The New Workday Dead Zone When Nothing Gets Done

The 4 p.m. meeting is cancelled because half the team can’t make it. You send an email with what would have been the main discussion points, and the replies roll in through the evening and into the next morning. A consensus that could have been reached before dinner now forms the following day.

The hours that bookend the traditional close of business have become a dead zone at many companies, but employees aren’t just blowing off work to relax for the rest of the day. Workers say the 4-6 p.m. flex time they use to take a turn in the kids’ carpool, hit the gym or beat traffic often requires a third shift at night to finish the day’s tasks. They resent it when leaders assume they aren’t putting in eight or more hours of work, and they’re loath to relinquish the freedom to set their own schedules.

Despite the return of teeth-grinding commutes and overpriced lunches, lots of workers are sticking with the Covid-era habit of clocking out early and making it up later. By 4 p.m. on weekdays, golf courses are packed, according to a Stanford University study, as are many New York City restaurants.

Microsoft researchers have documented what they call a “triple peak” phenomenon in which workers’ keyboard activity spikes in the morning and afternoon, then a third time around 10 p.m. The tech giant predicts this pattern is here to stay.

In a recent, one-month sample of Microsoft Teams software usage, the share of virtual and in-person meetings scheduled between 4 p.m. and 6 p.m. was down 7% from a year earlier, despite widespread office returns.

Bosses can drag employees back to their desks, but good luck keeping them there until the end of a 9-to-5 workday or beyond. The 4-6 p.m. dead zone is one reason so many executives are cranky about hybrid work. They say it’s the hardest time to reach people, and things would be easier if everybody were present and accounted for in person, even though many workers seem to be leaving offices earlier, too.

The Price of Flexibility

Fungible hours are great for those doing the fungeing. For managers and co-workers, one person’s hiatus can be another’s headache.

“A lot of companies have taken a loose approach under the belief that we’re all adults, so everyone will be self-disciplined and stay motivated at whatever time they’re working,” says Albert Fong, vice president of product marketing at Kanarys, a maker of diversity-training software. “That’s just not true.”

Flexibility can be a trap that fuels our always-on work culture, Fong adds. Instead of powering through a late-afternoon gathering and being done for the day, he often finds himself refreshing his mobile inbox all evening or opening his laptop on Sunday to catch up on messages from colleagues who work whenever.

Colette Stallbaumer, general manager of Microsoft’s Future of Work initiative, sums it up: “How do we make it so that my flexibility isn’t your challenge?”

Ana Paula Calvo, an associate partner at McKinsey & Co., says she considers how shifting her hours can affect others. She sometimes works at night or on weekends to make up for bolting to daycare many weekdays at 5:30 p.m. At the start of any new project, she does a norm-setting session to let her team know there’s no pressure for them to work off hours.

“People know that if I get back to them at 11 at night, that doesn’t mean I’m expecting them to reply right away,” she says.

It Can Wait—Or Maybe It Can’t

Accommodating employees’ personal appointments—happy-hour yoga, a teen’s tuba lesson—can be necessary to recruit and retain top talent, several business leaders tell me. They add it sure makes getting a quorum at meetings tough, though. Others, especially child-free workers, complain that their workdays have become longer and less predictable since it became widely acceptable to take breaks during normal business hours.

Maria Banach, a pharmaceutical operations director in Oregon, says she sometimes wants to call a huddle to handle a problem, only to learn that someone on the team has gone offline for a couple of hours. That might not seem very long, but her co-workers are spread across several time zones and their overlapping business hours are limited. Issues can linger overnight when one or two people step away early, Banach says, and every day is precious. The drugs her company manufactures expire 17 days after production.

“Scheduling meetings has become difficult, and I’ve learned: Do it in the morning and never on Friday,” she says.

Some executives have accepted, even embraced, the reality that little gets done from 4-6 p.m. Anthony Stephan, chief learning officer of Deloitte U.S., says recorded tutorials are now a centrepiece of the firm’s professional-development program. Getting employees together for an end-of-the-day training session is seldom an option any more, he says. They hone new skills when they feel like it.

Stephan, a father of five, holds himself to a hard stop at 5 p.m. He initially worried that others would keep hustling after he called it a day, but he now realises others are winding down early or right on time. For emergencies, he tells his team to put #criticalnow in an email subject line. Most things can wait until after his 5:15 a.m. workout the next morning, he figures.

At Komet U.S.A., a South Carolina-based maker of dental equipment, meetings after 4 p.m. or on Friday afternoon are against company policy, except in special circumstances. Chief Executive Mercedes Aycinena, promoted to the top job last year, introduced those calendar blocks last fall after polling the staff.

Aycinena, who has about 100 employees, usually leaves the office at 5 p.m. to spend time with her three children and then resumes work later as needed. She lets subordinates shift their hours, too, and credits flexibility with helping reduce turnover from 50% to 15% over the past year.

“I hate meetings after 4,” she says. “My brain is done.”

Former New Hampshire Gov. Chris Sununu delivered a warning to Treasury Secretary Scott Bessent during a recent visit to Washington: Already-high airfares will surge if the war in Iran doesn’t end soon.

