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Information
Citywide Totals |
% change | |
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Traffic Crashes
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Injuries
Fatalities
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Traffic Crashes Information
Fatality crash data is obtained from the New York City Department of Transportation (DOT) fatality database, which is populated by New York City Police Department (NYPD) data and maintained by DOT. Injury crash data is obtained from the Finest Online
Record Management System (FORMS), which is maintained by the NYPD. Only crashes with valid geographic information are mapped. All crashes are mapped to the nearest intersection. Injuries and fatalities are grouped by intersection and
summarized by time of day and month and year. This data is queried and aggregated on a monthly basis and is current as of the query date. Current year data is January to the end of the latest full month. All mappable crash data is represented on the
simplified NYC street model. Crashes occurring at complex intersections with multiple roadways are mapped onto a single point. Injury and fatality crashes occurring on highways are excluded from the map. Total injury and fatality statistics
(“Citywide Totals”) reflect all known injuries and fatalities. Geographic subsets of this data (“Summary”) such as fatalities by borough, injuries by precinct, etc reflect all mapped injuries and fatalities, i.e. injuries and fatalities
that possess usable geographic data. In 2021, NYPD introduced a new travel mode category for labeling traffic fatalities: “Other Motorized”. This category includes e-mobility types such as e-bikes, e-scooters, hoverboards, motorized skateboards, certain electric mopeds, etc.
Vision Zero View does not yet have the capability to display this new category of crashes as a separate mode, but the “All” category does include “Other Motorized” crashes in the displayed totals.
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The “% change” row in the table to the left shows the percent change from the pre-Vision Zero time period (2009-2013) to the year of crash data displayed on the map. This function is only enabled for full years of crash data, 2014 to the present. |
Please note that the data and information on this website is for informational purposes only. While we seek to provide accurate information, please note that errors may be present and information presented may not be complete. Accordingly, the City of New York or the New York City Department of Transportation make no representation as to the accuracy of the information or its suitability for any purpose and disclaim any liability for omissions or errors that may be contained therein.
Street Design
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Street Design Information
"ALL" view
When “ALL” is selected, all available data for the selected street design categories will be shown on the page. This view will encompass different years for different datasets; for example, “ALL” will display all Speed Humps installed since the start of the program in 1996, but for Major Safety Projects will only display 2009-YTD.
"Vision Zero: 2014-YTD" view
When “Vision Zero: 2014-YTD” is selected, all available data for the selected street design categories since the start of Vision Zero in NYC (2014) will be shown on the page.
Leading Pedestrian Interval Signals (1980-YTD)
Intersections where DOT installs signals that show a walk sign for pedestrians before showing a green light to vehicle traffic. The goal of these signals is to improve street safety by giving pedestrians a chance to establish their presence in the crosswalk before vehicles make turns across that crosswalk.
Street Improvement Projects (2009-YTD)
Safety-oriented engineering improvements that use multiple treatments (signals, markings, concrete etc) on both corridors and intersections. Improvements are generally aimed at better organizing traffic, improving travel times, creating shorter, safer pedestrian crossings, and safe routes for bicycle travel. The map displays operational (non-capital) projects from the start of Vision Zero onward: 2014 to present.
Arterial Slow Zones (2014)
The Arterial Slow Zone program uses a combination of a lower speed limit, signal timing changes, distinctive signs and increased enforcement to improve safety on some of New York City's most high-crash corridors.
Speed Humps (1996-YTD)
Speed Humps are a raised area of a roadway designed to reduce vehicle speeds. Dates reflect the first time a speed hump was installed at a location, subsequent removals and/or re-installations are not included.
Senior Pedestrian Zones (2010-2018)
Created as part of the 2022 “Pedestrian Safety and Older New Yorkers” report, the Senior Pedestrian Zones identify neighborhoods that have the highest proportion of senior pedestrian injuries relative to the residential population of seniors in that neighborhood. These zones are used to target senior-focused engineering, education and enforcement efforts.
Neighborhood Slow Zones (2011-2016)
The Neighborhood Slow Zone program is an application based program which takes a neighborhood area and reduces the speed limit to 20 mph. Areas are chosen based on crashes, presence of schools and other neighborhood amenities, and community support. The treatments include a mixture of markings, signage, and speed humps.
25MPH Signal Retiming (2014-YTD)
Priority Corridors where the signal progression has been changed to match the 25 MPH speed limit.
