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As the most dominant maritime transport mode, container transport is deeply embedded in the global supply chain. Therefore, whilst the world economy was hit by COVID-19, container transport was also inevitably affected. To comprehensively assess the impact of COVID-19 on container transport, this research constructed a global container shipping network and applied complex network theory to compare and analyse the changes in shipping network flows, vulnerability and the status of major hub ports before and after COVID-19. Results showed that the impact of COVID-19 on ports and links in the container shipping network was related to its hub-and-spoke structure and regionalisation. Hub ports on the main shipping lanes and long-distance routes across regions were highly vulnerable to pandemic shocks. Nevertheless, the global container shipping network structure was minimally affected by COVID-19, with increased network size and overall accessibility and a more robust network compared with that in the preoutbreak period. The COVID-19 outbreak also led to a significant change in the status of major global hub ports. This research proposes an evaluation framework that considers network flows and topology. The results could support industry management and shipping companies to improve their contingency plans and port strategies. • Nodes and links in the global shipping container network have been severely damaged due to the impact of COVID-19. • The impact of COVID-19 on ports and links is related to network characteristics. • The global container shipping network is no more vulnerable post-COVID-19 than it was before. • Hub ports on the main shipping lanes and long-distance routes are more vulnerable to COVID-19 impacts. • Competition between dual-core hub ports on the main shipping lanes increases. [ABSTRACT FROM AUTHOR]

This paper offers a comprehensive exploration and discussion of the evolution of China's interregional coal trade from a continuous time series perspective. First, structure analysis shows that China's coal trade network (CCTN) has a small-world phenomenon, indicating that a handful of regions own many coal trade partners and a marked majority of regions own a few. Then, we find that the betweenness centrality of the CCTN tends to move to southern regions from northern regions in terms of geographical distribution. Furthermore, according to the calculation by UCINET, the whole network can be clearly divided into 4 subgroups, and the structure of the subgroups indicates that the majority of regions tend to have trade relationships with geographically close regions. And finally, the CCTN is much less vulnerable overall than in the past. However, there is no change in the fact that the removal of only 10 bottleneck nodes can reduce the main cluster to a size representing less than 50% of the original network over the whole period observed, and this should be considered by policy makers. • China's coal trade network (CCTN) has a small-world phenomenon. • The betweenness centrality of the CCTN tends to move to southern regions from northern regions. • CCTN can be clearly divided into 4 subgroups. • CCTN is much less vulnerable overall than in the past. [ABSTRACT FROM AUTHOR]

• The global coal import competition network is tight. • Japan and China have made coal competition on the Asian-Pacific region more drastic. • The competition intensity of European importers is becoming weaker. • Asian countries should make out strategies to decrease the carbon dioxide emission. Until today, the volume and trade relationships of the global coal trade still follow an increasing trend, which adversely affects both the environment and coal supply security. However, whether the possibility exists to change this trend to a decrease in global coal trade competition remains unknown. If this were possible, the volume and relationships of coal trade would gradually decrease. To address this question, this paper applies the complex network model and comprehensively explores the dynamic competitive relationship and intensity among the global coal import trade. At the global level, the results indicate that more competitive relationships regarding coal imports emerge, and the coal import competition network has changed from a core periphery structure to a reticular structure. In addition, the competitive intensity of the global coal trade continues to rise. At the regional level, the role of the Asian-Pacific region, led by Japan and China, in the evolution of this competitive pattern is increasingly becoming prominent. In contrast, the competitive intensity of European importers has declined since 2007. At the national level, Japan bore the greatest competitive pressure among all coal-importing countries from 1998 to 2007, when it was replaced by China. The intensity of competition in China has increased fiercely, from seventh in 2009 to first in 2016. Finally, based on the results, meaningful policy implications are presented. For example, it is recommended that the result of record-high levels of coal competition in Asia should receive more attention, and a more appropriate use of coal should be developed. [ABSTRACT FROM AUTHOR]