People often believe that the prime location for a truck parking lot is right next to a highway exit, especially adjacent to a truck stop. However, Keith Cristal, who has established approximately 100 such lots since 2009, shares that he had to close the one that was located right beside a truck stop. Here’s how he actually determines a suitable location:

• The approach is straightforward: he purchases or leases vacant land, prepares it by grading and adding gravel, fences it in, and installs gates. He then rents spots to truckers for various durations—hourly, daily, weekly, monthly, or yearly—while providing a membership that is valid across all his locations.
• When he began, daily parking rates were set at $8. Today, the average cost across the nation is between $30 and $35 per day, with higher security locations charging approximately 10% more than standard entry-exit lots.
• Some of his lots are situated 5, 10, or even 15 miles from an exit, yet they remain fully occupied because many drivers reside in the area. They drop off their trucks and drive home in their personal vehicles. He identifies potential locations by examining a municipality’s industrial zoning maps alongside nearby residential neighborhoods.
• The quickest he has filled a new lot was within a week; the slowest took a year, and two of his 100 locations never became profitable.

Keith is the founder of StoreMyTruck.com. He ventured into this industry unexpectedly while managing 15 car dealerships in Atlanta, including the city’s first electric vehicle franchise. His journey into truck parking began when two vacant acres at one of his dealerships were rezoned for RV and boat storage. While initial inquiries were for storage, he noticed a significant demand for tractor-trailer parking—about every other call he received was from a truck driver seeking a spot.

He also shares valuable insights about the amenities that make a parking lot valuable once operational, such as showers, bunk rooms, dispatch offices, repair bays, and even an on-site barbershop. When asked about the future of his business in light of self-driving trucks, he mentions the electric chargers he is currently installing.

One key characteristic is that Keith is far from a passive owner. He conducts daily inspections of his lots, monitors office phone calls, and had six locations to evaluate on the day of our conversation.

Links and Resources

The Nationwide Truck Parking Shortage

The reasons behind the shortage are well-known. Federal hours-of-service regulations prevent drivers from pushing on indefinitely, and electronic logging devices mandate when they must stop. When that clock runs out near Atlanta at 9 PM, drivers need immediate parking options. Many end up parked on exit ramps, leading to hazardous situations.

Previously, truck stops catered to this need for free; drivers would fill up on fuel, park, shower, and rest. However, due to repeated misuse by some drivers—leaving trucks for extended periods—truck stops have moved towards charging for parking. Keith is currently negotiating agreements to offer paid parking at several truck stops.

On the supply side, there are challenges in responding promptly. Keith points out that truck parking was scarcely recognized as a category a decade ago, and neither was industrial outdoor storage. Those who bought light industrial properties could simply open lots. With growing recognition of this type of use, municipalities are becoming more reluctant to allow it.

Assessing a Property Before Development

Keith prioritizes the shape of the property before considering the acreage. He prefers rectangular lots as they provide the most usable space. In contrast, round or triangular lots tend to offer the least workable area, making them unsuitable for tractor-trailer parking due to space lost when angling trucks.

His capacity calculations are easy to perform: an acre can fit approximately 24 tractor-trailers, 35 trailers alone, or 47 tractors alone. He bases his financial models primarily on the tractor-trailer figures, as they represent the most costly and constrained space available. If this metric is feasible, the lot is likely viable.

Aisle sizes aren’t governed by strict rules; they rely on parking angles. At one triangular site, he discovered that 52 feet was sufficient to maneuver into the aisle. He prefers to inspect sites in person rather than relying on site plans, having confidently corrected engineers’ plans when they were inaccurate.

Keith also emphasizes price sensitivity; for example, if 24 or 25 trucks can occupy an acre at a rate of $5,000 to $7,000 per acre, it quickly becomes unprofitable. His conclusion is straightforward: if a property misaligns with market principles, it’s not worth pursuing, regardless of how appealing it seems.

