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With the result of AHP, the port infrastructure criterion is more important, followed by the port equipment criterion. It was shown in the fuzzy logic result that the variables port infrastructure and equipment influence the output, PAC's logistic viability is for the long term, with 22 years. Four input variables (quality of infrastructure and services, equipment productivity, and logistic cost of goods) were modeled in MATLAB Toolbox with the Mamdani feature (fuzzy inference), seeking a long-term output. The methods of Fuzzy Logic and AHP were applied to achieve this goal. This dissertation aims to perform logistic viability analysis of PAC. To better understand the characterization of the current PAC, the port system, the main cargoes (import and export), the countries of origin and destination, cost model of cargo transportation, product classifications, variations and values, operational logistics of cargoes, characterizations of neighboring ports (numbers of berths, depths and the average number of ships received per year) were presented from the literature research realized. This port represents an entry and exit gateway for cargoes to the countries without sea fronts specifically: Niger, Mali and Burkina-Faso and Chad. The Autonomous Port of Cotonou (PAC) contributes largely in the economy of the country through customs and tax revenues, the formation of the Gross Domestic Product (GDP) and also in international trade. PORT LOGISTICS FEASIBILITY ANALYSIS: CASE STUDY OF THE AUTONOMOUS PORT OF COTONOU (BENIN) Thus, it is concluded that intermodal transport improves regional competitiveness and favors the development of States.
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Furthermore, the routes were configured in new transport networks, reducing the distances traveled in the road modal to transport production from the municipalities, reducing the flow on the main highways. As well, it confirms that the State of Pará is the one that most needs an intermodal alternative. Furthermore, the Vila do Conde port complex expands its zone of influence, thus obtaining increase in the quantity exported in up to 1059.7%. The results showed that the scenarios with waterway transport bring greater benefit to the region, achieving savings of up to 23%.
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and by Araguaia-Tocantins waterway, the year 2019 and production projections are considered for the year 2029. The model aimed to minimize transport costs from the production centers to the exporting port, through the current infrastructure and, under different scenarios of intermodal alternatives formed by the project of Ferrovia Paraense S.A.
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Within the categories of linear programming models, the particular case called transport and transshipment problem was used. With this in mind, the present work executed the analysis of alternative intermodal routes using linear programming, to identify the optimal solution route, in support to decision-making in the transport of soybeans for export, taking as a case a region located between States of Pará and Tocantins, close to the Araguaia-Tocantins waterway. However, they need to be competitive in order to sell their production, which indicates the need for studies of available modal alternatives to determine those with better economic results. Particularly, the states of the northern region of Brazil show themselves as possible new agricultural frontiers for this crop. World projections indicate an increase in demand for soy and, in this context, countries with continental dimensions and favorable soils such as Brazil stand out. ANALYSIS OF INTERMODAL ALTERNATIVES TO OUTPUT SOYBEAN PRODUCTION IN THE STATES OF PARÁ AND TOCANTINS