The Upper East Side street where Andrea Bronfman was fatally struck by a livery cab two days ago is the site of four pedestrian injuries between 1995 and 2001, data from the activist group Transportation Alternatives shows.

Another three injuries occurred during that period one block away, at 64th Street and Fifth Avenue, and there were four at 66th Street and Fifth Avenue.

“Vehicles turning into pedestrians is one of the leading causes of pedestrian fatalities and injuries in New York City,” the executive director of Transportation Alternatives, Paul White, said.

More recent data from the city’s Department of Transportation paints a picture of a safer corner at 65th Street and Fifth Avenue, where Bronfman was struck. There were no pedestrian accidents reported in 2004 or 2005,officials said; in 2003, there were two pedestrian injuries, and in 2002 there were two injuries and one fatality.

A man driving a livery cab southbound on Fifth Avenue crashed into Bronfman, a 60-year-old philanthropist and wife of a former Seagram co-chairman, Charles Bronfman. The operator turned onto 65th Street as Bronfman walked across the street near her home, police said. There were no arrests or summonses issued, but police officials said they are looking to question a Good Samaritan who stopped his truck to provide aid to Bronfman.

Bronfman’s death came the day after a 25-year-old New York University School student, Hannah Engel, was struck and killed by a motor vehicle at 14th Street and Second Avenue. The driver, 23, was arrested and charged with leaving the scene of an accident, driving without a license, and driving while intoxicated.

In the Bronx yesterday, 82-year-old Eva Schweitzer was struck and killed by a bus, police said.

Hundreds of pedestrians will be killed in New York City this year, the founder of the pedestrian safety group Citystreets, Harris Silver, said. Pedestrian injuries typically average 15,000 a year, he said.

In 2005, the number of pedestrian fatalities was the lowest since 1910, Department of Transportation officials said. There were 152 fatalities citywide in 2005, down from 156 in 2004 and 177 in 2003. The reasons for the decrease, transportation officials said, were education, enforcement, and engineering changes.

Mr. Silver countered that the drop in fatalities was actually due to an increase in congestion, forcing drivers to slow down.

While the city has implemented engineering changes at some intersections, Messrs. Silver and White said they would like to see more. They are proponents of altering the signal timing to give pedestrians exclusive crossing time, if not a head start. Mr. Silver also suggested instituting a reduced speed limit for turns and replacing the usual blinking during the “Don’t Walk” sign with blinking during the “Walk” sign. Mr. White said officials could also build more sidewalk extensions at corners, preventing motorists from cutting turns, and install speed “humps” under crosswalks to force motorists to slow down.

The public does not think of speeding and turning vehicles as “preventable,” Mr. White said. Mr. Silver expressed a similar sentiment: “These problems are preventable.”