Comparison of Port Efficiency between Eastern and
Western African Ports using DEA Window Analysis
Pascal Kany Prudome Gamassa
Transportation and Management College
Dalian Maritime University
Dalian, China
gamassakany@dlmu.edu.cn
AbstractEast and West Africa are currently the regions
with the fastest economic development growth in Africa. In this
article, East and West African major ports efficiency over time
are measured and analyzed using the Data Envelopment Analysis
(DEA) Window Analysis. A comparison of port efficiency
between East and West African ports is then made based on the
results found. The Container throughput, the total terminal area,
the number of cranes, the number of berths and the quay length
have been used as input and output variables. The findings
demonstrate that though West African ports have bigger ports
size and have a higher Container throughput TEUs compared to
East African ports, these ports are in general less efficient than
East African ports. The port of Tema in Ghana has been found to
be the most efficient port in the two regions while Dar es Salaam
port has been found to be the least efficient port over a period
covering seven years. The results found will be valuable for the
choice of port development strategies in the selected ports.
KeywordsDEA window analysis, container throughput, port
efficiency, East and West Africa
I. INTRODUCTION
Africa is a continent that has sixty ports and more than half
of its ports are located in East and West Africa. East and West
African ports are ports that play an important role in the World
trade, as an important percentage of the World trade, transit
through these ports. They are also considered as economic
lungs for the countries they belong to, due to the amount of
money they generate. Becoming efficient is an absolute
objective that was fixed by every port in these two regions in
order to attract more vessels, at the same time increase the
revenues. These two regions are considered by many investors
as the two biggest markets in Africa, due to the number of
their population and the fast growth of the gross domestic
product of the countries belonging to these regions. Since the
implementation of the China One Belt One Road strategy in
2013, ports of these regions have received considerable
investments from China for their development. Analyzing East
and West African ports efficiencies is very important not only
for the planning and the implementation of new development
strategies in the selected ports but it will also give a concrete
idea to shipping lines and future potential customers on which
This work was supported by the Liaoning Provincial Government, the
National Natural Science Foundation of China (Grant No.71271034), the
National Social Science Foundation of China (Grant No.15CGL031), the
Fundamental Research Funds for the Central Universities (Grant
No.3132016306 and 3132017085), the Program for Dalian High Level Talent
Innovation Support (Grant No.2015R063).
Yan Chen
Transportation and Management College
Dalian Maritime University
Dalian, China
chenyan_dlmu@163.com
ports are the most efficient ports of these two regions.
Efficiency evaluation is an important managerial tool for
assessing the degree of resource utilization so as to give the
desired outputs [1]. Low trading port efficiency will be a
barrier to trade and foreign direct investment (FDI), and thus
to economic growth [2]. For this research the four major ports
of each of the two regions are selected. The West African
ports under study are Abidjan port in Ivory Coast, Dakar port
in Senegal, Tema port in Ghana and Lagos port complex in
Nigeria. The East African ports under study are Maputo port
in Mozambique, Mombasa port in Kenya, Dar es Salaam port
in Tanzania and Djibouti port in Djibouti. The Data
Envelopment Analysis (DEA) window analysis will be
applied. The DEA applied to container ports, assesses port
efficiency as the ability for a terminal or a port to match the
optimal number of inputs to a given level of output [3]. In this
article, DEA will estimate port efficiency under cross-
sectional and panel data analysis [4]. This research has for
main goal to analyze and compare the port efficiency
measurement of the eight ports under study.
II. LITERATURE REVIEW
East Africa is a region composed of 20 territories while
West Africa is a region composed of 16 countries. As
competition among international ports has intensified, the
evaluation of port operational efficiency has become
increasingly important to enable individual ports to reflect on
its current status quo and understand their strengths and
weaknesses in the competitive environment [5]. Due to their
strategic locations, research topics about East and West African
ports attract many researchers interest. Indeed, many of them
have written on similar topics, though this article is the first to
compare port efficiency between the two regions. Most of them
noted that the data envelopment analysis is used in different
fields and when applying the DEA window analysis model,
multiple inputs and outputs can be used.
