## 1 Introduction
To mitigate bridge-borne noise, many vibration and noise reduction measures were implemented and studied. [PERSON] et al. [13] tested the structural noise on the box girder and U-shaped girder sections of the Shanghai rail transit line, finding that the A-weighted sound pressure level (SPL) in the U-shaped girder section was 2.5 dB lower than that in the box girder section. [PERSON] et al. [14] conducted vibration and noise tests on a 30 m U-shaped girder bridge equipped with vibration-damping fasteners and found that the fasteners can effectively reduce the vibration but have little effect on acoustic control. [PERSON] et.al [15; 16] carried out tests under slab mats to reduce under-rail vibrations; they found that slab mats can effectively reduce vibrations in the frequency range above 34 Hz, and the insertion loss for the 30 mm thickness of under slab mats is up to 75%. [PERSON] et al. [17; 18] conducted field tests on the railway line installed under ballast mats. The under-ballast mats were proved to be effective in reducing structural vibration, and the service life of which attains at least 30 years. [PERSON] et al. [19] compared the vibration characteristics of tracks with or without sleeper mats with tests, and under-sleeper mats were revealed to reduce track vibration by 30%. [PERSON] et al. [20] studied the vibration and noise of a long-span steel truss cable-stayed bridge laid with damping pads, and the bridge noise was tested to reduce noise by 10-13 dB(A). [PERSON] et al. [21] compared the radiation noise of U-shaped, single-box, and double-box girder bridges, and the radiation noise of the single and double box-girder bridges was 8.6 and 11.7 dB lower than that of the U-shaped beam bridge. [PERSON] et al. [22] studied panel acoustic contributions of a steel-concrete bridge with a SEA model considering the roughness of the wheel-rail interface, and the noise reduction measure by optimizing the bridge structure was proposed. [PERSON] et al. [23; 24]investigated the train-induced noise of a box-girder bridge using an integrated FEM-BEM method and further studied the noise reduction effects of increasing the thickness of the deck, adjusting the inclination of webs to 0-12\({}^{\circ}\), strengthening the boundary constraints, and adding a longitudinal clapboard. Many scholars have conducted research on the structure-borne noise of railway bridges, but studies involving the noise induced by high-speed freight EMUs are seldom, and so is the research on the acoustic control measures from the perspective of the transmission path. Therefore, the radiation noise of a 32 m concrete simply supported box girder induced by a high-speed freight EMU is investigated. Considering the coupled vibration relationship between the car body and containers, a bridge-borne noise prediction model composed of a coupled vehicle-track-bridge dynamics model, a track-bridge finite element model, and a bridge acoustic boundary element model was established. The acoustic characteristics and the panel contributions of the bridge radiation noise under empty and loaded container conditions are compared, and the mechanism of the bridge-borne noise is analyzed. Moreover, the noise reduction effect of the noise wall as well as the influence of wall heights is studied. The analysis results indicate that the main frequency of the bridge acoustic power is around 71 Hz, and the structure resonance is the main cause of the noise peak. Setting noise walls can effectively reduce the noise behind the wall, especially in the sound shadow zone.