The New Zealand Police have approached recruiting 400 new police officers in a different way by filming “real-life social experiment” videos involving urban issues that officers deal with. Some of the videos highlight individuals at risk, including the first in the series where a young boy is eating food out of a trash bin. The video shows the real passers-by who ignored the little boy, and highlights the women that stopped to speak to the young actor. “Police want to attract more women, Māori, Pacific Islanders, and people from all other ethnicities and backgrounds to better reflect the communities we serve,” Commissioner of New Zealand Police Mike Bush told Australia’s Special Broadcasting Service.We have filmed a series of real-life social experiment scenarios exploring issues our officers deal with daily — involving the safety of the young and the vulnerable people in our communities.”
The latest in the series is going viral~it’s a James Bond look at New Zealand policing, but also gives a glimpse of Kiwi downtown and suburban, streets, a pedestrian crossing, and a police cat. Seriously. “Filled with kilted drummers, pelvic-thrusting dance parties and entirely gratuitous flipping stunts, the quirky clip features about 70 officers trying to lure in new coworkers through the nearly 3-minute-long video’s fresh approach.”
You can view the video below or here.
From stuff NZ:
The $630 million Kapiti expressway has actually doubled the amount of time it takes to commute into Wellington during the morning rush, some motorists say.
One Kapiti Coast resident believes the morning crawl into the capital is now so bad that she is vowing to use the train instead, even though it will cost her $100 more a month. …
The problem is that while the new four-lane expressway between Mackays Crossing and Peka Peka has shaved minutes off the journey through the Kapiti Coast, it has also created a traffic bottleneck where it connects to the old two-lane State Highway 1, just north of Paekakariki. The counter-argument, of course, will be that the problem can be solved with more widenings and roads. Which is exactly the case here:
Neil Walker, the transport agency’s Wellington highways manager, acknowledged earlier this month that congestion at Mackays Crossing was likely to continue until the Transmission Gully motorway was built.
It’s easy to forget how important motordom was to the 20th century and how it was really seen as the progressive way forward to modernity.
This 1955 film clip from New Zealand is a four-minute feature on safety improvements for the one hundred mile highway between Porirua and Wanganui. Looking to eliminate road accidents, the Transport Department and the National Road Board experimented with several novel ideas-like putting a stripe down the highway to delineate which sides the car should travel on, measuring curves for speed and using “microwave” radar detectors. Take a quick drive down the “guinea pig highway” when the car was king by accessing the video here.
An article in the New Zealand Herald notes how diminished the pedestrian is for road space in that country. Lynley Hood is a researcher in Dunedin who is losing her sight and has started a petition asking the government to reduce the number of pedestrians killed on New Zealand roads. In New Zealand pedestrians do not have priority over motor vehicles when crossing side roads and intersections.
Between 2006 and 2015 384 pedestrians were killed on New Zealand roads. Ninety cyclists were killed during the same time. Dr. Hood notes that the government “has more than $350 million invested in a Cycling Safety Action Plan. There is no pedestrian safety plan.” Thirty per cent of the pedestrians killed on the roads were 65 years and older. Ms. Hood notes that the 104 seniors in that 30 per cent of pedestrians were more than the total of cyclists killed, but that no special funding was available to ameliorate the cause of this carnage.
Ms. Hood had little interest in her work except from New Zealand’s chief coroner. Since the senior population in New Zealand will double in the next two decades that means the pedestrian death rate could also double. “Older people need to walk for exercise, Dr Hood said, and they have to cross roads. They are more unstable, move more slowly and are likely to have sight and hearing problems.When crossing a road they have no protection, and they are generally poorer judges of speed and distance. What’s needed is some commitment by Government to pedestrian safety. There are a lot of young traffic designers who would leap at the chance of tackling the challenge if Government put some money into it. We’re not all petrolheads.”
In New Zealand anything that is not a motorized vehicle uses the sidewalk including scooters, skateboards, mobility scooters and Segways as well as walkers. There is no set standard for width, design, surface or grade. In a country with a population size similar to British Columbia’s it is time for motordom to accept the right of all users, and to give pedestrians the priority for safe access across roads.
When faced with the devastation of virtually losing their city overnight due to a series of earthquakes in 2010 and 2011, Christchurch residents, council, design community and volunteer groups like Gap Filler began a spirited city beautification project using simple and affordable tactical urbanism techniques. The results are fun, interactive and flexible.
