Local Intermodal Position Rail Container Drayage
CDL-A Local Intermodal Rail Container Driver — Minneapolis, MN
Primary Territory: Twin Cities Metro • Base: St. Paul Intermodal Area
Minneapolis–St. Paul, MN Home Daily 2020–2024 Day Cabs
Local intermodal drivers move domestic and international containers on short-haul runs throughout the Twin Cities market, earning $1,450–$1,750 weekly gross with daily home time and no-touch freight.
Weekly Gross Range
$1,450–$1,750
Typical Weekly: ~$1,550 · Annual: ~$80,600
Sign-On Bonus Up to $1,500
Home Time Home Daily
Driver Type Company Driver
Weekly Miles 900–1,400
Freight Rail Containers · No-Touch
Drivers handle domestic intermodal and international ISO containers between the St. Paul rail facility, customer yards, and distribution centers across the Twin Cities and nearby markets.
- Verify container number, chassis condition, locking devices, and proper seating before leaving any rail terminal.
- Complete gate transactions and present required dispatch information at rail facilities.
- Deliver containers to customer locations, obtain signed documentation, and confirm seals.
- Return empty or loaded equipment according to same-day dispatch instructions.
- Report defects through the ELD and coordinate maintenance support as needed.
- Follow rail-terminal traffic rules, PPE requirements, designated truck lanes, and facility-specific safety procedures.
Pay is structured as a hybrid hourly base plus activity pay and approved accessorials. The advertised weekly range of $1,450–$1,750 already reflects normal combinations of hours, overtime, and qualifying container moves. Higher weeks are possible when overtime, activity pay, and detention accumulate.
Weekly Gross Range $1,450–$1,750 under normal conditions
Typical Weekly Gross Approximately $1,550
Estimated Annual Gross ~$80,600 (based on $1,550 average weekly × 52)
Base Hourly Rate $30–$35 per hour
Overtime 1.5× base rate after 40 hours
Container / Activity Pay $20–$25 per qualifying completed move (included in the weekly range)
Detention $30 per hour after 2 qualifying hours when approved
Sign-On Bonus Up to $1,500 paid in stages (not included in weekly or annual figures)
Pay Frequency Weekly direct deposit
Example week at $32/hour: 40 regular hours = $1,280 + 5 overtime hours = $240 → $1,520 base, plus qualifying activity pay and any approved detention. Actual earnings vary with hours worked, number of qualifying moves, terminal delays, and seasonal volume.
Home Time Home daily
Primary Territory Twin Cities metro and approximately 150–200 miles
Primary Terminal Area St. Paul intermodal market
Weekly Miles Approximately 900–1,400
Typical Weekly Hours 45–50 hours
Typical Start Window 4:00–7:00 AM (later starts when first assignment is later)
Driving Pattern Multiple short-haul movements rather than one long run
Most tractors are late-model automatic day cabs configured for frequent stop-and-go terminal and metro work.
Tractors Freightliner Cascadia day cabs and late-model sleeper/day-cab units
Model Years Primarily 2020–2024
Transmission Automatic
Power Detroit or Cummins diesel
Technology & Safety ELD, GPS fleet tracking, forward-facing camera, collision mitigation, lane-departure warning, adaptive cruise on selected units
Chassis 20-ft and 40-ft container chassis, applicable domestic container chassis (including 53-ft), tandem-axle equipment with sliding/adjustable components
Assignment Assigned equipment when available; slip-seating may occur during maintenance
Company-maintained tractors and chassis. Air-ride suspension and standard fifth-wheel configuration. Communication through ELD/tablet or mobile dispatch system.
Freight consists of packaged consumer products, retail merchandise, industrial components, food and grocery-related goods, paper and packaging, and imported finished goods. Both domestic intermodal containers and international ISO containers move depending on the account and rail routing.
- Primary metro moves: St. Paul ↔ Minneapolis, Eagan, Shakopee, Rogers, Woodbury
- Regular nearby destinations: Eau Claire WI, New Richmond WI, Rochester MN
- Occasional longer regional assignments: Duluth MN, Des Moines IA, Madison-area Wisconsin
- Main corridors: I-94, I-35, I-494, I-694, US-52, MN-62, MN-610, US-10, US-61
- Operational mix includes drop-and-hook, rail-terminal pickup/return, and live customer appointments
- First assignment is normally provided before the shift begins; subsequent moves update throughout the day.
- A common Monday sequence: rail terminal pickup → customer delivery → empty return → second container → afternoon delivery.
- Mid-week days often include heavier rail-terminal activity or one longer regional movement.
- Friday frequently focuses on repositioning equipment or returning containers toward the primary terminal.
- At the end of the shift the tractor returns to the company terminal, approved drop yard, or authorized staging location.
