RV and Boat Storage Feasibility: HOA and Municipal Parking Restrictions Are the Demand Engine

The wrong denominator

Almost every study in this asset class starts by dividing registered recreational vehicles and boats by population, comparing the result to a national ratio, and calling the gap demand. The arithmetic works. The logic does not.

A household with a driveway, a side yard and no covenant restricting either has no reason to pay for storage. A household that owns the same vehicle and cannot legally keep it on its own lot has no alternative. Two trade areas with identical ownership rates can therefore carry entirely different demand, and the variable separating them is not visible in any registration file. Registrations per capita is the standard demand proxy in this sector and it measures ownership rather than need.

That variable is regulation, private and public. Private covenants recorded against the parcel, and municipal ordinances applying to everyone in the jurisdiction, association or not. Both are researchable. Neither is available as a dataset, which is why most studies use the ratio instead.

The rule that creates the demand

The scale of the private layer is large enough to carry an asset class on its own.

The research arm of the community associations trade body estimates that at the end of 2025 there were 373,000 community associations in the United States, covering 29.6 million housing units and 78.1 million residents, which is 35.2 per cent of the national housing stock. Associations collected $124.2 billion in assessments that year, of which $31.1 billion went to reserves. By composition, the foundation estimates homeowners associations at 58 to 63 per cent of the total, condominium communities at 35 to 40 per cent and cooperatives at 2 to 4 per cent.

These are estimates from an industry affiliated research body rather than a federal count, and a study should say so. The body itself describes its figures as curated estimates derived from distinct data streams, drawing on census and housing data. That does not make them unusable. It makes them attributable.

The direction is the more important number. A year earlier the same source put the total at roughly 369,000 associations covering 77.1 million residents and about 33.6 per cent of housing. In 1970 there were about 10,000 associations housing 2.1 million people. And the federal construction survey, which is a measured series, found that 65.7 per cent of all new single family homes started in 2024 were built within a community or homeowner's association, 651,873 homes, up from 64.8 per cent in 2023 and the second highest share since the series began in 2009, behind 67.1 per cent in 2020. By census division the share ranged from 81.6 per cent in the Mountain division to 32.5 per cent in the Middle Atlantic.

Two thirds of new detached housing is being built into the private regulatory layer. Whatever the storage demand thesis is in a given market today, the new housing being added to that market is more restricted than the existing stock, not less.

Where the federal data stops

Here is the constraint that shapes the whole method, and it is worth knowing before promising a lender a trade area figure.

The 2024 American Community Survey added association status and fees for the first time, on a recommendation from the housing department, producing two new tables and a revised fee variable in the microdata. The headline finding: around 21.6 million of the nation's 86.6 million owned households paid either a condominium or homeowners association fee in 2024, at a national median of $135 a month. The bureau warns that the revised variable combines condominium and association fees and cannot separate them, and that post-2024 figures should not be compared with earlier ones.

The geography is the problem. Those tables reach state and metropolitan level. The microdata reaches the public use area, roughly 100,000 people. The American Housing Survey supports national estimates plus the fifteen largest metropolitan areas and ten rotating ones, with tract identifiers held only on the internal file. The construction survey reaches the nation and the nine census divisions.

No federal instrument publishes association status below metropolitan, state or division level. A census tract, postcode or drive time share of households under an association cannot be built from federal data at all. It has to be assembled from county recorder filings, from a private parcel dataset, or by apportioning state estimates with the apportionment assumption disclosed. A study that presents a tract level association share as federally sourced has misrepresented where the number came from.

What nobody has counted

The second gap is narrower and more awkward. There is broad agreement that covenants restricting recreational vehicle, boat and trailer parking are among the most common categories in association governing documents. The national realtors body describes covenants barring oversized vehicles in driveways as a standard category, and legal and industry commentary treats long term recreational vehicle and boat restrictions as near universal.

Nobody has counted them. No peer reviewed study, no trade research, no federal survey samples actual recorded covenants and reports the share containing a recreational vehicle or boat restriction. The association research foundation measures how many people live under associations. It does not analyse what those associations' documents say.

