06 – Smart Transport Alliance (STA) Annual Conference, Brussels – Belgium, Tuesday 27th November

Figure 1. hey, watch out.! post in progress 😉

Hello word...!!

On this occasion, I will be writing a short post about the session that we, SMARTI ETN group, had last November (2018) in Brussels under the Smart Transport Alliance (STA) Annual Conference. As usual, I will start by giving a general overview of what STA is and does. The Smart Transportation Alliance is a not-for-profit global collaborative platform for transportation infrastructure innovation across modes and the Smart City. It was founded in December 2014 with headquarters in Brussels (Belgium) and meets every year; technical round-tables and training workshops are also organized by STA but with non-specific time frame. Finally, it should be highlighted that STA focus on providing smart infrastructure to connect people and business in a safe and sustainable way acknowledging that infrastructure competes with other important aspects of the public budget.

During our group presentation, each of the 15-fellows had 5-minutes to pitch their project to the audience. Below you can find my scrip and presentation. 

Figure 2. SmartEcoPave pitch

“We all make assumptions. We do it all the time. These assumptions can be about pretty much anything. Some assumptions are trivial and other are potentially devastating. Assumptions are guess based on three things: our imagination, past experience or wishful thinking; the problem with making assumptions is that more often than not, we are wrong and therefore, a lot of damage can be done by confusing our assumptions with the truth.

Pavement engineering has been driven by making assumptions since its origins. In 1876, Boussinesq introduced his method for homogeneous half space. In 1943 and 1945, Burmister developed a solution to calculate stresses and displacements in a two and three layer pavement system, respectively. Finally, in 1949 Odemark developed an approximate method to calculate stresses and strains in multilayer pavement systems. Nowadays, end of 2018, we (Pavement Engineers) are still making assumptions. In terms of designing a new pavement, we assume about the pavement model, the layer properties, travel speed, loading, climate, permissible stresses and strains, transfer functions and as a result, we will obtain the assumed future performance. What this really means is that we simply do not know what is happening with our structure. Generally, pavement design focus on two parameters, longitudinal strain at the bottom of the asphalt and the vertical strain at the top of the subgrade. I am going to talk about the longitudinal strain at the bottom of the asphalt. It is known that low strains are indicators of a good condition and vice-versa right? Most of the time we even prove these hypotheses in the laboratory and we felt like our design will last its design period. Unfortunately, this rarely occur in reality and the reason why is because we do not know how strains evolve with time but we could not know if we only have two points.

What if I tell you know that the scatter between the assumptions made at the office and the real pavement responses could be reduced? My name is Mario Manosalvas Paredes, I work for University of Nottingham and within my research project, we are studying a new type of low-cost battery less piezoelectric sensor that could measure and storage the longitudinal strain over time allowing pavement engineers either to validate their designs or to correct initial assumptions. We believe that once our sensor has been embedded in the asphalt, we will understand what is the real trend of the longitudinal strain and as a results of that, we will be able to determine the real performance of the structure.

Understanding whether or not our pavement will perform based onto our initial assumptions is not the ultimate goal that this project has. However, it is the fundamental one. Programming maintenance events based on the actual performance of the pavement and not just in time will allow road owners to allocate their budgets wiser. Thank you.!

I hope you liked the scrip guys. Stay tuned and see you soon pavement lovers!

Mario Manosalvas Paredes.

05 – Accelerated Pavement Testing at IFSTTAR, Nantes – France, Mon 14th Apr – Fri 18th Apr, 2018 & Mon 08th Oct – Fri 12th Oct, 2018

Hello word...!!

I hope that you are liking the blog. This is the fifth entry that I am making and just between us, I am getting used to it 😊. However, you have let me do all the “talking” and have not interacted with me which was one of the goals I had when I started blogging. Thus, I encourage you to share your thoughts, ideas, likes, dislikes under the comment tab at the end of the post.

On this occasion, I am writing about the two-work visits I had to the Fatigue Carrousel which is an Accelerated Pavement Testing (APT) facility owned by The French Institute of Science and Technology for Transport, Development and Networks (IFSTTAR). For those who know about what APT is and have hear about what IFSTTAR does then the next lines might be redundant; on the other hand, for those who are curious, specially for those with a pavement engineering orientation, I hope that you will continue searching on your own and perhaps in the near future we could have a discussion.

