ライフサイエンスコーパス: diesel

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

2 article emissions were highest with standard diesel.

3 in nearly identical POA and SOA compared to diesel.

4 the highest emissions were measured for pure diesel.

5 ency, particularly on the marginal barrel of diesel.

6 rtance of further controls on emissions from diesels.

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

8 91.2%) for gasoline, 90.9% (84.8%-94.5%) for diesel, 95.3% (93.0%-97.5%) for jet fuel, 94.5% (91.6%-9

9 +/- 1.1 kg hr(-1) was emitted from off-road diesel activities within oil sands facilities, and an ad

10 d both component and system-level effects of diesel aftertreatment on emissions of polycyclic aromati

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

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

13 engine exhaust gases from the combustion of diesel, alternative fuels (rapeseed methyl ester and gas

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

30 e only observed oxidation state in gasoline, diesel, and coal fly ash, while biomass burning containe

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

32 important role in conventional gasoline and diesel applications, bioderived solutions are particular

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

34 alculate the life-cycle GHG emissions of GTL diesel based on a given product composition.

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

36 ich will likely result in greater volumes of diesel being produced through less efficient pathways re

37 ute to ambient concentrations of benzene and diesel black carbon (BC) in the San Francisco Bay area.

38 tion of alternative fuels (including alcohol-diesel blends and rapeseed oil methyl ester (RME) biodie

39 dation but also the water content in butanol diesel blends could cause a microexplosion mechanism, wh

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

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

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

43 rotocol, the life-cycle GHG emissions of GTL diesel can range from 71.7 to 95.7 gCO2e/MJ on a well to

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

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

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

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

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

49 ng pollutant and carbon dioxide emissions of diesel cars.

50 Particulate matter (PM) originating from diesel combustion is a public health concern due to its

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

52 conventional, petroleum-derived gasoline and diesel continue to be scrutinized for policy implementat

53 increased 23-fold when comparing biofuel and diesel data.

54 WTW GHG emissions of gasoline and diesel derived from diluted bitumen ranged from 97 to 10

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

56 rbon (BC), and ultrafine particles (UFPs) on diesel-dominated southern California freeways.

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

58 produces lower carbon dioxide emissions than diesel during combustion, if enough methane is emitted a

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

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

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

62 aust fuels, poses a problem for their use in diesel engine catalysts.

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

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

65 summary of emissions from a current nonroad diesel engine equipped with advanced aftertreatment can

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

67 Diesel engine technology is still the most effective sol

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

69 ive on-road diesel vehicles and one off-road diesel engine were characterized during dynamometer test

70 osition of IVOC emissions from a medium-duty diesel engine.

71 particles emitted from a modern common-rail diesel engine.

72 tics of particulate emissions from a nonroad diesel engine.

73 single cylinder air-cooled direct injection diesel engine.

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

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

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

77 Diesel engines are important sources of fine particle po

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

79 stringent emission requirements for nonroad diesel engines introduced with U.S.

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

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

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

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

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

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

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

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

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

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

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

91 nvestigated electrode-assisted deposition of diesel exhaust aerosol (DEA) on human lung epithelial ce

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

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

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

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

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

97 hose observed in laboratory studies of fresh diesel exhaust emissions.

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

99 With emerging evidence that diesel exhaust exposure poses distinct risks to human he

100 experimental evidence on cigarette smoke and diesel exhaust exposure.

101 le organic compounds (VOCs) were measured in diesel exhaust from three heavy-duty trucks equipped wit

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

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

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

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

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

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

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

109 Sulfur driven diesel exhaust nucleation particle formation processes w

110 5-Aza-2'-deoxycytidine and diesel exhaust particle exposure in human bronchial epit

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

112 pollution particulate matter, predominantly diesel exhaust particles (DEPs), increases the risk of a

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

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

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

116 Similarly, diesel exhaust particles showed a marginal inhibitory ef

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

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

119 an health, the need for fine-scale models of diesel exhaust pollutants is growing.

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

121 (NPAHs) to identify fine-scale gradients in diesel exhaust pollution in two Seattle, WA neighborhood

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

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

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

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

126 stantially reduce SOA formation potential of diesel exhaust, except at low speed operations.

127 Diesel exhaust-related vasoconstriction was primarily ob

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

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

130 ) formed from the photochemical oxidation of diesel exhaust.

131 for secondary organic aerosol formation from diesel exhaust.

132 f higher NOx emitted from the London vehicle diesel fleet than is represented in the NAEI or predicte

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

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

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

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

137 's dehydration product, dimethyl ether, is a diesel fuel and liquefied petroleum gas (LPG) substitute

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

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

140 by four non-native analytes were spiked into diesel fuel at several concentrations ranging from 0 to

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

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

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

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

145 HVO in diesel fuel decreased carbonyl emissions.

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

147 ion of biomass-derived methyl ketones to jet-diesel fuel precursors was developed by grafting site-is

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

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

150 ids (GBTL) processes followed by naphtha and diesel fuel synthesis via Fischer-Tropsch (FT).

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

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

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

154 but remained inactive with petroleum-derived diesel fuel.

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

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

157 The environmental impact of diesel-fueled buses can potentially be reduced by the ad

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

159 secondary organics and the sources gas- and diesel-fueled vehicles, meat cooking, and high-sulfur fu

160 missions from the combustion of gasoline and diesel fuels are the largest contributors to atmospheric

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

162 s, refiners will need to reduce the gasoline/diesel (G/D) production ratio, which will likely result

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

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

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

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

167 hydrocarbon (NMHC) and total hydrocarbon of diesel (HCD) emissions were significantly higher.

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

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

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

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

172 layey soils were initially contaminated with diesel hydrocarbon.

