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Purpose – In this study, the possibility of the application of rice husks for adsorbing Mn(II) ion in the water phase has been studied.

Design/Methodology/Approach – Experimental studies have been initiated by preparing activated carbon from rice husks. The activation of rice husks was done using both physical and chemical treatment methods through heating at 110 °C and washing with citric acid activator at 0.2 M, 0.4 M, and 0.6 M. The adsorption tests were conducted as two part tests: preliminary and primary. The preliminary test was conducted to choose the best condition of four independent variables, i.e., contact time (0–120 minutes), activator concentrations (0.2, 0.4, and 0.6 M), initial Mn(II) concentrations (10, 20, 50, 100, 200, and 400 mg/L), and adsorption temperatures (30, 47, and 67 °C).

Findings – By identifying the substituted groups using Fourier Transform Infrared Spectroscopy after activation with citric acid, it was found that the highest transmittance percentage was present in activated carbon with 0.2 M of citric acid. The best adsorption capacity and efficiency was 13.87 mg/g and 79.60%, respectively, which were obtained at 200 mg/L initial concentration with a 0.2 M citric acid concentration for 120 min contact time at 47 °C. These results lead to a conclusion that rice husks after activation with citric acid can be applied as an adsorbent for Mn(II) adsorption in the water phase.

Research Limitations/Implications – The activated carbon produced was only applicable for the adsorption of Mn(II) ions from the water phase, but not applicable for the adsorption of other heavy metals ions.

Practical Implications – Rice husks were potentially prepared as an adsorbent for Mn(II) ion adsorption in the water phase that was low cost, environmental friendly, and easy to prepare.

Originality/Value – Activated carbon prepared from biomass was mostly carried out using acids at high concentrations while the study was conducted using weak acids (citric acid) at low concentrations.

This paper investigates the integration of leadership training into IT curricula to develop current and future skills needed by the IT job market. The technical and non-technical skills required for IT professionals are presented and a conceptual model for including leadership training in technical courses is outlined. To implement this model, we adopted the Problem-Based Learning approach to teach an IT course. Qualitative and quantitative data were gathered, through a survey, from 52 undergraduate students in the College of Information Technology at Zayed University. Our results show that our adopted approach was successful in teaching IT skills as well as developing leadership skills. Given these findings, we highlight the importance and feasibility of integrating leadership development on a daily basis within technical courses to develop both the technical and non technical skills required by the job market.

Modernisation is characterized by industrial development. The Serasa Industrial Park (SIP) is an industrial estate in Serasa sub-district, close to the Brunei Darussalam's only deep-water port. Given the link between industrial development and environmental degradation, as well as the general lack of environmental monitoring in Brunei, the paper questions whether environmental management (EM) is adequate to protect the area from further industrialisation. The purpose of this paper is to answer this question using SIP as a proxy because it is a well-established industrial site that should be more amenable to EM. This study involves two surveys of 20 firms and an interview with the environmental agency to gain a better understanding on the national policy and strategy. The paper found that, while the current state of EM is structurally weak, it is adequate for the SIP under current conditions. To protect the environment and increase industrialisation in the area, EM structures must be incorporated into existing regulatory frameworks.

It should be noted that the (inland waterway transport) IWT in Ukraine currently is in its infancy in comparison with other land based transport means (rail and road) and with other countries that possess navigable rivers. This paper is an extension of the research initiated by Grushevska and Notteboom (2015) where the concepts of intermediacy and centrality were introduced in order to assess the role of Ukraine in the global and regional transport networks. The list of key obstacles for Ukraine’s intermediacy function included IWT related barriers such as: (i) deficient inland waterway infrastructure, (ii) high IWT costs (fees for bridges, locks etc.) and (iii) pilotage charges. To date the transportation to/from ports is mainly fulfilled by road or by rail based multimodal transport solutions. We present the unutilized potential of Ukrainian IWT that needs to be efficiently exploited for the benefit of the national economy and national transport system. This study intends to enrich the limited academic research on IWT systems in a transition stage, as exemplified by the case of Ukraine.

The purpose of this study is to analyze the effect of China’s potential domestic emission control area (DECA) with 0.1 per cent sulphur limit on sulphur emission reduction.

The authors calculate the fuel cost of a direct path within the DECA and a path that bypasses the DECA for ships that sail between two Chinese ports in view of the DECA. Ships adopt the path with the lower cost and the resulting sulphur dioxide (SO₂) emissions can be calculated. They then conduct sensitivity analysis of the SO₂ emissions with different values of the parameters related to sailing distance, fuel price and ships.

The results show that ships tend to detour to bypass the DECA when the distance between the two ports is long, the ratio of the price of low sulphur fuel and that of high sulphur fuel is high and the required time for fuel switching is long. If the time required for fuel switching is less than 12 h or even 24 h, it can be anticipated that a large number of ships will bypass the DECA, undermining the SO₂ reduction effect of the DECA.

This study points out the size and shape difference between the emission control areas in Europe and North America and China’s DECA affects ships’ path choice and SO₂ emissions.