Figure 1: IFSTTAR Nantes.

John Metcalf under NCHRP: Synthesis of Highway Practices 235 “Application of Full-Scale Accelerated Pavement Testing” in Chapter 1, page 3 defines APT as “the controlled application of a prototype wheel loading, at or above the appropriate legal load limit to a prototype or actual, layered, structural pavement system to determine pavement response and performance under a controlled, accelerated accumulation of damage in a compressed time period” (Metcalf, 1996)” while IFSTTAR is a public research institution created in 2011 as a result from the merger of The French National Institute for Transport and Safety Research (INRETS) and the French Central Laboratory of Roads and Bridges (LCPC). IFSTTAR is composed by five departments: MAST, GERS, COSYS, TS2, and AME which can be seen by clicking the links.

There is some background information regarding the project that I am omitting in order to not make the post too extensive. Having say that, from now on, I will be a little bit more technical in order to describe what was the real purpose of my visit to Nantes. During the first seven months of my research I focused on literature review on piezoelectric materials, sensors, pavement performance, pavement modelling, damage modelling, basically in everything that could be related to link pavement responses to predict its future condition. In parallel, during one meeting with my research supervisor, he told me that our piezoelectric sensors, from now on PZT, were installed on the Fatigue Carrousel and that I should get ready to handle it. Until that point, I have not seen the PZT’s so I was more than ready to travel to Nantes to get the data and to have a brief introduction of the experiment.  Figure below shows the first I saw both PZT Carrousel.   

Figure 2: PZT developed at Michigan State University (MSU), USA.

Figure 3: Fatigue Carrousel during installation.  

APT was carried out between November 2017 and February 2018 where 1.0 million loads were applied. Temperature was measured at different depths (0.0, 50.0, and 100.0 millimetres). Wandering was studied through eleven positions, equally spaced, with a total length of 1.05 meters; position six was at the centre with radius 19.00 meters. Traffic followed a Gaussian distribution where position six bear 22% of it.  Following figures show how data was treated, from importing raw measurements to define an average signal, to then plot maximum values across the transverse position where wandering can be seen.   

Figure 4: Raw voltage after 500,000 load repetitions at radius 19.00 meters.

Figure 5: Average voltage after 500,000 load repetitions at radius 19.00 meters.

Figure 6: Strain responses from TML Gauge at 100 mm depth.

Figure 7: Voltage responses from PZT at 100 mm depth.

Finally, I cannot end this post without my moment of fame, respective selfie, on the Carrousel. In case you wonder, I used MATLAB (90%) and Excel Macros (10%) for processing the data. 

Figure 8: Your blogger with his respective selfie.

Long nights, such as this one, have gotten me closer to the main goal, The PhD.! Stay tuned and see you soon pavement lovers!

Mario Manosalvas Paredes.

04 – Summer Training School, Palermo – Italy, Mon 03rd Sep – Fri 07th Sep, 2018

Hello word...!!

As promised before, I am trying to catch up with you therefore, this time I am writing about the summer school we, SMARTI-Fellows, had in gorgeous Palermo during the first week of September last year. For those who have been reading my blog since the beginning will know that SMARTI is the acronym for “Sustainable Multi-functional Automated Resilient Transport Infrastructure” right? For those who did not know then I kindly invite you to click on the next link where you will find about our projects and our dissemination activities 😊.

Figure 1: SMARTI ETN Summer School.

Well, let’s move on and focus on the theme of the post which relays on the first pillar that we have in SMARTI, Sustainability. Our week was thought, we had eighteen lectures in four-days from 09:00 to 17:30 supposedly, but in reality, we were finishing around 19:00 most of the days; this is to let you know that despite the traveling we are doing it we are working really hard in achieving a better world where theory and novel developments face every day problems towards better infrastructures.

Summer school was divided between Photogrammetry, Monitoring Vibrations, Recycling in Asphalt Pavements, Life Cycle Analysis (LCA), and Introducing to Sustainability in Education. Fabio Remondino from 3D Optical Metrology (3DOM) walked us through 3D surveying techniques applied to Civil Infrastructures where different equipment’s were mentioned highlighting pros and cons. To be honest, I was a little sceptical at the beginning of the lecture since I could not really think how aerial photography could compare with more traditional methods such as Laser Crack Measurement Systems (LCMS) which I knew from my time at Dynatest Denmark A/S. At the end, we conclude agreeing that in order to choose technology, we need to ask ourselves if the chosen technology fits the requirements of the project and equally important the BUDGET.!  Below it can be seen an image from Fabio’s presentation where a project on energy consumption was explained from data acquisition to data management. Something that called my attention was the price for the aerial measurement. Do you want to take a guess? Tip: for a municipality and even for a big consulting department will not be that much.  

