Survey 1. The first survey drew from other truck parking surveys like Jasonʼs Law for questions related to parking needs, issues, and solutions. It targeted truck drivers, local government and freight operators, and schedulers to collect information on local government needs, practices, and impediments related to truck parking.

Survey 2. The second survey was map-based and asked truck drivers and other stakeholders to put pins on a map with comments about problems or solutions to mine for issues, best practices, and potential solutions.

Parking Is a Problem Everywhere. All drivers interviewed indicated that they experience parking problems throughout the nation. Most identified cities and surrounding urban areas as those having the most challenges. Atlanta was mentioned as an example by many drivers, as well as Indianapolis, Chicago, and northern (Bay Area) and Southern California. Drivers described a severe lack of truck parking and difficulty accessing truck parking due to congestion. Drivers in these areas mitigate these challenges by starting their night rest much earlier in the day or beginning their trips the evening before and finding a place to sleep in the outskirts. Congestion challenges in these urban areas are already problematic and exacerbate the truck parking problem, which exists because there are too few spaces near major freight generators (i.e., seaports, land ports of entry, and intermodal rail yards). Additionally, many shippers or receivers do not allow the trucks to stay on their property in these areas, and the drivers have limited or no options except to park in an undesignated area.

Bans and Restrictions Are Problematic and Inefficient. In addition to challenges with parking in urban areas, drivers described many challenges with the local truck parking bans and restrictions. Drivers reported that on-street truck parking bans and truck routing restrictions create delivery challenges. Local regulations often restrict where trucks can travel, and where drivers can stage when waiting for their delivery, access basic human needs, or take a mandated rest. These restrictions often increase the delivery/pickup time and truck miles of travel. More time and more mileage equals more emissions and more costs. Further, drivers described situations where local governments will ban parking but not realize that the businesses in the district where parking is banned rely on trucks for deliveries. One driver cited an example of a community banning trucks in a small town with cobblestone streets. The community did not seem to realize that the trucks deliver to all the retail and restaurant establishments there. This example seems to indicate that local decisionmakers and citizens lack an understanding of how products are delivered.

Drivers Need Information on Where There Are Bans and Restrictions. Local truck routing and parking restrictions are frequently not communicated to the truck drivers. For example, one driver reported parking in a place that he thought was suitable and

Capacity Issues and Existing Rest Areas. Many drivers discussed challenges with existing rest areas. Drivers said there are not enough rest areas and that many more are needed, especially on the fringe of urban areas. Drivers requested an exurban hub-and-spoke type of rest area where drivers could park on the urban fringe before a delivery or pick up, venture into the urban area for their connection, and then return to the rest area afterward. This would eliminate the need for parking in the urban area unless staging was needed.

Problems with Rest Area Design. Drivers described challenges with the way rest areas are designed. Parking demand varies by the types of drivers, trucks, and goods being moved. Drivers stated that the existing designs often pose maneuvering challenges resulting in inefficient use of the facilities. Drivers recommended redesigning or expanding rest areas with a circle loop so drivers who are out of hours are not pushed back onto the highway. The circle loop design allows drivers to make another pass through the rest area to find a space, which may allow them to avoid ramp parking.

Electronic Logging Device (ELD) Mandate Issues. Drivers lamented the ELD mandate. They acknowledge a need for safety, but they perceive the ELD as being mandated or the process designed by nondrivers for drivers, and indicated that the ELD puts them in danger rather than help with safety as intended. Many said the ELD makes it much harder for drivers because they feel it forces them all on the road at the same time, to park at the same time, and to make decisions that lead to inefficiencies. Drivers described that ELDs cause them to have to stop too early or park in undesirable places because they are out of hours and parking they had hoped would be open was not. They must pull over or stop in undesignated locations just to avoid noncompliance. Drivers believe it would be better and safer for them if they had the flexibility to drive a little longer to find safer parking and manage their processes better. For example, when drivers are delayed by a shipper, they may have had a route and parking location in mind; however, the delay puts them in a position where they may violate their HOS and be forced to park in a location where they should not be instead of having an extra 20 or 30 minutes to identify parking options, drive there, and park in a place suitable.

