Cette étude s’intéresse aux modes de transport terrestre utilisés pour les biens et marchandises dans l’ancienne Égypte. On en dénombre plusieurs, dont les plus importants sont la palanche, la barre de portage, le traîneau, et le transport à dos d’âne. Cette recherche s’appuie principalement sur des ressources documentaires iconographiques et plastiques, provenant de mastabas et d’hypogées datés de l’Ancien et du Moyen Empire. Elle a pour enjeu de préciser les conditions d’utilisation des différents modes de transport, tant sur un plan chronologique, que sociologique, ou topographique. / This study deals with means of land transport used for goods and merchandises in ancient Egypt. We can count a few, among which the most important are yoke, carrying pole, sledge and donkeys. This research is mainly based on iconographic and sculptural documentary resources from mastabas and hypogea dating from the Old and Middle Kingdom. Its main concern is to explain the conditions of use of the different means of land transport, on a chronological, sociological as well as on a topographical level.

The main objective of this thesis is to map traffic conditions in Hradec Králové and Pardubice region. The main attention is paid not only to transport in these two east-capitals, but especially transport between them. The theoretical part focuses on clarifying basic concepts closely related to the issue of transport and the characteristics of transport modes and means of transport across the Czech Republic. The practical part is focused directly on the two cities, the analysis of public transport and traffic between them. The work also includes a short questionnaire on transport between Hradec Králové and Pardubice.

O Rio Grande do Sul possui um grande potencial para a navegação interior devido à extensão de sua rede hidrográfica de quase 2200 km, sendo 930 km navegáveis. Aliado a isto, na última década o estado apresentou um crescimento econômico em relação ao Produto Interno Bruto (PIB) de 167,2 %, segundo a Fundação de Economia e Estatística/RS. Mesmo com estas condicionantes favoráveis constata-se que o modelo atual da estrutura logística da movimentação de cargas continua a não privilegiar o setor hidroviário interior. Tendo em vista estes aspectos, esta dissertação apresenta um estudo cujos objetivos são: (i) identificar a representatividade do modal hidroviário interior em relação à movimentação de cargas, destinadas à exportação e importação, da metade norte do Rio Grande do Sul aos principais terminais privados hidroviários e ao porto público, localizados na cidade de Rio Grande; (ii) comparar o modal hidroviário com seus principais concorrentes, os modais rodoviário e ferroviário e (iii) avaliar o impacto econômico da adoção do calado sazonal. Para a comparação dos modais foram escolhidos três parâmetros que estabelecem custos em relação à tonelada quilometro transportada, são eles: custo médio de operação; custo despendido com combustíveis; e custos sociais. Após as informações coletadas foram processadas e analisadas, possibilitando identificar os custos gerados por cada modal. Na comparação destaca-se que o custo dos modais rodoviário e ferroviário são respectivamente 1541% e 405% maior do que o hidroviário interior e que a carga movimentada pelos três modais, em 2011, representou um custo total de R$ 1,79 bilhões, ou seja, 0,65% do PIB estadual. Na avaliação da adoção do calado sazonal foi estudado o possível ganho em termos de capacidade de transporte de cargas e a redução de custos gerada pela utilização do transporte hidroviário interior, no Rio Grande do Sul, decorrentes da possível implantação da permissividade de um calado sazonal, em função da variação histórica dos níveis de água, verificados através das curvas de permanências em nove estações pluviométricas localizadas na Laguna dos Patos e no Lago Guaíba. Constatou-se que a adoção do calado sazonal, no ano de 2011, teria um impacto de redução de custos de transporte na ordem de R$ 40,7 milhões, considerando a migração do modal rodoviário para o hidroviário e de R$ 10,1 milhões se fosse considerado a migração do modal ferroviário para o hidroviário. / The state of Rio Grande do Sul (RS), in Brazil, has a significant potential for internal navigation due to the extent of its drainage network of almost 2,200 km, of which 930 km are navigable. Allied to this, in the last decade the state had an economic growth in relation to Gross Domestic Product (GDP) of 167.2%, according to the Foundation of Economics and Statistics/RS. Even with these favorable conditions it appears that the current model of logistic structure of shipment continues to not emphasis on the internal waterway sector. Considering these aspects, this dissertation