DPAC: Reversing from Recovery: The Hidden Economic Costs of Welfare Reform

Reversing from Recovery:

The Hidden Economic Costs of Welfare Reform (Full report)

Rob Parsons MA (Cantab), Jane Young LLB (Hons) PGCert (Disability Studies), B. Morris  and Sam Barnett-Cormack BSc MSc, with thanks to many other people for checking and re-checking our work.

Foreword

The UK Car Industry is beginning to show  green shoots of recovery. Vince Cable, Minister for Business, Innovation and Skills, states long term investment by the major car manufacturers will play an integral role in Britain’s eventual recovery¹.

The evidence backs this view; the latest new car registration figures are encouraging². Given the wider economic context and  priority to stimulate growth, you may wonder what the car industry and wider economic growth have to do with Welfare Reform.

Currently 1.8 million people of working age in the UK receive Disability Living Allowance (DLA)³. The controversial Welfare Reform Act lays out government plans to cut spending by 20% through the abolition of DLA and replacement with PIP (Personal Independence Payment).

As PIP is introduced, up to 280,000 fewer people – equivalent to the population of Sunderland - will qualify for the enhanced mobility element which provides eligibility to lease cars using the Motability scheme. This matters to the British Car Industry.

Our report outlines how cuts affecting people’s independence mean that hard working disabled people will no longer be able to get to work, and that all those losing eligibility will struggle to participate in leisure activities, attend medical appointments and take part in daily life.

It is unclear if the Government have carried out robust financial impact risk assessments, or if they have alerted the car industry to the likely possibility of a substantial loss of new car sales rising to 31,450 annually by 2016.

Responding to a written question, Maria Miller, the Minister for Disabled People, gave no indication the risk to the economy has been considered⁴. The assurance given shows the Department for Work and Pensions are liaising with Motability to look after claimants, not the car industry.

This report assesses in stark detail the cumulative threats to working disabled people, business owners, the UK car industry and the Treasury itself based upon this change to eligibility. The conservative estimate is a combined loss of more than £500 million, potentially significantly higher if other associated industries are taken into account.

Can the UK car industry - both large companies and smaller dealerships – bear the brunt of these losses?

Can the UK’s fragile economy afford to take these risks?

Notes to Foreword:
¹ Vince Cable, Debate on the Queen’s Speech, 5 May 2012

² SMMT New Car Registrations data for May 2012, Press Release 8 June 2012

³ DLA helps individuals meet the extra costs that come with disability, regardless of employment status

⁴ Maria Miller – Written Parliamentary Answer to a question from Anne McGuire MP, 24 April 2012

1.  Summary of Main Findings

The Government plans to reform Disability Living Allowance (DLA), a benefit designed to help eligible individuals meet the extra costs that come with disability regardless of their employment status. It is estimated 27% fewer working age disabled people^a, and 17% of disabled people overall, will be eligible for the Motability car scheme (approximately 64% of scheme members are of working age^b). Whilst some Motability customers have recently been vilified  by sections of the media, the reality for many people with severe difficulty walking difficulty is that their Motability car provides independence and enables them to go to work and have a full life. In addition, the Motability scheme makes an extremely important contribution to the wider economy.

The Welfare Reform Act 2012 outlines the abolition of DLA and replacement with Personal Independence Payments (PIP). This report investigates the overall effect of the PIP proposals on the economy, specifically due to fewer disabled people being eligible for the Motability scheme. Since nearly one in a thousand jobs in the UK are directly or indirectly generated by the Motability scheme, the effect on the economy of reducing the size of the scheme is considerable. If they lose their car, many disabled people may have to stop working, start to claim out of work benefits and cease their contribution to the Treasury through income tax and national insurance. This report discusses:

·       the effect of the loss of employment and economic activity generated by the scheme itself,

·       the reduced economic contribution by disabled people, and

·       increased costs to other publicly funded services such as hospital transport and door to door services such as Dial-a-Ride.

 Research has shown the Motability scheme accounts for about 10% or more of all new car sales in the UK and supplies a large number of used cars into the used car market. It is clear a 17% reduction in this contribution could have a devastating effect on the car industry, both manufacturing and retail.

Whilst it is acknowledged that there would be significant cost in continuing to pay the enhanced mobility component to the same number of claimants through PIP as currently qualify for higher rate mobility via DLA, this extra cost of up to £640 million will be substantially outweighed by the cost of the proposed reforms to the economy, public services and to the wellbeing of disabled people. We therefore urge the Government to consult more widely and to think again before adopting PIP as currently proposed.