Parking at Point of Delivery or Pickup. Many drivers described a desire for shippers and receivers to support drivers by allowing parking on their lots in HOS situations when they are delayed by the business they are serving. Drivers said that businesses will cause drivers to wait or be delayed but will not accommodate them in terms of HOS or basic hospitality. Drivers wish businesses would be more accommodating to the drivers by allowing them to use bathrooms, for example, especially when the business causes them a delay.

Reservation System Issues. Drivers said that parking reservation systems like ParkMyRig and SecurSpace are not adequate. There is no guarantee for drivers that a spot will be there even when paying to reserve ahead of time. Drivers often arrive to find another truck parked in their spot. They report that the parking facility security will not become involved for fear of an altercation.

Quality of Rest Areas and Truck Stops. Drivers expressed many concerns about truck parking facilities, safety, and security. Many reported poorly lit lots and lack of security to enforce criminal activity, including theft and vandalism, assault and battery, prostitution, drugs, and more. Many drivers described the extreme measures they take to avoid security problems, such as carrying weapons, taking weapons training classes, parking in the most secure areas available, and even looping seat belts through door handles to wake them during a break in.

Facility Maintenance. Drivers reported that truck parking facilities are not maintained properly. They are overpriced and frequently lack amenities or decent bathrooms. Information systems alerting the availability or locations of parking are not maintained after being installed. Drivers perceive parking areas, public and private, as trashy and unclean, offering few good options for food and rest. Instead, many drivers end up building innovative contraptions to take care of personal hygiene in their truck, and resorting to other ways or strategies to work around the poor conditions they see at truck parking locations.

Community Perceptions. Many drivers discussed the negative perceptions that communities have about truck parking. Truck drivers reported that negative activities occur at truck stops, and drivers may be victimized by perpetrators, such as drug dealers, thieves, and prostitutes, rather than complicit in the illegal activities that concern local residents.

Separation of Commercial and Passenger Activity. Drivers stated that they would prefer separate parking areas for commercial trucks and non-trucks/passenger vehicles. Truck drivers are moving valuable cargo, which creates a security risk for the drivers when they park to sleep. When truck parking areas are only accessible to commercial truck drivers, it reduces ease of access for criminals. The mix of trucks and passenger vehicles also poses safety risks for the traveling public. One driver stated that travel plazas and truck stops should be completely separate facilities. This driver said that it is too dangerous for families to stop with kids due to the presence of drug dealers and human traffickers, and by creating truck stops for commercial drivers only, criminals would no longer have open access to their targets, the truck drivers. This driver suggested separating truck stops from general travel plazas as well as separating rest areas in this same manner as a solution.

Increased Security. Drivers would like to see more security measures, such as more and better lighting, fencing, security cameras, and patrols by either on-site private security guards or the police. Truck drivers would also like truck parking areas to be limited to trucks. This would avoid both security concerns and impediments to trucks posed by the traveling public, such as recreational vehicles (RVs) and passenger cars towing trailers. One survey respondent stated that RVs will often park in truck parking stalls improperly and obstruct commercial truck drivers from being able to pull out, pull in, and circulate. One driver reported an RV in a truck spot that consumed three truck parking stalls overnight because the RV owner popped out the sleeping quarters to camp at the truck stop.

Education Campaign. Truck drivers suggested strategies that local governments could implement to address truck parking shortages, encourage commerce in their region, and help citizens understand and appreciate the benefits provided by the trucking community. Several of the truck drivers remarked that public perception against trucking shows a lack of understanding by the general public about the value truck drivers and trucks bring to their communities. Drivers indicated that local governments engage in economic development, but they typically do not see the connection between the development of industrial job creators, such as industrial warehousing and manufacturing, and the trucks needed to support them. Drivers would like local governments to be more aware and cognizant of the implications of approving truck-generating development projects.

