Volume 1 Draft Final For Dubai

RIGHT OF WAY UTILITIES
DISTRIBUTION MANUAL
VOLUME 1
07 December 2011
DRAFT FINAL
DRAFT
TTT
Copyright
Copyright
@ Roads and Transport Authority
All rights are reserved. No part of this work may be reproduced or copied in any form or by any means,
electronic or mechanical, including photocopying, without the written permission of the Roads and
Transport Authority.
Published by the Roads and Transport Authority
PO Box 118899 Dubai, UAE
ISBN (to be provided by RTA)
Draft 07-12-11
Review Committee
Review Committee
Project ROW / 100 Review Committee
The following members of RTA served on the Committee assigned to offer technical guidance and
effectively participated in overseeing the development of the Right of Way Utilities Distribution Manual.
Their invaluable contributions reflect in the quality of this document and deserve acknowledgment.
Review Committee
Chairperson
Eng.
Title
Project Director
Eng.
Title
Project Coordinator
Eng.
Title
Members
Eng.
Title
Eng.
Title
Eng.
Title
Eng.
Title
Eng.
Title
Eng.
Title
Attribution
Project Consultant
Aurecon Engineering International
Draft 07-12-11
Preface
Preface
The Emirate of Dubai has recently experienced unprecedented growth driven by a strong and resilient
economy. It is one of the world‟s fastest growing cities and is a modern day success story that is a
testament to the vision and resolve of the Emirate‟s esteemed Leadership.
In order to maintain and facilitate this growth, the provision of infrastructure of the highest standard is
imperative. The Roads and Transport Authority (RTA), through its vision of “safe and smooth transport
for all”, is committed to the continued success of Dubai and therefore endeavours to provide roads
and transport infrastructure of the highest quality. The RTA has approved programs for a substantial
number of road projects in the next few years to meet the demand of this fast growing economy.
In further addressing the challenge of providing roads and transport infrastructure of the highest
quality, the RTA has identified the management of the right of way as a priority which requires the
application of highly developed standards. The right of way is a finite source of space into which the
various Service Authorities and Providers continue to expand their networks in order to meet the
demand of the supply of essential services to the residents of the Emirate of Dubai.
In response, the Roads Department has decided to develop the ROW Utilities Distribution Manual for
all stakeholders working within the right of way, to address the accommodation and distribution of
utilities within the right of way, which reflects best practices and incorporates the requirements of the
relevant Service Authorities and Providers.
The Right of Way Utilities Distribution Manual captures and consolidates various practices, guidelines
and requirements - which for a long time have often been conveyed verbally - into one easy-to-use
document, which serves as the definitive guideline for executing projects within the right of way.
It is the authors‟ intention that the Right of Way Utilities Distribution Manual will eliminate the perplexity,
ambiguity and inconsistency related to executing projects within the right of way and we are confident
that the Manual will become a useful tool for all.
Roads Department
Roads & Transport Authority
Draft 04-05-10 i
Table of Contents
VOLUME 1
Table of Contents
Preface ....................................................................................................................................... i
Table of Contents ................................................................................................................................. ii
List of Appendices .............................................................................................................................. vii
List of Tables .................................................................................................................................... viii
List of Figures ..................................................................................................................................... x
List of Definitions ............................................................................................................................... xiii
List of Abbreviations & Acronyms ...................................................................................................... xx
CHAPTER 1 INTRODUCTION ............................................................................ 1-2

1.1. Preamble ........................................................................................................................... 1-2
1.2. The Role of the NOC Section within Roads Department .............................................. 1-2
1.3. The Objectives of the ROW Utilities Distribution Manual ............................................. 1-3
1.4. The Development of the ROW Utilities Distribution Manual ......................................... 1-3
1.5. The Structure of the ROW Utilities Distribution Manual ............................................... 1-4
1.6. The Application of the ROW Utilities Distribution Manual ........................................... 1-4
1.7. Responsibility of the User ............................................................................................... 1-4
1.8. Date of Inception .............................................................................................................. 1-4
1.9. Legislation Governing Activities within the ROW ........................................................ 1-5
1.10. Associated Documents ................................................................................................... 1-5
1.11. Changes & Suggestions .................................................................................................. 1-5
PART I : NO OBJECTION & DEFECTS LIABILITY CERTIFICATES
CHAPTER 2 NO OBJECTION CERTIFICATES ................................................. 2-3

2.1. General ............................................................................................................................... 2-3
2.2. NOC Procedures................................................................................................................ 2-4
2.2.1. NOC Submission Process ................................................................................................... 2-4
2.2.2. Cancellation of NOC Numbers (Applications) ..................................................................... 2-5
2.2.3. Revalidation of NOCs .......................................................................................................... 2-5
2.2.4. The Overall NOC ................................................................................................................. 2-6
2.3. Applicable Service Authorities and Providers ............................................................... 2-7
2.3.1. Service Authorities and Providers Linked to the e-NOC System ........................................ 2-7
2.3.2. Service Authorities and Providers Not Linked to the e-NOC System ................................. 2-8
2.3.3. General Considerations ...................................................................................................... 2-8
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Table of Contents
2.4. Types of NOCs................................................................................................................. 2-10
2.4.1. Informational NOC............................................................................................................. 2-12

2.4.2. Design NOC ...................................................................................................................... 2-18
2.4.3. Trial Trench NOC .............................................................................................................. 2-28
2.4.4. Construction NOC ............................................................................................................. 2-33
2.5. Where to Submit NOC Applications .............................................................................. 2-38
CHAPTER 3 DEFECTS LIABILITY CERTIFICATE ............................................ 3-3

3.1. Introduction ....................................................................................................................... 3-3
3.2. Acquiring a Defects Liability Certificate ......................................................................... 3-3
3.2.1. Defining the Applicable Terminology .................................................................................. 3-3
3.2.2. The Process in Acquiring a Defects Liability Certificate...................................................... 3-4
3.2.3. Final Clearance ................................................................................................................... 3-6
3.3. Supporting Documents required for a Defects Liability Certificate ............................. 3-6
PART II : RIGHT OF WAY DEVELOPMENT AND THE DISTRIBUTION

AND ACCOMMODATION OF UTILITIES
CHAPTER 4 GUIDELINES FOR DEVELOPING A RIGHT OF WAY UTILITIES

CROSS SECTION .......................................................................... 4-3
4.1. Introduction ....................................................................................................................... 4-3
4.2. Typical ROW Utilities Cross Sections ............................................................................. 4-4
4.3. Determining the Ideal Right of Way Width ..................................................................... 4-5
4.4. Land Requirement and Expropriation Process .............................................................. 4-5
4.5. Utility Corridor Sequencing Considerations .................................................................. 4-6
4.5.1. General Utility Corridor Arrangement .................................................................................. 4-7
4.5.2. Utility Corridor Positioning Relative to the Roadway Elements .......................................... 4-7
4.5.3. Variation in Corridor Width .................................................................................................. 4-8
4.5.4. Contamination of Potable Water ......................................................................................... 4-8
4.5.5. Potential Road Widening ..................................................................................................... 4-8
4.5.6. Access to Utilities ................................................................................................................ 4-8
4.5.7. Utility Corridors Defined by the Road Alignment ................................................................. 4-8
4.5.8. Management of Existing Utilities and Service Infrastructure .............................................. 4-8
4.5.9. Landscaping Requirements ................................................................................................ 4-9
4.5.10. Public Transport & Pedestrian Facilities ............................................................................. 4-9
4.5.11. Utilities‟ Facilities Requirements ......................................................................................... 4-9
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Table of Contents
4.5.12. Additional Utilities ................................................................................................................ 4-9

4.6. Preparation and Presentation of ROW Utilities Cross Sections ................................ 4-10
4.6.1. Service Authorities & Providers‟ Assessment of ROW Utilities Cross Sections ............... 4-10
4.6.2. Location and Frequency of ROW Utility Cross Sections................................................... 4-10
4.6.3. Presentation of ROW Utility Cross Sections ..................................................................... 4-13
CHAPTER 5 PARTICULAR CONSIDERATIONS FOR ROW

UTILITIES CROSS SECTION DEVELOPMENT ............................ 5-3
5.1. Introduction ....................................................................................................................... 5-3
5.2. The Arrangement of Utility Corridors at Intersections .................................................. 5-3
5.2.1. Utility Corridor Arrangements for At-grade Intersections .................................................... 5-3

5.2.2. Utility Corridor Arrangements for Grade-Separated Intersections ...................................... 5-4
5.3. Utility Crossings at Waterways ........................................................................................ 5-6
5.3.1. Selecting the Best Method for Utilities Crossings of Waterways ........................................ 5-6
5.3.2. Open-cut Trench Installation ............................................................................................... 5-8
5.3.3. Non-Disruptive Methods of Crossing Existing Waterways .................................................. 5-9
5.3.4. Utilities Culvert .................................................................................................................... 5-9
5.3.5. The Use of Road Bridges for Utility Crossings .................................................................. 5-11
5.4. Rail Infrastructure ........................................................................................................... 5-17
5.4.1. Overview ........................................................................................................................... 5-17

5.4.2. The Railway Protection Zone ............................................................................................ 5-17
5.5. Bus Lay-bys & Shelters .................................................................................................. 5-17
5.6. Pedestrian Footpaths & Cycle Paths ............................................................................ 5-18
5.7. Landscaping Corridor Requirements............................................................................ 5-20
5.8. Utility Accommodation Requirements .......................................................................... 5-21
5.8.1. Protection of Utilities ......................................................................................................... 5-21

5.8.2. Utility Clearances .............................................................................................................. 5-22
5.8.3. Utility Road Crossings ....................................................................................................... 5-26
5.8.4. RTA Spare Ducts .............................................................................................................. 5-26
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Table of Contents
CHAPTER 6 ALTERNATIVE METHODS OF UTILITY ACCOMMODATION AND

DISTRIBUTION - INTERNATIONAL PRACTICES .............................. 6-3
6.1. Introduction ....................................................................................................................... 6-3
6.2. Joint Trenching ................................................................................................................. 6-4
6.2.1. Overview ............................................................................................................................. 6-4
6.2.2. Joint Trench Considerations ............................................................................................... 6-5
6.2.3. International Examples of Joint Trenching .......................................................................... 6-7
6.3. Stacking of Utilities ........................................................................................................... 6-9
6.3.1. Overview ............................................................................................................................. 6-9
6.3.2. Stacking of Pressure Mains ................................................................................................ 6-9
6.3.3. Stacking of Electricity & Telecommunications Cables ...................................................... 6-10
6.4. Easements ....................................................................................................................... 6-10
6.5. Utilities under the Carriageway ..................................................................................... 6-11
6.6. Utility Tunnels.................................................................................................................. 6-12
6.6.1. Overview ........................................................................................................................... 6-12

6.6.2. Dry Utility Tunnels ............................................................................................................. 6-15
6.6.3. Wet Utility Tunnels ............................................................................................................ 6-15
6.6.4. Combined Utilities Tunnels ............................................................................................... 6-16
6.6.5. Utility Tunnel Considerations ............................................................................................ 6-16
6.6.6. Local Implementation of Utility Tunnels ............................................................................ 6-20
PART III : NON DISRUPTIVE ROAD CROSSINGS,

TRENCH EXCAVATION SAFETY & ROAD SAFETY BUFFERS
CHAPTER 7 NON DISRUPTIVE ROAD CROSSINGS (NDRC) ......................... 7-3

7.1. General ............................................................................................................................... 7-3
7.2. Trenchless Non-Disruptive Methods............................................................................... 7-4
7.2.1. Directional Drilling Method .................................................................................................. 7-4

7.2.2. Microtunneling Method ........................................................................................................ 7-6
7.2.3. Pipe Jacking Method ........................................................................................................... 7-7
7.2.4. Thrust Boring Method .......................................................................................................... 7-9
7.3. The Roads Department's Requirements for Carrying Out NDRC .............................. 7-10
7.3.1. NDRC Design Requirements ............................................................................................ 7-10
7.3.2. NDRC NOC Requirements ............................................................................................... 7-12
7.3.3. NDRC Post Construction Requirements ........................................................................... 7-13
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Table of Contents
CHAPTER 8 TRENCH EXCAVATION PROTECTION & ROAD SAFETY

BUFFERS ...................................................................................... 8-3
8.1. Introduction ....................................................................................................................... 8-3
8.2. Applicable Safety Codes & Regulations ......................................................................... 8-3
8.2.1. Legislation ........................................................................................................................... 8-3

8.2.2. Safety Codes ....................................................................................................................... 8-4
8.3. Trench Excavation Protection ......................................................................................... 8-4
8.3.1. General ............................................................................................................................... 8-4

8.3.2. Determining the Soil Type ................................................................................................... 8-5
8.3.3. Selecting the Type of Trench Protection ............................................................................. 8-5
8.4. Road Safety Buffers for Trench Excavations Adjacent to the Roadway ................... 8-11
8.4.1. General ............................................................................................................................. 8-11
8.4.2. Determining the Road Safety Buffer ................................................................................. 8-11
Draft 04-05-10 vi
List of Appendices
List of Appendices
Appendix A: Introduction to the Services Authorities & Providers .................................................A-1

Appendix B: Introduction to the e-NOC System ............................................................................B-1
Appendix C: Examples of Project Associated Correspondence Related to NOC Applications .... C-1
Appendix D: Examples of Project Associated Drawings Related to NOC Applications ............... D-1
Appendix E: Standard Application Forms Related to NOC Applications .......................................E-1
Appendix F: ROW Utilities Cross Section Example....................................................................... F-1
Appendix G: Corridor Arrangements at Grade-Seperated Intersections ...................................... G-1
Appendix H: Case Studies ........................................................................................................... H-1
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List of Tables
List of Tables
CHAPTER 2 NO OBJECTION CERTIFICATE .................................................... 2-3
Table 2.1: Typical Supporting Documents for Informational NOC .............................................. 2-12
Table 2.2: Typical Supporting Documents for Preliminary Design NOC ..................................... 2-17
Table 2.3: Typical Supporting Documents for Final Design NOC ............................................... 2-20
Table 2.4: Typical NOC Supporting Documents for Trial Trench NOC ....................................... 2-25
Table 2.5: NOC Supporting Documents for Construction NOC .................................................. 2-29
Table 2.6: NOC Submission Contact Information for RTA .......................................................... 2-31
Table 2.7: NOC Submission Contact Information for DEWA ...................................................... 2-32
Table 2.8: NOC Submission Contact Information for Dubai Municipality .................................... 2-33
Table 2.9: NOC Submission Contact Information for Other Service Authorities and Providers .. 2-33
Table 3.1: The Definitions of the Defects Liability Certificate and Taking-Over
Certificate as per the Standard RTA Conditions of Contract ........................................ 3-3
Table 3.2: As Built Drawings Required for Defects Liability Certificate Applications .................... 3-7

CROSS SECTION .......................................................................... 4-3
Table 4.1: Utility Positioning Relative to the Roadway Elements .................................................. 4-7
Table 4.2: Corridor Widths for Certain Additional Utilities ............................................................. 4-9
CHAPTER 5 PARTICULAR CONSIDERATIONS FOR ROW UTILITIES CROSS

SECTION DEVELOPMENT ........................................................... 5-3
Table 5.1: Design Considerations for Locating Pressure Mains within a Bridge Box Girder ...... 5-12
Table 5.2: Considerations for Locating Electricity & Telecoms within a Bridge Box Girder ....... 5-14
Table 5.3: Various Types of Utility Protection Methods as Prescribed by the Service
Authorities and Providers............................................................................................ 5-21
Table 5.4: Vertical Clearances for All Utilities Crossing DEWA ED Utilities ................................ 5-23
Table 5.5: Vertical Clearances for any Utilities Crossing a DM Utility ......................................... 5-23
Table 5.6: Vertical Clearances for any Utilities Crossing ............................................................ 5-23
Table 5.7: Horizontal Clearances for DEWA Utilities ................................................................... 5-24
Table 5.8: Horizontal Clearances for DM Utilities ........................................................................ 5-24
Table 5.9: Horizontal Clearances for Telecom‟s/DCS/Hydrocarbons Utilities ............................. 5-25
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List of Tables
Table 5.10: RTA Spare Ducts Installation Guidelines ................................................................... 5-26

DISTRIBUTION - INTERNATIONAL PRACTICES ........................ 6-3
Table 6.1: The Advantages of Utility Tunnel over Conventional Trench Excavation .................. 6-14
Table 6.2: International Utilisation of Utility Tunnels.................................................................... 6-14
Table 6.3: Various Cost Sharing methods for Implementing Combined Utility Tunnels .............. 6-18
Table 6.4: A Cost Comparison between Utility Tunnels and Expropriation for the
Emirate of Dubai ......................................................................................................... 6-21
CHAPTER 8 TRENCH EXCAVATION SAFETY & ROAD SAFETY BUFFERS . 8-3
Table 8.1: Classification of the Soil Type ...................................................................................... 8-5

Table 8.2: Determining the Road Safety Buffer ........................................................................... 8-13
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List of Figures
List of Figures
CHAPTER 2 NO OBJECTION CERTIFICATES ................................................. 2-3
Figure 2.1: Types of NOCs and Associated Phases of the Project Life Cycle ............................... 2-9
Figure 2.2: Manual Submission Process for Informational NOC .................................................. 2-11
Figure 2.3: Digital Submission Process for Informational NOC .................................................... 2-13
Figure 2.4: ROW Coordinates Application to DM Planning & Survey Department ...................... 2-14
Figure 2.5: Manual Submission Process for Preliminary Design NOC......................................... 2-16
Figure 2.6: Digital Submission Process for Preliminary Design NOC .......................................... 2-18
Figure 2.7: Manual Submission Process for Final Design NOC ................................................... 2-19
Figure 2.8: Digital Submission Process for Final Design NOC ..................................................... 2-21
Figure 2.9: DM Drainage, Sewerage & Irrigation Submission Processes for Preliminary
and Final Design NOCs .............................................................................................. 2-22
Figure 2.10: Manual Submission Process for Trial Trench NOC .................................................... 2-24
Figure 2.11: Digital Submission Process for Trial Trench NOC ..................................................... 2-26
Figure 2.12: Manual Submission Process for Construction NOC ................................................... 2-28
Figure 2.13: Digital Submission Process for Construction NOC .................................................... 2-30
Figure 3.1: The Process in Acquiring a Defects Liability Certificate ................................................... 3-5

CROSS SECTION .................................................................................................. 4-3
Figure 4.1: The Process of Developing Proposed ROW Utilities Cross Sections .......................... 4-3
Figure 4.2: Roadway Elements and Utilities within a ROW Utilities Cross Section ........................ 4-4
Figure 4.3: Requirements for Determining the Ideal ROW Width................................................... 4-5
Figure 4.4: Land Requirement and Expropriation Process ............................................................. 4-6
Figure 4.5: Multiple Utility Cross Section Locations due to Utility Variation ................................. 4-11
Figure 4.6: Multiple Utility Cross Section Locations due to Roadway Variation ........................... 4-11
Figure 4.7: Multiple Utility Cross Section Locations due to Utility Corridor Variation ................... 4-12
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List of Figures
CHAPTER 5 PARTICULAR CONSIDERATIONS FOR ROW UTILITIES CROSS

SECTION DEVELOPMENT ............................................................ 5-3
Figure 5.1: Utility Corridor Arrangement at a 90° At-grade Intersection for

30.5m x 30.5m ROWs .................................................................................................. 5-4
Figure 5.2: Utility Corridor Arrangement for Grade-separated Intersections .................................. 5-5
Figure 5.3: Utility Crossings at Waterways - Selection Method ...................................................... 5-7
Figure 5.4: Utility Crossing of a Proposed Canal using the Open Cut Method .............................. 5-8
Figure 5.5: Typical Utilities Culvert below an Artificial Canal ........................................................ 5-10
Figure 5.6: Utilities Located within a Box Girder ........................................................................... 5-12
Figure 5.7: Low Voltage Streetlighting Cables Located on the Cantilever Section
of Bridge ..................................................................................................................... 5-13
Figure 5.8: Utilities Attached Externally to Box Girder .................................................................. 5-16
Figure 5.9: Typical RTA Bus Lay-by Layout ................................................................................. 5-18
Figure 5.10: An Example of Utility Distribution at a Pedestrian Bridges ......................................... 5-19
Figure 5.11: Utility Cross Section Showing a Dedicated Tree Corridor .......................................... 5-20
Figure 5.12: Schematic Illustration of Vertical Clearance Between Two Utilities ........................... 5-22
Figure 5.13: RTA Spare Duct Positioning ....................................................................................... 5-26

DISTRIBUTION - INTERNATIONAL PRACTICES ....................... 6-3
Figure 6.1: Schematic Illustration of Joint Trench........................................................................... 6-4

Figure 6.2: Joint Trench with Localized Diversion of Utilities to Accommodate Chambers ............ 6-6
Figure 6.3: Joint Trench Details for Pacific Gas & Electric Company – Sacramento, California .... 6-7
Figure 6.4 Joint Trench Details for Energy Australia – NSW, Australia......................................... 6-8
Figure 6.5 Schematic Illustration of Utilities Stacking .................................................................... 6-9
Figure 6.6: An Example of a Sewer Easement from the Maroochy Shire Council,
Queensland Australia ................................................................................................. 6-11
Figure 6.7: A Schematic Illustration of the Concept of a Utility Tunnel ........................................ 6-12
Figure 6.8: National Grid's 400kV HV Tunnel in London, UK ....................................................... 6-15
Figure 6.9: Durban Harbour Wet Utilities Tunnel, South Africa .................................................... 6-16
Figure 6.10: Common Utility Tunnel in Barcelona, Spain ............................................................... 6-16
Figure 6.11: Arrangement of Utilities within a Common Utility Tunnel ........................................... 6-17
Figure 6.12: Dubai Marina Combined Utilities Culvert During Construction ................................... 6-19
Figure 6.13: Proposed DEWA Cable Tunnel for the Mushriff-Mamzar-Al Nahda
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List of Figures
400kV Cable Works .................................................................................................... 6-20
CHAPTER 7 NON DISRUPTIVE ROAD CROSSINGS (NDRC) ........................ 7-3
Figure 7.1: Types of Trenchless Non Disruptive Methods .............................................................. 7-3

Figure 7.2: A Photograph of a Directional Drilling Rig .................................................................... 7-4
Figure 7.3: The Three Phases in Completing a Directional Drilling Installation ............................. 7-5
Figure 7.4: Microtunneling Method ................................................................................................. 7-6
Figure 7.5: A Photograph of a Micro Tunnelling Method Launch Pit .............................................. 7-7
Figure 7.6: A Photograph of a Micro Tunnelling Method Reception Pit .......................................... 7-7
Figure 7.7: Pipe Jacking Method .................................................................................................... 7-8
Figure 7.8: A Photograph of a Micro Tunnelling Method Launch Pit .............................................. 7-8
Figure 7.9: Thrust Boring Method ................................................................................................... 7-9
Figure 7.10 An Illustration depicting when Dual Carriageway NOC Requirements are Required 7-10
CHAPTER 8 TRENCH EXCAVATION PROTECTION & ROAD SAFETY

BUFFERS .................................................................................... 8-3
Figure 8.1: Sloping of a Trench Excavation .................................................................................... 8-6

Figure 8.2: Slope Configurations for Various Composite Soil Types .............................................. 8-7
Figure 8.3: Benching of Trench Excavation .................................................................................... 8-8
Figure 8.4: Continuous Sheet Piling ............................................................................................... 8-8
Figure 8.5: Trench Shield ................................................................................................................ 8-9
Figure 8.6: The process in Selecting Trench Protection ............................................................... 8-10
Figure 8-7 Determining the Road Safety Buffer ........................................................................... 8-12
Draft 04-05-10 xii

List of Definitions
List of Definitions
Airport Obstacle Limitation Surface
A surface that establishes the limit to which objects may project into airspace associated with an
aerodrome or airport so that aircraft operations, including takeoff and landing, may be conducted
safely.
As-built
The phrase "as-built" in the construction environment is equivalent to the existing conditions and
typically refers to the drawings produced after construction. These as built drawings incorporate all the
changes which occurred during construction and thus could differ from the drawings issued for
construction.
At-grade Intersection
An intersection where all carriageways join or cross at the same level. With areas of high or fast traffic,
an at-grade intersection normally requires a traffic control device such as a stop sign or traffic light to
manage conflicting traffic.
Best Practice
A "best practice" is a technique, method, process or activity that is believed to be more effective at
delivering a particular outcome than any other technique, method or process.
Betterment Works
"Betterment works" is typically the additional work proposed by a utility owner to improve the capacity
or the capability of a component of infrastructure and which is not required to complete the diversion
or relocation work of a road project. Betterment works is differentiated from the regular contract works
as it is paid for by the utility owner requesting the works.
Box Girder
A "box girder" is a bridge element where the main beams comprise girders in the shape of a hollow
box. The box girder normally comprises either pre-stressed concrete, structural steel, or a composite
of steel and reinforced concrete. The box is typically rectangular or trapezoidal in cross-section. Box
girder bridges are commonly used for highway flyovers and for modern elevated structures of light rail
transport.
Carriageway
That portion of the road devoted to free flowing movement of traffic, inclusive of shoulders and
auxiliary lanes. It does not include the part of the road reserved for parking, service roads or any road
required for local access.
Chamfer Area
An oblique angle given to the right of way boundary at an intersection to accommodate the turning
lanes and associated turning radii at the road intersection. Also known as a “splay corner”.
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List of Definitions
Chilled Water
"Chilled water" is a commodity often used to cool a building's air and equipment. Chilled water is the
commodity provided through a district cooling network and can be supplied by a vendor, such as a
private utility.
Clear Zone
An area adjacent to the outer edge of the carriageway within which obstructions should not be sited, or
if so sited, requires the erection of a safety barrier.
Conduit
A general term used to describe a pipe or tube or channel for conveying water or other fluid. In
electrical terminology a conduit refers to duct in which electricity cables are installed.
Digital
The term used to denote data or drawing content available in an electronic format and readable by a
computer.
District Cooling
"District Cooling" is a system for distributing chilled water generated in a centralized location for
residential and commercial cooling requirements. District Cooling plants can provide higher
efficiencies and better pollution control than localized chiller units.
Diversion
Temporary changes made in a prescribed route or alignment of a road, pipeline or cable for
operational or construction purposes. A diversion will not necessarily constitute an overall change of
direction.
Dry Utilities
In this manual dry utilities refer to electrical cables, street lighting cables, telecommunication and data
cables
Duct Bank
An assembly of conduits, often called a duct bank, may either be directly buried in the earth or
encased in concrete or protected by a structure.
Easement
An "easement" is a right of use acquired by a landowner (A) for the benefit of his land over the land of
landowner (B) but does not constitute any from of ownership.
Electromagnetic Interference
Electromagnetic interference (or EMI) is a disturbance that affects an electrical circuit due to either
electromagnetic conduction or electromagnetic radiation emitted from an external source. The
disturbance may interrupt, obstruct, or otherwise degrade or limit the effective performance of the
Draft 04-05-10 xiv

List of Definitions
circuit. The source may be any object, artificial or natural, that carries rapidly changing electrical
currents.
Expropriation
The act of acquiring property for the purposes of establishing a new road or the acquisition of property
adjacent to an existing right of way in order to extend the limits of the Right of Way usually to
accommodate road widening.
Façade
The exterior face of a building or any built structure - usually lightweight - which is used for the
elaboration of architectural or ornamental details and which is not designed to bear any significant
structural loads.
Fibre Optic
A cable constructed of very thin strands/threads of glass or plastic that can carry large amounts of
digital information for long distances using light instead of electronic pulses. Fibre optic cables carry
more data at one time than traditional copper wires. Fibre optic cables are used to carry signals for
broadband, TV and voice data.
Free Zone
A specifically designated area where restrictions on trade and other forms of corporate legislation such
as tax are relaxed with respect to the country of location in order to encourage and increase trade and
investment in the greater city or country in which the Free Zone is located. In Dubai, examples include,
Jebel Ali Free Zone, Dubai Media City and Dubai Airport Free Zone.
Geometric Design
Engineering activities involving standards and procedures for establishing the horizontal and vertical
alignment and dimensions of a road or highway.
Grade-separated Intersection
A crossing of two roads at different elevations to permit the unconstrained operation and flow of traffic
at an intersection. Usually characterized by a bridge, underpass, or both to induce the change in
elevation.
House Connection
A house connection is a utility connection off a main utility service to provide utility services to plots
adjacent to the ROW. House connections are typically the lowest order of utility services within the
ROW.
Draft 04-05-10 xv
List of Definitions
Hydrocarbons
The collective term given to describe both petroleum and natural gas products such as oil, diesel,
condensate, liquid natural gas and liquid petroleum gas etc.
Joint Trenching
"Joint trenching" is the practice of placing different types of utilities or multiples of the same utility in
the one trench.
Landmark
A building, place, structure, historic event or juncture that is of outstanding historical, aesthetic or
cultural importance, often declared as such and given special status by an authorizing organization.
Leaky Cable
Is a form of coaxial cable which is constructed in a similar fashion to hard line, however it is
constructed with tuned slots cut into the shield. These slots are tuned to the specific radio frequency
wavelength of operation or tuned to a specific radio frequency band. This type of cable is used to
provide a tuned bi-directional "desired" leakage effect between transmitter and receiver. It is often
used in elevator shafts, underground, transportation tunnels and in other areas where an antenna is
not feasible to provide mobile phone and wireless internet access.
Light Rail
"Light rail" or light rail transit (LRT) is a form of urban rail public transportation that generally has a
lower capacity and lower speed than heavy rail systems, but higher capacity and higher speed than
traditional street-running tram systems. The term is typically used to refer to rail systems with rapid
transit-style features that usually use electric rail cars, operating mostly separated from other traffic but
sometimes, if necessary, mixed with other traffic in city streets.
Network Connection
A utility connection made to an existing utility network or transmission supply .
No Objection Certificate (NOC)
A document or collection of documents which is issued by Service Authorities and Providers to

indicate that they have no objection to proposed work as per the NOC Application.
Non-Disruptive Road Crossing (NDRC)
A non-disruptive trenchless method used to install pipes or cables across an existing road. Usually
involves some form of boring to install either a sleeve or the pipe directly.
Open Cut Excavation
The conventional method of excavating a trench to install pipes, cables or conduit where soil is
removed by hand excavation or mechanical means to allow the installation of infrastructure.
Parallel Parking
Draft 04-05-10 xvi

List of Definitions
"Parallel parking" is a method of parking a vehicle in line with other parked cars. Cars parked in
parallel are in one line, parallel to the curb, with the front bumper of each car facing the back bumper
of the car ahead.
Plinth
A concrete support or pedestal on which to position pipes.
Potable
Water of a suitable quality for human consumption, which includes drinking and bathing.
Pro Forma
Partly printed formal documents which require completion by insertion of particulars.
Relocation
In this document "relocation" refers the act of moving a component of infrastructure from one place to
another.
Right of Way
A "right of way" is a strip of land which typically extends from plot limit to plot limit and is reserved for
the purposes of roads and utilities. Also known as the “road reserve” in certain countries.
Road Hierarchy
The hierarchy of roads categorizes roads according to their functions and capacities. While sources
differ on the exact nomenclature, the basic hierarchy comprises freeways, arterials, collectors, and
local roads.
Road Safety Buffer
A physical barrier that consists of a buffer width and an end treatment between the passing vehicular
traffic and the trench in order to prevent an out of control vehicle from entering the trench.
Roadway Elements
“Roadway elements” is a collective term to describe the following road components/elements:

carriageway, shoulder, service road, parking, median, sidewalk, bus lay-byes, hard and soft
landscaping, streetlighting, ITS devices, advertising signs and cycle tracks.
Seismic Activity
Seismic activity are the shockwaves travel through the earth and which are transmitted to buildings,
bridges and any other structure as the result of an earthquake or explosion.
Service Authority
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List of Definitions
An organization, usually empowered through a government mandate, tasked with responsibility of

implementing and regulating a single or multiple public utility or service.
Service Provider
An entity or organisation providing an utility service in a private capacity and thus not having
regulatory powers.
Sequencing of Utilities
The concept of positioning utilities in a specific arrangement within the Right of Way. Usually refers to
positioning utilities in a certain order from the building line. An example of which is the positioning of
pressure mains which are situated as far away from the carriageway as possible.
Sidewalk
A walkway consisting of a paved area for pedestrians; usually beside a street or roadway.
Sikka
A "Sikka" is the equivalent of a alleyway or servitude.
Stakeholder
A person, group or organization with an interest in a project and thus can affect the outcome of a
project or can be affected by the outcome of the project.
Supporting Documents
The term given to describe the set of documents, which typically includes a cover letter, standard form
if applicable and the relevant drawings that need to be submitted as part of an NOC application.
Trench Protection
"Trench protection" is a means of preventing material falling from an excavation face into an
excavation. Trench protection methods include; sloping, benching, support systems and shielding
systems.
Trial Trench
A trench dug in order to confirm the location, details and depth of utilities in relation to that shown on
the as-built plans.
Trough
In this document a "trough" refers a precast „u-shaped‟ concrete structure used to house and protect
medium to high voltage electricity cables.
Underpass
The lowest feature of a grade separated crossing.
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List of Definitions
Utility Accommodation
The act of locating utilities within the Right of Way according to a predetermined arrangement,
specification and sequencing.
Utility Corridor
An area of road Right of Way designated or used for the location of utilities, either public or private.
Utility Tunnel (Culvert)
Utility tunnels and culverts, also known as common utility ducts or conduits, are defined as any
enclosed structure below the ground that contains one or more utility lines. There are many types and
configurations of utility tunnels in use worldwide.
Wet Utilities
In this manual wet utilities refers to potable water, irrigation, stormwater and sewerage pipes.
Work Zone
The area influenced by a construction project which may extend beyond the project boundaries.
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List of Abbreviations & Acronyms

ACAD AutoCAD
BOQ Bill of Quantities
CATV Community Access Television
CCTV Closed Circuit Television
CD Compact Disc
CFR Code of Federal Regulations
C/L Centre Line
D Depth
DCA Dubai Civil Aviation
DCS District Cooling Services
DEWA Dubai Electricity & Water Authority
DM Dubai Municipality
ED Electricity Department (DEWA)
DUSUP Dubai Supply Authority
EITC Emirates Integrated Telecommunication Company (du)
e-NOC electronic No Objection Certificate
Fig. Figure
GHQ General Headquarters
GSM Global System for Mobile communications
H/C House Connection
HDD Horizontal Directional Drilling
HDPE High Density Polyethylene
HV High Voltage
H:V Horizontal: Vertical
i.e. That is to say
ITS Intelligent Transport Systems
km Kilometre
kV kilovolt
LFPP Low Friction Pipe Pulling
LV Low Voltage
m Meter
mm Millimeter
MS V7 Microstation Version 7
MV Medium Voltage
N/A Not Applicable
No. Number
NOC No Objection Certificate
NTS Not to Scale
OHS Occupational Health & Safety
Draft 04-05-10 xx
OHSA Occupational Health & Safety Act

PDF Portable Document Format (Adobe Acrobat)
PJSC Public Joint Stock Company
RLTS Road Lighting & Traffic Signals
ROW Right of Way
RTA Roads & Transport Authority
SL Street Lighting
SV Stake Value
TRA Traffic & Roads Agency
TTS Tram Transit Systems
UAE United Arab Emirates
UCS Uniaxial Compressive Strength
USA United States of America
WD Water Department (DEWA)
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CHAPTER 1
Introduction
Chapter 1
Introduction
Table of Contents
CHAPTER 1 INTRODUCTION ........................................................................... 1-2

1.1. Preamble.................................................................................................................................. 1-2
1.2. The Role of the NOC Section within the Roads Department ............................................. 1-2
1.3. The Objectives of the ROW Utilities Distribution Manual .................................................. 1-3
1.4. The Development of the ROW Utilities Distribution Manual .............................................. 1-3
1.5. The Structure of the ROW Utilities Distribution Manual ..................................................... 1-4
1.6. The Application of the ROW Utilities Distribution Manual ................................................. 1-4
1.7. Responsibility of the User ..................................................................................................... 1-4
1.8. Date of Inception .................................................................................................................... 1-4
1.9. Legislation Governing Activities within the ROW ............................................................... 1-5
1.10. Associated Documents ...................................................................................................... 1-5
1.11. Changes & Suggestions .................................................................................................... 1-5
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Chapter 1
Introduction
Chapter 1 Introduction
1.1. Preamble
The Roads and Transport Authority is committed to the Emirate of Dubai’s growth objectives
through the implementation of strategic roads and transport projects. A key component in the
successful implementation of these projects is the development and continuous improvement
of design standards and guidelines. As the Roads Department is responsible for the overall
management of the right of way, it plays an important role in the implementation of road and
transport projects and therefore a highly developed set of standards is required for the
effective management of the right of way.
In response to this need, the Right of Way Utilities Distribution Manual has been developed.
This comprehensive document sets out the procedures and requirements for obtaining both
No Objection and Defects Liability Certificates, provides guidelines for the development of a
ROW Utilities Cross Section (including cases that require special consideration) and various
other aspects of utility accommodation. Also included is a special focus on trench safety,
where guidelines for trench protection and road safety buffers are provided.
1.2. The Role of the NOC Section within the Roads Department
This section briefly discusses the role of the NOC Section within the Roads Department. For
further details, users should refer to the Roles and Responsibilities Document, which has been
issued by RTA. The NOC Section is an organizational unit within the Roads Department of the
Traffic and Roads Agency (TRA) that oversees services coordination within the right of way.
The role of the NOC Section includes:
 Verify and issue No Objection Certificates (NOCs) for all types of work within, or which
affects the right of way.
 Assist Consultants and Contractors in obtaining the required NOCs and approvals for
RTA projects for both the design and construction phases, from the relevant RTA
internal departments and other Service Authorities and Providers.
 Review stormwater drainage designs for projects in the design phase.
 Review the proposed utility infrastructure works of RTA projects to identify and
eliminate unnecessary costs.
 Coordinate with the relevant organizational units and Service Authorities and
Providers to ensure the continuous development and application of systems,
legislations, regulations, standards, procedures and performance indicators in order to
realise reasonable standards and effective control over services rendered.
 Coordinate with the relevant Service Authorities and Providers to minimize and
resolve the difficulties related to the issuing of NOCs and utilities distribution within, or
which affect, the Right of Way.
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Chapter 1
Introduction
1.3. The Objectives of the ROW Utilities Distribution Manual
The overall objective is to provide all stakeholders engaged in work activities within the right of
way with a manual which standardizes and formalizes utilities accommodation and distribution
within the right of way, reflects best practices and incorporates the requirements of all the
relevant Service Authorities and Providers.
The specific objectives of the ROW Utilities Distribution Manual are to provide:
 A detailed description of the processes to be followed in obtaining the various

No Objection and Defects Liability Certificates.
 A detailed reference and suitable examples of the supporting documents required,

inclusive of the latest Service Authorities and Providers’ requirements that accompany
the various No Objection Certificate applications.
 An illustrated guide of the e-NOC System and how to best utilise the e-NOC system to
apply for various NOCs to the relevant Service Authorities and Providers.
 The typical arrangement of utilities within the ROW through the provisions of a set of
Typical ROW Utilities Cross Sections.
 A comprehensive description of the various phases that are encountered in

developing and approving a ROW Utilities Cross Section.
 Assistance to users in applying the various utility sequencing considerations, together

with the Typical ROW Utilities Cross Section, in order to develop a specific project’s
ROW Utilities Cross Sections.
 Guidance on how to prepare and present ROW Utilities Cross Section Drawings.
 Guidance on Service Authorities and Providers’ utility accommodation requirements

such as the protection of utilities and the various clearance requirements.
 Guidance on the special considerations often encountered in accommodating and

distributing utilities within the right of way such as the utilities distribution at
intersections, utility crossings of waterways and the effects of light rail transport, bus-
lay-by’s, landscaping, pedestrian and cycle paths.
 Encouragement and stimulate interest towards the appreciation of alternative methods,

which are employed internationally for locating utilities within congested right of ways,
which include joint trenching, stacking of utilities and utility tunnels.
 Key guidelines to assist contractors to implement appropriate trench protection and

road safety buffers when excavating adjacent to the roadway.
 A platform to serve as a central reference document from which other documents,

standards and guidelines that are relevant to working within the right of way are
referenced.
 A comprehensive, structured and user-friendly document that can be easily used by

all Service Authorities and Providers, planners, consultants and constructors.
1.4. The Development of the ROW Utilities Distribution Manual
The ROW Utilities Distribution Manual is the outcome of a specific project commissioned by
the Roads Department. The project entailed a review of the existing practices currently in use
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Chapter 1
Introduction
in the Emirate of Dubai and was followed by an intensive series of workshops to solicit the
requirements of all the relevant Service Authorities and Providers. Concurrently extensive
literature research was conducted on best international practices with respect to utilities
accommodation and distribution within the Right of Way.
1.5. The Structure of the ROW Utilities Distribution Manual
The ROW Utilities Distribution Manual is composed of two volumes. Volume 1 is divided into
three parts each representing a different theme.
 Volume 1 Part 1: No Objection and Defects Liability Certificates.
 Volume 1 Part 2: Right of Way Development and the Distribution and Accommodation
of Utilities.
 Volume 1 Part 3: NDRC, Trench Excavation Safety and Road Safety Buffers.
Volume 2 contains the RTA Typical ROW Utilities Cross Sections. Any reference made to the
“Right of Way Utilities Distribution Manual” should be understood to include both Volume 1
and Volume 2.
1.6. The Application of the ROW Utilities Distribution Manual
The ROW Utilities Distribution Manual applies to all Right of Ways administered by the RTA
within the Emirate of Dubai and focuses on the NOCs required during the typical life-cycle of a
project. Thus, the Service Authorities and Providers specific NOC’s such as house connection
NOC’s, dewatering NOC’s,demolition NOC’s and works outside the RTA ROW etc. as well as
the various inter-authority NOCs, are excluded from the scope of this manual.
1.7. Responsibility of the User
The content of the Right of Way Utilities Distribution Manual is subject to change and users of
the Manual are responsible to confirm the latest requirements with the relevant Service
Authorities and Providers. Users of the ROW Utilities Distribution Manual are to note the
following:
 Users shall clarify any ambiguity or discrepancy in the Right of Way Utilities
Distribution Manual with the Roads Department.
 Users are obliged to observe and fulfil the technical and administrative requirements
of all concerned Service Authorities and Providers.
 It is the responsibility of the user to keep abreast of the latest revisions of all relevant
guidelines, local orders and technical circulars that are issued by the various Service
Authorities and Providers.
 The content of the ROW Utilities Distribution Manual does not relieve consultants and
contractors from their contractual obligations with respect to design, construction,
maintenance and supervision.
1.8. Date of Inception
The ROW Utilities Distribution Manual will apply from the XXXXXTo be amended
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Chapter 1
Introduction
1.9. Legislation Governing Activities within the ROW
All Consultants, Contractors, Service Authorities and Providers are required to observe and
abide by all the prevailing laws, decrees and local orders. It is the responsibility of the user to
familiarise themselves with all the applicable forms of legislation and to ensure that they keep
abreast of the latest developments regarding such legislation. Below is a list of some of the
pertinent legislation governing works within the Right of Way.
 Local Decree – 4/2009 Organization of the Works within the ROW in the Emirate of
Dubai.
 Local Decree – 1/2005 ROW Utility Distribution across the Emirate of Dubai.
 Local Decree – 2/1994 for DEWA.
 Federal Cabinet Decree – 8/91 for Etisalat.
 Dubai Municipality Local Orders – 21/81, 29/86 and 84/93.
1.10. Associated Documents
The Right of Way Utilities Distribution Manual should be read in conjunction with the following
associated documentation:
 Geometric Design Manual and Specifications for Road Construction in Dubai, Roads
& Transport Authority, (Under Development).
 RTA ITS Deployment Manual. (Under Development).
 RTA Work Zone Traffic Management Manual, Roads & Transport Authority, (2009).
 RTA Railway Protection Code of Practice, Roads & Transport Authority, (2009).
 RTA Railway Protection Advisory Notes, Roads & Transport Authority, (2009).
 The Dubai Outdoor Advertising Control Manual, Dubai Municipality, (2005).
 General Guidelines for Working in the Road Right of Way, Dubai Municipality, (2002).
 Traffic Control Devices Manual, Dubai Municipality (2002).
 Road Safety Auditing Manual, Dubai Municipality (2002).
 Geometric Design Manual for Dubai Roads, Dubai Municipality, (1999).
 Associated Contract Project Specifications as per typical Tender Documentation.
 DUSUP General Safety Requirements
1.11. Changes & Suggestions
The Roads Department is dedicated to delivering the best Right of Way Utilities Distribution
Manual and values your thoughts and suggestions. The Roads Department encourages users
to submit their feedback and will use it to evaluate changes and make improvements to this
Manual.
E-mail all suggestions, comments and notification of changes to:
email to be supplied
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PART I :
NO OBJECTION & DEFECTS LIABILITY
CERTICATES
CHAPTER 2
No Objection Certificates
Chapter 2
Table of Contents
CHAPTER 2 NO OBJECTION CERTIFICATES ............................... 2-3

2.1. General ..................................................................................................................................... 2-3
2.2. NOC Procedures ...................................................................................................................... 2-4

2.2.1. NOC Submission Process ............................................................................................. 2-4
2.2.2. Cancellation of NOC Numbers (Applications) ............................................................... 2-5
2.2.3. Revalidation of NOCs .................................................................................................... 2-5
2.2.4. The Overall NOC ........................................................................................................... 2-6
2.3. Applicable Service Authorities and Providers ..................................................................... 2-7

2.3.1. Service Authorities and Providers Linked to the e-NOC System .................................. 2-7
2.3.2. Service Authorities and Providers Not Linked to the e-NOC System ............................ 2-8
2.3.3. General Considerations ................................................................................................. 2-8
2.4. Types of NOCs ....................................................................................................................... 2-10

2.4.1. Informational NOC ....................................................................................................... 2-12
2.4.2. Design NOC ................................................................................................................. 2-18
2.4.3. Trial Trench NOC ......................................................................................................... 2-28
2.4.4. Construction NOC ........................................................................................................ 2-33
2.5. Where to Submit NOC Applications .................................................................................... 2-38
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Chapter 2
List of Tables
Table 2.1: Typical Supporting Documents for an Informational NOC ...................................... 2-14
Table 2.2: Typical Supporting Documents for a Preliminary Design NOC ............................... 2-20
Table 2.3: Typical Supporting Documents for a Final Design NOC ......................................... 2-25
Table 2.4: Typical NOC Supporting Documents for a Trial Trench NOC ................................. 2-31
Table 2.5: NOC Supporting Documents for a Construction NOC ............................................ 2-35
Table 2.6: Contact Information for a RTA NOC Submission .................................................... 2-38
Table 2.7: Contact Information for a DEWA NOC Submission ................................................ 2-39
Table 2.8: Contact Information for a Dubai Municipality NOC Submission .............................. 2-39
Table 2.9: Contact Information for Other Service Authorities and Provider’s
NOC Submission ..................................................................................................... 2-40
List of Figures
Figure 2.1: Types of NOCs and Associated Phases of the Project Life Cycle .......................... 2-11
Figure 2.2: Manual Submission Process for an Informational NOC .......................................... 2-13
Figure 2.3: Digital Submission Process for an Informational NOC............................................ 2-16
Figure 2.4: ROW Coordinates Application to DM Planning & Survey Department ................... 2-17
Figure 2.5: Manual Submission Process for a Preliminary Design NOC .................................. 2-19
Figure 2.6: Digital Submission Process for a Preliminary Design NOC .................................... 2-22
Figure 2.7: Manual Submission Process for a Final Design NOC ............................................. 2-23
Figure 2.8: Digital Submission Process for a Final Design NOC .............................................. 2-27
Figure 2.9: DM Drainage, Sewerage & Irrigation Submission Processes for Preliminary
and Final Design NOCs ........................................................................................... 2-28
Figure 2.10: Manual Submission Process for a Trial Trench NOC ............................................. 2-30
Figure 2.11: Digital Submission Process for a Trial Trench NOC ............................................... 2-32
Figure 2.12: Manual Submission Process for a Construction NOC ............................................ 2-34
Figure 2.13: Digital Submission Process for a Construction NOC .............................................. 2-37
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Chapter 2
Chapter 2 No Objection Certificates

2.1. General
A No Objection Certificate (NOC) is a document, or a collection of documents, issued by
Service Authorities and Providers after having considered the impact of the proposed project
on their respective existing and proposed utilities, infrastructure or property as well as their
future planning requirements, indicating that they have no objection to proposed work as
defined in the NOC application.
This chapter serves as a guide to Consultants and Contractors with regard to:
 Obtaining No Objection Certificates.
 Using the e-NOC System and applying to the relevant Service Authorities and
Providers for various NOCs.
 Supporting documents which are to be included with NOC applications.
 Details as to where NOC applications are to be submitted.

