Influence of biomass burning on ozone levels in the Megalopolis of Central Mexico during the COVID-19 lockdown.

The massive reductions in anthropogenic emissions resulting from the COVID-19 lockdown provided a unique opportunity to evaluate the effect of mitigation measures aiming to abate air pollution. In Mexico, the total lockdown period took place during the dry-hot season when biomass burning activity is enhanced. Here, we investigate the role of biomass burning emissions on regional ozone levels in the Megalopolis of Central Mexico. The studied period covers the lockdown phases 2 and 3, and the first month of the New Normal. We applied a factor separation technique and process analysis to estimate the pure and synergistic contributions of emission reductions under lockdown and that from biomass burning to daily ozone maximum concentrations in 7 metropolitan areas of different states in the Megalopolis. The results revealed that biomass burning plumes likely masked the effect of massive reductions from mobile emissions, impacted the PBL development during phase 3 and favored transition and mixed NOx-limited and VOC-limited regional regimes. This contributed to increased ozone production in the middle to lower PBL by changing the regional background levels which potentially could bias high ozone production efficiency estimations. Given the Megalopolis contribution to economic and societal development at national scale, our study suggests that ozone mitigation measures during the dry-hot season targeting mainly mobile emissions will likely be offset by biomass burning plumes. A regional and synergic policy aiming to control biomass burning would help to reduce the occurrence of high ozone levels in Central Mexico with the co-benefit of tackling short-lived climate pollutants.

Reduced commuter exposure to PM2.5 and PAHs in response to improved emission standards in bus rapid transit systems in Mexico.

We evaluated impacts of progressive technological updates to bus rapid transit (BRT) systems on in-cabin concentrations of particulate matter with an aerodynamic diameter ≤2.5 µm (PM2.5), and the various polyaromatic hydrocarbons (PAHs) to which commuters were exposed. PM2.5 samples were collected and real-time concentrations measured from October 2017 to March 2020 inside cabins of BRT buses equipped with Euro IV, V and VI diesel emission standards in the Mexico City Metropolitan Area (MCMA). For effective comparison, similar samplings and measurements were carried out on trains in the MCMA underground (MCU) system. Peak in-cabin PM2.5 concentrations decreased significantly (p < 0.05) by 35% from Euro IV to Euro V buses, and by 80% from Euro IV to Euro VI buses. PM2.5 concentrations inside Euro VI buses were significantly lower (p < 0.05) than in Euro IV and Euro V buses and in underground trains. The in-cabin excess (ICE) of PM2.5 relative to ambient concentrations was significantly (p < 0.05) higher for Euro IV than for Euro V buses during morning the traffic peak, and consistently higher than for Euro VI buses. Indeed, ICEs calculated for Euro VI buses were always lower than those for electricity-powered underground trains. The frequency of hotspots decreased from Euro IV to Euro VI buses due to the combined effect of low emissions and closed, air-conditioned cabins. Concentrations of total PAHs including carcinogenic species also decreased from Euro IV to Euro V buses and were below limits of detection aboard Euro VI buses. This work shows that in real-life conditions, advanced diesel technologies and cabin design significantly reduce commuters' exposure to PM2.5 and to toxic PAH compounds.

Impact of the COVID-19 Lockdown on Air Quality and Resulting Public Health Benefits in the Mexico City Metropolitan Area.

Meteorology and long-term trends in air pollutant concentrations may obscure the results from short-term policies implemented to improve air quality. This study presents changes in CO, NO2, O3, SO2, PM10, and PM2.5 based on their anomalies during the COVID-19 partial (Phase 2) and total (Phase 3) lockdowns in Mexico City (MCMA). To minimise the impact of the air pollutant long-term trends, pollutant anomalies were calculated using as baseline truncated Fourier series, fitted with data from 2016 to 2019, and then compared with those from the lockdown. Additionally, days with stagnant conditions and heavy rain were excluded to reduce the impact of extreme weather changes. Satellite observations for NO2 and CO were used to contrast the ground-based derived results. During the lockdown Phase 2, only NO2 exhibited significant decreases (p < 0.05) of between 10 and 23% due to reductions in motor vehicle emissions. By contrast, O3 increased (p < 0.05) between 16 and 40% at the same sites where NO2 decreased. During Phase 3, significant decreases (p < 0.05) were observed for NO2 (43%), PM10 (20%), and PM2.5 (32%) in response to the total lockdown. Although O3 concentrations were lower in Phase 3 than during Phase 2, those did not decrease (p < 0.05) from the baseline at any site despite the total lockdown. SO2 decreased only during Phase 3 in a near-road environment. Satellite observations confirmed that NO2 decreased and CO stabilised during the total lockdown. Air pollutant changes during the lockdown could be overestimated between 2 and 10-fold without accounting for the influences of meteorology and long-term trends in pollutant concentrations. Air quality improved significantly during the lockdown driven by reduced NO2 and PM2.5 emissions despite increases in O3, resulting in health benefits for the MCMA population. A health assessment conducted suggested that around 588 deaths related to air pollution exposure were averted during the lockdown. Our results show that to reduce O3 within the MCMA, policies must focus on reducing VOCs emissions from non-mobile sources. The measures implemented during the COVID-19 lockdowns provide valuable information to reduce air pollution through a range of abatement strategies for emissions other than from motor vehicles.