presents a study whose objectives are: (i) identify the representativeness of the interior waterways in relation to handling, for export and import, the northern half of Rio Grande do Sul to the main private terminals waterway and the public port, located in the city of Rio Grande , (ii) compare the waterways with its main competitors, the road and rail modes, and (iii) evaluate the economic impact of the adoption of the draft season. To compare the modals, three parameters that establish costs in relation to the tone kilometers transported were chosen, they are: average cost of operation, cost spent on fuel, and social costs. After the data were processed and analyzed, it was possible to identify the costs generated by each mode. In comparison it is emphasized that the cost of road and rail modes are respectively 405% and 1541% higher than the inland waterway and the shipment handled by the three modes, in 2011, represented a total cost of R$1.79 billion, i.e. 0.65% of the state GDP. In assessing the adoption of the draft seasonal possible gain was studied in terms of load carrying capacity and reducing costs generated by the use of inland waterway transport, in Rio Grande do Sul, from the possible deployment of the permittivity of a quiet season in function of the historical variation in water levels, checked through the curves stays in nine rainfall stations located in the Patos Lagoon and Lake Guaiba. It was found that the adoption of the draft season , in 2011, would have an impact of reducing transport costs in the order of R$40.7 million, considering the migration from road transport to waterways and R$10.1 million if found migrating the railroad to the waterway.

O Rio Grande do Sul possui um grande potencial para a navegação interior devido à extensão de sua rede hidrográfica de quase 2200 km, sendo 930 km navegáveis. Aliado a isto, na última década o estado apresentou um crescimento econômico em relação ao Produto Interno Bruto (PIB) de 167,2 %, segundo a Fundação de Economia e Estatística/RS. Mesmo com estas condicionantes favoráveis constata-se que o modelo atual da estrutura logística da movimentação de cargas continua a não privilegiar o setor hidroviário interior. Tendo em vista estes aspectos, esta dissertação apresenta um estudo cujos objetivos são: (i) identificar a representatividade do modal hidroviário interior em relação à movimentação de cargas, destinadas à exportação e importação, da metade norte do Rio Grande do Sul aos principais terminais privados hidroviários e ao porto público, localizados na cidade de Rio Grande; (ii) comparar o modal hidroviário com seus principais concorrentes, os modais rodoviário e ferroviário e (iii) avaliar o impacto econômico da adoção do calado sazonal. Para a comparação dos modais foram escolhidos três parâmetros que estabelecem custos em relação à tonelada quilometro transportada, são eles: custo médio de operação; custo despendido com combustíveis; e custos sociais. Após as informações coletadas foram processadas e analisadas, possibilitando identificar os custos gerados por cada modal. Na comparação destaca-se que o custo dos modais rodoviário e ferroviário são respectivamente 1541% e 405% maior do que o hidroviário interior e que a carga movimentada pelos três modais, em 2011, representou um custo total de R$ 1,79 bilhões, ou seja, 0,65% do PIB estadual. Na avaliação da adoção do calado sazonal foi estudado o possível ganho em termos de capacidade de transporte de cargas e a redução de custos gerada pela utilização do transporte hidroviário interior, no Rio Grande do Sul, decorrentes da possível implantação da permissividade de um calado sazonal, em função da variação histórica dos níveis de água, verificados através das curvas de permanências em nove estações pluviométricas localizadas na Laguna dos Patos e no Lago Guaíba. Constatou-se que a adoção do calado sazonal, no ano de 2011, teria um impacto de redução de custos de transporte na ordem de R$ 40,7 milhões, considerando a migração do modal rodoviário para o hidroviário e de R$ 10,1 milhões se fosse considerado a migração do modal ferroviário para o hidroviário. / The state of Rio Grande do Sul (RS), in Brazil, has a significant potential for internal navigation due to the extent of its drainage network of almost 2,200 km, of which 930 km are navigable. Allied to this, in the last decade the state had an economic growth in relation to Gross Domestic Product (GDP) of 167.2%, according to the Foundation of Economics and Statistics/RS. Even with these favorable conditions it appears that the current model of logistic structure of shipment continues to not emphasis on the internal waterway sector. Considering these aspects, this dissertation presents a study whose