That’s the message from National Highway Traffic Safety Administration Deputy Administrator Ronald Medford who stopped in Florida recently for a town hall meeting to discuss strategies to  prevent such tragedies.

Nationwide, at least 27 children have died this summer after being left unattended in vehicles. The recent town hall meeting coincided with Child Passenger Safety Week,  an annual national campaign emphasizing the importance of properly securing all children in appropriate car seats, booster seats, or seat belts – every trip, every time.

“When it comes to child heat stroke in hot cars, one thing is clear: these deaths and injuries are 100 percent preventable,” said NHTSA Deputy Administrator Medford.

“Our challenge as a public health and safety agency is to pave the way for government, advocates, and our communities to put an end to these unnecessary tragedies,” Medford said in a news release.

NHTSA research shows that hyperthermia, commonly known as heat stroke, is the leading cause of non-crash vehicle deaths for children under the age of fourteen. Reports by the San Francisco State University Department of Geosciences show that at least 49 children under the age of 14 died in 2010 due to hyperthermia.

The body temperature of children can rise three to five times as quickly as an adult. Not only are children left alone in vehicles during hot weather at risk of death from hyperthermia, those who survive could be subject to serious injuries including brain damage, permanent blindness, and organ failure, among others.

“It’s critical for parents and caregivers to know that hyperthermia is a problem that sees no social, economic, or racial boundaries — child heat stroke can happen to anyone,” Medford said. “As we head into more temperate fall weather, we must remain vigilant, as the temperature inside a car can still climb well into the dangerous range for a young child.”

The town hall meeting included area health professionals, law officers, and concerned parents and is the latest push in NHTSA’s nationwide effort to step up child heat stroke education and prevention.

In July, NHTSA convened a roundtable in Washington, DC, to raise awareness about hyperthermia, bringing together for the first time ever child safety experts, representatives from the automotive industry, manufacturers, and victims’ families. NHTSA officials have already made stops in Texas, Georgia, North Carolina and Nevada.

For more on child safety issues, see the library of articles by Daytona Beach child injury attorney.

“Motor vehicle crashes are the leading cause of death in the United States for teenagers. From 2000-2008, more than 23,000 drivers, and 14,000 passengers aged 16 to 19 years were killed,” according to the study published in the Sept. 14 issue of JAMA. “Graduated driver licensing (GDL) systems have now been adopted in all 50 states and the District of Columbia to reduce crashes among teenaged drivers.

Graduated driver licensing is structured to ensure that young novices gain extensive experience driving in low-risk conditions before they ‘graduate’ in steps to driving in riskier conditions. GDL programs in the United States apply only to beginning drivers younger than 18 years.

“The question remains whether the benefits of GDL among drivers to whom provisions directly apply (16- and 17-year-olds) continue, are reduced, or may even be reversed, among older teenagers for whom the effects are only secondary. Previous attempts to quantify the result of GDL for all teenaged drivers across multiple states have experienced methodological difficulties that rendered conclusions unclear,” the authors write.

Scott V. Masten, Ph.D., of the California Department of Motor Vehicles, Sacramento, Calif., and colleagues conducted a study to estimate the association of GDL with driver involvement in fatal crashes for 16- to 19-year-olds. The study included an analysis of data of quarterly 1986-2007 incidence of fatal crashes involving drivers 16 to 19 years of age for all 50 states and the District of Columbia.

There was a comparison of state-quarters with stronger GDL programs (restrictions on both nighttime driving and allowed passengers) or weaker GDL programs (restrictions on either nighttime driving or allowed passengers) with state-quarters without GDL.

Over the study period, fatal crash incidence among teen drivers increased with age, from 16 to 17-year-old drivers before reaching a plateau at the ages of 18 and 19. After adjusting for various factors, the researchers found that stronger GDL programs (relative to no GDL program) were statistically associated with lower fatal crash incidence only for 16-year-old drivers.

“For 18-year-old drivers, the rate of fatal crashes was statistically higher for stronger GDL programs than for programs having none of the key GDL elements. Rate ratios for 17-year-old drivers, 19-year-old drivers, and 16- to 19-year-old drivers combined were not statistically different from the null,” the authors write.

The authors also found that stronger GDL programs appeared to be associated with a larger reduction in fatal crashes among 16-year-old drivers than weaker GDL programs but with a similar increase in fatal crashes involving 18-year-old drivers.

