McCourt Construction Company crews will begin the second of two 75-day, round-the-clock construction phases to build a 650-ft.-long and several-hundred-foot-wide deck in the Atlantic Ocean at the end of Runway 9-27 at Boston Logan International Airport, starting in September.
The deck will house a runway safety area (RSA), a safety initiative designed to stop airplanes that may overshoot the runway. The project is expected to be completed in November.
McCourt Construction Company photo
The first phase began on Sept. 2, 2025. McCourt secured the Massachusetts Port Authority (Massport) design-build contract to install the Engineered Material Arresting System (EMAS) in early January 2025. The project is primarily funded by the Federal Aviation Administration (FAA).
"The goal is to enhance safety for aircraft, passengers, and crew during emergency situations by improving the RSA at the end of Runway 27, in accordance with FAA design and safety standards," stated a Massport press release. "A deck for the EMAS will be constructed partially in the water; however, this project does not extend the runway or change its operational capacity. EMAS is a vital safety system at Boston Logan and other airports located near water or ground elevation changes.
"This system is made of lightweight, collapsible material designed to stop a plane that has overshot the runway," the release added. "Due to the geography around the airport, this system is extremely important and is an FAA-approved method for achieving safety standards. It is used at airports around the world and has prevented numerous serious accidents. Boston Logan currently has two other EMAS systems in use — one at the end of Runway 22R and the other at the end of Runway 33L."
The project at KBOS will construct a pile-supported deck over the harbor to extend the runway safety area to a length of 650 ft. from the runway's end, along with emergency access ramps on either side. Massport noted that this is a required FAA safety project and will not extend the runway or change its operational capacity.
Closing the runway will impact the number of planes that can land and take off at Boston Logan.
"This could cause delays, especially if there are additional impacts due to weather or diversions," the Massport press release stated.
While construction activity will take place seven days a week, noise-producing work will be limited to the following hours: Monday through Friday, 7 a.m. to 7 p.m.; Saturday, 8 a.m. to 7 p.m.; and Sunday, 9 a.m. to 7 p.m.
McCourt Construction Company photo
Approximately 70 percent of the RSA, supported by 300 pilings, will extend into the ocean. The structure will include emergency access ramps on both sides of the deck.
At the time McCourt secured the project, Jacobs Engineering Group Inc. had completed 30 percent of the design.
"We only had a few months to take it to 100 percent drawings to be ready for construction last September," said Tom Pyle, McCourt's project manager.
The RSA will cover several acres. McCourt hired J.F. White Contracting Co. to install 300 piles, each measuring 3 in. by 16 in., in the ocean. These will be topped with beams and caps, followed by a cast-in-place deck for the EMAS system. The deepest section of the site is 30 ft., and the average drilling depth for the piles is approximately 135 ft.
"Once a large number of piles are driven, we connect them with pile caps," said Pyle. "This is followed by placing precast concrete beams, then steel reinforcement. After that, we begin the closure and deck pours. We built two trestles on the east and west sides of the deck and worked our way out into the water."
The first season's work included both land- and water-based operations, with two cranes on land and two on barges working toward the inlet.
"This way everything was connected," said Pyle, noting that at high tide, the piles rise approximately 20 ft. above the water.
A total of five Manitowoc cranes were used — two 999s, two MLC300s and one 2250.
J.F. White provided barges that carried cranes, while Virginia-based Coastal Precast manufactured the piles, caps and beams, which were shipped to the site by barge. McCourt covered the cost of transporting the barges. Coastal Precast's barges remained on site for several days as components were installed.
McCourt Construction Company photo
The lengthy supply chain presented unique challenges.
"When you are doing construction in the fall, which is hurricane season, you can encounter problems," said Pyle. "Fortunately, we were able to avoid major storms. At times, we had to move barges out early and wait for storms to pass before resuming transport."
Through discussions between Massport and the airlines, September through late November was identified as the optimal construction window.
"The summer is peak season for the airlines and the airport," Pyle said.
With limited construction periods, coordination between McCourt and Massport is critical.
"Massport handles coordination for capital programs so we can focus on construction," Pyle added.
Access to the site was secured by both land and sea.
"By land, we entered through the North Gate into the SIDA area, where all vehicles pass through security inspections," Pyle said. "Crews working on the water accessed the site via the town of Winthrop."
Typical workdays last year involved approximately 120 workers, with major subcontractors including J.F. White and Algar. Severe weather halted work for a few days, but crews made up for lost time.
Planning is ongoing to apply lessons learned from the first phase. Last year, crews installed an average of approximately 2.5 piles per day. This year, Pyle expects the remaining piles to be completed within the first 30 working days.
"Pile drilling could only be done between 7 a.m. and 7 p.m. due to noise restrictions," he said. "We also had to build a working surface for pile-driving rigs to access the trestles and advance toward the water."
McCourt Construction Company photo
Last year, crews installed 250 piles, 68 pile caps and 132 beams, along with constructing the perimeter road.
Working over water presents inherent challenges, and McCourt implemented a "safety first" policy from the outset.
"After each shift change, we hold daily safety huddles to review potential hazards," said Pyle. "Whether lifting piles from barges or driving them, we carefully manage swing radiuses and clearly mark all work zones."
Safety personnel ensured compliance with protective equipment requirements, including hard hats, safety goggles and work boots.
"We make sure proper protocols are followed if anyone is injured," Pyle added.
Crews also monitor tidal conditions, which so far have not posed significant issues.
In addition to maintaining safety, the team continues refining methods to improve efficiency.
The RSA infrastructure is designed for a 75-year service life, requiring materials capable of withstanding saltwater corrosion.
"We studied various types of concrete," Pyle said.
McCourt collaborated with Jacobs Engineering to ensure appropriate materials were selected.
McCourt Construction Company photo
Pyle is supported by a team of engineers, foremen and superintendents, along with McCourt and subcontractor personnel.
"When you're working seven days a week, 24 hours a day, it takes dedication," he said. "It's a major commitment over 75 consecutive days."
Pyle noted that the marine environment has not significantly impacted equipment performance.
"The biggest wear-and-tear issues involve pile-driving hammers and crane cables," he said. "With that volume of work, constant maintenance is essential."
Mechanics are brought in as needed, and McCourt purchases and rents equipment from local and regional dealers. CEG
