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PT. (PERSERO) PELABUHAN INDONESIA III JL. TANJUNG PERAK TIMUR 610, SURABAYA 60165

REPORT OF ENVIRONMENTAL IMPACT STATEMENT 1-1

Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay

1.1. Background

Tanjung Perak Port is definitely the second largest port in Indonesia and

extremely potential to support the traffic of goods from and to the Eastern

territory of Indonesia. Due to the getting increasing activities in Tanjung Perak

Port, PT. (Persero) Pelabuhan Indonesia III plans to develop facilities in

Tanjung Perak Port. In the mean time, the area required for such port

development is obviously limited. Accordingly, it is planned to develop the

port facilities in Lamong Bay.

Tanjung Perak Port development in Lamong Bay is exclusively for container

terminal construction for anticipating the getting increasing container

transportation activities due to global market demands.

With reference to the Regulation of State Minister of Environment Nr. 11 Year

2006 about Business Line and/or Activities to be provided with Environment

Impact Assessment (EIA), the Tanjung Perak Port Development in Lamong

Bay is to be provided with EIA. In view of the aforementioned, in attempt to

develop Tanjung Perak Port in Lamong Bay, it is provided with EIA that has



been provided with EIA in year 2001. The EIA was approved by the Central

Communication EIA Commission with an approval Nr. KP.137 A Year 2001

on 04 May 2001. Unfortunately, to date the required area for the proposed

development is still inadequate. With reference to State Regulation Nr. 27

Year 1999 about Environmental Impact Assessment (EIA), the approval on

the EIA of Tanjung Perak Port Development is out of date since the

development was not yet realized within 3 (three) years‟ time as of the date of

the approval. Therefore, in order to execute Tanjung Perak Port Development

plan in Lamong Bay, it requires re-application for EIA approval from the

competent authorities.

The EIA covers studies in to what extent the impacts, both positive and

negative ones, that may arise from a business line and/or activities to the

environment The positive impacts are to be maximized, while the negative

ones are to be minimized I order to prevent decreased environment quality.

The application of this EIA is supposed to support sustainable eco-friendly

development.

1.2. Objectives and Benefits of Tanjung Perak Port Development in Lamong

Bay

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

Reducing operation density in Tanjung Perak Port, especially for container

loading and unloading and anticipating any possible over capacity;

Cutting down vessel queue for mooring in the port in case of stagnation

leading to negative impacts to port image in international forum;

Creating job opportunities during and post construction phases, i.e. :

sustainable port operations through economic activities;

The benefit generated from Tanjung Perak Port Development in Lamong Bay

is to support national development, specifically for smoothening port activities

undertaken by PT. (Persero) Pelabuhan Indonesia III. In addition, economic

sectors in areas surrounding Tanjung Perak Port are supposed to develop.



1.3. Jurisprudences

The EIA is prepared based on the prevailing jurisprudences and in consistent

with the plans of Tanjung Perak Port Development in Lamong Bay. The

jurisprudences related with the EIA are, inter alia :

Acts Considerations

Act Nr. 5 Year 1960 about Agrarian

Principles

Related with hypothetical significant

impact priority about apatial

utilization

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

Act Nr. 23 Year 1992 about Health Adopted as reference to

Environmental Impact Assessment in

View of Health Aspect


Local Government

Referring to the authorities of

provincial/city/regency government

in relation with activity plans


Spatial Arrangement.

Adopted as reference in determining

activity site

Act Nr. 27 Year 2007 about Coastal Area and

Small Island Management

Adopted as reference in managing

and observing coastal areas and

small islands


Maritime Affairs

Adopted as reference related with

seaport transportation management

and operations


Surface Traffic and Transportation

Adopted as reference related with

hypothetical transportation

significant impacts and road

damages due to mobolization and

operation activities


Environment Protection amd Management.

Adopted as reference in

environmental management for

activity planning

State Regulations Considerations

State Regulation Nr. 7 Year 1999 about

Spesies Burung Langka yang Dilindungi

Adoted as reference related with

hypothetica significant impact in

water bird habitat decrease


Hazardous and Poisonous Waste Treatment


hazardous and poisonous waste


Polution and/or Sea Destruction Control

Adopted as reference in controlling

seawater pollution control


Environmental Impact Assessment.

Adopted as basis in preparing

environmental impact assessment

State Regulation Nr. 41 Year 1999 about Air

Polution Control

Adopted as reference for controlling

air pollution


Water and Sea Transportation

Regulating transportation in port

waters



State Regulations Considerations

State Regulation Nr. 85 Year 1999 about :

Amendment to State Regulation Nr. 18 Year

1999 about Pollution and/or Sea Destruction

Control


hazardous and poisonous waste


Navigation Affairs

Adopted as reference in operational

activities

State Regulation Nr. 69 Year 2001 about Port Adopted as reference in operational

utilization of hazardous and

poisonous materials


Hahardous and Poisonous Materials

Adopted as reference in operational

activities

State Regulation Nr. 82 Year 2001 About

Water Quality Management and Water

Pollution Control

Adopted as reference in water

environment management and

observation


Shipping

Adopted as reference in operation

activities


Area Utilization


proper area utilization and

development


Divisions of Authorities among National

Government, Provincial Gvernment and

City/Regency Government

Determining authorities in

environmental management and

observation

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


National Spatial Planning

Adopted as reference in

determining proper area utilization

and development

Decision of President Considerations

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).


activities

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).


activities and environmental

management

Regulations of State Minister of Environment Considerations

Regulation of State Minister of Environment

Nr. 08 Year 2006 about Guides to

Environmental Impact Preparation

Adopted as reference in preparing

Environmental Impact Assessment



Regulations of State Minister of Environment Considerations


Nr. 11 Year 2006 about Business Plans

and/or Activities to be Provided with

Environmental Impact Assessmenmt.




Nr. 05 Year 2009 about Waste Management

in Port

Adopted as reference in hazardous

and poisonous waste handling

Regulations of Minister of Communication Considerations

Regulation of Minister of Communication Nr.

KM 4 Year 2005 about Prevention of Wate

Pollution from Vessels

Adopted as reference for pollution

prevention and environmental

observation

Regulation of Minister of Communication Nr.

7 Year 2005 about Shipping Navigation Aids


seawater transportation transportation

Regulation of Minister of Communication Nr

Km 14 Year 2006 about Surface Traffic

Engineering and Management

Adopted as reference in improving

transportation network performance

Decisions of Minister of Communication Considerations

Decision of Minister of Communication Nr.

KM 215 Year 1987 about Waste Storage

Provision and Vessel

Adopted as reference for pollution

prevention and environmental

observation


KM 286 Year 2002 about Mandatory Piloting

in Water Areas


seawater transportation transportation


KM 54 Year 2006 about Pelabuhan Tanjung

Perak Port Master Plan



Decisions of State Minister of Environment Considerations

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


Nr. 54/MENLH/10/1997 about Air Pollution

Index Standards.

Adopted as reference in analyzing

impact to air quality


Nr. 201 Year 2004 about Mangrove Damage

Criteria


degree of mangrove destruction.


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


Nr. 05 Year 2007 about Hazardous and

Poisonous Waste in Port

Adopted as legal reference in

managing hazardous and poisonous

waste in port activities



Decision of Minister of Environemnt and Head

of Environmental Impact Management Agency

Considerations

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



Agency Keputusan Nr. KEP.

299/11/Tahun1996 about Technical Guides to

Social Social Aspects in Preparing


Adopted as guides in preparing

environmental impact assessment in

term of social aspects



Agency Keputusan Nr. Kep.124/12/1997

about Guides to Review on Community

Health Aspect in Preparing Environmental

Impact Assessment.

Adopted as guides in reviewing

health aspects in environmental

impact assessment



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


East Java Provincial Regulations Considerations

East Java Provincial RegulationNr. 02 Year

2006 about East Java Provincial Spatial Plan

Adopted as reference in spatial

development

Surabaya City Regulation Nr. 3 Year 2007

about Surabaya City Spatial Plan

Adopted as reference in planning

main facility constructions in

Surabaya City

Surabaya City Regulations Considerations


about Disturbance Permit

Adopted as reference for legal

certainty to business operation permit


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.

Decision of Director General

of Surface Communication

Considerations

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



Decisions of Governor of East Java Province Considerations

Decision of Governor of East Java Province

Nr. 660.3/25781/025/1986 about

Environmental Impact Handling.

Adopted as reference in handling

pollution impact


Nr. 154/1994 about Business Line and/or

Activities to be Provided with Environmental

Impact Assessment

Regulation as basis for preparing



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


Nr. 61 Year 2006 about Space Utilization in

Regional Scale Dense Area in East Java

Province.

Adopted as reference in spatial

development

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.



G2

2.1. Identities of Initiator and Inevironmental Impact Statement Author

2.1.1. Initiator

Name : Director of Marketing and Business Development

PT. (Persero) Pelabuhan Indonesia III

Address : Jl. Perak Timur No. 610 – Surabaya (60165)

Telephone : (031) 3298631 though (031) 3298637

Person in Charge : Robert H. Sianipar

Initiator : PT. (Persero) Pelabuhan Indonesia III

2.1.2. Environmental Impact Statement Author

Name : PT. Konindo Timur Utama & PT. ITS Kemitraan - JO

Address : PT. Konindo Timur Utama

Jl. Perum YKP Rungkut Lor IIB-1 Surabaya (60293)

PT. ITS Kemitraan

Graha ITS Lt.2 Jl. Raya ITS Surabaya

Telephone : (031) 8710838



Person in Charge : Rahmat Yuli Artono

Address : PT. Konindo Timur Utama

Jl. Perum YKP Rungkut Lor II B-1 Surabaya (60293)

Table 2.1. Environmental Impact Statement Writing Team

Tanjung Perak Port Development in Lamong Bay

Nr WRITING

TEAM NAME QUALIFICATION

1

2

3

4

5

6

7

8

9

10

11

Leader

Team member

Team member

Team member

Team member

Team member

Team member

Team member

Team member

Team member

Team member

Ir. Anggrahini, M.Sc

Prof.Ir.Pinardi Koestalam, M.Sc

Ir. Waras Wibowo

Ir. Triyogi Suramto

Ir. Hanafi Pratomo

Ika Ristiyani Madyaningrum, S.Si

Drs. Hartono

Ir. Sri Sumestri, M.Sc

Ir. Mansur Muhammadi, M.Sc

Laksvira Indrayani

Ir. Suwarno

Certificate of EIA B

Transportation Expert

Hydrooceanography and

Sedimentation Expert

Hydrology Expert

Water Physical-Chemical

Quality Expert

Aquatic Biology Expert

Socio-Economic and Culture

Expert

Air Quality and Noise Expert

Geology and Mining Expert

Public Health Expert

Spatial Expert



2.2. Descriptions of Business Plans and/or Activities

General

The on-going processs and current preparation of detailed engineering design

(DED) for Tanjung Perak Port Development in Lamong Bay, the construction

plans are getting apparent. The revised activity plans will be decsribed in the

following sub-chapter that will be adopted for predicting impacts detailed in

the following chapter.

Descriptions of Activity Plans

The Tanjung Perak Port Development in Lamong Bay is exclusively for

construction container terminal and comprises constructions of causeway,

connecting bridge, container yard abd container freight station (CFS), office

building, gare truck parking lot, pedestrian, open green space, and pier and

trestle.

It does not require land acquisition and community resettlement especially for

the construction of access roads in Tambak Osowilangun Village. The whole

area required for this construction belongs to PT. Pelabuhan Indonesia III, and

it present the area has been reclamated as road.The construction activities have

been covered in the results of EIA reviewapproved by the Central EIA

Communication Commission, Number KP. 137A Year 2001. Accordingly the

construction of access roads is excluded from the operation activities of

container terminal in Tanjung Perak Port in Lamong Bay.

The comprehensive plans of Tanjung Perak Port Development in Lamong Bay

are represented in Figure 2.1. through Figure 2.3. and Table 2.2. The project

schedule is presented in Table 2.3.

The project schedule shows that the construction will proceed from 2010 until

early 2012. The project activity plans are presented in Table 2.2.



Tabel 2.1. Construction Activities in Tanjung Perak Port in Lamong Bay

Nr Descriptions Unit Volume

1 Causeway and connecting bridge works

a Causeway reclamation

Length m' 500

Width m' 140

Area m2 70,000

Reclamation Volume m3 173,000

b Connecting Bridge

Length m' 2,560

Width m' 18

Area m2 32,000

2 Shallow water reclamation works for container yard and

supporting facilities

Reclamation Volume m3 5,844,000

Container yard size, Area, 4 Blocks @ 96.750 m2 m

2 387,000

Terminal supporting facilities m2 113,000

3 Pier and trestle works

a Piers, sized 645m x 40m and 635m x 40m m2 51,200

b Trestle, 2 units sized 235m x 12m and 1 unit sized 235m x

9,5m m2 7,872.5

Source: Survey Investigation Design (SID), Construction of Container Terminal II in Lamong

Bay, Tanjung Perak Port, Surabaya,2008



Fig

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Connecting Bridge

2,560 m x 18 m

H

40' 50''

41' 15''

41' 40''

42' 05''

7° 1

1' 08.1

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112°

41' 10.4

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F

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G1

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112°

40' 56.2

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112°

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7° 1

1' 48.9

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112°

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112° 39' 10'' BT

7° 1

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9202000

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7° 1

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39' 47.7

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7° 1

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112°

39' 16.0

" BT

Figure 2.3. Layout of Container Terminal Development in Lamong Bay – Land Side

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

Port, Surabaya, 2008)

Causeway 500 m x 140 m

Connecting Bridge

2560 m x 18m

Jl. Raya Tambak Osowilangon

U



Table 2.2. Project Activity Plan - Tanjung Perak Port Development in

Lamong Bay

Nr Descriptions 2007 2008 2009 2010 2011 2012 2013

Project Preparation

1 Preparation of Survey, Investigation and Design (SID) and Environmental Impact Assessment

2 Project arragement and Licenses perijinan

Construction

1 Cuaseway and Connecting Bridge Construction Works

2 Shallow Water Reclamation and Container Yard Construction

3 Pier Structure and Trestle Construction

4 CFS, office Building, Gate Construction and Workshop etcs

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

Tanjung Perak Port, Surabaya, 2008

Project Implementation : Studied Pre-Construction Phase, Construction

Phase and Operation Phase

In the project implementation, generally there are activities predicted to brig

impacts during the planning, construction and operation of the project. The

activities can be classified into pre-construction activities, preconstruction

activities and operationactivities. Prior to the Environmental Impact

Assessment preparation, there had been public consultancies on 16 January

2008 (Asemrowo Sub-diustrict), 18 January 2008 (Benowo Sub-district), 21

January 2008 (Krembangan Sub-district) and publication in Republika

Newspaper on 15 December 2007.

The details of the activities in each of the phases are further described as

follows:

A. Pre-construction

Sosialization

The socialization of the project plans is supposed to expose the

project to the public and explain the environmental management

and observation measures to be taken in the line with the project

plan implementation. The socialization is addressed to the peopke

dwelling surrounding the project site and predicted to be impacted



by the activities. The socialization covers the whole project activity

plans for the container terminal development in Lamong Bay.

The socialization activities are arranged as follows :

1. Approaching the fisherman public figures or fisherman

societies;

2. Collecting the public complaints and expectations in relation

with the project activities and communicate them to the

management and relevant government authorities;

3. Holding regular meetings with the community, PT. Pelabuhan

Indonesia III and relevant local government

4. Socializing the project activities plans to the community and

fishermen concerning the activities possibly affecting their

activities (such as : reclamation, pier strcture construction, etc.)

The issues to be discussed in the socialization cover the following

topics :

1. Activity plans on area preparation, reclamation for constructing

road/causeway, transportation of material and equipment and

bridge structure;

2. Activities to manage the negative impacts predicted to arise

from the project;

3. Needs of labors during both construction and operation phases;

4. Notification about locations to be set free from fisherman

activities;

5. Compensation that may be grantable (For instance : public

facilities).

B. Construction Phase

Construction Preparation

Labor Mobilization and Demobilization : Local and Migrant

Labors

Labor mobilization 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.

Material and Equipment Mobilization and Demobilization

Material and equipment mobilization and demobilization for

preparing the construction of connecting bridge, pier structure and

trestle are highly potential to bring negative impacts to the traffic

on the roads accessed by the material and equipment transporting

trucks. The addition of heavy trucks operated for material and

equipment mobilization in the container terminal development in

Lamong Bay will be about 10 – 15 units of trucks per day. For

transporting the material and equipment to the project site, the

operated trucks will access the Toll Road and Jalan Tambak

Osowilangon until reaching the project site.

The works will adopt cast in situ construction method. The

reinforcing metal bards will be directly brought and set on site,

while the concrete mortar will be prepared by ready mix trucks.

The piles are made of steel . The materials for contructing the

connecting bridge , pier structure and trestle will be transported by

pontoon once a week.

Basecamp Construction.

The labors working and staying in the basecamp will be hired by

the project contractor. The basecamp is constructed on access road.

At present, it is close to Jalan Raya Tambak Osowilangon. The

basecamp is provided with public ashing, bathing and toilet

facilities.



Reclamation for Preparing Causeway Construction

The reclaimed area for constructing the causeway will be 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 + 173,000m3.

The cut of cross section of the causeway is presented in Figure 2.4.

Figure 2.4. Typical Cut of Cross Section of Causeway Source: Survey Investigation Design (SID) Container Terminal Development II in

Lamong Bay, Tanjung Perak Port, Surabaya, 2008

The causeway is constructed by reclaiming the shallow waters in an

average depth of + 0,0 m LWS and height up to 7 m. The quarry material

for the causeway construction is supplied by third parties that already

have environmental documents. One of the alternatives of supply of

quarry material is from the collected mud from the dredging of Shipping

Routes in West of Tanjung Perak Port (dredging for widening and

deepening the shipping routes). The quarry material criteria requires that

it contains 20% of mud (based on criteria in Surabaya Container

Terminal). The reclamation material is supplied from the quarry by

means of barge provided with suction unit and pipes to flow the material

to the location of the causeway as it is in shallow water area. Office

buildings and parking lots will be constructed on the causeway.

PVDPVD PVD PVD PVD PVD PVD

7.0 m HWL = +3,00 mLWS

+7,00 mLWS

± 0.00 mLWS

1:2

-25,00 mLWS- 25.00 mLWS

TIMBUNAN & SURCHARGE

(selected material)

± 0.00 mLWS

+2.00 mLWS

PHD

25m

Fill and surchage

(selected material)



Connecting Bridge Construction Works

The connecting bridge will be 2,560 m length and 12,5 m width. 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.

