Parking Supply Research Articles

Spatial Pattern of Urban Heat Island to Enhance Urban Cooling Ecosystem Services in the Post-Pandemic Era

Urbanization, followed by reduced green space, often leads to increased land surface temperatures (LST), which is also known as the urban heat island (UHI) effect. Urban cooling ecosystem services provided by forests and parks play a crucial role in reducing the UHI effect (which is reflected in LST) and improving the liveability and sustainability of cities. The pandemic has changed many people’s views about the importance of ecosystem services to their well-being. The post-pandemic era is a turning point for infrastructure and environmental improvements to increase ecosystem services’ benefits. This study aims to look at the potential for increasing ecosystem services’ benefits through the provision of urban forests and parks based on UHI conditions in Surakarta city. In this study, UHI was identified from LST based on Landsat 8 and Landsat 9 remote sensing images. The spatial pattern of the UHI was analyzed based on block units using road boundaries using cluster and outlier statistical spatial analysis. In formulating alternatives to provide urban forests and parks, we also interviewed stakeholders from a village revitalization program in Kampung Mojo, Surakarta city. The results show that after the pandemic, in a revitalized neighborhood, the surface temperature was still high. The revitalization program did not include the provision of parks because the basic issue of this program is land ownership legality. Nevertheless, the UHI spatial pattern provides evidence that the provision of urban forests and parks is needed on the central and southern sides of Surakarta city to enhance urban cooling ecosystem services.

Comparing the bad media-fuelled reputation of e-scooters with real-life user and non-user perceptions: Evidence from Sweden

E-scooters, one of the most rapidly growing forms of micromobility globally, entered our cities as an innovative first and last-mile travel mode looking to complement public transit and reduce short car trips. However, there are many voices openly suggesting that e-scooters, despite representing still a very low modal share, have instead been the source of traffic accidents, transport system disruption and public space anarchy. Despite a wealth of e-scooter research appearing lately, knowledge gaps about e-scooters’ current reputation and how this matches actual user and non-user perceptions do exist. Our two-phase mixed method approach means to fill in these gaps by examining the intriguing context of Sweden, a country hosting more than 30 million e-scooter trips on an annual basis but recently enforcing new stricter rules for their regulation. This paper contributes to the state of the art by contextualising the current reputation of e-scooters in Sweden through a discourse analysis of local press items and by analysing an attitudinal survey that ran in Stockholm and Gothenburg with almost equal numbers of e-scooter users and non-users. First our news item analysis identifies six reputation-defining themes: cityscape fit; traffic safety and irresponsible user behaviour; rules, regulations and exploits; business; sustainability; and convenience and concludes that e-scooters’ portrayal in Sweden is very negative. There are approximately five negative comments in the press for every positive one. Our survey offers statistical evidence that there are significant differences in the evaluations of users and non-users when it comes to seven perceived e-scooter qualities (safety; speed; eco-friendliness; cost; convenience; fun; health and wellbeing) and two policy practicalities (regulations clarity; and parking provision). Users’ perceptions are always more positive from those of non-users, but they do agree with them that safety, eco-friendliness, cost, health and wellbeing are areas of concern for e-scooters. Both groups see value in enhanced regulation clarity and better parking provision. Non-users however, to some degree, do recognise that e-scooters offer fast, convenient and pleasant mobility services making this the tripole where image change and positive rebranding could start from.

Integrated information management of supply chain in logistics parks based on the IoT

AbstractLogistics park is a strategic choice for the growth of logistics industry, and it needs to build a public platform for supply chain management (SCM) suitable for logistics parks. To solve the problems of poor adaptability, high investment risk, and incomplete functionality of the supply chain integrated information management (IM) platform in logistics parks, it is necessary to use Internet of Things (IoT) technology to improve the supply chain integrated IM platform, improve the timely interaction of logistics information and reduce logistics costs. This article analyzed the factors that affect the integrated management of logistics park supply chain, analyzed the architecture of logistics park supply chain, integrated IM under the IoT, and implemented the platform architecture using relevant technologies. In the experiment, the resource allocation, resource scheduling, and resource monitoring effects of the supply chain integrated IM platform were analyzed. The results showed that the supply chain IM platform of logistics parks under the IoT has improved infrastructure by 0.14 compared to traditional platform, resource allocation by 0.16, logistics service level by 0.14, and industrial layout by 0.14. The IoT can effectively enhance the resource allocation and industrial layout rationality of logistics parks and has important significance in improving logistics information security and information exchange.