“This suggests that modifying weaker existing state GDL programs to include nighttime as well as passenger restrictions may result in additional crash savings among 16-year-olds as well as a larger net savings among teen drivers overall.”

The researchers estimate that since enactment of the first program in 1996, GDL programs (weaker and stronger combined) have been associated with 1,348 fewer fatal crashes involving 16-year-old drivers and with 1,086 more fatal crashes involving 18-year-old drivers.

“The net associations found in this study represent several possible crash-reducing influences of GDL, including less driving among younger teens; reduced exposure to high-risk conditions, resulting from more driving while supervised by an adult and less driving late at night or with multiple young passengers; and safer driving, resulting from improved learning,” the authors write.

The researchers add that the reasons why GDL programs appear to be associated with higher incidence of fatal crashes for 18-year-old drivers are not known.

“The amount learned during the GDL process may not be comparable to what was learned previously, when young drivers learned through experience alone. Mandatory periods of supervised driving clearly reduce risk while novices learn how to handle a vehicle, gain insights into the behaviors of other drivers, and develop understanding of the physical driving environment. Supervised driving, however, is co-driving, and some important lessons of experience, such as the need for self-regulation and what it means to be fully responsible for a vehicle, cannot be learned until teens begin driving alone. Under GDL this now occurs at least 6 months later, reducing the time that young drivers have to learn from driving on their own before they turn 18.”

“Research is needed to determine what accounts for the increase among 18-year-old drivers and whether this increase occurs among nonfatal crashes as well,“ the authors write. “This may suggest whether, and how, changes to licensing policy might reduce this association.”

For more on traffic safety, see the library of articles by Daytona Beach car accident attorney.

The two pilot projects in Syracuse, N.Y. and Hartford, Conn., each supported by $200,000 in federal funds and $100,000 from the state, examined whether increased police enforcement along with paid advertising and news media coverage could reduce distracted driving. The pilot efforts used “Phone in One Hand, Ticket in the Other” as the media campaign theme and were structured similarly to the highly-successful national seat belt campaign, “Click It or Ticket.”

“These findings show that strong laws, combined with highly-visible police enforcement, can significantly reduce dangerous texting and cell phone use behind the wheel,” said U.S. Transportation Secretary Ray LaHood in a news release. “Based on these results, it is crystal clear that those who try to minimize this dangerous behavior are making a serious error in judgment, especially when half a million people are injured and thousands more are killed in distracted driving accidents.”

In 2009, nearly 5,500 fatalities and another half million injuries resulted from crashes involving a distracted driver. Overall, distraction-related fatalities represented 16 percent of total traffic fatalities in 2009.

During four periods of stepped up enforcement over the past year, Syracuse police issued 9,587 citations for driver violations involving talking or texting on cell phones while operating a vehicle. During the same period, police in Hartford, Connecticut, issued 9,658 tickets for illegal phone use.

Before and after each enforcement wave, the National Highway Traffic Safety Administration (NHTSA) actively observed cell phone use and conducted public awareness surveys at driver licensing offices in the two cities, which found:

• In Syracuse, New York, because of high-visibility enforcement – both handheld cell phone use and texting behind the wheel have declined by one-third.
• In Hartford, Connecticut, where researchers initially identified drivers talking on their cell phones at twice the frequency (which left more room for improvement), there was a 57 percent drop in handheld use and texting behind the wheel dropped by nearly three-quarters.

NHTSA plans to test this same three-part formula – tough laws, strong enforcement, and ongoing public awareness – at the state-wide level next.

Nationwide, 34 states, the District of Columbia, and Guam have enacted texting bans. Nine states, the District of Columbia, and the Virgin Islands have prohibited all hand-held cell phone use while driving.

“The success of these pilot programs clearly show that combining strong laws with strong enforcement can bring about a sea change in public attitudes and behavior,” said NHTSA Administrator David Strickland. “We applaud the work of the men and women of the Syracuse and Hartford police forces, and call on state legislatures, law enforcement and safety advocates across the nation to follow their lead.”

For more on traffic safety issues, see the library of articles by Daytona Beach car accident attorney.

As driving increases with the kick-off of the summer travel season, such an advisory couldn’t be more important or timely.

