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REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-1

Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay

4.1. Significant Impact Studied

4.1.1 Scope

Scoping is an initial step to determine the scope of problem and identify

hypothetical significant impacts related with the planned project activities. The

formulation of the hypothetical significant impacts covers identification and

analysis on potential impacts. The identification of potential impacts takes

place by identifying a series of activities potentially driving impacts. The

hypothetical significant impacts can be identified by eliminating irrelevant or

trivial impacts by well considering the environmental components deemed

necessary by the community surrounding the project site. The results of public

consultancy and discussions with experts, competent authorities and interested

community are then recorded. Next, they are classified and set in priorities to

generate Prioritized Hypothetical Significant impact. Schematically, the

scoping process is presented in Figure 4.1.



Figure 4.1. Scoping Process Flowchart

4.1.2 Potential Impact Identification

In this phase the scooping is supposed to identify both direct and indirect the

environmental impacts that are potential to arise due to the planned project

activities. The potentially arising impacts are inventoried regardless their

degree, whether they are major or minor, significant or insignificant. The

potential impact identification is derived from serious considerations to a

series of results of consultancies and discussions with experts, initiator,

competent authorities, interested community and attached with the results of

field observation. The potential impacts are identified by two major methods,

namely :

- Flowchart Method

- Matrix Method

The results of potential impact identification by means of matrix method are

presented in Figure 4.2. The ones identified by means of flowchart method

are presented in Figure 4.3

Surrounding

Activities

Community

Recommendation,

Comment, and

Opinion

Description of

Project Activities

Environmental

Descriptions

Potential

Impacts

Hypo-

thetical

Signi-

ficant

impacts

Prioritized

Hypo-

thetical

Significant

impact

Potential

Impacts

Identification

Potential

Impacts

Evaluation

Classification

and

Priority



Figure 4.2. Potential Impact Matrix - Tanjung Perak Port Development in Lamong Bay



Figure 4.3. Potential Impact Flowchart – Tanjung Perak Port Development

in Lamong Bay

Activities Potential Direct Impacts Potential Indirect Impact

Pre Construction

Project Plan Publication Community Unrest Public Security Disorder

Construction

Construction Preparation

Labor Mobilization and Demobilization Availability of Job Opportunity Increased Community Income

Community Unrest

Decreased Road Performance

Increased Noise

Decreased Air Quality Community Unrest

Decreased Health Degree

Increased Noise Community Unrest

Basecamp Construction Decreased Health Degree

Causeway Construction

Reclamation for Road Construction Preparation Decreased Seawater Quality Decreased Plankton Diversity

Decreased Fisherman Income

Change of Current Pattern & Sedimentation Increased Surface of River Water Runoff

Decreased Bentos Infaunal Habitat

Construction of Connecting Bridge

Bridge Foundation Piling Increased Noise


Decreased Fisherman Income Community Unrest

Bridge Hardening Works Decreased Air Quality

Increased Noise

Reclamation of Spagelow Water

Reclamation Material Transport by Sea Increased Sea Traffic Decreased Degree of Sailing Safety

Site Preparation and Compaction Decreased Seawater Quality Decreased Plankton Diversity


Change of Current Pattern and Sedimentation Increased Surface of River Water Runoff

Deceased Bentos Infaunal Habitat

Construction of Pier Structure and Trestle

Construction of Pier Structure and Trestle Decreased Seawater Quality Decreased Plankton Diversity

Increased Noise

Material & Equipment Mobilization Demobilization



Figure 4.3. Potential Impact Flowchart – Tanjung Perak Port Development

in Lamong Bay (Cont.)

4.1.3 Potential Impact Evaluation

The scooping in this phase is supposed to eliminate irrelevant and insignificant

potential impacts in order to collect a list of hypothetical significant impacts

and relevant to be further studied in the Environmental Impact Statement. The

potential impact evaluation is undertaken by well considering the results of

results of consultancies and discussions with experts, initiator, competent

authorities and interested community. The method applied is group interaction

by meetings and brainstorming. The summary of results of potential impact

evaluation are presented in matrix as in Table 4.1.

Kegiatan Dampak Langsung Potensial Dampak Tidak Langsung Potensial

Pembangunan Fasilitas Terminal (Container

Yard, Chasis Parking, Gate, CFS , Kantor dan

Workshop )

Pembangunan Struktur Fasilitas Terminal Penurunan kualitas air laut Penurunan diversitas plankton

Peningkatan kebisingan

OPERASI

Rekruitmen tenaga kerja Tersedianya Kesempatan Kerja Peningkatan pendapatan penduduk

Bongkar muat petikemas Penurunan kualitas air laut Penurunan diversitas plankton

Pengoperasian Terminal Petikemas Keresahan masyarakat Gangguan Kamtibmas

Berkurangnya pendapatan nelayan Keresahan masyarakat

Peningkatan pendapatan penduduk

Peningkatan lalu lintas laut

Penurunan luasan ekosistem mangrove

Berkurangnya habitat burung air

Keluar masuk muatan petikemas Penurunan Kinerja jalan Penurunan kualitas udara


Peningkatan kecelakaan lalu lintas

Pengisian Air Balas dan Terjadi ceceran minyak

yang tidak disengaja

Penurunan kualitas air laut Penurunan diversitas plankton

Kegiatan Dampak Langsung Potensial Dampak Tidak Langsung Potensial

Pembangunan Fasilitas Terminal (Container

Yard, Chasis Parking, Gate, CFS , Kantor dan

Workshop )

Pembangunan Struktur Fasilitas Terminal Penurunan kualitas air laut Penurunan diversitas plankton


OPERASI

Rekruitmen tenaga kerja Tersedianya Kesempatan Kerja Peningkatan pendapatan penduduk

Bongkar muat petikemas Penurunan kualitas air laut Penurunan diversitas plankton

Pengoperasian Terminal Petikemas Keresahan masyarakat Gangguan Kamtibmas

Berkurangnya pendapatan nelayan Keresahan masyarakat

Peningkatan pendapatan penduduk

Peningkatan lalu lintas laut

Penurunan luasan ekosistem mangrove

Berkurangnya habitat burung air

Keluar masuk muatan petikemas Penurunan Kinerja jalan Penurunan kualitas udara


Peningkatan kecelakaan lalu lintas

Pengisian Air Balas dan Terjadi ceceran minyak

yang tidak disengaja

Penurunan kualitas air laut Penurunan diversitas plankton

Contruction of Terminal Facility (Container Yard, Chasis Parking, Gate, CFS, Office and Workshop)

Potential Direct Impacts Potential Indirect Impacts Activities

Contruction of Terminal Facility Structure Decreased Seawater Quality

Increased Noise

Decreased Plankton Diversity

Operation

Labor Recruitment Availability of Job Opportunity

Decreased Seawater Quality

Increased Community Income


Community Unrest Public Security Disorder


Increased Sea Traffic

Decreased Mangrove Ecosystem

Decreased Water Birds Habitat

Incoming Outgoing Container Trucks

Container Loading and Unloading

Container Terminal Operation

Ballast Water Filling and Accidental Spill of Oil


Increased Traffic Accident

Decreased Air Quality

Increased Noise

Decreased Plankton Diversity Decreased Seawater Quality



Tabel 4.1. Potential Impact Evaluation

Impact Activity Potential impact Evaluation HS

or HI

AAIR QUALITY AND NOISE

Construction Phase

Decreased Air Quality

Material and Equipment Mobilization and Demobilization

It is predicted that there will be relatively significant increase of number of trucks due to material and equipment mobilization and demobilization. It is predicted that the increase of number of trucks will decrease the air quality (dust). Other parameters are affected to the operated trucks in accordance with the prevailing technical specifications for transportation works. Accordingly, the impact is categorized hypothetical significant.

HS

Bridge Hardening Works.

In average, the air quality in the studied area has exceeded the quality standards (0.26 mg/m

3), i.e. : 0.4 mg/m

3. The connecting bridge works will certainly require

more number of trucks (15 units) operated for transporting the required materials. However, such additional number of trucks are not significant to worsen the air quality. Accordingly, the impact is a hypothetical insignificant.

HI

Operation Phase

Incoming and outgoing container trucks

It is predicted that there will be relatively significant increase of number of trucks due to the operations of the container terminal, i.e. : 1,471 trucks/day. Such a great amount of operated trucks is predicted to decrease the air quality (CO, NOx, SO2 and dust). Accordingly, the impact is a hypothetical significant.

HS

Construction Phase

Increased Noise


The transportation of material and equipment will drive more trucks operated in the studies area (especially along Tambak Osowilangun Highway). Yet, such increased number of operated trucks does not significantly increase the noise since the area is already pretty noisy and the surrounding community is not bothered with such noise. Accordingly, the impact is a hypothetical insignificant.

HI

Bridge Foundation Piling

Since the piling points are relatively away from the community dwelling area (more than 1 km) and they are in the sea, the piling activities relatively do not bother the surrounding community. Accordingly, the impact is a hypothetical insignificant.

HI

Bridge Hardening Works.

In average the level of noise is 75 db and it has already exceeded the noise standard in industrial area (70 db). The transportation of bridge hardening material does not require many additional operated trucks (5 trucks per day), when compared to the ones during construction, i.e. : 36.951 trucks per day. Accordingly, the impact is a hypothetical insignificant.

HI


Since sites of pier structure and trestle construction are away from the dwelling area (more than 1 km) and they are in the sea, the construction activities relatively do not bother the surrounding community. Accordingly, the impact is a hypothetical insignificant.

HI

Construction of Terminal Facility Structure

It is predicted that the operation of heavy-duty equipment will not increase noise as the construction site is in the sea and away from the community dwelling area. Accordingly, the impact is a hypothetical insignificant.

HI

Operation Phase

Increased Noise Incoming Outgoing Container Trucks

It is predicted that the number incoming and outgoing container trucks will increase on the roads in the studied area (especially along Osowilangun Highway, by 1.471 units. Yet such an increase will not increase the noise as the studied area is relatively already noisy and the surrounding community does not care about it. Accordingly, the impact is a hypothetical insignificant.

HI

SEAWATER QUALITY

Construction Phase


Reclamation for Road Construction Preparation

The reclamation volume required for preparing road for constructing causeway is 173.000 m3. During the reclamation activities, there will be spills of land fill into the waters leading to increased total suspended solid (TSS). Accordingly, the impact is a hypothetical significant.

MMa



Table 4.1. Potential Impact Analysis (Cont.)


or HI

SEAWATER QUALITY

Construction Phase


Area Preparation and Compaction.

Area preparation and compaction for reclaiming the spagelow water area for constructing container yard. The reclamation volume is 5,844,000 m

3. During the reclamation activities, there

will be spills of land fill into the waters leading to increased total suspended solid (TSS). Accordingly, the impact is a hypothetical significant.

HS


The construction of pier structure and trestle protruding to the sea and in 59,072.5 m

2 area is predicted to cause spills of

concrete. The spilled concrete can increase the degree of total suspended soil (TSS). Accordingly, the impact is a hypothetical significant.

HS

Construction of Terminal Facility Structure

The construction of terminal facility structure on reclaimed spagelow waters area , relatively does not cause spills of material and decrease the seawater quality . Accordingly, the impact is a hypothetical insignificant.

HI

Operation Phase


The container terminal operations entail container loading and unloading activities. The possibility of spills of container contents is certainly insignificant. Accordingly, the impact is a hypothetical insignificant.

HI

Ballast Water Filling and Accidental Spill of Oil

The ballast water is commonly filled after the vessels have completed unloading operations. Such operations seldom take place in Tanjung Perak Port since, mostly, vessels having completed unloading operations, they will be straightly loaded. Therefore, in general ballast water filling practically is not required. On the other hands, it is strictly prohibited to operate vessels while they are being tethered. Therefore the spill of oil will be minimum and not decrease the seawater quality. Accordingly, the impact is a hypothetical insignificant. .

HI

HYDROLOGY

Construction Phase

Increased Surface of River Water Runoff

Reclamation for Preparing Road Construction.

Flood is a common problem in the runoff area of Lamong River and other small rivers in Surabaya. The main causes of the floods are volume of river water flow and tide. The construction of causeway close to the estuaries of Lamong River and Sememi River are potential to increase the surface of water in the estuaries as the runoff is hindered by the causeway construction and less slant of the river bed in the estuaries due to the sedimentation. In case the water surface in an estuary, it will be difficult for the water to flow into the sea and the water surface will increase. Consequently there will be water overflow causing floods in both sides of the river banks.

HS

Area Preparation and Compaction.

The pier reclamation will reduce the area of spagelow waters in the estuary of the rivers. Accordingly, it the water surface in the estuary will increase. This phenomenon will certainly affect the surface of runoff along the river that is still affected by tide. The increased surface of runoff will expose the risks to wider, higher and longer floods

HS





or HI

HYDROOCEANOGRAPHY

Construction Phase

Change of Water Current Pattern and Sedimentation

Reclamation for Preparation of Road Construction

The causeway is constructed with reclamation protruding to the sea. The construction will hinder the current parallel to the coastline and affect the movement of sediments on both sides of the causeway. There will be aggradations in the upstream of the incoming current while in the downstream, there will be lack of sediment supply leading to degradation. The reclamation for causeway construction is potential to change the sediment movement, precipitation and erosion both in the estuary and along the coastline. It will certainly lead to change of coastline around the studies area. Sedimentation will bring positive impact for widening the offshore surface area, yet it will bring negative impact in case it presents in port pools or shipping routes. The erosion will be favorable in case it takes place in the shipping routes as it deepens the shipping routes, yet it will be unfavorable when it takes place in any parts of the coast where there are constructed buildings or facilities. sediment

HS

Area Preparation and Compaction

The reclamation of spagelow waters will hinder the movement of current parallel to the coastline and affect the movement of sediment drawn in both sides. There will be aggradations in the upstream of the incoming current while in the downstream, there will be lack of sediment supply leading to degradation. Sedimentation will bring positive impact for widening the offshore surface area, yet it will bring negative impact in case it presents in port pools or shipping routes. The erosion will be favorable in case it takes place in the shipping routes as it deepens the shipping routes, yet it will be unfavorable when it takes place in any parts of the coast where there are constructed buildings or facilities.

HS

BIOLOGY

Construction Phase


Reclamation for Preparation of Road Construction

It needs further study as the volume of the spagelow waters reclamation is 173,000 m

3, predicted to reduce the bentos

infaunal habitat. At present, the light through medium bentos infaunal habitats have already been polluted . Accordingly in the line with the causeway construction, the impact is hypothetical significant.

