## 1 Introduction  
An increasing number of continuous beam bridges are currently adopted as high-speed railway bridges to cross rivers. Compared with other bridge types, the continuous girder has numerous advantages, such as high structural stiffness, fewer beam joints, small fold angles, and high track smoothness [1]. In high-speed railways, the trains are fully enclosed operation with high requirements for track smoothness and strict restrictions on plane parameters of the line [2]. The smoothness of the rail will be influenced by the creep deformation of the prestressed concrete bridges. After laying the ballastless track, the deformation due to the concrete creep camber is tightly constrained to avoid significant dynamic reactions of the car-bridge system. [3]. To ensure the smoothness of the track, it is essential to investigate the influences of the creep deformation of the concrete bridges on train running performance. In a report by the American Concrete Institute in 1972, the main creep mechanisms are divided into four parts [4; 5; 6]. (1) Under the joint action of stress and adsorbed water layer, concrete generates stickiness deformation due to the sliding or shearing of the cement gel. (2) The volume of concrete is reduced under pressure due to the loss of water adsorbed in the structure. (3) Hysteresis elastic strain caused by cement cementitious restraining effect on the structures' elastic deformation. (4) The phenomenon of microcracking, crystallization damage, and recrystallization occur locally in concrete, and this process produces permanent deformation. Determining the creep coefficient and calculating the shrinkage strain are critical issues in investigating the creep of concrete structures. In engineering, a known shrinkage creep prediction model is generally used to speculate on the unknown shrinkage creep of concrete structures [7]. The study of vehicle-bridge system interactions goes back 100 years. In the early days, most researchers used approximate methods to build simple analytical models of vehicle-bridge systems due to computational power limitations [8]. With the widespread use of the computer, there have been more in-depth studies on the interaction between vehicles and bridges. [PERSON] modeled a complex train-bridge coupled system using finite element software [9]. [PERSON] investigated the displacement and acceleration of an arch bridge during the simplified train model passing through [10]. [PERSON] and [PERSON] estimate the dynamic response of a coupled train-track-bridge system utilizing computer simulation software (TTBSIM) [11]. [PERSON] et al. used the self-developed analysis software BANSYS to research the vibration pattern of a suspension bridge in various wind velocity fields [12]. [PERSON] presented a numerical vibration prediction program for the coupled vibration of trains and bridges by using ABAQUS and MATLAB. [13]. [PERSON] studies the vibration of high-speed railroad bridges when trains pass through the bridges by using SIMPACK and ANSYS [14]. Most studies on coupled train-bridge systems focus on external loads such as wind and waves and earthquakes or concentrate on the effect of parameters such as train speed and vehicle weight on the dynamic response of car-bridge system. However, the prestressed concrete continuous girder bridge will undergo shrinkage creep deformation in the long-term process due to concrete characteristics. This long-term deformation can lead to rail deformation affecting the safety and comfort of train operation. This paper investigates the effect of creep camber on the dynamic response of a train bridge system by using a prestressed concrete continuous girder bridge with a main span of 108 m as the research object. The accuracy of the creep model was confirmed by comparing the Midas calculation results with the test results. The creep deformation of the main girder was calculated and entered into the train-bridge system equations as the track irregularity.