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You’re hauling dry van freight through the Southeast or Midwest, and every time you hear another driver talk about flatbed rates, you wonder: should I make the switch from Dry Van to Flatbed? That extra $0.50 per mile sounds tempting when you’re grinding out miles for less. But is it really worth the hassle of tarping in the rain, buying all that gear, and dealing with chains and binders?
Let’s cut through the noise and look at what switching to flatbed actually means for your wallet and your lifestyle in 2025.
The Money Talk: What Are We Actually Looking At?
Here’s the number everyone fixates on: flatbed loads typically pay more than dry van. But how much more, and does it actually translate to more money in your pocket?
Looking at mid-2025 spot market data, the numbers tell an interesting story:
| Trailer Type | National Average | Southeast | Midwest |
|---|---|---|---|
| Dry Van | ~$2.05/mile | ~$2.00/mile | ~$2.12-$2.18/mile |
| Flatbed | ~$2.58/mile | ~$2.66-$2.73/mile | ~$2.50-$2.53/mile |
| Difference | +$0.53/mile | +$0.66-$0.73/mile | +$0.32-$0.41/mile |
That Southeast premium is real. The region leads the country in flatbed rates, driven by booming construction and heavy manufacturing. The Midwest isn’t far behind, with its steel mills and industrial base keeping flatbed rates strong.
Run the math on 120,000 miles per year, and that rate difference adds up fast. A dry van operation at $2.05/mile grosses around $246,000 annually. Switch to flatbed at $2.58/mile? You’re looking at roughly $309,000 gross—about $63,000 more revenue before expenses.
But here’s the catch that every veteran flatbedder will tell you: higher rates come with more volatility. Dry van rates are steadier. Flatbed has a higher ceiling but a lower floor, especially when tariffs and market conditions shift unexpectedly.
What It Actually Costs to Make the Switch from Dry van to Flatbed
Before you start dreaming about that extra $60K, let’s talk about what you’ll need to spend to get into flatbed properly—avoiding the common mistakes many owner-operators make when transitioning equipment.
The Trailer: If you need to buy one, used flatbeds run $20,000-$30,000 for 3-4 year old units, while new ones can hit $35,000-$50,000+. If you’re currently running a dry van, check out our guide to buying a used dry van to understand trailer valuations. You’ll also need to decide between leasing or financing your flatbed.
The Gear: This is where it adds up fast. You’ll need:
All told, you’re looking at $3,000-$5,000 in gear just to get started. And here’s the kicker: tarps rip, straps wear out, chains need replacing. Budget for ongoing equipment costs—just like you would for tire maintenance.
Insurance: Dry van insurance is relatively cheap—typically $7,000-$9,500 per year for owner-operators. Flatbed might tick up to $11,000-$12,000 due to cargo exposure and securement risks. While you’re evaluating insurance costs, make sure you understand your healthcare insurance options as an owner-operator too.
Fuel: Don’t overlook this when calculating your cost per mile. A flatbed pulling tall lumber or steel catches more wind. If your dry van gets 7 mpg and a loaded flatbed drops you to 6.5 mpg, that’s roughly $4,000-$5,000 more in fuel costs over 120K miles.
The Physical Reality Nobody Talks About Enough
Let’s be real: flatbed work is hard on your body. Those tarps weigh 80+ pounds each. You’re climbing up and down the trailer, throwing straps, cranking binders, and doing all of this in 100°F heat, driving rain, or on an icy deck in January.
One experienced driver put it perfectly: “You’ll suck and be exhausted for the first few months, but after about 6 months you’ll be in and out of most places without issue.” There’s a learning curve, and your body needs to adapt. This is where maintaining your physical and mental health becomes crucial. Consider your nutrition and cooking strategies on the road to keep your energy up for this demanding work.
The time commitment is real too. Securing and tarping a load can take 30 minutes to over an hour, depending on what you’re hauling. That’s time you’re not driving. Dry van drivers back into a dock, get loaded by forklift, throw on a couple load locks, and go. With flatbed, you’re actively working.
Here’s the trade-off: flatbed keeps you moving (straps, chains, tarps) while dry van keeps you waiting (docks, live loads). Some drivers prefer the physical work over sitting for hours. Others would rather wait than wrestle tarps in a windstorm.
The good news? Many loads pay tarp fees—typically $50-$100 extra. It’s not a fortune, but it’s something. More importantly, experienced flatbedders hold firm on their rates: if a load requires tarping, they want at least $3.00/mile to make it worthwhile.
Safety and Inspections: Extra Scrutiny for Flatbedders
One aspect that catches new flatbed drivers off-guard is the increased inspection scrutiny. Unlike dry van where inspectors check your doors and seals, flatbed securement is a major focus point during DOT inspections.
During International Roadcheck, inspectors will carefully examine every chain, strap, and binder. A flapping tarp or loose securement can result in violations and out-of-service orders. This is why thorough pre-trip inspections are non-negotiable in flatbed work.