HS

Bridge Foundation Piling The piling is constructed locally, each with 40 m pile intervals along 2,600 m to the sea . It is predicted that the piling will not significantly affect the bentos infaunal habitat. Accordingly, the impact is hypothetical insignificant.

HI


The spagelow waters reclamation activities in less than 50 Ha area for area preparation and compaction is predicted to reduce the bentos infaunal habitat. Accordingly, the impact is hypothetical significant.

HS

Decreased Plankton Diversity Reclamation for Preparation of Road Construction

It needs further study as the volume of the spagelow waters reclamation is relatively large and predicted to lead to turbidity and endanger the planktons. Accordingly, the impact is hypothetical significant.

HS





or HI

BIOLOGY

Construction Phase



It needs further study as the volume of the spagelow waters reclamation is relatively large , i.e. : 5,844 m3, and predicted to lead to turbidity and endanger the planktons. Accordingly, the impact is hypothetical significant.

HS


During the construction of pier structure and trestle, it is predicted that there will be spills of construction materials. It can cause turbidity and endanger the planktons that leads to decreased plankton diversity. Accordingly, the impact is hypothetical significant.

HS

Construction of Terminal Facilities

The construction of terminal facilities takes place on the reclaimed area. It relatively does not cause spills of construction materials and will not reduce the plankton diversity. Accordingly, the impact is hypothetical insignificant.

HI

Operation Phase


The terminal operations will accommodate container loading and unloading activities. The possibility of leakage of the content of the container is definitely insignificant. Accordingly, the impact is hypothetical insignificant

HI

Ballast Water Filling and Accidental Oil Spill

The ballast water is commonly filled after the vessels have completed unloading operations. Such operations seldom take place in Tanjung Perak Port since, mostly, vessels having completed unloading operations, they will be straightly loaded. Therefore, in general ballast water filling practically is not required. On the other hands, it is strictly prohibited to operate vessels while they are being tethered. Therefore the spill of oil will be minimum and not decrease the seawater quality. Accordingly, the impact is a hypothetical insignificant.

HI

Decreased Mangrove Ecosystem


The area of mangrove ecosystem will decrease as parts of the mangrove area will be occupied for business sites by the local community sue to the operation of the container terminal. Accordingly, the impact is a hypothetical insignificant.

HS

Decreased Water Birds Habitat


It is predicted that fauna migration will take place due to the noise from incoming and outgoing container trucks as many as around 1,471 units per day. Accordingly, the impact is a hypothetical significant.

HS

SOCIO-ECONOMIC CULTURAL ASPECT

Construction Phase


Piling of Bridge Foundation

It needs further study, as the interrupted fishing activities of the fishermen will reduce their income. The total number of fishermen in the villages where the study take place is 10% (ten percent) of the whole populations in those villages. Accordingly, the impact is a hypothetical significant.

HS

Reclamation for Preparing Road Construction

It needs further study, as the reclamation for preparing road construction and causeway protruding to the sea can reduce the fishing area of the fishermen and lead to decrease in their income. Accordingly, the impact is a hypothetical significant.

HS


It needs further study, as the spagelow water reclamation can reduce the fishing area of the fishermen and lead to decrease in their income. Accordingly, the impact is a hypothetical significant.

HS

Operation Phase


When the container terminal is in operation, there are new constructions on the sea, such as access roads, connecting bridge, or newly reclaimed spagelow waters. It can reduce the fishing area of the fishermen and lead to decrease in their income. Accordingly, the impact is a hypothetical significant.

HS

SOCIO-

ECONOMIC CULTURAL ASPECT

Pre-Construction

Public Security Disorder

Project Plan Socialization

It needs further study to identify the causes of public security disorder, such as horizontal conflicts in the community

HS

Operation Phase


It needs further study to identify the causes why the community does not care about public security disorder due to the container terminal operation.

HS





or HI

Pre Construction

Community Unrest


It needs further study to identify the causes of community unrest in order to be able to take proper management and observation steps. At present, the community unrest can disturb the public security.

HS

Construction Phase

Labor Mobilization and Demobilization

It needs further study as labor mobilization drives job opportunities that at last leads to increased community income. Accordingly, the impact is a hypothetical significant.

HS


It needs further study in regard with community unrest, decreased air quality, increased noise and traffic accidents that are potential to trigger public security disorder. Accordingly, the impact is a hypothetical significant.

HS

Bridge Foundation Piling

It needs further study as worse community unrest will lead to public security disorder in the studies area.

HS

Operation Phase


It needs further study as worse community unrest will lead to public security disorder in the studies area.

HS


Construction Phase


It needs further study as labor mobilization will present job openings that will lead to increased community income. Accordingly, the impact is a hypothetical significant.

HS

Operation Phase

Labor Recruitment It needs further study as the local people recruitment in the container terminal in accordance with their competencies will improve their income.

HS


It needs further study as the container terminal operations will open new business opportunities that leads to increased community income (such as : food stalls or vendors to meet the labors’ needs.

HS

Construction Phase

Availability of Job Opportunity


It needs further study as labor mobilization will open job opportunities that lead to increased community income. Accordingly, the impact is a hypothetical significant.

HS

Operation Phase

Labor Recruitment It needs further study as the local people recruitment will open job opportunities that will improve the community income. Accordingly, the impact is a hypothetical significant.

HS

COMMUNITY HEALTH

Construction Phase

Decreased Health

Basecamp Construction

Since only a few numbers of labors are recruited and they all stay in the basecamp that is provided with public bathing, washing and toilet facilities. Therefore, the construction of the basecamp will not significantly decrease the community health in the studied area.

HI


The material and equipment mobilization will decrease the air quality, especially due to arising dusts. Yet, the management of dusts can be reduced to prevent decreased health. . Accordingly, the impact is a hypothetical insignificant.

HI





or HI

TRANSPORTATION

Construction Phase

Increased Sea Traffic Reclamation Material Transportation by Sea

The transportation of reclamation material by sea will increase the sea traffic by 10 vessels per day that sail across the shipping routes in Tanjung Perak Port. It will certainly increase the voyage density in Tanjung Perak Port,

HS

Operation Phase


The container terminal operation will entail additional vessels crossing Tanjung Perak Port in average by 2 vessels per day. Such an increase with the sea traffic density as at present averagely 50 vessels sail across the port. Accordingly, the impact is a hypothetical insignificant.

HI

Construction Phase

Decreased Voyage Safety

Reclamation Material Transportation by Sea

The degree of voyage safety in the West of Madura Strait that is occupied as shipping routes of Tanjung Perak Port at present is 1 : 1,000. The denser traffic density due to the reclamation material transport by 10 vessels per day during construction phase will certainly increase the sea traffic accident probability in Tanjung Perak Port. Accordingly, the impact is a hypothetical significant.

HS

Operation Phase

Increased Traffic Accident


It is predicted that the container terminal operation in Tanjung Perak Port in Lamong Bay will accommodate the operation of 1,417 units of extra container trucks per day. Such a condition is potential to cause traffic accidents on the roads passed by the incoming and outgoing container trucks

HS

Construction

Phase



The number of trucks operated due to the material and equipment mobilization for constructing the pier structure and trestle will range 10-15 trucks per day. Accordingly, it is predicted that the road performance will decrease by 1% of the present state of condition which is still relatively good (no traffic jam). The decreased road performance is not significant and it does not fundamentally affect the road performance. Accordingly, the impact is a hypothetical insignificant.

HI

Operation Phase


The increasing number of container trucks by around 1,471 units per day will entail the traffic volume of around 1,900 units of passenger vehicles. Accordingly, the traffic saturation on the road is predicted to decrease by 10%.

HS

4.1.4 Hypothetical Significant Impact Classification and Priority

The scoping undertaken in this phase is to classify/group significant impacts

formulized in the previous phase in order to identify hypothetical significant

impacts to be further studied in the Environmental Impact Statement

Documents.

With reference to the hypothetical significant impacts identified in each of the

activity phases (pre-contruction phase, construction phase and operation

phase), some imcats can be classified in view of their relationship one another.

The hypothetical significant impacts are graded in order of priorities and

presented in Table 4.2.



Table 4.2. Significant Impact Clasification and Priority



4.2. Study Area and Time Limit

The study areas are determined by well considering the time limit, ecological

limit, social limit and administrative limit of the project. The 4 (four) limits

are the resultances of the study. Each of them is presented in Figure 4.4

through Figure 4.8.

They are further detailed as follows :

Project Limit

It is a geographical limit for the studied area, comprising pier, trestle,

container yard, connecting bridge and causeway. Specifically, the limits are

Madura Strait in the North, warehouses and fishponds as well as Madura

Strait in the East and West , and Jalan Tambak Osowilangun in the East.

(Figure 4.4).

Ecological Limit

It is determined based on the scales of natural processes in various

perspectives that can be significantly impacted due to Tanjung Perak Port

Development. It comproses (Figure 4.5):

On-shore Ecology Limit

The on-shore ecology limits cover ± 500 m on the right and left along

the roads crossed by the material transporting trucks and ±750 m radius

of emission gas spread toward the on-shore area from the project site in

Lamong Bay. Such limits are set as the trucks transporting the material

will cross the aeterial roads before accessing the toll roads that are

available for accommodating big trucks. At present the dimension of the

arterial Road named Jalam Margomulyo, is wide enough, with 2-way 6

tracks (6/2D). Thereore, this road is included as an ecological area. In

the mean time, the border of Lamong River is not set far to its

downstrean as it has been frequently flooded.



Off-shore Ecology Limit

It is based on the pattern of spread of dilution suspended solid, ranging

from 500 m to 2 km from the site of spagelow waters reclamation for

constructing container yard and causeway. Therefore, the off-shore

ecology limit is + 2 km to the North and South from the reclamated

area for Tanjung Perak Port Development in Lamong Bay.

In addition, the off-shore ecology limit is also set based on the location

of reclamation material quarry from the mud taken from the dredged

shipping routes. Accordingly, the off-shore ecology limit ranges from

the front shipping lines of the planned pier up to Tanjung Perak Port.

Administration Limit

It is a space where the poeple can confortably do social and cultural activities

pursuant to the prevailing laws in the space. It covers Benowo Sub-district,

Asemrowo Sub-district and Krembangan Sub-district in Surabaya City

whose developments are related with Lamong Bay. (Figure 4.6).

Social Limit

It is a limit where social interactions with certainly settled norms and values

take place and is predicted to be significantly impacted, both positively and

negatively, by Tanjung Perak Port Development in Lamong Bay. The social

limitcover smoe villages in Benowo Sub-district, Asemrowo Sub-district and

Krembangan Sub-district in Surabaya City, specifically :

Romokalisari Village (Benowo Sub-district)

Tambak Osowilangon Village (Benowo Sub-district)

Tambak Langon Village (Asemrowo Sub-district)

Greges Village (Asemrowo Sub-district)

Kalianak Village (Asemrowo Sub-district)

Morokrembangan Village (Krembangan Sub-district)



In fact the existing condition shows that Lamong River estuary is frequently

flooded and such a condition triggers other social problems and the social

limit is not set too far since the area is already frequently flooded. However,

such a condition needs to be enhanced and better controlled in the future.

Some constructive recommendations have been proposed. (Figure 4.7).

Studied Area Limit

It is a resultance of the aforementioned four limits and well considers the

capacity to implement the Environmental Impact Statement, where the

implementation is commonly lack of required resources, such as: time, fund,

experts, technology and method of study.

Study Time Limit

Pre-Construction Phase

The activities in pre-construction phase concern socialization measures.

It will be socialized to the community surrounding the project site in,

inter alia : Romokalisari Village (Benowo Sub-district), Tambak

Osowilangon Village (Benowo Sub-district), Tambak Langon Village

(Asemrowo Sub-district), Greges Village (Asemrowo Sub-district),

Kalianak Village (Asemrowo Sub-district), Morokrembangan Village

(Kecamatan Krembangan Sub-district) (See Table 4.3).

Construction Phase

In this phase, there are some activities and resulted impacts. The

activities concerns with labor mobilization and demobilization, material

and equipment mobilization and demobilzation, reclamation for

constructing road and causeway, piling of bridge founation, material

transport by sea, area preparation and compaction for pier structure and

trestle. The time limit for construction study is maximally 2 (two)

years.

The whole time limit for the analysis of impacts of each activity are




Operation Phase

In consistence with the plans, Lamong Bay is developed for anticipating

the needs on pier facilities minimally to contribute to the whole area of

East Java Province. In view of the operational features, the civil

constructions are supposed to be durable for a long time, specifically for

tens of years, and if possible hundreds of years. However, it is certainly

impossible to prepare Environmental Impact Statement for an unlimited

time. Therefore, it is necessary to set the time limit in the sense that this

Environmental Impact Statement is adoptable as a guide. The time limit

for studying the impacts during the operation phase is maximally 1

(one) year after the initial operation of the project. In the Operation

phase there are some activities leading to environmental impacts, such

as : labor recruitment, container terminal operation, and incoming and

outgoing container trucks. The time limits of the study on each of the

activities are presented in Table 4.3.



Table 4.3 Study Time Limit



Prediction of impacts is supposed to identify the predicted the dimension and level of

each of the hypothetical significant impacts identified from the scoping process. The

dimension of impacts is measured by means of formal prediction methods, while the

level of significance of the impacts is predicted based on the 6 (six) impact criteria in

accordance with the Guide to Determine Major and Significant Impacts.

The dimension of impacr constitutes a difference between the state of condition of the

environmental quality when the project exists and the one when the project does not

(in general).

Each of the environmental components are partially studied to determine the

dimension of impacts based on each of the project phases, i.e. : pre-construction,

contruction and operation.



5.1. PREDICTED IMPACTS ON PHYSICAL-CHEMICAL

ENVIRONMENTAL COMPONENTS

5.1.1. Decreased Air Quality

A. Source of Impact :

(Construction) Material and Equipment Mobilization and

Demobilization

Dimension of Predicted Impacts

Without Project

With reference to the initial environmental descriptions, the air quality in term

of Nox parameter in some points of measurement, inter alia : Demak Junction

(0,0593 ppm) and Romokalisari Junction (0,0561 ppm), has execeeded the

quality standard (0.05 ppm). In term of dust parameter (0,26 mg/m3), the

conditions in Demak Junction (0,6482 mg/m3), Romokalisari Crossroad

(0,5791 mg/m3) and Margomulyo Junction (0,6857 mg/m

3) have exceeded the

standard. It is predicted that the dust concentration is accumulated from

transportation activities and concentration of NOx from the emmission of fuels

of authomotive vehicles. When the project does not exist, it is predicted that

there will be no additional authoomotive vehicles mobiling on the roads in the

studied area. There will be no change in the descriptions of environmental

condition in early 2008 up to the one in construction, i.e.: during material and

equipment mobilization and demobilization in 2010, as thecondition was

stagnant (no area development). Accordingly, the air quality is predicted to be

still the same as the one in the early description of the environment condition.