“As the weather warms up, it’s especially important for drivers to ensure their tires are properly inflated,” said Secretary Ray LaHood in a press release. “For your safety and the safety of others on the road, inspect your tires regularly and maintain the proper inflation.”

The latest data from the Department’s National Highway Traffic Safety Administration show that over the five-year period from 2005 to 2009, nearly 3,400 people died, and an estimated 116,000 were injured, in tire-related crashes.

“While it’s true improperly maintained tires can contribute to a crash at any time of year, it is particularly critical for motorists to check tires during hot weather, when families and luggage often overload vehicles for long vacation trips,” NHTSA Administrator David Strickland warned. “Underinflated tires spinning on hot asphalt for extended periods of time can be a recipe for disaster.”

The Department urges motorists to check their tire pressure before long trips and to inspect tires periodically. Motorists should also be aware that aging tires and hot weather can be a potentially deadly combination, as older tires are more susceptible to heat stress, especially if they are not properly inflated.

Motorists should check the tire sidewall to see how old their tires are, and to check with the tire manufacturer or the vehicle owner’s manual for recommendations on how often to change tires.

Properly inflated tires will also improve a vehicle’s fuel economy and help stretch the family dollar at the gas station. According to the Department of Energy’s fueleconomy.gov Web site, under-inflated tires can lower gas mileage by 0.3 percent for every 1 PSI (pound per square inch) drop in pressure of all four tires.

For example, for a vehicle with a fuel-economy rating of 30 miles per gallon and a 35 PSI tire pressure recommendation, a drop of 25 percent in tire pressure would equate to a loss of 8.8 percent in fuel economy, or a drop of 2.6 miles per gallon.

For more on traffic safety, see the library of articles by Daytona Beach car accident attorney.

Half of this cost ($20.4 billion) was in 10 states, with Florida having the third highest medical and work loss costs, the report says.

CDC’s data analysis found that the 10 states with the highest medical and work loss costs were California ($4.16 billion), Texas ($3.50 billion), Florida ($3.16 billion), Georgia ($1.55 billion), Pennsylvania ($1.52 billion), North Carolina ($1.50 billion), New York ($1.33 billion), Illinois ($1.32 billion), Ohio ($1.23 billion), and Tennessee ($1.15 billion).

These cost findings are based on 2005 data, which is the most recent year for which comprehensive data on costs associated with crash deaths is available. The study was not configured to develop an explanation for the variation in state costs.

“Deaths from motor vehicle crashes are preventable,” said CDC Director Dr. Thomas R. Frieden, in a press release. “Seat belts, graduated driver’s license programs, child safety seats, and helmet use save lives and reduce health care costs.”

CDC released new fact sheets highlighting state-based costs of crash deaths, to coincide with the launch of the Decade of Action for Road Safety. The United Nations General Assembly has proclaimed 2011 to 2020 the Decade of Action for Road Safety, a period of enhanced focus on protecting lives on the world’s roads.

CDC also found the cost related to crash deaths among children and teenagers from birth to 19 years old was nearly $856 million. The highest percentage of costs related to children and teen crash deaths was seen in Vermont (34 percent, $25 million), and the lowest was in Nevada (17 percent, $66 million). Despite the higher percentage in Vermont, its cost is lower due to the much lower total cost of injury.

“It’s tragic to hear that anyone dies on our nation’s roads. But it’s especially so when the person who loses his or her life is a child or teenager,” said Dr. Linda Degutis, director, National Center for Injury Prevention and Control, in a press release. “Child passenger safety laws and comprehensive graduated driver licensing laws are proven to protect young lives. We encourage states to strengthen and enforce these laws to help keep more of our young people safe.”

To prevent crash-related deaths and reduce medical and work loss costs, CDC’s Injury Center recommends that states consider the following strategies:

• Primary seat belt laws, which allow motorists to be stopped and cited for not wearing seat belts. Seat belts reduce the risk of death to those riding in the front seat by about half.
• Strong child passenger safety policies, which require children to be placed in age- and size-appropriate child safety and booster seats while riding in vehicles.
• Comprehensive graduated driver licensing (GDL) systems, which are proven to reduce teen crashes. GDL systems help new drivers gain experience under lower-risk conditions by granting driving privileges in stages. The most comprehensive GDL systems have been associated with up to 40 percent decreases in crashes among 16-year-old drivers.
• Universal motorcycle helmet laws, which require riders of all ages to wear helmets. Helmet use can reduce the risk of death in a motorcycle crash by more than one-third and reduce the risk of brain injury by 69 percent.

