Crash injuries in Boston have risen, according to the city’s most recent data, as have fatalities. Some of the city’s most dangerous streets and intersections have remained the same, while other areas saw a change in either direction.

The intersection at Massachusetts Avenue and Melnea Cass Boulevard (Mass and Cass) has remained an area reporting a high number of injuries.

The city’s data, however, does suggest that a change is occurring with fewer pedestrian crashes compared to the year prior. Motor vehicle and bicyclist injuries have largely made up the difference.

The length of Massachusetts Avenue remains a dangerous stretch in the city, seeing nearly 50 accidents between the Charles River and Boston Street.

The city tracks crash and fatality data through the Vision Zero Boston initiative, which ultimately aims to eliminate fatal crashes by the year 2030.

Dartmouth Street in Back Bay was a dangerous stretch for pedestrians at its many intersections for those 12 months between June 30 2022-2023 but saw very few the following year. Clarendon Street, only one street over, saw five pedestrian and cyclist involved crashes 2023-2024, making up the difference almost entirely.

Downtown saw less motor vehicle injuries around City Hall Plaza but suffered from numerous pedestrian and cyclist injuries around the plaza as well as the many streets surrounding Downtown Crossing.

With few and relatively evenly distributed pedestrian and bicyclist crashes outside of Cambridge Street, Beacon Hill remains a relatively safe neighborhood. On Cambridge Street, the three block stretch between Garden Street and Joy Street saw eight crashes in that 12-month period, three of which were cyclist crashes, and one was a pedestrian crash.

Motor Vehicle injuries occurred evenly throughout the city, and fewer than the year before. North Washington Street was a standout compared to the previous year.

Washington Street between Mass and Cass saw a high concentration of crashes with four pedestrian, two cyclist and three motor vehicle injuries.

June 30, 2024, is the most recent update of the crash dataset. A spokesperson for the city said that they receive the data from Boston EMS and did not know when more recent data would be available. The data represents only crashes that required a public safety response.

According to the city’s website, “Records are typically updated on a monthly basis, but because the verification process involves manual confirmation of incidents, exact posting schedules may vary.”

Using June 30 as a year over year marker, 3,453 crash related injuries and 14 fatalities were reported between 2023 and 2024. 3,412 injuries and seven fatalities were reported between 2022 and 2023.

While there is a disproportionate number of motor accidents in the city compared to cyclist and pedestrians, motor vehicle crashes resulted in far fewer fatalities.

Pedestrian and motor vehicle crashes were both down compared to the year before, while bicyclist crashes increase by nearly 90.

Of the 14 fatalities in 2023-2024, nine were pedestrian crashes and one was a bicyclist crash. Fatalities around the city were also evenly distributed around the city While the city does not have crash data for 2024 past June 30, it has logged fatality data

through September 2 adding three additional fatalities and bringing the total for 2024 to 10. All three of those more recent fatalities were pedestrians The crash data is just one input that the city uses to help prioritize where projects are done, officials said in an email. They factor in such things as proximity to schools, whether it is on a priority bus route, if it is an important missing segment in the bike network and if it was a project identified in Go Boston 2030.

“The crash data can help us determine where crashes have happened in the past, but we use other tools for making decisions about signal timing,” officials wrote in response to a question about how they are able to make these decisions using nearly six-month-old data. “For example, we do traffic counts at peak and non-peak hours during the day, including turning movement counts, and we do traffic modeling to look at signals along a corridor to synchronize them to improve traffic flow.”