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九州大学学術情報リポジトリKyushu University Institutional Repository
二輪車のパワーレベル(インドネシアMakassar市における測定)
フスティム, ムラリア九州大学大学院人間環境学府空間システム専攻博士後期課程
藤本, 一壽九州大学大学院人間環境学研究院都市・建築学部門
Hustim, MuraliaDepartment of Architecture, Graduate School of Human-Environment Studies, Kyushu University
Fujimoto, KazutoshiDepartment of Architecture and Urban Design, Faculty of Human-Environment Studies, KyushuUniversity
https://doi.org/10.15017/26773
出版情報:都市・建築学研究. 22, pp.91-96, 2012-07-15. 九州大学大学院人間環境学研究院都市・建築学部門バージョン:published権利関係:
f~m · 9l~*:PJfJ'E :fLHl****~Arai~:tJE*:PJfJ'El~H~~ ~22~. 2012:¥ 7 Jj
J. of Architecture and Urban Design, Kyushu University, No.22, pp. 91~96, July. 2012
Power Level of Motorcycle in Makassar City, Indonesia
A 7 1)7·7/..71 A*, Jfi*~=#**
Muralia HUSTIM* and Kazutoshi FUJIMOTO**
Since the traffic behavior is heterogeneous and the number of motorcycle (MC) is dominant on the roads at Makassar
City in Indonesia, to grasp the characteristic of the road traffic noise (RTN) such as the power level of the MC is
needed when predicting the RTN at roadside areas in Makassar City. This paper shows the sound power level of the
MC in Makassar City. The measurement of power level of MC is_ carried out at three roads in Makassar City. The peak
level and the speed of vehicle ate measured to obtain the power level for MC. 425 data for MC with the dominant size
of engine of 11 Occ and the speed between 20-40km/h are measured. The statistical analysis shows the power level has
a good relationship with the speed. The results follow the trend of the power level in steady condition presented in the
ASJ RTN-Model 2008 when the speed of vehicle is under 40 km/h. It coincides with the authors' previous research
work. The prediction of the RTN by using the power level of motorcycle obtained in this paper provides more precise
noise value.
Keywords: Road traffic noise, Power level of motorcycle, Makassar City
:\=--17-F:Ji~~i!Hitr, =~ilf0)/"17-v.r<;v, Y"7Jv-it;I/$
l. Introduction
1.1 Background
Nowadays, in many cities in Indonesia, one of the Asian
developing countries, the environmental quality is gradually
degrading due to the rapid increase of the number of
vehicles. This leads the increase of the road traffic noise
(RTN) in the cities. To develop the prediction model of the
R TN and establish a noise policy becomes an urgent issue in
Indonesia to abate the RTN.
Regarding to the above condition, the authors conduct a
research on the issue of the RTN in order to find optimal
solution for the problem of the RTN focusing Makassar City,
whieh is one of the largest cities in Indonesia. In order to
achieve the main aim of the research, the authors conduct
three steps · research in three years, based on the reference
scheme conducted in Japan. In this context, the steps of the
research are to grasp the present condition of the RTN in
Makassar, to construct the GIS of the RTN in Makassar, and
to examine how to reduce the RTN in Makassar City. The
outputs of the research ,consist of the present condition of the
RTN, Makassar noise map, and guidelines for the reduction
measures of the RTN in Makassar City.
*
**
Department of Architecture ~FFliY.AT L:W::0(tf±1~Wi~*f~ Department of Architecture and Urban Design Wri1·~~~if~P~
As the first step, in order to grasp the present condition
of the RTN in Makassar City, the authors have performed a
noise survey at thirty-five main roads which almost cover
the whole areas in Makassar City r1H2l. The results show that
the noise levels at roadside of these roads is very high and
the average value is 74dB from morning until evening. This
value exceeds the highest value of the Environmental
Standard for Noise in Indonesian. In addition, motorcycles
dominate the traffic fleet whereas heavy vehicles are very
few. As a result of such conditions, the average speed of the
vehicles is less than 40km/h, a low speed category.
Nevertheless, the traffic flow seems still in steady state
condition. Due to the above condition, the drivers generate
the horn many times to keep safety; the time of horns widely
changes from 13times/1 Ominutes to 149times/1 Ominutes.
The authors predicted equivalent continuous
A-weighted sound pressure level in a day (LAeq,day) assuming
the non-steady traffic condition by using the ASJ
RTN-Model 2008 Pl. However, it was found that all the
predicted L Aeq,day are greater than the mea~ured ones. This
· suggests the necessity to explore the cause and take them
into consideration for a good prediction of the R TN.
