Local CDL-A Position Cross-Dock Shuttle
CDL-A Cross-Dock Freight Consolidation Driver – Memphis, TN
Hiring Area: Memphis Metro • Terminal: Memphis, TN
Memphis, TN Local Shuttle 2–6 Year Tractors
Keep sealed palletized dry freight moving between Memphis cross-dock terminals and distribution points on rotating day and night cycles. Weekly pay $1,400–$1,950 with daily home time; valid Class A CDL required, no HazMat or tanker endorsement needed.
Weekly Gross
$1,400–$1,950
Estimated Annual: $72,800–$101,400
Sign-On Bonus Up to $3,000
Home Time Daily
Driver Type Company Driver
Weekly Miles 1,300–1,900 (variable)
Freight Type Sealed Dry Van
This Memphis shuttle keeps sealed trailers circulating so inbound freight can be sorted and released for outbound distribution without traditional multi-stop work.
- Performs full pre-trip and post-trip inspections on every combination.
- Confirms trailer numbers, seal numbers, and seal condition before departure.
- Couples and uncouples 53-foot dry vans at gates, yards, and docks.
- Notifies local dispatch of any dock, yard, traffic, or equipment delay.
- Keeps ELD records accurate and remains inside Hours-of-Service limits.
- Works with terminal and warehouse staff during trailer exchanges.
Pay is hourly because both road time and terminal procedures determine the value of each transfer cycle. Overtime is paid at 1.5× after 40 hours. Weekly earnings vary with scheduled hours, overtime, freight volume, and dispatch cycles.
Hourly Rate $26–$34/hr
Weekly Gross $1,400–$1,950
Estimated Annual $72,800–$101,400
Sign-On Bonus Up to $3,000 (staged payments)
Overtime 1.5× after 40 hours
Pay Frequency Weekly direct deposit
Home Time Daily return to Memphis terminal
Operating Area Memphis metro and surrounding distribution corridors
Workweek Approximately 48–52 hours, 5–6 days
Weekly Miles 1,300–1,900 (varies with volume)
Dispatch Cycles Rotating day and night freight waves
Tractor Age Generally 2–6 years
Tractor Makes Freightliner Cascadia and Kenworth T680 day cabs
Transmission Automatic / AMT
Trailers 53-ft dry vans
ELD & Safety Systems Geotab ELD, collision mitigation, lane-departure warning, adaptive cruise, forward-facing dash cameras
Mixed equipment pool; dedicated tractors assigned when scheduling permits, with slip-seating on some rotating shifts. Trailer tracking is used across the shuttle operation, with electronic seal controls on equipped units. Most maintenance returns to the Memphis terminal.
Sealed palletized dry freight—retail merchandise, packaged consumer products, industrial goods, e-commerce distribution, and mixed LTL-style consolidations—moves through Memphis-area cross-docks rather than fixed long lanes.
- Memphis ↔ West Memphis, AR
- Memphis ↔ Southaven, Olive Branch, Hernando, MS
- Memphis ↔ Covington, Millington, Collierville, Brownsville, TN
- Occasional longer transfers toward Jackson TN, Tupelo MS, Little Rock AR, Jonesboro AR
- Primary roads: I-40, I-55, I-240, US-78 / Lamar Avenue
- Daily sequence set by trailer readiness, dock capacity, and appointments
- Review dispatch board and finish pre-trip before the first movement.
- Clear the gate, confirm trailer and seal, then complete the exchange or stage.
- Accept live assignment updates while still finishing the current cycle.
- Usually two or three trailer moves per shift, driven by dock times and traffic.
- Higher inbound activity early week; outbound volume rises Friday and Saturday.
- Park the tractor at the Memphis terminal at the end of the cycle.
About the Operation
Cross-dock consolidation exists because inbound trailers arrive in waves and must be sorted, combined, and released before customer cutoffs. This Memphis transfer fleet keeps sealed dry-van trailers moving between terminals, staging yards, and distribution facilities so warehouse teams can consolidate freight without drivers making multi-stop deliveries. Work follows freight waves rather than a fixed 8-to-5 clock, using short-haul drop-and-hook cycles and limited live-dock waits. Local terminal maintenance and continuous coordination between driver, dispatch, and yard staff keep equipment available for the next movement.
