Review on the Impact of Elements Used During Bridge Construction

The requirement of long span bridge is increase with development of infrastructure facility in every nation. Long span bridge could be achieved with use of high strength materials and innovative techniques for analysis of bridge. Generally, cable-supported bridges comprise both suspension and cable-stayed bridges. Cable-supported bridges are very flexible in behavior. These flexible systems are susceptible to the dynamic effects of wind and earthquake loads. The cable-stayed bridge could provide more rigidity due to the presence of tensed cable stays as a force resistance element.


I. INTRODUCTION
A structure that spans a number of new challenges, like water bodies, valley, or a road, in order to provide pathway over it is popularly known as bridge. Architecture od bridge varies based on the its function, the terrain in which it is built, the materials used during building work of bridges, and the capital funding provided to construct it. A bridge is composed of three main components. The structural system (foundation) is arranged in a manner such as columns (also known as piers) and abutments that distribute the loaded weight of the constructed bridge to the ground. The linkage in between last border of the bridge and the earthen road that offers assistance for the starting and last parts of the bridge is basically named as abutment. The platform parallel to the earth, that extends the area in between columns is the super-architecture of the bridge which is to be constructed. Ultimately, there is also the bridge ramp. The Non-linear Assessment for Bridge Formation Guidelines are a range of possible suggestions for design and prediction of highway bridge structures and overpasses subjected to seismic ground movement, which are needed for the development or analyzation of the potential and deformability of critical bridge elements and systems.
The general public contributes to the construction of these considerable bridges. As an outcome, the best bridge architectural designs benefit the public by being as fruitful, less expensive, and elegant as feasible. Effective implementation is a scientific concept that emphasizes the significance of conserving natural resources whereas boosting the quality. The economic system is a concept which relates to that places a premium on reducing maintenance costs while maintaining efficacy. Finally, elegance is a visual or expressive notion that highlights the designer's people's identity without compromising quality or the monetary system.
Conventional highway bridges and exceptional designs of bridges are the two broadly categorized classes of bridges, that span watercourses, fissures, or coastline areas.

II. LITERATURE REVIEW
Gaurav Somani et al. [1] In India, the most common bridges are concrete blocks and t-girder bridges. Numerous road structures are ongoing, many are under development, and some road projects are scheduled to be completed in the coming years, especially in recent years. As the proposal grows larger, this becomes essential to boost the development methodology on a daily basis to build it more productive. It encapsulates the new requirements in the construction of bridge as well as the major components of the planned site, and it serves as the foundation for every layout. At first, the conceptual members' measurement was selected based on the experience of constructor, and afterward, engineering software was being used to compare various software and increase the component dimensions. At last, a thorough examination and evaluation of all critical project stages, as well as thorough design documents, will be tried to carry out.
K. Hemalatha et al. [2] An architecture that allows people to pass over an obstruction while keeping the route below open. A road-route, rail, zebra crossing, waterway, or tubing crossing may well be needed. There are many multiple kinds of parts that can be used to bridge gaps, including Tee beam as well as Box girder bridges. T-beam roads are cast-in-place bridges that are common for short time periods and cost-effectiveness. Correspondingly, the broadly used box girder bridge, which itself is cost-effective for large spans and can be individual or multiple celled, was chosen. The structure of bridge is focused on increasing component and construction techniques efficiency. As the span lengthens, the dead weight, which is a significant progressive factor, grows as well. To decrease dead weight, extra material that is not used to its overall potential is eliminated from this segment, that can form the basis of box girders or cellular components based on whether shear deformations are taken into account. The current study designed and analysed a two-lane simply supported RCC Tee beam girder and pre-stressed concrete block boxgirder bridge for dead weight and IRC migrating loads, with the regarded movable load being a tracked vehicle of class A-A loading. For analysis of structures and designs of architecture, Courbon's technique was used. The estimates for the dead load and live load were done manually. A vehicles depending load's shear force and bending moment have been determined by calculating. Piguead's curves are used to calculate bending moments. The goal of this work is to see if both T and box girder bridges have developed distinct span constraints for the implied information.
Meghana K V et al. [3] A bridge is a formation constructed across a road, river, or rail line to allow citizens and automobiles to travel through one side to another. Comparison of studies have been undertaken to find the most appropriate category in bridges of various span lengths. The purpose of this report is to use software and manual methodologies to investigate the impact of T-beam and Box Girder Bridges of various spans under dynamic loading. The design development techniques used are defined. The bridges are engineered to survive various IRC vehicle loads, and the T-Beam deck system and box girder system are investigated. The software's outcomes are compared to those obtained through manual processes. The parameterized analysis is carried out on dimensions like Bending Moments and Shear Forces.
Manohar R et al. [4] The review of a single span two-lane Tbeam bridge structure is conducted in this study by adjusting the lengths of the bridges, deck slab depth as 200,225,250,275,300 mm, and girders and dimensions of slab 3x2, 3.5x2.5, 4x3, 4.5x3.5, 5x4m by adjusting the lengths of the bridge structure, using software SAP 2000. The bridge designs are loaded using the IRC class AA Monitored, IRC class 70R, and IRC class A loading systems to attain higher bending moment shear force and diversion. The research also included cross girders and deck slabs of various depths for various live loadings. here in this paper, it can be seen as the span elongates, the shear force, bending moment, and girder deflection also boosted up, and that frameworks exposed to the IRC Class AA monitored vehicle have increased shear force, bending moment, and deflection than modeling techniques applied to the IRC Class 70 R and IRC Class A workloads.
Tangupalli Mahesh Kumar et al. [5] This dissertation provides an overview of what do we call a bridge and how it is categorized, as well as the loads that must be regarded and the various techniques that can be used to analyse a T-Beam deck slab bridge structure (only deck Slab with girders). To examine the basic T-Beam Deck Slab is the main motive of this research study. Slab with Lengthwise and Cross Girders is included in the TBeam Deck Slab. Girders investigated four IRC Loadings (Class-AA, Class-A, Class-B, Class-70R) and 3 distinct nation Loadings (AASHTO Loading, British Standard Loading, Saudi Arabia Loading) using 3 distinct Rational Methodologies (Courbon theory, Guyon-Massonet, Hendry Jaegar). This proposal also compares all of the abovementioned applied loads and methodologies, and the same structure of bridge is analyzed as a three-dimensional architecture through using software STAAD ProV8i.

