交通规划己经完全改变成了从基于预测的简单假设的基本技术活动转化为 通过价格、规则、和其它控制策略来限制流动性的较为复杂的方法。基本的原则 是需求管理。除了解决城市和许多沿着城市的路线的拥堵问题,交通规划还要解 决环境达标,污染热点的确定和交通减少目标的制定和实现等问题,且同时确保 所有的人都可以使用交通服务和设施去工作。这里的根本问题是交通规划是否应 该做更多而不仅仅是应对这些基本的新需求,以及它是否愿意带头发展新议程。 交通规划在战略上还是在各级地方都是必不可少的,只是要解决的任务的性 质发生了根本变化。在过去一段时间,出于对国家和市场的思想顾虑,政策已经 确定了,但即使这样,在这里仍然需要战略规划框架。这个框架是很不同的,在 20世纪70年代和20世纪80年代,是大规模修建以满足需求不足的。规划过程 已经更全面考虑交通元素对住房分配和保持区域竞争力的需要的影响。该过程也 有更广泛的基础,利益相关者和受影响的人士涉及的范围广。已经民主化,更加 规范,主要通过引入复杂的目标,如那些涉及到可持续发展的目标。与此相反, 传统的积极态度是基于“科学”的方法的,相信通过细致的定量分析,人们可以 了解城市的复杂性和评估一系列以满足交通需求的预期水平的替代战略。交通规 划已经认识到了定量方法的局限性,并接受了这个事实,在交通的决策都是基本 的政治决策,需要更广泛的定量和定性分析。此外,有一个成熟的做法,承认有 必要,既要解释一下在使用方法什么上发生了什么变化,并认识到这些方法的局 限性( Banister,1994)。 Transport planning is essential at both the strategic and the local levels, but the nature of the tasks to be tackled has fundamentally changed. In the recent past, policy has been dictated more by ideolog ical concerns about the appropriate roles for the state and the market, but even here a strategic planning framework is still required This framework is very different from that used in the 1970s and 1980s which was based on the production of large-scale proposals to meet expected shortfalls in capacity. The planning process has become more holistic with the transport elements being linked to housing allocations and the need to maintain regional competitiveness The process is also more broad based, involving a wider range of stakeholders and affected parties. It has been democratized and become more normative, principally through the introduction of complex objectives such as those related to sustainable development. This contrasts with the more traditional positive approach based on the scientific"method and the belief that through careful quantitative analy sis one could understand the complexity of cities and evaluate a range of alternative strategies to meet expected levels of traffic demand. Transport planning has recognized the交通规划已经完全改变成了从基于预测的简单假设的基本技术活动转化为 通过价格、规则、和其它控制策略来限制流动性的较为复杂的方法。基本的原则 是需求管理。除了解决城市和许多沿着城市的路线的拥堵问题，交通规划还要解 决环境达标，污染热点的确定和交通减少目标的制定和实现等问题，且同时确保 所有的人都可以使用交通服务和设施去工作。这里的根本问题是交通规划是否应 该做更多而不仅仅是应对这些基本的新需求，以及它是否愿意带头发展新议程。 交通规划在战略上还是在各级地方都是必不可少的，只是要解决的任务的性 质发生了根本变化。在过去一段时间，出于对国家和市场的思想顾虑，政策已经 确定了，但即使这样，在这里仍然需要战略规划框架。这个框架是很不同的，在 20 世纪 70 年代和 20 世纪 80 年代，是大规模修建以满足需求不足的。规划过程 已经更全面考虑交通元素对住房分配和保持区域竞争力的需要的影响。该过程也 有更广泛的基础，利益相关者和受影响的人士涉及的范围广。已经民主化，更加 规范，主要通过引入复杂的目标，如那些涉及到可持续发展的目标。与此相反， 传统的积极态度是基于“科学”的方法的，相信通过细致的定量分析，人们可以 了解城市的复杂性和评估一系列以满足交通需求的预期水平的替代战略。交通规 划已经认识到了定量方法的局限性，并接受了这个事实，在交通的决策都是基本 的政治决策，需要更广泛的定量和定性分析。此外，有一个成熟的做法，承认有 必要，既要解释一下在使用方法什么上发生了什么变化，并认识到这些方法的局 限性(Banister, 1994)。 Transport planning is essential at both the strategic and the local levels, but the nature of the tasks to be tackled has fundamentally changed. In the recent past, policy has been dictated more by ideological concerns about the appropriate roles for the state and the market, but even here a strategic planning framework is still required. This framework is very different from that used in the 1970s and 1980s which was based on the production of large-scale proposals to meet expected shortfalls in capacity. The planning process has become more holistic with the transport elements being linked to housing allocations and the need to maintain regional competitiveness. The process is also more broad based, involving a wider range of stakeholders and affected parties. It has been democratized and become more normative, principally through the introduction of complex objectives such as those related to sustainable development. This contrasts with the more traditional positive approach based on the “scientific” method and the belief that through careful quantitative analysis one could understand the complexity of cities and evaluate a range of alternative strategies to meet expected levels of traffic demand. Transport planning has recognized the