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Article ; Online: Government regulations have improved automotive safety.

Viano, David C

2024 Volume 25, Issue 2, Page(s) 101–102

MeSH term(s)	Humans ; Government Regulation ; Accidents, Traffic/prevention & control
Language	English
Publishing date	2024-01-02
Publishing country	England
Document type	Editorial
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2023.2290938
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Article ; Online: History of airbag safety benefits and risks.

Viano, David C

Traffic injury prevention

2024 Volume 25, Issue 3, Page(s) 268–287

Abstract: Objective: The history of airbags was reviewed for benefits and risks as they became a supplement to lap-shoulder belts. Sled and crash tests were evaluated and field data was analyzed for airbag effectiveness. Field data on airbag deaths and studies on ...

Abstract	Objective: The history of airbags was reviewed for benefits and risks as they became a supplement to lap-shoulder belts. Sled and crash tests were evaluated and field data was analyzed for airbag effectiveness. Field data on airbag deaths and studies on mechanisms of deployment injury were analyzed. The history was reviewed as airbags evolved from the early 1970s to today. Methods: Airbag benefits were determined from NHTSA crash tests with unbelted and belted dummies in 40, 48, and 56 km/h (25, 30, and 35 mph) frontal impacts with and without airbags. The literature was reviewed for testing of passive restraints with and without airbags. Recent NCAP tests were compared with earlier tests to determine the change in occupant responses with seatbelts and supplemental airbags in modern vehicles. 1994-2015 NASS-CDS field data was analyzed for MAIS 4 + F injury. Risks were compared for belted and unbelted occupants in frontal impacts by delta V. Airbag risks were identified from field deployments and research. The 1973-76 GM fleet had two deaths due to the occupant being out-of-position (OOP). The mechanisms of injury were determined. From 1989-2003, NHTSA investigated 93 driver, 184 child passenger, and 13 adult passenger airbag deaths. The data was reviewed for injury mechanisms. Second generation airbags essentially eliminated OOP airbag deaths. More recently, three suppliers were linked to airbag rupture deaths. The circumstances for ruptures were reviewed. Results: The risk for serious head injury was 5.495% in drivers and 4.435% passengers in 40-48 km/h (25-30 mph) frontal crash tests without belts or airbags. It was 80.5% lower at 1.073% in drivers and 82.0% at 0.797% in passengers with belts and airbags in 35 mph NCAP crash tests of 2012-20 MY vehicles. NASS-CDS field data showed a 15.45% risk for severe injury (MAIS 4 + F) to unbelted occupants and 4.68% with belted occupants in 30-35 mph frontal crash delta V with airbags, as deployed. The reduction in risk was 69.7% with belt use and airbags deploying in 96.1% of crashes. There were benefits over the range of delta V. Two airbag deaths were studied from the 1970s GM fleet of airbags. The unbelted driver death was caused by punchout force with the airbag cover blocked by the occupant and membrane forces as the airbag wrapped around the head, neck or chest with the occupant close to the inflating airbag. The unbelted child death was from airbag inflation forces from pre-impact braking causing the child to slide forward into the deploying airbag. Research showed that unrestrained children may have 13 different positions near the passenger airbag at deployment. NHTSA investigation of first generation airbag deaths found most driver deaths were females (75.3%) sitting forward on the seat track, close to the driver airbag. Seatbelt use was only 30%. Most child deaths (138, 75.4%) involved no or improper use of the lap-shoulder belts. Of these, 115 deaths involved pre-impact braking. Only 37 (20.2%) children were in child seats with 29 in rear-facing and 8 in forward-facing child seats. Eight child deaths (4.4%) occurred with lap-shoulder belt use. Airbag designs changed. More recently, Takata airbags were related to at least 24 deaths by airbag rupture prompting a recall; the successor company Joyson had an airbag recall. ARC airbags have experienced a chunk of the inflator propelled into the driver during deployment with several deaths leading to a recall. Conclusions: Airbags are effective in preventing death and injury in crashes. They provide the greatest protection in combination with seatbelt use. NHTSA estimated airbags saved 28,244 lives through 1-1-09 while causing at least 320 deployment deaths, which has prompted improved designs, testing, and recalls.
MeSH term(s)	Adult ; Child ; Female ; Humans ; Male ; Air Bags ; Accidents, Traffic ; Abbreviated Injury Scale ; Seat Belts ; Risk Assessment ; Wounds and Injuries/epidemiology
Language	English
Publishing date	2024-02-26
Publishing country	England
Document type	Journal Article ; Review
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2024.2315889
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Article ; Online: Frontal NCAP performance and field injury over 40 years.