2.  Introduction

The Motability car scheme enables disabled people who receive the higher rate mobility component of Disability Living Allowance (HMRCDLA) to use this allowance to lease a car or wheelchair accessible light van. In 2010, Motability commissioned a report on the economic and social impacts of the car scheme,  “Economic and social impact of the Motability Car Scheme” by Oxford Economics and Plus Four Market Research^b, (the ‘Oxford Economics’ report). This report demonstrated very substantial benefits to the economy resulting from the Motability scheme, and the baseline figures in this report are taken from the Oxford Economics research.

Under the Welfare Reform Act, the Government is planning to reform Disability Living Allowance (DLA) by replacing it with a new benefit, Personal Independence Payment (PIP), for people of working age. The current draft proposals for PIP are mostly contained within its recent consultation document: “Personal Independence Payment: Assessment Thresholds and Consultation”, January 2012^a. This document (the ‘PIP assessment consultation’) provides projections of the reduction in the number of people eligible for the higher (enhanced) rate of mobility component, and therefore eligible for the Motability scheme, when the proposed change from Disability Living Allowance (DLA) to Personal Independence Payments (PIP) has been fully implemented in 2015/16.

The stated overall purpose of the change to PIP for working age claimants is to reduce the bill for this benefit by 20% (Impact Assessment of DLA Reform, DWP, revised May 2012^c), to make the benefit more affordable. There is a projected reduction in the number of working age claimants of 23%; of these, it is the reduction in the number eligible for the enhanced mobility component that is relevant to this report. In the PIP assessment consultation, pages 9-10^a, it is projected that 280,000 fewer claimants between 16 and 64 will be eligible for the enhanced mobility component and therefore the Motability scheme – a reduction of 27% of eligible working age claimants (for further detail see below).

3.  Relationship between DLA reform and Motability

Currently, disabled people are eligible to join the Motability scheme if they are entitled to the higher rate of the mobility component of DLA (HRMCDLA). It has been confirmed that, under PIP, those entitled to the enhanced rate of the mobility component of PIP will be eligible to join the scheme (“DLA Reform and Personal Independence Payment –completing the detailed design – consultation”^d , page 28, paragraph 7.16). DWP projections assume that, if DLA were to continue in its current form, there would be 1,040,000 working age claimants of HRMCDLA in 2015. In contrast, under current draft proposals, DWP projections estimate the number of working age claimants of the enhanced rate of the mobility component of PIP to be 760,000 in 2015^a. Thus it is projected that there will be 280,000 fewer eligible claimants overall, a 27% reduction in the number of working age claimants eligible for the Motability scheme. According to Oxford Economics 2010^b, p 21, 64% of Motability car scheme customers were aged 16-64 in 2009, so assuming this has stayed relatively constant, the projected percentage reduction in the total number of claimants eligible for the scheme is 17%. It is this 17% reduction in the total number eligible for the Motability car scheme, and the 27% reduction in the number of eligible working age claimants, which is key to the analysis presented in this report.

Although only a certain proportion of HRMCDLA  claimants use the Motability car scheme (others may use their HRMCDLA in a variety of ways, including on the Motability wheelchair/scooter scheme or, for example, on taxis), there is no reason to believe that a greater proportion of eligible claimants will use the scheme under the PIP proposals. In fact, the Government anticipates that claimants with a broader spectrum of impairment type, who satisfy descriptors under either or both of Activities 10 and 11, will be eligible for the scheme^a. It is therefore arguable that fewer claimants of the enhanced mobility component of PIP may use the Motability scheme, as there are likely to be eligible claimants who will only benefit from a car if they have someone to drive them regularly. In addition, it may be that some awards of PIP are of too short a duration to enable access to the scheme. However, for the purposes of this analysis it is assumed that a 27% reduction in the number of working age claimants eligible for the Motability car scheme is likely to result in AT LEAST a 17% reduction in the overall number using the scheme.

However, it is also worth highlighting that in the years following PIP implementation, older people still claiming the HRMCDLA will start to die and younger PIP claimants, of whom 27% fewer are able to claim the enhanced mobility rate, will reach pensionable age. Thus there will be a further reduction in the number of claimants eligible for the Motability car scheme over time, as more PIP claimants reach pensionable age and there are fewer older people claiming DLA. Thus the figure of 17% reduction in the total number of eligible claimants will gradually increase.

