Car traffic by day of the week. Store traffic: how to measure and what to do with the data received

Unfortunately we do not provide you with any retail Windows 10 Product key here, sorry, you’re at the wrong website. But wait – we would like you to offer atleast valid and working generic windows installation keys to install Windows 10. As said, all of the example keys provided below are installation keys only. These keys will not activate your Windows 10 (neither of the available versions). Generic Windows 10 keys are default keys that are inserted if you choose to skip entering a product key during the installation process.

If you are looking for a valid retail Windows 10 Key we’d like you to take a look at the keys below. You’ll find a link to where you can buy Windows 10 Product Keys for any version out on the market. The prices for the Windows 10 Keys differ based on your choice of the selected version of Windows 10.

Windows 10 Product Key

The Windows 10 product keys listed in this section can also be used with unattended installations (unattended.xml) of Windows 10. Though they are blocked at the Microsoft clearinghouse and therefore cannot be used to activate any productive systems to fully working retail installations. Keys provide you with a couple of days for you to complete the Windows 10 activation process. The keys supplied do not depend on the architecture. They will work on either x86 (32 Bit) and x64 (64 Bit) installations of Windows 10.

What does the success of a rental business depend on? (part 1)

The success of a rental business is determined by the attractiveness of the premises for tenants and how effectively you use the potential of your property.

The attractiveness of the premises is achieved by the fact that from the very beginning of its creation, you look at it through the eyes of the future tenant.

When creating real estate for rent for a store, you need to provide an open layout, display windows, and enough space to place a sign above the entrance. But the most important thing that retailers will be interested in is the location of the store.

To subscribe to the book, go tohttp://www.konstantin-demchuk.com .

Location.

All books on real estate pay special attention toluckylocation. AND, Maybe, not in vain, because people persistently create new objects in completely inappropriatefor thisplaces. More recently, in 2008-2010, half of Moscow was empty. And in any other city in the country, a lot of premises had no tenants. It happens that the reason for this is illiterate property management, but for the most part it is a consequence of the wrong location.

A room located in a good location brings many pleasant moments into the life of the owner.

Firstly, the rental price of the premises will be one of the highest in the city. The higher the rental income, the higher the return on investment and the higher the cost of the premises.

Secondly, a queue will be created of those wishing to rent the premises. This means that the area will not be idle, and, taking advantage of the competition of tenants, you can always raise the rent.

Thirdly, in the event of economic shocks, premises located in a good location are the first to emerge from the crisis. And in economically stable times, such real estate has a maximum increase in rental rates.

Premises in a residential area may also be in demand.But the tenants of such premises are often aspiring entrepreneurs who decided to open their first business not far from home. The rental cost will definitely be minimal. On top of that, such tenants often “perish.” And it’s not a fact that after the death of another enthusiast, you will find another in his place.

What is a good location? It has both qualitative and quantitative characteristics.

First, about quantitative characteristics. First of all, it's tallpedestrian traffic. It is pedestrian, not to be confused with automobile!

Remember how often you don’t want to stop and go into a store while driving, even if you really need to. For the sake of experiment, look into a retail outlet located on the path of intense, but exclusively vehicular traffic. The store, if it is not a shopping center, will be almost empty. Few tenants will like such a place.Therefore, pedestrian traffic is important!

Ideally, at least 500 people per hour should pass by the doors of the store premises. This is definitely a good place with high traffic.

Worse places are characterized by moderate pedestrian flow of about 200-500 people per hour. It is still possible to rent out premises in such a location for good money.

But, if less than 200 people pass by the store doors per hour, then most likely the premises are located in a bad location. And it’s better not to mess with such real estate. The pedestrian flow figures shown above are typical for large cities. For smaller cities, the numbers will be slightly lower.

In addition to traffic, having other stores in close proximity is very helpful. The bigger, the better. It may seem that retail premises will compete with each other for tenants, losing rental prices. But that's not true! Each new store increases the overall flow of customers. It turns out to be something like an open-air shopping center. There are more buyers, rents are higher. Only a large shopping center can change the situation for the worse. To attract tenants, he can painlessly reduce the rental price, which will force small premises to adapt to him, greatly losing income.