NOCs are required from the respective Service Authorities and Providers at various stages of
a project as illustrated in Figure 2.1. For further information regarding the various Services
Authorities and Providers refer to Appendix A. The NOCs reflected in Figure 2.1 represent the
main types of NOC associated with infrastructure and roads construction projects. The types
and purpose of each of these NOCs are discussed below:
Informational NOC:
Informational NOCs are requested from the Service Authorities and Providers at the onset of a
project to obtain as-built information and future planning data regarding their respective
utilities within the vicinity of the project.
Design NOC (Preliminary/ Final):
Design NOCs are requested from the Service Authorities and Providers during the preliminary
or final design stage of a project by the appointed Consultant.
The purpose of a Preliminary Design NOC is to inform the affected Service Authorities and
Providers of the extent of the proposed works and utilities preliminary design in order to solicit
their comments, concerns and to identify utilities diversion and/or improvement works.
A Final Design NOC application entails the submission of final detailed design drawings to
Service Authorities and Providers incorporating all comments and changes as determined
during the Preliminary Design NOC process. Before issuing a Final Design NOC, Service
Authorities and Providers may require further details or amendments to those requested
during the Preliminary Design Stage.
Trial Trench NOC:
Theapplication for a Trial Trench NOC is to be made before the construction stage of a
project. It allows an appointed Contractor to proceed with hand excavation of trial trenches
within the proposed scope of works to verify and ascertain the actual position of existing
utilities. In certain instances this NOC can be obtained before the final design NOC.
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Chapter 2
Construction NOC:
A Construction NOC is required during the project construction stage by the appointed
Contractor. It allows the Contractor to commence with construction works.
The processes associated with obtaining the above types of NOCs are elaborated upon in
detail in Section 2.4.
In addition to the main types of NOCs described above, other types of NOCs may be required
from Service Authorities and Providers for specific works. In these specific instances, the
concerned Service Authorities and Providers are to be approached to ascertain their specific
requirements in order to gain their approvals.
Shop Drawing Approval:
A shop drawing is a drawing or set of drawings produced by the contractor, manufacturer, or

subcontractor which show more detail than the construction drawings and illustrate actual on
site conditions.
In certain instances Services Authorities and Providers may require that Contractors prepare
and submit shop drawing during the construction period after a Construction NOC has been
obtained. Shop drawings are reviewed and endorsed by the supervising consultant and then
submitted to the relevant authority for approval. The details that are reflected on the drawings
are specified by the relevant authority.
As Built Drawing Approval:
An as-built drawing is a drawing or set of drawings produced by the contractor at the end of
the construction period and incorporate all the changes which occurred during construction
and include the actual position, dimensions and details of the constructed.
As-built drawings are reviewed and endorsed by the supervising consultant and then
submitted to the relevant authority for approval. Once approval is obtained the contractor can
proceed to initiate the completion certificate process. In the case of large projects or projects
with a long duration as-built drawings can be submitted periodically during the project.
2.2. NOC Procedures
2.2.1. NOC Submission Process

All NOC applications are initiated via the RTA’s e-NOC system and are illustrated in Figure
B1-Appendix B. In order to access the e-NOC system, applicants should be registered as
users of the e-NOC system.
The majority of Service Authorities and Providers are connected to the e-NOC system with
exception of certain agencies.It is however the objective of the RTA to have all Service
Authorities and Providers connected.
The RTA NOC number provided by the e-NOC system is to be used for all NOC applications
to all Service Authorities and Providers, even those authorities not currently connected to the
e-NOC System.
The following steps provide a brief description of the submission process.
Step 1: Registering as a User on the e-NOC System (once-off registration)
1. Access RTA website at www.rta.ae
2. Select option - [New User] (Figure B2 - Appendix B)
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Chapter 2
3. Select option - [Register as Company] and complete the steps as

prompted by the system to register as an administrative user.
4. Create Business User(s) to use e-NOC System.
Note: Confirmation of registration will be sent by e-mail to the applicant.
Step 2: Initiating an NOC Application on the e-NOC System
Registered users may initiate an NOC application by accessing the e-NOC home page as
follows:
1. Access the RTA website at www.rta.ae (Figure B2 - Appendix B)
2. Go to the Traffic & Roads Agency webpage (Figure B2&B3 - Appendix B)
3. Follow the No Objection Certificate link which will direct the applicant to the No
Objection Certification log-in page. (Figure B3 – Appendix B)
4. Enter username and password (Business User). (Figure B4 - Appendix B)
The applicant will be directed to the e-NOC home page where the application for the relevant
type of NOCs can be selected.
The most significant aspect of the e-NOC system is the system generated NOC number. The
format of the generated NOC number is “ddmmyyyy-xxxx” (Example: 26052009-0011). This
number is to be quoted in all future correspondence in relation to the NOC application (Figures
B9 & B12 - Appendix B).
The system offers the applicant the choice of submitting the NOC supporting documents either
manually or completing the entire application digitally (Figure B7 - Appendix B). The digital
submission option limits the size of information that may be uploaded in support of the
application and may therefore not be suitable for large projects.
The submission process and supporting documents associated with both the manual and
digital submissions for each of the main types of NOCs are provided in Section 2.4.
2.2.2. Cancellation of NOC Numbers (Applications)

Failure to submit the supporting documents to the relevant Service Authorities and Providers
within the allocated seven calendar days of obtaining an NOC number will result in the NOC
application being cancelled. Cancelled NOCs can only be re-activated by the NOC Section of
the RTA Roads Department if the cancellation reason is acceptable.
Failure to respond to comments of the relevant Service Authorities and Providers within the
stated time as per their official correspondence will also lead to the entire cancellation of NOC
application number.
Cancellations/ Modifications of NOCs can also be done on request from the applicant. This
request should be made using the e-NOC System (Appendix B – Figures B5, B25, and B26).
2.2.3. Revalidation of NOCs

NOCs are valid for a fixed period, no more than six months, after which it needs to be
revalidated. Revalidation can be done via the e-NOC system, and requires the resubmission
of approved drawings to Service Authorities and Providers for revalidation of the design or
construction NOCs (Figure B21 - Appendix B).
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Chapter 2
An electronic revalidation of the NOC as a whole can be done using the e-NOC System
(Figure B21 - Appendix B). This method of revalidation is only possible on the e-NOC System
if done within one month to 14 calender days before the end of the validity period.
2.2.4. The Overall NOC

Although each Service Authority and Provider - as determined through the e-NOC system - is
approached individually for an NOC, the next stage in the NOC Process (either being NOC or
site activities) cannot commence until all Service Authorities and Providers have granted
approval and updated their respective NOC status on the e-NOC system to “approved”.
Once all Service Authorities and Providers have updated the e-NOC status to “approved”, the
system automatically generates a Final Overall NOC. This Final NOC contains a combined list
of all comments and requirements from the Service Authorities and Providers which should be
complied with in the subsequent stage in the NOC Process.
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Chapter 2
2.3. Applicable Service Authorities and Providers

Irrespective of whether the submission is to be completed manually or digitally, the e-NOC
system will prompt the applicant to provide certain details pertaining to the project. Upon
entering these details, the e-NOC system automatically generates a list of Service Authorities
and Providers from which an NOC is required. This e-NOC system generated list is generated
from the collection of Service Authorities and Providers which are currently linked to the e-
NOC system (Figure B9 - Appendix B).
In addition to the e-NOC system generated list, there are however certain Service Authorities
and Providers from which NOCs are still required but which are not linked to the e-NOC
system. These applications can only be completed manually, and in each instance, the e-NOC
system generated NOC number is to be quoted. Further information regarding the various
Service Authorities and Providers is included in Appendix A.
2.3.1. Service Authorities and Providers Linked to the e-NOC System

 Roads and Transport Authority (RTA)
o Traffic and Roads Agency
 Roads Department
- NOC Section
- Roads Lighting and Traffic Signals Section
 Parking Department
 Traffic Department
- Traffic Services Section
 Roads Maintenance Department
- Road Maintenance Section
- Lighting Maintenance Section
 ITS Department
o Public Transport Agency
o Rail Agency
o Marine Agency
 Dubai Electricity and Water Authority (DEWA)

o Water Department
o Electricity Department
 Dubai Municipality (DM)

o Drainage and Irrigation Department
o Public Parks and Horticulture Department
o Environmental Control Department
o Planning Department
 Etisalat
Draft 07-12-11 2-7

Chapter 2
 EITC - du
2.3.2. Service Authorities and Providers NOT Linked to the e-NOC System:
NOC applications are required if the project impacts on any existing or
UAE Armed Forces proposed:
o Fibre Optic Communication Cables and Ducts
o Associated Manholes, Joint Boxes and Chambers
proposed:
Empower o Chilled Water Supply & Return Piping
o Associated Chambers, Manholes and Drainage Pits
o Communication Cables and Ducts
o Draw Pits
proposed:
Tabreed o Chilled Water Supply & Return Piping
o Associated Chambers, Manholes and Drainage Pits
o Communication Cables and Ducts
o Draw Pits
NOC applications are required if the project impacts, or is within 60m distance
of any existing or proposed installation of DUSUP owned or administered
hydrocarbon (Gas, Jet Fuel Oil, Diesel Fuel Oil, Medium Fuel Oil or Crude Oil)
pipeline
DUSUP DUSUP administered pipelines include:

o DUSUP,
o ENOC Group,
o EMDAD,
o Dolphin Energy (DEL)
o and some DEWA pipelines.
NOC applications are required for projects undertaken in the vicinity of both
Dubai airports to ensure that:
o Any impact on the airport dedicated services is appropriately managed.
o Any structures to be erected on the landing approach or take off route do
Dubai Civil Aviation
not encroach into the Airport Obstacle Limitation Surfaces. This is
applicable to any permanent structures such as buildings, light masts,
communication towers and temporary structures such as tower cranes and
piling rigs.
Civil Defence
proposed fire fighting infrastructure.
2.3.3. General Considerations

 NOC applications to Civil Defence and UAE Armed Forces should be completed in
both Arabic and English Languages.
 In the case of DM Public Parks & Horticulture Department’s NOC Applications, where
possible supporting documents and associated correspondence should be in Arabic.
 DM Public Parks and Horticulture Department is to be notified of major road projects

affecting landscaping during the design phase and at least one year prior to the
commencement of construction. Projects where the period between design and
construction is less than one year (fast track) are to be handled on a case-by-case
basis. A joint site visit will be undertaken with the DM PPH&H Inspection Section to
inspect the affected project area. DM PP&H will then determine the impact on their
landscaping and features and the inspectors will quantify the impact and prepared a
Draft 07-12-11 2-8

Chapter 2
bill of quantities representing the affected areas. The bill of quantities should be
attached with subsequent applications.
 Applications to the UAE Armed Forces, which can only be submitted manually, should
be completed as per the special requirements included in this document under Form
E12 - Appendix E. These requirements pertain to information included in the
application as well as the way the submission should be bound.
 Coordinates of the Project boundary must be CLEARLY shown on the General

Drawing (Scope of Work Drawing) as shown in Figure D2 – Appendix D.
 In certain instances, Standard Forms should be used when applying for NOCs from
certain Service Authorities and Providers are included in Appendix E.
 The NOC application for new traffic signals should be submitted to the TRA - Roads
Department - Roads Lighting and Traffic Signals Section. NOC applications related to
or for works which affect or which conflict with the existing traffic signals shall be
submitted to the RA – ITS Department – ITS Maintenance Section.
 All digital submissions should contain DLTM reference.
Draft 07-12-11 2-9

Chapter 2
2.4. Types of NOCs

A variety of NOCs are required at various stages of a project from the respective Service
Authorities and Providers. The main types of NOCs are illustrated in Figure 2.1. This section
discusses the main types of NOCs including the purpose, requirements and processes
associated with each type of NOC.
Draft 07-12-11 2-10

Chapter 2
PROJECT START
DATA COLLECTION
(As-Built Drawings from Service Authorities Informational NOC
and Providers -
Response time 14 working days)
Design Rejected/
Commented PRELIMINARY DESIGN
(Resubmission (Drawings & Calculations Produced and Submitted
CONSULTANT RESPONSIBILITY
Response Time 10 to Service Authorities and Providers)
working days)
Design
Authority Review Approved
(Response Time Preliminary Design NOC
14 working days)
Design Rejected/
Commented
(Resubmission FINAL DESIGN
Response Time 10 (Drawings & Calculations Produced and
working days) Submitted to Service Authorities and Providers)
Design
Authority Review Approved
(Response Time Final Design NOC
21 working days)
Tender Issue
RESPON
SIBILITY
CLIENT
Contract Award
START OF CONSTRUCTION
Confirm Position of Existing Services Trial Trenches NOC
Drawings Rejected/
Commented Construction Drawings Preparation
(Resubmission CONTRACTOR RESPONSIBILITY
Response Time 10
working days)
Authority Review
(Response Time Construction NOC
14 working days)
Response
Time 10 Shop Drawing
working Approval
days If required by
Work Executed on Site Authority
Details to be provided
as required by
Authority
END OF CONSTRUCTION
Partial submittals may be

accepted periodically for
As built drawing Submission large and/or staged
projects.
Completion Certificate
Figure ‎2.1: Types of NOCs and Associated Phases of the Project Life Cycle
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Chapter 2
2.4.1. Informational NOC
The purpose of the Informational NOC is to obtain as-built data from Service Authorities and
Providers indicating the extent and location of their respective existing facilities, as well as
planned facilities within the project limits.
Applicants should note that the information provided during this stage is not always complete
or accurate and would need to be verified during the Trial Trench stage.
The Informational NOC application is initiated using the e-NOC System (See Section 2.2 and
Figures B5, B7 to B9 - Appendix B) where the applicant is offered the option of submitting the
supporting documents manually or digitally. The processes associated with the manual and
the digital submissions are elaborated upon in detail in sections 2.4.1.2 and 2.4.1.3
respectively.
The process for confirming cadastral information from the Dubai Municipality, through its
website, is provided in section 2.4.1.4.
2.4.1.1 NOC Specific Requirements
NOC information in digital format is not available from the UAE Armed Forces and DM Public
Parks & Horticulture Department.
2.4.1.2 Informational NOC: Manual Submission Process and Supporting Documents
This method of NOC submission entails the submission of supporting documents in the form
of paper drawings (hard copies) and soft copies (cd) to each affected Service Authority and
Provider. The manual submission process is illustrated in Figure 2.2.
Draft 07-12-11 2-12

Chapter 2
Log in to RTA Website at www.rta.ae. Follow

Traffic & Roads Agency link.
Register as an e-
NOC user
(Section 2.2)
 Log on to e-NOC System (NOC Web Portal) Figures B4, B5
Section 2.2  Select “Apply for Informational NOC” & B7
Appendix B
 Tick the option boxes relevant to the project
scope of work
Select either Manual or

DIGITAL SUBMISSION Digital submission
Refer to Figure 2.3 (Figure B7 - Appendix B)
Complete Online Application Form

(Figure B8)
NOC Number is generated by e-NOC System
(Figure B9 – Appendix B)
MANUAL SUBMISSION
Manual Submission with Supporting Documents

(see Table 2.1)
NOC Reference Number to be quoted with all

Submissions
Liaise with Authority to

acquire requested Authority Review
information
Authorities connected to
Late/ No response from e-NOC System to
Authority or incomplete Information provided
as requested update e-NOC system
Information Received No Yes to “Approved”
Information to be included in
Preliminary Design Stage
Figure ‎2.2: Manual Submission Process for an Informational NOC
The supporting documents to be submitted as part of the Informational NOC application are
listed in Table 2.1. Although these documents would typically provide sufficient information to
support the application, certain Service Authorities and Providers might request additional
information.
Draft 07-12-11 2-13

Chapter 2
Table ‎2.1: Typical Supporting Documents for an Informational NOC
LETTER
COVER
BLANK CD
OF KEY PLAN GENERAL LAYOUT
LETTER
AWARD
AUTHORITY
(NO. OF (NO. OF (NO. OF (SCALE) (NO. OF
(SIZE) (SCALE) (SIZE)
COPIES) COPIES) COPIES) 1:x COPIES)
WATER DEPARTMENT 1 1 1 20000 A3 1 5000 A3 

DEWA
ELECTRICITY
DEPARTMENT
1 1 1 20000 A3 1 5000 A3 
DRAINAGE & IRRIGATION

1 1 1 20000 A3 2 5000 A3 
DUBAI MUNICIPALITY
DEPARTMENT
PUBLIC PARKS &
HORTICULTURE 1 1 1 20000 A3 2 5000 A3 
DEPARTMENT
PLANNING
1 1 1 20000 A3 1 5000 A3 -
DEPARTMENT**
SURVEY DEPARTMENT** 1 1 1 20000 A3 1 5000 A3 -
PUBLIC TRANSPORT
1 1 1 20000 A3 2 5000 A3 -
AGENCY
RAIL AGENCY 1 1 1 20000 A3 2 5000 A3 

AUTHORITY
PTA - MARINE DEPT 1 1 1 20000 A3 2 5000 A3
TRA - PARKING
1 1 1 20000 A3 2 5000 A3 -
DEPARTMENT
TRA - ROADS DEPT -
ROADS & TRANSPORT
PAVEMENT MANAGEMENT 1 1 1 20000 A3 2 5000 A3 

SYSTEMS SECTION
TRA – ROADS
DEPARTMENT - ROAD
LIGHTING & TRAFFIC
1 1 1 20000 A3 2 5000 A3 
SIGNALS SECTION
TRA - ROADS &
FACILITIES MAINTENANCE
DEPT - LIGHTING
1 1 1 20000 A3 2 5000 A3 
MAINTENANCE SECTION
TRA - INTELLIGENT
TRAFFIC SYSTEMS 1 1 1 20000 A3 2 5000 A3 
DEPARTMENT
TRA – ROADS –
DEPARTMENT - NOC 1 1 1 20000 A3 2 5000 A3 
SECTION *
ETISALAT*** 1 1 1 20000 A3 2 5000 A3 
du 1 1 1 20000 A3 2 5000 A3 
UAE ARMED FORCES 1 1 1 20000 A3 2 5000 A3 -
EMPOWER Please refer to Empower website (www.empower.ae) for their requirements
TABREED 1 1 1 20000 A3 2 5000 A3 

1 1 1
DUSUP**** 1 1 20000 TBL 5000 TBL
(8) (8) (8)
CIVIL DEFENCE 1 1 1 20000 A3 2 5000 A3 
Notes:
- : Not Applicable
* : For RTA Spare Ducts Informational NOC
** : Digital plans to include DLTM reference
*** : Information provided in PDF format and if requested can be provided in CAD format
**** : 8 No x additional sets of drawings are required if any of the following service providers: EMDAD, ENOC Group
Draft 07-12-11 2-14

Chapter 2
and Dolphin Energy Limited (DEL), pipelines are affected. (This shall be confirmed during the Information NOC)
TBL : To Be Legible
Draft 07-12-11 2-15

Chapter 2
2.4.1.3 Informational NOC: Digital Submission Process and Supporting Documents

The process for applying digitally for an Informational NOC is illustrated in Figure 2.3.

Register as an e-
NOC user
(Section 2.2)
 Log on to e-NOC System (NOC Web Portal)
Section 2.2  Select “Apply for Informational NOC” Appendix B
Figures B4, B5
 Tick the option boxes relevant to the scope of
& B7
work.

MANUAL SUBMISSION Digital submission
Refer to Figure 2.2 (Figure B7 – Appendix B)
Required information to be uploaded to e-NOC

system. (Maximum size of total submission is as per
e-NOC limits)
DIGITAL SUBMISSION
NOC Number generated as reference for NOC

tracking and follow up correspondence
(Figure B9 – Appendix B)
Liaise with Authority to

acquire requested Authority Review
information
Authorities connected to
Late/ No response from Information provided e-NOC System to
Authority or incomplete by applicable update e-NOC system
Information Received No Service Authority or Yes to “Approved”
Provider
Information to be included in
Preliminary Design Stage
Figure ‎2.3: Digital Submission Process for an Informational NOC
The list of supporting documents that are to be submitted digitally is generated by the e-NOC
System. In addition to this digital submission, manual submissions are to be made to those
Service Authorities and Providers not linked to the e-NOC System (See Section 2.3.2).
Draft 07-12-11 2-16

Chapter 2
2.4.1.4 Informational NOC: ROW Coordinates Application to DM Planning and Survey

Department
The Informational NOC application to DM Planning and Survey Department should be done in
accordance with Figure 2.4.
Log in to DM Website at
www.dm.gov.ae
Register as
user
Enter registered username

and Password.
Select “Right of Way

Coordinate Service” option.
In newly opened window,

select “Request for Right of
Way Coordinates.”
Complete online application form with Required attachments: (.pdf format only)
attachments. o Cover Letter requesting Information
o Copy of Letter of Award
o Key Plan (Locality Drawing)
o Scope of Work drawing showing clear corner
coordinates
NOC Reference number is generated for
future reference. Cumulative size of attachments must not exceed the
limits as set by the System
Confirmation and approval of the request

for Information are sent to the applicant
by e-mail
.
Request approved and Information

uploaded to the system within two
working days
Figure ‎2.4: ROW Coordinates Application to DM Planning & Survey Department
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Chapter 2
2.4.2. Design NOC

2.4.2.1 Preliminary Design NOC
This type of NOC is requested during the Preliminary Design stage of a project by the
appointed Consultant and is required in order to inform Service Authorities and Providers of
the extent of proposed works, to solicit their comments or concerns, and to identify any
betterment work to be included in the scope of the projects.
The Preliminary Design NOC application is initiated using the e-NOC System (See Section 2.2
& Figures B5, B10 to B11 - Appendix B) where the applicant is offered the option of submitting
the supporting documents manually or digitally. The processes associated with the manual
and the digital submissions are elaborated upon in detail in sections 2.4.2.1 (a) and 2.4.2.1 (b)
respectively.
a) Preliminary Design NOC Process: Manual Submission Process and Supporting
Documents
of paper format drawings (hard copies) and soft copies (cd) to each affected Service Authority
and Provider. The manual submission process is illustrated in Figure 2.5.
Draft 07-12-11 2-18

Chapter 2

Register as an e-
NOC user
(Section2.2)
 Log in to e-NOC System (NOC Web Portal)

Section 2.2  Select “Apply for Preliminary Design NOC” Appendix B
 Tick the option boxes relevant to the scope of Figures B5 & B10
work

DIGITAL SUBMISSION
Digital submission
Refer to Figure 2.6
(Figure B10 - Appendix B)
Complete online application form

(Figures B11 & B12 - Appendix B)

MANUAL SUBMISSION
Liaise with Authority on Manual Submission with Supporting Documents

reason, incorporate (see Table 2.2)
comments and resubmit
under same NOC number NOC Reference Number to be quoted with all
Submissions
Review by applicable
Objection/ comments Department/ Authority
Approval
Proceed to Final Design Stage with due incorporation of any

comments attached to the NOC approval
Figure ‎2.5: Manual Submission Process for a Preliminary Design NOC
The supporting documents to be submitted as part of a Preliminary Design NOC application

are provided in Table 2.2. Although these documents would typically provide sufficient
information to support the application, certain Service Authorities and Providers might request
additional information.
Draft 07-12-11 2-19

Chapter 2
Table ‎2.2: Typical Supporting Documents for a Preliminary Design NOC
PRELIMINARY
STANDARD LETTER
COVER ROW
APPLICATION OF KEY PLAN INDEX DRAWING DETAIL PLAN CD
LETTER CROSS
FORM AWARD
SECTIONS
AUTHORITY
COPIES
COPIES
COPIES
COPIES
COPIES
COPIES
COPIES
NO. OF
NO. OF
NO. OF
NO. OF
NO. OF
NO. OF
NO. OF
SCALE
SCALE
SCALE
COPY
SOFT
SIZE
SIZE
SIZE
SIZE
1:x
1:x
1:x
WATER MS
DEPARTMENT
- 1 1 1 20000 A1 1 5000 A1 1 1000 A1 1 A1
V7
DEWA
ELECTRICITY MS
DEPARTMENT
- 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1
V7
DRAINAGE &
SEWERAGE TO
MS
DM DRAINAGE & - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A3
V7
IRRIGATION
DEPARTMENT *
IRRIGATION TO
DM DRAINAGE & MS
IRRIGATION
- 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A3
V7
DUBAI MUNICIPALITY
DEPARTMENT *
PUBLIC PARKS &
HORTICULTURE - 1 2 1 20000 A1 1 5000 A1 1 1000 A1 - - -
DEPARTMENT
PLANNING MS
DEPARTMENT***
- 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - -
V7
SURVEY MS
DEPARTMENT***
- 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - -
V7-
WASTE
MANAGEMENT - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - -
DEPARTMENT
ENVIRONMENTAL
MS
CONTROL - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - -
V7
DEPARTMENT
TRA – ROADS -
A1/ MS
DEPARTMENT - - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A3 V7
NOC SECTION **
PUBLIC
TRANSPORT 2 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - -
AGENCY
MS
RAIL AGENCY 2 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1
V7
PTA – MARINE MS
DEPT
- 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1
V7
TRA - PARKING
DEPARTMENT
- 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 -
ROADS & TRANSPORT AUTHORITY
TRA - ROADS
DEPT -
PAVEMENT MS
MANAGEMENT
- 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1
V7
SYSTEMS
SECTION
TRA – ROADS
DEPART - ROAD
LIGHTING & MS
TRAFFIC 2 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1
V7
SIGNALS
SECTION
TRA - ROADS
MAINTENANCE D
& FACILITIES MS
DEPT - LIGHTING 2 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1
V7
MAINTENANCE
SECTION
TRA -
INTELLIGENT
MS
TRAFFIC - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1
V7
SYSTEMS
DEPARTMENT
TRA – ROADS &
FACILITIES
MAINTENANCE MS
DEPT – ROADS 2 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - -
V7
MAINTENANCE
SECTION
ETISALAT - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 ACAD
du 1 1 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 ACAD
UAE ARMED FORCES - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - -

TABREED - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 ACAD
1 1 1
DUSUP**** - 1 1 7 20000 TBL 5000 TBL 1000 TBL TBL ACAD
(8) (8) (8)
CIVIL DEFENCE - 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 ACAD
Draft 07-12-11 2-20

Chapter 2
Notes:
- : Not Applicable
* : Refer to Figure 2.9 for more details on Drainage, Sewerage & Irrigation submissions.
** : Submissions for both ROW Utilities Cross Sections and RTA Spare Ducts.
*** : DLTM should be added for accuracy control
**** : 8 No x additional sets of drawings are required if any of the following service providers: EMDAD, ENOC
Group and Dolphin Energy Limited (DEL), pipelines are affected. (This shall be confirmed during the
Information NOC)
TBL : To Be Legible
Refer to Appendices C, D, E & F for examples of Design NOC supporting documents.
b) Preliminary Design NOC: Digital Submission Process and Supporting Documents

The process for applying digitally for a Preliminary Design NOC is illustrated in Figure 2.6.
Draft 07-12-11 2-21

Chapter 2

Register as an e-
NOC user
(Section 2.2)
 Log in to e-NOC System (NOC Web Portal) Appendix B

Section 2.2  Select “Apply for Preliminary Design NOC” Figures B5,
B10. B11, B32
works

Required information be uploaded to e-NOC system.

(Maximum size of total submission is as per e-NOC
limits)
DIGITAL SUBMISSION

Resubmit amended Review by applicable

Department/ Authority Approval
documents
Liaise with Authority and

amend application Objections/
accordingly Comments
Proceed to Final Design Stage with due

incorporation of any comments/ conditions
attached to the NOC approval
Figure ‎2.6: Digital Submission Process for a Preliminary Design NOC
The list of supporting documents to be submitted digitally is generated by the e-NOC System.
In addition to this digital submission, manual submissions are to be made to those Service
Authorities and Providers not linked to the e-NOC System (See Section 2.3.2).
2.4.2.2 Final Design NOC
This type of NOC is requested during the Final Design stage of a project by the appointed
Consultant and is required in order to obtain final approval for all designs and to verify that all
comments, concerns and betterment work has been addressed.
Draft 07-12-11 2-22

Chapter 2
The Final Design NOC application is initiated using the e-NOC System (See Section 2.2 &
Figures B5, B10 to B11 - Appendix B) where the applicant is offered the option of submitting
the supporting documents manually or digitally. The processes associated with manual and
digital submissions are elaborated upon in sections 2.4.2.2 (a) and 2.4.2.2 (b) respectively.
a) Final Design NOC Process: Manual Submission Process and Supporting
Documents
Providers. The manual submission process is illustrated in Figure 2.7.

Register as an e-
NOC user
(Section 2.2)
 Log in to e-NOC System Web Portal Appendix B
Section 2.2  Select “Apply for Final Design NOC” Figures B5,
 Tick the option boxes relevant to the scope of B10, B11
works

Complete online application form


MANUAL SUBMISSION

Liaise with Authority on (see Table 2.3)
reason, incorporate
comments and resubmit
under same NOC number. NOC Reference Number to be quoted with all
Submissions
Review by Applicable
Objection/ Comments
Department/ Authority
Approval
Proceed to Construction Stage with due incorporation of any

comments/ conditions attached to the NOC approval
Figure ‎2.7: Manual Submission Process for a Final Design NOC
Draft 07-12-11 2-23

Chapter 2
The supporting documents submitted as part of a Final Design NOC application are
provided in Table 2.3. Although these documents are typically sufficient to support the
application, certain Service Authorities and Providers might request additional information.
Draft 07-12-11 2-24

Chapter 2
Table ‎2.3: Typical Supporting Documents for a Final Design NOC
APPLICATION
CULATIONS
FINAL ROW
STANDARD
STANDARD
DRAWINGS
SECTIONS
LETTER
DETAIL
COVER
CROSS
FORM
CAL-
CD
LOCALITY DRAWING INDEX DRAWING DETAIL PLAN
BOQ
AUTHORITY (NO. OF COPIES)
(NO. OF COPIES)
(NO. OF COPIES)
(NO. OF COPIES)
(NO. OF COPIES)
(NO. OF COPIES)
(NO. OF COPIES)
(NO. OF COPIES)
(SOFT COPY)
(SCALE)
(SCALE)
(SCALE)
(SIZE)
(SIZE)
(SIZE)
(SIZE)
(SIZE)
(SIZE)
1:x
1:x
1:x
WATER MS
- 1 1 20000 A3 1 5000 A1 1 1000 A1 1 A1 1 A1 1 A4 Y
DEPARTMENT V7
DEWA
ELECTRICITY MS
- 2 2 20000 A3 2 5000 A1 2 1000 A1 2 A1 2 A1 2 A4 Y
DEPARTMENT V7
DRAINAGE &
SEWERAGE TO
MS
DM DRAINAGE & - 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 2 A1 2 A4 N
V7
IRRIGATION
DEPARTMENT *
IRRIGATION TO
DM DRAINAGE & MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 2 A1 2 A4 N
IRRIGATION V7
DUBAI MUNICIPALITY
DEPARTMENT *
PUBLIC PARKS &
HORTICULTURE - 1 1 20000 A1 1 5000 A1 1 1000 A1 - - - - - - N -
DEPARTMENT
PLANNING MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
DEPARTMENT*** V7
SURVEY MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
DEPARTMENT*** V7
WASTE
MANAGEMENT - 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N -
DEPARTMENT
ENVIRONMENTAL
MS
CONTROL - 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
DEPARTMENT
TRA – ROADS
A1/ MS
DEPARTMENT- - 2 2 20000 A1 2 5000 A1 2 1000 A1 2 - - - - N
A3 V7
NOC SECTION**
PUBLIC
TRANSPORT 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N -
AGENCY
MS
RAIL AGENCY 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
MS
MARINE AGENCY - 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
TRA - PARKING MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
DEPARTMENT V7
TRA ROADS
DEPARTMENT -
PAVEMENT MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
MANAGEMENT V7
SYSTEMS
SECTION
TRA – ROADS
DEPARTMENT -
ROAD LIGHTING MS
2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 2 A1 2 A4 N
& TRAFFIC V7
SIGNALS
SECTION
TRA - ROADS
MAINTENANCE
MS
DEPT - LIGHTING 2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N
V7
MAINTENANCE
SECTION
TRA -
INTELLIGENT
MS
TRAFFIC - 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N
V7
SYSTEMS
DEPARTMENT
TRA – ROADS
DEPARTMENT –
MS
ROAD 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
MAINTENANCE
SECTION
ETISALAT - 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - Y ACAD
du 1 1 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N ACAD
UAE ARMED FORCES - 2 2 20000 A1 2 5000 A1 - - - - - - - - - N -
TABREED - 2 2 10000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N ACAD
1 1 1 1
DUSUP**** - 1 10000 TBL 5000 TBL 1000 TBL TBL - - - - N ACAD
(8) (8) (8) (8)
CIVIL DEFENCE - 2 2 10000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N ACAD
Draft 07-12-11 2-25

Chapter 2
Notes:
- : Not Applicable
* : Refer to Figure 2.9 for more details on Drainage, Sewerage & Irrigation Submissions
** : Submissions for both ROW Utilities Cross Sections and RTA Spare Ducts.
*** : DLTM added to digital plans
**** : 8 No x additional sets of drawings are required if any of the following service providers: EMDAD, ENOC
Information NOC)
TBL : To Be Legible
b) Final Design NOC: Digital Submission Process and Supporting Documents

The process for applying digitally for a Final Design NOC is illustrated in Figure 2.8.
Log In to RTA Website at www.rta.ae. Follow

Register as an e-
NOC user
(Section 2.2)
 Log In to e-NOC System (NOC Web Portal) Appendix B

Section 2.2  Select “Apply for Final Design NOC” Figures B5,
B10, B11, B32
work

Required information be uploaded to e-NOC system.

