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Verified Actively Hiring

Regional CDL-A Intermodal Rail Driver

Hiring Area: Southern California & Southwest • Terminal: San Bernardino, CA

San Bernardino, CA Regional Intermodal Avg. 2 Years Old

Move domestic containers between Southern California rail terminals and Southwest distribution yards. Drop-and-hook work linked to BNSF and Union Pacific schedules across the Inland Empire, Arizona, and Nevada.

Weekly Earnings
$1,700–$2,200
Estimated Annual: $88,400–$114,400
Sign-On Bonus Up to $1,500
Home Time Every Weekend
Driver Type Company Driver
Weekly Miles 1,900–2,500
Freight Type Domestic Containers

Position Overview

This role centers on container transfers that keep rail-connected retail and consumer freight moving through the Inland Empire network. Work follows rail release times, chassis availability, and customer appointment windows rather than fixed long-haul schedules.

  • Inspect chassis tires, brakes, lights, and locking mechanisms before departure.
  • Complete terminal ingate and outgate procedures at BNSF and UP facilities.
  • Verify container numbers, seals, and paperwork at every handoff.
  • Report damaged equipment and delays through onboard systems immediately.
  • Coordinate yard movements and appointment windows at distribution centers.

Pay & Compensation Breakdown

Earnings track regular regional workload, rail volume, and hours worked. Additional bonuses reward safety and tenure milestones.

Weekly Earnings $1,700–$2,200
Estimated Annual Gross $88,400–$114,400
Hourly Equivalent $28–$37
Sign-On Bonus Up to $1,500 ($500 at 30/90/180 days)
Quarterly Safety Bonus $500
Pay Frequency Weekly

Schedule, Home Time & Routes

Home Time Every weekend (2–4 nights out midweek)
Operating Area Inland Empire, Southern California, Arizona, Nevada
Base Terminal San Bernardino, CA
Weekly Miles 1,900–2,500
Hours & Dispatch 45–55 hrs; early morning or afternoon starts

Equipment & Cabin Specs

Fleet Age Average approximately 2 years
Tractor Kenworth T680 Next Gen Day Cab
Transmission Automatic
Cabin Features Air-ride, premium seating, inverter, refrigerator capability
Assignment Assigned by seniority and availability

Safety systems include collision mitigation, lane departure warning, adaptive cruise where equipped, and forward-facing dash cameras. Drivers pull domestic container chassis with 53-foot containers, sliding components, air and electrical connections. Integrated communications and electronic appointment tools are standard. Maintenance combines internal coordination, regional vendors, preventive schedules, and priority roadside support for rail-yard downtime.

Real Routes

Assignments shift with rail arrivals, container availability, and customer windows. Most moves are drop-and-hook domestic containers carrying retail merchandise, packaged goods, household products, electronics, and imported inventory.

  • San Bernardino BNSF Intermodal → Phoenix AZ distribution network via I-10 East
  • Inland Empire rail network → Las Vegas NV market via I-15 North
  • Ontario rail facility → Fontana / Rialto DCs via I-10 / CA-60; Moreno Valley ↔ San Bernardino terminals via I-215 / CA-60

Typical Week & Daily Workflow

Monday starts with electronic dispatch based on current rail inventory. Pre-trip inspection is completed, then a loaded domestic container is picked up at the rail facility and delivered to a Southwest distribution center. Empty or loaded equipment returns according to the day’s instructions.

Tuesday through Thursday follow repeating cycles of terminal ingate, container pickup, chassis inspection, customer yard delivery, and repositioning. One to three moves per day are common, with waiting periods tied to terminal or warehouse availability. About 70–80 % of activity is drop-and-hook; the rest involves yard coordination.

Friday focuses on finishing remaining freight and positioning equipment for the weekend reset. Some drivers return after the final delivery; others complete an evening rail move when volume requires it. Overnight parking uses company-approved yards, designated staging areas, or secure commercial locations along the main corridors.