The typical of cut of cross section of the connecting bridge is presented

in Figure 2.5 and Figure 2.6. The connecting bridge is constructed for

the interests of the fisherman with + 5m clearance.

Figure 2.5. Cut of Girder Cross Section Source: Survey Investigation Design (SID) Container Terminal Development II in


18000

8000 8000

8 @ 2100 = 16800

2100

1200

3600

300



Figure 2.6. Cut of Pile Slab Cross Section Source: Survey Investigation Design (SID) Container Terminal Development II in


Shallow Water Reclamation for Container Yard Construction

The shallow water reclamation requires holistic planning as it is closely

related with detailed designs of each part of the structure. In general it

covers riprap construction and shallow water reclamation. The quarry

material is the mud collected from the dredging of shipping routes.

In general, the methods of shallow water reclamation are described as

follows :

Reclamation Material Transportation by Sea

In this activity, 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 during + 2 months for the

trnasportation processes. The quarry material for the causeway

construction is supplied by third parties that already have

environmental documents. One of the alternatives of supply of

quarry material is from the collected mud from the dredging of

Shipping Routes in West of Tanjung Perak Port (dredging for

widening and deepening the shipping routes). The quarry material

criteria requires that it contains 20% of mud (based on criteria in

18000

4 @ 3500 = 14000 2000 2000



Surabaya Container Terminal). The reclamation material is supplied

from the quarry by means of barge provided with suction unit and

pipes to flow the material to the location of the causeway as it is in

shallow water area.

Area Preparation and Compaction

It is a process of compaction of the reclamation in to an area ready

for constructions.

The works comprise :

a) Preparation Works

It covers the gains of licences required for the area to be

reclaimed, equipment mobilization, installation of signs and

border poles of the reclaimed shallow waters.

b) Geotextile Installation (made of synthetic materials for soil

strengthening). In order that the reclamation construction is

stable, it requires geotextile installation in layers. The thickness

of each layer is to conform with the needs.

c) Embankment Construction

The embankment is constructed with rocks supplied by third

parties. The volume of the rocks is + 25,000 m3 to be transported

by 10- 15 trucks per day each with loading capacity + 10 m3.

The trucks operated have to first pass emmission test. Next, the

rocks are arranged along the borders of shallo watersto be

reclaimed in order to prevent quarry material overflow out of the

set borders.

d) Soil Monitoring Instrument

It is required to monitor the reclamation volume, settlement and

sliding, especially during the process of embankment

construction. The instruments to be used for monitoring cover :

Settlement plate

Inclinometer

Piezomete



e) Shallow Water Reclamation Works

The reclamation is processed by pouring the quarry materials

into the reclaimed area steadily until it reches the expected

elevation. Next, the reclamation is leveled and compacted.

f) Vertical Drain and Horizontal Drain Installations

The vertical drain is for accelerating the draining. It is settled

on the ground by means of piling equipment provided with

special tools.In order to be able to accelerate the drain of water

of of the reclamation area, it requires horizontal dran (sand).

g) Compaction Works

The compaction requires vibrator rollers. The number of

required lanes depends on the permitted compaction

requirements.

Construction of Pier Structure and Trestle

The area of pier to be constructed is 51,200 m2 (645 m x 40 m and

635 m x 40 m) and the size of each of the 2 trestles to be constructed is

235 m x 12 m and the area of 1 trestle 1 is 235 m x 9,5 m. The typical

cuts of cross section of the piers and trestles are presented in Figure

2.7. and Figure 2.8. The piers are designed in such a way that the

depth of the waters along the pier side is 14 m LWS.Construction of

Pier Structure and Trestlecover the following activities:



Figure 2.7. Cut of Pier Cross Section

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


Figure 2.8. Cut of Trestle Cross Section





Pier Structure and Trestle Construction

The piers are constructed on pile foundation. The piles are planted

by means of pontoon on the sea (Figure 2.9.). Next, it is followed

with preparation of poer reinforcement and casting (on the top of

the structure to tie some piles), and preparation of girder

reinforcement and pier floor. Then, they are casted with ready mix

concrete. The casting in situ is predicted to decrease the seawater

quality due to concrete spills.

Figure 2.9. Pile Planting on Sea



Construction of Terminal Supporting Facilities

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

The constructionof terminal supporting facilities covers :

Container Yard Hardening

The typical hardened construction of the container yard is

presented in Figure 2.10.

Tiang Pancang

Darat Laut

Ponton Pancang

On Shore Off Shore

Pile Shore

Pontoon



Figure 2.10. Hardening Layers – Container Yard Zona



12 Gates

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

gate structure is presented in Figure 2.11.

Figure 2.1. Gate Front View



2.500 m2 CFS

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

frames.

FRONT VIEW



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

Figure 2.12 and Figure 2.13

Figure 2.12. CFS Left Side View



Figure 2.13. CFS Cross Section



9,141 m2

Chasis Parking Area (150 m x 100 m)

Chasis parking is provided for parking vehicles before they enter

the container yard. The typical hardened construction of the chasis

parking area is presented in Figure 2.14.

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°

Potongan A-ASkala 1:250

± 000

+ 700

+ 1266

667667 667667 667667

4000

300

- 120

APRON

360

300300300

15°

APRON ± 000

+ 517

600600

On Shore Side Apron

Left Side View

A-A Cut

Scale 1250

Scale 1250



Figure 2.14. Typical Hardened Construction of Parking Area

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

in Lamong Bay, Tanjung Perak Port, Surabaya, 2008

The construction of terminal facilities is predicted to mobilize heavy

duty equipment and materials by mens of 10-15 units of trucks per day.

The trucks operated have to pass emission tests.

C. Operation Phase

In general during the operation of container terminal in Tanjung Perak

Port Development in Lamong Bay, the activities cover :

Labor Recruitment

Specifically during the operation phase and due to loading and

unliading services and other related activities, the container

terminal existence will drive better economic activities around the

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

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

more diversified job opprtunities. In addition, the supporting

activities will also drive wider job opportunities. At present the

container loading and unloading services in Tanjung Perak Port are

supported by 50 – 100 companies, hiring about 1,600 labors

(including cleaning service sector) and 2,000 truck drivers.

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



Container Loading and Unloading

The operation of container terminal in Lamong Bay will entail

container loading and unloading activities.

In the loading and unloading activities, commonly the containers

are to first transit in the container yard before being transported to

vessels for loading operations or to trucks for unloading operations.

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).

Container Terminal Operation

The containerterminal operations cover the operations of container

yard, gates and other supporting facilities , such as : Container

Freight Station (CFS), office building, gate and truck parking lots.

Distribution of Containers

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.



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

straigtly 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 :

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)

Liquid Waste and Dangerous and Hazardous Waste

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). The RF

activities cover collection and storage of dangerous and hazardous

wastes, and waste treament facilities, such as oil separator, Waste

Water Treatment Plant (WWTP) and residual landfill (such as :

incenerator). The RF operation is not yet optimum as it has not yet

been legally protected by Sea and Coast Security Guard (KPLP) by

means of a regulation obliging each vessel to utilize the RF,

especially for handling used oil or dangerous and hazardous

wastes). The RF Operation Permit is presented in Annex 3.

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.



2.3. Alternatives Studied in Environmental Impact Statement

In this Environmental Impact Assessment, there is no alternatives of location

as the determination of location for the port development is based on the

results of previous studies, inter alia : Technical and Environmental Review

on Shipping Routes, Seminetation and Phase of Reclamation in Coastal

Area in Madura Strait Year 2000, by Public Service Center (LPM) of ITS in

collaboration with Marine Engineering Study Program of ITB, concluding that

Lamong Bay is one of the feasible alternatives for port development in Madura

Strait, in addition to port development in the estuary of South Mireng River,

Gresik. The results of the review concluded that in view of technical aspects

the area is simply fair, yet in view of environmental aspects it is feasible

todevelop.

The degree of importance, initial environmental condition and environmental

evaluation during the study are arranged as follows :

• Degree of Importance:

- Referring to Surabaya City Master Plan, the area is suitable for

industrial and warehousing purposes;

- The mangrove ecosystem conservation in Surabaya City is preferred to

be in the East part of Surabaya (Wonorejo area), exactly in the estuary

of Wonokromo River and its surrounding.

• Initial Environmental Condition:

- Most of the mangrove ecosystems are found in Gresik Regency and

Bangkalan Regency, especially in Manyar Sub-district, Bungah Sub-

district, Sedayu Sub-district, Ujung Pangkah Sub-district dan Kamal

Sub-district with percentage range 45%-60% (categorized good), while

in Surabaya City, the percentage is <40% (categorized bad-fair).

- The noise degree, seawater quality, space utilization, spatial plans,

coastal birds, runoff, salinity and coastal sediment are perceived fair.

• Environmental Evaluation :

- The environmental components mostly affected by the activities of port

development in Lamong Bay is the tranquility of social life.

- In addition, the air quality will be impacted by the project activities.

It is perceived to be feasible for development.



2.4. Relationship Between Business and/or Activity Plans and 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. As the second largest port in Indonesia, after Tanjung Priok

Port in Jakarta , it plays definitely strategic roles and function, i.e. : as a

support to smoothen the sea transportation trafficand driver of economic

growth, specifically in East Java Province, and generally in East Indonesia. In

addition, it also serves as a center for both international and domestic trading

activities and a transhipment port. The roles and function are obviously

dominant and mutually supporting.

Geographically, the position of East Java Province is relatively central to the

territory of Republic of Indonesia, where the second largest port in Indonesia

is located in. The port accommodate both import-export and inter-insular

trading activities. In view of economy, East Java Province plays important

roles in the Indonesian economy, as industries have been developing in the

province since 19th century. Accordingly, based on the concepts of Indonesian

National Transportation System, concerning hierachy of sea, air and surface

transportation networks comprising Facility Networks and Service Networks,

Tanjung Perak Ports is classified to be Main Port.

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

2.15.).



The transportation system connecting Tanjung Perak Port tp the hinterland

comprises some modes of transportation. It East Java Province and its

surrounding, it is dominated by trucks with arterial roads and toll road. The

existing toll road is Surabaya-Gempol Toll Road (43 km) and Surabaya-Gresik

Toll Road (21 km). Besides, there are railroads accessing the port, i.e.:

Sidotopo railroad passing Perak train station.

Figure 2.15. 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

(2003 through 2007) are as follows :

a. Vessel Visit. In average, the annual growth rate decreased in units by 0.08%

and in Gross Tonnage (GT) by 2.51%.

b. Cargo Traffic. In average, the annual growth rate decreased in cargo traffic

in Ton/m3 by 2.24%, however in term of unit it increased by 15.23%.

c. Container Traffic. In average, the annual growth rate increased in box unit

by 7.32% and TEUs by 6.84%.

d. Passenger Traffic. In average, the growth rate of passenger traffic decreased

by 0.85% per tahun.

Table 2.3. Vessel Visit, Cargo Traffic, and Passenger Traffic

Year 2003-2007

Growth

NR. DESCRIPTION UNIT 2003 2004 2005 2006 2007 Average

( % )

1. Vessel Visit Unit 15,624 16,547 14,915 15,467 15,459 -0.08

GT 65,183,411 65,058,717 60,590,286 60,005,935 58,785,543 -2.51

2, Cargo Traffic Ton/ m3 12,122,736 11,436,695 10,650,986 10,940,693 11,034,644 -2.24

Unit 0 0 31,101 23,385 43,435 15.23

3, Container Traffic Box 1,269,464 1,413,643 1,453,336 1,513,617 1,679,813 7.32

TEUs 1,574,998 1,732,930 1,784,148 1,851,847 2,047,460 6.84

4, Passenger Traffic Persons 1,143,746 987,384 1,029,974 862,819 1,054,355 -0.85

Source : Urgent Plan for Tanjung Perak Port Development

Referring to the aforementioned Table, it shows that the highest container

traffic growth rate was 11.36 % per year in year 2003-2004 in Boxes. At

present, the vessel visit to Tanjung Perak Port accesses the same shipping

routes as the ones accessed to container terminal in Lamong Bay. The

operation of container terminal in Lamong Bay will decrease the voyage safety

in the shipping routes in Tanjung Perak Port.

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, tit is notyeat

clear when such plan will be realized. (See Figure 2.16). 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 to

establish 2 (two) artificial islands, each with a total area of 116 Ha and 84 Ha

(See Sitemap in Figure 2.16).

The locations of the reclamation area are in two administrative territory of

Regency Government og Gresik (116 Ha) and City Government of Surabaya

(84 Ha). The project will possibly increase the surface elevation of backwater

in the estuary of Lamong River due to 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. The location of Suramadu Bridge is presented in Figure 2.17.

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.

Indonesian Navy Arsenal in Batu Poron - Madura

In Batu Poron, Bangkalan, Madura, there is an Indonesian Navy Arsenal. The

project will not affect the arsenal as its location is relatively remote from the

project site.



Figure 2.18. Location of Suramadu Bridge in East of Tanjung Perak Port

Source : Detailed Engineering Design of Suramadu Access from Surabaya Side and Madura Side

Batas TapakN

Scale 0 1 2 km



3.1. General

This sub-chapter contains brief descriptions about the environment in the

planned site of business and/or activities. The environmental descriptions

details the data relevant or related to the possible impacts due to the business

and/or activity plans. The descriptions are based on secondary data and results

of direct field measuremet (Year 2008).

The reviews on the environmental descriptions are elaborated in terms of some

environmental perspectives: geophysical-chemical components, hydrology and

hydro-oceanography, biology socio-economic and cultural aspects, public

health and transportation.

3.2. Geo-Physical and Chemical Components

3.2.1. Climatic Aspects

The condition of climates in Lamong Bay and its surroundingcan be identified

with referece to the measurement data collected in Tanjung Perak Port.The

measurements cover rainfall, temperature, humidity, wind direction and wind

speed as well as sunlight. The climatic conditions and measurement data in

Tanjung Perak Meteorology Station 1 Surabaya during the last 10 years are

presented in graphs in Figure 3.1 though Figure 3.2.



a. Rainfall

The heaviest monthly rainfall during the last 10 years was 605 mm in

January 1999. The heavy rains usually fall in November through January.

Figure 3.1. Monthly Rainfall During 1998-2007

Source : Tanjung Perak Meteorology Station I Surabaya

The graph shows that the heavy rains fall during the wet season from

November through April. The dry season takes place from May through

October.

b. Temperature

The monthly average temperature during 1998-2007 in the studied area,

in Surabaya City , is presented in Figure 3.2.

0

100

200

300

400

500

600

700C

ura

h H

uja

n (

mm

)

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007Janu

ary

Feb

ruar

y

Mar

ch

Apr

il

May

June

July

Aug

ust

Sep

tem

be

r

Oct

ober

Nov

embe

r

Dec

embe

r

Ra

infa

ll (m

m)



Figure 3.2. Monthly Average Temperature during 1998-2007


The monthly average highest temperature was in November 2006, i.e.

30.6oC, while the monthly average lowest one was in January 2001,

i.e.: 26.9oC.

c. Wind Speed and Direction

The wind speed and directions as observed by Tanjung Perak

Meteorology Station I Surabaya during 1998 – 2007 are presented in

Table 3.1.

Table 3.1. Wind Speed and Directions as Observed by Tanjung Perak

Meteorology Station I during 1998 – 2007

1998 1999 2000 2001

MOST WIND MAX. WIND MOST WIND MAX. WIND MOST WIND MAX. WIND MOST WIND MAX. WIND

DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD

W 4 S 20 W 4 W 4 W 5 NW 20 W 5 NW 20

W 3 NW 13 W 3 W 3 W 6 W 17 W 6 NW 17

E 3 E 24 E 3 E 3 W 5 W 30 W 5 NW 30

E 4 E 16 E 4 E 4 W 4 S 20 W 4 S 20

E 5 E 20 E 5 E 5 E 4 S 15 E 4 S 15

E 4 E 20 E 4 E 4 E 4 E 20 E 4 E 20

E 5 NE 18 E 5 E 5 E 5 E 22 E 5 E 22

E 6 E 20 E 6 E 6 E 6 E 22 E 6 E 22

E 6 E 20 E 6 E 6 E 7 E 22 E 7 E 22

E 4 E 20 E 4 E 4 E 3 SE 20 E 3 SE 20

W 5 NW 18 W 5 W 5 W 4 NW 20 W 4 NW 20

W 5 NW 24 W 5 W 5 W 6 W 24 W 6 NW 24

25

26

27

28

29

30

31

Suh

u (

oC

)

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

Janu

ary

Feb

ruar

y

Mar

ch

Apr

il

May

June

July

Aug

ust

Sep

tem

ber

Oct

ober

Nov

embe

r

Dec

embe

r

Te

mpe

ratu

re (

ºC)



Table 3.1. Cont.

2002 2003 2004

MOST WIND MAX. WIND MOST WIND MAX. WIND MOST WIND MAX. WIND

DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD

W 4 W 18 W 4 NW 25 W 5 W 21

W 6 W 30 W 6 NW 37 W 6 NW 20

E 4 NE 20 E 4 NW 30 W 5 W 40

E 5 NE 16 E 4 E 22 E 6 E 16

E 5 NE 18 E 4 SE 22 E 4 W 20

E 6 NE 20 E 5 E 24 E 5 U 20

E 6 NE 19 E 5 E 18 E 5 E 23

E 6 NE 20 E 6 E 20 E 6 E 22

E 6 NE 20 E 7 E 20 E 6 E 22

E 6 NE 20 E 5 E 16 E 6 NE 20

E 5 NE 24 E 4 E 20 E 5 S 20

W 4 U 38 W 7 NW 26 W 5 U 40

Table 3.1. Cont.

2005 2006 2007

MOST WIND MAX. WIND MOST WIND MAX. WIND MOST WIND MAX. WIND

DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD DIR SPD

SW 5 S 26 SW 6 W 26 W 5 E 24

SW 5 W 22 SW 5 E 30 W 5 E 20

SW 5 W 28 SW 5 W 28 W 6 W 25

NE 5 E 22 SW 5 W 28 E 5 E 16

NE 6 E 20 E 5 E 18 E 6 SE 24

NE 5 E 20 E 5 E 18 E 7 E 16

NE 5 E 20 E 5 SE 18 E 7 NW 34

NE 7 E 20 E 8 E 20 E 7 S 30

NE 6 E 18 E 6 E 20 E 6 SE 30

NE 5 E 20 E 7 E 20 E 6 SE 24

NE 5 W 24 E 6 E 20 W 4 E 25

SW 4 S 32 W 5 W 20 W 5 W 24




With reference to the aforementioned data, it shows that the wind direction is

dominantly W-E, with averge maximum speed of 20 knot and average speed 5

knot.

