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Amazon truck accident lawyer: a complete guide

After a crash with a branded delivery van, the first question is not who was at fault. It is which of three kinds of driver was behind the wheel: an employee of a contracted delivery company, a gig driver in a personal car, or a seasonal direct hire. That answer determines which insurance responds, which company you file against, and whether the household name behind the branding is reachable at all.

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By Michael Mangione, Legal Research Editor Last reviewed August 1, 2026 13 min read
The first question
Which driver type
A contracted delivery employee, a gig driver in a personal car, and a direct hire produce three different claims.
The legal battle
Control
Not what the contract calls the driver, but who directed the route, the pace, the standards and the monitoring.
The evidence problem
It is not public
The contracts and monitoring data sit with the companies involved and only formal discovery reaches them.
The honest answer
Courts are split
Some claims against the parent have failed on the pleadings. Others have reached juries and succeeded.

Key takeaways

  • Most branded vans are not driven by employees of the brand. Last mile delivery is largely contracted to independent companies that employ the drivers, own or lease the vans, and carry their own insurance.
  • A gig driver in a personal car is a different case entirely. Which policy responds can depend on what stage of a delivery the driver was in when the crash happened, and personal auto cover commonly excludes commercial use.
  • Reaching the parent company is an evidence problem, not a legal theory problem. The theories are well established. What decides cases is whether the contract, route data and monitoring records get produced.
  • Results have gone both ways. Reported district court decisions have declined to hold the parent liable; other cases have reached juries that found otherwise. Treat confident predictions in either direction with suspicion.
Editorial content, not legal advice

This guide is written and reviewed by our editorial team to be accurate and current. It is general information, not legal advice, and reading it does not create an attorney-client relationship. Descriptions of how delivery contracting works come from litigation and public reporting rather than from any company document, they are given in general terms, and they change. Nothing here asserts that any company is liable for anything. If you are facing an emergency, call 911.

01 What this kind of lawyer does

Quick answer

An amazon truck accident lawyer establishes which category of driver was involved, identifies every company with a stake in that route, and then pursues the contract, route assignments and driver monitoring records needed to show how much control the parent company exercised. That evidence is what turns a claim against a small contractor into a claim the parent has to answer.

Our delivery vehicle guide covers the general principle across all the major carriers, and our truck accident guide covers heavy tractor trailers, which are a different world entirely. This page is about one operating model in detail.

Categorizing the driver. Contracted employee, gig driver, or direct hire. Everything downstream depends on it, including which insurer even picks up the phone.

Building the control record. The theories are old and well settled. What is hard is obtaining the documents, because they belong to companies that are not parties until you make them parties.

The gist

If you have been told the driver worked for a contractor and that is the end of it, that is a position rather than a conclusion. We can help you find a lawyer when the facts support it, and say so plainly when they do not.

Bottom line: the legal argument is not the hard part. Getting the documents that prove control is the hard part, and it has to start early.

02 Three kinds of driver

Quick answer

Packages reach doors three ways: through contracted delivery companies whose employees drive branded vans, through gig drivers using their own cars, and through a smaller number of direct seasonal hires. Each produces a different defendant, a different insurance position, and a different amount of work to reach the parent company.

Establishing which one applies is the first task in any amazon delivery accident claim, and it is usually answerable from the vehicle itself. A branded van points one way. A private car with a phone mount and a bag of parcels points another.

Categories of delivery driver and what each means for a claim
Who was drivingWhat you will seeWhat it means for the claim
Contracted delivery company employeeA branded van, a uniform, a handheld scannerThe contractor is directly liable and carries its own commercial policy. Reaching the parent requires proving control
Gig driver, personal vehicleAn ordinary car, no branding, parcels in the backWhich policy responds may depend on the delivery stage at the moment of the crash. Personal cover often excludes commercial use
Direct seasonal employeeA branded vehicle, often during peak seasonThe most straightforward. Ordinary employer liability applies without a contractor in between
Line haul or freight contractorA tractor trailer rather than a vanA heavy vehicle case governed by the federal carrier rules, not the last mile analysis on this page

Swipe the table sideways to see every column.

Write down what the driver tells you

At the roadside, ask who employs the driver and record the answer. A driver who names a small logistics company has told you the structure of your case in one sentence, and it may be considerably harder to establish later. Photograph any secondary company name on the vehicle as well as the branding, because contractors frequently display their own name in small type.

