Local Intermodal Position Home Daily
CDL-A Intermodal Drayage Driver — Local Saint Paul, MN
Hiring Area: Twin Cities metro & nearby western Wisconsin • Terminal: Saint Paul, MN
Saint Paul, MN Local Intermodal 2020–2025 Day Cabs
Move 20', 40' and 53' intermodal containers between Twin Cities rail ramps and local warehouses on a home-daily schedule, earning $1,300–$1,700 weekly ($65,000–$88,400 annually) with a mid-sized regional carrier.
Weekly Pay
$1,300–$1,700
Estimated Annual: $65,000–$88,400
Sign-On Bonus Up to $1,500
Home Time Home Daily
Driver Type Local Intermodal
Typical Daily Miles 120–260
Freight Type Intermodal Containers
This local intermodal role centers on short-haul container movements supporting Twin Cities rail-to-truck networks rather than conventional dry-van routes.
- Complete rail ingate and outgate procedures at assigned terminals.
- Inspect chassis tires, brakes, lights, landing gear and locking mechanisms.
- Verify container numbers, seals and pickup references before departure.
- Document detention times and equipment defects through the operating system.
- Communicate gate delays, chassis shortages and appointment changes to dispatch.
- Return empty containers or reposition chassis per same-day instructions.
Hourly pay runs $24–$31 with overtime after 40 hours. A typical 50-hour week produces about $1,500 gross; the $1,300–$1,700 range covers normal low-to-strong weeks.
Weekly Gross Range $1,300–$1,700
Estimated Annual Gross $78,000 typical ($65,000–$88,400 range)
Sign-On Bonus Up to $1,500 ($500 at 30/90/180 days)
Detention Pay Paid after free-time per company policy
Saturday Incentive Voluntary peak-season work available
Payroll Frequency Weekly
Home Time Home Daily — return to Saint Paul base
Operating Radius 50–100 road miles of Saint Paul base
Terminal Saint Paul operating yard
Typical Daily Miles 120–260
Workweek & Start Mon–Fri ~50 paid hours; start 5–7 AM
Fleet Age Primarily 2–7 years (2020–2025)
Tractor Models International LT & Freightliner Cascadia day cabs
Transmission Automatic on most units
Safety & Cab Features Omnitracs ELD, stability control, collision mitigation, lane-departure warning, adaptive cruise, engine brake, climate control
Assignment Dedicated when available; controlled slip-seating as needed
Chassis fleet includes 20', 40' and 53' units with sliding configurations, manual or air-operated locking systems. Drivers inspect pin locks, lights, tires, brakes and landing gear before leaving the terminal; defects are documented and reported—no self-repair expected.
Containerized retail merchandise, packaged consumer goods, industrial products, plastics, paper, food-related commodities and building materials move between Twin Cities rail facilities and local distribution or transload customers. Drop-and-hook mixes with live unload activity.
- Saint Paul rail ramps to Eagan, Woodbury, Cottage Grove warehouses
- Saint Paul to Fridley and Maple Grove distribution points
- Saint Paul to Hudson, Eau Claire and Menomonie, WI
- Primary corridors: I-94, I-35E, I-35W, I-494, I-694, US-52, MN-36
- Typical day sequences 2–4 container turns based on availability
- Dispatch adjusts for rail cut-offs, chassis supply and appointments
- First assignment covers rail pickup, container number and customer appointment.
- Proceed to rail facility, complete gate process and chassis/container inspection.
- Travel to scheduled warehouse; mix of drop-and-hook and live unload (30–120 min waits).
- After delivery, receive next container or empty return based on rail status.
- Sequence may shift mid-day for gate congestion or equipment shortages.
- Final leg planned toward Saint Paul base within remaining hours.
- Next-day work known in broad terms before clock-out; exact containers may change.
