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[Minette Mccandrew]

That run under Gibbs was a masterful exhibition of building a complete team around the position, and Washington thrived during an era in which many teams managed to lift the Lombardi Trophy without needing a Hall of Fame-bound quarterback.

Incomplete streets are the result of a process that fails to consider the needs of all people and outdated measures of what makes a street successful. The end product is a street that spans a spectrum from uncomfortable to downright deadly for those not using a car.

While Complete Streets are a process and approach to street design, there is no singular design prescription for Complete Streets. Each one is unique and responds to its community context. A complete street may include: sidewalks, bike lanes (or wide paved shoulders), special bus lanes, comfortable and accessible public transportation stops, frequent and safe crosswalks, median islands, accessible pedestrian signals, curb extensions, narrower travel lanes, roundabouts, and more.

For one, we are in the midst of a historic, alarming increase in the numbers of people struck and killed while walking, which has been on a steady rise since 2009, reaching levels not seen in more than 30 years.

From Dangerous by Design 2022, here are some specific examples of how design decisions prioritize speed at the expense of safety, using a dangerous arterial road in Memphis, TN as an example. Read a more detailed explainer of this idea here >>

But not all Complete Streets policies are created equally. The National Complete Streets Coalition also regularly tracks and scores state and local Complete Streets policies based on a clear but comprehensive framework that requires accountability from jurisdictions and prioritizes the needs of the most vulnerable users.

But a strong policy is just the first step in a much longer process to shape practices for street design. Changing those practices is a key step in making a Complete Streets approach the default approach. Those practices determine the projects that get built and how, which are the building blocks of creating a complete network to serve everyone and connect more people to destinations safely and efficiently. So what does that look like in practice?

We envision a country where no matter where you live, or who you are, you can enjoy living in a place that is healthy, prosperous, and resilient. Sound like your kind of thing? Add your name to the Smart Growth America email list to receive news, updates, and alerts about smart growth work on both the national and local levels.

This page provides details about registering to vote or updating your voter registration online. To learn about the mail-in application, visit Complete Your Registration by Mail. Read about the ways to register to vote at How to Register.

You may not use the online voter registration application to change your name. You are not required to complete a DMV transaction, such as a license renewal, at the same time. There is no fee for voter registration services. Once the online voter registration application is complete, it is sent to the State Board of Elections, which will handle your voter registration.

The City was awarded a TIGER II planning grant from the US Department of Transportation (US DOT) to develop a Complete Streets Plan that focuses on creating tools to implement the complete streets policies the City passed as part of the 2010 Comprehensive Plan. More information on these policies can be found here:

The two main products of this effort are the Saint Paul Street Design Manual and the Complete Streets Action Plan, which were approved on October 14, 2016. The process of developing these documents is summarized in a report to Transportation Committee. Download the report here.

In 2018, Baltimore adopted a new Complete Streets Ordinance that changed the city's transportation landscape. The Complete Streets approach elevates the priority of pedestrians, bicyclists, and transit users in planning and roadway design to increase the quality of life and mobility in Baltimore City.

The Complete Streets Advisory Committee meets at least four times per year to discuss the development of the Complete Streets Manual, propose complete streets projects, and encourage interagency collaboration.

The Complete Streets Act (Chapter 398, Laws of New York ) was signed into law on August 15, 2011 and requires state, county and local agencies to consider the convenience and mobility of all users when developing transportation projects that receive state and federal funding. The New York State Department of Transportation (NYSDOT) is working to ensure that its policies and procedures meet the new standards. The initiative presents an opportunity to expand upon existing programs and collaborate with bicyclists, pedestrians, people with disabilities and others to identify best practices and designs for transportation facilities.

A Complete Street is a roadway planned and designed to consider the safe, convenient access and mobility of all roadway users of all ages and abilities. This includes pedestrians, bicyclists, public transportation riders, and motorists; it includes children, the elderly, and persons with disabilities.

Complete Street roadway design features include sidewalks, lane striping, bicycle lanes, paved shoulders suitable for use by bicyclists, signage, crosswalks, pedestrian control signals, bus pull-outs, curb cuts, raised crosswalks, ramps and traffic calming measures.

As stated in the Act, Complete Streets will contribute to a "cleaner, greener transportation system" and "more citizens will achieve the health benefits associated with active forms of transportation while traffic congestion and auto related air pollution will be reduced."

A 2015 Smart Growth America study of completed projects, Safer Streets, Stronger Economies , found that "Complete Streets projects tended to improve safety for everyone, increased biking and walking, and showed a mix of increases and decreases in automobile traffic, depending in part on the project goal."

The New York City Department of Transportation (NYCDOT) found, in The Economic Benefits of Sustainable Streets , "convincing evidence that improved accessibility and a more welcoming street environment... generate[d] increases in retail sales in the project areas."

The law applies to projects that are undertaken by NYSDOT, or to local projects that receive both federal and state funding and are subject to NYSDOT oversight. Projects that are 100% locally funded are not subject to the law, but local agencies can choose to adopt Complete Streets practices. Many local agencies' Complete Streets resolutions and policies can be found on the Counties and Municipalities with Resolutions page.

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When an individual completes an approved program to earn a credential or permit through a California college, university, school district, or other approved entity, they must be formally recommended for the document. This recommendation is submitted by the program via the Commission's CTC Online system. It is the educator's job to complete the recommendation by logging into their profile, completing the Professional Fitness Questions (PFQ), and completing payment for the document.

Applicants will receive an email notification when a recommendation is submitted and will be able to complete and pay for the application immediately. The payment process must be completed within 90 days or the application will be purged and a new recommendation will need to be submitted by the program.

If you have not logged into the CTC Online system since February 2017, you probably do not have a registered User ID. Please see the information under Register using the Create Educator Account link, even if you were issued a document/credential or submitted an application prior to February 2017.

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