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A tanker truck traveling along a road in daylight

Tanker truck accident lawyer: a complete guide

What is inside the tank changes almost everything. It sets the minimum insurance the carrier is required to carry, which for certain hazardous materials is several times the ordinary freight figure. It determines which federal rules applied, what the driver had to be licensed to do, and what the tank had to be tested for. And it decides what can happen to you: not only impact injuries, but fire, chemical exposure and evacuation.

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By Michael Mangione, Legal Research Editor Last reviewed August 1, 2026 24 min read
The insurance floor
Up to $5M
Federal minimums for specified hazardous materials are several times the general freight figure.
The physics
Surge
Liquid keeps moving after the truck brakes or turns, and federal training rules name it specifically.
The license
N and H
A tank vehicle endorsement, plus a hazardous materials endorsement where the cargo requires it.
The document
Shipping papers
They identify exactly what was in the tank, which drives everything else in the claim.

Key takeaways

  • The cargo sets the minimum insurance. Federal rules require higher minimum financial responsibility for oil and hazardous materials than for general freight, and for some materials the floor is several times higher.
  • Liquid surge is a recognized federal training subject. Required specialized training covers high center of gravity, surge and its effect on braking, and the effect of partial loads on stability. This is not a fringe theory.
  • A second rulebook applies alongside the ordinary carrier rules. Endorsement requirements, placarding, shipping papers, and periodic cargo tank testing all create records, and each is a place a carrier can fall short.
  • The injuries are not only from impact. Fire, chemical exposure, inhalation and evacuation losses can affect people who were never struck by anything.
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. Federal transportation rules are amended regularly and how they interact with a civil claim differs by state, so confirm the position with a licensed attorney. If you have been exposed to a chemical release, seek medical assessment immediately even if you feel well. If you are facing an emergency, call 911.

01 What this kind of lawyer does

Quick answer

A tanker truck accident lawyer establishes what the tank was carrying, then works outward from that answer to the insurance available, the federal rules that applied, the endorsements the driver needed, and the tank's own testing history. The cargo is the key that unlocks the rest of the file.

The general mechanics of a heavy vehicle claim are covered in our truck accident guide. What is specific here is that the load is both the physics problem and the regulatory trigger.

Identifying the contents. Shipping papers and the bill of lading state it precisely. Placards on the vehicle indicate the hazard class, and photographs of them are useful from the first day.

Establishing the insurance floor. Which federal minimum applied depends on the cargo, and the difference between the tiers is substantial.

The gist

If you were hurt in a collision involving a tanker, or exposed to something released by one, the contents determine the shape of the claim. We can help you find a lawyer when the facts support it, and say so plainly when they do not.

Bottom line: find out what was in the tank. Insurance, regulation, licensing and your own medical follow-up all follow from that single fact.

02 What is in the tank decides everything

Quick answer

Tankers carry everything from milk and water to gasoline, liquefied gases and industrial chemicals. A food-grade load and a flammable liquid load involve the same physics but entirely different regulation, different licensing, different minimum insurance, and completely different consequences if the tank is breached.

That is why a hazmat truck accident is not simply a heavier version of an ordinary collision. A second body of federal rules attaches to the cargo itself, and it generates documents that would not exist otherwise.

How the cargo changes the regulatory picture
What the tank holdsWhat changes
Non-hazardous liquids, such as food-grade or waterSurge and stability still apply, and a tank vehicle endorsement is still required, but the hazardous materials rules do not attach
Oil and certain hazardous substancesA higher federal minimum for financial responsibility, and environmental response obligations if released
Specified hazardous materialsThe highest federal minimum, plus placarding, shipping paper and hazardous materials endorsement requirements
Compressed or liquefied gasesPressure vessel considerations, relief device condition, and a fire and explosion risk profile of its own

Swipe the table sideways to see every column.

Photograph the placards if you safely can

Distance first, always. Never approach a leaking or burning tanker to take a photograph, and follow whatever responders tell you about how far back to stand. With that settled: placards are the diamond-shaped hazard signs displayed on the vehicle. They identify the class of material being carried and are required by federal hazard communication rules. A photograph taken from where you already safely are, using zoom rather than proximity, records what was on board before anyone has an opportunity to characterize the load differently, and it also tells treating doctors what you may have been exposed to.

A green tanker truck traveling along a road
The cargo
It sets the rules and the insurance.

03 Do you need a lawyer?

Quick answer

Anyone injured or exposed in one of these incidents should speak to a tanker truck accident lawyer. Two features make it different from an ordinary crash: the available insurance may be far larger than you assume, and the evidence that establishes fault sits in federal compliance records you cannot obtain yourself.

