resumen | Habitualmente se piensa que la segregación en nuestras ciudades es el resultado de la preferencia de las personas por vivir con sus iguales. La evidencia muestra algo diferente. Es verdad que dicha preferencia existe como regularidad empírica y que varía en intensidad entre personas y grupos, reflejándose en distintas proporciones deseadas de vecinos similares. Sin embargo, de acuerdo con Schelling (1971), el resultado agregado de la interacción de personas con este tipo de preferencias lleva a la formación de patrones de segregación mayores que las preferencias de segregación originales de cada individuo. Este artículo explora una variación al modelo de Schelling: mientras el modelo original trabaja con solo dos grupos sociales, aquí se incorpora un tercero, al que le es indistinto el contacto con los otros dos. Los resultados muestran que la presencia de este tercer grupo tendría como consecuencia la disminución de la segregación en toda la ciudad, favoreciendo la integración residencial.palabras clave | segregación, integración social, economía urbana.
We use official data from the Chilean Government's National Air Quality Information System (SINCA) for the Metropolitan Region of Santiago and estimate the impact of COVID-19 confinement on the variation in concentration levels of particulate matter PM2.5 and PM10. We also measured the impact on the variation of NOx levels. All three pollutants are related to the transport sector. We found that overall, there is a significant difference between the average concentration levels of particulate matter PM2.5 and PM10 reported in 2019 and 2020. As well as the concentration levels of NOx, in the periods, indicated. In particular, we found that, for the months of total confinement, May-July, monthly average levels decreased between 7% and 19% for particulate matter PM2.5; between 18% and 50% for particulate matter PM10 and between 34% and 48% for NOx gas. These results represent the maximum indirect impact that can be expected in reducing the concentration levels of these pollutants as a result of an eventual transport policy aimed at reducing the concentration levels of PM2.5, PM10, and NOx in the city of Santiago de Chile.
Different initiatives have been implemented to improve air quality in large cities, such as encouraging travel by sustainable modes of transport, promoting electro-mobility, or the car-free day. However, to date, we have not found statistics that indicate to what extent the concentration levels of particulate matter
PM
2.5
,
PM
10
and nitrogen oxides (
NO
x
) pollutants decrease as a result of public policy. We used official data from the Chilean Government’s national air quality information system (SINCA) for the Santiago metropolitan region and estimated the impact of the confinement by COVID-19 on the ambient concentration average values of
NO
x
gases and particulate matter
PM
2.5
and
PM
10
, which are the main air pollutants produced by the transport sector after
CO
2
. We found that in general there are significant differences between the average levels of gas emissions for 2020 compared to 2019. In particular, we found that, for the months of total confinement May-July, the monthly average levels decreased between 7% and 19% for particulate matter
PM
2.5
, between 18% and 50% for
PM
10
and between 34% and 48% for
NO
x
. With the return to the new normality, these improvements in ambient concentration levels may be affected by the increase in private transport trips, due to the reluctance of citizens to return to mass public transport. Our results, therefore, represent the maximum impact that can be expected in reducing ambient concentration levels in the city of Santiago of Chile when a mobility reduction of gasoline vehicles is implemented.
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