First mile and last mile analysis using users’ perceived quality of Jakarta Mass Rapid Transit (MRT Jakarta) North-South Corridor Phase 1

To address urban problems caused by high usage of private vehicles, it is important to understand how MRT Jakarta as a new public transportation mode in Jakarta, could support the mobility needs of its users not only within MRT stations but also throughout the entire journey from origin to destination. This study aims to analyze the socio-demographic characteristics of MRT Jakarta users, the first mile and last mile spatial mobility pattern, and the perceived quality of overall journey using MRT Jakarta. An online questionnaire was employed to collect data directly from MRT Jakarta users, encompassing socio-demographic information, spatial mobility patterns, and users’ evaluations on several influencing factors. The study concludes that improving the quality of the first mile segments can significantly improve the overall journey quality using MRT Jakarta.


Introduction
The Jakarta Mass Rapid Transit (MRT Jakarta) was built to address the high usage of private vehicles for mobility in Jakarta.The increased reliance on private vehicles can lead to adverse negative impacts, such as traffic congestion, decreasing air quality, and land-use inefficiency [1,2].MRT Jakarta is a rail-based transportation mode, categorized as mass rapid transit, that has been operating in Jakarta since 2019 with 13 stations located from Central Jakarta (Bundaran HI) to South Jakarta (Lebak Bulus), which is also called as MRT Jakarta North-South Corridor Phase 1 [3].Its integration with the other existing public transport modes makes MRT Jakarta becomes a part of the whole transportation system in Jakarta and, on a larger scale, the Greater Jakarta (Jabodetabek) transportation system, as it is integrated with various public transportation route that connects its surrounding administrative areas (Bogor, Depok Tangerang, and Bekasi).The integration supports MRT Jakarta to be able to accommodate the mobility needs of people in Jakarta and in the scope of Jabodetabek.Concerning this, it is important to carry out a study on mobility using MRT Jakarta that evaluates not only the mobility within MRT Jakarta stations, but also the involved mobility segment in its extensive public transportation network.
Several theories have been proposed to explain about public transportation network that conceptualize transit users' mobility as a hub-and-spoke network, with mobility from origin spokes to destination spokes via central node that called as hub [4,5,6,7].The hub-and-spoke network is able to 1313 (2024) 012021 IOP Publishing doi:10.1088/1755-1315/1313/1/012021 2 minimalize the high needs of road-space capacity as a result from the traffic consolidation it provides, that makes the mobility in a region becomes more efficient compared to mobility with point-to-point network [7].Other studies have proposed a more specified conceptualization, called as intermodalhub, as a hub-and-spoke mobility network that comprises mobility from a transportation mode, continued with another transportation mode as a whole journey [8].The smallest units in the system of public transport stations usually represent access points to the larger transport system [9].A previous study noted that an intermodal-hub needs to be supported with the availability of physical facilities for the various users' needs, that in urban context could comprises access for pedestrian, cycling facilities, micromobility, shared vehicle, and for private vehicle could comprises park-and-ride facility [9].
Based on those proposed theories, it is important to analyze the mobility of MRT Jakarta users as an interconnected mobility network, not only the mobility between MRT Jakarta stations, but also includes mobility from origins to MRT stations and from MRT stations to destinations.Several research defined the mobility from origin to a transit station as the first mile segment, and the mobility from a transit station to destination as the last mile segment, that is defined as the first mile and last mile segment [10,11].The conditions on the first mile and last mile segment have implications to the effectivity of a transportation system [12], therefore, a transit service could be complemented with other transport modes such as micromobility vehicles (e.g.bicycle, scooter), that could improve flexibility and door-to-door coverage if combined [13,14].
The varying infrastructures in the first mile and last mile, however, are supposed to support the mobility quality, experienced by transit services users.Therefore, it would be relevant if the evaluation of overall quality of MRT Jakarta and its first mile and last mile segment to be carried out based on the users' perception.Several studies have highlighted the importance of a customer-focused approach in public transportation planning, in generating demand growth and enhancing customer loyalty both in developed and developing economies [15,16,17].Service quality measurement based on customer opinions allows the perceived performances of a given transit service to be analysed, and the varying users' expectation [18].
While in Indonesia the first mile and last mile concept has become a popular topic of discussion among related organization entities, including the government, transport operators, NGOs, and CSOs, there is still lack of research on first mile and last mile assessment of the existing public transportation services.Thus, the aim of this study is to analyze the socio-demographic characteristics of MRT Jakarta users, first mile and last mile spatial mobility pattern, and the perceived quality of overall journey using MRT Jakarta.

