O COMPLEXO PORTUÁRIO DE SÃO LUÍS DO MARANHÃO NA ECONOMIA CONTEMPORÂNEA: indicações para debate

THE PORT COMPLEX OF SÃO LUÍS DO MARANHÃO IN THE CONTEMPORARY ECONOMY: indications for debateEL COMPLEJO PORTUARIO DE SÃO LUIS DO MARANHÃO EN LA ECONOMÍA CONTEMPORÁNEA: indicaciones para el debateRESUMOA evolução da humanidade tem, nos equipamentos portuários, uma possibilidade de análise. Nos últimos 40 anos, a qualidade e a capacidade das embarcações, somadas à situação geográfica e ao nível de equipamento dos portos, indicam sua importância por ser o meio preferencial para o comércio mundial e indução do desenvolvimento nacional e regional. O artigo objetiva analisar como a situação geográfica favorável em relação às áreas produtoras e aos mercados consumidores, aliada à logística e às condições naturais, tornam o Complexo Portuário de São Luís um equipamento essencial para a integração regional do Nordeste brasileiro à hodierna economia mundial. Para tanto, leva-se a efeito o materialismo histórico em que se utilizaram: levantamento bibliográfico, cartográfico e documental; análise, seleção e tabulação de dados e informações obtidas; duas visitas técnicas à sede da Emap (Empresa Maranhense de Administração Portuária); 12 etapas de campo; e diálogos em eventos científicos. O Porto do Itaqui foi instituído em 1974 e classificado como organizado em 1994, enquanto o Complexo Portuário de São Luís remonta a 2004, onde se sobressaem o citado porto organizado e os terminais de Uso Privado da Alumar e da Vale S/A, a partir das commodities agrícolas e minerais que, na contemporaneidade, fazem a economia maranhense girar. Esse complexo portuário tem registrado incremento na movimentação de cargas, ampliação em sua hinterlândia e crescimento em sua posição no sistema portuário brasileiro, mas ainda depende da demanda do mercado internacional; seus investimentos possuem reduzido efeito multiplicador no estado e pouca ênfase na dimensão ambiental e social que a questão impõe.Palavras-chave: Economia; Porto; Maranhão; Debate.ABSTRACTThe evolution of humanity has a possibility of analysis in port equipment. In the last 40 years, the quality and capacity of vessels, added to the geographical situation and level of equipment of the ports, indicate its importance as it is the preferred means for world trade and induction of national and regional development. The article aims to analyze how the favorable geographic situation in relation to producing areas and consumer markets, combined with logistics and natural conditions, make the São Luís Port Complex essential equipment for the regional integration of the Brazilian Northeast into today’s world economy. To do so, it is considered the historical materialism in which were used: bibliographic, cartographic and documentary survey; analysis, selection and tabulation of data and information obtained; two technical visits to Emap's headquarters (Empresa Maranhense de Administração Portuária); 12 field stages; and dialogues at scientific events. The Port of Itaqui was established in 1974 and classified as organized in 1994, while the Port Complex of São Luís dates back to 2004, where stand out the aforementioned organized port and the Private Use terminals of Alumar and Vale S/A, from agricultural and mineral commodities that, in contemporary times, make the Maranhão economy move. This port complex has registered an increase in cargo handling, expansion in its hinterland and growth in its position in the Brazilian port system, but it still depends on the demand of the international market; its investments have a reduced multiplier effect in the state and little emphasis on the environmental and social dimension that the issue imposes.Keywords: Economy; Port; Maranhão; Discussion.RESUMENLa evolución de la humanidad tiene, en los equipamientos de los puertos, una posibilidad de análisis. En los últimos 40 años, la calidad y la capacidad de los buques, sumadas a la situación geográfica y al nivel de equipamiento de los puertos, indican su importancia por ser el medio preferencial para el comercio mundial y inducción del desarrollo nacional y regional. El artículo tiene como objetivo analizar cómo la situación geográfica favorable en relación a las zonas de producción y a los mercados de consumo, aliada a la logística y a las condiciones naturales, convierten el complejo portuario de São Luís en un equipamiento esencial para la integración regional del Nordeste brasileño a la economía mundial actual. Para esto, se tiene el materialismo histórico en que se utilizaron: encuesta bibliográfica, cartográfica y documental; análisis, selección y tabulación de datos e información obtenidas; dos visitas técnicas a la sede de Emap (Empresa Maranhense de Administração Portuária); 12 etapas de campo; diálogos en eventos científicos. El Puerto de Itaqui fue instituido en 1974 y clasificado como organizado en 1994, mientras que el Complejo Portuario de São Luís remonta a 2004, donde se sobresalen el citado puerto organizado y las terminales de uso privado de Alumar y de Vale S/A, a partir de las commodities agrícolas y minerales que, hoy, hacen girar la economía de Maranhão. Ese complejo portuario ha registrado un aumento en el movimiento de carga, ampliado su hinterland y elevado su posición en el sistema portuario brasileño, pero aún depende de la demanda del mercado internacional, sus inversiones tienen reducido efecto multiplicador en el estado y poca énfasis en la dimensión ambiental y social que la cuestión impone.Palabras clave: Economía; Puerto; Maranhão; Debate.