objectives are: (i) identify the representativeness of the interior waterways in relation to handling, for export and import, the northern half of Rio Grande do Sul to the main private terminals waterway and the public port, located in the city of Rio Grande , (ii) compare the waterways with its main competitors, the road and rail modes, and (iii) evaluate the economic impact of the adoption of the draft season. To compare the modals, three parameters that establish costs in relation to the tone kilometers transported were chosen, they are: average cost of operation, cost spent on fuel, and social costs. After the data were processed and analyzed, it was possible to identify the costs generated by each mode. In comparison it is emphasized that the cost of road and rail modes are respectively 405% and 1541% higher than the inland waterway and the shipment handled by the three modes, in 2011, represented a total cost of R$1.79 billion, i.e. 0.65% of the state GDP. In assessing the adoption of the draft seasonal possible gain was studied in terms of load carrying capacity and reducing costs generated by the use of inland waterway transport, in Rio Grande do Sul, from the possible deployment of the permittivity of a quiet season in function of the historical variation in water levels, checked through the curves stays in nine rainfall stations located in the Patos Lagoon and Lake Guaiba. It was found that the adoption of the draft season , in 2011, would have an impact of reducing transport costs in the order of R$40.7 million, considering the migration from road transport to waterways and R$10.1 million if found migrating the railroad to the waterway.

O Rio Grande do Sul possui um grande potencial para a navegação interior devido à extensão de sua rede hidrográfica de quase 2200 km, sendo 930 km navegáveis. Aliado a isto, na última década o estado apresentou um crescimento econômico em relação ao Produto Interno Bruto (PIB) de 167,2 %, segundo a Fundação de Economia e Estatística/RS. Mesmo com estas condicionantes favoráveis constata-se que o modelo atual da estrutura logística da movimentação de cargas continua a não privilegiar o setor hidroviário interior. Tendo em vista estes aspectos, esta dissertação apresenta um estudo cujos objetivos são: (i) identificar a representatividade do modal hidroviário interior em relação à movimentação de cargas, destinadas à exportação e importação, da metade norte do Rio Grande do Sul aos principais terminais privados hidroviários e ao porto público, localizados na cidade de Rio Grande; (ii) comparar o modal hidroviário com seus principais concorrentes, os modais rodoviário e ferroviário e (iii) avaliar o impacto econômico da adoção do calado sazonal. Para a comparação dos modais foram escolhidos três parâmetros que estabelecem custos em relação à tonelada quilometro transportada, são eles: custo médio de operação; custo despendido com combustíveis; e custos sociais. Após as informações coletadas foram processadas e analisadas, possibilitando identificar os custos gerados por cada modal. Na comparação destaca-se que o custo dos modais rodoviário e ferroviário são respectivamente 1541% e 405% maior do que o hidroviário interior e que a carga movimentada pelos três modais, em 2011, representou um custo total de R$ 1,79 bilhões, ou seja, 0,65% do PIB estadual. Na avaliação da adoção do calado sazonal foi estudado o possível ganho em termos de capacidade de transporte de cargas e a redução de custos gerada pela utilização do transporte hidroviário interior, no Rio Grande do Sul, decorrentes da possível implantação da permissividade de um calado sazonal, em função da variação histórica dos níveis de água, verificados através das curvas de permanências em nove estações pluviométricas localizadas na Laguna dos Patos e no Lago Guaíba. Constatou-se que a adoção do calado sazonal, no ano de 2011, teria um impacto de redução de custos de transporte na ordem de R$ 40,7 milhões, considerando a migração do modal rodoviário para o hidroviário e de R$ 10,1 milhões se fosse considerado a migração do modal ferroviário para o hidroviário. / The state of Rio Grande do Sul (RS), in Brazil, has a significant potential for internal navigation due to the extent of its drainage network of almost 2,200 km, of which 930 km are navigable. Allied to this, in the last decade the state had an economic growth in relation to Gross Domestic Product (GDP) of 167.2%, according to the Foundation of Economics and Statistics/RS. Even with these favorable conditions it appears that the current model of logistic structure of shipment continues to not emphasis on the internal waterway sector. Considering these aspects, this dissertation presents a study whose objectives are: (i) identify