Inland Empire Truck Accident Attorney

24Jun

0

If you or a loved one was hurt in a commercial truck accident anywhere in the Inland Empire — on the I-10, I-15 through the Cajon Pass, the I-215, the 60, the 91, or anywhere across Riverside and San Bernardino counties — you have a California personal injury claim that operates under both federal and state law. Federal regulations under 49 CFR Parts 390–399 impose specific safety duties on motor carriers and drivers, and violations are admissible in California civil court as evidence of negligence. The federal minimum insurance for general freight under 49 CFR § 387.9 is still $750,000 — a number set by the Motor Carrier Act of 1980 and never updated for inflation — but the real insurance landscape involves multiple policies, multiple defendants, and umbrella towers that can reach $100 million for major carriers. You have two years from the date of injury to file. Truck case evidence has a very short shelf life — ELD data, ECM downloads, driver qualification files, and surveillance video must be preserved within days or weeks of the crash. Free consultation with a California trial attorney: (833) 338-0369.

Commercial Truck Accidents Are Categorically Different From Car Accidents

I’ve been a California trial attorney for over 20 years. Commercial truck cases are not large car accident cases. They are their own discipline, with their own regulatory framework, their own evidence preservation timelines, their own defendants, and their own catastrophic injury patterns.

The size and weight differential alone tells the physical story. A fully loaded tractor-trailer can weigh 80,000 pounds. A passenger car typically weighs 3,000 to 5,000 pounds. When a truck hits a car at any meaningful speed, the physics produce catastrophic outcomes — traumatic brain injuries, spinal cord injuries, multiple fractures, internal injuries, burn injuries from fuel fires, and far too often, death.

The legal story is equally distinct. A commercial truck case involves:

1. Federal regulations under the Federal Motor Carrier Safety Regulations (FMCSRs), which the California Code of Regulations adopts and which California courts treat as evidence of the standard of care

2. State law under California Vehicle Code §§ 34500 et seq., the California Code of Regulations Title 13, and standard California negligence law

3. Multiple potential defendants beyond just the driver — the motor carrier, the truck owner, the trailer owner, the freight broker, maintenance contractors, parts manufacturers, and cargo loaders

4. Multiple potential insurance policies layered across primary, excess, and umbrella coverage with different limits and different conditions

5. Time-sensitive evidence — electronic logging device data, engine control module downloads, hours of service logs, driver qualification files, drug and alcohol test records, and maintenance records that disappear, get modified, or expire on standard cycles within days or weeks

A general personal injury lawyer who handles truck cases the same way as auto cases will miss most of this. The case will get worked on the wrong insurance policy, the wrong defendants will be named, and the critical evidence will be lost before formal discovery begins. This post explains what the law actually requires, who the defendants are, what evidence has to be preserved, and what to do.

The Inland Empire Is the Western United States’ Trucking Hub

If you want to understand why truck accidents are particularly common across Riverside and San Bernardino counties, look at a logistics map.

The Inland Empire is the largest warehouse and distribution market in the western United States. Distribution centers operated by Amazon, Walmart, Target, Costco, FedEx, UPS, Home Depot, Lowe’s, IKEA, and hundreds of third-party logistics operators line the I-10, I-15, I-215, and 60 corridors. Freight from the ports of Los Angeles and Long Beach flows east through the Inland Empire on the way to the rest of the country. Freight from the Mexican border crosses into California and moves through Inland Empire warehouses before redistribution.

The result is concentrated commercial truck traffic at a level that even regular Inland Empire residents underestimate. Tens of thousands of commercial trucks operate across the region every day. The freeways that carry them — the I-10 between Pomona and the Pass, the I-15 through the Cajon Pass, the I-215 through Riverside and San Bernardino, the 60 across the south side, the 91 between the Inland Empire and Orange County — see commercial truck volume that rivals anywhere in the country.

When something goes wrong, the consequences fall on the cars, motorcycles, pedestrians, and cyclists in the truck’s path. That is why the Inland Empire produces a disproportionate share of California’s catastrophic truck injury and wrongful death cases.