Some situations resolve without litigation and a decent firm will tell you so. Here is a straightforward way to see which side of the line you are on.

Legal help almost certainly matters if

  • Anyone was injured seriously enough to need hospital care.
  • There was a release, a fire, or an evacuation.
  • You were exposed to fumes, vapor or liquid, even briefly.
  • The tanker rolled over or jackknifed.
  • An early offer has arrived that seems to assume ordinary policy limits.

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 driver is hospitalized after a tanker rolls at a highway off-ramp. An adjuster offers a figure that would be reasonable against a general freight policy. Nobody has established what the tank was carrying, and therefore nobody has established which federal minimum applied or what excess cover sits above it.

Exposure cases and rollovers both reward getting advice early. A review takes minutes.

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 Surge, and why tankers roll

Quick answer

Liquid does not stop when the truck does. Brake hard and thousands of pounds of cargo keep traveling forward, pushing the vehicle on after the brakes have taken hold. Turn, and the liquid moves outward, adding force exactly where the vehicle is already least stable. Combined with a high center of gravity, that is what produces rollovers.

This is not a contested engineering theory. It is a subject federal authorities require carriers to train drivers on, in terms that name the mechanism directly.

What federal guidance requires drivers to be trained on
Surge, partial loads and center of gravity, by name
US DOT, Pipeline and Hazardous Materials Safety Administration, Cargo Tank Motor Vehicle Loading and Unloading Operations: Recommended Best Practices

Alongside the commercial driver's license required by 49 C.F.R. Part 383, the guidance states that specialized training must include the operation of emergency control features of the cargo tank and special vehicle handling characteristics, expressly including high center of gravity, fluid-load subject to surge, effects of fluid-load surge on braking, characteristic differences in stability among baffled, unbaffled, and multi-compartmented tanks; and effects of partial loads on vehicle stability. It also requires training on the properties and hazards of the material transported and on retest and inspection requirements for cargo tanks. Whether the driver actually received that training, and whether the carrier can produce records of it, is a fair question in any rollover. Read the PHMSA guidance

Why a part-full tank can be worse than a full one

Surge needs space to happen in. A tank filled to capacity has little room for the liquid to move; a part-full tank has a great deal. That is why federal training requirements call out the effects of partial loads specifically, and why baffles, the perforated partitions fitted inside some tanks to slow the movement of liquid within a compartment, matter to how a vehicle behaves. Some tanks have them and some, for reasons of cleaning and cargo type, do not. Which kind was involved is a proper subject of inquiry.

05 The insurance floor is different

Quick answer

Federal law sets minimum levels of financial responsibility by cargo type rather than by vehicle. General freight carries one figure, oil and certain hazardous substances a higher one, and specified hazardous materials a substantially higher one again. These are floors, not ceilings, and many carriers buy well above them.

This is the practical reason the contents matter so much. Two visually identical tankers can sit behind minimum obligations that differ by millions.

Federal minimum levels of financial responsibility by cargo type
CargoFederal minimumNote
General freight, vehicle at or above 10,001 lbs$750,000The baseline figure for ordinary for-hire carriage
Oil and certain hazardous substances$1,000,000Applies to listed substances and oil transport
Specified hazardous materials$5,000,000The highest tier, and more than six times the general freight floor

Swipe the table sideways to see every column.

These figures come from the federal financial responsibility rules at 49 C.F.R. 387.9. Two points matter practically. First, an early settlement offer pitched at the general freight level tells you nothing about whether a higher minimum applied. Second, because these are minimums, the real question is what the carrier actually bought, which is established through disclosure rather than assumption.

A heavy truck carrying a large cylindrical tank
Two rulebooks
Carrier rules, and cargo rules.

06 The parallel rulebook

Quick answer

Where hazardous materials are involved, a second set of federal requirements applies on top of the ordinary carrier rules: endorsements on the driver's license, placards on the vehicle, shipping papers identifying the contents, and periodic inspection and testing of the tank itself. Each generates a record, and each is a place compliance can fail.

Our guide to FMCSA regulations and trucking safety covers the general carrier obligations. What follows sits alongside them.