Specific percentages do circulate, including claims that a large majority of associations restrict recreational vehicles and boats. They trace to storage industry and developer marketing rather than to any measured survey, and they should not appear in a lender facing document. The honest formulation is that these covenants are near universal by legal and industry consensus, that no systematic count exists, and that the study therefore treats covenant prevalence qualitatively and quantifies only what it has verified from the actual documents in the trade area.

The state law that can invert the answer

Before assuming the covenants bind, check whether the state has taken the power away, because two large states recently did.

Florida is the clearest case. Section 720.3045, effective 1 July 2023, provides that "an association may not restrict parcel owners or their tenants from installing, displaying, or storing any items on a parcel which are not visible from the parcel's frontage or an adjacent parcel, an adjacent common area, or a community golf course, including, but not limited to, artificial turf, boats, flags, vegetable gardens, clotheslines, and recreational vehicles." A further provision effective 1 July 2024 bars governing documents from precluding an owner, tenant or guest from parking a personal vehicle in the driveway or another area where they have a right to park.

Read the Florida test carefully, because it is visibility based rather than absolute. Storage that is not visible from the frontage or an adjacent parcel is protected. Storage that is visible still is not. In practice that protects the household with a deep lot and a screened side yard and does nothing for the household on a small lot with the vehicle in plain view, which is most of the ones that generate storage demand. It narrows the demand base in Florida without eliminating it, and a study in that state has to work through the housing stock rather than assume either outcome.

Texas has moved in the same direction, with driveway parking protections added by statute and a 2023 provision addressing parking of certain vehicles on adjacent streets. The precise section and current wording should be confirmed against the codified text before being relied on.

Most states have not moved. Nevada's common interest statute limits association regulation of non gated public roads but was amended to state expressly that an association has the right to impose fines for parking or storing recreational vehicles, watercraft, trailers or commercial vehicles on public streets within the association. California's governing act enumerates specific rights a board cannot override, covering pets, rentals, personal agriculture and clotheslines, and does not include a general parking protection, leaving associations free to restrict through their covenants. North Carolina and Virginia grant enforcement authority without a statewide carve out. Arizona restricts newer associations from regulating public streets while leaving lot restrictions intact. Colorado's recent legislation revised towing procedure rather than creating a parking preemption.

The practical instruction: this is a state level question that can materially change the demand base, it has moved twice recently in states with very large association populations, and it should be verified against current statute at the time of writing rather than carried forward from a previous study.

The municipal layer

The public layer matters for a reason the private layer does not: it reaches households that belong to no association at all, including everyone in the unincorporated county.

Municipal ordinances recur in a small number of structures. From named codes:

An outright prohibition in the front yard combined with a surface requirement. One city's code provides that "Recreational vehicles, boats, and trailers shall be parked, kept or stored on an improved all weather surface and shall not be parked, kept or stored in required front yard setbacks," with side and rear yard storage allowed where emergency access to the structure is preserved.

A paved or dust free surface condition. Another prohibits any recreational vehicle, boat or trailer within the front or exterior side yard setback except in a garage or carport, on a paved driveway, or on a dust free area adjacent to a paved driveway, with unmounted campers barred from the front yard or driveway beyond 72 hours.

A setback and hard surface rule with a distance test. One city requires that a recreational vehicle not be parked within a front setback unless on a hard surfaced residential driveway, at least ten feet back from the edge of the street, licensed, operable and perpendicular to the street, with side or rear yard parking requiring a full length hard surface or a six inch compacted gravel pad.

A size threshold. One code provides that recreational vehicles and unmounted truck campers exceeding twenty one feet in length, and all boats and trailers, may not be parked in the required front yard or street side yard building setback.

Duration limits and an occupancy bar. One city allows loading, unloading or maintenance on a street or driveway for up to 72 hours and otherwise requires storage fully within the rear or interior side yard meeting accessory building setbacks, enforced as a civil infraction. Another allows 24 hours for loading and permits temporary lodging in a recreational vehicle for up to 14 days a calendar year.