Nor is it only sectors of the economy related to the Motability scheme that are likely to be affected by the reduction in the number of disabled people receiving the higher/enhanced rate of the mobility component – many DLA claimants use their benefit to purchase mobility equipment. A recent OFT report^e estimated that the market for mobility aids is worth between £430 million and £510 million. It seems certain that this market could also be affected if fewer disabled people receive sufficient benefits to pay for mobility aids that are not provided by the NHS or social services.

4.  Benefits of the Motability car scheme to its customers

The overall benefit to Motability customers of membership of the car scheme, according to Oxford Economics 2010^b, p73, is described as follows:

“Having a Motability vehicle enables disabled people to make spontaneous and independent decisions to travel to places to undertake activities of their own choosing.  This increases their independence.  It enhances the choice and control they have over their own lives.  It contributes towards the Government’s vision of independent living for disabled people.

“The vast majority (85%) of Motability customers said that their car had made a difference to their ability to access health service appointments.  The car also made a positive difference to 77% of customers’ health.  This is both physical (being less tired or having less extreme days) and mental health (less stress and depression).

“There are many facets to the increased independence.  Having a Motability car enables 15% of Motability customers and 6% of their informal carers to improve their education. Of those able to work, 39% reported having a Motability car had enabled them to improve or maintain their employment.  It had also impacted 7% of customers’ families, enabling a household member to gain or keep a job.”

Our purpose here is to estimate the impact on the Motability car scheme of the replacement of DLA by PIP for claimants of working age, and the consequential cost to the motor industry and the wider economy.

NOTE: Although the Oxford Economics report 2010^b gives figures for 2009, growth in the Motability car scheme since then is likely to mean that the scheme’s benefits to the car industry and the wider economy are now even greater. The figures in this report for predicted losses are therefore conservative; if current figures for the economic benefits of the Motability scheme were available the predicted losses would probably be greater.

5.  Overall economic benefits of the Motability car scheme

Oxford Economics 2010^b, p13, shows the overall impact of the Motability car scheme in terms of direct, indirect and induced impacts. Direct impact is the employment and economic activity created by providing and maintaining the cars; indirect impact is in the wider supply chain; induced impact is consumer spending among those employed in the jobs created in the direct impact. The total value to the economy of these impacts of the car scheme was calculated as follows:

·       it supports 21,080 jobs (nearly one in a thousand UK jobs)

·       it supports £2,015m in GDP

·       it contributes £468m in tax receipts

In addition there is an economic impact through the lives and activities of Motability customers. This is more complex and subject in some cases to greater reliance on estimates and equivalences. There is for instance an established methodology for translating wellbeing into financial terms. Because of the contestable nature of some of these figures and the assumptions behind them, we will not go into them in great detail, but we will make some remarks later.

The most significant and reliable figure for the effect on the lives and activities of Motability customers is for those who are enabled to work and therefore pay tax rather than rely on other benefits. Here, Oxford Economics 2010^b, p50 says:

“The Motability [car] scheme is estimated to enable 12,500 customers and informal carers to get a job, 56,100 to keep a job and in total this is worth £1.2 billion in gross wages per year. “

There are a number of other calculations. For instance, the overall benefit of the scheme to the economy in terms of wellbeing is said to be £3.2 billion per year (Oxford Economics 2010^b, p 3). The saving to public services in terms of ambulance and Dial-a-Ride trips to health appointments etc is estimated to be £30 million per year (Oxford Economics 2010^b, p 2).

For the purposes of this report we will concentrate on the three headline figures:

·       Number of jobs supported by the Motability scheme: 21,080 (Oxford Economics 2010^b, p 2)

·       Contribution to GDP from Motability of £2.015 billion, and in taxes of £468 million per year (Oxford Economics 2010^b, p 2)

·       Contribution to GDP from Motability customers and their carers being able to work of £1.2 billion per year (plus uncalculated tax going back to HMRC through income tax and NI payments) (Oxford Economics 2010^b, p 3).

