我国地域广袤，自然条件复杂多样。在东北的哈尔滨、长春、沈阳等寒区机场，飞行区混凝土道面常年经受低温冰冻气候与飞机荷载的双重考验，频繁出现裂缝、脱皮、起砂乃至断板等质量病害。相关统计显示，东北地区部分机场每年因道面病害开展的小规模维修达数十次，严重时会干扰航班的正常起降。谈及寒区机场机坪道面施工质量，人们通常聚焦于提升混凝土道面的耐久性与抗冻性，却忽视了道面工程与管线工程在施工过程中的交叉干扰问题。因此，运用精益化管理方法，强化道面结构层薄弱部位的保护，提升项目管理质量与效能，具有重要的现实意义。
1 寒区机场新建机坪道面问题剖析依据民航局与住建部《关于进一步明确民航建设工程招投标管理和质量监督工作职责分工的通知》（民航发〔2011〕34 号），机场飞行区道面工程属场道工程，机场助航灯光及飞行区供电工程属目视助航工程，机坪输油管线系统工程属航空供油工程。从专业分类伊始，场道道面工程与其他管线工程便被区分开来。这使得道面工程与相关管线工程一般由不同施工单位负责，设计与施工界面也存在差异。在此情况下，机场新建机坪建设项目极易陷入 “各自为政” 的局面。即便施工中有沟通协调，但若缺乏建设单位和监理单位的有力统筹，施工单位间的相互交叉影响将不可避免，最终对新建机坪的质量、施工安全及工程进度造成不利影响。
以东北地区飞行区指标为 4E 级的 H 机场新建机坪道面工程多年施工经验总结，道面工程与管线工程交叉处常见以下质量问题：一是与构筑物四角交接的板块出现裂缝，裂缝通常与板边呈 45 度角（如图 1 所示）；二是与构筑物交接处板块出现掉边、掉角、裂缝，严重时相邻板块断裂；三是管沟、独立基础位置处于板缝上，引发断板（如图 2 所示）。H 机场某次检查发现，一处与构筑物交接区域，短短 50 米范围内就出现 3 处掉边掉角情况，极大地影响了道面的正常使用。
2 问题成因探究2.1 表层因素：低温环境严苛我国东北地区温差显著，冬季酷寒，冻土深厚，冻胀融沉和热胀冷缩效应强烈。相较于水泥混凝土道面，构筑物的埋深和结构形式不同，在较大温差的冷热交替作用下，两种结构在纵向和横向的形变位移程度各异，导致交接部位受力情况复杂。纵向方面，构筑物埋深一般大于道面结构，面对冻胀融沉时纵向位移相对较小，交接部位易出现不均匀沉降，进而引发掉边掉角和裂缝。横向方面，两种结构对热胀冷缩效应的形变不同，一旦发生硬接触，便会在构筑物四角应力集中处 “顶” 出裂缝。研究数据表明，东北地区冬季极端低温时，混凝土道面与构筑物之间的温差可达 40℃以上，如此巨大的温差致使形变差异极为明显。
2.2 主要因素：回填质量欠佳管线工程回填施工质量把控难度较大。管沟和构筑物建成后，其四周和顶面的回填施工，因作业空间和成品保护等原因，大型机械难以对该部位进行有效碾压，容易出现回填不密实的问题。近年来，部分工程设计为节省回填成本，未充分考虑实际施工状况，选用土、砂石等回填材料，施工质量难以保障，工程投入使用后，这些部位的道面板块出现问题的概率较高。例如，某机场建设中，因回填材料选择不当，投入使用后的首个冬季便出现多处因回填不实导致的道面沉陷。
2.3 根本因素：设计核图不完善项目设计阶段，建设单位和设计单位未将道面工程和管线工程视为一个整体。道面工程位于管线工程上部，管线敷设属于 “隐蔽工程”，而道面结构层及表面设有灯具、井、各类基础等构筑物。这不仅在施工过程中会相互影响作业，建成使用后，交接处也成为道面结构的薄弱部位，出现裂缝、掉边掉角甚至断板的概率较高。从根本上讲，设计阶段未能进行精细化处理，未能有效避免构筑物与周边道面在纵向和横向出现应力集中现象，管线路径选取与道面结构层及表层构筑物之间存在交叉矛盾。对多个机场建设项目的复盘分析发现，约 30% 的道面病害问题源于设计阶段考虑欠妥。
3 精益化管理理念阐释精益化管理（Lean Thinking）理念源于二十世纪八十年代日本丰田公司创立的精益生产方式（Lean Production），即仅在需要的时间，按需要的量，生产所需的产品。如今，精益生产方式已从最初单纯的生产系统管理实践，逐步上升为企业战略管理层面的业务。各行各业为实现高质量、可持续发展，纷纷将精益化管理作为优化资源配置、转变传统管理理念与行为的先进方式。