A prohibition on residential use and utility connection. One code bars storage in public rights of way, bars use of a recreational vehicle as a permanent dwelling unit, and bars permanent connection to wastewater, water lines or electricity.

A screening requirement. One code permits unregistered boats, trailers, campers, recreational vehicles and personal watercraft in side or rear yards outside required setbacks, but requires screening from any public right of way.

Seven structures, then: front and street side prohibition, surface requirements, setback rules tied to accessory structures, duration limits, size thresholds, screening, and bans on occupancy and utility connection. Permit schemes appear in some places and are less uniform.

The demand relevance is direct. Each of these converts a household that owns a vehicle into a household that either cannot store it at home or can only do so by building a pad, screening a side yard or keeping the vehicle behind the house. Every one of those conditions is a cost, and storage competes against that cost rather than against nothing.

Nobody has compiled it, so it has to be built

There is no national compilation, survey or dataset of municipal recreational vehicle and boat parking ordinances. This is a firm negative finding rather than an unfinished search.

The two serious academic zoning datasets do not reach it. The national zoning atlas covers close to 9,000 jurisdictions and codes minimum parking requirements and housing type permissions, not residential storage of vehicles. The national zoning and land use database covers more than 2,600 municipalities with parking minimums and lot size rules, with the same gap. The commercial code repositories host the ordinances but do not tabulate provisions across jurisdictions. No planning body, research institute or industry association publishes such a compilation.

Building the figure is therefore primary research, and it runs in five steps.

Define the trade area by radius or drive time and enumerate every incorporated municipality within it, plus the relevant unincorporated county jurisdictions, because those households fall under county zoning rather than any municipal code.

For each jurisdiction, locate the code and search the zoning and parking chapters for recreational vehicle, boat, trailer, camper, front yard parking, screening and setback.

Record for each whether home storage is prohibited, conditioned or unrestricted, with the section number and the amendment date, since these ordinances are amended frequently.

Obtain the association overlay separately, because covenants are private instruments recorded with the county recorder and do not appear in any municipal code, and because they are usually more restrictive than the ordinance sitting over them.

State the method in the study, including the date of each code checked, so a reviewer can verify any single jurisdiction rather than having to accept the aggregate.

That is a day or two of work per trade area. It is also the entire difference between a demand section a lender can test and one that divides registrations by population.

Counting the vehicles

The ownership side is better measured than the restriction side, with one significant caveat.

Recreational vehicle ownership rests on a commissioned survey. The industry owner study, conducted by a national polling firm and released in March 2021, put ownership at 11.2 million households, up 62 per cent from 6.9 million in 2001 and 26 per cent from 8.9 million in 2011, with a sample of roughly 5,000 current, former and intending owners. The 2025 update from the same programme puts the figure at 8.1 million households, with the median owner age falling from 53 to 49 and median annual usage rising to 30 days. The two figures are not reconcilable as a real movement of that size, and the methodology sits behind a member paywall. Cite either one and cite it with its date, and do not present the difference as a decline.

Boats are counted rather than surveyed. The Coast Guard's annual recreational boating statistics, compiled from state registration agencies, recorded 11,674,073 state registered recreational vessels in 2024, up 1.1 per cent from 11,546,512 in 2023, in the sixty sixth annual report released in June 2025. That is an administrative count with state level tables, which makes it the most useful ownership series in this sector, subject to the limitation that it counts registered vessels and therefore undercounts non motorised craft that many states do not require to be registered. The trade association's figures are consistent, and note that roughly 95 per cent of boats are under 26 feet and trailerable, which is the segment that competes for a storage space rather than a slip.

Participation surveys exist but measure something else. One federal survey estimated 47.3 million Americans over the age of six spent time on a motorboat in 2021; another estimated 84.54 million recreational boaters using 2018 data. Those are participation figures, not ownership and not storage.