Method
This study uses quantitative methods with primary data from questionnaire, carried out with descriptive statistics and spatial analysis, assisted with observation and secondary data from official documents.The research area is focused at the MRT Jakarta North-South corridor phase 1, and also involved areas in Greater Jakarta.The survey questionnaire was shared on several social media (Instagram, Twitter, LinkedIn), to collect data on respondent's spatial mobility pattern; origin/home coordinate, destination/workplace coordinate, boarding MRT station, alighting MRT station, and transport modes being used from home to boarding station (first mile) and from alighting station to workplace (last mile), and their evaluation scores on several influencing parameters.Respondents were considered eligible for the study if they use MRT Jakarta for commuting to work.This study, however, only focused on trip for work purpose, and not includes other trip purposes such as recreational purpose, concerning that the analysis would be more complex [19].Therefore, the findings of this study are supposed to serve as a mobility study of a transit service in the context of accommodating mobility needs for urban economical activities.
This study analyzes the MRT Jakarta users' journey from their home to their workplaces with the users' perceived quality.The users' journey is classified into 3 segments, namely first mile segment, MRT Jakarta segment, and last mile segment.The assessment indicator is consisted of aspects that take a part in affecting the quality of the users' whole journey.In the MRT segment, the indicator consists of speed, waiting time, service reliability, etc.The assessment indicators that were used in this study are an adaptation from previous research; Transit Acceptability [20] and Highly Prioritized Service Quality Factors [21], contextualized to the existing condition and the aim of this study.Beimborn noted that to be used, transit service must have accessibility, usability, and security and the traveller must have knowledge of it [20].The transit acceptability that Beimborn (2003) used in his study was indicators categorized into, at origin, en route, and at destination.The indicators of at origin category comprises indicators associated with conditions to fulfil essential needs for accessing a transit service; while en route comprises indicators associated with the conditions during the trip with the main transport service; and at destination comprises indicators associated with conditions to fulfil essential needs for continuing the journey to reach final destination [20].Highly Prioritized Service Quality Factors that was stated by Isikli (2017) comprises key evaluation aspects for rail transit lines, such as waiting time, access to stations, security at stations, travel (in-vehicle) time, crowdedness, cleanliness, fares, and ventilation system in cars [21].
In the first mile segment, the parameter consists of the condition of walking, cycling, feeder mode availability, and parking availability for private vehicle.In the last mile, the parameter consists of the condition of walking, cycling, and the ease to continue the journey.The ease to continue the journey in the last mile are consisted of the availability of public transport, rental vehicle, and the convenience of waiting for online ride-hailing services in MRT Jakarta station.
The subjective evaluations were calculated using likert scale from 0 to 5 that was collected from the online questionnaire.Except for the punctuality indicator of MRT Jakarta, this indicator was directly obtained from the official performance data in 2020, which is 99.97% [3].The questionnaire was disseminated on social media, like Instagram, Twitter, and LinkedIn.This study used Kobo Toolbox as an online questionnaire platform that allows the respondents to submit their origin (home) and destination (workplaces).The data were processed with Microsoft Excel and ArcMap, and presented as table, graph, and map.

Socio-demographic characteristics
From the socio-demographic characteristics aspect, the majority of the MRT Jakarta users are from the age of 17-25 (73%), and 26-35 (23.9%).All the respondents do not have any physical disabilities.There are 44.9% of the respondents that are categorized as choice users.Users of a transportation mode that have the alternative option of using another mode, especially private vehicle can be called as choice users, whereas the users that do not have any other choice than the particular transportation mode that they use are classified as captive users [20].In this study, the users who have the option to use their private vehicle as their transport mode to work are classified as choice users, classified based on the availability of private vehicle that can be used and the driving license ownership.The finding shows that 44.9% of the respondents are choice users, and the other 55.1% are captive users.The high proportion of choice users indicates that MRT Jakarta has been seen as a superior transport option compared to traveling using private vehicles.This indicates that the presence of MRT Jakarta contributes to shifting the usage of private vehicle to public transportation that is more sustainable.

