designing roadside welfare services …...in this study and according to the location of saman that...

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International Journal of Civil Engineering and Technology (IJCIET)

Volume 8, Issue 11, November 2017, pp. 107–120, Article ID: IJCIET_08_11_012

Available online at http://http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=8&IType=11

ISSN Print: 0976-6308 and ISSN Online: 0976-6316

© IAEME Publication Scopus Indexed

DESIGNING ROADSIDE WELFARE SERVICES

COMPLEX IN SAMAN

Amirhossein Rahmati dehkordi

Department of Architecture Group, Faculty of Art and Architecture, Shahrekord Branch,

Islamic Azad University, Shahrekord, Iran.

Afshin Reisi dehkordi*


Islamic Azad University, Shahrekord, Iran

*Corresponding Author

Mahdi Mahmudi Kamel abadi


Islamic Azad University, Shahrekord, Iran

ABSTRACT

Roadside resorts provide services for drivers, passengers, and vehicles. If we

understand that about 85% of transportations are through road transportation, the

importance of organizing roads and their services will become clear. Provision of

welfare services in intercity roads as welfare services complex is necessary and can

be investigated in different physical, economic, social, and environmental dimensions.

In this study and according to the location of Saman that is one of the main

communication routes of Chahar Mahal and Bakhtiari province, the suggested range

to design welfare services complex has been selected. For this purpose, the site of

interest was selected and data were collected and investigated. Finally, the welfare

services complex was designed.

Keyword head: welfare services complex, communication path, planning, location,

welfare-services components, tourism.

Cite this Article: Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi

Mahmudi Kamel abadi, Designing Roadside Welfare Services Complex in Saman,

International Journal of Civil Engineering and Technology, 8(11), 2017, pp. 107–120

http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=8&IType=11

1. INTRODUCTION

When we talk about investigating the location of roadside welfare services complexes from

the perspective of urban and regional planning, it should be taken into consideration that the

role of these complexes and the way they provide services are not limited to passengers. In

Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi Mahmudi Kamel abadi


other words, roadside welfare services complexes and roads should not be separately

considered regarding the area that they are established in. Rather, mutual exchanges between

roads and complexes with regional areas should be investigated in terms of economic,

commercial, social, cultural, political, defensive, physical, and environmental dimensions.

Then, the ultimate goal of urban and regional planning that is to achieve sustainable

development and creating regional communication between human and environment will be

fulfilled [1]. Therefore, this should be taken into consideration that in investigating the

location of welfare services complexes, in addition to providing services for passengers, other

important goals such as continuity of development, environmental protection, and social

justice must be taken into consideration for residents and the region.

By now, the accumulation of welfare services as roadside welfare services complexes is

considered as an established way in the world. In this context, the government not only

considers economic justifications of these complexes, but predicts special facilities for

environmental, social, cultural, and political benefits [7]. For example, the Turkish

government has prepared a guideline that according to it, along with the construction of a

highway, roadside welfare services complexes should be established at the same time [2]. In

this case, there is not any unified model to establish welfare services complexes in countries,

because the conditions of each country necessitate different policies to establish welfare

services complexes. For example, in Saudi Arabia, complexes are designed for foreign

passengers that enjoy from a wide range of services against limited needs [3]. In some other

countries, in addition to welfare needs, other needs of passengers such as recreational and

tourism needs are taken into consideration. For example, in the available cases in Britain and

Canada, special attention has been given to recreational issues and those facilities are valued

that enable passengers to achieve essential services and nature [3].

World records state that welfare services complexes in countries show diversity; for

example, the roadside welfare services complexes in a highway in Germany is different from

Turkey and depending on the location and its natural characteristics, various levels of services

are provided [6].