Stacked brown cardboard parcels ready for dispatch
Last mile
Branded outside. Contracted inside.

03 Do you need a lawyer?

Quick answer

Anyone injured by a branded delivery vehicle should speak to an amazon truck accident lawyer. The reason is narrow and practical: the documents that establish whether the parent company is answerable are not public, are held by a company that is not yet a defendant, and are only obtainable through a lawsuit that someone has to file.

Not every collision with a delivery vehicle needs a lawsuit, and an honest firm will say so. What usually tips it here is whether a contractor sits between you and a company with real resources.

Legal help almost certainly matters if

  • Anyone was injured seriously enough to need hospital care.
  • You have been told the driver worked for a contractor rather than the brand.
  • A pedestrian, cyclist or child was hit, which is common in residential delivery.
  • The insurance details name a company you have never heard of.
  • An offer has arrived quickly and appears to reflect a single policy.

It may be simpler than you think if

  • There were no injuries and only minor vehicle damage.
  • The insurer has accepted responsibility in writing and paid in full.
  • Your costs are fully covered and nothing is being disputed.
  • You were not involved and suffered no loss.
Illustrative example

A child is struck by a branded van reversing on a residential street. Within a two weeks an adjuster for a logistics company nobody recognises offers a figure and explains that the parent had nothing to do with it. Nobody has yet asked who built that route, what the delivery target was, or what the in-van monitoring recorded in the seconds before impact.

Been told the parent company is not involved? A private review can test that.

You can start a free case review whenever you are ready. There is no cost, no obligation, and if your situation does not call for a lawyer we will tell you that directly.

04 What the contractor program is

Quick answer

Last mile delivery is largely performed by small independent businesses that contract to run branded routes. They hire and employ the drivers, operate branded vehicles, and are required to carry commercial liability insurance. The parent company supplies the packages, the technology and the route structure. It does not, on its own account, employ the drivers.

That structure is lawful and commonplace. The legal question is not whether contracting out is permitted, but whether the degree of direction exercised over the contracted work makes the arrangement something other than what the paperwork calls it.

The contract is not a public document

Nobody outside the parties has read the current agreement. What is publicly known about these arrangements comes from litigation, from filings in cases that reached discovery, and from press reporting. That means two things for you. First, be skeptical of any website, including this one, that describes contract terms with confidence. Second, obtaining the actual agreement in your own case is not a formality. It is frequently the single most valuable thing a lawyer does.

05 What control looks like in practice

Quick answer

Courts assessing control look past the label to the working reality: who set the route and its order, who set the pace and measured it, who specified appearance and training, who monitored driving behavior in the vehicle, and who could effectively remove a driver from the work. The more of those that sit with the parent, the stronger the argument.

Reporting on these cases has consistently focused on the same categories, and they are what a lawyer should be demanding documents about. The specific systems change over time, so the useful thing is the category rather than the product name.

  • Route construction. Whether the sequence of stops, and sometimes the path between them, was generated centrally rather than by the contractor.
  • Pace and measurement. Whether delivery targets were set and performance graded against them, which speaks directly to the pressure a driver was under.
  • In-vehicle monitoring. Driver behavior applications and camera systems that record speeding, harsh braking and distraction, and score the driver on them.
  • Appearance and training. Uniform and vehicle branding requirements, onboarding standards, and training content specified by contract.
  • Effective removal. Whether the parent could render a particular driver ineligible for routes, which functions much like the power to dismiss.
Why control matters legally
A contract label does not decide the question
Alexander v. FedEx Ground Package System, Inc., 765 F.3d 981 (9th Cir. 2014)

In a case about a different delivery network, the Ninth Circuit held that a class of roughly 2,300 California drivers were employees as a matter of law under California's right-to-control test, reversing a grant of summary judgment that had gone the other way. The court's summary of the arrangement is striking: the drivers had to wear the company's uniforms, drive company-approved vehicles and meet its appearance standards, and the company told them what packages to deliver, on what days, and at what times, notwithstanding an operating agreement stating that the manner and means of the work were within the driver's discretion. A companion decision reached the same result under Oregon law the same day, so this was not a California-only outcome. Alexander is an employment rights case and does not itself decide vicarious liability for a crash; it is cited for the narrower proposition that courts examine the substance of a working relationship rather than its label. Read the opinion

A white delivery van stopped at the roadside
The record
Routes, targets, scores. Held elsewhere.

