A Route 66 Icon Reborn

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Few structures embody the cultural and engineering legacy of America’s highways like the William H. Murray “Pony” Bridge. Spanning the South Canadian River along the historic Route 66 corridor in Canadian and Caddo Counties, Oklahoma, the 3,945-foot-long structure near the town of Bridgeport, also known as the Bridgeport Bridge, has stood since 1933 as a gateway to the West. Known for its distinctive 38 pony truss spans, the bridge has long attracted tourists, preservationists, and transportation enthusiasts (Fig. 1).

After nearly a century of service, the bridge was facing closure. Years of wear, combined with the demands of modern traffic, led to the bridge being designated as structurally deficient. Without significant intervention, the bridge would have continued to deteriorate rapidly to a point where it would no longer be serviceable. For Oklahoma, which has more drivable miles of Route 66 than any other state, the loss of this bridge would have impacted both the daily local traffic use and the attraction of visitors from across the world.

The Bridgeport Bridge is the longest of its kind in the United States and the second longest bridge in the Oklahoma Historic Bridge Inventory. A centerpiece of the Bridgeport Hill–Hydro Route 66 Segment Historic District, the bridge is listed on the National Register of Historic Places. With the 100th anniversary of Route 66 approaching in 2026, restoring the bridge before this milestone became a way to honor the past while ensuring the bridge’s continued service for future generations.

The Oklahoma Department of Transportation (ODOT) turned to STV Incorporated (STV) to lead the highly anticipated rehabilitation project. The design and construction efforts aimed to preserve the bridge’s historic character while implementing innovative structural solutions to ensure safety, resilience, and lasting performance.

In May 2024, after a complex four-year rehabilitation, the Bridgeport Bridge reopened with a ribbon-cutting attended by preservationists, elected officials, engineers and 350 classic cars. The event signaled more than the completion of a project—it represented the successful blending of heritage, engineering innovation, and community value.

The structure consists of 38 main spans, each a 100-foot-long pony truss. These trusses are located on either side of the deck, rise only to a height that eliminates the need for overhead bracing, and are connected by floor beams. In addition to its iconic pony trusses, the Bridgeport Bridge featured two 36-foot steel I-beam end spans and a narrow concrete deck just 24 feet wide, supported by concrete columns on hollow concrete caisson foundations.

By 2011, routine inspections classified the bridge as structurally deficient, with subsequent evaluations in 2013 and 2014 documenting vehicle impact damage to the upper truss members and corrosion on floor beams, stringers, and gusset plates. By 2019, ODOT recognized that, despite ongoing maintenance, the bridge’s aging pony trusses could no longer support modern truck traffic. The combination of the bridge’s size, age, and growing maintenance demands had begun to exceed ODOT’s available resources, highlighting the need for a comprehensive rehabilitation. Preserving a cherished landmark while delivering a structure capable of meeting 21st-century demands posed a significant challenge.

To address these challenges, ODOT contracted STV in 2015 to develop solutions and assess long-term rehabilitation strategies. The project began with the development and assessment of multiple design alternatives. These alternatives ranged from rehabilitation strategies affecting the existing structure to restrictions limiting access to only pedestrians to the full removal and replacement with a new, modern bridge. Each option was evaluated and presented as a detailed matrix that considered environmental, historical, and economic impacts along with the costs of roadway and bridge construction.

The design team also encountered various environmental and stakeholder factors. Construction would impact the habitat of the Arkansas River Shiner, a federally threatened fish species, necessitating seasonal construction windows and meticulous planning to minimize disturbance. Meanwhile, ODOT collaborated with various organizations—including the Federal Highway Administration, the Oklahoma State Historic Preservation Office, the National Park Service, the Historic Bridge Foundation and the Oklahoma Route 66 Association—to make sure the project balanced preservation, safety and community priorities.

Adding to the complexity was the timeline; ODOT aimed to finish construction well before the Route 66 centennial in 2026, setting an accelerated schedule that required both ingenuity and efficiency.

To achieve the project goals, STV’s design team combined advanced engineering techniques with a deep respect for the bridge’s historic identity. The team investigated whether the bridge’s original substructure could be preserved rather than replaced. STV included Wiss, Janney, Elstner Associates, Inc. (WJE) as a subconsultant to conduct material testing and analysis. Using Ground Penetrating Radar (GPR) and Half-Cell Potential (HCP) surveys, the team determined that much of the substructure was still sound. Retaining the existing columns and drilled shafts preserved the bridge’s historical footprint while lowering costs and reducing environmental impacts.

Assessment of the substructure confirmed that the as-built configuration and material properties were generally consistent with those specified in the original construction documents. Petrographic analysis of concrete cores indicated high-quality, uniform concrete. Visual inspection and half-cell potential readings showed low to moderate corrosion risk in the columns, with no signs of active deterioration. In contrast, the tops of the web walls between the columns showed corrosion-induced damage, including cracking and surface distress, primarily caused by chloride ingress through open deck joints and inadequate concrete cover.
Based on these findings, the existing columns, caissons and portions of the web walls were retained and incorporated into the rehabilitated structure. The original pony trusses, bridge deck, floor beams, and stringers were removed or recycled due to significant corrosion and limited roadway width. To preserve the bridge’s historic character, the pony trusses were reinstalled on the outside of the new spans as decorative elements.

