CHAPTER 5
Findings, Recommendations, and Additional Research Needs

Truck parking is an ongoing transportation issue affecting communities nationwide. Several studies emphasize the need for localized solutions because truck parking is not a one-size-fits-all problem. Through this project, the team identified key takeaways and recommendations for practitioners looking for guidance on local truck parking regulations. The recommendations are centered on model truck parking ordinances and funding sources.

Key Findings

The key takeaways are listed as follows and discussed further in the subsequent subsections.

• Current state of local truck parking regulations,
• Gaps in local truck parking regulations,
• Opportunities to address local truck parking challenges, and
• Implementation guidance on local truck parking regulations.

Current State of Local Truck Parking Regulations

States and MPOs are studying truck parking to identify gaps, opportunities, and solutions. These efforts primarily stem from the passage of Jasonʼs Law, which set in motion a focus on truck parking supply and demand. Numerous studies, plans, and coalitions emphasize the need for strong local government involvement and coordination to develop context-sensitive solutions. However, local governments often face challenges and barriers due to limited funding, staffing, and resources, which can exacerbate the prevalent truck parking issues. Common responses, such as banning truck parking on city streets, address resident complaints superficially but fail to resolve broader freight movement needs, leading to hidden problems such as increased business costs and air-quality issues.

Over the past few years, some regions and local governments have found solutions to improve truck parking while supporting their businesses and keeping constituents happy. ARC and NCTCOG are embarking on truck parking programs and working with elected officials to solve truck parking shortages in their respective regions. Jurisdictions like Washington, DC, and Seattle are engaging in curb space management to support urban delivery and reduce short-term truck parking and delivery challenges in these settings. While there are some local governments engaged in truck parking solutions, the truck parking challenge is multifaceted, with a diverse set of stakeholders complicating the collective capability to arrive at solutions.

Gaps in Local Truck Parking Regulations

The project identified several gaps affecting truck parking through literature reviews, interviews, surveys, and a stakeholder workshop. Safety, security, and community concerns were highlighted as top issues by 21 workshop participants.

• Safety. Inadequate truck parking often leads to unsafe parking practices. These practices pose significant safety concerns on local roads, especially when trucks interact with vulnerable road users such as pedestrians and cyclists. Cities often use heavy-vehicle restrictions and designated truck routes to mitigate these issues, but comprehensive policies that address freight movement within Complete Streets planning are essential for ensuring the safety of all road users.
• Security. Security issues involve poorly lit parking areas with limited surveillance, risking the safety of drivers and cargo. As a result, truck drivers often resort to parking on residential streets or in public rest areas, highlighting the need for improved security measures and collaboration between law enforcement, the public sector, and private stakeholders.
• Community Concerns and NIMBY. Community concerns revolve around negative perceptions such as noise, pollution, and crime, leading to truck parking bans and route restrictions. Restrictive bans and fines may temporarily alleviate local concerns but often push problems to neighboring areas and create long-term economic and logistic challenges. Effective solutions require accommodating trucks with adequate parking while balancing community needs and maintaining the efficiency of the freight system.
• Inconsistent Federal, State, and Local Regulations. Inconsistent regulations at different governmental levels create challenges for truck drivers. Managing truck parking is a complex issue that crosses jurisdictional boundaries, with local governments often looking to state DOTs and the private sector for solutions, while state governments emphasize that land use and parking policies are local responsibilities. This can result in a blame game, inconsistent policies, and roadblocks for innovative solutions, while local governments balance resident complaints with economic viability. Effective solutions require collaboration and consistency between all levels of government, clear responsibilities, and flexible yet coherent regulations to support the trucking industry and communities.
• Quality of Life. Industrial communities near freight-generating uses and major highways face significant truck parking challenges, leading to pollution, noise, and traffic congestion that make these areas less attractive and pose difficulties for residents. Municipalities often implement parking bans or truck movement restrictions to shift these problems to other communities, but this approach fails to address the broader regional need for truck parking and can disproportionately affect low-income and minority communities. Effective solutions require collaboration among cities, MPOs, state DOTs, and the private sector, focusing on mitigation, fair distribution of truck parking, and involving community members in planning decisions.
• Value. Comprehensive solutions to the truck parking problem require significant public and private sector investments, but bans and restrictions are often imposed due to their lower implementation costs, despite higher long-term costs from supply chain disruptions. In urban and suburban areas, constructing new off-street truck parking is cost-prohibitive, and using vacant public land may not be valuable, leading to trade-offs with other priorities. The private sector also faces cost pressures, and enhancing design standards or imposing requirements can increase costs, highlighting the need for regional-scale solutions and collaboration among stakeholders to address the issue effectively.
• Environmental Impacts. Noise, air, and light pollution from truck parking facilities pose significant problems in urban and suburban areas, affecting nearby land uses like parks and schools. Community opposition and pollution regulations can hinder new projects and threaten existing parking supply, while issues such as stormwater management, light pollution, and waste must be addressed. Municipal policies are recommended to focus on mitigation alternatives, including

