Airport and Runway Demolition in Dubai: How to Stay Safe While the Airport Stays Open
Airports are among the most complex pieces of infrastructure in any city. In Dubai and across the UAE, runways, taxiways and terminals operate almost 24/7 to serve tens of millions of passengers every year. At the same time, pavements wear out, terminals need to be expanded, and older structures must be demolished to make space for new development.
The central challenge is this: how do you carry out airport and runway demolition in Dubai while flights continue to operate safely?
This article answers that question from the perspective of an engineered demolition contractor. It blends:
- global best practice in runway rehabilitation and demolition, including projects where airports stayed partially operational Find a Tender+3Burns Engineering+3SEH+3
- local UAE experience, such as Dubai International’s northern and southern runway rehabilitation programmes Dubai One+3ACL+3Dubai Airports+3
- and practical demolition engineering & HSE guidance from technical literature and Arabic demolition safety manuals used in the region
1. What makes airport and runway demolition different?
Demolishing airport facilities is not just “another civil job”. Compared with normal building demolition, airport demolition has several extra layers of complexity:
1.1 Highly sensitive environment
- Live aircraft operations – You are working next to aircraft carrying hundreds of passengers. Any mistake (dust, debris, foreign objects, lighting confusion) can directly affect aviation safety.
- Obstacle limitation surfaces (OLS) and navigation aids – Tall cranes, high-reach excavators or temporary structures must be checked against OLS and instrument flight procedures; even lighting glare can be an issue. Guidance such as the UK CAA’s CAP 781 on runway rehabilitation emphasises careful management of obstacles, lighting and reduced runway lengths during phased works. Civil Aviation Authority
- Security & access control – Airside zones, sterile areas, fuel farms and baggage systems all require secure, controlled access by vetted staff.
1.2 Strict continuity of operations
Many international case studies show that runway rehabilitation is often done while keeping part of the runway, a parallel runway or a temporary taxiway in operation, using finely tuned phasing and reduced runway length. Veriforce+3SEH+3Find a Tender+3
Dubai’s own runway rehabilitation programmes at DXB have used short, intense closure windows (around 45 days) and heavy resourcing to minimise long-term disruption, backed by large teams of engineers and labour and extremely tight planning. Dubai Airports+3ACL+3ACL+3
For demolition contractors, this means:
- Working primarily at night possessions or in carefully defined work windows.
- Handover of clean, safe, FOD-free pavements before the first morning flight.
- Absolute discipline on programme and productivity – delays are not just contractual; they can disrupt hundreds of flights.
1.3 Complex underground and technical systems
Under or near a runway you may encounter:
- fuel hydrant lines and pits
- high-voltage and AGL (airfield ground lighting) ducts and pits
- communication and navigation cables
- deep drainage and stormwater systems
A simple saw cut in the wrong place can take out runway lights, fuel lines or essential comms. That’s why GPR scanning and as-built verification are non-negotiable in airport demolition. Demolition in Dubai+2Al Sarh Technical Services+2
1.4 Higher safety expectations
Technical demolition literature and Arabic demolition guidelines emphasise that pre-demolition surveys, hazard removal, licensing and method statements are essential to avoid collapses, falling debris and severe accidents.
In a live airport, these expectations are even higher:
- zero tolerance for FOD
- strict control of noise and vibration near operations and terminal buildings
- robust management of lead paint, asbestos, silica dust and fuel contamination
2. Regulatory & stakeholder framework in Dubai and the UAE
Any airport and runway demolition in Dubai must sit within a tight regulatory and stakeholder framework.
2.1 Key authorities and stakeholders
Typical parties include:
- Airport owner/operator – e.g. Dubai Airports (DXB & DWC/Al Maktoum), Abu Dhabi Airports, Sharjah and other emirate airports.
- Dubai Aviation Engineering Projects (DAEP) – responsible for master planning and major infrastructure projects at DXB & DWC, including rehabilitation of runways and airfield systems. DAEP+2DAEP+2
- General Civil Aviation Authority (GCAA) and Dubai Civil Aviation Authority (DCAA) – oversight of air navigation, safety and regulatory compliance.
- Dubai Municipality (DM) or relevant municipal body – demolition permits, structural safety, environmental and waste regulations.