3.2.2. Air Quality and Noise

Air Quality

To identify the ambient air quality in the project site, the contents of gases,

such as Carbon Monoxide (CO), Nitrogen Oxide (Nox), Sulphur Dioxide

(SO2), and solid particles (dust) are measured. The gases are measured interms

of : air temperature, relative humidity. Wind speed, and wind direction. The

primary measurements are undertaken and analyzed by East Java Province

Company Hygiene and Occupational Health Center. The air quality and noise

measurements were conducted on 19 February 2008 in 5 (five) observation

points surrounding the studied area as presented in Figure 3.3. The climatic

conditions during the measurements are presented in Table. 3.2. and the

results of ambient airquality measurement are presented in Table 3.3.

Table 3.2. Climatic Condition 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 3.3. Results of Ambient Air Quality Measurement

*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

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

**



Source: DIGITAL INDONESIAN MAP YEAR 1999 BATHYMETRI MUARA KALI LAMONG TAHUN 2008

1 0 1 2k

m

SKALA

U

TA R

A

14’3

0”

14’0

0”

9200

13’3

0”

13’0

0”

12’3

0”

12’0

0”

11’3

0”

11’0

0”

9205

10’3

0”

10’0

0”

09’3

0”

09’0

0”

08’3

0”

9210

08

’00”

06

932

67

mT

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

Balongsa

ri 1 km

41’00”

41’30”

42’00”

42’30”

43’00” 0690

43’30”

0693

214

mT

Remarks : Air and Noise Sampling in 5 Points

-1 -

0,8 -

0,2

-0,6

10

Figure 3.3 Air Quality and Noise Survey Locations



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.

Noise

The noise sampling points and number of samples are the same as the ones for

measuring air quality measurement (See results in Table 3.4.).

Table 3.4. Results of Noise Measurement

Nr Location Noise Intensity

(dB.A)

1 Container Terminal Gate 71.2

2 Demak Junction, Jl. Gresik 75.7

3 Romokalisari Crossroad 78.4

4 Tambak Osowilangun 74.2

5 Margomulyo Junction 75.8

Quality Standards * 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

Referring to the data presented in Table 3.4., it shows that the noise in the

locations of measurements is high. In general, the mobile activities of human

beings and goods by means of automotive vehicles cause such high noise.

3.2.1. Seawater Quality

The survey on seawater quality is undertaken in Lamong Bay and surrounding

the project site. The survey points are presented in Figure 3.4. The results of

the seawater quality analysis in the project site and its surrounding area

presented in Table 3.5.



U

TA R

A

Source : DIGITAL INDONESIAN MAP YEAR 1999 HASIL PENGUKURAN BATHYMETRI MUARA KALI LAMONG TAHUN 2008

1 0 1 2k

m

SKALA

14’3

0”

14’0

0”

9200

13’3

0”

13’0

0”

12’3

0”

12’0

0”

11’3

0”

11’0

0”

9205

10’3

0”

10’0

0”

09’3

0”

09’0

0”

08’3

0”

9210

08

’00”

06

932

67

mT

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

Balongsa

ri 1 km

41’00”

41’30”

42’00”

42’30”

43’00” 0690

43’30”

0693

214

m

T

Remarks : Location of Sediment Sampling Dasar dan Layang

: Location of Seawater Quality Sampling

-1 -

0,8 -

0,2

-0,6

10

Figure 3.4 Locations of Sediments Floating and on Bed and Sewater

Quality Sampling

1

2

3 4 10

5

6

9

8

7



Table 3.5. Seawater Quality in Studied Area

Table 3.5. Cont.

SURVEY

LOCATIONS DESCRIPTIONS

1 Estuary of Lamong River

2 Estuary of Sememi River

3 Estuary of Branjangan River

4 Estuary of Greges River

5 Estuary of Krembangan River

6 Sea, Close toTrestle, Tanjung Perak

7 Sea, Close to Connecting Bridge

8 Sea, Close to Container Yard

9 Sea, Close to Container Yard

10 Estuary of Kalianak River

PARAMETER UNITDetection

Limit

RESULT

LOCATION - 1

RESULT

LOCATION - 2

RESULT

LOCATION - 3

RESULT

LOCATION - 4

RESULT

LOCATION - 5

Physical :

Clarity **) m 0.1 NA NA NA NA NA

Odour - - Odorless Odorless Odorless Odorless Odorless

Total Suspended Solid mg/l 1 83.0 17.0 20.0 14.0 13.0

Rubbish **) - - ) Nihil ) Nihil ) Nihil ) Nihil ) Nihil

Temperatur **) C 0.1 ) 27.3 ) 27.4 ) 27.3 ) 27.3 ) 27.3

Oil Layer **) - - ) Nihil ) Nihil ) Nihil ) Nihil ) Nihil

Chemical :

pH **) - 0.01 ) 7.75 ) 7.69 ) 7.86 ) 8.23 ) 8.23

Salinity as NaCl ‰ 0.1 29.4 28.5 26.4 27.4 27.8

Total Ammoniac (NH3-N) mg/l 0.01 nd nd nd nd nd

Sulfide (H2S) mg/l 0.01 nd nd nd nd nd

Total Hidrocarbon mg/l - NA NA NA NA NA

Total Phenolic Compound mg/l 0.001 nd nd nd nd nd

Total PCB (Polychlor Bifenyl) mg/l 0.001 nd nd nd nd nd

Surfactans Anionic as MBAS mg/l 0.03 nd nd nd nd nd

Oil and Grease mg/l 0.2 nd nd nd nd nd

TBT (TributylTin) mg Sn/L - NA NA NA NA NA

Dissolved Metals :

Mercury (Hg) mg/l 0.001 nd nd nd nd nd

Cadmium (Cd) mg/l 0.004 nd nd nd nd nd

Copper (Cu) mg/l 0.004 nd nd nd nd nd

Lead (Pb) mg/l 0.007 nd nd nd nd nd

Zinc (Zn) mg/l 0.01 nd nd nd nd nd

Biology :

Total Coliform MPN/100 ml 2 9 240 900 240 nd

PARAMETERRESULT

LOCATION - 6

RESULT

LOCATION - 7

RESULT

LOCATION - 8

RESULT

LOCATION - 9

RESULT

LOCATION - 10

QUALITY

STANDARD *)Test Method

Physical :

Clarity **) NA NA NA NA NA > 3 Visual

Odour Odorless Odorless Odorless Odorless Odorless Odorless 2105-B #)

Total Suspended Solid 25.0 11.0 10.0 17.0 24.0 80 2540-D

Rubbish **) ) Nihil ) Nihil ) Nihil ) Nihil ) Nihil Nihil Visual

Temperatur **) ) 27.3 ) 27.3 ) 27.2 ) 27.2 ) 27.3 Natural 2550-B

Oil Layer **) ) Nihil ) Nihil ) Nihil ) Nihil ) Nihil Nihil Visual

Chemical :

pH **) ) 7.87 ) 8.05 ) 7.98 ) 8.08 ) 8.31 6.5 - 8.5 4500-H+-B #)

Salinity as NaCl 28.5 32.2 32.1 31.9 25.5 Natural 2520-B #)

Total Ammoniac (NH3-N) nd nd nd nd nd 0.3 4500-NH3-F #)

Sulfide (H2S) nd nd nd nd nd 0.03 4500-S2-B #)

Total Hidrocarbon NA NA NA NA NA 1 -

Total Phenolic Compound nd nd nd nd nd 0.002 5530-C #)

Total PCB (Polychlor Bifenyl) nd nd nd nd nd 0.01 US EPA 608

Surfactans Anionic as MBAS nd nd nd nd nd 1 5540-C #)

Oil and Grease nd nd nd nd nd 5 5520-B #)

TBT (TributylTin) NA NA NA NA NA 0.01 -

Dissolved Metals :

Mercury (Hg) nd nd nd nd nd 0.003 3114-C #)

Cadmium (Cd) nd nd nd nd nd 0.01 3111-B #)

Copper (Cu) nd nd nd nd nd 0.05 3111-B #)

Lead (Pb) nd nd nd nd nd 0.05 3111-B #)

Zinc (Zn) nd nd nd nd nd 0.1 3111-B #)

Biology :

Total Coliform 6 nd nd nd 9 1000 SM, 20 Ed, 1998

*) Kep. MNLH No. 51/2004, Standard Quality of Sea Water for The Marine Port (Attachment I)

**) Should be measured on site

) Results on Laboratory

NA = Not Application

nd = Not detected

Analysis of PCB carried out by Sucofindo Cibitung Laboratory

#) Standard Methods 21th Edition 2005 Mod. 212/36.30/000104/05/2008/0001045051Rtn/Upt

Source : Seawater Quality Survey , Juni 2008



Based on the data presented in Table 3.5., it is found that, when compared to

the standards set forth in Decisison of Minister of Environment Nr. 51/2004,

the seawater quality is described as follows :

The seawater physical quality based on the result of measurement on

parameter of suspended solid, there is 1 location the quality of whicj

exceeds the standard quality, i.e. : waters in Lamong River (Location Nr.

1).

The seawater chemical quality measured in 10 measurement locations I

sin general satisfy the seawater quality standards in port area. Seaa

locations in Figure 3.4.

Referring to the aforementioned descriptions, it is conclusive that the

seawater in the studied area and its surrounding satisfy the quality standards

for port area.

The quite number of suspended solid in the studied area , especially the one

in Location 1 or in front of the estuary of Lamong River is due to the

sediment in Lamong River. It contains mud drawn by the river water and

accumulated in the estuary.

3.2.2. 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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3.3. Hydrology and Hydro-oceanography Components

3.3.1. Hydrology Aspects

Watershed

In the studied area there are rivers draining into Lamong Bay. They are

Lamong River, Krembangan River, Anak River, Greges River, Branjangan

River and Sememi River. They mainly serve as area drainages. The river

waterflows originate from the surrounding areas and household liquid wastes.

These rivers drain into Gunungsari Drainage System as they are connected to

Gunungsari Primary Drainage. Gunungsari Primary Drainage used to be

irrigation network that changed into drainage due to the change of drainage

areas in the farms into dwelling and industrial areas.

The characteristics of the small rivers resemble the ones of Lamong River.

Accordingly, the results of analysis on Lamong River apply to those small

rivers.

The initial descriptions of the rivers and watersheds are as follows :

a. Lamong River

Lamong River watershed is in the administrative territories of Surabaya

City, Resik Regency and Lamongan Regency. The water spring of

Lamong River is is Kendeng Mountain located in Lamongan Regency,

while its upstream through downstream serve as the borders between

Surabaya City and Gresik Regency.

The area of Lamong River watershed is 714.46 km2, with 7 tributaries.

The upstream area comprises teak forests, settlement area, and dry farms.

In the middle it is occupied for settlement area and dry farms. The

downstream area is occupied for settlement area, fishponds and industrial

area along the river banks.

The length of Lamong River is ± 83.70 km. The meanders are located in

Jono Village, Cerme Sub-district. The water width of the river channels

in the measured area (from the estuary through ± 20 km towards

upstream) greatly vary. In the upstream, it is ± 20 m with flood plain

depth ± 5m. In the middle, it is ± 70 m with flood plain depth ± 2,50 m.



In the downstream, it is less wide, i.e. : ± 60 m, with flood plain depth

2,50 m.

The main problems are Lamong River are flood and sedimentation, as it

is the final drainage to some parts of Gresik Regency, Lamongan

Regency and the areas surrounding the river. 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

mand puddled ± 600 Ha farm and settlement area as presented in Figure

3.6.



Figure 3.6. 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

As basis for hydrology and hydro-oceanography analysis, the Lamong

River watershed is reviewed in terms of 6 sub-watershed as follows :

1. Jublang River Sub-Watershed

It is located in highland with watershed area of DAS 226 km² and

river length of about 39 km. In the upstream, there are many bushes

and tall and coarse grass growing on the river banks and serving as

rural drainage networks.

2. Gondang River Sub-Watershed

Gondang River is a tributary to Lamong River in the upstream with

watershed area of 17 km² and river length of 9 km. The river bed

width is averagely 18 m and the river channel is stright and relatively

low embankments.

In downstream, about 450m from the estuary, there is a side weir

station that still functions at the present date. It drain flood water

frequently flows into Mergayu Village. Unfortunately, the station is



mainly damaged, especially in the left side of the spillway top point

and downstream left wing.

3. Cermenlerek River Sub-Watershed

Cermenlerek River is located in Cermenlerek Village and Beton

Village. Its length is 8 km and the watershed area is 56 km². During

the wet season, the water flow rate is pretty high, while during dry

season, it is relatively zero. The right and left embankments of the

river is quite tall, about 3.0 m from the river bed. However, it does

not mean that the Cermenlerek River is always capable of storing the

flow rate of the water. In the downstream, about 250 m from the,

there is a 2 x 1,25 x 3,0 m water gate that, at present, still function to

drain the annual waterfow.

4. Menganti River Sub-Watershed

Menganti River Sub-Watershed is located in Bringkang Village and

Menganti Village, Menganti Sub-district with an area of 39 km² and

length of 10.5 km. It is meandering with average width of 20.00 m.

The right and left riverbanks are relatively low and incapable of

storing the annual water flows.

5. Iker-Iker River Sub-Watershed

Menganti River is a tributary of Lamong River and located in left

junction between Morowudi Village and Iker-Iker Geger Village,

Cerme Sub-district with watershed area of 39 km² and lenth of 10.5

km. The right and left riverbanks are relatively low and incapable of

storing the annual water flows.

6. Lamong Rubber Dam Sub-Watershed I

Lamong Rubber Dam Sub-Watershed I spread out in Lamong River

upstream with 7,700 m length from the estuary in Kedanyang

Village. The width of the rubber dam is 35.90 m with 3.00 m. height.

At present the rubber dam is not in operation to supply plain water

need in the upstream. Therefore it is flatten.



Figure 3.7. Distribution of Lamong River Watershed


The river analysis based on the results of Study on Detailed Design and

Environmental Impact Assessm,ent for Lamong River in Gresik

Regency, Year 2005, as the it is based on the Lamong River flood

control and devlopment. The results of the analysis on the rain from 6

rain monitoring stations in Lamong River Sub-Watershed, the rain fall

volume in each of the Lamong River Sub-Watershed are presented in

Table 3.6. as follows :

Table 3.6. : Analysis of Planned Rainfalls in Various Recurrent

Period in River Crossing Points

Recurrent

Period

(Year)

Planned Rainfall Monitoring Points

-1- -2- -3- -4- -5- -6-

1.1 27 40 73 46 40 68

2 54 65 96 77 66 86

5 78 88 118 106 89 103

10 95 104 132 125 105 114

20 110 119 146 143 119 124

50 130 138 163 167 139 138

100 146 152 177 185 153 148

Remarks :

-1- Lamong River-Jablang River Crossing Downstrem

-2- Lamong River-Gondang River Crossing Downstrem

-3- Lamong River-Cermenlerek River Crossing Downstrem

-4- Lamong River-Menganti River Crossing Downstrem

-5- Iker-Iker River Estuary

-6- Lamong River RubberDam I

Remarks :

Big River

Small River Sub-district

Border



The results of analysis on the planned rainfall volume in various

recurrent periods in each set point are presented in Table 3.7. as

follows.

Table 3.7. Planned Rainfall Volume (m3/det) – Lamong River

Sub-Watershed in Various Recurrent Year

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

in Gresik Regency, Year 2005

The measurable monthly average river flow rates in Boboh Station

(Location of AWLR in Lamong River) are presented in the seperti

pada Table 3.8. as follows :

Table 3.8. Monthly Average River Flow Rates in Lamong River (m³/det)

Boboh Station

(A = 566 km²)

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

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


Lamong River is used for various purposes. In the upstream, where it is

not affected by salty water intrusion, the river water is exploited for

agricultural purposes, while in the downstream the water is exploited

for brackish water fishponds. The getting larger farms reduces the

forest area. The change of area utilization as forests into farms drives

greater erosion in areas drifting to the river. It, in turn, increases

concentration of sediment drawn into the river and accumulate in the

estuary or downstream. The sedimentation leads to shallowing in the

river channels and estuary. Therefore, during low tide, the fishermen

cannot sail to all parts of the river or estuary, rather than relatively

deep channels.

Calculation Method

Monitoring Point Q2 Q5 Q10 Q2

Lamong R.-Jablang R. Crossing Downstream 77 175 244 85

Lamong R.-Gondang R. Crossing Downstream 120 215 282 122

Lamong R.-Cermenlerek R. Crossing Downstream 136 237 308 120

Lamong R.-Menganti R. Crossing Downstream 149 261 339 132

Iker - Iker Estuary 125 224 293 115

Lamong R. Rubber Dam I 372 594 747 231

(m3/det)

HSS Nakayasu HEC - 1



The area utilized for fishponds in the Lamong River watershed is

relativelt large. Although, there have been conversions of findponds

into industrial estates, the number of inlets of fishponds up to Jono

Village are still significant

The seawater flows (backwater) drain salty water into the river surface

and make the river water brackish and contain higher salinity

compared to the one from fresh water draining into the Lamong River

watershed. The local people use the salty water to fill their fishponds

to breed fish and shrimps and produce salts.

Lamong River is also used as a traffic facility among the fishermen

residing in Pojok Village, Tenapes Village and Jono Village.

The data of the cross section of the river resulted from the previous

study, from the estuary through 20 km towards the upstream are

presented below.

Figure 3.8. Some Cross Sections of Lamong River

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

Regency, Year 2005



A. Measurement of River Waterflow Speed

The locations of measurement and sampling points in Lamong River are

shown in thi figure below.

Figure 3.9. The locations of measurement and sampling points in Lamong River

The results measurement of river water flow speed in Lamong River are

presented in Table 3.9.

Table 3.9. Results of Measurement of Average Riverwater Flow Speed

in Lamong River

Nr Coordinate Waer Depth

(m)

Average Speed

(m/dt)

Flow Direction X Y

1 0684297 9204430 1.10 0.53 Downstream

2 0683895 9204006 2.20 0.46 Downstream

3 0683177 9204546 2.20 0.35 Downstream

4 0681884 9204350 1.90 0.21 Downstream

5 0680923 9204588 1.70 0.42 Downstream

6 0680073 9204372 1.70 0.33 Downstream

7 0679382 9204036 2.25 0.29 Downstream

8 0678716 9203534 2.80 0.35 Downstream

9 0678290 9203202 3.00 0.46 Downstream

10 0677937 9203722 2.65 0.50 Downstream

11 0677639 9203586 1.70 0.46 Downstream

12 0677601 9203578 2.25 0.21 Downstream

B. Analysis of Floating Sediment

The results of analysis on floating sediment in each sampling point are

presented in Table 3.10. below.

