NYPD: 1,384 Pedestrians and Cyclists Injured, 27 Killed in Traffic in November

Image: NYPD
Image: NYPD

Thirty-five people died in New York City traffic last November, and 4,692 were injured, according to the latest NYPD crash data report [PDF].

As of the end of November, 161 pedestrians and cyclists were reported killed by city motorists in 2013, and 14,721 injured, compared to 138 deaths and 13,965 injuries for the same period in 2012.

NYPD data indicate that last November was by far the deadliest single month for NYC pedestrians and cyclists since January 2012. Citywide, at least 25 pedestrians and one cyclist were fatally struck by drivers: six pedestrians in Manhattan; eight pedestrians in the Bronx; three pedestrians in Brooklyn; six pedestrians and one cyclist in Queens; and two pedestrians in Staten Island.

Among the victims were Derrick Callendar, Lucian Merryweather, Candida Acosta, Maria Montalvo, Man Chit Cheng, Lin Muang, Olga Rivera, Brian Nowell, Cheikh Mbaye, Vernon Bramble, Willie Zachary, Erik Johnson, Buddhi Thapa, Pedro Lopez, Stella Huang, Marion Anderson, Lizette Serrano, Maria Lucaj, Kalyanarat Ranasinghe, and an unnamed male pedestrian in the Bronx.

Cyclist Christopher Meyer was killed in Brooklyn in a November crash, the cause of which remains unknown.

At least one child and six seniors were killed by motorists in November: Lucian Merryweather, 9; Candida Acosta, 74; Maria Montalvo, 66; Olga Rivera, 65; Willie Zachary, 65; Stella Huang, 88; and Kalyanarat Ranasinghe, 71.

Across the city, 1,104 pedestrians and 280 cyclists were reported hurt in collisions with motor vehicles. Per NYPD policy, few of these crashes were investigated by trained officers.

Of 21 fatalities reported by Streetsblog and other outlets, two motorists were known to have been charged for causing a death in crashes that did not involve alcohol or drugs. Anthony Byrd was charged with assault and homicide for the curb-jump crash that killed Lucian Merryweather, and Henry Lawrence was charged with murder after he allegedly ran over Derrick Callendar intentionally. Historically, nearly half of motorists who kill a New York City pedestrian or cyclist do not receive so much as a citation for careless driving.

Five motorists and three passengers died in the city in November; 1,613 and 1,695 were injured, respectively.

There were 17,749 motor vehicle crashes in the city in November, including 3,443 that resulted in injury or death.

Download November NYPD summons data here. Crashes are mapped here. Crash and summons data from prior months is available in multiple formats here.

Below are contributing factors for crashes resulting in injury and death.

Image: NYPD
Image: NYPDP
  • Rabi Abonour

    The takeaway here, obviously, is that bike lanes are a menace.

  • Biker

    Can this be normalized? How many pedestrian “trips” are there in a month vs bike / car? Hard to get a sense if biking is currently 2x more dangerous or 200x?

  • anon

    Is the number of trips the best metric? Might it be better to measure miles travelled, or time travelled instead?

  • Robert Wright

    In the UK, where I used to live, fatalities per passenger mile for cycling and walking were practically identical. For several years, walking came out worse. I wouldn’t be surprised if the figure in NYC were pretty similar – but I don’t have the statistics to show it and generally NYC’s roads are far, far more dangerous than London, the most dangerous place in the UK.

  • jooltman

    Unsafe speed accountable for only 237 incidents? When most NYPD precincts claim to have improperly trained staff and lack of equipment when it comes to monitoring speed? Well, wonders never cease!

  • Jonathan R

    In New York City, I presume most cycle trips could be accomplished on the subway or bus (or vice versa). The same is not true of walking. I suggest therefore that to compare bicycling to walking in terms of casualties is to create a false equivalency, like comparing casualties for walking and rock climbing.

  • I did the numbers and for the month of November you were more than 100 times more likely to die on the outside of a wreck than the inside.

    I think that pretty much settles it, until it is as dangerous to be inside a car wreck as it is to be outside of one we have to ban cars from the urban ecology.

  • You presume wrong.

  • Jonathan R

    Perhaps you could share your methods so others may benefit.

  • Long division, number of dead divided by number involved for both in the car and out of it. 2% died outside the car, .02% died inside it.

  • Jonathan R

    Your point is absolutely spot on in that most drivers don’t suffer at all when they hit and kill pedestrians.

    So unfortunately for bicycle advocates like myself, the inescapable conclusion to be drawn is that we should perform all urban travel inside steel cages.

    Problem I see with your analysis is that the population inside the car is not the same population as outside the car, and the mechanism of injury is different, so basically you are comparing the apples of getting externally mashed by a motor vehicle with the oranges of being pulped while inside a motor vehicle.

  • Joe R.

    One way to accomplish that, at least for the driver of the vehicle, is to put a stake in the middle of the steering wheel. Of course, this is a tongue-in-cheek suggestion but the point remains that you can’t make motor vehicles as dangerous inside as outside without intentional effort. If we count pollution, then the statistics tend to get a bit less lopsided. I might even say being inside a vehicle breathing exhaust fumes, plus fumes outgassing from the interior, is worse than being outside just breathing the exhaust fumes.

  • I think a better tack would be to eliminate crash tests from the certification process. This would do two things, make cars weigh less and reduce their size, both of which have increased as a result of requirements that require survival in side impact wrecks and the infamous 35 MPH crash into a steel-faced concrete wall and every occupant has to be able to open the nearest door and walk away from the wreck. Both of those require a lot of structure and airbags which impose their own structural requirements against moving the airbags out of position when deploying them. Add crumple space needed to keep wreck accelerations within human tolerances and you wind up with 800-1000 pounds added to “compact” vehicles and as much as a ton added to SUVs and big sedans, with new vehicles being anywhere from 6″ to a foot wider than previous models with the same internal space.

    We went from full-size sedans that weighed just over a ton in the ’60s to “compacts” that weigh 2600-3000 pounds. The old “ton of steel” meme hasn’t been accurate for nearly a decade now.

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