And on where any of these vehicles are actually kept, there is nothing. No federal survey and no trade association publishes a measured breakdown of storage location between home, commercial facility and marina. The percentages that circulate on this point originate with storage developers and are not survey findings. The demand thesis is well supported qualitatively and cannot be closed quantitatively from any published source, which is exactly why the restriction research matters.

Counting the supply, and the two counts that disagree

No government or trade body publishes an official count of dedicated facilities. Two private data providers publish counts, and they disagree by more than two to one.

The first tracked 2,060 completed dedicated facilities for recreational vehicle and boat storage as of October 2025, plus 21,913 traditional self storage properties offering parking spaces for rent, and 204 dedicated projects in the pipeline. Its database has grown quickly, from 786 completed facilities in January 2023 to 1,937 in April 2025, which reflects coverage expansion as much as construction. The second reports more than 5,600 dedicated vehicle, recreational vehicle and boat facilities and more than 36,000 hybrid facilities offering both.

The gap is definitional rather than factual. A dedicated facility is developed primarily to store vehicles, typically on five acres or more, with wide drive aisles and open, canopy or enclosed spaces. A self storage property offering outdoor spaces is a conventional facility that has added parking on perimeter land or in drive aisles. Where a provider draws that line moves the count by thousands.

The structural point survives both counts: the majority of national capacity sits inside conventional self storage rather than in dedicated facilities, by roughly ten to one on the first provider's figures. The self storage trade data implies on the order of 10,000 conventional facilities with some vehicle capacity, from a base of about 52,301 facilities nationally. And hybrid facilities devote only limited space to vehicle parking, so a facility count materially overstates competing capacity.

For a study this means the supply side cannot be taken from a national database at all. It has to be a physical inventory of the trade area, dedicated facilities and hybrids together, counted in spaces by type rather than in facilities.

A related absence worth knowing: none of the large listed self storage companies breaks out recreational vehicle and boat storage as a reportable segment. One reports a single self storage segment with other operations covering tenant reinsurance, third party management and lending. Another states that self storage is its only reportable segment while noting at property level that some stores offer outside storage areas for vehicles and boats. A third markets the product heavily to consumers without segment disclosure. Only a small listed operator describes covered and outside vehicle storage at property level, and even then without space counts, occupancy or rate. A full text search of filings confirms the absence rather than failing to find it. There are no public company comparables for this asset class.

Rates are measurable, occupancy is not

Rate data exists and is reasonably good. National advertised annualised rent for the main parking unit sizes was $6.38 per square foot in September 2025, up 4.4 per cent year on year on a same store basis, the strongest increase since tracking began, having bottomed at $6.06 in October 2024 and peaked at $6.49 in June 2025. The metro spread is wide, with Los Angeles at $14.99 and the New York and Connecticut market at $12.16.

By storage type, the second provider reports average asking rents at dedicated facilities of $0.82 per square foot for enclosed, $0.70 for covered and $0.35 for uncovered, against traditional self storage at $1.61 climate controlled and $1.21 non climate. Hybrid facilities command a premium over dedicated ones on every type, with uncovered spaces at nearly twice the dedicated average.

Monthly per space figures circulate in the trade press and are directional rather than measured: roughly $75 to $200 for open spaces, a 40 to 80 per cent premium for covered, $150 to $400 for enclosed without climate control and $300 to $500 and above with it. A directory analysis put the national median near $108 a month with an average around $184.

Occupancy is different. There is no nationally measured occupancy series for this asset class by storage type. Strong markets are described as running above 95 per cent, break even is commonly cited at 40 to 50 per cent and stabilisation at 85 to 90 per cent, and the most granular public benchmark is a single named facility. Every one of those is a practitioner estimate. A study should say so rather than present a national occupancy assumption as a benchmark, and should build its occupancy case from the physical inventory of the trade area instead.

Lease up is in the same position. Published estimates run to full lease up within 24 months with break even between the fourteenth and sixteenth month, and one vendor's practitioner view is that these facilities lease roughly 20 per cent faster than conventional self storage, against a conventional expectation of 24 to 36 months to stabilisation. No measured comparison exists.

