https://doi.org/10.37955/cs.v6i3.275
Received: Diciembre 13, 2021 / Approved: Enero 18 , 2022 Pages: 141-168
eISSN: 2600-5743
Determination of the traffic
accident rate, as a function of the
variables transportation, climate,
weather; road axis e-28 b, Province
of Pichincha, Ecuador.
Determinación del índice de accidentes de transito, en
funcion de las variables transporte, clima ,tiempo; eje vial
e-28 b, Provincia de pichincha, Ecuador
Cecilia A. Flores Mendez
Instituto Superior Universitario del Transporte ITESUT de Quito – Ecuador
cecilia.flores@itesut.edu.ec, https://orcid.org/0000-0001-9314-8298
Paola A. Mora Flores
Instituto Superior Universitario del Transporte ITESUT de Quito – Ecuador
paolamoraflores@gmail.com, https://orcid.org/0000-0002-3375-228
ABSTRACT
The Troncal de La Sierra (E35) located in the Andes Mountains,
comes off at the intersection with the Quito-Cayambe Collector Road
(E28B), Guayllabamba sector. Geography influences the weather and
climate of the region. The meteorological parameters and monthly
averages for the last 29 years were analyzed to determine the
evolution of the weather, climate and its impact on traffic accidents.
Finally, the accident rate was formulated based on the variables
determined in this research.
RESEUMEN
La Troncal de La Sierra (E35) ubicada en la cordillera de los Andes,
se desprende en la intersección con la Vía Colectora Quito-
Cayambe (E28B), sector Guayllabamba. La geografía influye en el
tiempo, clima de la región. Se analizó los parámetros meteorológicos,
y medias mensuales de los últimos 29 años, para determinar la
Centro Sur Vol. 6 No. 4- October - December – Revista Centro Sur - eISSN: 2600-5743
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evolución del tiempo, clima y su incidencia con los accidentes de
tránsito. Finalmente, se formuló el índice de accidentabilidad en base
a las variables determinadas en esta investigación.
Keywords / Palabras clave
Weather, Climate, E-28B, Accidents, Traffic.
Tiempo, Clima, E-28B, Accidentes, Transito.
Introduction
Ecuador is located in the northwest of the South American continent,
crossed by the equatorial line (east to west) and the Andes Mountain
Range, which divided into three branches: Western, Central and
Eastern, runs through the entire territory from north to south. It
determines three climatically well differentiated regions: Coast or Littoral
and Insular; Inter-Andean and Amazonian, generating several
climatic floors, from the warm humid to the icy cold of the glaciers of
its snow-capped mountains and volcanoes (Fajardo, 2008).
The Troncal de La Sierra (E35) is located along its entire length in the
inter-Andean valley between the western and eastern ranges of the
Andes. The road, therefore, crosses the transverse Andean nodes that
connect the two Andean mountain ranges to travel through the inter-
Andean basins. Most of the extension of this trunk road is part of the
Pan-American Highway. The exception to this generality is in the
metropolitan area of the city of Quito, where the Panamerican
Highway separates from the Troncal de La Sierra (E35) at the
northern end of the city and then joins it again at the southern end of
the city. This separation occurs specifically at the intersection with
the Quito-Cayambe Collector Road - E28B (IGM, 2010), which
comprises our research area.
Throughout history, traffic accidents have been one of the main
causes of deaths and serious injuries in Ecuador and in the world,
which is why they have become an epidemic for society, since year
after year traffic accidents have been increasing due to different
factors.
Regarding traffic accidents registered in the city of Quito, province of
Pichincha, Ecuador, a significant variation has been noted in terms of
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accidents, injuries and deaths between the years 2019 and 2021, in
the year 2019 there were 7,896 traffic accidents. The SARS-CoV-2
pandemic (COVID/19), which struck the world and paralyzed
transportation to a great extent in 2020, registered 5,418 accidents,
in 2021 5,554 accidents were registered, which shows a slight
increase with respect to the previous year, according to the statistics
of the National Traffic Agency (ANT, 2022).
In terms of weather and climate, in Ecuador, the periods considered
as wet season occur twice a year, the most intense between the
months of February, March, April and May, with April being the most
intense; the other occurs between the months of October, November,
December and January, with November being the most intense. The
month of September would be considered the transition between the
dry and wet seasons in the study area, and the precipitation in this
month corresponds to practically half of what will precipitate in the
month of October (Fajardo, 2020).
