# Research on the Impact of Flexible Working Hours on Reducing Traffic Delays in the City
## 4 Conclusions  
Capacity calculations reveal the exceeded capacity of intersections K1, K4, and K5. Simulation results for the current state indicate that intersection K5 is at the edge of its capacity. The main reason for the discrepancy between the calculation outputs and the simulations is the intersection K1 with actuated control, which cannot be accounted for in capacity calculations according to technical conditions TP 102. However, the Aimsun software can simulate such intersections. Similarly, intersection K4 has TSC only on one arm for a pedestrian crossing, which also could not be perfectly accounted for in the capacity calculations according to TP 102. From this perspective, virtual simulation in the Aimsun program is a better tool for assessing the impact of the temporal distribution of traffic peaks. Simulation suggests that an increase in traffic intensity outside the current traffic peak can cause more significant problems than those currently experienced in the city of Topol'cany. This is mainly because the examined area includes five intersections with TSC, four of which are fixed control, and only one of which has actuated control. According to the simulation for the current state, K5 is at the edge of its capacity. Since it is a time-dependent traffic-controlled intersection, exceeding capacity will cause significant increases in delay times. However, since it is a time-dependent controlled intersection, a reduction in intensity has a lower impact on reducing delay times, mainly because vehicles at the intersection wait only until they receive a green signal, during which most can pass through. Intersection K1, the only one with actuated control, managed the change in load best. For example, with the implementation of Variant 2, the average delay times during the current morning peak decreased by 4.2 s, but the increase in delay times during the period of increased intensity was only 1.9 s on average. Conversely, the worst case was intersection K5, where with the implementation of Variant 2, the average delay times during the current peak decreased by 16.1 s. However, they increased by 34.6 s during the 8:15-9:15 period. We can assume that the temporal distribution of the traffic peak over a longer period will positively affect traffic, especially in combination with actuated control at TSC intersections. Another positive effect of changing the start of work shifts could be a higher rate of shared rides or higher use of other modes of transport, such as bicycles, thereby reducing traffic intensity. However, a reduction in traffic intensity will again have the most significant impact on traffic, especially if the intersections are controlled by actuated control, which can best adapt to changes in intensity. The temporal distribution of the traffic peak using flexible WHs must also be considered from the perspective of public transport. On one hand, flexible WHs can help evenly load vehicles at different times, theoretically reducing the total number of public transport vehicles required. On the other hand, it may result in increased transport performance in public transport, mainly due to the need for a higher number of connections to cover the start and end times of work shifts. Simulation results suggest that the temporal distribution of the traffic peak has its limits. If too many drivers change their departure times, the traffic peak and associated problems will shift to another part of the day. It is, therefore, necessary to carefully consider which companies and institutions should change their start times or where the implementation of flexible WHs is appropriate. According to the simulation results, reducing intensity during the peak by 10% would appear to be effective for the traffic situation in TopoIcany. However, reducing intensity by 20% will lead to traffic problems at another time of day. The simulation showed that a 10% distribution of peak load will have a positive impact on traffic, with average daily delays decreasing by approximately 0.58%.