Figure 2: 3D cities with photogrammetry

During our training, we did not only receive theory but had the opportunity to test our new skills in photogrammetry thanks to University of Palermo – UNIPA. Laura Inzerillo led the lecture named “UAV photogrammetry for pavement distress analysis: application and processing” where the work of Ronal Roberts, ESR12, was shown. After the lecture we were ready to collect data unfortunately we could not have the Unmanned Aerial Vehicle (UAV) flying under traffic and pedestrians due to regulations and safety therefore we had to settle with something else.  The following images show the process of collecting data plus the analysis we made. For those interested, we used Agisoft which is a friendly software with lots of tutorials for you to explore. 

Figure 3: UAV data acquisition and differences between

Figure 4: Agisoft software post processing.

Recycling in Asphalt Pavements and Sustainability Assessment was conducted by Gaetano Di Mino from University of Palermo and Davide Lo Presti from University of Nottingham respectively. Both were great presentation which lead to intensive discussion between speakers, fellows and supervisors. In my view, there is still a lot of work that need to be paved before LCA/LCC/LCCA concepts can be truly implemented at project level size. Legislation at European Union (EU) level will be the only way that younger generations will push forward these concepts. Also, monetarizing LCA/LCC/LCCA will help engineers to understand the real concept of sustainability however this could be seen as contradictory. What to do then? 

Figure 5: Gaetano Di Mino (left) and Davide Lo Presti (right).

Finally, we had the pleasure of being lectured by John Harvey from University of California – Davis who was the key-speaker of the week. For those who have the pleasure of work, breath, and feel road engineering will know who John is and his vast contributions to damage models through mechanistic-empirical (M-E) approaches as well as sustainability which was the topic of his talk. 

Figure 6: John Harvey presenting a California case study om Sustainability.

Personally, it was great seeing John again. We first met in Copenhagen back in 2016 but we did not have much time to talk however in Palermo, I had three days to learn from him. The beauty of technology is how connects people and as a proof, John and I sent this photo to a common friend in Chile, Erwin Kohler, who we both remember with great appreciation. Erwin, if you are reading this, thanks for everything.!

 Figure 7: John Harvey (right) and your blogger, Mario.

There are still lot of thing I have not tell you about my journey so, stay tuned and see you soon pavement lovers!

Mario Manosalvas Paredes.

03 – International Society for Asphalt Pavements 2018, Fortaleza – Brazil, Tue 19th Jun – Thu 21 Jun, 2018

Hello word...!!

I have to say that lot of things have happened since my last entry, which was almost a year ago, so I promise that I will write a few posts so you can know where I have been and what I have done within my PhD journey 😊.!

In this entry, I will explain my views and anecdotes on what it was my first international conference as a Marie Curie Research Fellow. The name of the conference was: International Society for Asphalt Pavements (ISAP) which is a volunteer organization of professionals and experts in asphalt engineering whose goal is to share the latest in leading edge asphalt pavement technology worldwide. ISAP conferences occur every four-years having its first appearance in 1962 at Ann Arbor, Michigan. Fifty-six years later, I had the great opportunity to attend the thirteenth ISAP conference held in Fortaleza, Brazil between the 19 and 21 of June 2018. 

Figure 1: ISAP Conference Venue at Hotel Gran Marquise

For any pavement engineer, it was for me at least, see the name of key-speakers such as Andre Molenaar (UT Delft, Netherlands), Hervé Di Benedetto (University of Lyon / ENTPE, France), Kim Jenkins (University of Stellenbosch, South Africa), and many others, was already worth attending the conference and off course, they did not let the attenders down with their presentations. Professor Molenaar walk us through “Pavement Design, where did we come from and where are we going?” which I enjoyed very much. From his lecture, I truly connected when he mentioned that we will not move further if we keep making assumptions, wrong most of the time, on the performance of basic inputs for pavement design which in a way motivated me to talk to him, privately, and explain him the idea behind SmartEcoPave. All in all, Andre showed interest on my topic and shared some of his bibliography plus he put me in contact with two of his former PhD students.