Based on the historical data of traffic accidents and focused on the
meteorological and climatic factor as a cause of various accidents, we
will investigate the relationship between climate, weather and
transportation, analyzing various aspects such as road geography,
road actors, infrastructure, climatological events in which the best
known are the El Niño and La Niña events, with great influence in
recent years in Ecuador.
For the development of this research, information provided by the
National Institute of Meteorology and Hydrology (INAMHI) from the
weather stations of Tomalon, Iñaquito and Izobamba, with
information for 29 years (INAMHI, 1990-2019), the National Transit
Agency (ANT) and information provided by other means, has been
considered.
The objective of this work is to define in the study area, road axis
E28-B, the traffic accident rate that influences the so-called dry and
wet seasons, which will allow characterizing these variables: climate,
weather and transportation, highlighting the atypical years that have
influenced the periods of higher accident rates in traffic accidents.
Materials and Methods
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Evolution of traffic accidents years: 2019, 2020 and 2021
In the city of Quito, 7,896 traffic accidents were recorded in 2019.
The SARS-CoV-2 pandemic (COVID/19), which hit the world and
paralyzed transportation to a great extent in 2020, registered 5,418
accidents, in 2021 5,554 accidents were registered, which shows a
slight increase with respect to the previous year, according to the
statistics of the National Traffic Agency (ANT, 2022).
Graph 1. Evolution of traffic accidents in the last three years.
Note: Own elaboration, based on information obtained from the
National Transit Agency (ANT).
Classification of traffic accidents, by cause and type of
accident
Based on the information obtained from the National Transit Agency,
statistical information was available in which traffic accidents are
classified between 2019, 2020, 2021, by type and cause. From the
information analyzed, the main causes that determine the occurrence
of traffic accidents in the province of Pichincha, which is the one that
has this information, were determined.
Graph 2. Evolution of traffic accidents in the last three years, by
type and cause.
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Note: Own elaboration, based on information obtained from the
National Transit Agency (ANT).
From the above graph, the 6 most incident causes can be appreciated
(based on their percentages), it is important to appreciate that
regarding traffic accidents due to environmental and/or atmospheric
conditions (fog, mist, hail, rain), the trend is increasing between the
year 2019 to 2021, it represents a growth percentage of
50.10% ,direct consequence of the increase in precipitation of the last
2 years and is absolutely related to Climate Change and the presence
of adverse events such as El Niño and La Niña. Failure to respect
traffic signals also has a growing trend.
Table 1. Traffic accident rate, by type and causes, period 2019-2021.
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No.
2019
2021
Total
% Last
year
of
total %
of total
C6
533
339
532
1404
37,89%
12,53%
C9
877
652
852
2381
35,78%
21,26%
C10
115
243
485
50,10%
4,33%
C11
655
25,34%
5,85%
C14
486
520
481
1487
32,35%
13,28%
C23
446
405
503
1354
37,15%
12,09%
Note: Own elaboration, based on information obtained from the
National Transit Agency (ANT).
Analysis of Climatic Variables:
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Three meteorological stations have been selected near the study area,
which correspond to the climatology of the area and are characterized
by long periods of information on temperature, precipitation and
relative humidity parameters (Table 2).
Table 2. List of weather stations for analysis.
Stations
Temporality
Series
Parameters
Period
Tomalón
29 years and 3
years (other
parameters)
Precipitation
Temperature, relative
humidity
1990 - 2019
Cloud cover, visibility
2019-2021
Maximum
precipitation (1990-
2015)
1990 - 2015
Daily precipitation
(specific days)
Specific days
Iñaquito
29 years old
Precipitation
temperature, relative
humidity
1990-2019
Izobamba
29 years old
Precipitation
temperature, relative
humidity
1990-2019
Note: Own elaboration.
Multiannual cycle average temperature behavior.
The multiannual behavior of the monthly mean temperature in
general presents a weak climatic variability, with several peaks
between high and low, the largest amplitude correspond to El Niño
events such as 1982-1983; 1997-1998; 2003-2004; 2015-2016;
2018/2019, others of smaller amplitude correspond to transition
years and La Niña events: 1995-1996; 2007-2008; 2010-2011, 2017-
2018 (Figure 1).
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Graph 3. Multi-annual cycle curve of the monthly mean temperature,
Tomalón meteorological station.