Computation of Moments and Shear Forces Stimulated in the Lengthwise and Cross Girders at Distinct Locations for Above
Discussed Loads is referred to as girder assessment in the Bridge. The Moments stimulated in the Slab because of IRC Loadings Hardly were also investigated. For this proposal, a basic assumptions issue from the coursebook (Design of Bridges by N. Krishna Raju) could be used, along with some of the the curvatures and charts.
Abrar Ahmed et al. [6] The researchers goal and purpose was to evaluate and architecture segments for various Indian Road Congress, IRC automobiles. This was accomplished by utilizing CSI bridge structure software to analyse the architecture and verifying the outcomes with manual outcomes by creating Microsoft Excel Spreadsheet through using Working Stress Procedure and applying Courbon's concept. The IRC 70R vehicle is found to have the strongest impact on the segments. The T-beam girder is appropriate for extends up to 30 metres, but as the spans get longer, the depth of the Tbeam girder rises exponentially, making it economically unviable. As a result, the box girder is appropriate for longer spans. The findings of this study will be used to determine which segment is appropriate for specific spans. Designers can reach the conclusion from the study findings that the software outcomes are appropriate and can be used to develop structural features as well.
Y Yadu Priya et al. [7] IRC codal regulations are used to carry out this study. T-beam bridge decks, that are made up of a concrete slab and girders, are amongst the most common forms of cast in-situ concrete decks. In STAAD Pro, the issue in continuum mechanics is estimated using FEM (finite element method), that is a basic design analytical technique. A solitary span two-lane t-beam bridge is examined in this research by vastly differing the span of 25m, 30m, 35m, and 40m while keeping the thickness consistent. To ensure the highest bending moment and shear force, the bridge structural frameworks are exposed to the IRC class AA and IRC 70R monitored loading framework. The shear force as well as bending stresses in the girder rise as the span improves, according to the assessment. The outcomes of bending moments and shear forces achieved using both the courbon's technique and the finite element analysis revealed no significant differences.
Omkar Velhal et al. [8] The demand for sustainable transportation management has increased in tandem with the quick growth of urbanization and infrastructural facilities. This necessity, along with several others for establishing bridge structure outlook, is mainly responsible for the rising quantity of gently sloping bridges available. Sloped bridging architecture are frequently used in highway engineering when the configuration does not allow for appropriate bridges. The behaviour of sloped T-beam bridge structures is evaluated and compared to that of straight bridges utilising finite element model programming software. Highest bending moment, greatest shear force, highest torsional moment, highest deflection because of dead load, and greatest deflection because of live load are all affected by skew angle at strategic points. The "IRC Class AA Monitored Automotive" live load is used in accordance with IRC 6:2000 recommendations. This research confirms that the impact of skew angle on lengthwise girder torsional moment is significant, implying that torsional moment must be taken into account when developing skew bridge structures. Sandesh Upadhyaya K et al. [9] The purpose of this study was to identify the variations and appropriateness of two separate deck slab setups for all these bridges: normal deck slab assisted on girders and T-beam deck slab setup. Designers looked at span lengths of 20m, 24m, and 28m under this investigation. Utilizing Courbon's technique, the deck slab was traditionally assessed for IRC class AA loading. The method was sped up by creating excel spreadsheet for traditional designs that deliver greater Bending Moment and Shear Force value systems for class AA transport vehicles because of dead and live loads. This research considers all those other elements of a T-beam bridge, including the cantilever slab, girders, as well as cross beams. A full FEM assessment of a T-beam bridge with a regular deck slab backed on girders was carried out. The Courbon's Technique was used to verify the Finite element model. Depending on the outcomes of highest Shear Force, high Bending moments, as well as maximum misdirection value systems, FEM assessment for both setups of T-beam bridges was thoroughly researched. The concise findings demonstrate which of the two scenarios is the best alternative for the various spans involved in this research. According to the findings, a deck slab endorsed by T-beams is more impactful when compared to a deck slab assisted by girders.
Soumya S et al. [10] The primary goal of this research is to construct the super-structure of an RC T-beam bridge with different spans. Among the most popular ones of cast-in-situ concrete decks are Tbeam bridge decks. A T-beam Bridge is made up of a concrete slab and girders. The finite element technique is an effective way to analyze complex structures. The framework or continuum is segmented into finite elements in the Finite Element Analysis, and that they are interrelated through nodal points to symbolise the solution to the problem. The allocation of the live loads amongst lengthwise girders must be ascertained in calculating the bending moment because of live load in a girder as well as Slab Bridge. Loadings that will result in the greatest bending moment. The findings acquired using the finite element analysis will be less than those acquired using Courbon's technique, indicating that the study findings are traditional.