The qualitative characteristics of a good location are the opinions people have about a particular area. Despite the same pedestrian traffic, renting premises in the “central” area will cost more than in the neighboring one. Each city has its own “main” shopping street. In Moscow, for example, this is Tverskaya Street. Renting retail space on such a street is more of a matter of brand image.

If you manage to combine a high pedestrian flow and a “central” street, you will get a very good room.

Pedestrian flows have a very interesting feature: they are uneven. There are small areas where movement is maximum. Outside such areas, the flow sharply “shallows” and often by two to three times. Retail premises should be located in areas of maximum traffic or as close to it as possible. Sometimes, just ten meters from the main traffic is enough for almost no one to enter the store. Therefore, tenants prefer premises located on the first line of houses, i.e. in close proximity to the sidewalk and the main roadway.

Obviously, the most important factor in the success of a rental business is its location. But how do you determine a good location in your city?

The answer to this question will be given in detail in the seventh chapter: “How to create a commercial premises from scratch: 5 steps in 180 days.”

Want to get a book for free?
Go to http://www.konstantin-demchuk.com.

In the course of studies of automobile traffic in Moscow, conducted by the Geolife company, it was found that when constructing a mathematical model of traffic in the city, an important point is to identify patterns in the migration of vehicles between urban areas and suburbs. The study of these patterns allows us to determine the busiest directions of migration in various time periods and formulate the needs for the development of the urban road network, based on actual data.

To build traffic models in the city, Geolife uses data received from telematics equipment installed on cars and other vehicles. An important advantage of the information obtained in this way is the maximum coverage area of ​​the urban area, the precise binding of data to time and coordinates, as well as the continuity of vehicle routes from the beginning to the end of the trip. With this data, the Geolife company has the opportunity to objectively determine the actual duration of trips, their direction and the density of routes on a particular section of the city road network.

The Central Administrative District of Moscow was of greatest interest for the study. It is in the direction of the city center that the flow of cars begins to move every morning; it is there that the situation with road capacity is most acute. According to the data obtained, the ratio of migration flows towards the Central Administrative District in the morning and from the Central Administrative District in the evening remains virtually unchanged. This suggests that we are mainly dealing with daily migration, associated with daily trips from place of residence to place of work or study, and returning back.

In this regard, one can note an interesting trend, according to which the flow of transport from two districts of Moscow - Western and South-Western, is one and a half to two times higher in volume than flows from other directions. Taking into account the fact that entry into the center from this side is additionally limited by a natural barrier in the form of the Moscow River, the need to find new solutions to increase the transport accessibility of the Center for residents of these districts is obvious.

When analyzing data for the Northern Administrative District, the ratio of morning and evening trips also turned out to be close, indicating the daily nature of the main migration flows.

It was not surprising that the majority of trips were directed to the Central District. After all, the main business and social activities during the day belong to him. In this regard, the construction of the Lyublinsko-Dmitrovskaya metro line, which will increase the accessibility of the Center for residents of the northern part of the district, appears to be an extremely timely solution.

An important vector of daily migration for the Northern Administrative District is the Moscow region, which accounts for 13-16% of the total number of trips. In light of this, the ongoing reconstruction of Dmitrovskoye Highway and the upcoming inclusion of the Businovskaya interchange into the system of connections between Moscow and the region will in the future increase the capacity of the road network in this direction.

The next largest number of trips are the neighboring North-Eastern and North-Western districts. Here the situation is still far from ideal, since they are largely separated from the Northern Administrative Okrug by the lines of the Savelovskaya and Oktyabrskaya railways, through which there are clearly insufficient road crossings. The Moscow Canal also makes its contribution, limiting the possibility of transport migration towards the West.