Therefore, the authors try to elaborate some efforts to
find a good prediction of LAeq,day· The first is to consider the
actual traffic condition. The traffic should be assumed to be
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(a) Tanjung Street (b) Hasanuddin University Street
Fig. I The roads for measurement
(c) Baddoka Street
steady traffic flow at low vehicle speed. The second is the
effect of the horns sound which apparently influences the
noise level. And the last is the power level of motorcycle
which the dominant traffic in Makassar City.
On the point of traffic flow, the authors predicted
L Aeg,day assuming steady traffic flow and the actual vehicle
speed condition (28 km/h) based on the ASJ RTN-Model
2008 and the difference between predicted L Aeg,day and
measured ones is 2.33 dB on average [4l_ This result is
reasonable and better than the previous one when non-steady
traffic flow is assumed. Then, in order to improve the noise
prediction, the authors tried to examine a method to take the
effect of horns on noise level into consideration [4l _ When
considering the effect of horn sound, the power level of horn
sound is a problem because it is not shown in the ASJ
RTN-Model 2008. The authors imitated the Asakura's
method rsi, and as a result we could make the predicted of
L Aeg,day close to the measured value. To verify this method to
consider the effect of horn sound on the RTN, we carried out
two additional noise surveys (2nd and 3rd surveys) in
Makassar City. The results in these two surveys verified the
validity of the proposed method to consider the effect of
horn sound on RTN.
However, for predicting road traffic noise more
precisely, to grasp precise power level of horn sound and
vehicle, especially for motorcycle, is needed. The authors
tried to grasp the acoustic characteristics as well as the
power level of horn sounds [6l. The acoustical measurement
is performed in 2nd and 3rd surveys. Open and quiet place
was selected as a measuring point in the campus of
Hasanuddin University .in Makassar City. The power level
and the frequency characteristics for motorcycles and light
vehicles are obtained by using test vehicles. As a result, it
was found that the characteristics of horn sounds are not
always stable (the characteristics of horn sounds might be
different for each horn) and it can be thought that the
characteristics of horn sounds should be grasped statistically.
Further examination and survey to grasp . the
characteristics of the RTN's component such the power level
of vehicle is needed [7]' because the motorcycle is dominant
vehicle in Makassar City and the type of motorcycle in
Makassar is difference from Japanese motorcycle. On this
background, the authors focus on the sound power level of
the motorcycle in this paper.
1.2 Object
On the above background, this paper aims to grasp the
sound power level of motorcycle in Makassar City,
Indonesia.
2. Measurement of Motorcycle's Power Level
2.1 Method
In order to grasp the power level of motorcycle in
Makassar City, 4th survey was carried out. That survey
focus on a measurement of power level of motorcycle. Three
roads; Tanjung Street, Baddoka Street and Hasanuddin
University Street, were selected for the survey in Makassar
City. These roads were fit to the criteria for the measurement
of power level. That is, they were open and quiet areas to
escape from the effect of background noise. Ambient noise
levels at the sites were less than 35dB. Also the roads were
straight to allow the vehicle to pass through with a constant
speed. And number of traffic is very small to enable us to
measure each target vehicle sound separately. Fig. I shows
the roads for the measurement.
The measuring arrangement is shown in Fig.2. The
markers were set at points A and B with the distance of 20m,
and the measurement point was set in the center of AB.
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10.0m +
Vehicle
LA,max (dB)
10.0 m
···········.,.,
Speed Gun V (km/hour)
Fig.2 The measuring arrangement
Width of road
(m)
Sound level meter (SLM) was set at the position with the
distance of I.Om from the road edge and height of l.2in
above the ground. And A-weighted sound pressure level was
observed when only one vehicle was passing through zone
AB at the measurement point by SLM (RION NL-32) and
LAmax (peak level while a vehicle is passing through zone
AB) was measured.
The speed of vehicle ( V [km/h]) was measured by a
speed gun and the distance from the measurement point and
the vehicle (d [m]) were also measured.
2.2 Calculation of Power Level of Vehicle
Table 1 shows the number of data obtained in the
measurement. As is found here, the number of data for the
speed vehicle between 20-30km/h and 30-40km/h is
dominant than the others. On the contrary the data for more
than 60km/h are very small, this shows the actual situation
of road traffics in Makassar City. The average speed of the
·vehicles is less than· 40km/h, this agrees with the result of
the authors' previous survey. Considering another side, the
majority of engine type of motorcycle is 1 lOcc and the
percentage of thedata is 85%.
Then A-weighted power level of vehicle Lw is
calculated by Eq.(1)
Lw = LAmax + 201og10d + 8 (1)
Here, d is the distance between a sound source and a
measuring point.
