高速铁路（以下简称“高铁”）与站点作为城市相互作用的重要载体，其快速发展缩短了城市间时空距离，提高城市的可达性，影响人口与社会经济活动在空间上的集聚与扩散，从而导致生产要素在空间上的重新配置，进而影响城市空间结构。本文基于区位论、区域和城市空间结构、节点-场所、圈层结构等理论，构建高铁对多尺度（区域-市域-市辖区-站点地区）空间结构影响分析框架，以中原城市群为研究区域，利用GIS空间分析、Stata等技术，在分析高铁建设对可达性影响的基础上，从城市网络角度研究高铁建设对区域空间结构的影响与机制；基于人口与产业两个方面，从单中心/多中心维度研究高铁建设对市域空间结构的影响和机制；从土地利用视角考察市辖区空间重心是否向高铁站点转移，基于微观POI数据分析高铁站点地区是否能够促进城市新中心的产生或者强化原有城市中心，以及动力机制；基于微观数据，在界定高铁站点地区范围的基础上，从产业角度，分析高铁站点地区空间结构形成与机制。主要结论如下：

（1）高铁对中原城市群可达性影响。分别从时间和空间两个视角分析2017年和2020年高铁建设对中原城市群可达性影响，研究发现：①高铁建设促进可达性显著提升，2017年现状高铁建设促使中原城市群可达性提升程度大于规划高铁时期。高铁建设扩大加权平均旅行时间空间差异，但整体缩小了日可达性空间差异。②城市加权平均旅行时间空间分布呈现明显的“核心-边缘”结构，随着高铁建设，可达性高值区逐渐向高铁沿线扩展。可达性改善程度存在明显的空间差异，边缘城市绝对提升幅度较大，可达性变化率的空间格局从“十字型”区域向周围逐渐递减趋势发展成郑济、太焦、郑渝、郑合高铁线组成的“╳字型”区域向周边逐渐递减。与加权平均旅行时间改善有所不同，日可达性绝对提升幅度较大城市主要分布在高铁沿线，表现出显著的“廊道效应”，相对提升幅度较大城市主要分布在研究区边缘。③高铁建设极大扩展交通圈范围，城市1小时等时圈沿“十字型”与“米字型”高铁线明显向外推移。城际高铁建设带来新的城市生活模式，双城同城化趋势显著。

（2）高铁对中原城市群网络空间结构影响和机制分析。运用引力模型获取中原城市群30个城市的经济联系度作为基础数据，采用社会网络理论与方法，基于2010、2017、与2020年（规划）三种交通设施网络情形，分析高铁对中原城市群网络空间结构影响和机制。研究发现：①高铁建设增加城市间经济联系强度和城市对外联系总量，使其呈现明显阶段化特征，缩小城市间经济联系强度空间差异，但扩大城市对外联系总量空间差异。②高铁建设使城市间经济联系强度从单核结构向点轴空间结构模式发展，大城市间经济联系强度构成中原城市群主要经济联系，其变化率较大城市对逐渐从核心向边缘转移。随着高铁扩展，城市等级规模呈现先收敛后分散分布特征。高铁建设强化郑州在中原城市群网络中的核心地位。城市对外经济联系总量空间分布呈现“核心-边缘”结构，并表现一定的“廊道效应”。③中原城市群城市程度中心度呈现上升趋势，城市间组团发展模式更加显著，网络的核心地区由中部向西部扩展的动态变化趋势。中介中心度呈现下降态势，其空间分布特征显著，中介城市从郑州和菏泽逐渐向徐兰高铁线的郑州、开封、洛阳和商丘迁移，区域内个体城市中介能力呈现均衡发展态势。④高铁建设提升城市网络整体密度，但仍处于弱连接状态。核心-边缘结构逐渐弱化，核心区范围扩大，边缘区范围减小。随着高铁网络推进，凝聚子群结构发生剧烈变化，石武高铁轴线子群成为中原城市群经济联系的核心组团。⑤高铁建设提升城市可达性、改变区位条件、引起区域要素流动差异和高铁网络从“十字型”向“米字型”发展四个方面共同塑造了中原城市群网络空间结构。