- Civil Defence – fire and life safety, especially around fuel farms and terminals.
- Utilities and service providers – DEWA, telecom operators, fuel companies, special systems contractors.
- Airlines, ground handlers and ATC – must all align on closures, NOTAMs and temporary operating procedures.
2.2 Permits, NOCs and demolition licences
Arabic demolition engineering guidance is very clear: no demolition work should begin without formal “no-objection” certificates (NOCs) from all service providers, and a formal demolition permit with a method statement approved by the responsible engineer.
In an airport context, this translates into:
- Demolition permit from Dubai Municipality or the relevant emirate.
- NOCs from electricity, water, telecoms, fuel, roads and drainage authorities.
- Airside work permits and method statement approvals from the airport operator and DCAA/GCAA.
- Specific approvals for night works, crane operations, work at height, hot works, hazardous material removal and waste transport.
2.3 Safety management and runway operations
Runway and taxiway works must sit inside the airport’s Safety Management System (SMS) and comply with international guidance such as ICAO Annex 14 and national/authority documents on runway rehabilitation and temporary reduced runway lengths. Civil Aviation Authority+2Civil Aviation Authority+2
Key operational controls include:
- definition of work areas, safety zones and reduced runway length in every phase;
- marking and lighting to clearly separate active and closed areas;
- risk assessments considering runway incursion, FOD and misidentification risks;
- clear responsibilities between airport ops, ATC and contractors.
3. Risk profile of airport and runway demolition
Drawing from international demolition research and Arabic guidance, we can group the main risks into five categories:
3.1 Structural and worker safety
- collapses of partially demolished structures or slabs
- falls from height and through openings
- heavy equipment instability on compromised or partially cut slabs
- falling debris hitting workers or third parties
These are classic demolition risks, but airside constraints make access more difficult and often push contractors to use compact or robotic equipment, making planning even more critical.
3.2 Aviation & operational safety
Specific to runways and taxiways:
- FOD (Foreign Object Debris) from broken concrete, tools or loose materials
- confusion over temporary markings, closed runway crosses and lighting
- dust plumes affecting pilot visibility or engine intakes
- cranes, booms or high-reach excavators infringing OLS or interfering with radar/NAVAIDs
Best practice case studies repeatedly highlight clear phasing, robust temporary markings and conservative work windows as key tools to manage these risks while maintaining some level of operations. Hughes & Salvidge+3Veriforce+3Burns Engineering+3
3.3 Health hazards: dust, chemicals and noise
From the uploaded demolition manuals and articles, several health hazards are particularly important:
- Lead in older coatings and steel structures.
- Asbestos in insulation, fireproofing or panels in older terminals and hangars.
- Crystalline silica dust from concrete breaking and cutting, which can cause silicosis.
- Noise – airport demolition equipment can easily exceed 90 dBA, requiring hearing protection and noise control plans.
- Vibration – handheld breakers and impact tools can exceed safe hand–arm vibration levels, requiring tool selection, exposure management and PPE.
3.4 Confined spaces and hazardous atmospheres
Fuel tanks, pits, service ducts and utility galleries around terminals and aprons often qualify as confined spaces. The Arabic demolition guidance stresses the need for:
- atmospheric testing (oxygen, flammable gases, toxic vapours);
- forced ventilation;
- entry permits and rescue plans before demolition or cutting.
3.5 Environmental & waste management risks
Airports involve large paved areas. When runways are demolished or reconstructed, thousands of cubic metres of concrete and asphalt must be removed. Technical literature on construction and demolition waste emphasises:
- risk of leachate and contamination if waste is poorly handled;
- opportunity to recycle concrete and asphalt into new pavements;
- importance of segregation (concrete, asphalt, steel, contaminated soils).
Several modern runway projects have successfully reused 90–95% of existing materials in reconstruction, significantly reducing truck movements – a strategy that is directly relevant to circular economy ambitions in the UAE. Jackson Hole Airport+2SKP Airports+2
4. Master planning and phasing: keeping the airport open
The most important success factor in airport and runway demolition is phasing. Before any saw cut is made, an integrated master plan must be agreed between the airport, regulators and the demolition contractor.
