P\u00e4rast Liivalaia trammiprojekti k\u00e4sitleva artikli avaldamist k\u00fcsiti k\u00f5ige sagedamini, kas t\u00e4nava \u00e4\u00e4res paiknevad koolid, kauplused, b\u00fcrood ja haiglad ei n\u00e4ita juba iseenesest piisavat n\u00f5udlust trammiliini j\u00e4rele. K\u00fcsimus on m\u00f5istetav, kuid n\u00e4itab, kui sageli aetakse avalikus arutelus segamini kaks v\u00e4ga erinevat m\u00f5istet \u2013 potentsiaalne n\u00f5udlus ja tegelik liiklusvoog. Nende eristamine on \u00fclioluline, kui hinnatakse taristulahendusi ja \u00fchistranspordis\u00fcsteeme.<\/p>\n
N\u00f5udlus ei t\u00e4henda lihtsalt elanike arvu teatud raadiuses peatuse \u00fcmber, vaid inimeste valmisolekut teha kindlaid s\u00f5ite kindlate l\u00e4hte- ja sihtpunktide vahel kindlal ajal ja p\u00f5hjusel. Transporti planeerides eristatakse s\u00f5idu genereerimise alasid ja sihtalasid, st kohti, kuhu s\u00f5idetakse. Liiklusvoog on juba realiseerunud n\u00f5udlus \u2013 see, mida n\u00e4eme busside t\u00e4ituvuses, autoliikluse mahus v\u00f5i jalgsi tehtavates k\u00e4ikudes. Voog on alati t\u00f5end n\u00f5udluse olemasolust, kuid vastupidine ei kehti: inimesed v\u00f5ivad soovida kuhugi minna, kuid tegelik voog ei teki, kui vahemaa on liiga l\u00fchike, liikumine ebamugav v\u00f5i paremad alternatiivid k\u00e4ep\u00e4rast.<\/p>\n
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