Halvor Lines Reviews: SAFER Record, Upper Midwest Pay

A recruiter says Halvor Lines: Superior, Wisconsin, Upper Midwest terminals, weekly home time, and a family shop that still runs into Canada. Then you search the name and land on mixed star ratings, 65-mph truck talk, and a SAFER card whose vehicle out-of-service rate sits well under the national average printed on the same page. Look up Halvor Lines Inc in Superior before you treat a “Best Fleet” badge as the whole job — especially if winter miles and cross-border freight are part of the pitch.

Pay, home time, and online ratings move. Verify current figures with recruiting, on Indeed, and on the FMCSA SAFER Company Snapshot. Rules change. Verify current requirements at fmcsa.dot.gov before you act on anything in this guide.

Halvor Lines safety record: what FMCSA data shows

Start with the federal file. People searching “Halvor Lines SAFER” or “Halvor Lines DOT number” need the Superior motor carrier. On the Company Snapshot pulled for this article, USDOT 75250 is Halvor Lines Inc at 217 Grand Avenue, Superior, WI 54880, phone (715) 392-8161. Entity type: carrier / shipper / freight forwarder / broker. USDOT status: ACTIVE. Out-of-service date: none. Authority: authorized as a motor carrier of property (except household goods), a freight forwarder of property (except household goods), and a broker of property (except household goods), under MC-146133 and FF-11868. Authorized for-hire, interstate. If a recruiter hands you a different number, stop.

The same snapshot — FMCSA systems dated 09/09/2026 — lists 687 power units and 688 drivers. MCS-150 mileage is 73,517,015 for 2025, form date 10/14/2025. Cargo checkboxes include general freight, refrigerated food, metal, motor vehicles, building materials, machinery, fresh produce, chemicals, beverages, paper products, and construction. That matches a van / reefer / flatbed / deck-van shop, not a tanker specialist.

U.S. roadside inspections, 24 months before 09/09/2026: 1,101 total. Vehicle 492 inspections, 71 out of service (14.4%). Driver 1,101 inspections, 3 out of service (0.3%). Hazmat 11 inspections, 0 out of service (0%). National averages printed on that snapshot (table dated 08/28/2026) are 22.26% vehicle, 6.67% driver, 4.44% hazmat. Vehicle OOS sits well under the printed average. Driver OOS sits far under it. Hazmat is a tiny sample. That is a rate comparison, not a claim about your next Level I.

U.S. crashes, same window: 1 fatal, 12 injury, 41 tow, 54 total. FMCSA counts involvement in reportable crashes without a determination of responsibility. A fleet this size will show volume. Read the current file yourself.

Canada on the same snapshot: 1 inspection and 1 tow-away crash in 24 months (0 fatal, 0 injury). Do not invent a Canadian average. If the job includes Ontario or Manitoba, ask recruiting which miles are U.S. only and which cross the border.

Safety rating: Satisfactory, rating date 08/13/2002, later review date 03/14/2023, typed Non-Ratable. A 2002 Satisfactory line is not a weekly grade. Most carriers never get a new rating unless FMCSA investigates. Walk the fields with our SAFER score company lookup.

A SAFER name search for “Halvor Lines” returned one match: Halvor Lines Inc, Superior, Wisconsin, USDOT 75250. Open SAFER by that number and confirm the Grand Avenue address. Do not mix Halvor Logistics — a brokerage partnership described on the company history page — with the operating fleet on 75250.

Who Halvor Lines is, in plain terms

Halvor is a Superior, Wisconsin, truckload carrier that still markets itself as a family shop on Upper Midwest and Canada lanes (halvorlines.com). Company history says Bill Vinje and four partners started in 1968 hauling snowmobiles and miniature Christmas trees for Duluth-based Halvorson Equipment — the source of the name. Homepage copy names CEO Jon Vinje and President Ryan Fraley. The history page puts headquarters on St. Louis Bay and lists seven Midwestern terminals in Wisconsin, Minnesota, Iowa, and Indiana; the homepage also talks five strategically placed Midwest terminals. Pin down which yard would actually dispatch you.

The product for drivers is mixed freight, not one national dry-van board. Company recruiting lists flatbed, reefer, dry van, and deck van (double-decker trailers for ATVs and power-sports equipment). Driver pages talk OTR, regional, dedicated, and some local van work, plus a paid CDL finishing program. Homepage badges on the scrape used here included TCA Elite Fleet, a 2025 Women in Trucking “top company” mark, and a 2026 Best Fleets to Drive For Hall of Fame logo. Awards are marketing. They do not replace USDOT 75250.