0,0 0,5 1,0 1,5 2,0 km



Table 3.10. Sediment Concentration Based on results of analysis

on floating sediment in Lamong River

Sampling STA Nr 1 Nr 2 Nr 3 Nr 4 Nr 5 Nr 6

Weight of Gross (gram) 578 588 591 580 593 602

Sediment Tare (gram) 24 22 22 21 22 22

Net (gram) 554 566 569 559 571 580

Container Nr.

Weight of Gross (gram) 1.6778 1.668 1.6755 1.6852 1.6631 1.6648

Sediment Tare (gram) 1.4933 1.4757 1.4645 1.4745 1.4834 1.4736

Net (gram) 0.1845 0.1923 0.211 0.2107 0.1797 0.1912

Net (gram) 0.1845 01923 0.211 0.2107 0.1797 0.1912

Concentration (mg/lt) 319 327 357 363 303 318

Sampling STA Nr 7 Nr 8 No.9 No.10 No.11 No.12

Weight of Gross (gram) 600 598 588 588 594 580

Sediment Tare (gram) 22 21 22 21 21 22

Net (gram) 578 577 566 567 573 558

Container Nr.

Weight of Gross (gram) 1.6811 1.6654 1.6411 1.6418 1.6321 1.6439

Sediment Tare (gram) 1.4942 1.4995 1.4898 1.4912 1.4819 1.4985

Net (gram) 0.1869 0.1659 0.1513 0.1506 0.1502 0.1454

0.1869 0.1659 0.1513 0.1506 0.1502 0.1454

Concentration (mg/lt) 312 277 257 256 253 251

C. Results of Analysis on Bed Sediment

The results of analysis on bed sediment are presented in Table 3.11. below.

Table 3.11. Results of Analysis on Bed Sediment

Remarks Sampling Point Number

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

Grain Diamater

D90 (mm) 0.14 0.35 0.2 16 3.9 0.12 0.3 0.17 0.075 0.12 2.3 0.12

D60 (mm) 0.04 0.048 0.048 0.25 0.71 0.057 0.065 0.045 0.03 0.029 0.32 0.032

D50 (mm) 0.022 0.02 0.02 0.12 0.25 0.04 0.037 0.023 0.0095 0.01 0.1 0.013

Desciption of Soils

Gravel (%) 0.00 0.00 0.00 3.00 11.00 0.00 0.00 0.00 0.00 0.00 5.00 0.00

Sand (%) 18.00 26.00 24.00 57.00 46.00 14.00 31.00 21.00 10.00 15.00 50.00 16.00

Silt (%) 50.00 39.00 41.00 40.00 33.00 62.00 45.00 46.00 48.00 49.00 45.00 49.00

Clay (%) 32.00 35.00 35.00 0.00 0.00 24.00 24.00 33.00 42.00 36.00 0.00 35.00

GS 2.6752 2.6675 2.6715 2.6886 2.6832 2.6368 2.6558 2.6834 2.6905 2.6753 2.6642 2.6472

D. Results of Analysis on Salinity, TDS and Water Conductivity in Lamong River

The Results of Analysis on Salinity, TDS and Water Conductivity in Lamong

River from the estuary (point 1) through the rubber dam (point 12) are

presented in Figure 3.10. below.



Figure 3.10. Distribution of Salinity, TDS and Conductivity in Lamong

River from the Estuary through Rubber Dam Source : Study on Detailed Design and Environmental Impact Assessm,ent for Lamong River in Gresik

Regency, Year 2005

b. Sememi River

Sememi River is the South of Lamong River. The main function of this

river is to serve as drainage for the surrounding areas. The water flow in

this river is influenced by the tide. In addition, the river also

accommodates the boat traffic. The upstream area comprises farms. In

the middle it is occupied for settlement area and dry farms. The

downstream area is occupied for fishponds and salt ponds. In the future,

the watershed area downstream will be ossuied for industrial and

warehousing businesses. Along Surabaya-Gresik Highway, there are

fisherman settlement areas along the riverbanks.

The water in the upstream of Sememi River is from Gunungsari Primary

Drainage, Babat Jerawat Drainage and South Sememi Drainage. The

flood in Sememi River watershed is found along Gunungsari Primary

Drainage running into Sememi River and surrounding Sememi River

section that is non-embanked. Gunungsari primary drainage with width

about 3 m is not yet strengthened with riprap. Besides, its elevation is

Salinity, TDS and Conductivity Graphs

Sample Numbes

Sa

lin

ity,

TD

S a

nd

Co

nd

ucti

vit

y



relatively shallow and its riverbanks are pretty low. In case of heavy

rains, such a condition always leads to water overflows

The worse is that, some residents in the South of Gunungarai Primary

Drainage, has holed the dams in the North to lower the floodwater

surface. Consequently, Jalan Raya Benowo is puddled longer and and

bear traffic congestion.

The channels in Babat Jerawat drainage with its upstream in Gresik

Regency are mostly natural. Only the ones found in real estate area are

embanked. The channels of Sememi River in the south area still natural.

c. Kali Branjangan (Kandangan)

In Surabaya City drainage networks, Branjangan River is called

Kandangan River.The chargacteristics and functions of this river are

similar to the ones of Sememi River. The upstream is located in

Kandangan Village, Benowo Sub-district. The area utilization is

indifferent from the ones of Sememi River, where fishponds spread

wide, although a few settlement areas are found (in the middle of the

area) and industries in some places. The waterflow in the dry season is

fully backwater during high tide.

Kandangan River is also a rainwater drainage for the surrounding area

and partly drains waterflow from Gunungsari drainage into the sea. Part

of the wter width of the river is covered with accumulated sediment.

Besides, a few narrowings on the water width of the river are found due

to bridge constructions, railways and aslant plumbing installations under

bridges.

The channel is still natural and not yet riprapped. The secondary

channels flowing into this river are :

- Made channel – It is stall a natural channel.

- Larangan channel - Partly, it is a natural channel, only a samll part is

riprapped

- Sambi Kerep channel – Most part has been riprapped with relatively

major sedimentation on the bed.



- Citra Raya and Citra Raya Timur secondary channel – It is fully

walled and riprapped and its dimension is widened by the real estate

developer.

The foolds from Gunungsari primary drainage cause puddles in

Kandangan River watershed and around the natural river section.

d. Greges or Balong River

In Surabaya City drainage networks, Greges River is called Balong River.

Greges River is also a drainage following into Lamong Bay. Most parts of

the river have been riprapped, yet still under capacity. There is nmuch

sediment flowing in the channel. On the right and lift river banks, there

are already many factory plants constructed and draining most of their

wastes into the river. It worsens the sedimentation problem in the Greges

River. In the upstream there is a slide water gate controlling the water

flow downstream. The secondary channels flowing into Greges River are

Margomulyo Secondary Channel, Darmo Harapan Secondary Channel,

Darmo Indah Secondary Channel, Lontar Secondary Channle, Gadelsari

Secondary Channel and Balongsari Secondary Channel.The flood puddles

in Greges River Watershed flows into Gunungsary Primary Drainage and

Margomulyo Secondary Channel due to narrowing river water wdth.

e. Anak River

It is a natural drainage with a lot of meanders and shallow water width.

The river water can overflow due to floods and high tide. Besides, it is

also accessed for fasherman boat traffic. The watershed is relatively small.

Most of the surrounding areas are fishponds. The settlement areas are

found along the riverbanks close to Surabaya-Gresik Highway.

f. Krembangan Village

It is a drainage for some parts of West Surabaya territory. The source is

from Morokrembangan water reservoir consists of two pools, South

Servervoir and North Reservoir. It is a temporary flood reservoir for

waterflows from the watershed before draining into the sea. The



waterflow in the reservoir is controlled by water gates and pumps. The

water flowing into the reservoir is from Greges Channel, Perak Channel

and Simo River. The reservoir is full of rubbish. Flood is present in

Gunungsari Primary Drainage due to the overflows from the upstream

when the flows enter the siphon and in the down stream between

Gunungsari Primary Drainage and Morokrembangan reservoir.

The problems of floods in Lamong River watershed and it tributaries are

typically indifferent from the ones in Surabaya City. Mainly, it is due to :

Heavy torrents.

Area topography and river angle downstream (< 1%).

Ineffective drainage networks and system and inconsistent with the present

spatial utilization concerning with surface erosion and rain precipitation.

There is specific reference for the water surface on streets and dwelling

areas and the ones in drainage channels.

There is no river provided with water gates to cope with back waterto the

river and channels.



The results of survey on Small Rivers are presented in Table 3.12 below.

Table 3.12. Results of Waterflow Surveys in Sememi River, Branjangan

River, Greges River, Anak River and Krembangan River

Nr X Y Depth an (m) Speed (m/dt) Upper Width

(m)

Flow Rate

(m3/dt) Remarks

1 682408 9202710 1.35 0.17 19.00 4.36 High Tide at 11.00 Sememi Bridge

2 680554 9199924 0.45 0.13 8.30 0.50 Low Tide at 12.30 Middle Sememi

3 680068 9199114 0.05 0.82 1.14 0.05 Box Culvert Sememi Usptream

4 683714 9201062 1.08 0.21 15.60 3.61 High Tide 10.45 BranjanganBridge

5 682747 9198270 0.42 0.18 7.60 0.56 Low Tide Miidle Branjangan

6 682710 9197954 1.55 0.11 19.50 3.32 Low Tide at 13.47 Branjangan Upstream

7 685230 9200506 0.78 0.38 22.60 6.79 High Tide at 10.00 Greges Bridge

8 685168 9197354 0.35 1.02 3.00 1.07 Box culvert Surut Greges Upstream

9 686137 9200530 1.15 0.20 37.20 8.56 High Tide at 9.45 Anak Tiver Bridge

10 686954 9198860 0.16 0.87 2.50 0.34 Box culvert low tide Anak River upstream

11 688488 9200516 0.82 0.13 19.50 2.12 High tide at 9.15 Krembangan River Bridge

12 689125 9197188 0.52 0.28 6.50 0.93 Low tide at 15.25 Krembangan River upstream

13 689842 9200256 1.10 0.09 12.70 1.30 High tide at 09.00 Greges River Bridge

14 689635 9198780 0.57 0.18 33.00 3.30 Low Tide at 15.53 Middle Greges River

15 689445 9198002 0.40 0.34 12.80 1.76 Low tide Greges River upstreamHulu

3.3.2. Hydro-Oceanography Aspects

a. Bathymetry

The bathymetry for supporting the study is provided with the Hydro-

Oceanography Service of the Indonesian Navy and refers to the results of

bathimetry measurements are presented in the Study on Technical and

Environmental Reviews on Shipping Routes, Sedimentation and Reclamation

in Coastal Area in Madura Strait, 2001. However, the bathymetry maps

resulted from the two sources are not yet representative to describe the

conditions in Lamong River and tidal area in Lamong Bay in detail. As the

project site will be close to the estuary of Lamong River and tidal area in

Lamong Bay and due to the reclamation for Water Front City Project, the

Flood and Sedimentation consultant and research team conducted bathymetry

surveys exclusively in Lamong River and tidal area in Lamong Bay in order to

find further details completing existing bathymetry.



Lamong Bay and surrounding river estuaries are shallow water areas during

high tide and surface areas during low tide.

During low tide, the wetted channels in the estuary of Lamong River are

apparent. In this shallow water area the angle of the seabed is slightly soping.

Towards the sea, some parts of Lamong Bay are included into the shipping

routes of Tanjung Perak Port. The channels are pretty deep, reaching 20 m

depth. The shift from shallow waters to the shipping routes forms relatively

steep seabed. The geometric shape of Lamong Bay as resulted from the

bathymetry measurement is presented in Figure 3.11.

Figure 3.11. Bathymetry of Lamong Bay

N

U



b. Tide

In the the Study on Technical and Environmental Reviews on Shipping

Routes, Sedimentation and Reclamation in Coastal Area in Madura Strait,

2001, the tide was observed in some points for 29 days. Based on the results

of the observation the constants of the tide were processed by means of Least

Square Method, to identify the dominant tidal components close to the

observation points in in the studied area in Tanjung Widoro, Sembilangan,

Tanjungan, Kesek Timur, Gresik and Kenjeran.

The results of the observation on the tide in those observation points are

presented Figure 3.12. and Figure 3.13.

The resulted calculation of constants of tide are presented in Table 3.13.

Table 3.13. Tidal Components in Six Observation Points

Tidal

Compo

-nents

Obs. Point

T.Widoro

Obs. Point

Sembilangan

Obs. Point

Gresik

Obs. Point

Tajungan

Obs. Point

Kenjeran

Obs. Point

Kesek Timur

A(cm) g (o) A(cm) g (o) A(cm) g (o) A(cm) g (o) A(cm) g (o) A(cm) g (o)

So 120.57 - 89.82 - 193.03 - 73.43 - 76.96 - 67.72 -

M2 13.55 214.31 15.25 210.98 26.29 201.93 27.90 201.56 45.79 202.89 45.34 203.07

S2 13.68 -21.87 17.81 -17.08 19.46 -33.54 22.32 -36.85 27.26 -32.42 29.93 -34.59

N2 2.48 -39.52 2.91 -50.03 3.73 -71.17 4.72 -73.64 6.55 -72.84 7.46 -77.16

K2 2.24 81.42 1.65 -56.25 3.14 79.90 2.88 140.68 4.28 87.18 2.40 139.34

K1 48.35 254.73 47.15 255.14 48.11 252.06 47.16 253.24 56.13 239.43 44.79 244.09

O1 26.24 196.31 27.22 195.72 25.86 195.62 25.46 199.35 26.01 194.51 25.33 200.49

P1 14.84 234.07 14.35 234.01 16.88 228.32 17.34 230.67 23.44 187.84 14.05 223.63

M4 2.34 6.59 2.39 -8.99 1.61 6.06 2.17 4.44 1.09 62.84 1.57 22.36

MS4 1.91 80.08 1.35 93.66 2.51 62.98 2.80 72.48 0.65 -26.38 1.57 74.11

Source : Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and Reclamation

in Coastal Area in Madura Strait, 2001



Figure 3.12. Graph of High Tide Elevation in Observation Points in Java Island Source : Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and Reclamation


Lokasi: Tanjung Widoro

-150

-100

-50

0

50

100

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vasi m

uka a

ir (

cm

)

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Waktu Pengamatan

Lokasi: Gresik

-150

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0

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vasi m

uka a

ir (

cm

)

Lokasi: Kenjeran

-150

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0

50

100

150

Ele

vasi m

uka a

ir (

cm

)

Obs Point: Tanjung Widoro

Obs Point: Gresik

Obs Point: Kenjeran

Obs Time



Figure 3.13. Graph of High Tide Elevation in Observation Points in Madura

Island Source : Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and Reclamation


30/0

9/0

0 0

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Waktu Pengamatan

Lokasi: Kesek Timur

-150

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0

50

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vasi m

uka a

ir (

cm

)

Lokasi: Tajungan

-150

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Ele

vasi m

uka a

ir (

cm

)Lokasi: Sembilangan

-150

-100

-50

0

50

100

150

Ele

vasi m

uka a

ir (

cm

)Obs Point: Sembilangan

Obs Point: Tajungan

Obs Point: Kesek Timur

Obs Time



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 :

Equation :

2S2M

1O1KF

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

classification of Formzhal values are 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



Table 3.14. Tidal Types Based on Formzhal Value

Nr Observation Point Fomzhal

Value Tidal Types

1 Tanjung Widoro 2,74 Mixed, dominant diurnal

2 Sembilangan 2,25 Mixed, dominant diurnal

3 Gresik 1,62 Mixed, dominant diurnal

4 Tajungan 1,44 Mixed, dominant semi diurnal

5 Kenjeran 1,12 Mixed, dominant semi diurnal

6 Kesek Timur 0,93 Mixed, dominant semi diurnal

Source : Study on Technical and Environmental Reviews on Shipping Routes, Sedimentation and

Reclamation in Coastal Area in Madura Strait, 2001

Based on the calculated Formzhal value from the the tidal main constants, it

shows that the tidal type in Gresik is Mixed Diurnal Dominant Tide, where

in one day there is high tide once and low tide once. In case of neap tide, in

one day there are 2 high tides and 2 low tide. In Kenjeran the tidal type is

Mixed Semi Diurnal Dominant Tide, where in one day there are high

tidetwice and low tide twice with different heights. In case of neap tide, in one

day there is 1 high tide and 1 low tide.

The results of calculation with the main constants, the important elevation in

each observation point as presented in Table Table 3.15.

Table 3.15. Value of Important Elevation in each Observation Point

Nr Important

Elevation

Elevation(cm)

Obs. Point

T. Widoro

Obs. Point

Sembilangan

Obs. Point

Gresik

Obs. Point

Tajungan

Obs. Point

Kenjeran

Obs. Point

Kesek

1 HWS 224.54 198.91 313.79 203.29 231.08 212.59

2 MHWS 200.75 173.84 285.24 171.58 196.53 181.10

3 MHWL 166.36 135.18 241.77 122.79 140.97 128.68

4 MSL 120.57 89.82 193.03 73.43 76.96 67.72

5 MLWL 78.74 48.53 147.78 27.30 13.65 9.01

6 MLWS 37.72 -2.66 94.88 -26.07 -51.11 -52.47

7 LWS 7.02 -29.92 65.38 -56.85 -87.33 -82.30





Referring to the comparison of the important elevations in those two

observation points, it shows that the tidal elevation in Kenjeran is higher than

the one in Gresik. The studied area is in between the two observation points in

observation points Kenjeran and Gresik. Accordingly, when the mean of HWS

in Gresik and Kenjeran is adopted, the predicted HWS in the studied area is

+283,41 LWS. This elevation is supposed to be adopted as prime

consideration in determining the reclamation elevation.

c. Water Current

In the Study on Technical and Environmental Reviews on Shipping Routes,

Sedimentation and Reclamation in Coastal Area in Madura Strait, 2001, some

measurements on water currents are conducted around the project site. The

results of the measurements are presented in Table 3.16.

Table 3.16. Minimum and Maximum Currents Measured in Each

Observation Point

Observation

Points Max/Min

NeapTide 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

Remarks: *) Angle measured relative to North Direction (Clockwise)



The results of the measurements show that the maximum current in the

shipping routes is 0.62 m/dt. In other occasions, the current speed in the

shipping routes can reach 1.0 m/dt, while in shallow waters, the average

current speed is relatively small i.e. : 0.1 m/dt.

Figure 3.14. Current speed Measurement Points



arus laut

Keterangan :

Lokasi pengukuran

U

AR 1

AR 4

AR 5

AR 3

AR 2

Current speed measurement points

Remark:



The results of the current measurement can be adopted as data input to

modelling by means of software : SMS 8.0. The modelling of the existing

conditions are presented in Figure 3.15 and Figure 3.16.

