The PE pipes were butt welded to their final lengths on the approach bridges and the strands were pulled into them. The ends of the strands were fixed with wedges to the anchor heads. At the passive anchorage at the beam, the wedges were finally pressure wedged and secured, whereas at the active stressing ends for the tower heads they were only pre-wedged.
The pre-assembled stay cables were pulled to the main bridge supported by a highline. The pull rope up to the tower head was connected to a guide at the stay cable in order not to damage the PE pipe by too sharp bends. The cables were then lifted up to the tower heads. Since the anchor box and the bottom flange of the main girder did not allow the stay cables to be stressed at the beam anchorage, the anchor heads were inserted there and secured against slipping by shims.
The inclination of the cable tip was precisely adjusted to the steel pipe at the end of lifting. Then the stay cables could be pulled into the tower head. Sufficient space was provided inside the tower head to install the jack chair and the hydraulic jack. A grip hoist at the end of the jack pulled the cable close enough so that the protruding strands could be gripped by the jack. After final stressing and grouting of the stay cables they were wrapped with a yellow, UV-resistant PVF tape for aesthetic reasons.
The bridge was opened for traffic on 27 September 27 , and named the Fred-Hartmann-Bridge. References to figures and literature were omitted. The Fred Hartman Bridge is a cable-stayed bridge in the U. The bridge carries 2. It is the 77th largest bridge in the world. The bridge replaced the Baytown Tunnel of depth clearance 40 feet or The tunnel had to be removed when the Houston Ship Channel was deepened to 45 feet In October the Texas Highway department announced the project and estimated it would take two years to complete.
The bridge was designed by Greiner Engineering, Inc. Construction began in and was contracted by Williams Brothers and Traylor Brothers construction companies. In , The firm selected to produce the steel, a Mexican company, went bankrupt. The contract was then awarded to a South African company which caused complaints because of the country's apartheid policies.
After the completion date was pushed back several times, a letter was sent to the Texas Department of Transportation's executive director, William Burnett from the city of Baytown via the Baytown Sun in early which helped spur interest in finishing the project. Notable guests include George W. Fred Hartman died in and did not live to see his dream come to fruition.
The possibility of placing tolls on the bridge became an issue in a runoff election for the Texas House of Representatives in between the Republican winner, attorney Briscoe Cain of Deer Park, and the defeated seven-term Representative Wayne Smith of Baytown. Cain claimed that an online petition opposing tolling of the structure was a "preventative measure" because, "Smith's work history and legislative record on transportation gives Texans plenty to be concerned about.
Wayne Smith is somehow trying to make the Hartman Bridge a toll bridge. As an attorney you would think he would seek the truth before making such a wild claim and blaming it on one of the best friends and advocate Baytown ever had in Austin.
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Bridge system The cable-stayed bridge with a main span of m has a beam continuous over Composite beam Structural detailing Because of the large beam width required for four lanes in each direction of travel, systems with two, three and four cable planes were investigated.
Design calculations The run of moments under permanent loads was chosen as that of a beam rigidly supported at the cable anchor points. The tally as of Feb. The company has not received a paycheck since February to make up the difference.
In , the contractor received heat when plans to import 5, tons of steel from South Africa were revealed. The contractor was able to skirt possible sanctions preventing South Africa imports at the time because the steel was fabricated, not raw steel.
But much of the fabricated parts were below state standards. Beams and girders were too short and bolt holes were drilled in the wrong place on many of the bridge parts. Poor welding procedures included the use of recycled and contaminated welding material, welding on wet surfaces and in the rain and cracks in weld metal.
There was no mention of adding hurricane-support mechanisms when bid specifications were written. The cost for the added feature? Gbur said. Then it was revealed recently that Williams Bros. Although no formal request for more money has been filed, TxDOT claims committee chairman Bob Templeton acknowledges that the department is trying to reach an agreement over the disputed amount.
Approximately welds connecting the steel transition pipes to the superstructure eventually cracked or failed from large amplitude, low cycle fatigue caused by the vibrating cables. The large amplitude vibrations, transition pipe weld failures, and concerns regarding the durability of the stay-cable strands and corrosion protection grout prompted TxDOT to initiate an evaluation and repair of the bridge.
These concerns regarding the observed large amplitude vibration of stay cables prompted a review of the in-service performance of the bridge. Visit Instructions: The listed coordinates for this waymark must be personally visited. Give the DATE of your visit and any comments or additional information that will help other visitors enjoy this site. Try the Waymarkly app! Includes the ability to log visits, view logs, save and filter offline Waymarks and use beautiful offline maps!
Waymarkly is the premiere Waymarking app for iOS. Get the Waymarkly app now. Copyright c Groundspeak, Inc. The bridge replaced the Baytown Tunnel of depth clearance 40 feet The last section of the Baytown Tunnel was removed from the Houston Ship Channel on September 14, , with removal of the tunnel being the responsibility of the Texas Department of Transportation.
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