（3）高铁对中原城市群市域空间结构影响和机制分析。基于人口与产业两个方面，从单中心/多中心维度，运用2005-2017年中原城市群市域面板数据，分析高铁及其服务强度对市域空间结构的影响和机制。研究发现：①2005-2017年中原城市群市域空间结构总体呈现单中心化趋势，但不同地级市呈现差异化特征。②在人口方面，高铁及其服务强度对市域空间结构的影响不显著。在产业方面，高铁及其服务强度显著正向影响市域单中心空间结构。除此之外，市域空间结构演变受到多种因素影响，是自然因素、社会经济因素、政府政策共同作用的结果。③在产业方面，高铁建设引起可达性变化，带来非均衡时空压缩效应和虹吸效应、区位条件变化、产业结构调整、提升经济水平等引导中原城市群空间结构的单中心性。

（4）高铁对中原城市群市辖区空间结构影响和机制分析。采用2000、2010、2018年土地利用数据，利用重力偏移模型分析市辖区空间重心是否会向高铁站点转移，基于微观2010和2019年POI数据，从单中心/多中心角度研究高铁站点地区是否会发展成为城市新中心或强化城市原中心。研究发现：①中原城市群11个市辖区空间重心偏向高铁站点，6个市辖区空间重心远离高铁站点。不同城市之间的偏离方式和程度不同，这表明高铁网络推动城市发展的方式存在个体差异。②典型市辖区分析：郑州市和宿州市。根据高铁站点的区位特征、战略规划、发展现状与城市空间结构识别发现：目前，郑州东站发展程度不足以推动郑州市辖区空间结构从“单中心”向“多中心”转变，但未来有望成为增长极，促进城市新中心的产生；郑州站节点功能得到提升，但周边地区的土地利用类型和产业类型改造和调整较难，发展潜力较小，尚未强化市辖区原有中心；宿州东站难以推动市辖区空间结构从“单中心”向“多中心”转变，且从一定程度上破坏了其原有城市发展脉络与空间结构。③高铁建设引起城市空间结构变化具有阶段性，高铁服务与站点开发是影响市辖区空间结构的基础机制，站点位置是结构性机制，城市政策是推动力。

（5）高铁站点地区空间结构演化特征和机制分析。评估和分析中原城市群所有高铁站点地区发展状况与自身属性，选取典型站点分析案例：郑州东站。基于微观POI和土地利用数据，界定郑州东站站区范围，从产业角度来探究高铁站点地区空间结构发展特征、影响因素和机制。研究发现：①郑州东站站点范围定为2000米，高铁建成前，产业主要布局在外围区，产业空间呈现零散分布。高铁开通以后，产业分布呈现显著圈层结构特征。核心区开发强度较小，餐饮和住宿业、批发零售业比重较大。影响区开发强度增大，餐饮和住宿业、批发和零售业所占比重较大，但呈现下降趋势，租赁和商务服务业比重提升明显。外围区延续了影响区的开发，批发和零售业所占比重最大，居民服务业比重提升显著。②随着高铁建设，郑州东站整体产业空间结构由单核心连片发展到多核心、轴带状空间结构。各细分行业空间结构特征各异，主要分为三类：单核心、双核心和多核心空间结构。③整体来看，对内和对外交通因素与集聚经济对产业空间分布影响显著，地租因素随着高铁站区开发逐渐减小，从各行业来看，不同因子的作用强度存在行业间差异。集聚效益对所有行业均有显著正向影响。④从区位可达性、微观市场因素、节点场所属性、充足未开发土地、高铁乘客属性和要求、政策制度方面来分析站点地区空间结构的形成机制。

本文主要有三个创新点。第一，构建站点地区-市辖区-市域-区域更加完整系统的尺度研究链。第二，从多种视角定性与定量相结合研究高铁对多尺度空间结构影响。第三，从不同方面探究高铁对不同尺度城市空间结构的影响独有机制。