With Project

The decreased air quality is probably due to increase of dust content driven by

operations and emmission gas of automotive vehicles (CO, NOx and SO2)

during the construction material and equipment mobilization and

demobilization via Jl. Tambak Osowilangon into and out of the project site. It

is predicted that the increased number of operated trucks will range 10-15 unit

per day (prediction in term of transportation aspect). In the project site, the

initial description of environmental condition shows that the measured air

quality parameter still qualifies the standard, saved for the dust and NOx taken



from the sampling point on Jl. Demak and Jl. Romokalisari. Jl. Demak is

accessed by the trucks operated for mobilizing and demobilizing construction

material and equipment. The construction material and equipment

mobilization and demobilization for 3 (three) months during construction

phase is predicted to increase dust content and emmission gas from the

transporting trucks (CO, NOx dan SO2) surround the project site. The

predicted impact on increased dust content and emmission gas is calculated

by means of Gauss formula, assuming that the road height = recepient height

H=0, accordingly z=0 and the equation is : u

QC

z

Lzx

2/1),()2(

2 . The

determination of pollutant to parameters of dust, SO2, NOx, dan CO from

(truck) emmission gas refers to : “Rapid Assesment of Source of Air, Water,

and Land Pollution” (1991), while the value of σz is generated from Canter

based on the average wind speed in the studied area, i. : 5 m/det. Referring to

the aforementioned data, the dimension of impact of construction material and

equipment mobilization and demobilization during contruction phase can be

calculated. The resulted predictions on each parameter can be described by

plotting the pollutant concentration as the abscissa and distance of source of

impact (line source) and the receipient point as the cartesian as presented in

Figure 5.1 through Figure 5.4.

Figure 5.1. Spread of Dust Due to Material and Equipment

Mobilization During Construction Phase

Construction Phase

Du

st,

g

/m3

Distance, Meter



Figure 5.2. Spread of SO2 Due to Material and Equipment


Figure 5.3. Spread of NOx Due to Material and Equipment


Tahap konstruksi

00.05

0.10.15

0.20.25

0.30.35

0.40.45

0.50.55

0.60.65

0.70.75

0.80.85

0 50 100 150 200 250 300 350 400 450 500

Jarak, meter

NO

x,

g/m

3

Construction Phase

Tahap Konstruksi

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

1.1

1.2

1.3

1.4

1.5

1.6

0 50 100 150 200 250 300 350 400 450 500

Jarak ( meter)

SO

2 (

g/m

3)

Construction Phase

(pp

m)

(pp

m)

Distance, Meter

Distance, Meter



Figure 5.4. Spread of CO Due to Material and Equipment


Referring to those Figures, it shows that the pollutant exposure (although very

insignificant) reaches 100 m distance. The closest exposure to dust in 10 m

distance from the source of pollution is 0,184 µg/m3, in 20 m distance

decreases into 0,113 µg/m3. Such exposure is definitely insignificant. The

same applies to other parameters in 10 m distance from the source of

pollution, i.e. : SO2 1,46 ppm; NOx 0,844 ppm and CO 3,339 ppm, where the

exposure is still insignificant.

Predicted Impact Significance

Air is environmental media basically needed by human beings. Accordingly, it

requires definitely serious attention. With reference to the criteria for

identifying the significant impacts, it is necessary to consider :

1. Number of Impacted People in Community

The impacted people are the ones dwelling on the left and right of the

access roads in Tambak Osowilangon Village and Romokalisari Village

based on the material transporting trucks from the Toll Gate (Tambak

Osowilangon Highway and Romokalisari Highway) to the access roads

headed to Container Terminal in Lamong Bay - Negative Insignificat (NI)

Tahap Konstruksi

-0.10.10.30.50.70.91.11.31.51.71.92.12.32.52.72.93.13.3

0 50 100 150 200 250 300 350 400 450 500

Jarak, meter

CO

, g

/m3

Construction Phase

(pp

m)

Distance, Meter



2. Area of Impact Spread

The spread reaches + 100 meter distance from the right and left sides of

the access roads to Tambak Osowilangon Village and Romokalisari

Village subject to an assumption that the wind speed in the studied area is

1,9-3,9 m/det, with dominant wind direction to South East and truck speed

20-40 km/hour (NI).

3. Duration/Intensity of Impacts

The impacts take place during the commencement of construction phase,

i.e. : material and equipment mobilization and demobilization + 3 months.

The intensity of exposure to dust in 10 m distance from the material and

equipment transporting trucks is 0,184 µg/m3, in 20 m distance is 0,113

µg/m3

and in < 100 m distance is 0,004 µg/m

3. Based on these data, the

contribution of exposure to dust in the ambient air is definitely

insignificant. The standards of ambient air for dust parameter is 260

µg/m3 (NI)).

4. Other Impacted Components

There is nother impacted component (NI).

5. Cumulative Impacts

The impacts are not cumulative (NI)

6. Impact Recoverability

The impacts are recoverable when the construction activities have been

completed (NI).

The initial condition of parameter of ambient air has already already been

poor. The dust and NOx had already been exceeding the quality standards

when the study was executed. It was due to relatively high traffic volume. In

conclusion, the the material and equipment mobilization and demobilization

do not significantly affect the quality of ambient air. Accordingly, the impact

is classified Negative Insignificant (NI)

Degree of Impact : Negative Insignificant (NI)



B. Source of Impact: Incoming and Outgoing Container Trucks (Operation)


Without Project

Based on the initial environmental description , the air quality for parameter

NOx in some gauging points, i.e. : Demak Junction (0,0593 ppm) and

Romokalisari Crossroad (0,0561 ppm) has already exceeded quality standard

(0,05 ppm). Meanwhile, the parameter of dust exceeding the quality

standaards (0,26 mg/m3) is found in Demak Junction (0,6482 mg/m

3),

Romokalisari Crossroad (0,5791 mg/m3) and Margomulyo Junction (0,6857

mg/m3). The dust concentrationn is predicted to originate from transportation

activities and the concentration of NOx is from the emmission gas from

automotive vehicles.

During operation phase in 2012, when there is no project activities, it is

predicted that there will be increasing number of vehicles passing the studied

area when compare to the one in 2008, i.e.: in average 45 vehicles per day

(predicted in view of transportation). Accordingly, it is predicted that there

will be change of quality of ambient air, although relatively in very small

degree. The contributors to air pollutant due to condition of traffic in 2012

(without project activities) are dust 0,4 µg/m3, SO2 (3,18 ppm), Nox (1,85

ppm) and CO (7,30 ppm) in 50 m distance.

With Project

It is predicted that the decreased air quality is mainly due to increase of dust

content and emmission gas of transportation vehicles (CO, NOx and SO2)

generated from the activities of incoming and outgoing container trucks

passing the roads surrounding the priject site. It is predicted that there will be

inreasing number of container trucks incoming to and outgoing from the

container terminal, i.e. : 1.471 trucks per day (prediction in view of

transportation aspect).The initial environmental description shows that in the

project site some parameters of air quality are in quality range, saved for dust

and NOx in the sampling points, i.e. : Demak Junction and Romokalisari

Crossroad. (Table 3.3).



During the operation of container terminal, the air quality will be getting

worse, as it is during the contruction phase. The calculation of predicted

impact in term of increased dust content and emmission gas (CO, NOx, SO2)

surrounding the project site adopts Gauss formula as it is during the

construction phase.The results of prediction on each parameter are presented

in Figure 5.5 through Figure 5.8.

Figure 5.5. Spread of Dust in Operation Phase

Figure 5.6. Spread of SO2 in Operation Phase

Tahap Operasi

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

0 50 100 150 200 250 300 350 400 450 500

Jarak, meter

Deb

u,

g/m

3

Operation Phase

Tahap Operasi

0

10

20

30

40

50

60

70

80

90

100

110

0 50 100 150 200 250 300 350 400 450 500

Jarak, meter

SO

2,

g/m

3

Operation Phase

(pp

m)

Dust,

g/m

3

Distance, Meter

Distance, Meter



Figure 5.7. Spread of NOx in Operation Phase

Figure 5.8. Spread of CO in Operation Phase

Based on those data, the contribution to air pollution in the line with the

activities of incoming and outgoing container trucks to/from the container

terminal in 10 m distance from the sourceof pollution is relatively significant

for the exposure of dust (13,55µg/m3), SO2 (107,28 ppm), Nox (62,11 ppm)

and CO (245,62 ppm). In 50 m distance from the source of pollutant, the

contributions are dust (2,89 µg/m3), SO2 (18,122 ppm), Nox (10,49 ppm),

Tahap Operasi

-10

10

30

50

70

90

110

130

150

170

190

210

230

250

0 50 100 150 200 250 300 350 400 450 500

Jarak, meter

CO

, g

/m3

Operation Phase

Tahap Operasi

0

5

10

15

20

25

30

35

40

45

50

55

60

65

0 50 100 150 200 250 300 350 400 450 500

Jarak, meter

NO

x,

g/m

3

Operation Phase (p

pm

) (p

pm

)

Distance, Meter

Distance, Meter



and CO (41,49 ppm), while in 150 m distance from the source of pollutant, the

contributions are relatively very insignificant, .i.e. : dust (0,261 µg/m3), SO2

(2,07 ppm), NOx (1,199 ppm) and CO (4,7 ppm). With reference to the

aforementioned , the exposure in more than 100 m distance is almost constant

and relatively insignificant. Therefore, the impact spread reach + 100 m.


Referring to creteria of impact identification :


The impacted people are the ones dwelling on the left and right of the

access roads in Tambak Osowilangon Village and Romokalisari Village

based on the material transporting trucks from the Toll Gate (Tambak

Osowilangon Highway and Romokalisari Highway) to the access roads

headed to Container Terminal in Lamong Bay - Negative Insignificat (NI)


The spread of impact reaches +100 meter distance from the access roads to

Tambak Osowilangon Village and Romokalisari Village (NI).


Based on the predicted dimension of the aforementioned impacts, the

exposure of pollutants : dust, SO2, NOx, and CO in the operation phase of

the container terminal in 50 m distance is relatively significant. The

exposure to the impact takes place steadily during the operation phase. In

that radius, there are dense dwelling areas on both left and right sides of

the roads. Consequently, it will negatively affect the health of the

community dwelling in those areas. The farther the distance from the

source of impact , the exposure decreases significantly. In 150 m distance,

the spread of the pollutant is predicted to be very insignificant, and

therfore in this radius it is predicted that the community is not impacted

(NI).


Other impacted component is community health – Negative Significant

(NS)


The impact is not cumulative (NI)




As the operation period of the port is unlimited, the impact to air quality

will exist along the peration of the port. Accordingly, the impact is

unrecoverable (NS).

With reference to the aforementioned descriptions, the air pollution due to the

operation of the port is classified to be negative and significant.

Degree of Impact : Negative Significant (NS)

5.1.2. Decreased Seawater Quality (Turbidity)

Sources of Impacts :

1. Reclamation for Preparing Road (Causeway) Construction

2. Area Preparation and Compaction (Shallow Water Reclamation for

Constructing Container Yard)

3. Construction of Pier Structure and Trestle

The prediction of decreased seawater quality simultaneously adopts water

quality model RMA4 for aforementioned three sources of impacts, as the

relevant three project activities take place almost at the same time and they

area all within the same area of impacts and is over within 2 (two) years.

When plotting the model, it was resolved that the construction of pier structure

and trestle utilize on-pile structures. Accordingly, the structure is not apparent

in the model technical drawing.


Without Project

The seawater quality analysis is applied to identify the change of seawater

quality parameters as one of the impacts that may arise due to the spread of

sediment after the reclamation activities in Lamong Bay. In general, the

parameters adoptable to analyze the seawater quality is suspended solids.

In this study , the water quality model RMA4 is adopted to simulate the

processes of advection and difussion based on the average characteristics in

water depths.This model can be adopted to observe the physical processes of

transferring and mixing of chemical substances in in the pool, river, bay and



estuary in the coast. IT is useful for basic evaluation processes. With complex

geometrics shapes, the model can simulate the hydro-dynamics of the spread

of suspended solid based on outputs of RMA2 model. RMA4 model was

developed by Norton, King and Orlob of Water Resources Engineers in 1973 ,

du WES Laboratory.

The water quality modeling (RMA4) adopted in this simulation can be

identified critical areas abd monitor criteria of seawater qaulity and its effect

to sea biota. The change of water quality is due to water stirred during the

physical reclamation activities, leading to mixture of water and reclamation

material that may contained suspended solids . The analysis is adopted by

well considering advection and diffusion process that pertain to be the most

dominant. Adopting advection and diffusion approach, the analysis is focused

to the most possible extreme condition where the suspended solid is regarded

to be conservative (not decomposed by water and colloid in nature)

The simulation is applied by comparing the changes of concentration in certain

points (as observation points) relative against the initial concentration before

precipitation. It is assumed that the components of water quality parameters

are from the river, since the river water flow is prettu dominant around the site

to be reclaimed. The initial concentration from the river is set to 100% and the

decrease of concentration in each of the observation points is computed based

on the concentrations relative to the initial ones. Therefore, the concentration

percentage of contour lines in the computed area can be prepared based on

advection and diffussion.

Adopting this model, the following scenarios are prepared :

Scenario 1 – Under condition without project (reclamation) and Scenario 2 –

Undercondition with project (reclamation), i.e. : causeway reclamation,

shallow water reclamation for constructing container yard and its supporting

facilities, and construction of pier structure and trestle (Figure 5.9). The

scenario of model inputs is presented in Table 5.1. The modelling scenario is

prepared under two conditions , i.e. : in wet season and dry season.



Based on these two modelling scenarios the domains are discreted, i.e. :

prototype transformation (real waters) into a set model. In this case, the water

configurations, comprising waters shape and borders, bathymetry and depths

are transformed in the model numerically. Next the model is split into a

number of linear triangle elements. Each composition of the elements is called

mesh. In this modelling, the computation scope covers the waters in Lamong

Bay.

