The contribution each CTP outlined above makes to achieving transport policy and alleviating key problems is made below. Consideration of the contribution is made against what would have happened if there were no CTP, i.e. planning permission for expansion (and hence increased production) not granted and/or continued and possibly significant increases in road traffic and congestion.

	= Weakest possible positive contribution,		= strongest possible positive contribution
	= Weakest possible negative contribution		= strongest possible negative contribution

= No contribution

	= Weakest possible positive contribution,		= strongest possible positive contribution
	= Weakest possible negative contribution		= strongest possible negative contribution

= No contribution

The contribution made by Pfizer, Manchester Airport and Nottingham City Hospital may be over estimated, but they are awarded two ticks to demonstrate the difference between these plans and the plan at Stockley Park.

Appropriate contexts
There are no areas where CTPs are inappropriate as such, but implementation will be more acceptable in areas where there is a demonstrable need, i.e. areas where there is a serious congestion problem and/or high density areas where there is little space for expansion beyond the current property boundaries. If and when a more robust case can be made for the contribution of CTPs to an individual firms profitability, these constraints will no longer apply.

There is more likely to be a demonstrable need in areas with a high density of business, be this a city centre, main street in a small market town, or a suburban business park. By definition, this makes non-residential area types most appropriate. However, where businesses are located in residential areas and many employees drive to work there remains a need for a CTP. Safety of local residents, severance and liveable streets should be more significant motivators and influences on the measures implemented in such cases. Where many employees are local measures suitable for short journeys, such as those facilitating walking and cycling, may be most suitable. Where employees are not local, public transport links are likely to be needed. Appropriate Area Types indicates the areas where the need for CTPs is likely to be greatest, making them more acceptable and the areas appropriate to such work.

= Least suitable area type

= Most suitable area type

It should be noted that isolated single occupant business sites, or multi-occupant business, retail or leisure parks are particularly suitable, so long as public transport links to near by public transport hubs already exist or can be created as part of the CTP, or many employees travel from the same residential areas and can ride share.

Adverse side-effects
Experience in the UK and the Netherlands suggests that there are no significant side-effects resulting from CTPs. The US experience suggests that CTPs can be very unpopular amongst the business community, but this may have more to do with the way they were introduced than the CTPs per se. The implication here is that CTPs need to be introduced in a phased approach with the idea and information preceding action to avoid negative political fall out. The same principle applies within a company to maintain positive staff relations.