OTR Dry Van Position Solo Driver
CDL-A OTR Dry Van Driver Jobs — Dallas, TX
Hiring Area: Dallas–Fort Worth • Terminal: Dallas-area
Dallas, TX OTR Solo Primarily 2021–2024 Sleepers
Solo OTR dry van work based in Dallas covering South, Midwest and Southeast lanes. Weekly gross typically lands between $1,650 and $2,050, with estimated annual earnings near $96,200. Drivers stay out approximately 2–3 weeks before scheduled home time.
Typical Weekly Gross
$1,650–$2,050
Estimated Annual: $96,200
Sign-On Bonus $1,000
Home Time 2–3 weeks out
Driver Type Solo OTR
Weekly Miles 2,600–3,100
Freight Type Dry Van
Drivers handle general dry van freight that leaves North Texas distribution centers, manufacturing plants and retail warehouses for markets across several regions. Routes change with customer demand rather than following a fixed loop.
- Pick up preloaded or live-loaded 53-foot dry van trailers from Dallas-area distribution centers and customer facilities.
- Run scheduled interstate loads through the South, Midwest and Southeast while staying within HOS limits.
- Confirm trailer number, seal, BOL, load count and appointment information before leaving the shipper.
- Complete customer deliveries by appointment and obtain signed POD or electronic delivery confirmation.
- Coordinate with dispatch on reloads, trailer availability, delays, parking and remaining legal hours.
- Monitor fuel, parking and route conditions on longer multi-state runs rather than waiting until available drive time is nearly exhausted.
- Perform required pre-trip, en-route and post-trip inspections and report equipment defects through the carrier’s maintenance process.
Mileage pay is the primary component of weekly earnings, with detention and other approved accessorial pay added when applicable. Most weeks fall within the advertised range depending on dispatched miles, reload timing, detention and the amount of paid work completed.
Weekly Gross Range $1,650–$2,050
Estimated Annual $96,200
CPM Rate $0.62–$0.65
Detention $25/hour after 2 hours
Sign-On Bonus $1,000 paid in retention installments under company bonus terms
Pay Frequency Weekly direct deposit
Home Time Approximately 2–3 weeks out with scheduled home time afterward; exact rotation depends on dispatch and assigned lane
Operating Corridor South, Midwest and Southeast via I-20, I-30, I-35, I-45 and I-40
Terminal Base Dallas-area terminal network
Typical Weekly Miles 2,600–3,100 paid (normal week near 2,850)
Dispatch Style Variable; next load often planned before current delivery is finished
Model Years Primarily 2021–2024, with newer units entering as replacements become available
Tractors Freightliner Cascadia and Kenworth T680 sleepers
Transmission Automated manual
Cabin & Safety 72-inch sleeper configurations, air-ride suspension, ELD, forward-facing dash cameras, collision mitigation, lane-departure warning and adaptive cruise on equipped units
Assignment Assigned when equipment is available; slip-seating is not the normal arrangement
Trailers are 53-foot dry vans (predominantly 2019–2025) equipped with swing doors, air-ride, logistics posts, load bars where required by customers, and e-track or internal tie-down points on selected units. Drivers complete pre- and post-trip inspections; preventive maintenance runs through the Dallas-area network, while roadside repairs are coordinated through dispatch and contracted providers.
Palletized, non-temperature-controlled dry freight—packaged consumer goods, retail inventory, paper products, building materials, non-refrigerated food and beverage, industrial supplies and household goods—moves between distribution centers, manufacturers, retail warehouses and cross-docks. Representative lanes change with customer volume, reload availability and remaining HOS.
- Dallas–Houston runs on I-45 for shorter repositioning and local Texas reloads
- Dallas–Oklahoma City northbound on I-35
- Dallas–Memphis via the I-30 / I-40 corridor
- Dallas–Atlanta eastbound on I-20 into the Southeast
- Dallas–Kansas City continuing north on I-35
- Dallas–Chicago runs generally follow I-35 north before connecting through the central Midwest toward the Chicago market
- Dallas–Phoenix or El Paso westbound on I-20 / I-10
- Receive the next load assignment while finishing the current trip or during an available-hours window
- Pick up a preloaded trailer at a terminal or customer yard when one is ready
- Run the interstate linehaul to the scheduled delivery appointment
- Finish drop-and-hook or live unload, then secure POD and seal confirmation
- Exchange the trailer and accept a reload near the destination freight market
- Continue toward the next market or begin the return toward Texas freight
- Take a 10-hour break at a truck stop, approved yard or carrier location as HOS requires
About the Carrier
Dry van freight leaving North Texas distribution centers and manufacturing sites needs long-haul capacity that can change direction with customer demand. This mid-sized regional carrier supplies that capacity from Dallas-area terminals, matching outbound volume from retail DCs, industrial parks and cross-docks with available equipment and legal hours. The DFW freight base gives dispatch access to multiple reload markets instead of relying on one fixed outbound lane. When freight is lighter in one direction, loads may be repositioned toward another market rather than keeping a tractor parked for an extended period. Drivers are dispatched according to available freight, trailer location, delivery appointments and remaining legal hours.
