Objects respond to air resistance (i.e. wind blowing) as a function of their frontal surface area in proportion to their weight. Think of how a piece of paper gets blown around in the wind, while an equivalent-sized piece of sheet metal is much more resistant to being moved, and a heavy brick is almost immovable except in tornado-force winds.

A flat piece of cardboard has an extremely high surface-area-to-weight ratio (assuming it is held up perpendicular to the wind). An aircraft has a much lower frontal surface area, but it is still heavily affected by wind because it is made to be extremely light (using lightweight metals and even now carbon fiber).

A train, on the other hand, has a very small frontal surface area (10x15 feet or so) and is far, far heavier than an equivalent aircraft. A Boeing 767-400ER carries, in a two-class configuration, 304 passengers. Without fuel, the aircraft weighs 229,000 pounds. (Fully loaded with full fuel and a full load of cargo and passengers, it can weigh another 221,000 pounds, but aircraft rarely go out with a full load of fuel unless they are flying the longest of routes.)

On the other hand, an Acela trainset can also carry 304 passengers and weighs, when empty, 1.24 million pounds. That's over five times heavier than the equivalent airliner, which also has a larger cross-section and many extremities sticking out (wings, engine pods, etc.), which all affect the resistance of the machine to move through the air. Even fully loaded, a 767 is far more affected by wind than a train.

The other major factor affecting headwind/tailwind performance stems from the propulsion method aircraft use: pushing air. For every increment of headwind, an equal increment of thrust is reduced. A 100mph headwind means that the thrust force of the aircraft is reduced by 100mph, and the aircraft will travel 100mph slower.

Not so with a train. The train may have a little more wind to push itself through, but the force to do so is not directly equal to the thrust. Think of it as the "airplane on a treadmill" thought experiment in reverse: just as a treadmill cannot materially affect the speed of an aircraft sitting on top of it, wind cannot materially affect the speed of a ground-propelled object pushing through it.

That said, and as illustrated above, winds do affect trains in the form of blown-down trees lying across the tracks, tornados picking up cars and spinning them around, knocking out power lines and thus killing electric rail service, and the like.

Also, "miles per hour" is far too small of a measuring unit to be effective with large transportation vehicles. Aircraft and diesel railroad engines use gallons-per-hour as a standard measure of engine efficiency. I don't have direct knowledge of electric locomotives, but I would suspect the standard kilowatt-hour (or a higher variant of it--megawatt hour? ) is used. To calculate passenger or freight efficiency, the figures of either BTUs or passenger-miles-per-gallon or ton-miles-per-gallon are generally used, which show the amount of energy expended per passenger (or per ton of freight) for every mile traveled.