Moreover, the proposed services in other roads such as regional and international roads

are different. According to what was said, world records indicate that roadside welfare

services complexes do not only provide services for passengers, but they provide contexts for

regional development, sustainable development, and recreational issues. It has been several

years that the establishment of welfare services complexes in the roads to organize services

and increase welfare of passengers has been taken into consideration. Therefore, potential

capabilities are in these complexes that can be used to achieve bigger goals such as regional

development and regional balance. On the other hand, considering new roles for these

complexes, not only is an important step toward sustainable regional development, but can

justify the future activities of welfare services complexes and develop their activities in terms

of economic dimensions [5]. In this context, the consequences of these complexes, especially

tourism dimensions and its role in sustainable regional development as well as their effects on

people, necessitate that administrative agencies to develop these complexes and facilitate their

establishment. The general purpose of this study is familiarity with design process outside the

urban areas and to implement projects that lead to the fulfillment of vision‟s goals.

2. HISTORICAL STUDIES

This section provides historical information about roadside services in Iran. In this study, the

question is that can we take the patterns of previous constructions regarding welfare services

such as caravanserais and minarets and use them in today‟s contexts? This issue motivates us

to investigate the history of roadside welfare services and try to understand the development

Designing Roadside Welfare Services Complex in Saman


course and the necessities in this regard. Historical sources state that Achaemenids were the

founders of these constructions, because at that time, the communication roads were of great

importance. The constructions that were built by the order of the Kings were at fixed

distances between different roads that could be traversed within a day. In these stations, there

were some officers who were responsible to receive state customs, but according to Dilafowa

by the virtue of Herodotus, at that time, there were stations in Iran that were used by caravans.

Herodotus, the Greek historian, in his fifth book talks about constructions that were built by

Acheamenids between Susa and Sardis. This historian points to 111 caravanserais that were

constructed along 2500 kilometers between the capital of the empire and Babylon and the

passengers could travel though it during 3 months [4].

Figure 1 A caravanserai in Iran

These constructions are destroyed by now, because the most sumptuous palaces at that

time were constructed by adobe. The tall and magnificent walls of the Persepolis were

constructed by adobe. Figure 1 shows a caravanserai in Iran. Although the designs of these

constructions are not clear for us, we can guess these designs from the available evidences. In

fact, during centuries, the design of these constructions are not changed too much [4].

The major roads during Acheamenid period were constructed based on older roads and

were mainly passing through straits and these straits were more than what we imagine today.

There were three major roads in Zargous Mountains including:

1. The strait between Shiraz and Bushehr

2. The strait between Khoramabad and Susa

3. The strait between Mehran and Ghasr-e Shirin

During the Parthian period, the developments of roads and stations as well as supporting

passengers were very important and in the roads and especially the famous roads such as the

Silk Road, some constructions were built. However, according to Parthian fortresses and

cities that are recently identified in Gorgan, it is possible that the caravanserais at that time

were rectangular with bricks and had arch and stalls. The caravans that were carrying goods

came from Babylon and were passing through Ecbatana (modern Hamedan) and borders of

the Caspian Sea toward Balkh [6].

Figure 2 Shah Abbas caravanserai



During the Sasanid period, caravanserais were using the same roads. The starting point of

their journey was Ctesiphon. Then, they were entering Mazandaran through Rey heading

toward Kabol. Then, they were passing through Tarom heading toward China. Since then,

postal authorities became similar to Acheamenid period that were working for the government

and we know their constructions but the constructions are destroyed that were constructed by

adobe [6]. Figure 2 shows Shah Abbas caravanserai.

In the architecture and development of caravanserais before the Sasanid era, due to

economic conditions, the roads and their security were of great importance and as a result,

important caravanserais were constructed in the main roads. Examples include Dirgolchin

between Tehran and Ghom, Robat Anoshiravan between Semnan and Damghan, Darvaze

Gach in Fars, and the stone caravanserai between Tehran and Ghom. By the fall of the

Sasanid empire (following the attack by Arabs in 625 AD), domestic trade like foreign trade

was abandoned until the emergence of Seljuk. For this reason, these constructions become

abandoned places for several centuries and the trading activities were stopped.