06 How the litigation has gone

Quick answer

Claims against the parent company have succeeded in some cases and failed in others, and it is worth saying that plainly. Academic analysis describes district court decisions declining to impose vicarious liability for a contracted driver, on the reasoning that the parent did not hire the driver and was too far removed from the contractor. Other cases have reached juries that found an agency relationship and awarded substantial damages.

The reason both outcomes exist is that these cases turn on facts rather than on a general rule. Where a detailed record of direction was assembled, claims have advanced. Where the case rested on the branding and little else, they have not.

The academic account
Courts have declined to find liability where the parent did not hire the driver
Capital University Law Review, A Prime Opportunity for Tort Law Developments: Liability Issues Related to Amazon's Delivery Service Partner Program

The article describes decisions in which courts found the parent company too far removed from the contractor to have exerted the control alleged, and separately declined to impose liability for negligent hiring and entrustment on the reasoning that the parent had contracted with a logistics company and it was that company's responsibility to select qualified drivers. The author's conclusion is not that this reasoning is wrong, but that the traditional employee and independent contractor categories fit the delivery contracting model badly. Read the article

About the verdict figures you will see

Large verdicts against delivery parents circulate widely, and they are almost always reported by the firms that won them. Multi-million dollar awards, including punitive damages, have been reported in more than one state. Those reports are useful evidence that such claims can succeed and useless as a prediction of what any other case is worth. Verdicts get reduced, appealed, settled confidentially, or turn on facts unlike yours. This page deliberately does not chart or headline any figure, and you should discount any site that does.

07 The evidence that decides it

Quick answer

The contract between the parent and the contractor, the route assignment for that day, delivery timestamps and scan data, driver monitoring output, performance scorecards, training records, and any communications about that driver or that route. Almost none of it is in the contractor's hands, which is why a case aimed only at the contractor tends to stall.

Listing it is easy. Getting it requires suing the right parties early enough that preservation obligations attach before ordinary retention cycles run.

Evidence in a contracted delivery case, who holds it and what it establishes
EvidenceUsually held byWhat it establishes
The delivery contractThe parent companyThe operational standards imposed, and therefore the baseline level of direction
Route assignment and sequenceThe parent companyWhether the day's work was designed centrally or by the contractor
Scan and delivery timestampsThe parent companyThe pace actually expected and achieved, minute by minute
Driver monitoring outputThe parent company or its vendorSpeed, braking and distraction data around the time of the crash
Performance scorecardsThe parent companyThat performance was graded, and what consequences followed
Driver file and training recordsThe contractorHiring, qualification and any prior incidents
Insurance declarationsBothWhat policies exist and whether the parent is an additional insured

Swipe the table sideways to see every column.

That final row is worth understanding. Where a contract requires the contractor to name the parent as an additional insured, the contractor's policy may respond to claims against the parent as well. It is a routine commercial arrangement, and it is one of the first things to establish because it changes the economics of the whole case.

08 What to do after the crash

Quick answer

Photograph the branding and any secondary company name, ask the driver who employs them and write it down, note whether the vehicle was branded or a private car, get medical attention the same day, decline recorded statements, and get preservation demands out to both companies within days.

The distinguishing steps here are the first two. They cost nothing, take a minute, and frequently determine how large the case can become.

1

Photograph every name on the vehicle

The branding, and separately any smaller company name on the door, rear or bumper. Contractors often display their own trading name in small type, and that name identifies your direct defendant.

2

Ask who employs the driver

Politely, and write down exactly what is said. Note also whether they were driving a branded van or their own car, because that distinction changes which insurance applies.

3

Get checked the same day

Delivery vans are heavy for their size and strike at low speed in places people do not expect. Get seen even if you feel able to walk away, because a same day record is what ties an injury that surfaces later to the collision rather than to something else.

4

Capture the delivery context

Where the vehicle was stopped, whether it was reversing, sightlines, and any parcels or handheld device visible. What the driver was doing at that moment is often the heart of the case.

5

Decline recorded statements

You are not required to give one, and more than one insurer may contact you. Early statements are used to narrow the case to the contractor alone.

6

Get preservation demands out to both companies

To the contractor and to the parent, covering the contract, route assignment, scan data, monitoring output and scorecards. A demand sent only to the contractor misses most of the record.

Stacked wooden pallets in a logistics yard
Timing
Operational data is kept for operations.

09 Deadlines and vanishing data

Quick answer

The statute of limitations is set by state law and is commonly two years, though some states are shorter. The deadline that actually decides these cases arrives much earlier, because route, scan and driver monitoring data is retained on commercial cycles designed for running a delivery network rather than for litigation.

