How Truck Stop Feasibility Differs from Gas Station Analysis
Developers and lenders frequently ask whether a gas station feasibility study can serve a truck stop project. It cannot. The analytical framework differs across every dimension:
Investment scale ranges from $8 million to $25 million or more for truck stops versus $1 million to $3 million for gas stations. Land requirements are 10 to 25 acres versus 0.5 to 2 acres. Revenue streams number 8 to 15 for a travel center versus 2 to 3 for a gas station. The primary fuel product is diesel (100 to 200 gallons per fill) rather than gasoline (12 to 15 gallons per fill). The competitive analysis radius extends 30 to 50 miles along a corridor versus 1 to 5 miles for a gas station. Site selection depends on freight corridor positioning and HOS stop-point analysis rather than population density and local traffic patterns. Regulatory drivers include ELD mandate compliance, Hours of Service regulations, and FMCSA oversight alongside standard SBA and USDA requirements.
MMCG's truck stop feasibility studies are purpose-built for this asset class. Every assumption, data source, benchmark, and projection reflects the operational realities of truck-oriented fueling and travel center operations.
Institutional-Grade Data and Methodology
MMCG truck stop feasibility studies draw on the same data infrastructure used by the national travel center chains, institutional investors, and commercial lenders:
FHWA Freight Analysis Framework (FAF5) for freight flow projections and corridor-level commodity movement data. State DOT vehicle classification counts for truck-specific AADT (FHWA Classes 5 through 13). ATRI truck GPS data and bottleneck analysis for corridor congestion and stop-point demand. CoStar for commercial real estate market analytics and comparable property performance. OPIS for wholesale diesel pricing, rack-to-retail margin analysis, and regional fuel supply economics. ESRI ArcGIS Business Analyst for trade area demographics, consumer expenditure profiles, and drive-time analysis. Placer.ai and StreetLight Data for mobile GPS analytics, truck traffic flow patterns, and competitive cross-shopping behavior. RMA Annual Statement Studies for NAICS-specific financial benchmarks (NAICS 447190: Other Gasoline Stations, which includes truck stops). NATSO and SIGMA industry publications for travel center operational benchmarks.
Every projection in our studies is traceable to its source. We do not rely on borrower-supplied assumptions, anecdotal evidence, or unverifiable estimates.
Truck Stop Feasibility Study Cost
Truck stop and travel center feasibility study fees typically range from $7,500 or more, depending on project scale, number of revenue centers, geographic market complexity, and the scope of analysis required by the lender. Smaller diesel fueling operations with limited amenities tend toward the lower end. Full-service travel plazas with QSR tenants, paid parking, shower facilities, truck maintenance, and truck wash operations fall at the higher end.
MMCG applies the same institutional-grade methodology and analytical rigor found at leading global consultancies. Our pricing reflects the substantially greater analytical depth required to model 8 to 15 revenue streams, evaluate freight corridor dynamics, and construct financial projections for projects in the $8 million to $25 million range.
Every engagement receives a fixed-fee proposal. No hourly billing, no scope creep, no surprises. Our standard fee structure is 50% upon engagement and 50% upon delivery and positive lender, CDC or USDA review and acceptance of the completed study.
Explore Related Feasibility Studies
MMCG produces independent feasibility studies across every major commercial real estate asset class. Our truck stop methodology shares analytical foundations with several adjacent property types. Operators evaluating standalone gas station and convenience store formats without commercial truck fueling should review our gas station feasibility study. QSR and food-court concepts within travel center operations are analyzed with the same revenue-center methodology applied in our restaurant feasibility study. Truck wash and auto care facilities co-located with travel centers are covered under our car wash feasibility study. Interstate-adjacent industrial and logistics facilities that share corridor demand characteristics are addressed in our industrial feasibility study. Truck stops financed through SBA 504 as special-purpose properties should review our SBA feasibility study requirements. USDA B&I loans represent the primary government-backed pathway for travel center projects in rural areas, detailed on our USDA feasibility study program page.
For a detailed overview of our feasibility methodology across all property types and lending programs, see our bankable feasibility study framework.
