Medium-sized Urban Areas Research Articles

Spatial Analysis of Green Infrastructure in the Microregion of Anápolis-GO: Implications for Urban Planning

Objective: This study aims to analyze the Green Area Index (GAI), the Vegetation Cover Index (VCI), and the Vegetation Cover Percentage (VCP) in the urban areas of 20 cities in the microregion of Anápolis, Goiás, focusing on green infrastructure and its implications for urban planning. Theoretical Framework: The research is based on the importance of green infrastructure as an essential tool for enhancing ecosystem variability, reducing environmental pollution, and controlling urban heat islands, especially in expanding urban areas. Method: The study was conducted in two stages: first, images from the WPM/CBERS-4A and Google Earth Pro satellites were analyzed to quantify the GAI; in the second stage, the Normalized Difference Vegetation Index (NDVI) was used to calculate the area with vegetation cover. Results and Discussion: The city of Anápolis had the largest urban vegetation area, while the municipalities of Taquaral, Damolândia, and São Francisco de Goiás had the highest GAI and VCI. São Francisco de Goiás recorded the highest VCP (35.06%), followed by Damolândia (29,27%) and Araçu (28.29%). Research Implications: The study highlighted the need for public afforestation policies to improve the socio-environmental conditions of the analyzed cities. Originality/Value: This research contributes to the literature by providing robust data on the distribution of vegetation in medium-sized urban areas and its importance for sustainable urban planning.

Comparative life cycle assessment and route optimization modeling of smart versus conventional municipal waste collection: Environmental impact analysis in an urban context

This study conducts a life cycle assessment comparing smart and conventional municipal waste collection systems over a 10-year period in a medium-sized urban area, employing the IMPACT 2002+ method and simulation modeling. The smart waste collection system demonstrated significant environmental advantages across key impact categories. Global Warming Potential was reduced by 45.7 % (19,209,995 kg CO₂ eq vs. 35,370,480 kg CO₂ eq) through optimized route planning and reduced fuel consumption. Human health impacts improved substantially, with the smart system showing a net positive effect (-9.7756731 DALY) compared to the conventional system's detrimental impact (23.574054 DALY). Ecosystem quality impacts decreased by 37.3 % (15,662,705 vs. 24,999,196 PDFm²yr), while resource depletion was 46 % lower in the smart system, despite increased mineral extraction for electronic components. The simulation revealed a 52 % reduction in vehicle distance traveled (38,535.36 vs. 80,282.00 km/month). While demonstrating clear environmental benefits, the study identifies challenges in electronic component lifecycle management and mineral resource recovery. Future research should prioritize developing recyclable components, integrating renewable energy sources, and optimizing end-of-life management strategies. These findings provide practical guidance for municipalities transitioning to smart waste collection systems, particularly in medium-sized urban areas. Real-world implementations in cities like Amsterdam and Barcelona have shown similar improvements, with route efficiency gains of 35–40 %, validating the potential of smart waste management technologies in urban sustainability initiatives.

Perceptions of potential cycling infrastructure in a low-cycling context: Evidence from a medium-sized urban area

A key factor for the use of bicycles for transportation is the presence of safe and pleasant infrastructure. While research mostly focuses on large cities, cycling infrastructure and use are still incipient in many small and medium-sized cities. Because of their spatial context and very low and demographically uneven cycle use, it is key to understand how the potential of growing infrastructure is perceived among the general population, as well as how these perceptions differ based on personal characteristics. We focus on Camp de Tarragona (Catalonia, Spain), a polycentric urban area where bicycles are used for transportation for less than 1% of trips, and where local authorities have shown renewed interest in expanding and improving the current infrastructure to increase bicycle usage. We examine the perception of residents in the study area regarding various bicycle infrastructure scenarios through a visual preference analysis using photo evaluation. The representative survey was conducted with over 1,000 individuals in 2022, which demonstrates a widespread willingness to cycle as a means of transportation. However, this desire remains unmet due to inadequate infrastructure and an urban configuration that generally discourages cycling. The results show a need for recognizable, safe and segregated cycling infrastructure, though with differing perceptions between gender and age groups and between levels of urban density. The understanding of diverse sociodemographic nuances in the preferences of non-cyclists emerges as vital for promoting cycling as a feasible and socially inclusive transportation choice, highlighting the importance of tailored infrastructure to encourage cycling and enhance accessibility.