Not
e: Own elaboration .
Graph 4. Multi-annual cycle curve of the monthly mean
temperature, Iñaquito meteorological station.
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Graph 5. Multi-annual cycle curve of the monthly mean
temperature, Izobamba meteorological station.
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Note: Own elaboration
Multiannual cycle monthly precipitation behavior
In El Niño and La Niña events, precipitation is more intense than in
normal years, and the highest peaks occur, depending on the location
of the station in the study area (Graph 6).
At the Tomalon weather station the highest precipitation (above
normal) occurred in the El Niño events: 1994-1995 (highest
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precipitation); 2002-2003; 2015-2016; and as for the La Niña event,
higher precipitation even than El Niño occurs in the events of: 1998-
1999, 2007-2008 (highest precipitation); 2011-2012 and 2017-2018
(the one with the lowest precipitation).
Graph 6. Multi-annual cycle curve of monthly average precipitation,
Tomalón meteorological station.
Note: Own elaboration.
At the Iñaquito weather station, the highest precipitation (above
normal) occurred in the El Niño events: 1994-1995; 1997-1998, 2002-
2003; 2015-2016; and regarding the La Niña event, precipitation
higher even than El Niño occurs in the events of: 2010-2011 (the one
with the highest precipitation), 2016-2017, 2017-2018.
Graph 7. Multi-annual cycle curve of monthly average precipitation,
Iñaquito meteorological station.
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Note: Own elaboration.
At the Izobamba weather station, the highest rainfall (above normal)
occurred in the El Niño events: 1997-1998, 2015-2016; and with
regard to the La Niña event, rainfall higher even than El Niño occurs
in the events of: 2007-2008 (the one with the highest rainfall), 2010-
2011, 2016-2017, 2017-2018.
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Graph 8. Multi-annual cycle curve of average monthly precipitation,
Izobamba meteorological station.
Note: Own elaboration.
From the analysis carried out, the highest precipitation values were
obtained during the El Niño and La Niña events, being La Niña the
one characterized by intensities even higher than those of El Niño
during the study period.
Multiannual cycle relative humidity behavior.
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From the analysis carried out in the period 1990-2019 with respect to
the relative humidity parameter of the meteorological stations under
study, the multiannual behavior curves are shown.
Graph 9. Multi-annual cycle curve of monthly relative humidity,
Tomalon weather station.
Note: Own elaboration.
Graph 10. Multi-annual cycle curve of monthly relative humidity,
Iñaquito meteorological station.
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Note: Own elaboration. ** There are certain periods in which
information was not available, so there are cuts in these curves, but
the trend is not changed.
Graph 11. Multi-annual cycle curve of monthly relative humidity,
Izobamba meteorological station.
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Note: Own elaboration.
Relative humidity in the Tomalon station varies between 40 and 90%,
Iñaquito between 50 and 90% and Izobamba between 60 and 90% (it
rains every month of the year).
Results
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Characterization of temperature and precipitation
distribution curves.
Mean, maximum and minimum absolute temperature
distribution curves.
The distribution curves of the meteorological stations of Tomalón,
Iñaquito and Izobamba were obtained from the analysis period:
Tomalón, Iñaquito and Izobamba :
Graph 12. Average monthly temperature distribution curves,
Tomalón, Inaquito, Izobamba weather stations.
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Note: Own elaboration
The dry season is very well defined in the Tomalon and Iñaquito
weather stations; however, the behavior of the temperature in the
Izobamba station is less well defined, mainly due to the fact that this
sector receives rainfall throughout the year.
Precipitation distribution curves.
In the meteorological stations of: Tomalón, Iñaquito and Izobamba,
it can be observed that all the precipitation distribution curves show
a similar behavior, in which the two wet temperate and one dry
season can be clearly visualized, Figure 11.
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Graph 13. Distribution curves of average monthly precipitation,
Tomalón, Inaquito, Izobamba weather stations.
Note: Own elaboration.
In general, the curves of the analysis show a complex harmonic
movement, with a lag between the months of January and February;
it can be seen in the case of the Tomalon station, that the lowest
values of the curve generally interpolate with the 24-hour maximum
precipitation curve.
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Graph 14. Distribution of average monthly precipitation, maximum
24-hour precipitation, Tomalón weather station.
Note: Own elaboration.
