Decentralization and the Demand for Gasoline
认为，由于通勤与居住地选择相关，城市空间结构和人口迁移模式将显著影响能源政策（如汽油税、燃油标准）在减少汽油消费方面的效果。
The Arab oil embargo of 1973-74 prompted deep concern for the future reliability of United States energy sources. Policymakers have since begun to carefully evaluate strategies which may reduce our dependence on foreign imports and promote conservation. With transportation accounting for 58% of the total United States petroleum consumption in 1977, the automobile and its use will largely determine the effectiveness of any energy policy. In urban America, 77% of all people making work trips ride in an automobile. Of these, 85% are drivers, while only 15% are passengers (U.S. Bureau of the Census 1977, p. 644). These work trips constitute approximately 36% of all auto trips and 42% of the total vehicle-miles traveled (U.S. Dept. of Transportation 1974). As a result, recent energy policy has been aimed at reducing gasoline usage for all purposes, including the auto journey to work, through gasoline mileage standards and public awareness campaigns. Other policy proposals include increased gasoline taxes, deregulation of gasoline prices, congestion tolls, increased provision and maintenance of mass transit facilities, and parking surcharges or bans in the central business district.' It is our contention, however, that since the journey to work is a decision not generally made independently of that of residential location,2 the spatial structure of the urban area and the patterns of population migration will play a significant role in determining the effectiveness of any energy programs. To appreciate this fact, one needs only to consider the patterns of migration in the United States.