ライフサイエンスコーパス: diesel

1 in nearly identical POA and SOA compared to diesel.

2 asoline and 90 g CO2eq/MJ (80% CI, 88-94) of diesel.

3 rtance of further controls on emissions from diesels.

4 asoline (9-11% increase), followed by onroad diesel (6-8%) and commercial meat cooking (4-7%).

5 +/- 1.1 kg hr(-1) was emitted from off-road diesel activities within oil sands facilities, and an ad

6 a given initial aggregate mobility diameter, diesel aggregates are less dense and composed of smaller

7 ific NOx emissions from the hydraulic hybrid diesel also exceeded certification although this can be

8 -7 h per day) was carried out for 49 days on diesel and 22 days on electric trains.

9 idized (OH oxidation) primary emissions from diesel and biodiesel fuel types under two engine loads i

10 as photooxidation of hydrocarbons present in diesel and biodiesel fuel.

11 Fs) from six newly certified HDVs powered by diesel and compressed natural gas totaling over 6800 mil

12 lution concentrations in passenger cars from diesel and electric trains.

13 nally, reactions with O3 and NO2 reveal that diesel and especially HVO have a significantly higher re

14 arameterisation of SOA formation from modern diesel and gasoline cars at different temperatures (22,

15 GHG emission intensive fossil fuels such as diesel and gasoline for irrigation, highlighting a poten

16 ith biomass burning PM2.5; associations with diesel and gasoline PM2.5 were frequently imprecise or c

17 cal analysis was performed on eight Euro 4-6 diesel and gasoline vehicles to study the impacts of dri

18 nregulated compound emissions for two Euro 6 diesel and gasoline vehicles.

19 aring nanoparticles: exhaust emissions (both diesel and gasoline), brake wear, tire and road surface

20 t the interface compared to the results from diesel and HVO soot, the latter being the one with the l

21 tionalities for Printex XE2-B in relation to diesel and HVO soot.

22 Existing and new diesel and natural gas capacity can play an important ro

23 Dual fuel diesel and natural gas heavy goods vehicles (HGVs) opera

24 ciprocating applications such as pistons for diesel and petrol engines.

25 In sandy soil, the removal of the diesel and products from degradation leads to an increas

26 -insoluble fraction that can be utilized for diesel and valuable fine chemicals productions.

27 ily on the environmental toxicity of non-DPF diesel and, secondarily, on the performance of catalytic

28 arbons, angiotensin I, lidocaine, ferrocene, diesel, and rosemary oils were used for testing.

29 oduction to 20.8 billion liters of renewable diesel annually without significant water-stress impact.

30 higher GHG emissions than petroleum-derived diesel at the highest GWPbio.

31 (B100), or a 20% blend of soy biodiesel with diesel (B20).

32 contribution of local sources is higher for diesel BC (62-85%) than for benzene (38-71%), reflecting

33 ids a priori for their potential to serve as diesel bioblendstocks.

34 (FAME) and hydrotreated vegetable oil (HVO) diesel blends on the exhaust emissions from a passenger

35 Adjusted 10-year hazard ratios from kerosene/diesel burning were 1.06 (95% confidence interval, 1.02-

36 ent stove (FDS) was between those of a large diesel bus engine and a small diesel generator.

37 ance of the mean NO emission rates for those diesel car technologies.

38 Here we present real-driving emissions of diesel cars and light commercial vehicles sampled on-roa

39 M, our results show that whether gasoline or diesel cars are more polluting depends on the pollutant

40 ends on the pollutant in question, i.e. that diesel cars are not necessarily worse polluters than gas

41 We take the example of NO emissions from diesel cars measured by remote emission monitors between

42 e mean emission rate for Euro 4, 5, and 6a/b diesel cars with 80% certainty within a +/-1 g NO per kg

43 particle filter (DPF) and catalyst-equipped diesel cars, more so at -7 degrees C, contrasting with n

44 n, depending on the country and its share of diesel cars.

45 ng pollutant and carbon dioxide emissions of diesel cars.

46 The overwhelming contribution of diesel compared to gasoline-fuelled vehicles to emission

47 missions of MHD BEVs with their conventional diesel counterparts across weight classes and vocations.

48 monoxide emissions, compared to conventional diesel counterparts.

