Marilyn Johnson

Cycle Aware: Piloting a module for novice drivers

Publisher: Elsevier BV

Date: 09-2021

DOI: 10.1016/J.JSR.2021.04.003

Bicycling crash characteristics: An in-depth crash investigation study

Publisher: Elsevier BV

Date: 11-2016

DOI: 10.1016/J.AAP.2016.08.012

Abstract: The aim of this study was to describe the crash characteristics and patient outcomes of a s le of patients admitted to hospital following bicycle crashes. Injured cyclists were recruited from the two major trauma services for the state of Victoria, Australia. Enrolled cyclists completed a structured interview, and injury details and patient outcomes were extracted from the Victorian State Trauma Registry (VSTR) and the Victorian Orthopaedic Trauma Outcomes Registry (VOTOR). 186 cyclists consented to participate in the study. Crashes commonly occurred during daylight hours and in clear weather conditions. Two-thirds of crashes occurred on-road (69%) and were a combination of single cyclist-only events (56%) and multi-vehicle crashes (44%). Of the multi-vehicle crashes, a motor vehicle was the most common impact partner (72%) and distinct pre-crash directional interactions were observed between the cyclist and motor vehicle. Nearly a quarter of on-road crashes occurred when the cyclist was in a marked bicycle lane. Of the 31% of crashes that were not on-road, 28 (15%) occurred on bicycle paths and 29 (16%) occurred in other locations. Crashes on bicycle paths commonly occurred on shared bicycle and pedestrian paths (83%) and did not involve another person or vehicle. Other crash locations included mountain bike trails (39%), BMX parks (21%) and footpaths (18%). While differences in impact partners and crash characteristics were observed between crashes occurring on-road, on bicycle paths and in other locations, injury patterns and severity were similar. Most cyclists had returned to work at 6 months post-injury, however only a third of participants reported a complete functional recovery. Further research is required to develop targeted countermeasures to address the risk factors identified in this study.

On constituting cyclists as ‘hazards’

Publisher: Elsevier BV

Date: 04-2020

DOI: 10.1016/J.JTRANGEO.2020.102675

Characteristics of the road infrastructure and injurious cyclist crashes resulting in a hospitalisation

Publisher: Elsevier BV

Date: 03-2020

DOI: 10.1016/J.AAP.2019.105407

Abstract: Faced with the current growth and change to Western Australia's road network as well as the promotion and increased uptake of cycling, further investigation into crash, injury and road infrastructure characteristics is necessary. An in-depth study was conducted of 100 cyclists who were injured due to involvement in a crash that occurred on-road and resulted in an admission to a hospital. Information collected included a researcher-administered questionnaire, crash details from the Integrated Road Information System (IRIS), injury information from the State Trauma Registry and a virtual on-line site inspection. Overall, 42 % of crashes involved a motor vehicle and 58 % did not involve a motor vehicle. Twenty-one percent of all crashes involved cyclist loss of control, 18% were crashes with another cyclist, 18% involved hitting an object and 1% involved a pedestrian. . Bicycle crashes were severely under-reported with only 40 percent reported to the Police. Approximately half of crashes occurred at intersections (51 %) and half at midblock (non-intersection) sites (49 %). Fifty-seven percent of crashes that occurred at intersections involved a motor vehicle, whereas only 27% of crashes that occurred at midblocks involved a motor vehicle. The majority of cyclists' injuries were classified as minor according to the Injury Severity Score with the mean number of body regions injured being 4.5 (SD = 2.2). The mean number of days in hospital care was 5.2 days (SD = 5.6, range: 1-33). These findings can be used to guide road infrastructure treatments that reduce the risk of bicycle crashes in Western Australia and insights may inform action in other jurisdictions where cycling is increasing in popularity.