Export transportability of Mongolia and Russia-Mongolia relations in the commodity markets

The commodity and geographical structure of Mongolia’s exports, dynamics and features of Mongolia’s foreign trade with Russia are considered. The tendency of weakening of foreign trade interaction of Mongolia with the Eastern regions of Russia is revealed. Using the original author’s method, an assessment of the distribution of Mongolian export goods was carried out, taking into account their transportability in sales markets and areas of remoteness. A pattern has been revealed for the export of low-transportable mineral raw materials, which is almost exclusively directed to neighbouring countries, mainly to China, while more expensive types of Mongolian products (wool, yarn, clothing, gold, etc.) are exported to distant countries. It has been established that the value of Mongolian exports for a number of mineral and raw materials exceeds the Russia’s and have strong growth prospects. The conclusion is drawn that the competition between exporters of Mongolia and the Eastern regions of Russia for foreign markets of mineral commodities, primarily for the Chinese market, will intensify in the near future.

Recycling Mine Tailings for a Sustainable Future Built Environment

The future sustainable built environment focuses mainly on environmental conservation and technological innovation and development. However, with infrastructure development, the consumption of raw materials such as cement, gypsum, sand, and stones increases. Therefore, use of industrial waste as raw material in construction shall be proposed as a sustainable and environment friendly alternative. Also, the higher demand for mineral commodities have led to increased mining and hence increased mining waste. The mine tailings being the wastes from rocks and minerals processing, are generally rich in Si, Ca, Al, Mg, and Fe, and also have considerable amounts of heavy metals and metalloids such as Pb, As, Co, Cu, Zn, V, and Cr. When tailings contain sulphide minerals, it may also lead to acid mine drainage. This makes the effective and efficient recycling and reuse of mine waste a major environmental concern. However, the physical, mineralogical and chemical composition of the mine tailings renders it a suitable material for use in civil engineering applications. This paper discusses the use of mine tailings of different origins for different civil engineering applications such as bricks, ceramics, fine aggregates, coarse aggregate and cementitious binders. This approach has a potential to reduce the demand on existing natural resources to face the demands of the exponentially developing infrastructure.

THE IMPACT OF COVID-19 PANDEMIC ON METAL MINERAL COMMODITIES IN INDONESIA AND THEIR MITIGATION IN MINING ACTIVITIES

The Covid-19 pandemic in 2020, has affected all mining sectors. The price of mining materials index is very low due to the Covid-19 pandemic and also when compared to other pandemics such as SARS, HN1, and Ebola. The price of the metal index such as iron, aluminum, nickel, zinc, copper) almost all fell and only high gold metals are increasingly expensive. The large mining companies continue their production and they use health protocols. For the continuity of mining operations, the company creates stages and strategies in mining operations (teamwork schedule, employee location, working time, number of workers, evacuation of employees). For the continuity of the company's operations, the company plans: responding to an emergency situations (pandemic), build the company's resilience, recover the company from impact, develop an action plan and build the foundation of the company to rise in the new normal time. The company conducts mitigation and protection individually and in groups and creates health campaigns digitally. In mining operations, the company develops its operational activities by implementing health protocols such as avoiding many people and making mine operational plans that follow health protocols. Keywords: Covid-19 pandemic, mineral commodity, index value, health mitigation.