在民航专业工程建设项目，尤其是机场新建机坪这类涉及道面、灯光、供电、供油、排水等复杂建设内容的项目中，采用精益化管理理念可全面覆盖建设项目全生命周期。通过结合智慧化管理模式与先进技术，对建设项目实施精益化管理。在科技水平相对有限的领域，借助管理模式创新，避免施工中的低效与浪费，更为关键的是能够提升新建机坪道面质量，降低后期高昂的维修成本，减少对机场运行安全的影响，进而实现通过精益化管理打造品质工程的目标。例如，部分已采用精益化管理的机场建设项目，后期维修成本降低了约 20% - 30%。
4 精益化管理在寒区机场新建机坪建设中的实践应用4.1 精益化核图机场新建七个机位项目施工现场察觉到问题端倪后，行业主管部门要求建设单位秉持 “预・防・治・理” 理念开展前置工作。各单位遵循精益化工程质量管理理念，统一思想，在施工前将各安装工程图纸与场道图纸进行 “叠图” 校核。重点核对综合管网图、板块分仓图、道面标志图等，并结合机坪综合管网图及供油管线碰撞示意图，防止灯具安装在板缝处，尽量使其远离板缝；与设计人员沟通，尽可能将各类井、基础等构筑物布置在同一板块，避免 “跨板” 布置。通过精益化核图，复核灯位、标记牌、电缆井图纸坐标与实际施工位置偏差是否与道面板缝重合，若有重合部分，按照道面施工要求进行细微调整，避开板缝后再施工。其中，机场 P/H 坐标调整范围在 0.3 - 2.0 米的滑行道引导标记牌有 3 处，电缆井 2 处；供油管线与电力管线、消防管线高程调整 2 处，减少了道面板块受力薄弱部位的出现。
4.2 精益化施工施工图设计中，对构筑物所在板块进行独立浇筑，并在四周设置胀缝，以减少不均匀沉降对道面的影响。在如图 5 的助航灯光二次管刻槽、排水沟侧胀缝设置等施工内容中，要求设计单位在现场提供精益化设计反馈与指导，合理设计管道埋深，使安装管线埋深尽可能在山皮石结构层以下，降低管线安装工程对道面结构层的影响。施工过程中，处理各类管线交叉冲突的精益化措施如下：充分考量相互交叉管道的用途、管材、管道结构，选用更适配寒区机场使用环境的高质量钢管、电缆保护管及消防管线，兼顾覆土及最小净距要求、工作面大小、填土情况以及水文地质等因素，同时考虑工期进度与施工成本控制要求。在施工质量方面，既要确保下方管道安全且便于检修，又要保证上方管道不会下沉损坏。
4.3 精益化回填在关键环节，必须严格把控回填材料与质量。严寒地区考虑冻胀因素，道面结构层一般设计为 40cm 水泥道面 + 20cm 水泥稳定碎石 + 20cm 水泥稳定碎石 + 50cm 山皮石褥垫层 + 30cm 山皮石地基处理，总结构层厚度达 160cm。管线施工采用地基处理及道面底基层施工完成后反开挖的方式，以确保沟槽两侧压实质量（如图 8）。采用合理的回填材料，经验做法是管线周侧回填 20 厘米中粗砂，剩余沟槽回填位于道面基层（顶面高程 - 80cm）以下深度均为混贫混凝土，便于施工且能保证回填密实度。航空供油管线工程沟槽回填设计为级配砂石或水泥土，施工过程中，为保证道槽区回填质量，航油施工单位将回填材料升级为湿贫混凝土
现场通过采用精益化管理方式，抓住问题关键进行针对性解决。行业主管部门和建设单位共同努力，协调各参建单位，减少新建机坪施工中管线施工对道面工程的交叉影响，进一步提升了机场新建机坪道面混凝土施工质量，精益化管理成效显著。
5 精益化管理对寒区机场机坪施工管理的重要意义5.1 确保航空运行与人民生命安全的政治必然寒区机场机坪施工的精益化管理具有专业性与必要性。一方面，民航业中的专业工程建设项目管理专业性和先导性强，优质的机坪建设是民航相关产业健康发展和战略布局的基础。另一方面，机场不停航施工面临时间和空间的巨大矛盾，精益化管理在增强参建单位责任意识、降低建设成本、提高生产效率和质量方面具有重要方法论意义。部分采用精益化管理的寒区机场建设项目，施工效率提升了约 15% - 20%。
