As we move further from 2020, the number of overall people killed in traffic crashes in Philadelphia continues to be stubbornly high.
In 2024, 125 people were killed as a result of a crash. Throughout the year, we gave snapshots, generally tracking the number of fatal crashes and though the first 3 quarters of the year showed the lowest total fatality rate since 2019. However, in the fourth quarter of 2024, Philadelphia lost 35 people – which is a higher rate than the fourth quarter in the past two years (26 people were killed in Oct-Dec 2023; 25 people were killed in Oct-Dec 2022). Not only are fatal crashes not decreasing compared to previous years, they have started to plateau.
** 6 deaths were attributed either a medical episode or did not occur in the public right of way and therefore were not included in our analysis but are included in our TrafficVictimsPHL page.
There are two main points we see from the data:
- Overall, pedestrian deaths and fatal hit-and-runs are down compared to 2023. However, both pedestrian deaths and fatal hit-and-runs continue to make up a large percentage of overall fatalities.
- 62% of all fatalities occur on state roads. As it sounds, state roads are owned and maintained by the state, unless there is an agreement with the City otherwise. This is particularly important because state roads are much more difficult to redesign due to preemptions in the vehicle code, traffic calming guidelines, and the general size and nature of needed safety improvements.
Slow process and lack of protection continue to be barriers to lowering traffic fatalities.
In August of 2020, Avante Reynolds was killed by two motorists on Cobbs Creek Parkway. The intersection where Reynolds was killed (Cobbs and Catherine) had no traffic control devices (like stop signs), neighbors said that drivers were “constantly speeding,” and that they had the knowledge of another pedestrian death at the intersection — but were told by PennDOT “this is a highway.” After Avante’s death, PennDOT upgraded their traffic calming guidelines to allow Cobbs Creek Parkway and other similar roads to have traffic calming measures like speed bumps. However, the process is slow and many roads have still not been able to receive needed improvements (i.e. Oregon Ave, Aramingo Ave, Vine St. Local, and so on).
Shrinking the size of the roadway and lowering vehicle speeds is proven to reduce traffic fatalities. One way to do this – and encourage active transportation at the same time – is to build parking protected bike lanes. While this may seem like an easy solution, it is not without a significant (and unique) hurdle:
Currently, the PA vehicle code states that cars have to be parked within 12 inches of the curb (regulation that was not written in reference to bike lanes). Despite no other state in the US interpreting the vehicle code in the same way, PennDOT interprets this to mean nothing can be built between the physical curb and parking that would push parking further than 12 inches away. We have asked PennDOT to reinterpret the curb to include paint markings, flex posts, or a low spaced out curb, but PennDOT declined, choosing instead to punt to the state and refusing to build parking protected bike lanes until legislation is passed changing the interpretation of parking “at the curb.”
To showcase the efficacy of parking protected bike lanes and after years of advocacy by the Bicycle Coalition, the City of Philadelphia was able to build 15 pilot projects throughout the city. Not surprisingly, data shows that parking protected bike lanes have minimal impact on traffic or parking, and make the road safer for all users.
As we continue our fight to eliminate all traffic fatalities by advocating for more funding in the city and encouraging neighborhood efforts for protected bike lanes and traffic calming, we need the state to step up and do their part to save lives. The solutions are proven and available, but it will be nearly impossible to reach 0 deaths if more is not done across all levels of government.