4.1. 4.1.1 scope - finnvera - etusivu · pdf filetabel 4.1. potential impact evaluation impact...
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REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-1
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
4.1. Significant Impact Studied
4.1.1 Scope
Scoping is an initial step to determine the scope of problem and identify
hypothetical significant impacts related with the planned project activities. The
formulation of the hypothetical significant impacts covers identification and
analysis on potential impacts. The identification of potential impacts takes
place by identifying a series of activities potentially driving impacts. The
hypothetical significant impacts can be identified by eliminating irrelevant or
trivial impacts by well considering the environmental components deemed
necessary by the community surrounding the project site. The results of public
consultancy and discussions with experts, competent authorities and interested
community are then recorded. Next, they are classified and set in priorities to
generate Prioritized Hypothetical Significant impact. Schematically, the
scoping process is presented in Figure 4.1.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-2
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 4.1. Scoping Process Flowchart
4.1.2 Potential Impact Identification
In this phase the scooping is supposed to identify both direct and indirect the
environmental impacts that are potential to arise due to the planned project
activities. The potentially arising impacts are inventoried regardless their
degree, whether they are major or minor, significant or insignificant. The
potential impact identification is derived from serious considerations to a
series of results of consultancies and discussions with experts, initiator,
competent authorities, interested community and attached with the results of
field observation. The potential impacts are identified by two major methods,
namely :
- Flowchart Method
- Matrix Method
The results of potential impact identification by means of matrix method are
presented in Figure 4.2. The ones identified by means of flowchart method
are presented in Figure 4.3
Surrounding
Activities
Community
Recommendation,
Comment, and
Opinion
Description of
Project Activities
Environmental
Descriptions
Potential
Impacts
Hypo-
thetical
Signi-
ficant
impacts
Prioritized
Hypo-
thetical
Significant
impact
Potential
Impacts
Identification
Potential
Impacts
Evaluation
Classification
and
Priority
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-3
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 4.2. Potential Impact Matrix - Tanjung Perak Port Development in Lamong Bay
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-4
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 4.3. Potential Impact Flowchart – Tanjung Perak Port Development
in Lamong Bay
Activities Potential Direct Impacts Potential Indirect Impact
Pre Construction
Project Plan Publication Community Unrest Public Security Disorder
Construction
Construction Preparation
Labor Mobilization and Demobilization Availability of Job Opportunity Increased Community Income
Community Unrest
Decreased Road Performance
Increased Noise
Decreased Air Quality Community Unrest
Decreased Health Degree
Increased Noise Community Unrest
Basecamp Construction Decreased Health Degree
Causeway Construction
Reclamation for Road Construction Preparation Decreased Seawater Quality Decreased Plankton Diversity
Decreased Fisherman Income
Change of Current Pattern & Sedimentation Increased Surface of River Water Runoff
Decreased Bentos Infaunal Habitat
Construction of Connecting Bridge
Bridge Foundation Piling Increased Noise
Decreased Bentos Infaunal Habitat
Decreased Fisherman Income Community Unrest
Bridge Hardening Works Decreased Air Quality
Increased Noise
Reclamation of Spagelow Water
Reclamation Material Transport by Sea Increased Sea Traffic Decreased Degree of Sailing Safety
Site Preparation and Compaction Decreased Seawater Quality Decreased Plankton Diversity
Decreased Fisherman Income
Change of Current Pattern and Sedimentation Increased Surface of River Water Runoff
Deceased Bentos Infaunal Habitat
Construction of Pier Structure and Trestle
Construction of Pier Structure and Trestle Decreased Seawater Quality Decreased Plankton Diversity
Increased Noise
Material & Equipment Mobilization Demobilization
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-5
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 4.3. Potential Impact Flowchart – Tanjung Perak Port Development
in Lamong Bay (Cont.)
4.1.3 Potential Impact Evaluation
The scooping in this phase is supposed to eliminate irrelevant and insignificant
potential impacts in order to collect a list of hypothetical significant impacts
and relevant to be further studied in the Environmental Impact Statement. The
potential impact evaluation is undertaken by well considering the results of
results of consultancies and discussions with experts, initiator, competent
authorities and interested community. The method applied is group interaction
by meetings and brainstorming. The summary of results of potential impact
evaluation are presented in matrix as in Table 4.1.
Kegiatan Dampak Langsung Potensial Dampak Tidak Langsung Potensial
Pembangunan Fasilitas Terminal (Container
Yard, Chasis Parking, Gate, CFS , Kantor dan
Workshop )
Pembangunan Struktur Fasilitas Terminal Penurunan kualitas air laut Penurunan diversitas plankton
Peningkatan kebisingan
OPERASI
Rekruitmen tenaga kerja Tersedianya Kesempatan Kerja Peningkatan pendapatan penduduk
Bongkar muat petikemas Penurunan kualitas air laut Penurunan diversitas plankton
Pengoperasian Terminal Petikemas Keresahan masyarakat Gangguan Kamtibmas
Berkurangnya pendapatan nelayan Keresahan masyarakat
Peningkatan pendapatan penduduk
Peningkatan lalu lintas laut
Penurunan luasan ekosistem mangrove
Berkurangnya habitat burung air
Keluar masuk muatan petikemas Penurunan Kinerja jalan Penurunan kualitas udara
Peningkatan kebisingan
Peningkatan kecelakaan lalu lintas
Pengisian Air Balas dan Terjadi ceceran minyak
yang tidak disengaja
Penurunan kualitas air laut Penurunan diversitas plankton
Kegiatan Dampak Langsung Potensial Dampak Tidak Langsung Potensial
Pembangunan Fasilitas Terminal (Container
Yard, Chasis Parking, Gate, CFS , Kantor dan
Workshop )
Pembangunan Struktur Fasilitas Terminal Penurunan kualitas air laut Penurunan diversitas plankton
Peningkatan kebisingan
OPERASI
Rekruitmen tenaga kerja Tersedianya Kesempatan Kerja Peningkatan pendapatan penduduk
Bongkar muat petikemas Penurunan kualitas air laut Penurunan diversitas plankton
Pengoperasian Terminal Petikemas Keresahan masyarakat Gangguan Kamtibmas
Berkurangnya pendapatan nelayan Keresahan masyarakat
Peningkatan pendapatan penduduk
Peningkatan lalu lintas laut
Penurunan luasan ekosistem mangrove
Berkurangnya habitat burung air
Keluar masuk muatan petikemas Penurunan Kinerja jalan Penurunan kualitas udara
Peningkatan kebisingan
Peningkatan kecelakaan lalu lintas
Pengisian Air Balas dan Terjadi ceceran minyak
yang tidak disengaja
Penurunan kualitas air laut Penurunan diversitas plankton
Contruction of Terminal Facility (Container Yard, Chasis Parking, Gate, CFS, Office and Workshop)
Potential Direct Impacts Potential Indirect Impacts Activities
Contruction of Terminal Facility Structure Decreased Seawater Quality
Increased Noise
Decreased Plankton Diversity
Operation
Labor Recruitment Availability of Job Opportunity
Decreased Seawater Quality
Increased Community Income
Decreased Plankton Diversity
Community Unrest Public Security Disorder
Increased Community Income
Increased Sea Traffic
Decreased Mangrove Ecosystem
Decreased Water Birds Habitat
Incoming Outgoing Container Trucks
Container Loading and Unloading
Container Terminal Operation
Ballast Water Filling and Accidental Spill of Oil
Decreased Road Performance
Increased Traffic Accident
Decreased Air Quality
Increased Noise
Decreased Plankton Diversity Decreased Seawater Quality
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-6
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Tabel 4.1. Potential Impact Evaluation
Impact Activity Potential impact Evaluation HS
or HI
AAIR QUALITY AND NOISE
Construction Phase
Decreased Air Quality
Material and Equipment Mobilization and Demobilization
It is predicted that there will be relatively significant increase of number of trucks due to material and equipment mobilization and demobilization. It is predicted that the increase of number of trucks will decrease the air quality (dust). Other parameters are affected to the operated trucks in accordance with the prevailing technical specifications for transportation works. Accordingly, the impact is categorized hypothetical significant.
HS
Bridge Hardening Works.
In average, the air quality in the studied area has exceeded the quality standards (0.26 mg/m
3), i.e. : 0.4 mg/m
3. The connecting bridge works will certainly require
more number of trucks (15 units) operated for transporting the required materials. However, such additional number of trucks are not significant to worsen the air quality. Accordingly, the impact is a hypothetical insignificant.
HI
Operation Phase
Incoming and outgoing container trucks
It is predicted that there will be relatively significant increase of number of trucks due to the operations of the container terminal, i.e. : 1,471 trucks/day. Such a great amount of operated trucks is predicted to decrease the air quality (CO, NOx, SO2 and dust). Accordingly, the impact is a hypothetical significant.
HS
Construction Phase
Increased Noise
Material and Equipment Mobilization and Demobilization
The transportation of material and equipment will drive more trucks operated in the studies area (especially along Tambak Osowilangun Highway). Yet, such increased number of operated trucks does not significantly increase the noise since the area is already pretty noisy and the surrounding community is not bothered with such noise. Accordingly, the impact is a hypothetical insignificant.
HI
Bridge Foundation Piling
Since the piling points are relatively away from the community dwelling area (more than 1 km) and they are in the sea, the piling activities relatively do not bother the surrounding community. Accordingly, the impact is a hypothetical insignificant.
HI
Bridge Hardening Works.
In average the level of noise is 75 db and it has already exceeded the noise standard in industrial area (70 db). The transportation of bridge hardening material does not require many additional operated trucks (5 trucks per day), when compared to the ones during construction, i.e. : 36.951 trucks per day. Accordingly, the impact is a hypothetical insignificant.
HI
Construction of Pier Structure and Trestle
Since sites of pier structure and trestle construction are away from the dwelling area (more than 1 km) and they are in the sea, the construction activities relatively do not bother the surrounding community. Accordingly, the impact is a hypothetical insignificant.
HI
Construction of Terminal Facility Structure
It is predicted that the operation of heavy-duty equipment will not increase noise as the construction site is in the sea and away from the community dwelling area. Accordingly, the impact is a hypothetical insignificant.
HI
Operation Phase
Increased Noise Incoming Outgoing Container Trucks
It is predicted that the number incoming and outgoing container trucks will increase on the roads in the studied area (especially along Osowilangun Highway, by 1.471 units. Yet such an increase will not increase the noise as the studied area is relatively already noisy and the surrounding community does not care about it. Accordingly, the impact is a hypothetical insignificant.
HI
SEAWATER QUALITY
Construction Phase
Decreased Seawater Quality
Reclamation for Road Construction Preparation
The reclamation volume required for preparing road for constructing causeway is 173.000 m3. During the reclamation activities, there will be spills of land fill into the waters leading to increased total suspended solid (TSS). Accordingly, the impact is a hypothetical significant.
MMa
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-7
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 4.1. Potential Impact Analysis (Cont.)
Impact Activity Potential impact Evaluation HS
or HI
SEAWATER QUALITY
Construction Phase
Decreased Seawater Quality
Area Preparation and Compaction.
Area preparation and compaction for reclaiming the spagelow water area for constructing container yard. The reclamation volume is 5,844,000 m
3. During the reclamation activities, there
will be spills of land fill into the waters leading to increased total suspended solid (TSS). Accordingly, the impact is a hypothetical significant.
HS
Construction of Pier Structure and Trestle
The construction of pier structure and trestle protruding to the sea and in 59,072.5 m
2 area is predicted to cause spills of
concrete. The spilled concrete can increase the degree of total suspended soil (TSS). Accordingly, the impact is a hypothetical significant.
HS
Construction of Terminal Facility Structure
The construction of terminal facility structure on reclaimed spagelow waters area , relatively does not cause spills of material and decrease the seawater quality . Accordingly, the impact is a hypothetical insignificant.
HI
Operation Phase
Container Loading and Unloading
The container terminal operations entail container loading and unloading activities. The possibility of spills of container contents is certainly insignificant. Accordingly, the impact is a hypothetical insignificant.
HI
Ballast Water Filling and Accidental Spill of Oil
The ballast water is commonly filled after the vessels have completed unloading operations. Such operations seldom take place in Tanjung Perak Port since, mostly, vessels having completed unloading operations, they will be straightly loaded. Therefore, in general ballast water filling practically is not required. On the other hands, it is strictly prohibited to operate vessels while they are being tethered. Therefore the spill of oil will be minimum and not decrease the seawater quality. Accordingly, the impact is a hypothetical insignificant. .
HI
HYDROLOGY
Construction Phase
Increased Surface of River Water Runoff
Reclamation for Preparing Road Construction.
Flood is a common problem in the runoff area of Lamong River and other small rivers in Surabaya. The main causes of the floods are volume of river water flow and tide. The construction of causeway close to the estuaries of Lamong River and Sememi River are potential to increase the surface of water in the estuaries as the runoff is hindered by the causeway construction and less slant of the river bed in the estuaries due to the sedimentation. In case the water surface in an estuary, it will be difficult for the water to flow into the sea and the water surface will increase. Consequently there will be water overflow causing floods in both sides of the river banks.
HS
Area Preparation and Compaction.
The pier reclamation will reduce the area of spagelow waters in the estuary of the rivers. Accordingly, it the water surface in the estuary will increase. This phenomenon will certainly affect the surface of runoff along the river that is still affected by tide. The increased surface of runoff will expose the risks to wider, higher and longer floods
HS
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-8
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 4.1. Potential Impact Analysis (Cont.)
Impact Activity Potential impact Evaluation HS
or HI
HYDROOCEANOGRAPHY
Construction Phase
Change of Water Current Pattern and Sedimentation
Reclamation for Preparation of Road Construction
The causeway is constructed with reclamation protruding to the sea. The construction will hinder the current parallel to the coastline and affect the movement of sediments on both sides of the causeway. There will be aggradations in the upstream of the incoming current while in the downstream, there will be lack of sediment supply leading to degradation. The reclamation for causeway construction is potential to change the sediment movement, precipitation and erosion both in the estuary and along the coastline. It will certainly lead to change of coastline around the studies area. Sedimentation will bring positive impact for widening the offshore surface area, yet it will bring negative impact in case it presents in port pools or shipping routes. The erosion will be favorable in case it takes place in the shipping routes as it deepens the shipping routes, yet it will be unfavorable when it takes place in any parts of the coast where there are constructed buildings or facilities. sediment
HS
Area Preparation and Compaction
The reclamation of spagelow waters will hinder the movement of current parallel to the coastline and affect the movement of sediment drawn in both sides. There will be aggradations in the upstream of the incoming current while in the downstream, there will be lack of sediment supply leading to degradation. Sedimentation will bring positive impact for widening the offshore surface area, yet it will bring negative impact in case it presents in port pools or shipping routes. The erosion will be favorable in case it takes place in the shipping routes as it deepens the shipping routes, yet it will be unfavorable when it takes place in any parts of the coast where there are constructed buildings or facilities.
HS
BIOLOGY
Construction Phase
Decreased Bentos Infaunal Habitat
Reclamation for Preparation of Road Construction
It needs further study as the volume of the spagelow waters reclamation is 173,000 m
3, predicted to reduce the bentos
infaunal habitat. At present, the light through medium bentos infaunal habitats have already been polluted . Accordingly in the line with the causeway construction, the impact is hypothetical significant.
HS
Bridge Foundation Piling The piling is constructed locally, each with 40 m pile intervals along 2,600 m to the sea . It is predicted that the piling will not significantly affect the bentos infaunal habitat. Accordingly, the impact is hypothetical insignificant.