Reuse of Abandoned Property for Parking. Several drivers offered solutions for local governments to consider in addition to public education. First, drivers commented that rehabilitating strip malls, abandoned shopping malls, and other underused or blighted locations, especially in urban areas and on the fringe of urban regions, would make great truck parking options. They suggested bringing these properties back to life by allowing truck parking and providing services drivers (and the community) need, such as coin-operated laundry, restaurants, gyms, general retail options (e.g., drug stores,

Coordination with Business Operations. Drivers opined that more coordination is needed between the truck drivers and the facilities that they are serving. Respondents said that warehouse rules and delivery windows frequently cause truck staging and queuing issues on local streets adjacent to or near these locations. For example, one driver said that a distribution center in Nebraska has a policy that a driver will be fined if they are more than 1 hour early or 1 hour late. The facility has a long check-in line that truck drivers must wait in to obtain a time stamp proving that they are within the “no-fine” window. Avoiding the fine requires strategic planning. The site has adequate on-site space to facilitate truck staging for trucks; however, the facility operator prohibits trucks from using it. Trucks serving this facility will stage down the road at a very busy truck stop where other long-haul drivers are trying to get their 10 hours of rest. Nebraska generally has adequate truck parking and few problems, but this is an example of how policies established by one warehouse can create a truck parking shortage. This respondent stated that the policy is problematic and collaboration with the facility operator is an opportunity for changing it.

Different Types of Parking Needed. Drivers also said that there is a need for staging and short- and long-term parking. Not everything needs to be an amenity supercenter. Some lots can be basic, but clean bathrooms, good lighting, and a sense of security are always important. Drivers said sometimes they just need a place to get quick rest or to stage, and so a lot does not always have to have other amenities. Further, drivers suggested the use of underused highway right-of-way for gravel or simple lots to offer places of rest or staging in and around major freight generators.

Finally, drivers suggested that local governments reexamine industrial and commercial land use and zoning, truck routing, and on- and off-street truck parking regulations. Many respondents stated that planners and decisionmakers are more likely to respond to community complaints about trucking activity by banning on-street truck parking, prohibiting idling, limiting hours that trucks can deliver or pick up goods, and/or prohibiting trucks from using certain streets. Respondents suggested that local agencies could better solve the trucking problem by requiring freight generators to provide on-site truck parking, staging, and queuing, and by providing auxiliary power for trucks to plug into and avoid idling. Respondents further commented on the liability issue some private sector, truck-served businesses mentioned when asked about allowing truck drivers to park on their property. Respondents stated that they do not understand why businesses will say there are liability problems since the drivers are already on their property to deliver or pick up. Respondents stated that they carry liability insurance and the businesses they are serving have insurance so allowing a driver to stage or take a required rest period on-site should not pose an additional liability risk.

Trailer and Equipment Storage Conflicts. An increasingly problematic issue identified by drivers is the rise of companies using truck parking facilities for trailer storage. Some respondents mentioned an increase in day cabs and a concern that companies are using the local truck stop as their personal terminal to store, drop, and swap equipment. This issue was identified by several respondents and should be considered as an additional source of truck parking demand.

Involve Drivers in Planning and Design. Respondents indicated a strong desire to be part of the planning and design for truck-served facilities, truck stops, and public rest areas. Seaports, for example, mostly lack truck staging, queuing, parking, and basic truck driver amenities. Truck drivers witness significant capital investments occurring at the nationʼs seaports and lament that they are left out of planning and programming.

Casinos. Some respondents described casinos as being driver friendly. Many casinos, especially tribal ones, are offering truck parking options and facilities that provide truck drivers with access to good food as well as showers and other needs.

