Bicycle highways are specially designed infrastructures allowing cyclists to travel at a considerable speed through different environments. These elements in densely built urban areas are difficult to understand, since many requirements and standards need to be met. Serving all modes of traffic with acceptable efficiency and implementing a bicycle highway design is a challenge and therefore the aim of this study is to define a strategy for bicycle road traffic control in an urban area, the city center of Munich, which will improve its traffic efficiency. The current situation of the studied area was developed in PTV VISSIM to achieve the objective. Firstly, the base model was calibrated and validated to match the present state and synchronized separately for bicycles and cars. Five alternative models were developed based on coordinating and developing the bicycle highway infrastructure. Attempts were made to compare the models on efficiency measurements and the models were evaluated to analyze traffic safety parameters. In this assessment, interaction between pedestrians and bicycles was given priority. The research result shows improvement of the traffic efficiency of bicycle highways within the alternatives proposed. The loop pause time decreased up to 7%, the number of stops decreased by 28%, bicycle travel time has been reduced up to 7%. The results of this research show improvement of the traffic efficiency of bicycle highways within the alternatives proposed.

It has been recommended that; the disposal of industrial waste would be greatly reduced if it could be incorporated in concrete production. One of these possibilities is the substitution of the fine aggregate by marble waste (MW), which contributes to the reduction of natural resources consumption, while solving a waste management problem. The basic objective of this investigation is to examine the characteristics of concrete using MW as fine aggregate in proportions 0%, 20%, 40%, 60%, 80% and 100% by weight of cement. Several fresh and harden properties have been reviewed in the current paper. The results observed from the various tests depict that increase the slump value with the increase the percentage level of MW. Moreover, strength was increase up to 60% substitution of MW and then decreases gradually. Therefore, it is recommended to MW as fine aggregate up to 60% substitution.

The global consumption of natural sand is very high, due to the extensive use of concrete or mortar. The fine and coarse aggregates generally occupy 60% to 75% concrete volume (70% to 85% by mass) and strongly influence the concrete’s fresh and hardened properties. Now a day’s sand is becoming a very scarce material. Natural sand deposits are being depleted and causing serious threats to the environment and society. The culture of using alternative ingredients to produce materials is weak in Ethiopia. Around Jimma town, quality sand is not readily available and it is transported from Worabe, Gambella, and Chewaka that needs high transportation costs. In this situation, research began for an inexpensive and easily available alternative material to natural sand. The main objective of this study was aimed to determine the fresh and hardened properties of C-25 concrete by replacing natural sand with manufactured sand in Jimma town. This experimental study was conducted by preparing three concrete cubes for each percentage replacement. The replacement was done at 0%, 10%, 20%, 40%, 60%, and 100%. According to this study, the slump values for the above percentage replacement were 48.91 mm, 45.23 mm, 38.98 mm, 32.56 mm, and 26.14 mm respectively. The compressive strengths were 27.08 MPa, 29.34 MPa, 31.25 MPa, 27.25 MPa, and 29.22 MPa, and the flexural strengths were 3.28 MPa, 3.35 MPa, 4.37 MPa, 3.26 MPa, and 4.26 MPa respectively. The maximum compressive strength was obtained at 40% replacement with the corresponding compressive and flexural strengths were 31.25 MPa and 4.37 MPa respectively. From this result it is concluded that manufactured sand can be used as natural sand partial and fully replacement

Corona virus has changed the way of life and generally effects the expectations of employees in what they expect from office environments while they are returning to the physical office. Since, their time in the office is limited after the pandemic and most of the workers should be in office on rotation, therefore worker in the partial of time should have maximum productivity. One of the major determinants of employee productivity is the indoor physical environment. Today, organizations can improve their outcomes significantly when adequate attention is paid to promote the indoor workplace environment. This research aims to examine the effect of the workplace environment on the productivity of employees working in the ARAB bank in Jordan. Primary data was used in a form of self-reporting questionnaires distributed to 382 employees of ARAB bank in Jordan, 322 were analyzed using the version 26 of SPSS software. Outcomes of the research reveal that the indoor environment has a compelling impact on the employees' self-assessed productivity. The research is carried out during the Corona virus pandemic hence it is shared that most employees were working from home during the data collection phase.

Rapid growth in vehicles has been observed in many developing countries in recent years. The number of vehicles has grown but non-motorized vehicles have not disappeared. The presence of dissimilar modes of travel results in unsafe roads. Additional factors that exacerbate the traffic problem in these countries are the tendency of users to not observe traffic rules and the lax enforcement of traffic rules by law enforcement agencies. The combination of these factors can be deadly for road users. For example in India, a total of 134,513 people lost their lives to road accidents in 2010 compared to 32,885 road fatalities in the US during that year. Are roads in developing countries unsafe? Such questions are explored in this paper. Researchers who have studied road safety problems in developing countries have suggested measures to improve safety. Specifying interventions alone will not be sustainable in the long run. Road safety is a complex matter with multiple dimensions. One of the prerequisites for interventions to be effective and sustainable is better institutional management of the safety problem. The paper explores the factors that indicate whether a lead institution to manage the road safety problem will need to be set up before interventions are implemented and safety targets are set.