Figure 3 Dirgolchin caravanserai near Rey

Like other Islamic period construction, information about caravanserai during this period

are not comprehensive. In geographic books and travel letters such as Ibn Hoghel and

Naserkhosro, there are some information about the construction of caravanserais and their

relationships with trades. Naserkhosro during his journey from Naein to Tabas writes: “we

reached to Robat Zobeide that had cistern without any caravanserai and water and we were

not able to pass through the desert.” Also, Ibn Hoghel writes about Neishabour: “there are

numerous caravanserais in this city in which merchandise can be found.” Early Islamic

dynasties such as Buwayhid, Samanidsm, and Al Ziyad gave special attention to create public

buildings such as caravanserais and cistern. The fifth century AH and with the emergence of

Seljuk dynesty, the Islamic arts evolved that included architecture. Creating numerous trading

roads as well as providing the security of roads promoted commerce and as a result, numerous

caravanserais were constructed for the comfort of passengers. In Seljuk period regular

organizations were created and most of them had wonderful architecture [10]. Figure 3.shows

dirgolchin caravanserai near Rey.

3. INVESTIGATING THE DOMESTIC SAMPLES

Shahr-e Aftab Welfare Services Complex: Ghom-Isfahan Road

The facilities of this complex are on the both sides of the highway and are similar. Now, some

points in this regard are pointed out.

This complex has different service sections such as hotel, café, buffet, restaurant, mosque,

gas station, and repair shop that except the mosque, other sections are repeated on both sides



of the highway and it seems that it is not necessary to repeat some sections on both sides such

as hotel and repair shop and these facilities can be accessed by flyover or underpass.

Typically, the functions of this complex are concentrated at adjacent buildings and this has

made some confusion. For example, to access restaurant, people should enter an

administrative building and look for the section of interest. The focus of constructions display

the façade of the complex as a unified environment along the highway, but finally it seems

that the façade of the administrative complex does not have necessary harmony with the

nature of the complex. The mosque is separated from other sections. The body level is

constituted by short walls and as a result, has formed the public perspective of the complex in

widespread levels with different directions. Therefore, according to the uniformity of

dimensions, the general perspective of the administrative complex does not have sufficient

quality. Parking lots and adjacent platforms at the back of the complex have provided a

suitable space for passengers for a short rest. Figure 4 Shows Shahre Aftab welfare services

complex.

Figure 4 Shahre Aftab welfare services complex



Mahtab Roadside Complex

This complex is located at the distance of 20 kilometers of the Ghom-Tehran highway and

includes gas station, restaurant, shops, repair shops, café, fast food, and parking lot. Figure 5

shows Mahtab welfare services complex.

This complex is vulnerable against climatic changes.

Only provides services for one side of the road.

The parking lots are the most important components of any complex and are not

defined. No considerable green space exists.

No suitable view can be found from the road.

Figure 5 Mahtab welfare services complex

4. THE SITE OF INTEREST

The site of interest to be designed is located at Saman (5 kilometers after Saman toward

Zamankhan Bridge) and is shown on the map. Now, the reasons for choosing this site will be

pointed out: the site is located at longitude of 34 degrees and 46 minutes and latitude of 41

degrees and altitude of 2085 meters. This land has a gradient of 20% increasing toward the



north. The total area of this land is 30000 square meters that can satisfy the goals of interest.

Referring to the relevant organizations such as municipality, the necessity to design this

project in this area was understood. Figure 6 shows the site area for designing welfare

services complex. Figure 7 shows the site area for designing welfare services complex.

Figure 6 The site area for designing welfare services complex

Figure 7 The site area for designing welfare services complex

5. CRITERIA OF THE PROJECT SPACE

Restaurant

Table 1 shows necessary area for each chair and the size of table. Dining halls: for each

person, 0.75 to 2 square meters are needed in the restaurant. For Iran, about 1.5 square meter

is acceptable for each person.

Table 1 necessary area for each chair and the size of table

The quality of

restaurant Services

Total area for

each chair2m

Form and size of the table

Good restaurant Full service 1.5 85×85

Normal restaurant Normal service 1/0 85×85

Cheap restaurant Light service 0/7-0/6 Circle with the diameter of

60 cm

Self service Without waiter 0/1 70×70 with 100 × 100



At the planning stage, the flexibility of the design to cover the conditions of interest

against rapid changes of social habits should be taken into consideration. Dining halls can be

divided into smaller areas for different age groups. The main details development method is

specified by dotted lines. While developing different units, unnecessary details should be

avoided. It should be considered that kitchen should provide services both before and after

development.