Winter is the operating environment, not a published extra line on the ads pulled for this article. Superior sits on Lake Superior. The origin story is snowmobiles. Canada is still in the pitch. Ask what happens to miles, detention, and home time when the Twin Cities–Duluth corridor ices up — and whether any seasonal pay exists for your board. Do not assume a winter bonus because the headquarters is cold.

Pay: weekly ranges, then the CPM add-ons

Halvor posts weekly ranges on its job board and top-end cents per mile — including bonuses — on Indeed listings. The figures below are from public posts when this article was researched. Rates change. Verify current pay for your role — base CPM versus percentage (flatbed ads mentioned both), practical vs ELD miles, which board (OTR, dedicated, deck van, reefer, van), performance and fuel add-ons, sign-on and loyalty, and any weekly guarantee — in writing.

• Company job board (featured seats): $1,200–$1,500 a week. Average yearly pay on those cards ran about $69,000–$77,000, with some “top performer” lines at $102,000–$108,000. Home-time language mixed weekly, weekends, six days out / two home, and a 34-hour reset. Sign-on copy: $1,500 if you join before 11/30/2026 ($750 after the first load, $750 at 90 days), plus a $1,250 annual loyalty bonus after six months full-time ($625 twice).
• Indeed reefer (Morris, Minnesota listing): up to $108,000 a year; total pay “up to 72 CPM including bonuses”; performance and fuel bonuses “up to 8 CPM” on top of base; home weekly or bi-weekly; $1,500 sign-on, $1,000 orientation, $625 loyalty every six months.
• Indeed dry van: up to $113,000; total pay up to 68 CPM including bonuses.
• Indeed flatbed: up to $121,000; total pay up to 73 CPM including bonuses; 5–7 days out and a 34-hour home reset.
• Paid finishing program (company training page): $0.20 per dispatched mile plus accessorials, with a $1,000 weekly minimum guarantee during the four-week finishing stretch. After six months, qualifying trainers “an additional 27 cents per mile” while training.
• TheTruckersReport salary box sat at $300–$1,731 a week with a displayed average near $1,058 (verify current). User-submitted surveys on that page clustered from the low $700s to $1,731. None of that is your settlement.

Those top-end CPM bands assume the miles and the bonuses on the same posting. A short reefer week, a 65-mph governed truck, or a sit for a live unload is not a top-driver year. Recent TheTruckersReport write-ups still talk about sitting on reefer (1,200 miles in a week versus 2,300–2,800 on van, in one 2025 post) and “low wages” next to newer recruiting floors. Ask which rate is on your offer, whether miles are ELD or practical, and whether winter or Canada miles pay the same as a July van week.

Hiring bars on the Indeed posts used here: Class A, about six months of experience in the last three years for company drivers (a longer bar for 1099 contractors on the same copy). The finishing program is the new-CDL path. Requirements change. Verify current hiring bars with the company.

What drivers actually say — including why people quit

Public review pages are not a verdict. Indeed’s Halvor Lines reviews, updated 05/06/2026, sat at 3.6 out of 5 across 147 write-ups (verify current). Pay scored about 3.0; work-life about 3.1; culture about 3.5; management about 3.4. Indeed’s own summary listed learning, an inclusive environment, and a clear sense of purpose as likes. Recent titles in the mix include “Good company to work for,” “mediocre company. low end pay but friendly staff and stable work,” “Don’t trust them,” and “Professional and Rewarding.” A 01/15/2026 pay-topic write-up called it lower-stress with pay “on the lower end.” Weigh recent patterns.

The stay-or-quit split is not mysterious. It shows up in the same few buckets:

• Culture versus the check. Recurring Indeed notes treat family-shop language and getting home as the reason to stay, and pay as the reason it feels “mediocre.” That matches an Upper Midwest regional shop better than a national mega-carrier pitch.
• Governed speed and sitting. TheTruckersReport write-ups mention 64–65 mph trucks, fuel nagging, and reefer weeks that do not match van miles. Recruiting still sells “top pay” and weekly home time. Ask which governor is on the truck and which freight you would actually haul in January.
• Safety theater versus the federal file. One January 2026 TheTruckersReport note called safety “over killed” and still saw issues. USDOT 75250’s vehicle OOS sits under the printed national average. Those are different questions. Do not treat a driver complaint as an FMCSA finding, and do not treat a Satisfactory rating from 2002 as a weekly grade.
• Awards versus the terminal. Company pages lean on Best Fleets and family copy. At least one TheTruckersReport post calls the award process “rigged.” That is sentiment, not a court finding. Read recent titles, then walk the yard.

