Regional CDL-A Position Dry Van
CDL-A Regional Dry Van Driver – Madison, WI
Hiring Area: Madison, WI • Terminal: Madison, WI
Madison, WI Regional Midwest Dry Van
Upper Midwest dry van work based in Madison delivers general merchandise and packaged goods on changing regional lanes, paying $1,350–$1,750 weekly with typical earnings near $1,500 and weekend home resets after most 1–3 night runs.
Weekly Gross
$1,350–$1,750
Estimated Annual: $78,000
Sign-On Bonus $750 after 90 days
Home Time Weekend resets
Driver Type Solo Company
Weekly Miles 1,800–2,600
Freight Type General Dry Van
Drivers handle primarily no-touch palletized freight across a rotating Upper Midwest network that mixes drop-and-hook with live customer operations.
- Performs thorough pre-trip and post-trip inspections on tractor and trailer.
- Confirms trailer numbers, seals, and shipping documents before departure.
- Checks in at customer gates, follows yard rules, and obtains signed POD.
- Reports freight discrepancies, damage, or refused loads immediately.
- Coordinates fuel stops and available hours with planned appointments.
- Notifies dispatch of dock delays, traffic, or equipment issues before they cascade.
Weekly gross combines mileage at $0.58–$0.64 CPM with qualifying accessorials such as detention and stop pay. A representative low week runs about 2,000 paid miles near $0.60 plus roughly $150 accessorial for $1,350. A normal week of 2,200 miles near $0.62 plus accessorials reaches approximately $1,500. Stronger weeks near 2,500 miles at the top rate plus accessorials approach $1,750. The $78,000 annual figure reflects typical $1,500 weekly earnings over 52 weeks.
Weekly Gross Range $1,350–$1,750
Typical Weekly $1,500
Estimated Annual Gross $78,000
Sign-On Bonus $750 after 90 days
Detention $22/hour after 2 hours
Safety Incentive Up to $1,000 annually
Home Time Target Friday evening or Saturday
Nights Out Typically 1–3
Work Week 5–6 operating days
Paid Miles 1,800–2,600 (typical 2,000–2,400)
Primary Terminal Madison, WI
Tractors Freightliner Cascadia and Kenworth T680
Model Years Predominantly 2019–2024
Transmission Majority automatic
Cabin Systems ELD, GPS, forward-facing dash camera, collision mitigation, lane-departure warning, adaptive cruise on selected units
Trailers 53-foot dry vans with logistics posts, load bars, swing doors
Sleeper tractors support regional overnight runs. Equipment may be assigned or shared depending on maintenance and terminal needs. Madison-area shop handles routine preventive maintenance; roadside issues route through approved vendors.
Non-hazardous palletized freight includes general merchandise, consumer products, retail distribution, packaged goods, paper and packaging materials, non-perishable food products, household products, light manufactured components, warehouse replenishment, and industrial supplies. Lanes change weekly according to available backhauls.
- Madison–Milwaukee via I-94 for merchandise and packaging freight.
- Madison–Chicago on I-90/I-94 moving retail, consumer, and industrial loads.
- Madison–Rockford on I-90 with manufactured goods and distribution freight.
- Madison–Minneapolis/St. Paul using I-90 and I-94 for general and industrial freight.
- Madison–Des Moines through southern Wisconsin and eastern Iowa.
- Madison–Cedar Rapids via US-151 and I-380 connections.
- Longer regional turns toward Indianapolis or north to Wisconsin Rapids and Stevens Point when freight supports them.
- Monday assignment appears on the tablet several hours before departure.
- Pickup occurs at the Madison terminal, a local drop yard, or Dane County customer.
- Outbound transit often ends with overnight near Chicago or the Twin Cities market.
- Reload is selected from available freight once the current delivery finishes.
- Short empty repositioning happens when the nearest suitable trailer does not match direction.
- Friday or Saturday return to the Madison area closes the cycle under normal freight conditions.