As an important carrier for the interaction between cities, high-speed rail (HSR) and stations, their rapid development shortens the space-time distance between cities, improves the accessibility of cities, affects the spatial aggregation and diffusion of population and socioeconomic activities, resulting in spatial Reconfiguration, which in turn affects the urban spatial structure. Based on location theory, regional and urban spatial structure, node-place, circle structure and other theoretical foundations, this paper constructs an analysis framework for the impact of HSR on multi-scale spatial structure (Region, Prefecture-level, municipal districts, HSR station area), taking the Central Plains urban agglomeration (CPUA) as the research area. Using GIS spatial analysis, Stata and other technologies, on the basis of analyzing the impact of HSR construction on accessibility, study the impact and mechanism of HSR construction on regional spatial structure from the perspective of urban network; Based on the two aspects of population and industry, study the impact and mechanism of HSR on the spatial structure of the Prefecture-level city from the single-center / multi-center dimensions; From the perspective of land use, investigate whether the spatial center of the municipal districts is shifted to the HSR station, and analyze whether the HSR station area can promote the creation of a new urban center or strengthen the original urban center based on micro-POI data, and the dynamic mechanism; Based on micro data, on the basis of defining the scope of HSR station area, analyze the formation and mechanism of the spatial structure of station area. The main conclusions are as follows:

(1) The impact of HSR on the accessibility of the CPUA. With the help of weighted average travel time and daily accessibility, the impact of the HSR network on the accessibility of the CPUA in 2017 and 2020 will be discussed from the aspects of time and space. It shows that HSR construction has significantly improved urban accessibility. The time savings and space expansion caused by HSR construction in 2017 were significantly higher than those caused by planned HSR. The development of HSR expand the spatial difference in weighted average travel time, but overall reduces the spatial difference in daily accessibility. The spatial distribution of the city’s weighted average travel time shows an obvious “core-edge” structure. With the construction of HSR, the low-weighted average travel time area extends along the HSR. There are obvious spatial differences in the degree of improvement in accessibility, and the absolute increase in marginal cities is relatively large. The spatial pattern of the change rate of accessibility has gradually developed from “十-shaped” areas to “╳-shaped” areas toward the periphery. Cities with a relatively large increase in daily accessibility are mainly distributed along the HSR, showing a significant “corridor effect”, and cities with a relatively large increase are mainly distributed on the edge of the study area. The construction of HSR greatly expand the scope of the transportation circle and the 1-hour isochronous circle of the city moves outward along the high-speed railway line. The construction of intercity HSR has brought about a new urban lifestyle, and the trend of co-urbanization of the two cities is remarkable.

(2) The impact of HSR on the network spatial structure of the CPUA. Using the data of economic connection strength in three scenarios without HSR, 2017 and 2020 HSR networks, and using spatial interaction and complex network research methods, from the perspective of the overall network structure and node structure, analyze the impact of HSR construction on the urban network spatial structure of the CPUA. The construction of HSR increases the strength of economic connections between cities and the total amount of external contacts of cities, so that it has obvious stage characteristics, narrows the spatial difference in the strength of economic connections between cities, but expands the spatial difference in the total amount of external contacts of cities. The construction of HSR has developed the strength of economic connections between cities from a single-core structure to a point-axis spatial structure model. The strength of economic connections between large cities constitutes the main economic connection of the CPUA, and the cities with large rates of change gradually shift to the edge of the study area. With the expansion of the high-speed rail, the scale of the city’s hierarchy shows a distribution characteristic of first convergence and then dispersion. HSR construction strengthens Zhengzhou’s core position in the CPUA network. The spatial distribution of the total amount of external economic links between cities presents a “core-marginal” structure and exhibits a certain “corridor effect”. From the point of view of network node structure, the degree of centrality of the city shows an upward trend, the development model of inter-city grouping is more significant, and the dynamic change trend of the core area of the network from the center to the west. The centrality of intermediaries is declining, and its spatial distribution is remarkable. Intermediary cities have gradually moved from Zhengzhou and Heze to Zhengzhou, Kaifeng, Luoyang, and Shangqiu of the Xulan High-speed Railway Line. The overall density of the urban network has increased significantly, but it is still in a weakly connected state. The core-edge structure gradually weakened, the core area expanded, and the edge area decreased. With the advancement of the HSR network, the structure of regional cohesion subgroups has undergone dramatic changes, and the Shiwu HSR axis subgroups have become the core group of economic links in the CPUA.The construction of HSR brings accessibility improvements, changes in location conditions, the flow of factors and the development of HSR networks from “cross-shaped” to “rice-shaped”, which jointly shaped the network space structure of the CPUA.