Safer cycling in the urban road environment: study approach and protocols guiding an Australian study

Publisher: BMJ

Date: 10-06-2014

DOI: 10.1136/INJURYPREV-2014-041287

Abstract: Much of the research into cyclist safety in Australia has focused on behaviour with less focus on the impact of the urban transport environment on cyclist safety. A greater understanding of the urban transport system and the improvements needed to create a safer cycling environment are essential if cyclists are to be safe and increased cycling participation targets are to be achieved. The proposed study will use existing cyclist crash data along with unique cyclist exposure data to develop road infrastructure prototypes that improve cyclists' safety and evaluate the effectiveness of these prototypes in a cycling simulator. This study will be conducted in two Australian cities namely Perth and Melbourne as both cities have policies that strongly advocate cycling. Two methods of data collection will be employed: (1) in-depth crash investigations of injured cyclists and (2) video footage of cyclist exposure through a naturalistic cycling study of non-injured cyclists. The findings from these two methods will be used to develop new urban road design prototypes which will be tested with a s le of cyclists and motorists in safe environment namely, a cycling simulator and a driving simulator. By designing and evaluating safer environments for cyclists, this study will identify solutions that reduce the risk of road trauma and importantly, support this alternative mode of transport and thereby contribute to a reduction in traffic-related emissions and pollution and enhance sustainable economic and social connectivity.

Why do cyclists infringe at red lights? An investigation of Australian cyclists' reasons for red light infringement

Publisher: Elsevier BV

Date: 2013

DOI: 10.1016/J.AAP.2012.07.008

Abstract: This study investigated the behavioural, attitudinal and traffic factors contributing to red light infringement by Australian cyclists using a national online survey. The survey was conducted from February to May 2010. In total, 2061 cyclists completed the survey and 37.3% reported that they had ridden through a signalised intersection during the red light phase. The main predictive characteristics for infringement were: gender with males more likely to offend than females (OR: 1.54, CI: 1.22-1.94) age with older cyclists less likely to infringe compared to younger cyclists 18-29 years (30-49 yrs: OR: 0.71, CI: 0.52-0.96 50+ yrs: OR: 0.51, CI: 0.35-0.74), and crash involvement with cyclists more likely to infringe at red lights if they had not previously been involved in a bicycle-vehicle crash while riding (OR: 1.35 CI: 1.10-1.65). The main reasons given for red light infringement were: to turn left (32.0%) because the inductive loop detector did not detect their bike (24.2%) when there was no other road users present (16.6%) at a pedestrian crossing (10.7%) and 'Other' (16.5%). A multinomial logistic regression model was constructed to examine the associations between cyclist characteristics and reasons for infringement. Findings suggest that some cyclists are motivated to infringe by their perception that their behaviour is safe and that infrastructure factors were associated with infringement. Ways to manage this, potentially risky, behaviour including behaviour programmes, more cyclist-inclusive infrastructure and enforcement are discussed.

Fatal road transport crashes among Australian residential aged care facility residents

Publisher: Wiley

Date: 16-10-2018

DOI: 10.1111/AJAG.12586

Abstract: To examine fatal road transport crashes of residential aged care facility (RACF) residents to determine crash characteristics and risk factors. A cross-sectional study of a retrospective national cohort of RACF resident deaths notified to Australian coroners. death occurred between 1 July 2000 and 30 June 2013 mechanism classified as 'transport injury event' and completed coronial investigation. Descriptive statistical analyses were conducted on crash characteristics and risk factors. Thirty-eight deaths met the inclusion criteria. Median age of deceased RACF residents was 84 years, and gender was equally distributed. Men were most frequently pedestrians (n = 14, 37%), and women were most frequently motor vehicle passengers (n = 14, 37%). Road user factors contributed to two-thirds of crashes (n = 25, 66%), with 'failure to yield' (n = 17, 45%) most frequent. Reducing fatal crashes of RACF residents requires effective road safety strategies and public awareness of risks for this increasing and vulnerable population.

Safety, Design and Law: A New Interdisciplinary Approach to Bicycle Rider Road Safety

Publisher: Springer International Publishing

Date: 2021

DOI: 10.1007/978-3-030-64722-3_6

Cyclists and open vehicle doors: Crash characteristics and risk factors

Publisher: Elsevier BV

Date: 11-2013

DOI: 10.1016/J.SSCI.2013.04.010

Riding through red lights: The rate, characteristics and risk factors of non-compliant urban commuter cyclists

Publisher: Elsevier BV

Date: 2011

DOI: 10.1016/J.AAP.2010.08.030

Abstract: This study determined the rate and associated factors of red light infringement among urban commuter cyclists. A cross-sectional observational study was conducted using a covert video camera to record cyclists at 10 sites across metropolitan Melbourne, Australia from October 2008 to April 2009. In total, 4225 cyclists faced a red light and 6.9% were non-compliant. The main predictive factor for infringement was direction of travel, cyclists turning left (traffic travels on the left-side in Australia) had 28.3 times the relative odds of infringement compared to cyclists who continued straight through the intersection. Presence of other road users had a deterrent effect with the odds of infringement lower when a vehicle travelling in the same direction was present (OR=0.39, 95% CI 0.28-0.53) or when other cyclists were present (OR=0.26, 95% CI 0.19-0.36). Findings suggest that some cyclists do not perceive turning left against a red signal to be unsafe and the opportunity to ride through the red light during low cross traffic times influences the likelihood of infringement.