Clean Truck Fueling and Charging. Respondents were generally optimistic about electric vehicle (EV) charging as a solution to the truck parking shortage. Respondents recommended that truck charging and parking be considered together. Charging will require space and time. While charging occurs, new charging facilities could also offer groceries, laundries, and other amenities for drivers while they wait. Reuse of abandoned properties, especially in urban areas, might be a great fit for charging and developing other amenities for truck drivers and the surrounding community.

Staff Capacity. Many stakeholders said that it is difficult to identify champions or local government, even state, staff to be the champions of truck parking issues and to help solve parking. Local government staff are already stretched thin and many local government staff do not see themselves as an entity with the power to do anything about parking. Some described the challenges of working with the private sector or finding ways to improve the parking situation on their own.

Not in My Backyard. Many of the municipal or MPO stakeholders described the high degree of anti-truck perceptions among their constituents. They said that the public is often vocal about NIMBY even if the trucks benefit them. They have struggled to help the public perceive trucking differently since the public perceives truck parking locations as bringing crime like human trafficking, prostitution, and drugs, and they also state air quality and noise issues. Many stakeholders described a need to improve citizen education about trucks. They said that there needs to be more education and awareness among the public that peoplesʼ “stuff” moves on a truck, and it is not good if truckers do not have a place to park. The public needs to understand trucking, HOS, and the impact of trucking to their daily lives. Further, several stakeholders suggested that

Lack of Land and Parking Options. Port area representatives described challenges with finding land for parking and staging as well as trailer storage. Severe limitations on available land was a major concern. This is in addition to the expense of land around the port areas and land use designations not allowing truck parking. Some communities are enacting building and development moratoriums until congestion and parking issues can be resolved or remediated.

Differing Opinions. Freight generator stakeholders like port representatives had different opinions about parking issues. Some said that there were no issues with parking around ports. Others admitted issues, but some looked at it as a staging or equipment drop issue versus actual short-term and long-term parking. This further points to a need to look at different types of stopping activities and the needs of different freight generators. For example, there are needs for staging and queuing, equipment storage, short-term rest, long-term rest, stops, and other activities like fueling or getting food.

Bans and Routing Restrictions. Many stakeholders noted that truck parking bans are ubiquitous along with routing restrictions, which can have a significant impact. Municipal stakeholders on the side of enacting and implementing bans cited constituent concerns about trucks in residential areas. Residents said that trucks blocked visibility on roadways, created unsafe conditions, damaged streets and other infrastructure, and caused an abundance of trash. In some cases, the bans are due to issues during weather events. In the example of the City of Minneapolis, a ban went into effect because residents complained, and there was a perception that drivers were using city streets as long-term truck storage. The city found trucks parked on city streets in diverse urban neighborhoods causing hazards. It also found a significant increase in trucks in 2015 that continued until a working group recommendation resulted in an ordinance banning truck parking for trucks larger than 26,000 pounds that were not engaged in loading or unloading in 2021. While there was opposition by the Minnesota Trucking Organization and the Minnesota Department of Transportation Freight Team, the ordinance passed.

The ban in Minneapolis created a quality of life problem, which was described by several stakeholders. The ban affected a large east African community, where many residents were truck drivers. This is an issue that may need further analysis to juxtapose some residents negatively affected by trucking while others benefit as drivers.

In another city, a truck parking ban was put in place after residents submitted complaints about trash, visibility, and safety. In this situation, no truck drivers were present to contest the ban, and the measure was passed swiftly by the city council. This example brings to light the longstanding issue that freight does not vote. There are many citizens that can show support for a measure, but the trucking community may be unaware of the issue or cannot be at the council hearing to explain why truck parking is happening and provide insight.

Some municipal representatives and freight generator stakeholders described other measures to curb parking challenges, like information technology. They said that reservation systems or appointment systems at seaports may address queuing. However, these programs are still in their infancy, and at the time of these interviews, respondents indicated problems with them in some locales.