The space of restaurant is constituted from 3 parts:

Spaces for drinking and foods

Spaces for cooking

Spaces for services

In designing restaurants, the type of environment is important that includes lighting and

decorations.

The above sections include a set of spaces as follow:

1. Dining halls: this section should provide various sitting conditions for the guests. For

example, the tables should be attached to each other and the space for 6 to 10 people should be

provided. This hall requires 1.1 to 1.9 2m for each chairs.

2. The counter to serve food and drinking: for each chair, 1.0 2m is required.

3. Kitchen: for each chair, 0.45 to 0.55 2m is required.

4. Warehouse: requires 3.0 2m of the kitchen.

5. Specific spaces for employees (WC, bathroom, resting room, and dressing room).

6. WC: separate services for men and women and for each section, 30 chairs are required.

Facilities and Maintenance

The required space for facilities can be variable (e.g. from 8% to 24% of the total space). The

following facilities are necessary:

Waste and discharge (based on the type of waste)

Refrigerator

External storage

Hot water space

Air conditioning

Water source

Storage

Cleaning agent warehouse

Garage for authorities

Picnic and Playing Area

The main open space includes open space for playing and dinning in the open air. These

spaces should be near to parking lots. The main section of public facilities includes buffet.

These spaces should have some distance from the main road in an efficient way. In potential

cases, the spaces should be separated by trees and in other cases, to avoid pollution and

sunlight, these spaces should be covered. However, the internal design as well as landscaping

should be studied accurately to provide comfort for passengers. The facilities of open air

include tables and chairs that are resistant against environmental factors. The wastes should



be taken into consideration. The above principles can be considered for welfare services

complexes, too.

Motel and Camp

Figure 8 The location of motel within the complex

Figure 8 shows the location of motel within the complex. By camping facilities, it means

to provide some facilities for passengers who do not want go to city and waste their time and

only want to have short stops. Therefore, two types of facilities should be separated, so that

no overlap can be found between their mutual activities (e.g. noise produced by cars in the

area). A part of need to night rest may be provided by appropriate facilities with the growth of

demands about camping or parking lot for trailer.

Parking

In developing the parking space, the provision of an open space without any division is not

appropriate. Therefore, the necessary space for circulation should be predicted to avoid

vehicles to have irregular movement. Such circulations should not damage the landscape.

Parking lots should not be designed at the end of a long path and avoid drivers to look for

parking. Table 2 shows Sizes and characteristics of four cars of the design. The location of a

distinct parking for employees should be determined carefully. The bus stops should be near

to dining hall and WC to avoid the crossing of a large number of people through parking.

Table 2 Sizes and characteristics of four cars of the design

Characteristics

Cars

Passenger

car Bus

Large

trailer

Truck with

tow

The distance between the

initial axis and ending axis 3/4 7/6 2/15 18/3

Front projection 0/9 2/1 0/9 0/6

Back projection 1/5 2/4 0/6 0/9

The length of the vehicle 5/8 12/1 16/7 19/9

The width of the vehicle 2/1 2/6 2/6 2/6

The height of the vehicle Variable 4/1 4/1 4/1

The design height 4/5 4/5 4/5 4/5

The minimum internal

radius of the inner circle

circulation

4/20 7/4 5/9 6/8

The minimum radius of the

outside circle circulation 7/3 12/8 13/7 13/7



Buses can be able to park and leave the location without using the reverse gear. This type

of parking should be used by commercial vehicle as far as possible. In the parking design for

trucks, the maximum length and width of trucks based on the regulations that are described in

regulations (Table 2) should be considered for heavy and multi-section cases. For vehicles

and services of employees, a separate parking near to the dining hall away from the public

should be designed. Figure 9 shows parking samples for heavy vehicles.

Figure 9 Parking samples for heavy vehicles

Facilities Related to Residents

The complex should be designed in a way in which people can spend their free time.

