Analisis Dampak Lalu Lintas Akibat Beroperasinya Pusat Perbelanjaan terhadap Kinerja Ruas dan Persimpangan Jalan (Studi Kasus: Plaza UMKM Square Medan)

Abstract

Commercial facilities such as Plaza UMKM Square play a significant role in urban development; however, they also have the potential to cause traffic impacts on adjacent road segments and intersections. Based on the guidelines provided by the Institute of Transportation Engineers (ITE), each land use type is associated with specific traffic generation and attraction rates, which are measured according to the functional units within the land use. This study aims to assess the traffic impacts resulting from the operation of Plaza UMKM Square, located on Jalan Dr. Mansyur, Medan. The analysis was conducted on three key locations: Jalan Dr. Mansyur, the Dr. Mansyur–Jamin Ginting intersection, and the Dr. Mansyur–Setia Budi intersection. The performance of road segments was evaluated using the Indonesian Highway Capacity Guidelines (PKJI) 2023, while the intersection performance was analyzed using the microscopic traffic simulation software VISSIM. The traffic generation and attraction analysis indicated an increase of 135 vehicles during peak hours under scenario 1, and 270 vehicles under scenario 2. Post-operational simulation results showed no significant changes in traffic performance on the westbound segment of Jalan Dr. Mansyur. In contrast, the eastbound segment experienced an increase in the degree of saturation from 0.61 to 0.62, and in traffic density from 44 to 67 kend/km under scenario 1. Under scenario 2, the degree of saturation increased from 0.61 to 0.63, and traffic density rose from 66 to 68 kend/km. Nonetheless, travel time in both directions remained consistent across all scenarios, and the Level of Service (LOS) for the road segments remained at category C. A substantial impact was observed at the south approach of the Dr. Mansyur–Setia Budi intersection, where the LOS degraded from category E to F. At the Dr. Mansyur–Jamin Ginting intersection, scenario 1 recorded an average queue length of 300.48 m with a delay of 241.05 det/smp. In scenario 2, the average queue length increased to 344.22 m, and the delay rose to 256.70 det/smp, indicating LOS category F in both scenarios. Meanwhile, the Dr. Mansyur–Setia Budi intersectionmaintained LOS category E under both scenarios. In scenario 1, the average queue length was 161.52 m with a delay of 67.9 det/smp, while in scenario 2, the queue length increased to 169.55 m with a delay of 76.43 det/smp.