New York City Car Accident Statistics [2025]

In this article, our Car Accident Lawyers will go over some recent New York City Car Accident Statistics. New York City (NYC) has experienced notable shifts in motor vehicle accident trends over the past several years, influenced by the COVID-19 pandemic and ongoing traffic safety initiatives. In 2024, NYC reported on the order of ~98,000 motor vehicle crashes citywide (preliminary data), a far cry from the pre-pandemic high of over 200,000 crashes in 2019. At the same time, traffic fatalities in 2024 remained elevated – roughly 250 lives lost – though this represented a slight decline (~4% lower) compared to 2022–2023​. Pedestrians in particular saw a surge in fatalities in 2024 (up 18%), underscoring persistent dangers for walkers on NYC streets​ despite the city’s Vision Zero program aimed at eliminating traffic deaths. Analyzing these trends from 2019 through 2024 is crucial for understanding the impact of recent events and policies, and for guiding future safety improvements. This report provides a comprehensive overview of NYC car accident statistics and trends, including total crashes, injuries, fatalities, common causes, high-risk locations, demographic factors, temporal patterns, vehicle types involved, and the effects of safety initiatives across the five boroughs.

Overall Accident Trends (2019–2024)

NYC saw dramatic changes in total crashes and outcomes from 2019 to 2024. In 2019, there were 211,455 police-reported motor vehicle collisions citywide​, resulting in 61,372 people injured and approximately 220 people killed (including drivers, passengers, pedestrians, and cyclists)​. By contrast, in 2020 – amid pandemic lockdowns – collisions plummeted by roughly 50%. Only about 88,000 crashes were recorded in 2020, as traffic volumes dropped sharply​ (mdpi.com). Notably, the decline in injuries was far less steep: about 50–55 thousand people were injured in 2020 (a slight drop from 2019)​ (mdpi.com). This indicates that the crashes which did occur in 2020 tended to be more severe (with higher speeds on emptier roads leading to more injuries per crash). Indeed, while collisions fell, fatal crashes did not drop – in fact traffic fatalities increased in 2020 to 235 (from ~220 in 2019)​, marking a higher share of crashes resulting in death​.

NYC traffic crashes and injuries dropped sharply in 2020, while injuries declined only slightly. Source: NYPD collision data (2019–2024); NYC Open Data​.

In 2021 and 2022, traffic volumes rebounded and so did crashes – though not to pre-2020 levels. NYC recorded about 97,000 crashes in 2021 and 100,508 crashes in 2022​, still less than half the number of collisions pre-pandemic (a trend sustained through 2023)​ (mdpi.com). Despite the lower collision counts, injury totals remained relatively steady – on the order of ~55–60 thousand people injured each year – indicating that a larger proportion of incidents involve injuries in recent years (roughly more than half of crashes result in injury, up from ~29% before 2020)​​ (mdpi.com). Alarmingly, traffic fatalities continued to rise through 2021–2022, reaching 255 deaths in 2022​– the highest in NYC in nearly a decade​ (osc.ny.gov). This rise occurred even as overall accidents declined, echoing national and statewide patterns of increased crash severity post-2019​ (osc.ny.gov) (osc.ny.gov). In 2023, there were 259 total traffic deaths in NYC​, slightly above 2022, before a modest decrease in 2024 (~247–250 deaths)​. Notably, 2023 and 2024 remain among the “safest” years on record by total fatalities compared to earlier decades (for example, 2013 saw 286 traffic deaths)​ (en.wikipedia.org)– yet they are considerably worse than the lows achieved around 2018 (when NYC had 206 fatalities, the lowest in modern history)​. In summary, NYC’s total crashes have trended downward (especially after 2020) while traffic injuries and deaths, after spiking in 2020–2022, are slightly improving but remain high relative to Vision Zero targets. Officials reported that eight of the ten safest years ever recorded have occurred during the Vision Zero era (2014–2023)​ (nyc.gov), but also acknowledge recent setbacks in eliminating traffic violence.

To illustrate these trends, Table 1 below compares key statistics by year:

Table 1: NYC citywide crash, injury, and fatality totals, 2019–2024. 2019 data from NYC Open Data​; 2020–2023 from NYPD and CrashMapper sources​. 2024 data are preliminary estimates.

Overall, the data show a major reduction in total crashes (down ~50%) comparing the post-2020 period to pre-2020​ (mdpi.com). This likely reflects lasting changes in travel patterns (e.g. more telework, fewer taxis and more regulated for-hire vehicles, etc.), as well as potentially safer vehicles and road designs. However, injury and fatality numbers did not fall proportionally, meaning today’s crashes tend to be more severe on average​ (mdpi.com) (osc.ny.gov). Traffic experts have noted that with fewer cars on the road, those that remain often travel faster, leading to more serious outcomes​​ (osc.ny.gov). The upward trend in deaths through 2022 – even as crashes declined – underscores the importance of analyzing causes and implementing targeted safety measures.

Borough-specific data reveal that Brooklyn and Queens consistently account for the majority of NYC’s crashes and injuries. For example, in 2022 Brooklyn saw about 32,788 crashes (33% of the citywide total), the most of any borough, followed by Queens with 27,943 (28%)​. The Bronx (~18%), Manhattan (~17%), and Staten Island (~5%) comprised the rest in 2022​. (In 2018–2019, Queens had slightly edged out Brooklyn for the most crashes, but Brooklyn has led in recent years​.) Brooklyn also led in injury-causing crashes (over 21,000 in 2021)​ and in traffic fatalities (it accounted for the largest share of deadly crashes in 2021)​. Manhattan, despite its dense traffic, tends to have fewer total crashes than Brooklyn/Queens – likely due to lower speeds (many minor fender-benders in Manhattan may also go unreported). Staten Island consistently has the smallest share of collisions and casualties, given its smaller population. These borough differences will be highlighted in each relevant section below.

Most Common Causes of Crashes

Analyzing the causes of NYC crashes reveals that driver behavior – especially distraction and failure to yield – is the leading factor in collisions. According to NYPD contributing factor data, the #1 cause of crashes in NYC is “Driver Inattention/Distraction”, which was cited in over 12,000 crashes in 2023 alone​. This category includes texting or using a cellphone while driving, eating or adjusting controls, or simply not paying full attention – and it has ranked as the top contributing factor for accidents for the past decade​. Following distraction, other major causes in 2023 included: failure to yield right-of-way (4,682 crashes), following too closely (tailgating, 3,411 crashes), unsafe speed (2,195 crashes), and disobeying traffic signals or signs (2,095 crashes)​. These five factors alone contributed to tens of thousands of accidents citywide (often multiple factors are recorded per crash). By contrast, driving under the influence of alcohol or drugs, while a serious concern, is a factor in a smaller number of crashes – for instance, “Alcohol Involvement” was noted in 132 vehicle collisions in one recent month (Feb 2025)​(nyc.gov). However, impaired driving tends to cause outsize harm when it does occur (it is a leading cause of fatal crashes, particularly during late-night hours).

