Regional Tanker Position Petroleum Fuel
CDL-A Regional Petroleum Fuel Tanker Driver
Hiring Area: Minneapolis–St. Paul Metro • Terminal: Minneapolis-area terminal
Minneapolis, MN Regional 2020–2024 Day Cabs
Mostly home-daily regional fuel runs hauling gasoline and diesel in multi-compartment tankers across Minnesota and neighboring states. Normal weekly gross $1,800–$2,100 depending on scheduled hours and overtime; a typical 52-hour week produces approximately $2,000. Estimated annual earnings $104,000.
Normal Weekly Gross
$1,800–$2,100
Estimated Annual: $104,000
Sign-On Bonus $2,500
Home Time Mostly Home Daily
Driver Type Company Driver
Weekly Miles Approx. 900–1,400
Freight Type Petroleum Products
This specialized regional petroleum tanker role moves gasoline and diesel under strict terminal loading, grounding, vapor-recovery, PPE, and HazMat procedures between fuel terminals and customer sites.
- Confirm product, compartment, customer, and quantity before every transfer.
- Complete terminal rack loading with proper grounding and vapor recovery.
- Connect and disconnect hoses at customer locations following site rules.
- Finish BOL, delivery tickets, and meter records accurately after each stop.
- Report spills, leaks, product discrepancies, or unsafe conditions at once.
- Track HOS and alert dispatch before remaining time affects later deliveries.
- Conduct thorough pre-trip and post-trip inspections of tractor and tanker.
Compensation is hourly with overtime after 40 hours. Normal weekly gross runs $1,800–$2,100 depending on scheduled hours, overtime, delivery volume, and qualifying accessorials. A typical 52-hour week produces approximately $2,000 gross before applicable deductions.
Base Hourly Rate $34.50/hour
Overtime Rate $51.75/hour after 40
Example 52-Hour Week ≈ $2,000 gross (40 × $34.50 + 12 × $51.75)
Normal Weekly Range $1,800–$2,100
Estimated Annual $104,000
Sign-On Bonus $2,500 paid in scheduled installments over 12 months, subject to company eligibility and continued employment requirements
Detention $35/hour after 2 hours when properly documented
Home Time Mostly home daily on normal assignments; occasional late return or overnight when HOS, weather, or terminal schedules require it
Typical Weekly Hours 48–54 hours
Weekly Miles Approximately 900–1,400; compensation is hourly rather than mileage-based
Operating Area Minnesota primary with selected neighboring-state coverage
Dispatch Windows Early morning or late afternoon depending on customer delivery windows
Weekend Work Active according to retail, commercial, and industrial demand
Tractors Freightliner Cascadia day cabs (primarily 2021–2024) and Peterbilt 579 day cabs (primarily 2020–2023)
Transmission Automated manual
Trailers Multi-compartment petroleum tankers, typically 4,000–8,000 gallons depending on equipment and assigned account (generally 4- to 5-compartment)
Trailer Equipment Bottom-loading connections, vapor-recovery, hose reels, grounding/bonding, emergency shutoffs, spill-response gear
Safety Systems Collision mitigation on newer units, lane-departure warning, adaptive cruise where equipped
ELD & Cameras Samsara or Omnitracs electronic logging plus forward-facing dash cameras
Assignment Some tractors assigned to individual drivers; others shared according to route timing and maintenance
Preventive maintenance is scheduled through the terminal shop and approved outside vendors. Roadside breakdowns involving product containment, brakes, tires, or other safety-critical components receive priority coordination from operations and maintenance.
Gasoline, diesel, and other approved petroleum products load at regional terminals and move to retail stations, commercial fleet sites, municipal facilities, construction operations, industrial accounts, and agricultural customers.
- Primary Minnesota coverage: Minneapolis–St. Paul metro, Rosemount, Rochester, Owatonna, St. Cloud, Mankato, Duluth
- Neighboring-state coverage: Hudson and Eau Claire, WI, plus selected routes into adjoining states as demand requires
- Common multi-stop sequences such as Rosemount → Rochester → Owatonna → Minneapolis or St. Paul → Hudson → Eau Claire → St. Paul
- Core highways: I-35, I-94, I-494, I-694, US-52, US-61, MN-62, MN-77, MN-100
- Many shifts include multiple compartment deliveries before returning for the next load
- Receive the first assignment with product type, customer locations, quantities, and delivery windows before departure.
- Check in at the terminal gate, confirm load information, take the assigned rack, complete grounding, and load authorized products.
- Finish final walk-around and paperwork, then head to the first customer.
- Unload into the designated customer storage tank or approved receiving point, verify product and quantity, and complete tickets.
- Continue remaining deliveries as planned or as resequenced by dispatch according to inventory and remaining HOS.
- Return to the terminal or an approved reload point for the next compatible fuel load.
- Paid time covers driving, terminal loading, customer unloading, inspections, hose connections, documentation, and required safety procedures.
About the Carrier
The carrier operates a specialized regional petroleum fleet serving Minnesota and neighboring Upper Midwest markets. Its work centers on moving gasoline and diesel from pipeline-connected terminals to retail stations, commercial fleets, municipalities, construction sites, industrial accounts, and agricultural customers. Multi-compartment tankers, strict terminal and customer-site procedures, and mostly home-daily regional freight define the operation. Practical late-model equipment, coordinated maintenance support, and experienced dispatch keep regulated fuel products moving under proper loading, grounding, vapor-recovery, and unloading standards.