Figure 5.9. Domain Discrete – Model 1 (Without Project) and Model 2

(With Project)

Table 5.1. Scenario of Water Quality Model

Model

Season and

Lamong River Water Flow

Source and Percentage

of Dissolved Suspended

Solid

Wet (m3/s) Dry (m3/s) Lamong River

(%)

Sea

(%)

Model 1 13,92 5,21 100 25

Model 2 13,92 5,21 100 25

Table 5.2. Locations of Observation Points in Numeric Model

Observation Points Observation Point Coordinates

X Y

Locations Close to Lamong Bay Eastuary

A 683666.938 9204586.350

B 683833.083 9204111.753

C 683925.030 9204755.070

D 684473.580 9204965.541

E 684077.241 9205606.571



Observation Points Observation Point Coordinates

X Y

Locations Close to Reclamation Site Plan

F 683545.216 9203247.965

G 685350.137 9205272.431

H 685158.606 9204053.748

I 686579.899 9205227.587

J 685754.465 9202650.402

K 687041.256 9203434.742

Figure 5.10. Locations of Observation Points in Numeric Model

As presented in Table 5.1. the conscentration of suspended solid is 100% is

assumed to be from the river towards the reclamation area.

The typical results of modelling are resented in 5.11. and Figure 5.13. during

the wet season and dry season. In those figures, the change of concentration of

suspended solid is shown in color gradation, where the high concentration (80

- 100%) is presented in orange through red and low concentration (0 – 30%) is

presented in purpple to blue.

Those figures show that the spread of concentration of suspended solid will be

greater during the wet season compared to during the dry one.This

phenomenon is apparent in the the area of spread of suspended solid during

wet season in wider scope.

.J .G .E

.D .C .A

.B

.F

.H

.K

.J



Figure 5.11. Change of Concentration of Suspended Solid - Model 1

(Without Project) in Wet Season (a) and Dry Season (b) in

96th hours.

Figure 5.12. Change of Dillutions in Various Observation Points in

Existing Wet Season

0

10

20

30

40

50

60

70

80

90

100

0 24 48 72 96 120 144 168

Waktu (jam ke)

Ko

ns

en

tra

si

(%)

A

B

C

D

E

F

G

H

I

J

K

a b

Time (..th Hours)

Co

nce

ntr

atio

n (

%)



Figure 5.13. Change of Dillutions in Various Observation Points in

Existing Dry Season

With Project

The same as in analysis without project , the water quality analysis adopts

RMA4 model. The spreads of suspended solid under Model 1 and Model 2 are

indifferent since the site of Tanjung Perak Development in Lamong Bay is far

from the estuary of Lamong River. This is due to dilution process that is not

hindered by the narrowing or reduction of waters area.

Next Figure 5.15 – Figure 5.18 show graphs of dilution in the observation

points. Reference of the observation points is presented in are Figure 5.12.

Point A is a source of suspended soil. Therefore, the value is exremely high,

with 100% concentration. In the meantime, points B, C, D, E and F are the

points surrounding the estuary and sailing routes to Lamong River, while

points G, H, I, J and K are the points close to reclamation area.

Referring to the figures of each model, the sediment concentration will be

lower due to the getting farther distance from source of impact (point A). In

case the observation is focused in point surroundig the estuary, i.e. : points G,

0

10

20

30

40

50

60

70

80

90

100

0 24 48 72 96 120 144 168

Waktu (jam ke)

Ko

ns

en

tra

si

(%)

A

B

C

D

E

F

G

H

I

J

K

Time (..th Hours)

Co

nce

ntr

atio

n (

%)



H, I, J, and K, it shows that there is increase of concentration about 0,26-7,18

% from the initial concentration (without project) in the wet season and about

0,43-12,12% in the dry season. When compared to the change of

concentration in the dry season and the one wet season, it shows that there is

an increase of concentration by 0,4-4,95% (Table 5.1). Point H has pretty

significant concentration difference when compared to the one in other

observation points, since close to point H, there is a reclamation area hindering

the rain water flow. It will be clear in the circulation of current pattern around

the reclamation area. Specifically, in case there is no river water quality

standardization, there will be sedimentation surrounding the reclamation area .

Figure 5.14. Change of Sediment Concentration - Model 2

in Wet Season (a) and Dry Season (b) in 96th hours.

b a



Figure 5.15. Change of Dilutions in Various Observation Points –

Model 2 in Wet Season

Figure 5.16. Change of Dilutions in Various Observation Points –

Model 2 in Dry Season

0

10

20

30

40

50

60

70

80

90

100

0 24 48 72 96 120 144 168

Waktu (jam ke)

Ko

ns

en

tra

si

(%)

A

B

C

D

E

F

G

H

I

J

K

0

10

20

30

40

50

60

70

80

90

100

0 24 48 72 96 120 144 168

Waktu (jam ke)

Ko

nsen

trasi (%

)

A

B

C

D

E

F

G

H

I

J

K

Time (..th Hours)

Co

nce

ntr

atio

n (

%)

Con

ce

ntr

atio

n (

%)

Time (..th Hours)



Figure 5.17. Change of Dilutions in Five Observation Points in Various

Models in Wet Season

Figure 5.18. Change of Dilutions in Five Observation Points in Various

Models in Dry Season

0

10

20

30

40

50

60

70

80

90

100

0 24 48 72 96 120 144 168

Waktu (jam ke)

Ko

nsen

trasi

(%)

Model 1 G

Model 2 G

Model 1 H

Model 2 H

Model 1 I

Model 2 I

Model 1 J

Model 2 J

Model 1 K

Model 2 K

0

10

20

30

40

50

60

70

80

90

100

0 24 48 72 96 120 144 168

Waktu (jam ke)

Ko

nsen

trasi

(%)

Model 1 G

Model 2 G

Model 1 H

Model 2 H

Model 1 I

Model 2 I

Model 1 J

Model 2 J

Model 1 K

Model 2 K

Time (..th Hours)

Time (..th Hours)

Con

ce

ntr

atio

n (

%)

Con

ce

ntr

atio

n (

%)

Co

nce

ntr

atio

n (

%)



Table 5.3. Percentage (%) of Change of Dilution in Model 1 (without

Project) against Model 2 (with Project) in Wet Season and Dry

Season

A B C D E F G H I J K

Wet Season 0,26 3,89 0,78 3,28 0,81 4,97 1,21 7,18 3,08 5,87 5,27

Dry Season 0,43 4,65 1,73 4,84 1,63 6,17 0,81 12,13 3,68 7,42 5,80

Based on those results, it shows that the largest change of suspended solid

concentrations takes place in dry season, i.e. : 12,13 % and wet season 7,18%

in point H (south of container yard reclamation site)



The impacted people are the fishermen drom Tambak Osowilangon

Village and Romokalisari Village catching fish in Lamong Bay (NI)


The impact spread greatly depends on patterns of tide. It is predicted that

the farthest reaches 500 m distance from the site of shallow water

reclamation for construction container yaed (NI).


The impacts present during the construction of causeway, reclamation of

shallow water for container yard construction, and construction of pier

structure and trestle, for about 2 years simultaneously, with medium

intensity when close to the construction site and low intensity when 500 m

away from the site of shallow water reclamation for constructing container

yard and causeway (NS).


As the turbidity parameter can reduce the water clearness, i.e. : penetration

of sunlight required for photosynthesis process, the other impacted

components will be sea biota (NS).


The impacts are not cumulative as the turbidity dan re-precipitate after the

completion of area reclamation for construction of causeway and shallow



water reclamation for constructing container yard and its supporting

facilities (NI).


It is recoverable as when the construction is completed, the turbidity will

decrease (NI).

With reference to the aforementioned descriptions, the impacts of reclamation

for construction of causeway and shallow water reclamation for constructing

container yard and its supporting facilities, and construction of pier structure

and trestle is classified Negative Insignificat (NI).

Degree of Impact : Negative Significant.

5.1.3. Increased Surface of River Water Runoff

Sources of Impacts : Area Reclamation for Constructing Road and

Causeway

1. Area reclamation for preparing road for constructing causeway.

2. Area preparation and compaction for container yaed construction

The predictions of impact on increased surface of river water runoff due to the

aforementioned two sources of impacts take place simultaneously as the

activities are almost coincident and in the same area of impact. The predicted

impact will be on for 2 years.


Without Project

To analyze the impacts of area reclamation for constructing sauseway and

shallow water reclamation for constructing container yard, it requires both

primary data and secondary data . The secondary data have been presented in

the initial environmental descriptions, while the primary data are collected

from the field measurements. The results of field measurementsare presented

in Table 3.9 through Table 3.12 and Figure 3.13.The increased river runoof

takes place when the river flood and tide coincidently flow on the river

longitudinal section. The reclamation will not change the topography and

morphology of river as the activities will take place in distance (2 km) from

the coast and in shallow waters area.



The hydrodynamic simulation in Lamong Bay is supposed to identify the

change of water surface elevation in rge estuary due to the flows of Lamong

River and other small rivers as well as the tide in Madura Strait. The water

flow rate in Lamong River treated as the inflow in the model is the annual

average water flow rate, flood volume in recurrent interval of 2, 5 and 10

years. The limit is the tide resulted as observed in Gresik and Kenjeran as per

previous studies.

The simulations are demontrated in 2 existing layouts and reclamation plan as

presented in the following Figure 5.19. It is assumed that the simulation will

be applied when the reclamation has been completed, yet there is no change on

the estuary bed due to sedimentation caused by the reclamation.

Figure 5.19. Layout of Lamong Bay – Existing Condition and Reclaimed

Condition

The results of hydrodynamic simulation in the estuary of Lamong River

pertain to be the elevation of river water surface and distribution of waterflow

speed. For modelling the floods in the river requires data on elevation of water

surface in the estuary of the river as a downstream limit of the flood flow

model. The results of the simulation when without project are presented in

Table 5.4.



Table 5.4. Runoff Surface - Without Project

Nr

Elevation of Runoff Surface – Without Project

(meter)

Initial Condition Condition After 2 Years

0 1,17 1,72

1 1,19 1,71

2 1,24 1,73

3 1,28 1,78

4 1,32 1,84

5 1,51 2,01

6 1,76 2,21

7 2,02 2,45

8 2,16 2,58

9 2,2 2,6

10 2,14 2,55

11 2,03 2,45

12 1,98 2,41

13 2,00 2,44

14 2,27 2,67

15 2,45 2,83

16 2,48 2,85

17 2,84 3,18

18 2,91 3,25

19 2,54 2,9

20 2,3 2,7

21 2,23 2,63

22 2,04 2,46

23 1,75 2,21

24 1,48 1,97

25 1,32 1,84

26 1,24 1,78

27 1,22 1,77

The results of modelling show that there is increased surface of river runoff in

the estuary, averagely by 0.4 m when assumed that there is no dredging in the

estuary and the average annual sedimentation is 33 cm.

With Project

The comparisions of surface elevation in the estuary of Lamong River when

there is water flow from Lamong River at before reclamation (existing

condition) and after reclamation are presented in the following Table 5.5.



Table 5.5. Comparisons of Elevation Surface in Estuary of Lamong

River With Project and Without Project Under Average

Annual Water Flow Rate

Nr Before

Reclamation

After

Reclamation Difference Nr

Before

Reclamation

After

Reclamation Difference

0 1,17 1,15 -0,02 14 2,27 2,24 -0,03

1 1,19 1,20 0,01 15 2,45 2,45 0,00

2 1,24 1,25 0,01 16 2,48 2,47 -0,01

3 1,28 1,29 0,01 17 2,84 2,81 -0,03

4 1,32 1,33 0,01 18 2,91 2,93 0,02

5 1,51 1,51 0,00 19 2,54 2,55 0,01

6 1,76 1,76 0,00 20 2,30 2,30 0,00

7 2,02 2,00 -0,02 21 2,23 2,24 0,01

8 2,16 2,18 0,01 22 2,04 2,06 0,02

9 2,20 2,20 0,00 23 1,75 1,76 0,01

10 2,14 2,15 0,01 24 1,48 1,49 0,01

11 2,03 2,04 0,01 25 1,32 1,32 0,00

12 1,98 1,97 -0,01 26 1,24 1,24 0,00

13 2,00 1,99 -0,01 27 1,22 1,21 -0,01

Maximum Difference 0,02

Table 5.6. Comparisons of Elevation Surface in Estuary of Lamong

River With Project and Without Project Under Recurring

Period of 2 Years

Nr Before

Reclamation After

Reclamation Difference Nr

Before Reclamation

After Reclamation Difference

0 1,72 1,73 0,01 14 2,67 2,65 -0,02

1 1,71 1,74 0,03 15 2,83 2,83 0,00

2 1,73 1,76 0,03 16 2,85 2,85 0,00

3 1,78 1,78 0,00 17 3,18 3,17 -0,01

4 1,84 1,85 0,01 18 3,25 3,27 0,02

5 2,01 2,01 0,00 19 2,9 2,92 0,02

6 2,21 2,22 0,00 20 2,7 2,7 0,00

7 2,45 2,45 0,00 21 2,63 2,65 0,02

8 2,58 2,59 0,01 22 2,46 2,49 0,03

9 2,6 2,62 0,02 23 2,21 2,23 0,02

10 2,55 2,57 0,02 24 1,97 2 0,03

11 2,45 2,47 0,02 25 1,84 1,86 0,02

12 2,41 2,41 0,00 26 1,78 1,79 0,01

13 2,44 2,43 -0,01 27 1,77 1,77 0,00

Maximum Difference 0,03

With reference to the above results, it is conclusive that the increased water

surface in the estuary due to the reclamation is maximally predicted by 0.04 m.

The increase is solely caused by the existence of pier and causeway, rather

than by increase of sedimentation in the estuary. The pier and causeway not

only cause the increase of water surface but also change the current patterns

and sedimentation. Accordingly, the sedimentation is predicted to be greater

when compare to the one before reclamation. The sedimentation in the estuary



is to be balanced with dredging activities to prevent any water flow hindrance.

To minimize the impact on increased seawater surface, the physical structures

of the pier and connecting bridge are constructed on piles. The structures

enable the seawater flows under the construction and consequently, the change

of current patterns and sedimentation movement is practically minor. In the

study on Surabaya Drainage Master Plan (SDMP), it is stated that SDMP is

prepared with an assumption that the seawater surface increases by 10 cm. On

the other hands, it is predicted that the pier and causeway will increase the

seawater surface by 4 cm. In short, it is still lower.