Top contributing factors in NYC crashes (2023). Driver distraction causes by far the most collisions​. (Note: many crashes have multiple factors; data from CrashMapper/NYPD).

It is worth noting that speeding plays a role in relatively few crashes by count (only ~2% of crashes are officially attributed to “unsafe speed” as a cause)​, but speed is a critical factor in crash severity. Even if not listed as the primary cause, higher speeds make any given collision more likely to result in injury or death. This was evident in 2020-2021: with less congestion, many drivers drove faster, contributing to a higher fatal crash rate​. Studies show that the risk of a pedestrian’s death increases exponentially with vehicle speed – e.g. a pedestrian struck at 30 mph has around a 25% chance of death, whereas at 40+ mph the majority of such impacts are fatal​ (governor.ny.gov). NYC’s default speed limit of 25 mph (established under Vision Zero) is intended to mitigate this risk. Speed enforcement cameras have further reduced speeding by an average of 30% on affected corridors​ (nyc.gov) (nyc.gov) (see Section 8 for more on policy impacts).

Besides distraction and speeding, other common causes of NYC crashes include improper turning or lane changes, passing too closely, driver inexperience, and pedestrian or bicyclist error​. For example, crashes caused by a driver’s improper passing or lane usage numbered around 2,500 in 2023​. “Pedestrian/bike error or confusion” was noted in some incidents as well (though far fewer than driver errors)​ (nyc.gov). These statistics highlight that the vast majority of collisions stem from human error – whether a momentary lapse in attention or a risky decision – rather than unavoidable vehicle malfunctions or weather. Traffic safety experts therefore emphasize strategies to reduce opportunities for error (through road design and technology) and to educate and enforce against the riskiest behaviors, especially distraction, failure to yield, and speeding.

High-Risk Locations (Borough Hotspots)

While crashes are distributed throughout the city, there are specific “hotspots” – roads and intersections with exceptionally high accident rates – that stand out in each borough. In general, major arterial roads and highways see the most crashes due to high traffic volumes and speeds, whereas some dense urban intersections see frequent collisions due to congestion and conflicts among many users. Below we identify some of the most accident-prone locations in NYC and discuss why they pose elevated risks:

• Belt Parkway (Brooklyn/Queens): This busy limited-access highway along the southern fringe of Brooklyn and Queens had the highest number of accidents of any roadway in NYC in 2023. There were 1,338 crashes on the Belt Parkway in 2023, including 614 injury crashes and 8 fatal crashes​. The Belt’s long stretches of roadway encourage speeding, and it handles heavy commuter traffic, contributing to its high crash count. Its interchanges can also be hazardous as vehicles merge at speed.

• Broadway (Manhattan): The iconic Broadway corridor is Manhattan’s longest north-south route, running through crowded commercial areas. In 2023, Broadway saw 838 total crashes, with 429 injury crashes and 6 fatalities​. Bustling pedestrian activity, frequent intersections, and mixed traffic (buses, cars, cyclists) make Broadway particularly complex. The intersection of Broadway & Marcy Avenue was singled out as especially dangerous (5 injury crashes in 2023)​. Other busy crossings along Broadway (e.g. at 37th Ave, 58th St, West 190th St) each saw multiple injury crashes​. This demonstrates how midtown and uptown Manhattan intersections with heavy foot traffic are hotspots, often due to failure to yield or turning conflicts in a dense urban setting.

• Major Deegan Expressway (Bronx): Part of Interstate 87, the Major Deegan is a principal highway through the Bronx. In 2023 it had 525 crashes (242 involving injuries and 6 fatal)​. Its exit at West Fordham Road was noted as the most dangerous spot, with 8 injury crashes in 2023​. High-speed travel combined with merging at ramps leads to frequent rear-end collisions and side-swipes on the Deegan.

• Henry Hudson Parkway (Manhattan/Bronx): Another highway corridor, it saw 427 crashes in 2023, with 176 causing injuries and 5 fatal crashes​. Like the Belt and Deegan, the Henry Hudson Parkway’s issues stem from drivers traveling at highway speeds (50+ mph) within city limits, where any loss of control or sudden stop can result in a serious crash.

• Third Avenue (Bronx & Manhattan): This major surface arterial stretches from the Bronx into Manhattan. In 2023, 3rd Ave had 545 crashes (273 injury crashes, 5 fatal)​. Notably, two intersections in Midtown East Manhattan – 3rd Ave at E. 55th St and at E. 50th St – saw an unusually high number of injury crashes (6 and 5, respectively)​. This indicates specific cross-streets where turning movements or signal timings might be problematic. Third Avenue’s length and heavy usage by trucks and buses also contribute to its crash rate.

• Atlantic Avenue (Brooklyn/Queens): A long east-west artery, Atlantic Avenue had 713 crashes in 2023 (359 with injuries, 5 fatal)​. Atlantic Avenue is infamously wide and fast in sections of Brooklyn, creating hazards for pedestrians crossing and for turning vehicles. Its intersections at Logan Street (11 injury crashes in 2023) and Woodhaven Blvd (9 injury crashes) were especially dangerous​, likely due to complex multi-road junctions and high volumes in those areas of East New York/Queens border.

• Long Island Expressway (Queens): The LIE (I-495) is Queens’ major east-west highway. In 2023 it saw 835 crashes (390 with injuries, 3 fatal)​. The combination of commuter traffic and frequent congestion on the LIE leads to many collisions (rear-end crashes in stop-and-go traffic are common). Entrances/exits in Queens (e.g. around Maurice Ave or Casino Blvd) concentrate incidents.

• Jamaica Avenue (Queens): A busy commercial street in eastern Queens, Jamaica Ave had 339 crashes in 2023 (203 injury, 3 fatal)​. Key intersections along it – such as where it meets the Van Wyck Expressway (I-678) – saw multiple injury crashes (5 at Van Wyck in 2023)​. Jamaica Avenue’s mix of heavy vehicle traffic and pedestrians in neighborhood centers like Jamaica and Woodhaven make it a hotspot.

• Bruckner Expressway (Bronx): Part of I-278 connecting the Bronx and Queens, the Bruckner had 333 crashes in 2023 (164 injury, 3 fatal)​. A noted trouble spot was at the Pelham Parkway interchange, which saw 3 injury crashes​. Like other urban interstates, speed and weaving contribute to accidents on the Bruckner.

