The Telegraph and Mail should stop buying DWP briefings hook, line and sinker

People leave housing benefit all the time, but the DWP managed to turn no news into good news

This morning the Telegraph and Mail ran stories claiming the the government’s benefit cap was already proving a success nine months before it comes into effect. According to the Telegraph

Iain Duncan Smith, the Work and Pensions Secretary, is due to release figures which show that 1,700 people who would have been affected by the £26,000-a-year limit have taken up work since being warned about next year’s cap ...

"These figures show the benefit cap is already a success and is actively encouraging people back to work," Mr Duncan Smith said. "We need a welfare state that acts as a safety net and encourages people back to work." Mr Duncan Smith said that the figures would embarrass Labour, which had opposed the cap.

The statistics on which the stories were based were released by DWP this morning after the press stories had appeared, a form of sharp practice for which they have already been ticked off by the UK Statistics Authority. Even had Labour opposed the benefit cap (unfortunately, they didn’t), there would be little for them to worry about in today’s figures, which should rather be an embarrassment to the government and to the gullible journalists who faithfully wrote up what they had been briefed. In fact, the data shows roughly the opposite of what Mr Duncan Smith claims.

The figures are based on contact made by JobcentrePLus with 58,000 claimants who it was believed would be affected by the cap when it comes into effect, assuming they were still claiming at that point. Over the two month period since letters were sent to affected claimants warning them of the policy change, 1,700 are said to have moved into work. That’s 2.9 per cent of the total.

But the obvious question seems not to have been asked: how many would have moved into work in any case?

We can get an idea from data on benefit flows. These are a lot higher than is usually realised: even in this period of weak labour demand, 89 per cent of claims for Jobseekers' Allowance and 73 per cent of claims for Employment Support Allowance end within a year (pdf). But surely claimants receiving payments high enough to hit the cap spend longer on benefit? In fact, there’s no evidence for this, as the table shows.

Duration on benefit as percentage of caseload All out of work Subject to cap
Total:    
Up to six months 23 19
Six months up to one year 11 12
One year and up to two years 11 14
Two years and up to five years 16 23
Five years and over 40 32

 

Source: Nomis and Commons Hansard

 

The main contribution to benefit entitlement exceeding the cap level of £26,000 a year pro rata is high housing benefit payments. The average monthly off-flow rate from housing benefit over the last year was 2 per cent. If we take this as a proxy for people moving into employment, then over a two month period, other things being equal, we would have expected about 2,300 out of 58,000 people (4 per cent) to have taken up work. So an off-flow into employment of 1,700 is no indication whatsoever that the cap is affecting behaviour. The government is claiming this figure as a "success", when all it shows is that people receiving high housing benefit payments sometimes move into employment. Who knew?

I don’t think Duncan Smith is being disingenuous here. I fear it is much worse than that: he is genuinely self-deceived. If he thinks that an off-flow of this scale offers any evidence of the effect of policy, it is because he and his government are fixated on long-term benefit claimants, largely for ideological reasons.

Thus the fact that people actually leave benefits in very large numbers every month without being forced is routinely airbrushed out of the presentation of government policy, while ministers make ludicrous claims about "families where nobody has worked for three generations" (a misleading claim addressed by Lindsey Macmillan and Paul Gregg).

So I suspect that the ideological message has been so profoundly internalised that the Secretary of State simply cannot conceive that anyone on this level of benefits could move into work other than in response to the threat of compulsion from his department, so any off-flow must count as evidence that the policy is succeeding.

Of course, I could be wrong. Maybe Duncan Smith is being disingenuous after all and knew exactly what he was doing when he sold the Telegraph and Mail this particular pup. That might even be less disturbing than the thought that he really believes this stuff.

A row of houses in Bath, England. Photograph: Getty Images

Declan Gaffney is a policy consultant specialising in social security, labour markets and equality. He blogs at l'Art Social

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.