Turn Calming Program (2016-YTD)
Intersections where DOT installs traffic calming measures that guide drivers to turn left or right at a safer speed and angle, as well as increase visibility for pedestrians in the crosswalk.
Vision Zero Priority Intersections (study)
The intersections with the highest number of pedestrian KSI (killed and severely injured) that cumulatively account for 15% of the borough’s total pedestrian KSI. Developed as part of the Borough Pedestrian Safety Action Plans.
Vision Zero Priority Corridors (study)
All corridors in each borough were ranked on a pedestrian KSI (killed and severely injured) per-mile basis. Corridors were selected from the top of this list until the cumulative number of KSI reached half of the borough’s total. Developed as part of the Borough Pedestrian Safety Action Plans.
Vision Zero Priority Areas (study)
Areas in each borough were ranked on a pedestrian KSI density basis. Areas were selected from most dense to least, such that, when combined, account for half of all of pedestrian KSI in the borough. Developed as part of the Borough Pedestrian Safety Action Plans.
Vision Zero Bike Priority Areas (study)
Priority Bicycle Districts are neighborhoods with comparatively high numbers of cyclist KSI and few dedicated bicycle facilities. These districts, seven in Brooklyn and three in Queens, represent 14% of the City’s bicycle lane network and 23% of cyclist KSI. NYC DOT identified these areas in the 2017 report “Safer Cycling: Bicycle Ridership and Safety in New York City.” The agency has prioritized these areas for bicycle network expansion.
Please note that the data and information on this website is for informational purposes only. While we seek to provide accurate information, please note that errors may be present and information presented may not be complete. Accordingly, the City of New York or the New York City Department of Transportation make no representation as to the accuracy of the information or its suitability for any purpose and disclaim any liability for omissions or errors that may be contained therein.
When “ALL” is selected, all available data for the selected street design categories will be shown on the page. This view will encompass different years for different datasets; for example, “ALL” will display all Speed Humps installed since the start of the program in 1996, but for Major Safety Projects will only display 2009-YTD.
"Vision Zero: 2014-YTD" view
When “Vision Zero: 2014-YTD” is selected, all available data for the selected street design categories since the start of Vision Zero in NYC (2014) will be shown on the page.
Leading Pedestrian Interval Signals (1980-YTD)
Intersections where DOT installs signals that show a walk sign for pedestrians before showing a green light to vehicle traffic. The goal of these signals is to improve street safety by giving pedestrians a chance to establish their presence in the crosswalk before vehicles make turns across that crosswalk.
Street Improvement Projects (2009-YTD)
Safety-oriented engineering improvements that use multiple treatments (signals, markings, concrete etc) on both corridors and intersections. Improvements are generally aimed at better organizing traffic, improving travel times, creating shorter, safer pedestrian crossings, and safe routes for bicycle travel. The map displays operational (non-capital) projects from the start of Vision Zero onward: 2014 to present.
Arterial Slow Zones (2014)
The Arterial Slow Zone program uses a combination of a lower speed limit, signal timing changes, distinctive signs and increased enforcement to improve safety on some of New York City's most high-crash corridors.
Speed Humps (1996-YTD)
Speed Humps are a raised area of a roadway designed to reduce vehicle speeds. Dates reflect the first time a speed hump was installed at a location, subsequent removals and/or re-installations are not included.
Senior Pedestrian Zones (2010-2018)
Created as part of the 2022 “Pedestrian Safety and Older New Yorkers” report, the Senior Pedestrian Zones identify neighborhoods that have the highest proportion of senior pedestrian injuries relative to the residential population of seniors in that neighborhood. These zones are used to target senior-focused engineering, education and enforcement efforts.
Neighborhood Slow Zones (2011-2016)
The Neighborhood Slow Zone program is an application based program which takes a neighborhood area and reduces the speed limit to 20 mph. Areas are chosen based on crashes, presence of schools and other neighborhood amenities, and community support. The treatments include a mixture of markings, signage, and speed humps.
25MPH Signal Retiming (2014-YTD)
Priority Corridors where the signal progression has been changed to match the 25 MPH speed limit.
Turn Calming Program (2016-YTD)
Intersections where DOT installs traffic calming measures that guide drivers to turn left or right at a safer speed and angle, as well as increase visibility for pedestrians in the crosswalk.
Vision Zero Priority Intersections (study)
The intersections with the highest number of pedestrian KSI (killed and severely injured) that cumulatively account for 15% of the borough’s total pedestrian KSI. Developed as part of the Borough Pedestrian Safety Action Plans.