Does the Urban Park Provision Fit the Social Needs of the Community? Evidence for Semarang City, Indonesia

Urban Park is a green open space in the form of social facilities that play an essential role in improving the quality of life of urban communities. This study aims to determine the categories of urban park services that can fit the community needs in Semarang City, Indonesia, covering locations of observation: Simpang Lima Park, Indonesia Kaya Park, Pandanaran Park, Banjir Kanal Barat Park, and Sri Gunting Park. Data were obtained by using a semi-open questionnaire from 100 park users. The analysis process used a scoring technique and hypothetical score category. The results showed that urban park services were in the “medium’ category. It can be seen from the assessment of 17 ideal urban park variables, dominated by the “medium” category (335<=X<397). They are completeness of the facilities, quality of facilities, types and the number of trees, suitability of the distance between spaces, park cleanliness conditions, clean air quality, wind, and sun direction orientation, parks’ use for social interaction, and users’ interest to promote the parks. These results indicated that urban park services were not yet maximum in fitting the community needs. This study is expected to be used for evaluation and input for future urban park planning.

Assessing spatial equity in urban park accessibility: an improve two-step catchment area method from the perspective of 15-mintue city concept

Ensuring equitable access to urban parks is crucial for promoting the sustainable development of cities. In the post-COVID era, the concept of the 15-minute city has gained significant attention, emphasizing human-scale urban design and fine-grained governance. This study introduces an improved two-step floating catchment area (2SFCA) method to accurately assess park accessibility and spatial equity in Guangzhou, considering the 15-minute city perspective. Firstly, a more effective framework is proposed to identify multiple park entrances that serve as supply points. Secondly, the population distribution is estimated using building areas and locationbased data through a random forest model. Furthermore, the supply capability index is estimated by considering the area of each park and its attractiveness index, derived from multiple geographic data sources. The results reveal unequal park accessibility in Guangzhou, with low-access areas mainly distributed on the fringe of study area in both walking and cycling scenarios due to the limited park supply or high-density population. With the influences of park entrances and the park attractiveness index, the spatial inequity of park accessibility may be more severe than previously estimated in other studies. This work enhances the understanding of park accessibility and facilitate effective planning for sustainable development and reducing environmental injustice.

The impacts of automated vehicles on Center city parking

The potential for automated vehicles (AVs) to reduce parking in central cities has generated much excitement among urban planners. AVs could drop-off (DO), and pick-up (PU) passengers in areas where parking costs are high: personal AVs could return home or park in less expensive locations, and shared AVs could serve other passengers. Reduced on-street and off-street parking present numerous opportuni- ties for redevelopment that could improve the livability of cities, for example, more street and sidewalk space for pedestrian and bicycle travel. However, reduced de- mand for parking would be accompanied by increased demand for curbside DO/PU space with related movements to enter and exit the flow of traffic. This change could be particularly challenging for traffic flows in downtown urban areas during peak hours, where high volumes of DOs and PUs are likely to occur. Only limited research examines the travel effects of a shift from parking to DO/PU travel and the impact of changes in parking supply. Our study uses a microscopic road traffic model with local travel activity data to simulate personal AV parking scenarios in San Francisco’s downtown central business district (CBD). In these scenarios, we vary (1) the demand for DO and PU travel versus parking, (2) the supply of on-street and off-street parking, and (3) the total demand for parking and DO/PU travel due to an increase in the cost to travel to the CBD.

Programming parks. How do organized events and activities affect the inclusivity of urban green spaces?

Programming is one aspect of urban parks provision that has been neglected in existing research, even though it can provide flexible ways of connecting parks with their communities and attract different users. Planned events and activities can also exclude, especially when they aim to generate income to help pay for parks. This paper analyzes park programming by using interviews and observations to analyze a significant case study, Finsbury Park in north London, which hosts a wide range of organized activities and events every year. The research assesses the compatibility of events and activities—with each other and with the aim to produce inclusive public space. We conclude that programming can produce more inclusive parks by making spaces more accessible, flexible, relatable, and sociable. However, over-programming park space should be avoided and we recommend a looser approach that blurs the lines between organized, scheduled events and more informal, spontaneous happenings.