Figure 2: Professor Andre Molenaar on the left and your blogger, Mario.

If I keep talking of all the researchers I met during ISAP this post might turn, in length, as a chapter of my Thesis and right now we do not want that 😉. Nevertheless, I would not like to miss the opportunity to mention some of the people I met and had a talk. Figure 3 shows Richard Kim (North Carolina State University, USA) top left-side, Kim Jenkins (University of Stellenbosch, South Africa) top right-side, Luis Guillermo Loria-Salazar (LANAMME-UCR, Costa Rica) bottom left-side, Emmanuel Chailleux (IFSTTAR, France) bottom centre, and Breixo Gomez (University of Nottingham, UK) bottom right-side.  

Figure 3: World-class speakers at ISAP Conference.

As an overall conclusion, I gained knowledge from all the presentations I attended where I also had the chance to dream on how my Piezoelectric Sensors will enter in the non-stopping development’s world of pavements. Also important, had the time to relax and to strength relations with colleagues from Spain and Chile.

Figure 4: Colleagues from Spain and Chile during our last dinner together.

Stay tuned and see you soon pavement lovers!

Mario Manosalvas Paredes.

02 - 1st Training Week, University of Nottingham, Mon 12th Feb - Fri 16th Feb, 2018

“Alone we can do so little, together we can do so much.”

Helen Keller

Hello word...!!

This time, I would like to take the opportunity to tell you about the first time we met as SMARTI ETN . Our group was made up of 14 researchers and more than 30 transport professionals from both academia and industry. Our 1^st SMARTI Training Week was hosted at the University of Nottingham from Monday the 12^th to Friday the 16^th of February and it was an excellent opportunity to know the other researchers as well as the partners of the projects which gave us a good idea of how this amazing experience will impact our lives and careers. As mentioned before, SMARTI is a training network which means that, it is more than a normal PhD program. For us, being part of SMARTI is an opportunity to learn what research is and to understand how we can relate research projects to industry. We have been told that during the next 3-years, we will gain soft skills that can be used both in academia or industry which was one of the many reason I decided to apply for this position.

During our first meeting which was called “Introductory week on Transport Infrastructures” we took part of intense activities and educational games organized with the aim of strengthening the unity between the early stage researchers (ESRs). Some of the concepts that were introduced to us comprise railways and pavement design, construction, maintenance and operation, materials, risk and reliability, sustainability and climate change. The lessons were taught by professors from the Nottingham Transportation Engineering Centre (NTEC) as well as by professionals from Industry. 

Discussing with Maria and Natasha about the similarities of our projects. 

Finally, I would like to say thank you to SMARTI and to the University of Nottingham for organizing such a great training week, to the lectures and my other colleagues that participated. Looking forward to participating in the oncoming training weeks!

Stay tuned and see you soon pavement lovers!

Mario Manosalvas Paredes

01 - Why avements deteriorate?

“The road to success is paved with the hot asphalt of failure.”

Craig D. Lounsbrough

Hello word...!!

As it was mentioned in my previous post, here we will go through some concepts regarding the deterioration of pavements. Feel free to express your point of view. The aim is to share knowledge and to understand how different people sees pavement engineering so let's start.

It is well known that pavement deterioration is caused by the interacting damaging effects of traffic loading, environment, materials and failure criteria. Could it be that we are missing something between these colossal factors? What are the consequences of not applying maintenance plans to our pavements and perhaps more important, who will suffer the after-effect? The aim of this post is to provide an overview of the damaging effects that pavement engineers need to face in everyday situations and propose alternative solutions to overcome them. Traffic loads and their impact on pavements are quantified in terms of axle loads, timing of axle passes, axle lateral placement, tyre inflation pressure and number of repetitions. Axle loads, axle configuration and load magnitude are deeply connected between themselves. Axle configuration is defined by the number of axles sharing the same suspension system and the number of tyres in each axle which can be referred to as single, tandem, triple, or quad. Besides the single axle, all the other configurations need to be treated differently since the transmitted load in terms of stresses and strains will overlap in the pavement. The timing of axle passes is important for both flexible and rigid pavements, mainly because of the seasonality in pavement layer properties and the time dependency of thermal stresses, respectively. The vehicle speed, axle speed, is relevant mainly to flexible pavements due to the viscoelastic behaviour of the asphalt concrete as well as the lateral distribution of the accumulated damage because of the weaving effects. When reviewing the number of repetitions there are two well-defined paths that can be followed, firstly, the widely accepted procedure which develops equivalent factors and converts each load group into an equivalent single-axle load (ESAL – 80 kN) and secondly, the consideration of multiple axles which is not a simple matter as it could lead out to an unsafe procedure if the tandem and triple axles are treated as a group and considered as one repetition or on the other hand lead to a too conservative procedure if each axle is treated independently and considered as one repetition. All in all, traffic loads, primarily those from heavy trucks, cause stresses/strains in pavement structures, whose effects accumulate over time resulting in pavement deterioration such as plastic deformation in asphalt concretes or fatigue cracking in Portland concretes.