Evaluating the mineral commodity supply risk of the U.S. manufacturing sector

Trade tensions, resource nationalism, and various other factors are increasing concerns regarding the supply reliability of nonfuel mineral commodities. This is especially the case for commodities required for new and emerging technologies ranging from electric vehicles to wind turbines. In this analysis, we use a conventional risk-modeling framework to develop and apply a new methodology for assessing the supply risk to the U.S. manufacturing sector. Specifically, supply risk is defined as the confluence of three factors: the likelihood of a foreign supply disruption, the dependency of U.S. manufacturers on foreign supplies, and the ability of U.S. manufacturers to withstand a supply disruption. The methodology is applied to 52 commodities for the decade spanning 2007–2016. The results indicate that a subset of 23 commodities, including cobalt, niobium, rare earth elements, and tungsten, pose the greatest supply risk. This supply risk is dynamic, shifting with changes in global market conditions.

Geological control of mineral deposits in Nepal

Systematic information and in-depth knowledge of geological controls, mode of occurrences, distribution patterns and mineral association are very essential for exploring the new deposits and development of mineral resources of the country in general. In present study, an attempt has been made to clarify the geological controls of economic and sub-economic mineral deposits of Nepal. Investigation has shown that mineral deposits in Nepal Himalaya are controlled by particular geological conditions and tectonics. Till the date, economic potential of 63 mineral commodities from Nepal have been established by Department of Mines and Geology. Several economic to sub economic deposits of the country are explored and some are under mining process. Analysis of geological controls of above mentioned economic and sub-economic mineral deposits shows that they are either syngenetically or epigenetically confined to particular stratigraphic and tectonic units. These deposits are related in time and space to certain events of crustal movement representing different metallogenic epochs.

Leading sectors and structural dynamics: an input-output analysis contrasting the BRICs growth paths

<p>Although all the BRICs (Brazil, Russia, India and China) experienced a period of significant growth during the 2000s, their growth paths were far from homogenous. The growth path followed by Brazil and Russia was based on the production and export of primary goods, while in China and India the pattern of industrial development remained grounded in manufacturing exports and services, respectively. These distinct trajectories resulted in a vast range of interpretations about sectors that act as the relevant engines of growth. On the one hand, some economists supported the idea that expansion based on the production and export of commodities or services had no negative effect once these countries were exploiting their comparative advantages. Alternatively, the main argument of those who did not support economic growth based on primary product exports was that development is essentially a process of structural change, and sustained economic growth is associated with the capacity to diversify the structure of domestic production.</p><p>With the aim of analyzing the different growth paths of the BRIC countries in recent decades and their long-term consequences, this study assessed the potential of each sector to promote economic growth. Input-output tables were used to calculate each sector’s output multipliers, Rasmussen-Hirschman backward and forward linkage indexes, and pure normalized backward and forward linkage indexes with the aim of assessing which sectoral orientation has a higher potential to stimulate the economy as a whole. The results show that manufacturing is the sector where the multipliers are the highest, while they are the lowest in agriculture and mineral commodities. The findings corroborate the hypothesis that having a dynamic manufacturing sector is essential to promote economic growth. Moreover, the results show that forward linkages are larger than backward linkages for services and that modern services present slightly larger forward linkages than those observed for traditional services. In that way, the hypothesis that the output of services depends on production in other sectors, and hence that a service-oriented strategy is linked to manufacturing production and exports, is reinforced. <strong></strong></p>