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Context 1
... systems (see also Gaduh, Gračner, and Rothenberg, 2022;Kreindler et al, 2023). The MRT currently consists of 13 stations stretching from the southern to the northern part of Jakarta along a 16 km line of track (shown as the solid red line connecting the stations indicated by solid and hollow red markers in Figure 1). We focus on these 13 stations in this paper. ...
Context 2
... the Phase 1 line, the Phase 2A line of Jakarta's MRT is currently under construction, extending the current line for around 6.3 km further north (the solid red line connecting the stations with yellow markers in Figure 1). On top of this, other plans such as Phase 2B (a further line branch of Phase 2A) and Phases 3 and 4 (both East-West lines) also exist, although construction of these lines has yet to begin. ...
Context 3
... implement this strategy by defining treatment locations as those within a 50 m radius of the Phase 1A station locations, and control locations as the 50 -100 m donut-shaped areas (excluding the treatment "hole" in the middle) that surround them. Figure 11 shows that, also when using this completely different set of control locations, we find significant impacts of the opening of the MRT of roughly similar magnitude to our baseline results on both the volume 31 Also, given these results, it should be no surprise that all our baseline findings are robust to using either both sets of control locations, or either of the two sets of control locations individually. All results are available upon request. ...
Context 4
... and again similar to our baseline findings, these effects are more pronounced for station locations without prior access to Jakarta's BRT system (see parts (c) and (d) of figure 11). Two months after the opening of the MRT, the volume of ride-hailing trips has increased by about 144 percent (0.89 log points), and average trip distance has fallen by 14 percent (0.15 log points), or 0.58 km, within 50 m of the newly opened stations relative to 50 -100 m from those same stations. ...
Context 5
... specifically, we implement the "ring-based" method considering both our sets of control locations only (i.e., taking these control locations as "treated"). Figure 12 shows our findings. In stark contrast to the results of implementing using a "ring-based" method considering the actually opened Phase 1 station locations (see Figure 11), we find no significant effects when doing so using our control locations only, neither when it comes to the volume of ride-hailing trips nor to the average trip distance. ...
Context 6
... 12 shows our findings. In stark contrast to the results of implementing using a "ring-based" method considering the actually opened Phase 1 station locations (see Figure 11), we find no significant effects when doing so using our control locations only, neither when it comes to the volume of ride-hailing trips nor to the average trip distance. ...
Context 7
... fruitful direction of future research would be to estimate the impacts of the MRT system on local levels of pollution, greenhouse gas emissions, traffic congestion, and the use of other forms of public transport, as well as to replicate our analysis for other cities in Indonesia, and elsewhere in the developing world where the rise of ride-hailing services predates the construction of rapid mass public transit options, fewer people own their own transport, and where ride-sharing is predominantly motorbikebased. Figure B1. Volume of ride-hailing trips Note: Standard errors are clustered by location. ...
Context 8
... systems (see also Gaduh, Gračner, and Rothenberg, 2022;Kreindler et al, 2023). The MRT currently consists of 13 stations stretching from the southern to the northern part of Jakarta along a 16 km line of track (shown as the solid red line connecting the stations indicated by solid and hollow red markers in Figure 1). We focus on these 13 stations in this paper. ...
Context 9
... the Phase 1 line, the Phase 2A line of Jakarta's MRT is currently under construction, extending the current line for around 6.3 km further north (the solid red line connecting the stations with yellow markers in Figure 1). On top of this, other plans such as Phase 2B (a further line branch of Phase 2A) and Phases 3 and 4 (both East-West lines) also exist, although construction of these lines has yet to begin. ...
Context 10
... implement this strategy by defining treatment locations as those within a 50 m radius of the Phase 1A station locations, and control locations as the 50 -100 m donut-shaped areas (excluding the treatment "hole" in the middle) that surround them. Figure 11 shows that, also when using this completely different set of control locations, we find significant impacts of the opening of the MRT of roughly similar magnitude to our baseline results on both the volume 31 Also, given these results, it should be no surprise that all our baseline findings are robust to using either both sets of control locations, or either of the two sets of control locations individually. All results are available upon request. ...
Context 11
... and again similar to our baseline findings, these effects are more pronounced for station locations without prior access to Jakarta's BRT system (see parts (c) and (d) of figure 11). Two months after the opening of the MRT, the volume of ride-hailing trips has increased by about 144 percent (0.89 log points), and average trip distance has fallen by 14 percent (0.15 log points), or 0.58 km, within 50 m of the newly opened stations relative to 50 -100 m from those same stations. ...
Context 12
... specifically, we implement the "ring-based" method considering both our sets of control locations only (i.e., taking these control locations as "treated"). Figure 12 shows our findings. In stark contrast to the results of implementing using a "ring-based" method considering the actually opened Phase 1 station locations (see Figure 11), we find no significant effects when doing so using our control locations only, neither when it comes to the volume of ride-hailing trips nor to the average trip distance. ...
Context 13
... 12 shows our findings. In stark contrast to the results of implementing using a "ring-based" method considering the actually opened Phase 1 station locations (see Figure 11), we find no significant effects when doing so using our control locations only, neither when it comes to the volume of ride-hailing trips nor to the average trip distance. ...
Context 14
... fruitful direction of future research would be to estimate the impacts of the MRT system on local levels of pollution, greenhouse gas emissions, traffic congestion, and the use of other forms of public transport, as well as to replicate our analysis for other cities in Indonesia, and elsewhere in the developing world where the rise of ride-hailing services predates the construction of rapid mass public transit options, fewer people own their own transport, and where ride-sharing is predominantly motorbikebased. Figure B1. Volume of ride-hailing trips Note: Standard errors are clustered by location. ...