A quasi-experimental study on the impact of park accessibility on the mental health of undergraduate students

Public mental health issues have gained growing attention from academics and policymakers due to their increasing prevalence and multiple adverse and severe consequences. Although some studies have supported the benefits of parks on mental health, the causal relationship between park accessibility and mental health remains unclear. By converting a large cross-sectional sample of 22,060 undergraduates nationwide in China into a quasi-panel dataset, this study untangled the causal impact of park accessibility on mental health benefits. We employed a quasi-experimental research design and used a difference-in-difference (DID) model to estimate the causal effects of park accessibility on depression symptoms within varying buffer sizes (i.e., 0.5 km, 1 km, 1.5 km, and 2 km). Furthermore, propensity score matching (PSM) and the Heckman selection model were employed to mitigate the selection bias caused by the prior differences of the treatment group and the control group. The results revealed that park accessibility had a positive effect on mental health and that its influence decreased with increased buffer sizes. Regarding the gender and living-cost differences, park accessibility within the 0.5 km and 1 km buffers had a greater mental health impact on females than on males, and it had a greater impact on high-living cost undergraduates than on low-living cost undergraduates. To increase the mental health benefits of undergraduate students, this study suggests that the provision of parks within a 1 km radius buffer surrounding the campus should be a priority to improve the mental health of undergraduates.

Developer Response to the Removal of Minimum Parking Requirements in Buffalo

The widespread adoption of minimum parking requirements in American zoning codes has resulted in off-street parking provision as a compulsory part of the land development process. A robust academic literature on the effects of minimum parking requirements has identified that parking prioritization induces more driving and results in harmful consequences such as traffic congestion, air pollution, and sprawl. On the adoption of its 2017 Unified Development Ordinance (Green Code), Buffalo (NY) became the first major city in the United States to implement the complete removal of minimum parking requirements. The new zoning code sans parking minimums offers real estate developers greater flexibility on new real estate development projects because off-street parking lots can be reduced in size or removed altogether from developments, and land previously reserved for required off-street parking can now be used in other ways on development sites. To better understand the development responses to parking deregulation in Buffalo, we conducted a series of in-depth interviews with 10 real estate development and lending professionals that have been involved in new development projects since 2017. Three takeaway messages emerged. First, when minimum parking requirements are removed, parcels amid high-walkability and multimodal travel opportunities are more desirable for development. Second, lower parking ratios are useful for infill development projects and contribute to filling existing gaps in the urban fabric. Third, the removal of parking requirements enables developers to benefit from increased feasibility on projects, both in relation to financial viability and the ability to configure developments on smaller urban parcels.

The impact of COVID-19 on the importance and use of public parks in Saudi Arabia

The COVID-19 pandemic has significantly affected people’s interaction with their urban environment. This study aims to examine the impact of the COVID-19 pandemic on people’s experience of using public parks. The study considered the pandemic’s impact on awareness of the importance of these parks and the associated use rates, duration and patterns taking Dammam City in Saudi Arabia as a case study in this regard, where improving the provision and utilisation of public parks tops the urban development agenda. The study adopted a mixed qualitative and quantitative approach, using participatory observation and questionnaire surveys. The study found that the COVID-19 pandemic has improved awareness of the importance of public parks in daily life, reflected in visit rates and duration. Some observable changes in people’s use patterns in these spaces emerged in this context, as they expressed greater preference for pursuing physical activities in the post-pandemic period.

De‐municipalisation? Legacies of austerity for England's urban parks

AbstractParks are important urban infrastructures that contribute a broad range of health, environmental, social, and economic benefits. Despite this, UK parks' status as non‐statutory services makes them particularly vulnerable to local authority budget cuts. This paper focuses on parks in English cities as these were particularly affected by severe cuts to local government budgets 2010–2019. This period of austerity affected parks provision in various ways, including service reductions, increased reliance on volunteer labour, and pressure to generate commercial revenue. Combined with a series of other factors, including ongoing neoliberalisation, austerity‐driven changes left a range of physical, social, and institutional legacies. This paper explores these using the notion of de‐municipalisation to frame the discussion. The paper is based on an innovative synthesis of research conducted by the authors 2016–2022 and presented at the RGS‐IBG Annual Conference in 2021. The paper identifies that austerity‐driven changes included an experimental ‘shaking up’ of park governance, away from local authorities and with greater involvement from national‐level NGOs. Changes also involved a ‘breaking down’ of municipal management, with responsibility delegated to dedicated parks trusts but also to community groups and volunteers. Ultimately, austerity 2010–2019 altered parks governance, transforming the stewardship and condition of parks, reducing accountability and accessibility, and exacerbating inequities in parks provision. Rather than representing new directions, these changes perpetuate those instigated in previous austerity eras. The noted trend towards de‐municipalisation also reduces parks' capacity to serve as integrated infrastructures – something that may hinder efforts to make cities more sustainable and resilient.