ELECTROMOBILITY IN SMALL TO MEDIUM-SIZED CITIES AND CROSS-BORDER AREAS

Small and medium-sized cities around the world aspire to become greener, smarter, more liveable for citizens and appealing to tourists. In Europe, they undertake initiatives such as Sustainable Urban Mobility Plans and Electric Vehicle Charging Plans to make their transport infrastructures more sustainable and friendly to electromobility. In Asia, too, Chinese small cities can profit from several policies and incentives to promote electric mobility and it is of interest to see how these compare to the European cases. A major part of this paper refers to the European experience and more particularly that of Greece drawing largely on the experience from Sustainable Urban Mobility Plans and Electric Vehicles Charging Plans studies performed in Northern Greece and its northern border regions. The experience of China and its promotion of e-mobility in small urban areas is also reviewed and useful conclusions are drawn. The results show that there are several measures and policies specifically suited to small and medium-sized urban areas as well as those that are in the periphery of the country near border crossings to other countries. The final evaluation and selection should be made following the formulation, at an early stage, of a comprehensive and all-inclusive strategic plan for the promotion of emobility in the area. The novelty of the paper consists of a concise and all-inclusive reference to the factors affecting the promotion of electromobility in the special case of small and medium-sized urban areas as well as border areas and the recommendations for measures and policies that are given in Table 2. A novelty is also the SWOT analysis performed as well as the fact of the parallel presentation of European and Chinese policies.

Measurement report: Source attribution and estimation of black carbon levels in an urban hotspot of the central Po Valley – an integrated approach combining high-resolution dispersion modelling and micro-aethalometers

Abstract. Understanding black carbon (BC) levels and its sources in urban environments is of paramount importance due to the far-reaching health, climate, and air quality implications. While several recent studies have assessed BC concentrations at specific fixed urban locations, there is a notable lack of knowledge in the existing literature on spatially resolved data alongside source estimation methods. This study aims to fill this gap by conducting a comprehensive investigation of BC levels and sources in Modena (Po Valley, Italy), which serves as a representative example of a medium-sized urban area in Europe. Using a combination of multi-wavelength micro-aethalometer measurements and a hybrid Eulerian–Lagrangian modelling system, we studied two consecutive winter seasons (February–March 2020 and December 2020–January 2021). Leveraging the multi-wavelength absorption analyser (MWAA) model, we differentiate sources (fossil fuel combustion, FF, and biomass burning, BB) and components (BC vs. brown carbon, BrC) from micro-aethalometer measurements. The analysis reveals consistent, minimal diurnal variability in BrC absorption, in contrast to FF-related sources that exhibit distinctive diurnal peaks during rush hours, while BB sources show less diurnal variation. The city itself contributes significantly to BC concentrations (52 ± 16 %), with BB and FF playing a prominent role (35 ± 15 % and 9 ± 4 %, respectively). Long-distance transport also influences BC concentrations, especially in the case of BB and FF emissions, with 28 ± 1 % and 15 ± 2 %, respectively. When analysing the traffic-related concentrations, Euro 4 diesel passenger cars considerably contribute to the exhaust emissions. These results provide valuable insights for policy makers and urban planners to manage BC levels in medium-sized urban areas, taking into account local and long-distance sources.

