PT. Pelabuhan Indonesia III (Persero), Addendum to EIS, EIM-EIO ...

Addendum to EIS, EIM–EIO Documents

Tanjung Perak Port Development in Lamong Bay

JANUARI 2013

PT. PELABUHAN INDONESIA III (PERSERO)

i

TABLE OF CONTENT Table of Content i List of Tables Iv List of Figures viii CHAPTER 1. INTRODUCTION 1.1. BACKGROUND I-1

1.2. OBJECTIVES AND BENEFITS I-3

1.2.1. Objectives I-3

1.2.2. Benefits I-3

1.3. JURISPRUDENCES I-3

CHAPTER 2. ACTIVITY DESCRIPTION 2.1. IDENTITIES OF INITIATOR OF STUDY AND STUDY REPORT II-1

2.1.1. Identity of Initiator II-1

2.1.2. Study Team II-1

2.2. PROJECT DESCRIPTIONS II-3

2.2.1. Study of Environmental Impact Assessment Study

II-6

2.2.2. Consistency of Business and/or Activities to Master Plan

II-6

2.2.3. Project Site II-6

2.2.4. Project Layout II-6

2.3. PROJECT IMPLEMENTATION PHASE II-9

2.3.1. Activities Studied in Environmental Impact Assessment 2010

II-9

2.3.2. Activities Presently Studies II-13

2.4. OTHER ACTIVITIES SURROUNDING THE PROJECT SITE II-36

BAB III. INITIAL ENVIRONMENT DESCRIPTIONS 3.1. GEO-PHYSICAL CHEMICHAL COMPONENTS III-1

3.1.1. Climate III-1

3.1.2. Air Quality and Noise III-5

3.1.2.1. Air Quality III-5

3.1.2.2. Noise III-8

3.1.3. Seawater Quality III-9

3.1.4. Borlog and Soil Stratigraph III-14

3.1.5. Hidrology dan Hidro-oceanography III-16

3.1.5.1. Hidrology III-16

3.1.5.2. Hidro-Oceanography III-22

3.1.6. Transportation Compenents III-41

3.1.7. Traffic Geometric and Volume Data III-45

3.1.8. Nilam Area III-50

3.1.9. Analysis on Traffic Performance

III-51

ii

3.2. BIOLOGY III-76

3.2.1. Type of Ecosystem III-76

3.2.2. Water Flora and Fauna III-76

3.2.3. Terrestrial Flora and Fauna III-87

3.3 SOCIO-ECONOMIC AND CULTURAL COMPONENTS III-96

3.3.1. Demography III-96

3.3.1.1. Population Number and Density III-96

3.3.1.2. Population Based on Age III-97

3.3.1.3. Population Based on Education Level

III-98

3.3.1.4. Community Welfare Degree III-98

3.3.1.5. Unemployment Data III-100 3.3.2. Social Life in Studied Area III-100 3.3.2.1. Social Interaction III-100 3.3.2.2. Existing Communal Societies III-101 3.3.3. Fisherman Life III-101 3.3.4. Community Perception III-102 CHAPTER 4. SCOPE OF STUDY 4.1 SCOPING PROCESS IV-1

4.1.1. Potential Impact Identification IV-2

4.1.2. Potential Impact Evaluation IV-7

4.1.3. Hypothetical Significant Impact Classification and Priority

IV-22

4.2 BORDERS OF STUDIED AREA AND STUDY TIME LIMIT IV-24

4.2.1. Borders of Studied Area IV-24

4.2.2. Study Time Limit IV-28

BAB V. IMPACT PREDICTION AND EVALUATION 5.1. IMPACT PREDICTION V-1

5.1.1. CONSTRUCTION PHASE V-1

5.1.1.1 On-land Reclamation Material Transportation

V-1

5.1.1.2. Demolition of Erected Temporary Access

V-12

5.1.1.3. Port Construction (Shallow Water Reclamation for constructing connecting bridge, Interchange Area, Causeway, Container Yard, and Trestle)

V-17

5.1.1.4. Planned Port Pool Dredging V-38

5.1.2. Operation Phase V-43

5.1.2.1. Multipurpose Terminal Operation V-43

5.2. IMPACT EVALUATION V-54

5.2.1. Holistic Review to Significant Impacts V-54

5.2.1.1. Change of Coastal Ecology

V-56

5.2.1.2. Change of Community Welfare V-57

iii

5.2.2. Review as Basis for Environmental Impact Management

V-57

5.3. RECOMMENDATION ON ENVIRONMENTAL FEASIBILITY EVALUATION

V-59

CHAPTER VI. ENVIRONMENTAL IMPACT MANAGEMENT PLAN 6.1 GOALS AND OBJECTIVES VI-1

6.2. BENEFITS OF ENVIRONMENTAL IMPACT MANAGEMENT VI-2

6.2.1. Benefits to Project Iniator VI-2

6.2.2. Benefits to the Government and Relevant Institutions

VI-3

6.2.3. Benefits to Surrounding Community VI-3

6.3. ENVIRONMENTAL IMPACT APPROACHES VI-3

6.3.1. Technological Approach VI-4

6.3.2. Socio-Economic Approach VI-5

6.3.3. Institutional Approcah VI-6

6.4. ENVIRONMENTAL IMPACT MANAGEMENT PLAN VI-7

BAB VII. ENVIRONMENTAL IMPACT OBSERVATION PLAN 7.1. OBJECTIVES OF ENVIRONMENTAL IMPACT OBSERVATION VII-1

7.2. BENEFITS OF ENVIRONMENTAL IMPACT OBSERVATION VII-2

7.3. ENVIRONMENTAL IMPACT OBSERVATION VII-3 BIBLIOGRAPHY ANNEXURE: STRATEGIC ENVIRONMENT REVIEW IN LAMONG BAY

iv

LIST OF TABLES Table 1.1 Jurisprudences I-4 Table 2.1. Study Team II-2 Table 2.2. The Activities Covered in Environmental Impact

Assessment (EIA) Year 2010 and Revised Activities to be Reviewed in Addendums of Environmental Impact Statement (EIS), Environmental Impact Management (EIM) and Environmental Impact Observation (EIO)

II-3

Table 2.3. Activity Schedule of Tanjung Perak Port Development in Lamong Bay

II-35

Table.3.1. Data of Rain Volume in Studied Area Year 2007 - 2011 III-2 Table.3.2. Data of Humidity in Studied Area Year 2007 - 2011 III-3 Table.3.3. Data of Air Temperature Humidity in Studied Area Year

2007 - 2011 III-4

Table 3.4. Conditions of Clime During Air Quality Measurement III-6 Table 3.5. Results of Ambient air Quality Measurement

(Secondary Data) III-6

Table 3.6. The results of Air Quality Analysis in Sampling Points (Primary Data)

III-7

Table 3.7. Results of Noise Measurement (Secondary Data) III-8 Table 3.8. Results of Noise Measurement (Primary Data) III-9 Table 3.9. Seawater Sampling Points III-10 Table 3.10. Seawater Quality in Studied Area on 09 April 2012 III-11 Table 3.11. Seawater Quality in Studied Area on 16 Juli 2012 III-12 Table 3.12. Average Monthly Water Flow in Lamong Bay in m³/det III-21 Table 3.13. Wind Speed and Percentage III-23 Table 3.14. Wave Prediction for 5-50 ear cycles based on wind data

2000-2009 III-27

Table 3.15. Tidal Harmonic Constants in Karang Jamuang III-27 Table 3.16. Tidal Harmonic Constants in Karang Kleta III-28 Table 3.17. Tidal Harmonic Constants in Surabaya Seaport III-28 Table 3.18. The Results of Maximum and Minimum Speed

Measurement Year 2001 III-29

Table 3.19. Results of Analysis on Bed Sediment in Studied Area III-34 Table 3.20. Results of Analysis on Floating Sediment in Studied Area III-35

Table 3.21. Results of Traffic Counting during Peak Hour in Margomulyo Junction

III-47

Table 3.22. Results of Traffic Counting during Peak Hour in Romokalisasi Crossroad

III-50

Table 3.23. Results of Traffic Counting during Peak Hour on Jalan Raya Nilam

III-50

Table 3.24. Result of Analysis on Performance of Margomulyo Junction

III-51

Table 3.25. Result of Analysis on Performance of Romokalisari Crossroad

III-52

v

Table 3.26. Results of Analysis on Performance of Jalan Tambak Oso (4/2 UD)

III-52

Table 3.27. Results of Survey on Jalan Nilam Barat ((Entry) 2/2 UD III-53 Table 3.28. Results of Survey on Jalan Nilam Timur (Exit) 2/2 UD III-54 Table 3.29. Results of Survey in Margomulyo Junction 1 III-56 Table 3.30. Results of Survey in Margomulyo Junction 2 III-57 Table 3.31. Results of Survey in Margomulyo Junction 3 III-58 Table 3.32. Results of Survey in Margomulyo Junction 4 III-60 Table 3.33. Results of Survey in Margomulyo Junction 5 III-61 Table 3.34. Results of Survey in Margomulyo Junction 6 III-62 Table 3.35. Results of Survey in Romokalisari Crossroad 1 III-64 Table 3.36. Results of Survey in Romokalisari Crossroad 2 III-65 Table 3.37. Results of Survey in Romokalisari Crossroad 3 III-66 Table 3.38. Results of Survey in Romokalisari Crossroad 4 III-68 Table 3.39. Results of Survey in Romokalisari Crossroad 5 III-69 Table 3.40. Results of Survey in Romokalisari Crossroad 6 III-70 Table 3.41. Results of Survey in Romokalisari Crossroad 7 III-72

Table 3.42. Fish Diversity in Estuary of Lamong River III-79 Table 3.43. Preparation of Finfish in Lamong Bay III-83 Table 3.44. Compositions and Abundance of Bentik Macrofauna

Surrounding Project Site Waters III-85

Table 3.45. Degree of Pllution and Diversity Index III-86 Table 3.46. Mangrove Diversity in Lamong Bay III-88 Table 3.47. Avifauna Diversity in Lamong Estuary III-93 Table 3.48. Population Number and Density in Studied Area III-96 Table 3.49. Population based on Age, Sex and Sex Ratio III-97 Table 3.50. Population Based on Age III-97 Table 3.51. Percentage Based on Education level III-98 Table 3.52. Proportion of Degree of Welfare III-99 Table 3.53. Unemployed and Unemployed Family Heads III-100 Table 4.1. Matrix of Potential Impacts of Tanjung Perak Port

Development in Lamong Bay IV-3

Table 4.2. Potential Impact Evaluation IV-8 Table 4.3. Matrix of Hypothetical Significant Impacts of Tanjung

Perak Port Development in Lamong Bay IV-20

Table 4.4. Study Time Limits for Each Impact IV-28 Table 5.1. % of Pollutant emission from Motorized Vehicles V-2 Table 5.2. Impact of Main Air Pollutants Emitted from Motorized

Vehicle V-3

Table 5.3. Ambient Air Quality Standard V-3 Table 5.4. Estimated Heavy Duty Equipment Emission V-4 Table 5.5. Estimated Motorized Vehicle Emission V-4 Table 5.6. Evaluation on Dimension of Impact on Decreased Air

Quality in Construction Phase V-6

Table 5.7. Noise Standards Based on Area Classifications

V-7

vi

Table 5.8. Evaluation on Dimension of Impact on Increased Noise in Construction Phase

V-9

Table 5.9. Traffic Volumes With and Without Project Activities V-10 Table 5.10. Calculation of Defree of Traffic Satiration With Project

Activities V-10

Table 5.11. Evaluation on Dimension of Impact on Decreased Road Performance in Construction Phase

V-11

Table 5.12. Evaluation on Dimension of Impact on Decreased Seawater Quality in Construction Phase (Demolition of Erected Temporary Access)

V-12

Table 5.13. Evaluation on Dimension of Impact on Disturbance to Sea Biota (Decreased Compositions and Abundance of Plankton in Construction Phase due to Demolition of Erected Temporary Access)

V-14

Table 5.14. Evaluation on Dimension of Impact on Decreased Mangrove Ecosystem Area in Construction Phase due to Demolition of Erected Temporary Access

V-15

Table 5.15. Evaluation on Dimension of Impact on Decreased Fisherman Income due to Demolition of Temporary Access

V-17

Table 5.16. Evaluation on Dimension of Impact on Decreased Seawater Quality in Construction Phase (Port Construction/Shallow Water Reclamation)

V-18

Table 5.17. River Water Volume Flowing into Madura Strait V-20 Table 5.18. Observation Coordinates around Lamong Bay V-30 Table 5.19. Evaluation of Significance of Impact on Change of Water

Current Pattern and Sedimentation V-31

Table 5.20. Elevation Comparisons among Existing River Bank Elevation, Water Surface Elevation Prior Project, Water Surface Elevation After Project, and Planned Water Elevation

V-34

Table 5.21. Evaluation on Dimension of Impact on increased river water surface

V-35

Table 5.22. Evaluation on Dimension of Impact on Disturbance to Sea Biota (decreased compositions and abundance of plankton/nekton) in Construction Phase (Port Construction/Shallow Water Reclamation)

V-36

Table 5.23. Evaluation on Dimension of Impact on Disturbance to Fisherman Activities in Construction Phase

V-37

Table 5.24. Evaluation on Dimension of Impact on Decreased Seawater Quality (Port Dredging)

V-39

Table 5.25. Evaluation on Dimension of Impact on Disturbance to Sea Biota (decreased compositions and abundance of plankton/nekton) in Construction Phase (Port Dredging)

V-41


V-42

Table 5.27. Evaluation on Dimension of Impact on Decreased Seawater Quality in Operation Phase

V-44

vii

Table 5.28. Planned Traffic Volume Without Project V-45 Table 5.29. Planned Traffic Volume with Project V-45 Table 5.30. Road Performance in Initial Description, With and

Without Project V-46

Table 5.31. Evaluation on Dimension of Impact on Transportation in Operation Phase

V-46

Table 5.32. Evaluation on Dimension of Impact on Decreased Mangrove Ecosystem Area In Operation Phase

V-48

Table 5.33. Evaluation on Dimension of Impact on Disturbance to Sea Biota (Decreased compositions and Abundance of Plankton) in Operation Phase

V-49

Table 5.34. Evaluation on Dimension of Impact on Job and Business Opportunities in Operation Phase

V-51

Table 5.35. Evaluation on Dimension of Impact on disturbance to fisherman activities in Operation Phase

V-53

Table 5.36. Evaluation on Dimension of Impact on Community Unrest in Operation Phase

V-54

Table 6.1. Matrix of Environmental Impact Management Plan VI-8 Table 7.1. Matrix of Environmental Observation Plan VII-4

viii

LIST OF FIGURES Figure 2.1. Project Plan Layout II-7 Figure 2.2. Project Layout II-8 Figure 2.3. Location of Stockpile dan Cross Area II-14 Figure 2.4. Cut of Girder Cross Section (Middle Girder) II-16 Figure 2.5. Cut of Pile Slab Cross Section II-16 Figure 2.6. Connecting Bridge Layout II-17 Figure 2.7. Interchange Area Layout II-18 Figure 2.8. Typical Cross Section of Interchange Area II-19 Figure 2.9. Causeway Ducts Layout II-21 Figure 2.10. Container yard dan Bulk Area Layout II-23 Figure 2.11. Container Yard and Bulk Area Typical Cross Section II-24 Figure 2.12. Hardening Layers – Container Yard Zone II-25 Figure 2.13. Gate Front View II-26 Figure 2.14. CFS Left Side View II-26 Figure 2.15. CFS Cross Section II-27 Figure 2.16. Typical Hardened Construction of Parking Area II-27 Figure 2.17. Pier Typical Cross Section II-28 Figure 2.18. Photoes of Pier Construction Works II-29 Figure 2.19. Pier Typical Cross Section II-29 Figure 2.20. Grab Dregder II-31 Figure 2.21. Waters Area Border and Administrative Area Border of

Tanjung Perak Port II-37

Figure 2.22. Other Activities II-40 Figure 2.23. Location of Suramadu Bridge in East of Tanjung Perak

Port II-41

Figure 2.24. Locations of Fisherman Activities Surrounding the Project Site

II-42

Figure 3.1. Graph of Rain Volume Per Month Per Annum (Year 2007-2011)

III-2

Figure 3.2. Graph of Average Humidity Per Month Per Annum in Studied Area (2007-2011)

III-3

Figure 3.3. Graph of Average Air Temperature Per Month Per Annum in Studied Area (2007-2011)

III-4

Figure 3.4. Wind Rose in Studied Area III-5 Figure 3.5. Soil Stratigraph in Lamong Bay III-15 Figure 3.6. Rivers having estuary in Lamong Bay III-16 Figure 3.7. Watershed of Lamong River in the System of

Bengawan Solo Managemenet Center III-17

Figure 3.8. Puddle Map of Lamong River Flood on 12 March 2004 III-18 Figure 3.9. Plain Contour in the Midlle, where floods frequently

happen III-19

Figure 3.10. Lamong River Watershed Flow Direction III-19 Figure 3.11. Lamong River Cross Section III-20 Figure 3.12. Windrose Surabaya 2000-2009 III-24 Figure 3.13. Windroses January - June in Studied Area Year 2000 –

2009

III-25

ix

Figure 3.14. Windroses July - December in Studied Area Year 2000 – 2009

III-26

Figure 3.15. Water Current Speed and Direction Measurement Points Around Madura Strait, 2001

III-31

Figure 3.16. Currentrose Around Site of Surabaya Container Terminal (TPS 2012)

III-32

Figure 3.17. Bathymetry Surrounding Project Site in Lamong Bay III-33 Figure 3.18. Seabed Sediment and Floating Sediment Sampling

Points III-36

Figure 3.19. Seabed Sediment Spread in Madura Strait III-37 Figure 3.20. Typical Current Pattern during High Tide (a) and Low

Tide (b) III-38

Figure 3.21. Typical Average Current Speed in Estuaries Close to Lamong Bay

III-39

Figure 3.22. The Average Water Elevation in rivers surrounding Lamong Bay

III-39

Figure 3.23. Sedimentation Pattern for 1 Month III-40 Figure 3.24. Calibration of Current Model with Current

Measurement Data in 2012 III-40

Figure 3.25. Traffic CountingSurvey Points III-41 Figure 3.26. Survey Point on Jalan Nilam Timur III-42 Figure 3.27. Survey Point in Margomulyo Junction III-42 Figure 3.28. Survey Point in Romokalisari Crossroad III-43 Figure 3.29. Traffic Survey Form III-44 Figure 3.30. Cross Section of Jalan Tambak Oso III-46 Figure 3.31. Cross Section of Jalan Greges III-46 Figure 3.32. Cross Section of Jalan Margomulyo III-46 Figure 3.33. Cross Section of Jalan Romokalisari (East) III-48 Figure 3.34. Cross Section of Jalan Romokalisari (North) III-48 Figure 3.35. Cross Section of Jalan Romokalisari (West) III-49 Figure 3.36. Cross Section of Jalan Romokalisari (South) III-49 Figure 3.37. Graph of Vehicles Incoming into Jalan Nilam Barat III-50 Figure 3.38. Graph of Vehicles Outgoing from Jalan Nilam Barat III-51 Figure 3.39. Graph of Compositions and Abyndance of

Phytoplankton Surrounding Pelindo Pier III-78

Figure 3.40. Graph of Compositions and Abundance of Zooplankton Surrounding Pelindo Pier

III-79

Figure 3.41. Compositions and Diversity Index of Benthos in Project Site Waters in Pelindo Pier

III-86

Figure 3.42. General Pattern of Mangrove Zoning in Asia-Pacific Area

III-90

Figure 4.1. Scoping Process Flowchart IV-2 Figure 4.2. Potential Impact Flowchart of Tanjung Perak Port

Development in Lamong Bay IV-4

Figure 4.3. Hypothetical Impact Flowchart of Tanjung Perak Port Development in Lamong Bay

IV-17

Figure 4.4. Summary of Scoping Process IV-21 Figure 4.5. Studied Area Border IV-27 Figure 5.1. Pollutant Dispersion Based on Distance V-5 Figure 5.2. Noise Degree Based on Distance V-8

x

Figure 5.3. Noise Degree Based on Distance After Noise Reduction with Barrier

V-9

Figure 5.4. Rivers flowing into Madera Strait V-20 Figure 5.5. Model 1 (Without Project) and Model 2 (With Project) V-21 Figure 5.6. Typical Water Current Pattern During High Tide V-22 Figure 5.7. Typical Current Pattern in Low Tide V-23 Figure 5.8. 1 Month- Sedimentation V-24 Figure 5.9. Water Current Speed and Sedimentation in Estuary of

Lamong River V-25

Figure 5.10. Observation Points and Sediment V-26 Figure 5.11. Current Speed and Sedimentation in Estuaries V-26 Figure 5.12. Elevation of Water Surface in Eastuaries V-27 Figure 5.13. Sediment Distribution During Construction 60 mg/l

Concentration V-28

Figure 5.14. Sediment Distribution During Construction 70 mg/l Concentration

V-28


V-29


V-29


V-30

Figure 5.18. Simulation of Flood in Lamong River with Water Volume Input 20 m3/detik

V-32

Figure 5.19. Perspective of Resulted River Flood Simulation V-33 Figure 5.20. Effect of Backwater Due to Reclamation Less than

100 m from Upstream V-34

Figure 5.21. Holistic Impact Evaluation Flowchart V-55 Figure 6.1. Environmental Management Site VI-10 Figure 7.1. Environmental Observation Site VII-10

PT PELABUHAN INDONESIA III (PERSERO)

CHAPTER 1 - INTRODUCTION

I - 1 Addendum to ENVIRONMENTAL IMPACT STATEMENT, ENVIRONMENTAL IMPACT MANAGEMENT, ENVIRONMENTAL IMPACT OBSERVATION Documents Tanjung Perak Port Development in Lamong Bay

CHAPTER 1 INTRODUCTION

1.1. BACKGROUND

PT Pelabuhan Indonesia III (Persero) has executed Tanjung Perak Port

Development activities in Lamong Bay, Surabaya City, East Java Province.The

activities are supported with Environmental Impact Assessment documents

recommended by virtue of Decision of Minister of environment Number 256 Year

2010 dated 5 October 2010 about Environmental Feasibility for Tanjung Perak

Port Development in Lamong Bay, Surabaya City, East Java Province, by PT.

(Persero) Pelabuhan Indonesia III. However, during the course it its

implementation, it requires necessary adjustments in order to comply with the

following provisions :

- Strategic Environment Review (SER) Year 2010 by Sepuluh

Nopember Institute of Technology (ITS) Surabaya, advocating that

there will be shift of distance between the pier and container yard

from 260 meter to ±970 meter;

- Letter of Mayor of Surabaya City Number

551.43/675/436.7.1/2012, dated 13 February 2012, concerning

plan of Tanjung Perak Port Development in Lamong Bay, i.e. :

recommendation for modification of designed reclamation

distance for the Tanjung Perak Port development to ± 800 meter

from the coastline;

- Decision of Directorate General of Sea Commnication Number BX-

100/PP.008, dated 22 February 2012, about Multipurpose Terminal

Construction in Lamong Bay of Tanjung Perak Port - Surabaya.

In view of the aforementioned, PT Pelabuhan Indonesia III (Persero)

plan to adjust the layout of the Tanjung Perak Port Development in Lamong

Bay. The adjustments comprise :

Adjustment to design and contract of reclamation works for

constructing container yard and causeway (Package B) and

connecting bridge (Package C in consistence with the study final




report recorded in SER database in view of project effectiveness

and efficiency;

The shifted coordinate of reclamation is in accordance with the

borders specified in the SER database, assumed to be proper with

the area of Tanjung Perak Port Development in Lamong Bay, i.e. :

50 Ha;

Due to the adjustments, it entails changes in designs and locations not

covered in the Environmental Impact Assessment Documents that has been

recommended by virtue of Decision of Minister of environment Number 256 Year

2010 dated 5 October 2010. The consequential changes concern with:

1. Shift of coordinates of reclamation for constructing the container

yard due to the result of SER (initially the distance from the pier is

260 meter, and presently corrected into ± 970 meter);

2. Relocation of causeway or interchange area (previously adhered to

the edge of pier and presently shifted ± 800 meter from the edeof

the pier) following the results of SER and Surabaya City

Regulations;

3. Modification of connecting bridge between the interchange area

and container yard from open-pile into massive causeway

construction.

4. Dredging of pool for inter-insular container transportation, located

between the pier and container yard;

5. Change of function from container terminal into multipurpose

terminal;

6. Construction of temporary access ± 1,000 meter with massive

reclamation construction.

In considering the latest status and pursuant to Article 50 Section (1) of

the Indonesian State Regulation Number 77 Year 2012 about Environmental

Permit, it is provided that the officer in charge of business and/or activities shall

file an application for a revision of Environmental Permit. Referring to Section

(3) and (4) thereof, before filing an application for such revision, the officer in

charge of business and/or activities shall file an application for Decision of

Minister of Environment by means of revised or modified Environmental Impact




Assessment Documents/amended Environmental Impact Statement Documents,

Environmental Impact Management Documents and Environmental Impact

Observation Documents. Referring to the Letter of Deputy to State Minister of

Environment, Environmental Management Bureau, Number B-

7531/Dep.I/LH/PDAL/07/2012, dated 25 July 2012, PT Pelabuhan Indonesia III

(Persero) is to prepare addendums to Environmental Impact Statement

Documents, Environmental Impact Management Documents and Environmental

Impact Observation Documents.

1.2. OBJECTIVES AND BENEFITS

1.2.1. OBJECTIVES

The objectives of Tanjung Perak Port Development in Lamong Bay are :

Reducing the operation density in Tanjung Perak Port, especially in

container loading and unloading activities and anticipating the exceed

over the existing installed capacity;

Cutting vessel queue to tether in the port;

Creating job opportunities during construction phase and operation one.

1.2.2. BENEFITS

Tanjung Perak Port Development in Lamong bay is favorable to support

the national development, especially by smoothening the port activities

adminitered by PT. (Persero) Pelabuhan Indonesia III. In addition, it is supposed

to strengthen the local economy in the areas surrounding Tanjung Parak Pert

area.

1.3. JURISPRUDENCES

The jurisprudences related with the plan of Tanjung Perak Development

in Lamong Bay are presented in Table 1.1.




Table 1.1. Jurisprudences

NR JURISPRUDENCES REASONS

A ACTS

1. Indonesian Act Nr. 5 Year 1990 about Biological Natural Resources and Their Ecosystems

Adopted as reference that the activity plans are to be consistent with water resource conservation efforts

2. Indonesian Act Nr. 32 Year 2004 about Local Government

Referring to the authorities of provincial/city/regency government in relation with activity plans

3. Indonesian Act Nr. 26 Year 2007 about Spatial Arrangement.

Adopted as reference in determining activity site

4. Act Nr. 27 Year 2007 about Coastal Area and Small Island Management

Adopted as reference in managing and observing coastal areas and small islands

5. Indonesian Act Nr. 17 Year 2008 about Maritime Affairs

Adopted as reference related with seaport transportation management and operations

6. Indonesian Act Nr. 22 Year 2009 about Surface Traffic and Transportation

Adopted as reference related with hypothetical transportation significant impacts and road damages due to mobolization and operation activities

7. Indonesian Act Nr. 32 Year 2009 about Environment Protection amd Management.

Adopted as reference in environmental management for activity planning

8. Indonesian Act Nr. 45 Year 2009 about Amendment to Indonesian Act Nr. 31 Year 2004 about Fishery

Adopted as reference iin fishery aspects

B STATE REGULATIONS

9. State Regulation Nr. 7 Year 1999 about Protected Rare Bird Species

Adoted as reference related with hypothetica significant impact in water bird habitat decrease

10. State Regulation Nr. 18 Year 1999 about Hazardous and Poisonous Waste Treatment

Adopted as reference in managing hazardous and poisonous waste

11. State Regulation Nr. 19 Year 1999 about Pollution and/or Sea Destruction Control

Adopted as reference in controlling seawater pollution control

12. State Regulation Nr. 41 Year 1999 about Air Pollution Control

Adopted as reference for controlling air pollution

13. State Regulation Nr. 82 Year 1999 about Water and Sea Transportation

Regulating transportation in port waters

14. State Regulation Nr. 85 Year 1999 about : Amendment to State Regulation Nr. 18 Year 1999 about Pollution and/or Sea Destruction Control

Adopted as reference in managing hazardous and poisonous waste





15. State Regulation Nr. 74 Year 2001 about Hahardous and Poisonous Materials

Adopted as reference in operational activities

16. State Regulation Nr. 82 Year 2001 About Water Quality Management and Water Pollution Control

Adopted as reference in water environment management and observation

17. State Regulation Nr. 51 Year 2002 about Shipping

Adopted as reference in operation activities

18. State Regulation Nr. 16 Year 2004 about Area Utilization

Adopted as reference in determining proper area utilization and development

19. State Regulation Nr. 38 Year 2007 about Divisions of Authorities among National Government, Provincial Gvernment and City/Regency Government

Determining authorities in environmental management and observation

20. State Regulation Nr. 60 Year 2007 about Fish Resource Conservation as Guides to Fish Resource Preservation

Adopted as reference that activity planning is to be consistent with fish resource conservation efforts

21. State Regulation Nr. 26 Year 2008 about National Spatial Planning

Adopted as reference in determining proper area utilization and development

22. State Regulation Nr. 61 Year 2009 about Ports

Adopted as reference in port activities in general

23. State Regulation Nr. 5 Year 2010 about Navigations

Adopted as reference in port activities, especially in navigations

24. State Regulation Nr. 21 Year 2010 about Maritime Environment Protection and Sea Polution Prevention

Adopted as reference in handling and preventing sea polution

25. State Regulation Nr. 22 Year 2011 about Transportation on Waters

Adopted as reference in port activities, especially transportation operations on waters

26. State Regulation Nr. 32 Year 2011 about Impact Analysis Management and Engineering and Traffic Need Management

Adopted as reference in process of preparation of addendums to EIS, Environmental Impact Management and ENVIRONMENTAL IMPACT OBSERVATION, especially in terms of surface transportation

27. State Regulation Nr. 27 Year 2012 about Environmental Permit

process of preparation of addendums to EIS, ENVIRONMENTAL IMPACT MANAGEMENT and ENVIRONMENTAL IMPACT OBSERVATION

C PRESIDENT DECISIONS

28. Decision of President of Republic of Indonesia Nr. 65 Year 1980 about Ratification of International Convention for The Safety of Life at The Sea 1974 (SOLAS 74)

Adopted as reference in operation activities





29. Decision of President of Republic of Indonesia Nr. 46 Year 1986 about Ratification of International Convention for The Prevention of Pollution from Ships 1973 and The Protocol of 1978 Relating to The International Convention for The Prevention of Pollution from Ships 1973 (MARPOL 73/78).

Adopted as reference in operation activities and environmental management

D DECISIONS OF MINISTER OF ENVIRONMENT AND HEAD OF ENVIRONMENTAL IMPACT CONTROL AGENCY

30. Decision of Minister of Environemnt and Head of Environmental Impact Management Agency Keputusan Nr. Kep. 056 Year 1994 about Guides to Significant Impact Measurement.

Adopted as basis for determining significant impacts

31. Decision of Minister of Environemnt and Head of Environmental Impact Management Agency Keputusan Nr. KEP. 299/11/Tahun1996 about Technical Guides to Social Social Aspects in Preparing Environmental Impact Assessment

Adopted as guides in preparing environmental impact assessment in term of social aspects

32. Decision of Minister of Environemnt and Head of Environmental Impact Management Agency Keputusan Nr. 08 Year 2000 about Community Involvement and Information Openess in Environmental Impact Assessment Proces.

Adopted as referrence in community involvement process in preparing environmental impact assessment

33. Decision of State Minister of Environment Nr. KEP 48/MENLH/11/1996 about Noise Standards

Adopted as reference in evaluating degree of noise in an area

34. Decision of State Minister of Environment Nr. 54/MENLH/10/1997 about Air Pollution Index Standards.

Adopted as reference in analyzing impact to air quality

35. Decision of State Minister of Environment Nr. 51 Year 2004 about seawater Quality Standards

Adopted as reference in determining parameters of sewater quality

36. Decision of State Minister of Environment Nr. 201 Year 2004 about Mangrove Damage Criteria

Adopted as reference in determining degree of mangrove destruction.

37. Decision of State Minister of Environment Nr. 45 Year 2005 about Guides to Preparation of Environmental Management Plan and Environmental Observation Plan Reports

Adopted as reference to legal certainty in environmental impact management and environmental impact observation reporting





E DECISIONS OF STATE MINISTER OF ENVIRONMENT

38. Regulation of State Minister of Environment Nr. 08 Year 2006 about Guides to Environmental Impact Preparation

Adopted as reference in preparing addendums to EIS, ENVIRONMENTAL IMPACT MANAGEMENT , and ENVIRONMENTAL IMPACT OBSERVATION

39. Regulation of State Minister of Environment Nr. 05 Year 2009 about Waste Management in Port

Adopted as reference in hazardous and poisonous waste handling

40. Regulation of State Minister of Environment Nr. 24 Year 2009 about Guides to Evaluation of ENVIRONMENTAL IMPACT STATEMENT Documents

Adopted as reference in preparing the points in ENVIRONMENTAL IMPACT STATEMENT documents to evaluate

41. Regulation of State Minister of Environment Nr. 5 Year 2012 Business and/or Activities to be provided with ENVIRONMENTAL IMPACT STATEMENT Documents

Adopted as reference in planning business and/or activities to be provided with ENVIRONMENTAL IMPACT STATEMENT Documents

F DECISIONS OF MINISTER OF COMMUNICATION

42. Decision of Minister of Communication Nr. KM 215 Year 1987 about Provision of Reception Facility

Adopted as reference in preventing pollution and observing environment

43. Decision of Minister of Communication Nr. KM 286 Year 2002 about Mandatory Piloting in Waters

Adopted as reference in determining sea transportation routes

44. Decision of Minister of Communication Nr. KM 54 Year 2006 about Tanjung Perak Master Plan

Adopted as reference in preparing addendums to EIS, ENVIRONMENTAL IMPACT MANAGEMENT and ENVIRONMENTAL IMPACT OBSERVATION

G REGULATIONS OF MINISTER OF COMMUNICATION

45. Regulation of Minister of Communication Nr. KM 4 Year 2005 about Prevention of Polution dut to Vessel Waste

Adopted as reference in preventing pollution and observing environment

46. Regulation of Minister of Communication Nr. KM 7 Year 2005 about Voyage Navigation Aids

Adopted as reference in determining sea transportation routes

47. Regulation of Minister of Communication Nr. KM 14 Year 2006 about Surface Transportation Management and Engineering

Adopted as reference in improving traffic network performance routes

H EAST JAVA PROVINCIAL REGULATIONS

48. East Java Province Regulation Nr, 05 Year 2012 about East Java Province Master Plan

Adopted as reference in complying project site and spatial requirements

49. Surabaya City Regulation Nr. 3 Year 2007 about Surabaya City Master Plan

Adopted as reference in planning main facility constructions in Surabaya City




I DECISIONS OF GOVERNOR OF EAST JAVA PROVINCE

50. Decision of Governor of East Java Province Nr. 660.3/25781/025/1986 about Environmental Impact Handling.

Adopted as reference in handling pollution impact

51. Decision of Governor of East Java Province Nr. 08 Year 2004 about Operational Guides to Community Involvement in Information Openness in Environmental Impact Assessment Process in East Java Province

Adopted as reference in community involvement in information openness in environmental impact assessment process in East Java Province

52. Decision of Governor of East Java Province Nr. 61 Year 2006 about Space Utilization in Regional Scale Dense Area in East Java Province.

Adopted as reference in spatial development

53. Regulation of Governor of East Java Province Nr. 10 Year 2009 about Air Ambient Quality Standard and Immovable Pollution Sources in East Java Province.

Adopted as reference in evaluating impact on ambient air quality.

J SURABAYA CITY REGULATIONS

54. Surabaya City Regulation Nr. 4 Year 2010 about Disturbance Permit

Adopted as reference in assuring legal certainly for the project commencement

55. Surabaya City Regulation Nr. 12 Year 2006 about Analysis on Surface Transportation Impacts

Adopted as reference in analyzing impacted road networks due to traffic increase during Tanjung Perak Port Development in Lamong Bay.

K DECISION OF MINISTER OF COMMUNICATION

56. Decision of Director General of Surface Communication Nr. SK 726/AJ.307/DRJD/ 2004 about Technical Guides in Surface Transportation of Heavy Duty Equipment

Adopted as reference in surface transportation of heavy duty equipment


CHAPTER 2 – ACTIVITY DESCRIPTION

II - 1 Addendum to ENVIRONMENTAL IMPACT STATEMENT, ENVIRONMENTAL IMPACT MANAGEMENT, ENVIRONMENTAL IMPACT OBSERVATION Documents Tanjung Perak Port Development in Lamong Bay

CHAPTER 2 ACTIVITY DESCRIPTION

2.1. IDENTITIES OF INITIATOR OF STUDY AND STUDY REPORT

2.1.1. Identity of Initiator

Name of Company : PT Pelabuhan Indonesia III (Persero)

Address : Jl. Tanjung Perak Timur No 610 Surabaya - 60165,

PO Box 1123

Telephone : 031 – 3298631 through 37

Facsimile : 031-3295204, 3295207

Officer in Charge : Husien Latief

Designation : Director of Business Commerce and Development

2.1.2. Study Team

A. Officer in Charge

The study is prepared by :

CENTER FOR RESEARCH AND COMMUNITY OUTREACH (LPPM) ITS SURABAYA

WITH COMPETENCE REGISTRATION NR.: 0068/LPJ/AMDAL-1/LRK/KLH

Officer in Charge : Prof. Dr.Darminto, MSc.

Designation : Team Leader

Address : Gedung Dr. Angka Lt II Kampus ITS Sukolilo

Jl. Arif Rahman Hakim Sukolilo Surabaya 60111

Telephone : 031 – 5944792

Facsimile : 031 – 5996670




B. Study Team

The study team is detailed in the following table.

Table 2.1. Study Team

Nr Name Designation in

Team Qualification

1. Dr.Ir. Lily Pudjiastuti, MT

Team Leader, Environmental Management Expert

Doctorate Degree Graduate on Chemichal Engineering. Holing EIA Certificate as Designer of EIA. Competence Certificate Nr. 000280/SKPA/LSK-INTAKINDO/X/2010.

2. Ir. Rahmat Budi Santoso, MT

Team Member /Air Quality Expert

Master Degree Graduate on Environmenal Engineering. Competence Certificate Nr. 000222/SKPA/LSK-INTAKINDO/VIII/2010.

3. Ir. Hera Widyastuti, M, PhD

Team member/ Surface Transportation Expert

Doctorate Degree Graduate on Communication Civil Engineering. Certified EIA Designer

4 Cahya Buana, ST, MT

Team Member/ Sea Transportation Expert

Master Graduate on Civil Engineering. Holding EIA Certificates A and C

5. Haryo Dwito Armono, ST, M Eng., PhD.

Team Member/ Hydro-oceanography Expert

Doctorate Degree Graduate on Marine Engineering

6. Sujantoko, ST, MT Team Member/ Hydro-oceanography Expert

Master Graduate on Water Resource Engineering

7. Dr.Ir. Widyastuti, MT

Team Member/ Water Quality Expert

Doctorate Degree Graduate on Chemical Engineeering. Certified EIA Designer.

8. Tatas ST, MT. Team Member/Hydrology Expert

Master Degree Graduate on Civil Engineering. Certified EIA Designer.

9. Dra.Dian Saptarini, M.Sc

Team Member/Biology Expert

Master Degree Graduate on Biology. EIA Certificate A.

10. Dra. Tuti Rumiati, MSc

Team Member/Socio-Economic and Cultural Expert

Master Degree Graduate on Statistics. EIA Certificate A.

11. Rochma Fitri Astuti, ST

Team Member/ Seawater Quaity Expert

Baccalaureate Degree Graduate on Chemical Engineering. EIA Certificate A. Competence Certificate as Member of EIA Team Member Nr. 000226/SKPA/LSK-INTAKINDO/VIII/2010




2.2. PROJECT DESCRIPTIONS

The comparison of activities covered in Environmental Impact Assessment

(EIA) Year 2010 and the revised ones will be reviewed in this document further

detailed Table 2.2.

Table 2.2. The Activities Covered in Environmental Impact Assessment

(EIA) Year 2010 and Revised Activities to be Reviewed in

Addendums of Environmental Impact Statement (EIS),

Environmental Impact Management (EIM) and Environmental

Impact Observation (EIO)

ACTIVITIES COVERED IN IEA YEAR 2010

REVISED ACTIVITIES AS COVERED IN ADDENDUMS OF EIS, EIM AND EIO

CONSTRUCTION

Labor Mobilization

Material and Equipment Mobilization by Sea

Material and Equipment Mobilization by surface transport

- Reclamation Material o Reclamation material for

causeway, reclamation volumes I, II & III 1,100,000 m3

o Reclamation material for interchange area 700,000 m3

o Container yard 3,910,000 m3

- Piling Material

Basecamp Construction

Port Construction Port Construction

a. Connecting Bridge Length : 2,560 m Width : 18 m Area : 32,000 m2 On-pile construction Work Progress 30,8% of Length 800 m x 12,5 m

a. Connecting Bridge Length : 800 m Width : 12,5 m Area : 10,000 m2

Reviewed construction 60,2%

b. Causeway Construction Massive construction and location adhered to edge of pier;

b. Causeway Construction Massive construction with ± 8 Ha area; location shifted 800 meter from the edge of the pier;






Design: Length : 500 m Width : 140 m Area : 70,000 m2 Reclamation Volume : 173,000 m3

Work progress : construction of riprap 500 m length and 25 m width (area 13,000 m2)

Design: I. Reclamation for causeway, Phase I

Length 520 m Width 25 m Area 13,000 m2

II. Causeway construction Phase 2 Length 200 m

Width 30 m Area 6,000 m

III. Causeway construction Phase 3 Length 1,231 m

Width 50 m Area 61,550 m2

c. Container Yard Construction

Container yard and supporting facilities Reclamation Volume: 5,844,000 m3 Container Yard size : 387,000 m2 4 blocks @ 96,750 m2 Terminal supporting facilities : 113,000 m2

Distance from Pier 260 m, Area 50 Ha

c. Container Yard Construction I. Container Yard

Area : 250,000 m2 Reclamation Volume : 2,800,000 m3

II. Dry Bulk Yard Area : 100,000 m2 Reclamation Volume : 1,110,000 m3

Distance from Pier ±970 m; Area 25 Ha and 10 Ha. Work Progress 0% Reception Facilities (RF) Construction

d. Trestle Construction

Trestle, 2 units with area 7,872,5 m2 Size 235 m x 9,5 m

On-pile Construction

d. Trestle Construction

Trestle modified into connecting bridge 2 (between container yard and pier) Length : 975 m Width : 16 m Area : 15,600 m2 On-pile Construction Work Progress 0%.

e. Pier Construction Size : 51,299 m2 (1,280 x 40) m Work progress 500 m length 50 m width (outer side)

d. Pier Construction Size 86,400 m2 (1,080 x 80) m.






Dredging of port pool for inter-insular container transportation, located in between pier and container yard Depth : -13 m LWS Dredging Volume : 2,000,000 m3

Beyond Study 2010

Temporary access Construction Temporary Access Demolition Length : 1,160 m Width : 12 m Area : 13,920 m2 Reclam. Volume: 57,505 m3

Additional Sewage: Type : Corrugated Steel Pipe Diameter : 1 m Length : 18 m Distance : 50 m Amount : 17 unit Total Length : 306 m Massive Length : Constructed.

Interchange Area Construction Interchange Area Construction I. Office Area

Length : 150 m Width : 113 m Area : 16,950 m2

II. Parking Lots Length : 387 m Width : 136 m Area : 52,632 m2 Massive Construction , Area ± 7 Ha Issue to be reviewed : Construction remains (97,5%)

OPERATION

Recruitment of 2,000 truck drivers For Container Terminal 45,000 DWT

Additional recruitment of 300 workers to support dry bulk loading and unloading activities For Multipurpose Terminal 45,000 DWT

Maintenance Dredging




2.2.1. Study of Environmental Impact Assessment Study

The addendum to EIS, EIM and EIO for Tanjung Perak Port Development

in Lamong Bay is executed after the feasibility study on Detailed Engineering

Design and Bathimetry Study have been completed.

2.2.2. Consistency of Business and/or Activities to Master Plan

The project activity plan is consistent with the East Java Provincial

Regulation Number 05 Year 2012 about East Java Province Masper Plan Year

2011-2031.

2.2.3. Project Site

The project site is under the asministrative territory of Surabaya City,

East Java Province (Figure 2.1.)

The borders of the project site are :

North : Madura Strait

East : -

West : Warehousing Estate, Fishponds Madura Strait

South : Jalan Tambak Osowilangun

2.2.4. Project Layout

The project layout is presented in Figure 2.2.




U

TA R

A

Page : II – 7

Figure 2.1 Project Plan Layout

Source: DIGITAL INDONESIAN MAP YEAR 1999 (LAND USE) and RESULT OF BATHYMETRY MEASUREMENT IN LAMONG RIVER ESTUARY YEAR 2008

1 0 1 2km SCALE

14’30”

14

’00”

9200

13’30”

13

’00”

12

’30”

12

’00”

11

’30”

11

’00”

9205

10’30”

10

’00”

09

’30”

09

’00”

08

’30”

9210

08’00”

06

9326

7 m

T

44’00” 44’30” 9198242 mU 9198293 mU 38’00” 38’30”

0680

Balongsari 3,5 km

39’00” 39’30” 40’00” 40’30”

0685

Balongsari 1 km

41’00” 41’30” 42’00” 42’30” 43’00”

0690

43’30”

0693

214 m

T

: Project Site Border

Pier 1080 x 80

Connecting Bridge 2 -

975 x 16 m (On Pile Construction)

Dry Bulk Yard 10 Ha

Container Yard 25 Ha Causeway 8 Ha

(Massive Construction)

Connecting Bridge 1 800 x 12,5 m

(On Pile Construction)

Interchange Area 7 Ha

Remarks




Figure 2.2 Project layout

Blue : Change on Lay Out of Activity

Plans Reviewed in this Document

PIER 1080 X 80 M

CONNECTING BRIDGE 1 (800 X 12,5 M)

ON PILE CONSTRUCTION

DRY BULK YARD 10 HA

CAUSEWAY 8 HA (MASSIVE CONTRUCTION)

CONNECTING BRIDGE 2 (975 X 16 M)

ON PILE CONSTRUCTION

Accordance with Decision of Minister of Environment Number 256 Year 2010

Strategic Environment Review (SER) Border




2.3. PROJECT IMPLEMENTATION PHASE

2.3.1. Activities Studied in Environmental Impact Assessment 2010

2.3.1.1. Construction Phase

a. Labor Mobilization

Labor mobilization reviewed in the Environmental Impact Asssessment 2010

will be conducted in accordance with the need. The project will need

about 100 comprising : 80 skilled workers and 20 non-skilled workers. The

hiring will be prioritized for the local people in accordance with the

required qualifications. They will be hired during construction phse only

on contract basis.

b. Equipment and Material Mobilization by Sea

The equipment and material transportation by sea has been reviwed in the

Environmental Impact Asssessment 2010. The quarry material is transported

by means of Trailling Suction Hopper Dredger (TSHD) and Cutter Suction

Hopper Dredger (CSD). The total volume of the reclamation material is

5,844,000 m3. In case the production capacities of TSHD and CSD are

respectively 400 - 500 m3/hour and in case the capacity of one barge

transporting the reclamation material is 10.000 m3, there will be increased

sea traffic by 10 vessels per day, crossing the shipping routes in Tanjung

Perak Port.

c. Basecamp Construction

The construction of basecamp has been reviwed in the Environmental Impact

Asssessment 2010. It will be utilized by the labors and spplied by the

contractor . The basecamp will be constructed on the access road, close to

Jalan Raya Tambak Osowilangon. The basecamp is to be supplied by public

washing, bathing and toilet facilities.




d. Port Construction

- Connecting Bridge Construction

The connecting bridge has been reviwed in the Environmental Impact

Asssessment 2010, and will be :

Length : 2,560 m

Width : 12,5 m

Area : 32,000 m2

Construction : On Pile

The construction adopts steel pile foundation. The distance between

others of the bridge piles. The interval in between the piles is 40 m.

Yet, the designed has been modified. At present the construction

progress is 30.8% of the total newly designed length (800m x 125 m)

- Causeway Construction

The causeway construction has been reviwed in the

Environmental Impact Asssessment 2010. It is designed for 500 m length

and 140 m width (total 70,000 m2) protruding to the sea. The

construction of the causeway will be quarry with volume + 173,000 m3

and massive construction in a location attached to the edge of the

coast.

However, the designed has been modified. When this study was

prepared, the work progress had been proceeding in riprap construction

with 500 m length and 25 m width, with a total area of 13,000 m2 (new

design).

- Container Yard Construction

The works of container yard construction and terminal supporting

facilities are progressing by reclaiming shallow water area in 260

distance from the pier. The designed of the construction has been

reviwed in the Environmental Impact Asssessment 2010 as detailed

below :




- Area of container yard: 387,000 m2 (4 block @ 96,750 m2)

- Area of Terminal Supporting Facilities : 113,000 m2.

The total volume of the reclamation material is 5,844,000 m3.

The designed has been modified to change the total area of the container

yard and terminal supporting facilities, reclamation volume and distance

from the pier.

- Trestle and Pier Constructions

The constructions of pier and trestle adopt cast in situ method.

The steel reinforcements are sirectly set on site and the concrete

mortar is supplied by raedy mix. The piles are made of steel with 0.711

m diameter (for trestle) dan 0.812 m diameter (for pier). The piers are

constructed on pile foundation. The piles are planted by means of

pontoon on the sea. Next, it is followed with preparation of pore

reinforcement and casting (on the top of the structure to tie some

piles), and preparation of girder reinforcement and pier floor. Then,

they are castled with ready mix concrete. The designs of trestle and

pier reviwed in the Environmental Impact Asssessment 2010 are :

- Trestle, 2 units with an area of 7.872,5 m2 sized 235 m x 9,5 m,

on-pile construction.

