Wind barriers are important measures that guarantee the running safety of high-speed trains under crosswind conditions, however, they can change the aerodynamic coefficients of a train–bridge system and the distribution of the flow field around a train and bridge, and studies have often ignored the static wind load characteristics of wind barriers. In this paper, the effects of height and porosity on the curved and vertical fence-type wind barriers on the aerodynamic characteristics of a train–bridge system are investigated by using numerical simulation and wind tunnel test methods. The static wind loads of the two types of wind barriers are analyzed by comparing the drag coefficients and the surface wind pressure distributions. The results show that, compared with the vertical wind barrier, the curved wind barrier can reduce the drag force and moment of a train while reducing the impact of the aerodynamic forces on a bridge. The static wind load of the curved wind barrier is less than that of the vertical wind barrier, when a train is on the windward side of a bridge, the drag coefficient of the curved wind barrier is only about 35% of that of the vertical wind barrier.

Traditional noise barriers are often designed only by considering its noise reduction effects, but designer ignores that it may transfer too much aerodynamic force to the bridge. In order to meet the wind resistance and noise reduction requirements of the elevated lines crossing an urban area at the same time, a new type of wind–noise barrier (NT-WNB) is proposed. The noise reduction effect is evaluated by a numerical method, and the influence of the wind–noise barriers’ rotation angle on the aerodynamic characteristics of a train–bridge system was studied by sectional model wind tunnel tests. The results show that the NT-WNB has effective noise reduction in the frequency range of 500–1600 Hz, and the noise reduction can be increased when install barriers with upward incline blade. Although an angle combination type of wind–noise barrier can optimize the lateral force and the lift of the train at the same time, which may cause high turbulence in the corresponding area. The NT-WNB can reduce the wind load of the bridge–barrier system by 22%, which is more conducive to the safety of the bridge and the barrier.

This paper presents a new type of wind guide barrier (WGB). Through wind tunnel experiments, the key parameters of three types of WGB were studied, as well as their effects on the aerodynamic characteristics of a high-speed train and blunt body box girder system, while the bridge deck wind field was investigated. The results show that the shielding effect is the main factor affecting the windproof performance of the WGB. When the WGB is installed, the mean wind pressure distribution on the train is comparable to that of using a vertical wind barrier while reducing barrier resistance and the resistance of the bridge–barrier system. At the same time, the WGB can guide the oncoming flow, resulting in an increase in the streamwise and vertical wind velocity ratios on the bridge deck, as well as an increase in the maximum aerodynamic coefficient on the train.