5.2 实现整体性治理理念下品质工程的实践必然鉴于民航专业工程的特殊性，建设单位及各参建单位应积极践行整体性治理理念，打破管理层级与专业设置壁垒，摒弃场道、灯光、供电、空管、弱电、供油等各专业 “各自为政” 的思维。主动解决因设计核图、专业工艺、回填效果等可能影响工程质量的问题，将各方力量汇聚于提升工程品质的细节，避免或减少 “无用功”。例如，某机场建设项目通过各参建单位协同合作，成功攻克多个设计和施工难题，工程品质大幅提升。
5.3 强化过程管理与追求稳定生产秩序的行动必然结合民航行业特点，在 “预・防・治・理 + 应急” 和整体性治理理念基础上，项目管理可借助以 BIM 和精细化核图为代表的技术手段解决前期管控难点；通过建立特殊节点的危大风险精细化辨识机制，解决过程和末端管理懈怠问题；组建全体系、多专业、严把关的管理团队，解决项目专业管理资源有限的问题。部分应用 BIM 技术的机场建设项目，前期管控问题减少了约 30% - 40%。
6 结论通过在寒区机场机坪施工管理中应用精益化管理，能够深入洞察管线施工与道面施工的矛盾根源，提升项目管理人员提前发现、解决和处理问题的能力。在机坪不停航施工资源有限的情况下，有效提升寒区机场机坪施工质量管控效果与效能，为机场长期稳定运行维护以及中国民航高质量建设提供有力支撑。未来寒区机场建设应进一步推广和深化精益化管理理念，持续优化施工管理流程，提升建设水平，保障机场安全稳定运行。
Our country has a vast territory with complex and diverse natural conditions. At airports in cold regions such as Harbin, Changchun and Shenyang in Northeast China, the concrete pavement in the flight zone is constantly tested by low temperature and freezing climate and aircraft loads, and quality diseases such as cracks, peeling, sanding and even broken slabs frequently occur. Relevant statistics show that some airports in Northeast China carry out dozens of small-scale repairs due to pavement diseases every year, which will interfere with the normal take-off and landing of flights. When it comes to the construction quality of airport apron pavements in cold regions, people usually focus on improving the durability and frost resistance of concrete pavements, but ignore the cross-interference between pavement engineering and pipeline engineering in the construction process. Therefore, the use of lean management methods to strengthen the protection of the weak parts of the pavement structure layer and improve the quality and efficiency of project management has important practical significance.
