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Black Kids in Outer Space interviews Tamika L. Butler. Tamika serves as the Executive Director of the Los Angeles Neighborhood Land Trust, a non-profit organization that addresses social and racial equity, and wellness, by building parks and gardens in park-poor communities across greater Los Angeles. Tamika has a diverse background in law, community organizing, communications, and nonprofit leadership. Recently, she was the Executive Director of the Los Angeles County Bicycle Coalition. Prior to leading LACBC, Tamika was the Director of Social Change Strategies at Liberty Hill Foundation, and worked at Young Invincibles as the California Director. She transitioned to policy work after litigating for three years as a public interest employment lawyer at Legal Aid at Work (previously Legal Aid Society-Employment Law Center). Tamika is currently a board member of New Leaders Council – Los Angeles (NLC) and Lambda Literary Foundation, and is an advisory board member for the Legal Aid at Work’s Fair Play for Girls in Sports program. She previously served as a the co-chair of the National Center for Lesbian Rights Board of Directors, the Institute Co-Director of NLC, and a board member of T.R.U.S.T. South LA. Tamika received her J.D. in 2009 from Stanford Law School, and in 2006 received her B.A. in Psychology and B.S. in Sociology at Creighton University in her hometown of Omaha, Nebraska.


On February 8, Jersey City became the first New Jersey municipality to say through action it is no longer accepting death by car crash as part of its citizens lives by the adoption Vision Zero.

“In most road transport systems, road users bear complete responsibility for safety. Vision Zero changes this relationship by emphasizing that responsibility is shared by transportation system designers and road users,” from a paper presented by Ingvall and Haworth at the 2016 6th International Road Safety & Traffic Enforcement Conference.

New Jersey’s Toward Zero Death street safety policy is not working. In 2017 overall death of pedestrians by car crash was at a three year high.  People are continuing to die on New Jersey roads. They are dying, because in New Jersey we accept crashes as accidents. We accept policy based on the faulty idea that death from crashes is about bad personal choice and not about bad engineering and bad data.

Vision Zero does not accept that some people have to die, so that some people can get to where they are going in in their cars slightly faster. Vision Zero emphasizes infrastructure and education.

If we want a New Jersey that has Complete Streets, streets that all people can use regardless of ability, race, age, or mode of modality of the user, we have to have streets that are just and fair.  We must have street design and technology that supports fair and just streets. We must have cycle tracks (protected bike lanes), safe crosswalks, and pedestrian plazas.  We also need reduced speed limits and good public transit. Finally we must have good public policy. The police have to stop being the sole tool used in African-American and Latino communities for traffic safety. It is bad and lazy policy.

In African-American and Latino communities street design, technology, and systematic change is historically not prioritized.  In these communities safety in regards to urban planning and transportation is put almost exclusively on the individual through police via punitive individual consequences.

For communities of color the police have been a huge part of enforcement in regards to safe streets policy and in many communities of color they have been the only component of safe streets policy.

Vision Zero is a chance to turn the tide against punitive enforcements on communities of color. Vision Zero is a chance to make real fundamental change to the infrastructure of all communities.

Vision Zero began in Sweden in 1997. In Sweden getting to work as quickly as possible is no longer prioritized over safety.

In 2014 Vision Zero came to the US via New York. In 2014 New York City had the fewest pedestrian deaths in its recorded history.

In 2014 New York reformed Stop-and-Frisk a policy to harass and terrorize pedestrians that overwhelmingly impacted African-American men.

In 2013 191,558  people were stopped owing to Stop-and-Frisk. 56% African-American 29% Latino. 88% innocent.

In 2014 45,787 were stopped owing to Stop-and-Frisk.  53% African-American. 27% Latino. 82% innocent.

The harassment of people because of their race does not make streets safer. Fixing infrastructure and good policy does. In 2017 New York City allocated $400 million for Complete Street infrastructure owing to Vision Zero.

Vision Zero cannot just be for predominantly white and middle class communities.

Vision Zero needs to continue to be embraced equitably as it was intended with the four principles Vision Zero adopted from the World Health Organization:

  • Ethics: Human life and health are paramount and take priority over mobility and other objectives of the road traffic system
  • Responsibility: providers and regulators of the road traffic system share responsibility with users;
  • Safety: road traffic systems should take account of human fallibility and minimize both the opportunities for errors and the harm done when they occur; and
  • Mechanisms for change: providers and regulators must do their utmost to guarantee the safety of all citizens; they must cooperate with road users; and all three must be ready to change to achieve safety.