HI
Area Preparation and Compaction
The spagelow waters reclamation activities in less than 50 Ha area for area preparation and compaction is predicted to reduce the bentos infaunal habitat. Accordingly, the impact is hypothetical significant.
HS
Decreased Plankton Diversity Reclamation for Preparation of Road Construction
It needs further study as the volume of the spagelow waters reclamation is relatively large and predicted to lead to turbidity and endanger the planktons. Accordingly, the impact is hypothetical significant.
HS
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-9
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 4.1. Potential Impact Analysis (Cont.)
Impact Activity Potential impact Evaluation HS
or HI
BIOLOGY
Construction Phase
Decreased Plankton Diversity
Area Preparation and Compaction
It needs further study as the volume of the spagelow waters reclamation is relatively large , i.e. : 5,844 m3, and predicted to lead to turbidity and endanger the planktons. Accordingly, the impact is hypothetical significant.
HS
Construction of Pier Structure and Trestle
During the construction of pier structure and trestle, it is predicted that there will be spills of construction materials. It can cause turbidity and endanger the planktons that leads to decreased plankton diversity. Accordingly, the impact is hypothetical significant.
HS
Construction of Terminal Facilities
The construction of terminal facilities takes place on the reclaimed area. It relatively does not cause spills of construction materials and will not reduce the plankton diversity. Accordingly, the impact is hypothetical insignificant.
HI
Operation Phase
Container Loading and Unloading
The terminal operations will accommodate container loading and unloading activities. The possibility of leakage of the content of the container is definitely insignificant. Accordingly, the impact is hypothetical insignificant
HI
Ballast Water Filling and Accidental Oil Spill
The ballast water is commonly filled after the vessels have completed unloading operations. Such operations seldom take place in Tanjung Perak Port since, mostly, vessels having completed unloading operations, they will be straightly loaded. Therefore, in general ballast water filling practically is not required. On the other hands, it is strictly prohibited to operate vessels while they are being tethered. Therefore the spill of oil will be minimum and not decrease the seawater quality. Accordingly, the impact is a hypothetical insignificant.
HI
Decreased Mangrove Ecosystem
Container Terminal Operation
The area of mangrove ecosystem will decrease as parts of the mangrove area will be occupied for business sites by the local community sue to the operation of the container terminal. Accordingly, the impact is a hypothetical insignificant.
HS
Decreased Water Birds Habitat
Container Terminal Operation
It is predicted that fauna migration will take place due to the noise from incoming and outgoing container trucks as many as around 1,471 units per day. Accordingly, the impact is a hypothetical significant.
HS
SOCIO-ECONOMIC CULTURAL ASPECT
Construction Phase
Decreased Fisherman Income
Piling of Bridge Foundation
It needs further study, as the interrupted fishing activities of the fishermen will reduce their income. The total number of fishermen in the villages where the study take place is 10% (ten percent) of the whole populations in those villages. Accordingly, the impact is a hypothetical significant.
HS
Reclamation for Preparing Road Construction
It needs further study, as the reclamation for preparing road construction and causeway protruding to the sea can reduce the fishing area of the fishermen and lead to decrease in their income. Accordingly, the impact is a hypothetical significant.
HS
Area Preparation and Compaction
It needs further study, as the spagelow water reclamation can reduce the fishing area of the fishermen and lead to decrease in their income. Accordingly, the impact is a hypothetical significant.
HS
Operation Phase
Container Terminal Operation
When the container terminal is in operation, there are new constructions on the sea, such as access roads, connecting bridge, or newly reclaimed spagelow waters. It can reduce the fishing area of the fishermen and lead to decrease in their income. Accordingly, the impact is a hypothetical significant.
HS
SOCIO-
ECONOMIC CULTURAL ASPECT
Pre-Construction
Public Security Disorder
Project Plan Socialization
It needs further study to identify the causes of public security disorder, such as horizontal conflicts in the community
HS
Operation Phase
Container Terminal Operation
It needs further study to identify the causes why the community does not care about public security disorder due to the container terminal operation.
HS
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-10
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 4.1. Potential Impact Analysis (Cont.)
Impact Activity Potential impact Evaluation HS
or HI
Pre Construction
Community Unrest
Project Plan Socialization
It needs further study to identify the causes of community unrest in order to be able to take proper management and observation steps. At present, the community unrest can disturb the public security.
HS
Construction Phase
Labor Mobilization and Demobilization
It needs further study as labor mobilization drives job opportunities that at last leads to increased community income. Accordingly, the impact is a hypothetical significant.
HS
Material and Equipment Mobilization and Demobilization
It needs further study in regard with community unrest, decreased air quality, increased noise and traffic accidents that are potential to trigger public security disorder. Accordingly, the impact is a hypothetical significant.
HS
Bridge Foundation Piling
It needs further study as worse community unrest will lead to public security disorder in the studies area.
HS
Operation Phase
Container Terminal Operation
It needs further study as worse community unrest will lead to public security disorder in the studies area.
HS
Increased Community Income
Construction Phase
Labor Mobilization and Demobilization
It needs further study as labor mobilization will present job openings that will lead to increased community income. Accordingly, the impact is a hypothetical significant.
HS
Operation Phase
Labor Recruitment It needs further study as the local people recruitment in the container terminal in accordance with their competencies will improve their income.
HS
Container Terminal Operation
It needs further study as the container terminal operations will open new business opportunities that leads to increased community income (such as : food stalls or vendors to meet the labors’ needs.
HS
Construction Phase
Availability of Job Opportunity
Labor Mobilization and Demobilization
It needs further study as labor mobilization will open job opportunities that lead to increased community income. Accordingly, the impact is a hypothetical significant.
HS
Operation Phase
Labor Recruitment It needs further study as the local people recruitment will open job opportunities that will improve the community income. Accordingly, the impact is a hypothetical significant.
HS
COMMUNITY HEALTH
Construction Phase
Decreased Health
Basecamp Construction
Since only a few numbers of labors are recruited and they all stay in the basecamp that is provided with public bathing, washing and toilet facilities. Therefore, the construction of the basecamp will not significantly decrease the community health in the studied area.
HI
Material and Equipment Mobilization and Demobilization
The material and equipment mobilization will decrease the air quality, especially due to arising dusts. Yet, the management of dusts can be reduced to prevent decreased health. . Accordingly, the impact is a hypothetical insignificant.
HI
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-11
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 4.1. Potential Impact Analysis (Cont.)
Impact Activity Potential impact Evaluation HS
or HI
TRANSPORTATION
Construction Phase
Increased Sea Traffic Reclamation Material Transportation by Sea
The transportation of reclamation material by sea will increase the sea traffic by 10 vessels per day that sail across the shipping routes in Tanjung Perak Port. It will certainly increase the voyage density in Tanjung Perak Port,
HS
Operation Phase
Container Terminal Operation
The container terminal operation will entail additional vessels crossing Tanjung Perak Port in average by 2 vessels per day. Such an increase with the sea traffic density as at present averagely 50 vessels sail across the port. Accordingly, the impact is a hypothetical insignificant.
HI
Construction Phase
Decreased Voyage Safety
Reclamation Material Transportation by Sea
The degree of voyage safety in the West of Madura Strait that is occupied as shipping routes of Tanjung Perak Port at present is 1 : 1,000. The denser traffic density due to the reclamation material transport by 10 vessels per day during construction phase will certainly increase the sea traffic accident probability in Tanjung Perak Port. Accordingly, the impact is a hypothetical significant.
HS
Operation Phase
Increased Traffic Accident
Incoming Outgoing Container Trucks
It is predicted that the container terminal operation in Tanjung Perak Port in Lamong Bay will accommodate the operation of 1,417 units of extra container trucks per day. Such a condition is potential to cause traffic accidents on the roads passed by the incoming and outgoing container trucks
HS
Construction
Phase
Decreased Road Performance
Material and Equipment Mobilization and Demobilization
The number of trucks operated due to the material and equipment mobilization for constructing the pier structure and trestle will range 10-15 trucks per day. Accordingly, it is predicted that the road performance will decrease by 1% of the present state of condition which is still relatively good (no traffic jam). The decreased road performance is not significant and it does not fundamentally affect the road performance. Accordingly, the impact is a hypothetical insignificant.
HI
Operation Phase
Incoming Outgoing Container Trucks
The increasing number of container trucks by around 1,471 units per day will entail the traffic volume of around 1,900 units of passenger vehicles. Accordingly, the traffic saturation on the road is predicted to decrease by 10%.
HS
4.1.4 Hypothetical Significant Impact Classification and Priority
The scoping undertaken in this phase is to classify/group significant impacts
formulized in the previous phase in order to identify hypothetical significant
impacts to be further studied in the Environmental Impact Statement
Documents.
With reference to the hypothetical significant impacts identified in each of the
activity phases (pre-contruction phase, construction phase and operation
phase), some imcats can be classified in view of their relationship one another.
The hypothetical significant impacts are graded in order of priorities and
presented in Table 4.2.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-12
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 4.2. Significant Impact Clasification and Priority
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-13
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
4.2. Study Area and Time Limit
The study areas are determined by well considering the time limit, ecological
limit, social limit and administrative limit of the project. The 4 (four) limits
are the resultances of the study. Each of them is presented in Figure 4.4
through Figure 4.8.
They are further detailed as follows :
Project Limit
It is a geographical limit for the studied area, comprising pier, trestle,
container yard, connecting bridge and causeway. Specifically, the limits are
Madura Strait in the North, warehouses and fishponds as well as Madura
Strait in the East and West , and Jalan Tambak Osowilangun in the East.
(Figure 4.4).
Ecological Limit
It is determined based on the scales of natural processes in various
perspectives that can be significantly impacted due to Tanjung Perak Port
Development. It comproses (Figure 4.5):
On-shore Ecology Limit
The on-shore ecology limits cover ± 500 m on the right and left along
the roads crossed by the material transporting trucks and ±750 m radius
of emission gas spread toward the on-shore area from the project site in
Lamong Bay. Such limits are set as the trucks transporting the material
will cross the aeterial roads before accessing the toll roads that are
available for accommodating big trucks. At present the dimension of the
arterial Road named Jalam Margomulyo, is wide enough, with 2-way 6
tracks (6/2D). Thereore, this road is included as an ecological area. In
the mean time, the border of Lamong River is not set far to its
downstrean as it has been frequently flooded.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-14
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Off-shore Ecology Limit
It is based on the pattern of spread of dilution suspended solid, ranging
from 500 m to 2 km from the site of spagelow waters reclamation for
constructing container yard and causeway. Therefore, the off-shore
ecology limit is + 2 km to the North and South from the reclamated
area for Tanjung Perak Port Development in Lamong Bay.
In addition, the off-shore ecology limit is also set based on the location
of reclamation material quarry from the mud taken from the dredged
shipping routes. Accordingly, the off-shore ecology limit ranges from
the front shipping lines of the planned pier up to Tanjung Perak Port.
Administration Limit
It is a space where the poeple can confortably do social and cultural activities
pursuant to the prevailing laws in the space. It covers Benowo Sub-district,
Asemrowo Sub-district and Krembangan Sub-district in Surabaya City
whose developments are related with Lamong Bay. (Figure 4.6).
Social Limit
It is a limit where social interactions with certainly settled norms and values
take place and is predicted to be significantly impacted, both positively and
negatively, by Tanjung Perak Port Development in Lamong Bay. The social
limitcover smoe villages in Benowo Sub-district, Asemrowo Sub-district and
Krembangan Sub-district in Surabaya City, specifically :
Romokalisari Village (Benowo Sub-district)
Tambak Osowilangon Village (Benowo Sub-district)
Tambak Langon Village (Asemrowo Sub-district)
Greges Village (Asemrowo Sub-district)
Kalianak Village (Asemrowo Sub-district)
Morokrembangan Village (Krembangan Sub-district)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-15
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
In fact the existing condition shows that Lamong River estuary is frequently
flooded and such a condition triggers other social problems and the social
limit is not set too far since the area is already frequently flooded. However,
such a condition needs to be enhanced and better controlled in the future.
Some constructive recommendations have been proposed. (Figure 4.7).
Studied Area Limit
It is a resultance of the aforementioned four limits and well considers the
capacity to implement the Environmental Impact Statement, where the
implementation is commonly lack of required resources, such as: time, fund,
experts, technology and method of study.
Study Time Limit
Pre-Construction Phase
The activities in pre-construction phase concern socialization measures.
It will be socialized to the community surrounding the project site in,
inter alia : Romokalisari Village (Benowo Sub-district), Tambak
Osowilangon Village (Benowo Sub-district), Tambak Langon Village
(Asemrowo Sub-district), Greges Village (Asemrowo Sub-district),
Kalianak Village (Asemrowo Sub-district), Morokrembangan Village
(Kecamatan Krembangan Sub-district) (See Table 4.3).
Construction Phase
In this phase, there are some activities and resulted impacts. The
activities concerns with labor mobilization and demobilization, material
and equipment mobilization and demobilzation, reclamation for
constructing road and causeway, piling of bridge founation, material
transport by sea, area preparation and compaction for pier structure and
trestle. The time limit for construction study is maximally 2 (two)
years.
The whole time limit for the analysis of impacts of each activity are
presented in Table 4.3.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-16
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Operation Phase
In consistence with the plans, Lamong Bay is developed for anticipating
the needs on pier facilities minimally to contribute to the whole area of
East Java Province. In view of the operational features, the civil
constructions are supposed to be durable for a long time, specifically for
tens of years, and if possible hundreds of years. However, it is certainly
impossible to prepare Environmental Impact Statement for an unlimited
time. Therefore, it is necessary to set the time limit in the sense that this
Environmental Impact Statement is adoptable as a guide. The time limit
for studying the impacts during the operation phase is maximally 1
(one) year after the initial operation of the project. In the Operation
phase there are some activities leading to environmental impacts, such
as : labor recruitment, container terminal operation, and incoming and
outgoing container trucks. The time limits of the study on each of the
activities are presented in Table 4.3.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-17
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 4.3 Study Time Limit
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-18
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-19
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-20
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-21
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 4-22
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-1
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Prediction of impacts is supposed to identify the predicted the dimension and level of
each of the hypothetical significant impacts identified from the scoping process. The
dimension of impacts is measured by means of formal prediction methods, while the
level of significance of the impacts is predicted based on the 6 (six) impact criteria in
accordance with the Guide to Determine Major and Significant Impacts.
The dimension of impacr constitutes a difference between the state of condition of the
environmental quality when the project exists and the one when the project does not
(in general).
Each of the environmental components are partially studied to determine the
dimension of impacts based on each of the project phases, i.e. : pre-construction,
contruction and operation.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-2
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5.1. PREDICTED IMPACTS ON PHYSICAL-CHEMICAL
ENVIRONMENTAL COMPONENTS
5.1.1. Decreased Air Quality
A. Source of Impact :
(Construction) Material and Equipment Mobilization and
Demobilization
Dimension of Predicted Impacts
Without Project
With reference to the initial environmental descriptions, the air quality in term
of Nox parameter in some points of measurement, inter alia : Demak Junction
(0,0593 ppm) and Romokalisari Junction (0,0561 ppm), has execeeded the
quality standard (0.05 ppm). In term of dust parameter (0,26 mg/m3), the
conditions in Demak Junction (0,6482 mg/m3), Romokalisari Crossroad
(0,5791 mg/m3) and Margomulyo Junction (0,6857 mg/m
3) have exceeded the
standard. It is predicted that the dust concentration is accumulated from
transportation activities and concentration of NOx from the emmission of fuels
of authomotive vehicles. When the project does not exist, it is predicted that
there will be no additional authoomotive vehicles mobiling on the roads in the
studied area. There will be no change in the descriptions of environmental
condition in early 2008 up to the one in construction, i.e.: during material and
equipment mobilization and demobilization in 2010, as thecondition was
stagnant (no area development). Accordingly, the air quality is predicted to be
still the same as the one in the early description of the environment condition.