the representativeness of the interior waterways in relation to handling, for export and import, the northern half of Rio Grande do Sul to the main private terminals waterway and the public port, located in the city of Rio Grande , (ii) compare the waterways with its main competitors, the road and rail modes, and (iii) evaluate the economic impact of the adoption of the draft season. To compare the modals, three parameters that establish costs in relation to the tone kilometers transported were chosen, they are: average cost of operation, cost spent on fuel, and social costs. After the data were processed and analyzed, it was possible to identify the costs generated by each mode. In comparison it is emphasized that the cost of road and rail modes are respectively 405% and 1541% higher than the inland waterway and the shipment handled by the three modes, in 2011, represented a total cost of R$1.79 billion, i.e. 0.65% of the state GDP. In assessing the adoption of the draft seasonal possible gain was studied in terms of load carrying capacity and reducing costs generated by the use of inland waterway transport, in Rio Grande do Sul, from the possible deployment of the permittivity of a quiet season in function of the historical variation in water levels, checked through the curves stays in nine rainfall stations located in the Patos Lagoon and Lake Guaiba. It was found that the adoption of the draft season , in 2011, would have an impact of reducing transport costs in the order of R$40.7 million, considering the migration from road transport to waterways and R$10.1 million if found migrating the railroad to the waterway.

L'activité physique a un impact important sur la santé populationnelle, et les comportements de transport constituent une partie substantielle de l'activité physique totale. Ce travail de thèse a pour objectif d'améliorer les mesures de l'activité physique liées au transport et d'utiliser ces nouvelles mesures dans des études de cas empirique sur l'activité physique liée au transport des adultes âgés de 35 à 83 ans résidant en Ile-de-France. Méthodes: Des données GPS et d'accéléromètre ont été collectée dans le cadre de " RECORD étude GPS " pour 236 participants. L'Enquête Globale Transport a recueilli des données sur une population de 21332 participants sur une période d'un jour. Les méthodes statistiques utilisées incluent Random Forests, des régressions binomiales négatives; et des systèmes d'information géographique. Résultats Les unités de temps plus courtes ont donné lieu à des estimations d'activité physique beaucoup plus importantes. Nous avons observé 18,9 min T-APMV par jour en moyenne dans cet échantillon représentatif de l'Ile-de -France. Les participants ayant un niveau d'éducation plus élevé ont plus de T-APMV que les participants moins instruits. Les personnes ayant un revenu du ménage plus élevé ont moins T-APMV par jour. Conclusion Ce travail renforce les recommandations de la littérature d'une harmonisation plus poussée des indicateurs de l'activité physique basés sur l'accéléromètre. Des interventions concernant les modes de transport peuvent avoir un effet important sur l'activité physique. / Background Physical activity has an important impact on various health outcomes, and transport accounts for a substantial part of total physical activity. This PhD work aimed to improve measures of transport-related physical activity and to report empirical findings on the transport-related physical activity of adults aged 35 to 83 years living in Ile-de-France. Methods The RECORD GPS Study collected GPS and accelerometer data for 236 participants over a 7-day period, resulting in the observation of 7425 trips. The Enquête Globale Transport) collected data over one day, resulting in the observation of 82084 trips for 21332 participants. The methods used include random forest prediction models, geographical information systems, and negative binomial regressions. Results Shorter epochs (time units) resulted in considerably larger estimates of moderate-to-vigorous physical activity MVPA. This finding supports calls from the literature for further harmonization of accelerometer-based indicators of physical activity. We observed an average 18.9 minutes of daily T-MVPA (95% confidence interval: 18.6; 19.2 minutes). Participants with a higher level of education did more T-MVPA than their less educated counterparts. In contrast, people with a higher household income did less T-MVPA per day. Conclusion This PhD work was the first study to combine a very detailed dataset - including GPS, accelerometer, and mobility behaviour data - and a large-scale transport survey. Transport interventions could have an important impact on physical activity for this population.