Health Coverage Medical, dental, and vision with employee contribution
Retirement 401(k) with company match
Paid Time Off Paid vacation according to tenure plus paid holidays per company policy
Training & PPE Paid orientation, required safety training, and company-provided PPE
Endorsement Support HazMat endorsement renewal assistance after eligibility period
Additional Company terminal parking, electronic payroll/direct deposit, safety-recognition program, driver qualification file support
- Valid CDL Class A with Tanker (N) and HazMat (H) endorsements; X endorsement accepted in place of separate N and H
- Must be at least 21 years old and meet all applicable DOT, FMCSA, and company insurance qualification standards
- Approximately 12 months of verifiable CDL-A driving experience
- Clean and acceptable MVR; current DOT medical certification
- Ability to pass DOT drug and alcohol screening and authorize Clearinghouse query
- Ability to wear required PPE, climb tanker access points, connect/disconnect hoses, and work outdoors in changing weather conditions
- Willingness to work occasional early-morning, evening, weekend, or holiday assignments according to customer demand
Preferred: previous gasoline or diesel fuel-hauling experience, petroleum terminal experience, multi-compartment tanker background, familiarity with vapor-recovery systems, or knowledge of Minneapolis–St. Paul and Upper Midwest roads.
- Rack congestion or product availability issues at terminals during high-volume periods (30–90 minutes possible)
- Morning traffic on I-94, I-35W, I-35E, I-494, and I-694 affecting scheduled delivery windows
- Winter weather, snow, ice, and road-treatment operations adding travel time
- Customer-site access restrictions or multi-product unloading extending stop times
- Seasonal demand shifts involving gasoline, diesel, agricultural fuel, and winter heating-related demand
1
Recruiter Call
Usually within one business day
2
Record Checks
CDL, MVR, employment history, medical, Clearinghouse
3
Screening & Review
DOT drug screen plus tanker/HazMat qualification review
4
Orientation & First Load
Paid terminal orientation, then equipment familiarization and dispatch
Most candidates finish the process in 5–10 business days when records and testing return without delay.
Q: How often do regional runs require an overnight? ▼
Most assignments return the same day. Occasional late returns or overnights occur when HOS, weather, terminal schedules, or freight positioning make it necessary. Dispatch arranges approved parking; loaded petroleum trailers are not left in unsecured public lots.
Q: Are loads single-drop or multi-compartment multi-stop? ▼
Both occur. Many shifts load at a terminal and deliver to several customers, with individual compartments allocated to different products or sites before returning for the next load.
Q: How is winter weather handled on fuel deliveries? ▼
Operations build extra travel time for snow, ice, and road-treatment vehicles. Alternative corridors such as US-52 or MN-62 are used when interstates become heavily congested. Frozen fittings and snow-covered tank access points can slow some stops.
Q: Is previous fuel-hauling experience required? ▼
Approximately 12 months of verifiable CDL-A experience is required. Prior gasoline or diesel fuel-hauling, petroleum terminal, or multi-compartment tanker experience is preferred and strengthens the application.
Q: Where do drivers park the equipment overnight? ▼
Primary options are the carrier’s Minneapolis-area terminal, an approved company yard, or assigned home parking where operationally permitted. Loaded petroleum trailers remain in secured locations.
Q: How does dispatch handle last-minute customer inventory changes? ▼
Fuel operations require constant adjustment. Dispatch resequences later deliveries based on terminal queues, customer inventory, road conditions, and remaining HOS rather than forcing drivers past available time.
Q: What does paid time actually cover on a typical shift? ▼
Paid time includes driving, terminal loading, customer unloading, inspections, hose connections, documentation, and all required safety procedures.
Minneapolis–St. Paul maintains a mature CDL-A employment market that includes regional carriers, national fleets, LTL terminals, food and beverage distributors, fuel haulers, construction-material carriers, intermodal operators, and dedicated distribution fleets. Standard dry-van openings remain plentiful, yet experienced drivers who already hold both Tank and HazMat endorsements form a noticeably smaller labor pool. Fuel, chemical, and other specialized tanker work competes for the same qualified candidates. Local and regional fuel carriers, national petroleum fleets, and independent haulers all recruit drivers with clean safety histories and relevant seat time. Specialized petroleum positions can offer higher weekly earning potential than many conventional regional dry-van roles, reflecting both the required skill set and steady demand for fuel transportation across the Upper Midwest.
Minneapolis anchors a large Upper Midwest freight network extending through St. Paul, Eagan, Rosemount, Inver Grove Heights, Shakopee, Burnsville, Maple Grove, and surrounding industrial areas. Petroleum distribution depends on regional terminals and pipeline-connected supply infrastructure that serve gasoline and diesel demand throughout Minnesota and into Wisconsin, Iowa, North Dakota, and South Dakota. Loads originate primarily at petroleum terminals and bulk fuel facilities rather than conventional warehouse DCs, then move to retail stations, commercial fleets, municipalities, construction operations, agricultural customers, and industrial accounts. Major corridors—I-35, I-94, I-494, I-694, US-52, US-61, and key Minnesota routes—carry this traffic year-round. Fuel demand stays comparatively steady because gasoline and diesel are essential commodities, although summer travel, winter conditions, agricultural cycles, and severe weather can shift terminal volumes. The combination of pipeline access, interstate connectivity, and a dense customer base supports steady demand for petroleum transportation capacity across the metro and regional network.