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61.
Ambient measurements of hydrocarbons, carbon monoxide and nitrogen oxides from three mega-cities (Beijing, Mexico City, Tokyo) are compared with similar measurements from US cities in the mid-1980s and the early 2000s. The common hydrocarbon pattern seen in all data sets suggests that emissions associated with gasoline-fueled vehicles dominate in all of these cities. This commonality suggests that it will be efficient and, ultimately, cost effective to proceed with vehicular emission controls in most emerging mega-cities, while proceeding with development of more locally appropriate air quality control strategies through emissions inventory development and ambient air monitoring. Over the three decades covered by the US data sets, the hydrocarbon emissions decreased by a significant factor (something like an order of magnitude), which is greater than suggested by emission inventories, particularly the EDGAR international inventory. The ambient hydrocarbon and CO concentrations reported for the three non-US mega-cities are higher than present US ambient concentrations, but lower than those observed in the 1980s in the US. The one exception to the preceding statement is the high concentrations of CO observed in Beijing, which apparently have a large regional contribution.  相似文献   
62.
Endocrine disrupting compounds (EDCs), represented by steroid hormones, organochlorine pesticides (OCPs), polychlorinated biphenyls (PCBs), and bisphenol A have been determined in four sediment cores from the Gulf of Mexico, from New Orleans surface water (Lake Pontchartrain and Mississippi River), and from the influent and effluent of a New Orleans municipal sewage treatment plant. During the five-month monitoring of selected EDCs in the Mississippi River (MR) and Lake Pontchartrain (LP) in 2008, 21 of 29 OCPs in MR and 17 of 29 OCPs in LP were detected; bisphenol A was detected in all of the samples. Steroid hormones (estrone, 17β-estradiol and 17α-ethinylestradiol) were detected occasionally. Total EDC (OCPs + PCBs + steroid hormones + bisphenol A) concentrations in the two surface water samples were found to vary from 148 to 1112 ng L(-1). Strong correlation of the distribution of total OCPs, total PCBs and total EDCs between solid and water phases was found in LP, while moderate or no correlation existed in MR. OCPs, PCBs, steroid hormones, and bisphenol A were all detected in the ocean sediments, and total EDCs were measured in the range of 77 to 1796 ng g(-1) dry sediment weight. The EDCs were also found in untreated and treated municipal sewage samples with a removal efficiency of 83% for OCPs but no removal efficiency for 17α-ethinylestradiol.  相似文献   
63.
The depth profile of mercuric ion after the reaction with polysulfide-rubber-coated activated carbon (PSR-AC) was investigated using micro-X-ray fluorescence (μ-XRF) imaging techniques and mathematical modeling. The μ-XRF results revealed that mercury was concentrated at 0-100 μm from the exterior of the particle after 3 months of treatment with PSR-AC in 10 ppm HgCl2 aqueous solution. The μ-X-ray absorption near edge spectroscopic (μ-XANES) analyses indicated HgS as a major mercury species, and suggested that the intra-particle mercury transport involved a chemical reaction with PSR polymer. An intra-particle mass transfer model was developed based on either a Langmuir sorption isotherm with liquid phase diffusion (Langmuir model) or a kinetic sorption with surface diffusion (kinetic sorption model). The Langmuir model predicted the general trend of mercury diffusion, although at a slower rate than observed from the μ-XRF map. A kinetic sorption model suggested faster mercury transport, which overestimated the movement of mercuric ions through an exchange reaction between the fast and slow reaction sites. Both μ-XRF and mathematical modeling results suggest mercury removal occurs not only at the outer surface of the PSR-AC particle but also at some interior regions due to a large PSR surface area within an AC particle.  相似文献   
64.
Since end-of-life vehicles (ELVs) contain toxic substances, they have to be treated properly. The purpose of this study was to obtain useful information for ELV management from the viewpoint of toxicity. We focused on lead as a representative toxic substance contained in vehicles and investigated the dynamic substance flow of lead contained in ELVs and its content in automobile shredder residue (ASR). A population balance model was used to estimate the number of ELVs generated between FYs (fiscal year) 1990–2020, employing a Weibull distribution for the lifespan distribution. Sixteen lead-containing components of the vehicle were considered. It was estimated that the annual number of ELVs generated would be 2.9 million as of FY2020. The results implied that it is hard to remove Pb completely. This is because 5,000–11,000 t-Pb will still remain in vehicles in use in FY2020 even though most components in new model vehicles could be replaced by lead-free alternatives. As of FY2010, the substance flow showed that Pb contained in ELVs amounted to 4,600–5,700 t-Pb. Of this, 13.2–14.0 % was contained in ASR. The Pb content in ASR could be dramatically decreased by FY2020, but it will continue to contain 240–420 mg-Pb/kg if the treatment system is not improved.  相似文献   
65.
