A STUDY ON THE COASTAL WATER OF THE PORT OF BELAWAN

USING GIS
1)

A. PerwiraMuliaTarigan2)WiwinNurzanah

2)

1)
Civil Engineering Master and Doctorate Study Program, Faculty of Engineering USU
Graduate Student, Civil Engineering Master Study Program, Faculty of Engineering USU
Email address: perwira@hotmail.com, a. perwira@usu.ac.id

Abstract. A vital key to successful coastal water management in the port

vicinities is the integration of important infrastructure and hydrodynamics
information in a robust and functioning information system based on
geographical references. This study shows illustrative,simple examplesin
which GIS can serve as an essential tool in the assessment of the coastal
water of the port of Belawan. The digital base map is first to be produced by
onscreen digitization based on available geographical information resources
and field checks. Layers of information on water depth, shoreline,
hydrodynamics and water quality can then be created with the same
geographical reference as that of the base map. The assessment can then be
made using spatial analysis involving shoreline erosion, a disposal site of
dredged material, water quality indices, and offshore mooring sites. It is
found that the application of GIS technologies allows the port and coastal
managers to plan comprehensive and effective programs on coastal
environment management.
Keywords:coastal hydrodynamics, water quality, coastal water and port
management, GIS

1.

Introduction

Coastal waters in the vicinities of a sea port rest in the harshest environment when facing water quality
degradation and habitat deterioration due to impact damage from port operations. On the other
handmarine terminal infrastructure and equipment function much less effective when exposed to the
combination of natural and artificial sea destructive forces. So a critical issue facing coastal managers in
this sense is how to balance the need for the new construction with the expense of the health of the
coastal environment.
Thereforemanaging coastal water environment as well as port infrastructure is of a considerable interest.
A vital key to this matter is the integration of important infrastructure and hydrodynamics information in
a robust and functioning information system based on geographical references. A tool that has
proliferated within civil and port engineers in recent years is geographic information system (Miles and
Ho, 1999; Wright and Yoon, 2007). Miles and Ho (1999) specifically describe several case studies to
illustrate the breadth of GIS use across civil engineering including storm water pollution, sediment
transport, solid waste collection, seismic slope stability, liquefaction, and distributed rainfall runoff.
Venigalla and Baik (2007) concluded in their study that several complex engineering service
management functions can be integrated and automated on GIS platform to increase productivity. In light
of the spectrum of engineering application using this tool, the benefit of using GIS tool stems from the
fact that GIS provides a virtual framework within which the integration of several layers of information
can be developed so that engineers and decision makerscan explore theory and evaluate competing
management strategies in geospatial fashion.
This study deals with several important matters related to the coastal waters of the port of Belawan. The
approach is focused on the attempt to use spatial analysis for each specific site of the coastal water
problem. This study is conducted in an atmosphere to promote GIS education in civil engineering as it
offers important relevant skills in spatial analysis, reasoning, and data processing (Easaet al., 1998). The
principal study objective is to demonstrate a simple approach for GIS-based applications for assessing the
coastal waterrelated matters.

2.

Study Site Information

The port of Belawan is located 98o42 eastern longitude and 03o47 northern latitude and is situated 27
km north of city center of Medan, the capital city of Sumatera Utara. The coastal water lays in the mixed
estuarine waters of the Belawan River and the Deli River, although the port infrastructure is placed more
on the mouth of Belawan waterways. Figure 1 shows the location of the port and the coastal water.

Figure 1: Location of Port of Belawan

Wave heights in the coastal water of the study area are typically low wave heights (less than 0.30 m). In
a stormy weather with strong winds during the period of northeast monsoon, maximum wave heights
entering the coastal area might be seen to likely reach up to 1 m or more. However, common relatively
large wave heights during typical days are noticed due merely to the passing ships.
As the coastal water is alongside the Malacca Straits, the tide is of the semidiurnal type which includes
two high waters and two low waters occurring in a day. Among the four main tidal constituents, i.e., M2
and S2 (semidiurnal constituent) and K1 and O1 (diurnal constituents), this tidal pattern is dominated by
the M2 constituent which have a period of 12 hr and 25 minutes (Azmy et al., 1992). The tidal regimes in
the Straits of Malaca are actually due to the tidal waves generated in the Indian Ocean and the South
China Sea entering the straits from the Indian Ocean and the South China Sea. Both crest of semidiurnal
tidal wave propagates through the Straits of Malacca, but tides from the South China Sea are damped
much sooner than that from the Indian ocean. The tidal range is in the order of 2 to 3 meters with its
current may reach up to 0.5 m/sec along the relatively narrow approach channel.
A critical issue to the port development associated with the coastal water is the increasing rate of siltation
which may reach as thick as 2.6 m per year. It consequently causes enormous work of dredging activities
to maintain a minimum design depth of 10 m and a minimum design navigational channel width of 100
m. Another problem is the water quality degradationwhich is indicated by the high concentrations of total
suspended solid and the cuprum (CU) in both the water and the sediment.

3.

The Digital Base Map and Layers of Information

The base map is the initial important layer of information to which other layers were controlled and
referred. The base map is produced by onscreen digitizing the selected raster analog image of bathymetric
map issued by Indonesian Navy. It is imperative to select strategic noticeable benchmarks (minimum of
3) on the raster map that can easily be identified and checked in the field (using GPS) and to select the
same map projection system. Other relevant layers of information on, e.g., shoreline, water depth,
current, and water quality parameters, can then be generated using the same benchmarks and map
projection. Sources of geospatial data are processed from aerial photo, Auto Cad files, and satellite
images obtained from various resources, while correlated nongeospatial data areselected from various
reports on the port projects.

4.

Spatial Analysis for the Coastal Water

After the completion of the relevant information layers, four cases of spatial analysis have been made in
what follows for different purposes. The aim of the case analysis described herein is to highlight the
purpose of each short GIS application on the coastal water, the respective simple implementation
processes, and the pertinent assessment and conclusion drawn.

5.

Shoreline Erosion and Sea Level Rise

Based on the results of digitization of three bathymetric maps of the same source made for three different
years, i.e. 1983, 1980, and 2005, the spatial pattern of sedimentation and erosion taking place can be
observed for the period of years mentioned. Significant erosion is evident the along the northwest part of
coastal water, while sedimentation over the southeast part. Focusing on the shoreline movement on the
northwest part, this study reveals that consistent shoreline erosion has occurred and it can be most likely
related sea level rise as sea water encroachment has been observed in the coastal area.

Shoreline in 1983
Shoreline in 1990
Shoreline in 2005
Figure 2: Digitized shoreline for the years of 1983, 1990 and 2005
Figure 2 shows the overlay setting of the shoreline movement. The rate of shoreline erosion can
be computed using the simple linear regression fitted to the shoreline position as follows

~
y (t ) at b (1)
where ~
y (t ) is the shoreline position (m) at a given year, and a represents the shoreline change rate
(m/year) with b just a constant of regression. The sign and magnitude of the quantity a indicate the
direction (accretion or erosion) and rapidity of the change, respectively. Positive or negative values of a
signify an accreting or eroding shoreline, respectively, whereas zero represents a stable shoreline over
time. Based on the computation of Equation 1 for 11 base positions with 1 km interval along the
shoreline, it is found that two positions only yield a positive sign while the remaining negatives with the
total averaged a = 7.8 m/year, indicating consistent and significant,severe shoreline erosion.
The shoreline recession is then related to the sea level rise using the well-know Bruun Rule which states

Sy 0
(2)
h0 B

whereS= the sea level rise, (y0, h0) = the offshore terminus, and B = the berm height. If tan is denoted as
the average slope of the shore profile, the expression for the retreat can be represented as

S
tan

(3)

With y = a= 7.8 m/year and tan = 0.001 which is the typical mild slope of mud shore profile the for
the coastal area, it is found that the sea level rise S = 7.8 mm/year. The computed S appears to be
reasonable if compared with the predicted S reported for coastal waters of other major ports in Indonesia.
It should be noted however that Bruun (1983) has adjusted Equation 1 to include the finest sediment to
become

S (1 r )
(4)
tan

Based on the dynamics of mud shore profiles, Tarigan (2002) suggested that the ratio constant r has a
limit of 0.3. In light of Equation 4 with r = 0.3, the sea level rise S should be estimated lower than that
computed above.

6.

Disposal Site of Dredged Material

The increasing rate of siltation and the subsequent general increase in the work of dredging have created
the need for assessment the existing and alternative dredged material dumping sites over the coastal
areas. To achieve maximum long-term benefits from the open water dredge disposal, the dumping site
must considerably be positioned so that the dredged material does not return to the site of active
dredging.
In order to avoid the return of the dredge material from the disposal site, the important hydrodynamics
factors to be considered includes the depthh, the (average) tidal currentV, the (minimum) fall velocitywof
the dredge material. These factors can be included in the formula for estimating the travel distance L of
sediment particle in a channel as follows (Prakash, 2004)

hV
w

(5)

The fall velocity would be much dependent on the fine particle size and is computed using the formula of
Rubey

[{(2 / 3 ) g (Gs - 1 ) d + 36 v}0.5 - 6 v]

d

(6)

Where Gs = the particle specific gravity, d = the particle size, and v= the kinematic viscosity. Based on
the sieve analysis data for 18 observatory stations, it is found that average size of fine particle d10= 0.070
mm and the spatial average of tidal current V = 0.50 m/s, resulting in the maximum travel distance L =
2092. 18 m.

Figure 3: Disposal sites of dredged material

Figure 3 shows the setting of the geospatial situation in which alternative disposal sites can be
evaluated. The travel distance L estimated should be measured from the end location of the dredge site.

7.

Water Quality Index

The growing environmental concerns have created the need for a comprehensive water quality
assessment over the coastal water (Sudjana, et al., 2010).Environmental index for each selected, primary
quality component can be developed to represent the quality status of each component within each
polygon cellin the GIS format. Then based on the resulting composite index, thematic map of water
quality zone can be developed to be used for coastal and port management in the decision making
process.
The index parameters (components) involved in the development of the composite index are that of
depth, tidal current, total suspended solid (TSS), and Cu concentration. The composite index Icfor the
water quality can be formulated as follows

I c wh ih wv iv wc ic ws is (7)
whereikand wk are the depth index and its respective weight respectively, ivdanwvthe current index and its
respective weight, ic and wc the Cu index and its respective weight, and is and wsthe TSS and its
respective weight.
Before the composite index can be generated for each polygon cell, each individual index is processed in
a linear fashion using the following criteria listed in Table 1.The thematic map for each individual index
has been made; however, the composite index and the respective thematic map developed from the
individual ones have a more comprehensive sense in assessing the water quality status and strategy to
cope with related decision problems. Figure 4 shows the thematic map for the composite index over the
coastal water.

Figure 4: Thematic map for composite index

Table 1: Descriptive criteria for the quality index
Index
80 s/d 100

Description
Excellent (superior)

Management option
To maintain sustainability

60 s/d 80

Very good (more preferable)

To nourish and maintain

40 s/d 60

Good (preferable)

To nourish

20 s/d 40

Poor (not preferable)

To repair and nourish

0 s/d 20

Very poor (inferior)

To restore and repair

It can be observed that the interior part of the coastal water studied mostly appears to be in the poor zone.
This evidence is consistent with the finding by Sudjono et al. (2010) who suggest that the poor index in
the coastal water indicates poor habitat which hardly sustainshealthy living conditions of the surrounding
people.

8.

Offshore Mooring Location

The growing worldwide demand for energy and raw materials is creating a strong need for deepwater
facilities able to handle a large deep-draft vessel, such as supertankers for transporting crude oil and
liquid natural gas and superbulkers to transport dry bulk materials (Tsinker, 2004). In the future more
offshore terminals are needed to serve vessels of 65,000 to 70,000 dwt around 300 m in length, with
drafts of 12 to 13 m. The offshore terminals can be linked to the shore facilities either by submarine
pipelines or a bridgelike trestle. .
For the above purpose offshore mooring locations are to be identified with sufficient depth but not too far
from inland facilities and no maintenance dredging is required. Environmental site conditions which are
considered in this study include water depth, area, current, wind, and waves. Using GIS map, it is
relatively easy to locate the deep water zone of more than 12 m. It is found that the distances from the
shore facilities are in the order of 10 km or more. The area for the design location is to provide full swing
or maneuver for the largest vessel, i.e. a relatively circular area with diameter 2 x 300 m, plus a safety
factor if it is close to the navigation channel. The current speed over the offshore location is considered to
be less than the maximum speed of about 0.50 m/s in the interior part of the coastal water. The spatial
variation of the tidal current speedand direction can also be easily identified from their respective GIS
layers. The maximum wind speed is reported to have aspeed of 25 knotsover the Malaca Strait with the
strong winds usually occurring during the northeast monsoon in September to December. Using the GIS
map, it is relatively easy to identify the fetch and the sea bottom configuration for the wave
characteristics computation which is noted in the SPM. Significant wave heights of the order 1 m to 2
mwith periods in the range of 4 to 8 seconds are typically obtained for moderate design load of the

mooring system. More severe storm and wave conditions with the wave heights in the range of 3 m to 4
m and their periods up to 15 seconds shall be considered for maximum wind and wave loads.

Figure 5: Offshore mooring locations

It should be noted that GIS in this study is practical in helping spatial view, analysis and avyreasoning.
Figure 5 shows the locations of the offshore mooring evaluated in this study.

9.

Conclusion

Four simple examples of coastal water related matters have been demonstrated. Despite simple
approaches used, they provide illustrative assessment of relevant and critical issues facing the coastal and
port managers dealing with balancing the needs for port infrastructure and with the anthropogenic
impacts on the coastal water environment. GIS has been applied in all cases as a tool in displaying,
analyzing, and reasoning the spatial information. It should be stressed that the base map is to be well
processed in the first stage so that each other layers of relevant information can refer to it for accuracy.
With the assumption that the available, relevant data are accurate and sufficient, it is found that the
application of GIS technologies allows the port and coastal managers to plan comprehensive and
effective programs on coastal environment management.However it is admitted that GIS in all the current
cases are mainly employedfor simple spatial mapping and analysis, not for complex engineering
modeling.
Nevertheless, in conclusion to the all assessment made the following can be stated:

The shoreline retreat over the coastal area has indicated that the rate of sea level rise is in the
range of 6 to 8 mm per year.
A disposal site of dredged material shall be placed at least 2 km from the dredge site to prevent
the suspended material from spreading and returning to the site of dredging.
The composite water quality index over the interior part of the coastal area ranges in the poor
status due to siltation and heavy metal contamination; therefore, it needs a major environmental
restoration.
Preferable offshore mooring locations can be found at a distance about 10 km or more offshore
from theshore facilities.

More in-depth investigation of each assessment concluded above may be a subject of further study.

References
[1] Azmy, A. R., Isoda, Y. and Yanagi, T.(1992). M2 tide and tidal current in Straits of
Malacca.Memoirs of Faculty of Engineering, Ehime University, 12-3.345-354.
[2] Bruun, P. (1983). Review of conditions for uses the Bruun rule of erosion., Coastal Engineering,
7, 77-89.
[3] Easa, S. M., Li, S., and Shi, Y. (1998). GIS technology for civil engineering education. Journal of
Professional Issues in Engineering Education and Practice, 124(2), 40-47.
[4] Miles, S. B. and Ho, C. L. (1999).Applications and issues of GIS as tool for civil engineering
modeling,Journal of Computing in Civil Engineering, 13(3), 144-152.
[5] Prakash, A. (2004) . Water resources engineering, hand book of essential methods and design.,
ASCE Press.
[6] Sudjono, P., Hidayati, Syahrin, A., and Tarigan, A. P. M. (2010).Index development for assessing
water environment in Belawan estuary, Proceedings of the 8 th International Symposium on
Southeast Asian Water Environment, Phuket, Thailand.
[7] Tarigan, A. P. M. (2002). Modeling of shoreline evolution at an open mud coast.Ph.D. thesis,
UniversitiTeknologi Malaysia, Malaysia.
[8] Tsinker, G. P. (2004). Port engineering.John Wiley & Sons, Inc., Hoboken, New Jersey.
[9] Venigalla, M. M. and Baik, B. H. (2007). GIS-based engineering management service functions:
taking GIS beyond Mapping for municipal government. Journal of Computing in Civil
Engineering, 21(5), 331-342.

AEROTROPOLIS: A NEW CONCEPT IN DEVELOPING AIRPORT AREA

Basauli Umar Lubis

Lecturer- School of Architecture, Planning and Policy Development- Institut Teknologi Bandung, Indonesia
basauli@ar.itb.ac.id

Abstract. With the increase of air transport in the late 20th century that
continued until the present time, many of the new airports are built around
the world. At present many cities so called Aerotropolis were developed as
part a delelopment of new airport. Aerotropolis is also quite diverse in terms
of its main functions in addition to the airport, there is a industrial area, a
satellite city, or commercial complex.
This paper tried to reveal the aerotropolis concept that aims to achieve better
synergy for the development of air transport as well as the area around
locally and regionally. Kuala Namu Airport North Sumatra has the potential
to be developed into aerotropolis.
Aerotroplis concept is the concept of integration activities, which the main
elements of development are air transport activities. With regard to the
potential and prospects of the region can be found then the main and unique
aerotropolis character.
In this paper will be presented some aerotroplis characters which give some
ideas about the differences that exist, so that we can know the various
possibilities for its application. This paper will also describe some basic
conditions that must be fulfilled in order to develop a successful aerotroplis.

Keywords: aerotropolis, aero-city, airport planning and design, sustainable

airport design

1.

Background

The number of city dwellers is expected to double by 2050 to more than six billion people. Distance is
less of an obstacle to daily life than it is a persistent friction on our ability to get the things done. In every
case, as the friction posed by space has decreased, cities have become less dense and contiguous and
grown more dispersed, networked, and fluid. The aerotroplis represents the logic of globalization in the
form of cities. Globalizations affect the mobility of people, goods, and services. In thirty years between
1975 and 2005, global GDP rose 154 percent, while world trade grew 355 percent. Meanwhile, the value
of cargo climbed as astonishing, 1,395 percent.
Rem Koolhass coin the phrase generic city to describe megalopolies following neither form nor
function. that throw tentacles in all directions, Kasarda believes the aerotropolis offers an antidot,
imposing a hierarchy of needsonm cities so that they openly express their true purpose creating work for
their inhabitants and competitiveness for their nations. In the 21st century, the airport is emerging a new
identity characterized by three determining factors namely land use diversity, Intermodal transport
integration, and environmental sensitivity. Modern airports are becoming large and complex
transportation interchanges where peoples can move freely between cars, buses, rail, metro, and aircraft.
For bangkok Kasarda drafted plans to transform the swampy sprawl east of the city into an ideal
aerotropolis surrounding its new airport , suvarnabhumi. In Amsterdam, home to the worlds first
aerotroplis-by-design, Dutch planner have a saying:

The airport leaves the city,

The city follows the airport,
The airport becomes a city,

2.

Development of Aerotropolis

Aerotropolis greatly depending on location, strategic location and availability of good road access to the
industrial area is a key requirement for development. Aerotropolis success depends on the so-called
'aerial geography', the position and character of the location for aviation activities. Just sitting at the
center of the delta had made Memphis a nexus for the exchange and the barges and railroads carrying
away cotton. Major airports have become key nodes in global production and enterprise systems offering
them speed, agility, and connectivity. They are also powerful engines of local economic development,
attracting aviation-linked businesses of all types to their environs. These include, among others, timesensitive manufacturing and distribution facilities; hotel, entertainment, retail, convention, trade and
exhibition complexes; and office buildings that house air-travel intensive executives and professionals.
The rapid expansion of airport-linked commercial facilities is making today's air gateways anchors of
21st century metropolitan development where distant travelers and locals alike can conduct business,
exchange knowledge, shop, eat, sleep, and be entertained without going more than 15 minutes from the
airport. This functional and spatial evolution is transforming many city airports into airport cities.
As more and more aviation-oriented businesses are being drawn to airport cities and along transportation
corridors radiating from them, a new urban form is emergingthe Aerotropolisstretching up to 20
miles (30 kilometers) outward from some airports. Analogous in shape to the traditional metropolis made
up of a central city and its rings of commuter-heavy suburbs, the Aerotropolis consists of an airport city
and outlying corridors and clusters of aviation-linked businesses and associated residential development.
A number of these clusters such as Amsterdam Zuidas, Las Colinas, Texas, and South Korea's Songdo
International Business District have become globally significant airport edge-cities representing planned
postmodern urban mega-development in the age of the Aerotropolis.
A spatially compressed model of the Aerotropolis showing its current and likely future evolution is
illustrated below. No Aerotropolis will look exactly like this but most will eventually take on similar
features, led by newer "greenfield" airports less constrained by decades of prior surrounding
development. The Aerotropolis is thus much more of a dynamic, forward-looking model than a static,
cross-sectional model reflecting historic airport-area development to date. Although most aerotropolis
development to date has been organic, spontaneous and haphazard often spawning congestion and
environmental problems in the future it can be markedly improved through strategic infrastructure and
urban planning.

Dedicated airport expressway links (aerolanes) and airport express trains (aerotrains) should
efficiently connect airports to major regional business and residential concentrations.
Special truck-only lanes should be added to airport expressways, as should improved interchanges
to reduce congestion.
Time-cost accessibility between key nodes should be the primary aerotropolis planning metric
rather than distance.
Businesses should be steered to locate in proximity to the airport based on their frequency of use,
further reducing traffic while improving time-cost access.
Airport area goods-processing activities (manufacturing, warehousing, trucking) should be spatially
segregated from white-collar service facilities and airport passenger flows.
Noise and emission-sensitive commercial and residential developments should be sited outside
high-intensity flight paths.
Cluster rather than strip development should be encouraged along airport transportation corridors
with sufficient green space between clusters.
Form-based codes should establish general design standards for airport area buildings, walkways,
travel lanes, landscaping, and public space.
Placemaking and wayfinding enhanced by thematic architectural features, public art, and iconic
structures should make aerotropolis developments interpretable, navigable, and welcoming.
Mixed-use residential/commercial communities housing airport area workers and frequent air
travelers should be developed with easy commutes and designed to human scale providing local
services and sense of neighborhood.

10

In short, aerotropolis development and sustainable "smart growth" can and should go hand-in-hand.The
above outcomes will not occur under most current airport area planning approaches which tend to be
localized, politically and functionally fragmented, and often conflicted. A new approach is required
bringing together airport planning, urban and regional planning, and business-site planning in a
synergistic manner so that future Aerotropolis development will be more economically efficient,
aesthetically pleasing, and socially and environmentally sustainable. The real question is not whether
Aerotropolises will evolve around major airports (they surely will). It's whether they will form and grow
in an intelligent manner, minimizing problems and bringing about the greatest returns to the airport, its
users, businesses, surrounding communities, and the larger region it serves.

Figure 1. Song Do city

Source : songdoibdcitytalk.com

Linking the Incheon International Airport on Yeongjong Island and the international business district of
New Songdo City, the bridge has grabbed the attention of many locals for its potential to improve
logistics in the metropolitan area, turning Korea into the Northeast Asian economic hub the government
has long pursued.

11

Figure 2. Aerial view of Song Do city

Source : songdoibdcitytalk.com

According to Kenan Institute director John D. Kasarda, Korea's Songdo City is the new Eden, a Smart
City in which the government of South Korean filled in nearly six square miles of tidal wetlands on a
migratory bird flight path and turned them over to developers as a tabula rasa to create from scratch a
massive city built by companies for companies.

3.

Aerotropolis versus Airport City

Airport City is evolving from mere transportation facilities into a huge industry with high economic
value-added of logistics, tourism, commercial and etc. This is why each country put the first priority on
airport as a national strategic business. Airport city t is expected to contribute to support airport, to create
new airline demand and to regional and national development by developing areas around airport.
Airport Citys advantage in terms of accessibility is based on the proximity and easy access to the main
roads and highways. Airport City is presenting a new concept in the business arena, offering an
alternative to the crowded metropolitan area: a lively suburban business center, with exceptionally low
building density, in a location opposite to rush hour traffic jams and with an elaborate transportation
network around it.

12

Figure 3. Aerotroplis Schematic

Dubai is a textbook example of an aerotropolis, which can be narrowly defined as a city planned around
its airport or, more broadly, as a city less connected to its land-bound neighbors than to its peers
thousands of miles away. Dubai has been able to transform itself from a backwater into a perfectly
positioned hub for half of the planet's population. It now has more in common with Hong Kong,
Singapore and Bangalore than with Saudi Arabia next door. The ideal aerotropolis is an amalgam of
made-to-order office parks, convention hotels, cargo complexes and even factories, which in some cases
line the runways. It is a pure node in a global network whose fast-moving packets are people and goods
instead of data. And it is the future of the global city.

13

Figure 4. Dubai Aerotroplis

Source: Dubai World Central

The basic aim of an aerotropolis is to disrupt local incumbents and monopolies using the long arm of air
travel. Every aerotropolis is locked in competition with every other one, just as every financial center is
jostling for position in the new multi-polar international order. The principle is the same: Everyone wants
to be the hub; no one wants to be the spokes.

4.

Kualanamu as an Aerotroplis

Indonesia will ensure that only opens five major airports in the aviation liberalization program (opensky)
ASEAN Indonesia will only open five major airports as air liberalization in 2015. Five airports opened to
prepare for airlines from Indonesia could compete with foreign airlines. Five airports are referred to
Soekarno Hatta Airport (Jakarta), Juanda Airport (surabaya), Ngurah Rai (Denpasar), Hasanuddin Airport
(Makassar) and Kuala Namu Airport (Medan).
Kuala Namu should gaining air logistic advantage in the new economy by develop multimodal air
logistic platforms connecting the airport with integrated surface transportation networks offering firms
superior speed, agility and highly efficient supplay chain management. By linking airport and airport area
busineses into international air commerce network that will give quick and efficient access to suppliers
and customers throughout Indonesia and the world. At the same time drives commercial and industrial on
airport property and outward, creating and airport city and greater aerotropolis.

14

Figure 5. Kuala Namu Airport

5.

Conclusion

The aerotropolis offers a new transportation paradigm powerful and compelling enough to assert itself as
the bustling center of commerce within a city whose hinterlands lie a continent way. Kualanamu as the 21
st century airport is an example of te 21th century city where work, leisure, travel, and ecological systems
melt into one. The challenge is to match more equitably the industrial and organizational system of the
airport with the other transportation mode and natural systems and cultural priorities of the region that it
serves. Not every city will be an aerotropolis, but those cities which are an aerotropolis will be great
ones.

References
[1] Edwards, Brian (2005), The Modern Airport Terminal: New Approaches to Airport Architecture; Second Edition.
Spon Press, New York.
[2] Kasarda J.D and Lindsay G (2011), Aerotropolis The way well live next ; Farrar, Straus and Giroux, New York

15

BAGAS GODANG TRADITIONAL HOUSE:

AN EFFORT TO PRESERVE MANDAILING HISTORICAL VALUES
IN NORTH SUMATRA
Irma Nasution
Medan State University

Abstact. Bagas Godang traditional house identity is realized in their

construction arts of an ethnic Mandailing in Sumatera Utara, which
include the ethnics group traditional values, conduct, and lifestyle system.
The building has a long
development process of social and cultural
in all areas of Mandailing. Nevertheless, there are developments and
changes that must be seen as something dynamic that can not be separated
of its era. Therefore, it is necessary that we preserve and save the values
of history contained in the construction.
The study is focused on the phenomenon of Bagas Godang in wich
the shape differences and developes in Mandailing. That shape
differences available include Mandailing Godang and Mandailing
Julu. The objective of this study is to determine and analyze the concepts
and ideas of architecture, shapes, materials and construction techniques of
the building. The study was conducted by means of describing the
indicators of Bagas Godangs shapes, such as the ecology of the area,
topography of the area, ethnic groups cultural values, and ethnic groups
means of livelihood. The literature study includes such aspects as the
social and cultural development of Mandailing ethnic group in some
periods as well as the social and cultural conception of Mandailing ethnic
group. The literature study was carried out to see on what basis the
Mandailing ethnic group rests their livelihood values.
One of the findings of the study shows the elements of knowledge of the
causes of differences and changes observed in traditional houses Bagas
Godang in Mandailing. This results in an anylisis of tradisional house
knowledge of Bagas Godang in Mandailing can be applied for
guiding the conservation and preserve the Bagas Godang. This study is
one of the efforts to preserve Bagas Godang from various sides which is
slowly in danger of extinction due to the cultural developments and
changing world.
Key words: Bagas Godang traditional house, conservation, culture.

1.

Introduction

One of the ethnics that would be a concern in this study is Mandailing. This ethnic inhabit the western
coast of Sumatra with boundaries based on the indigenous territories. On the north and east are
bordered with South Tapanuli (Angkola and Padang Lawas), on the south is bordered with West
Sumatra (Minangkabau) and on the west is bordered with Indonesia Ocean. In the past, Mandailing
was a cultural territory flanked by two important trade routes of the east and the west coast. Based on
the past traditions, territory of Mandailing ethnic is divided into two regions. One region is called
Mandailing Godang (Large Mandailing) which is situated precisely in the vast and fertile lowlands in
the northern part. The other one is Mandailing Julu Mandailing Hulu) which is situated precisely in
the highland areas in the southern part. These two areas share their common cultural values.
Mandailing community is a unique and distinctive ethnic group, in which the society highly
appreciates democratic values indicating the openness to changes and differences. Holong (affection)
and Domu (unity / familiarity) are the basic foundation of Mandailing social order, organizing any
aspects of Mandailing society life. Holong and Domu are embodied in the philosophy of life known
as Dalian natolu, meaning the three footstalls. Dalian natolu acts as a principle or view of life in

16

the everyday interactions governing social, kinship and community leadership systems in
Mandailing. Dalian natolu consists of three components of mora, kahanggi and Anak Boru in which
each has rights and duties one another. Each component in Dalian natolu is stimulated by the Dalian
natolu lineages on the basis of blood relations and marriage.
Over time, Mandailing has experienced the phases of development and growth, driving it to have
significant changes in social, cultural and political among Mandailing community. It was culture
from outside that has influenced and grown a lot during the Padri and the Dutch colonial periods.
Social and political life of Mandailing society led by namora natoras is based on indigenous values
that slowly fade and replaced by the Dutch political system applied to control the area. In addition
to high cultural values, Mandailing society has also a preserved cultural artifact. This is in the form of
Bagas Godang located in a complex of the king's residence in which in the past it consisted of three
buildings, namely: Bagas Godang, sopo Godang, hopuk, and accompanied with alaman bolak
silangseungutang, utang sala mardenggan.
The spread of Bagas Godang in Mandailing territory was mostly influenced by the groups of majority
clans. These include Lubis and Nasution. The spread of this traditional house was mostly found in
Panyabungan, Kotanopan, and Muarasipongi. This research focuses on the Bagas Godang building
existing in the Mandailing Godang and Mandailing Julu areas. The location of this study is focused
mainly in three districts as the huta adat in the past. These three districts that are still equipped with
instruments are Panyabungan Tonga district in Mandailing Godang, Hutanagodang and Pakantan
District in Mandailing Julu.

2.

Research Methods

This qualitative research is conducted by adopting synchronic approach. The findings are reported
by using descriptive analytical method. Synchronic approach is performed to see simultaneous
events affecting the shape of building existing from a particular time. The data collection
includes elements of physical and non physical elements of Bagas Godang, information related to
geographical location including the characteristics of ecology and topography of the regions, the
characteristics of socio-cultural environment, as well as the historical development of cultural and social
conceptions of Mandailing community. The data from interviews is confirmed to the informants to
obtain valid data. These are then analyzed toward the building to identify their correlation. Likewise,
data gathered from the field are reviewed and analyzed in terms of the concept and the other factors
affecting the shape of Bagas Godang. The concepts revealed are then analyzed to the literature
and the data collected from interviews to see the available possible connection between the concept
and background.

3.

Results and Discussion

3.1 The shape of Residence and Environment in Mandailing

The shape of residence and the environment in Mandailing is in row in which the king's residence
complex (Bagas Godang) is the centre of orientation in the village. In huta (village) level, there are
dwellings and building to support huta community in doing their activities. These include the king's
residence complex (covering Bagas Godang, sopo Godang, sopo eme, and alaman bolak), ordinary
peoples residence, the king's relatives residence (currently has mingled with ordinary peoples
residence), tepian (shower) for bathing and mosque, as well as ancestral cemetery. The location of
each element is determined by the position of the river. For example, dwelling should be allocated on
the area with flat land and situated in the middle of the village (Tonga). While tepian (shower) for
bathing and mosque should be located within easy reach to the river, and the ancestral cemetery is
located closed to the hill or on the higher ground (lombang), away from the residence.
The shape of the kings residence is different from those of his peoples, in terms of their
functionality, size, ornaments or decoration, the number of steps, roofs, and the space setting. The
setting of ordinary peoples residence is customized by the needs of family members, and if additional
space is needed, the new room should be added to the side and the rear of dwelling. Another
difference is that unlike the Kings residence which is accompanied with porch, ordinary peoples
dwelling is not.

17

Figure 1. Shape of the ordinary peoples dwelling and the kings relatives well as sopo eme in
Mandailing
(Source: Irma Nasution, 2006)

The kings residence is usually located in a complex where there is a Bagas Godang , sopo Godang
(customs hall), sopo eme or hopuk (granary), as well as alaman bolak silangse utang, utang sala
mardenggan (yard / village square). In one complex, these three buildings should be available. This is
due to Bagas Godang and the supporting buildings are the place where people can solve all problems
relating to social and cultural life. This is demonstrated by the different role of each building. Sopo
Godang serves as a place for holding meetings and making decision on the legal issues in huta. Sopo
eme serves as the kings granary, in which when people are lack of food; they came to the king for
help. In this situation, the king must help his people until they could meet their own needs. While
alaman bolak serves as a place where various cultural activities are performed. This building also
serves as a residence for people under confrontation or conflict among themselves or with outsiders.
If the people involved in a conflict entered alaman bolak, nobody is allowed to bother them, even
though they were guilty. In other words, they take refuge to the king.

bo lat (d a p u r )

Figure 2. Schematic sketch of Bagas Godang, peoples dwelling and sopo godang
(Source: Irma Nasution, 2006)

Figure 3. Bagas Godang shape and supporting buildings of the complex of the king's residence
(Source: Irma Nasution, 2006)
Structure and the construction of dwelling located in Mandailing is a panggung house. It is made of wood
material and stand on natural stone foundation. Vertically, the dwelling is divided into three banuas
(world). They are banua parginjang (world over), banua tonga (the middle world) and banua partoru
(the underworld). This division is an interpretation of Mandailing community toward the cosmos.

18

In establishing and determining the orientation of buildings in Mandailing, people do not have to follow
the written standard terms and requirements on the similarity of thought. Generally the buildings face
onto the street and public open space (alaman bolak). However there are some stipulations made under
the agreement between the king and his people, and the beliefs of Mandailing society that Bagas Godang
building should face to the east or not against sunrise. Meanwhile, for ordinary peoples dwelling may be
built against the sunrise. This has been trusted and believed since long time ago because there is an
assumption that the king is the only one who could face the power of the sun as a source of life. In
addition to intellectual capacity, Mandailing King should also have magical or spiritual power
acknowledge by his people.
The roof of kings residence is in the shape of sarotole king (= old style) and silingkung dolok pancuran
(=the curved hill). These shapes show the symbols of the kings straits and glory in the community.
While at the king's relatives dwelling (kahanggi and anak boru), the roof is in the shape of silingkung
dolok pancucuran. In addition, the roof used at ordinary peoples residence is called sarocino roof (=
chinese style). This roof is signified with a ridge of straight or flat lines connecting 2 (two) or 4 (four)
tutup ari. This shape means a symbol of openness and acceptance of the charitable hearts to the visitors
(both local residents and immigrants). Silingkung dolok pancucuran roof is signified with a curved shape
at the edge of the roof connecting the 2 (two) or 4 (four) tutup ari. This shape means traits of the
patience regardless of their degree, rank and position, ready to accept the changes, improvements and
willingness to help others in need. Literally meaning, the shape of Silingkung dolok pancucuran
which is silingkung dolok means curvature of the hill and pancucuran symbolizing the place for
meeting with wife (= symbol of life). Thus, it can be concluded that this curved roof shape is an
adaptation of the natural conditions and symbols of Mandailing life associated with Bagas Godang
function for its supporting society.

Figure 4. Schematic roof shape of Mandailing Residence

(Source: Irma Nasution, 2006)
The number of steps of the kings residence, kings relatives and ordinary peoples has a hierarchy. In
the king's residence, the number of rungs is nine; in kings relatives, the number of rungs is five (for
kahanggi and anak boru residence), and in ordinary peoples, the number of rungs is three. Nowadays,
however, the numbers have been varying. The odd number of rungs gives symbolic meaning. Stairs with
nine rungs represent nine traditional leaders with their traditional authorities representing each huta from
the eight points of the compass, in which Bagas Godang as the center.
The most significant use of the post can only be seen on Godang Bagas buildings. The structure of the
Bagas Godang post is governed by the concept of composition with an odd number, ie 3, 5, 7, and 9.
These odd numbers are believed to be magical figure in the public life in Mandailing. Each numeral
reveals meaning, for example, numeral 5 is derived from the philosophy of lima gonop opat ganjil (fiveodd; four-even) implies that the custom must have five elements / custom components consisting of
suhut, mora, kahanggi, anak Boru, and pisang raut. Thus all cultural activities can be accomplished.
Numeral 3 means dalian natolu components consisting of mora, kahanggi, and anak Boru. Numeral 7 is
a manifestation of the philosophy of pitu sundut suada mara meaning up to seventh offspring remain
happy or away from danger. Numeral 9 means desa nawalu or huta (village) in eight points of the
compass in which Bagas Godang as the kings territory in the past. These also represent nine custom
device elements in a huta (ie raja, anggi ni raja, imbang raja, suhu ni raja, lelo ni raja, gading ni raja,
sibaso ni raja, bayo-bayo nagodang, dan goruk-goruk hapinis).

19

The post section is in the octagonal shape as an embodiment of eight points of the compass. Since Bagas
Godang is a must exist physical device in a huta, the Bagas Godang also belongs to the villages existing
in the eight points of the compass of the huta (nawalu village) along with the customary eight elements.
Ornament can be identified at the edge of the roof (salopsop), posts, beams covering the post, stair post
(hudon), railing fence, lisp lank beam, ventilation of the main door and tutup ari (alo angin) of Bagas
Godang. Ornament is only used by the king. This is because Bagas Godang is a symbol of the huta glory.
Further, ornaments used on tutup ari are the symbols of tradition and law practiced in Mandailing
community life. The triangle shape of tutup ari signifies the power in which people should not easily
give up in addressing indigenous issues, law and knowledge of progenitor (datu). The left sloping side is
called gaja manyusu meaning the poor deserve to get assistance in terms of food and any other needs.
While right sloping side is called naniang pamulakkon meaning those who get help must show their
gratitude to the king for his help. These people are encouraged to support their own life after their only
once request for help. The shapes of ornament adopt many geometric shapes and functional items. While
the ornament found on the vent parts of the main door is in the shape of the sun, called parbincar
mataniari ornament.
From the discussion above, it can be highlighted that the location of housing and the
environment is determined by considering three aspects in which at the same time become a hierarchy.
These aspects are (a) banua, (b) system of belief associated with the river and the sun and (c) natural
conditions. The location of residence and other physical objects are determined based on the suitable
area. Further, the orientation is determined by the location of the river and the position of the sun. If the
natural condition is unlikely to make it happen, the orientation can be changed as long as it is not far from
the river and not against the sunrise. In this case, the application of the banua concept and orientation
toward the location of the river is very consistent. While the belief system in the power of the solar,
depends much on the natural conditions.

3.2 Principles of Mandailing Traditional House

Manifestation of Mandailing traditional architecture is much more different from other architecture
in the Batak land. Mandailing traditional house has simpler shape and function. It is also more efficient
and economical compared to Toba traditional house which is strongly influenced by animism.
However, the cosmological view of the three parts of the macrocosm (parginjang, tonga, partoru)
remains applied in residence likened to a microcosm. Traditional architecture represents the
principles of panggung house architecture symbolizing three parts of the universe, namely:
1. Parapi (storey), as banua parginjang,
2. Bagas (main house), as banua Tonga, and
3. Taruma ni Bagas (house pit), as banua partoru.
Along with time change and socio-economic development, now anyone is possible to build Bagas
Godang without following the above conditions. Some Bagas Godang previously used as the kings
house have been restored and designated as heritage buildings. These include Bagas Godang
Panyabungan Tonga and Pidoli the Royal Heritage of Nasution, Singengu Bagas Godang, Hutagodang
and Pakantan- the Royal Heritage of Lubis.

3.3 Complex of Bagas Godang

Location of Bagas Godang complex in Mandailing area can be identified in the region of Mandailing
Godang and Mandailing Julu in Panyabungan district (Mandailing Godang), Kotanopan and
Muarasipongi districts (Mandailing Julu) respectively. Each Bagas Godang complex can be found in
Panyabungan Tonga and Pidoli Dolok villages, Panyabungan District. In addition to these villages,
Bagas Godang complex can also be found in Singengu and Hutagodang villages located in District
Kotanopan, as well as Pakantan village located in Muarasipongi District. The location of Godang Bagas
can be seen in Figure 5 below.

20

Figure 5. The location and shape of Bagas bodang in Mandailing

(Source: Irma Nasution, 2006)
Currently, not all areas in both regions indicate the existence of Mandailing Godang Bagas building.
Some of the remaining sites show only the foundations. In addition to its extinction, the heirs lack of
fund to maintain Godang Bagas has also made it worse. Currently, the existing Godang Bagas complex
is still maintained both by the heir and the government.

3.4 Similarities and Differences of Bagas Godang in Mandailing

From observation of the physical elements of Bagas Godang, some similarities can be identified.
The existing similarities can be analyzed as follows:
1.
2.

3.

4.

5.

6.

4.
7.

The location of each Bagas Godang in villages is closed to the river in line with
Mandailing peoples beliefs.
The orientation of buildings in the foundation, each Bagas Godang in Mandailing shows
building orientation toward the alaman bolak as the central orientation of the community and a
gathering place during traditional ceremonies.
The entire existing supporting building complex in Bagas Godang has alaman bolak orientation.
However, the supporting building is not complete anymore and there are even other additional
buildings.
The entire Bagas Godang building is panggung house divided into sections signified with the
top/head (banua parginjang), middle / body (banua tonga) and bottom / feet (banua partoru)
constituting the manifestation of the creator-- datu natumompa tano nagumorga langit (= the
tempering of the earth and the creator of the universe).
The space setting of Bagas Godang on each is grouped into three areas namely peranginanginan, pantar tonga and bilik. Each Bagas Godang has a spacious Pantar tonga and positioned
in the middle of the room. While in the Pantar tonga space, there is a rule for seating position of
dalian natolu components in traditional ceremonies. Each area or seating area is divided into
two, namely Uluan (head) and Talaga (feet), in which these areas depend on the composition
of existing space such as Uluan Talaga. This is determined by its proximity to the door,
both front and rear doors of the building.
The shape of the pillars is octagonal. All Bagas Godang posts have the same shape. Posts are
arranged with an odd arrangement principle and revealing its own meaning and symbol.
These represent their own symbols as the component symbols in a social system (Dalian natolu),
huta members helping the king, as well as the hope of a happy life and
avoided from any danger to residents of the Bagas Godang .
Floor beams at each Bagas Godang are made of wood and use a peg system structure (knock
down).

21

8.
9.

Wall material of Bagas Godang and installation method does not show any difference.
Other appendages characterizing Bagas Godang in Mandailing is the presence of tutup ari
ornaments with symbols of indigenous law, perangin-anginan shape bounded with a railing
fence. There is also staircase located right in front and not hidden, with post cap beam and
staircase, as well as many openings (doors and windows) describing the occupants or the
society is open-minded and easy to adjust to the new environment.

From the similarities described above, one conclusion can be drawn that the Bagas Godang in
Mandailing was built based on the values of the same culture such as religion, social life, kinship,
philosophy of life, personality, customary law and historical journey previously ook place. Bagas
Godang also experiencing growth that is influenced both from within the culture itself and from outside
the culture (technology and economics, foreign cultures and religions). From the observation in the field,
the authors obtained a summary about the differences observed in Bagas Godang in Mandailing. The
differences can be seen in the following table.
Table Elements of Physical Differences and non Physical Bagas Godang in Mandailing
Table Elements of Physical Differences and non Physical Bagas Godang in Mandailing

22

3.5 Factors Contributing to Differences

Some differences in the shape of Bagas Godang and the contributing factors can be described as follows:

Different location of
Bagas Godang is influenced by certain conditions not only
technically, views, but also geographic conditions where was built, making the building must be
moved to another place.

Generally, Bagas Godang located in areas with lower topography and closed to the
economic and trade center shows more changes due to technological development and relatively
fast economic growth in this area. While Bagas Godang in areas with higher topography shows
more natural building.

Environmental and geographical conditions of Mandailing bordering with the tribal region
whose diverse ethnic make it easy for Mandailing to rapidly develop and accept a variety of
influences and differences.

Some differences are driven by the sacred provisions that cannot be eliminated. Another
contributing factor to the differences is the increasing demands of life due to cultural
development are inevitable.

The different facade of Bagas Godang is influenced by the geographical location and cultural
proximity to the outside culture intersection. Godang Mandailing region is an area of the earliest
to make contact with Western culture. This condition shows significant development and
physical changes of Bagas Godang in Panyabungan Tonga and Pidoli. The factor of building site
closed to the road connecting the Mandailing region with other cultural areas (such as the
Minangkabau, Angkola and Toba) also showed its influence. Although the values of foreign
cultures do not significantly affect Mandailing culture, the similarities were evidently adapted.

The high democratic values of Mandailing society put the king to have his own autonomy to
build Godang Bagas as he wishes and needs.

The different number of posts on each Bagas Godang is determined by raja pamusuk the king or
the village leaders donating the post. The more donators, the more number the posts.

The use of ornaments is mostly found in areas with higher topographical condition and far
inland. This natural condition and the peoples livelihoods of farming and gardening, they used
to make craft. Therefore, peoples appreciation to make the ornaments in this area is higher than

23

those communities in the lower plains exposed with outside influences directly. In
addition, the status of the king in this region (Mandailing Julu) is the king with main position in
Mandailing.

4.

Conclusion

Despite the different forms of Bagas Godang, the values of the same cultural roots can still be identified.
The discrepancies do not necessarily eliminate the values contained in the building. Meanings and
symbols of social and cultural life are still maintained along with the development of culture and
the demands of the time. The influence of foreign cultures is inevitable. However, if these cultures are
widely used, they will be able to enrich local culture.
In its development, Bagas Godang is expected to remain a heritage building firmly standing as the
identity of the triumphed cultures in the past. Regional culture which is based on traditional architecture,
in its development is determined by various factors and participations of various parties. Mandailing
community, both young and old generation, should put their top efforts in understanding and developing
cultural values to prevent them from extinction. The cultural values, embodied in physical appearance of
the traditional buildings, should be considered useful for the behavior of their subsequent society.
This applies to every supporting community and the Bagas Godang heirs. The governments role is to
initiate efforts to cultivate and conserve traditional culture supported by the scientific policies and not on
the basis of the certain party needs. Meanwhile, the private sector acts as a medium for tourism
advertisement. The direction of this development cannot be separated from the availability of
physical and non-physical facilities. A clear and focused effort from third-party participation is expected
to overcome the early extinction of the traditional buildings and to direct the development of traditional
potentials more broadly.

24

BATANGKUIS ECO WATERFRONT INTEGRATED HOTEL

(TEMA : ARSITEKTUR EKOLOGIS)

M. Irfan Meianda Putra Hamid

Mahasiswa Magister Teknik Arsitektur USU

Abstract: Batangkuis Region has a heterogeneous community. Batangkuis

Region is currently developing towards the TOD area (Transit Oriented
Design) which will make the rod into the Batangkuis Region role of satellites
in the region Mebidang. This will certainly affect the activity of the
community that will make activities and mobility mayarakatnya be high.
Society became more advanced activities, among others, with the planning of
infrastructure development among other areas is the Hotel.
In general, the hotel building air condition apply artificial system by using
air conditioning, artificial lighting such as the use of headlights in the
daytime, water use is inefficient, and too dependent on energy from the PLN
and PDAM who in their operations using the results of the exploratory nature
that, if used in excess would be bad for the ecosystem balance in nature.
Besides causing costs for maintenance and care (maintenance) is high. It is
considered wasteful and inefficient, but if menggunanakan natural aeration
systems, natural lighting and natural water supply, then the cost of
maintenance and care (maintenance) will be low. This certainly would be a
strategic move, especially for the hotel building which incidentally has a
vision to continue to improve profitability (profit) company.
Batangkuis Eco Waterfront Integrated Hotel is expected to provide new
experiences for visitors, not only enjoy the natural beauty of the course, but
visitors can also take advantage of hotel facilities as a place where visitors
live in a tourist trip to the region Batangkuis Integrated Eco Waterfront
Hotel. Other facilities that can be utilized by visitors is the tourist facilities of
water (water bikes, canoes, boats and other) that will give the feel of a very
pleasant and natural.

1.

Pendahuluan

1.1 Latar Belakang

Kawasan Batang Kuis memiliki komunitas yang bersifat heterogen. Kota Batang Kuis saat ini sedang
berkembang menuju Kawasan TOD (Transit Oriented Desain) yang akan menjadikan Batang Kuis
berperan menjadi Kota satelit di kawasan Mebidang. Hal ini tentu akan mempengaruhi bagi aktifitas
masyarakat yang akan membuat aktifitas dan mobilitas mayarakatnya menjadi tinggi. Kegiatan
masyarakat menjadi semakin maju, antara lain dengan adanya perencanaan pembangunan infrastruktur
kawasan yang antara lain adalah Hotel.
Pada perencanaannya, terdapat beberapa permasalahan seperti perencanaan Batangkuis Eco Waterfront
Integrated Hotel kurang memperhatikan faktor alam, sehingga ekosistem alami kawasan perencanaan ini
menjadi terganggu. Sehingga akan mempengaruhi tingkat kenyamanan alami bagi pengguna bangunan.
Pada umumnya, Bangunan hotel mengaplikasikan sistem air condition buatan dengan menggunakan AC,
penerangan buatan seperti penggunaan lampu di siang hari, penggunaan air secara tidak efisien, dan
terlalu bergantung pada energi dari pihak PLN dan PDAM yg dalam operasionalnya menggunakan hasil
dari eksplorasi alam yang jika dipergunakan secara berlebih akan berdampak buruk bagi keseimbangan
ekosistem di alam ini.

25

Bangunan hotel cenderung mengaplikasi sistem pengudaraan, penyediaan air bersih dan pencahayaan
buatan, hal ini menyebabkan biaya untuk pemeliharaan dan perawatan (maintenance) menjadi tinggi. Hal
ini disebabkan oleh sistem tersebut memiliki batas pemekaian yang harus selalu diperbaiaki bahkan
diperbaharui untuk penggunaannya dalam jangka pemakaian tahunan. Hal ini dinilai boros dan tidak
efisien, karena untuk perawatannya harus membayar jasa perawatan dari pihak luar dan tidak dapat
memaksimalkan tenaga kerja sendiri untuk perawatan sistem tersebut. Namun jika menggunanakan
sistem pengudaraan alami, pencahayaan alami dan penyediaan air alami, maka biaya pemelihaan dan
perawatan (maintenance) akan rendah dan pada prosesnya dapat memanfaatkan jasa dari pihak
pemeliharaan gedung sendiri, sehingga biaya pemeliharaan dan perawatannya akan semakin rendah. Hal
ini tentu akan menjadi langkah strategis, terutama untuk bangunan hotel yang notabene memiliki visi
untuk terus meningkatkan keuntungan (profit) perusahaan.

Batangkuis Eco Waterfront Integrated Hotel diharapkan dapat memberikan pengalaman yang baru bagi
pengunjung, bukan hanya menikmati keindahan alam saja tetapi pengunjung juga dapat memanfaatkan
fasilitas hotel sebagai tempat para pengunjung bermukim dalam perjalanan wisatanya ke kawasan
Batangkuis Eco Waterfront Integrated Hotel. Fasilitas lain yang dapat dimanfaatkan oleh para
pengunjung adalah fasilitas wisata air (sepeda air, kano, sampan dan lainnya) yang akan memberikan
nuansa yang sangat menyenangkan dan alamiah.

1.2 Manfaat
Dimana nantinya desain Batangkuis Eco Waterfront Integrated Hotel ini akan dapat memberikan manfaat
yang antara lain sebagai berikut :
a.

Memberikan fasilitas penginapan dalam jangka pendek bagi para pengunjung atau wisatawan
Waterfront City maupun para pekerja yang bekerja di sekitar Waterfront City.

b.

Terciptanya sistem bangunan yang dapat menghasilkan energinya sendiri (misalnya, energi
panas yang menggunakan photo-voltaics, atau energi angin) . Terciptanya komunitas bangunan
yang hemat energi ini maka diharapkan kawasan ini akan menjadi kawasan yang berkelanjutan
dan sangat nyaman bagi para pendatang, pekerja dan orang orang yang bermukim di kawasan
Bandara Internasional Kuala Namu ini

c.
d.

Terciptanya kenyamanan bagi pengguna bangunan hotel.

Terciptanya bangunan yang ramah lingkungan dengan menerapkan prinsip prinsip bangunan
ekologis, baik itu dari segi pecahayaan alami, pengudaraan alami dan penyediaan air bersih
alami.
Terciptanya dampak positif bagi kesehatan pengguna hotel, Hal ini karena sinar matahari
diperlukan untuk vitamin D alami pada tubuh yang dapat meningkatkan sistem kekebalan tubuh
Selain itu untuk memberikan kenyamanan bagi pengguna, sistem bukaan alami dan
pengudaraan alami juga perlu di buffer sehingga dapat dikontrol dan tidak berlebihan.
Terciptanya dampak positif bagi keberlangsungan operasional hotel secara khusus dan
keberlangsungan lingkungan di sekitarnya, dan Terciptanya prinsip hemat energi, low-cost
maintenance, dan ramah lingkungan. Yang pada akhirnya akan memberikan dampak positif
bagi keuntungan (profit) perusahaan yang menggunakan hotel hemat energi ini.
diharapkan desain bangunan hotel dengan menerapkan konsep hemat energi ini dapat menjadi
inspirasi bagi perencanaan bangunan di sekitarnya
Meningkatkan citra dan kualitas pariwisata Indonesia pada umumnya, dan Medan pada
khususnya.

e.

f.

g.
h.

Hal ini sesuai arahan Rencana Pusat Kegiatan Kawasan Mebidang yang menempatkan Batang Kuis
sebagai pusat perdagangan dan jasa, pusat permukiman pusat rekreasi dan olahraga. Hotel ini akan
menjadi bagian dari fasilitas penginapan di Batang Kuis yang juga memiliki fasilitas rekreasi air.

26

2.

Deskripsi Proyek

2.1 Pengertian Tema

Tema yang diangkat oleh penulis adalah tema Arsitektur Ekologis, yang dalam penerapannya diharapkan
desain bangunan dapat memberikan dampak yang positif bagi pengguna bangunan dan lingkungan di
sekitarnya. Dimana bangunan kantor yang akan didesain akan memiliki sistem alamiah (Natural System)
yang diharapkan akan mampu memberikan kenyamanan, kesehatan bagi penggunanya, serta dapat ikut
berperan dalam memperbaiki ekosistem pada kawasan perencanaan secara luas. Untuk memahami
makna, maksud serta prinsip dari Arsitektur Ekologis, penulis akan menjabarkannya pada pemahaman
pada paragraf ini.
Hal yang perlu dipahami pertama adalah makna dari Ekologi, ekologi adalah : ilmu yang mempelajari
hubungan timbal balik antara makhluk hidup dan lingkungannya. Istilah ekologi pertama kali
diperkenalkan oleh Ernst Haeckel, pada tahun 1869 sebagai ilmu interaksi antara segala jenis makhluk
hidup dan lingkungannya.
Dalam perkembangannya, pemahaman dari konsep dasar ekologi dikembangkan ke dalam sebuah desain
Arsitektur, sehingga muncul sebuah konsep desain yang baru di dalam dunia arsitektur yakni Arsitektur
Ekologis. Arsitektur Ekologis, berasal dari kata arsitektur dan ekologi. Dimana Arsitektur memiliki
makna seni dan ilmu dalam merancang bangunan, yang mencakup perancangan keseluruhan lingkungan
binaan, mulai dari level makro yaitu perencanaan kota, perancangan kota, arsitektur lansekap, hingga
ke level mikro yaitu desain furniture dan produk, dan ekologi yang berasal dari bahasa Yunani dapat
diartikan sebagai ilmu yang mempelajari hubungan timbal balik antara makhluk hidup dengan
lingkungannya (misalnya iklim, tanah, air, dan lainnya).
Sehingga pada akhirnya Arsitektur Ekologis dapat dimaknai sebagai dimensi ekologis dalam arsitektur
yang penuh perhatian kepada lingkungan alam dan sumber alam terbatas. Arsitektur Ekologis juga
dapat dimaknai sebagai pembangunan lingkungan binaan sebagai kebutuhan hidup manusia dalam
hubungan timbal balik dengan lingkungan alamnya. Arsitektur ekologis merupakan penggabungan
arsitektur dan ekologi, yaitu konsep yang juga mempertimbangkan keberadaan dan kelestarian alam,
disamping konsep-konsep arsitektur bangunan itu sendiri.

2.2 Teori Arsitektur Ekologis

a.

Ken Yeang
Di dalam bukunya yangberjudul A Manual for Ecological Design, Ken Yeang menjabarkan
beberapa prinsip ekologis yang antara lain seperti penerapan pola 3R, yakni Reduce
(mengurangi pemborosan energi), Reuse (menggunakan kembali material sisa), dan Recycle
(konsep daur ulang energi) mulai dari tahapan proses membangun sampai dengan perawatan
pada bangunan yang didesain. Secara makro, Ken Yeang juga menjelaskan pentingnya
menyediakan koridor koridor ekologis seperti ruang terbuka hijau, baik itu secara horizontal
maupn secara vertikal.

b.

Heinz Frick
Heinz Frick memeiliki beberapa prinsip bangunan ekologis yang antara lain seperti :
1) Penyesuaian terhadap lingkungan alam setempat.
2) Menghemat sumber energi alam yang tidak dapat diperbaharui dan menghemat penggunaan
energi.
3) Memelihara sumber lingkungan (udara, tanah, air).
4) Memelihara dan memperbaiki peredaraan alam.
5) Mengurangi ketergantungan kepada sistem pusat energi (listrik, air) dan limbah (air limbah
dan sampah).
6) Kemungkinan penghuni menghasilkan sendiri kebutuhannya sehari-hari. Memanfaatkan
sumber daya alam terbsekitar kawasan perencanaan untuk sistem bangunan, baik yang

27

berkaitan dengan material bangunan maupun untuk utilitas bangunan (sumber energi,
penyediaan air).aharui yang terdapat di
c.

Georg Lippsmeier
Menurut Lippsmiere di dalam bukunya Tropenbau Building in the Tropics iklim tropis
dijelaskan bahwa Indonesia mempunyai kelembaban relatif (RH) yang sangat tinggi (terkadang
mencapai 90%), curah hujan yang cukup banyak, dan rata-rata suhu tahunan umumnya berkisar
23C dan dapat naik sampai 38C pada musim panas. Maka beberapa prinsip ekologis seperti
sistem pencahayaan alami, pengudaraan alami, serta proteksi terhadap iklim harus diterapkan di
dalam desain bangunan.
Georg Lippsmeier memiliki beberapa metoda penelitian, yang salah satunya adalah perhitungan
arah datang matahari dan sudut jatuhnya bayangan. Hal ini penting diteliti, sebagai analisa
dalam menentukan jenis bukaan, shadding dan orientasi dari bangunan yang akan di desain pada
suatu kawasan.

Gambar 1. Diagram Matahari (Sumber: Georg Lippsmeier)

2.3 Konsep Urban Farming

Urban farming merupakan aktivitas pertanian di dalam atau di sekitar kota yang melibatkan ketrampilan,
keahlian dan inovasi dalam budidaya dan pengolahan makanan. Dorongan utama aktivitas ini selain
upaya memberikan kontribusi pada ketahanan pangan, menambah penghasilan masyarakat sekitar juga
sebagai sarana rekreasi dan hobi.
.

Gambar 2. Varietas Urban Farming (Sumber: Google)

Urban farming merupakan aktivitas pertanian di dalam atau di sekitar kota yang melibatkan ketrampilan,
keahlian dan inovasi dalam budidaya dan pengolahan makanan. Dorongan utama aktivitas ini selain
upaya memberikan kontribusi pada ketahanan pangan, menambah penghasilan masyarakat sekitar juga
sebagai sarana rekreasi dan hobi.
Urban farming, tidak memerlukan lahan yang luas. Apabila kita menyukai berkebun, bertaman, atau
memanfaatkan lahan di rumah dengan tanaman sayur, buah dan tanaman hias. Maka aktivitas yang
bersifat rekreasi ini dapat menjadi sesuatu yang bermanfaat. Komunitas ini akan makin banyak dan saling
berbagi.
Diharapkan di masa mendatang urban farming akan menjadi model rekreasi, ekonomi dan
kewirausahaan, penelitian, kesehatan dan kesejahteraan serta pemulihan dan perbaikan lingkungan hidup.

28

Urban farming juga akan menciptakan keindahan dan suasana asrinya pedesaan dalam lingkungan kota
yang modern.
Percepatan pertumbuhan yang sangat luar biasa, sehingga konversi dari lahan pertanian ke non pertanian
terlalu cepat. Dengan makin tumbuh dan bergesernya rural menjadi urban yang modern, tentu hal ini
cukup menganggu bagi ketahanan pangan di masa depan.
Kesadaran akan kebutuhan udara yang bersih, kenyamanan dalam lingkungan hidup, makin membuat
konsep urban farming ini diterima lebih cepat oleh warga kota. Bahkan dengan lahan yang sempitpun
kreatifitas warga kota tidak akan berkurang.
Dalam penerapannya, konsep urban Farming ini dapat diaplikaskan pada konsep bangunan bangunan
pada kawasan perkotaan. Sebagaimana kita ketahui bersama bahwa ruang terbuka hijau di kawasan
perkotaan sangat sedikit dan sulit untuk dapat mencapai 30% dari area tertutup bangunan (Building
Coverage), untuk itu perlu adanya pendekatan desain bangunan yang menerapkan roof garden pada
kawasan kota berkepadatan tinggi. Dimana dengan sedikitnya kesempatan untuk ruang terbuka hijau
secara horizontal, maka dapat direcanakan secara vertikal, dan konsep ini sudah sangat banyak
diaplikasikan pada kota kota berkembang yang memiliki kepadatan yang tinggi.
Dalam penerapannya, konsep roof garden ini dinilai cukup efisien dalam memperbaiki suhu mikro dan
kualitas udara pada kawasan perkotaan, namun umumnya konsep penghijauan yang diaplikasikan
umumnya sejenis bunga ataupun rumput yang cenderung tidak banyak menghasilkan karena tidak
memiliki buah, dan hanya menghabiskan biaya pada perawatan dan pemeliharaannya.
Dengan memadukan konsep Urban Farming dan konsep Roof Garden ini, maka muncullah sebuah
konsep desain pada bangunan tinggi di perkotaan yang berkepadatan tinggi, yakni konsep Vertikal
Farming. Dimana dari varietas yang ditanami pada bangunan ini dapat dipanen, sehingga dapat
memberikan manfaat yang positif bagi pemilik bangunan dan lingkungan sekitarnya.

3.

Analisis

3.1 Analisa Iklim (BMKG Stasiun Sampali)

Kawasan ini beriklim tropis dengan suhu rata-rata 27C. Suhu maksimuin rata-rata 28,4C dan suhu
minimum rata-rata 25,8C dengan kelembaban rata-rata 83%.

29

Bulan Januari - Juni kecepatan angin di Kawasan ini relatif kencang yaitu antara 0,9 1.2 m/detik. Arah
Angin dominan Timur Laut
Musim barat terjadi pada bulan Januari - Juni, dengan curah hujan antara 12 - 236 mm. Musim timur
terjadi pada bulan Juli - Desember, dengan curah hujan antara 71 - 250 mm. Musim peralihan terjadi pada
bulan Maret-Mei dan bulan September-November. Curah hujan terbesar terjadi pada bulan SeptemberDesember dengan curah hujan terbesar 315 mm.

Bulan April Agustus lama penyinaran matahari mencapai 4,6 5,9 jam, ini merupakan saat yang paling
cerah di kawasan ini.

3.2 Analisa Matahari

Analisa ini dilakukan dengan menerapkan metode penelitian Georg Lippsmeier dengan diagram matahari
dipadukan dengan modeling yang dilakukan pada software Google Sketchup 8 sebagai perbandingannya.

30

4.

Konsep Perancangan

Konsep Desain Bangunan Hotel

Gambar 3. Desain Batangkuis Eco Waterfront Integrated Hotel

31

a) Balkon sebagai bidang pembayang

Gambar 4. Efek Pembayang pada Desain Balkon Hotel

Balkon pada setiap kamar hotel didesain berbeda setiap lantainya. Hal ini bermanfaat sebagai bidang
pembayang atau shadding pada bangunan, sehingga para penghuni hotel akan merasa nyaman. Pada
prosesnya, desain dari balkon hotel ini telah melalui tahapan simulasi model dengan menggunakan
software Google Sketchup 8, sehingga dapat diketahui tingkat keberhasilan dan efektifitas dari balkon ini
sebagai bidang pembayang pada bagunan hotel ini.
b) Urban Farming

Gambar 5. Desain Balkon Hotel dengan Planter Box (Urfan Farming)

Pada balkon bangunan hotel ini didesain planter box untuk menanam tanaman yang dapat di produksi, hal
ini sebagai penerapan dari konsep urban farming. Dimana nantinya kebutuhan garnish (pelengkap
makanan seperti kol, timun, wortel) dari bangunan hotel ini dapat diproduksi secara mandir pada
bangunan ini, sehingga mengurangi biaya operasional konsumsi manajemen hotel secara efektif.

Gambar 6. Varietas Urban Farming (Sumber: Google)

Penulis menerapkan ide urban farming di bangunan hotel hijau ini, seperti bercocok tanam dan bertani
dapat dinikmati langsung penghuni bangunan.

32

Di atas lahan terbatas, Penulis merancang sistem pertanian yang juga berfungsi memperbaiki kualitas
udara di dalam bangunan. Pengairan dan penyiraman kebun menggunakan air bekas dan air hujan, media
tanam ada yang berupa tanah hidroponik dalam pot agar unsur hara di dalamnya terjaga sesuai
kebutuhan masing-masing jenis tanaman. Sampah domestik dimanfaatkan dengan mengolahnya
menjadi pupuk kompos.
Selain itu juga dapat berperan sebagai elemen vegetasi pada desain eco balcony, dan dapat berperan
menjadi buffer yang baik terhadap terik matahari, debu, dan kebisingan
c) Green Roof (Atap Hijau)

Gambar 7. Atap hijau pada bangunan Convention Centre

Desain atap hijau pada bangunan ini berfungsi memperbaiki kualitas udara di dalam bangunan.
Pengairan dan penyiraman kebun menggunakan air bekas dan air hujan,

Gambar 8. Konsep Hidrologi Atap Hijau

d) Konsep Rekreasi Kawasan Hotel

Gambar 9. Grand Amphithetre pada Danau

Batangkuis Eco Waterfront Integrated Hotel diharapkan dapat memberikan pengalaman yang baru bagi
pengunjung, bukan hanya menikmati fasilitas hotel saja tetapi pengunjung juga dapat menikmati
keindahan alam sebagai tempat para pengunjung bermukim dalam perjalanan wisatanya ke kawasan
Batangkuis Eco Waterfront Integrated Hotel. Fasilitas lain yang dapat dimanfaatkan oleh para
pengunjung adalah fasilitas wisata air (sepeda air, kano, sampan dan lainnya) yang akan memberikan
nuansa yang sangat menyenangkan dan alamiah.

33

Salah satunya adalah Grand Amphitheatre yang merupakan sarana rekreasi untuk menonton pertunjukan
Dramatic Water. Amphitheatre ini dapat diakses oleh semua orang (tidak hanya oleh pengunjung hotel).
Amphitheatre ini merupakan fasilitas yang bersifat publicUntuk itu disediakan parkir khusus di area ini.

Gambar 10. Taman Konservasi Pohon Trembesi / Ki Hujan

Gambar 11. Suasana Taman Konservasi Pohon Trembesi / Ki Hujan

Lokasi rekreasi lainnya adalah Taman Konservasi Pohon Trembesi / Ki Hujan yang merupakan fasilitas
rekreasi yang menerapkan prinsip ekologis, yaitu konservasi tanaman hijau.
Jenis pohon yang dikonservasi adalah jenis Pohon Trembesi sebagai jenis pohon yang dinilai paling
efektif dalam menyerap CO2, dan keberadaan varietas tanaman jenis ini sudah semakin langka, seiring
dengan perkembangan zaman. Maka penulis berfikir untuk dapat mengkonservasi varietas tanaman ini
pada nuansa taman yang dapat dinikmati pengunjung dan akan berdampak positif pada kualitas udara
oada kawasan Batangkuis Eco Waterfront Integrated Hotel.

e) Menciptakan Energi Alternatif

Gambar 12. Sistem Turbin yang dipasang diantara dua masa bangunan hotel (wind catcher)

34

Gambar 13. Sistem Turbin yang diaplikasikan

Salah satu sistem yang diaplikasikan adalah sistem Turbin Angin atau Wind turbin yang dapat
menghasilkan energi listrik kinetik yang dapat memangkas penggunaan energi listrik total sebesar 11% 15%.Dimana sistem Eco Technology ini mampu mengurangi konsumsi energi listrik dari PLN. Ini
merupakan salah satu teknologi yang tepat untuk bangunan yang menerapkan konsep ekologis pada
bangunan.

Gambar 14. Sistem Turbin jenis Helix

35

Keuntungan Wind turbin jenis ini adalah penampang dari Helix Wind Turbine ini mampu menangkap
angin dari segala arah tanpa terkecuali.Posisi tertinggi dinilai dapat memaksimalkan fungsi dari turbin
jenis ini.

Gambar 15. Sistem Turbin jenis Helix

Gambar 16. Sistem Photovoltaic (solar collector) yang diaplikasikan

Untuk memaksimalkan konsep Ekologis yang ramah lingkungan dan hemat energi pada bangunan ini,
mengaplikasikan sistem Photovoltaic (Solar Panel). Yang dalam desain bangunan ini posisikan di
bagian atau sisi terluar dari Wind Catcher pada bagian atas bangunan (Roof Top). Letaknya yang berada
di atas dari bangunan ini dinilai sangat memungkinkan kinerja dari Solar Panel ini menjadi lebih
maksimal menangkap dan menginfiltrasi energi sinar matahari. Sehingga dinilai sangat relevan dalam

36

pengaplikasiannya sebagai alat yang mendaur ulang energi alami menjadi energi listrik dalam konsep
Ekologis.
Photovoltaic (Solar Panel) ini akan memanfaatkan sumber daya alam yakni energi dari sinar matahari,
yang mana panel2 ini akan menangkap energi dari sinar matahari untuk kemudian diubah menjadi energi
listrik alamiah yang akan memangkas penggunaan energi listrik dari PLN.
Selain fungsinya yang sangat baik itu, penggunaan sistem Solar Panel ini juga dinilai akan mampu
membuat tampilan dari fasade bangunan menjadi lebih modern, estetis, dan ramah lingkungan. Yang
tentunya akan menaikkan rating bangunan ini sendiri dalam ketegori Ekologis.

5.

Kesimpulan

Dari penjabaran dari teori teori Ekologis dan penerpan konsep ekologis di atas, penulis memberikan
beberapa kesimpulan mendasar tentang Arsitektur Ekologis dan beberapa penerapannya di dalam sebuah
desain, yang antara lain meliputi :
a)

b)

c)

d)
e)

f)

g)

h)

i)

Bangunan yang Ekologis menerapkan dasar 3R, yakni Reduce (mengurangi pemborosan energi),
Reuse (menggunakan kembali material sisa), dan Recycle (konsep daur ulang energi). Dengan
pola ini, diharapkan desain bangunan tidak akan membebani alam dan lingkungan sekitar dengan
pemborosan energi yang bersumber dari alam, namun energi pada desain bangunan dapat
menggunakan potensi alam.
Jika pada kawasan perancangan tidak memiliki luasan yang cukup untuk area terbuka hijau, maka
dapat diambil langkah dengan menerapkan desain area hijau secara vertikal yakni pada area atap
bangunan (roof garden) dan pada bagian dnding dari desain bangunan, sehingga bangunan tetap
nyaman, sehat dan ramah lingkungan.
Memelihara dan memperbaiki peredaraan alam (ekosistem), dimana vegetasi yang biasanya
hanya bersifat pendukung dapat menjadi sistem alamiah di dalam menurunkan suhu mikro
kawasan serta bangunan, mereduksi polutan, menyerap CO dan memproduksi O2 sehingga
bangunan akan nyaman serta sehat dengan sistem alamiah ini. Desain bangunan Ekologis
memiliki beberapa sistem sistem alamiah (Natural System) yang diharapkan akan mampu
memberikan kenyamanan, kesehatan bagi penggunanya, serta dapat ikut berperan dalam
memperbaiki ekosistem pada kawasan perencanaan secara luas.
Vegetasi juga dapat berperan menjadi pelindung panas, hal ini dapat dicapai dengan menerapkan
sistem penataan vegetasi pada area dinding bangunan.
Arsitektur Ekologis tidak hanya mencakup teknologi yang diaplikasikan untuk mendukung prinsip
ekologis saja, tapi lebih kepada penerapan desain yang ekologis secara arsitektural pada bangunan.
Sehingga kenyamanan yang dirasakan oleh pengguna bangunan akan maksimal, dan tentunya
ramah terhadap lingkungan dan alam sekitarnya.
Memelihara sumber lingkungan (udara, tanah, air). Hal ini dapat dicapai dengan pendekatan tata
vegetasi dimana vegetasi dapat menjadi elemen pengudaraan alami yakni sebagai penangkap
angin (wind catcher) untuki kemudian mengarahkannya ke dalam bangunan. Untuk menjaga
kualitas tanah, vegetasi cukup baik untuk menjaga tata hidrologi pada tanah.
Penghuni ikut serta secara aktif dalam perencanaan pembangunan dan pemeliharaan bangunan,
dan penghuni dapat menghasilkan sendiri kebutuhannya sehari-hari. Konsep yang dapat
diaplikasi adalah konsep urban farming, dimana penghuni bangunan dapat menanam varietas
vegetasi pertanian yang dapat menghasilkan buah yang dapat dikonsumsi. Penghuni akan
melewati fase 3M, yakni Menanam, Merawat, dan Memetik hasil dari pertanian mini pada
bangunan. Hal ini tentu akan menambah nilai produktifitas bangunan. Nilai produktifitas ini akan
mengurangi ketergantungan terhadap sumber daya alam yang biasa mendistribusi tanaman
pertanian ke kota (bensin kendaraan / minyak bumi).
Bangunan yang nyaman bagi kondisi thermal, audial maupun visual dalam cara-cara alami. Untuk
itu bangunan harus tanggap terhadap masalah dan potensi iklim dan konteks lingkungan setempat
sehingga menghasilkan sisitem bangunan alami yang hemat energi.
Memanfaatkan sumber daya alam terbaharui yang terdapat di sekitar kawasan perencanaan untuk
sistem bangunan, baik yang berkaitan dengan material bangunan maupun untuk utilitas bangunan.

37

Daftar Pustaka
[1] Baud-Bovy M. and Lawson F.R (1999) Tourism and Recreation Planning and Design, The
Architectural Press, Oxford
[2] De Chiara.Joseph,and John Calender.1981.Time Saver Standart for Building Types.Mcgraw Hill
Book Company.New York.
[3] Frick, Heinz., dan Tri Hesti M., 2006, Arsitektur Ekologis, Penerbit Kanisius, Yogyakarta
[4] Frick, Heinz., dan Pujo. L. S., 2007, Ilmu Konstruksi Perlengkapan dan Utilitas Bangunan 2,
Penerbit Kanisius, Yogyakarta
[5] John G. and Campbell K. (1993), Outdoor Sports, Handbook of Sports and Recreational Building
Design, Vol.1, Butterworth Architecture and The Sports Council, Oxford
[6] Lawson F.R. (1995) Hotels and Resorts Planning, Design and Refurbishment, the Architectural
Press, Oxford.
[7] Lawson F.R. (2000) Congress, Convention, and Exhibition Facilities: Planning, Design and
Management, The Architectural Press, Oxford
[8] Lippsmeier, Georg, 1980, Tropenbau Building in the Tropics, Penerbit Verlag Georg D.W Callwey,
Munchen
[9] Lippsmeier, Georg, 1994, Bangunan Tropis, Penerbit Erlangga, Jakarta
[10] Neufert, Ernst dan Sjamsu Amril, (1995), Data Arsitek, Jilid 2 Edisi Kedua, Penerbit Erlangga,
Jakarta.
[11] Neufert, Ernst dan Sunarto Tjahjadi, (1997), Data Arsitek, Jilid 1 Edisi 33, Penerbit Erlangga,
Jakarta.
[12] Rutes W. and Penner R. (1985) Hotel Planning and Design, Watson Guptill, New York
[13] Snyder, James C.& Catanese, Anthony J. (1989) Pengantar Arsitektur, Jakarta: Erlangga,
[14] WJS Poerwadarminta, (1976) Kamus Umum Bahasa Indonesia, Jakarta: Balai Pustaka.
[15] www.wikipedia.com
[16] www.great buildings.com

38

CHILD FRIENDLY AIRPORT

J.F.Bobby Saragih
Architecture Department Binus University Jakarta
bsaragih@binus.edu

Abstract. Airport is an important facility for a big city. As one public building
the airport users are not only dominated by adults but also children. For
children, the airport not only serves as a place to takeoff or landing the aero
plane but also as a place for recreation, a place to learn and a place to play.
Research conducted with descriptive methods to Soekarno Hatta airport in
Jakarta, showing the diversity of activities that children do at the airport.
Activity of the child should be accommodated properly. Thought it could be
used as reference in developing a friendly airport for the children.
Keyword : Airport, Children, Friendly, Play, Place

1. Pendahuluan
Ide penulisan paper sederhana bertajuk Child Friendly Airport berawal dari kegelisahan peneliti terhadap
tingginya tingkat delay pesawat pada beberapa penerbangan domestic di Indonesia. Dan tak dapat
dipungkiri sebagaimana kata pepatah menunggu adalah pekerjaan yang paling membosankan ,
maka kebosanan pada saat menunggu waktu keberangkatan kadang melanda para penumpang, tidak
hanya manusia dewasa tetapi juga anak-anak. Seyogyanya Bandara diharapkan mampu memberikan
sedikit kesegaran bak oasis di padang pasir, ditengah kepenatan yang ada. Bandara dapat
dikembangkan lebih baik lagi, sehingga semua stakeholder merasa nyaman pada saat di Bandara, bahkan
untuk anak-anak sekalipun. Bagaimana mengembangkan sebuah Bandara yang dapat memenuhi
kebutuhan penggunanya dan dapat terus berkelanjutan ? sepertinya hal tersebut perlu untuk dipikirkan
lebih baik lagi. Salah satu diantaranya adalah dengan mengadopsi konsep konsep Kota Berkelanjutan
dimana partisipasi dari penggunanya, dalam hal ini adalah anak-anak menjadi salah satu kata kunci.
A child friendly city is the embodiment of the Convention on the Rights of the Child at
the local level, which in practice means that childrens rights are reflected in policies,
laws, programmes and budgets. In a child friendly city, children are active agents;
their voices and opinions are taken into consideration and influence decision making
processes (http://www.childfriendlycities.org)
Peran anak sebagai pengguna Bandara perlu mendapat apresiasi sehingga kelak Bandara tidak hanya
sekedar bangunan sarana transportasi tetapi menjadi sebuah sarana untuk belajar dan bukan mustahil bia
menjadi sarana bermain untuk anak, khususnya bagi anak-anak yang sedang menunggu keberangkatan.
Konsep bandara yang mempu memenuhi kebutuhan anak, khususnya bermain, akan menjadikan anak
tidak merasa terabaikan dalam lingkungan hasil karya manusia dewasa.

1.1 Arsitektur dan Persepsi

Penulisan paper ini diawali dengan sebuah penelitian kecil terhadap 25 orang siswa SD Penuai IndonesiaTangerang yang sering menggunakan Bandara Soekarno-Hatta ( baik untuk mengadakan perjalanan
maupun untuk kegiatan lainnya ), data memperlihatkan bahwa anak mempunyai pandangan yang berbeda
dengan manusia dewasa. Di mata anak-anak selain wujud bangunan fisik bandara dan runway , maka
restaurant menjadi tempat yang menarik. Begitulah adanya, memang pemikiran anak acapkali berbeda
dengan pemikiran manusia dewasa, salah satu diantaranya adalah pada saat anak berpikir tentang fungsi
sebuah bangunan/ ruang bisa jadi berbeda dengan fungsi ruang tersebut yang sebenarnya menurut
pemikiran manusia dewasa, bagi anak setiap tempat adalah sarana bermain bagi mereka. Lihatlah contoh
kasus dibawah ini, bagi anak sebuah elemen bangunan mempunyai makna yang berbeda dengan manusia
dewasa, ini membuktikan bahwa anak mempunyai respon yang berbeda dalam menyikapi sesuatu.

39

Sementara sebagian masyarakat berpikir bahwa taman bermain harus dirancang

dengan menekankan aspek visual dan rancangan elemen fisik yang sangat intens,
kolam bermain, tugu yang mahal, bunga-bunga yang cantik, padahal banyak kasus
tempat yang yang terlalu bagus ini malah tidak berhasil menjadi ruang publik. Anakanak di taman tugu pahlawan Surabaya menjadikan kolam yang mengitari
museumnya sebagai tempat mandi dan bermain. Kaki tugu yang besar dan
melengkung malah dijadikan perosotan.
( Salmina W. Ginting dan Nurlisa Ginting, 2002)
Baru-baru ini, 31 Mei 2011, Universitas Atmajaya Jogjakarta mengadakan sebuah seminar nasional
bertajuk SCAN, Sustainable Culture Architecture and Nature. Apa yang menarik dari seminar tersebut ?
ternyata arsitektur tidak hanya terkait dengan hal-hal fisik, tetapi juga hal-hal yang non fisik, sebutlah
misalnya psikologi, antropologi, fashion, film dan teknologi. Sebenarnya pengetahuan adanya hubungan
antara psikologi dan arsitektur sudah berkembang sejak tahun 1950an, pada saat seorang arsitek
ditugaskan mendesain rumah sakit jiwa ( Dedy Halim, 2005, Psikologi Arsitektur, Grasindo, Jakarta )
Salah satu diantaranya adalah tentang persepsi, pandangan konvensional ( konstruktivisme ) tentang
persepsi menyatakan bahwa persepsi debagai kumpulan penginderaan ( sensation ), kumpulan
pengidenraan tersebut akan diorganisasikan secara tertentu, dikaitkan dengan pengalaman dan ingatan
masa lalu dan diberi makna tertentu sehingga kita bisa mengenalnya ( Sarlito W. Sarwono , 1992 ).
Sementara itu pendekatan ekologik yang disampaikan oleh Gibson ( dalam Fisher dalam Sarlito ),
mengatakan bahwa perspesi terjadi secara spontan dan langsung, hal ini didasari karena individu tidaklah
menciptakan makna, tetapi makna itu sudah terkandung dari obyek yang dilihat. Teori ini lebih
menekankan bahwa setiap obyek mempunyai dan menonjolkan sifat-sifat yang khas dan sifat ini
menampilkan makna bagi individu, Gibson menamai ini Affordances ( afford : memberikan,
menghasilkan, bermanafaat ). Affordances atau kemanfaatan adalah khas untuk setiap mahluk hidup,
walau kadang mempunyai makna ganda, tergantung dari individu yang memaknainya.

1.2. Bermain pada Anak

Bermain penting bagi lengkapnya perkembangan jiwa anak dan bermain merupakan urusan utama dalam
kehidupan anak. ( Catherine Lee, Growth and Development of Children, 1989 ). Sebagai mahluk yang
bertumbuh, maka setiap tahapan kehidupan manusia mempunyai tugas perkembangan yang berbeda, pada
anak salah satu tugas perkembangannya adalah bermain, For Child, play must be the whole of his or her
life, Children learn, make friends and nurture their creativity through play (Patricia H. Miller,
Theories of Development Psychology, 1989 ). Sedemikian pentingnya bermain pada anak sehingga
kebutuhan akan bermain dimasukan dalam Kovensi PBB No. 44/25 tentang Hak Anak Tanggal 20
November 1989 yang menetapkan beberapa hal penting, salah satu diantaranya adalah : Hak-hak untuk
beristirahat dan bermain dan mempunyai kesempatan yang sama atas kegiatan-kegiatan budaya dan
seni.
Bagaimana dengan bermain ? Ada banyak pendekatan terkait dengan bermain, baik dari sisi psikologi,
antropologi, sosial, budaya dan arsitektur sendiri. Beberapa pakar psikologis memperkenalakan beberapa
teori terkait dengan bermain, Sigmund Freud dengan teori Psikonalisis, Jean Piaget, Vigotsky, Jerome
Bruner dengan teori Kognitif, Sutton Smith dengan teori Adaptif dan beberapa teori lainnya, intinya
adalah bahwa ada hubungan yang erat antara bermain dan perkembangan anak, baik perkembangan
psikososialnya maupun kognitifnya ( Diana Mutiah, 2010, Psikologi Bermain Anak Usia Dini, Prenada
Media, Jakarta ). Sementara itu Huizinga memperkenalkan teori yang mengatakan bahwa bermain adalah
budaya. Namun demikian, berdasarkan kajian terdahulu, maka bermain lebih dipandang sebuah kegiatan
yang bersifat joyous dan cheerfully, bermain tidak dipandang sebagai sebuah kegiatan yang bersifat fisik
tetapi lebih dipandang sebagai kegiatan berbasis psikis. Fenomena memperlihatkan bahwa bermain yang
sebenarnya pada anak bisa terjadi kapan saja, dimana saja, ia lintas waktu dan lintas tempat, bermain
adalah sesuatu yang freely.
Bila bermain masuk dalam kajian arsitektur, maka ia lebih dipandang sebagai sebuah aktivitas fisik yang
terstruktur yang perlu diwadahi, sebagaimana aktivitas lainnya. Dan bila aktivitas bermain adalah
dianggap sebuah masalah, maka tugas para arsitek adalah mencari solusi dari permasalahan tersebut.
Arsitektur yang bertumpu pada tata atur ruang melihat bermain dalam satu siklus kegiatan yang perlu
dipahami dari awal hingga akhirnya. Pemikiran ini melahirkan programming tentang bermain dan kelak
menghasilkan ruang demi ruang sebagai visualisasi dari programming tersebut. Tidak hanya para arsitek,

40

Howard P. Chudacoff, seorang guru besar dibidang American History dan Urban Studies ( Children at
Play : an American History, New York University Press, New York, 2007 ) menjelaskan bahwa ada dua
hal penting yang terkait dengan bermain yaitu : 1. Place, tempat dimana aktivitas bermain dilakukan, isu
keamaman menjadi point utama 2. Things, alat bermain, isu pengembangan alat bermain menjadi satu hal
yang penting. Kedua isu tersebut akhirnya melahirkan ruang-ruang bermain formal yang teratur dan
terstruktur.
Dalam ranah arsitektur, maka ruang menjadi akhir dari sebuah proses berpikir. Namun demikian,
keterbatasan pengetahuan menyebabkan penggunaan istilah tempat ( place ) dan ruang ( space ) sebagai
bentuk apresiasi terhadap sesuatu yang menunjukkan wadah bagi kegiatan manusia, sering bersifat
ambigu. Tempat dan ruang bagi kaum awam acap diyakini mempunyai makna yang sama. Syahdan,
lihatlah bagaimana mereka bahkan mungkin kita, memberi sebutan bagi wadah anak melakukan kegiatan
main dengan ucapan ruang bermain dan tak jarang terucap tempat bermain. Wacana diskusi place dan
space sudah ada sejak dahulu, para pemikir Yi Fu Tuan (2003) , Cornelis Van De Van ( 1991), Edward
S. Casey (1998) menyampaikan pengetahuan bahwa place dan space mempunyai makna yang berbeda,
place tempat terjadinya sesuatu, sementara space sebagai keberadaan tempat itu sendiri.
Sementara itu terkait dengan ruang maka pemahaman ruang terfokus pada ruang yang digunakan anak
sebagai tempat bermain, mengingat perbedaan konsep bermain, ,maka ini akan memungkinkan untuk
menghadirkan ruang bermain yang berbeda dari apa yang ada sekarang ada dimana ruang bermain adalah
ruang yang dipenuhi dengan berbagai alat permainan. Bagi anak ruang bermain lebih dipandang sebagai
sebuah wadah bermain yang hadir atas sebuah kesepakatan bersama, ia tidak berwujud dalam bentuk
ruang-ruang yang kaku, statis dan bersifat formal. Ia bisa saja berwujud sebuah ruang diantara susunan
kursi atau meja, jalanan depan rumah, drainase, mobil bekas, bahkan area permakaman. Apakah memang
demikian ? penelitian ini akan merekonstruksi ruang sebagaimana yang disampaikan oleh Yi Fu Tuan,
Space is Freedom. ( Yi Fu Tuan, 2003, Space and Place : the Perspective of Experience, University of
Minnesota Press ). Mengingat masih ditemukannya celah-celah kecil yang kelak dapat menyempurnakan
konsep ruang yag disampaikan oleh Yi Fu Tuan, yang diyakini belumlah sempurna.

2. Metode Penelitian
Penelitian ini bertujuan untuk mengetahui harapan anak terhadap Bandara. Hasil yang diharapkan adalah
mengetahui 1. Apa yang dilakukan anak pada saat di bandara dan 2. Sarana apa yang mereka harapkan
ada di bandara yang sesuai dengan kebutuhan mereka. Penelitian dilakukan terhadap 25 anak siswa SD
Penuai Indonesia yang keseluruhannya pernah mengunjungi dan menggunakan Bandara Soekarno Hatta,
Jakarta. Untuk mendapatkan data dilakukan melalui dua tahapan. Tahapan pertama untuk mengetahui
gambaran tentang kegiatan anak dan sarana yang mereka harapkan, penelitian ini dilakukan dengan
metode menggambar dan dua minggu kemudian dilakukan dengan kuesioner. Tahapan kedua adalah
melakukan wawancara terhadap beberapa responden untuk mendapat penjelasan yang lebih terperinci dan
melihat konsistensi jawaban mereka.

3. Hasil Penelitian dan Diskusi

3.1. Anak dan Bandara
Bandara merupakan tempat yang punya kenangan tersendiri bagi anak, penelitian yang dilakukan kepada
25 anak siswa kelas V SD Penuai Indonesia Tangerang yang keseluruhannya pernah mengunjungi
Bandara memperlihatkan bahwa Bandara merupakan tempat untuk naik pesawat dalam perjalanan
menuju luar kota, namun demikian kehadiran mereka di Bandara tidak hanya semata untuk melakukan
perjalanan, beberapa diantaranya mengatakan bahwa kunjungan ke bandara dilakukan karena tujuan lain,
misalnya mengantar orang tua atau menjemput orang tua. Data memperlihatkan bahwa hamp[ir
keseluruhan anak mengatakan bahwa kadang meeka jenuh dan bosan bila hanya duduk diam, oleh sebab
itu beberapa kegiatan lain yang sering mereka lakukan adalah menikmati makanan di restaurant atau
bermain HP, sebuah alat yang saat ini sering digunakan orang untuk melepas kejenuhan. Dampak dari hal
tersebut maka terlihat bahwa mereka mempunyai persepsi tersendiri terhadap bandara, bagi mereka
bandara identik dengan makan di restaurant dan tempat yang asyik untuk bermain HP.
kalau lagi dibandara lebih sering makandan main.

41

Tak salah, penelitian terhadap siswa SD tersebut yang dilakukan dengan teknik menggambar tentang
ssuasana bandara, terlihat bahwa restaurant menjadi fasilitas yang paling diingat oleh anak, Data
memperlihatkan bahwa lebih dari 50 % menggambarkan tentang restaurant yang ada di bandara.
Tabel 1
Airport Facility from Children Perspective
Respondent
No.