NEAD

During the study of data for the North-Eastern Administrative District, the trends in the daily nature of migrations and their predominant direction to the Center and the region remained. Based on the results of a previous analysis of average speeds on Yaroslavskoe Highway and Prospekt Mira, there is an obvious need for their further modernization in order to increase capacity towards the region and improve the distribution of traffic flow moving towards the center. The situation on Altufevskoe Highway also requires attention, the exit from which in the direction of the center is not sufficiently developed, and is now additionally complicated due to the construction of a metro line.

It is expected that the neighboring Eastern Administrative Okrug will have a significant share in the distribution of trips for residents of North-East Administrative Okrug. Almost no alternative routes for this migration are the Moscow Ring Road and the Third Transport Ring, which in this regard bear a noticeable additional burden. The search for new solutions is complicated by the territories of the Sokolniki and Losiny Ostrov parks lying between the districts, as well as the Yaroslavl railway.

An analysis of transport migrations in the Eastern Administrative District of Moscow shows that their nature is mainly daily. The share of the Central Administrative District in the total number of trips is an average value for the city of about 30%, the share of the region is also close to the average and is in the range of 12-14%.

A significant volume of migration traffic occurs in neighboring districts, in particular in the Southeast. The presence of industrial zones and railways on the border of the districts, on the one hand, significantly complicates the movement of vehicles between them and increases the load on the main highways of the capital. On the other hand, such a structure leaves ample opportunities for creating new internal connections of the road network in order to more evenly distribute the flow of transport involved in migration between districts.

SEAD

The South-Eastern Administrative District is also characterized by a pattern of daily migration common to Moscow, with the share of the Central Administrative District being about 30%. The volume of traffic between the South-Eastern Administrative District and the region is somewhat lower, it is within 10% against the average value of 15%.

But a significant part of the migration traffic relates to exchanges with neighboring districts. The Eastern and Southern districts account for an average of 15-18% of the total volume of trips. Compared to the problem of communication with the Eastern Administrative District discussed above, the situation with accessibility to the Southern Administrative District is even worse. The border between the districts runs along the Moscow River, and the Pechatniki district is also cut off from the rest of the territory by the Kursk Railway line. In addition to the Third Transport Ring and the Moscow Ring Road, only the Maryinsky Bridge provides connections between large districts rich in housing and enterprises. There is no need to take Yuzhnoportovaya Street into account, since its capacity is extremely limited, and access to it from the South-Eastern Administrative District is complicated. A large number of industrial zones along the borders of districts favors the construction of new connecting highways, but the need to build bridges or tunnels across the Moscow River makes any possible solution extremely expensive.

Southern Administrative District

The distribution of trips among residents of the southern district of the capital is somewhat atypical. The daily nature of migrations is beyond doubt, however, the share of the Central Administrative District in the total traffic is significantly reduced, and the share of the neighboring South-Western Administrative Okrug, on the contrary, is extremely large. The number of trips to and from the region generally corresponds to the average for the districts.

Unlike the border with the South-Eastern District, which is extremely difficult to cross, the transport situation on the border with the South-Western Administrative District can be called satisfactory. Here, the connectivity of the road network is quite high, and migration traffic between districts does not encounter obstacles on its way.

However, the situation within the Southern District itself is far from rosy. It is literally cut into pieces by two large railways at once - the Kursk and Paveletsky directions, which is why communications between different parts of the district are seriously disrupted. The situation is somewhat mitigated by the connection between Varshavskoye and Kashirskoye highways in the form of Kolomenskoye Proezd, but on the way to it, drivers have to overcome some of the largest traffic jams in Moscow, as a result of which the travel time is unacceptably long.

A surprise for researchers was the significant share taken up by trips between the Southern and Western districts of Moscow. For the city as a whole, this phenomenon is uncharacteristic and immediately attracts attention. In addition to internal reasons that are not subject to analysis, this can be explained, among other things, by the large number of road connections in this part of the city. Starting from the Third Transport Ring, Nagorny Proezd, Nakhimovsky Prospekt, Kakhovka Street and Balaklavsky Prospekt follow each other. Compared to other areas of Moscow, the number of transverse ligaments here is uniquely large, and this is bearing fruit. The only exception is the territory of the Bitsevsky Forest Park, which separates the districts from each other.