Regarding how the environment influences the pavement, let me refresh the concepts of climate and weather before we get into detail. Climate is defined as the regular weather conditions for an area where the weather is the day to day manifestation of this climate. History has demonstrated, sometimes with pathetic examples, that weather has always been one of the primary factors that affect the pavement. Factors such as temperature, frost and thaw, moisture and precipitation play major roles affecting the elastic moduli of the different layers within the structure. In hindsight, every pavement structure has been designed based on historical climate however, during their design life a very different condition could occur therefore not taking this into consideration could be vast in terms of pavement performance, disruption to traffic and public safety just to name a few. There are also less obvious effects on pavement deterioration caused by the increase in average temperature and changes in rainfall patterns therefore the use of adaptive maintenance practices such as permeable pavements, polymer modified binders and improved routine maintenance of joint seals is encouraged. In the near future, in order to minimize the disruption caused by weather changes, it will be crucial to plan and adapt to the changing climate rather than base decisions on the climate we experienced in the past.  Figure 1, categorize the different variables that can be found in the design per importance degree; as it was stated before, temperature, precipitation, wind and soil moisture are the main variables that as pavement engineers need to consider.

Figure 1: Climate variables relevant to highway maintenance

      

Henceforth, materials will be analysed and most importantly, the impact that they cause on the performance of our structures will be discussed. When relating materials to pavement deterioration, it is almost automatic to think about the construction process and to even agree that in most of the occasions, the issues related to the early appearance of distress come from poor construction quality. Going a little bit deeper, the after-effects that we face in our pavements namely distress can easily come from an improper grading of aggregates for base or subbase or from a poor subgrade soil of low bearing capacity, which for some readers could not even be imaginable. Another interesting point of view is the use of marginal or second-rate base materials for pavement construction due to geological conditions of the area which may provoke or accelerate deterioration resulting in rutting, cracking and shoving or combinations of these problems. All in all, failure to obtain proper compaction, improper moisture conditions during construction, quality of materials and accurate layer thickness after compaction will deteriorate over time the performance of a pavement. Figure 2, shows a general overview of these problems.

Figure 2: Climate variables relevant to highway maintenance  

        

The objective with the design of a pavement structure is to avoid the excessive flexing of any layer, failure to achieve this will result in the over stressing of a layer, which ultimately will cause the pavement to fail. In both flexible and rigid pavements, the load distribution pattern changes from one layer to another due to the strength differences. The top layer is considered the least flexible therefore will be the strongest material since the load is applied to a small area (surface of the wheel) resulting in high stress levels; based on the same analogy, the lower layer will be the most flexible therefore the weakest material because the load is applied in a larger area resulting in lower stress levels, see Figure 3.  

In the past, empirical pavement design methods were use based on observations of performance in pavements with known dimensions and materials under specific climatic, geologic and traffic conditions. The outcome seen by many engineers was that this method led to overly conservative designs. Nowadays, mechanistic qualities have been added to the empirical design philosophy resulting in the Mechanistic-Empirical (M-E) design methods to determine the stresses, strains and deflections a pavement will experience from external influences and an empirical relationship to connect pavement response with pavement deterioration. The implementation of M-E will allow pavement engineers to design our structures with the right thickness for the specific conditions in each geographic area. It is fundamental that we recognize that pavement design and the type of selection process is dynamic and will change as more data is gathered and more lessons are learned.