Facility

1 Ticket Box

2 Restaurant

3 Office

4 Foodcourt

5 Runway

6 Airport Building
7 Waiting Room

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

9 Parking Area

10 Security

8 M oney Changer

11 Bank

12 Theatre

Sumber Peneliti, 2011

Selain dari hal tersebut diatas, maka bagi anak bermain juga menjadi hal yang sering dilakukan oleh
anak, hal ini terlihat dari wawancara yang dilakukan terhadap beberapa anak
kadang baca buku, paling sering main HP, habis kalau main yang lain nggak dibolehin mama
Caitlyn, Kelas V SD

Gambar 1 : Suasana Bandara Karya Calix MS,

Siswa Kelas V SD Penuai Indonesia - Tangerang

42

Gambar 2 : Suasana Bandara Karya Samuel ET

Siswa Kelas V SD Penuai Indonesia - Tangerang

Tak berbeda jauh dengan metode menggambar, penelitian lanjutan yang dilakukan terhadap 25 anak yang
sama dengan metode kuesioner, memperlihatkan hasil yang tidak jauh berbeda, bahwa anak mempunyai
persepsi yang berbeda pada saat melihat bandara, mereka mengatakan bahwa fasilitas yang kerap mereka
amati adalah Kantor dan runway ( 56 % ), restaurant (30 % ), Bank (11%), Toko Souvenir ( 3 % ),

3.2. Aktivitas Bermain Anak di Bandara

kadang baca buku, paling sering main HP, habis kalau main yang lain nggak dibolehin mama
Caitlyn, Kelas V SD
Kalimat di atas terlihat sederhana, namun dibalik ucapan dari anak tersebut terlihat jelas gambaran
aktivitas apa yang kerap mereka lakukan dibandara, bermain adalah kata kuncinya.
Bila kita dihadapkan dengan satu pertanyaan : apakah bermain itu penting atau tidak ? apa jawaban
kita ? dipastikan ada dua pendapat yang berbeda, setuju dan tidak setuju. Bagi yang setuju, cenderung
akan mengatakan bahwa bermain merupakan kegiatan yang penting dalam kehidupan, bahkan sangat
penting, khususnya untuk anak, karena bermain adalah bagian dari tugas perkembangan anak. Dalam
kenyataannya bermain tidak hanya dilakukan oleh anak, bahkan manusia dewasa senang melakukannya
walau kadang sering mempersepsikannya sebagai kegiatan yang terkesan membuang waktu, tetapi bagi
anak tidak demikian adanya. Sebagaimana yang disampaikan oleh Hurlock dan Miller:
Play is not a waste of time. Nor is it just a way to keep young children busy or out of
mischief while parents take care of their own responsibilities. Instead, play is essential
to the development of a normal. Well adjustment personality. It gives the child a chance
to develop physically, emotionally, mentally, socially, and morally in a way that no
other single type of activity can, The child who has little chance to play is far less likely
to become a well adjusted adult than is the child who spends most of the day playing.
(Elizabeth B. Hurlock, Child Growth and Development, Mc Graw Hill, New York,
1978, p. 266).
For Child, play must be the whole of his or her life, Children learn, make friends and
nurture their creativity through play (Patricia H. Miller, Theories of Development
Psychology, 1989 )
Sementara itu disisi lain, kelompok yang tidak setuju, melihat bermain sebagai kegiatan yang sia-sia
bahkan hanya membuang-buang waktu saja, tidak ada gunanya dan cenderung berujung pada sesuatu
yang mubajir. Roger Caillois, seorang intelektual Perancis, yang meneliti tentang bermain mengatakan :

43

play is an occasion of pure waste : waste of time, energy, ingenuity, skill and often of
money for the purchase of gambling equipment or eventually to pay for the
establishment, (p-6) (Roger Caillois Man, Play and Games, Trans : Meyer Barash,
2001, The Free Press, Illinois. ).
Tak dapat dipungkiri, sebagian besar masyarakat masih lebih condong untuk mempersepsikan bermain
sebagai kegiatan negatif. Berdasarkan data penelitian, tentang aktivitas yang sering mereka lakukan pada
saat menunggu sebelum keberangkatan, diperoleh data bahwa anak mengisi kegiatannya dengan beberapa
jenis diantaranya adalah bermain ( 45 % ), menikmati makanan makanan di restaurant ( 30% ),
membaca buku (19% ) dan menonton TV ( 6 % ).
.Makan, nonton TV.
Madeline, Kelas V SD
Data tersebut memperlihatkan bahwa tidak terlalu beragam aktivitas yang dilakukan oleh anak pada saat
menunggu, hal in dimungkinkan karena keterbatasan waktu yang tersedia dan masalah keamanan yang
mungkin dikhawatirkan oleh para orang tua. Bila dikaitkan dengan bermain maka 70 % anak mengatakan
bahwa mereka cenderung untuk melakukan permainan pasif misalnya main games di HP atau
mendengarkan music atau membaca buku/ nonton TV sementara hanya 30 % diantara mereka yang
melakukan aktibvitas bermain pasif diantaranya berlari-larian atau aktifitas fisik lainnya.
.habis makan, main HP dan kejar-kejaran dengan adik
Richard, Kelas V SD
lagi nunggu pesawat main HP, ngobrol
Gita, kelas V SD
Apa yang disampaikan oleh anak-anak tersebut memperlihatkan bahwa bermain memang menjadi bagian
utama dalam kehidupan mereka, dimana pun, kapan pun, bila hal tersebut memang memungkinkan bagi
mereka untuk bermain, mereka akan bermain. Dan apa yang mereka lakukan bukan untuk membuang
waktu tetapi untuk mengisi waktu luang mereka.

3.3. Fasilitas apa yang yang diharapkan anak ada di Bandara ?

Berbicara tentang Bandara, maka kita tidak lepas berbicara tentang ruang-ruang yang ada di Bandara,
Bandara secara unit bangunan merupakan susunan dari beberapa ruang yang ada. Dan ruang mempunyai
makna tersendiri bagi penggunannya.
Kamus Besar Bahasa Indonesia mendefinisikan ruang sebagai sela-sela antara dua ( deret ) tiang atau
sela-sela antara empat tiang dibawah kolong rumah. Ruang juga didefinisikan sebagai rongga yang
terbatas atau telingkung oleh bidang, sementara Itu di sisi lain ruang juga didefinisikan sebagai rongga
yang tidak terbatas, tempat segala yang ada. Ruang yang dalam bahasa Inggris disebut Space berasal dari
kata Spatium. Beberapa defenisi terkait dengan Ruang/ Space diantaranya adalah Space is boundless,
three dimensional extent in which objects and events occur and have relative position and direction [2],
Space is the unlimited expanse in which everything is located [3]. Space is both medium and product of
everyday life ( Brandon Labelle, Split Space Practices of Transurban life, Surface Tension Problematic of
Site, Ken Ehrlich and Brandon, Errant Bodies Press, Newyork, 2003, P.216 ). Selain itu ruang juga
didefinisikan secara spesifik sebagai suatu area yang disediakan untuk beberapa tujuan tertentu yang
digunakan sebagai wadah kegiatan anak-anak. Apa yang disampaikan diatas jelas, bahwa ruang lebih
dipandang sebagai sebuah yang bersifat fisik, walau ia diwujudkan dalam sesuatu yang tanpa batas.
Berdasarkan pemikiran Yi Fu Tuan ( Yi Fu Tuan, Space and Place : the Perspective of Experience,
University of Minnesota Press, 2003 ), seorang guru besar dibidang geography, menjelaskan perbedaan
antara place dan space, bagi Tuan, place is security and space is freedom. Freedom sendiri berasal dari
kata free yang memiliki akar kata love, peace. Sementara Peace memiliki etimologi kata pact yang
memiliki arti an agreement, sebuah kesepakatan atau persetujuan bersama. Ruang adalah sebuah
kesepakatan. Hal senada juga disampaikan oleh Kim Dovey ( 1999) dalam karyanya Framing Place
menyatakan bahwa walaupun pemaknaan akan ruang bersifat pribadi, kehadiran ruang merupakan
sebuah kesepakatan bersama dalam bertingkah laku yang bersumber dari kesamaan di dalam
kelompok. Kekuatan tersebut mengarahkan kita untuk bertindak dan memaknai ruang tersebut. Kekuatan
dari luar yang merupakan media yang digunakan dalam membangun makna akan ruang. Bagi Tuan dan
Kim, ruang terbentuk sebagai sebuah kesepakatan.

44

Oleh sebab itu, dalam kaijian arsitektur, bermain adalah sesuatu yang terstruktur, baik secara waktu
maupun ruang. Bermain tidak bebas waktu dan ruang. Namun demikian, mengingat arsitektur merupakan
pengetahuan yang berfokus pada tata atur ruang, pemahaman ruang menjadi penting, dan ini akan sangat
mempengaruhi cara pandang terhadap ruang bermain.
Bagaimana dengan anak yang menggunakan Bandara, data hasil kuesioner terhadap 25 siswa SD diatas
memperlihatkan bahwa bermain mempunyai hubungan yang erat dengan anak, dimanapun mereka berada
maka bermain merupakan aktivitas yang sering mereka lakukan, apakah itu bermain pasif atau bermain
aktif. Pada saat pertanyaan terkait fasilitas apa yang seharusnya ada di bandara maka 90 % mengatakan
bahwa tempat bermain sebagai sarana yang sangat mereka harapkan Ketika pertanyaan tentang bermain
ini digali lebih dalam maka anak lebih cenderung untuk melakukan bermain secara pasif. Namun disisi
lain kehadiran ruang bermain khusus juga menjadi impian mereka, sebagaimana ungkapan mereka di
bawah ini :
kalau di bandara bisa main internet seru juga tuh, seperti di Changi
Godwin, Kelas IV SD
kalau bisa sih ada taman bermain, biar anak-anak bisa main, ada perosotan, main pasir
Caitlyn, Kelas V SD
tempat mainan anak, ruangan khusus untuk main,,,,
Madeline, Kelas V SD
Ungkapan tersebut mengisyaratkan bahwa pada bangunan yang menjadi fasilitas publik sebagaimana
Bandara, anak-anak mengharapkan sebuah kejelasan dimana mereka bisa melakukan aktivitas bermain,
walaupun dalam kenyataannya mereka bisa bermain dimana saja, tetapi kehadiran tempat bermain di
Bandara menjadi harapan terbesar mereka. Tempat yang terdefinisi dengan jelas sepertinya kata kunci
bagi anak mengingat faktor keamanan dan kenyaman pada saat melakukan aktivitas.
Bila dikaitkan dengan teori diatas, maka dalam hal ini anak tidak membutuhkan ruang tetapi lebih kepada
tempat bermain.

4. Kesimpulan
Apa yang kita simpulkan dari penelitian sederhana di atas, adalah
1. Anak mempunyai pandangan yang berbeda pada saat menyikapi sesuatu
2. Pada saat anak menggunakan fasilitas bandara, maka ada 2 kegiatan besar yang mereka lakukan yaitu
makan di restaurant atau bermain.
3. Dalam kaitannya dengan bermain anak mengharapkan adanya tempat yang khusus bagi mereka untuk
melakukan aktivitas bermainnya.
4. Pemikiran anak terhadap Bandara dapat dijadikan acuan bagi pengembangan Bandara yang layak anak,
child friendly airport.

45

Daftar Pustaka
[1] Bartlett, Sheridan, et all, 1999, Cities For Children : Childrens Right, Poverty and Urban
Management, Earthscan Publication Ltd, London
[2] Broadbent, Geofrey. et.all, 1980, Meaning and Behaviour In The Built Environtment, John Wiley &
Sons, New York
[3] Caillois, Roger, 2001, Man, Play and Games, Trans : Meyer Barash, The Free Press,
Illinois.
[4] Chudacoff, Howard P. 2007, Children at Play : an American History, New York University Press,
New York.
[5] Ching, Francis D.K.2000, Arsitektur : Bentuk, Ruang dan Tatanan, Erlangga, Jakarta, p. 92 )
[6] Depdiknas : Kamus Besar Bahasa Indonesia, Edisi ketiga, Balai Pustaka, 2003
[7] Dovey, Kim, 1999, Framing Place
[8] Gibson, James. J, 1986, The Ecological Approach to Visual Perception, Lawrence Erlbaum
Associates Publisher, London
[9] Hurlock, Elizabeth B., 1978,Child Growth and Development, Mc Graw Hill, New York,p. 266
[10] Jammer, Max,1993, Concepts of Space, The history of theories of space in physics, General
Publishing Company, Toronto, p.43
[11] Labelle, Brandon,2003, Split Space Practices of Transurban life, Surface Tension Problematic of
Site, Ken Ehrlich and Brandon, Errant Bodies Press, New York, 2003, P.216 ).
[12] Laurens, Joyce, 2005, Arsitektur dan Perilaku Manusia, Grasindo, Jakarta
[13] Mutiah,Diana 2010, Psikologi Bermain Anak Usia Dini, Prenada Media, Jakarta
[14] Miller, Patricia H.1989, Theories of Development Psychology,
[15] Patridge,Eric, 1966,
ORIGINS, A Short Etymological Dictionary of Modern English,
Routledge,London
[16] Salmina W. Ginting dan Nurlisa Ginting, (2002) Dimana Tempat untuk Anak-anak ?, Jurnal
Jelajah, Edisi 1, Tahun I, Jakarta
[17] Smith, Sutton, 1997, Childrens Play, dalam W. George Scarlett, 2005 ; Sage Publication. London,
p3
[18] Tedjasaputra, Mayke S, 2001 , Bermain, Mainan, dan Permainan, PT Gramedia W I, Jakarta
[19] Tuan, Yi Fu, 2003, Space and Place : the Perspective of Experience, University of Minnesota
Press

46

CREATIVE INDUSTRIES BASED ON LOCAL RAW MATERIALS AS AN

OPPORTUNITY POSED BY THE ESTABLISHMENT OF AN
INTERNATIONAL AIRPORT IN THE REGION
Andry Biranul Anas Zaman
andry@itenas.ac.id
biranul@yahoo.com
Sekolah Pasca Sarjana Institut Teknologi Bandung

Abstract. The presence of infrastructure such as international airports

will directly result in significant changes in social structure,
economic, and cultural communities. With the exchange as soon as the
opening of relations between people from many places with the local
communities where the infrastructure is rebuilt.
Small and medium industries is one of the economic activity of the
people who actually dominant numbers. Community activities in the
field has a relationship is not linear, involving multiple components
simultaneously, such as regional identity, economic sustainability,
environmental factors.
Therefore, the required method or system of production that not only
pays attention to economic factors alone.
Research conducted in the field of industrial design, committed since
2002 in an academic environment, providing an opportunity to
respond to the challenges, namely the establishment of small and
medium industries based on local potentials. One of the industry
means the creative craft industry based on the method of 'design by
doing', by utilizing the characteristics of local natural resources which
have not been able to be used as a unique product that has a fairly
high sales value.
Through this approach, local identities can be appointed as the new
economic commodity for the community, which is closely linked to the
need for a new gate to the outside community to come through the
international airport. Relationships that occur will result in the
acceleration of industrial growth around the airport. With the use of
non-conventional raw materials such as skins of fruits, grains, tubers,
will reduce the waste problem and lack of use of wood, so that will
directly contribute to community efforts on global warming issues.
These results prove that the approach to 'design by doing' on the small
craft creative industries can provide solutions that multi-effect to
operate as an empowerment of local communities, such as sustainable
economic activities, local cultural identity, the handling of the issue of
global warming, for handling the waste problem.
Keywords: creative economy, creative industries, economic
empowerment, local identity, and global warming.

1. Pendahuluan
Harga yang relatif terjangkau saat ini untuk menggunakan pesawat udara menyebabkan bandara
menjadi berperan vital dalam mempercepat pertumbuhan dan meningkatkan aksesibilitas
ekonomi suatu daerah.
Perpindahan Bandar udara Polonia(lama) yang berada di tengah kota Medan ke Bandar udara
Kuala Namu yang berada di luar Medan tentunya juga akan mempercepat pertumbuhan
47

ekonomi diwilayah tersebut. Melalui Rencana Tata Ruang Sumatera, pemerintah kota medan
akan membangun sebuah bandara baru yang lebih presentatif dalam menampung setiap
kapasitas penerbangan dalam hal ini peningkatan penerbangan terlihat terus meningkat
penumpang meningkat, semula 4.597.268 penumpang 2006 menjadi 5.004.398 penumpang
pada 2007, hal ini dilakukan karena bandara Polonia Medan dianggap tidak mampu lagi
menanggung peningkatan kapasitas penerbangan, selain itu terus tumbuhnya pemukiman dan
gedung bertingkat di wilayah tersebut juga mengancam dan memberi ketidaknyaman terhadap
warga sekitar maka dari itu pemerintah kota medan.
Sesuai salah satu peran bandara adalah sebagai pembuka isolasi daerah karena transportasi
pesawat udara merupakan transportasi yang sangat efektif menghubungkan satu daerah dengan
kondisi geografi yang cukup sulit jika dicapai dengan transportasi jenis lain.
Bandara Udara Internasional Kuala Namu berada di bekas areal perkebunan PT. Perkebunan
Nusantara II Tanjung Morawa, terletak di Kuala Namu, Desa Beringin, Kecamatan Beringin,
Kabupaten Deli Serdang, dan diharapkan dapat menjadi bandara pangkalan transit internasional
untuk kawasan Sumatera dan sekitarnya, dan akan menjadi bandara terbesar kedua di Indonesia
setelah Bandara Soekarno-Hatta.
Selain itu juga pembangunan Bandara Kuala Namu juga akan ditopang dengan pembangunan
jalan Tol yang menghubungkan Medan Kuala Namu Tebing, dengan demikian bandara
Kuala Namu akan menjadi salah satu bandara yang terbesar di Indonesia, dimana satu-satunya
bandara yang memiliki 3 akses transportasi, yaitu akses jalan tol, jalan arteri dan akses rel
kereta api, dan hal inilah yang memperkuat keyakinan bahwa bandara ini akan mempercepat
pertumbuhan ekonomi diwilayah tersebut.
Dengan infrastruktur yang demikian mendukung terbukanya pintu masuk beragam orang untuk
datang ke daerah Sumatra utara, diyakini akan mampu memunculkan efek multiplier bagi
aktifitas masyarakat di daerah tersebut, khusunya aktifitas ekonomi. Sejumlah pusat ekonomi
baru akan bermunculan, dan akan berimbas kepada percepatan pembangunan berbagai kawasan
industri, permukiman serta pusat jasa dan komersial.
Jika dilihat dari posisi daerah dimana bandara Kuala Namu ini didirikan, maka pembangunan
tidak hanya akan mempengaruhi wilayah sekitar bandara saja, akan tetapi juga akan berdampak
pada wilayah dipesisir daerah tersebut , karena wilayah deli serdang memiliki sumber daya
pesisir dan lautan yang baik. Kawasan pesisir di Kabupaten Deli Serdang memiliki luas
13.133,44 hektar dengan panjang garis pantainya mencapai 65.000 meter. Kawasan ini sangat
berpotensi menjadi satu unit kegiatan wisata bahari yang bila dikelola dengan baik dan
professional, sehingga mampu meningkatan perekonomian daerah dan kesejahteraan
masyarakat lokalnya.
Menurut pihak PT Angkasa Pura (AP) II, Bandara Kuala Namu akan mampu menyerap 20.000
tenaga kerja baru. Sementara itu, Berdasarkan data Badan Pemberdayaan Masyarakat (BPM)
Kota Medan, jumlah penduduk miskin di Medan tahun 2010 mencapai 496.283 jiwa atau
41.537 keluarga dan masih menurut data BPM, jumlah penduduk Kota Medan tahun 2010
mencapai 2,5 juta jiwa, dan hingga awal 2011 menjadi 2,7 juta jiwa. Dengan kenaikan sebesar
3% tersebut, seharusnya pendirian Bandara bertaraf internasional dapat berperan dalam
mengatasi permasalah tersebut.
Jika penyerapan tenaga kerja hanya bersandar pada ketersediaan lapangan di Bandara saja,
seperti pekerja parkir atau karyawan tingkat rendah saja, tentunya hal ini bukan menjadi
harapan sebagian besar masyarakat umum, sementara peluang berputarnya uang di sekitar
bandara demikian terbuka dengan lebar.
Sehubungan dengan karakteristik masyarakat miskin umumnya, seperti tingkat ketrampilan,
pendidikan, dan sikap-pola pikir, maka dibutuhkan satu kegiatan ekonomi yang sesuai dengan
kondisi tersebut.

48

Industri kreatif adalah salah satu bentuk kegiatan yang sebenarnya mampu menjadi salah satu
solusi terhadap permasalahan tersebut, yaitu satu kegiatan industri sebagai bagian tidak
terpisahkan dari era peradaban ekonomi kreatif, suatu aktifitas yang didasarkan pada kegiatan
kreatif, bukan pada modal kapital.
Salah satu kegiatan yang termasuk pada industri kreatif, diantara 14 bidang lainnya, adalah
kerajinan. Akan tetapi, pada kenyataannya, kerajinan yang ada di Indonesia lebih cenderung
pada kegiatan kerajinan yang bersifat tradisi, sehingga masih banyak mengandalkan
ketrampilan, dan tidak mampu menjawab permasalahan real di atas.
Didasarkan pada penelitian yang dilakukan oleh penulis di pendidikan tinggi desain, telah
dibuktikan adanya satu pendekatan dalam berkarya yang dapat diterapkan pada industri
kerajinan sebagai satu pendekatan baru yang sesuai dengan kriteria kebutuhan diatas, yaitu satu
kegiatan industri yang tidak mengandalkan kapital yang besar, tidak mengandalkan ketrampilan
yang tinggi, bahkan tidak mengandalkan pada latar belakang pendidikan yang tinggi.
Pendekatan tersebut disebut dengan pendekatan ekplorasi material.

2. Pendekatan Eksplorasi Material

Kebaruan adalah salah satu tuntutan dari peradaban modern, Eksplorasi material adalah salah
satu pendekatan desain yang bertujuan untuk mendapatkan hal tersebut, yaitu pendekatan yang
dilakukan melalui pemberian perlakuan pada satu material tertentu, kemudian dari perlakuan
yang diberikan selanjutnya akan dilihat respon atau akibat yang khas karena karakteristik yang
dimiliki oleh material tersebut. Respon itulah yang akan menjadi inspirasi dari kreator untuk
memanfaatkannya pada sebuah produk baru.
Pendekatan tersebut didasarkan pada kenyataan bahwa pikiran manusia cenderung
menyederhanakan semua informasi yang masuk, sehingga apa yang cenderung disimpan
didalam memori adalah sesuatu yang telah ada sebelumnya, terlebih dahulu disaring, sebagian
yang dianggap tidak perlu dibuang, dengan kata lain, pikiran akan mendistorsi sesuatu masuk
pada pikiran. Dengan demikian, jika mengandalkan memori yang ada pada pikiran, maka
jawaban yang muncul adalah jawaban yang sebenarnya terbatas.
Jika jawaban diberikan oleh sesuatu yang ada di luar pikiran, maka akan didapatkan satu usulan
yang masih lengkap. Hal inilah yang diharapkan muncul pada hasil pengolahan yang dilakukan
secara langsung, sehingga ketika mengharapkan sebuah usulan baru, pikiran tidak
diperkenankan untuk menyaring usulan tersebut. Hal inilah yang menyebabkan mengapa dalam
melakukan proses ekplorasi material, pikiran harus bersikap positif, karena dengan demikian
proses penyaringan yang dilakukan pikiran akan berkurang, dan semua potensi dapat tampak
terlihat dengan jelas.
Demikian juga dengan apa yang disebut dengan pretensi, jika proses ini diawali dengan
pretensi, maka hal tersebut akan berfungsi sebagai penyaring informasi yang masuk, oleh
karena itu pretensi merupakan sesuatu yang harus dihindari dalam menjalankan proses ini.
Pendekatan eksplorasi material sebenarnya merupakan pendekatan yang sederhana, akan tetapi
membutuhkan sikap yang berbeda dengan apa yang telah diyakini selama ini.
Perlu diingat bahwa pendekatan yang akan diulas bukanlah merupakan pendekatan yang terbaik
untuk semua jenis metoda berkreasi, jika kebutuhannya adalah sebuah karya yang bernilai baik
(memenuhi semua kriteria sebuah desain), maka pendekatan ekplorasi material bukanlah
pendekatan yang paling tepat, pendekatan ini akan sangat berguna jika yang dibutuhkan adalah
kebaruan, dan dengan demikian untuk sebuah proses yang utuh agar dicapai hasil yang
optimal, maka pendekatan ini harus dilengkapi dengan pendekatan yang lain, yang bersifat logis
dan rasional.

49

Beberapa catatan yang dapat diambil dari eksperimen yang dilakukan pada studio desain produk
di perguruan tinggi desain ( departemen desain produk, FSRD ITENAS) adalah sebagai berikut
:

1) Setiap material memiliki karakteristik yang khas, baik secara struktural, fisik, kimia,

2)

3)

4)

5)

6)

estetik, dan dimensinya. Dengan karakteristik yang dimiliki akan diperoleh respon yang
khas jika material tersebut menerima perlakuan. Respon yang khas tersebut dapat dijadikan
inspirasi bagi sebuah kebaruan yang sebelumnya tidak ada dalam memori.
Sikap utama dalam melakukan proses ini adalah kemampuan bermain yang tinggi, oleh
karena itu pendekatan ini dapat dilakukan oleh siapapun yang memiliki kemampuan
bermain yang tinggi.
Kepekaan estetik dalam menangkap peluang yang ditawarkan oleh setiap material pada
awalnya merupakan satu unsur keterkejutan yang diawali oleh sikap tanpa pretensi.
Penghargaan terhadap kebaruan lebih tinggi dibandingkan penghargaan terhadap nilai
kualitas visual sendiri.
Eksperimen yang dilakukan pada mahasiswa yang tidak memiliki dasar bakat yang kuat
menunjukan bahwa pendekatan ini dapat diterapkan pada siapapun tanpa harus memiliki
latar belakang akademis yang tinggi, sehingga pendekatan dinilai mampu menjawab
permasalahan yang muncul dari latar belakang yang telah diuraikan pada bab pendahuluan.
Hasil eksperimen menunjukkan bahwa setiap karakteristik material dapat menghadirkan
keunikan dan originalitas yang tinggi, oleh karena itu pendekatan ini dinilai mampu
ditawarkan sebagai sebuah pendekatan bagi industri kecil menengah yang membutuhkan
alternatif bahan baku yang baru menggantikan material konvensional yang sulit diperoleh
bagi industri kecil menengah.
Dengan dibuktikannya material-material baru tersebut sebagai sebuah usulan, maka akan
dapat dibuka banyak peluang baru bagi upaya masyarakat dalam menciptaan industri baru
yang tidak bergantung pada nilai investasi yang tinggi dan pengetahuan terhadap material
konvensional.

gambar. 1 salah satu Siput laut khas yang dimiliki oleh Kabupaten Batu Bara, Sumatra Utara.

3. Memanfaatkan Kekayaan
Eksplorasi Material.

Alam

Sumatra

Utara

melalui

Pendekatan

Didasarkan pada eksperimen yang telah dilakukan, maka salah satu manfaat dari pendekatan ini
adalah kemampuannya untuk menghasilkan originalitas dan kebaruan karena kekhasan
karakteristik material yang akan digunakan. Oleh karena itu, jika material yang akan menjadi
50

objek adalah sesuatu yang khas dimiliki oleh daerah Sumatra Utara, maka pendekatan ini akan
sangat memungkinkan menghasilkan karya yang original, dan selanjutnya dapat menjadi
identitas yang hanya akan ditemui di daerah tersebut.
Sebagai contoh, kekayaan khas yang dimiliki oleh Sumatra Utara, yang tidak dimiliki oleh
wilayah lain adalah kekayaan siput laut yang dihasilkan di sekitar pantai utara, seperti pantai di
kabupaten Batu Bara. Hingga saat ini, cangkang siput laut tersebut, bahkan daging dari siput
tersebut masih dianggap sebagai bahan yang tidak dapat dimanfaatkan. Baru sebagian kecil dari
masyarakat yang sudah mencoba memanfaatkan kekayaan alam ini untuk digunakan sebagai
bahan baku atau konsumsi terbatas. Jika melihat karakteristik khas dari siput yang terlihat pada
gambar diatas, maka pendirian industri kerajinan berbasiskan pada pendekatan ekplorasi
material akan menghasilkan industri-industri yang mampu menghasilkan kerajinan khas dari
Sumatra Utara sendiri.
Karakteristik estetik, struktural, fisik dan kimia, hingga dimensi dari siput laut tersebut
menawarkan kemungkinan-kemungkinan yang besar untuk dapat dihasilkan produk-produk
original yang akan mampu menjadi identitas khas dari Sumatra Utara. Pemanfaatan
karakteristik khas tersebut dapat diterapkan pada produk-produk seperti perhiasan, cindera
mata, elemen interior ruangan, lampu hias, bahkan furniture.

gambar. 2 Hasil Pengembangan Desain Kerajinan Kerang oleh Afifah W Suci

berbahan baku siput laut khas Sumatra Utara

Hasil studi yang dilakukan oleh siswa Afifah Wulan Suci, mahasiswa Desain Produk FSRD
ITENAS, membuktikan bahwa pendekatan ekplorasi material terhadap siput laut yang ada di
wilayah Sumatra Utara dapat menghasilkan karya yang original, yang mampu menjadi identitas
daerah, dan dapat menjadi komoditas bagi masyarakat di wilayah tersebut.

4. Korelasi Pendirian Bandara Internasional Kuala Namu dan Eksplorasi

Material
Hasil penelitian yang dilakukan di Jurusan Desain Produk, FSRD ITENAS, mengarahkan pada
kesimpulan bahwa pendekatan ini memiliki beberapa keunggulan, antara lain :

Dapat dilakukan oleh masyarakat dengan latar belakang pendidikan tidak tinggi.
Mampu menghasilkan identitas khas berdasarkan pada karakteristik khas material yang
digunakan.
Memiliki kontinuitas yang tinggi, karena dapat memanfaatkan material material yang
tidak digunakan, bahkan menggunakan sisa konsumsi.
Tidak mengandalkan pada teknologi tinggi.
51

Oleh karena itu, pendirian industri kerajinan berbasiskan pada pendekatan ini akan sangat
mudah untuk dilakukan. Kemudahan ini tentunya akan sangat membuka lapangan pekerjaan
baru, jika produk yang dihasilkan dapat diserap pasar dengan baik.
Bandara internasional adalah salah satu area pasar yang paling baik bagi produk-produk yang
memiliki identitas khas, sehingga apa yang dihasilkan oleh industri kerajinan kreatif berbahan
baku lokal tentunya akan terserap dengan baik oleh para pendatang yang hadir melalui bandara.
Terdapat beberapa komoditas yang akan segera dapat diwujudkan melalui pendekatan ini,
antara lain cindera mata, tas, asesoris perhiasan, kelengkapan interior ruangan, lampu hias, dan
furniture. Jika masing-masing komoditas tersebut dihasilkan oleh 5 industri kerajinan kreatif,
maka akan muncul setidaknya 25 industri baru yang akan segera menyerap tenaga kerja untuk
wilayah di sekitar bandara.
Produk hasil industri tersebut akan dapat digunakan oleh industri lain yang dimunculkan oleh
kehadiran bandara internasional itu sendiri, seperti hotel, tempat rekreasi, rumah makan atau
restaurant, hingga wisata belanja di sekitar bandara, dan dengan demikian akan terjadi
hubungan saling menguntungkan dan sinergis menciptakan efek bola salju terhadap industri
industri lain yang terkait.
Komoditas tersebut baru dihasilkan dari satu bahan baku, dengan demikian jika pendekatan ini
dapat diterapkan lagi pada bahan baku lain, tentunya akan memunculkan peluang baru
berdirinya industri-industri kerajinan kreatif lain yang akan ikut serta meramaikan siklus
ekonomi yang baik.

5. Referensi
[1]. Alesina, Ina & Ellen Lupton. Exploring Material. Princeton Architectural Press, New
York. USA. 2010.
[2]. Adamson, Glenn. The Craft Reader. Berg Oxford. New York. USA. 2010.
[3]. Adamson, Glenn. Thinking Through Craft . Berg Oxford. New York. USA. 2007.
[4]. Kim, W. Chan. Blue Ocean Strategy. Serambi. Jakarta. Indonesia. 2005.
[5]. Michlko, Michael. Cracking Creativity. Andi. Yogyakarta, Indonesia. 2010.
[6]. http://www.indonesia.go.id/in/pemerintah-daerah/provinsi-sumatera-utara/sumber-dayaalam.html
[7]. Syahputrailham, Analisis Evaluasi Lokasi Bandara Kuala Namu.
http://iamsyahputra.wordpress.com

52

CULTURAL ACCULTURATION IN MUSLIM SOCIETY

PEGAYAMAN BULELENG BALI
L. Edhi Prasetya 1, Agus S. Sadana 2
1) Department of Architecture, Faculty of Engineering, Pancasila University, Indonesia
Email: prastyan@yahoo.com
2) Department of Architecture, Faculty of Engineering, Pancasila University, Indonesia
Email: sadana_m15@yahoo.com

Abstract Pegayaman Village in District Sukasada, Buleleng, Singaraja, Bali,

is a muslim village in Bali. Village with 5000 population which 90% of
them are muslim, live in harmony among Hindu population. At Pegayaman
Village, acculturation occurs Islamic-Hindu seen from several aspects,
mostly in architecture, which are different from most buildings in Bali, the
integration of Hindu-Muslim elements were retained until nowadays in the
Pegayaman Village. In contrast to the generally villages in Bali are still
concerned about the orientation of the building such as Hasta Kosala Kosali,
the religions axis, the Earth's axis, the axis of the cosmos and the rules of
building a traditional house in Bali, the village pattern in Pegayaman seems
like a labyrinth, the pattern that have characteristic of intersection from alley
to pathways, as a war strategy in order to perform a guerrilla as part to
defend the kingdom. Pegayaman village influenced by Bugis, Java and Bali
culture, that blended as a Pegayamancore culture, indicated by architectural
aspects such as roof, pillar, door and window. The muslim majority in
Pegayaman give a unique charateristic which are different from the common
Balinese building that have a strong influenced of Hindu philosophy. Thus the
people of Pegayaman apply more rational thinking to get the size of building
elements, building structure and construction. Inculturation has occurred in
the Pegayaman village, adjusting to the conditions, circumstances and
cultural atmosphere that creates a harmony with both physical and non
physical environment. Inculturation take place by outsider or immigrant to
adapt and attract the native, shows that Pegayaman is similar than the
surrounding village. This paper will explain how the acculturation occurred
in the Muslim community in Bali, especially in term of acculturation in
architecture and village patterns. Which proves that religion is capable to
supporting a harmony among the different magnitude in Bali.
Keywords: muslim Pegayaman, akulturasi, arsitektur

1.

Introduction

1.1 Settlement patterns in Bali

Settlement patterns in Bali is generally influenced by several factors, ritual values that put the sacred zone
in kangin direction (east), toward the rising sun as the major direction, nature potency and conditions,
that put the mountain as the major direction, beside the ocean as minor direction (Gelebet, 1986).
Settlement patterns in Bali, can be divided into two parts, North Bali and South Bali with the unique
characteristics of each region. Traditional Balinese architecture patterns in North Bali is a product of
Majapahit Hindu in Java, whose running to east to Bali avoid the Demak Islam invasion. The influence
of Hindu religion that respects the nature and the environment brought the respect to the traditional
architecture, reflected in the nawa sanga concept (nine cardinal). Meanwhile, traditional settlement
patterns of South Bali is the type of Bali hinterland that is heavily influenced by Hindu Javanese
kingdom. The main characteristic of this housing is the pattern of the Pempatan Agung.
Concerns about the philosophy of Balinese architecture, largely determines the arrangement of both
environmental zoning and Banjar village house. Traditional orientation is an orientation space formed by
the three axes are (Gelebet, 1986):

53

(1.) Religion axis, oriented on the track sunrise and sunset with kangin direction as the
primary value (the direction of the rising sun) and the direction Kauh as the
insult (sunset direction).
(2.) Earth's axis, oriented to the mountains and the sea. Mountain as the kaja (north) for
the southern part of Bali is primary value (Utama) and ocean or kelod is a poor
value (nista). For the northern part of Bali,kaja (primary value) is on the south
direction and nista (poor value) is on the north, for the information, the main measure
is, mountain as a sacred/ primary value is laid on the middle of island.
(3.) Kosmos Axis, is a variant from the religious axis and earth axis, has a sense menek
(rise) and Tuwun (down), with three levels of values that menek (primary), middle
(average) and tuwun (poor).

2.

Methode

The method is carried out through observation and in depth observations on the history of the village, and
its relation to the presence of Muslims as a minority in Bali, in-depth interviews conducted to local
respondent.

3. Discussion
3.1 Pegayaman Village History
As has been explained before, that the Village Pegayaman, in District Sukasada, Buleleng Regency,
Singaraja, Bali Province has unique characteristics. This village is a Muslim village in Bali. Region with a
population of 5000 residents, and 90% are Muslims live in harmony with the surrounding villages
that the majority of the population are Hindus. In fact, the religious rituals in Pegayaman are a
interference between traditional Balinese and Islamic religion. Harmony in this Pegayaman proves that
religion is able to support harmony, in a variety of different magnitude in Bali.

Figure 1
Pegayaman Village (Desa Pegayaman) location
History of Pegayaman can not be separated from the history of Singaraja, as the centre of Buleleng
Goverment as a Hindu kingdom about 300 years ago. Around the 16th century when there was a
war between the Buleleng kingdom against Blambangan kingdom, a small group of Blambangan army
whose help Buleleng king, invited to Bali. They were then placed in the wooded hills, a gayam (Inocarpus
edulis) forest, and this gayam forest (local language: gatep) is also a village fortress, this army also used

54

as castle guards. In early times, this village has many gayam trees (Inocarpus edulis) , so this
village called Pegayaman Village taken from the name of the tree, which in local language called gatep.
Were in Gatep forest, this soldier stay and live, and plant their farm. As a long hilly
village in, Pegayaman provide a natural fortress, protecting areas along the northern coast of Bali
Buleleng. Portrait of diversity in Pegayaman could be seen at Amartasari hamlet, a small area in
Pegayaman that become a sacred village.

3.2. Settlement pattern in Pegayaman

Pegayaman local community life is largely supported by agriculture, plantations, farms, construction
laborers and small population of entrepreneurs. Muslims apply the subak irrigation system (traditional
balinesse system of irrigation), though a different way of celebrating the harvest. There were two subak
in pegayaman, which: Subak Sawah and Subak Abian. Muslims who cultivate agricultural land
in Pegayaman, applying irrigation system on a regular basis as is generally Hindu people done. At
theVillage Pegayaman, most forms of traditional home building is a building that is simple, does not
have a small altar or Balinese temple and Pegayamans has a unique cultural roots with derives from their
religious tradition.
In Pegayaman, Islamic-Hindu acculturation occurs as seen from several buildings, such at their
mosque, that why, here in Pegayaman, mosques are mostly different from common mosque in Indonesia.
Some aculturation of Balinesse architecture affected in mosque buildings is figuring traditional Balinesse
carved, that dominating the mosque element, such in pulpit, roof component, doors and windows.
This integration of the two elements, Bali and Islam.

Building materials using in Pegayaman in use commong modern materials, such as brick (soil brick or
portland cement brick), zinc roof, ceramics tile, and others. But still pretty much using traditional
materials such as coconut wood , clay and stone. Pegayaman village has five hamlets, namely, Banjar
Dinas Barat Jalan, Banjar Dinas Timur Jalan, Banjar Amerta Sari, Banjar Kubu, and Banjar Kubu Lebah.
Pegayaman village area is around 1400 ha (14,000,000 sqm) that extends north to south of 18 km.
Village settlement have a labyrinth pattern, this pattern is characterized by a lot of intersection road/
path, this is influenced by the strategy of guerrilla army to do battle in defending the Buleleng kingdom.

Source: Field Study Report, Architecture Department, Pancasila University, 2010

Figure 2
Path pattern in Pegayaman village

Road in the Village Pegayaman was originally designed to build an empire. Pegayaman village extremely
different with common villages in Bali, which is usually oriented toward the mountain (kaja or north) and
ocean (kelod or south). Pegayaman are not using the commong pattern in balinesse

55

architecture; religious axis, earth axis, cosmos axis, Asta Kosala-kosali, and
only pattern construction they apply is only oriented to the street.

kaja-kelod.

The

The village is surrounded by the village administration center, residential camp area,rice field clove and
coffee plantation. Pegayaman village has five hamlets and Amrita Banjar Sari is a hamlet with a dominant
Hindu population population. Banjar Amrita Sari located close to the entrance of the Village Pegayaman.
Axis of the road on the Pegayaman settlements is leading to the mosque direction, give a symbol, that
mosque is the most important place in this village. Mosques serve as a central
gathering Pegayaman villagers. The pattern ofroads in the village of Pegayaman consists of a small alley
or street that exists between people's homes, alley or pathline is made with the purpose of prioritizing the
security of the village.

Figure 3
Pathways use as evacuation lane during war at Buleleng battle

3.3. Housing Layout

Housing layout of pegayaman house are very different from the common traditional Bali house.
Generaly, Balinese houses have separate rooms (clustered house) and have a temple. Pegayaman Village
which is a village that population of muslim are 90% of the population, then than it does not have a
temple (sanggah). The special attention in pegayaman house is there is a special room that is used as
a place of study Al-Quran (pengajian) especialy for women. This happens because the majority
of residents in Pegayaman are muslim, that largely different from Hindu bali people who use the
philosophy of hasta kosala kosali, Tri Hita Karana, and Pangider-ideran. The orientation of the of
buildings in the village of Pegayaman follow road directions. In ancient times, for those who are wealthy,
their house are use two porch, one is upstair posch, and down stairs porch, where it reflects and
symbolized of their extroverted and social life.

56

Figure 4
Housing layout of Pegayaman traditional house

3.4. Ornament datail in Pegayaman architecture

Ornament detail in Pegayaman Village influenced by the culture Bugis, Javanese, and Balinese.
However detailed ornaments that exist today are not too much left, only a small fraction
of ancient relics that are still maintained. One example details of the ornaments on home ventilation,
doors and windows that influenced by Javanesse style. Others than javanesse is Balinesse style and
carving as seen on mosque podium.

D
C

Sumber: Field Study Mahasiswa

Universitas Pancasila tahun 2010.

Figure 5
Detail ornament in Pegayaman (A) door ornaments detailed with floral theme,(B) pedestal detail with
fauna theme, (C, D) Balinese detail ornaments on the podium of the mosque.

4.

Conclusion

Pegayaman Village is one of the remote villages which there are Muslim majority, and can coexist
harmoniously in the vicinity of the dominant Hindu community. There has been a inculturation of social
life in Pegayaman, adjusting to the conditions, situations, and cultural atmosphere that create a harmony
with their environment both physical and non physical. This is often done by immigrants (seen from
the history of the Pegayaman) to attract and shows that the Pegayaman has a culture that is not much
different from the culture of local communities (Hindu community). A religion can affect how the style
of a traditional architecturel form. Can be seen from the Pegayaman Muslim majority where the
architecture does not follow the traditional Balinese architecture. The use of ornaments in Pegayaman not
intended as a religion symbol, its only intended as a beauty that does not interfere with religious customs.
In the Pegayaman theyre not use its own rules to build a settlement, Pegayaman are only using the
general calculation and rational thinking to build settlements.

57

References
[1] Dwiyendra, Ngakan Ketut Achwin, Arsitektur dan Kebudayaan Bali Kuno, 2009.
[2] Gelebet, I Nyoman, Arsitektur Tradisional Daerah Bali, Departemen Pendidikan dan Kebudayaan
Inventaris dan Dokumentasi Kebudayaan Daerah, Bali, 1986.
[3] http://wallarch.blogspot.com/2009/12/filosofi-rumah-adat-bali.html, tanggal pengutipan 15 Juni
2010.
[4] http://www.sewamobilbali.biz/bali-dan-budaya.php., accessed June 17 2010.
[5] http://pojok-bali.blogspot.com/2007/12/menulusuri-keunikan-desabayung-gede-1.html
Jurusan
Arsitektur Universitas Pancasila,
[6] http://www.isi-dps.ac.id/berita/bentuk-fungsi-dan-materialbangunan-rumah-tinggal-tradisional-balimadya-i.php accessed June 17 2010.
[7] http://www.wacananusantara.org/ 17/368/arsitektur-tradisional-bali. tanggal pengutipan 18 Mei
2010.
[8] http://wallarch.blogspot.com/2009/12/filosofi-rumah-adat-bali.html. accessed May 11 2010.
[9] http://aryaoka.wordpress.com/arsitektur/. Accessed May 11 2010
[10] http://gedehace.blogspot.com/2007/08/muslim-di-pegayaman-buleleng.html accessed May 11 2010.
[11] Jurusan Arsitektur Universitas Pancasila, Arsitektur Tradisional Desa Pegayaman Bali, Laporan
Kuliah Observasi Kajian Arsitektur, Jakarta, 2010.

58

DAMPAK RUANG TERBUKA HIJAU DAN KUALITAS UDARA

KAWASAN INDUSTRI MEDAN TERHADAP KOTA MEDAN

Nerwin Putra
Mahasiswa Fakultas Arsitektur Universitas Sumatera Utara
Medan Indonesia
Email : nerwinputra@gmail.com

Abstract. Physical of cities progress is the impact of economic growth in a

region that is resulted for environmental degradation. The economic growth
can not be separated from the growth of the industrial area as a source of
revenue budget of a region. It is inevitable in every city or province there is a
center of the industrial area. The development of industrial area are very
sensitive toward for the development of industrial area environment, the
surrounding environment, and the city where it was built industrial area,
Medan industrial area is one of the major industrial centers in Medan city,
along with activities in that area there is many enviromental problem whose
impact is felt for that area nor a surrounding area. The environment
problems is very complex ranging from waste water pollution, reduced water
catchment areas and others. The aims of Scientific study is to elevate the
relationship between Green Open Space with the air quality in Medan
industrial area and its impact for Medan city by lifting the existing problem ,
provide improvement solutions and structuring Green Open Space based of
relationships between air quality and green space quality that help improve
air quality more effectively in Medan industrial Area and the surrounding
area.
Keywords: RTH (Green Open Space), Industry, Environment, City

1.

Pendahuluan

Banyak tantangan yang dihadapi berkaitan dengan perkembangan industri dikota medan, pabrik-pabrik
yang dibangun menghasilkan limbah, polusi dan pencemaran lainnya, jika polusi lingkungan tidak
terkendali dengan baik tentu saja bisa menimbulkan pencemaran lingkungan dan akibatnya tidak akan
mensejahterakan masyarakat disekitar kawasan industri dan kota medan umumnya, berhubung dengan
permasalahan-permasalahan yang ada maka sector industri kota medan harus bergerak dan berkembang
dengan memperhatikan aspek lingkungan hidup. Kawasan industri medan II adalah pengembangan dari
kawasan sebelumnya, seiring berjalannya produksi dan perkembangan dunia industri masing-masing
kegiatan didalam kawasan industri medan pun meningkat sehingga control lingkungan semakin tidak
terarah dan terabaikan, banyak hal yang harus dikaji atas imbas dari produksi yang dilakukan pada
kawasan tersebut seperti kontrol limbah produksi udara dan yang lainnya. Polusi udara adalah salah satu
pencemaran lingkungan yang paling sering dirasakan oleh masyarakat disekitar kawasan industri, hal ini
diakibatkan oleh produksi pabrik-pabrik dilokasi tersebut yang akibatnya dapat dirasakan oleh
masyarakat sekitar maupun masyarakat yang berada di sekitar kawasan industri medan.

2.

Metoda

a. Studi Literatur
Studi literatur dilakukan dengan mengumpulkan dan membaca bahan-bahan terkait baik dan
buku,majalah,internet ataupun Koran yang membahas tentang topik yang berkaitan.
b. Studi Lapangan
Dilakukan dengan survey langsung kelapangan yaitu lokasi pengamatan dan wawancara dengan
aparat yang bersangkutan
c. Studi Analisa

59

Menganalisa data dan permasalahan yang muncul, khususnya dalam kaitannya dengan kurangnya
RTH yang mempengaruhi kualitas udara kawasan industri.

LATAR BELAKANG

MAKSUD DAN TUJUAN

IDENTIFIKASI MASALAH

RUMUSAN MASALAH

PENGUMPULAAN DATA

SURVEY

STUDI LITERATUR

DATA TAPAK DAN

LINGKUNGAN

KERANGKA ANALISA

ANALISA

MASALAH

POTENSI

PROSPEK

SINTESA

Figure 1 : Kerangka Berfikir

3. Pembahasan
Sebagai salah satu unsur kota yang penting khususnya dilihat dari fungsi ekologis, maka betapa sempit
atau kecilnya ukuran RTH kota yang ada, termasuk halaman rumah/bangunan pribadi, seyogyanya dapat
dimanfaatkan sebagai ruang terbuka hijau yang ditanami tetumbuhan secara multifungsi

3.1 Pengertian RTH

Dari beberapa referensi dan pengertian tentang eksistensi nyata sehari-hari, maka RTH adalah:
- Suatu lapangan yang ditumbuhi berbagai tumbuhan, pada berbagai strata mulai dari penutup
tanah, semak, perdu, dan pohon (tanaman tinggi berkayu)
- Sebentang lahan terbuka pada bangunan yang mempunyai ukuran, bentuk dan batas geografis
tertentu dengan status penguasaan apapun yang didalamnya terdapat tetumbuhan hijau, berkayu
dan tahunan sebagai tetumbuhan penciri utama dan tumbuhan lainnya sebagai tumbuhan
pelengkap, serta benda-benda lain yang juga sebagai pelengkap dan penunjang RTH yang
bersangkutan (purnomohadi,1995).

60

3.2 Peran dan Fungsi RTH

Dalam masalah perkotaan, RTH merupakan bagian atau salah satu subsistem dari sistem kota secara
keseluruhan. RTH sengaja dibangun secara merata diseluruh wilayah kota untuk memenuhi berbagai
fungsi dasar yang secara umum dibedakan menjadi :
- Fungsi bio-ekologis (fisik), yang member jaminan perngadaag RTH menjadi bagian dari sistem
sirkulasi udara (paru-paru kota), pengatur iklim mikro, agar sistem sirkulasi udara dan air
secara alami dapat berlangsung lancer, sebagai peneduh, produsen oksigen, penyerap air hujan,
penyerao polutan udara serta penahan angin.
- Fungsi sosial, ekonomi (produktif), dan budaya yang mampu menggambarkan ekspresi budaya
local, RTH merupakan media komunikasi warga kota, tempat rekreasi, tempat pendidikan dan
penelitian
- Ekosistem perkotaan; produsen oksigen, tanaman berbunga, berbuah dan berdaun indah, serta
menjadi bagian dari usaha pertanian, kehutanan dan lain-lain.
- Fungsi estetis, meningkatkan kenyamanan, memperindah lingkungan kota baik dari skala
mikro;halaman rumah, lingkungan permukiman, maupun makro lansekap kota secara
keseluruhan.

3.3 Manfaat RTH

Manfaat RTH kota, baik secara langsung maupun tidak, sebagian besar dihasilkan dari adanya fungsi
ekologis. Penyeimbang anatara lingkungan alam dengan lingkungan buatan, yaitu sebagai penjaja
fungsi kelestarian lingkungan pada media air, tanah, flora dan fauna. Kondisi alami ini dapat
dipertimbangkan sebagai pembentuk berbagai faktor. Berlangsungnya fungsi ekologis alami dalam
lingkungan perkotaan secara seimbang dan lestari akan membentuk kota yang sehat dan manusiawi.

3.4 RTH dan Permasalahan Lingkungan Hidup Perkotaan

Sejak dimulainya era reformasi pada akhir tahun 1997, pelaksanaan UU No.22/1999, yang telah diubah
menjadi UU No.32/2004 tentang pemrintah daerah ternyata makin memperberat pembangunan bidang
lingkungan hidup. Perubahan kewenangan kepemerintahan yang mengisyaratkan kesiapan berbagai pihak
untuk lebih meningkatkan kepemerintahan yang lebih baik, transparan dan demokratis tidak berjalan
mulus.
Permasalahan pengelolaan Lingkungan hidup justru semakin banyak menghadapi kendala, sehubungan
dengan semakin meningkatnya persepsi sebagian besar penentu kebijakan yang menganggap sudah
waktunya meng eksplorasi segala sumber daya alam, ditambah lagi dengan semakin meningkatnya
pertumbuhan ekonomi yang didorong berkembang pesatnya ekonomi industri.

3.5 RTH Untuk Mengatasi Pencemaran Udara

Manusia diperkirakan membutuhkan 0.5 kg oksigen/hari, bila ditinjau dari kondisi lingkungan hidup
alami yang masih relative baik atau dalam keadaan keseimbangan antara daerah terbangun dan tidak
terbangun. Salah satu pemasok utama ketersediaan udara bersih adalah pepohonan di RTH kota sebagai
paru-paru kota merupakan produsen oksigen, penyerap karbondioksida dan gas polutan lain.
Distribusi RTH kota sering kali tidak merata, dimana kawasan yang seharusnya memiliki RTH yang
cukup, justru tidak memiliki RTH yang memadai, seperti kawasan pemukiman padat, industri, terminal
atau tempat pembuangan sampah.
Purnomohadi (1994) mengindentifikasi kolerasi antara eksistensi RTH dengan potensi redaman dan
jerapan terhadap tujuh zat pencemar udara, yaitu karbonmonoksida, karbondioksia, nitrogen, sulfur,
timbale, hidrokarbon dan unsure pencemar udara lain.
Sebagai contoh, menurut Myers (1985)dari timah hitam saja setiap tahun didunia sekitar 450.000 tonnes
dilepaskan oleh manusia disbanding Pb sekitar 3.500 tonnes hasil prose salami dari sumber daya alam.
Lebih dari setengahnya dilepaskan oleh kendaraan bermotor. Akibatnya pencemaran terhadap akibat Pb
dinegara berkembang dua kali lipat, hal ini menunjukkan berbagai perbedaan masuknya pencemar ini ke
dalam tubuh manusia dewasa dan anak-anak.

61

Figure 2

3.6 Pengelolaan RTH

Sesuai dengan misi pokok paradigm reformasi saat ini, yaitu pengelolaan kepemerintahan di daerah dapat
semakin mandiri dalam memenuhi tujuan sebagaimana dimaksud dalam pelaksanaan UU No.32 Tahun
2004 tentang pemerintah daerah. Diharapkan agar pembangunan kota berkelanjutan dapat segera
terwujud dan telah merupakan komitmen seluruh pelakunya, yaitu segenap unsure pemerintahan yang
mutlak memerlukan dukungan dan peran serta masyarakat, baik di tingkat nasional maupun tingkat
wilayah atau daerah. Pembangunan berkelanjutan mensyaratkan dan mengupayakan kerja sama antar
pemangku kebijakan agar tetap terbentuknya lingkungan kota yang selaras, serasi, dan seimbang.
Penyusunan kebijakan dan strategi pembangunan perkotaan dalam bidang pembangunan dan pengelolaan
Ruang Terbuka Hijau berdasarkan pada inmendagri No.14 Tahun 1988 tentang penataan RTH diwilayah
perkotaan, kebijakan dan strategi pembangunan perkotaan bidang pembangunan dan pengelolaan RTH
ini dalam pelaksanaanya kelak, diharapkan tetap merupakan suatu sinergitas PLH, yang disesuaikan
dengan sistem bio-geografi lingkungan perkotaan.
Perlu dipertimbangkan suatu sistem oenerapan pelaksanaan pengelolaan RTH dikaitkan dengan kegiatankegiatan PLH diwilayah perkotaan, sebagaimana telah dilakukan di Negara-negara lain dan telah
menunjukkan keberhasilan, sebagai contoh dikutip beberapa keberhasilan PLH di wilayah perkotaan di
Negara Jerman, khususnya di provinsi wurtenberg, jerman selatan dimana sampah domestic baik pada
maupun cair di inegrasikan dalam sistem hutan hitam, dimana dicontohkan diantara dua kota yang
berbatasan dengan penduduk tidak lebih dari 2 juta jiwa dibangun semacam Ruang Terbuka Hijau yang
fungsinya untuk penyaring beberapa hasil limbah lingkungan seperti sampah, pencemaran udara industri
dan lain-lain.

62

Figure 3 :Penetapan Strategi dan Fokus Strategi dan pengolahan RTH di wilayah Perkotaan
Berdasarkan konsep ekologi industri , strategi kolaboratif tidak hanya mencakup -produk sinergi dengan
("limbah-to-feed" pertukaran), tetapi juga dapat mengambil bentuk Cascading air limbah, bersama
logistik dan pengiriman & menerima fasilitas, bersama parkir, hijau pembelian blok teknologi, multimitra bangunan hijau retrofit, kabupaten energi sistem, dan pendidikan lokal & pusat sumber daya. Ini
merupakan aplikasi dari pendekatan sistem , di mana desain dan proses / kegiatan yang terintegrasi ke
alamat tujuan ganda.
EIPs dapat dikembangkan sebagai lahan greenfield proyek, di mana-industri maksud eko ada di seluruh
perencanaan, situs fase konstruksi dan desain, atau dikembangkan melalui retrofits dan strategi baru
dalam perkembangan industri yang ada.

3.7 Profil Kawasan Industri Medan II sebagai lokasi kajian

Kawasan Industri Medan (disingkat KIM) adalah sebuah kawasan industri yang terletak di Kelurahan
Mabar, Medan Deli, Medan, Indonesia. KIM yang mempunyai luas total sebesar 514 hektar dikelola oleh
PT. Kawasan Industri Medan, sebuah BUMN. KIM berjarak sekitar 10 km dari pusat kota Medan dan
sekitar 15 km dari Pelabuhan Belawan serta terletak dekat dengan pintu Tol Belmera. Sekitar 100
perusahaan menempati kawasan industri ini; sebagian besar di antaranya adalah perusahaan dalam negeri.

63

Kawasan industri medan II adalah proyek pengembangan kawasan industri di provinsi sumatera utara
kabupaten deli serdang yang merupakan bagian dari PT.Kawasan Industri Medan yang letaknya berada
diseberang kawasan industri medan I yaitu diseberang tol belmera.
PT.Kawasan Industri Medan adalah Badan Usaha Milik Negara dengan bidang usaha jasa pengelolaan
Kawasan Indsutri. Kawsana ini didirikan pada tanggal 7 oktober 1988, kawasan ini merupakan upaya
untuk memajukan roda perekonomian Sumatera Utara yang membuka luas perkembangan industri,
seiring dengan tingginya minat investor untuk menanamkan investasinya PT.Kawasan Industri Medan
melakukan pengembangan lahan, hingga saat ini luas areal 780 ha dan akan terus dikembangkan dengan
usaha sendiri maupun bekerjasama dengan pihak-pihak swasta.

Figure 4 : Master Plan Kawasan Industri Medan

3.8 Kondisi Sekitar Kawasan Industri Medan

Kawasan Industri Medan (disingkat KIM) adalah sebuah kawasan industri yang terletak di Kelurahan
Mabar, Medan Deli, Medan, Indonesia. KIM yang mempunyai luas total sebesar 514 hektar dikelola oleh
PT. Kawasan Industri Medan, sebuah BUMN. KIM berjarak sekitar 10 km dari pusat kota Medan dan
sekitar 15 km dari Pelabuhan Belawan serta terletak dekat dengan pintu Tol Belmera. Sekitar 100
perusahaan menempati kawasan industri ini; sebagian besar di antaranya adalah perusahaan dalam negeri.
Selain area industri disekitar Kawasan Industri medan II juga terdapat perumahan penduduk dan pintu tol
mabar I dan mabar II yang keduanya adalah pendukung dari kawasan industri medan itu sendiri.
Sebagaimana diketahui bahwa PT.KIM II yang berada di kelurahan mabar, kecamatan Medan Deli pada
awalnya merupakan lahan pemukiman penduduk yang dibeli secara bertahap. Hingga kini masih banyak
penduduk yang bermukim disekitar KIM II ini. sebagian besar rumah-rumah mereka dijadikan tempat
kos bagi pekerja KIM terutama buruh-buruh pabrik yang bekerja dengan sistem shift. Sebagian lain
penduduk meningkatkan kreatifitas dengan membuka usaha yang mendukung dalam memenuhi
kebutuhan pekerja PT.Kawasan Industri Medan II.
Ditinjau dari faktor ekonomi, kondisi diatas tentunya dapat meningkatkan pendapatan penduduk di
sekitar PT.KIM II. Namun faktor lingkungan, penduduk mengalami permasalahan yang cukup serius
antara lain asap kenderaan, polusi pabrik, kebisisngan dan lain-lain.

3.9 Ruang Terbuka Hijau di Kawasan Industri Medan II.

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Perpohonan mampu menurunkan konsentrasi partikel timbale yang melayang di udara, karena
kemampuannya untuk dapat meningkatkan turbulensi dan mengurangi kecepatan angin melalui celah
stomata/mulut daun berkisar antara 2-4um hingga 10um dengan lebar 2-7um. Sedangkan ukuran partikel
timbal yang demikian kecil, rata-rata 2um, akan dapat masuk kedalam daun dengan mudah, serta akan
menetap dalam jaringan daun dengan mudah, serta akan menetap dalam jaringan daun, menumpuk
diantara sek jaringan pagar (palisade), atau jaringan bunga karang (spongious tissue). Sedang zarah yang
lebih besar ukurannya akan terakumulasi pada permukaan kuliat luar tanaman. Cemaran yang
terakumulasi ini sebagian kecil dapat terjerab secara kimiawi dan akhirnya terserap oleh jaringan hijau
dan sebagian lagi akan tersapu oleh angim atau air hujan, yang kemudian dibawa aliran angin/air dan atau
diendapakan ke atas tanah. Partikel berukuran submicron akan terdifusi ke dalam jaringan tanaman
melalui stomata dan akhirnya terbawa kedalam sistem metabolisme tanaman.
Ruang Terbuka Hijau di kawasan industri medan II herusnya menjadi bagian penting dari kawasan ini,
banyak fungsi positif jika pihak pengelola memperhatikan kondisi Ruang Terbuka Hijau dengan baik,
sudut pandang keindahan, kenyamanan dan yang lainnya merupakan bagian penting dari sebuah
kawasan.
Di kawasan industri medan terdapat 3 spot ruang terbuka namun fungsinya tidak dikelola dengan baik
sehingga hanya ada beberapa bagian saja yang bisa disebut sebagai Ruang Terbuka hijau itupun
kondisinya tidak terawatt dengan baik.

3.9.1 Peta Analisa Ruang Terbuka Hijau di PT.KIM II

Figure 5 : Vegetasi Pulau Jalan 1

Figure 6 : Vegetasi Pulau Jalan 2

65

Figure 7 : Vegetasi Pulau Jalan 3

Figure 8 : 2Vegetasi DIbundaran KIM II

Pemilihan tanaman atau jenis pohon yang ada pada pulau jalan dikawasan indsutri medan II tidak efektif
dalam mengatasi kondisi polusi udara dan debu yang ada di kawasan tersebut, tanaman atau jenis pohon
yang dipilih lebih ke unsure estetis sehingga tidak efektif bagi pengkondisian iklim mikro kawasan yang
memiliki bentang jalan yang lebar. Tanaman perdu dan bunga-bunga lebih dominan di pulau jalan
kawasan ini.

3.9.1 Kondisi Jenis Pohon dan Ruang Terbuka Hijau DI KIM I

Pepohonan yang ditanam di sepanjang pinggir jalan yang ada dikawasan industry KIM II, pemilihan
tanaman yang mempunyai sifat batang bawah dan tinggi ini dirasa kurang efektif dalam mengatasi debu
dan polusi udara yang berasal dari pabrik.

Figure 9

Figure 10

Pada sebagian pulau jalan dan pinggir jalan sudah terdapat beberapa pohon yang efektif dalam
menyerap debu dan sebagai shading kawasan, namun kendala berikutnya adalah beberapa bidang jalan
yang rusak sehingga debet debu lebih banyak.

66

Figure 11
Figure 12
Salah satu ruang terbuka yang menjadi pembatas antara pemukiman penduduk dan kawasan industry
yang berupa lapangan sepak bola di nilai tidak efektif dan tidak dapat dimanfaatkan sebagai pelindung
kawasan sekitar area indsutri dari polusi udara pabrik dan tidak dapat dinikmati masyarakat sebagai ruang
untuk menikmati hijau kawasan.
Dikawasan ini dari hasil wawancara singkat dengan pihak pengelola taman yang sedang bekerja akan
dibuat ruang terbuka hijau di bagian depan masuk kawasan KIM II, namun prosesnya pun terlalu lambat
dan pemilihan jenis pohon yang dikembangkan rencananya didominasi oleh pohon palem yang memiliki
bentang daun yang kecil dan tidak efektif salam menyerap debu.
Hal ini menunjukkan bahwa kawasan industry ini tidak konsen dalam masalah lingkungan kawasan dan
sekitarnya, dapt dilihat dari perawatan pepohonan yang ada, lebih mirisnya lagi kondisi pepohonan
sebagian ada yang dipotong untuk dijadikan perluasan dari kawasan salah saru pabrik, saat ditanya
apakah ada desain RTH dikawasan ini sebelumnya, pihak pengelola mengatakan tidak ada, kecuali
penanaman pohon di puau jalan dan bagian pinggir jalan kawasan industry medan II.

Figure 13
Sehingga dari hasil kajian dan survey lapangan dapat disimpulkan bahwa kawasan ini kurang siap dalam
hal penghijauan kawasan karena banyak lahan kosong yang ditujukan untuk RTH di dikelola dengan baik
sampai saat ini. jelas mengapa banyak warga disekitar pabrik yang complain akibat adanya
pengembangan KIM II ini, karena pengelola tidak memperhatikan lingkungan sekitar yang efeknya
adalah banyak truk-truk yang menimbulkan debu jalanan, dan radius pencemaran udaranya pun dirasakan
oleh masyarakat yang tinggal di komplek perumhan nasional martubung.

67

Figure 14 :Peta Radius Pencemaran Udara dari Kawasan Industri meda II

Polusi udara pabrik yang berasal dari kawasan indsutri medan II dirasakan sampai radius 2,5 km dari titik
pusat KIM II, hal ini disebabkan oleh tinggi cerobong asap yang ada sehingga pencemaran udara tidak
hanya terjadi di kawasan industry, tetapi juga daerah-daerah yang jangkau polusi udara pabriknya.
Harusnya masalah ini menjadi perhatian, pihak pengelola harusnya tidak saja mengurusi pencemaran
udara di kawasannya tetapi juga imbasnya kemasyarakat, hal ini lah yang mendorong banyak pihak agar
pengelola bertanggung jawab untuk membangun RTH di daerah-daerah pabrik dan penanaman pohon di
sepanjang jalur yang dilalui oleh truk-truk yang menuju kawasan industry medan II.

3.10 Peran RTH di Kawasan Industri dan Sekitarnya

3.10.1 Identitas Kawasan
RTH dapat menggambarkan identitas kota melalui koleksi jenis tanaman dan hewan yang merupakan
simbol atau lambang suatu kawasan.

3.10.2. Pelestarian Plasma Nutfah

Ruang Terbuka Hijau dapat dijadikan tempat koleksi keanekaragaman hayati yang tersebar di seluruh
wilayah tanah air kita. Kawasan Ruang Terbuka Hijau dapat dipandang sebagai areal pelestarian di luar
kawasan konservasi, karena pada areal tersebut dapat dilestarikan flora dan fauna secara ex-situ.

3.10.3 Penahan dan Penyaring Partikel Padat dari Udara

Tajuk pohon yang ada di areal Ruang Terbuka Hijau dapat membersihkan partikel padat yang tersuspensi
pada lapisan biosfer bumi melalui proses jerapan dan serapan, sehingga udara kota menjadi lebih bersih.
Partikel padat yang melayang-layang di permukaan bumi sebagian akan terjerap (menempel) pada
permukaan daun, khususnya daun yang berbulu dan mempunyai permukaan yang kasar, seperti daun
bunga matahari, waru, Ficus sp., dan kersen. Sebagian lagi akan terserap masuk ke dalam ruang stomata
daun. Selain di daun, maka partikel padat ini juga akan menempel pada kulit batang, ranting, dan cabang.

3.10.4 Penyerap dan Penjerap Partikel Timbal dan Debu Industri

Ruang Terbuka Hijau dengan jenis-jenis tanaman yang sesuai mempunyai kemampuan untuk menyerap
dan menjerap partikel timbal dan debu industri seperti Pembangunan dan Pengelolaan Ruang Terbuka
Hijau (I.Samsoedin dan E. Subiandono). Contoh pengaturan ruang terbuka hijau dalam sistem zonasi
kawasan Ruang Terbuka Hijau Delta Malvinas, Kota Medan semen. Sumber utama timbal yang
mencemari udara berasal dari kendaraan ber motor. Jenis-jenis tanaman yang mempunyai kemampuan
yang sedang hingga tinggi dalam menurunkan kandungan timbal dari udara adalah damar(Agathis alba),
mahoni (Swietenia macrophylla), jamuju Podocarpus imbricatus), pala (Myristica fragrans), asam landi
(Pithecelobium dulce), dan johar (Cassia siamea). Sedangkan tanaman yang memiliki ketahanan yang

68

tinggi terhadap pencemaran debu semen dan memiliki kemampuan yang tinggi dalam menjerap
(adsorbsi) dan menyerap (absorbsi) debu semen dan polusi pabrik adalah trembesi, pohon tanjung
mahoni, bisbul, kenari, meranti merah, kere paying, dan kayu hitam.

3.10.5Peredam Kebisingan
Pohon dapat meredam suara dengan cara mengabsorpsi gelombang suara oleh daun, cabang, dan ranting.
Jenis tumbuhan yang paling efektif untuk meredam suara adalah yang mempunyai tajuk tebal dengan
daun yang rindang. Dedaunan tanaman dapat menyerap kebisingan sampai 95% (Grey and Deneke,
1978). Dengan menanam berbagai jenis tanaman dengan berbagai strata yang cukup rapat dan tinggi akan
dapat mengurangi kebisingan, khususnya dari kebisingan yang sumbernya berasal dari bawah.

3.10.6 Mengurangi Bahaya Hujan Asam

Menurut Smith (1985), pohon dapat membantu mengatasi dampak negative Prosiding Ekspose HasilHasil Penelitian, 2007 18 hujan asam melalui proses fisiologis tanaman yang disebut proses gutasi, yang
menghasilkan beberapa unsur-unsur seperti Ca, Na, Mg, K, dan bahan organik seperti glutamin dan gula
(Smith, 1981). Menurut Henderson et at. (1977) bahan inorganik diturunkan ke lantai hutan dari tajuk
daun lebar maupun daun jarum melalui proses through fall dengan urutan K > Ca > Mg > Na. Hujan yang
mengandung H2SO4 atau HNO3 jika tiba di permukaan daun akan mengalami reaksi. Pada saat
permukaan daun mulai basah, maka asam seperti H2SO4 akan bereaksi dengan Ca pada daun membentuk
garam CaSO4 yang bersifat netral. Adanya proses intersepsi dan gutasi oleh permukaan daun akan sangat
membantu dalam menaikkan pH, sehingga air hujan menjadi tidak berbahaya lagi bagi lingkungan.

3.10.7 Penyerap Karbon-monoksida

Mikroorganisme dan tanah pada lantai hutan mempunyai peranan yang baik dalam menyerap gas ini.
Inman et al. dalam Smith (1981) mengemukakan, tanah dengan mikroorganismenya dapat menyerap gas
ini dari udara yang semula konsentrasinya sebesar 120 ppm menjadi hampir mendekati nol dalam tiga
jam.

3.10.8 Penyerap Karbon-dioksida dan Penghasil Oksigen

Hutan (termasuk di dalamnya Ruang Terbuka Hijau) merupakan penyerap gas CO2 dan penghasil 02
yang cukup penting, selain fitoplankton, ganggang, dan rumput laut di samudera. Cahaya matahari akan
dimanfaatkan oleh tumbuhan di areal Ruang Terbuka Hijau melalui proses fotosintesis untuk merubah
gas CO2 dan air menjadi karbohidrat dan oksigen. Tanaman yang baik sebagai penyerap gas CO2 dan
penghasil O2 adalah damar (Agathis alba), daun kupu-kupu Bauhinia purpurea), lamtorogung (Leucaena
leococephala), akasia (Acasia auriculiformis), dan beringin (Ficus benjamina) (Widyastarna, 1991).

3.10.9 Penahan Angin

Angin kencang dapat dikurangi 75-80% oleh suatu penahan angin berupa Ruang Terbuka Hijau (Panfilov
dalam Robinette, 1983).

3.10.10 Penyerap dan Penapis Bau

Tanaman dapat menyerap bau secara langsung atau menahan angin yang bergerak dari sumber bau (Grey
dan Deneke, 1978). Akan lebih baik hasilnya jika ditanam tanaman yang menghasilkan bau harum yang
dapat menetralisir bau busuk dan menggantinya dengan bau harum, seperti cempaka, dan tanjung.

3.10.11 Produksi Terbatas

Ruang Terbuka Hijau dapat ditanami dengan jenis-jenis tanaman yang dapat dimanfaatkan buah, bunga,
daun, dan kayunya untuk memenuhi kebutuhan dan meningkatkan penghasilan masyarakat secara
terbatas.

3.10.12 Ameliorasi Iklim

Salah satu masalah yang cukup merisaukan penduduk kota adalah berkurangnya kenyamanan akibat
meningkatnya suhu udara di perkotaan. Untuk mengatasi hal itu, Ruang Terbuka Hijau dapat dibangun
agar pada siang hari tidak terlalu panas sebagai akibat banyaknya jalan aspal, gedung bertingkat,

69

jembatan layang, dan sebagainya; dan sebaliknya pada malam hari dapat lebih hangat karena tajuk pohon
dapat menahan radiasi balik dari bumi (Grey dan Deneke,1978). Jumlah pantulan radiasi matahari suatu
Ruang Terbuka Hijau sangat dipengaruhi oleh panjang gelombang, jenis tanaman, umur tanaman, posisi
jatuhnya sinar surya, keadaan cuaca, dan posisi lintang (Robinette, 1983).

3.11 Pembangunan dan pengelolaan Ruang Terbuka Hijau

Aspek penting yang perlu diperhatikan dalam membangun Ruang Terbuka Hijau adalah:
Perencanaan, Kelembagaan dan Organisasi Pelaksanaan, Pemilihan Jenis Tanaman
Pemeliharaannya yang secara lebih rinci dapat dijabarkan sebagai berikut:

serta

3.11.1 Perencanaan
Berbagai aspek yang perlu dikaji dalam perencanaan, antara lain :
lokasi, fungsi dan pemanfaatan, aspek silvikultur, arsitektur lansekap, sarana dan prasarana serta teknik
pengelolaan lingkungan. Rencana pembangunan Ruang Terbuka Hijau hendaknya meliputi :
1. Rencana jangka panjang, yang memuat gambaran tentang Ruang Terbuka Hijau yang dibangun serta
target dan tahapan pelaksanaannya.
2. Rencana detail, yang memuat desain fisik atau rancang bangun untuk masing-masing komponen fisik
Ruang Terbuka Hijau serta tata letaknya.
3 Rencana tahun pertama kegiatan meliputi rencana fisik dan biayanya.

3.11.2 Kelembagaan dan Organisasi Pelaksanaan

Pembangunan dan pengelolaan Ruang Terbuka Hijau sangat tergantung kepada perangkat yang tersedia.
Sistem pengorganisasian di suatu daerah mungkin berbeda dengan daerah lainnya. Pengelolaan Ruang
Terbuka Hijau pada areal yang dibebani hak milik diserahkan kepada pemiliknya, namun dalam
pelaksanaannya harus memperhatikan petunjuk dari perencanaan dan pengendalian.

3.11.3 Pemilihan Jenis Tanaman

Jenis yang ditanam hendaknya dipilih berdasarkan beberapa pertimbangan dengan tujuan agar tanaman
dapat tumbuh baik dan dapat menanggulangi masalah lingkungan yang muncul di tempat itu dengan baik
pula. Pembangunan dan Pengelolaan Ruang Terbuka Hijau (I.Samsoedin dan E. Subiandono)

3.11.4 Penentuan Luas Ruang Terbuka Hijau

Kriteria penentuan luas Ruang Terbuka Hijau dapat dilakukan dengan berbagai cara, misalnya menurut
persentase dari luas kota, penentuan berdasarkan jumlah penduduk, dan berdasarkan isu ranking yang ada
misalnya untuk mengatasi masalah air bersih, untuk pemenuhan kebutuhan oksigen, dan lain sebagainya.
Untuk kasus kawasan industry Keputusan Menteri Perindustrian dan Perdagangan RI No.
50/MPP/Kep/2/1997 tentang Standar Teknis yang berlaku bagi perusahaan Kawasan Industri.

Figure 15
Dapat dicontoh bagaimana kawasan industry di Denmark, finlandia dan lainnya dalam menerapkan RTH
di kawasan industry mereka menetapkan 20% areanya untuk RTH.

70

3.12 Komponen Pendukung

Komponen pendukung yang diperlukan untuk pembangunan dan pengembangan Ruang Terbuka Hijau,
antara lain:
a. Peraturan perundangan
b. Ilmu dan teknologi yang memadai
c. Dukungan dari pembuat kebijakan
d. Jasa konsultasi
e. Dukungan masyarakat
f. Kebun bibit
g. Tenaga ahli
h. Pemeliharaan

4. Penutup
Lahan yang terbatas di kota-kota seringkali digunakan untuk berbagai kepentingan yang lebih bersifat
komersial yang sebetulnya kurang sesuai dengan peruntukannya. Di sisi lain, pembangunan kota yang
kurang terencana dengan baik juga telah banyak menimbulkan dampak negatif terhadap lingkungan
hidup yang pada akhirnya dapat menyebabkan turunnya kualitas lingkungan hidup kota.
Ruang Terbuka Hijau merupakan salah satu alternatif yang baik dalam mengatasi masalah lingkungan
hidup di kota. Melalui fungsi dan peranannya yang sangat beragam, Ruang Terbuka Hijau diharapkan
dapat membantu mengatasi pencemaran udara, meredam kebisingan, menjaga tata air, dan melestarikan
plasma nutfah, di samping dapat juga menghasilkan udara segar serta sebagai sarana pendidikan dan
rekreasi bagi masyarakat kota. Oleh karena itu, dalam pembangunan dan pengembangan Ruang Terbuka
Hijau tersebut tentunya perlu dipertimbangkan berbagai aspek seperti luas, bentuk, dan tipe Ruang
Terbuka Hijau. Di samping itu keberhasilan pembangunan dan pengelolaan Ruang Terbuka Hijau
tersebut akan sangat ditentukan oleh adanya dukungan dari seluruh lapisan masyarakat serta
pengaturannya didasarkan melalui Peraturan Daerah.

Daftar Pustaka
[1] Direktorat Jenderal Penataan Ruang Departemen Pekerjaan Umum 2006. Ruang Terbuka Hijau
sebagai unsur utama tata ruang kota
[2] Dahlan, E.N. 1989. Studi Kemampuan Tanaman dalam Menjerap dan Menyerap Timbal Emisi dari
Kendaraan Bermotor. Tesis. Fakultas Pasca Sarjana, Institut Pertanian Bogor. 102 p.
[3] Irawati, R. 1991. Studi Pemilihan 10 Jenis Tanaman untuk Pengembangan Hutan Perkotaan di
Kawasan Pabrik Semen. Skripsi. Jurusan Konservasi Sumberdaya Hutan, Fakultas Kehutanan,
Institut Pertanian Bogor.
[4] Smith, W.H. 1981. Air Pollution and Forest : Interaction between Air Contaminants and Forest
Ecosystems. Springer-Verlag, New York. 379 1985. Forest and Air Quality. J. Forestry. February,
1985 :
[5] Widyastama, R. 1991. Jenis Tanaman Berpotensi untuk Penghijauan Kota. Kompas 11 Juli 1991.
[6] A Rahim siregar Dkk.2008. Kajian keberadaan kawasan industry medan dan perngaruhnya terhadap
lingkungan sekitar

71

DEVELOPMENT PRODUCTIVITY, COMPETITIVENESS

AND PERFORMANCE INDUSTRIAL CONSTRUCTION
WITH A SYSTEM DYNAMIC MODEL
Putri Lynna A. Luthan
Lecturer in Civil Engineering, Faculty of Engineering, State University of Medan

Abstract. The construction industry plays an important role in the

development of a country's economy, especially in developing countries like
Indonesia It is characterized by the construction industry contributes
significantly to the growth rate of Gross Domestic Product (GDP) amounted
to 6.35% in 2005. The process of world economy is currently growing and
increasingly high level of competition has encouraged construction
companies to undertake the production process faster and more precisely in
serving consumers., In improving the competitiveness of the timeliness issue
becomes very important for the implementation of sustainability construction
process.
This research has the objective was to identify the factors that affect the
productivity of time performance, competitiveness and the construction
industry. This study also discusses the dynamic system simulation model that
includes micro-level (project), meso (company), macro (industry)
The analytical method used in this study using Hierarchy Process (AHP) and
statistical analysis. Results of regression will be performed Montecarlo
simulation with Crystal Ball software and simulation of dynamical systems
with software Power Sim.
The first phase of the research results of 73 variables that influence
performance when there are 6 variables that can not be accepted
Keywords: time of performance, productivity, competitiveness,
construction industry, AHP, simulation

1.

Introduction

The construction industry is one of the important sectors for the development of a nation such as
Indonesia. Construction services business contributed significantly to the growth rate of Gross Domestic
Product (GDP). Construction services sector since the year 1998 accounted for approximately 7.54%, the
economic crisis caused a sharp decline recorded in 1999 to minus 1.63%, (BPS, 2006) 1. Furthermore,
since 2003 the sector again showed a marked tendency to improve with the contribution of GDP
amounted to 6.35% in 2005, (Suraji, 2007) 2. As one of the important sectors, the growth of the national
construction industry is certainly a golden opportunity for perpetrators of national construction services
for more work and participate to improve the competitiveness of national development.
The world economy is currently growing has encouraged construction companies to undertake the
production process faster and more precisely in serving consumers. Performance improvement of
competitiveness of labor to reach maximum performance when all factors including the factors of labor
efficiency, effectiveness, timeliness, productivity, quality, and improved safety, (Suntana, 2008) 3.
Michael Porter clearly states the level of productivity is the root determinants of competitiveness both at
the micro level (the project), meso (company), macro (industry) and also at the state level. Itself is a
source of productivity and living standards of individual and per capita income source. While
competitiveness itself is basically the ability to create a degree of prosperity.
The OECD defines competitiveness as a country's level of ability to produce goods and services in
accordance with the demands of international markets and with it the ability to create a sustainable
1

BPS, 2006.
Suraji,A (editor)(2007),Konstruksi Indonesia 2030: Untuk Kenyamanan Lingkungan Terbangun dengan Menciptakan Nilai
Tambah Secara Berkelanjutan Berdasarkan Profesionalisme, Sinergi dan Daya Saing, LPJK..
3
Suntana Sukma Djatnika,Disertasi, Peningkatan Kinerja daya saing tenaga kerja konstruksi pekerjaan jalan, Universitas Indonesia,
2008-2009.
2

72

prosperity for its citizens. So there is a consistent relationship between levels of productivity and
competitiveness levels. Based on the above can be understood that the productivity in the construction
industry is important because it deals directly with the level of competition and the competitiveness of a
country's construction industry.
2.
-

3.
-

Problem Identification
Survey Report APO (Asian Productivity Organization) in 2004, the average TFP (Total Factor
Productivity) in Indonesia -0.80 (minus). .
According to the report of the World Economic Forum in 2003-2004, Indonesia's competitiveness
ranked 37th in the year 1999, in the year 2003 reached the lowest ranking to number 72. It is clearly
seen that the competitiveness of Indonesia continued to decline, especially when compared with other
ASEAN countries.
According to the guidance of Construction BAPEKIN 4 in Act No. socialization. Implementing
Regulation 18/1999 and construction services in Bandung there are some phenomena that occur on
Potential Construction Services business or the condition in Indonesia in general is: Not yet the
realization of construction quality, timeliness of execution, and efficiency in resource utilization as
planned.
Research conducted Alwi et al., (2002)5 to identify the problems of inefficiency in Indonesia
concluded that there were inefficiencies in the contractor in Indonesia: delayed schedule.
According to sources above that a precise time of execution is a phenomenon that is being faced by
the construction services in Indonesia, which causes a lack of productivity and competitiveness with
foreign contractors. With the existence of such phenomena then presumably it is necessary to do a
research what caused the timeliness of implementation has not been reached and how to overcome
them and how timely can improve productivity, competitiveness and national contractors, especially
the construction industry.
Research Aims
Discovering the factors that affect the execution time performance of low-rise buildings which raises
productivity, competitiveness and declining construction industry.
Identifying the causes of low performance of impact and implementation time-storey building on the
productivity, competitiveness and the construction industry
Conducting an analysis to recommend how the performance of time can increase productivity,
competitiveness and the construction industry in the implementation of multilevel buildings.

4.
Research Limitation
Restricted problem is necessary for research and discussion, not too broad, that is only on:
-

5.

Research about the factors that affect the performance of time that cause delays in the implementation
of multilevel buildings thereby reducing the productivity, competitiveness and industrial construction.
The variables studied are the factors that affect the implementation time-storey buildings which affect
the productivity and competitiveness of construction industry.
This research is specialized for controlling the work in order to avoid deviations of the time verified
by the experts from previous studies are caused by the owner, contractors, planners and supervisors as
well as environmental and political conditions.
The object of research is focused on job-rise buildings that have been done or is underway.
System and method of implementation of work and the equipment used is considered relevant in
different provinces.
Research Methodology

This research was conducted with a qualitative approach with interview techniques and the spread of the
questionnaire to some perpetrators construction. Data collector used questionnaire consisting of 3 (three)
phases. The first stage is a literature study and interviews to the construction management field to identify
the factors affecting construction time performance. At this stage the factors that have been identified will
be verified by experts. Having obtained the determinants of time performance, then the next step will be
testing the contribution of each factor using a questionnaire to participants to get the model construction.
4

Buletin BAPEKIN Edisi ke 6 tahun 2004.

Alwi, S., Hampson, K., Mohamed, S. (2002). Non Value-Adding Activities: A Comparative Study of Indonesian and Australian
Construction Projects. Proceedings of the 10th annual conference of the IGLC, Gramado, Brazil.

73

The last stage will be tested models to the expert as well as to identify actions to be taken to improve the
performance of the time.
Methods of data analysis used analytical method hierarchy process (AHP) and correlation analysis and
intercorellation (statistical analysis) using SPSS. AHP is used to analyze the impact of variables (risk
factors). This method was chosen in order to see the risk factors that influence ranking (dominant) to a
small effect, which in this study is called risk ranking. The impact of having the highest risk ranking will
be done earlier corrective action.
Criteria frequency of impacts occurring in this study is a combination of qualitative evaluation techniques
New Zealand standard on risk management (AS 4360-1995) with the assessment of risk values RAMP
(Risk Analysis and management for Project) that have been combined, namely:
1) Never
2) Rarely
3) Sometimes
4) Often
5) always.
Risk analysis of the risk level or Level conducted to determine the level of risk through a questionnaire
survey data 2 (table 1). Analysis of risk level or risk level can be done qualitatively by making the risk
level matrix of criteria influence the level of impact and frequency of occurrence of impact, which after
undergoing modification can be seen in table 1 below: :
Tabel 1: Matrik tingkat risiko berdasarkan tingkat pengaruh dan frekwensi kejadian
(2)

(3)

(4)

(5)

Tidak
pernah

Jarang

Kadangkadang

Sering

Selalu

1.Proyek berjalan
sesuai rencana

2. Proyek berjalan
sesuai rencana,
ada perubahan
spesifikasi

3. Proyek tidak
berjalan sesuai
rencana, ada
perubahan desain
dan metode

4. Proyek tidak
berjalan sesuai
rencana, ada
perubahan desain
dan metode yang
mempengaruhi
kinerja

5. Proyek berhenti

Frekwensi

(1)

Tingkat pengaruh

Source: Risk Management Lecture Material, Master of Engineering, Specialty Project Management,
University of Indonesia, Jakarta

Description:
L
M
S
H

:
:
:
:

Low Risk, handled by a routine procedure.

Risk of being, responsibility, management needs to be explained.
Risk of meaning, required the attention of senior management.
High Risk, detailed research and management is required at the senior level..

74

6.

Correlation Analysis and intercorellation

Correlation analysis in this study is conducted to measure the strength of association between dependent
variables (dependent variables) with free variables (independent variable). For data with interval data
criteria / ratios in normal distribution can be carried out data analysis with parametric statistical methods.
Correlation analysis performed using Pearson correlation (product moment correlation), with the
equation::6
Y= f (X i,j,k,l) ..................................
Where:
i = free variables to i
j = sample number
k = k relationship between variables to
l = linkage between samples to l
From the equation above prepared a mathematical model that describes the relationship between various
variables internal constraints and external factors with variables that describe the barriers to improving
the performance time. Correlation analysis showed the relationship between two variables or more.
Correlation analysis to find relationships between variables regardless of the presence or absence of a
causal relationship between these variables-variables.
The method used is a simple correlation analysis, bivariate correlation method. The simple linear
correlation is a relationship between two variables which are appointed from the large correlation
coefficient is indicated by the symbol "r" (correlation coefficient Pearsonian), shown in table 2.

Table 2: Guidelines for providing interpretation of correlation coefficients

Correlation
Interval

7.

Relationship Level

0,00 0,19

Sangat lemah

0,20 0,399

Lemah

0,40 0,599

Sedang

0,60 0,799

Kuat

0,80 1,00

Sangat kuat

Regression Analysis

Regression analysis is one of the important statistical analysis and mathematical modeling related to the
problem of a data set of observations. Relationships between pairs of these variables can indicate the
relationship of two or more of these variables. This research will use multiple regression analysis is a
regression analysis is used when there is one dependent variable or dependent variable depends on more
than one variable or predictor variables. The relationship between these two variables can be
characterized by mathematical models are referred to as the regression model. The method used was
stepwise regression, each variable entered into the regression model based on the sequence of a major
contribution to the regression model R2 value is expected. Regression equation for n Predictor is
Y = a+biXi+b2X2bnXn
Above regression equation obtained after correlation analysis continues to find the regression equation.
The regression equations describing the results of the model between the dependent variable times
between the frequency and impact of these elements. biXi = result times and frequency of occurrence and
impact of the Sensitivity Chart that happened, that biXi variables have a particular sensitivity to the
model.
6
7

Singgih Santoso, Mengatasi Berbagai Masalah Statistik dengan SPSS, Jakarta:PT Elex Media Komputindo, 2003)
Boediono dan Wayan Koster, Teori dan Aplikasi Statistik dan Probabilitas, Bandung, PT, Remaja Ropdakarya, 2004.

75

8.

Test Model

From the regression models which have been obtained both the linear model and nonlinear model, then
do some test models, namely:
a.

R2 coeffecient of derermination test or test

R2 test used to measure the true contribution of independent variable x against variations (rise and fall)
the dependent variable (y). Other variables disesabkan by other factors that also affect Y and is included
in the error bully. R2 is also used to measure how close the regression line to the data region R2 value is
from zero to one. So close to the value Y from the regression model to the data points, the higher the
value of R2.
b.

F-test

F test used to test the null hypothesis (H0) that the entire value of the independent variables Xi
coefficients of regression model is zero, and hipotrsis alternative (Ho) is that all coefficient values the
variable x does not equal zero. In other words the ratio of F used to test the null hypothesis (Ho), namely
that free variables together did not influence the dependent variable, and alternativenya hypothesis (Ha),
namely that the independent variables affect the dependent variable.
c.

t-Test

T test was used to test the null hypothesis (Ho) that each koefeisen of regression model is zero and
alternativenya hypothesis (Ha) is if each of the model coefficients are not equal to zero. Thus it can be
stated as follows: If the null hypothesis is accepted that the model generated can not be used to predict the
Y value, conversely if the null hypothesis is rejected, then the value of the resulting model can be used
for the value Y. mempredikdi T value of variable X and constant coefficients of regression can be found
using the formula (Katz 1982) :
d.

Auto Correlation test (Durbin-Waston test)

Durbin-Waston Tets conducted to test the auto-correlation between the variables studied. Autocorrelation test of the restriction value of Durbin-Waston (0 X 4) and used nilia 1.5 2.5 for the DurbinWaston determine whether there is any correlation or auto correlation of residuals from the regression
model produced.
e.

Test Multikoliniearitas

Multicollinearity test was conducted to determine whether there is multicollinearity, or the correlation
among selected variables. A good regression model should be no multicollinearity (Santoso 1999). 8
f.

Residual Analysis l

Before using multiple regression models generated, we need to analyze the feasibility of the model
through analysis of residuals. To test the feasibility and the constancy of regression functions (costancy)
of the error variance used residual plots against fitted values. To determine the normality of the error, use
the normal probabiloitas plots (normal probability plot9.