• developing standards for storm runoff and idling pollution, and adapting to an increase in electric trucks that require high capacity charging infrastructure and collaboration among stakeholders.
• Lack of Understanding of the Truck Industry. Existing policies around freight movement and storage often fail to account for the complexity of the freight industry, including different ownership structures and HOS regulations, leading to uncoordinated operations and inflexible arrangements. Independent owner-operators, who make up the majority of truck drivers, face difficulties with truck storage due to residential parking restrictions and high costs of off-street lots, highlighting the need for safe and affordable parking alternatives. Additionally, many design standards and zoning regulations neglect the unique challenges faced by truck drivers, underscoring the importance of developing driver-centric provisions and collaborating with industry stakeholders to enhance the quality of life for drivers and ensure efficient freight operations.
• Emerging Issues. The rise of e-commerce and electric trucks are not adequately addressed in most zoning codes, leading to misalignment between truck parking facilities and actual demand, causing congestion and inefficiencies. Electric truck hookups can help reduce emissions, but current zoning codes lag behind the emerging demand for this technology. Californiaʼs Advanced Clean Trucks Regulation highlights the importance of studying the alignment between zoning codes and charging infrastructure for electric trucks.
• Lack of Empirical Studies. The literature review emphasizes the need for more empirical studies on the impact of land use and zoning policies on truck parking, highlighting the challenges in understanding this relationship due to limited research. Studies, such as those by FHWA and the U.S. DOT, provide insights mainly on urban settings but less so on rural and suburban areas. Comprehensive research is necessary to explore how zoning codes affect truck parking availability, driver well-being, and community impacts, which can inform better zoning regulations and policies.

Opportunities to Address Local Truck Parking Challenges

To address the truck parking problem, several strategies were identified through literature, interviews, and a stakeholder workshop. Based on stakeholder input, land use and truck route planning, public-private partnerships, education and messaging, and model zoning ordinances ranked the highest as potential strategies. Details regarding all the identified opportunities or strategies are provided as follows.

• Land Use and Truck Route Planning. Most truck routes are currently established in response to community concerns, often leading to inefficient routing and concentrated parking problems. Local governments need to collaborate to develop regional trucking routes and regulations, as exemplified by the Truck Action Plan in Lehigh Valley, Pennsylvania. Effective truck route planning should ensure access to industrial developments, designate routes for different trip types, and prioritize safety while considering the needs of the trucking industry and communities.
• Public-Private Partnerships. Public-private partnerships can help address truck parking challenges by leveraging vacant municipal land and providing services such as vehicle maintenance and driver amenities. These partnerships can increase the profitability and attractiveness of parking facilities, making them more secure and efficient. Additionally, flexible zoning codes and incentives can support private sector development, while collaborations with RV parks, malls, and other properties can provide surge parking capacity during high-demand periods.
• Education and Messaging. Restrictive truck parking policies often arise from a lack of understanding of the trucking industry and its economic contributions. Educating local governments, businesses, and communities about the importance of the trucking industry and the needs of truck drivers can help create more supportive policies. Comprehensive training