49 bon (OP), road dust (RD), residual oil (RO), diesel (DIE), and spark ignition vehicle emissions (GAS)

50 Some of the EEV buses were fueled by diesel, diesel-electric, ethanol (RED95) and compressed

51 al gas has a lower CO2 intensity compared to diesel, dual fuel HGVs have the potential to reduce gree

52 tion potential in comparison with equivalent diesel electric and natural gas generation is discussed,

53 Some of the EEV buses were fueled by diesel, diesel-electric, ethanol (RED95) and compressed natural

54 types of combustion aerosols, a conventional diesel (EN 590) and a hydrotreated vegetable oil (HVO) s

55 y, was captured from the exhaust stream of a diesel engine and was characterized using a combination

56 firm that dicarboxylic acids are produced in diesel engine combustion, especially during low temperat

57 sions in the diluted exhaust of a light-duty diesel engine designed for Euro 5 application have been

58 les taken from the cylinder and exhaust of a diesel engine during combustion of fossil diesel with th

59 inorganic gas emissions from a four-cylinder diesel engine equipped with a urea selective catalytic r

60 n a previous pooled case-control analysis on diesel engine exhaust and lung cancer by including three

61 Rationale: Although the carcinogenicity of diesel engine exhaust has been demonstrated in multiple

62 ded with exhaust from a modern passenger car diesel engine on a dynamometer sampled before and after

63 Diesel engine technology is still the most effective sol

64 ) and photochemical production of SOA from a diesel engine using an oxidation flow reactor (OFR).

65 ffects of exposure to exhaust generated by a diesel engine with Euro V/VI emission controls running o

66 EGR) was investigated in a modern heavy-duty diesel engine.

67 affect these emissions concerning heavy-duty diesel engine.

68 investigated emissions from three stationary diesel engines (gensets) and varying power output (230 k

69 roof that dicarboxylic acids are produced in diesel engines and that they can slip through a modern a

70 Diesel engines are important sources of fine particle po

71 fied natural gas (LNG), and hydraulic hybrid diesel engines during real-world refuse truck operation.

72 he superalloy components in aero engines and diesel engines to advance engine efficiency and reduce f

73 es frequent truck trips to move supplies and diesel engines to power the process, had the highest med

74 specific NOx emissions from the conventional diesel engines were significantly higher despite the exh

75 To design diesel engines with low environmental impact, it is impo

76 ults indicate that the utilization of EAT in diesel engines would produce benefits with respect to ex

77 solutions includes availability of storage, diesel engines, and transmission expansion to provide fl

78 tentially carcinogenic pollutants emitted by diesel engines, both in the gas phase and adsorbed onto

79 duty vehicles equipped with direct injection diesel engines, diesel oxidation catalyst (DOC), diesel

80 dary aerosol formation, implicating that, in diesel engines, either the lubricant is a significant so

81 Like diesel engines, the brake specific NOx emissions from th

82 In implementation of fuel-efficient diesel engines, the poor thermal durability of lean nitr

83 way catalyst (TWC), and one hydraulic hybrid diesel equipped with SCR, were measured using a portable

84 Emissions from five trucks, two diesels equipped with selective catalytic reduction (SCR

85 d at rest in a randomized, balanced order to diesel exhaust (200 mug/m(3) particulate matter with an

86 tigated how acute exposure to a high-dose of diesel exhaust (containing 19.8 and 17.5 ppm of NO and N

87 s (SHRs) were exposed to 150 or 500 mug/m(3) diesel exhaust (DE) or filtered air (FA).

88 Rationale: Diesel exhaust (DE), an established model of traffic-rel

89 ne whether exposure to allergen, exposure to diesel exhaust (DE), or coexposures modulate miRNA, gene

90 Moreover, diesel exhaust affected A. mellifera in a way that reduc

91 In utero exposure to diesel exhaust air pollution has been associated with in

92 Exposure to allergen alone, diesel exhaust alone, or allergen and diesel exhaust tog

93 cardiac myocytes after in utero exposure to diesel exhaust and found that the promoter for Mir133a-2

94 en the same lung was exposed to allergen and diesel exhaust but separated by approximately 4 weeks, s

95 sks associated with occupational exposure to diesel exhaust characterized by elemental carbon (EC) co

96 eratures as low as ~160 (o)C under simulated diesel exhaust conditions while using 5 times less Pt-gr

97 Air pollution, primarily consisting of diesel exhaust emissions, has increased at a similar rat

98 nalyses, which demonstrated that only in the diesel exhaust exposed honey bees was there a significan

99 Diesel exhaust exposure decreased honey bees' ability to

100 ht to investigate the effect of allergen and diesel exhaust exposure on bronchial epithelial DNA meth

101 experimental evidence on cigarette smoke and diesel exhaust exposure.

