Production–Living–Ecological Space (PLES) is a useful tool to identify land use status patterns and optimize land resource allocation. In this study, the spatial econometric model was chosen to analyze the driving factors of land use change in Chaoyang District, part of the rural–urban fringe in Beijing, from the perspective of PLES evolution, from 2005 to 2020. The results showed the following: (1) Production Space (PS) to Living-Non-Farm Production Space (LNPS) has been the most significant conversion process of PLES since 2005, making LNPS the PLES type with the highest proportion in the study area. (2) With the spatial order from near-to-far from the city center, the scale of PS was reduced and concentrated, Ecological Space (ES) was formed in a green belt at the periphery of Beijing, Eco-Agricultural Production Space (EAPS) and Living-Agricultural Production Space were rapidly reduced, and LNPS was rapidly expanded in the point-line-plane order. (3) The PS to LNPS conversion was mainly driven by economic development and industrial structure upgrades, while the PS to ES conversion was mainly due to the distribution of population density and also industrial structures. The conversion of EAPS to LNPS was driven by the increase of the urbanization rate and economic growth. This study confirmed the policy-driven effect of the conversion from PS to ES. Due to the “Concentric Circle” spatial structure of Beijing, the conversion of PLES is generally related to the distance from the city center.

Introduction: Dockless bike-sharing systems have become popular in urban China. However, how dockless bike-sharing influence users’ daily travel choices has rarely been investigated.Methods: Drawing upon travel-related data collected by the day reconstruction method in Fuzhou, this study explores whether and how the mode shift caused by dockless bike-sharing reduces the carbon emission effect in different scenarios.Results: The results show that the mode proportion varied before and after the introduction of dockless bike-sharing and affected by travel distance. The carbon emission reduction effect of shared bikes shows an inverted U-shape with the increase of distance, with the carbon emission reduction gain from the medium-distance travel group of 3-5 km being the largest. The unit carbon emission reduction coefficient presents an inverted U-shape rather than a linear rise with distance. The annual personal carbon emission reduction of dockless bike-sharing users is 4,312.42 g and the total in Fuzhou is 33.03 Mt per year.Discussion: These findings indicate that a improve of the city’s fast cycling lane system can promote the travel mobility and efficiency in the central downtown area.

In the context of rapid population aging in China, ensuring pedestrian safety for older adults has become a critical concern, particularly in mountainous cities where the built environment’s role remains understudied. This study examines how built environment factors influence road traffic crashes involving older pedestrians in such terrains, aiming to propose targeted safety optimization strategies. Using ten-year road traffic crash data from Yuzhong District, Chongqing, the research employed both Standard Poisson Regression and Bayesian Poisson Regression models for analysis. Key findings indicate that crash frequency significantly increased with higher densities of footbridges and recreational facilities, as well as with a greater proportion of parks and green space, whereas it decreased with a higher land use mix, greater densities of educational facilities, and higher public transport stop density. The proportion of storage land and the density of medical facilities showed no significant effects. These results provide concrete, evidence-based guidance for urban planning and transportation management in mountainous cities to optimize pedestrian infrastructure and enhance walking safety for the elderly.