(Maximum size of total submission is as per e-NOC
MANUAL SUBMISSION
limits)
Resubmit amended Review by Approval

documents applicable
Department
Liaise with Authority and

amend application Objections/
accordingly Comments
Proceed to Construction Stage with

due incorporation of any comments/
conditions attached to the NOC
approval
Draft 07-12-11 2-26

Chapter 2
Figure ‎2.8: Digital Submission Process for a Final Design NOC
Draft 07-12-11 2-27

Chapter 2
2.4.2.3 Obtaining a DM Drainage, Sewerage and Irrigation Preliminary and Final Design NOCs
The process of applying for a DM Drainage, Sewerage and Irrigation Preliminary and Final
Design NOC is illustrated in Figure 2.9.
NOC Submission for DM Drainage, Sewerage & Irrigation Networks
Projects where Projects where

RTA Determine DM
is the Client Project Owner is the Client.
Submit to DM Drainage
& Irrigation Department
(See Table 2.2 & 2.3)
Submit Drainage & Sewerage Submit Irrigation Submissions
Applicant
Submissions to RTA Roads to RTA Roads Department –

Department – NOC Section* NOC Section* Amend
(See Tables 2.2 & 2.3) Amend Design (See Tables 2.2 & 2.3) Design
Amend
Design
Objection / Comments
RTA Objection / RTA Objection /
Review Comments Review Comments
RTA
No Comments No Comments
Forwarded to DM Drainage & Forwarded to DM Drainage &

Irrigation Department Irrigation Department (Irrigation
(Drainage & Sewerage Section)
Section)
e-NOC System updated to

DM Objection / DM Objection / “Supporting Documents
Review ** Comments Review Comments Received”
Dubai Municipality
DM
Review
DM Drainage & Irrigation Dept Approval
(DM will stamp approved drawings and return drawings to Consultant)
DM Drainage & Irrigation

Department Approval
Notes: Approval Letter forwarded to RTA Roads Dept – NOC Section
* : Proof of submission(DMtowill
RTA,stamp
as approved
well as adrawings
Scope ofand returndrawing,
Works drawingsshould
to Consultant)
be submitted to DM Drainage and Irrigation Department
in order for them to update the status of the NOC application on the e-NOC System to supporting documents received.
RTA – Roads Dept – NOC Section forwards approval letter to Consultant
** : DM review takes place in the presence of the Consultant’s Approved Drainage Engineer. It is the Consultants responsibility to
arrange this meeting and will typically occur two weeks after submission to the RTA.
Figure ‎2.9: DM Drainage, Sewerage & Irrigation Submission Processes for Preliminary and Final
Design NOCs
2.4.3. Trial Trench NOC

The Trial Trench NOC is required to obtain permission from the relevant Service Authorities
and Providers to excavate trial trenches within the project limits to verify and ascertain the
exact position of existing utilities.
Draft 07-12-11 2-28

Chapter 2
The Trial Trench NOC application is initiated using the e-NOC System (See Section 2.2 &
Figures B5, B18 to B20 - Appendix B) where the applicant is offered the option of submitting
the supporting documents manually or digitally. The processes associated with the manual
and the digital submissions are elaborated upon in detail in sections 2.4.3.1 and 2.4.3.2
respectively.
Draft 07-12-11 2-29

Chapter 2
2.4.3.1 Trial Trench NOC: Manual Submission Process and Supporting Documents
Provider. The manual submission process is illustrated in Figure 2.10.
Log on to RTA Website at www.rta.ae. Follow

Register as an e-
NOC user
(Section 2.2)
 Log on to e-NOC System (NOC Web Portal) Appendix B

Section 2.2  Select “Apply for Trial Trench NOC” Figures B5,
 Tick the option boxes relevant to the scope of B18 to B20
work


MANUAL SUBMISSION

Liaise with Authority and (see Table 2.4)
amend application
accordingly NOC Reference Number to be quoted with all
Submissions
Not granted Department/ Authority
Granted
Contractor to proceed with Trial Trenches upon securing

all relevant Trial Trench NOCs
Figure ‎2.10: Manual Submission Process for a Trial Trench NOC
The supporting documents to be submitted as part of a Trial Trench NOC application are
support the application, some Service Authorities and Providers might request additional
information.
Draft 07-12-11 2-30

Chapter 2
Table ‎2.4: Typical NOC Supporting Documents for a Trial Trench NOC
COVER LETTER
APPLICATION
STANDARD
FORM
KEY PLAN GENERAL DRAWING * CD
AUTHORITY
(SOFT COPY)
COPIES)
COPIES)
COPIES)
COPIES)
(SCALE)
(SCALE)
(NO. OF
(NO. OF
(NO. OF
(NO. OF
(SIZE)
(SIZE)
WATER DEPARTMENT 1 - 1 20000 A1 1 5000 A1 MS V7
DEWA
ELECTRICITY DEPARTMENT 2 - 2 20000 A1 2 5000 A1 MS V7

DRAINAGE & IRRIGATION
2 - 2 20000 A1 2 5000 A1 MS V7
MUNICI
PALITY
DUBAI
DEPARTMENT
PUBLIC PARKS & HORTICULTURE
2 - 2 20000 A1 2 5000 A1 -
DEPARTMENT
TRA ROADS DEPARTMENT – NOC
2 - 2 20000 A1 2 5000 A1 MS V7
SECTION
TRA - ROAD MAINTENANCE
ROADS AND TRANSPORT
2 2 2 20000 A1 2 5000 A1 MS V7
SECTION
TRA – ROADS MAINTENANCE
DEPT - LIGHTING MAINTENANCE 2 2 2 20000 A1 2 5000 A1 MS V7
SECTION
TRA - ITS DEPARTMENT 2 2 2 20000 A1 2 5000 A1 MS V7
AUTHORITY
PUBLIC TRANSPORT AGENCY 2 2 2 20000 A1 2 5000 A1 MS V7
RAIL AGENCY 2 2 2 20000 A1 2 5000 A1 MS V7
ETISALAT 2 - 2 20000 A1 2 5000 A1 ACAD
du 2 2 2 20000 A1 2 5000 A1 ACAD
UAE ARMED FORCES 2 - 2 20000 A1 2 5000 A1 -
TABREED 2 - 2 20000 A1 2 5000 A1 ACAD
1 1
DUSUP** 1 - 20000 TBL 5000 TBL ACAD
(8) (8)
CIVIL DEFENCE 2 - 2 20000 A1 2 5000 A1 ACAD
NOTES:
- : Not Applicable
* : The General Plan (Scope of Work drawings) for Trial Trench NOCs, should include, in tabular format, DLTM
Coordinates of the proposed trial trenches as well as the Length, Width, Area, Depth, Reinstatement by,
Payment by, as well as the Quantity of Asphalt (carriage way), Tiles (sq./IL), Unmade, Hard
shoulder/Parking and Landscaping that will be disturbed (See Appendix B, Figure B20).
** : 8 No x additional sets of drawings are required if any of the following service providers: EMDAD, ENOC
Information NOC)
TBL : To Be Legible
Draft 07-12-11 2-31

Chapter 2
2.4.3.2 Trial Trench NOC: Digital Submission Process and Supporting Documents
The process for applying digitally for a Trial Trench NOC is shown in Figure 2.11.
Log on to RTA Website at www.rta.ae. Follow

Register as an e-
NOC user
(Section 2.2)
 Log on to e-NOC System (NOC Web Portal) Appendix B

work
Select either
MANUAL SUBMISSION
Manual or Digital
Refer to Figure 2.10
submission
Required information uploaded to e-NOC system.

Liaise with Authority (Max. size of total submission is as per e-NOC limits)
MANUAL SUBMISSION
and amend
application NOC Number generated as reference for NOC
accordingly tracking and follow up correspondence
Not Granted Department/ Authority
Granted
Contractor to proceed with Trial

Trenches upon securing all relevant
Trial Trench NOCs
Figure ‎2.11: Digital Submission Process for a Trial Trench NOC
Draft 07-12-11 2-32

Chapter 2
2.4.4. Construction NOC

A Construction NOC is obtained to allow the Contractor to commence with construction. The
Construction NOC application is initiated using the e-NOC System (See Section 2.2 & Figures
B5, B13 to B17- Appendix B) where the applicant is offered the option of submitting the
supporting documents manually or digitally. The processes associated with the manual and
the digital submissions are elaborated upon in detail in sections 2.4.4 (b) and 2.4.4 (c)
respectively.
a) NOC Specific requirements
 All Construction NOC documents must be stamped by the Consultant or by the client
in the event that the project is directly supervised by the Client
 Approved Final Design NOCs must be attached to all applications for Construction
NOCs.
b) Construction NOC Process: Manual Submission Process and Supporting
Documents
This method of Construction NOC submission entails the submission of supporting documents
in the form of paper drawings (hard copies) and soft copies (cd) to each affected Service
Authority and Provider. The manual submission process is illustrated in Figure 2.12.
Draft 07-12-11 2-33

Chapter 2

Register as an e-
NOC user
(Section 2.2)
Section 2.2  Select “Apply for Construction NOC” Figures B5,
work

DIGITAL SUBMISSION
Digital submission
Refer to Figure 2.13

MANUAL SUBMISSION

Liaise with Authority and amend (see Table 2.5)
application accordingly
NOC Reference Number to be quoted with all
Submissions
Objection/ Comments Department/ Authority
Approval
Contractor may proceed with Construction and the

submission of associated shop drawings
Figure ‎2.12: Manual Submission Process for a Construction NOC
The supporting documents to be submitted as part of a Construction NOC application are

support the application, certain Service Authorities and Providers might request additional
information.
Draft 07-12-11 2-34

Chapter 2
Table ‎2.5: NOC Supporting Documents for a Construction NOC
COVER LETTER
APPLICATION
ROW CROSS
CULATIONS
STANDARD
APPROVED
SECTIONS
SPECIAL
DETAILS
DETAIL PLANS AS
FORM
CAL-
CD
BOQ WITHOUT RATES
KEY PLAN INDEX DRAWING APPROVED UNDER
FINAL DESIGN STAGE
AUTHORITY
NO. OF COPIES
NO. OF COPIES
NO. OF COPIES
NO. OF COPIES
NO. OF COPIES
NO. OF COPIES
NO. OF COPIES
NO. OF COPIES
SOFT COPY
SCALE
SCALE
SCALE
SIZE
SIZE
SIZE
SIZE
SIZE
SIZE
1:x
1:x
1:x
WATER MS
- 1 1 20000 A3 1 5000 A1 1 1000 A1 1 A1 1 A1 1 A4 N
DEWA
DEPARTMENT V7
ELECTRICITY MS
- 2 2 20000 A3 2 5000 A1 2 1000 A1 2 A1 2 A1 2 A4 Y
DEPARTMENT V7
DRAINAGE &
MS
IRRIGATION - 2 2 20000 A1 2 10000 A1 2 1000 A1 2 A1 2 A1 2 A4 N
V7
DEPARTMENT
PUBLIC PARKS &
HORTICULTURE 2 1 1 20000 A1 1 5000 A1 1 1000 A1 - - - - - - N -
DEPARTMENT
DUBAI MUNICIPALITY
PLANNING MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
DEPARTMENT ** V7
SURVEY MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
DEPARTMENT ** V7
SITE OFFICE
MS
PERMIT - 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
DEPARTMENT
WASTE
MANAGEMENT - 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N -
DEPARTMENT
ENVIRONMENTAL
MS
CONTROL - 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
DEPARTMENT
TRA - ROADS
MS
DEPARTMENT – - 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N
V7
NOC SECTION *
PUBLIC
TRANSPORT 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N -
AGENCY
MS
RAIL AGENCY 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
MS
MARINE AGENCY - 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
TRA - PARKING MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
DEPARTMENT V7
TRA ROADS
DEPARTMENT -
PAVEMENT MS
- 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
MANAGEMENT V7
SYSTEMS
SECTION
TRA – ROADS
DEPARTMENT -
ROAD LIGHTING MS
2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 2 A1 2 A4 N
& TRAFFIC V7
SIGNALS
SECTION
TRA - ROADS
MAINTENANCED
EPARTMENT - MS
2 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N
LIGHTING V7
MAINTENANCE.
SECTION
TRA -
INTELLIGENT
MS
TRAFFIC - 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N
V7
SYSTEMS
DEPARTMENT
TRA – ROADS –
DEPARTMENT -
MS
ROADS 2 2 2 20000 A1 2 5000 A1 2 1000 A1 - - - - - - N
V7
MAINTENANCE
SECTION
ETISALAT - 2 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - Y ACAD
du 1 1 2 20000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N ACAD
UAE ARMED FORCES - 2 2 20000 A1 2 5000 A1 - - - - - - - - - N -
TABREED - 2 2 10000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N ACAD
1 1 1 1
DUSUP*** - 1 10000 TBL 5000 TBL 1000 TBL TBL - - - - N ACAD
(8) (8) (8) (8)
Draft 07-12-11 2-35

Chapter 2
CIVIL DEFENCE - 2 2 10000 A1 2 5000 A1 2 1000 A1 2 A1 - - - - N ACAD
Notes:
- : Not Applicable
* : Submissions for both ROW Utilities Cross sections and RTA Spare Ducts.
** : Submissions for both demarcation checking and Survey Control Point. Digital plans dltm to be submitted.
*** : 8 No x additional sets of documents are required if any of the following service providers: EMDAD, ENOC
Information NOC)
TBL : To Be Legible
Draft 07-12-11 2-36

Chapter 2
c) Construction NOC: Digital Submission Process and Supporting Documents

The process for applying digitally for a Construction NOC is shown in Figure 2.13.

Register as an e-
NOC user
(Section 2.2)

 Tick the option boxes relevant to the scope of B13 to B17,
B32
work.
Select either
MANUAL SUBMISSION Manual or Digital
Refer to Figure 2.12 submission
Required information to be uploaded to e-NOC

system. (Maximum size of total submission is as per
DIGITAL SUBMISSION
e-NOC limits)

Resubmit amended Review by applicable Approval

documents Department/ Authority
Liaise with Authority and Objections/

amend application Comments
accordingly
Contractor may proceed with

Construction and the submission of
associated shop drawings
Figure ‎2.13: Digital Submission Process for a Construction NOC
Draft 07-12-11 2-37

Chapter 2
2.5. Where to Submit NOC Applications

Tables 2.6 through 2.9 summarize the contact information for the various Service Authorities
and Providers. This information however is subject to change by the relevant Service
Authorities and Providers. For further information regarding the various Service Authorities
and Providers, including their emergency contact details refer to detailed profile sheets of
each included in Appendix A.
Table ‎2.6: Contact Information for a RTA NOC Submission
Authority Address on Cover Submission Venue and

Letter Addressed To:
Applicable Department/ Section Letter Timings
RTA HQ (New Building)

Roads & Transport
Roads Department Marrakech Street, Garhoud
Authority (RTA)
Customer Services Building
The Manager – NOC Section PO Box 118899
NOC Section NOC Submission Counter
Dubai
Sunday to Thursday
UAE
7:30 to 14:30
Roads & Transport
Marrakech Street, Garhoud
Roads Department Authority (RTA)
The Head of Department – Customer Services Building
PO Box 118899
Roads Maintenance NOC Submission Counter
Roads Maintenance Section Dubai
Sunday to Thursday
UAE
7:30 to 14:30
Roads & Transport
The Head of Section – Authority (RTA)
Customer Services Building
Pavement Management PO Box 118899
Pavement Management NOC Submission Counter
Systems Dubai
Systems Section Sunday to Thursday
UAE
7:30 to 14:30
Roads & Transport
Roads Department Authority (RTA)
The Head of Section – Customer Services Building
PO Box 118899
Lighting Maintenance NOC Submission Counter
Lighting Maintenance Section Dubai
Sunday to Thursday
UAE
7:30 to 14:30
Roads & Transport
Authority (RTA)
The Head of Section – Road Customer Services Building
PO Box 118899
Road Lighting & Traffic Lighting & Traffic Signals NOC Submission Counter
Dubai
Signals Section Sunday to Thursday
UAE
RTA
7:30 to 14:30
Roads & Transport
Authority (RTA)
Intelligent Traffic Systems The Head of Department – Customer Services Building
PO Box 118899
Department ITS NOC Submission Counter
Dubai
Sunday to Thursday
UAE
7:30 to 14:30
Roads & Transport
Authority (RTA)
The Head of Department – Customer Services Building
Parking Department PO Box 118899
Parking Department NOC Submission Counter
Dubai
Sunday to Thursday
UAE
7:30 to 14:30
Roads & Transport Marrakech Street, Garhoud
Rail Agency
Authority (RTA) Customer Services Building
The Manager – Rail Right of
PO Box 118899 NOC Submission Counter
Rail Right of Way Services Way Services
Dubai
Department
UAE Sunday to Thursday
7:30 to 14:30
Roads & Transport Marrakech Street, Garhoud
Marine Agency
Authority (RTA) Customer Services Building
The Manager – Maritime
PO Box 118899 NOC Submission Counter
Maritime Infrastructure Infrastructure Project
Dubai
Projects
UAE Sunday to Thursday
7:30 to 14:30
RTA Offices - AL Muhaisnah 4
Roads & Transport
Public Transport Agency G+3 Building – 3rd Floor
The Manager – Public Authority (RTA)
Secretary
Transport PO Box 118899
Public Transport
Projects Department Dubai
Projects Department Sunday to Thursday
UAE
7:30 to 14:30
Draft 07-12-11 2-38

Chapter 2
Table ‎2.7: Contact Information for a DEWA NOC Submission
Authority Address on Cover Submission Venue

Applicable Department/ Section Letter and Timings
DEWA Head Office – Al

Dubai Electricity and Water
Garhoud
Authority (DEWA)
Ground Floor
–Snr Manager – Infrastructure
Water Department NOC Submission Counter
Information & Permits Dept. PO Box 564
Dubai
Sunday to Thursday
DEWA
UAE
7:30 to 14:30
DEWA Head Office – Al
Dubai Electricity and Water
Garhoud
The Head of Division - Authority (DEWA)
Ground Floor
Electricity Snr Manager –
Electricity Department NOC Submission Counter
Infrastructure Information & PO Box 564
Permits Dept. Dubai
Sunday to Thursday
UAE
7:30 to 14:30
Table ‎2.8: Contact Information for a Dubai Municipality NOC Submission

Dubai Municipality Main Building
Dubai Municipality
Drainage & Irrigation Department
PO Box 67
Drainage & Irrigation The Head of Department – 6th Floor
Dubai
Department Drainage & Irrigation
UAE
Sunday to Thursday
7:30 to 14:30
Public Parks & Horticulture
Dubai Municipality Building
PO Box 67 Creek Park
Public Parks & Horticulture The Head of Department –
Dubai NOC Submission Desk
Department Public Parks & Horticulture
UAE
Sunday to Thursday
7:30 to 14:30
Dubai Municipality Main Building
Dubai Municipality
Waste Services Section
Dubai Municipality
The Head of Department – PO Box 67

Waste Management 3rd Floor, Room 25
Waste Management Dubai
Department
Department UAE
Sunday to Thursday
7:30 to 14:30
Dubai Municipality Building –
Creek
Dubai Municipality 20 Baniyas Road, Al Rigga,
PO Box 67 Deira
The Head of Department –
Planning Department Dubai Planning Department
Planning
UAE 1st Floor
Sunday to Thursday
7:30 to 14:30
Dubai Municipality Building –
Creek
Dubai Municipality 20 Baniyas Road, Al Rigga,
PO Box 67 Deira
The Head of Department –
Survey Department Dubai Survey Department
Survey
UAE 1st Floor
Sunday to Thursday
7:30 to 14:30
Draft 07-12-11 2-39

Chapter 2
Table ‎2.9: Contact Information for Other Service Authorities and Provider’s NOC Submission

Etisalat Building
Etisalat Deira
Etisalat
P O Box 1150 9th Floor

Planning Department The Head of Department Dubai NOC Submission Desk
UAE
Sunday to Thursday
7:30 to 14:30
DIACBuilding 9
Du
Ground Floor
P O Box 502666
NOC Counter
du
Civil Department The Head of Department Dubai

UAE
Sunday to Thursday
8:00 to 13:00
DUSUP Building
Dubai Supply Authority
The Ruler’s Office
(DUSUP)
DUSUP
Bur Dubai
P O Box 207
NOC Department* The General Manager Fax no: (04) 353-6240
Dubai
UAE
Sunday to Thursday
7:30 to 14:30
Empower Office
Dubai Healthcare City
Empower
Empower
Building 33
P O Box 8081
2nd Floor
Infrastructure Department The Head of Department Dubai
Secretary
UAE
Sunday to Thursday
7:30 to 14:30
Tabreed Building
National Central Cooling Co.
Tabreed
Back of Times Square Shopping

(PJSC)
Centre
Projects Department The Head of Department P O Box 32444
Dubai
Sunday to Thursday
UAE
7:30 to 14:30
NOC Building outside Military
UAE Armed
G.H.Q Base
Forces
UAE Armed Forces University City Road

Fiber Optic Section The Head of Section Signal Corps Sharjah
Al Falah Camp
Sharjah Sunday to Thursday
7:30 to 12:00
Civil Defence Headquarters
Defence
Al Qusais 2nd
Civil Defence Base
Civil
Beirut Street
NOC Department The Head of Department Al Qusais 2nd
Beirut Street
Sunday to Thursday
7:30 to 14:30
Notes:
* : General Manager's office is located at The Ruler’s Office in Bur Dubai, behind Dubai Museum at the Creek.
DUSUP Pipeline Department Office is located at Jebel Ali Industrial Area 1
Draft 07-12-11 2-40

CHAPTER 3
Defects Liability Certificates
Chapter 3
Defects Liability Certificate
Table of Contents
CHAPTER 3 DEFECTS LIABILITY CERTIFICATE ........................ 3-3

3.1. Introduction ............................................................................................................................ 3-3
3.2. Acquiring a Defects Liability Certificate ............................................................................. 3-3

3.2.1. Defining the Applicable Terminology .................................................................................. 3-3
3.2.2. The Process in Acquiring a Defects Liability Certificate ..................................................... 3-4
3.2.3. Final Clearance ................................................................................................................... 3-6
3.3. Supporting Documents required for a Defects Liability Certificate ................................. 3-6
Draft 07-12-11 3-1

Chapter 3
List of Tables
Table 3.1 The Definitions of the Defects Liability Certificate and Taking-Over Certificate
as per the Standard RTA Conditions of Contract ....................................................... 3-3
Table 3.2 As Built Drawings Required for Defects Liability Certificate Applications…………….3-7
List of Figures
Figure 3.1: The Process in Acquiring a Defects Liability Certificate .................................................... 3-5
Draft 07-12-11 3-2

Chapter 3
Chapter 3 Defects Liability Certificate

3.1. Introduction
The Defects Liability Certificate is an important contractual document since it constitutes
approval of the works and is a prerequisite for the release of the Final Retention and the
Performance Security Bond. Thus, it is imperative that the process in acquiring the Defects
Liability Certificate for RTA projects is outlined for the benefit of all stakeholders involved in
the execution of contracts within the Right of Way.
3.2. Acquiring a Defects Liability Certificate
3.2.1. Applicable Terminology

Defects Liability Certificate and the term Taking-Over Certificate are defined in the RTA
Standard Conditions of contract and appear in Table 3.1.
Table ‎3.1 The Definitions of the terms Defects Liability Certificate and Taking-Over
Certificate as per the Standard RTA Conditions of Contract
The Contract shall not be considered as completed until a Defects Liability

Certificate shall have been signed by the Engineer and delivered to the
Employer, with a copy to the Contractor, stating the date on which the
Contractor shall have completed his obligations to execute and complete the
Works and remedy any defects therein to the Engineer ‘s satisfaction.
Defects The Defects Liability Certificate shall be given by the Engineer within 28
Liability days after the expiration of the Defects Liability Period, or, if different defects
Certificate liability periods shall become applicable to different Sections or parts of the
Permanent Works, the expiration of the latest such period, or as soon
thereafter as any works instructed, pursuant to Clauses 49 and 50, have
been completed to the satisfaction of the Engineer. Provided that the issue
of the Defects Liability Certificate shall not be a condition precedent to
payment to the Contractor of the second portion of the Retention Money in
accordance with the conditions set out in Sub-Clause 60.3.
The Employer will attend with the Engineer, or subject to the provisions of
Clause 2, with the Engineer‘s Representative, and Tests on Completion or
inspections prescribed by the Contract for the whole of the Works or any
Section or part thereof. When the whole of the Works have been
substantially completed and have satisfactorily passed all Tests on
Completion prescribed by the Contract, the Contractor may give a notice to
that effect to the Engineer, accompanied by a written undertaking to finish
Taking- with due expedition any outstanding work during the Defects Liability Period.
Over Such notice and undertaking shall be deemed to be a request by the
Certificate Contractor for the Engineer to issue a Taking-Over Certificate in respect of
the Works.
The Engineer shall, within 28 days of the date of delivery of such notice and
after consultation with the Employer, either issue to the Contractor, with a
copy to the Employer, a Taking-Over Certificate, stating the date on which, in
his opinion, the Works were substantially completed in accordance with the
Contract, or give instructions in writing to the Contractor specifying all the
work which, in the Engineer‘s opinion, is required to be done by the
Draft 07-12-11 3-3

Chapter 3
Contractor before the issue of such Certificate. The Engineer shall also notify
the Contractor of any defects in the Works affecting substantial completion
that may appear after such instructions and before completion of the Works
specified therein. The Contractor shall be entitled to receive such Taking-
Over Certificate within 28 days of completion, to the satisfaction of the
Engineer, of the Works so specified and remedying any defects so notified.
3.2.2. The Process in Acquiring a Defects Liability Certificate

The process in acquiring a Defects Liability Certificate entails acquiring a Final Clearance from
the various Services Authorities and Providers and a Taking-Over Certificate from the RTA
and is illustrated in Figure 3.1.
Once the Contractor has completed the works or a substantial portion of the works, the
Contractor may request a Taking-Over Certificate from the Engineer (Supervising Consultant).
The Engineer will respond and either reject the request, or if the works are satisfactory, issue
a Snag List. At the same time, the Engineer will send a letter to the RTA with a copy of the
Snag List requesting the formation of an RTA Handing-Over Committee.
The Handing-Over Committee, which is comprised of representatives of the various Employer
internal departments, will conduct a site inspection in the presence of the Engineer. Any snags
that have not been satisfactorily completed will be identified, and the Contractor will be given
two weeks to rectify these snags.
Once the snags have been rectified, the Engineer will issue a Handing-Over Certificate and
request that the RTA respond with a Taking-Over Certificate. The date of issue of the Taking-
Over Certificate coincides with the start of the Defects Liability Period.
At the same time as the acquisition of a Taking-Over Certificate, the Contractor applies for a
Final Clearance from the Service Authorities and Providers for the utility works performed as
part of the contract. The Contractor will submit, as part of the supporting documents, for the
Final Clearance all as-built drawings and test results. The respective Service Authority or
Provider will then inspect the site and, if satisfied, issue a Final Clearance.
On completion of the Defects Liability Period, the Contractor may then apply to the Engineer
for a Defects Liability Certificate. The Engineer will forward this application to the RTA and the
Contracts & Purchasing Department will review the relevant supporting documents. Once
each member of the Handing-Over Committee is satisfied, an instruction to issue the Defects
Liability Certificate to the Contractor will be given to the Engineer.
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Chapter 3
The process in acquiring a Defects Liability Certificate is illustrated in Figure 3.1.
Works or Portion of Works

Completed
Contractor reconciles all test Contractor applies for a Taking

results and prepares all relevant Over Certificate
as-built drawings for utilities work Rejected
(with instructions to
contractor as to the
work that needs to be
completed in order to
apply for a Taking
Engineer reviews Over Certificate)
the application
Contractor applies for Final

Clearance from Service Authorities
and Providers Approved
Engineer issues Snag List and

copies to the Employer with a
request to form a Handing Over
Committee
Service Authority
and Providers SITE INSPECTION
Rejected
review RTA Handing-Over Committee

submission inspects Site and contractor given
2 weeks to complete outstanding
snags
Engineer issues a Handing-Over

Certificate to the Contractor, once
SITE INSPECTION satisfied that snags have been
completed and requests that RTA
issue a Taking-Over Certificate to
the Contractor.
Approved
RTA issues a Taking-Over
Certificate to the Contractor
Service Authority and Providers

issue Final Clearance and return
DEFECTS LIABILITY PERIOD
signed as-built drawings to the
Contractor
Contractor applies for Defects

Liability Certificate
Other Supporting Documents
(See Section 3.3)
Contracts & Purchasing Dept.
Audits and checks the following:
 Material Reconciliation Sheets
RTA Handing  NOCs and Final Clearances
Rejected
Over Committee  Taking Over Certificate and Snag
reviews List
application
Incomplete or  Proof of non arrears at with the
incorrect supporting Dubai Central Laboratory (DCL)
documents  Approved As built drawings
 Final Account
RTA issues Defects Liability

Certificate
Figure 3.1: The Process in Acquiring a Defects Liability Certificate
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Chapter 3
3.2.3. Final Clearance

A key component in acquiring a Defects Liability Certificate is the Final Clearance. Typically,
upon completion of the utilities’ works, the Contractor applies for a Final Clearance from the
affected Service Authorities and Providers. The Final Clearance will only be issued if all the
required tests and as-built drawings have been completed. These tests typically include , but
are not limited to duct crossing tests and the relevant utility network tests and are tested in
part or as a whole, as specified in the Contract and to the satisfaction of the relevant Service
Authority and Provider.
The following documents are to be submitted to the relevant Service Authority and Provider in
order to obtain a Final Clearance Certificate.
 All relevant Construction NOCs
 Applicable Test Results
 Approved Signed Duct Crossing Drawings
 All Relevant Approved As-Built Drawings

The Final Clearance together with the above documents should be included with the
Contractors application for the Defects Liability Certificate.
3.3. Supporting Documents required for a Defects Liability Certificate

The following supporting documents are required by the Contracts & Purchasing Department
in order to process a Defects Liability Certificate application and includes:
 Approved As-Built Drawings signed by the relevant Service Authorities and Providers,
which are listed in detail in Table 3.2.
 All Construction NOCs.
 Material Reconciliation Schedules signed by the Service Authorities and Providers.
 Final Clearance Certificates from all relevant Service Authorities and Providers.
 Proof that the Contractor is not in arrears with the Dubai Central Laboratory (DCL).
 Copy of the Taking-Over Certificate.
 Copy of the Snag List.

.
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Chapter 3
Table ‎3.2: As Built Drawings Required for Defects Liability Certificate Applications
MATERIAL RECONCILIATION
LETTER
COVER
AS-BUILT ROW AS-BUILT
INDEX DRAWING AS-BUILT DETAIL PLANS* CROSS SPECIAL CD
SECTIONS * DETAILS *
SHEET
AUTHORITY
(NO OF COPIES)
(NO OF COPIES)
(NO OF COPIES)
(NO OF COPIES)
(NO OF COPIES)
(SOFT COPY)
(SCALE)
(SCALE)
(SIZE)
(SIZE)
(SIZE)
(SIZE)
1:x
1:x
MS
WATER DEPARTMENT 1 1 5000 A1 1 1000 A1 1 A1 1 A1 Y
V7
DEWA
ELECTRICITY MS
3 3 5000 A1 3 1000 A1 3 A1 3 A1 Y
DEPARTMENT V7
DRAINAGE & IRRIGATION MS
1 1 10000 A3 - - - - - - - Y
DEPARTMENT V7
PUBLIC PARKS &
DUBAI MUNICIPALITY
HORTICULTURE 1 1 5000 A1 1 1000 A1 - - - - N -

DEPARTMENT
MS
SURVEY DEPARTMENT 2 2 5000 A1 2 1000 A1 - - - - N
V7
WASTE MANAGEMENT
2 2 5000 A1 2 1000 A1 - - - - N -
DEPARTMENT
ENVIRONMENTAL MS
2 2 5000 A1 2 1000 A1 - - - - N
CONTROL DEPARTMENT V7
TRA – ROADS –
MS
DEPARTMENT - NOC 2 2 5000 A1 2 1000 A1 2 A1 - - N
V7
SECTION *
PUBLIC TRANSPORT
2 2 5000 A1 2 1000 A1 - - - - N -
AGENCY
MS
RAIL AGENCY 2 2 5000 A1 2 1000 A1 - - - - N
V7
MS
MARINE AGENCY 2 2 5000 A1 2 1000 A1 - - - - N

V7
TRA - PARKING MS
2 2 5000 A1 2 1000 A1 - - - - N
DEPARTMENT V7
TRA - ROADS
DEPARTMENT - PAVEMENT MS
2 2 5000 A1 2 1000 A1 - - - - N
MANAGEMENT SYSTEMS V7
SECTION
TRA – ROADS
DEPARTMENT - ROAD MS
2 2 5000 A1 2 1000 A1 2 A1 2 A1 N
LIGHTING & TRAFFIC V7
SIGNALS SECTION
TRA - ROADS
MAINTENANCE MS
2 2 5000 A1 2 1000 A1 2 A1 - - N
DEPARTMENT - LIGHTING V7
MAINTENANCE SECTION
TRA - INTELLIGENT
MS
TRAFFIC SYSTEMS 2 2 5000 A1 2 1000 A1 2 A1 - - N
V7
DEPARTMENT
TRA – ROADS DEPT. –
MS
ROADS MAINTENANCE 2 2 5000 A1 2 1000 A1 - - - - N
V7
SECTION
ETISALAT 2 2 5000 A1 2 1000 A1 2 A1 - - Y ACAD
du 1 2 5000 A1 2 1000 A1 2 A1 - - Y ACAD
UAE ARMED FORCES 2 2 5000 A1 - - - - - - - N -
EMPOWER Refer to Empower’s website for current supporting documents required - www.empower.ae
TABREED 2 2 5000 A1 2 1000 A1 2 A1 - - N ACAD
DUSUP 2 2 5000 A1 2 1000 A1 2 A1 - - N ACAD
CIVIL DEFENCE 2 2 5000 A1 2 1000 A1 2 A1 - - N ACAD
- : Not Applicable
General Notes:
 As-built Drawings must be signed off by applicable Service Authority and Provider.
 All as-built drawings must adhere strictly to the specific Service Authority and Providers drawing legends.
Draft 07-12-11 3-7

PART II :
RIGHT OF WAY DEVELOPMENT AND THE
DISTRIBUTION AND ACCOMMODATION OF
UTILITIES
CHAPTER 4
Guidelines for Developing a Right of Way
Utilities Cross Section
Chapter 4
Guidelines for Developing a Right of Way Utilities Cross Section
Table of Contents
CHAPTER 4 GUIDELINES FOR DEVELOPING A RIGHT OF WAY

UTILITIES CROSS SECTION .............................................................. 4-3
4.1. Introduction............................................................................................................................. 4-3
4.2. Typical ROW Utilities Cross Sections .................................................................................. 4-4
4.3. Determining the Ideal Right of Way Width ........................................................................... 4-5
4.4. Land Requirement and Expropriation Process ................................................................... 4-5
4.5. Utility Corridor Sequencing Considerations ....................................................................... 4-6

4.5.1. General Utility Corridor Arrangement ............................................................................... 4-7
4.5.2. Utility Corridor Positioning Relative to the Roadway Elements ........................................ 4-7
4.5.3. Variation in Corridor Width ................................................................................................ 4-8
4.5.4. Contamination of Potable Water ....................................................................................... 4-8
4.5.5. Potential Road Widening .................................................................................................. 4-8
4.5.6. Access to Utilities .............................................................................................................. 4-8
4.5.7. Utility Corridors Defined by the Road Alignment .............................................................. 4-8
4.5.8. Management of Existing Utilities and Service Infrastructure ............................................ 4-8
4.5.9. Landscaping Requirements .............................................................................................. 4-9
4.5.10. Public Transport & Pedestrian Facilities Requirements ................................................... 4-9
4.5.11. Utilities Facilities ............................................................................................................... 4-9
4.5.12. Additional Utilities .............................................................................................................. 4-9
4.6. Preparation and Presentation of ROW Utilities Cross Sections Drawings .................... 4-10
4.6.1. Service Authorities & Providers’ Assessment of ROW Utilities Cross Sections ............. 4-10
4.6.2. Location and Frequency of Required ROW Utility Cross Sections ................................. 4-10
4.6.3. Presentation of ROW Utility Cross Sections Drawings ................................................... 4-13
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Chapter 4
List of Tables
Table 4.1: Utility Positioning Relative to the Roadway Elements .................................................... 4-7
Table 4.2: Corridor Widths for Certain Additional Utilities ................................................................ 4-9
List of Figures
Figure 4.1: Inputs in Developing a Proposed ROW Utilities Cross Section ................................... 4-3
Figure 4.1: The Process of Developing Proposed ROW Utilities Cross Section ............................ 4-3
Figure 4.2: *Typical Roadway Elements and Utilities within a ROW Utilities Cross Section .......... 4-4
Figure 4.3: Requirements for Determining the Ideal ROW Width................................................... 4-5
Figure 4.4: Land Requirement and Expropriation Process ............................................................. 4-6
Figure 4.5: Multiple Utility Cross Section Locations due to Utility Variation ................................. 4-11
Figure 4.6: Multiple Utility Cross Section Locations due to Roadway Variation ........................... 4-12
Figure 4.7: Multiple Utility Cross Section Locations due to Utility Corridor Variation ................... 4-12
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Chapter 4
Chapter 4 Guidelines for Developing a Right of

Way Utilities Cross Section
4.1. Introduction
The economic advancement and rapid development of the Emirate of Dubai has been
accompanied by a substantial increase in the population and a surge in demand for utilities.
With the expansion of the various utility networks to meet this demand, there has been an
increase in the amount and magnitude of utilities within the Right of Way which has resulted in
space restrictions, utility conflicts and an ever increasing need to expropriate land.
To address these challenges, this chapter aims to provide guidance on the process of how to
best distribute and arrange utilities within the Right of Way, as well as the development of the
various ROW Utilities Cross Section Drawings that would typically accompany NOC
applications.
The overall process in developing a Proposed ROW Utilities Cross Section is illustrated in
Figure 4.1.
RTA TYPICAL ROW

UTILITIES CROSS SECTIONS
EXISTING
PROJECT
CONDITIONS
SERVICE AUTHORITY AND ROW UTILITIES

PROVIDER SPECIFIC
INPUT OUTPUT ROW UTILITIES
DISTRIBUTION
REQUIREMENTS CROSS SECTION
DESIGN
UTILITIES
REQUIREMENTS
TRAFFIC & ROAD

GEOMETRIC
REQUIRMENTS
Figure 4.1: Inputs in Developing a Proposed ROW Utilities Cross Section
Figure 4.1: The Process of Developing Proposed ROW Utilities Cross Section
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Chapter 4
The Right of Way Utilities Cross Section Drawing is developed to illustrate the relationship
between the roadway elements and the various utilities within the Right of Way. This drawing
would typically indicate the widths of various roadway elements, the horizontal position of the
utilities relative to the ROW boundary, as well as the typical depth of the utility installations.
“Roadway elements” is a collective term to describe the various road components/elements
including, but not limited to, the carriageway, shoulder, service road, parking, median,
sidewalk, bus lay-byes, hard and soft landscaping, street lighting, ITS devices, advertising
signs and cycle tracks. The various roadway elements together with a utility arrangement are
illustrated in Figure 4.2.
Figure 4.2: *Typical Roadway Elements and Utilities within a ROW Utilities Cross Section
*Empower is to be provided when required with a corridor under the asphalt.
4.2. Typical ROW Utilities Cross Sections
The RTA Typical ROW Utilities Cross Sections illustrate the preferred utility sequence,
arrangement, corridor widths and their relationship with the various roadway elements for a
series of ROW widths ranging from 12.20m to 162.75m. The complete set of RTA Typical
ROW Utilities Cross Sections is provided as Volume II and is applicable to all Right of Ways
within the Emirate of Dubai that are administered by the RTA.
In the case of new roads within a newly proclaimed Right of Way, the provisions for
accommodating utilities as provided in the Typical ROW Utilities Cross Sections should be
applied as rigidly as possible. If a ROW is non-standard or non-matching and does not match
the width of any of the Typical ROW Utilities Cross Sections, the utilities arrangement should
be as per thenearest smaller Typical ROW Utilities Cross Section..
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Chapter 4
4.3. Determining the Ideal Right of Way Width
Determining the ideal Right of Way width involves identifying the traffic and road geometric
requirements through a comprehensive traffic study, as well as the utility requirements as
TRAFFIC & ROAD GEOMETRIC REQUIREMENTS UTILITY REQUIREMENTS
Number of lanes determined through traffic study with  Utility Services Corridors
due consideration, but not limited to:  Utility Facilities, such as pump stations, electrical
 Road category sub-stations, GSM Towers
 Design speed  Conflicting corridors (with existing utilities)
 Required level of service  Variation in corridor width
 Public transport requirements  Corridor positioning relative to carriageway
 Intersection/Interchange spacing configuration
 Parking requirements
DETERMINE THE IDEAL RIGHT OF WAY WIDTH
Figure 4.3: Requirements for Determining the Ideal ROW Width
4.4. Land Requirement and Expropriation Process

Speed
TheLevel
Required land of
requirement
Services process, as illustrated in Figure 4.4, involves securing sufficient ROW to
accommodate the proposed road and utilities requirements. This may require establishing a
Public Transport
new ROW or amending an existing one through the process of land expropriation. Ideally, the
Interchange
ROW Spacing/
should beConfiguration
wide enough to accommodate the required utility corridors beyond the main
carriageway and at intersections. The ROW splays should be sufficient to accommodate
unobstructed service corridors around the intersections.
Before initiating the land expropriation process, the feasibility of expropriation should be
comprehensively investigated by the Client or Consultant in consultation with the Roads
Department-NOC Section. Due consideration should be given to alternative methods of
accommodating utilities such as the positioning of utilities under the carriageway, the use of
utility tunnels / culverts and joint trenching. These alternative methods for accommodating
utilities are discussed in Chapter 6.
Where it is determined that land expropriation is feasible and possible, the consultant should
proceed to prepare drawings indicating the proposed extent of the required new or amended
ROW. These drawings are then submitted via the RTA department requiring the additional
land to the RTA Strategic Planning Department. The Strategic Planning Department will in turn
facilitate the expropriation process in consultation with the Dubai Municipality’s Planning
Department and with the affected property owners.
Upon completion of the expropriation process, the Dubai Municipality Planning Department is
responsible for updating the official cadastral records. Only if the Strategic Planning
Department was not successful in securing the required expropriation, shall the Consultant be
required to amend the proposal as directed.
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Chapter 4
Determine the ideal required ROW Width.