  

Figure 3: Load distribution of flexible and rigid pavements      

      

To conclude, if knowing the damaging effects that the exposed factors produce to our pavements, why do we still see early distress in our projects? Is it because the gap between the practical-theoretical knowledge and the constructional process is that big, that even with understanding the behavior, we cannot place it on the field and that the only way to overcome this situation is through intensive research both from the Academia and the Private sector. Limitations such as not using high-quality materials due to the location of the project should not be a barrier to our designs, at least not anymore since we could overcome either by modifying existing materials with recycling techniques or by creating new materials where most of the mechanical, physical and chemical properties could be designed to withstand the adverse weather and loading conditions. In the near future, we should not allow poor construction processes to be a factor that can deter the development of our structures; it would not matter to have the most resistant materials if we cannot place them correctly on site. The beauty, as I see it, is that most of the lessons have been learnt from past experiences; we are entering a new era where new techniques will come into play and we need to be prepared to face them and to use them to our best interest; which as pavement engineers, we should not forget the end goal, minimize the total cost to society.

That's all from today. Stay tuned and see you soon!

Mario Manosalvas Paredes

00 - Introduction

“The road to success is always under construction”

Hello world...!! My name is Mario Manosalvas Paredes and the easiest way to introduce myself is by recognising that I feel passion for pavement engineering. I have to admit that this is the first time that I am writing on a blog therefore be patient because at the end of this journey, I assure you that both of us will have grown.

The best way to start this blog, I think, is by writing a little bit of who am I, where I have been and, what do I want to do in the future, so buckle up because this is my blog and it has started.

I was born 29-years ago in Quito – Ecuador, which for those who do not know, it has been awarded as the top destination in South America from 2013 to 2017 (World Travel Awards 2017). I did by bachelor’s in Civil Engineer at Escuela Politécnica del Ejército (Army Polytechnic School) between 2007 and 2012. After those years, I joined Promanvial Consulting where I started working on Non-Destructive Testing (NDT) for road and airport pavements; I worked for nearly 3-years there and the project that I will always remember is when I had to measure the primary road network of Ecuador with approximately, 9200 kilometres in 45-days. In 2015, I felt prepared for a new challenge and after being accepted at the Universidad Politécnica de Madrid (Technical University of Madrid), I started of what has become in the “beginning of a new life”. Many memories and professors come to my mind but in order to keep it short I would describe it as the origin of myself as a researcher, a side which until that time was not familiar to me. After completing my studies in Spain, I brilliant opportunity came to me and once again, I had to pack my bag and move norther, this time, I landed in Copenhagen where I joined Dynatest Denmark to work under the Consultancy Division. My first project was the Functional Evaluation of an airport in Belgium which I remember as it were yesterday. During 2015 to 2017 I worked mostly on airports passing from Asia to South America and had the opportunity to represent Dynatest around the world where I met wonderful people. I have to say that I was searching for an opportunity to complete my Doctoral studies and that opportunity came 8-months ago when I became a Marie Skłodowska-Curie fellow at the University of Nottingham where I work as a researcher for the Nottingham Transportation Research Centre under the Faculty of Engineering. About the future, too many things could happen therefore I will be open to the different opportunities whether continuing in academia or returning to private sector.

Currently, as mentioned before, I am a PhD student at the University of Nottingham and my project is part of the SMARTI European Training Network under the Horizon 2020 EU project. The title of my project is ESR7 “Smart and Sustainable Solutions for Road and Airport Pavements” and within this 3-years, our aim is to embed piezoelectric (PZT) sensors in the surface of the pavement to predict damage at the earliest possible time which follows the criteria of Structural Health Monitoring. This project is a mixture of Civil and Mechanical Engineering. Basically, our project will use previous PZT developed by one of the partners and we will compare the responses from accelerated test and laboratory test in order to develop a relationship which can be used by road owners, private companies and, everyone who wants to predict damage in an accurate way. The main aim of the project is the development of a predictive damage model for pavement monitoring based on wireless / batteryless Piezoelectric (PZT) sensors located at the surface layer after maintenance work.  

This is just an introduction to the project. In the next post we will discuss about why pavements deteriorate and how we can overcome those effects. Think about this topic and feel free to share your ideas. Suggestion are more than welcome!

Stay tuned and see you soon!

Mario Manosalvas Paredes

For questions, observations or suggestions feel free to contact me at:

e-mail: mario.manosalvasparedes1@nottingham.ac.uk or manosalvasmario@gmail.com