The Federal Legal Framework — Motor Carrier Safety Regulations

The Federal Motor Carrier Safety Administration (FMCSA) regulates commercial trucking in the United States through the Federal Motor Carrier Safety Regulations, codified primarily at 49 CFR Parts 350–399. California has adopted these regulations through Title 13 of the California Code of Regulations and applies them to intrastate motor carriers as well as interstate carriers.

The regulations relevant to most California truck accident cases include:

Driver Qualifications — 49 CFR Part 391

Motor carriers must maintain a Driver Qualification File for every driver. The file must include the driver’s application, motor vehicle record from every state of operation, road test results, medical examiner’s certificate, and other qualification documents. Carriers are required to perform background checks, including a check of the driver’s prior employment for the past three years. The driver qualification file is one of the most important pieces of evidence in a serious truck case. When carriers cut corners on driver qualifications — hiring drivers with poor safety records, falsifying records, or skipping required checks — those failures are the basis for negligent hiring claims.

Hours of Service — 49 CFR Part 395

Federal Hours of Service regulations limit the time drivers can spend on duty and driving. The key rules:

• 11-hour driving limit — A property-carrying driver may drive a maximum of 11 hours after 10 consecutive hours off duty
• 14-hour duty limit — A driver may not drive beyond the 14th consecutive hour after coming on duty
• 60/70-hour limit — A driver may not drive after 60 hours on duty in 7 consecutive days, or 70 hours in 8 consecutive days
• 30-minute break — Drivers must take a 30-minute break after 8 cumulative hours of driving time

Hours of service violations are one of the most common factors in catastrophic truck cases. Driver fatigue impairs reaction time, judgment, and lane control. The data lives in the Electronic Logging Device (ELD), which has been federally required since December 2017 under 49 CFR § 395.8. When a serious crash involves a fatigued driver, the ELD data tells the story — if it is preserved in time.

Vehicle Inspection, Repair, and Maintenance — 49 CFR Part 396

Motor carriers must systematically inspect, repair, and maintain commercial vehicles, and drivers must perform pre-trip inspections of brakes, tires, lights, and other safety equipment. Maintenance records must be retained. When a brake failure on the Cajon Pass causes a catastrophic crash, the maintenance records — or the absence of them — are usually the case.

Drug and Alcohol Testing — 49 CFR Part 382

Commercial drivers are subject to federally-mandated drug and alcohol testing, including pre-employment, random, post-accident, and reasonable suspicion testing. Test results, including refusals, must be retained. Failures to test, falsified tests, and tests showing impairment are admissible evidence and powerful claim drivers.

Commercial Driver’s Licenses — 49 CFR Part 383

Commercial drivers must hold a Commercial Driver’s License (CDL) and meet specific medical qualification requirements. Drivers operating without the proper CDL endorsement (for example, hauling hazardous materials without the hazmat endorsement) face additional liability theories.

Why FMCSR Violations Matter in California Civil Court

California courts treat FMCSR violations as evidence of the standard of care in commercial trucking cases. When a serious truck case involves an HOS violation, a maintenance deficiency, a driver qualification failure, or a falsified record, the violation is itself a building block of the negligence case — separately from any state Vehicle Code violation.

The California Truck Insurance Landscape — Why the Federal Minimum Is Inadequate

Here is one of the most consequential facts in modern California trucking litigation, and it deserves its own section.

The federal minimum insurance for general freight interstate carriers under 49 CFR § 387.9 is $750,000 per incident. That number was set by the Motor Carrier Act of 1980 and has not been updated for inflation in 46 years. In 2026 dollars, the $750,000 minimum from 1980 should be roughly $2.8 million. The federal floor has not kept up with catastrophic injury costs by any reasonable measure.