The stakes are higher too. An improperly secured load can become a deadly projectile, leading to catastrophic accidents and nuclear verdicts that destroy carriers financially. Double and triple-check everything before you roll.
Where You’re Running Matters—A Lot
Being based in the Southeast or Midwest is actually a huge advantage for flatbed. Both regions are powerhouses for flatbed freight.
Why? Construction is booming in the Southeast—all those new subdivisions in Florida, Georgia, and the Carolinas need lumber, drywall, and steel. If you’re running through Florida regularly, familiarize yourself with Florida’s top truck stops for efficient routing. The Midwest feeds this with its steel mills, machinery plants, and manufacturing base. When spring hits, construction pops and flatbed rates spike.
The Southeast also has a longer building season. Even in January, Florida and Texas have active construction—though you’ll want to ensure your HVAC system is ready for summer heat when hauling in the South. Consider investing in one of the top APU units to stay comfortable during loading and tarping in extreme temperatures.
The backhaul problem: One challenge with flatbed is finding good return loads. Certain areas—like Florida—are notorious for being easy to get into but hard to get out of with a profitable load. You might haul building materials into Miami at great rates, then deadhead 200 miles to Georgia for your next load.
This is where minimizing deadhead miles becomes essential to your profitability. Learn how to turn backhauls into profitable legs rather than just repositioning moves. Smart route optimization can make the difference between a good month and a great one.
Successful flatbed operators plan their lanes strategically. Using the right load boards like DAT or Truckstop helps you find those return loads efficiently. Maybe you haul steel from Chicago to Nashville, then pick up lumber in Mississippi heading back to Illinois. It takes more thought than dry van, where you can usually find something out of most places.
The Seasonal Rollercoaster
This is huge: flatbed freight is highly seasonal. Spring and summer are boom time. Construction is running full throttle, rates are premium, and loads are plentiful. This is when you make your money—rates can hit $3.00+/mile in hot lanes during peak season.
Fall starts to slow down as some projects wrap up. Then winter hits, and especially in cold climates, flatbed demand drops significantly. Construction slows or stops, and many drivers see a major slump from Thanksgiving through February.
Dry van, by contrast, runs more consistently year-round. Holiday retail freight actually boosts van rates in Q4, and while January is slow, essential goods keep moving.
The key: Budget for the winter dip. Save some of those fat summer checks to carry you through lean months. Consider working with a factoring company to manage cash flow during seasonal transitions. Use QuickBooks or RigBooks to track your seasonal earnings patterns and plan accordingly.
Some flatbedders diversify in winter—picking up local work, doing odd loads, or even exploring reefer dispatching opportunities if they have the flexibility. Others use winter for truck maintenance and time off.
The Bottom Line: Running the Numbers
Let’s put it all together with a realistic example for an owner-operator running 120,000 miles per year. Make sure you’re calculating your CPM correctly to understand your true profitability:
Dry Van Operation:
Flatbed Operation:
Making the Transition: What You Need to Know
If you’re thinking about becoming an owner-operator or already are one, the flatbed transition is a significant decision. Consider partnering with a small carrier that specializes in flatbed to learn the ropes before going fully independent.
Some practical considerations:
- Many carriers offer flatbed-specific training programs
- Build relationships with brokers who specialize in construction materials
- Join flatbed-focused forums and groups to learn securement techniques
- Start with simpler loads (lumber, building materials) before tackling steel coils or heavy equipment
- Always verify broker payment reliability—know how to get your money through surety bonds if needed
So… Is It Actually Worth It?
Here’s the honest answer: it depends on you.
Switch to flatbed if:
- You’re physically capable and willing to do the work (or ready to get in shape)
- You’re comfortable with income swings and can budget for lean months
- You’re based in strong flatbed regions (Southeast/Midwest is ideal)
- You want to earn more and don’t mind working harder for it
- You’re strategic about lanes and willing to learn the freight patterns
Stick with dry van if:
- Physical labor or working in extreme weather sounds miserable
- You value consistent, predictable income
- You prefer a more sedentary job with less hands-on work
- You have health issues that would make tarping dangerous
- You’re risk-averse and want stability over upside
The money is real. The extra work is real. The volatility is real. Most drivers who make the switch say it was tough at first but ultimately profitable and even rewarding—there’s pride in the skill it takes to safely secure diverse loads.
As one veteran flatbedder advised: “Stick to dry vans unless they’re willing to pay you more for flatbed work.” In 2025, especially in the Southeast and Midwest, that extra pay is there for those willing to chase it.
Just make sure you’re ready for what comes with it—both the sweat and the reward.
Frequently Asked Questions (The Stuff You’re Probably Still Wondering)
1. How long does it take to learn proper flatbed securement?
2. Can I run both dry van and flatbed seasonally?
3. What's the most common flatbed securement violation?
4. Do I need special permits or endorsements for flatbed?
5. How much does a good tarp actually last?
6. Is flatbed harder to get insured as a new authority?
7. What happens if my cargo gets damaged during transport?
7. Can I make money with flatbed year round, even in winter?