Figure 3.15. Current Movement in High Tide (Timestep189)

Figure 3.16. Current Movement in Low Tide (Timestep 196)

Planned Shallow Water

Reclamation + 50 Ha

Connecting Bridge (on pile)

Causeway

Planned Shallow Wter

Reclamation + 50 Ha


Causeway



d. Sediment

The bed sediment gradation as resulted from the analysis on sample taken in

the shipping routes in Lamong Bay is resented in Table 3.17.

Table 3.17. Results of Analysis on Bed Sediment in Studied Area

Sediment Properties

Locations of Sampel

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 in Table 3.18.

Table 3.18. 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 3.18 is

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 samles were taken in September through October year 2000, during dry

season.

Nr. Locations

Floating Sediment Content (mg/l)

NeapTide 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



Figure 3.17 Bed Sediment and Floating Sediment Sampling Points



The samples of floating sediment were taken from 6 sampling points in

Lamong Bay in February 2008 as presented in Table 3.19. 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 dry

season.

Table 3.19. Concentration of Floating Sediment in Some Sampling Points

in Lamong Bay in February 2008

Sampling Points 1 2 3 4 5 6 Average

Concentration (mg/lt) 319 327 357 363 303 318 361

Source : Study on Effects of Planned Reclamation for Waterfront City to Sedimentation and

Flood in Lamong River

contoh sedimenLokasi pengambilan

Keterangan:

U

S 1

S 2

S 3

Remarks :

S1 = In front of Lamong

River

S2 = Close

toreclamation area

for container yard

construction

S3 = Close to existing

container terminal

pier

Sediment Sampling

Points

Remarks :

MADURA ISLAND

JAVA

ISLAND



Based on the results of bed sediment measurement, the concentration of

sediment and condition of sediment due to seawater current movements are

modeled (See Figure 3.18 and Figure 3.19).

Figure 3.18. Existing Floating Sediment Concentration

Figure 3.19. Existing Bed Sediment Concentration


Reclamation + 50 Ha


Causeway


Reclamation + 50 Ha


Causeway



3.4. Biological Components

3.4.1. Ecosystem Type

The planned project site for container terminal construction in Lamong Bay

comprises surface and coastal areas. The ecosystem consists of managed

ecosystem, i.e.: salt ponds and natural ecosystem, i.e.: mangrove.

3.4.2. Water Flora and Fauna

Plankton as Water Quality Bio-Indicator

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 samples of planktons are taken from 12 sampling points. Point 1 through

point 8 and point 12 are surrounding river estuaries. Point 9 through point 11

are inter-tidal area. All sampling points represent waters surrounding Mirah

Pier of Tanjung Perak Port (See conditions of sampling points in Figure 3.20).

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 Biddulphia sp, Dithylium sp, Chaetoceros sp,

Chaetoceros pseudocurvisetus, Coscinodiscus sp, Coscinodiscus radiatus,

Navicula sp, Pseudo-nitzschia sp, Oscillatoria sp, and Ulothrix sp. The

composition of the kinds, abundance and diversity index in each sampling

point are shown in Table 3.19.

It is idicated 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 5.000 individu/lt of

water. The red tide will take place when when the plankton abundance

reaches 2,000,000 individu/lt of water.



There are of patterns of domination in the sampling points surounding the

estuary and the sea. The most dominant phytoplankton in the sampling

points surrounding the estuary is Skeletonema sp (> 37%) and the one in

the sampling points in the sea is Volvox sp (> 49%).

Based on the phytoplankton diversity index, the structures of the

phytoplankton community in the studied area is slassified ‟stable‟ until

‟more than stable‟, with condition of waters classified ‟fair‟ to ‟good‟ The

highest diversity index is found in point 1 (1.98) and the lowest one in

point 3 (1.30) (See Figure 3.20).

The higher the diversity index is the more stable the community will be.

The more various species in a community, the more stable the community

will be. The more various species in a community is the more complex food

chain will be. The community with less species will have shorter food

chain, and this condition will make the community unstable. The loss of a

species may lead to the loss of other species. The loss of a certain species

can be favorable to the other species and lead to extreme abundance.

Figure 3.20. Value of Phytoplankton Diversity Index (H’)

in Lamong Bay (April 2008)

Phytoplankton Diversity Index (H’) in Lamong Bay

Sampling Points

Indeks Diversitas (H') Fitoplankton Teluk Lamong

1.98

1.49

1.3

1.68 1.641.76

1.31

1.58 1.58 1.53 1.52 1.56

0

0.5

1

1.5

2

2.5

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

Titik pengambilan sampel

Nil

ai

H'

Indeks Diversitas (H')

Sampling Points :

1. Lamong River

Estuary

2. Sememi River

Estuary

3. Sememi R.-

Branjangan R.

Eastuary

4. Branjangan River

Estuary

5. Greges River

Estuary

6. Anak River

Estuary

7. Anak R.-

Branjangan R.

Estuary

8. Krembangan

River Estuary

9. Mirah Pier

10. Around Mirah

Pier

11. Around Mirah

Pier

12. In front of Bay

Lamong

H’

Valu

e

Sampling Points

Phytoplankton Diversity Index (H’) in Lamong Bay



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 (See Table

3.20).

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).

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 highest diversity index is found

in point 1 and point 6 (2.21) while the lowest index is found in point 9

(1.41) (Figure 3.21).



Figure 3.21. Value of Zooplankton Diversity Index (H’)


Bentik Microfauna

The bentik microfauna sampling points are the same as the ones of plankton

sampling. There are 18 species of benthos found surrounding Lamong Bay,

comprising 11 species of epifauna and 7 species of infauna. The dominating

epifauna is Gastropoda (snails), such as : Astyris rosacea, Amphyssa

columbelliana, and Nassarius spp. The dominant infauna is Nereis sp, one of

the species of worm Polychaeta dan Gafrarium sp included into mollusk and

sheel (Bivalvia) (Table 3.20).

In general, the diversity and abundance if bentik microfauna in the studied

area is categorized low. It could be due to the condition of unstable muddy

substrate and containing oxygene (anoxic) and a lot of organic sedimentation.

There is no bentik microfauna found in in point 12. It could be due to its

position that is right in the estuary of Lamong River and there is no bentik

strong enough to stand the river water currents, turbulence and mixing due to

the mixing of riverwater and seawater masses.

The diversity index of bentik microfauna in the studied area is categorized

‟low‟ to ‟very low‟. Accordingly, it is concludable that the microfauna

community structure is not stable and very vulnerable to disturbances.

Sampling Points :

1. Lamong River

Estuary

2. Sememi River

Estuary

3. Sememi R.-

Branjangan R.

Eastuary

4. Branjangan River

Estuary

5. Greges River

Estuary

6. Anak River

Estuary

7. Anak R.-

Branjangan R.

Estuary

8. Krembangan

River Estuary

9. Mirah Pier

10. Around Mirah

Pier

11. Around Mirah

Pier

12. In front of Bay

Zooplankton Diversity Index (H’) in Lamong Bay

H’

Valu

e

Sampling Points



Figure 3.22. Value of Bentik Microfauna Diversity Index (H’)


Sampling Points :

1. Lamong River

Estuary

2. Sememi River

Estuary

3. Sememi R.-

Branjangan R.

Eastuary

4. Branjangan River

Estuary

5. Greges River

Estuary

6. Anak River

Estuary

7. Anak R.-

Branjangan R.

Estuary

8. Krembangan

River Estuary

9. Mirah Pier

10. Around Mirah

Pier

11. Around Mirah

Pier

12. In front of Bay

Sampling Points

H’

Valu

e

Bentik Microfauna Diversity Index (H’) in Lamong Bay



Table 3.20. Composition, Abundance and Diversity Index of Phytoplankton in Waters Area in Lamong Bay



Table 3.21. Composition, Abundance and Diversity Index of Zooplankton in Waters Area in Lamong Bay



Tabel 3.22. Composition, Abundance and Diversity Index of Bentik Macrofauna in Waters Area in Lamong Bay



3.4.3. 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.

a. Density

Density is a comparison between the number standing tree ith

(ni) and the

total standing trees (∑n) in % (Decision of Minister of Environment Nr.

201/2004). There are 13 spcies of mangrove in the studied area and 7

sepcies of manggrove surrounding the estuary of Lamong River. 5 other

species, i.e. : Avicennia alba, Avicennia marina, Bruguiera gymnorrhiza,

Rhizophora mocronata and Soneratia alba are found in the project site.

Other species found in the study are completely listed in Table 3.23.



Table 3.23. Density (Trees/Ha)

Nr Spesies PGU PGS KL KS KB LP KG KA

1 Aegiceras corniculatum 33

2 Avicennia alba 1650 4554 990 990 4752 198 561

3 Avicennia lanata 66

4 Avicennia marina 363 297 957 2970 495 6732 264

5 Bruguiera gymnorrhiza 99

6 Bruguiera parviflora 66

7 Exoecaria agallocha 297 33

8 Lumnitzera racemosa 66

9 Rhizophora apiculata 396 264 1023

10 Rhizophora mucronata 1353 33 4158 33 1353

11 Sonneratia alba 429 33 2046 198 726 99 594

12 Soneratia caseolaris 132

13 Xylocarpus granatum 33 66

Jumlah spesies 5 4 7 3 6 5 6 3

Remarks:

PGU : North Galang Island KB : Branjangan River

PGS : South Galang island LP : Project Site

KL : Lamong River KG : Greges River

KS : Sememi River KA : Anak River

Density criteria and mangrove category (Decision of Minister of Environment Nr. 201/2004).

Density Criteria Trees/Ha Category

Dense > 1500 Good

Fair > 1000 - < 1500 Fair

Rare/Damaged < 1000 Bad

The tree density per hectare in the observation points are relatively good ,

i.e. : > 1.500 trees/Ha. Based on the mangrove species building the

ecosystem, the density of each vegetation species is different one another.

Some have relatively high density (> 1.500 pohon/Ha) and is classified

good, while the others are fair or rare/damaged. The species having fairly

good density are Avicennia alba in North Galang island , South Galang

island and Branjangan River and Greges River, Rhizophora mucronata in

project site and Soneratia alba in Sememi River Sememi. The species

having fair density is Rizhophora mucronata in Lamong River and Anak

River. (Figure 3.23)



The mangrove density in the project site that is pretty high is R. mucronata.

It is a mangrove species adapting with surface land. It is commonly used to

protect the fishpond embankments to stand erosion and sedimentation so

that the fishpond water keeps clear.

.

Mangrove Density (Trees/Ha)

2904

4917

4026 4059

8085

5676

7524

2211

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

PGU PGS KL KS KB LP KG KA Location

To

tal In

div

idu

Total Trees/Ha

Figure 3.23. Mangrove Density Per Hectare

b. Important Value Index (IVI)

The mangrove species having relatively IVI when compared to the others

(>200) is A. alba in South Galang Island and A.marina in Greges River.

Fair IVI (> 100 - < 200) is found in A. alba in North Galang island and

Branjangan River, R. mucronata in project site and Anak River, and S. alba

in Sememi River. The details of the IVI are presented in Table 3.24.

A. Alba and A. Marina are the mangrove species having relative high IVI

when compare to the others, as Avicennia is a prioneer plant in the

coastalines and along the riverbanks affected by the tide and in highly

saline areas. The roots can help binding sediment and accelerate the

processes of land formation. Avicennia can be concentrated and form a

group in a certain haitat. It gives fruit along the year, and sometime is

vivipar in nature.



Table 3.24. Important Value Index (IVI) of Mangrove Species

Nr Spesies PGU PGS KL KS KB LP KG KA

1 Aegiceras corniculatum 15.2

2 Avicennia alba 149.4 228.6 65.6 78.6 132.7 14.9 42.2

3 Avicennia lanata 10.2

4 Avicennia marina 28.5 40.6 65.3 89.5 38.2 208.4 47.6

5 Bruguiera gymnorrhiza 12.5

6 Bruguiera parviflora 15.9

7 Exoecaria agallocha 27.5 11.7

8 Lumnitzera racemosa 10.2

9 Rhizophora apiculata 52.5 15.4 73.9

10 Rhizophora mucronata 89.3 9.7 165.2 11.7 173.4

11 Sonneratia alba 53.7 15.6 147.5 47.7 69.2 12.9 79

12 Soneratia caseolaris 27.4

13 Xylocarpus granatum 9.5 13.1

Remarks:





IVI Criteria (Odum, 2005)

Density Criteria IVI Category

Important 201 – 300 Good

Fair 101 – 200 Fair

Poor 1 - 100 Poor

c. Coverage Area (%)

The mangrove species having good coverage area (> 75%) is A. alba in

South Galang Island and A.marina in Greges River. The fair coverage ares

(> 50 - < 75%) is found in A. alba in North Galang Island and Branjangan

River, and R. mucronata in project site and Anak River as well as S. alba in

Sememi River (Figure 3.24).

A. alba and A. marina have good coverage area (>75%) and as supported

by the previous data, it has high density and it relatively has pretty high

density and IVI.



Coverage Area

Penutupan Species Mangrove

67.6

93.1

62.24

85.5

61.9 62.2 68.6

0

20

40

60

80

100

PGU PGS KL KS KB LP KG KA

Location

% C

overa

ge

Avicennia alba

Avicennia marina

Rhizophora mucronata

Sonneratia alba

Figure 3.24. Good and Fair Category of Mangrove Coverage

The detailed coverage area of each mangrove species are presented in

Table 3.25.

Table 3.25. Coverage Area (%)

No Spesies PGU PGS KL KS KB LP KG KA

1 Aegiceras corniculatum 0.3

2 Avicennia alba 67.6 93.1 26.7 25.6 62.24 1.5 12.5

3 Avicennia lanata 0.38

4 Avicennia marina 3.5 5.9 20.2 33.9 9.4 85.5 19

5 Bruguiera gymnorrhiza 0.8

6 Bruguiera parviflora 1.2

7 Exoecaria agallocha 5.8 0.2

8 Lumnitzera racemosa 0.4

9 Rhizophora apiculata 13.8 1.7 5.8

10 Rhizophora mucronata 34.3 0.3 61.9 0.1 62.2

11 Sonneratia alba 13.9 0.7 68.6 2.7 26.4 0.5 18.8

12 Sonneratia caseolaris 9.8

13 Xylocarpus granatum 1.5 1.2

Remarks:





Quality Standard (Decision of Minister of Environment Nr. 201/2004).

Coverage Criteria %

Good > 75

Fair > 50 - < 75

Damaged < 50



3.4.1. Fauna (Birds)

a. Identified Spesies

There are 39 species of birds included in 22 families found in the studied

area. Ardeidae family has the most number of species, i.e. : 8 species

(Table 3.26).

In the observation point in Sememi River the most number of bird species,

i.e. : 24, while in Lamong River and estuary of Branjangan River 23

species, and in the project site, 9 species identified (Figure 3.25), that are

included into 7 families, namely : Alcedinidae, Apodidae, Ardeidae,

Artamidae, Nectarinidae, Picidae dan Silviidae.

Identified Bird Species

20 19

23 24

9

23

16 13

0

5

10

15

20

25

30

PG1 PG2 KL KS LP KB KG KA Study Location

To

tal

Sp

ecie

s

Number of Species

Figure 3.25. Number of Bird Species Identified in Studied Area

The bird species with high frequency and always identified in each

observation point (8 points) are three, comprising : Collocalia esculenta,

Egretta garzetta and Gerygone sulphurea. The species always found in

more than 5 observation sites are 8 spesies, namely Ardeola speciosa,

Butorides striatus, Egretta alba, Nectarinia jugularis, Nycticorax

nycticorax, Streptophilia chinensis, Tordihampus chloris and Trynga

hypoleucos. The detailed identified species are presented in Table 3.26.

PGU PGS



Table 3.26. Bird Species Identified in Observation Points

Nr Spesies Indonesian Name Familia PG1 PG2 KL KS LP KB KG KA Fr

1 Alcedo coerulescens Raja udang biru Alcedinidae 1 1 1 1 1 5

2 Amaurornis phoenicurus

Kareo padi Rallidae 1 1 2

3 Anas gibberifrons Itik benjut Anatidae 1 1 2

4 Ardea purpurea Cangak merah Ardeidae 1 1 1 3

5 Ardeola speciosa Blekok sawah Ardeidae 1 1 1 1 1 1 6

6 Artamus leucorhynchus Kekep babi Artamidae 1 1 2

7 Butorides striatus Kokokan laut Ardeidae 1 1 1 1 1 1 1 7

8 Chlidonias hybridus Dara-laut kumis Sternidae 1 1 1 3

9 Collocalia esculenta Walet sapi Apodidae 1 1 1 1 1 1 1 1 8

10 Collocalia maxima Walet sarang hitam Apodidae 1 1 2

11 Dendrocopus macei Caladi ulam Picidae 1 1 1 1 4

12 Dicaeum trochileum Cabai jawa Dicaeidae 1 1 1 1 1 5

13 Egretta alba Kuntul besar Ardeidae 1 1 1 1 1 1 6

14 Egretta garzetta Kuntul kecil Ardeidae 1 1 1 1 1 1 1 1 8

15 Egretta intermedia Kuntul perak Ardeidae 1 1 1 1 1 5

16 Gallinula chloropus Mandar batu Rallidae 1 1

17 Geopelia striata Perkutut jawa Columbidae 1 1

18 Gerygone sulphurea Remetuk laut Silviidae 1 1 1 1 1 1 1 1 8

19 Hirundo rustica Layang-layang rumah

Hirundinidae 1 1

20 Ixobrychus sinensis Bambangan kuning Ardeidae 1 1 2

21 Lonchura

leucogastroides Bondol jawa Ploceidae 1 1 1 3

22 Lonchura punctulata Bondol peking Ploceidae 1 1 2

23 Merops sp. Kirik-kirik Meropidae 1 1

24 Mycteria cinerea Bangau bluwok Ciconiidae 1 1

25 Nectarinia jugularis Burung madu sriganti

Nectariniidae 1 1 1 1 1 1 6

26 Nycticorax nycticorax Kowak malam

kelabu Ardeidae 1 1 1 1 1 1 6

27 Passer montanus Burung gereja erasia Silviidae 1 1

28 Phalacrocorax sp. Pecuk Phalacrocoracidae

1 1

29 Prinia familiaris Perenjak jawa Silviidae 1 1

30 Prinia flaviventris Perenjak rawa Silviidae 1 1 1 1 1 5

31 Pycnonotus aurigaster Cucak kutilang Pycnonotidae 1 1 1 3

32 Pycnonotus goiavier Merbah cerucuk Pycnonotidae 1 1 2

33 Rhipidura javanica Kipasan belang Muscicapidae 1 1 1 1 1 5

34 Sterna hirundo Dara-laut biasa Sternidae 1 1 1 1 1 5

35 Streptopelia chinensis Tekukur biasa Columbidae 1 1 1 1 1 1 1 7

36 Todirhamphus chloris Cekakak sungai Alcedinidae 1 1 1 1 1 1 6

37 Tringa hypoleucos Trinil pantai Scolopacidae 1 1 1 1 1 1 1 7

38 Turnix sp. Gemak Phasianidae 1 1

39 Zosterops palpebrosus Kacamata biasa Zosteropidae 1 1 1 3

Total 20 19 23 24 9 23 16 13 147

Remarks:

PGU : North Galang Island LP : Project Site

PGS : South Galang island KG : Greges River

KL : Lamong River KA : Anak River

KS : Sememi River Fr : Frequency

KB : Branjangan River 1 : Identified

b. Conserved Bird Species

The bird species identified in the studied area are 14 and categorized under

conservation by Indonesian State Regulation Nr. 7 Year 1999 and recorded

in ”IUCN red list”. The most number of conserved bird species are found in

Sememi River, i.e. : 13 spesies (Figure 3.26).