9.

Simulation Model

Simulation and modeling can be used to solve a difficult problem solved by the usual analytical way.
Modeling is used to build models that can describe the problem, while the simulation is used to
demonstrate the process of solving problems and can be visualized so easily analyzed.Simulation is the
process of mathematical model or logic model of a system with the aim to gain an understanding of
system behavior, which will be used to assist in decision making. Simulation is an analytical method
meant to imitate a real situation (real time), especially when analyzed mathematically too complex or too
difficult to produce. The main capabilities of the simulation lies in its ability to model appropriate
assumptions about a problem or system. Simulation has many benefits including:
1. Allows the Manager and the analysis to evaluate the proposed system.
2. Simulation models are generally more easily understood than many analytical approaches.
3. The ability to model any assumptions, especially when analytical models are not suitable
8
9

Santoso Singgih, Structural Equation Modelling, konsep dan aplikasi dengan AMOS, Elex Media Komputindo, 1999.
Supranto,J, Statistik Teori dan Aplikasi, Erlangga, 1988

76

Formed model is simulated using the following:

a.

Monter Carlo Simulation

Having obtained equation from the simulation of SPSS, then made a probability simulation using
Montecarlo simulation method. Montecarlo simulation is an experiment that aims to estimate the
sampling distribution of the variable-dependent variable, which is likely influenced by variable-free
variable. Montecarlo simulation using Crystall Ball software is a simulation technique to situations of
uncertainty to get an approach, if a physical experiment or analytical approach is not feasible. The
analysis in this study began with the election results (outcome) with a fixed amount of numbers and
perform calculations to obtain the trial outcome in order to obtain the desired response (measure of
merit). This calculation is done repeatedly so as to produce outcomes trial which approximates the
average value (mean), variant, form of distribution or other characteristics of the desired response. The
main requirements of the Montecarlo technique is the outcome of a variable are sorted randomly
(random). Random phenomenon, generally have a normal distribution and results (outcomes element) is
also desired to form a normal distribution. Methods for determining the number of trials with this
technique is to consider the average value generated. The number of trials is determined at the time of the
simulation results within the limits of the desired accuracy. The number of simulated events to provide a
picture of the possible is to use the formula n, as follows from the above that the number of events
randomly to get the value of standard deviation, mean and range

b.

System Dinamik Simulation

System Dynamics (SD) is a method for describing, modeling and simulation of dynamic systems. It was
created by J. Forrester in the 1960s at the Massachusetts Institute of Technology. The main elements of
the methods of dynamical systems are: the difference between stock and flow in the system model.
System Dynamics is a methodology for studying and managing complex dynamic systems by building
and applying simulation models. System Dynamics (SD) was developed in the late 1950 for the analysis
of industrial systems. SD successfully applied to the problem, from the social, industrial and
environmental project management system. Dynamic system model is very useful to manage and process
simulation with the two main characteristics: (1). involves changes over time (2). let the bait-the sending
and receiving information
System dynamics method is a method that examines the structure of the system that causes an event,
focusing on the dynamic interactions between system components in a comprehensive manner. Methods
used to develop a system dynamics analysis tool in examining the problem of delays that occur on
construction projects. Use of system dynamics on the model of construction project focused on the goals
increased understanding of how the system's behavior in the transformation process of the construction
work. Making the model with the method of construction projects carried out computer-assisted system
dynamics, referring to the explanation (Forrester, 1994, 1995), Farnad Nasirzadeh (2008), Moonseo Park
because of its ability to determine the consequences of each component of the dynamic model of
interacting, and each concept or assumptions about real system, stated more clearly.
Simulation models with dynamic system starts with a mental model, and then translated into a framework
of concepts, making causal diagrams, flow charting, simulation models to look at behavior and finally the
sensitivity test and policy analysis. The basic structure of dynamic system productivity, competitiveness
and the construction industry can be seen in Figure 1

77

Industri
Konstruksi

Nasional/
Makro

Daya Saing

Perusahaan
/

Produktivitas

Meso
Proyek
(Mikro)

Figure 1: mental models of dynamic system productivity, competitiveness and the construction industry

Mental models of dynamic system productivity, and competitiveness of the construction industry
performed systemically mindset that developed into a mental map that can be seen in Figure 2.

Figure 2. Mental Map System Dynamic productivity, Competitiveness and Industrial Construction

From the framework of existing concepts and then developed into causal loop diagrams to obtain a causal
link happens to the model. Causal loop diagrams can be seen in Figure 3.

+
+

+
+
+

+
+

+
-

+
+

+
+

+
+

Figure 3. Causal loop diagrams Dynamic System Productivity, Competitiveness and Industrial Construction

78

10.

Conclusion

Based on previous research performance problems of construction services company indicated there are 6
indicators: profitability (rate of companies ability to generate profit), growth (growth rate), sustainability
(the ability of companies to improve their business viability, competitiveness (competitive level),
productivity (level of ability of the company completed work), and safety (minimize the level of risk).
The results of stage 1 of the 73 variables that are distributed to experts, 6 variables that can not be
accepted. 2nd phase of the study participants are distributed to stakeholders construction with 67
variables. This research is still in the process of implementation, time performance is expected to increase
productivity, competitiveness and dynamic construction industry.

References
[1] Alwi, S., Hampson, K., Mohamed, S. (2002). Non Value-Adding Activities: A Comparative Study
of Indonesian and Australian Construction Projects. Proceedings of the 10th annual conference of
the IGLC, Gramado, Brazil
[2] BPS, 2006
[3] Buletin BAPEKIN Edisi ke 6 tahun 2004.
[4] Boediono dan Wayan Koster, Teori dan Aplikasi Statistik dan Probabilitas, Bandung, PT, Remaja
Ropdakarya, 2004.
[5] James R. Evans and David L. Olson, Introduction to Simulation and Risk Analysis, Prentice Hall
Inc., New Jersey, 1998
[6] Muhammadi dkk, Analisis Sistem Dinamis, Lingkungan hidup sosial, ekonomi, manajemen,
UMJ, Press, 2001
[7] Singgih Santoso, Mengatasi Berbagai Masalah Statistik dengan SPSS, Jakarta:PT Elex Media
Komputindo, 2003)
[8] Suraji,A (editor)(2007),Konstruksi Indonesia 2030: Untuk Kenyamanan Lingkungan Terbangun
dengan Menciptakan Nilai Tambah Secara Berkelanjutan Berdasarkan Profesionalisme, Sinergi
dan Daya Saing, LPJK.
[9] Suntana Sukma Djatnika,Disertasi, Peningkatan Kinerja daya saing tenaga kerja konstruksi
pekerjaan jalan, Universitas Indonesia, 2008-2009.
[10] Supranto,J, Statistik Teori dan Aplikasi, Erlangga, 1988
[11] Soemardi, tresna, P, Bahan Kuliah Biaya dan Manajemen Resiko, Magister Teknik, Kekhususan
Manajemen Konstruksi, Universitas Indonesia, Jakarta, 2002
[12] Ronald E. Walpole dan Raymond H.Myers, Probability and Statistic for Engineers and Scientist,
Edisi IV, (Macmillan Publishing,2002)

79

ENHANCING PUBLIC OPEN SPACE, MAINTAINING QUALITY OF LIFE

MEDAN CASE STUDY

Achmad Delianur Nasution1, Wahyuni Zahrah2

1,2

Urban and Housing Laboratory, Architecture Department, University of Sumatra Utara

1
aan.nasution@gmail.com
2
wahyuni_zahrah@yahoo.com

Abstract. Cities in developing country generally characterized by fast-growth

privatized public spaces, such as malls, restaurants, cafes and theme parks,
as representation of middle up class needs. The privatized public spaces,
where there is no place with no purchase necessary, are contradictive with
public open spaces nature as space that accessible for all. In other side,
there is no significant growth of public open space, both in quality and
quantity. Therefore, public open space becomes a place for greenery features
and for physical and social activity that would maintain peoples quality of
life. Related to this condition, the research mean to investigate whether
public open space affects peoples quality of life, what kind of activities
occurs and how intensive the activities done by people. Methodology used is
interview to get people perception data and field survey to get physical and
activities data. The results indicates that most people come to open public
space are middle income class, they come mostly in groups and majority of
them doing exercise/sport and social interaction in public open space. Most
people believe that public open space gives positive contribution to their
quality of life. Satisfaction level of some aspects of public open space show
mean score less than four, that means no satisfaction enough, but
according to variety and intensity of activities it can be said that public open
space is livable and success.
Keywords: public open space, social activity, quality of life

1.

Introduction

Quality of life of people in urban area is the outcome of people interaction with urban environment (Das,
2008). Many studies show that public open space (POS) is one important element of urban environment
(Shirvani, 1985) which gives positive contribution to quality of life (Madanipour, 1999). In fact, public
open space tends to decrease both in quality and quantity. One trigger of this condition is privatization,
when public open space owned and or managed by private sector. Some studies see the privatization
causes negative effects, such as limitation of access, increasing of consumerism, social gap, decreasing
democracy expression and social interaction (Kruppa, 1993; Kressel, 1998; Day, 1999; Kohn, 2004). The
others see positive effects of POS privatization, such as increasing of quality and management (Melik,
2009; Slangen, 2005) which in turn would increase quality of life (Beck, 2009). Related to this condition,
the research mean to investigate whether public open space affects peoples quality of life, what kind of
activities occurs and how intensive the activities done by people.

2.

Successful Public Open Space and Quality of Life

Public open space is outdoor spaces with free access for people (Jacobs, 1961; Madanipour, 1999), such
as cafes, retail, bazaar, parks, streets and pedestrian paths. Public open space is success while it becomes
conducive place for social interaction (Danisworo, 1989; Whyte, 1985), attracts many visitors to do their
activities in there (Danisworo, 1989; Whyte, 1985), with wide range of activities occur (Rivlin, 1994;
CABE and DETR, 2001), individual or group (Rossi, 1982; Gehl, 2002), informal and suitable for
recreation (Whyte, 1985; Project for Public Space, 2000), democratic and non discriminative (Car, 1992),
accessible for all class and age of people, including disable people and informal sector (Gehl,
2002;CABE and DETR, 2001).

80

Public open space becomes a place for greenery features and for physical and social activity that would
maintain peoples quality of life. Successful public open space should promote psychological comfort
and safety (Danisworo, 1989). It could be achieved when public open space controllable by activities
occur up to 24 hours with supporting facilities such as shops, restaurants and cafes (Danisworo, 1989;
Car, 1992; Rivlin, 1994; Project for Public Space, 2000; Gehl, 2002) and downtown housing with open
windows and lights in the night (Gehl, 2002).
In physical dimension, the criteria of high quality public open space is the clear and easy access and
movement system (Danisworo, 1989; Car, 1992; Rivlin, 1994; Project for Public Space, 2000; Gehl
2002; CABE and DETR, 2001). It could be attained by creating linkage as clear paths which connect
each other (Project for Public Space , 2000; Gehl, 2002; CABE and DETR, 2001) and by integration of
transportation mode and land use, the present of landmark as orientation (CABE and DETR, 2001), with
human scale design (Asihara, 1981; Shirvani, 1985).
Pleasant public open space could be reach by high quality architecture, (Danisworo, 1989; Car, 1992),
attractive building facade, (Gehl, 2002, CABE and DETR, 2001) and interesting scene and details (Gehl ,
2002; Avila 2001). Natural elements are important factor in public open space that improve comfort,
relaxation, pleasant experience and anticipate unpleasant climate by placing tress along pedestrian path
and sitting area (Kaplan and Kaplan, 1989; Carr, 1992; Gehl, 2002; Avila, 2001).
All aspects of the development programs aimed to enhance people quality of life (QOL). Research in
QOL becomes important to ensure that planning and investment reach the goal effectively (Beck, 2009).
Though quality of life becomes the focus of various researches, there is no universal definition accepted.
Quality refers to level of goodness of any character/condition, but it would be different among people.
Schoemaker et al (1990) defines QOL as individuals overall satisfaction with life. Cutter (1985)
defines QOL as ... an individuals happiness or satisfaction with life and environment, including needs
and desires, aspirations, lifestyle preference and other tangible and intangible factors which determine
overall well being.
QOL can be seen from two indicators, they area (1) objective indicators, by measuring actual condition of
built environment, natural environment, and social and economical aspects; (2) subjective indicators, by
measuring evaluative statement of what people feel about any living factors (Maclaren, 1996; Grayson
dan Young, 1994; Dissart and Deller, 2000)
In research about QOL in urban area, QOL dimension relates to environment factors which has been
considered in a broader sense, they are physical, social and economical environment (Das, 2008). One
important element in urban environment is public open space (Shirvani, 1985). Public open Space can be
seen in various forms, but all have important functions, such as conservation, recreations, relationship
with nature, mental and social health maintenance (Lynch, 1965/1990). Study conducted by Marans
(1988) states that quality of place, such as public open space, is a subjective phenomenon. Everyone who
uses the place has different perception about the place.
Many studies give information that public open space relates to QOL aspects, such as physical and
psychological health, social interaction, rate of crimes and economical value of property. Research
carried out by Cattel (2008) shows that a wide range of everyday public open spaces were perceived as
having a positive influence on both individual well-being and community life. Some people derived
restorative benefits from the opportunities provided by spaces to be alone, but for many others, it was
their social value, their shared and collective use which was instrumental both in alleviating stress and for
maintaining health and well-being. Jackson (2002) claims that greenery elements must be incorporated
into relatively high-density neighborhood designs that include public buildings, open space, mixed land
use, and pedestrian walkways to increase physical exercise and enhance civic life. The other works show
how public open space relates to physical and psychological health (Chiesura, 2004; Harlan et al., 2006;
Hansmann et al., 2007; Song et al, 2007), social interaction and cohesion (Kweon et al 1998 ;
Ravenscroft & Markwell, 2000; Sugihara and Evans, 2000; Tinsley et al., 2002; Cohen, Inagami &
Finch, 2008;), criminality rate (Kuo and Sullivan, 2001) and economical value of property (Lutzenhisher
dan Netusil, 2001; Irwin, 2002; Jim and Wendy, 2007)

3.

Methodology [Times NR 10]

Research started by conducting pre survey to get people perception about most popular urban scale public
open space in Medan. Besides that, pre survey also conducted in several public open spaces in Medan to

81

investigate livability of the square. Based on the pre survey there are four public open spaces chosen as
case study, they are Merdeka Square, Beringin Park, Ahmad Yani Park and Teladan Stadium Park.
There are 1201 respondents interviewed, they are randomly chosen in the four urban open spaces case
study. Respondents fill a set of questionnaire, guided by interviewer. Questions consist of several sections
as follows: (1) respondents profile; (2) perception about relationship between public open space and
several QOL factors; (3) characteristic of activities done in the square (4) level of satisfaction of physical,
social and management factors of the square (5) level of satisfaction of QOL factors. The level of
satisfaction of public open space is measured in a five-point Likert scale ranging from 1 for very
unsatisfied, 2 for unsatisfied, 3 for neutral, 4 for satisfied and 5 for very satisfied. Using the
mean values of the scale, 3 is considered to be the midpoint. Thus, any value above 3 is considered
somewhat satisfied but of higher level. Similarly with any value below 3, it is considered to unsatisfied
but of lower level. Data were analyzed using descriptive statistics. Descriptive statistics generated
frequencies and percentages of respondent characteristics and mean scores of satisfaction.
Behavioral mapping and visual survey through photograph and sketch carried out to identify how variety
and pattern of activities take place. Observation carried out in May 2011, in six time groups from
morning until midnight, in two weekdays and two days of weekend, when peak activities occur.

4.

Results and Discussions

4.1 Respondents Characteristics

Visitors of public open space which interviewed are 46.4% female and 53.5 % male, 80.9 % residents of
Medan, 13.0% temporary residents and 6.1 % tourists. Most of them are young people, with age bracket
of 21-30 are 27.8%, kids and teenagers of 10 20 are 32.6 %, 31-40 are 11.2% and 41-50 are 6.8%, 5160 are 13.7 %. Almost a half of respondents (40.4%) are high school/university students, and the rest
(59.4 %) are working. Almost all of respondents having private vehicle, majority is motor cycle (44.43%
%). There are 22.83% of respondents having private car and 32.73% has no private vehicle.

4.2 Activities in Public Open Space

It found that people come to open public space infrequently, but the frequency can be up to 1-4 times a
month. Majority people come with friends and family; they stay in public open space 1-3 hours, most of
activity done is social interaction with friends and family members.
A public open space is success when it can be a conducive place for social interaction (Danisworo, 1989;
Whyte, 1985), attracts many visitors to do their activities there (Danisworo, 1989; Whyte, 1985), with a
wide range of activities (Rivlin, 1994; CABE and DETR, 2001), supporting recreation and informal
activities (Whyte, 1985; Project for Public Space, 2000). Gehl (1987) suggests that there are three types
of activities in public space: necessary activities, optional activities and social activities. From case
studies, it found that almost activities done in public open spaces are optional activities. The activities
done are sport/exercise, sitting, dining, guarding kids playing and social interaction, with sport/exercise
as the highest percentage. There are
88.1 % respondents who say that they ever done social interaction in public open spaces and 81.8 % ever
meet greet new friend in public open space.
According to Danisworo (1989), from psychological aspect, public open space should create comfort and
safety. It could be achieved when public open space controllable by activities occur up to 24 hours with
supporting facilities such as shops, restaurants and cafes (Danisworo, 1989; Car, 1992; Rivlin, 1994;
Project for Public Space, 2000; Gehl, 2002). Especially in Merdeka Walk, a commercial part of Merdeka
Square, activities occur until midnight.
Tabel 1 Activity Characteristics Occur in Public Open Space
Activity Characteristics
Frequency of visits

Come to public open space

individually/groups?

Choice
< 1 times
1- 4 times
> 4 times
With friends/family

%
27.3
49.5
23.1

63.6

82

Major activity

Social interaction
Sport
Sitting
Being alone/just dining
Motor cycle
Car
Public transport
05.00 10.59
16.00 18.59

Transportation mode

Visits time

11.00-15.59

32.1
32.0
18.1
8.8
52.7
23.5
12.5
33.5
31.9
18.7

Source: Data Analysis, 2011

4.3 Perception and Satisfaction Level of Public Open Space

How to determine the criteria of good quality public open space depends on what people needs which
relates to interaction and people perception (Kallus, 2001). Some studies on QOL and its relation to
physical elements of urban space carried out by measuring people satisfaction (Campbell, 1976; Marans,
1988; Salleh, 2008). For Medans open spaces case study it found that most people believe that public
open space influence their physical health (88.18 %), psychological comfort 86.98 %), social interaction
quality (79.33 %) and economical value of property (71.80%). Satisfaction level of some aspects of QOL
such as family life, education, income and health, shows that the mean score is higher than neutral. The
lowest level of satisfaction found in urban environment aspect which the mean score is 3.25 (see Table 2)
Table 2 Level of satisfaction of some aspects of life
Aspects of Life

Level of Satisfaction
Mean Score

Family Life

3,74

Politic and Democracy

3,10

Health

3,53

Education

3,57

Employment

3,55

Income

3,41

Housing Environment

3,52

Urban Environment

3,25

Whole life

3,61

Source: Data Analysis, 2011

Satisfaction level of public open space shows 3.15 mean score, a little higher than neutral. There is no
satisfaction level higher than 3.40 for all aspects of public open space. So it can be said that people are
generally not satisfied enough. People are not satisfied (mean score below 3) for several aspects, such as
car park, toilet, praying area and cleanliness. The highest satisfaction level found in accessibility
(3.45), trees(3.40) and social interaction function (3.31).
When asked about their perception about the existing open spaces Have the existing public open spaces
fulfill your needs?, there are 63.3 % respondents say yes and 36.1 say no. But when they asked do
you still need any other/ the expansion of public open space? there are 74.2 % respondent say yes and
only 25.7 % say no, just enhance the existing ones. Respondents who say yes, we need another one
request the expansion of public open space which located in their neighborhoods; the other 40 % request
it in downtown.

83

Table 3 Level of Satisfaction of Public Open Space

Factors of PUBLIC OPEN SPACE
1. Distance from home
2. Accessibility
3. Width
4. Car Park
5. Toilet
6. Playing Area
7. Sitting Area
8. Sport Area
9. Praying Area
10. Dining Area
11. Street Vendor /InformalSector
12. Trees
13. Garden
14. Safety
15. Cleanliness
16. Beauty/Attractiveness
17. Orderliness
18. Management
19. Recreation Function
20. Social Interaction Function
21. Democracy/Politics Activity Function
22. Ecology Maintenance Function
23. Protection from sun and heat
24. Traffic Comfort
25. Variety of Activity
26. Night Light
27. Satisfaction of Overall Public Space

Level of
Satisfaction
3,01
3,45
3,25
2,99
2,77
3,08
3,21
3,25
2,86
3,15
3,12
3,40
3,39
3,05
2,98
3,05
3,07
3,00
3,21
3,31
3,15
3,24
3,31
3,17
3,25
3,07
3,15

Source: Data Analysis, 2011

5.

Conclusion

Design and quality of public open space influence the use of public open space and activities occur in the
place (Abu-Ghazzeh, 1996; Golicnik and Thompson, 2009). According to Beck (2009), high quality, well
designed and managed parks and urban public spaces will promote quality of life. The research indicates
that although generally people are not satisfied enough for the quality of public open spaces, they still
keep visiting public open spaces and doing a wide variety of activities which would maintain their
physical and social aspects of quality of life, such as sport, exercise, playing and social interaction.
People wish to have many more public open spaces, both located in their neighbourhood environment
and downtown. It can be said that by enhancing public open spaces, both in quality and quantity, the
quality of life of people would maintained better.

Acknowledgement
The authors are grateful to Professor Abdul Ghani Salleh and Prof. Julaihi Wahid for their precious
transfer of knowledge. Thanks are due to students of Urban Planning Class, Architecture Department,
University of Sumatra Utara and many people for their generous helps in providing all process of this
study.

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86

FLAT DILATOMETER IN-SITU TESTING FOR LIQUEFACTION

ASSESSMENT

Bambang Setiawan1, Mark B. Jaksa2 & William S. Kaggwa2

1

Civil Engineering Department, Faculty of Engineering, Syiah Kuala University, Indonesia

2
School of Civil, Environmental and Mining Engineering, the University of Adelaide, Australia
Email address of corresponding author: bambangsetiawan@yahoo.com

Abstract. Designing resilient and safe infrastructure in the modern context is

essential, yet challenging. It involves identifying natural threats, such as
earthquakes and liquefaction. Hence, the risks associated with these threats
need to be managed accordingly. Flat dilatometer test (DMT) as relatively
low-strained test offers its ability to capture the ageing effect on aged soils
which is significantly increase the resistance of soils to liquefy during seismic
loading. This paper describes the procedures of liquefaction assessment
using the DMT. In addition, results of liquefaction assessment using this
method at Gillman, South Australia are presented.
2011 MFC3, Arsitektur USU. All rights reserved.
Keywords: liquefaction, flat dilatometer test

1.

Introduction

Liquefaction has proven to cause devastating effects on structures, as shown in Figure 1, in any urban
development areas (Greene et al., 1994; Power & Holzer, 1996), such as tilting of high rise buildings,
subsidence, surface rupture and subway collapse in Kathmandu Valley, Chi Chi, Taiwan, Izmit
(Kochaeli), Turkey and Kobe, Japan, (Kaplan, 2004; Piya, 2004; Sonmez et al., 2008). Significant
engineering effort must be taken to manage the risks posed by this hazard so that the benefits achieved
are acceptable in terms of effectiveness and cost. Beaulieu and Olmstead (1999) stated that the firm basis
for reducing the vulnerability of hazards is characterization and identification of the hazards because a
mitigation strategy may not be effective if the hazard behaviour and its distribution are not fully
understood. Therefore, evaluation of the liquefaction potential of soils in any new urban development is a
crucial initial step for preventing casualties and losses in earthquake prone regions (Andrus et al., 1999).
The current state of the art in liquefaction susceptibility prediction is in utilising in-situ testing methods
(Kulasingam et al., 1999; Martin & Lew, 1999) rather than of laboratory testing because the former takes
account of soil structure which represents the arrangement of particle groups including different particle
sizes, inclusions and discontinuities (Johnston, 1983). In addition, there are several soil characteristics
which are impossible to be modelled in the laboratory such as the age of the soil profile, the degree of
consolidation and cementation, and the strain history, which affect the potential for a soil to liquefy under
cyclic loading (Glaser & Chung, 1995). Several researchers such as Sladen (1989), Yu et al. (1997),
Robertson (1998) and Marchetti (1999) cited by Totani et al. (2001), recommended the use of the flat
dilatometer test (DMT) because it able to capture the ageing effects of soil. Furthermore, Totani et al.
(2001) and Monaco et al. (2005) cited by Maugeri & Monaco (2006) indicated that the DMT horizontal
stress index parameter, KD, is an excellent parameter for liquefaction assessment. In addition, Marchetti
(1982) cited by Robertson & Campanella (1986), found that KD appears to rise with increased age,
cementation and stress history. However, Robertson & Campanella (1986) and Monaco and Marchetti,
(2007) suggested that the CRR-KD correlations were developed based on a limited factual liquefaction
case history record, thus significant additional verification is required. This present study is further
verification of DMT in-situ testing for liquefaction assessment. The results of the assessment were
validated with laboratory testing results of soil samples obtained from boreholes adjacent to the DMTs
and the seismic hazard experience of the study site.

87

Source: Various

Figure 1: Liquefaction hazard on structures

2.
2.1

DMT for Liquefaction Assessment

Overview of DMT in-situ testing

Originally, the DMT was developed by Professor Silvano Marchetti in Italy (Robertson & Campanella,
1986). In 1980 he published the test procedure and correlations of the test results with various soil
properties (Marchetti, 1997; Totani et al., 2001) from three DMT parameters: material index, ID,
horizontal stress index, KD, and dilatometer modulus, ED (Robertson & Campanella, 1986). An overview
of the DMT layout is shown in Figure 2.

Source: Marchetti et al., 2001

Figure 2: Overview of the DMT testing layout

The DMT consists of a high strength steel dilatometer blade, a pneumatic-electrical cable, a control unit
with a pressure gauge readout system, a pressure source such as a nitrogen gas tank and a calibration
device. The tapered dilatometer steel blade is approximately 240-mm long, 95-mm wide, 15-mm thick,
with a 16-18 wedge tip. A 60-mm diameter expandable steel membrane is flush with the face of the
blade (Smith, 1993; Sabatini et al., 2002). The DMT pneumatic-electrical cable contains a pneumatic
hose and a wire. The pneumatic hose connects the blade to the pressure source, and the wire is connected
to an audible alarm within the control panel. The alarm notifies the operator to take specific pressure
readings (Smith, 1993). Figure 3 shows the basic DMT and the associated equipment with it.

88

Source: Marchetti et al., 2001

Figure 3: DMT and the associated equipment

2.2

DMT for liquefaction assessment

The salient factors supporting the use of KD as an index of liquefaction resistance were listed by Monaco
et al. (2005) cited by Maugeri & Monaco (2006) as follows: the sensitivity of the DMT in monitoring soil
densification is twice as sensitive as the cone penetration test; the sensitivity of the DMT to pre-straining
has shown that the DMTs KD is approximately 3 to 7 times more sensitive to pre-straining than the
penetration resistance; the correlation between KD and relative density demonstrates very good
agreement with high quality frozen samples; and the correlation between KD and the in situ state
parameter 0 is reliable and accurate. It is for these reasons that the DMT is used in the present study to
examine liquefaction potential.
The most common procedure adopted around the world for evaluating liquefaction resistance is the
simplified procedure, developed originally by (Seed & Idriss, 1971). The simplified procedure is based
on empirical considerations and has provided useful results for identifying the liquefaction potential of
soils. The simplified procedure requires estimation of two primary seismic variables, the cyclic stress
ratio (CSR) and the cyclic resistance ratio (CRR) (Youd, et al., 1998).

2.2.1

Simplified procedure for evaluation of CSR

The CSR is a measure of the intensity of cyclic loading during an earthquake. This can be determined
using a formula developed by Seed and Idriss in 1971 which has since been improved by (Hwang et al.,
2004) and (Idriss & Boulanger, 2004), as follows:

rd

CSRM 7.5 av 0.65 max vo

g 'vo MSF(M )
'vo

(1)

where amax is the peak horizontal acceleration at the ground surface generated by the earthquake; g is the
acceleration due to gravity; vo and vo are the total and effective vertical overburden stresses,
respectively; rd is a stress reduction coefficient/factor at the depth of interest; and MSF is the magnitude
scaling factor for an earthquake of magnitude M.

2.2.2

Simplified procedure for evaluation of CRR

In the estimation of the CRR of soil, Marchetti (1982) cited by Robertson and Campanella (1986)
suggested the use of the horizontal stress index, KD. The tentative basic correlation was suggested as:

,
CRR l vo
K D 10

(2)

89

Another correlation used in the present study was proposed by Monaco et al. (2005). Their CRR-KD
correlation exhibits very good agreement with the CRR derived from SPT and CPT data. The correlation
between CRR and KD by Monaco et al. (2005) is shown in Figure 4 as the bold curve and is approximated
by:

CRR 0.0107 K D3 0.0741 K D2 0.2169 K D 0.1306

(3)

Figure 4 also incorporates CRR-KD correlations by Marchetti (1982), Robertson and Campanella (1986),
Reyna and Chameau (1991) and CPT and SPT measurements converted using relative density as the
intermediate parameter. The CRR-KD curves apply to an earthquake magnitude of 7.5 and clean sand.

3.

Characteristics of the Study Site

A site at Gillman, South Australia, was chosen to conduct the field study, as it was located within a zone
of relatively high seismicity in Australia. The largest and nearest earthquake to the study site occurred in
1954 with a magnitude of 5.4 (Gaull et al., 1990; Greenhalgh et al., 1994; Love, 1996). In addition, the
selected study site also lies in a formation that is very susceptible to liquefaction (i.e. the St. Kilda
Formation), as established by (Poulos et al., 1996) in an initial liquefaction susceptibility study in the
Adelaide area. The study site is shown in Figure 5. Briefly, DMTs were performed at the site to a typical
depth of 13 m, and these were supplemented with borehole drilling, soil sampling and a range of
laboratory tests including the simple critical state parameter test (Santamarina & Cho, 2001).

Source: Monaco & Marchetti, 2007

Figure 4: CRR-KD Curves from DMT

90

DMT POINT
SAMPLING #1

SAMPLING #2

2m

4m

(a)

(b)
Source: (a) Love, 1996

Figure 5: (a) Field study incorporating geological setting; (b) layout of in-situ testing at the study site

4.
4.1

DMT Liquefaction Assessment at Gillman, South Australia

CSR estimation using DMT data

CSR was establish in this study using the procedure developed by Youd et al. (2001). The process begins
with data collection, which includes obtaining input related to earthquake motions, conducting a site
investigation and reviewing historical data. All the related data are used in the analysis process, which is
followed by evaluation of the necessary outputs, such as site-specific ground acceleration (amax),
overburden stresses (vo and vo), the stress reduction coefficient (rd) and the magnitude scaling factor
(MSF). Most of the CSR parameters are defined using empirical approximations or pre-determined
models. Finally, the CSR value is calculated using Equation 1. A summary of the CSR parameters used in
the liquefaction assessment at Gillman, South Australia is shown in Table 1.
Table 1: Summary of the CSR parameters used in the DMT liquefaction assessment

4.2

amax

0.217 g

v0

Varies with soil unit weight and depth

v0

Varies with total overburden stress and the location of the soil relative to the level of
the ground water table

rd

Varies with depth and the earthquake magnitude scales

MSF

1.8 for M = 5.0; 1.69 for M = 5.5; 1.48 for M = 6.0; 1.3 for M = 6.5;
1.14 for M = 7.0; and 1.0 for M = 7.5

CRR estimation using DMT data

Both CRR approximations (Marchetti, 1982 and Monaco et al., 2005) were developed from the same
DMT parameter, namely the dilatometer horizontal stress index, KD. The pre-insertion pore water
pressure, U0, is assumed to be the static pore water pressure at the study site. The remaining parameters
were determined as outlined by Totani et al. (2001).

91

4.3

Results of the liquefaction assessment

By using Equations 2 and 3 as shown above, the DMT liquefaction resistance boundaries applicable to
the St. Kilda Formation at Gillman were estimated using both the Marchetti (1982) and Monaco et al.
(2005) correlations. The results were plotted onto a chart that shows the DMT-CRR and its corresponding
value of KD, as shown in Figures 6 and 7. Both predictions show a similar trend that, as the earthquake
magnitude increases, the number of liquefiable soils at constant horizontal stress index rises. In addition,
liquefaction assessment using the DMT correlation, which was formulated based on relative density by
Monaco et al. (2005), appears to diverge from the original correlation by Marchetti (1982). Figures 6 and
7 show that the approach suggested by Marchetti (1982) over-predicts the values suggested by Monaco et
al. (2005). In the case of KD values lying between 3.0 and 4.2, the difference is as great as 150%.
Furthermore, the liquefaction assessment demonstrates that good agreement is noticeable between the
DMT liquefaction assessment using the Marchetti (1982) correlation, soil type screening and the state
parameter of the soil determined from laboratory testing and seismic hazard experience of the site. It
appears that the liquefaction assessment using Marchetti (1982) DMT method depicts the behaviour of
the soils very well and better than the approach suggested by Monaco et al. (2005).
0.5

CRR (Marchetti, 1982)

CRR (Monaco et al., 2005)

Cyclic Stress Ratio or Cyclic Resistance Ratio

CSR#5.0

CSR#5.5

0.4
CRR Boundary
(Marchetti, 1982)

CSR#6.0
CSR#6.5

LIQUEFACTION

0.3

CSR#7.0

CRR Boundary
(Monaco et al.,
2005)

CSR#7.5

Linear (CRR (Marchetti,

1982))
Poly. (CRR (Monaco et al.,
2005))

NO LIQUEFACTION

0.2

0.1

0.0
0

6 K
D

10

12

Figure 6: DMT liquefaction assessments chart using the Marchetti (1982) and Monaco et al. (2005) approximations
for earthquake magnitudes of 5.0, 5.5, 6.0, 6.5, 7.0 and 7.5 at Gillman, SA

5.

Conclusion

This research has examined the in-situ flat dilatometer test (DMT) for the evaluation of liquefaction
potential. Two correlations proposed by Marchetti (1982) and Monaco et al. (2005) were employed to
assess the liquefaction potential of soils of the St. Kilda Formation at Gillman, South Australia. The
results of the assessment derived from both correlations were compared.
The results indicated that the DMT is a useful and reliable tool for soil liquefaction evaluation.
Furthermore, the results of the assessment derived from both correlations were validated against
laboratory test results and seismic hazard history of the site. This verification demonstrated that the
liquefaction assessment based on the Marchetti (1982) correlation yielded better predictions relevant to
the study site than the correlation proposed by Monaco et al. (2005).

92

Acknowledgement

SOIL TYPES

BH#1

BH#2

CS APPROACH

Depth (m)

The authors wish to acknowledge several people who have contributed to this project: Dr. Peter Mitchell,
from Aurecon; Dr. David Love, from PIRSA; Brendan Scott, Gary Bowman and Adam Ryntjes, from the
University of Adelaide; and KOMISI BEASISWA ACEH for their assistance and support.
LIQUEFACTION ASSESSMENT
M=5.0
#1*

#2**

M=5.5
#1*

#2**

M=6.0
#1*

#2**

M=6.5
#1*

#2**

M=7.0
#1*

#2**

M=7.5
#1*

REMARKS

#2**

0.2
0.6
1.0

SOIL TYPES SCREENING

No need for further testing

1.4
1.8

Potential to liquefy

2.2
2.6

Need further testing

3.0
3.4
3.8
4.2
4.6
5.0

CRITICAL STATE APPROACH

Fine grained soils
(Not applicable for
critical state approach)
Dilative

5.4
5.8

Contractive

6.2
6.6
7.0
7.4

LIQUEFACTION ASSESSMENT
No liquefaction

7.8
8.2

Liquefaction

8.6
9.0
9.4
9.8

#1* DMT liquefaction

assessment method
proposed by
Marchetti (1982)

10.2
10.6
11.0
11.4

#2** DMT liquefaction

assessment method
proposed by
Monaco et al. (2005)

11.8
12.2
12.6
13.0

Figure 7: DMT liquefaction assessments profile using Marchetti (1982) and Monaco et al. (2005) approximation for
5.0, 5.5, 6.0, 6.5, 7.0 and 7.5 earthquake magnitude scales at Gillman, SA

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pressuremater tests in sands. Journal of Geotechnical and Geoenvironmental Engineering, Vol. 123
(No. 9), 2.

94

FORMATION OF SPONTANEOUS KAMPOONG

Beny O. Y. Marpaung
Architecture Departement North Sumatera University
e-mail: beny.marpaung@usu.ac.id

Abstract Problem statement: This study solved the problem concerning the
influence of socio-cultural circumstances Javanese communities to the
place.physical manifestation Approach: This research approach through the
development of hypotheses and theories based on the data obtained. Analysis
of data using quantitative and qualitative methods. Results: The findings of
this research is the social culture of Javanese communitie in Medan.
Furthermore, this study finds morphology and typology of settlements that
are dominated by ethnic Javanese as a result of socio-cultural influences
community. Conclusion: Physical manifestations that occur on the basis of
social and cultural circumstances reside the same ethnic community, which
grew out of government planning in the settlements in the city, it has the
potential occurrence of specific features of the physical manifestations of
residential areas. The special characteristic of a settlement will be realized
when a same group of ethnic community, to build residential areas
associated with other residential areas. A settlement which have special
characteristics will be observed the physical manifestation of typology and
morphology of the elements that shape it.
Keywords: Socio Culture, Physical Manifestation, Settlement, Typology And
Morphology

1.

Introduction

Settlement as a physical manifestation of culture, is the result of a complicated idea. Settlements are also
shaped by the unity of cultural systems are reflected in a diverse activities. Diverse activities has activity
patterns in social system unity of the community, which is always referred to as physical cultural.
Cultures have three entity. They are the cultural system, social system and the physical system. Cultural
system consists of a values system, norms, device and rules. Social system is a culture manifestation as
diverse activities. Physical system is a culture manifestation as a result of human thought.
Three of the existence culture are in integrated system, which always look for stability when one of the
sub systems is changes, due to changes in other sub systems. The process and component of settelement
environmental organization as human design are not be separated of situation of communities social
cultural problem. Neighborhoods formed, may be due to the formation process of residential buildings as
a functional region which is based on human activity patterns, as well as the influence of the setting
(environment area) both physical and non-physical (social cultural). The situation is affecting the activity
patterns directly and the making place process. Environment will affect each other with the formation of
the physical built environment, location situation, and the social cultural of community groups [1].
Furthermore, the environmental and socio-cultural shapes will be in the transformation context (fig. 1).
Culture shape is in unity system that will always seeking harmony. So that the settlements have
immigrants of particular ethnic community, keep a process and the components that can not be separated
from social and cultural community issues. As a process, settlements is occurs in a comprehensive
because involving the community socio-cultural aspects. Rapoport said that there are factors shaped the
settlement occurrence are socio-cultural factors and modifiying factors [2]. Settlement is a reflection of
socio-cultural forces for example trust, faith, social organization, and social interaction between
individuals. Based on the studies, Rapoport determining factors of the settlement shapes (fig. 2) [2].

95

Originally

First Settlement

culture
Budaya
culture
Asal 2

New Place 2

Culture n

New Place n

Fig. 1 Cultural and environmental relationships in a cultural context

Cultural

(Socio-Cultural
Factors)

Primary Factors

Life Style
Symbol system, value ,
comprehension
Adaptation strategies

(Modifiying Factors)

Secondary Factors

Pressure
environmental
challenges

Ideal System
Cultural value, Norm
Attidute, Basic Assumption

of

Alternative
Solutions

Climatology situation
situation geography

Decision
Habitat systematically
and obey the norms /
principles

Technology
Resources

Genre de vie

Basic Needs
Family
Social Interaction
Privacy
Place

Characteristic Shape of
residential
areas
and
settlements

Politic Factor
Social dan Economic

Fig. 2 Environmental transformation of Settlement

The transformation process of settlement physical manifestation can be organic form or without planning
(informal process based on human reflection of land owners without government interference) and can be
formed through the planning. There are several things that can be observed in transformation an organic
environment process, 1. growth occurred continuity ; 2. growth that occurs unexpectedly and can not be
known when it begins and when it will be the end. This is related to background of the forces ; 3.
tranformation process occurred is not a process step by step but it is a comprehensive process and
sustainable; 4. the transformation have be related with the existing value system in supporting community
[3].
The hypothesis of this study are 1. Throughout the growth history of social and cultural are winding,
there are important things that can be used as a reference picture of a linear journey and continuous.
Although, village communities to migrate to outside of the village place, will create outside effect to
their culture system in new place. But the residential areas and settlements established by their culture
system in a new place, tend to have a special characteristic physical manifestations. 2. The reality of the
occurrence of a place formed by village communities in the new areas (outside of the village) can not be

96

separated from the historical, social and cultural which establish the characteristic. 3. Physical
manifestations that occur based on social circumstances and cultural life in the same ethnic community,
which grew out of government planning in the city settlements, evidently it has the potential for
physical manifestation of a special characteristic residential area. The Characteristics of settlement will
be formed if a group of the same ethnic community, construct residential area related with other
residential areas. A settlement which has a unique Characteristics of physical manifestation will be
observed typology and morphology of the elements that shape it.
2.

Method

This study used qualitative methodology to detect the cultural and social community situation.
Researcher investigate social and cultural circumstances, based on the point of view own community. In
this study, observations based on the view whole as a unity natural circumstances. In this case, the
researcher involved directly in community life, but but it is known the identity and purpose (fig. 3).
Background

Literature Review

Groups of people who grew up in new areas

that have social and cultures systems may be
different or still similar with when they lived in
village areas
Residential areas and settlements which are
shaped spontaneously, have a process and
formulation components that can not be
separated from the problem of community
residents socio-cultural situation
Javanese traditional values was brought by
Javanese ethnic communities from their
village to Medan, offers a challenge on sociocultural aspects symbols related with the
place structure that have implications for the
morphological typology of residential areas
and settlements
.

Settlement patterns in an
unplanned environment
Communities Lifestyle
when they live in village
and urban settlement
Social, cultural, and
political settlements in
the urban
Settlement Shape

Analysis
Social and Culturel
Life principle
history of physical manifestation shape
of residential areas and settlements

Q
u
growth in the use of land based
a
on the social-cultural community
l
situation of the dwellers when
i
occupying new areas
t socio-cultural influences of Javanese
ethnic communities to establish
a
physical manifestation residential and
t
settlements
i
Javanese ethnic community in
v
appreciated up their place
Javanese ethnic communities in
e
shaping their spatial

.
Observation Research Location

Research Data Location

Social cultural data
History data
Physical manifestation
data

shape of mass and place physical

manifestation in residential area
and settlements
land shape,
land division
land use
circulation shape
Connection building mass and
void

Social
observatioan
Cultural
observation
History
observation

Finding
To find a residential areas typology
that are in control of Javanese
ethnic in Medan
Road typology, circulation
typology, land division typology,
and land use typology
To find the settlements morphology
that are in control of ethnic
Javanese in Medan

Typology
and
Social
Morphologydan Quantitative
Qualitative
Cultural
Approach

Approach

Fig. 3 Research Methodology

97

3.

Results and Discussion

Settlements Morphology is dominated by ethnic Javanese in Medan can be understood as the textural
relationship between building mass and open space. Settlement morphology is an excellent tool for
identifying a texture and void patterns. Settlements morphology dominated by Javanese in Medan are
also a tool to identify problems and regularity of the void (place between buildings). Medan city has 21
kecamatan and each kecamatan have a few area occupied by Javanese (fig. 4).

Fig. 4 Medan City Location in Indonesia Map

At the beginning of the Dutch colonialism and Indonesian governments era, Javanese immigrants tends to
be placed on the 'inside' of the main street circulation of the Medan city (fig. 4). Eventually, the main
streets of the Medan city are to be commercial area (Fig. 5).

Toward out of
Medan City

The main road

Legend

Road to the small settlement

City Centre
Dominated by Javanese ethnic settlement
Fig. 5 Immigrant from the Javanese Island tend to stay away from city centre

98

Then, several land area oriented settlements main road was dominated by the diverse ethnic (fig. 6). The
situation occurs because many land area sold by the Javanese immigrant. Land areas in the main road
settlements near by the main street of Medan, werent dominated by Javanese.

The main road

Toward out of
Medan City

Legend
Road to the small settlement
City Centre
Dominated by Javanese ethnic settlement
Settlements have diverse ethnic communities
Commercial functions at city arterial roads

Fig. 6 Settlement position of the city main street

Physically, the settlement was occupied by Javanese have a linear shape and is oriented on city main
street. As previously mentioned, settlements main road are oriented to the Medan city's main street.
Components forming Javanese community settlements are residential areas and collection of residential
areas wity their road systems oriented settlement main road. The settlements main road oriented main
street city, are also the forming settlements component.
The whole settlements formal group shape. Settlements are said to have the groupform (fig. 7), because it
appears from the addition of shape accumulation and structures are usually in the corridor as void. There
are Javanese buildings mass who arised up following the settlements main road growth. However, most
developing residential followed lorong (small circulation) is built by the Javanese community. In this
case, the system as a linkage place (linkage system) is developed organically, because it occurs without
involving the government regulation or developers. Linkage System as a walking area formed based on
Javanese community intellection is the lorong (small circulation) in a residential area. Lorong built by
Javanese community is the effect situation building mass and land division.
Street Typology
Street Typology talks about correlation patterns be related with void. correlation patterns related with
the void in the settlements occurred because thera are the objects and people associated in various levels
and the segregation void. Effort to establish a genuine classification about the correlation Pattern that
were born from the native culture and foreign culture (present) in the settlements have difficulty.
Therefore, the principle of 'the meaning organization ' would be more meaningful if it is classified by
considering the area configuration by the building mass and void. The correlation pattern can be seen
through the road system actually, can be identified after the building mass configuration is known. One
of part for the road system is entering linkage area.

99

A system of residential
area that is formed
naturally

Linkage system was formed

naturally
because
the
necessity of residents. This
small road (gang) has
potential to expand the
growth of other residential
areas
The main street
settlement

Fig. 7 Settlement Morphology has The Groupform

Entering linkage area is a place used by the Javanese communities towards residential building. Entering
linkage area of outdoor residentials have different pattern between the location house at the edge of the
settlements main roads and the edge of lorong. Entering linkage area of the settlements have indirect
pattern, because before arriving to the house must be through the house outdoors (fig. 8). The lorong
system that has Entering linkage area to residentials have different pattern. Differentiation of Entering
linkage area between houses that have floor height are almost the same lorong surface with houses that
have a higher floor level than the lorong surface. The type road of lorong in a residential area has
Entering linkage area patterns directly and indirectly to the house (fig. 9a-9b).

Land position is behind the

houses had potential growth of
other residential areas

House

outdoor
space in
front
of
the house

The main
settlement

street outdoor
space in
front
of
the house

House

Land position is behind the houses

had potential growth of other
residential areas

outdoor space in front of the

javanese
ethnic communities
house at the main street in the
settlement area
Fig. 8 Accession typology toward in front of the house

100

 circulation into the house

without a transition space
(adjacent to the
lorong/small route directly)
there is no yard on this
residential area

Lorong
(
small
route
2m)
impressed narrow

Residential
Building

terrace

terrace

Residential
Building

Fig. 9a Typology of circulation into the house

101

 circulation with a
transition space
narrow. (terrace
bordered by
fence)
The existence of
the fence only
use as the sign of
identity and
boundary

Lorong ( small
route - 2m)
impressed
narrow

terrace lorong

Residential
building

terrace

Residential
building

Lorong is impressive wide

place because there is a
yard-oriented corridor

Residential
building

terrace

yard

yard

terrace

Residential
building

Circulation into the house with a large courtyard transitional space without fences

Circulation
between the
buildings that
seem narrow

Residential
building

Residential
building

The Lorong is part of the front residential building

Fig. 9b Typology of circulation into the house

102

Status of settlemens land are important to result characteristic typology of land allocation. land allocation
typology within the settlement context that is in Javanese control in Medan city in the micro-structure
interpretation for the settlement. In general, the land was distributed with orientation for the settlement
main roads and lorong. Lands were oriented to the settlement main road are usually owned by the parents.
Parents are the first owners who have whole land (fig. 10).
Legend
The first Land scope
owner

before be divided by the

The houses first owner of the whole land (parent)

The Settlemet main road

Fig. 10 The first typology land

The first land use was placed at the front main road and oriented to settlement main road. After their
children were adult and married, the first land owners shared undeveloped land for the descendants. In
the settlements have Javanese communities is still considering firstborn to the youngest in the position of
the land that will be distributed for the son and daughter The eldest son tends is to be near to the main
road residential area, meanwhile younger children always got land in the right next to the eldest child
Land position (fig. 11).

Legend
The main settlement road
1

land's oldest brother

1
2, 3 dan
etc
seterusnya

land's younger brother/sister

Fig. 11 Typology of land division on the thought that younger children are always obtain land in the
field of position right next to the oldest child
If there is a lorong on the land, then in the division of land The oldest child tends to be near to the
settlement main road (fig. 12). However, if the existing land is occupied by parents whose position is
closest to the settlement main road, then the oldest child is next to the parents land (fig. 13).

Legend
The main road settlement
3

2 dan 3
1

Land belongs to the first child

Land belonged to the second, third child
and so on
Lorong

Fig. 12 Land division typology if oriented Lorong

103

Legend
2
1
1, 2

The main road settlement

Lorong
Parents land who tend to be given for the
youngest
The older child land, then continued with the
younger children on the left side portion of the
eldest

Fig. 13 Typology division of land if the land was oriented settlement main street is inhabited
by parents since the beginning

At the beginning, the land division location was oriented in settlements main road, are in Javanese
control. Residence use is experiencing changes due to the increased value of land capability in the
settlement main road. Some residential use on the settlement main road turned into commercial
residential (fig. 14). Commercial residential use can occur vertically or horizontally. Commercials use are
consists of small shops / mini stores, building materials shops, etc.

Legend
Lorong

Settlement Main Road

Buildings Mass is as house

building functions are tend
to change be commercial
building

Fig. 14 Typology of land use that are tend

from pure residential become residential commercial

4.

Conclusion

Place in the new settlements area is artifacts collection and people who inhabit. The settlements shape
that occurred in areas inhabited by newcomer, can be identified based on settlement morphological
aspects through a functional, visual, and structural analysis. All things need a view based on the
perspective 'from the top' (the political system, economy, and culture) and 'from the down' (everyday
behavior). Therefore, all of the dimensions, aspects, and that perspective appears as a product and as a
socio-spatial process. The product and the process will affect the artifacts and people in the settlement. So
that a residential area in a settlement can be investigated as the typology. Residential area in a
settlement can be investigated by typology, if the dynamic and static void have a physical manifestation
characteristics. Representation of the typology and morphology have a role as identity supporter within
the settlement context (fig. 15). Thus the physical manifestation identity of the settlement can be
identified through the hierarchies of certain irregular and repetitive in many aspects that supported
physical manifestation hierarchy.

104

Fig. 15 Concept of formation settlements morphology and typology

References
[1]
[2]
[3]

Rapoport, Amos. (1982). The Meaning of The Built Environment California (SAGE Publication.
Inc). hal. 259
Rapoport, Amos. (1969). House Form and Culture (Prentice-Hall, Inc., N.J ) hal. 47.
Alexander, Christoper. (1987). A New Theory of Urban Design (New York : Oxford University
Press. hal. 14

105

GROUND IMPROVEMENT OF APRON CARGO

IN KUALA NAMU AIRPORT

Dr. Moh. Sofian Asmirza S.

sofyan0076@yahoo.co.uk

Abstract. Kuala Namu Airport, which locates in Deli Serdang District,

Province of North Sumatra, will be the second largest international airport in
Indonesia, serving North Sumatra Province region. The airport will have two
runways, the north runway and the south runway. Right now, the build of the
north runway is in progress while the other is still in planning phase. This
report was arranged based on field and laboratory test on the apron cargo.
The geotechnical conditions in Kuala Namu Airport at the Apron cargo area
generally consists of loose sand deposit soil mixed with clay and silt. These
layers give low soil bearing capacity to the surface. Soil which is highly
compressible is prone to volume change when a load is applied. This leads to
settlement. The sudden application of a load to a saturated soil produces an
immediate increase in pore water pressure. Over time, the excess pore water
pressure will dissipate, the effective stress in the soil will increase and
settlement will increase. Considering these facts Kuala Namu Airport have
poor soil layers that need to be improved. The improvement of the soil aims
to increase the soil bearing capacity so that there will be no surface
settlement during operation. Some choices of soil improvement methods were
analyzed, and the apron cargo soil improvement by initial load (preloading)
method was concluded.
Keywords: soil improvement, bearing capacity, settlement, preloading, PVD
(pabricated vertical drain)

1.

Introduction

Kuala Namu has been chose as a development area of Polonia Airport, Medan. The area is located
outside Medan, so it still has a wide area to develop the airport facilities. This new airport will be
completed with two runways. More over, there will be passenger terminal, cargo terminal and other
complement buildings. Before infrastructure or buildings can be developed in an area, it is necessary that
the ground upon which the development is to take place is adequately the information of geotechnical
conditions due to know the consolidation behavior of soil, in order to take the load of the infrastructure or
building.
Geotechnical conditions in Kuala Namu Airport in the apron cargo area generally consist of loose sand
deposit soil mixed with clay and silt. These soil layers gave low soil bearing capacity. There is a dense
soil layer in the deeper part (10 to 16 meters).This layer gives a very good support to the load on top of it.
Considering the circumstances, the development plan of the runways, taxiway, apron cargo, terminal, and
other buildings in the airport at Kuala Namu require special handling associate with weak soil conditions.
Soil improvement was required to improved soil deposit bearing capacity, and there will be no excessive
soil settlement at the operational airport.

2.

Soil Improvement Theories

There are various methods developed at this time to do geotechnical condition improvements, so that it
can be used to build a stable construction. The types of improvements can be classified into several
sections:
1). Chemical Improvement

106

This improvements can be done when the soil chemically react to the given substances. Soil improvement
was conducted primarily on the land that has a considerable content of clay.
2). Mechanical Improvement
Mechanical improvement can be done in various ways. Among others are:
a. Improvement by loading (preloading) with the aim of putting pressure so that the pores of the soil
will be depressed, and the soil becomes denser.
b. Improvement by using vibration with the aim of shaking the ground so the soils interlock and
become solid or dense.
c. Improvement by using a blast with the assumption of vibration from the explosion could vibrate
the soil and make the soil become compacted.
d. Improvement by using drainage media to drain water trapped in soil pores so that the soils become
dense.
e. Improvement by using vacuum to draw water from the soil and compact it.
f. Using a pole, this method does not fix the soil but useful to avoid weak soil conditions.
All method has limitations and advantages. Therefore, each improvement method must be adapted to the
conditions of the soil.

2.1 Shear Strength and Settlement Analysis

The result of soil explorations and investigations will be analyzed so we will find out whether an action
of soil improvement is required or not. The land improvements are intended to increase the bearing
capacity of the soil by accelerating the process of soil consolidation and settlement. In this paper several
methods of soil improvements are described in brief, and a more detailed method that suitable to be used
on geotechnical and environment condition in Kuala Namu Airport will be explained.

Fig. 1

A380 Load Data

To analyze the loading we need the aircraft wheel position scheme. The scheme of the A 380 aircraft
floor plan on the pavement is as the following figure:

107

Fig. 2 Scheme of wheel position of A 380

Figure 2 shows that the load on the VBG (body landing gear) is 68.8 tons and the load on VWG (wing
landing gear) is 112.5 tons. The plan of rigid pavement thickness to be used is 70 cm. Based on the
analysis, the load working on rigid pavement surface is 32.45 tons/m 2 for VBG and 49.02 tons/m2 for
VWG.

2.2 Preloading and PVD Theory

Historically the design of structures on soft compressible soils (clays) has created problems for civil
engineers. Caused by poor soil conditions make Construction without some sort of soil treatment is
usually impractical due to unpredictable long-term settlement. It may be economically viable to attempt
to improve the engineering properties of the soil before building on it. This can be done by reducing the
pore water pressure, by reducing the volume of voids in the soil, or by adding stronger materials. One of
the methods is Preloading.
Preloading is the application of surcharge load on the site prior to construction of the permanent
structure, until most of the primary settlement has occurred. Since compressible soils are usually
characterized by very low permeability, the time needed for the desired consolidation can be very long,
even with very high surcharge load. Therefore, the application of preloading alone may not be feasible
with tight construction schedules and hence, a system of vertical drains is often introduced to achieve
accelerated radial drainage and consolidation by reducing the length of the drainage paths.

108

Fig. 3 Installation of PVD

The installation of PVD (prefabricated vertical drains) provides shortened drainage paths for the water to
exit the soil (Fig. 3) Drains shall be installed with approved modern equipment of a type which will cause
a minimum of disturbance of the subsoil during the installation operation.
The prefabricated drains shall be installed using a mandrel or sleeve that will be advanced through the
soil to the required depth. Constant load or constant rate of advancement methods are the preferred
methods. The equipment shall be capable of exerting at least 12 tons of vertical force (static crowd) to the
mandrel.
A vibrator with an eccentric moment of at least 1500 in-lbs (165 Nm) shall be available for use in areas
where constant load or constant rate of advancement methods cannot install the drains to the design
depths. Drains which cannot be installed to design penetration using only static methods must be
advanced with the use of the vibrator to be considered for compensation.
A drain may be abandoned before reaching design penetration when the rate of installation is less than 6
inches (15 cm) per second with the full static force and maximum vibrator output. Use of falling weight
impact hammers or jetting will not be allowed. The mandrel shall protect the prefabricated drain material
from tears, cuts, and abrasions during installation and shall be withdrawn after installation of the drain.
The mandrel shall be rectangular in shape and of minimum cross sectional area not to exceed 10 in 2 (50
cm2).Small quantities of water will be allowed into the mandrel to add in anchoring

3.

The Steps of Soil Improvements

Geotechnical eligible conditions of soil are the initial condition whether or not a building can be built on
it. For that, an accurate soil investigation to determine the soil condition from geotechnical aspects needs
to be done.
The soil improvement activities were started by doing a measurement and topography for mapping the
location, followed with field exploration and sampling, and number of testing on field and on laboratory
to obtain geotechnical data. Based on the obtained data, soil bearing strength and soil settlement analysis
then performed to obtain the geotechnical handling work plan that suits the condition.
This analysis required data of the burden that will load through the soil surface. The load is the weight of
A380 airplane, which is one of the biggest passenger aircraft in the world, with maximum weight of 592
tons with 22 tires.

3.1 Topography and Mapping Measurement

The measurement is performed to determine the situation map that generates coordinates, the height of
soil surface for the building foundations, determining the broad of the land, volume of deposits, and other
technical purposes.

3.2 Soil Explorations

The soil explorations work on the apron cargo includes: boring and SPT, Collecting and laboratory
testing of soil sample and sondir. This test was required to determine the conditions of every layer in the
exploration site.

109

3.3 Field and Laboratory Testing

The result of soil explorations will be generally explained as field testing and laboratory testing towards
geotechnical conditions of Kuala Namu Airport. The result of the test will be presented in the form of
images equipped with the interpretations that are easily seen and understood.

4. The Result of Soil Improvement

4.1 Topographic Mapping
This mapping will produce a map of the location of any buildings and infrastructures at Kuala Namu
Aiport. The buildings coordinate such as runways, taxiways, exit taxiway, cargo terminal, passenger
terminal, and other infrastructures.
Next in the figure 4 will be given the exploration coordinate location.

BH1
ETW

BH2
ETW

BH1

S2

BH3

S4

S8

BH9

BH5

120m

BH11
BH1

BH7

S12

S10

B
270m

C
Fig 4. Exploration coordinate location
In this paper the soil improvement techniques of initial loading (preloading) on the soil surface where the
apron cargo will be built will be further explained. For rigid pavement thickness of 70 c would distribute
the load with an angle of 45 degrees, then we obtain the stress o the soil surface is 10 tons/m2 for VBG
and 11,6 tons/m2 for VWG.

4.2 Soil Stratification

Based on the results of soil investigations, a graphic was made showing the soil types generally at certain
depths. The soil stratification is made by estimating soil type to some pieces such as the Floor Plan of
Apron Testing below.

110

71m

70m

Nspt

Nspt

0.00

clayey
sand

2.00

100

0 10 20 30 40 50 60

200

0
qc(kg/cm2)

(m)

6.00
8.00

10

10.00

15

gravelly
sand

14.00

gravelly
15
sand

Depth (m)

Depth (m)

4.00
6.00
8.00
10.00

14.00

20

20

25

qc(kg/cm )

12.00

12.00

25

30

30

35

35

40

40

45

45

50

50

200
2

2.00

fine
sand

100

0.00

silty
clay

4.00

(m)

coarse
10
sand

S4

S2

0 10 20 30 40 50 60

sandy
clay

72m

71m
BH-3

BH-1

Fig 5. Soil Stratification

111

71m

70m

72m

71m
BH-9

BH-7
Nspt

S6
0

100

200

2.00

clayey
sand

qc(kg/cm2)

2.00
4.00

6.00
8.00

(m)

0 10 20 30 40 50 60

200

0
qc(kg/cm2)

silty
sand5

6.00
8.00

10.00

10

12.00

10.00

fine
10
sand

12.00

14.00

gravelly
15
sand

14.00

15
gravelly
sand
20

Depth (m)

20
Depth (m)

(m)

4.00

silty5
clay

100

0.00

0.00

Nspt

S8
0

0 10 20 30 40 50 60

25

25

30

30

clay
35

35

40

40

45

45

50

50

Fig 5. Soil Stratification

4.3 Load distribution

In the analysis of geotechnical handling by preloading, the burden plan load is then calculated which is
going to be used as an equivalent burden for the aircraft load when it stay in place for a long time. There
are two ways to count the amount of load plan as follows:
a.

The calculation of the load distribution to each areas under the wheels.
The calculation is committed by determining the wide of the wheels to the pavements with
the load distribution forming an angle of 45 degrees according to the depth. The load of the
wheels is considered to be spread evenly on the field of wheels on the pavement area. The
calculation rsult for each wheels is shown in the following table:

112

Fig. 6 Load distribution

Table 1 A380 Aircraft Load Calculation (VBG)

Aircraft load
Wheel touchdown length
Wheel touchdown wide
Floor thickness
Touchdown wide
Stress
Load height

168.8
3.4
1.53
0.7
15.7
10.8
7.2

T
M
M
M
M
t/m2
M

Table 2 A380 Aircraft Load Calculation (VWG)

Aircraft load
Wheel touchdown length
Wheel touchdown wide
Floor thickness
Touchdown wide
Stress
Load height

112.5
1.7
1.35
0.7
9.7
11.6
7.7

T
M
M
M
M
t/m2
M

The result shows that the stress work right on the soil surface beneath the pavement is quite large, which
is up to 11.6 ton/m for the load under the wing wheels. This stress is equivalent with the height of the 7.7
meters load for the soil with 1.5 tons/m2 volume.
b.

Area Rigid Calculation

The calculation is committed by assuming the rigid pavement on certain area. The amount
of the area taken is as much s the distance between two body gear tires to get the maximum
load. The wide of the area is determined by adjusting the body gear dimensions to give
maximum load. From the figure, we can see that e area that would give the maximum load
is the 7 meters wide area.

113

Fig 7. Schema wheel load A380

For Rigid Pavement
A 380 Load Calculation (VBG)
Aircraft Load
Wheel touchdown length
Wheel touchdown wide
Floor thickness
Touchdown wide
Stress
Load height
Assumption: 5 x 5 m blocks
Adjust as body gear distance

5.2m

168.8
5
5
27.0
6.2
4.2

t
m
m
m
m2
t/m2
m
7m

A 380 Load Calculation (VWG)

337.5 t
Aircraft load
6.8 m
Wheel touchdown length
6.8 m
Wheel touchdown wide
m
Floor thickness
2
Touchdown wide
49.0 m
2
Stress
6.9 t/m
4.6 m
Load height
Asumsi: Blok 6.8m x 6.8m
Adjust with body gear distance to the edge

4.4

6.8m

Total Load Burden

Based on the calculation above, the second equivalent load of the A380 is used. The load
distribution method is more suitable for flexible pavement. For the next analysis we calculate the load
total burden as in the following table:

No
1
2
3
A
4
B
5
C

4.5

Table 3 Total Load Burden

Description
value unit
Plan Initial Elevation
4.4 m
Original Initial Elevation
3.8 m
Stripping thickness
0.5 m
Load thickness
1.1 m
Pavement thickness
0.8 m
Pavement equivalent thickness
1.3 m
A380 equivalent load
4.6 m
Total Equivalent Load
5.9 m

unit wgt. load

1.5
2.5

unit

2
1.7 t/m
2
2.0 t/m
2
6.9 t/m

Load Stability

Load stability analysis is committed by using finite element method. The data used in the
analysis is consistant with the laboratory testing result. This calculation is done to generate the safety
value of the load by committing an amount of simulations to get the stable load with certain safety.
As an example, on the next part is shown the simulation process figure for the data in location
BH1.

114

Fig. 8 Four layered load

Fig. 9 Collapse in safety factor calculation

The complete resume from the analysis process of the load stability is shown in the next table.
Table 4 Complete Resume of the Load Stability

No. Upper Feet

Total
Layer
BH Wide Wide Height Amount
1st
2nd
75
75
8
1
4th
1st
2nd
75
75
8
3
4th
1st
2nd
75
75
8
5
3rd
4th
75
8
4th
125
8
4th
75
7
175
8
4th
225
8
4th
1st
75
75
8
2nd
9
3rd

SF
1.11
1.11; 1.11
1.22; 1.13; 1.11; 1.12
1.28; 1.32
1.51; 1.29; 1.32
2.09; 1.53; 1.41; 1.31; 1.33
1.48
1.51; 1.39; 1.48
1.63; 1.45; 1.41; 1.48
1.81; 1.52; 1.46; 1.429; 1.49
1.36; 1.19; 1.16; 1.16; 1.17
1.28
1.41; 1.26; 1.29
1.59; 1.33; 1.26; 1.29

SF at
day
6
311
923
6.5
311
921
6.5
312
617
921
923
6
312
617

Keterangan
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Failure
Failure
Failure
OK
OK
OK
OK
115

11
B2

75
75
75
75
75

75
125
225
75
125

8
8
8
8
8

4th
4th
4th
4th
4th
4th

1.92; 1.44; 1.35; 1.27; 1.30

1.06; 1.00; 0.99; 1.00; 0.99
1.54; 1.52; 1.53; 1.53; 1.57
1.83; 1.61; 1.54; 1.52; 1.66
2.35; 2.14; 2.1; 2.1; 2.37

922
921
921
923
923

OK
Failure
Failure
OK
OK
OK

The upper table shows that consolidation needs a very long time. The result of consolidation
analysis by using those two methods is (safety factor 2 for consolidation time) as follows:
Table 5 Consolidation time for every layer of load

No. BH
1
3
5
7
9
11
2-TW

Consolidation time Total

for layer
settlement
(days)
(m)
227
0.90
293
0.57
41
0.49
285
1.80
437
2.13
437
1.97
286
0.81

PVD
distance
(m)
1.8
2.2
3.5
1.8
1.6
1.6
1.8

Time
per layer
(days)
28
30
16
28
28
28
22

Zone
III
I
I
III
II
III
III

4.6 Map of Preloading and Vertical Drain Area

Preloading and PVD was planned by considering cost and time. The plan is variated with each vertical
drain distance variable. Next is the conclusions of the variation usage to the apron cargo (figure 11).

Fig. 11 Detail of Preloading and PVD area

116

Table 6 PVD distribution per zona

Distance PVD
zona 1
zona 2
2.2
1.6
2.5
1.8
2.9
2.1
4.1
3
7.1
5.2

zona 3
total point
1.8
31644
2.1
23776
2.3
19026
3.3
9290
5.7
3108

time (day)
120
152
200
400
1200

5.

Conclusions

a.

Geotechnical condition of the apron cargo area needs soil improvements. These improvements aim
to develop the soil bearing strength to be able to accept the plane load without any settlements.
The soil improvement method that suits with the apron cargo location is preloading method combine
with PVD.
Preloading is committed by doing a 7 meters thick temporary loading, and then after the area is
loaded a 90 percents consolidation of the soil was expected, which is the discharge of water from
soil pores, so that the settlement process has entirely occurred.
The settlement process can be accelerated by using manufactured goods (factory material) that is
PVD (pabricated vertical drain), so that with this material the releasing process of the water from
the soil pores will become faster.

b.
c.

d.

References
[1] Asaoka, A. (1978). "Observational procedure of settlement prediction." Soils and Foundations, Vol.
18, No. 4, 87-101.
[2] Bergado, D. T., Chai, J. C., Miura, N., and Balasubramaniam, A. S. (1998). "PVD improvement of
soft Bangkok clay with combined vacuum and reduced sand embankment preloading." J. Geot. Eng.,
Southeast Asian Geot. Soc., Vol. 29, No. 1, 95-122.
[3] Chu, J. Yan, S.W., and Yang, H. (2000). "Soil improvement by the vacuum preloading method for
an oil storage station." Geotechnique, Vol. 50, No. 5, 625-632.
[4] Chu, J. and Yan, S.W. (2005). "Estimation of Degree of Consolidation for Vacuum Preloading
Projects." International Journal of Geomechanics, ASCE ASCE abbr. American Society of Civil
Engineers , Vol. 5, No. 2, 158-165.
[5] Holtz, R. D. (1975). "Preloading by vacuum: current prospects." Transportation Research Record,
No. 548, 26-79.

117

HOUSING LOCATION CHOICE IN HOUSING ESTATE

AROUND KUALANAMU INTERNATIONAL AIRPORT

Hilma Tamiami Fachrudin & Rahmi Karolina

Department of Architecture, Faculty of Engineering, University of Sumatera Utara, Indonesia
Department of Civil Engineering, Faculty of Engineering, University of Sumatera Utara, Indonesia
tami_2000_20143@yahoo.com, rahmi_karolina@usu.ac.id

Abstract. Kualanamu International airport development give an impact to the

surrounding areas. The areas around the airport site becomes more
developed and experienced development in various sectors quite rapidly. One
sector that have a rapid development is housing development, especially
housing estate. Demand of housing needs increased and the developer look
the area around the airport to be developed. The developer look this region
has a high value and to be increased, so they build a housing estate.
Consumers see this area as a region that will mature so they are interested to
choose the housing location in the area around Kualanamu airport. Housing
location decision making depends on several factors. This study uses
quantitative method. Study area is some housing estate surrounding
Kualanamu International Airport. Factors determining the housing location
choice depends on the property value, real estate market, ease of accessibility
and transportation and mobility. The other several determinants related to
security, comfortability and aesthetics.

Keyword: Housing location, housing estate, housing development,

Kualanamu international airport.

1.

Introduction

One of North Sumatera Province infrastructure development priorities is Kualanamu International Airport
development. Kualanamu International Airport is developed to accommodate the need of an airport with
international scale which far from downtown. The construction of this airport make the surrounding area
becomes more developed. One of the developments is housing development, especially housing estate.
This research will discuss the reasons why people choose houses in housing estate around Kualanamu
International Airport.

1.1 Housing Estate

Housing estate can be define as a group of houses which planned, designed, built and managed by
individual or developer and have a supporting facilities such as commercial facilities, public spaces,
playgrounds, religious facilities and others (Program Studi Arsitektur USU, 2003). Housing estate has
five characteristics, they are: well design and managed, profit oriented, large development cost, having a
supporting facilities and marketing system (REI, 1997).
Housing category consists of several types, they are: a single house, duplexes, row house or townhouse,
shophouse, office house, apartment and condominium (REI, 1997). At this time, the concept of housing
with private courtyard and security becomes choice of buyer who needs high quality and high privacy
house (Hilma, 2006).

1.2 Housing Location Choice Decision

According to Yiu (2011), the best strategy is not to select household location close to a business centre
or CBD but located in-between many workplaces, which offer the commuter the same benefits as holding
a portfolio of investments. Housing location decision have many factors, the primary factor is the
property market (availability, price and spatial distribution of property and dwellings), transport supply
factor and daily spatial orientations like workplaces, school and leisure (Scheiner, 2006).

118

Mok (1996) found that the housing location choice influenced by occupation, workplace, ease of
accessibility and income. The distance from workplace to house influences the mobility of head of
household and family. Distance from house to school would be the deciding factor, where the head of
household would prefer to choose the housing location which near to their children school to ease the
mobility. Based on study in Dublin, land use planning programs for residential and employment
development will provide more accurate representations of expected residential location and commuting
patterns (Vega & Reynolds-Feighan, 2009).
According to Dieleman et. al (2004), the main factors which determine the process of choosing housing
location are comfortable community with good quality of facilities and environment. Most of household
in United State and Europe want to live in a house that has a good quality and safe environment and have
a better facilities than in downtown. Parks and green spaces are important thing as an attractive factor.
Another factors are the friendly environment condition and safe from criminal. Srour et. al (2005) state
that location characteristics can increase a property value in the site selection model such as the
availability of good schools, air quality, racial composition and tax rate. A residential decision is
considered to be a function of the price a household can afford and the family size or the number and age
of the children. The site and location of the neighbourhood are important conditions for family life
(Karsten, 2007).
Jud & Winkler (2006) found that homeowners nearest to an airport may have a reason to be concerned
that the announcement of an airport expansion will have a noticeable negative effect on housing prices.
While the housing price decrease might change depending on the particular airport expansion plans and
community in question. There is evidence that an announcement can have a detrimental impact on
housing prices for properties neaest an airport.
The main reasons of housing location choice are physical and non physical reason. Physical reason
include property value, ease of accessibility and transportation, location and distance of workplace, the
aesthetic value, size and type of house. While the non physical reason depend on economic (income),
social (neighbourhood), safety and environment quality.

1.3 Housing Estate Around Kualanamu International Airport

The area around Kualanamu International Airport has developed quite rapidly since the airport
construction started. One of the sector which develop rapidly is housing development. Housing estates
development affect land price. Housing estates around this airport shown in the table below:
Table 1.1 Housing Estates around Kualanamu International Airport
No.
1

Housing Estate
Griya Mutiara Pembangunan

Kompleks Kuis Indah Permai

Kompleks Pakam

Picture

119

Villa Pesona Sekip

Taman Jasari Pakam Asri

Kompleks BRBTN

Kompleks Bumi Serdang Perkasa

Kompleks Griya Simas

Kompleks Paya Gambar Indah

10

Kompleks Paya Gambar Regen

Source: Survey (2011)

Some housing estates had been built and almost entirely occupied. There are several new housing estates
that are still under construction and some also had been occupied. This suggest that the housing sector in
this area has developed quite rapidly.

2.

Methode

This research use a quantitative method and related to quantity and data collection. This research use
questionnaires. The research population is housing estates which located around Kualanamu International
Airport within radius 5 Km. There are 10 housing estates in that radius. The research sample is 3 housing

120

estates, they are: BTN complex with 46 housing units, Villa Pesona Sekip with 24 housing units and 4
shophouse units and Kuis Indah Permai complex with 196 housing units. Determination the size sample
is conducted to follow the formula from Krueckeberg & Silvers (1974):

N
n=
1 + N (p-p*)
Remark: n
N
(p-p*)

= sample size
= population
= percent of confident

The number of housing units of the three housing estates is 270 units. From the formula, the sample size
is 73 units, with 12 units in BTN complex, 8 units in Villa Pesona Sekip complex and 53 units in Kuis
Indah Permai complex. Sampling used is random sampling. The analysis will use descriptive analysis
and linear regression.

3.

Result and Discussion

Questionnaires distribution performed in three housing estates, namely BTN complex, Villa Pesona Sekip
complex and Kuis Indah Permai complex. From 73 questionnaires, only 22 questionnaires responded,
namely 4 in BTN complex, 6 in Villa Pesona Sekip complex and 12 in Kuis Indah Permai complex. The
research result indicate the main reason of people to occupied or move to the housing estate in the area
around Kualanamu International Airport and prove the hypothesis. The main reasons of people to
occupied in the housing estate in this area can be shown in the table below:
Table 3.1: The main reason to occupied
a.
b.
c.
d.
e.
f.
g.
h.

Main Reason
Environment
A better quality of house
Occupation
Safety
Property Value
Comfortability
A bigger house
A good design of house

Min
4.36
3.82
3.77
3.68
3.59
3.55
3.27
3.18

Std. Deviation
0.492
0.588
1.066
0.839
1.008
0.858
0.985
0.853

Grade
1
2

Source: Analyse (2011)

From the table above, obtained the reasons for housing location choice. In the first grade is the
environment. The second grade are a better quality house, occupation (the distance to the workplace),
safety, the increase of property value and comfortability. In the third grade are the bigger house and a
good design of house. This result conforms to Dieleman et.al (2004) research that related to
environmental quality, Yiu (2001), Scheiner (2006) and Srour et. al (2005) research related to property
value and investment and also Mok (1996) research related to workplace location and mobility.
Table 3.2 A reason to move

a.
b.
c.
d.
e.

Reason to move
Near to workplace
Safety
Comfortability
Environment
Need to have an own House

Min
4.00
4.00
3.86
3.86
3.82

Std. Deviation
0.000
0.000
0.351
0.351
0.588

Grade
1
2

121

f. Property Value
g. Bigger house
h. Marriage
i. Need a better quality of house
j. Design of house
k. Family reason
l.
Financial reason
m. Need an exclusive house
n. Accessibility
o. A cheaper rent price
p. A change of owner
q. Disaster
r. Eviction

3.73
3.59
3.45
3.45
3.32
3.32
3.14
3.05
2.50
2.18
2.09
1.55
1.55

0.703
0.908
0.912
0.912
0.894
0.894
1.082
1.090
0.802
1.532
1.342
0.510
0.510

Source: Analyse (2011)

From the table above obtained the reasons to move to a new housing location (in this research is an area
around Kualanamu International Airport) are divided into five grades. First are distance to the workplace
and safety. Second are comfortability, environment, need to have an own house, increase of property
value and need a bigger house. Third are marriage, need a better quality of house, a design of house,
financial reason and need an exclusive house. Fourth are ease of accessibility, cheaper rent price and
change of owner in the old house. Fifth are disaster and eviction.
From the two table above, which determines the housing location choice to occupied and the main reason
for moving divided into three reasons, they are mobility, economic and environment. Mobility reasons
related to distance to the workplace and ease of accessibility. Economic reasons related to financial,
increasing property value and personal. Environmental reasons related to the environment, safety and
comfortability.
The analysis test with linear regression is to examine the relationship between one factor with other
factors. This research carried out two linear regression analysis, namely:

1. Relationship between income factor and type of house

In this test, the independent variable is the type of house and dependent variable is income. The first
regression analysis result show in table 3.3:

Table 3.3 The first regression result

Independent variable
House type
R
R terlaras
Nilai F
Source: analyse (2011)

Standardized
coefficient()
0.373
.139
.096
3.229

T
Score
1.797

Significant
.087

.087

From the table above, the independent variable has a significant value. Value of R=.139 states that there
are 13 percent of dependent variable can be explained by the independent variable.From the value of
F=3.229 and p=0.87, the test results are acceptable.
2. Relationship between occupation (workplace location) and vehicle used, mobility, distance and type
of vehicle that affect the housing location choice.
In this test, independent variable are vehicle, mobility, distance of workplace and type of vehicle. The
dependent variable is occupation. The result of second linear regression analysis show on table 3.4:

122

Table 3.4 The second regression result

Independent variable
Vehicle
Mobility
Distance of Workplace
Type of vehicle
R
R terlaras
Nilai F
Source: analyse (2011)

Standardized
coefficient()
0.939
0.195
-0.098
0.144
.939
.925
65.743

T
Score
9.418
2.784
-1.260
1.333

Significant
.000
.013
.225
.200

.000

From the table above, independent variable has a significant value. Value of R=.939 states that 93
percent of the dependent variable can be explained by the independent variables. From the value of
F=65.743 and p=0.000, the test result are acceptable.

4.

Conclusion

The conclusion from all the analysis in this research are:

1. The main reason of housing location choice to occupied and move to the new house associated
with mobility factor, economic factor and environment factor.
2. There is a relationship between income and the type of house.
3. In mobility factor, there are relationship between occupation and vehicle used, mobility, distance
of wokplace and type of vehicle. This factors affect the housing location choice.

Reference
[1] Dieleman, F. M., William, A. V., Clark, M. & Deurloo, C. (2004), Choosing neighbourhoods:
residential mobility and neighbourhood careers, paper presented at the ENHR conference, Pg. 1-30.
[2] Hilma T. F., (2006), Kajian Pertumbuhan Taman Perumahan di Kawasan Suburban, Kajian kes:
Medan, Indonesia, Master Thesis, Universiti Sains Malaysia.
[3] Jud G. D. & Winkler D. T. (2006), The Announcement Effect of an Airport Expansion on Housing
Prices, Journal of Real Estate Finan Econ, Vol. 33, p. 91-103.
[4] Karsten L. (2007), Housing as a Way of Life: Towards an Understanding of Middle-Class Families
Preference for an Urban Residential Location, Journal of Housing Studies, Vol. 22, p. 83-98.
[5] Krueckeberg D. A & Silvers A. L, (1974), Urban planning analysis: methods and models, John
Wiley & Sons, Inc, New York.
[6] Mok, D. K, (1996), Do two-earner households base their choice of residential location on both
incomes?, http://www.utoronto.ca.edu, 12 February 2006.
[7] Program studi Arsitektur, USU, (2003), Laporan perkembangan dan pertumbuhan perumahan
terencana di kota Medan, Laporan riset dan seminar - TKA 411, Medan.
[8] Real Estate Indonesia, (1997), http://www.propertytalk.net, 7 November 2005.
[9] Scheiner, J. (2006), Housing Mobility and Travel Behaviour: A Process-oriented Approach to
Spatial Mobility Evidence a New Research Weld in Germany, Journal of Transport Geography, 14
(2006) p.287-298, Science Direct, http://www.elsevier.com/locate/jtrangeo.
[10] Srour, I. M, Kockelman & Dunn, T, (2005), Accessibility indices: a connection to residential land
prices and location choices, Paper presented at the 81st annual meeting of the Transportation
Research Board Forthcoming in Transportation Research Record, Pg. 1-30.
[11] Vega A. & Reynolds-Feighan A. (2009), A Methodological Framework for the Study of Residential
Location and Travel-to-Work Mode Choice Under Central and Suburban Employment Destination
Patterns, Journal of Transportation Research Part A, Vol. 43, p. 401-419.
[12] Yiu, C. Y. (2011), A Spatial Portfolio Theory of Household Location Choice, Journal of Transport
Geography, 19 (2011) p.584-590, Science Direct, http://www.elsevier.com/locate/jtrangeo.

123

INFRASTRUCTURE AND REGIONAL DEVELOPMENT:

K-ECONOMY FOR SUSTAINABLE DEVELOPMENT
Abdul Ghani Salleh1
1

School of Housing, Building and Planning, Universiti Sains Malaysia

e-mail: sghani@usm.my

Abstract. Regional development is the result of production factors such as

labour, capital and infrastructure. The relationship between infrastructure
and regional development can be identified from infrastructure improvement
which leads to higher productivity of production factors. Economy based on
knowledge (k-economy) will enhance the growth of future cities as indicated
by globalization process and sustainable development. High-technology
growth depends on its supporting infrastructure based on universityindustry-airport interactions. Airports have become vital functional and
growth nodes for local areas and regional economies. They have generated
new urban forms and raised many planning issues. The planning issues and
challenges relating to future urban scene and the role of infrastructure of
future cities are discussed in the paper with reference to the forces shaping
sustainable cities. As a planning strategy for sustainable development,
economic, social and environmental factors are discussed. It finally
concludes with discussion on the role of planning in k-economy for
sustainable development.
Keywords: Infrastructure; K-economy; Regional development; Sustainable cities.

1.

Introduction

Regional development is the result of production factors such as labour, capital and infrastructure. This
implies that infrastructure leads to investment and regional development. This paper will explain the
relationship between infrastructure and regional development. It can be identified from infrastructure
improvement which leads to higher productivity of production factors. Economy based on knowledge (keconomy) will enhance the growth of future cities as indicated by globalization process and sustainable
development. Issues and challenges relating to future urban scene and the role of infrastructure of future
cities are discussed with reference to the forces shaping global cities. As a planning strategy for
sustainable development, economic, social and environmental factors are discussed. It finally ends with
discussion on the role of planning in k-economy for sustainable development.

2.

Infrastructure and Regional Development

The relationship between infrastructure and regional development can be identified from infrastructure
improvement which leads to higher productivity of production factors [1]. There are two types of
infrastructure: private and public infrastructure. Public infrastructure includes roads, streets, bridges,
irrigation, waterways, airports and mass transit. Airports are vital functional nodes in world economy
which form a basis for regional, national and international competitiveness [2]. Their installations and
facilities are basic to the growth and functioning of an economy. Public infrastructure stimulates
economic activities and attracts households and firms which contribute to regional growth. Improvement
in transport infrastructure would generate regional growth and redistributive effects.
In order to accommodate technology based growth, traditional industrial determinants are no longer
significant. Instead a regional innovation infrastructure is needed for high technology industries. The
nature and response of the local labour market and the quality of regional environment are seen to be the
key determinants of local decision of industries [3]. As such, the technology-led developments are given
sharper focus in the formulation of regional policy in the developed countries, such as Japan [4]. Airport
proximity is one of the most important locational requirements for high technology industries. For
instance, the development of Kulim high-tech park in Kedah, Malaysia is based its proximity to Penang
Airport and Universiti Sains Malaysia[5].

124

Improvement of infrastructure is not sufficient for regional development [1]. There are other aspects of
development that lead to regional growth, such as k-economy, globalization, etc. Conditions and
requirements for k-development are different from development based on commodity manufacturing
activities. Information is not knowledge. Information like, commodity, can be replicated and exchanged.
Knowledge, exists only in mind, is culturally-based and cannot be transferred. Knowledge includes all
types of knowledge, formal and informal. It is lifelong and cross-disciplinary. Knowledge based
development stresses the importance of knowledge in wealth creation and its implications for sustainable
development. One of the citys historical roles as a centre of knowledge has been overlooked due to
pressures for economic development. K-development could provide a basis for sustainable development
[6]. It is important to understand knowledge culture of a city and strengthening its cultural base. Local
historical, cultural, aesthetic and ecological values determine the quality of life in city. City needs to be
protected from technology and market forces.
The future of urban development is more driven by globalisation than nationalism. Globalisation in keconomic development produces global cities [7]. Urbanisation polarises in a limited number of large
urban regions or mega-urban regions (MURs). In higher income Asian countries, the governments are
intentionally promoting MURs into world cities. The mega projects high rise business districts, global
hub airports, super container ports, ultra high speed rail transit and expressways are manifestations in
the built environment. The motives for trying to achieve world status for major city regions may be due to
national pride, the problem of making successful transition to higher order corporate service centers from
low wage assembly industries and a shift from Third to First World status.
Policy to attract world city functions is being pursued largely through major infrastructure projects
accompanied by subsidies and guarantees to global investors and campaigns to sell new images of cities
to would be investors. Based on Malaysian experience, to attract firms to Malaysian Multi Media Super
Corridor (MSC), firms that gained MSC status are entitled to operate tax-free for up to 10 years or
receive a 100 % investment tax allowance and enjoy other incentives and benefits backed by the
Malaysian governments Bill of Guarantees. The Dream City of Cyberjaya constructed along the
Multimedia Super Corridor MSC is to enhance Malaysias international competitiveness through the
creation urban digital complex. It is located next to new international airport, which is designed to serve
as the hub of Asia. Despite extensive competitions among cities, there is no guarantee that any given city
will be able to achieve a world city status. There is no standard pattern of Global City. The patterns
produced by globalisation are varied. A study of population density profile in major world cities supports
this argument.
It is interesting to note Malaysian experience of globalising Kuala Lumpur, a potential center for global
city. It is a mega city region with 5 million population. In 1960s and 1970s, the global forces are
perceived to be local activities. Kuala Lumpur Structure Plan emphasised national economy and a growth
pattern of developing countries. In late 1980s, KL had a competitive advantage over other cities in South
East Asia. Its empirical indicators of globalisation are the existence of regional office of Trans National
Companies, international conference, international standard hotels, homes, banks and commercial
centers, international organisations and non-government organisations. Increasing globalisation results in
erosion of local and national control over planning process, exogenous influence of global players into
local decision making. How far is KL being influenced by globalisation? KL experiences adaptive in
nature: inflow of foreign investment in properties, business activities.

3.

Issues and Challenges

There are issues, problems and challenges related to the effects of infrastructure on regional development
and globalisation for sustainable development. They can be summarized as follows. As discussed above,
the process of urbanization and globalization generate the growth of mega urban regions (MURs). There
is a need of good governance to manage the complex emerging social, political and economic forms
accompanying it so that a good quality of life can be achieved in livable cities with a good environmental
management. However, there contradictions between the pursuits of globally led economic growth and
making the urban habitat more livable. Therefore, in order to achieve sustainable economies and
environment, efforts to attract industry invariably lead to charging investors the true environmental costs
of their operations.
Globalisation generates property boom with uncertainty, surprises and little government influence and
turmoil in financial markets as in 1984-86 experience of the collapse of commodity prices and 1996-97
inflow and outflow of capital. The rapid and uncontrolled urban growth affects social justice and urban
poverty. A principal source of widening of economic disparities is land price increases. The growing

125

presence of foreign workers poses enormous social and political problems. Eventually, it would result in
uneven spatial development and rural neglect. An increasing effort towards world city development will
reduce attention to secondary cities and rural regions. Rural-urban linkages are often one-way flows to
the city that do not sustain the rural resources. Finally, cities are viewed as playing a passive role shaped
by advances in technology, national policies and macro-economic trends. As we are aware that public
policies are sectoral in nature and very little consideration is given to spatial impacts. This will result in
the weakening of institutional and economic base of many small and medium size urban centres. Public
policies should enhance traditional cultures and the development of local economics regional
development and globalisation for sustainable development.

4.

The Role of Planning in K-Economy

Government, stake holders and planners need to consider the following aspects as their responsibility In
order to achieve sustainable development. Global city development should be intentional and less
accidental and less determine by external forces, being shaped more by endogenous process. The
transformation of resources into local development could provide a basis for sustainable development.
Urban planners will have to direct responses to competitiveness on global scale.
Urban development, like corporate organisation, needs new strategic planning orientation towards global
economy. Policies oriented only to spatial pattern will not work as globalisation takes place in production
of goods and services, technology, economic and political environment. Planning for housing
development needs to take into account the housing diversity in the global city. Therefore, housing
strategy should accommodate economic migrants (migrants between countries in search of work) with
ethnic and cultural diversity.
Knowledge-Based Development (K-Development) calls for a high level of collective learning process. It
must be professionally organised, open, transparent and neutral. It must involve various knowledge
cultures in the learning process and policy framework for cities at the global, regional, national and
community level. Knowledge about city development could become a resource and part of the economic
base of the city. Strengthening the knowledge cultures of cities, restructure economy and improve
environmental quality to achieve sustainable development. Cities should be built on their strength and
advantages than compete in new areas. The strength of their knowledge base should be transformed into
local development.
Sustainable development planning approach combines the principles and methods of corporate,
community-based and enviromental planning to create strategic planning approach with public interest in
mind. Partnership, monitoring, and evaluation are essential aspects of the approach. In short, it minimises
negative environmental impacts and resource depletion, maintains current stocks of resources and fairly
distributes the benefits and burdens of resource use. As a planning strategy for sustainable development,
the principles necessary to make cities more sustainable are compactness, completeness, conservation,
comfort, coordination and collaboration.
Compact city is less auto-dependent and less expensive to serve infrastructure and less pressure on
environmental sensitive areas. Segregation of urban activities should be reduced. Community
development should be more balanced by including jobs, housing, shopping and other land uses. Urban
growth should be restricted in and around sensitive environmental areas and habitats to preserve their
ecological functions. Public spaces that are comfortable to pedestrians should be created for the people to
share. Coordination of planning and management activities will ensure efficient land use and
infrastructural development. People should be involved in decisions that affect their life. Therefore,
public participation is necessary in sustainable development.
Therefore, the government needs to evaluate the extent of the forces of economic growth that have
influence on social and environmental considerations for sustainable development in our country.

5.

