Why SIRA-Required Bollards Often Fall in RTA Right-of-Way

Explain why many “SIRA bollard” locations are actually on RTA land (pavements, service roads, parking bays) and not inside the private plot.

On many Dubai streets the safe line to protect a glass shopfront, bank, or supermarket entrance is not at the lease line. It is closer to the traffic, somewhere between the back-of-kerb and the storefront. That defend line often lands inside RTA’s public pavement, parking bay or service road rather than inside the private plot boundary. As a result, a “simple SIRA bollard” quickly becomes an RTA Right-of-Way issue.

This is especially common for corner retail units and corner retail hotspots where desire lines from vehicles and pedestrians cross directly in front of the glazing. To maintain an effective storefront impact zone, designers push the bollard array outward into RTA land. The same happens where ramps, steps, or external seating use up the private forecourt, leaving no room for bollards inside the plot.

The key point is that SIRA’s requirement to protect a façade does not override land ownership. If a bollard is in public Right-of-Way, it is an RTA asset decision. That is why SIRA-focused pages such as SIRA Foundations & Installation must be read together with RTA’s Right-of-Way rules and the approval flow discussed in Reviewer Path & Approvals Overview.

Understanding Right-of-Way (ROW) in Dubai and How RTA Controls It

Define ROW globally vs. in Dubai, and clarify how RTA owns, manages, and regulates any permanent works in that zone.

Globally, “Right-of-Way” (ROW) describes land reserved for public transport routes: carriageways, pavements, medians, parking, and verges. In Dubai, this zone is usually managed by the Roads & Transport Authority (RTA). Anything built inside that zone – bollards, ramps, kiosks, planters, even minor surface changes – is treated as work on RTA land, not on the private plot.

In practical terms, RTA controls who can dig, pour concrete, or install fixtures in the ROW, and under what conditions. That is why a crash-rated or passive security bollard in the pavement cannot be treated as a purely private decision. It needs an RTA No Objection Certificate (eNOC), often plus separate permits for excavation, traffic management and parking reservation.

This RTA control sits alongside SIRA and other authority roles described in Market-Specific Requirements. For the designer or contractor, the key is to recognise early when a “SIRA bollard” actually sits in ROW and therefore triggers an RTA process as well as the SIRA-focused steps outlined in SIRA Bollards Documentation & Handover.

When a SIRA Bollard Becomes an RTA Issue: Typical Storefront Scenarios

Walk through common cases (mall shops, supermarkets, banks, showrooms) where the storefront protection line sits inside RTA ROW.

Typical cases include high-street retail, bank branches, electronics showrooms and supermarkets opening directly onto public pavements or on-street parking. In many Dubai neighbourhoods, on-plot parking is limited and the main customer access is across RTA parking bays. To keep the defend line in front of the glazing, bollards end up between customer parking and the doors – squarely inside ROW.

Corner sites and Retail, Malls & Fuel Stations layouts are even more sensitive. There may be drive-through lanes, service roads, or fuel forecourts weaving around the façade. If vehicles can legally drive across any part of the pavement in front of the shop, that zone is treated as RTA-controlled, and permanent bollards there require an eNOC.

Even within mall masterplans, it is common for perimeter streets and lay-bys to remain under RTA, while the internal plaza and parking decks are private. A good early check is to look at your site plan alongside the Site ID, boundary demarcation and survey file, then confirm with the landlord or consultant which kerb lines and pavements belong to RTA. When in doubt, treat any bollard line at the public kerb edge as an RTA matter.

Overview of RTA eNOC for Security / HVM Bollards (Fixed and Shallow)

Give a high-level view of the eNOC process to install security/HVM bollards in ROW, from concept to initial NOC.

At a high level, the RTA eNOC process for security or HVM bollards starts once you have a clear concept layout and agreement in principle from the owner and SIRA. The designer freezes the bollard locations, heights and foundation classes and then prepares a submission showing how the array sits within the ROW, including all nearby utilities and surface features.