Orientador: Gustavo Garcia Manzato / Resumo: O trabalho apresentado teve como objetivo principal avaliar as relações entre características espaciais das cidades e a resiliência em relação à mobilidade urbana, considerando os diferentes portes de municípios, em um estudo aplicado para o estado de São Paulo. Para atingir tal objetivo, foi proposto o desenvolvimento de um método de avaliação da resiliência na mobilidade urbana considerando viagens não motorizadas (caminhada e bicicleta), utilizando como inovação a Grade Estatística do IBGE. Em geral, para o modo a pé foi observado que cerca de 46% dos municípios analisados seriam totalmente resilientes, sendo que esta proporção é composta pelos munícipios de menor porte. Já os municípios que apresentaram uma baixa resiliência compreendem aproximadamente 11% do total de municípios e são caracterizados por aqueles de maior porte e mais populosos do estado. Para o modo bicicleta a situação é diferente, nota-se que apenas os municípios de São Paulo e Ilhabela apresentam baixa resiliência. Além disso, é observado que 91% dos municípios são totalmente resilientes em relação a esse modo de deslocamento. A partir dos resultados do método, buscou-se relacionar essa resiliência com métricas espaciais das cidades por meio de índices de forma urbana, a saber: Densidade, Concentração, Agrupamento e Centralidade. Dessa maneira, concluiu-se que a Densidade Domiciliar é o parâmetro que mais se destaca, uma vez que quanto maior o porte do município, maior foi o valor observado para essa mé... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: The objective of this work was to evaluate the relationship between spatial characteristics of cities and the resilience in urban mobility, considering the different sizes of the municipalities, in a study applied to the state of São Paulo. To achieve this objective, we proposed the development of a method for assessing the resilience in urban mobility considering non-motorized trips (walking and cycling), using the Statistical Grid of the Brazilian Institute of Geography and Statistics as an innovation. In general, for walking, we observed that around 46% of the municipalities would be totally resilient, and this proportion corresponds to the smaller municipalities. On the other hand, the municipalities that show a lower resilience comprise approximately 11% of the total and are characterized by the largest and most populous municipalities in the state. For cycling the situation is different. We noted that only the municipalities of São Paulo and Ilhabela present a low resilience rate. In addition, we observed that 91% of the municipalities are totally resilient to this travel mode. In turn, we sought to establish a relationship between this resilience with spatial metrics of the cities through urban form indexes: Density, Concentration, Clustering and Centrality. Thus, we concluded that the household density is the parameter that stands out the most, since the larger the size of the municipality, the higher the value for this metric. For the other metrics (Concentration, Cl... (Complete abstract click electronic access below) / Mestre

Detta uppsatsarbete syftade till att undersöka ifall allmänheten upplevde att Covid-19-pandemin har lett till ändrade beteenden vad gäller pendlings- och resvanor samt att utforska ifall det finns vissa färdsätt som har fått en ändrad betydelse för allmänheten i stort. Tidigare forskning om resvanor som genomförts under Covid-19-pandemins gång visar underlag och stöd för ändrade resvanor i dagsläget i kontrast med resvanor som de såg ut före pandemins utbrott med fokus på effekterna som pandemins restriktioner och rekommendationer har medfört. En utgångspunkt i detta forskningsområdet berör den omställning som många människor har fått göra till att i någon grad utföra sina vardagssysselsättningar digitalt och på distans som följd av pandemin och hur denna omställning har påverkat människors resvanor. Samtidigt indikerar tidigare forskning även att andra aspekter av människors resvanor har ändrats som följd av pandemin såsom en observerad tendens att undvika kollektivtrafik, att genomföra färre besök till exempelvis butiker under pandemiförhållanden och att man i allt större utsträckning väljer alternativa färdsätt för att undvika just kollektivtrafiken och folksamlingar. Slutsatsen som dras från både resultaten av uppsatsarbetets enkätstudie och arbetets litteraturstudie