Conclusion

It is recognised that the importance of infrastructure in promoting regional development as it stimulates

economic activities through it development. Resources and infrastructure need to be properly mobilised
to enhance regional growth of a country. For instance, how far does the development of Kuala Namu
Airport take into account of the university-industry-airport interrelationship? The effects of infrastructure
on regional development depend on its strategies and the type of investment. Issues and problems in
planning and implementing regional development strategies relate to the future infrastructure needs
urbanization and global challenges.

126

References
[1] Rietveld, P. (1989) Infrastructure and regional development: A survey of multiregional economic
models, The Annals of Regional Science, 23: 255-274.
[2] Freestone, R. (2009) Planning, sustainability and airport-led urban development, International
Planning Studies, 14(2): 161-176.
[3] Glasson, J. (1992) The fall and rise of regional planning in the economically advanced nations,
Urban Studies, 29(2/3): 505-531.
[4] Masser, I. (1990) Technology and regional development: a review of Japans technopolis
programme, Regional Studies, 16(5): 41-52.
[5] Salleh, G. (1992) Science park development in Malaysia, Asian Geographer, 11(1&2): 77-86.
[6] Satterthwaite, D. (1997) Sustainable cities or cities that contribute to sustainable development?,
Urban Studies, 34(10): 1667-1691.
[7] Friedmann, J. (1986) The world city hypothesis, Development and Change 17 :6983.

127

KAJIAN FAKTOR-FAKTOR YANG MEMPENGARUHI

RESPON PENUMPANG
(PEMODELAN ANGKUTAN KE BANDARA KUALANAMU)
Farel T L.Tobing, A/Prof.Abdul Majid Ismail,B.Sc,B.Arch,Phd,
Ir. Rahmad Dian, MT

Abstrak. Bandar udara merupakan salah satu simpul transportasi yang memiliki
peranan penting dalam penyelenggaraan transportasi antarmoda. Khususnya
antara moda udara, moda jalan dan moda rel. Untuk meningkatkan pelayanan
operasional suatu bandara perlu didukung oleh sarana angkutan umum yang
handal dan berkualitas. Mengacu pada masterplan Bandara Kualanamu,
pelayanan angkutan umum massal yang akan melayani dari dan ke Bandara yang
sudah direncanakan adalah moda kereta api dan jalan (bus). Untuk mewujudkan
pelayanan angkutan bus yang sesuai dengan pilihan masyarakat, maka perlu
dilakukan kajian untuk mengetahui faktor-faktor apa saja yang mempengaruhi
pengguna jasa, untuk mau menggunakan bus bandara tersebut.

1.

Pendahuluan

Bandar udara merupakan salah satu simpul transportasi yang memiliki peranan penting dalam
penyelenggaraan transportasi antarmoda, khususnya antara moda udara, moda jalan dan moda rel. Untuk
meningkatkan pelayanan operasional suatu bandara perlu didukung oleh sarana angkutan umum yang
handal dan berkualitas. Jika kita melihat pelayanan jenis angkutan umum yang melayani di Bandara
Polonia saat ini, hanya jenis pelayanan angkutan taksi bandara yang bisa kita jumpai. Dari segi efisiensi
pemanfaatan ruang jalan, jenis moda angkutan bus dan kereta api, merupakan jenis angkutan umum yang
lebih baik untuk dioperasikan.
Mengacu pada masterplan Bandara Kualanamu sebagai pengganti Bandara Polonia Medan, pelayanan
angkutan umum massal yang akan melayani dari dan ke Bandara yang sudah direncanakan adalah moda
kereta api dan bus.
Dalam penelitian ini fokus angkutan massal yang secara khusus akan dikaji adalah angkutan massal yang
berbasis jalan (bus). Untuk mewujudkan pelayanan angkutan bus yang sesuai dengan pilihan masyarakat,
maka perlu dilakukan kajian untuk mengetahui faktor-faktor apa saja yang mempengaruhi pengguna jasa,
untuk mau menggunakan bus bandara tersebut. Berlatarbelakang dari hal tersebut penelitian ini akan
melakukan kajian tentang faktor-faktor yang mempengaruhi respon penumpang (Pemodelan angkutan
umum ke bandara Kualanamu).

1.1 Perumusan Masalah

Sebagai bandara internasional yang memilik tingkat mobilitas penumpang yang tinggi, bandara tersebut
perlu didukung oleh pelayanan angkutan yang handal dan berkualitas, yang salah satunya adalah
menggunakan moda angkutan jalan (bus). Agar pelayanan bus bandara nantinya dapat berperan secara
optimal maka perlu dikaji faktor-faktor apa saja yang menjadi pertimbangan utama pengguna jasa, untuk
mau menggunakan bus bandara. Penelitian ini akan membahas mengenai faktor-faktor yang mempengaruhi
respon penumpang angkutan udara dalam menggunakan pelayanan angkutan bus bandara, dengan
membentuk model kualitas pelayanan bus bandara yang akan melayani di bandara Kualanamu.
Permasalahan yang menjadi latar belakang dilakukannya penelitian ini adalah sebagai berikut:
1. Bagaimana karakteristik penumpang dan karakteristik perjalanan, pengguna angkutan udara di
bandara Polonia?
2. Bagaimana model kualitas pelayanan angkutan bus bandara yang menjadi keinginan penumpang
untuk mendukung bandara Kualanamu nantinya?
3. Bagaimana respon penumpang terhadap rencana penyediaan bus di bandara Kualanamu, dan seperti
apa kualitas pelayanan yang menjadi keinginan penumpang?

1.2 Tujuan Penelitian

Tujuan dari penelitian yang dilakukan adalah sebagai berikut:

128

1.
2.
3.

Mengidentifikasi dan menganalisis karakteristik penumpang angkutan udara di Bandara Polonia

Medan;
Membentuk suatu model kualitas pelayanan angkutan bus bandara yang direncanakan melayani
penumpang dari dan ke Bandara Kualanamu;
Mengkaji respon penumpang terhadap rencana penyediaan pelayanan angkutan bus bandara di
Bandara Baru Kualanamu, dan merekomendasikan kualitas pelayanan angkutan bus bandara yang
akan disediakan.

1.3 Manfaat penelitian

Menjadi dasar pertimbangan bagi pihak-pihak yang berkepentingan dalam penyediaan pelayanan
angkutan umum bandara di Bandara Kualanamu yang sesuai dengan keinginan pengguna jasa, sehingga
mobilitas atau pergerakan orang dapat lebih efisien dan mampu mendukung pertumbuhan wilayah
Sumatera Utara pada khususnya.

1.4 Kerangka Berpikir

Adapun kerangka berpikir diawali dengan identifikasi permasalahan yang berkaitan dengan pelayanan
angkutan antarmoda di Bandara eksisting Polonia. Selanjutnya adalah melakukan pengumpulan data
primer atau data lapangan yang berbasis survey wawancara. Survey wawancara yang dilaksanakan terdiri
atas 2 (dua) bagian, yaitu survey karakteristik penumpang dan survey preferensi penumpang (stated
preference survey).
Survey karakteristik penumpang bertujuan untuk mengidentifikasi karakteristik penumpang dan
karakteristik perjalanan pengguna jasa angkutan udara, yang mencakup jenis kelamin, pekerjaan,
pendidikan, pendapatan, usia dan sarana transportasi yang digunakan dari dan ke bandara. Disamping itu
melalui survey ini juga diketahui respon penumpang terhadap rencana penyediaan bus bandara.
Survey selanjutnya adalah survey stated preference, dimana dalam survey ini, calon penumpang disajikan
pada beberapa kondisi/pilihan kualitas pelayanan bus bandara yang pelayanannya belum yang belum ada
saat ini (masih dalam tahap rencana). Kondisi pelayanan disajikan dalam bentuk kombinasi pilihan dari
beberapa atribut (variabel) kualitas pelayanan. Keuntungan dari penggunaan teknik stated preference ini,
responden diajak untuk dapat membayangkan suatu kondisi pelayanan angkutan yang disajikan dalam
beberapa kondisi pelayanan yang belum ada saat ini.
Dari hasil kedua survey tersebut, selanjutnya dilakukan analisis terhadap data hasil survey (data primer).
Analisis data yang digunakan mencakup karakteristik penumpang dan karakteristik perjalanan serta
analisis data stated preference. Untuk analisis data stated preference, menggunakan analisis regresi
dengan ordered probit model, karena respon penumpang disajikan dalam bentuk ordinal. Untuk
mempermudah analisis data stated preference, penelitian ini menggunakan alat bantu software LIMDEP
ver.7.0, sedangkan untuk kalibrasi model dilakukan uji statistik dengan alat bantu SPSS. Setelah
diperoleh model kualitas pelayanan dan uji statistik dilanjutkan dengan pembahasan aplikasi model.
Aplikasi model akan disajikan dalam beberapa skenario kualitas pelayanan. Dari hasil aplikasi model
juga akan diperoleh estimasi jumlah penumpang yang akan naik mengggunakan bus bandara dengan
berbagai skenario kualitas pelayanan dan tarif yang ditetapkan.

2.

Tinjauan Pustaka

2.1 Teknik Stated Preference

Menurut Ortuzar dan Willumsen (1994) teknik stated preference merupakan pendekatan yang relatif baru
dalam penelitian transportasi, merupakan metode eksperimen untuk meneliti cakupan inisiatif kebijakan
yang menyeluruh.
Beberapa keuntungan menggunakan teknik stated preference (Pearmain dan Kroes, 1990) adalah:
1. Peneliti dapat melakukan kontrol tentang situasi yang diharapkan akan dihadapi oleh responden;
2. Penggunaan variabel kuantitatif sekunder dapat dilakukan dengan mudah, karena peneliti
menggunakan kuesioner untuk menyatakan variabel tersebut;
3. Dalam kebijakan yang bersifat baru, teknik ini digunakan sebagai media evaluasi dan peramalan;
4. Karena seorang responden dapat memberikan jawaban atas berbagai macam situasi perjalanan,
maka jumlah sampel yang dibutuhkan tidak terlalu banyak, namun demikian sampel diharapkan
dapat mewakili kelompok masyarakat yang diteliti.
Menurut Pearmain dan Kroes (1990) teknik stated preference yang digunakan dalam studi transportasi
memiliki karakteristik pokok sebagai berikut:

129

1.
2.
3.
4.
5.
6.

Metode ini merupakan perangkat survei dalam riset pemasaran untuk mendapatkan pernyataan
masyarakat, bagaimana mereka akan memberikan respon terhadap situasi perjalanan hipotesis;
Situasi perjalanan tersebut ditawarkan kepada responden yang mana memiliki kombinasi faktor
yang berbeda dalam kaitannya dengan proses pengambilan keputusan perjalanan;
Peneliti membuat situasi perjalanan yang mudah dimengerti, masuk akal dan realistik, serta situasi
dengan tingkat pengetahuan dan pengalaman responden;
Responden yang dipilih dalam survei harus mampu mewakili dari populasi yang diteliti;
Respon yang diberikan oleh responden dianalisis dengan metode yang memberikan ukuran kualitatif
faktor-faktor yang diteliti dari situasi perjalanan hipotesis;
Hasil penelitian dengan teknik stated preference memberikan ukuran-ukuran yang dapat membantu
dalam usaha identifikasi prioritas investasi atau perencanaan dan peramalan kebutuhan dan perilaku
perjalanan dimasa mendatang.

2.2 Analisis Data Stated Preference

Ordered probit model model untuk menganalisis diskret data dengan dependent varible dalam bentuk
ordinal
Dikembangkan oleh Zavoina dan McElvey (1975), merupakan bagian dari econometric model yang
berdasarkan hubungan sebab akibat antara variabel yang diamati (demand) dengan faktor-faktor yang
menyebabkan terjadinya demand
Keuntungan menggunakan ordered probit model antara lain semua tingkatan tanggapan responden dalam
bentuk ordinal (0, 1, 2, ..., n) dapat masing-masing diketahui nilai probabilitasnya
[ Prob(y = 0), Prob( y = 1), Prob( y = 2), , Prob( y = n) ]
Kelemahan hanya dapat digunakan untuk menganalisis data yang berdistribusi normal dan model
yang dihasilkan harus diestimasi kembali untuk mengetahui nilai probabilitas, sehingga diperlukan
ketelitian dalam perhitungan.

3.

Metode Penelitian

3.1 Variabel Penelitian Data Stated Preference

Jenis Variabel

Variabel

Tarif

Kenyamanan

Independent Variabel Jadwal

Kemudahan

Moda lanjutan
Sistem
Ticketting

Dependent Variabel

Respon
penumpang

Level
0
1
2
0
1

Keterangan
Rp. 25.000
Naik 15% (Rp.28.750)
Naik 20% (Rp.30.000)
Tanpa Pendingin ruangan (AC), tanpa TV, penumpang berdiri tidak dibatasi, tidak
tersedia tempat bagasi yang memadai
Menggunakan pendingin ruangan (AC), TV, penumpang berdiri dibatasi, tersedia
tempat bagasi yang memadai

Jadwal operasional bus tidak sesuai dengan dengan jadwal operasional Pesawat (tidak
berjadwal)

Jadwal operasional bus sesuai dengan jadwal operasional pesawat

Terminal bus bandara tidak berdekatan dengan terminal kedatangan penumpang,

terminal bus massal (BRT) dan stasiun kereta api dibandara
Terminal bus bandara berdekatan dengan terminal angkutan massal (BRT) dan
stasiun kereta api dibandara
Tidak ada kepastian angkutan lanjutan di halte atau terminal tujuan bus bandara

1
0
1
0
1
1
2
3
4
5

Ada kepastian angkutan lanjutan dihalte dan terminal tujuan bus bandara
Pembayaran tunai dengan membeli tiket dibandara atau membayar langsung di bus
Pembayaraan dengan dengan kartu elektronik, yang dapat digunakan juga untuk bus
massal (BRT) dan kereta api bandara
Pasti naik
Mungkin naik
Ragu-ragu
Mungkin tidak naik
Pasti tidak naik

130

3.2 Populasi, Sampel, Lokasi dan Teknik Survey

Keberangkatan & Kedatangan Domestik (Total =176 sampel)
Waktu
05.01 - 06.00
06.01 - 07.00
07.01 - 08.00
08.01 - 09.00
09.01 - 10.00
10.01 - 11.00
11.01 - 12.00
12.01 - 13.00
Jumlah Sampel

Jumlah Flight
5
0
3
2
3
4
5
3

13.01 - 14.00
4
14.01 - 15.00
3
15.01 - 16.00
4
16.01 - 17.00
2
17.01 - 18.00
3
18.01 - 19.00
3
19.01 - 20.00
2
20.01 - 21.00
0
21.01 - 22.00
0
Jumlah Sampel
TOTAL JUMLAH SAMPEL

Sampel /jam
16
0
9
6
9
12
16
9
77

Waktu
05.01 - 06.00
06.01 - 07.00
07.01 - 08.00
08.01 - 09.00
09.01 - 10.00
10.01 - 11.00
11.01 - 12.00
12.01 - 13.00
Jumlah Sampel

Jumlah Flight
0
2
1
2
1
0
0
0

12
9
12
6
9
9
6
0
0
63
140

13.01 - 14.00
0
14.01 - 15.00
1
15.01 - 16.00
0
16.01 - 17.00
1
17.01 - 18.00
1
18.01 - 19.00
0
19.01 - 20.00
2
20.01 - 21.00
0
21.01 - 22.00
1
Jumlah Sampel
TOTAL JUMLAH SAMPEL

Sampel /jam
0
6
3
6
3
0
0
0
18
0
3
0
3
3
0
6
0
3
18
36

Keberangkatan & Kedatangan Intl (Total =180 sampel)

Waktu
07.01 - 08.00
08.01 - 09.00
09.01 - 10.00
10.01 - 11.00
11.01 - 12.00
12.01 - 13.00
13.01 - 14.00
15.01 - 16.00
14.01 - 15.00
Jumlah Sampel

Jumlah Flight
0
1
2
3
3
3
4
4
3

16.01 - 17.00
6
17.01 - 18.00
1
18.01 - 19.00
4
19.01 - 20.00
3
20.01 - 21.00
1
21.01 - 22.00
3
22.01 - 23.00
2
23.01 - 24.00
1
24.01 - 01.00
1
Jumlah Sampel
TOTAL JUMLAH SAMPEL

Sampel /jam
0
4
6
9
9
9
12
12
9
70

Waktu
Jumlah Flight
07.01 - 08.00 0
08.01 - 09.00 3
09.01 - 10.00 1
10.01 - 11.00 1
11.01 - 12.00 0
12.01 - 13.00 0
13.01 - 14.00 1
15.01 - 16.00 0
14.01 - 15.00 1
Jumlah Sampel

Sampel /jam
0
9
4
4
0
0
4
0
4
25

18
4
12
9
4
9
6
4
4
70
140

16.01 - 17.00 0
17.01 - 18.00 1
18.01 - 19.00 1
19.01 - 20.00 0
20.01 - 21.00 2
21.01 - 22.00 0
22.01 - 23.00 1
23.01 - 24.00 0
24.01 - 01.00 0
Jumlah Sampel
TOTALJUMLAH SAMPEL

0
3
3
0
6
0
3
0
0
15
40

Sedangkan untuk target survey stated preference, yaitu sebanyak 50 responden, yang merupakan bagian
dari responden yang mengisi form survey karakteristik responden.

3.3 Kawasan Penelitian

Sesuai dengan sasaran dari pengguna angkutan yang akan disediakan di Bandara Kualanamu adalah
penumpang pengguna angkutan udara yang hendak menuju bandara atau melanjutkan perjalanan dari
bandara ketempat lokasi tujuan. Maka kawasan yang menjadi objek penelitian ini adalah penumpang
Bandara Polonia Medan. Walaupun maksud dari penelitian ini adalah dalam rangka penyediaan
pelayanan angkutan bandara di dibandara Kualanamu, namun karena bandara tersebut hingga saat ini
belum beroperasi dan masih dalam tahap pembangunan, maka penelitian dilakukan kepada penumpang di
Bandara Polonia Medan.

131

4. Metode Analisa Data

4.1 Analisis karakteristik responden
Karakteristik responden diperlukan untuk mengetahui proporsi sampel (pelaku perjalanan) yang dijadikan
responden dalam penelitian dan segmentasi pengguna angkutan udara di Bandara Polonia. Karakteristik
responden akan dideskripsikan berdasarkan kelompok tertentu seperti: jenis kelamin, usia, penghasilan
dan karakteristik perjalanan seperti:maksud perjalanan, frekuensi perjalanan dll.

4.2 Analisis data stated prefrence

Hasil survey stated preference dianalisis dengan menggunakan alat bantu program statistik ekonometrik
LIMDEP versi.7.0. dan SPSS, hal tersebut untuk mempermudah dalam proses kalibarasi model dan uji
statistik hasil model. Berdasarkan model hasil kalibrasi model selanjutnya digunakan untuk menjelaskan
karakteristik preferensi responden terhadap rencana pelayanan angkutan bus bandara. Hasil analisis ini
juga menjelaskan sensitivias masing-masing variabel kualitas pelayanan angkutan bus pemadu moda.
Sebelum dilakukan proses kalibrasi model, dilakukan uji korelasi untuk memastikan bahwa masingmasing variabel bebas yang digunakan dalam model tidak saling berhubungan (korelasi).

4.3 Kalibrasi model

Kalibrasi model mensyaratkan pemilihan parameter yang mengoptimumkan satu atau lebih ukuran
kesesuaian yang juga fungsi dari data hasil pengamatan. Prosedur tersebut sering digunakan oleh
fisikawan dan ahli teknik yang bertugas membuat model pertama (awal) dan tidak perlu mencemaskan
perilaku statistik yang dihasilkan. Sementara itu, penaksiran model meliputi usaha untuk mendapatkan
nilai paramater, sehingga hasil spesifikasi model tersebut mendekati data hasil pengamatan (realita).
Dalam berbagai kasus, satu atau lebih paramater dianggap tidak signifikan dan oleh karena itu
dikeluarkan dari model, serta mempertimbangkan kemungkinan mempelajari beberapa faktor spesifikasi
secara empiris (Tamin, 1997).

4.3.1
a.

b.

Checking Single Coefficient Estimates

Pemeriksaan terhadap koefisien dilakukan sebagai tahap awal dalam menilai sebuah model berupa:
a.1 Setiap alternatif fungsi harus mempunyai tanda positif (+) atau negatif () yang sesuai, artinya
setiap koefisien variabel dapat menerangkan fenomena dan hubungan dengan variabel lainnya
terhadap model secara logis;
a.2 Signifikan variabel terhadap setiap alternatif fungsi yang diketahui dari nilai t, artinya nilai t
yang lebih besar (t hasil perhitungan > t tabel) berarti variabel mempunyai kontribusi
mempengaruhi model juga lebih besar;
Nilai p atau significance level yang mendekati nilai 0, menunjukkan variabel mempunyai kontribusi
mempengaruhi model juga lebih besar. Dalam analisis data digunakan significance level () sebesar
0,05.

4.3.2

Uji Chi-square

Uji Chi-square digunakan untuk menguji apakah sebuah sampel yang diambil menunjang hipotesis yang
menyatakan bahwa model mempunyai rasionalitas yang baik untuk digunakan (goodness of fit). Dalam
pengujian tersebut didasarkan pada besaran sebagai berikut:

k (o e ) 2
i
i

i 1

ei

............................................................................................................................

(3.1)

dengan,
2
= nilai pengujian chi-square
oi
= hasil pengamatan bagi sel ke i
ei
= hasil yang diharapkan bagi sel ke i.
Hipotesis yang ditetapkan untuk menentukan model adalah sebagai berikut:
a. Hipotesis (Ho): Model tidak mempunyai rasionalitas yang baik, apabila 2 hasil perhitungan < dari
2 tabel.
b. Hipotesis (H1): Model mempunyai rasionalitas yang baik, apabila 2 hasil perhitungan > dari 2
tabel.

132

4.3.3 Uji Korelasi

Pada uji korelasi mencoba mengukur kekuatan hubungan antara dua variabel yang dinyatakan dalam
koefisien korelasi (r). Hubungan antara dua variabel yang dinyatakan dalam x dan y pada n
pengamatan [(xi, yi); i=1, 2,..., n)] diukur sejauh mana titik-titik tersebut bersekutu disekitar sebuah garis
korelasi.
Menurut Santoso (2000) pada SPSS untuk jenis data kualitatif (nonparametric correlations)
pengujiannya menggunakan koefisien korelasi Kendalls tau-b atau Spearmans rho. Nilai r antara dua
variabel tersebut menunjukkan hubungan antara keduanya, sehingga untuk r = 0 dan signifikansi hasil
perhitungan lebih dari yang ditetapkan ( > 0,05) berimplikasi bahwa kedua variabel tidak mempunyai
hubungan yang kuat. Bentuk persamaan koefisien korelasi adalah sebagai berikut:

n
n
n
n x i y i x i y i
i 1
i 1 i 1

n 2 n 2
n x i x i
i 1
i 1

n 2 n 2
n y i y i
i 1
i 1

........................................................

(3.2)

dengan,
r
= koefisien korelasi
x,y
= variable pengamatan
n
= frekwensi pengamatan

4.3.4

Probabilitas

Peneliti berkepentingan dengan penarikan kesimpulan dari percobaan yang mengandung ketidakpastian.
Agar kesimpulan itu ditafsirkan secara tepat, pemahaman teori probabilitas (peluang) sangat diperlukan
dan bersifat mendasar (Walpole, 1982).
Apa yang kita maksud bila kita mengatakan Saya mungkin akan naik Bus Pemadu Moda besok, Saya
mempunyai kemungkinan 50:50 untuk mendapatkan bilangan genap bila sebuah dadu dilemparkan.
Dalam setiap pernyataan tersebut dinyatakan suatu kejadian yang belum pasti, namun berdasarkan
keterangan yang diperoleh ataupun berdasarkan pemahaman mengenai stuktur penelitian, memiliki
keyakinan tertentu akan kesahan pernyataan tersebut.
Menurut Walpole (1982) teori probabilitas bagi ruang contoh terhingga memberi segugus bilangan nyata
disebut pembobot atau peluang dengan nilai dari 0 hingga 1, yang memungkinkan kita menghitung
peluang terjadinya kejadian. Bila suatu observasi mempunyai N hasil observasi yang berbeda, dan
masing-masing mempunyai kemungkinan yang sama untuk terjadi, dan bila tepat n diantara hasil
observasi itu menyusun kejadian A, maka peluang kejadian (probabilitas) A adalah:

P(A)

n
N

..................................................................................................................................................

(3.3)

dengan,
P
= Probabilitas
N
= Hasil pengamatan
n
= frekwensi pengamatan

5.

Pembahasan Dan Hasil

Respon kesediaan penumpang menggunakan bus pelayanan Bandara

Tidak
Bersedia
Naik
6.82%

Tidak
Setuju
Bus
Bandara
4.55%

Setuju
Bus
Bandara
95.45%

Bersedia
Naik Bus
Bandara
93.18%

133

Tujuan survey stated preference

1. Mengidentifikasi variabel-variabel yang mempengaruhi respon penumpang terhadap pelayanan bus
bandara
2. Menyusun model respon penumpang terhadap pelayanan bus bandara, dengan indikator pelayanan
yang telah ditetapkan (kenyamanan, jadwal, kemudahan, ketersediaan moda lanjutan, sistem
ticketting)
3. Berdasarkan model yang diperoleh akan diketahui prakiraan jumlah penumpang pengguna bus
bandara, dan dapat dijadikan dasar dalam penyediaan pelayanan bus bandara

Data hasil Survey Stated Preferenced

Respon

Kategori

Frequency

Pasti naik
Mungkin naik
Ragu-ragu
Mungkin tidak naik
Pasti tidak naik
Total Observasi

1
2
3
4
5

394
313
8
27
98
840

46.90
37.26
0.95
3.21
11.67
100.00

Ragu-ragu
1%

Mungkin
tidak naik
3%

Pasti tidak
naik
12%

Pasti naik
47%

Mungkin
naik
37%

Data pemodelan Respon Penumpang (Software LIMDEP Versi 7.0)

Variabel

Estimasi

Nilai t

Signifikan

Constant
Tarif
Kenyamanan

0,687962
0,260021
-1,158224

9,253
4,661
-9,854

0,0000
0,0000
0,0000

Jadwal

-5,318

0,0000

Kemudahan
Moda lanjutan

-0,331192
-0,893982

-0,633141

-2,685
-7,702

0,0073
0,0000

Sistem ticketting

-0,317250

-2,658

0,0079

Mu(1)
Mu(2)

1.444837
1,454383

18,518
18,920

0,0000
0,0000

Mu(3)

1,651851

20,374

0,0000

Chi-square

333,8339

y* =
0,687962 + 0,260021 (Tarif) 1,158224 (Kenyamanan) 0,633141 (Jadwal) 0,331192
(Kemudahan) 0,893982 (Moda lanjutan) 0,317250 (ticketting).

Uji Hasil Model

1. Checking single coefficient estimates (uji tanda koefisien)
No.
1.

Variabel
Constant

Tanda
(+)

Keterangan
Respon terhadap kualitas pelayanan bus yang berkorelasi positif

2.

Tarif

(+)

Penambahan tarif dapat mengurangi minat penumpang bus

3.

Kenyamanan

()

4.

Jadwal

()

5.

Kemudahan

()

6.

Moda lanjutan

()

7.

Sistem ticketting

()

Penurunan tingkat kenyamanan dapat mengurangi minat penumpang bus

Penurunan jadwal opersional bus dapat mengurangi minat penumpang
bus
Penurunan kemudahan dapat mengurangi minat penumpang bus
Penurunan ketersediaan moda lanjutan dapat mengurangi minat
penumpang bus
Penurunan system ticketing dapat mengurangi minat penumpang bus

134

a. Model yang dihasilkan mempunyai tingkat rasionalitas yang cukup baik, dilihat dari kesesuaian tanda
berdasarkan teori yang berlaku.
b. Sedangkan nilai t yang dihasilkan dari model, diluar daerah penerimaan dari nilai t (0,05 ; 6) = 1,943
(tabel), demikian pula nilai signifikan variabel yang dihasilkan model mendekati nilai 0, sehingga
secara bersama-sama variabel bebas model yang dihasilkan signifikan untuk digunakan

2. Uji Korelasi
Correlationsa

Kendall 's tau_b

TARIF
NYAMAN
JADWAL
M UDAH
LANJUTAN
TICKET

Correl ati on Coeffi cient

Si g. (2-tai l ed)
Correl ati on Coeffi cient
Si g. (2-tai l ed)
Correl ati on Coeffi cient
Si g. (2-tai l ed)
Correl ati on Coeffi cient
Si g. (2-tai l ed)
Correl ati on Coeffi cient
Si g. (2-tai l ed)
Correl ati on Coeffi cient
Si g. (2-tai l ed)

TARIF
1.000
.
.000
1.000
.000
1.000
.000
1.000
.000
1.000
.000
1.000

NYAMAN
.000
1.000
1.000
.
.000
1.000
.000
1.000
.000
1.000
.000
1.000

JADWAL
.000
1.000
.000
1.000
1.000
.
.000
1.000
.000
1.000
.000
1.000

M UDAH
.000
1.000
.000
1.000
.300
.000
1.000
.
.000
1.000
.000
1.000

LANJUTAN
.000
1.000
.000
1.000
.300
.000
.000
1.000
1.000
.
.000
1.000

TICKET
.000
1.000
.000
1.000
.300
.000
.000
1.000
.000
1.000
1.000
.

a. Li stwi se N = 840

a.
b.

Tabel diatas menunjukkan bahwa variabel : tarif, kenyamanan, jadwal, kemudahan, ketersediaan
moda lanjutan dan tiket, tidak mempunyai hubungan yang kuat antar variabel.
Hal tersebut diketahui dari koefisien korelasi sebesar 0 dan signifikan sebesar 1 (lebih besar dari
= 0,05), sehingga semua variabel pada model dapat digunakan dalam analisis

3. Uji Chi-square / Uji keselarasan model (goodness of fit test)

a.
b.
c.

Pada pengujian model tersebut diambil tingkat signifikan () sebesar 0,05 dengan derajat
kebebasan (k) sebesar 6
Hasil : Nilai chi-square 2 = (333,8339) > 2 (0,05 ; 6) = 12,592 (dari tabel), maka penyataan
hipotesis H0 yang menyatakan bahwa model tidak mempunyai rasionalitas yang baik ditolak,
Sehingga hipotesis H1 diterima. Dengan hasil uji chi-square, maka dapat disimpulkan bahwa
model yang dihasilkan mempunyai rasionalitas yang baik.

Aplikasi Model
Pengaruh Perubahan Tarif Terhadap Probabilitas Respon Penumpang
Respon Penumpang

Probabilitas Respon
Tarif
Tarif
Rp.28.750
Rp.30.000
0,17
0,11

Pasti Naik

Tarif
Rp.25.000
0,25

Mungkin Naik

0,53

0,52

0,48

Ragu-Ragu

0,04

0,05

0,05

Mungkin Tidak Naik

0,19

0,26

0,36

Pasti Tidak Naik

0,12

0,18

0,26

Respon Penumpang
Pasti Naik
Mungkin Naik
Ragu-Ragu
Mungkin Tidak Naik
Pasti Tidak Naik

Probabilitas Respon
Tarif
Tarif
Rp.25.000 Rp.28.750
1,00
0,99
0,00
0,01
0,00
0,00
0,00
0,00
0,00
0,00

Tarif
Rp.30.000
0,98
0,00
0,00
0,00
0,00

Gambaran Kondisi Kualitas Pelayanan

Yang Paling BURUK
- Tidak Nyaman
- Tidak Berjadwal
- Tidak Mudah(Letak Berjauhan)
- Tidak Tersedia Moda Lanjutan
- Sistem Tiketing Manual

Gambaran Kondisi Kualitas Pelayanan

Yang Paling BAIK
- Nyaman
- Berjadwal
- Mudah(Letak Berdekatan)
- Tersedia Moda Lanjutan
- Sistem Tiketing Manual

135

Pengaruh kondisi Kenyamanan & Penjadwalan terhadap probabilitas respon penumpang

bus bandara
Berjadwal : Jadwal operasional bus sesuai
dengan jadwal operasional pesawat

Probabilitas Respon

Respon Penumpang

Tidak berjadwal

Berjadwal

Pasti Naik

0,25

0,48

Mungkin Naik

0,53

0,44

Ragu-Ragu

0,04

0,02

Mungkin Tidak Naik

0,19

0,06

Pasti Tidak Naik

0,12

0,04

Pasti Naik

Probabilitas Respon
Kondisi
Kondisi
tidak nyaman
nyaman
0,25
0,68

Mungkin Naik

0,53

0,29

Ragu-Ragu

0,04

0,01

Mungkin Tidak Naik

0,19

0,02

Pasti Tidak Naik

0,12

0,01

Respon Penumpang

Tidak Berjadwal : Jadwal operasional bus

tidak sesuai dengan dengan jadwal
operasional Pesawat

Nyaman : Menggunakan pendingin

ruangan (AC), TV, penumpang berdiri
dibatasi, tersedia tempat bagasi yang
memadai
Tidak Nyaman : Tanpa Pendingin ruangan
(AC), tanpa TV, penumpang berdiri tidak
dibatasi, tidak tersedia tempat bagasi
yang memadai

Pengaruh kondisi Kemudahan & Kepastian Moda Lanjutan terhadap probabilitas respon
penumpang bus bandara

Pasti Naik

Probabilitas Respon
Tidak ada kepastian
Moda lanjutan
0,25

Ada
kepastian
Moda lanjutan
0,58

Mungkin Naik

0,53

0,37

Ragu-Ragu

0,04

0,01

Mungkin Tidak Naik

0,19

0,04

Pasti Tidak Naik

0,12

0,02

Respon Penumpang

Respon Penumpang

Ada Moda Lanjutan : Ada kepastian

angkutan lanjutan dihalte dan terminal
tujuan bus bandara
Tidak Ada Moda Lanjutan : Tidak ada
kepastian angkutan lanjutan di halte
atau terminal tujuan bus bandara

Probabilitas Respon
Kemudahan rendah

Kemudahan tinggi

Pasti Naik

0,25

0,36

Mungkin Naik

0,53

0,50

Ragu-Ragu

0,04

0,03

Mungkin Tidak Naik

0,19

0,11

Pasti Tidak Naik

0,12

0,07

Kemudahan Tinggi: Terminal bus

bandara berdekatan dengan terminal
angkutan massal (BRT) dan stasiun
kereta api dibandara
Kemudahan Rendah: Terminal bus
bandara tidak berdekatan dengan
terminal
kedatangan
penumpang,
terminal bus massal (BRT) dan stasiun
kereta api dibandara

Pengaruh kondisi Sistem Ticketting terhadap probabilitas respon penumpang bus bandara
Respon Penumpang
Pasti Naik
Mungkin Naik
Ragu-Ragu
Mungkin Tidak Naik
Pasti Tidak Naik

Probabilitas Respon
Sistem ticketting Sistem ticketting
manual
smart card
0,25
0,36
0,53
0,50
0,04
0,03
0,19
0,11
0,12
0,07

Ticketing Electronic: Pembayaraan dengan

dengan kartu elektronik, yang dapat
digunakan juga untuk bus massal (BRT) dan
kereta api bandara
Ticketing Manual: Pembayaran tunai dengan
membeli tiket dibandara atau membayar
langsung di bus

136

Probabilitas respon penumpang terhadap perbaikan Kondisi kualitas pelayanan

Respon
Pasti Naik
Mungkin Naik
Ragu-Ragu
Mungkin Tidak Naik
Pasti Tidak Naik

Kenyamanan

Jadwal

Kemudahan

Moda Lanjutan

Ticketting

0,68
0,29
0,01
0,02
0,01

0,48
0,44
0,02
0,06
0,04

0,36
0,50
0,03
0,11
0,07

0,58
0,37
0,01
0,04
0,02

0,36
0,50
0,03
0,11
0,07

Urutan Prioritas Respon :

1. Kenyamanan
2. Ketersediaan Moda Lanjutan
3. Jadwal
4. Kemudahan
5. Ticketting

Probabilitas respon penumpang terhadap level tarif & kondisi kualitas pelayanan

Tarif Rp.25.000
Respon

Tarif naik 15%

Tarif naik 20%

Kondisi kualitas pelayanan

Buruk

Baik

Buruk

Baik

Buruk

Baik

Pasti naik

0.25

1.00

0.17

0.99

0.11

0.98

Mungkin naik

0.53

0.00

0.52

0.01

0.48

0.02

Ragu-ragu

0.04

0.00

0.05

0.00

0.05

0.00

Mungkin tidak naik

0.19

0.00

0.26

0.00

0.36

0.00

Pasti tidak naik

0.12

0.00

0.18

0.00

0.26

0.00

a. Apabila kualitas pelayanan yang ditawarkan dikaitkan dengan besaran nilai tarif, variasi peningkatan
tarif sepanjang diikuti dengan penyediaan kualitas pelayanan yang baik, respon penumpang untuk
naik sangat tinggi.
b. Hal tersebut cukup relevan dengan fakta hasil survey karakteristik penumpang, dimana dari seluruh
responden hampir 100% menyatakan setuju dan akan menggunakan pelayanan bus bandara jika
nantinya beroperasi di Kuala Namu

5. Kesimpulan Dan Saran

5.1 Kesimpulan
1. Profil Karakteristik Penumpang
- 56% didominasi oleh penumpang laki-laki
- 27% didominasi penumpang dengan pekerjaan wiraswasta
- 40% didominasi oleh penumpang dengan tingkat pendidikan SLTA
- 65 % didominasi oleh penumpang dengan tingkat pendapatan s.d Rp. 3 Juta
- 60% didominasi oleh penumpang yang menggunakan kendaraan pribadi
- 95% menyatakan setuju dengan rencana tersebut, dan 96% menyatakan bersedia naik bus bandara

137

2. Hasil pemodelan kualitas pelayanan

y* = 0,687962 + 0,260021 (Tarif) 1,158224 (Kenyamanan) 0,633141 (Jadwal) 0,331192
(Kemudahan) 0,893982 (Moda lanjutan) - 0,317250 (ticketting).
y* = dependent variabel dalam bentuk ordinal (0,1,2,3,4)
- Nilai 0,687962 adalah koefisien error term atau variabel yang tidak diobservasi, artinya variabel
yang tidak dikaji atau diamati dalam penelitian ini
- Nilai 0,260021 adalah koefisien tarif, mengindikasikan besaran pengaruh tarif terhadap kemauan
orang untuk menggunakan bus bandara
- Variabel bertanda negatif, menunjukkan peningkatan variabel tersebut dapat mengurangi minat
penumpang bus. Sedangkan nilai variabel positif menunjukkan respon terhadap kualitas
pelayanan bus yang berkorelasi positif
- Nilai t yang dihasilkan variabel pada model berada diluar daerah penerimaan dari nilai t (0,05 ; 6) =
1,943 ( dari tabel), demikian pula nilai signifikan variabel yang dihasilkan model mendekati
nilai 0, sehingga secara bersama-sama variabel bebas model yang dihasilkan signifikan untuk
digunakan
- Uji chi-square terhadap keselarasan model (goodness of fit test) pada tingkat signifikan ()
sebesar 0,05 dengan derajat kebebasan (k) sebesar 6, mempunyai hasil bahwa nilai chi-square 2
= (333,8339) > 2 (0,05 ; 6) = 12,592 (dari tabel). Dengan hasil uji chi-square, maka dapat
disimpulkan bahwa model mempunyai rasionalitas yg baik
3. Hasil analisis respon penumpang
a.

b.

Variabel pelayanan yang paling berpengaruh terhadap respon penumpang pasti naik secara
berurutan yaitu : kenyamanan sebesar 68%, ketersediaan moda lanjutan sebesar 58%,
jadwal sebesar 48%, kemudahan sebesar 36% serta system ticketting sebesar 36%. (kelima
variabel kualitas pelayanan yang ditawarkan memiliki respon yang positif untuk mendorong
penumpang menggunakan pelayanan bus).
Apabila kualitas pelayanan yang ditawarkan dikaitkan dengan besaran nilai tarif, peningkatan
tarif sepanjang diikuti dengan penyediaan kualitas pelayanan yang baik, tidak signifikan untuk
mempengaruhi respon penumpang untuk pasti naik. (penumpang lebih memprioritaskan
kualitas pelayanan bus bandara)

5.2 Saran
1. Agar pengoperasian bus bandara nantinya dapat berfungsi secara optimal, hendaknya operator atau
pemerintah memberikan prioritas terhadap kualitas pelayanan bus, khususnya faktor kenyamanan.
2. Model yang dihasilkan dapat dijadikan pertimbangan dalam menerapkan kondisi kualitas pelayanan
bus bandara dimasa yang akan dating
3. Penelitian lebih lanjut dapat dilakukan dengan mempertimbangkan variabel pelayanan lainnya yaitu :
kebersihan, estetika dan keselamatan

Daftar Pustaka
[1] Analisa Penulis Kombinasi terhadap Kualitas Pelayanan, 2011, Jenis Variabel Penelitian dan
Variasi Level Pelayanan.
[2] Badan Perencanaan Pembangunan Daerah Propinsi Sumut, 2011, Rencana Wilayah Pelayanan Bus
Bandara.
[3] Dinas Perhubungan Propinsi DI. Yogyakarta, 2011, Gambar Fasilitas Akses Penghubung, Tangga
Berjalan, Shelter Bus, Stasiun Kereta Api Bandara, System Smart Card Ticketting di Bandara Adi
Sucipto-Yogyakarta.
[4] Greene, W.H., 1997, Econometric Analysis - Third Edition, Prentice-Hall International, Inc., New
Jersey.
[5] Hasil Analisa Penulis, 2011, Frekuensi Respon Penumpang, Hasil Pemodelan, Cheking Single
Coeficien Estimate.
[6] Hasil Analisa Penulis, 2011, Hubungan Antara Independent Variabel Model.
[7] Hasil Analisa Penulis, 2011, Probabilitas Respon Penumpang terhadap Level Tarif Untuk Kualitas
Pelayanan Yang Paling Buruk dan Baik.
[8] Hasil Analisa Penulis, 2011, Pengaruh Kenyamanan, Penjadwalan Operasional Bus, Tingkat
Kemudahan, Kepastian Moda Lanjutan dan Sistem Ticketing.
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138

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139

KAJIAN KETERSEDIAAN SARANA DAN PRASARANA DALAM

PREFERENSI BERMUKIM
Syafiatun Siregar10
Abstract. The high level of urbanization of the population requires high
infrastructure services as well. One of the necessary infrastructure is the
settlement. Unavailability of adequate housing in terms of both quality and
quantity will cause some problems such as irregularity residential areas, the
emergence of slums and squatter settlements, as well as the face of the city
chaos. Urban population growth will lead to pressures such as increasingly
high land prices around the city center, an increased need for housing,
environmental degradation, flooding, traffic congestion and others.
Availability of facilities and infrastructure as part of living in residential
preferences. Facilities and infrastructure available of both in terms of quality
and quantity an attraction of housing preferences.
In use, the settlement is influenced by various factors including the location
factor. Location factors will affect land prices, transportation costs,
environmental amenities and structure of urban space. As a location that is a
factor unique, because it is part of the structure of the city, as well as
supporting oppurtunities for various activities. Another thing that is relevant
is the availability of residential facilities and infrastructure into
consideration in the choice of residential location
The location of this research is urban fringe of Kota Medan and Kabupaten
Deli Serdang perhaps noted on Kelurahan Gedung Johor Kecamatan Medan
Johor and Desa Delitua Kecamatan Namorambe. Specifically, the result of
this study constitute a preference description to reside on the area but it not a
general description of all region as urban border. To collect data, taken by
survey and a structure interview to those residents as for them distributed
questionnaire.
Development of urban fringe areas that are not in the integrated planning
authority due to different interests and lead to the growth of housing and
settlements be unplanned and uncontrolled eventually cause problems in the
Bohemian like land use conflicts, not effisiennya municipal infrastructure
services, environmental contamination which resulted in a decline in
environmental quality overall survival. The development of Medan and the
region as a frontier hinterlandnya often become public, especially people
living preferences of Medan. This condition causes the settlements around
the border capable of growing rapidly with all its problems, especially in
township communities as a result of their socioeconomic conditions.
Facilities and infrastructure that ba Availability of facilities and
infrastructure as part of living in residential preferences. Facilities and
infrastructure available to both in terms of quality and quantity is an
attraction to housing preferences
Keyword: Facilities and infrastructure, Housing preferences, Urban fringe

1.

Pendahuluan

Pertumbuhan ekonomi saat ini mengakibatkan kota berkembang secara luas, baik secara fisiknya maupun
nonfisiknya. Perkembangan kota secara fisiknya mengakibatkan kota berkembang cepat dan meluas
hingga mencapai daerah perbatasan kota (urban fringe). Hal ini akan menyebabkan perbatasan kota sulit
ditentukan walaupun batas kota secara administrasi telah ditetapkan.
Tingginya tingkat urbanisasi penduduk memerlukan pelayanan infrastruktur yang tinggi pula. Salah satu
10

Staf pengajar F. Teknik Universitas Sumatera Utara

140

infrastruktur yang dibutuhkan adalah pemukiman. Tidak tersedianya pemukiman yang cukup baik dari
segi kualitas dan kuantitas akan menimbulkan beberapa masalah seperti ketidakteraturan daerah
pemukiman, timbulnya pemukiman kumuh dan liar, serta kesemrawutan wajah kota. Pertumbuhan
penduduk perkotaan akan menimbulkan tekanan-tekanan diantaranya semakin mahalnya harga lahan di
sekitar pusat kota, peningkatan kebutuhan perumahan, penurunan mutu lingkungan, banjir, kemacetan
lalu lintas dan lain-lain. Preferensi bermukim di perbatasan kota merupakan salah satu alternatif guna
menghindari tekanan-tekanan yang ditimbulkan oleh perkembangan kota.
Penyediaan pemukiman bukanlah masalah yang sederhana, dimana pemukiman memerlukan banyak
pihak yang terkait didalamnya. Seperti pemerintah, pengembang dan masyarakat yang dalam hal ini perlu
koordinasi untuk mendapatkan nilai rumah yang maksimal dilihat dari segi kepentingan mayarakat
sebagai konsumen dan pemanfaatan tata ruang kota secara keseluruhan. Dalam pemanfaatannya,
pemukiman dipengaruhi oleh berbagai faktor diantaranya adalah faktor lokasi. Faktor lokasi akan
mempengaruhi harga lahan, biaya transportasi, amenity lingkungan dan struktur ruang kota. Sebagai
lokasi yang merupakan faktor yang unik, karena merupakan bagian dari struktur kota juga sebagai
penunjang kesempatan untuk berbagai aktivitas (Djajawardhana, 2003).
Kota Medan sebagai kota yang terbesar di Sumatera Utara mempunyai pola pengembangan ruang yang
bersifat dinamis dan banyak dipengaruhi oleh faktor-faktor eksternal yang berpengaruh terhadap proses
penataan ruang. Dampak yang tampak adalah ketidak sesuaian antara Rencana Tata Ruang yang telah
disusun dengan pemanfaatannya. Hal ini perlu diantisipasi untuk menghindari konflik di masyarakat.
Perkembangan daerah perbatasan yang tidak dalam perencanaan terpadu akibat perbedaan kepentingan
dan kewenangan mengakibatkan pertumbuhan perumahan dan pemukiman menjadi tidak terencana dan
terkendali pada akhirnya menimbulkan masalah dalam berkehidupan seperti konflik-konflik pemanfaatan
lahan, tidak effisiennya pelayanan prasarana kota, pencemaran lingkungan yang mengakibatkan
terjadinya penurunan kualitas lingkungan hidup secara keseluruhan.
Dalam pemanfaatannya, pemukiman dipengaruhi oleh berbagai faktor diantaranya adalah faktor lokasi.
Faktor lokasi akan mempengaruhi harga lahan, biaya transportasi, amenity lingkungan dan struktur ruang
kota. Sebagai lokasi yang merupakan faktor yang unik, karena merupakan bagian dari struktur kota juga
sebagai penunjang kesempatan untuk berbagai aktivitas (Djajawardhana, 2003). Perkembangan daerah
perbatasan yang tidak dalam perencanaan terpadu akibat perbedaan kepentingan dan kewenangan
mengakibatkan pertumbuhan perumahan dan pemukiman menjadi tidak terencana dan terkendali pada
akhirnya menimbulkan masalah dalam berkehidupan seperti konflik-konflik pemanfaatan lahan, tidak
effisiennya pelayanan prasarana kota, pencemaran lingkungan yang mengakibatkan terjadinya penurunan
kualitas lingkungan hidup secara keseluruhan.
Perkembangan Kota Medan dan wilayah hinterlandnya sebagai daerah perbatasan sering menjadi
preferensi bermukim masyarakat khususnya masyarakat Kota Medan. Keadaan inilah menyebabkan
pemukiman disekitar perbatasan mampu berkembang pesat dengan segala permasalahannya terutama
pada masyarakat perkampungan sebagai akibat dari kondisi sosial ekonomi mereka
Seperti telah dijelaskan dalam latar belakang, daerah perbatasan dalam hal ini Kota Medan dan
hinterlandnya Kabupaten Deliserdang juga mengalami kesulitan dalam penanganannya. Pengadaan
pemukiman umumnya lebih menitik beratkan pada pertimbangan keberhasilan sisi penawaran saja dan
sering mengabaikan perencanaan yang mempertimbangkan kepentingan dan kepuasan masyarakat
sebagai konsumen pemukiman tersebut. Padahal dalam mengonsumsikan sesuatu, konsumen selalu
berusaha memaksimalkan utilitas yang ada. Sehingga untuk itu maka pemukiman tidak hanya dilihat dari
sisi manfaat fisik rumahnya saja tetapi juga nilai lokasi dimana pemukiman itu berada.
2.

Tinjauan Pustaka

Pemukiman adalah merupakan kebutuhan yang sangat mendasar pada manusia. Di dalam setiap
rencana kota terlihat bahwa penggunaan lahan untuk pemukiman mengambil bagian yang paling besar
untuk pemukiman. Untuk menjadikan pemukiman menjadi suatu kawasan yang utuh dibutuhkan
beberapa komponen didalamnya seperti

adanya lahan atau tanah untuk peruntukannya dimana harga dari satuan rumah sangat berpengaruh
terhadap lokasi pemukiman itu sendiri.
adanya sarana dan prasarana pemukiman seperti jalan lokal, saluran drainase, saluran air kotor,
saluran air bersih, jaringan listrik, jaringan telepon. Sarana dan prasarana ini akan menunjang
kualitas dari pemukiman

141

adanya perumahan (tempat tinggal yang dibangun) dalam kawasan pemukiman

adanya fasilitas umum dan fasilitas sosial didalamnya seperti fasilitas pendidikan, kesehatan,
peribadatan, lapangan bermain dan lain-lain dalam lingkungan pemukiman itu

2.1 Pendekatan Ekonomi

Pendekatan ekonomi dalam struktur keruangan kota/struktur penggunaan lahan kota banyak dituangkan
oleh beberapa teori ahli diantaranya (Yunus, 2000) Richard M. Hurd mengemukakan masalah land
values, rent dan cost berperan penting dalam pola penggunaan lahan. Lahan adalah bagian kota yang
sudah tertentu sifatnya. Akibat berkembangnya areal kota kearah luar, maka variabel lokasi dan tempattempat yang beraksesibilitas menjadi tinggi nilainya. Sehingga siapa yang dapat menawar paling tinggi
akan mendapat lahan sesuai dengan keinginannya .
Teori lain yang dikemukakan oleh William Allonso (1971 dalam Yunus 2000) yang membahas tentang
harga kawasan perumahan dimana teori ini membedakan harga tanah dengan sewa tanah. Teori ini
terkenal dengan nama Urban Residential Land Use Theory. Implikasi dari teori ini adalah harga/sewa
tanah yang sangat mahal di pusat kota sehingga daerah pinggiran merupakan daerah yang harganya lebih
murah. Oleh karena itu maka rumah tangga memilih lahan di pinggiran kota dengan mengkonsumsi tanah
yang lebih luas. Teori ini merupakan de-urbanisasi yaitu perpindahan penduduk dari pusat kota ke
pinggiran.
Penelitian Berry (1963 dalam Yunus 2000) mengemukakan adanya pengaruh aksesibilitas dalam menilai
suatu lahan perkotaan. Pengaruh ring road maupun radial road sangat kental dalam teori ini. Apabila
aksesibilitas ini sudah berkembang baik maka perpotongan antara keduanya (ring road dan radial road)
memberikan derajat aksesibilitas yang lebih tinggi dibanding dengan tempat lain yang tanpa perpotongan

Keterangan:
1. grand peak (city
center)
2. ring road
3. radial road
4. mini peak
Gambar 5 Distribusi nilai lahan kota besar (Berry 2005)
Sumber: Yunus (2005)

2.2 Preferensi Bermukim

Preferensi berasal dari kata preference yang berarti keinginan atau kecenderungan seseorang terhadap
sesuatu. Preferensi bermukim dapat diartikan sebagai keinginan seseorang untuk bermukim disuatu
tempat yang dipengaruhi oleh variabel-variabelnya. Pemilihan untuk menyatakan keinginan terhadap
sesuatu dapat digunakan sebagai dasar untuk menilai terutama mengenai ciri-ciri lingkungannya.
Contohnya seseorang akan memilih lokasi pemukimannya yang dekat dengan pusat kota, tempat kerja,
dekat dengan jalan tol, tingkat kebisingan rendah serta kepadatan yang rendah. Sebagian lagi mungkin
akan memilih lokasi yang dekat dengan lokasi sekolah anak-anak. (Chapman, 1986)
Sinulingga, B (2005) menyatakan indikator-indikator yang digunakan untuk mengukur preferensi
bermukim adalah:
a.
b.
c.
d.

Pendapat tentang kondisi pemukiman saat ini

Keinginan untuk pindah
Kondisi pemukiman yang dianggap ideal
Faktor-faktor pada lokasi pemukiman saat ini yang dianggap menyenangkan.

2.3 Urban Fringe

142

Pokok persoalan yang terdapat di daerah urban fringe pada dasarnya dipicu oleh proses transformasi
spasial dan sosial akibat perkembangan daerah urban yang sangat intensif. Dari kecenderungan di atas
maka salah satu arah perkembangan kota yang perlu dicermati adalah perkembangan spasial yang
berdampak pada perkembangan sosial ekonomi penduduk pinggiran kota.
Salah satu isu yang perlu mendapat perhatian adalah menyangkut fenomena daerah pinggiran kota dan
proses perubahan spasial dan sosial ekonomi di daerah ini. Daerah pinggiran kota (urban fringe)
didefinisikan sebagai daerah pinggiran kota yang berada dalam proses transisi dari daerah perdesaan
menjadi perkotaan. Sebagai daerah transisi, daerah ini berada dalam tekanan kegiatan-kegiatan perkotaan
yang meningkat yang berdampak pada perubahan fisikal termasuk konversi lahan pertanian dan non
pertanian dengan berbagai dampaknya.
Perluasan kota dan masuknya penduduk kota ke daerah pinggiran telah banyak mengubah tata guna
lahan di daerah pinggiran terutama yang langsung berbatasan dengan kota. Banyak daerah hijau yang
telah berubah menjadi pemukiman dan bangunan lainnya (Bintatro, 1983 dalam Giyarsih). Hal ini
menyebabkan terjadinya proses densifikasi pemukiman di daerah pinggiran kota.

2.4 Teori Lokasi Pemukiman

Teori lokasi pemukiman dalam pembangunan kawasan perkotaan merupakan aplikasi dari teori
maksimasi utilitas rumah tangga dalam memilih ruang yang dikaitkan dengan nilai amenity, jumlah
pemukiman dan luas lahan dilokasi tersebut. Nilai amenity dari lokasi merupakan eksistensi bahwasanya
dalam mengkonsumsi pemukiman lokasi dipandang sebagai sejumlah manfaat yang merupakan satu
kesatuan yaitu biaya untuk dan dari ketempat kerja (commuting) serta harga lahan dan pemukiman
tergantung pada lokasinya (Straszheim, 1987 dalam Turniningtyas)
Preferensi bermukim dipengaruhi oleh gaya hidup penghuni yaitu consumption oriented, social prestige
oriented, family oriented/community oriented (Moore 1974 dalam Turniningtyas). Orientasi yang bersifat
kekeluargaan dan komunitas tertentu sangat mendominasi suatu keinginan dalam menentukan lokasi
pemukiman. Dalam hal ini komunitas bisa terkait dengan suku, agama, maupun tingkat sosial ekonomi
penghuninya, sedangkan orientasi yang bersifat kekeluargaan terkait dengan adanya saudara/famili,
orangtua, teman maupun hubungan lainnya.
Tingkat prestise seseorang yang dikaitkan dengan status sosial ekonomi dan pendapatan yang dimiliki
juga mempengaruhi preferensi seseorang. Apabila pemilihan kawasan-kawasan tersebut ditinjau dari
segi pendapatan maka terlihat bahwa penduduk yang berpendapatan rendah cenderung memilih lokasi
pemukiman di pusat kota (biasanya keadaannya kumuh). Sedangkan untuk penduduk yang
pendapatannya menengah keatas cenderung memilih daerah pinggiran kota (pemukiman yang lebih baik)
menurut pendapat seperti yang dikemukan oleh Burgess (1925). Sementara itu di Indonesia seringkali
teman, keluarga memberikan pengaruh penting dalam memfasilitasi dan mendorong migran kekota untuk
menentukan tempat tinggalnya (Tirtosudarno, 1985).

3.

Pembahasan

Ketersediaan sarana dan prasarana dalam preferensi bermukim pada penelitian ini adalah melihat faktorfaktor lingkungan yang menjadi bahan pertimbangan responden dalam memilih lokasi tempat tinggalnya.
Faktor-faktor tersebut meliputi kondisi penghijauan, banjir, kondisi drainase, kualitas jalan-jalan, kualitas
air bersih, pelayanan listrik, serta tingkat keamanan dan kebersihan lokasi pemukiman.
Seperti telah dijelaskan sebelumnya bahwa lokasi pemukiman yang ada pada kawasan penelitian sudah
cukup memadai karena memang telah tersediannya sarana dan prasarana yang terkait dengan kondisi
pemukiman. Bila dihubungkan dengan temuan Sinulingga B (2005) yang mengatakan bahwa kondisi
pemukiman yaitu kondisi lingkungan, jalan lokal, drainase, penghijauan, air, listrik dan telepon sangat
berpengaruh terhadap preferensi bermukim.

3.1 Kondisi Penghijauan

Kondisi penghijauan pada lokasi penelitian relatif sangat baik yaitu bahwa sudah tersedianya lapangan
terbuka yang merangkap taman bermain. Selain itu tersedianya pepohonan sepanjang pinggir jalan-jalan
yang ada dalam pemukiman. Hal ini ditandai dengan 85 % responden menjawab dari baik sampai sangat
baik. Kondisi baik sampai sangat baik sekali ditandai secara kualitas dengan terpelihara dan terawatnya
lokasi tersebut.

143

16%

8%

7%

45%
Sangat baik
Agak baik
Baik
Kurang baik
Jelek

24%

Gambar 1. Karakteristik responden menurut kondisi penghijauan

Sumber: Analisis data, 2011

3.2 Kondisi Drainase

Saluran drainase yang ada baik di pemukiman terencana maupun perumahan spontan umumnya sudah
memadai baik dari segi kualitas maupun kapasitasnya. Sebanyak 89 % responden menjawab kondisi
saluran drainasenya dalam kondisi baik. Kondisi baik disini adalah adanya pemeliharaan dan perawatan
rutin yang dilakukan petugas dalam menangani saluran drainase. Sebanyak 11 %. responden menjawab
saluran drainase dalam kondisi kurang baik. Kondisi ini adalah akibat kurang terawatnya drainase. Salah
satunya adalah masih adanya penduduk yang membuang sampah pada saluran drainase sehingga saluran
menjadi tersumbat. Sebagian lagi bahwa saluran drainase tersebut masih saluran dari tanah.

11%

14%
Sangat baik
Agak baik
Baik
Kurang baik
23%

52%

Gambar 2. Karakteristik responden menurut kondisi saluran drainase

Sumber: Analisis data, 2009

Kondisi drainase yang baik ini pun ditandai dengan bahwa lokasi tersebut termasuk dalam kategori lokasi
bebas banjir. Ini dilihat dari jawaban responden yang 91 % menjawab lokasi penelitian tidak pernah
mengalami kebanjiran. Dari hasil wawancara terhadap responden didapat bahwa daerah tertentu yang
mengalami banjir/tergenang yaitu dalam kondisi hujan sangat lebat dan terus menerus (intensitas hujan
yang tinggi). Informasi mengenai banjir yang terjadi (seperti lamanya genangan dan luas genangan)
hanya berdurasi tidak lebih dari 1 jam untuk menghentikannya.

144

2%

7%

tidak pernah
1 - 2 kali setahun
3 - 4 kali setahun

91%

Gambar 3. Karakteristik responden menurut pernah atau tidaknya banjir

Sumber: Analisis data, 2011

3.3 Kondisi Jalan

Seperti telah dijelaskan pada bab sebelumnya bahwa akses jalan untuk memasuki lokasi penelitian dalam
kondisi baik. Jalan Karya Wisata, Jalan Karya Jaya dan jalan penghubungnya seperti Jalan Eka Rasmi,
Jalan Eka Warni, Jalan Eka Surya serta jalan akses lainnya umumnya lebar jalan 7 meter dengan aspal
hotmix.

5% 0%

13%

12%
> 10 meter
7 - 10 Meter
5 - 7 meter
3 - 5 meter
< 3 meter
70%

Gambar 4. Karakteristik responden menurut lebar jalan di lokasi pemukiman

Sumber: Analisis data, 2011

Untuk jalan-jalan dalam lokasi pemukiman yang dimaksud berupa hotmix, Penetrasi Mc. Adam maupun
dari conblock. Hasil analisa responden didapat bahwa sebanyak 97 % menjawab kondisi jalan lokasi
pemukimannya dalam kondisi baik yang artinya dapat dilalui oleh kenderaan roda 4 dan kondisi jalannya
mus.
3%
20%
41%

36%
Sangat baik
Agak Baik

Baik
Kurang baik

Gambar 5. Karakteristik responden menurut kondisi perkerasan jalan dilokasi pemukiman

Sumber: Analisis data, 2011

3.4 Kondisi Air Bersih

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Sarana air bersih sudah dilayani oleh PDAM Tirtanadi untuk wilayah Kota Medan, sedangkan untuk
Kabupaten Deliserdang dilayani oleh PDAM Tirta Deli. Secara kuantitas tidak pernah terjadi kemacetan
dalam suplai air bersih untuk kedua kawasan penelitian. Yang menjadi kendala adalah dari segi
kualitasnya. Kualitas yang dimaksud adalah dari adanya serbuk/pasir yang terdapat dalam kandungan air
bersih. Inipun dalam jumlah yang sangat kecil yaitu hanya 3 % responden yang menjawab kualitas air
bersihnya kurang memuaskan.

11%

14%

23%
52%
Sangat memuaskan

Agak memuaskan

memuaskan

Kurang memuaskan

Gambar 6. Karakteristik responden menurut kualitas air bersih

Sumber: Analisis data, 2011

3.5 Kondisi Keamanan

Untuk perumahan-perumahan terencana tingkat keamanan pada lokasi perumahannya sudah terkoordinasi
dengan baik. Disetiap jalan masuk dan jalan keluar perumahan selalu dijaga oleh satuan pengamanan
(satpam) dengan jadwal yang baik. Penduduk perumahan spontan keamanan lokasi pemukimannya tidak
terkoordinasi dengan baik. Oleh sebab itu masih ada terjadinya kemalingan/pencurian.
Dari diagram dibawah menunjukkan bahwa 13 % responden kurang puas dengan kondisi keamanan,
penjelasannya dengan adanya terjadi pencurian. Hasil wawancara bahwa kondisi kurang memuaskan ini
ditandai dengan kejadian pencurian sebanyak 1 - 3 kali setahun kejadian kemalingan terutama pada
malam hari. Sementara itu 87 % responden merasa puas sampai sangat puas dengan keamanan
lingkungannya yaitu dengan tidak pernah terjadinya kemalingan pada lokasi tersebut.

12%

1%

19%

28%

40%
Sangat memuaskan
Agak memuaskan
Buruk

Memuaskan
Kurang memuaskan

Gambar 7. Karakteristik responden menurut tingkat keamanan lokasi

Sumber: Analisis data, 2011

Variabel-variabel kondisi pemukiman diatas dianalisa dengan skala likert terhadap jawaban masingmasing responden. dapat dilihat pada gambar 8. berikut:

146

97,80
83,00

78,20

75,20
68,00

67,80

74,40

70,40

57,80

Penghijauan Bebas banjir

Drainase

Lebar Jalan

Kondisi
jalan

Air Bersih

List rik

Keamanan

Kebersihan

Gambar 8. Hasil rata-rata variabel kondisi pemukiman

Sumber: Analisis data, 2011
Grafik 8. diatas menyatakan bahwa daerah bebas banjir merupakan nilai rata-rata paling tinggi dari
beberapa variabel kondisi pemukiman yaitu sebesar 97,80. Hal ini menyatakan bahwa variabel daerah
bebas banjir merupakan daerah yang paling dominan dipilih responden dalam menentukan lokasi
pemukimannya. Selain daerah bebas banjir, kondisi jalan merupakan prioritas yang dijadikan acuan
dalam keputusan memilih lokasi bermukim. Grafik diatas menunjukkan nilai rata-rata sebesar 83,00
menyatakan bahwa kondisi jalan sangat menentukan preferensi bermukim. Kondisi jalan yang dimaksud
meliputi aksesibilitas jalan keluar dan masuk areal pemukiman termasuk kondisi perkerasannya. Lokasi
penelitian merupakan daerah lingkar selatan (outer ring road) Kota Medan yang berkisar 2 5 km dari
lokasi penelitian. Selain jalan lingkar beberapa jalan alternatif juga tersedia dalam kondisi yang baik.
Penelitian ini menkaji ketersediaan sarana dan prasarana dalam preferensi bermukim Pada umumnya
sarana dan prasarana perkotaan sudah tersedia dan menyebar sepanjang jalan- jalan akses lokasi
penelitian. Variabel yang diukur dari distribusi sarana dan prasarana adalah jauh dekatnya dengan
fasilitas pemukiman yang ada seperti pasar tradisional, supermarket, plaza/mal, sarana pendidikan,
tempat peribadatan, klinik, rumah sakit, taman bermain dan sarana olahraga. Variabel-variabel tersebut
diukur dari dekat atau jauhnya terhadap lokasi pemukiman.
Dari hasil survey pengamatan langsung didapat bahwa umumnya prasarana dan sarana tersebut dekat (< 2
km) dengan lokasi pemukiman. Kawasan Kelurahan Gedung Johor dan Kelurahan Delitua banyak
terdapat prasarana diatas dengan kondisi yang baik. Pasar tradisional, klinik maupun rumah sakit sudah
terdapat di jalan masuk ke kawasan ini. Begitu juga fasilitas pendidikan yang sudah cukup memadai. Dari
hasil survey terhadap responden ternyata sarana pendidikan dan sarana peribadatan yang paling menonjol
kedekatannya dengan pemukiman responden.

5%

1%
< 2 km
2 - 5 km
5 - 10 km
> 10 km

38%

56%

Gambar 9. Karakteristik responden menurut kedekatan dengan sarana pendidikan

Sumber: Analisis data, 2011
Dari gambar 9 diatas terlihat bahwa sarana pendidikan cukup dekat dari lokasi pemukiman setempat.
Sebanyak 38 % responden menjawab bahwa jarak pemukman dengan lokasi sarana pendidikan sangat
dekat (< 2 km). Sarana pendidikan ini berupa playgroup, taman kanak-kanak, SD, SMP, SMA dan

147

akademi baik swasta maupun negeri. Selain sarana pendidikan yang paling menonjol dalam jawaban
responden adalah kedekatan dengan sarana peribadatan. Sarana peribadatan berupa mesjid, mushalla
maupun gereja. Terlihat bahwa 67 % mengatakan bahwa lokasi pemukimannya sangat dekat (< 2 km)
dengan sarana peribadatannya

2%

3%

67%

28%
< 2 km

2 - 5 km

5 - 10 km

> 10 km

Gambar 10. Karakteristik responden menurut kedekatan dengan sarana peribadatan

Sumber: Analisis data, 2011

Melihat kondisi hasil survey diatas jelas ini terkait dengan teori-teori yang ada. Chapman (1986) salah
satu alasan seseorang memilih lokasi bermukim yaitu dekat dengan lokasi sekolah anak-anak. Dan
temuan dari Sinulingga.B bahwa ketersediaan fasilitas perkotaan (barang/jasa lainnya), yaitu adanya
sarana pendidikan, kesehatan, pasar/perbelanjaan, peribadatan dan lain-lain merupakan pertimbangan
utama dalam memutuskan untuk memilih lokasi bermukim
Hasil rata-rata jawaban responden yang dianalisa dengan skala likert dapat dilihat pada gambar berikut

89,80

83,20

92,00
81,80

66,80

78,40

72,80

64,20
50,20

Pasar
Tradisional

Super
market

Plaza /M all Pendidikan

Tempat
Peribadatan

Klinik

Rumah
Sakit

Taman
Bermain

Sarana
Olahraga

Gambar 11. Hasil rata-rata variabel sarana dan prasarana pemukiman

Sumber: Analisis data, 2011

Grafik 11. diatas menunjukkan bahwa sarana tempat peribadatan merupakan hal yang diinginkan dekat
dengan lokasi pemukiman. Rata-rata jawaban responden adalah sebanyak 92,00 yang artinya bahwa
sarana peribadatan ini sangat dekat (< 2 km) dari lokasi pemukimannya. Diikuti oleh sarana pendidikan
(89,80), pasar tradisional (83,20) dan klinik (81,80). Variable-variabel inilah yang menjadi acuan dalam
memilih preferensi bermukim.

3.6

Sarana Dan Prasarana

Pada umumnya sarana dan prasarana perkotaan sudah tersedia dan menyebar sepanjang jalan- jalan
aksesnya. Variabel yang diukur dari distribusi sarana dan prasarana adalah jauh dekatnya dengan fasilitas

148

pemukiman yang ada seperti pasar tradisional, supermarket, plaza/mal, sarana pendidikan, tempat
peribadatan, klinik, rumah sakit, taman bermain dan sarana olahraga. Variabel-variabel tersebut diukur
dari dekat atau jauhnya terhadap lokasi pemukiman.
Dari hasil survey pengamatan langsung didapat bahwa umumnya prasarana dan sarana tersebut dekat (< 2
km) dengan lokasi pemukiman. Kawasan Kelurahan Gedung Johor dan Kelurahan Delitua banyak
terdapat prasarana diatas dengan kondisi yang baik. Pasar tradisional, klinik maupun rumah sakit sudah
terdapat di jalan masuk ke kawasan ini. Begitu juga fasilitas pendidikan yang sudah cukup memadai. Dari
hasil survey terhadap responden ternyata sarana pendidikan dan sarana peribadatan yang paling menonjol
kedekatannya dengan pemukiman responden.

5%

1%
< 2 km
2 - 5 km
5 - 10 km
> 10 km

38%

56%

Gambar 12. Karakteristik responden menurut kedekatan dengan sarana pendidikan

Sumber: Analisis data, 2011
Dari gambar 12. diatas terlihat bahwa sarana pendidikan cukup dekat dari lokasi pemukiman setempat.
Sebanyak 38 % responden menjawab bahwa jarak pemukman dengan lokasi sarana pendidikan sangat
dekat (< 2 km). Sarana pendidikan ini berupa playgroup, taman kanak-kanak, SD, SMP, SMA dan
akademi baik swasta maupun negeri.
Selain sarana pendidikan yang paling menonjol dalam jawaban responden adalah kedekatan dengan
sarana peribadatan. Sarana peribadatan berupa mesjid, mushalla maupun gereja. Terlihat bahwa 67 %
mengatakan bahwa lokasi pemukimannya sangat dekat (< 2 km) dengan sarana peribadatannya

3%

2%

67%

28%
< 2 km

2 - 5 km

5 - 10 km

> 10 km

Gambar 13. Karakteristik responden menurut kedekatan dengan sarana peribadatan

Sumber: Analisis data, 2011
Melihat kondisi hasil survey diatas jelas ini terkait dengan teori-teori yang ada. Chapman (1986) salah
satu alasan seseorang memilih lokasi bermukim yaitu dekat dengan lokasi sekolah anak-anak. Dan
temuan dari Sinulingga.B bahwa ketersediaan fasilitas perkotaan (barang/jasa lainnya), yaitu adanya
sarana pendidikan, kesehatan, pasar/perbelanjaan, peribadatan dan lain-lain merupakan pertimbangan
utama dalam memutuskan untuk memilih lokasi bermukim
Hasil rata-rata jawaban responden yang dianalisa dengan skala likert dapat dilihat pada gambar 14.
berikut. Grafik 14 diatas menunjukkan bahwa sarana tempat peribadatan merupakan hal yang diinginkan
dekat dengan lokasi pemukiman. Rata-rata jawaban responden adalah sebanyak 92,00 yang artinya
bahwa sarana peribadatan ini sangat dekat (< 2 km) dari lokasi pemukimannya. Diikuti oleh sarana

149

pendidikan (89,80), pasar tradisional (83,20) dan klinik (81,80). Variable-variabel inilah yang menjadi
acuan dalam memilih preferensi bermukim

89,80

83,20

92,00
81,80

66,80

78,40

72,80

64,20
50,20

Pasar
Tradisional

Super
market

Plaza /M all Pendidikan

Tempat
Peribadatan

Klinik

Rumah
Sakit

Taman
Bermain

Sarana
Olahraga

Gambar 14. Hasil rata-rata variabel sarana dan prasarana pemukiman

Sumber: Analisis data, 2011

3.7

Preferensi Bermukim

Lokasi sebelah selatan Kota Medan secara spesifik merupakan kawasan pemukiman yang cukup baik.
Bukan hanya dilihat dari akses maupun ketersediaan sarana dan prasarana tetapi dikaitkan dengan alsan
lain. Responden yang bermukim di sebelah selatan Kota Medan mempunyai alasan tersendiri mengapa
memlilih lokasi tempat tinggal di lokasi tersebut. Hasil survey ternyata didapat bahwa umumnya (95%)
responden menjawab bahwa lokasi tersebut murah dibandingkan dengan lokasi-lokasi lain. Ketersediaan
sarana dan prasarana yaitu lengkapnya fasilitas sosial dan fasilitas umum merupakan alasan berikutnya
sebagai pilihan bermukim. Dikaitkan dengan teori-teori yang ada seperti teori mobilitas tempat tinggal
Turner (1968) yang mengemukakan bahwa lokasi tertentu pada suatu kota oleh sekelompok orang
dianggap paling cocok untuk bermukim terhadap dirinya yang kemudian dikaitkan dengan penghasilan
dan siklus kehidupannya.
100

95

90

83

87

80
70

62

60
50
40
30
15

20
10
0
Murah

Dekat lokasi
kerja

Dekat
Fasum/Fasos

Dekat
Keluarga/teman

Pretise

Gambar 15. Alasan memilih lokasi bermukim di daerah perbatasan

Sumber: Analisis data, 2009

Daftar Pustaka
[1]

Chapman, N.J, Ritzdorf M. A, 1986, Tradeoff Method Of Asses Housing Location

Preferences, Journal Of Enviromental Psychology 345-358
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[3]

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[9]
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[12]
[13]

[14]
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Djajawardana, A.A.G.D., Dampak Perkembangan Kota, Perkembangan

Permukiman DiDaeah Perbatasan, Studi Kasus: Kecamatan Driyorejo, Kabupaten
Gresik, Jawa Timur, Jurnal RUAS Volume 1 No 2 Desember 2003, hal 108 - 119
Giyarsih S. R.,2006 Gejala Urban Sprawl Sebagai Pemicu Proses Densifikasi
Permukiman Di Daerah Pinggiran Kota (Urban Fringe Area), Kasus Pinggiran
Kota Yogyakarta,
Hogwood, B.W., L.A. Gunn, 1988, Policy Analysis for the Real World, Oxford
University Press.
Kasimin, S., 1995, Model Pemilihan Lokasi Pemukiman Dan Keterkaitannya
Dengan Tempat Kerja, Tesis, PPS IPB, Bogor
Muhlisin, 2005, Daerah Periurban, Jurnal Dinamika Periurban Volume I Mei
2005, hal 3-4
Nazir, M, 1999., Metode Penelitian, Jakarta, Ghalia Indonesia, Jakarta
Nina, B. 2007, Robert Park and Ernest Burgess: Urban Ecology Studies, 1925,
download www.csis.org, tanggal 10 Mei 2007
Rapoport, A. 1977 Human Aspect Of Urban Form Towards a Man Enviroment
Approach To Urban Form And Design, Pergamon, New York
Rohjan J., Surdia R. M., Priandoko Z., Pemodelan Pola Preferensi Pemilihan
Lokasi Perumahan Di Kabupaten Bandung, Jurnal Infomatek (Berbasiskan
Pemanfaatan Teknologi Sistem Informasi Geografis), Volume 5 No 1 Maret 2003,
hal 17 - 33,
Sinulingga, B. D., 2005, Pembangunan Kota, Tinjauan Regional dan Lokal,
Pustaka Sinar Harapan
Snyder, JC., 1979, Introduction to Urban Planning. Mc. Graw Hill Book Co., New
York
Turniningtyas A. R., Dampak Perkembangan Kota Surabaya Terhadap Preferensi
Bermukim Di Daerah Perbatasan, Studi Kasus: Permukiman Di Sekitar Pondok
Tjandra Kecamatan Waru Perbatasan Kabupaten Sidoarjo Dan Kota Surabaya,
Jurnal RUAS Volume 1 No 2 Desember 2003, hal 145 - 151,
Yunus, H. S. 1987. Permasalahan Daerah Urban Fringe dan Alternatif
Pemecahannya.Yogyakarta : Fakultas Geografi UGM.
Yunus, H. S., 2000., Struktur Tata Ruang Kota, Pustaka Pelajar, Jakarta

151

KAJIAN TERHADAP JALUR PEJALAN KAKI DI KORIDOR

JALAN AHMAD YANI JALAN PUTRI HIJAU MEDAN DALAM UPAYA
MENCIPTAKAN RUANG KOTA YANG AKRAB
Nurbaya Surbakti
Magister Teknik Arsitektur Universitas Sumatera Utara / i3_aya@yahoo.com

Abstract.
There are two ways practiced by the people in Medan to reach the centers of activities; by motor
vehicle or on foot. There is a special lane provided for the pedestrians but it is not purposely functioned
any more. Most of the lanes for pedestrians, especially the ones found in the city center, have become
kiosks or shops of sidewalk traders, vases, posters and billboards, parking area, police posts and other
kinds of buildings that disturb the function of the pedestrian lanes.
Several things that can be used as the indicators of achieving a concept of development of
facility for pedestrians, namely (Uterman, 1984; Marcus and Francis, 1989; Carr, 1992; Rubenstein,
1992; Harris and Dines, 1995; Broomley and Thomas, 1993), safety materialized by positioning
pedestrians, structure, texture, reinforcing pattern and sidewalk dimension (free space, effective width,
slope); security, the pedestrian lane is protected from any crime by planning enough lighting or open
structure or landscape; convenient, the pedestrian lane should be easily reached and passed from
various places and directions, provided with a shelter to protect the pedestrians from bad weather, for a
temporary rest, wide and convenient surface that it can be used by everybody including the handicapped
(Widiani, 1997). Enjoyment is indicated through distance, width of sidewalk, interesting landscape and
close to the facilities needed; Beauty is related to the sidewalk itself and its environment. This study
employed descriptive qualitative and rationalistic qualitative methods. The population of this study was
the pedestrian lanes found along Jl. Ahmad Yani (Kesawan) up to Jl. Puteri Hijau, Medan. The samples
for this study were 100 pedestrians walking along the pedestrian lanes studied at the time set. The
variables in this study included the zones found along Jl. Ahmad Yani up to Jl. Puteri Hijau such as
pedestrian zone including boundary zone, green lane zone (median), street furnishings zone, and motor
vehicle zone.
Based on the result of this study, the city government of Medan is recommended to improve and
pay attention to the position of street furnishings that it will not disturb the activity of pedestrians and at
the same time to consider the material and the width pedestrian lane that it can hopefully create a city
space which is friendly to its citizen.
Keywords: Pedestrian Lane, Friendly City Space

152

1.

Pendahuluan

Pusat kota sebagai kawasan yang akrab dengan pejalan kaki, telah menurunkan kualitas dan daya
tariknya, lingkungan tidak nyaman sehingga ditinggalkan oleh para pejalan kaki. Jalur pejalan kaki harus
dapat mengakomodasi penggunanya dari segala golongan, usia dan jenis kelamin. Vegetasi, papan
reklame dan street furniture yang tidak diatur dengan baik menyebabkan pengguna jalan tidak merasa
aman dan nyaman. Banyaknya aktifitas informal pedagang kaki lima yang memenuhi jalur tersebut
membuat pejalan kaki mengalah. Pengendara motor juga banyak yang menggunakan jalur tersebut untuk
menghindari kemacetan.

1.1 Rumusan Masalah

Bagaimana jalur pejalan kaki yang aman & nyaman shg dpt dimanfaatkan oleh penggunanya dari
segala lapisan ?
Bagaimana penataan jalur hijau & perabot jalan yg baik tanpa mengganggu aktifitas pejalan kaki ?
Bagaimana jalur pejalan kaki yang dapat mengakomodasi aktifitas-aktifitas yd ada tanpa saling
mengganggu ?

1.2 Tujuan Penelitian

Mengetahui bagaimana jalur pejalan kaki yg dpt mengakomodasi kebutuhan penggunanya dari segala
lapisan masyarakat.
Mengetahui bagaimana jalur pejalan kaki yg aman & nyaman sesuai dgn teori & standart yg ada.
Mengidentifikasi masalah-masalah yang terkait dengan jalur pejalan kaki di koridor jalan Ahmad Yani
(Kesawan) sampai dengan jalan Putri Hijau.

1.3 Manfaat Penelitian

Menjadi bahan masukan bagi Pemerintah Kota dalam hal penataan jalur pejalan kaki di koridor tempat
penelitian.
Menjadi contoh agar bisa dilakukan penelitian di kawasan lain.

1.4 Landasan Teori

(Uterman, 1984; Marcus dan Francis 1989; Carr, 1992; Rubenstein, 1992; Harris dan Dines, 1995;
Bromley dan Thomas, 1993):
Keselamatan (safety), penempatan pedestrian, struktur, tekstur, pola perkerasan dan dimensi
trotoar (ruang bebas, lebar efektif, kemiringan)
Keamanan (security), terlindung dari kemungkinan berlangsungnya tindakan kejahatan
Kenyamanan (comfort), mudah dilalui dari berbagai tempat dengan adanya pelindung dari cuaca
yang buruk, tempat istirahat sementara, terhindar dari hambatan oleh karena ruang yang sempit
serta permukaan yang harus nyaman dipergunakan oleh siapa saja termasuk juga penyandang
cacat. (Widiani,1997)
Kenikmatan (convenience), diindikasikan melalui jarak, lebar trotoar, lansekap yang menarik
serta kedekatan dengan fasilitas yang dibutuhkan
Keindahan (aesthetics), berkaitan dengan trotoar dan lingkungan disekitarnya
Menurut Rubenstein (1987) :
objek utama sirkulasi pejalan kaki adalah keselamatan, kenyamanan, koherensi dan estetika
Menurut Carr (1992) :
Jalur pedestrian adalah bagian dari kota, dimana org bergerak dgn kaki.
Dari segi perencanaan terdapat dua macam jalur pedestrian yaitu terencana dan tidak terencana
Menurut Shirvani (1985):
Elemen sirkulasi adalah salah satu aspek yang kuat dalam membentuk struktur lingkungan
perkotaan
Jalur pejalan kaki yang baik adalah mengurangi ketergantungan dari kendaraan bermotor dlm
areal kota, meningkatkan kualitas lingkungan dgn memprioritaskan skala manusia dan lebih
mengekspresikan aktifitas pedagang kaki lima serta mampu menyajikan kualitas udara yang
baik

2.

Metode Penelitian

Penelitian yang dilakukan merupakan penelitian terapan, agar hasilnya dapat dimanfaatkan untuk
memecahkan masalah-masalah yang sama di lokasi yang memiliki karakteristik yang sama dengan lokasi
penelitian yang dipilih. Metode penelitian yang digunakan adalah metode kualitatif deskriptif dan

153

metode kualitatif rasionalistik. Metode kualitatif deskriptif untuk menggambarkan fenomena dan
peristiwa yang terjadi di lokasi penelitian, sedangkan kualitatif rasionalistik diimplementasikan pada
proses analisis dengan penekanan yang terletak pada ketajaman dan kepekaan berpikir dalam
menganalisa suatu masalah/kecenderungan yang terjadi di lokasi penelitian.

2.1 Lokasi Penelitian

Lokasi yang digunakan adalah koridor sepanjang jalan Ahmad Yani (Kesawan) - jalan Putri Hijau
simpang jalan Guru Patimpus Medan. Untuk mempermudah penelitian maka peneliti membagi koridor
tersebut ke dalam tiga segmen sesuai dengan karakteristik masing-masing segmen yang berbeda.

Gambar 2.1 Peta lokasi penelitian

3. Hasil dan Pembahasan

Pada segmen pertama ini jalur pejalan kakinya berbatasan dengan pagar pembatas halaman dari
bangunan-bangunan. Jalur pejalan kaki di segmen ini banyak yang tidak nyaman jika kita lalui. Hal ini
disebabkan oleh perabot jalan yang tidak tertata dengan baik, pedagang kaki lima yang berjualan di jalur
pejalan kaki dan kondisi jalan yang tidak nyaman. Selain itu pada segmen ini terdapat dua buah jembatan
penyeberangan. Tetapi jembatan tersebut jarang dipergunakan oleh pejalan kaki.

Gambar 3.1 Kondisi dan situasi jalur pejalan kaki di segment pertama

Segmen kedua adalah jalan Balai Kota (simpang Kantor Pos Besar Medan ) sampai dengan jalan Pulau
Pinang (simpang jalan Ahmad Yani Kesawan). Pada koridor ini terdapat Merdeka Walk sebagai salah
satu generator aktifitas di kawasan penelitian.

154

Gambar 3.2 Kondisi dan situasi jalur pejalan kaki di segment kedua
Segmen ketiga adalah jalan Ahmad Yani Kesawan (simpang jalan Pulau Pinang) sampai dengan jalan
Ahmad Yani (simpang jalan Pemuda). Pada segmen terakhir ini jalur pejalan kakinya sebahagian besar
masih dinaungi oleh arcade dari bangunan-bangunan tua. Tetapi jalur pejalan kaki dikoridor ini tidak
semuanya dapat dilalui karena ada bagian yang tidak nyaman dilewati, ada yang dijadikan parkir
kendaraan, ada juga yang dihalangi oleh pedagang kaki lima, barang-barang dagangan dari pemilik tokotoko dan perabot jalan yang tidak tertata dengan baik.

Gambar 3.3 Kondisi dan situasi jalur pejalan kaki di segment ketiga

3.1 Analisa Keselamatan dan Keamanan Jalur Pejalan Kaki

Hal hal yang perlu dianalisa terkait dengan keselamatan dan keamanan adalah material jalur pejalan
kaki, drainase, pagar pengaman, marka dan perambuan, termasuk penyeberangan dan marka untuk
penyeberangan serta lampu penerangan.
Tabel 3.1 Analisa keselamatan dan keamanan jalur pejalan kaki
Ada
Material
Jalur Pejalan Kaki
Drainase
Pagar Pengaman

Tidak
Ada

Memadai

Tidak
Memadai

Terawat

Tidak
Terawat

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Untuk material penutup jalur pejalan kaki sudah sesuai dgn kaedah yang ada pada buku Manual of the
street yaitu rata dan bebas sandungan. Hanya saja yg perlu diperhatikan adalah pemeliharaannya.
Drainase yg perlu diperhatikan adalah dampak yg mungkin timbul (manual of the street) sehingga untuk
rekomendasi walapun drainase terletak di bawah jalur pejalan kaki tetap perlu diperhatikan
pemeliharaannya agar tidak terjadi sumbatan. Carr (1992) mengemukakan bahwa pagar pengaman
diperlukan jika jalur pejalan kaki terletak di jalan utama pusat kota, karena pagar pengaman tersebut
merupakan pembatas antara jalur pejalan kaki dgn jalur kendaraan bermotor. Tetapi pagar pengaman
tidak ditemukan pada lokasi penelitian. Di lokasi penelitian hanya terdapat dua buah jembatan
penyeberangan yaitu di segment pertama dan dua buah zebra cross di segment ketiga. Secara umum
peletakan marka dan perambuan yang ada di sepanjang lokasi penelitian sudah sesuai dengan kaedah
yaitu berada di tempat terbuka, sejajar dengan jalan dan tidak tertutupi oleh pepohonan, hanya saja
kondisinya sudah tidak representatif lagi. Lampu penerangan yang ada secara umum satu kesatuan
dengan lampu untuk jalur kendaraan bermotor sehingga tidak ada lampu khusus untuk jalur pejalan kaki.
hanya saja pada segment ketiga sebagian jalur pejalan kakinya memiliki lampu khusus karena jalurnya
dinaungi oleh arkade.

3.2 Analisa Kenyamanan, Kenikmatan dan Keindahan Jalur Pejalan Kaki

Hal hal yang perlu dianalisa terkait dengan kenyamanan, kenikmatan dan keindahan jalur pejalan kaki
adalah pergeseran fungsi trotoar, tingkat pelayanan, jalur hijau, tempat duduk, tempah sampah, halte bus
dan telepon umum.
Tabel 3.2 Analisa kenyamanan, kenikmatan dan keindahan jalur pejalan kaki
Ada
Tingkat Pelayanan
Jalur (Lebar Jalur)
Pergeseran Fungsi
Jalur Hijau
Tempat Duduk
Tempat Sampah
Halte Bus
Telepon Umum

Tidak
Ada

Memadai

Tidak
Memadai

Terawat

Tidak
Terawat

Secara umum dari hasil analisa dari segment pertama hingga segment ketiga, tingkat pelayanan jalur
pejalan kaki nya termasuk dalam kategori jalur dengan kecepatan berjalan kaki terbatas dan sulit
bersinggungan. Pada lokasi koridor kawasan tersebut terjadi kesenjangan, pergeseran pemanfaatan fungsi
trotoar sebagai fasilitas pejalan kaki yang diharapkan sebagai sarana sirkulasi sesuai dengan fungsinya,
pada waktu tertentu mengalami pergeseran fungsi sebagai ruang berjualan hal ini dipersepsikan berbeda
oleh aktifitas lain, sehingga jalur pejalan kaki mempunyai fungsi ganda. Hamid (1985), salah satu hal
yang dapat membuat jalur pejalan kaki dikatakan baik adalah mampu menyajikan kualitas udara yang
baik. Dalam hal untuk menciptakan kualitas udara yang baik adalah dengan menanam pepohonan yang
rindang di sepanjang jalur pejalan kaki. Sedangkan di lokasi penelitian hanya pada segment pertama dan
kedua yang sebagian memiliki jalur khusus utk jalur hijau sedangkan yang lainnya jalur hijau hanya
dipersepsikan sebagai pot-pot bunga yang di susun di atas jalur pejalan kaki. Burton (2006)
mengemukakan bahwa tempat duduk merupakan salah satu faktor yang penting dalam membuat suatu
jalan terasa nyaman dan
hanya dipersepsikan sebagai pot-pot bunga yang di susun di atas jalur pejalan kaki. Burton (2006)
mengemukakan bahwa tempat duduk merupakan salah satu faktor yang penting dalam membuat suatu
jalan terasa nyaman dan mudah digunakan oleh semua lapisan masyarakat. Tetapi tempat duduk tidak
ditemukan di lokasi penelitian. Di sepanjang koridor di lokasi penelitian terdapat beberapa tempat
sampah tetapi tidak di desain menarik, selain itu peletakannya tidak direncanakan dengan baik tidak
mengikuti kebutuhan yang ada. Posisinya terkadang menghalangi pejalan kaki berlalu lalang. Di
sepanjang koridor lokasi penelitian hanya memiliki satu buah halte bus yaitu di segment pertama. Burton
(2006) mengemukakan bahwa halte bus lebih baik terbuka dengan sisi transparan atau jendela yang
besar. Memiliki dimensi yang luas, tempat duduk dengan material anti slip yang tidak terkontaminasi
udara panas maupun dingin. Di sepanjang koridor lokasi penelitian secara keseluruhan hanya memiliki
dua buah boks telepon umum yaitu pada segment pertama. Burton (2006) mengemukakan bahwa fasilitas

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telepon umum sebaiknya terbuka ataupun pintu yang mudah dibuka tutup dan mudah dipergunakan oleh
semua kalangan termasuk masyarakat dengan keterbatasan.

