## 3 The Impact of the \"Sea Toll\" Program on Seaport Resilience and Competitiveness
[10]: seaport performance enhancements, capacity enhancements, improvements in port proximity, increases in service variations for seaports, and increases in the port's trade volume. The involvement of dry ports in container port systems have improved container port performance by: increasing the frequency of vessel calls [27], improving overall reliability [28], improving port efficiency [29], reducing costs [30] and increasing dock productivity [31]. Increasing port capacity (for instance by providing space and facilities to perform several port functions on land), reduces congestion and obstacles to further expansion. As a result, the port gains additional space and facilities for its operations [32]. Increasing the proximity of inland ports to the seaport is important because dry ports act as an extension of the seaport and support the main seaport activities. This can help increase the access of the seaport to the interior through transportation networks [33], increasing accessibility to both ports and inland areas [34], and increasing port expansion in the sea [20; 35]. Increased variation in services for ports allows port authorities and the government to flexibly provide additional services to ports that can benefit port clients [30]. With the performance of dry portsto act as a multifunctional logistics center helps the seaport operations comprehensively to enhance sustainable growth and maintain port competitiveness optimally [36]. Increasing the volume of port trade relies on the ports having additional capacity to achieve their goals. The contribution of dry port's to the port container trade can be measured by the level of container loading and unloading processes to and from the seaports or the volume of container transshipment produced by dry ports [37]. In our study, only these five measures of competitiveness were used because the assessment not only focused on the impact of container ports but on all aspects of the ports incorporated in the \"sea toll\" program. Inland components were included in the overall program section. Based on port productivity data in Indonesia, for example in the port of Tanjung Priok (which has the largest percentage of domestic commodity loads of the five main ports), the highest productivity level (38.14% for 2013-2014) was recorded in dry ports (compared to other commodities outside of the container port) [15]. Because of this domination by dry port services, which are part of the \"sea toll\" system, we assumed that the five competitiveness measures, together with other supporting variables, could be used to analyze the impacts of the \"sea toll\". We combined our resilience measures with our port competitiveness measures [10] to determine the impact of the implementation of the \"sea toll\" program (see Table 2). Each sub-variable listed in the table, has been summarized and analyzed in detail by [PERSON] et al. [10]. However, in this study we only use the main component as a general definition of the competitiveness of sea ports. While some sub-variables which are supporting variables of the main component are used as input for further development of the main components of port competitiveness.