Mr. Hal Stevenson:

Ours is a very similar set up which includes mandatory in-app training and in-person sessions that we run for our riders. Across the panel the benefits of the higher services that we provide are visible in terms of having that constant touchpoint with the rider. What is interesting about this amendment is how it applies to how private e-scooter users will be regulated or legalised, where there is not the same touchpoint. People are able to buy something over the counter. How do you regulate who uses that and how much training they get? If we take it back to base principles, what we are trying to deliver is hopefully something that is safer than the current situation but also delivers something that provides a meaningful modal shift and a sustainable way for people to get around. There is going to be a tension or a balance between wanting to introduce some form of organised, official training without creating unnecessary barriers to usage. Perhaps it could be some form of standardised online training that stops short of a provisional licence or a driving licence requirement. Whether getting on a for-hire e-scooter or a private e-scooter, a person needs to know how to use it and need to use it safely. What we do not want to do is dissuade people from taking that step if there are onerous training or requirements that are not in keeping with the technical specifications.