Vision Zero Priority Corridors (study)
All corridors in each borough were ranked on a pedestrian KSI (killed and severely injured) per-mile basis. Corridors were selected from the top of this list until the cumulative number of KSI reached half of the borough’s total. Developed as part of the Borough Pedestrian Safety Action Plans.
Vision Zero Priority Areas (study)
Areas in each borough were ranked on a pedestrian KSI density basis. Areas were selected from most dense to least, such that, when combined, account for half of all of pedestrian KSI in the borough. Developed as part of the Borough Pedestrian Safety Action Plans.
Vision Zero Bike Priority Areas (study)
Priority Bicycle Districts are neighborhoods with comparatively high numbers of cyclist KSI and few dedicated bicycle facilities. These districts, seven in Brooklyn and three in Queens, represent 14% of the City’s bicycle lane network and 23% of cyclist KSI. NYC DOT identified these areas in the 2017 report “Safer Cycling: Bicycle Ridership and Safety in New York City.” The agency has prioritized these areas for bicycle network expansion.
Please note that the data and information on this website is for informational purposes only. While we seek to provide accurate information, please note that errors may be present and information presented may not be complete. Accordingly, the City of New York or the New York City Department of Transportation make no representation as to the accuracy of the information or its suitability for any purpose and disclaim any liability for omissions or errors that may be contained therein.
Filters by MPH
All speed limits shown are signed unless otherwise noted.
Speed Limit Information
Speed Limits
On November 7, 2014, New York City’s default speed limit was changed from 30 mph to 25 mph. Unless otherwise signed, all streets in New York City are governed by this 25 mph speed limit. Driving at or below 25 MPH decreases stopping distance, gives drivers and pedestrians more time to see each other and react, and improves drivers’ ability to avoid crashes. Pedestrians struck by vehicles traveling at 25 MPH are half as likely to die as those struck at 30 MPH. If crashes do occur, the severity of injuries is reduced a lower speeds. The information shown here was compiled by the New York City Department of Transportation for governmental purposes. The information is updated as soon as reasonably practicable. The public is advised that speed limits are subject to temporary or permanent change and that posted signage must be observed for compliance with laws and regulations.
On November 7, 2014, New York City’s default speed limit was changed from 30 mph to 25 mph. Unless otherwise signed, all streets in New York City are governed by this 25 mph speed limit. Driving at or below 25 MPH decreases stopping distance, gives drivers and pedestrians more time to see each other and react, and improves drivers’ ability to avoid crashes. Pedestrians struck by vehicles traveling at 25 MPH are half as likely to die as those struck at 30 MPH. If crashes do occur, the severity of injuries is reduced a lower speeds. The information shown here was compiled by the New York City Department of Transportation for governmental purposes. The information is updated as soon as reasonably practicable. The public is advised that speed limits are subject to temporary or permanent change and that posted signage must be observed for compliance with laws and regulations.
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Outreach Information
Schools
DOT is conducting outreach to numerous schools in the five boroughs, using age-appropriate materials to educate school children about traffic safety.
Senior Centers
DOT is partnering with Senior Centers across New York City to increase communication and obtain specific feedback from older New Yorkers about the challenges they face and potential street safety improvements.
Taxi & Car Service Trainings
Taxi fleets, for-hire vehicle bases, and industry associations have been welcoming TLC into their establishments to discuss Vision Zero and traffic safety. TLC staff use a presentation to guide this discussion, and at the end of the session drivers sign the TLC Safe Driver Pledge.
Town Hall Meetings
In Spring 2014, DOT partnered with New York City Councilmembers across the five boroughs to host a number of Town Halls, where community members could come learn more about Vision Zero and give specific suggestions or concerns regarding traffic safety in their neighborhoods.
Workshops
In Spring 2014, DOT hosted nine pedestrian safety workshops across the five boroughs aimed at gathering community feedback on areas in need of safety improvements. This feedback was used to shape the Borough Pedestrian Safety Action Plans, released in 2015.
Street Teams
Street Team members trained the general public with Vision Zero hands-on safety exercises including safe walking and biking, car safety tips and an opportunity to get inside of large delivery trucks to experience their blind spots. Vision Zero promotional materials were handed out along with educational handouts. 'Total flyers' displayed on the map describe materials distributed by NYC DOT only.
Hands-On Safety Demos
Hands-on safety demonstrations are held in conjunction with local partners throughout New York City, bringing traffic safety education and assistance directly to the public. Events include car safety seat fittings, bicycle helmet fittings and giveaways, truck safety and car safety demonstrations, Vision Zero table seminars and DWI awareness events.
