TY - JOUR
T1 - Measurement report
T2 - Emissions of intermediate-volatility organic compounds from vehicles under real-world driving conditions in an urban tunnel
AU - Fang, Hua
AU - Huang, Xiaoqing
AU - Zhang, Yanli
AU - Pei, Chenglei
AU - Huang, Zuzhao
AU - Wang, Yujun
AU - Chen, Yanning
AU - Yan, Jianhong
AU - Zeng, Jianqiang
AU - Xiao, Shaoxuan
AU - Luo, Shilu
AU - Li, Sheng
AU - Wang, Jun
AU - Zhu, Ming
AU - Fu, Xuewei
AU - Wu, Zhenfeng
AU - Zhang, Runqi
AU - Song, Wei
AU - Zhang, Guohua
AU - Hu, Weiwei
AU - Tang, Mingjin
AU - Ding, Xiang
AU - Bi, Xinhui
AU - Wang, Xinming
N1 - Publisher Copyright:
© Copyright:
PY - 2021/7/6
Y1 - 2021/7/6
N2 - Intermediate-volatility organic compounds (IVOCs) emitted from vehicles are important precursors to secondary organic aerosols (SOAs) in urban areas, yet vehicular emission of IVOCs, particularly from on-road fleets, is poorly understood. Here we initiated a field campaign to collect IVOCs with sorption tubes at both the inlet and the outlet in a busy urban tunnel (>30000 vehicles per day) in south China for characterizing emissions of IVOCs from on-road vehicles. The average emission factor of IVOCs (EFIVOCs) was measured to be 16.77±0.89 mg km-1 (average ±95 % CI, confidence interval) for diesel and gasoline vehicles in the fleets, and based on linear regression, the average EFIVOCs was derived to be 62.79±18.37 mg km-1 for diesel vehicles and 13.95±1.13 mg km-1 for gasoline vehicles. The EFIVOCs for diesel vehicles from this study was comparable to that reported previously for non-road engines without after-treatment facilities, while the EFIVOCs for gasoline vehicles from this study was much higher than that recently tested for a China V gasoline vehicle. IVOCs from the on-road fleets did not show significant correlation with the primary organic aerosol (POA) or total non-methane hydrocarbons (NMHCs) as results from previous chassis dynamometer tests. Estimated SOA production from the vehicular IVOCs and VOCs surpassed the POA by a factor of ∼2.4, and IVOCs dominated over VOCs in estimated SOA production by a factor of ∼7, suggesting that controlling IVOCs is of greater importance to modulate traffic-related organic aerosol (OA) in urban areas. The results demonstrated that although on-road gasoline vehicles have much lower EFIVOCs, they contribute more IVOCs than on-road diesel vehicles due to its dominance in the on-road fleets. However, due to greater diesel than gasoline fuel consumption in China, emission of IVOCs from diesel engines would be much larger than that from gasoline engines, signaling the overwhelming contribution of IVOC emissions by non-road diesel engines in China.
AB - Intermediate-volatility organic compounds (IVOCs) emitted from vehicles are important precursors to secondary organic aerosols (SOAs) in urban areas, yet vehicular emission of IVOCs, particularly from on-road fleets, is poorly understood. Here we initiated a field campaign to collect IVOCs with sorption tubes at both the inlet and the outlet in a busy urban tunnel (>30000 vehicles per day) in south China for characterizing emissions of IVOCs from on-road vehicles. The average emission factor of IVOCs (EFIVOCs) was measured to be 16.77±0.89 mg km-1 (average ±95 % CI, confidence interval) for diesel and gasoline vehicles in the fleets, and based on linear regression, the average EFIVOCs was derived to be 62.79±18.37 mg km-1 for diesel vehicles and 13.95±1.13 mg km-1 for gasoline vehicles. The EFIVOCs for diesel vehicles from this study was comparable to that reported previously for non-road engines without after-treatment facilities, while the EFIVOCs for gasoline vehicles from this study was much higher than that recently tested for a China V gasoline vehicle. IVOCs from the on-road fleets did not show significant correlation with the primary organic aerosol (POA) or total non-methane hydrocarbons (NMHCs) as results from previous chassis dynamometer tests. Estimated SOA production from the vehicular IVOCs and VOCs surpassed the POA by a factor of ∼2.4, and IVOCs dominated over VOCs in estimated SOA production by a factor of ∼7, suggesting that controlling IVOCs is of greater importance to modulate traffic-related organic aerosol (OA) in urban areas. The results demonstrated that although on-road gasoline vehicles have much lower EFIVOCs, they contribute more IVOCs than on-road diesel vehicles due to its dominance in the on-road fleets. However, due to greater diesel than gasoline fuel consumption in China, emission of IVOCs from diesel engines would be much larger than that from gasoline engines, signaling the overwhelming contribution of IVOC emissions by non-road diesel engines in China.
UR - http://www.scopus.com/inward/record.url?scp=85109324688&partnerID=8YFLogxK
U2 - 10.5194/acp-21-10005-2021
DO - 10.5194/acp-21-10005-2021
M3 - Article
AN - SCOPUS:85109324688
SN - 1680-7316
VL - 21
SP - 10005
EP - 10013
JO - Atmospheric Chemistry and Physics
JF - Atmospheric Chemistry and Physics
IS - 13
ER -