Health Coverage Medical, Dental, Vision
Retirement 401(k) with company match
Time Off Paid time off and paid holidays
Life Insurance Company-paid basic life options
Additional Support Paid orientation, safety onboarding, terminal parking, DOT physical renewal, safety apparel, coupling and yard refresher training
- Valid Class A CDL; no HazMat or tanker endorsement required
- 6 months CDL-A experience preferred; strong training background may be considered
- Minimum age 21
- Clean and acceptable MVR
- Meet DOT physical and medical standards; pass drug/alcohol screen and Clearinghouse check
- Yard congestion, full staging lanes, occupied dock doors
- Outbound trailer still loading or not yet released
- Gate queues and compressed appointment windows
- I-40, I-240, I-55 traffic, construction, or bridge delays
- Seasonal retail peaks and late inbound freight waves
1
Application
Submit CDL-A application
2
Recruiter Screen
Initial call within one business day
3
Qualification
MVR, background, drug screen, Clearinghouse
4
Orientation
Paid safety and equipment orientation, then first assignment
Q: Is this pure drop-and-hook or will I wait at docks? ▼
Mostly drop-and-hook. Live-load or live-unload waits of 30–90 minutes occur when freight is still consolidating; longer delays possible in peak periods.
Q: Do I break seals or handle individual freight? ▼
No. Freight is sealed and primarily no-touch. Any damaged or questionable seal is reported before the trailer moves.
Q: How often do assignments change during a shift? ▼
Often. Dispatch resequences based on trailer readiness, dock status, appointments, and remaining HOS. Drivers communicate rather than decide independently.
Q: Is a dedicated tractor guaranteed? ▼
Dedicated tractors are issued when scheduling allows. A controlled shuttle pool and occasional slip-seating are also used on rotating shifts.
Q: What happens when HOS time runs short? ▼
Dispatch cancels the next move, reassigns the trailer, or returns the tractor to the terminal. Compliance is required.
Q: Are night shifts permanent? ▼
No. Day and night cycles rotate according to freight waves and customer cutoffs.
Q: How much backing is required? ▼
Drivers regularly back 53-foot dry vans into dock doors and staging positions. Yard moves and precise trailer positioning are normal parts of the workday.
Memphis maintains one of the strongest CDL-A hiring environments in the Southeast, driven by dense clusters of cross-dock terminals, regional distribution centers, intermodal yards, and air-cargo facilities. Local and short-haul dry-van shuttle, trailer-transfer, warehouse-replenishment, and dedicated positions stay in steady demand. Employers look for drivers comfortable with day-cab equipment, frequent drop-and-hook cycles, yard procedures, and terminal coordination rather than long-haul OTR. Retail and e-commerce distribution, industrial freight, and parcel networks generate continuous openings for Class A drivers who prefer daily home time. While tanker, flatbed, and hazmat roles appear, dry-van local and short-corridor transfer work forms the largest share of available jobs. Ongoing freight volume across cross-dock and distribution operations supports consistent hiring throughout the year.
Memphis sits at the junction of I-40 and I-55, linking rail, river, and air-cargo networks that feed industrial and distribution corridors across the Mid-South. Inbound trailers arrive continuously and move through cross-dock terminals and regional distribution centers before outbound loads are released into surrounding markets. Retail replenishment, e-commerce fulfillment, packaged consumer goods, and industrial shipments create ongoing demand for short-haul trailer transfers between terminals, staging yards, and customer warehouses. The Mississippi River port and major air-cargo hub add volume that must clear the metro efficiently. Seasonal retail peaks, back-to-school, and holiday cycles increase trailer turnover, while the underlying infrastructure keeps dry-van shuttle and transfer freight moving year-round. Geography and the density of distribution facilities sustain high local trailer-cycle activity.