No abstract

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.

Equitable access to efficient medical services via public transport has always been one of the most important issues of healthcare in urban development. To accurately measure the urban public transport accessibility to medical services (PTAMS), this research proposes a hybrid assessment method based on multiple public-transport related indicators, including time, cost, and walking rate, which considers the whole process of residents' public transport travel. The presented assessment technique is then applied in a case of Xi'an, China. Through the classification of medical facilities and PTAMS levels, the results show that: (a) PTAMS value of 3,080 residential areas in Xi'an are highly consistent with the standard normal distribution; (b) More than 80% of residential areas can obtain high PTAMS when considering the use of Class 1 (large-scale) hospitals, while the high PTAMS of Class 2 (small-scale) ones can only cover less than 40% residential areas; (c) There is obvious spatial heterogeneity in the distribution of PTAMS in Class 2 hospitals and a serious lack of medical equity; (d) Among large hospitals, the private ones retain higher PTAMS and equitability, making themselves best choice for residents, which is opposed to the government's purpose of establishing public hospitals; (e) PTAMS of most residents substantially dropped about 4% during the morning peak-hour. However, subway protects PTAMS of nearby residents. This research provides references and suggestions on how to improve residents' PTAMS under the existing public transport network and medical facilities layout.

The spatial and temporal characteristics of the factors influencing metro passenger flow are basic phenomena reflecting the environment-land relationship. Existing studies tend to focus more on the characteristics of metro trips and the static built environment. One of the outstanding contributions of this paper is to expand the scope of the factors influencing the built environment of metro stations and explore the spatial differentiation and pattern characteristics of the static and dynamic environments. This paper provides additional empirical insights into spatiotemporal influencing factors of metro mobility patterns from the dynamic perspective. The results show spatial and temporal heterogeneity between four types of metro stations and their influencing factors. 21.59% of the stations are in in active areas, while the distribution of parking lots has a positive effect on metro passenger flow; 29.55% of the stations belong to integrated residential areas, and the number of residential areas is the dominant factor in such agglomerations; 38.64% of the areas belong to work areas, and such areas have the highest work-related coefficients, but the work variable in the central city has a certain inhibiting effect; 10.23% of the stations are in commercial areas, which are mainly distributed within the central urban area.