The actual insurance picture is different from the federal floor:

• Most owner-operators carry $1 million in primary liability — because freight brokers require it as a condition of accepting loads
• Regional and national carriers commonly carry $1 million to $5 million in primary liability plus excess or umbrella coverage stacking into the tens of millions of dollars
• Mega-carriers (large national fleets) sometimes hold insurance towers of $100 million or more, structured across primary, excess, and umbrella layers
• Hazardous materials carriers are required to carry at least $5 million for the most dangerous commodities (explosives, poison gas, radioactive materials) under 49 CFR § 387.9
• Oil and petroleum carriers are required to carry at least $1 million
• The MCS-90 endorsement is a federally mandated endorsement attached to every interstate motor carrier’s primary liability policy. It requires the insurer to pay public-liability judgments up to the federal minimum even when the policy would otherwise deny coverage for the specific incident. This is a powerful tool for plaintiffs and worth knowing about.

The practical implication: the difference between a $750,000 settlement and a $5 million or $10 million settlement in a catastrophic Inland Empire truck case usually comes down to whether the lawyer identifies and pursues every available primary, excess, and umbrella policy across every potentially liable defendant. That work happens in the first few weeks of the case.

The Defendants Are Almost Always Plural

In a serious commercial truck case, the right answer is rarely just “sue the driver.” A properly developed Inland Empire truck case identifies and pursues every defendant whose negligence contributed:

• The truck driver — for direct negligence in operating the vehicle
• The motor carrier (trucking company) — for negligent hiring, training, supervision, retention, and entrustment, plus vicarious liability for the driver under respondeat superior, plus direct liability for FMCSR violations
• The truck owner — when the truck is owned by an entity other than the motor carrier (leased equipment is common)
• The trailer owner — separate from the truck owner in many configurations
• The freight broker or shipper — broker liability under California law has been actively litigated, and brokers who exercise meaningful control over the carrier’s safety practices, or who knowingly hire carriers with poor safety records, can be liable
• Maintenance contractors — third-party service providers responsible for brake maintenance, tire service, inspections, and repairs
• Parts manufacturers — when defective brakes, tires, lights, or other components contributed
• The cargo loader — when improperly loaded or secured cargo shifted and caused the crash
• The vehicle manufacturer — when the truck or trailer itself had design defects
• The vehicle and equipment owners’ employers — for negligent hiring and supervision claims separate from the motor carrier theory
• Government entities — when defective road conditions, missing signage, or other public-property factors contributed (subject to the six-month claim deadline under Government Code § 911.2)

Each defendant typically has separate insurance. Each insurance policy potentially adds to the available recovery. Mapping the full defendant and policy structure in the first thirty days is what makes the difference between a settlement that covers your bills and a settlement that genuinely compensates a family for catastrophic harm.

Evidence Preservation — The First 72 Hours Determine the Case

Truck cases live or die on evidence that disappears fast. The most important pieces include:

• Electronic Logging Device (ELD) data — Hours of service compliance, driving time, on-duty time. Federal regulations require retention but ELDs use rolling memory and data can be lost.
• Engine Control Module (ECM) “black box” data — Speed, braking, throttle position, and other engine and driver inputs from the moments leading up to and through the crash. Data is overwritten on use unless preserved.
• Driver Qualification File — Application, motor vehicle records, employment history, medical certifications, training records.
• Drug and alcohol test records — Pre-employment, random, post-accident, and refusal records.
• Maintenance and inspection records — Pre-trip inspections, scheduled maintenance, brake and tire service records.
• Carrier safety records — CSA (Compliance, Safety, Accountability) scores, prior FMCSA inspections and violations, prior accidents.
• Surveillance video — Highway cameras, business cameras, parking lot cameras, and (in increasingly common circumstances) dashboard cameras inside the truck itself. Routinely overwritten in 7 to 30 days.
• Trip planning documents — Bills of lading, dispatch records, routing instructions, GPS data.
• Cell phone records — Driver phone usage in the period before and during the crash.
• The truck itself — Physical inspection of brakes, tires, lights, mirrors, and the cab interior.