(From Figure 4.3)
Is there an existing
Yes ROW? No
New Right of Way Required
Can the ROW

Prepare drawings indicating
accommodate utilities
proposed extent of required
beyond the carriageway?
Yes ROW.
Submit ROW requirements via

No Client to RTA Strategic Planning
Is land
Department.
expropriation
feasible?
RTA Strategic Planning

Department facilitate the
Amend proposal expropriation process in
consultation with DM Planning
No Department and affected land
owners.
Yes
No
Expropriation to
Liaise with RTA Roads Department – Proceed
NOC Section on alternative means of
utility accommodation.
Yes
Yes
Land Expropriation
No Finalised
Yes
Proceed with design for Both DM Planning Dept & DM

accommodation of utilities. Surveying Deprt updates records.
Figure 4.4: Land Requirement and Expropriation Process
4.5. Utility Corridor Sequencing Considerations
The three key considerations in the development of any ROW Utilities Cross Section are:
 Corridor Presence (occurrence)
 Corridor Width
 Corridor Sequencing (arrangement of utility infrastructure relative to the ROW

boundary and other utility infrastructure).
Corridor presence and width are to a large degree pre-defined by the Typical ROW Utilities
Cross Sections. Corridor sequencing is defined to a lesser extent, and requires greater
assessment of the existing and proposed project conditions and the application of the specific
considerations as discussed below.
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Chapter 4
4.5.1. General Utility Corridor Arrangement
The preferred sequencing arrangement within a ROW Utilities Cross Section is to have the
house connection corridors directly adjacent to the ROW boundary, to minimise the crossing
of other utilities, thereby allowing for easy connection of services to the adjacent properties. In
addition, pressurised utility pipelines should be placed furthest from the carriageway and
conversely, gravity services such as sewer and drainage, which require less complex and less
frequent maintenance, should be positioned closest to the carriageway.
4.5.2. Utility Corridor Positioning Relative to the Roadway Elements
An important requirement in determining the utility distribution within the ROW is the location
of utilities in relation to the various roadway elements. Table 4.1 indicates which utilities are
permitted, or not, to be located below the various types of roadway elements within the Right
of Way.
Table 4.1: Utility Positioning Relative to the Roadway Elements
ROADWAY ELEMENT
UTILITY
MAIN SERVICE SIDEWALK/ LANDSCAPED
MEDIAN PARKING
CARRIAGEWAY ROAD FOOTPATH AREAS***
LV Not Permitted Not Permitted Permitted Permitted Permitted Permitted
DEW A
HV Not Permitted Not Permitted Permitted Permitted Permitted Permitted
ED
EHV Not Permitted Not Permitted * Permitted Permitted Permitted Permitted
DISTRIBUTION Not Permitted Not Permitted Permitted Permitted Permitted Permitted

DEW A
WD
TRANSMISSION Not Permitted Not Permitted Permitted Permitted Permitted Permitted
DRAINAGE Permitted Permitted Permitted Permitted Permitted Permitted
DM SEWERAGE Not Permitted Permitted Permitted Permitted Permitted Permitted
IRRIGATION Permitted Not Permitted Permitted Permitted Permitted Permitted
ETISALAT
Not Permitted Not Permitted Permitted Permitted Permitted Permitted
(Telecommunication)
ITS / du
(Telecommunication)
Not Permitted Not Permitted ** Permitted Permitted Permitted Permitted
MILITARY Not Permitted Not Permitted Permitted Permitted Permitted Permitted
EMPOW ER Not Permitted Permitted Permitted Permitted Permitted Permitted
TABREED Not Permitted Permitted Permitted Permitted Permitted Permitted
DUSUP Not Permitted Not Permitted Not Permitted Not Permitted Not Permitted Permitted
STREET LIGHTING Permitted Permitted Permitted Permitted Permitted Permitted
Notes:
* : 132kV Cables permitted under carriageway for ROWs up to 30.50m.
** : ITS/du permitted under carriageway for 12.20m ROW .
*** : Utilities permitted only under grass, shrubs and ground coverings and does not include trees. In all instances
trees shall requires separate corridor
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Chapter 4
ROADWAY ELEMENT
UTILITY
MAIN SERVICE SIDEWALK/ LANDSCAPED
MEDIAN PARKING
CARRIAGEWAY ROAD FOOTPATH AREAS***
4.5.3. Variation in Corridor Width
In certain instances, Service Authorities and Providers may request that their corridor width be
increased from what is indicated in the relevant typical ROW Utilities Cross Section. Such a
request is to be considered on a case-to-case basis in consultation with the Roads
Department - NOC Section Right of Way Services Department.
Conversely, in congested ROWs, the space available for accommodating standard corridor
widths may be insufficient and a reduction of corridor widths may be required. In this instance,
the need to deviate from the standard is to be identified early in the project life cycle, and the
Roads Department – NOC Section and the affected Service Authorities are to be informed of
the restricting circumstances so that liaison between the affected parties can be initiated.
Should a reduction in corridor width not be favoured, alternative methods of accommodating
utilities, such as those presented in Chapter 6, are to be considered.
4.5.4. Contamination of Potable Water
The contamination of potable water through sewerage infiltration is not acceptable. This
potential contamination is commonly prevented by installing the potable water main above the
sewerage main.
4.5.5. Potential Road Widening
As far as possible, the placement of utility corridors should take into consideration any
potential widening of the roadway. When a roadway is widened, the utilities closest to the
carriageway are the most likely to be affected. The designer should therefore attempt to
position utilities which are not permitted under the carriageway, and which are costly to
relocate as far as possible from the edge of the carriageway.
4.5.6. Access to Utilities
The sequencing of utility corridors should allow Service Authorities and Providers access to
their utilities to perform routine and reactive maintenance and repairs. Utilities requiring
regular maintenance should be laid as far as possible from the carriageway.
4.5.7. Utility Corridors Defined by the Road Alignment
The location of the street lighting, and consequently its utility corridor, is determined by an
approved street lighting design. Similarly, to a lesser extent, the same applies to the impact of
the road alignment on drainage design and its corridor location. The sequencing of the
remaining utility corridors needs to be designed accordingly.
4.5.8. Management of Existing Utilities and Service Infrastructure
Should work be proposed within a ROW where utilities already exist, the impact of the
proposed work on the existing utilities is to be ascertained.
Draft 07-12-11 4-8

Chapter 4
Where the existing utilities are affected, protection or relocation, depending on the location of
the existing utilities and the financial implications, are to be considered.
Where the utilities are unaffected, or where protection is feasible and acceptable to the utility
owner, the location of the existing utility will define the location of the utility corridor. Proposed
adjacent corridors are to be designed around the fixed corridor of the existing utility.
Where an existing utility is to be relocated, the existing infrastructure shall be abandoned or
removed as required by the affected Service Authority and as agreed by the Roads
Department - NOC Section. A new utility corridor shall be provided for the relocated utility,
while the utility corridor previously assigned to that abandoned utility is forfeited. The space
available may then be assigned to accommodate other utilities, if required. If it is deemed
necessary to keep the installation of abandoned utility infrastructure in place, approval shall be
obtained by the relevant Service Authority or Provider from the Roads Department - NOC
Section.
4.5.9. Landscaping Requirements
While landscaping of verges with grass and shrubs is allowed above utilities, planting of trees
is to be limited to dedicated corridors free of underground utilities. Grass, ground coverings
and plants do not require a dedicated corridor. The effect of the landscaping on the
development of ROW Utilities Cross Sections is discussed in more detail in Chapter 5.
4.5.10. Public Transport & Pedestrian Facilities Requirements
The public transport and pedestrian facilities’ requirements are discussed in Chapter 5.
4.5.11. Utilities Facilities
Utility facilities, such as pump stations, electrical sub-stations, filtration chambers,

telecommunication towers, ITS gantries and so forth, may be required to be located within the
ROW. These facilities usually require a localised change in alignment of the corridor and/or
corridor width and may impact on the sequencing of utilities, therefore are to be considered as
part of the utility distribution corridor design.
4.5.12. Additional Utilities
Certain utilities, which occur infrequently within the ROW such as district cooling, fire fighting,
military infrastructure and hydrocarbons mains, are to be considered on case-to-case basis in
consultation with the affected utility owner and the Roads Department - NOC Section with
regard to the allocation of the relevant additional corridors within the right of way. Table 4.2 is
a guide for the required corridor widths for the aforementioned utilities.
Table 4.2: Corridor Widths for Certain Additional Utilities
UTILITY TYPICAL UTILITY CORRIDOR WIDTH
District Cooling 2 - 2.5m minimum *
Fire Fighting 1m
UAE Armed Forces

1m
(Fibre Optic Cables)
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Chapter 4
Hydrocarbons Case-by case basis to be

(Gas, Oil, Fuel & Condensate ) confirmed by DUSUP.*
* : Requirements may vary. The latest applicable requirements should be confirmed with the relevant
Service Authority & Providers and shall be considered on case by case basis
4.6. Preparation and Presentation of ROW Utilities Cross Sections Drawings
This section provides guidance for the preparation of ROW Utilities Cross Section Drawings
which are to accompany an NOC Application as supporting documents and allow Service
Authorities and the Roads Department - NOC Section to:
 Asses the impact of the proposed works on utility accommodation and distribution.
 Evaluate whether the proposed work meets their specific requirements and
specifications.
 Ensure that the proposed work does not impact on future works.
In general, ROW Utilities Cross Sections are prepared when a project entails:
 Road work, including the construction of new roads, underpasses and bridges as well
as road widening or modifications to the shoulder and/or median including footpaths,
cycle tracks, parking areas and landscaping.
 Betterment works of any kind.
 Installation of new utilities
 Relocation of existing utilities.
4.6.1. Service Authorities & Providers’ Assessment of ROW Utilities Cross Sections
When Service Authorities and Providers review ROW Utilities Cross Sections, submitted as
part of an NOC Application, the following would generally be considered:
 The width of the relevant proposed utility corridors.
 Sequencing and location of the applicable utility.
 Adequacy of the proposed protection of the utility where relevant.
 Positioning of the utility relative to the roadway elements.
 Access to the utility installation for maintenance.
 Whether proposed diversion work meets their specific requirements and specifications.
 Assessment of the need for betterment works.
 Review of the proposed betterment works after having been instructed by the Service
Authority to include in the design.
4.6.2. Location and Frequency of Required ROW Utility Cross Sections
The specific location and frequency at which the cross sections are taken may be influenced
by the following:
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Chapter 4
a) Utility Variation
Where the laying of utilities varies significantly along the length of a roadway, multiple cross
sections are required to indicate this variation. In the example illustrated in Figure 4.5, there
are more high voltage cables between SV 033+00m and SV 120+00m since an electrical
pocket substation is situated midway along the road. Accordingly, two cross sections, A-A and
B-B, are required to represent this variation.
Instances also occur where there is a significant variation in the alignment of the utility.
Multiple cross sections would also be required to represent such variations.
Special cases exist where a conventional ROW Utilities Cross Section does not apply, but
Utilities Cross Sections are still required such as at Chamfer Areas (Splays) where the
corridors are diverted at intersections.
Figure 4.5: Multiple Utility Cross Section Locations due to Utility Variation
b) Roadway Variation
Where the roadway elements vary significantly along the length of a road, multiple cross
sections are required to indicate the variation as illustrated in Figure 4.6. In this example, there
is a variation in the road geometry due to the service road and parking. Accordingly, two cross
sections A-A and B-B are required to represent this variation.
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Chapter 4
Figure 4.6: Multiple Utility Cross Section Locations due to Roadway Variation
c) Corridor Variation
Where the utility corridors vary significantly along the length of a roadway, multiple cross
sections are required to indicate the resultant variation and effect on the ROW Utilities Cross
Section as illustrated in Figure 4.7. In this example, there is a variation in the corridor
arrangement due to the presence of existing utilities and a GSM base station. A multiple
number of cross-sections are required that would present a clear indication of the variation.
Figure 4.7: Multiple Utility Cross Section Locations due to Utility Corridor Variation
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Chapter 4
4.6.3. Presentation of ROW Utility Cross Sections Drawings
ROW Utility Cross Section Drawings prepared for submission together with NOC applications,
are to include a Cross Section Key Plan and the RTA Typical Utility Cross Section drawings.
The Cross Section Key Plan is to indicate the project limits, road geometry configuration, the
extent of the existing and proposed infrastructure and the locations at which the cross sections
are taken.
Each ROW Utility Cross Section Drawing, an indicative example is provided in Appendix G, is
to include:
1. The relevant Typical ROW Utilities Cross Section as provided in Volume II.
2. The Existing ROW Utilities Cross Section indicating the extent and location of:
a) Existing road elements.

b) Existing utilities and facilities within the ROW boundary.
c) Existing rail infrastructure such as the Dubai Metro and Tram Transit systems.
3. The Proposed ROW Utilities Cross Section should include the items listed as part of the
Existing ROW Utilities Cross Section as well as:
a) Extent of the proposed roadwork, including changes to the existing roadway
elements, such as footpaths, sidewalks, cycle paths and landscape verges.
b) Extent of the relocation, protection and/or abandonment of utility infrastructure.
c) Extent of the betterment works.
d) Location and width of proposed utility corridors.
e) Location of existing and proposed utilities relative to the ROW boundary.
f) Depth of cover measured from final finished grade to all utility installations. In the
case of the Construction NOC applications, the ROW Utilities Cross Sections
should indicate the as-built data as determined by the trial pit investigation.
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CHAPTER 5
Particular Considerations for ROW Utilities
Cross Section Development
Chapter 5
Particular Considerations For ROW Utilities Cross Section Development
Table of Contents
CHAPTER 5 PARTICULAR CONSIDERATIONS FOR ROW

UTILITIES CROSS SECTION DEVELOPMENT................ 5-3
5.1. Introduction ................................................................................................................................ 5-3
5.2. The Arrangement of Utility Corridors at Intersections .......................................................... 5-3
5.2.1. Utility Corridor Arrangements for At-grade Intersections................................................. 5-3
5.2.2. Utility Corridor Arrangements for Grade-separated Intersections ................................... 5-4
5.3. Utility Crossings at Waterways ................................................................................................ 5-6
5.3.1. Selecting the Best Method for Utilities Crossings of Waterways ..................................... 5-6
5.3.2. Open-cut Trench Installation ........................................................................................... 5-8
5.3.3. Non-Disruptive Methods of Crossing Existing Waterways .............................................. 5-9
5.3.4. Utilities Culvert ................................................................................................................. 5-9
5.3.5. The Use of Road Bridges for Utility Crossings .............................................................. 5-11
5.4. Rail Infrastructure .................................................................................................................... 5-17
5.4.1. Overview ........................................................................................................................ 5-17

5.4.2. The Railway Protection Zone ........................................................................................ 5-17
5.5. Bus Lay-bys & Shelters .......................................................................................................... 5-17
5.6. Pedestrian Footpaths & Cycle Paths ..................................................................................... 5-18
5.7. Landscaping Corridor Requirements .................................................................................... 5-20
5.8. Utility Accommodation Requirements .................................................................................. 5-21
5.8.1. Protection of Utilities ...................................................................................................... 5-21

5.8.2. Utility Clearances ........................................................................................................... 5-22
5.8.3. Utility Road Crossings ................................................................................................... 5-26
5.8.4. RTA Spare Ducts ........................................................................................................... 5-26
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Chapter 5
List of Tables
Table 5.1: Design Considerations for Locating Pressure Mains within a Bridge Box Girder ... 5-12
Table 5.2: Considerations for Locating Electricity & Telecoms within a Bridge Box Girder ..... 5-14
Table 5.3: Various Types of Utility Protection Methods as Prescribed
by the Service Authorities and Providers ................................................................ 5-21
Table 5.4: Vertical Clearances for All Utilities Crossing DEWA ED Utilities ............................ 5-23
Table 5.5: Vertical Clearances for Any Utilities Crossing a DM Utility ..................................... 5-23
Table 5.6: Vertical Clearances for Any Utilities Crossing ......................................................... 5-24
Table 5.7: Horizontal Clearances for DEWA Utilities ............................................................... 5-25
Table 5.8: Horizontal Clearances for DM Utilities ..................................................................... 5-25
Table 5.9: Horizontal Clearances FOR Telecom’s/DCS/Hydrocarbons Utilities ...................... 5-26
Table 5.10: RTA Spare Ducts Installation Guidelines ................................................................ 5-27
List of Figures
Figure 5.1: Utility Corridor Arrangements at a 90° At-grade Intersection for

30.5m x 30.5m ROWs ............................................................................................... 5-4
Figure 5.2: Utility Corridor Arrangement for Grade-separated Intersections ............................... 5-5
Figure 5.3: Utility Crossings at Waterways - Selection Method ................................................... 5-7
Figure 5.4: Utility Crossing of a Proposed Canal Using the Open Cut Method ........................... 5-8
Figure 5.5: Typical Utilities Culvert below an Artificial Canal .................................................... 5-10
Figure 5.6: Utilities Located within a Box Girder........................................................................ 5-12
Figure 5.7: Low Voltage Streetlighting Cables Located on the Cantilever Section
of Bridge .................................................................................................................. 5-14
Figure 5.8: Utilities Attached Externally to Box Girder .............................................................. 5-16
Figure 5.9: Typical RTA Bus Lay-by Layout Plan ...................................................................... 5-18
Figure 5.10: An Example of Utility Distribution at a Pedestrian Bridge ....................................... 5-19
Figure 5.11: Utility Cross Section Showing a Dedicated Tree Corridor....................................... 5-20
Figure 5.12: Schematic Illustrating Vertical Clearance Between Two Utilities ............................ 5-22
Figure 5.13: RTA Spare Duct Positioning .................................................................................... 5-27
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Chapter 5
Chapter 5 Particular Considerations for ROW

Utilities Cross Section Development
5.1. Introduction
The development of a conventional ROW Utilities Cross Section was presented in Chapter 4.
However, there are certain design requirements that necessitate particular consideration. The
aim of this chapter is to provide the necessary guidance when dealing with special
requirements, which include:
 Utilities distribution at intersections.
 Utilities crossing waterways.
 Light Rail Transport such as the Dubai Metro and Tram Transit Systems.
 Public and pedestrian facilities such as bus lay-byes, pedestrian and cycle paths.
 Landscaping
 Utility accommodation requirements such as clearances (where one utility crosses

another), protection of utilities.
 RTA Spare Ducts road crossings.

Since the above design requirements are of a very specific nature, the concepts and principles
discussed in this chapter aim to serve as a guide only. Each proposed utility installation is to
be presented to the relevant Service Authority, the RTA Roads Department and any other
affected agency for their approval. As an example , in the case of bridges, the RTA Roads
Department is to be consulted for approval on an individual ad hoc basis. Compliance with
these guidelines does not ensure approval, nor does non-compliance , for reasonable cause,
necessarily exclude approval.
5.2. The Arrangement of Utility Corridors at Intersections
The utility corridor arrangements at road intersections are classified into two categories:
 Utility corridor arrangements for at-grade intersections.
 Utility corridor arrangements for grade-separated intersections.
5.2.1. Utility Corridor Arrangements for At-grade Intersections
Utility corridor arrangements for at-grade intersections are a function of the widths of the
intersecting Right of ways and the angle of the intersection. It should however be noted that
the final corridor arrangement is always dependent on the existing conditions and utilities.
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Chapter 5
An example of the utility corridor arrangement for two ROWs intersecting at 90°, both 30.50m
wide, is presented in Figure 5.1, where the following principles are implemented:
 Irrigation, sewerage and storm drainage corridors maintain their alignment and
continue on the path parallel to the centre-line of the road.
 All other utilities pass the chamfer/splay corners and follow parallel to the alignment of
the splay.
 The sequencing for utility crossings starts with the House Connection Corridor closest
to the right of way boundary, followed by the ITS-du, Etisalat, Irrigation, Street Lighting
and Drainage Corridor.
Figure ‎5.1: Utility Corridor Arrangements at a 90° At-grade Intersection for 30.5m x 30.5m ROWs
5.2.2. Utility Corridor Arrangements for Grade-separated Intersections
a) Utility Arrangement Consideration
The preferred utility corridor arrangement for grade-separated intersections is illustrated in

Figure 5.2. In this figure, the utility corridors of the major ROW change direction at Point A in
order to remain parallel to the splay corner. The same corridors then change direction again at
Point B and cross at 90° to the minor right of way. Since the corridors change direction at
Point B, instead of continuing along the intersecting right of way, the corridor widths of the
major right of way are maintained and no reduction in width is required.
The utility corridor arrangement described in Figure 5.2 should be applied wherever practical.
However, at grade-separated intersections, bridge or underpass elements such as piers,
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Chapter 5
abutments and retaining walls frequently obstruct the above mentioned utility corridor
arrangement.
Figure ‎5.2: Utility Corridor Arrangement for Grade-separated Intersections
b) Practical Application
An example of the utilities corridor arrangement at a grade-separated intersection is shown in

Drawing GS-001 - Appendix G. In this example, the utility corridors from the major right of way
change direction at Point A. At this point, the corridor widths are reduced and then at Point B
there is another change in direction. The final crossing of the utility corridors is at 118m from
Point C, in order to avoid the retaining wall and embankment.
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Chapter 5
A second example is illustrated in Drawing GS-002 - Appendix G. In this example, the utility
corridors are able to cross at the pinch point as result of the large intersection ROWs and
since there are no obstructions.
It is clear from both Drawings GS-001 & GS-002 that three parameters directly influence the
utility corridor arrangement at grade-separated intersections.
 Splay Geometry(length)
 Increasing width (tapering) of the ROW, closer to the intersection.
 The interchange design.
If a conceptual intersection design is available, this should be utilized to determine the corridor
arrangement. However, if a concept design is not available, a conservative approach must be
adopted in consultation with the Roads Department - NOC Section to avoid potential conflict
and relocation of services.
Refer to Case Study H-1: Dubai Airport Roads Improvements in Appendix H for further
insight into the accommodation of utilities at grade-separated intersections where congested
right of way conditions exist.
5.3. Utility Crossings at Waterways
The prosperous economic growth of Dubai has led to an increase in the number of exclusive
real estate developments that are situated offshore on reclaimed land or are characterized by
marinas and canals. Although such undertakings provide a multitude of benefits, the
introduction of marinas and canals, as well as any extension of the Dubai Creek, constitute an
obstacle for utility networks.
This section aims to guide the user with respect to routing utilities across waterways and
illustrates some of the concepts and relevant design considerations on actual projects,
through the provision of case studies.
5.3.1. Selecting the Best Method for Utilities Crossings of Waterways
The method for utility crossings of waterways is to be determined by evaluating each project
on an ad hoc basis. Figure 5.3 outlines some design considerations of the various methods
available. In addition, case studies have been included to provide the user with insight into the
concepts for conveying utilities across waterways that have been adopted on actual projects
within the Emirate of Dubai.
The methods that may be employed to install the various utilities include:
 Open cut trench installation.

 Non-disruptive methods such as directional drilling, thrust boring, pipe jacking and
Micro-tunneling.
 Accommodating utilities within Utility Culverts.
 Accommodating utilities within or externally attached to bridges which cross the
waterway.
 Purpose-built Utility Bridges.
An obvious but important component in selecting the appropriate method is the cost. The cost
of each method varies significantly depending on project conditions. Certain methods such as
the non-disruptive and open-cut trench installation, which may at first glance appear to be cost
efficient, could be costly depending, for example, on the soil conditions.
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Utility Crossings at Waterways
(Method Evaluation)
Draft 07-12-11
Existing Canals, Marine & Proposed
Creek Crossings Canal Crossings
Figure ‎5.3:
Thrust Boring Horizontal Accommodate on Utility Bridge Utilities Culvert
& Directional road bridge accommodating Open Cut / Trench accommodating
Micro-tunneling Drilling crossing the waterway multiple utilities multiple utilities
ADVANTAGES ADVANTAGES ADVANTAGES ADVANTAGES ADVANTAGES ADVANTAGES
 Depending on soil  Pit or surface launched.  Cost effective installation.  Soil conditions only effect  Cost effective  Unrestricted access to
conditions relatively low  Diameters up to 4m and  No need to consider soil the structural installation.  Pipes/cables of any utilities.
cost installation. lengths of up to 3000m and groundwater  If standalone, can serve diametre length can be  Utility networks can be
 Pipes can be installed can be installed conditions as part of utility as a pedestrian bridge. installed. upgraded and expanded
when required and depending on soil installation.  No need to consider soil  Installation not severely at any time.
operated individually. conditions, pipe frictional  Some degree of access to conditions and effected by geological/soil  Pipes are secured from
 Individual corridors forces and pipe weight. utility installations. groundwater as part of the conditions. vandalism and/ or
retained.  Very little groundwater  Pipes can be relatively utility installation.  Pipes can be installed to malicious damage.
 Does not require marine control required. easily replaced if required.  Pipes can be relatively exact grades if required
equipment which can  Pipes can be installed easily replaced if required.  Individual utility corridors
impact on marine/shipping when required and can be  Easier access to utilities retained.
traffic. operated individually. for maintenance
 Individual corridors
retained
Utility Crossings at Waterways - Selection Method

DISADVANTAGES DISADVANTAGES DISADVANTAGES DISADVANTAGES DISADVANTAGES DISADVANTAGES
 Limited to short lengths as  Not suitable when  Designs have to comply  Stand alone utility bridges  Limited access to pipes  High installation cost.
intermediate pits not accurate grades are with applicable bridge somewhat impact on after installation.  Deep excavations require
possible. required. design codes. surrounding environment  Deep excavations require extensive groundwater
 Deep installations require  Limited access to pipes  Numerous safety and aesthetics. extensive groundwater control .
extensive groundwater after installation. failure hazards need to be  Relatively high installation control required.  Requires cost contribution
control .  Lengthy drilling requires considered. costs.  Preferably all utilities have and management
5-7
 Substantial working space substantial working space  Size of utility installations  Bridge facility requires to be installed in one agreements from various
on either side of water on either side of water limited. operational and single operation. agencies.
Chapter 5
body. body.  Can impact on bridges maintenance cost.

 Requires excavation of a  Upgrades and expansion aesthetics.  Requires cost contribution
launch pit. of network requires further and management
drilling operations. agreements from various
agencies.
Chapter 5
5.3.2. Open-cut Trench Installation
a) Overview
An open-cut trench installation entails conventional excavation, pipe laying and backfilling
operations. This method of installation affords each Service Authority or Provider the freedom
to specify their individual crossing requirements without necessarily affecting other utility
installations. Depending on the depth of installation and soil-conditions encountered, the open
cut method is typically the most cost effective method for canal utility crossings.
b) Design Considerations
The utilities are to be provided with protection in accordance with the relevant Service
Authorities and Providers requirements. Protection would typically include either concrete
encasement, provision of steel sleeves and rock protection on the canal floor. Various
ancillary infrastructure components such as washout chambers, isolation valves, duplicate
pipes and access chambers would typically be required. A typical open cut installation is
Figure ‎5.4: Utility Crossing of a Proposed Canal Using the Open Cut Method
Refer to the Case Study H-2: Nad Al Sheba Racecourse Development in Appendix H for further
insight regarding the open cut canal crossing installation.
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Chapter 5
5.3.3. Non-Disruptive Methods of Crossing Existing Waterways
a) Overview
Methods that would most likely be selected when waterways are already present and
geotechnical conditions are favourable are directional drilling, thrust boring, Micro-tunneling,
and pipe jacking.
Horizontal Directional Drilling (HDD) refers to a steerable system for the installation of pipes,
conduits and cables in a shallow arc using a drill rig at the ground surface. Initially, a pilot hole
is drilled after which a jacking rig is used to ream the hole and then pull a pipe or cable back
through the reamed pilot hole.
Thrust boring involves the use of an auger, which is attached to a jacking frame. As the auger
bores and progresses, additional steel pipes – called flights - are installed behind the auger.
As the bore progresses, the ground is cut and the auger flights convey the material back into
the work pit.
Micro-tunneling is a procedure that uses a remotely controlled, relatively small diameter
tunnel-boring machine and a pipe-jacking machine to install pipes, which act as a conduit for
the installation of either pipes or cables.
b) Feasibility Considerations
Extensive geotechnical exploration is necessary beforehand to determine whether the above

alternatives are indeed feasible. The more resistant the geological conditions are to drilling,
jacking and pulling, the higher the cost of installation which could render these methods
unfeasible.
Recent technological advances in HDD and Micro-tunneling equipment allow longer drives
with greater accuracies, resulting in a reduction in both project costs and completion times.
Improved guidance systems allow for curved drives to drill between obstructions. In addition,
new developments in HDD such as Low Friction Pipe Pulling technology (LFPP) have allowed
longer installations of larger diameter pipes. Installations up to 3000m in length are now
achievable, as well as pipes of up to 4m in diameter. The advantage of these methods is the
speed at which pipes and cables can be installed. These installations are usually of a
specialized nature and require the full appreciation of the existing conditions before
considering the nature of the design.
5.3.4. Utilities Culvert
a) Overview
A utilities culvert typically entails the construction of a reinforced concrete culvert prior to the
final construction phase of the waterway. Utility culverts are usually a higher cost option than
aforementioned methods. However, the utilities culvert greatest advantage is the high degree
of access it provides to the utilities contained within the culvert. This accessibility allows
Service Authorities and Providers easy access to constantly monitor their installations and
undertake intensive preventative maintenance activities, thus extending the life span of the
infrastructure. The accessibility also affords the Service Authority and Providers the flexibility
to upgrade their networks and install additional capacity whenever they so desire.
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Chapter 5
b) Design Considerations
A typical arrangement of utilities inside the culvert may consist of large diameter transmission
mains placed on concrete plinths while smaller pipes may be supported by brackets attached
to the sidewalls. Electricity and telecommunication cables may also be supported by wall-
mounted brackets. Figure 5.5 provides an illustration of how utilities may be accommodated
inside a culvert.
If multiple utilities are present, it is best practice to split the culvert into two compartments, one
reserved for the electrical cable infrastructure to mitigate the threat of fire, and the other
compartment for wet services and telecommunication cables. The allocation of individual
compartments depends on a risk analysis on the likelihood of failure and the potential impact
on adjacent services. It is not uncommon for multiple compartments to be constructed when a
large number of utilities are to be accommodated.
The arrangement of utilities in a Utilities Culvert as illustrated in Figure 5.5 should ensure that:
 Potential leaks from the wet services do not compromise the operation of, or cause
permanent damage to the electricity cables.
 An electrical fire can be contained within the electrical cable compartment and thus
not compromise the operation of, or cause permanent damage to the
telecommunication cables and the wet utilities mains.
 The potential occurrence of High Voltage sourced electromagnetic interference does

not compromise the operation of the telecommunications cables.
 The telecommunication cables are positioned as high as possible in their

compartment to protect the cables in the event of leaks or flooding from the failure of
the wet utilities mains.
Figure ‎5.5: Typical Utilities Culvert below an Artificial Canal
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Chapter 5
Some of the major considerations in reviewing the feasibility of utilities culvert are the
construction, operation and maintenance costs as well as the need for agreements between
the affected Service Authorities and Providers, RTA Roads Department and other project
stakeholders with respect to cost sharing, ownership, operation, and maintenance.
Refer to the Case Study H-3: Business Bay La Ville Contemporaine in Appendix H, for further
insight into utilities culverts underneath artificial canals.
5.3.5. The Use of Road Bridges for Utility Crossings
a) Overview
The accommodation of utilities across waterways through road bridges is to serve as a guide
only. When considering a road bridge as a means of accommodating utilities across
waterways, the proposals for assigning or locating utilities should be submitted at the
commencement of the bridge design to the RTA Roads Departments and the relevant Service
Authorities and or Providers for approval on an ad hoc basis.
Attention is drawn to the following RTA requirements:
 The attachment of large diameter transmission mains shall only be permitted in

exceptional cases.
 The attachment of any utilities to iconic bridges shall only be permitted in exceptional
cases.
b) Road Bridges
Post-tensioned Concrete Box Girder Bridges are the most common type of road bridges in the
Emirate of Dubai. These are encountered at highway interchanges and flyovers as well as
across canals and marinas. For these types of bridges, utilities may be accommodated
internally within the box girder, or externally, and can be installed on existing and proposed
bridges.
 Installation of Utilities Internally within the Box Girder
Installation of utilities within a box girder involves routing pipes and cables within the void
space of the box girder. Pressure mains including piped networks for potable water, irrigation
water, district cooling, and pressurized sewerage mains are in general not permitted to be
located internally within the box girder, and such proposals shall be evaluated on an ad hoc
basis. Pipes and cables may be attached to wall brackets, attached to the top slab or
positioned upon plinths cast onto the bottom slab, as illustrated in Figure 5.6.
Proposals to install utilities within the box girder should be accompanied by a detailed
analysis. Table 5.1 presents a guideline to be considered in the analysis.
The main advantages of this type of installation include:
 Limited impact on the bridge aesthetics.

 Utilities are less exposed to external elements that would otherwise accelerate ageing
and corrosion.
 Utilities are protected from vandalism and malicious damage.
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Chapter 5
The main disadvantages of this type of installation include:

 Access to the utilities is limited.
 The effect of the additional heat generated on the structural integrity of the bridge in
the case of High Voltage electricity cables.
 The added cost of additional flexible couplings for the wall penetrations required.
Figure ‎5.6: Utilities Located within a Box Girder
Table ‎5.1: Design Considerations for Locating Pressure Mains within a Bridge Box Girder
DESIGN
CONSIDERATION
CRITERIA
The weight of pipe, its contents and support systems for the normal service load, as well as the surcharge
Load Analysis
loads experienced during pipe failure (see pipe failure below).
The anticipated expansion and contraction movements should be accounted for by providing appropriate
Pipe Expansion
flexible pipe joints. The number of joints as well as the positioning and degree of movement should match
Joints
those of the bridge expansion joints. Suitable pipe couplings should also be selected.
The rate of flooding in the case of a leakage or pipe failure and its impact on the load experienced by the
Pipe Failure bridge should be considered. Mitigation measures would include extensive drainage holes and emergency
isolation valves. An emergency reaction plan will also be required.
Pipe Penetrations Pipe penetrations through abutments and girder walls shall be designed by a qualified Bridge Engineer.
Seismic Behaviour Behaviour of the pipe installation under seismic conditions and pressure surge should be evaluated and
appropriately accounted for. Accordingly, all pipe penetrations, couplings, and expansion joints should be
& Pressure Surge designed to withstand seismic activity.
Access for routine or preventative maintenance of pressure mains needs to be reviewed. Consideration
Maintenance should be given to the size of the access hatches required to allow the pipes to be brought into and
removed from the box girder.
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Chapter 5
Consideration should be given to the vibration caused by traffic and the effect this will have on the pressure
Vibration
pipe installation.
Low voltage electricity and telecommunications cables are routinely located on bridges to
provide power and communication capability to road lighting, decorative lighting, advertising
signs, dynamic road signs, electronic tollgates installations and ITS devices. These cable
installations are normally permitted above the cantilever section of the bridge as illustrated in
Figure 5.7.
TYPICAL SECTION THROUGH BOX GIRDER
DETAIL A
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Chapter 5
Figure 5.7: Low Voltage Street lighting Cables Located on Cantilever Section of Bridge
Proposals to route electricity cables for purposes other than those mentioned above shall be
evaluated on an ad hocbasis; however, such proposals should also be accompanied by a
detailed analysis. Table 5.2 presents a guideline of the main considerations in a detailed
analysis.
Table ‎5.2: Considerations for Locating Electricity & Telecoms within a Bridge Box Girder
DESIGN
CONSIDERATION
CRITERIA
Load Analysis The weight of cable and supports are to be considered.
Cable joints are not allowed due to the loads sustain during the bridge’s expansion, contraction and
other movements. If it is unavoidable curcumstances, it can be accepted as a special case subject to
Cable Joints
the provision of sufficient space for jointing work and maintaining the same. Dimensions and structural
support will be the responsibility of the developer and or RTA
Cable Penetrations A qualified Bridge Engineer shall design cable penetrations through abutment and girder walls.
The heat generated by the electricity cables and its effect on the structural integrity of the bridge, as
Thermal Impact well as adjacent utilities, should be considered. Accordingly, suitable ventilation systems should be
provided.
Electricity cables present a fire hazard and consideration should be given to this probability and
Fire Hazard
appropriate measures are to be taken.
Electromagnetic Electromagnetic interference by high voltage cables on certain Light Rail Transit (LRT) systems such
Interference as the electromagnetic braking system and signalling system must be considered.
Ventilation Sufficient ventilation needs to be provided for maintenance and inspection crews.
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Chapter 5
 Installation of Utilities Externally to Box Girder

Installing utilities externally to the box girder entails suspending cable ducts or cables from
hangers attached to the underside of the cantilever or deck slab. This may occur on either the
external cantilever section of the box girder between two girder beam sections as indicated in
Figure 5.8. This method has a substantial impact on the aesthetics of the bridge. To alleviate
this impact, the installation could be concealed with a lightweight façade and coated to match
the color of the bridge.
 Water leaks are not contained within the box girder.
 Less pipe penetrations through the deck walls.
 Initial installation is easier than within a box girder.
 Ease of maintenance.
 The heat generated by the electricity cables and its effect will be minimized.
The main disadvantages of this type of installation include
 Impact on bridge aesthetics.
 Access to the installations is limited.
EXTERNAL UTILITY ATTACHMENT WITH FACADE
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Chapter 5
UTILITIES LOCATED BETWEEN GIRDERS
Figure ‎5.8: Utilities Attached Externally to Box Girder
Refer to the Case Study H-4: Palm Deira Access Bridges in Appendix H, for further insight
into the use of road bridges to accommodate utilities.
c) Utility Bridges
Dedicated Utility Bridges can also be constructed in order for utilities to cross waterways. The
key consideration would be the cost of constructing a dedicated structure to accommodate
utilities.
 Since the utility bridge is designated solely for utilities, the structure could be designed
to accommodate any number and size of utility in accordance to the Service
Authorities and Providers requirements.
 The utility bridge can be positioned to optimize the crossing distance since it is not
restricted by the road alignment as in the case of a road bridge.
 Ease of utilities maintenance.
 Can serve a dual function as a pedestrian bridge.

The main disadvantages of this type of installation include
 Utility bridges have a greater impact on aesthetics as opposed to methods such as

utility culverts or directional drilling installations.
 High capital costs in comparison to some of the aforementioned methods.
 Requires cost contribution and management agreements from the various Service
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Chapter 5
5.4. Rail Infrastructure
5.4.1. Overview
The introduction and expansion of rail infrastructure in Dubai is a key component of the RTA’s
vision for an integrated public transport network.
The current and future expansion of rail infrastructure should always be considered when
engaging in any activity within or adjacent to the ROW or any area in close proximity to an
existing or planned rail corridor and include the following forms of rail:
 Dubai Metro
 Tram Transit Systems
 Monorail Systems
 The Planned GCC Railway Network
5.4.2. The Railway Protection Zone
The Railway Protection Zone is a restricted area on either side of any rail corridor whether
under planning, under construction, in operation, or under maintenance, and in which all
activities are regulated by the RTA Rail Agency in order to ensure safe operation of the Rail.
The Railway Protection Zone is defined and discussed in detail in the Railway Protection
Code of Practice, 2009 which is published by the RTA Rail Agency and applies to all railways
in the Emirate of Dubai. Users are instructed to refer to this Code of Practice with regards to
any aspect related to railways. Additional pertinent documents published by the RTA Rail
Agency include:
 Rail Protection Advisory Notes, Roads and Transport Authority (2009).

 Rail Prequalification Process, Roads and Transport Authority (2009).
 Rail NOC Processes, Roads and Transport Authority (2009).
For further insight into rail infrastructure and the impact on utility distribution and
accommodation, refer to the Case Study H-5: The Dubai Metro and Case Study H-6: Al
Sufouh Tram Transit System in Appendix H.
5.5. Bus Lay-bys & Shelters
The impact of the bus systems on utility accommodation is generally limited to the provision of
the bus lay-by’s and shelters. The positioning of these facilities is primarily to best serve the
users of this public transport service. However, a certain amount of flexibility is allowed in
order to position these facilities to minimize the impact on utilities.
Bus lay-bys represent localized variations to the road cross-section and are to be treated in
the same manner as service roads and parking areas when considering the accommodation
and distribution of services in the vicinity.
Figure 5.9 illustrates the typical geometric layout for a bus lay-by.
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Chapter 5
Figure ‎5.9: Typical RTA Bus Lay-by Layout Plan
5.6. Pedestrian Footpaths & Cycle Paths
5.6.1 Pedestrian Footpaths

Pedestrian footpaths do not have any significant impact on utility accommodation and
distribution since all Service Authorities and Providers generally permit utility installations
under tiled pedestrian footpaths.
5.6.2 Cycle Paths

Cycle paths unlike pedestrian footpaths, are commonly constructed with asphalt and
therefore additional consideration needs to be given to the positioning of cycle paths.
The following consideration should be given to cycle paths:
 Preference should be given to positioning cycle paths above telecommunication ducts,

and gravity mains such as sewerage and drainage since cutting of the paved surface is
not often required to access these utilities.
 Cycle paths should not be positioned above empty utility corridors where it is known that
utilities will be installed in the near future.
5.6.3 Pedestrian Bridges

The impact of pedestrian bridges on utility accommodation and distribution is due largely to
the layout and the position of the access pods. When positioning pedestrian bridges in narrow
right of ways, utility corridors may need to be diverted locally around the access pods with
sufficient lateral clearance being provided between the foundation structure and the adjacent
utility. Refer to Tables 5.7, 5.8 and 5.9 for the recommended lateral clearance to structures.
In the example illustrated in Figure 5.10, a pedestrian bridge is proposed for a 76.20m right of
way. As illustrated in Section A1-A2, in order to accommodate the access pod the drainage
sewerage, water transmission and irrigation utility corridors are diverted in order to create the
space necessary to accommodate the access pod. In Section A2-A3, utility corridor diversion
is not possible, instead, the access pod is positioned within the sewerage corridor whilst
maintaining the minimum horizontal clearance required, while the sewage main is diverted
temporarily and reinstated once the construction of the access pod is completed.
If the diversion of utility corridors is not possible or too complicated, then the pedestrian bridge
should be designed accordingly to facilitate flexibility in the positioning of the access pods.
Furthermore, it is essential that the exact position of all the utilities be established through a
trial trench investigation, as the positioning of the utilities will affect the design and the layout
of the proposed pedestrian bridge.
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Chapter 5
Figure ‎5.10: An Example of Utility Distribution at a Pedestrian Bridge
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Chapter 5
5.7. Landscaping Requirements
Trees require a dedicated corridor as their roots penetrate deep enough to impact on services
located underground. The minimum required width for a dedicated tree corridor is 2m for all
trees including palm trees.
Tree corridors can be combined with the “unipole” advertising corridors and streetlighting
corridors and should preferably be positioned adjacent to footpaths and cycle paths. The
height of the trees should be taken into consideration with regard to the maintenance of
streetlighting poles when sharing corridors. When trees and the unipole advertising signs
share a corridor, consideration should be given to ensure that the unipole advertising signs do
not impact on the tree growth, and that the trees do not obstruct the view of the unipole
advertising signs.
Shallow root ground covering such as grass, shrubs and flowers do not require a dedicated
corridor and are permitted above utility corridors provided that they meet the requirements of
the affected Service Authorities and Providers.
For projects where the scope of work has a direct impact on existing landscaping within the
ROW, the impact of proposed work needs to be assessed and represented on a drawing for
review by DM Public Parks & Horticulture.
In general, if landscaping is to be permanently removed, the same quantity of landscaping is
to be replanted in an appropriate location to be approved by by DM Public Parks &
Horticulture during the design phase. Should this include the removal of grass which cannot
2
be replaced, the alternative is to replace the grass covering with one tree for every 16m of
grass covering lost.
In all instances landscaping/plantation projects should obtain the relevant NOCs from the
affected Services Authorities and Providers as well as the RTA.
Figure ‎5.11: Utility Cross Section Showing a Dedicated Tree Corridor
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Chapter 5
5.8. Utility Accommodation Requirements
5.8.1. Protection of Utilities
Typically, the protection of utilities is required in three instances.
 The installation of a utility under the roadway.
 The minimum prescribed cover cannot be achieved.
 As required and instructed by a Service Authority and Provider.

