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.

For a complete list of Vision Zero maps, please follow this link

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 2009 to YTD. For more information on the individual projects, please visit the DOT website: https://www1.nyc.gov/html/dot/html/about/current-projects.shtml

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link

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.

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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.

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link

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 2009 to YTD. For more information on the individual projects, please visit the DOT website: https://www1.nyc.gov/html/dot/html/about/current-projects.shtml

For a complete list of Vision Zero maps, please follow this link

Priority Bicycle Districts are neighborhoods with comparatively high numbers of cyclist KSI (Killed or Seriously Injured) 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.

For a complete list of Vision Zero maps, please follow this link

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.

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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.

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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.

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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.

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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 Senior Pedestrian Focus Areas. Within these areas, DOT evaluates potential safety improvements and also conducts educational outreach to senior centers.

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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.

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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

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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.

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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.

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link

DOT is conducting outreach to numerous schools in the five boroughs, using age-appropriate materials to educate school children about traffic safety.

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link

Priority Corridors where the signal progression has been changed to match the 25 MPH speed limit.

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link

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.

For a complete list of Vision Zero maps, please follow this link