4. Kesimpulan dan Saran

Material untuk daerah terbuka atau daerah yang tidak ditutupi kanopi / arkade sebaiknya
menggunakan conblok, karena mudah pemeliharaannya.
Lebar jalur pejalan kaki sebaiknya berkisaran antara 2,25 m sampai dengan 3,15 m agar tingkat
pelayanan jalur pejalan kaki tersebut benar-benar nyaman dan tidak menimbulkan konflik ketika
pejalan kaki saling berpapasan.
Untuk aktifitas lainnya selain berjalan kaki pada segment ketiga diharapkan tidak mengganggu
pejalan kaki.
Marka dan perambuan yang ada sebaiknya diperbaiki sehingga menjadi lebih representatif sehingga
dapat dipergunakan oleh pengguna jalan.
Peletakan jembatan penyeberangan sebaiknya disesuaikan dengan kebutuhannya. Jembatan
penyeberangan yang tidak pernah digunakan sebaiknya dibongkar.
Zebra cross di lokasi penelitian masih kurang, hanya dua buah yang terletak pada segment ketiga,
sehingga diperlukan penambahan disesuaikan dengan kebutuhan pejalan kaki.
Pemerintah Kota diharapkan membuat jalur khusus untuk jalur hijau dengan lebar yang disesuaikan
dengan kebutuhan dan menanaminya dengan pepohonan yang rindang yang dapat memberi kesejukan
bagi pejalan kaki.
Lampu penerangan sebaiknya tidak hanya menerangi jalur kendaraan bermotor, sebaiknya ada juga
yang khusus menerangi jalur pejalan kaki.
Tempat sampah juga sebaiknya diperbanyak dan peletakannya disesuaikan dengan kebutuhan.
Halte bus juga diperbanyak dan peletakannya disesuaikan dengan kebutuhan
Telepon umum mungkin kebutuhan sudah semakin berkuran tetapi lebih baik tetap diadakan karena
telepon umum ini merupakan salah satu fasilitas sarana pejalan kaki diperkotaan.
Secara keseluruhan jalur pejalan kaki di lokasi penelitian masih kurang aman dan nyaman bagi
penggunanya. Selain itu jalur pejalan kaki yang ada belum dapat menciptakan ruang kota yang akrab
bagi masyarakat kotanya, dimana seharusnya jalur pejalan kaki dapat mengakomodasi interaksi sosial
bagi masyarakat kota karena pada jalur pejalan kaki masyarakat kota dapat saling bertatap muka
secara langsung.
Dari segi ekonomi jalur pejalan kaki yang dapat menciptakan ruang kota yang akrab dapat
menumbuhkan aktifitas-aktifitas ekonomi yang diharapkan meningkatkan pendapatan masyarakat di
sekitarnya

References
[1] Burton, Elizabeth, 2006, Inclusive Urban Design, Elsevier, London
[2] Carr, Stephen, Mark Francis, Leanne G Rivlin And Andrew M Stone, 1992, Public Space, Press
Syndicate of The University of Cambridge, New York
[3] De Chiara, J and Koppelman Lee, 1975, Urban Planning and Design Criteria, Second Edition, Van
Nostrand Reinhold Company, New York
[4] Ewing, Reid, Pedestrian and Transit Friendly Design : A Primer for Smart Growth, American
Planning Association, Florida
[5] Felisia Femy Kartika KD,ST, Pengaruh Activity Support Terhadap Penurunan Kualitas Visual Pada
Kawasan Kampus UNDIP Semarang, Studi Kasus Koridor Jalan Hayam Wuruk Semarang, Program
Pasca Sarjana Magister Teknik Arsitektur UNDIP, Semarang, 2008
[6] Fruin, John J, 1979, Pedestrian Planning and Design, Metropolitan Association Of Urban Designers
and Environtmental Planner, Inc., New York
[7] Haryadi dan Setyawan. 1995. Arsitektur Lingkungan dan Perilaku : Suatu Pengantar ke Teori,
Metodologi dan Aplikasi. Direktorat Jenderal Pendidikan Tinggi Departemen Pendidikan dan
Kebudayaan. Jakarta
[8] Idris, Zilhardi, 2007, Jurnal Dinamika Teknik Sipil, Universitas Muhammadiyah Surakarta, Surakarta

157

[9] Iswanto, Danoe, 2006, ENCLOSURE Volume 5 No. 1. Maret, Jurnal Ilmiah Perancangan Kota dan
Permukiman
[10] Jacobs, Allan B, 2001, Great Streets, MIT Press, Massachusetts
[11] Lynch, Kevin, 1960, The Image of City, MIT Press, Massachusetts
[12] Manual of The Street, 2007, Departement for Transport, London
[13] Moughtin, Cliff, 2003, Urban Design Street And Square, Elsevier, London
[14] Nazir, M, 2003, Metode Penelitian, Penerbit Ghalia Indonesia, Jakarta
[15] Pedoman Penyediaan dan Pemanfaatan Prasarana dan Sarana Ruang Pejalan Kaki di Perkotaan,
Departemen Pekerjaan Umum, Jakarta
[16] Pedoman Perencanaan Jalur Pejalan Kaki Pada Jalan Umum, 1999, Departemen Pekerjaan Umum,
Jakarta
[17] Penalosa, Enrique, 2002, Peran Transportasi dalam Kebijakan Perkembangan Perkotaan, Deutshce
Gesellschaft fur Technische Zummanarbeit (GTZ), Jerman
[18] Rapoport, Amos. 1977. Human Aspect of Urban Form. Ergaman Press. New York
[19] Rubenstein, Harvey, 1987, A Guide to Site and Environtmental Planning, John Wiley and Sons Inc,
United State of America
[20] Shirvani, Hamid, 1985, The Urban Design Process, Van Nostrand Reinhold Company, New York
[21] Spreiregen, Paul. 1965. The Architecture of Towns and Cities. Mc. Grawl Hill Companies. USA
[22] Tata Cara Perencanaan Fasilitas Pejalan Kaki di Kawasan Perkotaan, 1995, Direktorat Jenderal
Bina Marga, Departemen Pekerjaan Umum, Jakarta
[23] Tony Subrata Suryat, Hubungan Seting Trotoar Dengan Tuntutan Atribut Persepsi Pedagang Kaki
Lima Studi Kasus Jl. Prof. H. Soedarto, SH Semarang, Program Pasca Sarjana Magister Teknik
Arsitektur UNDIP, Semarang, 2008

158

MASTERPLAN OF CENTRAL GOVERNMENT PIDIE JAYA DISTRICT

RENCANA MASTERPLAN PUSAT PEMERINTAHAN
KABUPATEN PIDIE JAYA
Ir. Abdul Muhyi, MT.
Abstract. As a new district that was born through the Law no. 7 In 2007,
Pidie Jaya is one district that has a development infrastructure that is very
good compared to other districts. Currently the government of Pidie Jaya
district already has drawn up an integrated office area and has been built in
2010, it is intended to create a unified of government performance,
centralized and representative government in providing excellent service to
the community, good services and administrative services. The government of
Pidie Jaya district offices are located in Cot Trieng areas already started to
be built along with the construction of flyovers toward the center of state
office linking to the central office and the construction of government offices
like the office of BAPPEDA, Office of the DPRK, Office of the Regents, the
Office of the Public Works Department and Multipurpose Building, in the
future development of these offices will continue to grow according to plan
the preparation of Engineering plans area office Space Pidie Jaya district
that has been compiled. Over time incurred some criticism and a review of
some important aspects in areas such as building orientation, the addition of
wide area and some technical stuff such as type of soil and countur of soil,
this criticism is an input that must be answered by the parties of BAPPEDA
Pidie Jaya district as a responsible for the implementation of the Central
Government Pidie Jaya district as planned with community and others
participating in the plan preparation process.

1.

Pendahuluan

Tujuan yang ingin dicapai dari pekerjaan penyusunan Revisi Rencana Induk (Master Plan) Kawasan
Pusat Pemerintahan Kabupaten Pidie Jaya di Desa Rungkom, Kawasan Cot Trieng sekitar 2 km ke Arah
Selatan Jalan Nasional, adalah:

Meninjau kembali dan Membuat suatu konsep penatan kawasan (urban design) Pusat
Perkantoran dengan menciptakan kawasan berwawasan Lingkungan dan Artistik sekaligus
kawasan penunjang CBD;
Meninjau kembali penataan kawasan dengan mempertimbangkan aspek arsitektural (visual),
fungsional, pola penataan lingkungan yang sesuai dengan kebijakan dan arah perencanaan, baik
lingkup mikro (kawasan) maupun makro (kota dan regional);
Pengimplementasian konsep tersebut dalam perencanaan tapak, tata letak, pergerakan,
landscape, pola lingkungan, dan building use secara 2 dimensi dan 3 dimensi maupun animasi;
Tersusunnya zoning regulation mikro serta skenario investasi dan indikator program;
Integrasi penataan lingkungan sekitar untuk kegiatan hunian dan kegiatan lainnya.
Mewujudkan wajah kawasan yang sesuai dengan karakter dan kondisi lingkungan.

Manfaat yang diharapkan dari pekerjaan penyusunan Revisi Penyusunan Rencana Induk (Master Plan)
Kawasan Pusat Pemerintahan Kabupaten Pidie Jaya di Lokasi Rungkom, Kawasan Simpang Tiga ke
Arah Barat sebelah Utara Jalan Nasional, adalah:
1.

Bagi Pemerintah Kabupaten Pidie Jaya, hasil pekerjaan ini akan memberikan kejelasan arah
pengendalian pembangunan yang memudahkan aparat dalam pengendalian, pengawasan dan
pengendalian pembangunan. Selain itu, dapat dipakai sebagai acuan dalam melaksanakan tahap
pembangunan kantor-kantor pemerintahan pada masa selanjutnya;

2.

Bagi pihak pelaku pembangunan/konsultan, akan memberikan panduan dan pedoman desain yang
jelas dalam proses perancangan ruang kawasan dan bangunan (penyusunan DED);

159

3.
4.

5.

2.

Bagi masyarakat, akan dapat memanfaatkan ruang-ruang publik (ruang terbuka kawasan, jalan dan
jalur pedestrian) yang lebih aman, nyaman, produktif, dan berkelanjutan.
Dengan keberadaan Pusat Pemerintahan Pidie Jaya diharapkan pelayanan pubnlik kepada
masyaraklat dapat berlangsung lebih efektif, efisien dan berkualitas, mengingat perkantorabn dan
dinas berada dalam satu lokasi dan secara fisik antar perkantoran dekat dan berhubungan
Dengan keberadaan pusat Pemerintahan Pidie Jaya, maka diharapkan menjadi bangkitan aktivitas
baru yang memberikan efek berganda bagi masyarakat, baik peningkatan dalam bidang ekonomi,
kesempatan kerja dan kualitas lingkungan

Metode

Metode-metode dan pendekatan yang akan digunakan untuk mencapai tujuan pekerjaan, yang meliputi
metode pengumpulan data, metode analisis, metode diskusi maupun metode-metode yang akan
digunakan untuk menyusun rencana.

LATAR BELAKANG

TUJUAN
Survei Lapangan
Lahan eksisting
Sarana Prasarana

IDENTIFIKASI MASALAH

RUTR Kota Meureudu

PENGUMPULAN DATA

Lingkup Wilayah Sebagian

Kab. Pidie Jaya
Lingkup Kawasan Perkantoran Ibukota
Kabupaten Pidie Jaya

ANALISIS

Eco-City
Topografi
Struktur Ruang
Feed
Pemanfaatan Lahan

Back

Perpetakan Lahan
Konservasi Bangunan &
Lingkungan

KONSEP

ECO - CITY

Topografi

Struktur Ruang

Pemanfaatan
Lahan

Perpetakan

Wujud

Wujud

Lahan

Bangunan

Lingkungan

Diskusi/Seminar

Revisi Rencana Induk (Master Plan) Kawasan Pusat Pemerintahan

Kabupaten Pidie Jaya

160

3.

Pembahasan

Negeri Meureudu pernah dicalonkan sebagai ibu kota Kerajaan Aceh. Namun konspirasi politik kerajaan
menggagalkannya. Sampai kerajaan Aceh runtuh, Meureudu masih sebuah negeri bebas. Negeri
Meureudu sudah terbentuk dan diakui sejak zaman Kerajaan Aceh. Ketika Sultan Iskandar Muda
berkuasa (1607-1636) Meureudu semakin diistimewakan. Menjadi daerah bebas dari aturan kerajaan.
Hanya satu kewajiban Meureudu saat itu, menyediakan persediaan logistik (beras) untuk kebutuhan
kerajaan Aceh.
Dalam perjalanan tugas Iskandar Muda ke daerah Semenanjung Melayu (Malaysia-red) tahun 1613,
singgah di Negeri Meureudu, menjumpai Tgk Muhammad Jalaluddin, yang terkenal dengan sebutan Tgk
Ja Madainah. Dalam percaturan politik kerajaan Aceh negeri Meureudu juga memegang peranan penting.
Hal itu sebagaimana tersebut dalam Qanun Al-Asyi atau Adat Meukuta Alam, yang merupakan UndangUndang (UU) nya Kerajaan Aceh. Saat Aceh dikuasai Belanda, dan Mesjid Indra Puri direbut, dokumen
undang-undang kerajaan itu jatuh ke tangan Belanda. Oleh K F van Hangen, dokumen itu kemudian
diterbitkan dalam salah satu majalah yang terbit di negeri Belanda. Dalam pasal 12 Qanun Al-Asyi
disebutkan, Apabila Uleebalang dalam negeri tidak menuruti hukum, maka sultan memanggil Teungku
Chik Muda Pahlawan Negeri Meureudu, menyuruh pukul Uleebalang negeri itu atau diserang dan
Uleebalang diberhentikan atau diusir, segala pohon tanamannya dan harta serta rumahnya dirampas.
Kutipan Undang-Undang Kerajaan Aceh itu, mensahihkan tentang keberadaan Negeri Meureudu sebagai
daerah kepercayaan sultan untuk melaksanakan segala perintah dan titahnya dalam segala aspek
kehidupan politik, ekonomi, sosial, budaya, dan pertahanan keamanan Kerjaan Aceh Darussalam. Malah
karena kemampuan tersebut, Meureudu pernah dicalonkan sebagai ibu kota kerajaan. Caranya, dengan
menimbang air Krueng Meureudu dengan air Krueng Aceh. Hasilnya Air Krueng Meureudu lebih bagus.
Namun konspirasi elit politik di Kerajaan Aceh mengganti air tersebut. Hasilnya ibu kota Kejaan Aceh
tetap berada di daerah Banda Aceh sekarang (seputar aliran Krueng Aceh). Untuk mempersiapkan
pemindahan ibu kota kerajaan tersebut, sebuah benteng pernah didirikan sultan Iskandar Muda di
Meureudu. Benteng itu sekarang ada di tepi sungai Krueng Meureudu.
Peranan Negeri Meureudu yang sangat strategis dalam percaturan politik Pemerintahan Kerajaan Aceh.
Ketika Sultan Iskandar Muda hendak melakukan penyerangan (ekspansi) ke semenanjung Melayu
(Malaysia-red). Ia mengangkat Malem Dagang dari Negeri Meureudu sebagai Panglima Perang, serta
Teungku Ja Pakeh-juga putra Meureudu-sebagai penasehat perang, mendampingi Panglima Malem
Dagang. Setelah Semenanjung Melayu, yakni Johor berhasil ditaklukkan oleh Pasukan pimpinan Malem
Dagang, Sultan Iskandar Muda semakin memberikan perhatian khusus terhadap negeri Meureudu. Kala
itu sultan paling tersohor dari Kerajaan Aceh itu mengangkat Teungku Chik di Negeri Meureudu, putra
bungsu dari Meurah Ali Taher yang bernama Meurah Ali Husein, sebagai perpanjangan tangan Sultan di
Meureudu.
Negri Meureudu negeri yang langsung berada dibawah kesultanan Aceh dengan status nenggroe bibeueh
(negeri bebas-red). Dimana penduduk negeri Meureudu dibebaskan dari segala beban dan kewajiban
terhadap kerajaan. Negeri Meureudu hanya punya satu kewajiban istimewa terhadap Kerajaan Aceh,
yakni menyediakan bahan makanan pokok (beras-red), karena Negeri Meureudu merupakan lubung beras
utama kerajaan. Keistimewaan Negeri Meureudu terus berlangsung sampai Sultan Iskandar Muda diganti
oleh Sultan Iskandar Tsani.
Pada tahun 1640, Iskandar Tsani mengangkat Teuku Chik Meureudu sebagai penguasa defenitif yang
ditunjuk oleh kerajaan. Ia merupakan putra sulung dari Meurah Ali Husein, yang bermana Meurah Johan
Mahmud, yang digelar Teuku Pahlawan Raja Negeri Meureudu. Sejak Meurah Johan Mahmud hingga
kedatangan kolonial Belanda, negeri Meureudu telah diperintah oleh sembilan Teuku Chik, dan selama
penjajahan Belanda, Landscap Meureudu telah diperintah oleh tiga orang Teuku Chik (Zelfbeestuurders).
Kemudian pada zaman penjajahan Belanda, Negeri Meureudu dirubah satus menjadi Kewedanan
(Orderafdeeling) yang diperintah oleh seorang Controlleur.
Selama zaman penjajahan Belanda, Kewedanan Meureudu telah diperintah oleh empat belas orang
Controlleur, yang wilayah kekuasaannya meliputi dari Ulee Glee sampai ke Panteraja. Setelah tentara
pendudukan Jepang masuk ke daerah Aceh dan mengalahkan tentara Belanda, maka Jepang kemudian
mengambil alih kekuasaan yang ditinggalakan Belanda itu dan menjadi penguasa baru di Aceh. Di masa
penjajahan Jepang, masyarakat Meureudu dipimpin oleh seorang Suntyo Meureudu Sun dan Seorang
Guntyo Meureudu Gun.
Sesudah melewati zaman penjajahan, sejak tahun 1967, Meureudu berubah menjadi Pusat Kewedanan
sekaligus Pusat Kecamatan. Selama Meureudu berstatus sebagai Kewedanan, telah diperintah oleh tujuh

161

orang Wedana. Pada tahun 1967, Kewedanan Meureudu dipecah menjadi empat kecamatan yaitu Ulee
Glee, Ulim, Meureudu dan Trienggadeng Penteraja, yang masing-masing langsung berada dibawah
kontrol Pemerintah Daerah Kabupaten Pidie.
Kini daerah kewedanaan Meureudu sudah terwujud sebagai Kabupaten Baru (Pidie Jaya) yang
membawahi delapan Kecamatan, yakni Kecamatan Bandar Dua, Kecamatan Jangka Buya (pacahan
Bandar Dua), Kecamatan Ulim, Kecamatan Meureudu, kecamatan Meurah Dua (Pecahan Meureudu),
Kecamatan Trienggadeng, Kecamatan Panteraja (Pecahan Trienggadeng) dan Kecamatan Bandar Baru.
Delapan kecamatan di bagian timur kabupaten Pidie ini ditetapkan sebagai Kabupaten Pidie Jaya, dengan
Meureudu sebagai ibukotanya (sumber: Wikipedia, diunduh Oktober 2008).

3.1 Karakteristik fisik dasar

Kabupaten Pidie Jaya dengan Ibukota Meureudu memiliki luas wilayah 1.073,6 km. Pembentukan
Kabupaten Pidie Jaya disahkan dengan Dasar Hukum Undang-undang No. 7 Tahun 2007 pada tanggal 2
Januari 2007. Ditinjau dari letak geografisnya, Kabupaten Pidie Jaya terletak di 45433 LS dan
51822 LS serta 96116 BT dan 962156 BT dan memiliki batas-batas sebagai berikut:

Batas Utara: Selat Malaka;

Batas Selatan: Kecamatan Tangse, Geumpang dan Mane, Kabupaten Pidie;
Batas Barat: Kecamatan Glumpang Tiga, Glumpang Baro, dan Kembang Tanjong, Kabupaten
Pidie;
Batas Timur: Kecamatan Samalanga, Kabupaten Bireuen.

Luas areal perencanaan Kawasan Pusat Pemerintahan Ibukota Kabupaten Pidie Jaya diperkirakan sekitar
23 Ha, berada di kawasan Cot Trieng, Desa Rungkom, Kecamatan Meureudu (sekitar 800 m arah
selatan jalan negara). Peta Citra Satelit Kota Meureudu dapat dilihat pada Gambar 3.1.

3.2 Perbandingan Lokasi Pusat Pemerintahan Ibukota Kabupaten Pidie Jaya Di Jalur Linear
Dan Di Kawasan Baru
Perbandingan lokasi perkantoran Ibukota Kabupaten Pidie Jaya sebagai pusat pemerintahan di Jalur
Linier (alternatif lokasi 1) dan di Kawasan Baru (alternatif lokasi 2) dilakukan berdasarkan peninjauan
beberapa parameter eksisting di kedua lokasi antara lain yaitu:

landmark (tengaran);
path (jalur);
edge (batas);
district (kawasan);
guna lahan;
bentuk massa bangunan;
akses sirkulasi dan parkir;
pedestrian (jalur pejalan kaki);
ruang terbuka;
signage (perabot jalan);
preservasi;
dan biaya infrastruktur.

Parameter-parameter tersebut kemudian diberi bobot penilaian peluang penerapan perencanaan (tidak ada
peluang, peluang kecil, peluang besar), agar mempermudah pemilihan lokasi perencanaan yang lebih
sesuai.
Tinjauan literatur yang dilakukan berupa tinjauan terhadap teori-teori yang berkaitan dengan isu
perencanaan Kawasan Pusat Pemerintahan Ibukota Kabupaten Pidie Jaya yaitu eco-city. Beberapa konsep
pemikiran mengenai eco-city atau kota ekologis yang dikemukakan oleh pakar akan diuraikan pada
penjelasan berikut.

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3.3 Kota Ekologis dan Pembangunan Berkelanjutan

Penetrasi teknologi dari negara maju ke negara berkembang telah menciptakan suatu efek yang naif:
gamang dalam menetapkan arah dan indikator kemajuan. Demikian juga yang terjadi pada kota-kota di
Indonesia. Struktur fisik kota bangunan jalan raya yang sangat tergantung pada teknologi Barat
diadopsi secara tidak cerdas, tanpa mengaitkan dengan konteks kekhasan regional: iklim dan budaya.
Bangunan dan rencana kota yang tidak tanggap terhadap iklim tropis, misalnya, menghasilkan kota yang
panas, miskin hijauan untuk peneduh dan udara segar, kekurangan shelter-shelter yang bisa dijadikan
berteduh saat hujan. Kota acapkali ditangkap telah mencapai kemajuan ketika diisi oleh mall, pusat
bisnis, bangunan-bangunan dalam skala gigantis, untuk sebagian saja warga kota yang berpenghasilan
cukup. Ruang terbuka hijau digantikan oleh bangunan beton berkepadatan tinggi. Tidak perduli apakah
tersedia juga ruang untuk anak-anak bermain, untuk keluarga menikmati alam, untuk komunitas
melakukan kontak sosial, untuk warga berjalan dan beraktivitas secara nyaman. Berapa banyak penduduk
miskin di kota yang tempat bermukimnya tidak sehat, sementara akses ke pelayanan publik juga tidak
terjangkau secara merata. Ketika warga kota berusaha survive karena tidak memiliki akses di bidang
ekonomi formal, bahkan kota menafikan peran sektor informal dalam peningkatan kesejahteraan warga.
Kota yang mestinya menjadi tempat di mana peradaban berkembang dan menyentuh segala lapisan
manusia, akhirnya terjebak dalam target-target materialis yang semakin jauh dari peningkatan kualitas
hidup secara paripurna dan adil.
Kekhawatiran tentang bagaimana kota justru menjadi tempat di mana manusia tidak dimanusiakan
bermula pada awal revolusi industri di Inggris dan kota-kota lain di Eropa. Ketika mesin memungkinkan
peningkatan yang pesat untuk kapasitas produksi, pada saat yang bersamaan terjadi konsentrasi manusia
yang tinggi di kota terutama untuk mengisi sektor industri. Populasi kota meningkat secara cepat,
termasuk oleh proses migrasi tenaga kerja dari daerah rural. Tetapi buruh pabrik ditempatkan secara tidak
layak di sekitar kompleks industri, sehingga kota berkembang menjadi area kumuh. Keadaan ini akhirnya
menimbulkan fenomena sub urban, di mana warga ekonomi menengah atas meninggalkan pusat kota
untuk mencari tempat tinggal yang lebih nyaman di pinggiran kota.
Kota merupakan titik di mana terjadi konsentrasi maksimum bagi power dan culture suatu komunitas.
Artinya, manusia merupakan key point yang menjadi identitas suatu kota. Kemajuan manusia adalah
kemajuan peradaban, dan peradaban tidak hanya ditandai oleh artefak, tetapi oleh penghargaan yang
semestinya bagi manusia itu sendiri. Maka ketika kota modern menunjukkan ketidakseimbangan
pembangunan antara ekonomi, sosial budaya dan ekologi, telah terjadi krisis peradaban dalam
pembangunan kota. Untuk itu berbagai pendekatan pembangunan dan perencanaan kota yang berorientasi
kepada kualitas kehidupan manusia, yang secara proporsional mengakomodasi kepentingan sosial budaya
sejalan dengan tujuan-tujuan ekonomi dan pelestarian ekologi, mendesak untuk dilakukan. Artinya,
kualitas peradaban manusia sangat tergantung dari bagaimana pembangunan dan perencanaan kota
dilaksanakan. Menempatkan manusia dan budayanya secara layak dalam pembangunan merupakan salah
satu isu penting dalam pembangunan berkelanjutan. Dalam The Istambul Declaration on Human
Settlement (City Summit) tahun 1996 di Istambul disebutkan:
... As human are at the centre of our concern for sustainable development, they are the basis for our
actions as in implementing the Habitat Agenda ... We shall intensify our efforts to eradicate poverty and
discrimination, to promote and protect all human rights and fundamental freedoms for all, and to
provide for basic needs, such as education, nutrition and life span health care services, and especially,
adequate shelter for all. To this end, we commit ourselves to improving the living conditions in human
settlements in ways that are consonant with local need and realities, and we acknowledge the need to
address the global, aconomic, social and evironmental trends to ensure the creation of better living
environments for all people.
Pemikiran tentang kota yang memberi tempat yang lebih nyaman bagi manusia telah digagas lebih
seratus rahun yang lalu pada abad ke 19 oleh seorang ahli tata kota Ebenezer Howard dalam bukunya
Garden City of Tomorrow dengan konsep Three Magnets (lihat gambar). Howard memaparkan bahwa
human society and the beauty of nature meant to be enjoyed together. Bahwa kota merupakan symbol
of society a mutual help and friendly cooperation, of fatherhood, motherhood, brotherhood, sisterhood,
of wide relation between man and man ... of science, art, culture, religion. Dengan mengawinkan town
dan country Howard memperkirakan adanya suatu harapan baru dan peradaban baru bagi kota-kota
modern yang sudah semakin sesak.

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Figure 1. Model Three Magnet Ebenezer Howard yang Mengawinkan Kemajuan

Budaya Kota Dengan Kekayaan Alam Desa Untuk Kualitas Hidup Manusia Dan
Lingkungannya.
Pemikiran Howard kemudian memberikan inspirasi bagi banyak perencana kota sesudahnya dan
menghasilkan berbagai konsep kota dengan berbagai terminologi: green city, eco-city, sustainable city,
new urbanism dan sebagainya. Konsep perencanaan ini kemudian diperkuat dengan gagasan-gagasan
pembanggunan berkelanjutan dari berbagai sudut pandang. Keseluruhan konsep tersebut berdasar pada
sustainable development yang menerapkan keseimbangan Three Es environment, equity, economy.

ecology
Sustainable
quality of life

equity

economy

Figure 2 : Tiga E dalam Konsep Pembangunan Berkelanjutan untuk Pemeliharaan

Kualitas Hidup Manusia
Pada umumnya perencanaan kota berkelanjutan dengan berbagai variasi terminologi didasarkan pada
perencanaan lingkungan (environmental planning). Tujuan utama perencanaan lingkungan adalah
meningkatkan dan melestarikan kualitas lingkungan bagi kesejahteraan warga kota. Ada tiga komponen
dalam perencanaan lingkungan yaitu terdiri dari (1) Hardware, yaitu urban structure dan land use yang
merupakan komponen man made environment dalam lingkungan; (2) Software, yang terdiri dari social
systems, regulation dan laws; dan (3) Heartware, yang terdiri dari environmental ethics and
environmental awareness.

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Figure 3 : Tiga Komponen yang Saling Berkaitan dalam Menunjang Perencanaan

Lingkungan Kota yang Berkualitas dan Berkelanjutan
Idealisme tentang kota ekologis sejalan dengan gagasan pembangunan berkelanjutan yang prioritas
utamanya adalah dengan memelihara faktor penunjang kehidupan manusis tersebut, baik ekonomi, sosial
maupun ekologi. Kota ekologis antara lain dicirikan oleh hal-hal berikut :
Kesehatan dan kehidupan yang berkualitas (Health and quality of life) : ruang-ruang kota yang
sehat dan nyaman, bebas polusi, akses yang mudah untuk sumber makanan sehat, air bersih,
sanitasi lingkungan yang baik, akses yang mudah bagi seluruh lapisan masyarakat ke pelayananpelayanan kesehatan, pendidikan dan perumahan
Ekonomi dan peradaban yang tangguh (Economic and civic vitality) : ruang-ruang yang
memberdayakan potensi ekonomi dan memberi kesempatan ekonomi yang luas bagi berbagai
lapisan masyarakat, permukiman dan pelayanan publik yang berkualitas dan terjangkau seluruh
lapisan masyarakat, ruang-ruang yang responsive terhadap budaya dan tradisi masyarakat lokal,
ruang-ruang yang memperkuat ketahanan sosial warga, ruang-ruang yang memberi kesempatan
yang sama bagi warga untuk berpartisipasi membangun kota
Kelestarian lingkungan hidup (Environmental sustainability) : natural resources dan ekosistem
kota dikelola dalam rambu-rambu konservasi, pengakomodasian berbagai aktivitas tidak
melampaui daya dukung dan daya tampung, ekosistem pesisir, sungai dan rawa diperbaiki dan
dikonservasi, peningkatan hutan kota untuk konservasi tanah, hidrologi dan udara bersih serta
keragaman hayati, penghematan energi fosil dalam berbagai aspek kehidupan.

3.4 Dimensi Kota Ekologis

1)

Perancangan Kota dan Tata Guna Lahan

Dalam aspek perancangan kota dan tata guna lahan, pembangunan kota berkelanjutan mengutamakan
konsep tata guna lahan yang terintegrasi dengan sistem transit. Peter Calthorpe dalam bukunya Next
American Metropolis menggagas suatu ide untuk menjadikan titik transit jaringan transportasi sebagai
pendorong kemajuan suatu kawasan dengan mengintegrasikan penataan tata guna lahan di sekitarnya.
Calthorpe memperkenalkan konsep Transit Oriented Development, di mana aktivitas warga terikat
dengan titik transit transportasi.

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Jarak menjadi penting karena penataan fungsi berada dalam jarak tempuh maksimal 10 menit para
pejalan kaki. Untuk hal ini ruang diatur dalam skala manusia, untuk menciptakan pedestrian yang aman
dan nyaman dan lebih proporsional dibanding jalur kendaraan, keteduhan oleh elemen alamiah dan
perabot jalan, rasa aman oleh akses bangunan-bangunan di sepanjang jalur pejalan kaki, jendela
bangunan yang terbuka, aktivitas yang hidup siang dan malam.

Figure 4. Tata Guna Lahan dan Titik Transit yang Terintegrasi dalam Kota Ekologis.
2)

Transportasi

Dari aspek transportasi, konsep pembangunan kota berkelanjutan diterjemahkan sebagai strategi untuk
menghindari ketergantungan terhadap kendaraan pribadi yang telah menyebabkan polusi udara,
peningkatan gas rumah kaca, kemacetan, berkurangnya area hijau oleh jalan raya yang pada gilirannya
menimbulkan degradasi kualitas hidup masyarakat. Penyelesaiannya adalah dengan memperluas
penggunaan sarana transportasi massal yang berdaya angkut banyak. Namun, perencanaan transportasi ini
harus terintegrasi dengan rencana tata guna lahan.
Istilah transit digunakan untuk men-generalisasi bentuk kolektif dari sarana angkutan penumpang, mulai
dari van dan bus mini yang melayani rute yang banyak (many to many) dengan rute yang tidak tetap
sampai yang modern, kereta heavy rail yang beroperasi dari poin ke poin (one to one) dengan rute yang
tetap. Istilah transit biasa digunakan di Amerika dan Kanada, sementara hampir di banyak tempat istilah
yang digunakan adalah public transport. Untuk sebagian besar wilayah Amerika Utara public transport
atau public transport selalu diasosiasikan sebagai transportasi massal yang dioperasikan oleh pemerintah.
Tipe atau kelas transit dapat didefinisikan berdasarkan tipe kendaraan yang digunakan, kapasitas
penumpang dan lingkungan operasinya. Beberapa teknologi yang umum diterapkan dalam sistem
transportasi di perkotaan antara lain :
a. Paratransit
Merupakan jenis transit yang paling kecil, biasanya dalam bentuk van atau minibus. Biasanya
dioperasikan oleh perusahaan swasta, jenis paratransit termasuk salah satu jenis angkutan yang paling
diminati konsumen, karena bisa bergerak door to door dengan ongkos yang lebih murah dibanding taksi.
Studi yang telah dilakukan menunjukkan penggunaan paratransit, baik di Amerika Utara maupun Asia
Tenggara, telah memberikan keuntungan ekonomi, karena lebih efektif dibanding angkutan konvensional
biasa dan dapat berjalan tanpa subsidi pemerintah. Di negara berkembang, para transit beroperasi lebih
sebagai pelengkap dan pendukung daripada menggantikan sistem angkutan publik yang ada.
b. Bus Transit
Ada banyak ukuran dan jenis untuk bus angkutan kota, namun biasanya berkapasitas 45-55 penumpang
dengan rute dan jam keberangkatan yang fix. Karena menggunakan jalan raya yang sudah ada,
penggunaan bus lebih murah dan lebih adaptif dibanding sistem transportasi yang menggunakan rail.
Dengan membangun jalur khusu untuk bus (busway) memungkinkan fungsi yang terintegrasi antara

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feeder dan line-haul dengan satu bus. Di Ottawa dan Curitiba konsep busway ini telah dengan sukses
melayani transportasi utama kota yang hemat, berdaya angkut banyak (sampai dengan 270 penumpang)
dan tepat waktu. Sejenis kapsul menjadi halte khusus bagi penumpang untuk membeli tiket, boarding
atau turun dari bus yang berfungsi seperti surface subway
Guided busway atau O-Bahns, diperkenalkan di Essen, Jerman; Adelaide, Australia; dan dua kota di
Inggris, yaitu Leeds dan Ipswich, yang secara khusus ditempatkan pada koridor (sejenis freeway median)
dengan jalur yang sangat khusus. Disebabkan oleh daya tempuhnya dengan kecepatan tinggi, secara teori
penumpang yang dapat diangkut dapat mencapai 20.000 orang per tujuan perhari, lebih dari dua kali
dibanding bus surface-street konvensional.
Di samping penggunaan sarana transportasi massal, memperlambat laju kendaraan di jalan dengan apa
yang disebut sebagai traffic calming juga sangat penting untuk diterapkan. Traffaic calming diartikan
sebagai proses untuk memperlambat laju lalu lintas di jalan raya untuk menciptkan lingkungan yang lebih
aman dan lebih kondusif bagi pejalan kaki, pengendara sepeda, orang-orang yang berbelanja dan
komunitas perumahan. Caranya antara lain melalui desain fisik ruang jalan pembedaan tekstur jalan,
mengubah geometri jalan menyerupai bentuk S, neck down, speed plateau dan bump, menempatkan
elemen-elemen street furniture yang dirancang dalam skala manusia dan merancang lankap yang
menarik.
Dengan cara ini diharapkan pengemudi dapat memperlambat laju kendaraannya dan dapat
mempersepsikan jalan sebagai ruang yang harus dibagi untuk pejalan kaki dan pengendara sepeda.
Dengan kondisi seperti ini maka habitat alam liar untuk binatang dan burung-burung juga dapat
diciptakan. Dengan traffic calming akan membentu terciptanya ruang kota yang lebih akomodatif bagi
interaksi sosial masyarakat, lebih indah dan lebih sukses secara ekonomi dengan adanya vitalitas sosial
yang berlangsung di ruang terbuka publik.
Tujuan utama traffic calming adalah sebagai berikut:
a.
b.
c.
d.
e.

mengurangi peluang kecelakaan di jalan raya

mengurangi polusi udara dan kebisingan serta konsumsi energi
meningkatkan kualitas lingkungan jalan bagi masyarakat bukan pengendara kendaraan bermotor
mengurangi dominasi mobil dengan mengubahnya menjadi ruang yang lebih hidup oleh
aktivitas sosial
meningkatkan aktivitas ekonomi dengan menciptakan ruang yang lebih baik bagi masyarakat

Integrasi yang optimal dengan membuat kebijakan tata guna lahan untuk menurunkan intensitas
transportasi juga tak kalah penting, antara lain:
a.
b.
c.

d.
e.
3)

Traffic calming untuk menurunkan penggunaan kendaraan pribadi dan menciptakan lingkungan
kota yang lebih manusiawi yang sesuai dengan moda transportasinya
Improved transit dengan meningkatkan penggunaan sepeda dan memperluas kesempatan
berjalan kaki sebagai alternatif lain dari penggunaan mobil
Improved land use, khususnya urban village yang dapat menciptakan pusat aktivitas multimoda dengan guna lahan campuran dan pembangunan intensitas tinggi yang mengurangi
kebutuhan untuk berpindah tempat
Growth management, untuk menghindarkan urban sprawl dan pembangunan tidak langsung
menjadi urban village
Economic incentives seperti penerapan pajak transportasi yang lebih baik

Ekologi Kota

Dalam aspek ekologi konsep kota berkelanjutan menempatkan kota sebagai bagian yang tidak
terpisahkan dari proses dan interaksi alam secara keseluruhan. Anne Whiston Spirn, Profesor arsitektur
dari University of Pennsylvania dalam bukunya Granite Garden: Urban Nature and Human Design
(1984) menganalogikan kota sebagai sebuah taman granite kecil, tersusun dari taman-taman granit yang
lebih kecil, sebagai bagian dari taman dunia. Dalam kondisi seperti ini, keberadaan kota telah
mempengaruhi proses ekologi secara keseluruhan.
Ekologi urban tidak sekedar taman kota dan pohon, tetapi juga udara yang kita hirup, tanah yang kita
pijak, air yang kita minum dan berbagai keragaman hayati (biodiversity) di mana kita saling berbagi
habitat. Untuk mendukung pembangunan berkelanjutan, aspek ekologi menjadi bagian yang tidak

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terpisahkan dalam perencanaan dan pembangunan kota, tetapi sebaliknya terintegrasi dengan kebijakankebijakan pembangunan.
Sasarannya adalah, setiap aktivitas urban fisik maupun sosial tetap berorientasi kepada pemeliharaan
kualitas udara, kualitas air, kualitas tanah dan keragaman hayati. Upaya untuk mencapai tujuan ini akan
sangat terkait dengan kebijakan transportasi, tata guna lahan dan konsep bangunan dan lingkungan pada
ruang kota.

4)

Energi dan Material

Sebagaimana makhluk hidup, kota dianggap merupakan satu komponen ekosistem yang tumbuh,
berkembang dan hidup dengan adanya aliran materi dan energi di dalamnya untuk mencapai tujuan
kesejahteraan warga kota. Hal ini dikenal sebagai urban metabolism. Namun, berbeda dengan daur yang
biasa terjadi di alam yang bersifat siklus, metabolisme kota modern umumnya bersifat linier, di mana
sumber daya dipasok ke kota tanpa adanya perhatian yang cukup tentang ke mana limbahnya akan
berakhir.
Dari aspek energi dan material, konsep pembangunan kota berkelanjutan menekankan kepada konsep
kota hemat energi, pengurangan ketergantungan pada bahan bakar minyak dan daur tertutup untuk aliran
material. Termasuk upaya untuk mengurangi dan mendaur-ulang limbah kota bahkan dapat menciptakan
kondisi zerro-waste ketika semua limbah merupakan resource untuk produk baru.
Hal ini dilakukan dengan penggunaan energi alternatif yang low impact bagi lingkungan. Energi
konvensional yang berasal dari bahan bakar minyak masih berdampak bagi pencemaran udara karena
emisinya yang mengandung timbal, gas rumah kaca dan polutan logam berat. Di samping itu,
persediaanya juga semakin menipis.

4.

Penutup

Pembentukan Kabupaten Pidie Jaya pada tahun 2007 mencerminkan apa yang ingin dicapai daerah
melalui penyelenggaraan Otonomi Khusus Daerah dan memberikan arah dan fokus yang jelas serta berorientasi
terhadap masa depan. Visi sementara yang telah dicanangkan oleh Pemerintah Kabupaten Pidie Jaya adalah
sebagai berikut:
Terwujudnya Kabupaten Pidie Jaya yang Islami, Damai, dan Berwawasan Budaya dengan
keharmonisan dalam Keseimbangan Pembangunan secara berkelanjutan untuk Kesejahteraan Rakyat
dalam Tatanan Peugah La gee Buet Peubeut Lagee Na".
Makna pokok yang terkandung dalam visi di atas adalah:
1. terwujudnya Kabupaten Pidie Jaya yang Islami artinya kesejahteraan yang dicapai secara
menyeluruh di Kabupaten Pidie Jaya harus dalam tatanan dan aturan serta nilai-nilai islam,
2. damai dan berwawasan budaya adalah masyarakat yang hidup di lingkungan yang aman, bebas dari
segala tekanan serta berpegang teguh pada adat istiadat yang berlaku dimasyarakat dalam menjalankan
kehidupannya,
3. keharmonisan dalam keseimbangan pembangunan secara berkelanjutan untuk kesejahteraan rakyat
adalah pembangunan yang dilaksanakan harus bercirikan budaya lokal dan benar-benar untuk
kesejahteraan rakyat.
Untuk menjabarkan visi Kabupaten Pidie Jaya maka ditetapkan misi sebagai pernyataan yang menetapkan
tujuan dan sasaran yang ingin dicapai. Melalui perumusan misi akan memberikan arahan jangka panjang
dan terciptanya stabilitas dalam manajemen dan kepemimpinan, meletakan acuan dan pedoman
dasar dalam merumuskan tujuan dan sasaran serta kebijakan-kebijakan dalam pelaksanaan
Pemerintah. Untuk maksud tersebut dirumuskan 6 (enam) misi Kabupaten Pidie Jaya sebagai berikut:
1. menumbuh kembangkan jati diri masyarakat Kabupaten Pidie Jaya berdasarkan Syariat Islam dengan
memelihara dan mengisi masa damai,
2. pemberdayaan dan memperkuat ketahanan ekonomi melalui sistem ekonomi kerakyatan dilandasi
dengan Syariat Islam dan Kearifan Lokal,
3. mewujudkan pemerintahan yang baik (good governance) melalui penegakan supremasi hukum
(law enforcement)
4. membangun pelayanan publik untuk meningkatkan kesejahteraan masyarakat (welfare society),

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5. menumbuhkan dan memperkuat tatanan hidup dalam masyarakat Kabupaten Pidie Jaya: Peugah Lagee Buet
Peubeut Lagee Na,
6. mempercepat pertumbuhan (growth acceleration).
Berdasarkan visi dan misi yang telah ditetapkan tersebut, tujuan yang terkait dengan pengembangan
wilayah Kabupaten Pidie Jaya adalah sebagai berikut:
1.
2.

3.

4.

5.

terwujudnya kehidupan masyarakat yang Islami, patuh dan taat terhadap agama, kehidupan sosial
politik yang demokratis dan berkeadilan, serta menjamin kondisi aman, damai, tertib dan tentram,
mengembangkan kegiatan ekonomi dan membuka lapangan usaha terutama di bidang pertanian,
perkebunan, dan perikanan yang didukung oleh kegiatan perdagangan, jasa-jasa, serta
pariwisata yang sesuai dengan adat istiadat yang berlaku dimasyarakat,
peningkatan Sumber Daya Aparatur yang beriman dan bertaqwa, menguasai pengetahuan dan
teknologi, sehat, produktif, profesional, transparan dan bebas dari KKN guna mendukung penegakan
supremasi hukum,
peningkatan pembangunan sarana dan prasarana wilayah seperti: transportasi (jalan, jembatan dan
moda pelayanan angkutan), jaringan Pengairan dan Drainase, Jaringan Listrik, Penyediaan Air
Minum dan Sanitasi, Fasilitas Kesehatan, Fasilitas Pendidikan, fasilitas agama dan sosial kemasyarakatan
dan fasilitas lainnya yang mendukung sektor unggulan daerah,
mengembangkan sektor-sektor unggulan daerah baik pertanian dengan konsep agropolitan,
perikanan dengan konsep minapolitan, perkebunan dan peternakan yang memiliki daya saing
tinggi dengan meningkatkan aksesibititas transportasi, baik transportasi darat, laut dan sungai.

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Perbatasan Kabupaten Sidoarjo Dan Kota Surabaya, Jurnal RUAS Volume 1 No 2 Desember 2003,
hal 145 - 151,
[8] Yunus, H. S. 1987. Permasalahan Daerah Urban Fringe dan Alternatif Pemecahannya.Yogyakarta:
Fakultas Geografi UGM.
[9] Yunus, H. S., 2000., Struktur Tata Ruang Kota, Pustaka Pelajar, Jakarta

169

MIGRATION TO PERI-URBAN AREAS:

RURAL-URBAN LINKAGES, JOB OPPORTUNITIY AND
ENVIRONMENT QUALITY

Salmina W Ginting
Department of Architecture Faculty of Engineering University of Sumatera Utara
Jl Perpustakaan Gedung J-7 Kampus USU Padang Bulan Medan, Indonesia
E-mail: salminaginting@yahoo.com

Abstract. Migration to peri-urban areas has significantly changed spatial

aspect of the areas including access and infrastructures, public facilities, and
land conversion. The mobility and migration of different groups (including
daily, seasonal and permanent migration) are different depending on specific
areas of interests and reasons behind it. The aim of this study is to seek what
drives migration to peri-urban areas. Migration to peri-urban areas linked to
widening rural-urban gaps. In rural there are limited infrastructure and
transport link, lack of economic opportunities that make movement costly. In
urban there are increasing of land values, decreasing of environment quality,
and economic and political insecurity. This study found that there are two
types of migration. First, migration from rural to peri-urban areas, and
second, migration from urban to peri-urban areas. Peri-urban areas became
attractive destination for migrants from rural since these lower-skilled people
were difficult to obtain housing and secure employment in urban areas or
core cities. Migration from urban or core cities to peri-urban areas linked to
higher educated employees tend to have better environment for living.
Migrants from rural located at lower value land and migrants from urban
located at higher value land. This study showed that peri-urban areas are
obviously becomes more economically and demographically mature.
Appropriate policy and management of migration to peri-urban areas would
result the implications for almost all spatial aspect of built environment.
Keywords: migration, peri-urban areas, rural-urban linkages, job
opportunity, environment quality.

1. Introduction
Migration is increasingly affecting the lives of many peoples. As such, research and policies recognize
the better understand the complex process of migration, either from rural to urban or peri-urban areas,
and from urban to rural or peri-urban areas.
Migration is overwhelmingly the result of people moving in response to better economic opportunities.
Migration and urbanization are driven by economic growth and social change, but also by deepening
inequalities (Tacoli, 2005). It is often assumed that most migration is from rural areas to urban centres;
however, in many nations rural to urban movement is on a larger scale (MacDonald, 2010). But the
general increase in rural to urban movement is not surprising, since most of the growth in economic
activities in all regions of the world over the past 50 years has been in urban centres.
Internal migration (migration within national boundaries) has been a long standing phenomenon in
Indonesia, mainly forced by economic factors. Migration is one of a key element of social change and
economic growth.
Indonesia has already run a program called transmigrasi which is initiative of the Dutch colonial
government, and later continued by Indonesian government to move landless people from densely
populated areas of Indonesia to less populous areas of the country. This involved moving people
permanently from the island of Java, to less densely populated areas including Papua, Kalimantan,
Sumatera, and Sulawesi. The stated purpose of this program was to reduce the considerable poverty and

170

overpopulation on Jawa, to provide opportunities for hard-working poor people, and to provide a
workforce to better utilize the natural resources of the outer islands Indonesia.
The 2009 Human Development Report also argues that migration and development go hand in hand. In
the countries and areas to which migrants move, their migration boosts economic output at little or no
cost to locals.
Many Southeast Asian governments are discouraging job-seekers from going to large cities. In Indonesia,
after the Muslim holiday Idul Fitri, when many villagers traditionally go to the city to seek work, the
Jakarta government launched Operation Yustisia to clear the city of migrants. At bus stations, police
checked identity cards of arriving passengers, and those without Jakarta addresses were sent back to the
bus (Lamb, 1998 in Raharto, 2002). The number of governments worldwide that are implementing
policies to try to control rural-to-urban migration has risen from 47 per cent in 1976 to 65 per cent in
2007. An increasing number of mayors and senior civil servants in city governments blame migrants as
the reason for large and often growing deficits in provision for infrastructure and services and growing
numbers of people living in informal settlements.
Another impact of migration into peri-urban is degradation of environment quality. Migration into periurban areas could be affected the environmental stresses, related to the spread nature of peri-urban
settlement, pollution from a variety of industrial and residential sources, as well as motorization; and
inadequate public-sector financial resources to cope with the rapid development.
As highlighted by Morello (1995), peri-urbanization presents particular attributes constituting a system
affected by similar processes to those which take place in the expansion of agrarian frontiers, such as:

increasing pressure over the biophysical support reflected, for example, in the replacement
of natural or semi-natural soil and vegetation with artificial impermeable surfaces, and the
routing of rainwater along drains and sewers altering natural hydrological networks;

urban expansion resulting in new economic opportunities, such as land speculation, but often at the
expense of high environmental costs, due to the lessening or cancellation of essential ecological
functions such as the recycling of nutrients, replenishment of aquifers, absorption of pollutants, etc.;

emergence of informal activities such as the use of raw organic wastes to increase vegetable
production, mining and extractive activities for the production of building materials, clandestine
abattoirs, deposition of toxic wastes and open-site dumping, etc.;

new conflicts emerging among numerous actors who exert pressure over the access of others to the
use and appropriation of environmental resources;

land use changes in the peri-urban are often driven by decisions taken outside the system, such as
the promotion of free-standing industrial estates and the construction of motorways or dams.

Specifically in the case of environmental impacts, it is important to identify the main changes and process
that characterize urban peripheral spaces in big cities. To this end, we can mention some important
processes related to the environment: lack of support for agricultural activities combine with real estate
pressure causes their decline and leads to urban occupations; promotion of a dispersed pattern of urban
occupation for residential developments or big infrastructures; establishment of illegal settlements by
poor groups, with precarious housing conditions and basic services; disposal of solid and toxic wastes;
exploitation of construction materials; environmental stress on green and recreational areas; exploitation
of superficial and underground water, and alteration of river courses; flooding and land sliding (Douglas,
1998).
Thus, some reports share a positive view of population, both in the areas of origin and destination. But,
some is still viewed as a problem. This paper aimed to elaborate what drives migration. What is the
impact, especially, on (1) job opportunity aspect and (2) environment quality aspect. Migration will be
discussed both from rural to peri-urban and from urban to peri-urban.

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2. Method
The principal methodology adopted in undertaking this study is literature survey and examination of
secondary data. The basic issues of migration and rural-urban linkages, such as definition and challeges,
are based on literature search that includes official documents and reports as well as published researches,
books, and journals.

3. Results and Discussion

3.1 The Rural-Urban Linkages
Rural-urban interactions can be defined as linkages across space (such as flows of people, goods, money,
information and wastes) and linkages between sectors (for example, between agriculture and services and
manufacturing). In broad terms, they also include 'rural' activities taking place in urban centres (such as
urban agriculture) and activities often classified as 'urban' (such as manufacturing and services) taking
place in rural settlements (Tacoli, 1998).
Many of the rural-urban flows of people, goods and wastes are most intense and varied between the builtup area of towns and cities and the peri-urban areas that surround them. For instance, most of the rural
dwellers who regularly travel to particular cities (including those who commute daily) will live close to
the city although cheap and efficient transport systems may help widen the area from which many people
commute. In many cities, an increasing proportion of the population lives in peri-urban areas still
officially designated as rural as new housing developments spill over the official urban boundary.

3.2 Migration and Job Opportunity

The economic thinking behind migration decisions dates back to the Harris-Todaros model, which
asserts that an individuals decision to migrate is based on the differences in expected earnings in the
formal urban sector and the expected earnings in the village.
The young and economically productive rural dwellers tend to move from their origins since wider job
opportunities are available in urban areas. This is increased by job scarcity in rural areas and the shortage
of agricultural land (Noveria, 2006). A study conducted by PPK-LIPI in Lampung found that many
young and economically active rural inhabitants moved to urban areas to work in the informal sectors.
The insufficiency of the agricultural production to support the family is due to the limited amount of rice
land which has pushed the young family members to search for alternative jobs in urban areas (Raharto
2005).
Some migrants motivated to move by opportunities in urban or peri-urban areas for improved job
employment, health, housing, education, political participation, social recognition and visibility or other
benefits that they may lack in their territories. Others are pushed to the cities by poverty, lack of water
supplies and the deterioration of traditional livelihoods and environmental degradation (UNDP, 2009).
There are several possible factors driving urban to peri-urban migration i.e lack of satisfactory
employment opportunities, violence and poor quality of life. Also, conditions in the cities are
overcrowded, dangerous, and unsanitary, and the job market is oversaturated, particularly for unskilled
labor. Peri-urban is attractive destination because it is easier to acquire capital and there is less
competition for jobs (van Braun, 2007).
Migrants from rural to small urban center like Hyderaba, India, engage in various kinds of work such as
construction of buildings, brick-making, poultry farming, auto driving, hamali (loading and unloading),
paper collecting and other private sector jobs. Most of them are construction labourers, followed by
brick-kiln labourers, auto-rickshaw drivers and factory labourers. Notably, illiterate and unskilled
migrants belonging to deprived communities (SCs and STs) work as manual labourers. In contrast,
literate and semi-skilled workers are employed in factories and in the private sector, but they are in less
number (Korra, 2011).
However, rural migration is not always restricted to large urban centers. For instance, in the Philippines
migration to smaller towns in rural areas that offer comparable urban like opportunities in education
and employment for migrants is common. This counters the migration flow to more congested
metropolitan centers of the country. And migration is not always permanent. There is a strong component
of seasonal migration in developing countries (especially in Asia and Africa), whereby people are
pulled into urban areas as a result of strong growth in manufacturing and services.

172

Smaller urban centres can play an essential role in the economic development of their surrounding rural
area, by providing goods and services to rural residents, and markets and processing of rural produce. As
these activities develop, local non-farm employment opportunities increase. This encourages income
diversification among residents of the urban peripheries, who can commute daily to the urban centre and
still work on their farms. Perhaps more importantly in many nations, the expansion of the local urban
labour market can also attract rural migrants from the surrounding rural region and decrease migration
pressure on the large cities.

3.3 Migration and Environment Quality

Rural-urban migration can increase or decrease pressures on the environment depending on who is
moving from where to where, as part of what type of economic transformation. When people move from
areas of rural environmental degradation and resource scarcity, local pressures on the rural environment
are likely to decrease. But when urban enterprises are set up and migrants settle in urban centres, a new
set of environmental pressures comes into play.
The severity of these environmental pressures depends on both the environmental characteristics of the
urban destination,and on the income levels and consumption patterns that the migrants attain. Urban
dwellers have, on average, larger ecological footprints than rural dwellers. However, this reflects higher
average urban consumption levels, which are rarely attained by rural-urban migrants. Moreover, if ruralurban migrants do achieve consumption levels closer to the urban average, this has direct benefits as well
as indirect costs, and certainly does not justify preventing migration. There may, however, be justification
for trying to divert rural-urban migration away from regions or centres where urban development poses
particularly serious environmental problems. This need not involve direct intervention in the migration
process: a combination of taxes, payments for environmental services, infrastructure investments and
regulatory measures can help make environmentally desirable locations more attractive to investors and
to migrants (Tacoli, 2005).
Rural-urban migration is more likely to result in increasing environmental burdens if it is concentrating
people in areas where:

The resources required to service urban settlements (e.g. freshwater) are especially scarce;
The geography makes residents particularly vulnerable to certain environmental hazards (e.g.
ambient air pollution);
The local ecosystems are especially valuable or susceptible to degradation (e.g. coastal ecosystems).

4. Conclusion
Migration is determined by push and pull factors. Push factors include droughts, land scarcity, and low
wages or absence of wage labor in out-migration areas, and pull factors include better job opportunities
and/or the possibility of higher income and lower or different risk profiles in destination areas. On the
one hand, if people migrate because they are pushed away by the unavailability of work in rural areas,
they risk joining the already high number of unemployed in urban areas. On the other hand, if people
migrate because they have found better jobs, then migration is welfare enhancing. Both migration from
urban or from rural into peri-urban areas are related closely with the rural-urban linkages phenomenon.
Migration into peri-urban areas gave impacts to job opportunity and economic development as a whole. It
is also affected in increasing or decreasing the environment quality. Unfortunately, many researches
showed that most migration into peri-urban has decreased the quality of environment such as pollution,
degradation of farmland, un appropriate land conversion, etc.
Migration into peri-urban areas, depending on how they are managed by national and local stakeholders
in conjunction with investors (both foreign and local), can experience very different outcomes, even
when drivers are similar.

References
[1] Douglass, M., A Regional Network Strategy for Reciprocal Rural-urban Linkages, Third World
Planning Review, Vol. 20, No. 1,1998, pp. 1-33.
[2] Korra, Vijay. Short Duration Migration in India: An Appraisal from Census 2001, Working Papers
id:3932, eSocialSciences, 2011

173

[3] Morello, J., Manejo de Agrosistemas Peri-Urbanos, Centro de Investigaciones Ambientales, FAUD,
UNMdP, Mar del Plata. 1995
[4] Noveria, Mita, Challenges of Population Ageing in Indonesia Research Center for PopulationIndonesian Institute of Sciences, Paper presented at Conference on Impact of Ageing: A Common
Challenge for Europe and Asia, Vienna, 7-9 June, 2006
[5] Raharto, Aswatini et.al. Kebutuhan Informasi Bagi Tenaga Kerja Migran Indonesia: Studi Kasus di
Propinsi Jawa Barat, Kalimantan Timur dan Riau (Information Needs of Indonesian Labour
Migrants: Case Studies in West Java, East Kalimantan and Riau Provinces), Research Center for
Population-Indonesian Institute of Sciences (PPK-LIPI), Jakarta, 2002.
[6] Tacoli, Cecilia. Rural-urban interactions: a guide to the literature, Environment and Urbanization,
Vol. 10, No. 1, April 1998
[7] Tacoli, Cecilia and David Satterwaite, Rural-urban Change, Boundary Problems and
Environmental Burdens IIED, London, 2005
[8] United Nations Development Programme (2009), Human Development Report 2009: Overcoming
Barriers: Human Mobility and Development, Palgrave Macmillan, Basingstoke and New York, 217
pages.
[9] von Braun, Joachim. Rural-Urban Linkages for Growth, Employment, and Poverty Reduction,
United Nations Conference Center, Ethiopian Economic Association Fifth International Conference
on the Ethiopian Economy International Food Policy Research Institute, Washington, D.C., USA,
June 79, 2007

174

ON-GOING ECO-AIRPORT DESIGN

Litta Primasari1 & Basauli Umar Lubis2

1
Architect, Indonesia
littapsr@yahoo.co.id
2
Lecturer- School of Architecture, Planning and Policy Development- Institut Teknologi Bandung, Indonesia
basauli@ar.itb.ac.id

Abstract. With the complexity of airport activity, then airport development

always has a significant impact on the environment, natural, spatial social
and economic development in surrounding areas. This is due to extensive
development and impact presented in the presence of an airport can change
the ecosystem in a broad range. This paper tried to reveal the concept of ecoairport that could potentially reduce the harm caused by the lack of a
planned airport development. This concept does not only affect the location
and land-use planning, but also implications for the design of a terminal
building. On the other hand, type of terminal building is not always directly
can be applied in the different context or location.The concept was developed
by comparing several terminal building designs in the world that have
already applied the concept of eco-airport and found the essential elements,
landscaping, and terminal building that may be applied in the context of
Indonesia. In this paper, we attempted to formulate the main design criteria
of an airport based on the concept of contextual eco airport.
Keywords: eco-airport, sustainable design

6. Background
Globalization, not only affect the thoughts about ' closeness ' information between one space with the
other spaces, other areas, other cities, and even other countries. Globalization also affect the mobility of
people, goods, and services. It is no coincidence that the development of transport facilities to be rampant
in all parts of the city in the world. An increase in the number of terminals, railway stations, and airports
is an indicator of where the world networking already realized and still continue to take place.
Globally, the construction of transportation facilities are support the acceleration of networking, but
locally, these developments need to be prepared with regard to the resources that sustain the surrounding
environment. The Airport is one of the transport facility that reach international and domestic networks.
Its existence does not only affect social and economic environment in it surrounding, but also contributes
to the balance of the global environment. In general, the impacts of airport development can be affected
to seven factors, these are:

Operational capacity: obstructions from high buildings and mountains, weather patterns and airspace
consideration
Capacity potential: land availability and sustainability
Ground access: infrastructure provision (road and rail), centers of population, parking space
Development costs: land costs, soil and rock conditions, land utilization values
Environmental factors: noise, impact upon ecosystems, air and water quality, cultural impacts,
endangered species
Socio-economic factors: impact upon existing communities, public service needs, changes to
employment patterns
Planning issues: impact upon land uses, agriculture, forestry and trasportation systems.

1.1. Recent Development of Airport

In the 21st century, the airport is emerging a new identity that is differ from the 20th century.Three
determining factors that identify the key elements that distinguish 21 th century airport from 20th century:

Land use diversity. Modern airports are now business centres that operate quite indepedently of air
travel. They are locations for conferences; they contain hotels used by local people; and shopping
malls that serve regional retail need; and they are important warehouse centres.

175

Early airports have simply runway, terminal, and large open car park, and road single level twoway. By 1960s, the airport has multi storey car park, road two-level and one-way; terminal had
complex split sections; two and three runways were common place. By 1990s, airport had become
regional or even national centre for economic growth with conference, business, leisure, and retail.
the aairport begun plan for the change to the regional infrastructure. Airport becomes a magnet major
for development influencing the pattern of land use, transportation system and employment
distribution within a 20 km radius.

Intermodal transport integration. Modern airports are becoming large and complex transportation
interchanges where peoples can move freely between cars, buses, rail, metro, and aircraft. The
integration of the full repertoire of public transport facilities into airport buildings adds greatly to
complexity and difficulty of designing terminals.
Environmental sensitivity. The new environmental consciousness that has emerged as a feature of the
21th century airport finds expression in 5 distinct ways:
- Airport is designed to respond to climate, ecology, and nature.
- Terminal are designed to reduce the use of energy
- Terminals employ materials of low toxicity and maximize natural sources of light and
ventilation.
- Planting forms and important air purification and spiritual function in and around terminals.
- The airport authorities and local communities cooperate on environmental action.

1.2. Future Airport

The emergence of a new airport identity of the 21 st century provides trend developments airports form in
the future. These forms leads to centralization of the airport as a large scale facilities that not only give an
identity of the city but rather as an insightful to the environment infrastructure. The following are the four
tendencies in the development of the future airport:

Airport as a new type of the city

The new type of city in the airport is called aerotropolis. The new airport has repertoire of the streets,
malls, squares, village, and landmarks that characterizes the design of some of the most ambitious
airports reflect the changing life of airports. Terminals cannot be conceived a s solitary, singular,
high-technology enclosures anymore; they need to form urban assemblies, with neighbouring
buildings such as hotels and car park playing subsidiary roles in an architecture sense. Internally,
there is the need to create route legibility and a sense of place in public area.
The search for place in terminal design
The use of streets, malls, and gardens inside the terminal allows the passenger to grasp the sense of
direction or location. Space and structure together form important components in the design of
terminals. The terminal of the future will use light as a tactile material, moulded and shafted to guide
passengers and to help define sitting areas or shopping malls. Multi-storey terminals now replace the
single or double-deck terminals of old, adding to the complexity and drama of the modern terminal,
because of flight ultimate manifestation, spatial dynamic of multilevel.
Reconciling technology with ecology
The final expression of the terminal of the future is in the balance structure between nature and
technology. The building will flex and respond to wind, rain, and sun. The law of nature and physics
will determine in direct fashion the shape and operation of the building.
Terminals and tectonic expression
A tectonic architecture is the one of weightless effects, where everything of its part and the
articulation of its joins become the main means of expression, a symbiosis of spatial and
technological expression. There are four identifiable elements in the terminal of the future:
- The search for weightlessness
- The poetic expression of the spearate parts in space
- The articulation of the process of movement
- A preference for thinness over thickness

7. Understanding Eco-Airport
The concept of eco-airport is an initiative, either in planning or a development of what already exists, or
to produce a planning and implementation of environmental-friendly way minimizing the environmental
impact and reduce energy consumption. Regarded to Narita International Airport-Japan, this initiative
relates to some of them:
1.

The existence of a global perspective on the concept of eco-friendly.

176

2.

3.

4.

On eco-airport master plan, the initiative on the environment in a global perspective should be the
central concept which not only relates to the operation of the airport, but also with regard to the
service and the convenience of users. Things like reducing the greenhouse effect (green house) and
the emissions of air pollution reduce waste, disposal and recycling, is some special point was placed
in the planning. It required new strategies against the airport service and operational focus towards
eco-airport.
The existence of a coordination role in the planning and construction of eco-airport.
The Ministry of planning and construction of eco-airport has an important role in promoting things
related to the concept of eco-friendly initiatives by means of ensuring that each part or area, both
operational and service, cooperate in reducing the environmental impact. These areas generally
consist of; Commission of the waste material, air quality, the Commission and the Commission on
the public relation. Every field is interconnected with each other, so it takes working groups set up
by the Committee of the third when reaching a certain target.
The scope of the planning of eco-airport
Eco-airport Master plan includes all the activities that involve existing airport operations, including:
aircraft landing and take off. The goal is not only functional airport alone, engage it in touch with a
pro-active airport business reducing the environmental impact and result in an airport environmentfriendly.
The existence of specific targets which provide focus in achieving eco-airport.
Eco-airport Master plan should have a target in the year and the figures are very specific and clear to
the reduction of environmental impact and eco-friendly. In producing specific targets in the year and
the numbers, then created a table.

Of all these initiatives, a global perspective on the concept of eco-friendly planning concepts determine a
terminal which not only involves the operation of the airport and the convenience of users, but also the
identity of the city. Here is the terminal design characteristics in the eco-airport:
Structural form

Respond to the context

Materials

The expression of advanced building technologies especially in the

design of glazing, wall, and roof cladding
The use of muscular structural systems to animate interior volumes
and provide orientation
The use of curved profiles that respond naturally to wind pressures
and aid ventilation
The manipulation of building sections, rather than plan, to
articulate routes and provide interior architectural drama
The synchronization of building and aeronautical systems
memorable symbol of the city (Denver Airport-Curtis W.
Fentress)
modernity of sense of place (Suvarnabhumi-Murphy/Jahn)
french rasionalist tradition, grandeur, heroic (Charles de GaullePaul Andreu)
ecological and urban metaphor (Heathrow-Richard Roger)
countless village and spirit of place (Soekarno-Hatta- Paul
Andreu)

Main Structure:
Roof :

Ceiling:
Facade/wall :

Floor :

Concrete, metal
Steel sheet, glazing for daylight penetration,
tiles
Local wood, bamboo
Clear glass, aluminium, solar cell as a
grill/louver
Local ceramic, local marble

Interior planting

Purifies the air and provide an air tranquility

Exterior planting

Help to buffle aircraft noise, shift out pollutants, and modifies surface
drainage by ecological mean

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8. Eco-Airport Implementation In Indonesia

The implementation of eco-airport in Indonesia is still in the stage of creating new form. Some airport in
Central and Eastern Indonesia already began to focus on the development of the eco-airport. However,
some of the existing international airport has already responded to the tropical climate of Indonesia and
also gives the local characteristic in which the airport is located.
Here is some of the existing international airport in indonesia that has responded to the environment and
local identity.
Airport
Sumatra:

Polonia

Kualanamu

Structural Form
Traditional form
Steel structure,
modern style

Respond to context

materials

Human scale
Tropical architecture
Undulating roof
transparancy

Local material

Java-Bali:

Soekarnohatta

Traditional form

Countless Jakartas
houses

Local material: wood,

ceramic, terracotta roof

Traditional form

Human scale
Tropical architetcure

Local material

Steel & concrete

structure

Transformation from
traditional houses
Using traditional
aesthetic elements
Human scale

Local Wood, concrete, brick,

glass

Steel structure,
modern style

Undulating roof
transparancy

Steel & glass

Ngurah Rai

Kalimantan:

Sepinggan

Sulawesi:

Sultan
Hasanuddin

Today, the development of airport capacity enhancements due to the number of passengers and flights.
Construction of the passenger terminal is undergoing expansion. The most of the expansion of the
terminal building showing the more modern architectural forms, with structural expose, light materials,
more bright for interior, and huge scale. Even though a climate responds to the environment already
impemented, but the airport as the local identity will be shifting , so it is a blend of functional and local
meaning to be the important thing to watch out for.
Some of the initiatives listed below are an attempt to bring back the locality in the form of a modern
terminal building:

The modern style of terminal building using structural form as fully as possible to use of day
lighting. The utilization of daylight should take into account the needs of specific spaces is optimal,
so as not to cause excessive use a large air conditioners.

Bringing traditional blends into interior (column, ceiling, detail, etc) and exterior (airport gate, roof,
etc) elements

Due to local material limitation, especially local wood materials, the uses of imitation materials with
environment friendly specification must be proposed.

9. Conclusion
The 21 st century airport is a microcosm of te 21th century city where work, leisure, travel, and
ecological systems melt into one. The challenge is to match more equitably the industrial and
organizational system of the airport with the natural systems and cultural priorities of the region that it
serves. It means a correspondence between building engineering, human values and ecological principles.
Ideas a flexible environmentally friendly terminal, few parts are fixed and much is evolved on the
principle of renewable modules, begin to give the modern airport.

References
[1] Edwards, Brian (2005), The Modern Airport Terminal: New Approaches to Airport Architecture;
Second Edition. Spon Press, New York.
[2] ________(2009), What is the Eco-Airport Master Plan?. NAA Environment Report (2009).

178

PATTERN AND FORM OF HUMAN SETTLEMENT IN THE

DELI WATERSHED, NORTH SUMATERA

Rachmat Mulyana1), Hadi Susilo Arifin 2), Syarifuddin3), Mintoro Priyadi1)

1)

2)

Lecturer, Departement of Building Engineering Education, Unimed, Indonesia

Professor, Departement of Landscape Architecture, Bogor Agricultural University, Indonesia
3)
Lecturer, Departement of Biologi, Unimed, Indonesia
Email: rachmat.mulyana10@gmail.com

The transformation of paddy field, dry field, mixed farms and forests to
settlement area may result in reduced food production and environmental
degradation. Settlements in the area of the watershed tend to cause the area
be patterned and uncontrolled. The purpose of the research was to (1)
analyze the characteristic of house building in Deli Watershed, and (2)
analyze the characteristic settlement form (size, building density, and type) in
the upper, middle and downstream of Deli Watershed. The data was collected
in July - September 2011 in 9 setllements area along the Deli watershed
North Sumatera. The result showed that : (1) residential development in the
watershed upstream zone Deli in general is always increasing and tends to
evolve along the lines converging rivers and regional roads by establishing
rural residential areas. Settlements in the middle zone of developing the
existing road follows the pattern that forms a mixture of rural and urban
areas, whereas in developing downstream zone follows the pattern of existing
roads that make up the urban area; (2) settlement in upper stream watershed
Deli have character the following as: settlement with small-medium size
(66.7%),density of building is dense and included linear-1 settlement.In
middle stream watershed has character size medium(66.7%), density of
building is loose and dense with linear-2 and streetplan settlements.
Settlement In downstream has character medium,density of building is very
dense with linear-1type. Conclusion The results of this study were settlements
in the upstream zone tends to be concentrated along the river developed
tourist area, while in the middle zone and downstream settlements developed
along the road. The development of settlements in accordance with human
needs, but its development must consider the suitability of land for
settlements and environmental sustainability.
Keywords: settlement,watershed, settlement size, density of building,
settlement type

1.

Introduction

Deli Watershed is one of the watershed originated in rural area of Karo district, cut across Medan city
and Deli Serdang regency. Deli River is one of eight rivers in the city of Medan. Currently, the vast
forests of upper watersheds is Deli only 3655 hectares (7.59%) of 48 162 hectares of watershed Deli.
Ideally with an area of 48,162 hectares, Deli DAS should have natural forests for water catchment area of
a minimum area of 14,448 hectares, or 30 percent of the watershed. The upstream watershed already
rapid development in terms of physical and economic development because it is a tourism region of
destination and development. Middle zone is dominated by the growth of settlements. The growth of rural
settlements in the watershed area seems to be let in an uncontrolled shape and sizes futher it does not is
not feasible in terms of health and ecological (Mulyana, 2009).
Land use conversion from agricultural land and forest to settlements in the catchment area causing
widespread of forest degradation, critical lands and erosion on steep slopes (Edi, 2007). Arifin (1998)
found that the level of urbanization has resulted in reduced land size, reduced non-ornamental plant
species and stratification structure of plants, causing decreased land to absorb water. This resulted in
disruption of the waterworks system of the increased flow of surface and ground water level decreased as
a result of widespread land watertight (Sabar, 2001).

179

One form of business should be developed to save the watershed toward the prevent is of erosion through
the structuring of settlements (Basso et al. 2000). Structuring settlements required given the scale of
watershed basin unit combines a whole ecosystem that has the biophysical linkages between upstream,
midstream and downstream zone. Issues that will be answered in this research are: how is patterns of
settlement distribution and form in the Deli watershed. Therefore, this study was aimed: (1) to analyze
the distribution pattern of settlements in the upstream, middle, downstream zone of Deli watershed, and
(2) to evaluate the characteristics of the settlements in the same zone.

2.

Methods

2.1 Location and Time

This study was conducted in the settlement area in Karo Regency Deli, Medan city and Deli Serdang
Regency, North Sumatra Province. The research was conducted in July-September 2011 which is part of
a three year research starting in June 2011 will end in September 2013.

Materials
To determine the study area The materials required in this study are: Karo, Pancur Batu, Medan and
Belawan Earth sheet maps scaled 1: 25,000 produced by BAKOSURTANAL are used.production. Digital
cameras, global positioning system (GPS), roll meter, scanners, and questionnaires were used to gather
the field data.

2.2 Data Collection Technique

Determination of samples carried out using multi-stage sampling method (Adib, 2006). This method
begins by determining the largest unit and followed by smaller ones. This method uses two basic steps:
making a list and define the sample. Through this scheme in a group of researchers selected a sample of
areas (villages) in the watershed zone, then select two villages from each of the main cluster in the area of
smaller regions (randomly), and determine the number of elements sampled from each village of 15
houses, bringing the total number sample of 90 family homes and residents. Data obtained through
surveys and in-depth interviews.

2.3 Data Analysis

Data on construction specifications, and settlement infrastructure and environment were analyzed
with SPSS version 19. Data size, density, and type of settlement will be analyzed based on the criteria of
each sub variable in aspect form of settlement (Van der Zee, 1986).

3.

Results And Discussion

3.1 Overview of Watershed Deli

Deli Watershed is one of the Watershed across rural and urban at Karo District, of Medan city and Deli
Serdang regency. Deli Watershed is wedget by the Percut and Belawan Watershed consisted of seven
rivers namely Petani, Simai-mai, Deli, Babura, Bekala, Sei Kambing, and Paluh Besar River. Deli
Watershed flows along 72 km from upstream to downstream.
Deli River is one of seven rivers in the city of Medan. Forest area in the upper watersheds Deli only
3.655 hectares (7.59%) of 48.162 hectares of Watershed Deli. Ideally with an area of 48.162 hectares,
Deli Watershed should have natural forests for water catchment area at least 30% (14.448 hectares) of the
Watershed. Land use in watershed areas Deli consists of 7.59% of State forests, 15% of vegetation cover
(farms and mangrove forest), 34.3% of critical land and settlement, 45.5% cultivated area and 0.29%
water bodies (BPDAS Wampu-Sei ular, 2009).
The upstream Deli Watershed has been experiencing rapid development in terms of physical and
economic development because the region is tourist destination. Middle zone is dominated by the
settlement growth. The growth of the rural settlement tend to be uncontrolled settlement in term of
shapes, sizes and density. The area also generally is not feasible in health and ecological condition
(Mulyana, 2009).

3.2 Distribution Patterns of Settlement

180

The distribution pattern of planned and unplanned settlement in rural and urban areas originated from
urban and rural characteristics. Urban settlement area in the Deli Watershed mostly located in the middle
of the watershed. Urban settlement area are located in populated. Planned settlement patterns has a
regularity in form. This means that most of the houses facing on a regular basis to the framework of the
existing road and consists mainly of permanent buildings, paneled walls and equipped with electric
lighting. This is in line with the opinion Koestoer (1995) which states that building houses in the
neighborhood regularly arranged facing the street with streets arranged in a graduated framework starting
from the highway, connecting to a local street or neighborhood. On the other hand, unplanned settlement
tend to form village cluster located not far from the river and the road.

3.3 Size of Settlement

The size of settlement in the Watershed area Deli mostly belong to medium size settlement inhabited by
500 to 2000 people. The rest belong to the small size settlement with a population being less than 500
people and homes of less than 20 units in each cluster (Van der Zee, 1986). The size of settlement in the
upper river were dominated by the settlement with an average of houses 196 units, while in the middle
and lower river of the composition of medium-size and small settlement are comparable with the average
number of homes to small settlement are 49 units in the middle and 53 units in the lower river, while the
settlement was in the middle and lower river of each with the number of homes an average of 416 units
and 193 units.
Table 2. Settlement Sizes and their Population along The Deli Watershed in
July October 2011
Criteria of Settlement
Persentage
Size
Watersh
Size of
Village
ed Zone
Settlement
Total
Total
SmallSmall
Population
House
Medium
Upper
Kuala
402
100
Small25
8.32
stream
Medium
Namo Batang
540
180
Medium
Namo Pinang
172
40
SmallMedium
Middle
stream

Downst
ream

Tangkahan Lama

245

50

Jati Kesuma
Deli Tua

1210
1105

464
368

Titi Kuning
Kampung Baru
Medan Labuhan

1024
1180
774

256
295
186

SmallMedium
Medium
Medium

16.67

16.67

Medium
Medium
SmallMedium

16.67

16.67

Total

58.34

41.66

In average the population size average in the upstream villages in Deli watershed less than the population
the middle and lower zones. This fenomena could be due to the middle and lower of the urban area has in
which: (1) the economic potential of the main factor zones are part at attraction for people who are in the
middle of the the upstream and downstream as well as residents from outside the Watershed area to move
to the middle and especially the Watershed zones downstream, (2) the availibilty of road infrastructure
that links between villages, and village to town (Table 2).

3.4 Building Density

Fifty percents of the homes in area of Deli Watershed consisted of solid type building density (Table 3).
The building density one is characterized by the small distance between houses ranging from half to one
meter. Settlements in the zone the upstream Watershed is dominated by high density building, in while
the middle Watershed zone was dominated by low dense building, and in the downstream consisted of
both of low and high density building.

181

Table 3. Types of building density along the Deli Watershed based on

data collected in July September 2011
Waters
hed
Zone

Settlement Unit
(Village)

types of
building
density

Uppers
tream

Kuala
Namo Batang
Namo Pinang

Dense
Very dense
Rarely

Middle
stream

Tangkahan Lama
Jati Kesuma
Deli Tua

Rarely
Very dense
Dense

Downs
tream

Titi Kuning
Kampung Baru
Medan Labuhan

Dense
Very Dense
Dense
Total

Persentase
Very Dense

Dense

Rarely

8.3

25

8.3

8.3

16.7

16.7

16.7

16.6

50

33.4

The dominance of dense building types in the upperstream zone most probably due to land area own by
most people living in this area as most of limited land were in inherited by the parents and anacestos.
Thus, the small size land are just enough to build a house. Another factor that causes the density of
buildings is the occurrence of land fragmentation as expressed Kuswartojo (2005). Since most of the
inherited piece of land are devided among the inheritors or sold the land area becomes smaller and in
average the land just enough to fit the house. Thus, distance between houses becomes so narrow, just 0.5
1.0 m gap between roof. These conditions lead to limited infrastructure, as expressed by the Literature
(2006) that the high density of buildings resulting in the lack of available land for infrastructure facilities,
which causes low quality neighborhood environment.

3.5 Types of Settlement

In general there are three types of settlements, i.e., linear, plazas, and streetplan (Van der Zee, 1986).
While in the Deli Watershed only two types were form i.e. of linear type and streetplan. This type of
linear settlement are divided into two categories: linear and linear-1-2. Settlement type-1 is a linear
settlement which has several house clusters with house was positioned lined up along a linear path with a
width of half to one meter and rural roads with a width of three to four feet. Settlement type-2 is a linear
settlement which has several cluster of houses parallel to path or walkway with a width of one meter up
to five meters in rural roads.
This type of linear settlement have a tendency to form an irregular arrangement of the house, the small
distance between the house and yard are limited. Streetplan settlements have a tendency to form an
orderly arrangement of the house facing the street with streets arranged in a graduated framework starting
from the highway, connecting to a local street or neighborhood (Koestoer 1995).
Most types of settlement in the upperstream zone is a linear type-1, the middle zone consists of two types
of settlement that is the type-2 streetplan and linear. Settlements in the zone downstream Watershed all
have a linear-type settlement. Inter-unit settlement (village) was associated with rural roads, while the
environmental mobility of the inhabitants of the village itself only through a street as wide as half to one
meter is constructed with non-governmental organizations. The position of house building that is not
regularly in groups facing toward the street both rural roads and neighborhood streets.

3.6 Settlement characteristics of disorganized

The village is the smallest unit of a settlement. Average size of villages in the Watershed the upstream
zone is smaller when compared with the extensive village in the middle and lower reaches. This is caused
by the condition of the upstream region of hilly topography with a slope that is quite varied, so that the
limited extent of the village and village positions tend to spread with a small area.

182

The composition of the type of house construction in the neighborhood of respondents are not arranged in
the watershed Deli consists of permanent houses, and semi-permanent houses (Table 4). This type of
house construction that is widely used by most people in the upstream zone (61.7%) are semi-permanent
homes, while in the middle and lower zones are mostly permanent respectively 87.3% and 93.2%.
Average size house in the upperstream, middlestream and downstream Watershed Deli each row is 47.1
m2, 82.7 m2 and 60.5 m2 (Table 5). Different test results indicate a significant difference (p <0.05)
average area of the house between the upstream, midstream and downstream.

Table 5 . The average area per-person residents in the Deli watershed

Watershed Zone
Upperstream
Middlestream
Downstream

Average Home
area (m2 )
47.1
82.7
60.5

Average number of
residents
4.6
4.2
5.2

Average of person area

10.2
20.7
11.7

Based on the level of the minimum space requirements per-person in accordance with the standard size of
the minimum space requirements issued by the Minister of Infrastructure in 2002, then the size of the
minimum space requirements for the zone can be categorized ditiga homes meet minimum standards of
measure per-person space requirement of 9 m2. This will affect the level of comfort and flexibility to
move from the residents as expressed by Sarwono (1992) that the breadth of existing space will affect the
level of ease of behavior of the inhabitants.
Floor area of houses in each basin Deli vary from area <20 m2 to> 150 m 2. In the the upstream,
midstream and downstream is dominated by the house with a floor area of between 20-49 m2 (Table 7).
Houses with floor area> 150 m2 only found in the middle of the Watershed of the organized
neighborhoods. This suggests that the level of welfare in the upstream and downstream is lower than the
community who are in the middle of the sub Watershed.
The greatest level of occupancy contained in the downstream zones reaches 126.7% (Table 8). This is
due to the downstream zone is an urban area with a level of availability of smaller houses than the
existing number of heads of households so the impact on occupancy levels that exceed 100%. The
occupancy rate in excess of 100% impact on the level of comfort, social relationships and trends lead to
family conflicts as disclosed Sarwono (1992) that the vastness of space will affect the level of comfort
and occupant behavior.
Table 8. Occupancy rate of houses in the Deli watershed
Watershed Zone
Upperstream
Middlestream
Downstream

4.

1
51
49
52

Number of KK in the house

2
3
12
9
14
9
14

Occupancy Rate
%
120
126.7

120

Conclusions And Recommendations

4.1 Conclusion
1.

2.

Settlement patterns in the upstream zone develop following the pattern of the river, while in the
middle zone of developing and shaping the road follows the pattern of rural settlement area, while
settlement in developing downstream zone follows the pattern of streets that make up the urban area.
The dominance of the existence of semi-permanent houses made of wooden planks in the upstream
zone indicates that communities in the Watershed the upstream Deli still utilizing local building
materials that surround the settlement.

183

4.2 Recommendation
In order for the findings resulting from this research can be implemented it is recommended:
1.

2.
3.

For Local Government and Developers settlement in procuring settlement should use the concept of
houses on stilts with a traditional architectural design because it has advantages in terms of comfort,
safety, environmental friendliness and sustainability of the local culture.
For regional government in particular spatial arrangement of land for settlement should consider the
suitability of land for settlement with due respect to biophysical, economic and social.
Direction of development of settlement in the upperstream zone should be directed to the
development of the tourist village or settlement due to tourist occupy strategic land along the tourist
sites.

References
[1] Adib A,A. 2006. Problematika Penentuan Sampel Dalam Penelitian Bidang Perumahan dan
Permukiman. Jurnal Dimensi Teknik Arsitektur Vol.34, No.2 Desember 2006: 138-146
[2] Arifin, H.S. 1998. Effects of Urbanization on the Vegetation Structure of the Home Gardens in
West Java, Indonesia. Japan J.Trop.Agric. 42(2): 94-102.
[3] Basso, F., E. Bove, S. Dumontet, A. Ferrara, M. Pisante, G. Quaranta, and M. Taberner. 2000.
Evaluating environmental sensitivity at the basin scale through the use of geographic information
system and remotely sensed data: an example covering the Agri basin (Southern Italy). J Catena 40:
19-35.
[4] Edi, E. 2007. Kajian Model Pengelolaan Daerah Aliran Sungai (DAS) Terpadu. Jakarta: Direktorat
Kehutanan dan Konservasi Sumberdaya Air.
[5] Koestoer, R.H. 1995. Perspektif Lingkungan Desa Kota: Teori dan Kasus. Jakarta: Universitas
Indonesia Press.
[6] Mulyana, R. 2009. Konsep Permukiman Sehat dan Berwawasan Lingkungan di Daerah Aliran
Sungai Deli, Provinsi Jawa Barat. Disertasi Sekolah Pascasarjana IPB, Bogor.
[7] Sabar, A. 2001. Kajian Pengaruh Alih Fungsi Lahan Terhadap Debit Aliran di DAS CiliwungKawasan Bopunjur dengan Pendekatan indeks Konservasi.
http://digilib.itb.ac.id/go.php?id=jbptitbpp-gdl-grey-2001-arwin-1252-das. [12 Nopember 2005].
[8] Van der Zee. 1986. Human Settlement Analysis. Enshede Netherlands: International Institute for
Aerospace Survey and Earth Science (ITC).
[9] Van der Zee. 1990. Aspects of Settlement, Infratructure and Population in Land Evaluation.
Enshede Netherlands: International Institute for Aerospace Survey and Earth Science (ITC).

184

PEMBANGUNAN AKSES BANDARA KUALA NAMU DAN PENINGKATAN

KESEJAHTERAAN PENDUDUK

Cut Azmah Fithri, Saufa Yardha Moerni, Syafiz Harsono, Immanuel Karselius
Mahasiswa Program Magister Manajemen Pembangungan Kota
Universitas Sumatera Utara

Abstract. The transfer of airports from Polonia Medan to Kuala Namu more
or less will have an impact on the surrounding population. Construction of a
new airport in Kuala Namu, Deli Serdang has started out since 1991 and has
now entered the final stage.This process will bring environmental impact, as
well as economic impact for the residents at the surround area. This study
will explore whether there is economic improvement that occurred in the
area around the Kuala Namu Airport. The study performed at Desa Beringin
Kecamatan Beringin, Kabupaten Deli Serdang. The method of the study uses
a quantitative approach by means of observation and distributing
questionnaires at 40 respondents. The result of research shows that people
who previously was middle to lower economic groups, most experienced an
increase in income from new sources. Improved access to the airport through
Desa Beringin, increasing the numbers of mobility in the region and create
opportunities for new revenue sources. However, not all respondents can
view and take advantage of existing opportunities. Questionnaire data
showed that only 30% of respondents who experienced an increase in
income, whether from old income sources or new income sources. While 50%
of respondents did not experience changes in income. If Kuala Namu Airport
starts to operate in the future, more research is needed on the improvement
of the economy from improved access to the airport.

1.

Pendahuluan

Bandar Udara Internasional Kuala Namu adalah sebuah bandar udara baru untuk kota Medan, Indonesia.
Lokasinya merupakan bekas areal perkebunan PT. Perkebunan Nusantara II Tanjung Morawa, terletak di
Kuala Namu, Desa Beringin, Kecamatan Beringin, Kabupaten Deli Serdang. Kuala Namu akan
menggantikan Bandara Polonia yang sudah berusia lebih dari 70 tahun. Saat selesai dibangun, Kuala
Namu yang diharapkan dapat menjadi bandara pangkalan transit internasional untuk kawasan Sumatra
dan sekitarnya, akan menjadi bandara terbesar kedua di Indonesia setelah Bandara Soekarno-Hatta.
Pemindahan bandara ke Kuala Namu telah direncanakan sejak tahun 1991. Pemindahan ini dilakukan
demi memperlancar keselamatan penerbangan. Persiapan pembangunan diawali pada tahun 1997, namun
krisis moneter yang dimulai pada tahun yang sama kemudian memaksa rencana pembangunan ditunda.
Sejak saat itu kabar mengenai bandara ini jarang terdengar lagi, hingga muncul momentum baru saat
terjadi kecelakaan pesawat Mandala Airlines pada September 2005 yang jatuh sesaat setelah lepas landas
dari Polonia. Kecelakaan yang merenggut nyawa Gubernur Sumatra Utara Tengku Rizal Nurdin tersebut
juga menyebabkan beberapa warga yang tinggal di sekitar wilayah bandara meninggal dunia akibat letak
bandara yang terlalu dekat dengan pemukiman. Hal ini menyebabkan munculnya kembali seruan agar
bandara udara di Medan segera dipindahkan ke tempat yang lebih sesuai. Selain itu, kapasitas Polonia
yang telah lebih batasnya juga merupakan faktor direncanakannya pemindahan bandara.
Kehadiran Bandara Kuala Namu diharapkan akan membawa beberapa pengaruh antara lain:
Keseimbangan pembangunan antara pusat kota (Medan) dan daerah pinggiran (Deli Serdang). Ini
dapat dicapai salah satunya dengan dibangunnya tiga akses utama Bandara Kuala Namu dari arah
Medan yaitu jalan tol, jalan raya dan jalur kereta api.