Efficacy and Economic Benefits of Nano TiO2 Photocatalytic Advanced Oxidation Technology in Solid Waste Treatment

In order to assess the application value of nano TiO2 photocatalytic advanced oxidation technology in the field of solid waste treatment and improve the efficiency of waste disposal, this study investigates the preparation of TiO2/ZnIn2S4 composite photocatalysts using an in-situ growth method. Subsequently, this photocatalyst is applied to urban solid waste treatment schemes to degrade solid waste and organic pollutants in wastewater. The results indicate that, at a pH value of 7.5, the composite material exhibits the optimal photocatalytic degradation performance, achieving a degradation rate of 90%. Following the urban solid waste treatment scheme, the greenhouse gas emissions per ton of municipal solid waste range from 50 to 100 kg, resulting in a 90% reduction in greenhouse gas emissions. The calculated payback period for this waste treatment scheme is 5 years. The findings suggest that this treatment approach effectively reduces greenhouse gas emissions, enhances resource recovery rates, and demonstrates favorable economic benefits for application in small to medium-sized urban areas. This research provides valuable insights for the application of nano TiO2 photocatalytic technology in the field of solid waste treatment.

Charging infrastructure assessment for shared autonomous electric vehicles in 374 small and medium-sized urban areas: An agent-based simulation approach

This research examines the use of Shared Autonomous Electric Vehicles (SAEVs) in 374 U.S. small and medium-sized urban areas, focusing on fleet and infrastructure needs through agent-based simulations. It assesses metrics such as fleet size, trips per vehicle, and charging station requirements, considering two charger types: Level 2 and Level 3. The findings show significant spatial differences in SAEV operations and infrastructure across these cities. Statistical analysis links these variations to regional road networks and travel patterns. The study finds Level 3 chargers more efficient, requiring fewer stations and enabling more trips per vehicle compared to Level 2 chargers. Furthermore, Level 3 chargers exhibit a greater number of trips per SAEV and a higher ratio of vehicles to charging stations. These findings highlight the significance of considering charging infrastructure characteristics to optimize SAEV fleet performance and promote sustainable transportation systems in urban areas. This study significantly contributes by identifying the spatial variation and correlates of the SAEVs' operational and charging infrastructural performance. Policymakers, urban planners, and transportation service providers can leverage these insights to design and implement effective charging infrastructure for SAEV fleets, thereby advancing the transition to cleaner and more efficient mobility solutions.

Empowering Urban Public Transport Planning Process for Medium-Sized Cities in Developing Countries: Innovative Decision Support Framework for Sustainability

The challenges resulting from rapid economic growth, urbanization, and increased motorization in developing nations necessitate a comprehensive and sustainable approach to urban public transport planning. While sustainable urban public transport (SUPT) planning offers a solution, the complexity of choosing suitable policy measure options remains a challenge. This study first introduces a decision support framework (DSF) that integrates the sustainable urban public transport manual (SUPTM) adopted for generating the potential SUPT policy measure options, the KonSULT knowledge base applied for providing the performance scores of each measure option for all determined criteria, and the HMADM (including FAHP, FSM, and TOPSIS) technique to create, rank, and select SUPT policy measure options tailored to medium-sized urban areas in developing nations. A case study of Khon Kaen City, Thailand, illustrates the practical application of the framework, resulting in a set of 31 (91.2%) out of the total of 34 ranked policy measure options. Comparing these prioritizations with the city’s existing plan reveals a substantial agreement, which suggests the potential applicability of the DSF. Overall, the DSF marks a significant advancement in SUPT planning, which is crucial for shaping efficient, equitable, and environmentally conscious urban mobility in developing countries, which are undergoing transformative change.

Microplastic pollution on historic facades: Hidden ‘sink' or urban threat?