Jose Tongzon in his article, applied data envelopment
analysis (DEA) to provide an efficiency measurement for four
Australian and twelve other international container ports. The
results found showed that the ports of Melbourne, Rotterdam,
Yokohama and Osaka were found to be the most inefficient
ports in the sample, based on constant and variable returns to
scale assumptions, mainly due to the enormous slack in their
container berths, terminal area and labor inputs [6]. Shiu-Wan
Hung, Wen-Min Lu and Tung-Pao Wang applied data
envelopment analysis (DEA) with the traditional DEA model,
most productive scale size concept, returns to scale approach,
and boot- strap method to assess the operating performance, set
scale efficient targets, and determine efficiency rankings of
Asian container ports. The results of their study are, firstly, the
overall technical inefficiencies of Asian container ports are
primarily due to pure technical inefficiencies rather than to
scale inefficiencies. Secondly, approximately 71% of the Asian
container ports operate at increasing returns to scale, which
implies that these container ports could consider further
expanding. Thirdly, the East Asian container ports are more
efficient on average than those in other areas of Asia. Fourthly,
setting scale efficient target analysis can provide some
guidelines for the policy-makers to leverage their resources and
optimize economic scale. Fifthly, any DEA study should
employ bootstrapping as standard practice to detect the
reliability of efficiency rankings [7]. Kevin Cullinane, Teng-
Fei Wang, Dong-Wook Song and Ping Ji applied the Data
Envelopment Analysis (DEA) and the Stochastic Frontier
Analysis (SFA) to the same set of container port data for the
worlds largest container ports and compared the results
obtained. A high degree of correlation was found between the
efficiency estimates derived from all the models applied,
suggesting that results were relatively robust to the DEA
models applied or the distributional assumptions under SFA
[8]. Li Qian and Liu Dawei in their article evaluated the
efficiency of 8 seaports in China using Data Envelopment
Analysis (DEA) method. Two separate models were performed
based on data of collected from annals of companies of stock
market (2008), Standard Data Envelopment Analysis CCR
model was used in the first analysis and DEA BCC was used
flowing. The results found showed that just half of these ports
were DEA efficiency with 2008 data. Comparing the results of
two models, the BCC showed more efficient ports than CCR
[9]. Rajasekar T., Sania Ashraf P. and Malabika Deo P.
examined in their research work the operational efficiency of
select major ports in India over the period of time 1993 to 2011
through data envelopment analysis. Based on the results it was
found that both bigger ports such as Mormugao, Jawaharlal
Nehru Port Trust and smaller ports such as Ennore, Tuticorin
were proved to have efficient port operations all through.
Through the result of super efficiency analysis, the study found
that JNPT port rated as number one super-efficient port among
the selected major ports in India [10]. Khin Lin and YANG
Hualong applied data envelopment analysis (DEA), to measure
the efficiency of ports of China against that of the five member
countries of the Association of South East Asian Nations
(ASEAN). The results found indicated that the efficiencies of
the ports of China are at a greater level than those of the other
ASEAN-5 ports [11]. Hong Gao, Liang Lv and Wei Liu
applied the data envelopment analysis (DEA) to analyze
Shenzhen port's efficiency from the year 2003 to the year 2008.
The results showed that Shenzhen port was among the most
efficient ports in China during the period under study [12]. Jie
Wu, Hong Yan and John Liu applied the conventional Data
Envelopment Analysis model to test the sensitivity of the
individual input and output of a decision-making unit (DMU).
For an efficient DMU, they measured how much an input can
be increased, or an output decreased, without changing its
efficiency status. For an inefficient DMU, they measured how
much an input should be decreased, or an output increased, to
make it achieve the best practice frontier. The new approaches
were applied to the efficiency analysis of 77 global container
ports. The results indicated that the number of berths and the
capital deployed are the most sensitive measures impacting
performance of most container ports. The analysis also
revealed that container ports located in different continents
behave differently [13].
Hsu-Hao Yang and Cheng-Yu Chang on their side used the
DEA window analysis under constant and variable returns-to-
scale to measure Taiwans integrated telecommunication firms
efficiencies over the period 20012005. According to the
results, the first finding showed that the acquisitions are
justified by exhibiting higher scale efficiency in the short run.
The second finding indicated that adjusting the strategies such
as enlarging market share to improving financial portfolios
helps firms to achieve better scale size. The third finding
justified government efforts to privatize state-owned
enterprises and liberalize the market to strengthen
competitiveness [14]. Professor Kevin Cullinane, Dr. Dong-
Wook Song and Dr. Ping Ji applied DEA windows analysis,
utilizing panel data, to a sample of the worlds major container
ports in order to deduce their relative efficiency. The results
found suggested that estimates of container port efficiency
fluctuate over time [15].
