## 6 Conclusions  
In summary, this paper compares the differences in carbon emission reduction benefits of BS-FMMS in the spatial and temporal dimensions between workdays and non-workdays.  
It was found that the carbon emission reduction benefit of BS-FMMS on a workday has obvious morning and evening peaks, reaching up to 1460.37 kg in the highest hour (8:00 to 9:00), with an average carbon emission reduction of 540.37 kg per hour, while the carbon emission reduction benefit of BS-FMMS on a non-workday tends to be stable throughout the day and only reaches 599.33 kg in the highest hour (18:00 to 19:00), with an average carbon emission reduction of 396.05 kg per hour. The metro station areas with significant BS-FMMS carbon emission reduction benefits on workdays and non-workdays are mostly concentrated in the south of Baoan district, the west of Nanshan district, the central part of Longhua district, and the south of Futian district in Shenzhen. From an overall perspective, the carbon emission reduction benefits on a workday are better than those on a non-workday. However, there are some metro station areas with greater carbon emission reduction on the non-workday than on the workday, and these areas are mainly concentrated in Nanshan district, Futian district, and Luohu district. Also, the study found a significant correlation between bikeshare ridership and carbon emission reduction in metro station areas.  
From the perspective of real application, this paper proposes a BS-FMMS carbon emission reduction benefit analysis framework that can quantify the carbon emission reduction benefit of bikeshare through the refined BS-FMMS carbon emission reduction measurement method. Combined with the spatiotemporal visualization method, the temporal and spatial distribution of the carbon emission reduction benefits of bikeshares can be intuitively understood so as to provide empirical evidence for the formulation of urban low-carbon transportation policies. In addition, this paper analyzes in depth from the metro station level and finds that there is a strong correlation between the ridership and carbon emission reduction of bikeshare in metro stations, and the relevant departments can roughly estimate the carbon emission reduction of bikeshare according to the ridership of bikeshare in metro stations. Also, strengthening the supply of bikeshare in the metro station area can effectively promote the enhancement of carbon reduction benefits.  
There are existing studies showing that the built environment is an important factor affecting carbon emissions [37; 38], and in future studies, the reasons for the difference in carbon reduction benefits of bikeshare between workdays and non-workdays can be analyzed in the context of the built environment elements of the metro station area.  
H.L.: conceptualization, methodology, visualization, software, writing--original draft; Z.W.: conceptualization, methodology, writing--review and editing; Q.W.: supervision, writing--review and editing. All authors have read and agreed to the published version of the manuscript.  
Figure 7: Relationship between ridership and carbon emission reduction. (**a,b**) are plots of workday and non-workday, respectively. X is the ridership of bikeshare in a specific metro station area during a specific time period, and Y is the carbon emission reduction of bikeshare in the corresponding metro station area during the corresponding time period.