Viano, David C

Traffic injury prevention

2024 Volume 25, Issue 3, Page(s) 297–312

Abstract: Objectives: Vehicle and occupant responses in 35 mph NCAP tests were determined for small-midsize passenger cars grouped around model year (MY) 1980, 1990, 2000, 2010 and 2020. A baseline was established with 1980 vehicles not designed for NCAP. The ... ...

Abstract	Objectives: Vehicle and occupant responses in 35 mph NCAP tests were determined for small-midsize passenger cars grouped around model year (MY) 1980, 1990, 2000, 2010 and 2020. A baseline was established with 1980 vehicles not designed for NCAP. The results of four decades of vehicles designed for NCAP were compared to the baseline. The study also determined the risk for serious injury (MAIS 3 + F) by vehicle model year (MY) using 1989-2015 NASS and 2017-2020 CISS. It explored safety trends in frontal crashes over 50 MYs of vehicles. Methods: The 1980 baseline group was established with 10 1979-1983 MY passenger cars weighing <1,500 kg. Four decades of vehicle crash tests from five manufacturers established trends in vehicle dynamics and dummy responses over four decades of vehicles designed for NCAP. Triaxial acceleration of the head and chest were reanalyzed for each test to have a consistent set of responses over five decades. The risk for serious injury (MAIS 3 + F) to the driver and front passenger was determined by vehicle MY using 1989-2015 NASS and 2017-2020 CISS with belted and unbelted drivers and right-front passengers. The data was sorted in four MY groups 1961-1989 MY, 1990-1999 MY, 2000-2009 MY and 2010 MY-2021 MY. The risk for MAIS 3 + F injury was determined with standard errors using weighted data. Results: The 1980 NCAP tests brought about changes in vehicle structures and occupant restraints by 1990; however, HIC Conclusions: The NCAP test lacks field relevance. Manufacturers are merely "tuning" the restraint systems for star ratings without meaningful changes in field injury risks the past 20 years. There are disbenefits of "tuning" safety for a single, high-severity crash when most of the severe injury occurs in lower severity crashes. NHTSA should reevaluate plans to change the dummy to Thor and add BrIC injury criteria to assess NCAP responses. These changes would cause manufacturers to further "tune" structures, restraints and interiors without meaningful effects in real-world crashes.
MeSH term(s)	Humans ; Accidents, Traffic ; Seat Belts ; Automobiles ; Air Bags ; Acceleration ; Wounds and Injuries/epidemiology
Language	English
Publishing date	2024-02-28
Publishing country	England
Document type	Journal Article ; Review
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2024.2315890
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Article ; Online: Frontal NCAP crash tests with rear-seat occupant.

Viano, David C

Traffic injury prevention

2024 Volume 25, Issue 3, Page(s) 288–296

Abstract: Objectives: The initial frontal NCAP tests in 1979 included lap-shoulder belted driver and right-front passenger and lap belted 6-year-old (yo) in the rear. The 35 mph barrier tests were reviewed and analyzed for the restraint performance of the front ... ...