III. MODEL METHODOLOGY
The Data Envelopment Analysis (DEA) is the model used
in this research. The history of DEA starts with the PhD thesis
of E. Rhodes under the supervision of W.W. Cooper; the
purpose of the thesis was to develop a model to estimate
technical efficiencies without assigning subjective weights to
each input or output variable and without converting all
variables to comparable economic values [16]. The principle
of this non parametric method is based on two important sets
of multiple variables called inputs and outputs variables [17].
Indeed, DEA is a data oriented approach for evaluating the
performance of a collection of entities called DMUs (Decision
Making Units) which are regarded as responsible for
converting inputs into outputs [18]. It is a mathematical
programming-based technique to evaluate the relative
performance of organizations [19]. The DEA assumes that
linear combinations of the observed input-output bundles are
feasible [20]. It provides a valuable decision tool for the
evaluation of the performance of decision-making units and
has been applied in various managing control and organization
diagnosis [21]. In DEA, the projection is performed by letting
some mathematical program determine weights that associate
the analyzed point with the best possible efficiency score [22].
The input-oriented DEA, also called DEA-CCR is the model
chosen for this study. The DEA-CCR model is the first DEA
based model proposed by Charnes, Cooper and Rhoders
(1978), and it is characterized in input or output criteria based u r , r = 1,2,..., s (8)
on the constant return to scale (CRS) [23]. The input oriented
based approach is used because the seaports have better
control over inputs than outputs [24]. The CCR ratio model vi , i = 1,2,...,m (9)
yields an objective evaluation of overall efficiency and
identifies the sources and estimates the amounts of thus where:
identified inefficiencies [25]. The CCR model seeks to
maximize the efficiency value of a decision-making unit hk = relative efficiency of k-th DMU,
(DMU) through the selection of optimal weights associated
with each input and output factor [26]. The DEA model (M1) n = the number of DMUs that should be compared,
is mathematically expressed as M1 which regroups the below m = the number of input values,
(1), (2), (3) and (4) equations [27]-[28]:
s = the number of output values,
s

u y r rk (1) ur = weight of the output value r

Max hk (u, v) = r =1
m for all k = 1,2,..., n ui = weight of the input value i.
v x i ik
i=1 M2 regroups the above (5), (6), (7), (8) and (9) equations.
If the value of hk is equal to 1, thus it will mean that k-th
subject to DMU is relatively efficient. However, if it is less than 1, it will
mean that DMUk is relatively inefficient.
s

u y r rj
(2) IV. ANALYSIS OF THE COLLECTED DATA AND THE RESULTS
r=1
m 1, j = 1,2,..., n FOUND
v x i ij The data used in this article were collected from the
i=1
database of the World Banks Official Website [29], the
Africa port report [30], the official website of Port
u r 0 , r = 1,2,..., s (3) Management Association of Eastern and Southern Africa
(PMAESA) [31], the official website of the Port Management
vi 0, i = 1,2,..., m (4) Association of West and Central Africa (PMAWCA) [32] and
the final report of the Maritime Logistics and Trade consulting
and the Catram consultants [33]. It is important to note that the
where: period under study stops at the year 2014 because by the time
hk = relative efficiency of k-th DMU, this article was written the Container throughput data of East
and West African ports for the year 2015 were not yet
yrj = amount of output r produced by DMU j, available on the database of the World Banks Official
Website. In terms of Container throughput volume, as it can
xij= amount of input I used by DMU j,
be seen in Fig. 1 below, West African ports largely dominates
n = the number of DMUs, East African ports. Indeed, in 2014, Lagos port complex in
Nigeria had the highest Container throughput volume while
m = the number of inputs, Maputo port had the lowest Container throughput volume.
s = the number of outputs, This can be explained by the fact that West Africa has a higher
population, a higher demand level and has the second largest
ur = the weight given to output r economy of Africa which is Nigeria. The eight ports under
ui = the weight given to input i. study in this article have been chosen base on their container
throughput volume, their size, their level of development, the
Converting the computations above to Linear recent fast economic growth of the countries they belong to,
Programming form: and their geographical location.