• and awareness campaigns can promote balanced approaches to truck parking, highlighting the economic benefits and addressing community concerns.
• Model Zoning Ordinances. This research project aims to develop model ordinances that local governments can adopt to manage truck parking demand and improve freight integration in communities. The goal is to create adaptable yet consistent policies that support national freight needs. Examples from cities like Chicago and Seattle show successful curb management policies, while standardized regulations, such as those in Carson, California, and Upper Macungie, Pennsylvania, highlight the benefits of a cohesive approach to truck parking and loading facilities.
• On-Street Truck Parking. In urban areas without on-site loading facilities, cities have adopted strategies to manage curb space and on-street parking, such as user-paid permits for deliveries to increase vehicle turnover and maximize capacity. Improving security along roadways in industrial areas and implementing paid truck parking permits can help mitigate urban truck parking demand and generate revenue for local governments. Cities should identify suitable areas for truck parking, permit these spaces, and inform drivers of availability via mobile applications to minimize circulating truck traffic.
• Freight Mobility Hubs. Freight mobility hubs are centralized locations that manage goods movement and provide services like fuel, secure parking, and amenities for truck drivers. These hubs can increase parking supply, improve driver quality of life, and facilitate transfers between autonomous and standard vehicles, especially near major highways and industrial clusters. State governments, with private sector support, could plan and manage these hubs, incorporating real-time availability systems and alternative delivery strategies to enhance efficiency and safety.
• Off-Peak Deliveries. OPD can reduce peak period parking demand and congestion, especially in urban areas, by shifting deliveries to less busy times. Cities like New York and Chicago have piloted OPD programs, showing potential savings in service time and delivery costs, though financial incentives may be needed for businesses. Effective OPD initiatives require careful planning to address increased business costs, noise concerns, and the need for additional parking and staging capacity outside urban areas.

Implementation Guidance on Local Truck Parking Regulations

The review of truck parking provisions within zoning codes, as outlined in this reportʼs literature review, highlights critical gaps and opportunities for advancing the practice. There is a need for the development of empirical studies to understand zoning impact, standardize zoning provisions, consider the importance of driver amenities, and address emerging industry issues. Furthermore, best practices sharing and community engagement can greatly enhance a responsive approach to developing truck parking regulations. Regional planning agencies, professional organizations, and online platforms provide useful avenues for knowledge dissemination, while engaging the community ensures that regulations are reflective of local priorities.

Cumulatively, the gaps and opportunities highlighted within this section call attention to the need for community solutions in response to emerging trends in freight movement in the United States. To develop context-sensitive solutions, it is necessary to understand why truck drivers park and what their needs are, depending on whether they are on a short-haul, long-haul, or drayage trip. Reasons for parking may include staging, queuing, emergency road closures, vehicle breakdowns, rest/driver fatigue management, human needs, and off-duty parking (see Figure 29).

Furthermore, there is a need to increase communitiesʼ capacity to develop and effectively administer truck parking regulations within zoning codes. Addressing these gaps and embracing these opportunities will require collaborative efforts, research, and a commitment to improving

truck parking efficiency, safety, and community well-being. By acting on these insights, stakeholders across the planning and trucking industry can shape a more balanced, responsive, and sustainable truck parking landscape that benefits all. Some success stories to learn from were identified in this report; these include the city truck parking lot in Elmira, New York, Mt. Olive Pickle Company on-site truck parking in Mount Olive, North Carolina, and many others. Detailed insight into model truck parking ordinances and funding recommendations are provided in the subsequent sections.

Model Truck Parking Ordinance

The model ordinance incorporates key elements to address truck parking, loading, and queuing based on best practices from various municipalities and general practice. The specific requirements would need to be tailored to local conditions and priorities. Importantly, this model ordinance should aim to balance the truck access needs of businesses or property owners with the needs of the local residents by minimizing impacts on surrounding areas and public infrastructure.