102 est potential reductions result from reduced diesel exhaust fluid (DEF) usage due to lower NO(x) emis

103 We confirmed that short-term exposure to diesel exhaust in healthy subjects is associated with ac

104 er-controlled exposure study to allergen and diesel exhaust in humans, and measured single-site (CpG)

105 adult hearts from mice that were exposed to diesel exhaust in utero and that have subsequently under

106 No association was found between diesel exhaust inhalation and flow-mediated dilation.

107 Diesel exhaust inhalation, which is the model traffic-re

108 s of 1-nitropyrene (1-NP), a highly specific diesel exhaust marker, at the neighborhood scale.

109 Exposure to diesel exhaust may play a role in the development and pr

110 ression between honey bees exposed to either diesel exhaust or clean air across the entire duration o

111 ent for established asthma in the context of diesel exhaust particle (DEP) exposure.

112 5-Aza-2'-deoxycytidine and diesel exhaust particle exposure in human bronchial epit

113 el, here we showed that maternal exposure to diesel exhaust particles (DEP) predisposed offspring to

114 Exposure to traffic pollution, notably diesel exhaust particles (DEP), increases risk for asthm

115 Diesel exhaust particles (DEPs) are a major component of

116 Diesel exhaust particles (DEPs) are major air pollutants

117 xposure to environmental pollutants, such as diesel exhaust particles (DEPs).

118 igh levels of airborne particulates, such as diesel exhaust particles (DEPs).

119 of traffic-related particulate matter (e.g., diesel exhaust particles [DEPs]) is associated with acut

120 mon lipophilic pollutants benzo[a]pyrene and diesel exhaust particles impact on the activation of lip

121 Similarly, diesel exhaust particles showed a marginal inhibitory ef

122 Examples of UFPs are diesel exhaust particles, products of cooking, heating,

123 on in the pathophysiology due to exposure to diesel exhaust particulate matter (DEP).

124 In utero exposure to diesel exhaust particulates is associated with an altere

125 hybrid modeling was successful in predicting diesel exhaust pollution at a very fine scale and identi

126 Compared with filtered air, exposure to diesel exhaust resulted in a significant reduction in BA

127 alone, diesel exhaust alone, or allergen and diesel exhaust together (coexposure) led to significant

128 The effective SOA yield of diesel exhaust was similar to that of unburned diesel fu

129 To determine whether exposure to diesel exhaust would alter their tolerance to a subseque

130 Ignoring secondary chemistry from diesel exhaust would lead to underestimates of both orga

131 ergents, tobacco, ozone, particulate matter, diesel exhaust, nanoparticles, and microplastic on the i

132 was applied to PM samples from woodsmoke and diesel exhaust, the model accurately predicts HMW PAH co

133 Diesel exhaust-related vasoconstriction was primarily ob

134 Pretreatment with antioxidants augmented diesel exhaust-related vasoconstriction with a mean chan

135 myocytes as a result of in utero exposure to diesel exhaust.

136 ) formed from the photochemical oxidation of diesel exhaust.

137 for secondary organic aerosol formation from diesel exhaust.

138 hat were able to recall the odour 72 h after diesel exposure compared with clean air control individu

139 harcoal production and use, and gasoline and diesel for motorcycles, cars, and generators.

140 By substituting diesel for natural gas, vehicle operators can benefit fr

141 Nanoscale cerium oxide is used as a diesel fuel additive to reduce particulate matter emissi

142 and cyclohexyl isothiocyanate as part of the diesel fuel analysis.

143 emivolatile components in heavy fuel oil and diesel fuel as well as primary combustion particles emit

144 ype, properties and contents of FBCs used in diesel fuel as well as the engine operating conditions.

145 Fifty analytes were spiked into a diesel fuel at two concentration levels to produce two s

146 (FTP) cycle on seven biodiesel and renewable diesel fuel blends.

147 Characterization of hydrocarbons in diesel fuel by this approach is in good agreement with s

148 Off-road diesel fuel combustion has previously been suggested to

149 Motor oil and diesel fuel combustion made smaller contributions to PM(

150 (0.1) elemental carbon (EC) was dominated by diesel fuel combustion with less than 15% contribution f

151 de released as a result of the combustion of diesel fuel containing the additive Envirox, which utili

152 ), bacteria spiked water samples, as well as diesel fuel contaminated water samples.

