BUILD SAFER STREETS TOGETHER
Help identify dangerous intersections, missing sidewalks, confusing lane markings, bicycle hazards, and right-of-way problems in Marion County.
Vote Still an Issue if the problem remains, or Issue Resolved if it has been fixed.
With at least 3 recent resolution votes and 75% support, a report enters a 14-day review and receives a yellow map highlight.
If support holds, it becomes Community Resolved and moves to historical results. Resident feedback can return it to Active. Reports never disappear simply because they are old.
Map tiles and labels © Esri and contributors. Use the map layer control to switch between Dark Mode and Light Mode. Locations are approximate and community-submitted.
Choose a location on the map, then tell us what you observed. No account required for this prototype.
Your report adds a location, description, and optional photos to the community safety map. Other residents can confirm whether a concern persists or appears resolved. Reports help neighbors identify recurring street-safety problems and can support community advocacy, but submitting a report does not automatically notify the City or request repairs.
Reports are limited to Marion County. In this prototype, submissions and votes are stored only in your browser, not in a shared public database.
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Choose a point or street segment (800 feet maximum), then click the map to select its location.
Explore and export locally saved submissions; remove spam or inappropriate demo entries. This page is not secured and must not be used for real staff access.
The dashboard below is published by Safe Streets Indy. Explore their reported crashes, deaths, and injuries since Indianapolis adopted Vision Zero. Check the dashboard's own filters and date range to confirm which period each figure covers.
Indy Street Reporter is not affiliated with, endorsed by, or operated by Safe Streets Indy. All data and dashboard content belong to their respective publishers.
Visit Safe Streets Indy ↗Embedded third-party website. If the panel is blank, the publisher may restrict embedding. View the original dashboard directly ↗. Indy Street Reporter does not independently verify or update its figures.
VISION ZERO IN INDIANAPOLIS
A missed turn, a moment of distraction, or a bad decision shouldn't cost someone their life. On streets built for high speeds and unforgiving conflicts, ordinary mistakes can become tragedies.
In August 2024, Indianapolis adopted Vision Zero, committing to eliminate traffic deaths and serious injuries by 2035. Reaching that goal will take more than a policy statement. It will take safer crossings, slower streets, better sidewalks, protected bicycle routes, and steady investment in the neighborhoods that need them.
Indianapolis residents have a responsibility to hold the City accountable for that commitment. That doesn't have to mean working against City Hall. Residents, neighborhood groups, advocates, engineers, and city leaders can work together to identify dangerous places, share evidence, press for improvements, and measure whether those improvements are saving lives. Vision Zero succeeds when public officials act and the public stays engaged.
Vision Zero shifts the question from who made a mistake? to why did a mistake become deadly? Streets can be designed to anticipate human error. Residents can help identify the places where today's design falls short.
Indy Street Reporter is an independent community project, not the City's official reporting system.
Read the City's Vision Zero announcement ↗Cities across the Midwest and beyond are showing what safer street design can look like. Explore completed projects and the evidence behind them.
Select a project to explore its city’s work and the evidence behind it. Photos show real street-safety work; image credits appear on each card. Some images are representative of the city’s work rather than the exact project discussed.
In January 2024, Hoboken reported seven consecutive years without a traffic death, following citywide street-safety changes including intersection daylighting and lower speeds.
Read Hoboken's report ↗Photo: Fast Company
Madison completed Atwood Avenue’s reconstruction in 2023, adding a shared-use path, improved crossings, and a bridge for people walking and biking.
Explore Madison's results ↗Photo: Strong Towns / Madison street safety coverage
Chicago has strengthened protected bike lanes and crossing facilities along Milwaukee Avenue. A separate Milwaukee Avenue study found a 44% reduction in crash costs on a redesigned segment.
Read the regional case study ↗Photo: Block Club Chicago
Milwaukee’s N. 27th Street quick-build added curb extensions and high-visibility crosswalks. The City reported less excessive speeding and more yielding after installation.
See Milwaukee's completed projects ↗Photo: City of Milwaukee
The 42nd Street project added quick-build intersection safety improvements to help people walking and cycling.
Explore Minneapolis projects ↗Photo: City of Minneapolis
Seattle DOT measured a 79% reduction in the bicycle collision rate after installing its Second Avenue protected bike lane in a before-and-after study.
Read Seattle’s before-and-after study ↗Photo: Seattle Department of Transportation
Columbus redesigned two miles of East Broad Street with protected bike lanes. Preliminary results showed 89% less excessive speeding and crashes dropping from 28 to 13 in comparable six-month periods.
See Columbus' safety results ↗Photo: City of Columbus Department of Public Service / NACTOOutcomes are attributed to the cities or regional agencies that published them.
“Most deaths and injuries are the predictable, systemic outcomes that traffic engineers inadvertently caused.”
— Wes Marshall, Killed by a Traffic Engineer (2024), p. 5