3. Result and Discussion
3.1 Result
After calculation of the power leveJ, we made the
distributions of them for each 1 Okm/h band in speed and for
each type of vehicle engine of motorcycle. Here the data for
Table 1 Number of data
Speed of vehicle Type of Motorcycle (cc) (km/h) 110 125 135 150
10-20 10
20-30 121 8 2 2
30-40 140 8 8 7
40-50 70 6 4 8
50-60 19 3 1 3
60-70 1 1 1 1
70-80 1
Total 362 26 16 21
the speed more than 60km/h and the type of engine other
than 11 Occ are ignored because the number of data is very
small. The authors focus on the motorcycle data with the
speed between 1 Okm/h until 60km/h and type of engine only
1 lOcc to determine the motorcycle's power level.
Fig.3 shows the distributions of power level. It is
clearly found that power level distributes widely in each
speed band. Therefore, a selection of data is needed to make
the data more precise. After some examinations, the authors
resulted in adopting the data of 80% range as effective data
for the subsequent analysis. Dark bars show selected data in
Fig.3.
3.2 Relation Between Lw and V
Fig.4 shows the relationship between vehicle power
levels of the selected data and vehicle speed of motorcycle.
Curve lines show the regression lines assuming that Lw
has a relationship of Eq.(2) with V. In spite of the selected
data, Lw still distributes widely around the regression curve
as found in Fig.4.
Lw= a+ blogV (2)
Then, energy-averaged levels in each speed band were
calculated, and the relationship between averaged Lw and V
was analyzed again. The results were shown in Fig.5 and
regression coefficients a and b are shown in Table 2. The
results show that Lw has a good relationship with V.
Table 2 Result ofregression analysis
Regression Correlation coefficient coefficient
a b r
All data 67.8 17.1 0.676
Average data 67.7 17.4 0.987
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40 ~----------------.
30
30
Motorcycle (MC) N= 10 N(80%) = 8
2oo~~s~IB~~m@m~ffi~~ffi~~ffi ~@~~~s~~~~ffi@~~~~~~~ffi
Lw (dB)
a) V= I0-20km/h
Motorcycle (MC) N= 121 N(80cYo) 98
Lw (dB)
b) V = 20 - 3 0 km/h
40 ~------------------.
30
Motorcycle (MC) N= 140 N(80%) = 114
Lw (dB)
c) V= 30 40 km/h
40 --------------~
30
10
0
30
Motorcycle (MC) N=70 N(80%1)=56
Lw (dB)
d) V= 40- 50 km/h
Motorcycle (MC) N 19 N(80%)= 15
Lw (dB)
e) V = 50 - 60 km/h
Fig.3 Distribution of lw
3.3 Comparison with ASJ RTN-Model 2008
The results obtained in 3.2 were compared with the ASJ
RTN-Model 2008 l3J_ Here two traffic conditions; steady and
non-steady traffic flow conditions, were examined in
comparing with the ASJ RTN-Model 2008.
Fig.6 shows the comparisons between the author's result
and the ASJ RTN-Model 2008. In this figures, black curve
shows power level in steady traffic condition in the ASJ
RTN-Model 2008 and dashed curve shows the expansion of
its which is not guaranteed by the ASJ.
It can be found that power level obtained in this paper
follow the trend of steady condition of the ASJ RTN-Model
2008 when the speed .of vehicle is under 40 km/h for
motorcycle.
-94-
110
$ 100 -0 "-"
~ ~ 90
80
70
120
110
,.-.._ 100 co -0 "-"
90
80
10
Motorcyc1e
•
Lw =67.8+17.I Log v r = 0.676
N =290
20 . 30 40 60
V(Km/h)
Fig.4 Relationship between Lw and V
Motorcycle
•
Lw = 6 7. 7 + 1 7 .4 Log v r = 0.987
N=5
100
70 _._~~~~--~~--.~--.-~~~...--~---1,
10 20 30 40
V(Km/h)
60
Fig.5 Relationship between energy-averaged
100
Although the power level of motorcycle in Makassar is
appropriate to that of the ASJ Model when traffic is in steady
condition, it is larger than that ofASJ Model when the speed
of the motorcycle is lower than 30 km/hour. Meanwhile, the
power level of Makassar's motorcycle is below than that
ASJ Model when the speed more than 30 km/hour. This can
be understood by considering that most of motorcycles in
Makassar have about 11 Occ of engine, while 50cc is
dominant in Japan.
As is well known, motorcycle with low engine size
produces small noise when the speed is low, and louder
noise is generated as the speed increase. On the contrary,
motorcycle with high engine size produces high noise even
. the speed is low.
Lastly, the result of the measured Lw is similar to the
value calculated by the ASJ RTN-Model 2008 assuming that
traffic flow is steady, coincides with the consideration in our
previous research work [41.