4.1 High-level strategies seen worldwide
Global runway rehabilitation examples show a handful of recurring strategies: Hawaii Department of Transportation+4SEH+4Mead & Hunt+4
- Full closure for a short period
- The runway is completely closed for intensive rehabilitation/demolition (e.g. DXB’s 45-day northern runway closure).
- Requires re-routing traffic to a parallel runway or other airports.
- High productivity, but only feasible when network capacity can absorb the closure.
- Reduced runway length
- A section of the runway is closed and under construction, while the remaining portion remains operational, with adjusted declared distances and aircraft limitations.
- Requires precise markings, lighting, updated approach procedures and operator restrictions.
- Taxiway used as temporary runway
- A parallel taxiway is temporarily upgraded and certified as a runway while the main runway is under reconstruction. SEH+1
- Night-only possessions
- Runway is closed for a defined night window (e.g. 6–8 hours) while flights are reduced.
- Works must be tightly planned, with clean handback every morning.
Most UAE airports with parallel runways have combined short full closures with night works and heavy equipment to complete projects in record time while protecting capacity.
4.2 Step-by-step planning flow
A robust planning process for airport and runway demolition in Dubai typically includes:
- Strategic concept with the airport
- Define future layout, runway life-cycle and capacity targets.
- Agree which strategy (full closure, partial closure, temporary runway, or hybrid) fits best.
- Detailed surveys
- Structural surveys of pavements, terminal or hangar structures.
- Utility & services mapping, verified by GPR scanning. Demolition in Dubai+1
- Hazard surveys for asbestos, lead paint, contaminated soils and fuel lines.
- Demolition and construction phasing model
- Split the work into manageable phases aligned with airline schedules and seasonal demand.
- Model aircraft types, declared distances and operational constraints for each phase.
- Risk assessment and method statements
- Combine general building demolition best practice with airport-specific risks:
- building and structural stability
- worker and public protection
- hazardous materials and dust
- aviation safety and FOD
- Technical literature emphasises reverse-order demolition, temporary supports and detailed stability reports – all of which must be embedded in airport demolition method statements.
- Combine general building demolition best practice with airport-specific risks:
- Authority approvals and stakeholder coordination
- Submit phasing and method statements to DCAA/GCAA, Dubai Airports, DM and Civil Defence.
- Coordinate with ATC, airlines and ground handlers; agree on NOTAMs and slot restrictions.
- Communication & passenger information
- Airports typically invest heavily in campaigns explaining temporary closures and adjusted schedules, especially for big projects like DXB’s runway rehabilitations. Dubai Airports+1
5. Engineering methods for runway and airfield demolition
Once the phasing is set, the next question is how to demolish or remove pavements and structures safely and efficiently.
5.1 Overview of typical methods
Drawing from demolition research and bridge demolition case studies, the safest approach is usually to reverse the construction sequence, with controlled removal of structural elements and careful management of loads and stability.
For runways and aprons, common techniques include:
- Concrete and asphalt milling
- Floor sawing and slab cutting
- Core drilling and coring for services and anchor points
- Hydrodemolition for selective removal near reinforcement or sensitive structures
- Hydraulic breakers and demolition robots for thicker sections away from operations
- Manual or robotic demolition of upstands, pits and minor structures.
5.2 Concrete cutting and coring in Dubai
In Dubai, there is a mature market of concrete cutting and coring companies offering wall sawing, slab sawing, wire sawing and GPR scanning. Their capability descriptions highlight: Clean Blast International+4Core Cutting Demolition UAE+4Core Cutting Work+4
- diamond saws for precision cutting in heavily reinforced slabs
- core drilling for penetrations and service diversions
- GPR scanning to locate rebar, ducts and cables
- controlled demolition in live commercial and industrial settings.
For airport and runway demolition, these techniques are essential for:
- cutting runways into liftable panels for removal by loaders or cranes;
- opening trench areas for new drainage or service ducts;
- isolating fuel pits, manholes and ducts before breaking;
- creating anchor points for temporary barriers and runway lighting systems.
Stone Beam Demolition leverages this ecosystem but adds project-level engineering, airport phasing experience and integrated HSE to deliver full airport demolition contractor services, not just cutting.