- Dispatch continuously adjusts the sequence based on rail release status, customer appointments, chassis availability, traffic, and HOS.
About the Carrier
The carrier operates a mid-sized Twin Cities intermodal fleet focused on short-haul container transportation between rail terminals, customer yards, and regional distribution centers. Work centers on the St. Paul intermodal market and supporting facilities that serve retail, industrial, and warehouse accounts across the metro and nearby freight corridors. The operation maintains company-controlled chassis, provides local dispatch, and supports drivers with terminal orientation and equipment coordination rather than long-haul over-the-road networks.
Health Coverage Medical, dental, and vision options for employee and family
Retirement 401(k) with company matching contribution
Time Off Paid time off accrued under company policy; paid holidays after eligibility
Orientation & Training Paid orientation, rail-terminal procedures, chassis inspection, and container securement training
Additional Support Company-issued safety vest and required rail-yard PPE, ELD and communication equipment, paid DOT physical renewal when required, detention documentation support
- Valid Class A CDL
- Must be at least 21 years of age and meet company insurance requirements
- 6 months of CDL-A experience preferred; strong recent training may be considered
- Acceptable MVR and driving history
- Ability to pass DOT physical, drug and alcohol screening, and FMCSA Clearinghouse requirements
- Ability to climb in and out of the tractor, inspect chassis and container connections, and work outdoors in changing weather
- Ability to verify fifth-wheel connection, kingpin engagement, locking devices, and visible chassis condition before movement
- Reliable attendance and ability to work independently around rail terminals and customer yards
- Previous intermodal, drayage, dry-van, yard, or rail experience is helpful but not mandatory
- Container not yet released or chassis requires replacement on arrival
- Gate congestion during high-volume periods at the rail terminal
- Customer appointment waits for available dock door or unloading crew
- Metro traffic on I-94, I-494, I-694 and industrial approaches
- Winter weather that reduces speeds and extends appointment windows
- Seasonal increases in retail and parcel-related container volume
1
Application
Submit CDL information, employment history, and contact details
2
Recruiter Screening
Review of experience, local availability, and expectations
3
Compliance & Safety
MVR, Clearinghouse query, drug screen, and safety review
4
Offer & Orientation
Conditional offer, paid orientation, equipment assignment, first dispatch
Most qualified applicants receive an initial recruiter call within one business day. Normal timeline is 3–7 business days.
Q: Is this truly no-touch freight? ▼
Yes. Drivers do not normally load or unload the merchandise inside the container. The work centers on moving the container, inspecting chassis and locking mechanisms, and completing terminal and customer transactions.
Q: How variable are start and finish times? ▼
Starts commonly fall between 4:00 and 7:00 AM. Later starts occur when the first container or appointment is scheduled later. Finish times depend on rail availability, terminal conditions, and customer appointments.
Q: Is previous intermodal experience required? ▼
It is preferred and helpful for terminal and chassis work, but not mandatory. Drivers with a solid safety record and strong CDL training can complete additional equipment and terminal orientation.
Q: Where does the tractor stay overnight? ▼
The tractor normally returns to the company Twin Cities terminal or designated local yard. Loaded containers are not routinely taken home unless the account specifically authorizes it.
Q: Are HazMat or TWIC required? ▼
HazMat and Tanker endorsements are not required for the standard position. TWIC is not required for every assignment. If a specific terminal or customer requires additional credentialing, the requirement is communicated before the assignment.
Q: How is detention calculated and paid? ▼
Detention is documented through the ELD, dispatch messages, and customer arrival/departure records. Qualifying time after two hours is paid at $30 per hour when approved.
The Twin Cities support a deep and competitive CDL-A market driven by distribution, manufacturing, retail, food, parcel, and intermodal activity. National carriers, LTL fleets, private fleets, dedicated operations, and regional companies all recruit in the metro, creating steady demand for local, regional, and specialized drivers. Intermodal and rail-drayage roles compete with dry-van, foodservice, LTL, and dedicated openings. Drivers with prior rail-terminal and chassis experience can be particularly competitive for local drayage positions. Home-daily schedules and no-touch freight remain strong recruiting factors, while seasonal retail and parcel volume supports consistent hiring needs throughout the year.
Minneapolis–St. Paul serves as a major northern Midwest freight gateway connecting consumer goods, retail distribution, food products, industrial components, and agricultural-related supply chains to both rail and highway networks. Intermodal facilities in the St. Paul area and supporting terminals in Wisconsin help link the Twin Cities market with broader Upper Midwest freight corridors. I-94 provides the primary east-west route while I-35 handles north-south traffic; I-494 and I-694 distribute truck movements around the metro. Retail and parcel volumes typically increase before the holiday season, and winter weather can influence highway speeds, rail operations, and appointment reliability. These factors create ongoing demand for short-haul container movement between rail ramps and local distribution points.