I am surprised that the Guardian did not do this graphical analysis themselves. My analysis below shows the quite a few people were unarmed but many more were carrying guns, knives or other weapons.
You have to read through every individual data entry to work out how many of those killed had guns, and the many of these were shooting at police when they were shot dead. The same legwork is required to find out how many officers are on murder charges after killing civilians.
The average commute by public transport is 40 minutes as compared to less than 25 in a car. 74% of Aucklanders drive to work and another 9% are a passenger in a car.
No information was available on those who bike to work because only 1% of Aucklanders bike to work. Only 2% of all New Zealanders take a bike to work. The sample size was therefore too small. Yet another reason to ban bikes at night. Few commute on this mode of transport in Auckland.
The near identical commuting distances irrespective of the mode of transport except walking is further evidence that people are quite discerning in balancing commuting times and job selection as per the theory of compensating differentials. Indeed, average commuting times in Auckland are much the same as the average commuting time in America.
Improving the commuting times in one mode of transport will mean people simply take the mode of peak hour transport that is suddenly become less congested while others who were not going to commute at peak times or start commuting at peak times as Anthony Downs explains:
If that expressway’s capacity were doubled overnight, the next day’s traffic would flow rapidly because the same number of drivers would have twice as much road space.
But soon word would spread that this particular highway was no longer congested. Drivers who had once used that road before and after the peak hour to avoid congestion would shift back into the peak period. Other drivers who had been using alternative routes would shift onto this more convenient expressway. Even some commuters who had been using the subway or trains would start driving on this road during peak periods.
Within a short time, this triple convergence onto the expanded road during peak hours would make the road as congested as it was before its expansion.
The large drop in white young white male deaths so dominates figure 1 that it conceals a halving in white female deaths. These measures in figure 1 are not related to propensity to drive a car. It must be hypothesised that women were driving more than they used to in the 1950s and 1960s. Nearly all of the decline in white young female road deaths has been since 1990.
Figure 1: motor vehicle related deaths of males and females aged 15 to 24 by race, USA, 1950 – 2013
Source: Centres for Disease Control and Prevention.
Deaths of black males young black males in the road actually increased in the 1980s before falling again. There has been no change at all really in the number of deaths of young black females since 1950.
Why Evolution is True is a blog written by Jerry Coyne, centered on evolution and biology but also dealing with diverse topics like politics, culture, and cats.
In Hume’s spirit, I will attempt to serve as an ambassador from my world of economics, and help in “finding topics of conversation fit for the entertainment of rational creatures.”
“We do not believe any group of men adequate enough or wise enough to operate without scrutiny or without criticism. We know that the only way to avoid error is to detect it, that the only way to detect it is to be free to inquire. We know that in secrecy error undetected will flourish and subvert”. - J Robert Oppenheimer.
Utopia, you are standing in it! 
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