T2E – Transport to Employment
Reducing lack of transport as a barrier
to gaining employment in rural
communities
Steve Wright
s.d.wright@abdn.ac.uk
T2E - In a nutshell
Objectives

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

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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

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Why East Sutherland area ?
EMIRES project
Operational aspects of the T2E scheme

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Evaluation

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Service design + management
Booking office provision
Transport provision
Level of use
Stakeholder satisfaction (Users / Employers / Taxi operators)
Assessment of costs/benefits and sustainability
Conclusions and what’s next
East Sutherland area

Sutherland is the least densely populated county in the UK

Regional economy: main industries include tourism, call and contact
centres; construction; agriculture.
East Sutherland area
POPULATION
Approx 8,000
Dornoch 1200
Golspie 1400
Brora 1100
Lairg 900
Bonar Bridge / Ardgay 400
Tain 3,500
Alness 5,000
Invergordon 4,000
DISTANCES
Inverness – Dornoch
45 miles
Tain - Dornoch
9 miles
Golspie - Dornoch
11 miles
Lairg – Dornoch
22 miles
Bonar Bridge – Dornoch 14 miles
Golspie – Lairg
19 miles
Golspie - Brora
5 miles
Brora – 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
Matching job search and transport information in a rural area
(demonstration site East Sutherland)
www.jobseekers.direct.gov.uk
www.transportdirect.info
Jobcentre Plus
nationwide
vacancy
database
Mapping gaps in provision
National
Public
Transport
database
bespoke journey
planning software
Log of searches with
no PT availability
(postcode sector to
sector)
EMIRES website
front end
Sutherland
PT database
(inc. DRT
and post-bus
services)
Job locations and labour supply

EMIRES highlighted job vacancies remain unfilled in coastal
towns of Dornoch, Golspie and Tain



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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

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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



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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

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Negotiated tariffs with taxi firms

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consider known trip demands in time and space
consider potential of route to satisfy future demands
consider potential of route to attract existing employees
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
Cost
10 miles x £1 per mile =£10
Revenue
35p per mile x 10 miles x 3 passengers = £10.50
Design Requirements (2)

Acceptable

job seekers

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taxi firms

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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 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)



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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


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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


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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:


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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 approves request for travel
Job
Seekers
Telephone or
internet booking of
trips (weekly)
Telephone
request for
travel
Invoice and
payments by
post (monthly)
T2E Booking Office
Information
Service
Management
•Booking
•Scheduling
•Dispatch
•Payment
Dispatching
route details
by phone and
fax (daily)
Transport
Providers
•Local Taxi
Companies
Billing and
payments
by post
(monthly)
Service Planning
•Route Development
•Community
Transport
Organisations
Promotion
Details of
T2E and
established
routes
Employment
Agencies
Info on existing PT
services eligibility
check
Public
Transport
Information
Database
Requests for
new routes
Info on target
development
areas (informs
route creation)
Economic
Development
Agencies
T2E client provided with transport to employment
Job Seekers search for job vacancies +
Job Centre informs them of T2E when appropriate
Job
Centre
T2E Client
Details
of T2E and
established
routes
Employers post job vacancies
Employers
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;


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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