185

 Peningkatan aktivitas ekonomi karena Bandara Kuala Namu memiliki visi menjadikan bandara ini
milik masyarakat sipil dan mengeliminasi keterlibatan militer dalam pengelolaannya. Bandara
Kuala Namu akan menjadi center of economic activity di Deli Serdang.
Peningkatan kesejahteraan dan pengurangan kemiskinan. Apabila dua hal di atas dapat dicapai,
maka masyarakat Sumatera Utara akan memperoleh peluang yang sangat besar untuk
meningkatkan kesejahteraannya dan pada akhirnya dapat mengurangi angka kemiskinan.
Transformasi lingkungan, pembangunan skala besar seperti bandara akan mengubah lingkungan
alami misalnya konversi lahan pertanian menjadi fungsi-fungsi lainnya. Perubahan ini diharapkan
dapat berlangsung mulus tanpa menimbulkan masalah lingkungan yang berarti sehingga
sustainable development dapat tercapai.
Pembangunan Bandara Kuala Namu juga akan menjadi percepatan pembangunan pada berbagai kawasan
industri, permukiman serta pusat jasa dan komersial. Tetapi dalam proses pembangunan Bandara Kuala
Namu terjadi beberapa masalah seperti sulitnya membebaskan lahan untuk pembangunan, tidak hanya
lahan untuk bandaranya tetapi juga lahan untuk akses menuju ke Bandara kuala Namu, seperti akses jalan
Tol, lahan untuk akses rel kereta api, dan juga akses jalan arteri (non tol).
Salah satu pengaruh yang diharapkan dari adanya Bandara Kuala Namu adalah peningkatan aktivitas
ekonomi di daerah sekitar bandara. Pembangunan akses diharapkan dapat menjadi prasarana untuk
meningkatkan mobilitas penduduk, sehingga penduduk desa yang berada di sekitar bandara dapat
meningkatkan ekonominya. Sejalan dengan pembangunan bandara yang saat ini memasuki tahap
penyelesaian, laporan ini akan membahas bagaimana dampak pembangunan Bandara Kuala Namu
terhadap kondisi ekonomi masyarakat di sekitarnya. Apakah dampak peningkatan ekonomi memang
benar terjadi? Pembahasan mengenai hal tersebut akan dilakukan pada bab selanjutnya.

2.

Kajian Pustaka

2.1 Perkembangan Kota

Sebuah kota pasti akan mengalami perkembangan seiring dengan pertambahan penduduk. Perkembangan
kota merupakan proses perkotaan dari suatu keadaan ke keadaan lain dalam waktu yang berbeda. Kotakota di Indonesia umumnya mengalami perkembangan kota yang menurut Zahnd (1999) adalah
perkembangan horizontal. Perkembangan horizontal sering terjadi di pinggir kota dimana lahan masih
lebih murah dan dekat dengan jalan raya yang mengarah ke kota. Selain perkembangan horizontal, masih
menurut Zahnd, secara teknis juga terdapat perkembangan vertikal dan perkembangan interstisial.
Perkembangan vertikal adalah perkembangan kota yang mengarah ke atas,dimana kuantitas lahan tetap
sama, namun ketinggian bertambah. Sedangkan perkembangan interstisial adalah perkembangan ke
dalam dimana daerah dan ketinggian bangunan rata-rata tetap sama sedangkan kuantitas lahan terbangun
bertambah.
Harvey dan Clark dalam Cadwallader (1987), menyatakan bahwa terdapat 3 (tiga) bentuk perkembangan
kota, yaitu :

1) Perkembangan merata mengelilingi semua bagian luar kota ( continous development sprawl
pattern )

2) Perkembangan memanjang mengikuti garis tertentu (ribbon development sprawl

pattern)

3) Perkembangan melompat (leap-frog/checker board pattern), yang terjadi berpencaran

secara sporadis dan tumbuh di tengah-tengah lahan pertanian.
Di dalam proses perkembangan kota di daerah pinggiran akan menimbulkan berbagai persoalan, antara
lain berkurangnya lahan pertanian produktif, permasalahan pengelolaan fisik menyangkut lemahnya
pengendalian dan penyediaan sarana dan prasarana transportasi. Menurut Nurmadi (1999), lemahnya
pengelolaan di dalam manajemen perkotaan di Indonesia mengakibatkan terjadinya perkembangan fisik

186

kota yang tidak teratur dalam hal penempatan wilayah (zonasi), semrawutnya pola permukiman yang
terbentuk dan mahalnya biaya pembangunan infrastruktur. Untuk itu perlu dilakukan pengelolaan dan
pengendalian perkembangan kota secara baik.
Menurut Djunaedi (2000), secara tradisional ada 3 macam cara pengelolaan perkembangan dan
pemekaran kota, yaitu : 1). Pemintakan (zoning), 2). Peraturan pengkaplingan (subdivision regulation),
dan 3). Program pembangunan prasarana dan fasilitas umum (capital improvement programs).
Beberapa inovasi baru cara pengendalian perkembangan fisik kota dirancang dan dipraktekan di
Amerika Serikat, meliputi :
1. Persyaratan fasilitas umum yang memadai (adequate public facilities requirement), yaitu usulan
pembangunan fisik tidak akan disetujui bila fasilitas umum yang terkait tidak atau belum tersedia
secara memadai di lokasi tersebut. Cara ini dapat mengelola pertumbuhan fisik kota dengan cara
menghindari pembangunan tanpa tersedianya fasilitas umum yang memadai dan mendorong agar
pembangunan fisik terjadi di dekat fasilitas umum yang telah tersedia.
2.

Program Pertumbuhan Bertahap (Growth Phasing Programs).

Cara ini mengatur baik lokasi maupun waktu yang tepat bagi pembangunan fisik baru berdasarkan
fasilitas umum yang tersedia atau akan disediakan. Cara ini berbeda dengan cara pertama, karena cara
ini melindungi tingkat pelayanan dengan menyediakan layanan yang memadai berdasarkan rencana
implementasi yang bertahap dan dapat mengendalikan tingkat pertumbuhan tetentu.
3. Batas wilyah pertumbuhan perkotaan (Urban Growth Boundaries), yaitu adanya suatu garis
batas yang dibuat mengelilingi kota sebagai batas pertumbuhan fisik kota dan untuk menghindari
meluasnya kota secara tidak terkendali ( urban sprawl).
4.

Program Tingkat pertumbuhan (Rateof growth programs).

Mencerminkan tingkat perkembangan fisik yang diperoleh dalam satu tahun dengan ukuran
fasilitas umum yang tersedia.
5.

Eksaksi (Exaction)

Cara ini mengharuskan pengembang membayar untuk peningkatan prasarana yang diperlukan oleh
pembangunan fisik baru. Cara ini dapat lebih jauh lagi, seperti pengembang harus meningkatkan jalan
raya yang menuju ke likasi yang dibangun, memasang lampu pengatur lalu lintas, dan membangun
drainase dari lokasi ke jaringan terdekat yang sudah ada.
6.

Kapasitas atau Daya Dukung (Carrying Capacity).

Cara ini menunjukkan batas atau jumlah penduduk yang dapat mendiami suatu area.
Model struktur ruang perkotaan ditinjau dari pola penggunaan lahan antara lain:
1.

Model sektor oleh Homer Hoyt (1939).

Homer Hoyt dalam Teori Sektor menyatakan pola perkembangan sebuah kota atau ekspansi kota ke
daerah pinggiran dapat terjadi dalam tiga bentuk, yaitu:
Perluasan mengikuti perkembangan sumbu atau dengan kata lain perluasannya akan
mengikuti jalur jalan transportasi ke daerah pinggiran kota.
Daerah-daerah hinterland di luar kota semakin lama semakin berkembang dan akhirnya
bergabung pada kota yang lebih besar.
Menggabungkan kota inti dengan daerah-daerah di pinggiran yang disebut konurbasi.

187

Gambar 1. Model Sektor Homer Hoyt.

2. Model Cincin Konsentrik (Concentric Zone Concept-E.W. Burgess 1925)

Gambar 2. Model Cincin Konsentrik (E.W. Burgess)

Model cincin konsentrik E.W. Burgess dijelaskan sebagai berikut:

a. Pusat kota terletak pada bagian dalam ( CBD) yang terdiri atas : bangunan-bangunan kantor, hotel,
bank, bioskop, pasar dan toko pusat perbelanjaan.
b. Lingkaran tengah pertama terdapat jalur alih : rumah-rumah sewaan, kawasan industri,
perumahan buruh.
c. Lingkaran tengah kedua terletak jalur wisma buruh, yaitu kawasan perumahan untuk tenaga kerja
pabrik.
d. Lingkaran luar terdapat jalur madyawisma, yaitu kawasan perumahan yang luas untuk
tenaga kerja halus dan kaum madya ( middle class)
3. Model Inti Ganda (C.D. Harris dan F.L. Ullman)

Gambar 3. Model Inti Ganda C.D. Harris

dan F.L. Ullman.

188

Model Multiple Nuclei yang dikembangkan Harris dan Ulman menyatakan bahwa suatu kota terdiri
dari : pusat kota, kawasan kegiatan ekonomi, kawasan hunian dan pusat lainnya. Pola penggunaan
tanahnya yaitu :
a. Pusat kota
b. Kawasan Niaga dan industri ringan
c. Kawasan murbawisma, tempat tinggal kualitas rendah
d. Kawasan Madyawisma, tempat tinggal berkualitas menengah
e. Kawasan Adiwisma, tempat tinggal berkualitas tinggi
f. Pusat Industri berat
g. Pusat niaga/ perbelanjaan lain di penggiran
h. Sub urb kawasan madyawisma dan adiwisma
i. Sub Urb kawasan industri

2.2 Kesejahteraan Penduduk

Kesejahteraan penduduk perkotaan, ditandai dengan kuantitas keluarga-keluarga kecil yang masuk pada
tingkat tertinggi dalam kategori keluarga sejahtera. Menurut Undang-Undang No.10 Tahun 1992 Tentang
Perkembangan Kependudukan dan Pembangunan Keluarga Sejahtera, Keluarga Sejahtera adalah
keluarga yang dibentuk atas dasar perkawinan yang sah, mampu memenuhi kebutuhan hidup spiritual dan
material yang layak, bertakwa kepada Tuhan Yang Maha Esa, memiliki hubungan yang serasi , selaras
dan seimbang, antara anggota dan antar anggota keluarga dengan masyarakat dan lingkungan.
Kantor Menteri Negara Kependudukan/BKKBN tahun 1997 mengeluarkan tahapan pencapaian tingkat
kesejahteraan keluarga sebagai berikut:
1. Keluarga sejahtera tahap 1; adalah keluarga-keluarga yang telah dapat memenuhi kebutuhan dasar,
tetapi belum dapat memenuhi kebutuhan sosial psikologisnya.
2. Keluarga sejahtera tahap 2; yaitu keluarga-keluarga yang dapat memenuhi seluruh kebutuhan dasar
dan kebutuhan psikologisnya, tapi belum dapat memenuhi kebutuhan perkembangannya seperti
menabung dan memperoleh informasi.
3. Keluarga sejahtera tahap 3; yaitu keluarga yang dapat memenuhi kebutuhan dasar, kebutuhan sosial
psikologis, dan kebutuhan pengembangan, namun belum dapat memberikan sumbangan maksimal
pada masyarakat.
4. Keluarga sejahtera tahap 3 plus; yaitu keluarga yang dapat memenuhi seluruh kebutuhan, meliputi
kebutuhan dasar, sosial psikologis, dan pengembangan, serta dapat memberikan sumbangan nyata
kepada masyarakat.
Kemiskinan adalah masalah multidimensi yang dapat dilihat dari bentuk yang berbeda tergantung kepada
kondisi lokal di negara-negara berkembang. Namun akses yang minim adalah masalah yang umum yang
menyebabkan banyak keluarga belum sejahtera:

Akses minim ke sumber-sumber pendapatan yang aman

Akses minim ke fasilitas kesehatan (dokter,bidan,rumah sakit)
Akses minim ke fasilitas pendidikan (pendidikan tingkat atas dan menengah, sekolah kejuruan
dan pendidikan tinggi)
Akses minim ke akomodasi yang aman
Akses minim ke institusi kebijakan sosial dan sosiokultural yang menghalangi mereka untuk
terlibat dalam kegiatan publik.
Akses yang minim ke fasilitas-fasilitas dasar tersebut mengakibatkan penduduk mengalami
hambatan dalam pemenuhan kebutuhannya, dan tidak dapat memenuhi kriteria-kriteria dasar untuk
menjadi keluarga sejahtera.

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2.3 Pengaruh Jaringan Transportasi Terhadap Perkembangan Kota

Transportasi memiliki peran yang sangat strategis dalam mendukung fungsi suatu wilayah. Untuk itu,
transportasi sebagai media pergerakan barang dan jasa harus mampu mencerminkan tingkat efisiensi dan
efektifitas wilayah dalam hal mobilitas dan aksesibilitas baik secara internal maupun eksternal.
Pembangunan transportasi diarahkan untuk meningkatkan aksesibilitas dan mobilitas antar wilayah.
Aksesibilitas dan mobilitas akan terasa efektif jika tersedia jaringan transportasi yang memadai.
Jaringan transportasi meliputi:
1. Jaringan transportasi darat meliputi jalan bebas hambatan atau jalan tol, jalan arteri primer dan jalan
kolektor.
2. Jaringan jalan kereta api.
3. Jaringan transportasi penyeberangan meliputi jembatan antar pulau.
4. Jaringan transportasi laut meliputi:

pelabuhan laut utama meliputi pelabuhan laut utama primer, pelabuhan laut utama sekunder,
pelabuhan laut utama tersier, pelabuhan pengumpan regional dan pelabuhan pengumpan local.

alur pelayaran laut.

5. Jaringan transportasi udara meliputi :

bandar udara pusat penyebaran primer

bandar udara pusat penyebaran sekunder
bandar udara pusat penyebaran tersier
bandar udara bukan pusat penyebaran

Jaringan transportasi darat terutama jalan sangat berperan dalam membentuk ekspresi keruangan
perkembangan wilayah. Bentuk ekspresi tersebut antara lain :
Bentuk konsentris (concentric development)
Bentuk pita (ribbon development/lineair development)
Bentuk melompat (leap frog development)
Babcock (1932), dengan Teori Poros menekankan peran transportasi dalam mempengaruhi
perkembangan dan struktur ruang kota. Faktor utama yang mempengaruhi mobilitas adalah poros
transportasi yang menghubungkan pusat kota (CBD) dengan daerah bagian luarnya. Daerah yang dilalui
transportasi akan mengalami perkembangan fisik yang berbeda dengan daerah diantara jalur-jalur
transportasi. Perkembangan zone-zone yang ada pada daerah sepanjang poros transportasi akan terlihat
lebih besar dibandingkan dengan daerah yang terletak diantaranya.
Yunus (2000), menyatakan bahwa berdasarkan studi Herbert (1976) di beberapa kota di Amerika
membuktikan bahwa perkembangan prasarana transportasi termasuk pembangunan jalan akan sangat
mempengaruhi perkembangan dan morfologi kota. Kota-kota di Amerika adalah kota-kota yang
terkondisikan oleh kemajuan teknologi di bidang transportasi darat mulai dari terbentuknya sampai
dengan perkembangannya.
Proses perkembangan ruang perkotaan dipengaruhi oleh beberapa faktor. Menurut Lee (1979) dalam
Yunus (2005), ada 6 (enam) faktor yang berpengaruh kuat terhadap proses perkembangan ruang dan juga
mencerminkan variasi intensitas perkembangan ruang, yaitu:
1.
2.
3.
4.
5.
6.

Faktor aksesibilitas (accessibility)

Faktor pelayanan umum (public service)
Karakteristik lahan (land characteristic)
Karakteristik pemilik lahan (land owned characteristic)
Keberadaan peraturan yang mengatur tata guna lahan (regulatory measures)
Prakarsa pengembang (developers initiative)

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Aksesibilitas merupakan hal utama dalam proses perkembangan ruang perkotaan. Sebagian besar kota di
Indonesia mulai berkembang mengikuti pola jalur transportasi yang ada, karena itu kota-kota awalnya
berbentuk linier. Seiring dengan berkembangnya kota, maka ketersediaan akses ke daerah yang baru
berkembang adalah mutlak. Ketersediaan akses ini akan menjamin mobilitas penduduk ke berbagai area
kota. Namun kebanyakan perencanaan transportasi di perkotaan tidak berkelanjutan, dalam arti tidak
dapat menjangkau kebutuhan seluruh penduduk di berbagai tempat. Sekitar 50% penduduk di negara
berkembang tinggal di kota dan setengah dari penduduk yang tinggal di kota adalah penduduk
termarjinalisasi, yang bermukim di daerah permukiman informal atau kumuh, atau menjadi tuna wisma.
Sebagian lagi penduduk tinggal di area periphery dan pedesaan, dan kebutuhan mereka akan akses atau
sistem transportasi yang baik kadang terlupakan. Sulitnya akses untuk masyarakat yang tinggal di
periphery menyebabkan mereka harus melakukan usaha dan waktu yang besar dalam rangka mencapai
fasilitas kesehatan dan pendidikan, serta sumber pendapatan formal dan informal. Kesehatan, pendidikan
dan sumber pendapatan merupakan faktor penting untuk meningkatkan standar kualitas hidup. Oleh
karena sebagian masyarakat berada pada kondisi mobilitas yang rendah akibat kurangnya sarana, maka
kualitas hidup mereka pun rendah.
Ada beberapa manfaat yang didapatkan jika ketersediaan akses yang berkualitas dapat menjangkau
masyarakat di pedesaan, yaitu:
Berkurangnya durasi waktu yang diperlukan untuk mencapai pusat-pusat kota terdekat
Semakin baik sistem tranportasi yang ada, maka semakin kecil dana yang dikeluarkan penduduk
dalam mobilitas sehari-harinya
Penduduk akan lebih mudah menjangkau sarana-sarana kesehatan, pendidikan dan sumbersumber pendapatan formal dan informal.
Jalan di daerah pedesaan yang sudah ditingkatkan kualitasnya menjamin ketersediaan akses sepanjang
tahun, sehingga penduduk desa dapat menginvestasikan waktu dan sumber daya terhadap wilayah luar
yang sulit dicapai. Mereka paham bahwa komunikasi dan hubungan dengan dengan dunia luar adalah
sesuatu yang mungkin, dan mereka dapat menggunakan berbagai jenis jasa transportasi, yang lebih sering
ada, membutuhkan waktu yang lebih singkat untuk mencapai pusat kota terdekat, dan umumnya dengan
biaya yang lebih murah dibandingkan ketika jalan belum direhabilitasi.Oleh karena itu, jalan di pedesaan
merupakan kondisi yang harus diberikan untuk perkembangan kehidupan sehari-hari dimana proyek
tersebut dilaksanakan.
Berdasarkan keuntungan-keuntungan yang disebut di atas, jalan sudah pasti merupakan kondisi penting
untuk meningkatkan kualitas hidup di daerah pedesaan. Namun, distribusi manfaat secara sosioekonomi
yang diakibatkan oleh adanya jalan tersebut adalah sebuah isu yang berbeda.
Beberapa asumsi muncul yang menyatakan bahwa peningkatan ekonomi kota yang dipicu oleh
meningkatnya fasilitas transportasi menghasilkan pekerjaan-pekerjaan baru dan tenaga kerja miskin yang
kurang berkualitas dapat menemukan sumber pendapatan baru, khususnya sektor pelayanan. Namun,
hasil selama 20 tahun terakhir menunjukkan bahwa asumsi ini tidak terjadi, kecuali pada beberapa negara
berkembang yang sedang bangkit. Ada beberapa alasan untuk hal ini:

Infrastruktur transportasi baru adalah penting, namun pengaruhnya tidak cukup tinggi untuk
meningkatkan produktivitas ekonomi di perkotaan.
Pertumbuhan ekonomi dan peningkatan pada produk urban adalah segalanya tapi tidak cukup
untuk mengurangi kemiskinan kota.

Sebuah penelitian yang dilakukan CIFOR pada tahun 2007 tentang kesejahteraan penduduk di Kampung
Kutai Barat, menunjukkan bahwa setelah adanya perbaikan kualitas jalan di daerah tersebut, maka:
Akses terhadap barang meningkat; akibat peningkatan prasarana transportasi, akses terhadap
barang meningkat karena penduduk dapat menjangkau pasar, atau pedagang dapat mengunjungi
kampung mereka (pasar malam dan truk).
Biaya untuk mendapatkan barang meningkat ; sekitar 68,5% rumah tangga yang diwawancarai
menyatakan bahwa pengeluaran harian mereka meningkat selama 5 tahun terakhir. Masyarakat
membelanjakan lebih banyak uang untuk barang, termasuk peralatan elektronik dan sepeda
motor. Ini terjadi karena ketersediaan uang dan barang meningkat (melalui akses ke pasar yang
lebih baik, dana kompensasi dan penghasilan dari penebangan kayu). Tetapi biaya hidup juga

191

meningkat, misalnya harga beras, minyak goreng, gula dan rokok di Kecamatan Jempang
meningkat dua kali lipat antara tahun 2000 dan 2006. Tetapi harga komoditi bervariasi hingga
100% antara Dataran Tinggi dan Hulu Riam. Di sisi lain, penghasilan dari sumber daya alam
(seperti kayu dan rotan) tidak meningkat secara proporsional.

3.

Metodologi Penelitian

Lokasi Penelitian
Penelitian dilakukan di Desa Beringin KecamatanBeringin yaitu untuk melihat seberapa jauh peningkatan
perekonomian masyarakat desa tersebut setelah dibangun Bandara Kuala Namu. Selanjutnya menetapkan
sejumlah orang pada desa tersebut yakni 40 orang.
Alat dan Bahan
Penelitian menggunakan alat dan bahan berupa peta, wawancara dan questioner.
Metode Penelitian
Penelitian menggunakan pendekatan kuantitatif berdasarkan hasil penyebaran kuisioner. Kemudian dari
data tersebut akan dilakukan generalisasi tentang pertanyaan yang diajukan, dan diarahkan pada tujuan
penelitian. Data penelitian terdiri dari dua jenis, yakni data primer dan data skunder. Data primer adalah
data yang dikumpulkan melalui teknik questioner dan wawancara. Data sekunder adalah data yang
diperoleh melalui teknik dokumentasi, literatur serta hasil penelitian yang relevan.

4.

Hasil Penelitian

4.1 Gambaran Umum Kawasan

Lokasi penelitian terletak di Desa Beringin, Kabupaten Deli Serdang yang berada pada ketinggian 0 8
meter dari permukaan air laut dengan suhu udara rata-rata adalah antara 23 s/d 32 derajat Celcius dan
berjarak 1 km dari Bandara Kuala Namu. Sebelum pembangunan bandara, desa ini memiliki luas 430 ha,
sedangkan setelah adanya pembebasan lahan untuk Bandara Kuala Namu, luasnya menjadi 310 ha.

Gambar 4. Desa Beringin, Kecamatan Beringin,

Kabupaten Deli Serdang.

Desa Beringin berbatasan di Utara dengan Desa Ramunia II, sebelah Selatan berbatasan dengan Desa
Karang Anyar, sebelah Timur berbatasan dengan Desa Sidoarjo Ramunia dan sebelah Barat berbatasan
dengan areal Bandara Kuala Namu.

192

Gambar 5. Peta Kecamatan Beringin

Berdasarkan data penduduk Kabupaten Deli Serdang, penduduk Desa Beringin berjumlah 6.975 jiwa
(data Maret 2007) dengan proporsi laki-laki 3.412 jiwa dan perempuan 3.563 jiwa. Dari segi etnis,
penduduk Desa Beringin terdiri atas berbagai macam suku antara lain suku Melayu, Jawa, Minang,
Tapanuli, Kalimantan dan keturunan Tionghoa. Penduduk ini tersebar di 8 dusun yang terdapat di Desa
Beringin. Mata pencaharian utama penduduk adalah petani dan buruh tani,sedangkan sebagian kecil
sebagai pedagang, nelayan dan pegawai negeri.

4.2 Kondisi Ekonomi Penduduk

Penyebaran kuisioner untuk penelitian ini dilakukan pada area yang merupakan salah satu akses menuju
Bandara Kuala Namu.
Pertanyaan terbagi atas pertanyaan dasar dan pertanyaan inti. Pertanyaan dasar menggali status ekonomi
awal responden. Jawaban dari pertanyaan dasar diharapkan dapat menyimpulkan status ekonomi
responden saat ini. Seluruh responden yang menjawab kuisioner adalah kepala keluarga laki-laki.
Berdasarkan kondisi lokasi, diperkirakan responden merupakan penduduk yang memiliki kebun di lokasi
penelitian. Pertanyaan awal merupakan pertanyaan tentang luas lahan yang dimiliki responden. Jawaban
atas pertanyaan ini dapat dilihat pada Diagram 1. Diagram 1 menunjukkan bahwa lebih setengah dari
responden merupakan penduduk dengan luas kebun yang sedikit, dan 20% responden memiliki luas lahan
0,5-2 rante.
Diagram 1.
Luas Lahan Yang Dimiliki
10%
10%

< 0,5 rante

0,5-2 rante
20%

60%

>10 rante
tidak ada

Selanjutnya pertanyaan mengenai status ekonomi responden adalah rata-rata jumlah pengeluaran
reponden setiap bulannya. Pada Diagram 2, dapat terlihat bahwa pengeluaran responden setiap bulan
bervariasi dan memiliki persentasi yang seimbang dari range pengeluaran terkecil (Rp 500.000 s.d. Rp
1.000.000), pengeluaran sedang (RP 1.000.000 s.d. Rp 2.000.000) hingga pengeluaran tinggi (lebih besar
dari Rp 4.000.000).

193

Diagram 2.
Pengeluaran per Bulan

40%

30%

Rp 500.000 Rp 1.000.000
Rp 1.000.000 Rp 2.000.000
>Rp 4.000.000

30%

Selanjutnya mengenai alat transportasi yang digunakan penduduk sehari-hari dapat dilihat pada Diagram
3. Dari jawaban responden dapat dilihat bahwa penduduk sebagian besar menggunakan kenderaan pribadi
roda dua sebagai alat transportasinya sehari-hari. Kemudian diikuti oleh 20% responden yang
menggunakan kenderaan pribadi roda 4 dan hanya 10% responden yang menggunakan angkutan umum.

Diagram 3.
Alat Transportasi
10%
Sepeda Motor
20%

Mobil
70%

Angkutan
Umum

Jawaban dari ketiga pertanyaan di atas menunjukkan bahwa sebagian besar responden merupakan
penduduk dengan lahan kebun yang relatif kecil, namun melihat dari kategori pengeluaran responden
termasuk penduduk dengan pengeluaran kategori menengah. Ditambah dengan fakta bahwa 70%
responden memiliki sepeda motor menunjukkan meskipun memiliki lahan kecil, namun mereka masih
mampu membeli sepeda motor. Hal ini mengindikasikan rata-rata responden dari kelompok penduduk
golongan ekonomi menengah.
Dari Diagram 3 juga dapat dilihat bahwa dari seluruh responden, terdapat 10% responden yang tidak
memiliki kenderaan pribadi dan mobilitas sehari-harinya menggunakan kenderaan umum.

4.3 Kondisi Aksesibilitas Lokasi

Kelompok pertanyaan selanjutnya adalah mengenai kualitas sarana transportasi di lokasi penelitian
sebelum dibangunnya Bandara Kuala Namu. Pertanyaan ini dimaksudkan untuk mengetahui kondisi
sarana transportasi sebelum adanya Bandara Kuala Namu, untuk kemudian dibandingkan dengan setelah
adanya Bandara Kuala Namu berdasarkan pengamatan peneliti. Responden ditanyakan mengenai kondisi
jalan di tempat tinggal mereka sebelum ada Bandara Kuala Namu. Untuk pertanyaan ini, 50% responden
menyatakan kualitas jalan yang berlobang sedangkan 40% menjawab tidak rata. Jawaban responden
dapat dilihat pada Diagram 4.

194

Diagram 4.
Kondisi Jalan Sebelum Ada Bandara Kuala
Namu
Berlubang
40%
50%

Becek kalau
hujan
Tidak rata

10%
Pertanyaan selanjutnya adalah mengenai lebar jalan di lokasi penelitian sebelum adanya Bandara Kuala
Namu. Responden menjawab bahwa lebar jalan adalah 2 4 meter sebesar 50%. Jawaban lainnya
bervariasi dengan jumlah yang seimbang. Ini menunjukkan bahwa sebelum adanya Bandara Kuala Namu,
lebar jalan sebenarnya termasuk kategori standar, namun tidak sama sepanjang koridor di lokasi
penelitian (Lihat Diagram 5). Responden juga ditanyakan mengenai kualitas jalan setelah adanya
pembangunan Bandara Kuala Namu. Ternyata menurut responden kualitas jalan di lokasi penelitian
membaik setelah mulai dibangunnya Bandara Kuala Namu (lihat Diagram 6).
Diagram 5.
Lebar Jalan

20%

30%

< 2 meter
2 - 4 meter
4 - 6 meter

50%

Diagram 6.
Kondisi Jalan Setelah Ada Bandara Kuala
Namu
10%

Rata

30%

50%
10%

Mulus

Tidak
berlobang
Tidak
menjawab

Pertanyaan-pertanyaan mengenai kondisi jalan di lokasi penelitian memperlihatkan bahwa kualitas jalan
sebelum adanya Bandara Kuala Namu berada pada kondisi tidak baik. Sebagian besar responden
menjawab kondisi jalan berlubang sebelum adanya Bandara Kuala Namu. Namun setelah adanya

195

bandara, kualitas jalan membaik, meskipun tidak pada kualitas tertinggi. Hal ini adalah akibat
pembangunan Bandara Kuala Namu memerlukan akses yang baik untuk pengangkutan material ke dan
dari bandara, pihak kontraktor yang terlibat dalam pembangunan bandara meningkatkan kualitas akses
yang dalam hal ini juga menguntungkan penduduk setempat.

4.4 Pengaruh Bandara Kuala Namu Terhadap Perekonomian Penduduk

Kelompok pertanyaan selanjutnya adalah tentang peningkatan kondisi ekonomi penduduk setelah adanya
Bandara Kuala Namu. Kemudahan akses dan meningkatnya pengguna jalan dapat berpengaruh pada
kondisi ekonomi penduduk. Pengaruh ini bisa jadi meningkatkan penghasilan penduduk, namun juga
dapat mengurangi penghasilan penduduk. Responden ditanyakan tentang peningkatan kehidupan
ekonomi setelah meningkatnya kualitas jalan di tempat tinggal mereka. 70% responden menjawab bahwa
kehidupan ekonomi mereka menjadi lebih baik setelah adanya perbaikan jalan. Hanya 20% responden
yang menjawab tidak ada perubahan setelah adanya perbaikan jalan (Lihat Diagram 7).

Diagram 7.
Peningkatan Kehidupan Ekonomi
10%
Lebih baik
20%

Tidak ada
perubahan
70%

Tidak tahu

Pertanyaan terakhir pada responden adalah bagaimana penghasilan responden setelah adanya
pembangunan Bandara Kuala Namu. Arahan dari pertanyaan ini adalah melihat apakah responden
memiliki sumber-sumber penghasilan baru sejak adanya pembangunan bandara, apakah ada penurunan
penghasilan dari sumber penghasilan lama, ataukah penghasilan lama mengalami peningkatan dan
mereka juga memiliki sumber-sumber penghasilan baru yang dapat meningkatkan kondisi ekonomi
mereka. Namun ternyata 50% responden menyatakan bahwa tidak ada perubahan dari segi penghasilan
mereka sejak pembangunan Bandara Kuala Namu. 20% responden mengalami peningkatan penghasilan
baik itu dari sumber penghasilan lama atau dari sumber penghasilan baru. Sedangkan yang mengalami
peningkatan penghasilan dari sumber penghasilan lama dan sumber penghasilan baru ada 30% responden
(lihat Diagram 8).
Diagram 7 dan 8 menunjukkan kondisi ekonomi responden akibat adanya Bandara Kuala Namu. 70%
responden menyatakan kehidupan ekonomi mereka lebih baik setelah adanya bandara, namun ternyata
hanya 40% yang mengalami peningkatan penghasilan, baik itu dari mata pencaharian lama ataupun dari
sumber-sumber penghasilan baru. Sedangkan 50% responden menyatakan tidak ada perubahan.

196

Diagram 8.
Kuantitas Penghasilan Setelah Pembangunan
Bandara Kuala Namu
Tidak berubah

30%
50%
10%
10%

5.

Mata pencaharian lama

berkurang, bertambah
dari sumber lain
Mata pencaharian lama
meningkat, sumber lain
berkurang
Mata pencaharian lama
dan sumber baru samasama meningkat

Kesimpulan

Berdasarkan analisis dan temuan yang didapatkan pada penelitian ini maka dapat diambil kesimpulan
bahwa saat ini, penyediaan akses di lokasi penelitian berkaitan dengan dibangunnya Bandara Kuala
Namu, tidak banyak berpengaruh terhadap peningkatan penghasilan penduduk. Kesimpulan ini
didapatkan berdasarkan temuan-temuan berikut:

Penduduk di Desa Beringin didominasi oleh penduduk dengan golongan ekonomi menengah ke
bawah. Hasil kuisioner menunjukkan bahwa adanya kesesuaian antara jumlah lahan yang dimiliki
penduduk, dengan alat transportasi yang mereka gunakan dan pengeluaran per bulan. Jumlah lahan
yang dimiliki penduduk pada kategori sedang (0,5-2 rante) hanya mendapat persentasi 20% dari
total responden, sedangkan kepemilikan di bawah 0,5 rante mendominasi dengan jumlah responden
60%. Jika dikaitkan dengan alat transportasi yang mereka gunakan, maka ada kesesuaian dimana
ada 70% responden yang menggunakan sepeda motor sebagai alat transportasinya sehari-hari.

Sejak Bandar Udara Kuala Namu mulai dibangun, terjadi perbaikan kondisi jalan di Desa Beringin.
Responden yang ditanyakan mengenai kualitas jalan sebanyak 50% menyatakan jalan menjadi rata
dan sebanyak 50% responden juga menyatakan bahwa sebelum pendirian bandara, kondisi jalan
buruk. Dampak positif dari pembangunan Bandar Udara Kuala Namu ternyata adalah meningkatnya
kualitas jaringan jalan dari dan menuju desa.

Membaiknya sarana transportasi berarti meningkatkan kuantitas pengendara yang melewati jalan
tersebut, dan ini merupakan peluang munculnya sumber-sumber penghasilan baru. Namun tidak
semua penduduk dapat melihat dan memanfaatkan peluang tersebut untuk menjadikannya sumber
penghasilan baru selain mata pencaharian lama mereka. Hasil kuisioner menunjukkan bahwa dari
seluruh responden, hanya 30% responden yang mengakui adanya sumber penghasilan baru pada
kehidupan mereka (Diagram 8).

6.

Rekomendasi

Berdasarkan hasil analisis dan kesimpulan, maka penulis merekomendasikan hal-hal sebagai berikut:
Dengan terbukanya akses dari dan menuju Bandara Kuala Namu, maka terjadi peningkatan pengguna
jalan desa tersebut, dan hal ini merupakan peluang munculnya sumber penghasilan baru. Namun tidak
semua penduduk melihat peluang ini. Penyuluhan atau pelatihan kewirausahaan dapat dilakukan pada
penduduk desa, sehingga mereka dapat melihat peluang ekonomi dan memanfaatkannya. Dengan cara
ini, pemindahan bandara akan memang membawa dampak positif secara ekonomi bagi penduduk
sekitar.

197

 Penelitian ini dilakukan ketika Bandara Kuala Namu berada dalam tahap akhir pembangunan, namun
belum beroperasi. Oleh karena itu, hasil penelitian masih berdasarkan kondisi sekarang. Perlu
diadakan penelitian lebih lanjut ketika bandar udara sudah beroperasi, untuk melihat apakah ada
perbedaan dampak pada perekonomian penduduk jika bandar udara sudah beroperasi.

Daftar Pustaka
[1] Faturochman, Tamtiari,W. , Sembiring,H. 1998. Dampak KB Terhadap Kesejahteraan: Mitos Dan
Kenyataan.
[2] Faturochman, Dwiyanto, Agus. 1998. Validitas dan Reliabilitas Pengukuran Keluarga Sejahtera.
Jurnal Populasi: Yogyakarta.
[3] Gnner, C., Cahyat, A., Haug, M. dan Limberg, G. 2007. Menuju Kesejahteraan: Pemantauan
Kemiskinan di Kutai Barat, Indonesia. CIFOR, Bogor, Indonesia. 99p
[4] Hettige, H. 2006. When Do Rural Roads Benefit The Poor and How?An In Depth Analysis Based on
Case Studies. Asian Development Banks, Phillipines.
[5] Kaltheier, Ralf M. 2002. Urban Transport and Poverty in Developing Countries. Master Copy oHG
Digitales Druck- und Copycenter, Germany.
[6] TESIS
Adji, Y. 2008. Pengaruh Ruas Jalan Arteri Soekarno Hatta Terhadap Fisik Kawasan di
Sekitarnya. Universitas Diponegoro, Semarang.
[7] PERATURAN
Undang-undang Nomor 10 Tahun 1992 Tentang Perkembangan Kependudukan dan Pembangunan
Keluarga Sejahtera.

198

PENGARUH KEBUDAYAAN KARO TERHADAP PERENCANAAN

RUMAH TINGGAL DI DESA LINGGA, KABUPATEN KARO
Imam Faisal Pane
Department of Architecture University of Sumatera Utara
raihanpane@yahoo.com

Abstrak. Proses kebudayaan merupakan cerminan dari adanya suatu

kegiatan dalam masyarakat dan menandakan bahwa proses kebudayaan
sedang berlangsung. Proses ini terjadi secara terus menerus sesuai dengan
kondisi masyarakat dan dapat dipengaruhi oleh budaya yang lain.
Kebudayaan ini akan menghasilkan suatu artefak atau hasil dari budaya itu
sendiri, selanjutnya budaya tersebut akan menghasilkan suatu bangunan
yang dapat merepresentasikan budaya ini lebih utuh dan konkret. Secara
lebih luas akan dilihat bahwa proses terjadinya bangunan akan
menghasilkan arsitektur dengan cirri-ciri tertentu yang saat sekarang
banyak disebut orang dengan Arsitektur tradisional.
Hal ini membawa pengaruh terhadap perencanaan rumah tinggal terutama
yang masih ingin menerapkan kebudayaan itu secara murni pada saat
sekarang ini tetapi kondisi sudah jauh berbeda, maka tulisan ingin melihat
sejauh mana representasi budaya itu dapat berpengaruh kepada
perencanaan rumah tinggal di Desa Lingga Kabupaten Karo dan dalam
lingkup Kebudayaan Karo.
Kata kunci : budaya, kebudayaan karo, arsitektur tradisonal

1.

Pendahuluan

Arsitektur adalah lingkungan binaan yang merepresentasikan dari perilaku pengguna. Perilaku ini
tercermin dari hasil budaya masyarakatnya. Dalam kehidupan sehari-hari budaya membawa peran sentral
didalam sendi-sendi kehidupan, dalam adat ketimuran kebudayaan yang bersumber dari adat dan tradisi
tetap berlangsung walaupun sudah mengalami perubahan sebagai akibat dari modernisasi.
Peran sentral dalam proses kebudayaan ini ialah tak lain dari manusianya itu sendiri dan manusia itu turut
serta dalam proses pembentukan kebuyaan itu sendiri. Kebudayaan bersumber dari hubungan atau
interaksi yang saling mendukung satu sama lain baik itu hubungan manusia dengan manusia atau
hubungan manusia dengan alam sekitarnya. Hubungan ini harus harmonis dan dapat dipertanggung
jawabkan untuk menghasilkan sesuatu yang diharapkan kelak terutama untuk memenuhi kebutuhan
manusia secara fisik dan mental.
Segala upaya untuk menciptakan rasa kekeluargaan dan kebersamaan dalam mengarungi hidup dan
kehidupan merupakan produk dari kebudayaan. Hal ini terlihat jelas ada hal yang potensial untuk
dikembangkan walaupun tantangan itu tetap ada.
Menurut Koentjaraningrat (1990) dalam bukunya Pengantar Ilmu Antropology bahwa kebudayaan
dibagi atas 3 wujud yaitu :
Wujud kebudayaan sebagai suatu kompleks dari ide-ide, gagasan, nilai-nilai, norma-norma,
peraturan dan sebagainya atau disebut juga sebagai cultural system.
Wujud kebudayaan sebagai suatu kompleks aktivitas serta tindakan berpola dari manusia
dalam masyarakat atau disebut juga sebagai sosial system.
Wujud kebudayaan sebagai benda-benda hasil karya manusia atau disebut juga sebagai
kebudayaan fisik.
Lebih lanjut Koentjaraningrat mengatakan bahwa ketiga wujud kebudayaan diatas tidak dapat terpisahkan
satu dengan yang lain dan kebudayaan yang ideal serta adat istiadat mengatur dan memberi arah kepada
tindakan dan karya manusia yang akan menghasilkan kebudayaan yang berbentuk fisik. Kebudayaan fisik

199

ini akan membentuk suatu lingkungan yang akan mempengaruhi pola dan tingkah laku manusianya
bahkan bisa mempengaruhi cara berpikirnya.

2.

Kebudayaan Karo

Menurut Koentjaraningrat (1990) kata kebudayaan berasal dari bahasa Sansekerta yaitu buddhayah yang
merupakan bentuk jamak dari buddhi yang berarti budi atau akal, dengan demikian kebudayaan dapat
diartikan hal-hal yang bersangkutan dengan akal. Budaya merupakan kata majemuk dari budi-daya yang
berarti daya dari budaya yang berupa cipta, karsa dan rasa, sedang kebudayaan adalah hasil dari cipta,
karsa dan rasa tersebut.
Masih menurut Koentjaraningrat kata culture yang berasal dari bahasa asing yang artinya sama dengan
kebudayaan, berasal dari bahasa latin yaitu colere yang berarti mengolah, mengerjakan, khususnya
mengolah tanah atau bertani. Dari pengertian ini dapat disimpulkan bahwa culture berarti segala daya
upaya serta tindakan manusia untuk mengolah tanah dan merubah alam. Lebih lanjut Koentjaraningrat
mengatakan bahwa disamping istilah kebudayaan ada pula istilah peradaban, yang biasanya dipakai untuk
menyebut bagian-bagian dan unsur-unsur dari kebudayaan yang halus, maju, dan indah, seperti kesenian,
ilmu pengetahuan, adat sopan-santun pergaulan, kepandaian menulis, organisasi kenegaraan dan
sebagainya. Melihat paparan diatas terlihat bahwa kebudayaan erat kaitannya dengan penciptaan sebagai
hasil dari segala sesuatu tindakan manusia untuk mempertahankan hidupnya.
Kebudayaan Karo yang diperkirakan telah ada sekitar tahun 1250 dengan berdirinya kerajaan yang
bernama Haru (Aru) dan wilayah kerajaan ini meliputi dari Siak (Riau) sampai ke Sungai Wampu di
Langkat. Akibat kalah perang banyak rakyatnya yang lari ke daerah lain dan bermukim di daerah dataran
tinggi di dekat pegunungan. Luas daerahnya pada saat itu lebih kurang 5.000 km2 dan disebut dengan
suku Batak Karo.
Banyak sumber lain yang menyebutkan asal muasal suku Karo tersebut tetapi tidak akan dibicarakan
lebih lanjut yang terpenting saat ini adalah kebudayaan itu dapat juga terkontaminasi oleh pengaruh luar
yang masuk. Kebudayaan Karo terdiri atas beberapa aspek mendasar yang penting. Aspek disini dapat
dikatakan meliputi segala bentuk kegiatan dalam kehidupan sehari-hari masyarakat Karo yaitu Adat,
Kepercayaan, Hubungan kekeluargaan, Mata Pencaharian, Bahasa dan Aksara, Pemerintahan dan
Sistem Kepemimpinan, Kesenian, Arsitektur dan lain-lain. Dari aspek kebudayaan terlihat jelas bahwa
segala macam bentuk aktivitas dalam kehidupan ada didalamnya dan aspek ini juga turut berperan dalam
kehidupan sehari-hari masyarakatnya.
Dalam masyarakat Karo dikenal namanya marga atau merga yang menandakan suatu komunitas berbeda
dengan yang lainnya, disebut juga dengan nama Merga Silima (Ginting, Peranginangin, Sembiring,
Tarigan, dan Karo-Karo) yang disinyalir juga ada hubungannya dengan pengaruh Hindu. Pengaruh
Hindu ini banyak membawa perubahan dalam tata cara kehidupan masyarakatnya.
Kebudayaan Karo bersifat dinamis yang berarti dapat menerima pengaruh dari luar tetapi tidak secara
mutlak, pengaruh ini akan berproses dan membutuhkan waktu tertentu untuk beradaptasi dengan
kebudayaan aslinya, sebagai contoh pada acara perkawinan yang dulunya didasari oleh adat, saat
sekarang disandingkan dengan pengaruh agama dalam pelaksanaannya.
Dibawah ini diberikan contoh bangunan yang dinamakan Jambur sebagai tempat berkumpulnya
masyarakat untuk menyelesaikan satu masalah dengan cara musyawarah dan fungsi lain untuk tempat
tidur anak-anak muda serta tempat tidur untuk tamu yang datang dari daerah lain, disini terlihat
bahwasanya proses kebudayaan itu ternyata memerlukan ruang dan tempat. Ruang dan tempat ini
berintegrasi dengan lingkungan serta proses budaya tadi sehingga secara bertahap budaya tadi eksis
sampai sekarang walaupun banyak terjadi transformasi disegala aspek kehidupan.
Proses kebudayaan secara bertahap menghasilkan suatu bentuk arsitektur yang khas dan menggunakan
ketentuan yang ada di masyarakat Karo sendiri. Hasil karya arsitektur ini merupakan refleksai dari
budaya setempat yang perlu dilestarikan keberadaannya.

200

Gbr. 1 : Jambur (tempat berkumpulnya masyarakat )

3.

Kompleksitas dan Kontradiksi

Dalam bukunya yang berjudul Complexity and Contradiction in Architecture, Robert Venturi (1966)
ingin mengkritik keberadaan arsitektur modern yang pada saat itu sedang berjaya. Kritik itu demikian
hebatnya yang memicu lahirnya arsitektur posmodern.
Arsitektur modern yang lahir disebabkan oleh perkembangan ilmu pengetahuan dan teknologi.
Disamping itu terjadi pula perang dunia yang mengakibatkan kehancuran total, sehingga diperlukan
pembangunan kembali kota yang hancur dengan sistem yang cepat pula (pabrikasi). Industri berkembang
dengan cepat dan penggunaan mesin-mesin dalam bidang industri semakin banyak. Ciri yang tampak
pada masyarakat umum pun bergeser kepada rasionalisme dan fungsionalisme. Hal ini semua telihat juga
pada bentukan arsitektur yang mengarah kepada hal yang sama. Bangunan yang tecipta pada saat itu
mengarah kepada bentuk-bentuk seperti bangunan pabrik dan terjadi klasifikasi bangunan seperti pusat
perbelanjaan, pertokoan, lapangan terbang dan lain-lain.
Kemunculan arsitektur posmodern ini, lebih mengarah kepada konsep arsitektur yang berlawanan dengan
konsep arsitektur modern yang sangat universal dan mengagungkan fungsi sebagai titik tolaknya. Lebih
lanjut Robert Venturi mengatakan bahwa dengan kacamata masa sekarang, arsitektur masa lampau itu
saling kontradiktif satu sama lain tetapi diutarakan dengan pernyataan yang kompleks. Less is more
(sedikit itu lebih) yang dikemukakan oleh Mies Van Der Rohe untuk menyederhanakan berbagai berbagai
masalah yang ada menjadi Less is bore (sedikit itu membosankan) ungkap Venturi.
Arsitektur dicoba untuk disederhanakan oleh para arsitek pada masa itu, tetapi menurut venturi arsitektur
itu tidak dapat dipandang demikian karena bukan memilih antara yang satu dengan yang lain (either-or)
tetapai lebih kepada menggabungkan antara yang satu dengan yang lain (both-and).
Gabungan itu menjadi semacam pertentangan antara yang sederhana dengan yang rumit. Pertentangan itu
akan membawa semacam disain yang khas didalam arsitektur sehingga dapat diambil kesimpulan bahwa
arsitektur yang indah itu adalah pertentangan yang terjadi didalam arsitektur itu sendiri

4.

Arsitektur Posmodern

Seiring dengan diruntuhkannya rumah susun di Priut Igoe oleh Department of Housing and Urban
Development Amerika serikat yang mana bangunan ini pernah mendapat penghargaan oleh American
Institute of Architect bahwa arsitektur modern itu telah mati dan mulai saat itu lahirlah yang dikenal
dengan nama arsitektur posmodern.
Didalam bukunya yang berjudul The Language of Post Modern Architecture karangan Charles Jenks
(1977), disini dia berpendapat bahwa arsitektur itu sendiri tidak hanya dipandang dari segi fungsionanya
saja tetapi ada kondisi sosial yang dapat menjadi latar belakang suatu perubahan.
Lebih lanjut Jenks mengungkapkan bahwa ada 6 ciri utama yang dapat dilihat sebagai kondisi awal
arsitektur posmodern itu yaitu : Historicm (memandang ke masa lampau dan menerapkannya di bangunan
yang akan dibangun pada masa sekarang), Straight Revivalism (menggunakan bangunan-bangunan yang
ada pada masa sebelum modern tetapi memakai kaidah bangunan yang ada pada saat sekarang), NeoVernacular (menerapkan unsur-unsur yang telah ada atau baku pada masa arsitektur lampau), Adhocism
and Urbanist (turut berperan keterlibatan pengguna dalam proses perancangan, Metaphor and
Methaphysics (Bangunan yang bentuknya merupakan kiasan baik secara langsung maupun tidak), PostModern Space (mempunyai dua arti dan berifat transformasi terhadap keseluruhan bangunan).

201

Teori ini mendukung untuk digunakannya pandangan masa lalu sebagai tolak ukur dalam penerapan
perencanaan bangunan masa kini.
5.

Diskusi Teoritis

Melihat kedua teori yang dikemukakan diatas dapat dilihat bahwa apa yang dikemukakan oleh venturi
adalah kritikannya terhadap keberadaan arsitektur modern yang tidak sesuai lagi dengan kondisi yang ada
pada masa sekarang, tetapi yang menjadi pertanyaan bahwa apakah dengan menggabungkan unsur-unsur
didalam arsitektur (both-and) itu dapat menyelesaikan masalah didalam suatu bangunan.
Hal ini perlu kembali dikaji ulang karena bisa saja unsur yang satu ternyata telah ada didalam unsur yang
lain (unsur tersebut menyatu didalamnya secara bersama-sama) kalau melihat didalam arsitektur modern
yang sangat mengagungkan fungsi, mereka mengatakan bahwa pemakaian unsur dekoratif didalam
bangunan sama sekali tidak diperkenankan karena sarat dengan simbol tetapi dalam pelaksanaannya,
simbol itu tetap ada apalagi kalau dikaitkan dengan keseluruhan bangunan.
Teori ini ternyata untuk memilah hal tersebut menjadi satu pemikiran baru karena tidak semua orang
dapat menerima fungsionalitas secara mutlak tetapi masih ada sisi yang lain yang harus diperhatikan dan
venturi merasakannya sehingga ia mencoba untuk mempertentangkan unsur tersebut dalam wacana yang
lebih kompleks.
Bersamaan dengan hal tersebut Charles Jenks mengatakan bahwa arsitektur itu dapat dipandang sebagai
moda komunikasi yang terstruktur seperti halnya bahasa yang dikenal sehari-hari, moda komunikasi ini
dapat dibagi menjadi 4 yaitu words atau kata-kata, syntax yaitu semacam peraturan yang mengatur katakata tersebut, semantic yaitu arti dari kata-kata tersebut dan metaphor yaitu arti atau kiasan yang muncul
setelah kata-kata tadi dirangkaikan.
Melihat pernyataan diatas dapat dilihat bahwa apa yang dikemukakan venturi sebelumnya telah dibuat
lebih terstruktur oleh Jenks dengan memilah-milah unsurnya sehingga unsur tersebut dapat
dipertentangkan untuk membangunan suatu pengertian yang baru. Sebelumnya Jenks mengatakan bahwa
arsitektur posmodern itu terdapat 6 (enam) kondisi awal yang dapat dilihat, seperti yang telah
dikemukakan diatas, kondisi ini mencerminkan juga yang telah dikemukakan oleh Venturi bahwa unsurunsur lokal dapat dikembangkan menjadi bagian didalam perencanaan selanjutnya.
Hal ini terkait dengan apa yang dikatakan oleh Jenks bahwa adanya unsur sejarah yang harus
diperhatikan karena bangunan itu masih ada kaitannya dengan konteks sejarah yang tidak dapat dilupakan
begitu saja, tetapi harus memasukkannya didalam faktor dalam perencanaan selanjutnya. Historicsm dan
Neo-Vernacular mensyaratkan demikian karena dengan melihat kebelakang dan mengingat keadaan masa
lampau serta mencoba untuk menerapkan unsur tradisional atau yang lama pada perencanaan, maka
bangunan itu akan dapat diterima oleh masyarakat penggunanya. Oleh sebab itu perencanaan rumah
tinggal yang terletak di Desa Lingga Kabupaten Karo, secara tidak langsung menerapkan unsur masa
lampau ke dalam masa sekarang. Beberapa rumah didesa tersebut ingin kembali mengulangi kebesaran
arsitektur masa lampau tetapi dalam kondisi yang sekarang. Secara teoritis yang dikatakan Robert
Venturi dan Charles Jenks mendukung dalam perencanaan rumah tinggal di desa tersebut.

6.

Representasi Budaya Karo dalam Rumah Tinggal

Terlihat bahwa dalam beberapa perencanaan rumah tinggal pada Desa Lingga, Kabupaten Karo ingin
sekali menerapkan unsur-unsur budaya didalam perencanaannya, kalau melihat ke pernyataan Jenks
bahwa unsur budaya tidak dapat serta merta dihapuskan namun mencoba untuk mengintegrasikannya ke
dalam perencanaan. Berikut akan melihat unsur-unsur masa lalu yang dapat ditemukan dalam
perencanaan rumah tinggal tersebut.

Rumah Berkolong
Pada rumah tradisional Karo, dahulunya kolong rumah sebagai representasi dunia bawah dan
seiring berjalannya waktu berfungsi sebagai tempat menyimpan barang dan melambangkan kaki
kalau dilihat secara keseluruhan bangunan. Tetapi pada saat sekarang rumah juga dibuat
berkolong tetapi telah terjadi pergeseran, jadi kolong tersebut hanya untuk menyangga rumah
agar tidak menyentuh tanah, dengan ketinggian yang relatif rendah, tidak lagi sebenarnya
berfungsi sebagai tempat menyimpan barang seperti yang terdapat dalam rumah tradisional.

202

Gbr. 2 : Rumah Tinggal Berkolong Di Desa Lingga

Gbr. 3: Pondasi Umpak Rumah Tinggal

Atap
Pada rumah tradisional Karo atap dibuat bertingkat untuk menandakan bahwa kebesaran para
penguasa alam (dunia atas) itu ada disana ditambah pula dengan tunjuk langit yang berbentuk
tongkat di atas bubungan rumah. Struktur atap terbuat dari kayu dan bambu serta penutup
atapnya terbuat dari ijuk. Pada masa sekarang orang masih ingin mencoba menerapkan hal
tersebut tetapi kaidah tersebut tidak digunakan seperti sewaktu membangun rumah tradisional
dahulu. Atap yang ada sekarang ini hanya terlihat sebagai tempelan saja.

Gbr.4 : Atap Pada Rumah Tinggal Sekarang

Gbr. 5: Mencoba Menerapkan Atap Tradisional Karo

Pada Perencanaan Rumah Tinggal

203

Dari kondisi-kondisi yang ada sebenarnya bentukan arsitektur yang terjadi itu sangat kompleks, kalau
melihat pada bangunan-bangunan rumah tinggal yang terdapat pada Desa Lingga Kabupaten Karo ini
sebenarnya kondisinya sengat beragam.
Diantara masyarakat masih banyak yang ingin menerapkan tradisi didalam aspek kehidupannya secara
lebih mendetail termasuk didalam perencanaan rumah tinggal, tetapi ada juga masyarakat yang tidak
menginginkan hal tersebut secara lebih detail, dikarenakan kondisi yang ada sekarang dan hal-hal yang
lebih praktis yang mereka utamakan.

7.

Simpulan

Pada perencanaan rumah tinggal di desa Lingga Kabupaten Karo pengaruh kebudayaan dapat membentuk
perencanaan arsitektur terutama rumah tinggal, sehingga keadaan diharapkan dapat menghasilkan
pemikiran yang baru, untuk melihat sejauh mana kondisi tersebut dapat diramalkan kedepan.

Referensi
[1] Jencks, Charles., The Language of Post Modern Architecture, London : Academy Editions, 1977.
[2] Jenks, Charles., The Architectural Sign, dalam Broadbent; Bunt and Jenks (ed), Signs, Symbols, and
Architecture, John Wiley & Sons, New York, 1980.
[3] Koentjaraningrat., Pengantar Ilmu Antropologi, Jakarta : PT.Rineka Cipta, 1990.
[4] Nawawiy dkk, Raibnya Para Dewa (Kajian Arsitektur Karo), Medan: Bina Teknik Press, 2004.
[5] Tarigan, Henry Guntur., Percikan Budaya Karo, Jakarta: Yayasan Merga Silima, 1990.
[6] Venturi, Robert., Complexity and Contradictions in Architecture, , New York: Museum of Modern
Art, 1966.

204

PERUBAHAN BENTUK PEMANFAATAN LAHAN

AKIBAT PEMBANGUNAN BANDARA
KUALA NAMU
Muhammad Yanis, Windi H.F. Hutagaol, Franky Salmon, Imanuddin
Program Studi Magister Teknik Arsitektur
Bidang Kekhususan Manajemen Pembangunan Kota

Abstract
Pembangunan Bandara Kuala Namu di Kecamatan Beringin, diikuti
dengan adanya tuntutan akan lahan yang sesuai dengan kebutuhan guna
menampung aktivitas masyarakat, diantaranya kebutuhan lahan untuk
permukiman, perdagangan dan jasa. Hal tersebut telah menyebabkan
bertambahnya lahan terbangun. Sejalan dengan waktu, perubahan yang
terjadi telah menunjukkan perubahan fungsi dari fungsi yang bersifat
produktif (pertanian) ke fungsi yang komersil. Hasil penelitian yang
diperoleh menunjukkan bahwa desa Beirngin, salah satu desa yang
terkena imbas pembangunan bandara Kuala Namu telah mengalami
pengalihan fungsi lahan pertanian Dengan pengalihan fungsi ini Dengan
pengalihfungsian lahan tersebut, akan berpengaruh terhadap produksi
pangan dan pergeseran jenis pekerjaan di desa tersebut. Hasil ini
diharapkan dapat dijadikan input dalam perencanaan, pemanfaatan dan
pengendalinan kebijaksanaan pemanfaatan lahan, sehingga segala
potensi dan permasalahan perubahan dapat diantisipasi sedini mungkin.
Kata kunci : perubahan guna lahan, pemanfaatan lahan

3.

Pendahuluan

Fenomena alih fungsi lahan senantiasa terjadi dalam pemenuhan aktivitas sosial ekonomi yang menyertai
pertumbuhan penduduk kota. Dengan adanya pembangunan suatu kawasan hampir dipastikan akan
terjadi akumulasi kegiatan yang menyebabkan lahan (tempat) sudah tidak mampu lagi untuk menampung
kegiatan diatasnya atau terjadi perubahan fungsi (kegiatan) diatasnya. Oleh karena itu struktur ruang kota
yang terbentuk atau yang dibentuk (direncanakan) akan mempengaruhi bentuk kota yang akhirnya akan
mengubah fungsi lahan. Pusat-pusat kegiatan ekonomi perkotaan seperti pasar, Bandara(termasuk bandar
udara), pertokoan atau perdagangan merupakan embrio pembentuk struktur ruang kota yang amat
penting. Struktur kota menyebabkan persebaran fungsi-fungsi kegiatan akan terbentuk dan diikuti dengan
sistem transportasi yang ada.
Penempatan bandara sebagai tempat pelayanan kegiatan pergerakan melalui udara dan pusat ekonomi
kota akan mempengaruhi fungsi lahan disekitarnya. Penempatan lokasi bandara ini juga perlu diikuti
dengan pembangunan sarana dan prasarana penunjang yang lain sehingga perubahan lokasi menjadi
berhasil.
Bandar Udara Internasional Kuala Namu adalah sebuah bandar udara baru untuk kota Medan, Indonesia.
Lokasinya merupakan bekas areal perkebunan PT. Perkebunan Nusantara II, persawahan masyarakat,
perladangan dan pemukiman penduduk.Terletak di Kuala Namu, Desa Beringin, Kecamatan Beringin,
Kabupaten Deli Serdang. Kuala Namu akan menggantikan Bandara Polonia yang sudah berusia lebih dari
70 tahun. Bandara Kuala Namu dapat menjadi bandara pangkalan transit internasional untuk kawasan
Sumatra dan sekitarnya, akan menjadi bandara terbesar kedua di Indonesia setelah Bandara Soekarno
Hatta.
Dengan adanya bandara ini Pemerintah Kabupaten Deli Serdang berharap nantinya dapat menjadi pemicu
bagi perkembangan ekonomi kawasan sekitar bandara yang nantinya diharapkan juga dapat berdampak
pada pengembangan wilayah kota yang baru. Namun kenyataan yang terjadi adalah pembangunan
bandara kuala namu yang memakan ribuan hektar lahan pertanian yang terdiri dari perkebunan PTPN II,
perkebunan warga, serta pemukiman warga yang banyak menyisakan dampak buruk bagi buruh tani dan
pertanian masyarakat daerah sekitar pembangunan dan Pengalihan fungsi lahan pertanian menjadi makin
luas. Kawasan Kuala Namu merupakan salah satu sentra produksi pangan di Kabupaten deli serdang.

205

Dengan pengalih fungsian lahan tersebut, pasti akan berpengaruh terhadap produksi pangan dan
pergeseran jenis pekerjaan di daerah Deli Serdang, khusunya desa Beringin.
Berangkat dari realitas tersebut maka seiring dengan perkembangan pembangunan tersebut pengalih
fungsian tentu tidak akan bisa dihindari, contohnya saja untuk pembangunan perumahan, perkantoran dan
fasilitas lainnya untuk mendukung aktivitas bandara. Akan tetapi ini merupakan hal yang harus dihadapi
dalam pembangunan suatu wilayah, oleh karenanya sudah sepatutnya pemerintah lebih antisipatif dalam
menghadapi tantangan ini dan melibatkan masyarakat desa Beringin dalan setiap penentuan kebijakan
dalam pembangunan bandara kedepan.

1.1 Rumusan Masalah

Pada pendahuluan telah disinggung mengenai berbagai permasalahan yang ada pada kondisi fisik dan
pemanfaatan guna lahan di kawasan sekitar bandara Kualanamu. Dengan dibangunnya bandara ini juga
menimbulkan beberapa permasalahan antara lain:
a. Terjadinya perubahan bentuk pemanfaatan lahan di sekitar kawasan bandara dari pertanian ke
non pertanian
b. Belum diidentifikasinya kebijakan, fasilitas dan pelayanan yang perlu disiapkan pemerintah
sehubungan dengan adanya pembangunan bandara sehingga menimbulkan terjadinya kegiatan
informal dalam memanfaatkan aktivitas bandara.
Fenomena yang terjadi diatas memperlihatkan terdapat suatu permasalahan dengan kecenderungan
perkembangan kawasan di sekitar bandara yang tidak terarah dengan baik. Apabila kecenderungan ini
dibiarkan terus berkembang begitu saja, maka dapat menimbulkan kawasan bandara yang tidak
terkendali. Oleh karena itu butuh suatu pengelolaan pembangunan kawasan bandara yang lebih baik serta
proses - proses yang berlangsung dalam perkembangannya.

1.2 Tujuan Penelitian

Kegiatan dalam penelitian ini dilakukan dengan bebrapa tujuan yaitu :.
a. Mengidentifikasi pemanfaatan bandara dalam potensi sebagai faktor pengubah pemanfaatan
lahan di kawasan sekitarnya.
b. Menganalisa pengaruh bandara terhadap aktivitas pemanfaatan lahan di kawasan sekitarnya.
c. Mengidentifikasi dan menganalisa proses-proses pembangunan yang diakibatkan oleh aktivitas
penggunaan lahan di kawasan bandara.

1.3 Ruang Lingkup Penelitian

Ruang lingkup penelitian dibagi kedalam ruang lingkup kegiatan dan ruang lingkup wilayah penelitian.
Ruang lingkup kegiatan dibatasi pada hal hal berikut :
a. Pembahasan mengenai aktivitas penggunaan lahan di wilayah sekitar bandara
b. Pembahasan mengenai perubahan pemanfaatan lahan di sekitar terminal.
Ruang lingkup wilayah penelitian yaitu desa Beringin, Kecamatan Beringin, Kabupaten Deli Serdang,
yang memang terkena dampak penggunaan lahan untuk pembangunan bandara Kuala Namu.

206

Gambar 1. Peta wilayah penelitian di desa Beringin, Kecamatan Beringin, Kabupaten Deli Serdang

2. Tinjauan Pustaka
2.1 Pengertian Tata Guna Lahan
Menurut Jayadinata (1999:10) yang dimaksud tata guna lahan land use adalah pengaturan
penggunaan tanah. Dalam tata guna lahan yang dibicarakan bukan saja mengenai penggunaan
permukaan bumi di daratan, tetapi juga mengenai penggunaan permukaan bumi dilautan. Menurut
Saefulhakim dan Nasoetion (1995) penggunaan lahan (land use) diartikan sebagai setiap bentuk
intervensi manusia terhadap lahan dalam rangka memenuhi kebutuhan hidupnya.

2.2 Perubahan Tata Guna Lahan

Perkembangan manusia mengalami evolusi sama halnya dengan kota. Kota mengalami proses evolusi
melibatkan yang modifikasi dari fungsi yang sudah lama maupun melibatkan penambahan fungsi baru
(Colby, 1959:287). Gejala perubahan pemanfaatan lahan perkotaan terdiri atas beberapa jenis perubahan.
Jenis perubahan pemanfaatan lahan (Zulkaidi, 1999) antara lain yaitu:
a. Perubahan fungsi (use); perubahan fungsi adalah perubahan jenis kegiatan
b. Perubahan intensitas mencakup perubahan KDB, KLB, kepadatan bangunan, dan
c. Perubahan teknis massa bangunan (bulk) mencakup perubahan Garis Sempadan Bangunan
(GSB), tinggi bangunan, dan perubahan minor lainnya yang tanpa mengubah fungsi dan
intensitasnya.
Perubahan guna lahan ini dapat terjadi karena ada beberapa faktor yang menjadi penyebab. Ada empat
proses utama yang menyebabkan terjadinya perubahan guna lahan yaitu (Bourne, 1982):
a. Perluasan batas kota
b. Peremajaan di pusat kota
c. Perluasan jaringan infrastruktur
d. Tumbuh dan hilangnya pemusatan aktivitas tertentu
Menurut Chapin, Kaiser, dan Godschalk perubahan guna lahan juga dapat terjadi karena pengaruh
perencanaan guna lahan setempat yang merupakan rencana dan kebijakan guna lahan untuk masa
mendatang, proyek pembangunan, program perbaikan pendapatan, dan partisipasi dalam proses
pengambilan keputusan dan pemecahan masalah dari pemerintah daerah. Perubahan guna lahan juga
terjadi karena kegagalan mempertemukan aspek pasar dan politis dalam suatu manajemen perubahan
guna lahan.
Menurut Chapin, 1996, perubahan guna lahan adalah interaksi yang disebabkan oleh tiga komponen
pembentuk guna lahan, yaitu sistem pembangunan, sistem aktivitas dan sistem lingkungan hidup.
Didalam sistem aktivitas, konteks perekonomian aktivitas perkotaan dapat dikelompokkan menjadi
kegiatan produksi dan konsumsi. Kegiatan produksi membutuhkan lahan untuk berlokasi dimana akan
mendukung aktivitas produksi diatas. Sedangkan pada kegiatan konsumsi membutuhkan lahan untuk
berlokasi dalam rangka pemenuhan kepuasan.

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Perubahan pemanfaatan lahan sering menimbulkan konflik antar pihak yang berkepentingan; konflik
yang di maksud adalah ketidaksesuaian dan ketidaksetujuan antara dua pihak atau lebih terhadap suatu
atau lebih masalah (David, 1995:246).

2.3 Kewenangan Pengendalian Tata Guna Lahan

Kewenangan Pengendalian Tata Guna Lahan bisa dilakukan oleh Pemerintah Pusat, Pemerintah Daerah,
swasta atau masyarakat, baik secara sendiri-sendiri atau bersamasama. Pemanfaatan ruang oleh
masyarakat dapat dilakukan secara orang seorang, kelompok orang termasuk masyarakat hukum adat,
kelompok profesi, kelompok minat, dan badan hukum. Komponen-komponen tersebut adalah stakeholder
dalam pemanfaatan ruang. Dalam konteks alih fungsi lahan, seirama dengan definisi di atas, pemangku
kepentingan (stakeholder) mencakup empat pilar eksistensi sosial kemasyarakatan, yaitu pemerintah
dengan jajaran instansinya, masyarakat dengan lapisan sosialnya, sektor swasta dengan korporasi
usahanya, dan LSM dengan kelompok institusinya. Keempat pilar tersebut harus memiliki unsur
kesamaan persepsi, jalinan komitmen, keputusan kolektif, dan sinergi aktivitas (Sumaryanto, 2007:175)

3. Metodologi Penelitian
3.1 Pendekatan Penelitian
Pendekatan yang sesuai dengan tujuan dan permasalahan ini adalah pendekatan survey dengan metode
deskriptif. Pendekatan survey adalah pendekatan dengan melakukan penelitian langsung ke
lapangan/objek penelitian, bisa dilakukan dengan observasi, wawancara atau penyebaran kuesioner.
Sementara metode deskriptif adalah suatu metode dalam meneliti status sekelompok manusia, suatu
objek, suatu set kondisi, suatu sistem pemikiran ataupun suatu kelas peristiwa pada masa sekarang.
Tujuan dari penelitian deskriptif ini adalah untuk membuat deskripsi, gambaran atau lukisan secara
sistematis, faktual dan akurat mengenai fakta-fakta, sifat-sifat serta hubungan antar fenomena yang
diselidiki (Nazir, 2003).

3.2 Teknologi Pengumpulan Data

Pengumpulan data merupakan tahapan yang dilakukan untuk mempermudah pelaksanaan analisis. Dalam
studi ini, pengumpulan data terdiri atas dua cara yaitu:
A.

Pengumpulan Data Primer

Pengumpulan data primer yang dilakukan dalam studi ini meliputi 3 (tiga) cara :
a. Observasi lapangan, yaitu teknik pengumpulan data yang dilakukan dengan pengamatan di
lapangan dan dokumentasi sehingga diketahui kondisi yang sebenarnya. Observasi atau
pengamatan langsung di lapangan ini dimaksudkan untuk memperoleh data yang tidak mungkin
diperoleh dari data sekunder. Pengamatan langsung dalam penelitian ini ditujukan untuk
mengamati dan mendokumentasikan pemanfaatan Bandara, aktivitas penggunaan lahan di
sekitar bandara dan proses-proses pembangunan yang terjadi di wilayah sekitar Bandara
Kualanamu.
b. Wawancara, digunakan untuk memperoleh data maupun informasi secara langsung. Wawancara
ditujukan pada pengguna lahan di wilayah studi
c. Kuesioner, digunakan untuk memperoleh data maupun informasi dengan cara menyebarkan
angket dan kuesioner terhadap para pengguna lahan di sekitar bandara dan para pengguna
bandara dengan koresponden sebanyak 40 orang. Dalam penelitian ini dipakai kuesioner bersifat
tertutup dengan maksud bahwa jawaban kuesioner telah tersedia dan responden tinggal memilih
beberapa alternatif yang telah disediakan yang mungkin turut mewarnai dalam keputusannya
terhadap penggunaan lahan, maupun perubahan penggunaan lahan yang mungkin terjadi karena
nilai opportunity yang mungkin diharapkannya di kawasan tersebut, serta alasan memilih lokasi
tempat tinggal dan/atau usaha di kawasan tersebut.

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B.

Pengumpulan Data Sekunder

Pengumpulan data sekunder yaitu pengumpulan data secara tidak langsung dari sumber/obyeknya. Data
ini dapat diperoleh melalui buku bacaan, dokumen penelitian atau melalui kajian literatur. Sumber yang
terkait bisa instansi pemerintah maupun swasta. Dalam studi ini instansi yang dituju adalah BAPPEDA
Kab. Deli Serdang, BPS Kab.Deli Serdang, Dinas Perhubungan Kab. Deli Serdang, Kecamatan Kota Deli
Serdang dan Dinas Pekerjaan Umum Kabupaten Deli Serdang

4. Analisa dan Pembahasan

4.1 Analisa Kondisi Fisik
Desa Beringin adalah salah satu dari 11 desa yang terkena dari pengaruh pembangunan Bandara kuala
namu, yang berjarak 1 meter dari bandara luas desa beringin sebelum pembangunan Bandara adalah 430
Ha dan kini menjadi 310 Ha yang berbatasan sebelah Utara berbatasan dengan Desa Ramunia II, sebelah
Selatan berbatasan dengan Desa Karang Anyar, sebelah Timur berbatasan dengan Desa Sidoarjo
Ramunia, sebelah Barat berbatasan dengan pembangunan Bandara Kuala Namu.
Desa beringin terdiri dari 8 Dusun yang berpenduduk dari suku yang beraneka ragam yaitu suku Melayu,
Jawa, Minang, Tapanuli, Kalimantan, dan keturunan Tionghoa yang hidup berdampingan dengan
mayoritas masyarakat Jawa. Akhir tahun 2006 jumlah penduduknya berkisar 6,951 yang terdiri dari lakilaki 3.391 jiwa dan perempuan 3.351 jiwa yang mayoritas berprofesi sebagai Petani dan buruh tani
sebagian kecil adalah pedagang, Nelayan, dan Pegawai Negri (Data Demografi Desa). Pada akhir maret
2007 jumlah penduduk desa beringin adalah 6.975 jiwa yang terdiri dari laki-laki 3.412 jiwa dan
perempuan berjumlah 3.563 jiwa yang juga mayoritas berprofesi sebagai petani dan buruh tani sebagian
kecil adalah pedagang, nelayan dan pegawai negeri (Data Demografi Desa). Pembangunan bandar udara
yang akan diprediksi memakan ribuan hektar di Desa Beringin ini semua akan menimbulkan dampak
pergeseran peralihan baik secara sosial, ekonomi, politik, dan budaya. Namun dampak yang paling
dirasakan oleh masyarakat adalah hilangnya lahan pertanian yang menjadi sumber mata pencaharian
masyarakat di desa beringin yang menimbulkan perubahan jenis pekerjaan penduduk yang semakin
bertambah.

4.2 Analisis Penggunaan Lahan

Secara umum lahan di wilayah desa Beringin berorientasi pada kegiatan pertanian (77 %). Selain untuk
pertanian dan perkebunan, penggunaan lahan di desa Beringin juga di dominasi untuk permukiman. Luas
permukiman yang ada di Kota Lahat adalah 14 % dari luas wilayah laha yang semuanya tersebar di 8
dusun, selebihnya adalah untuk bangunan umum atau administrasi desa sebesar 14 % dan lainnya 1%

Gambar 2. Penggunaan lahan di desa Beringin, Kecamatan Beringin, Kabupaten Deli Serdang
Sumber : Analisis tahun 2005

4.3 Analisis Penggunaan Lahan Berdasarkan Pengguna Lahan Bidang Rumahtangga

Berdasarkan kuisioner yang diberikan kepada 40 responden yang dipilih, diketahui 70% penduduk sudah
bertempat tinggal dipilih 70 % penduduk sudah bertempat tinggal sebelum dibangunnya Bandara Kuala
Namu, sedangkan sisanya 30%, bertempat tinggal setelah dibangunnya Bandara Kuala Namu.

209

Gambar 3. Prosentase Penggunaan lahan untuk rumah tinggal

Sumber : Analisis tahun 2005
Sementara keberadaan bandara Kula Namu di dalam pemilihan tempat tinggal yang menjawab ya
sebanyak 32%, tidak sebesar 60%, dan tidak tahu sebesar 8%.

Gambar 4. Prosentase alsan pemilihan rumah tinggal

Sumber : Analisis tahun 2005
Demikian juga dengan pengaruh keberadaan bandara terhadap perubahan harga dan jenis guna lahan,
hampir seluruh responden atau sebesar 96% mengatakan berpengaruh dan hanya 4% yang mengatakan
tidak berpengaruh.

Gambar 5. Prosentase
Sumber : Analisis tahun 2005
Rata-rata responden menempati lahan atau rumah tinggal milik sendiri sebanyak 84% dan 16%
menempati rumah sewa/kontrakan.
Keberadaan Bandara Batay tidak terlalu berpengaruh terhadap pemilihan tempat tinggal, tetapi
keberadaan Bandara Batay jelas berpengaruh terhadap harga lahan, dan jenis guna lahan. ecenderungan
penggunaan lahan yang akan dilakukan di masa mendatang menurut persepsi pengguna lahan adalah
menjadi lahan untuk usaha komersial (industri, jasa, perdagangan) sebesar 38%, lahan permukiman
sebesar 30%, dijual / disewakan sebesar 24%, tidak tahu (belum ada rencana) 10%.

210

Gambar 6. Prosentase pengembagan lahan ke depan

Sumber : Analisis tahun 2005
Tingginya kecenderungan lahan untuk usaha komersial harus menjadi perhatian bagi penyusunan
kebijakan tata ruang kawasan Bandara tersebut, Penyusunan tata ruang harus tetap memperhatikan
fungsi-fungsi utama penggunaan lahan dan tidak mengganggu fungsi Bandara.

4.4 Analisis Penggunaan Lahan Berdasarkan Pengguna Lahan Bidang Usaha

Sama halnya dengan pengguna lahan rumah tangga maka kuesioner juga disebar kepada pengguna lahan
bidang usaha, jumlah responden juga sama yaitu sebanyak 40 responden. Jenis bidang usaha yang ada,
sementara lokasi responden untuk jenis kegiatan bidang usaha terlihat bahwa status tempat usaha 76%
adalah milik sendiri dan 24% merupakan sewa/kontrak, pengguna lahan yang kepemilikannya adalah
milik pribadi merupakan penduduk asli. Dan berbeda dengan pengguna lahan rumah tangga maka
menurut pengguna lahan bidang usaha, keberadaan bandara Kuala Namu jelas mempengaruhi usaha
mereka baik itu pemilihan lokasi, peningkatan usaha maupun harga lahan. Berikut pola sebaran lahan
utuk bidang usaha didesa beringin :

Minimarket

SPBU

Service AC

Bengkel dan Showroom

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4.5 Analisis Perubahan Lahan

Perubahan guna lahan yang terjadi di sepanjang kordior jalan desa Beringin dapat dipakai sebagai
indikator perubahan lahan. Setiap perubahan fisik yang dilakukan masyarakat dan pemerintah membawa
pengaruh yang besar bagi perubahan pemanfaatan di masa mendatang.
Dalam lingkup yang lebih besar perubahan guna lahan yang terjadi dapat dilihat dari terus berkurangnya
lahan sawah dan perladangan digantikan dengan fungsi-fungsi baru sebagai penunjang aktivitas.
Hasil temuan di lapangan terungkap bahwa pada wilayah penelitian secara perlahan telah terjadi
peningkatan kepadatan bangunan yang disebabkan adanya pembangunan baik berfungsi sebagai rumah
tinggal maupun sebagai tempat usaha.

5. Kesimpulan
a.

b.

Keberadaan Bandara Kuala Namu memiliki pengaruh terhadap perkembangan guna

lahan/aktivitas pemanfaatan lahan dan harga lahan di desa Beringin dengan intensitas yang
berbeda-beda sesuai dengan aktivitas pemanfaatan lahannya masing-masing. Namun hal ini
belum terlalu mubncul dikarenakan Bandara belum dioperasikan
Dalam pembangunan bandara Kula Namu pemerintah mengharapkan akan adanya banyak
dampak positif bagi masyarakat sekitar antara lain adalah untuk membuka lahan pekerjaan yang
luas bagi masyarakat dan sekaligus sebagai bagian dari langkah pemerintah untuk
memodernisasikan masyarakat. Hal ini akan membawa dampak keuntungan positif bagi
masyarakat seperti para pedagang di bibir jalan dan para perencana serta pelaku pembangunan
lainnya karena akan meningkatkan penghasilan dan penghidupan yang layak. Akan tetapi
ironisnya harapan pemerintah tersebut tak menjadi kenyataan karena realitas yang terjadi adalah
para petani dan masyarakat lainnya menjadi pihak yang dirugikan dalam proses pembangunan
Mereka terpaksa kehilangan pekerjaan dan mata pencaharian akibat lahan pertanian mereka
telah habis terjual dengan harga yang kurang pantas dan ternyata mereka tidak dilibatkan
sebagai angkatan pekerja produktif dalam proyek tersebut yg dikhawatirkan masyarakat akan
berpindah ke sektor informal

Daftar Pustaka
[1] Adams, David. 1998. Urban Planning and The Development Process.Ambardi, Urbanus
[2] Budihardjo, Eko. 1999. Kota Berkelanjutan. Bandung: Alumni
[3] Catanese, Anthony J & James C. Snyder. 1992. Perancangan Kota, terjemahan edisi kedua. Jakarta:
Erlangga.
[4] Jayadinata, T, Johara. 1992. Tata Guna Tanah Dalam Perencanaan Pedesaan, Perkotaan dan
Wilayah. Bandung: ITB Bandung.
[5] Natzir, Muhammad. 2003. Metode Penelitian. Jakarta: Ghalia Indonesia
[6] Undang-Undang Nomor 24 tahun 1992 tentang Penataan Ruang
[7] Yunus, Hadi Sabari, 2000. Struktur Tata Ruang Kota, Yogyakarta: Pustaka Pelajar.
[8] Zahnd, Marcus. 1999. Perancangan Kota Secara Terpadu: Teori Perancangan Kota dan
Penerapannya. Semarang: Kanisius.

212

PUBLIC PARTICIPATION IN NEIGHBOURHOOD PLANNING

AROUND THE SOEKARNO-HATTA AIRPORT, CENGKARENG,
TANGERANG CITY

Sigit Wijaksono
Universitas Bina Nusantara
swijaksono@binus.edu

Abstract. To anticipate a surge of passenger number, at least a ten percent

increase each year, the government is preparing to lay down runway number
3. This target to be completed in 2017. The expansion will use about 1,000
hectares from 10 villages in Teluk Naga and Kosambi subdistrict. The
expansions plan has been rejected by Tangerang Municipal Government due
residents living around dont get a chance to earn income for their family.
The local government offered another location such as Balaraja, but the
Angkasa Pura II corporate secretary said that building a new airport would
not be easy task, as it required thorough study.
Public participation is a key to sustainable Urban Planning, neighbourhood
planning is a process whereby residents and other stake holders learn about
their neighbourhood, envision a shared future, and develop strategies to
shape it for the better and sustain it for long term. The process results in a
plan that encourages and directs future social and economic investments
toward the development of the healthy neighbourhood. Public participation is
process by which an organization consults with interested or affected
individuals, organization, and government entities before making a decision.
Public participation prevents or minimizes disputes by creating a process for
revolving issues before they become polarized. Based on the observation,
listening to discussions around open government, the following four aspects
of the term public participation tend to get easily and commonly confused:
public participation applies strictly to decision making or political problem
solving, public doesnt necessary mean everybody, public participation
comes with wide range of expected participant impact, and public
participation is top-down, not bottom-up. The research objective is to
describe gradation of public participation in urban program that affects their
lives.
Keyword: public participation, neighbourhood planning, airport,

1.

Introduction

1. 1. Soekarno-Hatta Airport Expansion Planning

Tangerang Municipal Government rejected a plan by the operator of Soekarno-Hatta International
Airport, PT Angkasa Pura II, proposing instead that the airport operator construct another airport
somewhere else. PT. Angkasa Pura should just build a new location, instead of expanding it, which is
already over capacity now, despite expanding, such a situation would be even more chaostic. 700-hectare
plot now controlled by state-run oil company PT Pertamina in Balaraja, in the current location, SoekarnoHatta International Airport had minimal benefit for locals. Resident livings around airport are only
bystanders who suffer from engine noise every day, and they dont even get a chance to earn income for
the family. More than half of Soekarno-Hatta International Airports 2,000 square hectares are located in
Tangerang. The Tangerang regency government in Banten confirmed that five villages in Teluk Naga
district will be affected by the planned 1,000-hectare expansion of Soekarno-Hatta International Airport.
The Tangerang Spatial Planning Agency estimated that the project may affect around 10 villages, but five
have already been confirmed for relocation. The affected villages are Teluk Naga, Bojong Renged,
Kebon Cau, Rawa Rengas dan Rawa Burung. The government has set up a team for the land-clearing
process, which will begin next year. In anticipating severe congestion toward Soekarno-Hatta Airport, PT

213

Angkasa Pura (AP) II prepares interchange in Rawa Bokor toll road, railway service, and various other
facilities. PT AP II launched the new design on Saturday (23 July 2011). The new design is to enlarge,
revamp, and improve services to passengers.

1. 2. Neighbourhood Planning
The planning system helps to ensure that development takes place in public interest, in economically,
socially and environmentally sustainable ways. It has a major impact on how local neighbourhoods look,
feel and function. It also has a role to play in helping to cut carbon emission, protect the natural
environment and deliver energy security. The core element of the planning system is development planmaking and development management. These activities are primarily undertaken at local level. Local
planning authorities prepare development plans, thorough consultation with local communities, which set
the broad framework for acceptable development in their area.
Neighbourhood planning is a new way for communities to decide the future of the places where they live
and work. They will able to: choose where they want new homes, shops and offices to be built,
Neighbourhood planning is a written document that identifies the strengths and weaknesses of define
area. It also provides practical actions that will result in an improved neighbourhood. A neighbourhood
plan does three essential things, it provide a vision of what you like your neighbourhood to look like, set
out clear goals to achieve that vision, and gives you an action plan to reach those goal. Developing a
neighbourhood plan helps concerned resident, businesses, property owners and community organizations
(the neighbourhood stakeholders) work together to identify important short and long term goals.
Representation from a broad local stakeholder will help strengthen the base of neighbourhood support
and make implementation of the action plan easier. The benefits of a neighbourhood plan are everyone
who lives, work and plays in the neighbourhood benefit from a neighbourhood plan, a well-developed
plan also benefit the larger community and the city as a whole, and a plan will help government
departments and other organization better understand the priorities of the neighbourhood so that it can
serve better.
There is no right way to develop a neighbourhood or community plan; each neighbourhood will need to
adopt its own planning process to suit its unique situation. Every good planning process, however, has
certain basic in common. These include: representation of key neighbourhood stakeholders, consensus
building toward decision making, and open communication with neighbourhood.

1. 3. Public Participation
Public participation is an open, accountable process through which individuals and groups within selected
communities can exchange views and influence decision making and public participation is also a
democratic process of engaging people in thinking, deciding, planning, and playing an active part in the
development and operation of services that affect their lives. Basic assumptions underlying participation
include the following: participation is a fundamental right of all people, decisions made by people on
their own behalf will often be better than those made for them by other people because people know what
they need in their own lives, skills learned through participation can be extended to other aspects of
participations lives.
Public participation consists of different mechanisms for civic action within a democratic system, citizen
can participate in the following ways: before authorities make decisions, by giving advice, participating
in consultations, and promoting projects. After decisions are made, by acting in the executing of such
decision or by controlling their execution.
Arnsteins Ladder of Citizen participation
Participation
Citizen Control
Delegated Power
Partnership

Placation

Example
Self government community makes
the decision
Government ultimately runs the
decision making process and funds it
Joint project community has
considerable influence on the decision
making process but the government
still take responsibility for decision.
Community is asked for advice and
token changes are made

Cluster
Degrees of Citizen Power

Degrees of tokenism

214

Consultation

Community is given information about

the project or issue and asked to
comment e.g. through meetings or
survey but their view may not be
reflected in the final decision, nor
feedback given as to why not
Community is told about the project
e.g. through meeting or leaflets;
community may asked, but their
opinion may not be taken into account
Community is informed about the
project and its benefits; there is no
opportunity for stakeholders to express
their concerns.
Community is selectively told about
the project according to an existing
agenda. Communitys input is only
used to further this existing agenda

Informing

Therapy

Manipulation

Non-participation

Public Participation in Neighbourhood Planning.

Why participate? What effect does participation have? How ca they participate? And Do they have to
organize?
The effectiveness of public participation is directly related to the information available. Lack of
information or misinformation substantially affects the quality of public participation. The existence of
tool for public participation and citizen control are not enough. Citizen needs access to information in
order to choose the most viable mechanism to deal with problem at hand. Free access to information

2. Methode
Based on research aim, the research methods is survey and data collection by questioner to respondents.
Research sample about 39 person (families). Research location is on RT 01 and 02, RW 06, Rawa Bokor
Village, kelurahan Rawa Bokor, Tangerangan City, Banten. The background of the research location, RT
01 and 02 are the nearest to the Soekarno-Hatta airport, with considering the two area will get the impact
of the airport development. Research variables are consist independent variable: age, domicile,
occupation, and dependent variable are attitude, and action plan, for data analysis use nonparametric
statistic such as Chi-square and Cross tabulation.

3. Results and Discussions

3. 1. Distribution Frequency
- Respondents domicile
The respondents domicile divided into two category: permanent and non permanent resident.
Tabel 1. Distribution frequency of Respondents Domicile
Domicile Status
Permanent
Non permanent
Total

Person
21
18
39

Percentage
53.8 %
46.2%
100%

- Respondents Age
The respondents age divided into: < 30 year, 31 year < X < 50 year, and > 51 year.
Table 2. Distribution frequency of Respondents Age
Age
< 30 year
31 year < X < 50 year
51 year
Total

Person
8
27
4
39

Percentage
20.5 %
69.3%
10.2%
100%

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Based on respondents age obtained result as follow: 20.5 percent less than 30 year, 69.3 percent in
between 31 year and 50 year, and 10.2 percent more than 51 year.
- Distribution frequency of respondents occupation
The respondents occupation divided into two category: employee and entrepreneurs
Table 3. Distribution frequency of Respondents Occupation
Occupation
Employee
Entrepreneur
Total

Person
31
8
39

Percentage
79.5 %
20.5%
100%

79.5 percent of respondents are employee, most of them as a factory workers and the rest are an office
staff and 20.5 percent are entrepreneur as a merchants, fish farmer, and goat breeder.
Respondents attitude
Respondents attitude to Soekarno-Hatta International Airport Development Planning divided into two
categories: agree and disagree.
Table 4. Distribution frequency of Respondents Attitude
Attitude
Agree
Disagree
Total

Person
6
33
39

Percentage
15.3 %
84.7%
100%

84,7 percent of respondents are disagree to the Soekarno-hatta International Airport Planning and 15,3
percent are agree.
Respondents Access to Public Information.
How they get the information is important to know, the attitude and action. The effectiveness of public
participation is directly related to the information available.
Table 5. Distribution frequency of Respondent Access to Information
Access to Information
Not Know
Know
Total

Person
16
23
38

Percentage
41.0 %
59.0%
100%

The lack of information or misinformation substantially affects the quality of public participation. Free
access to information is not equivalent to the publication of the acts of government. The first concept is a
right by which any person can access the information wanted, and the second one is the duty of the State
to let public know its decisions. Free access to information allows any person access to the
documentation of public records, meeting minutes, corespondence, technical report, scientific surveys or
any other documentation finance by public budgets. It also comprises information about policies
programs, plans and projects; information about various decision-making petitions, opportunities to make
oral or written comments, and public and technical organizations opinions. The theoretical ground to
freely access information is based on the nature of it being. It deals with relevant information regarding
life and decisions affecting the community as whole. Generally, this right draws on access information
administered by State.
Some restrictions on the right to freely access information: this information does not include preliminary
drafts of documents; this right is limited by protection of other rights or collective values; privacy
protection, commercial and industrial confidentiality, antional defence, international negotiation, etc.

216

Reasons for Disagree.

The reasons for disagree to Soekarno-Hatta International Airport Development Planning are various like
occupation, have long live, and convenient.
Table 6. Distribution frequency of Reasons for Disagree
Reasons
Occupation
Long live
Convenient
Total

Person
29
5
5
39

Percentage
74.4 %
12.8.7%
12.8%
100%

Most of reasons are occupation such as 74.4 percent respondents, long live 12.8 percent, and convenient
12.8 percent.

3. 2. Relationship between domicile and attitude.

- Domicile and Attitude
Table 7. Relationship between Domicile and Attitude
Domicilie/ Attitude
Permanent
Non permanent
Total

Agree
0
6
6

Disagree
21
12
33

21
18
39

Based on cross tabulation analysis obtained result that there is a relationship between the status of
residence to their attitude.

4. Conclusion
Based on cross tabulation analysis obtained the result that the majority of residences in Rawa Bokor
village does not want nay change. This is evidenced by the attitude of those who disagree to SoekarnoHatta International Airport Expansion Plan. The lack of access informastion showed no tranparancy that
ultimately led to lack of public participation in neighbourhood planning. This bring out that the paradigm
of neighbourhood development is still using the old pattern a top-down model, citizens are not given the
opportunity to be involved in planning their environment. In the future if the city want to become a
Sustainable City it is necessary to think this way of thinking cahnged.

