Intermodal Position Home Daily
CDL-A Regional Intermodal Drayage Driver Jobs in Eugene, OR
Hiring Area: Eugene, OR • Terminal: Eugene Operating Base
Eugene, OR Regional 2021–2025
Run intermodal containers along the Eugene–Portland I-5 corridor and return home daily. Weekly gross $1,700–$2,200 with estimated annual $88,400–$114,400 and typical earnings near $101,400. Early starts keep terminal and rail windows open.
Weekly Gross
$1,700–$2,200
Estimated Annual: $88,400–$114,400
Typical Annual ~$101,400
Sign-On Bonus Up to $1,500
Home Time Home Daily
Weekly Miles 2,000–2,600
Freight Type Intermodal Containers
Southern Willamette Valley shippers rely on container moves that connect to Portland’s rail and marine terminals. The daily pattern centers on chassis handling, gate procedures, and appointment windows instead of conventional dry-van linehaul.
- Confirm container numbers and engage all chassis pin locks before rolling.
- Process terminal gates and customer check-ins with accurate documentation.
- Log arrival, detention, and release times through the electronic system.
- Flag any visible container or chassis damage before departing a facility.
- Stay in contact with dispatch on rail status, chassis supply, and traffic.
- Complete full pre-trip and post-trip inspections on tractor and equipment.
Pay mixes mileage with container activity because gate time and equipment exchanges eat into pure driving hours. A representative week lands near $1,950. Lower-volume weeks stay closer to $1,700; stronger turns and favorable terminal flow push toward $2,200.
Weekly Gross $1,700–$2,200
Estimated Annual Gross $88,400–$114,400
Typical Annual Gross approximately $101,400
Mileage Rate $0.62–$0.75 CPM
Container Activity $75 per completed turn
Detention $30/hour after 2 hours verified
Sign-On Bonus Up to $1,500 ($500 after 30 / 90 / 180 days)
Home Time Home Daily
Operating Corridor Eugene–Salem–Portland / Willamette Valley
Typical Shift 10–12 hours
Start Window 3:00–6:00 AM
Weekly Miles 2,000–2,600 paid
Model Years 2021–2025
Tractors Freightliner Cascadia day cabs, Kenworth T680
Transmission Automatic
Safety Systems Collision mitigation, lane-departure warning, adaptive cruise on selected units
Assignment Assigned when operationally possible; limited slip-seating
Air-ride suspension, ELD with GPS tracking, electronic DVIR, and dash-camera technology come standard on equipped tractors. Chassis cover 20-ft, 40-ft, 45-ft, and 53-ft domestic containers with sliding configurations and pin-lock systems. Drivers check tires, lights, air lines, and locking points before every departure.
Containers carry packaged manufactured goods, retail merchandise, industrial components, building products, agricultural items, and forest-product shipments between Eugene-area facilities and Portland rail or marine terminals.
- Eugene–Portland out-and-back on I-5
- Eugene to Wilsonville container deliveries
- Portland to Springfield customer drops
- Salem reposition or reload legs
- Multi-stop sequences such as Eugene–Portland–Wilsonville–Eugene
- Empty chassis or container returns when loaded backhaul is unavailable
- Dispatch issues the first assignment before the early morning report.
- Pickup of container and chassis is followed by a complete equipment inspection.
- Northbound I-5 run reaches the Portland terminal or customer network.
- Gate work or delivery is completed, then the next assignment is evaluated.
- Southbound return or multi-stop sequence heads back toward Eugene.
- Final drop or empty return ends with a post-trip inspection at the base.
- Thursday and Friday often run heavier as customers close weekly requirements.
About This Regional Intermodal Operation
Container freight between the southern Willamette Valley and Portland’s rail and marine gateway needs short- to mid-haul capacity that keeps local manufacturing and distribution sites tied into the larger West Coast network. This operation concentrates on that corridor, moving loaded containers, empties, and chassis rather than long-haul dry van. The fleet supports customer yards, transload points, and terminal appointments inside a defined I-5 territory. Drivers balance highway miles with the paperwork and equipment control that container work demands. The pattern exists because Eugene-area shippers participate in container supply chains without sitting next to a major port.
Health Coverage Medical, dental, and vision options
Retirement 401(k) with company match
Time Off Paid time off and paid holidays
Training Paid orientation and intermodal terminal familiarization
Additional Support Referral program, safety recognition, roadside assistance, credential reimbursement
- Valid Class A CDL
- 6–12 months CDL-A experience preferred; intermodal or chassis experience strongly preferred
- Acceptable MVR with no recent major preventable violations
- Current DOT medical card, Clearinghouse query, and pre-employment drug screen
- Ability to inspect chassis, operate locking mechanisms, and work outdoors in Oregon weather
- Portland terminal queues at morning peaks and rail cutoffs
- Chassis shortages or delayed container releases
- I-5 traffic, construction zones, or weather slowdowns
- Customer appointment or live-unload wait times
- Extra empty repositioning when freight volume softens
1
Application
Submit CDL and employment history
2
Screening
Recruiter contact within one business day
3
Qualification
MVR, Clearinghouse, drug screen
4
Orientation
Paid training then first dispatch
Q: Is a TWIC card required for every assignment? ▼
TWIC requirements depend on the terminals and facilities included in a driver’s assigned route. Drivers are informed of required credentials before being dispatched to restricted-access facilities.
Q: How often does the second load change after leaving Eugene? ▼
Often. Container availability, rail status, and customer readiness can shift the next assignment once the driver is closer to the Portland network.
Q: What mix of drop-and-hook versus live work is typical? ▼
Approximately 45–55% drop-and-hook or container exchange, 25–35% live customer activity, and 15–25% terminal or empty repositioning.
Q: Are overnight trips ever required? ▼
The schedule is built for home daily. Extended days from terminal queues or traffic can happen but remain exceptions rather than the plan.
Q: Does weekend work happen? ▼
Limited. It appears mainly during peak freight periods or specific rail and customer needs.
Q: How is detention documented? ▼
Arrival and release times are recorded electronically and must be verified. Detention is not automatic.
Eugene supports a steady but smaller CDL-A market than Portland or the big California hubs. Manufacturing plants, food distribution, forest-products hauling, retail freight, and construction-related moves keep demand consistent. Regional dry-van carriers, LTL operators, foodservice fleets, private fleets, and intermodal outfits tied to the Portland gateway all hire here. Drivers who already know chassis and terminal procedures are harder to replace than general regional drivers. Local mid-sized fleets and larger national recruiters compete for the same talent. Jobs that deliver predictable home time and container-ready equipment tend to hold experienced drivers who want the I-5 corridor instead of weeks on the road. Demand stays reliable because the southern Willamette Valley feeds into the broader West Coast distribution system year-round.
Eugene sits directly on I-5, the main north-south artery that links the southern Willamette Valley to Portland’s marine and rail facilities and continues south toward northern California. Local manufacturing, warehouses, transload yards, and distribution centers generate container freight without needing a deep-water port of their own. Forest products, building materials, packaged goods, and agricultural shipments move through the corridor in both domestic and international containers. Portland concentrates the rail cutoffs and marine arrivals that then spread regionally. Retail peaks and import cycles raise volume; winter rain and summer construction can stretch travel times on I-5. The geography creates a natural short- to mid-haul pattern that keeps freight moving between valley customers and the larger Portland network throughout the year.