- Dermaga, sized: 51.299 m2 (1.280 x 40) m, the current progress :

constructed 500 m length and 50 m width (outer side)

2.3.1.2. Operation Phase

The operation phase has been reviwed in the Environmental Impact

Asssessment 2010. and it is designed for the operation of 45.000 DWT container

yard. It is specially operated for cargo container loading and unloading

activuties.

a. Labor Recruitment

Specifically during the operation phase and due to loading and unloading

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. At present the container loading

and unloading services in Tanjung Perak Port are supported by 50 – 100

companies. It is predicted that there will be new companies established to

support the operation of the cargo container loading and unloading activities.

According to the Environmental Impact Asssessment 2010, it is predicted to

require 2the hiring of 2,000 truck drivers.

b. Container Terminal Operation

In the Environmental Impact Asssessment 2010, it designed container

terminal capacity is 1,6 million TEU‟s per year, and it is estimated that there will

be increase of vessel accesses by + 530 vessels per year or + 2 vessels per day.

Tanjung Perak Port Development is supposed to anticipate container loading and

unloading up to year 2030. Next, it will be developed by constructing a new port

in Tanjung Bulu Pandan, Bangkalan, Madura (Results of Study by JICA 2007, The

Greater Surabaya Metropolitan Port).

As a center of distribution of goods, it will turn into a center of cargo

containers in East Java Province. As a center of distribution, it will be much

accessed by incoming and outgoing semi trailer trucks, especially transporting

cargo containers. The traffic volume on the highways in the studied area

accessing Jl. Tambak Osowilangon - Jalan Romokalisari – Romokalisari Toll Road

Gate, will be + 60 trucks per day or + 8 trucks per hour. At present Jl.

Romokalisari is already provided with 4 lanes 2 ways with road median in the

middle of the highway (4/2 D) and Jl. Tambak Osowilangun has already provided

with 6 lanes 2 (6/2 D) with road median in the middle of the highway.

Accordingly, it will not affect the average road performance significantly, i.e. :

0.8.

The ballast water is commonly filled after the vessels have completed

unloading operations to balance the vessels. 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. The oil usually spills during ballast water

draining. The process ballast water draining is to adopt reception facility (RF).




The container terminal in Lamong Bay share the same RF available in Tanjung

Perak Port in Milam Barat.

2.3.2. Activities Presently Studies

2.3.2.1. Construction Phase

a. Pre Cat Material and Equipment Mobilization and Demobilization

Mobilization of material and equipment for preparing the construction

of connecting bridge, pier and trestle by means of trucks. The construction

materials are transported onland via toll road and Jalan Tambak Osowilangon

until it reaches the the project site.

It adopts pre-cast construction method where the materials for

constructing the pier and other container terminal facilities are directly

installed on site. The piles to be installed are steel piles. The trestle materials

are transported by surface transport and collected in a stockpile on site. The

location of stockpile (a) and stockpile (B) and the truck access road are

presented in Figure 2.3.

The volume of reclamation material required for constructing the

Intercahange Area will be ± 600,000 m3. It is predicted that the mobilized

trucks during 3-month construction phase will be ± 30 units per hour or 355

units per day. The causeway will need ± 1,800,000 m3 reclamation material. In

case the causeway construction can be completed in ± 3 months it is predicted

that the mobilized trucks will be ±55 units per hour or 650 units

b. BasecampConstruction

When this study is prepared, field office (basecamp) has been erected as in

Figure 2.3 (C)).




D. Material Truck Route in

Jl. Raya Tambak Oso Wilangon

A. On Site Stockpile

Figure 2.3. Location of Stockpile and

Cross Area

C. On Site Basecamp

B. Temporary Access




c. Port Construction.

- Temporary Acces

Prior to the preparation of addendum to EIS, EIM and EIO, the temporary

access has been completely constructed but not yet reviewed in the

Environmental Impact Assessment 2010 . The access road is temporary as

it is accessed by material trucks only during the construction of causewy

and interchange area. It is 1,160 m length and 12 m wdth. The temporary

access is constructed bt reclaiming shallow water with a total reclamation

volume of 57,505 m3. To secure the seawater flows, in each 50 m interval

it is provided with a duct. The temporary access is presented in Figure

2.3 (see point D). When the connecting bridge is completely constructed

and can be utilized, the temporary access will be demolished. The

demolition ruins will be dumped in the planned area container yard

construction.

- Connecting Bridge Construction

It used to be planned be constructed with 2.560 m length 18 m width,

yet revised to be constructed with 800 m length 12,5 m with and total

area of 10.000 m2. The construction adopts steel pile foundation. The

distance between poers of the bridge piles. The interval in between the

piles is 40 m. It is designed to anticipate scouring due to seawater

turbulence. At present the construction progress it is estimated it will

be completed in early 2013. The cross section of the typical layout is

presented in Figure 2.4., Figure 2.5 and Figure 2.6.




Figure 2.4. Cut of Girder Cross Section (Middle Girder)

Figure 2.5. Cut of Pile Slab Cross Section




Figure 2.6. Connecting Bridge Layout

- Interchange Area Construction

The construction of interchange area has not been reviewed in the

Environmental Impact Assessment 2010 . It is an area for interchanging modes of

transportation, i.e. : external triler trucks to the internal trucks in the port area.

In the interchange area there are truck parking lots, offices and access gates .

The Interchange Area is constructed by reclaiming shallow waters in point right

before the position of causeway. The total area of Interchange Area will be

5,77Ha, comprising office area (113 m x 170 m = 19,120 m2) and parking lots 135

m x 285 m = 38,475 m2. The total reclamation volume will be 600,000 m3. The

layout and typical cross section of the interchange area are presented in Figure

2.7. and Figure 2.8.




Figure 2.7. Interchange Area Layout




Figure 2.8. Typical Cross Section of Interchange Area




- Causeway Construction

The location of causeway is not right in the coastline, instead it is the

extension of connecting bridge + 800 m distance fromthe coastline.The

location of the causeway is in accordance with the recommendation of

Mayor of Surabaya as addressed in Decision of Mayor of Surabaya Number :

551.43/675/436.7.1/2012 dated 13 February 2012 about Plan of Tanjung

Perak Port Development in Lamong Bay. The shallow water reclamation

for constructing the causeway requires a volume of reclamation as much

as + 1.800.000 m3 material supplied onland and transported to by trucks.

The causeway reclamation is to be provided with ducts installed arrays

with 200 m interval as presented in Figure 2.9. To ease the construction

works, the causeway construction process utilize the available temporary

access (as further detailed in the following activity descriptions).




- Container Yard Construction

The container yard design detailed in the addendum of EIS, EIM and EIO

2012, is different from the one designed in Environmental Impact

Assessment 2010, where the result of Strategic Environmental Review

2012 by Brawaijaya University show that the planned location of the

Container Yard, as recommended based on the results of Strategic

Environment Review (SER) Year 2012 by Brawijaya University, it is

planned to be 970 m from the pier, instead of 260 based on the

Environmental Impact Assesssment 2010. It will be constructed by

reclaiming the shallow waters with a total volumen of reclamation

material of 2,800,000 m3 for Container Yard and 1,110,000 m3 for dry bulk

yard. It is planned that the reclamation material will be supplied from

mud in shallow waters dredged by means of Trailling Suction Hopper

Dredger (TSHD and Clamshell). The quarry material for constructing the

Container Yard is supplied by third parties holding required and valid

licenses. One of the alternatives to get the quarry material is using the

results of port pool dredging. The quarry material must contain minimal

20% mud (as per construction of Surabaya Container Terminal). It is

supplied from the quarry by means of hopper provided with suction units

and pipeline to draw the material into the causeway area since it is in

shallow water area.

A unit of Trailling Suction Hopper Dredger (TSHD) can transport ± 2,500

m3 reclamation sand while the clamshelll can transport ± 6,000 m3. In

case of 20-hour operation per day, it is estimated that there will be 4-5

trips per day for about 2 month. The operation must be closely piloted

and monitored by the port master to prevent any possible disturbances to

the existing voyage scheduled.

The layout of Container Yard and dry bulk area are presented in Figure

2.10., while its typical cross section is presented in Figure 2.11.




Figure 2.10. Layout of Container Yard and Bulk Area

Figure 2.10. Container Yard dan Bulk Area Layout




Figure 2.11. Container Yard and Bulk Area Typical Cross Section




Construction of Terminal Supporting Facilities

(Container Yard Hardening, Gate, CFS, Chasis Parking)

The construction of terminal supporting facilities covers :

a. Container Yard Hardening

The typical hardened construction of the container yard is presented in

Figure 2.12.

Figure 2.12. Hardening Layers – Container Yard Zone

Source: Survey Investigation Design (SID) Container Terminal Development II in Lamong Bay, Tanjung Perak Port, Surabaya, 2008

- 12 Gates

The gates are constucted with steel frames. The front view of the gate

structure is presented in Figure 2.13.




Figure 2.13. Gate Front View

Source: Survey Investigation Design (SID) Container Terminal Development II in Lamong Bay, Tanjung Perak Port, Surabaya, 2008

c.. 2.500 m2 CFS

The Container Freight Station (CFS) is a warehouse with streel frames.

The typical side view and cross section of the CFS is presented in Figure

2.14 and Figure 2.15.

Figure 2.14. CFS Left Side View

Source: Survey Investigation Design (SID) Container Terminal Development II in Lamong

Bay, Tanjung Perak Port, Surabaya, 2008

Tampak Samping KiriSkala 1:250

667667 667667 667667

4000

± 000

+ 700

+ 1266

- 120

SISI ARAH LAUT SISI ARAH DARATAPRON APRON

300 300300300

+ 517

600600

15°

Off Shore Side Apron




Figure 2.15. CFS Cross Section

Source: Survey Investigation Design (SID) Container Terminal Development II in Lamong

Bay, Tanjung Perak Port, Surabaya, 2008

d. 9,141 m2 Chassis Parking Area (150 m x 100 m)

Chassis parking is provided for parking vehicles before they enter the

container yard. The typical hardened construction of the chassis parking

area is presented in Figure 2.16.

Figure 2.16. Typical Hardened Construction of Parking Area

Source: Survey Investigation Design (SID) Container Terminal Development II in

Lamong Bay, Tanjung Perak Port, Surabaya, 2008

Concrete Block K-500

Bedding Sand

BASE

COURSE

CTB K-125

SUB GRADE

CBR 6 %

10cm

5cm

60cm

SUB BASE

AGREGAT B

CBR 30 %

30cm

Potongan A-ASkala 1:250

± 000

+ 700

+ 1266

667667 667667 667667

4000

300

- 120

APRON

360

300300300

15°

APRON ± 000

+ 517

600600




- Trestle Construction

The trestle is constructed with on pile construction with 975 m length and

16 m width (area 15,600 m2). The typical cross section of trestle or

connecting bridge is the same as the previous one (between the mainland

and causeway)

- Pier Construction

In general the multipurpose pier covers pier construction and port pool

dredging as detailed below. it The area of the pier construction is 86,400

m2 (1,080 m x 80 m). Before the preparation of addendum to the EIS, EIM

and EIO the pier construction progress has been 500 m length x 50 m

width. The typical cross sections are presented in Figure 2.17. and the

design of the pier in such a way that the seawater depth under the pier is

14 m LWS . It is designed in such a way up to 14 LWS. The photos of pier

works are presented in Figure 2.18.

Figure 2.17. Pier Typical Cross Section

16000

6500 6500




Figure 2.18. Photoes of Pier Construction Works

Figure 2.19. Pier Typical Cross Section




The dredging has not yet reviewed in the Environmental Impact

Assessment 2010. The dredging utilizes a system called Clamshell type Grab

Bucket working with a grab when lifting up from and down into the water (see

Figure 2.20). Method or process of grabbing in 1 Cylus :

Pulling down

The grab with its content is pulled down into the hold/barge, including

the bucket, depending on the closing cables /wires

Opening

The grab weight is shifted to hanging wires. As the Grab opens the

content is poured into the hold of hopper

Swinging

The crane arm (jib) swings again to digging point. The closing wire

loosens to enable the bucket fully open before being dipped into the

water.

Pulling down

The open Bucket/Grab freely drops while the hanging wire is loosen.

Closing

When the bucket reaches the seabed, the hoisting wire is pulled. The

bucket will close with wit a force that is not exceeding the force of

the grab and its content.

Pulling up

When the bucket is closed, the lifting up proceeds by pulling the

hoisting wire.

Swinging

When the Grab is over the water, the jib swing over the hopper. As the

operation system works on the grab weight (freedy drop) , the weight

of the steel grab and its volume will affect its performance to handle

the soil. In case of Mud (=loose soil) it requires large but light bucket.

In case of Hard soil it requires small but heavy bucket.

The spud and anchor are used to tether the dredger. The tagline is

required to control the grab.




The dredger is moved by pulling up spud and moves backward especially in

stationary dredgers. In case of self propelled dredger, the it is easy to move in

the same position and direction, i.e. simply by igniting the engine, then it will

move forward.

In case of stationary dredger, it can be attached with one crane and grab only.

Consequently, the dredge will be move frequently. However, the self propelled

dredger can be attached with some cranes simultaneously to increase the

operation capacity.

Figure 2.20. Grab Dregder




The dredging performance depends on the depth of the seabed and

„slewing‟ angle. The dredging speed is about 70 m/minute and the 'slewing' speed

: 1.8 – 2.0 rpm working separately or simultaneusly slewing angle 45o it needs

60 seconds - 3 minutes.

The mud will be poured/dumped into the seabed. The dredging mud will

be dumped to the area of container yard construction.

2.3.2.2. Operation Phase

In general, the activities in the multipurpose terminal in the operation

phase of Tanjung Perak Port Development in Lamong Bay comprise :

a. MultipurposePier Operation

The loading and unloading activities in the multipurpose pier cover

container and dry bulk loading and unloading. The operation of container

terminal in Lamong Bay is closely related with container loading and

unloading activities. The container loading and unloading activities from the

vessels usually transist in a container yard. Next, the container will be

transported to the vessel for container loading or to the truck for container

unloading.

The container terminal capacity is 1,6 million TEU‟s per year, and it is

estimated that there will be increase of vessel accesses by + 530 vessels per

year or + 2 vessels per day. Tanjung Perak Port Development is supposed to

anticipate container loading and unloading up to year 2030. Next, it will be

developed by constructing a new port in Tanjung Bulu Pandan, Bangkalan,

Madura (Results of Study by JICA 2007, The Greater Surabaya Metropolitan

Port). For dry bulk cargo, it is predicted that there will be an increase of

vessel entry by + 1 vessel per day.

As a center of distribution of goods, it will turn into a center of cargo

containers in East Java Province. As a center of distribution, it will be much

accessed by incoming and outgoing semi trailer trucks, especially

transporting cargo containers. The traffic volume on the highways in the

studied area accessing Jl. Tambak Osowilangon - Jalan Romokalisari –




Romokalisari Toll Road Gate, will be + 80 trucks per day or + 10 (during peak

time 10.30 – 11.30)

b. Ballast Water Supply and Oil Spill

The ballast water is commonly filled after the vessels have

completed unloading operations to balance the vessels. 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. The oil usually

spills during ballast water draining. The process ballast water draining is to

adopt reception facility (RF). The container terminal in Lamong Bay share

the same RF available in Tanjung Perak Port in Nilam Barat.

Waste Treatment in Tanjung Perak Development in Lamong Bay

The waste treatment in container terminal in Lamong Bay utilizes the

same waste treatment plant already available in Tanjung Perak Port. The

treated wastes cover :

a. Solid Waste

The treatment of solid wastes in the container terminal will utilize

the same waste treatment plant already available in Tanjung Perak Port.

The rubbish from the container terminal will be transported to and

dumped in Benowo Landfill, so will the rubbish collected from the pools

or pier waters. (See Annex of Working Plan and Technical Requirements

for Transportation of Rubbish Collected from the Port to Benowo Landfill)

b. Liquid Waste and Poisonous and Hazardous Material

The liquid waste and dangerous and hazaordous wasstes from the

container terminal will be treated in the same Reception Facility 9RF)

available in Tanjung Perak Port in Nilam Barat. Pursuant to Annex

IVMARPOL 73/78 Regulation 10, the port administrator or management is

to provide RF in accordance with the vessel needs. The operation of RF is

to refer to the relevant local regulations. In Indonesia, the RF operation




procedures are provided in the Regulation of the Minister of Environment

Number 05 Year 2009 about Waste Treatment in Ports (annexed thereto).

Port Security Management

The port security in the container terminal in Lamong Bay will be

managed under the same standards as the ones applied in Tanjung Perak

Port. Tanjung Perak Port management has applied the international

standards to manage the port security and facilities under International

Ship and Port Facility Security (ISPS Code) since 1 July 2004, and they

periodically provide security trainings to be attended by the relevant

security officers. The trainings provided in consistence with the ISPS Code

involves KP3 Tanjung Perak, Indonesian Army Officers, Indonesian Navy

Officers, Tanjung Perak Port Security Unit, PT Pelindo, Fire Extinguishers

and companies operating in the port. Tanjung Perak Port that serves

foreign vessels, is strictly to follow the international security procedures

as set forth in the ISPS Code. In order to be able to well support the port

security and facility, it requires trainings. In the mean time, to assure

better services and sense of security, as of 01 July 2004 all ports,

especially the ones serving foreign vessels is to apply the ISPS Code. The

consistant application of ISPS Code in Tanjung Perak Port, is initialized by

preparing the required human resources and physical supports in the port,

such as : Close Circuit Television (CCTV), street lights and fences.




Table 2.3. Activity Schedule of Tanjung Perak Port Development in Lamong Bay




2.4. OTHER ACTIVITIES SURROUNDING THE PROJECT SITE

Tanjung Perak Port

Tanjung Perak Port is geographically located in 112º 43‟ 22” East Longitude

and 7º 11‟ 54” South Latitude, excatly in Madura Strait., North Part of

Surabaya City.

Tanjung Perak Port is under the administration of PT. Pelabuhan Indonesia

III and the borders of Administration Authority of Tanjung Perak Port ,

Surabaya have been set forth based on Collective Decision of Minister of

Home Affairs and Minister of Communication Number 93 Year 1981 and

Number KM.110/AL.106/Phb-81 dated 29 April 1981, and the borders of the

Working Environment of Tanjung Perak Port is in consistant with the Master

Plan prepared by the City Government of Surabaya. With reference to the

borders, the administrative area of Tanjung Perak Port is totally 524.3 Ha,

while the waters area of Tanjung Perak Port is 1,634.03 Ha. Basically, the

administrative area is in the waters area of Tanjung Perak Port (See

Figure 2.21.).




Figure 2.21. Waters Area Border and Administrative Area Border of

Tanjung Perak Port

Source: Technical and Environmental Review on Shipping Routes, Seminetation and Phase of Reclamation in Coastal Area in Madura Strait

6°5

5'0

0" L

S

6°5

5'0

0" L

S

7°1

5'0

0" L

S

112°50'00" BT112°35'00" BT

112°50'00" BT112°35'00" BT

DERMAGA PETROKIMIA

DERMAGA PLTU

PELABUHAN GRESIK

DERMAGA PERTAMINA

DERMAGA PLTG

INDRO

KARANG KIRING

TENGGULUNAN

KREMBANGAN

KALI ANAK

GENTING

BABAT JERAWAT

SEGOROMADU

KAMAL

KALI MAS

TANJUNG PERAK

P. MADURA

U

TA R

A

TAMBAK PERIKANAN

TANJUNGAN

JUNGANYAR

DAKIRING

BULUHBARAT

Tg. BULU

SLEMPIT

SEMBILANGAN

Ug. SLEMPIT

SEMBILANGAN

JUNGPIRING BARAT

JUNGPIRING TIMUR

Ug. PIRING

MARTAJASA

BANGKALAN

S. PUCUNG

BANCARAN

SABANEH

SABIYAN

GEBANG

POCOGAN

BARUK

LANCANG

BINTENG

AROSBAYABARAT

Tg.MODUNG

Tg. BULUPANDAN

BATUPORON

KESEK

SEKARBUNGUSUKALELA

KARANGPANDAN

TEBUL

KALI MIRENG

Tg.SAWO

KA

LI M

ER

TA

NI

KALI UJUNG

Tg.WEDORO

KA

LI S

OL

O

MUARA KALI SOLO

KALI RESPATI

PM 2

DERMAGA MASPION

112°40'00" BT 112°45'00" BT

7°0

0'0

0" L

S7

°05'0

0" L

S7

°10'0

0" L

S7

°15'0

0" L

S

0.0

Kilometer

1.0 2.0 3.0 4.0

MASPION

7°0

5'0

0" L

S7

°00'0

0" L

S

7°1

0'0

0"

LS

112°40'00" BT 112°45'00" BT

Waters Area Border

Administrative Area Border

MADURA ISLAND




The progress of traffic accessing Tanjung Perak Port during the last five years

keeps increasing, especially the traffic of cargo containers and passengers. At

present, the vessels visiting Tanjunbg Perak Port take the same shipping routes

that will be accessed when visiting the multipurpose terinal in Lamong Bay.

Consequently, it will be potential to increase the rate of sea traffic addicents

in the routes.

Fish Landing Base Plan in Surabaya City

Surabaya City Development Agency plans to establish a Fish Auction Center -

Fish Landing Base in the estuary of Lamong Bay. However, it is not yet clear

when such plan will be realized. The possibly arising impact will be increase of

traditional fisherman boat traffic loading the existing shipping routes in the

West Part of Madura Strait

Waterfront City Plan in Lamong Bay

Based on the information collected from the East Java Province Environmental

Agency, it is planned to establish a Waterfront City close to Lamong Bay by a

private entity. It is supposed to be a water tourist attraction center.

Theproject will be realized by reclaiming parts of Lamong Bay. It will be

potential to heighten the water surface due to backwater in the estuary when

high tide.

Suramadu Bridge

Suramadu Bridge is in the East of Tanjung Perak Port and relatively remote

from the studied area. The East shipping routes at present are not the ones for

vessels about to tether in Tanjung Perak Port or Container Terminal in Lamong

Bay, since the contour of the routes is too shallow for vessels to access. Since

the location is pretty away (+ 15 km) from the project site, and it is not in the

shipping routes to the port, it does not affect Tanjung Perak Port Development

in Lamong Bay.




Multiporpuse Terminal and Container Depot Construction Plans by PT Sarana

Mitra Global Nusantara.

The area to be occupied for the multipurpose terminal and Container depot is

125 Ha. These plans certainly will bring impacts as other container terminals in

general do, among other things : increasedd surface transportation and

decreased seawater quality.




Page: II - 40

Figure 2.22 Other Activities


1 0 1 2km SCALE

U

TA R

A

14’30”

14

’00”

9200

13’30”

13

’00”

12

’30”

12

’00”

11

’30”

11

’00”

9205

10’30”

10

’00”

09

’30”

09

’00”

08

’30”

9210

08’00”

06

9326

7 m

T

44’00” 44’30” 9198242 mU 9198293 mU 38’00” 38’30”

0680

Balongsari

3,5 km 39’00” 39’30” 40’00” 40’30”

0685

Balongsari 1 km

41’00” 41’30” 42’00” 42’30” 43’00”

0690

43’30”

0693

214 m

T

Water Front City

Teluk Lamong

Surabaya Fish

Market

Tanjung Perak

Port

Mangrove

Galang

Island

Mine-free activity site

Fleet Base and

Armory

Container

Terminal

(TPS)

PT. SMGN


CHAPTER 2 – ACTIVITY IDESCRIPTION


Figure 2.23. Location of Suramadu Bridge in East of Tanjung Perak Port

Source : Detailed Engineering Design of Suramadu Access from Surabaya Side and Madura Side PT PELINDO III (Persero)

Batas Tapak

U

Scale

0 1 2

km


CHAPTER 2 – ACTIVITY IDESCRIPTION

III - 42 Addendum to ENVIRONMENTAL IMPACT STATEMENT, ENVIRONMENTAL IMPACT MANAGEMENT, ENVIRONMENTAL IMPACT OBSERVATION Documents Tanjung Perak Port Development in Lamong Bay

Figure 2.24. Locations of

Fisherman Activities

Surrounding the Project Site

Fish cages Trawl Shrimp search site Gate house Construction Site Mussel search site Fish ponds Salt ponds


CHAPTER 3 – INITIAL ENVIRONMENT DESCRIPTION


CHAPTER 3 INITIAL ENVIRONMENT DESCRIPTIONS

The presented initial environmental decriptions concern with hypothetical

significant impacts due to the project within the scope of study and data

required for predicting such impacts.

3.1. GEO-PHYSICAL CHEMICAL COMPONENTS

3.1.1. Climate

The data on climate in the studied area are collected from Perak

Meteorology, Climatology and Geo-physics Agency 1 Surabaya, comprising

number and volume of rains and air temperature and humidity. The climate is

classified based on Q value or comparison between number of rains in dry

season (rain volume < 60 mm) and number of rains in wet season (rain volume >

100 mm. Next, it is classified as advocated by Schmidt dan Ferguson (1951). In

year 2007 – 2009, the Q value were successively 140%; 100% and 140%.

Accordingly, the climate is classified E and D (Fair – Slightly Dry). In 2010 the Q

value dropped into 44%, therfore the classification shifted into C (slightly wet)

and in 2011 it shifted into the fair (Q = 71 %).

In year 2007 – 2008, the dry months were July through and the wet

months were November - June. However, in 2010 there were still rains from

January through October. In 2011 the wet months were October through May.

The rain volume per year from 2007 through 2011 were 1,062 mm; 1,143

mm; 1,257 mm; 1,384 mm; 1,390 mm. It shows that the trend of rain volume

kept increasing pretty significaltly. The complete data on the rain volume are

presented in Table 3.1.




Tabel.3.1. Data of Rain Volume in Studied Area Year 2007 - 2011

Month

2007 2008 2009 2010 2011

Volume (mm)

Max Day Volume

(mm) Mas Day

Volume (mm)

Max Day Volume

(mm) Max Day

Volume (mm)

Max Day

1 111 50 9 142 30 10 324 80 11 300 57 19 190 43 11

2 230 56 11 119 32 7 408 85 17 228 36 15 203 57 7

3 175 70 8 354 76 9 262 74 9 274 59 14 381 103 14

4 71 55 4 - - - 135 35 8 284 62 17 101 30 9

5 30 9 4 54 14 1 - - - 143 28 9 168 47 9

6 53 53 1 6 4 2 13 13 1 25 15 2 - - -

7 - - - - - - - - - 47 25 4 - - -

8 - - - 13 13 1 - - - 13 11 2 - - -

9 - - - - - - - - - 70 22 5 - - -

10 - - - 79 40 6 - - - - - - 38 16 3

11 50 17 6 113 28 8 - - - - - - 176 57 12

12 342 62 12 263 52 9 115 35 6 - - - 133 33 12

Total 1.062 55 1.143 53 1.257 52 1.384 87 1.390 77

Source : Perak Meteorology, Climatology and Geo-physics Agency 1 Surabaya, 2011

Figure 3.1. Graph of Rain Volume Per Month Per Annum (Year 2007-2011) Source: Perak Meteorology, Climatology and Geo-physics Agency 1 Surabaya, 2011

0

50

100

150

200

250

300

350

400

450

1 2 3 4 5 6 7 8 9 10 11 12

Bulan

Ju

mla

h C

ura

h H

uja

n (

mm

)

2007

2008

2009

2010

2011

Month

Tota

l Rai

n V

olu

me

(mm

)




The highest humidity generally took place in February, March and April, while

the lowest one usually dis in September and October. The average humidity

ranged 64% – 83 %. In 2010 the average humidity per year tended to increase,

yet in 2011 it tended to drop.

Table. 3.2. Data of Humidity in Studied Area Year 2007 - 2011

Month 2007 2008 2009 2010 2011

Max Min Aver. Max Min Aver. Max Min Aver. Max Min Aver. Max Min Aver.

January 99 44 77 97 48 79 97 45 79 97 46 79 97 47 82

February 98 58 83 95 55 81 97 52 82 97 52 80 97 54 81

March 97 54 81 98 56 82 92 59 78 97 48 81 97 53 81

April 98 52 81 95 46 77 94 46 77 98 55 82 95 52 81

May 95 45 77 94 35 72 98 38 78 97 54 81 96 45 76

June 97 44 77 93 39 71 98 46 75 96 46 78 97 38 70

July 93 39 72 92 35 67 95 36 69 97 40 75 92 38 70

August 92 40 67 96 40 68 92 37 68 94 42 72 89 35 67

September 90 32 64 89 32 65 89 33 66 97 40 76 91 33 66

October 96 31 67 93 35 68 87 32 66 97 46 77 92 28 66

November 95 36 74 95 49 78 94 35 70 98 41 78 97 44 77

December 97 55 81 98 49 78 95 40 74 98 41 78 97 47 79

Source: Perak Meteorology, Climatology and Geo-physics Agency 1 Surabaya, 2011

Figure 3.2. Graph of Average Humidity Per Month Per Annum in Studied Area (2007-2011)


0

20

40

60

80

100

1 2 3 4 5 6 7 8 9 10 11 12

Bulan

Kele

mb

ab

an

Ud

ara

Rata

-Rata

(%

)

2007

2008

2009

2010

2011

Ave

rage

Hu

mid

ity

(%)

Month




The average highest temperature took place in October - November while

the lowest one did in Februari. During 2007 – 2011, the maximum temperature

ranged 33,4 – 37,6oC while the lowest one did 19,8 – 24,6 oC. The complete

temperature data are presented in the following table.

Table.3.3. Data of Air Temperature Humidity in Studied Area Year 2007 - 2011

Bulan 2007 2008 2009 2010 2011

Max Min Aver. Max Min Aver. Max Min Aver. Max Min Aver. Max Min Aver.

January 35.60 24.00 28.90 34.60 23.00 28.27 34.20 24.00 27.70 35.20 23.40 28.60 34.2 22.8 27.4

February 34.40 23.80 27.80 33.40 22.80 27.00 34.20 23.80 27.30 33.50 24.40 28.40 34.4 23.2 27.7

March 36.60 23.20 28.00 33.70 21.90 27.50 35.00 24.00 28.30 35.20 23.40 28.60 34.2 23.6 27.9

April 35.00 24.20 28.60 34.60 22.60 28.60 35.30 24.40 29.20 35.10 23.80 28.60 34.3 24.0 28.2

May 35.00 23.40 29.00 34.80 20.80 28.70 35.30 22.80 28.70 35.00 24.60 29.00 34.5 24.5 28.9

June 34.60 21.80 27.50 34.60 21.50 28.30 34.60 23.20 28.70 35.00 23.00 28.80 34.8 22.0 28.1

July 34.40 21.20 28.00 33.60 21.40 27.70 34.40 19.80 28.30 34.70 21.60 28.80 33.6 22.0 28.1

August 34.40 20.40 27.90 35.40 22.00 28.50 34.80 20.20 28.50 34.90 22.00 29.20 34.2 21.4 28.0

September 35.60 20.80 28.60 36.20 23.00 29.40 36.40 20.40 29.30 35.80 23.20 28.80 35.2 22.8 28.6

October 35.10 23.80 29.70 36.70 24.40 30.10 37.60 21.80 30.30 35.80 22.20 28.70 36.4 22.8 29.8

November 36.80 22.20 29.40 34.90 24.60 28.70 37.30 27.00 30.10 35.60 23.00 28.80 35.4 23.6 28.9

December 34.70 23.20 27.80 34.80 23.70 27.90 36.60 22.60 29.30 35.60 23.00 28.80 35.4 23.6 28.3


Figure 3.3. Graph of Average Air Temperature Per Month Per Annum in Studied Area (2007-2011)


25

26

27

28

29

30

31

1 2 3 4 5 6 7 8 9 10 11 12

Bulan

Tem

pera

tur

Ud

ara

Rata

-rata

Bu

lan

an

(o

C)

2007 2008 20092010 2011

Ave

rage

Air

Tem

per

atu

re (

C)

Month




To identify the trend of wind direction based on the data of wind speed and

direction in year 2011 in the studied area see Figure 3.4. The figure shows that

the wind tended to blow to East and North East with average speed 4,5 m/s.

Figure 3.4. Wind Rose in Studied Area

Source : Survey on Wind Speed and Direction in Studied Area year 2011

3.1.2. Air Quality and Noise

3.1.2.1. Air Quality

Based on the secondary data from Environmental Impact Assessment

Documents of Tanjung Perak Port Development in Lamong Bay in Year 2010, the

air quality is studied through sampling by Company Hygiene and Occupational

Health Agency , East Java Province. The air quality measurement and test took

place on 19 Pebruary 2008. The conditions of climate when it was mesured are

presented in Table 3.4 and the ambient air quality are presented in Table 3.5.




Table 3.4. Conditions of Clime During Air Quality Measurement

Nr Locations

PARAMETER

Air Temp. (oC)

Relative Humidity (RH)

(%)

Wind Speed (m/sec)

Wind Direction

Climate

1 Container Terminal Gate 31.6 68.3 0.25-1.01 South East Cloudy

2 Demak Junction, Jl. Gresik 29.7 71.0 1.25-3.22 South East Clear

3 Romokalisari Crossroad 30.9 65.0 1.6-2.9 South East Cloudy

4 Tambak Osowilangun 34.5 62.4 1.9-3.9 South East Cloudy

5 Margomulyo Junction 31.1 67.0 1.6-4.2 South East Cloudy

Source: Air Quality and Noise Survey on 19 February 2008 for Environmental Impact Assessment for Tanjung Perak Port Development towards Lamong River and Lamong Bay

Table 3.5. Results of Ambient air Quality Measurement (Secondary Data)

*Regulation of Governor of East Java Province Nr. 10 Year 2009 ** Indonesian State RegulationNr. 41 Year 1999 about Air Polution Control Source: Air Quality and Noise Survey on 19 February 2008 for Environmental Impact Assessment for Tanjung Perak Port Development towards Lamong River and Lamong Bay

Refering to data presented in Table 3.3, the parameter exceeding the quality

standard is NOx, i.e. : in Jl Demak – Jl. Gresik Junction and Romokalisari

Crossroad. The dust exceeding the quality standards as set forth in the

Indonesian State Regulation 41 Year 1999 is found in Demak Junction,

Romokalisasi Crossroad and Margomulyo Junction. The concentration of

measured gases and dust is predicted to originate from fuel combustion of

automotive vehicles and traffic of automotive transportation activities. In the

locations of measurement, the mobile activities of human beings and goods by

means of automotive vehicles are relatively dense.

Nr Locations

PARAMETER

Carbom Monoxide

(CO) (ppm)

Nitrogen Oxide

(NOx) (ppm)

Sulphur Dioksida

(SO2) (ppm)

Amonia (NH3) (ppm)

Dust g( /N m3)

1 Container Terminal Gate 1.0 0.0453 0.0016 0.0439 0.0658

2 Demak Junction, Jl. Gresik 4.0 0.0593 0.0044 0.0423 0.6482

3 Romokalisari Crossroad 4.0 0.0561 0.0044 0.0044 0.5791

4 Tambak Osowilangun 3.7 0.0441 0.0026 0.0584 0.0662

5 Margomulyo Junction 2.7 0.0420 0.0022 0.0658 0.6857

Quality Standards * 20 0.05 0.10 2.00 0.26

230 µg/Nm3 **




In addition to the secondary data, the sampling on air quality was taken on 11

September 2012 in collaboration with the PT. Envilab Indonesia. The results of

the laboratory analysis arae presented in the followig table.

Table 3.6. The results of Air Quality Analysis in Sampling Points (Primary Data)

Nr. Parameter Analysis Results *) Quality

Standard **)

1 2 3 4

1 Nitrogen Dioxide, NO2 <10 <10 <10 <10 92.5

2 Sulfurdioxide, SO2 <25 27.8 <25 <25 262

3 Ammonia, NH3 215 70 107 57 1.360

4 Hydrogen Sulfide, H2S <2.2 <2.2 2.2 2.8 42

5 Dust 122 73.7 35.2 319.1 260

6 Hydrocarbon, HC** 17.6 17.5 17.6 17.8 160

7 Carbon Monoxide, CO <1.000 <1.000 <1.000 <1.000 22.600

8 Oxidant, O3 <20 27 23 <20 200

9 Lead, Pb <0.2 <0.2 <0.2 <0.2 60

10 Noise 72.9 80.3 74 59.4 -

METEOROLOGY DATA

1 Temperature 38.0 36.1 36.5 35.6 oC

2 Relative Humidity 40.5 55.8 47.1 44 %

3 Wind Direction (to) West West West West -

4 Wind Speed 0.1 – 2.1 0.1 – 2.3 0.1 – 2.8 0.1 – 0.9 m/s

5 Weather Clear Clear Clear Clear -

*) Sampling Points

1 : Kalianak Junction Surabaya (S : 07o13.774‟ E : 112o40.952‟) 2 : In front of Project Site (S : 07o12.931‟ E : 112o39.231‟) 3 : Around Romokalisari (After Bridge) (S : 07o11.782‟ E : 112o38.724‟) 4 : Project Area (Close to the coast) (S : 07o12.646‟ E : 112o39.676‟)

**) The Air Quality Standard pursuant to Regulation of Governor of East Java Province Nr. 10 Year 2009




Based on the results of sampling on the air quality in the sampling points it is

found that the in area close to the roads Amonia, H2S, dust and hydrokarbon

were identified. However, they still satisfied the quality standards to the

Regulation of Governor of East Java Province Nr 10 Year 2009. In area close to

the project site, it was found that SO2, NH3, dust, Hydrocarbon, and oxidant

were detected. In general, they satisfied the stadard, saved for dust in area

close to the coast that was relatively thick and exceeded the standard. It was

due to the existing reclamation activities.

3.1.2.2. Noise

Similar to the measurement of air quality, to identify the noise in area

srrounding the project site the mesurement based on the secondary data from

Environmental Impact Assessment Documents of Tanjung Perak Port

Development in Lamong Bay in Year 2010, the noise is studied through sampling

for primary data by PT. Envilab Indonesia on 11 September 2012. The results of

the measurement are presented in the following table.

Table 3.7. Results of Noise Measurement (Secondary Data)

Nr Location Noise Intensity (dB.A)

1 Container Terminal Gate 71.2

2 Demak Junction, Jl. Gresik 75.7

3 Romokalisari Junction 78.4

4 Tambak Osowilangun 74.2

5 Margomulyo Junction 75.8

Quality Standard * 70

*Decision of Minister of Environment Nr. 48/XI/1996 about Noise Standards for Industrial Area Source: Air Quality and Noise Survey on 19 February 2008 for Environmental Impact Assessment

for Tanjung Perak Port Development towards Lamong River and Lamong Bay




Table 3.8. Results of Noise Measurement (Primary Data)

Nr. Parameter Analysis Results *) Quality

Standard **)

1 2 3 4

1. Noise 72.9 80.3 74 59.4 -

DATA METEOROLOGY

1 Temperature 38.0 36.1 36.5 35.6 oC

2 Relative Humidity 40.5 55.8 47.1 44 %

3 Wind Direction (to) West West West West -

4 Wind Speed 0.1 – 2.1 0.1 – 2.3 0.1 – 2.8 0.1 – 0.9 m/s

5 Weather Clear Clear Clear Clear - Source: Air Quality and Noise Survey on 19 February 2008 for Environmental Impact Assessment for Tanjung Perak Port Development towards Lamong River and Lamong Bay

*) Sampling Points

2 : Kalianak Junction Surabaya (S : 07o13.774‟ E : 112o40.952‟) 2 : In front of Project Site (S : 07o12.931‟ E : 112o39.231‟) 3 : Around Romokalisari (After Bridge) (S : 07o11.782‟ E : 112o38.724‟) 4 : Project Area (Close to the coast) (S : 07o12.646‟ E : 112o39.676‟)

Based on the aforementioned data, it shows that the condition in the

sampling points is already noisy. In general, such high noise is due to cargo and

passenger transportation by means of motorized vehicles.

3.1.3. Seawater Quality

The observation on seawater quality was conducted in 10 points

surrounding the ptoject site as presented in Table 3.9. The seawater quality data

were secondary ones, collected from the area surrounding the project site in

Lamong Bay and supplied by PT. PELINDO III.In case of activities in ports, the

adopted standard is pursuant to seawater quality standard for seawater quality

pursuant to Decision of Minister of Environment Nr. 51 Year 2004 Annex I about

Seawater Quality Standard on port waters. The measurement took place on 09

April 2012 by the officer of Technical Environmental Health and Disease Control

Management Center. The results are presented in Table 3.10. The test results

show that the whole paramaters of seawater quality in the 10 sampling

pointssatisfied the prevailing standards.




Since there are fishing activities surrounding the project site, the

parameters of seawater quality are to refer to the seawater quality standard for

seawater quality pursuant to Decision of Minister of Environment Nr. 51 Year

2004 Annex III about seawater quality for sea biota. The sampling took place 16

July 2012 by the officer of Technical Environmental Health and Disease Control

Management Center. The results are presented in Table 3.11. The results of

measurement on the physical parameter of seawater quality for sea biota in

consistence with the Quality Standard pursuant to Decision of Minister of

Environment Nr. 51 Year 2004, it shows that the parameters of turbidity,

phospate and nitrate contents did not satisfy the required standards, except in

point 8 (in the middle of the sea and close to the area of container yard, with a

value of 5.35 mg/l and point 6 for 5.50 mg/l, where the value satisfying the

standard is to be >=5 mg/l. In view of parameter on total suspended solid (TSS),

almost the samples from the whole points exceeded the quality standards,

saved for the ones taken from point 6 and point 9, close to the trestle of Tanjung

Perak Port and water area close to the container yard fase line Jetty where the

value satisfying the standard is to be <=20 mg/l. Basically, phosphate and nitrate

are required for phytoplankton growth as feeds of fish. Unfortunalety, such high

content of phospate and nitrate can lead to low content of dissolved oxygene

and is mainly due to urband, industrial and agricultural wastes drawn by river

water flows.

Table 3.9. Seawater Sampling Points

Nr. Origin of Seawater Sample

Point 1 Point 2 Point 3 Point 4 Point 5 Point 6 Point 7 Point 8 Point 9 Point 10

Estuary of Lamong River, Gresik Estuary of Sememi River, Gresik Estuary of Branjangan River Estuary of Greges River Estuary of Krembangan River In the middle of the sea close to trestle of Tanjung Perak Port In the middle of the sea close to connecting bridge In the middle of the sea close to container yard In the middle of the sea close to container yard (fase line Jetty) Estuary of Kalianak River

Source Survey on Seawater Quality on 09 April 2012 dan 16 Juli 2012 by officer of Technical Environmental Health and Disease Control Management Center




Table 3.10. Seawater Quality in Studied Area on 09 April 2012

Parameter Unit Quality

Standard* Detection Limit (DL)

Point 1 Point 2 Point 3 Point 4 Point 5

I. Physical

1. Smell - Natural - Natural Natural Natural Natural Natural

2. Clearity m >=3 - - - - - -

3. Suspended Solid mg/l <=80 1 50 24 25 21 22

4. Floating Object - Nil - Nil Nil Nil Nil Nil

5. Oil Layer - Nil - Nil Nil Nil Nil Nil

6. Temperature °C ±2°C Natural

0.1 29.0 29.0 29.0 29.0 29.0

II. Chemical

1. pH - 6.5-8.5 0.01 7.5 7.5 7.5 7.5 7.5

2. Salinity o/oo

±10%

Natural 0.1 6.71 14.2 16.6 12.1 21.7

3. Amonia as N (NH3) mg/l <=0.3 0.0135 0.0164 0.0859 0.0436 0.0490 0.0418

4. Sulfide (S) mg/l 0.03 0.001 <LD <LD <LD <LD <LD

5. Total Hydrogene mg/l 1 - - - - - -

6. Phenol Compound mg/l <=0.002 0.005 <LD <LD <LD <LD <LD

7. PolichlorinatedBiphenil (PCB)

g/l 0.01 - - - - - -

8. Detergent Surfactant

mg/l <=1.0 0.001 0.544 0.636 0.604 0.607 0.596

9. Oil and Grease mg/l 5 0.5 <LD <LD <LD <LD <LD

10. TBT (Tri Butil Tin) - 0.01 0.01 - - - - -

11. Dissolved Metal

- Quicksilver (Hg) - Cadmium (Cd) - Copper (Cu) - Lead (Pb) - Zinc (Zn)

mg/l mg/l mg/l mg/l mg/l

0.003 0.010 0.050 0.050 0.100

0.001 0.001 0.0153 0.0036 0.0075

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD

*Decision of Minister of Environment Nr. 51 Year 2004 Annex I Seawater Quality Standard for Ports

Cont. Table 3.10. Seawater Quality in Studied Area on 09 April 2012



Point 6 Point7 Point8 Point9 Point1

0

I. Physical


2. Clearity M >=3 - - - - - -





0.1 30.0 30.0 30.0 30.0 29.0

II. Chemical

1. pH - 6.5-8.5 0.01 7.50 7.50 7.50 7.50 7.50

2. Salinity o/oo

±10%

Natural 0.1 26.2 26.5 26.9 28.0 26.1

3. Amonia as N (NH3) mg/l <=0.3 0.0135 0.0717 0.0639 0.0203 0.0742 0.0784


5. Total Hydrogene mg/l 1 - - - - - -

6. PhenolCompound mg/l <=0.002 0.005 <LD <LD <LD <LD <LD


g/l 0.01 - - - - - -






Point 6 Point7 Point8 Point9 Point1

0

8. Detergent Surfactant

mg/l <=1.0 0.001 0.664 0.638 0.564 0.648 0.538


10. TBT (Tri Butil Tin) - 0.01 0.01 - - - - -

11. Dissolved Metal - Quicksilver

(Hg) - Cadmium (Cd) - Copper (Cu) - Lead (Pb) - Zinc (Zn)

mg/l mg/l mg/l mg/l mg/l

0.003 0.010 0.050 0.050 0.100

0.001 0.001 0.0153 0.0036 0.0075

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD

<LD <LD <LD <LD <LD


Table 3.11. Seawater Quality in Studied Area on 16 Juli 2012


Standard* Detection Limit (LD)


I. Physical

1. Color TCU <=50 1 14 13 13 15 8


3. Clarity m >=5 - - - - - -

4. Turbidity NTU <=5 0.06 28.9 27.3 65.2 88.6 28.7





0.1 30.0 30.0 30.0 30.0 30.0

II. Chemical

1. pH - 7.0-8.5 0.01 7.0 7.0 7.0 8.0 7.0

2. Salinity o/oo

Natural. coral 33-

34

0.1 29.8 29.3 27.6 27.6 29.4

3. Dissolved Oxigene (DO)

mg/l >=5 0.05 4.73 3.31 3.30 3.19 4.35

4. Bio-Chemical Oxygene Need

mg/l <=20 0.05 5.57 6.89 6.90 7.01 5.95

5. Amonia as N (NH3) mg/l <=0.3 0.0001 0.0846 0.0624 0.0217 0.0632 0.0432

6. Phosphate (PO4P) mg/l 0.015 0.001 0.04 0.133 0.017 0.017 0.021

7. Nitrate as N (NO3) mg/l 0.008 0.0021 0.5799 0.6067 0.9916 0.9859 0.6918

8. Cyanide (CN) mg/l 0.5 0.001 <LD <LD <LD <LD <LD


10. Poliaromatic Hydrocarbon (PAH)

mg/l 0.003 - - - - - -


12. Pesticide (organoklorin)

g/l <=0.01 - - - - - -


g/l 0.01 - - - - - -

14. Detergem Surfactant mg/l <=1.0 0.001 0.621 0.504 0.601 0.623 0.623






Standard* Detection Limit (LD)


16. Dissolved Metal - Quicksilver (Hg)

- ChromHexavalen(Cr6+) - Arsenic (As) - Cadmium (Cd)

- Copper (Cu) - Lead (Pb) - Zinc (Zn) - Nickel (Ni)

mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l

0.001 0.003 0.012 0.001 0.008 0.008 0.05 0.05

0.0010 0.0030

- 0.0010 0.0153 0.0036 0.0075 0.0339

<LD <LD

- <LD <LD <LD <LD <LD

<LD <LD


<LD <LD


<LD <LD


<LD <LD


17. Total coliform MPN/100 ml

1000 - 13 1.8 240 920 2


Cont Table 3.11 Seawater Quality in Studied Area on 16 Juli 2012


Standard*

Detection Limit

(LD) Point 6 Point 7 Point 8 Point 9

Point10

I. Physics 1. Color TCU <=50 1 6 11 12 5 15


3. Clarity m >=5 - - - - - -

4. Turbidity NTU <=5 0.06 9.2 28.6 41.7 8.8 48.6





0.1 30.0 30.0 30.0 30.0 30.0

II. Chemical 1. pH - 7.0-8.5 0.01 7.0 7.0 7.5 7.0 7.0

2. Salinity o/oo

Natural. coral 33-

34

0.1 30.6 30.1 30.4 30.8 24.0

3. Dissolved Oxygenes (DO)

mg/l >=5 0.05 5.50 4.04 5.35 4.46 2.87

4. Bio-Chemical Oxygene Need

mg/l <=20 0.05 4.71 6.06 4.95 5.74 7.33

5. Amonia as N (NH3) mg/l <=0.3 0.0001 0.0482 0.0339 0.0683 0.0237 0.0768

6. Phosphate (PO4P) mg/l 0.015 0.001 1.658 0.090 1.619 0.366 2.116

7. Nitrate as N (NO3) mg/l 0.008 0.0021 0.6561 0.7594 0.6022 0.6658 0.8328

8. Cyanide (CN) mg/l 0.5 0.001 <LD <LD <LD <LD <LD


10. Poliaromatic Hydrocarbon (PAH)

mg/l 0.003 - - - - - -


12. Pestiside (organochlorine)

g/l <=0.01 - - - - - -


g/l 0.01 - - - - - -

14. Detergent Surfactant mg/l <=1.0 0.001 0.486 0.472 0.455 0.411 0.421






Standard*

Detection Limit

(LD) Point 6 Point 7 Point 8 Point 9

Point10

16. Dissoled Metal - Quick silver (Hg) - ChromeHexavalen (Cr6+)

- Arsenic (As) - Cadmium (Cd)

- Copper (Cu) - Lead (Pb) - Zinc (Zn)

- Nickel (Ni)

mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l

0.001 0.003 0.012 0.001 0.008 0.008 0.05 0.05

0.0010 0.0030

- 0.0010 0.0153 0.0036 0.0075 0.0339

<LD <LD


<LD <LD


<LD <LD


<LD <LD


<LD <LD


17. Total coliform MPN/100 ml

1000 - 1.8 1.8 17 240 240


3.1.4. Borlog and Soil Stratigraph

Based on the results of “Study on Technical and Environmental Reviews

on Shipping Routes, Sedimentation and Reclamation in Coastal Area in

Madura Strait”, in the waters area of Lamong River with seabed depth –

2.00 m LWS. Averagely in 13 m thickness from the seabed, the soil

layers are dominated with clay and very soft silt with N-SPT value

ranging 0 through 4. (See Figure 3.5).