Despite the increasing concerns surrounding the health and environmental risks of microplastics (MPs), the research focus has primarily been on their prevalence in air and the oceans, consequently neglecting their presence on urban facades, which are integral to our everyday environments. Therefore, there is a crucial knowledge gap in comprehending urban MP pollution. Our pioneering interdisciplinary study not only quantifies but also identifies MPs on historic facades, revealing their pervasive presence in a medium-sized urban area in the UK. In this case study, we estimated a mean density of 975,000 fibres/m^2 (0.10 fibres/mm^2) for fibre lengths between 30 and 1000 μm with a ratio of 1:5 for natural to artificial fibres.Our research identifies three groups of fibre length frequencies across varied exposure scenarios on the investigated urban facade. Sheltered areas (4m height) show a high prevalence of 60–120 μm and 180–240 μm fibres. In contrast, less sheltered areas at 3m exhibit lower fibre frequencies but similar lengths. Notably, the lowest area (2-1.5m) features longer fibres (300–1000 μm), while adjacent area S, near a faulty gutter, shows no fibres, highlighting the impact of exposure, altitude, and environmental variables on fibre distribution on urban facades.Our findings pave one of many necessary paths forward to determine the long-term fate of these fibres and provoke a pertinent question: do historic facades serve as an urban ‘sink’ that mitigates potentially adverse health impacts or amplifies the effects of mobile microplastics? Addressing MP pollution in urban areas is crucial for public health and sustainable cities. More research is required to understand the multi-scale factors behind MP pollution in large cities and to find mitigation strategies, paving the way for effective interventions and policies against this growing threat.

How can small and medium-sized cities differentiate their carbon peaks?

China's ‘dual carbon’ strategy is of strategic importance in leading global climate governance and promoting China's high-quality and green economic development. Cities are the centres of human activities. However, these are also places where high energy consumption and high carbon emissions are concentrated. This study selected data from 192 small and medium-sized cities in mainland China for the period 2000–2020. It classified these into seven categories using the K-means clustering method, calculated the decoupling status of different types of small and medium-sized cities based on the Tapio decoupling index, and analysed the relationship between carbon emissions and economic growth in various types of small and medium-sized cities based on the EKC curve theory. Finally, the backpropagation neural network (BPNN) model was used to classify and predict the time required to achieve carbon peaking for seven types of small and medium-sized cities. The following conclusions were drawn: (1) The development status of small and medium-sized cities shows a ‘geese echelon pattern’. New dynamic small and medium-sized urban areas may reach peak carbon emissions first, while resource-based small and medium-sized urban areas may be the last to do so. (2) The decoupling of carbon emissions from industrial development in small and medium-sized cities has not been completed. This manifests mainly through the states of declining decoupling, absolute decoupling, and strong negative decoupling. (3) A significant inverted U-shaped relationship exists between economic development and carbon emissions in these cities. (4) These cities may have the disadvantage of premature or excessive de-industrialisation. Additionally, these generally have an inefficient and expansionary economic development status. Therefore, this study contended for a more robust integration of a radical political economy and ecological economics to support the development of such cities in China. The paper proposes differentiated development paths and fundamental recommendations for small and medium-sized cities in the implementation of the ‘double carbon’ strategy. The intention is to provide theoretical guidance and implications for promoting green and low-carbon development in urban and rural areas and for the early achievement of the strategy in China.

Green Social Prescribing in Practice: A Case Study of Walsall, UK.

This paper presents a case study of Green Social Prescribing (GSP) in Walsall, a medium-sized urban area located in the West Midlands, UK. GSP is a means of enabling health professionals to refer people to a range of local non-clinical nature-based activities, e.g., community gardening and conservation volunteering. As a new practice to address multiple challenges in health and sustainability, GSP has been promoted by the UK government and the NHS in the past few years. There is as yet limited evidence and knowledge about how this approach is implemented at a local level. This paper addresses this gap of knowledge, by exploring how GSP is implemented in Walsall as a case study. Based on extensive engagement and research activities with the local partners to collect data, this paper reveals the local contexts of GSP, the referral pathways, and people's lived experience, discussing the challenges, barriers, and opportunities in delivering GSP at the local level. This study suggests that a more collaborative and genuine place-based approach is essential, and alongside GSP, investment into infrastructure is needed to move the health paradigm further from 'prevention' to 'promotion' so that more people can benefit from what nature can offer.