This is the practical difference between a case that reaches the parent company and one that does not. Once the monitoring output for that morning is gone, the control argument loses its sharpest evidence.

  1. Days 1 to 14

    Preservation demands should land

    To the contractor and the parent. Until one arrives, ordinary retention schedules govern everything.

  2. Weeks 1 to 12

    Operational data cycles

    Route assignments, delivery timestamps and driver monitoring output sit on retention periods set for business purposes.

  3. Months 1 to 12

    Contracts and personnel records age

    Contractor turnover is high in this sector. A delivery business that ceases trading takes its records and its policy with it.

  4. Year 1 to 2

    The filing deadline arrives

    Two years is the most common period. Once it passes a court will usually dismiss regardless of the evidence.

Bottom line: the court deadline is rarely the one that decides these cases. The monitoring data does, and it is measured in weeks.

10 How state law changes the answer

Quick answer

Whether a contractor label survives is largely a matter of state law. California applies a statutory test that presumes employment. Most states weigh common law control factors. A few have additional doctrines, such as Florida's dangerous instrumentality rule, that can reach a vehicle's owner directly.

That variation is the reason two identical crashes in different states can produce completely different defendants.

  • California. Under the ABC test established in Dynamex and codified by Assembly Bill 5, a worker is presumed to be an employee unless the hiring entity proves all three parts, including that the work falls outside the usual course of its business. That part is difficult for a delivery business to establish.
  • Common law control states. Most states weigh a list of factors instead, which makes the documentary record about routing and monitoring decisive rather than the legal test itself.
  • Owner liability doctrines. Florida's dangerous instrumentality doctrine can make the owner of a vehicle liable for harm caused by someone it permitted to drive, which is an additional route where the van's ownership is established.
  • Shared fault. Most states reduce recovery by your share. A minority bar it entirely once that share crosses a threshold.
A yellow delivery van parked beside a brick building
Choosing counsel
Ask what they will subpoena, and when.

11 How to choose an amazon truck accident lawyer

Quick answer

Look for a firm that asks which category of driver was involved before anything else, names the specific documents it intends to subpoena, sends preservation demands to the parent as well as the contractor, knows your state's classification test, and has the resources to litigate against a national defendant that does not settle early.

The clearest test is to ask what they will demand and when. A firm that does this work answers with a list. A firm that does not will talk about the police report.

  • They categorise the driver first. Contracted employee, gig driver, or direct hire, before discussing anything else.
  • They name the documents. The contract, route assignment, scan data, monitoring output and scorecards, not just the crash report.
  • They demand additional insured status early. It can change what is collectible before liability is even resolved.
  • Capacity for a long fight. These cases are defended seriously and rarely settle quickly.
  • An active, clean license. Verified good standing with the state bar and no unresolved discipline. You can check this yourself.

12 Questions to ask, and red flags

Quick answer

Ask which category of driver was involved, which companies will be sued and on what theory, exactly what documents are being demanded and by when, whether the parent may be an additional insured on the contractor's policy, what your state's classification test is, and what the fee agreement says about costs if you lose.

A consultation goes both ways. Pay attention to whether the answers are specific or evasive.

  1. Which category of driver was this, and how did you confirm it?
  2. Which companies will be defendants, and on what legal theory each?
  3. What documents are you demanding, and what is the deadline for each?
  4. Is the parent an additional insured on the contractor's policy?
  5. How much of the monitoring data is likely to still exist?
  6. Does my state presume employment or apply a control factor test?
  7. What is your contingency percentage, and who pays costs if we lose?
  8. What are the genuine weaknesses in my case?
Walk away if you hear

A guaranteed outcome against the parent company. Courts have gone both ways and anyone certain is selling. No plan for the monitoring data. It is the best evidence and it is perishable. Pressure to settle with the contractor's insurer. That release may close the door on everyone else. A promised number. Nobody can value this before knowing which companies are in the case. Anyone who contacts you first. Unsolicited approaches to crash victims are restricted in most states for good reason.

How we vet every lawyer

We do not connect people with just anyone. Before we do, the attorney has to clear a checklist built for commercial vehicle cases. Every one of these has to be true.

  • Active, discipline-free license

    Verified good standing with the state bar, with no unresolved discipline on record.

  • Commercial vehicle experience

    A documented record litigating against carriers, contractors and their insurers, not general practice work.