A lawyer hired in the first 72 hours sends comprehensive preservation letters to the motor carrier, the truck owner, the trailer owner, the broker, the maintenance contractors, and any third parties holding relevant records. Those letters create legal obligations to preserve the evidence and create spoliation claims if evidence is destroyed afterward. A lawyer hired in week six has often missed the most important pieces.

The Cajon Pass and Other Inland Empire Truck Corridors

The Cajon Pass — the I-15 section between San Bernardino and the high desert — deserves its own discussion because it produces a disproportionate share of catastrophic Inland Empire truck cases.

The Pass climbs from roughly 1,000 feet to over 4,000 feet elevation across a steep grade. Trucks going east and up the Pass face high engine and transmission stress; trucks coming west and down face brake stress that has produced repeated catastrophic brake-failure crashes over the years. Weather events — sudden storms, ice, snow at the higher elevations, fog, Santa Ana wind events — compound the danger. The runaway truck ramps on the southbound side exist for a reason, and they save lives, but they do not always work in time.

Other Inland Empire corridors that produce serious truck cases include:

• I-10 through Fontana, Ontario, and the Pomona Valley — heavy commercial truck traffic between Los Angeles and the Coachella Valley/Phoenix, with merging and weaving zones around the major interchanges
• I-215 from Riverside to San Bernardino — heavy north-south commercial traffic
• State Route 60 (Pomona Freeway / Moreno Valley Freeway) — cuts across the southern Inland Empire with high truck volume between LA County and the I-215 corridor
• State Route 91 (Riverside Freeway) — commuter and commercial mix between the Inland Empire and Orange County, with notorious congestion
• State Route 210 (Foothill Freeway) — east-west across Rancho Cucamonga, Fontana, and San Bernardino
• Interstate 40 (Mojave Freeway) — east of Barstow, primarily commercial cross-country traffic
• U.S. 395 — high desert corridor with high speeds, fatigue-related crashes, and limited emergency response infrastructure

Common Causes of Inland Empire Truck Accidents

After more than 20 years, the causes cluster around recurring themes:

• Driver fatigue and HOS violations — drivers pressured by carriers, brokers, or themselves to push past federal limits
• Distracted driving — phone use, navigation, food, in-cab entertainment
• Speeding and excessive speed for conditions — particularly downhill on the Cajon Pass
• Inadequate vehicle maintenance — brake failures, tire blowouts, mechanical defects
• Improper loading and cargo securement — shifted cargo, overloaded trailers, improperly distributed weight
• Driver impairment — alcohol, illegal drugs, prescription medications, marijuana
• Inadequate driver training — particularly newer carriers with insufficient training programs
• Negligent hiring — carriers hiring drivers with poor records, falsified credentials, or known safety issues
• Inadequate trip planning — failing to account for weather, traffic, or road conditions
• Defective parts — tires, brakes, lights, mirrors
• Aggressive driving and road rage — particularly during heavy commute periods
• Roadway design and maintenance issues — particularly on older Inland Empire highways

Experience: What 20+ Years of California Trucking Practice Has Taught Me

After more than two decades of California trucking practice, here is what I want every injured person and every family to understand.

The carrier’s response team is faster than yours

When a serious truck crash happens on the I-10 or the Cajon Pass, the motor carrier’s rapid response team is often on scene within hours — sometimes before the cars have been towed away. Carrier-side investigators photograph the scene, interview witnesses, download the truck’s ECM data, and begin building the defense file the same day. Many large carriers retain national defense law firms on retainer for exactly this work.

If the injured family does not retain counsel in the first days, the carrier has weeks of head start on evidence collection, witness identification, and narrative construction. By the time the injured person is out of the hospital and looking for a lawyer, the case may already have been substantially shaped by the carrier’s investigators.