  • Endorsements. Under the federal licensing rules at 49 C.F.R. Part 383, operating a tank vehicle requires a tank (N) endorsement, and carrying hazardous materials requires a hazardous materials (H) endorsement. A carrier that put an unendorsed driver in the seat has a problem before the collision is even analyzed.
  • Placards and shipping papers. Federal hazard communication rules at 49 C.F.R. Part 172 govern the display of placards and the carriage of shipping papers identifying the material. Those papers are the fastest route to establishing what was on board.
  • Cargo tank testing. Tanks are subject to periodic inspection and testing under 49 C.F.R. 180.407, on a schedule that varies with the tank specification and what it carries. The testing history is a document, and gaps in it are visible.
  • Emergency control features. Federal training guidance requires drivers to be trained on operating the tank's emergency controls. Whether those features functioned, and whether the driver used them, can materially affect how much material escaped.

07 The evidence that decides it

Quick answer

Shipping papers and the bill of lading, the driver qualification file including endorsements, hazardous materials training records, the cargo tank specification plate and its inspection and test history, electronic logging device data, dispatch records, loading records showing how full the tank was, and any environmental agency response reports.

The distinctive item is the loading record. How full the tank was goes directly to surge, and it is the sort of detail that stops being recoverable once the vehicle is repaired or scrapped.

  • Shipping papers. They identify the material precisely, which drives the insurance question, the regulatory question and your own medical follow-up.
  • Endorsement and training records. Whether the driver held the required endorsements, and whether the carrier can produce the specialized training records federal guidance calls for.
  • Tank testing history. The specification plate identifies the tank, and the inspection and test history shows whether required intervals were met.
  • Loading records. How much was loaded, and therefore how much room the liquid had to move in.
  • Response and sampling reports. Where there was a release, emergency responders and environmental agencies generate records identifying the substance and its extent.

08 What to do after the collision

Quick answer

Get distance from the vehicle first and stay upwind. Then: photograph the placards from where you are, tell medical staff you may have been exposed and to what, get assessed the same day even if you feel well, decline recorded statements, and get preservation demands out for the shipping papers and tank records.

The order is deliberate. On this page the first two steps protect your health, and only then does the evidence sequence begin.

1

Move away and stay upwind

Do not approach a leaking or burning tanker for any reason, including photographs. Vapors travel, and a release can be dangerous well beyond the visible scene. Follow the instructions of emergency responders about distance and evacuation.

2

Tell medical staff about exposure

Say what you saw and smelled, and show them any placard photograph you have. Some exposures produce delayed effects, and treatment may differ entirely depending on the substance involved.

3

Photograph the placards from a safe distance

The diamond-shaped hazard signs and any identifying numbers, plus the carrier name and USDOT number. Use zoom rather than proximity. This records the load before anyone can describe it differently.

4

Get assessed the same day

Even if you feel well. Inhalation and chemical exposure injuries frequently present later, and a same day record with the substance identified is what connects a later symptom to this incident.

5

Decline recorded statements

You are not required to give one. Where a release has occurred there may be several insurers and possibly an environmental contractor, and early accounts get used to narrow the claim.

6

Demand the shipping papers and tank records

In writing, naming the shipping papers, the driver qualification file, endorsement and training records, and the cargo tank inspection and test history.

A large tanker truck stopped at the side of a road
Timing
Federal records have retention limits.

09 Deadlines and vanishing evidence

Quick answer

The statute of limitations is set by state law and is commonly two years, though some states are shorter. Well before that, driver logs and inspection records reach federal retention limits, the vehicle is repaired or scrapped, and the loading records that establish how full the tank was become difficult to obtain.

Exposure cases carry an additional wrinkle: symptoms may appear long after the incident, and how that affects the deadline is a question of state law rather than a general rule.

  1. Days 1 to 14

    Preservation demands should land

    Naming the shipping papers, driver file, training records and tank test history. Until one arrives, ordinary retention schedules govern.

  2. Weeks 1 to 12

    The vehicle is repaired or disposed of

    The tank itself is evidence: its specification plate, its baffle configuration and its condition. Once it is gone, that inquiry closes.

  3. Months 1 to 12

    Federal records reach retention limits

    Driver logs and inspection records are kept for defined periods and then lawfully destroyed. Testing records have their own retention rules tied to the next due test.

  4. Year 1 to 2

    The filing deadline arrives

    Two years is the most common period. Where exposure symptoms emerged late, when the clock started is itself a legal question worth asking early.

Bottom line: the tank is evidence and it does not stay available. Ask about preserving the vehicle itself in the first conversation.

10 How state law changes the answer

Quick answer

Federal rules are national, but their effect inside a civil claim is not. State law decides whether breach of a federal safety rule establishes negligence by itself, how a claim for exposure without physical impact is treated, when the filing clock starts where harm appears late, and how fault is shared.

On this page the exposure question is the one that varies most and matters most.