Want to screen the damaged fenced off buildings. Why not a row of movable street trees?
Oh, and that required chain link fence to keep people out of the rubble. Well, why not cover it with colourful art pieces?
Oversized furniture for all age groups to linger and climb on – done. Let’s paint the pavement while we are at it.
Lessons for Vancouver: Try it out in a simple and cost-effective way. Be bold, colourful and listen to feedback. Document it, and let the precedents inspire your permanent public realm designs.
Many may recall the powerful earthquakes that struck Christchurch, New Zealand in 2010 and 2011 virtually wiping out the Central Business District. It hit close to home for me; I was living in Auckland at the time and my stepfather’s house in Christchurch was damaged beyond repair.
But as most communities do in the wake of disaster, Cantabrians banded together to slowly rebuild their city anyway they could. Between the planning process/bureaucracy and the ultimate rebuild there’s an agonizing gap.
Behold: Gap Filler.
Here’s a description from their website:
Gap Filler is a creative urban regeneration initiative that facilitates a wide range of temporary projects, events, installations and amenities in the city… These short-term and comparatively small-scale projects are far less risky than new permanent developments – and consequently opens up opportunities for experimentation …
By recycling materials, teaming up with suppliers, harnessing volunteer power and being creative, Gap Filler proves that the regeneration of the city does not rely solely on large-scale developments by the private or public sectors. …
Ultimately, Gap Filler aims to innovate, lead and nurture people and ideas; contributing to conversations about city-making and urbanism in the 21st century.
I love tactile urbanism and the idea of quickly testing things in the public realm that are cost-effective and well-programmed for great simple placemaking.
The Pallet Pavilion
created by Gap Filler in Christchurch was a standout for programming and simplicity.
Whats behind this stack on colourful wood pallets? Enter and see …
On this day the stage was occupied by a Sunday afternoon Orchestra
Programming for the space is well thought out and flexible, accommodating a range of events.
Refreshments are serviced from this old camping trailer.
Movable tree planters add shade and greenery in addition to the portable umbrellas.
As popular as the Pallet Pavilion was, it was eventually taken down to make for a building on the gravel lot it sat on. That’s the nature of Gap Filler: temporary interventions plugging the gaps in Christchurch’s urban fabric.
I can’t help but think why we aren’t trying this in the Vancouver area? What about all that space on the Southside of False Creek? Or take it to the suburbs … empty lots, leftover spaces, the potential for stimulating neglected areas is huge.
Stay tune for more Gap Fillers in a community near you.
New Zealand’s Ministry of Transport has done a bunch of work on future demand which, as far as I know, is the first time a Government has been prepared to fundamentally challenge the view that traffic growth will continue unabated indefinitely.
It included the following typical graph beloved of urbanists showing how traffic projections have been proven wrong only to be recalibrated form the new base to show that the resumption of traffic growth is just around the corner. The difference this time is that the Ministry of Transport is using this graph to demonstrate how wrong past predictions have been, rather than the usual “traffic growth is just around the corner” scenario. Of note, since its peak in 2004, light passenger vehicle kilometres travelled per person (VKT per capita) in New Zealand has fallen by 8%, whereas in other western countries, VKT per capita has remained static.
“Figure 2 illustrates how our traditional forecasting models have consistently overestimated demand.”
This is clear in the following information from the Ministry of Transport’s website future demand section (my emphasis).
“New Zealanders drive nearly 30 billion kilometres each year in their cars, vans, utes and SUVs. The road network also carries 70 percent of all o
f our freight . As a nation we have built and continue to maintain a network of roads to allow us to make these trips.
The road network is worth more than $60 billion and costs more than $1 billion a year to maintain. We are planning to invest $10 billion over the next ten years to change the shape of the network to improve its quality and capacity.
This would be relatively straightforward if we knew how demand would change. The challenge we face, however, is there have recently been changes to the patterns of demand for personal travel. From 1980 to 2004 we saw annual increase in demand in the order of three percent per year. This highlighted the importance of tackling congestion and improving safety and gave us assurance revenue would grow to cover the costs of a growing network. From 2005 to 2013 total demand only grew by 0.25 percent per year.
We now face an uncertain future. We cannot be certain demand will return to pre-2005 levels of growth nor can we be certain it will remain flat. This means we can no longer rely on traditional forecasting models alone to help us to decide how to invest. Figure 2 illustrates how our traditional forecasting models have consistently overestimated demand.”