5.3 Hydrodemolition and low-vibration techniques
In sensitive areas (close to terminal structures, retaining walls or buried services), hydrodemolition – using ultra-high-pressure water jets to remove concrete – has two key advantages:
- Minimal vibration, reducing risk to nearby structures and equipment;
- Selective removal, preserving reinforcement where required.
Hydrodemolition is also widely used in runway surface removal and concrete repairs, especially where subsequent bonding to new overlays is critical.
5.4 Heavy breaking and mechanical demolition
Where vibration and noise limits permit, hydraulic breakers and demolition robots provide fast removal of thick slabs and heavily damaged areas. However, as the Arabic demolition guidance notes, vibration and noise exposure to workers must be carefully managed, with appropriate PPE, exposure limits and tool selection.
In live airports, Stone Beam typically:
- uses robotic demolition for confined or hazardous areas;
- limits heavy breaking to night windows with stricter exclusion zones;
- combines heavy breaking with pre-sawing to control slab behaviour and reduce flying debris.
5.5 Explosive demolition – rarely appropriate airside
Technical papers on demolition and implosion emphasise that explosives can safely remove large structures when carefully designed – including blast sequencing, containment bunds and exclusion zones.
However, for airport and runway demolition in Dubai, explosive methods are usually not appropriate because:
- debris containment and FOD risk are hard to manage near active runways;
- rehearsing and enforcing large exclusion zones clashes with airport operations;
- nearby navigation equipment, glass façades and critical infrastructure could be damaged.
Even in complex bridge demolitions in sensitive natural areas, research shows that explosives are often prohibited, forcing engineers to rely on staged, mechanical demolition using cranes and saws.
For airports, the same logic applies: controlled mechanical and robotic methods are the default choice, with explosives reserved only for remote, fully closed areas where aviation is completely shut down.
6. Detailed safety controls during live airport demolition
Beyond high-level planning, day-to-day controls make the difference between a safe project and a disaster.
6.1 Site segregation, hoarding and exclusion zones
Arabic demolition standards require:
- solid fencing of at least 1.8 m (6 ft) around demolition sites;
- clear warning signage and prohibition of unauthorised entry;
- exclusion zones around active demolition faces.
At airports, Stone Beam extends this with:
- double fencing between airside operations and work zones, with gates controlled by airport security;
- blast boards and debris screens around high-risk work;
- painted FOD lines and clearly marked boundary lines for each shift;
- enforced exclusion zones around runway edges, often 6–10 m beyond the demolition front.
6.2 Public & worker protection
The technical papers stress the need for:
- trained and authorised operators for all demolition equipment;
- inspection of lifting equipment and scaffolds;
- PPE (helmets, safety boots, eye and hearing protection, harnesses, respiratory protection);
- control of falling objects and prohibition of access beneath active demolition.
In an airport environment, additional measures include:
- high-visibility airside clothing and ID passes;
- strict vehicle speed limits and marshalled movements;
- mandatory tool tethering where working above sensitive equipment or aircraft stands;
- continuous coordination with airport safety teams via radios.
6.3 Noise, dust and vibration control
Noise and vibration are flagged as specific risks in Arabic demolition guidance, with recommended limits and PPE.
For live airports, Stone Beam implements:
- nighttime limits on high-impact breaking;
- use of low-vibration tools and robots where practical;
- temporary acoustic screens towards terminals, control towers or nearby communities;
- comprehensive dust control – mist cannons, water spraying, wheel wash, and, where appropriate, screens to avoid dust drift towards aircraft;
- real-time monitoring for vibration and noise at sensitive points like ATC towers, baggage halls or neighbouring communities.
6.4 FOD and housekeeping
Runway safety guidance for construction emphasises that temporary changes to runway length and markings must be combined with impeccable FOD control. Veriforce+1
Stone Beam’s typical controls include:
- structured clean-as-you-go housekeeping during every shift;
- mechanical sweepers before handback to ops;
- graded FOD walks by supervisors before reopening;
- strict controls on loose materials, fasteners and small tools;
- dedicated FOD bins at gates and entry points.
6.5 Confined spaces, fuel and hazardous materials
Combining generic demolition guidance with airport specifics, key controls are:
- entry permit system for fuel pits, tanks, ductbanks and galleries;
- pre-isolation and gas-freeing of fuel lines and tanks;
- safe removal and disposal of asbestos, lead and other hazardous materials by specialist subcontractors;
- emergency response integration with airport fire & rescue.