“These preventable costs are a reflection of the terrible suffering of American families whose loved ones are killed or injured on the roads,” said Norman Mineta, chairman of Make Roads Safe North America and the longest serving Secretary of Transportation in U.S. history. “On the launch of the first-ever Decade of Action for Road Safety, occurring in 30 cities across our nation and 50 countries worldwide, it is time for all of us to take action to save lives at home and around the globe.”

For more on traffic safety issues, see the library of articles by Daytona Beach car accident attorney.

Researchers compared the crash rates for teen drivers in two adjacent Virginia cities in 2007 and 2008. Results indicate that in 2008 the weekday crash rate for 16- to 18-year-olds was about 41 percent higher in Virginia Beach, Va., where high school classes began at 7:20 – 7:25 a.m., than in adjacent Chesapeake, Va., where classes started at 8:40 – 8:45 a.m. Results of the study appeared in the April 15 issue of the Journal of Clinical Sleep Medicine.

There were 65.8 automobile crashes for every 1,000 teen drivers in Virginia Beach, and 46.6 crashes for every 1,000 teen drivers in Chesapeake. Similar results were found for 2007, when the weekday crash rate for Virginia Beach teens (71.2) was 28 percent higher than for Chesapeake teens (55.6).

In a secondary analysis that evaluated only the traditional school months of September 2007 through June 2008, the weekday crash rate for teen drivers was 25 percent higher in Virginia Beach (80.0) than in Chesapeake (64.0). An investigation of traffic congestion in the neighboring cities did not reveal differences that might account for the teen crash findings.

“We were concerned that Virginia Beach teens might be sleep restricted due to their early rise times and that this could eventuate in an increased crash rate,” said lead author Dr. Robert Vorona, associate professor of internal medicine at Eastern Virginia Medical School in Norfolk, Va., in a press release. “The study supported our hypothesis, but it is important to note that this study does not prove cause and effect. We are planning to perform subsequent studies to follow up on these results and to investigate other potential ramifications of early high school start times.”

According to the American Academy of Sleep Medicine, the average teen needs a little more than nine hours of sleep each night. However, chronic sleep restriction is a common problem among teens. During adolescence, a biological change shifts the typical onset of sleepiness later at night. This delay can make it a challenge for teens to get enough sleep when they have to wake up early for school.

Vorona says that starting high school later in the morning may promote driver alertness by allowing teens to get more sleep at night.

“We believe that high schools should take a close look at having later start times to align with circadian rhythms in teens and to allow for longer sleep times,” he said. “Too many teens in this country obtain insufficient sleep. Increasingly, the literature suggests that this may lead to problematic consequences including mood disorders, academic difficulties and behavioral issues.”
Israeli researchers, reporting in the same issue of the journal, say pushing back school start times by just one hour appears to improve teens’ mental functioning.

Their study of eighth-graders found that the 14-year-old students were more attentive and made fewer mistakes when school started one hour later. The students got about 55 minutes more sleep and did better on tests requiring attention, the researchers found.

Vorona’s study involved data provided by the Virginia Department of Motor Vehicles The researchers report that the two adjoining cities have similar demographics, including racial composition and per-capita income.

Further analysis by time of day found that, in the morning, the teen crash rates peaked when students would be commuting to school, from 7 a.m. to 7:59 a.m. for Virginia Beach and 8 a.m. to 8:59 a.m. for Chesapeake. Teen crash rates were highest in the afternoon hours, from 2 p.m. to 6 p.m. in Virginia Beach, where schools dismissed at about 2 p.m., and from 4 p.m. to 7 p.m. in Chesapeake, where schools dismissed between 3 p.m. and 3:45 p.m.

For more on traffic safety, see the library of articles by Daytona Beach car accident attorney.

“Drive First” will be installed on all future Sprint Android phones, but subscribers must pay an additional $2 a month to engage the app. Owners of Android phones don’t need to upgrade as they’ll be able to download the app once the service launches, sometime in the third quarter, according to a press release from Sprint.

The app engages GPS to determine when a cell phone is in a moving vehicle. Incoming calls are sent to voice mail while texts trigger auto-response messages. It also blocks all but three of the smartphone’s apps, in theory allowing just for essentials such as navigation.