s
Max hk (u,v) = ur yrk for all k = 1,2,..., n (5)
r=1

subject to
m

v x i ik =1 (6)
i=1

s m

u y - v x r rj i ij 0, j = 1,2,..., n (7)
r=1 i=1
 TABLE II. INPUT AND OUTPUT VARIABLES FOR EAST AND WEST
AFRICAN PORTS
East Yea Container Quay Term Num Num
and rs throughpu length inal ber of ber of
West t (TEU) (in area crane berth
African metres) (ha) s s
Ports
Abidjan 2008 713,625 1000 34 19 5
port 2009 677,029 1000 34 19 5
2010 607,730 1000 34 19 5
2011 642,371 1000 34 19 5
2012 690,548 1000 34 20 5
2013 745,102 1000 34 20 5
2014 783,102 1000 34 20 5
Lagos 2008 72,500 1005 55 22 4
port 2009 87,000 1005 55 22 4
complex 2010 101,007 1005 55 22 4
2011 839,907 1005 55 22 4
2012 877,679 1005 55 22 4
2013 1,010,836 1005 55 22 4
2014 1,062,389 1005 55 22 4
Dakar 2008 347,483 660 35 12 3
port 2009 331,076 660 35 12 3
Figure 1. Selected ports trend of Container throughput 2008-2014 (measured
2010 349,231 660 35 14 3
in Twenty foot equivalent unit TEU)
2011 369,137 660 35 14 3
2012 396,822 660 35 14 3
In the Table I below are presented the different terminals 2013 428,171 660 35 14 3
under study in this article. 2014 450,008 660 35 14 3
Tema 2008 612,847 574 10 10 12
port 2009 557,323 574 10 10 12
TABLE I. TERMINALS OF EAST AND WEST AFRICAN PORTS
UNDER STUDY 2010 647,052 574 10 10 12
2011 683,934 574 10 10 12
Ports Terminals 2012 735,229 574 10 21 12
Abidjan port SETV Terminal 2013 793,312 574 10 21 12
Lagos port complex APM Terminals-Apapa 2014 833,771 574 10 21 12
Dakar port DP World Terminal Mombas 2008 615,733 600 14 28 19
Tema port MPS Terminal a port 2009 618,816 600 14 28 19
Mombasa port Mombasa Container 2010 696,000 600 14 28 19
Terminal 2011 735,672 600 14 28 19
Dar es Salaam port TICTS terminal 2012 903,400 600 14 28 19
Maputo port DP World Maputo Terminal 2013 894,000 600 14 28 19
Djibouti port Doraleh Container Terminal 2014 1,010,000 600 14 28 19
Dar es 2008 363,310 2600 18.75 13 11
Salaam 2009 370,765 2600 18.75 13 11
In this article, four inputs which are the total terminal area, port 2010 429,285 2600 18.75 13 11
the number of cranes, the number of berths and the quay 2011 453,754 2600 18.75 13 11
length are used while only one output which is the Container 2012 487,786 2600 18.75 13 11
throughput is used. 2013 526,321 2600 18.75 13 11
2014 638,023 2600 18.75 13 11
The input and output variables used in this article with Maputo 2008 241,237 300 13 7 14
their specific data are presented below in Table II. A port 2009 219,381 300 13 7 14
reasonable arrangement of berth and quay cranes reduces the 2010 254,701 300 13 7 14
stay time of vessels at berths as well as the operational cost 2011 269,219 300 13 7 14
2012 289,411 300 13 7 14
and improves the turnover rate of vessels at container terminal
2013 312,274 300 13 7 14
[34]. The quay length of a container terminal dictates the size 2014 328,200 300 13 7 14
of container vessels that the terminal can accommodate and Djibouti 2008 356,462 400 22 16 2
consequently influences container volumes that can be port 2009 519,500 400 22 16 2
handled at the terminal [35]. An argument for using TEU 2010 600,000 400 22 16 2
throughput as the output measure of a container port is that 2011 634,200 400 22 16 2
irrespective of a containers size and weight, the port 2012 681,765 400 22 16 2
resources used in the movement of a single container is more 2013 735,624 400 22 16 2
2014 773,141 400 22 16 2
or less the same [36]. The total terminal area in hectares,
comprising the container yard side, quayside Based on the above data, the model 2 (M2) is applied with
loading/unloading area, marshalling yard and container Maxdea ultra 6.14 software. The results of the window
storage area [37]. analysis are presented below in Table III. It is a four-year
window that has been used.