Underwrite per space, and clear the zoning first

Two operating characteristics change the model, and one constraint decides whether there is a project at all.

Rent per square foot falls as the unit gets larger. A five by five unit might command $17 per square foot a year, a ten by ten around $12, a ten by thirty around $8, and a vehicle sized space around $5. That gradient is why comparing this asset to conventional self storage on a per square foot basis is misleading in both directions, and why the pro forma should be built per space, segmented by open, canopy and enclosed, with blending only within like product.

The operating profile is otherwise favourable and predictable. Staffing is light, often unmanned with gate access and cameras. Turnover is low, because vehicles sit for six months or longer and often for years, and tenants treat the cost as a fixed cost of ownership. Recreational vehicle storage runs year round while boat storage is seasonal with off season peaks, which tends to stabilise combined occupancy. Ancillary revenue comes from wash bays, dump stations and hookups, each of which brings utility and maintenance cost that conventional self storage does not carry. Expense ratios reported by practitioners conflict, from below 25 per cent to 35 to 37 per cent, and none of it is audited, so a study should build expenses from the site rather than from a ratio.

The constraint is zoning, and practitioners in this sector consistently report that finding land a jurisdiction will permit is harder than finding demand. The use is most often treated as outdoor or vehicle storage, conditionally permitted or restricted to commercial and industrial districts, frequently requiring a conditional or specific use permit. One county ordinance adopted in January 2026 illustrates the conditions that attach: conditional use in agricultural conservation and general commercial districts, a minimum 1,000 foot separation between such facilities, a four acre cap per site, a 50 foot paved drive from the public right of way, a minimum six foot opaque security fence with controlled access gates, screening where visible from rights of way in a highway corridor district, paved parking where an office is present with gravel allowed where none is, and a bar on dead storage of junk vehicles. Another jurisdiction requires a ten foot landscape buffer along the entire street frontage and paving of outdoor storage areas with a non permeable material.

The use is permitted by right only narrowly, in heavier commercial and industrial districts that already allow outdoor storage, and even there conditions usually attach. A one acre site is often the practical minimum for a permit, most commercial operations need one to two gross acres, and a viable dedicated facility usually needs five to ten. Anywhere else the project needs a conditional use permit or a rezoning, with six to eighteen months and public hearing risk attached.

Cost, and what it can be anchored to

No authoritative published engineering cost reference carries a line item for canopy covered or enclosed recreational vehicle storage per square foot. That is a genuine gap, and every per square foot figure circulating in this sector is a vendor or trade press estimate.

Those estimates, labelled as estimates, run from roughly $30,000 to $100,000 an acre for open lot development, around $20 to $25 per square foot for canopy structures and around $32 turnkey, $30 to $65 per square foot for enclosed without climate control, and $60 to $100 and above with it, with a five acre project put at $2 million to $5 million all in.

What can be anchored authoritatively is the component side. Published cost guides put installed asphalt at roughly $3 to $7 per square foot, and state transport department bid tabulations give the most reliable unit prices, with one state reporting asphalt bids around $167 a ton in January 2025 and federal lands prices ranging roughly $467 to $600 a ton across regions in 2024. The producer price index for asphalt paving mixture rose about 7.6 per cent over the year to December 2025. Those are road paving figures requiring conversion, not turnkey storage lot costs, but they let a study defend the direction and magnitude of its site work budget instead of quoting a vendor.

The practical answer is three local contractor bids forced into identical scope, with the published component data used to test them.

Financing, briefly

The applicable industry code is the one covering lessors of miniwarehouses and self storage units, whose scope expressly includes outdoor space. There is no separate code for vehicle storage, which is why loan performance data for this asset cannot be isolated from self storage generally.

Storage operators became clearly eligible for SBA financing when the mini warehouse exclusion was removed in 2010, on the basis that the operator is primarily engaged in providing storage services rather than passively leasing real estate. Self storage does not appear on the special purpose property example list, and an open lot facility with little vertical construction is even less likely to meet the unique physical design test. Some lenders and development companies nonetheless treat it as special purpose and require the higher equity injection on a 504 file, so the classification is worth settling early, because it is a five percentage point swing on the borrower's cash.