är att en majoritet av allmänheten upplever att de har utvecklat nya vanor och beteenden kring resor i vardagen samtidigt som många även upplever att kollektivtrafiken som färdsätt har fått en annan betydelse för dem under pandemins gång. / The purpose of this paper was to investigate whether the general public felt that the Covid-19 pandemic had led to altered behaviors regarding commuting and travel habits while also seeking to explore whether there are certain modes of transport that have gained a different meaning to the general public. Previous research on travel habits conducted during the Covid-19 pandemic provides a basis in regards to potentially investigating differing travel habits as they are perceived today in contrast with how travel habits were perceived before the pandemic outbreak, while also focusing on the effects of pandemic restrictions and recommendations. A starting point in this research area includes the adjustments that many people have taken on to carry out their everyday activities both virtually and remotely to varying degrees as a result of the pandemic, while also striving to understand how this change has affected people's travel habits. Meanwhile, previous research also indicates that other aspects of people's travel habits have changed as a result of the pandemic, such as an observed tendency to avoid public transport, to carry out fewer unnecessary outings to shops during the pandemic and to increasingly choose alternative modes of transport in order to avoid public transport and potential crowds. The conclusions drawn from both the results of this paper’s survey study and the accompanying literature study is that a majority of the public feel that they have developed new habits and behaviors in relation to everyday travel while this same majority also feels that public transport as a mode of transport has acquired a different meaning for them during the pandemic.

Den allmänna fysiska aktiviteten har stadigt minskat i stora delar av världen. Aktiva skoltransporter, till vilka gång och cykel räknas, visar på en liknande trend. Samtidigt kan fysisk aktivitet bland annat motverka olika former av cancer, hjärt- och kärlsjukdomar samt fetma och övervikt. Det har visats att det finns ett samband mellan socioekonomiska variabler och grad av fysisk aktivitet. Socioekonomi kan således vara en viktig påverkande faktor i frågan om hälsa och välbefinnande, både för vuxna och barn. Statistiska analyser, i kombination med geografisk metodik och rumslig analys är användbart när ojämlikhet studeras då socioekonomiska skillnader ofta är platsbunden och hänger samman med den byggda miljön. Studien visar att en nätverksanalys tillsammans med en friktionsekvation kan användas i arbetet med förändringar av den fysiska miljön för att skapa säkrare vägar där barn och vuxna vill gå och cykla till skola, arbete och fritidsaktiviteter. Verktyget som arbetats fram i studien kan exempelvis vara användbart för kommuner, länsstyrelser och stadsplanerare i arbetet för att främja en mer aktiv livsstil. Fokus ligger i första hand på att underlätta samhällsplaneringsarbete i syfte att gynna användandet av aktiva transportsätt för barn och ungdomar. Vidare visar studien att barn från familjer med högre inkomst tenderar att transportera sig med bil framför aktiva transportsätt. Även gällande vårdnadshavarnas födelseland och utbildningsnivå syns skillnader i val av transportsätt. Rörande utbildningsnivå finns indikationer på att aktiva transportsätt väljs bort när utbildningsnivån ökar. Angående födelseland verkar barn vars vårdnadshavare är födda utanför Europa välja bort bilen och istället använda sig av aktiva transportsätt, vilket är det motsatta gällande barn vars vårdnadshavare är födda i Sverige. Kopplingen mellan socioekonomiska faktorer och transportsätt förefaller vara förknippad till resurser i Stockholms kommun. Studien visar på hur en harmonisering mellan olika aktörer såsom forskare, myndigheter och kommuner skulle kunna leda till förbättrade förutsättningar för aktiva transporter och i förlängningen till ett mer hållbart samhälle ur ett socialt, ekonomiskt och miljömässigt perspektiv. / General physical activity has steadily declined in large parts of the world, concurrently active school transport, e.g. walking and cycling, shows a similar trend. The decrease in the amount of physical activity is urgent since it can counteract various forms of