The eNOC application itself is usually lodged through the RTA online portal by a registered engineering or contracting company. The submission bundles together drawings, method statements, and references to relevant crash-rating evidence already captured in the SIRA path (see SIRA Crash Ratings Explained). RTA reviewers then examine the proposal in the context of road safety, pedestrian flows, utilities, and any existing traffic management plan obligations.

Once approved, the eNOC sets conditions about validity period, sequence of works, and follow-on permits (for excavation, lane closures, and parking reservations). It should be coordinated on the programme with other authorities as outlined in Permit & Inspection Timeline so that SIRA inspections, utility shutdowns, and RTA traffic permissions do not clash.

Technical Submission Package: Drawings, Services Layout, Trial Pits, and Utilities NOCs

Detail what needs to be submitted: bollard layouts, foundation details, trial pits, and NOCs from DEWA, Etisalat, du, drainage, etc.

A solid technical package starts with a clear GA (General Arrangement) drawing showing bollard positions against kerb lines, property boundaries, and existing street furniture. Foundation types (deep fixed bollards vs shallow HVM modules) should be called up with section details, particularly where utilities are close or where shallow foundations are required.

Beneath the surface, RTA will expect proof that you have identified and mitigated utility risks. That means consolidating information from surveys, “as-built” records, and on-site checks as described in Utilities / Surveys, Underground Detection and Utilities Conflicts & Depth Classes for Crash-Rated Bollards. Trial pits for utility proving trial pits should be logged and referenced.

The submission then points to individual NOCs or clearances from DEWA power & water, telecom providers, district cooling, storm and foul drainage, and any other affected service. These can be compiled in a simple utilities schedule mapped to the bollard foundations. This is where good practice from Pre-Works Setup & Permits pays off – the RTA reviewer can quickly see that the bollard footings respect depth classes, easements and utility avoidance zones.

Traffic Management and Road-Closure NOCs: Cranes, Concrete Trucks, and Pedestrian Safety

Cover when and how to apply for lane/road closures, diversion plans, crane setup, concrete deliveries, and safe pedestrian rerouting.

Because bollards in ROW are literally in the pedestrian and vehicle path, most RTA eNOC cases require a supporting Traffic management plan and, in many cases, lane or partial road closures. The TMP shows cones, barriers, signage, barricade plans, and pedestrian diversion routes. RTA will check that the work zone leaves sufficient footpath width and maintains sightlines and stopping sight distance for drivers.

Crane and concrete logistics are an RTA safety concern as well. Deep fixed bollards often use relatively light cages and can be handled by a small crane or HIAB parked in a single bay. Shallow HVM bollard modules are heavier and typically need a larger crane, outriggers and a wider exclusion zone. That can push you into partial lane closure territory, with stricter conditions and checks similar to those discussed in Temporary Works & Traffic Management.

For concrete, access drives the method. Where a ready-mix truck can safely reach, RTA will expect you to minimise hand-mixing on public pavements. However, in narrow streets or confined service roads where a ready-mix vehicle cannot enter, you should plan for dry-mix concrete or small mixers positioned in a safe laydown area, then barrow or pump to the pits under a controlled permit. This choice – ready-mix vs dry-mix due to access – should be explained in the TMP and method statement.

Finally, you must show how pedestrian safety is maintained during working hours and at the end of each shift, including reinstatement of surfaces and removal of trip hazards. Good practice from Foundations, Concrete & Alignment and Surface Reinstatement & Finishes/Interfaces still applies, but with the added constraint that you are working on public, not private, ground.

Parking Bay Reservation and Keeping the Work Zone Clear of Parked Vehicles

Explain how to legally reserve RTA parking bays, post temporary no-parking notices, and coordinate towing/clearance when needed.

For many storefront projects, the bollard line sits exactly where cars normally park. Without a parking reservation permit, your excavation and crane plan is theoretical – you will arrive on site to find every bay full. RTA’s parking reservation systems allow contractors to block specific bays for defined dates and times, usually with paid permits and official signage.