References
[1] Amado, MP, (2005), Operative Process in Sustainable Urban Planning, in Sustainable
Development and Planning, vol. 1, AG Kungolos et al, WIT Press, Ed London.
[2] Arnsteins, S, (1969), A Ladder of Citizen Participation Journal of the American Institute of the
American
[3] Concord Consulting, Transport Report Indonesia Q2-2011, Jakarta.
[4] Hadi, S, (2000), Public Participation in Indonesian EIA, UNEP EIA Training Resource Manual,
Jakarta.
[5] Jennings, J, and Newman, P, (2008), Cities as Sustainable Ecosystems, Island Press, Washington.
[6] Larice, M and Macdonald, E, (2007), The Urban Design Reader, New York, Routledge.
[7] Sanoff, H, (2000), Community Participation Methods in Design and Planning, John Wiley & Sons,
New York.
[8] Institute of Planners, 35 July.
[9] Tupani, D, Desain Perluasan Bandara perlu dikaji, Media Indonesia, 27 July 2011.
[10] United Nations, (2001), Declaration on Cities and Other Human Settlements in the New Milennium,
http:// www.unhabitat.org/istanbul/declaration.PDF.

217

PUSAT RISET DAN REKREASI HORTIKULTURA KWALA BEKALA

(SUSTAINABLE ARCHITECTURE)
Novi Rahmadhani
Mahasiswa Fakultas Teknik, Departemen Arsitektur USU
Email: nrahmadhani@yahoo.com

Abstrak. Suatu desain bangunan dengan fungsi riset tanaman hortikultura

dan agroedutourism di kompleks perguruan tinggi negeri USU Kwala Bekala
dengan sistem pertanian vertikal (vertical farming) sebagai fokus riset
utama. Desain bangunan menerapkan Sustainable Architecture, sehingga
diharapkan bangunan ini nantinya akan dapat mengaplikasikan aspek sosial,
ekonomi dan lingkungan yang berkelanjutan.

1.

Pendahuluan

Latar belakang dari fokus riset vertical farming pada bangunan ini dikarenakan isu krisis pangan global
yang diprediksi akan terjadi akibat semakin bertambahnya jumlah penduduk dunia yang mengakibatkan
alih konversi lahan pertanian dan juga mengakibatkan semakin sedikitnya lahan pertanian karena
digunakan untuk membangun permukiman dan tempat tinggal yang cukup.
Fungsi riset ini dipadukan juga dengan fungsi tourism, sehingga teknologi baru pertanian tanaman
hortikultura yang ada dapat dipublikasikan dan dipelajari oleh masyarakat umum dan pelaku edukasi
yang berkunjung.
Karena penerapan vertical farm pada bangunan, akan terdapat masa-masa panen pangan. Supermarket
dijadikan tempat untuk mewadahi penjualan hasil panen dari bangunan ini.
Penerapan Sustainable Architecture pada bangunan, selain dengan fungsinya yang berkelanjutan,
diaplikasikan juga dengan menggunakan teknologi penghasil energi mandiri, mendaur ulang sisa hasil
pertanian / limbah bangunan sehingga dapat digunakan kembali untuk kebutuhan bangunan,
Memanfaatkan potensi sekitar yang ada, yaitu kotoran hewan dari peternakan yang ada di kompleks USU
Kwala Bekala, dan diharapkan kemandirian bangunan terhadap produksi energi dapat meminimalisir
biaya operasional bangunan.
Isu krisis lahan pertanian di Indonesia, khususnya untuk kawasan Sumatera Utara sendiri mulai dapat
dilihat tanda-tandanya dari data berikut:
a.

Jumlah kebutuhan penduduk yang semakin meningkat seiring bertambahnya jumlah populasi

218

b. Konversi lahan

c.

Menurunnya tingkat kesuburan lahan

Menurut Sundu (2008), lahan subur di Indonesia menyusut 2,5 ha per jam dengan
penambahan penduduk 4 orang per menit, dibandingkan di dunia 8 ha per jam dengan
penambahan penduduk 24 orang per menit.
Karena permasalahan-permasalahan tersebut, dibutuhkan teknologi dan inovasi pada sistem
pertanian sebagai solusi dari permasalahan yg akan datang. Teknologi terbaru dalam mengatasi masalah
ini telah ditawarkan secara global sebagai vertical farming.
Untuk kawasan Sumatera Utara dengan luas lahan yang masih memungkinkan untuk pertanian
secara horizontal untuk saat ini, dibutuhkan lembaga untuk meneliti dan meriset setiap kemungkinan
untuk dijadikan tindakan prefentif.

2.

Tujuan Proyek

3.

Diharapkan mampu menjadi icon dari kemajuan ilmu pengetahuan dan teknologi USU
Menjadi wadah aktivitas keilmuan USU
Merancang bangunan dengan sistem hemat energi dan berkelanjutan
Diharapkan dapat memberikan sumbangsih terhadap industri Sumatera Utara
Dapat menjadi area rekreasi keilmuan yang dapat diakses oleh masyarakat umum

Elemen Arsitektur Berkelanjutan (sustainable architecture) sebagai Acuan

Perancangan

Rocky Mountain Institute mengeluarkan 5 elemen desain sustainable:

1. Desain yang penuh dan pekat di awal
2. Tidak memiliki style tertentu, tidak memiliki batasan bentuk
3. Berbiaya cukup besar pada awal pembangunan
4. Desain yang terintegrasi
5. Meminimalisir konsumsi energi dan bahkan menghasilkan energinya sendiri.

4.

Prinsip dari Desain Bangunan yang Sustain (berkelanjutan)

-

Paham akan tempat (Understanding place)

Terhubung dengan alam (Connecting with nature)
Selaras dengan proses alami (Understanding natural processes)
Selaras dengan pengaruh lingkungan sekitar (Understanding eviromental impact)
Mencakup proses desain yang kreatif (Embracing co-creative design processes)
Selaras dengan penduduk sekitar (Understanding people)

219

5.

Konsep Tapak

Zoning pada ground plan

Sumber: penulis
Entrance utama (A) berada pada jalan besar dan diperuntukkan untuk para pedestrian dan para
pengunjung yang menggunakan shettle bus atau pengunjung yang hanya diturunkan dari kendaraan
pribadi.
Entrance sekunder (B) diperuntukkan untuk pengunjung yang parkir dengan menggunakan kendaraan
pribadi. Terdapat area dropp off untuk menurunkan pengunjung.

Lokasi entrance pada ground plan

Sumber: penulis

220

Entrance bagi ilmuan dan pelaku edukasi terpisah dan berada pada bagian kanan kawasan.

Lokasi entrance untuk researcher

Sumber: penulis
Area Parkir (C) diperuntukkan untuk parkir kendaraan pribadi pengunjung agroedutourism.
Area Parkir (D) merupakan area parkir untuk pengunjung supermarket.

Suasana area parkir supermarket

Sumber: Penulis

Area Plaza (E) merupakan area taman bunga dan kebun tanaman pangan dengan sistem pertanian
vernakular. Pada area ini point pertama dimulainya agroedutourism. Disediakan pula mini bus untuk
berkeliling pada area tapak.

Suasana main plaza

Sumber: Penulis

Jembatan penyebrangan (F) merupakan jembatan penghubung yang difungsikan untuk menghubungkan
area tapak langsung ke bangunan. Jembatan ini diaplikasikan karena terdapat perbedaan kontur + 6 meter.

221

suasana jembatan
Sumber: Penulis
Bangunan Supermarket (G) merupakan wadah untuk menjual hasil panen tanaman pangan. Kelebihan
dari hasil tanaman pangan tersebut adalah hasil yang organik karena meminimalisir penggunaan zat-zat
kimia dalam perawatan tanaman pada bangunan.
Kolam pembelajaran (H) merupakan kolam dengan sistem perawatan tanaman dengan bantuan ikan (fish
culture). Disini juga dijadikan gathering spot, dimana pengunjung yang ada juga dapat berekreasi dan
belajar.

Suasana area kolam pembelajaran

Sumber: Penulis
Main Building (I), bangunan utama berisi fungsi riset, tourism dan vertical farming.

Bentukan massa utama

Sumber: Penulis
Amphitheatre (J), merupakan area berkumpul yang menghadap langsung ke danau. Pada area ini dapat
dijadikan tempat untuk event-event tertentu dan tempat pembelajaran publik.

Suasana area amphitheatre

Sumber: Penulis

222

6.

Penerapan Konsep Sustainable pada Bangunan

1.

Penggunaan photovoltaic dengan sistem berselang seling untuk mendapatkan cahaya alami yang
cukup ke dalam bangunan dan mendapatkan panas matahari untuk diubah menjadi energi listrik.

Bentukan massa utama

Sumber: Penulis

Pada bagian podium juga terdapat panel photovoltaic untuk memproduksi energi listrik bagi
kebutuhan pada tiap lantainya.

Letak photovoltaic pada podium

Sumber: Penulis

2.

Konsep pencahayaan memaksimalkan cahaya alami untuk masuk kedalam bangunan. Bukaan
pada sisi timur dan barat diberikan buffer berupa pepohonan pada area tapak.
Massa podium yang bertingkat juga dibuat untuk memaksimalkan terdapatya bukaan pada tiap
lantai

223

Bukaan pada bagian tower juga dimaksimalkan untuk mendapatkan cahaya yang cukup untuk fotosintesis
tanaman yang ada didalamnya.

Letak bukaan pada bangunan

Sumber: Penulis
3.

Konsep pengkondisian udara dimaksimalkan secara alami. Pada bagian podium, pengkondisian
udara buatan hanya terdapat pada ruang-ruang lab, sedangkan untuk bagian tower hanya terdapat
pada zona hidroponik tanaman saja.
Sedangkan pada bagian koridor dan sirkulasi pada tower menggunakan pengkondisian udara
alami dengan suasana yang terbuka.

Konsep pengkondisian udara pada area

sirkulasi
Sumber: Penulis

4.

Konsep pengkondisian udara buatan

Sumber: Penulis

Penggunaan Roof garden dimaksimalkan pula dengan desain massa podium yang bertingkat.
Hal ini dimaksudkan untuk menghasilkan kondisi udara yang sejuk didalam bangunan dan
menjadikan tumbuhan sebagai citra dari bangunan ini.

224

Lokasi roof garden

Sumber: Penulis
5.

Sistem sanitasi pada bangunan mengaplikasikan sistem bioswale (penampungan air hujan). Bak
penampungan air terdapat pada bagian roof top, air hujan yang ditampung pada bak
penampungan air tersebut disalurkan ke solution tank (tanki dengan nutrisi untuk
tanaman),dialirkan ke setiap hydroponic shelf pada tiap lantai tower, lalu diolah kembali
menjadi air bersih di bagian basement dan dialirkan ke ground water tank dan dipompa kembali
kebagian roof top.

Diagram sistem sanitasi

Sumber: Penulis

Sistem sanitasi pada hydroponic shelf

Sumber: Penulis

DAFTAR PUSTAKA.
[1] Frick, Heinz., dan Tri Hesti M., 2006, Arsitektur Ekologis, Penerbit Kanisius, Yogyakarta
[2] Frick, Heinz., dan Pujo. L. S., 2007, Ilmu Konstruksi Perlengkapan dan Utilitas Bangunan 2,
Penerbit Kanisius, Yogyakarta
[3] De Chiara.Joseph,and John Calender.1981.Time Saver Standart for Building Types.Mcgraw Hill
Book Company.New York.
[4] Badan Pusat Statistik Medan (2007) Medan Dalam Angka
[5] Guiding Principles of Sustainable Design (1993),
[6] www.wikipedia.org
[7] www.verticalfarm.com
[8] www.kwalabekala.usu.ac.id

225

SEARCHING FOR NORTH SUMATERA IDENTITY:

THE CASE OF KUALA NAMU AIRPORT
Budi Agustono and Heristina Dewi
budiagustono@yahoo.com and heristinadewi@gmail.com

Abstract. Since the construction of Kuala Namu, new airport replacing

Polonia airport in Medan was started, the name of Kualanamu has never
been heard of. Now Kuala Namu draws public debates among ethnic groups
in Sumatera Utara. The debates are related to the name of this new
international airport in the future. Each ethnic group recommends historical
figure from their own ethnic groups be the name of the airport. More
interestingly, ethnic groups from out of the location of the airport recommend
names of their historical figures be the names of the airport, but they are
rejected by the local people. If the name is taken from a particular ethnic
groups historical figure, it will be considered as identity recognition of the
ethnic group. In this context, Kuala Namu becomes a contest arena to
strengthen the identity of each ethnic group. To settle debates in order to
search for the identity of Sumatera Utara, the name of the new airport be
recommended free from any ethnic, cultural, and political context related to
symbols of ethnic groups representing a particular ethnic group or historical
figure in this region.
Keywords: airport, historical figures, ethnic groups, identity and pubic
debates

1.

Introduction

North Sumatera is one of 33 provinces in Indonesia which consists of various ethnic groups like
Javanese, Mandailingnese, Batak Tobanese, Malay, Angkolanese, Karonese, Simalungunese,
Pakpaknese, Acehnese, Niasnese, and Chinese. The eleven ethnic groups are parts of the population in
regencies and cities in the province. In Karo Regency, for example, Karonese is the majority, but there
are some other ethnic groups living here. Similar to Samosir, Tapanuli Utara and Humbang Hasundutan,
Batak Tobanese is the majority, but there are some other ethnic groups living here as the minority. A
regency is not merely a geographical entity, but is also an identity marker for a particular ethnic group.
For an instance, before Indonesia gained independence, the Malay claimed Sumatera Timur as their
customary land as well as their identity in this region.11 However, due to the social and political changes,
the land claimed occupied by th immigrants they lost their land. The loss of the land not only
marginalized their political role, but also weakened their economic position. 12

2.

Result and finding

There were four Malay Sultanates before the war in this region; Deli, Serdang, Langkat and Asahan.
Each of these Sultanates had their own land boundaries consisted of some regions. One of the regions
under Serdang Sultanate was Kuala Namu known as the production center of tobacco and palm oil
during the colonial times. However, after Indonesia gained its independence, the name of Kualanamu has
never been heard. Kuala Namu was just a small village disappeared among the busy developments of big

Paper presented at an International Conference Friendly City, Kuala Namu Airport and Regional Development:
Creating Urban Architecture for a Better Life, organized by Program Magister Arsitektur, University of North
Sumatera Medan, November 16-17, 2011.

Budi Agustono is a lecturer at Department of History, Faculty of Cultural Sciences USU and Heristina Dewi is a
lecturer at Department of Ethnomusicology, Faculty of Cultural Sciences USU.
11
See Michael Langenberg, Class and Ethnic Conflict in Indonesias Decolonialization Process: A Study of East
Sumatra, Indonesia, No.33 April, 1982.
12
Lian Kwen Fee, The Construction of Malay identity Across Nations Malaysia, Singapore, and Indonesia,
Bidjdragen tot de Taal-, Land- en Volkenkunde No.4, 2011.

226

towns around. However, Kuala Namu has recently become the center of the public attention regionally
and nationally because it is going to be the location of new international airport replacing Polonia Airport
located in the down town of of Medan. Nowadays Polonia airport is no longer suitable to be an
international airport because there are so many public transportations around, such as ojek (rented
motorcycles), pedicabs and taxis knocking around the airport waiting for and looking for some
passangers getting in and out of the airport. This scene indicates the messy management of the airport
that it loses its aesthetics and beauty. Meanwhile many illegal ojek and taxi agents knock around in the
inside of Polonia airport looking for passangers and food vendors selling their foods. Motorcyclists,
shoe-polishers, and people requesting for donation are easily found every day here. The airport is so
noisy, crowded and disordered like a bus terminal. No more beauty and comfort in the inside of Polonia
airport. Polonia airport, the heritage of the Dutch colonial, has lost its characteristics as an international
airport.
A new international airport is under construction in Kualanamu at the moment. However, problems
related to the infrastructre have not been well settled. Land compensation to the residents whose lands
are used for the constructions of the airport and service facilities (toll roads and transportation), and
others connecting Medan and Kuala Namu have not been done. Although the constructions of the
facilities are far from finished, but the local officials enthusiastically state that the new airport be
operated in 2012. The constructions of infrastructure may not be completed In one or two years after
2012.Interestingly, although the airport is still under construction, there have been many seminars,
discussions and other public debates about the name for this new airport. These public debates will go
on before the new airport gets its definite name. The appearance of a name moreover related to the local
identity in the plural societies in North Sumatera becomes a public debate. J.S. Furnivall13 states that
political, social, and cultural contestation to strengthen identities among the various ethnic groups are
very strong in plural society. In addition, each ethnic group has their own famous historicalized figures
that they compete to recommend their historicalized figures be used as the name related to the local
identity. These historicalized figures related to various activities from the colonialism era and Japanese
occupation until the independence wars or the national freedom struggle. These figures struggled in the
historical streams in their regional territories, but some moved on from one place to another, then they
invested their political activities in Medan and Batavia (Jakarta). Among those ethnic figures who
struggled in the historical streams in the local territories were Guru Patimpus, Sultan Basyaruddin, and
Sultan Syariful Alamsyah in Serdang; Sisingamangaraja XII in Batak land and Garamata in Karo Land.
The ethnic figures who fought for in the local history, got out of their territories were then recognized
widely in historography were Tengku Mansur, Muhammad Hasan, Adam Malik, Abdul Haris Nasution,
Tahi Bonar Simatupang, and Djamin Ginting. During the colonial times and Japanese occuptaion and
afterwards were Mohammad Djoni, Karim MS, Nip Karim, Amir Hamzah, and Bejo.
These historical figures are manipulated as a historical justification to strengthen, affirm, and strengthen
their ethnic identity groups. The historical justifications are manipulated in the contestation of cultural
symbols in public spaces, as in the naming of buildings, hospitals, streets, and finally airport. However,
almost all these ethnic groups historical figures have been put in to the names of streets, hospitals and
universities. For an instance, the name of Sultan Syariful Alamsyah who pro to the Republic in the
earlythe formation of new Indonesia Republic has been used for the name of a hospital in Sei Rampah,
Serdang Bedagai regency. The name of Sisingamangaraja has been used not only for streets but also for a
university in Sumatera Utara. Then the names of T.B.Simatupang, Tengku Mansur, Djamin Ginting,
Amir Hamzah, Adam Malik, and Abdul Haris Nasution have been gifted to names of streets, universities
and hospitals. A little strange on Pirngadi, a figure of the national movement, whose name is used for a
hospital. If it is compared to the other figures in North Sumatera like Karim MS, Pirngadis fame is far
away down. Karim MS, a famous figure of the movement from East Sumatera whose ideological
outlook tended to be left and became a left nationalist, he has been deleted from the historiography of
North Sumatera.
In the contestation of searching for an identity in a plural society, historical justification is required to
strengthen the historical figures through the monuments and statues built in strategic locations.
Monuments and statues are symbols are the calls of the past to recall the memories and the myths of the
past to be the symbols of identity glues.14 Besides, the monuments and statues can be manipulated as a
means to strengthen power. Nevertheless, in spite of historical justification, each ethnic group has the
3

See J.S. Furnivall, Netherlands India: A Study of Plural Economy. Cambridge: Cambridge University Press, 1939
Brian S. Osborne, Landscape, Memory, Monuments, and Commemoration: Putting Identity in Its Place. Ontario:
Queens University, 2011.
14

227

arguments related to the competition in gaining identity recognition in the public spaces. But when the
historical figures are recommended for the name of the airport being constructed, they will lose their
influence and bargaining power. People will reject the names if one of the ethnic figures nominates them
be the name of the airport.
Since Kuala Namu before the independence day was under the juridiction of Serdang Sultanate, it is
impossible for the historical figures from beyond of Serdang Sultanate to be used as the name of the
airport. Names such as Sisingamangaraja XII, Abdul Haris Nasution, Tahi Bonar Simatupang, Djamin
Ginting, Adam Malik, Amir Hamzah, and Bejo are not attractive, do not have have purchasing power if
they are promoted to be the name of the airport in the future. These legendary figures have been
decorated on names of streets, universities, and hospitals in many regions in North Sumatera. Having
seen the cultural landscapes and the contestation of the ethnic identity in the North Sumateras plural
society, if only still a particular ethnic group campaigns their figure to be the name of the international
airport in Kualanamu, polemics and disputes will surely spark among the ethnic groups in this region.
The objection to it will be stronger if it touches the claiming issues of land ownership in the past from
certain ethnic group where the airport is being constructed. Since Kuala Namu in the past was under the
jurisdiction of Serdang Sultanate, a Malay stronghold area before the independence, they will disagree
on the name of the airport to contain any aroma and symbols of other ethnic groups. The same case to
Karonese ethnic group when they disagreed on the naming of the conserved forest in Karo land to be teh
garden of Sisingamangaraja . It was finally changed. It is called Taman Hiburan Rakyat.

3.

Conclusion

As long as each of the ethnic elites competes to promote a name related to the one of the ethnic
groups symbols, debates on it among the pros and cons will continue. If they keep on going, it is not
impossible that it will disturb the relationship among the ethnic groups, moreover it will trigger ethnic
tensions. In order to avoid the disturbance on the relationships among the ethnic groups in this region, it
is suggeted that the name of the international airport be free from cultural symbols of a particular ethnic
group. In other words, the name of the airport should be neutral and cross cultural and ethnic so that it
becomes the common determinator forthe ethnic groups in North Sumatera. One of the neutral and cross
ethnic names is the location of where the airport is located namely, Kuala Namu. Putting on Kuala
Namu to be the name of the airport so called Kuala Namu International Airport, there will not be any
political and cultural resisitance from any ethnic groups to replace Polonia airport which is not suitabe to
be called an international airport in this region.

4.

References

[1] Furnivall, J.S. Netherlands India: A Study of Plural Economy. Cambridge: Cambridge University
Press, 1939.
[2] Kwen, Fee, Lian. The Construction of Malay Identity across Nations, Malaysia, Singapore, and
Indonesia, Bijdragen tot de Taal, Landen Volkenkunde No.4, 2001.
[3] Langenberg, Michael. Classs and Ethic Conflict in Indonesias Decolonization Process: A Study of
East Sumatera, Indonesia, No.33 april, 1982.
[4] Osborne, Brian S. Landscape, Memory, Monuments, and Commemoration: Putting Identity in Its
Place. Ontario, Queens University, 2001.

228

STUDY OF CHARACTERISTICS & HOUSING OWNERSHIP OF LOW

INCOME COMMUNITIES IN WPP E MEDAN
Amy Marisa, NorAini Yusof
School of Housing Building & Planning Universiti Sains Malaysia; Universitas Sumatera Utara
aml.11_hbp018@student.usm.my
School of Housing Building & Planning Universiti Sains Malaysia
ynoraini@usm.my

Abstract. Housing offers central importance to everyones quality of life and health. The
city of Medan has an increased number of low income community which poses extra
challenge for the government to fulfill the need for shelter which is one of the basic human
needs. Due to the number of low-income communities, the need for shelter as a basic human
need is difficult to be fulfilled. This raises the realization that no decent housing should be
built in the areas that do not fulfill the requirements, like around the rail track and on the
river banks. Slum areas and poor households in WPP E Medan are located in the Medan
Helvetia District, Medan Selayang District, and Medan Barat District. This research aims
to analyze the characteristics and the housing ownership of low income community in WPP
E Medan. A number of questions were asked to identify the characteristics and housing
ownership, including the degree to which respondents managed their household income. A
total of 100 questionnaires were analyzed and had formed the data base for the quantitative
analysis. The results of this study indicated that most of the respondents were tenants, and
only 19% of them were able to own their houses. The price of low-cost housing that did not
meet the consumers target had led to the inability of the low income communities in WPP
E Medan to own their houses and prefer to rent or stay in their relatives houses rather than
to have their own houses.
Keywords: housing ownership, low income community.

1. Introduction
Housing is very important to human life as one of the basic human needs. And as the basic need a house
is meant to provide safety, and it is not intended to shield the occupants like a fortress, but it is a
protection which is opened and integrated as part of its environment. Based on the data from the Central
Bureau of Statistics (2002), 4.8% (94.266 people) in the city of Medan is a low-income community.
Meanwhile, the percentage of low-income communities in the city of Medan in 2003 was 7.25% or about
144.536 lives of 1.993.602 people (BPS, 2003). Based on the above data the number of low-income
communities has increased to 2.45%. By the year 2007, the number of poor households in WPP E Medan
was 15.272 poor households [1]. Due to the number of low-income communities, the need for shelter is a
basic human need that can sometimes be a complex agenda to fulfill. The number of houses that are built
in unsafe areas such as near the railway track and riverbank have escalated because of the difficulties to
own proper housing. Therefore, the Government of Medan city is trying to overcome problems of
housing for the low income community by establishing the center for regional development in order to
make a fair distribution of the population and to provide assistance through low-cost housing.
As an emerging major city, Medan has the employment problem that comes along with the development
of the city, as well as the number of housing that are not equal to the population growth, resulting in
many emerging shelters that are built on unsuitable sites. Low income communities face the problem, in
order to own a proper shelter due to their economy and their lack of information on the government
financial assistance in order to have their own houses.
Therefore, this study is needed in order to make a direct observation on the houses of the low income
communities, regarding their abilities of having their own houses (housing ownership). This paper
focuses on the concept of housing ownership of the low income community and the study area is chosen
to be located in the WPP E Medan city. The respondents of this study are the low income communities
who live in WPP E Medan city which covers five districts namely Medan Tuntungan, Medan Selayang,
Medan Sunggal, Medan Helvetia, and Medan Barat.

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2. Low Income Community and Housing Ownership

A house is a place where people go back to, normally at the end of the day, which explains why building
a house is one important thing that should be constructed carefully, according to the needs tailored by the
family or individuals that will occupy the house. According to Budiharjo (1998) building a house is
basically an everyday activity which is performed by an individual, family or the community itself. Yet,
today's housing industry has become an activity that is very complex and sophisticated, which is
considered merely as a commodity, as the final product or a finished goods [2]. Socio-cultural aspects,
economic prosperity, human values and behavior would go unnoticed. Budiharjo also stresses the need to
give an opportunity or a chance to every part of the family to manifest, loaded with creative innovation,
plan and build their own houses with full flexibility and to always respond to any changes. Yudohusodo
(1991) has further mentioned that low-income communities in the city basically are able to construct their
own settlements by process, starting the construction of their homes with simple recycled materials but
gradually, they are able to repair their settlements to become better quality houses, even earning enough
to finally own their own permanent houses [3].
Low-income communities can be assessed based on the income and expenses that a family earns each
month, in a family where the monthly income can only meet the primary needs of life such as food. The
definition of poor or low income communities also revolves around the circumstances in which the
deprivation of life experienced by a person can not fulfill the minimum needs, but is only capable of
fulfilling the basic needs in life [1]. According to the Central Bureau of Statistics, the budget for the
minimum necessities of life differs from one region to other regions depending on the habits,
transportation and purposes of expenses. In this study, the low-income segments of community are
considered according to the group of people with monthly income entitled to be granted with subsidized
houses as can be seen in table 1 below [4].

Group
I
II
III

Table 1. Low-Income Community

Monthly Income
1.400.000 < income < 2.000.000
800.000 < income < 1.400.000
Income < 800.000

(Surat Keputusan Menteri Negara Perumahan Rakyat, 2005)

According to Panudju (1999), in determining the priority in choosing a house, low-income communities
mostly will choose houses that are located near to the place where they can earn their living. Without
having an advantage or convenience to go to work in order to fulfil their daily needs, it will be very
difficult for them to go on with their lives. Then obtaining housing ownership is secondary in their list of
priorities in life, while the form or the quality of houses merely becomes their last source of worry [5].
The most important thing for them is that they have a house as a place for shelter and rest, to sustain their
lives.
According to Laquian (1983) in order to be able to obtain housing ownership, it will basically depend on
the family income, monthly income and the monthly expenses for housing, in which the amount that
could be spent on housing is the maximum amount that can be paid for the housing payment where it
depends on the family income and the number of family members [6]. More specifically relating to
housing for low income people in urban areas, JFC Turner (1976) quotes that the important thing from
the house is not what it is, but what it does to the lives and livelihood of residents or owners [7].
Tanphiphat (1983) proposes that the government through the National Housing Agency provides a longterm loan program between 15-25 years to low-income communities, to enable them to buy land and so
that they can afford the housing costs. Tanphiphat suggests this concept because in the absence of such
facilities, low-income communities may not have a lot to be able to build their homes legally [8].
Therefore, in order to help low-income communities to have proper housing the government of Indonesia
has established Perumnas. Perumnas was formed in 1974 as a state venture engaged in the provision of
public housing. After the Perum Perumnas Regional I managed to build housing and its facilities and
infrastructure, and develop the western city of Medan, also the east, south and center of the city, starting
in 1995 Perumnas development had been directed to areas of the northern city of Medan to the
Martubung region. Currently, the Griya Martubung Housing is still opening its market for the sales of
housing units. It has a land area of 276.56 hectares consisting of three adjacent sites, namely Martubung I

230

covering 106.31 hectares, an area of 40.20 ha of Martubung II, and Martubung III with the area of 130.05
ha [9]. The price list of houses in the Griya Martubung Housing can be seen in the table 2 below.

RSS

Table 2. The Low Cost Housing Price

Monthly Payment (Rp)
Price (Rp)
DP (Rp)
10 years
15 years
5 years
655.562
393.721
311.085
39.000.000
8.450.000

RI
RS

42.000.000
56.000.000

Type

8.800.000
12.900.000

854.924

556.244

468.350

1.202.660

822.053

716.995

(Perumahan Nasional Martubung with KPR BTN, 2008)

From table 2 above, there are three types of houses built for the low income community. To add, the
bank serves as one of the institutions that provides financial assistance in the form of housing loan such
as the KPR, where the applicants can choose the payment period from five to fifteen years.

3. Methodology
The type of research in this paper can be categorized as a descriptive research. The sample population of
this study was all of the poor households belonging to the class of low-income communities in WPP E
Medan. Based on the statistical data from BPS Medan (2008), the number of poor households in WPP E
Medan City totaled approximately 15.272 poor households or by 17.65% from the total populace. By
using the formula from Krueckberg and Silvers (1974) in determining the sample size, the expected error
in the calculation was set at 10%, the total study sample was 99.35 poor households that were rounded up
to 100 poor households [10]. The questionnaires were distributed in several sub-districts of WPP E
Medan city which contained poor households and slum areas such as Medan Helvetia, Medan Selayang
(Tanjung Sari & Asam Kumbang), and the Medan Barat (P. Brayan Kota) and they were analyzed with
the assistance of the SPSS program to facilitate the accurate and qualified study results [11]. The
questionnaire consisted of four major parts. The first part consisted of seven questions, aiming to find out
about the respondents background. The second part consisted of four questions which sought to disclose
the member of the respondents family in the house. The third part consisted of four questions which
looked at the status and the housing conditions. Finally, the fourth part consisted of ten questions, which
aimed to find out about the respondents economic conditions.

4. Data Collection and Analysis

The data were collected through questionnaire dissemination, and 100 completed questionnaires were
analyzed and had formed the database for the quantitative analysis. From 100 respondents, most of them
were in the age between 36 45 years old and most of them had high school diploma as their educational
background. The number of family members with whom the respondents lived with mostly were
between 3 to 5 persons (59 respondents, 59%). Mostly only one person in each family worked in order to
fulfill the family needs (53%). Meanwhile, the majority of the respondents' family members who did not
work were ranging from 2 to 4 persons (79%) and the number of family members who were still studying
in school ranged from 2 to 4 persons (38 respondents, 38%).
From 100 respondents, as many as 36 respondents (36%) also the heads of the family worked as others
(working as a pedicab driver, washing other clothes, masseuse, etc.). 26 respondents (26%) were traders,
24 persons (24%) were private employees, 10 respondents (10%) were civil employees, and 4
respondents (4%) were farmers.
Table 3. The Status of housing ownership
Status
Frequency
Percentage (%)
Own
19
19
Family belonging
18
18
Rent
48
48
Others
15
15
Total

100

100

From 100 houses, most of the status of the occupied houses at this time did not belong to the respondents
themselves (63%). Only 19 houses (19%) were owned by the respondents, 18 respondents (18%) lived in
the familys houses or family-inherited houses, as can be seen in table 3. There were several reasons why

231

the respondents did not buy a house and had chosen to rent a house or stay in relatives houses, as
illustrated in fig. 1 below.
17.4%

28.5%
Cant afford to pay monthly payment
The houses are too expensive
Having difficulties to get allowance
The interest rates are too high

17.4%

36.5%

Fig.1. Respondents Reasons Not to Buy Houses

Based on figure 1 from 63 respondents (the number of respondents who rented houses were 48 people
and the number of respondents who boarded were 15 people), where the main reason for them not to buy
a house was due to the houses high prices, as answered by 23 respondents (36,5%), 18 respondents
(28,5%) answered that the reason why they did not buy a house was because they were unable to pay the
down payment / monthly payment, 11 respondents (17,46%) said that it was the difficulty of getting the
loan, and 11 other respondents (17,46%) said interest rates were too high which further hampered their
inclination to purchase a house of their own.
The amount of income that was earned by most of the respondents was between Rp.500.000 - Rp.999.000
as many as 46 people (46%). The next amount of income mostly earned was between Rp.1.000.000 Rp.1.4999.000 as many as 42 people (42%). The next amount of income that was earned by the
respondents was less than Rp.500.000 which was as many as 11 people (11%). Finally, 1 respondent
(1%) owned the amount of income between Rp.1.500.000 - Rp.2.000.000.
It has also been discovered that more than half of respondents (56%) had no side income. Meanwhile, 30
respondents (30%) had side income that was less than Rp.500.000. The side income between
Rp.1.000.000 - Rp.1.500.000 was earned by 14 respondents (14%), while 4 respondents (4%) had had a
side income of Rp.500.000 - Rp.999.000. Side income was used by the respondents as an addition in
order to meet the needs of their everyday lives. By contrast, the remaining 14 respondents (14%) had an
unstable income.
Table 4. Total of Respondents Income
Total income

Frequency

Percentage (%)

< Rp. 500.000

Rp.500.000 - Rp.999.000

8
42

8
42

Rp.1.000.000 - Rp.1.499.000
Rp.1.500.000 - Rp.1.999.000
Rp.2.000.000 - Rp.2.500.000
>Rp.2.500.000
Total

45
2
2
1
100

45
2
2
1
100

Based on table 4, 45 respondents (45%) had a total income of between Rp.1.000.000 - Rp.1.499.000. The
next 42 respondents (42%) had a total income of Rp.500.000 - Rp.999.000. A number of 8 respondents
(8%) had a total income of less than Rp.500.000. The total income of Rp.2.000.000 - Rp.2.500.000 was
owned by 2 respondents (2%) and 2 others (2%) had a total income of Rp.1.500.000 - Rp.1.999.000. 1
last respondent (1%) had a total income of more than Rp.2.500.000. Meanwhile, most respondents (as
many as 59 respondents (59%)) lived with 3 to 5 persons in the household, and 32 respondents had a total
income of Rp.500.000 - Rp.999.000.

232

Others
Electricity

Food

12%

32%

13%

Makanan
Sew a Rumah
Sekolah
Ongkos Kendaraan
Listrik & Air

14%
13%

16%

Lain-lain

Rent

Transportation

Education

Fig. 2. The Biggest Monthly Expenses

The biggest monthly expense allocated by respondents was for food (32%). The next biggest monthly
expense was for school fees (16%). The next one was for the transportation (14%), and then the next
largest expense had been dedicated to the rent of the house (13%). The last one was for the needs of
others (12%) as seen in figure 2.
The largest monthly expenses of respondents were Rp.500.000 - Rp.999.000 as claimed by 49
respondents (49%). The next amount of monthly expenses spent by respondents ranged from
Rp.1.000.000 - Rp.1.499.000, with 28 respondents (28%). The next amount was less than Rp.500.000
with 20 respondents (20%). An additional 2 respondents (2%) had a monthly expense of Rp.1.5.00.000 Rp.2.000.000. Meanwhile, the amount of monthly expenses of more than Rp.2.000.000 was given by one
respondent (1%), which had an income of more than Rp.2.500.000 per month. Only some of respondents
claimed that they could make savings, where a number of 50 respondents (50%) had savings and could
set aside part of their earnings every month. Meanwhile, 29 respondents (29%) had an unstable amount of
money for savings, and 21 other respondents (21%) could not make any savings.
From 79 respondents (79%) were able to make savings, most were the respondents with an income of
Rp.1.000.000 - Rp.1.499.000 (39 respondents (39%)). Respondents with an income between Rp.500.000
- Rp.999.000 were the second of those respondents who had savings, which were 30 respondents (30%).
The next respondents who were able to make savings were respondents with an income of less than
Rp.5.500.000 with 5 respondents (5%). Respondents with an income between Rp.2.000.000 Rp.2.500.000 and the number of respondents with income of Rp.1.500.000 - Rp.1.999.000 were both
represented by 2 respondents (2%). 1 respondent (1%) with an income of more than Rp.2.500.000 was
the last number of respondents who had savings. Meanwhile, the amount of income that can be saved by
respondents every month at most was less than Rp.100.000 with the number of 41 respondents (41%).
The second largest amount of income that could be saved by respondents ranged between Rp.100.000 Rp.399.000 with 30 respondents (30%).
The bank is one of the institutions that provide financial assistance in the form of housing loan such as
the KPR, where the applicants can choose the payment period from five to fifteen years. However, as
much as this will help the low income community, the KPR has requirements that should be closely
followed by the applicants. One of the requirements is that the amount of the monthly payment should
not exceed 1/3 of the applicants total income every month as seen in table 5 below. The low income
communities were grouped in accordance to their total income from A to F.

Total Income
< Rp. 500.000

Table 5. Total Income and the Loan Requirement

Loan Requirement
Group
Frequency
(1/3 Total Income)
A
< Rp.166.666
8

(%)
8

Rp.500.000 - Rp.999.000

Rp.166.666 Rp.333.000

42

42

Rp.1.000.000 - Rp.1.499.000

Rp.333.300 Rp.499.000

45

45

Rp.1.500.000 - Rp.1.999.000

Rp.500.000 Rp.666.000

Rp.2.000.000 - Rp.2.500.000

Rp.666.600 Rp.833.000

>Rp.2.500.000
Total

> Rp.833.000

100

100

233

80

75

70
60
50
40
30
20

12

10

9
2

0
<100.000

100.000 299.000

300.000 499.000

500.000 699.000

tidak
Unable
sanggup
to
pay

Fig. 3. The Respondents Ability to Make Monthly Payment

Based on figure 3 above, 75 respondents had the ability to make monthly payment in order to own houses
less than Rp.100.000/month. 12 respondents had the ability to make monthly payment between
Rp.100.000 - Rp.399.000. 9 respondents had the ability to make monthly payment between Rp.300.000
Rp.499.000. 2 respondents were able to make monthly payment of more than Rp.500.000, and 2 more
respondents claimed that they did not have any ability to make monthly payment. Therefore, the number
of respondents who were able to make monthly payment in terms of the amount of their monthly income
and were able to meet the requirement to obtain bank loans for low-cost housing was the low income
communities in groups C, D, E, and F which covered 50 respondents, in accordance with the monthly
payment of Rp.311.085, this was the lowest but had shown to be the longest period of payment. From the
analysis and discussion above, it can be concluded that most of the respondents were unable to own their
houses. The results of this study indicated that most of the respondents did not own the houses where they
lived and most of them were tenants (48%) and only 19% of them were the rightful owners of their
houses, while 37% more lived in houses belong to their families or those that were handed down by their
family.

5. Conclusion
It is perhaps, an understatement to say that everyone needs a house, when it has been established that a
house remains to be one of the basic human needs and the very fundamental human rights. This study
indicates that the low income communities who live in the WPP E Medan City mostly are tenants whom
do not have their own houses, which means that the number of housing ownership in the WPP E Medan
is extremely low, represented by only 19 % out of 100 respondents. Because of their low monthly
income, the low income communities in the WPP E Medan City are having difficulties in gaining housing
ownership. Their monthly income have mostly already been used to fulfil their other basic daily needs,
therefore we understand their difficulty in saving some amount of money to be entitled for the bank loan
application let alone to make a home their permanent place of abode. Besides, they also face problems
due to the price of low-cost housing which still does not seem affordable by the poorer population, and
which in effect, makes the low-income communities in WPP E Medan to prefer to rent or stay in their
relatives houses rather than to have their own houses.
The results imply the need for the government to pay more attention to the low income communities and
their basic need of housing. Efforts should be geared towards increasing the income of the low-income
communities and to make decent housing more accessible to them. All players in the industry should play
their role in helping these disadvantaged communities. The government should consider building a decent
housing that meets the consumers target as well as providing financial assistance and distributing
continuous information to guide them to obtain housing ownership that will not financially trouble them
in the future. Giving proper education and skills to low income communities will also equip them in the
betterment of life. There are many more that can be done as long as all players in the industry work with
each other to facilitate low income communities to fulfill their basic needs of housing and to demonstrate
that the communities are not denied their rights.

Acknowledgement
First writer would like to acknowledge Universitas Sumatera Utara for granting study leave towards the
completion of this research.

234

References
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[3]
[4]
[5]

Balai Pusat Statistik Kota Medan (2008) Medan Dalam Angka, BPS, Medan.
Budihardjo, Eko. (1998) Sejumlah Masalah Pemukiman Kota, Penerbit Alumni, Bandung.
Yudohusodo, S. (1991) Rumah Untuk Seluruh Rakyat, Unit Percetakan Bharakerta, Jakarta
Surat Keputusan Menteri Negara Perumahan Rakyat Tahun 2005
Panudju, Bambang (1999) Pengadaan Perumahan Kota Dengan Peran Serta Masyarakat Berpenghasilan
Rendah, Penerbit Alumni, Bandung.
[6] Laquian, AA. (1983), Basic Housing: Policies for Urban Sites, Services and Shelter in Developing Countries,
International Development Research Center, Ottawa, Canada.
[7] Turner, John FC, Fichther, Robert (1976), Dweller Control of the Housing Process, Freedom to Build, The
Maximillian companyNew York and CoolierMaximillian LimitedLondon
[8] Tanphiphat, S. (1983), Immediate Measures for Increasing The Supply of land for Low-income Housing in
Bangkok, Land for housing the poor, Select Books, Singapore
[9] Perumnas Martubung (2008), Medan
[10] Krueckeberg & Silvers (1974), Urban Planning Analysis : Methods and Models, John Wiley & Sons inc, New
York
[11] Amir, M. F. (2006), Mengolah dan Membuat Interpretasi Hasil Olahan SPSS Untuk Penelitian Ilmiah, EDSA
Mahkota, Jakarta

235

SISTEM PENANGGULANGAN KEBAKARAN PADA

PERMUKIMAN PADAT PERKOTAAN
(Studi Kasus : Kecamatan Tanjung Balai Utara,
Kota Tanjung Balai Provinsi Sumatera Utara)

MARIATY PANE
Program Studi Teknik Arsitektur
Pada Fakultas Teknik Universitas Sumatera Utara
Medan
e-mail : mariaty_pane69@yahoo.co.id

ABSTRACT
The increase in population in urban areas is phenomenon in developing countries. In search of job
opportunities and quality of life becomes the main reason for people to migrate to the city. This
uncontrolled urbanization turned urban land into slump neighborhoods that are not organized and poor
physical qualities. This condition is very susceptible to trigger fires that materially would be very
detrimental to the urban community. The thesis aims to examine the possibility of fire-fighting systems in
dense urban settlements of Tanjung Balai .
The research was carried out by taking Tanjong Balai as a study area. To proceed with a study, a
purposive sampling was implemented together with the formulation of Crunch Model. Crunch Model
revealed that the level of risk of fire (R) is the sum of hazard (H) and vulnerability (V) combined with a
theoretical typology of low-income housing in urban communities, including settlements (KP), group of
houses on the priorities and needs (KRAPKA), cycle day to stay (DHB) and economic activity (AE);
which will be reduced by the value of capacity (C) in combination with the social culture (BSK). Along
with this model and combination of other technique as well as standardization and government
regulations were also referred to determine the existence of a neighborhood against the existing level of
fire risk.
Specific benchmarks variables such as: hazard, vulnerability and capacity to settlements became the basis
for an assessment with the Crunch model supported by Sturges formula for the assessment of the
existing intervals. The study's findings in the study area revealed that it has the status of disaster risk rate
of fire is quite high with a value of (-8).
The results of study can be concluded that fire prevention is not enough just to provide fire prevention
facilities such as fire fleet and personnel, hydrants, even hospitals, because the difficulties always
encountered in the process of fire fighting in the settlements and unorganized physical buildings qualities.
A self-help disaster response system is needed in a dense urban environment as Tanjung Balai.
Keywords: risk of fire hazards, sources of hazards, vulnerability, capacity.

ABSTRAK
Peningkatan jumlah penduduk di perkotaan merupakan fenomena yang selalu terjadi pada
negara-negara berkembang. Perbaikan penghasilan dan kualitas hidup menjadi alasan utama masyarakat
untuk bermigrasi ke kota. Tidak terkendalinya arus urbanisasi ini berakibat pada berubahnya lahan
perkotaan menjadi lingkungan permukiman yang tidak tertata dan kualitas fisik yang tidak layak. Kondisi
ini sangat rentan memicu terjadinya kebakaran yang secara materi akan sangat merugikan masyarakat
kota. Tesis ini bertujuan untuk melengkapi sistem penanggulangan kebakaran di permukiman padat
perkotaan dengan memilih Kota Tanjung Balai sebagai studi kasus.
Pendekatan dilakukan dengan melakukan penelitian pada wilayah studi yang penetapannya
dilakukan melalui purposive sampling. Kemudian dilakukan identifikasi terhadap wilayah studi yang
mengacu pada rumusan Model Crunch yang mengungkapkan bahwa tingkat resiko bencana kebakaran
(R) merupakan penjumlahan atas sumber bahaya (H) dan kerentanan (V) dikombinasikan dengan teori
tipologi perumahan masyarakat berpenghasilan rendah di perkotaan yang meliputi keberadaan
permukiman (KP); kelompok rumah atas prioritas dan kebutuhannya (KRAPK); daur hari bertinggal
(DHB); aktivitas ekonomi (AE), yang akan dikurangi dengan nilai ketahanan (C) yang dikombinasikan

236

dengan budaya sosial kemasyarakatan (BSK). Tatanan identifikasi dalam mengungkap keberadaan
lingkungan permukiman merujuk kepada pemikiran-pemikiran para ahli dan instansi, standarisasi serta
peraturan pemerintah untuk mengetahui keberadaan suatu lingkungan permukiman terhadap tingkat
resiko kebakaran yang ada.
Variabel-variabel tolok ukur tertentu seperti: sumber bahaya, kerentanan dan ketahanan terhadap
lingkungan permukiman menjadi dasar untuk dilakukan penilaian dengan model Crunch yang didukung
dengan rumus Sturges untuk penilaian interval yang ada. Temuan penelitian pada wilayah studi
terungkap bahwa wilayah studi memiliki status tingkat resiko bencana kebakaran yang cukup tinggi
dengan nilai (-8).
Hasil studi dapat disimpulkan bahwa penanggulangan kebakaran tidak cukup hanya dengan
menyediakan fasilitas penanggulangan kebakaran seperti armada kebakaran serta personil, titik-titik
hidran, rumah sakit yang layak, karena ditemui berbagai kesulitan dalam proses pemadaman kebakaran di
wilayah studi yang berupa permukiman tidak tertata dan kualitas fisik bangunan yang rendah. Sistem
swadaya penanggulangan bencana kebakaran di lingkungan padat perkotaan ditawarkan sebagai rumusan
pemikiran yang diharapkan ideal bagi lingkungan permukiman seperti wilayah studi.

Kata Kunci: resiko bahaya kebakaran, sumber bahaya, kerentanan, ketahanan.

1. PENDAHULUAN
Peningkatan pertumbuhan penduduk dapat menyebabkan peningkatan jumlah kebutuhan permukiman
oleh masyarakat diperkotaan yang tidak diimbangi dengan perencanaan dan penyediaan lahan
permukiman yang layak sehingga menjadikan masyarakat terpaksa menempati kawasan yang rentan
terhadap bencana kebakaran sebagai tempat tinggal mereka.
Kecamatan Tanjung Balai Utara yang berada di kota Tanjung Balai Provinsi Sumatera Utara merupakan
salah satu kecamatan yang rawan terjadinya kebakaran karena merupakan kawasan perkotaan yang
memiliki tingkat pertumbuhan penduduk dan aktivitas penduduk yang tinggi dengan jumlah penduduk
21.001 penduduk tiap km2 (BPS Kota Tanjung Balai Thn 2008).
Sistem proteksi kebakaran di Kota Tanjung Balai yang telah ada saat ini berupa Rencana Induk Sistem
Proteksi Kebakaran (RISPK) menitikberatkan pada sistem dan strategi pemadaman kebakaran. Sementara
kajian tentang identifikasi tingkat resiko kebakaran dan analisis kondisi fisik lingkungan permukiman
belum pernah dilakukan.

1.1 PEMILIHAN LOKASI STUDI

Salah satu wilayah kota terpadat di Provinsi Sumatera Utara dengan penduduk berpenghasilan rendah
berada di Kota Tanjung Balai; tepatnya di Kecamatan Tanjung Balai Utara Kelurahan Tanjung Balai
Kota III dan Kelurahan Tanjung Balai Kota IV.
Alasan pemilihan wilayah studi:
1.1 Dari enam wilayah kecamatan yang ada di Kota Tanjung Balai, kecamatan ini memiliki jumlaH
penduduk terpadat, yaitu 21.001/km.
1.2 Kawasan paling rentan terjadinya bencana kebakaran, 4 kali terjadi kebakaran /tahun
1.3 Kawasan yang memiliki jumlah unit tertinggi saat terjadinya kebakaran.
Gambar 1. Merupakan Peta wilayah Penelitian di Kecamatan Tanjung Balai Utara di Kota Tanjung Balai,
untuk kondisi permukinan di wilayah penelitian serta akses Lingkungan Permukiman Padat Penduduk
dapat dilihat pada gambar2 dan gambar 3.

237

Gambar 1. Peta Wilayah Penelitian di Kecamatan Tanjung Balai Utara Kota Tanjung Balai

Gambar 2. Kondisi permukinan di wilayah penelitian di Kecamatan Tanjung Balai Utara

238

1.posisi rumah yang saling berhadapan terpisah dengan

jalan setapak dengan muatan sirkulasi hanya untuk dua
orang berselisih jalan.
2.lingkungan perumahan dengan letak yang tidak tertata.
3.anak-anak memanfaatkan lahan kosong yang ada
ditengah-tengah kepadatan dempetan rumah.
4.akses jalan local yang tidak memadai untuk memeroses
percepatan pemadaman kebakaran oleh damkar.
5. jalan tikus atau gang senggol yang hanya dapat dilalui
oleh satu orang.

Gambar 3. Kondisi Akses Lingkungan Permukiman Padat Penduduk

2 Metode Pendekatan studi untuk penyelesaian masalah

Metode penelitian dengan mengaplikasikan motode kualitatif deskriftip karena beberapa variabel
kualitatif dapat menggambarkan peristiwa atau fnomena yang terjadi di wilayah studi , dalam
pengelolaan resiko bencananya menggunakan Model Crunch dan tipologi masyarakat yang
berpenghasilan rendah untuk mengungkap sumber bahaya (hazard:H), kerentanan (vulnerability:V), dan
ketahanan (capacity:C).

2.1 Metode Pengambilan Sampel

Pengambilan sampel dalam studi ini menggunakan teknik sampel purposive sampling yaitu suatu teknik
pengambilan sampel yang mempertimbangkan kriteria-kriteria tertentu oleh peneliti yang sesuai dengan
tujuan penelitian, dan dalam kasus ini sampel tertuju pada pihak terkait atas dasar validitas data yang
berguna dalam menyelesaikan permasalahan yang dihadapi.
Pihak-pihak yang akan di wawancara untuk meraih data, sampel tertuju pada Kepala Dinas Pencegahan
dan Penanggulangan Kebakaran, Kepala Kecamatan Tanjung Balai Utara, lima Kepala Kelurahan yang
berada dalam lingkup wilayah Kecamatan Tanjung Balai Utara, Kepala Dinas PDAM Tirtanadi dan
Kepala Dinas PLN setempat atau yang mewakilinya; Kemudian Kepala Polisi Sektor Tanjung Balai
Utara dan Koramil setempat.
Teknik purposive sampling digunakan tidak hanya tertuju pada masyarakat setempat, namun informasi
diupayakan diperoleh dari pihak-pihak yang benar-benar mengenal karakteristik lingkungan setempat.

2.2 Metode Analisis

Dalam merumuskan sistem penanggulangan kebakaran permukiman padat perkotaan di kecamatan
Tanjung Balai Utara dijelaskan dalam diagram 3.4 yaitu mengenai kerangka pemikiran dalam studi

239

perumusan sistem penanggulangan kebakaran di permukiman kota khususnya di Kecamatan Tanjung

Balai Utara dengan kegiatan analisis sebagai berikut:
1. Melakukan studi literatur guna mengumpulkan pendapat mengenai sumber datangnya api serta
untuk mengidentifikasi variabel apa saja yang terlingkup dalam kerentanan dan ketahanan
terhadap bencana kebakaran secara umum. Kemudian dilakukan identifikasi terhadap variabelvariabel yang didapat melalui matriks identifikasi variabel.
2. Mengidentifikasi variabel atas sumber datangnya api, kerentanan dan ketahanan terhadap bahaya
kebakaran di kawasan permukiman padat Kota Tanjung Balai Utara melalui variabel dengan
kegiatan pengklasifikasian tertentu sesuai dengan literatur yang telah ditetapkan sebelumnya.
3. Menentukan tolak ukur dan standar tertentu yang berkaitan dengan sumber datangnya api,
kerentanan dan ketahanan terhadap kebakaran di permukiman padat penduduk yang merujuk
pada studi literatur, peraturan perundang-undangan, keputusan pemerintah, standar nasional dan
acuan lainnya yang bersifat formal.
4. Melakukan penilaian terhadap setiap tolak ukur variabel yang telah ditentukan.
5. Penilaian tingkat resiko bencana kebakaran di kawasan permukiman pada Kecamatan Tanjung
Balai Utara dengan menggunakan model Crunch yaitu R = H + V C
6. Dalam menentukan tingkat resiko bencana kebakaran di kawasan permukiman padat Kecamatan
Tanjung Balai Utara digunakan Rumus Sturges (k = 1 + 3,3 log N), dengan keterangan bahwa
k merupakan interval untuk melihat tingkat resiko dengan nilai tingkat kerentanan yang tinggi,
menengah dan bawah; sedangkan N merupakan jumlah data sampling yang diambil terhadap
kawasan yang diteliti.
7. Dalam menentukan sistem penanggulangan kebakaran di permukiman padat Kecamatan Tanjung
Balai Utara dibuat berdasarkan variabel sumber datangnya api, kerentanan dan ketahanan
kawasan permukiman padat terhadap bahaya kebakaran yang masih belum sesuai standar. Oleh
karena itu, untuk menghilangkan resiko bencana kebakaran yang harus dilakukan adalah
mengurangi atau mentiadakan bahaya dan kerentenan serta meningkatkan ketahanan yang ada.
Tabel 1. Cara Pemberian Nilai Tolok Ukur Pada Variabel Sumber Bahaya, Kerentanan dan
Ketahanan Terhadap Bahaya Kebakaran
Tolok Ukur Pada Variable
Penilaian

Sumber Bahaya
Kebakaran (H)
Kerentanan Terhadap Bahaya
Kebakaran (V)
Ketahanan Terhadap Bahaya
Kebakaran (C)

Sesuai Strandar

Tidak Sesuai Standar

-1

3. HASIL DAN PEMBAHASAN

Hasil yang diperoleh dari Model Crunch serta interval penilaian potensi bencana kebakaran dari rumus
Sturges bahwa wilayah pemukiman padat Kecamatan Tanjung Balai Utara memiliki potensi dengan
tingkat cukup rendah yang diterjemahakan sebagai suatu daerah yang cukup berpotensi terjadinya bahaya
kebakaran. Sebagai pendekatan dalam dasar sistem yang layak digunakan saat ini pada lingkungan
pemukiman mereka diawali dengan merumuskan tingkat bahaya dan kerentanan bahaya kebakaran yang
berasal dari urut-urutan tolok ukur melalui variabel yang telah dianalisis.

3.1 Sumber Bahaya dan Kerentanan Kebakaran

Agar mempermudah dalam menganalisis variabel dan tolok ukur untuk melahirkan suatu sistem
penanggulangan kebakaran, sumber bahaya dan kerentanan yang menjadi pemicu agar menjauh dari
lingkungan padat pemukiman menjadi ketahanan bahaya kebakaran terbagi pada dua faktor yaitu faktor
manusia sebagai pemakai dan ruang sebagai wadah bertinggal mereka di lingkungan padat pemukiman
wilayah Kecamatan Tanjung Balai Utara.

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3.1.1 Faktor manusia

Melalui rumusan identifikasi tolok ukur yang lahir dari variabel potensi bahaya dan kerentanan terjadinya
kebakaran disebabkan oleh manusia berupa pembuangan puntung rokok yang masih menyala dengan
sembarang tempat, pemakaian peralatan listrik yang bermutu rendah karena bersifat pemenuhan
kebutuhan dasar.
Hal tersebut merupakan karakteristik masyarakat yang bertinggal di lingkungan padat pemukiman
Kecamatan Tanjung Balai Utara khususnya yang bertinggal di Kelurahan Tanjung Balai Kota III dan
Kelurahan Tanjung Balai Kota IV. Karakteristik tersebut merupakan akar permasalahan atas sumber
bahaya dan kerentanan terjadinya kebakaran. Pemerintah sebagai penentu kebijakan tidak dapat
diharapkan sepenuhnya untuk menyelesaikan permasalahan mereka dalam jangka waktu yang singkat.
Kemudian penyelenggaraannya memerlukan biaya yang tidak sedikit karena melibatkan pusat pendidikan
dan pelatihan untuk melengkapi keahlian mereka agar dapat meningkatkan pendapatannya. Berikutnya
dengan membuka lapangan usaha yang seluas-luasnya agar mereka memiliki pendapatan yang tetap agar
bias memiliki keuangan cadangan yang dapat dimanfaatkan untuk meningkatkan kualitas hidup mereka
dengan harapan sedikit demi sedikit dapat merubah kehidupan mereka secara perlahan. Semua itu akan
sulit dilakukan dalam jangka waktu terkini karena alokasi dana pemerintah yang terbatas bagi
pembenahan kesejahteraan masyarakat berpenghasilan rendah. Oleh karena itu diperlukan pemikiran
pada suatu sistem penanggulangan bencana kebakaran yang dapat memberdayakan mereka untuk ikut
serta menjaga lingkungan pemukimannya dari bencana bahaya kebakaran.

3.1.2 Faktor ruang sebagai wadah bertinggal

Dalam rumusan identifikasi tolok ukur yang lahir dari variabel potensi bahaya dan kerentanan terjadinya
kebakaran disebabkan oleh ruang sebagai wadah bertinggal mereka berupa instalasi pelayanan listrik kota
yang tidak standar, fisik tempat tinggal bermaterial dibawah standar, membuka lapangan usaha yang
memicu terjadinya kebakaran dan deretan pemukiman yang terlalu padat mempercepat perluasan titik
kebakaran.
Hal tersebut merupakan karakteristik ruang sebagai wadah bertinggal mereka di lingkungan padat
pemukiman Kecamatan Tanjung Balai Utara khususnya pada Kelurahan Tanjung Balai Kota III dan
Kelurahan Tanjung Balai Kota IV. Karakteristik tersebut merupakan akar permasalahan atas sumber
bahaya dan kerentanan terjadinya kebakaran bagi tempat bertinggal mereka. Seluruh karakteristik sebagai
faktor ruang sebagai wadah bertinggal yang menjadi sumber bahaya dan kerentanan bencana kebakaran
akan terus melekat pada diri mereka sebelum karakteristik tersebut terlepas dari diri mereka.
Aktor tertuju sebagai sasaran yang dapat memperbaiki kualitas ruang lingkungan bertinggal mereka tidak
lain juga adalah pemerintah sebagai pemberi kebijakan. Adapun beberapa kebijakan yang ada untuk
menyelesaikan permasalahan ruang lingkungan diantara dapat dilakukan dengan relokasi yaitu
memindahkan ruang lingkungan mereka ke tempat yang lebih layak. Hal ini akan sulit ditempuh sebab
memerlukan biaya yang sangat tinggi, selain itu di wilayah setempat merupakan wilayah padat
pemukiman sehingga tidak memiliki ruang yang dapat menggantikan tempat tinggal mereka kecuali
pembangunan lokasi ruang lingkungan pemukiman mereka berjauhan dengan lokasi asal yang belum
tentu sesuai dengan karakteristik mereka.
Kemudian kebijakan yang lebih mudah yaitu dengan cara up-grading atau meningkatkan kualitas ruang
lingkungan mereka menjadi ruang lingkungan bertinggal yang layak dan memilliki nilai ketahanan yang
baik terhadap bahaya dan kerentanan kebakaran. Hal ini juga sulit dilakukan sebab sistem up-grading
yaitu pemerintah dan masyarakat setempat membagi tugas bersama-sama dalam hal kerja dan biaya untuk
meningkatkan kualitas fisik ruang lingkungan permukiman. Sistem tersebut juga sulit tercapai sebab
masyarakat setempat tidak memiliki waktu dan biaya dalam meningkatkan kualitas tempat tinggalnya
karena waktu yang ada dimanfaatkan untuk mencari ceruk yang ada di lokasi karya dan tidak memiliki
keuangan cadangan (pendapatan yang ada hanya untuk memenuhi kehidupan sehari-hari, tidak ada
alokasi biaya untuk meningkatkan kualitas fisik tempat tinggal mereka)
Setelah menganalisis kedua faktor tersebut yang berasal dari identifikasi tolok ukur variabel sumber
bahaya dan kerentanan kebakaran, pemikiran akan mengarah kepada kebutuhan fasilitas yang diperlukan
dalam meredam sumber bahaya dan kerentanan kebakaran setempat tanpa melihat kebijakan pemerintah
secara keseluruhan dalam menyelesaikan permasalahan manusia sebagai aktor yang bertinggal di wilayah
padat pemukiman dan ruang lingkungan bertinggal mereka di Kecamatan Tanjung Balai Utara.

241

3.2 Rumusan Sistem Penanggulangan Kebakaran

Setelah mengidentifikasi tolok ukur variabel terhadap penyelesaiannya dalam sudut pandang kebijakan,
pembahasan bergerak dengan melihat potensi yang dimiliki oleh masyarakat pada suatu nilai yang dapat
melahirkan ketahanan terhadap kebakaran. Potensi tersebut diharapkan menjadi dasar terbentuknya
sistem penanggulangan bencana kebakaran di lingkungan permukiman mereka sendiri. Sebagai
pendekatan untuk merumuskan sistem penganggulangan kebakaran di lingkungan padat pemukiman
Kecamatan Tanjung Balai Utara juga terbagi menjadi dua faktor yaitu faktor manusia sebagai aktor yang
bertinggal di pemukiman tersebut dan faktor keberadaan lingkungan sebagai ruang yang harus
dipertahankan dari bencana kebakaran yang setiap waktu dapat saja terjadi.

3.2.1 Aktor bertinggal

Adapun potensi yang bernilai baik atau standar yang terdapat di dalam identifikasi tolok ukur pada
variabel yang telah dirumuskan yaitu nilai sosial masyarakat yang dapat diandalkan untuk meredam
bahaya kebakaran. Dalam membentuk sistem penanggulangan kebakaran di lingkungan mereka dapat
dimulai dengan kolektivitas masyarakat usia muda yang dirasa mampu sebagai relawan penggulangan
kebakaran. Kemudian dilakukan perekrutan relawan tersebut yang diisi dengan pelatihan dari pihak
militer dan kepolisian untuk menguatkan mental mereka dalam menghadapi terjadinya kebakaran serta
pembelajaran pengetahuan teknis dalam memadamkan api oleh Dinas Damkar Daerah sesuai dengan
waktu luang mereka.
Seluruh relawan yang ada diatur kinerjanya di bawah pengawasan kelurahan setempat agar selalu siap
siaga apabila terjadi bahaya kebakaran di lingkungan mereka. Atas hal ini, bentuk penanggulangan
bencana kebakaran dapat disebut sebagai sistem swadaya karena melibatkan masyarakat setempat
sebagai tindakan pertama untuk memperkecil penyebaran api bila terjadi bencana kebakaran. Sistem ini
akan lebih mudah dicapai bila dibandingkan dengan melihat kebijakan pemerintah secara umum.

3.3 Keberadaan lingkungan pemukiman

Agar sistem swadaya penanggulangan kebakaran dapat berjalan dengan baik, diperlukan adanya
penyediaan fasilitas-fasilitas pendukung sebagai alat yang memudahkan dalam meredam kebakaran yang
terjadi dapat di lakukan sebagai berikut:
1. Penyediaan peringatan dini konvensional
Atas kondisi bahaya kebakaran yang selalu mengancam lingkungan pemukiman mereka terdapat
suatu pemikiran untuk tetap selalu siaga. Tindakan untuk selalu siaga dapat dilakukan dengan
penyediaan peringatan dini yang ditujukan kepada setiap tempat tinggal mereka. Penyediaan
peringatan dini konvensional tidak memerlukan biaya yang berarti sehingga mudah dan tidak
mengganggu keuangan mereka.
Peringatan dini konvensional dapat disediakan dengan material yang terdapat di sekitar pemukiman
mereka seperti potongan besi atau potongan bambu. Peralatan peringatan dini dapat dikatakan
berfungsi bila benda tersebut menimbulkan bunyi yang berarti di saat diberi pukulan tertentu. Akan
memudahkan komunikasi bila populasi yang menggunakan peringatan dini konvensional tersebut
dalam jumlah yang banyak. Sehingga penanganan penanggulangan bencana kebakaran dapat
dilakukan dengan cepat sebelum penyebaran titik api semakin meluas.
2. Penyediaan pompa air beserta pipa standar
Penyediaan pompa air beserta pipa standar yang dapat disediakan secara terbatas yang di manajerial
oleh kelurahan setempat. Peralatan ini akan siap sedia sewaktu-waktu diperlukan oleh relawan yang
ada.
3. Penyediaan sumur sebagai cadangan air.
Kemudian relawan diberikan tanggung jawab dalam mengidentifikasi titik-titik rawan lingkungan
permukiman mereka yang rentan terjadinya kebakaran untuk disediakan sumur buatan sebagai
cadangan air yang dapat digunakan untuk memadamkan kebakaran. Tanggung jawab tersebut tepat
diberikan kepada mereka karena mereka yang paling memahami tentang keberadaan lingkungan
mereka terhadap sumber bahaya dan kerentanan yang menyebabkan terjadinya kebakaran.
Penyediaan sumur sebagai cadangan air yang dapat digunakan di saat terjadinya kebakaran akan dapat
dikombinasikan pemakaiannya dengan peralatan pompa air untuk memadamkan kebakaran. Dengan
adanya pendekatan ini, secara tidak langsung lingkungan padat pemukiman di Kecamatan Tanjung Balai
Utara telah memiliki tingkat ketahanan kebakaran secara swadaya bagi lingkungan mereka.

242

3.4 Zonasi Sistem Swadaya Penanggulangan Kebakaran di Kecamatan Tanjung Balai Utara
Agar mempermudah penerapan terhadap sistem swadaya yang telah dirumuskan, gambar 4.
Menunjukkan penentuan titik-titik penyediaan fasilitas atau perangkat yang dapat mendukung dalam
meredam kebakaran di Kecamatan Tanjung Balai Utara.

Gambar 4. Zonasi Pembagian Wilayah Sistem Swadaya Penanggulangan Kebakaran

Pada gambar 4. zonasi pembagian wilayah di atas, blok-blok dibagi berdasar luas wilayah secara
keseluruhan menurut batas kelurahan. Batas antar blok hadir berdasarkan akses jalan yang dapat
mendukung kinerja relawan dan masyarakat dalam meredam kebakaran yang terjadi. Namun secara
kinerja, perangkat yang terdapat pada setiap blok dapat digunakan untuk blok lain dan dapat
mempercepat meredam kebakaran yang terjadi. Dan blok-blok hadir hanya tindakan untuk
mempermudah penyediaan perangkat dan sistem kinerja yang akan dilakukakan. Berikut akan tampil
fasilitas yang mendukung proses penerapan sistem swadaya penanggulangan kebakaran di Kelurahan
Tanjung Balai Kota III dan Kelurahan Tanjung Balai Kota IV di Kecamatan Tanjung Balai Utara Kota
Tanjung Balai.
Tabel 2. Jumlah Unit Fasilitas Setiap Blok di Kelurahan Tanjung Balai Kota III dan Kelurahan Tanjung
Balai Kota IV Kota Tanjung Balai
Kel. TBK III
Kel. TBK IV
Fasilitas
Blok Blok Blok Blok Blok Blok Blok Blok Blok Blok Satuan
1
2
3
1
2
3
4
5
6
7
Set Pompa
1
1
Unit
Air Portable
Jumlah Titik
Cadangan
1
2
3
2
1
2
1
3
2
2
Titik
Air
Komunikasi
Dini
1
1
1
1
1
1
1
1
1
1
Unit
Konvensional

243

Untuk penyediaan set pompa air portabel dapat disediakan masing-masing satu unit di setiap kelurahan.
Namun untuk kejadian kebakaran yang berdekatan dengan batasan kelurahan, perangkat pompa portabel
yang ada dapat digunakan tanpa melihat batas kelurahan.
Untuk perangkat komunikasi dini konvensional, dapat disediakan minimal 1 unit setiap blok yang ada
sebab jangkauan bunyi dapat merambat pada setiap blok yang ada di sekelilingknya.
Zonasi wilayah sistem swadaya penanggulangan kebakaran yang ditampilkan pada pembahasan tersebut
hanya berdasarkan penafsiran logis tanpa ukuran kualitas perangkat yang ada. Maka dari itu untuk
menemukan rumusan yang jelas tentang keberadaan yang lebih dalam dan akurat akan memerlukan
pembahasan lebih jauh yang dapat dilakukan pada penelitian lainnya yang dapat menjadi lanjutan dari
studi ini.

3.5 Temuan Studi

Kecamatan Tanjung Balai Utara memiliki sumber bahaya kebakaran yang berasal dari:
1. Sistem pemasangan kawat listrik, yaitu kondisi instalasi listrik yang buruk dan banyaknya sambungan
listrik dalam satu tiang yang lebih dari tujuh sambungan.
2. Keberadaan minyak tanah dan LPG, yaitu keberadaan pedagang dan pemakai minyak tanah, serta
kondisi kompor yang tidak baik dan cara penyimpanan kompor yang tidak sesuai standar.
3. Keberadaan SPBU atau pedagang bensin eceran, yaitu keberadaan pedagang bensin eceran di dalam
lingkungan dan SPBU terdekat yang tidak memiliki zona aman.
4. Keberadaan industri rumah tangga dengan bahan mudah terbakar.
5. Keberadaan peralatan listrik rumah tangga, yaitu banyaknya jumlah pengguna peralatan listrik,
kondisi yang buruk, serta intensitas pemakaian yang tinggi.
6. Penggunaan penerangan non-listrik.
7. Puntung rokok.
8. Penyalaan api secara langsung.
Variabel kerentanan terhadap bahaya kebakaran di Kecamatan Tanjung Balai Utara yang tidak sesuai
dengan standar adalah:
1. Dari segi ekonomi yaitu keberadaan penduduk yang bekerja di tempat yang berdekatan dengan
permukiman padat dan keberadaan rumah tangga miskin;
2. Dari segi sosial kependudukan yaitu keberadaan penduduk usia rentan dan penduduk yang berpenyakit
permanen atau cacat, serta kepadatan penduduk.
3. Dari segi fisik yaitu keberadaan bangunan berbahan bangunan dan konstruksi tidak tahan api,
kepadatan bangunan yang tinggi, tidak adanya jarak antar bangunan, jarak antar jalan besar yang
terlalu jauh, serta sempitnya jalan lingkungan.
4. Dari segi ketersediaan prasarana yaitu luas dan lokasi ruang terbuka yang kurang memadai;
5. Dari segi sarana yaitu jumlah dan kondisi kendaraan pemadam kebakaran yang kurang baik, tidak
adanya hydrant, kurangnya sumber air, dan kurangnya bahan pemadam bukan air.
6. Dari segi sumber daya manusia yaitu cakupan pelayanan serta jumlah pemadam kebakaran dan tenaga
medis yang kurang.
Nilai resiko bencana kebakaran di Kecamatan Tanjung Balai Utara adalah -8, maka tingkat resiko
terjadinya bencana kebakaran karena ulah manusia di di Kecamatan Tanjung Balai Utara termasuk dalam
berpotensi terhadap bahaya kebakaran.

4. Kesimpulan
Berdasarkan klasifikasi kelas tingkat resiko bencana kebakaran, Kecamatan Tanjung Balai Utara
termasuk dalam kelas berpotensi terjadi bahaya kebakaran. Selain itu terdapat beberapa tolok ukur
variabel sumber bahaya, kerentanan, dan ketahanan terhadap bahaya kebakaran yang tidak sesuai dengan
standar. Oleh karena itu, dalam rangka mengurangi tingkat resiko bencana kebakaran di Kelurahan
Babakan Asih dan Jamika, diperlukan beberapa tindakan sistem penanggulangan (mitigasi) bencana
kebakaran. Bentuk mitigasi bencana yang diusulkan akan dikelompokkan berdasarkan tiga faktor penentu
tingkat resiko yaitu sumber bahaya, kerentanan, dan ketahanan. Berikut merupakan bentuk mitigasi yang
diusulkan:
Berdasarkan variabel sumber bahaya kebakaran yang tidak sesuai dengan standar
1. Perbaikkan kabel listrik yang masih terdapat kabel tidak tertutup bahan isolasi.
2. Karena SPBU yang ada tidak memiliki zona aman maka diperlukan pembuatan zona aman atau buffer
disekitar SPBU terdekat.

244

3. Mengurangi atau bahkan menghilangkan potensi munculnya bahaya kebakaran melalui peningkatan
kewaspadaan masyarakat dan pengurangan tingkat kecerobohan manusia dalam melakukan aktivitas
sehari-hari.
4. Pemberian ketegasan kepada masyarakat dalam melakukan penyimpanan atau penggunaan barangbarang yang mudah terbakar, seperti penyimpanan tabung LPG yang ditempatkan oleh pedagang di
pinggir jalan.
Berdasarkan variabel kerentanan terhadap bahaya kebakaran yang tidak sesuai standar
1. Diperlukan perbaikan kondisi bangunan rumah di Kecamatan Tanjung Balai Utara yang jumlah
bangunan non-permanen dan semi permanennya masih banyak. Tindakkan perbaikan tersebut dapat
dilakukan oleh masyarakat dan pemerintah daerah Kota Tanjung Balai. Perbaikan tersebut berupa:
a. Penggantian dinding bangunan rumah yang masih terbuat dari triplek/bilik/kayu menjadi berbahan
batu bata atau batako yang telah diplester.
b. Penggunaan kerangka beton bertulang sebagai struktur penyangga bangunan untuk rumah yang
akan direnovasi.
c. Penggunaan dinding rangkap sebagai pembatas antar rumah. Untuk bangunan rumah yang belum
memiliki dinding sendiri atau masih menempel pada rumah tetangga dibangun dinding pembatas,
dengan demikian kecepatan api menjalar ke rumah lain akan semakin kecil.
2. Pengendalian pemanfaatan ruang melalui pembatasan pendirian bangunan di wilayah Kecamatan
Tanjung Balai Utara.
3. Pengawasan penerapan standar Koefisian Dasar Bangunan (KDB) yang benar khususnya.
4. Melakukan land consolidation, yaitu menata kembali bangunan yang ada di kawasan permukiman
padat sehingga dapat terbentuk akses jalan yang lebih baik. Hal ini perlu dilakukan karena kondisi
lebar jalan saat ini tidak memadai dan akan mempersulit warga jika melakukan pelarian/evakuasi.
Berdasarkan ketahanan terhadap bahaya kebakaran yang tidak sesuai standar
1. Di wilayah Kecamatan Tanjung Balai Utara perlu disediakan hydrant yang diletakkan di dalam
lingkungan sehingga mempermudah petugas melakukan pemadaman api. Pihak PDAM Kota Tanjung
Balai sebaiknya meningkatkan tekanan dan debit air di wilayah selatan Kota Tanjung Balai,
khususnya di Kecamatan Tanjung Balai Utara. Dengan demikian pihak pemadam kebakaran tidak
sulit mencari sumber air dari wilayah lain.
2. Pembuatan penampungan air di dalam lingkungan kecamatan yang dapat digunakan oleh seluruh
masyarakat baik sebagai kebutuhan sehari-hari maupun sebagai sumber air pemadam kebakaran.
3. Karena mobil pemadam kebakaran tidak dapat masuk ke dalam lingkungan maka diperlukan
penyediaan alat pemadam api berat (APAB) di setiap RT dan alat pemadam api ringan (APAR) pada
bangunan-bangunan non-tempat tinggal seperti pertokoan, gudang, industri, dan lainnya. Selain itu
keberadaaan APAR/APAB pada SPBU terdekat diperlengkap sesuai dengan standar.
4. Pengendalian keberadaan ruang terbuka yang ada saat ini supaya tidak dibangun serta penambahan
jumlah dan luas ruang terbuka sebagai tempat evakuasi jika terjadi bencana. Serta pembuatan ruang
terbuka yang lokasinya dapat dijangkau mobil pemadam kebakaran.
5. Menambah jumlah anggota dan pos pemadam kebakaran di Kota Tanjung Balai sesuai dengan standar
yang ada.
6. Menambah jumlah tenaga medis dan paramedis di Kecamatan Tanjung Balai Utara.
7. Melibatkan masyarakat dalam kegiatan pelatihan mengenai pencegahan dan penanggulangan bencana
kebakaran di kawasan permukiman padat, sehingga untuk mengatasi kebakaran pada saat terjadi
kebakaran tidak hanya mengandalkan keahlian petugas pemadam kebakaran atau petugas keamanan
yang ada. Hal ini perlu dilakukan karena hingga saat ini, pelatihan simulasi kebakaran yang dilakukan
hanya melibatkan linmas setempat dan tidak melibatkan masyarakat.

245

DAFTAR PUSTAKA
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Balai (2010), Tanjung Balai Dalam Angka 2010
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Perencanaan Pengembangan Kebijakan Institut Teknologi Bandung.
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http://www.yeu.or.id/images/file/UUNo.24Tahun2007.pdf; diakses pada tanggal 14 April 2011
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http://www.adpc.net/dms/Lao%20Fire.PDF; diakses pada tanggal 14 April 2011
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2011
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tanggal 15 April 2011
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pada tanggal 17 Juli 2011.
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Koordinasi Nasional Penanggulangan Bencana.Jakarta.
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di Perkotaan.
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Perkotaan.

246

THE AFFECT OF MODERNIZATION TO

THE TRANSFORMATION OF URBAN KAMPONG
CASE STUDY: URBAN KAMPONG AT PASAR BARUDISTRICT-BANDUNG
Nurtati Soewarno15, Davis Syarief
Architecture Department Institut Teknologi Nasional-Bandung, Indonesia
nts_80@yahoo.com, davissyarief@yahoo.com

Abstract. Almost all major cities in Indonesia were originated from a small
native village settlement which under the Dutch colonial era was developed
into cities. Semi grid pattern that was the basic city form applied causes the
small villages divided into settlement blocks. As the city develops, the blocks
divides into two parts, outer part and inner part. The outer part develop into
semi commercial shop house types whilst the inner part remains as a
residential environment now known as Urban Kampong (Kampung Kota). At
this moment, Urban Kampong in the inner block is a potential area, great
demands from various parties, seen by the development of several urban
kampongs into shopping centers, apartments and hotels. Beside that the
traditional residential buildings has transformed into modern residents with
vertical develop direction. Development of this area follows the development
in the outer block, the row shop houses, which have developed into multi
story shop houses.This paper is about to present how modernization occurs
in an urban kampong in the trade centre area of Bandung. What kind of
shape transformation? And how several old houses still survives not
influenced by the changing in the vicinity.
Key words: potention of urban kampong, transformation.

1. Introduction
Residential environtment is a major and occupy almost all part of a city, from the city center to the
outskirts of the town. The residential surroundings in the city center is believed as the oldest part
thereafter have the most specific character not found on the other parts of the city. Its because the city
center area is the earliest built part of a city.
At the beginning of the establishment, the city center was planned to resettle a limited amount of
inhabitants with a limited territory. The increasing of the population and the city expansion makes the
city center unable to serve all the inhabitants needs, and since wide land is still available new activity
centers were build in the outskirts of the city. These new activity centers are connected by special
transportation tracks, ec train, fly over, and ring roads. As for certain fasilities that were placed in the
center, the presence become unsuitable and must be relocated to the suburban area for example military
area, industrial area and airports. This triggers city center district alteration.
Changes to the city center district are especially taking place to the residential environmental. The city
development causes most people choose to live in another area, away from the city center, because it is
no longer comfortable. The transfer of some inhabitants has some effects to the city center, the area
becomes silent and dark on night time. The city center district becomes dirty, looks old and susceptible to
criminal actions so only lower class people want to live and stay in the area. This condition arise bad
image to the city center residential.
Besides that, the emptiness of the city center area is well used by investors; they buy old buildings for
investation. The investors tend to buy out a whole block, expect that someday, all buildings could be
destructed and build again with commercial buildings, giving them double profits.
15

Doctoral Student of Architecture Department, Parahyangan Catholic University-Bandung, Indonesia, with

research field in urban transformation.

247

In more advance countries various attempts are being done by the government to attract people back and
live in the city center area, ec repairing old and slum buildings, tear down some damaged buildings for
open space and play ground. Other than that is to renovate old and feasible buildings, re-functioned into
apartments, shopping mall and entertainment buildings.
While in developing countries, as in some Asian countries included Indonesia, over time cities keep on
growing, vertically and horizontally. Cities becomes metroplitant with large enough space to unite several
activity center, ec Metropolitant Manila, Jakarta with Jabodetabek, Surabaya with Gerbangkertasusila. To
inhabitants living in the city outskirts, travel time to the city center becomes longer because of the traffic
jam that often occur caused by the dense amount of vehicle. This have the saturated effect and people
tend to return and live in the city center area that is considered more efective since the location is near to
the work place and other activity centers.
This tendency could be seen in new recidential shapes, emerging in the city center, such as apartments,
flats and condominiums, all vertical buildings. The densification consept is applied for the land
efficiency, concidering the high land competition,demand and limited space. Since there is no more
empty space, development takes place in the already build area, ex. Kampung kota that the precence is
rated not feasible for the city center nowdays.
In big cities in Indonesia ex. Jakarta and Surabaya, such condition is already seen in new housing
development, usually have the shape of mixed used building, ec apartment and shopping center, hotel and
apartment, which is all equipped with recreation facilities and shopping arcade which usually build on
former urban kampong.
In Bandung, a city about 120 km South East of Jakarta, the development have not reach the speed of
Jakarta and Surabaya, but the symptoms leads that way. Some example could be mentioned like
Apartment and Hotel Aston in Braga urban kampong, Row Shop Houses in the Pasar Baru area, Paskal
Hypersquare, all built on former urban kampong area. The tranformaton occurs also on the house
buildings outside the block in accordanse with the increasing living space demands and the limited land
area. Looking at the symptoms, it is concerned that changes will decrease or even eliminate inhabitants
and residential environment from teh city center area.

2. Theory of Change
Looking into several city centers currently develop into a commercial area. These changes are recognized
from the building transformation, shape, function or both. The changes could be divided into two groups,
growth and change and transformation.

2.1 Growth and Change

Growth and change is a phenomenon occurs mostly in business districts (Central Business District) in
the city center. This condition makes the building in the area becomes denser and tall compared the
surrounding buildings.
To Indonesian cities growth and change occurs by changing row shop houses into modern multi story
shop building. Other shape of growth and change is through amalgamation process: unity of row shop
house lots with lots in the inner block (urban kampong). On the amalgamation lot is built a building with
a new function, for example shopping center, apartment, hotel. This change is not using the old pattern
and the function differs from the old one.

2.2 Transformation
Other shape of change is transformation. Transformation according to Ching [1] is:
Transformation requires first that the ordering system of the prior or prototypical model be
perceived and understood so that, through a series of finite changes and permutations, the
original design concept can be clarified strengthened and built upon, rather than destroyed.
Transformation comes from the word transform, meaning change or turnover of the shape including
format, character and function. So transformation of building could be interpreted as shape, character and
function change of the building, for example change from one story building into multi story building or
character shift from individual building into public building, or function change from house/occupancy
building into non occupancy building without total shape shift.
Transformation that occurs on old buildings in the city center area is more effort to adjust with the new
function (adjustment). Self-adjustment could be done by replacing part of the building (alteration).

248

Alteration is mainly done to re-use or re-function buildings, for example old churches that on present
time is opened for public and become one of the tourist attractions in some city center in European
countries.
Other forms of self-adjustment are modification. Modification is one effort to conserve cultural heritage
buildings. Those buildings are converted into commercial buildings with various adjustments without
changing the building shape, for example additional cafeteria which is modernly arranged, thus become
its own attraction.
On city core, other form of transformation usually implanted is renovation. This is a preventive act on old
buildings to maintain the feasibility of the buildings.Moreover physical transformation could also happen
because of addition, reduction or even alteration of the building physic (development) so physically the
building looks different but still have the same concept. This often occur on old residential building
rebuilt into apartments that could be sold with a high price because the potential of the location; in the
city center near the city activity center.

3. Pasar Baru District

3.1 History of Pasar BaruDistrict
The moving of the Bandung regency capital on the 25 th May 1810 from Karapyak (Dayeuh Kolot) to
alun-alun area brings influence to the residential surroundings that were already established in the area.
This movement was according to the warrant issued by Governor General Daendels on the 25 th Mei 1810
[2] and in accordance to the development of Post road.
Alun-alun (main city square) was appointed as the central point of Bandung and important buildings such
as the Bandung Regency Government building, Dutch East Indies government buildings and The City
Mosque were built around whilst the native inhabitants were living in the surroundings.

Bandung city map 1925:

Alun-alun as the central point surrounded
by Parahyangan indigenous villages (gray
dots)

Picture 1: City center area was a Sudanese indigenous village [3].

The market was placed in the south, near to the Regency Government building. This market was burnt
down on a riot and the merchants were moved to Pasar Baru location and still remains till the present.
The relocation of the market on the West side of the Alun-alun triggers the city development to the west.
The power of market causes native people living around the market adds commercial function in front of
their houses, at first non-permanent. This is the embryo of the double function building type; shop-houses
in the trading zone of old Bandung city.

Picture 2: Embryo of shop-houses in the Pasar Baru area [3] and the condition nowadays

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On February 1906 Bandung acquired the gemeente degree or become a municipality so when the
economic condition was strong enough, the Bandung city Government begun to build the city [3] and
issued the rule for the buildings on the main roadside to become permanent buildings, therefore shop
houses changes shape and style, following the trend at that moment.
In the Pasar Baru area, the form and style shift was followed by the occupant change. Because of the
diligent and skill in trading, gradually the Chinese society, which at first lived in tent, moved into
buildings on the main roadside, this is seen by the use of Chinese architecture style on the buildings.

Picture 3: Chinese style shop houses in Belakang Pasar street 1925 and ABC street 1940 [3]
By the establishment of the train station near Pasar Baru on the 17 th of May 1884 [2] triggers the
development of the area. The easy of achieving by train makes Bandung visited by various traders from
various cities and region. They gather and stay in kampong (hutment) surrounding the Pasar Baru area so
that the residential environment become wider.

3.2 Residential Environment

Studies on residential environment in the Bandung city center area is intersting because it begins from
native inhabitants village, and as the grid pattern consept was applied in the city center, the villages were
devided into housing blocks consist of outer part and inner part or ring and sack [4].
The outer part of the block developed into multi-function shop house that forms street picture in the
trading environment of old Bandung city area. Shop house buildings are considered right to be
established in the city center as a mixed use area and therefore should be maintained to support urban live
in the comprehensive way and for the benefit of the residents [4].
The condition of the shop houses at the moment is rather concerned, many row shop houses are no longer
intact, the fragmentation transverse. At this moment some of the shop house units have transfomed to
vertical shapes. This causes the row becomes diverse and irregular, in bredth, style and also the elevation.
On some rows the ramins of the early roof could still be seen to ease the indentification of the early
shape of the row shop houses. Beside that, on the outer block the function of the building also differs, so
the shop house is no longer liveable.

Picture 4: Some row shop houses that is no longer incact (source:personal)

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Not the case for the inner block, until today is still a residential neighbourhood called Kampung Kota
(Urban Kampong). Urban kampong is concidered potential and at the moment attracts the interest of new
comer who works int the city center area or also the shop houses owner.
The high demand by the shop house owners for the urban kampong location is the possibility to expand
their buildings. Nowadays many urban kampong buildings have merge with the shop house in the outer
block, the prosess is through buy and sell (amalgamation).
Amalgamation causes almost all block covered with building. Inner blocks become dense filled with
building with irregular layout. This kind of irregurality is caused by the merger of the lots cant be
predicted before.
The development of a shopping center, shop house complex or shop office in the inner block or urban
kampong area, tends to change the area into non-reditential.

Picture 5: Urban kampong conditien at present (source:personal)

4. The Changes in Urban Kampong

To see the alteration that occurs on buildings in the trade of old city Bandung area, the shape and function
change could be observed. From two kind of changes (function and shape) will produce four change
variation, illustrated in the next scheme:

Picture 6: Alteration of residential neighborhood in old Bandung city (source: personal)

251

First group is shape and function of the building remains as a shop house with double function:
residential and non-residential, the building experiences no change. On the second variation change
group, the shape remains, whilst the function changes, the change only happens because the inner room
transition. Physically there is no change, so the two first groups will not be discussed.
The difference could be seen on the third group: the shape alters but the function remains, this kind of
change is named transformation. Transformation is not really a change but more appearance alteration of
the building physics without changing the initial pattern of the building; it differs from growth and
change.

4.1 Transformation
The living competition in the city center area is so high so some of the urban kampong tenants sell their
land. This gives a good change to the shop house owners in the surroundings to buy and expand their land
to fulfill their increasing space need. By buying the shop beside (outer block) or a lot behind (inner block)
it is estimated that could accommodate the residential and trading activity, as described below:

Picture 9: Example of the transformation case (source: personal observation)

This kind of change is a proper and happens a lot. At present buildings in urban kampong area have
mostly changed into vertical buildings. Old style houses is seldom to be found, switched into vertical
residential building. This change is mainly because there is an ownership shift. The native community as
the initial owner has replaced by new comer that mostly doing activity in the city center area.

Picture 10: Building condition in the urban kampong area (source: personal)

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Other than that development in the vertical direction in the urban kampong area is one impact of the land
merging process that happens a lot nowadays. Land merging happens because the expanding of the shop
house building backwards, merging a new multi-story building on the backside of the lot (inner block)
with the existing multi-story building in the front (outer block)

Picture 11: Example of the transformation case (personal observation)

4.2 Growth and Change

The fourth kind of change is growth and change. Growth and change usually happens because the land
merging process in large numbers. On the lot, its developed non-residential buildings as showed below:

Picture 15: Example of the growth and change case (personal observation)

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Both change type have the same effect to the residence building in the urban kampong. Residence
building that was one story traditional type building is replaced with modern multi-story residence or
non-residence building.
Besides, this change has eliminated most of the urban kampong as a residential neighborhood. Most of
the building in the area have transformed into resident building which are expansion of shop house
buildings on the outer block. Those buildings seem dominant because the shape and size is larger than the
surroundings. And become comfortable shop houses because of the spacious space to accommodate the
residential and trading activity. This kind of building shape becomes replacement building of the urban
kampong building in the Pasar Baru area in Bandung.

Picture 15: Example of the left over Urban Kampong (dark colour) (personal observation)

5. Conclusion
The high community demand to live in the city center area is seen by the high competition in land and
building ownership. To the lucky ones, own a large property that could be used as a residential and
trading place, comfortable and enough space but the other should leaved this area. These condition lead
the changed in both; growth and change and transformations.
The success of one in land ownership is seen in the building appearance. At present in the Pasar Baru
area, there are many very large size buildings compared with the surroundings, personal or/and public
buildings. It is rare in the previous decade. Besides that, the high completion in land in the city center
area is reflected on the irregularly building shapes, turn/pivot and broken shape.
This research is still ongoing and so far its concluded that the changes has not change the city center area
function as a residential environment. The difference is to the residential shape and style of the buildings.
Residential building is dominated by multi-story modern shop houses whilst the resident building type
tends to be inhabited by multi family unit which is more effective because it can accommodate more
residents in the same sum of land.
In accordance with the city development, it is advised that the mixed use concept in the city center area
should be maintained to balance the city center function, not only a place for make a living but also to
live in.