7. Construction and demolition waste management at airports
Demolishing runways, aprons and terminals generates large quantities of construction and demolition waste (C&DW). Technical research and Arabic guidance highlight both the risks and opportunities:
7.1 Regulatory context in the UAE
The UAE’s Ministry of Climate Change and Environment has issued guidance on integrated solid waste management, promoting recycling of construction and demolition waste, and many emirates now require waste management plans for major projects.
For airport demolition in Dubai, this typically means:
- segregating concrete, asphalt, steel, contaminated soils and general waste;
- sending concrete and asphalt to approved recyclers for use as aggregate or pavement base;
- tracking waste quantities in line with municipality and MOCCAE requirements.
7.2 Reuse of runway materials
Several runway projects worldwide have shown that 90–95% of existing runway materials can be reused in reconstruction, significantly reducing environmental impact and truck movements. DAEP+4Jackson Hole Airport+4SKP Airports+4
At DXB and other international airports, runway rehabilitation has involved:
- milling asphalt to a specified depth;
- crushing and grading concrete for reuse in sub-base or lower pavement layers;
- reusing steel reinforcement where feasible, and otherwise recycling it.
Stone Beam incorporates similar strategies in its airport demolition projects, planning crushing and stockpiling areas, coordinating with recyclers and designing the demolition plan to maximise material recovery.
7.3 Environmental protection
Research into C&DW highlights potential issues with leachate and contamination from poorly managed landfills and stockpiles.
Airport demolition often involves:
- fuel-contaminated soils around old hydrant systems or tanks;
- rubber deposits and pavement runoff that may contain hydrocarbons;
- paint and coating residues.
Stone Beam’s approach is to:
- identify contaminated zones early via investigation;
- segregate and treat contaminated soils through approved channels;
- design temporary drainage and bunds to prevent polluted runoff into storm systems;
- document all waste movements for regulatory compliance and ESG reporting.
8. How Stone Beam Demolition delivers safe airport & runway demolition
Stone Beam Demolition positions itself as a specialist demolition contractor in Dubai capable of handling complex, high-risk projects such as airport and runway demolition while operations continue.
Below is a simplified view of how Stone Beam typically structures such projects.
8.1 Ten-step engineered approach
- Early engagement with airport and authorities
- Participate in feasibility and master-planning discussions with the airport, DAEP and consultants.
- Advise on phasing options and constructability based on previous heavy civil demolition experience.
- Integrated surveys and digital models
- GPR scanning of pavements to locate ducts, reinforcement and voids. Demolition in Dubai+2Al Sarh Technical Services+2
- 3D laser scanning of terminals, bridges and structures to be demolished.
- Compilation of verified as-built models for clash avoidance.
- Demolition engineering and FEM support (where needed)
- Apply the same philosophy as advanced bridge demolition studies: analyse the structure, model demolition steps and ensure stability at each stage.
- For complex overbridges or elevated taxiways, use FEM to confirm the safety of staged removal.
- Airport-specific method statements and risk assessments
- Prepare detailed HIRA and method statements incorporating both general demolition best practice and airport-specific risks like FOD, OLS and runway occupancy.
- High-precision cutting and controlled demolition
- Use diamond floor saws, wall saws, wire saws and core drilling to isolate slabs, foundations and structures. UAE Core Cutting+3Core Cutting Demolition UAE+3Core Cutting Work+3
- Deploy demolition robots for confined or high-risk areas.
- Safe phasing and handback routines
- Align work windows with declared closure times from ATC and airport operations. Veriforce+2Find a Tender+2
- Implement standardised pre-handover FOD checks, sweeper passes and markings inspections.
- Real-time monitoring and communication
- Monitor vibration, noise, dust and, where necessary, settlement at sensitive assets.
- Maintain a joint control room approach with airport ops during critical phases.
- Waste minimisation and recycling
- Plan crushing on or near site where permitted to reduce truck journeys.
- Coordinate with local recyclers to reuse aggregates in pavements and non-structural works.
- Documentation, compliance and audits
- Maintain detailed records for DM, GCAA/DCAA and MOCCAE inspections.
- Support the airport’s SMS and ESG reporting through transparent data.