Roads in Sweden are built to prioritise safety over speed or convenience. Low urban speed limits, pedestrian zones, and barriers that separate cars from bicycles,” from the Economist.

Infrastructure, technology, and smart policy are all keys to the success of Vision Zero.

Vision Zero was about equity in its inception and it needs to continue to be about equity in New Jersey.  Policies are only as fair and just as the people implementing and interpreting those policies.

People in bicycle/pedestrian advocacy, urban planning, social justice,  and public health need to continue to be in the conversation for Vision Zero and  continue to push the conversation on topics  like racism, which so much bad transportation policy in New Jersey and around the United States is based on.

Vision Zero is about not accepting a little bit of death or a little bit of racism, just so some people can get to where they are going a little bit faster.

by Lark Lo

(This is modified from my Transportation Alternative May 2017 column.)

I want comfort when I’m walking and cycling on our city streets.  I am raising the bar and changing the narrative of the conversation on our streets.  Our streets should not just be safe. Safe is just a beginning. Streets should not only be safe, but comfortable.

When I am walking around town, I trip over broken sidewalks.  I run across streets, because I don’t want to be crushed by vehicles.  On my bicycle I have to be vigilant. I have watch out for potholes, look out for people opening their car doors, and be shrieked at by people driving their car, because I prefer to not go the long way and instead choose to ride where people can see me, which is not always on the “safer” side streets.

When I discuss these concerns with policy makers the conversation often gets turned into, “Do you wear a helmet? Do you use the crosswalk, because you know crosswalks and helmets are important?”

It becomes a lecture on street safety in regards to only people not in cars. The onus of the safety of the roads that I pay for with my tax dollars becomes reduced to, “Are you following the rules, so people can drive in comfort?”  

There is no concern for the comfort of pedestrians.

There is no concern for the comfort of bicyclists.

It is an expectation in these conversations  that if you’re not in your car that it is dangerous and that of course you will be uncomfortable.

My comfort on the street is not a concern. A comfortable drive in your car is an expectation. A comfortable bicycle ride or walk — that is entitlement.

I am no longer discussing what I do to protect myself with people who have car-centric views.  

Safe is a low bar in regards to our urban and suburban streets. I should not have to beg for my life, because I am not traveling by car.

I expect safety. We all should expect at the bare minimum safety when we are doing such mundane tasks as going to the grocery store or going to work.

I want comfort.

I do not feel comfortable or safe going the long way. I do not feel comfortable with putting on a reflective vest, a helmet, and having a GoPro attached to my bicycle just because there is an accepted expectation that not being in your car is dangerous.

I do not want just safety. I want comfort. I want comfortable roads to ride my bicycle on. I want comfortable sidewalks to walk on. I want people in wheelchairs and with mobility issues to be able to casually go to the park and I want their trips to the park to be as pleasant as the park itself.

I want what people in cars have. I want a smooth and comfortable ride. I want a luxurious walk to the park.

Consumer Reports stated this regarding cars:

You want the ride to be pleasant and not torture for your body….Discomfort or even a bumpy, noisy ride can make the drive very unpleasant.”

When I’m walking around I don’t want to feel discomfort, because absolutely zero consideration was made of pedestrians and cyclists when a street was designed, when a plan was approved, and when the money for transportation was divvied up.

I want comfort and luxury not just for the streets in communities that have the most development, but in communities that have the most people walking and riding in them. I want  luxury and comfort in communities with the highest amount of death and injuries owing to crashes.

Safe as a measuring stick is clearly is not good enough.

At least I didn’t die getting home isn’t good enough anymore.

We need  our streets to be comfortable not just for people in cars, but for people who choose to not get around by car and for people who have no choice, but to get around on foot, with a wheelchair, by public transit, and by bicycle.

by Lark Lo




Earlier in the week VELO Bloomfield went to Urban Cyclery to celebrate the opening of a positive thing going on the Essex community of East Orange.  Urban Cyclery is owned by
Osceola Hansen a East Orange native and just an all around great guy, because not only does he have a shop he supports Black and Latinx teenagers (the demographic that there are few programs for) in the bicycle rides that the teenagers put on called Ride-Outs.

While cycling has gotten more popular, so has racism. The rules for Black and Latinx young people having fun seems to differ greatly in comparison to everyone else.