6.  Overall economic cost of fewer disabled people being eligible for the Motability car scheme

The number of claimants eligible for Motability will drop by 17%, based on the DWP's projections for the number of eligible claimants under PIP in 2015^a and on the approximate percentage of Motability customers who are of working age (see section 3, above). Making the valid assumption that benefits to the economy fall by around the same percentage, this means that:

·       As many as 3,583 jobs could be lost (ie 17% of the 21,080 jobs supported by the car scheme).

·       Motability's contribution to the economy could drop by £342 million (ie 17% of its £2.015bn contribution), and its tax contribution by £79 million (ie 17% of its £468 million tax contribution).

·       Motability's working customers' contribution to the economy could, as a worst case scenario, drop by up to 27% or up to £324 million (ie 27% of working customers’ contribution of £1.2bn, assuming only claimants under 65 are in paid work).

Thus the combined total of the losses to the economy could therefore be £666 million, and tax losses to the Treasury are likely to be well in excess of the £79 million lost from Motability itself.

7.  Reduction of the number of disabled people in paid work

The above figures assume that if 27% fewer working age disabled people are entitled to access the Motability scheme, the number undertaking paid work will reduce by the same proportion. This is admittedly a worst case scenario, but there are many comments on websites and blogs by disabled people who cannot see a way to continue working if they no longer have their Motability car; the following being a good example:

“I presently receive higher level DLA which I have used for Motability for many years. I do work and earn a decent wage to be honest but without the Motability option, my life would be ruined... the potental loss of income would mean that I would have no transport and have to give up my job as I cannot use public transport...

“...So I end up jobless and housebound and my condition will deteriorate and shorten my life.”

From “Thousands of disabled people set to lose their Motability vehicles”^f comment by DG on 20.1.12, accessed 9 May 2012

Although the Government has stated its commitment to continuing to support the ‘most severely disabled’, it is arguable that a great number of those who use their Motability car to access paid work are likely to be those whose impairments are not the most severe, and for whom there are therefore fewer barriers than those encountered by the ‘most severely disabled’ people. It is these disabled people whose walking difficulties are less severe who are likely to lose their entitlement to the Motability scheme due to the tighter eligibility criteria for the enhanced mobility component of PIP.

8.  Direct impacts on the motor industry

8.1 Impact on the car manufacturing industry and sales of new cars:

There will be a substantial direct effect on the new car industry of the reduction in the number of claimants eligible for the Motability scheme. In 2009, the Motability scheme accounted for 10% of new cars bought in the UK. Research (Oxford Economics 2010^b, page 8) shows that without the Motability scheme, the great majority (over 90%) of Motability's customers would not buy a new car. They could not, by any stretch of the imagination, afford to.

In 2009, Motability funded the purchase of new cars from 38 different manufacturers through 4900 dealerships. 17% of the cars bought were manufactured in the UK and Motability activity supported some 1000 jobs in accredited dealerships (Oxford Economics 2010^b, pages 17-18). The loss of 17% of these sales would therefore be significant.

185,000 new cars were sold to Motability Operations in 2009, a total value of £1,733 million (Oxford Economics 2010^b page 17). A reduction of 17% would mean a loss of sales revenue of £294 million, and 31,450 fewer cars sold. Approximately 170 jobs at dealerships would disappear.

The Oxford Economics report 2010^b page 18 provides further calculations of the positive impact of the Motability scheme on new car sales:

‘In 2009, £1,733 million was spent on new cars for Motability customers. We multiply this figure by the ABI ratios for the ‘sale of new cars and light motor vehicles’ industry^#. This suggests Motability’s expenditure created £63 million in GDP. Dividing through by average productivity in car retailing suggests it employs 1,000 people at car sales outlets. Using the ONS input output tables to generate multipliers suggests supply chain and consumption effects add an extra £50 million in GDP and 1,040 jobs. In total, spending on new Motability cars supports £113 million in GDP and 2,040 jobs through the retailing and distribution channel. It is estimated to generate £38 million in tax receipts.’

^# Standard Industrial Classification (SIC) code 45.11/1 ‘Sale of new cars and light motor vehicles’

A 17% reduction in all the above figures would constitute a serious economic impact on the new car distribution and retailing sector, including a reduction in contribution to GDP of £19 million and the potential loss of 346 jobs.

8.2 Impact on the used car industry:

According to the Oxford Economics report 2010^b, page 18, based on figures from 2009:

“The Motability Car Scheme also [provided] the used-car market with a reliable and plentiful supply of cars. In 2009, 162,000 Motability used cars were sold onto the second hand market. This was about 2½% of the used cars sold to consumers in Great Britain. Distributors and retailers... earn a margin on each used car sold.

