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
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 peoplea, and 17% of disabled people overall,
will be eligible for the Motability car scheme (approximately 64% of scheme
members are of working ageb). 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 Researchb, (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 2012a. 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 2012c), 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 9-10a, 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 2015a. 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 2010b, 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 schemea. 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 reporte
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 2010b, 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
2010b 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 2010b, 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 2010b, 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 2010b, 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 2010b, 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 2010b, p 2)
·
Contribution to GDP from
Motability of £2.015 billion, and in taxes of £468 million per year (Oxford
Economics 2010b, 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 2010b, 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 2015a
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 2010b, 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 2010b, 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 2010b 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 2010b
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 2010b, 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 2010b, 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 2010b, 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 vehiclesf 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 PIPa,
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
|
|
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