What “High Security” Means in His Facilities

In Atlanta, and across much of the country, approximately 90% of truck parking is what Keith dubs “code-in and code-out.” Users sign up via an app and receive a code—sent via text or email—that grants them access to the gate, with no staff present. This scenario reflects the standard practice in the industry.

However, his two downtown lots, totaling around 69 acres at Sawtell Avenue and Brumley Court, operate under a different security protocol. Surveillance cameras monitor truck details, and a staff member verifies driver’s licenses before letting anyone in.

The real security comes from the locks. Whether empty or full, every open hasp on the trailer is secured with a screw lock that Keith assures can’t be cut with common tools. Each trailer receives new seals and locks on the kingpin. By parking trailers back to back, he complicates any unauthorized movements—a dedicated security team patrols the area 24/7, complemented by robot dogs from Undaunted that patrol at night. His summary? Moving a trailer would require a helicopter.

The most intriguing insight Keith offers is that thefts often stem not from weak security but from drivers discussing their cargo. Often, when a theft occurs, there’s a connection back to someone aware of the trailer and its contents. Stolen freight frequently surfaces on social media, often without buyers knowing the origins of the goods. His approach aims to render trailers virtually immovable, addressing the root cause of theft.

This added layer of security costs truckers about 10% more, but Keith notes that fleets often bring their insurance representatives to assess the security measures.

Overlooked Costs in the Business Planning

Keith highlights zoning as a critical factor, issuing a strong warning. Commercial zoning will typically not permit truck parking, nor will residential zoning. Instead, you’re looking at light or heavy industrial land—while he occasionally shifts to heavier zoning when necessary, he emphasizes that a residential area is unlikely to rezone for industrial purposes unless it has undergone substantial change.

Some municipalities impose moratoriums or create obstacles once you start operating. One of his properties was initially told it didn’t require a business license due to its grandfathered status until a change at a city council meeting reversed that decision.

Zoning is a line item that must be included in any budget. Most municipal regulations require screening fences to obscure the facility from view, while in Texas, he was mandated to construct solid walls, which greatly increased costs. This may also include additional natural or planted buffers as determined by local planning departments.

He candidly points out that some operators choose to bypass proper zoning and open illegally.

Challenges in the Business Model

This is not a passive income venture, and Keith does not shy away from stating this fact. The failure of nearby truck stops serves as a prime example. Free parking options nearby not only hurt daily parking sales but also killed the monthly business, even though long-term parking is a distinct service. It took him a year to close his location once he recognized this.

Furthermore, regulations can shift even after achieving success. Municipalities can suddenly impose requirements like sidewalks, or reconfigure roads. Keith recounts instances where access to his lots was disrupted due to unexpected changes.

Collection issues present significant challenges. A trucker based in California may hesitate to pay for a parking spot in Atlanta when not actively utilizing it, despite the necessity of reserving the space. Keith identifies this as one of the biggest operational challenges.

Moreover, managing daily operations demands attentiveness. He ensures that every truck on his sites has current registration, MC numbers, DOT numbers, and valid insurance. He prohibits substantial maintenance or engine replacements on-site, costing him some revenue, but preventing issues related to neglect and contamination associated with abandoned vehicles.

Another point to consider, particularly for those familiar with self-storage, is the lack of robust feasibility studies for financing. While engineering firms will provide studies, Keith cautions that these reports may be inaccurate because the authors often lack real industry experience.

Is This Business Right for You?

If you already possess vacant industrial-zoned land located near a logistics hub or warehouse area with residential neighborhoods nearby, it’s advisable to explore this opportunity further before dismissing it. This profile aligns with successful lots that Keith manages.

However, if your plan involves purchasing raw land for rezoning or if you prefer a hands-off investment, this may not be the right venture for you. Keith emphasizes that while starting such a business may be feasible for anyone, successfully filling it is the real challenge. He recalls advising an individual against opening a lot six months ago and later being informed that they had yet to attract a single trucker.

This discussion reveals valuable insights, especially regarding the security measures in downtown Atlanta and his thoughts on which amenity he would prioritize if limited to just one—it’s not the showers.

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