 
  
|
Contribution
to objectives and problems
|
Objective
|
Ottawa
|
Manhattan
|
UK
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 |
= Weakest
possible positive contribution, |
 |
= strongest
possible positive contribution |
 |
= Weakest
possible negative contribution |
 |
= strongest
possible negative contribution |
 |
=
No contribution |
|
Contribution to alleviation of key problems
|
|
Problem
|
Ottawa
|
Manhattan
|
UK
|
|
Congestion-related delay
|
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*
|
|
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Congestion-related unreliability
|
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*
|
|
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Community severance
|
|
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Visual intrusion
|
|
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Lack of amenity
|
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Global warming
|
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Local air pollution
|
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Noise
|
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Reduction of green space
|
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Damage to environmentally sensitive sites
|
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Poor accessibility for those without a car and those with mobility
impairments
|
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Disproportionate disadvantaging of particular social or geographic
groups
|
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Number, severity and risk of accidents
|
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Suppression of the potential for economic activity in the area
|
|
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|
= Weakest
possible positive contribution, |
|
= strongest
possible positive contribution |
|
= Weakest
possible negative contribution |
|
= strongest
possible negative contribution |
|
=
No contribution |
*The congestion considered in this table is road congestion, not passenger
congestion on public transport. Were the table to consider this, both
congestion items would have been awarded two positive ticks.
Appropriate contexts
The most appropriate context for flexible working hours implemented to
tackle transport problems is now as part of a company travel plan (CTP).
Congestion levels in cities have now reached levels where by flexible
working hours alone would make no significant difference. This is especially
so as they are already a wide spread working practice. However, their
ability to facilitate public transport use by enabling employees to alter
departure times to coincide with timetables and to avoid punctuality problems
when faced with delays can be emphasised through a CTP. Consequently,
flexible working hours can best be used in the same areas as CTPs.
|
Appropriate area-types
|
|
Area type
|
Suitability
|
|
City centre
|
|
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Dense inner suburb
|
|
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Medium density outer suburb
|
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Less dense outer suburb
|
|
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District centre
|
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Corridor
|
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Small town
|
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Tourist town
|
|
|
= Least suitable
area type |
|
= Most suitable
area type |
|
