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Transcript of T2E – Transport to Employment Reducing lack of transport as a barrier to gaining employment in...
T2E – Transport to Employment
Reducing lack of transport as a barrier to gaining employment in rural communities
Steve Wright [email protected]
T2E - In a nutshellObjectives
Improve transport access to employment in East Sutherland, Easter Ross and Southern Caithness
Develop solution requiring minimum ongoing financial support
Evaluate sustainability of the routes provided and assess the wider benefits of the service to society
T2E - In a nutshell Startup funding provided by
European Social Fund Scottish Executive Working For Families Highland Council
Service planning - Taxi Studies Group at Napier University
Booking Office services - ‘T2E Ltd’ established
Transport provided by numerous local taxi firms
Evaluation - TORG at Newcastle University
Contents Why East Sutherland area ? EMIRES project Operational aspects of the T2E scheme
Service design + management Booking office provision Transport provision
Evaluation Level of use Stakeholder satisfaction (Users / Employers / Taxi operators) Assessment of costs/benefits and sustainability
Conclusions and what’s next
East Sutherland area
Regional economy: main industries include tourism, call and contact centres; construction; agriculture.
Sutherland is the least densely populated county in the UK
East Sutherland areaPOPULATIONApprox 8,000
Dornoch 1200Golspie 1400Brora 1100Lairg 900
Bonar Bridge / Ardgay 400 Tain 3,500
Alness 5,000Invergordon 4,000
DISTANCESInverness – Dornoch 45 milesTain - Dornoch 9 milesGolspie - Dornoch 11 milesLairg – Dornoch 22 milesBonar Bridge – Dornoch 14 milesGolspie – Lairg 19 milesGolspie - Brora 5 milesBrora – Helmsdale 11 miles
Generally, the main employment opportunities are located in or near the coastal towns of Dornoch, Golspie and Tain, which are popular tourist destinations and main centres of activity.
Location of unemployed
Source: NOMIS official labour market statistics (www.nomisweb.co.uk)
Joseph Rowntree Foundation study(JRF, 2003 - Wired For Work? ICT and Job Seeking in Rural Areas)
190 face to face interviews and 6 focus groups conducted between 2001 and 2003 job seekers hold realistic views about the need to commute
51% from the Sutherland area willing to travel more than 40 km to and from work on a daily basis
61% of job seekers in Sutherland held a driving licence
private transport ownership amongst job seekers very low (21%)
So jobseekers willing to travel but don’t have own transport
Joseph Rowntree Foundation study(JRF, 2003 - Wired For Work? ICT and Job Seeking in Rural Areas)
ICT plays a growing role in job search activities
remote rural communities are much more likely to use the Internet to look for work
Job search sites return vacancies but without own car can’t get to them – frustrating and gives perception they are not useful so job seekers stop using them
jobseekers willing to use internet to find vacancies but also want to know if they can access them by PT
EMIRES Project
EU EMIRES project
www.jobseekers.direct.gov.uk www.transportdirect.info
Jobcentre Plus nationwide
vacancy database
National Public
Transport database
bespoke journey planning software
Sutherland PT database (inc. DRT
and post-bus services)
EMIRES website front end
Log of searches with no PT availability (postcode sector to sector)
Mapping gaps in provision
Matching job search and transport information in a rural area (demonstration site East Sutherland)
Job locations and labour supply EMIRES highlighted job vacancies remain unfilled in coastal
towns of Dornoch, Golspie and Tain Generally low skilled jobs in tourist industry or call centres Supply of active job seekers outside immediate vicinity but within 20
miles higher land values in the coastal towns prevent the job seeking labour
force from moving closer
Creates a need for travel BUT gaps in public transport provision restricting access to employment
It is from this project that the T2E concept developed initial user needs were identified, initial partnerships established, service design ideas nurtured.
General people movements required to match job supply and demand
Existing public transport services in East Sutherland Train Intercity Bus Local Bus Scool Bus Dial-a-Ride Post Bus Taxis
Generally do not provide appropriate level of service to match job seekers to vacancies
T2E service characteristics small numbers of travellers often demanding travel at
same time from and to dispersed locations
sometimes unsociable hours of work
new bus services inappropriate
use of several small vehicles as and when needed
Taxis !
