DESIGNING ROADSIDE WELFARE SERVICES COMPLEX IN SAMAN

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1 International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 11, November 2017, pp , Article ID: IJCIET_08_11_012 Available online at ISSN Print: and ISSN Online: 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* Department of Architecture Group, Faculty of Art and Architecture, Shahrekord Branch, Islamic Azad University, Shahrekord, Iran *Corresponding Author Mahdi Mahmudi Kamel abadi Department of Architecture Group, Faculty of Art and Architecture, Shahrekord Branch, 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 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

2 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 editor@iaeme.com

3 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 editor@iaeme.com

4 Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi Mahmudi Kamel abadi 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 editor@iaeme.com

5 Designing Roadside Welfare Services Complex in Saman 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 editor@iaeme.com

6 Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi Mahmudi Kamel abadi 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 editor@iaeme.com

7 Designing Roadside Welfare Services Complex in Saman north. The total area of this land is 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. The quality of restaurant Table 1 necessary area for each chair and the size of table Services Total area for 2 each chair m Form and size of the table Good restaurant Full service Normal restaurant Normal service 1/ Cheap restaurant Light service 0/7-0/6 Circle with the diameter of 60 cm Self service Without waiter 0/ with editor@iaeme.com

8 Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi Mahmudi Kamel abadi 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 m for each chairs. 2. The counter to serve food and drinking: for each chair, Kitchen: for each chair, 0.45 to m is required. 2 m is required Warehouse: requires 3.0 m 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 editor@iaeme.com

9 Designing Roadside Welfare Services Complex in Saman 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 Cars Characteristics Passenger Large Truck with Bus car trailer 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 4/20 7/4 5/9 6/8 circulation The minimum radius of the outside circle circulation 7/3 12/8 13/7 13/ editor@iaeme.com

10 Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi Mahmudi Kamel abadi 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 editor@iaeme.com

11 Designing Roadside Welfare Services Complex in Saman 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 editor@iaeme.com

12 Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi Mahmudi Kamel abadi 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 e. The width of the line for heavy vehicles for highways is 3.65 and for the main road is f. The width of auxiliary line and turning to left is between 3.25 and 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) Right The width of shoulder (m) Left Highway Highway Interface and round way 6 or more Isolated main road 1 or more Isolated main road Main road to Secondary way with the traffic less than ADT Secondary way with the traffic less than ADT to editor@iaeme.com

13 Designing Roadside Welfare Services Complex in Saman Table 4 The planning model for welfare services complexes (physical planning) Welfare services components Degree First-degree Second-degree Third-degree Scale (hectares) Gas station Gas station with 8-16 pumps Gas station with 8-10 pumps Mosque with square meters Gas station with 4-8 pumps Mosque with square meters Spiritual space Mosque with square meters Dining hall Dinning space for homemade food Buffet Sales section Fruit-snack-crafts Fruit-snack-crafts Fruit-snack WC Rest room with 5-10 rooms or 3 health elements -10 suits - - Repair shop Carwash-oil substitution-spare Carwash-oil substitutionspare parts parts Oil substitution Parking vehicles vehicles vehicles Healthcare services Information Outpatient treatment units equipped with ambulances Travel information unit-audio and video unit First aid unit equipped with ambulance Travel information unitaudio and video unit First aid box Travel information unit-audio and video unit Bank ATM - - Insurance Insurance branch - - Telecommunications Telecommunication branch 2-6 long distance At least 1 long distance with 6-10 long distance telephone kiosks telephone kiosk telephone kiosks 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 driverscafe - 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) editor@iaeme.com

14 Amirhossein Rahmati dehkordi, Afshin Reisi dehkordi and Mahdi Mahmudi Kamel abadi 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 [1] Ahmadi, M. Globalization and urban sustainability. Tehran: humanities research institute, [2] Amini, V. Life in architecture. Journal of Architecture and Culture, 13, [3] Alvani, M., Dehdashti, Sh. Tourism principles. Tehran, [4] Altinay M and Hussain, K. Sustainable tourism development: a case study of North, [5] Breheny M and Rookwood, R.Planning the Sustainable City Region. In: Blowers, A) ed.) Planning for a Sustainable Environment, 42, 1993, pp [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 [9] Dr. S. Poongavanam, Dr. Rengamani, Dr. R. Srinivasan and Rajendra Prasad, Employee Welfare Measures & Industrial Hygiene in Civil Construction Company - A Study, International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 7, July 2017, pp [10] Lawson, F., Rawson, J. Hotel design principles, Tehran, Yazda Publications, [11] Yazdi, M. Geographical studies, Journal of geographical studies, 82, [12] Zargar, A. An introduction to rural architecture of Iran. Tehran, Shahid Beheshti University, editor@iaeme.com