Therefore, the establishment of a series of activities based on educational-cultural is

unavoidable [8]. Clients with different age ranges can satisfy their needs for their free times.

The needs of different age groups to fill their free times are as follow:

Kids (5-9 years): playing with their friends, watching TV, playing at the park, reading

books.

Adolescences (10-14 years): similar needs with more complicated levels.

Youths: going out with friends, exercise, listening to music, watching movie, cinema,

studying.

Middle-aged: reading newspaper, watching TV, meetings, visits, repairing home

appliances, walking at the park.



Refueling Facilities

Refueling facilities are provided before rejoining the main road. This means that these

facilities are located between the parking and the exit. The capacity of fuel containers for

different vehicles is dependent on demands and delivery period.

To avoid accidents and to have easy installation, it is better to design refueling facilities in

separate locations. Two main ways exist to design gas station platforms. One is parallel to the

platform that separates two refueling spaces and the other one is diagonally toward it [9]. In

designing refueling facility, important issues should be taken into consideration:

a. Separate stations for truck and bus

b. Creating a necessary space for vehicles in refueling queues

c. The distance of the stations from the welfare services complex due to environmental

and security issues

d. Creating parking lots for short stops of vehicles with minimum interference

e. Concentration of lateral services within a complex due to economic saving and

reducing infrastructure

f. Observing all standards regarding the circulation of vehicles

g. Predicting access to lateral services for the vehicles that do not want to use refueling

facilities

Water Facilities

The water per capita is about 60 L per day. In these areas, the required water for each square

meter is between 3.5 and 5 L, but for irrigation, non-toxic wastewater can be used.

Electricity

The required electricity can be produced by power plants or generators. The fuels of

generators include different gas, oil, and diesel types or wind and thermal energies. The

necessary levels will be as follow:

0.5 kw for each meal that is produced in the restaurant

1.25 kw to for air conditioning for each person that enters the complex

0.15 kw for lighting for each person that enters the complex

0.05 kw for refueling pump for each person that enters the complex

The necessary energy for water refinery should be investigated. The provision of

electricity is dependent on the electricity, but where it is possible to use other types of energy,

the electricity consumption can be regulated.

Gas Station of the Repair Shop

The locations of gas station and repair shop should be out of the area. Special routes should be

allocated for different vehicles that are passing through the highway with the speed more than

100km/h. The average distance between these locations should be between 30 and 50 km and

it is better to consider more than 5000 vehicles per day at both sides of the highway. In

highways, these locations should be predicted to avoid intersections unless a bridge is

predicted to make connection between two sides.

Rest areas: rest areas are predicted separate from the main road for different vehicles,

especially heavy vehicles and are connected to each other by suitable paths. It is better to

provide a sufficient space for 5 to 15 vehicles and if possible, a beautiful area should be

chosen for this purpose.

Police station: these areas require access to both sides of the road.



Lighting: despite this fact lighting provides advantages points, it is rarely proposed due to

economic issues and high costs. But lightening the special sections goes as follow:

a. Tunnels

b. Intersections and exchanges

c. Long bridges

d. Parking, resting, and lateral facilities

e. Signs

Lightening the tunnels is always necessary unless they are too short and direct. Lighting

necessitates accurate considerations. „

The roadway width: the roadway width influences the safety and comfort of passengers

and the width of each line are different depending on the location on the road. For direct

sections, the following widths should be taken into consideration:

a. The width of each line in first-grade main roads should be 3.65

b. The width of each line in second-grade main roads should be 3.50

c. The width of each line in first-grade secondary road should be 3.25

d. The width of each line in second-grade secondary road should be 22.75

e. The width of the line for heavy vehicles for highways is 3.65 and for the main road is

3.25.

f. The width of auxiliary line and turning to left is between 3.25 and 3.65.

Table 3 shows the width of shoulder based on the road characteristics. The roadway

transverse slope: the transverse slop in direct sections is dependent on the road, number of

lines, climatic conditions, and speed. The transverse slope in direct sections with a large

radius, for new concrete and asphalt roads is between 1.5 to 25% and for sandy surfaces is

between 3 to 5%.

