"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.

Safe Streets for Seniors (2008-2013)
The Safe Streets for Seniors program is an initiative aimed at increasing safety for older New Yorkers. Based on factors such as senior population density, injury crashes, and senior trip generators, DOT has selected and studied 25 Senior Pedestrian Focus Areas. Within these areas, DOT evaluates potential safety improvements and also conducts education outreach to senior centers.

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.

Enhanced Crossings (2012-YTD)
Enhanced Crossings are marked high-visibility crosswalks on calm streets with low vehicle volumes and a strong pedestrian desire to cross. Standard DOT toolbox treatments are used (ADA pedestrian ramps, pedestrian warning signs and high-visibility crosswalk markings) to improve the mobility and accessibility of pedestrians.

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.

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.