Motoring
Insurance Reform • Fuel Duty Split • No Hidden Cameras • Advanced Driving Tests
MOT Reform • No Black Boxes • No Parking Charges on NHS
Your Premium Pot • Fair Renewal • Country Road Safety • QR Tax Disc
The Principle
Driving is not a luxury. For most people outside major cities, it is the only way to get to work, reach a supermarket, visit a GP, or take children to school. Public transport does not serve rural England — BUILD’s Transport Charter addresses that, but until the 24/7 bus network is built, the car is not optional. Taxing, fining, and surveilling drivers as if they are choosing a luxury when they are choosing the only viable option is not transport policy. It is revenue extraction from people who have no alternative.
BUILD’s motoring policy treats drivers as adults, prices driving fairly, reforms insurance so that your own money stays yours, and ensures that road safety measures work rather than just generating income.
If you cannot get to work without a car, the car is not a luxury. Stop taxing it like one.
Pillar 1: Insurance Reform — Your Premium Pot
You paid £600 last year. The insurance company didn’t spend it. Where did it go? Not back to you. Into their profit. Then they charged you £700 the next year. BUILD says: that £600 is still yours. It sits in your pot. Next year, you top it up. The pot grows. If you claim, it comes from the pot. If you don’t, the pot keeps growing and your annual payment keeps falling.
1.1 — The Premium Pot Model
Car insurance will operate on a personal premium pot model. Year one: the driver pays the full premium — say £600. That £600 goes into the driver’s personal pot, held and managed by the insurer. If no claim is made, the £600 remains in the pot. Year two: the driver pays an annual administration and risk fee — approximately £100–£150 — which tops up the pot. The pot now contains approximately £700–£750. Year three: another £100–£150. The pot grows. No claim, no depletion.
After five years with no claims, the driver has a pot of approximately £1,000–£1,200 and is paying £100–£150 per year. After ten years: a pot of £1,500–£2,000 and the same annual payment. The driver’s own accumulated premiums fund their own claims. The insurer manages the pot, handles claims, and charges an administration fee. The insurer does not pocket the premium and then charge more next year for the privilege of not having used it.
The pot is not dead money. Insurers invest the pot — ISA wrapper, low-risk fund, managed portfolio — and take 50% of the annual growth as their management fee. The driver keeps the other 50%. A pot of £1,000 earning 8% returns generates £80: £40 to the insurer, £40 added to the driver’s pot. The pot grows without the driver paying a penny extra. The insurer earns more as the pot grows, which means they earn more when the driver drives safely and does not claim. Their entire incentive structure flips: from “charge as much as the customer will tolerate” to “grow the customer’s pot as well as we can.” Fifty percent of investment growth across millions of pots is enormous, predictable, recurring income — more attractive to shareholders than the current churn-and-burn model where half the revenue goes on marketing to replace customers who left because the renewal price went up.
1.2 — Claims Come From the Pot
If the driver makes a claim, the claim is paid from their pot. A minor claim depletes the pot partially. A major claim may empty it. If the claim exceeds the pot, the insurer covers the excess — that is what insurance is for. After a claim, the pot rebuilds through subsequent annual payments. The driver’s no-claims history is the pot itself: a visible, tangible amount of money that represents their record.
1.3 — No Renewal Price Hikes
The current practice of loyalty penalisation — where insurers offer cheap first-year premiums to attract customers and then raise the price every year on renewal, betting that the customer will not bother to switch — is abolished. Under the pot model, the annual payment is the administration fee. It does not increase because the insurer has decided to test how much you will pay before you leave. The fee is published. It is the same for every customer in the same risk category. It does not change at renewal.
1.4 — Two Plans: With or Without Black Box
Insurers must offer two plans: one with a telematics black box (for drivers who want the lower premium that monitoring can provide) and one without (for drivers who value their privacy). The without option must be genuinely affordable — not priced punitively to force drivers into surveillance. The premium difference between the two plans is capped at a percentage that reflects the actual actuarial difference in risk, not a markup designed to coerce acceptance of monitoring.
This is consistent with the Life, Liberty & Freedom Charter’s surveillance ban: you have the right to drive without a device tracking your speed, location, braking, and cornering. That right is not priced out of reach.
Pillar 2: Fuel Duty Split
2.1 — Three Rates
Fuel duty will be split into three categories, similar to the red/white diesel system used in agriculture and marine:
Social / personal use: full rate
Driving for leisure, holidays, social trips. Full fuel duty applies. This is discretionary driving.
