The U.S. Transportation Department said Thursday that its estimates show total traffic deaths declined nearly 9 percent in 2009 — to 33,963. That’s the lowest toll since 1954. In 2008, an estimated 37,261 people died on the roadways.

The newest numbers fit into a trend of decreases since 2005, when an estimated 43,510 people were killed.

The National Highway Traffic Safety Administration credits the decline to more people wearing seat belts, programs to discourage drunken driving and cars built with better safety features.

A sour economy that dampened travel also likely helped.

Side air bags are becoming standard equipment on many new vehicles. And electronic stability control, which helps motorists avoid rollover crashes, is increasingly common on new cars and trucks.

“We knew that those technologies would be reducing fatalities,” said Anne McCartt, the Insurance Institute for Highway Safety’s senior vice president for research. She also said an increase in seat belt use could be a factor. Seat belt use rose to 84 percent in 2009, partly because of state crackdowns on drivers not using seat belts.

States have also pushed tougher laws to reduce drunken driving.

In spite of the progress, Transportation Secretary Ray LaHood cautioned that “there are still far too many people dying in traffic accidents. Drivers need to keep their hands on the steering wheel and their focus on the road.”

The federal government has sought to curb distracted driving, urging states to adopt stringent laws against sending text messages from behind the wheel, as well as other distractions.

Part of the decrease in fatalities is credited to the economic downturn, which has fewer people out on the road. This theory is in line with similar patterns from the early 1980s and early 1990s, when difficult economic, conditions led many drivers to cut back on discretionary travel, and traffic deaths decreased.

The number of miles traveled by U.S. drivers in 2009 grew by 6.6 billion, or 0.2 percent, according to preliminary data from the Federal Highway Administration, But this follows a dip in vehicle miles traveled in 2008 and 2007, when the economy was tanking.

Still, safety officials say the rate of deaths per 100 million miles traveled also dropped to a record low. It fell to 1.16 in 2009, compared with the past record low of 1.25 in 2008.

Highway deaths drop to their lowest level since the 1950s is a post from: Accident & Injury Law in Texas

‘Rudolph’ Bracelets Dangerous is a post from: Accident & Injury Law in Texas

Binyi was driving east on RM 2222 in a gray 2003 Nissan Altima when she lost control, crossed the center lane and struck a 1999 Chevrolet van traveling west.  Binyi was killed at the scene and two other people were taken to University Medical Center Brackenridge.

The road was wet from rain, and excessive speed appears to be a contributing factor in the crash but alcohol does not.  Anyone with information about the wreck should call (512) 974-4724.

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Crash on RM 2222 kills woman is a post from: Accident & Injury Law in Texas

One woman died at the scene, Carpenter said, and the other was taken to University Medical Center Brackenridge, where she died.

Carpenter said the car, a silver Toyota Celica, was traveling north on South First Street when the driver lost control and skidded into the bus stop, which is on the east side of the street. It appears that the driver may have been racing.

The driver of the Celica was also taken to Brackenridge with injuries that were not considered life-threatening.

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2 Killed in Fatal Accident at Bus Stop by Racing Driver is a post from: Accident & Injury Law in Texas

Two people who weren’t wearing seat belts were thrown from the vehicle and flown to Brackenridge in critical condition.

A third person was taken to Brackenridge by ground transportation in serious condition.

Honestly, why do people not wear seat belts?

Wreck sends three to hospital is a post from: Accident & Injury Law in Texas

Angie Gonzalez of Houston was riding in a van with four other children and two adults last Sunday afternoon when the driver failed to yield to a pickup while turning onto Texas 21 from U.S. 290.

Three other children – Leah Gonzalez, 5, Noel Gonzalez, 8, and Paul Gonzalez, 9 – died at the scene.  Two adults were taken to University Medical Center Brackenridge and released shortly after.  Apolinar Saldana, 1, and Angie Gonzalez were taken to Dell Children’s as well. Saldana was released on Friday.

Apparently, only one person was wearing a seat belt and the 1-year-old was in a car seat.  I don’t know why the other children weren’t in boosters or seat belts.