Utilities are to be protected according to the respective authorities’ specifications, and
consultants are required to confer with authorities to determine their latest requirements. Refer
to Table 5.3 for the recommended utility protection methods prescribed by the various Service
Table ‎5.3: Various Types of Utility Protection Methods as Prescribed by the Service
Authorities and Providers
UTILITY
AUTHORITY
EXISTING PROPOSED
Scenario 1: Existing cable

without duct: Split Duct with
concrete surround
Proposed cable to be laid in
Scenario 2: Existing cable in ducts. Spare ducts to be laid
DEWA ED
duct - Extend existing ducts with for future use. 1 spare duct
split duct and concrete surround for each cable laid
to split duct
Provide spare ducts as required
Steel Sleeve w/Grouted Steel Sleeve w/Grouted

DISTRIBUTION
Annulus1 Annulus1
DEWA WD
Steel Sleeve w/Grouted Steel Sleeve w/Grouted
TRANSMISSION
Annulus2 Annulus2
Steel Sleeve / Concrete

DM DRAINAGE, SEWERAGE & IRRIGATION Protection Slab3
Encased
Protection Slab / Concrete

ETISALAT Split Duct
Encased
ITS/EITC-du Concrete Encased Concrete Encased
Protection Slab / Concrete Protection Slab / Concrete

MILITARY
Encased Encased
Protection Slab/ Concrete Protection Slab/ Concrete

EMPOWER
Encased Encased
TABREED Protection Slab Protection Slab
DUSUP Protection Slab4 Protection Slab4
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Chapter 5
1 = Not required for local roads, use protection slab instead.
2 = Required for all sizes and types of pipe in all roads.
3 = For pressurized services consult DM.
4 = The protection slab is to have a minimum cover of 1.2m above the pipeline.
5.8.2. Utility Clearances
a) Vertical Clearances
The vertical clearance is defined as the space required between two utilities in instanceswhere
one utility crosses over another as illustrated in Figure 5.12. The vertical clearances required
for each respective Service Authority & Provider, have been summarized in Tables 5.4
through 5.6. When the requirements differ, the larger clearance requirement must be adopted.
Users should always check with the Service Authorities & Providers for their latest
requirements.
Figure ‎5.12: Schematic Illustration of Vertical Clearance Between Two Utilities
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Chapter 5
Table ‎5.4: Vertical Clearances for All Utilities Crossing DEWA Utilities
VERTICAL CLEARANCE
UTILITY DETAILS
(m)
ELECTRICITY Refer to DEWA-ED Technical Guidelines

WATER
100 - 450mm Ø 0.51
DISTRIBUTION
WATER
450 – 1200mm Ø 1.0
TRANSMISSION
1 = Depending on site conditions clearance of min = 0.3m possible
Table ‎5.5: Vertical Clearances for Any Utilities Crossing a DM Utility
VERTICAL CLEARANCE
UTILITY TYPE DIAMETER
(m)
GRAVITY MAINS ALL 0.5
SEWERAGE 100 -300mm Ø 0.5

PRESSURE
MAINS
300mmØ > 1.0
DRAINAGE 100-300 mm Ø 0.5

PRESSURE
MAINS
300mm Ø > 1.0
IRRIGATION 100-300mm Ø 0.5

PRESSURE
MAINS
300mmØ > 1.0
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Chapter 5
Table ‎5.6: Vertical Clearances for Any Utilities Crossing
Telecom’s/DCS/Hydrocarbons Utilities
VERTICAL
AUTHORITY/UTILITY
CLEARANCE (m)
ETISALAT 0.5
ITS/EITC-du 0.3
MILITARY 0.5
EMPOWER 1.5
TABREED 1.0
Open cut 1.0
DUSUP NDRC (OD < 1.0m) 1.5
NDRC (OD > 1.0m) 1.5Ø
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Chapter 5
b) Horizontal Clearances
The horizontal clearance is defined as the space required between the two utilities installed
adjacent to each other. Horizontal clearance is measured from the outside of the pipe or cable
and not the centreline of the element. The preferred horizontal clearances required for each
respective Service Authority & Provider, has been summarized in Tables 5.7 through 5.9.
When the requirements differ, the larger clearance requirement must be adopted. Users
should always check with the Service Authorities & Providers for their latest requirements.
Table ‎5.7: Horizontal Clearances for DEWA Utilities
CLEARANCE TO CLEARANCE TO
UTILITY
UTILITIES (m) STRUCTURES (m)
ELECTRICITY Refer to DEWA-ED Technical Guidelines
WATER
100 - 450mm Ø 1.0 1.0
DISTRIBUTION
WATER
450 – 1200mm Ø 3.0 2.0
TRANSMISSION
Table ‎5.8: Horizontal Clearances for DM Utilities
CLEARANCE TO CLEARANCE TO
UTILITY TYPE DIAMETER
UTILITIES (m) STRUCTURES (m)
GRAVITY
ALL 1.0 1.0
MAINS
SEWERAGE
PRESSURE 100 -300mm Ø 1.0 1.0
MAINS 300mmØ > 1.0 1.0
GRAVITY
ALL 1.0 1.0
MAINS
DRAINAGE
PRESSURE 100-300 mm Ø 1.0 1.0
MAINS 300mm Ø > 1.0 1.0
GRAVITY
ALL 1.0 1.0
MAINS
IRRIGATION
PRESSURE 100-300mm Ø 1.0 1.0
MAINS 300mmØ > 1.0 1.0
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Chapter 5
Table ‎5.9: Horizontal Clearances FOR Telecom’s/DCS/Hydrocarbons Utilities
CLEARANCE (m) CLEARANCE (m)

AUTHORITY/UTILITY
TO UTILITIES TO STRUCTURES
ETISALAT 1.0 1.0
ITS/EITC-du 0.4 0.4
MILITARY 1.0 1.0
EMPOWER 1.0 2.5
TABREED 1.0 1.5
DUSUP* 15.0 10.0
5.8.3. Utility Road Crossings
Utility crossings of roads shall be at 90° to the roadway alignment where practical. Utility
crossings shall be avoided at deep cuts, near footings of bridges or near retaining walls.
Open cut road crossings are prohibited in the following circumstances:
 New roads less than five years old.
 High order roads where traffic flow can not be disrupted.

Open cutting of the pavement to install utilities is not permitted since it adversely affects the
structural integrity of the roadway. If it is not possible to install a utility without disturbing the
roadway pavement, the Consultant must apply in writing for an exemption from the Roads
Maintenance Department and must provide adequate motivation that all alternatives have
been considered.
Overhead utility crossings such as electricity cables should be 90° to the roadway alignment
where practical, and be located such that supporting structures are outside the clear zone (if
future lanes are planned, provision should be made for the clear zone for the ultimate
condition) and conform to the vertical clearance requirements.
5.8.4. RTA Spare Ducts
a) General
RTA Spare ducts are for the exclusive use of the RTA and are separate from the ducts
installed by other Authorities and Service Providers. Approval for these ducts is obtained from
the NOC Section of the Roads Department.
Spare ducts are required wherever new roads are proposed or where road modifications
warrant additional ducts. Accordingly, any widening of existing roads will require the extension
of existing RTA Spare Ducts. The positioning of RTA Spare Ducts should be in accordance
with the guidelines as given in Figure 5.13.
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Chapter 5
Figure ‎5.13: RTA Spare Duct Positioning
b) Positioning of RTA Ducts
The ducts requirements are 2 way x 200mm dia. uPVC ducts and the ducts should extend to
1m beyond the back of the kerb.
Spare ducts need to be installed at all intersections, as well as along continuous stretches of
roads. For installations at intersections, the ducts are to be installed five (5) meters from the
tangent point on all the legs of the intersection. Table 5.10 summarizes the requirements for
RTA Spare Duct installations.
Any existing ducts affected by proposed roadwork (widening, etc.) shall be extended to the
limit of the proposed roadwork inclusive of duct markers and other required ancillaries.
Appropriate spare ducts of suitable number and position should be provided to facilitate the
installation of illuminated advertising banners placed on bridges.
Table ‎5.10: RTA Spare Ducts Installation Guidelines
Area Road Class Position Spacing
A n/a 5m from tangent point n/a
Freeway - Arterial between intersections 500m – 750m

B
Collectors - Minor between intersections 250m – 350m
C n/a 5m from tangent point n/a
Note:
All RTA Spare Ducts should be installed as per RTA specifications and requirements as stated in the contract documents.
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CHAPTER 6
Alternative Methods of Utility Accommodation &
Distribution – International Practices
Chapter 6
Alternative Methods of Utility Accommodation and Distribution – International Practices
Table of Contents
CHAPTER 6 ALTERNATIVE METHODS OF UTILITY

ACCOMMODATION AND DISTRIBUTION -
INTERNATIONAL PRACTICES ................................... 6-3
6.1. Introduction ........................................................................................................................... 6-3
6.2. Joint Trenching ..................................................................................................................... 6-4
6.2.1. Overview ........................................................................................................................ 6-4
6.2.2. Joint Trench Considerations .......................................................................................... 6-5
6.2.3. International Examples of Joint Trenching .................................................................... 6-7
6.3. Stacking of Utilities .............................................................................................................. 6-9
6.3.1. Overview ........................................................................................................................ 6-9
6.3.2. Stacking of Pressure Mains ........................................................................................... 6-9
6.3.3. Stacking of Electricity & Telecommunications Cables ................................................. 6-10
6.4. Easements ........................................................................................................................... 6-10
6.5. Utilities under the Carriageway......................................................................................... 6-11
6.6. Utility Tunnels ..................................................................................................................... 6-12
6.6.1. Overview ...................................................................................................................... 6-12

6.6.2. Dry Utility Tunnels ........................................................................................................ 6-15
6.6.3. Wet Utility Tunnels ....................................................................................................... 6-15
6.6.4. Combined Utilities Tunnels .......................................................................................... 6-16
6.6.5. Utility Tunnel Considerations ....................................................................................... 6-16
6.6.6. Local Implementation of Utility Tunnels ....................................................................... 6-20
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Chapter 6
List of Tables
Table 6.1: The Advantages of Utility Tunnel Over Conventional Trench Excavation .............. 6-14
Table 6.2: International Utilisation of Utility Tunnels ................................................................. 6-14
Table 6.3: Various Cost Sharing Methods for Implementing Combined Utility Tunnels ........... 6-18
Table 6.4: A Cost Comparison between Utility Tunnels and Expropriation for the Emirate of Dubai
................................................................................................................................. 6-22
List of Figures
Figure 6.1: Schematic Illustration of Joint Trench ........................................................................ 6-4

Figure 6.2: Joint Trench with Localized Diversion of Utilities to Accommodate Chambers ......... 6-6
Figure 6.3: Joint Trench Details for Pacific Gas & Electric Company – Sacramento, California . 6-7
Figure 6.4: Joint Trench Details for Energy Australia – NSW, Australia ...................................... 6-8
Figure 6.5: Schematic Illustration of Utilities Stacking ................................................................. 6-9
Figure 6.6: An Example of a Sewer Easement from the Maroochy Shire Council, Queensland,
Australia ................................................................................................................... 6-11
Figure 6.7: A Schematic Illustration of the Concept of a Utility Tunnel ...................................... 6-12
Figure 6.8: National Grid’s 400kV High Voltage Tunnel in London, UK .................................... 6-15
Figure 6.9: Durban Harbour Wet Utilities Tunnel, South Africa ................................................. 6-16
Figure 6.10: Common Utility Tunnel in Barcelona, Spain ............................................................ 6-16
Figure 6.11: Arrangement of Utilities within a Common Utility Tunnel......................................... 6-17
Figure 6.12: Typical Cross Section through the Combined Utilities at Meydan Racecourse, Nad Al
Sheba ....................................................................................................................... 6-20
Figure 6.13: Proposed DEWA Cable Tunnel for the Mushriff-Mamzar-Al Nahda 400kV Cable Works
................................................................................................................................. 6-21
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Chapter 6
Chapter 6 Alternative Methods of Utility

Accommodation and Distribution -
International Practices
6.1. Introduction
The preceding chapters have provided guidelines for the typical utility accommodation and
distribution within the right of ways present in the Emirate of Dubai. These represent the
combined inputs and requirements of the many stakeholders that have been consulted in the
development of this manual.
However, there may be certain constraints encountered during the planning and
implementation of a project that do not lend themselves to the “typical” approach for the utility
accommodation and distribution within the ROW. In such cases, the designer and client may
need to consider alternative strategies to overcome the limitations of space, obstacles and
various other special project requirements.
This chapter aims to present an overview of the best observed international practices that
have been successfully employed and in many instances the preferred means - in
addressing the issue of congested right of ways. The practices that are discussed, and the
case studies presented, are intended to stimulate creative thinking, as opposed to being a
prescriptive method for addressing the various challenges encountered with accommodating
and distributing utilities within congested right of ways.
Users of this manual will often encounter cases where the demand for space across the
spectrum of Service Authorities and Providers exceeds the available space within the right of
way. In situations where additional land is not available for expropriation, is prohibitively
expensive or when an immovable physical constraint prevents the widening of the right of
way, the user may elect to explore alternative configurations of utility placement within the
right of way.
This chapter presents five alternative methods - employed internationally - to address the
space constraints within the right of way. These include:
 Joint Trenching
 Stacking of Utilities.
 Assigning Easements.
 Placing utilities under the Carriageway.
 Installing Utility Tunnels.

The application of the concepts presented in this chapter should be considered in conjunction
with the requirements of the relevant Service Authorities and Providers as well as the Roads
Department.
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Chapter 6
6.2. Joint Trenching
Joint trenching, also known as common trenching, is the practice of placing different types of
utilities or multiples of the same utility in the one trench. This is in contrast, to restricting utility
installation to a single type, in a given trench or corridor within the Right of Way. An example
of joint trenching is illustrated in Figure 6.1.
6.2.1. Overview
Joint trenching maximizes the utilities’ installation activities and minimizes disruption. Joint
trenching is most efficient for utilities that are laid in conduits/ducts or utilities that require
minimal maintenance such as electricity, telecommunication, television and street lighting
cables. Joint trenching is also possible with certain pressure mains such as gas mains.
Figure ‎6.1: Schematic Illustration of Joint Trench
The most common joint trenching application is to locate telecommunication and electricity
utilities in one trench. The effect of electromagnetic interference to conventional conductor
type telecommunication cables can be reduced by using armoured cables, while fibre-optic
telecommunication cables are not affected by electromagnetic fields. In considering the use of
Joint Trenching, it is imperative that Service Authorities and Providers collaborate to share in
the design and agree on how construction and management costs are to be allocated.
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Chapter 6
The advantages of joint trenching include:
 Enables utility placement in a congested right of way, as less space is required.

Collectively utilities can be installed in narrower corridors than for an independent
installation.
 Accommodates multiple utilities and thus shortens construction times.
 Mitigation against expropriation.
 Reduces construction costs since installation times and earthworks volumes are
reduced.
 Shortens the period required for utility relocations as only one trench needs to be
excavated.
 Reduces traffic control impacts.
 Reduces cost of construction supervision and traffic control.
 Provides substantial financial gain in areas where the type of soil greatly influences
the excavation costs.
 Minimizes the impact on the environment as less excavation is required.
 Requires less time to perform inspections thus streamlining the process.
The disadvantages of joint trenching include:
 Utilities to be included in a joint trench need to be laid simultaneously, which is not

always practical or possible.
 Re-excavation for utility maintenance is more complicated as there is an increased

threat of cable and or pipe damage when performing excavation for maintenance of
utilities.
 The positioning and construction of manholes needs to be carefully coordinated

amongst the utilities which share the joint trench.
 Future upgrading or expansion of a utility network is limited.
 Determination of cost sharing and implementation responsibilities is required.
6.2.2. Joint Trench Considerations
To ensure that joint trenching is implemented successfully, designers and Service Authorities
and Providers need to consider the following:
 Determination of which utilities are applicable and best suited for joint trenching.
 Determination and agreement of cost sharing.
 Agreement on design parameters.
 Material availability and handling of materials during construction.
 Agree on a lead Service Authority or Provider for the implementation and contract
management.
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Chapter 6
 Coordination during the Design Stage is required to accommodate the required

chambers and manholes as illustrated in Figure 6.2.
In addition to the minimum separation and depth requirements prescribed by design codes,
manufacturer’s specifications as well as Service Authorities and Providers requirements must
be maintained.
The arrangement of wet utilities within a joint trench should be based on practical
considerations and the estimated frequency of access for maintenance. Utilities that require
little or no routine maintenance, and which rarely suffer breakages such as gravity sewers and
stormwater drainage pipes, should be located at the bottom of the joint trench and pressure
mains on the top.
In the rare case where repairs to the gravity mains are required, these could easily be
completed utilising a various innovative methods that do not require any re-excavation of the
trench.
Source: US Federal Highway Administration, USA

Figure ‎6.2: Joint Trench with Localized Diversion of Utilities to Accommodate Chambers
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Chapter 6
6.2.3. International Examples of Joint Trenching
Two international examples of joint trenching are discussed below.

Sacramento, California: Pacific Gas and Electric Company teamed up with a
telecommunications company and a cable television company to install their services in a joint
trench. Figure 6.3 shows the typical trench configuration and clearance requirements
necessary to achieve the joint trench.
Source: Pacific Gas & Electric Company, USA

Figure ‎6.3: Joint Trench Details for Pacific Gas & Electric Company – Sacramento, California
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Chapter 6
New South Wales, Australia: The electricity provider, Energy Australia, has entered into a
joint trench agreement with telecommunication company Telstra to install both their utilities in
a joint trench. Figure 6.4 illustrates various joint trench arrangements.
ALL DIMENSIONS ARE IN MM
Source: Energy Australia NS 130, Australia

Figure ‎6.4: Joint Trench Details for Energy Australia – NSW, Australia
For further insight into joint trenching refer to Case Study H-8 Cross Street Utility Diversion
in Appendix H.
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Chapter 6
6.3. Stacking of Utilities
6.3.1. Overview
The overall width required for the installation of utilities within the right of way can be
significantly reduced by stacking utilities. Unlike joint trenching, which accommodates different
types of utilities in a single trench, stacking entails placing multiples of the same utility directly
on top of each other within the same corridor. Stacking could be undertaken at different times,
whereas, with joint trenching, the utilities are installed simultaneously at the outset.
Various types of utilities can be successfully stacked to reduce the required corridor widths
within the right of way. However, the stacking of gravity services is not considered feasible.
6.3.2. Stacking of Pressure Mains
Stacking of pressure mains is accomplished by placing a smaller distribution main over a

larger transmission main. Due consideration is required regarding accessibility and
maintenance during the design of stacked pressurized mains. Figure 5.6 below illustrates the
concept of stacking.
Figure ‎6.5: Schematic Illustration of Utilities Stacking
a) Accessibility
The vertical spacing should allow access to the smaller main for maintenance or replacement
without affecting the operation of the larger transmission main situated below. Conversely, in
order to access and perform any maintenance work on the lower transmission main, the
distribution main would need to be removed or displaced temporarily in order to access the
transmission main. This may be facilitated by opting for the use of flexible piping such as
HDPE for the upper pipelines in the original construction. The upper pipes can later be moved
aside and without disruption during open trench maintenance of the lower pipes.
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Chapter 6
b) Chambers
Chambers can be accommodated in stacking applications by allowing smaller distribution or
reticulation pipes to simply pass through the larger chambers of the transmission mains.
6.3.3. Stacking of Electricity & Telecommunications Cables
a) Accessibility
Telecommunication cables are usually routed through ducts and as such they are easily
accessed via manholes. Access to stacked electricity cables is also easily achieved as the top
cables may be slewed temporarily to gain access to the lower cables.
b) Draw Pits
Stacking of conduit for cables does not present a significant challenge to manhole and
chamber construction in telecommunications applications. Chambers can be configured and
positioned in such a manner to avoid clashes. Larger chambers can be “passed through” by
ducts, and present no significant problems.
Electricity cable manholes are not commonly used as cables are not routinely accessed after
construction and commissioning. Where joint boxes are used, they are generally small and
can be positioned to avoid clashes.
6.4. Easements
Another strategy used internationally in combating congested right of ways, is the adoption of
public easements. A utility easement is the use of another's property for laying water, gas,
electric, sewer and other utilities. A property owner grants a utility easement to the Service
Authority or Provider to extend the utility into their property. The practice of utility easements is
widely practised in the USA, England, South Africa and Australia. The most common
application of public easement is the location of sewer distribution mains as well as street
lighting and electricity poles within property boundaries.
Financial compensation may need to be considered with easements. The success of this
strategy depends on the willingness of all property owners along the length of the right of way
agreeing to the easement.
Figure 6.5 illustrates an example of an easement for the accommodation of a sewer main. The
feasibility of laying utilities in easements depends on the accessibility of the utilities by the
respective Service Authority or Provider to perform routine maintenance or repairs. This
requires a formal agreement between the utility owner and the property owner. Part of such an
easement agreement would be a restriction on the property owner constructing any structure
within the easement area.
Easements are particularly effective in narrow width right of ways where transmission mains
are unlikely to be located. Here, smaller diameter distribution mains, which are to be
accommodated, will require less space for the easement. Easements are also effective when
a utility needs to be diverted outside the right of way boundary for a short distance.
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Chapter 6
ALL DIMENSIONS ARE IN MM
Source: Maroochy Shire Council, Australia

Figure ‎6.6: An Example of a Sewer Easement from the Maroochy Shire Council, Queensland,
Australia
6.5. Utilities under the Carriageway
A considerable amount of cross sectional space can be saved by locating certain utilities
under the road carriageway.
Generally, these utilities would be selected based on (amongst other factors):
 The frequency of maintenance.
 The method of access required in case of a fault or failure.
 The cost of protection of the utility infrastructure under the carriageway.

A review of international practices has revealed a range of policies for managing the
underground space below roads and the construction and maintenance of utilities placed
under the carriageway.
Different countries vary in their approach to the rights of utilities in public roads. Some
countries view the underground space beneath the carriageway as a valuable resource for the
accommodation of utilities and manage the distribution accordingly.
In other countries, where an unstructured approach has been adopted, this has led to
complications with accommodating future needs and ineffective use of underground space.
A major challenge with routing utilities under the carriageway is providing access for
emergency repairs and maintenance under trafficked conditions.
A guideline to the utilities that are allowed under the carriageway in the Emirate of Dubai is
included as Table 4.1 in Chapter 4.
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Chapter 6
6.6. Utility Tunnels
6.6.1. Overview
Utility tunnels and culverts, also known as common utility ducts, or conduits, are defined as
any enclosed structure below the ground that contains one or more utilities. These tunnels
may be rectangular or circular in shape and can be constructed using various techniques
including cut -and-cover or excavated by utilising a tunnel boring machine.
Due to the high construction cost of utility tunnels, the application is restricted to
instanceswhere either no other options are possible or where there is intensive cooperation
between many different Service Authorities and Providers that leads to a significant benefit of
scale.
The growing scarcity of available space and associated rising cost of land, has forced utility
providers and authorities to consider the use of joint or shared utilisation of the right of way to
reduce utility space consumption and improve the accessibility for maintenance of utilities
through the city.
The three main types of utility tunnels include:
 Dry utility tunnels that accommodate utilities such electricity and

telecommunications cables and are discussed in Section 6.6.2.
 Wet utility tunnels that accommodate utilities such as water, irrigation and
pressurized sewage mains as discussed in Section 6.6.3.
 Combined utilities tunnels that accommodate both dry and wet utilities and are
discussed in Section 6.6.4.
Utility tunnels provide a means to achieve joint utilisation and thus provide a solution to the
problem of congested right of ways. Figure 6.6 provides a schematic illustration of the utility
tunnel concept.
Figure ‎6.7: A Schematic Illustration of the Concept of a Utility Tunnel
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Chapter 6
The advantages of utility tunnels include:
 The elimination of road cuts and possible damage to other utilities.
 The elimination of interference with traffic.
 Reduction in street noise.
 Easy access to the utilities within the tunnel and thus easy operation and maintenance
of utilities.
 Reduction in space allocation for utilities within the right of way i.e. land saving.
 Easy access to utilities within the tunnel.
 Flexibility in terms of network expansion and allows for future upgrades at a reduced
cost.
 Could accommodate multiple utilities at a lesser cost than the conventional trench
installation of the same utilities.
The main disadvantages include:
 Increased cost and the allocation of the existing space.
 Coordination and compatibility for maintenance activities.
 Needs detailed coordination between utilities providers for successful completion.
 Requires one utility authority to take a leadership role in design and construction.
 Requires agreement for design parameters and shared cost.
Table 6.1 summarizes the main advantages of a utility tunnel when compared to conventional
trench excavation and Table 6.2 is a list of a few prominent international examples of utility
tunnel projects.
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Chapter 6
Table ‎6.1: The Advantages of Utility Tunnel Compared to Conventional Trench Excavation
No CONVENTIONAL TRENCH UTILITY TUNNEL
The precise positions of existing underground utility The location of existing utility networks is easy to
1 networks are unknown. This hampers maintenance identify
and network expansion.
The utility network within a trench occupies excessive The utility network within a trench occupies less
2
space space.
Access to the utility installation would result in either Access to networks occurs at defined access
3 disruption to the road or sidewalk and reinstatement of portals.
the surface.
Road surfaces are damaged by frequent trenching and Road surfaces and pavements are not disturbed
4
more frequent resurfacing is needed. after the construction of the tunnel.
Road users suffer delays, specifically in the cities, Traffic delays from roadwork for network
5
through traffic disturbances during maintenance. maintenance are greatly reduced.
Lane closures and traffic diversions for maintenance Tunnels have a positive impact on safety
6 and construction activities negatively impact on road
safety.
Maintenance and construction activities impact Minimizes the impact on the environment during
7
negatively on the environment maintenance and construction activities.
Table ‎6.2: International Utilization of Utility Tunnels
LOCATION DESCRIPTION SIZE LENGTH CONTENTS COST
High Voltage Unknown

Singapore 3.5-6m ø 6km 400kV cables.
Electricity Tunnel
Durban, Durban Harbour Wet Potable water, sewerage Unknown

4.5mø 500m
South Africa Utilities Tunnel & power cables.
Bangkok, 230kV cables, chilled $20,000/m

Vibhavadi Rangsit
2.6mø 8km water and telecoms
Thailand Cable Tunnel
cables.
Sydney, City West Cable $24,000/m

3.5mø 1.7km 132kV cables
Australia Tunnel
London, $4,100/m
National Grid Tunnel 3.0mø 20km 400kV cables
UK
Putrjaya, Power, telecoms, gas, Unknown

Common Utility
- 11.4km potable water & chilled
Malaysia Tunnel
water.
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Chapter 6
6.6.2. Dry Utility Tunnels
Dry utility tunnels are used for cabled infrastructure, such as telecommunication and electrical
cables, which are relatively flexible, can easily be stacked and are therefore well suited to
installation in common utility tunnels. Dry tunnels require ventilation and cooling to optimise
conductivity of the cable conductors in the tunnel. Figure 6.7 shows an example of a dry
tunnel in the United Kingdom. This tunnel is used to accommodate extra high voltage
electricity cables.
Source: National Grid, United Kingdom

Figure ‎6.8: National Grid’s 400kV High Voltage Tunnel in London, UK
For further insight into Dry Utility Tunnels refer to Case Study H-10 TransGrid Cable Tunnel
in Appendix H.
6.6.3. Wet Utility Tunnels
Wet utility tunnels typically contain potable water, sewerage, storm water and irrigation. Each
of these utilities is contained in their respective pipelines, which are attached to the floor and
walls of the tunnel and, in some cases, suspended from the roof. Wet utility tunnels are the
least common form of utility tunnels. While wet utility tunnels generally do not require cooling
consideration needs to be given for access in order to perform maintenance.
An example of a wet utility tunnel is the Durban Harbour Tunnel in Durban, South Africa as
illustrated in Figure 6.8. This tunnel accommodates potable water and sewerage transmission
mains to serve the city of Durban.
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Chapter 6
Source: National Ports Authority, South Africa

Figure ‎6.9: Durban Harbour Wet Utilities Tunnel, South Africa
6.6.4. Combined Utilities Tunnels
Combined utilities tunnels, accommodating both wet and dry utilities, are by far the most
common tunnel in use. These tunnels have a significant space saving advantage within the
right of way. Special consideration is required in terms of protecting the dry utilities from the
wet utilities services in the case of a breakage. This is usually achieved by splitting the tunnel
into separate compartments.
Source: Conto Perello and J. Curiel Esparza, Valencia, Spain

Figure ‎6.10: Common Utility Tunnel in Barcelona, Spain
For further insight into Combined Utility Tunnels refer to Case Study H-9 Marina Bay
Combined Services Tunnel in Appendix H.
6.6.5. Utility Tunnel Considerations
The following are the main considerations for utilities installations in tunnels.
a) Economic Considerations
The full life-cycle cost has to be considered when conducting a feasibility study and cost
comparison. The initial lower cost of direct buried utility services and speed of installation has
always been the key consideration when compared to utilising an underground shared facility.
These needs should however be considered in conjunction with the future cost of relocating
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Chapter 6
utilities when expansion of the road network occurs, the high cost of maintenance and
replacement, as well as the consumption of land (expropriation).
b) Utility Life Cycle & Reliability

Utilities that are routed in tunnels can be accessed at all times without the need for excavation
and backfilling. The risk of damage usually associated with these operations is eliminated.
The infrastructure can be routinely inspected for faults and can easily be repaired on site. The
accessibility also favours preventative maintenance, increases the reliability and prolongs
service life of the utilities.
Figure 6.10 shows an efficient distribution of utilities within a tunnel which facilitates
maintenance of the utilities.
Source: Mélyépterv Komplex Engineering Close Corporation

Figure ‎6.11: Arrangement of Utilities within a Common Utility Tunnel
c) Future Expansion
Tunnel design should make provision for future installations of additional utilities to expand the
transmission and distribution capacity of utility networks.
d) Design Considerations
Some of the design considerations include:
 A suitable ventilation system is required.
 Moisture and temperature is to be controlled.
 Lighting, power fire protection and smoke suppression must also be provided.
 Tunnel monitoring systems including CCTV, alarm system and communications.
 Tunnel access as well as emergency exits and evacuation procedures.
 Access control and security system.
 Drainage systems should be installed for seepage and flooding.
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Chapter 6
 Placing potable water mains in separate compartment away from sewerage and
irrigation mains in the interest of public health
It is however, very important that the compatibility considerations between the utilities which
share the tunnel be studied, in order to avoid interference as well as to minimise the possibility
of causing damage to other utilities during operations and maintenance activities.
Not all utilities can be accommodated in utility tunnels. Examples of utilities that cannot be
accommodated are gravity fed drainage and sewerage pipes and reticulation level utilities
such as LV cables and house connection for water . Examples of a utility that can be
accommodated is the drainage rising mains. Transmission lines are best suited to utility
tunnel applications.
e) Apportionment of Construction Costs

The consistent and fair apportionment of costs between the beneficiary Service Authorities
and Providers of a utility tunnel project is a key determinant to its success. The apportionment
of the project costs to an individual Service Authority or Provider has to be fair in relation to
the comparative value of the other cost contributors.
Table 6.3 lists various cost sharing methods, including the main advantages and
disadvantages of each, which are employed internationally and that can be considered for any
shared utility tunnel.
Table 6.3: Various Cost Sharing Methods for Implementing Combined Utility Tunnels
No. APPORTIONMENT METHOD ADVANTAGES DISADVANTAGES
Costs shared equally by all Users utilising less space in the

1 Simple and convenient.
participants. tunnels are unfairly overcharged.
The proportion of “occupied
A more rational way of
volume” can be difficult to
Costs are shared as a proportion of allocating cost as users
2 determine. Certain users might
the occupied volume. occupying less space are
incur charges for services they do
more fairly charged.
not utilise.
A complex financial model which
A more rational way of as it
Costs are shared as a proportion of determines each participants
3 closely resembles the “user
the construction cost of the tunnel. contribution to the construction
pay” principle.
cost developed.
Private utility providers pay one third Avoids the complexity of the
Certain utility providers as well as
divided equally, public utility providers other methods and is a
the government might not be
4 pay one third divided equally and the compromise between rational
willing to participate because of
government the remainder of the cost. cost sharing and equal
the additional cost.
sharing methods.
f) Operation & Maintenance

The operation of utility tunnels is in many ways similar to the operation and maintenance of
road tunnels/underpasses that are common in the Emirate of Dubai. The existing operational
and maintenance teams and facilities (e.g. control rooms) used to monitor, operate and
maintain the road tunnels/underpasses could be used to include those of combined utility
tunnels.
The apportionment of Operation and Maintenance costs also required consideration. The most
common method is that each utility maintains and operates their own respective utility
installation and the operational and maintenance costs are shared equally. However, similar
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Chapter 6
methods as described in Table 6.3 are also developed for the apportionment of operation and
maintenance costs.
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Chapter 6
6.6.6. Local Implementation of Utility Tunnels
The local implementation of utility tunnels has the potential to deliver substantial benefits for
all stakeholders involved in the execution of projects in the right of way, especially where
congested right of ways are encountered. In these instances, where there is limited space to
accommodate all utilities, expropriation often has to be undertaken. In addition to the
expropriation cost, the opportunity to develop the same parcel of land, and the revenue that
could have been earned, is also lost.
a) Combined Utility Tunnels in the Emirate of Dubai
There are several combined utility tunnels at various stages of development Dubai and
include:
 Culture Village
 La Contemporaine, Business Bay.
 Meydan Racecource , Nad Al Sheba.

A combined utilities tunnel implemented by Emaar is also in operation in Dubai Marina. These
combined utilities tunnels have all been approved by the various Services Authorities and
Providers. A typical cross section of the tunnel at the Meydan Racecourse at Nad Al Sheba is
shown in Figure 6.11.
Figure ‎6.12: Typical Cross Section through the Combined Utilities at Meydan Racecourse, Nad Al
Sheba
Refer to the Case Study H-3: Business Bay La Ville Contemporaine in Appendix H, for further
insight into utilities tunnels.
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Chapter 6
b) Dry Utilities Tunnels in the Emirate of Dubai

There are currently two known proposals for electricity tunnels in Dubai and include the
electricity tunnels being proposed in the Al Mamzar, Al Nahda, and Mushriff Park areas and
the electricity tunnels being implemented as part of the R777 project in Bur Dubai and Deira.
Al Mamzar - Al Nahda - Mushriff 400kV Tunnels
The electricity tunnels are part of the proposal by DEWA-ED to lay underground 400kV cables
between three new proposed 400/132kV substations in Al Mamzar, Al Nahda and Mushriff.
The project aims to augment the supply of electricity to Deira and the surrounding areas and
in turn supply Palm Deira. The conceptual design of the cable tunnel is show in Figure 6.12.
Figure ‎6.13: Proposed DEWA Cable Tunnel for the Mushriff-Mamzar-Al Nahda 400kV Cable Works
Burjuman and Deira Links (R777/2A&2C)
In this project, congested right of ways have been encountered and there is a proposal to
incorporate the 132kV cables in tunnels for inclusion under the carriageway.
For more detail on this project refer to the Case Study H-7: Dubai Creek Crossing in
Appendix H.
Other Projects:
The additional projects which illustrates the effective use of utility tunnels to accommodate
services are:
 Shindagha Tunnel
 Palm Jumeirah
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Chapter 6
c) Cost Comparison between Utility Tunnels and Expropriation

In order to further highlight the merits of implementing utility tunnels, a high level cost
comparison is presented in Table 6.4.
An accurate cost comparison is generally only possible on a project specific basis where all
the variables associated with utility tunnel construction are known. However, for the purpose
of demonstration, Table 6.4 compares the cost of two Dubai located utility tunnels under
development, versus the cost of land expropriation - had expropriation been pursued instead.
Table ‎6.4: A Cost Comparison between Utility Tunnels and Expropriation for the Emirate of Dubai
Meydan Business Bay Burjuman and Deira Links

R777/2A &C
Development Development
Utilities culvert under Electricity tunnels in Sheikh

Combined utilities tunnel
DETAILS proposed Dubai Creek Khalifa Bin Zayed Road
under car park.
extension. Omar Bin Al Khattab Road.
o Electricity o Potable Water o Electricity

o District Cooling o Electricity
UTILITIES o Irrigation o District Cooling
o Fire Fighting o Irrigation
o Fire Fighting
SIZE 5m x 4m 33m x 9m 2.5 x 2.5m
TUNNEL COST AED 35,000/m AED 290,000/m AED 5,000/m
EXPROPRIATION COST
AED 10,000/m2 AED 30,000/m2 AED 7,000/m2
(of similar property)
CORRIDOR REQUIRED
12m 50m 6m
(assumed corridor width)
EXPROPRIATION COST
AED 120,000/m AED 1,500,000/m2 AED 42,000/m2
(of equivalent corridor)
The tunnel costs as mentioned in Table 6.4 reflects the construction cost of the tunnel, the
installation cost of the various utilities and the required tunnel systems such as ventilation, fire
protection and access and lighting etc.
The land expropriation costs in Table 6.4 are based on actual compensation paid to land
owners for land acquisitions executed by the RTA for the widening of the ROW to implement
roads projects. .
Even though it is clear from Table 6.4 that the construction costs of utility tunnels in these
instances are less than the cost of expropriation, it should be noted that the comparison is
sensitive to land values and so the implementation of utility tunnels would generally only be
feasible in dense areas where the cost of expropriation is high.
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Chapter 6
References:
1) NS 130, Specification for Laying of Underground Cables up to 22kV, Energy Australia, November 2008.
2) Joint Trench Configurations & Occupancy Guide, Pacific Gas & Electric Company, September 2006.
3) Utility Corridor Structures and other Utility Accommodation Alternatives in TxDOT Right of Way, Texas Department of
Transportation, September 2002.
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PART III :
NON DISRUPTIVE ROAD CROSSINGS,
TRENCH EXCAVATION SAFETY & ROAD
SAFETY BUFFERS
CHAPTER 7
Non Disruptive Road Crossings (NDRC)
Chapter 7
Table of Contents
7.1. General .............................................................................................................................. 7-3
7.2. Trenchless Non-Disruptive Methods ............................................................................. 7-4
7.2.1. Directional Drilling Method ........................................................................................... 7-4

7.2.2. Microtunneling Method ................................................................................................ 7-6
7.2.3. Pipe Jacking Method ................................................................................................... 7-7
7.2.4. Thrust Boring Method .................................................................................................. 7-9
7.3. The Roads Department Requirements for Carrying Out NDRC ................................ 7-10
7.3.1. NDRC Design Requirements ..................................................................................... 7-10

7.3.2. NDRC NOC Requirements ........................................................................................ 7-12
7.3.3. NDRC Post Construction Requirements ................................................................... 7-13
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Chapter 7
List of Figures
Figure 7.1: Types of Trenchless Non Disruptive Methods ................................................................. 7-3

Figure 7.2: A Photograph of a Directional Drilling Rig ....................................................................... 7-4
Figure 7.3: Three Phases in Completing a Directional Drilling Installation ........................................ 7-5
Figure 7.4: Microtunneling Method .................................................................................................... 7-6
Figure 7.5: Photograph of a Microtunneling Method Launch Pit........................................................ 7-7
Figure 7.6: Photograph of a Micro Tunneling Method Reception Pit ................................................. 7-7
Figure 7.7: Pipe Jacking Method ....................................................................................................... 7-8
Figure 7.8: Photograph of a Pipe Jacking Rig ................................................................................... 7-8
Figure 7.9: Thrust Boring Method ...................................................................................................... 7-9
Figure 7.10: Illustration of when Dual Carriageway NOC Requirements are applicable ................... 7-10
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Chapter 7
Chapter 7 Non Disruptive Road Crossings

(NDRC)
7.1. General
Trenchless technologies provide effective methods of eliminating the social disturbance and
surface restoration costs attributed to traditional open cut excavation, particularly in crowded
built up areas, for the installation of subsurface utility networks.
Various trenchless non-disruptive methods have been adopted for installing utilities and the
methods commonly employed in Dubai are illustrated in Figure 7.1. These methods are
typically employed to install utilities under surfaced roads and or across water bodies.
Types of
Trenchless Methods
Casing Pulled Casing Jacked
Horizontal
Micro Tunnelling Pipe Jacking Thrust Boring
Directional Drilling
(Paragraph 7.2.1) (Paragraph 7.2.2) (Paragraph 7.2.3) (Paragraph 7.2.4)
Figure 7.1: Types of Trenchless Non Disruptive Methods
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Chapter 7
7.2. Trenchless Non-Disruptive Methods
7.2.1. Directional Drilling Method
This method is suitable for the installation of conduits, cables and pressure pipes where
precise gradients are not required. It makes use of a steerable drilling rig located either on the
surface or in a launching pit. The direction of the drilling head can be adjusted at any stage of
the bore to avoid obstacles or to provide curved paths where required. Figure 7.2 illustrates
the three phases required to complete a directional drilling installation.
Source: Al Naboodah Engineering Services
Figure 7.2: A Photograph of a Directional Drilling Rig
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Chapter 7
PHASE 1: A pilot hole is drilled along the required route.
PHASE 2: The bore is back-reamed to a larger diameter to accommodate the required pipe
diameter.
PHASE 3: The drill string is withdrawn and the proposed pipe is drawn through the enlarged
bore.
Figure 7.3: Three Phases in Completing a Directional Drilling Installation
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Chapter 7
7.2.2. Microtunneling Method
A Microtunneling Boring Machine is a mechanised piece of equipment that is remotely

operated, steerable and connected to and shoved forward by a jacked pipe. The terrain likely
to be encountered determines the types of cutter heads, shields and soil excavation methods
to be used.
Micro Tunnelling Boring Machines are mainly used for the installation of gravity pipelines like
sewers and drainage pipes. These machines are typically categorised as pressurised slurry or
auger types. The method of spoil removal is dependant on factors like groundwater level,
productivity, length of drive and cost.
a) Auger
This is the simplest form of micro tunnelling where the spoil is transported from the cutter face
to the surface by a series of auger flights. The cutter face is often a large unit directional auger
used for excavation. As the cutter head is not pressurised this method is not suitable for
harder, more granular soils, or soils with high water tables.
b) Slurry
This micro tunnelling method uses a slurry mixture to pressurise the cutter head and to
transport the spoil back to the entry shaft. The pressurised slurry is used to balance the soil or
groundwater against the pressure of the cutter face. The slurry is a mixture of water and
Bentonite and/or polymer additives.
Spoil is transported suspended in slurry to the solids separation system. The spoil is filtered
and the slurry is recycled through the system. The slurry micro tunnelling method is required if
difficult ground conditions are present or if there is a high groundwater table. Figure 7.4
illustrates the concept of Microtunneling method.
Figure 7.4: Microtunneling Method
Access for the tunneling activities is achieved by excavating launch and reception pits, which
these are illustrated in Fig 7.5 and Fig 7.6 respectively.
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Chapter 7
Figure 7.5: Photograph of a Microtunneling Method Launch Pit
Figure 7.6: Photograph of a Micro Tunneling Method Reception Pit
7.2.3. Pipe Jacking Method
Pipe Jacking is a method used for installing underground pipelines, ducts and culverts using a
jacking system which is are comprised of a hydraulic jack and a jacking frame. The jacking
system is designed to provide the level of pressure required by the tunnelling process. On
longer and more complex drives and inter-jacking system should be considered.
An inter-jack is a set of hydraulic jacks in a steel frame inserted at specific points in the pipe
string. Each inter-jack is separately controlled. Using an inter-jack system dramatically
reduces the potential for pipe failures by separating the pipe string into smaller segments. The
pipe jacking method is illustrated in Figure 7.7.and a pipe-jacking rig can be clearly seen in
Figure 7.8.
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Chapter 7
Figure 7.7: Pipe Jacking Method
Figure 7.8: Photograph of a Pipe Jacking Rig
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Chapter 7
7.2.4. Thrust Boring Method
Thrust boring involves the use of an auger, which is attached to a jacking frame. As the auger
bores and progresses, additional steel pipes – called flights - are installed behind the auger.
As the bore progresses, the ground is cut and the auger flights convey the material back into
the work pit.
Auger boring provides a safe method since the ground is supported during the bore. The main
advantage of thrust boring is that it is a dry method i.e. does not make use of a slurry system.
The Thrust Boring method is illustrated in Figure 7.9.
Figure 7.9: Thrust Boring Method
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Chapter 7
7.3. The Roads Department Requirements for Carrying Out NDRC
7.3.1. NDRC Design Requirements
 Prior to submitting an NDRC NOC application to the RTA, the applicant is to obtain
NOC’s from other Service Authorities and Providers with existing Infrastructure
affected by, or in the vicinity of, the proposed NDRC work. Copies of these NOCs
should accompany the application to RTA. RTA will only grant an NDRC NOC upon
proof that all the NDRC requirements of the affected Service Authorities and Providers
have been satisfied.
 The design and construction of all NDRC works must be executed in accordance with
“Section 16: Microtunneling and Pipe Jacking” of the RTA Standard
Specifications: Part 2: Service Works.
 Settlement Design for both Pipe Jacking and Micro Tunnelling should be calculated as
prescribed in the latest “Guide to best practice for the installation of pipe jacks
and microtunnels” published by the Pipe Jacking Association (United Kingdom)
 All proposed NDRC works crossing a dual carriageway road should be designed and
supervised by a Consultant approved by the RTA for NDRC works. This requirement
does not apply to single carriageway roads. However, where a single lane is part of
dual carriageway road as illustrated in Figure 7.10, the requirements for the dual
carriageway will apply.
Figure 7.10: Illustration of when Dual Carriageway NOC Requirements are applicable
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Chapter 7
 A soil investigation report is required for all NDRC works crossing a dual carriageway
road and should be prepared by an authorized laboratory and approved by the
Consultant. The locations of the boreholes must be at the position of the thrust and
reception pits and the depth of the water table should be indicated in the soil report
log.
 All NDRC works is to be carried out by a Contractor approved by the RTA for NDRC
works.
 The edge of launch and reception pits should be situated a minimum of 5m away from
the asphalted edge of the road or the back of the curb.
 A minimum number of three (3) bores are required when Directional Drilling is
proposed and where the annulus will be filled with Bentonite.
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Chapter 7
7.3.2. NDRC NOC Requirements
The contractor shall submit the following documents as part of the application for an NDRC
NOC:
 A copy of the e-NOC application.
 A key plan that clearly indicates the exact location of the proposed NDRC including
the exact co-ordinates of the proposed NDRC.
 A copy of the approved route NOC for the utility being installed.
 A cross section of the right of way, clearly indicating the vertical alignment of the
proposed NDRC as well as the levels and alignments of the surrounding existing
utilities.
 A soil investigation report (for dual carriageway roads) prepared by an authorized

laboratory and approved by the Consultant.
 An unconditional bank guarantee from an approved bank resident in Dubai. The value
of this guarantee shall be in accordance with the relevant clause of Local Order No
1/2005 (Road Maintenance Department).
 A method statement including a survey of the existing road surface levels also known
as pre-drive levels. The pre-drive levels should be survey in a grid, 20m each side of
the centreline of the proposed drive and at 2.0m intervals.
 A letter addressed to the RTA: Roads Department from the Design Consultant
confirming:
o their approval of the Method Statement provided by the Contractor.
o that the anticipated settlement will be within the allowable limits for a dual
carriageway roads.
o that the long-term settlement will not exceed 5mm.This letter must be addressed
to the RTA: Roads Department.
 An approved Traffic Diversion Plan must be obtained from the Traffic Services
Department in the event that settlement or collapse of the road occurs during the
NDRC process which necessitates that traffic be diverted. This requirement is
applicable only to dual carriageway roads.
 Confirmation that an agreement is in place between the appointed NDRC contractor

and a RTA approved roads Contractor that should the road surface settling or
collapse during NDRC works, the roads contractor is mobilized and ready to perform
any emergency reinstatement or rehabilitation works
 Confirmation from the Contractor that no leaks have been detected from any existing
utility within a 100m radius from the proposed NDRC location.
 An organizational organogram of both the Consultant and the Contractor who will
undertake the NDRC works including the contact details of the site personnel.
 Contractor’s work program.
 Soft Copy of the proposed works including a coordinated layout drawing of the NDRC
works, profiles and cross sections (Using the DLTM system, in Micro station V7 or V8)
 A comprehensive set of site photograph at the location of the proposed NDRC work.
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Chapter 7
7.3.3. NDRC Post Construction Requirements
The NDRC post construction requirements include:
 A survey of the existing road surface levels immediately after completion of the NDRC
works (post-drive levels). The survey should be repeated monthly for 6 months after
the NDRC or at any time within the 6 months as specified by the RTA in order to
monitor the settlement of the road. This should be carried out in coordination with the
RTA Roads Department - Inspection Section
 All NDRC work is subject to a 1 (one) year maintenance period as well as decennial
liability as per RTA regulations.
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CHAPTER 8
Trench Excavation Protection & Road Safety Buffers
Chapter 8
Table of Contents
CHAPTER 8 TRENCH EXCAVATION PROTECTION & ROAD