devise method of utilising local taxi firms
• sustainable• acceptable • legal
Design Requirements (1) Sustainable – minimise costs and maximise revenues
Plan routes which enable and encourage coordination of trip demands onto same vehicle consider known trip demands in time and space consider potential of route to satisfy future demands consider potential of route to attract existing employees
Negotiated tariffs with taxi firms Achieved 40% reduction on standard tariff rates £1 per mile Same rate regardless of passengers carried No retainer
Model for achieving sustainability is based on 3 users sharing ride with an average trip length of 10 miles
Cost10 miles x £1 per mile =£10
Revenue35p per mile x 10 miles x 3 passengers = £10.50
Design Requirements (2) Acceptable
job seekers Job seekers travel free for first 4 months After this pay equivalent of a bus fare (35p per mile – capped at
£3.50) Job Seekers pay T2E monthly in arrears. Billed only for trips made. flexible routes – access to childcare desired en-route to work
taxi firms Taxi drivers don’t handle bookings or fares – T2E booking office
deal with this. Low technology requirements Provided weekly route itinerary by fax + e-mail. Sent monthly
billing forms to sign for payment direct from Highland Council. Employers
Flexibility to change work rotas in knowledge staff can still get to work
Design Requirements (3) Legal
Must abide by regulations on shared use of private hire vehicles Section 11 of the Transport Act 1985 makes provision for
the carriage at separate fares in licensed taxis and private hire vehicles of passengers who have booked their journeys in advance.
Allows changes to route at short notice
Design Requirements (4) Numerous local private hire taxi firms (often small and
without proper office – mobile) Needed mechanism to co-ordinate routes and allocate
demands to most suitable taxi Needed single number for job seekers to ring to receive
information and to make bookings Needed standard way of billing and making payments
Need for a centralised booking office Central service planning / route development Co-ordinated booking and scheduling of trips Co-ordinated billing and payments Information and Promotion
Initially Napier University
Now ‘T2E Ltd’ (private company with charitable status)
Booking Office Provision (1) The T2E booking office
dedicated phone-line – the T2E Hotline – charged at local rates
staffed by from 9:30 a.m. to 5:00 p.m., 5 days per week calls made outside these hours are diverted to an
answering service, which is also operational when the T2E Hotline number is engaged.
separate emergency number available between 0600 and 2200 hours, 7 days per week.
T2E web-site offers on-line booking for registered users (http://www.t2e.org.uk).
Booking Office Provision (2) Individual clients can be introduced to the scheme in
a number of ways: Direct Contact - including contact initiated through published
media, the T2E website, the Highland Council website and service points.
Referred Contact - potential users placed in contact with the scheme by the Jobcentre Plus, Working for Families or by employers providing information at the point of interview or first contact between employer and potential employee
Personal Contact - whereby potential users are introduced to the scheme by existing user recommendations
Booking Office Provision (3)
T2E Booking Office
Information
Promotion
Service Planning•Route Development
Service Management•Booking•Scheduling•Dispatch•Payment
EmployersJob Centre
Economic Development Agencies
Employment Agencies
Job Seekers
T2E Client
Transport Providers
•Local Taxi Companies
•Community Transport Organisations
Public Transport Information Database
T2E approves request for travelT
2E
clien
t pro
vided
with
tran
spo
rt to e
mp
loym
en
t
Employers post job vacancies
Job
Se
eke
rs sea
rch fo
r job
vaca
ncie
s +Jo
b C
en
tre in
form
s the
m o
f T2E
wh
en
app
rop
riate
Telephone request for
travel
Details of T2E and
established routes
Telephone or internet booking of
trips (weekly)
Dispatching route details
by phone and fax (daily)
Invoice and payments by
post (monthly)
Billing and payments
by post (monthly)
Requests for new routes
Info on existing PT services eligibility
check Info on target development areas (informs route creation)
Details of T2E and established routes
T2E Booking Office
Information
Promotion
Service Planning•Route Development
Service Management•Booking•Scheduling•Dispatch•Payment
EmployersJob Centre
Economic Development Agencies
Employment Agencies
Job Seekers
T2E Client
Transport Providers
•Local Taxi Companies
•Community Transport Organisations
Public Transport Information Database
T2E approves request for travelT
2E
clien
t pro
vided
with
tran
spo
rt to e
mp
loym
en
t
Employers post job vacancies
Job
Se
eke
rs sea
rch fo
r job
vaca
ncie
s +Jo
b C
en
tre in
form
s the
m o
f T2E
wh
en
app
rop
riate
Telephone request for
travel
Details of T2E and
established routes
Telephone or internet booking of
trips (weekly)
Dispatching route details
by phone and fax (daily)
Invoice and payments by
post (monthly)
Billing and payments
by post (monthly)
Requests for new routes
Info on existing PT services eligibility
check Info on target development areas (informs route creation)
Details of T2E and established routes
Transport Provision (1) 8 taxi firms
20 routes provided
Average route distance 11 miles
Agreed tariff of £1 per mile
No retainer
No add-ons for multiple passengers
Transport Provision (2)Routes provided (June 2006 - March2007)
Contents Why East Sutherland area ? EMIRES project Operational aspects of the T2E scheme
Service design + management Booking office provision Transport provision
Evaluation Level of use Stakeholder satisfaction
(Users / Employers / Taxi operators) Assessment of costs/benefits and sustainability
Conclusions and what’s next
Evaluation summary The methodology employed in the evaluation
consisted of a detailed analysis of the booking and invoicing data
collected for the 10 month period from June 2006 – March 2007
combination of surveys to gauge the levels of effectiveness, acceptability and reliability of the service. Consisting of; structured questionnaires with users structured questionnaires with providers (of employment and
transport) and semi-structured interviews with key stakeholders
Evaluation results- use of service Generally the T2E services meet with the principle
funding criteria which were to overcome the barriers met by young people who do not
have opportunities for learning and employment, childcare initiatives to support access to work, and to improve opportunities for women
No of users now exceeds 100.