To identify the effect of the seawater runoff, it needs a calculation by means of

a 1-dimension mathematical model of current. The model is prepared by

adopting the longitudinal section of Lamong River from the downstream to 20

km towards the upstream. The length of longitudinal section of the river, after

20 km from the downstream, is quite steep. Under such a circumstance, the

seawater runoff does not affect the longitudinal section. The model drives the

water flow from Lamong River runoff upstream and along the river, up to

downstream. The downstream limit of the model is the sea water surface

elevation in the estuary resulted from the 2-SMS dimensional hydrodynamic

modeling. The river water flow rate treated as the inflow of the model is

presented in Table 5.7 below :

Table 5.7. Water Flow Rate as Inflow of Model (m3/dt) Locations Q

Upstream 125

Rubber Dam up to Downstream 372 Source : Detailed Study on Detailed Design and Environmental Impact Assessment of Lamong River in

Gresik Regency , Year 2005

Before applying the model for simulating the flow of runoff, the model is

calibrated against the flow speed resulted from the measurement. The

calibration is conducted by setting up the Manning coefficient in order to

generate simulation results close to the flow speed in the field. The results of

the model calibration are presented Figure 5.20 below.



Figure 5.20. Results of Model Calibration on Lamong River Flow

Results of simulation of increase of water surface in Lamong River before and

after reclamation when water flow rate in recurrent interval of 2, 5 and 10

years runs are presented in Figure 5.21 through Figure 5.26 as follows :.

Figure 5.21. Profile of Water Surface of Lamong River With Project and

Without Project Profil when 2-year recurrent interval flow

rate runs.

0 5000 10000 15000 20000-2

0

2

4

6

8

10

Model Lamong dari hasil sms Plan: 1) Q2Weks 5/20/2008 2) Q2Wp 5/20/2008

Main Channel Dis tance (m)

Ele

vatio

n (

m)

Legend

WS Max WS - Q2Wp

WS Max WS - Q2Weks

Ground

LOB

ROB

Left Levee

Right Levee

Ground

Water Surface Before Reclamation

Water Surface After Reclamation

River Bed

Left Riverbank

Right Riverbank

Distance for Model Upstream (Meter)

Modelling Result

Avera

ge

Sp

ee

d (

m/S

econ

d)

Measurement Data



Figure 5.22. Increase of Water Surface of Lamong River Upstream Due

to Project when 2-year recurrent interval flow rate runs.

Based on the results of simulation of runoff in Lamong it shows that River

when water flow rate in recurrent interval of 2 years runs and due to the

reclamation, the water surface increases by 4 cm in 2 km distance from the

esturary of the river.

For small rivers, such as : Sememi River, Branjangan River, Anak River,

Krembangan River and Greges River, having similar characteristics, the

simulation to identify the effect of increased seawater surface to the river

water surface, is only applied to Greges River. The results of the simulation of

river water surface increase when water flow rate in recurrent interval of 2

years runs are presented in Figure 5.23 below.

0 500 1000 1500 2000 2500 3000-2

-1

0

1

2

3

4

5

6

7

Model Lamong dari hasil sms Plan: 1) Q2Weks 5/20/2008 2) Q2Wp 5/20/2008


Ele

vatio

n (

m)

Legend

WS Max WS - Q2Wp

WS Max WS - Q2Weks

Ground

LOB

ROB

Left Levee

Right Levee

Ground



River Bed

Left Riverbank Right Riverbank



Figure 5.23. Water Surface Increase in Greges River when water flow

rate in recurrent interval of 2 years runs

The above figure shows that there is increase of water surface along 2 km

from the eastuary of the river towards upstream. The farther the distance is the

lower the increase will be.



The impacted people in the cummunity are those residing in Tenapes

Village, Romokalisari Village, and the ones dwelling surrounding the

downstream of Sememi River (NI)


Based on the results of simulation of runoff in Lamong it shows that River

when water flow rate in recurrent interval of 2 years runs and due to the

reclamation, the water surface increases by 4 cm in 2 km distance from

the esturary of the river. The results of simulation shows that there is

increase of water surface in Lamong River along 2 km from the eastuary of

the river towards upstream when water flow rate in recurrent interval of 2

years runs. The farther the distance is the lower the increase will be.

Accordingly, the people in area of left riverbank and right riverbank whose

elevation is lower that the elevation of runoff surface will be impacted ,

0 500 1000 1500 2000 2500 3000 3500-4

-3

-2

-1

0

1

2

Balong Plan: 1) r 2/1/2009 2) eksrenc 10/6/2006


Ele

vasi (m

)

Legend

WS Q 1.25 - r

WS Q 1.25 - eks renc

Ground

LOB

ROB

Ground



River Bed

Left Riverbank Right Riverbank



especially the ones residing in Tenapes Village and Romokalisari Village

(NI).


During construction phase until operation phase (NS).


No other environmental components are impacted (NI).


The impacts will be cumulative when simultaneously the river water runoff

flows, the tide comes and sediment in the estuary of the river is getting

thicker (NS).


It is recoverable when low tide comes and the sediment in the estuary of

the river is dredged (NI)

Degree of Impact : Negative Significant

5.1.4. Change of Current Patterns and Sedimentation



2. Area preparation and compaction (Shallow Water Reclamation) for

container yard construction

The predictions of impact on change of current pattern and sedimentation due

to the aforementioned sources of impacts are simultaneous as the two project

activities take place almost coincidently and are in the same impacted area.

The predictions are effective for 2 (two) years.


Without Project

The hydrodynamic modelling in Lamong Bay is supposed to identify

descriptions of current patternm sediment spread and water quality due to the

shallow water reclamation in Lamong Bay.

The hydrodynamic modelling adopts a software called Surface Water

Modelling System (SMS). The mathematical model adopted to predict the

current pattern is RMA2 Program (Resources Management Associates, Inc.)



integrated in SMS. The SMS is a pre and post processor for some program

packages in two dymensions. RMA2 is a 2-dimensional fluid flow and

transport settlement program assuming that the average vertical speed is the

same. The results of the modelling with RMA2 are treated as input of

sediment transport model (SED2D).

In model schematic phase, the determination of water flow rate in Lamong

River and others (secondary data), and the concentration of mud from the river

and sea are adopted in the numeric modelling. Model 1 is under existing

condition and Model 2 is when project exists, while the scenario of modelling

input is presented in Table 5.13. Based on the model scenario, the domains are

discreted, i.e. : transformation of prototype (real waters) into a model. In this

case, the waters configurations, inter alia : waters shape and border,

bathimetry, and depths are transformed into some numberic figures in the

model. Next, the model is split into some triangle linear elements. The

compositions of the elements are called mesh. In this modelling, the

computations covers waters in Madura Strait. Yet, in order to gain better

results, the model is concentrated surround the estuary of Lamong Rivers as

presented in Figure 5.24.

Figure 5.24. Discreted Domains – Model a (Without Project) and Model

b (With Project)

a b



Table 5.8. Scenario of Numeric Input Model

Parameter Input

Condition of River

Border

Average water flow rate in Lamong

River, Sememi River, Kandangan

River, Balong River, Krembangan

River and Greges River

Condition of

Seawater Border

High Tide and Low Tide in Kenjeran

and Gresik

Sediment Input Concentration of Sediment in

Lamong River, Sememi River,

Kandangan River, Balong River,

Krembangan River dan Greges River

Two SMA modules will be adopted to model the aforementioned scenario,

successively RMA2 modul for current modelling and hydrodynamic flow

analysis and SED2D modul for sedimen spread modelling.

Gambar 5.1.

Figure 5.25. Comparisions of Seawater Current Speed from the North

under condition a (With Project) and b (Without Project)

Figure 5.25. shows the comparisions of directions and dimensions of seawater

current speed to the South in model 1 where it is before reclamation (Figure a)

and model 2 where it is after the reclamation for the port reclamation and

constructing causeway (Figure b). The current presents due to the different

elevation of surface of high tide in Gresik that is higher than the one in

Kenjeran. The figure shows that there is decrease of current speed around the

reclaimed area for causeway and port constructions. Accordingly, it may cause

sedimentation in that area when compared to the state of condition before

reclamation. In addition, there is also change of current patterns as around the

reclamation area there is current turbulences or turns. Yet, since the current in

a b



the location is relatively minor (< 0.1 m/second), the turbulences or turns do

not cause scouring.

Figure 5.26. Comparisions of Seawater Current Speed from the South

under condition a (With Project) and b (Without Project)

Figure 5.26. shows the comparisions of directions and dimensions of seawater

current speed to the North in model 1 where it is before reclamation (Figure a)

and model 2 where it is after the reclamation for the port reclamation and

constructing causeway (Figure b). The current presents due to the different

elevation of surface of high tide in Kenjeran that is higher than the one in

Gresik. The figure shows that there is decrease of current speed around the

reclaimed area for causeway and port constructions. Accordingly, it may cause

sedimentation in that area when compared to the state of condition before

reclamation. In addition, there is also change of current patterns as around the

reclamation area there is current turbulences or turns. Yet, since the current in

the location is relatively minor (< 0.1 m/second), the turbulences or turns do

not cause scouring.

Figure 5.27. Comparison of Sediments under Condition With Project (a)

and under Condition Without Project (b)

a b

a b

Points where

current speed

is calculated



Figure 5.27. shows the comparison of concentration of sediment surrounding

the studied area, before reclamation (Figure a) and after reclamation for

causeway construction (Figure b). The reclamation decreases the current speed

surrounding it and hinders the transport of sediment. Such a condition leads to

greater concetration of sediment surrounding the reclaimed area when compare

to the state of condition before reclamation. The sediment concentration keeps

changing, depending on the condition of the currents.

Figure 5.28. Comparision of Sedimentation Heights Before Reclamation

(a) and After Reclamation (b)

Figure 5.28 shows the comparisions of change of bed (sediment height)

before reclamation (Figure a) and after reclamation for causeway and

container yard construction (Figure b). As in the increase of sediment

concentration, the reclamation also increases the sediment in the estuary and

areas surrounding the reclaimed area when compare to the condition before

reclamation To identify the increase of sediment concentration in the estuary

and areas surrounding the reclaimed area, observations in the points set in

before reclamation model and after reclamation model are undertaken. The

results of the observation on sedimentation height in without reclamation

model and after reclamation model after an application of 200-hour simulation

are presented in Table 5.9 below.

a b

Lokasi

peningkatan

sedimentasi



Table 5.9. Observations on Sediment Height in the Studied Area Before

Reclamation and After Reclamation

Point Nr. Before Reclamation (m) After Reclamation (m)

1 0,018 0,0276

2 0,0118 0,0187

3 0,0119 0,0195

4 0,011 0,0188

5 0,0096 0,0174

6 0,0096 0,0167

7 0,0105 0,0173

9 0,0102 0,0162

10 0,0097 0,015

11 0,00868 0,0131

12 0,0109 0,0167

13 0,0105 0,0164

14 0,00961 0,0151

15 0,00935 0,0132

16 0,00985 0,0145

17 0.0103 0,0146

18 0,00849 0,0119

19 0,0062 0,00825

20 0,0079 0,0107

21 0,00853 0,0115

22 0,00938 0,0123

23 0,0166 0,0209

24 0,0084 0,0103

25 0,0088 0,0112

26 0,00825 0,0108

27 0,0069 0,0091

28 0,0065 0,00865

29 0,0054 0,0072

30 0,0054 0,0071

31 0,0042 0,0056

32 0,0044 0,006

33 0,0049 0,0066

34 0,0058 0,0078

35 0,0065 0,00843

36 0,0068 0,0085

37 0,0071 0,0086

38 0,0068 0,0078

39 0,004 0,0047

40 0,0041 0,005

41 0,0052 0,0067

42 0,0049 0,0067

43 0,0045 0,0064

44 0,0039 0,0059

45 0,00375 0,0055



Point Nr. Before Reclamation (m) After Reclamation (m)

46 0,0033 0,0045

47 0,0039 0,0048

48 0,0029 0,0036

49 0.0023 0,0027

50 0,0021 0,0025

51 0,003 0,0035

Average 0,0075 0,0107

After 200-hour simulation, the above table shows that the average

sedimentation before reclamation is 0,0075 meter. When explored linearly,

within one year it can be predicted that the average sedimentation height in the

non-reclaimed area is : 0,0075 x (365x24/200) = 0,33 m or 33 cm.

After 200-hour simulation, the average sedimentation after reclamation is

0,0107 meter. When explored linearly, within one year it can be predicted that

the average sedimentation height in the non-reclaimed area is : 0,00107 x

(365x24/200) = 0,47 m or 47 cm. It is predicted that the reclamation will

increase the sedimentation in the estuary and around the reclaimed area will be

47–33 = 14 cm per year.


Any development in coastal area will change the seawater circulation and

certainly bring impacts to the surrounding environment. The change of

seawater circulation will affect the current transporting the sediment in the

waters. It will further reduce the sea depth and change the morphology of the

sea bed. Such a change will affect various activities surrounding the reclaimed

area and construction of causeway and trestle.

Based on the study results of numeric model the reclamation affect the current

speed and sedimentation. In area close to the construction site, there will be

decrease of current speed as the seawater circulation is hindered by the

reclaimed area/structure construction. It will lead to decrease of current speed

and the sediment will precipitate around the construction site. The

sedimentation will keep increasing when this sort of impact is not properly

managed.





No one of the residents is impacted by the sedimentation as it is a port

area, instead of a fishing area (NI).


The directly impacted area is the one surrounding the construction of

causeway, especially the one surrounding the estuary (+ 1 km2). The

farther the location is the less impacted areas will be.

The area directly impacted by area compactions (reclamation of shallow

waters for constructing container yard) is the one surrounding the

reclaimed/compacted area in shipping routes. The area remote from the

reclamation site (+ 2 km towards the coast of the shipping routes or

shipping routes) will be insignificantly impacted.


The sedimentation will affect after the completion of causeway

construction and the change of sea bead morphology will take place,

although it will take a long time. In area close to the construction, the

sedimentation will keep accumulating time after time. The area remote

from the causeway construction or shipping route will be insignificantly

impacted.