- Post-project lessons learned
- After each major airport demolition phase, Stone Beam runs structured debriefs with the airport, authorities and consultants, continuously improving procedures for future phases.
9. Case-style scenarios: how demolition works in a live airport
To make this more concrete, here are a few simplified scenarios showing how Stone Beam would approach different airport demolition challenges in Dubai or the wider UAE.
9.1 Scenario 1 – Runway end demolition with reduced length
Context:
A section of the runway at one end has reached the end of its life. The airport decides to shorten the declared distances temporarily and continue operations while Stone Beam demolishes and reconstructs the last 600 m.
Approach:
- Phasing with airport ops – Updated runway distances, aircraft type restrictions and NOTAMs are agreed. This mirrors approaches used at airports that maintained operations with a reduced runway length during rehabilitation. SEH+2Find a Tender+2
- Hoarding and markings – The closed section is separated by robust barriers, temporary markings and lighting in line with authority guidance. Civil Aviation Authority+1
- Night demolition windows – Stone Beam conducts heavy demolition between, say, 23:00 and 05:00, combining saw cutting, slab lifting and controlled breaking.
- Morning handback – Each night ends with sweeping, FOD walks and final inspections before ATC reopens the runway.
9.2 Scenario 2 – Terminal expansion and selective demolition
Context:
A terminal in Dubai requires new piers and retail space. Part of an existing concourse must be demolished adjacent to live boarding gates.
Approach:
- Detailed 3D phasing models to show exactly which beams, slabs and façades are removed.
- Night closure of adjacent gates while demolition is in progress.
- Use of hydrodemolition and robotic breakers to minimise noise and vibration.
- Heavy emphasis on dust control and acoustic screens to keep passenger comfort acceptable.
9.3 Scenario 3 – Apron slab replacement at cargo terminal
Context:
A cargo apron has cracked slabs and must be reconstructed in phases. The operator wants to keep at least half the stands open.
Approach:
- Divide the apron into phased quadrants; for each phase, stands within that quadrant are temporarily closed.
- Use saw cutting and slab lifting to remove each bay cleanly, followed by rapid base repairs and new slabs.
- Combine demolition with upgrading drainage and fuel pits discovered during surveys.
- Reuse crushed concrete as sub-base where permitted, reducing truck movements.
9.4 Scenario 4 – Removal of a decommissioned hangar near the runway
Context:
An old hangar near the runway is being demolished to free up space for taxiways. It lies close to the OLS and radar equipment.
Approach:
- No explosives – only top-down mechanical or robotic demolition.
- Strict height restrictions on cranes and booms, coordinated with OLS calculations. Civil Aviation Authority
- Segregated haul routes to keep demolition traffic away from aircraft movement areas.
- Detailed FOD controls and close coordination with airport radar and communications teams.
10. How to choose an airport demolition contractor in Dubai
If you are a client, consultant or airport team in the UAE looking for a partner to handle airport and runway demolition, here are key criteria:
- Airside experience – proven projects in live airports or similarly sensitive environments (e.g. bridges near critical infrastructure).
- Engineering capability – ability to perform or coordinate FEM analyses, demolition sequencing and stability checks, as demonstrated in bridge demolition studies.
- Advanced methods and equipment – high-reach excavators, robots, diamond cutting, hydrodemolition, GPR scanning. Core Cutting Demolition UAE+2Demolition in Dubai+2
- Regulatory compliance – understanding of DM, GCAA/DCAA and municipal waste requirements, including NOCs and demolition permits.
- HSE culture and performance – documented procedures aligned with Arabic demolition guidelines and international best practice, including worker training, PPE, hazard controls and emergency readiness.
Stone Beam Demolition aims to sit at the intersection of these criteria: an engineered demolition contractor in Dubai with specific focus on high-risk, high-profile projects that demand both technical depth and operational discipline.
11. Summary
Airport and runway demolition is one of the most demanding types of demolition work. In Dubai and the UAE, the challenge is even greater because airports like DXB, DWC and Zayed International are critical regional hubs that must remain operational as much as possible. DAEP+2ADB SAFEGATE blog+2
Success depends on:
- careful master planning and phasing with the airport and authorities;
- rigorous engineering and stability analysis of structures and pavements;
- airport-specific safety controls for FOD, markings, lighting and OLS; Civil Aviation Authority+2Veriforce+2
- robust management of health, environmental and waste risks;
- and a demolition contractor able to combine advanced tools (robots, diamond cutting, hydrodemolition, GPR scanning) with a strong HSE and compliance culture.
