The invented bridge superstructure is very suitable for specially long spans due to its light weight as all the death load and half the live load are balanced by the cables having about eight times higher strength than the structural steel.

The conventional segmental PSC box girder is susceptible to shrinkage and creep deformations in long run making it unsuitable for high speed trains. The invented long span, light and robust steel girder has practically no time dependent deflections, and hence it may be very suitable for high speed elevated train tracks.

As steel consumption in the invented bridge girder is less than one third, in highly corrosive environment chromium alloyed steel can be afforded for the construction, making it corrosion resistance for 100 years.

Anchorage of the cables at the ends induces desirable precompression in the RCC deck through shear stirrups, rendering its design possible longitudinally on no crack basis.

It is very light weight due to maximum load supported by the cables, making it suitable for high seismicity areas.

Due to the light weight superstructure, cost of the substructure is also low, making the overall cost of bridge competitive.

Due to the composite deck, stiffness of the superstructure doubles and hence depth of the girder can be reduced to say 8m in 100m span that is span/12.5.

Due to long span and light weight superstructure and substructure, the bridge has sleek and elegant look.

Individual long span girders are launched first, followed by cross members connections, and deck casting in parts with stage wise designed prestress, rendering its erection easy.

Structural steel requirement in the girder reduces due to the composite deck, and stagewise girder launching, deck casting and prestressing as per design.

Reserve strength of the girder in ULS condition is more than 3-times its strength in SLS condition making it robust.

Due to hogging deck for half the live load, girder deflection from the mean is reduced to half, and consequently the girder fatigue is highly reduced.

Due to hogging, pre-stressed shear force under dead load plus live load is reduced, which is highly desirable in design of the shear stirrups.

The cables are fully protected in the tubular bottom chord, epoxy grouted at the end anchorages, and cement concrete grouted in the remaining cable length, making it most suitable for highly corrosive environment.

Tubular steel may be produced using alloying, and/or hot dipped Galvanizing for aggressive environment. About 11.5 percent chromium alloying of steel makes it fully corrosion resistant in sea environment for more than 100 years.