As Elizabeth Dinunzio neared the end of her sunny midafternoon run last April, she turned onto Old Emmitsburg Road, a two-lane county road that is popular with runners living outside the Maryland city of Frederick. She was less than a half mile from the campus of Mount Saint Mary's University, where in a couple of weeks she was expected to graduate magna cum laude and go on to teach high school Spanish. DiNunzio was even more excited, though, about running her first 26.2-miler, the Pittsburgh Marathon, in five days.



At 22, she had no reason to doubt the road ahead of her.



DiNunzio stepped to the far left side of the mostly flat road, which had no shoulder and, at the time, little traffic. She was not wearing headphones, and she stood out in her pink top and black shorts. Thomas Powell, the president of Mount Saint Mary's, noticed her. At the end of his driveway, he had just started his car to return to campus when he saw her coming from his left . At the same time, from his right, he saw a red Nissan pickup truck approaching. Powell will never forget what he heard next: a loud, sickening thud, the hollow sound of senseless tragedy.



Moments later he spotted one of DiNunzio's shoes on the grass across the street, and then, about 10 feet ahead on the lawn, DiNunzio. Powell threw his car in park, left the engine running, and sprinted to her while calling the university's public safety office on his cell phone. The pickup slammed to a stop, and a slight 29-year-old man jumped out. Later, Powell remembered yelling to Joshua Wayne Cool to back away from the woman he had just shattered.



Powell cradled DiNunzio in his arms, her blood blanketing his clothes and hers, her pulse growing fainter. "You are loved," he told her before she died. "You are loved."



Deadly collisions between runners and motorists like the one involving DiNunzio are occurring with steady frequency in the United States. While state and federal officials do not track car accidents specifically related to pedestrians who are runners, a Runner's World search of newspaper and online reports found that nearly 20 runners had been killed by cars or trucks during the first 10 months of 2009, and more than 40 runners have been killed since 2004.



In May, less than a month after DiNunzio's death, 39-year-old Maria Pontes was struck and killed by a 75-year-old driver while running in Preston, Connecticut. In July, a construction company executive and accomplished runner, Gregory Beck, 52, died in suburban St. Louis when a driver turned into him at an intersection at dusk. In October, Jeremy Kunz, 33, was killed by a drunk driver at 4:30 in the morning outside of Las Vegas—as he was running the Ragnar Relay race.



Every story is jarring, but if runners can find any consolation, it's that they are less likely to end up in deadly collisions than cyclists. In 2007, nearly 700 cyclists were killed on U.S. roads following motor vehicle accidents. And a recent Runner's World poll of 2,400 runners revealed that only 138 respondents (six percent) had been hit while running, and of those most sustained no injuries or minor ones (just two said they were nearly killed).



That said, the dangers for runners on the road are real—and they have prompted the Road Runners Club of America, which represents more than 1,000 running clubs, to offer at its April convention two seminars for the running community on how to lobby local officials for safer roads and dedicated trails. Already in some states, such as California and Texas, runners have teamed up to push for legislation protecting them from motorists. Gear manufacturers have gotten involved as well, with many offering more safety-oriented apparel intended to protect runners.



Still, existing traffic laws can be murky, and they vary from state to state, leaving both motorists and runners unclear about who's at fault in the event of an accident. For instance, in many states, runners can use both the roads or the sidewalks. But in New York State, it's generally unlawful to run on the roads when sidewalks are provided and are accessible. "Keep in mind there is no national traffic law covering these types of cases," says John Burke, a New Jersey personal injury lawyer and runner. "In assigning fault or legal liability in any accident, the facts are as important as the law. In the end, both runner and driver must act like reasonably careful people would."



Ultimately, safety officials and lawyers admit that runners shouldn't expect new regulations—or runner-friendly motorists—to be their impetus to safer training. Instead, runners need to protect themselves. The following guidelines can get you thinking and help keep you safe.



BEWARE OF GADGET-CRAZED DRIVERS



When training on the roads, runners have long been told to face traffic by running on the left side of the street (it's easier to see oncoming cars, and cars will see you); wear bright or reflective attire (especially at night or at dusk); and avoid using iPods or wearing headphones (better to hear approaching vehicles).