With Project
The decreased air quality is probably due to increase of dust content driven by
operations and emmission gas of automotive vehicles (CO, NOx and SO2)
during the construction material and equipment mobilization and
demobilization via Jl. Tambak Osowilangon into and out of the project site. It
is predicted that the increased number of operated trucks will range 10-15 unit
per day (prediction in term of transportation aspect). In the project site, the
initial description of environmental condition shows that the measured air
quality parameter still qualifies the standard, saved for the dust and NOx taken
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-3
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
from the sampling point on Jl. Demak and Jl. Romokalisari. Jl. Demak is
accessed by the trucks operated for mobilizing and demobilizing construction
material and equipment. The construction material and equipment
mobilization and demobilization for 3 (three) months during construction
phase is predicted to increase dust content and emmission gas from the
transporting trucks (CO, NOx dan SO2) surround the project site. The
predicted impact on increased dust content and emmission gas is calculated
by means of Gauss formula, assuming that the road height = recepient height
H=0, accordingly z=0 and the equation is : u
QC
z
Lzx
2/1),()2(
2 . The
determination of pollutant to parameters of dust, SO2, NOx, dan CO from
(truck) emmission gas refers to : “Rapid Assesment of Source of Air, Water,
and Land Pollution” (1991), while the value of σz is generated from Canter
based on the average wind speed in the studied area, i. : 5 m/det. Referring to
the aforementioned data, the dimension of impact of construction material and
equipment mobilization and demobilization during contruction phase can be
calculated. The resulted predictions on each parameter can be described by
plotting the pollutant concentration as the abscissa and distance of source of
impact (line source) and the receipient point as the cartesian as presented in
Figure 5.1 through Figure 5.4.
Figure 5.1. Spread of Dust Due to Material and Equipment
Mobilization During Construction Phase
Construction Phase
Du
st,
g
/m3
Distance, Meter
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-4
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.2. Spread of SO2 Due to Material and Equipment
Mobilization During Construction Phase
Figure 5.3. Spread of NOx Due to Material and Equipment
Mobilization During Construction Phase
Tahap konstruksi
00.05
0.10.15
0.20.25
0.30.35
0.40.45
0.50.55
0.60.65
0.70.75
0.80.85
0 50 100 150 200 250 300 350 400 450 500
Jarak, meter
NO
x,
g/m
3
Construction Phase
Tahap Konstruksi
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
1.1
1.2
1.3
1.4
1.5
1.6
0 50 100 150 200 250 300 350 400 450 500
Jarak ( meter)
SO
2 (
g/m
3)
Construction Phase
(pp
m)
(pp
m)
Distance, Meter
Distance, Meter
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-5
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.4. Spread of CO Due to Material and Equipment
Mobilization During Construction Phase
Referring to those Figures, it shows that the pollutant exposure (although very
insignificant) reaches 100 m distance. The closest exposure to dust in 10 m
distance from the source of pollution is 0,184 µg/m3, in 20 m distance
decreases into 0,113 µg/m3. Such exposure is definitely insignificant. The
same applies to other parameters in 10 m distance from the source of
pollution, i.e. : SO2 1,46 ppm; NOx 0,844 ppm and CO 3,339 ppm, where the
exposure is still insignificant.
Predicted Impact Significance
Air is environmental media basically needed by human beings. Accordingly, it
requires definitely serious attention. With reference to the criteria for
identifying the significant impacts, it is necessary to consider :
1. Number of Impacted People in Community
The impacted people are the ones dwelling on the left and right of the
access roads in Tambak Osowilangon Village and Romokalisari Village
based on the material transporting trucks from the Toll Gate (Tambak
Osowilangon Highway and Romokalisari Highway) to the access roads
headed to Container Terminal in Lamong Bay - Negative Insignificat (NI)
Tahap Konstruksi
-0.10.10.30.50.70.91.11.31.51.71.92.12.32.52.72.93.13.3
0 50 100 150 200 250 300 350 400 450 500
Jarak, meter
CO
, g
/m3
Construction Phase
(pp
m)
Distance, Meter
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-6
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
2. Area of Impact Spread
The spread reaches + 100 meter distance from the right and left sides of
the access roads to Tambak Osowilangon Village and Romokalisari
Village subject to an assumption that the wind speed in the studied area is
1,9-3,9 m/det, with dominant wind direction to South East and truck speed
20-40 km/hour (NI).
3. Duration/Intensity of Impacts
The impacts take place during the commencement of construction phase,
i.e. : material and equipment mobilization and demobilization + 3 months.
The intensity of exposure to dust in 10 m distance from the material and
equipment transporting trucks is 0,184 µg/m3, in 20 m distance is 0,113
µg/m3
and in < 100 m distance is 0,004 µg/m
3. Based on these data, the
contribution of exposure to dust in the ambient air is definitely
insignificant. The standards of ambient air for dust parameter is 260
µg/m3 (NI)).
4. Other Impacted Components
There is nother impacted component (NI).
5. Cumulative Impacts
The impacts are not cumulative (NI)
6. Impact Recoverability
The impacts are recoverable when the construction activities have been
completed (NI).
The initial condition of parameter of ambient air has already already been
poor. The dust and NOx had already been exceeding the quality standards
when the study was executed. It was due to relatively high traffic volume. In
conclusion, the the material and equipment mobilization and demobilization
do not significantly affect the quality of ambient air. Accordingly, the impact
is classified Negative Insignificant (NI)
Degree of Impact : Negative Insignificant (NI)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-7
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
B. Source of Impact: Incoming and Outgoing Container Trucks (Operation)
Dimension of Predicted Impacts
Without Project
Based on the initial environmental description , the air quality for parameter
NOx in some gauging points, i.e. : Demak Junction (0,0593 ppm) and
Romokalisari Crossroad (0,0561 ppm) has already exceeded quality standard
(0,05 ppm). Meanwhile, the parameter of dust exceeding the quality
standaards (0,26 mg/m3) is found in Demak Junction (0,6482 mg/m
3),
Romokalisari Crossroad (0,5791 mg/m3) and Margomulyo Junction (0,6857
mg/m3). The dust concentrationn is predicted to originate from transportation
activities and the concentration of NOx is from the emmission gas from
automotive vehicles.
During operation phase in 2012, when there is no project activities, it is
predicted that there will be increasing number of vehicles passing the studied
area when compare to the one in 2008, i.e.: in average 45 vehicles per day
(predicted in view of transportation). Accordingly, it is predicted that there
will be change of quality of ambient air, although relatively in very small
degree. The contributors to air pollutant due to condition of traffic in 2012
(without project activities) are dust 0,4 µg/m3, SO2 (3,18 ppm), Nox (1,85
ppm) and CO (7,30 ppm) in 50 m distance.
With Project
It is predicted that the decreased air quality is mainly due to increase of dust
content and emmission gas of transportation vehicles (CO, NOx and SO2)
generated from the activities of incoming and outgoing container trucks
passing the roads surrounding the priject site. It is predicted that there will be
inreasing number of container trucks incoming to and outgoing from the
container terminal, i.e. : 1.471 trucks per day (prediction in view of
transportation aspect).The initial environmental description shows that in the
project site some parameters of air quality are in quality range, saved for dust
and NOx in the sampling points, i.e. : Demak Junction and Romokalisari
Crossroad. (Table 3.3).
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-8
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
During the operation of container terminal, the air quality will be getting
worse, as it is during the contruction phase. The calculation of predicted
impact in term of increased dust content and emmission gas (CO, NOx, SO2)
surrounding the project site adopts Gauss formula as it is during the
construction phase.The results of prediction on each parameter are presented
in Figure 5.5 through Figure 5.8.
Figure 5.5. Spread of Dust in Operation Phase
Figure 5.6. Spread of SO2 in Operation Phase
Tahap Operasi
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0 50 100 150 200 250 300 350 400 450 500
Jarak, meter
Deb
u,
g/m
3
Operation Phase
Tahap Operasi
0
10
20
30
40
50
60
70
80
90
100
110
0 50 100 150 200 250 300 350 400 450 500
Jarak, meter
SO
2,
g/m
3
Operation Phase
(pp
m)
Dust,
g/m
3
Distance, Meter
Distance, Meter
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-9
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.7. Spread of NOx in Operation Phase
Figure 5.8. Spread of CO in Operation Phase
Based on those data, the contribution to air pollution in the line with the
activities of incoming and outgoing container trucks to/from the container
terminal in 10 m distance from the sourceof pollution is relatively significant
for the exposure of dust (13,55µg/m3), SO2 (107,28 ppm), Nox (62,11 ppm)
and CO (245,62 ppm). In 50 m distance from the source of pollutant, the
contributions are dust (2,89 µg/m3), SO2 (18,122 ppm), Nox (10,49 ppm),
Tahap Operasi
-10
10
30
50
70
90
110
130
150
170
190
210
230
250
0 50 100 150 200 250 300 350 400 450 500
Jarak, meter
CO
, g
/m3
Operation Phase
Tahap Operasi
0
5
10
15
20
25
30
35
40
45
50
55
60
65
0 50 100 150 200 250 300 350 400 450 500
Jarak, meter
NO
x,
g/m
3
Operation Phase (p
pm
) (p
pm
)
Distance, Meter
Distance, Meter
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-10
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
and CO (41,49 ppm), while in 150 m distance from the source of pollutant, the
contributions are relatively very insignificant, .i.e. : dust (0,261 µg/m3), SO2
(2,07 ppm), NOx (1,199 ppm) and CO (4,7 ppm). With reference to the
aforementioned , the exposure in more than 100 m distance is almost constant
and relatively insignificant. Therefore, the impact spread reach + 100 m.
Predicted Impact Significance
Referring to creteria of impact identification :
1. Number of Impacted People in Community
The impacted people are the ones dwelling on the left and right of the
access roads in Tambak Osowilangon Village and Romokalisari Village
based on the material transporting trucks from the Toll Gate (Tambak
Osowilangon Highway and Romokalisari Highway) to the access roads
headed to Container Terminal in Lamong Bay - Negative Insignificat (NI)
2. Area of Impact Spread
The spread of impact reaches +100 meter distance from the access roads to
Tambak Osowilangon Village and Romokalisari Village (NI).
3. Duration/Intensity of Impacts
Based on the predicted dimension of the aforementioned impacts, the
exposure of pollutants : dust, SO2, NOx, and CO in the operation phase of
the container terminal in 50 m distance is relatively significant. The
exposure to the impact takes place steadily during the operation phase. In
that radius, there are dense dwelling areas on both left and right sides of
the roads. Consequently, it will negatively affect the health of the
community dwelling in those areas. The farther the distance from the
source of impact , the exposure decreases significantly. In 150 m distance,
the spread of the pollutant is predicted to be very insignificant, and
therfore in this radius it is predicted that the community is not impacted
(NI).
4. Other Impacted Components
Other impacted component is community health – Negative Significant
(NS)
5. Cumulative Impacts
The impact is not cumulative (NI)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-11
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
6. Impact Recoverability
As the operation period of the port is unlimited, the impact to air quality
will exist along the peration of the port. Accordingly, the impact is
unrecoverable (NS).
With reference to the aforementioned descriptions, the air pollution due to the
operation of the port is classified to be negative and significant.
Degree of Impact : Negative Significant (NS)
5.1.2. Decreased Seawater Quality (Turbidity)
Sources of Impacts :
1. Reclamation for Preparing Road (Causeway) Construction
2. Area Preparation and Compaction (Shallow Water Reclamation for
Constructing Container Yard)
3. Construction of Pier Structure and Trestle
The prediction of decreased seawater quality simultaneously adopts water
quality model RMA4 for aforementioned three sources of impacts, as the
relevant three project activities take place almost at the same time and they
area all within the same area of impacts and is over within 2 (two) years.
When plotting the model, it was resolved that the construction of pier structure
and trestle utilize on-pile structures. Accordingly, the structure is not apparent
in the model technical drawing.
Dimension of Predicted Impacts
Without Project
The seawater quality analysis is applied to identify the change of seawater
quality parameters as one of the impacts that may arise due to the spread of
sediment after the reclamation activities in Lamong Bay. In general, the
parameters adoptable to analyze the seawater quality is suspended solids.
In this study , the water quality model RMA4 is adopted to simulate the
processes of advection and difussion based on the average characteristics in
water depths.This model can be adopted to observe the physical processes of
transferring and mixing of chemical substances in in the pool, river, bay and
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-12
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
estuary in the coast. IT is useful for basic evaluation processes. With complex
geometrics shapes, the model can simulate the hydro-dynamics of the spread
of suspended solid based on outputs of RMA2 model. RMA4 model was
developed by Norton, King and Orlob of Water Resources Engineers in 1973 ,
du WES Laboratory.
The water quality modeling (RMA4) adopted in this simulation can be
identified critical areas abd monitor criteria of seawater qaulity and its effect
to sea biota. The change of water quality is due to water stirred during the
physical reclamation activities, leading to mixture of water and reclamation
material that may contained suspended solids . The analysis is adopted by
well considering advection and diffusion process that pertain to be the most
dominant. Adopting advection and diffusion approach, the analysis is focused
to the most possible extreme condition where the suspended solid is regarded
to be conservative (not decomposed by water and colloid in nature)
The simulation is applied by comparing the changes of concentration in certain
points (as observation points) relative against the initial concentration before
precipitation. It is assumed that the components of water quality parameters
are from the river, since the river water flow is prettu dominant around the site
to be reclaimed. The initial concentration from the river is set to 100% and the
decrease of concentration in each of the observation points is computed based
on the concentrations relative to the initial ones. Therefore, the concentration
percentage of contour lines in the computed area can be prepared based on
advection and diffussion.
Adopting this model, the following scenarios are prepared :
Scenario 1 – Under condition without project (reclamation) and Scenario 2 –
Undercondition with project (reclamation), i.e. : causeway reclamation,
shallow water reclamation for constructing container yard and its supporting
facilities, and construction of pier structure and trestle (Figure 5.9). The
scenario of model inputs is presented in Table 5.1. The modelling scenario is
prepared under two conditions , i.e. : in wet season and dry season.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-13
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Based on these two modelling scenarios the domains are discreted, i.e. :
prototype transformation (real waters) into a set model. In this case, the water
configurations, comprising waters shape and borders, bathymetry and depths
are transformed in the model numerically. Next the model is split into a
number of linear triangle elements. Each composition of the elements is called
mesh. In this modelling, the computation scope covers the waters in Lamong
Bay.
Figure 5.9. Domain Discrete – Model 1 (Without Project) and Model 2
(With Project)
Table 5.1. Scenario of Water Quality Model
Model
Season and
Lamong River Water Flow
Source and Percentage
of Dissolved Suspended
Solid
Wet (m3/s) Dry (m3/s) Lamong River
(%)
Sea
(%)
Model 1 13,92 5,21 100 25
Model 2 13,92 5,21 100 25
Table 5.2. Locations of Observation Points in Numeric Model
Observation Points Observation Point Coordinates
X Y
Locations Close to Lamong Bay Eastuary
A 683666.938 9204586.350
B 683833.083 9204111.753
C 683925.030 9204755.070
D 684473.580 9204965.541
E 684077.241 9205606.571
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-14
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Observation Points Observation Point Coordinates
X Y
Locations Close to Reclamation Site Plan
F 683545.216 9203247.965
G 685350.137 9205272.431
H 685158.606 9204053.748
I 686579.899 9205227.587
J 685754.465 9202650.402
K 687041.256 9203434.742
Figure 5.10. Locations of Observation Points in Numeric Model
As presented in Table 5.1. the conscentration of suspended solid is 100% is
assumed to be from the river towards the reclamation area.