 TABLE III. RESULTS OF THE DEA WINDOW ANALYSIS regions, is really unreasonable and the resources of the port
C-
are not fully utilized. In order to increase its efficiency level, it
Por Ave is important to increase the output in this port while stopping
2008 2009 2010 2011 2012 2013 2014 Ave
ts rage wasting its resources. Lagos port complex despite its high
rage
0.87 0.82 0.74 0.78 0.80 Container throughput volume and its big size is found to be
Abi inefficient. This is a consequence of the lack of a concrete
dja 0.78 0.69 0.74 0.75 0.74
0.74 Lagos port complex development plan. Abidjan port which is
n 0.65 0.69 0.71 0.77 0.70
port considered by many as a leading port in West Africa is still
0.66 0.68 0.73 0.77 0.71 recovering from the political crisis of the beginning of this
0.67 0.64 0.59 0.63 0.63 century and the one which started in 2010 and ended in 2011.
Da This port should attract more customers, lower its high port
0.60 0.56 0.59 0.63 0.59
kar 0.59 costs and make sure to receive bigger vessels, to improve its
port 0.52 0.55 0.59 0.64 0.57 efficiency. Djibouti port which is positioned as second gets a
0.53 0.57 0.61 0.64 0.58 very good average score of 88%. It is an efficient port that can
Dar 0.47 0.48 0.56 0.59 0.52
be highly recommended to shipping lines. The high
es competition between Djibouti port and Mombasa port has
Sal 0.47 0.55 0.58 0.63 0.55 greatly contributed to their development and to the increase of
0.58
aa 0.54 0.57 0.61 0.66 0.59 their efficiency level. During the first three years of the period
m
port 0.56 0.61 0.65 0.79 0.65 under study, Maputo port had a low efficiency level, which
finally rose from the year 2011 to the year 2014. The average
0.56 0.82 0.95 1.00 0.83
Dji performance of this port should be encouraged. In order to
bou 0.76 0.88 0.93 1.00 0.89 define the region with the highest port average efficiency, the
0.88
ti 0.82 0.86 0.93 1.00 0.90 calculation below is made using the C-Average results found
port in Table III:
0.82 0.88 0.95 1.00 0.91
Lag 0.08 0.09 0.11 0.93 0.30 For West Africa:
os
port 0.09 0.10 0.87 0.91 0.49 Abidjan port (0.74) + Dakar port (0.59) + Lagos port
0.58
co 0.09 0.81 0.85 0.97 0.68 (0.58) + Tema port (0.94) / 4= 0.71
mpl
ex 0.77 0.81 0.93 0.98 0.87 For East Africa:
0.62 0.56 0.66 0.69 0.63
Ma Djibouti port (0.88) + Mombasa port (0.86) + Maputo port
put 0.55 0.64 0.68 0.73 0.65 (0.67) + Dar es Salaam port (0.58) / 4 = 0.74
0.67
o 0.62 0.66 0.71 0.76 0.68
port Based on the above results, it can be said that West
0.65 0.69 0.75 0.79 0.72 African ports have a total average efficiency of 71% which is
0.82 0.82 0.92 0.98 0.88 lower compare to the East African ports total average
Mo efficiency that is of 74%.
mb 0.68 0.77 0.81 1.00 0.81
0.86
asa 0.77 0.81 1.00 0.99 0.89
port VI. CONCLUSION
0.73 0.89 0.88 1.00 0.87
West African ports are sometimes under considered
0.89 0.81 0.95 1.00 0.91
compared to East African ports. The panel data covering a
Te 0.81 0.95 1.00 1.00 0.94 seven years period, starting in 2008 and ending in 2014 was
ma 0.94
port 0.95 1.00 0.93 1.00 0.97 helpful to do not get wrong conclusions about the efficiency
1.00 0.88 0.95 1.00 0.95
level of the selected ports. This study confirmed that West
African ports are in an ascendant trend, and should implement
the necessary strategies to keep developing their ports. Based
on the findings, in West Africa, Tema port is the most efficient
V. COMPARISON OF THE RESULTS FOUND port followed by Abidjan port, by Dakar port, and then by
Lagos port complex. In East Africa, Djibouti port is the most
Based on the results found in Table III, it can be noticed
efficient port followed by Mombasa port, by Maputo port, and
that Tema port is the most efficient port of the East and West
then by Dar es Salaam port. In this article, Tema port which is
African regions. It is considered as an efficient port because
a small port has been found to be more efficient than bigger
during all the period under study, its efficiency level never fell
ports, demonstrating that bigger ports are not always more
below 81%. From 2011 to 2014 this port has even reached the
efficient than smaller ports. Some suggestions on how to
highest level of efficiency, its input and output structure is
increase some ports efficiency have been proposed. The total
relatively reasonable, meaning that the resources of the port
average efficiency level of ports of each of the two regions
are efficiently used. On the other hand, Dakar port, Lagos port
being below 80%, it means that these ports are in general not
complex and Dar es Salaam port have a very low level of
really efficient. The ports with the lowest level of efficiency
efficiency which average score is below 60%. The above
should expand their customer base and increase the public and
results demonstrate that the input and output structure of Dar
private investment. This article can be used by port authorities
es Salaam port which is the most inefficient port of the two
of the selected ports, port managers, terminal operators and
policy makers as a reference to plan very well the
development of the ports under study and to improve the level
of efficiency of those ports. It gives an important insight on
how handling port capacity well is essential and on which port
can be considered as hub ports in East and West Africa.