But these tenets offer no guarantees that you won't be hit, especially when negligent drivers are involved. Car and truck drivers are increasingly distracted while behind the wheel, programming GPS units, dialing cell phones, and texting on Black-Berries. A 2009 Harris poll found that 72 percent of Americans use their cell phones when driving, while a 2008 Nationwide Insurance Company survey revealed that nearly one in five drivers text when operating a vehicle. The National Highway Traffic Safety Administration reported such technology contributed to the nearly 6,000 fatalities caused by distracted drivers in 2008.



With such gadgetry in play, runners can't help but become easy (if unintended) targets. On a recent eight-mile sunrise run in Portland, Oregon, Troy Schrenk, 35, was nearly hit in succession by three drivers, each text-messaging. He avoided getting struck by shouting and clapping to get the texters' attention, then retreating to the sidewalk. "As runners we're treated no better than the squirrels," Schrenk says. "I do see it getting worse. Law enforcement can only do so much; we have to run defensively."



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Runners can't do much about keeping high-tech drivers off the road, but they can prevent their own gadgetry from contributing to an accident. Don't run with noise-cancellation headphones. While great for blocking out ambient noise when on the treadmill, they'll often prevent you from hearing cars and other vehicles. Also, if you are going to run with headphones, run with only one ear bud in; you want to make sure that you can still hear outside noises, such as the sound of an approaching vehicle.





EXPECT THE UNEXPECTED



Even as traffic tragedies occur every month, most runners seem to adopt an "it can't happen to me" attitude. Only 12 percent of respondents to the Runner's World survey said they were "extremely concerned" about being in an accident, even though 44 percent claimed America's roads have become more dangerous for runners in recent years. Says runner Chris Carney, "The odds are very, very low that you're going to get hit." But as Carney himself learned, such odds don't take into account drivers with their own agendas.



Last January, Carney was running along the narrow shoulder of a 45-mile-per-hour road near his house in Durango, Colorado. At the outset, he ran facing traffic. But hoping to lessen some muscle pain caused in part by the sloping left-side road camber, he returned via the right side. His rationale? "I was lit up like a Christmas tree," with reflective gear from "head to toe." About a half mile from home, though, a car struck him from behind.



Carney suffered a fractured left fibula, an arm laceration, and a separated ankle. Ten months later he still couldn't run, and the hit-and-run driver had not been identified. Carney wonders if the motorist was driving under the influence or if he deliberately drew close to scare Carney in a game of chicken. "I don't know if running against traffic would have helped," he says, "other than I would have seen it."



When training on the roads, runners should anticipate traffic areas with potentially hazardous drivers: high-school parking-lot entrances with teens behind the wheel; senior-citizen communities with high-risk elderly drivers; and streets near bars and restaurants, especially around happy hour. Runners also need to be wary of shifting lifestyle patterns. For instance, traffic and safety experts say that with the sluggish economy, more people are working longer hours to make ends meet—then driving home overtired and with dulled reflexes.



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The economy isn't just affecting drivers. Many time-crunched runners find themselves working out at odd hours, before dawn or well into the evening—the same time slots when impaired drivers are often on the road. "If you're running on country roads with no shoulders, like I usually do, be sure not to run too early," says one runner who took part in the Runner's World survey. "People may be tired from just waking up, and not as attentive as they should be." Also, in the early morning, especially during the colder months, look out for motorists who have not cleared frost from their windshields; they may not be able to see you clearly.



WORK WITH MOTORISTS, NOT AGAINST THEM



Runners and motorists coexist in a fragile ecosystem, which can collapse when they both insist they have the right-of-way. Even before DiNunzio's death, tension between the two groups had been brewing around Frederick. Local residents had called Mount Saint Mary's officials expressing concern that runners from the college were taking unnecessary chances on the roads. In the wake of the calls, Barry Titler, the school's public safety director (and himself a runner), e-mailed students with safety tips—and a reminder to share the roads. And after Joshua Cool was later charged with being at fault for the accident, Frederick County Sheriff Charles Jenkins says his department received criticism from local residents, some who resented that they had to share the roads with runners and cyclists. Jenkins, punching his knuckles, adds, "It's just two worlds butting heads."