The sedimentation will take place after the compaction of reclaimed area is

completed. In area close to the construction, the sedimentation will keep

accumulating time after time. The area remote from the causeway

construction or shipping route (+ 2 km towards the coast of shipping route)

will be insignificantly impacted. During the wet season, the sedimentation

will increase as the sediment concentration flowing from the river will be

increasing (NI).


The other impacted component is change of estuary bed and sea bead

morphology morKomponen lain yang terkena dampak adalah perubahan

morfologies (NS).




It is cumulative impact as after the construction completion , the

sedimentation will take place. The sedimentation will affect subject to time

function. The longer the time after the completion of causeway

construction/road reclamation, the thicker the sedimentation will be (NS).


It is unrecoverable. Yet, the sedimentation can be reduced by dredging

(NS)

Degree of Impact : Negative Significant

5.2. PREDICTED IMPACTS ON BIOLOGICAL ENVIRONMENT

5.2.1. Decreased Plankton Diversity



2. Area preparation and compaction (shallow Water Reclamation) for

container yaed construction

3. Construction of Pier Structure and Trestle

The impact on decreased plankton diversity is a impact derived from decrease

of seawater quality (parameter of suspended solid). Therefore, the prediction

of impact on decreased plankton diversity due to the above three sources of

impacts takes place simultaneously. The prediction time limite is 2 (two)

years.


Without Project

Based on the plankton diversity index, the quality of waters surrounding the

project site is categorized to be mild to good with index (H) of phytoplankton

of 1,30-1,98 and zooplankton of 1,41-2,21. With reference to Table 3.20, the

dominant phytoplankton is Skeletonema sp. from class of Bacillariophyceae

while the dominant zooplankton is Copepoda calanoid. The planton found in

the sampling points indicates that the waters are nursury ground and sources of

food to sea biota. As the current in the coastal area is pretty dynamic, it is



predicted that in next two years there will be change in plankton diversity.

Therefore it will remain be classified mild to good.

With Project

During the area reclamation for constructing causeway and preparation and

compaction of area for constructing container yard , it ispredicted that it will

increase the turbidity (suspended solid) in the waters and bring impacts to the

diversity of planktons as the main pruducts of the waters. Next, it will affect

the existence of organisms, such as : shrimps and shells, occupying the the

area as nursery ground, feeding ground and spawning ground. Plankton is

water biota, whose movements depend on water current. Therefore, its

existence keeps moving , depending on the direction of the water current in the

area. As plankton is very mobile as the water current runs and the number of

suspended solid causing turbidity in the project site is not significant, the

effects to decrease of plankton diversity is insignificant.



None of the residents is impacted due to the impact on decreased plankton

diversity since the area occupied for developing the port is a port area,

instead of a fishing area for fishermen (NI).


The impact can spread in more than 50 Ha area and the plankton of impact

spLuas persebaran dampak dapat melebihi tapak proyek (50 Ha), dan

plankton dapat berpindah sesuai gerakan arus dan kemungkinan dapat

berpindah sampai diluar wilayah 50 Ha. (NI).

3. Duration/Intensity of Impact

The impact takes place during reclamation for constructing causeway,

preparation and compaction of area construction works (shallow water

reclamation for constructing container yard). It is predicted that the impact

will take place as long as the impact on suspended solid to water quality

does. The intensity is minor and therefore is insignificant to decrease the

plankton diversity. The impact will take place for 2 years (NI).




Other impacted components are sea biota and sea biota food chain.

However, the studied area is not a fishing ground as it is simply a shallow

water area. (NI).


The impact is not cumulative since it will end when the construction of the

port is completed (NI).


The impact is recoverable as there are management measures to cope with

the turbidity with construction of rock embankment. The index of plankton

diversity can recover to a better state of condition and it will, in turn,

increase the seawater quality (NI).

Degree of Impact : Negative Insignificant.

5.2.2. Decreased Bentos Infaunal Habitat



2. Area preparation and compaction (shallow Water Reclamation) for

container yaed construction

Decreased bentos infaunal habitat is a direct impact of the shallow water

reclamation, preparation and compaction. The impacts are predicted

simultaneously as the activities lead to decrease in bentas infaunal habitat and

take place almost at the same time and in the same project site. In addition, the

physical condition of the bentos infaunal habitats are amlost the same.


Without Project

The project site to be reclaimed is a bentos infaunal habitat. With reference to

the criteria advocated by Wibisono (2005), the state of condition without

project shows that the structure of bentos community ranges from less stable

to table , i.e. : 0.13-1.32 and the seawater quality ranges from mild to very bad.

It shows that the bentos infaunal habitat does not support the life of bentos

very much. As the bentos infaunal habitat out of the project site border



Physically is the same as the one within the project site border, it is predicted

that there will be no change of bentos structure, i.e. : ranging from less stable

to stable state of condition.

With Project

It is predicted that the reclamation for constructing causeway and preparation

and compaction of shallow water reclaimed area for constructing container

yard will reduce the bentos infaunal habitat. The reclamation will reduce the

habitat area by 50 Ha. The habitat area reduction will affect the structure of

bentos infaunal communities as it will be unstable and it diversity index will

decrease below 0.13 of the initial state of condition. As in the areas

surrounding the project site there area other bentos infaunal habitats, apart

from the reclaimed one, it is predicted that the bentos will move to non-

reclaimed habitats. The impact intensity is relatively insignificant to affect the

bentos infaunal habitat.

Predicted Impact Significance Dampak


None of the residents is impacted due to the impact on decreased index of

bentos diversity since the area occupied for developing the port is a port

area, instead of a fishing ground for fishermen (NI).


The impact spread only in 50 Ha area in the project site in shallow waters

(NI).


The impact will take place during port construction phase for for

maximally 2 years (NI).


The other impacted componet is food chain in the waters (NI).


The impact is not cumulative as it will end when the shallow water

reclamation, and preparation and and compaction of the reclaimed are

competed (NI).




The impact to bentos infaunal habitat is recoverable as there are still other

habitats in the shallow waters available surroinding the project site (NI).


5.2.3. Decreased Mangrove Ecosystem Area


Container Yard Operation


Without Project

At present there are 13 species of mangroves distributed along the coast lines

in six villages, i.e. : Romokalisari Village, Tambak Osowilangun Village,

Tambak Langon Village, Greges Village, Kalianak Village and Moro

Krembangan Village. The total mangrove density per hectar in all studied area

> 3000 trees/Ha. The ecosystem is located around the project site. At present

the area is not a port area, instead it belongs to the community. With reference

to the quality standards (Decision of Minister of Environment Number 201

Year 2004 about Creteria of Mangrove Damage), the plant density is to be >

1500 tress/Ha (very dense) and classified good. In case, it is without the

project, it is predicted that the mangrove area will not change as it will be the

same as the initial condition.

With Project

There is no mangrove in the area occupied as the project site for port

development in Lamong Bay . Accordingly, it is predicted that there will be no

change to the mangore area in Lamong Bay. The container terminal operation

will bring positive impacts to economic growth. Unfortunately, it can

indirectly lead to reduction to the mangrove area. It is predicted that the

reduction of mangrove ecosystem area will take place around the project site

where it is not a port area. Therefore, PT. Pelabuhan Indonesia III assumes no

responsibility to such issue.



Predicted Impact Significate


No resident is impacted by the conversion of mangrove area (NI).

2. Area of Inpact Spread

It is predicted that reduction of mangrove ecosystem area due to the impact

spread will take place only in area surrounding the project site and not

under the administration of PT. Pelabuhan Indonesia III (NI).


The impact will take place for pretty long time and the intensity will be

relatively significant when the economic growth rate is quite high. Yet, the

area is not under the administration of PT. Pelabuhan Indonesia III (NI).


Due to the reduced mangrove ecosystem area, it is predicted to affect two

environmental components, i.e. : decrease or loss of coastal bird habitat

and sea biota spawning area. However, the area is not under the

administration of PT. Pelabuhan Indonesia III (NI).


It is predicted that the impact causing decrease of mangrove ecosystem

area is not cumulative. In addition, the area is not under the administration

of PT. Pelabuhan Indonesia III (NI).


It is predicted that the decreased mangroce ecosystem area will be

recoverable as the area surrounding the project site is not under the

administration of PT. Pelabuhan Indonesia III (NI).




5.2.4. Decreased Coastal Bird Habitat

Sources of Impacts : Container Terminal Operation


Without Project

At present majority of the mangrove ecosystem in the studied area is occupied

as habitat of coastal birds. The dominant species are Nocturnal Grey Kowak

(Nycticorax nycticorax), Small Heron (Egretta garzetta) and Farm Blekok

(Ardeola speciosa). Galang Island in the core area for breeding and spawning

of thoese species. Around Sememi River (close to the project site), Bluwok

Heron species is found. It is conserved and protected by State Regulation

Number 7 Year 1999 and in IUCN Red List its status is Vu (Vulnerable) to

extinction. It is predicted that in the tnext two years, there will be no change of

coastal bird habitat. On the otherhands, the container terminal operation will

open economic growth opportunities. As the birds are very sensitive to noise,

and Sememi River and Branjangan River that are close to the project site are

the habitats of conservared and protected Bluwok Heron and Egretta for

spawning, it will affect the migration of those coastal birds.

With Project

Decreased coastal bird habitat is derived from the decreased of mangrove area

due to the operation of container terminal. The impact can affect the core area,

spawning area and resting area for the birds. The mangrove area surrounding

the roject site is not under the administration of PT. Pelabuhan Indonesia III.

Accordingly, the container terminal operation will not reduce the coastal bird

habitats.



No resident is impacted (NI).


It is predicted that the impact on decreased coastal bird habitat will not

spread beyond the studied area, as it will take place only in area close the

ptoject site, i.e. : Sememi River and Branjangan River (NI).




It is predicted that the impact on decreased coastal bird habitat will take

place for 2 years with low intensity as the location of the mangrove

ecosystem is not under the administration of PT. Pelabuhan Indonesia III

(NI).


The decreased coastal birth habitat will derive another impact, i.e. : coastal

bird migration. However, as the mangrove ecosystem area is not under the

administration of PT. Pelabuhan Indonesia III, it is not accountable to

manage the impact (NI).

5. Cumulative Impact

It is predicted that the decreased coastal bird habitat will be cumulative.

However, as the mangrove ecosystem area is not under the administration

of PT. Pelabuhan Indonesia III, it is not accountable to manage the impact

(NI).


It is predicted that the decreased coastal bird habitat will not be

recoverable. However, as the mangrove ecosystem area is not under the

administration of PT. Pelabuhan Indonesia III, it is not accountable to

manage the impact (NI).




5.3. PREDICTED IMPACTS ON SOCIO-ECONOMIC AND CULTURAL

COMPONENTS

5.3.1. Community Unrest

Sources of Impacts:

Pre-Construction Phase


Construction Phase



Piling of Bridge Foundation

Operation Phase Operasi


The community unrest has been onset since pre-construction phase as they

they are apprehensive about the impacts of the project activities during both

construction phase and operation phase. The community unrest will be

simultaneous and continuous from the pre-construction phase until the

operation phase. Therefore, the predicted community unrest due to all sources

of impacts is unified.


Without Project

In case of no project, the community will be comfortable (0% proportion of

community unrest) . The fishermen will not be apprehensive about loosing

income, therewill be no damaged roads, traffic jam and air pollution due to the

project.

With Project

The project plan socialization will not cause community unrest as, the initiator

can clearly properly explain about the project to the community. Based on the

results of the survey, it shows that

Based on results of the survey, most respondents (53.75%) agree that the

existence of container terminal in Lamong Bay will be beneficial, especially to

those dwelling surrounding the project site. It will open more job



opportunities, stimulate better welfare to the surrounding community, drive

business activities, increase land and accomodation price and inhance

transportation services.

During the construction phase, the labor mobilization and demobilization will

open job opportunities and offer better welfare to part of the local people. It

will certainly not cause community unrest. In the material and equipment

mobilization and demobilization , it is predicted that there will be no

significant increase of traffic volume (only + 15 trucks per day) the

construction phase. It will not significantly impact the road performance

(traffic jam) and is predicted not to cause community unrest. During the piling

of the bridge foundation, it is predicted that there will be no hindrance at all to

the fishing routes of the fishermen as it adopts on pile structure designs.

Accordingly, it will not cause any community unrest.

During the container terminal operation there will be no significant change on

the seawater quality as it adopt Reception Facility (RF) to manage the port

activity wastes.

Based on the results of the survey , about 25% of the respondents do not agree

about the port development plan. The issues driving the community unrest in

the studied area are, inter alia :

Decreased fisherman income as their boats cannot sail accross the sea and

catch fish

Increased traffic accidents and traffic jams since many heavy trucks are

operated

Frequent spills of oil from the vessels in the coastal area

Unfair land acquisition price when their lands are acquired.

During the construction phase, the community unrest is due to air polution,

road damages and traffic jam during the equipment mobilization and

demobilization. During the operation phase, the community unrest is due to

the container terminal operation. Accordingly, the valuation of impact on

community unrest is based on the following 6 criteria :




1. Number of Impected People in Community

The impacted residents in the studied area are mainly those dwelling in

Romokalisari Village and Tambak Osowilangon Village (NI).


The impact spread pretty widely. Respondents from at 4 surveyed villages

(Romokalisari, Tambak Osowilangon, Tambak Langon, and Greges) state

that they are apprehensive about loosing their jobs, The impact spread is

predicted about 40% of the studied area. The residents most apprehensive

about the port development project are fishermen dwelling in Greges

village. (NI).


The community will be unrest along the phases. In the pre-construction

they will be unrest after the publication of the project plan. During the

construction phase, they will be unrest along the project schedule. In the

operation phase, they will be unrest due to the container terminal

operation. The intensity of the state of community unrest in each phase is

insignificant (NI).


Other environmental impacted component impacted is decreased public

security and order (NI) . Fortunately, this issue has been properly

managed.


The impact is not cumulative as there has been management measures

before the project is commenced (NI).


It is predicted that the impact is recoverable when there is proper

explanations by the competent authority or when there has been an

agreement of alternative solutions to possibly arising problems, such as

loss of jobs and reduction of income (NI).

Degree of Impact: Negative Insignificant



5.3.2. Increased Community Income

A. Sources of Impacts:

(Construction) Labor Mobilization and Demobilization


Without Project

As project site is in industrial and trade area, most of the residents have

already had their jobs with certain ranges of incomes. In average their income

is more than IDR 900,000.-. With an inflation rate about 10-15% per year,

their income is estimated to increase bya about 10-15% per year. Accordingly,

without project, their average income is more than IDR 1,000,000.-.

