Pinios River Bridge

The bridge carries the existing PATHE motorway over Pinios river at Tempi and has a total length of approx. 210 m. It consists of 5 spans with theoretical lengths 40,72+72,06+40,63+25,0+30,77=209,18 m. The bridge deck is 14,0 m wide and comprises an 11,0 m wide carriageway and two footways each 1,50 m wide.
Spans consist of prestressed concrete twin-box girders and simply supported beam grillages with high precast prestressed concrete I-beams. Transverse prestressing is also applied to the deck slabs.
At M1 and M2 the inclined columns are supported on vertical wall-type concrete piers.
Piers M3 and M4 are four- and three-column frames, respectively. Pier M1 is founded on prestressed concrete driven piles., while piers M2, M3, M4 rest on spread foundations.
Abutment A1 (at the south bank) is a multi-cellular box structure with total plan dimensions 10×14 m, while abutment A2 (at the north bank) is a typical gravity wall with two relief shelves.
Bridge investigations have detected significant defects that reduce both the bearing capacity of structural elements and the durability of the entire structure. Furthermore, analytical checks have shown that the existing bridge structure is not capable to resist either the increased traffic loads or the seismic loads prescribed by current codes.
Proposed interventions aim to mitigate these structural deficiencies and they can be divided into three categories:
1. Strengthening interventions aiming to increase the resistance of the structure against vertical service loads.
• Construction of a new strengthening slab 12 cm thick on top of the existing deck slab.
• Strengthening of the precast beams by means of external prestressing.
• Shear strengthening of the box webs by means of externally installed vertical prestressed steel bars, in combination with transversal steel girders attached to the outer surface of the box bottom slab.
• Replacement of all bridge bearings with new elastometallic bearings.
2. Strengthening interventions aiming to upgrade structural capacity against horizontal seismic loads.
• In the transverse direction, strength and stiffness of the existing piers is improved by the addition of steel bracing systems and lightly reinforced R/C jackets so they can resist the increased seismic loads.
• In the longitudinal direction, the retrofit proposal aims to modify the load path through which the longitudinal seismic component is transferred to foundations. The proposal comprises of the enforcement of superstructure continuity by cancelling intermediate joints between spans through the construction of continuity slabs and the addition of a new, stiff Λ-shaped R/C frame at the location of pier M3, connected to the continuous superstructure by means of shear key bearings.
3. Repair measures to restore durability of the bridge.

BW7 Valley Bridge

In the context of the upgrading project of the National Road B29 at Stuttgart – Aalen, bypassing the community of Mögglingen, about 65 km west of Stuttgart in Germany, was suggested. As part of the overall project, the BW7 valley bridge over river Lauter was recently constructed and delivered to traffic. METE SYSM participated in the preparation of all the individual stages of the detailed design study in collaboration with the design office Harrer Ingenieure for the contractor of the project Wolff & Müller and provided support to the contractor during its construction with over 100 drawings in the final stage.
The bridge with increased technical and aesthetic requirements was designed with the highest level of detail, also incorporating a very large number of Technical Specifications (Richtzeichnungen BAST) applied for roadbridges in Germany.
The bridge consists of two separate branches (North and South) with an intermediate joint of 10cm. The superstructure is continuous with seven spans (271,5m total lengh on the bridge axis) made of cast in-situ prestressed concrete. Each separate branch was constructed in 3 stages (2, 2 & 3 spans) starting from the eastern abutment with construction joints at 20% of the span.
In plan, the bridge horizontal alignment is on a circular arc with a radius of 1.350m, while the red line is straight, with a slope of 0,50%, at a height ranging between 8,0 and 10,0m from the natural terrain. The piers which have a “peanut” cross section with external dimensions of 3,8×1,65m and clear heights of the ranging between 6,0 and 8,0m, are founded on pile caps. The superstructure rests vertically on bearings either free sliding, guided (longitudinally free) or fixed (transversely and longitudinally), with expansion joints only at the abutments.
The cross section of the girder is a beam-slab with constant height of 2,0m, web width of 3,8m, and a total slab width of 14,25m (upper flange) with a 4% transverse inclination. The long arising cantilevers at either side (5,0 ÷ 5,5 m) are supported at almost every 4,0m with oblique steel buttresses of hollow circular cross section. The total width of each branch of the highway carries one-way traffic of 2 traffic and 1 emergency lane and sidewalks on both edges. On the sidewalks safety barriers, street lighting poles and curved sound curtains of special aesthetics are provided. Also, insulation of the deck with a special membrane and drainage of the deck with longitudinal and vertical drainage pipes is provided.

