## 5 Conclusions  
As taxiway bridges are important infrastructure for solving traffic conflicts in airport flight areas, the structural safety of the taxiway bridge plays a vital role in the operation efficiency of the whole airport. However, the existing taxiway bridges often run for \begin{table}
\begin{tabular}{c c c c} \hline \hline  & **Calculated** & **Simulation** & **Relative Error** \\  & **Value/Sorties** & **Value/Sorties** & \\ \hline Working condition A & 533,569 & 523,717 & 1.85\% \\ Working condition B & 245,039 & 255,500 & 4.27\% \\ Working condition C & 484,076 & 469,936 & 2.92\% \\ \hline \hline \end{tabular}
\end{table} 
Table 8: Model validation table. 10-15 years without any safety detection, which presents great potential safety hazards. There is no clear index for the evaluation of its fatigue safe traffic performance. Given that the current situation struggles to detect the taxiway bridge on-site and cannot interrupt traffic, this study used a combination of theoretical analysis, experimental tests, and simulation methods to analyze its fatigue levels. 1. The results show that the error between the extracted data of the model and the experimental data is less than 5%, which verifies the accuracy of the model and shows that the established taxiway bridge simulation model is suitable for the traffic safety analysis of the taxiway bridge. 2. The fatigue test values of concrete and reinforcement were obtained through the test, and the S-N curve was introduced to superimpose the fatigue state of concrete and reinforcement materials into the overall structure of the bridge through the cycle. 3. According to the data of the standard aircraft type running at the maximum landing weight in the simulation model, the mathematical relationship between the operating times and the maximum deflection in the middle of the span is derived. Combined with the load conversion method in this paper, the relationship between the operation times of any type of aircraft and the fatigue state can be studied. 4. According to the data of 255,500 sorties of the standard aircraft type under four load levels in the simulation model, the mathematical relationship between the load of the standard model and the maximum deflection in the middle of the span was derived. t calculates that the maximum operating load under the condition of 255,500 sorties is 3130.44 kN, making it reasonably necessary to reduce the load of the aircraft. 5. Considering the different traffic growth rates, taking the average annual 12,775 sorties as the initial value, the maximum deflection value of bridge deck was extracted when the annual growth rate of flights reaches 3%, 5%, 7%, and 9%. The mathematical relationship between the annual growth rate of departure flights and the maximum deflection value of the mid-span after 20 years was derived. It was calculated that, when the annual growth rate of flights is 6.3066%, the maximum deflection value in the life cycle of the taxiway bridge reaches the allowable maximum deflection value. 6. According to the analysis of safe passage redundancy of the taxiway bridge under the influence of different indicators, combined with the simulation output data, the safe traffic redundancy model of the taxiway bridge under the influence of multiple indicators was obtained, and the prediction model of the fatigue residual traffic life of the taxiway bridge was deduced. 7. The prediction model of the fatigue residual traffic life of the taxiway bridge cannot be verified by engineering measurements. Therefore, the accuracy of the model was verified according to the data output from the simulation. The accuracy of the model is more than 95% and has certain reliability. As the established taxiway bridge is based on an airport in South China, the proposed life prediction model is more suitable for this bridge and has certain limitations.