For clients and consultants in Dubai who need to modify or demolish airport facilities while keeping operations safe, Stone Beam Demolition offers a partner that understands both the engineering and operational realities of working in live aviation environments.
Frequently Asked Questions (FAQ)
1. Can a runway be demolished or reconstructed while the airport is still operating?
Yes, many airports worldwide have reconstructed runways while remaining partially operational. This is usually done by phasing the works, using reduced runway lengths, parallel runways or temporary taxiways certified as runways, and tightly planning work windows (often at night). Hawaii Department of Transportation+4SEH+4Metropolitan Airports Commission+4
2. What are the biggest safety risks in airport demolition?
Key risks include:
- FOD and debris on or near runways;
- confusion over temporary markings and lighting;
- structural collapses or falling debris from partially demolished structures;
- hazardous materials like asbestos, lead and silica dust;
- noise and vibration affecting passengers and sensitive equipment.
3. How do you control dust and noise during runway demolition?
Stone Beam uses a combination of:
- night work for high-noise activities;
- low-vibration techniques like hydrodemolition and robotic breakers where possible;
- water spraying and mist cannons to control dust;
- temporary acoustic screens near terminals;
- PPE (hearing protection and respirators) for workers, as recommended in demolition safety literature.
4. How is construction and demolition waste managed at airports in Dubai?
C&D waste is managed under emirate and federal regulations promoting recycling. Concrete and asphalt are typically crushed and reused in pavements and non-structural works, while steel is recycled and contaminated materials are treated separately. Proper planning and segregation are essential to meet MOCCAE and municipal guidelines.
5. Are explosives ever used for airport demolition?
Explosives can be used in some demolition projects, but they are rarely appropriate near live runways or terminals because of debris, vibration and exclusion-zone requirements. In the UAE, airport demolition is almost always done using mechanical, robotic and cutting methods, combined with careful sequencing and supports.
6. What role does GPR scanning play in runway demolition?
Ground Penetrating Radar (GPR) is used to locate:
- ducts and cables for lighting and navigation systems;
- reinforcement patterns and slab thickness;
- voids or weak layers under the pavement.
This reduces the risk of cutting critical services and helps plan safe, efficient demolition. Demolition in Dubai+2Al Sarh Technical Services+2
7. How long does a typical runway rehabilitation project take?
Duration depends on runway length, scope (full reconstruction vs. resurfacing), and whether the runway is fully or partially closed. Some major international projects have been completed in 40–60 day intensive windows, often after months of planning and prefabrication. Construction Week Online+5ACL+5ACL+5
8. What qualifications should an airport demolition contractor in Dubai have?
They should have:
- DM classification as a demolition contractor in Dubai;
- proven airside or high-risk infrastructure experience;
- strong engineering capability (method statements, FEM support where needed);
- robust HSE systems and training per demolition safety manuals;
- familiarity with GCAA/DCAA, DM and MOCCAE regulations.
9. How does Stone Beam Demolition minimise disruption to airlines and passengers?
By working closely with airport operations and consultants, Stone Beam:
- plans works around off-peak schedules and night windows;
- uses high-productivity methods to maximise progress per closure;
- maintains strict FOD and housekeeping standards to avoid operational delays;
- communicates clearly with stakeholders so everyone understands the phasing and risks.
10. Can Stone Beam support both demolition and new construction?
Stone Beam focuses on the demolition, cutting, scanning and enabling-works side, working alongside the airport’s main contractors and designers. This includes:
- demolition and removal of pavements and structures;
- GPR scanning and trial trenches;
- temporary works and protection;
- support for runway grooving, drainage and lighting installation by others. Dutcotennant+1
If you’re planning a demolition project in Dubai , don’t settle for outdated methods or inflated prices. Stone Beam Demolition Company delivers professional and compliant services. They are competitively priced and align with the highest standards of the UAE capital.
- Get a Free, No-Obligation Quote Today Through +971 55 930 8594– info@sbdemolition.ae
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