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3.1.5. Hydrology and Hydro-Oceanography

3.1.5.1. Hidrology

Watershed

The rivers having estuary in Lamong Bay are Lamong River, Sememi River,

Branjangan River, Greges River and Anak River (Figure 3.6), detailed as follows :

Figure 3.6. Rivers having estuary in Lamong Bay Source : Watershed Map

A. Lamong River

Lamong River is under the control of Bengawan Solo Management Center.

Its upstream is in Kendeng Mountain, in Lamongan Regency and Mojokerto

Regency, while its downstream is in Gresik Regency and Surabaya City. It flows

into into Lamong Bay.The estuary of Lamong River is branced into two due to the

establishment of a small island in between the two branches. The delta slows the

river flow and therefore it is alleged that it is greatly potential to cause serious

sedimentation in that area.




Figure 3.7. Watershed of Lamong River in the System of Bengawan Solo Managemenet Center

Source: Bengawan Solo Managemenet Center

The area of the watershed of Lamong River is is ± 720 m2. The length of Lamong

River is ± 92 km with 7 tributaries. Floods in Lamong River watershed always

present in wet season every year. Based on the Detailed Designs and

Environmental Impact Assessment concerning Lamong River in Gresik Regency,

2005, the largest floods or the highest puddles were in January and March 2004.

The puddled areas in Gresik Regency covered Cerme Sub-district and Duduk

Sampeyan Sub-district, Cermenlerek Village Gorekan Kidul Village with puddle

height ± 1,5 and puddled ± 600 Ha farm and settlement area as presented in

Figure 3.8.The contour of the flooded part is a relatively wife plain area in the

middle of Lamong River




Figure 3.8. Puddle Map of Lamong River Flood on 12 March 2004

Source : Study on Detailed Design and Environmental Impact Assessm,ent for Lamong River in

Gresik Regency, Year 2005

The angle of watershed is relatively high, averagely 0.0181. It enables the

water run into the river. The periphery of Laong River is 240 km with an average

watershed elevation of 44,53 meter. The model of water flows in Lamong Bay is

presented in Figure 3.10. The downstream area of Lamong River is utilized for

fishpon farming. The highest elevation in Lamong River is +0.18 meter over the

sea level.




Figure 3.9. Plain Contour in the Midlle, where floods frequently happen

Figure 3.10. Lamong River Watershed Flow Direction




Figure 3.11. Lamong River Cross Section

Embankment under the

water

surface

Flood Flood




The average monthly water flow rate measured in Boboh Station (location of

AWLR of Lamong River) based on the data collected from the Detailed Design Study

and Environmental Impact Assessment of Lamong River in Gresik Regency, in year

2005, is presented in Table 3.12. The high water flow rate usually takes place from

November to April ranging from 22 m3/sec to 45 m3/sec, while the low water flow

rate does from May to October ranging from 3 m3/sec to 9 m3/sec. Based on the

aforementioned condition, it is found that the difference between the volume of

water flow during dry season and the one during wet season is very significant, it

even 15 times. In addition, it also indicates that there has been a serious damage in

the watershed as during the wet season the volume of water flows is maximal. This

is due to poor water precipitation.

Table 3.12. Average Monthly Water Flow in Lamong Bay in m³/det

Water Flow Rate

(m³/det)

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

37 45 39 27 9 7 5 3 4 3 22 28

Source: Detailed Design Study and Environmental Impact Assessment of Lamong River in Gresik Regency, Year 2005,

B. Sememi River

Sememi River is in the South of Lamong River. It is a small river, in term of

hydrology there is no point, such as : water flow rate, etc., to analyze. It is highly

affected by the tide. The area surrounding its downstream is mainly utilized for

fishpond and salt pond. Its upstream is from Gunungsari Primary Channel, Babat

Jerawat Channel and South Sememi Channel.

C. Branjangan/ Kandangan River

Branjangan River is surrounded with fishponds and salt ponds, in some points there

are a few dwellings. The channel is mainly natural and not yet rip rapped. As it is a

small river, it is lack of hydrology and hydraulic measurement data.




D. Greges/ Balong River

The channel is mostly riprapped that there is a much sediment in it. There

are alot of dwellings and factories construced along Greges River. The secondary

channels flowing into Greges River are Margomulyo Channel, Darmo Indah Channel,

Darmo Harapan Channel, Lontar Channel, Gadelsari Channel and Balongsari Channel.

E. Anak River

It is a natural channel with a lot of meanders. It is not only utilized as

drainage but also accessed by fisherman boats. Along the rivers sides, there are a lot

of dwelling and fishponds.

3.1.5.2. Hydro-Oceanography

A. Wind Direction and Speed

The results of analysis on the wind direction and speed for 10 years (2000-

2009) by Perak Meteorology, Climatology and Geo-physics Agency 1 Surabaya showed

that the wind had clear seasonal patterns as presented in Table 3.13. The analysis

on monthly wind direction and speed during the 10 (ten) years are presented in

Figure 3.12 and Figure 3.13. The West wind blows from November through

February in coincidence with the blow of North West monsoon wind. The East wind

blows from April through September almost in coincidence with the blow of South

East monsoon wind. The analysis on speed probability during the 12 months

(January – December) , it shows that the speed ranges 3 – 4 knots with the greatest

probability of 18/5% to the East, next 5-6 knots with probability of 9.25% to the

South East in 1-2 knots with probability of 6.91% to the North.

Referring to the data presented in Table 3.13., it shows that the most

dominant wind direction in the studied area is to the East, i.e. : 27,5 %, as the

average monthly wind direction during the 10 (ten) years (2000 – 2009). The greatest

frequency of winblow to the East is found in July with a percetange 56.63 %. The

least frequency of wind direction to North West is 0 % in August August, May, June

and September September, and South West is 0 % in July and September. The




complete data are presented in the windrose per month for 10 (ten) years (Figure

3.13 and 3.14). The windroses during the 10 (ten) years are presented in Figure 3.12.

The monthly windrose in the studied area is presented in monthly windrose.

Based on the wind direction data in certain wind speed interval with reference to

the windroses, it shows that the dominant wind direction from November through

Maret (Wet Season) is from West to North, while from April through October (Dry

Season) from East to South East.

Table 3.13. Wind Speed and Percentage

Wind Direction o (deg)

W N SW NE NW S SE E

Speed: 1-2 knots

102 230 37 81 50 74 58 122

Percentage (%) 3.06 6.91 1.11 2.43 1.50 2.22 1.74 3.66

Speed: 3-4 knots

245 299 25 118 130 91 491 616

Percentage (%) 7.36 8.98 0.75 3.54 3.91 2.73 14.7 18.5

Speed: 5-6 knots

28 8 7 1 8 22 308 178

Percentage (%) 0.84 0.24 0.21 0.03 0.24 0.66 9.25 5.35

Total 375 537 69 200 188 187 857 916

Percentage (%) 11.26 16.13 2.07 6.01 5.65 5.62 25.7 27.5 Source : Perak Meteorology, Climatology and Geo-physics Agency 1 Surabaya and Processing Results




Figure 3.12 Windrose Surabaya 2000-2009




Figure 3.13. Windroses January - June in Studied Area Year 2000 – 2009




Figure 3.14. Windroses July - December in Studied Area Year 2000 – 2009




B. Wave

Based on the resulted wind data during 10 years (2000-2009) supplied by

Perak Meteorology, Climatology and Geo-physics Agency Surabaya and by adopting

Gumbell Statistic Method, and wind speed parameter and fetch length, the wave

height H (m) and wave period T (s) for certain cycle can be predicted.

Table 3.14. Wave Prediction for 5-50 ear cycles based on wind data 2000-2009

C. Tide

The tidal movement is very important to identify for various purposes, inter

alia : determination of sea construction elevation and as input data for analyzing

the current patterns and sediment transportation by means of numerical model.

The calculation of tidal constant is based on data supplied by the Hydro-

Oceanography Service, Year 2012 for 365 days. The following table presents tidal

harmonic constants in the studied area in year 2012 as supplied by the Hydro-

Oceanography Service, i.e. : Tides in Karang Jamuang, Karang Kleta and Surabaya

Seaport.

Table 3.15. Tidal Harmonic Constants in Karang Jamuang

Tidal Constant M2 S2 N2 K2 K1 O1 P1 M4 MS4 Z0

Amplitude (cm) 5 8 - - 54 26 15 - - 110

360o-g 344 4 - - 43 101 41 - -

Source: Hydro-Oceanography Service, 2012

Cycle (Year)

Wave Height H (Meter)

Wave Cycle T (Second)

5 0.689 3.456

10 0.800 3.820

15 0.863 4.024

20 0.906 4.165

25 0.939 4.273

30 0.966 4.360

50 1.039 4.600




Table 3.16. Tidal Harmonic Constants in Karang Kleta

Tidal Constant Tidal constant M2 S2 N2 K2 K1 O1 P1 M4 MS4 Z0

Amplitude (cm) Amplitude (cm) 59 29 16 5 45 27 14 - - 180

360o-g 360o-g 41 30 69 29 64 100 41 - - -


Table 3.17. Tidal Harmonic Constants in Surabaya Seaport

Tidal Constant Tidal Constant M2 S2 N2 K2 K1 O1 P1 M4 MS4 Z0

Amplitude (cm) Amplitude (cm) 44 26 9 8 47 28 14 - - 150

360o-g 360o-g 31 20 49 18 50 91 47 - - -


Where : A : amplitude

g : phase diference

M2 : main component of the moon (semi diurnal)

S2 : main component of the sun (semi diurnal)

N2 : eliptic component of the moon

K2 : component of moon-sun (semi diurnal)

K1 : component of moon-sun (diurnal)

O1 : main component of the moon (diurnal)

P1 : main component of the sun (semi diurnal)

M4 : tidal component of shallow water (quarter – diurnal)

MS4 : tidal component of shallow water (compound tide)

Based on the results of calculation of the main tidal constants, the value of

Formzhal (F) can be identified to determine the tide in the studied area (Defant,

1958). The value of Formzhal is determined by comparing the total amplitude of

components K1 and O1 and the total components of M2 and S2, or in the following

equation :

2S2M

1O1KF




The tidal types are then derived from the resulted Formzhal value. The

classification of Formzhal values is as follows :

F > 3,00 Diurnal Tide

1,50 – 3,00 Mixed, Diurnal Dominant Tide

0,25 – 1,49 Mixed, Semi Diurnal Dominant Tide

F < 0,25 Semi Diurnal Tide

Based on the results of calculation by using the main tidal constants, the

Formzhal constant for Karang Jamuang is 6.15, Karang Kleta is 0.82 and Surabaya

Seaport is 1.07. Based on the Formzhal constant, the tidal type in Karang Jamuang

is Diurnal Tide, in Karang Kleta is Mixed Semi Diurnal Dominant Tide in the sense

that in one day there are 2 high tides and 2 low tides with different heights, and in

Surabaya Port is Mixed Semi Diurnal Dominant Tide.

D. Water Current Speed and Direction

The technical and environmental study on the shipping routes,

sedimentation and reclamation in the coastal area in Madura Strait in 2001, also

covered measurement on shipping routes around the project site. The results of

the measurement are presented in Table 3.18.

Table 3.18. The Results of Maximum and Minimum Speed Measurement Year 2001

Observation Points

Max/Min

Neap Tide Spring Tide

Speed (m/det)

Direction

()*

Speed (m/det)

Direction

()*

AR1 Max 0,50 6 0,45 10

Min 0,04 140 0,03 170

AR2 Max 0,70 290 0,52 350

Min 0,05 190 0,01 300

AR3 Max 0,80 340 0,45 330

Min 0,05 245 0,01 340

AR4 Max 0,62 150 0,55 195

Min 0,01 180 0,02 235

AR5 Max 0,65 320 0,75 290

Min 0,04 130 0,05 350




The results of the measurements show that the maximum current in the

shipping routes is 0.62 m/sec. In other occasions, the current speed in the shipping

routes can reach 1.0 m/sec, while in shallow waters, the average current speed is

relatively small, i.e. : 0.1 m/sec.




Figure 3.15. Water Current Speed and Direction Measurement Points

Around Madura Strait, 2001 Source : Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and Reclamation in Coastal Area in Madura Strait, 2001

arus laut

Keterangan :

Lokasi pengukuran

U

AR1

AR4

AR5

AR3

AR2

Water Current

measurement points

Remarks




The current measurement is based not only on the results of survey in year 2001 in 5

observation points along the West Surabaya Shipping Routes , but also the results of

results of measurement in year 2012 by Surabaya Container Terminal. The results of

the measurement show that the current direction is dominantly headed to South

East with speed of 30-40 cm/s (See Figure 3.16). The water current data are then

utilized for calibration purposes and numerical modelling.

Figure 3.16. Currentrose Around Site of Surabaya Container Terminal (TPS 2012)

E. Bathymetry

The Multipurpose terminal project site is in Lamong Bay, an important of

Maudura Strait. The area comprises shallow water with 0.5–2 m depth and is greatly

affected by the tide. (Figure 3.17). During low tide, the area partly looks as seabed

with mud and sand spread. Accordingly, in some points, it is not accessible by the

traditional fishermen. The West Surabaya Shipping Routes with 8 – 13 m depth are

right in front of the project site and some rivers flow into Lamong Bay. Accordingly,

it is very potential to lead to serious sedimentation as observed from the state of

condition of the muddy soil structure surrounding the project site.

The bathymetry of the waters surrounding the project site points to some

references, i.e. : Survey Year 2009, West Surabaya Shipping Routes document year




2010 and Indonesian Coastal Map Year 1993. The supplied data are required for

analyzing the hydro-oceanography models of current, sedimentation, sediment

spread, and increase of water elevation in the estuaries of rivers flowing into

Lamong Bay.

Figure 3.17 Bathymetry Surrounding Project Site in Lamong Bay




F. Sediment Spread

The analysis of sediment in Lamong Bay is based on the resulted sampling

from some points in year 2010, Seabed Sediment Spread Map, Sheet 1608, Year

1998, analysis of grains as samples of seabed sediments year 2005, and

measurement of floating sediment year 2008. The bed sediment gradation as

resulted from the analysis on sample taken in the shipping routes in Lamong Bay is

resented in Table 3.19.

Table 3.19. Results of Analysis on Bed Sediment in Studied Area

Sediment Properties Locations of Samples

S1 S2 S3

Specific Gravity 2.673 2.653 2.674

Finer #200 (%) 19.88 84.15 79.36

Gravel (%) 38.1 2.8 1.1

Sand (%) 42.0 13.1 19.6

Silt (%) 19.9 65.2 56.0

Clay (%) 0.0 18.9 23.3

Source : Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and Reclamation in Coastal Area in Madura Strait, 2001

The concentration of floating sediments taken from the shipping routes in

Lamong Bay in year 2001 are presented as follows :




Tabel 3.20 Results of Analysis on Floating Sediment in Studied Area

Source :Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and Reclamation in Coastal Area in Madura Strait, 2001

The concentration of average floating sediment in the above table

relatively low both during neap tide, i.e. : 49.45 mg/lt and spring tide. I.e. : 45.91

mg/lt. The sediment concentration in Lamong Bay is relatively low as the samples

were taken in September through October year 2000, during dry season.

The samples of floating sediment were taken from 6 sampling points in

Lamong Bay in February 2008 in the line with Study of Efffect of Waterfront Cilty

Reclamation Plan to Sedimentation in Lamong Bay. The results of analysis in the

saling points , it shows that the average floating sediment is 361 mg/lt. This

concentration is big enough as the samples were taken during wet season.

The sediment analysis is not only based on results of measurements in the

previous (1998, 2001, 2005 and 2008), but also Seabed Sediment Spread Map,

Sheet 1608, Surabaya, as presented in Figure 3.18 (Astjario, and

associates.,1998) showing that that the studied area comprises some surface

sediment layers, i.e. : sand, sandy mud and silty sand. Based on the sediment

spread in the studied area, it shows that sand layer is the most dominant (>50%) of

the studied area and mainly spread in the West and South parts of the studied

area. The rest comprises sandy mud and silty sand (<50%)of the studied area. The

silty sand is found in the East-North and West and East part of the studied area.

The sandy mud spreads in the middle of East side.

Nr. Locations

Floating Sediment Content (mg/l)

Neap Tide Spring Tide

0.2 d 0.6 d 0.8 d 0.2 d 0.6 d 0.8 d

1 S 1 38.71 95.97 88.97 45.29 81.27 121.94

2 S 2 36.47 23.94 72.31 26.11 27.88 28.14

3 S 3 21.63 22.47 44.59 24.57 26.11 31.92




contoh sedimenLokasi pengambilan

Keterangan:

U

S1

S2

S3

Based on the results of analysis on grains against the sample of seabed

sediment (Report of Sedimentation Study – Suramadu Bridge, 2005), it shows that

the sediment in the studied area consists of silt to sandy silt.

The samples of sediment cores from that sampling point show minimally 2

m thickness from the seabed, there is no significant change of grain size. The

difference shown in the Seabed Sediment Spread Map (Astjario, and Associates,

1998) shows that from year 1998 through 2005, there had been changes in the

seabed sediment spread due to sedimentation and erosion.

Figure 3.18. Seabed Sediment and Floating Sediment Sampling Points Source : Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and Reclamation in Coastal Area in Madura Strait, 2001

Sediment Sampling

Points

Remarks




Figure 3.19. Seabed Sediment Spread in Madura Strait Source : Astjario, and Associates,1998

In addition to the aforementioned sediment spread data, it is also provided with

numeric modelling. The methods adopted in the modelling comprises both primary

and secondary data on current, sedimentation and floating sediment spread (water

quality) around the reclamation site as input to the model. The models are

utilized for simulating the current, sedimentation and floating sediment spread by




means of a finite element-based software and prepared in some model scenarios.

In initial scenario concerns about existing models called Model 1 and Model 2 under

post-construction condition.

The results of current pattern modeling during high tide and low tide under pre-

construction condition are presented in Figure 3.20.

(a) High Tide Condition (b) Low Tide Condition

Figure 3.20 Typical Current Pattern during High Tide (a) and Low Tide (b)

As shown in the aforementioned Figure 3.20 (a), under high tide condition,

the current dominantly flows to the coast with average speed range of 0 – 0,05

m/sec. The low speed is distributed along the coast in Lamong Bay from Lamong

River until Branjangan River (represented in purpple in Figure 3.20 (a)), while

along the West Surabaya Shipping Routes the speed varies and ranges 0,3 m/sec to

> 0,5 m/sec (green to red). In the mean time, under low tide condition, the speed

is relatively low when compared to the one during high tide condition as shown in

Figure 3.20 (b) and in the following graph in Figure 3.21.




Figure 3.21 Typical Average Current Speed in Estuaries Close to Lamong Bay

The average water elevation in rivers surrounding Lamong Bay is presented in

Figure 3.22 below.

Figure 3.22 The Average Water Elevation in rivers surrounding Lamong Bay

0.00

0.02

0.04

0.06

0.08

0.10

0.12

0.14

0.16

0.18

0.20

Lamong Sememi Branjangan Manukan Krembangan Kali mas Mireng Glagah lanjang

Ke

cep

atan

Aru

s (m

/de

t)

Muara Sungai

kec arus pasang

kec arus surut

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

Lamong Sememi Branjangan Manukan Krembangan Kali Mas Mireng Glagah Lanjang

Ele

vasi

Mu

ka A

ir (m

)

Muara Sungai

Curr

ent

Speed (

m/s

)

Estuaries

Estuaries

Wate

r Ele

vati

on

High tide

Low tide




Figure 3.23 shows the sedimentation patterns prior to construction

activities. It shows that the sediment is concentrated in estuaries of rivers. The

thickest sediment is found in Lamong River ( 20 cm). Other rivers do not bring

high concentration sediment, as they serve as urban drainages and flow water only

in wet season.

Figure 3.23 Sedimentation Pattern for 1 Month The results of the model have been calibrated in comparison between the

modeling results and current measurement data as shown in Figure 3.24.

Figure 3.24. Calibration of Current Model with Current Measurement Data in 2012

-0.5

-0.4

-0.3

-0.2

-0.1

0

0.1

0.2

0.3

0.4

-0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4

ukur

sm 0.40 Mann 10

Bar

at

Timu

r

Utara

SelatanSOUTH

NORTH

WE

ST

EA

ST




3.1.6. Transportation Components

The traffic data employed in this study are primary traffic counting survaey

data collected from some locations assumed to be influential to the project, i.e. :

Romokalisari Crossroad

Margomulyo Junction

In addition to those locations, the traffic counting survey was also conducted

in tributaries analoguous to the ones surrounding Nilam Terminal in Tanjung Perak

Port. The survey was to count the number of vehicles accessing (in and out) the

gates of Nimal Terminal in Tanjung Perak Port. Some of the survey points are

presented in Figure 3.25 through Figure 3.28.

Figure 3.25. Traffic CountingSurvey Points Source : Google Earth and Observation Result




Figure 3.26. Survey Point on Jalan Nilam Timur Source : Google Earth and Observation Result

Figure 3.27. Survey Point in Margomulyo Junction Source : Google Earth and Observation Result




Figure 3.28. Survey Point in Romokalisari Crossroad Source : Google Earth and Observation Result

Survey was conducted for 12 hours on 06 September 2012 to count the

number of moving vehicles (any and all kinds). The Survey Form utilized is





Figure 3.29. Traffic Survey Form




3.1.7. Traffic Geometric and Volume Data

In order to analyze the road performance, some components to be detailed

comprise : Road Geometry (C), Traffic Volume (Q), and Degree of Saturation (DS).

The lattest represents the road performance.

Margomulyo Junction

In order to caunt the road performance, a traffic counting survey was

conducted in Jalan Margomulyo-Greges Junction. The survey points were on Jalan

Raya Margomulyo, Jalan Raya Tambak Oso Wilangun and Jalan Raya Greges. The

following describes the initial traffic condition resulted from traffic caounting survey

conducted surrounding Margomulyo Area.

Jalan Raya Tambak Oso Wilangun that is in the North Surabaya Utara is an

arterial road connecting Gresik Regency and Surabaya City, Margomulyo Junction

as well as Romokalisari Crossroad, where most of the vehicles accessing this road

are from out of town, particulary heavy vehicle (trucks, semi trailers etc.) and

motorcycles. The geometric conditions of the roads are presented in the following

figures (Jalan Tambak Oso Wilangon, in Figure 3.30., Jalan Greges, in Figure 3.31

and Jalan Margomulyo, in Figure 3.32.)




Figure 3.30. Cross Section of Jalan Tambak Oso Source: Survey Result

Figure 3.31. Cross Section of Jalan Greges Source: Survey Result

Figure 3.32. Cross Section of Jalan Margomulyo Source: Survey Result

Margo Mulyo Junction (West)

Margo Mulyo Junction (East)




The data on traffic volume during the peak time collected from th traffic

counting on Margomulyo Juntion are presented in Table 3.21.

Table 3.21. Results of Traffic Counting during Peak Hour in Margomulyo Junction Margomulyo Junction

PHV MAX LV HV MC

West-East Direction 810.6 89 2 1,439

West-South Sirection 642.3 101 126 755

East-South Direction 2,659.8 157 101 4,743

South East Direction 1,424.1 145 2 2,553

South-West Direction 3,182.8 207 81 5,741

South-South Direction 237.9 68 48 215

Source: Result of Traffic Counting Survey in Margomulyo Junction


In order to caunt the road performance in Romokalisari Area, a traffic

counting survey was conducted in Jalan Romokalisari – Toll Road Rocssroad. The

survey points were on Jalan Romokalisari and Surabaya-Gresik Toll Road. The

following Figure 3.33 – 3.36.describes the initial traffic condition resulted from

traffic counting survey conducted surrounding Romokalisari Area.




Figure 3.33. Cross Section of Jalan Romokalisari (East) Source : Survey Result

Figure 3.34. Cross Section of Jalan Romokalisari (North) Source : Survey Result

Romokalisari Crossroad (East)

Romokalisari Crossroad (North)




Figure 3.35. Cross Section of Jalan Romokalisari (West) Source : Survey Result

Figure 3.36. Cross Section of Jalan Romokalisari (South) Source : Survey Result

The data on traffic volume during the peak time collected from th traffic

counting on Romokalisari Crossroad are presented in Table 3.22.

Table 3.22. Results of Traffic Counting during Peak Hour in Romokalisasi

Crossroad


PHV MAX LV HV MC

North-East Direction 577.1 437 52 145

North-South Direction 3,481.9 166 148 6,247

Romokalisari Crossroad (West)

Romokalisari Crossroad (South)





North-West Direction 40.5 11 0 59

East-South Direction 72.5 7 25 66

East-West Direction 1,695.3 143 16 3,063

South-West Direction 461.4 329 88 36

South-East Direction 42.6 7 17 27

Source: Result of Traffic Counting Survey in Romokalisari Crossroad

3.1.8. Nilam Area

In order to count the fleets of vehicles, analoguous to the activities in

multipurpose terminal in Nilam Area, a traffic counting survey was also conducted

in tributaries analoguous to the ones surrounding Nilam Terminal on Jalan Nilam

Barat and Jalan Nilam Timur. The survey point was on Jalan Raya Nilam during

peak hours.

The results of survey was to count the number of vehicles accessing (in and

out) the gates of Nimal Terminal in Tanjung Perak Port are presented in Table.23.

Table 3.23. Results of Traffic Counting during Peak Hour on Jalan Raya Nilam

Source: Result of Traffic Counting Survey during Peak Hour on Jalan Raya Nilam

The comparisions between incoming vehicles and outgoing vehicles on Jalan Raya

Nilam are presented in Figure 3.37 and Figure 3.38.

Jalan Raya Nilam

West Nilam PHV MAX LV MHV LB LT MC

South-North Direction 115.4 27 0 0 15 98

North-South Direction 200.2 49 6 0 18 186

East Nilam PHV MAX LV MHV LB LT MC

Total 2-Way 357.4 25 16 0 163 33




Figure 3.37. Graph of Vehicles Incoming into Jalan Nilam Barat Source: Survey Result

Figure 3.38. Graph of Vehicles Outgoing from Jalan Nilam Barat Source: Survey Result

05

101520253035404550

06

.00

-06

.15

06

.45

-07

.00

07

.30

-07

.45

08

.15

-08

.30

09

.00

-09

.15

09

.45

-10

.00

10

.30

-10

.45

11

.15

-11

.30

12

.00

-12

.15

12

.45

-13

.00

13

.30

-13

.45

14

.15

-14

.30

15

.00

-15

.15

15

.45

-16

.00

16

.30

-16

.45

17

.15

-17

.30

Nu

mb

er o

f V

ehic

le

Time

Nilam Barat (masuk)

Q

05

101520253035404550

06

.00

-06

.15

06

.45

-07

.00

07

.30

-07

.45

08

.15

-08

.30

09

.00

-09

.15

09

.45

-10

.00

10

.30

-10

.45

11

.15

-11

.30

12

.00

-12

.15

12

.45

-13

.00

13

.30

-13

.45

14

.15

-14

.30

15

.00

-15

.15

15

.45

-16

.00

16

.30

-16

.45

17

.15

-17

.30

Nu

mb

er o

f V

ehic

le

Time

Nilam Barat (keluar)

Q

West Nilam (Incoming)

West Nilam (Outgoing)




3.1.9. Analysis on Traffic Performance

The results of survey are used as a basis for measuring the traffic

performance in the studied area. The traffic performance is measured in terms of

performance in non-traffic-lighted junction/crossroad and the one on arteial road.

The parameter adopted in the analysis is Degree of Saturation (DS) and Level of

Service (LoS). The following Table 3.24. through Table 3.26. present the results of

the traffic performance survey.

Table 3.24. Result of Analysis on Performance of Margomulyo Junction

Year Vehicle Q of Total

Traffic emp Q C DS

Classification (Vhcl/hr)

(smp/hr)

1 2 3 4 5 6 7

2012 LV 767 1.00 767 5,124 1,748

HV 360 1.30 468

MC 15,445 0.50 7,723

Σ 16,572 Σ 8,958

Source : Survey Result

Table 3.25. Result of Analysis on Performance of Romokalisari Crossroad


Traffic emp Q C DS


(smp/hr)

1 2 3 4 5 6 7

2012 LV 1,100 1.00 1,100 6,971 0.914

HV 346 1.30 450

MC 9,643 0.50 4,822

Σ 11,089 Σ 6,371


In addition to the above traffic performance, the performance of arteria

road – Jalan Tambak Osowilangon can be measured based on cross data. The




following tables present te performance of Jl. Tambak Osowilangon in front of the

project site.

Table 3.26. Results of Analysis on Performance of Jalan Tambak Oso (4/2 UD)


Traffic emp Q C DS


(smp/hr)

1 2 3 4 5 6 7

2012 MC 8,488 0.50 4,244 6,092 0.807

LV 375 1.00 375

MHV 40 1.30 52

LB 13 1.50 20

LT 114 2.00 228

Σ 9,030 Σ 4,919


The above table shows that in year 2012, during peak hours the arterial road

and juction/crossroad are densely jammed with degree of saturation reaching 0.8.

TRAFFIC DATA:

1. Nilam Gate 2/2 UD (UnDivided)

The Survey is supposed to identify the volume of traffic headed to

particular destination, i.e. : Jalan Nilam that is divided into two : West Nilam and

East Nilam, each with South-North direction (headed to Shipyard) and North-

South direction (leaving Shipyard) . The results of the survey on Jalan Nilam are

presented in Table 3.27. and Table 3.28.




Table 3.27. Results of Survey on Jalan Nilam Barat ((Entry) 2/2 UD

1 2 3 4 5A 5B 6A 6B 7A 7B 7C 8

06.00-06.15 33 4 0 2 0 0 1 0 3 8 0 2

06.15-06.30 23 1 0 0 0 0 0 0 0 0 1 0

06.30-06.45 20 3 0 0 0 0 3 0 0 0 1 1

06.45-07.00 12 3 0 0 0 0 0 0 0 0 0 0

07.00-07.15 17 1 0 0 0 0 1 0 0 0 0 0

07.15-07.30 14 4 0 2 0 0 1 0 0 0 0 2

07.30-07.45 14 0 0 0 0 0 0 0 0 0 1 0

07.45-08.00 24 3 0 1 0 0 3 1 2 0 1 0

08.00-08.15 27 3 0 0 0 0 2 1 0 0 2 1

08.15-08.30 11 5 0 1 0 0 1 0 0 0 2 2

08.30-08.45 15 3 0 6 0 0 0 0 0 0 6 1

08.45-09.00 13 5 0 2 0 0 3 0 0 0 4 5

09.00-09.15 18 6 1 1 0 0 3 3 1 0 0 3

09.15-09.30 16 3 0 0 0 0 0 2 0 0 4 0

09.30-09.45 13 5 0 2 0 0 0 1 2 0 0 2

09.45-10.00 17 3 0 0 0 0 3 1 0 0 2 2

10.00-10.15 15 4 0 4 0 0 1 0 0 0 3 1

10.15-10.30 11 3 0 0 0 0 2 0 0 0 0 3

10.30-10.45 18 6 0 5 0 0 0 0 0 0 0 0

10.45-11.00 23 0 0 0 0 0 1 0 1 0 1 0

11.00-11.15 21 3 0 3 0 0 3 0 0 0 1 0

11.15-11.30 25 3 0 3 0 0 0 1 1 0 2 1

11.30-11.45 15 1 0 2 0 0 2 2 0 0 0 1

11.45-12.00 11 2 0 1 0 0 1 3 0 0 1 0

12.00-12.15 33 4 0 2 0 0 1 0 3 0 0 2

12.15-12.30 23 1 0 0 0 0 0 0 0 0 1 0

12.30-12.45 20 3 0 0 0 0 3 0 0 0 1 1

12.45-13.00 12 3 0 0 0 0 0 0 0 0 0 0

13.00-13.15 17 1 0 0 0 0 1 0 0 0 1 0

13.15-13.30 14 4 0 2 0 0 1 0 0 0 1 2

13.30-13.45 14 0 0 0 0 0 0 0 0 0 1 0

13.45-14.00 24 3 0 1 0 0 3 1 2 0 1 0

14.00-14.15 27 3 0 0 0 0 2 1 0 0 2 1

14.15-14.30 11 5 0 1 0 0 1 0 0 0 2 2




1 2 3 4 5A 5B 6A 6B 7A 7B 7C 8

14.30-14.45 15 3 0 6 0 0 0 0 0 0 6 1

14.45-15.00 13 5 0 2 0 0 3 0 0 0 4 5

15.00-15.15 18 6 1 1 1 0 3 3 1 0 0 3

15.15-15.30 16 3 0 0 0 0 0 2 0 0 4 0

15.30-15.45 13 5 0 2 0 0 0 1 2 0 0 2

15.45-16.00 17 3 0 0 0 0 3 1 0 0 2 2

16.00-16.15 15 4 0 4 0 0 1 0 0 0 3 1

16.15-16.30 11 3 0 0 0 0 2 0 0 0 0 3

16.30-16.45 18 6 0 5 0 0 0 0 0 0 0 0

16.45-17.00 23 0 0 0 0 0 1 0 1 0 1 0

17.00-17.15 21 3 0 3 0 0 3 0 0 0 1 0

17.15-17.30 25 3 0 3 0 0 0 1 1 0 2 1

17.30-17.45 15 1 0 2 0 0 2 2 0 0 0 1

17.45-18.00 11 2 0 1 0 0 1 3 0 0 1 0


Table 3.28. Results of Survey on Jalan Nilam Timur (Exit) 2/2 UD

1 2 3 4 5A 5B 6A 6B 7A 7B 7C 8

06.00-06.15 6 3 0 3 0 0 6 13 10 0 20 0

06.15-06.30 8 7 0 4 0 0 3 14 9 0 22 0

06.30-06.45 11 4 0 1 0 0 5 7 12 0 17 0

06.45-07.00 8 3 0 0 0 0 2 6 14 0 19 0

07.00-07.15 9 3 0 3 0 0 6 4 7 0 19 0

07.15-07.30 12 6 0 2 0 0 3 1 4 0 13 0

07.30-07.45 14 7 0 5 0 0 1 13 6 0 18 0

07.45-08.00 16 3 0 2 0 0 0 16 8 0 21 0

08.00-08.15 17 11 0 1 0 0 3 5 10 0 16 0

08.15-08.30 21 9 0 - 0 0 5 0 8 0 18 0

08.30-08.45 17 7 0 2 0 0 2 6 12 0 15 0

08.45-09.00 18 11 0 1 0 0 0 4 7 0 9 0

09.00-09.15 17 9 0 1 0 0 3 4 10 1 17 0

09.15-09.30 32 2 0 0 0 0 1 2 6 0 18 0

09.30-09.45 28 8 0 1 0 0 1 5 9 1 22 0

09.45-10.00 29 7 0 2 0 0 0 1 9 1 7 0

10.00-10.15 31 4 0 1 0 0 0 9 4 1 24 0

10.15-10.30 30 4 1 4 0 0 0 7 7 1 1 0




1 2 3 4 5A 5B 6A 6B 7A 7B 7C 8

10.30-10.45 31 3 1 1 0 0 0 3 5 0 17 0

10.45-11.00 17 5 0 1 0 0 2 4 13 2 18 0

11.00-11.15 19 7 0 5 0 0 3 3 8 0 9 1

11.15-11.30 19 6 0 1 0 0 1 0 4 0 19 0

11.30-11.45 19 5 0 0 0 0 2 1 11 0 13 0

11.45-12.00 5 0 0 2 0 0 0 0 2 0 7 1

12.00-12.15 25 8 0 3 0 0 0 0 6 0 15 1

12.15-12.30 22 6 0 1 0 0 0 0 5 0 5 0

12.30-12.45 33 4 0 1 0 0 2 2 2 0 9 1

12.45-13.00 40 5 0 3 0 0 2 0 7 2 8 1

13.00-13.15 31 3 0 1 0 0 00 0 4 1 10 0

13.15-13.30 19 6 0 4 0 0 2 1 9 1 9 0

13.30-13.45 15 3 0 0 0 0 0 0 6 0 13 1

13.45-14.00 13 4 0 0 0 0 3 2 7 1 10 0

14.00-14.15 30 12 0 2 0 0 1 0 9 0 22 0

14.15-14.30 35 14 0 4 0 0 1 0 8 0 26 1

14.30-14.45 37 11 0 2 0 0 2 1 7 1 23 0

14.45-15.00 12 3 0 0 0 0 1 0 3 0 18 0

15.00-15.15 17 7 0 1 0 0 0 2 6 0 21 0

15.15-15.30 17 6 0 0 0 0 3 0 3 2 16 0

15.30-15.45 23 3 0 0 0 0 0 1 7 0 12 0

15.45-16.00 21 2 0 2 0 0 0 2 6 0 19 0

16.00-16.15 23 4 0 1 0 0 2 0 8 0 10 0

16.15-16.30 31 6 0 3 0 0 1 0 13 1 12 0

16.30-16.45 22 4 0 1 0 0 1 0 6 1 16 0

16.45-17.00 27 3 0 3 0 0 0 0 7 0 21 0

17.00-17.15 23 2 0 3 0 0 0 0 11 0 18 1

17.15-17.30 12 1 0 2 0 0 0 0 5 0 16 0

17.30-17.45 17 2 0 2 0 0 0 1 7 0 8 0

17.45-18.00 8 3 0 0 0 0 3 0 4 0 14 0

Source: Survey Result

2. Margomulyo Junction

The survey is supposed to identify the volume traffic pasing the surveyed

area, i.e. : Margomulyo Junction. In this junction, there are 6 traffic movements.




The results of the survey in Margomulyo crossroad are presented in Table 3.29 –

Table 3.34.

Table 3.29. Results of Survey in Margomulyo Junction 1

1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 279 4 21 4 0 2 2 1 3 0 11 0

06.15-06.30 461 4 24 1 0 1 1 2 0 0 5 2

06.30-06.45 709 2 32 3 0 0 0 0 0 1 10 4

06.45-07.00 938 5 30 7 0 0 1 0 1 1 9 9

07.00-07.15 896 1 27 3 0 2 2 1 0 0 8 9

07.15-07.30 1112 5 30 4 0 0 1 4 0 0 10 11

07.30-07.45 1172 1 35 8 0 0 5 6 0 1 12 5

07.45-08.00 1412 2 30 5 0 0 4 6 4 0 14 7

08.00-08.15 1047 5 26 6 0 0 7 4 2 0 21 2

08.15-08.30 770 3 30 9 0 1 12 13 1 0 24 1

08.30-08.45 672 4 44 9 1 1 11 16 2 0 34 2

08.45-09.00 514 4 46 16 0 0 3 24 3 0 35 1

09.00-09.15 385 2 22 14 0 1 7 14 1 0 36 1

09.15-09.30 329 1 29 14 0 0 14 15 6 2 39 2

09.30-09.45 341 3 27 13 0 3 12 12 4 0 44 1

09.45-10.00 329 2 34 18 0 1 10 15 5 2 33 1

10.00-10.15 315 1 27 10 0 0 12 22 6 0 36 0

10.15-10.30 230 5 25 19 0 0 34 21 3 2 44 1

10.30-10.45 267 3 35 11 0 0 14 15 3 1 40 4

10.45-11.00 257 4 26 13 0 0 16 13 9 1 44 1

11.00-11.15 256 6 24 18 0 0 25 13 6 3 33 3

11.15-11.30 265 0 33 18 1 0 22 21 6 0 35 0

11.30-11.45 278 0 27 11 0 0 25 26 20 1 54 0

11.45-12.00 223 2 23 16 0 0 18 22 10 0 34 0

12.00-12.15 250 1 32 10 0 0 9 23 8 0 35 1

12.15-12.30 265 3 31 11 0 0 12 15 9 0 32 2

12.30-12.45 266 2 20 14 0 0 12 14 3 0 11 0

12.45-13.00 230 3 21 12 0 0 13 16 4 0 17 1

13.00-13.15 239 3 36 10 0 0 7 11 3 0 12 2

13.15-13.30 273 1 42 17 0 0 19 23 6 0 24 2

13.30-13.45 255 5 46 11 0 0 11 17 4 2 25 1

13.45-14.00 327 0 43 20 0 0 27 27 7 1 45 1




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

14.00-14.15 287 0 26 16 0 0 21 24 5 0 27 1

14.15-14.30 308 0 27 20 0 0 20 26 2 0 31 1

14.30-14.45 340 3 36 11 0 0 21 26 10 0 36 1

14.45-15.00 318 2 31 10 0 0 18 14 3 0 28 0

15.00-15.15 395 2 34 25 0 0 22 24 4 0 39 1

15.15-15.30 403 2 37 20 0 0 15 18 10 0 43 1

15.30-15.45 457 2 36 21 0 1 22 26 4 1 57 0

15.45-16.00 478 2 35 19 0 0 25 32 1 2 45 0

16.00-16.15 613 4 40 18 0 2 19 20 1 0 44 2

16.15-16.30 718 2 50 17 0 0 23 15 1 1 23 0

16.30-16.45 688 2 46 20 0 0 22 20 5 0 23 0

16.45-17.00 796 9 27 16 0 0 21 15 6 1 20 0

17.00-17.15 634 2 22 13 0 0 17 11 4 0 26 0

17.15-17.30 587 1 29 8 0 0 15 22 1 1 22 0

17.30-17.45 624 9 34 9 0 0 9 11 1 1 34 0

17.45-18.00 520 2 22 10 0 0 8 13 0 0 13 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 7 0 0 2 0 0 12 0 0 5 3 0

06.15-06.30 8 0 1 4 0 2 4 0 1 2 4 0

06.30-06.45 11 0 4 2 0 2 1 0 0 0 0 0

06.45-07.00 26 0 2 4 0 0 5 0 3 0 3 0

07.00-07.15 21 1 5 3 0 0 5 0 5 0 1 0

07.15-07.30 44 2 5 3 0 0 8 0 1 1 0 0

07.30-07.45 57 1 1 4 1 1 6 0 0 0 1 2

07.45-08.00 59 2 19 9 0 0 7 1 1 0 3 0

08.00-08.15 55 1 14 7 1 1 10 0 4 0 3 0

08.15-08.30 45 2 14 8 2 1 22 0 8 1 2 0

08.30-08.45 53 5 16 5 1 0 25 0 6 0 4 2

08.45-09.00 20 3 8 1`5 0 0 15 0 3 3 4 0

09.00-09.15 24 5 10 11 2 1 16 0 2 0 2 0

09.15-09.30 19 1 8 10 1 0 23 0 7 0 2 1

09.30-09.45 34 3 6 15 1 0 5 0 2 0 5 0

09.45-10.00 19 2 7 13 1 0 23 0 6 4 0 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

10.00-10.15 17 3 7 10 0 0 17 0 5 0 0 0

10.15-10.30 24 2 5 7 0 0 27 0 4 0 4 0

10.30-10.45 18 1 10 15 0 0 12 0 4 0 5 0

10.45-11.00 20 2 11 15 0 0 15 0 4 1 2 0

11.00-11.15 19 6 15 11 0 0 17 0 7 1 9 0

11.15-11.30 9 4 4 12 0 0 13 0 4 1 4 0

11.30-11.45 12 3 7 14 0 0 14 0 5 0 2 0

11.45-12.00 14 1 9 11 0 0 14 0 3 2 2 0

12.00-12.15 15 0 6 5 0 0 11 0 7 0 2 0

12.15-12.30 12 2 7 5 0 1 5 0 2 0 0 0

12.30-12.45 15 3 7 4 1 0 11 0 4 0 0 0

12.45-13.00 12 4 1 9 0 0 9 0 0 2 2 0

13.00-13.15 10 3 11 10 0 0 14 0 3 0 2 0

13.15-13.30 14 3 9 8 0 1 5 0 1 0 1 0

13.30-13.45 11 1 16 16 1 1 11 0 1 3 2 0

13.45-14.00 7 0 11 11 0 0 14 0 4 1 2 0

14.00-14.15 15 2 4 6 0 0 7 0 4 2 1 0

14.15-14.30 8 2 10 13 0 0 15 0 2 0 1 0

14.30-14.45 8 1 9 10 0 0 4 0 4 1 1 0

14.45-15.00 28 1 4 8 0 0 16 0 2 0 3 0

15.00-15.15 16 2 5 9 0 1 8 0 11 0 4 0

15.15-15.30 21 0 11 16 1 0 8 0 3 1 4 0

15.30-15.45 18 0 8 11 0 0 6 0 2 1 5 0

15.45-16.00 14 1 8 7 0 1 7 0 4 0 2 0

16.00-16.15 16 3 7 9 0 0 11 0 4 2 2 0

16.15-16.30 17 1 8 10 0 2 11 0 4 0 1 0

16.30-16.45 15 2 1 11 1 0 8 0 3 0 3 0

16.45-17.00 18 1 10 10 0 1 7 0 3 1 2 0

17.00-17.15 20 1 12 7 0 1 5 0 8 0 5 0

17.15-17.30 32 1 3 5 1 0 5 0 0 0 8 0

17.30-17.45 21 4 3 10 1 2 3 0 0 1 2 0

17.45-18.00 24 1 1 2 0 0 3 0 3 0 6 0






1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 330 17 18 1 0 0 2 1 0 0 2 1

06.15-06.30 480 19 4 3 0 1 0 0 0 0 0 2

06.30-06.45 462 20 11 0 0 1 1 0 0 0 0 3

06.45-07.00 439 19 20 1 0 1 2 0 0 0 0 1

07.00-07.15 416 16 20 5 0 0 1 0 0 0 0 0

07.15-07.30 478 19 12 0 0 0 0 0 0 0 0 2

07.30-07.45 685 22 15 2 1 0 0 0 0 0 0 1

07.45-08.00 757 14 14 5 0 0 0 0 0 0 0 2

08.00-08.15 633 13 23 6 0 0 0 1 1 0 0 1

08.15-08.30 523 4 16 11 0 1 1 0 0 1 0 2

08.30-08.45 383 7 22 10 0 0 1 1 0 0 0 1

08.45-09.00 286 0 16 12 0 0 3 1 5 1 12 0

09.00-09.15 362 1 15 10 0 2 9 6 4 0 43 0

09.15-09.30 369 0 17 7 0 0 23 10 2 2 31 0

09.30-09.45 209 1 20 7 0 1 13 4 4 1 19 1

09.45-10.00 228 1 15 8 0 0 19 7 3 0 25 0

10.00-10.15 171 6 17 12 0 0 12 5 6 2 32 0

10.15-10.30 191 4 20 26 0 0 20 5 3 1 23 0

10.30-10.45 141 1 12 6 0 1 12 5 3 1 23 0

10.45-11.00 163 3 20 15 0 0 22 3 3 1 22 0

11.00-11.15 137 2 12 19 0 0 19 6 2 0 33 0

11.15-11.30 162 3 18 18 0 0 21 3 3 3 32 0

11.30-11.45 187 2 9 12 0 0 14 8 6 2 22 0

11.45-12.00 143 1 14 18 0 0 12 3 4 1 16 0

12.00-12.15 125 1 9 11 0 0 7 2 6 0 20 1

12.15-12.30 130 2 14 11 0 0 24 4 2 2 14 1

12.30-12.45 127 3 8 13 0 0 19 3 4 1 17 0

12.45-13.00 119 2 9 14 0 0 22 5 1 0 0 0

13.00-13.15 118 5 19 16 0 0 21 7 3 1 12 0

13.15-13.30 114 0 17 23 0 0 20 6 3 1 13 0

13.30-13.45 124 3 9 9 0 0 18 4 4 0 14 1

13.45-14.00 134 4 15 20 0 0 29 3 6 2 20 1

14.00-14.15 116 3 17 16 0 0 19 5 2 0 31 0

14.15-14.30 121 3 15 8 0 0 21 5 4 0 24 1

14.30-14.45 155 4 19 11 0 0 26 4 6 0 29 1




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

14.45-15.00 151 2 15 23 0 0 16 5 1 0 27 1

15.00-15.15 149 3 15 13 0 0 16 7 6 2 30 1

15.15-15.30 153 1 14 17 0 0 18 4 2 2 35 0

15.30-15.45 167 2 17 14 0 0 17 2 4 2 19 1

15.45-16.00 138 5 19 16 0 0 19 3 2 1 22 3

16.00-16.15 278 3 16 12 0 0 12 0 0 0 9 0

16.15-16.30 320 1 14 6 0 0 9 0 0 0 5 0

16.30-16.45 380 1 19 10 0 0 2 1 1 0 2 0

16.45-17.00 433 2 19 7 0 0 0 0 0 0 2 3

17.00-17.15 472 1 16 12 0 0 1 0 0 0 0 0

17.15-17.30 557 0 5 1 1 0 0 0 0 0 0 0

17.30-17.45 442 6 17 3 0 0 0 0 0 0 1 3

17.45-18.00 433 1 15 6 0 0 0 0 0 0 3 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 512 6 11 3 0 3 2 3 2 1 3 1