Analysis of new apron pavement in cold region airports
According to the Notice of the Civil Aviation Administration and the Ministry of Housing and Urban-Rural Development on Further Clarifying the Division of Responsibilities for the Management of Bidding and Quality Supervision of Civil Aviation Construction Projects (Civil Aviation Development [2011] No. 34), airport airfield pavement engineering belongs to field road engineering, airport navigation lighting and flight area power supply engineering belongs to visual navigation assistance engineering, and apron oil pipeline system engineering belongs to aviation oil supply engineering. From the beginning of professionalification, field pavement engineering and other pipeline engineering are distinguished. This makes pavement engineering and related pipeline engineering generally responsible for different construction units, and there are also differences in the design and construction interface. Under this circumstance, airport new apron construction projects are prone to fall into a situation of "separate governance". Even if there is communication and coordination in the construction, if there is a lack of strong coordination between the construction unit and the supervision unit, the mutual influence between the construction units will be inevitable, and ultimately the quality, construction safety and project progress of the new apron will be adversely affected.
Based on the many years of construction experience of the new apron pavement project of H Airport with the flight zone index of 4E in the Northeast region, the following quality problems are common at the intersection of pavement engineering and pipeline engineering: first, cracks appear in the plates that connect with the four corners of the structure, and the cracks are usually at a 45-degree angle to the plate edge (as shown in Figure 1); second, there are edges, corners, and cracks in the plates at the junction of the structure, and in severe cases, the adjacent plates break; third, the pipe trenches and independent foundations are located on the plate joints, causing the plate to break (as shown in Figure 2). An inspection at H Airport found that there were three off-sides and off-angles in a short range of 50 meters in a junction area with structures, which greatly affected the normal use of the pavement.
2.1 Surface factors: low temperature and harsh environment
The temperature difference in the northeast of our country is significant, with severe cold in winter and deep permafrost. The effect of frost heaving and thawing and thermal expansion and contraction is strong. Compared with the cement concrete pavement, the buried depth and structural form of the structure are different. Under the alternating action of hot and cold with a large temperature difference, the two structures have different degrees of deformation and displacement in the longitudinal and transverse directions, resulting in complicated stress at the junction. Longitudinally, the buried depth of the structure is generally larger than that of the pavement structure. In the face of frost heaving and thawing, the longitudinal displacement is relatively small, and the junction part is prone to uneven settlement, which in turn causes edge loss, angle loss and cracks. In the transverse aspect, the deformation of the two structures on the effect of thermal expansion and contraction is different. Once hard contact occurs, cracks will "top" at the stress concentration at the four corners of the structure. Research data show that when the extreme low temperature in winter in Northeast China, the temperature difference between the concrete pavement and the structure can reach more than 40 ° C. Such a huge temperature difference makes the deformation difference extremely obvious.
2.2 Main factors: poor backfill quality
It is difficult to control the quality of backfill construction in pipeline projects. After the completion of pipe trenches and structures, the backfill construction around and on the top surface is difficult for large-scale machinery to effectively roll the part due to reasons such as working space and finished product protection, which is prone to the problem of indense backfill. In recent years, some projects have been designed to save backfill costs without fully considering the actual construction conditions. Backfill materials such as soil and sand are selected, and the construction quality is difficult to guarantee. After the project is put into use, the probability of problems in the pavement panels of these parts is high. For example, in the construction of an airport, due to improper selection of backfill materials, there were many pavement subsidence caused by inaccurate backfill in the first winter after it was put into use.
2.3 Fundamental factors: imperfect design map
In the design stage of the project, the construction unit and the design unit did not regard the pavement project and the pipeline project as a whole. The pavement project is located in the upper part of the pipeline project, and the pipeline laying is a "hidden project", while the pavement structure layer and surface are equipped with lamps, wells, various foundations and other structures. This will not only affect each other during the construction process, but after completion and use, the junction will also become a weak part of the pavement structure, with a high probability of cracks, edges, corners and even broken plates. Fundamentally speaking, the design stage failed to carry out fine treatment, and failed to effectively avoid the stress concentration phenomenon between the structure and the surrounding pavement in the longitudinal and lateral directions. There are cross-contradictions between the selection of pipeline paths and the pavement structure layer and surface structures. A review of multiple airport construction projects found that about 30% of pavement disease problems originated from poor design considerations.