Abstract	Objectives: The initial frontal NCAP tests in 1979 included lap-shoulder belted driver and right-front passenger and lap belted 6-year-old (yo) in the rear. The 35 mph barrier tests were reviewed and analyzed for the restraint performance of the front occupants and child in the rear. Methods: The initial 100 crash tests (#1-#100) in the NHTSA database were searched for frontal barrier impacts. Fifteen tests met the criteria. There were three tests with the 1980 Chevrolet Citation at 35, 40 and 48 mph. There were 12 other tests with different passenger vehicles at 35 mph into the rigid barrier. The tests included a lap-shoulder belted Hybrid II (Part 572) dummy in the driver and right-front passenger seat and a lap belted 6 yo child dummy (Alderson VIP 6 C) in the center or right rear seat. Vehicle dynamics and occupant kinematics were analyzed, and dummy responses were compared. Results: Vehicle deformation was progressive with impact speed for the Citation tests, leading NHTSA to settle on a 35 mph NCAP speed. The thirteen 35 mph NCAP tests had an average driver HIC of 1099 ± 381 (95th CI 207) and 3 ms chest acceleration of 55.7 ± 16.1 g (95th CI 8.8) with 7 of 13 vehicles failing FMVSS 208 injury criteria. The average right-front passenger HIC was 1179 ± 555 (95th CI 302) and 3 ms chest acceleration was 47.2 ± 14.6 g (95th CI 7.9) with 7 of 13 failing injury criteria. Only four tests (30.8%) passed driver and right-front passenger injury criteria.The responses in the rear seat were significantly worse. The average HIC was 2711 ± 1111 (95th CI 604) and 3 ms chest acceleration was 62.8 ± 10.6 g (95th CI 5.8). The films showed the child's upper body moved forward and rotated downward around the lap belt resulting in severe head impacts on the front seatback, floor, dummy legs or interior. All vehicles failed injury criteria by large margins. Submarining the lap belt was noted in 6 tests. HIC for the rear child was 2.47-times greater than the driver ( Conclusions: In the 1979 NCAP tests, the child dummy experienced inadequate restraint by the lap belt in the rear seat. The child jackknifed around the lap belt, often submarined, with a severe head impact. No publication of the results has been found. NHTSA did not advise the public of the extremely poor restraint performance, even during the public discussions on the 1986 NTSB recommendation that U.S. vehicle manufacturers install lap-shoulder belts in rear outboard seats. None of the subsequent NCAP tests included a child or adult in the rear until nearly 25 years later.
MeSH term(s)	Adult ; Child ; Humans ; Accidents, Traffic ; Thorax/physiology ; Seat Belts ; Acceleration ; Biomechanical Phenomena
Language	English
Publishing date	2024-02-26
Publishing country	England
Document type	Journal Article ; Review
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2024.2315892
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Article ; Online: Injury and death to armored passenger-vehicle occupants and ground personnel from explosive shock waves.

Viano, David C

Scientific reports

2023 Volume 13, Issue 1, Page(s) 2571

Abstract: This study evaluated the risks for injury and death to occupants from blast waves to the side and underbody of an armored passenger-vehicle and to ground personnel from free-field blast waves. The Kingery-Bulmash empirical relationships for explosive ... ...

Abstract	This study evaluated the risks for injury and death to occupants from blast waves to the side and underbody of an armored passenger-vehicle and to ground personnel from free-field blast waves. The Kingery-Bulmash empirical relationships for explosive shock waves were augmented by the Swisdak empirical relations for stand-off distances up to Z = 39.8 m/kg
Language	English
Publishing date	2023-02-13
Publishing country	England
Document type	Journal Article
ZDB-ID	2615211-3
ISSN	2045-2322 ; 2045-2322
ISSN (online)	2045-2322
ISSN	2045-2322
DOI	10.1038/s41598-023-29686-7
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Article ; Online: Safety priorities for occupant protection in rear impacts.

Viano, David C

Traffic injury prevention

2023 Volume 24, Issue 3, Page(s) 155–172

Abstract: Objective: Rear-impact electronic cases were reviewed for serious injury to rear-seated children and adults to identify mechanisms of injury and consider priorities, countermeasures and safety concepts.: Methods: 1997-2015 NASS-CDS and 2017-2020 CISS ...