06.15-06.30 732 9 14 5 0 4 3 2 1 0 4 1

06.30-06.45 800 13 16 2 2 5 1 3 1 1 4 2

06.45-07.00 1275 12 32 2 0 4 1 4 2 1 6 3

07.00-07.15 1322 8 24 5 0 1 4 8 2 0 6 6

07.15-07.30 1543 12 24 4 0 1 2 2 1 0 6 3

07.30-07.45 1645 17 44 6 1 1 1 2 2 0 8 8

07.45-08.00 1341 21 20 10 0 0 7 4 4 1 4 2

08.00-08.15 1212 19 18 12 0 1 5 4 3 2 20 4

08.15-08.30 1249 16 19 9 3 3 8 3 1 0 25 1

08.30-08.45 1137 18 16 11 0 0 5 1 0 1 18 3

08.45-09.00 1054 15 21 7 2 0 4 3 2 1 22 5

09.00-09.15 971 10 19 4 0 3 11 5 0 0 19 3

09.15-09.30 775 11 23 6 4 0 7 3 1 0 24 1

09.30-09.45 642 13 20 13 1 1 5 4 2 0 17 2

09.45-10.00 611 16 18 8 1 0 6 2 0 3 19 0

10.00-10.15 480 14 15 10 0 3 11 5 4 2 22 1

10.15-10.30 334 11 1 9 0 0 7 2 0 0 25 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

10.30-10.45 270 13 14 13 0 0 15 3 4 4 23 2

10.45-11.00 241 15 11 11 6 0 8 8 1 6 29 3

11.00-11.15 301 18 12 15 1 0 11 6 1 2 33 0

11.15-11.30 281 23 11 11 0 0 5 4 2 1 48 2

11.30-11.45 202 20 12 9 0 0 3 3 0 0 33 0

11.45-12.00 249 22 15 14 0 0 8 1 2 2 39 1

12.00-12.15 512 32 15 28 0 2 3 2 1 1 25 3

12.15-12.30 413 28 18 25 1 0 5 3 0 0 21 0

12.30-12.45 410 32 10 27 0 0 6 2 1 0 24 2

12.45-13.00 363 25 13 23 0 0 7 1 0 0 21 0

13.00-13.15 398 24 18 18 0 0 8 3 0 2 12 0

13.15-13.30 324 17 20 18 1 0 0 0 0 0 22 1

13.30-13.45 395 14 12 15 0 0 6 3 0 0 10 0

13.45-14.00 225 15 16 21 0 0 1 5 1 2 20 0

14.00-14.15 225 12 18 17 2 1 6 7 1 0 22 0

14.15-14.30 231 14 10 19 0 0 4 3 0 0 18 3

14.30-14.45 210 10 12 22 0 0 2 4 0 0 16 1

14.45-15.00 187 15 29 22 0 1 3 3 1 1 19 0

15.00-15.15 174 17 21 25 1 3 5 5 0 0 23 0

15.15-15.30 301 22 25 18 3 0 3 2 0 2 31 0

15.30-15.45 429 19 23 15 0 1 6 5 2 0 36 0

15.45-16.00 559 20 10 17 0 1 4 1 1 0 47 1

16.00-16.15 549 0 12 20 0 0 8 6 0 0 40 0

16.15-16.30 606 0 9 15 0 0 7 2 0 2 25 1

16.30-16.45 851 0 15 15 0 0 4 1 0 0 38 2

16.45-17.00 417 0 4 5 0 0 3 1 0 0 29 0

17.00-17.15 691 0 8 6 0 0 4 2 3 0 32 0

17.15-17.30 479 0 1 5 0 0 2 1 4 2 24 0

17.30-17.45 513 0 0 5 0 0 2 0 2 1 21 0

17.45-18.00 386 5 0 3 0 0 0 0 2 0 17 0






1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 150 3 10 3 0 1 7 1 5 7 3 1

06.15-06.30 196 9 15 12 0 1 8 8 7 1 3 0

06.30-06.45 176 5 12 7 0 0 5 3 3 5 2 0

06.45-07.00 251 13 13 12 1 1 4 5 3 3 6 0

07.00-07.15 262 2 10 10 0 2 8 5 1 0 5 0

07.15-07.30 215 12 10 4 0 1 5 5 1 1 10 0

07.30-07.45 263 3 7 13 0 1 12 4 1 1 12 0

07.45-08.00 142 2 9 7 0 0 4 2 5 0 13 2

08.00-08.15 135 10 15 9 0 2 10 7 3 3 23 0

08.15-08.30 176 8 13 17 0 1 16 10 10 4 20 0

08.30-08.45 225 4 14 11 0 1 9 7 4 5 19 0

08.45-09.00 205 11 20 5 0 1 8 5 7 7 34 0

09.00-09.15 75 5 11 9 0 0 3 4 3 4 22 0

09.15-09.30 69 6 15 8 0 0 8 10 5 7 30 0

09.30-09.45 72 12 17 4 0 0 10 15 8 54 0

09.45-10.00 67 8 25 12 0 0 15 10 2 6 32 0

10.00-10.15 110 13 12 8 0 0 13 8 9 0 21 0

10.15-10.30 95 9 25 16 1 0 20 10 10 1 50 0

10.30-10.45 72 8 12 4 0 0 12 4 10 0 25 0

10.45-11.00 67 4 25 15 0 0 17 4 5 1 21 0

11.00-11.15 81 4 19 12 0 0 20 15 5 0 25 0

11.15-11.30 105 16 17 22 0 0 3 5 5 0 26 0

11.30-11.45 67 12 13 8 0 0 11 7 5 1 10 0

11.45-12.00 60 21 7 11 0 0 7 9 7 1 14 0

12.00-12.15 65 13 8 5 0 0 13 3 5 1 12 0

12.15-12.30 35 9 8 7 0 0 6 11 1 1 10 0

12.30-12.45 56 8 12 8 0 0 12 7 7 2 5 0

12.45-13.00 50 10 15 4 0 0 14 12 6 0 12 0

13.00-13.15 55 3 9 6 0 0 7 9 2 0 10 0

13.15-13.30 70 6 14 10 0 0 4 19 8 1 7 0

13.30-13.45 65 12 18 9 0 0 3 13 5 1 15 0

13.45-14.00 59 20 12 8 0 0 12 5 10 2 13 0

14.00-14.15 57 12 9 2 0 0 10 12 12 0 9 0

14.15-14.30 54 13 10 13 0 0 13 9 14 0 15 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

14.30-14.45 67 21 13 8 0 0 12 10 8 0 12 0

14.45-15.00 87 19 15 9 0 0 7 16 3 0 19 0

15.00-15.15 53 17 2 4 0 0 14 2 10 0 23 0

15.15-15.30 65 16 17 13 0 0 13 17 6 0 19 0

15.30-15.45 66 22 11 12 0 0 17 15 8 0 24 0

15.45-16.00 62 15 16 15 0 0 3 5 4 0 12 0

16.00-16.15 170 13 12 11 0 0 13 6 9 3 36 1

16.15-16.30 210 16 8 8 0 0 17 10 12 3 43 2

16.30-16.45 195 9 13 13 0 0 19 7 15 5 21 0

16.45-17.00 230 20 10 10 0 0 21 15 6 2 34 0

17.00-17.15 285 30 15 15 0 0 13 7 2 3 19 0

17.15-17.30 350 32 14 14 0 0 16 19 7 15 22 0

17.30-17.45 300 24 22 12 0 0 12 15 11 3 13 0

17.45-18.00 285 22 19 19 0 0 11 9 14 5 12 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 379 3 5 0 0 0 0 0 0 0 0 0

06.15-06.30 443 2 8 0 0 0 0 0 0 0 0 1

06.30-06.45 258 2 11 0 0 0 0 0 0 0 0 2

06.45-07.00 387 5 12 2 0 0 0 0 0 0 0 2

07.00-07.15 435 6 11 0 0 1 0 0 0 0 0 1

07.15-07.30 367 6 10 0 0 0 1 1 0 0 0 1

07.30-07.45 523 12 12 0 0 0 0 0 0 0 0 1

07.45-08.00 222 6 16 3 0 0 0 0 0 0 0 0

08.00-08.15 326 9 11 4 0 0 0 0 0 0 0 4

08.15-08.30 312 14 15 3 0 0 0 1 0 0 3 1

08.30-08.45 361 5 13 3 0 0 0 0 2 0 3 2

08.45-09.00 226 8 18 7 0 0 2 0 0 0 0 1

09.00-09.15 248 4 7 9 0 0 0 2 0 0 0 0

09.15-09.30 258 10 8 4 0 0 0 2 0 1 2 0

09.30-09.45 235 11 14 6 0 0 0 0 0 0 2 1

09.45-10.00 215 7 10 5 0 0 0 0 0 0 1 1

10.00-10.15 273 9 9 5 0 0 0 3 0 0 5 2

10.15-10.30 244 6 6 9 0 0 2 0 2 0 4 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

10.30-10.45 163 5 9 7 0 0 5 8 5 0 13 2

10.45-11.00 126 9 8 12 0 0 0 7 0 0 16 1

11.00-11.15 168 8 9 13 0 0 3 5 3 0 20 0

11.15-11.30 158 2 7 15 0 0 2 2 2 0 28 1

11.30-11.45 175 13 11 13 0 0 3 6 3 1 12 5

11.45-12.00 136 9 8 19 0 0 0 3 0 0 0 1

12.00-12.15 121 12 4 5 0 0 0 2 0 0 2 0

12.15-12.30 197 7 8 8 0 0 0 2 0 0 0 0

12.30-12.45 169 15 6 12 0 0 0 0 0 0 2 1

12.45-13.00 145 8 8 9 0 0 0 0 0 0 3 0

13.00-13.15 99 6 7 4 0 0 0 1 0 0 6 0

13.15-13.30 93 10 3 6 0 0 0 1 0 0 20 1

13.30-13.45 61 9 2 7 0 0 0 2 0 0 23 1

13.45-14.00 98 10 7 12 0 0 0 6 1 0 24 0

14.00-14.15 134 7 5 15 0 0 0 4 0 0 17 2

14.15-14.30 106 7 5 11 0 0 0 4 0 0 6 1

14.30-14.45 90 5 5 8 0 0 0 3 0 0 5 0

14.45-15.00 115 9 9 7 0 0 0 2 0 0 11 1

15.00-15.15 177 12 12 7 0 0 0 0 0 0 3 0

15.15-15.30 159 9 7 9 0 0 0 0 0 0 4 0

15.30-15.45 204 8 5 8 0 0 0 2 0 0 8 1

15.45-16.00 225 5 4 10 0 0 0 4 0 0 10 2

16.00-16.15 259 4 4 6 0 1 0 0 0 0 2 5

16.15-16.30 141 13 4 4 0 0 0 2 0 0 2 1

16.30-16.45 256 7 6 1 0 0 0 0 0 0 2 3

16.45-17.00 421 7 10 6 0 0 0 0 0 0 0 2

17.00-17.15 541 5 8 7 0 0 0 0 0 2 2 8

17.15-17.30 573 11 7 5 0 0 0 0 0 3 4 2

17.30-17.45 558 16 5 2 0 0 0 0 0 0 6 2

17.45-18.00 472 12 5 3 0 0 0 0 0 0 5 3





3. Romokalisari Crossroad

The survey is supposed to identify the volume traffic pasing the surveyed

area, i.e. : Romokalisari Crossroad. In this crossroad, there are 7 traffic

movements. The results of the survey in Romokalisari Crossroad are presented in

Table 3.35 – Table 3.41.

Table 3.35. Results of Survey in Romokalisari Crossroad 1

1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 5 68 3 8 0 0 5 4 2 0 3 0

06.15-06.30 8 73 1 6 0 0 9 4 1 1 6 0

06.30-06.45 12 72 0 9 0 1 8 7 3 2 11 0

06.45-07.00 11 81 0 8 0 0 7 5 4 0 5 0

07.00-07.15 14 86 2 7 0 2 13 6 4 2 11 0

07.15-07.30 10 92 0 7 0 0 22 3 5 2 9 0

07.30-07.45 16 105 3 13 0 0 12 6 5 1 9 0

07.45-08.00 11 112 1 11 0 0 20 16 5 2 11 0

08.00-08.15 4 98 0 9 0 0 19 6 5 1 8 0

08.15-08.30 13 103 1 18 2 0 27 10 7 1 6 0

08.30-08.45 9 112 1 25 0 0 26 9 9 2 14 0

08.45-09.00 10 83 2 16 0 0 16 5 9 1 18 0

09.00-09.15 7 104 2 28 0 0 20 9 13 0 13 2

09.15-09.30 10 85 2 32 0 0 12 16 11 1 10 0

09.30-09.45 5 78 3 33 0 1 19 4 13 1 12 0

09.45-10.00 3 100 0 31 0 1 19 6 14 1 15 2

10.00-10.15 9 74 0 30 1 2 21 8 17 4 18 0

10.15-10.30 11 86 6 34 1 0 17 9 14 0 23 0

10.30-10.45 2 82 4 36 0 0 28 9 11 1 19 0

10.45-11.00 6 88 3 32 0 0 22 7 9 1 18 0

11.00-11.15 8 94 0 44 0 3 18 4 12 0 14 0

11.15-11.30 6 89 4 39 0 0 16 7 10 2 16 0

11.30-11.45 4 105 3 28 0 1 22 6 9 0 12 0

11.45-12.00 7 112 0 31 0 2 20 5 11 3 8 0

12.00-12.15 3 96 0 27 0 1 16 6 8 1 13 0

12.15-12.30 8 101 0 34 0 5 14 8 12 0 7 0

12.30-12.45 12 94 2 28 0 2 12 6 13 2 13 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

12.45-13.00 4 102 0 22 0 0 11 9 12 0 5 0

13.00-13.15 4 112 1 19 1 0 9 7 13 2 12 0

13.15-13.30 5 79 3 27 0 3 6 7 15 3 18 0

13.30-13.45 7 82 1 33 0 1 10 10 12 5 8 0

13.45-14.00 6 91 3 26 2 0 14 12 16 4 19 0

14.00-14.15 5 104 0 23 0 2 21 9 8 1 6 0

14.15-14.30 4 97 5 21 0 0 18 7 8 0 5 0

14.30-14.45 5 101 2 28 0 0 14 8 10 3 8 0

14.45-15.00 3 112 0 36 0 0 22 6 7 2 9 0

15.00-15.15 7 89 0 41 0 0 18 6 12 1 13 0

15.15-15.30 6 64 0 33 0 1 16 7 14 0 7 0

15.30-15.45 8 112 0 27 0 0 14 10 9 3 10 0

15.45-16.00 4 124 3 25 0 0 20 5 8 1 8 0

16.00-16.15 2 97 0 21 0 0 12 7 11 1 13 0

16.15-16.30 3 113 2 28 0 1 9 4 13 0 8 0

16.30-16.45 6 108 0 24 0 0 14 8 10 2 7 0

16.45-17.00 9 98 1 19 1 0 8 11 15 3 4 0

17.00-17.15 8 128 0 15 0 0 6 9 13 1 6 0

17.15-17.30 10 133 2 21 0 0 10 7 9 0 3 0

17.30-17.45 12 137 1 14 0 0 7 4 6 0 5 0

17.45-18.00 4 132 0 16 0 0 6 3 7 0 2 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 5 2 0 0 0 0 0 0 0 0 0 0

06.15-06.30 10 2 0 0 0 0 0 0 0 0 0 0

06.30-06.45 21 3 0 0 0 0 0 0 0 0 0 0

06.45-07.00 23 4 0 0 0 0 0 0 0 0 0 0

07.00-07.15 30 7 0 0 0 0 0 0 0 0 0 0

07.15-07.30 59 9 0 2 0 0 0 0 0 0 0 0

07.30-07.45 75 10 0 3 0 0 0 0 0 0 0 0

07.45-08.00 78 7 1 3 0 0 0 0 1 0 0 0

08.00-08.15 70 9 0 3 1 0 3 0 0 0 0 0

08.15-08.30 77 6 0 4 0 0 3 0 0 0 0 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

08.30-08.45 86 7 0 2 0 0 4 0 0 0 0 0

08.45-09.00 152 5 0 2 0 0 4 0 1 0 0 0

09.00-09.15 98 6 0 3 0 0 2 0 3 0 0 0

09.15-09.30 87 4 0 4 0 0 3 1 2 0 0 0

09.30-09.45 81 6 0 4 0 0 3 0 2 0 3 0

09.45-10.00 83 5 0 3 0 0 6 1 0 1 0 2

10.00-10.15 65 3 0 2 0 0 3 1 0 0 0 0

10.15-10.30 67 6 0 2 0 0 7 0 1 0 0 0

10.30-10.45 66 3 0 4 0 1 2 0 0 0 0 0

10.45-11.00 61 4 0 3 0 0 2 0 0 0 0 0

11.00-11.15 57 3 0 3 0 0 1 0 1 0 0 0

11.15-11.30 55 5 0 3 0 0 2 0 0 0 0 0

11.30-11.45 49 5 0 4 0 0 1 0 0 0 0 0

11.45-12.00 47 3 0 3 0 0 2 0 1 0 0 0

12.00-12.15 31 4 0 2 0 0 0 0 0 0 0 0

12.15-12.30 29 4 0 4 0 0 0 0 0 0 0 0

12.30-12.45 25 6 0 3 0 0 0 0 0 0 0 0

12.45-13.00 27 5 0 3 0 0 0 0 0 0 0 0

13.00-13.15 24 3 0 2 0 0 0 0 0 0 0 0

13.15-13.30 19 5 0 1 0 0 0 0 0 0 0 0

13.30-13.45 18 7 0 0 0 0 0 0 0 0 0 0

13.45-14.00 16 5 0 0 0 0 0 0 0 0 0 0

14.00-14.15 20 5 0 0 0 0 0 0 0 0 0 0

14.15-14.30 21 4 0 3 0 0 0 0 0 0 0 0

14.30-14.45 17 5 0 4 0 0 0 0 0 0 0 0

14.45-15.00 19 6 0 2 0 0 0 0 0 0 0 0

15.00-15.15 14 5 0 3 0 0 0 0 0 0 0 0

15.15-15.30 27 7 0 3 0 0 0 0 0 0 0 0

15.30-15.45 28 5 0 0 0 0 0 0 0 0 0 0

15.45-16.00 31 8 0 0 0 0 0 0 0 0 0 0

16.00-16.15 35 7 0 0 0 0 0 0 0 0 0 0

16.15-16.30 37 5 0 0 0 0 0 0 0 0 0 0

16.30-16.45 41 4 0 0 0 0 0 0 0 0 0 0

16.45-17.00 46 4 0 3 0 0 0 0 0 0 0 0

17.00-17.15 48 7 0 2 0 0 0 0 0 0 0 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

17.15-17.30 47 6 0 2 0 0 0 0 0 0 0 0

17.30-17.45 51 8 0 0 0 0 0 0 0 0 0 0

17.45-18.00 53 7 0 0 0 0 0 0 0 0 0 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 29 113 0 1 0 2 7 5 3 2 1 1

06.15-06.30 36 107 2 1 0 1 1 0 3 0 1 1

06.30-06.45 39 97 3 2 0 0 5 4 2 0 1 1

06.45-07.00 41 106 3 2 0 2 6 5 1 0 0 0

07.00-07.15 40 93 1 1 0 0 5 11 4 1 1 0

07.15-07.30 12 51 0 3 0 0 12 8 2 2 0 0

07.30-07.45 20 79 0 1 0 0 15 10 6 3 3 0

07.45-08.00 13 63 2 7 0 0 19 7 9 3 2 0

08.00-08.15 15 77 0 10 0 0 16 5 7 1 1 0

08.15-08.30 7 57 0 6 0 0 31 10 6 2 1 1

08.30-08.45 4 70 0 12 0 1 16 5 3 0 3 1

08.45-09.00 5 56 2 12 1 0 26 8 8 1 6 0

09.00-09.15 4 78 0 6 0 0 28 6 14 4 12 0

09.15-09.30 7 79 1 6 0 0 32 3 11 2 10 1

09.30-09.45 8 74 1 10 0 0 17 10 13 7 10 0

09.45-10.00 5 76 0 17 1 0 18 8 11 1 20 0

10.00-10.15 12 95 1 11 0 0 15 23 8 0 15 0

10.15-10.30 12 79 0 8 0 0 18 8 9 2 8 0

10.30-10.45 6 63 0 10 1 1 21 10 8 3 12 0

10.45-11.00 14 36 0 11 0 0 25 13 13 5 66 0

11.00-11.15 12 44 1 13 3 2 32 12 16 4 7 0

11.15-11.30 11 28 0 12 2 0 19 13 15 3 10 0

11.30-11.45 9 32 2 10 0 1 8 16 17 4 17 1

11.45-12.00 10 26 0 13 0 0 20 13 10 3 11 0

12.00-12.15 8 14 0 15 0 3 26 17 7 5 13 0

12.15-12.30 6 159 4 8 0 0 17 17 13 7 16 0

12.30-12.45 7 163 0 9 0 1 13 17 9 4 15 0

12.45-13.00 7 120 0 6 0 0 11 15 6 4 9 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

13.00-13.15 6 88 0 11 0 1 14 12 8 3 11 0

13.15-13.30 9 84 2 21 0 2 39 9 20 4 11 0

13.30-13.45 2 68 0 16 0 2 25 5 12 2 6 0

13.45-14.00 8 94 0 22 0 0 16 9 8 3 12 0

14.00-14.15 7 90 0 15 1 4 17 4 23 0 15 0

14.15-14.30 5 97 0 14 1 1 15 7 19 3 16 0

14.30-14.45 5 67 1 32 0 0 17 28 14 3 14 1

14.45-15.00 3 100 0 34 0 2 15 22 18 2 26 0

15.00-15.15 5 119 0 37 0 1 15 16 16 3 23 0

15.15-15.30 4 98 0 36 0 1 22 30 23 1 14 0

15.30-15.45 6 108 0 27 2 2 18 38 14 3 14 0

15.45-16.00 5 121 1 29 3 3 29 18 23 4 19 0

16.00-16.15 5 112 0 19 1 3 37 6 22 2 23 0

16.15-16.30 3 124 0 26 2 2 17 25 22 1 10 0

16.30-16.45 5 100 2 31 0 2 19 26 16 2 11 0

16.45-17.00 4 93 0 31 0 2 29 23 24 3 16 0

17.00-17.15 3 90 1 29 0 1 30 21 22 2 19 0

17.15-17.30 4 88 0 35 1 0 21 7 14 1 16 2

17.30-17.45 4 91 0 24 0 1 10 12 37 3 16 0

17.45-18.00 7 91 0 22 0 0 19 15 18 2 20 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 1233 8 10 6 0 9 2 4 8 3 1 3

06.15-06.30 1577 12 17 17 2 13 8 13 3 1 0 2

06.30-06.45 1787 16 32 25 7 21 12 12 6 6 2 0

06.45-07.00 1650 8 10 5 0 13 2 4 4 0 1 0

07.00-07.15 564 14 21 7 0 7 1 0 3 0 0 2

07.15-07.30 686 26 15 7 1 5 0 3 0 0 0 1

07.30-07.45 916 20 18 2 2 1 1 0 0 0 1 0

07.45-08.00 686 23 25 8 1 4 0 1 1 1 1 0

08.00-08.15 675 27 16 14 1 5 0 0 0 0 1 1

08.15-08.30 555 13 18 15 2 3 0 1 0 0 2 0

08.30-08.45 362 16 23 6 2 5 0 1 1 0 1 1




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

08.45-09.00 492 24 12 5 1 6 4 2 2 1 5 0

09.00-09.15 266 8 14 14 1 4 6 7 5 1 1 0

09.15-09.30 342 19 14 8 0 4 2 4 6 0 6 2

09.30-09.45 404 9 15 9 1 5 2 7 8 0 1 0

09.45-10.00 359 19 18 16 2 6 2 5 12 4 4 3

10.00-10.15 347 12 17 9 1 7 1 11 6 1 7 0

10.15-10.30 276 27 11 20 0 5 1 4 7 0 3 0

10.30-10.45 248 16 17 16 1 3 1 8 6 2 5 0

10.45-11.00 241 20 12 19 0 5 0 1 7 0 4 0

11.00-11.15 272 20 16 9 0 4 1 2 8 0 0 0

11.15-11.30 301 11 12 11 1 10 3 1 4 0 1 0

11.30-11.45 204 26 14 18 1 2 6 1 5 1 3 0

11.45-12.00 211 23 17 23 0 4 2 6 8 0 1 0

12.00-12.15 243 26 7 24 3 11 0 8 13 0 2 0

12.15-12.30 236 26 8 17 0 8 0 11 11 3 0 0

12.30-12.45 261 22 16 31 0 6 0 6 6 0 0 1

12.45-13.00 253 23 32 27 2 11 2 4 7 2 3 2

13.00-13.15 251 18 22 25 0 9 0 4 4 0 1 0

13.15-13.30 263 22 17 30 1 8 0 1 4 0 0 0

13.30-13.45 277 15 21 24 0 13 3 2 7 2 1 0

13.45-14.00 264 26 19 31 3 6 2 0 10 0 4 0

14.00-14.15 266 25 22 27 0 8 1 1 6 0 2 0

14.15-14.30 263 30 13 26 1 6 5 2 4 0 4 0

14.30-14.45 322 30 12 15 1 5 9 5 2 0 5 0

14.45-15.00 355 25 10 15 1 5 3 1 6 0 6 1

15.00-15.15 303 31 14 14 0 5 8 3 4 0 3 2

15.15-15.30 336 29 14 19 1 4 3 2 3 1 6 1

15.30-15.45 334 29 16 20 0 4 3 3 5 1 3 0

15.45-16.00 340 37 13 16 0 7 6 3 7 0 1 0

16.00-16.15 371 33 15 16 0 6 4 4 8 0 3 0

16.15-16.30 362 35 12 17 1 5 4 2 8 0 1 0

16.30-16.45 346 29 16 19 0 5 5 4 5 0 2 1

16.45-17.00 373 34 16 16 0 7 4 1 6 1 1 2

17.00-17.15 0 0 0 0 0 0 0 0 0 0 0 0

17.15-17.30 0 0 0 0 0 0 0 0 0 0 0 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

17.30-17.45 0 0 0 0 0 0 0 0 0 0 0 0

17.45-18.00 0 0 0 0 0 0 0 0 0 0 0 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 3 0 1 0 0 1 0 1 0 0 1 0

06.15-06.30 3 1 0 1 0 1 1 2 1 0 0 0

06.30-06.45 3 0 0 2 0 0 0 0 2 0 0 0

06.45-07.00 18 2 0 0 0 6 1 0 0 0 0 0

07.00-07.15 20 11 2 4 0 6 8 1 0 1 1 0

07.15-07.30 62 8 1 2 0 5 2 1 3 0 2 0

07.30-07.45 26 7 0 1 1 1 1 0 1 1 0 0

07.45-08.00 42 6 3 2 2 5 5 1 4 0 1 0

08.00-08.15 26 8 1 6 0 5 3 0 1 0 2 0

08.15-08.30 12 3 1 2 2 2 5 0 0 0 1 0

08.30-08.45 19 12 0 0 1 5 4 2 4 0 1 0

08.45-09.00 12 6 0 1 1 6 3 2 5 0 3 0

09.00-09.15 10 6 0 6 1 3 7 4 5 1 5 0

09.15-09.30 20 3 0 4 0 5 5 2 7 0 1 0

09.30-09.45 9 4 0 4 1 7 3 3 9 0 4 0

09.45-10.00 3 5 0 1 1 3 5 2 6 0 1 0

10.00-10.15 8 2 0 0 0 1 0 0 2 0 0 0

10.15-10.30 3 4 0 3 0 2 6 1 6 1 4 0

10.30-10.45 8 7 0 4 1 1 5 2 6 1 4 0

10.45-11.00 7 16 0 5 0 4 6 0 7 0 3 0

11.00-11.15 5 6 0 5 0 1 4 1 4 0 2 0

11.15-11.30 3 4 0 2 0 1 5 0 2 0 2 0

11.30-11.45 1 8 0 4 1 3 6 1 2 1 1 0

11.45-12.00 4 5 0 1 0 1 3 0 3 0 3 0

12.00-12.15 2 8 1 4 1 2 5 2 3 0 1 0

12.15-12.30 0 2 1 6 0 1 3 1 1 0 3 0

12.30-12.45 5 5 1 2 0 4 5 1 5 1 0 0

12.45-13.00 5 5 1 1 1 2 4 3 3 0 2 0

13.00-13.15 5 6 0 2 0 2 7 3 3 0 4 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

13.15-13.30 7 3 0 6 1 2 5 2 1 0 1 0

13.30-13.45 6 3 0 4 0 0 5 3 4 0 3 0

13.45-14.00 5 8 0 6 0 2 4 3 9 0 4 0

14.00-14.15 8 5 2 4 0 2 6 3 5 0 4 0

14.15-14.30 5 7 0 5 2 3 9 2 3 0 5 0

14.30-14.45 13 17 0 6 0 2 7 2 3 0 9 0

14.45-15.00 6 5 0 1 0 7 6 5 3 0 1 0

15.00-15.15 8 5 1 4 0 4 6 0 5 0 3 0

15.15-15.30 6 5 0 0 1 2 5 5 2 0 5 0

15.30-15.45 4 7 0 3 1 1 5 2 3 0 3 0

15.45-16.00 6 4 0 0 0 0 4 3 3 0 2 0

16.00-16.15 7 5 2 1 2 2 5 0 1 0 0 0

16.15-16.30 4 6 0 2 0 2 5 2 5 0 1 0

16.30-16.45 2 3 0 1 1 1 4 2 1 0 1 0

16.45-17.00 3 5 0 5 1 1 3 0 2 0 0 0

17.00-17.15 8 3 0 3 1 0 4 0 3 0 2 0

17.15-17.30 2 5 0 5 0 2 5 2 0 0 0 0

17.30-17.45 5 5 0 0 1 1 2 1 2 0 2 0

17.45-18.00 5 2 0 2 0 2 3 0 1 0 1 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 457 12 10 12 0 0 0 2 0 2 0 8

06.15-06.30 421 11 12 9 0 0 4 0 1 0 0 0

06.30-06.45 754 9 35 0 0 0 0 0 2 0 0 0

06.45-07.00 1431 12 19 2 0 0 1 0 4 0 0 0

07.00-07.15 768 5 6 5 0 0 1 0 1 1 0 0

07.15-07.30 758 7 18 7 0 0 2 1 2 3 0 0

07.30-07.45 584 37 15 8 1 0 8 0 2 0 0 2

07.45-08.00 452 6 19 6 1 0 0 1 1 0 2 1

08.00-08.15 283 12 13 5 1 0 0 0 2 0 1 1

08.15-08.30 324 16 15 4 0 0 2 2 1 0 0 0

08.30-08.45 299 16 16 4 1 0 5 1 1 0 0 0

08.45-09.00 210 27 12 12 0 0 0 0 0 0 0 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

09.00-09.15 300 9 14 9 0 0 2 1 1 0 0 0

09.15-09.30 292 18 10 10 0 0 2 0 1 0 2 0

09.30-09.45 256 6 15 12 0 0 1 0 0 0 0 1

09.45-10.00 246 12 14 11 0 0 1 0 1 0 0 1

10.00-10.15 264 11 20 9 0 0 3 0 0 0 1 0

10.15-10.30 244 26 2 17 0 0 2 0 0 0 0 0

10.30-10.45 209 9 12 10 0 0 4 0 0 0 0 1

10.45-11.00 237 12 10 12 0 0 6 0 1 0 0 2

11.00-11.15 222 12 9 3 0 0 1 0 0 0 0 1

11.15-11.30 117 7 7 5 0 0 0 0 0 0 2 0

11.30-11.45 173 7 9 3 0 0 0 0 0 0 0 0

11.45-12.00 160 20 17 4 0 0 2 0 0 0 0 0

12.00-12.15 154 7 10 3 1 0 1 1 0 0 1 0

12.15-12.30 172 7 14 4 0 0 0 0 0 0 0 0

12.30-12.45 105 12 15 7 0 0 0 0 0 0 0 0

12.45-13.00 188 9 12 3 0 0 7 0 0 0 2 0

13.00-13.15 178 13 12 2 0 0 4 0 0 0 0 0

13.15-13.30 161 13 12 5 1 0 2 0 1 0 0 1

13.30-13.45 251 13 11 11 0 0 4 0 1 0 0 1

13.45-14.00 240 24 39 16 1 0 7 2 0 0 0 0

14.00-14.15 235 20 8 19 0 0 3 0 1 0 0 0

14.15-14.30 238 34 5 9 0 0 0 0 1 0 0 0

14.30-14.45 294 12 12 16 0 0 2 0 0 0 0 2

14.45-15.00 302 18 8 12 0 0 2 0 0 0 0 0

15.00-15.15 342 24 7 14 0 0 1 0 1 0 1 1

15.15-15.30 322 25 8 15 0 0 3 0 1 0 0 0

15.30-15.45 302 22 13 14 0 0 3 0 0 0 0 0

15.45-16.00 347 19 11 12 0 0 2 0 0 0 1 0

16.00-16.15 321 23 8 11 1 0 3 0 1 0 0 1

16.15-16.30 316 26 15 12 0 0 0 0 0 0 0 0

16.30-16.45 324 15 12 19 2 0 2 0 1 0 1 0

16.45-17.00 317 14 9 15 1 0 1 0 1 0 0 0

17.00-17.15 306 28 10 12 1 0 4 0 0 0 0 1

17.15-17.30 311 24 8 13 0 0 1 0 1 0 0 0

17.30-17.45 301 19 10 14 0 0 0 0 0 0 0 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

17.45-18.00 284 20 5 11 0 0 1 0 0 0 0 0



1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

06.00-06.15 5 0 0 0 0 2 0 0 0 0 0 0

06.15-06.30 9 1 0 0 1 2 1 0 0 0 0 0

06.30-06.45 14 2 2 0 1 4 1 0 1 0 2 0

06.45-07.00 38 2 0 0 1 7 3 1 1 0 0 0

07.00-07.15 74 1 1 3 3 3 3 1 0 0 0 2

07.15-07.30 107 1 0 4 1 1 0 1 6 0 0 0

07.30-07.45 96 4 0 4 0 8 2 0 3 0 5 0

07.45-08.00 70 3 0 0 0 5 2 2 1 0 4 1

08.00-08.15 34 3 2 4 2 8 5 0 4 1 4 0

08.15-08.30 18 4 0 6 1 3 12 1 5 0 7 0

08.30-08.45 18 5 0 2 0 3 8 1 4 0 9 0

08.45-09.00 14 3 0 5 1 8 7 5 4 0 8 1

09.00-09.15 13 2 0 6 0 4 9 3 3 0 8 0

09.15-09.30 11 8 0 5 1 4 5 0 7 1 10 0

09.30-09.45 10 3 0 3 1 7 8 2 10 0 7 3

09.45-10.00 3 6 0 4 2 3 6 1 14 1 2 0

10.00-10.15 4 5 0 5 0 3 4 1 8 0 6 0

10.15-10.30 13 3 0 1 1 6 7 2 4 0 7 0

10.30-10.45 5 5 0 5 1 8 15 3 11 0 11 0

10.45-11.00 5 3 1 4 0 3 4 2 7 0 5 0

11.00-11.15 7 4 0 2 1 3 8 3 6 2 5 0

11.15-11.30 7 6 0 3 0 6 6 2 8 0 2 0

11.30-11.45 5 3 1 5 0 3 6 5 11 1 4 0

11.45-12.00 10 4 0 2 2 4 11 6 13 3 8 2

12.00-12.15 12 5 2 5 2 3 3 2 5 1 3 0

12.15-12.30 5 6 0 2 0 5 5 1 2 0 2 0

12.30-12.45 15 3 0 3 0 2 3 1 3 0 1 0

12.45-13.00 3 5 0 6 1 3 6 3 3 1 2 0

13.00-13.15 7 1 3 1 0 6 2 0 8 0 4 0

13.15-13.30 7 2 1 3 0 3 4 1 2 0 5 0

13.30-13.45 3 1 0 2 0 4 1 3 2 2 2 0




1 2 3 4 5 5B 6A 6B 7A 7B 7C 8

13.45-14.00 3 9 0 6 1 5 8 1 10 0 3 0

14.00-14.15 5 5 0 7 1 4 10 1 3 1 2 0

14.15-14.30 6 4 0 7 1 3 8 0 5 0 2 0

14.30-14.45 7 5 0 3 1 5 9 2 2 0 1 1

14.45-15.00 5 3 0 2 1 4 5 1 7 0 9 0

15.00-15.15 3 2 2 5 1 8 8 1 6 0 3 0

15.15-15.30 2 4 1 3 1 8 2 2 6 1 3 0

15.30-15.45 3 2 0 2 1 3 3 2 5 0 3 0

15.45-16.00 2 3 2 2 2 4 5 1 5 1 3 1

16.00-16.15 2 2 0 3 2 3 4 1 3 0 2 0

16.15-16.30 3 1 0 1 1 3 6 1 2 0 4 2

16.30-16.45 4 6 0 5 1 4 5 3 3 2 3 0

16.45-17.00 3 3 0 2 1 5 7 2 1 3 3 0

17.00-17.15 2 1 0 3 0 3 3 1 2 0 1 0

17.15-17.30 2 2 1 3 1 4 3 1 1 2 5 0

17.30-17.45 3 1 0 5 0 3 2 1 3 0 2 1

17.45-18.00 3 5 0 1 2 2 5 3 1 1 2 0


3.2. BIOLOGY

3.2.1. Type of Ecosystem

The location plotted as the project site of Tanjung Perak Port Development

in Lamong Bay is in a coastal area with managed ecosystem : fishpond, salt pond and

mangrove community. There is no ridge of rocks in the studied area.

3.2.2. Water Flora and Fauna

Plankton as Bio-indicator of Seawater Quality

Changes in water quality is closely related to water potencied in terms of

plankton abundance and compositions. The existence of plankton in an area can

supply information in regard with the conditions in the water. Plankton is a

biological parameter that can serve as indicator to evaluate the quality and degree




of fertility in a water area, i.e. : descriptions about the amounts of living

phytoplanktons in an water area and dominating phytoplankton.

The plankton data are the secondary ones and quoted from “Review to

Ecosystem Biodiversity in Lamong Bay, Year 2012”, the samples of which are taken

from 5 sampling points representing Sememi River, waters area surrounding Galang

island and waters area surrounding the project site.

a. Phytoplankton

The dominant phytoplankton in all samping points is Skeletonema sp. In

general, the kinds of phytoplankton found in each sampling point are relatively

indiferent. Saved for Skeletonema sp, the kinds of phytoplanktons commonly found

are Melosira sp., Pseudonitzchia sp., Thalasionema sp., Dytilum brightwellii,

Coscinodiscus sp., dan Thalassiothrix sp. The composition of the kinds, abundance

and diversity index in each sampling point are shown in Figure 3.39.

It is indicated that some kinds of phytoplanktons causing red tide, such as :

Ceratium spp, Peridinium sp, Pseudo-nitzschia sp, Noctiluca sp, and Triceratium sp

are relatively not abundant, less than 2.000 individu/lt of water. The red tide will

take place when when the plankton abundance reaches 2,000,000 individu/lt of

water.

There is a pattern of domination y in the sampling points. The most dominant

family is Skeletonemataceae. With reference to the phytoplankton diversity index,

the classifications of the conditions in the waters area ranges „poor‟ to „good‟ with

diversity index ranging from 0.989 to 2.237. A higher index represents a more stable

community. The more diversified species in a community, the more complex food

chain will be, vice versa.




Figure 3.39. Graph of Compositions and Abyndance of Phytoplankton Surrounding Pelindo Pier

Source : Secondary Data 2012

b. Zooplankton

In the studied area there are 43 species of zooplanktons found and

comprising : Crustacea, fish larva, gelatinous plankton, larva Mollusca, larva

Polychaeta, Nematoda, Chaetognatha, Protozoa, and Foraminifera. The most

dominant species is Copepoda Calanoida of Acartiidae family and Eucalanidae as

well as Brachyura larva (crab) stadia zoea.

Almost in all sampling points around the estuary, both economically and

uneconomically potential fish larva are found. Accordingly, it is probable that the

areas surrounding the estuary and mangrove in Lamong Bay are hatching grounds

and nursery grounds of fish. The existence of larva is predicted to have relationship

with the existence and abundance of natural food of fish larva, i.e. : Copepoda (of

Acartiidae and Eucalanidae families) and other Crustacea, such as Cirripedia dan

zoea Brachyura larva (crab).

0500

100015002000250030003500400045005000

Bac

illar

iace

ae

Bid

du

lph

iace

ae

Cer

atia

ceae

Ch

aeto

cero

tace

ae

Co

scin

od

isca

ceae

Din

op

hys

iace

ae

Euca

mp

iace

ae

Frag

ilari

acea

e

Lith

od

esm

iace

ae

Mel

osi

race

ae

Mer

ism

op

edia

ceae

Nav

icu

lace

ae

Osc

illat

ori

ace

ae

Pe

rid

inia

ceae

Ple

uro

sigm

atac

eae

Pyr

ocy

stac

eae

Rh

izo

sole

nia

ceae

Skel

eto

nem

acea

e

Suri

rella

ceae

Thal

assi

on

emat

acea

e

Thal

assi

osi

race

ae

Tric

erat

iace

ae

Ulo

tric

has

ceae

Zygn

emat

acea

e

kelim

pah

an (

ni)

famili

Komposisi dan Kelimpahan Fitoplankton Berdasar Famili

perairan p Galang

muara kali Sememi

perairan sisi utara p Galangsisi utara dermaga

Compositions and Abundance of Phytoplankton Based on Family

Family

Abundance (

ni)




Fish larvas bringing economic values are gereh/laosan (of Polynemidae

family), milkfish (of Chanidaefamily), tiny sea fish (of Atherinidae family), belanak

(of Mugilidae family), and lemuru (of Clupeidae family). Based on the diversity

index, the waters are categorized „fair‟ to good‟ with relatively stable community

structure. The diversity indexes range from 0.629 to 2.00.

Figure 3.40. Graph of Compositions and Abundance of Zooplankton Surrounding Pelindo Pier

Source : Secondary Data 2012 Remarks : M1 : Waters surrounding Galang Island M2 : Eastuary of Sememi River P1 : Waters in North Side of Galang Island L1 : North Side of Pier, L2: East Side of Pier

0

200

400

600

800

1000

1200

1400

Mys

idae

Oik

op

leu

rid

ae

Aca

rtiid

ae

Cen

tro

pag

idae

Ecti

no

som

atid

ae

ord

o M

on

stri

lloid

a

Cyp

rid

inid

ae

Eup

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ord

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Po

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Bal

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Op

hio

tric

hid

ae

Ner

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ae

kela

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ival

via

ord

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roso

bra

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Luci

feri

dae

Ecti

no

som

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ae

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emat

od

a

Cam

pan

ula

riid

ae

Sagi

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ae

Salp

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Ke

limp

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Kelas/Famili

Komposisi dan Kelimpahan Zooplankton

M1

M2

P1

L1

L2

Compositions and Abundance of Zooplankton

Class/Family

Abundance




c. Nekton

It is recorded that there are at least 56 fishery commodities found in brackish

waters and seawaters sorrounding the fishpond area and estuary of Lamong River. 45

(80.35%) of the commodities are finfish and the rest 11 (19.64%) are shellfish. Of 45

finfish commodities, 29 of them (64.444%) economically have high value, 10 of them

(22.222%) economically have low value and the rest 6 of them (13.333%) have no

economic value. The detailed compositions of the finfish commodities found

surrounding the estuary of Lamong River are presented in Table 3.42 and their

preparation are presented in Table 3.43.

High economic value finfish commonly caught by the fishermen by means of

seine or dragnet comprise belanak/gereh (Mugil cephalus, Liza subviridis),

keting/manyung (Arius spp), kiper (Scatophagus argus), laosan (Eleutheronema

tetradactylum), teri (Stolephoerus indicus, Escualosa thoracata dan Atherinomorus

duodecimalis) and juwi (Thryssa baelama). Most of them are commnly sold in the

markets as both fresh fish, and only a few are sold as salted or smoked ones. They

are categorized as pelagis fish generally living the water columns.

Table 3.42. Fish Diversity in Estuary of Lamong River

Nr. Species Local Name Family Potential Abnd. Location

Finfish

1 Mugil cephalus gereh Mugilidae HEV A SW-E

2 Chanos chanos bandeng Chanidae HEV A SW-E-FP

3 Thryssa baelama gereh laut Engraulidae HEV F L

4 Scatophagus argus kiper Scatophagidae HEV F L

5 Tetraodon nigroviridis buntek Tetraodontidae NEV F SW-E

6 Arothron manilensis buntek Tetraodontidae NEV R SW-E

7 Tylosurus crocodylus lujung Belonidae HEV F L

8 Elops hawaiiensis selek Elopidae HEV O L

9 Liza subviridis gereh Mugilidae HEV A SW-E

10 Eleutheronema tetradactylum laosan Polynemidae HEV A SW-E

11 Nematolosa come gereh Clupeidae HEV F L

12 Lagocephalus lunaris buntek Tetraodontidae LEV F L





13 Lagocephalus spadiceus buntek Tetraodontidae LEV F L

14 Anodontostoma chacunda - Clupeidae HEV F L

15 Lobotes surinamensis - Lobotidae HEV O SW-E

16 Brachyamblyopus coecus - Gobiidae NEV O SW-E

17 Boleophthalmus boddarti gelodok Gobiidae NEV A E-FP

18 Periophthalmus argentilineatus gelodok Gobiidae NEV A E-FP

19 Periophthalmus malaccensis gelodok Gobiidae NEV A E-FP

20 Glossogobius aureus belosoh Gobiidae LEV A SW-E

21 Butis butis belosoh Eleotridae HEV F SW-E

22 Esqualosa thoracata teri Engraulidae HEV A L

23 Atherinomorus duodecimalis teri Engraulidae HEV A L

24 Pseudapocryptes lanceolatus - Gobiidae LEV A SW-E

25 Glossogobius biocellatus belosoh Gobiidae LEV A SW-E

26 Arius maculatus keting, manyung Ariidae HEV A SW-E

27 Mystus nemurus keting, manyung Bagridae HEV A SW-E-FP

28 Arius argyropleuron keting, manyung Ariidae HEV A L

29 Arius nenga keting, manyung Ariidae HEV A L

30 Gerres argyreus kapasan Gerreidae LEV A L

31 Cynoglossus lingua ikan lidah Cynoglossidae HEV F SW-E

32 Setipinna taty gereh Engraulidae HEV F L

33 Nibea soldado gulamah Sciaenidae HEV F L

34 Oreochromis niloticus mujair nila Cichlidae HEV A T

35 Monopterus albus belut sawah Synbranchidae HEV F T

36 Channa striata gabus, kuthuk Channidae HEV O T

37 Stolephorus indicus teri Engraulidae HEV F L

38 Leiognathus equulus peperek, gereh Leiognathidae LEV F L

39 Gazza minuta peperek, gereh Leiognathidae LEV O L

40 Arius thalassinus keting, manyung Ariidae HEV O L

41 Terapon jarbua kerong-kerong Terapontidae LEV O L





42 Paraplagusia bilineata ikan lidah Cynoglossidae HEV O SW-E

43 Leiognathus bindus peperek, gereh Leiognathidae LEV O L

44 Selaroides leptolepis selar Carangidae HEV O L

45 Carangoides sp putihan Carangidae HEV O L

Shellfish

1 Scylla olivacea kepiting bakau Portunidae HEV F SW-E-FP

2 Scylla paramamosain kepiting bakau Portunidae HEV F SW-E-FP

3 Charybdis affinis rajungan Portunidae LEV F SW-FP

4 Tachypleus gigas* mimi Limulidae LEV O SW-E

5 Varuna yui kepiting, yuyu Varunidae LEV A SW-E-FP

6 Varuna literata kepiting, yuyu Varunidae LEV A SW-E-FP

7 Penaeus monodon udang windu Penaeidae HEV O SW-E-FP

8 Metapenaeus ensis udang putih Penaeidae HEV A SW-E

9 Lithopenaeus vannamei udang vanamei Penaeidae HEV A SW-E-FP

10 Penaeus merguiensis udang putih Penaeidae HEV F SW-E

11 Alpheus spp udang Alpheidae NEV F SW-E

Remarks: Potential: Et: High Economic Value; Er: Low Economic Value; NE: No Economic Value Abnd : Abundance; A: abundant; F: frequently found; O: occasionally found; R: rarely found Location : E: Estuary; SW: Sea Waters; FP: Fishpond Waters and Water Channel * Conserved based on State Regulation Nr. 07 Year 1999

One of the finfish having no economic value but frequently caught is buntek

(Tetraodon nigroviridis).