SAFETY BUFFERS .............................................................................. 8-3
8.1. Introduction ........................................................................................................................... 8-3
8.2. Applicable Safety Codes & Regulations ............................................................................ 8-3

8.2.1. Legislation ..................................................................................................................... 8-3
8.2.2. Safety Codes ................................................................................................................ 8-4
8.3. Trench Excavation Protection ............................................................................................. 8-4

8.3.1. General ......................................................................................................................... 8-4
8.3.2. Determining the Soil Type ............................................................................................ 8-5
8.3.3. Selecting the Type of Trench Protection ...................................................................... 8-5
8.4. Road Safety Buffers for Trench Excavations Adjacent to the Roadway ...................... 8-11
8.4.1. General ....................................................................................................................... 8-11
8.4.2. Determining the Road Safety Buffer ........................................................................... 8-11
Draft 07-12-11 8-1

Chapter 8
List of Tables
Table 8.1: Classification of the Soil Type .................................................................................... 8-5

Table 8.2: Determining the Road Safety Buffer......................................................................... 8-13
List of Figures
Figure 8.1: Sloping of a Trench Excavation.................................................................................. 8-6

Figure 8.2: Slope Configurations for Various Composite Soil Types ........................................... 8-7
Figure 8.3: Benching of Trench Excavation.................................................................................. 8-8
Figure 8.4: Continuous Sheet Piling ............................................................................................. 8-8
Figure 8.5: Trench Shield ............................................................................................................. 8-9
Figure 8.6: The Process in Selecting Trench Protection ............................................................ 8-10
Figure 8.7: Determining the Road Safety Buffer......................................................................... 8-12
Draft 07-12-11 8-2

Chapter 8
Chapter 8 Trench Excavation Protection &

Road Safety Buffers
8.1. Introduction
The Roads and Transport Authority is committed to establishing, sustaining and improving the
highest possible road safety standards throughout the Emirate of Dubai. Accordingly, it obliges
all employees, consultants and contractors to comply with the requirements of the RTA
Corporate Safety Policy and requires the same level of compliance from any party involved in
the design, construction, maintenance and operation of road and transport systems in the
Emirate of Dubai.
The content presented in this chapter does not constitute a safety manual. The aim is to
provide the minimum requirements necessary to protect employees from earth collapse when
working in trenches and to guide the contractor in determining the necessary measures to be
undertaken when conducting trenching operations adjacent to the roadway.
Trench excavation safety is achieved through implementing:
 Appropriate trench excavation protection to prevent trench cave-in where the type
of trench protection is primarily determined by the prevailing soil type, and
 Appropriate road safety buffers (where applicable), which consists of a buffer width
and an end treatment between the passing vehicular traffic and the trench. The road
safety buffer is determined by the following:
o The speed of the adjacent traffic.
o The depth of the trench.
o The distance between the traffic and the trench excavation.
Trench excavation protection and road safety buffers for trench excavations adjacent to
roadway are elaborated upon in Section 8.3 and 8.4 respectively.
Even though safety is the joint responsibility of all project stakeholders, the degree of
responsibility charged to each individual differs. It is therefore imperative that individuals
understand their respective roles and responsibilities as described in the applicable safety
codes and regulations.
8.2. Applicable Safety Codes & Regulations
When performing any trench excavation and associated activities, consultants and contractors
are to comply with the following legislation and safety codes.
8.2.1. Legislation
 Provision of Local Order Number 61/1991 on Environmental Protection Systems in the

Emirate of Dubai.
 Explanatory Note of the Local Order Number 61/1991 on Environmental Protection

Systems in the Emirate of Dubai.
Draft 07-12-11 8-3

Chapter 8
 Provision of Local Order Number 3/1999 on Construction Activities Regulations in the

Emirate of Dubai.
 Provision of Local Order Number 11/2003 on Public Health and Safety and
Community Safety in the Emirate of Dubai.
 Administrative Decision Number 125/2001 on Endorsement of Construction

Regulations, Conditions and Specifications.
8.2.2. Safety Codes
 RTA Corporate Safety Policy, Roads & Transport Authority, 2008.
 Code of Construction Safety Practice, Dubai Municipality, 2008.
 Work Zone Traffic Management Manual, RTA - Traffic and Roads Agency, 2007.
8.3. Trench Excavation Protection
8.3.1. General
Unsafe trench excavation is one of the foremost safety hazards encountered associated with
utility installations. Trench collapse is one of the leading causes of construction related injuries
and fatalities. Contractors are therefore obliged to take adequate steps to protect workers at
all times during trenching operations.
The “Occupational Health and Safety Act (OHSA) Standard on Excavation 29 CFR 1926 Sub
Part P” is widely recognized, and is considered as the definitive specification with respect to
trench safety. Thus, the OHSA Standard forms the basis upon which these guidelines were
developed. Should these guidelines in anyway be in conflict with the OHSA Standard, the
OHSA Standard will have precedence.
A trench, or trench excavation, is an excavation that is narrow in relation to its length made
below the surface of the ground. In general, the depth is greater than the width. As per the
OHSA specification, if the width is larger than 4.6m (measured at the base of the excavation),
the excavation is generally regarded as a bulk excavation.
As per the OHSA specification, trench protection is generally required for an excavation
deeper than 1.2m unless the excavation is in stable rock and a competent person has
examined the ground and found no indication of a potential cave-in. Having established the
need for trench protection, the next step is to determine the soil type as per the OHSA Soil
Classification System (see 8.3.2). Once the soil type has been determined, suitable trench
protection is selected while taking into consideration both the available space and the
associated cost implications. The steps entailed in the process are described in detail below
and illustrated as a flowchart in Figure 8.6, which appears at the end of this section on Page
8-10.
Draft 07-12-11 8-4

Chapter 8
8.3.2. Determining the Soil Type
The soil type is determined through identifying specific properties as defined by the OHSA
Standard on excavation 29 CFR 1926 Sub Part P, Soil Classification System, which appears
in Table 8.1.
Table 8.1: Classification of the Soil Type
MAX
UCS
SOIL TYPE DESCRIPTION EXAMPLES ALLOWABLE
(kPa)
SLOPE (H:V)
Stable Natural solid material that can be excavated with o

- - Vertical (90 )
Rock vertical sides and remain intact.
Soil is not Type A if it is:

 fissured,
Cohesive soils,
 subject to vibration of any type,
clay, silty clay,
UCS >=  has previously been disturbed, o
Type A sandy clay, clay ¾ : 1 (53 )
144  is part of a sloped-layered system where layers loam, sandy clay
dip into the excavation on a slope of 4:1 (H:V) or
Cohesive Soils
loam.
greater, and
 Has seeping water.
Type B soils are previously disturbed soils, unless
otherwise classed Type C, soils that meet the UCS
requirements of Type A soils but are: angular gravel, silt,
48< UCS < o
Type B silt loam, 1 : 1 (45 )
144  fissured or subject to vibration,
 dry unstable rock, and
 sloping layered systems
Type C soils includes:
 submerged soil,
 soils from which water is freely seeping, granular soils such
o
Type C UCS < 48  submerged rock that is not stable, as gravel, sand 1 ½ : 1 (34 )
 Material in a sloped layered system, where the and loamy sand
layers dip into the excavation, or have a slope of
4:1 (H: V).
Where soils are configured in layers, i.e. where a
layered geological structure exists, the soil must be
Layered Geological
- classified based on the soil classification of the - -
Strata
weakest soil layer. Each layer must be classified
individually.
Notes:
 Laboratory testing for unconfined compressive (UCS) testing must be conducted under the direction of a Professional Engineer.
 OHSA requires that a protection system be designed by a Professional Engineer when the trench depth exceeds 6.96m or unusual
site conditions exist.
 Manual field-testing does require the approval of a Professional Engineer under certain conditions. However, at least one visual test
and one manual test are required to classify soil according to the OHSA standard.
 Sloping or benching excavations greater than 6m deep shall be designed by a Professional Engineer.
 A short-term (24hrs) maximum allowable slope of ½ H: 1 V is allowed in excavations in Type A soils that are 3.67m or less in depth.
Source: OHSA 29 CFR 1926 Sub Part P
8.3.3. Selecting the Type of Trench Protection
Once the soil type has been established, the appropriate trench protection can be selected.
Trench protection is a means of preventing material falling from an excavation face into an
excavation. OHSA recognizes four methods of trench protection which include:
 Sloping
 Benching
 Support Systems
 Shielding Systems
Draft 07-12-11 8-5

Chapter 8
The appropriate protection is typically determined by cost and space considerations. Since
sloping and benching are the simplest forms of trench protection and are generally more cost
effective, they are often the first methods to be considered. If sloping or benching is neither
desirable nor practical, trench support systems or trench shielding can be considered.
a) Sloping
Sloping is achieved by excavating to form sides of an excavation that are inclined away from the
excavation to prevent collapse as illustrated in Figure 8.1. The angle of incline required to
prevent a collapse varies according to the soil type, environmental conditions of exposure, and
proximity of surcharge loading. The maximum allowable slopes permitted for the various soil
types are shown in Table 8.1.
Figure 8.1: Sloping of a Trench Excavation
The soil accumulated from digging a trench must be placed above and away from the
sidewalls of the excavation as the weight of the spoil might create an unsafe condition. OHSA
requires that the spoil be kept a minimum of 0.6m from the edge of the excavation, or
prevented from falling into the excavation by the use of retaining devices.
The disadvantage of selecting sloping is the wide excavation area that is created which can
expose footings, cause damage to the walls of an adjacent structure or expose and place
utilities in an unsupported position.
When determining the slope requirements for composite soils, the slope for each soil strata
has to be determined individually. Figure 8.2 shows slope configurations for various
combinations of soil types.
Draft 07-12-11 8-6

Chapter 8
Figure 8.2: Slope Configurations for Various Composite Soil Types
b) Benching
The aim of benching is to reduce the height of the vertical face of the excavation as illustrated
in Figure 8.3. According to the OHSA specification, the horizontal and vertical faces of the
bench are limited by the angle of inclination which is created. The allowable angle of
inclination is the same as for sloping. As per the OHSA specification all benched excavations
6.96m or less in depth shall have a maximum allowable slope of 3/4 to 1 (H:V) with a
maximum vertical face of 1.52m and a maximum horizontal of 1.22m for each step.
As with sloping, the wide excavation area that is created and the associated impacts should
be considered in the case of bench trench protection.
Draft 07-12-11 8-7

Chapter 8
Figure 8.3: Benching of Trench Excavation
c) Support Systems
Support systems can be either continuous sheets or spot shored. Spot shoring involves
placing timber or steel shores at an appropriate spacing to resist the pressure exerted by the
soil. Horizontal braces and jacks are then used to secure the shores in place. Continuous
sheeting is similar to spot shoring except it involves the placement of continuous solid
sheeting along the entire length of a trench excavation as illustrated in the photograph in
Figure 8.4. The same bracing is used as in spot shoring.
Support systems are the logical choice when sufficient space is not available to perform
benching or sloping or where the cost of benching or sloping is prohibitive as in the case of
deep excavations. The design and implementation of shoring and sheeting systems available
for use should always be undertaken by a professional engineer.
Source: Suretech Products, USA
Figure 8.4: Continuous Sheet Piling
Draft 07-12-11 8-8

Chapter 8
d) Shielding Systems
A shield system is a localized structure that is able to withstand the forces imposed on it by a
collapse. The aim is protect the employees within the structure and not to stabilize the faces of
the trench. A photograph of a trench shield is shown in Figure 8.5. Trench Shields can be
permanent structures, or they can be designed to be a temporary and portable structure and
re-used to move along with the trench excavation as the work progresses. Shields used in
trenches are often referred to as "trench boxes" or "trench shields".
OHSA regulations allow the use of portable trench shields in lieu of fixed shoring systems
provided that an equivalent or greater level of worker protection is provided. For deep
trenches where sloping, benching and support systems are uneconomical or impractical, the
trench shield is often the most suitable method. Additionally, shields can be either pre-
manufactured or job-built in accordance with OHSA 1926.652(c) (3) or (c) (4).
Source: GME Shields Manufacturing Company, USA
Figure 8.5: Trench Shield
Trench shields should be a propriety-produced structure or designed by a Professional

Engineer and custom made of steel, aluminium or other equivalent material as per OHSA
Specifications.
Figure 8.6 illustrates the process in determining the appropriate trench protection.
Draft 07-12-11 8-9

Chapter 8
DETERMINE EXCAVATION DEPTH
Determine Depth < 1.5m Depth > 1.5m

Stability
Determine
Soil Type
Stable Unstable
Rock Classification Cohesive Soil Non-Cohesive

at Depth Classification at Depth: Soil
Depth < 6m Depth > 6m Depth > 6m Depth < 6m
Trench Protection
designed by Professional
Engineer
Determine Space
available for Excavation
Determine
Rock Type
Wide Narrow
Determine method Determine method

of Protection of Protection
Loose falling rock No falling rock
Sloping Benching Shoring Trench Shield

Trench Shield to
be constructed
Shoring designed Trench Shield

Determine sloping Determine benching
by Professional to be
requirements requirements
Engineer constructed
PROCEED WITH EXCAVATION
Trench Protection designed

by Professional Engineer
Figure 8.6: The Process in Selecting Trench Protection
Draft 07-12-11 8-10

Chapter 8
8.4. Road Safety Buffers for Trench Excavations Adjacent to the

Roadway
8.4.1. General
When undertaking an excavation in close proximity to (or within) the roadway, an appropriate
temporary protection barrier is required between the vehicular traffic and the excavation. This
would ensure that an out of control vehicle, is either prevented from entering the excavation,
or the vehicle speed is reduced sufficiently to minimize the damages sustained in a collision.
8.4.2. Determining the Road Safety Buffer
The Road Safety Buffer is the combination of a physical protection barrier and the lateral
distance (buffer width) between the travelled road edge and the edge of the excavation. The
selection of the protection barrier is a function of the speed of the adjacent traffic, the depth of
the excavation and the buffer width. Any required traffic diversion and or change in the posted
speed is to be done in accordance with the “Work Zone Traffic Management Manual, RTA,
2007” which will also define the edge of the travelled roadway. In determining the type of
physical separator, Table 8.2 should be used and read in conjunction with Figure 8.7.
Draft 07-12-11 8-11

Chapter 8
New Jersey Barrier Protection Cone Protection Only
Cone and Two Rows of Sandbags Barrier Protection Cone and Single Row of Sandbags Barrier Protection
Notes:
1. X = Buffer Width*
2. D = Depth of Trench Excavation
* Distance between the edge of the travelled road closest to the excavation and the edge of trench excavation nearest to the road
Figure 8.7: Determining the Road Safety Buffer
Draft 07-12-11 8-12

Chapter 8
Table 8.2: Determining the Road Safety Buffer
Allowable Vehicle Buffer Width* Depth of Trench Type of Barrier Protection

Speed Excavation
(S) (X) (D) (Refer to Figure 8.7)
(km/h) (m) (m) -

X < 2.5 D < 0.5 New Jersey Barrier
0.3 < D < 0.5 Two Rows of Sand Bags + Cones
2.5 < X< 5.0
S > 80 D > 0.5 New Jersey Barrier
0.3 < D < 0.5 Two Rows of Sand Bags + Cones
X > 5.0
D > 0.5 New Jersey Barrier
X < 2.5 New Jersey Barrier
>0.5 New Jersey Barrier
2.5 < X < 5.0
<0.5 Two Rows of Sand Bags + Cones
60 < S< 80
>0.5 Two Rows of Sand Bags + Cones
> 5.0 0.3 < D < 0.5 One Row of Sand Bags + Cones
<0.3 Cones Only
>0.5 New Jersey Barrier
X < 2.5 0.3 < D<0.5 Two Rows of Sand Bags + Cones
< 0.3 One Row of Sand Bags + Cones
> 0.5 Two Rows of Sand Bags + Cones
S < 60
2.5 < X < 5.0 > 0.3 One Row of Sand Bags + Cones
< 0.3 Cones Only
< 1.0 Two Rows of Sand Bags + Cones
X > 5.0
> 1.0 One Row of Sand Bags + Cones
Note:
* Buffer Width = Distance between the travelled road edge and the edge of trench excavation.
Source: Dubai Municipality, Services Coordination Centre Technical Circular 9/2005, UAE
Draft 07-12-11 8-13

Chapter 8
References:
1) OHSA Standard on Excavation 29 CFR 1926 Sub Part P, 2009, USA.
2) Dubai Municipality, Services Coordination Centre, Technical Circular 9/2005, UAE.
Draft 07-12-11 8-14

APPENDICES
Appendix A
Introduction to the Service Authorities and Providers
APPENDIX A
This Appendix provides a brief introduction of the Service Authorities and Providers involved in work
within the Right of Way and include their organisational structure, roles and contact information.
List of Figures
Figure A 1: Profile Sheet for Roads and Transport Authority (RTA) ............................................. A-2
Figure A 2: RTA Organisational Chart .......................................................................................... A-3
Figure A 3: Profile Sheet for Dubai Electricity and Water Authority (DEWA) ............................... A-4
Figure A 4: DEWA Organizational Chart ....................................................................................... A-5
Figure A 5: Profile Sheet for Dubai Municipality (DM) .................................................................. A-6
Figure A 6: Dubai Municipality Organizational Chart .................................................................... A-7
Figure A 7: Profile Sheet for Etisalat ............................................................................................. A-8
Figure A 8: Profile Sheet for du ..................................................................................................... A-9
Figure A 9: Profile Sheet for Empower ....................................................................................... A-10
Figure A 10: Profile Sheet for Tabreed ......................................................................................... A-11
Figure A 11: Profile Sheet for Dubai Supply Authority (DUSUP) .................................................. A-12
Figure A 12: Profile Sheet for UAE Armed Forces........................................................................ A-13
Figure A 13: Profile Sheet for Dubai Civil Defence (DCD) ............................................................ A-14
Draft 07-12-11 A-1

Appendix A
PROFILE
The Roads and Transport Authority (RTA) is responsible for

the planning and provision of road and transport requirements
in the Emirate of Dubai. It also provides integrated transport
system capable of achieving Dubai's vision and serving the
vital interests of Dubai. The various RTA Sectors, Agencies
and Departments are presented in Figure A2.
CONTACT INFO
Roads & Transport Authority

PO Box 118899
Dubai, United Arab Emirates
Tel.: 00971 4 2844444 (7:30 to 14:30 )
Fax : 00971 4 206 5555
Call Centre : 8009090 (24/7)
Web: www.RTA.ae
e-NOC: http://e-noc.rta.ae/ENOC/login.jsp
TYPICAL INFRASTRUCTURE / INSTALLATIONS IN THE
ROW EMERGENCY CONTACT NUMBER
 Roads and associated Infrastructure
 Bridges, Tunnels & Underpasses
 Rail Networks (Light Rail Transport & Tram) 800 90 90
 Intelligent Traffic Systems (ITS) Installations
 Electronic Signage
 Toll Gate Installations
 Parking Meters
 Road Furniture
Figure A 1: Profile Sheet for Roads and Transport Authority (RTA)
Draft 07-12-11 A-2

Appendix A
Figure A 2: RTA Organisational Chart
Draft 07-12-11 A-3

Appendix A
DUBAI ELECTRICITY & WATER AUTHORITY
PROFILE
The Dubai Electricity and Water Authority (DEWA) is

responsible for the overall provision of electricity and water to
the Emirate of Dubai.
DEWA’s portfolio of responsibilities comprises the entire

spectrum of electricity and water provision including planning,
generation, transmission, distribution, billing and customer
interface.
The DEWA Departments which are involved in projects within CONTACT INFO
the Right of Way include:
Dubai Electricity & Water Authority
 Power & Water Planning PO Box 564
 Projects & Engineering Dubai, United Arab Emirates
 Transmission (Power) Tel.: 00971 4 601 9999 (7:30 to 14:30 )
 Distribution (Power) Web: www.dewa.gov.ae
 Water & Civil
For an overview of the DEWA organizational structure refer to

Figure A4 or visit to:
http://www.dewa.gov.ae/aboutus/organization.aspx
UTILITIES PROVIDED EMERGENCY CONTACT NUMBER
 Water
 Electricity 991
TYPICAL INFRASTRUCTURE / INSTALLATIONS IN THE ROW
Water:
 Transmission pipelines 450-1200mm dia.
 Distribution pipelines 100-450mm dia.
 Associated chambers
 SCADA Equipment incl. Control Cabins, Antennae and Spare Ducts
 Sign Markers
Electricity:
 Underground cables (LV, HV, EHV)
 Overhead Powerlines (11kV,33kV,132kV,400kV)
 Pole Mounted Transformers
 Fibre optic / Pilot Cables
 Associated Ducts, Cable Troughs, Chambers & Joint Bays/Link Box
 Pockets Substations
 Electricity Spare/Split Ducts
 Sign Makers
 Service Tunnel (400kV)
 Gantry
 Warning Sign Board
Figure A 3: Profile Sheet for Dubai Electricity and Water Authority (DEWA)
Draft 07-12-11 A-4

Appendix A
Figure A 4: DEWA Organizational Chart
Draft 07-12-11 A-5

Appendix A
DUBAI MUNICIPALITY
PROFILE
The Dubai Municipality is responsible for the overall provision

of municipal services to the Emirate of Dubai.
The Dubai Municipality Departments which are involved and

support projects within the Right of Way include:
CONTACT INFO
 Drainage & Irrigation Department
 Irrigation & Sewerage Network Department Dubai Municipality
 Public Parks & Horticulture Department PO Box 67
 Planning & Survey Department Dubai, United Arab Emirates
 Geographic Information Systems (GIS) Dept. Tel.: 00971 4 221 5555 (7.30 to 14.30 )
 Waste Services Department Fax : 00971 4 224 6666
Call Center : 800 900 (24/7)
For an overview of the Dubai Municipality organizational Web: www.dm.gov.ae
structure refer to Figure A6 or visit http://www.dm.gov.ae and
click on the profile tab.
UTILITIES PROVIDED EMERGENCY CONTACT NUMBER
 Sewerage
 Drainage 800 900
 Irrigation
Sewerage: Drainage: Irrigation: Public Parks &

Horticulture:
 Sewage Main Network  Gullies and Other Inlet  Irrigation Distribution
 Transmission pipelines Structures Network  Hardscape
 Associated Chambers  Stormwater Drainage  Irrigation Transmission  Softscape including
and Manholes Mains Pipelines Grass, Trees, Flowers
 SCADA Equipment incl.  Rising Mains  Associated Chambers and other Plantations
Control Cabins and  Associated Chambers and Manholes etc.
Antennae and Manholes  Filtration & Dosing
 Sewerage Spare Ducts  Drainage Spare Ducts Chambers
 SCADA Equipment incl.
Control Cabins and
Antennae
 Irrigation Spare Ducts
Figure A 5: Profile Sheet for Dubai Municipality (DM)
Draft 07-12-11 A-6

Appendix A
Figure A 6: Dubai Municipality Organizational Chart
Draft 07-12-11 A-7

Appendix A
EMIRATES TELECOMMUNICATION COMPANY - ETISALAT
PROFILE
Etisalat is a telecommunications provider in the UAE and the

Middle East region. It operates both fixed line and mobile
communication networks in the UAE and offers various data
services.
CONTACT INFO
Etisalat
PO Box 1150
Tel.: 00971 4 202 2560 (7:30 to 14:30 )
Fax : 00971 4 224 2402
Web: www.etisalat.ae
UTILITY PROVIDED EMERGENCY CONTACT NUMBER
 Telecommunication
04 202 2414
(Plant Protection Officer)
 Telecommunication Cables & Ducts

 Overhead Aerial Cables
 Associated Manholes, Chambers and Joint Boxes
 Kiosks and Telephone Cabinets
 GSM Base Stations
 Etisalat Spare Ducts
Figure A 7: Profile Sheet for Etisalat
Draft 07-12-11 A-8

Appendix A
EMIRATES INTEGRATED TELECOMMUNICATIONS COMPANY - du
PROFILE
du is a telecommunications company in the UAE. du offers

fixed and mobile telephony, broadband connectivity and IPTV
services to individuals, homes and businesses, and carrier
services for businesses.
CONTACT INFO
Emirates Integrated Telecommunications Company - du

PO Box 502666
Tel.: 00971 4 360 0000 (7:30 to 14:30 )
Fax : 00971 4 390 4444
Web: www.du.ae
www.du-noc.ae
04 360 2200
 Telecommunication Cables & Ducts

 Associated Manholes, Chambers and Joint Boxes
 GSM Base Stations
 du Spare Ducts
Figure A 8: Profile Sheet for du
Draft 07-12-11 A-9

Appendix A
EMIRATES CENTRAL COOLING SYSTEMS CORPORATION - EMPOWER
PROFILE
Empower provides District Cooling Services (DCS) to Dubai
in general and Dubai Holding entities in particular. District
Cooling is the centralized production and distribution of
cooling energy via chilled water which is delivered via an
underground-insulated pipeline to buildings to cool the indoor
air of the buildings within a district.
CONTACT INFO
Emirates Central Cooling Systems Corporation

PO Box 8081
Tel.: 00971 4 375 5555 (7:30 to 14:30 )
Fax : 00971 4 375 5500
Web: www.empower.ae
 Chilled Water
04 375 5575
(Operation & Maintenance Office)
 Chilled Water Supply & Return Piping

 Associated Chambers, Manholes and Drainage Pits
 Communication Cables and Ducts
 Draw Pits
Figure A 9: Profile Sheet for Empower
Draft 07-12-11 A-10

Appendix A
NATIONAL CENTRAL COOLING COMPANY - TABREED
PROFILE
Established in 1998 and listed on the Dubai Financial Market,

Tabreed is an Abu Dhabi based utility company that provides
District Cooling Services (DCS).
Tabreed has a strategic agreement with the Roads & CONTACT INFO
Transport Authority (RTA), to provide district cooling services
to the Dubai Metro and auxiliary developments. National Central Cooling Co. (PJSC)
PO Box 32444
Tel.: 00971 4 340 4422 (7:30 to 14:30 )
Fax : 00971 4 340 4420
Web: www.tabreed.com
 Chilled Water
04 3404422 (Ext. 601)
 Chilled Water Supply & Return Piping

 Associated Chambers, Manholes and Drainage Pits
 Communication Cables and Ducts
 Draw Pits
Figure A 10: Profile Sheet for Tabreed
Draft 07-12-11 A-11

Appendix A
DUBAI SUPPLY AUTHORITY - DUSUP
PROFILE
Dubai Supply Authority (DUSUP) is a Dubai Government

entity, charged with operating the Margham Gas field and
plant. DUSUP also administers pipelines on behalf of other oil
and gas entities in the Emirate of Dubai
CONTACT INFO
Apart from DUSUP’s own installations, the following entities’
pipeline installations are also administered by DUSUP with Dubai Supply Authority (DUSUP)
respect to NOC’s. PO Box 17114
Jebel Ali, United Arab Emirates
 MDE Tel.: 00971 4 880 3660 (7:30 to 14:30 )
 EMDAD Fax : 00971 4 880 3460
 EPPCO Web: www.dusup.ae
 Sharjah – Jebel Ali
 None Directly (Hydrocarbon Transmission &

Distribution) 04 3404422 (Ext. 601)
TYPICAL INFRASTRUCTURE / INSTALLATIONS IN THE ROW (ADMINISTERED BY DUSUP)
(DUSUP pipe installations are typically located in a dedicated DUSUP corridor separate from the ROW. Their installations
however be required to cross a ROW).
 Gas Pipe Installations

 Condensate Pipe Installations
 Fuel Piping Installations
Figure A 11: Profile Sheet for Dubai Supply Authority (DUSUP)
Draft 07-12-11 A-12

Appendix A
UAE MINISTRY OF DEFENCE – ARMED FORCES
PROFILE
The Armed Forces of the United Arab Emirates,

headquartered in Abu Dhabi, is the federal military force and
is responsible for the defence of all seven emirates of the
UAE.
CONTACT INFO
The UAE armed forces own and operate a communication
network through their Signal Corps Division. The network is of UAE Ministry of Defence
strategic importance and should be treated with the PO Box 2838
necessary discretion as stipulated by the Armed Forces. Dubai, United Arab Emirates
Tel.: 00971 4 353 2222
Fax : 00971 4 353 1974
Web: www.mod.gov.ae
UTILITY PROVIDED
 None Directly (Defence Communication)
 Fibre Optic Communication Cables and Ducts

 Associated Manholes, Joint Boxes and Chambers
Figure A 12: Profile Sheet for UAE Armed Forces
Draft 07-12-11 A-13

Appendix A
DUBAI CIVIL DEFENCE
PROFILE
Dubai Civil Defence’s (DCD) role in Dubai is the provision of

residential, industrial and commercial safety and security.
DCD assists in rescue missions, restoring life in disastrous

areas back to normal and setting up volunteer teams and
emergency units to support civil defence forces.
The objectives of DCD is to protect lives, private and public

properties, ensure environment safety, transportation and
communication safety to ensure discipline and order in public
utilities, protect private and public facilities, establishments
and projects and national wealth during state war, emergency
and public disasters.
CONTACT INFO
DCD’s involvement in the ROW is mainly with the regulation
of fire fighting installations and life safety requirements. Dubai Civil Defence
PO Box 11377
Tel.: 00971 4 261 1111
Fax : 00971 4 207 3663
Web: www.dcd.gov.ae
EMERGENCY CONTACT NUMBER
997
UTILITY PROVIDED
 Fire Fighting Installations
 Fire Fighting Installations under bridges and in tunnels
Figure A 13: Profile Sheet for Dubai Civil Defence (DCD)
Draft 07-12-11 A-14

Appendix B
Introduction to e-NOC System
APPENDIX B : INTRODUCTION TO E-NOC SYSTEM
List of Tables
Table B 1: Status Summary Remarks Descriptions..................................................................... B-1
Table B 2: Detail Status Summary Remarks description ............................................................. B-1
List of Figures
Figure B 1: Summary Flowchart of the e-NOC System ................................................................ B-2
Figure B 2: RTA Web Homepage ................................................................................................. B-3
Figure B 3: TRA Homepage (e-NOC System Webpage) ............................................................. B-4
Figure B 4: e-NOC System Login Homepage ............................................................................... B-5
Figure B 5: e-NOC Homepage ...................................................................................................... B-6
Figure B 6: NOC Status Details per Processing Department ....................................................... B-7
Figure B 7: Informational NOC Application: Sheet 1 .................................................................... B-8
Figure B 8: Informational NOC Application: Sheet 2 .................................................................... B-9
Figure B 9: e-NOC Application Result Sheet .............................................................................. B-10
Figure B 10: Design NOC Application: Sheet 1 ............................................................................ B-11
Figure B 11: Design NOC Application: Sheet 2 ............................................................................ B-12
Figure B 12: NOC Application Confirmation e-mail....................................................................... B-13
Figure B 13: Construction NOC Application: Sheet 1 ................................................................... B-14
Figure B 14: Construction NOC Application for House Connections: Sheet 1 ............................. B-15
Figure B 15: Construction NOC Application for House Connections: Sheet 2 ............................. B-16
Figure B 16: Construction NOC Application for Networks: Sheet 1 .............................................. B-17
Figure B 17: Construction NOC Application for Networks: Sheet 2 .............................................. B-18
Figure B 18: Application for Other NOC Trial Trenches ............................................................... B-19
Figure B 19: Trial Trench NOC Application: Sheet 1 .................................................................... B-20
Figure B 20: Trial Trench NOC Application: Sheet 2 .................................................................... B-21
Figure B 21: List of NOCs for Revalidation ................................................................................... B-22
Figure B 22: List of NOCs for Final Clearance (Defects Liability Certificates): Sheet 1 ............... B-23
Figure B 25: NOC Modification/ Cancellation Request to RTA..................................................... B-26
Figure B 26: Accepted Requests for Modification ......................................................................... B-27
Figure B 27: NOC Comments ....................................................................................................... B-28
Figure B 28: Examples of Comments entered by DM – Public Parks and Horticulture
Department ............................................................................................................... B-29
Figure B 29: Enquiry: Search Filter ............................................................................................... B-30
Figure B 30: Enquiry: Search results ............................................................................................ B-31
Figure B 31: Enquiry: Detailed Status ........................................................................................... B-32
Figure B 32: Attachments for Digital Design NOC Submission .................................................... B-33
Figure B 33: Attachments for Digital Design NOC Submission (Cont.) ........................................ B-34
Draft 07-12-11 B-1

Appendix B
Log in to RTA Website at www.rta.ae.