Abstract	Objective: Rear-impact electronic cases were reviewed for serious injury to rear-seated children and adults to identify mechanisms of injury and consider priorities, countermeasures and safety concepts. Methods: 1997-2015 NASS-CDS and 2017-2020 CISS electronic cases were analyzed for serious injury (MAIS 3+F) to rear-seated children 0-14 yo (years old) and adults 15+ yo in rear impacts. Results: 31 children and 43 adults were identified with serious injury. 86.0% of child injury was related to intrusion of rear structures with injury by direct force (55.3%), compression into front interior (27.5%) or acceleration into impact (3.2%). 14.0% of injury was not related to intrusion with front-seatback rotation (12.3%) or direct force (1.7%). Only 45.1 ± 17.6% of injured children were properly restrained. 68.0% of adult injury was related to intrusion of rear structures with injury by direct force (46.2%), compression into front interior (15.3%) and acceleration into impact (6.4%). 21.6% of injury was not related to intrusion with front seatback rotation (2.5%) or direct force (19.1%). 10.4% was from ejection and ground impact without seatbelt use. Only 17.8 ± 7.5% of injured adults were restrained. Priorities, countermeasure and concepts were considered to improve occupant protection in rear impacts: 1) new rear impact test with the IIHS high-hood barrier offset to the rear at 55 mph to reduce rear-seat intrusion, 2) stepped-up campaigns for proper child seat selection and use, particularly for infants and toddlers <2 yo and adult use of seatbelts in rear seats, 3) adoption of FMVSS 201L to reduce head injury risks of children impacting the rear interior below the beltline, 4) improved front seats by shifting restraining forces from the seatback to the cushion frame with an anti-ramping guide that retains the pelvis on the seat and reduces seatback rotation, 5) changes in front seatbelts to provide early restraint of occupant movement by a rear-impact pretensioner that moves the lap-belt anchors and gives a favorable angle for early lap-belt restraint or a rear wrap-around lap belt so the occupant moves into the belt in a rear impact, 6) implementation of kinematic controls on front-occupant movement that reduces ramping in severe rear impacts, 7) guarding the area around rear-seated child with an after-market ring structure that maintains space around the child and blocks rearward rotation of the front seatback and 8)-25) recommendations. Conclusions: The primary mechanism for injury to rear-seated children and adults is intrusion, often without appropriate occupant restraint. There are priorities to improve protection by reducing intrusion, guarding the area around children, shifting front-occupant loads to the cushion frame and improving occupant restraints.
MeSH term(s)	Adult ; Infant ; Humans ; Accidents, Traffic/prevention & control ; Seat Belts ; Craniocerebral Trauma ; Biomechanical Phenomena ; Acceleration ; Wounds and Injuries/prevention & control
Language	English
Publishing date	2023-02-10
Publishing country	England
Document type	Journal Article
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2023.2171177
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Article ; Online: Motion sequence criteria for favorable occupant kinematics in rear impacts.

Viano, David C

Traffic injury prevention

2022 Volume 24, Issue 3, Page(s) 189–195

Abstract: Objective: Rear-impact restraint guidelines have not developed to the same degree as for frontal crashes. This study provides criteria for favorable occupant kinematics in rear impacts.: Methods: Rear criteria were developed as an extension of ... ...

Abstract	Objective: Rear-impact restraint guidelines have not developed to the same degree as for frontal crashes. This study provides criteria for favorable occupant kinematics in rear impacts. Methods: Rear criteria were developed as an extension of Adomeit and Heger (1975) and Adomeit (1977) motion sequence criteria (MSC) for favorable occupant kinematics in frontal crashes. In this study, occupant kinematics in rear sled tests were studied to develop motion sequence criteria for favorable and unfavorable occupant kinematics in rear impacts with containment of the hip on the seat and no ramping up the seatback. Results: Rear MSC limit the angle of the torso (α) rearward of vertical to less than the critical angle (α Conclusion: Rear motion sequence criteria (MSC) define favorable kinematics in rear impacts. MSC complement the assessment of biomechanical responses in sled and crash testing to ensure an overall evaluation of occupant restraint in rear impacts.
MeSH term(s)	Humans ; Biomechanical Phenomena ; Accidents, Traffic ; Motion ; Neck/physiology ; Head/physiology
Language	English
Publishing date	2022-10-28
Publishing country	England
Document type	Journal Article
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2022.2138709
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Article ; Online: Analysis of the lack of restraint with and without belt pretensioning in 40.2 km/h rear impacts.

