## 1 Introduction  
As demand for logistics in cities has increased sharply in recent years, the traditional means of transportation cannot fulfill the increasing demand that produces many negative externalities, such as excessive resource consumption, environmental pollution, and traffic congestion [1]. These factors significantly affect the quality of life and sustainable development of the urban economy. According to data released by the China Federation of Logistics and Purchasing, there was a consistent year-on-year increase in the total cost of social logistics in China from 2006 to 2016. In 2018, the total cost of social logistics amounted to 36.22 trillion euros, representing an almost fivefold increase compared to 2006 [2]. As the scarcity of urban land has become increasingly severe, this problem cannot be alleviated by building new roads on the ground. Hence, a new concept of \"utilizing the underground space of the city\" has been proposed--using underground pipelines to transport goods automatically [3]. This means a transport network consisting of a dedicated set of underground nodes and tunnels that connects the urban logistics centers of cities. This network has been put on the development agenda in several regions of the world [4,5]. Underground logistics networks are recognized as an advanced, intelligent means of transportation, which can not only improve the service level of the logistics network and reduce energy consumption and environmental pollution but also alleviate the impact of natural disasters [6; 7]. This means of transportation integrates subterranean transport pipelines, tunnels, and storage facilities. The primary objective is to optimize the utilization of underground spaces, striving for more efficient and sustainable cargo transportation and logistical services. This, in turn, supports the broader goal of fostering sustainable economic development. Currently, some key technologies, such as automatic transportation and tunnel construction, are gradually maturing [8]. Additionally, several pilot projects and engineering practices are underway [9]. In the meantime, there are some studies that systematically discuss the design of an underground logistics network, especially in terms of system planning. For example, planning the layout of underground pipelines and nodes to achieve higher network efficiency and resilience is a significant problem. Currently, several studies on underground logistics networks only focus on minimizing construction costs and maximizing utilization. For example, some layouts of underground logistics networks or subway systems can be planned to meet the goal of minimum construction costs [10; 11]. In addition, the layout planning of underground logistics networks also considers the impact of other factors, such as drainage and track systems [12]. However, studies that focus on this aspect of resilience are scarce. It is necessary to consider whether the construction of an underground logistics network can improve the resilience of a system when facing disasters. The resilience of a network typically refers to its ability to resist and recover from disasters. It is an important indicator of sustainability and can be divided into two types: structural resilience (network topology) and performance resilience (network operation level). Current research on network resilience primarily involves the ground transportation network and has very little to do with the logistics network, especially with the underground logistics network. Moreover, most studies have focused on network structural resilience. For example, studies have used the average shortest circuit length and three node degrees as efficiency indicators, the maximum subgraph concentration as connectivity indicators, and the number of shortest circuits as resilience indicators [13]. Few studies have been conducted on performance resilience. The most typical research uses the average satisfaction rate of origin-destination (OD) pairs as an index to evaluate network performance resilience [14].