Additionally, there are other options like flex space, off hours, and signage. Some described flexible space that can be used in the peaks of freight activity at freight generators as auxiliary space, which would help when there is need for extra space. Some

stakeholders described creating off-hour deliveries but noted the need for congestion to be an incentive. Additionally, they said that in some cases, it is the problem of the actual shipper or receiver causing delays or negative externalities, so business operations need to be part of the discussion. The problem is often attributed to drivers, but it can be traced back to the businesses. Some municipal representatives, though, discussed that signage is difficult because they are concerned about sign pollution. They want to find a way to balance information via signs with other ways to inform drivers of where to park.

Planning and Development. Municipal and MPO stakeholders cited a need to make sure parking is considered as new economic development brings significant truck activity and parking demand. However, they felt that many people do not make the connections. They want the economic development, but they do not want the negative externalities of truck traffic. They will celebrate economic development and jobs but block the supporting activity of truck traffic and parking.

Local Governments Are Different. Another challenge identified by the municipal staff and MPOs is that local governments are different, and there is not a one-size-fits-all set of policies or codes that can be adopted. Even if the local governments wanted to adopt policies for truck parking, they often find that there are many differences in the structure of local governments and their authority. So, while model codes are helpful, they often cannot be easily adapted or worked within. Local staff need to determine how to work in truck parking and routing policies, and this takes extra effort and time they do not have. Then, they must work with elected officials and face public opposition.

Legacy Development Policies Do Not Fit. In one example, a stakeholder representing a major freight facility described legacy policies for planning and zoning that governed their development and prohibited adequate truck parking. This stakeholder said that during development, their unique facility was bound by county policies stipulating that because the facility was a certain number of square feet, there had to be a proportionate number of passenger car parking spaces. These spaces were built to code, but the parking spaces were not used. Those spaces could have been used to support truck parking or other activities of the tenants using the freight facility. Further, this representative said that his business was a landlord to many freight tenants, and they would be willing to work with the state and local government to use the property to offer truck parking and staging (at a cost) if the county would exempt the spaces required. This representative was open to discussing this further with the jurisdictions.

Local Governments Do Not Understand Freight Operations. Further, feedback from stakeholders said the local governments often do not understand freight operations. They apply legacy or inappropriate development codes and do not have an awareness of how different commodities require different types of routing, time-of-day operations, or parking. They try to lump everything together or assume one schedule works or one route will be appropriate. Again, they want the economic development, but they do not understand what it means for the community and how to best ensure success for all parties.

Freight Heavy Communities Have Had Success. Some local governments and MPOs have had significant success. These areas are in freight heavy communities in and around major ports or major freight corridors. In these areas, issues with high levels of freight traffic have forced local governments and states to focus on freight needs, including land use, parking, routes, and more. These communities have had to invest in data and studies, while also working together on solutions, major projects, and investments both locally and megaregionally. In these areas, there has been more success in communities adopting truck parking policies by incorporating a requirement for parking in certain areas or identifying land to support parking. While drivers still cite these areas as major

problem points, municipal and MPO planners in these freight heavy regions identify progress in the form of development requirements incorporating parking and driver lounges, better use of space and land uses, improved coordination of freight routes, and planning to reduce impacts to incompatible land use areas like residential communities. Focusing on freight and coordinating beyond local jurisdictions to megaregions is improving local government officialsʼ understanding of trucking needs.

Context Assessment. A notable practice described by an MPO is the use of segment or context analysis by local planners. This approach involves evaluating roadways, segments, and parking areas to determine their alignment with the surrounding environment. The program enables routine assessments of roadway and parking facility adequacy in supporting local economic activity. In some areas, when roads were built, there was less freight activity. Today, these roads are no longer adequate. This segment analysis helps MPOs prioritize segments for investment and coordination with local and state funding to improve a roadway or parking area and bring it up to capacity to support surrounding economic activity. Thus, this program helps routinely assess levels of service and prioritize where investment might be needed. It provides a check and balance on growth and facility demand.