A constant churn of users dropping out of the service and being replaced by new users is evident.
Routes provided (June 2006 - March2007)
Route ID
Route Distance per run (miles)
Av. number of runs
per week
Total number of route users
Av. number of
passengers per run
Av. subsidy per run
(£)
Av. subsidy per pass mile (£)
Av. fare revenue as a % of supplier
cost
Established Routes A Bonar Bridge to Skibo (Early) 12 9 2 1.44 9.47 0.57 24%
B Bonar Bridge to Skibo (Late) 12 11 3 1.32 8.23 0.63 28% C Golspie to Embo and Dornoch 11 24 7 1.40 12.85 0.85 8% D Cambusavie to Golspie 5 14 1 1.00 4.25 0.85 19% E Golspie to Brora (all) 6 12 3 1.00 3.81 0.63 32%
F Loth to Helmsdale 14 10 2 1.02 7.64 0.53 28% G Helmsdale to Brora 24 4 2 1.20 27.83 1.16 7% H Alness to Saltburn 5 9 2 1.05 4.14 0.78 21% I Ardross to Alness 5 5 2 1.17 5.57 0.95 17%
J Tain and Balintore to Alness 10 27 4 1.41 3.88 0.25 37%
K Ballintore to Fearn 5 32 3 1.33 1.71 0.26 44%
Recently Started Routes
L Bonar Bridge – Golspie 13 8 1 1.00 12.65 0.97 7%
M Ardgay to Invergordon 10 14 1 1.00 9.50 0.95 10%
Discontinued Routes N Ardgay to Carbisdale Castle [end Sep 06] 6 10 1 1.00 9.20 1.53 10% O Bonar Bridge to Rosehall [ended Sep 06] 13 7 1 1.00 12.65 0.97 7% P Bonar Bridge to Tain [ended Feb 07] 8 5 2 1.04 5.55 0.67 34%
Q Bonar Bridge to Alladale [ended Jan 07] 14 8 1 1.00 13.70 0.98 7% R Lairg to Overscaig [ended Nov 06] 16 6 1 1.00 15.80 0.99 6% S Dingwall to Alness [ended Jan 07] 10 9 1 1.00 8.50 0.85 19%
T Evanton to Dingwall College [end Oct 06] 10 8 1 1.00 8.45 0.85 11%
Route details
Av. route costs and revenues over timeAverage supplier costs, fare revenues and subsidies per passenger mile on established
routes
0
0.2
0.4
0.6
0.8
1
1.2
Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar
Month
Co
st
(£)
/ P
assen
ger
mile
supplier cost/passenger mile
fare revenue/passenger mile
subsidy/passenger mile
Average supplier costs, fare revenues and subsidies per passenger mile on discontinued routes
0
0.2
0.4
0.6
0.8
1
1.2
Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar
Month
Co
st
(£)
/ P
assen
ger
mile
supplier cost/passenger mile
fare revenue/passenger mile
subsidy/passenger mile
User Surveys Surveys conducted with over a third of the total number of users revealed:
70 % claimed that public transport was available to their place of work but at unsuitable times while 30 % claimed that there was no public transport at all to their place of work
¾ of respondents have had to turn down job opportunities in the past due to a lack of transport
T2E has enabled over 95% of respondents to gain employment which, otherwise, they would have been unable to access.