The typical results of modelling are resented in 5.11. and Figure 5.13. during
the wet season and dry season. In those figures, the change of concentration of
suspended solid is shown in color gradation, where the high concentration (80
- 100%) is presented in orange through red and low concentration (0 – 30%) is
presented in purpple to blue.
Those figures show that the spread of concentration of suspended solid will be
greater during the wet season compared to during the dry one.This
phenomenon is apparent in the the area of spread of suspended solid during
wet season in wider scope.
.J .G .E
.D .C .A
.B
.F
.H
.K
.J
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-15
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.11. Change of Concentration of Suspended Solid - Model 1
(Without Project) in Wet Season (a) and Dry Season (b) in
96th hours.
Figure 5.12. Change of Dillutions in Various Observation Points in
Existing Wet Season
0
10
20
30
40
50
60
70
80
90
100
0 24 48 72 96 120 144 168
Waktu (jam ke)
Ko
ns
en
tra
si
(%)
A
B
C
D
E
F
G
H
I
J
K
a b
Time (..th Hours)
Co
nce
ntr
atio
n (
%)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-16
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.13. Change of Dillutions in Various Observation Points in
Existing Dry Season
With Project
The same as in analysis without project , the water quality analysis adopts
RMA4 model. The spreads of suspended solid under Model 1 and Model 2 are
indifferent since the site of Tanjung Perak Development in Lamong Bay is far
from the estuary of Lamong River. This is due to dilution process that is not
hindered by the narrowing or reduction of waters area.
Next Figure 5.15 – Figure 5.18 show graphs of dilution in the observation
points. Reference of the observation points is presented in are Figure 5.12.
Point A is a source of suspended soil. Therefore, the value is exremely high,
with 100% concentration. In the meantime, points B, C, D, E and F are the
points surrounding the estuary and sailing routes to Lamong River, while
points G, H, I, J and K are the points close to reclamation area.
Referring to the figures of each model, the sediment concentration will be
lower due to the getting farther distance from source of impact (point A). In
case the observation is focused in point surroundig the estuary, i.e. : points G,
0
10
20
30
40
50
60
70
80
90
100
0 24 48 72 96 120 144 168
Waktu (jam ke)
Ko
ns
en
tra
si
(%)
A
B
C
D
E
F
G
H
I
J
K
Time (..th Hours)
Co
nce
ntr
atio
n (
%)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-17
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
H, I, J, and K, it shows that there is increase of concentration about 0,26-7,18
% from the initial concentration (without project) in the wet season and about
0,43-12,12% in the dry season. When compared to the change of
concentration in the dry season and the one wet season, it shows that there is
an increase of concentration by 0,4-4,95% (Table 5.1). Point H has pretty
significant concentration difference when compared to the one in other
observation points, since close to point H, there is a reclamation area hindering
the rain water flow. It will be clear in the circulation of current pattern around
the reclamation area. Specifically, in case there is no river water quality
standardization, there will be sedimentation surrounding the reclamation area .
Figure 5.14. Change of Sediment Concentration - Model 2
in Wet Season (a) and Dry Season (b) in 96th hours.
b a
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-18
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.15. Change of Dilutions in Various Observation Points –
Model 2 in Wet Season
Figure 5.16. Change of Dilutions in Various Observation Points –
Model 2 in Dry Season
0
10
20
30
40
50
60
70
80
90
100
0 24 48 72 96 120 144 168
Waktu (jam ke)
Ko
ns
en
tra
si
(%)
A
B
C
D
E
F
G
H
I
J
K
0
10
20
30
40
50
60
70
80
90
100
0 24 48 72 96 120 144 168
Waktu (jam ke)
Ko
nsen
trasi (%
)
A
B
C
D
E
F
G
H
I
J
K
Time (..th Hours)
Co
nce
ntr
atio
n (
%)
Con
ce
ntr
atio
n (
%)
Time (..th Hours)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-19
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.17. Change of Dilutions in Five Observation Points in Various
Models in Wet Season
Figure 5.18. Change of Dilutions in Five Observation Points in Various
Models in Dry Season
0
10
20
30
40
50
60
70
80
90
100
0 24 48 72 96 120 144 168
Waktu (jam ke)
Ko
nsen
trasi
(%)
Model 1 G
Model 2 G
Model 1 H
Model 2 H
Model 1 I
Model 2 I
Model 1 J
Model 2 J
Model 1 K
Model 2 K
0
10
20
30
40
50
60
70
80
90
100
0 24 48 72 96 120 144 168
Waktu (jam ke)
Ko
nsen
trasi
(%)
Model 1 G
Model 2 G
Model 1 H
Model 2 H
Model 1 I
Model 2 I
Model 1 J
Model 2 J
Model 1 K
Model 2 K
Time (..th Hours)
Time (..th Hours)
Con
ce
ntr
atio
n (
%)
Con
ce
ntr
atio
n (
%)
Co
nce
ntr
atio
n (
%)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-20
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 5.3. Percentage (%) of Change of Dilution in Model 1 (without
Project) against Model 2 (with Project) in Wet Season and Dry
Season
A B C D E F G H I J K
Wet Season 0,26 3,89 0,78 3,28 0,81 4,97 1,21 7,18 3,08 5,87 5,27
Dry Season 0,43 4,65 1,73 4,84 1,63 6,17 0,81 12,13 3,68 7,42 5,80
Based on those results, it shows that the largest change of suspended solid
concentrations takes place in dry season, i.e. : 12,13 % and wet season 7,18%
in point H (south of container yard reclamation site)
Predicted Impact Significance
1. Number of Impacted People in Community
The impacted people are the fishermen drom Tambak Osowilangon
Village and Romokalisari Village catching fish in Lamong Bay (NI)
2. Area of Impact Spread
The impact spread greatly depends on patterns of tide. It is predicted that
the farthest reaches 500 m distance from the site of shallow water
reclamation for construction container yaed (NI).
3. Duration/Intensity of Impacts
The impacts present during the construction of causeway, reclamation of
shallow water for container yard construction, and construction of pier
structure and trestle, for about 2 years simultaneously, with medium
intensity when close to the construction site and low intensity when 500 m
away from the site of shallow water reclamation for constructing container
yard and causeway (NS).
4. Other Impacted Components
As the turbidity parameter can reduce the water clearness, i.e. : penetration
of sunlight required for photosynthesis process, the other impacted
components will be sea biota (NS).
5. Cumulative Impacts
The impacts are not cumulative as the turbidity dan re-precipitate after the
completion of area reclamation for construction of causeway and shallow
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-21
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
water reclamation for constructing container yard and its supporting
facilities (NI).
6. Impact Recoverability
It is recoverable as when the construction is completed, the turbidity will
decrease (NI).
With reference to the aforementioned descriptions, the impacts of reclamation
for construction of causeway and shallow water reclamation for constructing
container yard and its supporting facilities, and construction of pier structure
and trestle is classified Negative Insignificat (NI).
Degree of Impact : Negative Significant.
5.1.3. Increased Surface of River Water Runoff
Sources of Impacts : Area Reclamation for Constructing Road and
Causeway
1. Area reclamation for preparing road for constructing causeway.
2. Area preparation and compaction for container yaed construction
The predictions of impact on increased surface of river water runoff due to the
aforementioned two sources of impacts take place simultaneously as the
activities are almost coincident and in the same area of impact. The predicted
impact will be on for 2 years.
Dimension of Predicted Impacts
Without Project
To analyze the impacts of area reclamation for constructing sauseway and
shallow water reclamation for constructing container yard, it requires both
primary data and secondary data . The secondary data have been presented in
the initial environmental descriptions, while the primary data are collected
from the field measurements. The results of field measurementsare presented
in Table 3.9 through Table 3.12 and Figure 3.13.The increased river runoof
takes place when the river flood and tide coincidently flow on the river
longitudinal section. The reclamation will not change the topography and
morphology of river as the activities will take place in distance (2 km) from
the coast and in shallow waters area.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-22
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
The hydrodynamic simulation in Lamong Bay is supposed to identify the
change of water surface elevation in rge estuary due to the flows of Lamong
River and other small rivers as well as the tide in Madura Strait. The water
flow rate in Lamong River treated as the inflow in the model is the annual
average water flow rate, flood volume in recurrent interval of 2, 5 and 10
years. The limit is the tide resulted as observed in Gresik and Kenjeran as per
previous studies.
The simulations are demontrated in 2 existing layouts and reclamation plan as
presented in the following Figure 5.19. It is assumed that the simulation will
be applied when the reclamation has been completed, yet there is no change on
the estuary bed due to sedimentation caused by the reclamation.
Figure 5.19. Layout of Lamong Bay – Existing Condition and Reclaimed
Condition
The results of hydrodynamic simulation in the estuary of Lamong River
pertain to be the elevation of river water surface and distribution of waterflow
speed. For modelling the floods in the river requires data on elevation of water
surface in the estuary of the river as a downstream limit of the flood flow
model. The results of the simulation when without project are presented in
Table 5.4.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-23
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 5.4. Runoff Surface - Without Project
Nr
Elevation of Runoff Surface – Without Project
(meter)
Initial Condition Condition After 2 Years
0 1,17 1,72
1 1,19 1,71
2 1,24 1,73
3 1,28 1,78
4 1,32 1,84
5 1,51 2,01
6 1,76 2,21
7 2,02 2,45
8 2,16 2,58
9 2,2 2,6
10 2,14 2,55
11 2,03 2,45
12 1,98 2,41
13 2,00 2,44
14 2,27 2,67
15 2,45 2,83
16 2,48 2,85
17 2,84 3,18
18 2,91 3,25
19 2,54 2,9
20 2,3 2,7
21 2,23 2,63
22 2,04 2,46
23 1,75 2,21
24 1,48 1,97
25 1,32 1,84
26 1,24 1,78
27 1,22 1,77
The results of modelling show that there is increased surface of river runoff in
the estuary, averagely by 0.4 m when assumed that there is no dredging in the
estuary and the average annual sedimentation is 33 cm.
With Project
The comparisions of surface elevation in the estuary of Lamong River when
there is water flow from Lamong River at before reclamation (existing
condition) and after reclamation are presented in the following Table 5.5.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-24
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 5.5. Comparisons of Elevation Surface in Estuary of Lamong
River With Project and Without Project Under Average
Annual Water Flow Rate
Nr Before
Reclamation
After
Reclamation Difference Nr
Before
Reclamation
After
Reclamation Difference
0 1,17 1,15 -0,02 14 2,27 2,24 -0,03
1 1,19 1,20 0,01 15 2,45 2,45 0,00
2 1,24 1,25 0,01 16 2,48 2,47 -0,01
3 1,28 1,29 0,01 17 2,84 2,81 -0,03
4 1,32 1,33 0,01 18 2,91 2,93 0,02
5 1,51 1,51 0,00 19 2,54 2,55 0,01
6 1,76 1,76 0,00 20 2,30 2,30 0,00
7 2,02 2,00 -0,02 21 2,23 2,24 0,01
8 2,16 2,18 0,01 22 2,04 2,06 0,02
9 2,20 2,20 0,00 23 1,75 1,76 0,01
10 2,14 2,15 0,01 24 1,48 1,49 0,01
11 2,03 2,04 0,01 25 1,32 1,32 0,00
12 1,98 1,97 -0,01 26 1,24 1,24 0,00
13 2,00 1,99 -0,01 27 1,22 1,21 -0,01
Maximum Difference 0,02
Table 5.6. Comparisons of Elevation Surface in Estuary of Lamong
River With Project and Without Project Under Recurring
Period of 2 Years
Nr Before
Reclamation After
Reclamation Difference Nr
Before Reclamation
After Reclamation Difference
0 1,72 1,73 0,01 14 2,67 2,65 -0,02
1 1,71 1,74 0,03 15 2,83 2,83 0,00
2 1,73 1,76 0,03 16 2,85 2,85 0,00
3 1,78 1,78 0,00 17 3,18 3,17 -0,01
4 1,84 1,85 0,01 18 3,25 3,27 0,02
5 2,01 2,01 0,00 19 2,9 2,92 0,02
6 2,21 2,22 0,00 20 2,7 2,7 0,00
7 2,45 2,45 0,00 21 2,63 2,65 0,02
8 2,58 2,59 0,01 22 2,46 2,49 0,03
9 2,6 2,62 0,02 23 2,21 2,23 0,02
10 2,55 2,57 0,02 24 1,97 2 0,03
11 2,45 2,47 0,02 25 1,84 1,86 0,02
12 2,41 2,41 0,00 26 1,78 1,79 0,01
13 2,44 2,43 -0,01 27 1,77 1,77 0,00
Maximum Difference 0,03
With reference to the above results, it is conclusive that the increased water
surface in the estuary due to the reclamation is maximally predicted by 0.04 m.
The increase is solely caused by the existence of pier and causeway, rather
than by increase of sedimentation in the estuary. The pier and causeway not
only cause the increase of water surface but also change the current patterns
and sedimentation. Accordingly, the sedimentation is predicted to be greater
when compare to the one before reclamation. The sedimentation in the estuary
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-25
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
is to be balanced with dredging activities to prevent any water flow hindrance.
To minimize the impact on increased seawater surface, the physical structures
of the pier and connecting bridge are constructed on piles. The structures
enable the seawater flows under the construction and consequently, the change
of current patterns and sedimentation movement is practically minor. In the
study on Surabaya Drainage Master Plan (SDMP), it is stated that SDMP is
prepared with an assumption that the seawater surface increases by 10 cm. On
the other hands, it is predicted that the pier and causeway will increase the
seawater surface by 4 cm. In short, it is still lower.
To identify the effect of the seawater runoff, it needs a calculation by means of
a 1-dimension mathematical model of current. The model is prepared by
adopting the longitudinal section of Lamong River from the downstream to 20
km towards the upstream. The length of longitudinal section of the river, after
20 km from the downstream, is quite steep. Under such a circumstance, the
seawater runoff does not affect the longitudinal section. The model drives the
water flow from Lamong River runoff upstream and along the river, up to
downstream. The downstream limit of the model is the sea water surface
elevation in the estuary resulted from the 2-SMS dimensional hydrodynamic
modeling. The river water flow rate treated as the inflow of the model is
presented in Table 5.7 below :
Table 5.7. Water Flow Rate as Inflow of Model (m3/dt) Locations Q
Upstream 125
Rubber Dam up to Downstream 372 Source : Detailed Study on Detailed Design and Environmental Impact Assessment of Lamong River in
Gresik Regency , Year 2005
Before applying the model for simulating the flow of runoff, the model is
calibrated against the flow speed resulted from the measurement. The
calibration is conducted by setting up the Manning coefficient in order to
generate simulation results close to the flow speed in the field. The results of
the model calibration are presented Figure 5.20 below.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-26
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.20. Results of Model Calibration on Lamong River Flow
Results of simulation of increase of water surface in Lamong River before and
after reclamation when water flow rate in recurrent interval of 2, 5 and 10
years runs are presented in Figure 5.21 through Figure 5.26 as follows :.
Figure 5.21. Profile of Water Surface of Lamong River With Project and
Without Project Profil when 2-year recurrent interval flow
rate runs.