• Jerome Avenue (Bronx): A major north-south road in the Bronx, Jerome Avenue saw 249 crashes in 2023 (123 injury, 3 fatal)​. The intersections at Cross Bronx Expressway (7 injury crashes) and E. 174th St (5 injury crashes) were the worst along Jerome​. These are high-traffic junctures where turning vehicles and through-traffic conflict.

In addition to the above, other notable high-risk locations include the Brooklyn-Queens Expressway (BQE, I-278) with 904 crashes (389 injury, 2 fatal in 2023)​, the FDR Drive in Manhattan (693 crashes, 273 injury, 1 fatal)​, Grand Central Parkway in Queens (657 crashes, 310 injury, 2 fatal)​, Cross Island Parkway (555 crashes)​, and major surface boulevards like Linden Blvd and Northern Blvd in Queens which each saw over 400 crashes in 2023​ (Northern Blvd is historically known for pedestrian dangers). Staten Island’s most collision-prone road is the Staten Island Expressway (I-278), with about 407 crashes (131 injury, 1 fatal in 2023)​, reflecting Staten Island’s reliance on highways.

Several factors explain why these locations are hazardous. Highways and expressways (like the Belt, Deegan, BQE, etc.) enable higher speeds and have merging/diverging traffic, which increase the likelihood and severity of crashes – especially at points where drivers negotiate ramps or encounter sudden traffic slowdowns. Arterial roads (like Atlantic Ave or Queens Blvd) often feature multiple lanes, long stretches between signals, and heavy use by trucks and buses, contributing to speeding and difficult crossings. Intersections that rank high in crashes frequently have complex geometry or sight-line issues (e.g. skewed angles, multiple approach roads), or they handle very high volumes of turning vehicles and pedestrians (as in busy Manhattan crossroads). A prime example is Queens Boulevard, historically dubbed the “Boulevard of Death” for its high pedestrian fatality count – though it has improved dramatically after a Vision Zero redesign (initial safety redesigns on Queens Blvd reduced total crashes by 13% and cut pedestrian injuries by 42% on treated segments)​ (nyc.gov). This shows that engineering changes can transform a high-risk corridor into a safer one.

It’s important to note that roughly a third of NYC crashes each year lack precise location data (as reports may list “unknown” location)​, but the known hotspots consistently account for a disproportionate share of serious collisions. The City uses this data to prioritize interventions at priority intersections and corridors. For instance, NYC DOT’s Vision Zero Priority Corridors initiative targets streets like Atlantic Ave and Northern Blvd for redesign, and Priority Intersections like those along Broadway or Jerome Ave for safety upgrades (improved signals, turn restrictions, curb extensions, etc.). Overall, focusing enforcement and engineering on these high-crash locations in each borough is crucial to reducing the city’s injury and fatality toll.

Demographic Insights (Who Is Most Affected)

Analyzing car accident data by demographic factors reveals inequities in who is involved in – and injured by – traffic crashes. In NYC, pedestrians and cyclists are considered “vulnerable road users,” and within those groups, certain ages and communities are at elevated risk. Key demographic insights include:

• Older Adults (Seniors): Elderly New Yorkers suffer a disproportionate share of the harm in traffic crashes, particularly as pedestrians. Adults aged 65+ make up less than 15% of NYC’s population but account for over 45% of annual pedestrian fatalities​ (nyc.gov). A comprehensive DOT study found that while seniors are not struck more often than younger pedestrians, they are far more likely to die or be seriously hurt when they are struck, due to their increased frailty and slower recovery​ (nyc.gov). In fact, even minor injuries can become fatal for seniors. For example, a senior pedestrian hit in a “minor” collision might succumb to complications that a younger person would survive. The study also noted specific risk patterns: senior pedestrians are more likely to be killed by left-turning vehicles that fail to yield (left-turn crashes accounted for nearly twice as many senior pedestrian fatalities as they did for non-seniors)​ (nyc.gov). They are also more likely to be struck in the middle of the day (when many older New Yorkers run errands) rather than at night​ (nyc.gov). These findings prompted the city’s “Safe Streets for Seniors” program, which implements longer crossing times, extended pedestrian refuge islands, and other treatments in neighborhoods with large senior populations​ (nyc.gov) (pedbikeinfo.org).

• Gender: Traffic injury data reveal that males are more frequently involved in serious crashes than females, a trend seen both among drivers and pedestrians. City epidemiologists found that male pedestrians in NYC have higher injury and fatality rates than female pedestrians, even after accounting for exposure​ (nyc.gov). Among seniors, a male pedestrian’s fatality rate is 1.5 times that of a senior female’s; among non-senior adults, men’s fatality rate is about 1.6 times higher than women’s (nyc.gov). This aligns with broader risk behavior patterns – studies show males (especially younger males) are more likely to take risks like speeding or crossing mid-block​ (nyc.gov) (nyc.gov). For drivers, men account for the majority of at-fault drivers in fatal crashes. One analysis noted that non-senior adult males comprised 56% of pedestrian KSI (killed or seriously injured) in mid-block incidents, despite being less than half the population, suggesting riskier behaviors like jaywalking outside crosswalks were more common among men​ (nyc.gov). Addressing these gender disparities may involve targeted education towards male drivers and pedestrians about risk-taking.

• Socioeconomic and Racial Factors: Traffic crashes also reflect broader socioeconomic patterns in NYC. Historically, lower-income neighborhoods (often with higher proportions of Black and Latino residents) have seen higher rates of traffic injuries and fatalities, in part because these areas may have wider, more car-centric roads and fewer safety infrastructure improvements. Encouragingly, a 2024 study found that NYC’s Vision Zero efforts led to a 30% reduction in traffic-related injuries among low-income New Yorkers​ (policiesforaction.org) (policiesforaction.org). The benefits of safety improvements were especially significant for Black New Yorkers, helping reduce racial disparities in injury rates​ (policiesforaction.org). This suggests that the City’s focus on equity – e.g. prioritizing street redesigns in high-poverty areas – is yielding results. NYC DOT reports that neighborhoods with the highest poverty saw the greatest decreases in pedestrian fatalities during the Vision Zero era​ (nyc.gov). Nonetheless, challenges remain: communities outside Manhattan often have more wide arterial roads and higher vehicle speeds, contributing to ongoing higher crash rates in those boroughs (Brooklyn, Queens, Bronx) as noted earlier. Access to safe transportation is thus an equity issue – lower-income residents, who may rely more on walking or cycling, must be protected through continued improvements.