Studying human exposure to vehicular emissions using computational fluid dynamics and an urban mobility simulator: The effect of sidewalk residence time, vehicular technologies and a traffic-calming device.

A computational system consisting of an urban mobility simulator, validated fluid dynamics and an integral exposure model, is proposed to obtain cyclist and pedestrian exposure to PMx and NOx. Pedestrian activities in the urban anthroposphere include walking and running. The computational experiments take place in a computer-generated urban canyon, subject to emissions from diesel and gasoline Euro 5 and Euro 6 vehicular technologies, in continuous and stop-and-go traffic scenarios, and three wind directions at two speeds. The exposure time in the computational domain of slow and fast pedestrians were obtained. Slow pedestrians had exposure times around 17% more than fast pedestrians due to their higher sidewalk residence time. Runners and cyclists decreased their exposures by 57% and 73% respectively compared with walkers. Two traffic scenarios are implemented: one due the presence of a hump and another without a hump. The presence of the hump, increased exposure and fuel consumption by 60% per heavy duty vehicle, about 44-48% per light duty vehicle and about 54-71% per passenger car. Vehicular technology had a large influence on exposure: Heavy duty-Euro 6 vehicle decreased 86% the exposure to PM2.5 and 66% to NOX with respect to Euro 5. The proposed computational system provides information on how wind velocity influenced the inhomogeneous pollutant distribution in the street-canyon, causing exposure to be dependent on pedestrian route location. Microscale sidewalk areas in the order of meters containing higher concentrations were thus located. The cleanest routes in the urban canyon were identified. When the wind intensity doubled from 2 to 4 m s-1, exposure concentration decreased around 45%. The proposed system provides a computational platform to study urban atmospheric fluids, scenarios such as pedestrian routes, vehicular technologies, traffic velocities, meteorological conditions and urban morphology affecting pollution exposure.

Inspiratory Capacity and Vital Capacity of Healthy Subjects 9-81 Years of Age at Moderate-High Altitude.

BACKGROUND: Measurements of inspiratory capacity (IC) and vital capacity (VC) are used to recognize dynamic hyperinflation, but appropriate reference values are required to achieve accurate clinical interpretations. Altitude above sea level is a potential determining factor for lung volumes, including IC and VC. OBJECTIVE: To describe IC and VC for healthy people who live in Mexico City at an altitude of 2,240 m above sea level. METHODS: Healthy subjects ages 9-81 y completed slow spirometry by following 2005 American Thoracic Society/European Respiratory Society standards. Once associations were explored, linear regression models were constructed and values were compared with those from previously published equations. RESULTS: A total of 441 healthy subjects (55.1% women) participated. The mean age was 32 y (minimum age, 9 y; maximum age, 81 y). IC and VC measurements were associated with sex, age, height, and weight. An accelerated increase in IC and VC was evident from 9 to 20 y of age, followed by a gradual decrease in both sexes. In general, IC was higher in our population than predicted by previously published reference equations. CONCLUSIONS: IC in healthy people at 2,240 m above sea level was higher than that of previous reports about European and Latin-American subjects of the same height, sex, and age who were at sea level. The present study provided robust reference values for persons who lived at a moderate altitude.

Use of genetic algorithms to improve the solid waste collection service in an urban area.

Increasing generation of Urban Solid Waste (USW) has become a significant issue in developing countries due to unprecedented population growth and high rates of urbanisation. This issue has exceeded current plans and programs of local governments to manage and dispose of USW. In this study, a Genetic Algorithm for Rule-set Production (GARP) integrated into a Geographic Information System (GIS) was used to find areas with socio-economic conditions that are representative of the generation of USW constituents in such areas. Socio-economic data of selected variables categorised by Basic Geostatistical Areas (BGAs) were taken from the 2000 National Population Census (NPC). USW and additional socio-economic data were collected during two survey campaigns in 1998 and 2004. Areas for sampling of USW were stratified into lower, middle and upper economic strata according to income. Data on USW constituents were analysed using descriptive statistics and Multivariate Analysis. ARC View 3.2 was used to convert the USW data and socio-economic variables to spatial data. Desk-top GARP software was run to generate a spatial model to identify areas with similar socio-economic conditions to those sampled. Results showed that socio-economic variables such as monthly income and education are positively correlated with waste constituents generated. The GARP used in this study revealed BGAs with similar socio-economic conditions to those sampled, where a similar composition of waste constituents generated is expected. Our results may be useful to decrease USW management costs by improving the collection services.