Regarding the curve analysis, the system presents complex harmonic
oscillations during the 12 months of the year, two increasing and one
decreasing periods of approximately 4 months each; in general it has
elongations Xi or movements along independent directions; CRR
ARR , which would represent the precipitation amplitudes in the two
identified increasing periods and BRR precipitation amplitude
decreasing period; where,{wi}i=1,....,n {{displaystyle \leftbrace \omega
_{i}rightbrace _{i=1,....,n}} are the eigenfrequencies of the system,
{ Øj }i=1,...,n {displaystyle \leftlbrace \omega _{i}rightrbrace _{i=1,...,n}}
en {displaystyle \leftlbrace \phi _{i}rightrbrace _{i=1,...,n}}} the initial
phases (Fajardo, 2020).
The characteristic equation (1) is represented by the following
formula:


ARRj . BRRj . cos(wjt+Øj) (Equation 1)
Determination of the traffic accident rate as a function of
the weather.
Correlation between rainfall distribution curve and traffic accidents
on the study road:
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The Municipal Traffic Agency provided information regarding the
most common traffic accidents that have occurred on the E-28 B road,
relating them to different factors, including climate, information that
is summarized in the following table:
Table 3. Traffic accidents related to climatic factors.
Date
Time
Range
Cause
Siniestro
Type of
accident
24/02/
2019
19:30
18:00 A
20:59
Lack of
attentio
n while
driving
3 vehicles
affected: 1
killed, 1
injured, 3
retained
Angular side
impact
2/3/20
19
6:15
6:00 A
8:59
Climati
c Factor
1 vehicle
affected: 1
retained
Lane loss
3/3/20
19
17:00
15:00 A
17:59
Climati
c Factor
2 vehicles
affected: 1
injured, 2
detained
Angular side
impact
1/4/201
9
15:35
15:00 A
17:59
Climati
c Factor
1 vehicle
affected: 1
deceased, 1
retained
Lane loss
15/11/2
019
3:20
3:00 A
5:59
Lack of
attentio
n while
driving
1 vehicle
affected: 1
deceased, 1
retained
Lane loss
15/04/
2020
9:00
9:00 A
11:59
Climati
c Factor
2 vehicles
affected: 2
retained
Crash
10/6/2
020
5:25
3:00 A
5:59
Climati
c Factor
1 vehicle
affected: 1
Lane loss
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retained
19/06/
2020
7:35
6:00 A
8:59
Climati
c Factor
1 vehicle
affected: 2
injured, 1
retained
Lane loss
20/08/
2020
5:45
3:00 A
5:59
Climati
c Factor
2 vehicles
affected: 2
retained
Rear-end
collision
19/11/2
020
6:35
6:00 A
8:59
Climati
c Factor
1 vehicle
affected: 1
retained
Loss of track
19/11/2
020
7:45
6:00 A
8:59
Climati
c Factor
1 vehicle
affected: 1
deceased
Crash
25/12/2
020
18:20
18:00 A
20:59
State of
intoxica
tion
3 vehicles
affected: 3
retained
Loss of track
26/12/
2020
8:50
6:00 A
8:59
Climati
c Factor
1 vehicle
affected: 1
deceased, 1
retained
Lane loss
31/12/2
020
21:00
21:00 A
23:59
Pedestr
ian
reckless
ness
1 vehicle
affected: 1
injured, 1
retained
Hit-and-run
(with
people)
4/3/20
21
22:00
21:00 A
23:59
Driving
inattent
ive to
traffic
conditi
ons
1 vehicle
affected: 2
injured, 1
retained
Crash
20/03/
2021
6:00
6:00 A
8:59
Climati
c Factor
1 vehicle
affected: 2
deceased2, 1
injured, 1
Lane loss
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immobilized
16/10/2
021
16:40
15:00 A
17:59
Climati
c Factor
1 vehicle
affected: 1
retained
Lane loss
29/10/
2021
16:00
15:00 A
17:59
Excessi
ve
speed
2 vehicles
affected: 1
injured, 2
retained
Lane loss
2/11/20
21
8:10
6:00 A
8:59
Climati
c Factor
2 vehicles
affected: 2
retained
Lane loss
Note: Own elaboration, based on information obtained from the
National Transit Agency (ANT).