Olympos – Naoussa Building

In one of the most recognizable spots of Thessaloniki, on its coastal front on Leoforos Nikis Avenue, the project highlights and utilizes the facade of a listed building, the historic restaurant Olympus – Naoussa, built in 1926 and designed by architect Jacques Mosse.
The project anticipates the preservation, restoration and integration of the listed facade of the historic building in a modern, multi-storey, luxurious “boutique” hotel.
The design carried out by METE SYSM appertained to the retaining structure of the listed facade during the construction of the new building, the 8-storey with two basements new building and the integration of the listed facade into it.
The retaining of the facade, respecting the architectural peculiarities of the existing construction, while satisfying the construction requirements of the work site, was carried out with six properly arranged steel frames with bi-directional diagonal bracings of adequate resistance and stiffness for resisting the horizontal wind and earthquake actions. On either side of the listed masonry, UPN cross-section beams are arranged, tightening it like a splint, which are connected to the steel frames through cantilever beams, transferring to them the horizontal wind and earthquake loads. Both the temporary retaining structure and the listed facade are supported by properly arranged micropiles.
The new permanent structure is entirely made of reinforced concrete. To maximize the safety of adjacent buildings against displacements during excavation and to save construction time, the method of simultaneous Up and Down Construction has been chosen. Special consideration was taken into the integration of the listed facade in the new construction, which is ensured by the proper arrangement of special anchors and nails. The foundation of the new construction consists of a reinforced concrete diaphragm at the perimeter and of diaphragmatic elements (barrettes) of rectangular cross section on the inside.

Eastern Inner Ring Road

In the context of the upgrading project of the existing Eastern Inner Ring Road of Thessaloniki, the construction of an Elevated Expressway (Flyover), next to the existing ring road (between I/C K5 and I/C K10) at an overlying level is suggested. The project will significantly decongest the existing ring road, which will also be upgraded to serve local and heavy traffic.
The entire project is extremely complex and technically demanding, judged as “Special and Important at National Level” planned to be constructed with a Public-Private Partnership Contract. METE SYSM has prepared the preliminary studies of the technical works for the whole project, which are already approved and participates in the preparation of the predesigns.
The most important and also special part of the project is the construction of an Elevated Bridge with a total length of 4.000m between I/C K6-Neapoli and I/C K8-Triandria. At the predesign stage, our office is responsible for the first section of this bridge (Bridge T9a) with a total length of 2.000m between I/C K6 and I/C K7, next to the existing Ring Road on the “Sheikh-Shu” forest side. In plan, the bridge alignment moves on straight lines along with circular arcs (R=1.100–1.200m) and corresponding transition curves. In elevation, the red line exceeds that of the adjacent ring road and the natural terrain usually by 7,0 – 8,0 m, but also 11,0 – 12,00 m, except for the areas of two valley bridges with red line elevation 25,0 – 30,0m above the ground.
The box-shaped cross-section is 2,5 m deep with a total width of 22,2 m, carrying bilateral traffic (2+2 lanes and emergency lanes). The net traffic width is 9,7m in each direction with an intermediate rigid safety barrier. At the two edges of the section, safety barriers, sound curtains and lighting poles are provided. The deck is also provided with insulation special membranes and a drainage system with longitudinal and vertical pipes.
Along the 2.000m of the bridge, a total of nine (9) independent substructures are formed, with lengths between 170,0m and 235,0m. The superstructures are continuous, with four to five spans of about 45,0 m and expansion joints at the ends of the subsections. The piers are single-column, of variable length, founded on shafts. The superstructure rests on bearings in the piers where expansion joints are provided and is monolithically connected to the rest of the piers, forming a case of semi-integral bridges.

Motorway Kleidi – Eyzonoi

It is about the final study for the road, Interchanges as well as signage and safety for the construction of the subsection I/C Axios – I/C Agios Athanasios of the Kleidi – Evzoni section of the PATHE Motorway which concerning the east bound of the PATHE Highway, 14km in total, with two lanes per direction and an auxiliary lane, including a section of the westbound motorway, servise roads network of 32.8 km long sum., three interchanges, the I/C Halastra – Axios, the I/C Anatolikou and the completion of I/C Agios Athanasios, three at grade intersections and finally the complete signage and safety study for the whole project.

Iktinou School Complex

It is a school complex in the center of Thessaloniki, founded in 1931, it expresses the Art Deco & Bauhaus Movement in Greece and has been labeled as a monument by a Decision of the Hellenic Ministry of Culture. It consists of nine independent structures (eight buildings and a concrete shed) with a total area of about 6.600, most of them with a basement and two above-ground floors. The structures are generally made of cast in-situ reinforced concrete, consisting of slabs (solid or ribbed), beams, columns and in some cases of masonry (natural stones and artificial bricks with holes). Our designs have anticipated its energy and structural upgrade. During the structural upgrade (up to the current level of safety), assessment and interventions designs were carried out, which resulted in strengthening (addition of new concrete walls, beam strengthening, reinforced concrete jackets on columns) and repairs of the structure.