The discovery moves that matter

In a serious Inland Empire truck case, the first formal discovery requests go after specific evidence categories: ELD data for the driver for the prior 7 days, ECM data from the truck, the complete driver qualification file, drug and alcohol test results, post-crash drug test results, all maintenance records for the truck for the prior 12 months, the carrier’s safety policies and procedures, CSA scores and FMCSA inspection history, dispatch records, bills of lading, broker records, cell phone records, surveillance video from highway cameras and nearby businesses, and any in-cab camera footage.

The defense will object to most of this. The proper response is targeted motions to compel that establish the relevance under both the FMCSRs and California discovery law. A lawyer who does not know how to litigate truck case discovery loses the case in the first six months.

The multi-defendant strategy is the case

The single highest-leverage move in most serious truck cases is identifying every defendant. The driver. The motor carrier. The truck owner if separate. The trailer owner if separate. The broker if it exercised control over safety. Maintenance contractors. Cargo loaders. Manufacturers. Each adds insurance. Each creates strategic pressure across multiple files.

Carriers in particular operate with corporate structures designed to limit exposure — owner-operator agreements, separate equipment-leasing entities, captive insurance arrangements. The lawyer’s job is to look through these structures to the entities and individuals that actually controlled the safety risk that caused the harm.

Broker liability is a contested but real frontier

The question of when freight brokers can be held liable for the negligent acts of motor carriers they hire has been actively litigated in federal and state courts over the last decade. The Ninth Circuit’s decision in Miller v. C.H. Robinson Worldwide, Inc. (9th Cir. 2020) 976 F.3d 1016 opened a path to broker liability for negligent selection of unsafe motor carriers, though the doctrine remains contested. In California cases where a broker hired a motor carrier with known safety problems, broker liability is worth pursuing in appropriate cases.

The honest math on Inland Empire truck cases

After more than 20 years of California trucking practice, the honest assessment is this. Catastrophic Inland Empire truck cases — spinal cord injuries from rollovers, traumatic brain injuries from rear-ends, wrongful death cases on the Cajon Pass or any of the major corridors — are typically seven and eight-figure cases when properly developed. The federal minimum coverage of $750,000 is rarely the ceiling because the insurance landscape for serious commercial trucking involves multiple primary, excess, and umbrella policies. The lawyer’s job is to find them all.

The carriers know which firms develop these cases properly. The settlement offers track accordingly. The cases that settle in the low six figures are usually cases where the lawyer accepted the carrier’s framing of the available insurance instead of doing the work to identify the full picture.

What Insurance Companies and Defendants Do in Catastrophic Truck Cases

Expect all of the following:

• Immediate scene investigation by the carrier’s response team
• Quick attempts to obtain a recorded statement from the injured person, sometimes in the hospital
• Pressure on the injured person to sign broad medical authorizations
• Aggressive disputes over which insurance policies apply, particularly excess and umbrella layers
• Spoliation of evidence — sometimes inadvertent, sometimes not. ELD data gets “lost.” Maintenance records become incomplete. Witnesses become unavailable.
• Defense investigations of the injured person’s social media, prior medical history, work history, and criminal background
• Surveillance, including drone surveillance for catastrophic injury plaintiffs
• Independent Medical Examinations by defense-oriented physicians
• Defense theories framing the injured person as the primary or sole cause of the crash
• Aggressive deposition strategy

You owe none of these things. You are not required to give a recorded statement. You are not required to sign their authorizations. You are not required to accept their early offer.

What Your Inland Empire Truck Accident Case Might Be Worth

The components of value in a California commercial truck case include:

Economic damages

• Past and future medical expenses, often including extensive surgery, rehabilitation, and lifetime care
• Past and future lost income
• Lost earning capacity (often the largest component for working-age plaintiffs)
• Property damage
• Out-of-pocket costs

Non-economic damages

• Past and future pain and suffering
• Mental anguish, anxiety, depression, PTSD
• Loss of enjoyment of life
• Disfigurement and scarring
• Loss of consortium for spouses

Punitive damages

Available in cases involving outrageous conduct — knowing HOS violations, falsified driver records, drivers with prior DUIs hired anyway, or systemic safety violations by the carrier.