First mile and last mile spatial mobility pattern
This study captures the first mile and last mile spatial mobility pattern of MRT Jakarta users for commuting.The respondents' attributes that being mapped include origin/home, destination/workplace, boarding MRT station, alighting MRT station, and transport modes being used from home to boarding station (first mile) and from alighting station to workplace (last mile).shows the spatial configuration of the users for the first mile and last mile segment, and the transport modes being used.It can be seen that the origins vary, not only located within close range to MRT stations but many of them are also located far from MRT stations, even located outside of Jakarta, whereas almost all of the destinations are located close to MRT stations.It can be seen that users from outside of Jakarta (Bogor, Depok, Tangerang and Bekasi) are more likely to use commuter train (KCI) on their first mile segment.For users from within Jakarta, the transport modes for the first mile segment vary, comprised of private car, private motorcycle, motorcycle ride-hailing, Transjakarta bus, and Mikrotrans.
The mobility pattern shown in Figure 1 indicates that the distance traveled is a factor that influences users' tendency in choosing their first mile transport modes.However, the pattern is also influenced by the available physical integration between MRT Jakarta station with other existing public transport services.The physical integration between MRT Jakarta and commuter train (KCI) in MRT Jakarta Dukuh Atas BNI Station can accommodate the users' needs to travel to the MRT Station, that in a bigger context could extend the coverage of MRT Jakarta as a part of the whole urban public transportation system.KCI is the only rail-based public transportation mode that operates in Jakarta and its surrounding administrative areas (Bogor, Depok Tangerang, Bekasi) that connects Jakarta as the main socio-economical center and its surrounding administrative areas where many of the workers in Jakarta live.MRT Jakarta users that travel their first mile segment using other transport modes such as Mikrotrans, Transjakarta, ride-hailing and private vehicle mostly live relatively close to an MRT station, while the users that live closely, within the ideal walking distance (500m) [22] to an MRT station are more likely to choose walking on their first mile segment.
In the last mile segment, most of the users choose walking from the station to their workplaces, while a few proportions of users choose motorcycle ride-hailing.It also influenced by the distance from MRT station to their workplaces, that almost all of them are located closely within the ideal walking distance from MRT Jakarta stations.Respondents with workplaces located relatively far from MRT stations are more likely to use ride-hailing, especially motorcycle ride-hailing, or Transjakarta bus.Each of the MRT stations has a different frequency and transport modes being used by the users.Dukuh Atas BNI is the station with the highest frequency of being used on the respondents' first mile, followed with Lebak Bulus Grab as the southern-most station of MRT Jakarta.Dukuh Atas BNI are mostly accessed with commuter train (KCI), while in Lebak Bulus Grab, the transport modes are more diverse, including private car, private motorcycle, motorcycle ride-hailing, and Transjakarta bus.The high frequency of commuter train in Dukuh Atas BNI is strongly influenced by the condition that it is the only physical integration between MRT Jakarta and commuter train (KCI) which is the most popular public transport mode in Greater Jakarta.This physical integration in Dukuh Atas BNI allows MRT Jakarta to extend the coverage through the KCI routes that cover the surrounding administrative areas outside of Jakarta, where many of the workers in Jakarta live.Most of the users choose walking as their transport mode in their last mile segment, followed by motorcycle ride-hailing.Levinson (2017) noted that walking will always has the highest mode share, but not of the distance traveled [23].In the last mile segment, the highest mode being used is walking, followed by online transport services.As shown in Figure 3, motorcycle ride-hailing has the highest mode share at Dukuh Atas BNI and Setiabudi Astra station.Compared to Figure 1, it shows indication that this is also influenced by the distance from MRT Station to their destination.However, there is possibility that that this is also influenced by the condition of the existing infrastructure, that were not able to provide other transport options, other than using ride-hailing, compared to the high mode share of public transport mode at Bundaran HI Station, with similar traveled distance.We asked the respondents about their usage of alternative transport modes other than MRT Jakarta for commuting to work, and the main consideration of choosing it.We found that 34% of the respondents always use MRT Jakarta for commuting to work, while 66% of the respondents occasionally use various alternative modes other than MRT Jakarta.The alternative modes they use the most are motorcycle ride-hailing (20%), followed by Transjakarta Bus (16%), private motorcycle (15%), and private car (10%).The main considerations that influence the use of alternative modes are flexibility (32%) and time (30%).Weather is not the most selected consideration, that only 11% of the respondents were choosing it as their consideration of using the alternative modes.In the questionnaire, flexibility was defined as the ability to make multiple stops between their origin and destination, and time was defined as shorter travel time of the alternative mode compared to MRT Jakarta.