• Children and Young Drivers: Children under 18 represent a smaller fraction of traffic victims in NYC compared to seniors, but child pedestrians are still vulnerable (school crossing times, etc., are adjusted to protect children). NYC has made strides in reducing child pedestrian deaths – for example, between 2013 and 2019, child pedestrian fatality rates fell and are now much lower than senior rates​ (pmc.ncbi.nlm.nih.gov) (pmc.ncbi.nlm.nih.gov). As for drivers, those in their late teens and 20s are generally over-represented in crashes due to inexperience and risk-taking. NYC’s graduated licensing and enforcement of underage DUI aim to curb this. Precinct-level data often show spikes in crashes around high schools (due to inexperienced teen drivers), which NYPD addresses with educational programs in those communities.

In sum, older pedestrians and male road users face elevated risks in NYC traffic, and historically underserved neighborhoods have borne a disproportionate burden of traffic injuries – though recent policies are helping to narrow those gaps. Recognizing these demographic patterns allows for tailored interventions: e.g. senior-focused safety zones, gender-targeted safety messaging (like campaigns against aggressive driving, which often target young men), and continued equity-focused street investments in high-risk communities. As one advocate put it, “Every New Yorker is a pedestrian”​ – improving street safety equitably is crucial to protecting all demographics.

Time and Seasonal Patterns

Traffic crashes in NYC also vary by time of day, day of week, and season, reflecting human activity patterns and environmental conditions. Understanding when accidents are most likely helps inform enforcement (e.g. when to deploy traffic officers or speed cameras) and public awareness campaigns. Key temporal trends include:

• Rush Hour Peaks: The afternoon/evening rush hour (approximately 4:00–8:00 PM) is consistently the most crash-prone time of day in NYC. National data and NYC-specific analyses show that on weekdays, the highest number of crashes – both fatal and non-fatal – occur during this period when roads are busiest​. Commuters are heading home from work, leading to congested roads and possibly driver fatigue or haste (e.g. drivers “worn down from work and anxious to get home” may make more errors)​. One analysis of NYC crash data found the single worst hour for injuries was 4–5 PM on weekdays​ (adi-ag321.medium.com). Morning rush hour (7–9 AM) also sees a secondary peak in collisions, though generally less severe since people are sober and typically driving at moderate speeds in heavy traffic​ columbia.edu. The lowest crash frequency is in the early morning hours (around 4–6 AM) on weekdays, when traffic is light.

• Late Night and Weekends: Although fewer vehicles are on the road late at night, crashes that do occur at night tend to be more severe. During the warmer months (spring and summer), data show a spike in fatal crashes between 8:00 PM and midnight​. Several factors contribute: darkness reduces visibility for drivers and pedestrians; nightlife and summer events mean more people (and potentially impaired drivers) are out late; and higher likelihood of speeding on emptier roads at night. The incidence of drunk driving is also highest at night and on weekends. As a result, one law firm analysis noted that summer nights (8 PM–12 AM) were especially deadly in NYC, likely due to a combination of more late-night traffic and alcohol use​. Indeed, NYC sees a disproportionate share of fatal crashes on Friday and Saturday nights. For example, a significant number of pedestrian fatalities occur in the late-night hours of Friday/Saturday, when revelers may be walking and drivers under the influence are unfortunately more common. The NYPD’s TrafficStat data often show spikes in DUI arrests and serious crashes in those windows, prompting initiatives like targeted DWI checkpoints on weekend nights.

• Day of Week: Weekdays versus weekends show different patterns. Fridays often have the highest overall crash totals (combining workday rush plus evening outings), whereas Sundays typically have the fewest crashes (lower traffic volumes, though Sunday early mornings see some severe incidents from Saturday overnight activity). However, Saturday can rival weekdays in terms of serious crashes, because even though fewer cars are on the road than a weekday, a higher proportion may be speeding or driven by impaired drivers. In terms of injuries, weekdays (when more people are out and about commuting) see more pedestrian and cyclist injuries.

• Seasonal Variation: NYC’s climate results in distinct seasonal differences in crash patterns. Generally, summer and early fall months (June through September) have the highest number of collisions in NYC​. For instance, in 2021, Brooklyn saw the most crashes in September (2,850 crashes) and Manhattan peaked in **October (1,482 crashes)】​. Several factors contribute to summer/fall being high-crash seasons: more people are traveling (including tourists unfamiliar with city driving), days are longer (more activity over more hours), and weather is generally clear – ironically, good weather can increase exposure (more vehicles and pedestrians on the move) and speeding (drivers go faster on dry roads). Additionally, summer brings more roadwork and street activity (block parties, etc.) that can sometimes lead to incidents. By contrast, the winter months (especially January and February) tend to have the fewest crashes​. In 2021, every borough saw its low point for crashes in February​. Colder weather and early darkness in winter mean fewer people driving (many avoid discretionary trips during snow/cold), and drivers tend to be more cautious in bad weather. However, when winter storms do occur, they can cause surges in fender-benders (icy roads, limited visibility) – though many minor snow-day bumps may go unreported if damage is minor. Notably, 2020 was an outlier in that April and May 2020 (height of NYC’s COVID lockdown) saw extraordinarily low crash numbers, even lower than typical winter lows​.

• Weather and Light Conditions: Crashes in NYC are more frequent during clear weather simply because that’s when traffic volume is highest. But certain crash types spike during specific weather events – for example, rainy conditions often lead to more rear-end collisions due to slick roads and longer braking distances. Twilight and dawn can be tricky due to sun glare. The NYPD encourages drivers to turn on headlights during dusk/dawn and inclement weather for visibility. Darkness increases pedestrian crash risk – even though traffic is less at night, a disproportionate share of pedestrian fatalities occur at night. In NYC, about 2/3 of pedestrian deaths happen after dark, leading to widespread installation of better street lighting and the use of Leading Pedestrian Intervals (LPIs) at signals to give walkers a head start crossing​ (nyc.gov).

In summary, NYC experiences its most crash-heavy conditions during peak travel times on weekdays and in the busier, warmer months, whereas severe crashes are overrepresented late at night and on weekends, often involving speeding or impaired driving. This temporal understanding has informed enforcement strategies like the deployment of automated speed cameras 24/7 (since August 2022) – previously, cameras were off at night when many deadly speeding crashes occurred. After NYC activated cameras round-the-clock, speeding violations at night plummeted and traffic fatalities in camera zones during overnight hours dropped by 25%​ (nyc.gov). Additionally, seasonal enforcement waves (e.g. the DWI “Drive Sober or Get Pulled Over” campaign each summer, and extra patrols on holidays like New Year’s Eve) are timed to these patterns. For road users, the advice is clear: exercise extra caution during rush hour and at night, and be especially vigilant during summer evenings when risk factors (volume, speed, and potential impairment) converge.