1. Purpose and Applicability.
   1. Purpose. The intent of this section is to:
      1. Provide designated off-street parking spaces for tractor trailers, commercial trucks with trailers, and other shipping and delivery vehicles;
      2. Minimize adverse impacts of commercial trucks or tractor trailers on neighboring properties; and
      3. Provide compliance with Part 395 of Title 49 of the Code of Federal Regulations to prevent driver fatigue and improve road safety.
   2. Applicability. The requirements of this section shall apply to off-street parking for commercial vehicles or trucks as an accessory use with any newly constructed or substantially altered uses in the industrial or commercially zoned properties.
2. Definitions.
   1. Commercial Vehicle means any vehicle primarily used for the transport of goods, including trucks, trailers, and vehicles used in construction or industry. It may also include nonmotorized units like dumpsters or tool lockers.
   2. Off-Street Parking means parking facilities that are not located on public streets but on private or public property, typically adjacent to or within a building or designated area.
   3. Off-Street Truck Parking Space means a designated area on private or public property, not on public streets, specifically for parking trucks or commercial vehicles. It is designed to accommodate the vehicleʼs operational needs, including maneuvering, turning, and parking for loading, unloading, and resting.
   4. Truck-Loading Facility means a designated area where trucks can load and unload goods, typically adjacent to warehouses or commercial buildings.
   5. Queuing Space means an area designated for commercial trucks to wait in line or queue while awaiting access to a facility, such as a port or loading dock.
   6. Maneuvering Space means a designated area within a truck parking facility that allows trucks to safely and efficiently maneuver into and out of parking spaces. Key components that define an effective maneuvering space include dimensional elements, such as width and length, turning radius, clearance, surface material and layout, and safety factors, including lighting and access points.
   7. Truck Parking Facility means a designated area specifically designed for the parking of trucks, which can include amenities such as restrooms, fueling stations, and maintenance services.

3. General Requirements.
   1. Generally. This section establishes the requirements for designated off-street oversized commercial vehicles or truck parking, including standards pertaining to specific uses, prohibitions, dimensional standards, and other practices reflective of emerging best practices pertaining to truck parking.
   2. Number of Required Spaces. Establish the minimum number of truck parking spaces related to loading spaces required based on building size and use as specified in Table 6. Minimum parking requirements for trucks and vehicles not performing shipping and delivery shall not apply.
   3. Outbound Trucks. One semi-trailer truck parking space, or 5% of all required truck parking spaces at large facilities, shall be reserved for outbound trucks with a driver who is required to layover or rest per federal HOS regulations. Such spaces must be accessible during and after the facilityʼs operating hours as necessary.
   4. Minimum Parking and Loading Space Dimensions. The minimum off-street truck parking and loading space shall be designed in accordance with the minimum requirements in Table 7.
   5. Pull-Through Parking and Circulation. Pull-through parking that allows vehicles to exit parking spaces in a forward direction shall be provided per Table 8. On-premises circulation shall provide for exiting from the site to the public right-of-way in a forward direction.

Long Description.

The table has 4 columns and 11 rows. The column headers in Row 1 are: Use Group; Gross Floor Area in Square Feet; Number of Required Loading Spaces; Number of Required Short-Term Parking Spaces. Row 2: Industrial Uses; Less than 5,000; 0; 0. Row 3: Industrial Uses; 5,001 to 25,000; 1; 0. Row 4: Industrial Uses; 25,001 to 100,000; 2; 1. Row 5: Industrial Uses; 100,001 to 150,000; 3; 1. Row 6: Industrial Uses; Over 150,001; 4 plus 1 per 100,000 SF; 1 per 2 loading spaces. Row 7: Commercial and Office, Public and Institutional Uses; Less than 10,000; 0; 0. Row 8: Commercial and Office, Public and Institutional Uses; 10,001 to 100,000; 1; 0. Row 9: Commercial and Office, Public and Institutional Uses; 100,001 to 200,000; 2; 0. Row 10: Commercial and Office, Public and Institutional Uses; Over 200,001; 3 plus 1 per 100,000 SF; 1. Row 11: All Other Uses; NA; NA; NA. Table Notes: NA means Not Applicable; SF means square feet.

Long Description.

The table has 2 columns and 4 rows. The column headers in Row 1 are: Parking Dimensions; Space Requirement. Row 2: Parking Space Width; 12 feet. Row 3: Parking Space Length; 80 feet. Row 4: Height Clearance; 14 feet. Row 5: Aisle Width; 50 feet.

Long Description.

The table has 3 columns and 3 rows. The column headers in Row 1 are: Type of Requirement; Truck Stops; Other Uses. Row 2: Percentage of Pull-Through Spaces; 80 percent; 5 percent. Row 3: Dimensions of Pull-Through Spaces; 12 feet times 80 feet; 12 feet times 60 feet.