South-Western Administrative District

In the South-Western Administrative District, migration flows generally correspond to the general trend. This can be said about their regularity, and about the share of the Central Administrative District and the region in the total traffic. Some difference from the standard picture can be seen in the large share of trips to neighboring districts - Southern and Western. In both cases, this can be associated with good transport accessibility of neighboring territories, numerous transverse connecting roads with high capacity.

In addition to the territory inside the Moscow Ring Road, the South-Western Administrative District includes two large districts outside the ring road. These are Northern Butovo and Southern Butovo. Perhaps due to the fact that they are surrounded by the territory of the Moscow region, their transport accessibility cannot be called good. The interchange built on Polyany Street is long outdated. And if it more or less provided the needs of Northern Butovo, then with the commissioning of residential areas in the south its capacity was exhausted. Moreover, leaving this junction caused congestion on the inner side of the Moscow Ring Road. The construction of an exit onto the Varshavskoye Highway also did not save the situation, since exiting cars get stuck in traffic jams in front of the Moscow Ring Road and, in turn, cause traffic jams on the highway itself from the region. The situation can be improved by the construction of an additional connecting highway between the Kaluga, Simferopol and Starokashirskoye highways, thanks to which it will be possible to relieve congestion on the southern side of the Moscow Ring Road and its entrances.

In the Western Administrative District, migration traffic shows signs of daily activity; the share of the Central Administrative District is slightly higher than average and amounts to 33-35%. Travel to and from the region is carried out by 13-14% of the district's residents, which generally corresponds to the average. With a slightly increased volume of traffic exchange with the Southwestern and Southern districts, there is an extremely low share of migrations with the second neighboring district - Northwestern. There is certainly an explanation for this. In addition to the Third Transport Ring and the Moscow Ring Road, you can only get to the neighboring district through Mnevniki Street or Marshal Zhukov Avenue. In addition to the fairly long path length, both routes are characterized by the presence of “bottlenecks” when entering these streets, which contribute to the formation of congestion and reduce their attractiveness for travel.

Speaking about the Western District itself, one cannot fail to mention the large railways of the Belarusian and Kyiv directions crossing it, the number of permitted crossings with which is quite small. Thus, the district is divided into several parts, between which access is limited. The situation can be called satisfactory until Aminevskoe Highway and Minskaya Street have exhausted their capacity. But the search for promising solutions to connect the districts with each other should be sought now.

The Western District also has areas outside the Moscow Ring Road, the transport accessibility of which should be discussed separately. Unlike the situation with Butovo, a network of connecting roads of local importance is present here. But their capacity does not correspond to the load, and the lack of multi-level intersections with the Kyiv Railway does not allow the use of the Minskoye Highway as a full-fledged alternative.

SZAO

The distribution of migration traffic in the North-Western Administrative District is noticeably different from usual. The number of trips to the Central Administrative District here is one and a half times lower than average and amounts to only 20%, while people travel to the region from here twice as often as usual - about 25% of trips.

A fairly large share of traffic occurs in the Northern District, it is exactly the same as for trips to the city center, despite the rather small number of connecting highways. Residents of areas located outside the Moscow Ring Road also contribute to this indicator. Getting from Mitino or Kurkino to neighboring areas of the region or to the north of Moscow is much easier than to the center. And this cannot but affect the overall transport situation.

Much fewer residents of the North-Western Administrative District travel to the Western District; the poor availability of road connections in these districts was discussed above.

The abundance of waterways in the area complicates transport communications within the North-Western Administrative District. Between the Moscow Ring Road and Academician Kurchatov Street there is not a single road that could connect the southern and northern parts of the district. For a megacity like Moscow, loading the main highways of the city with interdistrict traffic is unacceptable.

Moscow region

Considering the complete exchange of traffic between Moscow and the region, one can see that it is more intense from the Northern and Western directions. Here we cannot completely exclude the influence of transit transport, for which entering Moscow in the morning is a common occurrence, and it can leave the city either after a few hours or after a few days, creating distortions in the overall picture.

