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921.
Rooting response in stem cuttings from five species of mangrove trees: effect of auxins and enzyme activities 总被引:2,自引:0,他引:2
An experiment was conducted to optimise rooting in stem cuttings of the mangrove tree species Bruguiera parviflora, Cynometra iripa, Excoecaria agallocha, Heritiera fomes and Thespesia populnea. Cuttings were girdled or non-girdled and treated with the auxins indole-3-acetic acid (IAA), indole-3-butyric acid (IBA)
and naphthalene-acetic acid (NAA) and amylase, IAA-oxidase, peroxidase and polyphenol oxidase activities were measured. The
best rooting performance (in terms of root number) was in stem cuttings of E. agallocha followed by C. iripa and H. fomes when treated with IBA + NAA. IAA and IBA combinations were more effective in T. populnea and B. parvifolia. Variations in rooting response were markedly reflected in amylase, IAA-oxidase, peroxidase and polyphenol oxidase activities.
Sharp increases in amylase and polyphenol-oxidase activities were associated with enhanced rooting in E. agallocha, C. iripa and H. fomes. On the contrary, lowered IAA-oxidase and peroxidase activities favoured rooting in T. populnea and B. parviflora. A higher number of roots occurred in pre-girdled cuttings in comparison to non-girdled cuttings.
Received: 30 March 1999 / Accepted: 6 October 1999 相似文献
922.
Male-male competition ensures honest signaling of male parental ability in the three-spined stickleback (Gasterosteus aculeatus) 总被引:1,自引:0,他引:1
U. Candolin 《Behavioral ecology and sociobiology》2000,49(1):57-61
The importance of socially imposed costs for the evolution and maintenance of honest sexual signals has received less attention
than other costs. Here I show that male-male competition can increase the honesty of sexual signaling in relation to male
parental ability in a species with flexible signaling. When four three-spined stickleback (Gasterosteus aculeatus) males were allowed to court a female first separately and then in competition, red nuptial coloration under competition
reflected male parental ability more accurately than red coloration when separated. Parental ability was determined as the
ability of the male to raise a clutch of eggs to the hatching stage under interaction with other breeding and non-breeding
males. The increased honesty under competition was probably due to subordinate males of poor parental ability decreasing their
color expression under interaction to reduce the risk of fights with superior males. However, socially imposed costs of signaling
were probably not the main factors maintaining honest signaling, as red coloration reflected male parental ability also in
the absence of competition, although less accurately. Nevertheless, the small-scale differences that male-male competition
induced can significantly facilitate adaptive female choice and have large impacts on sexual selection.
Received: 7 July 2000 / Revised: 31 August 2000 / Accepted: 4 September 2000 相似文献
923.
Sebastian U. Senger 《Environmental Sciences Europe》2000,12(4):221-223
Since the increasing awareness of environmental damage, attention has focussed on the problems caused by the extension of car traffic. The number of cars has permanently increased over the years and is predicted to continue in the future. The number of cars registered worldwide already passed the number of 500 million in the year 1988 (OECD, 1995). Two major problems are linked to the increase in car traffic: The air pollution by engine conbustion and the so-called sealing of the ground by pavements. The streets dramatically cut into coherent areas, separate biotopes, animal and plant populations (BBR, 1998). Facts about grund sealing in Germany are presented and compared to those of other OECD-countries. Environmental consequences are discussed. 相似文献
924.
925.
Anat Bernstein Eilon Adar Zeev Ronen Harald Lowag Willibald Stichler Rainer U. Meckenstock 《Journal of contaminant hydrology》2010,111(1-4):25-35
Isotope analysis was used to examine the extent of hexahydro-1,3,5-trinitro-1,3,5-triazine (RDX) biodegradation in groundwater along a ca. 1.35-km contamination plume. Biodegradation was proposed as a natural attenuating remediation method for the contaminated aquifer. By isotope analysis of RDX, the extent of biodegradation was found to reach up to 99.5% of the initial mass at a distance of 1.15–1.35 km down gradient from the contamination sources. A range of first-order biodegradation rates was calculated based on the degradation extents, with average half-life values ranging between 4.4 and 12.8 years for RDX biodegradation in the upper 15 m of the aquifer, assuming purely aerobic biodegradation, and between 10.9 and 31.2 years, assuming purely anaerobic biodegradation. Based on the geochemical data, an aerobic biodegradation pathway was suggested as the dominant attenuation process at the site. The calculated biodegradation rate was correlated with depth, showing decreasing degradation rates in deeper groundwater layers. Exceptionally low first-order kinetic constants were found in a borehole penetrating the bottom of the aquifer, with half life ranging between 85.0 to 161.5 years, assuming purely aerobic biodegradation, and between 207.5 and 394.3 years, assuming purely anaerobic biodegradation.The study showed that stable isotope fractionation analysis is a suitable tool to detect biodegradation of RDX in the environment. Our findings clearly indicated that RDX is naturally biodegraded in the contaminated aquifer. To the best of our knowledge, this is the first reported use of RDX isotope analysis to quantify its biodegradation in contaminated aquifers. 相似文献
926.
Keogh Diane U. Kelly Joe Mengersen Kerrie Jayaratne Rohan Ferreira Luis Morawska Lidia 《Environmental science and pollution research international》2010,17(3):724-739
Background, aim and scope
Urban motor vehicle fleets are a major source of particulate matter pollution, especially of ultrafine particles (diameters < 0.1 μm), and exposure to particulate matter has known serious health effects. A considerable body of literature is available on vehicle particle emission factors derived using a wide range of different measurement methods for different particle sizes, conducted in different parts of the world. Therefore, the choice as to which are the most suitable particle emission factors to use in transport modelling and health impact assessments presented as a very difficult task. The aim of this study was to derive a comprehensive set of tailpipe particle emission factors for different vehicle and road type combinations, covering the full size range of particles emitted, which are suitable for modelling urban fleet emissions. 相似文献927.