Specialized Carriers. Specialized carriers are another issue for local and state governments to consider. These carriers are often moving oversize and overweight freight, which require coordination among state and local jurisdictions, their law enforcement, and permitting. Because permitting is not streamlined state to state or local government to local government, specialized carriers often need parking at every border. What should be a 3-hour trip for a truckload carrier may become a 3-day trip because drivers must stop at borders and wait for permits or law enforcement and escorts. This means that parking is required for these trucks and drivers at every state line and sometimes at local jurisdictions. Additionally, carriers typically do not fit in traditional parking facilities. It is important to assess how much truck activity of this type is occurring and for local governments and states to coordinate to streamline permitting and ensure safe parking for these vehicles and drivers.

Environmental. Environmental issues are an emerging area of concern that stakeholders expect will affect truck parking solutions. Many stakeholders raised concerns about fleet electrification due to limited land resources to accommodate truck charging facilities, truck parking, and staging facilities. Additionally, there may be pushback against any truck parking/staging if there is increased emissions or reduced air quality due to truck traffic.

Coordination and Steps Forward. Stakeholders, even those representing cities that enacted a ban, advised that it is important to take it slow when considering what to do. Bans are easy reactions to citizen complaints, but they may not really solve the larger problem of increased freight activity, surges at freight facilities, lack of land, growing population and resulting freight demands, and other issues at play. Many suggested that this is an issue that takes a coalition. Cities cannot address this alone, and they seek support and coordination with MPOs, state DOTs, and private sector partners to figure out solutions. The issue of truck parking is significantly challenging because it often requires a custom solution.

A recent study by Virginia Transportation Research Council (2025) surveyed Virginiaʼs planning district commissions and identified similar findings for the state. The study highlighted key areas of interest, including identifying critical gaps in the truck freight network, collaborating with regional freight advisory committees, and addressing load-restricted bridges that affect business deliveries. A pilot study further demonstrated that adapting these practices to specific regional needs can effectively enhance truck freight planning.

Problems with Port and Freight Generator Queuing. There are dynamic needs for parking, specifically staging or queuing that occur around freight facilities. When the demand surges (e.g., during disruptions such as strikes, weather events, or other shutdowns), there is overflow to surrounding communities. There needs to be flex space or options and operational procedures to help.

Technology and Coordination of Information. Stakeholders described needs for more information and ways to make everyone aware of demand and parking opportunities. Public sector staff need data and tools to see demand, but drivers need accurate, real-time information to support routing and parking decisions. Technology needs to be coordinated and usable.

Awareness of Parking Demand. There is a varying level of understanding of the truck parking problem, in part because the problem is a complex combination of staging and mandatory rest periods. Most local jurisdictions and their residents lack an understanding of truck parking demand and how it affects them, whereas a few were found to be strong advocates for adding capacity. Responses of different stakeholders showed that there is varying understanding of the parking problem. Some defined it differently as staging, citizens are described as not understanding demand at all and how it affects them, and others advocated for capacity development everywhere. There is a need to continue to better define the problem, see it, engage people in visualization, and to have the ability to share this information among stakeholders.

Equipment Storage versus Parking. Many stakeholders described a challenge with companies using existing parking for equipment storage. This was mentioned multiple times, and the need for land to put equipment on is in competition with trucks needing parking.

Needing a Champion. It is difficult to identify champions, and local governments are already stretched thin. Many entities do not see themselves as the champion or the entity with the power to change anything. There is a disconnect on development decisions unless they are in heavy freight regions, and even then, there is more that is needed to understand who has standing and power.

Understanding Freight Operations. Many stakeholders describe local governments as being critically important to solving for parking; however, these entities often lack fundamental understanding of how freight moves. They support economic development but try to apply legacy development codes and do not understand different types of shippers or commodity types.

Mixing Freight and Passenger Activity. Drivers want trucking and passenger parking areas to be separate and truck parking to be handled more like airline terminals.