Summing up the results of the study, a number of important patterns can be noted.

The central part of the city is visited by approximately the same number of residents of most areas. On average, about 30% of daily trips are made between the outskirts and the center. Only in districts from which access to the Central Administrative District is difficult does this figure decrease.

Quite a significant portion of drivers make daily trips from Moscow to the region, and not vice versa. On average, this value is 14%, which suggests the serious significance of this phenomenon and its impact on the traffic situation in the city.

Moscow drivers generally do not abuse trips across the city. The bulk of daily migrations are trips from their place of residence to the center and back; approximately half as many drivers travel to the region, and approximately the same number of cars travel to the neighboring district, returning back in the evening.

The intensity of migration traffic between neighboring districts depends on the quality of the road infrastructure. The higher the connectivity of the road network, the more active the interaction. Isolation of a separate area or district leads to an outflow of the economically active population to more accessible areas or to a reorientation of its activity to other territories.

The time for opening new stores at random is over. At least as far as fairly large objects are concerned. Nobody argues with the need to somehow justify the choice of location. But how? Grigory Rzyanin, managing partner of the consulting agency One by One, talks about typical mistakes when taking measurements of cross-country ability and interpreting their results.

It is clear that the store needs customers. And the place where these buyers walk is good. Therefore, one of the main steps when choosing a location is to analyze pedestrian flows and measure traffic around the location.

But is it enough to simply count the people passing by and make a decision about opening? Enough, but not easy. As our long experience of daily measurements shows, there is a short list of typical mistakes that retailers make when choosing and evaluating a location for a new store using traffic measurements.

Mistake 1: Taking an unrepresentative sample

A common situation is express metering: an employee goes to a point, counts traffic for one hour, and the results of this hourly counting are extrapolated for the whole day.

And then, based on such data, a decision is made that costs millions.

What's the result? If the accounting period falls during rush hour, the data is overestimated; if a low period was considered, the data is underestimated. And it’s difficult to determine the rush hour itself without full accounting.

The same applies to distribution by day. At a minimum, the difference between weekdays and weekends must be taken into account.

Traffic measurement should be continuous, preferably during the entire operating time of the facility, with a discreteness of one hour. This will allow you to build unevenness throughout the day and identify those very “peak” hours. Experience has shown that accuracy greater than hourly accuracy adds little.

How many days to count traffic? Our experience shows that it is necessary to measure at least 10% of the required population. That is, if you want to get data for a month, you need to count from three to four days. Don't forget to include both weekdays and weekends on these days. Need more accurate data? Increase the study period.

Mistake 2: Do not take into account the human factor

Of course, each of us once considered cross-country ability. I counted 12 hours a day for a week and never made a mistake. But today's youth are not the same!

What happens if you send a student to count traffic for three 12-hour days? Firstly, it is simply physically impossible without breaks. The human body is not adapted. Secondly, no matter how much you control the counter, he will lie. The not very honest one will start in the second hour and will lie shamelessly. A very honest one will hold out until the fourth hour, and then begin to extrapolate the data. As a result, you will end up with numbers that you cannot trust. And at this stage you need correct accounting, the results of which you can rely on.

Experience shows that a person can adequately count traffic for 3-4 hours, no more. So there are only two options: organize shift work or use video recording.

We recommend the latter. The idea is to film pedestrian flows and then count from the recording in a quiet environment. This ensures high quality accounting and guarantees its reliability, since a period that has raised doubts (or a randomly selected one, just for control) can always be double-checked.

Mistake 3: Misinterpreting the results

Let's assume that everything is calculated correctly. The retailer has received a certain amount of traffic and now the question arises - is this a lot or a little? Or rather, is it enough to start a business in this place? It is not enough to obtain the correct data; it also needs to be processed and correctly interpreted.

How do you know if there is enough traffic for your store to operate profitably? The optimal solution is to consider several objects simultaneously and select the best one from them. This significantly reduces the risk of an unsuccessful opening.

