## 4 Conclusions  
1. When the snow flow passes over the embankment, the wind speed on the windward slope is greater than that on the leeward slope. At the same cross-section, wind speed increases with height until it stabilizes. The lowest wind speed is found at the foot of the leeward slope, while the wind speed is relatively high at the surface of the embankment. As the height of the embankment increases, the wind speed at the foot of the leeward slope decreases. The wind speed at the surface of the subgrade increases with the height of the embankment.
2. The overall snow thickness exhibits a \"U\"-shaped distribution. Regardless of the height of the embankment, the overall snow distribution coefficient is less than 1. The higher the embankment, the smaller the snow distribution coefficient. The greater the wind speed, the thicker the snow accumulation on the subgrade.
3. When the snow flow passes over fences, the wind speed remains relatively consistent within the height range on both sides for different types of fences. The wind speed is at its lowest immediately in front of and behind the fences. Above the height of the fences, the wind speed gradually recovers. The difference is that when the bottom of the snow barrier is of the \"perforated\" type, the wind speed in the area below the height of the barrier is greater than when the bottom is of the \"solid\" type.  
4. The influence range of the snow barrier on the embankment results in significant snow accumulation within the range of 4-6 times the height (h) of the barrier, while in areas beyond 6 h, the accumulation of snow particles remains relatively stable. Fences with a higher porosity provide better protection, corresponding to the 10 perforated snow fences on site. The influence range of the snow barrier in the ditch reaches a stable state with respect to the thickness of snow particle accumulation after 9-11 times the height (h) of the barrier. Fences with a higher porosity also provide better protection. In areas severely impacted by wind-blown snow disasters, single-row high snow fences may be prioritized over double-row low snow fences.
5. By adopting a high-precision wind tunnel (1:150 scale ratio) and viscous silica sand (density: 0.208 g/cm\({}^{3}\)), we addressed the limitations of prior setups (1:12 ratio, artificial snow density: 0.5 g/cm\({}^{3}\)) that overestimated particle inertia [23]. We quantified the efficacy of snow fences (e.g., 50% porosity, 7 H placement) for embankments, a terrain type previously underexplored in favor of cutting [8]. Our results advocate combining structural adjustments (e.g., snow platforms) with active snow fences, offering a holistic strategy for diverse railway terrains.  
This study contributes to the prevention and control of snowdrift disasters along railways in cold regions. Future efforts can focus on enhancing the equipment and measurement technology for model experiments by incorporating Particle Image Velocimetry (PIV) in wind tunnels and utilizing real snow particles to simulate and analyze their behavior under wind-blown conditions. By comparing the experimental results of artificial snow with the behavior of natural snow, the reliability and accuracy of the research methods can be further improved.