On Saturday, January 27 a bicycle ride in East Orange that was organized for the local kids.  This event was advertised  via social media, Urban Cyclery, and VELO Bloomfield.  Someone else decided to invite themselves, the East Orange Police Department spent the morning shadowing, stalking, and harassing the kids for being kids.




Kids on bikes from East Orange, Long Branch, and Newark were harassed just for being on bicycles.

“Cops say that we have to follow the same rules as motorcycles and if they don’t take your bike or they’ll walk you out of town,” said a young cyclist from Long Branch.

boy arrested for wheelies
Child being arrest for popping a wheelie! Your childhood memory has just been criminalized.

The police presence was intimidating.  This event was a group of kids on their bikes with their grandmothers, parents, and little sisters.  I’m confused as to why the police came down on this ride like it was an Apocalyptic Outlaw Motorcycle Gang that was pillaging the local countryside.

“Seems like bike lanes and cycling are just for rich people,” said another young person from Long Branch.

A woman there with her granddaughter said the Elmwood Park in East Orange, does not allow bikes.  

another boy getting ticket
Another kid getting ticket, for being a kid on a bike.

Meanwhile the  cops on the scene said the kids should not be riding on the sidewalk, but then began ticketing kids for riding in the street (while popping wheelies).  So effectively, there was nowhere for them to bike.  

“The boys take great pride in their bikes.  They maintain them, keep them clean, and have a lot of bike knowledge,” said a woman at the ride.  

One boy overheard and agreed.  I took a pic with him and his bike labelled “Proud of his bike.”  He was from the neighborhood East Orange.  

A man who said he had been biking all morning in other towns, in town likes West Orange, towns that are whiter, kids were popping were given applause.  He also said they had bike trails.

“The police at the [ride] were ridiculous.  People always want to talk about community policing and this isn’t community policing.  Kicking kids off the sidewalk, writing them tickets, arresting the kid for ‘talking back’ or ‘not listening.’  If they really wanted to do community policing, they should offer to escort the group on the ride.  Create an area for kids to ride bikes.  East Orange PD gives away bikes every year, but then gives the kids no place to ride,” said Mike.

Eventually the ride happened and people had fun, but a kid should be able to ride their bicycle without risk of arrest and harassment by the police in their own neighborhood.

blocking entire intersection
Kids on bikes I guess are scary to the East Orange Police Department



By Halashon Sianipar
edited by Lark Lo


halashon rides a bike regularly as transportation. interested in collective power, self expression, self determination. mc, organizer, mathematician living in newark.




For over 30 years East Orange has not had a bike shop, but in April 2017 that changed with the opening of Urban Cyclery Bicycle Shop. In its short time in existence it has taken over social media by storm with entertaining videos of the regular “rideout” rides that it hosts and photos of kids posing with their brand new bikes.

VELO rode its bicycle down to East Orange where we saw through the window. a well stocked shop with not just BMXs, but ten-speeds, cruisers, and even a few electric bicycles.

Urban Cyclery Bicycle Shop is owned by East Orange native, Osceola Hansen.


Osceola Hansen, Owner of Urban Cyclery Bicycle Shop

“I opened up this bike shop, because I noticed there were no bike shops in predominantly Black neighborhoods. That was the primary reason for me to open up the shop,” said Hansen.

Complete Streets are streets that are accessible and comfortable to everyone of all genders, races, and ages whether they are walking, riding a bicycle or have a disability.

In order for us to have Complete Streets in Essex one of the things that the community needs is options. Options of ways to travel without a car, infrastructure to support walking and cycling, and a close places to get bicycles maintained.

“If you ride, it’s easier to have a bike shop by your house,” stated Hansen.

East Orange,  South Bloomfield, and Newark are filled with bicyclists, but those communities are also challenged by a lack of diverse and independently owned retail, which is important in the implementation of Complete Streets.

Complete Streets should be for everyone and a community being predominantly of color or working class shouldn’t preclude a community of safe and comfortable streets and diverse retail selections.

Hansen stated, “I wanted to start a business that had a positive impact on the city that I live in.”

Urban Cyclery Bike Shop sells bicycles, hosts bicycles rides, fixes bicycles, but most importantly it builds community.

“I love to ride bike and I enjoy working on bikes,” said Hansen.

The City of East Orange has been amazingly supportive of Hansen and his shop and his efforts to support the children and teenagers in the East Orange and surrounding community.