The distracted driving technology allows parents or employers to control settings for each Sprint phone via a Web page. Although the technology allows for a user override (for emergencies or when traveling without driving), the Drive First portal logs the action.

Other upper-tier distracted driving solutions have similar functionality — such as Taser’s new Protector system and the TeenSafer subscription service — but Drive First comes with a wireless carrier’s branding, support and billing.

The Drive First app comes from the Location Labs, the same shop behind T-Mobile’s DriveSmart Plus, introduced several months back.

DriveSmart Plus is a full-featured subscription service that can be applied to all lines on a customer’s account. It’s priced at $4.99 a month and works with the LG Optimus T Android Phone.

Sprint limits Drive First customers to one smartphone per subscription, making $2 a month a better deal if two or fewer smartphones are controlled.

Meanwhile, T-Mobile said  the AT&T purchase of the company is not expected to affect existing services such as DriveSmart Plus for at least a year.

For more on traffic safety issues, see the library of articles by Daytona Beach car accident attorney.

Total ATV-related injuries in 2009 decreased 2.4 percent from 2008, the third consecutive decline in total number of deaths since 2006, which accounts for a total 16 percent decrease during that period. In 2009, there were 376 reported ATV-related deaths and an estimated 131,900 emergency room treated injuries.

The CPSC also reported that the risk of injury per 10,000 four-wheel ATVs in use declined by five percent from 2008 to 2009. This is the eighth straight year that injury risk for ATV riders has decreased – a downward trend that the CPSC also describes as statistically significant – and it is now lower than at any time since CPSC began calculating this injury risk in 1985. Four-wheel ATVs have become increasingly popular with the number of vehicles in use more than tripling since 1998 to over 10.5 million.

“The commitment of the member companies of the ATV Safety Institute (ASI) to rider education, parental supervision, and state legislation is reflected in the continued decline of ATV injuries and fatalities as reported by the CPSC,” said Paul Vitrano, executive vice president of ASI, in a press release. “Since 1984, the major manufacturers and distributors of ATVs in the United States have worked closely with the CPSC to implement ongoing safety initiatives.”

Learning to drive an ATV can be challenging, experts agree. Many deaths and injuries occur when an inexperienced driver loses control of an ATV, is thrown from an ATV, overturns the vehicle, or collides with a fixed object or a motor vehicle. Good ATV training teaches new drivers how to handle multiple off-road riding situations.

That is why the ATV Safety Institute this year began offering a new version of its internationally-recognized ATV RiderCourseSM in select states, including Florida. Leveraging ASI’s award-winning ATV e-Course online education program, the new ATV RiderCourse will reach more riders because students will have the flexibility of taking half the course in their homes and at their own pace. A new riding skills development component complements the knowledge and judgment obtained online.

Students choose one of three age-appropriate modules, which include riding-experience videos from a first-person point of view, animation, and interactive learning exercises and quizzes to self-test knowledge gained. Users can bookmark the course, take a break at any time and resume later from where they left off.

After completing the e-Course, the riding component teaches students riding skills on a controlled training range.  Riders will learn about pre-ride inspection, starting and stopping, quick turns, hill riding, emergency stopping and swerving, riding over obstacles, protective gear, local regulations, places to ride and environmental concerns.

Experienced ATV drivers (with more than one year of experience) have a much lower risk of injury than relatively new drivers. Training can help bridge that gap. Yet, less than 10 percent of all ATV drivers and only about one-quarter of new drivers receive professional training.

While the ATV industry is committed to the safety of its customers, more than 92 percent of ATV-related injuries involve one or more behaviors that the industry strongly warns against in its rider education programs, in all of its literature and on the vehicles themselves.

ATV enthusiasts and their families are urged to follow the ATV Safety Institute’s Golden Rules:

1. Always wear a DOT-compliant helmet, goggles, long sleeves, long pants, over-the-ankle boots, and gloves.
2. Never ride on paved roads except to cross when done safely and permitted by law – another vehicle could hit you.  ATVs are designed to be operated off-highway.
3. Never ride under the influence of alcohol or drugs.
4. Never carry a passenger on a single-rider ATV, and no more than one passenger on an ATV specifically designed for two people.
5. Ride an ATV that’s right for your age.
6. Supervise riders younger than 16; ATVs are not toys.
7. Ride only on designated trails and at a safe speed.
8. Take the ATV RiderCourse and the free online e-Course. Visit ATVSafety.org or call 800.887.2887.
For more on traffic safety issues, see the library of articles by Daytona Beach car accident attorney.

