Let’s press pause on Braking Bad

So word on the grapevine is that it should be prime Lime time and the company would really like them back on the streets before the next Wave rolls in and starts squeezing into its territory. But before that happens, shouldn’t we be reassured no more episodes of Braking Bad are imminent?

Confused? Fair enough, though the lack of clarity might be a reasonable metaphor for what it’s like trying to understand the Lime scooter situation in New Zealand right now. And surely, before we go much further, we need a much clearer idea of what’s happening with regard to scooter safety, who’s responsible for what, who’s paying, how fast riders can go, where they can and can’t ride, and who’s ultimately going to be responsible if there’s a major incident, involving loss of life.

On Monday, a suspension of Lime scooter operations in Auckland, imposed on Friday after 155 reported ‘‘irregular braking incidents’’ nationally, was extended for 24 hours. The company says it has addressed the problem, an issue with its ‘‘firmware’’ that caused the scooters’ electronic brake to come on suddenly – often when being ridden downhill at speed – and had run an update across its whole New Zealand fleet. Now it is calling for equal treatment for all operators, in advance of competitor Wave’s entry to the market, but has understandably got offside with the Auckland Council with an ill-advised email campaign that saw councillors inundated at the weekend.

E-scooters are a heck of a lot of fun, and it’s no surprise so many Kiwis have hopped on in the increasing number of places they’re available, from Auckland and Christchurch to Lower Hutt and Dunedin. Wellington might be set for a turn in the Limelight if safety issues are addressed, though the Californian company apparently has competition for the capital contract.

There’s no doubt e-scooters also offer something of a solution to inner-city congestion and pollution. Lime said a survey of Auckland users showed 20 per cent were opting to leave their cars at home, or not to catch taxis. It’s reasonable to assume similar scenarios elsewhere. Fewer cars, and reduced emissions, must be good news for city centres and those who live and work there. Though long-time cyclists are quick to point out the bicycle’s advantages extend to the fitness of users, not everyone is in a position to bike to work, and an economical motorised option is certainly appealing.

But it’s clear e-scooter companies, representing a so-called ‘‘disruptive mobility’’ in the lingo of the ‘‘gig economy’’, are causing another type of disruption as well. That’s to the sense of safety of many likely to cross paths with them – pedestrians, mobility scooter users, cyclists, and others – and is behind moves to have their speed restricted to 10kmh. But it’s also to the Kiwi sense of fairness, judging from social media and a stream of readers’ letters, especially in light of suggestions that huge profits could be made in return for a paltry sum in licence fees, leading to allegations that profits are being put before user safety.

If e-scooter companies are to become a permanent fixture, assurances about safety and fairness are required. If it takes government regulation of the sector to achieve it, that may have to be the choice put in front of operators.

If e-scooter companies are to become a permanent fixture, assurances about safety and fairness are required. If it takes government regulation of the sector to achieve it, that may have to be the choice