  • Moves fast on digital evidence

    Preservation demands to every entity involved, covering route and monitoring data, as a first step.

  • Clear contingency terms

    Fees and case costs put in writing up front, so you know exactly how it works before signing.

Tell us what happened and we will only match you when a case genuinely fits.

Go deeper

Two companion guides covering the other major delivery network and how commercial recoveries are valued.

By carrier

FedEx delivery crashes

Employees, contracted operators, and why the distinction changes the claim.

Read more Settlements

Settlement amounts

How layered commercial policies translate into what a case resolves for.

Read more

Help in all 50 states

MVA Lawyer Network is a nationwide guide. Wherever the crash happened, we can connect you with an independent attorney licensed in that state.

Northeast Southeast Midwest Southwest West Coast Mountain West Gulf States Dense urban delivery markets

State law decides whether a contractor label survives, whether a statutory presumption of employment applies, whether an owner liability doctrine reaches the vehicle's owner, and the filing deadline known as the statute of limitations. Because national delivery companies are incorporated elsewhere and contracts often specify a forum, which state's law governs is a genuine question rather than an assumption. You can start a free case review and a local, state-licensed attorney will sort this out at no cost to you.

Sources and authorities

This page is unusual in this series, and the difference is worth stating openly. Most of our guides rest on statutes and regulations that anyone can read. The arrangements described here are private commercial contracts that are not published anywhere.

Court decisions

  • Alexander v. FedEx Ground Package System, Inc., 765 F.3d 981 (9th Cir. 2014), holding that drivers in a comparable delivery network were employees rather than independent contractors under California law given the company's control over the manner of their work. Cited for the general proposition about labels and substance, not as a decision about this company. FindLaw.
  • Slayman v. FedEx Ground Package System, Inc., 765 F.3d 1033 (9th Cir. 2014), the companion decision reaching the same conclusion under Oregon law, cited for the point that the holding was not confined to California.
  • Dynamex Operations West, Inc. v. Superior Court (2018), establishing the ABC test in California, subsequently codified by Assembly Bill 5 (2019).

Academic analysis

  • A Prime Opportunity for Tort Law Developments: Liability Issues Related to Amazon's Delivery Service Partner Program, Capital University Law Review. Source for the description in section 06 of district court decisions declining to impose vicarious liability and negligent hiring liability on the parent company, and for the argument that traditional classification categories fit this model poorly. Capital University Law Review.

What this page does not claim. We have not seen a delivery contract and neither has any other public website. The operating description in sections 04 and 05 is drawn from litigation reporting and press coverage, is stated in general terms, and may not reflect current arrangements, which differ by region and change over time. We have deliberately avoided asserting specific internal system names, quota figures or contract terms as fact. Nothing on this page states or implies that any company is liable for anything, and no reported verdict is presented as a guide to what any other case is worth.

On the district court decisions. Those cases are described as summarized in the law review article cited above rather than from the opinions themselves. District court rulings in this area are numerous, unevenly reported, and frequently procedural rather than final, so a handful of them should not be read as settling anything. Ask a licensed attorney how the courts in your state have approached it.

Our editorial standards

How we keep this guide accurate and worth trusting.

01

Sources named, and their limits stated

Where a claim rests on secondary reporting rather than a primary document, we say so rather than implying otherwise.

02

Reviewed and dated

The page shows when it was last reviewed. Contractor liability law is moving quickly and this page is checked often.

03

Editorial, not legal advice

This is general information to help you make decisions, not advice about a specific case in a specific state.

04

Honest about how we operate

We are an independent referral service, not a law firm, and we may be paid a referral fee by the attorney if you hire through us.

Michael Mangione, Legal Research Editor
Michael Mangione Verified editor
Legal Research Editor · Founder, The Mangione Group, Inc.

MVA Lawyer Network is edited by Michael Mangione, who has spent more than twelve years working inside contingency-based law firms, building intake departments, designing qualification frameworks, and studying how claims are screened and pursued from the first call through resolution. He built this site to turn dense legal material into guidance people can actually use, then connect them with a lawyer worth their time. Michael is not a practicing attorney and does not give legal advice. Every statement on this site is sourced, and where a source is secondary we say so.

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Common questions, answered

General information, not legal advice. Contractor liability is one of the faster moving areas of injury law and the answers below reflect general principles rather than the position in any particular state, so talk to a licensed attorney about your own situation.

