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counties and divided the years after 1770 into four periods. The situations of countries from the beginning of their industrial revolutions in each period were compared. Mr. Hoffmann computed the “changes in the ratio of net output of consumer- goods to that of capital goods” (Hoffmann). His conclusion is that the relative amounts of the factors of production or the state of technology may be different; all industrializing nations follow a uniform pattern of growth through three stages. Consumer goods industries refer to the food, textile, leather and furniture industries. While the vehicle building, engineering and chemical industries are typical examples of capital goods industries. During the first stage, consumer goods sectors are predominant, and the ratio of the net outputs of consumer goods and capital goods should be 51):1. In the second period, capital goods sectors develop more rapidly than consumer goods industry, and the ratio is 2.5 1):1. In the last stage, the ratio decreases to 11):1.
We use the ratio of light industry and heavy industry to approximate the Hoffmann Ratio. The figure 2 below indicates the industrialization process of Hangzhou during the period of 1997 to 2003. It shows that Hangzhou was in the third stage according to the theory of Hoffmann Ratio.
Figure2. Approximate Hoffman Ratio of Hangzhou from 1997 to 2003
Year Light Industry (in %) Heavy Industry (in %) Approximate Hoffmann Ratio (in %)

2.2High-Speed Railway Systems’ impact on regional economy
Kiyoshi Kobayashi and Makoto Okumura (1997) designed a dynamic multi-cities growth model. They connected multiple regions with a high-speed railway system, which provides the chance of face-to-face communication of knowledge exchange. As a result, it accelerates the economic development process of a city system. They emphasized the differences in qualitative and geographic elements in the high-speed railway system can have a profound impact on economic development in the region (Kobayashi 和 Okumura). They came up with the conclusion that the quality of the high-speed railway systems is one important factor influencing the development processes of knowledge and capital stocks in each region (Kobayashi 和 Okumura). They only considered one sector economy without international trades. However, the influences of international trade cannot be ignored in reality.
Some scholars focus on studying high-speed railway systems within their own countries. Gerard Mathieu (1993) analyzed the lessons can be learned from the French experience with high-speed rail systems. Besides some direct benefits, such as increased employment in activities associated with the construction of the new line, some permanent jobs and business activities are created. Services industry associated with the new line developed rapidly, such as lodging, food service and retail trade. After the successful operation of high-speed rail, Lyons became the city with the highest development level. What’s more, Lille used to be a classic industrial city. With the help of high-speed rail, its industrial structure had been changed. As its tertiary sector developed dramatically, the major driver of Lille’s economy became tourism and handle official business (Mathieu).

2.3 High-Speed Railway Systems’ Impacts on Industrial Structure in Regions

As for the empirical study, Hu Tianjun an