153 , biodiesel fuel, and 20% biodiesel fuel/80% diesel fuel mixture, are prepared under high-NOx conditi

154 me real samples such as regular gasoline and diesel fuel showed that the analytical performance of th

155 samples, a 115-component test mixture and a diesel fuel spiked with several compounds, for the purpo

156 ted only to GHG emissions from combustion of diesel fuel to supply energy only for rotation of drill

157 rosol (SOA), formed in the photooxidation of diesel fuel, biodiesel fuel, and 20% biodiesel fuel/80%

158 ands (OS), which consume large quantities of diesel fuel, can be sources of HNCO.

159 based sealcoat products, diesel particulate, diesel fuel, used motor oil and roofing shingles.

160 esel exhaust was similar to that of unburned diesel fuel.

161 pits used prior to the mid-1990s to dispose diesel-fuel based drilling mud and production fluids sug

162 r 8-day exposure to particles generated from diesel-fueled vehicles (rate ratio = 1.06, 95% confidenc

163 The use of biodiesel and renewable diesel fuels in compression ignition engines and aftertr

164 t potential for cost-efficient production of diesel, gasoline-like fuels, and oleochemicals.

165 r, a methane inverted diffusion burner, or a diesel generator), treated by denuding, size-selected by

166 ose of a large diesel bus engine and a small diesel generator.

167 When compared to small-scale diesel generators, PV-battery systems save 94-99% in the

168 oking, trash burning, kerosene lanterns, and diesel generators.

169 A model year 2013 diesel HDV produced approximately 10 times higher PNEFs

170 Here, we test three diesel-hybrid cars on the road and benchmark our finding

171 e real-world emissions performance of modern diesel hybrids is missing.

172 On the road, all three diesel-hybrids exceeded the regulatory NOx limits (avera

173 layey soils were initially contaminated with diesel hydrocarbon.

174 p types when applied to samples heavier than diesel (i.e., having a larger fraction of higher molecul

175 (i) distinguishing chemically similar source diesels, (ii) investigating weathering effects on spill

176 ine cars and primary emission reductions for diesels implies gasoline cars will increasingly dominate

177 When in port, ships burn marine diesel in on-board generators to produce electricity and

178 The multiphase flow inside a diesel injection nozzle is imaged using synchrotron X-ra

179 This is expected since diesel is electrically insulating.

180 t only for refinery main products (gasoline, diesel, jet fuel, etc.) but also for refinery secondary

181 lysis of NO(x) and smoke emission rates from diesel LCV in the past two decades.

182 ain fatty alcohols (C6-C12) could be used as diesel-like biofuels.

183 emissions from model year (MY) 2010 or newer diesel, liquefied natural gas (LNG), and hydraulic hybri

184 he soybean-biodiesel process, and low-sulfur diesel (LSD).

185 Low sulfur marine diesel (LSMD) is frequently involved in coastal spills a

186 Conventional diesel medium- and heavy-duty vehicles (MHDVs) create la

187 iesel synthesis, desulfurization of gasoline/diesel, metal processing, and metal electrodeposition.

188 e low temperature NO (x) penalty, light-duty diesel NO (x) emissions are likely to decrease more rapi

189 hicles across the United Kingdom, light-duty diesel NO (x) emissions were found to be highly dependen

190 icles are the dominant contributor to excess diesel NOx emissions and associated health impacts in al

191 liquid-range alkane hydrocarbons (including diesel) offers a potential route to CO2 -free hydrogen p

192 esel pilot), marine gas oil (MGO) and marine diesel oil (MDO).

193 Diesel oil spill cases are more challenging, because bio

194 ethod was tested on samples from a number of diesel oil spill cases, (i) distinguishing chemically si

195 thering, and (iii) improving the matching of diesel oil spills affected by weathering.