`

Figure 3.26. Conserved Bird Species

The 14 species identified and found in the studied area are classified into 6

families, namely : Alcedinidae, Ardeidae, Ciconiidae, Nectariniidae,

Muscicapidae and Sternidae. Egretta garzetta (small heron) is the species

that s always found in the 8 observation points. Therefore, it is the most

frequently identified species compared to the others. Mycteria cinerea

(Bluwok heron) is not only conserved by means of the Indonesian State

Regulation Nr. 7 Year 1999 and recorded in ”IUCN red list”, it is also

vulnerable to distinction. M. cinerea is only found in one location, i.e. :

estuary of Sememi River (Figure 3.27). The detailed descriptions about the

conserved bird species are presented in Table 3.27.

Conserved Bird Species

To

tal S

pe

cie

s

Location

Conserved

Species



Table 3.27. Conserved Bird Species

Nr Spesies Indonesian Name Famiyi Remrk PG1 PG2 KL KS LP KB KG KA Fr

1 Alcedo coerulescens Raja udang biru Alcedinidae * 0 1 1 1 1 1 0 0 5

2 Ardea purpurea Cangak merah Ardeidae * 1 1 0 1 0 0 0 0 3

3 Ardeola speciosa Blekok sawah Ardeidae * 1 1 0 1 0 1 1 1 6

4 Butorides striatus Kokokan laut Ardeidae * 1 1 1 1 1 1 1 0 7

5 Egretta alba Kuntul besar Ardeidae * 1 1 1 1 0 0 1 1 6

6 Egretta garzetta Kuntul kecil Ardeidae * 1 1 1 1 1 1 1 1 8

7 Egretta intermedia Kuntul perak Ardeidae * 1 1 1 1 0 0 1 0 5

8 Ixobrychus sinensis Bambangan kuning Ardeidae * 0 0 0 0 1 0 0 1 2

9 Mycteria cinerea Bangau bluwok Ciconiidae */**Vu 0 0 0 1 0 0 0 0 1

10 Nectarinia jugularis Burung madu sriganti Nectariniidae * 0 1 1 1 1 1 1 0 6

11 Nycticorax nycticorax Kowak malam kelabu Ardeidae * 1 1 0 1 0 1 1 1 6

12 Rhipidura javanica Kipasan belang Muscicapidae * 1 1 1 1 0 1 0 0 5

13 Sterna hirundo Dara-laut biasa Sternidae * 1 1 1 1 0 0 0 1 5

14 Todirhamphus chloris Cekakak sungai Alcedinidae * 1 1 0 1 0 1 1 1 6

10 12 8 13 5 8 8 7

* Conserved by Indonesian State Regulation Nr. 7 Year 1999 (Based on Bird Family)

** Status based on IUCN Red List (http://www.iucnredlist.org/search/search-basic) LC (Least Concern) when exist in abundant number and widely spread Vu (Vulnerable) : Vulnerable to extinction

Remarks:

PGU : North Galang Island LP : Project Site F ; Frequency

PGS : South Galang island KG : Greges River

KL : Lamong River KA : Anak River

KS : Sememi River 0 : Not Identified

KB : Branjangan River 1 : Identified

Figure 3.27. Bluwok Heron (Mycteria Cinerea)

3.5. Socio-Economic and Culture Components

3 sub-districts, namely : Krembangan Sub-district, Asemrowo Sub-district

and Benowo sub-district are studied. The villages included into the studied

area are detailed in Table 3.28.

Morphologic Features :

Big Heron (92 cm)

White fur with black wings

Young gray brownish bird

Bent beak

Pink to read face

Generally silent, the young with coarse voice

Never away from muddy coastal area

Consuming fish, insects, mullusk, crustacea, etc.

Blue geenish eggs, hatchingin April – June



Table 3.28. List of Villages Included into Studied Area

Sub-districts Villages

Asemrowo Kalianak

Greges

Tambak Langon

Krembangan Morokrembangan

Benowo Romokalisari

Tambak Osowilangon

Source : Statistical Data – Surabaya in Numbes in 2007

The locations of socio-economic and culture survey areas are presented

Figure 3.28.

A. Population

In Surabaya City, there are 5 Assistant Mayor territory and Sub-districts

with a total area of ± 326,37 km2 with total polulation ± 2.405.946 persons.

It short, the population density in Surabaya City is pretty high, i.e. : ±

7.372 persons/km2. Of the 28 sub-districts, 3 of them are the studied area,

namely Krembangan Sub-district, Asemrowo Sub-district and Benowo

Sub-district.

Total Population and Density

The total population dwelling in the studied area differs one another.In

Kalianak Village the total population 1.479 persons with density 7

persons/ha. In Morokrembangan village the total population is 35.303

persons with density 111 persons/ha. The total population in Romokalisari

Village is 2.109 persons with density 3 persons/ha. The total population in

Tambak Osowilangon village is 3.263 persons with density 4 persons/ha.

The total and density of the population in the studied area are presented in

Table 3.28.

Figure 3.28.



Source : DIGITAL INDONESIAN MAP YEAR 1999 PENGUKURAN BATHYMETRI MUARA KALI LAMONG TAHUN 2008

1 0 1 2k

m

SKALA

U

TA R

A

14’3

0”

14’0

0”

9200

13’3

0”

13’0

0”

12’3

0”

12’0

0”

11’3

0”

11’0

0”

9205

10’3

0”

10’0

0”

09’3

0”

09’0

0”

08’3

0”

9210

08

’00”

06

932

67

mT

44’00”

44’30”

9198242 mU

9198293 mU

38’00”

38’30” 0680

Balongsa

ri 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

Remarks : Observation Point of Socio-Economic and

Culture Components

-1 -

0,8 -

0,2

-0,6

Figure 3.28

Observation Point of Socio-Economic and Culture Components

Rute nelayan melaut

tanpa kegiatan

Rute nelayan melaut

dengan kegiatan



Table 3.29. Total Population and Population Density in Studied Area

City Villages Area (ha) Population

(Persons)

Density

(Persons/ha)

Surabaya

Kalianak 202,092 1.479 7

Greges 419 4.033 10

Tambak Langon 228 2.259 9,91

Morokrembangan 317,1 35.303 111

Romokalisari 756 2.109 3

Tb Osowilangon 846 3.263 4

Source : Monograph Data Year 2006-2008 from vatious villages in the Studied Area of

Environmental Impact Assessment for Tanjung Perak Port Development in Lamong Bay

Occupation

The population has various jobs, although many of the them are still

jobless. In Kalianak Village, most of the population works in private sector

(23.58%). Yet, the number of the jobless people is significant (61.58%).

In Greges Village most of the population is students (42.13%), fishermen

(19.51%) and labors (17.78%). In Morokrembangan Village most of the

population is students (47.30%), retired public servants (21.06%) and

private persons(9.29%). In Romokalisari Village, most of the population is

jobless (91.75%) and the rest works as labors (6.88%) and others (<1%). In

Tambak Osowilangon Village, 39.85% of the population is jobless, 20.78%

are students. 14.29% works as merchants and 12.75% works as private

employees. The complete data are presented in Table 3.30.



Table 3.30. Occupations of Populations in Studied Area

Nr Occupations

VILLAGES

Kalianak Greges Tb Langon Moro

krembangan Romokali

sari Tb Oso

Wilangon

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

1 Unemployed 61,58 2,26 5,7 0,35 91,75 39,85

2 Farmer 0,00 0,35 1,36 0,11 0,00 2,12

3 Fisherman 1,04 19,51 1,85 0,14 0,38 3,70

4 Merchant 0,69 4,92 25,56 1,30 0,14 3,03

5 Public Servant 0,55 0,80 0,80 3,21 0,24 0,49

6 Armed Force 0,49 0,67 0,00 1,91 0,33 0,12

7 Police 0,14 0,13 0,00 1,66 0,00 0,00

8 Ret. Armed Forces 0,00 0,44 0,00 0,78 0,00 0,21

9 Retired Police 0,00 0,00 0,00 0,37 0,00 0,00

10 Ret. Pub. Servant 0,07 0,49 0,00 21,06 0,00 0,09

11 Private Merchant 23,58 5,28 12,78 8,44 0,00 14,29

12 Private Person 0,55 2,44 12,78 9,29 0,28 12,75

13 Labor 0,42 17,78 9,09 0,12 6,88 0,15

14 Maid 0,00 0,00 0,00 0,09 0,00 0,27

15 Student 10,40 42,13 11,9 47,30 0,00 20,79

16 College Student 0,35 2,44 0,00 2,51 0,00 1,12

17 Medical Doctor 0,00 0,00 9,09 0,09 0,00 0,06

18 Teacher/Lecturer 0,07 0,18 9,09 1,15 0,00 0,85

19 Medical Practitioner 0,07 0,18 0,00 0,13 0,00 0,09

20 Public Officer 0,00 0,00 0,00 0,00 0,00 0,00

21 Others 0,00 0,00 0,00 0,00 0,00 0,00

Total 100 100 100 100 100 100

Source : Monograph Data Year 2006-2008 from vatious villages in the Studied Area of


Referring to the above monograph data, it shows that in the studied area

therea re jobless people in some villages, such as : Romokalisari Village

and Kalianak Village. The students are dominant in some villages, such as:

Morokrembangan Village and Greges Village. The job that is much

affected by the project of Tanjung Perak Port Development in Lamong

Bay is fisherman. In Greges Village the number of fishermen is many,

almost one fifths of the total population (787). The sailing routes of the

fisherman in Lamong Bay is presented in Figure 3.28.



Population Income

1. Greges Village

Based on the results of household survey in Greges Village, it is found

that the most dominant income range of the population is Rp. 701,000 –

Rp. 1,000,000 (35%). 29% of the population earns Rp. 300,000 – Rp.

700,000. 20% of the population earns > Rp. 1,000,000 while 16% earns

< Rp. 300,000. The details of the income are presented in Figure 3.29

below.

Figure 3.29. Percentage of Main Occupations in Greges Village

The percentage of income of the population as fishermen in Greges

Village are at most 41%, earning Rp.701,000 – Rp.1,000,000. 35%

earns > Rp.1,000,000, at the second rank. 12% earns Rp. 300,000 –

Rp.700,000 and < Rp.300.000. Further details are presented in Figure

3.30 below.

Population Income



Figure 3.30. Percentage of Fisherman Income in Greges Village

The main occupation of the population in Greges Village is as

fisherman. They have side jobs, such as private sector, boat maker and

serviceman, teacher and labor.

2. Kalianak Village

Based on the results of household survey in Kalianak Village, it is

found that the most dominant income range of the population is > Rp.

1,000,000 (44%). 28% of the population earns Rp. 701,000 – Rp.

1,000,000 in the second rank. 20% of the population earns < Rp. 300,

000,000 and 16% earns < Rp. 300,000 – Rp. 700,000. The details of the

income are presented in Figure 3.31. below.

12%

41%

12%

35%

Penghasilan Nelayan

< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Fisherman Income



Figure 3.31. Percentage of Main Occupations in Kalianak Village

The percentage of income of the population as fishermen in Kalianak

Village are at most 56%, earning < Rp.300,000. 44% earns >

Rp.1,000,000, at the second rank. Further details are presented in

Figure 3.32. below.

Figure 3.32. Percentage of Fisherman Income in Kalianak Village

The main occupation of the population in Greges Village is as

fisherman. They have side jobs, such as : fish vendor, fishpond worker

and labor.

18%

10%

28%

44%

Penghasilan Penduduk

< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

56%

0%0%

44%

Penghasilan Nelayan

< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Population Income

Fisherman Income



3. Morokrembangan Village

Based on the results of household survey in Morokrembangan Village,

it is found that the most dominant income range of the population is >

Rp. 300,000 – Rp. 700,000 (38%). 38% of the population earns >

1,000,000. 19% earn Rp. 701,000 – Rp. 1,000,000 in the second rank.

5% of the population earns < Rp. 300, 000,000. The details of the

income are presented in Figure 3.33. below.

Figure 3.33. Percentage of Main Occupations in

Morokrembangan Village

The percentage of income of the population as fishermen in

Morokrembangan Village are at most 75%, earning Rp 300,000 –

Rp.700,000. 13% earns > Rp.1,000,000, at the second rank. 12% earns

< Rp. At the lowest rank. Further details are presented in Figure 3.34

below.

5%

38%

19%

38%


< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Population Income



Figure 3.34. Percentage of Fisherman Income in Morokrembangan

Village

Based on the results of household interviews the main occupation of the

population in Morokrembangan Village is as fisherman. They have no

side jobs.

4. Tambak Osowilangun Village

Based on the results of household survey in Tambak Osowilangun

Village, it is found that the most dominant income range of the

population is Rp. 300,000 – Rp. 700,000 (44%). 22% of the population

earns Rp. 701,000 – Rp. 1,000,000 and 22% earns > Rp. 1,000,000 in

the second rank. 17% of the population earns < Rp. 300, 000,000 The

details of the income are presented in Figure 3.35. below.

12%

75%

0%13%

Penghasilan Nelayan

< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Population Income



Figure 3.35. Percentage of Main Occupations in Tambak

Osowilangun Village

The percentage of income of the population as fishermen in Tambak

Osowilangun Village are at most 70%, earning Rp. 300,000 –

Rp.1,000,000. 20% earns > Rp.1,000,000, at the second rank. 10%

earns < Rp. 300,000 at the lowest. Further details are presented in

Figure 3.36 below.

Figure 3.36. Percentage of Fisherman Income in Tambak

Osowilangun Village

17%

39%22%

22%


< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

10%

70%

0%20%

Penghasilan Nelayan

< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Fisherman Income

Scale

Population Income




population in Tambak Osowilangun Village is as fisherman. They have

side jobs, such as : labor, salt loading unloading porter, fishpond worker

and private person.

5. Tambak Langon Village

Based on the results of household survey in Tambak Langon Village, it

is found that the most dominant income range of the population is Rp.

300,000 – Rp. 700,000 (59%). 22% of the population earns > Rp.

1,000,000 in the second rank. 15% of the population earns Rp, 701,000

– Rp. 1,000,000. 4% earns < R. 300,000. The details of the income are


Figure 3.37. Percentage of Main Occupations in Tambak Langon

Village


Langon Village are at most 57%, earning Rp. 300,000 – Rp.700,000.

43% earns > Rp.1,000,000, at the second rank.. Further details are

presented in Figure 3.38 below.

4%

59%15%

22%


< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Population Income



Figure 3.38. Percentage of Fisherman Income in Tambak Langon

Village


population in Tambak Langon Village is as fisherman. They have side

jobs, such as : labor and loading and unloading porter.

6. Romokalisari Village

Based on the results of household survey in Romokalisari Village, it is

found that the most dominant income range of the population is > Rp.

1,000,000 (48%). 27% of the population earns Rp. 30,000 – Rp.

700,000 in the second rank. 18% of the population earns Rp, 701,000 –

Rp. 1,000,000. 7% earns < R. 300,000. The details of the income are


0%

57%

0%

43%

Penghasilan Nelayan

< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Fisherman Income



Figure 3.39. Percentage of Main Occupations in Romokalisari

Village


Langon Village are at most 50%, earning Rp. 300,000 – Rp.700,000.

50% earns Rp. 701,000 – Rp. 1,000,000.. Further details are presented

in Figure 3.40 below.

Figure 3.40. Percentage of Fisherman Income in Romokalisari

Village

7%

27%

18%

48%


< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

0%

50%50%

0%

Penghasilan Nelayan

< Rp. 300.000

Rp. 300.000 - Rp. 700.000

Rp. 701.000 - Rp. 1.000.000

> Rp. 1.000.000

Population Income

Fisherman Income




population in Romokalisari Village is as fisherman. They have side

jobs, such as : seasonal brick layer and carpenter.

B. Public Security and Order

The aspect of public security and order as perceived by the populations and

kinds of crimes in the studied area are observed. The descriptions of public

security and order conditions in the studied area are presented in Figure

3.41. through Figure 3.42.

1. Greges Village


that the population perceives that the public security and order is

secured (92%). 6% of the population perceives that it is unsecured and

the rest 2% perceives all right. Further details are presented in Figure

3.41. below.

Figure 3.41. Public Security and Order in Greges Village

The kinds of crimes ever committed are, among other things : theft.

Further details are presented in Figure 3.42. below.

2%

92%

6%

Kondisi Keamanan

Tidak Aman

Aman

Terganggu

Public Security and Order

Unsecured Secured Disturbed



Figure 3.42. Crimes Ever Committed in Greges Village

The problems are settled by public figures (84%), police report (10%),

street justice (3%) and others (4%). Further details are presented in

Figure 3.43. below.

Figure 3.43. Settlement to Problems in Public Security and Order in

Greges Village

100%

Bentuk Kejahatan

Pencurian

10%

84%

3% 3%

Cara Penyelesaian

Lapor Polisi

Diselesaikan oleh tokoh masyarakat

Dihakimi sendiri

Lainnya

Kinds of Crimes

Theft

Crime Settlement

Police Report Public Figures Street Justice Others



2. Kalianak Village


that the population perceives that the public security and order is

secured (100%). Further details are presented in Figure 3.44. below.

Figure 3.44. Public Security and Order in Kalianak Village



Figure 3.45. Crimes Ever Committed in Kalianak Village

100%

Kondisi Keamanan

Aman

100%

Bentuk Kejahatan

Pencurian


Secured

Theft

Kinds of Crime



The problems are settled by public figures (95%) and police report

(5%). Further details are presented in Figure 3.46. below.

