The report, produced by the Office of Transportation and Infrastructure Systems (OTIS), credits speed camera enforcement and traffic calming infrastructure projects with reducing the death toll. Yet it also highlights a persistent disparity: 46% of people involved in fatal crashes since 2020 were walking or cycling, and a majority of those crashes occurred in the dark near streetlights.

"While this disparity existed prior to the pandemic, it's getting worse today, despite the overall crash picture returning to the pre-pandemic trend," said Virginia Lynn, coordinator for Vision Zero.

In 2025, 381 serious injury crashes were reported, up from 362 in 2024. That figure remains below the counts from 2021 through 2023, when serious injuries numbered 460, 404, and 442, respectively. Marco Gorini, Vision Zero program manager, said the city's interventions may be converting some would-be fatal crashes into serious injury crashes.

"You may see that some crashes that would have otherwise been fatal end up as a serious injury crash," Gorini said. "While we're seeing success in removing a lot of the conditions that are going to contribute to a fatality, there is more work to do to make sure that those crashes are of an even lower severity than a serious injury."

Last year, the ratio of people killed outside a motor vehicle was 5% higher than the 2015-2019 average. About 42% of 2025's traffic fatalities were people walking or rolling. Black and Hispanic residents were also injured and killed at higher rates than white and Asian residents.

Speed cameras have shown measurable results. Since cameras were installed along Broad Street to enforce a 25 mph limit, speeding has fallen by 67%, according to a Philadelphia Parking Authority report released earlier this year. Starting next year, camera-based enforcement is scheduled to expand to corridors including Allegheny Avenue, Erie-Torresdale Avenue, and portions of Delaware Avenue.

Local legislation to redesign streets and install safety improvements has helped, officials said, but inaction in Harrisburg on bills that would permit measures like parking-separated bike lanes has stifled progress on state-owned roads.

"We had a pilot with PennDOT for a certain number of corridors. … (Parking-Separated Bike Lanes) have been very successful," said Kelley Yemen, director of OTIS' Office of Multimodal Planning. "We've seen a decrease in speeding and crashes on those corridors. Unfortunately, at this point, we need legislation."

This fall, OTIS began rolling out a new communication strategy to educate residents and drivers about speed cameras and roadway dangers. The program includes social media outreach, educational resources, and expanded transit safety lessons in city schools.

"It's not enough to redesign dangerous corridors, slow vehicle speeds and create safer conditions for road users," Gorini said in a statement. "We need to meet people where they are — in schools, at neighborhood events, at places of worship. Together, we can create a culture of safety where every Philadelphian plays a part in making our city safer."