0 5000 10000 15000 20000-2
0
2
4
6
8
10
Model Lamong dari hasil sms Plan: 1) Q2Weks 5/20/2008 2) Q2Wp 5/20/2008
Main Channel Dis tance (m)
Ele
vatio
n (
m)
Legend
WS Max WS - Q2Wp
WS Max WS - Q2Weks
Ground
LOB
ROB
Left Levee
Right Levee
Ground
Water Surface Before Reclamation
Water Surface After Reclamation
River Bed
Left Riverbank
Right Riverbank
Distance for Model Upstream (Meter)
Modelling Result
Avera
ge
Sp
ee
d (
m/S
econ
d)
Measurement Data
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-27
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.22. Increase of Water Surface of Lamong River Upstream Due
to Project when 2-year recurrent interval flow rate runs.
Based on the results of simulation of runoff in Lamong it shows that River
when water flow rate in recurrent interval of 2 years runs and due to the
reclamation, the water surface increases by 4 cm in 2 km distance from the
esturary of the river.
For small rivers, such as : Sememi River, Branjangan River, Anak River,
Krembangan River and Greges River, having similar characteristics, the
simulation to identify the effect of increased seawater surface to the river
water surface, is only applied to Greges River. The results of the simulation of
river water surface increase when water flow rate in recurrent interval of 2
years runs are presented in Figure 5.23 below.
0 500 1000 1500 2000 2500 3000-2
-1
0
1
2
3
4
5
6
7
Model Lamong dari hasil sms Plan: 1) Q2Weks 5/20/2008 2) Q2Wp 5/20/2008
Main Channel Dis tance (m)
Ele
vatio
n (
m)
Legend
WS Max WS - Q2Wp
WS Max WS - Q2Weks
Ground
LOB
ROB
Left Levee
Right Levee
Ground
Water Surface Before Reclamation
Water Surface After Reclamation
River Bed
Left Riverbank Right Riverbank
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-28
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.23. Water Surface Increase in Greges River when water flow
rate in recurrent interval of 2 years runs
The above figure shows that there is increase of water surface along 2 km
from the eastuary of the river towards upstream. The farther the distance is the
lower the increase will be.
Predicted Impact Significance
1. Number of Impacted People in Community
The impacted people in the cummunity are those residing in Tenapes
Village, Romokalisari Village, and the ones dwelling surrounding the
downstream of Sememi River (NI)
2. Area of Impact Spread
Based on the results of simulation of runoff in Lamong it shows that River
when water flow rate in recurrent interval of 2 years runs and due to the
reclamation, the water surface increases by 4 cm in 2 km distance from
the esturary of the river. The results of simulation shows that there is
increase of water surface in Lamong River along 2 km from the eastuary of
the river towards upstream when water flow rate in recurrent interval of 2
years runs. The farther the distance is the lower the increase will be.
Accordingly, the people in area of left riverbank and right riverbank whose
elevation is lower that the elevation of runoff surface will be impacted ,
0 500 1000 1500 2000 2500 3000 3500-4
-3
-2
-1
0
1
2
Balong Plan: 1) r 2/1/2009 2) eksrenc 10/6/2006
Main Channel Dis tance (m)
Ele
vasi (m
)
Legend
WS Q 1.25 - r
WS Q 1.25 - eks renc
Ground
LOB
ROB
Ground
Water Surface Before Reclamation
Water Surface After Reclamation
River Bed
Left Riverbank Right Riverbank
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-29
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
especially the ones residing in Tenapes Village and Romokalisari Village
(NI).
3. Duration/Intensity of Impacts
During construction phase until operation phase (NS).
4. Other Impacted Components
No other environmental components are impacted (NI).
5. Cumulative Impacts
The impacts will be cumulative when simultaneously the river water runoff
flows, the tide comes and sediment in the estuary of the river is getting
thicker (NS).
6. Impact Recoverability
It is recoverable when low tide comes and the sediment in the estuary of
the river is dredged (NI)
Degree of Impact : Negative Significant
5.1.4. Change of Current Patterns and Sedimentation
Sources of Impacts :
1. Area reclamation for preparing road for constructing causeway.
2. Area preparation and compaction (Shallow Water Reclamation) for
container yard construction
The predictions of impact on change of current pattern and sedimentation due
to the aforementioned sources of impacts are simultaneous as the two project
activities take place almost coincidently and are in the same impacted area.
The predictions are effective for 2 (two) years.
Dimension of Predicted Impacts
Without Project
The hydrodynamic modelling in Lamong Bay is supposed to identify
descriptions of current patternm sediment spread and water quality due to the
shallow water reclamation in Lamong Bay.
The hydrodynamic modelling adopts a software called Surface Water
Modelling System (SMS). The mathematical model adopted to predict the
current pattern is RMA2 Program (Resources Management Associates, Inc.)
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-30
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
integrated in SMS. The SMS is a pre and post processor for some program
packages in two dymensions. RMA2 is a 2-dimensional fluid flow and
transport settlement program assuming that the average vertical speed is the
same. The results of the modelling with RMA2 are treated as input of
sediment transport model (SED2D).
In model schematic phase, the determination of water flow rate in Lamong
River and others (secondary data), and the concentration of mud from the river
and sea are adopted in the numeric modelling. Model 1 is under existing
condition and Model 2 is when project exists, while the scenario of modelling
input is presented in Table 5.13. Based on the model scenario, the domains are
discreted, i.e. : transformation of prototype (real waters) into a model. In this
case, the waters configurations, inter alia : waters shape and border,
bathimetry, and depths are transformed into some numberic figures in the
model. Next, the model is split into some triangle linear elements. The
compositions of the elements are called mesh. In this modelling, the
computations covers waters in Madura Strait. Yet, in order to gain better
results, the model is concentrated surround the estuary of Lamong Rivers as
presented in Figure 5.24.
Figure 5.24. Discreted Domains – Model a (Without Project) and Model
b (With Project)
a b
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-31
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 5.8. Scenario of Numeric Input Model
Parameter Input
Condition of River
Border
Average water flow rate in Lamong
River, Sememi River, Kandangan
River, Balong River, Krembangan
River and Greges River
Condition of
Seawater Border
High Tide and Low Tide in Kenjeran
and Gresik
Sediment Input Concentration of Sediment in
Lamong River, Sememi River,
Kandangan River, Balong River,
Krembangan River dan Greges River
Two SMA modules will be adopted to model the aforementioned scenario,
successively RMA2 modul for current modelling and hydrodynamic flow
analysis and SED2D modul for sedimen spread modelling.
Gambar 5.1.
Figure 5.25. Comparisions of Seawater Current Speed from the North
under condition a (With Project) and b (Without Project)
Figure 5.25. shows the comparisions of directions and dimensions of seawater
current speed to the South in model 1 where it is before reclamation (Figure a)
and model 2 where it is after the reclamation for the port reclamation and
constructing causeway (Figure b). The current presents due to the different
elevation of surface of high tide in Gresik that is higher than the one in
Kenjeran. The figure shows that there is decrease of current speed around the
reclaimed area for causeway and port constructions. Accordingly, it may cause
sedimentation in that area when compared to the state of condition before
reclamation. In addition, there is also change of current patterns as around the
reclamation area there is current turbulences or turns. Yet, since the current in
a b
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-32
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
the location is relatively minor (< 0.1 m/second), the turbulences or turns do
not cause scouring.
Figure 5.26. Comparisions of Seawater Current Speed from the South
under condition a (With Project) and b (Without Project)
Figure 5.26. shows the comparisions of directions and dimensions of seawater
current speed to the North in model 1 where it is before reclamation (Figure a)
and model 2 where it is after the reclamation for the port reclamation and
constructing causeway (Figure b). The current presents due to the different
elevation of surface of high tide in Kenjeran that is higher than the one in
Gresik. The figure shows that there is decrease of current speed around the
reclaimed area for causeway and port constructions. Accordingly, it may cause
sedimentation in that area when compared to the state of condition before
reclamation. In addition, there is also change of current patterns as around the
reclamation area there is current turbulences or turns. Yet, since the current in
the location is relatively minor (< 0.1 m/second), the turbulences or turns do
not cause scouring.
Figure 5.27. Comparison of Sediments under Condition With Project (a)
and under Condition Without Project (b)
a b
a b
Points where
current speed
is calculated
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-33
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 5.27. shows the comparison of concentration of sediment surrounding
the studied area, before reclamation (Figure a) and after reclamation for
causeway construction (Figure b). The reclamation decreases the current speed
surrounding it and hinders the transport of sediment. Such a condition leads to
greater concetration of sediment surrounding the reclaimed area when compare
to the state of condition before reclamation. The sediment concentration keeps
changing, depending on the condition of the currents.
Figure 5.28. Comparision of Sedimentation Heights Before Reclamation
(a) and After Reclamation (b)
Figure 5.28 shows the comparisions of change of bed (sediment height)
before reclamation (Figure a) and after reclamation for causeway and
container yard construction (Figure b). As in the increase of sediment
concentration, the reclamation also increases the sediment in the estuary and
areas surrounding the reclaimed area when compare to the condition before
reclamation To identify the increase of sediment concentration in the estuary
and areas surrounding the reclaimed area, observations in the points set in
before reclamation model and after reclamation model are undertaken. The
results of the observation on sedimentation height in without reclamation
model and after reclamation model after an application of 200-hour simulation
are presented in Table 5.9 below.
a b
Lokasi
peningkatan
sedimentasi
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-34
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 5.9. Observations on Sediment Height in the Studied Area Before
Reclamation and After Reclamation
Point Nr. Before Reclamation (m) After Reclamation (m)
1 0,018 0,0276
2 0,0118 0,0187
3 0,0119 0,0195
4 0,011 0,0188
5 0,0096 0,0174
6 0,0096 0,0167
7 0,0105 0,0173
9 0,0102 0,0162
10 0,0097 0,015
11 0,00868 0,0131
12 0,0109 0,0167
13 0,0105 0,0164
14 0,00961 0,0151
15 0,00935 0,0132
16 0,00985 0,0145
17 0.0103 0,0146
18 0,00849 0,0119
19 0,0062 0,00825
20 0,0079 0,0107
21 0,00853 0,0115
22 0,00938 0,0123
23 0,0166 0,0209
24 0,0084 0,0103
25 0,0088 0,0112
26 0,00825 0,0108
27 0,0069 0,0091
28 0,0065 0,00865
29 0,0054 0,0072
30 0,0054 0,0071
31 0,0042 0,0056
32 0,0044 0,006
33 0,0049 0,0066
34 0,0058 0,0078
35 0,0065 0,00843
36 0,0068 0,0085
37 0,0071 0,0086
38 0,0068 0,0078
39 0,004 0,0047
40 0,0041 0,005
41 0,0052 0,0067
42 0,0049 0,0067
43 0,0045 0,0064
44 0,0039 0,0059
45 0,00375 0,0055
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-35
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Point Nr. Before Reclamation (m) After Reclamation (m)
46 0,0033 0,0045
47 0,0039 0,0048
48 0,0029 0,0036
49 0.0023 0,0027
50 0,0021 0,0025
51 0,003 0,0035
Average 0,0075 0,0107
After 200-hour simulation, the above table shows that the average
sedimentation before reclamation is 0,0075 meter. When explored linearly,
within one year it can be predicted that the average sedimentation height in the
non-reclaimed area is : 0,0075 x (365x24/200) = 0,33 m or 33 cm.
After 200-hour simulation, the average sedimentation after reclamation is
0,0107 meter. When explored linearly, within one year it can be predicted that
the average sedimentation height in the non-reclaimed area is : 0,00107 x
(365x24/200) = 0,47 m or 47 cm. It is predicted that the reclamation will
increase the sedimentation in the estuary and around the reclaimed area will be
47–33 = 14 cm per year.
Dimension of Predicted Impacts
Any development in coastal area will change the seawater circulation and
certainly bring impacts to the surrounding environment. The change of
seawater circulation will affect the current transporting the sediment in the
waters. It will further reduce the sea depth and change the morphology of the
sea bed. Such a change will affect various activities surrounding the reclaimed
area and construction of causeway and trestle.
Based on the study results of numeric model the reclamation affect the current
speed and sedimentation. In area close to the construction site, there will be
decrease of current speed as the seawater circulation is hindered by the
reclaimed area/structure construction. It will lead to decrease of current speed
and the sediment will precipitate around the construction site. The
sedimentation will keep increasing when this sort of impact is not properly
managed.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-36
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Predicted Impact Significance
1. Number of Impacted People in Community
No one of the residents is impacted by the sedimentation as it is a port
area, instead of a fishing area (NI).
2. Area of Impact Spread
The directly impacted area is the one surrounding the construction of
causeway, especially the one surrounding the estuary (+ 1 km2). The
farther the location is the less impacted areas will be.
The area directly impacted by area compactions (reclamation of shallow
waters for constructing container yard) is the one surrounding the
reclaimed/compacted area in shipping routes. The area remote from the
reclamation site (+ 2 km towards the coast of the shipping routes or
shipping routes) will be insignificantly impacted.
3. Duration/Intensity of Impacts
The sedimentation will affect after the completion of causeway
construction and the change of sea bead morphology will take place,
although it will take a long time. In area close to the construction, the
sedimentation will keep accumulating time after time. The area remote
from the causeway construction or shipping route will be insignificantly
impacted.
The sedimentation will take place after the compaction of reclaimed area is
completed. In area close to the construction, the sedimentation will keep
accumulating time after time. The area remote from the causeway
construction or shipping route (+ 2 km towards the coast of shipping route)
will be insignificantly impacted. During the wet season, the sedimentation
will increase as the sediment concentration flowing from the river will be
increasing (NI).
4. Other Impacted Components
The other impacted component is change of estuary bed and sea bead
morphology morKomponen lain yang terkena dampak adalah perubahan
morfologies (NS).
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-37
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5. Cumulative Impacts
It is cumulative impact as after the construction completion , the
sedimentation will take place. The sedimentation will affect subject to time
function. The longer the time after the completion of causeway
construction/road reclamation, the thicker the sedimentation will be (NS).
6. Impact Recoverability
It is unrecoverable. Yet, the sedimentation can be reduced by dredging
(NS)
Degree of Impact : Negative Significant
5.2. PREDICTED IMPACTS ON BIOLOGICAL ENVIRONMENT
5.2.1. Decreased Plankton Diversity
Sources of Impacts :
1. Area reclamation for preparing road for constructing causeway.
2. Area preparation and compaction (shallow Water Reclamation) for
container yaed construction
3. Construction of Pier Structure and Trestle
The impact on decreased plankton diversity is a impact derived from decrease
of seawater quality (parameter of suspended solid). Therefore, the prediction
of impact on decreased plankton diversity due to the above three sources of
impacts takes place simultaneously. The prediction time limite is 2 (two)
years.
Dimension of Predicted Impacts
Without Project
Based on the plankton diversity index, the quality of waters surrounding the
project site is categorized to be mild to good with index (H) of phytoplankton
of 1,30-1,98 and zooplankton of 1,41-2,21. With reference to Table 3.20, the
dominant phytoplankton is Skeletonema sp. from class of Bacillariophyceae
while the dominant zooplankton is Copepoda calanoid. The planton found in
the sampling points indicates that the waters are nursury ground and sources of
food to sea biota. As the current in the coastal area is pretty dynamic, it is
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-38
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
predicted that in next two years there will be change in plankton diversity.
Therefore it will remain be classified mild to good.
With Project
During the area reclamation for constructing causeway and preparation and
compaction of area for constructing container yard , it ispredicted that it will
increase the turbidity (suspended solid) in the waters and bring impacts to the
diversity of planktons as the main pruducts of the waters. Next, it will affect
the existence of organisms, such as : shrimps and shells, occupying the the
area as nursery ground, feeding ground and spawning ground. Plankton is
water biota, whose movements depend on water current. Therefore, its
existence keeps moving , depending on the direction of the water current in the
area. As plankton is very mobile as the water current runs and the number of
suspended solid causing turbidity in the project site is not significant, the
effects to decrease of plankton diversity is insignificant.