Business and commuting: 50% rate
Driving to and from work, business travel, delivery and logistics. Half the fuel duty rate. Verified through employer confirmation and mileage declarations. A person who drives 40 miles each way to work because there is no bus should not pay the same fuel duty as a person driving to the coast for the day. The commute is not optional. The tax should reflect that.
Agriculture and emergency: exempt
Farm vehicles and emergency service vehicles are exempt from fuel duty entirely. This is already partially the case for agricultural red diesel. BUILD extends it to all farm vehicles and all emergency service vehicles without exception.
Pillar 3: Speed Cameras and Road Safety
3.1 — Visible Cameras Only
All speed cameras must be clearly visible and signposted. No hidden cameras. No cameras concealed behind bushes, signs, or structures. No cameras painted the same colour as their background. The purpose of a speed camera is to slow traffic at a dangerous location. A hidden camera does not slow traffic — it photographs traffic that has already passed at speed and generates revenue from the fine. That is not road safety. It is a cash machine.
A visible camera with a warning sign slows traffic before the dangerous point. The driver sees the camera, slows down, passes the danger point at a safe speed, and nobody is hurt. The fine is never issued because the camera did its job by preventing the offence rather than profiting from it. BUILD wants fewer fines, not more fines. Visible cameras achieve that.
3.2 — Country Road Cameras
More speed cameras on rural and country roads, where a disproportionate number of fatal accidents occur. Country roads account for the majority of road deaths in England, yet speed enforcement is concentrated on motorways and urban A-roads because that is where the traffic volume generates the most fine revenue. BUILD will deploy cameras where the deaths happen, not where the revenue flows.
3.3 — 20mph Zones
Blanket 20mph zones applied to entire urban areas without evidence of a safety benefit are reviewed. Twenty miles per hour is appropriate outside schools during school hours, in genuine residential streets with parked cars and limited visibility, and in pedestrianised areas. It is not appropriate on dual carriageways, arterial roads, or any road where the 20mph limit is routinely ignored by every driver because the road was clearly designed for higher speeds. Speed limits must reflect the road, not a political decision applied with a paint roller.
Pillar 4: MOT Reform
4.1 — Annual Visual Check Plus Biennial Full MOT
The current annual MOT is replaced with a two-tier system: an annual visual safety check (lights, tyres, brakes, steering, windscreen, mirrors, seatbelts) conducted at any approved garage for a reduced fee; and a full MOT inspection every two years covering the complete current test specification.
Modern vehicles are better built, more reliable, and more electronically self-monitoring than the cars the MOT was designed for in 1960. A well-maintained modern car does not develop a critical safety fault between annual checks. But a car with a blown brake light, a bald tyre, or a cracked windscreen should not wait two years to be told about it. The annual visual check catches the obvious safety items. The biennial MOT catches the structural and mechanical items. Between them, road safety is maintained without requiring a full inspection every twelve months on a vehicle that passed comprehensively last year.
4.2 — Emission Testing Reform
Emission testing will distinguish between modern vehicles (Euro 6 and later, which have sophisticated emission control systems) and older vehicles. Classic cars — defined as vehicles over 25 years old — will be assessed against the emission standards that applied when they were manufactured, not against current standards they were never designed to meet. A 1970 MGB was not built to pass a 2026 emission test. Requiring it to do so does not reduce emissions — it scraps heritage vehicles for no environmental gain.
Pillar 5: No Surveillance Behind the Wheel
5.1 — No Mandatory Black Boxes
Telematics black boxes will not be mandated for private vehicles. Insurance companies may offer black box policies as an option (Pillar 1.4), but no driver is compelled to accept one. Your car is your private space. Where you drive, when you drive, how you drive, and how often you brake is your business. Not your insurer’s. Not the government’s. Not a data broker’s.
5.2 — No In-Car Advertising
Already covered by the Life, Liberty & Freedom Charter (Pillar 3.4): no ads in products you have paid for. BMW, Jeep, and Chrysler pushing ads to car dashboards is prohibited in the UK. Your car is yours. The screen shows what you choose to see, not what a manufacturer has been paid to show you.
5.3 — Dashcams
Dashcams are encouraged but not mandatory. A dashcam protects the driver — in the event of an accident, a road rage incident, or a false claim, the footage provides evidence. Unlike a black box (which monitors the driver for someone else’s benefit), a dashcam records the road for the driver’s benefit. The footage belongs to the driver. It is not transmitted to any third party. It is not accessed by the insurer unless the driver voluntarily submits it as part of a claim.