On performance, independent analyses of the public loan data consistently rank self storage as the lowest default segment in the programme, one placing it first of 49 industries at a 0.93 per cent default rate across 1,619 loans averaging $1,284,076, another computing a 10 year cumulative charge off rate far below the portfolio average. These are analyst computations from the raw loan files rather than published agency rates, they cover the whole storage code rather than vehicle storage specifically, and they should be attributed that way.

Writing the demand section

Six steps, all of them following from the above.

Start with the restricted household count, not the registration count. Build it from the municipal codes in the trade area and the association overlay, and state the method and the dates checked.

Check the state statute first, because in a state with a recent preemption the private layer may be narrower than it looks, and in Florida's case the test is visibility rather than an outright bar.

Treat covenant prevalence qualitatively and count only what has been verified from actual documents. Do not import a percentage from marketing material.

Take ownership from the boat registration count, which is administrative and available by state, and cite recreational vehicle ownership with the survey's date and its methodology break.

Build supply as a physical inventory of spaces by type across dedicated and hybrid facilities, not from a national facility count, and note that hybrids devote limited space to vehicles.

Underwrite per space, segment by product type, and treat national occupancy and lease up figures as practitioner estimates rather than benchmarks.

For the cross-asset framework, demand regimes, valuation methods and reviewer tests, see the 2026 Feasibility Methodology Atlas.

Frequently asked questions

Why is registrations per capita the wrong demand measure?

Because owning a vehicle does not create storage demand. A household with a driveway and no covenant has no reason to rent a space. Two trade areas with identical ownership can carry very different demand, and the difference is regulatory rather than demographic.

How many households live under a homeowners association?

An industry research body estimates 373,000 associations covering 29.6 million housing units and 78.1 million residents at the end of 2025, which is 35.2 per cent of the housing stock. Separately, the federal construction survey found 65.7 per cent of new single family homes started in 2024 were built within an association, so the newer stock is more restricted than the older stock.

Can an association share be pulled for a specific trade area?

Not from federal data. Association indicators reach state, metropolitan and census division level, and the microdata reaches an area of roughly 100,000 people. A tract or postcode figure must be assembled from county recorder filings or a private parcel dataset, or apportioned from state estimates with the assumption disclosed.

Do most associations actually restrict recreational vehicle and boat parking?

By legal and industry consensus, yes, and these are among the most common covenant categories. But no systematic count exists. No study samples recorded covenants and reports what share restrict them, and the specific percentages in circulation trace to storage industry marketing rather than to a survey.

Has any state taken that power away from associations?

Florida has, partly. A 2023 statute bars associations from restricting items not visible from the frontage, an adjacent parcel, adjacent common area or a community golf course, expressly including boats and recreational vehicles, with a further 2024 provision protecting driveway parking of personal vehicles. Because the test is visibility, it protects deep or screened lots and not the small lot with the vehicle in view. Texas has moved in a similar direction. Most states leave associations broad authority.

Where do municipal ordinances fit in?

They reach every household in the jurisdiction, including those in no association at all and those in the unincorporated county. They recur in a small set of structures: front yard prohibition, surface requirements, setbacks, duration limits, size thresholds, screening, and bans on occupancy and utility connection. Each converts a home storage option into a cost the household must weigh against renting a space.

Is there a dataset of these ordinances?

No. The two serious academic zoning datasets cover parking minimums and housing type permissions but not residential vehicle storage, and the code repositories host ordinances without tabulating them. Building a trade area figure is primary research, jurisdiction by jurisdiction, and it should be documented in the study with section numbers and dates.

How should the pro forma be built?

Per space, segmented into open, canopy and enclosed, because rent per square foot falls sharply as the space gets larger and comparisons to conventional self storage on that basis mislead. Occupancy and lease up assumptions should be built from the trade area inventory, since no measured national series exists for either.