Sununu, a Republican who represents some of the biggest airlines as president of the industry group Airlines for America, has for weeks sounded the alarm to Trump administration officials about the economic fallout from high jet fuel prices. The war, Sununu has argued, must come to a close soon, or things will get worse.

Administration officials have gotten the message.

Privately, President Trump’s advisers are increasingly worried that Republicans will pay a political price for the rising fuel costs, according to people familiar with the matter. Many of those advisers are eager to end the war, hoping prices will begin to moderate before November’s midterm elections.

The fallout from the U.S.-Israeli attack in late February has slowed traffic through the Strait of Hormuz, a vital shipping lane, triggering a sharp increase in oil, gasoline and jet-fuel prices.

That means consumers are grappling with high costs ahead of the summer travel season, as they consider vacation plans.

Sixty-three per cent of Americans said they put a great deal or a good amount of blame on Trump for the increase in gas prices, according to a new poll conducted by NPR, PBS and Marist.

More than 8 in 10 Americans said struggles at the gas pump are putting strain on their finances.

Jet-fuel prices roughly doubled in a matter of weeks after the war began, and they have remained high. Airlines have said that will add billions of dollars of additional expenses this year, squeezing profit margins.

U.S. airlines spent more than $5 billion on fuel in March—up 30% from a year earlier, according to government data.

Carriers have been raising ticket prices, hoping to pass the cost along to consumers, and they are culling flights that will no longer make money at higher price levels.

In March, the price of a U.S. domestic round-trip economy ticket rose 21% from a year earlier to $570, according to Airlines Reporting Corp., which tracks travel-agency sales.

So far, airlines have said the higher fares haven’t deterred bookings and they are hoping to recoup more of the fuel-cost increases as the year goes on.

Earlier this week, Trump said the current price of oil is “a very small price to pay for getting rid of a nuclear weapon from people that are really mentally deranged.”

Secretary of State Marco Rubio told reporters that if Iran got a nuclear weapon, the country would have more leverage to keep the strait closed and “make our gas prices like $9 a gallon or $8 a gallon.”

Trump has taken steps in recent days to bring the war to an end. Late Tuesday, the president paused a plan to help guide trapped commercial ships out of the Strait of Hormuz, expressing optimism that a deal could be reached with Iran to end the conflict.

Crude oil prices fell below $100 a barrel on Wednesday, after reports that Iran and the U.S. are working with mediators on a one-page framework to restart negotiations aimed at ending the conflict and opening the strait.

Sununu said Trump administration officials are conscious of the economic fallout from the war: “They get it…and I think that’s why they’re trying to get through the war as fast as they can.”

But he cautioned that it could take months for prices to return to prewar levels.

“Ticket prices won’t go down immediately” after the strait is fully reopened, Sununu said. “You’re looking at elevated ticket prices through the summer and fall because it takes a while for the prices to go down.”

Since the initial U.S.-Israeli attack in late February, Sununu has met in Washington with National Economic Council Director Kevin Hassett, representatives from the Transportation Department and senior White House officials.

A White House official confirmed that Hassett and Sununu have discussed the effect of increased fuel prices on the airline industry. The official said the conversation touched on how the industry can mitigate the impact of high jet fuel prices on consumers.

“The president and his entire energy team anticipated these short-term disruptions to the global energy markets from Operation Epic Fury and had a plan prepared to mitigate these disruptions,” White House spokeswoman Taylor Rogers said, pointing to the administration’s decision to waive a century-old shipping law in a bid to lower the cost of moving oil.

Rogers said the administration is working with industry representatives to “address their concerns, explore potential actions, and inform the president’s policy decisions.”

A Treasury Department spokesman pointed to Bessent’s recent comments on Fox News that the U.S. economy remains strong despite price increases. The spokesman said Treasury officials have met with airline executives, who have reaffirmed strong ticket bookings.

“We’re cognizant that this short-term move up in prices is affecting the American people, but I am also confident, on the other side of this, prices will come down very quickly,” Bessent told Fox News on Monday.

The war has already contributed to one casualty in the industry: Spirit Airlines. Company representatives have said they were forced to close the airline because the sustained surge in jet-fuel prices derailed the company’s plan to emerge from chapter 11 bankruptcy.

The Trump administration and Spirit failed to come to an agreement for the company to receive a financial lifeline of as much as $500 million from the federal government.

Transportation Secretary Sean Duffy has argued that the Iran war wasn’t the cause of Spirit’s demise, pointing to the company’s past financial struggles, as well as the Biden administration’s decision to challenge a merger with JetBlue.

Other budget airlines have also turned to the federal government for help since the U.S.-Israeli attack. A group of budget airlines last month sought $2.5 billion in financial assistance to offset higher fuel costs, and they separately wrote to lawmakers asking for relief from certain ticket taxes.

The New Workday Dead Zone When Nothing Gets Done

Late afternoon, when many colleagues vanish, is why so many managers hate hybrid work

Administration officials have spoken to the airline industry, which has voiced concerns about the rising costs.