  • Effect of a regulatory breach. Some states treat violation of a safety regulation as establishing negligence directly. Others treat it as evidence for a jury to weigh.
  • Exposure without impact. States differ considerably on claims for exposure, fear of future illness, and medical monitoring where no physical injury has yet appeared.
  • When the clock starts. Where an illness emerges later, whether time runs from the incident or from discovery is governed by state law and can be decisive.
  • Shared fault. Most states reduce recovery by your share. A minority bar it entirely once that share crosses a threshold.
A tank vehicle parked on an industrial site
Choosing counsel
Ask what the tank was carrying.

11 How to choose a tanker truck accident lawyer

Quick answer

Look for a firm that asks what the tank was carrying before discussing value, knows the federal minimums vary by cargo, plans to preserve the vehicle itself, understands how your state treats exposure claims, and has the resources to litigate against a carrier with substantial cover behind it.

The quickest test is the insurance question. A firm that assumes a general freight policy has not understood what kind of case this is.

  • They ask about the cargo first. Before any discussion of value, because value depends on it.
  • They know the minimums differ. And they intend to establish which applied rather than accepting an assumption.
  • They will preserve the vehicle. The tank, its plate and its configuration are evidence, and they disappear.
  • They understand exposure claims locally. Including medical monitoring and when the clock starts if illness appears later.
  • 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 what the tank was carrying and how they will prove it, which federal minimum applied, what has been demanded in writing and when, whether the vehicle is being preserved, how your state treats exposure claims, and exactly 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. What was in the tank, and how will you establish it?
  2. Which federal financial responsibility minimum applied to this load?
  3. What has been demanded in writing, and when did it go out?
  4. Is the vehicle being preserved, and who is arranging that?
  5. Did the driver hold the endorsements this load required?
  6. How does this state treat exposure claims and medical monitoring?
  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

No interest in the cargo. It determines the insurance floor and the applicable rules. An assumption about policy limits. Which minimum applied is a question of fact, not a guess. No plan for the vehicle. The tank is evidence and it gets repaired or scrapped. A promised number. Nobody can value this before the contents and the cover are established. Anyone who contacts you first. Unsolicited approaches to injured people 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 and hazardous materials 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 carrier experience

    A documented record litigating against motor carriers and their insurers, including federal compliance discovery.

  • Moves fast on physical evidence

    Preservation of the vehicle and demands for shipping papers and tank records in the first days.

  • 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: how a commercial claim runs, and what drives the numbers at the end of it.

Claims process

Commercial truck claims

How a commercial vehicle claim runs from collision through to resolution.

Read more Settlements

Settlement amounts

Why the applicable insurance floor changes the arithmetic from the outset.

Read more

Help in all 50 states

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

Northeast Southeast Midwest Southwest West Coast Mountain West Gulf States Interstate freight corridors

The federal financial responsibility minimums and the hazardous materials rules apply nationally. State law decides whether breach of a federal rule establishes negligence in itself, how exposure claims and medical monitoring are treated where no physical injury has yet appeared, when the clock starts if illness emerges later, and the filing deadline known as the statute of limitations. 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

Federal regulations are cited by section. Where a figure could not be traced to a primary release, it does not appear, and the omission is described below.

Federal regulations and guidance

  • 49 C.F.R. 387.9, minimum levels of financial responsibility for for-hire motor carriers. Source of the three tiers set out in section 05: 750,000 dollars for general freight at or above 10,001 pounds, 1,000,000 dollars for oil and certain hazardous substances, and 5,000,000 dollars for specified hazardous materials.
  • US Department of Transportation, Pipeline and Hazardous Materials Safety Administration, Cargo Tank Motor Vehicle Loading and Unloading Operations: Recommended Best Practices. Source of the specialized training requirements quoted in section 04, including emergency control features, high center of gravity, fluid-load surge and its effect on braking, stability differences among baffled, unbaffled and multi-compartmented tanks, and the effects of partial loads. PHMSA.
  • 49 C.F.R. Part 383, commercial driver's license standards, including the tank vehicle (N) and hazardous materials (H) endorsements referred to in section 06.
  • 49 C.F.R. Part 172, hazardous materials communication requirements including placarding and shipping papers; and 49 C.F.R. 180.407, continuing qualification and maintenance of cargo tanks, governing the inspection and testing intervals referred to in section 06.

What we have left out. Two widely repeated claims about how much more often tankers roll over than other heavy trucks appear on industry and legal websites. They disagree with each other by a factor of three, neither could be traced to a federal release, and so neither appears here. The surge and stability material in section 04 rests instead on what federal guidance actually requires drivers to be trained on, which is both verifiable and more useful in a case.