The association between patients' timely access to their usual primary care physician and use of walk-in clinics in Ontario, Canada: a cross-sectional study.

Challenges in timely access to one's usual primary care physician and the ongoing use of walk-in clinics have been major health policy issues in Ontario for over a decade. We sought to determine the association between patient-reported timely access to their usual primary care physician or clinic and their use of walk-in clinics. We conducted a cross-sectional study of Ontario residents who had a primary care physician by linking population-based administrative data to Ontario's Health Care Experience Survey, collected between 2013 and 2020. We described sociodemographic characteristics and health care use for users of walk-in clinics and nonusers. We measured the adjusted association between self-reported same-day or next-day access and after-hours access to usual primary care physicians or clinics and the use of walk-in clinics in the previous 12 months. Of the 60 935 total responses from people who had a primary care physician, 16 166 (weighted 28.6%, unweighted 26.5%) reported visiting a walk-in clinic in the previous 12 months. Compared with nonusers, those who used walk-in clinics were predominantly younger, lived in large and medium-sized urban areas and reported a tight, very tight or poor financial situation. Respondents who reported poor same-day or next-day access to their primary care physician or clinic were more likely to report having attended a walk-in clinic in the previous 12 months than those with better access (adjusted odds ratio [OR] 1.23, 95% confidence interval [Cl] 1.13-1.34). Those who reported being unaware that their primary care physician offered after-hours care had a higher likelihood of going to a walk-in clinic (adjusted OR 1.14, 95% Cl 1.07-1.21). In this population-based health survey, patient-reported use of walk-in clinics was associated with a reported lack of access to same-day or next-day care and unawareness of after-hours care by respondents' usual primary care physicians. These findings could inform policies to improve access to primary care, while preserving care continuity.

Urban Green Development and Resilient Cities: A First Insight into Urban Forest Planning in Italy

The research proposes an application of a modification of the 3–30–300 rule to identify areas that require Urban Forestry implementation in small and medium-sized Roman and/or medieval urban areas. The selected case study is that of Asti in Piedmont, Italy. An open source, cross-platform desktop geographic information system is used to process geospatial datasets via qualitative analyses of electoral sections (or wards). An analysis of the number and distribution of trees around each building is performed, in addition to the calculation of tree canopy cover and distance between buildings and green spaces. Findings reveal that 64 out of 70 wards have an average of at least three trees per building and sufficient green areas of at least 0.5 hectares within 300 m of the buildings. Additionally, the tree canopy cover ranges from approximately 0.6% (lowest) to about 55% (highest) for the electoral sections. Lastly, findings suggest that the highly built-up urban fabric in these areas may significantly affect the availability and quality of green spaces. In conclusion, the case study proves the benefits of applying the 3–30–300 rule to small and medium-sized urban areas using an integrated assessment approach based on nature-based solutions and ecosystem services.

Back to the Future: “De-Transition” to Low-Car Cities

Current urban mobility systems in Europe, characterized by high car mobility shares, have negative environmental and health impacts but struggle to mitigate these for fear of sacrificing accessibility. Ironically, before the car mobility transition (in the 1950s and 1960s in Western countries and the 1990s in Eastern Europe), most cities were accessible by walking, cycling, public transport, and by the few cars there were. Through a longitudinal case study of a medium-sized urban area in Clermont-Ferrand, France (1950–2022), this paper explores the potential to ‘de-transition’, i.e., to reverse the urban transition process towards ‘accessible, low-car cities’ by reshaping infrastructures to constrain car use whilst accommodating walking, cycling, and public transport. We answer the following questions: To what extent can cities reverse the urban car mobility transition? How could such a process be further encouraged? Our analysis adopts a social practices perspective and uses a mixed-methods approach by combining semi-structured interviews, a survey, and a document analysis. On the one hand, our findings highlight the difficulty of an urban modality shift to car alternatives: (1) the limited reach of public transformation networks (in Clermont-Ferrand, the tramline); (2) the fact that many feel unsafe or assume they need excellent health conditions to cycle, which is associated with leisure and sports; and (3) strong convictions concerning the usefulness of vehicle ownership, which is believed to maximise comfort. On the other hand, based on a historic analysis, we offer practical recommendations to de-transition to low-car urban areas: (1) the creation of an extensive regional tramway network; (2) the development of a full cycling network; and (3) the promotion of an extensive car-free city centre.

