Fu Xin, Qiang Yongjie, Liu Xuxu, Jiang Ying, Cui Zhiwei, Zhang Deyu, Wang Jianwei
College of Transportation Engineering, Chang'an University, Xian, 710064, China.
State Key Laboratory of Coastal and Offshore Engineering, Dalian University of Technology, Dalian, 116023, China.
Transp Policy (Oxf). 2022 Mar;118:165-178. doi: 10.1016/j.tranpol.2022.01.016. Epub 2022 Jan 29.
The pandemic caused by coronavirus disease 2019(COVID-19) continues to disrupt the global supply chain system, bringing new risks and challenges. The uncertainty created by COVID-19 makes it is difficult for various industries to deal with the pandemic. Since the pandemic, the supply chain's resilience has been discussed and examined in some studies. However, most existing works start from a single industry perspective or pay more attention to the disturbance caused by changes in the production side. Supply chain networks of different industries, mainly transport networks, are relatively limited under the epidemic's impact. In this paper, from the perspective of highway freight transport, a comprehensive competitiveness evaluation framework was proposed to reveal and the disruption and resilience of the supply chain under the outbreak based on nine indexes with five dimensions, including efficiency, capacity, activity, connectivity, and negotiability. Based on the availability of the data(Large-scale truck trajectory), we sorted out seven categories of Chinese industries(related to highway transport) and divided them into four categories respectively: (a) Slight disruption and worse resilience; (b) Slight disruption and remarkable resilience; (c) Serious disruption and worse resilience; (d) Serious disruption and remarkable resilience. The measurement results of supply chain network performance show that the industries (cold-chain, general products, and other industries) dominated by "Efficiency - Negotiability - Connectivity" are slightly disrupted (about 33%), forming a spatial diffusion with Wuhan(the city where the pandemic first broke out) as the disrupted center, spreading outward in a circle structure. Simultaneously, five urban agglomerations surrounding it have been impacted. By contrast, due to the strict isolation measures, the industries (building materials, construction, engineering, and high-value products industry) more vulnerable to be disrupted seriously (about 82%) tend to be the pattern of "Capacity - Activity". However, a large-scale centralized disruption was observed in the Triangle of Central China urban agglomeration was presented, resulting in almost stagnation of industry development. Meanwhile, as the future of the pandemic remains uncertain, the supply chain represented by the engineering industry, construction industry, etc are deserved to be paid more attention in line with they are prone to large-scale centralized damage due to the disruption of a single city node.
2019冠状病毒病（COVID-19）引发的大流行持续扰乱全球供应链系统，带来新的风险和挑战。COVID-19造成的不确定性使得各行业难以应对这场大流行。自大流行以来，供应链的弹性在一些研究中得到了讨论和审视。然而，大多数现有研究从单一行业视角出发，或更关注生产端变化所造成的干扰。不同行业的供应链网络，主要是运输网络，在疫情影响下相对有限。本文从公路货运角度，基于效率、运力、活跃度、连通性和可协商性五个维度的九个指标，提出了一个综合竞争力评估框架，以揭示疫情爆发下供应链的中断情况和弹性。基于数据（大规模卡车轨迹）的可得性，我们梳理了七类中国行业（与公路运输相关），并分别将它们分为四类：（a）轻微中断且弹性较差；（b）轻微中断且弹性显著；（c）严重中断且弹性较差；（d）严重中断且弹性显著。供应链网络绩效的测度结果表明，以“效率 - 可协商性 - 连通性”为主导的行业（冷链、一般产品等行业）受到轻微干扰（约33%），形成以武汉（疫情最先爆发的城市）为干扰中心的空间扩散，呈圈层结构向外蔓延。同时，其周边的五个城市群受到了影响。相比之下，由于严格的隔离措施，更容易受到严重干扰（约82%）的行业（建材、建筑、工程和高价值产品行业）往往呈现“运力 - 活跃度”模式。然而，在华中三角城市群出现了大规模集中性干扰，导致行业发展几乎停滞。同时，由于大流行的未来仍不确定，以工程行业、建筑行业等为代表的供应链因其易因单个城市节点的中断而遭受大规模集中性损害，值得更多关注。
