Frequently Asked Questions

At METALESA we maintain conversation channels with institutions and professionals of all kinds in the sector. This section offers quick answers to the most common questions that usually arise with construction managers, engineering and consulting companies, accrediting entities and public administrations.

If you would like more information or a more in-depth answer to any question, contact our team.

Metal Parapets

Dynamic deflection is the maximum lateral dynamic displacement on the side of the VCS facing the traffic. Working width is the distance between the side of the containment system closest to the flow of traffic before the impact and the furthest lateral position that reaches any essential part of the system. The Standard classifies this parameter from W1 to W8 depending on the metres of displacement. This is the maximum dynamic lateral displacement of the side of the barrier facing traffic without deforming. It is evaluated using photographs or high-speed video and considers a hypothetical load with width and length equal to that of the floor of the vehicle, and a total height of 4m. The Standard classifies this parameter from VI1 to VI5 depending on the metres of displacement. Standard UNE EN 1317 includes the following illustrations to better understand each term.
Section 3.2 of Circular Order 35/2014 refers to UNE-EN 1317 when it explains that vehicle containment systems must of the options shown in the following table:
The severity of impact index classifies the risk to occupants of the vehicle into three levels of severity, A, B and C, with A being the least serious. The installation of high containment level systems with a severity index of C is currently prohibited in Spain.
Section 6.5 Foundations specifies that metal parapets should be arranged in a manner similar to that employed in the full-scale testing in which that obtained the CE marking. Each parapet has its anchoring system that cannot be exchanged for another as it can be have significant impact on the test parameters. And by the same rationale, it will ensure geometric compatibility and arrangement between the reinforcements of the deck’s structure and the corresponding anchor.
The correct thing is to choose the containment system to be installed well in advance so that the deck takes its parameters and foundations into account. In case of discrepancies, Circular Order 35/2014 establishes and limits the manner in which modifications can be made to the slab with respect to the one tested. “The definition of the slab in the tests of each parapet with which the CE marking has been obtained represents the minimum value of it in whatever reinforcement, concrete strength and geometry refers. When the punching load values have been obtained during the tests, other geometries and reinforcements for the slab may be calculated, without reducing the amount of reinforcement in any event.”
Yes. This issue is clarified in section 6.3 Arrangement in heights of “Circular Order 35/2014 on Criteria for Applying Vehicle Containment Systems”, more specifically in the final paragraph: From this text it follows that, if it has been tested with a kerb, the arrangement of it must be respected. In our case, 12cm. On the other hand, it is clear that, if the VCS has been tested without a kerb, a kerb of up to 7cm in height may be available, although it is not recommended.

Acoustic Screens

Excess noise in cities and on roads is a threat to the health of people. High levels of noise cause sleep disturbance, irritability, aggressiveness, breathing problems, etc. Acoustic screens are the best corrective measure to minimise noise generated by traffic propagating by acting as a barrier between the receiver and the noise emitting source. They are, therefore, the most used anti-noise systems in transport infrastructures due to their efficiency, speed of installation and value for money.
Management of noise pollution in transport infrastructure -roads, railways and airports- has been mandatory for all administrations since the publication of European and national laws and regulations. Every urban nucleus must have its own strategic noise map that regulates the harmful and annoying effects caused to people. The Noise Law 37/2007 and the Royal Decrees 1513/2005 and 1367/2007 together with regional and municipal laws supported by European UNE Standards outline the obligation to issue Environmental Impact Statement (EIS) on road and railway projects. Only accredited acoustic engineering companies are authorised to carry out noise and vibration studies near roads, motorways, rail lines, airports, etc. Any company can market this service as long as it subcontracts the execution of the study to accredited companies.
We can classify different types of sandwich panels based on the acoustic values they obtain in tests by accredited laboratories. The modularity of the panels with minimum, medium and maximum sound-absorbing and sound-insulating values allow them to be adapted to different solutions regardless of the height or length of the screen. However, the screen’s general performance must also be based on the type of panel (suitably sized) and the quality of the materials used. Weather and environmental factors to which the panels will be exposed: wind, snow, UV, dew, corrosive environments, marine, etc. also need to be considered. All the aforementioned aspects as a whole will guide the project technicians to select the panel required for each job.

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