Speak Directly With the Author of Your Study:
Michal Mohelsky, J.D., | Principal | mmcginvest.com
Contact: michal@mmcginvest.com
Phone: (628) 225-1110
Truck Stop Feasibility Study
Why Truck Stops Require Specialized Feasibility Analysis
Truck stops and travel centers are among the most capital-intensive and operationally complex property types in commercial real estate. A full-service travel center typically requires 10 to 25 acres of land, $8 million to $25 million or more in total project cost, and the coordination of 8 to 15 distinct revenue streams ranging from diesel fuel to paid truck parking to quick-service restaurants. This scale and complexity place truck stop feasibility in an entirely different analytical category than a standard gas station or convenience store.
SBA lenders classify truck stops as special-purpose properties under SOP 50 10 8, triggering mandatory third-party feasibility analysis for virtually all SBA 7(a) and 504 loan applications. The SBA 504 program requires a 15% equity injection for special-purpose properties (20% if the borrower is also a startup), and the maximum SBA debenture of $5 million is often insufficient for full-service travel center construction. This financing gap is precisely why USDA Business and Industry guaranteed loans, with guarantee capacity up to $25 million, represent the primary government-backed financing pathway for truck stop projects in eligible rural areas.
Beyond regulatory compliance, a truck stop feasibility study serves a critical underwriting function: it provides lenders with independently constructed projections that validate whether the project can generate sufficient cash flow across its multiple revenue centers to service debt obligations on a loan that often exceeds $10 million.
What Our Truck Stop Feasibility Studies Include
Every MMCG truck stop feasibility study is engineered to address the full spectrum of analytical requirements that credit committees, SBA loan reviewers, and USDA Rural Development offices evaluate.
-
Diesel fuel volume projections. Truck stops operate on a fundamentally different fuel economics model than gas stations. A busy travel center moves approximately 27,000 gallons of diesel per day, compared to approximately 210 gallons at a typical convenience store with diesel. A single Class 8 truck takes 100 to 200 or more gallons per fill at $400 or more per transaction. Our models separately project diesel volume (the primary revenue driver) and gasoline volume (serving passenger vehicles and local traffic), accounting for fleet and contract fuel pricing alongside independent driver pump sales.
-
Freight corridor and truck traffic analysis. Standard AADT traffic counts are insufficient for truck stop feasibility. Our analysis uses FHWA vehicle classification data (Classes 5 through 13) to isolate truck-specific traffic on the subject corridor. Truck composition on rural interstates typically ranges from 20% to 40% or more of total AADT. We evaluate directional splits, seasonal patterns, and time-of-day distribution to model fueling demand across a full operating cycle. Key data sources include state DOT classification counts, the Freight Analysis Framework (FAF5), ATRI freight bottleneck data, and mobile GPS analytics from platforms such as StreetLight Data and Geotab.
-
Truck parking demand and revenue modeling. The national truck parking crisis is one of the most compelling demand signals in commercial real estate. Only one parking space exists for every 11 trucks on the road. Ninety-eight percent of truck drivers regularly report difficulty finding safe overnight parking, spending an average of 56 minutes per day searching. Our feasibility studies quantify corridor-specific parking demand using federal and state data, model overnight parking revenue ($15 to $25 per space per night), and evaluate the financial impact of reserved parking programs and reservation-based platforms.
-
Multi-revenue-stream financial projections. Unlike a gas station with 2 to 3 revenue centers, a full-service truck stop generates income from diesel fuel, gasoline, convenience retail, quick-service restaurants, paid truck parking, shower facilities, truck scales, truck wash, truck maintenance and tire service, DEF dispensing, laundry, gaming, and tenant lease income. Our ten-year pro forma models each stream independently, then aggregates them into a unified DSCR, IRR, and sensitivity analysis calibrated to lender underwriting thresholds.
-
Competitive landscape analysis. The truck stop industry is dominated by three national chains: Pilot Flying J (900+ locations, Berkshire Hathaway-owned), Love's Travel Stops (669 locations), and TravelCenters of America (300+ locations, BP-owned). Our competitive analysis evaluates chain presence along the subject corridor, identifies geographic gaps in coverage, and quantifies the addressable market for an independent or regional operator. The competitive radius extends 30 to 50 miles along a corridor, reflecting the distances truck drivers travel between stops.
Contact Us
Have a particular challenge you're trying to deal with? Let's discuss your project and see what we can do for you.
166 Geary St Ste 1500
San Francisco,
California, 94108
+1 (628) 225-1110