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FACILITY REQUIREMENTS »The parking operator also kept track of the number of hours and days that the LT lot became so full, they had to open the overflow lot. This data correlated well with the occupancy counts. However, once the operator opened the overflow lot, they were required to keep it open until all the cars parked there were gone. Therefore, before the overflow lot empties, the LT lot once again has readily available spaces, so the distribution of hours of the year for the LT lot’s occupancy shows fewer hours than the total hours the overflow is open. This phenomenon is recognized in the analysis as the overflow lot information has been used to confirm the validity of the LT lot occupancy data. Parking demand grows with the growth in passenger activity. Short-term parking demand is chiefly 13 related to the peak-hour passenger activity , while long-term parking demand reflects daily passenger activity. The current demand for parking has been factored to the three future PALs using the peak-hour passenger data for short-term parking, and the daily passenger data for long-term parking. Parking requirements reflect an airport’s goals of how well to serve its passengers relative to making parking readily available for them. In the US there are two logical and commonly used ways to decide how much parking an airport wants to provide: »To provide enough parking that no customer is ever turned away from the lot, even on the busiest hour of the busiest time of the year. »To provide enough parking based on a quality-of-service standard which is defined by the difficulty of finding a space. In a long-term lot, many airports use the standard that when the lot is 90 percent occupied, the lot is effectively full. Stated otherwise, that is the upper limit on the ease of finding a space, i.e., customers do not want to track down the last 10 percent of spaces in a large long-term lot. For short-term lots, many airports say that 80 percent occupied is effectively full, meaning that for short duration parkers, the airport wants the search for spaces to be very easy. Based on discussions with airport staff and the parking operator, the following criteria were established as setting the requirements for public parking: »For Short-Term, the target is to never run out of parking. Strongly influencing this criterion was the fact that there is not a fallback location for short-term parking, in the way that Overflow Parking is an “escape valve” for Long-Term parking. When ST spaces are gone, airport customers go and wait on the terminal curbs, further congesting them. »For Long-Term, the target was set by splitting the difference between the two possible objective functions, i.e., between having adequate parking spaces that the lot is full enough to trigger overflow only 10 days/year (versus 21 day/year in 2016), and never running out (i.e., never triggering the overflow). Given that there is a large overflow lot available, it makes sense to plan on using it in the very busiest peaks, but to cut its use roughly in half, with concomitant operational savings and improved customer service. The public parking requirements are shown in Table 3-24. To meet future needs, the public parking at the terminal needs to increase from a total of 1,383 spaces (combined short-term and long-term capacities) to a total of 1,908, an increase of 525 spaces (38 percent). 13 See Section 3.7.3.2 for additional insight on the use of short-term parking at Eugene. EUGENE AIRPORT MASTER PLAN 3-48