Predicted Impact Significance
1. Number of Impacted People in Community
None of the residents is impacted due to the impact on decreased plankton
diversity since the area occupied for developing the port is a port area,
instead of a fishing area for fishermen (NI).
2. Area of Impact Spread
The impact can spread in more than 50 Ha area and the plankton of impact
spLuas persebaran dampak dapat melebihi tapak proyek (50 Ha), dan
plankton dapat berpindah sesuai gerakan arus dan kemungkinan dapat
berpindah sampai diluar wilayah 50 Ha. (NI).
3. Duration/Intensity of Impact
The impact takes place during reclamation for constructing causeway,
preparation and compaction of area construction works (shallow water
reclamation for constructing container yard). It is predicted that the impact
will take place as long as the impact on suspended solid to water quality
does. The intensity is minor and therefore is insignificant to decrease the
plankton diversity. The impact will take place for 2 years (NI).
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-39
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
4. Other Impacted Components
Other impacted components are sea biota and sea biota food chain.
However, the studied area is not a fishing ground as it is simply a shallow
water area. (NI).
5. Cumulative Impacts
The impact is not cumulative since it will end when the construction of the
port is completed (NI).
6. Impact Recoverability
The impact is recoverable as there are management measures to cope with
the turbidity with construction of rock embankment. The index of plankton
diversity can recover to a better state of condition and it will, in turn,
increase the seawater quality (NI).
Degree of Impact : Negative Insignificant.
5.2.2. Decreased Bentos Infaunal Habitat
Sources of Impacts :
1. Area reclamation for preparing road for constructing causeway.
2. Area preparation and compaction (shallow Water Reclamation) for
container yaed construction
Decreased bentos infaunal habitat is a direct impact of the shallow water
reclamation, preparation and compaction. The impacts are predicted
simultaneously as the activities lead to decrease in bentas infaunal habitat and
take place almost at the same time and in the same project site. In addition, the
physical condition of the bentos infaunal habitats are amlost the same.
Dimension of Predicted Impacts
Without Project
The project site to be reclaimed is a bentos infaunal habitat. With reference to
the criteria advocated by Wibisono (2005), the state of condition without
project shows that the structure of bentos community ranges from less stable
to table , i.e. : 0.13-1.32 and the seawater quality ranges from mild to very bad.
It shows that the bentos infaunal habitat does not support the life of bentos
very much. As the bentos infaunal habitat out of the project site border
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-40
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Physically is the same as the one within the project site border, it is predicted
that there will be no change of bentos structure, i.e. : ranging from less stable
to stable state of condition.
With Project
It is predicted that the reclamation for constructing causeway and preparation
and compaction of shallow water reclaimed area for constructing container
yard will reduce the bentos infaunal habitat. The reclamation will reduce the
habitat area by 50 Ha. The habitat area reduction will affect the structure of
bentos infaunal communities as it will be unstable and it diversity index will
decrease below 0.13 of the initial state of condition. As in the areas
surrounding the project site there area other bentos infaunal habitats, apart
from the reclaimed one, it is predicted that the bentos will move to non-
reclaimed habitats. The impact intensity is relatively insignificant to affect the
bentos infaunal habitat.
Predicted Impact Significance Dampak
1. Number of Impacted People in Community
None of the residents is impacted due to the impact on decreased index of
bentos diversity since the area occupied for developing the port is a port
area, instead of a fishing ground for fishermen (NI).
2. Area of Impact Spread
The impact spread only in 50 Ha area in the project site in shallow waters
(NI).
3. Duration/Intensity of Impacts
The impact will take place during port construction phase for for
maximally 2 years (NI).
4. Other Impacted Components
The other impacted componet is food chain in the waters (NI).
5. Cumulative Impacts
The impact is not cumulative as it will end when the shallow water
reclamation, and preparation and and compaction of the reclaimed are
competed (NI).
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-41
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
6. Impact Recoverability
The impact to bentos infaunal habitat is recoverable as there are still other
habitats in the shallow waters available surroinding the project site (NI).
Degree of Impact : Negative Insignificant.
5.2.3. Decreased Mangrove Ecosystem Area
Sources of Impacts :
Container Yard Operation
Dimension of Predicted Impacts
Without Project
At present there are 13 species of mangroves distributed along the coast lines
in six villages, i.e. : Romokalisari Village, Tambak Osowilangun Village,
Tambak Langon Village, Greges Village, Kalianak Village and Moro
Krembangan Village. The total mangrove density per hectar in all studied area
> 3000 trees/Ha. The ecosystem is located around the project site. At present
the area is not a port area, instead it belongs to the community. With reference
to the quality standards (Decision of Minister of Environment Number 201
Year 2004 about Creteria of Mangrove Damage), the plant density is to be >
1500 tress/Ha (very dense) and classified good. In case, it is without the
project, it is predicted that the mangrove area will not change as it will be the
same as the initial condition.
With Project
There is no mangrove in the area occupied as the project site for port
development in Lamong Bay . Accordingly, it is predicted that there will be no
change to the mangore area in Lamong Bay. The container terminal operation
will bring positive impacts to economic growth. Unfortunately, it can
indirectly lead to reduction to the mangrove area. It is predicted that the
reduction of mangrove ecosystem area will take place around the project site
where it is not a port area. Therefore, PT. Pelabuhan Indonesia III assumes no
responsibility to such issue.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-42
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Predicted Impact Significate
1. Number of Impacted People in Community
No resident is impacted by the conversion of mangrove area (NI).
2. Area of Inpact Spread
It is predicted that reduction of mangrove ecosystem area due to the impact
spread will take place only in area surrounding the project site and not
under the administration of PT. Pelabuhan Indonesia III (NI).
3. Duration/Intensity of Impact
The impact will take place for pretty long time and the intensity will be
relatively significant when the economic growth rate is quite high. Yet, the
area is not under the administration of PT. Pelabuhan Indonesia III (NI).
4. Other Impacted Components
Due to the reduced mangrove ecosystem area, it is predicted to affect two
environmental components, i.e. : decrease or loss of coastal bird habitat
and sea biota spawning area. However, the area is not under the
administration of PT. Pelabuhan Indonesia III (NI).
5. Cumulative Impacts
It is predicted that the impact causing decrease of mangrove ecosystem
area is not cumulative. In addition, the area is not under the administration
of PT. Pelabuhan Indonesia III (NI).
6. Impact Recoverability
It is predicted that the decreased mangroce ecosystem area will be
recoverable as the area surrounding the project site is not under the
administration of PT. Pelabuhan Indonesia III (NI).
Degree of Impact : Negative Insignificant.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-43
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5.2.4. Decreased Coastal Bird Habitat
Sources of Impacts : Container Terminal Operation
Dimension of Predicted Impacts
Without Project
At present majority of the mangrove ecosystem in the studied area is occupied
as habitat of coastal birds. The dominant species are Nocturnal Grey Kowak
(Nycticorax nycticorax), Small Heron (Egretta garzetta) and Farm Blekok
(Ardeola speciosa). Galang Island in the core area for breeding and spawning
of thoese species. Around Sememi River (close to the project site), Bluwok
Heron species is found. It is conserved and protected by State Regulation
Number 7 Year 1999 and in IUCN Red List its status is Vu (Vulnerable) to
extinction. It is predicted that in the tnext two years, there will be no change of
coastal bird habitat. On the otherhands, the container terminal operation will
open economic growth opportunities. As the birds are very sensitive to noise,
and Sememi River and Branjangan River that are close to the project site are
the habitats of conservared and protected Bluwok Heron and Egretta for
spawning, it will affect the migration of those coastal birds.
With Project
Decreased coastal bird habitat is derived from the decreased of mangrove area
due to the operation of container terminal. The impact can affect the core area,
spawning area and resting area for the birds. The mangrove area surrounding
the roject site is not under the administration of PT. Pelabuhan Indonesia III.
Accordingly, the container terminal operation will not reduce the coastal bird
habitats.
Predicted Impact Significance
1. Number of Impacted People in Community
No resident is impacted (NI).
2. Area of Impact Spread
It is predicted that the impact on decreased coastal bird habitat will not
spread beyond the studied area, as it will take place only in area close the
ptoject site, i.e. : Sememi River and Branjangan River (NI).
3. Duration/Intensity of Impact
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-44
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
It is predicted that the impact on decreased coastal bird habitat will take
place for 2 years with low intensity as the location of the mangrove
ecosystem is not under the administration of PT. Pelabuhan Indonesia III
(NI).
4. Other Impacted Components
The decreased coastal birth habitat will derive another impact, i.e. : coastal
bird migration. However, as the mangrove ecosystem area is not under the
administration of PT. Pelabuhan Indonesia III, it is not accountable to
manage the impact (NI).
5. Cumulative Impact
It is predicted that the decreased coastal bird habitat will be cumulative.
However, as the mangrove ecosystem area is not under the administration
of PT. Pelabuhan Indonesia III, it is not accountable to manage the impact
(NI).
6. Impact Recoverability
It is predicted that the decreased coastal bird habitat will not be
recoverable. However, as the mangrove ecosystem area is not under the
administration of PT. Pelabuhan Indonesia III, it is not accountable to
manage the impact (NI).
Degree of Impact : Negative Insignificant.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-45
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5.3. PREDICTED IMPACTS ON SOCIO-ECONOMIC AND CULTURAL
COMPONENTS
5.3.1. Community Unrest
Sources of Impacts:
Pre-Construction Phase
Project Plan Socialization
Construction Phase
Labor Mobilization and Demobilization
Material and Equipment Mobilization and Demobilization
Piling of Bridge Foundation
Operation Phase Operasi
Container Terminal Operation
The community unrest has been onset since pre-construction phase as they
they are apprehensive about the impacts of the project activities during both
construction phase and operation phase. The community unrest will be
simultaneous and continuous from the pre-construction phase until the
operation phase. Therefore, the predicted community unrest due to all sources
of impacts is unified.
Dimension of Predicted Impacts
Without Project
In case of no project, the community will be comfortable (0% proportion of
community unrest) . The fishermen will not be apprehensive about loosing
income, therewill be no damaged roads, traffic jam and air pollution due to the
project.
With Project
The project plan socialization will not cause community unrest as, the initiator
can clearly properly explain about the project to the community. Based on the
results of the survey, it shows that
Based on results of the survey, most respondents (53.75%) agree that the
existence of container terminal in Lamong Bay will be beneficial, especially to
those dwelling surrounding the project site. It will open more job
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-46
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
opportunities, stimulate better welfare to the surrounding community, drive
business activities, increase land and accomodation price and inhance
transportation services.
During the construction phase, the labor mobilization and demobilization will
open job opportunities and offer better welfare to part of the local people. It
will certainly not cause community unrest. In the material and equipment
mobilization and demobilization , it is predicted that there will be no
significant increase of traffic volume (only + 15 trucks per day) the
construction phase. It will not significantly impact the road performance
(traffic jam) and is predicted not to cause community unrest. During the piling
of the bridge foundation, it is predicted that there will be no hindrance at all to
the fishing routes of the fishermen as it adopts on pile structure designs.
Accordingly, it will not cause any community unrest.
During the container terminal operation there will be no significant change on
the seawater quality as it adopt Reception Facility (RF) to manage the port
activity wastes.
Based on the results of the survey , about 25% of the respondents do not agree
about the port development plan. The issues driving the community unrest in
the studied area are, inter alia :
Decreased fisherman income as their boats cannot sail accross the sea and
catch fish
Increased traffic accidents and traffic jams since many heavy trucks are
operated
Frequent spills of oil from the vessels in the coastal area
Unfair land acquisition price when their lands are acquired.
During the construction phase, the community unrest is due to air polution,
road damages and traffic jam during the equipment mobilization and
demobilization. During the operation phase, the community unrest is due to
the container terminal operation. Accordingly, the valuation of impact on
community unrest is based on the following 6 criteria :
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-47
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Predicted Impact Significance
1. Number of Impected People in Community
The impacted residents in the studied area are mainly those dwelling in
Romokalisari Village and Tambak Osowilangon Village (NI).
2. Area of Impact Spread
The impact spread pretty widely. Respondents from at 4 surveyed villages
(Romokalisari, Tambak Osowilangon, Tambak Langon, and Greges) state
that they are apprehensive about loosing their jobs, The impact spread is
predicted about 40% of the studied area. The residents most apprehensive
about the port development project are fishermen dwelling in Greges
village. (NI).
3. Duration/Intensity of Impacts
The community will be unrest along the phases. In the pre-construction
they will be unrest after the publication of the project plan. During the
construction phase, they will be unrest along the project schedule. In the
operation phase, they will be unrest due to the container terminal
operation. The intensity of the state of community unrest in each phase is
insignificant (NI).
4. Other Impacted Components
Other environmental impacted component impacted is decreased public
security and order (NI) . Fortunately, this issue has been properly
managed.
5. Cumulative Impacts
The impact is not cumulative as there has been management measures
before the project is commenced (NI).
6. Impact Recoverability
It is predicted that the impact is recoverable when there is proper
explanations by the competent authority or when there has been an
agreement of alternative solutions to possibly arising problems, such as
loss of jobs and reduction of income (NI).
Degree of Impact: Negative Insignificant
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-48
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5.3.2. Increased Community Income
A. Sources of Impacts:
(Construction) Labor Mobilization and Demobilization
Dimension of Predicted Impacts
Without Project
As project site is in industrial and trade area, most of the residents have
already had their jobs with certain ranges of incomes. In average their income
is more than IDR 900,000.-. With an inflation rate about 10-15% per year,
their income is estimated to increase bya about 10-15% per year. Accordingly,
without project, their average income is more than IDR 1,000,000.-.
With Project
During construction, there area some main jobs , such as : constructions of
causeway, connecting bridge, container terminal, pier structure and trestle. The
constructions certainly require mobilized construction workers. They require
100 workers, comprising 80% skilled workers and 20% non-skilled ones. The
required supporting workers are +5 persons for posts as security guards and
office boys. This certainly opens job opportunities for the local people in the
studied area.
Besides, there will be non-project related business opportinities, such as food
stalls, accommodation rent and transportation services. In short, it will open
greater job opportunities.
As a whole, the project will not change the community income significantly as
the number of residents involved in the construction works is relatively few. In
other words, the average community income will not change significantly.
Predicted Impact Significance
1. Number of Impected People in Community
The impacted residents are those in working ages in Romokalisari Village,
Tambak Osowilangon Village, Tambak Langon Village, Greges Village,
Kalianak Village and Morokrembangan Village, the total of which is
predicted to be less than 10% of the total residents in the studied area (NI).
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-49
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
2. Area of Impact Spread
The impacts spread in the studied area, covering : Romokalisari Village,
Tambak Osowilangon Village, Tambak Langon Village, Greges Village,
Kalianak Village and Morokrembangan Village (NI)).
3. Duration/Intensity of Impacts
The impacts will be on set for 2 years (during construction phase). The
insensity of the impacts is predicted to be mild as there will be job
opportunities (more diversified) for some of the residents. On the other
hands, the labor recruitment in the port development project is prioritized
for the local people (NI).
4. Other Impacted Components
It will bring impact to increased welfare for a small number of residents
(NI).
5. Cumulative Impacts
The impacts will not be cumulative as the income earned from the project
is mainly accordance to the effective regional minimum wage rate (NI).
6. Impact Recoverability
The impact on increased community income will be recoverable, after the
constructions have been completed (NI).