Such animosity is not restricted to Frederick. The Runner's World survey found that nearly 39 percent of runners have exchanged angry words with drivers. And some runners have taken measures to defend their turf. Take the case of Gene Bulmer. He was running along a street near his home in Raritan, New Jersey, when he had to leap onto a car that was making a right-on-red turn. The car accelerated and Bulmer realized "I either had to get off or hold on as they gained speed. I was literally pounding on the windshield yelling at the driver to stop." Bulmer proceeded to roll off the hood, but managed to avoid any injury when he hit the pavement. "As she sped away," Bulmer recalls, "I quickly picked up a rock and bounced it off her back windshield. She never stopped."



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Take the lead in promoting road safety, not road rage. "Always be courteous and follow traffic regulations to encourage a positive image of runners to the nonrunning public," suggests another Runner's World survey respondent. "Maybe people would make more of an effort to avoid us if they weren't annoyed at us." Also, acknowledge drivers with a polite wave if they move over to the other side of the road for you. They will feel more inclined to do it again for someone else.





KNOW EXISTING ROAD REGULATIONS



Without federally mandated guidelines, traffic-safety laws can vary by location—leading to confusion, even among those who must enforce them. Consider the DiNunzio case. According to Jenkins, the initial investigation was leaning toward finding fault with DiNunzio for running in the road—a position that outraged her family and Powell, the university president. But after further investigating the case and discussing it with the state attorney general's office, police determined the driver, Cool, had broken state transportation law by not avoiding a pedestrian and by driving negligently. (Cool's attorney, Kathleen English, would not comment on the case.) Cool was fined $390, received points on his license, and may face jail time for driving without insurance. His parents, who owned the truck and allowed him to drive without insurance, were also charged.



"Unfortunately, unless it was a grossly negligent situation where he had been drinking or drag racing or something along those lines, it is basically a payable offense, which is sad," says Charlie Smith, the Frederick County state's attorney.



The arguably light penalty demonstrates the gray legal world governing runner/driver run-ins. In criminal cases, where a driver was under the influence, ran a red light, or was speeding, it is easier to find fault. But in other cases, when simple negligence or road conditions are involved (like sun glare or blind curves), rulings can be more difficult. Runners must prove they exercised "ordinary care"—meaning they didn't jaywalk, or run in the road where a shoulder existed. Often in such civil cases, damages are awarded by degrees of fault, depending on the state. But in four states (Maryland, Alabama, North Carolina, and Virginia) and the District of Columbia, a plaintiff cannot recover any damages if found to be even one percent at fault.



"Runners, you're not going to get a free pass," says Brad Houston, a personal injury attorney in Austin, Texas. "Even if the state that you are in gives you the right-of-way, you're still going to be judged on your conduct."



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Hit by a vehicle and injured while on a run? Of course, your first priority is to get medical treatment. But as soon as possible report the incident to local authorities and a lawyer. Also, write down the circumstances of the incident: where the accident took place, the time of day, the weather conditions, what you were wearing. Such details, attorneys say, can help a judge or jury determine the amount of damages to award.



PROMOTE SAFETY OPTIONS



Over the past decade, the sport of running has boomed in the United States, with the number of marathoners growing by nearly 20 percent. That bulging population translates to more runners on the road training. At the same time, however, the laws protecting runners have not kept pace—with part of the reason being the running community's disunity, or perhaps even apathy.



In Texas, Governor Rick Perry recently vetoed a bill that would have protected vulnerable road users—runners, cyclists, even farmers operating equipment—by mandating drivers to have three feet of clearance when they pass. (Fifteen states currently have such a law.) Jennifer Cochran, a personal injury attorney in Austin, says cycling groups will continue lobbying for it. She only wishes that leaders of the running community would be more involved. Runners are often focused primarily on training, she says, "and there are no real advocacy groups."



The Road Runners Club of America maintains that it serves such a purpose. "We have had our safety guidelines for decades," says Jean Knaack, the organization's executive director. What frustrates Knaack is that "you can advocate until you're blue in the face, but it doesn't matter if people just don't use common sense."