5.4 — Tachographs: Commercial Only
Tachographs remain mandatory for HGVs and commercial vehicles, as a safety and working-hours compliance measure under the Work & Workers Charter. They are not extended to private vehicles. A tachograph on a private car is a black box by another name. The distinction is clear: commercial vehicles that carry goods or passengers on public roads are monitored for safety. Private vehicles driven by their owners are not.
Pillar 6: Parking and Access
6.1 — Hospital Parking: Free
Already in the NHS Reform Charter (Pillar 11.2). Restated here for completeness: hospital car parking is free for patients, visitors, and staff. No exceptions.
6.2 — Town Centre Parking: Free for 2 Hours
Already in the Shopping & Local Economy Charter (Pillar 1.1). Free parking in all town centres for visits of up to two hours. Parking charges are a tax on local shopping. They will be abolished for short stays.
6.3 — Private Parking Companies
Private parking companies that operate on supermarket car parks, retail parks, and private land will be regulated. Maximum fine levels will be set by law. Aggressive debt collection for parking fines is prohibited. The current model — where a private company issues a £100 fine for overstaying by five minutes in a supermarket car park, then sells the ‘debt’ to a collection agency that adds £200 in fees — is predatory. It will be stopped.
6.4 — Residential Street Parking
If a household has a driveway or garage, their vehicles are parked on the driveway or in the garage. Not on the street. A person with a perfectly usable driveway who parks on the road because it is three seconds closer to the front door is blocking the road for buses, emergency vehicles, delivery drivers, and every other road user. If you have the means to park off-road and you choose to park on-road instead, you are fined.
On residential streets where on-street parking is the only option (no driveways, no garages), parking is permitted on one side of the road only. Not both sides. One side. Marked and enforced. When both sides of a narrow residential street are lined with parked cars, the road becomes a single-track obstacle course where buses cannot pass, fire engines cannot access, and two cars meeting head-on have to reverse 200 metres to find a gap. This is the reality in villages like Wateringbury, where the bus literally cannot get through its own route because both sides of the road are blocked.
The one-side rule keeps one lane permanently clear. Buses pass. Emergency vehicles pass. The road functions as a road, not as a free car park with a tarmac strip down the middle that may or may not be wide enough for an ambulance.
6.5 — Dropped Kerbs: Streamlined, Not Blocked
If a property has a driveway, the council must approve a dropped kerb application within 28 days. The current process — where councils charge £1,000–£1,500, take six months to process, and frequently refuse on spurious grounds — is anti-car policy disguised as highway management. The council wants you to park off-road. The council blocks you from creating the access to park off-road. The council then fines you for parking on-road. BUILD breaks the cycle: if you have a driveway, you get a dropped kerb. Processed in 28 days. At a fair, regulated price that reflects the actual cost of lowering a kerb, not a revenue opportunity.
6.6 — Remove All Low Traffic Neighbourhoods
All Low Traffic Neighbourhoods (LTNs), ‘Liveable Neighbourhoods,’ modal filters, road closures, and planter blockades are removed. Immediately. Every single one.
LTNs close residential roads with bollards and planters, forcing cars to take detour routes three times longer than the direct route. A journey that took 30 seconds through the neighbourhood now takes five minutes around it. The car burns three times the fuel, produces three times the emissions, and sits in three times the traffic on the surrounding roads that absorb the displaced journeys. The ‘quiet street’ is quiet. Every road around it is gridlocked. The total emissions increase. The total journey time increases. The total congestion increases. The only thing that decreases is the traffic on one street, occupied by residents who lobbied for the closure because they wanted a quieter road at everyone else’s expense.
LTNs are not climate policy. They are displacement policy. They do not reduce car use. They increase car distance. They do not reduce emissions. They increase emissions. They do not reduce congestion. They redistribute congestion from one street to the surrounding streets. And they disproportionately affect disabled drivers, delivery drivers, emergency vehicles, and anyone whose journey cannot be rerouted through a cycle lane.
BUILD removes them all. If a road exists on the public highway network, cars can use it. If the council wants to reduce traffic on a residential street, it provides viable public transport alternatives (Transport Charter), not road closures that punish drivers for using roads that the taxpayer built and maintains.