Degree of Impact: Negative Insignificant.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-50
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
B. Sources of Impacts:
Operation Phase
Labor Recruitment
Container Terminal Operation
The impact on increased community income due to the container terminal
operatoion will be simultaneous and continuous from the operation phase until
labor recruitment and container terminal operation (operations of gates, CFS,
office buildingsand parking lots). Therefore, the prediction on increased
community income due to the container terminal operation is unified.
Dimension of Predicted Impacts
Without Project
The results of interviews in the studied area, covering : Romokalisari Village,
Tambak Osowilangon Village, Tambak Langon Village, Greges Village,
Kalianak Village and Morokrembangan Village, show that the number of
jobless residents is pretty small (less than 5%), either as formal workers or
informal ones (NI).
With Project
Specifically due to loading and unliading services and other related activities,
the container terminal existence will drive better economic activities around
the project site. The studied area will develop towards an industrial, trade and
service center and lead to better job opportunities, i.e. : more diversified job
opprtunities. In addition, the supporting activities will also drive wider job
opportunities. At present the container loading and unloading services in
Tanjung Perak Port are supported by 50 – 100 companies, hiring about 1,600
labors (including cleaning service sector) and 2,000 truck drivers. In short, the
supporting sectors, such as : food stalls, accommodation rent, transportation
service and some others will also grow and lead to more job opportuities for
the local people in the studied area to get better income.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-51
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Predicted Impact Significance
1. Number of Impected People in Community
The impacted residents are those in working ages, the number of which is
> 10% of the total residents all over the studied area (Positive
Insignificant) (PI)
2. Area of Impact Spread
It spreads all over the studied area covering Romokalisari Village, Tambak
Osowilangon Village, Tambak Langon Village, Greges Village, Kalianak
Village and Morokrembangan Village (Positive Significant) (PS)
3. Duration/Intensity of Impacts
It will affect continuously as the container terminal and passenger terminal
develop. The intensity of the impact is predicted to be pretty high since the
aforementioned wider (more diversified) job opportunities is predicted to
require relatively quaite number of labors to hire and, in turn, offer
significantly better change of income for those getting new jobs (PI).
4. Other Impacted Components
The other impacted component is increased community welfare, especially
in the studied area covering Romokalisari Village, Tambak Osowilangon
Village, Tambak Langon Village, Greges Village, Kalianak Village and
Morokrembangan Village (Positive Significant) (PS)
5. Cumulative Impacts
The impact on labor recruitment can be cumulative as it will follow the
getting better economic development (PS)
6. Impact Recoverability
The impact on labor recruitment will not be recoverable as the tenure of
the hired residents is quite long and probably until reteriment (PS)
Degree of Impact: Positive Significant.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-52
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5.3.3. Impact on Public Insecurity and Disorder
A. Sources of Impacts: Project Plan Socialization
Dimension of Predicted Impacts
Without Project
If the project does not exists, it is predicted that there will be no triggers to
more crimes, such as loss of jobs or social jealousy that can cause public
insecurity and disorder
With Project
It is predicted that the project plan socialization can endanger the public
security and order, as therewill be protests by gourp of residents apprehensive
about the project.
Predicted Impact Significance
1. Number of Impected People in Community
The residents impacted by the public insecurity and disorder are those
(about 3,263 persons) dwelling in Tambak Osowilangon Village, close to
the container terminal. (NI)
2. Area of Impact Spread
The impact spread in Morokrembangan Village, Greges Village,
Romokalisari Village, Tambak Osowilangon Village and Kalianak Village
(NI).
3. Duration/Intensity of Impacts
The impact will affect during the operation of the container terminal and is
continuous as long as the the port operates (NI).
4. Other Impacted Components
The other impacted component is confort/peacefulness of the residents.
However, it does not cause riots in the community yet as it has been
properly managed (NI).
5. Cumulative Impacts
The impact is not cumulative as the public security and order has been
properly managed as described in business/activity plan (NI).
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
6. Impact Recoverability
The public security and order will be normal again as the impact has been
properly managed (NI).
Degree of Impact: Negative Insignificant.
B. Sources of Impacts: Pengoperasian Terminal Petikemas (operasi)
Dimension of Predicted Impacts
Without Project
Based on the results of the survey, the public security and order at present and
in the future is/will be relatively good with relatively few crimes. If the project
does not exist, there will be no additional triggers, such as : loss of jobs, social
jealousy due to greater job opportunities for migrants, that can increase the
number of crimes.
With Project
As previously discussed, the point that the resident unrest the most in relation
with the port development is loss of jobs (in the interviews in the studied area,
more than 50% of the respondents state it). The container terminal operation is
supposed to open job opportunities for the local people. When they are taken
by migrant workers, it will probably trigger horizontal conflicts between the
local people and the migrants and lead to public insecurity and disorder. When
not properly controlled, the migrants working in the terminal or running
business due to the container terminal operation directly will entail problems
in security and order.
Predicted Impact Significance
1. Number of Impected People in Community
The residents impacted by the public insecurity and disorder are those
(about 3,263 persons) dwelling in Tambak Osowilangon Village, very
close to the container terminal. (NI).
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-54
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
2. Area of Impact Spread
The impact spread in Morokrembangan Village, Greges Village,
Romokalisari Village, Tambak Osowilangon Village and Kalianak Village
(NI).
3. Duration/Intensity of Impacts
The impact will affect during the operation of the container terminal and is
continuous as long as the the port operates. However, since early pre-
construction phase the impact has been properly managed (NI).
4. Other Impacted Components
The other impacted component is confort/peacefulness of the residents.
However, it does not cause riots in the community yet as it has been
properly managed (NI).
5. Cumulative Impacts
The impact is not cumulative as the public security and order has been
properly managed as described in business/activity plan (NI).
6. Impact Recoverability
The public security and order will be normal again as the impact has been
properly managed (NI).
Degree of Impact: Negative Insignificant.
5.3.4. Decreased Fisherman Income
A. Sources of Impacts:
1. Piling of Bridge Foundation
2. Reclamation for Preparing Causeway Construction
Dimension of Predicted Impacts
Without Project
In case of no bridge foundation piling and reclamation activities, the fishermen
fishing routes in Lamong Bay will not be hindered.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-55
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
With Project
The bridge foundation piling and area reclamation activities for preparing
causeway construction are predicted to interrupt the fishermen to go fishing.
Yet, the bridge foundation piling activities do not bother the fishermen as the
piling site is out of the fishermen fishing routes. These activities do not change
the existing fishing routes at all.
Predicted Impact Significance
1. Number of Impected People in Community
The impacted residents are the whole existing fisherman population (+ 800
fishermen) in Greges Village. However, it does not interrupt the existing
fishing routes (NI).
2. Area of Impact Spread
The impact on fisherman income is predicted to harm the fishermen from
Greges Village (NI).
3. Duration/Intensity of Impacts
In view of the impact intensity, there will be no additional operation costs
due to changes in fishing routes. Accordingly, the fisherman income will
not decrease due to the project. The impact will be onset during the
construction phase (NI).
4. Other Impacted Components
No other component is impacted as it does not cause fisherman income
decrease (NI).
5. Cumulative Impacts
The impact on decreased fisherman income is not cumulative as there is no
change in fishing routes (NI).
6. Impact Recoverability
The impact on decreased fisherman income is recoverable as the fisherman
income is not affected (NI).
Degree of Impact: Negative Insignificant.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-56
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
B. Sources of Impacts:
Construction :
Area Preparation and Compaction for Container Yard Construction
Operation:
Container Terminal Operation
Without Project
In case of no container yard operation, it is predicted that there will be no
hindrance to the fishermen to sail across Lamong Bay.
With Project
The activities for preparing and compacting area for container yard
construction and operation is predicted to hinder the existing fishing routes.
The change of fishing routes in Lamong Bay is not significant (father by + 100
m) but cause fisherman operation cost increase for diesel oil by IDR 2,500.- In
operation cost increase does not significantly reduce the fisherman income ,
only by + 1% from their income, the fisherman income in the studied area
ranges IDR 300,000 – IDR 700,000.-). Fortunately, the fisherman fishing
routes are not hindered, especially during low tide, as they remain crossing the
waters close to Morokrembangan Bozem and sail along the trestle of PT.
Terminal Petikemas Surabaya. This route does not change the existing fishing
routes.
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Predicted Impact Significance
1. Number of Impected People in Community
The impacted residents are the whole existing fisherman population (+ 800
fishermen) in Greges Village. However, it does not interrupt the existing
fishing routes (NI).
2. Area of Impact Spread
The impact on fisherman income is predicted to harm the fishermen from
Greges Village (NI).
3. Duration/Intensity of Impacts
The impact will affect during the construction and operation phases. Yet,
in view of impact intensity , the activities do not change the fisherman
fishing routes as during low tide, they remain crossing the waters close to
Morokrembangan Bozem and sail along the trestle of PT. Terminal
Petikemas Surabaya. (NI).
4. Other Impacted Components
The decreased community income will trigger community unrest.
However, it does not change the the fisherman fishing routes as they can
sail across the existing routes, along the trestle of PT. Terminal Petikemas
Surabaya. (NI).
5. Cumulative Impacts
The impact is not cumulative and the existing fishing routes do not change.
Accordingly, it does not require additional operation costs (NI).
6. Impact Recoverability
The impact is recoverable as the fisherman fishing routes do not change
and remain sailing along the trestle of PT. Terminal Petikemas Surabaya.
(NI).
Degree of Impact: Negative Insignificant.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-58
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5.3.5. Availability of Job Opportunities
A. Sources of Impacts:
(Construction) Labor Mobilization and Demobilization
Dimension of Predicted Impacts
Without Project
Without labor mobilization and demobilization, it is predicted that the studied
area will not develop and there will be no ne job opportunities.
With Project
During construction, there area some main jobs , such as : constructions of
causeway, connecting bridge, container terminal, pier structure and trestle. The
constructions certainly require mobilized construction workers. They require
100 workers, comprising 80% skilled workers and 20% non-skilled ones. The
required supporting workers are +5 persons for posts as security guards and
office boys. This certainly opens job opportunities for the local people in the
studied area.
Predicted Impact Significance
1. Number of Impected People in Community
Based on the results of interviews, the impacted residents in the studied
area are those in working ages, the number of which is > 10% of the total
residents all over the studied area (Positive Insignificant) (PI)
2. Area of Impact Spread
It spreads all over the studied area covering Romokalisari Village, Tambak
Osowilangon Village, Tambak Langon Village, Greges Village, Kalianak
Village and Morokrembangan Village (PI)
3. Duration/Intensity of Impacts
It will affect continuously as the container terminal and passenger terminal
develop. The intensity of the impact in average is predicted to be pretty
low since only few residents will enjoy better income (PI).
4. Other Impacted Components
It does not contribute to better community welfare (PI).
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-59
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
5. Cumulative Impacts
The impact will not be cumulative as the job opportunities will reset when
the contruction activities are completed (PI).
6. Impact Recoverability
The impact will be recoverable (PI).
Degree of Impact: Positive Insignificant.
B. Sources of Impacts: (Operation) Labor Recruitment
Dimension of Predicted Impacts
Without Project
Without container terminal operation, it is predicted that there will be no
additional job opportunities for the residents.
With Project
At present the container loading and unloading services in Tanjung Perak Port
are supported by 50 – 100 companies, hiring about 1,600 labors (including
cleaning service sector) and 2,000 truck drivers. In short, the supporting
sectors, such as : food stalls, accommodation rent, transportation service and
some others will also grow and lead to more job opportuities for the local
people in the studied area to get better income.
To evaluate the results of prediction on the impact, the following 6 main
criteria prevail :
Predicted Impact Significance
1. Number of Impected People in Community
The impacted residents are those in working ages, the number of which is
> 10% of the total residents all over the studied area, and even those
dwelling out of the studied area (PS)
2. Area of Impact Spread
Luas persebaran dampak : seluas wilayah studi yaitu Kelurahan
Romokalisari, Tambak Osowilangon, Tambak Langon, Greges, Kalianak
dan Morokrembangan (PTP).
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
3. Duration/Intensity of Impacts
It will affect continuously as the container terminal and passenger terminal
develop. The intensity of the impact is predicted to be pretty high since the
aforementioned wider (more diversified) job opportunities is predicted to
require relatively quaite number of labors to hire and, in turn, offer
significantly better change of income for those getting new jobs (PS).
4. Other Impacted Components
It will bring impact on better community welfare in the stidied area (PS).
5. Cumulative Impacts
It will be cumulative as it follows the economic growth (PS)
6. Impact Recoverability
The impact is not recoverable (PS).
Degree of Impact: Positive Significant.
5.4. PREDICTION OF IMPACTS ON TRANSPORTATION
COMPONENTS
5.4.1. Decreased Road Performance
A. Sources of Impacts:
Incoming and Outgoing Container Trucks (Operation)
Dimension of Predicted Impacts
Without Project
Due to the ever increasing number of automotive ownership, the traffic
volume increases year by year. Such a condition is apparent on roads
surrounding the container terminal construction site. It is number of vehicles
in 2012 is forecasted based on indicator of growth of automotive ownership to
predict the traffic volume. The increase of traffic volume is observed on some
roads, junctions and crossroads, inter alia :
Jalan Romokalisari
Jalan Tambak Osowilangon
In case of no port development project, the details of traffic volume in the port
in 2012 are presented in the following Table 5.10 and Table5.11.
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 5.10. Traffic Volume on Jalan Tambak Oso Wilangun in 2012
when there is no port development project.
Name of Street Direction MC LV HV
Jl Tambak OsoWilangon West-East 1663 220 598
(2 Directions) 1008 227 380
Table 5.11. Traffic Volume on Jalan Romokalisari in 2012 when there
is no port development project.
Name of Street Direction MC LV HV
Jl Romokalisari West-East 2226 404 217
(2 Directions) 2464 168 161
The degree of traffic saturation adopted as road performance indicator when
there is no container terminal operation is presented in the following Table
5.12 and Table 5.13
Table 5.12. Degree of Traffic on Jalan Tambak Oso Wilangun in 2012
when there is no container terminal operation
Duration Name of Street Direction Degree of Saturation
Peak Time Jl Tambak OsoWilangon West-East
0.398 (2 Directions)
Table 5.12. Degree of Traffic on Jalan Romokalisari in 2012 when
there is no container terminal operation
Duration Name of Street Direction Degree of Saturation
Peak Time Jl Romokalisari West-East
0.390 (2 Directions)
With Project
In the operation phase, the incoming and outgiong container trucks in the
terinal will increase the heavy truck traffic volume. The increasing volume
will load the roads surrounding the port development project site in Lamong
Bay. The following Table 5.14 and Table 5.15.present forecasted traffic
volume in 2012 when the container terminal is operated.
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 5.14. Vehicle Volume on Jalan Tambak Oso Wilangun in 2012
when the container terminal is operated
Name of Street Direction MC LV HV
Jl Tambak OsoWilangon West-East 1663 220 750
(2 Directions) 1008 227 456
Table 5.15. Vehicle Volume on Jalan Romokalisari in 2012 when the
container terminal is operated
Name of Street Direction MC LV HV
Jl Romokalisari West-East 2226 404 294
(2 Directions) 2464 168 314
The decreased road performance is indicated by Degree of Saturation
(DS).The condition is presented in the following Table 5.16 and Table 5.17.
Table 5.16. The Degree of Saturation on Jalan Tambak Oso Wilangun
in 2012 when the container terminal is operated
Duration Name of Street Direction Degree of Saturation
Peak Time Jl Tambak OsoWilangon West-East
0.446 (2 Directions)
Table 5.17. The Degree of Saturation on Jalan Romokalisari in 2012
when the container terminal is operated
Duration Name of Street Direction Degree of Saturation
Peak Time Jl Romokalisari West-East
0.439 (2 Directions)
The aforementioned Table 5.16 and Table 5.17 show that the road
performance in 2012 is predicted to reach a relatively low Degree of
Saturation, i.e. : < 0.75 (Manual of Road Capacity in Indonesia, 1997),
indicating that the traffic density on the road is still low.