An accurate fringe extraction model of small- and medium-sized urban areas using multi-source data

Urban fringes are of great significance to urban development as connecting hubs between urban and rural areas. However, there are many problems in urban fringes, including disorderly spatial layout, waste of social resources, and low quality of human settlements. Rapid and accurate identification of urban fringes has important practical significance for optimizing urban spatial layout, controlling urban unlimited expansion, and protecting land resources. Given the lack of suitable and high-quality fringe extraction models for small- and medium-sized urban areas, this study was based on Gaofen-2 (GF-2) imagery, Suomi National Polar-orbiting Partnership Visible Infrared Imager Radiometer Suite (NPP-VIIRS) imagery, point of interest (POI) data, and WorldPop data, taking the landscape disorder degree, POI kernel density, and night light intensity as urban feature factors and constructing a fringe extraction model of small- and medium-sized urban areas (FEM-SMU). Taking Hantai District in China as the study area, the results of the model were compared to the landscape disorder degree threshold method and POI kernel density breakpoint analysis method, while the generality of the model was further tested in Shangzhou and Hanbin Districts. The results show that the FEM-SMU model has evident improvements over the conventional methods in terms of accuracy, detail, and integrity, and has higher versatility, which can better meet the research needs of small- and medium-sized urban fringes.

Gender inequalities in the prevalence of low mood and related factors in schooled adolescents during the 2019–2020 school year: DESKcohort project

BackgroundMood disorders are the second most prevalent mental disorders in childhood and adolescence. Many undiagnosed people manifest subthreshold symptoms, like low mood, and present worse prognoses than asymptomatic healthy subjects. The aim of this study was to estimate the prevalence of low mood, gender inequalities, and associated factors, in 12- to 18-year-old adolescents in the rural and medium-sized urban areas of Central Catalonia during the 2019–2020 academic year. MethodsCross-sectional study with data from a cohort of high-schooled students (2019–2020), with a convenience sample of 6428 adolescents from the Central region of Catalonia (48.3 % boys and 51.7 % girls). Prevalence of low mood was estimated by gender and exposure variables, and ratios were obtained using Poisson regression models, adjusting for several exposure variables one by one, and for all of them jointly. ResultsThe prevalence of low mood was 18.6 %, with statistically significant differences between genders (11.6 %, 95 % CI: 10.5–12.8 in boys and 25.1 %, 95 % CI: 23.7–26.6 in girls). Being an immigrant, dieting, and daily tobacco smoking were only associated with low mood in girls, whereas risky alcohol consumption was only associated in boys. Sexual violence was found to account for 36.2 % of low mood problems in girls. LimitationsThe main limitation of the study is its cross-sectional design, which means that no casual relationships can be extracted of this study. ConclusionsThe prevalence of low mood varies between the sexes, highlighting the importance of developing gender-specific interventions to reduce its incidence in young people, considering the factors associated with this condition.