Table 3.43. Preparation of Finfish in Lamong Bay

Species Local Name Preparation

Finfish

Mugil cephalus gereh sold in fresh or salted condition

Chanos chanos bandeng sold in fresh or smoked condition

Thryssa baelama gereh laut sold in fresh condition

Scatophagus argus kiper sold in fresh condition

Tylosurus crocodylus lujung sold in fresh condition

Elops hawaiiensis selek sold in fresh condition

Liza subviridis gereh sold in fresh or salted condition

Eleutheronema tetradactylum laosan sold in fresh or salted condition

Nematolosa come gereh sold in fresh condition

Anodontostoma chacunda - sold in fresh condition

Lobotes surinamensis - sold in fresh condition

Glossogobius aureus belosoh sold in fresh condition

Butis butis belosoh sold in fresh condition

Esqualosa thoracata teri sold in fresh or salted condition

Atherinomorus duodecimalis teri sold in fresh or salted condition

Pseudapocryptes lanceolatus - sold in fresh condition

Glossogobius biocellatus belosoh sold in fresh condition

Arius maculatus keting, manyung sold in fresh or smoked condition

Mystus nemurus keting, manyung sold in fresh or smoked condition

Arius argyropleuron keting, manyung sold in fresh or smoked condition

Arius nenga keting, manyung sold in fresh or smoked condition

Gerres argyreus kapasan sold in fresh or salted condition

Cynoglossus lingua ikan lidah sold in fresh or salted condition

Setipinna taty gereh sold in fresh or salted condition

Nibea soldado gulamah sold in fresh or salted condition

Oreochromis niloticus mujair nila sold in fresh condition

Monopterus albus belut sawah sold in fresh condition

Channa striata gabus, kuthuk sold in fresh or salted condition

Lagocephalus lunaris buntek sold in salted

Lagocephalus spadiceus buntek sold in salted condition

Shellfish

Scylla olivacea kepiting bakau sold in fresh condition

Scylla paramamosain kepiting bakau sold in fresh condition




Species Local Name Preparation

Finfish

Charybdis affinis rajungan sold in fresh condition

Tachypleus gigas mimi sold in fresh condition

Varuna yui kepiting, yuyu sold in fresh condition

Varuna literata kepiting, yuyu sold in fresh condition

Penaeus monodon udang windu sold in fresh condition

Metapenaeus ensis udang putih sold in fresh condition

Lithopenaeus vannamei udang vanamei sold in fresh condition

Penaeus merguiensis udang putih sold in fresh condition


The low economic value finfish commonly caught by the seine or dragnet are

among other things : buntek (Lagocephalus spp), peperek/gereh (Leiognathus spp,

Gazza spp), kapasan (Gerres filamentosus), kerong-kerong (Terapon jarbua) and

some others from family of Gobiidae (Pseudapocryptes lanceolatus and Glossogobius

spp). In the estuaries surrounfing Lamong Bay, particularly in the estualy of Sememi

River, it commonto find bubu (a kind of fish trap). The finsfish commonly trapped in

the bubu are : belosoh (Butis butis, Glossogobius spp and Pseudapocryptes

lanceolatus), ikan lidah (Cynoglossus lingua, Paraplagusia bilineata) and

belanak/gereh.

The shellfish, such as : crab and shrimp, are generally caught by means of

baits (e.g. : Scylla spp) or bubu in the estuaries (e.g. : Varuna spp, Penaeus spp and

Metapenaeus spp). Scylla is more frequently caught in mangrove vegetation area,

while others are generally caught in estuary waters. Crab (Scylla) and shrimps, such

as : udang windu (Penaeus monodon) and udang putih (Metapenaeus ensis, Penaeus

merguiensis), are of definitely high economic value.




d. Bentik Macrofauna

Bentik macrofauna sampling points are the same as the sampling point of

plankton. The benthos found surrounding Lamong Bay comprises 16 species (Table

3.44). In general, the diversity and abundance of the macrofauna are categorized

low. It is alleged that such a condition is due to and related with muddy substrate

that is relatively unstable and contains oxygen (anoxic) and a lot of organic

matters.

The macrofauna diversity index in the studied area ranges from „very bad‟ to

„good‟ (Table 3.45.). Based on the aforementioned descriptions, it is conclusive that

the structure of macrofauna is unstable and vulnerable to disturbances.

Table 3.44. Compositions and Abundance of Bentik Macrofauna Surrounding Project Site Waters

Nr. Species Family P1 L1 M1 M2

1 Schaparca inaequivalvis Arcidae 2 - - -

2 Nereis virens Nereidae 1 - 4 -

3 Buccinum sp Buccinidae 1 1 - 3

4 Tellina Tellinidae 1 20 1 3

5 Schaparca inaequivalvis Arcidae - 1 - -

6 Macrophthalmus sp - - 1 -

7 Oliva sp Olividae - - 4 7

8 Pupina compacta - - 5 -

9 Pictoneritina sp Neritidae - - 4 12

10 Nassarius sp Nassariidae - - 5 98

11 Baruna sp - - 1 -

12 Pupina compacta - - - 34

13 Tellina Tellinidae - - - -

14 Buccinum (pj) Buccinidae - - - -

15 Volema myristica - - - 8

16 Corbicula javanica Corbiculidae - - - 1

Total 5 22 25 166

Indeks Keanekaragaman 1,332 0,452 1,910 1,281





Table 3.45. Degree of Pllution and Diversity Index

Degree of Pollution Diversity Index

Not Polluted 2,0

Lightly Polluted 2,0 – 1,6

Fairly Polluted 1,5 – 1,0

Heavily Polluted 1,0

Figure 3.41. Compositions and Diversity Index of Benthos in Project Site Waters in Pelindo Pier

Source: Survey Result

0

20

40

60

80

100

120

140

160

180

P1 L1 M1 M2

4 3 8 85

22 25

166

1,33 0,45 1,91 1,28

Axi

s Ti

tle

Stasiun

Komposisi jenis dan H' Makrobentos

jumlah jenis

Total

Indeks Keanekaragaman

H’ Macrobenthos Compositions

Station

Compositions

Total

Diversity Index




3.2.3. Terrestrial Flora and Fauna

Flora (Mangrove Vegetation)

The initial description of terrestrial flora is focused onmangrove vegetatio as

the project site of port development in Lamong Bay is in coastal ecosystem and the

representative and relevant terrestrial vegetation is mangrove. Mangorove

ecosystem is an ecosystem with tropical community vegetation growing the coastal

area and river estuaries. Mangrove ecosystem is affected by tide and is sensitive to

environmenta changes, such as : salinity, shallowing, oil spills and sedimentation.

The parameters adopted for observing the initial conditions of the mangrove

environment and ecosystem is vegetation density per hectare (tree/Ha), Important

Value Index and Mangrove Coverage Area (%).

The analysis on mangrove vegetation is conducted in 8 observation point in

North Galang Island, South Galang Island, Lamong River Border, Sememmi River

Estuary, Branjangan River Estuary, Project Site, Greges River Estuary, and Anak

River Restuary. The mangrove vegetation is not conserved as the mangrove

conservation in directed to the Eastern Coastal Area of Surabaya City, saved for

Galang Island. The East Java Provincial Government plans to plot Galang Island as a

conservation area for coastal birds.

The are 25 kinds of mangrove vegetations growing in in Lamong Bay, 23 of

them are true mangroves abd the rest 12 are associate mangrove s as presented in

Table 3.46.




Table 3.46 Mangrove Diversity in Lamong Bay

Nr. Species Indonesian Name Family Denst. Stat.

True Mangrove

1 Acanthus ilicifolius Jeruju, deruju Acanthaceae NA A

2 Acanthus ebracteatus Jeruju, deruju Acanthaceae NA A

3 Avicennia alba api-api Avicenniaceae 134-3367 A

4 Avicennia marina api-api putih Avicenniaceae 167-934 A

5 Avicennia officinalis api-api Avicenniaceae 200-2767 F

6 Rhizopora mucronata tanjang, bakau Rhizoporaceae 67-1534 A

7 Sonneratia alba Bogem Sonneratiaceae 67-200 A

8 Sonneratia caseolaris Bogem Sonneratiaceae 234-1634 F

9 Xylocarpus moluccensis Nyiri Meliaceae 34 F

10 Rhizopora apiculata tanjang, bakau Rhizoporaceae 334-567 A

11 Aegiceras corniculatum gedangan, kacangan Myrsinaceae 134 F

12 Bruguiera gymnorrhiza tanjang, bakau Rhizoporaceae 167 F

13 Exoecaria agallocha kayu wuta Euphorbiaceae NA F

Associate Mangrove

1 Thespesia populnea waru laut, warulot Malvaceae 134 F

2 Hibiscus tiliaceus Waru Malvaceae NA F

3 Sesuvium portulacastrum Alur Portulacaceae NA A

4 Acrostichum aureum paku laut Polypodiaceae NA F

5 Calotropis gigantea Widuri Asclepiadaceae NA A

6 Clerodendrum inerme Keranji Verbenaceae NA O

7 Derris trifoliata Kambingan Fabaceae NA F

8 Finlaysonia maritima basang siap Euphorbiaceae NA F

9 Ipomoea pes-caprae teracak kambing Convolvulaceae NA F

10 Passiflora foetida permot, rombusa Passifloraceae NA A

11 Stachytarpeta jamaicensis pecut kuda Verbenaceae NA A

12 Wedelia biflora seruni laut Asteraceae NA A

Remarks : Desnt. : Density Sta.: Status of Abundance (Qualitative); A: Abundant; F: Frequently Found; O:

occasionally Found; R: Rarly Found




With reference to the mangrove primary data, it shows that the most

abundant is api-api (Avicennia marina) (density 167-934 tress per hectare, INP

35.288%), bogem (Sonneratia alba) (density 67-200 trees per hectare, INP 24.965%),

api-api (Avicennia alba) (density 134-3.367 trees per hectare, INP 114.935%), and

tinjang/bakau (Rhizopora mucronata) (density 67-1.534 trees per hectare, INP

47.053%). Other abundant kinds of magrove are api-api (Avicennia officinalis)

(density 200-2.767 trees per hectare, INP 30.322%) and tinjang (Rhizopora apiculata)

(density 334-567 trees per hectare, INP 26.606%). Although Avicennia marina and

Sonneratia alba have lower density compared to other kinds, these two kinds have

widrer spreadand are found in many points in the studied area.

Most of associate mangroves are found in fishpond areas, instead of in

coastal area directly contacting with the seawater. This is due to physiological

factors, where most of associate mangroves need more supply of water with lower

tidal inundation. They area kayu wuta (Exoecaria agallocha), waru laut (Thespesia

populnea), waru (Hibiscus tiliaceus), rombusa (Passiflora foetida), pecut kuda

(Stachytarpeta jamaicensis) and seruni laut (Wedelia biflora) as well as keranji

(Clerodendrum inerme).

In contrast to those associate mangroves, there are some other kinds that are

more commonly found in inundated mangrove forest on periodical basis, for

instance: kambingan (Derris trifoliata), basang siap (Finlaysonia maritima) and alur

(Sesuvium portulacastrum).

Mangrove Zoning

Mangrove zonation in Lamong Bay generally follows Asia-Pacific zoning ,

ehere the open (front) mangroves are dominated by Avicennia spp mixed with

Rhizopora spp and Sonneratia spp as well as Aegiceras corniculatum.




In back of the open (front) zone, there is a middle zone where Bruguiera

gymnorriza, Rhizopora spp, Sonneratia spp, Xylocarpus moluccensis and Aegiceras

corniculatum are commonly found. In back of the middle zone, there is an in-land

associate mangrove zone.

Brackish mangrove zone is found along the borderline of Lamong River and

Sememi River, up to ± 2 km distance from the estuary or the coast. The vegetations

commonly found in brackish mangrove zone in Lamong River are among other things

Avicennia alba, Avicennia marina, Sonneratia caseolaris, Rhizopora mucronata,

Hibiscus tiliaceus and Acanthus spp, while the ones in Sememi River is dominated by

Rhizopora spp, Avicennia officinalis, Avicennia alba, Avicennia marina, Sonneratia

caseolaris and Acanthus spp.

Fauna

The study on fauna covers aviafauna, reptile, mammals and land arthropoda.

The primary data collected from field observation and secondary data collected

from various sources show that the mangrove area and fishpond area surrounding

Lamong Bay become the habitat of at least 50 bird species, 7 reptile species, 6

mammals species and 39 arthropoda species.

Figure 3.42. General Pattern of Mangrove Zoning in Asia-Pacific Area

mangrove terbuka mangrove tengah mangrove daratan




a. Avifauna

Of the 50 bird species found in Lamong estuary , 24 of them (47.059%) are

categorized as water birds, the rest 27 species (52.941%) are categorized as land

birds (terrestrial, arboreal and aerial). The compositions of the birds in Lamong Bay

are presented in Table 3.47.

Most water birds are commonly found in mangrove area along the coasts of

Galang Island. This is due to availability of feeds for the water birds. In the front

East part of Galang Island there is mudflat formed due to sedimentation and

exposed during low tide. The mudflat becomes a perfect habitat for various bentik

macroinvertebrata, such as mollusca, crustacea and polychaeta that serve as source

of foofd for various water birds. Occordingly, during low tide, there are a lot of birds

(in term of diversity and abundance) land on the mudflat to search for food.

The waterbirds commonly found are kuntul kecil (Egretta garzetta), cangak

besar (Ardea alba), kowak-malam kelabu (Nycticorax nycticorax), gajahan pengala

(Numenius phaeopus) and dara-laut biasa (Sterna hirundo). They (saved for dara-

laut) are visible when searching for food on the mudflat and stand on the mangrove

crown. The waterbirds, such as : Sterna spp and Chlidonias spp are more frequently

found flying in the air, since they watch over their preys directly from the air and

quickly dive on the sea water to catch their food.

Cekakak (Halcyon spp), remetuk laut (Gerygone sulphurea) and cipoh kacat

(Aegithina tiphia) lare frequently found in the mangrove area surrounding the

estuary, while tekukur biasa (Streptopelia chinensis), punai gading (Treron

vernans), kacamata biasa (Zosterops palpebrosus), cinenen (Orthotomus spp), caladi

(Dendrocopos spp), dederuk jawa (Streptopelia bitorquata), cucak and merbah

(Pycnonotus spp), kipasan belang (Rhipidura javanica), perenjak (Prinia spp), bondol

(Lonchura spp), raja-udang biru (Alcedo coerulescens) and bubut alang-alang

(Centropus bengalensis) are more frequently found in the West, i.e. : fishpond area

in back of mangrove belts where there are a lot of bushes and semak and clumps.




There are 18 bird species (35.94%) in the estuary of Lamong River conserved

by the Indonesian State Regulation Number 05 Year 1990 about Conservation of

Natural Bilological Resources and Their Ecosystem, and Indonesian State Regulation

Number 07 Year 1999 about Species of Conserved Birds. Further, 13 migrant bird

species (25.49%) and 1 endemic bird species (1.96%) are also found.

Bangau bluwok (Mycteria cinerea) is definitely rare and nationally conserved.

It is listed in the Appendix I of CITES, in the sense that it is trictly prohibited to buy

and sell this bird, either in alive, dead or processed state of condition. It is

categorized as Vulnerable/(VU) speciesin the Red List ofIUCN.

Although it is not yet nationally conserved, cerek jawa (Charadrius javanicus)

is an endemic species in Indonesia and categorized as Near Threatened (NT) in the

Red List of IUCN. It has extremely limited spread and population and is only faound

in Java Island. During the field observation, elang bondol (Haliastur indus) nationally

conserved and listed in Appendix II odCITES, is also found. It is categorized as

predator widely spread to India, South China Selatan to Australia. It is fairly

frequent to find it in Sumatera Island and Kalimantan Island, yet, seldom found in

Java Island and Bali Island. It has various food habits; among other things : shrimps,

crabs, fish or alike. It sometimes eat small chickens, some kinds of insects and small

mammals.

The existence of these 3 kinds of birds in the mangrove area in Galang island

shows that the mangrove ecology in Galang Island functions as habitat for bird

community , including water birds and migrantbirds. Some conserved and nearly

threatened birds are sometimes found to nest and the mangrove area in Galang

Island, such as : kowak-malam kelabu, blekok sawah dan kuntul kecil.




Table 3.47. Avifauna Diversity in Lamong Estuary

Nr. Species Indonesian Name Family Status

UU IUCN CITES Mig. End. Kel.

1 Gerygone sulphurea remetuk laut Acanthiziidae - - - - - A

2 Haliastur indus elang bondol Accipitridae AB - II - - O

3 Aegithina tiphia cipoh kacat Aegithinidae - - - - - F

4 Alcedo coerulescens raja-udang biru Alcedinidae AB - - - - F

5 Halcyon sancta cekakak australia Alcedinidae AB - - - - F

6 Collocalia linchi walet linci Apodidae - - - - - A

7 Ardea alba cangak besar Ardeidae AB - - N<> - A

8 Ardeola speciosa blekok sawah Ardeidae B - - - - F

9 Bubulcus ibis kuntul kerbau Ardeidae AB - - N<> - F

10 Butorides striata kokokan laut Ardeidae - - - - - A

11 Egretta garzetta kuntul kecil Ardeidae AB - - - - A

12 Egretta intermedia kuntul perak Ardeidae AB - - N<> - O

13 Ixobrychus cinnamomeus bambangan merah Ardeidae - - - N< - O

14 Nycticorax nycticorax kowak-malam kelabu Ardeidae - - - N< - A

15 Ixobrychus flavicollis bambangan hitam Ardeidae - - - - - O

16 Ixobrychus sinensis bambangan kuning Ardeidae - - - N<> - R

17 Nycticorax caledonicus kowak-malam merah Ardeidae AB - - - - R

18 Charadrius javanicus cerek jawa Charadriidae - NT - - E O






19 Mycteria cinerea bangau bluwok Ciconiidae AB VU I - - R

20 Streptopelia bitorquata dederuk jawa Columbidae - - - - - O

21 Streptopelia chinensis tekukur biasa Columbidae - - - - - F

22 Treron vernans punai gading Columbidae - - - - - R

23 Crypsirina temia tangkar centrong Corvidae - - - - - R

24 Centropus benghalensis bubut jawa Cuculidae - - - - - R

25 Dicaeum trochileum cabai jawa Dicaeidae - - - - - O

26 Lonchura leucogastroides bondol jawa Estrildidae - - - - - A

27 Lonchura punctulata bondol peking Estrildidae - - - - - O

28 Lonchura maja bondol haji Estrildidae - - - - - O

29 Hirundo striolata layang-layang loreng Hirundinidae - - - - - F

30 Hirundo tahitica layang-layang batu Hirundinidae - - - - - A

31 Merops philippinus kirik-kirik laut Meropidae - - - - - F

32 Cinnyris jugularis burung-madu sriganti Nectariniidae AB - - - - A

33 Dendrocopos macei caladi ulam Picidae - - - - - O

34 Dendrocopos molluccensis caladi tilik Picidae - - - - - O

35 Pycnonotus goiavier merbah cerukcuk Pycnonotidae - - - - - F

36 Rhipidura javanica kipasan belang Rhipiduridae AB - - - - A

37 Actitis hypoleucos trinil pantai Scolopacidae - - - N<> - F

38 Numenius phaeopus gajahan pengala Scolopacidae AB - - N<> - A






39 Tringa totanus trinil kaki-merah Scolopacidae - - - N<> - R

40 Chlidonias hybridus dara-laut kumis Sternidae AB - - N<> - F

41 Chlidonias leucopterus dara-laut sayap putih Sternidae AB - - N<> - A

42 Sterna albifrons dara-laut kecil Sternidae AB - - N<> - F

43 Sterna hirundo dara-laut biasa Sternidae AB - - N<> - A

44 Sterna sumatrana dara-laut tengkuk-hitam Sternidae AB - - - - F

45 Orthotomus sepium cinenen jawa Sylviidae - - - - - O

46 Orthotomus sutorius cinenen pisang Sylviidae - - - - - R

47 Prinia flaviventris perenjak rawa Sylviidae - - - - - F

48 Prinia inornata perenjak padi Sylviidae - - - - - A

49 Cisticola juncidis cici padi Sylviidae - - - - - O

50 Zosterops palpebrosus kacamata biasa Zosteropidae - - - - - A

Source: Survey Result (2012)

Remarks : UU : Protection by Indonesian State Regulation A : Abundant

A : Act Nr, 5 Year 1990 F : Frequently Found

B : Act Nr. 7 Year 1999 O : Occasionally Found

IUCN : Threatened Status R : Rarely Found

CITES : International Trade Regulation Status under CIDES

(Convention on International Trade of Endangered Species of Wild Fauna and Flora)

Mig. : Migration Status

End. : Endemicity Status

Kel. : Abundance Status




3.3. SOCIO-ECONOMIC AND CULTURAL COMPONENTS

3.3.1. Demography

3.3.1.1. Population Number and Density

Administratively,the studied area covers Asemrowo Sub-district

(Tambaklangon Village, Greges Village and Kalianak Village), Krembangan Sub-

district (Morokrembangan Village) and Benowo Sub-district (Tambakoso Wilangon

Village and Romokalisari Village). With a total area of about 27,701 km2 and total

polupation of about 56.155, it is conclusive that the polpulation density in the

studied area is pretty high, i.e. : 2,027 persons/km2. The most densely populated

Morokrembangan Village, with population density of 13,244 persons /km2, as

detailed in Table 3.47.

Table 3.48. Population Number and Density in Studied Area Sub-district Village Area

Population Number (Persons)

Population Density (Persons/km2)

Asemrowo Tambaklangon 2.28 2,190 961

Greges 4.19 4,542 1,084

Kalianak 2.02 1,649 816

Krembangan Morokrembangan 3.171 41,997 13,244

Benowo Tambakoso Wilangon

8.46 3,557 420

Romokalisari 7.58 2,220 293

Source : Sub-district in Numbers, Statistical Bureau 2011

The popuations based on gender are presented in Table 3.49, where the

sex ratio in 6 villages in the studied area ranges from 99.72 to 108.77. It shows

that the ratio in Tambaklangon Village and Kalianak Village, Asemrowo Sub-

district and Romokalisari Village, Benowo Sub-district, have more male

residents than the female ones.




Table 3.49. Population based on Age, Sex and Sex Ratio

Sub-district Village Populations

Sex Ratio Male Female Total

Asemrowo Tambak langon

1,141 1,049 2,190 108.77

Greges 2,283 2,259 4,542 101.06

Kalianak 845 804 1,649 105.1

Krembangan Morokrembangan 21,285 20,712 41,997 102.76

Benowo Tambakoso wilangon

1,776 1,781 3,557 99.72

Romokalisari 1,144 1076 2,220 106.32


3.3.1.2. Population Based on Age

More than 50% of the population in the studied area are > 17 years old. In

Tambaklangon Village, most of the populations are aged 26 – 40 years old

(24.38%), aged 41 – 59 years old (21.14%). In Greges village, most of the

population are aged 41 – 59 years old (20.12%), and aged 0 – 5 years old (20.04%).

In Morokrembangan Village 30.89% of the population are aged 41 – 59 years old.

In Romokalisari Village and Tambak Osowilangun Village most of the populations

are aged 26 – 40 years old (28.02% and 24.46%). It is conclusive that based on the

monograph data most of the populations are in productive working age, i.e. : 26 –

40 years old and 41 – 59 year old. The complete data are presented in Table

3.49.

Table 3.50 Population Based on Age

Nr Age Range

Asemrowo Sub-district Krembangan Sub-district

Benowo Sub-district

Tambak Langon

Greges Kalianak Moro

krembangan Tambak

Osowilangun Romokalisari

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%) Percentage (%)

Percentage (%)

1 0 – 5 8,90 20,04 15,10 9,16 18,39 13,24

2 6 – 9 7,12 10,48 5,03 5,50 8,35 8,51

3 10 – 16 10,27 10,11 9,58 10,29 8,04 10,00

4 17 2,88 6,85 1,88 1,83 4,02 2,03

5 18 – 25 15,07 13,08 10,67 12,13 14,65 14,59

6 26 – 40 24,38 15,46 20,56 24,96 24,46 28,02

7 41 – 59 21,14 20,12 14,68 30,89 17,15 21,04

8 60+ 10,23 3,87 22,50 5,24 4,95 2,57

Total 100 100 100 100 100 100





3.3.1.3. Population Based on Education Level

The education levels in the studied Area greatly vary, from illiterate, Not

completing elementary school, elementary school, Junior High School, Senior

High School, Baccalaureate Program and Master Program.

In Tambaklangon Village, most of population graduate from Elementary

School (46.6%), Senior High School (25.76%). In Greges Village, majority of its

populations are graduated from Senior High School (63.86%), Elementary School

(24.41%) and Junior High School (6.41%). In Kalianak Village most of the

population are graduated from Senior High School (65.93%), in Romokalisari

Village the population are graduated from Elementary School (24.52%), Junior

High School (15.54%) and Senior High School (33.68%). In Tambak Osowilangon

Village , most are graduated from Elementary School (31.11%), Senior High

School (25.43%) and Junior High School (19.85%). With reference to those data, it

shows that the education levels in the studied area are pretty good as most of

the population graduate from Senior High School. Unfortunately, the ones

graduated from higher education is still few (< 6%). The complete data are


Table 3.51. Percentage Based on Education Level

Nr Education Level

Asemrowo Sub-district Benowo Sub-district

Tambak Langon

Greges Kalianak Tambak

Osowilangun Romokali-

sari

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

1 Illiterate 0.00 0.00 0.00 12.55 12.44

2 Not Grad from El. Sch 0.00 0.00 0.00 7.56 8.89

3 Elementary School 46.86 24.41 14.68 31.11 24.52

4 Junior High School 19.82 6.41 18.53 19.85 15.54

5 Senior High School 25.76 63.86 65.93 25.43 33.68

6 Associate Degree 0.00 1.18 0.00 0.40 0.63

7 Baccalaureate Degree 2.07 0.48 0.78 0.40 0.72

8 Master Degree 5.49 3.49 0.07 2.40 2.33

Doctorate Degree 0.00 0.17 0.00 0.31 1.26

Total 100 100 100 100 100





3.3.1.4. Community Welfare Degree

Table 3.52 presents welfare classifications a in the community in the

studied area. > 50% of the families in Morokrembangan Village are classified

prosperous II, next 28.79% are classified Prosperous III+. In Kalianak Village the

families classified Prosperous II are 36.56% while in Greges Village 26.08% are

classified the same. The families in Kalianak Village 16. 77% of the families are

classified Pre-Prosperous, but most of them are classified Prosperous II

(36.56%), and the least are classified Prosperous III+ (2.80%). In Tambak

Osowilangun Village and Romokalisari Village the families are successively

classified Prosperous II, Prosperous III and Prosperous I.

Based on the data supplied by Statistical Bureau 2011, the proportion of

poor family is mostly found in

Tambaklangon Village, Morokrembangan Village and Tambak Oso

Wilangon Village, i.e. : > 27%. Further details arepresented in Table 3.52.

Table 3.52. Proportion of Degree of Welfare

Nr

Descriptions

Asemrowo Krembangan Benowo

Tambak Langon


krembangan Tambak


% % % % % %

Degree of Welfare

1 Pre-Prosperous

11.97 10.84 16.77 8.03 14.30 16.14

2 Prosperous I 27.38 18.77 33.76 11.40 20.06 17.11

3 Prosperous II 37.70 26.08 36.56 51.79 35.55 30.00

4 Prosperous III 17.54 25.99 10.11 0.00 22.54 27.71

5 Prosperous III+ 5.41 18.33 2.80 28.79 7.55 9.04

Total 100 100 100 100 100 100

Poversity

Total Poor Family

240 36 35 2.236 288 127

Percentage (%)

39% 3% 8% 30% 27% 14%





3.3.1.5. Unemployment Data

The information on unemployment are presented in Table 3.53. In

Morokrembangan Village, of the 4,792 familiy heads, terdapat 432 of them are

jobless (9%). The similar condition is also found in Romokalisari Village, where

about 11% of the family heads are jobless. In Tambak Osowilangon Village the

proportion is even greated (20%). In short, the degree of unemployment in

Morokrembangan Village, Tambak Osowilangon Village and Kalianak Village are

quite serious.

Table 3.53. Unemployed and Unemployed Family Heads

SUB-DISTRICT Asemrowo Krembangan Benowo

VILLAGE Tambak Langon


krembangan Tambak


Total Family Head

598 1.304 444 4,792 877 546

Employed Family Heads

*) *) *) 4,360 701 486

Unemployed Family Heads

*) *) *) 432 176 60

Unemployed Residents

80 115 923 1,157 1,314 60

Male *) *) *) 621 510 17

Female *) *) *) 536 804 43

Remarks: *) = No data available


3.3.2. Social Life in Studied Area

Ihe information on social life in the studied area was collected from the

results of survey conducted on the first week in September 2012. The total

respondents were 20, majorly male aged 35 - 75 years. The respondent statuses

in the community were, inter alia : village officer (4 respondents), Head or Board

Member of HNSI/Nelayan/PKK (12) respondents and public figures (4

respondents).

3.3.2.1. Social Interaction

The social interactions in the studied area run well in harmonious,

intimate and conducive state of social conditions. Each of the residents knows

each other. Conflicts in the community are very rare. In case of conflicts, they

are is settled through forums of RT/ RW/ village/internal group. Yet, the




conflicts are not serious and do not affect the community order and security as

they are minor ones and concern with seasonal migrants in the studied area.

Most of the public figures well-respected and playing important roles in

settling conflicts are principals of Islamic schools/religious leaders, Head of LKMK

and senior public figures.

The aspirations of the community can be directly or indirectly addressed

to the village administrator/officer. Some are directly addressed to project

officers (in this case Pelindo officers). The aspirations are addressed in form of

oral or written proposals. Indirect proposal are usually addessesed via the

representative (RT)or community. In certain projects, the addresses invlove

related organization/group, such as : LKMK or BKM or fisherman society though

amicable discussion. In case their addresses are not responded, they will address

them through demonstration, as the one conducted in Tambak Langon Village,

due to decreased number of fish in Lamong Bay.

3.3.2.2. Existing Communal Societies

There are 2 (two) communal societies actively operates : LKMK and HNSI.

The earlier is a partner to village government and serves as mediator between

the surrounding community and the village government.

The latter is existing official fisherman society in the studied area,

besides there area some independent fisherman society. This independent entity

is established due to some conflicts with Pelindo. Their function is to

accommodate and facilitate the aspiration/discussion among the fishermen. They

are actively engaged in the line with their societal activities and claims for

reimbursements due to breaches to commitment between Pelindo and the

community.

3.3.3. Fisherman Life

In fishing, the fishermen use 3 (three) fishing instruments, namely :

cager, net and pancal. They use boats called baito (6 x 1,25 m), each with 2-5

crew. The fishing time depends on the tide. Most or > 50% of the caught fish

are directly sold in the market, the rest are sold to brokers. Particulary for

rajungan or jangkang, they buyers will pick them up.




The income of the fisherman (per day/month or in accordance with the

method adopted by the fishermen) decreases. They used to take average

income of IDR 50,000 per day, or it ranges between IDR 75.000 to IDR 100,000.

At present, they only earns IDR 20,000 to IDR 30,000 per day, and sometime

even have no gain.

3.3.4. Community Perception

Based on the results of interview with public figures and fishermen, 70%

respondents perceive that the project of PT. Pelindo IIIbadly affect the fishing

activities of the fishermen. During year 2009 – 2012, there had been alot of

change of professionfrom fishermen to salt porter. It was due to drastica drop of

income from fishing. On the other hands, ther are still fishermen keep doing

their jobs, although they frequently do not go fishing. The drop of fisherman

income is significant, from IDR 75.000 to IDR 100,000 per day to IDR 20,000 to IDR

30,000 per day. The change of profession and drop of fisherman income is due to

reclamation in their fishing ground, i.e. Lamong Bay, leading to drastically

getting less fish to catch.

Based on the results of interview, there area 3 (three) perceptions

concerning the port development plan as follows :

Agreeing (55 %), as it is pro project of government that will entail job

openings and bring expectation for better economic conditions in the

community.

Disagreeing (35 %), is it leads to decreased fisherman income due to

less number of fish to catch. Fishermen worry about being loosing their

jobs.

Abstaining (10 %), as they do not know about the project and do not

feel the effects of the project.

The issues worrying the community are :

Damaged sea environments, characterized with loss of fish and ridge

of rocks in the studied area, damaged sea ecosystem, environmental

pollution due to project wastes, less numbe of fish to catch due to




damaged fish habitat, for instance : rebon shrimp habitat. The

protest as the reclamation cuts their fishing ground and make some

of them jobless.

The respondents perceives that PT. Pelindo III has breached the

reclamation commitment. They commit to reclaim for 600 m. In fact

they have dome for 3 km reclamation.

Infrastructure condition : Damaged roads due to heavy dty dump trucks

accessing area surrounding the project site(Kalianak).

Less dwelling area, threats of floods due to narrowing channels to the

sea.

Large vessels potentially hindering fish to go to the coastal area.

Change of function of areas, especially in the coasastline. Ledaing to

problems to fishermen and fishpond farmers.

Shallowing condition in Kandangan River causing problems to

fisherman activities.

The respondents expect that there will be aids to fishermen in form of

supply of modern boats so that they can go fishing in deep sea and job openings

to fishermen in the project or soft working loans, skill trainings, scholarships for

the residents. Besides, the also expect compensation, relocation or new

settlement area, especially for the residents of Romokalisari Village and

mangrove massive planting for saving the environment.

Based on the proposals addessed to PT. Pelindo III, they claim for, inter

alia:

- Compensation (cash and basic needs) for those fishermen having less

income

- Compensation (in form of TV and refrigerator) for tadahan (a kind of

fish catching instrument) to 8 fishermen

- Aids to fisherman cooperative/organization

- Construction of fisherman guard post

- Construction of access to village cemetary in RW 1, Tambakoso

Wilangon Village




- Construction of riprap

- Dredging of Kandangan River on Jl Tambakoso Wilangon, RT 01/RW

04

- Dredging of mud in the fisherman boat routes.


CHAPTER 4 – SCOPE OF STUDY

IV - 1 Addendum to ENVIRONMENTAL IMPACT STATEMENT, ENVIRONMENTAL IMPACT MANAGEMENT, ENVIRONMENTAL IMPACT OBSERVATION Documents Tanjung Perak Port Development in Lamong Bay

CHAPTER 4 SCOPE OF STUDY

Tanjung Perak Port Development in Lamong Bay is currently on

construction phase. In view of the on-progress constructions, the impacts to the

surrounding environment are identifiable. Based on the identified impacts,

further predictions of impacts will be studied due to some modifications both

designs and project sites. With reference to the predicted impacts, the

cumulativeness of the impacts driven by the existing activities potential to

change the areas of the impacts and pollutant concentration can be predicted.

4.1. SCOPING PROCESS

In order to assess the significant impacts to be studied (hypothetical

significant impacts) it calls for a scoping process. The scoping process comprises

identification of potential impacts and evaluation of optential impacts to identify

the hypothetical significant impacts to be further classified and prioritized.

Schematically, the scoping is presented in Figure 4.1.




Figure 4.1. Scoping Process Flowchart

The addendum to EIA, EIM and EIO of Tanjung Perak Port Development in Lamong

Bay, Surabaya City, East Java Province in year 2012 onlt reviews the change of

activities not yet covered in the Environmental Impact Assessment 2010.

recommended by virtue of Decision of State Minister of Environment Number 256

Year 2010 dated 5 October 2010.

4.1.1. Potential Impact Identification

It studies the impacts of the activities due to the modification of designs

and change of project sites not yet covered in the Environmental Impact

Assessment 2010. recommended by virtue of Decision of State Minister of

Environment Number 256 Year 2010 dated 5 October 2010. The identification of

potential impacts of the activities by identifying the series of activities of

Tanjung Perak Port Development in Lamong Bay during the construction phase

and operation one. The identification of potential impacts by means of flowchart

method and matrix one are presented in Figure 4.2. and Table 4.1.

Activity Descriptions

Environment

Descriptions

Potential Impact

Evaluation

Potential Impact

Identification

Classification& Priority

Potential Impact

Hypothetical Significant

Impact

Hypothetical Significant

Impact Priority




Table 4.1. Matrix of Potential Impacts of Tanjung Perak Port Development in Lamong Bay

ENVIRONMENTAL COMPONENTS

CONSTRUCTION OPERATION

Material and Equipment Mobilization

and Demobilization

Temporary Access

Port Construction Pier

Construction

Multipurpose Pier

Operation On-land Reclamation Material Transportation

Demolition of Erected

Temporary

Access

Connecting Bridge, Interchange Area,

Causeway, Container Yard and Trestle

Constructions

Dredging of Planned Port Pool

1 2 3 4 5

PHYSICAL- CHEMICAL

- Decreased Air Quality X X

- Increased Noise X X

- Decreased Seawater Quality X X X X

- Increased River Surface due to Runoff X

- Change of Water Current Pattern X X

- Decreased Road Performance X X

BIOLOGY

- Disturbance to Sea Biota X X X X

- Decreased Mangrove Ecosystem Area X X

SOCIO-ECONOMY AND CULTURE

- Community Unrest X X

- Disturbance to Fisherman Activity X X X X

- Job and Business Opportunities X

COMMUNITY HEALTH

- Decreased Health X




ACTIVITIES DIRECT POTENTIAL IMPACTS INDIRECT POTENTIAL IMPACTS

CONSTRUCTION PHASE Pre-Cast Material and Equipment Mobilization and Demobilization

Temporary Access

Figure 4.2. Potential Impact Flowchart of Tanjung Perak Port Development in Lamong Bay

Decreased Road Performance Decreased Air Quality

Community Unrest

Community Unrest

Decreased Health

Decreased Air Quality

On-land Reclamation Material Transportation

Increased Noise Community Unrest

Decreased Seawater Quality Demolition of Erected Temporary Access

Decreased Mangrove Ecosystem Area

Disturbance of Sea Biota

Disturbance to Fisherman Activity





CONSTRUCTION PHASE Port Construction

Pier Construction

Figure 4.2. Potential Impact Flowchart of Tanjung Perak Port Development in Lamong Bay (Cont.)

Decreased Seawater Quality Disturbance to Sea Biota

Disturbance of Fisherman Activities

Increased River Water Surface Change of Water Current Pattern and

Sedimentation

Constructions of connecting bridge, Interchange Area, Causeway, Container

Yard, and Trestle

Decreased Seawater Quality

Dredging of Planned Port Pool

Change of Water Current Pattern and

Sedimentation








OPERATION PHASE

Figure 4.2. Potential Impact Flowchart of Tanjung Perak Port Development in Lamong Bay (Cont.)

Multipurpose Terminal Operation



Decreased Road Performance

Disturbance to Fisherman Activities

Increased Noise


Disturbance to Sea Biota


Community Unrest

Community Unrest

Community Unrest

Job and Business Opportunities




4.1.2. Potential Impact Evaluation

The potential impacts are evaluated to determine the hypothetical

impacts to the environment regarded relevant to be closely studied by excluding

the environmental components regarded irrelevant to study. The basis for for

determining the hypothetical significant impacts are, among other things, the

issued regarded important by the community surrounding the project site,

institutions in charge and experts.The method adopted is brainstorming by PT

Pelindo III assisted by the consultsnts of the initiator and discussion with exprts.

The descriptions of analysis on the hypothetical significant impacts are presented

in Table 4.2.

The results of the evaluationare presented in the flowchart in Figure 4.3

and matrix as presented in Table 4.3. The summary of the scoping process is





Table 4.2. Potential Impact Evaluation

PROJECT PHASE

COMPONENTS OF SOURCES OF IMPACTS

IMPACTS POTENTIAL IMPACT EVALUATION HS OR HI

CONSTRUCTION PHASE (Pre-Cast Material and Equipment Mobilization)

On –land Reclamation Material Transportation


The volume of reclamation material required for constructing the Intercahange Area will be ± 600,000 m3. It is predicted that the mobilized trucks during 3-month construction phase will be ± 30 units per hour or 355 units per day. The causeway will need ± 1,800,000 m3 reclamation material. In case the causeway construction can be completed in ± 3 months it is predicted that the mobilized trucks will be ±55 units per hour or 650 units. Accordingly, the impact on decreased road performance needs to be further assessed.

HS


It is predicted that the mobilized trucks for constructing the interchnage area during 3-month construction phase will be ± 30 units per hour or 355 units per day. During 3-month construction phase, the causeway construction will need to mobilize ±55 trucks per hour or 650 trucks. It is certainly potentia to decrease the air quality significantly. The decreased air quality is due to not only gas emission the the mobilized trucks as indirect impact but also dusts due to the truck mobility. Accordingly, it needs to be further assessed

HS




PROJECT PHASE



CONSTRUCTION PHASE (Pre-Cast Material and Equipment Mobilization)

On –land Reclamation Material Transportation

Increased Noise

It is predicted that the mobilized trucks for constructing the interchnage area during 3-month construction phase will be ± 30 units per hour or 355 units per day. During 3-month construction phase, the causeway construction will need to mobilize ±55 trucks per hour or 650 trucks.Accordingly, the impact on increased noise needs to be further assessed.

HS

Community Unrest

The decreased road performance, decreased air quality and increased noise due to the on-land reclamation material transportation activities for constructing the causeway and interchange area are jointly potential to drive impact on community unrest. However, the project site is relatively quite distant (±500 m) from the dwelling area. Besides, it is a derivative impact, in the sense that when the primary impact is well managed, it will be well coped with.

HI

Decreased Health

The decreased road performance and increased noise due to the on-land reclamation material transportation activities for constructing the causeway and interchange area are jointly potential to drive impact on community health. However, the project site is relatively quite distant (±500 m) from the dwelling area, and accordingly the impact is categorized to be hypothetical insignificant.

HI




PROJECT PHASE



CONSTRUCTION PHASE (Temporary Access)

Demolition of Erected Temporary Access


The temporary is 1,160 m length and 12 m wdth. It is constructed bt reclaiming shallow water with a total reclamation volume of 57,505 m3. The demolition of the temporary access with such a material volume will increase the Total Suspended Solids (TSS) and lead to turbidity surrounding the studied area. Accordingly, it needs to be further assessed.

HS


The temporary access demolition is potential to cause turbidity in the waters and lead to decreased seawatwe quality and disturbance to sea biota. It will derive impact on decreased plankton/nekton composition and abundance. Unfortunately, based on the initial description the composition and abundance has relatively been poor (< 2.000 individu/liter of water). Accordingly, it needs to be further assessed.

HS

Disturabance to Fisherman Activities

The construction activities are started with demilition of erected temporary access. It will be potential to distrurb the fisherman activities due to prohibition to access the demolition area. It will lead to community unrest and needs to be further assessed

HS


During the demolition of erected temporary access there will be heavy duty equipment operated in the studied area. It will lead to narrower mangrove ecosystm area. The decreased mangrove ecosystem area will be a prime issue to the community unrest. Accordingly, it needs to be further assessed.

HS




PROJECT PHASE



CONSTRUCTED PHASE (Port Construction)

Constructions of connecting bridge, Interchange Area, Causeway, Container Yard, and Trestle


The decreased seawater quality Is due to shallow water reclamation for constructing some some port facilities as further detailed. The total area of Interchange Area will be 5,77Ha, comprising office area (113 m x 170 m = 19,120 m2) and parking lots 135 m x 285 m = 38,475 m2. The total reclamation volume will be 600,000 m3. The causeway will need ± 1,800,000 m3 reclamation material. The total volume of reclamation material for constructing the container yard is 2,800,000 m3. It also needs 1,110,000 m3 relamation material for constructing dry bulk yard. The activities are jointly potential to decrase the seawater quality. Accordingly, it needs to be further assessed.

HS


The shallow awater reclamation will certainly lead to loss of sea biota habitat as wide as the reclmated area. It will drive disturbance to sea biota and derive impact on decreased plankton/nekton composition and abundance. Unfortunately, the composition and abundance has relatively been poor (< 2.000 individu/liter of water). Accordingly, it needs to be further assessed.

HS

Disturabance to Fisherman Activities

The shallo water reclamation activities will entail prohibition for fishermen to access the project site. It will be potential to distrurb the fisherman activities due to prohibition to access the demolition area. It will lead to community unrest and needs to be further assessed.

HS




PROJECT PHASE



CONSTRUCTED PHASE (Port Construction)

Constructions of connecting bridge, Interchange Area, Causeway, Container Yard, and Trestle

Change of water current patterns

The shallow water reclamation will hinder the water current moving parallel along the coastline and will affect the movement of sediment drawn by the currents on both sides. In the upstream side, where the current comes from, it will cause agradation, while in the down stream, it will lack of sediment supply and the moving currents will erode the existing sediment and lead to degradation. The shallow water reclamation will change the water current patterns, sedimentation and erosion both in the estuary and along the coastline. It then leads to change of coastline around the studied area. The sedimentation will bring positive impacts to increase of land area. However, it will turn into negative ones, when taking place in the port pool area or shipping routes. In contrast, the erosion will be beneficial when taking place in the shipping routes as it will deepen them, and turn to bring negative impact when eroding sea area where there are facilities constructed thereon. Accordingly, it will be further assessed.

HS

Increased river surface due to runoff

The pier reclamation will decrease the shallow water area but increase the river water surface in the estuary. The increase of water surface in the estuary will affect the river water surface along the river due to runoff. It will lead to wider, higher and longer puddles. Accordingly, it needs to be further assessed.

HS




PROJECT PHASE



Decreased Seawter Quality

The dredging of port pool for inter-insular container transportation, located in between pier and container yard will be for depth : -13 m LWS and Dredging Volume : 2,000,000 m3. It is certianly potential to decrease the seawater quality. The seawater quality decreases in terms of Total Suspended Solids (TSS) and Total Dissolved Solids (TDS) as well as turbidity. Accordingly, it needs to be further assessed.

HS


The dredging activities will certainly lead worse water and disturb the sea biota. Then, it will derive impact on decreased plankton/nekton composition and abundance. Unfortunately, the composition and abundance has relatively been poor (< 2.000 individu/liter of water). Accordingly, it needs to be further assessed.

HS


The dredging activities will be potential to disturb the fisherman fishing activities . Besides, the decreased compositions and abundance of the plankton will lead to decreased number of nekton. It will certainly make the fishermen unrest. Accordingly, it needs to be further assessed.

HS

Change of Water Current Pattern and Sedimentation

The port pool dredging activities accelerate the water currents and draw the sediment locally. However, it is unlikely to change the water current. The accelerated water current will wash the sediment and affect the sedimentation in other places. Accordingly, it does need to be further assessed.

HI




PROJECT PHASE



OPERATION PHASE

Multipurpose Pier Operation


It is estimated that the multipurpose pier operation will need a recruitment of + 2,000 contrainer truck driver. It is certianly a quite number, as job and business opportunities are the main issues in the community. In term of business opportunities, it will require survices to port workers, through food stalls, telecommunication vouchers and others required by port workers. The business opportunities will be for a long term span, i.e. : as long as the multipurpose pier is operated. Accordingly, these two impacts need to be further assessed.

HS

Decreased Mangrove Ecosystim Area

The business opportinities due the multipurpose pier operation will lead narrow the mangrove ecosystem area as part of it will be cleared for community business purposes. Accordingly, it needs to be further assessed.

HS

Decreased Seawter Quality

The operation of the multifpurpose pier covers the operations of container yard, silos for grain food dan grain feed, terminal gates and other supporting port facilities, such as : Container Freight Station (CFS), office buildings, gates and truck parking lots. The loading and unloading activities in the multipurpose pier cover dry bulk loading and unloading activities that are potential to decrease the sewater quality. Accordingly, it needs to be further assessed.

HS




PROJECT PHASE




The operation of the multifpurpose pier will decrease the seawater quality and disturb the sea biota, particularly decreased compositions and abundance of plankton and nekton. Unfortunately, the composition and abundance has relatively been poor (< 2.000 individu/liter of water). Accordingly, it needs to be further assessed.

HS

OPERATION PHASE


Decreased Air Quality and Incraesed Noise

The multipurpose terminal operation will decrease the seawater quality and increase the noise due to the transportation activities. The project initiator has prepared the Standard Operating Procedures related with transportation activities in the Multipurpose Terminal area that is relatively remote from the dwelling area. Accordingly, it does not need to be further assessed.

HI


It is estimated that there will be increase of vessel accesses by + 530 vessels per year or + 2 vessels per day. While increase of dry bulk vessel visit will be + 1 per day. The cargo container loading and unloading operations commonly take place through the container yard first. Nect , it will be proceeded to coargo container loading on board or onto container trucks. The increasing number of container truks operated will certainly decrease the the road performance. Accordingly, it needs to be further assessed.

HS




PROJECT PHASE




The operation of multipurpose terminal will disturb the fisheramn activities, particulary in certain zones restricted for fishermen to access. It will certainly lead to decreased fisherman income. Accordingly, it needs to be further assessed.

HS

Community Unrest

It is probable that there will be decreased environmental quality due to the operation of the multipurpose terminal and potential decrease on fisherman income. It will certainly to communityunrest. Accordingly, it needs to be further assessed.

HS





CONSTRUCTION PHASE Pre-Cast Material and Equipment Mobilization and Demobilization

Temporary Access

Figure 4.3. Hypothetical Impact Flowchart of Tanjung Perak Port Development in Lamong Bay




Increased Noise

Decreased Seawater Quality Demolition of Erected Temporary Access








CONSTRUCTION PHASE Port Construction

Pier Construction

Figure 4.3. Hypothetical Impact Flowchart of Tanjung Perak Port Development in Lamong Bay (Cont.)

Decreased Seawater Quality Disturbance to Sea Biota

Disturbance of Fisherman Activities

Increased River Water Surface Change of Water Current Pattern and

Sedimentation

Constructions of connecting bridge, Interchange Area, Causeway, Container

Yard, and Trestle

Decreased Seawater Quality Dredging of Planned Port Pool Disturbance of Sea Biota






OPERATION PHASE

Figure 4.3. Hypothetical Impact Flowchart of Tanjung Perak Port Development in Lamong Bay (Cont.)