About the Carrier
Manufacturing plants, wholesale distributors, and retail replenishment centers across south-central Wisconsin generate steady outbound dry van volume that must connect with the larger Chicago–Minneapolis corridor. Regional capacity fills that gap by pairing outbound trailers with available backhauls rather than fixing trucks to identical weekly loops. Drop-and-hook dominates many distribution yards while live operations remain part of the mix at selected customers. The resulting network covers Wisconsin, Illinois, Minnesota, and Iowa, adjusting daily to appointment windows, trailer positioning, and weather on the I-39/90/94 spine.
Medical, Dental, Vision Available after 60 days
401(k) Eligibility with company match after 1 year
Paid Vacation After 1 year
Life Insurance Company-paid basic coverage
Additional Paid 2–3 day orientation, uniforms after intro period, fuel card, toll reimbursement on approved routes
- Valid Class A CDL, interstate eligibility, current DOT medical certification
- 12 months recent verifiable OTR or regional CDL-A experience
- Minimum age 23 with acceptable MVR and no major disqualifying violations
- Successful DOT drug screen, FMCSA Clearinghouse query, and background screening
- English sufficient for dispatch communication, paperwork, and customer instructions
- Live-load dock congestion and overlapping appointments
- Peak traffic around Chicago and Milwaukee
- Winter weather reducing average road speed
- Construction zones and temporary lane closures on I-39/90/94
- Empty trailer shortages that force short repositioning
1
Application
Submit full CDL-A application
2
Screening
Recruiter review of experience and MVR
3
Clearance
Drug screen, Clearinghouse, background
4
Orientation
2–3 day paid orientation then first dispatch
Q: What share of work is drop-and-hook versus live? ▼
Approximately 50–60% drop-and-hook, 20–30% live load, and 20–25% live unload. Ratios shift with customer mix and season.
Q: How far ahead does dispatch plan loads? ▼
Planning usually runs 2–3 days ahead when freight is available, yet the next assignment can still change while a driver finishes the current stop.
Q: Where is overnight parking available away from the terminal? ▼
Customer-approved yards, company yards, Wisconsin interstate rest areas, commercial truck stops, and designated spots near major freight markets. The Portage Safety Rest Area on I-39/I-90/94 is one listed option with 68 truck spaces.
Q: Are night runs or winter driving part of the job? ▼
Occasional night driving occurs on selected Midwest lanes. Winter weather across Wisconsin and Minnesota is a normal operating factor.
Q: When does a 34-hour reset typically happen? ▼
Short regional cycles rarely require a mid-week 34-hour reset. It may occur over a weekend if freight timing demands it.
Q: Who handles lumper transactions at distribution centers? ▼
When third-party lumpers are required, dispatch or the customer determines how the fee is processed.
Q: Does the position require any special endorsements? ▼
No routine HazMat, tanker, or doubles endorsement is required for the standard account.
Madison’s CDL-A hiring market stays competitive without matching the scale of Chicago or Milwaukee. Regional carriers, national fleets, private fleets, LTL operators, food distributors, and manufacturers recruit across Dane County and nearby towns including Janesville, Sun Prairie, DeForest, Columbus, and Watertown. Broader salary datasets often show lower weekly figures because they fold in local and lower-mileage roles, while active company-driver listings for regional dry van and specialized work commonly center near $1,500 per week. Drivers with HazMat, doubles, or tanker credentials can pursue higher-paying specialized openings, which keeps competition strong for experienced Class A operators. The overall market supports a balanced mix of regional, dedicated, and local distribution positions rather than extreme shortage conditions.
Manufacturing, wholesale distribution, consumer products, food and beverage, packaging, building products, and retail replenishment generate ongoing dry van demand around Madison. The I-39/90/94 corridor serves as a designated freight backbone connecting the city with Chicago to the southeast and Minneapolis to the northwest; US 151 opens additional movement toward Dubuque and eastern Iowa. Industrial and warehouse development near DeForest and along the interstate network adds capacity close to major routes. Outbound freight also reaches Wisconsin Rapids, Stevens Point, and the Fox Valley when economics support those moves. Seasonal retail peaks, manufacturing cycles, and ongoing construction along the corridor affect volume and travel times, yet the diversified industrial base sustains outbound and backhaul opportunities year-round across Wisconsin, northern Illinois, Minnesota, and Iowa.