“We estimate Motability’s impact on retailers and distributors of used cars by estimating the value of these cars when sold to customers (disaggregated by whether they are full-term or early-term)^##. This figure is then scaled by the ABI ratios for the ‘Sale of used cars and light motor vehicles’ industry^###. This suggests £144 million in GVA was generated at used car sales outlets. At average industry productivity levels, these sales employed 2,820 people. Following the multiplier approach, sales of Motability used-cars generated a total contribution to GDP of £286 million. It is estimated to have supported 5,750 jobs and contributed £105 million in tax revenues.”

^## Motability (2009) provides data on the average sale price of Motability cars (£5,030 for full term and £7,168 for early term). Dealers are estimated to earn a margin of £1,459 (full) and £2,079 (early) on their sales to customers

^### Standard Industrial Classification (SIC) code 45.11/2 ‘Sale of used cars and light motor vehicles’

Thus a 17% reduction in car scheme customers would lead to a reduction of approximately 17% of activity generated by the scheme in the used car industry. This equates to 27,000 fewer used cars sold to the second hand market. This would indicate a loss of around £48 million in contribution to GDP and a loss of approximately 970 jobs, under the current draft proposals to replace DLA with PIP.

9.  Costs in education and training

The Oxford Economics report 2010^b, pages 50-59, carries a detailed assessment of the impact of the Motability car scheme on customers' ability to access education and to retrain and improve their skills, thus improving their employability. It notes the significant impact of qualifications on the chances of getting a job, and the significant increases in earnings among those who have a job. It makes a variety of estimates of the value and potential value to the economy of those jobs and job prospects. As these are largely potential impacts, we do not propose a detailed examination here of the economic losses due to lost opportunities. We do, however, make the point that reducing the number of disabled people eligible for Motability is a short-sighted policy in the sense that it is directly contradictory to the general government policy of producing a high-skill workforce in order to compete in the global economy, and is also directly contrary to the DWP's own policy of getting people into work. If the DWP is serious about equipping disabled people to undertake paid work, it should protect eligibility for the mobility component of disability benefits.

10.                   Costs in wellbeing

The Oxford Economics report 2010^b, page 60 estimates the annual benefit to the economy derived from measures of wellbeing among Motability customers as £3.2 billion per year. Again, as this is an estimate, and difficult to argue in terms of direct impacts, we do not make an estimate of the actual economic loss of reduced wellbeing consequent on reducing the availability of the Motability scheme. We do, however, point out that wellbeing does have a direct impact on services. Increased wellbeing means less use of health services, fewer hospital admissions and less reliance on social care services and a host of other public services. The impact of further pressure on these services is not to be taken lightly and is another cost of reduction in benefit that needs to be taken into account.

These assertions regarding the costs to wellbeing of the reduction in the number eligible for the Motability scheme are backed by comments made by a number of current HRMCDLA claimants in response to the second draft PIP criteria, for example:

“This looks like the situation that many like me, who can walk a few yards with a walking stick, but not far enough to get to Town, or the nearest bus stop, will lose their Motability cars. So, thousands of us will become prisoners in our own homes”

From Personal Independence Payment (PIP)^g, comment by W on 17.2.12, accessed on 9 May 2012

and

“I currently get the high rate mobility/DLA which I use for a Motability car and this gives me my independence. It is no exaggeration to say that without it I will be virtually housebound. Only able to get out when someone can take me...”

From “Thousands of disabled people set to lose their Motability vehicles^f comment by H on 20.1.12

11.                   Mitigating the negative economic impact of DLA reform

Having carefully studied the proposed criteria and assessment for PIP^a, we are of the opinion that the principal reason for the projected reduction in the number of disabled people eligible for the Motability scheme, and the consequences for the economy as outlined above, is the flawed descriptors in Activity 11. Our detailed critique of these is set out in the WeareSpartacus response to the PIP assessment consultation: “Together we Shout: The We are Spartacus Community Responds to Government”^h. In essence, the descriptors in Activity 11 prevent many disabled people with severe walking difficulties from qualifying for the enhanced mobility component of PIP. To mitigate the detrimental effect on individual claimants and reduce the negative effect on GDP of fewer claimants being eligible for the scheme, the Activity 11 descriptors should be adjusted and clarified to ensure that people with severe walking difficulties, which seriously impact on their ability to get around, can qualify for the enhanced mobility component of PIP.