REFERENCES
[1] Punita Saxena and Ratnesh Rajan Saxena, Measuring efficiencies in
Indian public road transit: a data envelopment analysis approach,
OPSEARCH, Vol. 47(3), 2010, pp. 195-204.
[2] Yan-Ping Meng, Bin Yang, You-Fang Huang, Yong-Sheng Yang, Zhi-
Hua Hu, A decision support framework for port efficiency discovery
based on intelligent data integration, IEEE International Conference on
Information Management, vol. 4, 2009, pp. 58-61.
[3] Gabriel Figueiredo De Oliveira and Pierre Cariou, The impact of
competition on container port (in) efficiency, Transportation Research
Part A Policy and Practice, vol. 78, 2015, pp. 124-133.
[4] Dr. Khalid Bichou, Assessing port efficiency OIC member states, 5th
Meeting of the COMCEC Transport and Communications Working
Group, 2015.
[5] Susila Munisamy and Gurcharan Singh, Benchmarking the efficiency
of Asian container ports, African Journal of Business Management Vol.
5(4), 2011, pp. 1397-1407.
[6] Jose Tongzon, Efficiency measurement of selected Australian and other
international ports using data envelopment analysis, Transportation
Research Part A Policy and Practice, vol. 35(2), 2001, pp. 107-122.
[7] Shiu-Wan Hung, Wen-Min Lu and Tung-Pao Wang, Benchmarking the
operating efficiency of Asia container ports, European Journal of
Operational Research, vol. 203(3), 2010, pp. 706-713.
[8] Kevin Cullinane, Teng-Fei Wang, Dong-Wook Song and Ping Ji, The
technical efficiency of container ports: Comparing data envelopment
analysis and stochastic frontier analysis, Transportation Research Part
A Policy and Practice, vol. 40(4), 2006, pp. 354-374.
[9] Li Qian and Liu Dawei, Efficiency and productivity in the Chinese
Maritime Seaports, International Conference on Information
Management, Innovation Management and Industrial Engineering, 2009,
pp. 93-96.
[10] Rajasekar T., Sania Ashraf P. and Malabika Deo P., Measurement of
efficiency of major ports in India a data envelopment analysis
approach, International Journal of Environment Sciences, Vol. 4(5),
2014, pp. 926-936.
[11] Khin Lin and YANG Hualong, Port Throughput Analysis of China and
Five member Countries of ASEAN, International Conference on
Intelligent Computation Technology and Automation, 2010, pp. 914-
917.
[12] Hong Gao, Liang Lv and Wei Liu, Efficiency Measurement of
Shenzhen Port Using Data Envelopment Analysis, IEEE International
Conference on Emergency Management and Management Sciences,
2010, pp. 206-209.
[13] Jie Wu, Hong Yan and John Liu, DEA models for identifying sensitive
performance measures in container port evaluation, Maritime
Economics and Logistics, vol. 12(3), 2010, pp. 215-236.
[14] Liu Hsu-Hao Yang and Cheng-Yu Chang, Using DEA window
analysis to measure efficiencies of Taiwans integrated
telecommunication firms, Telecommunications Policy, vol. 33(1),
2009, pp. 98-108.
[15] Professor Kevin Cullinane, Dr. Dong-Wook Song, Dr. Ping Ji and MR
TENG-FEI WANG, An Application of DEA Windows Analysis to
Container Port Production Efficiency, Review of Network
Economics, vol. 3(2), 2004, pp. 184-206.
