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View the feedback we have received on the NTC Consultation RIS - Barriers to the safe use of personal mobility devices paper.

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The maximum speed that a PMD is capable of should not be part of the definition of a PMD. No other form of vehicle classification includes a criteria involving the maximum speed that a vehicle is capable of (eg cars, bikes). There are other parts of the regulatory frame work that address the real question, which is the speed that PMDs should be operated at in giving situations (just like cars and speed limits on given roads).
It seems artificially high, specifically to allow inclusion of one particular brand/form of PMD (Segway). While I have no objections, if it were an issue, then an alternative maximum weight of 20kg could easily be adopted while still accommodating the vast majority of PMDs in use today.
Yes, they should be allowed to learn and ride PMDs, but only in safe settings like paths and other areas where they are not at risk of interacting with road-going vehicles. They should not be allowed to ride PMDs on roads due to their lack of skill, judgement and risk-taking maturity.
Yes, the criteria are appropriate.
The analysis inadequately deals with the variable of privately owned and operated PMDs in comparison to rental scheme PMDs. Consideration ought to be given to the more careful and skillful operation of owned PMDs that is the result of a private owner's familiarity with their particular PMD and their vastly greater financial responsibility for the purchase, maintenance and repair of the device. Rental scheme PMD operation must factor in greater probability of malicious, unskilled, and improper use of those PMDs and provide framework to safely govern their use without adversely affecting the responsible use of privately owned PMDs.
PMDs should be able to access footpaths, separated paths, bicycle paths and roadways with speed limits up to 60 kph. This most accurately reflects the general speeds and capabilities of these devices and places them in locations where they can integrate well (speed-wise) with surrounding pedestrians, bicycle and vehicle movements.
Pedestrian Areas - 10-15 kph. This reflects efficient progress for the PMD rider and allows adequate time to brake and maneuver around pedestrians should unexpected behavior be encountered.
Non-road bicycle areas - up to 25 kph, reflecting harmonious integration with general bicycle speed.
Roads and on-road bicycle areas - Up to 60 kph, reflecting harmonious integration with general vehicle speeds.
No, Option 4 is the best option, such that local roads with speed limits up to 60 kph are permissible.
None of the Speed options are optimal. Per previous question, the optimal speed option is 10-15 kph on footpaths, up to 25 kph on non road bicycle areas and up 60 kph on road and on-road bicycle areas.