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91.
《Marine Policy》2017
In recent years, clusters of industry have attracted multilateral attention, from academia and practice, alike. Clusters of industry relate to harbouring regional competitiveness; as such, they have come to be considered as important constructs for strategy and policy, that can be deemed as complementary domains. At the same time, maritime clusters are regarded as dynamic cases from a multitude of viewpoints. The concepts of strategic policy, particularly as they pertain to maritime clusters, require deeper understanding and more thorough analysis. In this context, cluster typologies surface as a useful instrument that can offer valuable insight. While this field instils the eventuality of facilitating policy and strategy within clusters, it remains relatively barren. This instance may present the opportunity to better elaborate on the formulation of models and frameworks that address the intricacies within maritime clusters. The research conducted introduces a three-tier framework for the generation of maritime cluster typologies, that bears the potential to enrich strategic management and its eventual policy implications, towards a more streamlined and informed manifestation. 相似文献
92.
《Marine Policy》2017
Treaties, establishing boundaries to exclusive economic or exclusive fisheries zones, are generally based on environmental and economic circumstances. They delimit maritime entitlements, which are dependent upon coastal geography and they must, as a matter of law, represent equitable solutions. All perpetual treaties are based on the assumption that the circumstances leading to the conclusion of a treaty remain current as long as the treaty is enforceable. However, climate-related changes - such as sea level rise, coastal erosion, extreme weather events, ocean warming and ocean acidification - are altering the environmental circumstances that are essential to many maritime boundary agreements.An unforeseen fundamental change of circumstances can be invoked as grounds for terminating a treaty when the change relates to an essential basis of the treaty and radically transforms the obligations still to be performed. However, a fundamental change cannot justify termination of a treaty if it is caused by the party invoking it or if the treaty establishes a boundary. This rule is codified in Article 62 of the Vienna Convention on the Law of Treaties.Treaties delimiting sovereign rights to fisheries are not actual boundary treaties because the travaux préparatoires suggest that the boundary exclusion covers only boundaries delimiting territorial sovereignty. Furthermore, the reason for excluding boundary treaties - the need for permanence and stability - is less pertinent for maritime frontiers that fluctuate until settled through treaties or adjudication. Therefore, maritime boundaries can be subject to termination when their essential basis is affected by fundamental environmental changes. 相似文献
93.
《Marine Policy》2017
The phenomenon of maritime clusters has spawned a rich body of scholarly work in the last fifteen years. Yet, the answer to one important question has remained elusive: what is a maritime cluster? This question is important because maritime clusters have rapidly become the focus of economic competitiveness policies promoted by both firms and policymakers. This study reviews research articles published over a 15-year period that investigate maritime clusters and derives three distinct definitions of a maritime cluster from them: an industrial complex, an agglomeration of interlinked industries, and a community-based network. 相似文献
94.
地缘政治理论形成和发展往往受到其主要思想家所代表的具有特定地理特征的国家的利益诉求和政策关切的影响,在地缘政治研究中存在着明显的"国别倾向"。在西方现存的三大地缘政治思想传统中,尤以"盎格鲁—撒克逊"传统影响最大。这一思想传统的主体由马汉的"海权论"、麦金德的"心脏地带"学说、斯皮克曼的"边缘地带"学说构成,主要反映了以英美为代表的海洋性国家的历史经验和利益诉求。 相似文献
95.
As containerization enters its peak growth years, its potential future developments over maritime and inland freight transport
systems are being questioned. A series of issues can either further accelerate the adoption of containerization worldwide
or, alternatively, could impose an upper limit to the extraordinary contribution that containers have implied for logistics
systems and global commodity chains. These mainly include macro-economic, technical/operational and governance factors. Future
containerization will be largely determined by interactions within and between four domains ranging from a functional to a
spatial perspective. The logistical domain involves the functional organization of transport chains and their integration
in supply chains. The transport domain involves the operation of transport services and intermodal operations. The infrastructural
domain involves the provision and management of basic infrastructure for both links and nodes in the transport system. The
locational domain relates to the geographical location of nodes and sites in the economic space and forms a basic element
for their intrinsic accessibility in terms of centrality or intermediacy. It is underlined that the future of containerization
will dominantly be shaped by inland transport systems. 相似文献
96.