Vehicle and Victim Types

Car accident statistics can also be broken down by the types of vehicles involved and the types of road users (drivers, passengers, pedestrians, cyclists) who are most affected. In NYC, the profile of vehicles in crashes largely mirrors the mix of vehicles on the road, but with some notable points:

• Private Cars and SUVs: The vast majority of NYC crashes involve personal motor vehicles – passenger cars, SUVs, pickups, and vans. In a typical recent month, for example, over 80–90% of vehicles involved in crashes were private automobiles (including sedans, station wagons, and SUVs)​ (nyc.gov). Passenger cars and SUVs predominate: in one citywide snapshot, passenger vehicles accounted for 4,626 vehicles in crashes and sport utility vehicles another 3,479​ (nyc.gov), far outnumbering other categories. This is not surprising given that cars/SUVs make up most traffic. However, SUVs and larger vehicles are increasingly common and have raised safety concerns – their design can pose greater risk to pedestrians in a collision (higher bumpers, greater mass). The rise of large SUVs and pickup trucks has been cited as one factor in the plateauing of fatality reductions​, since crashes involving heavier vehicles are more likely to be deadly for pedestrians or occupants of smaller cars.

• Taxis and For-Hire Vehicles: New York’s iconic yellow taxis and the multitude of for-hire vehicles (FHVs) (Uber/Lyft cars, black cars, etc.) are involved in a significant number of crashes, simply due to the miles they drive. However, their share is not as large as one might think relative to private cars. For instance, taxi vehicles comprised about 283 of vehicles in crashes in one monthly report​ (nyc.gov), which is a small fraction. This suggests that, per mile driven, professional drivers may have slightly lower crash rates than average – possibly due to training and experience. That said, the huge increase in FHVs (which went from virtually zero pre-2013 to over 100,000 vehicles by late 2010s) added a lot of traffic. Interestingly, research has shown that the shift from yellow taxis to Uber/Lyft in Manhattan changed the pattern of traffic – but recent data indicates overall collisions have declined alongside a drop in yellow taxi trips, likely due to congestion and regulatory caps on FHVs​ (mdpi.com) (mdpi.com).

• Trucks and Buses: Trucks are involved in roughly 7–8% of all crashes in NYC​. This includes large commercial trucks (delivery trucks, semis) as well as smaller 4-tire commercial vans. Their share of crashes is roughly proportional to their presence on city streets (trucks make up a single-digit percentage of vehicles in NYC, but are crucial for goods movement). Truck-involved crashes, however, are more likely to result in severe outcomes for others – a truck’s size means any collision can be devastating, especially for pedestrians or cyclists. Certain neighborhoods with many trucking routes (e.g. industrial areas of Brooklyn and Queens, highway ramps) see higher truck crash rates. The City has focused on truck safety by adding side guards to city-owned trucks and enforcing truck routes. Buses (MTA buses, tour buses, school buses) are involved in a smaller subset of crashes (in one month, 272 buses were in collisions citywide) (nyc.gov). Bus crashes can cause many injuries at once (bus passengers tossed, etc.), but thankfully fatal bus-involved crashes are relatively rare and bus drivers are professionally trained. Still, the Vision Zero program has included training for bus drivers and street designs to reduce bus-related conflicts (e.g. pedestrian islands at bus stops).

• Motorcycles: Motorcycles represent a special category – they are involved in fewer crashes than cars, but a much higher proportion of motorcycle crashes result in injury or death to the rider. In 2021, there were 1,723 motorcycle crashes reported in NYC​. That same year saw 19 motorcyclist fatalities​. For perspective, motorcycles were under 2% of crashes but accounted for about 8% of the traffic deaths. This aligns with national trends – motorcyclists are extremely vulnerable. Unlike some other U.S. cities, NYC does not have a huge volume of motorcycles on the road, but during warmer months many riders come out. Motorcycle crashes are spread fairly evenly across boroughs (Brooklyn had the most in 2021 with 528, but other boroughs each had a few hundred)​. The city has worked on motorcycle safety through education (encouraging proper licensing and helmets) and enforcement (cracking down on illegal racing or loud modified bikes which often correlate with risky riding). Notably, motorcycle fatalities did not drop during the pandemic the way car occupant fatalities did – 2020 actually saw a spike in deadly motorcycle crashes citywide, possibly due to open roads encouraging speeding.

• Pedestrians: Pedestrians are involved in approximately 1 out of every 11 motor vehicle crashes in NYC (about 9% of crashes)​, and they represent a large share of the victims of severe crashes. In 2021, there were 8,693 crashes that involved a pedestrian (meaning at least one pedestrian was struck)​. These resulted in 7,205 pedestrian injuries and 125 pedestrian fatalities that year​. To put it another way, on average 20 pedestrians were struck by vehicles every day in 2021, and one pedestrian was killed roughly every three days. New York City’s traffic fatality profile is heavily weighted towards pedestrians – historically, about 50% of all traffic deaths in NYC are pedestrians​ (pmc.ncbi.nlm.nih.gov), far higher than the U.S. average (~17% nationally)​ (pmc.ncbi.nlm.nih.gov). This is a consequence of NYC’s dense, walkable environment: millions of people walk every day, so exposure is high. It makes pedestrian safety a top priority. As noted, seniors make up a big portion of pedestrian fatalities, and Brooklyn and Queens see the highest numbers of pedestrian crashes (in 2021, Brooklyn had ~2,956 pedestrian-involved crashes, Queens ~2,002)​. Brooklyn is consistently the most dangerous borough for pedestrians by sheer numbers (34% of NYC’s pedestrian crashes in 2021 were in Brooklyn)​, likely because it has many high-traffic arterials and a large population. Staten Island, with its more car-centric layout, had only 247 crashes involving pedestrians (3% of the total) in 2021​, but when pedestrians are hit on Staten Island it is often at higher speeds with severe outcomes. Over the past decade, NYC has achieved a significant reduction in pedestrian fatalities (down 45% from 2013 to 2023)​ (nyc.gov) through measures like reduced speed limits, leading pedestrian intervals at 2,500+ intersections, and safer street designs. However, 2024 saw an uptick in pedestrian deaths (18% increase over 2023)​, highlighting that more work is needed – possibly due to factors like distracted driving and larger vehicles that current measures must adapt to.

