The vehicle induced superstructure response is generally taken care in the design of superstructure by adequately strengthening it, which causes increase in superstructure mass. The seismic responses of the substructure increase accordingly. Introduction of tuned mass damper (TMD) may reduce this vehicle induced superstructure response which may lead to economic design of the substructure and foundation. Literature study shows that the effect of TMD in reducing vehicle induced response of highway bridges is covered by various researchers. The effect of TMD in controlling vehicle induced vibration response in high speed railway bridges with short span length has also been well covered by various researchers. However, very little information is available for long span open web girder (OWG) railway bridges. Vehicle bridge interaction (VBI) model has been generated for understanding the effect of vehicle induced response in the OWG steel superstructure. A 27 DOF vehicle model as proposed by Yang and Wu [1], has been adopted in the present study. Effect of track irregularity has also been considered to get the actual dynamic augmentation during vehicle movement. As the structure is simply supported, the vehicle induced response occurs mainly in first mode, which leads to use of single TMD. It has been found that the effect of TMD is significant with single bogie loading (SBL) at some speed above the normal speed range. However, it is not at all significant for multiple bogie loading (MBL) for any speed as the resonance effect does not occur. As such it has been concluded that the use of TMD is not effective for long span OWG steel railway bridges. Under SBL condition, maximum deflection occurs at 750 kmph speed, the speed at which the frequency of occurrence of SBL matches closely with the fundamental frequency of the structure and causes resonance. Some local peaks are visible at 250 and 400 kmph speed. At 250 kmph speed the reduction in midspan deflection is 16.2% against 0.6% TMD mass ratio. The same value is 20.8% against 1.2% TMD mass ratio. At 400 kmph speed the reduction in midspan deflection is 11.5% against 0.6% TMD mass ratio. The same value is 24% against 1.76% TMD mass ratio. The maximum effect is at 750 kmph speed at which the reduction in midspan deflection is 42.5% against 0.92% TMD mass ratio and 51.9% against 1.84% TMD mass ratio. For all the above cases the optimised damping ratio lies between 3 and 5%. In case of MBL, the speed vs deflection graph shows that a local peak occurs at 300 kmph speed. However, the deflection almost increases monotonically with higher speeds. As such, no resonance condition occurs under MBL condition. As a result, the effect of TMD has been found almost nil in case of MBL.