From the information obtained, it was determined that 52.63% of the
traffic accidents were due to loss of lane, 15.79% to crash, 10.53% to loss
of lane, 10.53% to lateral and angular collision, 5.26% to rear-end
collision and 5.26% to hit-and-run collision, all of which are related to the
weather factor. Another very important aspect to mention is that
52.63% of the traffic accidents occurred in the range of 3:00 to 8:59
hours.
Based on the distribution curve of average monthly precipitation and
maximum 24-hour precipitation at the Tomalón weather station, it
was correlated with the data provided by the AMT, determining the
critical points of traffic accidents, which coincide with the peaks of
maximum precipitation in the wet season (April, November) and the
peaks of maximum 24-hour precipitation in the dry season.
Graph 15. Correlation between average monthly rainfall, maximum
24-hour rainfall, traffic accidents, E35 North road.
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2019
2021
Note: Own elaboration
The information found allows us to establish the following criteria:
The points of accidentability of traffic accidents coincide fully with the
months of highest rainfall in Ecuador in the two humid climates, which
correspond to the months of March, April and November.
Traffic accidents have undergone a progressive increase since 2019,
with the year 2021 recording the highest number of traffic accidents
due to weather effects.
The year 2020, considered the year of the COVID 19 pandemic, in
which some restrictions were placed on the mobility of vehicles,
presents a special peculiarity, when analyzing the curve we can
observe that traffic accidents, unlike previous years, occur in the
middle of the dry season.
It is very relevant for the research to analyze that these critical points
of traffic accidents during the dry season coincide exactly with the
interrelation of the maximum 24-hour rainfall curve. These are the
exact points of accidentability.
When there is a dry season and an unusual 24-hour rainfall, the road
becomes a mirror due to the effects of radiation, and this coincidence
of critical points is what can cause skidding, vehicle lane slides,
among others.
It is important to analyze precipitation during the hours of traffic
accidents, which occur precisely in the hours between 03H00 and
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08H59, favorable for this aspect, considering that relative humidities
are at the highest limits of their distribution.
Determination of meteorological variables that affect the
occurrence of traffic accidents due to climatic factors.
Once it was possible to demonstrate the occurrence of traffic
accidents in the so-called critical points characteristic of the two wet
and dry seasons identified above, and based on the data on the
occurrence of traffic accidents on the E-28 B road, daily data on
precipitation, cloud cover and visibility were provided, taking as a
reference the hours and accident rates identified by the AMT, as
shown in the following table:
Table 3. Traffic accidents, by meteorological variables.
Date
Range
Cause
Veh.
pp
pp 24
hours
Cloudiness
Visibility
24/02/2019
18:00 A
20:59
Lack of
attention
while
driving
nil
nil
nil
nil
02/03/2019
6:00 A
8:59
Climatic
Factor
1
3,8
0
03/03/2019
15:00 A
17:59
Climatic
Factor
0.9
0
18-8
01/04/2019
15:00 A
17:59
Climatic
Factor
1
1.9
0
15/11/2019
3:00 A
5:59
Lack of
attention
while
driving
1
14.9
nil
nil
nil
15/04/2020
9:00 A
11:59
Climatic
Factor
5,2*
12.9
10/06/2020
3:00 A
5:59
Climatic
Factor
1
0
0.3
19/06/2020
6:00 A
8:59
Climatic
Factor
1
1,1
1,1
20/08/2020
3:00 A
5:59
Climatic
Factor
2,2
2.4
19/11/2020
6:00 A
8:59
Climatic
Factor
1
0
13.6
1
19/11/2020
6:00 A
8:59
Climatic
Factor
1
0
13.6
1
25/12/2020
18:00 A
20:59
State of
intoxication
2.6
0.1
nil
nil
26/12/2020
6:00 A
8:59
Climatic
Factor
1
0
7.4
nil
nil
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31/12/2020
21:00 A
23:59
Pedestrian
recklessness
1
0.3
6.3
5
5
04/03/2021
21:00 A
23:59
Driving
inattentive
to traffic
conditions
1
0.2
2.4
20/03/2021
6:00 A
8:59
Climatic
Factor
1
2.3
2.3
16/10/2021
15:00 A
17:59
Climatic
Factor
1
4.3
2.1
nil
nil
29/10/2021
15:00 A
17:59
Excessive
speed
6.2
1.4
5
02/11/2021
6:00 A
8:59
Climatic
Factor
0
0
nil
nil
Note: Own elaboration. ** pp: precipitation; nil: no information
available.