Sebastian Oberthür 《Climate Policy》2003,3(3):191-205
In response to Article 2.2 of the Kyoto Protocol, the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO) have begun to consider greenhouse gas (GHG) emissions from international aviation and shipping. However, neither ICAO nor IMO have taken any effective action on the issue yet and progress can be characterised as slow. The lack of action has so far not been made up for by measures within the climate change regime or by individual countries. An important motivation for the efforts of ICAO and IMO so far has been the potential regulatory competition with the climate change regime. However, given the lack of political will to act on the issue within the latter, this motivation has not been very forceful. Against this backdrop, I argue that there are in particular three options for furthering progress within ICAO and IMO, namely (1) enhancing the threat of regulation of GHG emissions from international transport under the climate change regime; (2) undertaking unilateral domestic action by various countries (in particular the EU); and (3) furthering a learning process within ICAO and IMO. Furthermore, a closer coordination of efforts under ICAO, IMO and the climate change regime could facilitate and accelerate progress. 相似文献
97.
Following the Acadian Orogeny, Atlantic Canada accommodated several, large, relatively deep lakes within a wrench-fault basin complex called the Maritime Basin. Late Devonian and Tournaisian lakes were hydrologically open, shallow to deep, mainly fresh water bodies. Middle Visean lakes, here collectively called Loch Macumber, were closed, deep, and meromictic. Their deposits comprise the first and thickest of five sequences in the Maritime Basin. Salinity in the loch increased with time from restricted marine or penesaline, to saline. Basin-centre facies consist of a thin, but extensive, sheet of black, peloidal laminated lime mudstones and an overlying thick evaporite complex. The carbonate sheet grades laterally into both laminated to thinly bedded marlstones, siliciclastic sandstones, and microbial, biocementstone mounds. Laminae consist of alternating carbonate and either silty carbonaceous shale or siliciclastic clay and silt. The mudstone and marlstone are locally interbedded with siliciclastic and carbonate turbidites, resedimented (?deep water) breccias, and olistostromes. Seasonal changes in anoxia and/or carbonate production produced rhythmic laminae of carbonate and carbonaceous shale. Carbonate grains consist of silt-sized microbial clots and rare arthropod carapaces and brachiopod shells. The mounds originated as tufa precipitated around subaqueous hydrothermal springs that supported chemosynthetic communities. Resedimentation processes including incipient brecciation, sliding, slumping, debris flows, and turbidity currents were common. The mounds trapped hydrocarbons from the surrounding laminite and sulphides from underlying hydrothermal vents. Increasing salinity with time resulted in sulphate and chloride precipitation that filled the basins and ended the life of Loch Macumber. After the deposition of thick evaporites the topography became less accentuated, the seas less saline, and the faunas more normal marine. 相似文献
98.
《Marine Policy》2015
The so-called ‘blue economy’ is gaining emphasis in European policy making due to the expansion of its relevance beyond traditional economic sectors but also to new and developing ones that exhibit rapid growth. Much of the discourse has focused on the emergence and consolidation of maritime clusters. However, there has been less attention on the regional development aspect and this article provides a timely contribution to filling the gap in knowledge by presenting the findings and analysis of a survey applied to blue economy organisations in Portugal, Spain, Ireland and Scotland. Specifically, issues of innovation, human capital and social capital provide the basis of inquiry around the creation and consolidation of maritime clusters. The article uses the survey data to understand the determinants of the variety of cooperation dynamics. A key finding reveals that participation in innovation activities and absorptive capacity are critical factors in increasing cooperation. From the analysis it is clear that there are significant discrepancies in participation between sectors, such as tourism where participation rates are below average. The article concludes by defining the core activities that should feature in a maritime cluster. 相似文献
99.
《Marine Policy》2015
This article discusses the role of negotiation, arbitration, and that of the International Court of Justice (ICJ) in resolving maritime boundary disputes in the Gulf of Guinea region. Primarily using the cases of Guinea-Bissau and Senegal, the paper highlights that joint maritime development agreements could be a better option for resolving existing maritime boundary disputes in the region rather than outright delimitation requests. 相似文献
100.
EU shipping in the dawn of managing the ballast water issue 总被引:2,自引:0,他引:2
After almost two decades of intensified research, regulatory and political activities focussed on the prevention of harmful organisms and pathogen transfers around the world in 2004 the International Convention on the Management of Ships’ Ballast Water and Sediments (BWM Convention) was adopted to provide a common and globally uniform ballast water management (BWM) approach. Nevertheless, regionally different BWM approaches are developing. By now, many countries around the world seem to be aware of the ballast water issue and its management limitations. In the EU, different approaches have been identified at regional and national scales. The first voluntary BWM requirements at the regional level have been introduced by the HELCOM and OSPAR countries, Adriatic countries have prepared a common approach considering a new legal framework for implementation, and some national level requirements have also been identified. However, a common EU wide BWM approach has not yet clearly emerged. In this paper the authors review the BWM approaches developing in Europe, and describe the EU response on BWM. The authors further provide recommendations which may be considered when developing BWM measures in the EU. This contribution focuses on the BWM issue in European seas in light of the EU Maritime Policy and EU Marine Strategy. The Caspian Sea was also considered. 相似文献