The eNOC and follow-on parking permit should align with your sequence in Master schedule (HVM) and with any landlord-imposed trading hours. You may need different reservation windows for trial pits, foundation pours and bollard installation, especially if shallow HVM modules require a larger crane and more bays out of service.

On site, a stewarded gate or simple stewarded gap helps keep the work zone clear of unauthorised vehicles and protects pedestrians walking past the works. This is where lessons from HVM Bollards Installation and Pedestrianized Streets can be adapted for the more constrained context of a public pavement.

Who Applies for eNOC (Owner, Contractor, or Supplier) and How Costs Are Charged

Clarify who can be the “applicant”, what type of company is expected, and how a contractor can charge for coordination even if eNOC is free.

In most Dubai projects, the RTA eNOC applicant is a registered consultant or main contractor, not the bollard manufacturer. However, the bollard specialist usually prepares much of the technical content: layouts, section details, and references to crash tests and SIRA documentation. The commercial agreement should make clear who is responsible for this coordination and who pays for portal fees and permits.

Even when the eNOC itself is free, the coordination effort is not. Time spent on drawings, clarifications, submission email text, and meetings should be allowed for in the contract, either as a lump-sum line or as part of preliminaries. Referencing templates from Roles & Approvals and Bollard Cost in the UAE can help when explaining these hidden costs to clients.

Practically, the cleanest model is for the main contractor to remain the formal eNOC applicant while the bollard specialist provides all RTA-specific inputs and responds to technical comments. This keeps contractual lines simple and avoids confusion if RTA instructions clash with SIRA or landlord requirements – a risk highlighted in Reviewer Path & Approvals Overview.

Practical Contractor Tips, Common RTA / SIRA Comments, and How to Keep Approvals Moving

Share real-world lessons, typical authority comments, and strategies to avoid delays and rejections in the approval chain.

In practice, the smoothest RTA eNOC cases are those that treat RTA, SIRA and the landlord as a single chain of reviewers rather than three separate silos. Simple measures like keeping a neat submission checklist, versioning drawings clearly, and logging all comments in a small clarification log can prevent repeated questions and contradictory instructions.

Common RTA comments include requests to shift bollards off critical utilities, widen pedestrian pinch points, or adjust the array to avoid creating trap space between bollards and shopfronts. SIRA reviewers, by contrast, tend to focus on crash-rating equivalence, penetration limits and the link between the bollard line and CCTV coverage. Understanding both sets of priorities helps you propose adjustments that satisfy RTA without diluting the security performance agreed with SIRA.

Time-of-day planning also matters. Where shops trade late at night or during weekends, you should avoid scheduling noisy or highly disruptive works in those periods, even if RTA technically allows them. Aim for early-morning midweek windows where parking bays can be cleared, concrete can be poured safely, and reinstatement can happen before footfall peaks. This is often easier to secure on the programme than it is to retrofit once tenants complain.

The main practical notes that repeatedly come up on storefront projects in RTA Right-of-Way are:

• Avoid planning critical works for weekend nights when shops close late and pavements are busy; aim for early weekday morning windows where possible.
• In narrow streets or tight service roads where a ready-mix truck cannot safely enter, plan for dry-mix concrete or small mixers in a safe laydown area, with barrows or pumps into the pits under an approved traffic management plan.
• Recognise that deep fixed bollards may be handled with a small crane or HIAB, while heavy shallow HVM modules often require a larger crane and more space in the road for outriggers and exclusion zones – this drives your RTA lane closure and parking bay strategy.
• Remember that this article applies only when bollards are located in RTA Right-of-Way; if bollards sit fully inside the private plot or mall forecourt, the main path is via SIRA Bollards (UAE), the landlord and the building’s own permit system.

Keeping these points visible in your risk register, programme and method statements will reduce surprises during construction and help move both SIRA and RTA approvals forward with fewer iterations.

RTA eNOC for SIRA Bollards & Right-of-Way in Dubai — FAQ