(Figure B2)
Register as an e-
NOC user
(Refer to paragraph
Click on Traffic & Road Web 2.6.3 in Manual)
portal to Proceed
(Figure B2)
On Traffic & Road Agency webpage click on “No

objection Certificate” link to proceed to e-Noc Logon
Page
(Figure B3)
On the Logon Page, enter the

Username and Password and Press
Submit
(Figure B4)
NOC Status Details

On the e-NOC Homepage the following
options are available (Figure B6)
(Figure B5)
Apply for an NOC Apply for a new

Service NOC
(Figure B5) (Figure B5)
Apply for
revalidation of an Apply for
existing NOC Informational NOC
(Figure B21) (Figure B7 to B8)
Apply for an NOC Apply for

for Final Clearance Design NOC
(Figure B22 to B24) (Figure B10 to B11)
NOC for Trial Trenches
(Figure B19 to B20)
Send modification/
cancellation
request to RTA –
(Figure B25) Apply for
Construction NOC
(Figure B13)
Accepted Requests
for Modification
(Figure B26)
House Connections Networks

(Figure B14 to B15) (Figure B16 to B17)
Comments
(Figure B27 to B28)
NOC Application result Page

Enquiry (Figure B9)
(Information for
reports)
(Figure B29 to B31)
NOC Application Confirmation e-mail

(Figure B12)
Figure B 1: Summary Flowchart of the e-NOC System
Draft 07-12-11 B-2

Appendix B
2. Click here to
proceed to e-NOC
system webpage
1. Click here to
register as a
new user
Figure B 2: RTA Web Homepage
Draft 07-12-11 B-3

Appendix B
Click here to proceed

to e-NOC log-in page
Figure B 3: TRA Homepage (e-NOC System Webpage)
Draft 07-12-11 B-4

Appendix B
Enter information as per

e-NOC registration
(see section 2.2)
Figure B 4: e-NOC System Login Homepage
Draft 07-12-11 B-5

Appendix B
Refer to Figure Refer to Figure

B7 to B8 B10 to B11
Refer to Figure
B19 to B20
Refer to Figure
B13 to B17
Refer to
Figure B18 Refer to Fig. B21
Refer to Fig. B22 to B24
Refer to Fig. B25
Refer to Fig. B27-B28 Refer to Fig.B26
Refer to Fig.B29-B30
Refer to Figure B6 for Status Summary per Processing Entity

Refer to Table B1 for Status Summary Remarks Descriptions
NOC Numbers specific to your Company
Figure B 5: e-NOC Homepage
Draft 07-12-11 B-6

Appendix B
Authorities as per
e-NOC System
Refer to Table B2
Affected
Figure B 6: NOC Status Details per Processing Department
Table B 1: Status Summary Remarks Descriptions

Summary Status Remark Description
Pending Documents  This application has been submitted with the option of
presenting supporting documents manually and supporting
documents have not yet been submitted to all the relevant
Agencies/ Departments/ Sections processing the application.
In Process  All Agencies/ Departments/ Sections have received their
manual documents and the application is ready for processing
by the relevant Agencies/ Departments/ Sections.
Objected  The application has received an objection from at least one of
the Departments processing it.
Cancelled  The application has been cancelled by either the Customer or
the e-NOC system.
Table B 2: Detail Status Summary Remarks Description

Detail Status Remark Description
(per processing Department)
Pending Documents  The application has been submitted with the option of
presenting supporting documents manually and no supporting
documents have yet been submitted to this particular Agency/
Department/ Section.
In Process  The application is ready for processing by this particular
Agency/ Department/ Section.
 This is the first status for an application that is submitted with
digital supporting documents.
 While applications submitted with manual supporting
documents will only achieve this status once all relevant
Agencies/ Departments/ Sections have received their
supporting documents.
Forwarded  The application has been forwarded either to a draftsman
within the Agency/ Department/ Section or to the manager for
approval.
Approved  This application has been approved by the Agency/
Department/ Section.
Objected  The Agency/ Department/ Section has issued an objection to
the application.
Draft 07-12-11 B-7

Appendix B
List of Utilities that

might have impact on
proposed Project. It is
best practice to apply
for all utilities to make
sure that no
information is omitted
Choose either Manual

or Digital
Refer to section 2.2 in
Manual
Continue to next page of

application – Figure B8
Figure B 7: Informational NOC Application: Sheet 1
Draft 07-12-11 B-8

Appendix B
Full description of
Works as per Letter of
Award as per Appendix
C – Figure C2
Parcel ID is the
combination of the
Community number
and the Plot Number Community Name
will automatically
appear when
Individual Number Community number
given to every is selected
Community
Road Name will

Scrollable list of automatically
Road Numbers appear when Road
in Dubai number is selected
Table to be completed
with coordinates as per
General Drawing
(Refer to Figure D2)
Figure B 8: Informational NOC Application: Sheet 2
Draft 07-12-11 B-9

Appendix B
Application
Specific NOC
Number
List of applicable
Authorities to be
applied for, generated
by e-NOC system
Figure B 9: e-NOC Application Result Sheet
Draft 07-12-11 B-10

Appendix B
List of Utilities
on which the
proposed
project could
have an
impact
Choose either
Manual or Digital
Refer to section 2.2
in Manual
Continue to next
page of application
– Figure B11
Figure B 10: Design NOC Application: Sheet 1
Draft 07-12-11 B-11

Appendix B
Road crossing Information (only if applicable)

Road crossing Information (only if applicable)
Project Code,
Name and
description as per
Letter of Award
Client Name and

your Company
reference
The type of Design

NOC applied for. If
Final design NOC,
complete Preliminary
Design NOC block
Applicant
Information
Comprehensive
description of the
proposed works
with applicable
dates
Location
information (Refer
to Figure B8)
Road crossing
Information
(only if
applicable)
Figure B 11: Design NOC Application: Sheet 2
Draft 07-12-11 B-12

Appendix B
Specific generated NOC

number
Figure B 12: NOC Application Confirmation e-mail
Draft 07-12-11 B-13

Appendix B
Refer to Figure
B14 to B15
Refer to
Figure B14
Figure B 13: Construction NOC Application: Sheet 1
Draft 07-12-11 B-14

Appendix B
List of Utilities
on which the
proposed
project could
have an
impact
Choose either
Manual or Digital
in the document
Continue to next
page of application
– Figure B15
Continue to next page of

application – Figure B15
Figure B 14: Construction NOC Application for House Connections: Sheet 1
Draft 07-12-11 B-15

Appendix B
Project Code,
Name and
description as per
Letter of Award
Client Name and

your Company
reference
The type of Design

NOC applied for. If
Final design NOC,
Design NOC block
Applicant
Information
Comprehensive
description of the
proposed works
with applicable
dates
Location
information (Refer
to Figure B8)
Open Cut Road

crossing
Information
(if applicable)
NDRC
Information
(if applicable)
Figure B 15: Construction NOC Application for House Connections: Sheet 2
Draft 07-12-11 B-16

Appendix B
List of Utilities
on which the
proposed
project could
have an
impact
Choose either
Manual or Digital
in the document
Continue to next
page of application
– Figure B17
Figure B 16: Construction NOC Application for Networks: Sheet 1
Draft 07-12-11 B-17

Appendix B
Project Code,
Name and
description as per
Letter of Award
Client Name and

your Company
reference
The type of Design

NOC applied for. If
Final design NOC,
Design NOC block
Applicant
Information
Comprehensive
description of the
proposed works
with applicable
dates
Location
information (Refer
to Figure B8)
Open Cut Road

crossing
Information
(if applicable)
NDRC
Information
(if applicable)
Figure B 17: Construction NOC Application for Networks: Sheet 2
Draft 07-12-11 B-18

Appendix B
Figure B 18: Application for Other NOC Trial Trenches
Draft 07-12-11 B-19

Appendix B
List of Utilities
on which the
proposed
project could
have an impact
Choose either
Manual or Digital
in the document
Continue to next
page of application
– Figure B20
Figure B 19: Trial Trench NOC Application: Sheet 1
Draft 07-12-11 B-20

Appendix B
Project Code,
Name and
description as per
Letter of Award
Client Name and

your Company
reference
Applicant
Information
Comprehensive
description of the
proposed works
with applicable
dates
Location
information (Refer
to Figure B8)
Open Cut Road

crossing
Information
(if applicable)
NDRC
Information
(if applicable)
Figure B 20: Trial Trench NOC Application: Sheet 2
Draft 07-12-11 B-21

Appendix B
Figure B 21: List of NOCs for Revalidation
Draft 07-12-11 B-22

Appendix B
Figure B 22: List of NOCs for Final Clearance (Defects Liability Certificates): Sheet 1
Draft 07-12-11 B-23

Appendix B
Draft 07-12-11 B-24

Appendix B
Draft 07-12-11 B-25

Appendix B
Figure B 25: NOC Modification/ Cancellation Request to RTA
Draft 07-12-11 B-26

Appendix B
Figure B 26: Accepted Requests for Modification
Draft 07-12-11 B-27

Appendix B
Click on NOC Number

to proceed to
processing department
specific comments
Figure B 27: NOC Comments
Draft 07-12-11 B-28

Appendix B
These comments are

also sent to the
applicant via e-mail.
Figure B 28: Examples of Comments entered by DM – Public Parks and Horticulture Department
Draft 07-12-11 B-29

Appendix B
Enter NOC Number

as generated in
Figure B9
Figure B 29: Enquiry: Search Filter
Draft 07-12-11 B-30

Appendix B
Click on NOC Number

to proceed to Detail
Status Sheet
Figure B 30: Enquiry: Search results
Draft 07-12-11 B-31

Appendix B
Figure B 31: Enquiry: Detailed Status
Draft 07-12-11 B-32

Appendix B
Figure B 32: Attachments for Digital Design NOC Submission
Draft 07-12-11 B-33

Appendix B
Figure B 33: Attachments for Digital Design NOC Submission (Cont.)
Draft 07-12-11 B-34

Appendix C
Project Associated Correspondence
APPENDIX C
List of Figures
Figure C 1: Example of a Cover Letter for NOC Application......................................................... C-2
Figure C 2: Example of a Letter of Award ..................................................................................... C-3
Draft 11-02-10 C-1

Appendix C
COMPANY HEADER & LOGO

Our Ref: [Applicant reference number]
Your Ref: [Reference number of applicable Authority]
Date: [Date of Letter]
[Name of the Applicable Department/Section]

[Name of Authority or Service Provider]
[PO Box Number]
Dubai, UAE
Attention: [Person to whom the application is directed]
Dear Sir/ Madam,
Project : [CLIENT PROJECT NUMBER – NAME OF PROJECT – AREA

OF PROJECT]
Subject : [Subject of Application]
NOC # : [Number as Generated by e-NOC System]
[Name of Applicant] was appointed by the [Name of Client], to provide the [Type of Service that
applicant was appointed for] for the Project: [Project Number – Project description – Project Area].
We hereby request that you review the attached drawings with regard to the provision of [Utility being
submitted for] and should our proposal be acceptable to you, we ask that you provide a [Type of
NOC being applied for].
[Any other supporting information that may be necessary]
Please do not hesitate to contact our [Applicable contact person] (contact number) if you have any
queries in this regard.
Yours faithfully
[Applicable contact person]

For [Name of Applicant] COMPANY STAMP
Cc. (without enclosures)
[All affected Parties]
Enclosures: (Number of Copies of Drawings enclosed)
Drawing Number – Type of Drawing (Number of Sheets)

Drawing Number – Type of Drawing (Number of Sheets)
Page 1 of 1
Figure C 1: Example of a Cover Letter for NOC Application
Draft 11-02-10 C-2

Appendix C
Figure C 2: Example of a Project Letter of Award
Draft 11-02-10 C-3

Appendix D
Project Associated Drawings
APPENDIX D
Examples of Drawing Types as supporting Documents
List of Figures
Figure D 1: Example of a Key Plan ............................................................................................... D-2
Figure D 2: Example of a General Drawing .................................................................................. D-3
Figure D 3: Example of a Index Drawing ...................................................................................... D-4
Figure D 4: Example of a Detail plan drawing ............................................................................... D-5
Figure D 5: Example of a Special Detail Drawing ......................................................................... D-6
Draft 11-02-10 D-1

Appendix D
Key Plan (Locality Drawing)
Figure D 1: Example of a Key Plan
Draft 11-02-10 D-2

Appendix D
General Drawing (Scope of Works Drawing)
Figure D 2: Example of a General Drawing Indicating the Project Scope of Work.
Draft 11-02-10 D-3

Appendix D
Index Drawing
Figure D 3: Example of a Index Drawing
Draft 11-02-10 D-4

Appendix D
Detailed Plan Drawings (Cut Sheets)
Figure D 4: Example of a Detail Plan Drawing for Potable Water
Draft 11-02-10 D-5

Appendix D
Special Details (Standard Detail Drawing)
Figure D 5: Example of a Special Detail Drawing (Standard Detail for Valve Chamber)
Draft 11-02-10 D-6

Appendix E
Standard Application Forms
APPENDIX E
Standard Application Forms provided by the various Service Authorities and Providers and which are
to be used for NOC Applications.
List of Standard Forms

Form E 1: NOC Application Form: RTA Public Transport Agency .............................................. E-2
Form E 2: NOC Application Form: RTA ITS Department ............................................................ E-3
Form E 3: NOC Application Form: RTA Rail Agency .................................................................. E-4
Form E 4: NOC Application Form: RTA Roads and Structures
Maintenance Department ........................................................................................... E-5
Form E 5: NOC Application Form: RTA Public Transport Agency .............................................. E-6
Form E 6: NOC Application Form: du – Existing Areas .............................................................. E-7
Form E 7: NOC Application Form: du – New Areas .................................................................... E-8
Form E 8: NOC Application Form: du – New Areas (Cont.) ....................................................... E-9
Form E 9: NOC Application Form: Empower ............................................................................ E-10
Form E 10: NOC Application Form: Empower (Cont.) ................................................................ E-11
Form E 11: NOC Application Form: Empower (Cont.) ................................................................ E-12
Form E 12: NOC Application Requirements: UAE Armed Forces .............................................. E-13
Draft 07-12-11 E-1

Appendix E
Form E 1: NOC Application Form: RTA Public Transport Agency
Draft 07-12-11 E-2

Appendix E
Form E 2: NOC Application Form: RTA ITS Department
Draft 07-12-11 E-3

Appendix E
Form E 3: NOC Application Form: RTA Rail Agency
Draft 07-12-11 E-4

Appendix E
Form E 4: NOC Application Form: RTA Roads and Structures Maintenance Department
Draft 07-12-11 E-5

Appendix E
Form E 5: NOC Application Form: RTA Public Transport Agency
Draft 07-12-11 E-6

Appendix E
Form E 6: NOC Application Form: du – Existing Areas
Draft 07-12-11 E-7

Appendix E
Form E 7: NOC Application Form: du – New Areas
Draft 07-12-11 E-8

Appendix E
Form E 8: NOC Application Form: du – New Areas (Cont.)
Draft 07-12-11 E-9

Appendix E
Form E 9: NOC Application Form: Empower
Draft 07-12-11 E-10

Appendix E
Form E 10: NOC Application Form: Empower (Cont.)
Draft 07-12-11 E-11

Appendix E
Form E 11: NOC Application Form: Empower (Cont.)
Draft 07-12-11 E-12

Appendix E
Form E 12: NOC Application Requirements: UAE Armed Forces
Draft 07-12-11 E-13

Appendix F
ROW Utilities Cross Section Example
APPENDIX F
The following Appendix contains an example of the ROW Utilities Cross Section of the required
standard.
List of Drawings
SCS/001: Sample Utility Cross Section at Final Design
Draft 07-12-11
C
L
36.60 LEGEND:
4.50 2.00 2.50 7.30 4.00 7.30 2.50 2.00 4.50
GRADED VERGE/LANDSCAPE SIDEWALK PARALLEL CARRIAGEWAY MEDIAN CARRIAGEWAY PARALLEL SIDEWALK GRADED VERGE/LANDSCAPE
PARKING PARKING LV,WATERANDSEWERAGEHC
NE
NE
SEWERAGE,DRAINAGEANDIRRIGATION
NG LI
NG LI
HV
LDI
LDI
BUI
BUI
ETISALAT
/
/
W.
W.
O.
O.
ITS/Du
R.
R.
2.0% 2.0% 2.0% LANDSCAPE/UNIPOLE
2.0%
90
20
20
80
90
20
00
20
20
20
20
90
90
80
STREETLIGHTING
0.
1.
1.
0.
0.
1.
1.
1.
1.
1.
1.
0.
0.
0.
20
20
20
20
1.
1.
1.
1.
WATERTRANSMISSION
2.00 1.20 2.00 1.00 1.50 1.50 1.00 1.00 1.50 1.50 1.00 2.00 1.20 2.00 DISTRICTCOOLING
)
)
C.
C.
RTARESERVEDCORRIDOR
NG
H.
H.
LV)
HV)
HV)
LV)
GHTI
ON
NAGE
NAGE
GATI
Du
Du
SALAT
SALAT
TS/
RRI
TS/
SEW ERAGE (
DEW A -ED (
DEW A -W D
ETI
DEW A -ED (
I
SEW ERAGE
DRAI
I
STRET LI
DRAI
SEW ERAGE
I
DEW A -ED (
ETI
SEW ERAGE (
DEW A -W D
DEW A -ED (
0.50 0.50
0.90 0.90
1.65 1.65
2.60 2.60
4.20 4.20
5.70 5.70
6.95 6.95
8.45 8.45
9.20 9.20
TYPICAL WIDTH FOR UTILITIES TYPICAL ROW UTILITIES CROSS SECTION TYPICAL WIDTH FOR UTILITIES
36.50
R.O.W. CORRIDOR
2.20 5.50 5.00 5.50 3.00 7.30 4.80 3.20
SIDEWALK PARKING CARRIAGEWAY PARKING MEDIAN CARRIAGEWAY TILED AREA UNMADE SURFACE
NE
NE
NG LI
NG LI
LDI
LDI
BUI
BUI
/
/
W.
W.
O.
O.
R.
R.
NG
NAGE
ED)CABLE
ED)CABLE
ED)CABLE
W D)
GHTI
uPVC SEW ER
DEW A (
SALAT 4W AY DUCT
11 kV DEW A (
11 kV DEW A (
11 kV DEW A (
300 AC DRAI
STREET LI
200
ETI
150
1.84
4.10 2.60
4.50 6.72 GENERAL GUIDANCE FOR PREPARING
4.90 17.06 ROW UTILITIES CROSS SECTION:
EXISTING ROW UTILITIES CROSS SECTION 1. SHOW ALL PIPE OR DUCT PROTECTION.
2. SHOW ALL DIVERSION AND BETTERMENT WORKS.
3. CLEARLY INDICATE ACCESS AREAS WHERE NO

ROAD IMPROVEMENTS.
36.50 4. CLEARLY INDICATE PROPOSED ROAD

R.O.W. CORRIDOR IMPROVEMENTS.
2.20 5.50 5.00 5.50 3.00 7.30 2.50 2.30 3.20
SIDEWALK PARKING CARRIAGEWAY PARKING MEDIAN CARRIAGEWAY PARKING TILED AREA UNMADE SURFACE
NE
NE
NO ROAD IMPROVEMENT
NG LI
NG LI
LDI
LDI
BUI
BUI
/
/
W.
W.
O.
O.
PROPOSED
R.
R.
PROTECTIONSLAB
20
00
20
80
20
90
1.
1.
1.
0.
20
1.
0.
1.
NOTES: NOTES:
EXISTING SERVICES WHICH ARE NOT AFFECTED BY EXISTING SERVICES WHICH ARE NOT AFFECTED BY
THE PROPOSED ROADWORKS ARE TO BE RETAINED IN THE PROPOSED ROADWORKS ARE TO BE RETAINED IN
THEIR CURRENT LOCATION. 2.00 1.20 2.00 1.00 1.50 1.50 1.00 1.00 1.50 1.50 1.00 2.00 1.20 2.00 THEIR CURRENT LOCATION.
NG
NAGE
ED)CABLE
ED)CABLE
ED)CABLE
W D)
GHTI
uPVC SEW ER
DEW A (
SALAT 4W AY DUCT
DU DUCT
TS/
NG 11 kV DEW A (
NG 11 kV DEW A (
NG 11 kV DEW A (
NG 300 AC DRAI
NG STREET LI
NG 200
NG ETI
NG 150
STI
STI
STI
STI
STI
STI
STI
STI
EXI
EXI
EXI
EXI
EXI
EXI
PROPOSED BETTERM ENT W ORKS
2W AY I
EXI
EXI
4.10 1.84
4.50 2.60
4.90 5.70
6.72
17.06
PROPOSED ROW UTILITIES CROSS SECTION
REV. DATE DESCRIPTION NOTES:
SCALE: NTS 1. ALL DIMENSIONS ARE IN METERS UNLESS

OTHERWISE STATED. SAMPLE UTILITY CROSS SECTION
ROADS DEPARTMENT AT FINAL DESIGN
N.O.C SECTION
INCEPTION DATE:
TBD
DWG NO: SCS 001
Appendix G
Corridor Arrangements at Grade Separated Intersections
APPENDIX G
The following Appendix is a compilation of the various drawings indicating utility corridor arrangements
at at-grade separated intersections.
List of Drawings
GS/001: Corridor Arrangement at Grade-separated Intersections

GS/002: Corridor Arrangement at Grade-separated Intersections
Draft 07-12-11
OL
R.
O.
SCHO
HATCH LEGEND: W.W
I
DTH
66m
ROAD AT GRADE MINOR R.O.W.
BRIDGE
UTILITY CORRIDOR LEGEND:
HOUSE CONNECTION CORRIDOR
EITC-Du CORRIDOR
ETISALAT CORRIDOR
DEWA ELECTRICITY CORRIDOR
DEWA WATER CORRIDOR
46m
DM COMBINED SERVICES CORRIDOR
(SEWERAGE / DRAINAGE AND IRRIGATION)
MAJOR R.O.W.
GRADE SEPARATED
R
=
80
m INTERSECTION
ROAD AT GRADE
MAJOR R.O.W.
DTH
W .W I
139m
O.
R.
POINT "A"
BRIDGE
RETAINING
WALL
UTILITY CORRIDOR WIDTH TO BE
REDUCED FROM POINT "A" TO POINT "D"
MATCH THE MINOR R.O.W.
DTH
I
91m
O.W .W
RETAINING WALL PREVENTS

R.
UTILITY CORRIDORS CROSSING

POINT "B" AT R.O.W. PINCH POINT.
POINT "C"
118m CLIENT
MINOR R.O.W.
PO Box 118899, Dubai, U.A.E.

Tel. +971-4-2065500 Fax. +971-4-2065557
DRAWING DESCRIPTION
CORRIDOR ARRANGEMENT
R.
O.W.WI
DTH
93m AT GRADE SEPARATED
INTERSECTIONS
GS_001
HATCH LEGEND: MINOR R.O.W.
ROAD AT GRADE
ROAD AT GRADE
BRIDGE
UTILITY CORRIDOR LEGEND:
HOUSE CONNECTION CORRIDOR
EITC-Du CORRIDOR
ETISALAT CORRIDOR
R.O.W. WIDTH
122m
DEWA ELECTRICITY CORRIDOR
DEWA WATER CORRIDOR
DM COMBINED SERVICES CORRIDOR

(DRAINAGE, IRRIGATION, SEWERAGE)
MAJOR R.O.W.
MAJOR R.O.W.
DTH
DTH
W .W I
165m
155m
W .W I
O.
O.
R.
R.
ROAD AT GRADE
BRIDGE
103m ROAD AT GRADE

94m
POINT "A" POINT "D"
FOR LARGER R.O.W.’s WITH LARGER

SPLAYS UTILITIES CORRIDORS CAN
TYPICALLY CROSS AT PINCH AT POINT "B".
43
4m
POINT "C"
POINT "B"
CLIENT
R.O.W. WIDTH
122m

ROAD AT GRADE PO Box 118899, Dubai, U.A.E.
Tel. +971-4-2065500 Fax. +971-4-2065557
DRAWING DESCRIPTION
CORRIDOR ARRANGEMENT
MINOR R.O.W. AT GRADE SEPARATED

INTERSECTIONS
GS_002
Appendix H
Case Studies
APPENDIX H
This Appendix contains both the local and international case studies for Chapters 5 & 6 of the Right of
Way Utilities Manual.
List of Case Studies
Case Study 1 Grade Seperated Intersections and Congested ROW ............................................... H-1
Case Study 2 Utility Waterway Crossing through the Open Cut Method ......................................... H-6
Case Study 3 Combined Utilities Culvert .......................................................................................... H-9
Case Study 4 Utility Waterway Crossing through Road Bridges .................................................... H-14
Case Study 5 Rail Infrastructure - Metro Systems .......................................................................... H-18
Case Study 6 Rail Infrastructure - Tram Transit Systems .............................................................. H-25
Case Study 7 Alternative Methods of Accommodating Electrical Infra. - Electrical Tunnels .......... H-30
Case Study 8 International Case Study: Joint Trenching ............................................................... H-35
Case Study 9 International Case Study: Combined Utilities Tunnel ............................................... H-40
Case Study 10 International Case Study: Utility Tunnels - Electrical Tunnels ................................. H-44
Draft 07-12-11
Case Study 1: Grade Separated Intersections & Congested ROWs
Project: Dubai Airport Roads Improvements – Phase II
Introduction
The objective of this project is to alleviate congestion and

improve the level of service by upgrading the existing Beirut-Al
Nahda Road intersection from an at-grade to a grade-
separated intersection. The exceptionally high traffic volumes
experienced at this intersection required that a three level
intersection be built including an underpass, an at-grade
intersection and a bridge overpass as illustrated in Figure 1.1.
Impact on Utilities
Typically, a project of this nature would involve the substantial

PROJECT DETAILS
relocation of various utilities in order to accommodate the
Project Name: Dubai Airport Roads
necessary road widening. If the utility relocations are extensive Improvements – Phase 2
Beirut / Al Nahda Roads
and additional space is required, this would most likely lead to
expropriation of the adjacent areas to accommodate the Project No: R 747-2B
Client: RTA
relocation of utilities. Consultant: Parsons
Contractor: Yuksel
However, in this case expropriation was considered unfeasible Contract Value: AED 183 million
as the adjoining areas are densely populated and include Location: Al Nahda, Dubai
Status: Completed (12/2009)
various strategic landmarks such as the Civil Defense
Headquarters. In response, alternative methods had to be CHALLENGE
developed to mitigate the limited space available within the two To successfully implement a major grade-
separated interchange within narrow existing
Right of Ways. ROWs where expropriation was not possible.
Beirut Rd
Al Nahda Rd
Figure 1.1: Beirut - Al Nahda Road Intersection
Draft 07-12-11 H-1

Methods to Mitigate the Congested ROWs the number of utilities that would be required to be
The typical arrangement for a transmission main at an accommodated in Beirut Road and is illustrated in Figure 7.
underpass is illustrated schematically in Figure 1.2. This figure

demonstrates that in order for the transmission main to cross Optimized Street ighting Design
the proposed underpass, the main would typically be diverted In order to minimize the number of utilities that are required to
from Point A to a Point B where the road profile reverts back to be accommodated in the services reservation closest to ROW
at-grade, at this point, the main would cross the road to Point boundary, the streetlighting design entailed positioning the
C and then return to its original alignment. streetlighting poles within the separators.
Lesson Learnt
For a project of this nature where alternative methods are

required to accommodate utilties, designers should not
underestimate the the option of rerouting transmission mains
outside of the project boundary. Under certain project
conditions such diversions, even though lengthier and argubly
more disruptive, could prove to cost less than intricate and
complicated utility protection proposals. In addition, the added
benefit is that the utilities are in most instances accessable
and maintenance is thus not compromised.
Source: Parsons, Dec, 2009
Figure 1.2: Typical Arrangement of Utilities at an Underpass
Since expropriation was not possible the road widening meant

that a limited amount of space was available for utility corridors.
In the case of Beirut Road, the road widening meant that only
a 3m utilities reservation was available for the accommodation
of utility corridors as illustrated in Figure 3. This could not
accommodate all the required utilities and thus the typical
arrangement as illustrated in Figure 2 could not be adopted.
Three alternative arrangements were adopted in response to

the limited width of the service reservation and include:
Re-routing of Transmission Mains

Water, sewerage and irrigation transmission mains were re-
routed away from the intersection to areas outside of the
project boundary. Routes were determined by assessing which
nearby roads had sufficient space to accommodate these
transmission mains. Figures 4 through 6 illustrate the various
diversions undertaken. Distribution mains were retained in the
space available in the ROWs to maintain the provision of utility
services to the individual plots.
Routing Dry Utilities above the Tunnel Structure

DEWA-ED, Etisalat, ITS, Street lighting and du cables were
accommodated above the underpass tunnel structure (roof
slab of the underpass) in order to utilize this space and limit
Draft 07-12-11 H-2

Figure 1.3: Proposed Beirut Road Cross Section
Figure 1.4: Water Main Diversion
Draft 07-12-11 H-3

Figure 1.5: Sewer Line Diversion
Figure 1.6: Irrigation Line Diversion
Draft 07-12-11 H-4

Figure 1.7: Cross Section of Dry Utilities Distribution above Beirut Road Tunnel
Draft 07-12-11 H-5

Case Study 2: Utility Waterway Crossing through the Open Cut Method
Project: Nad Al Sheba Racecourse Development Phase 2A
Introduction
The aim of this project is to improve access to the proposed

Meydan Racecourse Development and entails comprehensive
improvements to Muscat Road, which has been renamed
Meydan Road. The improvements are illustrated in Figure 2.1
and include realignment, widening of the carriageway, access
ramps which provide direct access to the stadium and the
construction of a bridge crossing the proposed Horse Canal.
This 50m wide navigable canal will cross three major roads,
the existing Ras Al Khor Road (E44), Al Ain Road (E66), as
well as the newly aligned Meydan Road (D64 - formerly
Muscat Road).
PROJECT DETAILS
Project Name: Nad Al Sheba
Determining the preferred method for the utility Racecourse Development
crossings
Project No: R855/2A
During the preliminary design, meetings were held with the Client: RTA
Consultant: Aurecon
various Service Authorities and Providers to discuss the
Contractor: Afcons
options available for accommodating the utilities across the Contract Value: AED 2.5billion (2008)
Location: Nad Al Sheba, Dubai
canal.
Status: Under Construction
(12/2009)
The accommodation of utilities within the road bridge was not
CHALLENGE
favoured due to the length of the bridge, which is in excess of Large road construction project which needed a
cost effective way to route wet and dry utilities
700m. The main concern was the restricted access to cables
across a proposed man-made canal.
and pressurized mains for a distance of 700m. A further
CANAL FACTS
concern was that the provision of connections to the Width: 50m
transmission mains and cables would be too complicated. Depth: 7.2m
Type: Precast Quay Wall with
Rock Armor
Proposed Horse Canal
E44 Bridge Crossing E66
Meydan Rd D64 (formerly Muscat Rd)
Meydan Development
Figure 2.1: Site Location Plan
Draft 07-12-11 H-6

A combined utilities culvert was also not favoured by all the supply of water in order to carry out routine maintenance.
Service Authorities and Providers. The primary concern was The duplicate pipe arrangement would also serve to provide
the high cost of the utilities culvert as well as the issues a backup should one of the pipes suffer substantial damage
surrounding ownership and operation of the utilities culvert and resulting in it being decommissioned.
its ancillary systems.  Installation depths exceeded 13m in places thus, due
consideration was given to the loading that the pipes would
Ultimately it was decided that an open cut installation was the be subjected to.
best method as the utility diversion work and the canal  Installation depths exceeded 13m in places thus, due
construction would be undertaken simultaneously. It was consideration was given to the risk that the pipes could float
agreed that each utility crossing under the canal would be during the installation as a result of the high water table.
considered independently and based on the specific
requirements of each of the Service Authorities and Providers. Dry Utilities
The dry utilities crossing the canal included DEWA-ED,
Etisalat and du. An electricity cable crossing is illustrated in
Design Considerations
Figure 2 Section B-B. The design considerations specific to the
A key design consideration was the possible future expansion dry utilities include:
of the utility networks. In response, the designers, in
conjunction with the various Services Authorities and Providers,  The electricity and telecommunications cable crossings are
forecasted the future requirements and made provision by provided with reinforced concrete encased ducts together
including spare pipes and ducts in the design of the utilities with access manholes at either end of the crossing. Ducts
crossing. were provided to accommodate both existing cables and
future cables.
A second design consideration was the construction of the  To facilitate cable pulling, bends were limited to a minimum
quay wall at the location of the utilities crossings. Instead of of 30m for the ducts under the canal.
the typical sheet pile construction which would require the
utilities to penetrate the sheet pile, block wall construction
Lessons Learnt
would be adopted at the utilities crossing locations to allow the
utilities to pass unobstructed underneath the quay wall.  Coordination with the relevant Service Authorities and
Providers to identify their specific requirements for an open
Wet Utilities cut utilities crossing installation was critical in order to
The wet utilities crossing under the canal included pressurized timeously complete the design of the utilities crossings.
sewer, irrigation and water mains. The canal crossings for the  Designers undertaking such designs in the future should be
irrigation and water mains are illustrated in Figure 2 Section A- prepared to undertake various studies into but not limited to:
A and Section C-C. The design considerations specific to wet o The potential of flotation of the pipes during the
utilities include: construction.

o The loading on the pipes and the potential of pipe
 Each of the pressurized mains were provided with a wash failure.
out chamber on the downstream side of the pipe crossing as

well as air valve chambers at either end of the canal Source: Aurecon Engineering, Dec, 2009
crossing.
 In order to limit headlosses in the various pressure mains,
22.5° bends were used in the vertical alignment of the pipes
under the canal.
 As per the relevant Service Authorities and Providers
requirements, reinforced concrete encasement was used for
the protection of the sewer and irrigation mains and steel-
sleeve protection provided for the water mains.
 For the water mains, a duplicate pipe crossing the canal with
isolation vales at each end was provided. This allowed the
flow to be temporarily diverted without interrupting the
Draft 07-12-11 H-7

Figure 2.2: Plan and Sections of Canal Crossings
Draft 07-12-11 H-8

Case Study 3: Combined Utilities Culvert
Project: La Ville Contemporaine Business
accommodate Bay
a specific combinations of utilities. The utilities
arrangement within the culvert is illustrated in Figure 2.
Introduction
Business Bay is a mixed-use development aimed at creating a

regional business hub in Dubai. The business-focused master
plan is supported by a mixture of residential and commercial
developments located around an extension of the Dubai Creek
that will pass through the centre of Business Bay and
reconnect with the Arabian Gulf. The navigable canals are one
of the key features of Business Bay Development however,
these canals also pose a challenge in terms of routing the
various utilities across the canals.
To address this challenge, combined utilities culverts have

been proposed to route the various utilities across the canals.
This case study focuses on the two culverts under construction
for the La Ville Contemporaine Precinct, which is part of the
Business Bay development.
PROJECT DETAILS
Project Name: La Ville Contemporaine
Business Bay
Preliminary Study
Project No: N/A
During the preliminary design phase, three proposals were Client: Dubai Properties
considered to route the utilities across the canals and include: Consultant: Halcrow
Contractor: Al Naboodah
 Combined Utilities Culvert Contract Value: N/A
Location: Dubai
 Open cut installation of utilities.
Status: Under Construction (12/2009)
 Utilities attached or contained within the road bridges.
CHALLENGE
The external attachment of utilities to road bridges was not Multiuse development project, which required a
cost effective way to route both transmission and
favoured in this particular case, as this would negatively affect
distribution utilities across proposed artificial
the aesthetics of the bridge. Installing utilities within the bridge canals.
was also not favoured as large transmission mains would not
be permitted to be installed within the bridge. The open cut UTILITY CULVERT
Width: 33m (nominal)
method of installing the utilities presented a cost effective
Height: 8.7m (nominal)
solution however, this option was restrictive in terms of Length: 200m (nominal)
undertaking future expansion of the utility networks.
UTILITIES WITHIN CULVERT
DEWA Water: Transmission +
Ultimately, it was agreed that the most effective solution was to Distribution
accommodate the utilities in a culvert underneath the canal. DEWA Electricity 132kV, 33kV, 11kV
(400kV future)
Two utility culverts have been proposed, one culvert near Etisalat: Various
Doha Road and a second culvert near Oud Metha Road, and DIC: Various
are illustrated in Figure 3.1.
Utility Arrangements and Access
Utility Arrangements
The utilities culvert is typically divided into five separate

compartments with each compartment designated to
Draft 07-12-11 H-9

a specific group of utilities. The water mains, stormwater rising Waterproof power supply sockets are provided at regular
mains, district cooling pipes and telecommunications cables intervals to power hand tools and other electrical equipment
are combined into one compartment, with a separate that could be used by maintenance and inspection crews.
compartment for large transmission water mains. Three
Drainage:
compartments accommodate the electrical cables where high
voltage cables are separated from lower voltage cables. The A surface water drainage system including pumps and
arrangement is illustrated in Figure 3.2 pressure mains is provided to remove seepage inflow from the
culvert as well as to drain the culvert in the event of pipe failure.
The above utility arrangement has been developed in order to
The drainage sump of each cell is interconnected with the
derive the following benefits:
other cells thus allowing each cell’s pump to act as a
 Electricity cables are separated from the various water contingency for the other cells should there be a pump failure.
mains thus reducing the risk of damage to the electricity
Access Shaft
cables in the event of a pipe failure.
Two access shafts are located on either side of the canal.
 Telecommunications cables are separated from both the
These allow the utility infrastructure and maintenance teams to
medium and high voltage electrical cables thus reducing the
access the utilities culvert. One of the access shafts also
risk of damage to the telecommunication cables in the event
houses the control room from which the various utility culvert
of an electrical fire.
systems are operated and monitored. The above grade section
 Although combined in the same compartment as the water
of both the access shafts can bee seen in Figure 3.3. An
mains, the telecommunication cables are combined with the
enlarged rear view of the access shaft which shows voids
smaller diameter water mains and are positioned 1m above
formed in the concrete walls to allow entry of the various
the floor level. This arrangement acts as a mitigation
utilities is illustrated in Figure 3.4.
measure against cable damage as it allows some water to
fill the compartment before submerging the cables. During
this time, the isolation valves can be shut and the surface Service Authorities and Providers Specific
drainage can commence pumping. Requirements
 Providing separate compartments for the medium and high DEWA Electricity
voltage cables together with suitable separation between the
DEWA-ED’s specific requirements for the electrical installation
various voltages minimizes the de-rating factors that need to
in the utilities culvert included:
be applied to the cables and thus enhances the electrical
circuit’s performance.  Fan cooling units, heat detectors and smoke detectors
positioned at specified intervals for all electrical cable
Utilities Culvert Systems compartments.
The various systems installed in the utility culvert include:  Emergency light fixtures within the cable compartments.
 Low smoke fire-retardant cables for the transmission,
Ventilation:
distribution, auxillary power, fire alarm and signalling cables
Fan cooling units are installed in the electrical compartments in within the culvert and shaft area.
order to maintain suitable ambient temperatures to enhance  A fire protection system (sprinklers) designed according to
cable performance and create a suitable working environment the relevant NFPA specification and approved by Dubai Civil
for inspection and maintenance teams. Defense (DCD).
Smoke Detection:
DEWA -WD
A smoke detection system is installed to detect an outbreak of
DEWA-WD’s specific requirements for the water mains
fire and alert the operational staff as well as Civil Defence.
installed in the utilities culvert included:
Lighting:
 All pipes and fittings installed in the utilities culvert and the
Waterproof lighting fixtures provide the illumination necessary shafts to be Glass Reinforced Epoxy (GRE). In addition, all
for inspections and maintenance activities. These fixtures will fittings and pipes are flanged to facilitate installation and
continue to operate even if the culvert is flooded. removal of pipes and fittings.
Auxiliary Power:
Draft 07-12-11 H-10

 Level sensors able to detect pipe leakage and which are
linked to DEWA-WD’s telemetry system to alert the main
control centre of leaks in the utilities culvert.
Lesson Learnt
Where possible, providing separate compartments for different

types of utilities is an important aspect in the design of a
combined utilities culvert. Separate compartments are
necessary to separate the various utilities and limit the risk of
damage to them in case of fire or pipe failure. They also allow
for flexibility in addressing the requirements of the various
Services Authorities and Providers without affecting other
utilities in the culvert.
Source: Halcrow & Partners, Feb, 2010
Figure 3.1: Utility Culvert Layout Plan – La Ville Contemporaine, Business Bay
Draft 07-12-11 H-11

Figure 3.2: Typical Combined Utilities Culvert Cross Section
Draft 07-12-11 H-12

ACCESS SHAFT 1
ACCESS SHAFT 2
Figure 3.3: Combined Utilities Culvert under construction - Oud Metha Rd
VOIDS CAST IN THE REAR

CONCRETE WALL TO
ALLOW ENTRY OF UTILITIES
Figure 3.4: Rear View of the Access Shaft under construction – Oud Metha Road
Draft 07-12-11 H-13

Case Study 4: Utility Waterway Crossing through Road Bridges
Project: Palm Deira Access Bridge
Introduction
The Palm Deira is a landmark reclaimed island development

which, when completed, will cover an area of 47 km2 and be
home to approximately 1.2 million residents. Being the largest
land reclamation project ever undertaken, the sheer size of the
development and its future population presented a
considerable challenge to designers to meet the transportation
and utility requirements of this remarkable development.
In response to this challenge, the Palm Deira Access Bridge

will provide a vital transportation link between Palm Deira and
the adjacent mainland. However, the bridge will be dual
purpose, and will also serve as a means of conveying
essential utilities from the mainland to Palm Deira. The
location of the bridge and the general layout is illustrated in
Figure 4.1.
Determining the Preferred Utility Waterway PROJECT DETAILS

Crossing Project Name: Palm Deira Access Bridge
Initially, three options were considered for providing utility Project No: R878/1
Client: RTA
connections between the island and the mainland. These Consultant: Parsons
included a combined utilities culvert, horizontal directional Contractor: Besix
Contract Value: AED 580 million approx.
drilling and accommodating the utilities within the bridge. Location: Deira Cornice, Dubai
However, both a combined utilities culvert and horizontal Status: Under Construction (12/2009)
directional drilling were not considered feasible since CHALLENGE
installation costs were considerably higher and there were Providing a large island reclamation project with an
effective means to route both wet and dry utilities
concerns raised by the Service Authorities and Providers across an offshore channel from the mainland to
regarding the considerable length and depth of these the island development.
crossings, which would expose their installations to

substantially higher risk than accommodating the utilities within CHANNEL FACTS
Width: 393m
the bridge. Depth: 6m
Air Draft: 15m
Ultimately, it was agreed that the most effective solution was to BRIDGE FACTS
accommodate dry utilities within the box girder and under the Width: 32m (per deck)
Span: 430m
sidewalk of the bridge and the wet services attached externally No of lanes: 12 (total)
to the bridge structure.
Utility Arrangements and Access
Utility Arrangements
The utility arrangement is illustrated in Figure 4.2. The

electricity cables suspended on hangers, which in turn are
anchored to the upper soffit of the box girder. The remaining
dry utilities (Etisalat, ITS, Street lighting and du) are located
under the sidewalk.
Draft 07-12-11 H-14

The high voltage cables, both 132kV and 11kV, are suspended bridge near the cantilever ends. Teflon bearing pads are
on hangers and located in individual compartments within the placed between the pipe and the steel platform to
box girder to mitigate fire risk. This arrangement, where accommodate pipe movements. These steel platforms have
telecommunications and high voltage electrical cables are been designed with 500mm of standing area to allow
separated, reduces the risk of damage to the maintenance crews to access the pipes.
telecommunications installation as a result of an electrical fire.
DEWA-WD and DM-Drainage & Irrigation Department both
The roller hangers were designed to allow lateral and requested a hydraulic analysis, which modeled their respective
longitudinal movement of the cables as well as accommodate pipes under various operating conditions including events such
the anticipated expansion and contraction of the cables. as pressure surge and to asses the impact on the pipe
installation, pipe restraints, steel platform and bridge structure.
The remaining dry utilities which include Etisalat, ITS, du and
streetlighting are all accommodated beneath the sidewalk as Although this proposal (external attachment of utilities to the
illustrated in Figure 4.2 and are placed in ducts with a sand bridge) was previously approved, concerns were raised during
surround. Removable GRP covers allow access for construction as to the impact on bridge aesthetics. As a result,
maintenance. the implementation of this proposal has been frozen.
The wet utilities, which include both water and irrigation

transmission mains, are attached externally to the bridge Temp & Cable Performance
cantilever section. The benefit of this arrangement is that the When the temperature of the air surrounding
risks associated with a pipe failure are fewer than if they were electricity cables increases, the ability of the
located the pipes within the box girder, where the flooding of cable to carry its specified current decreases.
the box girder could potentially expose the bridge to excessive Thus, the current carrying capacity of the cable
loading and consequent damage or collapse. has to be reduced by applying a suitable
coefficient known as the de-rating factor.
Access Shaft Therefore maintaining a cooler environment
A purpose-built access shaft behind the abutment allows requires a smaller derating factor, improves the
access to the box girder for the utility infrastructure and current capacity and ultimately results in a more
maintenance crews. efficient circuit design.
Service Authority and Provider Requirements Lessons Learnt
 Accommodating high voltage electricity cables within the

As the practice of accommodating utilities within bridges is
bridge structure is uncommon in Dubai and the practice is
uncommon in Dubai, the key challenge was soliciting and then
still in its infancy. Thus, the Authorities expect and require
satisfying, the various Service Authority and Providers
substantial data and assurance that their installations and
requirements.
service delivery will not be compromised. Designers
undertaking such designs in future should be prepared to
DEWA Electricity
undertake various studies into, amongst others:
DEWA ED required that in addition to a smoke detection and o The impact of temperature on cable performance.
lighting system, a ventilation system be provided, not only to o Life safety issues such as ventilation, smoke
create a safe working environment for maintenance crews but detection and illumination.
also to stabilize ambient temperatures within the box girder o The thermal impact on structural integrity of the
and allow optimum cable performance. In addition, the RTA bridge due to the heat dissipated by the HV cables.
requested a comprehensive study to investigate the thermal  The aesthetic impact of attaching utilities externally to a
impact of the heat dissipated by the high voltage cables on the bridge should not be underestimated. Designers should
structural integrity of the bridge structure. ensure that they consult all relevant stakeholders and
adequatley depict the visual impact to avoid unforeseen
Wet Utilities objections which, if encountered late in the project lifecycle ,

could severly compromise the project.
A 600mm dia. water and a 300mm dia. irrigation transmission
main are located on steel platforms attached externally to the
Draft 07-12-11 H-15

Figure 4.1: Bridge Layout Plan of the Palm Deira Access Bridge
Figure 4.2: Typical Bridge Cross Section of the Palm Deira Access Bridge
Draft 07-12-11 H-16

Figure 4.3: Detail A
Draft 07-12-11 H-17

Case Study 5: Rail Infrastructure – Metro Systems
Project: Dubai Metro
Introduction
The Dubai Metro Project (DM-001) consists of two Metro Lines

awarded to Dubai Rapid Link Consortium (DURL) as design
and build contracts. The Red Line runs from Rashidiya via
Deira and Bur Dubai, along Sheikh Zayed Road to Jebel Ali. It
is 53km long of which 47km is constructed on a viaduct. There
is a 5.5km long underground section in the urban area around
the Creek, and 3.5km is at-grade railway in Jebel Ali. There
are 27 stations, of which 4 are underground, 2 depots, 3 annex
structures, 2 large multi-storey car parks and various ancillary
structures.
The Green Line is shorter than the Red Line and runs in a
horseshoe shape from Al Qusais via the older parts of Deira
and Bur Dubai, through Oud Metha and Healthcare City, to
Jadaf. It is 22km long of which about 8km is underground.
There are 20 stations of which 8 are underground and two PROJECT DETAILS
interchange with the Red Line. There is one 1 main depot, 3 Project Name: Dubai Metro
annex structures, 1 large multi-storey car park and various Project No: DM-001
ancillary structures. Client: RTA
Engineer: Systra-Parsons
Contractor: DURL (Dubai Rapid Link
Although the Metro follows a 10m wide typical planning Consortium)
Consultant: Atkins
corridor previously identified by Dubai Municipality, the Contract Value: Phase 1: AED 12.45 billion
construction of the Metro has involved the diversion of many Phase 2: AED 4.08 billion
Location: Dubai
utilities along the entire length of both lines. The construction Status: Under Construction (12/2009)
of Metro stations within the ROW in particular, has required a
CHALLENGE
close working relationship among RTA, the Engineer, Diversion of utilities along strategic right of ways to
accommodate the viaduct, stations and various
Contractor, Consultant, and the numerous Service Authorities
other structures related to the construction of the
and Providers to allow the design, agreement, and Dubai Metro.
construction of the utility diversions to be carried out in a timely
manner. RED LINE
Length: 53km
No of Stations: 27
Metro Rail Tunnels and Utilities GREEN LINE
Length: 22km
During the early stages of the project, the opportunity to
No of Stations 20
accommodate non-railway utilities within the Metro rail tunnels,
particularly at the two bored tunnels that pass under the Dubai
Creek, was considered. However, given the limited amount of
space within the tunnels, the restrictions of maintenance
access within a busy operational railway, the compatibility of
the railway tunnel locations in relation to the existing utility
transmission networks, the necessary safety requirements,
and the possible additional cost and programme implications, it
was not deemed practicable.
Draft 07-12-11 H-18