• Cyclists: Cycling in NYC has grown enormously in the past decade, and with more cyclists on the road, crashes involving bicycles have also become a significant concern. In 2021, there were 5,568 reported bike crashes (incidents where a bicycle and vehicle collided, or a cyclist was injured)​. These resulted in 4,619 cyclist injuries and 19 cyclist deaths​. While cyclist fatalities are a smaller portion of the total (roughly 7% of traffic deaths in 2021), 19 killed cyclists is still high, and in 2023 cyclist deaths spiked to 29 – the highest since Vision Zero began​. Many of these tragedies occur when drivers fail to see or yield to cyclists, or open car doors into cyclists (dooring). Brooklyn and Manhattan see the most bicycle crashes – in 2021, Brooklyn had 2,151 (39% of the city’s total) and Manhattan 1,410 (25%)​. These boroughs have the most bike riders. Queens had about 1,142 bike crashes (20.5%), the Bronx 774 (13.9%), and Staten Island only 91 (1.6%)​, reflecting far fewer cyclists in SI. NYC has invested heavily in protected bike lanes (over 200 miles installed to date)​ (nyc.gov), and interestingly, the number of cyclist injuries has not increased significantly despite huge growth in cycling – likely thanks to those safety improvements​ (mdpi.com) (mdpi.com). The city’s data show that cyclist injuries have remained roughly stable since 2013​ (mdpi.com) even as cycling trips more than doubled, which is a positive sign. Still, conflicts between bikes and cars (and bikes and pedestrians) remain an issue, and 2024 has seen debates over regulating new modes like e-bikes and scooters which share bike lanes but can travel faster.

In terms of who is getting hurt, we see that: motorists (drivers and passengers) make up the bulk of injuries (over 60,000 motorist injuries per year pre-2020)​, but pedestrians account for nearly half of the fatalities​ (pmc.ncbi.nlm.nih.gov). Cyclists, while a smaller share, are vulnerable and their fatality numbers have fluctuated (City officials noted the worrying rise in cyclist deaths in 2019 and 2022–2023, calling for more protected lanes and awareness)​. Passengers (people riding in vehicles) are sometimes overlooked in stats – in 2019, there were 813 passenger injuries and 4 passenger deaths in one month (Feb 2019) (nyc.gov) – but cumulatively passengers make up a significant subset of victims as well. For instance, if 85 “motorist fatalities” occurred in 2019​, that likely includes drivers and vehicle passengers.

Another category worth mentioning is hit-and-run incidents – unfortunately common in NYC. In 2022, there were over 2,500 hit-and-run crashes with serious injury or death statewide​ (osc.ny.gov), many in NYC. NYPD has a dedicated unit to investigate these, as justice for victims and deterring hit-and-runs is a priority.

Overall, the data underscore the importance of protecting vulnerable road users (pedestrians, cyclists, motorcyclists) and managing the risks posed by large vehicles. NYC’s Vision Zero approach has accordingly focused on pedestrian and cyclist safety improvements, and new programs like the Safe Vehicle Fleet initiative, which equips city trucks with side guards and speed limiters, aim to reduce the hazard of large vehicles​ (nyc.gov) (nyc.gov). The diversity of vehicle types in NYC – from e-scooters to delivery trucks – means the city’s streets must safely accommodate all; hence the push for complete streets that include pedestrian space, bike lanes, and calming features to slow cars.

Impact of Policy and Infrastructure Changes

Since the launch of Vision Zero in 2014, New York City has implemented numerous policy and infrastructure changes to improve traffic safety. These changes have had measurable effects – both positive and, in some cases, flattening out – on accident rates and outcomes. Here we discuss some major initiatives and their impact:

• Vision Zero and Street Redesigns: Vision Zero is the City’s comprehensive strategy to eliminate traffic fatalities. Over the past 10 years, NYC DOT and partner agencies have completed more than 1,200 safety engineering projects on streets​ (nyc.gov) – from installing pedestrian refuge islands and curb extensions, to redesigning wide two-way streets into one-way pairs, to adding protected bicycle lanes. These infrastructure changes have made many corridors safer. For example, the Queens Boulevard redesign mentioned earlier turned a deadly arterial into a safer roadway, with crashes and injuries dropping significantly​ (nyc.gov). Citywide, Vision Zero is credited with helping bring traffic deaths down 12% from 2013 to 2023​ (nyc.gov), including a 45% reduction in pedestrian deaths over that period​ (nyc.gov). Eight of the ten lowest-fatality years in NYC’s recorded history have occurred since Vision Zero began​ (nyc.gov). This is a notable achievement given growing population and travel. However, officials acknowledge that progress has stalled in recent years​. After reaching record lows around 2018, fatalities climbed again in the early 2020s, which some experts attribute to new challenges like heavier vehicles (SUVs, trucks) and the proliferation of e-bikes/scooters mixing with traffic​. The City has responded by continuing to adapt its strategies – for instance, piloting raised crosswalks and expanding bike lane protection with physical barriers.

• Lower Citywide Speed Limit: In 2014, NYC lowered its default speed limit from 30 mph to 25 mph on local streets. This policy was driven by data on pedestrian survival rates – a person hit at 25 mph is far more likely to survive than at 30+ mph​ (governor.ny.gov). The lower speed limit, combined with street re-designs that slow vehicles (like narrowed lanes), has likely contributed to the reduction in fatalities from 2014–2018. While it’s hard to isolate the effect, fewer right-angle crashes and less severe injuries have been observed on corridors with reduced speeds​ (nyc.gov). In 2022, new state legislation (“Sammy’s Law”) gave NYC the authority to lower speed limits further in select areas (to 20 mph in residential streets, for example)​. The City is in the process of implementing these ultra-low speed zones near schools and in areas with many seniors. The expectation is that even a small reduction in speeds can meaningfully reduce injuries – a principle of Vision Zero’s Safe Systems approach (humans make mistakes, so design the system to ensure those mistakes aren’t lethal)​ (nyc.gov).

• Automated Enforcement (Speed and Red-Light Cameras): NYC’s use of automated traffic enforcement has expanded significantly and shown clear safety benefits. Speed cameras were first introduced in school zones in 2014, operating only on weekdays during school hours. After legislative changes, as of August 2022 the City was allowed to run speed cameras 24 hours a day, 7 days a week. The results from the first year of 24/7 operation were striking: speeding violations dropped by an average of 30% citywide at camera locations, and some corridors saw speeding reduced by over 80%​ (nyc.gov) (nyc.gov). Importantly, traffic fatalities in speed camera zones during the overnight hours fell by 25% after cameras began round-the-clock enforcement​ (nyc.gov). This directly addresses the late-night speeding problem discussed earlier. Additionally, injuries on certain camera-equipped corridors have declined; for example, overnight injuries fell 45% on the Bronx’s Tremont Avenue and 16–33% on several other monitored roads after 24/7 cameras were activated​ (nyc.gov). The City now has thousands of speed cameras deployed in all five boroughs. Similarly, red-light cameras at busy intersections have been effective in reducing deadly right-angle (T-bone) crashes by deterring red-light running. The Insurance Institute for Highway Safety found NYC’s red-light cameras reduced fatal red-light running crashes by 21%​ (facebook.com). Automated enforcement has proven to be an “efficient, effective, and equitable” tool (in Mayor Adams’ words)​ (nyc.gov) because it consistently enforces traffic laws and has no bias if implemented correctly. However, officials also note that technology is a supplement to, not a replacement for, road design – the goal is ultimately to engineer streets that naturally calm traffic.