Young Driver Crashes with Cyclists: Identifying Training Opportunities

Publisher: SAGE Publications

Date: 29-06-2019

DOI: 10.1177/0361198119860118

Abstract: To understand where driver training should focus to contribute to improving the safety of cyclists, this study compared bicycle-motor-vehicle (BMV) crashes involving novice drivers (under 25 years) with those involving experienced drivers in the Australian states of Victoria, Queensland, and South Australia. Novice drivers were involved in only a small proportion of BMV crashes and were not over-represented on a per-license basis. For both driver groups, most crashes happened on lower speed roads, at intersections, and during the day. In contrast to expectations, the distribution of types of BMV crashes differed little between experienced and novice drivers. The absence of major differences between experienced and novice drivers may result from learning opportunities being too infrequent in low-volume cycling countries, but this hypothesis needs further testing. A comparison between Queensland and Victoria showed three situations with a higher proportion of young driver crashes: in the evening in both states, Right through-opposing directions (Victoria only), and From footway-maneuvering (Queensland only). These patterns are likely to be indicative of young driver experiences. When their time on the road increases, so does their exposure to risk and to challenging driving conditions (e.g., driving in darkness). On the other hand, these patterns may also point to effects of legislation on young driver crashes, for instance cycling on the sidewalk in Queensland. The results suggest that training for novice drivers needs to supplement a wider strategy to improve cyclist safety (including infrastructure and traffic management improvements) and that training needs to be tailored to state-specific conditions.

Epidemiology of Homicide in Community-Dwelling Older Adults: A Systematic Review and Meta-Analysis

Publisher: SAGE Publications

Date: 12-07-2021

DOI: 10.1177/15248380211030250

Abstract: Empirical research investigating older adult homicide is sparse and rarely accumulated for greater insights. This systematic review and meta-analysis quantifies the prevalence and characteristics of homicide victimization among older adults (65 years and older) compared with younger adults (18–64 years). We searched Cumulative Index to Nursing and Allied Health Literature, Cochrane, Criminal Justice Abstracts, EMBASE, MEDLINE, ProQuest, PsycINFO, Scopus, and Web of Science for studies published before December 31, 2018 (International Prospective Register of Systematic Reviews registration: CRD42017054536). Included were English-language, original, peer-reviewed studies describing the homicide of older adults. Excluded were studies not meeting age criteria, residence as an institution, or with insufficient outcome variables. The review included 39 studies 17 were included in the meta-analysis. Data were extracted via open access or from study authors. Heterogeneity was assessed through study-level random effects estimates. Pooled homicide rates per 100,000 population were 2.02 (95% CI [1.23, 3.33]) for older adults ( n = 35,325) and 3.98 (95% CI [2.42, 6.53]) for younger adults ( n = 607,224 rate ratio = .51, 95% CI [0.37, 0.70], p .001). Proportion estimates for older adults: victim female 46.3%, location home 71.4%, offender familiar 25.2%, compared to stranger, 24.2%, motive argument 36.1%, compared to felony 30.8%, and weapon firearm 24.5%. Older adults were significantly different to younger adult victims ( p = .001) for female ( OR = 2.5, 95% CI [2.02, 3.10]), home (3.87, 95% CI [3.45, 4.35]), stranger (1.81, 95% CI [1.66, 1.98]), argument (0.33, 95% CI [0.28, 0.39]), felony (2.78, 95% CI [2.58, 2.99]), and firearm (0.38, 95% CI [0.36, 0.40]). Homicide against older adults differs from younger adults and warrants specific research and tailored prevention strategies.

