## 5 Conclusions  
The primary objective of this research was to employ a novel methodology to establish a coherent ranking of ports in Latin America and the Caribbean, particularly focusing on their container terminals to categorize each port in the Spanish-speaking continent and Brazil. The innovation lay in combining Principal Component Analysis (PCA) with the Technique for Order Preference by Similarity to Ideal Solution (TOPSIS). PCA was used to assign the respective weights for the TOPSIS calculations. These methodologies based their calculations on the annual performance from 2014 to 2022 and 2023 and the operational criteria described throughout this article. The principal finding, despite the purely technical results, offers a close approximation of the behavior of the main container terminals in LAC. The results, although technical and operational, reflect the reality of the LAC port system. However, future research should incorporate additional non-technical variables that influence terminal performance, such as operational efficiency (considering all factors and operational and logistical criteria), environmental and economic criteria, and, given the current circumstances, factors related to digital transformation in port activities. It is crucial to consider the intentions of investors, as the ports that ranked highest using the TOPSIS and PCA-TOPSIS methodologies are the main HUB terminals in LAC. Variables should also account for different types of activities, whether export or import and the specific products of interest. Not all operational criteria need to be evaluated; some only add value, such as Reefer container stations, mobile cranes, or even the distance to the Panama Canal. Considering the complications in 2024 and the droughts in Panama, other routes might be more advantageous for southern ports. Understanding the Foreland of each port is essential to coherently establish its importance. For instance, a port that primarily serves the United States and is affected by the Panama Canal may rank differently compared to a Brazilian port serving Europe. Future studies should include other factors, such as economic and environmental considerations or port governance in each country, and pure performance calculations using different methodologies for comparative purposes. It is indeed crucial to consider whether, in addition to the quantitative criteria used in this study, other aspects such as logistics frameworks, governance systems, and various contextual factors might significantly impact the performance of container terminals in Latin America and the Caribbean (LAC). It is evident that a more comprehensive assessment must incorporate qualitative dimensions to provide a holistic view of port efficiency. Additionally, other weighting models should be explored. Although the methodology applied in this research is novel for container terminals (particularly in LAC), it aligns closely with the annual rankings of supranational authorities like ECLAC, the WBG, and UNCTAD. In conclusion, this research was focused on three fundamental aspects. Firstly, it aimed to review the fundamental operational criteria for a container terminal and the multicriteria analysis methods to analyze them. Secondly, it emphasizes the importance of merging PCA with the TOPSIS Technique to evaluate port operations effectively and establish a ranking consistent with the reality of ports. Thirdly, the results not only demonstrate the effectiveness of this combined approach but also advocate for its broader implementation across diverse port activities, showcasing its versatility and potential for enhancing operational decision making in the maritime industry. Conceptualization, A.P.-N. and I.J.T.D. ; data curation, M.G.C.-G., IJ.T.D. and A.P.-N.; formal analysis, A.P.-N., M.G.C.-G. and IJ.T.D. ; funding acquisition, IJ.T.D. ; investigation, M.G.C.-G. and M.I.R.-G.; methodology, A.P.-N., M.G.C.-G., M.I.R.-G. and IJ.T.D. ; project administration, J.J.R.-A. and IJ.T.D. ; software, M.G.C.-G. and IJ.T.D.