4. Design. To minimize impacts, off-street loading spaces and areas shall comply with the following standards:
   1. Location. All off-street loading spaces shall be located on the same lot as the principal use served and shall comply with the following standards:
      1. No loading spaces shall be oriented toward any adjacent residential zoning districts or uses,
      2. No loading spaces shall be in front yard or street-side yard setbacks,
      3. No loading spaces shall be located within the minimum required side or rear setback, and
      4. No loading spaces shall be located within 40 feet of the nearest point of intersection of any two streets with no loading dock visible from a thoroughfare or collector street right-of-way.
   2. Access.
      1. Generally. An appropriate means of access to a street shall be provided.
      2. Alley Access. When the lot on which loading areas are located abuts on an alley, such loading areas may have access from the alley.
   3. Loading Space Dimensions. Off-street loading space shall be designed in accordance with the minimum requirements in Table 9.
   4. Surface. All off-street loading spaces shall be improved with a hard-surfaced, all-weather dustless material.
   5. Maneuvering.
      1. All areas designed for maneuvering shall be located entirely on the lot being served and be located outside the required buffer areas outlined in this section, paved area setbacks, and public rights-of-way.
      2. Maneuvering or loading areas shall be designed or used such that commercial vehicles shall not back into a public street or alley.
      3. There shall be at least one driveway approach capable of accommodating a 48-foot wheel track turning radius, and at least one on-site maneuvering area that provides a 48-foot wheel track turning radius through the parking area for each industrial site. At a minimum, the turning radii to accommodate maneuvering space for loading shall be designed based on the minimum guidelines established in the latest AASHTO edition of A Policy on Geometric Design of Highways and Streets.

Long Description.

The table has 3 columns and 5 rows. The column headers in Row 1 are: Buffering Element; Enclosed Loading; Absence of Enclosed Loading. Row 2: Enclosure Requirement; Loading area must be enclosed by a roof or a wall; Not applicable. Row 3: Wall Design; Walls must fully screen delivery vehicles. Walls must include architectural elements (for example, windows and awnings) that match the main building; An 8-foot masonry or opaque wall must screen the loading area. Walls must match the building's exterior materials. Row 4: Buffer Yard; Buffer yard between the loading area and property line can have one reduced level of opacity. Remaining buffer yard must meet zoning requirements; Buffer yard must have one additional level of opacity than required by zoning regulations. Row 5: Screening Requirement; Not applicable; Buffer yard must screen the loading area along its entire length.

1. 6. Signage. All signage shall comply with the sign regulations within the [Code of Ordinances] and shall not interfere with the access, maneuvering, or parking space allocated for truck parking purposes.
   7. Lighting and Noise. Any lighting used to illuminate off-street loading or unloading areas shall comply with the requirements of the [Code of Ordinances] and the noise limitations established in [Code of Ordinances].
   8. Buffering. Docks and loading spaces shall be located behind buildings and screened from view from abutting properties and public right-of-way. Truck access and loading areas that are located between a principal building and a residential property shall comply with the standards in Table 9.
   9. Prohibitions. Tractor trailers are prohibited from parking in spaces designated for automobile parking spaces and parking lot circulation aisles.

5. Queuing Space Requirements. Queuing of trucks on public streets immediately pre- or post-entry to a land use providing loading docks shall be prohibited. To ensure adequate and safe ingress of trucks from a public street, prevent traffic congestion on adjacent streets, and minimize impacts on neighboring properties, the following truck queuing space requirements shall apply:
   1. Entry Gates.
      1. Entry gates serving the loading docks shall be set back a minimum of 135 feet from the public right-of-way.
      2. For facilities with more than 50 loading docks, the queuing depth requirement shall increase by 170 feet for every additional 20 loading docks, to the extent feasible within the property boundaries.
   2. Minimum Queuing Depth Calculations. The required queuing depth shall be based on the number of loading docks as shown in Table 10.
   3. Design and Site Plan Requirements. The site plan submitted for approval shall clearly indicate the positioning of entry gates, loading docks, and the available queuing depth to demonstrate compliance with the queuing requirements specified in this standard.