Viano, David C

Traffic injury prevention

2022 Volume 24, Issue 3, Page(s) 196–202

Abstract: Objective: In rear impacts, the seat and seatbelt are intended to provide occupant restraint and maintain the occupant on the seat with favorable kinematics and low biomechanical responses. This study analyzes the lack of restraint provided by lap- ... ...

Abstract	Objective: In rear impacts, the seat and seatbelt are intended to provide occupant restraint and maintain the occupant on the seat with favorable kinematics and low biomechanical responses. This study analyzes the lack of restraint provided by lap-shoulder belts in rear impacts with and without pretensioning and offers thoughts on ways to provide early restraint by seatbelts. Methods: Rear sled tests were conducted at 40.2 km/h (25 mph) delta V with a lap-shoulder belted, instrumented 50th Hybrid III. The dummy instrumentation included head, chest and pelvis triaxial acceleration and upper and lower neck triaxial loads and moments. Lap and shoulder belt loads were measured. High-speed video recorded different views of the occupant kinematics. In the first series, two sled tests were conducted with a Ford F-150 driver seat. One test was with the standard lap-shoulder belts only and a second with buckle pretensioner activation. In the second series, three matched tests were conducted with a Ford Escape driver seat. One test was with the lap-shoulder belts only, a second with retractor and anchor pretensioning and a third with only retractor pretensioning. The analysis included occupant kinematics, lap-belt movement and estimation of the load on the occupant's torso. The load was the sum of force on the upper and lower torso. The upper torso mass was 30.8 kg (67.8 lb) based on GEBOD data for the 50th Hybrid III. It was multiplied by the resultant chest acceleration to calculate the upper torso force. The lower-torso mass was 30.9 kg (68.0 lb). It was multiplied by the resultant pelvic acceleration to calculate the lower torso force. The total load on the seatback was the sum of the upper and lower torso force. The change in angle (θ) of the lap belt was determined by video analysis. The angle θ was from the horizontal up to a line through the lap-belt webbing. Ways to provide early lap-belt restraint were considered. Results: The rear sled testing at 40.2 km/h (25 mph) showed that the seatbelt provided essentially no restraint of the rearward movement of the occupant. The seat provided essentially all of the rearward restraint with and without pretensioning. There was minimal lap belt load in the series with the dual recliner Escape seat, except for a spike caused by pretensioning. There was more seat deformation in the tests with the single-side recliner F-150 seat. There were higher belt loads. The lap belt limited the lifting of the hips and thighs with essentially no rearward restraint of the occupant. Tension in the lap belt did not relate to restraint of rearward movement of the occupant. Seatbelts provided forward restraint of the occupant during rebound with the belts providing noticeable deceleration of the chest and pelvis. Concepts were considered to provide early lap-belt restraint. One involved a rear pretensioner that dynamically moves the lap-belt anchor forward and upward while tightening the belts in a rear impact. This provides a lap-belt angle greater than θ = 90 deg before occupant movement. With this geometry, the lap belt restrains rearward movement of the occupant and pulls the hip down early in a rear impact. Conclusion: Seatbelts and pretensioners were designed for occupant restraint in frontal crashes, so it is not a surprise they do not provide much restraint of an occupant in rear impacts up to 40.2 km/h (25 mph). The lack of early lap-belt restraint is due to the unfavorable belt angle from the anchors over the hip. A concept is discussed that dynamically moves the anchors in rear impacts to provide early belt restraint.
MeSH term(s)	Humans ; Accidents, Traffic ; Seat Belts ; Thorax ; Neck/physiology ; Movement ; Biomechanical Phenomena ; Equipment Design ; Acceleration
Language	English
Publishing date	2022-09-22
Publishing country	England
Document type	Journal Article
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2022.2121143
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Article ; Online: Serious-to-fatal injury to second-row occupants in rear impacts using 1994-2020 field data.

Parenteau, Chantal S / Viano, David C

Traffic injury prevention

2022 Volume 24, Issue 3, Page(s) 173–177

Abstract: Objective: Serious-to-fatal injury was analyzed for second-row children aged 0-14 years and adults aged 15 and older in rear impacts by body region, restraint use, and injury mechanism using field data collected by NHTSA.: Method: 1994-2015 NASS-CDS ... ...