Predicted Impact Significance
1. Number of Impected People in Community
Some traffic users on Jalan Romokalisari and Jalan Tambak Osowilangon
as those highways are container truck routes from and to the container
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
terminal in Lamong Bay to and from the Toll (Gempol-Surabaya-Gresik)
(NI).
2. Area of Impact Spread
Along Jl. Tambak Osowilangon and Jl. Kalianak (NI).
3. Duration/Intensity of Impacts
The impact will be countinuous during the container terminal operation,
with relatively low Degree of Saturation, i.e. : < 0.75 (Manual of Road
Capacity in Indonesia, 1997), indicating that the traffic density on the road
is still low.
4. Other Impacted Components
Other Impacted Components are decreased air quality and increased traffic
accidents, despite small additional traffic volume (+ 60 vehicles per day or
8 vehicles per hour). As at present on Jl. Romokalisari and Tambak
Osowilangon there are 4 traffic lanes, 2 directions with road median in the
middle of the highways, it does not significantly impact the other
transportation components, i.e. ; decreased air quality and increased traffic
accident.
5. Cumulative Impacts
The impact on decreased road performance is not cumulative as the most
critical traffic volume (8 vehicles per hour) presents only in traffic peak
time (NI).
6. Impact Recoverability
The impact is recoverable during the container terminal operation (NI).
Degree of Impact: Negative Significant.
5.4.2. Increased Traffic Accidents
A. Sources of Impacts:
Incoming and Outgoing Container Trucks (Operation)
Dimension of Predicted Impacts
Without Project
Tanjung Perak–Gresik arterial highways are dense, as those highways connect
Surabaya, as the capital of East Java Province, to other cities/regencies in the
North part of East Java Province, such as : Gresik, Lamongan Tuban and some
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 5-64
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
others. In additionthe warehouse buildings and constructions around the
highways make the traffic of heavy vehicles from and to Tanjung Perak Port
on those highways is getting denser.
The dense traffic on Jalan Tanjung Perak Surabaya-Gresik highways, factually
results increased traffic accidents in some segements. The most critical
segments of traffict accident spots area : Kalianak–Tambak Osowilangon-
Romokalisari. These segments record the most frequent traffic accidents. For
instance, along 2004-2006, there were 42 accidents on these segments (on Jl.
Kalianak) that is categorized as vulnerable to traffic accidents.
In the line with the container terminal operation in Lamong Bay, the container
trucks will Jl. Tambak Osowilangon and enter the Toll Road (Gempol-
Surabaya-Gresik) via Jl. Romokalisari. At present Jl. Tambak Osowilangon
and Jl. Romokalisari are not vulnerable to traffic accidents.
With Project
During the container truck operation, it is predicted that there will be increased
traffic volume by + 60 additional container trucks. Due to the increased traffic
volume, Jl. Romokalisari and Tambak Osowilangon that are alreadu provided
with 4 traffic lanes, 2 directions, with road median in the middle of the
highways, can better reduce the probability of head-to-head traffic accidents,
when compared to those with 2 lanes and 2 directions, such as Jl. Kalianank,
can.
Predicted Impact Significance
1. Number of Impected People in Community
Traffic users on Jalan Romokalisari and Jalan Tambak Osowilangon (NI).
2. Area of Impact Spread
Along Jl. Romokalisari and Jl. Tambak Osowilangon through the Toll
Road Gate (Gempol-Surabaya-Gresik) pertaining as container truck routes
(NI).
3. Duration/Intensity of Impacts
The impact will affecduring the container terminal operation . As on Jl.
Romokalisari and Tambak Osowilangon that are already provided with 4
traffic lanes, 2 directions, with road median in the middle of the
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
highways, the probability of head-to-head traffic accidents can be reduced.
Besides, it is not a traffic route vulnerable to traffic accidents (NI).
4. Other Impacted Components
There is no other impacted components as at present Jl. Tambak
Osowilangon and Jl. Romokalisari are not vulnerable to traffic accidents,
but Jl. Kalianak is definitely is (NI).
5. Cumulative Impacts
The impact on increased traffic volume is not cumulative as it will present
as long as the container terimal is operated (NI)
6. Impact Recoverability
The impact can be recoverable as long as the container terimal is operated
(NI).
Degree of Impact: Negative Insignificant
5.4.3. Increased Sea Traffic
A. Sources of Impacts:
Reclamation Material Transport by Sea
Dimension of Predicted Impacts
Without Project
Based on the initial environmental descriptions, the sea traffic prior to the
project plan has decreased by 0,08%. Based on the presented data, the sea
traffic volume prior to the project plan in 2010 is 15.458 vesseles.
With Project
During the shallow water reclamation, the reclamation material is transported
by sea. The sea transportation will increase sea traffic volume. It is predicted
that there will increasing number of vessels transporting the reclamation by
about 10 vessels per day during the reclamation construction in the shallow
water. The increase does not significantly affect to the number of vessel
traffic, i.e. : 0.06% compared to the state of condition without project. In
addition, the increasing volume of reclamation material transportation by the
sea will not bother the fisherman fishing activities in Lamong Bay as the
voyages only access the shipping routes in Tanjung Perak Port.
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Predicted Impact Significance
1. Number of Impected People in Community
Fishermen dwelling in Romokalisari Village, Tambak Osowilangon
Village, Greges Village and Kalianak Village accessing the shipping
routes in Tanjung Perak Port in from of Lamong Bay (NI).
2. Area of Impact Spread
Only in the shipping routes in Tanjung Perak Port located in front of
Lamong Bay. The reclamation material transporting vessels do not access
the shipping routes of the port (NI)
3. Duration/Intensity of Impacts
The impact will affect during the reclamation construction in the shallow
water, i.e. : for 2 years (NI).
4. Other Impacted Components
The other impacted components will be sea traffic accident. Yet, it is
avoidable as the vessels are operated only during the reclamation
construction in the shallow water and the operation does not interrupt the
other shipping activities (NI).
5. Cumulative Impacts
The impact of reclamation material transport by the sea is not cumulative ,
as it will present only during the reclamation construction in the shallow
water (NI).
6. Impact Recoverability
The impact is recoverable when the shallow water reclamation activities
are completed (NI).
Degree of Impact: Negative insignificant
5.4.4. Decreased Voyage Safety
A. Sources of Impacts:
Reclamation Material Transport by the Sea
Dimension of Predicted Impacts
Without Project
The shipping routes in the studied area are the ones that are commonly
accessed by the whole incoming and outgoing vessels in Tanjung Perak Port.
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Even without project activities, it is predicted that there will be no decrease of
voyage safety.
With Project
During the shallow water reclamation, the reclamation material transported is
by sea. The sea transportation will decrease voyage safety. It is predicted that
there will increasing number of vessels transporting the reclamation by about
10 vessels per day during the reclamation construction in the shallow water.
However, the increasing number is not to many and accordingly it does not
significantly affect the voyage safety. In addition, there will always be pilot
boats and tug boats escorting the the material transporting vessels accessing
the shipping routes in front of Lamong Bay.
Predicted Impact Significance
1. Number of Impected People in Community
Some users of vessels accessing the shipping routes in Tanjung Perak Port
(NI).
2. Area of Impact Spread
The impact is present only in the shipping routes in Tanjung Perak Port
infront of Lamong Bay, while the reclamation material transporting vessels
seldom access those routes (NI).
3. Duration/Intensity of Impacts
The impacr will affect during the shallow water reclamation construction
activities, i.e. : for 2 years (NI).
4. Other Impacted Components
The is no other impacted component (NI).
5. Cumulative Impacts
The impact of reclamation material transportation by the sea is not
cumulative and will affect only during the shallow water reclamation
construction activities (NI).
6. Impact Recoverability
The impact is recoverable when the shallow water reclamation
construction activities are completed (NI).
Degree of Impact: Negative Insignificant.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 6-1
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
6.1. Analysis on Significant Impacts
The evaluation on significant impacts is pertains a holistic analysis on various
environmental components significantly impacted (either positively or
negatively) and integratedly analyzied as inter-related units that affect
reciprocally. The holistic analysis on the significant impact probability is
presented in a flowchart in Figure 6.1., while the matrix of checklist of
partially predicted environmental components are discussed in Chapter 5 as
presented in Table 6.1.
Based on the results of holistic analysis as presented in the flowchart in Figure
6.1., the significant impacts can be classified in terms of relationship between
the project construction and fundamentally changed environmental
components as follows :
1. Change of coastal ecology
2. Change of community welfare
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 6-2
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Figure 6.1. Predicted Impact Flowchart
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 6-3
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
Table 6.1. Potential Impacts Matrix of Tanjung Perak Port Development in Lamong Bay
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 6-4
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
6.1.1. Change of Coastal Ecology
The aspect of change of coastal ecology is closely related with the impacts of
port development activities in Lamong Bay to physical-chemical
environmental components. The physical-chemical components impacted by
the port development activities comprise air quality, water quality, cuurent
pattern and sedimentation as well as surface of runoff.
The impact on decreased seawater quality due to the area reclamation for
preparing the road and casueway, preparation and compaction of shallow
water reclamation for constructing container yard as well as construction of
pier structure and trestle. Those development activities are executed gradually,
commencing from causeway construction, construction of connecting bridge
(piling of bridge foundation), compaction of shallow water reclamation for
constructing container yard, and construction of pier structure and trestle. The
parameter of suspended solid can be accumulative in case the activities
proceed successively. The parameter of suspended solid will be relatively
indifferent from the predicated parameter when there is no such project.
The construction phase also drives changes in ecological pattern of the sea
waters and rivers, i.e. : increased surface of runoff and change of water current
patterns and sedimentation. The river runoff takes place when the flood water
flow runs over the longitudinal section of the river during high tide. The
planned reclamation will change the topography and morphology of the river.
Accordingly, the river water surface depends on the water flow rate and
seawater surface. Referring to the predicted impacts, it shows that the increase
of river water surface in the estuary due to the reclmation is by 0.04 m. The
results of flood water flow simulation in Lamong River show that when the
water flow rate in rewater current interval of 2 years runs and due to the
reclamation, the water surface increases by 4 cm in 2 km distance from the
esturary of the river. Specifically, in Sememi River, Kandangan River, Balong
River, Krembangan River and Greges River, the increase of water surface
takes place along 2 km distance from the river downstream towards the river
upstream. The longer the distance is, the less increase of water surface will be.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 6-5
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
The reclamation activities for constructing the causeway and container yard in
the shallow waters no only increase the water surface but also change the
water current patterns and sedimentation. The increase of sedimentation is
relatively insignificant. Therfore, it does not affect the port activities and
change the coastal lines.
6.1.2. Change of Community Welfare
When the container terminal is operated, it is supposed to open job
opportunities to the local people, especially during labor recruitment session,
to increase the community welfare. On the other hands, in case the job
opportunities are taken by migrant workers, it will be potential to trigger
horizontal conflicts between the local people and the migrant workers and,
further, lead to public insecurity and disorder in the studied area. Moreover,
the greater number of migrants working in the project and running businesses
due to the container terminal operation will directly triggers problems in
public security and order when it is not properly managed. Accordingly, local
people hiring is to be prioritized.
6.2. Analysis as Basis of Management
The impact on decreased fisherman income is due to the shallow water
reclamation for constructing the container yard. This activity, the construction
of causeway and construction of pier structure and trestle jointly also bring
other impacts, namely : changes in water current patterns and sedimentation.
Meanwhile, the increased flood water surface is caused by reclamation for
constructing causeway and shallow water reclamation for preparing and
compacting the container yard. When the container terminal is operated, there
will be labor recuitment and job opportunities for the local people. Such a
condition is supposed to increase the welfare of some residents in the studied
area. With reference to the results of the analysis, it requires further directions
to properly manage and observe the significant impacts.
REPORT OF ENVIRONMENTAL IMPACT STATEMENT 6-6
Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
6.3. Directions for Environmental Management Plan
Based on the results of prediction and evaluation of impacts due to Tanjung
Perak Port Development in Lamong Bay, it requires further directions to
properly manage and observe the environmental management measures. The
environmental management is supposed to minimize the negative impacts and
maximize the positive ones.
Physical-Chemical Components
a. Informing that the project activities will increase the river water
surface by 4 cm when the water flow rate in rewater current interval of
2 years runs due to water runoff to the institution incharge of flood
control planning for Lamong River, i.e. : Bengawan Solo Management
Center
b. Constructing rock embankment along the borders or water area to be
reclamated to prevent reclamation material spills out of the borders.
Socio-Economic and Cultural Components
a. Offering job opportunities to the local people especially for posts of
non-skilled labors, such as : security guards and administration clerks.
b. Coordinating with the City Government of Surabaya, sub-district
administrators and village administrators in the studied area to hire
local people in accordance with their competencies.
6.3.1. Directions for Observation Plans
Physical-Chemical Components
a. Methods of air quality data collection and analysis. Installing peil
scalesin river estuaries. Observing the seawater surface and conducting
bathymetry survey in the river estuaries in preconstruction phase,
construction phase and operation phase. Next, aanalyizing the data
collected from the results of seawater surface and recording and
bathymetry measurement for identifying the differences between the
seawater surface and estuary bed prior and during reclamation
activities. In case of significant sedimentation, it needs dredging.
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
b. Water sampling from waters in each of the project sites.
c. Inspecting the construction of rock embankment to minimize possible
leakage.
Socio-Economic and Cultural Components
a. Interviewing local workers hired surrounding the the project site by
sampling.
b. Recording data on number of recruited labors, income survey and
business activity survey in the studied area.
6.4. Recommendation Based on Environmental Feasibility Evaluation Results
With reference to the results of evaluation on impacts of Tanjung Perak Port
Development in Lamong Bay to the environemnet, it shows that there are both
negative impacts and positive ones to the environmental components.Negative
significant impacts affect the physical-chemical components. In the operation
phase, there are positive significant impacts to the socio-economic
components, i.e. : increased community income and job opportunities.
The significant impacts, especially the negative ones, can be managed by
means of technical, social, economic and institutional approaches.
The technical approach commonly applied for managing the negative impacts
to the physical-chemical components comprises hydrology and hydro-
oceanography. Technologically, they are adoptable and economically they are
feasible. Automatically, the management of negative impacts to the physical-
chemical components can also control the relevant derived impacts to
biological and social components.The social approach is adopted to control
both positive significant impacts and negative significant impacts to the socio-
economic and cultural components. The institutional approach involves
authorities in charge as environmental impact management initiator,
environmental impact management supervisor and environmental impact
management implementation report receivers. The initiator of the
environmental impact management is PT. Pelabuhan Indonesia III or operator
of construction contractor. The supervisors of the environmental impact
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Environmental Impact Assessment – Tanjung Perak Port Development in Lamong Bay
management and receivers of the environmental impact management
implementation are the Ministry of Environment, East Java Province
Environement Agency, Surabaya City Environmenagement Agency abd/or
related authorities.
With reference to the aforementioned, proper management and observation in
consistent with the constructive directions, it is supposed to minimize the
negative impacts in order that, based on the environmental aspects, the port
development plan is recommended to be feasible in terms of environmental
spectrums, provided that the activities are implemented in accordance with the
descriptions stated in the Environmental Impact Statement Documents, and the
environmental impact management and observation are implemented in
accordance with the Environmental Impact Management Documents and
Environmental Impact Observation Documents.