Figure 3.46. Settlement to Problems in Public Security and Order in

Kalianak Village

3. Morokrembangan Village

Based on the results of household survey in Morokrembangan Village,

it is found that the population perceives that the public security and

order is secured (84%). 16% of the population perceives that it is

unsecured. Further details are presented in Figure 3.47. below.

Figure 3.47. Public Security and Order in Morokrembangan Village

5%

95%

0%0%

Cara Penyelesaian

Lapor Polisi

Diselesaikan tokoh masyarakat

Dihakimi sendiri

Lainnya

84%

16%

Kondisi Keamanan

Aman

Terganggu

Police Report

Public Figures

Street Justice

Others

Crime Settlement


Secured Unsecured



The kinds of crimes ever committed are, among other things : theft

(54%) and holdup (46%). Further details are presented in Figure 3.48.

below.

Figure 3.48. Crimes Ever Committed in Morokrembangan Village



Figure 3.49. below.

Figure 3.49. Settlement to Problems in Public Security and Order

in Morokrembangan Village

54%

46%

Bentuk Kejahatan

Pencurian

Penodongan

33%

42%

4%

21%

Cara Penyelesaian

Lapor Polisi


Dihakimi sendiri

Lainnya

Kinds of Crimes

Theft Holdup

Police Report Public Figures Street Justice Others

Crime Settlement



4. Tambak Osowilangun Village

Based on the results of household survey in Tambak Osowilangun

Village, it is found that the population perceives that the public security

and order is secured (84%). 14% of the population perceives that it is

unsecured and the rest (2%) perceives it all right, Further details are


Figure 3.50. Public Security and Order in Tambak Osowilangun

Village


(93%) and holdup (7%). Further details are presented in Figure 3.51.

below.

2%

84%

14%

Kondisi Keamanan

Tidak Aman

Aman

Terganggu





Figure 3.51. Crimes Ever Committed in Tambak Osowilangun

Village


and street justice (4%). Further details are presented in Figure 3.52.

below.


in Tambak Osowilangun Village

5. Tambak Langon Village


is found that the population perceives that the public security and order

93%

7%

Bentuk Kejahatan

Pencurian

Penodongan

24%

72%

4%

Cara Penyelesaian

Lapor Polisi


Dihakimi sendiri

Kinds of Crimes

Theft Holdup

Police Report Public Figures Street Justice

Crime Settlement



is secured (92%). 2% of the population perceives that it is unsecured

and the rest (6%) perceives it disturbed. Further details are presented in

Figure 3.53. below.

Figure 3.53. Public Security and Order in Tambak Langon Village



Figure 3.54. Crimes Ever Committed in Tambak Langon Village



Figure 3.55. below.

2%

92%

6%

Kondisi Keamanan

Tidak Aman

Aman

Terganggu

100%

Bentuk Kejahatan

Pencurian



Kinds of Crimes

Theft




in Tambak Langon Village

6. Romokalisari Village


is found that the population perceives that the public security and order

is secured (92%) and 8% of the population perceives it is disturbed.


Figure 3.56. Public Security and Order in Romokalisari Village


(87%) and horizontal conflict (13%). Further details are presented in

Figure 3.57. below.

22%

65%

4%9%

Cara Penyelesaian

Lapor Polisi


Dihakimi sendiri

Lainnya

92%

8%

Kondisi Keamanan

Aman

Terganggu

Police Report

Public Figures

Street Justice

Others

Crime Settlement


Secured Disturbed



Figure 3.57. Crimes Ever Committed in Romokalisari Village

The problems are settled by public figures (78%), police report (18%)

and others (4%). Further details are presented in Figure 3.58. below.


in Romokalisari Village

87%

13%

Bentuk Kejahatan

Pencurian

Pertikaian antar penduduk

18%

78%

4%

Cara Penyelesaian

Lapor Polisi


Lainnya

Kinds of Crimes Order

Theft Horizontal Conflict

Crime Settlement

Police Report Public Figures Others



C. Socio-Cultural Aspects

Social Life if Studied Area

The social life studied area is characterized with diversity of religions and

level of education of the community.

Religion

Most of the communities dwelling in 6 villages are mostly Moslems, and

the rest follow Christian, Catholic, Hindu and Buddha. Further details about

the religion diversity in the studied area are presented Table 3.31. In

Kalianak Village, most residents are Moslems (98.65%). Meanwhile, in

Greges Village the religions of the residents are Islam (98.86%), Catholic

(0.51%), Buddha (0.44%) and Christian (0.19%). In Morokrembangan

Village the religions of the residents are Islam (87.08%), Catholic (2.83%),

Christian (0.24%), Hindu (0.44%), Buddha (1.44%) and Christian (8.22%).

In Romokalisari Village the religions of the residents are Islam (99.62%),

Christian (0.24%), Catholic (0.09%), and Buddha (0.05%.

In Tambak Osowilangon village the religions of the residents are Islam

(99.75%), Catholic (0.21%), and Christian (0.03%).

Table 3.31. Religion Diversity in Studied Area

Nr Religions Kalianak Greges Tb Langon

Moro krembangan

Romokali sari

Tb Oso Wilangon

Percentage

(%) Percentage

(%) Percentage

(%) Percentage

(%) Percentage

(%) Percentage

(%)

1 Islam 98.65 98.86 83.25 87.08 99.62 99.75

2 Christian 1.01 0.19 10.65 8.22 0.24 0.03

3 Catholic 0.00 0.51 3.51 2.83 0.09 0.21

4 Hindu 0.00 0.00 1.36 0.44 0.00 0.00

5 Buddha 0.34 0.44 1.20 1.44 0.05 0.00

Total 100 100 100 100 100 100

Source : Monograph Data Year 2006-2008 from various villages in the Studied Area of


It is conclusive that most of the residents in the studied are Moslems. The

total Moslem, in average, is > 80% of the total population in the studies

area.



Education

The education levels of the population in the studied area vary, from

Elementary School (ES), Junior High School (JHS), Senior High School

(SHS), Associate Decree, Baccalaureate Degree and Master Degree.

In Kalianak Village, most are graduated from SHS (65.71%) and JHS

(18.73%) In Greges Village, the majority of the residents are graduated

from ES (60.22%), SHS (20.55%) and JHS (14.84%). In Morokrembangan

Village, most of the resident are graduated from SHS (72.31%). In

Romokalisari Village the levels of education of the residents are almost the

same, i.e. : ES (37.29%), JHS (31.74%) and SHS (28.14%). In Tambak

Osowilangon Village, most of the resident are graduated from ES (42.75%),

SHS (27.94%) and JHS (25.56%). The complete data are presented in

Table 3.32.

Table 3.32. Percentage of Education Levels

Nr Education Levels

Kalianak Greges Tb Langon Moro

krembangan Romokali

sari Tb Oso

Wilangon

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

Percentage (%)

1 Elementary School 14.70 60.22 45.9 9.63 37.29 42.75

2 Junior High School 18.73 14.84 25 8.43 31.74 25.56

3 Senior High School 65.71 20.55 25.6 72.31 28.14 27.94

4 Academy 0.79 2.75 0.75 2.01 0.71 0.00

5 Associate Degree 0.00 0.00 0.31 1.03 0.00 0.69

6 Baccalaureate Degree 0.07 0.00 2.41 6.52 2.01 2.80

7 Master Degree 0.00 1.65 0.00 0.04 0.11 0.26

8 Doctorate Degree 0.00 0.00 0.00 0.02 0.00 0.00

Total 100 100 100 100 100 100

Source : Monograph Data Year 2006-2008 from various villages in the Studied Area of


Referring to the aforementioned data, it is conclusive that most of the

residents has attended education programs, at least most are graduated from

Senior High School, while the number of graduates from higher school is

very small (averagely > 5%).



D. Community Perception

Most of the residents have been exposed to the plan of Tanjung Perak Port

Development in Lamong Bay. 54% of the respondents have been exposed

to the plan. Only the respondents from Kalianak Village and Tambak

Langon Village knew a little about the project. For further details see

Figure 3.59..

Figure 3.59. Community Exposure to Development Project Plan

Figure 3.60. Source of Information about Development Project Plan

The respondents know about the development project plan in Lamong Bay

from some sources of information, mostly from the other residents (57%)

and formal explanation by the government officers (33%).

0

50Radio

Televisi

Koran

Pemerintah

Pihak Proyek

Sesama Warga

Exposed Not Exposed

Radio TV Newspaper Government Management Other Residents



Respondents Acceptance to Port Development Project Plan

< 25% of the respondents do not agree about the project as they worry

about their jobs as fishermen. Most of the respondents agree about the

project, on condition that it will not cause loss to the fishermen surrounding

the project site. The complete details are presented in Figure 3.61.

Table 3. 33 Advantage –

Disadvantage of Development

Project in Lamong Bay

Figure 3.61. Proportion of Respondent Acceptance to Development

Project Plan

Some respondents agree about the port development project plan in

Lamong Bay as it will bring advantages to the local people surounding the

project site, for instance : better job opportunities, community welfare,

business opportunities, land price and transportation. On the otherhands,

some of the respondents worry that the project will bring economic

disadvantage. I.e. : loss of jobs, and damages on roads, noises, building

cracks, floods, water supply problems and alike. The complete details are

presented in Table 3.33, Figure 3.62. and Figure 3.63.

Villages Adv. Disadv.

Greges 38.81% 61.19%

Kalianak 51.79% 48.21%

Morokrembangan 47.50% 52.50%

Osowilangun 51.72% 48.28%

Romokalisari 77.55% 22.45%

Tambak Langon 60.00% 40.00%

Total 53.75% 46.25%

17%36% 37% 26% 44% 45%

62%40%

22%60%

42% 30%

21% 24%41%

14% 14% 25%

Setuju

Ragu-ragu

Tidak setuju

Agree

Doubt

Disagree



Figure 3.62. Advantages of Port Development Project in Lamong

Bay

Figure 3.63. Worries about Port Development Project Plan Lamong

The community address the following issues reated with the operation of

container terminal in Lamong Bay :

o Dense traffic leading to traffic accidents

o Many heavy trucks leading to traffic jam and accidents.

o Spill of oil from vessels drawn to coastal area.

o Poor land acquisition price.

o Hindrance to fishermen‟s boats to go fishing

13%

27%

8%11%

12%

25%

4%

transportasi lebih baik

kesempatan kerja

Menaikkan harga tanah

Menaikkan kegiatan ekonomi

Memperlancar usaha dagang

kesejahteraan masyarakat

lainnya

18%

3%

7%

29%15%

17%

1% 4% 4% 2%

Jalan rusak & berdebu

Menambah kepadatan

Mengganggu keamanan

kehilangan mata pencaharian

Kecelakaan meningkat

lalu-lintas padat

air bersih kurang

Better Transportation Job Opportunities Better Land Price Better Economy Better Business Oppt. Better Comm Welfare Others

Damages on roads

Increased density

Security disorder

Loss of jobs

Increased accident

Dense traffic

Lack of clean water



The imputs and recommendations given by the respondents in regard with

the development project plan in Lamong Bay are as follows :

1. Socialization about the port development project plan in Lamong Bay to

the community.

2. Priority to local people recruitment to partly cope with problems of

jobless people surrounding the project site.

3. Preventive measure pollution in the sea as it will lead to pollution in the

river and problems to fishermen‟s activities.

4. Socialization of Environmental Impact Assessment to fishermen before

commencing construction activities.

5. Road widening to anticipate traffic jam and street lighting.

6. No hindrance to fishermen‟s activities, especially during measurement

activities.

7. Provision of overhead crossing bridge.

8. No hindrance for fishermen to go fishing and sail under the connecting

bridge during high tide and project execution.

9. Compensation for fishpond owners whose fishponds are reclaimed. The

compensation rate is to be higher than the one for ordinary fishermen,

as they have exploited the fishponds for years.

10. Well considering and actively involving the local people. No

incompetent authorities in the port. Mutually beneficial to both the

community and government.



3.6. Community Health Aspects

Based on the results of interviews to 300 respondents in 6 villages in the

studies area , i.e. : Romokalisari Village, Tambak Osowilangon Village,

Tambak Langon Village, Greges Village, Kalianak Village dan

Morokrembangan Village in April 2008 in week 1 and week 2, it is found as

follows :

A. Dwelling Condition

In general the dwellings of the respondents are permanent buildings (76%),

non-permanent buildings (7%), semi-permanent building (4%), and others

(13%). In terms of ownership, the buildings are private proprietary (67%),

relative‟s property (6%), provided with Building Permit (6%), rent (3%)

and others (4%). The yards are private proprietary (29%), relative‟s

property (4%), provided with Building permit (2%), and rent (1%).

In terms of fuel, gas and energy, most of the respondents use kerosene

(69%) and the rest use LPG (31%). 90% of the respondents confirm that

the electric lighting from PLN is bright, while the rest 5% say not.

The plan water used by the respondents is clear and does not smell (78%),

clear but smells (13%) and dirty but does not smell (2%). The sources of

water for drinking/cooking is supplied by PDAM (86%) and purchased

from vendors (8%). The water for washing/bathing is supplied by PDAM

(92%) and is supplied by vendor (2%).

The dwellings are provided with rubbish bin (79%) and liquid waste dump

(61%). The respondent use water-closed (60%), zeptic tanks (45%), public

bathing, washing and toilet facilities (37%), and directly draw to

rivers/swamps (13%). In term of drainage, in the dwellings there is no

puddle (56%), there is puddle when raining hard (19%) and the draining

does not works due to rubbish hindrance (7%)



B. Community Health

The general the community health is good. The frequency of illness is rare,

i.e. : more than 4 times/month (20%). The respondents stating being ill less

than 4 time/months are about %.

The trivial illnesses commonly attacking the communities are phlegm

cough (30%), pain cough (10%), recurrent asphyxia (9%), allergic

asphyxia (10%), red spotted itching (8%), red spotted dermatitis (3%), red

eye itching (11%), red eye smarting (7%), red eye watery (4%) and

stomachache (21%).

C. Perception to Environmental Quality Around Dwelling Area

The dwelling area has ever been flooded (64%). River water color changes

(58%) due to rain and high tide. Only a few resident have deep well in

their homes (2%). There deep well water change in terms of smell (10%),

color (11%), taste (8%), volume (9%) and surface level (10%).

The air quality in the dwelling area is about the quality limit as 50% of the

respondent state that the air is clean and 44% state that it is dirty, mostly

due to pollution and dust driven by automotive vehicles and factory

smoke. In term of smell, the quality of air surrounding the studied area

does not (28%) and smells and badly affect respiration (17.31%). The

respondents state that at the present date there is no noise (68%).

Most of the roads/streets around the dwelling area are paved (52%), rock

and macadam (27%), asphalted (8%) and soil (6%). Accesses to the

dwellings of the respondents are paved (55%), asphalted (20%), rock and

macadam (15%), and soil (2%).

The respondents enjoy electric power supply in their dwellings (94%).

During this time, the repondents perceives that the change in seawater

quality is mainly due to rubbish and flood, but it does not affect them.



3.7. Transportation Component

In terms of transportation, the activities of Tanjung Perak Port development in

Lamong Bay will entail traffic consequences. The traffic will access primary

arterial roads, among other things : access road to and from PT Terminal

Petikemas Surabaya and some crossroads, such as signaled Jl. Gresik-Jl

Demak crossroad, signaled Jl. Gresik-Jl Margomulyo crossroad and

unsignaled Jl. Gresik-Jl Romokalisari crossroad. The locations of traffic

surveys are presented in Figure 3.64.

The traffic conditions will be analysed in terms of road geometry (C), traffic

volume (Q) and traffic saturation (DS).

Traffic Internodes

a. Road Geometry

The studied roads are internodes to and from PT Terminal Petikemas

Surabaya as presented in Figure 3.65., Jalan Gresik, Jalan Demak, Jalan

Margomulyo, Jalan Tambak Osowilangon and Jalan Kalianak.



Source : INDONESIAN DIGITAL MAP YEAR 1999 BATHYMETRY MEASUREMEASUREMENT KALI LAMONG TAHUN 2008

1 0 1 2k

m

SKALA

U

TA R

A

14’3

0”

14’0

0”

9200

13’3

0”

13’0

0”

12’3

0”

12’0

0”

11’3

0”

11’0

0”

9205

10’3

0”

10’0

0”

09’3

0”

09’0

0”

08’3

0”

9210

08

’00”

06

932

67

mT

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

Remarks → : 5 Transportation Survey Points

-1 -

0,8 -

0,2

-0,6

10

Figure 3.64 Transportation Survey Points



Figure 3.65. Access to and from PT. Terminal Petikemas Surabaya

The results of traffic survey show that the kinds of vehicles passing the

arterial roads are heavy vehicles, light vehicles and motorcycles.

The geometric conditions of the roads and traffic flows in each location are

presented in Figure 3.66. through Figure 3.71.

Figure 3.66. Cross Section of Access to and from PT. Terminal

Petikemas Surabaya

9,8 m 5,5 m 5,5 m 4 m 11,5 m



Figure 3.67. Cross Section of Jalan Gresik in the West , Jl

Gresik-Jl Demak Crossroad

Figure 3.68. Cross Section of Jalan Demak

Figure 3.69. Cross Section of Jalan Margomulyo

Figure 3.70. Cross Section of Jalan Tambak Osowilangon (4/2 UD)

Figure 3.71. Cross Section of Jalan Kalianak (2/2 UD)

7,70 m 3 m 3 m 1,0 m 8,40 m

10,6 m 3 m 3 m 1,0 m 10,6 m

12,6 m 3 m 3 m 6 m 13,1 m

7.55 m 7.55 m

4,6 m 4,6 m



b. Traffic Volume (Q)

The accesses to and from PT Terminal Petikemas Surabaya are primary

arterial roads, where most of the accessing vehicles are from from out of

town , especially heavy vehicles (trucks, semi trailers etc.). The traffic

volume during peak time based on results of field survey are presented in

Table 3.34. through Table 3.38.