45 % were employed before T2E, 33 % were unemployed and 22 % were in full-time education
More than half of the T2E users who had been unemployed prior to using T2E were long-term unemployed (>24months)
All respondents reported that they were happy with the destinations offered by T2E and that their T2E journey operated at a suitable time for them
Only 1 user commented that the service was too expensive All respondents said they would recommend the service to others and, in fact, almost half
of the respondents have already recommended T2E to someone who now uses the service
Former Users Over 60% of former users felt the service was very reliable and had
no problems. The remainder thought the service was somewhat reliable or had no strong opinion.
The following reasons were given for stopping use of the service: 3 moved job 2 moved house 2 bought a car 1 changed personal circumstances 1 family illness prevented user going to work 2 work was seasonal 1 decided to live on premises 1 user commented that service was too expensive, but also stated this
was not their main reason for stopping use
Taxi operator surveys The Taxi operators who responded both agreed or strongly agreed
that the T2E service provided a steady income and greater stability. Both had provided more working hours to members of staff and one
had employed more drivers as a direct result of increased work provided by T2E.
taxi firms reported that T2E provided double the income they would otherwise have received for the times they were involved in T2E journeys – a 20% increase in income but at the sacrifice of 10% of revenue from other sources (although some of this is picked up at other times of day)
the T2E service has been a welcome addition to the taxi trade – especially during winter months
Employers surveys half the respondents stated it was easier to fill vacancies as a direct
result of T2E. 66% believed that the flexibility of the service had eased the burden
of sorting out work rosters Over 85% of respondents thought that the T2E service operated at
times which fit with shift patterns and working hours Over 70% thought that as a result of T2E there was a greater
likelihood of them appointing someone from the local area Employers, generally, agreed that their businesses have benefited
from T2E on many levels, specifically: improved staff attendance; easier management of staff rotas; greater likelihood of appointing staff from the local area. However, the majority of employers are reluctant to contribute to the costs of the service, even though the introduction of it has resulted in a reduction in their own expenses.
Stakeholders interviews The involvement of the stakeholder organisations and the roles of the
individuals interviewed within these organisations included providing financial backing, steering group membership, involvement in designing service delivery, contact point and referral agent for job seekers, liaising with employers, negotiating with taxi operators and promotion of project.
All respondents felt, with conviction, the service has been effective at improving access to employment?
flexibility of the service was highlighted as a major advantage in regard to accessing childcare
All stakeholders aware of the costs to users thought they were acceptable and every stakeholder was of the opinion that T2E provides a service that job seekers could not receive anywhere else.
Survey summary In general, the service is viewed very positively by
its users and employers / stakeholders
The cost/revenue evaluation suggests that overall, on the established routes, just over 20% of costs are being recovered, requiring 80% support.
It is important to realise that the value of a route can not be determined solely by its level of subsidy.
SROI Analysis need for an alternative form of cost / benefit analysis
accounts for the social and economic benefits to individual users
not simply assessing the sustainability of the service based on the balance sheet of supplier costs and revenues generated.
apply assessment technique known as Social Return on Investment (SROI) analysis gain some measure of these social benefits and economic
benefits to individuals
SROI analysis SROI captures the economic value of social benefits by
translating social objectives into financial measures of benefit.
Measured benefits arising from T2E include those to individual clients and to the State. A monetary value is established in relation to the social benefits of
increased employment to the client (based upon net increased income, i.e. client’s wages minus lost welfare benefits and increased taxes).
The monetary value to the State is assessed in terms of the reduction in welfare payments offset against increased tax contribution.
Comparing this value of benefits to the investment made produces an SROI ratio.