The economic feasibility of mitigating the effect of the current PIP proposals on the Motability car scheme would depend in part on the annual cost of funding, rather than not funding, the higher (enhanced) mobility component to the 280,000 people projected to lose this component under the current proposals. 50% is a conservative estimate of the proportion of these potential claimants likely qualify for the standard, rather than the enhanced, mobility component of PIP under the DWP’s current projections. Using current rates of approximately £54 per week for the higher rate mobility component and approximately £20 per week for the lower rate mobility component, the cost of mitigation would be approximately £640 million. In reality, given the descriptors for Activities 10 and 11 as currently drafted, it is probable that many more than half of the potential claimants would qualify for the standard mobility component of PIP under the DWP’s current proposals. Therefore the cost of mitigation (ie funding the difference between the enhanced mobility component and the standard mobility component for a majority of claimants and funding the full amount of the enhanced mobility component for a minority) is likely to be less than the £640 million calculated above.

This mitigation cost, of up to £640 million, should be considered alongside the likely economic losses estimated in this report – up to £666 million lost to the economy plus a substantial reduction in tax revenue to the Treasury (section 6 above) - resulting from a projected 17% fewer disabled people receiving the enhanced mobility component of PIP than currently receiving the HRMCDLA. It is also important to note that we have not sought to quantify the additional public sector spending arising from disabled people losing their independence, becoming increasingly isolated and needing more support from health and social care services – all costs which would come on top of the projected economic costs outlined in this report if the PIP proposals are adopted as currently drafted.

12.                   Conclusion

Since the Motability car scheme provides a major boost to the UK car industry and the economy as a whole, in addition to giving independence to many thousands of disabled people, any proposal to restrict the number of people eligible for the scheme will incur sizeable losses in GDP and tax revenues. This is a particular concern at a time when the motor industry is being seen as an important driver of economic growth in a difficult economic landscape. Further,  in addition to these purely economic losses, the withdrawal of lease cars from a large number of disabled people with severe walking difficulties is likely to result in reduced participation in paid work as well as reduced independence and life chances.

Since research has highlighted the positive impact of the Motability car scheme on people’s general wellbeing, reduced access to the scheme will undoubtedly have a negative impact on wellbeing. Standard methods of modeling the economic benefits of wellbeing suggest that the cost of reduced wellbeing alone could be around half a million pounds (section 10 above) in addition to putting greater pressure on health and social care services.

Given the costs to the motor industry, the economy and wellbeing of a 17% reduction in the number of disabled people able to access the Motability car scheme, we trust that the Government will give careful consideration to the wider consequences of its proposals to reform disability benefits and will consult much more widely, including with industry, before finalizing the regulations under the Welfare Reform Act.

References

a	“Personal Independence Payment: Assessment Thresholds and Consultation”, DWP, January 2012, available from http://www.dwp.gov.uk/docs/pip-assessment-thresholds-and-consultation.pdf
b	“Economic and Social Impact of the Motability Car Scheme” by Oxford Economics and Plus Four Market Research (2010), available from http://www.motability.co.uk/main.cfm?Type=HOER
c	“Disability Living Allowance Reform Impact Assessment”, DWP, May 2012, available from http://www.dwp.gov.uk/docs/dla-reform-wr2011-ia.pdf
d	“DLA Reform and Personal Independence Payment – completing the detailed design”, DWP, March 2012, available from http://www.dwp.gov.uk/docs/pip-detailed-design-consultation.pdf
e	“Mobility aids: An OFT market study”, Office of Fair Trading, 2011, available at http://www.oft.gov.uk/shared_oft/market-studies/oft1374
f	“Thousands of disabled people set to lose their Motability vehicles”, Jane Young, January 2012, available from http://janeyoung.me.uk/2012/01/19/thousands-could-lose-motability-vehicles/
g	“Personal Independence Payment”, Jane Young, 2012, available from http://wearespartacus.org.uk/welfare-reform/pip/
h	“Together we Shout: The We Are Spartacus Community Submission to the Government Consultation on Assessments for Personal Independence Payments ”, Sam Barnett-Cormack and others, April 2012, available from http://wearespartacus.org.uk/wp-content/uploads/2012/02/wearespartacus-pip-submission-30-4-12.pdf