But what if you don't have multiple objects to compare? In this case, study the locations and sales of competitors: they have already made investments and have some kind of return on their points. By studying them, you can understand how profitable these points are.

Mistake 4: They don’t take traffic seasonality into account

On holidays, before holidays and on weekdays, in December and May, in winter and summer, purchasing behavior changes greatly. This fact cannot be ignored when taking measurements.

The seasonality factor is especially relevant for locations in shopping centers. Corridor permeability values ​​in winter and summer can differ by more than 30%.

Measuring traffic without taking into account seasonality gives a big error when forecasting traffic and sales volume. Any location in the fourth quarter turns out to be better than in the second, if the calculations do not use seasonal coefficients to bring the traffic volume to the average annual value.

Accurate measurement results are good and necessary, but common sense has not been canceled. There are many factors besides traffic that influence the success of a location. But if we count traffic, let's count it correctly! This will save effort, time and money. Don't forget that one of the biggest mistakes a retailer makes, and one that's hard to correct, is opening in the wrong location.

Automotive traffic is one of the most profitable types of traffic. The hunt for car traffic can occur both through social networks and through many other sites on the Internet.

Car traffic on social networks. You can run groups and public pages, and you can also conduct analytical work on the network. First you need to determine who your client is. Motorists will not necessarily belong to groups or subscribe to public pages. How to track them in this case? For example, by position. Top managers, directors, IT specialists aged about 30 are unlikely to do without a car. At the same time, do not forget that promotion on the Internet takes a lot of time. That is why it is very illogical to ignore the capabilities of already promoted publics. To create and promote your own channel on a social network you will need about 3-4 months. While you can start receiving leads now. To do this, you just need to agree on a paid (or free) placement of a post in one of the groups or public pages promoted by someone.

You can also receive large quantities of car traffic from the social network Instagram. Moreover, the topics of accounts that actively drive such traffic can be very different: from car loans, insurance before tuning, test drives and so on. Experienced webmasters and marketers advise creating not 1 or even 2-3 accounts, but creating and promoting 5-6 profiles. What does this give you? You can collect much more segmented audience, which, ultimately, will still be redirected to one point, via one link.

Forums and expert communities. Often, automobile traffic is collected for specific offers: sale of used premium cars, auto services, and so on. At the same time, motorists tend to make decisions based on the opinions, advice and reviews of other people, as well as experts. Expertise is what you need to promote first. Even in order for a person to just click on your link, you need to win his trust.

There are a lot of forums and communities, specialized sites where you can maintain your own thread, write articles and answer questions from discussion participants and ordinary site visitors. You must master the topic and be able to anticipate market needs. In the automotive sector, it is impossible to sell simply with emotions, without logic. Firstly, because the majority of Internet users who are interested in automotive topics are men. Secondly, because services and goods in this niche are quite expensive and many people strive to consciously approach their choice. Expertise in this niche sells just fine. If you need car traffic, but you yourself are not an expert, then you need to seek help not just from copywriters, but from real professionals. You can start your own blog with expert interviews.

Teaser networks. You can get a lot of traffic in teaser networks, but, unfortunately, in most cases such visitors will be irrelevant to your topic. So why is it worth trying to work with teasers? Firstly, traffic here can cost pennies. Secondly, it can be “insulated”. This means that visitors can be redirected not immediately to a sales page for a product or service, but to a subscription page for some interesting e-mail newsletter.

Also, do not forget that you can segment your audience by advertising channels. For example, those who came from teaser networks are shown cheaper products than those who came from search, social networks or by clicking on a contextual advertising ad.

Concluding the article I would like to say an important thing. It lies in the fact that you need to learn to think the way marketers think. This applies not only to car traffic. Marketers first draw up a portrait of the desired target audience, and then ask themselves where they can be found in large numbers. Think about what sites, applications, social networks and blogs motorists actively visit and read. And start making a list of such resources. Information written down on paper can give rise to new ideas about traffic.