6. Truck Parking Facility Amenities. Any commercial or industrial use over 25,000 square feet of gross floor area providing truck loading, truck parking, and staging facilities shall provide amenities for the truck drivers/operators of the vehicles using the facility in addition to any similar amenities provided to on-site employees. One set of these amenities shall be provided for every 30 truck loading/unloading docks. The following provisions shall apply:
   1. Driver Lounge. At a minimum, the site shall provide a driver lounge containing not less than five seats and a four-seat table.
   2. Restroom Facility. Each lounge shall be furnished with restroom facilities, including a minimum of three sinks and stalls per restroom and food/beverage options.
   3. Signage. Signage in compliance with sign regulations within the [Code of Ordinances] shall be provided directing trucks to park in the designated amenity parking spaces while awaiting access to a loading/unloading dock/doorway, unless all such spaces are already occupied.

Long Description.

The table has 2 columns and 7 rows. The column headers in Row 1 are: Number of Loading Docks; Minimum Queuing Depth. Row 2: 1 to 50; 135 feet. Row 3: 51 to 70; 305 feet. Row 4: 71 to 90; 475 feet. Row 5: 91 to 110; 645 feet. Row 6: 111 to 130; 815 feet. Row 7: 131 or more; 985 feet.

6. 4. Parking Spaces. All trucks awaiting access to a loading/unloading dock/doorway shall park in the designated amenity parking spaces unless all such spaces are already occupied.
   5. Idling. Trucks parked in amenity parking spaces shall not leave engines idling unless required for safety or weather-related reasons.
   6. Electrical Outlets. Electrical outlets shall be provided for use by drivers/operators at each amenity parking space to prevent truck idling.
7. Time Limits. Truck parking spaces shall only serve to provide short-term parking for purposes as stated within this section. All off-street truck parking shall be designated, maintained, and available for parking before or after a scheduled delivery or pickup as indicated in Table 11, and meet the following requirements:
   1. Signage. Clear signage indicating time limitations and parking regulations shall be posted at all entrances to loading dock areas and staging areas.
   2. Restrictions on Overnight Parking. No overnight parking of trucks is permitted in loading dock areas or designated staging areas between the hours of [10:00 p.m. and 6:00 a.m.], except for facilities operating 24 hours a day with prior approval from the Director [or designated authority].
   3. Exceptions. The Director [or designated authority] may grant temporary exceptions to these time limitations during peak seasons or special circumstances, provided that such exceptions do not create undue burdens on surrounding properties or traffic patterns.

8. Shared Loading Facilities Exceptions. The Director [or designated authority] may authorize a reduction or alternative compliance for truck parking requirements within this section and uses associated with loading areas may apply one of the following options:
   1. Propose fewer spaces based on projected data according to a parking study or study at similar developments during peak periods of use, or
   2. Share parking spaces for trucks between adjacent operations based on a consolidated parking area for truck staging and parking serving all uses.

Truck Parking as a Component of the Zoning Code

Truck parking regulations are a crucial part of modern zoning codes, designed to address the specific needs of commercial vehicles while balancing community interests and land use goals. Effectively managing truck parking requires careful consideration of various site design elements for uses such as warehouses, distribution centers, fulfillment facilities, and logistics hubs. Jurisdictions may choose to implement truck parking regulations within a single comprehensive section of their zoning code or distribute the standards across multiple provisions. To promote public safety, operational efficiency, and compatibility with surrounding land uses, truck parking regulations often intersect with several key components of a zoning code, including the following:

• Land Use Tables. In some cases, standalone uses like truck parking terminals may require updates to the land use table to specify whether truck parking is permitted, conditional, or prohibited. Generally, most truck parking functions will serve as accessory uses to primary activities, such as those mentioned previously.

Long Description.

The table has 3 columns and 3 rows. The column headers in Row 1 are: Parking Use; Time Limit; Conditions. Row 2: General Short-Term Truck Parking; Up to 4 hours; Short-term parking only for delivery or pickup-related purposes, available immediately before or after scheduled activities. Row 3: Off-Street Truck Parking; Must be designated for specific use times; Spaces are to be designated, maintained, and made available exclusively for pre- or post-delivery or pickup times.