Health Coverage Medical, dental and vision options after the applicable waiting period
Retirement 401(k) plan with company match according to plan terms
Onboarding Paid CDL orientation and company-paid required screening
Operational Support Fuel card, EZPass/toll transponder, breakdown coordination through maintenance/roadside process
Rider & Pet Rider and pet programs subject to company approval and requirements
- Valid Class A CDL
- Approximately 6 months recent CDL-A experience preferred; recent graduates may be considered based on training, safety record and carrier qualification standards
- Clean and verifiable driving history with acceptable MVR under company insurance standards
- Ability to pass DOT physical, drug screen and required Clearinghouse query
- Ability to operate a 53-foot dry van combination and remain on the road approximately 2–3 weeks at a time
- Ability to manage ELD/HOS independently and communicate professionally with dispatch, shippers and receivers
- DFW peak-hour traffic and construction on I-35, I-20 and I-30
- Customer gate congestion and longer live-load waits at some distribution centers
- Trailer shortages during retail peaks and end-of-month shipping periods
- Weather-related reroutes for thunderstorms, winter events or high winds
- Limited overnight staging at certain distribution centers
- Congestion around major DFW warehouse clusters that can compress available driving time even when linehaul mileage itself is moderate
1
Recruiter Call
Usually within one business day
2
Verification
CDL, MVR and employment history
3
Screening
DOT drug screen and Clearinghouse query
4
Orientation
Paid onboarding at the Dallas-area terminal
Q: How common are drop-and-hook loads? ▼
A substantial share of routine moves are drop-and-hook or preloaded, particularly at larger distribution centers and cross-dock facilities. Other customers require live loading or unloading.
Q: Can recent CDL graduates apply? ▼
Yes. Six months recent experience is preferred, but recent graduates who completed an accredited program may be considered based on training, safety record and carrier qualification standards.
Q: Where do drivers usually park overnight? ▼
Company terminal parking, approved customer yards, or major truck stops along I-20, I-30, I-35, I-40 and I-45. Drivers are expected to identify a realistic stopping point before the final hour of available drive time.
Q: Are lumper services required on every load? ▼
No. Lumper services are used only at customers that specifically require them.
Q: How is a 34-hour reset normally handled? ▼
When required by the driver’s available hours, the reset is planned around the home-time cycle or a freight-market location with secure commercial parking.
Q: What happens if a preferred backhaul is unavailable? ▼
Drivers may deadhead a reasonable distance to a stronger reload market rather than wait indefinitely at the delivery location.
Q: How much deadhead should a driver expect? ▼
Most reload decisions are based on available freight, appointment timing and legal hours. Some deadhead is normal when a stronger reload is available in a nearby market, but dispatch does not treat every empty mile as a guaranteed paid mile.
According to May 2024 BLS data, the Dallas-Fort Worth-Arlington metro employed approximately 59,200 heavy and tractor-trailer truck drivers. National fleets, Texas-based carriers, private fleets and smaller regional operators all compete for qualified CDL-A talent across dry van, reefer, dedicated, intermodal, LTL and specialized work. For an OTR dry-van driver based around Dallas, the local advantage is freight density rather than a single dominant lane. Drivers can encounter linehaul opportunities into Houston, Oklahoma, the Midwest and Southeast without relocating to another freight market. Demand remains strongest for drivers already comfortable with ELD compliance, appointment scheduling and independent long-haul planning. Weekly CPM structures, sleeper equipment and 2,500–3,200-mile weeks are common across much of the local OTR segment.
Dallas–Fort Worth functions as a major inland distribution hub. Large concentrations of warehouses and manufacturing sit around South Dallas/Lancaster, DeSoto, Grand Prairie, Arlington, Alliance/Fort Worth and the DFW Airport logistics zone. Direct access to I-20, I-30, I-35 and I-45 lets freight move toward Oklahoma, the Gulf Coast, the Southeast and the Midwest without long empty repositioning. Retail distribution centers, paper and building-product plants, consumer-goods warehouses and industrial parks generate steady outbound volume. AllianceTexas adds intermodal and air-cargo capacity on the north side. Seasonal retail peaks and manufacturing cycles influence trailer demand, yet the overall density of freight keeps reload options available in multiple directions throughout the year.