Regional Heavy Haul Lowboy Specialized
CDL-A Regional Heavy Equipment Lowboy Driver — Minneapolis, MN
Hiring Area: Minneapolis–St. Paul metro • Terminal: Minneapolis-area
Minneapolis, MN Regional Heavy Haul 2020–2024 Tractors
Haul construction and industrial machinery on lowboy and detachable-gooseneck trailers throughout Minnesota and the Upper Midwest. Earn $1,500–$2,100 per week with home most weekends and typically 1–2 nights out on longer runs.
Weekly Gross Range
$1,500–$2,100
Estimated Annual: $96,200
Sign-On Bonus $3,000
Home Time Most weekends
Driver Type Company Driver
Weekly Miles 1,700–2,300
Freight Type Heavy Equipment
Open-deck specialized hauling of excavators, dozers, loaders, pavers, milling machines, telehandlers, aerial lifts and similar construction machinery between dealers, rental yards, contractor sites, municipal projects and quarries.
- Position the lowboy and coordinate loading with the equipment operator.
- Verify machine placement, axle distribution and clearance before departure.
- Secure loads with chains, binders and proper attachment points.
- Follow dispatch-approved permitted routes and report restrictions early.
- Re-inspect securement after the first miles and after weather or road changes.
- Complete shipping papers, condition reports and customer signatures.
Compensation is hourly with overtime after 40 hours. Typical weeks produce about $1,850 gross on normal equipment volume. The $3,000 sign-on is paid separately and is not part of weekly earnings.
Weekly Range $1,500–$2,100
Typical Weekly Gross $1,850
Estimated Annual $96,200
Regular Rate $38 per hour
Overtime $57 per hour after 40 hours
Sign-On Bonus $3,000 — $750 at 30 days, $750 at 90 days, $1,500 at 180 days
Payroll Weekly direct deposit
Home Time Most weekends; typically 1–2 nights out on longer permitted or multi-state runs
Territory Minnesota, Wisconsin, Iowa, North Dakota, South Dakota
Base Minneapolis–St. Paul metro
Weekly Miles Approximately 1,700–2,300; mileage varies by permitted routing, loading time and equipment assignments. Pay is hourly rather than mileage-based
Dispatch Window Usually 5:00 AM – 8:00 AM
Work Week Monday–Friday regional focus; occasional Saturday during construction peaks
Tractors Peterbilt 567 day-cab and short-sleeper (primarily 2021–2024); Kenworth T880 heavy-spec (primarily 2020–2024)
Transmission 13-speed automated or manual depending on unit
Cab Systems Engine brake, collision mitigation, lane-departure warning, adaptive cruise on selected units, ELD, forward-facing dash camera, GPS
Trailers Lowboy and detachable-gooseneck (2017–2024); fixed and removable gooseneck, hydraulic ramps, chain tie-down points, additional axle configurations for heavier permitted loads
Assignment Primary tractor assigned when fleet allows; shared during maintenance or peak demand
Maintenance runs through the company terminal shop network and approved outside vendors. Roadside issues are handled by dispatch and maintenance, not left solely to the driver.
Loads are construction and industrial machines — excavators, bulldozers, wheel loaders, rollers, asphalt pavers, milling machines, telehandlers, skid steers, aerial lifts, compactors and selected agricultural or municipal equipment. Pickups come from dealers, rental fleets, contractor yards and manufacturers. Deliveries go to active jobsites, contractor facilities or infrastructure projects.
- Minneapolis to Eau Claire WI, Madison WI, Des Moines IA, Sioux Falls SD, Fargo ND or Duluth MN
- St. Cloud MN to Sioux Falls SD; Rochester MN to La Crosse WI
- Core highways: I-94, I-35, I-90, I-494, I-694, US-10, US-52
- Dispatch sets permitted routes; MnDOT state permits do not automatically cover county or municipal roads
- Backhauls arranged through secondary equipment moves, dealer transfers or compatible open-deck freight when available
- Partial deadhead occurs when no immediate return equipment load exists
- Monday frequently begins with a Twin Cities dealer or rental-yard pickup and loading.
- Tuesday–Wednesday often involve multi-state moves into Wisconsin, Iowa, South Dakota or North Dakota.
- Thursday may include a reload after delivery rather than an immediate return to Minneapolis.
- Friday depends on remaining equipment; drivers may finish a late delivery or return to the terminal.
- Load information includes equipment dimensions, weight, permit status, route restrictions and customer contacts.
- Daily time splits between positioning, securement, transit, unload coordination and paperwork.
- Construction season increases volume; winter reduces jobsite activity and slows loading conditions.