• Traffic Calming and Complete Streets: NYC has rolled out various traffic calming measures – from neighborhood slow zones (with speed humps and 20 mph limits) to Leading Pedestrian Intervals (LPIs) at over 4,000 intersections citywide. LPIs have given pedestrians a head start at crosswalks, resulting in a 14% reduction in pedestrian-vehicle collisions at treated intersections, according to DOT studies​ (nyc.gov). The City has also built many pedestrian plazas and curb extensions that shorten crossing distances. For example, the redesign of Manhattan’s 9th Avenue with curb extensions and refuge islands saw pedestrian injuries drop notably, per DOT reports. Another important program is the Safe Routes to School initiative, which calmed traffic around schools and contributed to a 25% decline in school-age pedestrian injuries during school commute times (based on earlier evaluations). Additionally, the City’s Green Wave plan for cycling (2019) accelerated bike lane installations after a deadly 2019 for cyclists. By 2023, with record mileage of protected lanes, cyclist fatalities stabilized despite huge cycling growth​ (mdpi.com).

• Vehicle Technology and Fleet Programs: The City has worked on the safety of vehicles themselves. NYC’s Fleet (government vehicles) has implemented a Safe Fleet Transition Plan requiring new safety tech – e.g. automatic emergency braking, backup cameras, and Intelligent Speed Assistance (ISA) that actively prevents speeding in fleet vehicles​ (nyc.gov). Over 85,000 safety improvements have been made to city fleet vehicles since 2017​ (nyc.gov), contributing to a 20% reduction in city vehicle crashes and injuries​ (nyc.gov). There is also a push for trucking companies to add side-guards (to prevent pedestrians/cyclists from being caught under trucks) – NYC made them mandatory on city trucks and encourages them elsewhere​ (nyc.gov). Another policy tool under consideration is governors for repeat dangerous drivers: A report from the Manhattan Institute noted that if NYC had deactivated (through impound or speed limiters) vehicles owned by repeat camera violators (5+ speeding tickets), it could have prevented a number of crashes​ (manhattan.institute). In 2022, the City launched a Dangerous Vehicle Abatement Program requiring drivers with excessive speed camera tickets to take a safety course or risk impoundment.

• Public Awareness and Law Enforcement: Enforcement by NYPD remains a pillar – each year the NYPD issues hundreds of thousands of summonses for speeding, failure to yield, cell phone use, etc. However, enforcement levels fluctuated, especially during COVID when police pulled back on traffic stops. The City is trying to automate more (as discussed) and also looking at restorative justice programs (like a pilot education program for drivers who kill or seriously injure someone, to change driver behavior). On the legislative front, NYC has pushed for changes like the Right of Way Law (making it a misdemeanor for drivers to strike pedestrians/cyclists who have the right of way) and worked with the state to implement tougher DWI penalties. In 2024, advocacy groups have called for more aggressive measures given the pedestrian death surge – such as more daylighting (clearing parked cars near crosswalks for visibility) and stricter regulation of SUVs. City officials like DOT Commissioner Ydanis Rodriguez have pledged to “double down” on Vision Zero efforts and not accept the regression of recent years​ (nyc.gov).

• Results and Next Steps: The net impact of policy/infrastructure changes in NYC is that the city is safer than it was a decade ago in terms of per-capita traffic risk – but it’s not yet on track to eliminate deaths. After an initial substantial decline in fatalities by ~2018, the “low-hanging fruit” might have been picked, and new strategies are needed for the tougher problems. The city’s own analysis acknowledges this “plateau” and the need to address issues like rising SUV ownership, distracted driving from smartphones, and new mobility devices​. For example, the rise of e-bikes and scooters has led to new types of crashes (sometimes involving delivery workers on e-bikes being struck, or e-scooter riders hitting pedestrians). In response, NYC is piloting scooter share in the Bronx with strict rules and exploring requiring education for e-bike users. On the positive side, NYC’s streets remain far safer than those of many other U.S. cities of comparable size – the city’s traffic fatality rate (per 100,000 people or per vehicle-mile) is roughly half the national average​ (osc.ny.gov) (osc.ny.gov), making it one of the safest large cities in the U.S. The challenge is continuing to push that number down. Initiatives on the horizon include expanding “Shared Streets” (where pedestrians and cyclists have priority and cars go very slow), implementing congestion pricing in Manhattan’s core (which could further reduce vehicle volumes and crashes in the most crowded area), and advancing vehicle safety standards (NYC is advocating for a federal requirement of Intelligent Speed Assistance in all new cars, similar to what’s being done in Europe). Community outreach also remains key – NYC DOT has done “Vision Zero education events” in all boroughs, and programs like safe driving workshops for taxi/FHV drivers and seniors learning how to be safer pedestrians (e.g. not assuming vehicles will stop). The City also launched a Vision Zero Dashboard where the public can track progress on engineering and enforcement metrics (nyc.gov) (nyc.gov), improving transparency and accountability.

In conclusion, policies like lower speed limits, automated enforcement, and targeted road redesigns have proven effective in reducing crashes and saving lives in NYC – but to reach the ambitious goal of zero fatalities, NYC will likely need to innovate further and adapt to emerging challenges (like technology distractions and heavier vehicles). The progress to date – traffic deaths down ~12% and injuries stable despite massive growth in population and cycling​ (nyc.gov) (mdpi.com) – shows that Vision Zero is working, but the recent uptick in deaths is a sobering reminder that constant effort and investment are required to keep New Yorkers safe on the streets.

Conclusion

New York City’s car accident trends from 2019 through 2024 tell a story of both progress and ongoing challenges. On one hand, total crashes have dramatically declined – NYC now sees roughly half as many collisions per year as it did before 2020, thanks in part to changes in traffic patterns and successful safety interventions. But on the other hand, the severity of crashes has risen: injuries did not fall nearly as much as crashes, and fatalities actually increased in the early 2020s before leveling off. The past two years have seen slight improvements (a small drop in deaths in 2024, for example)​, yet far too many New Yorkers are still being killed or seriously hurt on our roads – especially pedestrians, cyclists, and motorcyclists.