Multipurpose Terminal Operation Job and Business Opportunities






Community Unrest

Community Unrest




Table 4.3. Matrix of Hypothetical Significant Impacts of Tanjung Perak Port Development in Lamong Bay

ENVIRONMENTAL COMPONENTS

CONSTRUCTION OPERATION

Material and Equipment Mobilization

and Demobilization

Temporary Access

Port Construction Pier

Construction

Multipurpose Pier

Operation On-land Reclamation Material Transportation


Temporary

Access

Connecting Bridge, Interchange Area,

Causeway, Container Yard and Trestle

Constructions

Dredging of Planned

Port Pool

1 2 3 4 5

PHYSICAL- CHEMICAL

- Decreased Air Quality X

- Increased Noise X

- Decreased Seawater Quality X X X X

- Increased River Surface due to Runoff X

- Change of Water Current Pattern X

- Decreased Road Performance X X

BIOLOGY

- Disturbance to Sea Biota X X X X

- Decreased Mangrove Ecosystem Area X X

SOCIO-ECONOMY AND CULTURE

- Community Unrest X

- Disturbance to Fisherman Activity X X X X

- Job and Business Opportunities X

COMMUNITY HEAKTH

- Decreased Health




Project Plans : - Construction Plan - Operation Plan

Other Surrounding Activities : - Tanjung Perak Port - Fish Landing Center Plan - Waterfront City Plan in Lamong Bay - Suramadu Bridge

Environmental Plans : - Geo-physical-Chemical Components - Biological Components - Socio-Economic &

Cultural Components

POTENTIAL

IMPACT

IDENTI-

FICATION

POTENTIAL IMPACTS GEO-PHYSICAL CHEMICAL

- Decreased Air Quality

- Increased Noise

- Increased River Water Surface

- Change of Water Current Patterns

& Sedimentation

BIOLOGICAL

- Disturbance to Sea Biota

- Decreased Mangrove Ecological Area

SOCIO-ECONOMIC & CULTURE

- Community Unrest

- Disturbance to Fisherman Activities

- Job & Business Opportunities

COMMUNITY HEALTH

- Decreased Health

POTENTIAL

IMPACT

EVALUATION

HYPOTHET

IC IMPACT

IDENTI-

FICATION

- Consultation & Discussion with Experts

- Inter Study Team Discussion

- Consultation with relevant government officers

- Review to Similar Activities

- Literary Review

- Results of Observation

- Comments & Recommendation

- Literary Review

- Discussion with Study

Team

- Test List & Descriptions

POTENTIAL IMPACTS GEO-PHYSICAL CHEMICAL

- Decreased Air Quality

- Increased Noise

- Increased River Water Surface

- Change of Water Current Patterns

& Sedimentation

BIOLOGICAL

- Disturbance to Sea Biota

- Decreased Mangrove Ecological Area

SOCIO-ECONOMIC & CULTURE

- Community Unrest



PRIORIZED HYPOTHETICAL SIGNIFICANT IMPACTS

CONSTRUCTION PHASE - Disturbance to Fisherman Activities - Change in Water Current Pattern and Sedimentation - Increased River Water Surface - Decreased Read Performance

- Decreased Seawater Quality

- Increased Noise

- Disturbance to Sea Biota, i.e.

Decreased Compositions and

Abundance of plankton/nekton

OPERATION PHASE


- Community Unrest

- Decreased Seawater Quality

- Decrease Mangrove Ecosystem Area


- Decreased Road Performance

Figure 4.4. Summary of Scoping Process

PROJECT PHASES : CONSTRUCTION

- Pre-Cast Material and Equipment Mobilization and Demobilization


- Temporary Access


- Port Construction

Construction of Connecting Bridge, Interchange Area, Causeway, Container Yard and Trestle

- Pier Construction

Port Pool Dredging OPERATION

- Multipurpose Terminal Operation




4.1.3. Hypothetical Significant Impact Classification and Priority

Based on the results of aforementioned identification and evaluation,

hypothetical significant impacts to be further classified based of project activity

phases, nature of impacts either positive of negative one, and impacted

environmental components to be further studied.

Hypothetical Significant Impacts in Construction Phase

- Physical-Chemical Components

1. Decreased Air Quality (Encreased dust content)

2. Increased Noise

3. Decreased Seawater Quality (Increased ontent of TDS, TSS and

turbidity)

4. Increased river surface due to runoff

5. Change of water current pattern and sedimentation

- Biological Components

1. Disturbance to sea biota due to decreased plankton/nekton

composition and abundance

2. Decreased mangrove ecosystem area

- Socio-economic and cultural Components

1. Disturbance to fisherman activities

- Transportation Components

1. Decreased road performance

Hypothetical Significant Impacts in Operation Phase

A. Positive Impact :

- Business opportunities

B. Negative Impact :

- Physical-Chemical Components:

1. Decreased Seawater Quality

2. Decreased road construction




- Biological Components:

1. Disturbance to sea biota due to decreased plankton/nekton

composition and abundance


- Socio-economic and cultural Components


2. Community Unrest

The classified impacts are further prioritized based on order of

importance, in terms of economic, social and ecological aspects. The set

priorities are as follows:

Construction Phase

1. Disturbance too fisherman activities

2. Change of water current patterns and sedimentation


4. Increased river surface due to runoff

5. Decreased Air Quality



8. Disturbance to sea biota , i.e. decreased plankton/nekton

compositions and abundance

Operation Phase

1. Job and business opportunities

2. Community unrest








4.2. BORDERS OF STUDIED AREA AND STUDY TIME LIMIT

4.2.1. Borders of Studied Area

The designs and site of Tanjung Perak Port Development in Lamong Bay as

scoped in the Environmental Impact Assessment 2010 of Tanjung Perak Port

Development in Lamong Bay have been modified. Principally, it does change the

borders of the studied area, instead of a minor shift borders.

The borders of studied area are the resultant between the project

borders, ecological border and social border as well as administrative border.

However, it also worth considering the spread of each impact on the physical-

chemical and socio-economic and cultural components in the ecosystem in the

project site and its surrounding. The details of each border are as follows:

a) Project Borders

The project covers reclamation area, causewya, connecting bridge and

pier. The border of the project are :

North : Madura Strait

East : Warehousing Estate, Fishponds Madura Strait

West : Warehousing Estate, Fishponds Madura Strait

South : Jalan Tambak Osowilangun

b) Ecological Border

The ecological border is a combination of borders set based on the waste

(liquid and air) transportation borders and the community area that will change

sue to the acivities of Tanjung Perak Port Development in Lamong Bay. The

ecological borders are as follows :

Surface Ecological Border:

- ± 500 meter on theright and left sides aling arterial road Jalan

Margomulyo (accessed by material and equipment transporting

trucks) to toll road. The distance is the farthest point of the

exposure due to drining speed 100 km/hour.

- ±750 meter to mainland from the project site, when referring to

the modelling of TSS spread.




- Estuary of Lamong River to Romokalisari Village, as the area has

been frequently flooded, especially the ones surrounding the

estuary of Lamong River.

Ecological Borders in the sea:

- + 2 km sea waters to north and South. The ecological border

is set based on the seawater current (± 1,7 m/det) that may

reach + 2 km sea waters to the North and South.

- + 2 km sea waters to the East, infront of the East Indonesian

Army waters, as part of the quarry will be supplied from the

waters in the North of Kenjeran Beach.

c) Administrative Border

Administrative border is a space where the community can interact

socially, economically and culturally, in accordance to the prevailing laws and

reulations in the space. It covers Benowo Sub-district, Asemrowo Sub-district and

Krembangan Subdistrict in Surabaya City where the project site in Lamong Bay is

located in.

d) Social Border

Social border is the border where various social interactions with certain

established norms and values take place and predicted to be impacted by the

activities of Tanjung Perak Port Development in Lamong Bay, either positively or

negatively. It covers spme villages in Benowo Sub-district, Asemrowo Sub-district

and Krembangan Sub-district in Surabaya City, as in those villages there are

dwilling areas closest and most impacted by project activities, especially the

residents working as fishermen. Those villages are :

Benowo Sub-district :

Romokalisari Village

Tambak Osowilangon Village

Tambak Langon Village




Asemroro wSub-district:

Greges Village (Asemrowo Sub-district)

Kalianak Village (Asemrowo Sub-district)

Morokrembangan Village (Moro Krembangan Sub-district)

e) Border of Studied Area

It is a resultant of the aforementioned 4 borders in view of the

competence to prepare the addendums to the EIA, EIM and EIO, commonly with

constraints on limited resources, such as time, funs, expert, technique and

method of study (See Figure 4.5.).



U

TA R

A

Page IV-27 Figure 4.5 STUDIED AREA BORDER


1 0 1 2km SCALE

14’30”

14

’00”

9200

13’30”

13

’00”

12

’30”

12

’00”

11

’30”

11

’00”

9205

10’30”

10

’00”

09

’30”

09

’00”

08

’30”

9210

08’00”

06

9326

7 m

T

44’00” 44’30” 9198242 mU 9198293 mU 38’00” 38’30”

0680

Balongsari 3,5 km

39’00” 39’30” 40’00” 40’30”

0685

Balongsari

1 km 41’00” 41’30” 42’00” 42’30” 43’00”

0690

43’30”

0693

214 m

T

-1

-0,8

-0,2

-0,6

Studied Area Border

Ecological Border

Administration Border

Social Border

Project Border

10




4.2.2. Study Time Limit

It is the time limit for predicting and evaluating the impacts as studied

in the addendum to EIS, EIM and EIO. It is set based on the length of study time

and progresses in the surrounding environment. Despite the study during

operation phase that normally runs for tens of years, it will not be difficult to

predictth impacts during the operation phase due to dynamic environment

condition. It is further detailed in Table 4.4.

Table 4.4. Study Time Limits for Each Impact

PHASE SUB-ACTIVTIES HYPOTHETICAL

SIGNIFICANT IMPACTS STUDY TIME LIMIT

CONSTRUCTION

Pre-Cast Material

and Equipment

Mobilization n

On-land Reclamation

Material Transportation

Decreased Road

Performance 6 months


Increased Noise

CONSTRUCTION

Temporary Access


Temporary Acces

Decreased Seawater

Quality

6 months


Disturbance to Fisherman

Activities

Decreased Mangrove

Ecosystem Area

CONSTRUCTION

Port Construction

Constructions of

connecting bridge,

interchange area,

causeway, container

yard, and Trestle

Decreased Seawater

Quality

24 months



Activities

Change of Water Current

Patterns and

Sedimentation

Increased River Surface

due to Runoff

CONSTRUCTION

Pier Construction

Pllaned Port Pool

Dredging

Decreased Seawater

Quality

20 months Disturbance to Sea Biota


Activities

OPERATION Multipurpose pier

operation

Job and Business

Opportunities 1 year in early operation

phase Decreased Mangrove

Ecosystem Area




PHASE SUB-ACTIVTIES HYPOTHETICAL

SIGNIFICANT IMPACTS STUDY TIME LIMIT

CONSTRUCTION

Pre-Cast Material

and Equipment

Mobilization n

On-land Reclamation

Material Transportation

Decreased Road

Performance 6 months


Increased Noise


Decreased Seawater

Quality

Decreased Road

Performance


Activities

Community Unrest


CHAPTER 5 – IMPACT PREDICTION AND EVALUATION

V - 1 Addendum to ENVIRONMENTAL IMPACT STATEMENT, ENVIRONMENTAL IMPACT MANAGEMENT, ENVIRONMENTAL IMPACT OBSERVATION Documents Tanjung Perak Port Development in Lamong Bay

CHAPTER 5 IMPACT PREDICTION AND EVALUATION

5.1. IMPACT PREDICTION

The prediction of impact is supposed to identify the predicted

dimension and significance of impact in view of each hypothetical impact

collected from the scoping.

It is predicted by adopting 2 (two) methods, i.e. : formal and informal.

The predicted impact represents diffrence between the expected

environmental quality when the project exists and the one when the project

does not (standard condition). The impact is predicted partially on each of the

environmental components and based on each of the construction phases, i.e. :

Construction and Operation. Besides, it is also worth considering the nature of

the impacts, whether direct or indirect ones.

On the other ahnds, the significance of impacts are predicted based on

6 (six) impact criteria referring to the Guides to Determination of Significant

Impacts.

5.1.1. CONSTRUCTION PHASE

5.1.1.1. On-land Reclamation Material Transportation

A. Decreased Air Quality

Source of Impact

On-land Reclamation Material Transportation for constructing causeway

and interchange area.

Predicted Degree of Impact

In order to generate power, any motorized vehicle will burn fuels and

exert emission gas. The emission gas contains chemical compounds and physical

mixtures mostly categorized as air pollutants. The emission gas exerted from

motorized vehicles mainly contains non-combustible hydrocarbon, carbon

monoxide, sulfur oxide, and particulate substances, including smog. Of the

total uncontrolled hydrocarbon emitted from the motorized vehicles, 20% - 25%




are from engine jackets, 60% are from mufflers and the rest are from fuel tank

and carburetor evaporation. Pollutants from mobile sources are not only

combustion products, but also non-combusted fuel from fuel tanks and loss of

hydrocarbon from crankcase blow.

Tablel 5.1. % of Pollutant emission from Motorized Vehicles

Sources Pollutants (%)

CO HC NOx Particulate

Muffler 100 62 100 90

Engine Chamber 20 10

Fuel Tanks 9

Carburetor 9

The mobilization of trucks for transporting the material and heavy-duty

equipment are very potential to lead to air pollution. The air pollutants emitted

by the motorized vehicles will certainly affect the air quality and endanger the

human health, flora, fauna and various objects.




Table 5.2. Impact of Main Air Pollutants Emitted from Motorized Vehicle

Pollutants Sources Impacts

CO Imperfect fuel combustion in engine chamber

Poisonous to human beings when inhaled. CO decreases the blood capacity to bind oxygene, and consequently make heart and lungs work harder

HC Fuels, either non-combusted fuel emission or evaporation emission

Irritants, cancer risks, smell, pre-conditioned photochemical smog formation

NOx Sise effect of high temperature combustion, i.e. : increase of nitrogene and oxygene

Irritants, pre-conditioned photochemical smog formation

Lead Additional material to some kinds of fuels

Affecting intellectual development among children

Air Poison Pollutant in fuels and/or resulted from imperfect combustion

Greater cancer risks

Particle Carbon particle formed due to imperfect combustion

Stumulating fog, greater cancer risks, death, worse resporatory disorder

Table 5.3. Ambient Air Quality Standard

Nr Parameter Analysis Method Analysis Equipment

Quality Standard

(g/m3)

1 Sulfur Dioxide (SO2) Pararosanilin Spectrophotometer 220

2 Carbon Monoxide (CO) NDIR NDIR Analyzer 260

3 Nitrogen Dioxide (NO2) Saltzman Spectrophotometer 92.5

4 Hydrocarbon (HC) Flame Ionization Gas Chromatography 98.7

5 Particle < 10 m (PM10) Graphymetric Quantitative Analytic Scale, dust sampler

92.5

6 Dust Graphymetric Quantitative Analytic Scale, dust sampler

230

7 Noise Statistic Sound Level Meter 55* db (A) 70** db (A)

Remarks: Ambient Air Quality Standard pursuant to State Regulation Nr. PP.41/1999 and Decision of Governor of East Java Province Nr.10 Year 2009, and Noise Standard pursuant to Decision of Minister of Environment Nr. KEP-48/MENLH/11/1996; *= Noise Standard in Dwelling Area; **= Noise Standard in Industrial Area.

It is estimated that the reclamation works for constructing causeway,

connecting bridge, and container yards and shallow water reclamation for

constructing container yard, will need 1.000.000 m3 reclamation materials




supplied from the mainland. The reclamation materials are transported

periodically by means of dump trucks, each with 25 m3 capacity and unloaded

at the edge of the project side to be further leveled by means of bulldozer.

When it has been leveled, it will be compacted per 30 cm layer by means of

compaction vibrator.

Table 5.4. Estimated Heavy Duty Equipment Emission

Nr Descriptions Estimated Emission (lb/hour)

CO NOx SO2 Dust

1 Bulldozer 0.793 5.05 0.384 0.165

2 Scrapper 1.46 6.22 0.463 0.406

3 Motor Grader 0.215 1.05 0.086 0.061

4 Others 0.414 2.27 0.143 0.139

Table 5.5. Estimated Motorized Vehicle Emission

Category CO HC NOX PM10 CO2 SO2

(g/km) (g/km) (g/km) (g/km) (g/kg Fuel) (g/km)

Motorcycle 14 5.9 0.29 0.24 3180 0.008

Car (Benzene) 40 4 2 0.01 3180 0.026

Car (Diesel Oil) 2.8 0.2 3.5 0.53 3172 0.44

Bu 11 1.3 11.9 1.4 3172 0.93

Truck 8.4 1.8 17.7 1.4 3172 0.82

It is estimated that the simultaneous operations of 5 units of trucks, 2 units of

bulldozers and 2 units of compaction vibrators, will exert dust emission as

much as 0.309 kg/hour. The calculation of spread of impact on air pollution due

to operations of means of transportation is derived from Gaussian equation with

modification :

2

2/1),( 2

1exp

)2(

2

zz

L

zx

z

u

QC

or, in case the reaod height is the same as the receiving plain, i.e. : H=0, then

z = 0, and:




u

QC

z

Lzx

2/1),()2(

2

where: C = pollutant concentration (ug/m3) Q = emission speed per unit of distance (gr/sec.m) x = distance to receiver (m) z = height of receiving plain (m) u = average wind speed in axis X(m/sec) σ = coefficient of disperse vertical gausian (m)

Figure 5.1. Pollutant Dispersion Based on Distance

The nearest dwelling area is more than 1 km in distance. Based on the Ambient

Air Quality Standards, in case the distance is 0.7 km, the concentration will be

260 µg/m3.

Predicted Dimension of Impact

The evaluation of impact on Decreased Air Quality on based 6 significant

impact criteria is presented in the following table.

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

0,0050,010,020,030,040,050,060,070,080,090,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1

Ko

nse

ntr

asi (

µg/

m3

)

Jarak (km)

Dispersi PM10PM10 DISPERSION

Distance (km)

Con

cen

trati

on

(

m3)




Table 5.6 Evaluation on Dimension of Impact on Decreased Air Quality in Construction Phase

Nr. Significant Impact

Criteria Remarks Valuation

1 Number of impacted residents

The safe condition will be away in ± 700 m distance from the reclamation site. The dwelling nearest to the reclamation site is > 1 km distance. Accordingly, the impacted residents are those dwelling around the macadam/ soil access road in the area.

Insignificant

2 Area of Impact Spread

The area covered in the aforementioned concentration of Ambient Air Standard will be 260 µg/m3 in 700 m distance.

Insignificant

3 Impact Duration/Intensity

The impacts will take place during construction phase. In case of air pollution, during the construction phase, , the impact intensity will be + 9.000 µg/m3. It is quite threatening as it can cause respiratory disorder.

Significant

4 Other impacted components

The other impacted component is community unrest due to dust.

Significant

5 Impact Cumulativeness

It is not cumulative. Insignificant

6 Impact recoverability

It is recoverable as dispersed by the ambient air.

Insignificant

With reference to the aforementioned descriptions, the impact on

decreased air quality due to the mobilizations of trucks for transporting

shallow water reclamation materials will be negative significant (NS).

B. Increased Noise

Source of Impact

The source of impact on increased noise in construction phase is

traffic noise due to on-land reclamation material transportation activities.


The dump truck mobilization will not only exert emission but also

noise.




Referring to the initial descriptions on noise degree in the studied area,

it has exceeded the noise standard due to dense human mobility in transporting

goods and humans by means of motorized vehicles. In in accordance to Noise

Standards set forth in Decision of Minister of Environment Nr.

48/MENLH/II/1996, the noise standard in service/trade area and port is 70 dBA,

while the one in dwelling area is 55 dBA.

Table 5.7. Noise Standards Based on Area Classifications

Area Utilization/Project Site Surrounding Degree of Noise dB(A)

Dwelling Area 55

Service/Trade Area 70

Office/Commercial Area 65

Gren and Open Area 50

Industrial Area 70

Governmentship Area 60

Recreation 70

Airport/.Train Station/Seaport 70

Conservation Area 60

Hospital Area 55

Achool Area 55

Religious Area 55

It is estimated that the simultaneous operations of 5 units of trucks and 2

units of bulldozers, will entail noise calculated with the following equation:

- The acumulated noise degree is measured with the following formula :

2

0

2

2

2

0

2

1log10P

P

P

PLPt

Where: LPt = total noise degree (dBA) P1 = noise intensity from source 1 (N/m2) P2 = noise intensity from source 2 (N/m2) P0 = noise intensity from reference (N/m2)




- Change of noise degree due to change of distance is measered with the

folloeing formula :

2

112 log10

r

rLPLP

Where: LP1 = noise degree in distance r1 (dBA) LP2 = noise degree in distance r2 (dBA) r1 = distance from noise measurement point to source of noise 1 r2 = distance from noise measurement point to source of noise 2

Figure 5.2. Noise Degree Based on Distance

With reference to the aforementioned descriptions and as the area is utilized

for port activities, the prevailing noise standard for the (service/trade) area is

70 dBA within + 70 m distance from the project site. The safe distance for the

dwelling area, i.e. : 55 dBA is in + 2.000 m distance. In case the surrounding

area is provided with barrier or walled with 12 cm thickness, it can reduce the

degree of noise by 4,6 dBA. Accordingly, the safe distance from the dwelling

area is shortened to be + 760 m.

0

10

20

30

40

50

60

70

80

90

5

90

18

0

27

0

36

0

45

0

54

0

63

0

72

0

81

0

90

0

99

0

10

80

11

70

12

60

13

50

14

40

15

30

16

20

17

10

18

00

18

90

19

80




Figure 5.3. Noise Degree Based on Distance After Noise Reduction with Barrier


The evaluation of impact on increased noise based on 6 significant

impact criteria is presented in the following area.

Table 5.8. Evaluation on Dimension of Impact on Increased Noise in Construction Phase




The nearest dwelling area is 1 km from the project site. In such a distance, the dwelling area still receives a noise degree of > 55 dBA due to activities in the planned area. Consequently, those likely to be impacted are the ones residing surrounding the project site.

Insignificant

2 Area of Impact Spread The area of Impact Spread is relative minor, i.e. : 760 m.

Insignificant

3 Impact duration/intensity The impacts are continously present in construction phase. The impact intensity is fair.

Significant


The other impacted component is community discomfort. However, the impact is hypothetically insignificant.

Insignificant

5 Impact Cumulativeness The impact is cumulative when related to other sources of impacts derived fron Transportation activities.

Significant

6 Impact recoverability The impact is recoverable when its source stops or recovers.

Insignificant

0

10

20

30

40

50

60

70

80

90

5

90

18

0

27

0

36

0

45

0

54

0

63

0

72

0

81

0

90

0

99

0

10

80

11

70

12

60

13

50

14

40

15

30

16

20

17

10

18

00

18

90

19

80




Referring to the aforementioned, the impact on increased noise due to

the material and equipment truck mobilization in the project of Tanjung Perak

Port Development in Lamong Bay is negative significant (NS).

C. Decreased Road Performance

Source of Impact

The impact on Decreased Road Performance is derived from on-land

material and equipment truct mobilization for constructing causeway and

interchange area.


The shallow water reclamation for constructing the causeway and

interchange area will tak e about 8 months with total reclamation volume of

1.7 million m3. The reclamation materials are transported on-land by dump

trucks . The total number of trucks increasing the traffic volume will be 35

units per hour. The calculation of decreased road performance when the

project exist and the one when it does not are presented in Table 5.9.

Table 5.9. Traffic Volumes With and Without Project Activities

Table 5.10. Calculation of Defree of Traffic Satiration With Project Activities

Nr Junction/Crossroad Year 2012

With Project Without Project

1 Romokalisari 0.914 0.921

2 Margomulyo 1.748 1.757

3 Fishpond Tributaries 0.794 0.801

LV HV MC LV HV MC LT 7 25 66 7 33 66 ST 143 16 3063 143 21 3063 LT 437 52 145 437 68 145 ST 166 148 6247 166 148 6247 RT 11 0 59 11 0 59 LT 329 88 36 329 88 36 RT 7 17 27 7 22 27 ST 89 2 1438 89 2 1438 RT 101 126 755 101 147 755

East (Jl. Kali Anak) LT 157 101 4743 157 101 4743 LT 207 81 5741 207 95 5741 RT 145 2 2553 145 2 2553

From Sby to Gresik T-B 190 66 5785 190 89 5785 From Gresik to Sby B-T 185 101 2703 185 113 2703

Nr. Crossroad Closer Access Traffic Movement

Traffic Volume (unit/hour)

With Project Acitivities(2012) Without Project Activities (2012)

1 Romokalisari

East (Jl. Romokalisari)

North (Jembatan Romokalisari sisi Timur)

South (Akses toll Romokalisari)

3 Fishpond Tributaries

2 Margomulyo

West (Jl. Tambak Langon)

South (Jl. Margomulyo)




It shows that the condition (either with or without project activities,

the degree of traffic saturation in those three places is significant, particularly

during peak time : 06.00 - 08.00.

Table 5.11. Evaluation on Dimension of Impact on Decreased Road Performance in Construction Phase


Criteria

Remarks Valuation


Some traffic users on Jalan Romokalisari and Jalan Tambak Osowilangon, as those are the accesses of reclamation dump trucks from the toll road.

Insignificant

2 Area of Impact Spread Along Jl. Tambak Osowilangon Insignificant

3 Impact Duration/Intensity The impacts will exist during construction phase (3 months) with high intensity, i.e. : degree of traffic saturation 0.8

Significant


The other impacted components are Decreased Air Quality with the volume of additional traffic (+ 95 trucks per hour) and along the roads (Jl. Romokalisari and Tambak Osowilangon) there are 2 way 4 lanes with road median in the middle of the road. Accordingly, the impact significantly lead to Decreased Air Quality

Significant

5 Impact Cumulativeness The impact on decreased road performance is cumulative as it takes place only during peak hour.

Insignificant

6 Impact recoverability The impact is recoverable during the terminal operations.

Insignificant

Referring to the aforementioned descriptions, it shows that the increase on

river water surface is classified negative significant (NS).




5.1.1.2. Demolition of Erected Temporary Access

Impact Descriptions :

A. Decreased Seawater Quality

Source of Impact

The source of impact is demolition of erected temporary access.


The initial environmental conditions in the areas close to the trestle,

connecting bridge and container yard are relatively good, yet the TSS has already

been high. The activity being the source of impact is demolition of erected

temporary access. The demilition volume is assumed to be the same as the one

of reclamation material as much as 57.505 m3. The materials being the source of

impact comprise sand with gravels and mud stratified from the soft to the hard

one. The latter material tends to be heavy with limited spraed area compared

the the earlier. The current from the shipping routes ranges from 0.62 m/sec to

1.0 m/sec. On the other hands, the current is relatively show, i.e. : 0.1 m/sec.

As the reclamation in on shallow water where the current will be relatively

slower with less wide spread.


Table 5.12. Evaluation on Dimension of Impact on Decreased Seawater Quality in Construction Phase (Demolition of Erected Temporary Access)




The impacted residents are the fishermen facing less nekton due to decreased seawater quality

Significant

2 Area of Impact Spread The area of impact spread is relatively limited

Insignificant

3 Impact Duration/Intensity The impacts take place continuously in construction phase. The impact intensity is fair.

Significant


The other impacted components are decreased compositions and abundance of sea boita/nekton and fisherman unrest

Significant

5 Impact Cumulativeness The impact is not cumulative Insignificant

6 Impact recoverability The impact is recoverable the souce stops dy proper management steps.

Insignificant




With reference to the aforementioned descriptions, the impact on decreased

seawater quality will be negative significant (NS).

B. Disturbance to Sea Biota

Source of Impact

The impact on disturbance to sea biota, i.e. : decreased compositions

and abundance of plankton/nekton is a derivative impact from decreased

seawater quality due to demolition of erected temporary access.


The site where the demolition of erected temporary access takes place is

a mangrove area. The status of seawater quality in the site is fair with

phytoplankton diversity index ranging 0,989 – 2,237 and zoo plankton diversity

index ranging 0.629 – 2.01. The dominant phytoplankton is Skeletonema sp, of

bacillariophyceae or dominant diatom. The dominant zooplankton is copepoda

calanoid. The class of plankton found in the sampling area indicates the area is

occupied as nursery ground and source of foods to some sea biota. The

demolition of erected temporary access will lead to water turbidity further

affecting the productivity in the seawater and existence of organisms occupying

the area as nursery ground, feeding ground and spawning ground of fish, shrimps

and shells. The TSS >100 ppm for 21 days will affect the growth of some kinds of

fish and their immunity.


The evaluation of impact on decreased compositions and abundance of

plankton/nekton based on 6 significant impact criteria is presented in the

following table.




Tabel 5.13. Evaluation on Dimension of Impact on Disturbance to Sea Biota (Decreased Compositions and Abundance of Plankton in Construction Phase due to Demolition of Erected Temporary Access)




The residents in the nearest dwelling area are mainly fishermen. Accordingly, the impacted residents are those residing in that dwelling area.

Significant

2 Area of Impact Spread Area of impact spread is local. In that radius, there are fishing related activities, namely : keramba, netting and shell searching.

Insignificant

3 Impact Duration/Intensity It will take place during the demolition of erected temporary access. The impact intensity is fair.

Significant


The other impacted component is the fisherman community due to their decreased income.

Significant

5 Impact Cumulativeness In addition to other sources of noises, the impact is cumulative.

Significant

6 Impact recoverability The impact is recoverable the source stops by proper management steps.

Insignificant

With reference to the aforementioned, the impact on decreased compositions

and abundance of plankton/nekton due to the demolition of erected temporary

access is categorized negative significant (NS)

C. Decreased Mangrove Ecosystem Area

Source of Impact

The decreased mangrove ecosystem area is due to demolition of erected

temporary acces.


At present in the studied area there are 13 species of mangrove spread

over 8 observation points woth plant density of >2,000 trees/hectare. Pursuant

to Decision of Minister of Environment Number : 201 Year 2004 about Mangrove

Density Standard, the mangrove density of > 1,500 trees/hectare is categorized

to be very dense . The decreased of mangrove ecosystem area is alleged to be

due to demolition of erected temporary access.




In addition, the decreased mangrove ecosystem area also lead to

decreased water bird habitat. At present, there are 39 species categorized into

22 families. The identified bird species in the studied area are 14 conserved by

virtue of Indonesian State Regulation Number 7 Year 1999, and IUCN Red list, and

one is included into an Indonesian endemic (Alcedo coerulescens /Blue Shrimp

King). Beside, 1 bird speciesb found in Sememi River, i.e. : Bluwok Heron

(Mycteria cinerea) is internationally conserved.


The evaluation of impact on decreased mangrove ecosystem area as

habitat of sea biota based on 6 significant impact criteria is presented in the

table below.

Table 5.14. Evaluation on Dimension of Impact on Decreased Mangrove Ecosystem Area in Construction Phase due to Demolition of Erected Temporary Access




It is predicted that the decreased mangrove ecosystem area (> 10%) will lead to disturbance to the residents doing activities in the mangrove ecosystem as the area is not only occupied for conservation area but also shrimp and milkfish breeding.

Significant


The spread of the impact will be limited in the studied area, yet it is pretty wide as it covers six village areas, namely : Romokalisari village, Tambak Osowilangun village, Tambak Langon village, Greges village, Kalianak village and Krembangan village

Significant


The impact will take pretty long time and the impact intensity is fair.

Significant


Due to decreased mangrove ecosystem area, it will affect more than two environmental components, i.e. : traditional fishpond, water bird habitat and sea biota spawning area.

Significant


It will be cumulative and takes place during construction phase.

Significant


The impact will be unrecoverable as the required business space will be getting larger and wider, while the mangrove habitat is getting narrower and probably finished.

Significant




Based on the aforementioned descriptions, the impact is categorized to be

negative significant (NS).

D. Disturbance to Fisherman Activities

Source of Impact

The impact on on decreased fisherman income is due to demolition of

erected temporary access.


Based on the results of interview, it is believed that the demolition of

the erected temporary access will disturb the fisherman activities and lead both

less fishermen going fishing and decreased fisherman income. The latter can be

due to damaged fish habitat.


Referring to the aforementioned descriptions, the evaluation of impact

on decreased fisherman income based on 6 main criteria is presented as

follows.




Table 5.15. Evaluation on Dimension of Impact on Decreased Fisherman Income due to Demolition of Temporary Access

Nr Criteria Remarks Valuation


Fisherman community comprising about 225 household

Significant

2 Area of Impact Spread Relatively widespread, particularly in Tambaksoso Wilangon village, Greges village

Significant


It is predicted to be during the construction phase with relatively high intensity.

Significant


Decreased fisherman income Significant

5 Impact Cumulativeness It is cumulative

Significant

6 Impact recoverability It is unrecoverable Significant

Based on the aforementioned descriptions, the impact is categorized to be

negative significant (NS)

5.1.1.3. Port Construction (Shallow Water Reclamation for constructing connecting bridge, Interchange Area, Causeway, Container Yard, and Trestle)


Source of Impact

The source of impact is shallow water reclamation for constructing

causeway, interchange area, container yard and trestle.


The initial environmental descriptions in locations close to the trestle,

connecting bridge and container yard the condition is relatively still good.

However, the TSS is already high.

The planned activity being a source of impact is shallow water

reclamation for constructing causeway, interchange area and container yard. The

reclamation material for the causeway is 1,100,00 m3, interchange area is

200,000 m3 and parking lot 400,000 m3. The Container Yard is constructed by

reclaiming the shallow waters with a total reclamation volume of 2,800,000 m3

for the Container Yard and dry bulk yard with a total volume of 1,110,000 m3.




The maximum content of mud in the reclamation materials is 20%, while the

reclamation volume is 2,000,000 m3.

The sort of reclamation materials determines the spread in the waters.

The sediment characters like grain size, density, settlement spped, composition,

porosity, shape etc., are adoptable as a basis for presenting the resistence

against the current. The material being a source of impact generally contain sand

and gravels, from soft to coarse ones, and tending to be clayey. This latter

material tends to be heavier and it spread is relatively narrower. The current

speed affects the area of spread. The stronger the current, the wider spread will

be. T

The current from the shipping routes ranges from 0.62 m/sec to 1.0

m/sec. On the other hands, the current is relatively slow, i.e. : 0.1 m/sec. As

the reclamation in on shallow water where the current will be relatively slower

with less wide spread. Analoguous to the reclamation activities in Lamong Bay,

the arising turbidity mainly increases pretty significantly, although it is localized.


Table 5.16. Evaluation on Dimension of Impact on Decreased Seawater Quality in Construction Phase (Port Construction/Shallow Water Reclamation)




The impacted residents are fishermen finding less nekton due to decreased seawater quality

Significant

2 Area of Impact Spread The area of impact spread is relative limited.

Insignificant

3 Impact Duration/Intensity It is predicted to be continuous during the construction phase with high intensity.

Significant


The other impacted compoonents are decreased abundance of sea biota/nekton and fisherman unrest

Significant

5 Impact Cumulativeness It is not cumulative

Insignificant

6 Impact recoverability The impact is recoverable the soruce stops by proper management steps.

Insignificant




Based on the aforementioned descriptions, it is found that the decreased

seawater quality is due to port construction activities, particularly shallow

water reclamation. Accordingly the impact is categorized negative significant

(NS).

B. Change of Water Current Patterns and Sedimentation

Source of Impact

The impact on change of water current patterns and sedimentation as

well as elevation of water surface in the estuary of Lamong Bay is predicted to

identify the conditions of waters after the shallow water reclamation.


In order to assess the impacts of the activities to the surrounding

environment, numerical simulation and hydrodynamic modelling are applied.

The modelling is supposed to monitor the conditions prior construction and post

construction.

The data input for the numerical modelling in this assessment adopts

secondary data covering : high tide and low tide, volume and concentration of of

sediment of rivers flowing into Madura Strait, and sea depth detailed as follow :

1. Tidal Predictions (Dishidros, 2012):

Karang Kleta : May 2012

Karang Jamuang : May 2012

2. The data on violume of river water flowing into Madura Strait and the

locations of rivers are presented in the following table and figure.




Figure 5.4. Rivers flowing into Madera Strait

Table 5.17. River Water Volume Flowing into Madura Strait

Code Name of River Annual Volume (m3/sec)

Suspended Sediment Concentration (kg/m3)

M1 Lamong 19.0 0.0738

M2 Sememi 4.3 0.0278

M3 Branjangan 3.6 0.0125

M4 Manukan 5.8 0.0259

M5 Krembangan 3.6 0.0134

M6 Kali Mas 3.5 0.0129

M7 Mireng 19.0 0.0099

M8 Glagah Lanjang 2.5 0.0278

Source: KLHS 2009

3. Sea Depth Data

- Data The bathimetry (sea depth) data are collected from various

sources, namely, results of survey on waterfront city study year 2009,

APBS 2010 Study Map and the Indonesian Coastal Environment Map

Year 1993.

- m1 = Lamong River

- m2 = Sememi River

- m3 = Branjangan River

- m4 = Manukan River

- m5 = Krembangan River

- m6 = Mas River

- m7 = Mireng River

- m8 = Glagah Lanjang River




The effects of reclamation activities for the construction of multipurpose

terminal of PT. PELINDO III to the environment of Lamong Bay is modelled

through 2 (two) schenarios :

- Scenario Model 1 (Without Project): Existing condition originally, prior to

reclamation activities.

- Scenario Model 2 (With project) : Condition after reclamation of container

terminal in accordance with the layout of roposed by PT PELINDO III.

The modelling of the two ispresented in Figure 5.5

Figure 5.5. Model 1 (Without Project) and Model 2 (With Project)

The water current pattern in Scenarion Model 2 around the studied area during

high tide is presented in Fugure 5.6 below :




Figure 5.6. Typical Water Current Pattern During High Tide

As presented in Figure 5.6. above, during high tide, the speed of

dominant current to the coastal area around the project site averagely ranges

between 0 – 0.05 m/sec. The low speed current is distributed along the coastal

area in Lamong Bay until Branjangan River (Figure 5.6.), while along the shipping

routes the spped of the current ranges between 0.3 m/sec to > 0.5 m/sec (green

to red).

In some locations in the South of the estuary of Lamong River, there is an

increasing current speed after the construction of Multipurpose terminal, since

the current is turned due to the blockage by the multipurpose terminal

construction. The increasing speed and change of current distribution are also




found along the coast of Lamong Bay to Branjangan River, ranging between 0 –

0.15 m/sec. In the mean time, during low tide, it relatively low when compared

to the one during high tide, ranging 0 –0.1 m/sec, especially in the shipping

routes in the West. There current speed decreases aroun Lamong River during

low tide as shown in Figure 5.7 below.

Figure 5.7. Typical Current Pattern in Low Tide

In areas protected from reclamation islands, i.e. : in rivers with estuaries in

Lamong Bay the water current speed decreases by 0.05 – 0.1 m/sec. It will affect

the sedimentation pattern. In the mean time, the sedimentation distribution

during 1 month in both with and without project, is presented in Figure 5.8. In




general, there is an increase of sedimentation in Lamong Bay in both with

project and without project. The sediment increase is about 0.1 m from the

estuary and the increase is getting less in Lamong Bay.

Figure 5.8. 1 Month- Sedimentation

When compared to conditions in all estuaries around Lamong Bay, the existing

condition (without project) and the post-construction condition (awith project),

it is found that during the high tide, the current speed post-construction is

always lower compared to the one under existing condition. In the mean time,




there is almost no diffrence in sedimentation in both existing condition and post-

construction condition as shown in Figure 5.9.

Figure 5.9. Water Current Speed and Sedimentation in Estuary of Lamong River

The folowing Figure 5.10 shows the points of observation on sedimentation

thickness in the studied area, while the sedimentation thickness in those points

are shown in Figure 5.11. In general, it shows that three is an increase of

sedimentation thickness post construction, although the increase is not

significant (2 – 4 cm / year). However, it is cumulative and therefore needs not

be managed.




Figure 5.10. Observation Points and Sediment

Figure 5.11. Current Speed and Sedimentation in Estuaries




The results of observation on elevation of water surface in existing condition and

post-construction condition are presented in Figure 5.12. In general, there is an

increase of elevation of water surface in all estuaries post construction although

the incrase is not significant (about 4 cm).

Figure 5.12. Elevation of Water Surface in Eastuaries

During the construction phase, there are reclamation activities potential

to decrease the sewater quality.The sediment concentration distribution around

the location of dumping scenario range from 60 kg/m3 (mg/l) to 100 mg/l

steadily during 1 week is dispersed. The figures also show the points where

fishermen do their fishing activities (yellow points) where the concentration is 15

mg/l. In the estuary of Lamong River, the sediment concentration is below

15mg/l. Although it aready satisfy the standards, it is still recommended to keep

supressing sedimentation around the project site.






K1

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Figure 5.16 Sediment Distribution During Construction 90 mg/l Concentration

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Figure 5.17 Sediment Distribution During Construction 100 mg/l Concentration

The observation coordinates and remarks are presented in the following table.

Table 5.18. Observation Coordinates around Lamong Bay

Kode Keterangan Lintang Bujur X Y A1 Area Nelayan Pencari

Kerang 7°13'02.80"S 112°40'10.33"E 684340.733 9201875.797

J1 Jaring

Ikan 7°12'51.90"S 112°40'02.88"E 684113.398 9202211.485

K1 Keramb

a 7°13'13.60"S 112°40'04.70"E 684166.795 9201544.649

K2 Keramb

a 7°13'12.33"S 112°40'13.97"E 684451.332 9201582.622

K3 Keramb

a 7°13'14.71"S 112°40'19.10"E 684608.447 9201508.931

K4 Keramb

a 7°13'17.18"S 112°40'25.45"E 684802.979 9201432.336

K5 Keramb

a 7°13'15.40"S 112°40'31.32"E 684983.266 9201486.357

K6 Keramb

a 7°13'08.27"S 112°40'15.40"E 684495.660 9201707.186

K7 Keramb

a 7°12'59.19"S 112°39'59.83"E 684019.008 9201987.876

K8 Keramb

a 7°12'40.05"S 112°39'52.75"E 683803.945 9202576.656

K9 Keramb

a 7°12'29.20"S 112°40'04.40"E 684162.579 9202908.666

K10 Keramb

a 7°12'06.10"S 112°40'03.70"E 684143.695 9203618.384

K11 Keramb

a 7°12'21.60"S 112°39'42.70"E 683497.680 9203144.568

K12 Keramb

a 7°13'13.60"S 112°40'04.70"E 684166.795 9201544.649

K13 Keramb

a 7°12'11.34"S 112°39'47.37"E 683642.103 9203459.236

K14 Keramb

a 7°11'56.33"S 112°40'03.51"E 684138.961 9203918.543

N1 Nelayan Pencari

Udang 7°12'50.90"S 112°39'58.00"E 683963.795 9202242.752

P1 Pos

Jaga 7°12'07.30"S 112°40'17.90"E 684579.219 9203579.928

T1 Tambak

Ikan 7°13'14.61"S 112°40'08.63"E 684287.250 9201513.180

U1 Ujung Pembangunan

Dermaga 7°12'02.00"S 112°40'17.90"E 684579.814 9203742.746

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Code Remarks Latitude Longitudinal X Y





The evaluation of impact on change of water current pattern and

sedimentation based on 6 Significant Impact Criteria is presented in the

following table.

Table 5.19. Evaluation of Significance of Impact on Change of Water Current Pattern and Sedimentation




The residents directly impacted by the change of water current pattern and sedimentation are those working as fishermen as their fishing routes will be changed and disturbed by the change of water current pattern and sedimentation

Insignificant

2 Area of Impact Spread The area of impact spread is quite significant as it takes place in the estuaries and around the bay.

Significant

3 Impact Duration/Intensity The impact takes place during the construction phase and operation phase with pretty high intensity.

Significant


The other impacted components are community perception and seawater quality.

Significant

5 Impact Cumulativeness It is permanent. Significant

6 Impact recoverability It is unrecoverable as the construction is permanent.

Significant

Based on the aforementioned description, the change of water current pattern

and sedimentation is categorized negative significant (NS).

C. Increased River Water Surface

Source of Impact

The impact on increased river water surface is predicted by observing the

condition of the river water surface after the reclamation for port construction.





Without Project

The data required for the analysis is lonitudinal and cross cuts and

maximum volume of flowing into the channal. During this time, along Lamong

River, the areas surrounding the middle part of Laong Bay frequently flooded are

Cerme Sub-district, Benjeng Sub-district, Balongpanggang Sub-ditrict, Duduk

Sampeyan Sub-district. The floods are due to shallowing in the river and critical

river banks.

The river water volume input data under condition prior to project

activities are maximum water volume ever flowing, i.e. : 45 m3/sec. On the

other hands, the average river volume along the year range 3-9 m3/sec during

the dry season, while during the wet season it varies 22-45 m3/sec. The water

volme designed for the river banks is about 20 m3/sec. Based on the simulation,

it is found that the floods frequently take place in Km 12 -14 from the estuary

with the highest river water surface (during high tide), i.e. : elevation +0.18

meter above the sea water surface. Figure 5.14. and 5.15. show the points where

floods often take place.

Figure 5.18. Simulation of Flood in Lamong River with Water Volume Input 20 m3/detik.

Embankment under the

water

surface

Flood Flood




Figure 5.19. Perspective of Resulted River Flood Simulation

With Project

After the reclamation activities, the arising impacts are analyzed. It is

assumed that the increase of water surface downstream due to the reclamation

vary and maximally reach an elevation of +0.18 m dpl. Accordingly the

reclamation can increase the water surface by +0.58 m dpl to +1.18 m dpl. It is

still below the river flood surface when referring to the designed volume for 20

m3/sec, i.e. : +1.18 m dpl.

The Elevation Comparisons among Existing River Bank Elevation, Water

Surface Elevation Prior Project, Water Surface Elevation After Project, and

Planned Water Elevation are presented in the Figure of Channel Design.




Table 5.20. Elevation Comparisons among Existing River Bank Elevation, Water Surface Elevation Prior Project, Water Surface Elevation After Project, and Planned Water Elevation

Tanggul

Kanan

Tanggul

Kiri

Elevasi Selisih Tanggul

KananTanggul Kiri

0 0.84 0.33 0.18 1.18 1.00 1.80 -

500 0.24 -0.18 1.00 1.18 0.18 1.90 1.90

1000 0.09 -0.96 1.20 1.20 0.00 2.17 2.17

1500 0.28 -1.10 1.80 1.80 0.00 2.63 2.63

2000 0.81 -0.22 1.90 1.90 0.00 2.84 2.84

2500 1.03 0.68 2.50 2.50 0.00 3.54 3.54

3000 1.4 0.4 3.00 3.00 0.00 3.97 3.97

3500 2.3 0.64 3.50 3.50 0.00 4.57 4.57

4000 1.91 1.2 4.00 4.00 0.00 4.99 4.99

4500 1.3 1.33 4.20 4.20 0.00 5.24 5.24

5000 1.27 0.99 4.50 4.50 0.00 5.42 5.42

10000 0.74 1.49 5.20 5.20 0.00 6.26 6.26

15000 1.95 2.16 6.00 6.00 0.00 6.32 6.32

20000 5.5 3.32 7.50 7.50 0.00 8.57 8.57

25000 9.45 9.09 9.40 9.40 0.00 10.87 10.87

30000 11.39 12.04 14.00 14.00 0.00 13.90 13.9

35000 14.86 14.47 15.00 15.00 0.00 15.90 15.90

38000 15.26 15.03 15.80 15.80 0.00 16.65 16.65

Rencana Elevasi Tanggul

Rencana Berdasarkan

Gambar Perencanaan

TeknikMeter Ke-

Setelah

Kegiatan

kenaikan 100 cm

(+1,18 m dpl)

elevasi Muka

Air Sungai

Sebelum

Kegiatan

Elevasi Eksisting

The results of the simulation and table of summary show that in spite of

the highest tide and increase of river water surface due to reclamation, there is

no influence to increase of seawater level due to reclamation and it does affect

much to the condition in the estuary of Lamong River. The arising effect will

range from STA 0+0 to STA 1+000. In conclusion, it does not bring any significant

effect (Figure 5 .20).

Figure 5.20. Effect of Backwater Due to Reclamation Less than 100 m from Upstream

0

2

4

6

8

10

12

14

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18

0 5000 10000 15000 20000 25000 30000 35000 40000

Ele

vasi

Mu

ka A

ir S

un

gai

Meter Ke-

elevasi Muka Air Sungai Sebelum Kegiatan

Setelah Kegiatan kenaikan 100 cm (+1,18 m dpl)

Left

Order

of

Meter

River Water

Surface

Elevation

Prior to

Project

Increase by 100

cm After

Reclamation

(+1.18 m dpl)

Elev | Diff. Right Right Left

Existing Elevation

In Riverbanks

Planned River Bank Elev.,

Plans Based on Technical

Design – In river Banks

Riv

er

Wate

r S

urf

ace E

levati

on

Order of Meter

River Water Elevation Prior to Project Construction

Increase by 100 cm after Construction (+1.18 m dpl)





The evaluation of impact on increased river water surface based on 6

significant impact criteria is presented in the following table.

Table 5.21. Evaluation on Dimension of Impact on increased river water surface


Criteria

Remarks Valuation


No resident is impacted as the increased water surface is still under the maximum volume of flood surface designed for Lamong River

Insignificant


Area of Impact Spread very limited as it takes place only in the eastuary

Insignificant

3 Impact Duration/ Intensity

The impacts present in both construction and operation phases

Significant

4 Other Impacted Components

Other impacted component is community perception

Significant


It is cumulative along the project Insignificant

6 Impact recoverability It is recoverable when the river water volume flowing into Lamong River decreases

Insignificant

Based on the aforementioned descriptions, it is conclusive that the impact of

on increased river water surface is categorized negative significant (NS).

D. Disturbance to Sea Biota

Source of Impact

The impact on disturbance to sea biota is characterized with decreased

compositions and abundance of plankton/nekton as derived from Decreased

Seawater Quality due to shallow water reclamation for constructing causeway,

interchange area, container yard and trestle.


The area surrounding the causeway construction site is a mangrove area.

Based on the plankton diversity index, it is categorized fair with an index of

phytoplankton diversity of 0.989 – 2.237 and zooplankton diversity of 0.629 –

2.01. The dominant phytoplankton is Skeletonema sp of class bacillariophyceae

or fair dominant diatom. The dominant zooplankton is copepoda calanoid. The

kinds of planktons found from the sampling points indicate that the area is




occupied as nursery ground and source of food for some sea biota. The

reclamation of shallow waters will entail loss of sea biota habitat as wide as the

reclaimated area and turbidity negatively affecting the sea biota surrounding the

reclaimed area.




following table.

Table 5.22. Evaluation on Dimension of Impact on Disturbance to Sea Biota (decreased compositions and abundance of plankton/nekton) in Construction Phase (Port Construction/Shallow Water Reclamation)

Nr. Significant Impact Criteria

Remarks Valuation


The residents in the nearest dwelling area are mainly fishermen. Accordingly, the impacted residents are those residing in that dwelling area.

Significant

2 Area of Impact Spread Area of impact spread is local. In that radius, there are fishing related activities, namely: keramba, netting and shell searching.