With Project

During construction, there area some main jobs , such as : constructions of

causeway, connecting bridge, container terminal, pier structure and trestle. The

constructions certainly require mobilized construction workers. They require

100 workers, comprising 80% skilled workers and 20% non-skilled ones. The

required supporting workers are +5 persons for posts as security guards and

office boys. This certainly opens job opportunities for the local people in the

studied area.

Besides, there will be non-project related business opportinities, such as food

stalls, accommodation rent and transportation services. In short, it will open

greater job opportunities.

As a whole, the project will not change the community income significantly as

the number of residents involved in the construction works is relatively few. In

other words, the average community income will not change significantly.



The impacted residents are those in working ages in Romokalisari Village,

Tambak Osowilangon Village, Tambak Langon Village, Greges Village,

Kalianak Village and Morokrembangan Village, the total of which is

predicted to be less than 10% of the total residents in the studied area (NI).




The impacts spread in the studied area, covering : Romokalisari Village,


Kalianak Village and Morokrembangan Village (NI)).


The impacts will be on set for 2 years (during construction phase). The

insensity of the impacts is predicted to be mild as there will be job

opportunities (more diversified) for some of the residents. On the other

hands, the labor recruitment in the port development project is prioritized

for the local people (NI).


It will bring impact to increased welfare for a small number of residents

(NI).


The impacts will not be cumulative as the income earned from the project

is mainly accordance to the effective regional minimum wage rate (NI).


The impact on increased community income will be recoverable, after the

constructions have been completed (NI).

Degree of Impact: Negative Insignificant.



B. Sources of Impacts:

Operation Phase

Labor Recruitment


The impact on increased community income due to the container terminal

operatoion will be simultaneous and continuous from the operation phase until

labor recruitment and container terminal operation (operations of gates, CFS,

office buildingsand parking lots). Therefore, the prediction on increased

community income due to the container terminal operation is unified.


Without Project

The results of interviews in the studied area, covering : Romokalisari Village,


Kalianak Village and Morokrembangan Village, show that the number of

jobless residents is pretty small (less than 5%), either as formal workers or

informal ones (NI).

With Project

Specifically due to loading and unliading services and other related activities,

the container terminal existence will drive better economic activities around

the project site. The studied area will develop towards an industrial, trade and

service center and lead to better job opportunities, i.e. : more diversified job

opprtunities. In addition, the supporting activities will also drive wider job

opportunities. At present the container loading and unloading services in

Tanjung Perak Port are supported by 50 – 100 companies, hiring about 1,600

labors (including cleaning service sector) and 2,000 truck drivers. In short, the

supporting sectors, such as : food stalls, accommodation rent, transportation

service and some others will also grow and lead to more job opportuities for

the local people in the studied area to get better income.





The impacted residents are those in working ages, the number of which is

> 10% of the total residents all over the studied area (Positive

Insignificant) (PI)


It spreads all over the studied area covering Romokalisari Village, Tambak

Osowilangon Village, Tambak Langon Village, Greges Village, Kalianak

Village and Morokrembangan Village (Positive Significant) (PS)


It will affect continuously as the container terminal and passenger terminal

develop. The intensity of the impact is predicted to be pretty high since the

aforementioned wider (more diversified) job opportunities is predicted to

require relatively quaite number of labors to hire and, in turn, offer

significantly better change of income for those getting new jobs (PI).


The other impacted component is increased community welfare, especially

in the studied area covering Romokalisari Village, Tambak Osowilangon

Village, Tambak Langon Village, Greges Village, Kalianak Village and

Morokrembangan Village (Positive Significant) (PS)


The impact on labor recruitment can be cumulative as it will follow the

getting better economic development (PS)


The impact on labor recruitment will not be recoverable as the tenure of

the hired residents is quite long and probably until reteriment (PS)

Degree of Impact: Positive Significant.



5.3.3. Impact on Public Insecurity and Disorder

A. Sources of Impacts: Project Plan Socialization


Without Project

If the project does not exists, it is predicted that there will be no triggers to

more crimes, such as loss of jobs or social jealousy that can cause public

insecurity and disorder

With Project

It is predicted that the project plan socialization can endanger the public

security and order, as therewill be protests by gourp of residents apprehensive

about the project.



The residents impacted by the public insecurity and disorder are those

(about 3,263 persons) dwelling in Tambak Osowilangon Village, close to

the container terminal. (NI)


The impact spread in Morokrembangan Village, Greges Village,

Romokalisari Village, Tambak Osowilangon Village and Kalianak Village

(NI).


The impact will affect during the operation of the container terminal and is

continuous as long as the the port operates (NI).


The other impacted component is confort/peacefulness of the residents.

However, it does not cause riots in the community yet as it has been

properly managed (NI).


The impact is not cumulative as the public security and order has been

properly managed as described in business/activity plan (NI).




The public security and order will be normal again as the impact has been



B. Sources of Impacts: Pengoperasian Terminal Petikemas (operasi)


Without Project

Based on the results of the survey, the public security and order at present and

in the future is/will be relatively good with relatively few crimes. If the project

does not exist, there will be no additional triggers, such as : loss of jobs, social

jealousy due to greater job opportunities for migrants, that can increase the

number of crimes.

With Project

As previously discussed, the point that the resident unrest the most in relation

with the port development is loss of jobs (in the interviews in the studied area,

more than 50% of the respondents state it). The container terminal operation is

supposed to open job opportunities for the local people. When they are taken

by migrant workers, it will probably trigger horizontal conflicts between the

local people and the migrants and lead to public insecurity and disorder. When

not properly controlled, the migrants working in the terminal or running

business due to the container terminal operation directly will entail problems

in security and order.



The residents impacted by the public insecurity and disorder are those

(about 3,263 persons) dwelling in Tambak Osowilangon Village, very

close to the container terminal. (NI).




The impact spread in Morokrembangan Village, Greges Village,

Romokalisari Village, Tambak Osowilangon Village and Kalianak Village

(NI).


The impact will affect during the operation of the container terminal and is

continuous as long as the the port operates. However, since early pre-

construction phase the impact has been properly managed (NI).


The other impacted component is confort/peacefulness of the residents.

However, it does not cause riots in the community yet as it has been



The impact is not cumulative as the public security and order has been

properly managed as described in business/activity plan (NI).


The public security and order will be normal again as the impact has been



5.3.4. Decreased Fisherman Income


1. Piling of Bridge Foundation

2. Reclamation for Preparing Causeway Construction


Without Project

In case of no bridge foundation piling and reclamation activities, the fishermen

fishing routes in Lamong Bay will not be hindered.



With Project

The bridge foundation piling and area reclamation activities for preparing

causeway construction are predicted to interrupt the fishermen to go fishing.

Yet, the bridge foundation piling activities do not bother the fishermen as the

piling site is out of the fishermen fishing routes. These activities do not change

the existing fishing routes at all.



The impacted residents are the whole existing fisherman population (+ 800

fishermen) in Greges Village. However, it does not interrupt the existing

fishing routes (NI).


The impact on fisherman income is predicted to harm the fishermen from

Greges Village (NI).


In view of the impact intensity, there will be no additional operation costs

due to changes in fishing routes. Accordingly, the fisherman income will

not decrease due to the project. The impact will be onset during the

construction phase (NI).


No other component is impacted as it does not cause fisherman income

decrease (NI).


The impact on decreased fisherman income is not cumulative as there is no

change in fishing routes (NI).


The impact on decreased fisherman income is recoverable as the fisherman

income is not affected (NI).




B. Sources of Impacts:

Construction :

Area Preparation and Compaction for Container Yard Construction

Operation:


Without Project

In case of no container yard operation, it is predicted that there will be no

hindrance to the fishermen to sail across Lamong Bay.

With Project

The activities for preparing and compacting area for container yard

construction and operation is predicted to hinder the existing fishing routes.

The change of fishing routes in Lamong Bay is not significant (father by + 100

m) but cause fisherman operation cost increase for diesel oil by IDR 2,500.- In

operation cost increase does not significantly reduce the fisherman income ,

only by + 1% from their income, the fisherman income in the studied area

ranges IDR 300,000 – IDR 700,000.-). Fortunately, the fisherman fishing

routes are not hindered, especially during low tide, as they remain crossing the

waters close to Morokrembangan Bozem and sail along the trestle of PT.

Terminal Petikemas Surabaya. This route does not change the existing fishing

routes.





The impacted residents are the whole existing fisherman population (+ 800

fishermen) in Greges Village. However, it does not interrupt the existing

fishing routes (NI).


The impact on fisherman income is predicted to harm the fishermen from

Greges Village (NI).


The impact will affect during the construction and operation phases. Yet,

in view of impact intensity , the activities do not change the fisherman

fishing routes as during low tide, they remain crossing the waters close to

Morokrembangan Bozem and sail along the trestle of PT. Terminal

Petikemas Surabaya. (NI).


The decreased community income will trigger community unrest.

However, it does not change the the fisherman fishing routes as they can

sail across the existing routes, along the trestle of PT. Terminal Petikemas

Surabaya. (NI).


The impact is not cumulative and the existing fishing routes do not change.

Accordingly, it does not require additional operation costs (NI).


The impact is recoverable as the fisherman fishing routes do not change

and remain sailing along the trestle of PT. Terminal Petikemas Surabaya.

(NI).




5.3.5. Availability of Job Opportunities


(Construction) Labor Mobilization and Demobilization


Without Project

Without labor mobilization and demobilization, it is predicted that the studied

area will not develop and there will be no ne job opportunities.

With Project

During construction, there area some main jobs , such as : constructions of

causeway, connecting bridge, container terminal, pier structure and trestle. The

constructions certainly require mobilized construction workers. They require

100 workers, comprising 80% skilled workers and 20% non-skilled ones. The

required supporting workers are +5 persons for posts as security guards and

office boys. This certainly opens job opportunities for the local people in the

studied area.



Based on the results of interviews, the impacted residents in the studied

area are those in working ages, the number of which is > 10% of the total

residents all over the studied area (Positive Insignificant) (PI)


It spreads all over the studied area covering Romokalisari Village, Tambak

Osowilangon Village, Tambak Langon Village, Greges Village, Kalianak

Village and Morokrembangan Village (PI)



develop. The intensity of the impact in average is predicted to be pretty

low since only few residents will enjoy better income (PI).


It does not contribute to better community welfare (PI).




The impact will not be cumulative as the job opportunities will reset when

the contruction activities are completed (PI).


The impact will be recoverable (PI).

Degree of Impact: Positive Insignificant.

B. Sources of Impacts: (Operation) Labor Recruitment


Without Project

Without container terminal operation, it is predicted that there will be no

additional job opportunities for the residents.

With Project

At present the container loading and unloading services in Tanjung Perak Port

are supported by 50 – 100 companies, hiring about 1,600 labors (including

cleaning service sector) and 2,000 truck drivers. In short, the supporting

sectors, such as : food stalls, accommodation rent, transportation service and

some others will also grow and lead to more job opportuities for the local

people in the studied area to get better income.

To evaluate the results of prediction on the impact, the following 6 main

criteria prevail :



The impacted residents are those in working ages, the number of which is

> 10% of the total residents all over the studied area, and even those

dwelling out of the studied area (PS)


Luas persebaran dampak : seluas wilayah studi yaitu Kelurahan

Romokalisari, Tambak Osowilangon, Tambak Langon, Greges, Kalianak

dan Morokrembangan (PTP).





develop. The intensity of the impact is predicted to be pretty high since the

aforementioned wider (more diversified) job opportunities is predicted to

require relatively quaite number of labors to hire and, in turn, offer

significantly better change of income for those getting new jobs (PS).


It will bring impact on better community welfare in the stidied area (PS).


It will be cumulative as it follows the economic growth (PS)


The impact is not recoverable (PS).

Degree of Impact: Positive Significant.

5.4. PREDICTION OF IMPACTS ON TRANSPORTATION

COMPONENTS

5.4.1. Decreased Road Performance


Incoming and Outgoing Container Trucks (Operation)


Without Project

Due to the ever increasing number of automotive ownership, the traffic

volume increases year by year. Such a condition is apparent on roads

surrounding the container terminal construction site. It is number of vehicles

in 2012 is forecasted based on indicator of growth of automotive ownership to

predict the traffic volume. The increase of traffic volume is observed on some

roads, junctions and crossroads, inter alia :

Jalan Romokalisari

Jalan Tambak Osowilangon

In case of no port development project, the details of traffic volume in the port

in 2012 are presented in the following Table 5.10 and Table5.11.



Table 5.10. Traffic Volume on Jalan Tambak Oso Wilangun in 2012

when there is no port development project.

Name of Street Direction MC LV HV

Jl Tambak OsoWilangon West-East 1663 220 598

(2 Directions) 1008 227 380

Table 5.11. Traffic Volume on Jalan Romokalisari in 2012 when there

is no port development project.


Jl Romokalisari West-East 2226 404 217

(2 Directions) 2464 168 161

The degree of traffic saturation adopted as road performance indicator when

there is no container terminal operation is presented in the following Table

5.12 and Table 5.13

Table 5.12. Degree of Traffic on Jalan Tambak Oso Wilangun in 2012

when there is no container terminal operation

Duration Name of Street Direction Degree of Saturation

Peak Time Jl Tambak OsoWilangon West-East

0.398 (2 Directions)

Table 5.12. Degree of Traffic on Jalan Romokalisari in 2012 when

there is no container terminal operation


Peak Time Jl Romokalisari West-East


With Project

In the operation phase, the incoming and outgiong container trucks in the

terinal will increase the heavy truck traffic volume. The increasing volume

will load the roads surrounding the port development project site in Lamong

Bay. The following Table 5.14 and Table 5.15.present forecasted traffic

volume in 2012 when the container terminal is operated.



Table 5.14. Vehicle Volume on Jalan Tambak Oso Wilangun in 2012

when the container terminal is operated


Jl Tambak OsoWilangon West-East 1663 220 750

(2 Directions) 1008 227 456

Table 5.15. Vehicle Volume on Jalan Romokalisari in 2012 when the

container terminal is operated


Jl Romokalisari West-East 2226 404 294

(2 Directions) 2464 168 314

The decreased road performance is indicated by Degree of Saturation

(DS).The condition is presented in the following Table 5.16 and Table 5.17.