Parking Charges: Ingeniously Effective and Publicly Accepted in Riyadh?

The background of this study is relevant to parking facilities at shopping malls in the Kingdom of Saudi Arabia (KSA), where all parking services are mostly free, with very few exceptions. Demand on parking places at shopping malls and recreational areas in Saudi cities are generally very high. This is partly because most of the entertaining, shopping, and recreational areas are indoors and are typically located at shopping malls with huge parking provision. With the vast increase in car ownership and use in the country over the past few decades, a consequent increase in demand on roads and parking facilities has been observed, which has no doubt resulted in further congestion. This study aims to investigate the willingness to pay to save time searching for a parking place at shopping malls in Riyadh city in the KSA. The methodology includes interviewing shoppers in shopping mall car parks and asking about their search time for a parking space and their willingness to pay to save search time, as well as to report on their socio-economic characteristics including age, gender, employment, education, car ownership, and income. The outcome of this study shows that on average, shoppers spend about 9 min searching for a parking place for their shopping and recreational trips. The results also show that, on average, shoppers reported that they go shopping, eating out, etc., about three times per week, and the average willingness to pay to save time searching for parking space is about 10 Saudi Riyal (about 2.7 USD) per visit. The modelling results show that there is a higher willingness to pay from the middle income and car-ownership categories of the population than from the highest income and car ownership groups. This might reflect the fact that the middle-income groups are much more dependent on themselves to drive their cars and search for a parking space every time, while those of higher incomes could possibly rely on their private drivers most of the times to drive them and park their cars. This paper contributes to the literature by providing a first understanding on how demand for parking facilities is affected by various socio-economic factors and the willingness to pay to save search time at these parking locations. The implications of the outcome of this research will be of use for decision makers and city authorities in planning travel demand management policies and programs that aim at reducing demand on private cars and achieving sustainability.

Matching Supply and Demand in Online Parking Reservation Platforms

Our work concerns online parking reservation platforms proposed in the last decade to cope with the parking challenge in cities worldwide. Enlisting parking resources from commercial operators (e.g., lots) and individuals (e.g., doorways) and letting drivers make online reservations through mobile apps, those platforms seek to ease transactions between the two sides and best match parking supply with parking demand. This way they maximize their value for drivers and parking space providers but also their revenue out of charged commissions. We distinguish between two types of commissions these platforms typically charge, fixed per transaction and proportional to its value, and formulate the respective optimization problems for the platform revenue maximization. We show that the two problems are NP-hard and design a novel algorithm that can treat both by combining greedy and dynamic programming principles. We study its optimality properties both analytically and experimentally, showing that the algorithm closely tracks optimal solutions for small and moderate problem sizes at run times that are several orders of size smaller than those needed by off-the-shelf ILP solvers. We then analyze real parking data we collected for the period 2018-2020 from the Bournemouth city in UK to realistically model the rich spatiotemporal dynamics of parking demand such as the location, start times and duration of parking events. These datasets drive the experimental evaluation of the proposed algorithm, which reports gains of up to 35% compared to the de facto parking resource reservation policy in such platforms. Notably, the highest gains are achieved when the platform operates under constrained supply conditions.

공공데이터 기반 공영주차장 최적입지 선정을 위한 최대 커버지역 문제(MCLP) 해결 기법

The illegal parking problem is the biggest problem around the world. Seoul and many metorpolitan cities are making great efforts to solve the problem by introducing policies to expand parking supply and curb parking demand. However, in urban areas of metropolitan cities, land prices are high and no site is available for parking lots, a vast budget is spent to make additional parking lots. Therefore, the creation of extra parking lots is extremely limited. Also, it is not easy to obtain parking lots because urban areas have a large floating population, an there is a variation in the floating population over time. In this paper, we present a method for selecting the optimal location for public parking lots through the Maximum Coverage Location Problem (MCLP). It allows policymakers to distribute parking demand in a metropolitan city and reduce parking concentration. Moreover, congestion on nearby roads can be alleviated by reducing queues for parking and wandering time to find a parking lot and reducing social costs to prevent illegal parking.