Can I sue the company whose branding was on the van?

Sometimes. If the driver was a direct employee, ordinary employer liability applies. If the driver worked for a contracted delivery business, reaching the parent means showing it controlled how the work was done: the route, the pace, the standards, the monitoring. Reported decisions have gone both ways on that question, which is why the evidence matters more than the theory.

The driver told me they work for a company I have never heard of.

That is the normal position in an amazon delivery accident rather than a surprise. Most last mile delivery is performed by small independent businesses that employ the drivers and run branded routes under contract. That company is directly liable and carries its own commercial insurance. Whether the parent can also be brought in is the separate question that usually determines how much cover is available.

What if the driver was using their own car?

Then the case runs differently. Gig delivery drivers use personal vehicles, and personal auto policies commonly exclude commercial use. Whatever cover the platform provides may depend on what stage of a delivery the driver was in at the moment of the crash. Expect an argument between insurers about whose policy applies, which is a good reason not to accept the first answer you are given.

What evidence proves the parent company was in control?

The delivery contract, the route assignment for that day, scan and delivery timestamps, driver monitoring output, performance scorecards, and training standards. Almost all of it is held by the parent rather than the contractor, which is why a claim aimed only at the small company tends to stall, and why preservation demands need to go to both.

Is there a public copy of the delivery contract?

No. These are private commercial agreements and they are not published. What is publicly known comes from litigation that reached discovery and from press reporting, which is why this page describes the arrangements in general terms rather than quoting clauses. Be skeptical of any website that claims to know the current contract terms with precision.

Have people actually won these cases?

Yes, and people have also lost them. Academic analysis describes district court decisions declining to hold the parent vicariously liable, on the reasoning that it did not hire the driver and was too removed from the contractor. Other cases have reached juries that found an agency relationship and awarded substantial sums. The difference generally lies in how much evidence of day to day direction was assembled.

How much insurance is there?

It depends on the structure. The contracting delivery business will carry commercial auto cover, and contracts of this kind commonly require the contractor to name the parent as an additional insured, which can make that policy available for claims against the parent too. The parent may also hold its own coverage. Establishing what exists is one of the first tasks in the case.

Does it matter which state I am in?

Considerably. California applies a statutory ABC test that presumes employment unless the company proves all three parts, including that the work is outside its usual course of business, which is hard for a delivery operation to establish. Most states weigh common law control factors instead. Some, such as Florida with its dangerous instrumentality doctrine, offer additional routes to the vehicle's owner.

Are these vans more dangerous to pedestrians?

They operate where pedestrians are, which changes the risk profile. Constant stops, reversing in residential streets and driveways, limited rear visibility, and parking that pushes people into traffic produce a pattern of pedestrian and cyclist collisions unlike highway trucking. Route and monitoring data usually establishes what the driver was doing at the moment it happened.

How quickly do I need to act?

Faster than the filing deadline suggests. The statute of limitations is commonly two years depending on your state, but route, scan and driver monitoring data sits on commercial retention cycles that can be measured in weeks. Preservation demands to both companies are the first practical step, and they need to go out in days rather than months.

Should I accept an offer from the contractor's insurer?

Not without advice. A release given to the contractor may extinguish claims against the parent and anyone else connected to the route. Where injuries are serious, an early offer at or near a single policy limit is often the moment most of the available compensation is quietly lost. Establish which companies are reachable before signing anything.

What does a lawyer cost?

These cases are handled on a contingency fee, commonly 33 to 40 percent of what is recovered, set out in the written agreement. You pay nothing up front and no hourly rate, and the firm advances case costs. Ask what happens to those advanced costs if the case is lost, and ask specifically whether the firm has litigated against a national delivery defendant before, because these matters are defended hard.

Is what I tell you private?

Yes. What you share in a case review is kept private and is used only to match you with an attorney who fits your situation. One distinction is worth understanding: true legal confidentiality, called attorney-client privilege, only attaches once you actually have an attorney-client relationship with a lawyer. Submitting a form to a referral service is not the same thing. If that matters to you, raise it directly with the attorney.

What does it cost to use MVA Lawyer Network?

Nothing. We are a free, independent referral service, not a law firm, and we do not give legal advice. Requesting a case review costs you nothing and puts you under no obligation. When a situation fits, we connect you with an independent amazon truck accident lawyer who reviews it directly, and we may be paid a referral fee by that attorney. That fee does not add anything on top of their contingency percentage. You can read more about how we operate.

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