3 Explanation of the concept of lean management
The concept of lean management (Lean Thinking) originated from the Lean Production (Lean Production) established by Toyota in Japan in the 1980s, that is, to produce the required products only in the time and in the quantity needed. Today, Lean Production has gradually risen from a simple production system management practice to a business at the strategic management level of enterprises. In order to achieve high-quality and sustainable development, all walks of life have regarded Lean Management as an advanced way to optimize resource allocation and transform traditional management concepts and behaviors.
In civil aviation professional engineering construction projects, especially projects involving complex construction content such as pavement, lighting, power supply, oil supply, drainage, etc., such as new airport aprons, the adoption of lean management concepts can fully cover the entire life cycle of construction projects. By combining intelligent management models with advanced technologies, lean management is implemented for construction projects. In areas with relatively limited scientific and technological level, with the help of management model innovation, inefficiency and waste in construction can be avoided. More importantly, it can improve the quality of new apron pavements, reduce high maintenance costs in the later stage, and reduce the impact on airport operation safety, so as to achieve the goal of creating quality engineering through lean management. For example, some airport construction projects that have adopted lean management have reduced maintenance costs in the later stage by about 20% - 30%.
The practical application of lean management in the construction of new apron at airports in cold regions
4.1 Lean Core Map
After detecting the problem at the construction site of the new seven-seat project at H Airport, the industry authority asked the construction unit to carry out the pre-work according to the concept of "pre-prevention, treatment and management". All units follow the concept of lean engineering quality management, unify their thinking, and check the installation engineering drawings and field road drawings "superimposed" before construction. Focus on checking the comprehensive pipe network diagram, plate sub-warehouse diagram, pavement sign diagram, etc., and combine the apron comprehensive pipe network diagram and the collision schematic diagram of the YouTube line (as shown in Figure 3 and Figure 4) to prevent the lamps from being installed at the plate seam and keep them as far away from the plate seam as possible; communicate with the designer to arrange all kinds of wells, foundations and other structures on the same plate as much as possible to avoid "cross-plate" arrangement. Through the lean check map, check whether the lamp position, marking plate, cable well drawing coordinates and the actual construction position deviation coincide with the road slab seam. If there is any overlap, make subtle adjustments according to the road construction requirements to avoid the slab seam before construction. Among them, the airport P/H coordinate adjustment range of 0.3-2.0 meters taxiway guide signs have 3, 2 cable wells; for YouTube lines and power pipelines, fire pipelines elevation adjustment 2, reducing the pavement plate stress weak parts appear.
4.2 Lean construction
In the construction map design, the plate where the structure is located is independently poured, and expansion joints are set around to reduce the impact of uneven settlement on the pavement. In the construction content such as the secondary pipe engraving groove of the navigation auxiliary light in Figure 5, the pre-embedded pipe trench in Figure 6, and the side expansion joint setting of the drainage ditch in Figure 7, the design unit is required to provide lean design feedback and guidance on site to rationally design the buried depth of the pipeline, so that the buried depth of the installation pipeline is as far as possible below the mountain peel stone structure layer, and reduce the impact of the pipeline installation project on the pavement structure layer. During the construction process, the lean measures to deal with the cross-conflict of various pipelines are as follows: Fully consider the use of cross pipelines, pipes, and pipeline structures, and select high-quality steel pipes, cable protection pipes, and fire pipelines that are more suitable for the use environment of airports in cold regions. Take into account factors such as soil covering and minimum clear distance requirements, working surface size, soil filling conditions, and hydrogeology. At the same time, consider the construction schedule and construction cost control requirements. In terms of construction quality, it is necessary to ensure that the pipelines below are safe and easy to repair, and to ensure that the pipelines above are not damaged by sinking.