• Parking and Loading Requirements. Truck parking provisions are typically included in the parking and loading section of zoning regulations, which address broader off-street parking and loading requirements.
• Site Development Standards. Similar to parking and loading provisions, these standards cover aspects such as minimum parking space dimensions, maneuvering areas, and surfacing requirements. These rules may be part of general nonresidential site development standards or integrated into loading provisions.
• Landscaping and Screening. To mitigate visual, noise, or air quality impacts, truck parking regulations should include buffer requirements between truck parking areas and adjacent, lower intensity uses.
• Performance Standards. Truck parking can affect surrounding properties. Zoning regulations should establish specific noise, lighting, and air quality standards for truck parking facilities to minimize these impacts.
• Signage Requirements. While sign regulations must remain content-neutral to comply with constitutional limitations, internal signage should guide drivers to queuing spaces, maneuvering areas, loading docks, parking spaces, amenity areas, and other site-related features.
• Definitions. Truck parking regulations should define all relevant terms to ensure consistent understanding and application.
• Special or Conditional Use Regulations. When truck parking is treated as a special or conditional use, the regulations should include clear approval criteria. These standards should often cross-reference site development standards, performance standards, or other applicable requirements.

Truck Parking Funding Sources

The focus of this research is the development of model truck parking ordinances that foster more truck parking within the jurisdictions of counties, municipalities, and other local agencies that control land use planning and development. Although there are some examples of federal funding being allocated to the development of public-private truck parking facilities, most of the available funding sources are focused on state initiatives, such as expansion, redevelopment, or new development of safety rest areas. In addition to truck parking funding for safety rest areas at the federal level, in some states, there are funding sources at the state and regional levels. An overview of available funding for truck parking funding for safety rest areas is described in Appendix C.

The most significant source of funding for local truck parking solutions is anticipated to be provided by private developers of industrial warehouses, manufacturing plants, and private truck parking facilities, such as truck stops, travel plazas, and private/limited-access truck charging and truck storage lots. Requiring off-street truck parking and amenities for truck drivers as part of the development of industrial uses is challenging due in large part to land costs and a commonly shared concern that truck parking is not the highest and best use of limited vacant land. Success stories coming out of Lehigh Valley, Pennsylvania, demonstrate how provisions for density bonuses in exchange for on-street truck parking and truck driver amenities can work. In addition, project design features proposed as part of master planned industrial parks, such as the World Logistics Center in Moreno Valley, California, support the business case for truck parking provisions. Truck parking provisions can be right-sized on a case-by-case basis and incorporated into development agreements. The two most significant challenges raised during this research effort are (1) demonstrating the business case for truck parking and (2) estimating truck parking demand.

Additional Research Needs

NCHRP Project 08-141 tackles a multifaceted truck parking topic with numerous subtopics that warrant further research and exploration. Areas that could benefit from additional research include the following:

• Truck Parking Demand Estimation. There is often a disconnect between economic development goals and the provision of adequate truck parking. The available estimation tools from FHWA and ITE have limitations that need further examination and improvement. FHWAʼs Truck Parking Demand Estimation Tool provides practitioners with a quick way to estimate the peak number of trucks requiring parking based on North American Industry Classification System (NAICS) codes. However, this approach has a limitation: developments within the NAICS code may have substantially different truck parking needs. On the other hand, ITE provides parking estimates for specific developments, but these do not distinguish between regular vehicles and trucks, and the estimates are based on small sample sizes. These limitations highlight research opportunities to refine truck parking demand estimation.
• Business Case and Cost/Benefit Analysis of Truck Parking. Understanding the economic impact of truck parking on development decisions and supply chains can help justify the use of public property for parking, which is often seen as less profitable than alternative land uses. A common local response to truck parking requirements is that it is not the highest and best use of scarce land. This is especially true in urbanized areas. Demonstrating a strong business case for requiring off-street truck parking standards for new development is needed to change public opinion, as well as to convince private developers that such provisions will improve marketability. FHWAʼs Truck Parking Development Handbook provides guidance on how to conduct benefit-cost analyses of truck parking and example case studies. Practitioners may benefit from related tool development that can provide accurate information to quantify costs and benefits from the provision of truck parking.
• Business Strategies for Public-Private Partnerships. Exploring various formal and informal collaboration strategies can provide context-sensitive opportunities to enhance service delivery and infrastructure development. Truck parking presents a valuable opportunity for public-private partnerships, since it supports private industry operations and often garners public interest due to its local or regional impact on safety, mobility, air quality, and the economy.