Table 5.16. The Degree of Saturation on Jalan Tambak Oso Wilangun

in 2012 when the container terminal is operated


Peak Time Jl Tambak OsoWilangon West-East


Table 5.17. The Degree of Saturation on Jalan Romokalisari in 2012

when the container terminal is operated


Peak Time Jl Romokalisari West-East


The aforementioned Table 5.16 and Table 5.17 show that the road

performance in 2012 is predicted to reach a relatively low Degree of

Saturation, i.e. : < 0.75 (Manual of Road Capacity in Indonesia, 1997),

indicating that the traffic density on the road is still low.



Some traffic users on Jalan Romokalisari and Jalan Tambak Osowilangon

as those highways are container truck routes from and to the container



terminal in Lamong Bay to and from the Toll (Gempol-Surabaya-Gresik)

(NI).


Along Jl. Tambak Osowilangon and Jl. Kalianak (NI).


The impact will be countinuous during the container terminal operation,

with relatively low Degree of Saturation, i.e. : < 0.75 (Manual of Road

Capacity in Indonesia, 1997), indicating that the traffic density on the road

is still low.


Other Impacted Components are decreased air quality and increased traffic

accidents, despite small additional traffic volume (+ 60 vehicles per day or

8 vehicles per hour). As at present on Jl. Romokalisari and Tambak

Osowilangon there are 4 traffic lanes, 2 directions with road median in the

middle of the highways, it does not significantly impact the other

transportation components, i.e. ; decreased air quality and increased traffic

accident.


The impact on decreased road performance is not cumulative as the most

critical traffic volume (8 vehicles per hour) presents only in traffic peak

time (NI).


The impact is recoverable during the container terminal operation (NI).

Degree of Impact: Negative Significant.

5.4.2. Increased Traffic Accidents


Incoming and Outgoing Container Trucks (Operation)


Without Project

Tanjung Perak–Gresik arterial highways are dense, as those highways connect

Surabaya, as the capital of East Java Province, to other cities/regencies in the

North part of East Java Province, such as : Gresik, Lamongan Tuban and some



others. In additionthe warehouse buildings and constructions around the

highways make the traffic of heavy vehicles from and to Tanjung Perak Port

on those highways is getting denser.

The dense traffic on Jalan Tanjung Perak Surabaya-Gresik highways, factually

results increased traffic accidents in some segements. The most critical

segments of traffict accident spots area : Kalianak–Tambak Osowilangon-

Romokalisari. These segments record the most frequent traffic accidents. For

instance, along 2004-2006, there were 42 accidents on these segments (on Jl.

Kalianak) that is categorized as vulnerable to traffic accidents.

In the line with the container terminal operation in Lamong Bay, the container

trucks will Jl. Tambak Osowilangon and enter the Toll Road (Gempol-

Surabaya-Gresik) via Jl. Romokalisari. At present Jl. Tambak Osowilangon

and Jl. Romokalisari are not vulnerable to traffic accidents.

With Project

During the container truck operation, it is predicted that there will be increased

traffic volume by + 60 additional container trucks. Due to the increased traffic

volume, Jl. Romokalisari and Tambak Osowilangon that are alreadu provided

with 4 traffic lanes, 2 directions, with road median in the middle of the

highways, can better reduce the probability of head-to-head traffic accidents,

when compared to those with 2 lanes and 2 directions, such as Jl. Kalianank,

can.



Traffic users on Jalan Romokalisari and Jalan Tambak Osowilangon (NI).


Along Jl. Romokalisari and Jl. Tambak Osowilangon through the Toll

Road Gate (Gempol-Surabaya-Gresik) pertaining as container truck routes

(NI).


The impact will affecduring the container terminal operation . As on Jl.

Romokalisari and Tambak Osowilangon that are already provided with 4

traffic lanes, 2 directions, with road median in the middle of the



highways, the probability of head-to-head traffic accidents can be reduced.

Besides, it is not a traffic route vulnerable to traffic accidents (NI).


There is no other impacted components as at present Jl. Tambak

Osowilangon and Jl. Romokalisari are not vulnerable to traffic accidents,

but Jl. Kalianak is definitely is (NI).


The impact on increased traffic volume is not cumulative as it will present

as long as the container terimal is operated (NI)


The impact can be recoverable as long as the container terimal is operated

(NI).

Degree of Impact: Negative Insignificant

5.4.3. Increased Sea Traffic


Reclamation Material Transport by Sea


Without Project

Based on the initial environmental descriptions, the sea traffic prior to the

project plan has decreased by 0,08%. Based on the presented data, the sea

traffic volume prior to the project plan in 2010 is 15.458 vesseles.

With Project

During the shallow water reclamation, the reclamation material is transported

by sea. The sea transportation will increase sea traffic volume. It is predicted

that there will increasing number of vessels transporting the reclamation by

about 10 vessels per day during the reclamation construction in the shallow

water. The increase does not significantly affect to the number of vessel

traffic, i.e. : 0.06% compared to the state of condition without project. In

addition, the increasing volume of reclamation material transportation by the

sea will not bother the fisherman fishing activities in Lamong Bay as the

voyages only access the shipping routes in Tanjung Perak Port.





Fishermen dwelling in Romokalisari Village, Tambak Osowilangon

Village, Greges Village and Kalianak Village accessing the shipping

routes in Tanjung Perak Port in from of Lamong Bay (NI).


Only in the shipping routes in Tanjung Perak Port located in front of

Lamong Bay. The reclamation material transporting vessels do not access

the shipping routes of the port (NI)


The impact will affect during the reclamation construction in the shallow

water, i.e. : for 2 years (NI).


The other impacted components will be sea traffic accident. Yet, it is

avoidable as the vessels are operated only during the reclamation

construction in the shallow water and the operation does not interrupt the

other shipping activities (NI).


The impact of reclamation material transport by the sea is not cumulative ,

as it will present only during the reclamation construction in the shallow

water (NI).


The impact is recoverable when the shallow water reclamation activities

are completed (NI).

Degree of Impact: Negative insignificant

5.4.4. Decreased Voyage Safety


Reclamation Material Transport by the Sea


Without Project

The shipping routes in the studied area are the ones that are commonly

accessed by the whole incoming and outgoing vessels in Tanjung Perak Port.



Even without project activities, it is predicted that there will be no decrease of

voyage safety.

With Project

During the shallow water reclamation, the reclamation material transported is

by sea. The sea transportation will decrease voyage safety. It is predicted that

there will increasing number of vessels transporting the reclamation by about

10 vessels per day during the reclamation construction in the shallow water.

However, the increasing number is not to many and accordingly it does not

significantly affect the voyage safety. In addition, there will always be pilot

boats and tug boats escorting the the material transporting vessels accessing

the shipping routes in front of Lamong Bay.



Some users of vessels accessing the shipping routes in Tanjung Perak Port

(NI).


The impact is present only in the shipping routes in Tanjung Perak Port

infront of Lamong Bay, while the reclamation material transporting vessels

seldom access those routes (NI).


The impacr will affect during the shallow water reclamation construction

activities, i.e. : for 2 years (NI).


The is no other impacted component (NI).


The impact of reclamation material transportation by the sea is not

cumulative and will affect only during the shallow water reclamation

construction activities (NI).


The impact is recoverable when the shallow water reclamation

construction activities are completed (NI).




6.1. Analysis on Significant Impacts

The evaluation on significant impacts is pertains a holistic analysis on various

environmental components significantly impacted (either positively or

negatively) and integratedly analyzied as inter-related units that affect

reciprocally. The holistic analysis on the significant impact probability is

presented in a flowchart in Figure 6.1., while the matrix of checklist of

partially predicted environmental components are discussed in Chapter 5 as


Based on the results of holistic analysis as presented in the flowchart in Figure

6.1., the significant impacts can be classified in terms of relationship between

the project construction and fundamentally changed environmental

components as follows :

1. Change of coastal ecology

2. Change of community welfare



Figure 6.1. Predicted Impact Flowchart



Table 6.1. Potential Impacts Matrix of Tanjung Perak Port Development in Lamong Bay



6.1.1. Change of Coastal Ecology

The aspect of change of coastal ecology is closely related with the impacts of

port development activities in Lamong Bay to physical-chemical

environmental components. The physical-chemical components impacted by

the port development activities comprise air quality, water quality, cuurent

pattern and sedimentation as well as surface of runoff.

The impact on decreased seawater quality due to the area reclamation for

preparing the road and casueway, preparation and compaction of shallow

water reclamation for constructing container yard as well as construction of

pier structure and trestle. Those development activities are executed gradually,

commencing from causeway construction, construction of connecting bridge

(piling of bridge foundation), compaction of shallow water reclamation for

constructing container yard, and construction of pier structure and trestle. The

parameter of suspended solid can be accumulative in case the activities

proceed successively. The parameter of suspended solid will be relatively

indifferent from the predicated parameter when there is no such project.

The construction phase also drives changes in ecological pattern of the sea

waters and rivers, i.e. : increased surface of runoff and change of water current

patterns and sedimentation. The river runoff takes place when the flood water

flow runs over the longitudinal section of the river during high tide. The

planned reclamation will change the topography and morphology of the river.

Accordingly, the river water surface depends on the water flow rate and

seawater surface. Referring to the predicted impacts, it shows that the increase

of river water surface in the estuary due to the reclmation is by 0.04 m. The

results of flood water flow simulation in Lamong River show that when the

water flow rate in rewater current interval of 2 years runs and due to the

reclamation, the water surface increases by 4 cm in 2 km distance from the

esturary of the river. Specifically, in Sememi River, Kandangan River, Balong

River, Krembangan River and Greges River, the increase of water surface

takes place along 2 km distance from the river downstream towards the river

upstream. The longer the distance is, the less increase of water surface will be.



The reclamation activities for constructing the causeway and container yard in

the shallow waters no only increase the water surface but also change the

water current patterns and sedimentation. The increase of sedimentation is

relatively insignificant. Therfore, it does not affect the port activities and

change the coastal lines.

6.1.2. Change of Community Welfare

When the container terminal is operated, it is supposed to open job

opportunities to the local people, especially during labor recruitment session,

to increase the community welfare. On the other hands, in case the job

opportunities are taken by migrant workers, it will be potential to trigger

horizontal conflicts between the local people and the migrant workers and,

further, lead to public insecurity and disorder in the studied area. Moreover,

the greater number of migrants working in the project and running businesses

due to the container terminal operation will directly triggers problems in

public security and order when it is not properly managed. Accordingly, local

people hiring is to be prioritized.

6.2. Analysis as Basis of Management

The impact on decreased fisherman income is due to the shallow water

reclamation for constructing the container yard. This activity, the construction

of causeway and construction of pier structure and trestle jointly also bring

other impacts, namely : changes in water current patterns and sedimentation.

Meanwhile, the increased flood water surface is caused by reclamation for

constructing causeway and shallow water reclamation for preparing and

compacting the container yard. When the container terminal is operated, there

will be labor recuitment and job opportunities for the local people. Such a

condition is supposed to increase the welfare of some residents in the studied

area. With reference to the results of the analysis, it requires further directions

to properly manage and observe the significant impacts.



6.3. Directions for Environmental Management Plan

Based on the results of prediction and evaluation of impacts due to Tanjung

Perak Port Development in Lamong Bay, it requires further directions to

properly manage and observe the environmental management measures. The

environmental management is supposed to minimize the negative impacts and

maximize the positive ones.

Physical-Chemical Components

a. Informing that the project activities will increase the river water

surface by 4 cm when the water flow rate in rewater current interval of

2 years runs due to water runoff to the institution incharge of flood

control planning for Lamong River, i.e. : Bengawan Solo Management

Center

b. Constructing rock embankment along the borders or water area to be

reclamated to prevent reclamation material spills out of the borders.

Socio-Economic and Cultural Components

a. Offering job opportunities to the local people especially for posts of

non-skilled labors, such as : security guards and administration clerks.

b. Coordinating with the City Government of Surabaya, sub-district

administrators and village administrators in the studied area to hire

local people in accordance with their competencies.

6.3.1. Directions for Observation Plans

Physical-Chemical Components

a. Methods of air quality data collection and analysis. Installing peil

scalesin river estuaries. Observing the seawater surface and conducting

bathymetry survey in the river estuaries in preconstruction phase,

construction phase and operation phase. Next, aanalyizing the data

collected from the results of seawater surface and recording and

bathymetry measurement for identifying the differences between the

seawater surface and estuary bed prior and during reclamation

activities. In case of significant sedimentation, it needs dredging.



b. Water sampling from waters in each of the project sites.

c. Inspecting the construction of rock embankment to minimize possible

leakage.

Socio-Economic and Cultural Components

a. Interviewing local workers hired surrounding the the project site by

sampling.

b. Recording data on number of recruited labors, income survey and

business activity survey in the studied area.

6.4. Recommendation Based on Environmental Feasibility Evaluation Results

With reference to the results of evaluation on impacts of Tanjung Perak Port

Development in Lamong Bay to the environemnet, it shows that there are both

negative impacts and positive ones to the environmental components.Negative

significant impacts affect the physical-chemical components. In the operation

phase, there are positive significant impacts to the socio-economic

components, i.e. : increased community income and job opportunities.

The significant impacts, especially the negative ones, can be managed by

means of technical, social, economic and institutional approaches.

The technical approach commonly applied for managing the negative impacts

to the physical-chemical components comprises hydrology and hydro-

oceanography. Technologically, they are adoptable and economically they are

feasible. Automatically, the management of negative impacts to the physical-

chemical components can also control the relevant derived impacts to

biological and social components.The social approach is adopted to control

both positive significant impacts and negative significant impacts to the socio-

economic and cultural components. The institutional approach involves

authorities in charge as environmental impact management initiator,

environmental impact management supervisor and environmental impact

management implementation report receivers. The initiator of the

environmental impact management is PT. Pelabuhan Indonesia III or operator

of construction contractor. The supervisors of the environmental impact



management and receivers of the environmental impact management

implementation are the Ministry of Environment, East Java Province

Environement Agency, Surabaya City Environmenagement Agency abd/or

related authorities.

With reference to the aforementioned, proper management and observation in

consistent with the constructive directions, it is supposed to minimize the

negative impacts in order that, based on the environmental aspects, the port

development plan is recommended to be feasible in terms of environmental

spectrums, provided that the activities are implemented in accordance with the

descriptions stated in the Environmental Impact Statement Documents, and the

environmental impact management and observation are implemented in

accordance with the Environmental Impact Management Documents and

Environmental Impact Observation Documents.