SROI analysis – indicators usedIndicator Value Source/Justification Employment assumptions Wages, average across clients
£162.40/wk Based on average wage of £5.80/hour and an average working week of 28 hours
Wages, growth 2% p.a. Growth equal to inflation rate (CPI) target Welfare benefits £0/wk Changes to housing and council tax assistance – based on
survey responses Job Seeker Allowance-JSA
£53/wk = £2750/annum
Current UK single person JSA of £46.85 for 18-24 years and £59.15 for over 25 years
% T2E users stop JSA claim
10% The % of T2E users which stop receiving JSA benefits as a direct result of gaining paid employment due to T2E
Income tax
0% < £5,035 10% <£7,185 22% >£7,185
UK Statutory rates 2006/2007 http://www.hmrc.gov.uk/rates/it.htm
NI –client 11%> £94/wk UK National Insurance (NI) statutory rates NI – State 23.8%>£94/wk Statutory rates (11%-employee/12.8%-employer) % of T2E users which are new employees
50% The % of T2E users which are contributing increased tax and NI as a direct result of gaining paid employment due to T2E
Deadweight: employment
0% User survey response and negative changes over the evaluation period in job claimant count statistics suggest that T2E clients would not have found work anyway without T2E
Drop-off: use of T2E
75% Assumption based on evidence from length of use statistics during the evaluation period
Add-on: employment
25% Assumption based on evidence from user surveys that at least 33% of former T2E users (25% of total users) remain in employment but no longer need use of T2E due to owning own car or moving closer to work
Displacement: employment
0% Based on employers survey response stating they were unable to fill vacancies before T2E
Other assumptions Investment £68,000 p.a. Grant funding required to support the 20 main routes
examined in the evaluation analysis Discount rate 3.5% HM Treasury recommended rate for appraisal Time period 5 years To capture benefits but not overestimate impact
Drop-off and Add-on Clients who have stopped using the T2E service (drop-off rate 75%) have
not necessarily stopped working; some have bought a car to travel to work, others have moved home in order to be closer to their place of work.
T2E has helped them get started in employment until they felt established and financially stable enough to make the commitment to either purchase a car or move closer to work.
For these instances, the benefits of T2E in terms of increased income, tax revenue and reduced benefits payments continue without the cost of supplying transport.
Requires introduction of an ‘add-on’ factor which allows the analysis to more closely reflect the lasting benefits of the service to society. user survey responses indicate that approximately one third of the users who
stop using the T2E service (75% of all users) continue in the same employment which results in an add-on rate of 25%.
SROI calculationsEMPLOYMENT Year 1 Year 2 Year 3 Year 4 Year 5
Benefits to each new employee client
Client Wages 8444.8 8614 8786 8962 9141
Less welfare lost 0 0 0 0 0
Less JSA lost (10% of all T2E users) 2756 2756 2756 2756 2756
Less increase in tax contribution 479 489 499 508 519
Less national insurance 391 399 407 415 423
Net benefit per client previously not receiving JSA £7,574 £7,726 £7,880 £8,038 £8,199
Net benefit per client previously receiving JSA £4,818 £4,970 £5,124 £5,282 £5,443
Benefits to the State (per new employee client)
Welfare saved 0 0 0 0 0
JSA saved 2756 2756 2756 2756 2756
Increase in tax contribution 479 489 499 508 519
Increase in national insurance 847 863 881 898 916
Net benefit to state per client previously not receiving JSA £1,326 £1,352 £1,379 £1,407 £1,435
Net benefit to state per client previously receiving JSA £4,082 £4,108 £4,135 £4,163 £4,191
Combined Benefit £8,900 £9,078 £9,260 £9,445 £9,634
Total number of T2E users 40 40 40 10 3
Drop-off (75%) -30 -30 -30 -7 -2
Total 10 10 10 3 1
Replenishment (3 years funding gives 2 years replenishment) +30 +30 0 0 0
Number of T2E users in Jobs excluding add-on 10 10 10 3 1
Add-on (former T2E users still in same job) 10 10+10 20+10 30+2 32+0
Total number of T2E users in jobs including add-on 20 30 40 35 33
50% adjustment to account for those in 'new jobs' only 10 15 20 17.5 16.5
Total annual benefits 89001 136171 185193 165284 158956
SROI Results values of total annual benefit adjusted –using discount rate of 3.5%- to produce the
Net Present Value (NPV) of benefits
NPV of benefits Year 1 Year 2 Year 3 Year 4 Year 5 Total
Total annual benefits 85991 127117 167033 144036 133837 £658,014
NPV of
Benefits NPV of Costs
Value Added
Number of clients
VA per client SROI
Total benefits 658,014 204,000 454,014 100 4,540 3.2
• ‘value added’ measures the value that the project has created through its activities (the difference between the NPV of benefits and the NPV of investment)
• ‘SROI ratio’ measures the value of the benefits relative to the costs of achieving those benefits (the ratio between the NPV of benefits to the NPV of investment)
SROI ratio of 3.2 means that for every £1 of investment, £3.20 worth of social benefits is generated. Any value of SROI ratio above 1 is generally attractive from an investment viewpoint.
Can the service be described as Sustainable?
