The rapid development of high-speed rail (HSR) and station areas has shortened the spatial and temporal distances among cities, improved the accessibility of cities, and affected the spatial agglomeration and diffusion of populations and of social and economic activities. This has led to spatial reconfiguration of production factors within cities, which has the potential to drive the reconstruction of urban spatial structures. Based on POI and land-use data, this paper defines the spatial scope of the HSR station area and explores the characteristics and influencing factors of its spatial structure from the perspective of industry. The study area i is set at 2000 m. Since the opening of the HSR, the industrial distribution has exhibited a significant circular, multi-core, and axial belt spatial structure. The spatial structure of each sub-industry is different. On the whole, internal and external transport and agglomeration economies have significant impacts on the industrial spatial distribution, and land rent has gradually decreased in importance with the development of HSR station areas. The intensity of the effects of different factors varies among different industries. The mechanisms by which the spatial structure of the station area is formed are discussed and include location accessibility, micro-market factors, node station attributes, the availability of a sufficient amount of undeveloped land, the characteristics and needs of HSR passengers, and policies and systems.

In contemporary studies in areas such as the field of classical theory, there has been an increasing emphasis on E-Business. In this study, we examine central place theory principles using China’s consumer-to-consumer online game marketing as a case of E-business. The results indicate that virtual goods in China’s C2C online game marketing are distributed in areas with high economic development and where residents have high purchasing power. Further, we found that the transmission capacity of virtual goods is affected by the level of telecommunication services because they are transmitted through information flow. Such effects illustrate that virtual goods are no longer affected by spatial distance and traffic conditions because virtual goods do not need to be touched; however, they are still affected by market forces. We conclude that there are key differences between the marketing and transport principles of CPT based on the hierarchical model describing new internal and external relations and the level of complexity in E-Business processes.