 4. Correlation of Location Noise Values Location 1
and 2

Sample locations 1 and 2 had the same treatment during
data collection and analysis so the interpretation used corre-
lation R = 0.8 and the value of determination was 0.676. The
value of determination can describe the relationship between

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Table 1. Noise Attenuation

H (m) N ∆B (dBA) Received Noise
1 0.279 11.699 57.170

1.5 1.443 12.992 55.877
2 4.803 16.726 52.143

2.5 9.306 21.729 47.140
3 14.366 27.351 41.518

the independent variables (point 1) and can explain 68% of
the value of the dependent variable (point 2) with a positive
correlation. While the results of the Kolmogorov-Smirnov
normality test (n = 70) showed a sig value >0.05, mean-
ing that both data were normally distributed. In addition,
the analysis of mean differences t-test shows a value of sig
<0.05, the test results show the influence of noise at location
2 from noise at location 1 (Jagorawi highway). The value of
determination or correlation at several different points can
be caused by the same noise source but still has other noise
sources as the influence of each location (Dirgawati et al.,
2021).

3.2 Noise Attenuation
The results of the noise measurement at point 1 with a
radius of 20 m from the Jagorawi toll road have exceeded
the quality standard. The position of the border which is
a bridge requires a noise barrier in the form of a wall to
reduce the noise received by the community (settlement).
Noise mitigation design is planned in several variations of
barrier height to get the noise reduction value to reach the
required quality standard. While the distance variation is
not carried out because the border area between the Jagorawi
toll road and the settlement has been built. To find out
the difference between the use of barriers and the use of
barriers, a mathematical model is calculated according to
Equation 8 and 9. The barrier usage function was analyzed
in a mathematical model assuming the use of a barrier
with reflected effect. The purpose of reflection is to think
about the sound energy that will be received by the receiver
(Gagliano et al., 2020). So that the noise reduction resulting
from the variation of the barrier height can be seen in Table
1.

In Table 1 the height of the noise source used is 1 m
and the height of the receiver is 2 m. While the Fresnel
value is the value obtained from the calculation of the path
traversed by the sound divided by the wavelength. Then
this Fresnel value is associated with noise reduction which
can be found using Equation 10 or the meikawa graph. The
use of barriers in several previous studies has been shown to
reduce noise statistically significantly (Ba and Kang, 2019).
Noise reduction due to the use of barriers can be influenced
by the height of the barrier and the distance between the
noise source and the noise receiver (Iordache and Ionita,
2018).

Figure 5. Effect of Barrier Height on Noise Reduction

Based on Figure 5, to achieve a noise level of 55 dBA
(according to residential designation), a barrier with a height
of 2 m is required, so that the noise level will be reduced
to 52.143 dBA. In general, increasing the height of the
barrier under the same conditions will reduce noise even more
(positive correlation) (Kumar et al., 2014). This positive
correlation is also found in the calculation of the use of a
barrier with a high variation in Figure 5 with a determination
value of 0.956. However, the use of a barrier that is too
high can reduce the aesthetic value so that it is necessary to
adjust the distance at a location that has a high noise level
and is less than optimal in the use of the barrier.

4. CONCLUSIONS

In residential areas around Jagorawi highway has a value
above the quality standard for residential areas (Lsm >
55 dBA). Residential areas have values that are influenced
by transportation activities on the Jagorawi highway. The
source of noise owned by residential areas is transportation,
but in settlements with a distance of > 100 m, it is identified
that there are sources of noise from human activities. Based
on noise reduction analysis, with current conditions it is
necessary to use a barrier as high as 2 m so that the noise
level is < 55 dBA.

5. ACKNOWLEDGMENT

The author would like to thank LPPM Sahid University
Jakarta for the internal grants provided for this article. The
author also thanks to Mr. Iwan Prasetiyo, ST., MT., Ph.D
(Lecturer physics engineering, ITB) for the opportunity to
share about environmental noise.

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© 2022 The Authors. Page 58 of 58


	INTRODUCTION
	EXPERIMENTAL SECTION
	Research Location
	Noise Measurement
	Noise Analysis of Distance and Noise Attenuation Variation

	RESULTS AND DISCUSSION
	Noise Measurement
	Noise Attenuation

	CONCLUSIONS
	ACKNOWLEDGMENT