References:
[1]
[2]
[3]
[4]

Ching, D.K: Architecture, Form, Space and Order, Van Nostrand Reinhold Company Inc-USA, 1979.
Kunto, Haryoto:Wajah Bandoeng Tempo Doeloe, Granesia, Bandung, 1984.
Voskuil, RPGA, EA: Bandoeng, Beeld van een stad, Asia Major, Purmerend, 1996.
Siregar, Sandi: Bandung-The Architecture of a City in Development, Doctoral Thesis,Katholieke Universiteit
Leuven-Belgia, 1990.

254

THE ROLE OF INSTITUTIONAL ASPECT AS A SOLUTION

FOR COMMUTER MOBILITY AND TRAFFIC JAM IN JAKARTA

Hary Agus Rahardjo

Engineering Faculty - Universitas Persada Indonesia YAI
Jakarta, Indonesia
email:rahardjo@yahoo.com

Abstract. Population and economic growth is increasing in Jakarta. Numbers of

People who have activities in Jakarta are also tremendously increased during
the last decade. The lack of land in Jakarta makes many people reside out of
Jakarta, such as Tangerang, Depok, Bekasi and Bogor (Jabodetabek).
Consequently, people moving around from area out side Jakarta to the city
becomes a common situation in daily basis. In the mean time, because of the
lack of good mass transportation system in Jakarta, most of the commuter and
people use their own vehicle to go from one place to another. The collected data
pointed out number of registered vehicles in Jabodetabek increases; they are 7
million of motorcycles, 2 million of cars, 400 thousands of trucks and 600
thousands of buses in 2008. Numerous Vehicles moving in the city without
adequate road capacity causes traffic jam in almost every road section in
Jakarta. The data analysis comes up to several alternative solution such as
Modal shift to public mode of transportation, Sub-center development, and
setting up one institution which has a special authority to manage transportation
system in the area of Jabodetabek. As result, this paper is proposing the setting
up one institution which has a special authority to manage transportation system
in the area of Jabodetabek. The conclusion is that we have a lesson to learn
from Jakartas situation which might be happened in other big cities in
Indonesia
Keywords: Management, Transportation, authority

1. Introduction
Population and economic growth is increasing in Jakarta. Numbers of People who have activities in
Jakarta are also tremendously increased during the last decade. The lack of land in Jakarta makes many
people reside out of Jakarta, such as Tangerang, Depok, Bekasi and Bogor (Jabodetabek). Consequently,
people moving around from area out side Jakarta to the city becomes a common situation in daily basis.
In the mean time, because of the lack of good mass transportation system in Jakarta, most of the
commuter and people use their own vehicle to go from one place to another. The collected data pointed
out number of registered vehicles in Jabodetabek increases; they are 7 million of motorcycles, 2 million
of cars, 400 thousands of trucks and 600 thousands of buses in 2008. Numerous Vehicles moving in the
city without adequate road capacity causes traffic jam in almost every road section in Jakarta. This
situation causes in-efficiency, high economy cost, time consuming and even stressful driving not only for
the driver itself but also for most people moving around in Jakarta. Scope of this study is commuter
movement in Jakarta and surrounded area such as Tangerang, Bogor, Depok and Bekasi. This study is
intended to figure out the effect of the commuter and how the transportation problem can be resolved.
Figure 1 below indicates the situation of transportation in Jakarta, the traffic jam and heavy traffic
condition in some road section, the commuters effort to get in Jakarta and the mixed mode of
transportation involved from motorcycle, car, minibus, and bus in one road lane.

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Figure 1: Condition of Transportation in Jakarta

2. Method
This study methods are consist of collecting primary data by field observation and secondary data
analysis from numerous resources. The study is following the framework indicated in Figure 2 below.
Figure 2 : The Study Framework
Collecting Data
Government
Policy and
Regulation
Jakarta

Bogor
Tangerang
Depok
Bekasi

Data Analysis and Interpretation

Economy
condition
- Population
Urban
Development
Transportation
mode
- City Planning
- Region Plannning
Commuter
characteristics
- Transport
behavior

Solution
Alternativ
e

Proposed
Alternative

Conclusion

Conclusion

Solution
Alternativ
e

- Commuter
behavior

3. Results and Discussion

Economy growth in Jakarta attractively makes population growth not only in Jakarta itself but also in
surrounded area, such as Bogor, Bekasi and Tangerang. Population growth in Bekasi, Bogor and
Tangerang are tremendously increasing during the last four decades from 1970 up to 2010. Population
growth in Bogor increases from 1.9 million of people in 1970 becomes 7.5 million of people in 2010, step
up almost 500 %. Likewise in other city such as Bekasi and Tangerang, which is increasing more than
500 %. This situation becomes more complicated, added by the fact that many people reside out of
Jakarta, such as Tangerang, Depok, Bekasi and Bogor (Jabodetabek) due to the lack of land in Jakarta.
Figure 3 below indicates this situation.

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Figure 3 : Population Growth

Source : Statistical Year Book of Indonesia (BPS)

In line with population growth in Jakarta and surrounded area like Bekasi, Bogor and Tangerang,
residential development is tremendously increasing in those areas. Many developer companies invest and
develop residential area in a huge scale. In this below table we can see some of the developer which are
involve in the residential development in Tangerang, Bekasi and Bogor. In Bekasi, there is Lippo Group
company with 3,700 ha of Lippo Vilage ( 700 ha) and Lippo Cikarang (3,000ha) estate. Besides, there is
SinarMas Land company with 4,100 ha of Grand Wisata (1,100 ha) and DeltaMas (3,000ha) estate. Some
other area are indicated in the Table 1 and Figure 4 below.
Table 1: Residential Development in Jabotabek
Developer
Bakrieland Development
(36.000 ha)

SinarMas Land
(10.850 ha)

Lippo Group
(3.700 ha)
Ciputra Group
(3.360 ha)
Jaya Real Property
(4.066 ha)

New City Project

Bukit Sentul City
Bogor Nirwana Residence
Lido Lake Resort
Bukit Jonggol / Sentul Nirwana
Bumi Serpong Damai
Grand Wisata
Kota Wisata
Delta Mas
Lippo Vilage
Lippo Cikarang
Citra Raya
Citra Indah
Bintaro Jaya
Kota Puri Jaya

Area (ha)
3,100
1,200
30,000
1,700
6,000
1,100
750
3,000
700
3,000
2,760
600
2,321
1,745

Source : Kompas news

Figure 4: Residentiao development around Jakarta

Source : Kompas News

This sprawl development also makes high intensity of people moving from one place to another. The
commuters from Bekasi, Tangerang, Depok and Bogor are also increasing at least 40% during year of

257

2002 to 2010. It makes heavy traffic along the street from outside to and in Jakarta. Table 2 below
illustrates numbers and percentage of the incremental commuter to Jakarta.
Table 2: Number of commuter to Jakarta (in thousand)
From To Jakarta
Kota Tangerang
Kota Tangerang Selatan
Kab. Tangerang
Kota Bekasi
Kab. Bekasi
Kota Depok
Kota Bogor
Kab. Bogor
Total

2002

2010 % Increase

247

344

40%

262

423

60%

234

338

40%

743

1105

Source: Commuter survey by JUTPI

Due to un adequate mass transportation system in Jakarta, most of the commuter and people use their
own vehicle to go from one place to another. This situation can be seen in table below where indicates the
raising of motorcycle and vehicle ownership. This table also reveals the motorcycle and vehicle usage in
Jakarta. The collected data pointed out that number of registered vehicles in Jabodetabek increases; they
are 7 million of motorcycles, 2 million of cars, 400 thousands of trucks and 600 thousands of buses in
2008. Numerous Vehicles moving around the city without adequate road capacity causes heavy traffic
and traffic jam in almost every road section in Jakarta. Figure 5 reveals the increasing of number vehicles
registered in Jakarta illustrates the ownership and usage along the Jakarta roads.
Figure 5: Number of registered vehicle

Source : Polda Metro Jaya

This situation becomes more serious problem when any kind of transportations mode mixed together in
the same road lane. Compared to the year of 2002, number of motorcycle usage is raising almost twice in
2010, as seen in Figure 6 below. On the other hand, people using bus are declining more than 50 %, from
38.3% to 12.9% of total vehicle in 2010. Those two things are related one to another. This Cause effect
relationship becomes a vicious circle. From heavy traffic > traffic jam > get down the bus > using
motorcycle > become more heavy > more jam > etc -> looping again.
As already pointed out in Figure 1 above, there always has a mixed mode of transportation, such as
motorcycle, private and public vehicle, minibus, bus, and even heavy truck in everywhere. This condition
effects heavy traffic, crowded, speed limited and traffic jam frequently. It causes inefficiency, time
consuming, high cost economy, and even stressful driving, not only for the driver itself but also for most
people who are traveling in Jakarta.

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Figure 6: Change of Mode Share of To Work Place Trips

Source : Commuter survey by JUTPI

This matter needs a real breakthrough, like developing the urban transportation system which is more
integrated, holistic, and has a real effect in overcoming the transportation problem. This system can also
be intended for alleviating congestion.
Goals for Urban Transportation System Development among others are : efficiency in transportation
system to support economic activities; equity in transport to all the members in the society;
environmental betterment to transport; transportation safety and security.
Alleviating congestion can be conducted by implementing a couple of strategies. First, modal shift to
public mode of transportation such as make railway and bus rapid transport as a trunk route; intermodality (access road to stations); Restriction on car and motorcycle use; and road hierarchy
improvement. Secondly, sub-center development such as sub-center urban re-development and land readjustment. Thirdly, empowerment of implementation bodies by setting up Megapolitan Transportation
Authority (MTA). The most important thing is an Agency named Megapolitan Transportation Authority
(MTA). It is important and the only agency we need, because they can do anything related to
development of the best and adequate transportation system, which is synergizing all the potential assets
not only Jakarta, but also Bekasi, Depok, Tangerang and Bogor in order to realize a comfortable situation
for the society.
The function of Megapolitan Transportation Authority (MTA) are : set up a master plan of an integrated
transportation development in the area of Jakarta, Bogor, Tangerang, Depok and Bekasi. Besides, they
are responsible for the development of supporting infrastructure of public transportation in Jabodetabek;
raising service quality of public transport facilities; implementation of traffic management in
Jabodetabek; regional planning which is transit oriented development; monitoring and evaluating of
program implementation and transport service development in Jaboderabek.
The organization or the position of this agency must be in above level of the governor, because they have
to conduct coordination across department, such as ministry of public work, ministry of transportation,
police department, home affair department, Bupati or walikota, and the governor. The scope of authority
is limited in the area of Jakarta, Bogor, Tangerang, Depok and Bekasi.

4. Conclusion
The conclusion is that we have a lesson to learn from Jakartas situation which might be happened in
other big cities in Indonesia. One of the alternative solutions is institutional reform by proposing one
institution with an authority to synergize and integrate transportation system and management in the area
of Jabodetabek. This will make transportation system more efficient, alleviate traffic jam, reduce time
spent and financial lost.

References
[1] A. Hartshorn, A. Truman, Interpreting the City, John Wiley & Sons, New York, 1980.
[2] M. Ray Northam, Urban Geography, John Wiley & Sons, Canada, 1979.
[3] R. H. Koestoer, Accessibility to Employment in Botabek : A Modelling Approach, Majalah Demografi Indonesia, Jakarta, 1991
[4] Statistical Year Book of Indonesia 1998; Population Census 2000, Population Census Intermediate Survey 2005, Population
Census Preliminary
Figure
[5] DKI Jakarta, West Java and Banten Provinces in Figures 2010
[6] http://kompas.com
[7] http://jakarta.bps.go.id

259

THERMAL PERFORMANCE OF GLAZED BUILDINGS

IN THE HOT-HUMID TROPICS
Abdul Majid Ismail
School of Housing, Building and Planning, Universiti Sains Malaysia, Penang, Malaysia
E-mail: abmajid@usm.my

Abstract. Problem statement: Glazed tall buildings are normally built in

cities of the developing countries including the hothumid region of SouthEast Asia to portray the image of high-technology, although, there are still
very limited study on the actual thermal performances of glazed building for
this region. Approach: An initial study was conducted to assess the thermal
performance of selected typical tall buildings with glass facades exceeding
50% of the total wall area (glazed building). The objectives of the study were
to determine the most commonly used glass as building envelope and to
establish the indoor ambient temperature in relation to the level of comfort.
Results: The result of the initial survey shows that, reasonable ways of
controlling solar heat has been adopted, such as by using solar-control glass,
body tinted (absorbing) and coated (reflecting). A tall building with 6mm
semi reflective blue tempered float glass with dark tinted off-line coating
inner lining faade was selected as a case study. A data logger was used to
record the indoor thermal conditions in a number of selected rooms with the
air condition switched off (air flow <0.3 m/s) for a number of days. From the
field measurements and simple quantitative analysis, it was found that rooms
with large glass wall facing east and west experienced indoor air
temperature higher than the maximum outdoor temperature due to excessive
solar heat penetration and additional heat radiated inward from the hot
glass. In most cases, the mean indoor air temperature was found to be higher
by 2 to 3 deg.C than the mean maximum outdoor air temperature. Whereas,
the mean indoor radiant temperature was found to be higher by 4 to 5 deg.C
than the outdoor air temperature during the critical period of the day. The
small increased in indoor temperature shows that, the special glasses used
(partial heat reflecting glass) as the building envelope was found to be
sufficient in preventing additional solar heat gained, however, some
unnecessary heat gained were still experienced from the incorrect orientation
of glass walls. Conclusion: As a conclusion, in the hot-humid tropical
climate, special glasses may be able to reduce solar heat penetration if right
window orientation is adopted; however, it is not advisable to have large
exposed glass wall on the east & west wall of the building without any
external shading as additional external skin.
Keywords: Glazed buildings, hot-humid region, thermal performance, solar
heat, solar-control glass.

1.

Introduction

Kuala Namu experiences hot-humid tropical climate which faces similar problems as the other
neighboring South-East Asian region. Normally, there are three main problems of hothumid tropical
climate which become the subject of any environmental design decision making.
1.
2.
3.

High air temperature

High relative humidity
Low and multidirectional wind flow

These problems can be partially solved by controlling the macro and micro climatic design elements such
as site planning & building orientation based on solar geometry and wind, implementing proper

260

construction techniques and employing low heat capacity materials. Conceptually, indoor comfort
condition can easily be achieved by simply lowering the air temperature, reducing the humidity and
increasing or directing the air flow into the living zone. However, technically it is difficult to achieve the
desirable indoor comfort condition throughout the day by depending only on passive design strategies.
The climatic elements especially winds are rather unpredictable and unreliable. Due to the unreliability of
wind speed and direction, cooling method by wind induced ventilation require supplementary aids such
as stack effect, cool roof, mass construction, and other means of hybrid technology such as fans or even
air-conditioning.
Based on the above points, employing right external skin or envelope (roofs & walls) is rather crucial
especially in preventing the entry of unwanted hot solar radiation. Usually there are three main climatic
elements i.e. solar heat; wind and rain are directly in contact with the building envelope and consequently
affecting the indoor comfort condition. Throughout the world, the so called international style and
high-tech image has influenced many architects by adopting glass and steel as the most common
construction materials for the medium and tall building envelopes. In the first instance it is clearly
advisable to build glass houses only in temperate zones and not in the equatorial and polar regions as
well [4].
Architect and engineer normally select different type of glass to be used as building envelope based on
technical performances available from commercial catalogs and aesthetic evaluation carried out in
foreign countries such as UK, US, Australia, Europe and Japan. There are very limited local data
(tropical region) available especially on the actual performance of glass as building envelope. Data on
thermal performances, design guidelines and design implication in the hot -humid tropical climate are
crucial to the building designer. The suitability of glass as external building envelope should be tested not
only on its physical strength and special properties but also on its effect to indoor thermal comfort and
energy saving. This research was conducted to evaluate the capability of special glasses in preventing
any extreme indoor temperature elevation due to high solar heat penetration in the tropics especially tall
building.

1.1 Theoretical Framework of Solar Control Glass

A building can only be classified as glazed building if the building faade that is made of glass is more
than 50% of the overall faade area [1]. If the sum of the glazed Eastern or Western wall area is greater
than the total faade area, the building is considered to be in critical condition. The condition is further
critical if the glazed facades are directly exposed to sun without any form of solar shading devices or
external protection. Therefore, in designing the building envelopes especially tall buildings, architects
normally minimizes these critical conditions by either applying solar control techniques and or
employing various types of special glasses in order to reduce the solar heat effect.
There are various ways of controlling solar radiation coming inward and preventing some of the solar
radiation incidents on the glass walls from entering the interior. These are:
1.
2.
3.
4.
5.

Adopting solar control glass body tinted (absorbing) and coated (reflecting)
Optimized window area
Optimized orientation
Adopting external blinds or shading & louvers
Blinds fitted in the cavity
[2]

The choice of a solar-control system is always a compromise between minimum energy gain and
maximum light use since light is always a component of the total energy. The basic thermal and light
properties of special glasses can be based on the following [3]:
1.
2.
3.

4.

Light Transmission: The percentage of light which passes through the glass and is perceived by
the human eye (corrected according to the variable sensitivity of the eye to the lights colour).
Total energy transfer or solar gain factor: The percentage of incident solar energy transmitted to
the interior of the building after absorption by the glass.
Shading coefficient: The relationship between the total amount of energy passing through the
glass concerned and the total amount of energy passing through a 3 mm thick sheet (87%) of
clear taken as a reference. It is a comparative performance which makes it possible to assess the
merits of a given glass sheet over those of clear glass.
k coefficient: The number of Watts passing through a 1m2 glass sheet for a difference in
temperature of 1 Kelvin between the exterior and the interior of a building.

261

Special glasses are normally selected by designers with or without considering the other solar control
techniques. The most common selection criteria are the quantity of solar gain factors. As basic design
guidance, solar gain factor is normally used to determine the quality of a specific type of glass against
solar heat penetration. The following are some of the basic solar factors of the most common type of
glass that are suitable for building skin [5 & 7]:
1.
2.
3.
4.

Clear glass (0.84)

Heat absorbing glass (body tinted) (0.43)
Heat reflecting glass (coated) (0.27)
Light sensitive glass (unknown)

Besides the solar gain factors of the glass, another selection criteria is the effect of daylight transmission
by the colour formation of the special glasses. Solar heat and daylight transmission into building interior
are normally reduced by a certain amount due to the colour of the glass. Transmitted colour is produced
from tints in the body of the glass and from coatings, which are usually introduced to attenuate solar
radiation. Examples of the colour formation to float glass are as follows [10 & 12]:
1.
2.
3.
4.

Float glass + (small amount) iron oxide

Float glass + (small amount) cobalt oxide
Float glass + (large amount) cobalt oxide
Float glass + (small amount) selenium oxide

= green tint
= grey tint
= blue tint
= bronze tint

Window glass influences occupant comfort in two ways:

1.
2.

Heat gain or heat loss through the glass, which either increases or reduces the room air
temperature
Radiation exchange between the glass and occupants

The effect on internal air temperature of solar heat gain through windows of a naturally ventilated
building may be reduced by substituting solar control glass for clear glass. The following parameters are
mechanisms in solar control glass:
1.
2.
3.

Reflectance: the fraction of solar radiation at normal incidence that is reflected by the glass.
Absorptance: the fraction of solar radiation at normal incidence that is absorbed by the glass.
Direct transmittance: the fraction of solar radiation at normal incidence that is transmitted
directly through the glass.

Solar control glass has the duty of preventing as much as possible incident solar radiation from entering
the building interior. The total transmittance values of a solar-control glass (g) < 50% and light
transmittance L (tt) > 40%. Body-tinted glasses absorbed more than highly reflective, coated glasses. The
specific values for reflection, colour and hence total energy transmittance for each application depend on
which glass surface is coated, while direct transmission, i.e. light transmittance too, remains constant [6
& 14]. There are a number of solar-control glasses, such as:
1.

2.

Coated/body tinted solar-control glass: Minutes amounts of additives introduced into the melt
give the glass a grey, bronze, green or even blue tint. Transmission is reduced by increased
absorption or reflection over the entire area. A single glass can also be combined to be body
tinted and reflective coatings. Single and double glazed units and laminated glass incorporating
blinds and louvers.
Printed solar-control glass: The solar-control is achieved by reducing the transmission of
radiation by making the glass surface shaded by patterns, providing some opaque areas by silkscreen printing.

During the day, the internal surface of glass is hotter due to absorption of solar radiation in the body of
tinted glass. This contributes long wave and direct short wave radiation, causes a sensation of hot
discomfort. Figure 1 shows that the amount of solar heat passed through 6 mm clear plate glass is about
83% and 17% excluded, whereas in the case of 6 mm heat absorbing glass, the solar heat passed through
is reduced to about 68% and 32% excluded [10 & 11]. Therefore, adopting special glasses such as heat
absorbing glass as building envelope will definitely reduces the amount of heat transmitted into building
interior. However, the overall indoor climate as a result from the installation of special glasses and the
relationship with the comfort zone still required to be investigated. Figure 2 shows the recorded internal
temperature of a typical office with alternative glass windows, single glazed of 6 mm clear float glass,
double glazed of 6 mm float (body tinted bronze) + 6 mm clear float, and 6 mm float (surface coated

262

bronze) + 6 mm clear float in summer of a temperate climate. The indoor temperature appears to be
cooler with double layer glasses windows and in which one layer of surface coated with bronze glass.

Figure 1: Heat transfer through glass [8 & 9]

Figure 2: Typical summer indoor air temperature in a typical office building in a temperate climate
source: [5]

1.2 Aims and Objectives

The aims of the research are as follows:
1.
2.
3.
4.

To create a simple inventory of glazed buildings in Kuala Lumpur and Penang (survey on a
number of selected buildings in Kuala Lumpur and Penang)
To determine the most commonly used glass as building envelope
To establish the indoor ambient air and radiant temperature of a typical glazed building
To determine the effect of critical window orientation on comfort of the glazed building

263

5.

2.

To propose alternative remedial method to improve the thermal performance of glazed

buildings.

Method

There are two main methods employed in the data collection:

1.
2.

Field survey of glazed buildings in two major cities of Kuala Lumpur and Penang
Case study - primary data collection using data logger and other related instruments

The intension of field survey and case study are as follows:

1.
2.
3.

To collect data on the number glazed buildings and type of glass envelope
To determine the most common glass used as solar control envelope
To conduct actual performance test and design evaluation study.

2.1 Survey of Existing Glazed Buildings

To determine the most commonly used glass as buildings skin, an initial survey was conducted in two
major cities i.e. Kuala Lumpur and Penang. A significant number of tall glazed buildings which are the
subject of the study were selected and listed down. The type of glazing used was also identified based on
the technical information gathered from details drawings and shop drawings. Due to time and cost
constrained, the survey was narrowed down to buildings with float glass as the primary glazing elements.
Other types of glasses were reserved for future study and considered out of the scope of the present
study. Examples of glazed buildings with float glass as the external skin both in Kuala Lumpur and
Penang, Malaysia are as follows:
Table 1: Glazed buildings (float glass) in Kuala Lumpur and Penang[1]
1
2
3
4
5
6
7
8
9
10
11

Buildings description
Menara Kewangan, Kuala Lumpur, 32 storey
MayBank Headquarters, Kuala Lumpur, 55
storey
Wisma Getah Asli, Kuala Lumpur, 19 storey
Oriental Hotel, Kuala Lumpur, 23 storey
Nagaria Complex, Kuala Lumpur, 21 storey
Ampang City Phase 2 (block D)-GCB Paza,
Kuala Lumpur, 22 storey
Wisma Desa, Kuala Lumpur, 21 storey twin
tower office blocks
Wisma Sri Penang, Penang, 8 storey
Cantonment Court, Penang, 10 storey
UEP Twin Towers, 12 & 10 storey, Subang Jaya
Menara PSCI, Jalan Kelawai, Penang, 21
storey

Type of glass used

Bronze reflective double glazing
Double glazing grey Thermoplus
Single glazed bronze reflective float glass
Laminated & enameled coated float glass
Clear Thermoplus double glazing float glass
Clear reflective float glass
Bronze tinted float glass tower
Bronze tinted float glass
Bronze tinted float glass
Bronze reflective tempered safety float glass
6mm semi reflective (cobalt) blue tempered
float glass

Note:Thermoplus: a double layer glass, interior glass coated with thin metallic oxide, the gap between
the two layers filled up with insulating gas.

2.2 Survey Findings

Eleven buildings with height variation from the minimum of 10 to maximum of 55 storey were included
in the survey. From the survey, it was found that, about 45% of the glazed buildings were composed of
the reflective type special glasses, 28% tinted and the balance were either of thermoplus or laminated
double glazed glass. Single layer glazed was found to be the most common glass skin construction in
both cities of Kuala Lumpur and Penang. Double glazed solar control glass construction was rather
uncommon; even though the thermal performance has been proven to be better than single layer glass in
temperate climate (Figure 2). The cost of double layer glass which is rather expansive and the lack of
technical skill in adopting thermoplus could be the main reason for not selecting this double layer glass
construction.

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2.3 Case Study

A 21 storey glazed building, the tower of Penang Ship-Building Construction Industry (PSCI), a
commercial office with reinforced concrete as the main structure was selected as a case study due to
availability of vacant floor space at level 16 for the measurement to be carried out (Figure 3a). Based on
the survey findings, the reflective float glazed exterior glass skin represents the most commonly used
special glass. The long faade of the tower block facing north-south and made of 80% glass curtain wall
(6mm semi reflective tempered glass with selective blue coating) except the shop front at ground floor
which were composed of clear glass. The building was built in 1994 with a total floor area of about
11,700 m2. The building which is located in Penang Island provides all the necessary logistic as a case
study building. The 16th floor was vacant and all the rooms were available for the setting up of the
experiments. At normal operation time, the building was fully air condition (central, AHU at every floor).
There was no additional external solar control devices found such as solar shading device (Figure 3a).
The rooms which are available for instrumental setting up were a meeting room, lobby, dining room,
guest room, exhibition and store room (Figure 4 & Figure 5). The external faade of the tower block was
constructed from curtain walls with fixed panel glazing and operable window at some strategic locations
(Figure 3b). The single glazed glass panels were not equal in size, the most common dimensions of the
panels size is about 1.66 mm wide X 1.33 mm high. Exterior view of the building shows that the faade
are fully glazed; the concrete components such as beams, walls are hidden behind the glass faade.

Figure 3b: View of the typical Station 1

Figure 3a: Exterior view of the tower

Figure 3c. The data logger

2.4 Experimental Setting-Up

Two of the rooms with critical window orientation were selected to set up the measuring instruments
(Figure 3b & 4), part of room A with a floor area of about 79m2 having large glass windows facing west
(Station 1) and another part of room C with a floor area of about 55m2 also having large glass windows
facing east (Station 2). Both rooms are having a similar floor to ceiling height i.e. 2.5m. The electrical
supply was disconnected by the management except the main lift lobby and common verandah way. No
internal retractable blinds were permitted to block the solar penetration through all of the window glass
throughout the whole experimental periods. There were no other artificial heat inputs either from
mechanical and electrical equipments in the building. Therefore, the indoor heat gained were mainly due
to the heat radiated and transmitted by the external fabric including window glasses, internal fabrics
including floor and ceiling, partitions, and existing office furniture. There was no human interference

265

except some interference by the staff who set-up and carried out the checking of the logger. The logger
was placed in the middle of the room to enable to record the required daily data from 9:00 am to 6:00 pm
for about 1 week in the moth of January (the wettest month) and in March (the hottest month of the year)
(Figure 5).

Figure 4: A typical floor plan of the tower block

PART OF ROOM A
(79m2)
Station 1
Data logger

Internal
partition

Indoor
temperature
&
RH
sensors
Internal
partition
(half
glazed)

West
facing
glass
windows

Outdoor
temperature
sensor

Globe
temperature
sensor

Figure 5: Floor plan showing the location of the sensors and data logger at Station 1 (not to scale)

3.

Results and Discussion

The daily indoor climatic data (indoor air temperature, radiant temperature, outdoor air temperature)
recorded for one week (7 days) by the logger. The logger was set record readings for every half an hour
intervals. These readings were summarized, tabulated and graphically plotted using Excel. The mean
daily indoor, outdoor & radiant temperature of the room with West facing glass windows (station 1) for
the month of January (wettest month) is shown graphically in Figure 8. Any data collected with too much
cloud cover ( 50%) for the day and continuous rainy conditions exceeding 12 hours duration were
rejected and replaced with new additional data recorded in the second round experiment [1]. Figure 8
shows that for room with West facing glass windows, when the other variables such as humidity and air
flow were considered constant (window closed), the indoor air temperature is acceptably well below the
upper comfort limit only in the early morning up to about 10:00 am, beyond this period, the air

266

temperature increases upward exceeding the upper comfort limit (. 29 oC). After midafternoon, the
indoor air and radiant temperature keep on increasing higher than the outdoor temperature. The radiant
temperature is always higher than the indoor air temperature which confirmed that the radiant heat
transmitted inward by the exposed glass windows has affected the indoor climate. Therefore, even during
the wet season, indoor climatic condition is hot in the evening and after the sun set, higher than the
outdoor air temperature especially to those rooms with exposed glass windows facing west. Here, the
indoor air and radiant temperature is higher by about 3 to 4 deg. C above the outdoor air temperature.
36
35

Temp.C)

34
33
32
31
30
29

Ext.T (oC)

28

Int.T (oC)

27

Rad.T (oC)

18:00

17:30

17:00

16:30

16:00

15:30

15:00

14:30

14:00

13:30

13:00

12:30

12:00

11:30

11:00

10:30

9:30

10:00

9:00

8:30

8:00

26

Time

Figure 8: Mean daily indoor air temperature, radiant temperature and outdoor temperature for room
with West facing glass windows in the month of January.
Figure 9 shows that room with large exposed glass windows facing East normally experienced a higher
indoor air temperature immediately after 9:00 am in the morning and reaches the peak temperature at
about 12:30 noon. The maximum air temperature could reach up to 35 oC which is only slightly lower
than the mean radiant temperature. At the peak period, the indoor air temperature is higher than the
outdoor air temperature by about 2 deg. C. In the afternoon and evening, the room air temperature is
dropping down and lower and lower until it drops lower than the outdoor air temperature after 3:00 pm.
Therefore, room with East facing glass windows experienced higher indoor air temperature in the
morning, higher than the outdoor air temperature even during wet season.
36
35
34

Temp.C)

33
32
31
30
29
Ext.T (oC)
Int.T (oC)

28
27

Rad.T (oC)

18:00

17:30

17:00

16:30

16:00

15:30

15:00

14:30

14:00

13:30

13:00

12:30

12:00

11:30

11:00

10:30

10:00

9:30

9:00

8:30

8:00

26

Time

Figure 9: Mean indoor, outdoor & radiant temperature of the room with East facing glass windows
in the month of January
Figure 10 shows that during the hottest month of the year, room with West facing glass walls, the indoor
air temperature is below the upper comfort limit in the early morning until to about10:00 am. The indoor
air and radiant temperature are always lower than the outdoor air temperature until midafternoon at about
1:30 pm. beyond this period the indoor and radiant temperature keep on increasing higher than the
outdoor air temperature. This situation seem to be worse as the heat received by the glass wall which
facing the western sun were transmitted inward into the indoor space. The indoor air temperature reached

267

the maximum temperature of about 36oC, higher by about 3 deg.C higher than the outdoor air
temperature.
37
36
35

Temp.0C

34
33
32
31
30
29

Ext.T (oC)

28

Int.T (oC)

27

Rad.T (oC)

18:00

17:30

17:00

16:30

16:00

15:30

15:00

14:30

14:00

13:30

13:00

12:30

12:00

11:30

11:00

10:30

10:00

9:30

9:00

8:30

8:00

26

Time

Figure 10: Mean indoor, outdoor & radiant temperature of the room with West facing glass wall in the
month of March (the hottest month of the year).
Figure 11 shows that during the hottest month (March), a similar trend shown to room with East facing
glass windows where the indoor air temperature is well below the upper comfort temperature in the early
morning up to about 9:00 am only. After this period, the indoor air and radiant temperature keep on
increasing above the outdoor air temperature until richest it maximum value of about 35 to 36 oC at
midafternoon. After midafternoon, the indoor air and radiant temperature reduces until it falls below the
outdoor air temperature after 3:00 pm. This is because the sun is on the other side of the building.
37
36
35

Temp.0C

34
33
32
31
30
29
28

Ext.T (oC)
Int.T (oC)

27

Rad.T (oC)

18:00

17:30

17:00

16:30

16:00

15:30

15:00

14:30

14:00

13:30

13:00

12:30

12:00

11:30

11:00

10:30

10:00

9:30

9:00

8:30

8:00

26

Time

Figure 11: Mean indoor, outdoor & radiant temperature of the room with East facing glass wall in the
month of March (the hottest month of the year).

3.1 Findings
From the analysis and discussion of results, glazed building with special glass (6mm semi reflective
tempered glass with selective blue coating) although theoretically able to cut down some amount of solar
heat but if directly exposed to morning and evening sun, the results are as follows:
1. Rooms with large glass wall facing east and west were found to experience a higher indoor
air temperature than the maximum outdoor temperature due to solar heat penetration
through the glass and inward radiation from the hot glass.

268

2.
3.
4.

5.
6.

4.

The average indoor air temperature was found to be more than 2 to 3 deg.C higher than the
maximum outdoor air temperature.
Whereas, the total average indoor radiant temperature was found to be more than 4 to 5
deg.C higher than the outdoor air temperature during the critical period of the day.
Although special glasses were incorporated (partial heat reflecting glass) in the building
envelope in order to reduce the effect of the solar heat, however due to the improper
orientation of openings, unnecessary heat gained to the indoor environment were
experienced.
Curtain and blinds although not being investigated in the experiment but could be
introduced to reduce glare but not the radiation heat from the heated glass.
Therefore, the best solution to the climatic indoor heat gained is should be by the preventive
measure or external protection i.e. External shading which should be introduced to the
facade of the building in addition to the use of special glasses especially the East and West
facing windows.

Conclusion and Recommendation

In the hot-humid tropical climate:

1.
2.

3.

Special glasses may be able to reduce solar heat penetration if right building orientation is
adopted.
It is not advisable to have large exposed glass wall on the east & west wall of the building
(The finding of this research shows that indoor air temperature raised up more than the
maximum outdoor temperature although special glasses are being used).
Large glass wall placed on the east & west wall, still need to be protected with external
shading devices, even though special glasses used reduces some of the heat gained.

References
[1] Abdul Majid Ismail. Thermal Performance of Glazed Buildings in the Hot-Humid Tropics.
Unpublished Research Report, Nippon Sheet Glass Foundation, USM, 2010.
[2] Catherine Slessor, Eco-Tech: Sustainable Architecture and High Technology. Thames & Hudson
Ltd. London, 2001.
[3] Christian Schittich et.al. Glass Construction Manual, Birkhauser Publishers for Architecture, Basel,
Switzerland, 1999.
[4] Dr.Nirmal Kishnani (editor in chief). Energex Headquarters-Newstead Riverpark. FutureArc.
3rd.quarter, 2011, vol. 22. 2011, pp.106-109
[5] David Button & Brain Pye. Glass in Building, A Guide to Modern Architectural Glass Performance,
Pilkington Glass Ltd. with Buttorworth Architecture, Oxford, 1994.
[6] Oesterle et.al. Double-Skin Faades: Integrated Planning. Prestel Verlag, Munich, 2001.
[7] Syarikat Belglas. The Glaverbel glass, Innovation and Technological Leadership.1998.
[8] S V Szokolay. Environmental Science Hanbook, The Construction Press, 1980.
[9] S V Szokolay. Introduction to Architectural Science: The Basis of Sustainable Design. The
Architectural Press, 2004.
[10] http:/www.pilkington.com.au/products.html, (1998) Pilkington plc.
[11] http://pilkington.com (20 September 2011)
[12] http://ajiya.com (20 September 2011)
[13] http://kacagaya.com.my (10 October 2011)
[14] http://www.jvbs.com/pcglass.html (10 October 20011)

269

TOURISM IN MEDAN :
CHALLENGES AND OPPORTUNITIES IN THE CONTEXT
OF THE NEW AIRPORT
Nurlisa Ginting
Jl. Tri Dharma No. 136 Medan
lisaginting@hotmail.com

Abstract. There is no doubt that tourism has been an important engine of

growth and hence employment on global scale particularly in developing
countries. Medan; as the largest city in Sumatra, also the main gate for
North Sumatra Province, potentially abundant in tourism sector. Tourism in
Medan is structured around existing points of interest, be it natural, heritage,
cultural experiences or economic activities. Tourism is also related to
infrastucture, especially transportation mode. A common belief is that most
travel & tourism involves large numbers of visitors from developed countries
travelling by air to destinations in emerging countries. In fact, in most
countries, the domestic tourism market is larger than the inbound
market.This research will study challenges and opportunities which tourism
will dealing with in the context of the new airport; Kuala Namu Airport.
Keywords : Tourism, Medan, Kuala Namu Airport

1.

Pendahuluan

Pariwisata telah ada bahkan pada masa jaman pramodern, dimana pada masa Romawi telah ada
perjalanan yang terencana bagi kaum elite Romawi dengan tujuan pelesiran; bahkan jalur sirkulasi untuk
kegiatan pelesiran tersebut sengaja direncanakan dan dibuat. Pariwisata modern didefinisikan sebagai
aktivitas orang yang bepergian dan menginap ditempat diluar kebiasaan keseharian mereka dengan tujuan
kesenangan, bisnis atau tujuan-tujuan lain (WTO and UNSTAT, 1999 di dalam Daun, 2008, Ijeomah;
Aiyeloja, 2009). Pariwisata memiliki banyak bentuk, yang paling sederhana berbentuk perjalanan
beberapa jam keluar rumah sampai perjalanan jarak jauh antar negara (WTTO, 1999). Pariwisata dapat
diklasifikasikan dengan empat cara (NWHO, 1999) iaitu yang pertama melalui destinasi atau tujuan
pariwisata (contohnya pantai, aktivitas budaya, mengunjungi keluarga, objek-objek alam dan lain-lain
sebagainya). Klasifikasi yang kedua adalah melalui tipe perjalanannya atau disebut travel (contohnya
perjalanan yang diatur oleh biro perjalanan atau wisatawan independen yang mengatur perjalanannya
sendiri). Klasifikasi yang ketiga adalah melalui asal wisatawan (contohnya wisatawan dalam negeri dan
luar negeri). Klasifikasi pariwisata yang terakhir adalah melalui klasifikasi pembiayaan (contohnya
wisatawan dengan dana rendah atau backpacker). Klasifikasi melalui destinasi atau tujuan pariwisata
pada saat ini telah berkembang kedalam berbagai macam bentuk, hal ini dikarenakan modernisasi dan
perkembangan teknologi. Salah satu destinasi pariwisata yang diminati saat ini adalah objek-objek
heritage. Dibanyak negara, heritage telah memiliki ikatan yang sangat kuat dengan pariwisata. Dengan
adanya modernisasi dan perkembangan teknologi tersebut, industri pariwisata telah berubah menjadi
lebih fleksibel dan bervariasi dan salah satu cara untuk memenuhi berbagai permintaan akan kebutuhan
pasar pariwisata tersebut adalah dengan heritage sebagai bagian dari industri pariwisata tersebut
(McManus, 1997).
Pariwisata terbukti merupakan generator pembangunan paling efektif baik di negara-negara maju
maupun di negara-negara berkembang (WTTO, 1999; Green, 2001). Pariwisata membuka banyak
peluang bagi berbagai pihak; perempuan, anak-anak muda, perusahaan-perusahaan kecil dan menengah,
dan yang membuat pariwisata lebih spesial lagi adalah pariwisata memerlukan cakupan barang dan jasa
yang sangat luas; produk-produk pariwisata, handycraft, souvenir, travel tour, guide, hotel, dan banyak
jenis jasa lainnya. Kebutuhan akan barang dan jasa tersebut disupply oleh berbagai supplier; besar, kecil
dan menengah, dan hal ini menjadikan pariwisata sebagai industri multi sektor yang sangat pesat.
Berdasarkan latar belakang tersebut, maka sekarang pembangunan pariwisata sudah menjadi agenda
utama pembangunan di banyak negara berkembang.

270

2.

Pariwisata Sebagai Salah Satu Penggerak Ekonomi Kota Medan

Medan adalah ibukota provinsi Sumatera Utara, berfungsi sebagai pusat aktivitas, ekonomi dan jasa.
Sebagai sentra kegiatan dan titik kumpul perjalanan, kota Medan ini memiliki potensi mengembangkan
pariwisata kotanya. Menurut catatan pengkaji terdapat peningkatan jumlah wisatawan yang mengunjungi
kota Medan. Pada tahun 2005 jumlah wisatawan yang datang berjumlah sekitar 117.539 orang dan pada
tahun 2009 telah meningkat menjadi 153.015 orang sehingga tercatat terjadi peningkatan jumlah
wisatawan sebesar kurang lebih 30 % (tiga puluh persen) (Dinas Kebudayaan dan Pariwisata Provinsi
Sumatera Utara, 2009). Untuk pengembangan sektor pariwisata, pemerintah kota Medan telah
mengucurkan dana yang besar di beberapa tahun terakhir ini. Pemerintah Kota (Pemerintah kota) Medan
tahun 2007 yang lalu memberikan alokasi dana yang disebut dengan anggaran untuk pembangunan sektor
pariwisata pada APBD ( Anggaran Perbelanjaan dan Biaya Daerah) pada tahun 2007 mencapai Rp.29
miliar atau naik 50 kali lipat dibanding tahun 2005 sebesar Rp.690 juta (Harian Berita Sore, 2007). Kota
Medan memiliki beberapa potensi pariwisata yang telah dikenal baik domestik maupun internasional.
Sebagai kota ketiga terbesar di Indonesia dan kota terbesar di Sumatera, Medan merupakan kota tujuan
pariwisata yang diminati. Potensi pariwisata tersebut adalah pariwisata kuliner, budaya, heritage, agama
dan belanja. Pariwisata kuliner seperti masakan-masakan khas daerah atau buah seperti durian. Terdapat
banyak outlet-outlet kuliner khas lokal dan internasional di kota ini. Untuk pariwisata budaya, pagelaran
seni dan budaya sering diadakah di Lapangan Merdeka dan Taman Budaya. Pariwisata agama terdapat di
kota ini, contohnya adalah masjid warisan sejarah gang Bengkok dan Kuil Sri Mariaman. Selain
pariwisata kuliner, budaya dan agama tersebut, Medan juga dikenal dengan tempat-tempat belanja yang
murah seperti belanja tekstil di Pasar Ikan. Selain potensi-potensi pariwisata tersebut diatas, posisi kota
Medan sebagai kota transit bahagi para wisatawan yang ingin mengunjungi Provinsi Sumatera Utara,
kota Medan juga dilengkapi dengan banyak hotel bertaraf internasonal. Proses transit ini juga merupakan
potensi pariwisata kota Medan sehingga kota Medan ini sebaiknya jeli memanfaatkan waktu transit para
wisatawan tersebut untuk menjelajahi kota Medan. Selain objek-objek pariwisata kuliner, budaya, agama
dan belanja, kota Medan juga memiliki potensi pariwisata heritage. Perkembangan dunia pariwisata yang
membuat objek-objek pariwisata heritage semakin diminati, diharapkan dapat berlaku di Kota Medan.
Heritage merupakan salah satu objek wisata unggulan di kota Medan, terdapat banyak bangunan heritage
dikota ini yang merupakan peninggalan dari masa gemilang perdagangan tembakau, kolonialisasi
Belanda dan keberadaan Kerajaan Melayu. Objek-objek pariwisata heritage di kota Medan ini juga
merupakan salah satu potensi untuk menarik minat para wisatawan yang transit, sehingga mereka
mungkin akan lebih lama tinggal disini.
3. Tantangan dan Peluang Pariwisata Dengan Kehadiran Bandar Udara Baru
Bandar Udara Kuala Namu merupakan bandar udara baru yang akan dimiliki oleh kota Medan
menggantikan Bandar Udara Polonia. Bandar Udara yang baru ini akan menjadi bandar udara terbesar di
Pulau Suumatera, tahap pertama (I) bandara Kuala Namu diperkirakan dapat menampung enam hingga
tujuh penumpang, sehingga harus mampu didesain minimum 10 juta penumpang dan 10.000 pergerakan
pesawat pertahun. Sementara setelah selesainya Tahap dua (II) bandara ini rencananya akan menampung
25 juta penumpang pertahun. Dengan daya tampung yang besar serta fasilitas-fasilitas yang lengkap,
Bandar udara ini diharapkan dapat memberikan pelayanan yang bersifat internasional dan dapat menjadi
salah satu pintu masuk wisatawan yang akan diminati.
Infrastruktur merupakan suatu hal yang berhubungan erat dengan dunia pariwisata. Hampir sebagian
besar perjalanan travel dan pariwisata berlangsung melalui udara, hal ini terutama berlaku untuk negara
yang terdiri dari banyak kepulauan. Dengan adanya Bandar udara yang baru ini, maka Provinsi Sumatera
Utara dan kota Medan khususnya akan memiliki nilai lebih dibanding kota-kota lainnya yang ada di
Pulau Sumatera. Selain itu, peluang-peluang dibukanya jalur-jalur baru dengan kota-kota besar di seluruh
dunia akan membuka jalan bagi bertambahnya jumlah wisatawan yang akan mengunjungi kota ini, hal ini
terutama didukung oleh konsep low-cost flight yang diminati saat ini.
Selain membawa peluang meningkatnya jumlah wisatawan ke kota Medan, keberadaan Bandar udara ini
juga menghadapi berbagai tantangan. Tantangan itu dimulai dari dalam Bandar udara itu sendiri. Fasilitas
dan pelayanan didalam Bandar udara harus dapat memenuhi standar internasional. Fasilitas-fasilitas
didalam Bandar udara merupakan kontak pertama dan kontak terakhir wisatawan dengan suatu kota, oleh
sebab itu first impression yang ditangkap wisatawan merupakan salah satu hal yang sangat penting untuk
dipertimbangkan (Getz, ONeill & Carlsen, 2001). Tantangan lainnya adalah akses transportasi
selanjutnya bagi para wisatawan setibanya mereka di Bandar udara tersebut. Apakah telah tersedia moda
transportasi ke kota atau ke tempat-tempat lainnya yang nyaman dan lancar dari lokasi Bandar udara
tersebut?, keberadaan jalur kereta api, jalan tol dan angkutan bus merupakan beberapa alternatif moda
transportasi yang harus disiapkan dan difasilitasi dengan bentuk pelayanan yang baik dan lancar. Kedua
hal tersebut merupakan sangat mempengaruhi tingkat kepuasan utama yang diharapkan oleh wisatawan.

271

Tourist satisfaction atau tingkat kepuasan wisatawan merupakan nilai yang sangat sensitif yang akan
mempengaruhi ekspektasi atau harapan dan daya tarik suatu kawasan wisata, bahkan kepuasan konsumer
atau kepuasan wisatawan merupakan salah satu faktor kompetitif bagi lokasi wisata (Fuchs & Weirmair,
2004).
Tantangan selanjutnya adalah pada kota Medan itu sendiri. Kota Medan yang memiliki berbagai objek
wisata; kuliner, budaya, heritage, agama dan belanja, dapat menawarkan berbagai atraksi wisata baik itu
untuk wisatawan yang khusus datang ke kota Medan atau wisatawan transit ke berbagai lokasi di Provinsi
Sumatera Utara. Pengelolaan dan bagaimana pemerintah kota mengkemas produk-produk wisatanya
merupakan langkah yang sangat penting bagi keberlangsungan pariwisata kota Medan. Seperti halnya
kepuasan dalam fasilitas bandar udara, kepuasan terhadap objek-objek wisata mempengaruhi jumlah dan
lama kunjungan wisatawan yang mendatangi kawasan ini. Salah satu objek wisata yang perlu perhatian
dari pemerintah kota Medan adalah objek-objek wisata heritage. Bangunan-bangunan heritage yang
terdapat dikota Medan belum dikelola dengan baik, padahal kota Medan memiliki banyak bangunan
heritage yang merupakan warisan dari sejarah terbentuknya kota Medan, kawasan Lapangan Merdeka
dengan bangunan-bangunan peninggalan Belanda dan perdagangan tembakau, kawasan Kesawan dengan
peninggalan bangunan-bangunan rumah took Thionghoa dan Kawasan Istana Maimoon yang identik
dengan bangunan-bangunan Kerajaan Melayu. Nilai-nilai sejarah tersebut membuat beberapa ruang
dikota Medan ini khas. Nilai estetika suatu kawasan sejarah akan menciptakan karakteristik kawasan
tersebut berbeda dengan kawasan lainnya, bahkan berpotensi menjadi keunggulan kawasan tersebut
seperti yang dinyatakan oleh Australia ICOMOS (1992) yang menyebutkan bahawa suatu tempat akan
lebih signifikan jika nilai-nilai dari masa lalu atau sejarahnya tetap terpancar pada lokasi tersebut dimasa
kini, dan nilai-nilai tersebut juga akan menjadi nilai tempat tersebut dimasa yang akan datang. Oleh sebab
itu objek-objek heritage kota Medan sudah sebaiknya dikelola dan dikemas dengan baik dengan
berbagai alternatif bentuk dan fungsi yang dapat menjadi daya tarik bagi wisatawan.
4.

Kesimpulan

Pariwisata dan infrastruktur merupakan dua hal yang saling berkaitan erat. Bagi kota Medan, keberadaan
Bandar Udara yang baru merupakan salah satu langkah yang penting bagi dunia pariwisata kota Medan.
Sebagai pintu masuk ke Pulau Sumatera, kota Medan juga dianugerahi berbagai objek wisata; kuliner,
budaya, heritage, agama dan belanja. Oleh sebab itu tantangan-tantangan yang dihadapi mulai dari
fasilitas dan tingkat kepuasan selama di bandar udara sampai kepada kesiapan kota Medan beserta objekobjek wisatanya merupakan dua tantangan terbesar yang harus segera diselesaikan.
References
[1]

Daun, Andreas, 2008, A Cultural Tourist Exchange How cultural perceptions, attitudes, and habits
affect the choice of tourist destination, Master Thesis Lulea University of Technology
[2] Fuchs, M; Weirmair, K (2004), Destination Benchmarking: An Indicator Systems Potential for
Exploring Quest Satisfaction, Journal of Travel Research No. 39
[3] Getz, D; ONeill, M; Carlsen, J (2001), Service Quality Evaluation at Events Through Service
Mapping, Journal of Travel Research No. 42
[4] Green, Gary Paul, 2001, Amenities and Community Economic Development : Strategies for
Sustainability, The Journal of Regional Analysis and Policy No. 31 Vol. 02, 2001
[5] Harian Berita Sore, Anggaran Pariwisata Medan Melonjak Capai 29 M,
http://beritasore.com/2007/05/04/anggaran-pariwisata-medan-melonjak-capai-rp29-m/
[6] Ijeomah, H.M.; Aiyeloja, A.A (2009), IMPACT OF CLIMATE CHANGE ON SUSTAINABLE
TOURISM MANAGEMENT IN PLATEAU STATE, NIGERIA, Journal of Sustainable
Development in Africa (Volume 11, No.1, 2009)
[7] ICOMOS, International Cultural Tourism Charter
http://www.international.icomos.org/publications/93sy_tou9.pdf
[8] McManus, Ruth (1997), Heritage and Tourism in Ireland an Unholy Alliance?, Irish Geography,
Volume 30(2), 1997, p.90-98
[9] World Tourism Organization (WTO), 1997, International Tourism: A Global Perspective
[10] World Travel and Tourism Organization, 1999, Tourism and Sustainable Development The Global
Importance of Tourism, UN Commission on Sustainable Development New York

272

VISUAL ASPECTS OF URBAN DESIGN IN QUALITY OF PHYSICAL

ENVIRONMENT
Mohammad Dolok Lubis and Ahmad Sanusi Hassan
School of Housing, Building and Planning, Universiti Sains Malaysia,
11800 Minden, Penang, Malaysia
emails: doloklubis@yahoo.com & sanusi@usm.my

Abstract. Problem statement: This study discusses the visual aspects of

urban design in improving the physical quality of the environment. Visual
appearance of the physical environment construction is important in urban
design and the environment that will enhance the level of satisfaction or
completeness of the population. The key role of urban design is to meet the
needs of the population occupancy. Every human being has a desire to be
fully aware of their environment and build their own concept about it.
Approach: Qualities that define the image of the environment are image
ability, legibility and visibility. Image analysis through the 'mental mapping'
based on the visual aspects of the five elements: paths, edges, districts,
nodes, and landmarks. Results: The majority of urban visual experience
arises from the movements on the paths. Edges identity will be much better
when the continuity of the limit functions to divide or unite obvious seen.
Districts as the limit of two-dimensional mental mapping can be used to
identify the pattern. Some of the nodes focus influential as a core symbol of
an intensive focus of the districts divide their center. Landmark projects the
image of physical reality. Conclusion: The physical quality of urban design
can provide the comfort of visual aspects.
Keywords: visual aspects of urban design, quality, physical environment

1. Introduction
This study discusses the visual aspects of urban design in improving the physical quality of the
environment. Urban design is part of the planning process to discuss the physical quality of the
environment, the physical and spatial design of the built environment [1]. A city should be designed by
combining the concepts of formal and visual [2]. Urban design related to the human sensory response to
the physical environment of the city: the visual appearance, aesthetic quality and character of spatial [3].
Visual appearance of the physical environment construction is important in urban design and the
environment that will enhance the level of satisfaction or completeness of the population.
Urban design is the control of the physical elements of the urban environment in order to work properly,
economical to build, and provide comfort to see and live in it. Urban design is part of the urban planning
which controlling the aesthetic aspects and defining the order and form of urban. Urban design handle the
problems of urban beauty that reflected of the urban physical designed by urban planners [4].
Definition and scope of urban design according to the Royal Institute of British Architects [5]:
Urban design is an integral part of the process of city and regional planning. It is primarily and
essentially three-dimensional design but must also deal with the non-visual aspects of
environment such as noise, smell or feelings of danger and safety, which contribute significantly
to the character of an area. Its major characteristic is the arrangement of the physical objects and
human activities which make up the environment; this space and the relationship of elements in
it is essentially external, as distinct from internal space. Urban design includes a concern for the
relationship of new development to existing city form as much as to the social, political and
economic demands and resources available. It is equally concerned with the relationship of
different forms of movement to urban development.
The Department of the Environment (DoE) in the United Kingdom supports the definition of urban
design that sees the importance of the relationship between the buildings and people:

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 the relationship between different buildings; the relationship between buildings and streets,
squares, parks and other open spaces which make up the public domain; the relationship of one
part of a village town or city with other parts; and the interplay between our evolving
environment of buildings and the values, expectations and resources of people: in short the
complex interrelationship between all[6].
Three ways to understand the environment in urban design related to the visual experience and
impassioned reaction from the observer [7]:

Optics: serial vision is the achievement of the image from the previous environment remain in
memory even if moved to the next environment.
Place, the human reaction to the position of his body in the environment with emphasized the
differences here and there. These differences appear when the feelings of a person is in or out of
place, to enter or leave. At the level of awareness, there is a range of experience stemming from a
more significant effect of exposure and participation. When people are placed at the edge of a high
cliff, they will have a fitness awareness of the position. But while they were on the end of the cave,
they will respond to the statement of participation. The human body has a desire to remain associated
with himself on the environment. Position awareness becomes a factors in the environmental that
used appropriately.
Content, in connection with the cities framework, ie: color, texture, scale, style, character,
personality, and uniqueness. The cities framework show evidence of different periods in the
architectural style and the various of layout accidents, because most of the city establishment is old
establishment. Many cities display a mixture of styles, materials and scale, but people are more likely
to the urban design that have form symmetry, balance, perfection and conformity. However,
compatibility is boring and difficult to avoid the designer's perspective. To avoid this is deliberately
create an artificial diversion which would be worse than the original design.

The key role of urban design is to meet the needs of the population occupancy. Every human being has a
desire to be fully aware of their environment and build their own concept about it. A clear image of the
city not only help people adapt themselves but also the policies of personal development that support
social life in the community. Qualities that define the image of the environment are image ability,
legibility and visibility by two conditions in this respect. First is an analysis of the existing image through
mental mapping of the residents. The imageability of the city should not come from the entire area, but
the dominance of a few objects (such as landmarks) are sufficient. The second condition is the visual
design plan based on the five elements in the result of analysis. The structure of a regular big city can be
illustrated in the sequence. Five elements that structure the city: paths, edges, districts, nodes, and
landmarks. Each element is used as a building block for urban structure with a clear distinction [8].

Results and Discussion

The majority of urban visual experience arises from the movements on the paths. Edges identity will be
much better when the continuity of the limit functions to divide or unite obvious seen. Districts as the
limit of two-dimensional mental mapping can be used to identify the pattern. Some of the nodes focus
influential as a core symbol of an intensive focus of the districts divide their center. Landmark projects
the image of physical reality.
Paths as an avenue for potential movement. The path is usually observed along the channel, occasionally,
or potentially moves. They may be streets, walkways, transit lines, canals, railroads. The relationship
between city and route visual experience for the majority of urban experience arising from the movement
[8]. Paths are the major and minor routes of circulation used by people to move. There are a network of
main routes and a neighborhood network at minor routes in a city, like the urban highway network as the
network of paths for whole city [9].
Edges are the linear elements not used or seen as paths. Edges are at the boundary between two specific
areas that function as linear breakers and boundary, ie coastline, walls, railway crossings, topography,
and so on. Edges are the end of a district or limit a district to another. Edges have a better identity if the
continuity apparent its limit and the limit function must be clear: divide or unite [8]. Edges are the
termination of the district. Some districts have no distinct edges at all which blend in another district, like
the seam form if two districts join at an edge. Two urban neighborhoods can be a joining seam at a
narrow park [9].

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Districts are the medium-to-large sections of the city as a two-dimensional extent. Observer in mentally
enters 'inside of' which known as identifying character. Districts are also used for exterior reference if
visible from the outside. The urban structures are extent, in this way that the paths or districts are the
dominant elements [8]. The components neighborhood in districts are composing a city, like its center,
uptown, midtown, its in-town residential area, train yards, factory areas, suburbs, college campuses, etc.
Sometimes they are distinct in form and extent but another times they are considerably mixed character
and do not have distinct limits [9].
Nodes are the points, strategic spots in the city in which the observer can enter and intensive focus at 'to'
and 'from'. Nodes may be the junctions, a break place in transportation, a crossing or convergence of
paths, the moments of shift from one structure to another. Nodes may only concentration on the added
benefits of a simplification some use or physical patterns such as street-corner or an enclosed square.
Some of the concentration of nodes are the center and symbol of a district in which its influence radiates
as a symbol that might be called the cores. Many of the nodes participate at the junction and
concentrations. The node concept is related to the concept of path because the junctions are usually as the
convergence of paths. It is also related to the concept of the district since cores as the intensive focus of
districts that divide the center [8]. A Node is a center of activity, like a type of landmark but it
distinguished by virtue of its active function. A landmark is a distinct visual object whereas a node is a
distinct hub of activity [9].
Landmarks are usually the physical object, like building, sign, store, or a mountain. Some landmarks are
distant ones, usually viewed from various angles and distances, over the tops of smaller elements, and
used as radial reference, like isolated towers, golden dome, and great hills. The others are primarily local
that can be seen only in limited regions of certain approaches, like innumerable signs, store fronts, trees,
doorknobs, and other urban detail [8]. Landmarks are an important element of urban form and the
prominent visual features of the city. Landmarks should be a distinct but still harmonious element in its
urban setting so that people can orient themselves in the city and identify an area. Landmarks size can be
very large that can seen at great distances, like a big building. The others size look very small and can
only seen close up, like a street clock, a fountain, or a small statue in a park [9].
Paths, edges, districts, nodes, and landmarks are the elements of visual aspects in a city form (see Figure
1 and 2) [9]. These five elements may used to make a useful visual survey of a city form in which that the
people can think more easily about the city form from each elements term. Each elements character make
vocabulary framework in city personality which consider the aspects of urban form, like landform,
natural verdure, climate, several aspects of urban form itself, certain details and several lesser facets of
form. In Table 1, we can see the basic urban design principles and techniques: 1) scale: human vision,
circulation, neighboring buildings and spaces, and neighborhood size, parameters, time, convenience,
age, and habit; 2) urban space: urban forms, scale, and the sense of enclosure, and the types of urban
space; 3) urban mass: buildings, the ground surface, and objects in space that may be arranged to form
urban space and to shape activity patters, on both large and small scales [9].

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Paths

Edges

Districts

Nodes

Landmarks
s
Figure 1 Elements
of Aspects Visual

The form of a city with abstract symbols

The form of a city with representational

symbols
Figure 2 The Form
of A City

Aspects

Landform and nature

Local climate

Table 1 Aspects of Urban Form

Details
Topography
Form and character
Characteristic features
Classification of native tress
Architectural form in relation to terrain
The city in nature; nature in the city
Temperature: seasonal temperature and humidity, periods of relative

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Shape

Size and Density

Pattern, grain, and texture

Urban spaces and open spaces

Routes

The districts of a city

Anatomy of a district

comfort, architectural and urban form.

Light: clear and cloudy day
Precipitation: form of rain and snow
Sun angles: different seasons and three-dimensional model
Winds: direction and intensity
Radiocentric: circle, radial corridors, and center
Rectalinear: varian on radiocentric, rectangle, and crossing corridors
Star: radiocentric form and open spaces between the outreaching
corridors
Ring: large open space at the center
Linear: natural topography and transportation spine
Branch: linear spine with connecting arms
Sheet: little or no articulation
Articulated sheet: central clusters and subclusters
Constellation: series of nearly equal cities in close proximity
Satellite: constellation of cities around a mega center
Size: Number of inhabitants
Density: number of people per square mile, number of houses per
square mile, amount of building floor area, and automobile
population
Pattern: geometry, regular, irregular, formed by routes, open spaces,
and buildings
Grain: degree of fineness or coarseness in an urban area
Texture: degree of mixture of fine and coarse elements
Urban spaces: corridor space and enclosed space
Open spaces: trees, shrubs, rocks, and ground surface
Routes in the countryside: visual survey, charted, terrain character
and adaptation, artful dramatization of landscape features, quality
added features, and accenting.
Approach routes and surface arteries: high volume traffic streets for
buses and autos, expressway pattern, form, relation to the cityscape,
shape of the building sites, the way through existing districts, street
furnishing (signs and traffic furniture), garages, and parking areas
Local streets: conflict between vehicular and pedestrian, vehicular
traffic, dimensional scale of the intimate, size of the districts,
improved and strengthened patterns
Components: principal components, the begin and end side,
characteristics physically, and activity
Size: shape, density, texture, landmarks, and space
Appearance: characteristic of building forms, building density, sign,
materials, greenery, topography, route-pattern landmarks, and nature
of the mixture of different building types
Activity: the kinds of people, when and how they move, and the key
visual elements.
Threats: the threats to a district, external elements (through road and
threaten the health and survival of district), and district changing
Emergence: the latent districts struggling to emerge
Relation: relation to each other and route paterns of the entire city
and lack cohesion in form and character
Form: physical form, density and character of buildings, spacing of
the buildings, the greenery of the place, paving, signs, night lighting,
physical pattern, and focal points
Activity: people do, architecture and the district serve, natural
grouping, activity pattern change, central city areas, local climate,
and detrimental aspects of the place
Features: the major hubs or nodes, landmarks, and vistas, major
magnets, generators, and feeders, busy center-city area, quiet
residential section, the hubs, and the place of community focus
Paths: principal paths of movement, serve, connect to the larger

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Activity structures

Orientation

Details
Pedestrian areas

Vista and skyline

Physical aspects

Problem areas

network, actual physical dimensions, and physical limit

Centers: features of a district, places like, integral parts, part of the
life of community, and inanimate symbols
Instrusions: detrimental features, blighting features, and traffic
Change: changing, growth, gravity moving, and stabilized
Improvement: aided formation, new elements, protected, analyze
and depict the important, strengths, weakness, differences, position,
and character
Places for living, working, shopping, travelling, leisure, recreation,
and learning.
Density, topography, and transportation routes
Landmarks: skycraper, natural features (rivers or shores), district
edges, unique vistas, clear routes which lead to and from a known
place, and districts with strong visual characteristics
Signs
Pavement, parking meters, tree trunks, doorways
Signs: advertising, directions, marking a building, shop, theater, and
hotel
Widht, paving, condition, protection from rain and hot sun,
sidewalk, intersection, crossovers, reduced-speed traffic, downtown
area, mixed, and primary consideration
Vista from a tall building and mountain
Citys skyline
Citys history
Ceremonies and events
Conflict between pedestrian and automobiles
Areas with little or no sense of orentation
Nondescript or gray areas
Ugliness
Communities lacking form and definition
Areas with confusing signs
Confusing circulation elements
Incomplete routes
Marred vistas

Conclusion

The physical quality of urban design can provide the comfort of visual aspects. Image ability of city make
easier to find ones way about in it although the street pattern not clear. A new development will affect
the total of urban image which made visiblility at the citys path system, forming and reinforce a district,
strengthening the edge with maintaining continuity the seam, a good landmark and an active node.
Improving the physical quality of the environment with visual appearance of the physical environment
construction will enhance the level of satisfaction or completeness the needs of the population occupancy.

References
[1] Shirvani, Hamid (1985) The Urban Design Process, Van Nostrand Reinhold Company, New York.
[2] Cowan, R. and J. Billingham (1996) "The Urban Design Agenda" in the Urban Quarterly 58.
[3] Branch, Melville C. (1995) Perencanaan Kota Komprehensif: Pengantar & Penjelasan, Terjemahan:
B. H. Wibisono & A. Djunaedi, Gadjah Mada University Press, Yogyakarta.
[4] Antoniades, Anthony C. (1986) Architecture and Allied Design: An Environmental Design
Perspective, Second Edition, Kendall/Hunt Publishing Company, Dubuque, Iowa.
[5] RIBA (1970) Report of Urban Design Diploma Working Group.
[6] Carmona, Michael (1997) Controlling Urban Design Part I: A Renaissance? in Journal of Urban
Design, Vol.1 No.1.
[7] Cullen, Gordon (1976) The Concise Townscape, Van Nostrand Reinhold Company, New York.
[8] Lynch, Kevin (1960) The Image of the City, Harvard University Press and The M.I.T. Press,
Cambridge, Mass.
[9] Spreiregen, Paul D. (1965) Urban Design: The Architecture of Towns and Cities, McGraw-Hill
Book Company, New York.

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ZONING REGULATION AS A LAND USE CONTROL INSTRUMENT

IN THE AIRPORT DEVELOPMENT
Korlena1), Achmad Djunaedi2), Leksono Probosubanu3) and Nurhasan Ismail4)
1)

Student of Doctoral Program Architecture & Planning Faculty of Engineering UGM, Jl.Grafika No.2 Yogyakarta,
korlenaalkat@yahoo.co.id
2,3)
Architecture & Planning Department Faculty of Engineering UGM, Jl. Grafika No.2 Yogyakarta
4)
Faculty of Law UGM Yogyakarta

Abstract. Airport is used to serve public interest and could serve not merely
as an international or a national airport but also a generator and a trigger
for the acceleration of development in the surrounding area. The pattern of
airport development should refer to the Air National Order as set forth in the
decision of the Minister of Transportation No.44/2002. As a system that is
not separated from National Transportation System (SISTRANAS), the Air
National Order is made with respect to spatial plans, economic growth,
environmental sustainability, the integration of intra and inter-flight, and
harmonization with other development sectors. Therefore, the Air National
Order is fundamental in development planning, utilization, development, and
operation of airports throughout Indonesia.
To succeed as expected, airport development should be based on a good
and comprehensive spatial plan. The preparation of spatial plans in periurban areas that could be influenced by airport development is indispensable
in dealing to enviromental transformation. To streamline the implementation
of spatial plans and land use control, zoning regulation is needed as an
instrument of land use control. Therefore, it is necessary to study the role of
zoning regulation as a land use control instrument in environmental
transformation as the impact of airport development. Comparative study is
needed to learn from the other countries that use zoning regulation as land
use control instrument successful. United State of America and Singapore
are relevant as cases study because of their success in using of zoning
regulation.
This study used a descriptive approach with literature sources. The
results show that: (1) The spatial plan and zoning regulation are very
important in the preparation, planning and implementation of airport
development; (2) In order for spatial plans can be implemented properly,
zoning regulation is needed as a land use control instrument; and (3) zoning
regulation can guide the implementation of various activities related to the
development of the airport and needs to be adjusted with the social,
economic, and cultural characteristics of the area around the airport.
Keywords: zoning regulation, land use control instrument, airport
development

1. Introduction
Airport is used to serve public interest and could serve not merely as an international or a national airport
but also a generator and a trigger for the acceleration of development in the surrounding area. The pattern
of airport development should refer to the Air National Order as set forth in the decision of the Minister
of Transportation No.44/2002. As a system that is not separated from National Transportation System
(SISTRANAS), the Air National Order is made with respect to spatial plans, economic growth,
environmental sustainability, the integration of intra and inter-flight, and harmonization with other
development sectors. Therefore, the Air National Order is fundamental in development planning,
utilization, development, and operation of airports throughout Indonesia.
According to Spatial Planning Act No.26/2007, one of the authorities given to local government is the
implementation of land use planning. In the implementation of spatial planning, local governments have

279

the authorities that include: a) making of land use planning, b) implementation of land use planning, and
c) controlling of land use implementation. Based on legislation, land use control in Indonesia is carried
out through the establishment of zoning regulation, licensing, provision of incentives and disincentives as
well as the imposition of sanctions (Spatial Planning Act No.26/2007 Section 35). Essentially zoning
regulation is an instrument of land use control and zoning regulation is prepared on a detailed plan for
each zone and as guideline for land use control.
In Indonesia, zoning regulation is new and not many regencies/cities that have developed and
implemented this regulation as an instrument of land uses control, so that the success of its application
also cant be viewed. Style land use control such as what is good for Indonesia is still growing. In
applying its own zoning regulation still need time for this zoning regulation become more known to the
public and the local government. According to airport development, to succeed as expected, airport
development should be based on a good and comprehensive spatial plan. The preparation of spatial plans
in peri-urban areas that could be influenced by airport development is indispensable in dealing to
enviromental transformation. To streamline the implementation of spatial plans and land use control,
zoning regulation is needed as an instrument of land use control. Therefore, it is necessary to study the
role of zoning regulation as a land use control instrument in environmental transformation as the impact
of airport development.
Some countries have successfully made the zoning regulation as an instrument of land use control, such
as the United States of America which has developed zoning regulation since the early of 20th century.[1]
First modern zoning regulation applied in the New York City in 1916. Singapore also has successfully
succeeded in land use control. Therefore it is necessary to study about the success of land use control in
the United States of America and Singapore that use zoning regulation as land use control instrument.

2. Methode
The study of zoning regulation as a land use control instrument in the airport development used a
descriptive approach to the literature study. Sources of literature review are from various sources such as
book, paper and journal.

3. Results and Discussion

3.1. Land use control
Various forms of land use control have existed since the beginning of settlement formation. The basic
purpose of controlling land use is usually to establish restrictions on the use and development of land that
are considered important and the general public desires. There are several instruments of land use control
in accordance with the objectives of urban planning, [2] among others: (1) building regulations, (2) the
distribution of parcels, (3) zoning regulation, (4) the imposition of sanction, (5) provision of incentives
and disincentives, and (6) environmental impact analysis.
According to Booth,[3] spatial planning in the world, can be divided into two systems are regulatory
system and discretionary system. In the regulatory system, the implementation of land use planning based
on legal certainty in the form of zoning regulation. One of countries that apply this system is the United
States of America. Regulatory system is the first time in Germany and then spread to the United States of
America.[3] While the discretionary system, decision-making towards a request for land use based on the
consideration of a planning authority. Countries that adopt this system are such as England and
Singapore. In practice of discretionary system, the development plan and zoning regulation is used not as
a fundamental instrument in the land use control. [4] The plan set out in the land use map is not the sole
basis for decision-making development. A planning authority is entitled to consider other aspects that are
considered important for making decisions.

3.2. Zoning regulation

Essentially zoning regulation is an instrument of land use control so that this discussion will look at the
position of zoning regulation in urban planning. Implementation of land use planning involves three
stages, namely: a) making of land use planning, b) implementation of land use planning, and c)
controlling of land use implementation.
Implementation of land use to conform with land use planning that has been made, require the rules that
control land use. One of land use control instruments is zoning regulation. Zoning regulation has been
prepared based on detailed plans for each zone and conceived as land use control guidelines. Zoning
regulations has been recognized as one instrument to regulate land use, not only in the United States but

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also many other countries.[5] [6] In some countries, zoning regulation also is known as land development
code, zoning code, zoning Ordinance, zoning resolution, zoning by-law, urban code, panning act, and etc.
According to Babcock,[7] zoning is defined as: "Zoning is the division of a municipality into districts for
the purpose of regulating the use of private land." The division of regions into several areas with the rule
of law enacted through zoning regulation, in principle, aimed at separating development in the industrial
and commercial areas from residential areas.
The concept of zoning was developed in Germany in the late 19th century[1] and spread to other countries
like the United States and Canada in the early 20th century as a response to industrialization and the
increasing public complaints of privacy disturbed. It is the adverse effect of urbanization and population
growth so that the government should immediately act to find ways as solution.
Zoning regulation is a tool for the government as holder of authority (police power) to protect the health,
safety, and welfare of the public.[5] Expressed similar views of Lai and Schultz (in Lang, 1994), zoning
regulation is an instrument that regulate urban growth and development associated with the public
interest. Zoning regulation focuses on environmental sanitation, land use distribution arrangement and to
create an efficient circulation pattern.[6] Among its many purposes, general zoning regulation may be used
to:

Protect public health, safety and general welfare

Promote desirable development patterns

Separate incompatible uses

Maintain community character and aesthetics

Protect community resources such as farmland, woodlands, groundwater, surface waters, historic or
cultural resources

Protect public and private investments

Implement a comprehensive plan

3.3. United States of America

3.3.1. Land Use Control in United States of America
Zoning as a development control tool is used extensively in the United State of America. The idea was
first used in Germany at the end of the 19 th century, transferred and adapted for use in the United State of
America in the early 20th century, and later extended to Canada. [1] Modern land use regulation began
with the first comprehensive zoning ordinance, adopted by New York City in 1916. Earlier municipal
laws prohibited noxious uses in residential neighborhoods, but New York was the first to adopt a
comprehensive zoning ordinance assigning land uses to zoning districts throughout the country.
The U.S. Department of Commerce established The Standard State Zoning Enabling Act in the 1922.
Every state adopted, either as published or with minor variations. State planning and zoning legislation is
based on the Standard Zoning Act. Some of state such as California, New Jersey and Pennsylvania
modified The Standard Act appropriate with their requirements. Although the Standard Zoning and
Planning Act provide an important common denominator for land use law, the details of land use doctrine
vary considerably among the states.[8]
All cities in the United States of America except Houston City, Texas, apply regulatory system in the
planning system. Regulatory system is in decision-making based on spatial planning regulations in force.
Therefore, in the United States of America, zoning regulation became the main instrument in securing the
right of every citizen to use their own properties.
Houston is the only one of cities in the United States which does not use zoning regulation as an
instrument of land use control. Houston is constantly in the forefront of the zoning debate as being the
city which proves that zoning, and all the problems that accompany it, is unnecessary. A superior system
is one in which owners enter into private covenants which provide all the protection that is needed.
Houston has no citywide traditional zoning laws. In place of zoning, Houston uses a system of deed
restrictions, or restrictive covenants, as the primary method of land use control. The terms of the
covenants vary greatly and are often the subject of agreement between the developer and her mortgage
lender and they are recorded prior to the sale of any lots. Since 1965, Houston has had legislative
authority to assist and spend municipal funds on the enforcement of private deed restrictions. This has
given the city an important land planning technique.[9]

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With the enactment of zoning regulation as the state authority, the zoning regulation described the police
power. Furthermore, the states if deemed necessary to submit to local government and county.[10] Police
power is authority to make and enforce laws to protect health, safety, morals and welfare of residents,
both enacted on local and national level. This authority is retained by the state during the formation of the
federal government. Only when related to national welfare and when local governments are not capable
of handling the situation, then the state deems it necessary to request federal assistance.[5]
There are two part of zoning regulation in the United States of America [11]:
1. Zoning text, which specifies in considerable detail what may be constructed in each zone and to what
uses structures may be put.
a. Site layout requirements. These may include, among other things, minimum lot area, frontage and
depth, minimum setbacks(minimum distance from structure to front, side, or rear lot line),
maximum percentage of site that may be covered by structure, placement of driveways or curb
cuts, parking requirements, and limits on the size or placement of signs).
b. Requirements for structure characteristics. These may include maximum height of structure,
maximum number of stories, and maximum floor area of structure. The last is often cast in term of
floor area ratio (FAR), which indicates a maximum permissible ratio of floor area to site area.
c. Uses to which structures may be put. In a residential zone the ordinance might specify that
dwellings may be occupied only by single families and then proceed to define what constitutes a
family. The ordinance might also enumerate certain nonresidential uses permitted in the zone such
as churches, funeral homes, and professional offices. In commercial zones the ordinance will
generally specify which uses are permitted and which are not. For example, in a manufacturing
zone the ordinance might specify that sheet metal fabrication operations are permitted but that
rendering operations are forbidden.
d. Procedural matters. The ordinance will specify how it is to be determined whether building plans
are in conformity to the zoning ordinance. (A common arrangement is that the building inspector
shall make such determination and must deny a building permit application if they are not). The
ordinance will generally also specify an appeals procedure by which an applicant can apply for
relief. In many communities the initial appeal authority is vested in a special body generally
referred to as the Zoning Board of Appeals. When this is not the case, the review process is often
assigned to the planning board or to the municipal legislative body.
2. Zoning map that divides the community into a number of zones. The map is sufficiently detailed so
that it is possible to tell in which zones any given parcel of land lies. Most commonly, all of the
community is zoned. However, there some cases, particularly nonurban counties, in which part of a
community is zoned and part is not.
Prominent elements which are in zoning regulation are land use districts, performance standard, density
and Bulk controls, parking and off-street loading, signs, accessory uses and home occupations,
noncomformities, aesthetic and open space preservation. Zoning regulations divide a region into several
zones and general classification of the main categories of the zone include agriculture zone, residential
zone and commercial zone.[10]

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Fig. 1 Zoning regulation of New York City contains maps and text that regulate the uses of land and
dimensions and placement of structures within various zoning districts. The zoning map shown at left
uses district boundaries to separate uses.[12]

REGIONAL PLANNING
REGIONAL PLAN

STATE PLANNING
STATE PLAN

LOCAL PLANNING
LOCAL PLAN

Fig.2 Planning System in United States of America

[11]

3.3.2. The Development of John F. Kennedy International Airport

In this study, John F. Kennedy International Airport is taken as a case to describe the airport development
in United State of America.[13] John F. Kennedy International Airport is an international airport located in
the borough of Queens in New York City, about 12 miles (19 km) southeast of Lower Manhattan. It is the
busiest international air passenger gateway to the United States, handling more international traffic than
any other airport in North America. It is also the leading freight gateway to the country by value of

283

shipments. In 2010, the airport handled 46.514.154 passengers, making it the 16th busiest airport in the
world in terms of passenger traffic.[13]
John F. Kennedy International Airport was originally known as Idlewild Airport after the Idlewild Golf
Course that it displaced. The airport was originally envisioned as a reliever for LaGuardia Airport, which
had insufficient capacity in the late 1930s. Construction began in 1943 by local firms such as the
Edenwald Group headed by the late Charles Follini Sr., a decorated former FDNY fireman; about $60
million was initially spent, but only 1,000 acres (400 ha) of land on the site of the Idlewild golf course
were earmarked for use.[13]
The project was renamed Major General Alexander E. Anderson Airport in 1943 after a Queens resident
who had commanded a Federalized National Guard unit in the southern United States and who had died
in late 1942. In March 1948 the New York City Council again changed the name to New York
International Airport, Anderson Field, but the airport was commonly known as "Idlewild" until 1963. The
Port Authority leased the airport property from the City of New York in 1947 and maintains this lease as
of the late 2000s. The first commercial flight at the airport was on July 1, 1948. The airport was renamed
John F. Kennedy International Airport on December 24, 1963, one month after the assassination of
President John F. Kennedy.[13]
JFK is currently undergoing a $10.3 billion redevelopment. The airport began construction of the Air
Train JFK rapid transit system in 1998; completed in December 2003, the rail network links each airport
terminal to New York City subways and regional commuter trains at Howard Beach and Jamaica,
Queens. The airport opened a new Terminal 1 on May 28, 1998, and the $1.4 billion replacement for the
International Arrivals Building, Terminal 4, opened on May 24, 2001. Construction has been completed
on JetBlue Airways's new Terminal 5, which incorporates the historic landmark TWA FlightCenter
terminal, while Terminals 8 and 9 were recently demolished and rebuilt as a unified Terminal 8 for the
American Airlines hub. In 2008 the Port Authority Board of Commissioners approved a $20 million
planning study for the much needed redevelopment of Terminals 2 and 3, the hub of Delta Air Lines.[13]
On March 19, 2007, JFK became the first airport in the United States to receive the Airbus A380 with
passengers aboard. The route-proving flight with more than 500 passengers was operated jointly by
Lufthansa and Airbus and arrived at Terminal 1. On August 1, 2008, JFK received the first regularly
scheduled commercial A380 flight to the United States, operated by Emirates on its New YorkDubai
route using Terminal 4. This service was suspended in 2009, due to poor passenger demand. Reintroduced in November 2010, Emirates operate their A380 aircraft to JFK. [13]

3.4. Singapore
3.4.1. Land Use Control in Singapore
The first town plan in Singapore was prepared by Lt. Jackson in 1827, under the supervision of Sir
Stamford Raffles and is known as Plan of Jackson. The plan showed the various zones intended for the
different ethnic communities. Thus, the European, Indian, Chinese, Malay and Arab communities were
physically segregated, and this system of separation of the races continued until the post independence
era when a deliberate policy was introduced to provide public housing on a massive and impressive scale
whereby all races could co-exist in harmony in the various public housing estates.
England legislated the Housing, Town Planning etc (sic) Act of 1909 had influenced and with the
emergence of awareness of environmental health, the colonial government of Singapore to enact
regulation of Planning (Planning by Law) in 1913 to regulate housing development. The colossal
destruction caused by the second World War gave the impetus for the application of new ideas in
planning and the land use control in England. The present system of planning control was introduced by
the town and Country Planning Act 1947. Many countries have benefitted from the English experience
including Singapore. The meaning of develop in the Planning Act of Singapore is based on the English
town and Country Planning Act 1947. England is also the pioneer in the development of new towns,
which serve as a lesson Singapore in the planning of its own new towns, though not necessarily with the
same objectives in mind.
The planning system in Singapore, as in England, is concerned not only with the making of plans but also
with the control of development. The control of development, or to be more specific, the control of
change in land use and buildings, is exercised through development control. While the Master Plan and
the Concept Plan set out the land use policy. Development control is concerned with the implementation
of that policy and is through this scheme that most people come into contact with the planning system. It
is the application for permission to build which links the development process to the planning process.
Development control is primarily concerned with public control of land use and is carried out through the

284

legal machinery operating under the Planning Act. In view of this statutory foundation, development
control in Singapore is usually referred to as statutory planning. [14]
The purpose of government intervention in the use and development of lands is to guide developers
collectively to make the best use of national resources in the interests of the community as a whole.
Furthermore Khublall and Yuen[14] said that the main objective of the statutory planning is to prevent
undesirable development of land and to ensure that in the development of land public interest is fully
considered.
In 1957, Singapore made a Statutory Plan and the Non Statutory Plan to manage the physical
development.[14] The England Act gives effect in the preparation and implementation of master plan for
Singapore. The Master Plan is a comprehensive physical plan with emphasis on the arrangement of land
use in order to regulate the physical development, whether conducted by private parties or by the
government itself. The Master Plan 1958, subject to 5-yearly reviews, had many characteristics that were
similar to the 1944 Greater London Plan. The Master Plan gave emphasis to comprehensive development
through physical planning, specifically the control of land use through zoning and density controls.
Property owners wanting to change the use of their land must conform to the requirements of the Master
Plan.[15]
To provide legal support, a Planning Ordinance 1959 was the first statute of major importance directed at
planning matters in Singapore and was supplemented by the Housing and Development Ordinance passed
around the same time.[14] This legislation was formulated to develop a planning system in conformity with
the Master Plan. Development control is primarily effected through the zoning and density prescriptions
set out in the Master Plan and the rules and regulations embodied in the Planning Ordinance, now the
Planning Act. [15] In the rapidly changing economic and social conditions of post-independence years, the
Master Plan soon inadequate. Its uses as a planning document has since been overshadowed by the
Concept Plan, a strategic land use and urban transportation plan. Present day Singapore is to large extent
an expression of the planning principles embodied in the Concept Plan.
The Singapore Concept Plan was first drafted in 1970 with the assistance of a United Nations expert team
to guide the countrys long-term development. It is a land use planning blueprint designated by a
specialized role for meeting the national goal of modernization and to raise Singapores economic
standing underlain in respect of industrialization, public housing, infrastructure and building a modern
central financial district.[16]
The Singapore Concept Plan has a longstanding reputation for being continuous, and its consistency has
been rendered possible by the same government being in charge over the last four decades. Established in
1971 on the basis of an export and multinational-led land use strategy, a full urbanization and
infrastructural provision, supported by a garden city notion had been conceived to lift Singapore from a
small to a large regional centre (Ministry of Trade and Industry 2003 in Wong and Goldblum.[16] Since
1990 Singapore uses Two Tier System (two-level system) in the Non Statutory Plan. The first level is the
Concept Plan which laid the general framework of development policy and strategy, while level two is
The Development Guide Plan.

[16]

Fig. 3 Concept Plan of Singapore

285

PLANNING ACT

STATUTORY PLAN
MASTER PLAN (COMPREHENSIVE
DEVELOPMENT PLAN)

Minister for National

Development

Control
Private
Sector
Development

Chief Planner URA

(Competent
Authority)

NON-STATUTORY PLAN
CONCEPT PLAN
MICRO-ZONING PLAN

Guided
Public
Sector
Development

URBAN DESIGN GUIDE

PLANS
SCHEME PLANS

Master

Development

Development

Plan

Control
Division

Control
Committee

Committee
DEVELOPMENT GUIDE PLANS

Fig. 4 Planning System & Institutional Framework of Planning Authority in Singapore

[14]

In 1998, a new approach to planning was adopted that the Concept Plan maps out the long term land use
and development strategy for the year 2000 and beyond whilst the Development Plans (DGPs) translate
the intentions of the Concept Plan to guide development at the local level. The whole of Singapore is
divided into 55 planning areas. The contents and provisions of the Development Guide Plans for the
various planning areas when incorporated into the Master Plan are applied to guide physical development
through development control. These contents and provisions, and in particular any upgrading or change
of zoning or plot ratio, do not confer development rights nor should they be taken as the basis for
determining the liability for payment of development charge. [17] The planning Act requires all
development and subdivision of land to obtain written permission in the form of a formal approval from
the planning authority before they can be carried out. To optimize land distribution among competitive
uses, all development activities related to land use planning and land allocation are administrated and
coordinated by a central planning authority, presently the URA (Urban Redevelopment Authority) since 1
September 1989.[15]
The day-to-day administration of the Planning Act is the responsibility of the URA and the Chief Planner
is as Chief Executive Officer of URA. URA is the central planning authority responsible for the physical
planning and improvement of Singapore. Its main function are to prepare and revise the Master Plan,
periodically review the Concept Plan, control land use and development, implement conservation and
coordinate public sector development proposals. In addition to being concerned with planning matters the
URA has been appointed the national conservation authority. [14]

3.4.2. The Development of Singapore Changi Airport

Singapore International Airport at Paya Lebar, Singapore's third main civilian airport after Seletar Airport
(main airport from 193037) and Kallang Airport (193755) opened in 1955 with a single runway and a
small passenger terminal. With growth in global aviation transport, the airport was facing congestion
problems. Its inability to cope with the rising traffic became critical by the 1970s; annual passenger
numbers rose dramatically from 300,000 in 1955 to 1,700,000 in 1970 and to 4,000,000 in 1975. [18]
The government had two options: expand the existing airport at Paya Lebar or build a new airport at
another location. After extensive study, a decision was made in 1972 to keep the airport at Paya Lebar, as
recommended by a British aviation consultant. Plans were made for the building of a second runway and
an extensive redevelopment and expansion to the passenger terminal building. A year later, however, the
plans were reviewed again as the pressure to expand the airport eased because of the 1973 oil crisis.[18]

286

Concerned that the existing airport was located in an area with potential for urban growth, which would
physically hem it in on all sides, the government subsequently decided in 1975 to build a new airport at
the eastern tip of the main island at Changi, at the existing site of Changi Air Base, where the new airport
would be easily expandable through land reclamation. However, as there was an increase in traffic, the
airport still had to be expanded at that time. In addition, airplanes could fly over the sea, avoiding noise
pollution issues within residential areas like those at Paya Lebar and helping to avoid disastrous
consequences on the ground in the event of an air mishap. The airport in Paya Lebar was subsequently
converted for military use as the Paya Lebar Air Base.[18]
Singapore Changi Airport or Changi International Airport, or simply Changi Airport, is the main airport
in Singapore. A major aviation hub in Southeast Asia, it is about 17.2 kilometres (10.7 mi) north-east
from the commercial centre in Changi, on a 13 square kilometres (5.0 sq mi) site. The airport, operated
by the Changi Airport Group, is the home base of Singapore Airlines, Singapore Airlines Cargo, SilkAir,
Tiger Airways, Jetstar Asia Airways, Valuair, and Jett8 Airlines Cargo. As of September 2010, Changi
Airport serves more than 100 airlines flying off to some 200 cities in about 60 countries and territories
worldwide. The airport is a secondary hub for Qantas, which uses Singapore as the main stopover point
for flights on the Kangaroo Route between Australia and Europe. Qantas is the largest foreign airline to
operate from the airport, with over two million passengers annually. An important contributor to the
Economy of Singapore, more than 28,000 people are employed at the airport, which accounts for over
S$4.5 billion in output.[18]
In 2010, the airport handled 42,038,777 passengers, a 13% increase over the 2009 fiscal year. This made
it the 18th busiest airport in the world and the fifth busiest in Asia by passenger traffic in 2010. The
airport breached the 40 million mark for the first time in its history on 15 December 2010, recorded its
busiest month in December 2010 (4.06 million) and its busiest day on 18 December 2010 with 146,000
passengers handled. In addition to being an important passenger hub, the airport is one of the busiest
cargo airports in the world, handling 1,813,809 tonnes of cargo in 2010. The total number of commercial
aircraft movements was 263,593 in 2010.[18]

4. Conclusion
Airport is used to serve public interest and could serve not merely as an international or a national airport
but also a generator and a trigger for the acceleration of development in the surrounding area. As a
system that is not separated from National Transportation System (SISTRANAS), the Air National Order
is made with respect to spatial plans, economic growth, environmental sustainability, the integration of
intra and inter-flight, and harmonization with other development sectors. Therefore, the Air National
Order is fundamental in development planning, utilization, development, and operation of airports
throughout Indonesia. To succeed as expected, airport development should be based on a good and
comprehensive spatial plan and zoning regulation is needed as an instrument of land use control due to
streamline the implementation of spatial plans and land use control.
According to comparative study about the role of zoning regulation as a land use control instrument from
United State of America and Singapore, this research found that United States of America and Singapore
have similar success in controlling of land use but have differences in land use control system that is used
in decisions relating to land use. Almost all cities in the United States of America except Houston City,
apply regulatory system in the planning system, namely in decision-making based on spatial planning
regulations including zoning regulation. Therefore, in the United States of America, zoning regulation
became the main instrument in securing the right of every citizen to take advantage of their own property.
Meanwhile, Singapore applies discretionary system for land use control. This system provides
opportunities for local government to consider a development proposal based on the development plan,
including zoning regulation and other aspects that are considered important as a consideration in making
decisions.
Therefore, the success of United State of America and Singapore in using of zoning regulation describes
that the spatial plan and zoning regulation are very important in the preparation, planning and
implementation of airport development. In order for spatial plans can be implemented properly, zoning
regulation is needed as a land use control instrument. Furthermore, zoning regulation can guide the
implementation of various activities related to the development of the airport and needs to be adjusted
with the social, economic, and cultural characteristics of the area around the airport.

287

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