Pillar 7: EV Transition
7.1 — No Ban on Petrol and Diesel
BUILD will not ban the sale of new petrol and diesel vehicles by an arbitrary deadline. The transition to electric vehicles will happen naturally as EVs become cheaper, better, and more practical — which they are, year by year. Banning petrol cars before the charging infrastructure is ready, before EV prices are affordable, and before the electricity grid can handle mass EV charging is a political gesture that punishes drivers who cannot afford a £30,000 electric car.
When EVs are cheaper than petrol cars, charge faster, and can be charged at every home and every street — the market will switch without a ban. BUILD accelerates the transition through cheap electricity (Energy Charter), charging infrastructure at cost (Energy Charter, Pillar 8.3), and EV purchase grants. Not through prohibition.
7.2 — EV Charging at Cost
Already in the Energy Charter (Pillar 8.3). Public EV charging is priced at cost under the publicly owned energy system. A driver charging at a public point pays the same per kilowatt-hour as their home electricity bill. Not three times as much because a private operator owns the charger.
7.3 — EV Noise: Mandatory External Speakers
All electric vehicles must be fitted with mandatory, non-defeatable external sound speakers that are loud and clearly audible to pedestrians at a reasonable distance. No exceptions. No off switch. EVs are near-silent at low speed. That silence kills. “Stop, Look, and Listen” is drilled into every child in Britain from age four — but the Listen part is now worthless if half the cars on the road make no sound. Visually impaired people have been raising this for years. A blind person stepping off a kerb cannot hear an EV approaching. A child running into a car park does not hear the car. An elderly pedestrian crossing a residential street has no audible warning. A dog walker on a country lane cannot tell a vehicle is behind them. The EU already mandates the Acoustic Vehicle Alerting System (AVAS) for new EVs, but the current regulations are a joke: the sound is too quiet, it only activates below 12mph, and many owners disable it because they find the hum annoying. Some manufacturers treat it as an afterthought. BUILD’s standard is simple and non-negotiable: the sound is clearly audible at a distance sufficient to give a pedestrian time to react, it operates at all speeds below 20mph, and it cannot be deactivated by the driver or any third party. If you are moving, you are making noise. The sound does not need to be obnoxious — it needs to be unmissable. Safety is not optional. Silence is not a luxury feature. It is a pedestrian safety hazard.
7.4 — Registration Plate Reform
The current UK registration plate system is reformed for clarity and identification:
Petrol and Diesel
White front plate, yellow rear plate, black text. The current standard, retained unchanged.
Electric Vehicles
All electric vehicles regardless of age must display a green front plate with white text and a red rear plate with white text. This provides instant visual identification of powertrain type without checking a database. A traffic warden in a clean air zone can spot a non-green plate entering the restricted area without ANPR. Emergency services arriving at a crash scene know immediately whether they are dealing with a high-voltage battery. EV-only parking bay compliance is visible at a glance. The current green side-strip is invisible and ineffective. BUILD makes it unmissable.
All Vehicles
Standardised, high-contrast font with clear character spacing readable by humans and ANPR at distance. No custom spacing that rearranges characters to spell words. No tinted plate covers. No fonts that make a 3 look like an 8. If the plate cannot be read at 50 metres, it does not meet the standard.
7.5 — Bring Back the Tax Disc: QR Sticker
The physical tax disc was abolished in 2014 and replaced with an ‘online-only’ check. Since then, road tax evasion has risen significantly because there is no visible indicator of whether a vehicle is taxed. Nobody checks because there is nothing to check.
BUILD will reintroduce a physical windscreen sticker — a modern, colour-coded QR disc. Each year has a distinct colour: red for one year, green the next, blue the next. The colour indicates the purchase year, not the expiry month. A glance at the windscreen gives an immediate compliance indication without scanning: if the colour is more than 14 months old, the tax has almost certainly expired. A traffic warden, a passing police officer, or even a nosy neighbour can spot a potentially untaxed vehicle at a glance — the same benefit the old paper disc provided, rebuilt for pennies.
Post Office Thermal Printing
QR stickers are thermal-printed at Post Offices on standard thermal sticker rolls, costing fractions of a penny per unit. Post Offices already handle vehicle tax. They already have thermal printers on every counter. No new infrastructure. No outsourced printing contract. No waiting for delivery. Tax the car at the counter, the Post Office prints the QR sticker in the right year colour, done. Ten seconds.