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

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

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

176 This is expected since diesel is electrically insulating.

177 refinery to produce fuels such as gasoline, diesel, JP-8, and jet fuel, or produce commodity chemica

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

179 Diesel-like engines can therefore achieve superior fuel

180 Ox emission control cannot effectively treat diesel-like exhausts with high NOx concentrations.

181 d due to high concentration of oxygen in the diesel-like exhausts, leading to zero pollution.

182 effectively remove NOx from gasoline-fueled diesel-like exhausts.

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

184 orm infrared (FTIR) spectrometer: low-sulfur diesel (LSD), ultralow-sulfur diesel (ULSD), and a blend

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

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

187 eavy-duty goods movement vehicles, including diesel, natural gas, and dual-fuel technology, compliant

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

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

190 when the fuel was changed from IFO to marine diesel oil (MDO), in one of the tested vessels.

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

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

193 ons significantly (31-40%) compared to their diesel or gasoline counterparts.

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

195 hibition) on the light-off and activity of a diesel oxidation catalyst (DOC) for the removal of pollu

196 luence of a platinum:palladium (Pt:Pd)-based diesel oxidation catalyst (DOC) on the engine-out partic

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

198 particulate filters (A-DPF and P-DPF) and a diesel oxidation catalyst (DOC).

199 aftertreatment configurations consisting of diesel oxidation catalysts (DOC), diesel particulate fil

200 odels longitudinally related the adoption of diesel oxidation catalysts (DOCs), closed crankcase vent

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

202 r sensitization, such as cigarette smoke and diesel particle exposure, do so as well.

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 Effects of fleet modernization and use of diesel particle filters (DPF) and selective catalytic re

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

210 umber and size distribution, downstream of a diesel particulate filter (DPF).

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

212 emissions was evaluated: active and passive diesel particulate filters (A-DPF and P-DPF) and a diese

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

214 sisting of diesel oxidation catalysts (DOC), diesel particulate filters (DPF), Cu zeolite-, and vanad

215 08 chassis model year vehicles with retrofit diesel particulate filters (DPFs) account for the remain

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

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

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

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

220 luate potential emission reductions for fine diesel particulate matter (DPM) in Southern California f

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

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

223 High in-use NOx emissions from small-engine diesel passenger vehicles produced a significant contrib

224 By using the gas to liquids (GTL) diesel pathway as a proxy for other alternative fuel pat

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

226 National and local diesel policies appear to have reduced children's exposu

227 6 different vehicles, including gasoline and diesel-powered engines, using a modification of a NOx co

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

229 he range previously estimated for light duty diesel-powered vehicles (0.21-3.96 mg kg fuel(-1)).

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

231 ects, the WTW GHG emissions for gasoline and diesel produced from bitumen and SCO in U.S. refineries

232 eed methyl ester and gas-to-liquid fuel) and diesel/propane dual fuel combustion.

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

234 levels of both gasoline range (0-8 ppb) and diesel range organic compounds (DRO; 0-157 ppb).

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

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

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

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

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

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

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

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

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

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

245 tested the approach to spot contamination of diesel samples.

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

247 idual coke, forest fires, coal, gasoline and diesel soot).

248 ounds with diverse functional groups to NIST diesel soot.

249 emissions of U.S. production of gasoline and diesel sourced from Canadian oil sands.

250 easurements, showed a greater specificity to diesel sources than predictors of other NPAHs.

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

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

253 then switching a heavy-duty truck fleet from diesel to natural gas can produce net climate damages (m

254 ogy, we assess the climate implications of a diesel to natural gas switch in heavy-duty trucks.

255 or days applying pesticides and days driving diesel tractors.

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

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

258 tive catalytic reduction (SCR) on heavy-duty diesel truck emissions were studied at the Port of Oakla

259 peaks are shifted toward midday because most diesel truck traffic occurs during off-peak hours.

260 Many high emitting vehicles were presumably diesel trucks or buses, because plumes were strongly cor

261 e payloads and cargo volumes as conventional diesel trucks.

262 r unit of freight-distance moved compared to diesel trucks.

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

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

265 DEA), and butanol (Bu)) with ultralow sulfur diesel (ULSD) at 2% and 4% oxygen levels on physicochemi

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

267 er: low-sulfur diesel (LSD), ultralow-sulfur diesel (ULSD), and a blend of 20% soybean biodiesel and

268 ventilation systems (CCVs), ultralow-sulfur diesel (ULSD), or biodiesel with exposures and health.

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

270 In on-road exhaust studies with a heavy duty diesel vehicle and in laboratory studies with two gasoli

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

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

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

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

275 though the state's population increased 31%, diesel vehicle-miles-traveled increased 81%, and the gro

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

277 ch unit increase in the rate of encountering diesel vehicles (count/min) was associated with substant

278 wed by biomass burning (BURN) and heavy-duty diesel vehicles (HDDV) (0.11 +/- 0.02, 0.069 +/- 0.02, a

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

280 ation on traffic density and the presence of diesel vehicles and multivariable linear regression mode

281 organic compounds (IVOCs) from five on-road diesel vehicles and one off-road diesel engine were char

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

283 petroleum-related sources other than on-road diesel vehicles contribute substantially to the IVOC emi

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

285 cles, were linked to high NOx emissions from diesel vehicles equipped with a SCR.

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

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

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

296 selective catalytic reduction (SCR) equipped diesel vehicles.

297 of the SOA formed from exhaust from on-road diesel vehicles.

298 ct on NOx from gasoline vehicles and CO from diesel vehicles.

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

300 Different blends of biodiesel and petro diesel were tested at several engine loads and speeds.

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