196 new method for the analysis and matching of diesel oil spills using two-dimensional gas chromatograp

197 cle platforms are compared relative to their diesel-only baseline values over transient and steady st

198 lution-derived particulate matter, including diesel or biodiesel exhausts, or wood smoke, all complex

199 mination (supplemented in the form of either diesel or crude oil) on PFAS recovery performance was ev

200 s between pehen (local dung), wood, kerosene/diesel, or natural gas burning for cooking and heating a

201 uipped with direct injection diesel engines, diesel oxidation catalyst (DOC), diesel particulate filt

202 A literature review indicated that diesel p-PAH emission factors varied widely by engine te

203 mation is markedly higher from gasoline than diesel particle filter (DPF) and catalyst-equipped diese

204 e exhaust of two heavy duty vehicles with no diesel particle filter (DPF), driven on speed ramp tests

205 Bay Area, spanning a time period when use of diesel particle filters (DPFs) and selective catalytic r

206 Iron-catalyzed diesel particle filters (DPFs) are widely used for parti

207 t of PM2.5 even before the widespread use of diesel particle filters, and is now considerably larger.

208 appreciably since 2010/11 due to the use of diesel particle filters, but little change is seen in ni

209 t 355 and 532 nm wavelengths, the MAC of the diesel particles containing rBC was inversely dependent

210 DNAm at 22 DMPs was altered by diesel particles or allergen in human bronchial epitheli

211 el engines, diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic

212 ATS consisting of an oxidation catalyst and diesel particulate filter.

213 that typically forced the introduction of a diesel particulate filter.

214 II and Euro III buses were retrofitted with diesel particulate filters (DPF) and selective catalytic

215 ssions from vehicles equipped with catalyzed diesel particulate filters (DPF) are substantially lower

216 08 chassis model year vehicles with retrofit diesel particulate filters (DPFs) account for the remain

217 d with original equipment manufacturer (OEM) diesel particulate filters (DPFs) in this study have dec

218 esigning emission control strategies such as diesel particulate filters and when introducing novel bi

219 Initial evidence suggests catalyzed diesel particulate filters greatly reduce emissions of S

220 y fleet that has been entirely equipped with diesel particulate filters since 2010.

221 Of these seven, diesel particulate matter (DPM) is the most important; h

222 hemical and toxicological characteristics of diesel particulate matter (DPM).

223 n the presence of interfering agents such as diesel particulate matter.

224 PACs, viz., asphalt-based sealcoat products, diesel particulate, diesel fuel, used motor oil and roof

225 Newer diesel particulate-filtering technologies may increase N

226 cies have already been observed earlier with diesel passenger cars; they are considered part of an ab

227 standards and demonstrated on a heavy-duty, diesel pilot ignited, direct-injection natural gas resea

228 sulfur fuels natural gas (NG; dual-fuel with diesel pilot), marine gas oil (MGO) and marine diesel oi

229 exhaust-stream CH(4) concentration from two diesel pilot-ignited, port-injected natural gas engines

230 d pretreated, analyzed pretrial, spiked with diesel, placed into nylon bags into the infiltrators, an

231 Gasoline- and diesel-powered motor vehicles, both on/off-road, are imp

232 Diesel-powered road vehicles are important sources for n

233 Diesel-powered trains are used worldwide for passenger t

234 Diesel-powered vehicles operating in the mines were foun

235 insufficient to achieve low-NOx emissions of diesel powertrains.

236 method to perform group-type separations of diesel range fuels was developed.

237 Detections of diesel range organics and other organic compounds in dom

238 intermediates only partly quantified by the diesel range total petroleum hydrocarbon (TPHd) method.

239 All cyanobacterial membranes contain diesel-range C15-C19 hydrocarbons at concentrations simi

240 cks in an increasing amount of propylene and diesel-range fuels.

241 Algae biodiesel (BioD) and renewable diesel (RD) have been recognized as potential solutions

242 Euro 6/VI) could nearly eliminate real-world diesel-related NOx emissions in these markets, avoiding

243 y shown in the tomograms correlate well with diesel removal from the sandy soil, but this is not the

244 imary combustion particles emitted by a ship diesel research engine.

245 Next, a 12 min separation of a diesel sample using a P(M) of 300 ms is presented.

246 relies on an ionic liquid column to separate diesel samples into saturates, mono-, di-, and polyaroma

247 own volumes of different oils; crude oil and diesel samples were equilibrated with seawater and then

248 osition of 10 oilsands-derived Synfuel light diesel samples, 3 Syncrude light gas oils, and 1 quality

249 tested the approach to spot contamination of diesel samples.

250 ing a n(c,2D) of ~3000 in this rapid GC x GC diesel separation.

251 dy, we examined the aggregation behavior for diesel soot NPs under aqueous condition in an effort to

252 soot internally mixed with sulfate (matching diesel soot) and organic carbon particles containing ami

253 ounds with diverse functional groups to NIST diesel soot.

