The federal government’s new highway boss won’t get a honeymoon. As FreightWaves first reported, the incoming head of the Federal Highway Administration (FHWA) is taking office under immediate pressure from carriers and drivers to tackle a truck parking shortfall that touches safety, paychecks and supply chain reliability. Within a day of his confirmation, the expectations around that agenda only grew louder.
On Sept. 18, 2025, the U.S. Senate confirmed Sean McMaster as FHWA administrator, installing a new leader over the agency that steers federal-aid highway dollars and sets the tone for state-level priorities. FHWA’s announcement underscored that McMaster will be responsible for supporting state and local partners in the design, construction and upkeep of the national highway system — a remit that directly intersects with where, and whether, drivers can legally and safely park.
Transport Topics noted that McMaster’s confirmation was part of an en bloc vote that cleared dozens of nominees at once — a signal that Washington is keen to fill key transportation posts quickly. That speed matters for trucking: a seated FHWA chief can move faster to shape what gets funded, how quickly it’s delivered and how aggressively the department leans into parking as a safety priority.
Why the urgency now? Local rules are tightening. On Sept. 18–19, the San Antonio–area city of Converse rolled out a newly revised ordinance that bars commercial and oversized vehicles from parking on residential streets and private driveways, authorizes fines up to $500, and restricts heavy vehicles on specified roads. The local police department emphasized the rules target semis, trailers and buses — not personal vehicles — but the practical effect for truckers is fewer legal options near neighborhoods and last-mile freight zones. Similar municipal crackdowns are proliferating across the country, intensifying the need for safe, designated spaces drivers can actually use.
For fleets and owner-operators, that combination — a new FHWA administrator and mounting local restrictions — is pivotal. Parking scarcity routinely forces drivers into bad choices: stop early and lose billable time, or push on to hunt for a legal spot and risk violations and fatigue. The federal toolkit to change that equation lives squarely in FHWA’s lane: clarifying eligibility so states spend highway dollars on parking capacity and information systems; coordinating with state DOTs to convert underused public assets into secure truck lots; and setting expectations in grant competitions so parking projects rise to the top. McMaster’s first signals — which programs he elevates, how quickly notices go out, and how he weighs safety in project selection — will determine whether the next wave of awards yields practical relief or more patchwork.
Bottom line for the industry: the calendar matters. With McMaster confirmed on Sept. 18 and city-level bans expanding the very next day, the pressure is now squarely on FHWA to translate long-running talk into near-term space — lighting, surveillance and stalls where drivers can rest without risking tickets or collisions. Watch the agency’s next guidance and grant announcements for direct cues on how quickly that relief arrives.
Sources: FreightWaves, FHWA, Transport Topics, KSAT
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