66.
This paper examines how education for sustainable development (ESD) can be concretely advanced using the theoretical approaches of sustainable consumption and production (SCP) and sustainable livelihoods (SL). Five case examples illustrate a diverse set of strategic educational interventions focusing on: (1) education of specific organizational actors about these theoretical frameworks illustrated with case examples (such as SCP training by the United Nations University Institute of Advanced Studies [UNU-IAS] and CSR-Asia of government and business representatives), (2) regional education strategies focused on production and consumption in specific sectors (such as the food sector in Sk?ne, Sweden), (3) social learning directed at innovation for sustainable development (such as competitions of solar boats developed by universities in the region of Friesland, the Netherlands), (4) education of consumers and firms made possible by the adoption of certification systems affirming SCP and SL (such as Cradle-to-Cradle certification of a paper company in the Netherlands or the establishment of Fair Trade cities in Sweden), or (5) reorienting communities to address underutilized productive physical capital within communities (such as the sharing productive capital project in rural areas of Saskatchewan, Canada). The cases are drawn from the projects that the UNU-IAS, four of its regional centers of expertise (RCE) on ESD and other affiliates have conducted. In addition to documenting the educational processes emerging from specific regions, the paper highlights findings related to the success of these projects and opportunities for further research, including regional and inter-regional approaches.  相似文献   
67.
Journal of Material Cycles and Waste Management - Improving the solid-state digestion of food waste (FW) is important for recovering energy and utilizing the digested residue as fertilizer. Herein,...  相似文献   
68.
OBJECTIVE: The current study aims to evaluate the influence of age-related stature on the frequency of body region injury and overall injury severity in children involved in pedestrian versus motor vehicle collisions (PMVCs). METHODS: A trauma registry including the coded injuries sustained by 1,590 1- to 15-year-old pedestrian casualties treated at a level-one trauma center was categorized by stature-related age (1-3, 4-6, 7-9, 10-12, and 13-15 years) and body region (head and face, neck, thorax, abdomen and pelvic content, thoracic and lumbar spine, upper extremities, pelvis, and lower extremities). The lower extremity category was further divided into three sub-structures (thigh, leg, and knee). For each age group and body region/sub-structure the proportion of casualties with at least one injury was then determined at given Abbreviated Injury Scale (AIS) severity levels. In addition, the average and distribution of the Maximum Abbreviated Injury Score (MAIS) and the average Injury Severity Score (ISS) were determined for each age group. The calculated proportions, averages, and distributions were then compared between age groups using appropriate significance tests. RESULTS: The overall outcome showed relatively minor variation between age groups, with the average +/- SD MAIS and ISS ranging from 2.3 +/- 0.9 to 2.5 +/- 1.0 and 8.2 +/- 7.2 to 9.4 +/- 8.9, respectively. The subjects in the 1- to 3-year-old age group were more likely to sustain injury to the head, face, and torso regions than the older subjects. The frequency of AIS 2+ lower extremity injury was approximately 20% in the 1- to 3-year-old group, but was twice as high in the 4- to 12-years age range and 2.5 times as high in the oldest age group. The frequency of femur fracture increased from 10% in the youngest group to 26% in the 4- to 6-year-old group and then declined to 14% in the 10- to 15-years age range. The frequency of tibia/fibula fracture increased monotonically with group age from 8% in the 1- to 3-year-old group to 31% in the 13- to 15-year-old group. CONCLUSIONS: While the overall outcome of child pedestrian casualties appears to be relatively constant across the pediatric stature range considered ( approximately 74-170 cm), subject height seems to affect the frequency of injury to individual body regions, including the thorax and lower extremities. This suggests that vehicle safety designers need not only account for the difference in injury patterns between adult and pediatric pedestrian casualties, but also for the variation within the pediatric group.  相似文献   
69.
Environmental Fluid Mechanics - The present study develops a safety survey system for measuring natural river discharge. Monitoring of rivers is very important for river environment conservation...  相似文献   
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