Abstract	Objective: Serious-to-fatal injury was analyzed for second-row children aged 0-14 years and adults aged 15 and older in rear impacts by body region, restraint use, and injury mechanism using field data collected by NHTSA. Method: 1994-2015 NASS-CDS and 2017-2020 CISS data were used to investigate the rate for Maximum Abbreviated Injury Scale (MAIS) 3 + F injury in rear crashes involving 1994+ model year vehicles. All second-row occupants were included, irrespective of restraint use and ejection status. The data were analyzed by group: children (0-14 years old) and adults (15+ years old). All available electronic files for seriously injured second-row occupants in the rear impacts were reviewed for mechanism of injury. Results: The rate of serious injury (MAIS 3 + F) for second-row occupants was 0.93% ± 0.36% in rear crashes; it was 0.76% ± 0.39% for children and 1.22% ± 0.40% for adults. There were 2.8 AIS 3+ injuries per seriously to fatally injured occupant on average. Most serious injuries occurred to the head in children and to the head and chest in adults. Restraint use was only 31.3% for all seriously injured second-row occupants in the rear impacts. It was 45.1% for children and 17.8% for adults. The overall rate of serious injury in rear impacts was 10.0 times higher when unrestrained than restrained overall; it was 5.6 times higher for children and 20.2 times higher in adults. The case review indicated that many young children were improperly restrained or placed in the incorrect child seat. More than 17% of second-row adults were ejected; all were unrestrained. The primary mechanism for child injury was related to intrusion (86.0%). About 14% was not related to intrusion; 12.3% involved the front seat rotating rearward into the child. The primary mechanisms for adult injury differed from those for children; 68.0% was related to intrusion, 21.6% was not related to intrusion, and 10.4% involved ground impact with ejection. Of the non-intrusion-related cases, 19.1% involved acceleration forces injuring the adult and 2.5% involved the front seat rotating rearward. Conclusions: The primary mechanism for serious injury to second-row occupants in rear crashes was intrusion either by direct force, compression into front components, or acceleration into forward components. The front seat moving rearward was an infrequent cause for injury.
MeSH term(s)	Adult ; Child ; Humans ; Child, Preschool ; Infant, Newborn ; Infant ; Adolescent ; Accidents, Traffic ; Abbreviated Injury Scale ; Restraint, Physical ; Acceleration ; Wounds and Injuries/epidemiology ; Wounds and Injuries/etiology
Language	English
Publishing date	2022-11-28
Publishing country	England
Document type	Journal Article
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2022.2140279
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Article ; Online: Basilar, skull and facial fractures in 2

Parenteau, Chantal S / Viano, David C

Traffic injury prevention

2022 Volume 23, Issue 5, Page(s) 238–243

Abstract: Objective: Field data was analyzed to assess the risk of basilar, skull and facial fractures in 2: Methods: Field accident data on seriously injured (MAIS 3+) occupants was determined using 1993-2015 NASS-CDS and 2017-19 CISS by crash type identified ...

Abstract	Objective: Field data was analyzed to assess the risk of basilar, skull and facial fractures in 2 Methods: Field accident data on seriously injured (MAIS 3+) occupants was determined using 1993-2015 NASS-CDS and 2017-19 CISS by crash type identified with damage area variables for non-ejected occupants in the 2 Results: The proportion of 2 Conclusions: While basilar skull fractures are rare in 2
MeSH term(s)	Abbreviated Injury Scale ; Accidents, Traffic ; Facial Injuries/epidemiology ; Facial Injuries/etiology ; Humans ; Skull ; Skull Fractures/epidemiology ; Skull Fractures/etiology ; Wounds and Injuries
Language	English
Publishing date	2022-05-18
Publishing country	England
Document type	Journal Article
ZDB-ID	2089818-6
ISSN	1538-957X ; 1538-9588
ISSN (online)	1538-957X
ISSN	1538-9588
DOI	10.1080/15389588.2022.2067330
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Full text online

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Kategorien

In stock of ZB MED Cologne/Königswinter

Order via subito