For the online process: tax the car on GOV.UK, receive a printable QR code PDF in the correct year colour, print and apply it yourself. For people without printers, walk into any Post Office and they print one for you. This also quietly gives Post Offices another reason to exist, which matters when rural branches are closing. Every transaction that keeps footfall up helps keep them viable.
The sticker is tamper-evident — removal destroys it. Forgery is detectable via QR verification. The technology is 2026. The principle is 1921: if it is on the road, it displays proof that it is legal to be on the road.
Pillar 8: Driving Standards — Learn to Drive, Not Learn the Route
The current driving test was designed for a road network with a fraction of today’s traffic, no motorways, and vehicles that could barely reach 60mph. You pass a theory test and one short practical, and then you are let loose on motorways, country roads, and rush-hour dual carriageways having never driven on any of them. Meanwhile, an entire industry exists to game the system: instructors drill candidates on the specific roads around their test centre, YouTube channels film every test route from every angle, and people pass because they memorised the roundabout sequence — not because they can drive. BUILD will scrap the DVLA, replace it with a new Driver and Motor Vehicle agency (DMV), and introduce a five-exam advanced driving programme modelled on police and ADI advanced standards. The driving age drops to 16 — but the bar rises dramatically.
8.1 — The DVLA Is Gone
The DVLA is abolished. In its place, BUILD establishes the Driver and Motor Vehicle agency (DMV) — a modern, streamlined body responsible for licensing, vehicle registration, and driving standards. The DMV administers the new five-exam advanced driving programme and oversees the QR tax disc system (Pillar 7.5). Drivers aged 30 and over who hold an existing full UK licence retain their licence under the current test structure. They have demonstrated competence over years or decades of driving. Re-testing experienced drivers who have clean records is unnecessary, expensive, and insulting.
All new drivers aged 16 to 30, and all foreign licence holders applying for a UK licence, take the full five-exam advanced driving programme. The driving age is lowered to 16 — giving young people independence earlier, but with a dramatically higher competency bar. Young drivers are disproportionately involved in fatal accidents — drivers aged 17–25 account for roughly 25% of road deaths despite making up around 7% of licence holders. Foreign drivers are unfamiliar with British road conditions, left-hand driving, roundabout systems, and the specific challenges of UK rural and motorway driving. Both groups benefit from a more rigorous assessment. Both groups are statistically higher-risk. The five-exam programme addresses that without penalising experienced drivers. The programme does not cost more than the current system because the reduction in accidents, emergency service callouts, NHS admissions, and insurance claims from better-trained drivers offsets the cost of more rigorous testing.
8.2 — Five Exams, Five Real Tests
The current two-test system (theory plus one practical) is scrapped entirely. In its place: five advanced driving examinations modelled on police and ADI advanced driving standards. Three are advanced skill tests. Two are separate on-road assessments conducted on different road types and in different conditions. All five must be passed to receive a full UK driving licence.
Motorway Driving
Mandatory motorway driving assessment. The current test does not include motorway driving — a newly qualified driver can pass their test in a town centre and immediately drive onto the M25 in rush hour having never been on a motorway. Under the enhanced test, every candidate completes a motorway driving section covering joining, lane discipline, overtaking, speed management, and leaving the motorway. This is not optional.
Night Driving
A practical assessment in low-light or dark conditions. Headlight use, dipped beam discipline, dealing with oncoming headlights, pedestrian visibility, and the additional hazard perception required when driving at night. Young drivers are disproportionately involved in night-time accidents. They should be tested in the conditions where they are most at risk.
Adverse Weather and Rural Roads
Assessment in wet conditions where available, and mandatory rural road driving covering single-track roads, blind bends, limited visibility, farm vehicles, livestock on the road, and the adjustments required when driving on roads with no central line, no verge, and no margin for error. Country roads kill more people than motorways. The test should include them.
Fatigue Awareness
A theory and practical component covering the signs of driver fatigue, the legal responsibility to stop when tired, and the physiological reality that a fatigued driver is as impaired as a drunk driver. Every year, drivers die because they fell asleep at the wheel and the test never taught them to recognise the warning signs.
Basic Vehicle Maintenance
Candidates must demonstrate knowledge of: tyre condition and pressure checks, oil and coolant level checks, light and indicator function checks, windscreen washer fluid, and how to change a wheel. Not every driver needs to be a mechanic. Every driver needs to know whether their car is safe to drive.