Before the crash: A systematic analysis of police narratives to determine the prevalence of pre-crash factors in fatality road transport crashes

Publisher: Informa UK Limited

Date: 28-12-2018

DOI: 10.1080/15389588.2018.1532212

Exploring the process of travel behaviour change and mobility trajectories associated with car share adoption

Publisher: Elsevier BV

Date: 2020

DOI: 10.1016/J.TBS.2019.10.006

Self-management of heart failure in dementia and cognitive impairment: a systematic review

Publisher: Springer Science and Business Media LLC

Date: 29-04-2019

DOI: 10.1186/S12872-019-1077-4

Safety in numbers? Investigating Australian driver behaviour, knowledge and attitudes towards cyclists

Publisher: Elsevier BV

Date: 09-2014

DOI: 10.1016/J.AAP.2014.02.010

Abstract: A key tenet of the safety in numbers theory is that as the number of people cycling increases, more drivers will also be cyclists and therefore will give greater consideration to cyclists when driving. We tested this theory in relation to self-reported behaviour, attitudes and knowledge in relation to cycling. An online survey was conducted of Australian drivers (n=1984) who were also cyclists (cyclist-drivers) and drivers who did not cycle (drivers). Cyclist-drivers were 1.5 times more likely than drivers to report safe driving behaviours related to sharing the roads with cyclists (95% CI: 1.1-1.9, p<0.01). Cyclist-drivers had better knowledge of the road rules related to cycling infrastructure than drivers however knowledge of road rules related to bike lanes was low for both groups. Drivers were more likely than cyclist-drivers to have negative attitudes (e.g. cyclists are unpredictable and repeatedly overtaking cyclists is frustrating). Findings from this study highlight the need for increased education and awareness in relation to safe driving behaviour, road rules and attitudes towards cyclists. Specific recommendations are made for approaches to improve safety for cyclists.

The impact of cognitive impairment on self-management in chronic obstructive pulmonary disease: A systematic review

Publisher: Elsevier BV

Date: 08-2017

DOI: 10.1016/J.RMED.2017.06.006

Unexplained absence resulting in deaths of nursing home residents in Australia—A 13‐year retrospective study

Publisher: Wiley

Date: 27-05-2018

DOI: 10.1002/GPS.4896

Bicycle train intermodality: Effects of demography, station characteristics and the built environment

Publisher: Elsevier BV

Date: 2019

DOI: 10.1016/J.JTRANGEO.2018.12.016

Changes in private car ownership associated with car sharing: gauging differences by residential location and car share typology

Publisher: Springer Science and Business Media LLC

Date: 04-03-2021

DOI: 10.1007/S11116-021-10184-6

Cycle Aware Package: Using Haddon’s matrix to reduce novice driver crashes with cyclists

Publisher: Informa UK Limited

Date: 28-12-2018

DOI: 10.1080/15389588.2018.1532213

Safer cycling and the urban road environment: A case control study

Publisher: Elsevier BV

Date: 08-2019

DOI: 10.1016/J.AAP.2019.05.032

Abstract: This study aimed to identify features of the road environment that increased the risk of on-road bicycle crashes in Perth, Australia between 2014-2017. This case-control study used a combination of an in-depth crash study and naturalistic study to compare the road environment characteristics of 100 case (crash) sites and 300 control sites where no crash occurred using conditional logistic regression. For intersection sites, roundabouts (adjusted OR: 2.98, 95% CI: 1.18, 7.56) and traffic lights (adjusted OR: 3.86, 95% CI 1.29, 11.63) significantly increased the risk of a bicycle crash, compared to priority control/uncontrolled intersections. For midblock (non-intersection) sites, roads with an incline (upwards/downwards) significantly increased the risk of a crash (adjusted OR: 3.39, 95% CI: 1.02, 11.22), compared to level roads. This study highlighted the risk of roundabouts, traffic lights and roads with an incline for bicycle crashes. Treatments that reduce vehicle speeds and encourage cyclists to claim the lane at roundabouts, as well as careful road design and road maintenance at traffic lights, may reduce the risk of crashes for cyclists. While it is impossible to remove hills and slopes from the topography, it is possible to select routes to target for bicycle infrastructure which are predominantly level.