4th Child in Crash Dies is a post from: Accident & Injury Law in Texas

The woman was crossing Cameron Road mid-block near St. Johns Avenue on Friday at 7:36 p.m. when she was struck by a 1999 GM pickup in the southbound right lane.  She was pronounced dead en route to the hospital.

Neither alcohol nor speed seemed to be factors in the incident and the pickup driver remained at the scene.

Anyone with information is asked to call vehicular homicide unit detectives at (512) 974-4724.

Truck hits, kills woman on street is a post from: Accident & Injury Law in Texas

Since 2003, drivers who commit certain Class C misdemeanors must pay penalties or have their licenses revoked.  Last year, lawmakers amended the law, called the Driver Responsibility Program, to require a reduction in fines for those who can’t afford to pay.  Personally, I don’t see why people should not have to pay fines just because they have a low income.  If they can’t pay the fine, they shouldn’t do the crime (drive safer).

Under current rules, the state charges $1,000 a year for three years for a first-time driving while intoxicated conviction.

Under the proposed reduced rates announced Friday, the surcharge for someone convicted of driving while intoxicated could be reduced to a one-time payment of $500.  Drivers would have 90 days to pay, or their licenses would be revoked and the reduction in fines voided.  Remind me why are we making it easier on drunk drivers?

Since 2003, 5.7 million drivers have been fined $1.8 billion under the program.  Of that, the state has collected $694.8 million.

The proposed rules would set the indigence rate at up to 125 percent of the federal poverty level.  Currently, the federal poverty level is $10,830 for an individual and $22,050 for a family of four.

Drivers would have to apply with the department and provide documentation, such as their most recent income tax return.

Please visit the Texas Register’s Web site in the next three months and tell them how assinine you think this change is.  I’m in favor as much as the next guy of making sure people have valid driver’s licenses and carry insurance, but driving is a privilege and we should all bear the costs equally – it shouldn’t be easier for poor people to get away with drunk driving.

Rules to cut some low-income drivers’ fines is a post from: Accident & Injury Law in Texas

The AP investigation found that Toyota has been inconsistent — and sometimes contradictory — in revealing what the devices record and don’t record, including critical data about whether the, brake or accelerator pedals were depressed at the time of a crash.

By contrast, most other automakers routinely allow more open access to information from their event data recorders.

The Associated Press also found that Toyota:

• Has frequently refused to provide key information sought by crash victims and survivors.
• Uses proprietary software in its recorders. Until this week, only a single laptop in the U.S. contained the software needed to read the data after a crash.
• Either settled or provided printouts with the key columns blank, when pressed to provide recorder information in some lawsuits.

Toyota’s “black box” information is emerging as a critical legal issue amid the recall of 8 million vehicles by the world’s largest automaker. The National Highway Traffic Safety Administration said this week that 52 people have died in crashes linked to accelerator problems, triggering an avalanche of lawsuits.

In addition, the number of post-repair complaints is rising. The government said Thursday that it has received more than 60 complaints from Toyota drivers who say their cars have sped up by themselves even after being fixed to correct the problem.

The highway safety agency said it is contacting every owner to learn more about the consumer reports. The complaints have not been independently verified.

When Toyota was asked by the Associated Press to explain what exactly its recorders collect, a company statement said Thursday that the devices record data from five seconds before until two seconds after an air bag is deployed in a crash.

The statement said information is captured about vehicle speed, the accelerator’s angle, gear shift position, whether the seat belt was used and the angle of the driver’s seat.

There was no initial mention of brakes a key point in the sudden acceleration problem. When the Associated Press went back to Toyota to ask specifically about brake information, Toyota responded that its recorders do record “data on the brake’s position and the antilock brake system.”

But that does not square with information that attorneys obtained in a deadly crash last year in Southlake, which is in the Dallas-Fort Worth area, and in a 2004 wreck in Indiana that killed an elderly woman.

In the Texas crash, where four people died when their 2008 Avalon ripped through a fence, hit a tree and flipped into an icy pond, a recorder readout obtained by police listed as “off” any information on acceleration or braking.