The Centers for Disease Control and Prevention’s Task Force on Community Preventive Services recommends the ignition interlocks based on results from two systematic reviews that considered a total of 15 studies. When interlocks were installed, re-arrest rates decreased by a median of 67 percent relative to comparison groups.

When someone is convicted of DUI and arrested, it’s clear that they’ve made the decision, at least once, to drink and drive. Devices known as ignition interlocks can be installed in DUI offenders’ vehicles as safeguards to help prevent future episodes of impaired driving — a serious public health problem that kills about 11,000 people annually and costs nearly $110 billion a year.

When an ignition interlock is installed in a car or truck, it prevents that vehicle from being driven by anyone with a blood alcohol concentration above a specified level. This level is usually 0.02 to 0.04 grams per deciliter (g/dL); the minimum illegal blood alcohol level is 0.08 g/dL in every state.

Typically, interlocks are installed in vehicles operated by drivers who have already been convicted of DUI. They may be mandated through the court system or offered as an alternative to a suspended license, and they’re usually installed for 6 to 24 months. Interlocks can be effective in both preventing DUI offenders from driving while intoxicated and for reducing their re-arrest rates for DUI.

But not all states require ignition interlocks.  As of December 2010, only 13 states require interlocks for all convicted offenders, including a first conviction. More than half of all states require some offenders — such as those with multiple convictions or an extremely high blood alcohol level at the time of arrest — to install ignition interlocks.

In Florida, it is up to the court to decide if a first time DUI offender is required to install an ignition interlock. But if their blood alcohol level was .20 or if there was a minor in the vehicle at the time of arrest, the system may be required for up to 6 months. That amount increases to a year for second convictions and two years for third convictions.

Here is how the ignition interlock works:

• You breathe into the device to start the car
• Five minutes later the device beeps and you have to breathe again
• About every 30 minutes the Interlock beeps and you must breathe into it

Each time you breathe into the Ignition Interlock device the data is recorded and transmitted to the Florida Department of Motor Vehicles, reports are available on the Internet.

The ignition interlock systems are not free. Costs include $70 for installation, $67.50 for monthly monitoring and calibration and a $100 refundable deposit.  For those who cannot afford the installation of the interlock device, the court may order that a portion of their fine be allocated to cover the costs of installation.

Because of the evidence of their effectiveness, the Task Force on Community Preventive Services recommends more widespread use of interlocks by people convicted of DUI. CDC recommends ignition interlocks for everyone convicted of DUI, even for first convictions.

For more on driver safety issues, see the library of articles by Daytona Beach car accident attorney.

This can be one of the most scariest times for a parent as statistics show 10 teens died each day in motor vehicle crashes in the U.S. in 2009. That’s why the National Safety Council suggests parents take a very active role in their teen’s driver’s education.

Here are 5 tips for parents from the National Safety Council.

•Experience, Experience, Experience: While supervising a new teen driver, parents should give teens plenty of experience behind the wheel in a variety of situations, including night driving and different weather conditions. If you want to spend time with your kids, spend it in the car.

•Eliminate the distractions: Ban any cell phone use in your teen’s car and prohibit your teen from taking other teen passengers along for the ride. These are the safest steps to prevent crashes.

•Set firm penalties for alcohol use and lack of seatbelt use: Teens get into more crashes than other people, yet they wear seat belts less frequently than other people. So, as a parent – set strong rules.

•Communicate: Parents should work with teens in an open dialogue. Try using a written parent/teen agreement which allows clear communication between parents and new teen drivers. Research shows that one problem is, parents and teens hear and believe different things when discussing driving limits, penalties and expectations. Creating a written agreement together helps avoid this. Enforce the agreement consistently.

•General advice: Your teen could also a passenger of another new teen driver, a risky situation for both. Know whether your teen’s friends are following the state law on nighttime driving limits and passenger limits. If your teen is driving alone, you should drive with them in advance. Make sure he or she has traveled the road before in the same conditions.

For more on safe driving issues, see the car accidenty library of articles by Daytona Beach car accident lawyer