Table 3.34. Volume of Vehicles in Gate 1 of PT Terminal Petikemas

Surabaya

Nr. Directions MC LV HV

1 Keluar TPS Gate 1 309 41 317

2 Masuk TPS Gate 1 185 4 147 Source : Results of Traffic Counting Survey on 19 Februari 2008

Table 3.35. Volume of Vehicles on Jalan Gresik in Jl Gresik-Jl

Demak Juction

Source : Results of Traffic Counting Survey on 19 Februari 2008

Table 3.36. Volume of Vehicles on Jalan Gresik in Jl Gresik-Jl

Margomulyo Crossroad


Table 3.37. Volume of Vehicles on Jalan Tambak Osowilangon


Table 3.38. Volume of Vehicles on Jalan Kalianak


Nr DIRECTION MC LV HV

1 Jalan Gresik (Arah Barat) Belok Kanan Ke Arah Selatan

(Jalan Demak) 235 20 5

2 Jalan Gresik Dari Arah Timur Ke Arah Barat ( Lurus) 416 41 69

3 Jalan Gresik Dari Arah Timur Belok Kiri Ke Jalan Demak 487 71 31

4 Jalan Gresik Dari Arah Barat Ke Arah Timur (Lurus) 540 48 27


1

Dari Arah Timur (Jalan Gresik) Belok Kanan Ke Arah

Jalan Margomulyo (Arah Selatan 361 42 103

2

Dari Arah Barat (Jalan Gresik) Lurus Ke Arah Timur

(Jalan Gresik) 172 20 36

3

Dari Arah Barat (Jalan Gresik) Belok Kanan Ke Arah

Selatan (Jalan Margomulyo) 117 19 73

NO DIRECTION MC LV HV

1 Jalan Tambak Oso Wilangun dari arah barat ke arah timur 172 20 36

2 Jalan Tambak Oso Wilangun dari arah timur ke arah barat 202 59 116


1 Jalan Kalianak dari arah barat ke arah timur 540 48 27

2 Jalan Kalianak dari arah timur ke arah barat 545 49 112



c. Degree of Saturity (DS)

Based on the inputs, i.e. : traffic geometry and volume and adoption of

application program KAJI v 1.1f, the Degree of Saturity in interurban roads

can be identified.

Table 3.39. Degree of Saturity on Roads in Gate 1 of PT Terminal

Petikemas Surabaya (TPS)

Duration Name of Roads Direction DS

Peak Hour Access Gate 1 PT. TPS Out 0.204

Access Gate 1 PT. TPS In 0.091 Source : Output of KAJI Program

Table 3.40. Degree of Saturity on Jalan Gresik in Jl Gresik-Jl Demak

Crossroad


Peak Hour

Jl. Gresik – West of Crossroad East 0.355

West 0.325

Jl. Gresik – East of Crossroad East 0.506

West 0.543

Jl. Raya Demak North 0.355

South 0.380 Source : Output of KAJI Program

Table 3.41. Degree of Saturation on Jalan Greges in Jl Greges-

Jl Margomulyo Crossroad


Peak Hour

Jl. Greges - West of Crossroad East 0.322

West 0.234

Jl. Greges - East of Crossroad East 0.635

West 0.635

Jl. Margomulyo North 0.262

South 0.302 Source : Output of KAJI Program

Table 3.42. Decree of Saturation on Jalan Tambak Osowilangon

Duration Name of Roads Direction Capacity

(smp/hr) DS

Peak Hour Jl. Tambak Osowilangon Barat-Timur

(2 arah) 6037,67 0,635

Source : Output of KAJI Program

Table 3.43. Degree of Saturation on Jalan Kalianak

Duration Name of Roads Direction Capacity

(smp/hr) DS

Peak Hour Jl. Kalianak West-East

(2 ways) 3474,06 0,59




Referring to the results of analysis on Degree of Saturation on some roads, it

shows that the average degree of saturation during peak hour on access road in

gate 1 of PT TPS is 0.148, on Jalan Gresik in Jl. Gresik-Jl Demak crossroad is

0.411 and Jl Gresik-Jl Margomulyo crossroad is 0.398. on Jl Tambak

Osowilangon is 0.22 and on Jl Kalianak is 0.59

Crossroad

a. Road Capacity/Geometry

The conditions in Jl Gresik – Jl Demak crossroad, Jl Gresik – Jl

Margomulyo crossroad and Jl Romokalisari – Jl Gresik crossroad are

presented in Figure 3.72. through Figure 3.74.

Figure 3.72. Signaled Jl. Gresik – Jl. Demak Crossroad

Figure 3.73. Signaled Jl. Gresik – Jl. Margomulyo Crossroad



Figure 3.74. Signaled Jl. Gresik – Jl. Romokalisari Crossroad

The conditions of road geometry and traffic flow directions in each of the

aforementioned locations are presented in Figure 3.75. through Figure 3.77.

Figure 3.75. Road Geometry and Traffic Flow Direction in

Jl. Tambak Osowilangon-Jl Demak Crossroad

0 25 50 m

Scale :

Jl. Gresik - Jl. Demak Crossroad (in Meter)

Traffic Flow Direction pergerakan lalu-lintas



Figure 3.76. Road Geometry and Traffic Flow Direction in Jl Greges

Jl Margomulyo Crossroad

Figure 3.77. Road Geometry and Traffic Flow Direction in Jl Tambak

Osowilangon – Jl Romokalisari Crossroad

b. Traffic Volume (Q)

The result of traffic field survey show thatthe kinds of vehicles passing on

the reads are heavy vehicle, light vehicle, motorcycle dan unmotorised.

Jalan Gresik, Jalan Demak, Jalan Margomulyo and Jalan Romokalisari are

primary arterial roads as most of the vehicles passing on those roads

mostly are from out of twon heavy vehicle (truck, semi trailer etc.). The

Jl. Gresik - Jl. Margomulyo Crossroad (inMeter)

25 0 50 m

Scale

U

0 25 50 m

Scale

Population Income

Traffic Flow Direction

Jl. Romokalisari Crossroad (inMeter)



traffic volume during peak time based on results of field survey are

presented in Table 3.44 through Table 3.46.

Table 3.44. Volume of Vehicles in Jl Gresik-Jl DemakCrossroad


Table 3.45. Volume of Vehicles in Jl Greges-Jl Margomulyo

Crossroad


Table 3.46. Volume of Vehicles in Jl Tambak Osowilangon-

Jl Romokalisari Crossroad



1 Jalan Gresik (Arah Barat) Belok Kanan Ke Arah Selatan

(Jalan Demak) 235 20 5

2 Jalan Gresik Dari Arah Timur Ke Arah Barat ( Lurus) 416 41 69

3 Jalan Gresik Dari Arah Timur Belok Kiri Ke Jalan Demak 487 71 31

4 Jalan Gresik Dari Arah Barat Ke Arah Timur (Lurus) 540 48 27

5 Jalan Demak (Arah Selatan) Belok Kanan Ke Jalan

Gresik (Arah Barat) 129 8 43

6 Dari Jalan Demak (Arah Selatan) Belok Kanan Ke Arah

Jalan Gresik (Arah Timur) 355 63 56


1

Dari Arah Selatan (MargoMulyo) Belok Kanan Ke Arah

Timur Ke Jalan Gresik 224 13 15

2

Dari Arah Selatan (MargoMulyo) Putar Balik Ke Arah

MargoMulyo 10 11 27

3

Dari Arah Timur (Jalan Gresik) Belok Kanan Ke Arah

Jalan Margomulyo (Arah Selatan 361 42 103

4

Dari Arah Barat (Jalan Gresik) Lurus Ke Arah Timur

(Jalan Gresik) 172 20 36

5

Dari Arah Barat (Jalan Gresik) Belok Kanan Ke Arah

Selatan (Jalan Margomulyo) 117 19 73

6 Dari Arah Selatan (Jalan MargoMulyo) Belok Kiri Ke Jalan

Gresik (Arah Barat) 202 59 116


1 Dari Arah Tol Ke Arah Kota Surabaya (Putar Balik) 2 0 12

2 Dari Arah Tol Ke Arah Kota Gresik (LURUS) 4 4 11

3 Dari Arah Surabaya Putar Balik Ke Arah Menuju Tol 4 4 11

4 Dari Arah Kota Gresik Ke Arah Tol (Lurus) 6 140 29

5 Dari Arah Kota Gresik Ke Arah Surabaya ( LURUS) 371 70 42

6 Dari Arah Kota Gresik Putar Balik Ke Arah Kota Gresik 156 3 2

7 Dari Arah Kota Surabaya Ke Arah Kota Gresik (LURUS) 466 38 16



c. Degree of Saturation (DS)

After all data related with the performance of a signaled crossroad has

been collected, it is followed with the analysis of the performance of Jl

Gresik-Jl Demak Crossroad and Jl Greges-Jl Margomulyo Crossroad and

unsignaled di Jl Tambak Osowilangon-Jl Romokalisari Crossroad by

means of software KAJI 2001. For the performance of a signaled

crossroad, the output of software KAJI 2001 is degree of saturation. The

results of analysis on the performance signaled crossroad by means of

software KAJI 2001 are presented in Table 3.47. through Table 3.49.

Table 3.47. Performance of Signaled Jl Gresik-Jl Demak Crossroad

Duration Signaling

Code Direction

Capacity

C=S*g/c

(smp/hr)

DS

Peak Hour

S RT 1,947.98 0.7

LT 4,415.66 0.02

T S 1,280.66 0.74

LT 4,209.25 0.26

B S 1,020.1 0.98

RT 818.14 0.45 Source : Output of KAJI Program

Table 3.48. Performance of Signaled Jl Greges–Jl Margomulyo

Crossroad

Duration Signaling

Code Direction

Capacity

C=S*g/c

(smp/hr)

DS

Peak Hour

S RT 1,030.13 0.12

LT 3,003.26 0.29

T LT 1,746.36 0.58

B S 1,195.92 0.40

RT 2,060.56 0.31 Source : Output of KAJI Program

Table 3.49. Performance of Unsignaled Jl Tambak Osowilangon–

Jl Romokalisari Crossroad

Duration Signaling

Code Direction

Capacity

C=S*g/c

(smp/hr)

DS

Peak Hour Unsignaled

Crossroad - 5,712 0.593




Based on the output of output software KAJI 2001 on the analysis, it

shows that the the signaled Jl Gresik-Jl Demak crossroad has degree of

saturation as much as 0.34, while the one in signaled Jl Greges-Jl

Margomulyo crossroad has degree of saturation as much as 0.49. The

degree of saturation in unsignaled Jl Tambak Osowilangon-Jl

Romokalisari crossroad is 0.593.

Sea Transportation – Voyage Safety

The initial descriptions about voyage safety in the studied area will be analogized

to the one in the existing container terminal, i.e. : Surabaya Terminal Peti Kemas

Surabaya (TPS), formerly named International Container Ternimal (ICT), and

passenger terminal in Gapura Surya Tanjung Perak. The shipping routes in the

studied area is commonly accessed by all voyages to and from Tanjung Perak

Port. The routes are free of mines and taccordingly safe to be accessed. The area

vulverable to mines are the ones out of the studied area, i.e. East of Kenjeran and

Karang Jamuang area (non shipping routes).

All vessels voyaging to and from the container terminal pier in Tanjung Perak Port

and Kalimas take the West routes in Madura Strait. The voyage schedules are

managed by the Port Administrator.

Based on the data of vessel visits in Tanjung Perak Port (see Table2.4.), it shows

that there is an average decrease of visits per year by 0.08%, with total vessel

visits as many as 15.459 in 2007.

The vessel accidents in Tanjung Perak Port are presented in Table 3.50.



Table 3.50. Vessel Accidents in Tanjung Perak Port

Nr DATE OF

ACCIDENT

PLACE OF

ACCIDENT

DESCRIPTIONS

KEJADIAN DUE TO/DAMAGE REMARKS

1 19 April 2005 Nilam Pier KT. Anoman I crashing

KT. Selat Bali Bracket and right plat bulwark plate down

Losses covered by PT. Kebon Asrinusa

2 7 July 2005 Bouy 4 and 9 MT. MR I crashing MT.

NCC Madina

MT. MR I out of

order

2 seriously injured

and 1 died

-

3 13 September

2005 Bouy 10

KM. Belik Mas brushing

against KM. Tasik Mas

KM. Tasik Mas torn

Container fallen -

4 9 December 2005 TPS Conventional

Pier

KM. Semarang Caraka

Jaya III/ 25 crashing fender

of container terminal

North Fender torn

Right vessel side torn

Losses and damages

covered by PT.

Teresa Muda Sejati

5 19 April 2007 Outer Border

KT. Joyoboyo brushing

against Kapal Patroli

AIRUD towing MV. Sweet Lady

Kapal Patroli AIRUD

sunk

Pandu Rachmat

Hurianto

6 3 September 2007 Bouy 2 Bunga Teratai sunk Delayed vessel Pandu Bambang

Arifin

7 23 November 2007

West Berlian KM. Selat Mas dan TB.

Sumber Melawai TB Sumber Melawai sunk

Pandu Zaenal Abidin

Source : PT Pelabuhan Indonesia III Branch of Tanjung Perak Surabaya

Traffic Accident Rate

Jalan Tanjung Perak–Gresik is highly dense arterial road. This due to the fact that

it connect Surabaya as the Capital of East Java Province to other cities/regencies

in the North part of East Java Province, such as, Gresil, Lamongan, Tuban and

some others. Further, the warehouses established along the highways make the

traffic on that route denser with traffic of heavy trucks.

Jalan Gresik and Jalan Perak Timur as connecting roads to Tanjung Perak Port are

also dense with the traffic of heavy trucks incomming and outgoing Tanjung Perak

Port Surabaya.

In increase of traffic on Jalan Tanjung Perak Surabaya-Gresik leads to increase of

traffic accident. Along Jalan Kalianak–Jalan Tambak Osowilangon-Jalan

Romokalisari, as parts of Jalan Tanjung Perak Surabaya-Gresik, are the most

vulneravble to traffic accident. The issues in traffic accident requires serious

handling as it can bring significat losses and damages.

The results of study on Traffic Accident Analysis on arterial Jalan Arteri Tanjung

Perak Surabaya – Gresik route (Kurniawan, 2007), show that there are 3 black

spots in terms of traffic accident frequency. The points of the black spots are km

6-7, km 7-8 and km 8-9 on arterial Jalan Tanjung Perak Surabaya-Gresik (Jl.

Kalianak) route. The relatively high frequency of traffic accident falls in km 7-8



with 16 accidents, km 6-7 with 15 accident and km 8-9 with 11 accidenta during a

period of 2004-2006. Further details are presented in Table 3.51.

Table 3.51. Identification of Area Vulverable to Traffic Accidents

Nr KM Vulnerable

Locations

Analysis Corrective Measures

1 Km 0-4 None Relatively good road

condition

Relatively wide road

None ada

2 Km 4-5 Jalan Gresik and

Jalan Gresik PPI

crossroad

Jalan Ikan Dorang

and Jalan Ikan

Kakap crossroad

No traffic lightin the

crossroad

Many careless pedestrians

Vendors on road shoulders

Sharp turn close to 900

Provision of traffic

light

Providing spesial

zebracross

Vendor relocation

Providing traffic

light

3 Km 5-6 Jalan Gresik and

Jalan Kalianak

Gang Lebar

crossroad

Along km 5-6

Many careless pedestrians

Public means of

transportation searching

passengers

Many holes on hardened

road surface

Providing special

zebracross.

Controlling public

means of

transportation by

competent

authorities.

Road fixing

4 Km 6-9 Along km 6-9 Many holes on hardened

road surface

Holes in road shoulder.

Difference of elevation of

road shoulders and

hardened road surface

Fixing hardened

road surface.

Fixing of road

shoulders

Fixing of road

shoulders



Table 3.51. Identification of Area Vulverable to Traffic Accidents (Cont.) Nr KM Vulnerable

Locations

Analysis Corrective Measures

5 Km

9-10

Jalan Greges and

Jalan Margomulyo

Crossroad

Access road to warehousing

estate around the crossroad.

Providing road

median to enable

wider maneuver

for turning trucks.

6 Km

10-12

None None None

7 Km

12-13

In front of Tambak

Osowilangun

Indah

Warehousing

Estate

Turn before

Tambak

Osowilangon Bus

Terminal (from

Surabaya)

Damage on hardened road

surface leading to decreased

road wdth

Extremely sharp turn and

trees of road shoulders

hindering traffic usser‟s sight

Road fixing and

regulat

maintenance

Cutting down trees

Supplying relevant

traffic signs.

8 Km

13-15

None None None

9 Km

>15

Surabaya-Gresik

Toll Road Tidak ada traffic light

MPU berhenti di samping

jalan

Providing traffic

light

Controlling public

means of

transportation by

competent

authorities Source : Kurniawan, 2007

The most accidents invole motorcyclists, i.e. : 55.11 %. Un-motorized vehicle

users suffer from traffic accident the least frequently 3.56 %. This is due to mix

traffic among 2-wheel vehicles, light vehicles and heavy vehicles.



3.8. Spatial Aspect

The compliance of the planned project site to the Local Regulation Nr. 3 Year

2007 about Surabaya Master Plan is subject to condition that the studied area

to be completed with Environmental Impact Assessment is in the territory of

Surabaya City, covering 3 (three) sub-districts, i.e. : Benowo Sub-district,

Krembangan Sub-district and Asemrowo Sub-district.

In view of the city structure, the studied area is in the outskirt of Surabaya

City, in the North. In attempt to accommodate diversified interests, it requires

a comprehensive master plan well considering the utiilizations of land, water,

air and other natural resources in a dynamic and inegrated ecosystem.

Accordingly, Surabya City is divided into some Development Units. The 3

sub-districts in the studied area are in different Development Units.

Krembangan sub-district is under Development Unit V Tanjung Perak, mainly

functioning to develop port, special zone, strategic industrial zone, service and

trade with a center of development in Tanjung Perak area.

Benowo sub-district and Asemrowo sub-district are under Development Unit

XI mainly functioning to develop dwellings, trade and service and

warehousing, with a center of development in Tambak Osowilangon area.

Referring to the Sea Spatial Structure Plan, the studied area of Environmental

Impact Assessment is in Zone I. It is around the coastal area (Lamong Bay)

mainly functioning to develop port and shipping routes for large vessels. In

view of sea transportation development plan, Lamong Bay is projected for

international-scale container terminal and cargo development.

In Surabaya Master Plan it is stated that in the line with getting intensive cargo

loading and unloading activities in the exisiting terminal, it is impossible to

make extension due to space factors. Therfore, PT. Pelabuhan Indonesia III

plans to extend Tanjung Perak Port in Lamong Bay on the following

considerations :

The existing installed capacity in Tanjung Perak Port, i.e. : ±35 million

ton/year is to be improved as it is about to exceed. Accordingly, it is

reasonable to develop the port to the West.



It is impossible to develop Tanjung Perak Port in the existing area, and it

is impossible to exploit upland as the location is heavily populated. The

only feasible alternative is reclaiming areas approved by the Minister of

Communication.

With reference to East Java Province Master Plan, Lamong Bay is projected

for developing an international port hub.



Figure 3.78. Plan of Tanjung Perak Port Development in Lamong Bay in consistence with Surabaya Master Plan Year 2007

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