Sources

1. Foundation for Community Association Research, US National and State Statistical Review for Community Association Data, 2025 edition, released 1 April 2026
2. Foundation for Community Association Research, prior year statistical reviews and state figures
3. US Census Bureau, American Community Survey user note on the change to condominium and homeowners association questions, 2024 survey year, tables B25142 and B25143
4. US Census Bureau, Condo or Homeowners Association Fees Topped $500 Monthly for About 3 Million Households, September 2025
5. US Census Bureau, Survey of Construction and Characteristics of New Housing
6. National Association of Home Builders, Eye on Housing tabulations of the Survey of Construction, community association series, December 2025
7. US Census Bureau and Department of Housing and Urban Development, American Housing Survey sample design and geography documentation
8. National Association of Realtors, covenants, conditions and restrictions explainer
9. Florida Statutes Section 720.3045, effective 1 July 2023, and Section 720.3075(3)(d), effective 1 July 2024
10. Texas Property Code Chapters 202 and 209, including Section 202.008
11. Nevada Revised Statutes Chapter 116, Sections 116.350 and 116.3102
12. California Civil Code, Davis-Stirling Common Interest Development Act, Sections 4000 to 6150
13. North Carolina General Statutes Chapter 47F, Planned Community Act
14. Code of Virginia, Title 55.1, Chapter 18, Property Owners' Association Act
15. Colorado House Bill 22-1314 and House Bill 24-1051
16. Vancouver, Washington Municipal Code Section 17.14.290
17. Chula Vista, California Municipal Code Section 10.84.020
18. San Luis Obispo, California Municipal Code Section 17.86.210
19. Millcreek, Utah recreational vehicle parking ordinance
20. Tempe, Arizona code compliance provisions on recreational vehicle parking
21. Trenton, Michigan recreational vehicle ordinance
22. Irmo, South Carolina Ordinance 25-09
23. Colorado Springs, Colorado Code Section 9.6.504
24. Deer Park, Ohio Code Section 351.19
25. Sumter County, South Carolina Ordinance Amendment OA 2507, adopted 13 January 2026
26. National Zoning Atlas, 2025 dataset and methodology
27. Eviction Lab, National Zoning and Land Use Database
28. Go RVing and RV Industry Association, RV Owner Demographic Profile Study, conducted by Ipsos, March 2021 and 2025 editions
29. US Coast Guard, Recreational Boating Statistics 2024, COMDTPUB P16754.38, released 24 June 2025
30. National Marine Manufacturers Association, US Recreational Boating Statistical Abstract, 2023 edition
31. US Fish and Wildlife Service, 2022 National Survey of Fishing, Hunting and Wildlife-Associated Recreation, motorised boating addendum
32. US Coast Guard, National Recreational Boating Safety Survey, 2018 data
33. Yardi Matrix, National RV and Boat Storage Report, autumn 2025, data as of 9 October 2025, and prior editions
34. StorTrack, US Vehicle, Boat and RV Storage Market, February 2026
35. Self Storage Association and Self-Storage Almanac, 2024 edition
36. Public Storage, Annual Report on Form 10-K, fiscal year 2024
37. CubeSmart, Annual Reports on Form 10-K, fiscal years 2023 and 2024
38. Global Self Storage Inc, Annual Report on Form 10-K, fiscal year 2023
39. US Bureau of Labor Statistics, Producer Price Index, asphalt and tar paving mixture and block
40. Florida Department of Transportation quarterly materials price report, January 2025
41. Federal Highway Administration, Federal Lands Highway asphalt price index, 2024
42. SBA SOP 50 10 8, Lender and Development Company Loan Programs, effective 1 June 2025
43. SBA SOP 50 10 5(C), effective 1 October 2010, removal of the mini-warehouse exclusion
44. 13 CFR 121.201, Table of Small Business Size Standards, and 87 FR 69118
45. US Census Bureau, North American Industry Classification System, code 531130
46. SBA 7(a) and 504 FOIA loan-level datasets, data.sba.gov