About the Carrier

A mid-sized regional transportation company operating throughout the Southern California and Southwest freight corridor. The operation focuses on intermodal rail shuttle movements of domestic containers between major rail terminals, inland distribution facilities, and customer yards. Freight supports retail distribution, consumer goods, and domestic container repositioning connected to BNSF and Union Pacific rail systems across the Inland Empire, Arizona, and Nevada.

Benefits & Healthcare Coverage

Health Coverage Medical, dental, and vision options
Retirement 401(k) with company contribution
Time Off Paid holidays and PTO after eligibility
Training & Support Paid orientation, intermodal & chassis training, roadside assistance
Additional Driver recognition programs, safety equipment support

Driver Qualification Requirements

  • Valid CDL Class A, minimum age 21, current DOT medical certification
  • Minimum 12 months CDL-A experience (intermodal or chassis preferred)
  • Clean MVR; no major preventable violations in the previous 3 years
  • Ability to climb, inspect equipment, and work safely in active rail yards

Operational Delays

  • Rail terminal congestion and delayed container releases during peak import or retail periods
  • Chassis shortages and longer ingate/outgate queues
  • I-10, I-15, and I-215 traffic, construction, and Cajon Pass conditions
  • Warehouse yard congestion and limited receiving windows
  • Winter storms, high winds, and summer heat on desert and mountain corridors

Fast-Trak Hiring Process

1
Application Review
Recruiter contact within one business day
2
Safety Screening
MVR, DOT, background, Clearinghouse query
3
Orientation
1–2 days paid intermodal & chassis training
4
First Dispatch
Equipment assignment and initial container move

Frequently Asked Questions

Q: How much of the work is drop-and-hook versus live unloading? ▼
Approximately 70–80 % is drop-and-hook. The remaining time involves yard coordination, appointment check-in, and occasional waiting for space or instructions at customer facilities.
Q: Are start times fixed or do they change with rail schedules? ▼
Start times vary. Common windows are early morning or afternoon depending on train arrivals, container release timing, and warehouse appointment hours.
Q: Is a TWIC card required? ▼
TWIC is not required for this position but can be beneficial when working around secure transportation environments.
Q: Where do drivers park overnight on longer Arizona or Nevada runs? ▼
Parking is limited to company-approved terminal locations, designated yards, customer-approved staging areas, or established commercial truck parking along I-10 and I-15 corridors.
Q: How quickly can a qualified driver be on the road? ▼
Most qualified applicants complete the full process in approximately 5–10 business days once documentation and screening are finished.
Q: Do drivers load or unload the containers themselves? ▼
No. Freight is already loaded inside the containers. Drivers verify information, inspect equipment, manage gate procedures, and coordinate with yard personnel.

CDL Job Market

The Inland Empire remains one of the most active CDL-A hiring regions in the western United States. Dense concentrations of distribution centers, intermodal ramps, and warehouse parks create steady demand for experienced drivers. Intermodal and drayage carriers compete alongside LTL fleets, dedicated retail operations, and regional distribution companies. Drivers who understand rail terminal procedures, chassis inspections, and appointment systems typically have multiple options. Compensation for regional intermodal work often exceeds standard dry-van rates because of terminal delays, night operations, and equipment responsibilities. The market favors clean safety records and familiarity with Southern California freight corridors, keeping turnover relatively low for drivers who prefer consistent weekly schedules over long-haul OTR.

Location & Freight Market

San Bernardino sits at the heart of the Inland Empire logistics network, one of North America’s largest inland distribution zones. Proximity to the Los Angeles/Long Beach ports funnels import containers inland for sorting and onward movement. BNSF and Union Pacific intermodal facilities anchor the region, while warehouse clusters in Fontana, Ontario, Rialto, and Moreno Valley generate continuous demand for domestic container transfers. Major corridors—I-10 toward Phoenix, I-15 toward Las Vegas, and local connectors CA-60 and I-215—support both short regional shuttles and longer Southwest runs. Retail merchandise, consumer packaged goods, electronics, and household products dominate the freight mix. Seasonal retail peaks and import volume swings influence daily container availability, yet the underlying consumption market keeps overall freight demand relatively stable year-round.

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