Users' perceived quality of the overall journey using MRT Jakarta
This study considers the first mile and last mile segments as an inseparable part of the journey using MRT Jakarta.The extensive variations of the first mile and last mile routes travelled by the respondents create difficulty in performing direct observation.Therefore, the analysis was carried out by using user' perception, based on several parameters on the survey questionnaire.
On the MRT Jakarta segment, the evaluation was carried out using an adapted indicator from the Transit Acceptability [20] and the Highly Prioritized Service Quality Factors [21], carried out using users' perception, except for the punctuality indicator that was directly obtained from the MRT Jakarta annual report, based on its performance in 2020.On the first mile and last mile segment, the evaluation was carried out using parameters that considered important for combined modes in MRT Jakarta context, including walking, cycling, private vehicles, and other public transport modes, contextualized to the existing conditions.However, the transport costs of each of the segments were also being analyzed, considering its potential influence on the overall journey using public transportation modes.For a more complete analysis, this study also analyzed the level of importance of each of the evaluated aspects, based on users' perception.

MRT Jakarta segment.
The overall scores of the MRT Jakarta segment are shown in Figure 5.It summarizes the overall satisfaction scores from user's point of view, except for the punctuality aspect that was directly obtained from the MRT Jakarta annual report, based on its performance in 2020 [3].

Figure 5. Overall scores of the MRT Jakarta segment
Most of the aspects in MRT Jakarta segment already have scores above 81, categorized as very good.There are only 3 components that are below that category, namely, headway (79,8), possibility to bring micromobility vehicles (78,7), and the lowest component is availability (76,5).However, these 3 components are still categorized as good (61-80).The low score on the availability component is affected by the MRT Jakarta operating hours that could be seen by the users as inadequate for their needs.

First mile and last mile segment.
We asked the respondents to evaluate their first mile and last mile segments, supported with guiding indicators and parameters in the questionnaire.As can be seen in Figure 6, the first mile segment has an average score at 68.9, with walking facility scores at 74.0, cycling facility scores 57.8, parking facility 62.4, and availability of feeder modes is 81.7.It can be seen that the first mile has a significant quality gap compared to the last mile segment that has 81.5 scores, with 88.6 on walking facility, 76.4 on cycling facility, and 79.6 on the ease to continue the journey.This also can be linked with the findings from this study that users are more likely to use commuter train (KCI) on the first mile.

O V E R A L L S C O R E S O F T H E M R T J A K A R T A S E G M E N T
Since the construction of MRT Jakarta, PT.MRT Jakarta has been improving the supporting facilities within a close radius from MRT Jakarta stations.The improvements mainly include creating wider and more complete walking path, bike lanes, bicycle parking rack, park-and-ride facility, and waiting area for ride-hailing services.Thess improvement could increase the users' first mile and last mile segments quality that are located close to the MRT stations but could not really affect the first mile segment that is far from the MRT stations.As shown in Figure 6, the first mile segments generally have not adequately supported MRT Jakarta as one of the crucial segments, that many indicators were still having low scores.
As can be seen in Figure 6, the overall scores for the last mile segment are on 81.5.The walking facility has good scores at each of the parameters.Therefore, it is a great situation regarding the finding as shown in Figure 3 that the majority of MRT Jakarta users are walking on their last mile segment.However, it has not showed great quality on the cycling facility parameter.

Transport costs.
The respondents' transport costs of each segment are shown as blue dots as can be seen in Figure 7, with the red line the shows the average costs of each segment.The costs for the first mile segment varies between Rp0-Rp30.000,with the average of Rp8.693, and for the last mile segment, it varies between Rp0-Rp25.000,with the average of Rp2.876.For the MRT Jakarta segment, the cost varies between Rp3.000-Rp14.000,with the average of Rp7,633.The last mile segment has lower cost than the first mile in this case because 77% of the respondents choose walking as their transport mode on their last mile segment, which do not require any cost.The longer the distance of the first mile segment does not always create a higher transport cost.Users located far outside of Jakarta could also have lower first mile transport costs in comparison with users with origin located closer to the MRT Stations.The high cost on the first mile segment are often affected by the usage of ride-hailing services, that ranged between Rp11.000-Rp30.000per trip, also the parking cost for private vehicle that ranged between Rp5.000-Rp.20.000, and the usage of Royaltrans, a premium service from Transjakarta that operates with specific routes, with the fare of Rp20.000 per trip.Users who choose public transport modes such as KCI, Transjakarta, and Mikrotrans on their first mile segments are more likely to have lower transport costs.However, it is also influenced by the difference of public transport services availability among each users' origins, that at some point could make it impossible to have a low-cost first mile segment, by the dependency towards private vehicles and ride-hailing services.