Managing parking with progressive pricing

Parking supply and demand are often imbalanced in urban areas, causing adverse consequences such as excessive search times and long walking distances. Many parking authorities price parking as a demand management strategy by charging either a fixed daily fee or an hourly price for parking. An emerging alternative is progressive pricing, whereby drivers pay an hourly price that increases if their tracked parking duration is longer than a predetermined threshold. This study investigates the optimal design of progressive pricing for revenue and social welfare maximization when there are two market segments. We study equilibrium properties of progressive pricing and show that its optimal design for revenue maximization segmentizes the demand. In contrast, progressive pricing does not improve social welfare over hourly pricing, because any additional surplus accrued by drivers is offset by the revenue of the parking authority. We develop a micro-simulation model of the City of Toronto’s downtown core with parking capability, and show that progressive pricing lowers average parking occupancy and search time in high demand parking clusters by 5.6% and 12.5%, respectively, compared to hourly pricing.

Kerbside Parking Assessment Using a Simulation Modelling Approach for Infrastructure Planning—A Metropolitan City Case Study

The main purpose of this research is to investigate the effect of kerbside parking demand and provision on short-term parking (STP) and freight activity space (FAS) as a benchmark for infrastructure planning, considering the impacts of expected future growth and capacity changes. In this study, we adopted a mixed-methods approach of quantitative analysis including a spatial view of parking using manual and video-captured camera data from the majority of STP and FAS parking bays covering a diverse range of loads/tasks with different levels of elasticity and substitutes, as well as simulation of current demand influenced by various factors, as a basis for the development of strategies and prioritisation of the allocation of limited kerbside spaces in Parramatta, a rapidly transforming/growing CBD city centre environment. Parking demand consisted of a diverse range of FAS and STP categories. Spatial analysis showed a non-homogeneous distribution of parking demand and loads across several sections of the city. A large proportion of short-term parking spaces is attributed to two peak periods during the day and increased traffic volumes at peak times. Comparatively lower average parking times in the northern and western regions compared to those in the city centre indicate the potential to reduce peak parking periods and therefore traffic congestion in the city centre by changing parking limits. The presented simulation model can be used as a reliable benchmarking model for the simulation of future impact scenarios and to make recommendations with respect to infrastructure planning and to develop travel demand management strategies. This research is based on a case study and is therefore subject to limitations in its applications in other contexts. Extension of the baseline simulation with future impact scenarios is planned for the next stage of this research. A simulation model is presented and illustrated as a reliable benchmarking tool for the simulation of future impact scenarios through a case study of a rapidly changing city environment.

Do apartment residents have enough car parking? An empirical assessment of car parking adequacy in Australian cities

In planning new apartment developments, off-street car parking provision is frequently raised as a key concern. However, there is little understanding of the adequacy of off-street car parking for individual apartment households. Drawing on a survey of apartment residents in Perth, Melbourne, and Sydney (n = 1316), this research assesses the adequacy of off-street car parking provision for apartment households and provides an understanding of factors associated with an undersupply and oversupply of off-street car parking. Results show that around two-thirds (65.9%) of apartment households have a ‘balanced’ amount of off-street car parking, where the number of cars owned is equal to the number of allocated off-street car parking spaces. The remaining households either have an oversupply of off-street car parking (20.2%) or an undersupply (14.0%), almost always involving one parking space too many or one too few. Factors associated with an under/oversupply of off-street car parking are found to be largely related to household characteristics and residents' perceptions of parking issues. The findings highlight the potential for ‘unbundling’ off-street car parking from the purchase price or rental cost of apartment housing, while developing more tailored residential parking requirements that seek to prevent an under/oversupply of parking.