Please note that the data and information on this website is for informational purposes only. While we seek to provide accurate information, please note that errors may be present and information presented may not be complete. Accordingly, the City of New York or the New York City Department of Transportation make no representation as to the accuracy of the information or its suitability for any purpose and disclaim any liability for omissions or errors that may be contained therein.
DOT is conducting outreach to numerous schools in the five boroughs, using age-appropriate materials to educate school children about traffic safety.
Senior Centers
DOT is partnering with Senior Centers across New York City to increase communication and obtain specific feedback from older New Yorkers about the challenges they face and potential street safety improvements.
Taxi & Car Service Trainings
Taxi fleets, for-hire vehicle bases, and industry associations have been welcoming TLC into their establishments to discuss Vision Zero and traffic safety. TLC staff use a presentation to guide this discussion, and at the end of the session drivers sign the TLC Safe Driver Pledge.
Town Hall Meetings
In Spring 2014, DOT partnered with New York City Councilmembers across the five boroughs to host a number of Town Halls, where community members could come learn more about Vision Zero and give specific suggestions or concerns regarding traffic safety in their neighborhoods.
Workshops
In Spring 2014, DOT hosted nine pedestrian safety workshops across the five boroughs aimed at gathering community feedback on areas in need of safety improvements. This feedback was used to shape the Borough Pedestrian Safety Action Plans, released in 2015.
Street Teams
Street Team members trained the general public with Vision Zero hands-on safety exercises including safe walking and biking, car safety tips and an opportunity to get inside of large delivery trucks to experience their blind spots. Vision Zero promotional materials were handed out along with educational handouts. 'Total flyers' displayed on the map describe materials distributed by NYC DOT only.
Hands-On Safety Demos
Hands-on safety demonstrations are held in conjunction with local partners throughout New York City, bringing traffic safety education and assistance directly to the public. Events include car safety seat fittings, bicycle helmet fittings and giveaways, truck safety and car safety demonstrations, Vision Zero table seminars and DWI awareness events.
Please note that the data and information on this website is for informational purposes only. While we seek to provide accurate information, please note that errors may be present and information presented may not be complete. Accordingly, the City of New York or the New York City Department of Transportation make no representation as to the accuracy of the information or its suitability for any purpose and disclaim any liability for omissions or errors that may be contained therein.
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Density of Fatalities by
Police Precinct
LowHigh
Density of Injuries by
Police Precinct
LowHigh
Normalized by Area (sq. miles).
Crash data is YTD, up to .
(mapped crash data only)
Administrative District Summary Information
Police Precinct
New York City is divided into a number of police precincts with officers who manage enforcement within that area.
Boroughs and Community District
New York City is comprised of five boroughs, containing 59 community districts citywide established by local law in 1975. Local communities are represented by community boards that create opportunity for active participation in the political process and provision of services to address evolving community needs.
City Council District
New York City is divided into 51 City Council districts, each represented by a councilmember elected by residents of the district.
Density of Injuries and Fatalities by (Police Precinct, Community District, City Council District, Borough)
Number of traffic injuries and fatalities occurring in a given area, normalized by the population of that area. Only mapped crashes are calculated.
Please note that the data and information on this website is for informational purposes only. While we seek to provide accurate information, please note that errors may be present and information presented may not be complete. Accordingly, the City of New York or the New York City Department of Transportation make no representation as to the accuracy of the information or its suitability for any purpose and disclaim any liability for omissions or errors that may be contained therein.
New York City is divided into a number of police precincts with officers who manage enforcement within that area.
Boroughs and Community District
New York City is comprised of five boroughs, containing 59 community districts citywide established by local law in 1975. Local communities are represented by community boards that create opportunity for active participation in the political process and provision of services to address evolving community needs.
City Council District
New York City is divided into 51 City Council districts, each represented by a councilmember elected by residents of the district.
Density of Injuries and Fatalities by (Police Precinct, Community District, City Council District, Borough)
Number of traffic injuries and fatalities occurring in a given area, normalized by the population of that area. Only mapped crashes are calculated.
Please note that the data and information on this website is for informational purposes only. While we seek to provide accurate information, please note that errors may be present and information presented may not be complete. Accordingly, the City of New York or the New York City Department of Transportation make no representation as to the accuracy of the information or its suitability for any purpose and disclaim any liability for omissions or errors that may be contained therein.