On the regulations cited without links. Several sections above are cited by number rather than hyperlinked, because we link only to pages we have retrieved and read. The section numbers are given in full so that any reader, or any attorney, can pull the current text directly from the eCFR and check that it still says what this page reports.

Our editorial standards

How we keep this guide accurate and worth trusting.

01

Regulations cited by section

So you can pull the current text yourself rather than taking our summary on trust.

02

Conflicting statistics are omitted

Where two sources disagree and neither traces to a primary release, we print neither.

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 regulatory 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. Regulations are cited by section so readers can check the current text for themselves.

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Common questions, answered

General information, not legal advice. How federal rules affect a civil claim, and how exposure claims are treated, differ by state, so talk to a licensed attorney about your own situation.

Why does it matter what the tank was carrying?

Because it sets the federal minimum insurance the carrier had to hold, determines which rules applied, decides what endorsements the driver needed, and tells your doctors what you may have been exposed to. Federal minimums run from 750,000 dollars for general freight up to 5,000,000 dollars for specified hazardous materials. Two identical-looking tankers can sit behind very different obligations.

What is liquid surge?

The movement of liquid cargo inside the tank when the vehicle brakes, accelerates or turns. Because liquid keeps moving after the truck has changed speed or direction, it applies force to the vehicle at exactly the wrong moment. Federal training guidance requires drivers to be trained on surge, on its effect on braking, and on how partial loads affect stability, so it is a recognized hazard rather than a theory.

Why would a half-full tank be more dangerous?

Because surge needs space. A tank filled to capacity gives the liquid little room to move, while a part-full tank gives it a great deal. Federal training requirements specifically name the effects of partial loads on vehicle stability. Some tanks contain baffles, perforated partitions that slow movement within a compartment, and some do not, so which type was involved is worth establishing.

How much insurance is likely to be available?

More than in an ordinary truck case, potentially far more. The federal minimums at 49 C.F.R. 387.9 are 750,000 dollars for general freight at or above 10,001 pounds, 1,000,000 dollars for oil and certain hazardous substances, and 5,000,000 dollars for specified hazardous materials. Those are floors rather than ceilings, and what the carrier actually purchased is established through disclosure.

What license does a tanker driver need?

A commercial driver's license with a tank vehicle (N) endorsement, under the federal licensing rules at 49 C.F.R. Part 383. Where the cargo is a hazardous material, a hazardous materials (H) endorsement is also required. Whether the driver held what the load required is one of the first things to check, because a carrier that dispatched an unendorsed driver has a compliance problem independent of how the collision happened.

I was exposed to fumes but not hit. Do I have a claim?

Possibly, and it depends heavily on your state. States differ considerably on claims for chemical exposure, for fear of future illness, and for medical monitoring where no physical injury has yet appeared. Get medical assessment the same day regardless, tell staff what you may have been exposed to, and get legal advice locally, because this is one of the areas where state law varies most.

What are the placards on the side of the truck?

Diamond-shaped hazard signs required by federal hazard communication rules at 49 C.F.R. Part 172. They identify the class of material being carried and carry identifying numbers. Photographing them from a safe distance is genuinely useful: it records what was on board, and it helps treating doctors work out what you may have encountered. Never approach a leaking or burning vehicle to get the picture.

What evidence matters most?

The shipping papers, because they identify the material precisely and everything else follows. After that: the driver qualification file including endorsements, hazardous materials training records, the cargo tank specification plate and its inspection and test history under 49 C.F.R. 180.407, electronic logging device data, and the loading records showing how full the tank was, which goes directly to surge.

Is the tank itself evidence?

Yes, and it is the item most often lost. The specification plate identifies the tank and its build standard, the internal configuration shows whether baffles were fitted, and the physical condition may show how a breach occurred. Vehicles get repaired or scrapped within weeks, so preserving the actual tank is something to raise with a lawyer in the first conversation rather than later.

How is a hazmat truck accident different from an ordinary truck crash?

A second body of federal rules applies to the cargo on top of the ordinary carrier rules: endorsement requirements, placarding, shipping papers, and periodic tank inspection and testing. Each generates records, and each is a point where compliance can fail. The minimum insurance is higher, and the harm can extend to people who were never struck, through fire, release or evacuation.

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 the vehicle is repaired or scrapped within weeks, and driver and inspection records reach federal retention limits within months. If symptoms appeared late, when the clock started is itself a legal question and worth asking about early rather than assuming.

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, which here can include engineering and toxicology experts. Ask what happens to those advanced costs if the case is lost, and ask whether the firm has run federal compliance discovery against a carrier before.

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 tanker 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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