There is no cap on non-economic damages in non-medical-malpractice trucking cases in California. Catastrophic truck cases routinely produce seven and eight-figure recoveries when properly developed. The largest national trucking verdicts have exceeded $1 billion in particularly egregious cases.

What to Do in the First 72 Hours After an Inland Empire Truck Crash

• Call 911 and get medical care. Get a CHP or local police traffic collision report number.
• Get the trucking company name off the truck, the cab door, and the trailer if you can do so safely.
• Photograph the scene before vehicles are moved. Truck, trailer, cargo, debris, road conditions, traffic signage, weather, your injuries.
• Identify witnesses. Other motorists, passengers, anyone who saw the crash. Names, phone numbers, email addresses.
• Preserve your own vehicle. Do not authorize repairs or salvage without consulting a lawyer. The vehicle is evidence.
• Do not give a recorded statement to any insurance company.
• Do not sign anything the carrier, broker, or any insurer puts in front of you.
• Notify your own auto insurance company of the crash. Be brief and factual.
• Stay off social media about the crash.
• Verify your attorney by checking active California Bar standing at the State Bar of California attorney search.
• Call a California commercial truck accident trial attorney immediately. The first preservation letters need to go out within days. (833) 338-0369.

How to Choose the Right Inland Empire Truck Accident Attorney

The checklist I’d use for my own family:

1. They have actual commercial truck case experience. Ask directly how many commercial truck cases they have handled in the last five years and what the outcomes were. General PI experience is not enough.

2. They know the FMCSRs. Parts 391, 395, 396, 382, 387. If they fumble these without looking them up, keep calling.

3. They have peer-reviewed credentials. Million Dollar Advocates Forum, Super Lawyers, Best Lawyers in America, Martindale-Hubbell AV Preeminent, ABOTA, the Litigator Award.

4. They have catastrophic injury experience. Most serious truck cases involve catastrophic injuries.

5. The lead attorney personally handles the case. Not a paralegal triage system.

6. Strong expert network. Accident reconstruction, trucking safety, biomechanics, life care planning, vocational economics, brake and tire experts.

7. Financial capacity to litigate to verdict. These cases cost real money to develop properly.

8. Active California State Bar standing with no public discipline.

9. Willingness to try the case. Ask directly.

Frequently Asked Questions

How long do I have to file a commercial truck accident lawsuit in California?

The general statute of limitations is two years from the date of injury under California Code of Civil Procedure section 335.1. If a government entity is potentially liable (a poorly-maintained roadway, a Caltrans design defect, a public vehicle), an administrative claim must be filed within six months under Government Code section 911.2.

What federal regulations apply to commercial trucks in California?

The Federal Motor Carrier Safety Regulations at 49 CFR Parts 350 through 399 set the federal standard. Key parts include Part 391 (driver qualifications), Part 395 (Hours of Service), Part 396 (vehicle maintenance), Part 382 (drug and alcohol testing), and Part 387 (insurance and financial responsibility). California adopts these regulations through Title 13 of the California Code of Regulations and applies them to interstate and intrastate carriers. FMCSR violations are admissible in California civil court as evidence of the standard of care.

What is the minimum insurance for commercial trucks in California?

The federal minimum under 49 CFR section 387.9 is $750,000 for general freight interstate carriers, $1,000,000 for oil and petroleum carriers, and $5,000,000 for hazardous materials carriers. These minimums were set in 1980 and have not been adjusted for inflation. Most owner-operators carry $1 million because freight brokers require it, and larger carriers carry $1 million to $5 million in primary coverage plus excess and umbrella coverage that can stack into the tens of millions of dollars.

Who can be sued in an Inland Empire commercial truck accident case?

Potential defendants include the truck driver, the motor carrier, the truck owner (if different from the carrier), the trailer owner, the freight broker, maintenance contractors, parts manufacturers, the cargo loader, and the vehicle manufacturer. Each typically has separate insurance, and identifying every defendant in the first thirty days is critical.