254 of NOx unit emissions for Euro 2 and Euro 3 diesel technologies, while Euro 1 and Euro 4 technologie

255 consumptions of Bakken-derived gasoline and diesel to be 1.14 (80% CI, 0.67-2.15) and 1.22 barrel/ba

256 or days applying pesticides and days driving diesel tractors.

257 stion, especially coal burning but also from diesel traffic, were associated with increases in IHD mo

258 Diesel traffic-related elemental carbon (EC) soot was al

259 significantly elevated in passenger cars in diesel trains compared to electric trains.

260 (and fold differences) in passenger cars of diesel trains compared with electric trains were for ult

261 Diesel trains had higher concentrations of all the asses

262 ive influenced the concentrations inside the diesel trains.

263 in the social cost of statewide exposure to diesel truck emissions (-3.3 billion 2018 US dollars per

264 arities to industrial sources and heavy-duty diesel trucking.

265 missions from thousands of in-use heavy-duty diesel trucks were sampled at a highway and an arterial

266 e payloads and cargo volumes as conventional diesel trucks.

267 onomy test (HWFET) cycles on ultralow sulfur diesel (ULSD) and a soy-based biodiesel blend to investi

268 ee locomotives operating on ultra-low sulfur diesel (ULSD) and soy-based B10, B20, and B40 biodiesel

269 el-borne catalysts (FBCs) to ultralow sulfur diesel (ULSD) fuel on the physical, chemical and toxicol

270 onventional diesel (ultra-low-sulfur mineral diesel, ULSD), soy biodiesel (B100), or a 20% blend of s

271 VI emission controls running on conventional diesel (ultra-low-sulfur mineral diesel, ULSD), soy biod

272 etermine the life-cycle GHG emissions of GTL diesel using the substitution method.

273 ales, nearly one-third of on-road heavy-duty diesel vehicle emissions and over half of on-road light-

274 missions and over half of on-road light-duty diesel vehicle emissions are in excess of certification

275 ize-resolved capture efficiency of UFPs from diesel vehicle exhaust by nine temperate-zone plant spec

276 esenting approximately 80 per cent of global diesel vehicle sales, nearly one-third of on-road heavy-

277 rbon (rBC) cores in particles emitted from a diesel vehicle were investigated as a function of partic

278 We found that PM2.5 from biomass burning, diesel vehicle, gasoline vehicle, and dust sources was s

279 that are 50-127% higher than the equivalent diesel vehicle.

280 on-board sensor readings from 72 heavy-duty diesel vehicles (HDDVs) equipped with a Selective Cataly

281 tertreatment systems of line-haul heavy-duty diesel vehicles (HDDVs) with reduced engine-out emission

282 On the contrary, NOx from diesel vehicles and CO from low-powered gasoline vehicle

283 aromatic hydrocarbons (p-PAHs) emitted from diesel vehicles are of concern because of their signific

284 ve been progressively tightened, but current diesel vehicles emit far more NOx under real-world opera

285 Older Euro 3 to 5 diesel vehicles emitted NO (x) similarly, but vehicles c

286 Compared with gasoline vehicles, diesel vehicles equipped with catalyzed or additive DPF

287 Commonly, the NOx emissions rates of diesel vehicles have been assumed to remain stable over

288 On-road diesel vehicles produce approximately 20 per cent of glo

289 orld emission factors of priority p-PAHs for diesel vehicles representative of an array of emission c

290 generation emissions from a growing fleet of diesel vehicles will be important.

291 ons, while efforts to increase the number of diesel vehicles within the fleet had little additional e

292 missions of twenty-one Euro 4-6 gasoline and diesel vehicles, on both the current European type appro

293 ns were relatively higher, comparable to old diesel vehicles.

294 of the technology for abatement of NOx from diesel vehicles.

295 s emitted during DPF regeneration of on-road diesel vehicles.

296 missions of NOx from 2009 to 2015 Volkswagen diesel vehicles.

297 GHG emissions of dual fuel HGVs relative to diesel vehicles.

298 selective catalytic reduction (SCR) equipped diesel vehicles.

299 rbonaceous PM, though older non-DPF-equipped diesels will continue to dominate the primary fraction f

300 a diesel engine during combustion of fossil diesel with the 16 US-EPA priority PAH species identifie