Understanding the spatiality of the rural poor's livelihoods in Northeast China: Geographical context, location and urban hierarchy

The livelihoods approach has become dominant for understanding poverty issues and advising on development policies. Spatial perspectives have been increasingly recognised to be important for understanding the increasing complexity and dynamics of livelihoods with regional development, urbanisation and close rural-urban interactions. This study further develops this perspective by highlighting the concepts of geographical context, location and urban hierarchy and adopts a multi-scalar analytical approach. The study examines the rural poor's livelihood strategies in Jilin Province of China based on two surveys conducted with about 3000 households in total and multiple logistic regression analysis. Our results demonstrate that half of the rural poor depend on incomes and livelihood strategies without labour input. From a macro-spatial view, the rural poor living in the Western and Eastern Areas, which have more challenging geographical contexts, are more dependent on subsidy income. From a micro-spatial view, rural livelihoods change, with spatial patterns depending on distance to urban areas and the type of these areas; small and medium-sized urban areas are more important for the rural poor's livelihoods. Geographical context makes these urban effects on rural livelihoods spatially more heterogeneous. Spatial understandings of livelihoods research help to better target and tailor poverty alleviation policies.

Overview of the bus network characteristics in the Italian medium size urban areas

Public transport services represent one of the main solutions for promoting a more sustainable urban mobility system but, in many Italian urban areas, there are still many critical issues about the level and quality of offered services. Starting from such issues, amplified by the pandemic condition, the present paper deals with the systematic analysis of the bus network characteristics and riderships in many Italian cities and towns, characterized by a supply of public transport services mainly based on buses. The database built for the study is related to 54 municipalities, with a population from 80,000 to 360,000 inhabitants, and it is composed by a large set of indicators about supply and demand of the bus services network and of the territorial characteristics of the municipalities. The results of the analysis permit to underline the existence of very different condition about level of provided services, impacting on the level of demand using the public transport. These differences are not only related to the territorial characteristics but are also due to completely different characteristics of the supply. The urban areas of Northern Italy, seem to present, in almost all of the analyzes carried out, both a quantity and quality level of the supply provided, as well as the level of demand satisfied, clearly superior to both urban areas of Central and Southern Italy. Finally, the study proposes a new method for the estimation of the overall annual level of bus services, for overcoming the limits of the existing models, hardly dependent on the historical expenditure criterion. The new method is based on the identification of the effective transport needs and the robustness and availability of the input data.

Analyzing the Physical Activity Characteristics of Middle School Students Based On Region (Urban and Rural) and Sex during COVID-19

PURPOSE This study aimed to analyze physical activity (sedentary, light, moderate to vigorous physical activity [MVPA]) characteristics of middle school students based on region (urban and rural) and sex. METHODS Data were collected from 216 students across 6 middle schools located in medium-sized urban (3 schools) and rural areas (3 schools), and the relevant physical activity was measured using a three-dimensional accelerometer (GT3X model). The collected data were inputted into the SPSS 20.0, and descriptive analysis and two-way ANOVA based on region and gender were performed (<.05). RESULTS The descriptive statistical analysis resulted in the following achievement rate of the physical activity standard (MVPA 60 minutes/day): 9.4%. The two-way ANOVA showed that the main effect according to gender was found in sedentary activity (F=5.258), light activity (F=6.790), and MVPA (F=32.274); furthermore, the main effect according to region was found in light activity (F=10.888) and MVPA (F=7.876). Interaction effect according to region and gender was found at all intensities, and the gap between rural and urban in male students was larger compared to that of female students. CONCLUSIONS After COVID-19, the level of physical activity among adolescents has worsened; this study found the problem of "decrease in physical activity; increase in sedentary activity" to be more serious among male students in urban areas.

Urbanization Construction, Economic Growth and Residents’ Happiness in Jiangsu Province

Under the background of common prosperity, the development of new urbanization should take urban agglomeration as the main body and residents’ happiness as the guide, and build a people-oriented urbanization structure system. Based on the China City Statistical Yearbook and China Labor-force Dynamics Survey data, this paper investigates the impact mechanism of the development of new urbanization and the economic status of residents on residents’ happiness. The results show that urbanization and residents’ economic status can promote residents’ happiness, and large cities have a greater sense of belonging, while the residents who live in medium-sized urban areas have insufficient happiness. Given the research results, the process of urbanization development, Jiangsu should build a rational urban scale and coordinate regional economic growth.