To improve the overall roadway width, four new steel rolled beam girders were added as the main structural system along with new diaphragms (Fig. 2). These girders provided the necessary support for the new bridge deck and were designed to carry wind loads on the original pony trusses. The existing floor beam bolted connections were used to reattach the original pony trusses to the main structural system. This approach ensured that the historic visual identity of the bridge was maintained while the transverse loads are transferred to the foundation elements. The consulting parties approved this approach, recognizing the importance of maintaining the bridge’s visual identity and driver experience. Portions of columns and web walls were selectively removed to accommodate new pier caps, which supported the new structural system and the deck. This approach removed portions of the corrosion-induced web walls and shielded the remaining web walls from further deterioration.

The new deck and girder spans were designed in accordance with the current American Association of State Highway and Transportation Officials Load and Resistance Factor Design (AASHTO LRFD) Bridge Design Specifications. By spacing the steel girders at 8 feet 6 inches, the depth of the superstructure was minimized. Additionally, the use of full-depth precast concrete deck panels, connected with Ultra-High-Performance Concrete (UHPC), accelerated the construction (Fig. 3). The deck consisted of one interior panel and two exterior panels with overhangs, connected monolithically using UHPC poured in an open trough above the girders. Finite Element Method (FEM) modeling simulated complex loading on the deck panels during transportation and installation. These analyses enabled a more advanced connection design between overhang and interior panels, increasing rigidity and expediting construction.

The Bridgeport Bridge became the first highway bridge in Oklahoma to use full-depth precast concrete deck panels with UHPC connections. With a compressive strength of approximately 20,000 psi—compared to 4,000 psi for conventional concrete—UHPC offers enhanced durability, resilience and construction speed. The use of UHPC also aligned with Federal Highway Administration guidelines for accelerated bridge construction, supporting ODOT’s BUILD Grant funding.

Executing the rehabilitation required careful coordination between ODOT, STV and the contractor, Oklahoma Bridge Company (OBC). The work began with the removal of all 76 pony trusses, each weighing approximately 40,000 pounds. The trusses were transported off-site for sandblasting, repairs, sealing, and repainting before being reinstalled as decorative, non-structural elements on the rehabilitated bridge (Fig. 4). The reinstallation was completed quickly and without damage to the historic steel.

The use of precast deck panels further accelerated construction while enhancing safety. Traditional deck pours often require crews to work on narrow overhangs, but the precast panels provided an immediate, stable platform for workers, reducing exposure to hazards and shortening construction time across the nearly 4,000-foot-long bridge structure.
Adding to the complexity was the installation of more than 2,900 linear feet of UHPC joints. Because UHPC is highly flowable, preventing leaks during placement demanded precise formwork and close coordination between ODOT and OBC. Through meticulous planning and on-site collaboration, the teams achieved consistent results, with the joints bonding smoothly and enhancing the bridge’s long-term durability.

From the outset, ODOT emphasized the importance of preserving the bridge’s character while modernizing its function. The completed design met this goal in every respect. The rehabilitated structure widened the travel lanes, improved load capacity and provided a safer and smoother experience for motorists—all while maintaining the visual rhythm of its iconic trusses (Fig. 5).
The bridge reopened in May 2024, two years ahead of the centennial deadline, marking a major success for ODOT and its partners. The project also introduced new amenities, including a parking lot and viewing area with educational kiosks, creating a dedicated space for visitors to learn about the bridge’s history and its role in the evolution of Route 66.

Environmental stewardship was equally central to the project’s success. By using precast components and carefully planning work around sensitive habitats, the team reduced disruptions to the Arkansas River Shiner’s ecosystem (Fig. 6). These strategies highlighted ODOT’s dedication to responsible construction and sustainable design.

The rehabilitation of the William H. Murray “Pony” Bridge embodies preservation through progress, showing how modern engineering can honor history while advancing innovation. The project demonstrates the effective use of UHPC in large-scale bridge rehabilitation and the value of FEM modeling in refining precast deck design and installation. It also highlights how accelerated bridge construction can enhance safety, minimize environmental impacts and reduce community disruption.

For the public, the bridge serves as a tangible link between Oklahoma’s past and future. It preserves a landmark of Dust Bowl–era resilience while offering a safe, modern crossing over the South Canadian River. The restored span reinforces Route 66’s enduring identity, providing travelers with a renewed way to experience one of America’s most storied roads.
As Oklahoma approaches the Route 66 centennial, the William H. Murray Bridge stands as both a vital transportation link and a monument to collaboration, ingenuity and respect for heritage—carrying the lessons of the past into the innovations of the future. ■

About the Authors

David Neuhauser, PE, is vice president and Oklahoma area manager for STV. Based in Oklahoma City, he brings nearly 30 years of experience in the transportation industry, with much of his career focused on leading roadway and bridge replacement and rehabilitation projects across the region. Neuhauser has been with STV for more than 16 years and oversees the firm’s growth and client service throughout the state.

Jose Joseph, PE, SE, is a principal at STV with 22 years of experience leading, managing and delivering bridge projects. He holds a master’s degree in civil engineering from Oklahoma State University and is a member of ASCE and AISC. Joseph has presented on structural engineering topics at industry conferences and universities.