What is the MCS-90 endorsement?

The MCS-90 is a federally-mandated endorsement attached to every interstate motor carrier’s primary liability insurance policy. It requires the insurer to pay public-liability judgments up to the federal minimum financial responsibility level even when the policy would otherwise deny coverage for the specific incident. It is a powerful tool for plaintiffs in cases where insurance coverage is disputed.

How much is my Inland Empire truck accident case worth?

Case values depend on the severity of the injuries, the strength of liability evidence, the available insurance coverage and assets, and the strength of the legal team. Moderate cases routinely produce six and seven-figure recoveries. Catastrophic cases involving traumatic brain injuries, spinal cord injuries, or death routinely produce seven and eight-figure recoveries when properly developed.

What evidence do I need for a commercial truck accident case?

Critical evidence includes the police traffic collision report, the Electronic Logging Device (ELD) data, the Engine Control Module (ECM) “black box” data, the driver qualification file, drug and alcohol test results, vehicle maintenance records, the carrier’s CSA safety scores and FMCSA inspection history, dispatch and bill of lading records, surveillance video, cell phone records, and witness statements. Most of this evidence has a short shelf life and must be preserved through formal legal letters within days or weeks of the crash.

How much does an Inland Empire truck accident lawyer cost?

Nothing up front. California personal injury cases are handled on contingency. The fee is a percentage of the recovery, and if there is no recovery there is no attorney fee. The firm typically also advances all case costs (expert fees, deposition costs, court costs), repayable from the recovery. Consultations are free.

Can the freight broker or shipper be sued in a California truck accident case?

Sometimes. Broker liability has been actively litigated in federal and state courts over the last decade. The Ninth Circuit’s decision in Miller v. C.H. Robinson Worldwide opened a pathway to broker liability for negligent selection of unsafe motor carriers, though the doctrine remains contested. Brokers who exercised meaningful control over the carrier’s safety practices, or who knowingly hired carriers with poor safety records, may be liable in appropriate cases.

Can a Beverly Hills firm handle my Inland Empire truck accident case?

Yes. Khorshidi Law Firm handles commercial truck cases throughout California, including the full Inland Empire and the Cajon Pass corridor. The firm files in Riverside Superior Court or San Bernardino Superior Court depending on the location of the crash and travels to clients for in-person consultations.

Talk to a Trial Attorney Today — Free, Confidential, No Obligation

If you or a loved one was hurt in a commercial truck accident anywhere in the Inland Empire, call Khorshidi Law Firm at (833) 338-0369 for a free, confidential consultation with attorney Omid Khorshidi. We will review the facts, identify every potential defendant and insurance policy, send preservation letters within days to lock down ELD data, ECM downloads, driver qualification files, surveillance video, and maintenance records before they are lost or modified. You owe us nothing unless we win.

These are not cases that should be handled by general-practice lawyers or by firms that do not understand the FMCSR framework. If the insurance company does not pay you what’s fair, I’ll take them to trial and make them pay. After more than 20 years, that’s the practice.

Khorshidi Law Firm, APC 8822 W. Olympic Blvd. Beverly Hills, CA 90211 Phone: (833) 338-0369 Serving commercial truck accident victims throughout the Inland Empire and all of California, including Riverside, San Bernardino, Ontario, Rancho Cucamonga, Fontana, Moreno Valley, Corona, Murrieta, Temecula, the Cajon Pass corridor, Hesperia, Victorville, Apple Valley, Barstow, and the surrounding communities.

You can verify our California Bar standing at the State Bar of California attorney search.

Disclaimer: This blog is for informational purposes and is not legal advice. Every case is different and outcomes depend on the specific facts, evidence, and law applicable to your situation. The Experience section reflects general patterns from California commercial trucking practice and is not a representation of specific case results. Past results do not guarantee future outcomes. Communication through this page does not create an attorney-client relationship. For advice about your specific matter, please contact our office directly.