3.4 Applying the Power Level of Motorcycle to Predict
theRTN
In order to verify the validity of power level of
motorcycle obtained in 3.3, the authors apply the power
level of motorcycle to predict the traffic noise level (LAeq,day).
The RTN prediction is based on the ASJ RTN-Model 2008
under steady traffic condition and actual speed of vehicle (28
km/h) [SJ when the power level obtained in 3 .3 is used for
motorcycle. The comparison between predicted LAeq,day and
measured ones are shown in Fig. 7 and Fig.8.
Fig.7 shows the prediction by using ASJ's power level
of motorcycle (93.1 dB). It was found that the predicted
LAeq,day are smaller than .the measurement ones. The
difference between them is 2.33 dB on average.
Whereas, Fig.8 shows the prediction by using
measured power level of motorcycle (92.8 dB). The result is
generally same with the Fig. 7 although the difference
between them is 2.53 dB on average .
Overall, the prediction results as shown in Fig.7 and
Fig.8 are almost same. This is because although the power
level of motorcycle obtained in this paper is difference with
.the power level by ASJ RTN Model 2008, but. both power
levels are mostly similar at the speed of vehicle 28km/h.
75 -t-~-r-~~r-~-.--~-.,-~~-..-~--.--~--1
0 10 20 30 40 50 60 70 V(Kmlh)
Fig.6 Comparison of measured and caiculated Lw
-95-
85
80 ,--.._ t:C1 '"O '-"
~ 75
""d a (].)
-< 70 • .....:i ""d
(].) !-< ;:::::)
65 VJ ro (].)
:E 60
N =35
55 60 65 70 75 80 85
Predicted LAeq,day (dB)
Fig.7 LAeq,day by ASJ's power level of motorcycle
4. Conclusion
A-weighted sound pressure level emitted from a single
motorcycle running at the actual road in Makassar City was
measured and the power level is examined in order to grasp
the power level of motorcycle more precisely in Makassar
City, Indonesia. The relation between the power level and
the speed was analyzed and compared with the ASJ
RTN-Model 2008.
The results show that the relation between the power
levels and speed correlate significantly to their speeds. The
power level follows the trend of steady condition of the ASJ
RTN-Model 2008 when the speed of vehicle is ·under 40
km/h. This result coincides with our previous work.
Although the power level of motorcycle in Makassar
City is almost same with that presented by the ASJ when the
speed is 28km/h which is an actual speed in Makassar City,
the power level that obtained in this paper is appropriate to
use in Makassar's RTN prediction than that of the ASJ
Model, because of the difference type of engine between
Makassar's motorcycle and Japanese one.
85
80 ,--.._ t:C1 ""d '-"
>-. 75 ro '"O" er (].)
-< 70 • .....:i ""d
(].) !-< ;:::::)
65 VJ ro (].)
:E 60
N=35
55 60 65 70 75 80 85 Predicted LAeq,day (dB)
Fig.8 LAeq,day by measurement power level of motorcycle
References [l] Muralia Hustim, Ken Anai, Kazutoshi Fujimoto, "Survey of
Road Traffic noise in Makassar City in Indonesia: Effect of Horn on Noise Level," ALT Kyushu Chapter Architectural Research Meeting, 2011.
[2] Muralia Hustim, Ken Anai, Kazutoshi Fujimoto, "Survey on road traffic noise in Makassar City, Indonesia," Proceedings of inter-noise 2011, Osaka Japan, September 4-7 2011
[3] Research Committee of Road Traffic Noise in the Acoustical Society of Japan,"Road traffic noise prediction model ASJ RTN-Model 2008,"Acoust. Sci. & Tech. 31 (1 ), pp.2-55 (2010).
[4] Muralia Hustim, Kazutoshi Fujimoto, "Road Traffic Noise under Heterogeneous Traffic Condition in Makassar City, Indonesia," Journal of Habitat Engineering and Design, 4( 1 ), March 2012.
[5] Takumi Asakura, Shinichi Sakamoto, Mafizur Rahman, "Noise measurement in Dhaka city,"Proceedings of the 2010 Autumn Meeting, The Institute of Noise Control ~ngineering ofJapan, pp.15-18 (2010) (in Japanese).
[6] Muralia Hustim, Kazutoshi Fujimoto, "Acoustical Characteristics of Horn Sound of Vehicles," Journal of Architecture and Urban Design, Kyushu University, (21 ), January 2012. .
[7] Muralia Hustim, Kazutoshi Fujimoto, "Power Level of Vehicles in Makassar City, Indonesia" AIJ Kyushu Chapter Architectural Research Meeting, 2012.
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