The shoulder of the road: the shoulder is a part of the surface on the both sides of the road

and is for emergency stops. Table 4 shows the planning model for welfare services complexes

(physical planning).

Table 3 The width of shoulder based on the road characteristics

Degree of the road Number of lanes

The width of

shoulder (m)

The width of

shoulder (m)

Right Left

Highway - 3.00 1.5

Highway 4 3.00 2.00

Interface and round way 6 or more 2.4 1.2

Isolated main road 1 or more 2.4 1.5

Isolated main road 4 2.4 -

Main road 6 1.85 to 2.4 2.00

Secondary way with the traffic less

than ADT 400 2 0.6 -

Secondary way with the traffic less

than ADT 400 2 1.0 to 2.4 -



Table 4 The planning model for welfare services complexes (physical planning)

Welfare services components

Degree First-degree Second-degree Third-degree

Scale (hectares) 3-10 2-5.1 5.1-7.0

Gas station Gas station with 8-16 pumps Gas station with 8-10

pumps

Gas station with 4-8

pumps

Spiritual space Mosque with 100-150 square

meters

Mosque with 50-100

square meters

Mosque with 12-24

square meters

Dining hall 300-500 150-200 -

Dinning space for

homemade food - 50-150 -

Buffet - - 75-25

Sales section Fruit-snack-crafts Fruit-snack-crafts Fruit-snack

WC 30-20 20-10 10-6

Rest room with

health elements

5-10 rooms or 3

-10 suits - -

Repair shop Carwash-oil substitution-spare

parts

Carwash-oil substitution-

spare parts Oil substitution

Parking 200-400 vehicles 150-200 vehicles 50-75 vehicles

Healthcare services Outpatient treatment units

equipped with ambulances

First aid unit equipped

with ambulance First aid box

Information Travel information unit-audio

and video unit

Travel information unit-

audio and video unit

Travel information

unit-audio and video

unit

Bank ATM - -

Insurance Insurance branch - -

Telecommunications Telecommunication branch

with 6-10 long distance

telephone kiosks

2-6 long distance

telephone kiosks

At least 1 long distance

telephone kiosk

Emergency facilities Helicopter bond - -

Other Playing area for children and

adolescents Playing area for children -

Other Camping - -

Other Fast food - -

Other Resting room for drivers-cafe Resting room for drivers-

cafe -

6. CONCLUSION

According to the climatic conditions of the site, introvert and pressed design was taken into

consideration. According to the historical region of Zamankhan Bridge that is visible from the

site and due to the respect for the historical space, multiplicity of classes was avoided and

only required functions were taken into consideration.

According to the location and slope of the adjacent lands and those lands that connect the

site to the river as well as maximum utilization of the site, the design was done as follow:

a) Using the slope of the ground in designing different platforms to use space, recreation, and

temporary housing (according to the topic and attitude in maximum utilization of these spaces).

These platforms were designed according to the form of the ground.

b) Using the created space in designed subparts at the floor level for housing, cultural complex,

traditional café (according to the topic and attitude in maximum utilization of these spaces).



According to the slope of the proposed platforms, this form maintained its mode at the floor level

of the complex as the height of the wall and roof. The final design is presented as figures (10) and

(11).

Figure 10 The final design

Figure 11 Bird‟s view of the site

REFERENCES

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Planning for a Sustainable Environment, 42, 1993, pp.150-189

[6] canadhn tourism commission .co-operation and partnerships PMG,2003

[7] Cyprus, International Journal of Contemporary Hospitality Management, 17, 2006, p.272.

[8] Dr. S. Poongavanam, R. Rajendra Prasad, Dr. R. Srinivasan and Dr. Rengamani, An

Empirical Study on Civil Construction Workers Labour Welfare Facilities in Chennai.

International Journal of Civil Engineering and Technology 8(7), 2017, pp. 63–68

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Welfare Measures & Industrial Hygiene in Civil Construction Company - A Study,

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July 2017, pp. 69–77

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