[16] Marcio Arzua Caillaux, Annibal Parracho SantAnna, Lidia Angulo
Meza and JooCarlos Correia Baptista Soares de Mello, Container
logistics in Mercosur: Choice of a transhipment port using the ordinal
Copeland method, data envelopment analysis and probabilistic
composition, Maritime Economics and Logistics, vol. 13(4), 2011, pp.
355-370.
[17] Ahmed Salem Al-Eraqi, Carlos Pestana Barros, Adli Mustaffa and
Ahamad Tajudin Khader, Evaluating the Location Efficiency of
Arabian and African Seaports Using Data Envelopment Analysis
(DEA), working paper, School of Economics and Management,
Technical University of Lisbon, 2007, pp. 1-19.
[18] William W. Cooper, Data Envelopment Analysis, Encyclopedia of
Operations Research and Management Science, Springer Science+
Business Media New York, 2013, pp. 349-358.
[19] Jorge Santos, Elsa Rosrio Negas, and Luis Cavique Santos,
Introduction to Data Envelopment Analysis, Journal of the
Operational Research Society, vol. 56(6), 2013, pp. 751-752.
[20] Santiago Herrera and Gaobo Pang, Efficiency of Infrastructure: The
Case of Container Ports, Anais Do XXXIV Encontro Nacional De
Economia, vol. 9(1), 2006, pp.165-194.
[21] Bing-Lian Liu, Wei-Lin Liu and Cheng-Ping Cheng, The Efficiency of
Container Terminals in Mainland China:an Application of DEA
Approach, International Conference on Wireless Communications,
2008, pp.1-10.
[22] T. Joro and P.J. Korhonen, Comparison of Data Envelopment Analysis
and Multiple Objective Linear Programming, Structural Similarities
Between DEA and MOLP, Extension of Data Envelopment Analysis
with Preference Information, Springer Science+Business Media New
York, 2015, pp. 55-64.
[23] Xue Bin Zheng, Nam Kyu Park, A study on the Efficiency of Container
Terminals in Korea and China, Asian Journal of Shipping & Logistics,
vol. 32(4), 2016, pp. 213-220.
[24] Maria Rosa Pires da Cruz, Joo Jos de Matos Ferreira, Evaluating
Iberian seaport competitiveness using an alternative DEA approach,
European Transport Research Review, vol. 8(1), 2016, pp.1-9.
[25] Sergey Samoilenko, Overview on Data Envelopment Analysis,
Advances in Research Methods for Information Systems Research,
Springer Science+Business Media New York, 2014, pp. 139-150.
[26] Anthony T.H. Chin, Joyce M.W. Low, Port performance in Asia: Does
production efficiency imply environmental efficiency?, Transportation
Research Part D Transport & Environment, vol. 15(8), 2010, pp. 483-
488.
[27] Cooper, W.W., Seiford, M.L., Tone, K.: Introduction to Data
Envelopment Analysis and Its Uses, Springer, New York, 2005.
[28] Cooper, W.W., Seiford, M.L., Zhu, J.: Handbook On Data Envelopment
Analysis, Springer, New York, 2006.
[29] Information on http://data.worldbank.org/indicator/IS.SHP.GOOD.TU
[30] Information on http://www.portoverview.com
[31] Information on http://www.pmaesa.org/about/about.htm
[32] Information on http://en.agpaoc-pmawca.org/index.php
[33] MLTC/CATRAM (2013) Market Study on Container Terminals in West
and Central Africa. Maritime Logistics and Trade Consulting/Catram
Consultants, Paris.
[34] Ling Xiao and Zhi-Hua Hu, Berth Allocation Problem with Quay Crane
Assignment for Container Terminals Based on Rolling-Horizon
Strategy, Journal of Computer Applications, vol. 2014(10), 2013, pp.
2969-2973.
[35] Hokey Min and Byung-In Park, Hybrid Data Envelopment Analysis
and simulation methodology for measuring capacity utilisation and
throughput efficiency of container terminals, International Journal of
Logistics Systems & Management, vol. 4(6), 2008, pp. 650-672.
[36] Wayne K. Talley, Container port efficiency and output measures,
Transportation Research Forum, Portland, Oregon, 2009, pp. 1-18.
[37] Ebrahim Sharaf Almawsheki and Muhammad Zaly Shah, Technical
Efficiency Analysis of Container Terminals in the Middle Eastern
Region, Asian Journal of Shipping & Logistics, 31(4), 2015, pp.477-
486.