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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 details
Route
ID
Route
Av. fare
Av.
Total
Av. number
Av.
Av.
Distance
revenue
number number
of
subsidy subsidy
per run
as a % of
of runs of route passengers per run per pass
(miles)
supplier
per week users
per run
(£)
mile (£)
cost
Established Routes
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
Bonar Bridge to Skibo (Early)
Bonar Bridge to Skibo (Late)
Golspie to Embo and Dornoch
Cambusavie to Golspie
Golspie to Brora (all)
Loth to Helmsdale
Helmsdale to Brora
Alness to Saltburn
Ardross to Alness
Tain and Balintore to Alness
Ballintore to Fearn
Recently Started Routes
Bonar Bridge – Golspie
Ardgay to Invergordon
Discontinued Routes
Ardgay to Carbisdale Castle [end Sep 06]
Bonar Bridge to Rosehall [ended Sep 06]
Bonar Bridge to Tain [ended Feb 07]
Bonar Bridge to Alladale [ended Jan 07]
Lairg to Overscaig [ended Nov 06]
Dingwall to Alness [ended Jan 07]
Evanton to Dingwall College [end Oct 06]
12
12
11
5
6
14
24
5
5
10
5
9
11
24
14
12
10
4
9
5
27
32
2
3
7
1
3
2
2
2
2
4
3
1.44
1.32
1.40
1.00
1.00
1.02
1.20
1.05
1.17
1.41
1.33
9.47
8.23
12.85
4.25
3.81
7.64
27.83
4.14
5.57
3.88
1.71
0.57
0.63
0.85
0.85
0.63
0.53
1.16
0.78
0.95
0.25
0.26
24%
28%
8%
19%
32%
28%
7%
21%
17%
37%
44%
13
10
8
14
1
1
1.00
1.00
12.65
9.50
0.97
0.95
7%
10%
6
13
8
14
16
10
10
10
7
5
8
6
9
8
1
1
2
1
1
1
1
1.00
1.00
1.04
1.00
1.00
1.00
1.00
9.20
12.65
5.55
13.70
15.80
8.50
8.45
1.53
0.97
0.67
0.98
0.99
0.85
0.85
10%
7%
34%
7%
6%
19%
11%
Av. route costs and revenues over time
Average supplier costs, fare revenues and subsidies per passenger m ile on established
routes
1
supplier cost/passenger mile
0.8
fare revenue/passenger mile
0.6
subsidy/passenger mile
0.4
0.2
0
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Jan
Feb
Mar
Month
Average supplier costs, fare revenues and subsidies per passenger m ile on
discontinued routes
1.2
Cost (£) / Passenger mile
Cost (£) / Passenger mile
1.2
1
supplier cost/passenger mile
0.8
fare revenue/passenger mile
0.6
subsidy/passenger mile
0.4
0.2
0
Jun
Jul
Aug
Sep
Oct
Nov
Month
Dec
Jan
Feb
Mar
User Surveys

Surveys conducted with over a third of the total number of users revealed:

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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 fulltime 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:

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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



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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


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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