cancer, cardiovascular disease as well as obesity. It has been shown that there is a relationship between socioeconomic variables and degree of physical activity. Socioeconomics can thus be an important influencing factor regarding health and well-being, both for adults and children. Statistical analysis, in combination with geographical methodology and spatial analysis, is useful when studying inequality as socio-economic differences often are local and related to the built environment. The study shows that a network analysis together with a friction equation can be used in the work of changing the physical environment to create safer roads where children and adults want to walk and cycle to school, work and leisure activities. The tool developed in the study can be useful for municipalities, county councils and city planners in their work to promote a more active lifestyle. The focus is primarily on facilitating community planning work with the aim of promoting the use of active modes of transport for children and adolescents. Furthermore, the study shows that children from families with higher incomes tend to transport themselves by car over active modes of transport. Differences in the choice of mode of transport are also apparent regarding the country of birth and the level of education. Regarding education level there are indications that active modes of transport are neglected when the education level increases. Concerning the country of birth, children whose guardians are born outside Europe appear not to use the car as a mode of transport, and instead use active modes of transport. On the contrary, children whose guardians are born in Sweden tend to have the car as their primary mode of transport. The connection between socio-economic factors and modes of transport seems to be linked to resources in Stockholm municipality. Moreover, this study shows how a harmonization between different actors such as researchers, authorities and municipalities could lead to improved conditions for active transport and, by extension, to a more sustainable society from a social, economic and environmental perspective.

隨著全球化趨勢以及企業間越加激烈之競爭關係，生產者為滿足消費者之即時需求，即常透過多式運送模式將商品跨國快速遞送。物流服務之涵蓋範圍因而越發廣泛並持續擴展，除了實體之商品配送服務，並完善整合不同運送模式，且將高效率之管理、關務與其他商業活動納入範疇。此種整合型物流服務之出現，除了免除生產者與貿易商物流管理之額外負擔，以利其專注本業外，高品質之物流服務尚可提昇運輸服務業之生產力，同時並增進全球經濟福利之發展。 鑑於物流服務以及供應鏈管理服務均非屬W/120中之獨立部門，WTO會員即以CPC為基礎發展出物流服務清單與相關提案，以期提昇物流服務在市場開放與國民待遇之承諾情形。 本文首先介紹物流服務之貿易實務，概述物流服務之貿易概況、產業趨勢與貿易障礙；其次探討GATS 架構下物流服務之相關規範與會員提案，並分別就相關之GATS條文與會員提案發展為剖析。此外，本文並分析WTO會員就物流服務之現行承諾狀況與新回合之開放情形。最後，本文以物流服務之分類議題、定義議題與相關服務之新回合談判進展為重點，進行深入之分析並嘗試提出可行之解決之道。 / In the wake of globalization and increasingly fierce competition, goods often need to be transported through several countries (by road, rail, air or water) as quickly as possible in order to respond "just in time" to customer demand. Logistics services comprise a wide range of services and are constantly evolving In addition to the physical transportation of goods, based on an optimized combination of available modes of transport, it involves the efficient handling of management, customs and other business matters. The existence of integrated logistics services relieve manufacturers and traders of the burden of logistics management and allow them to focus on their core competencies. High-quality logistics services could also increase the productivity of the transport sector, and improve global economic welfare at the same time. Since neither logistics nor supply chain management is identified as a distinct industry on the W/120, WTO members that rely on the CPC have advocated developing a freight logistics checklist and related proposals in the hope of improving meaningful market access and national treatment commitments for logistics services. The thesis first introduces the practices of trade in logistics services, including the profiles, trends of industrial development, and trade barriers on trade in logistics services. Then the thesis discusses the related regulations and proposals of logistics services under the GATS framework, explaining the related GATS articles for logistics servies and clarifying their influence as well. Besides, the thesis also exam members’ existing commitments and offers on the logistics services. Finally, the thesis focuses on the classification, definition and negotiation issues on the logistics services, analyzing existing difficulties and trying to submit possible solutions.