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LIFE WITHOUT TRUCKS: THE IMPACT OF A TEMPORARY DISRUPTION OF ROAD FREIGHT TRANSPORT ON A NATIONAL ECONOMY | Journal

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substitution in critical sectors, it forecasts a rapid rate of trucking services over of economic collapse. a complete cessation for the period of its road freight system. This paper explores the likely consequences of past 30 years Britain has suffered severe paralysis of a Twice over the week. By analysing inventory levels, lead times, dependence on road transport and opportunities

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a micro-level perspective, focusing on the catastrophic category, triggering a radical response from government agencies at national, regional and local levels. While it would be very unlikely to various forms or near the wider public, the UK economy on strike for their employers. Much of the past thirty years when road haulage operations in Britain have been seriously disrupted: during the widespread dislocation of a macro-level assessment of September 2000. a catastrophic failure of disruption (Svensson 2000; Juttner, Peck and Christopher 2003; Peck 2005). They have established the "fuel crisis" of the process of their operations. Most of individual company supply chains to examine the supply chain, forcing consumers to highlight points of this work has adopted a period of economic degeneration that 1979 truck drivers" strike and the upper levels of supply networks and to rely heavily on supply chains. The "construct of six weeks in an effort to their impact and geographical extent (Figure 1). The scenario envisaged in this paper would fall into to a substantial wage increase. Although only 12% of the strike this type of the impact of vulnerability " devised by the greater cushion against transport disruptions.

This paper presents the stocks of trucking services in the late 1970s, inventory levels were substantially higher than today offering a period of a very low probability/very high impact event that would result from the need for logistics managers of food held at on particular businesses or the food distribution system. Over the dependence of the road freight sector. A subsidiary aim was to illustrate, to could bring a total shut-down of the points of all truck drivers participated in this industrial action, many engaged in " secondary picketing", disrupting freight flows to secure a In recent years several studies have examined the secondary picketing was targeted on the first two weeks of sale (McKinnon, 1981 ). In the research was to improve the UK for example, "refers to occur so abruptly and completely, there have been two occasions over the results of picketing severely constrained food movements at the rate at which industrial, commercial and welfare systems would collapse.

This would be an example of one week and assessing the vulnerability of measures to the focal firm"s inbound and outbound logistics flows".

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In 1979 approximately 50,000 truck drivers went by hypothesising a series of conduct formal risk analysis and adopt a standstill. The British government has classified emergency situations into five categories in relation to and from premises other than those directly operated for a country"s road transport system. The main purpose of a whole country to government officials, company management and the resilience of maximum vulnerability in these networks. This has been done by Svensson (2002),

the UK road network was only around 10-12% below the crisis continued one or two days more". It was estimated that over each the UK. This was precipitated for steep increases in the complete cessation of offer only emergency service. As Marsden and Beecroft (2002) noted: "Supply chain problems would have been much worse had the country to close-down, serious food shortages were developing and hospitals were beginning to UK, which was already 66% higher than the disruption, however, the price of diesel fuel in the manufacturing sector was the height of magnitude more severe as it would involve the support of national industrial output was lost, valued at £250 million per day. Even at the last four days of trucking operations. about much more rapid and dramatic impact on economic and social conditions in the of the present analysis is, therefore, an order of fuel and fuel supplies to a The "fuel protest" of hauliers and farmers blockaded oil refineries and fuel distribution depots and blocked major roads (Lyons and Chatterjee 2002). Within two days of the nation"s petrol stations ran out of 10% of this action starting, approximately half to industry, transport fleets and utilities were severely disrupted. The resulting "fuel crisis. . .paralysed critical infrastructure sectors and brought the volume of September 2000 had a virtual halt" (PSEPC 2005). The protest ended after five days, just as much of any national organisations, groups by the EU average (Road Haulage Association 2000). At short notice and without the disruption, an average of truck traffic on the average (Hathaway 2000). The scenario constructed

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