In the Indiana crash, 77-year-old Juanita Grossman told relatives before she died that she was practically standing with both feet on the brake pedal but could not-stop her 2003 Camry from slamming info a building. Records confirm that emergency personnel found Grossman with both feet on the brake pedal.

A Toyota representative told the family’s attorneys there was “no sensor that would have preserved information regarding the accelerator and brake positions at the time of impact,” according to a summary of the case provided by Safety Research & Strategies Inc., a Rehoboth, Mass. based company that does vehicle safety research for attorneys, engineers, government and others.

One attorney in the Texas case contends in court documents that Toyota may have de literately stopped allowing its recorders to collect critical information so the Japanese automaker would not be forced to reveal it in court cases.

“This goes directly to defendants’ notice of the problem and willingness to cover up the, problem,” said E. Todd Tracy, who had been suing automakers for 20 years.

Randy Roberts, an attorney for the driver in that case, said he was surprised at how little information the Avalon’s recorder contained.

“When I found out the Toyota black box was so uninformative, I was shocked,” Roberts said.

Toyota refused to comment on Tracy’s allegations because it is an ongoing legal matter but said the company does share recorder information with government regulators.

“Because the EDR system is an experimental device and is neither intended, nor reliable, for accident reconstruction, Toyota’s policy is to download data only at the direction of law enforcement, NHTSA or a court order,” the Toyota statement said.

In many cases, attorneys and crash experts say recorder data could help explain what happened in the moments before a crash by detailing the positions of the gas and brake pedals as well as the engine’s revolutions per minute.

Yet, some crash experts say Toyota shouldn’t bear too much criticism for failing to capture large amounts or specific kinds of data, because recorder systems were initially built for air bag deployment and not to reconstruct wrecks. They also vary widely from vehicle model to model, Haight said.

Toyota Kept Quite About Crash Data is a post from: Accident & Injury Law in Texas

Previously, those over the age of 18 could take the state’s written and driving tests through the Texas Department of Public Safety without classroom training. The new mandatory classes cost $30 to $50, and the schools must be approved by the Texas Education Agency.  Click here for information on the new mandatory classes, including a statewide, city-by-city list of those certified to offer the adult courses.

The course contains information on highway signs; Texas traffic laws; alcohol and drug awareness; and distractions, such as driving while talking on a cell phone. Those who complete the course won’t have to take the written exam but will have to pass the driving skills test.

DPS says 1.8 million original applicants between the ages of 18 and 24 applied for a license in 2008; however, it’s unclear how many were first-time applicants – a significant number may have been applicants moving to Texas from another state.

Officials didn’t know whether Texas is alone in mandating an adult driving education class — California, Florida and New York don’t, according to the Web sites of those states’ licensing departments.

The voluntary national program “Alive at 25″ is used in several states, including Colorado. That program seeks to educate teens and young adults about driving hazards they could face.

Defensive driving courses and drug and alcohol driving awareness programs don’t count toward the new requirement. The new law — passed during the 2009 legislative session — does not change the rules for 15- to 17-year-olds, who must take a driving education course that requires 32 hours of classroom time, seven hours of driving observation and seven hours of driving.

It also doesn’t affect drivers 18 to 24 who first were licensed in other states and are seeking a license in Texas.

According to a 2008 report by the National Highway Traf fic Safety Administration, younger drivers are less likely to buckle up and more likely to be distracted, speed and drive too fast for conditions. Nationally, the fatal collision rate for those 21 to 24 years old was 47.8 fatal crashes per 100,000 drivers; that figure drops to 32 for those ages 25 to 34, according to the report.

Driving education schools lobbied the Legislature to get the bill passed.  Driver education courses for teens can cost up to $450, and 15- to 17-year-olds can’t drive from midnight to 5 a.m. or have more than one nonfamily member in the car with them for a year after getting their licenses. More teens had been avoiding those rules — and the safe habits they were meant to instill–by waiting until they turned 18 to apply for a license.

New Adult Driver’s Ed Law Takes Effect is a post from: Accident & Injury Law in Texas