Insignificant

3 Impact Duration/Intensity It will take place during the reclamation. The intensity is low in view of poor initial environmental condition. However, it will take place for a long time. Therefore, it is assumed to be significant as it affects other organisms.

Significant



Significant


Significant


Insignificant

With reference to the aforementioned, the impact on decreased compositions

and abundance of plankton/nekton due to the shallow water reclamation is

categorized negative significant (NS)




E. Disturbance to Fisherman Activities

Source of Impact

The impact on distubance to fisherman activities is due to port

construction activities , particularly preparation and compaction of area for

constructing causeway, interchange area, container yard and trestle.


Referring to the results of interview about preparation and compaction of

area for constructing causeway, interchange area and container yard it will

entail disturbance to fisherman activities and decrease their income. Their

income used to be minimally IDR 50,000/day , varying from IDR 75,000 to IDR

100,000. However, it now ranges between IDR 20,000 to IDR 30,000/day. They

sometimes even get no income . Dun an unfavorable condition can be due to

damaged fish habitat.


Based on the aforementioned descriptions, the evaluation of impact on

disturbance to fisherman activities based on 6 main criteria is presented

below.





Significant


Significant



Significant


Decreased community (fisherman) welfare Significant


Significant


Based on the aforementioned descriptions, the impact on disturbance to

fisherman activities is categorized to be negative significant (NS)




5.1.1.4. Planned Port Pool Dredging


Source of Impact

The source of impact is planned port pool dredging.


The initial environmental descriptions in the port pool to be dredged are

relatively still in good condition.

The activity being a source of impact is port pool g=dredging. The

dredging volume will be 2,000,000 m3. The sediment to be dredged will

determine the sediment spread in the water. The sediment characters like grain

size, density, settlement spped, composition, porosity, shape etc., are adoptable

as a basis for presenting the resistence against the current. In case the current is

strong enough, the sediment on the seabed will be drawn in continuous contact.

The smaller size of sediment (such as : mud with low concentration or soft sand

tends to be suspended in speed and direction in accordance with the speed and

direction of the current. The material being a source of impact generally contain

sand and gravels, from soft to coarse ones, and tending to be clayey. This latter

material tends to be heavier and it spread is relatively narrower. The current

speed affects the area of spread. The stronger the current, the wider spread will

be. The current from the shipping routes ranges from 0.62 m/sec to 1.0 m/sec.

On the other hands, the current is relatively slow, i.e. : 0.1 m/sec. As the

reclamation in on shallow water where the current will be relatively slower with

less wide spread.

The monitoring activities in the port will be analoguous to the ones in

TanjunG perak Port. In tanjung Paerak Port, the monitoring takes place in West

Nilam and East Nilam. Based on the monitoring data collected from 2008-2011,

only TSS in quarter 3 yaer 2009 in West Nilam was overthe the quality standard,

i.e. : 137 mg/l , while the standard is 80 mg/l. (Report of Pollution Control in

Coastal Area by Surabaya City Environmental Agency, 2011). However, in

accordance to the results of analysis dated 09 April 2012 about Seawater

Standard Quality in Port where the container yard is going to be constructed is




the TSS drops by 26 mg/l. Accordingly, the condition in the waters in the project

site is still in good condition.


Table 5.24. Evaluation on Dimension of Impact on Decreased Seawater Quality (Port Dredging)





Significant

2 Area of Impact Spread The area of impact spread is relative limited, not exceeding 30 mg/l in radius of 100 m from the source.

Insignificant

3 Impact Duration/Intensity It is predicted to be continuous during the construction phase with fair intensity as the current in that location is relatively slow (speed 30-40 cm/sec), in accordance to Study by Surabaya Container Terminal , 2012.

Significant



Significant

5 Impact Cumulativeness It is not cumulative

Insignificant


Insignificant

Based on the aforementioned descriptions, the impact on decreased seawater

quality due to port dredging is categorized to be negative significant (NS)




B. Disturbance to Sea Biota

Source of Impact


and abundance of plankton/nekton is a derivative impact from decreased

seawater quality due to port dredging.


The status of seawater quality in the site is fair with phytoplankton

diversity index ranging 0,989 – 2,237 and zooplankton diversity index ranging

0.629 – 2.01. The dominant phytoplankton is Skeletonema sp, of

bacillariophyceae or dominant diatom. The dominant zooplankton is copepoda

calanoid. The class of plankton found in the sampling area indicates the area is

occupied as nursery ground and source of foods to some sea biota. The

demolition of erected temporary access will lead to water turbidity further

affecting the productivity in the seawater and existence of organisms occupying

the area as nursery ground, feeding ground and spawning ground of fish, shrimps

and shells. The community tends to utilize the area surrounding the pier and

trestle for keramba. The port dredging is predicted to cause turbidity in the

waters and direction of water current affecting the water quality and various

fish habitat. The TSS >100 ppm for 21 days will affect the growth of some kinds

of fish and their immunity.




following table.




Table 5.25. Evaluation on Dimension of Impact on Disturbance to Sea Biota (decreased compositions and abundance of plankton/nekton) in Construction Phase (Port Dredging)




The fishermen fishing in coastal area. Insignificant

2 Area of Impact Spread Area of impact spread is local. In that

radius ( 100 m), there are fishing related activities, namely: keramba, netting and shell searching.

Insignificant

3 Impact Duration/Intensity It will take place during the reclamation. The intensity is low in view of poor initial environmental condition. However, it will take place for a long time. Therefore, it is assumed to be significant as it affects other organisms.

Significant



Significant


Significant


Insignificant

Based on the aforementioned descriptions, the decreased compositions and

abundance of plankton/nekton due to port pool dredging is categorized to be

negative significant (NS)

F. Disturbance to Fisherman Activities

Source of Impact

The impact on disturbance to fisherman activities is due to port pool

dredging.


Referring to the results of interview about preparation and compaction

of area for constructing causeway, interchange area and container yard it will

entail disturbance to fisherman activities and decrease their income. Their

income used to be minimally IDR 50,000/day , varying from IDR 75,000 to IDR

100,000. However, it now ranges between IDR 20,000 to IDR 30,000/day. They

sometimes even get no income . Dun an unfavorable condition can be due to

damaged fish habitat.




The studied area is part of shallow waters with depth ranging 0.5 – 2 m

and greatly affected by the tide. During low tide, the studied area will be

spread of seabed with mud and sand, and in some points it is not accessible for

fishing routes for the surrounding traditional fishermen.



disturbance to fisherman activities based on 6 main criteria is presented

below.

Tabel 5.26. Evaluation on Dimension of Impact on Disturbance to Fisherman Activities in Construction Phase




Significant


Significant



Significant


Decreased community (fisherman) welfare Significant


Significant


Based on the aforementioned descriptions, the impact on disturbance to

fisherman activities is categorized to be negative significant (NS)




5.1.2 OPERATION PHASE

5.1.2.1 Multipurpose Terminal Operation


Source of Impact



The initial environmental conditions in the areas close to the trestle, on

connecting bridge and container yard are relatively good and in general satisfy

the standards.

The multifpurpose terminal is operated for container yard, silo of grain

food and grain feed, gate terminal and other supporting facilities, such as :

Container Freight Station (CFS), office buildings, gates and parking lots.

Analoguously, the activities can contribute to decreased seawater quality, due to

either material spills or other activities.

The maximum current from the shipping routes ranges from 0.62 m/sec

to 1.0 m/sec. On the other hands, the current is relatively show, i.e. : 0.1

m/sec. As the reclamation in on shallow water where the current will be

relatively slower with less wide spread.

The monitoring activities in the port will be analoguous to the ones in

TanjunG perak Port. In tanjung Paerak Port, the monitoring takes place in West

Nilam and East Nilam. Based on the monitoring data collected from 2008-2011,

only TSS in quarter 3 yaer 2009 in West Nilam was overthe the quality standard,

i.e. : 137 mg/l , while the standard is 80 mg/l. (Report of Pollution Control in

Coastal Area by Surabaya City Environmental Agency, 2011). Accordingly, the

condition in the waters in the project site is still in good condition. Based on the

aforementioned descriptions, the impact on decreased seawater quality is

relatively significant.





Table 5.27. Evaluation on Dimension of Impact on Decreased Seawater Quality in Operation Phase





Significant

2 Area of Impact Spread The area of impact spread is relative limited, not exceeding 30 mg/l in radius of 100 m from the source.

Insignificant

3 Impact Duration/Intensity It is predicted to be continuous during the operation phase.

Significant



Significant

5 Impact Cumulativeness It is not cumulative Significant


Insignificant

Based on the aforementioned description, the impact on decreased seawater

quality due to the multipurpose terminal operation the impact is

categorized negative significant (NS).

B. Decreased Road Performance

Source of Impact

Multipurpose Terminal Operation.


To identify the degree of impact, the number arising fleets due to the

multipurpose terminal operation must be identified. The number of fleets in

the multipurpose terminal are calculated by comparing the number of fleets in

the similat activities in Nilam Terminal in Tanjung Perak Port.

In this study, the comparison adopts the area of Nilam Terminal with its

traffic volume due to the operation of this terminal. The area of Nilam Terminal

in Tanjung Perak Port is ±517.180 m2, with the one of multi purpose terminal in

Lamong Bay is 355.000 m2. The traffic flow in Nilam Pier is 200 smp/hour,

therefore the traffic flow in multipurpose terminal in Lamong Bay is assumed to

be smp/hour or 105 trucks/hour. Considering the growth of Regional Domestic

Gross Income of Surabaya City by 6.28%, the traffic growth under the initial




environmental descriptions in year 2012 will significantly increase initial

operation year of 2014 and the one of 2019.

Table 5.28. Planned Traffic Volume Without Project

Next, when the traffic volume driven by the terminal operation is burdened to

the traffic network, the results of calculation of the road performance are


Table 5.29. Planned Traffic Volume with Project

The road performance is measured subject to an assumption that the project

does not exist in order to identify the change of road performance.

LV HV MC LV HV MC LV HV MC LT 7 25 66 8 28 75 11 38 101 ST 143 16 3063 162 18 3460 219 25 4691 LT 437 52 145 494 59 164 669 80 222 ST 166 148 6247 188 167 7056 254 227 9568 RT 11 0 59 12 0 67 17 0 90 LT 329 88 36 372 99 41 504 135 55 RT 7 17 27 8 19 30 11 26 41 ST 89 2 1438 101 2 1624 136 3 2203 RT 101 126 755 114 142 853 155 193 1156

East (Jl. Kali Anak) LT 157 101 4743 177 114 5357 240 155 7265 LT 207 81 5741 234 91 6485 317 124 8793 RT 145 2 2553 164 2 2884 222 3 3910

From Sby to Gresik T-B 190 66 5785 215 75 6534 291 101 8861 From Sby to Gresik B-T 185 101 2703 209 114 3053 283 155 4140

No. Junction Connector Traffic Movement

Traffic Volume (Vhcl/hour) 2012 2014 2019

1 Romokalisari


North (Romokalisari Bridge – East Side)

South (Toll Road Access Romokalisari)

3 Fishpond Tributaries

2 Margomulyo





From by to Gresik T-B 190 66 5785 215 144 6534 291 232 8861 From Gresik to Sby B-T 185 101 2703 209 150 3053 283 205 4140

3 Fishpond Tributary

2 Margomulyo



1 Romokalisari


North (Romoklaisari Bridge – East Side)

South (Toll Road Access toll Romokalisari)






Table 5.30. Road Performance in Initial Description, With and Without Project

It shows that the condition (either with or without project activities, the

degree of traffic saturation in those three places is significant, particularly

during peak time : 06.00 - 08.00.


Tabel 5.31. Evaluation on Dimension of Impact on Transportation in Operation Phase




Some traffic users on Jalan Romokalisari and Jalan Tambak Osowilangon, as those are the accesses of reclamation dump trucks from Container Terminal in Lamong Bay to Tool Road (Gempol – Surabaya – Gresik)

Insignificant

2 Area of Impact Spread Along Jl. Tambak Osowilangon Insignificant

3 Impact Duration/Intensity The impacts will exist during operation phase of container terminal with high intensity, i.e. : degree of traffic saturation 0.8 (Manual Indonesian Capacity Manual), meaning that the traffic on the roads aris alreay dense.

Significant


The other impacted components are Decreased Air Quality with the volume o additional traffic (+ 105 trucks per hour) and along the roads (Jl. Romokalisari and Tambak Osowilangon) there are 2 way 4 lanes with road median in the middle of the road. Accordingly, the impact significantly lead to Decreased Air Quality

Significant

5 Impact Cumulativeness The impact on decreased road performance is cumulative as it takes place only during peak hour.

Insignificant

6 Impact recoverability The impact is recoverable during the terminal operations.

Insignificant

It is conclusive that the impact is negative significant (NS).



From Sby to Gresik T-B 190 66 5785 215 144 6534 291 232 8861 From Gresik to Sby B-T 185 101 2703 209 150 3053 283 205 4140

3 Fishpond Tributary

2 Margomulyo



1 Romokalisari


North (Romokalisari Bridge – East Side)

South (Toll Road Access Romokalisari)






C. Decreased Mangrove Ecosystem Area

Source of Impact

The decreased mangrove ecosystem area is due to Multipurpose terminal

operation.


The operation of multipurpose terminal will bring impacts on decreased

mangrove ecosystem area. At present in the studied area there are 13 species of

mangrove spread over 8 observation points woth plant density of >2,000

trees/hectare. Pursuant to Decision of Minister of Environment Number : 201

Year 2004 about Mangrove Density Standard, the mangrove density of > 1,500

trees/hectare is categorized to be very dense . The decreased of mangrove

ecosystem area is alleged to be due to demolition of erected temporary access.

In addition, the decreased mangrove ecosystem area also lead to

decreased water bird habitat. At present, there are 39 species categorized into

22 families. The identified bird species in the studied area are 14 conserved by

virtue of Indonesian State Regulation Number 7 Year 1999, and IUCN Red list, and

one is included into an Indonesian endemic (Alcedo coerulescens /Blue Shrimp

King). Beside, 1 bird speciesb found in Sememi River : i.e. : Bluwok

Heron(Mycteria cinerea)is internationally conserved.

The operation of the multiurpose terminal will entail movement of

avifauna to the nearest mangrove area due to noises resulted from the

operations of container trucks.





The evaluation of impact on decreased mangrove ecosystem area as

habitat of sea biota based on 6 significant impact criteria is presented in the

table below.

Table 5.32. Evaluation on Dimension of Impact on Decreased Mangrove Ecosystem Area In Operation Phase




It is predicted that the decreased mangrove ecosystem area (> 10%) will lead to disturbance to the residents doing activities in the mangrove ecosystem as the area is not only occupied for conservation area but also shrimp and milkfish breeding. The operation of multipurpose terminal sooner or later will decrease or even eliminate the mangrove area.

Significant


The spread of the impact will be limited in the studied area, yet it is pretty wide as it covers six village areas, namely : Romokalisari village, Tambak Osowilangun village, Tambak Langon village, Greges village, Kalianak village and Krembangan village

Significant


The impact will take pretty long time and exceed the operation period. It is predicted that the decreased mangrove ecosystem area will be > 50%.

Significant


Due to decreased mangrove ecosystem area, it will affect more than two environmental components, i.e. : traditional fishpond, water bird habitat and sea biota spawning area.

Significant


It will be cumulative and take place continuously as long as the operation of the terminal entailing multi-level economic effects and community income. Consequently the loss of mangrove area will be getting wider.

Significant


The impact will be unrecoverable as the required business space will be getting larger and wider, while the mangrove habitat is getting narrower and probably finished.

Significant

Based on the aforementioned descriptions, it conclusive that the impact is





D. Disturbance to Sea Biota

Source of Impact


and abundance of plankton/nekton due to multipurpose terminal operation.


The status of seawater quality in the site is fair with phytoplankton

diversity index ranging 0,989 – 2,237 and zooplankton diversity index ranging

0.629 – 2.01. The operation of the multipurpose terminal will be potential to

entail waste spills and oil spills from means of sea transportation. The decreased

water quality will also affect fishery activities along the coastal area close to the

project site for good as the fishermen take sea water for watering their fishpond.

The performance of fishery activities and fish and shrimp abundance are

predicted to decrease due to poor seawater quality in their habitat.


The evaluation of impact on Decreased compositions and Abundance of

Plankton/Nekton based on 6 significant impact criteria is presented in the

following table.

Tabel 5.33. Evaluation on Dimension of Impact on Disturbance to Sea Biota (Decreased compositions and Abundance of Plankton) in Operation Phase



1 Number of impacted

residents It is predicted that the Decreased compositions and Abundance of Plankton/Nekton will lead to less fish cactching performance and the

fishery activities close to the multipurpose terminal by the local community.

Significant

2 Area of Impact Spread The spread of the impact will be limited in the studied area, yet it is pretty wide as it covers six village areas, namely : Romokalisari village, Tambak Osowilangun village, Tambak Langon village, Greges village, Kalianak village and Krembangan village

Significant






3 Impact Duration/Intensity The decreased compositions and abundance of plankton/nekton during the operation of the multi purpose terminal will take pretty long time and the impact intensity is predicted to be >50%.

Significant


Due to decreased mangrove ecosystem area, it will affect more than two environmental components, i.e. : traditional fishpond, water bird habitat and sea biota spawning area, and decreased fisherman income.

Significant

5 Impact Cumulativeness The decreased compositions and abundance of plankton/nekton will be cumulative and take place along the operation since the longer the operation period, the more waste and oil spills will be. This will consistently decrease the seawater quality as their habitat.

Significant

6 Impact recoverability The decreased compositions and abundance of plankton/nekton will be recoverable in case the impact is properly managed.

Insignificant



E. Job and Business Opportunities

Source of Impact



The needs on job and business opportunities in the studied area are

pretty significant. Referring to the secondary data, there are quaite number of

jobless people among 3,650 residents in the studied area. The number of jobless

family heads is 670. The operation of the multipurpose terminal will requre 300

labors to be posted as porters. In 2010, the project opened 2,000 job

opportunities. In addition, its operation will also open business opportunities for

delivering services to the porters and port service users. The job opportunities

can be long lasting, as long as the operation of the multipurpose terminal.




Based on the aforementioned descriptions, the operation of the

multipurpose terminal based on 6 significant impact criteria is presented in the

following table.


Tabel 5.34. Evaluation on Dimension of Impact on Job and Business Opportunities in Operation Phase



residents

The total impacted resident are 3,650. 670 of

the family heads ( about 10%-20% of the

residents) in the community are jobless.

Insignificant

2 Area of Impact

Spread

Pretty widespred as it covers (6 villages), namely : Romokalisari village, Tambak Osowilangun village, Tambak Langon village, Greges village, Kalianak village and Krembangan village.

Significant

3 Impact

Duration/Intensity

The impact on job and business opportunities

will be long lasting, during the operation of

the multipurpose terminal.

Significant


The impacted components are increased

community and business earnings that are

both favorable for coping with the

unemployment problem.

Significant

5 Impact

Cumulativeness

The impact is not cumulative as the activities

are getting dense and require more workers

and open more business opportunities.

Significant

6 Impact recoverability The impact of job and business opportunities

is nor recoverable

Significant


positive significant (NS).




F. Disturbance to Fisherman Activities

Source of Impact



The operation of the multipurpose terminal entails disturbance to

fisherman activities in certain zones not accessible by the fishermen in shallow

waters with depth ranging 0.5 – 2 m and greatly affected by the tide. During

low tide, the studied area will be spread of seabed with mud and sand. In front

of the project site, there are West Surabaya shipping routes in 8 – 13 m depth

sea where some rivers flow into it. Accordingly, it is potential to cause pretty

significant sedimentation. It will certainly reduce the fishing ground and make

the fishermen take longer routes to go fishing on deep sea. Referring to the

results of interview about preparation and compaction of area for constructing

causeway, interchange area and container yard it will entail disturbance to

fisherman activities and decrease their income. Their income used to be

varying from IDR 75,000 to IDR 100,000. However, it now ranges between IDR

20,000 to IDR 30,000/day. They sometimes even get no income .



disturbance to fisherman activities based on 6 significant impact criteria is

presented in the following table.




Tabel 5.35. Evaluation on Dimension of Impact on disturbance to fisherman activities in Operation Phase



residents


Significant


Significant

3 Impact

Duration/Intensity

It is predicted to be during the construction and operation phases with relatively high intensity.

Significant

4 Other impacted

components

Decreased community prosperity (fisherman)

Significant

5 Impact Cumulativeness It is cumulative Significant


Based on the aforementioned descriptions, it is conclusive that the impact on

disturbance to fisherman activities is categorized to be negative significant (NS).

G. Community Unrest

Source of Impact

It is an impact derived from disturbance to fisherman activities and

Decreased Road Performance.


The community unrest is related with decreased fisherman income due to

less caught fish and damaged ecosystem. In addition, the community is worry

about decreased road performance. Based on the predicted components of

transportation, it shows that the condition (either with or without project

activities, the degree of traffic saturation in those three places is significant,

particularly during peak time : 06.00 - 08.00.



community unrest based on 6 significant impact criteria is presented in the

following table.




Table 5.36. Evaluation on Dimension of Impact on Community Unrest in Operation Phase



residents

Particularly the fisherman community in Tambakoso Wilangon village, Greges village

Significant


Significant

3 Impact Duration/Intensity It is predicted to be during the operation phases with relatively high intensity.

Significant

4 Other impacted

components

It will affect the security due to demonstration when the problems are bot well treated.

Significant


Significant


Based on the aforementioned descriptions, it is conclusive that the impact on

community unrest is categorized to be negative significant (NS).

5.2. IMPACT EVALUATION

5.2.1. Holistic Review to Significant Impacts

The evaluation on significant impacts are holistic reviews. Various

impacted environmental components (either positively or negatively) are

reviewed as an interelated and integrated unit. The holistic analysis on the

possible significant impacts are presented in a flowchart in Figure 5.21. Based

on the results of analysis shown in the flowchart, the significant impacts can be

categorized as significant impacts in view of construction plans and

environmental components that are fundamentally changed as follows :

1. Change of Coastal Ecology

2. Change of Community Welfare




Pengangkutan material

urug lewat darat

Pembongkaran

"Temporary Access"

yang telah terbangun

Pekerjaan Jembatan

Penghubung, Interchange

Area, Causeway, Container

Yard dan Trestle

Pengerukan Rencana

Kolam Pelabuhan

Operasioanal Dermaga

Multipurpose

Gangguan Biota

Laut

Penurunan

Kinerja Jalan

Penurunan

Kualitas Udara

Penurunan

Kualitas Air Laut

Penurunan Luasan

Ekosistem mangrove

Gangguan

Aktivitas Nelayan

Peningkatan

KebisinganPenurunan

Kinerja Jalan

Penurunan Luasan

Ekosistem

Mangrove

Tersedianya

kesempatan

kerja &

berusaha

Mobilisasi dan Demobilisasi

Peralatan dan Material Pre - Cast Temporary Access Pembangunan Pelabuhan Pekerjaan Dermaga Tahapan Operasi

Penurunan

kualitas air laut

Gangguan Biota

Laut

Gangguan

Aktifitas

Nelayan

Keresahan

masyarakat

Perubahan Pola

Arus dan

Sedimentasi

Peningkatan Muka

Air Banjir di

Sungai

TAHAP KONSTRUKSI TAHAP OPERASI

Figure 5.21. Holistic Impact Evaluation Flowchart

CONSTRUCTION PHASE OPERATION PHASE

Pre-Cast Material and Equipment

Mobilization and Demobilization

Temporary Access Port Construction Pier Works



Connecting Bridge, Interchange Area, Causeway,

Container Yard and Trestle

Works

Planned Port Pool Dredging

Decreased

Air Quality

Decreased Road

Performance Quality

Increased

Noise

Decreased Seawater

Quality

Decreased Mangrove Ecosystem

Area


Activities

Disturbance to

Sea Biota

Change of Current Pattern and

Sedimentation

Increased River Water

Surface

Operation Phase

Multipurpose Terminal

Operation

Decreased Road

Performanc

e Quality


Activities

Job & Business

Opportunities


Decreased Mangrove Eco-

system Area


Community

Unrest




5.2.1.1 Change of Coastal Ecology

The aspect of ecological change is related with the impacts of port

development in Lamong Bay to physical and chemical envirinmental

components.

The physical-chemica-biological components impacted by the port

development comprise : decreased air quality and increased noise, decreased

sewater quality, change of current pattern and sediment, increased river water

surface, decreased road performance and decreased mangrove ecosystem

area.

The impacts on decreased air quality and increased noise as well as

decreased water quality due to the activities in construction phase. In the mean

time, the impacts on change of current pattern and sedimentation, change of

river water surface take place during construction phase and they extend to the

operation phase. During the construction phase, the activities affecting the

aforementioned conditions are on-land reclamation material transportation for

constructing causeway, interchange area and container yard. In the operation

phase, the impacts on decreased air quality and increased noise and decreased

road performance take place due to increased mobility of cargo and passenger

transportations.

The impact on decreased seawater quality takes place during both

construction phase and operation one. During the construction phase, the

demolition of erected temporary access for construction works prior to the

erection of causeway (on-pile construction), it is also due to shallow water

reclamation for constructing causeway (massive construction), preparation and

compaction of reclamated area for constructing the container yard and port pool

dredging. The parameter of suspended solid can be acumulative when the

activities proceeed successively. The impact on decreased seawater quality also

take place in operation phase, operation of multipurpose terminal and therefore

accumulative with the one in construction. The increase of decreased seawater

quality will lead to disturbance to sea biota, particularly decreeased

compositions and abundance of plankton/nekton when not properly managed.




5.2.1.2. Change of Community Welfare

During the construction phase, it is predicted that there will be

disturbances to Fisherman activities due to demolition of erected temporary

access, reclamation for preparing the construction of causeway (massive

construction), preparation and compaction of reclamated area for constructing

the container yard and port pool dredging. However, during the operation of the

multipurpose terminal, there will be job and business opportunities for the local

people in order to bring favorable impacts to the coommunity. The requirement

of job and business opportunities is pretty significant as the number of jobless

people in the stidied are is pretty many. Besides, the operation of multipupose

terminal will also bring business opportunities delivering services to the porters

and port service users. The job opportunities can be long lasting, as long as the

operation of the multipurpose terminal.

Despite the positive impact during the operation phase, it also bring

negative impact on decreased fisherman income as the operation of the

multipurpose terminal will certainly disturb the fisherman activities as and in

some points it is not accessible for fishing routes for the surrounding traditional

fishermen. Consequently the fishing area will be less and probably they need to

sail longer to go fishing.

5.2.2. Review as Basis for Environmental Impact Management

The impacts on decreased seawater quality, change of current pattern

and sedimentation, change of river water surface, decreased road performance,

decreased compositions and abundance of plankton/nekton, disturbance to sea

biota and disturabance to Fisherman activities as well as community unrest will

take placein both construction phase and operation one. The impact on job and

business opportunities are predicted to present during the operation phase.

Those impacts can be better managed by means of technologies and

environmental management funds. To formulate the management, it needs to

well consider the present environmental conditions.

Based on the initial description of the environmental condition, the

ambient air quality, particularly in sampling points close to the project site

(close to the coastal area) is pretty poor as the dust content is pretty high and




exceeds the standard as stipulated by the Regulation of Governor of East Java

Province Nr.10 Year 2009 about Ambient Air Quality Standard and Immovable

Source of Emission in East Java Province. Such high dust content is due to the

existing reclamation activities. In addition, the degree of noise in the studied

area is already high and exceeds the noise quality standard due to cargo and

passenger transportation activities by means of motorized vehicles

Based on the initial environmental descriptions, the TSS has exceeded the

seawater quality standard for sea biota pursuant to Decision of Minister of

Environment Nr. 51 Year 2004 Annex III. In view of the port, there are two

locations the TSS of which has exceeded the standard, i.e. : estuary of

Branjangan River and the one of Greges River. The performance of roads in some

points will be impacted by the project, i.e. : Romokalisari Junction, Margomulyo

Junction and tributaries analogous to access roads in Nilam Terminal in Tanjung

Perak Port. The performance of the aforementioned roads at present (2012),

particularly in Romokalisari Junction, Margomulyo Junction and tributaries, is

ense during peak time in the morning (06.00-08.00) with degree of saturation of

> 0.8. In terms of change of current pattern and sediment as well as river water

surface, the changes are relatively insignificant, yet it is a major issue to the

community.

Based on the results of interview, it is found that the requirement of job

and business opportunities is pretty significant as the number of jobless people in

the stidied are is pretty many. The existing construction activities have

decreased the fisherman income by 60%-70%). The respondents perceive that it is

due to damaged fish habitat. The community unrest is mainly related with the

decreased fisherman income due to damaged fish habitat leading to loss of fish

and ridged of rock exposed during low tide. They perceive that the sea

ecosystem is damaged by project waste and reclamation in Lamong Bay that

used to be traditionally their fishing ground. Consequently, not may fisherman go

fishing and may of them are presently jobless. Such a condition will lead to

community unrest. They worry about damaged roads,particularly close to the

project site (Kalianak), due to access by heavy trucks, floods due to narrowing

channels to the sea due to reclamation and change of functions of the coast,

that at last badly affect the traditional coastal fishermen and fispond farmers.




5.3. RECOMMENDATION ON ENVIRONMENTAL FEASIBILITY EVALUATION

The results of significant impact prediction and significant impact

evaluation, the project is environmentally feasible subject to the following

considerations :

1. The technical aspects are designed in such a way that it ensures the

security and safety and accordingly it will be constructed in accordance

to the obtained permits.

2. The impact can be handled by means of the available technology.

Executable designs and measures through technical approach, socio-

economic and cultural approach, and institutional approach to cope with

the arising impacts have been prepared.

3. In veiew of partnership with the community, especially the one directly

impacted by the project, two-way communications have been

endeavored in order to manage the impacts properly and effectively

minimize misunderstanding and conflict with them.

4. In view of spatial aspect, the project complies with the Regulation of

East Java Province Number 05 Year 2012 about East Java Province Master

Plan Year 2011-2031 in order to facilitate both local and regional

economic development programs.

LV HV MC LV HV MC LV HV MC LT 7 25 66 8 28 75 11 38 101 ST 143 16 3063 162 18 3460 219 25 4691 LT 437 52 145 494 59 164 669 80 222 ST 166 148 6247 188 167 7056 254 227 9568 RT 11 0 59 12 0 67 17 0 90 LT 329 88 36 372 99 41 504 135 55 RT 7 17 27 8 19 30 11 26 41 ST 89 2 1438 101 2 1624 136 3 2203 RT 101 126 755 114 142 853 155 193 1156 (Jell. Kali Anak) LT 157 101 4743 177 114 5357 240 155 7265 LT 207 81 5741 234 91 6485 317 124 8793 RT 145 2 2553 164 2 2884 222 3 3910 Dari Sby ke Gresik T-B 190 66 5785 215 75 6534 291 101 8861 Dari Gresik ke Sby B-T 185 101 2703 209 114 3053 283 155 4140 No. Persimpangan Pendekat Pergerakan Lalu lintas Volume lalu lintas (kend./jam) 2012 2014 2019 1 Simpang Romokalisari Timur (Jl.

Romokalisari) Utara (Jembatan Romokalisari sisi

Timur) Selatan (Akses toll Romokalisari) 3 Ruas Jalan Tambak 2 Simpang


CHAPTER 6 – ENVIRONMENTAL IMPACT MANAGEMENT PLAN

VI - 1 Addendum to ENVIRONMENTAL IMPACT STATEMENT, ENVIRONMENTAL IMPACT MANAGEMENT, ENVIRONMENTAL IMPACT OBSERVATION Documents Tanjung Perak Port Development in Lamong Bay

CHAPTER 6 ENVIRONMENTAL IMPACT MANAGEMENT PLAN

Referring to the results of reviews in the previous chapters, it is

predicted that Tanjung Perak Port Development in Lamong Bay will significantly

bring both positive and negative impacts to the suttounding environment. The

significant impacts predicted to emerge during the construction phase will be

decreased air quality, increased noise, decreased seawater quality, increased

surface of river runoff, change of water current patterns and sedimentation,

decreased road performance, disturbance to sea biota, decreased mangrove

area, disturbance to fisherman activities and community unrest. In the

operation phase, it is predicted that it will bring impacts to decreased

seawater quality, decreased road performance, disturbance to sea biota,

decreased mangrove area, job and business opportunities, disturbance to

fisherman activities and community unrest. Accordingly, it is necessary to

prepare an Environmental Impact Management Plan as a support to the

available environmental study documents.

6.1. GOALS AND OBJECTIVES

The goal of the preparation of environmental impact management plan is

to prevent, handle, and control any major and significant negative impacts due

to the plans of Tanjung Perak Port Development in Lamong Bay in order that it

can bring greater benefits to all, especially the communities surrounding the

project site.




The objectives of the environmental impact management are :

Formulizing the proper actions and measures for avoiding, preventing,

minimizing, handling and controlling the significant negative impacts

due to Tanjung Perak Port Development in Lamong Bay.

Formulizing the proper actions for improving, enhancing and

developing the to improve the positive impacts in order that it bring

greater benefits due to Tanjung Perak Port Development in Lamong

Bay.

Formulizing the executor and supervisor of environmental impact

management activities and receipients of environmental management

performance reports in the line with the activities

Determining the locations and schedules of the implementation of

environmental impact management activities.

6.2. BENEFITS OF ENVIRONMENTAL IMPACT MANAGEMENT

The environmental impact management plan will be beneficial to

PT. Pelindo III, the government or relevant institutions and the community

surrounding the project site.

6.2.1. Benefits to Project Initiator

The environmental impact management plan will be beneficial to PT

Pelindo III for the following reasons :

It will guide to avoid, prevent, minimize, handle and control the negative

signficant impact that may arise due to the activities of Tanjung Perak Port

Development in Lamong Bay.

It serves as a reference when actively participating in efforts to preserve the

environment around the project site.

It is for complying the prevailing laws and regulations promulgated by the

government.




6.2.2. Benefits to the Government and Relevant Institutions

The environmental impact management plan will be beneficial to the

government and relevant institutions as it is adoptable as basis for:

Observing the environmental impact management activities, especially

the ones to be undertaken by the project initiator.

Passing policies and granting permits to support the activities of Tanjung

Perak Port Development in Lamong Bay.

Evaluating the implementation of environmental impact surrounding the

project site by the relavant institutions.

Managing the environment surrounding the project site by the relevant

institutions.

6.2.3. Benefits to Surrounding Community

The environmental impact management plan will be beneficial to the

surrounding community as valuabel information so that they can :

Participate in observing the implementation of the environmental impact

management plan in the line with the activities of Tanjung Perak Port

Development in Lamong Bay.

Avoid and anticipate the negative impacts that may affect the surrounding

community.

Contribute to the preservation of the surrounding environment.

6.3. ENVIRONMENTAL IMPACT APPROACHES

To formulate proper environmental impact management plan, it needs to

much consider about control to sources impacts so that the impacts can be

minimized or prevented. The effective measures to minimize and or prevent such

impacts can be by adoption of science, technology and change of human attitude

in implementing the environmental impact management plan. In terms of socio-

economic and cultural aspects, the preventive actions can be adopted through

intensive approaches to the relevant institutions and directly impacted

community at erliest. Next, the environmental impact management plan is




supposed to effectively control the impacts to the surrounding environment.

Accordingly, the preparation of the environmental impact management plan in

the line with the activities of Tanjung Perak Port Development in Lamong Bay

may adopt 3 (three) approaches : technological approach, economic approach

and institutional approach.

6.3.1. Technological Approach

The technological approach is adopted to minimize or cope with the

arising negative impacts by adopting available technological approach in

accordance with the available resources. The technological approach is applied

in various steps, inter alia :

o Before reclaiming the shallow waters, riprap embankment is to be

established to prevent reclamation material spills

o The wastes from the activities for Tanjung Perak Port Development in

Lamong Bay shall be treated properly, by :

- Solid Waste

The rubbish resulted from the operation of multipurpose terminal shall is

to be collected and deposited in a temporary trash deposit before

transported to Benowo Landfill. The wet rubbish collected from the port

pool or seawater will be transported from the pier to Benowo landfill by

truck.

- Liquid Waste and Dangerous and Hazardous Material

The liquid waste and dangerous and hazardous material in the port are to

be treated in a reception facility. Pursuant to Annex IV MARPOL 73/78

Regulation 10, the port administrator is to provide reception facility (RF)

in accordance to the vessel needs. In Indonesia the operation of a

reception facility is provided by Regulation of State Minister of

Environment Number 05 Year 2009 about Waste Treatment in Ports. The

activities in a RF cover collection and storing of dangerous and hazardous

waste and treatment of wastes, supported with : oil separator, Waste

Water Treatment Plant (WWTP) and landfill residu (such as : incinerator).




o Port Security Management

The port administrator will adopt International Ship and Port Facility

Security (ISPS Code), to manage the port security and periodically provide

security training programs for the relevant port security officers and

guards. The adoption of the ISPS Code in Tanjung Perak is supported with

human resource preparation and physical prepartion in the port, such as

installation Close Circuit Television (CCTV), addition of street lamps and

fencing.

o Applying port SOP pursuant to State Regulation No. 61 Year 2009 about

Port.

o In case of oil spills into drainage and trapped in oil catcher, it is to be

suctioned and stored in a special drum and/or tank truck.

o Emergency handling is to be applied in consistence with Standard

Operation Prosedur (SOP).

o Installing navigation signals pursuant to the Indonesian State Regulation

Nr. 5 Year 2010 about Navigation

6.3.2. Socio-Economic Approach

The socio-economic approach is applied to cope with/minimize the

negative impacts due to Tanjung Perak Port Development activities in Lamong

Bay, by :

Approaching and conducting coordination with public figures and

village/sub-district administrators/officers before commencing the

construction activities for Tanjung Perak Port Development in Lamong Bay

Recruitment of local people in accordance with the required qualifications

and cooperation with the relevant Man-Power Service.

Approaching the community in determining the compositions and number of

hires to enter into employment agreement between PT. PELINDO III and the

local hires.

Advocating the fishermen about limited and restricted area in the area of

Tanjung Perak Port Development in Lamong Bay.




Providing empowerment to those changing professions as fishermen.

Adopting CSR program to provide aids in forms of tools and equipment for

those motivated to sail to deep sea.

Providing open CSR program in favor of the local people.

Submitting reports to Surabaya City Development Agency and East Java

Province Development Bureau concerning the implementation of CSR

programs.

Actively reforestating mangrove, especially in coastal area for preserving

the seawater quality.

6.3.3. Institutional Approach

Proper environmental impact handling requires not only technical

approach and socio-economic approach, but also institutional approach as it

requires coordination among the initiator, supervisor and other competent

authorities through the last approach. The institutional approach will be applied

in connection the following issues :

PT. (Persero) Pelabuhan Indonesia III will be committed to respect the

prevailing environmental regulations both in local and national scale.

PT. (Persero) Pelabuhan Indonesia III will consistently coordinate with the

relevant institutions, especially with the ministry of Environment in

Jakarta, East Java Province Environmental Agency, Surabaya City

Environmental Agency, East Java Province Manpower Service and Surabaya

City Manpower Serviceconcerning with socio-economic and community

problems.

PT. (Persero) Pelabuhan Indonesia III will cooperate with other

stakeholders managing similar activities surrounding the the port territorry

under the administration of PT. (Persero) Pelabuhan Indonesia III and

manage the environmental impacts under the supervision of competent

authorities in environmental management.

Supervision and monitoring on the results of environmental impact

management measures by the competent authorities.




Establishment of an organization unit to be in charge of environmental

impact management.

PT. (Persero) Pelabuhan Indonesia III consistently prepares semi-annual

reports on the implementation of EIM and EIO plans in accordance with the

prevailing EIM and EIO formats pursuant to the Decision of State Minister

of Environment Nr. 45 Year 2005 about Guide to Reporting of

implementation of EIM and EIO plans and the Indonesian State Regulation

Nr. 27 Year 2012 about Environemental Permit.

Security handling training programs in the line with implementation of ISPS

Code, by involving the Port Security Executive Unit of Tanjung Perak Port,

Indonesian Army, Indonesian Navy, Tanjung Perak Port Security Authority,

PT. Pelindo , Fire Brigade and companies in the port territorry.

6.4. ENVIRONMENTAL IMPACT MANAGEMENT PLAN

The plans for managing the predicted impacts driven by Tanjung Perak

Port Development activities in Lamong Bay is presented in Table 6.1, while the

locations of the management are presented in Figure 6.1.

PT PELABUHAN INDONESIA III (PERSERO) CHAPTER 6 – ENVIRONMENTAL IMPACT MANAGEMENT PLAN


Table 6.1. Matrix of Environmental Impact Management Plan

Source of Impact

Impacted Environmental Components and Arising Impacts

Environmental Management Parameter

Objective of Environmental Management

Environmental Impact Management Plan Environmental

Management Site Environmental

Management Period

Executor, Supervisor and Environmental Management

Reporting

CONSTRUCTION PHASE

Reclamation material on-land transportation

Physical-Chemical Components

Decreased air quality (increasing dust in the air))

Parameter of dust referring to Regulation of East Java Province Government, Number 10 Year 2009 about Ambient Air Quality

Minimizing dust arousal to the air due to reclamation material transportation

Requiring the material transportation contractors to limit the truck speed for 20 km/hr in the access to the project site

Requiring the material transportation contractors to limit to water the soil roads in the access to the project site passed by the trucks in case the transportation activities take place in dry season. The watering is to be on daily basis.

Providing water pool with 4 m width, 10 m length and 50 cm depth. The pool is located in the exit to be accessed by transportation trucks before leaving the the site.

Requiring the material transportation contractors to prepare SOP for their transportation trucks, requiring that:

The trucks wheels are always free of material remains generating dust when spilled

The trucks are provided with canvas to prevent material spill or loss

Reforestating by planting trees

Soil access road to project site


In project site

In material mobilization location in the studied area

Soil access road to project site g

During reclamation material transportation

Watering on daily basis during

Reclamation material transportation, especially when the activities take place in dry season

During reclamation material transportation when the activities take place in wet season

During reclamation material transportation for constructing causeway and interchange area

During construction activities until operation of multipurpose terminal

-Executor: a. PT. Pelabuhan Indonesia III -Supervisor : a. East Java Province Environmental Agency b. Surabaya City Environmental Agency -Reporting : a. Ministry of Environment b. East Java Province Environmental Agency

c. Surabaya City Environmental Agency



Increased Noise Noise degree in Industrial Estate (70 dB.A)

Dwelling and settlement areas ( 55 dB.A) in accordance to Noise Standards set forth in Decision of Minister of Environment Nr. 48/MENLH/II/1996.

Minimizing the increase of noise due to reclamation material on-land transportation for constructing causeway and interchange area.

Requiring the material transportation contractors to prepare SOP for their transportation truck

In material mobilization location in the studied area

During reclamation material transportation for constructing causeway and interchange area





Source of Impact






Management Period


Reporting

Demolition of erected temporary access


Decreased seawater quality

Referring to Decision of Minister of Environment Nr.51/2004 about Seawater Quality Standard for Port Pool

Minimizing degree of turbidity due to temporary access demolition

Localizing the impacts by means of turbidity spread preventor, such as Environmental bucket, or sediment resistant screen surrounding the dredging

Figure: Example of sediment localization instrument

Location of erected temporary access demolition

During demolition of erected temporary access





Decreased road performance

Degree Saturation< 0,8.

Minimizing decreased road performance

Scheduling reclamation material transportation out of peak time (06.00-08.00) and delivery schedules to prevent short and coincident deliveries

Providing sticker in reclamation material transporting trucks to ease monitoring and give warnings in case of incosistency with schedule or method of transportation

Posting special officers to regulate truck mobility on the access road

Installing traffic signs signaling the project activities and yellow flashing beacon in front of the access road

Jalan Raya Tambak Osowilangon

Margomulyo Crossroad


During reclamation material transportation for area preparation and compaction for constructing causeway and interchange area.

- Initiator : a. PT. Pelabuhan Indonesia III -Supervisor : a. East Java Province Public Works Service b. National Highway Center (BBPJN) V and Surabaya City Publioc Works Service c. Surabaya City Communication Service -Reporting : a. Ministry of Environment b. East Java Province Environmental Agency



Biological Components

Disturbance to sea biota

Diversity index and domination of plankton/nekton and abundance of nekton.

Minimizing decrease of quality of water as plankton/nekton habitat and feeding area and spawning ground of sea biota

Following the management of impact on decreased seawater quality in the construction phase

Location of erected temporary access demolition






Source of Impact






Management Period


Reporting


Biological components


Percentage (%) of mangrove coverage

Minimizing mangrove area conversion

Keeping sea border > 100 m to preserve mangrove area as habitat, feeding ground, spawning ground of sea biota and avifauna/water birds

Planting mangrove (the same to original species by considering high tide and low tide condition). Seed with 4-6 leaves Reforestation area 50 m to the sea and 100 m

= 5.000 m2 or 0,5 Ha (Criteria : very dense and good is 2.000 per Ha) . Therefore requiring 0,5 x 2.000 seeds = 1000 seeds. As the survival rate of the planted seed is not 100% the compensation number will be 1.600 seed. The planting is along the coastline of the location of erected temporary access demolition. Caring the planted mangrove seeds for 6

months, when needed replacing seedlings. Enriching family by using the same genus with

different species.

In coastal area around the location of temporary access demolition

After demolition of erected temporary access




Siocio-economic and cultural components



Minimizing losses to fishermen due to demilition of erected temporary access

Proving special routes for sishermen sailing to deep sea

Giving componsation relevant to the impacts to the fishermen and disturbance to fishermen activities

Mapping socio-economic and cultural impacts to prepare plans for managing the impacts due to the port construction activities as basis to Comdev/CSR activities surrounding the port area.

Empowering fisherman community through CSR activity programs iun accordance to their skills

Area surrounding the port, namely: • Asemrowo Sub-district : Tambak Langon Vill. and Greges Vill.

• Krembangan Sub-dist. : Morokrembangan Village

• Benowo Sub-dist : Tambak Osowilangon Vill. and Romokalisari Vill.




Port Construction (Preparation and compaction of area for constructing causeway, interchange area, container yard and trestle)

Physical-chemical components



Minimizing degree of turbidity due to port construction activities

Activities of reclamation material transportation for area preparation and compaction for constructing causeway and interchange area And container yard by :

Scheduling the reclamation activities gradually by considering the climatic condition (rainy)

Providing drainage for draining rainwater in the reclamation area provided with sedimentation pool for minimizing TSS before flowing to the sea

Location of area preparation and compaction of area for constructing causeway, interchange area, container yard and trestle

During preparation and compaction of area for constructing causeway, interchange area, container yard and trestle





Source of Impact






Management Period


Reporting



Change of seawater current pattern and simultaneusly derining impact on change of sedimentation pattern

Change of coastline

Sedimentation and abrasion.

Managing impact on changes of water current patter to minimize abrasion and sedimentation.

Periodically dredging the area of estuary of Lamong River and coordinating with Bengawan Solo River Management Center

Sea waters, especially in Lamong River.

When the elevation of estuary bed increases minimally by 50 cm.

-Executor: a. PT. Pelabuhan Indonesia III in collaboration with Bengawan Solo River Management Center -Supervisor : a. East Java Province Environmental Agency b. Surabaya City Environmental Agency c. Surabaya City Public Works and Drainage Service -Reporting : a. Ministry of Environment b. East Java Province Environmental Agency




Increased surface of river runoff

Gerring higher and father effect of back water

Controlling the surface of river runoff and minimizing the effect of back water

Following the management of impact on change of water current pattern and sedimentation Supplying information to Bengawan Solo River

Management Center for planning flood control in Lamong River and addressing that the project activities will lead to increase of water surface when flooded in annual recurrent period due to the effect of back water to river management authority

Eastuary of Lamong River

During area preparation and compaction for constructing causeway, interchange area, container yard and trestle until operation phase.

- Executor: a. PT. Pelabuhan Indonesia III in collaboration with Bengawan Solo River Management Center -Supervisor : a.East Java Province Public Works and Water Service b. Bengawan Solo River Management Center c. East Java Province Environmental Agency d. Surabaya City Environmental Agency - Reporting : a. Ministry of Environment b. East Java Province Environmental Agency


Port Construction (Preparation and compaction of area for constructing causeway, interchange area, container yard and



Diversity Index and domination of plankton/nekton and abundance of nekton.


Following the management of impact on decreased seawater quality in construction phase

Location of area preparation and compaction for constructing causeway, interchange area, container yard and trestle

During area preparation and compaction for constructing causeway, interchange area, container yard and trestle

-Executor: a. PT. Pelabuhan Indonesia III -Supervisor : a. East Java Province Environmental Agency b. Surabaya City Environmental Agency



Source of Impact






Management Period


Reporting

trestle) -Reporting : a. Ministry of Environment b. East Java Province Environmental Agency



Socio-Economic and Cultural Components

Disturbance to Fisherman activities

Disturbance to Fisherman activities affecting change on fisherman income

Minimizing loss to fishermen due to preparation and compaction of area for constructing causeway, interchange area, container yard and trestle



Mapping socio-economic and cultural imoacts to prepare plans for managing the impacts due to the port construction activities as basis to Comdev/CSR activities surrounding the port area.





During area preparation and compaction for constructing causeway, interchange area, container yard and trestle



Pengerukan Rencana Kolam Pelabuhan




Minimizing degree of turbidity due to port dredging

Utilizing high capacity dredger to shorten dredging time

Shortening dredging period to reduce dredging time to minimize the time of mixing between water and dredged materials during overflow.

Minimizing dredging water overflow.

Localizing the impacts by means of turbidity spread preventor, such as Environmental bucket, or sediment resistant screen surrounding the dredging

Figure: Example of sediment localization instrument

Location of planned port pool dredging.

During planned port pool dredging





Source of Impact






Management Period


Reporting

Dredging of planned port pool



Diversity Index and domination of plankton/nekton and abundance of nekton.


Following the management of impact on decreased seawater quality in construction phase

Location of planned port pool dredging.