Proceedings of the 2021 Australasian Road Safety Conference - Melbourne

Publisher: Australasian College of Road Safety

Date: 27-09-2021

DOI: 10.33492/ARSC-2021

Abstract: These proceedings describe research, educational and policing program implementation and policy and management strategies related to all aspects of road safety and especially related to the conference theme of Towards Zero: A Fresh Approach. The 2021 conference covers a comprehensive range of topics including speed, infrastructure and road design, education, licensing, vehicle design, impairment due to alcohol, drugs and mobile phones. The conference also presents innovative symposium sessions including interdisciplinary approaches combining safety, the law and design and showcasing successful programs involving at-risk youth, older drivers and safety approaches for non-occupants, specifically when we walk and ride a bicycle. Around 600 delegates from 28 countries attended the on-line virtual conference, held in this format because of COVID 19 restrictions. Authors of accepted Extended Abstracts and Full Papers represented international and local institutions from all aspects of their respective communities including research centres, private companies, government agencies and community groups. The Extended Abstracts and links to Full Papers presented in these Proceedings provide an indication of the important work being done in Australia, New Zealand and internationally as part of the United Nations, One UN Vision for Road Safety to reduce the number of crashes roads by 50 percent by 2030.

Does the role of a bicycle share system in a city change over time? A longitudinal analysis of casual users and long-term subscribers

Publisher: Elsevier BV

Date: 07-2018

DOI: 10.1016/J.JTRANGEO.2018.06.023

In defence of mandatory bicycle helmet legislation: response to Hooper and Spicer

Publisher: BMJ

Date: 11-06-2013

DOI: 10.1136/MEDETHICS-2013-101476

Cyclist-related content in novice driver education and training

Publisher: Elsevier BV

Date: 02-2018

DOI: 10.1016/J.AAP.2017.12.008

Abstract: In Australia, the increasing public profile and policy interest in cycling contrasts with variable cycling participation rates across jurisdictions (Australian Bicycle Council, 2017) and lack of cyclist-specific infrastructure. Cyclists and drivers often share road space, usually without indication from the built environment about how to maximise each other's safety and utility. Yet despite this regular interaction, cyclists are largely absent from the driver licensing process in Australia. That is, novice drivers are not taught how to share the road with cyclists. This case study used a mixed methods approach to examine the cyclist-related content in the Graduated Driver Licensing System (GDLS) in the Australian Capital Territory (ACT). The case study was conducted in four stages: 1) content analysis of all documents used through the GDLS 2) observations of the Road Ready course and learner driver lessons 3) online survey and, 4) semi-structured interviews. Cyclists are rarely mentioned in the GDLS in the ACT and references often constructed cyclists as problematic or were based in instructors' personal opinion (rather than scripted responses). Outcomes from this study have directly informed a new vulnerable road user driver licence competency in the ACT and findings include recommendations for greater inclusion of cyclists in the driver licensing system.

Extending life on the bike: Electric bike use by older Australians

Publisher: Elsevier BV

Date: 06-2015

DOI: 10.1016/J.JTH.2015.03.001

Does the Australian Bureau of Statistics Method of Travel to Work data accurately estimate commuter cycling in Australia?

Publisher: Australasian College of Road Safety

Date: 05-2020

DOI: 10.33492/JRS-D-19-00178

Abstract: The Australian Census of Population and Housing includes a responder’s Method of Travel to Work for Persons (MTWP) on Census Day. With some exceptions, responders can select multiple modes of transport. In Australia and overseas, this data has been used to estimate mode share and the proportion of Australians who utilize various active transport modes. This is especially true for cycling as there are scant data sources for Australian cycling exposure. The aims of this paper are to discuss weaknesses of MTWP data and the appropriateness of MTWP data to estimate cycling in Australia, and to assess changes in MTWP data relative to the introduction of bicycle helmet legislation. The use of MTWP data to estimate Australian cycling is limited due to: (1) data collection occurring on single days in winter once every five years, (2) it is not possible to identify a primary mode of transport, and (3) the 1976 data was not a full enumeration. MTWP data estimates about 1.5% of Australians cycle while other data sources are much higher ranging from 10% to 36%. With regard to bicycle helmet legislation, comparisons were made for each state/territory for the census immediately preceding helmet legislation and the following census. Overall, the proportion of cyclists among active transport users is similar from pre- to post-legislation (relative change=+1%, 95% CI: -13%, +18%), although all but two states/territories estimate an increase in cycling. In conclusion, the Australian government should invest in routinely collecting high-quality mobility data for all modes of travel to assist in the decision-making and assessment of road safety policies.