Often, it takes a tragedy to spur action. In 2006, the city council in Dana Point, California, created a protected area for runners and cyclists set off from one dangerous stretch of the Pacific Coast Highway that had caused two deaths and two injuries with recreational athletes. At Mount Saint Mary's, Marla Streb, an alumna and professional mountain biker, was so moved by DiNunzio's death that she donated resources to help develop multi-use trails on campus.



Thomas Powell, still shaken by the gruesome accident he witnessed last April, is prepared to do even more: The Mount Saint Mary's president wants to create a pedestrian lane on Old Emmitsburg Road. Having run a marathon himself, he knows that runners still prefer to train on the roads. "I want to be able to pull out of my driveway and not think about this loud thud I heard," Powell says, staring at the white cross adorned by fresh flowers marking the accident scene. "I want to be able to say, 'Look, Elizabeth has caused other people to be safe.' I won't rest until that's done."



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Research reveals that most motorists like to separate themselves a minimum of six feet from objects, says Dan Burden, cofounder of the nonprofit Walkable Communities. Many motorists, when possible, prefer to move over a lane when they see a runner or bicyclist, but no runner should count on that action. When a car is approaching, be prepared to step off the road and onto the sidewalk.





PROCEED WITH CAUTION



At Intersections



1) With the light yellow and the truck slowing to a stop, the runner moves into the crosswalk—not seeing the car blocked by the truck and rushing to beat the light. He should have waited until all vehicles were stopped at the red.2) The driver begins to turn right on red. As he accelerates, he looks to his left for oncoming cars—but not to his right. The runner must anticipate that the driver is not looking out for him, and move to the sidewalk ASAP.3) Using her side-and rearview mirrors to back out of the driveway, the driver fails to see the approaching runner. The runner should slow down and wait until the car backs out, or until the driver finally notices him and waves him past.Cresting HillsWhen cresting a hill, a driver's vision can suddenly be impaired by such factors as sun glare or backdrops. The runner can reduce the odds of an accident by dressing in highly visible clothing and being prepared to go off-road until she is on the other side of the hill.On Blind Curves1) The runner looks to avoid surprising an unsuspecting driver. About 300 feet before the curve, he crosses to the right side of the road. When the road straightens (and traffic permits), he returns to the left side.2) When such a crossover is impractical or unsafe, the runner should step off the road and run off-road until he's through the curve.Illustrations by Arthur MountIt's pitch black and you're out running. At what distance will a driver spot you? A Runner's World field-test study revealed the best-case scenarios—as well as the worst.Running with a headlamp or handheld light is the smartest way to make yourself visible. The whitish beam is a color that the eye sees clearly at night. And with your motion causing the light to move—the headlamp a little, the handheld a lot—a driver should recognize you as a runner.If you don't feel comfortable wearing a headlamp or holding a flashlight, at least run with a reflective vest or a blinking red light. Drivers won't always identify you as a runner, but they'll have a hard time ignoring your motion. The light should have a bright LED (drivers see blinking red as a hazard), and the reflective material should cover half of the vest.A brightly colored jacket or top will help get a driver's attention. Yellowish green or bright orange are your best bets. Reflective panels on the sleeves can allow a driver to better detect your motion.At any distance within 100 yards, you put yourself at the mercy of a driver's reaction time. Do yourself a favor and wear clothes and shoes that have some reflective details.Although a white T-shirt becomes visible before a dark one does, the difference is negligible—especially if a driver is going at a fast clip.You're asking for trouble by running in dark pants and a dark shirt. Drivers won't notice you until they're dangerously close.How to avoid a running tragedy

Don't assume a driver sees you. In fact, imagine that a driver can't see you.

Run against traffic so as to view (and react to) any mistake an advancing motorist may make.

At a stop sign or light, wait for the driver to wave you through--then acknowledge with your own wave.

Allow at least three feet between you and a passing vehicle.

Be prepared to jump onto the sidewalk or shoulder of the road.

During group runs, go single file when cars need to pass.

Use hand signals to show which way you plan to turn.

Respect drivers' right to the road.

Run with proper ID, and carry a cell phone with emergency contacts taped to its back.

Check with the police for local traffic rules.

Additional reporting by Nicole Falcone and Sara Vigneri.

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