Several clear patterns emerged in this analysis:

• Total accidents plummeted in 2020 due to the pandemic and have remained lower, which is a positive trend for congestion and minor fender-benders. However, serious crashes did not decrease commensurately, indicating that risk factors like speed and distraction became even more critical. The city will need to build on the sustained reduction in crash frequency by tackling crash severity – through slower speeds and safer vehicle designs – to translate fewer crashes into significantly fewer casualties.

• The leading causes of accidents in NYC are preventable behaviors: driver distraction, failure to yield, tailgating, speeding, etc. This points to the need for continued enforcement (automated and manual) and public education. The dominance of distraction-related crashes is especially concerning in the smartphone era – efforts such as public service campaigns against texting-and-driving and perhaps technological solutions (like phone disabling features while driving) could yield safety gains.

• Brooklyn and Queens bear the greatest brunt of accidents and injuries, while Manhattan’s challenges are more about protecting pedestrians in dense intersections and the Bronx/Staten Island struggle with dangerous high-speed roads. Each borough’s specific hotspots – be it Broadway in Manhattan or the Belt Parkway in Brooklyn – require tailored fixes, many of which are underway. Ongoing attention to these high-risk sites (through redesign and enforcement) should continue, as they will have outsize benefits.

• Demographically, it’s evident that older pedestrians and male road users are at special risk, and equity-focused measures have started to improve safety in underserved areas. Protecting seniors with safer crossing treatments and targeting risky driver groups (e.g. young men) with education and enforcement can help reduce the most tragic outcomes. The progress seen among low-income neighborhoods due to Vision Zero is encouraging​ (policiesforaction.org) – it shows that when you invest in safety where it’s needed most, it can save lives and make the city more equitable.

• Temporal analysis reaffirmed that rush hours and nighttime are key danger periods. Expanding measures like 24/7 speed cameras citywide (which NYC has done) and ensuring plenty of DWI checkpoints on weekends are direct responses to these patterns. Continued data-driven deployment of resources – for instance, NYPD’s Traffic Safety teams using crash data to staff the most crash-prone times/locations – will maximize the impact of enforcement.

• In terms of vehicle types and victims, the findings stress the importance of designing a city that is forgiving for those outside of cars. Nearly half of those killed are pedestrians, which is why interventions like pedestrian refuge islands, leading intervals, and aggressive prosecution of failure-to-yield cases are so critical in NYC. Similarly, the rise in cyclist fatalities in recent years shows the need for separated bike lanes and driver awareness of cyclists. The city’s ongoing rollout of protected bike lanes – and newfound focus on regulating dangerous driver behavior towards cyclists (like dooring, which the City Council addressed with a new law) – must continue.

Looking ahead, the top recommendations emerging from this study include:

• Stay the Course on Vision Zero: Recommit to the Vision Zero goal and adapt it to new realities. This means not only restoring the downward momentum in fatalities but accelerating it. The City should fully implement Sammy’s Law to lower speeds in more areas, expand the speed camera program further if possible (e.g. increase fines for repeat violators), and pursue state legislation for additional tools (like studying whether in-vehicle technology could prevent repeat dangerous driving).

• Target Dangerous Driving Behaviors: Use the data on causes to inform campaigns and policies. For example, consider a major campaign against distracted driving in NYC (similar to anti-drunk-driving campaigns), potentially coupled with higher fines or check-point style cell phone enforcement waves. Continue high-profile crackdowns on speeding and failure-to-yield hotspots (the NYPD’s Turning Safety initiative, which focuses on failure-to-yield at intersections, should be strengthened). And explore vehicle technology mandates: NYC could pilot devices in the cars of drivers with multiple violations that lock the phone or govern speed.

• Protect Pedestrians and Cyclists with Street Redesign: Accelerate street safety projects that physically separate and protect vulnerable users. This includes completing the Green Wave bicycle network build-out so that cyclists have protected routes in every neighborhood, and expanding sidewalk space and pedestrian-priority zones. The success of pedestrian plazas (like those in Times Square or in Downtown Brooklyn) shows that removing vehicles from key areas can eliminate conflicts and injuries. Senior zones – with extended crossing times, better lighting, and traffic calming – should be implemented citywide in areas with high senior populations by the end of the decade as planned​ (nyc.gov) ​(nyc.gov).

• Address Vehicle Design: Given the trend toward larger personal vehicles, the City might advocate for or incentivize safer vehicle choices. For instance, promoting cars with crash avoidance systems or encouraging freight companies to use smaller delivery vehicles in city streets. NYC’s own fleet can lead by example (e.g. all city vehicles now have automatic emergency braking). Additionally, push for national changes – NYC’s Mayor and DOT could lobby for updates to federal vehicle safety standards that account for pedestrian impacts (such as the adoption of the European NCAP pedestrian safety tests, which could discourage overly stiff SUV front-ends).

• Data and Accountability: Continue to analyze crash data in detail and make it public. The more granular understanding we have (e.g. exactly which intersections saw increases in 2024, or which types of vehicles are most often involved when pedestrians are killed), the more targeted solutions can be. The City’s Vision Zero Scorecard and transparency tools​ (nyc.gov) should be used to hold agencies accountable – for example, if a promised number of street improvements were not delivered, that needs correction. Also, improve traffic crash investigations to learn from each fatal crash (NYC’s Traffic Crash Reconstruction unit investigates deadly crashes to see what factors contributed, feeding that info into future prevention).

• Community Engagement: Lastly, engage New Yorkers in this mission. Vision Zero requires culture change – drivers must accept that slowing down and being alert is non-negotiable, and pedestrians/cyclists should also follow safe practices (e.g. use crossings, lights on bikes at night). Expanding education in schools (so the next generation grows up with Vision Zero principles) and in driver training (perhaps integrating city-specific safe urban driving modules into NY State’s licensing process) could pay dividends. Community boards should continue to be involved in identifying dangerous conditions and endorsing safety plans, as public buy-in is crucial.

By analyzing the data from 2019–2024, we see that New York City has made important strides in reducing crashes and saving lives, but it also faces new challenges that require renewed commitment and innovation. The reduction in overall crashes post-pandemic provides a unique opportunity – fewer crashes mean our streets can be calmer and safer, if we manage the remaining traffic well. As of 2024, NYC’s traffic fatality count is still far above zero, but with sustained multi-faceted efforts, the city can bend the trend downward again. In the words of NYC’s leaders, “traffic safety is public safety”​(nyc.gov) – continued focus on the strategies outlined above will be vital to ensure that New York City’s streets become truly safe for all who use them.

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