III. CATEGORIES OF BRIDGES AND THEIR APPROPRIATENESS
Detailed description of elements, categorization and appropriateness of distinct Bridges are described as follows:

Elements of Bridge
The bridge construction encompasses of the subsequent fragments: Superstructure or Decking: This contains slabs, girders, and trusses, among other things. This carries the load that passes through it and communicates the forces to the structural components.
Bearings : These can communicate the load established from the decking on to the substructure and are offered for spreading of the load consistently terminated the substructure measureable substance which may not have adequate bearing strength to tolerate the superstructure load straightforwardly.
Substructure: This comprises piers and abutments, wing walls or returns and their foundation.
Piers and Abutments: These really are vertical architectures that sustain the deck or bearing and convey the load through groundwork to the bed or earth.
Wing walls and Returns: These would be offered as an extending of the abutments to keep the entire planet of the methodology bank from settling at an organic angle. The groundwork is used to transfer the load from either the piers, abutments, as well as wings or goes back to the strata and disperse it uniformly. This is something that must be offered. It must be sufficiently substantial to avoid being harmed by the VOL.7, ISSUE 10, OCTOBER 2021 www.ijoscience.com 22 scour exacerbated by the river's streams and to avoid being overshadowed. Whereas the components referenced here are architecturally implementation, security hand rails or ramparts, defender rails or curbs are installed over the decking to protect vehicles or users from having fallen through into flow or to separate traffic flows.

IV. CONCLUSION
The results of this investigation showed that the simple beam concept is a primitive estimation for box segment assessment and determines the behaviour of any and all kinds of girder bridges. It's also possible that the findings discussed in this work will provide developers with useful information. The next step in the research is to use three -dimensional objects and FE assessment on ANSYS software to investigate the interpretation and behaviour of box girder bridges.