The information found allows us to establish the following criteria:
The main cause of the traffic accidents reported in the table above was the
presence of precipitation (rain), which correlated with the exact
precipitation values obtained from the Tomalon meteorological station
(Tabacundo).
On the days identified as having less precipitation, it was possible to
observe the presence of rain in the 24 hours prior to the range
considered, which determines the presence of humidity that possibly
influenced the landslides, loss of lanes, among others.
Another very important factor in our research characterizes the
analyzed days as high cloudiness or cloudy days, characterized
mainly by skies between 6 or 8 octaves of cloudiness (partially and
totally cloudy).
Another meteorological parameter analyzed was visibility. Traffic
accidents occurred precisely when visibility was less than 20 m, and
when visibility was less than 5 m, resulting in fatal accidents (death).
A.T. = K pp
⇔
AT. α pp (Equation 2)
A.T. traffic accidents; pp: precipitation; α: directly
proportional.
K≥1: this factor is increased by several factors:
K+0.25 (Road factor): Inadequate road culture: C9, C6, C14,
C23, C11 (causes identified in table No. 1).
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K+0.25: (Weather factor) pp; pp 24 hours, Visibility less than
20%.
K+0.50: Road Factor and Climate Factor
Conclusions
The road axis (E35) is located along its entire length in the inter-
Andean valley between the western and eastern mountain ranges of
the Andes, in the metropolitan area of the city of Quito, the Pan-
American Highway comes off at the intersection with the Quito-
Cayambe Collector Road - E28B. The presence and influence of the
Andes Mountains modifies the climate of the region, causing this
road to be characterized by a very particular climatology, which
essentially affects the occurrence of traffic accidents.
The occurrence of the El Niño and La Niña events that affected Ecuador
influenced the increase in temperature values (the El Niño event had a
greater incidence) and with respect to increases in precipitation (the La
Niña event had a greater incidence). The average temperature in the three
selected meteorological stations maintained a constant variability
with much smaller variation intervals.
Relative humidity values at the two study stations vary between 40
and 90 %, with the highest values being recorded during the wet
seasons. For the Izobamba station, the values vary between 60 and
90 %.
The curves obtained with respect to the distribution of normal
multiannual precipitation show a complex harmonic movement, with
harmonic oscillations during the 12 months of the year, two
increasing periods (wet season) and one decreasing period (dry
season) of approximately 4 months each. The definition of the dry
and wet seasons is essentially defined in the study area by the
presence of precipitation; the influence of temperature on the
definition of these periods is minimal, and it does not vary greatly
during the year.
The periods considered as wet season occur twice a year, the most
intense between the months of February, March, April and May, with
April being the most intense; the other occurs between the months of
October, November, December and January, with November being
the most intense. According to the analysis carried out, it is possible
to determine the existing incidence between the weather factor and
the occurrence of traffic accidents. It was established that the months
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with the highest number of accidents occur during the two wet
seasons, which correspond to the months of March, April and
November (those with the highest incidence) and October and
December (with the lowest impact).
Regarding the dry season, the months with the highest accident rate
are June and August, which correspond to mostly dry transition
months, but with constant rainfall 24 hours a day (these are the
points of interception between average and maximum rainfall). An
accident rate was determined for traffic accidents, the incidence of
which is directly proportional to inadequate road safety, and with
respect to precipitation, this is influenced by the amount of rainfall at
the time of the accident and the precipitation in the 24 hours prior to
the accident (due to the conditions of the road after the event). In
addition, the highest occurrence increases when visibility was less than
20 m, precisely when this was in ranges below 5 meters, resulting in
fatal accidents (death).
In addition to the aforementioned, the increase in traffic accidents was
evidenced as a function of the climate factor (Table No. 1). In this
regard, it can be determined that 50% is due to inadequate road
safety (causes C9, C6, C14, C23, C11) and the other 50% is due to the
climate factor.
A discovery of relevance in this research, refers to the fact that in
2020, is when more traffic accidents due to weather factor occurred,
despite the fact that the vehicle restriction was applied to be the year
of COVID 2019 pandemic, precisely accidents are recorded in the dry
season (lower rainfall, lower relative humidity, higher rainfall 24
hours), for this analysis in future research it will be important to
incorporate other parameters such as solar radiation and air
pollution indexes.
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