4.3 Lean Backfill
In the key link, the backfill material and quality must be strictly controlled. Considering the frost heave factor in severe cold areas, the pavement structure layer is generally designed as 40cm cement pavement + 20cm cement stabilized crushed stone + 20cm cement stabilized crushed stone + 50cm mountain pebble mattress layer + 30cm mountain pebble foundation treatment, and the total structural layer thickness reaches 160cm. The pipeline construction adopts the method of foundation treatment and reverse excavation after the pavement bottom base layer construction is completed to ensure the compaction quality on both sides of the trench (as shown in Figure 8). Reasonable backfill materials are used. The experience is to backfill 20 cm of medium coarse sand on the periphery of the pipeline, and the remaining trench backfill is located below the base layer of the pavement (top elevation - 80cm). The depth is mixed lean concrete, which is convenient for construction and can ensure the backfill compactness. The backfill of the trench of the aviation supply YouTube line project is designed to be graded with sand and gravel or cement soil. During the construction process, in order to ensure the backfill quality of the trench area of the road, the aviation oil construction unit upgraded the backfill material to wet lean concrete (as shown in Figure 9). On site, through the use of lean management methods, the key to the problem is grasped for targeted solutions. Industry authorities and construction units worked together to coordinate the participating units to reduce the cross-impact of pipeline construction on the pavement project during the construction of the new apron, further improving the quality of the concrete construction of the new apron pavement at the airport, and achieving significant results in lean management.
5.1 Political necessity to ensure the safety of aviation operations and people's lives
The lean management of airport apron construction in cold regions is professional and necessary. On the one hand, the management of professional engineering construction projects in the civil aviation industry is professional and pioneering, and high-quality apron construction is the foundation for the healthy development and strategic layout of civil aviation-related industries. On the other hand, airport non-stop construction faces huge contradictions in time and space. Lean management has important methodological significance in enhancing the sense of responsibility of participating units, reducing construction costs, and improving production efficiency and quality. Some cold region airport construction projects that adopt lean management have increased construction efficiency by about 15% - 20%.
5.2 The practice of quality engineering under the concept of holistic governance is inevitable
In view of the particularity of civil aviation professional projects, construction units and participating units should actively practice the concept of holistic governance, break down the barriers set up by management levels and professions, and abandon the "independent" thinking of various specialties such as field roads, lighting, power supply, air traffic control, weak electricity, and oil supply. Take the initiative to solve problems that may affect the quality of the project due to design nuclear drawings, professional craftsmanship, backfill effects, etc., and focus all parties on the details of improving the quality of the project to avoid or reduce "useless work". For example, an airport construction project successfully solved multiple design and construction problems through the collaboration of all participating units, and the quality of the project was greatly improved.
5.3 Inevitable actions to strengthen process management and pursue stable production order
Combined with the characteristics of the civil aviation industry, on the basis of the concept of "pre-prevention, treatment, management + emergency" and holistic governance, project management can solve the difficulties of pre-control with the help of technical means represented by BIM and refined nuclear map; solve the problem of process and end management slack by establishing a refined identification mechanism for critical risks at special nodes; form a system-wide, multi-professional, and strict management team to solve the problem of limited project professional management resources. Some airport construction projects that apply BIM technology have reduced pre-control problems by about 30% - 40%.
6 Conclusion
Through the application of lean management in airport apron construction management in cold regions, it is possible to gain in-depth insight into the root causes of contradictions between pipeline construction and pavement construction, and improve the ability of project managers to detect, solve and deal with problems in advance. Under the condition of limited apron construction resources, effectively improve the quality control effect and efficiency of airport apron construction in cold regions, and provide strong support for long-term stable operation and maintenance of airports and high-quality construction of China's civil aviation. In the future, airport construction in cold regions should further promote and deepen the concept of lean management, continuously optimize the construction management process, improve the construction level, and ensure the safe and stable operation of airports.