Dredging of planned port pool

Socio-Economic and Cultural Components

Disturbance to Fisherman activities

Disturbance to Fisherman activities affecting change on fisherman income

Minimizing loss to fishermen due to activities of dredging of planned port pool



Mapping socio-economic and cultural imoacts to prepare plans for managing the impacts due to the port construction activities as basis to Comdev/CSR activities surrounding the port area.








OPERATION PHASE





Minimizing the impact on seawater quality

Consistently exercising dry bulk loading and unloading procedures and assigning superviors

Modifying ship unloader by means of close system transfer from ship to hopper to prevent oil spills into the waters

Construction and maintenance of drainage and oil catcher.

Watertight loading and unloading floors completed with duct to storage pool provided with oil catcher.

Preventing oily materials or bulk material spill into drainage

Ordering workers to dump waste and sanitation properly

Ordering vessel operator to minimize dumping contamination by installing oil catcher , fixing leakage, separating water/oil in the ballast water drain pump

Area of Multipurpose terminal and its facilities

During operation of Multipurpose terminal.





Source of Impact






Management Period


Reporting



Decreased roadperformance

Impact paramer

DS< 0,8

Minimizing decreased road performance

Scheduling reclamation material transportation out of peak time (06.00-08.00)

Posting special officers to regulate truck mobility on the access road

Installing traffic signs signaling the project activities and yellow flashing beacon in front of the access road

Providing clear SOP for operators of incoming and outgoing Multipurpose Terminal, so that the drivers respect traffic signs and regulation, otherwise they will be sanctioned. Cooperating with Bina Marga Public Works

Service to widen Jalan Tambak Osowilangon and accesses in Romokalisari Crossroad to and from Jalan Tambak Osowilangon and providing median for heavy trucks and light vehicles in order to minimize traffic accidents and traffic jam.

Figure : Romokalisari Crossroad Cooperating with Public Works Department

and Toll Road Operating Agency to construct fly over connecting the Multipurpose Terminal in Lamong Bay to both existing and new toll roads to directly exit from Surabaya City territory.

Coordinating with Bina Marga East Java Province Public Works service concerning with the exit and entry accesses that cross arterial roads

Jalan Raya Tambak Osowilangon

Margomulyo Crossroad


Crossroad between access road and jalan Raya Tambak Osowilangon,

During operation of Multipurpose Terminal

-Executor: a. PT. Pelabuhan Indonesia III -Supervisor : a. East Java Province Public Works Service b. East Java Province Environmental Agency c. Surabaya City Environmental Agency -Reporting : a. Ministry of Environment b. East Java Province Environmental Agency


Derived Impact from Impact on Decreased seawater Quality due to pier operation

Biological Component


Diversity Index and domination of plankton/ nekton and abundance of nekton.

Minimizing decrease of quality of water as plankton/ nekton habitat and feeding

Consistently exercising dry bulk loading and unloading procedures and assigning superviors

Modifying ship unloader by means of close system transfer from ship to hopper to prevent oil spills into the waters

Construction and maintenance of drainage and oil catcher.

Environmental management site in the port

During the operation of the port.




Source of Impact






Management Period


Reporting

area and spawning ground of sea biota

Watertight loading and unloading floors completed with duct to storage pool provided with oil catcher.

Ordering workers to dump waste and sanitation properly

Ordering vessel operator to minimize dumping contamination by installing oil catcher , fixing leakage, separating water/oil in the ballast water drain pump

-Reporting : a. Ministry of Environment b. East Java Province Environmental Agency


Operation of Multipurpose Pier

Biological Component


Prosentage (%) of Mangrove coverage

Minimizing mangrove area conversion. Revegetating Mangrove in conserved area (Galang Island). Keeping sea border > 100 m to preserve mangrove area as habitat, feeding ground, spawning ground of sea biota and avifauna/water birds

Monitoring the impact on decreased seawater quality during operation phase

Planting mangrove (the same to original species by considering high tide and low tide condition). Seed with 4-6 leaves Reforestation area 50 m to the sea and 600 m

= 30.000 m2 or 3 Ha (Criteria : very dense and good is 2.000 per Ha) . Therefore requiring 3 x 2.000 seeds = 6000 seeds. As the survival rate of the planted seed is not 100% the compensation number will be 10,000 seed. The planting is along the coastline between Lamong River and Sememi River. Caring the planted mangrove seeds for 6

months, when needed replacing seedlings. Enriching family by using the same genus with

different species.

Galang Island, Estuary of Sememi River

Estuary of Branjangan River

Along the coast surrounding the project site

During port operation.



Operation of Multipurpose Pier

Socio-Economic and Cultural Component


Less number of fishermen going fishing

Less number of caught fish and decreased fisherman income

Minimizing losses to fishermen due to mutipurpose pier operation

Mapping socio-economic and cultural imoacts to prepare plans for managing the impacts due to the multipurpose terminal operation activities as basis to Comdev/CSR activities surrounding the terminal area.


Cooperating with Surabaya City Government or Fishery and Marine Service to empower the fisherman community changing profession by building soft skills or training on modern echnoly in deep sea fish catching. (as part of CSR Program)




During Multipurpose pier operation




Community Unrest

Demo, protest and statement by community that can disturb the operation of Multipurpose

Eliminating negative perception to the MultipurposeTerminal operation and anticipating

Social mapping and designing Comdev/CSR programs in accordance with the community needs by involving the community

Designing special CSR program for those directly impacted (fishermen) by involving the community in the program

Opening dialogue with the impacted community (fishermen), especially the ones

Area surrounding the multipurpose terminal, namely: • Asemrowo Sub-district : Tambak Langon Vill. and Greges Vill.

During Multipurpose terminal operation




Source of Impact






Management Period


Reporting

terminal Demo, protest and statement by community that can disturb the operation of Multipurpose terminal

from areas of Tambak Osowilangun, Romokalisari, Greges, etc. to find best solutions in accordance with the needs and skills of the fishermen and accountability of PT Pelindo III

The examples of adoptable CSR programs are : Training provisions : Skill training on

modern fish catching technology, scholarship for fishermen‟s children, soft skills training for fishermen‟s children (English Language, computer, book keeping etc.), free medical service for fishermen , infrastructure construction for fishermen, divinity programs, youth organization programs, (sport and soft skill facilities)

Environment : Planting Mangrove and alike, Reforestration in dwelling area, training on waste treatment and rubbish handling.



-Reporting : a. Ministry of Environment b. East Java Province Environmental Agency





Number of local people hired in the operation of the Multipurpose

Terminal

Number of local people having chance to open business during the Operation of Multipurpose Terminal

Local people have greater business opportunities and consequently it will eliminate conflicts in the community due to migrant workers.

Prioritizing local people hiring in area surrounding the operated multipurpose terminal

Openly announcing job openings for supporting the operation activities through village officers and advising the required qualifications

Providing advocacy with village administrators about labor recruitement procedures

Transparent recruitmnent process and announcing the results of selectioon via village offices.




During Multipurpose terminal operation





Page : VI -17

Figure 6.1 Environmental Management Site


1 0 1 2km SCALE

U

TA R

A

14’30”

14

’00”

9200

13’30”

13

’00”

12

’30”

12

’00”

11

’30”

11

’00”

9205

10’30”

10

’00”

09

’30”

09

’00”

08

’30”

9210

08’00”

06

9326

7 m

T

44’00” 44’30” 9198242 mU 9198293 mU 38’00” 38’30”

0680

Balongsari 3,5 km

39’00” 39’30” 40’00” 40’30”

0685

Balongsari 1 km

41’00” 41’30” 42’00” 42’30” 43’00”

0690

43’30” 06

9321

4 mT

Project Site Border Temporari Access Site

Management Site of Air Quality and Noise Dan kebisingan Management Site of Seawater

Quality and Biology Management Site of Road Performance

Management Site of Decreased Mangrove Ecosystem Area

Management Site of Change of Water Current Patterns and Increased Surface of river runoff

PT PELABUHAN INDONESIA III (PERSERO) CHAPTER 7 – ENVIRONMENTAL IMPACT OBSERVATION PLAN

VII - 1 Addendum to ENVIRONMENTAL IMPACT STATEMENT, ENVIRONMENTAL IMPACT MANAGEMENT, ENVIRONMENTAL IMPACT OBSERVATION Documents Tanjung Perak Port Development in Lamong Bay

CHAPTER 7 ENVIRONMENTAL IMPACT OBSERVATION PLAN

Referring to the results of reviews in the previous chapters, it is

predicted that Tanjung Perak Port Development in Lamong Bay will significantly

bring both positive and negative impacts to the suttounding environment. The

significant impacts predicted to emerge during the construction phase will be

decreased air quality, increased noise, decreased seawater quality, increased

surface of river runoff, change of water current patterns and sedimentation,

decreased road performance, disturbance to sea biota, decreased mangrove

area, disturbance to fisherman activities and community unrest. In the

operation phase, it is predicted that it will bring impacts to decreased

seawater quality, decreased road performance, disturbance to sea biota,

decreased mangrove area, job and business opportunities, disturbance to

fisherman activities and community unrest. Accordingly, it is necessary to

prepare an Environmental Impact Observation Plan as a support to the available

environmental study documents.

7.1. OBJECTIVES OF ENVIRONMENTAL IMPACT OBSERVATION

The objectives of the Environmental Impact Observation Plan are to :

Provide a guide to the implementation of Environmental Impact

Observation Plan concerning :

- Observed significant impacts

- Objectives of observation

- Observed parameter and observation points

- Observation period

- Observer

Observe the quality/quantity of environment in accordance with the

set parameters.



Identify degree of handling, trend and criticality of the impacts to

the environment.

7.2. BENEFITS OF ENVIRONMENTAL IMPACT OBSERVATION

The environmental impact observation plan will be beneficial to :

A. Project Initiator

1. As a guide and direction to the activity of the initiator in

attempts to implement the environmental impact observation

plan in the project site and its surrounding, in both construction

phase and operation one.

2. As earlier dectections to possible change of environmental

quality.

3. As a media to present eco-friendly development and preserve the

environmental supports.

4. Sebagai sarana umpan balik dalam memperbaiki kegiatan

pengelolaan lingkungan yang sudah dilakukan.

B. Government

1. As an early detection to decreased ambient air quality and

decreased seawater quality in coastal area valuable when passing

environmental policies on spatial planning in accordance to the

initial environmentlal description and existing development state

of conditions.

2. As a support to warrant that the development activities will bring

benefits to the community.

3. As an early detection to potential conflicts that may arise

sepecifically with the community and/or other projects.

4. As a basis for decision making.



C. Community

1. To identify the changes in environmental quality during the

construction phase and take favorable opportunities for them

and prevent possible losses and damages arising from the

project.

2. To be better exposed to Tanjung Perak Port Development

activities in Lamong Bay in order to preven misunderstanding and

stimulate mutually beneficial cooperation.

3. To understand the rights and obligations in relation with the

existence of Tanjung Perak Port Development in Lamong Bay.

7.3. ENVIRONMENTAL IMPACT OBSERVATION

The environmental impact observation plan is presented in Table 7.1.,

while the observation points are presented in Figure 7.1.



Table 7.1. Matrix of Environmental Impact Observation Plan

Nr. Project Phases as Sources of Impacts

Observed Impacts

Observation Objectives

Environmental Observation Method Environmental Observation Institutions

Descriptions of Arising Impacts

Impacted Environmental Components

Indicator/ Parameter

Method of Data Collection and Analysis Observation Points

Time and Frequency

Executor Supervisor Report Receiver

CONSTRUCTION PHASE

1. Reclamation material onland transportation

Arising dust leading to decreased ambient air quality around the locations accessed by trucks tranporting the material to project site

Physical-Chemical Components: Ambient air quality.

Dust particulate stated the the Regulation of Governor East Java Province Nr. 10 Year 2009 and Indonesian State Regulation Nr. 41 Year 1999 aboutAmbient Air Quality

Indentifying the ambient air quality especially in terms of dust and environmental impact management efectiveness

Measuring dust contents in location surrounding the location of material mobilization and project site and the nesrest dwelling area. Air samples are collected by means of gas sampler to be further analyszed in laboratory.

The results of dust measurement are analyzed in the laboratory and compared to the quality standards.

Monitoring the watering of soil access road to project site on daily basis

1 : Area of Kalianak Surabaya Junction (S : 07o13.774‟ E : 112o40.952‟)

2 : Area in front of Port Dev. Project Site (S : 07o12.931‟ E : 112o39.231‟)

3 : Area surrounding Romokalisari (After bridge) (S : 07o11.782‟ E : 112o38.724‟)

4 : Area of Project Site (Close to Coast) (S : 07o12.646‟ E : 112o39.676‟)


Once in construction phase , during material and equipment mobilization

Every day during construction phase

PT Pelabuhan Indonesia III

- East Java Province Environmental Agency - Surabaya City Environmental Agency

- Ministry of Environment - East Java Province Environmental Agency - Surabaya City Environmental Agency


Degree of noise in due to mobilization of trucks tranporting reclamation material to the project site

Physical-Chemical Components: Degree of noise

Degree of noise

Indentifying the degree of noise and environmental impact management efectiveness

Conducting direct measurement in the field by means of sound level meter for 10 minutes for each measurement.The measurement will be for 24 hours to get representative continuous noise. Each measurement is foe a certain period of time, minimally with 4 periods of measurement time in the day and (Ls= period of 06.00 -22.00) and minimallywith 3 periods of measurement time at night (Lm = period of

22.00 – 06.00).

Data Analysis Method

LS:Degree of continuous noise during the day calculated with the equation below :

LM: Degree of continuous noise during the night calculated with the equation below:

LSM : Degree of continuous noise during the day and night calculated with the equation below:

Next, the value of LSM is compared to the Noise Standards as set forth in the Decision of Minister of Environment Nr. KEP-48/MENLH/11/1996 in accordance with specific areas.

1 : Area of Kalianak Surabaya Junction (S : 07o13.774‟ E : 112o40.952‟)

2 : Area in front of Port Dev. Project Site (S : 07o12.931‟ E : 112o39.231‟)

3 : Area surrounding Romokalisari (After bridge) (S : 07o11.782‟ E : 112o38.724‟)

4 : Area of Project Site (Close to Coast) (S : 07o12.646‟ E : 112o39.676‟)

Once in construction phase , during material and equipment mobilization




dBATT LL 4.1,01.1,0 10.4...10.116

1log10

dBATT LL 7.1,05.1,0 10.4...10.18

1log10

dBALMLS )5.(1,0.1,0 10.810.1624

1log10




Observed Impacts







Time and Frequency




Physical-chemical components : Trans-portation sub-component, especially decreased road performence

Traffic jam on Jl. Raya Tambak Osowilangon, The observed parameter is Degree of Saturation or comparison between traffic volume and road capacity

Identifying Degree of Saturation and environmental impact management effectiveness

Direct observation and traffic counting for 12 hours 06.00 a.m. - 18.00.

Jl. Raya Tambak Osowilangon

Once a week during construction phase




4. Demolition of erected temporary access

Seawater quality after mixed with soil/sand spills affecting total suspended solid (TSS)

Physical-chemical components : Seawater quality

Seawater quality after mixed with soil/sand spills affecting total suspended solid (TSS) referring to Decision of Minister of Environment Nr.51/2004 about Seawater Quality Standard for Port Pool

Observing the changes in seawater qauality due to the construction acrtivities and the planned management programs to identify the environmental impact management effectiveness and trend of change in environmental quality

Seawater random sampling in 5 observation points and laboratory analysis. Sample testing on total suspended solid in laboratory. Total seawater samples : 5, from impacted areas, i.e. :

2 points in the sea waters in the interchange area

2 points around the container terminal

1 point in pier area

Inventorying of environmental impact management implementation on decreased seawater quality and evaluation to the environmental impact management implementation as planned in EIM documents

The results of laboratory test, especially concerning total suspended solid (TSS) are compared to the standards set forth in Decision of Minister of Environment Nr.51/2004 about Seawater Quality Standard for Port Pool

Area of Multipurpose Terminal

Monthly during construction phase






Biological components: composistion, abundance and species of sea biota, especially benthos/nekton

Diversity index and dominant benthos and nekton abundance

Observing water quality/productivity and planned environmental impact management effectiveness and trend of change in environmental quality

Sea biota sampling (benthos/nekton) and inventorying fishery productivity

Inventorying environmental management data to be further evaluated

5 observation points in water area in the area of Multipurpose Terminal in Lamong Bay in accordance with baseline data

During construction phase (minimally once in each activity: Demolition of erected temporary access)





Decreased Mangrove ecosystem area

Biological Components: mangrove ecosystem area

Percentage (%) of mangrove coverageand survival rate of mangrove seeds planted based on tree density (trees per ha) during 1 year

Observing the environmental management performance , whether the revegetation is consistent with EIM documents

Direct field observation.

Inventorying data of implemented environmental management for further evaluation

Coastal area ex-temporary access and its surrounding

During 1 year on monthly basis after the Demolition of erected temporary access

PT Pelabuhan Indonesia III Supported by related institution or the ones appointed by the initiator




Disturbance to fisherman activities

Socio-economic and cultural component : Resident working as fisherman

Coastal fishermen. Deep sea fishermen to take longer voyage

Identifying change of the activities of fisherman leading to change of fisherman income

Method of Data Collection

Observing and interviewing fishermen

Studying fishermen‟s complaints directly addressed to PT Pelindo.



Once during construction phase



- Ministry of Environment - East Java Province Environmental Agency - Surabaya City Environmental




Observed Impacts







Time and Frequency


Method of Data Analysis

Descriptive analysis to some findings from the collected quantitative data (numbers and table) and qualitative data (narration)

• Benowo Sub-dist : ambak Osowilangon Vill. and Romokalisari Vill.

Agency

8. Port Construction (Preparation and compaction of area for constructing causeway, interchange area, container yard and trestle)

Decreased Seawater quality

















Change of water current patterns

Physical-chemical components : Change of water current patterns

Increased sedimentation rate

Observing the extent of sedimentation

Field observation to identify the preservation of natural channels

Measuring the bed elevation, especially in the estuary of Lamong River

Measuring on-going sedimentation by sampling sediment from the bed by means of bottom grab and analyzing data by means of Grain Size Analysis to get distribution of of sediment diameters.

Waters area in project site in Lamong Bay and estuary of Lamong River

Once a year for bed elevation measurement, while for other measurement after the bed elevation increases by 50 cm.


East Java Province Public Works and Water Service

Bengawan Solo River Management Centers

East Java Province Environmental Agency

Surabaya City Environmental Agency



Increased surface of river runoff

Physical-chemical components : Increased surface of river runoff

Getting higher and father effect of back water

Assuring that information concerning increased surface of river runoff (Lamong River) is received by Bengawan Solo River Management Center

Field observation to identify the increase of height and extend of impact of the river runoff and inventorying reports on the results of measurement on flood data conducted by Bengawan Solo River Management Center

Waters area in project site in Lamong Bay ad Bengawan Solo River Management Center

Once a year PT Pelabuhan Indonesia III







Observed Impacts







Time and Frequency





Diversity index and domination of plankton/ nekton and abundance of nekton.


Sea biota (benthos/nekton) sampling dan fishery performance inventorying



During construction (minimally once) in each activity : demolition of erected temporary access, area preparation and compaction for constructing causeway and container yard, port pool dredging)









Identifying change of the activities of fisherman leading to change of fisherman income













13. Planned Port Pool Dredging

























During construction (minimally once during port pool dredging)






Socio-economic and cultural component : Resident working as


Identifying change of the activities of fisherman leading to







- East Java Province Environmental Agency - Surabaya City

- Ministry of Environment - East Java Province Environmental Agency




Observed Impacts







Time and Frequency


fisherman change of fisherman income





Environmental Agency

- Surabaya City Environmental Agency

OPERATION PHASE

1. Operation of Multipurpose Terminal



Seawater quality referring to Decision of Minister of Environment Nr.51/2004 about Seawater Quality Standard for Port Pool

Observing the changes in seawater qauality due to the operation acrtivities and the planned management programs to identify the environmental impact management effectiveness and trend of change in environmental quality

Visual Observation


1 point in the sea waters in the interchange area







Semester basis during the operation of the multipurpose pier






Physical-chemical components : Trans-portation sub-component, especially decreased road performence

Traffic jam on Jl. Raya Tambak Osowilangon, The observed parameter is Degree of Saturation or comparison between traffic c volume and road capacity

Identifying Degree of Saturation and environmental impact management effectiveness

Direct observation and traffic counting for 12 hours 06.00 a.m. - 18.00.

Jl. Raya Tambak Osowilangon

Semester basis during the operation of the multipurpose pier












Minimally twice a year to represent each different season





Decreased Mangrove ecosystem area

Biological Components: mangrove ecosystem area

Percentage (%) of mangrove coverageand survival rate of mangrove seeds planted based on tree density (trees per ha) during 1 year

Observing the environmental management performance , whether the revegetation is consistent with EIM documents

Direct field observation.

Inventorying data of implemented environmental management for further evaluation

Galang Island

Estuary of Sememi River

Estuary of Branjangan River

Twice a year in June (dry season) and December (wet season)

PT Pelabuhan Indonesia III Supported by related institution or the ones appointed by the initiator

- East Java Province Environmental Agency - Surabaya City Environmental Agency - Surabaya City

- Ministry of Environment - East Java Province Environmental Agency - Surabaya City Environmental




Observed Impacts







Time and Frequency


Agriculture Service - Gresik regency Agriculture Service

Agency

5.

Operation of Multipurpose Terminal

Job and business opportunities working-aged and jobless people in the studied area

Socio-Economoc Component : working-aged and jobless people in the studied area

Number of local people hired in the operation of the multipurpose terminal and the resident running new business due to operation of the multipurpose terminal

Identifying whether local people are hired in the operation of the port

Identifying how many new buinsesses established due to the operation of the port


Holding panel discussions with government officers and public figures in regaed with the labor recruitment in the operation of the port and preparing minutes of meeting with the community

Monitoring the rectruitment process for the interest of the port operation

Interviewing village officers involved in the recruitment process for for the interest of the port operation

Observing the dynamic/protest by the community in the line with the labor recruitment






Observation during recruitment process and on semester basis during the operation of the port





Disturbance to fisherman actvivities leading to decreased fishermen income


Decreased number of caught fish and fishermen income

Identifying change of the activities of fishermanand fish catching performance leading to change of fisherman income


Observing and interviewing fishermen.

Studying the community complaints addressed to PT. Pelindo III.






Semester basis during the operation of the port





Community (Fisherman unrest)


Attitude and perception of the community to the operation of the port

Monitoring the attitude and perception of the comunity towards the operation of the port to anticipate demo, protest and statement by community that can disturb the operation of the port.

Evaluating the decree of satisfaction of the community to CSR activities for coping with the social impacts and operation of the port


Inventorying environmental management implementation data through dialogue and CSR programs.

Interviewing village officer, public figures and fisherman organizations

Observing the dynamic/protest by the community in the line with the operation of the port






Once during the operation of the port






Page : VII - 10

Figure 7.1 Environment Observation Site


1 0 1 2km SCALE

U

TA R

A

14’30”

14

’00”

9200

13’30”

13

’00”

12

’30”

12

’00”

11

’30”

11

’00”

9205

10’30”

10

’00”

09

’30”

09

’00”

08

’30”

9210

08’00”

06

9326

7 m

T

44’00” 44’30” 9198242 mU 9198293 mU 38’00” 38’30”

0680

Balongsari 3,5 km

39’00” 39’30” 40’00” 40’30”

0685

Balongsari 1 km

41’00” 41’30” 42’00” 42’30” 43’00”

0690

43’30”

0693

214 m

T

Observation Site of Air Quality and Noise

Observation Site of Road Performance

Observation Site of Water Quality & Diversity Index and domination of plankton

Observation site of Decreased Mangrove Ecosystem Area Temporari Access Site

Observation Site of Change of Water Current

Patterns & Increased Surface of River runoff

BIBLIOGRAPHY

1. Anonim,1996, Assesment of Noise with Respect to Community

Response, ISO-R

2. Anwar Hadi,2005, Prinsip Pengelolaan Pengambilan Sampel Lingkungan,

Gramedia Pustaka Utama, Jakarta

3. Badan Lingkungan Hidup Propinsi Jawa Timur, 2012, Studi

Keanekaragaman Hayati Kawasan Teluk Lamong

4. Bemmelen, 1949, The Geology of Indonesia Vol II, Martinus Nijhoff, The

Hague

5. Canter, L. W. and G. L. Hill . 1981, Hand Book of Variables for

Environmental Impact Assessment, An Arbor Science Publ. Inc. The

Butterworth Group. Oklahoma

6. Dickinson, 1978, Plate Tectonicand Hydrocarbon Accumulation, , AAPG

ContinuingEducation Course, No. Series 1

7. Dix, H.M, 1991, Enviromental Pollution : Atmosphere, Land, water, and

Noise , John Wiley & Sons. New York

8. ERM, 2010, RKL – RPL Tambahan Pengembangan Lapangan MIGAS Blok

Tuban 2010, ERM

9. Green, R.H., 1979, Sampling Design and Statistical Methods for

Environmental Biologists, John Wiley and Sons, New York.

10. LPPM ITS, 2010, Laporan Pelaksanaan RKl – RPL Studi AMDAL

Pengembangan Lapangan Minyak Dan Gas Bumi Blok Tuban – West

Area, LPPM ITS

11. Marriot, Betty Browers, 1997, Pratical Guide to Environmental Impact

Assessment , McGraw-Hill, New York.

12. Odum, E.P., 1994, Dasar-Dasar Ekologi, Gajah mada University Press,

Yogyakarta.

13. Rau, J.G. and D.C. Wooten, 1980, Environmental Analysis Handbook, Mc

Graw Hill Book Co., New York.

14. Schimdt, F.H, and J.H.A. Ferguson, 1951, Rainfall Type Based On Wet

And Dry Period Ratio For Indonesia With Western New Gurinea ,

Kementerian Perhubungan. Jawatan Meteorologi dan Geofisika, Jakarta

15. Surveyor Indonesia, 2011, Laporan Pelaksanaan RKL & RPL, Semester II,

PT. Surveyor Indonesia.

16. Yulihanto B., Sriwahyuni, L., Situmorang, B., 1995, Peranan Tektonik

Tarikan pada Perkembangan Runtunan Pengendapan Tersier di Bagian

Barat Kawasan Daratan Cekungan Jawa Timur Utara, Pros, Diskusi

ilmiah VIII PPTMGB “Lemigas”.

1

ANNEXURE

STRATEGIC ENVIRONMENT REVIEW IN LAMONG BAY

PT PELABUHAN INDONESIA III (PERSERO) STRATEGIC ENVIRONMENT REVIEW IN LAMONG BAY

1

STRATEGIC ENVIRONMENT REVIEW IN LAMONG BAY

I. CONCLUSION AND RECOMMENDATIONS Study of Strategic Environmental Research Review Database Preparation for Development Programs in Lamong Bay and Madura Strait (Year 2010)

CONCLUSIONS

Strategic environmental issues – In the studied area,, the issues to be well

considered while preparing policies, plans and program are as follow :

1. Flood in Lamong River

2. Sedimentation in Madura Strait

3. Conservation of Galang island

4. Integration of Spatial Designs arount the studied area

The basis of strategic environmental issue determination are briefly described below :

1. Lamong River

- Flood always present in Lamong River Watershed during wet season. The

flooded area covers : Cerme Sub-district and Duduk Sampeyan Sub-district,

Gresik Regency, Cermenlerek Village and Gorekan Kidul Village. The flood

height is ± 1.5 m and flooding ± 600 Ha farms and dwelling areas.

- It is the last drainage for part of Surabaya City, Gresik regency and other areas

surrounding the river.

- The increased sedimentation in the river triggers surface erosion in the area

due to extensive change of forest area into agriculture area.

2. Madura Strait

- The sedimentation at the edge of West Surabaya Shipping Routes takes place

time after time with sedimentation materials originating from

- Process of sedimentation at the edge of Ujung Pangkah, Mireng River and

Lamong River

- The sedimentation in Lamong Bay is greatly affected by mixed tides and tend

to be daily multiple. Accordingly, the period of change of water current

patterns due to the tides is relatively short, i.e. : about 7-8 hours. It lead to a

condition that the suspended materials have not yet been drawn out of the

mouth of the strait, hen they are suspended again into the strait waters.


2

- The different depths in the coast and shipping routes and the water current

speed makes the concentration of suspended materials vary.

- The most dominant vessel accidents in Madura Strait are vessel crashes and

brushes 48.6% of total accidents). Mostly, the accidents take place around

Tanjung Perak Port (67,5%) and West Surabaya Shipping Routes (14%).

3. Galang Island

- Mangrove is the main vegetaion in Galang Island with an average tree density

of >1500 trees/Ha, mostly dominated by Avicennia alba.

- The mangrove area in Galang Island is occupied by the sea biota as their

habitat, among other things, is avifauna. At least there area 21 bird species

found in this areaand, 11 of them are conserved by Act Number 05 Year 1990

and Indonesian State Regulation Number 07 Year 1999.

- Small heron (Egretta garzetta), buffalo heron (Bubulcus ibis), silver heron

(Egretta sacra) and gray nigh kowak (Nycticorax nycticoraxare) some of the

conserved birds and occupying Galang Island as their nesting and resting area

or habitat

- The community has planned the exploit the mangrove area in the North part of

Galang Island (Site A) as a fishpond area and currently, there are indicators of

digging and fishpond embankments in some points. Besides, there is a

tendency that bird hunting by some people for consumption purposes.

- The middle part of Galang Island (site B) is occupied for an area of nesting

colony for Small heron (Egretta garzetta), buffalo heron (Bubulcus ibis), silver

heron (Egretta sacra) and gray nigh kowak (Nycticorax nycticoraxare). Based

on the results of observation, it is conclusive that The middle part of Galang

Island (site B) is a core area or habitat of coastal birds in Galang Island.

- The mangrove in the South part of Galang island (Site C) is definitely dense,

and accordingly no many water birds occupy this site. May coastal birds are

found in the adge area searching for food.

4. Integration of Spatial Design around Studied Area

- At present, each city government or regency government surrounding the

studied area has developed its own spatial area.

- As a development in an area can stimulate developments in other surrounding

areas, it will lead to spatial conflicts of interests among the city/regency


3

governments if the development of Lamong Bay is not integrated with the ones

in the surrounding areas.

Having conducted a study to identify the impacts of Development Policy, plan and program

in Lamong Bay and Madura Strait on 4 strategic environmental issues in the studied area, it

is conclusive that :

1. The reclamation in the estuary Lamong Bay and in front of Galang Island will block

the water flow of Lamong Bay.

2. The back water in Lamong River will be getting father, i.e. : ± 20 km toward the

land. The increase of water surface will be ± 1.00 m in the estuary and ± 0.30 m in

area ± 20 km from the estuary, when compared to the previous state of

conditions. It is clear that flood with wider puddles will be more seriously

threatening the area.

3. The quite number of rivers bringing sediment materials and flowing to Madura

Strait accelerates the sedimentation in the West Surabaya Shipping Routes. It will

get worse in case of reclamation in Lamong Bay as the sediment will get thicker,

while the width and depth of Madura Strait have to satisfy the minimum standards

for the cargo vessels and Indonesian Navy Battle Ships to sail across.

4. Galang Island needs to be conserved as the mangrove vegetation is classified

dense (referring to Decision of Minister of Environment Number : 201 Year 2004).

In addition the 21 avifauna species from 12 families exist and 11 of them are

conserved by virtue of are Act Number 5 Year 1990 and Indonesian State

Regulation Number 7 Year 1999, and the rest one is included into an Indonesian

endemic (Alcedo coerulescens /Blue Shrimp King). Beside, 1 bird species: i.e. :

Bluwok Heron(Mycteria cinerea)is internationally conserved. The middle part of

the sea is occupied as habitat by avifauna for food foraging, resting, nesting.

5. Development in Lamong Bay is to be well integrated with the spatial plans in the

surrounding cities or regencies in order to prevent conflict of interest among the

relevant city governments and regency governments, since a development in an

area will stimulate the other developments in its surrounding, In fact, ex=ach city

or regency government has its own master plan.


4

RECOMMENDATIONS

The results of study offer alternatives actions that can be recommended in

order to be able to minimize the impacts of development in Lamong Bay and Madura

Strait to the 4 (four) strategic environmental issues (as detailed in Chapter 4), i.e.:

1. The West Surabaya Shipping Routes need to be widened and deepened. In

addition, it is necessary to well consider the pools in Tanjung Perak Port as it is

frequent to find vessel accidents (vessel crashing/brushing) in this area (67,5%)

and in West Surabaya Shipping Routes (14%).

2. Design of reclamation ensuring the least impacts in view of sediment volume in

West Surabaya Shipping Routes. The sediment thickness surround the reclamation

area (Lamong Bay, Mireng Bay) and elevation of water surface around the estuary

of Lamong Bay are presented in Figure 1. The reclamation points in Lamong Bay

are as follows :

- Block A (±140 Ha), Block B (±160 Ha), Block C (±540 Ha), Block D (±80 Ha);

- Block A attaches on-shore along ±200 m; while Block B, C, and D are separated

from on-shore by a canal of 140m through 500m width (Figure 1)

- Block A and Block B are separated by a canal of 1,000 m width, while between

Block B and Block C and between Block C and Block D, they are separated a

canal of 500 m width.

3. The canal around Block B, Block C, and Block D needs to be regularly dredged to

reach 2 m depth as it is functioned as a trap fro sediment from the rivers flowing

into Madura Strait. This will prevent the sediment from the rivers flow into the

shipping routes.

4. The reclamation design requires:

Cutting of Galang Island in the North part that is not occupied by

avifauna/birds in the following coordinates:

- West point 7 11‟38.65 ; 11239‟51.30 and

- East point 711‟35.25; 11239‟56.25

The considerations to take when cutting Galang island are :

- Behavior of Birds

- Not breeding season, to prevent death and decrease of bird population


5

5. Galang Island conservation is definitely in demand to keep the mangrove in good

condition and the existence of 11 Avifauna families / birds are well preserved.

Accordingly, it requires. An habitat conservation zones in Galang Island, namely :

Core Zone – The middle part and South part of the island can be plotted as a

core zone as most birds nest and breed in this part.

Buffer zone – The buffer zone for the core zone in Galang Island is the mudflat

in the East part of the island, estuaries surrounding the island and mangrove

area around Galang island , including estuaries of Sememi River, Branjangan

River and Lamong River.

6. The flood control and handling should not be sectoral and/or physical structural

only, it is to consider the following aspects

Involvement of stakeholders

Considering sicio-economic, legal, politic and ecosystem aspects.

Adoption of participative approach


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Figure 1. Reclamation Design Bringing The Least Impacts to Strategic Environmental Issues aroud Studied Area

MADURA ISLAND

JAVA

ISLAND

Madura

MADURA STRAIT

MADURA STRAIT Madura


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Figure 2. Zone Division in Galang Island Conservation

7. The flood control is to be well integrated, in terms of : area resources and water

resources, within a context Integrated Water Resource Management to maximize

the flood advantages and minimize disadvantages.

8. The integration between the management of Lamong River flood and management

of drought is badly needed to cope with the problems arising from the change of

utilization of area in Lamong River watershed. The integrated management is

applied by effectively exploiting the flood water to generate maximum

adavantage and/or maximizing the positive aspects of flood, where deep soil

water and rain water are treated as inter-related resources. Accordingly, it

requires artificial precipitation in Lamong River watershed to enrich the deep soil

water and minimize overflows into Lamong River via its tributaries.

9. The general strategies adopted in flood management approach are presented in

Table 1., where the proper selection of the strategies greatly depends on the

characteristics of hydrology and hydraulic aspects of Lamong River System are

areas it passes. The strategy priority are presented in Table 1.

Legend: - Area in red line : core zone

- Area in yellow line : buffer zone


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Table 1. Flood Management Strategy

Strategy Options

Reducing Flood Constructing dams and small basins in watershed area

Normalizing rivers (widening and heightening embankments)

Managing watershed

Reducing vulnerability to damages Regulating flooded area

Forecasting flood and providing early warning

Preparing facility designs and locations

Inspecting flood control facilities

Flood Impact Mitigation Information and Education

Disaster Emergency Alert

Post Flood Recovery

Preserving natural resources from flood plain

Regulation and flood plain zoning

Table 2. Strategy Priorities on Management of Flood in Lamong River

Flood Control Activities

Objectives

Methods

Actions Structural Non

Structural

(1) Basic Plan Modification

Slowing Overflow into River

Rainwater Detention/Retention Facility in Watershed: Type Detention/ Retention Storage

Institutional Steps

Emergency Steps

(2) Basic Plan Modification

Flood Prevention

Flood Regulation: - Dam - Small Basin

(3) Increasing River Capacity

Reducing Flood Water

Increasing River Capacity. River Fixing/ Normalization

(4) Decreasing Flood Loss

Reducing Flood Loss

Flood Resistant Buildings

Spatial Regulation

Flood Fighting: - Evacuation - Victim Rescue - Flood Mapping - Fixing Works


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10. Descriptions of reclamation area in the studied area are plotted in presented in ..

Areas A, B, C are reclamation areas in Surabaya territory while area D is the one

in Gresik Territory.

11. The spatial concepts in the reclamation area adopt principles of integration,

balance and unity among development areas and environmental insight. There are

two alternatives of recommendations, namely :

1st Alternative

Developments in Surabaya, Gresik and Bangkalan cover the following

reclamation areas :

a. Area A of 138.2 Ha, projected for container depot and warehousing area

b. Area B of 160.7 Ha, projected for eco-friendly office area, eco-frendly

estate area, and recreation area

c. Area C of 539.9 Ha for eco-friendly port area, for eco-friendly office area,

eco-fiendly trading and service area

d. Area D of 80 Ha, projected for eco-friendly office area, eco-frendly estate,

and recreation area

In areas A, B, C, D, a ringroad will be constructed. Areas B,C and D are

connected with bridges. Area A is directly connected to outlet/entrance with an

arterial primary road in Perak. Each of Area A, B, C and D will be connected with a

road integrated to the arterial primary road. In the junction between the laaned

arterial road and arterial primary road, there will be 3 oulets/entrances designed

to be a junction of the planned arterial road and the existing areteial primary

road, i.e. : in Segoromadu Village (Gresik territory), Benowo Sub-district and

Tandes Sub-district (Surabaya territory).


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Figure 3. Planned Reclamation Area

Figure 4. Planned Reclamation Area Development in Each Area

GresikTerrito

ry Suarabaya

Territory

Gresik Territory

A

B

C

D MADURA STRAIT

Madura

MADURA ISLAND

Madura

JAVA ISLAND


11

Figure 5. Concept of Reclamation Area Development (Alternative 1)


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2nd Alternative

Developments in Surabaya, Gresik and Bangkalan cover the following

reclamation areas :

a. Area A of 138.2 Ha, projected for container depot and warehousing area

b. Area B of 160.7 Ha, projected for eco-friendly office area, eco-frendly

estate area, and recreation area

c. Area C of 539.9 Ha for eco-friendly port area, for eco-friendly office

area, for eco-friendly industrial area, eco-fiendly trading and service

area

d. Area D of 80 Ha, projected for eco-frendly estate, eco-friendly office

area, and recreation area

In areas A, B, C, D, a ringroad will be constructed. Areas B,C and D are

connected with bridges. Area A is directly connected to outlet/entrance with an

arterial primary road in Perak. In thsi concept, an arterial and flyover will be

constructed. Each of Area A, B, C and D will be connected with a road integrated

to the arterial primary road. The planned flyover will be connected to area B and

C, and directy connected to toll road in 2 outlets/entrances that serve as a

junction between the flyover and toll road , i.e. : Demak Toll Road and

Romokalisari Toll Road. In the arterial road junction, there will be 3

oulets/entrances designed to be a junction of the planned arterial road and the

existing areteial primary road, i.e. : in Segoromadu Village (Gresik territory),

Benowo Sub-district and Tandes Sub-district (Surabaya territory).


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Figure 6. Concept of Reclamation Area Development (Alternative 2)


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12. The spatial plan refers to the master plan of Surabaya City, Gresik Regency and

Bangkalan Regency. The new area development is projected for a dwelling area

with a concept of waterfront city. Other spatial arrangements cover trade and

service block, industrial block, tourism block as supporting area. Open green space

development is projected for a green belt, especially in the border between

industrial block and dwelling area. The open green space can also be developed as

a tourism attraction.

13. The concepts for alternatives 1 and 2 adopt circular lines offering better

movements. Each of the reclamation areas is separated from the others with 500

m width canal among area B, Area C and area D. Area B and area A is separated

with 1,000 m width canal to accommodate the special Indonesian Navy Base that is

relatively full of massive activities, such as circulations of war ships and other

vessels for military purposes. The reclamation areas B, C and D are separated from

the main land with 150 m w – 500 m width canal designed to trap sediment from

the rivers flowing to Madura Strait so that it will not make the West Surabaya

Shipping Routes shallow. To connect the mainland and reclamation areas

separated by with 150 m w – 500 m width canal, and the connecting access among

the reclamation areas, it will be connected by bridge under which can be accessed

by fishing/ailing boats. The pillars of the bridge are erected with about 4 m

intervals.

14. The structures of the reclamation areas cover a dwelling area are designed with

concepts of waterfront city, office block, industrial block, warehousing area,

utilities, trade and service block, tourist attraction, and education block. As a

dwelling center, it will be projected for dwelling, trading and service, industrial

and warehousing activities. The dwelling center is connected with network

system, facility and utility system, to the reclamation islands planned to be

established in Surabaya City territory, Gresik Regency territory and Bangkalan

Regency territory. The structural functions of each of the areas is directed to

support the main activities, i.e. : dwelling office, industry, trade and service,

utility, warehousing, tourism, and education. The industry is designed to be eco-

friendly industry and the port is designed to be an eco-friendly port.


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15. The concepts on structural function of activities in the studied area are detailed

as follows :

The area in Lamong Bay and it surrounding covers area A, area B and area C

that are projected for the following activities :

Area A : Container Depot and warehousing

Area B: eco-friendly office area, for eco-friendly estate area, and tourist

attraction

Area C: eco-friendly port area, for eco-friendly office area, for eco-friendly

industrial area, eco-fiendly trading and service area

Area D (Gresik and its surrounding), for the following activities :

Eco-friendly estate

Eco-friendly office

Tourist attraction

All activities are directed not only to economic aspect but also ecological

one. The activities are supposed to bring minimum impacts to the environment,in

the senes ethat they are safe to the environment. The spatial concept in the

reclamation area stresses on the importance to preserve the environment from

damages. (Eco-friendly area : Eco-industrial park and Eco-estate)


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Figure 7. Concept of Activity Function Structure

16. The development of each reclamation area (Areas A, B, C, D) needs to be further

elaborated into more detailed plans with zoning concepts comprising zone

mapping and zone regulation. The zoning regulation serves as a tool for controlling

the spatial utilization in the reclaimated area.

17. Eco-Industrial Park (EIP) is characterized with the following features :

Group of companies adopting eco-friendly technologies

Group of companies manufacturing green products

Industrial park supported with eco-friendly infrastructures

By-product networks

Recycling business cluster


17

18. Eco-Port is greatly committed to :

Keep port pool cleanliness from rubbish and other wastes

Treat liquid wastes, including dangerous and hazardous materials

Keep the clean, shady and green environment

Provide public service, security, order and public safety

Have incorporated capability to manage the port environment

Maintain service performance and occupational safety in port

19. Eco-estate is a dwelling estate with balanced development in terms of economic,

ecological and social equality aspects. The three aspects can be elaborated in

seven features, namely :

Optimum land use/urban form

Energy efficient building designs

Efficient water consumption,

Air quality (many trees and minimum motorized vehicles)

Green/open space (shady pedestrian, garden, tree density)

Traffic/transportation (safe, comfortable and easily accessible public

transportation)

Green policy (Vision on eco-friendly development, incentives and

disincentives, designs and products, socialization and certification)

20. Drainage concepts in reclamation area :

It is extremely necessary to set ‟flood peil‟ (the highest flood surface

elevation) as a reference to determine the lowest elevation of the floors to

prevent puddles.

The drainage is designed only for draining local rainwater. The main drainage

must be directed to the cannal. There is no drainage draining into the shipping

routes or sea. Consequently, there will be no sediment directly flowing into

the sea . Besides, it is also effective for controlling fluctuation of water

surface in the estuary.

It calls for basin/storage pool in the reclamation area to store the rainwater

for conservation purposes.


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21. Concept of Water Supply in Reclamation Area

The plain water from the rain is stored in the basin/pool spcifically provided to

store rain water as additional supply. The supply of fresh water is supposed to

be supplied by Surabaya City Water Enterpriseplanning to take the water from

the sources in Umbulan and Bengawan Solo River.

Lebar dasar

Kebutuhan lebarpenampang

( min. 62.00 m )

Kebutuhan lebar total

Batas

sempadanBatas

sempadan

Jalan

Inspeksi

Parapet

1V : 2H 1V : 2H

Jalan

Inspeksi

Parapet

Figure 8. Sketch of Main Drainage Cross Section.


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Figure 9. Example of a Basin in a Real Estate


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II. CONCLUSIONS AND RECOMMENDATIONS

Strategic Environmental Review – Lamong Bay (Year 2012)

CONCLUSIONS

Based on the results of Strategic Environmental Review over the Policy, plan and

program concerning Lamong Bay, it is conclusive that :

1. The development of port and waterfront city in Lamong Bay will change the water

current patterns and sedimentation, especially in area close to the estuary of

Lamong River and Morokrembangan Basin. The change of the water current patterns

will change the sedimentation pattern in Madura Strait, especially in Lamong Bay.

The reclamation in the planned points will accelerate sedimentation in the estuary

of Lamong River and consequently hinder the water flow of Lamong River.

2. In Galang Island there are birds conserved by national and international laws.

Accordingly, it is strictly prohibited to disturb them.

3. The constructions of two large scale ports in Lamong Bay will drive the port

activities, especially the planned transportation and port construction activities,

concentrated in that area. In addition, it will be difficult to realize the concept of

wide spread development.

4. In Lamong Bay, there have been some general and special ports. The addition of

port construction in Lamong Bay will increase the sea traffic density that leads to

decreased shipping route service performance.

5. On the seabed of Lamong Bay where the West Surabaya Shipping Routes are

established there are under seawater gas pipelines and electric cables of the State

Electricity Enterprise. It may endanger voyage safety when the sea traffic is pretty

dense.

RECOMMENDATIONS

In order to maintain the environmental condition in Lamong Bay, it is

necessary to take the following measures:

1. Monitoring the construction of multipurpose terminal of PT. Pelindo III in 50

Ha area, so that it will not shift the East.

2. The scope of Spatial Utilization Permit granted to Permit PT. Indosarana Niaga

Perkasa needs to be reviewed so that it will not worsen sedimentation in


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Lamong River. The area with minimum impact on the change of water current

pattern and sedimentation is about 60 Ha. When re-designed, the reclamation

plan for optimizing the spatial utilization is recommended to be implemented

in area C maximally with a total area of 516 Ha as presented in Figure 3.4.

3. The spatial utilization permit granted to PT. Sarana Mitra Global Nusantara

needs to be reviewed so that impact on the change of water current pattern

and sedimentation can be minimized by cutting the reclamation edge.

4. It is recommended not to dredge or cut Galang island and immediately

promulgate it as a conservation area, and when possible, extend the island

area until the sedimentation zone.

5. It is necessary to study the impact of the reclamation plans on flood and

sedimentation in Lamong River.

DETERMINATION OF LAMONG BAY DEVELOPMENT ALTERNATIVES

The determination of Lamong Bay development alternatives is set

systematically. First, it is initialized by setting alternatives on the policy, plan and

program jointly with the involved team. Next, it is the policies are to be reviewed to

map the issues to consider and include them to the policy, plan and program

previously set. The policy, plan and program to be further discussed are the ones

perceived to be pretty significantly affecting the strategic environmental issues as

previously formulized. In view of Lamong Bay, the main point to consider is the Master

Plan of East Java Province and Medium Term Development Plan of East Java Province.

The formulation of alternative policy, plan and program in compliance with the

prevailing regulations is established by:

a. Re-formulating or modifying the size, scale and location of proposal, policy, plan,

and program to minimize the arising impacts (intensity, spread, location, duration,

accumulation);

b. Proposing postponement or sequential fixing/set of proposed policy, plan and

program in city/regency Master Plan meetings.

c. Proposing new policy, plan or program.

In view of development in Lamong Bay, the selected alternative is re-formulating

or modifying the size, scale and location of proposal, policy, plan, and program to

minimize the arising impacts (intensity, spread, location, duration, accumulation).

However, taking further steps it needs to be understood that the policy, plan and

program formulation has been closely reviewed based on the environmental


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management principles and other environmental problem solving principles,

covering physical area and socio-economic aspects that have been previously

discussed. In short, in regard with the promulgation of policy, plan and program

alternative, it is necessary to first breakdown the other sets of policy, plan and

program related with the one being reviewed since it is probable that the

handling, prevention and balance to the policy, plan, and program alleged to bring

negative impacts to strategic issues actually have been discussed in the other

formulated policy, plan and program. Next, in order to ease the discussion on the

formulation of alternative police, plan and program, it is necessary to gather

comments to the list of prioritized policy, plan and program to find out the

relationship with alternatives to be set.

MITIGATION OF ENVIRONMENTAL IMPACTS OF DEVELOPMENT OF LAMONG BAY

DEVELOPMENT

The next step is formulating mitigation measures or recommendations to cope

with the negative impacts to the environment. The mitigation steps are supposed to

maximize the positive impacts and minimize the negative ones, as well as enhance

sustainability. Yet, it is also necessary to assure that the recommended mitigation

steps do not arise new negative impacts.

The steps to take comprise alternative evaluation based on sustainability

criteria, i.e.: equilibrium, interdependency, and justice. The mitigation in the

Strategic Environmental Review for Lamong Bay Development is the one included in

mitigation list and pertaining to be part of impact review. The mitigation contains

descriptions on preventive steps to minimize impacts/risks from the implementation

of policy, plan, and program.

The alternative policy, plan and program, mitigation/recommendation through

follow up measures are presented in Table 5.1 in the document.

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