(四)航空貨運主提單（英文縮寫為 MAWB）（6 分）

(二)在土壤力學中，當σ1 為最大主應力，σ3 為最小主應力，p = (σ1 + σ3 ) / 2， q = (σ1 - σ3 ) / 2 時，應力施加過程可藉由 p-q 座標系統中之應力路徑 （stress path）表示。對於三軸壓縮試驗過程而言，首先在飽和試體之三 軸向施加相同的圍束應力（亦即 ） ；之後在試體頂、 底兩端施加垂直應力增量 ，直至試體破壞為止。依據上述資料， 試繪製三軸壓縮試驗中兩個不同的應力施加過程之應力路徑。（5 分）

(一)活動物（海關進口稅則第 1 章所屬貨品） （4 分）

(二)行動電話（4 分）

(三)非洲豬瘟（英文縮寫為 ASF）（6 分）

(一) The COVID-19 pandemic has shown the importance of an automated Customs clearance process. Managing the clearance process remotely and digitally can minimize personal contact and thus protect the health of front-line workers supporting trade operations in the logistics chain. Those workers include customs brokers, freight forwarders, transport operators, and Customs officials.（15 分）

(二) There are several methods and criteria for determining the country of origin of an imported goods. Goods naturally occurring in a country are deemed originating as “wholly produced” while processed goods have to undergo a substantial transformation to be originating. The substantial transformation criterion is universally recognized and can be described as a change of tariff classification, a specific value addition or specific manufacturing or processing operations.（15 分）

一、有一圓柱形土壤元素置於三軸試驗之儀器上如下圖所示，土壤之楊氏 係數 E = 50 MPa，柏松比ν = 0.4 。此元素於 xz 面受到-50 kPa 之圍 壓，如土壤之絕對最大剪應力 不能超過 80 kPa，則可施加於 y 方 向之最大軸壓應力 σ y 為何？其對應之最大剪應變 為何？其對應 之 y 方向應變 ε y 為何？（15 分）

二、有一矩形斷面懸臂梁，梁長度 L = 4 m，寬度 b = 40 cm，高度 h = 60 cm。 此梁於自由端受一集中載重 P = 2 MN 如圖所示。請計算出此梁 σx 之 最大張應力值及最大壓應力值。（20 分）

三、有一土壤元素處於平面應變之狀況，此元素於 xy 平面所受之應力如 下圖所示，試求此土壤元素於 xy 平面之最大主軸應力σ1 、最小主軸 應力 σ2 及此二主軸應力對應之角度，並將此二主軸應力繪製 於旋轉至主軸方向之應力元素上。（15 分）  提示：

一、請將下列有關「船舶入級」的英文敘述譯為中文：（20 分） （底線字須寫出正確中文） The objective of ship classification is to verify the structural strength and integrity of essential parts of the ship’s hull and its appendages, and the reliability and function of the propulsion and steering systems, power generation and those other features and auxiliary systems which have been built into the ship in order to maintain essential services on board for the purpose of safe operation of a ship. Classification Societies aim to achieve this objective through the development and application of their own rules and by verifying compliance with international and/or national statutory regulations on behalf of flag Administrations. However, Classification Societies are not guarantors of safety of life or property at sea or the seaworthiness of a vessel because the Classification Society has no control over how a vessel is operated and maintained in between the periodical surveys which it conducts.