About the Carrier
The carrier operates a specialized regional heavy-haul fleet from the Minneapolis–St. Paul market, moving construction and industrial equipment for contractors, dealers, rental companies and infrastructure projects across the Upper Midwest. Work centers on lowboy and detachable-gooseneck trailers that handle oversize and overweight machines tied to highway construction, commercial development, utility work, aggregate operations and equipment rental networks. The operation prioritizes permitted routing, jobsite coordination and proper securement rather than high-volume general freight, giving experienced lowboy drivers consistent machinery moves within a practical multi-state radius.
Health Medical, dental and vision with employee contribution options
Retirement 401(k) with company match
Time Off Vacation/PTO accrual after eligibility period; paid holiday schedule based on operating needs
Training Paid orientation, lowboy securement refresher, annual chains-and-binders training
Other Company replacement of worn securement equipment, safety apparel support, DOT physical reimbursement, rider program (subject to approval), terminal parking when space is available
- Valid Class A CDL and minimum age 21
- At least 12 months verifiable CDL-A experience
- Heavy equipment, lowboy, RGN or comparable open-deck experience preferred
- Demonstrated understanding of cargo securement and ability to handle chains and binders safely
- Acceptable MVR and safety history; must meet carrier insurance qualification standards
- Ability to pass DOT physical, drug/alcohol testing and FMCSA Clearinghouse query
- Ability to climb trailer decks, work outdoors in changing weather and operate safely around heavy equipment and active jobsites
- Preferred: 12–24 months lowboy/heavy-haul, experience with permitted oversize/overweight moves, familiarity with Minnesota and Upper Midwest routing
- Machine still working on the jobsite or not released on schedule
- Equipment yard congestion or last-minute customer appointment changes
- Minneapolis metro traffic, interstate construction or winter weather
- Permitted route segments closed or restricted unexpectedly
- Normal waiting times of 30–90 minutes; longer when equipment is delayed
- Uneven ground, muddy approaches, restricted turning space or active excavation areas
1
Initial Call
Recruiter contact within one business day
2
Background Checks
CDL, MVR, employment verification, Clearinghouse
3
Equipment Review
Securement, permits and jobsite safety discussion
4
Orientation
Paid orientation and equipment assignment at Minneapolis terminal
Q: Will I be expected to operate the heavy equipment? ▼
No. Customer operators normally load the machines. Drivers only operate equipment if specifically authorized and trained by the carrier.
Q: Who handles the permits and approved routes? ▼
Dispatch and the permitting team arrange the permits and designate the legal route. Drivers follow those instructions and report any problems immediately.
Q: What if there is no backhaul available? ▼
Dispatch searches for secondary equipment moves or compatible open-deck freight. Partial deadhead toward the next pickup is sometimes required.
Q: Where do loaded lowboys park overnight? ▼
Dispatch selects approved locations such as major truck stops, customer yards or partner facilities. Loaded equipment is not left unattended in public lots.
Q: How does winter change the work? ▼
Jobsite activity usually drops. Snow, ice and shorter daylight affect loading conditions and safe speeds. Parking space can tighten after major snow events.
Q: Is a HazMat endorsement needed? ▼
Not for the standard construction and industrial equipment moved in this position.
Q: How soon can I start running independently? ▼
After paid orientation and any required equipment-specific training, first dispatch follows once all safety and verification steps are complete.
Minneapolis–St. Paul is one of the more competitive CDL-A markets in the Upper Midwest. National carriers, regional fleets, LTL operations, construction companies, food distributors and specialized open-deck operators all recruit here. Drivers can move between freight segments without relocating. General CDL openings remain numerous, yet experienced lowboy and heavy-haul drivers form a smaller pool because the work demands securement skill, permit awareness and comfort on active jobsites. Construction, aggregate, paving, equipment rental and municipal projects create ongoing demand for regional specialized capacity. Broad CDL postings show a weekly median near $2,000, while dedicated lowboy roles typically pay a noticeable premium. Seasonal construction peaks and year-round infrastructure work keep specialized openings active alongside more conventional regional and dedicated opportunities.
The Twin Cities serve as the main distribution and construction hub for the Upper Midwest, connecting Minnesota with Wisconsin, Iowa, North Dakota and South Dakota. Highway projects, commercial building, utility work and aggregate operations generate steady demand for excavators, dozers, loaders, pavers and related machines. Equipment dealers, rental fleets and contractor yards cluster around the metro, creating short- and medium-haul movements that feed jobsites across the five-state area. Interstate corridors such as I-94, I-35 and I-90 carry both legal-weight and permitted loads; state and local permit rules further shape routing. Construction activity peaks in warmer months and slows in winter, yet repositioning and maintenance moves continue year-round. The combination of a large metro market, dense contractor networks and multi-state infrastructure work sustains specialized open-deck freight that standard dry-van or flatbed capacity cannot fully replace.