Modal shift behavior of car users to light rail transit, some evidence from the field

Growing population and car dependency in developing countries have led to congestion that adversely affects the environment, travel time, trip cost, accidents, and public transportation reliability. Through implementation of travel demand management (TDM) policies, governments and policymakers aim to reduce private vehicle dependency and encourage people to use public transportation. Light rail transit is an important part of an attractive public transport. Rail transportation systems, though offer many potential benefits, are a major financial challenge for governments because of the high capital and operation costs. Therefore, passenger behavior must be determined before a new system is introduced. Using a stated preference (SP) questionnaire, private car users' behavior in Tehran's universities has been investigated to determine the explanatory factors affecting the modal shift to urban light rail transit (LRT). A binary logit model estimation results showed that men are less likely than women to shift toward LRT because they rely more on their private cars. It was the provision of free on-street parking at destinations and the frequency of using private cars on a weekly basis that had the most negative effect on LRT modal shift, demonstrating the critical role that implementation of TDM policies could play. Moreover, reduction in travel time by LRT has the most positive impact on modal shift toward LRT among private car users. As an interesting finding, marginal effect values indicate that a 10% reduction in travel time (0.32) has a greater impact than the possibility of sitting 50% of the travel time (0.25) on the likelihood of modal shift to LRT. Furthermore, the probability of modal shift to LRT will be reduced by 0.12 units for each unit increase in car ownership. In addition, owning a driver's license was also negatively correlated with LRT modal shift and decreased the likelihood by 0.27. This research will facilitate the decision-making and planning for future transportation systems to increase LRT's utility for potential users.

The impact of service quality and passenger satisfaction on passenger loyalty of Petra shuttle bus

To provide alternatives for students that usually using a private vehicle for traveling to campus and to optimize current parking supply, Petra Christian University has prepared Petra Shuttle Bus (PSB) that has started its service since April 2022. This study examines the most sensitive attribute that affects the car/motorcycle users to shift to PSB and the impact of service quality and passenger satisfaction on passenger loyalty of the PSB. Data were collected from a random sample of 126 students who have been using PSB and was analysed using PLS structural equation modeling. Based on the mode choice model, the parking fee is the most sensitive attribute that influences students to shift from private vehicle to PSB, compared with both time to find an empty parking space and time to walk from the parking lot or pick up location to campus buildings. Results show that service quality has significant positive effects on passenger satisfaction, and passenger satisfaction also has significant positive effects on passenger loyalty. But the service quality has insignificant negative effects on passenger loyalty. The results as well indicate that service quality explains up to 64.3% variance of passenger satisfaction, while service quality and passenger satisfaction explain up to 45.2% variance of passenger loyalty.

소상공인 점포의 생존을 위한 공간요인 평가모델 개발 - 점포 저밀 구역의 카페 업종을 중심으로 -

The purpose of this study is to develop an assessment model of spatial factors for survival of small business stores and propose an active usage for actual application and utility. To this end, in previous studies, the collected spatial factors were purified through in-depth interviews with experts, and a survey was conducted on cafe owners who survived for more than 3 years in the low-density area of the target site. Based on the evaluation items according to the importance of spatial factors derived from previous studies, a pair comparison survey, one of the in-depth interview methods, was conducted for cafe users who had an important effect on the survival of the store, and a procedure was performed to systematically analyze the user’s qualitative experience. Formed using the fuzzy AHP method. As a result, the weight of the assessment area was highest for “Space Image” (0.51), followed by “Store Characteristics” (0.30) and “Design Attributes” (0.19). Calculating the total weight of the spatial factor assessment indicators, the most weighted items were “Parking Supply” (12.4 percent) in the categories of store characteristics, followed by “Unique Interior” (6.2 percent), “First Floor” (5.2 percent), “Unique Exterior” (5.0 percent), and “Simple Exterior” (4.5 percent). In sixth place is “Immersive Interior”(4.3 percent), followed by “Simple Interior”(4.3 percent), “Curiosity Interior” (4.1 percent), “Obstacles” (4.0 percent), and “Curiosity Exterior” (4.0 percent). Based on this assessment scorecard with weights, according to the result of evaluating the actual cases to examine the effectiveness of the assessment model, it could be interpreted that scores higher than 70 should be obtained for survival longer than three years. In addition, an efficient decision-making model for selecting and focusing on assessment indicators was presented through a simple scenario analysis using a decision tree as a method of utilizing the assessment model. It is hoped that small business owners preparing for start-ups will be able to promote and manage reasonable and efficient projects for the survival of stores in consideration of the assessment model and active usages.