Indicator Description Value Number of clients in 'new' sustainable jobs Clients still employed after 12 months 10
Net combined benefit per client in year 1 For client and the State £8,900 Aggregate benefit 10 * £8,900 £89,001
Investment in year 1 Grant funding £68,000
Months those 10 clients must remain employed to break even on investment
(£68,000/£89,000)*12 9.17
Indicator Description Value
Net combined benefit per client in year 1 For client and the State £8,900
Investment in year 1 Grant funding £68,000
Required number of clients into sustainable employment over 1 year period to break even on full investment
£68,000/£8,900 7.64
Contents Why East Sutherland area ? EMIRES project Operational aspects of the T2E scheme
Service design + management Booking office provision Transport provision
Evaluation Level of use Stakeholder satisfaction (Users / Employers / Taxi operators) Assessment of costs/benefits and sustainability
Conclusions and what’s next
Stakeholder views All stakeholders thought the T2E service offered good or very good value for
money to the users those that committed a financial or human resource towards the operation of
the service felt they received very good value return for their input.
Stakeholders thought that T2E improved community cohesion as it “put money into local pockets” but it was commented that the whole community does not benefit from the service as its use is restricted to particular groups.
Stakeholders were very keen that the added value social benefits of the service was considered in value for money assessments.
Additionally stakeholders also commented on the harder to quantify benefits to individuals of improved quality of life gained from increased opportunities, self esteem gained from securing employment, increased spending power and related freedoms and felt these were also attributable to the T2E service.
Stakeholder views the service should continue to receive subsidy from government/local
authority funds as it is providing a necessary service to the public in the absence of any alternative public transport
all stakeholders envisaged continuing their involvement with T2E in the future subject to their organisations receiving continued funding themselves
changes stakeholders would like to see a relaxation of eligibility criteria to open the service up to more groups of the
population to use the same model to provide access to health care/social sectors. employers to become more involved and to take some responsibility for
changes to shifts and to contribute towards costs of the service
Transferability
few barriers to transferability were foreseen as the model for delivery is not location specific as it uses a central booking office and subcontractors to deliver the service
stakeholders felt that T2E could operate effectively in most other areas of the Highlands and specifically Fort William, Wester Ross, Lochaber and the Islands. however, introduction of the service in certain areas, especially the west coast,
should proceed with caution due to the long distances involved in travel and a lack of transport providers in some of the more remote areas
other rural areas and semi-rural areas of the UK were also seen as potentially suitable for delivery of the service
the willingness of key partner engagement was seen as essential and the involvement of an individual ‘champion’ is viewed as very important to the success of schemes like T2E.
Current plans
On-going operation of T2E in East Sutherland/Easter Ross/Southern Caithness investigate revisions to routes provided to increase
occupancy rates Application to Big Lottery for funding beyond 2008
T2E Northern Ireland running since July2007
Next StepsBased on the evaluation of the T2E service in East Sutherland/Easter Ross/Southern Caithness a
rule base has been developed for establishing the application of T2E services elsewhere
Identify the need for the service An identifiable number of job vacancies which are difficult to fill Identify types of job and job seeker A sizable number of job seekers >3 miles but less than 20 miles from these job vacancies Ideally, sufficient job vacancies will be clustered in an area or along a corridor which define the
destination and route. The establishment of core routes between areas of high unemployment and areas with large numbers of unfilled jobs or large numbers of employers is important if multiple occupancy T2E routes are to be generated
A lack of alternative transport provision in the area – especially public transport operating between the locations with job seekers and the locations of job vacancies
Establish the supply for the service (must be sufficient taxi firms based locally) Maximise benefits - It is important to provide journeys to work (via childcare when
necessary) for new job seekers rather than for those already in work Provides other advice on
Setting of Fares Establishing multiple occupancy routes Maximum length of route Consultation with Employers Partnership working
Develop this advice and create a tool which automates as much of the process as possible
GIS based tool which presents spatial data on • demographics, • employment, job densities + job vacancies, • public transport
Investigate capabilities of accessibility modelling tools for this purpose
Acknowledgement It was unanimous amongst stakeholders that the drive and
enthusiasm of James Cooper has been paramount in the success of the service in Sutherland and Easter Ross.
The added value of the service to individuals is encapsulated by the following stakeholder quote…..
“It cannot be stressed enough that this service changes people lives, lifts them out of poverty by enabling them to go to work. It is especially important to consider the [accessibility] factors of living in a rural area with bad transport infrastructure. T2E enables people to remain in the area they choose to live in by breaking down this barrier to work.”
http://www.t2e.org.uk