###### Abstract  
In recent years, despite a decline in international trade and disruptions in the supply chain caused by COVID-19, the main container terminals in Latin America and the Caribbean (LAC) have increased their container volumes. This growth has necessitated significant adaptations by seaports and their authorities to meet new demands. Consequently, there has been a focused analysis on the performance, efficiency, and competitiveness, particularly their most relevant logistical aspects. In this paper, a multi-objective hybrid approach was employed. The Principal Component Analysis (PCA) technique was combined with the Technique for Order of Preference by Similarity to the Ideal Solution (TOPSIS) to rank LAC container terminals and identify operational criteria affecting efficiency. The analysis considered all input variables (berth/quay length, quay draught, yard area, number of quay cranes (portrained, number of yard cranes (trastainer), reachstacker, multicrames, daily montainer movement capacity, number of station reef container type, number of terminals, and distance to the Panama Canal) and output variable (port performance expressed in TEUs from 2014 to 2023). The results revealed noteworthy findings for several terminals, particularly Colon, Santos, or Cartagena, which stands out as the main container port in LAC not only in annual TEUs throughput, but also in resource utilization. container terminal; multi-criteria decision model; PCA; TOPSIS; ranking of ports +
Footnote †: journal: _aciences_  
0000-0001-9999-4300-3300]M. P.  
Marta and Barranquilla in Colombia. The aim is to evaluate all operational characteristics and annual performance to establish an operational ranking of ports using multi-criteria decision models and multivariate data analysis methods for a selection of 23 ports. The terminals in LAC have played a key role in international commercial markets. LAC's main trading partners are the United States, China, and the European Union (EU). Trade exchanges with these three blocs represent about 65% of the total international trade in the region [3]. Additionally, the geographical position of many terminals near the Panama Canal offers competitive advantages to maritime carriers, which has materialized in the trend of container traffic growth and consequently in the improvement of operational and logistical capacities [4]. Container movement in LAC is relatively low (for 2022, it recorded a total volume of 58,669,478 TEUs) when compared to the entirety of the European Union and even if we consider China and other countries in Southeast Asia. A comparison can be seen in Table 1. However, its significance lies in the strength and concentration of business, with its main trading partners, China and the United States, moving 40% of TEUs worldwide. Strong trade ties with the Asian country are maintained by Brazil, Chile, and Peru and it is noteworthy that 73% of Mexico's total exports for 2022 were to the neighboring country [3]. One of the key strengths of Latin American ports is their geographical proximity to the Panama Canal, which has resulted in increased container traffic, private investments, and operational enhancements at their terminals. Most of these investments have taken place since 2010, making it pertinent to conduct this study using container traffic volumes from 2014 onwards, by which time most terminals had been adapted to meet current logistical demands. As indicated, a set of 23 ports was selected based on two important criteria. Firstly, the average total container traffic over the past ten years had to exceed one million TEUs per year. Secondly, the port's significance to the national economy was considered. Accordingly, seven ports from the Pacific coast and sixteen from the Caribbean and Atlantic coasts were chosen. The Pacific ports handle 35% of the total container volume in LAC. In addition to physical and operational characteristics, other factors could contribute to improving the efficiency of container terminals.