Therefore, the only utilities found in the tunnel are for the
operation of the railway itself including 33kV power cables, Station Entrance B
signal and communications cables and fire-fighting mains. In
addition, a leaky cable is installed in the tunnel to allow Station Entrance A
passengers to enjoy uninterrupted mobile phone and internet
coverage. The typical cross-sections of the machine bored and
cut & cover tunnels are illustrated in Figures 5.3 and 5.4
respectively.
Utility Diversion and Distribution Design
Before commencing utility diversion designs, all the available

existing utility information was gathered from all the Service
Authorities and Providers, including their corridor requirements.
This information was reviewed and discussed with the relevant Figure 5.1 : Aerial View of Al Rigga Station Under
Service Authorities and Providers. In addition, trial trench Construction
surveys were conducted to verify the accuracy of the utility
information. Business Bay Station –
The existing right of way on Sheikh Zayed Road at this location
The utility information was stored electronically and used as a is 158m. The construction of the Metro station occupies about
key element in the iterative design process of fixing the 28m of corridor, which impacts on numerous utilities as
location of the various Metro structures such as stations, illustrated in Figure 5.6.
station entrances, viaduct piers and footbridge piers etc.
Working in conjunction with the Contractor and the Service Unlike at Al Rigga station, an additional corridor within the
Authorities and Providers, the location of the Metro structures adjacent plot of land was available to divert utilities and
were optimised to minimise the required diversions, and to maintain utility corridor widths. In this case, following
prepare the utility diversion design including existing and future negotiations, the plot owner consented to a 16m wide corridor
corridor requirements. (4m Etisalat, 4m Sewer, 4m Drainage and 4m irrigation) to be
located within this plot.
In some locations, it was not possible to relocate all the utilities
within the remaining available right of way. Therefore, in some The construction of the Metro station involved the diversion of
instances, additional land requirements were sought from a large diameter sewer main, which required considerable
adjacent plots. coordination among the various parties, particularly with regard
to the temporary works and method statements employed.
Selected Metro Station Examples

Burj Al Arab Station
Al Rigga Station The existing right of way on Sheikh Zayed Road at this location
The existing ROW is 61.13m with existing utilities occupying is 159m. The utilities distribution is similar to Business Bay
the wide footpath and central median areas. The construction station. However, the location of the station within the overall
of Al Rigga underground station involved the construction of a corridor differs slightly thus affecting different utilities as
large underground cut-and-cover box leaving about 7m on illustrated in Figure 5.7.
either side of the station entrances and the existing medium-
rise buildings. The substructure for both the station entrances Given the location of the existing Gold & Diamond Park
is indicated in Figure 5.1. buildings, there was no possibility of securing additional land
for utilities corridors. Therefore narrower corridors were able to
In light of these space constraints, the corridors agreed with be agreed with the utility authorities. The construction of this
the utility authorities are narrower than standard and are Metro station also involved the diversion of large diameter
illustrated in Figure 5.5. In addition, after construction of the water mains as illustrated in Figure 5.2.
station box, the irrigation pipes have been relocated to the
central median and are located above the station box.
Draft 07-12-11 H-19

Figure 2: Diversion of a Large Diameter Water Main at Burj Al
Arab Station
Lessons Learnt
The main lesson learnt from the Dubai Metro project was the
importance of adopting a collaborative project approach
among the RTA, the Engineer, Contractor, Consultant, and the
numerous utility authorities to find mutually agreeable solutions,
and elevating key issues to top management as required.
Source: Atkins, Jan, 2010
Draft 07-12-11 H-20

Figure 5.3: Typical Cross Section of the Machine Bored Metro Tunnel
Figure 5.4: Typical Cross Section of the Cut & Cover Metro Tunnel
Draft 07-12-11 H-21

EXISTING ROW UTILITIES CROSS SECTION
Figure 5.5: Existing and Proposed ROW Utilities Cross Sections at Al Rigga Station
Draft 07-12-11 H-22

Figure 5.6: Existing and Proposed ROW Utilities Cross Sections at Business Bay Station
Draft 07-12-11 H-23

Figure 5.7: Existing and Proposed ROW Utilities Cross Sections at Burj Al Arab Station
Draft 07-12-11 H-24

Case Study 6: Rail Infrastructure - Tram Transit System
Project: Al Sufouh Tram Transit System
Introduction
The primary objective of the Al Sufouh Tram Transit Project is

to enhance mobility in the Al Sufouh and adjacent Dubai
Marina communities. The Al Sufouh Tram is to be
implemented in two phases, as tabulated below in Table 6.1,
and will ultimately provide a continuous link between Marina
Mall and Mall of the Emirates and provide interconnectivity
with the Dubai Metro at three Red Line stations. The scope of
Phase 1 is illustrated in Figure 6.1.
Table 6.1: Al Sufouh Tram Transit System Construction

Phases
Trams Stations Track

Phase 1 11 13 9.5 km PROJECT DETAILS
Phase 2 14 6 5 km Project Name: Al Sufouh Tram Transit
System
Project No: RL 200

Unlike the Dubai Metro, the Al Sufouh Tram is not segregated Client: RTA
Consultant: Systra
from other modes of transport, is predominantly at grade, will Contractor: ABS Consortium
(Alstom, Besix & Serco)
interact with the vehicular road traffic and is closely integrated
Designer: Parsons
with the road network. As the tram is to be incorporated into Contract Value: AED 4.0 billion approx.
Location: Al Sufouh, Dubai
existing right of ways, additional space would be required to
Status: Under Construction
accommodate the tram infrastructure. Consequently, this (12/2009)
would reduce the remaining space available to distribute the
utilities in the affected right of ways and would therefore lead CHALLENGE
Successful implementation of a tram transit
to congested right of ways.
system within a densely populated urban
environment that includes strategic transmission
utility infrastructure.
Dealing with Congested Right of Ways
TRAM FACTS
One of the key design challenges is the accommodation of the Total Track Length: 14.5km Ph 1&2
Tram Model: Citadis 402
tram and the stations within existing congested ROWs. In Traction System: APS
response to these challenges the designers employed several
mitigation methods including: TRAM SYSTEM
The Al Sufouh Tram Transit System is a low-
 Optimizing the tram station locations. floor tram system and is located predominantly
 Accommodating utilities under the carriageway. at-grade and is situated both in the median and
alongside the carriageway with approximately
 Use of portal bridges to straddle existing infrastructure. 5km being located on a purpose-built viaduct.
The tram carriage-sets are 44m long and travel
at an average operating speed of 20 km/h and
Optimizing the Tram Station Locations unlike most trams, which are powered by
Intensive coordination between planning, rail and utilities overhead catenaries, the Al Sufouh Tram will
utilize a ground level power supply system called
engineers occurred early in the design phase in order to pre- “APS” thus avoiding the negative aesthetic
empt and thus minimize the impact of the tram stations on the impact of overhead wires.
existing utilities. As the proposed station footprint is
approximately 18m wide, this could result in an excessive
amount of utility diversions being required.
Draft 07-12-11 H-25

Therefore, the proposed station locations and the exiting utility crossings and spare ducts were required at suitable intervals
conditions were thoroughly reviewed, and the station locations along the tram route, at road/tram intersections and at all
subsequently optimized in order to minimize or eliminate the sikkas. All water mains crossing the tram route will require
extent of the utilities relocation. steel sleeve protection as per the DEWA-WD requirements.
Utilities under the Carriageway

Utilities Parallel to the Viaduct
A large number of high voltage electrical circuits were
Where water mains were located in close proximity to the
encountered along Al Sufouh Road. Due to the limited space
proposed viaduct, resulting in excavation being restricted by a
available within the ROW, the decision was made to divert
limited overhead space, these water mains will provided with
these cables and reposition them under the carriageway along
steel sleeve protection as per DEWA-WD requirements. An
the proposed tram route. This included a number of 11, 33 and
example is illustrated in Figure 6.4. In addition, a 1m horizontal
132kV circuits with the proposed cables diversions ranging
clearance was required between all utilities and the viaduct
from a few meters to 250m. The diversion entailed installing
and station structures.
the cables in cable ducts and encasing them in concrete as
illustrated in section in Figure 6.2. Additional spare ducts were
also provided to accommodate possible future expansion of Lessons Learnt
the network.
 One of the key aspects ensuring the success of a project of
this nature (design-build) is the importance of effective
Use of Portal Bridges to Straddle Existing Infrastructure
coordination between the planning, rail and utilities
The section of the Al Sufouh Tram alongside Sheikh Zayed
engineers.
Road is located on a viaduct (similar albeit on a smaller scale,
 In the case where above ground structures, such as the
to that of the Dubai Metro) which is situated in close proximity
viaduct in this case, are in conflict with utilities which cannot
to the power and desalination plants in Jebel Ali. Both the
be diverted, the use of portal bridges is an effective solution
transmission water mains and electricity cables located in this
worth consideration for projects of a similar nature.
area are of a strategic nature and diversions to these utilities
had to be avoided as far as possible. However, since the
position of a number of viaduct piles conflicted with the 132kV
circuits, the decision was made to provide portal bridges as
part of the viaduct construction to straddle the 132kV cable
troughs as illustrated in Fig 6.3.
As a consequence, the portal bridges had compromised the

access necessary for maintenance. The solution was to
reduce the cover over the cable troughs to create the required
overhead space. Interlocking tiles placed over the troughs and
fencing will be installed to secure the area and restrict access
to unauthorized persons and vehicles.
As the cover over the cable troughs will be reduced, the load
bearing capacity will be compromised, thus the fencing is
necessary to ensure that no unauthorized surcharge loading
on the troughs can occur and prevent cable damage.
Utilities Crossing the Tram Route
The method of accommodating utilities that cross the tram

route will be similar to the methods adopted for road crossings.
In general, existing cables will be protected by providing split
duct protection with a concrete surround and additional spare
ducts provided. Further consideration was given to future cable
Draft 07-12-11 H-26

Figure 6.1: Layout Plan for the Al Sufouh Tram Route (Phase I)
TRAM STATION
Figure 6.2: Utilities under the Carriageway
Draft 07-12-11 H-27

Figure 6.3: Use of Portal Bridges to Straddle Existing Infrastructure
Draft 07-12-11 H-28

TRAM STATION
Figure 6.4: Utilities Parallel to the Tram Viaduct
Draft 07-12-11 H-29

Case Study 7: Alternative Methods of Accommodating Electrical
Infrastructure – Electrical Tunnels

Project: R777/2A & 2C Dubai Creek Crossing – Burjuman and Deira Links
Introduction
The aim of this project is to alleviate congestion and improve

mobility in central Dubai through the construction of a fifth
crossing over the Dubai Creek. The overall project has been
sub-divided into three projects and includes:
R777/2A: Burjuman Link

R777/2B: 5th Creek Crossing
R777/2C: Deira Link
The scope of works for each phase is illustrated in Figure 7.1.

The proposed 5th Creek Crossing is a 12-lane multi deck
bridge which will connect Deira and Bur Dubai by linking
Sheikh Khalifa Bin Zayed Road (Bur Dubai) with Omar Bin Al
PROJECT DETAILS
Khattab Road (Deira) with the associated improvements to the Project Name: Dubai Creek Crossing
these roads referred to as the Burjuman and Deira Links Burjuman and Deira Links
respectively. Project No: R777/2A & 2C
Client: RTA
Consultant: Aecom
Impact on Utilities Contractor: N/A
Contract Value: N/A
To accommodate the future traffic flows as a result of the Location: Bur Dubai and Deira, Dubai
Status: Final Design (12/2009)
construction of the 5th Creek Crossing, various improvements
have been proposed for Sheikh Khalifa Bin Zayed and Omar
CHALLENGE
Bin Al Khattab Roads and include: Accommodating utilities within a highly
congested right of way.
 An increase in the number of lanes in both directions.
 Construction of elevated road sections (double-decking).
 Upgrading of major intersections from at-grade intersections
to grade-separated intersections.
The above proposed road improvements and the recent

introduction of Dubai Metro Red Line, have dramatically
reduced the amount of space required to accommodate utility
corridors and in particular, the high voltage electricity corridors.
Since there are several buildings along Sheikh Khalifa Bin
Zayed Road, expropriation was not considered feasible and
thus alternative methods had to be sought to accommodate
the electricity infrastructure.
Draft 07-12-11 H-30

optimum cable performance. Manholes are provided every
Accommodating the Electricity Infrastructure
250m to provide access to the tunnel. Again, consideration is
An agreement was reached between the RTA and DEWA-ED
required as to the de-rating effects experienced by the cables
that for right of ways less than 24.4m wide, high voltage
and the impact on its cable performance.
electrical installations including 132kV services could be
accommodated under the proposed carriageway. For ROWs The number of routes and the lengths of the cable tunnels for
wider than 24.4m, the designers could select from the both Phase 2A and 2C is summarized in Table 7.1. The
following three methods and include: estimated construction cost of the electrical cable tunnel only
is AED 5,000/m and excludes the cable installation costs.
 Electrical Duct and Manhole System
 Electrical Cable Tunnel Table 7.1: Lengths of Electrical Cable Tunnel
 Electrical Cables positioned within the Median

Phase No. of Routes Total Length
Electrical Duct - Manhole System

2A 2 380m
This system simply entails placing the electrical cables in
buried ducts and providing manholes at suitable intervals to 2C 2 593m
allow access to the cables.
The cable tunnels have been approved in concept by DEWA-
The location of a duct-manhole system proposed for a portion
ED however, the detail design of the cable tunnels is under
of the 132kV circuit in Sheikh Khalifa bin Zayed Road is
development and will have to be approved by DEWA-ED.
illustrated in Figure 7.2 where the portion of the 132kV circuit
is positioned directly below a road bridge. Electrical Cables Positioned within the Median
In this instance, the bridge restricts access to the cables as the Since wide medians are proposed to accommodate both the
overhead space necessary for a mobile crane to remove the bridge and Metro viaduct piers, the decision was made to
concrete trough cover slabs has been reduced. exploit this available space and place high voltage corridors in
the median. To maintain access to the plots boundary, ducts
To address this challenge, the cables were placed in ducts and
from the median to the plot boundary will be provided at 50m
when the cables need to be accessed they could be retrieved
intervals, as well as at other strategic points such as T-
through the manhole. In addition, the duct system requires less
junctions and sikkas.
corridor width than the concrete trough, allowing the cables to
be positioned between the bridge piers
In proposing the cable duct-manhole system due consideration Lesson Learnt

was given to the following aspects: The Burjuman and Deira Links are landmark projects as these
 Number, spacing and positioning of the manholes. are of the first projects where dedicated electricty tunnels have
 Positioning of the cable joints. been proposed for electricty cable diversion works in Dubai. As
 The de-rating effects experienced by the cable and the the project is ongoing, various aspects with regards to the
result on cable performance. detail design of the cable tunnels are still in progress.
However, upon completion this project will be a precedent for
Electrical Cable Tunnel future projects in the inner city enviroment where congested
right of ways are encountered and where, through coordination
The schematic cross-section of the proposed cable tunnel is
between Roads Department –NOC Section and DEWA-ED,
illustrated in Figure 7.3. The tunnel life-safety systems required
alternative methods can be sought to accommodate electrical
by DEWA-ED and which are to be installed in the tunnel
infrastructure.
include:
 Lighting System Source; Aecom, Jan ,2010

 Forced Ventilation System
 Smoke Detection System
 Fire Suppression System
The forced ventilation system is required to maintain a specific

ambient temperature within the tunnel in order to ensure
Draft 07-12-11 H-31

Figure 7.1: General Layout Planfor Projects R777/2A & 2C
Draft 07-12-11 H-32

KEY PLAN
EXISTING ROW UTILITIES CROSS SECTION A-A
PROPOSED ROW UTILITIES CROSS SECTION A-A
Figure 7.2: Layout Plan & Cross Sections Illustrating a Duct-Manhole System for 132kV Cables
Draft 07-12-11 H-33

Figure 7.3: Schematic Cross Section of Proposed Electricity Cable Tunnel
Draft 07-12-11 H-34

Case Study 8: Joint Trenching
Cross Street Utility Diversion through Joint Trenching, Singapore
Introduction
The Downtown Line (DTL) will be the fifth Mass Rapid Transit
(MRT) light rail line in Singapore. When completed, this fully
automatic driverless metro system will be 40km long and have
33 stations. The line will serve the Bukit Timah and Eastern
Singapore areas and provide a link to the new downtown area.
This case study focuses primarily on the diversion of utilities in
Cross Street necessary to construct a section of the Downtown
Line as well as the Chinatown and Cross Street Stations.
Diversion of Utilities
Before the construction work could commence on the

Downtown Line near Cross Street, the existing underground
utilities had to be diverted so not to obstruct the construction of
the Downtown Line as well as the Chinatown and Cross Street
Stations. The diversion was necessary in order to mitigate the
risk of possible utility disruption in this strategic part of the PROJECT DETAILS
Central Business District that may affect both commercial and Project Name: Downtown Extension
residential users during the course of works. Thus, the utilities Utility Diversion
in Cross Street would be permanently diverted to alternative Project No: C9002A

corridors in the adjacent Pickering and Church Streets as Client: Land Transport Authority
(LTA)
illustrated in Figure 1.
Consultant: n/a
Main Contractor: Hwa Seng Builder
Contract Value: S$ 6.4million
Location: Singapore CBD
The decision to implement Join Trenching
The route for the diversion is shown in Figure 1, the utilities CHALLENGE
were diverted in horseshoe shape along Bridge, Pickering and To select an effective and innovative method
to divert utilities in a busy area of the
Cecil Streets and then back to Cross Street. Sufficient space
Singapore CBD and accommodate the
was available under the sidewalk Bridge and Cecil Streets to utilities in a congested ROW while
complete the diversion. However, insufficient space under the minimizing disruptions to the road pavement
and traffic flow.
sidewalk was available in Pickering Street. Thus, alternative
methods had to be identified to accommodate the diverted JOINT TRENCH
utilities in Pickering Street and small portion of Bridge Street. Width: 7m
Depth: 3.5m
During the preliminary design, three options were evaluated Length: 500m
and include:
 Conventional trench installation of utilities within the

carriageway.
 Trenchless installation of utilities within the carriageway
through the directional drilling method.
 Join trenching with plating of utilities within the carriageway.
Draft 07-12-11 H-35

diverted utilities and employ joint trenching to install the
In order to determine the preferred method, the above options
diverted utilities. In Singapore, this method is known as the
would be evaluated against four criteria that include:
Common Utility Trench or CUT.
o Cost
o Traffic Disturbance
Arrangement of Utilities within the Joint Trench
o Disruption of the carriageway pavement
The dimensions of the joint trench are 7m wide, 3.5m deep
o Disruption to the provision of utilities and 500m long. The typical cross section for the common
utility trench is illustrated in Figure 8.2.
o Simplicity
The joint trench will accommodate house major utilities from
Table 8.1 outlines the performance of the options identified in
six agencies and include:
the preliminary design versus the evaluation criteria.
 PowerGas - Gas
Table 8.1: Evaluation of the Cross Street Diversion Methods
 PowerGrid – Electrical
Disturbance
Pavement
Disruption
Disruption
Simplicity
Relative
Utilities
Traffic
 Public Utilities Board – Water

Cost
Method
to
 SP Telecoms – Telecommunication
Conventional Very  Singtel - Telecommunication

Low High Med Med
Trench High
Trenchless  Starhub - Telecommunication
High Low Low Med Low
Installation
The spacing and depth of each utility is graphically illustrated
Med Med
Joint Trenching Med Med Med in Figure 2.
-High - High
The conventional trench installation scored well in terms of

Construction Method
cost but poorly in terms of disruption to the traffic flow and the
Most of the CUT construction work will be carried out during
pavement. This method would require the respective utility
the night and weekends and the affected stretch of road would
agencies to individually excavate and reinstate the road
be covered with temporary traffic decking and reopened to
surface numerous times to divert utilities and this would result
traffic during the day.
in much inconvenience for both motorists and pedestrians.
Although simple to install the utilities this method would require First, the total length of the joint trench was divided into
substantial coordination amongst utility agencies to execute multiple work sections, each approximately measuring 50m.
the installation with minimal disturbance to traffic and thus an Once the alignment of the trench is set out, sheet piles are
average score was awarded for simplicity. inserted at the sides of the excavation. These stabilize the
excavation and provide support for the decking. King posts are
The trenchless installation scored well when evaluated against
then installed at the mid section of the trench and will support
traffic and pavement disturbance. However, the cost was
the runner beams, which span the sheet piles to allow for the
extremely prohibitive, as a large diameter water transmission
installation of the traffic decking.
main had to be diverted which is very costly to install through
directional drilling. It also scored low in terms of simplicity, as
On subsequent nights, the traffic decking will be removed and
the steel water pipe had to be pre-welded and strung for a
the excavation will continue until the required depth of the
considerable length within the street before being installed.
3.5m is achieved and the utilities are installed. Upon
Joint Trenching with plating was considered the best completion of the utilities’ installation the trench is backfilled,
performing option. It scored consistently in all five of the the sheet piling removed and the road reinstated. Work then
selection criteria and importantly outperformed the continues on the next 50m section. The construction
conventional trench in terms of space utilization to sequencing of the joint trench is illustrated in Figure 8.3.
accommodate the utilities
Various geotechnical instruments were installed to constantly
Hence, in order to ensure the safety of motorists and minimize monitor a number of soil parameters and ensure the stability of
traffic disruptions, the Land Transport Authority (LTA) the Common Utility Trench. Adequate lighting, as well as
collaborated with the relevant agencies to accommodate the
Draft 07-12-11 H-36

dewatering pumps, were provided to ensure a conducive and
safe environment for the utility agencies to work in.
The total construction cost of the installation including the

installation of the utilities is at $9,500.00/m
Implementation
Since the diversion works was required to construct the Mass

Rapid Transit line the Land Transport Authority bore all the
costs of the installation including the trenching and utilities
installation. The utilities installation was carried out by the
individual utility agencies, with the LTA appointed contractor
coordinating all construction activities including these of the
utility agencies and were allocated specific time frames into
which to install their utilities.
Lessons Learnt
The difficulties and challenges experienced on this project

were numerous. The first included maintaining a stabilized
excavation, Geotechnical condition varied in certain places
and the sheetpile and king posts required additional
reinforcement sections which resulted in an increase in
projects costs. Climatic conditions played a big role with rain
frequent affecting the tempo of works. An important lesson
leant during construction was to reduce the length of the
excavation from 50m to 30m of the cuts during the rainy
season to provide bund walls on the road side of the trench at
the opening. Material availability has to be accurately
determined and coordinated as several delays were
experienced because of material shortage.
Source: To be Confirmed
Draft 07-12-11 H-37

Figure 8.1: Layout Plan of the Cross Street Diversion Works, Singapore
Figure 8.2: Cross Section of the Joint Trench, Cross Street, Singapore
Draft 07-12-11 H-38

Figure 8.3: Cross Section of the Joint Trench
Draft 07-12-11 H-39

Figure 3: Graphical Illustration of the Steps in Undertaking Joint Trenching and Plating
Case Study 9: Combined Utilities Tunnel
Project: Marina Bay Combined Services Tunnel, Singapore
Introduction
Marina Bay is an iconic 360ha multi-use development

designed to extend Singapore's downtown district and support
Singapore’s continuing growth as a major business and
financial hub in Asia. Being a greenfield development, the site
provided an excellent opportunity for the developer to pursue
state-of-the-art utility infrastructure such as the Common
Services Tunnel (CST) to provide reliable and sustainable
utility services which can be upgraded and maintained with
minimal disruption.
PROJECT DETAILS
The Common Services Tunnel (CST) network is a system of Project Name: Marina Bay Combined
purpose-built tunnels that will accommodate and distribute Services Tunnel (CST)
various utilities to all developments at Marina Bay. Singapore Project No: -
is only the second Asian country after Japan, and the first in Client: Urban Redevelopment
Southeast Asia, to implement a comprehensive CST system. Authority (URA)
The CST tunnels accommodate electrical, telecommunication, Consultant: Maunsell Nikken Sekkei JV
district cooling, reclaimed and potable water infrastructure. Main Contractor: Econ Corporation & Koh
Provision has also been made for the planned installation of a Brothers JV (Phase 1)
pneumatic refuse conveyance system. Koh Brothers (Phase 2)
Contract Value: S$ 81.1million (Phase 1)
S$ 137 million (Phase 2)
Why a Combined Services Tunnel (CST)?
Location: Marina Bay, Singapore
Since Marina Bay is situated in close proximity to the CBD and
on reclaimed land, it is a prime site and naturally, land values CHALLENGE
are exceptionally high. To maximize the returns and the land To develop an innovative method of
available for development, the developers sought innovative accommodating utility infrastructure in order to
methods to minimize the land allocated to utilities. minimize the land allocated to utilities and thus
maximize the land available for development while
During the conceptual design, three options were considered: simultaneously minimizing the impact to the
 Accommodate utilities under the carriageway. environment and disruptions to this high end
 Accommodate utilities under the Marina Promenade. development.
 Accommodate utilities within a Combined Services Tunnel.
COMBINED SERVICES TUNNEL
The options of accommodating utilities under the carriageway Width: 17m (nominal)
as well as under the promenade, were not considered feasible, Height: 5m (nominal)
since the URA required that the least amount of disruptions be Length: 1.4km (Phase 1)
experienced by residents and visitors to this development, and 1.6km (Phase 2)
this would not be possible if utilities had to be accessed UTILITIES WITHIN TUNNEL
through excavation of the road or promenade. Thus, these  Potable Water
methods were not in line with URA’s vision to position Marina  NEWater (Reclaimed Water)
Bay as a world-class business and financial hub integrating  District Cooling
state-of-the-art infrastructure with the urban environment.  Pneumatic Refuse
 Electricity
Draft 07-12-11 H-40

Ultimately, the decision was made to implement the Common housing the wet utilities and the other the dry utilities. A typical
Services Tunnel as the benefits derived from the tunnel were section of the main tunnel branch tunnel is illustrated in Figure
considered to outweigh the cost of the construction and 9.2. Where connections to individual plots are required a
include: second level is introduced above the main tunnel to allow
 Minimal traffic disruption - installation, repair and branching of the pipes and cables for plot connections and is
maintenance of utilities are executed with minimal disruption illustrated in Figures 9.3 and 9.4. The size and details of the
to traffic and without excavating the road. utilities accommodated within the CST are listed in Table1.
 Access to utilities for maintenance is quick and easy.
Regular preventative maintenance can be implemented, Table 9.1: Details of the utilities accommodated in the CST
thus increasing the life span of the infrastructure.
UTILITY SiZE/DETAILS TYPE
 Reliable utility supply - utility supply will no longer be
threatened by disruption due to accidental excavation Potable Water 300-900Ø Distribution + Transmission
damage. Reliability is improved as pipes and cables can be
inspected and maintained regularly within the tunnel. NEWater 200-300 Ø Distribution
 Faster laying of services - Laying of new service pipes and

District Cooling 900-1500Ø Distribution
cables within the tunnel is easier and can be done in a
shorter time compared to the conventional method of laying
Electricity 11- 132kV Distribution + Transmission
them under the road.
 Increased flexibility - Future changes in the demand for Telecommunication - -
utility services by developments can be easily
accommodated. Pneumatic Refuse 600Ø Distribution
 More land for development - With the CST, part of the road
verges previously set aside for laying of underground utility Systems within Tunnel
services can now be released for development. The various tunnels systems include:
 A better urban environment - Developments at Marina Bay
 Smoke Detection System
will not be subject to noise and dust pollution caused by
 CCTV and communication system
road excavation for the laying of new services for new
 Forced Ventilation System
buildings.
 Fire Protection System,
 Pumped drainage System
Financing the Construction, Utility Installation
and the Operational cost of the CST
Operation & Maintenance
The design and construction of the Combined Services Tunnel
structure is fully financed by the Urban Redevelopment The Urban Redevelopment Authority (URA) has contracted
Authority, an agency of the Singapore Government, charged “CPG Facilities Management” to provide operation and
with developing Marina Bay. The cost of the utilities installation maintenance services for the CST. Under this contract, CPG
will be borne by each individual utility agency. THE URA will FM will first review conditions of the existing mechanical &
also bear the cost of the operation and maintenance of the electrical, facilities management and security systems and
CST through the appointment a third party facilities develop manuals for the overall maintenance, disaster
management company called “CPG Facilities Management.” evacuation & recovery, security management plans, billing &
collection management systems. Subsequently, CPG FM will
operate and maintain the electrical and mechanical
Combined Services Tunnel (CST) Network installations of CST on behalf of URA, to ensure the efficiency
The layout of the CST network is illustrated in Figure 9.1. The of day-to-day operations of the tunnel. CPG will also manage
CST system is at an average depth of 2.5m below ground level. the coordination amongst utility agencies, thus any works that
The construction method is based on the conventional “cut and need to be undertaken in the CST will be coordinated with
cover” method with the concrete tunnels being cast in-situ. The CPG Facilities Management and be in line with their Code of
dimensions of the tunnels vary with the nominal dimensions of Practice for working within the CST.
the main tunnel being 5m x 14m, and the branch tunnels 4.8m
Source: To be Confirmed
x 8.7m. The tunnels are split into two compartments one
Draft 07-12-11 H-41

Figure 9.1: Schematic Layout of the Common Services Tunnel, Singapore
Figure 9.2: Typical Combined Services Tunnel Cross Section, Singapore
Draft 07-12-11 H-42

Figure 9.3: Longitudinal Section through a Plot Connection Junction
Figure 9.4: Cross Section through a Plot Connection Junction
Draft 07-12-11 H-43

Case Study 10: Utility Tunnels – Electricity Tunnels
Project: TransGrid Cable Tunnel - Sydney South to Haymarket - Australia
Introduction
The 330kV TransGrid Cable Tunnel from Sydney South to

Haymarket is a strategic component of the MetroGrid project.
The MetroGrid project aims to augment the electricity supply to
the Sydney Central Business District (CBD) and surrounding
areas through the installation of a 330kV underground cable
from Sydney South substation to a new substation at
Haymarket. The construction of the substation and the
installation of the 330kV cable would ensure long-term
reliability of the electrical supply to the Sydney CBD.
The Sydney South and Haymarket substations, as well as the

underground cable route, is illustrated together with the greater
Sydney electricity grid in Figure 10.4.
PROJECT DETAILS
Project Name: TransGrid Cable Tunnel
Sydney Park to Haymarket
Route Determination and the Decision to
Construct a Cable Tunnel Project No: 31281
Client: TransGrid
The conceptual design for the cable route considered various Consultant: SMEC Australia
Contractor: Walter Construction Group
options and, in line with Australia’s environmental legislation,
Contract Value: A$ 40m
due concern was given to the environmental impact of each Location: Sydney, Australia
Status: Completed in 2002
option. Ultimately, the designers selected a route where the
majority of the cable circuit was installed in excavated trenches
CHALLENGE
in public roads, with the final portion of the cable installed in a To provide a reliable electric supply to the Sydney
CBD with minimal disruption and impact to the
cable tunnel where the circuit entered the Sydney CBD. The
traffic flow, streets, public health and the
route therefore consists of two components which inlcude: environment.
 Direct burial for 24km from Picnic Point to Sydney Park.
 Tunnel section for 3.5km from Sydney Park to Haymarket. TUNNEL DETAILS
Diameter: 3.5m
The decision to implement a tunnel for the final portion of the Length: 3500m
Depth: 8- 30m below ground
cable route was motivated by the following factors and include:
 Congested Streets
 Future Expansion
 Environmental Impact
 Traffic Disruptions
 Public Health Concerns TRANSGRID
TransGrid is the owner, operator and manager of
Congested Streets the New South Wales (NSW) high voltage
In general, Sydney’s CBD and surrounding areas have narrow network connecting generators, distributors and
streets with numerous underground utilities. The installation of major end users in New South Wales. TransGrid
a 330kV circuit within these confined streets would require operates 12489 circuit km of transmission lines and
determining a route where the streets would have sufficient cables, with nominal voltages of 500 kV, 330 kV,
220 kV, 132 kV and 66 kV. Furthermore, it operates
and maintains 82 substations which include 202
transformers comprising of 32,970 MVA of installed
capacity throughout New South Wales.
Draft 07-12-11 H-44

space to accommodate the cable trench requirement. This the various utility agencies could not commit to the proposal
would result in a longer cable route, as the cable would have within the required implementation period.
to weave through the CBD ensuing in greater cable
expenditure as opposed to a cable tunnel.
Tunnel Construction
Future Expansion
Construction Method
The preliminary studies conducted as part of the project
The tunnel is separated into two sections according to the type
identified that a second 330kV circuit would be required in the
of tunnel excavation machine used and includes:
long term to improve the reliability of the electrical supply to
 A 3 km long, tunnel boring machine (TBM) bored tunnel of
the Sydney CBD. Constructing a cable tunnel designed to
3.4m diameter and is circular in shape. A cross section of
accommodate these future 330kV cables will significantly
the TBM bored tunnel is illustrated in Figure 10.5 and
reduce the construction cost and the installation time of the
photographs of the Tunnel Boring Machine are included as
future 330kV cables. Additional benefits also include a
Figures 10.1 and 10.2.
significant reduction in the environmental impact as well as
 A 0.5 km long, roadheader excavated tunnel of dimensions
reduced traffic disruptions of the future installation.
3.6m x 4.2m and is rectangular. A photograph of a typical
Environmental Impact roadheader machine is included as Figure 10.3.
A sensitive ecosystem exists along the proposed cable route

The roadheader method of excavation was employed in order
and the construction of a cable tunnel would assist to
to achieve 90° directional changes and the variable diameters
drastically reduce the environmental impact.
required for a particular section of the tunnel alignment which
Traffic Disruptions was not possible with a TBM. The tunnel boring was
undertaken in sandstone and shale at depths varying between
A key factor in the decision to implement the cable tunnel was
8m and 32m. The lining of the tunnel consisted of 75mm of
minimizing traffic disruptions. The final 4km section is situated
shotcrete including high-pressure injection grouting to reduce
in a busy part of the CBD and the direct costs of traffic
groundwater seepage.
diversions and the indirect costs of traffic congestion and
delays was a key factor in the decision to construct a cable
tunnel.
ROADHEADER
Public Health Concerns
A roadheader also called a partial face machine is
Several concerns were raised during the preliminary study a boom operated tunneling machine. Its boom-
regarding the prolonged exposure of human beings to the mounted drum with a cutting head revolves to
magnetic field generated by a 330kV cable. The consensus excavate rock. The telescopic mechanism enables
reached by the project regulators concluded that human health flexible excavation from a fixed position enabling
could be at risk if exposed to a magnetic field with a strength of the roadheader to excavate tunnels of multiple
more than 4mG. Accommodating the cables within a tunnel shapes and sizes. In comparison, a TBM can only
reduced the magnetic field strength experienced at ground excavate tunnels circular in shape and to diameters
level to acceptable levels without the need for the costly that correspond to the size of the TBM. The main
methods that would be implemented to reduce exposure for applications of road headers are tunneling for
the trench installation. roads, railroads and mining.
Alternative Considerations
Initially, the conceptual design included a Combined Utilities

Tunnel Scheme (Joint Services Duct). This scheme proposed
that, as demand for utility services in the Sydney CBD
increased, the cost of future infrastructure could be shared by
the various agencies by constructing one tunnel containing a
number of utilities such as electricity, potable water,
stormwater, sewage, gas and telecommunications. However,
Draft 07-12-11 H-45

and materials in order to conduct maintenance and perform
inspection duties.
Cable Tunnel Systems
The tunnel is provided with fan-forced ventilation to reduce the

build up of heat from the operation of the cables. The fans are
programmed with a start-stop function and commence
operation when the temperature exceeds a predetermined
Figure 10.1: The TBM Being Lowered into the Access Shaft level. The fans however are automatically activated whenever
personnel enter the tunnel. The tunnel is also equipped with a
pressurized drainage system including a pump station and
rising main to remove and control groundwater and storm
water infiltration.
A specially designed Condition Monitoring System (CMS) has

been installed as part of the new 330kV cable circuit. The
principal aim of the CMS is to provide real time monitoring of
cable conditions and to ensure reliable cable operation. The
major features of the CMS are the cable temperature
monitoring and prediction functions based on a Distributed
Figure 10.2: The TBM at the Bottom of the Access Shaft Temperature Sensing system (DTS). In addition, the CMS also
monitor the following parameters:
 soil thermal resistivity,
 cable movement,
 water level in the tunnel sumps and the volume of water
removed from the tunnel.
Water quality monitoring is also undertaken from time to time
to assess the quality of the water being discharged into the
municipal stormwater system.
Lesson Learnt
The installation of extra high voltage cables in a tunnel is made

Figure 10.3: A Typical Road Header Machine complex by the build up of heat within the tunnel and the
impact on the circuit performance. Transgrid, in conjunction
Cable Installation with its designers and cable suppliers, has successfully
overcome this challenge through the implementation of two
The three 330kV PLP-oil filled cables are placed within a sand
innovative methods, which include locating the cables within a
-cement backfill and protected with a topping slab as illustrated
compartment of thermal resistive soil and the installation of an
in Figure 10.5. This installation replicates a typical trench
advanced Condition Monitoring System (CMS).
installation thus contributing to maintaining suitable
temperatures surrounding the cables and thus improving the
Source: To be confirmed
cable performance.
Cable Tunnel Access
Access to the tunnel is through five shafts, two shafts provide

routine access to the tunnel, one shaft is for ventilation and
two shafts provide materials access for cable installation.
Provision has also been made for a purpose-built electrically
powered vehicle to travel within the tunnel to transport crews
Draft 07-12-11 H-46

330kV Sydney South to
Haymarket MetroGrid
underground cable route.
Figure 10.4: Layout Plan of TransGrid’s High Voltage Electrical Grid in Sydney, Australia
Figure 10.5: Cross Section of the TBM Bored Tunnel
Draft 07-12-11 H-47

Figure 10.6: Cross Section of the Roadheader Excavated Tunnel
Draft 07-12-11 H-48

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RIGHT OF WAY UTILITIES

Published by the Roads and Transport Authority

PO Box 118899 Dubai, UAE

ISBN (to be provided by RTA)

Project ROW / 100 Review Committee

Roads & Transport Authority

CHAPTER 1 INTRODUCTION ............................................................................ 1-2

PART I : NO OBJECTION & DEFECTS LIABILITY CERTIFICATES

CHAPTER 2 NO OBJECTION CERTIFICATES ................................................. 2-3

2.4. Types of NOCs................................................................................................................. 2-10

2.4.1. Informational NOC............................................................................................................. 2-12

CHAPTER 3 DEFECTS LIABILITY CERTIFICATE ............................................ 3-3

PART II : RIGHT OF WAY DEVELOPMENT AND THE DISTRIBUTION

CHAPTER 4 GUIDELINES FOR DEVELOPING A RIGHT OF WAY UTILITIES

Draft 04-05-10 iii

4.5.12. Additional Utilities ................................................................................................................ 4-9

CHAPTER 5 PARTICULAR CONSIDERATIONS FOR ROW

5.2.1. Utility Corridor Arrangements for At-grade Intersections .................................................... 5-3

5.4.1. Overview ........................................................................................................................... 5-17

5.8.1. Protection of Utilities ......................................................................................................... 5-21

CHAPTER 6 ALTERNATIVE METHODS OF UTILITY ACCOMMODATION AND

6.6.1. Overview ........................................................................................................................... 6-12

PART III : NON DISRUPTIVE ROAD CROSSINGS,

CHAPTER 7 NON DISRUPTIVE ROAD CROSSINGS (NDRC) ......................... 7-3

7.2.1. Directional Drilling Method .................................................................................................. 7-4

CHAPTER 8 TRENCH EXCAVATION PROTECTION & ROAD SAFETY

8.2.1. Legislation ........................................................................................................................... 8-3

8.3.1. General ............................................................................................................................... 8-4

Appendix A: Introduction to the Services Authorities & Providers .................................................A-1

Draft 04-05-10 vii

CHAPTER 2 NO OBJECTION CERTIFICATE .................................................... 2-3

CHAPTER 3 DEFECTS LIABILITY CERTIFICATE ............................................ 3-3

CHAPTER 4 GUIDELINES FOR DEVELOPING A RIGHT OF WAY UTILITIES

CHAPTER 5 PARTICULAR CONSIDERATIONS FOR ROW UTILITIES CROSS

Draft 04-05-10 viii

Table 5.10: RTA Spare Ducts Installation Guidelines ................................................................... 5-26

CHAPTER 6 ALTERNATIVE METHODS OF UTILITY ACCOMMODATION AND

CHAPTER 8 TRENCH EXCAVATION SAFETY & ROAD SAFETY BUFFERS . 8-3

Table 8.1: Classification of the Soil Type ...................................................................................... 8-5

CHAPTER 2 NO OBJECTION CERTIFICATES ................................................. 2-3

CHAPTER 3 DEFECTS LIABILITY CERTIFICATE ............................................ 3-3

CHAPTER 4 GUIDELINES FOR DEVELOPING A RIGHT OF WAY UTILITIES

CHAPTER 5 PARTICULAR CONSIDERATIONS FOR ROW UTILITIES CROSS

Figure 5.1: Utility Corridor Arrangement at a 90° At-grade Intersection for

CHAPTER 6 ALTERNATIVE METHODS OF UTILITY ACCOMMODATION AND

Figure 6.1: Schematic Illustration of Joint Trench........................................................................... 6-4

400kV Cable Works .................................................................................................... 6-20

CHAPTER 7 NON DISRUPTIVE ROAD CROSSINGS (NDRC) ........................ 7-3

Figure 7.1: Types of Trenchless Non Disruptive Methods .............................................................. 7-3

CHAPTER 8 TRENCH EXCAVATION PROTECTION & ROAD SAFETY

Figure 8.1: Sloping of a Trench Excavation .................................................................................... 8-6

Draft 04-05-10 xii

Airport Obstacle Limitation Surface

Draft 04-05-10 xiii

Draft 04-05-10 xiv

A utility connection made to an existing utility network or transmission supply .

No Objection Certificate (NOC)