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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 used
Indicator
Value
Employment assumptions
Wages, average
£162.40/wk
across clients
Wages, growth
2% p.a.
Welfare benefits
£0/wk
Job Seeker
Allowance-JSA
% T2E users stop
JSA claim
Income tax
NI –client
NI – State
% of T2E users
which are new
employees
Deadweight:
employment
Drop-off: use of
T2E
Add-on:
employment
£53/wk =
£2750/annum
10%
0% < £5,035
10% <£7,185
22% >£7,185
11%> £94/wk
23.8%>£94/wk
50%
0%
75%
25%
Displacement:
0%
employment
Other assumptions
Investment
£68,000 p.a.
Discount rate
Time period
3.5%
5 years
Source/Justification
Based on average wage of £5.80/hour and an average
working week of 28 hours
Growth equal to inflation rate (CPI) target
Changes to housing and council tax assistance – based on
survey responses
Current UK single person JSA of £46.85 for 18-24 years and
£59.15 for over 25 years
The % of T2E users which stop receiving JSA benefits as a
direct result of gaining paid employment due to T2E
UK Statutory rates 2006/2007
http://www.hmrc.gov.uk/rates/it.htm
UK National Insurance (NI) statutory rates
Statutory rates (11%-employee/12.8%-employer)
The % of T2E users which are contributing increased tax and
NI as a direct result of gaining paid employment due to T2E
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
Assumption based on evidence from length of use statistics
during the evaluation period
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
Based on employers survey response stating they were
unable to fill vacancies before T2E
Grant funding required to support the 20 main routes
examined in the evaluation analysis
HM Treasury recommended rate for appraisal
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 calculations
EMPLOYMENT
Benefits to each new employee client
Client Wages
Less welfare lost
Less JSA lost (10% of all T2E users)
Year 1
Year 2
Year 3
Year 4
Year 5
8444.8
0
2756
8614
0
2756
8786
0
2756
8962
0
2756
9141
0
2756
479
489
499
508
519
Less national insurance
Net benefit per client previously not receiving JSA
391
£7,574
399
£7,726
407
£7,880
415
£8,038
423
£8,199
Net benefit per client previously receiving JSA
Benefits to the State (per new employee client)
£4,818
£4,970
£5,124
£5,282
£5,443
0
0
0
0
0
2756
2756
2756
2756
2756
Increase in tax contribution
Increase in national insurance
Net benefit to state per client previously not receiving JSA
Net benefit to state per client previously receiving JSA
Combined Benefit
479
847
£1,326
£4,082
489
863
£1,352
£4,108
499
881
£1,379
£4,135
508
898
£1,407
£4,163
519
916
£1,435
£4,191
£8,900
£9,078
£9,260
£9,445
£9,634
Total number of T2E users
Drop-off (75%)
Total
Replenishment (3 years funding gives 2 years replenishment)
Number of T2E users in Jobs excluding add-on
Add-on (former T2E users still in same job)
Total number of T2E users in jobs including add-on
50% adjustment to account for those in 'new jobs' only
Total annual benefits
40
-30
10
+30
10
10
40
-30
10
+30
10
10+10
40
-30
10
0
10
20+10
10
-7
3
0
3
30+2
3
-2
1
0
1
32+0
20
10
30
15
40
20
35
17.5
33
16.5
89001
136171
185193
165284
158956
Less increase in tax contribution
Welfare saved
JSA saved
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
Total annual benefits
Total benefits
Year 1
85991
Year 2
127117
Year 3
167033
NPV of
Benefits
NPV of
Costs
658,014
204,000 454,014
Year 4
144036
Year 5
133837
Value Number VA per
Added of clients client
100
4,540
Total
£658,014
SROI
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
Number of clients in 'new' sustainable jobs
Net combined benefit per client in year 1
Aggregate benefit
Investment in year 1
Months those 10 clients must remain
employed to break even on investment
Indicator
Net combined benefit per client in year 1
Investment in year 1
Description
Clients still employed after 12 months
For client and the State
10 * £8,900
Grant funding
(£68,000/£89,000)*12
Description
For client and the State
Grant funding
Required number of clients into sustainable
£68,000/£8,900
employment over 1 year period to break
even on full investment
Value
10
£8,900
£89,001
£68,000
9.17
Value
£8,900
£68,000
7.64
Contents
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Why East Sutherland area ?
EMIRES project
Operational aspects of the T2E scheme
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Evaluation
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Service design + management
Booking office provision
Transport provision
Level of use
Stakeholder satisfaction (Users / Employers / Taxi operators)
Assessment of costs/benefits and sustainability
Conclusions and what’s next
Stakeholder views
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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.
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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
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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
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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
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Application to Big Lottery for funding beyond 2008

T2E Northern Ireland running since July2007
Next Steps
Based 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
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Identify the need for the service
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Develop
this
An identifiable number of job vacancies
which
are advice
difficult toand
fill create a tool which
automates as much of the process as possible
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
jobsbased
or largetool
numbers
of employers
is important
multiple
GIS
which
presents
spatial ifdata
on
occupancy T2E routes are to be generated
• demographics,
A lack of alternative transport provision
in the area – especially public transport operating
• employment,
job of
densities
+ job vacancies,
between the locations with job seekers
and the locations
job vacancies
Establish the supply for the service• public
(must betransport
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
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Investigate capabilities of accessibility
Setting of Fares
Establishing multiple occupancy routes
modelling tools for this purpose
Maximum length of route
Consultation with Employers
Partnership working
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