Subjective experiences of bicyclists being passed by motor vehicles: The relationship to motor vehicle passing distance

Publisher: Elsevier BV

Date: 06-2021

DOI: 10.1016/J.AAP.2021.106102

How much space do drivers provide when passing cyclists? Understanding the impact of motor vehicle and infrastructure characteristics on passing distance

Publisher: Elsevier BV

Date: 07-2019

DOI: 10.1016/J.AAP.2019.03.007

Abstract: Understanding factors that influence the distance that drivers provide when passing cyclists is critical to reducing subjective risk and improving cycling participation. This study aimed to quantify passing distance and assess the impact of motor vehicle and road infrastructure characteristics on passing distance. An on-road observational study was conducted in Victoria, Australia. Participants had a custom device installed on their bicycle and rode as per their usual cycling for one to two weeks. A hierarchical linear model was used to investigate the relationship between motor vehicle and infrastructure characteristics (location, presence of on-road marked bicycle lane and the presence of parked cars on the kerbside) and passing distance (defined as the lateral distance between the end of the bicycle handlebars and the passing motor vehicle). Sixty cyclists recorded 18,527 passing events over 422 trips. The median passing distance was 173 cm (Q1: 137 cm, Q3: 224 cm) and 1085 (5.9%) passing events were less than 100 cm. Relative to sedans, 4WDs had a reduced mean passing distance of 15 cm (Q1: 12 cm, Q3: 17 cm) and buses had a reduced mean passing distance of 28 cm (Q1: 16 cm, Q3: 40 cm). Relative to passing events that occurred on roads without a marked bicycle lane and without parked cars, passing events on roads with a bike lane with no parked cars had a reduced mean passing distance of 27 cm (Q1: 25 cm, Q3: 29 cm), and passing events on roads with a bike lane and parked cars had a mean lower passing distance of 40 cm (Q1: 37 cm, Q3: 43 cm). One in every 17 passing events was a close (<100 cm) passing event. We identified that on-road bicycle lanes and parked cars reduced passing distance. These data can be used to inform the selection and design of cycling-related infrastructure and road use with the aim of improving safety for cyclists.

Nursing home resident deaths due to road trauma and the potential roles for nursing home providers to promote public safety.

Publisher: Wiley

Date: 29-03-2019

DOI: 10.1111/AJAG.12650

Abstract: This commentary aimed to determine whether nursing home (NH) providers have a responsibility for the safe mobility of residents outside the facility. The Safe System approach was applied to NH resident road safety, and fatality crash data involving NH residents were reviewed, to identify potential countermeasures to prevent injurious road crashes for older people living in a NH. Viewing NH resident road safety through the Safe System approach identified actions that NH providers can take to actively contribute to: safe roads/roadsides for residents by better land use, infrastructure and design improvements ensuring vehicles purchased and used for transporting residents have safety features safe speed zones within and on nearby streets to NH and safer road user behaviour through ensuring travel care plans for each resident. Applying the Safe System approach has provided new and innovative insights into how road safety can be improved for NH residents.

Prophylaxis usage, bleeding rates, and joint outcomes of hemophilia, 1999 to 2010: a surveillance project

Publisher: American Society of Hematology

Date: 27-04-2017

DOI: 10.1182/BLOOD-2016-02-683169

Abstract: Bleeding in US hemophilia patients has decreased dramatically in parallel with increased use of prophylaxis. Only prophylaxis started before age 4 years preserves normal joint function.

Cycling related content in the driver licensing process

Publisher: Elsevier BV

Date: 11-2018

DOI: 10.1016/J.TRA.2018.08.007

The impact of cognitive impairment in dementia on self‐care domains in diabetes: A systematic search and narrative review

Publisher: Wiley

Date: 05-06-2018

DOI: 10.1002/DMRR.3013

“Don’t you want the dream?”: Psycho-social determinants of car share adoption

Publisher: Elsevier BV

Date: 04-2021

DOI: 10.1016/J.TRF.2021.02.008

UNSW Sydney

Location: Australia

View Organisation

Monash University

Location: Australia

View Organisation

Linkage Projects - Grant ID: LP150100071

Start Date: 04-2016

End Date: 07-2019

Amount: $180,745.00

Funder: Australian Research Council

Discovery Early Career Researcher Award - Grant ID: DE170101180

Start Date: 06-2017

End Date: 06-2023

Amount: $327,900.00

Funder: Australian Research Council

Linkage Projects - Grant ID: LP130100380

Start Date: 06-2014

End Date: 07-2020

Amount: $705,770.00

Funder: Australian Research Council