(3) Impacts of HSR on Spatial Structure in Prefecture-level Cities of the CPUA. Based on the two aspects of population and industry, from the single-center / multi-center dimensions, using the panel data of the CPUA from 2005 to 2017 to study the impact of HSR and its service level on the spatial structure of the Prefecture-level cities. From 2005 to 2017, the urban spatial structure of the CPUA showed a single centralization trend, but different prefecture-level cities showed different characteristics. In terms of population, the impact of HSR and its service level on the spatial structure of the Prefecture-level city is not significant. In terms of industry, the HSR and its service levels significantly affect the spatial structure of the Prefecture-level city. In addition, the evolution of the spatial structure of the Prefecture-level cities is affected by many factors, which are the result of the combined action of natural factors, socioeconomic factors, and government policies. The construction of HSR has brought about changes in accessibility, bringing unbalanced space-time compression effects and siphon effects, changes in location conditions, adjustment of industrial structure, and improvement of economic level, which jointly guide the single centrality of the industrial spatial structure of the CPUA.

(4) Impacts of HSR on Spatial Structure in municipal districts Cities of the CPUA. Use the gravity migration model to analyze whether the spatial center of gravity of the municipal districts will be transferred to the HSR station, and study whether the HSR station area will develop into a new urban center or strengthen the original urban center from a single center / multi-center perspective. The center of space of 11 municipal districts in the CPUA is biased toward HSR stations, and the center of space of 6 municipal districts is far from HSR stations. Different cities have different ways and degrees of deviation, which indicates that there are individual differences in the way HSR networks promote urban development. Analysis of typical municipal jurisdictions: Zhengzhou and Suzhou. According to the location characteristics, strategic planning, development status and urban spatial structure identification of the HSR station: at present, the development degree of Zhengzhou East Station is not enough to promote the spatial structure of Zhengzhou ’s jurisdiction from “single center” to “multicenter’, but it is expected to become The growth pole promotes the creation of new urban centers; The node function of Zhengzhou Station has been improved, but the transformation and adjustment of land use types and industry types in the surrounding areas are more difficult and the development potential is small; Suzhou East Station is difficult to promote the spatial structure of the municipal district from “single center” to “multi-center”, and to some extent destroys its original urban development context and spatial structure. HSR has caused changes in the urban spatial structure in stages. HSR services and site development are the basic mechanisms that affect the spatial structure of municipal districts. The site location is a structural mechanism, and urban policy is the driving force.

(5) Characteristics and mechanism of spatial structure evolution in HSR station area. To evaluate and analyze the development status and own attributes of all HSR stations in the CPUA, select a typical station analysis case: Zhengzhou East Railway Station. Based on the microscopic POI and land use data, the scope of Zhengzhou East Railway Station area is defined, and the characteristics, influencing factors and mechanisms of the spatial structure development of the HSR station area are analyzed from an industrial perspective. The station area of Zhengzhou East Railway Station is set at 2000 meters. Before the construction of the HSR, the industry was mainly distributed in the peripheral areas, and the industrial space was scattered. After the opening of the HSR, the industrial distribution showed significant characteristics of the circle spatial character. The development intensity of the core area is relatively small, and the proportion of the catering and accommodation industry and the wholesale and retail industry are relatively large. The development intensity of the affected areas has increased, and the catering and accommodation, wholesale and retail industries accounted for a larger proportion, but it has shown a downward trend, and the proportion of leasing and business services has increased significantly. The peripheral areas continued the development of the affected areas, with wholesale and retail accounting for the largest proportion, and the proportion of residents ’service industries increased significantly. With the construction of HSR, the overall industrial spatial structure of Zhengzhou East Station has developed from a single-core continuous piece to a multi-core, shaft-shaped spatial structure. The characteristics of the spatial structure of each subdivided industry are different, mainly divided into three categories: single-core, dual-core and multi-core spatial structure. On the whole, internal and external transportation factors and agglomeration economies have a significant impact on the industrial spatial distribution, and the land rent factor gradually decreases with the development of HSR station areas. From the perspective of various industries, the effect intensity of different factors varies among industries. Agglomeration benefits have a significant positive impact on all industries. The formation mechanism of the spatial structure of the site area is analyzed from the aspects of location accessibility, micro market factors, node site attributes, sufficient undeveloped land, attributes and requirements of HSR passengers, and policies and systems.

This paper has three innovations. First, build a more complete and systematic scale research chain of Region, Prefecture-level, municipal districts, HSR station area. Second, study the impact of HSR on multi-scale spatial structure from a combination of qualitative and quantitative perspectives. Third, explore the unique mechanism of the impact of HSR on the urban spatial structure of different scales from different aspects.