About the Carrier
Rail-to-truck container movements form a core link in Twin Cities freight networks, connecting major railroad intermodal facilities with nearby warehouses, transload sites and industrial customers. A mid-sized regional carrier focuses on short-haul intermodal drayage rather than long-haul dry-van work, handling the daily flow of 20-, 40- and 53-foot containers that move retail, industrial and consumer goods through the metro. The operation depends on drivers who manage rail-gate procedures, chassis condition and shifting terminal availability so containers reach distribution centers and manufacturing sites on schedule. This specialization keeps local capacity aligned with rail releases and warehouse appointments across the Minneapolis–Saint Paul area and western Wisconsin.
Health Coverage Medical, dental and vision options
Retirement 401(k) with company match
Time Off Paid time off after eligibility; paid holidays
Training & Orientation Paid orientation, equipment and terminal training
Additional Support Safety incentive $100/month; TWIC reimbursement; referral bonus; DOT physical assistance; terminal parking; roadside assistance
- Valid Class A CDL with current DOT medical card
- 6–12 months CDL-A experience preferred; intermodal/drayage helpful
- Clean, responsible MVR; no major violations or serious preventable accidents
- Minimum age 21; able to couple/uncouple, inspect chassis, climb steps, work outdoors
- TWIC preferred but not strictly required
- Gate congestion and delayed container releases at rail facilities
- Chassis shortages during peak import and holiday periods
- Warehouse appointment changes and live-unload waits of 30–120+ minutes
- Winter snow, freezing conditions and reduced road speeds
- Weekday congestion on I-94, I-35E/W and I-494/I-694 beltway
1
Recruiter Call
Phone screening within one business day
2
Verification
CDL, MVR and employment history check
3
DOT Requirements
Drug screen, Clearinghouse query, background
4
Orientation & Start
Paid local orientation; first dispatch after checkout
Q: How many container moves happen on a normal day? ▼
Usually 2–4 turns depending on terminal availability, distance and customer appointments.
Q: Is Saturday work required? ▼
No. Saturday shifts are voluntary and offered only when import volume or peak retail demand needs extra capacity.
Q: What happens if a container or chassis is unavailable? ▼
Dispatch checks alternate equipment or nearby moves and redirects the tractor rather than leaving the driver waiting indefinitely.
Q: Do drivers unload containers themselves? ▼
No. The customer or receiving facility controls unloading. Drivers handle documentation and equipment only.
Q: How long does the hiring process usually take? ▼
About 5–10 business days depending on MVR, employment verification, drug-screen results and any terminal-access requirements.
Q: Are loaded containers ever taken home? ▼
No. Containers stay within the company network or at customer/rail locations. Tractors return to the Saint Paul yard or approved parking.
The Twin Cities CDL-A market is mature and competitive. National carriers, LTL fleets, private fleets, dedicated distribution operations, regional carriers and smaller drayage operators all recruit experienced local drivers. Demand stays steady because interstate freight, manufacturing, retail distribution, food production, warehousing and a dense rail network continuously generate short-haul and intermodal work. Local positions commonly pay in the mid-$20s to low-$30s per hour. Drivers who already know rail ramps, chassis handling and urban terminal procedures hold an advantage; overall CDL supply is adequate, yet operators still compete for candidates who can manage variable gate conditions and same-day sequence changes without constant supervision. Home-daily reliability, equipment condition and predictable payroll remain key factors that shape hiring success in this market.
Saint Paul sits at a major rail and highway junction. BNSF operates an intermodal facility in the Midway industrial area with direct access to I-94 and the I-35 corridor; Minnesota Commercial Railway runs an 86-mile network that interchanges with BNSF, CPKC, UP, CN and TC&W. Manufacturing, retail distribution, food products, industrial materials, lumber and steel create continuous container and bulk movements. Warehouse clusters in Eagan, Woodbury, Cottage Grove, Fridley and Maple Grove plus western Wisconsin destinations keep short-haul demand active year-round. I-94, I-35E, I-35W, I-494, I-694, US-52 and MN-36 form the primary highway grid. Winter weather and peak retail seasons alter volume and terminal productivity, yet the combination of rail infrastructure and industrial density sustains a reliable intermodal freight base that requires local drivers who can move containers efficiently between ramps and customers.