Perception of importance.
This study asked the respondents about the perception of importance of each of the evaluated aspects, that was asked through a likert scale.The summary of the respondent's answers is shown in Figure 8.This study found that the aspect with the highest level of importance is the quality of MRT Jakarta segment, followed by the ease to continue the journey, walking facility in last mile, and total transport cost.Aspects with the lowest perception of importance among the evaluated aspects are cycling facility in first mile, cycling facility in last mile, and parking facility.The low perception of importance of parking facility indicates that the users of MRT Jakarta have a desire for transition from private vehicles infrastructure to more supporting infrastructure for sustainable transport modes.Compared with the first mile and last mile conditions as shown in Figure 6, it indicates that the improvement on walking infrastructures at the first mile segment and ease to continue the journey at the last mile segment could produce significant quality improvement for the overall journey quality using MRT Jakarta.This study found only 1 respondent who use bicycle in their journey.However, cycling facility are perceived as an important aspect by many of the respondents.It can be questioned why the cycling facility has this relatively high level of importance compared to the very low usage of the transport mode.It perhaps occurs because there are desires to combine the trip using MRT Jakarta with bicycle, but hindered by the existing cycling facility that has not met the expectation of the respondents.However, this needs to be supported with further analysis.

Conclusion
The The socio-demographic characteristics of the users of MRT Jakarta with the purpose to work are mostly aged between 17-25 years old (73%) and 26-35 years old (23.9%), do not have physical inability, and the proportion of women are slightly more than the men proportion.Almost half (44,9%) of the users are classified as choice users, which have the option of traveling to work using their private vehicle, that indicates that MRT Jakarta are perceived as a superior transport option compared to traveling using private vehicles.
The first mile and last mile spatial mobility pattern of the MRT Jakarta users in this study shows that physical integration of other mass public transportation modes, especially the rail-based one, could significantly increase the number of users of MRT Jakarta, as it can extend the service coverage for people commuting from the surrounding areas of Jakarta through the integrating routes with other public transportation modes.The transport modes being used in the first mile and last mile segments are most likely influenced by the travel distance, availability of integrated transport routes, and the quality of supporting infrastructures.Besides, some of the respondents occasionally use alternative transport modes other than MRT Jakarta, that influenced by flexibility and time consideration, which are the ability to make multiple stops between their origin and destination, and shorter travel time of the alternative mode compared to MRT Jakarta.
The users' perceived quality of the MRT Jakarta segment are quite high (88.1%),but that condition has not supported with the adequate quality of the first mile segment (68.9%) especially on the walking and cycling facilities, and the last mile segment (81.5%) especially on the cycling facility and the ease to continue the journey.The findings indicates that the improvement of the first mile and last mile segment is very essential to improve the overall quality of the journey using MRT Jakarta.In a broader context, it could also improve the quality of the mobility in the Jabodetabek area.
As a suggestion, the supporting facilities in the first mile and last mile segment should be considered as an important component of urban transportation system and is very essential to improve the overall quality of the journey using MRT Jakarta, or in a bigger context, the mobility in the Greater Jakarta area.It would be wise for urban transportation planning if it provides the supporting facilities for more sustainable transport modes such as integrated public transport modes, cycling facilities and walking facilities, as it can support the whole transportation system to attract more users to shift from private vehicles and reduce traffic congestion.
(a) (b) Figure 1.(a) First mile and (b) Last mile spatial mobility pattern and the transport modes being used Figure 1.

Figure 2 .
Figure 2. Proportion of transport modes being used in the first mile segment at each MRT Station

Figure 3 .
Figure 3. Proportion of transport modes being used in the last mile segment at each MRT station

Figure 4 .
Figure 4. Proportion of alternative transport modes being used for commuting to work i l a b i l i t y C l e a n l i n e s s S a f e t y a n d s e c u r i t y I n f o r m a t i o n P o s s i b i l i t y t o b r i n g … E a s i n e s s t o t r a n s f e r P u n c t u a l i t y A v e r a g e s c o r e

8 Figure 6 .
Figure 6.(a) First mile and (b) Last mile overall scores

Figure 7 .
Figure 7. Transport costs of each segment

Figure 8 .
Figure 8. Perception of importance of each of the evaluated aspects

Table 1 .
Socio demographic characteristics of the respondents.

Table 2 .
Proportion of respondents based on the mode captivity