Abstract. 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
(>30 000 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.