Access to the aerodrome surfaces adjacent to the manoeuvring area is a bit of a grey area, particularly if you limit analysis to SARPs and other rules. As TCAS FAN has described, an aerodrome should determine how things will operate within their remit, and theses working methods disseminated to those involved as is appropriate. Things do differ from one State to another (and, to an extent, from one aerodrome to another) - in one, shall we say, more authoritative State that I have seen, the airport operator managed and authorised every activity you can think of, seemingly treating each request in isolation and without much consideration of other activities, and blindly applying the rules. The airport management position was that if it was authorised, it could happen......and it was nobody else's business. It probably wouldn't surprise you that some things that happened would raise eyebrows, or red flags elsewhere.
If one considers the totality of SARPs and PANS I suspect that it would be possible to put forward a complete and consistent argument for why any particular situation or activity may happen and under whose operational control, but it won't necessarily be easy every time. TCAS FAN has explained that risk to safety related to the RESA (and anything else) should be assessed by the aerodrome operator, this is because there is a SARP that says the aerodrome operator has to have a Safety Management System that covers all of its operations. But there is more to it than that, not least the competence of actors with responsibilities within the SMS.