Transport impacts on atmosphere and climate: Aviation 总被引:1,自引:0,他引:1
D.S. Lee G. Pitari V. Grewe K. Gierens J.E. Penner A. Petzold M.J. Prather U. Schumann A. Bais T. Berntsen D. Iachetti L.L. Lim R. Sausen 《Atmospheric environment (Oxford, England : 1994)》2010,44(37):4678-4734
Aviation alters the composition of the atmosphere globally and can thus drive climate change and ozone depletion. The last major international assessment of these impacts was made by the Intergovernmental Panel on Climate Change (IPCC) in 1999. Here, a comprehensive updated assessment of aviation is provided. Scientific advances since the 1999 assessment have reduced key uncertainties, sharpening the quantitative evaluation, yet the basic conclusions remain the same. The climate impact of aviation is driven by long-term impacts from CO2 emissions and shorter-term impacts from non-CO2 emissions and effects, which include the emissions of water vapour, particles and nitrogen oxides (NOx). The present-day radiative forcing from aviation (2005) is estimated to be 55 mW m?2 (excluding cirrus cloud enhancement), which represents some 3.5% (range 1.3–10%, 90% likelihood range) of current anthropogenic forcing, or 78 mW m?2 including cirrus cloud enhancement, representing 4.9% of current forcing (range 2–14%, 90% likelihood range). According to two SRES-compatible scenarios, future forcings may increase by factors of 3–4 over 2000 levels, in 2050. The effects of aviation emissions of CO2 on global mean surface temperature last for many hundreds of years (in common with other sources), whilst its non-CO2 effects on temperature last for decades. Much progress has been made in the last ten years on characterizing emissions, although major uncertainties remain over the nature of particles. Emissions of NOx result in production of ozone, a climate warming gas, and the reduction of ambient methane (a cooling effect) although the overall balance is warming, based upon current understanding. These NOx emissions from current subsonic aviation do not appear to deplete stratospheric ozone. Despite the progress made on modelling aviation's impacts on tropospheric chemistry, there remains a significant spread in model results. The knowledge of aviation's impacts on cloudiness has also improved: a limited number of studies have demonstrated an increase in cirrus cloud attributable to aviation although the magnitude varies: however, these trend analyses may be impacted by satellite artefacts. The effect of aviation particles on clouds (with and without contrails) may give rise to either a positive forcing or a negative forcing: the modelling and the underlying processes are highly uncertain, although the overall effect of contrails and enhanced cloudiness is considered to be a positive forcing and could be substantial, compared with other effects. The debate over quantification of aviation impacts has also progressed towards studying potential mitigation and the technological and atmospheric tradeoffs. Current studies are still relatively immature and more work is required to determine optimal technological development paths, which is an aspect that atmospheric science has much to contribute. In terms of alternative fuels, liquid hydrogen represents a possibility and may reduce some of aviation's impacts on climate if the fuel is produced in a carbon-neutral way: such fuel is unlikely to be utilized until a ‘hydrogen economy’ develops. The introduction of biofuels as a means of reducing CO2 impacts represents a future possibility. However, even over and above land-use concerns and greenhouse gas budget issues, aviation fuels require strict adherence to safety standards and thus require extra processing compared with biofuels destined for other sectors, where the uptake of such fuel may be more beneficial in the first instance. 相似文献
928.
929.
Numerical modelling of multiphase flow is an essential tool to ensure the viability of long-term and safe CO2 storage in geological formations. Uncertainties arising from the heterogeneity of the formation and lack of knowledge of formation properties need to be assessed in order to create a model that can reproduce the data available from monitoring. In this study, we investigated the impact of unknown spatial variability in the petrophysical properties within a sandy channel facies of a fluviatile storage formation using stochastic methods in a Monte Carlo approach. The stochastic method has been applied to the Ketzin test site (CO2SINK), and demonstrates that the deterministic homogeneous model satisfactorily predicts the first CO2 arrival time at the Ketzin site. The equivalent permeability was adjusted to the injection pressure and is in good agreement with the hydraulic test. It has been shown that with increasing small-scale heterogeneity, the sharpness of the CO2 front decreases and a greater volume of the reservoir is affected, which is also seen in an increased amount of dissolved CO2. Increased anisotropy creates fingering effects, which result in higher probabilities for earlier arrival times. Generally, injectivity decreases with increasing heterogeneity. 相似文献
930.
Road runoff is a major source of environmental pollution, significantly threatening nearby aquatic habitats. Chemical analyses indicate high pollutant concentrations in the road’s “first flush”, but bioassays are more advantageous for addressing the cumulative effects of the numerous pollutants within the runoff. We used Bufo viridis embryos and larvae to assess the toxicity of road runoff from two major highways in Israel. We show, for the first time, that exposure to midseason runoff not only has an adverse effect on growth and development rates of B. viridis larvae but can also lead to increased rates of morphological deformations. Seasonal first flushes, despite having higher metal concentrations, did not adversely affect the toad larvae, apparently due to a counter effect of organic matter that potentially served as a supplementary energy resource. Road runoff can be a major cause for a qualitative decrease in the quality of aquatic habitats threatening amphibians in Israel. 相似文献