8.3 — P-Plates: Graduated Licensing
All newly qualified drivers under 30 enter a two-year probationary period with the following restrictions:
P-plates displayed on the vehicle at all times during the probationary period. This is not a stigma. It is information. Other road users adjust their expectations and give appropriate space, the same way they do for L-plates.
Night driving restriction for the first 12 months: no solo driving between 11pm and 5am unless travelling to or from work (verified by employer confirmation). Young drivers are massively over-represented in night-time fatal accidents. Restricting night driving in the first year — as Australia, New Zealand, and several US states already do — directly reduces fatalities.
Passenger limit for the first 6 months: maximum one passenger under 25. A car full of teenage passengers is the highest-risk configuration for a young driver. Peer pressure, distraction, and showing off cause deaths. One passenger for six months until the driver has established basic solo driving competence.
Zero tolerance for alcohol and drugs for the full two-year probationary period. Not the standard 80mg limit. Zero. Any detectable level of alcohol or drugs results in immediate licence suspension and a requirement to retake the enhanced test. Australia’s graduated licensing system with zero alcohol tolerance for P-plate drivers cut young driver deaths by approximately 30%. The evidence is conclusive.
8.4 — Foreign Licence Conversion
No foreign driving licence is automatically valid for long-term use in the United Kingdom. Visitors may drive on their foreign licence for up to 12 months. After 12 months, or immediately upon applying for residency, the driver must pass the UK practical driving assessment to receive a UK licence.
The assessment covers: left-hand driving competence; roundabout navigation (many countries do not have roundabouts, and drivers from those countries are statistically more likely to cause accidents at UK roundabouts); motorway joining and lane discipline; rural road driving; and the specific hazards of UK conditions including wet roads, limited daylight in winter, and the particular challenges of British urban and rural road layouts.
This is not a barrier to immigration. It is a road safety measure. A driver who learned to drive on straight desert highways in 40°C heat is not automatically competent on wet, winding British country roads in the dark. The assessment confirms competence. Competent drivers pass. Incompetent drivers receive training until they are competent. Everyone on British roads holds a licence that proves they can handle British roads.
8.5 — No Route Gaming
Each of the five exam courses is unique and unknown to the candidate until they arrive at the test centre. No two tests follow the same route. The candidate does not know which roads, which junctions, or which conditions they will face until the examiner tells them to drive.
Photography, videography, aerial drone footage, and any form of recording of test routes is banned and enforceable by law. No instructor films the route. No YouTube channel publishes a walkthrough. No candidate memorises the sequence of roundabouts on the A-whatever because they saw it on TikTok the night before. The entire cottage industry of test-route gaming — which currently allows people to pass by rehearsing a specific sequence of roads rather than learning to drive — is dismantled.
This forces driving instructors to teach adaptable skill rather than route-specific muscle memory. It forces candidates to actually learn how to read a road, manage a junction, and respond to the unexpected. That is what driving is. If you cannot handle an unfamiliar road, you cannot drive. The test should prove that you can.
The Road BUILD Will Deliver
These eight pillars treat drivers as adults, price driving fairly, and reform a system designed to extract revenue from people who have no alternative to the car.
Your insurance premium stays in your pot. No claims, the pot grows, your annual payment falls. No loyalty penalisation. No black box required. Two plans: monitored or private, both affordable.
Commuter fuel costs half. Speed cameras are visible and deployed where the deaths happen, not where the revenue flows. The MOT adapts to modern vehicles: annual safety check, full test every two years. Hospital and town centre parking are free. Private parking cowboys are regulated.
Your car is yours. No dashboard ads. No mandatory black box. No surveillance. Dashcams encouraged for your protection. The petrol ban is replaced with a natural market transition driven by cheap electricity and infrastructure investment. EVs are identifiable at a glance — green and red plates, not an invisible side-strip. They make noise, because pedestrians have the right to hear a vehicle approaching. The road tax disc is back — as a colour-coded QR sticker that costs pennies and keeps Post Offices alive. The DVLA is gone, replaced by the DMV. New drivers take five advanced exams on unknown routes that cannot be gamed, filmed, or memorised. You pass because you can drive, not because you watched a YouTube video of the test route the night before.
If you cannot get to work without a car, the car is not a luxury. BUILD will stop taxing it like one, stop surveilling you for using it, and stop pretending that a hidden speed camera behind a bush is road safety.
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BUILD UK
builduk.club
August 2026
Download this charter as a document (.docx) — the paper as written. What follows is the same text, readable.