“I’m so pleased at all the support I have received,” said Hansen. 

The next ride out is Saturday, January 27. Meet at the shop at 11:00  a.m.

The Urban Cyclery Shop
37-339 Central Avenue
East Orange, NJ, 07018
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On Thursday, January 18 VELO Bloomfield presented and sponsored the inaugural Essex People for Bikes DRAFT! People, Bikes, and Beer at Montclair’s Tierney Tavern in collaboration with Bike Walk Montclair with great entertainment from Palmarosa.

Guests Clarence Eckerson of Streetfilms and Gary Toth of Project for People for Public Spaces and moderator Debra Kagan of Bike & Walk Montclair did a great job discussing  what Complete Streets can look like and mapping out the paths to get us there.

It was networking, a panel, a band, and beer with bicycles and complete streets as the focus.

We had over 65 people!

For those who came and helped to promote –thank you.

Please sign our mailing list for info on our next event which will be in Newark or future events in Montclair, Bloomfield, and other parts of town in North Jersey. If you’re interested in sponsoring our upcoming Draft events please email us at

For Immediate Release

Contact:  Lark Lo,

Governor-Elect Murphy has an opportunity to set the tone for a walkable and bikeable New Jersey

The election of Phil Murphy demonstrates that pedestrians, bicyclists, and public transit users across New Jersey want a change. New Jersey is ready for vigorous and strong investment in our streets. The voters of New Jersey want streets that are safe for children, cyclists, public transit users, for those with disabilities, and for all pedestrians in our suburban and urban communities. New Jersey voters support politicians and policy makers who prioritize people.

A report by New Jersey Bike & Pedestrian Resource Center suggests that, Road diet conversions of urban arterial roads can reduce crashes by 19%. The determination of the benefits outweighing the costs was made by evaluating the value of statistical lives saved versus the cost of travel time. This included various different scenarios and includes robustness checks. The results found that over a 20 year period, the benefits exceed the costs.”

Infrastructure can save lives.

As of November 9, according to the New Jersey State Police in 2017 our roads have had 484 vehicle crashes and 512 fatalities, in those crashes.  

Eight counties and 138 towns in New Jersey have Complete Streets resolutions. Complete Streets is a design philosophy that supports and encourages accessible and safe access to our streets regardless of transportation modality. We look forward to the Murphy administration supporting Complete Streets.

[Governor Christie’s] mismanagement of key transportation agencies resulted in dangerous roads and unsafe and unreliable rail,” from Murphy’s campaign page.

Safe streets, streets that are accessible for everyone and all modalities are what the voters want and what we at VELO Bloomfield look forward to in a new era in New Jersey transportation policies. We look forward to the state viewing walking and bicycling access as necessary connections to a fully funded public transit system.

Everyone in New Jersey has a right to walk, to bicycle, and to have economically and ability accessible connections to public transit. We look forward to Governor-Elect Murphy supporting New Jersey pedestrians, bicyclists, and public transit users.


Complete Streets according to the Smart Growth America are streets for everyone.

They are streets designed for the comfort and safe access of everyone who uses the streets. Complete Streets are streets that people who have disabilities can use, people who are caretakers can use, people of all ages can you, people who are on bicycles can use, people who take public transit can use,  and people who are just walking can use.

Complete Streets are streets designed, so that we can all get to work, the store, the park, and school with comfort and ease.

A Complete Street lets you walk across the street safely and comfortably. A Complete Street allows you to safely and comfortably bicycle on it. A Complete Street doesn’t require seniors with mobility issues to be escorted across it.

Complete Streets are streets that we can all share whether we’re walking, cycling, taking public transit, or in our car.

Complete Streets are NOT just a stop sign, a crosswalk or a sign that says slow down. Complete Streets is a holistic approach to traffic (and people are part of traffic) that uses different solutions depending on what a community needs to make the streets of a town accessible, comfortable and safe for everyone who uses them.

Complete Streets gives us all real choices in how we get around and avoids the social engineering that forces you to be in a crash-cage of steel. Complete Streets allow us to choose to get around our communities in the healthiest and most sustainable ways.

​The public comment period for Plan 2045: Connecting North Jersey, the TIP, STIP and conformity determination began Tuesday, October 10, 2017 and concludes Thursday, November 9, 2017.
Submit formal public comments please use our online form: or email

You can also fax comments to 973-639-1357 Attn: Ted Ritter.

PDF of PLAN 2045 full draft