TheTruckersReport’s Halvor page sat at 2.3 out of 5 on 41 reviews (verify current). That sample is smaller and harsher than Indeed. Recurring positives elsewhere in the mix: newer equipment, a start for new CDL holders, and staff who know your name. Recurring negatives: pay versus miles, communication, and trucks that feel slow on heavy Upper Midwest freight.

Who Halvor fits — and how to vet it

Halvor tends to fit a CDL-A driver who wants Upper Midwest van, reefer, flatbed, or deck-van work out of Wisconsin, Minnesota, Iowa, or Indiana, will run winter and some Canada freight, and will look up USDOT 75250 before orientation. Company recruiting lists pets, a passenger policy, no-touch freight on some reefer and van boards, paid orientation, and a finishing program for new CDL holders. A dedicated Twin Cities seat and an OTR reefer board are not the same job.

Look elsewhere if you need 48-state OTR with no Canada, you will not run Superior-to-Twin-Cities winter, you need a published weekly dollar guarantee you can check against a settlement, or you will not re-open SAFER the week you would start. Compare other carrier files in our trucking company reviews hub rather than picking a logo off a Hall of Fame badge.

1. Confirm the legal name and USDOT. Halvor Lines Inc, Superior, 75250. Not a logistics brokerage card.
2. Re-open the SAFER snapshot the week you would start. Authority, vehicle OOS, driver OOS, crashes, rating. Use the SAFER lookup walkthrough.
3. Get pay in writing. Miles or percentage, which board, the performance and fuel add-ons, sign-on and loyalty, the weekly range, and a sample slow winter week.
4. Name the lane and the season. OTR, dedicated, deck van, reefer, van — and whether Canada, ice, and a 65-mph governor are in the deal.
5. Cross-check people, not just the logo. Indeed, TheTruckersReport, and a carrier search on cdlscan. cdlscan is two-sided — carriers review drivers, and you can research the house — and search does not require buying a full report. It will not replace SAFER or the offer letter.

If you have already run for Halvor, add a review on cdlscan so the next applicant is not guessing from a recruiting card. Search is free; a full report is paid. Neither one replaces looking up USDOT 75250.

Frequently asked questions

Is Halvor Lines a good company to drive for?

It depends whether you want Upper Midwest freight — including winter and some Canada — and whether the settlement matches the recruiting CPM. USDOT 75250 shows active authority and a Satisfactory rating, with vehicle out-of-service under the national average printed on that snapshot. Indeed sat at 3.6 out of 5 on the 05/06/2026 recap (verify current). TheTruckersReport is harsher. Verify current pay and home time for your board.

What is Halvor Lines’ USDOT number?

On the snapshot used here, Halvor Lines Inc in Superior, Wisconsin, is USDOT 75250, MC-146133. A name search returned that one operating file. Confirm the number on the truck matches 75250.

How does Halvor Lines pay work?

The company job board advertised $1,200–$1,500 a week on featured seats. Indeed listings used here showed total pay up to 68–73 CPM including bonuses, plus sign-on and loyalty copy. Finishing-program trainees were listed at $0.20 a mile with a $1,000 weekly minimum. Rates change; get the current package in writing.

Does Halvor Lines pay a winter bonus?

Public ads pulled for this article did not publish a winter premium. Headquarters is Superior, Wisconsin, and the company still markets U.S.–Canada freight. Ask recruiting how January miles, Canada crossings, and detention pay on your board.

Does Halvor Lines run Canada?

Company copy says yes — United States and Canada. The SAFER snapshot for USDOT 75250 listed 1 Canadian inspection and 1 tow-away crash in 24 months. Ask which lanes actually cross the border and whether those miles pay the same as U.S. miles.

Why do drivers say they quit Halvor Lines?

Public reviews cluster around pay versus miles, governed speed around 65 mph, sitting on reefer, and communication. Culture, equipment, and home time are the recurring reasons people stay. None of that is a court finding. Read recent titles, then ask which board would pay you.

Does Halvor Lines hire new CDL drivers?

Yes, through a paid finishing program described on the company site. Indeed company-driver copy used here still asked for about six months of recent experience. Verify current hiring bars with recruiting.

How do I look up Halvor Lines on SAFER?

Do not search the brand and stop. Open FMCSA’s Company Snapshot for USDOT 75250 and confirm Halvor Lines Inc at 217 Grand Avenue, Superior, Wisconsin. Read authority, inspections, crashes, and the safety rating.