Reviewed by Larry “Jimmy” Peters, attorney — licensed in Tennessee (BPR #37889), Mississippi, Arkansas, Kentucky, Texas and Georgia. Last reviewed: July 2026.
Quick answer: Tennessee has a universal helmet law — Tenn. Code Ann. § 55-9-302 requires a helmet for every rider and every passenger, regardless of age. The “21 years of age or older” language in the statute does not exempt anyone; it only changes which helmet standard is acceptable. Beyond the helmet, a Bartlett motorcycle claim turns on rider bias, on the left-turn driver who says he never saw you, and on Tennessee’s 50% fault bar — the rule insurers lean on hardest against riders. Suit must generally be filed within one year.
Sources: Tenn. Code Ann. §§ 55-9-302, 55-12-102(12)(D), 28-3-104(a)(1)(A); Insurance Research Council, 2023 data year.
Tennessee’s helmet law — and the nuance almost everyone gets wrong
Tennessee’s helmet requirement is at Tenn. Code Ann. § 55-9-302, and it is universal. Every operator and every passenger on a motorcycle must wear a crash helmet, regardless of age. There is no age at which the requirement stops applying.
This causes constant confusion, because the statute contains the phrase “twenty-one (21) years of age or older,” and a good deal of internet commentary reads that as an exemption. It is not. What that language actually does is change which helmet standard is acceptable. Riders and passengers who are 21 or older may use a helmet meeting the additional standards the statute recognizes — helmets bearing an ASTM, CPSC or Snell label, which allows for designs with wider vents than the traditional federal standard permits. A rider who is 21 and wearing a properly labeled helmet of that type is complying with the law. A rider who is 21 and wearing nothing is not.
The statute does contain genuine exceptions, and they are narrow. Subsection (b) excludes:
- a vehicle with an enclosed cab;
- a fully enclosed autocycle;
- golf carts;
- parades, where the rider is 18 or older and speeds do not exceed 30 miles per hour; and
- funeral processions and memorial rides conducted under police escort, where the rider is 21 or older, speeds do not exceed 30 miles per hour, and the route does not exceed 50 miles — an exception added by 2023 Tenn. Acts ch. 100 § 6, effective July 1, 2024.
None of those describes an ordinary ride down Stage Road (State Route 15 / U.S. 64) on a Saturday. If you were riding in Bartlett, you were required to wear a helmet.
In short: Tennessee’s helmet law applies to every rider and every passenger at every age. Turning 21 does not exempt you — it only widens the range of helmet standards you may lawfully use.
How helmet use shows up in your claim
Because the requirement is universal, the helmet question in a Tennessee case is usually about compliance rather than choice. If you were wearing a properly labeled helmet, expect the insurer to move on to other arguments. If you were not, expect the issue to be raised, and expect it to be raised in every claim regardless of whether your injuries had anything to do with your head.
That last point matters. A rider with a shattered tibia and no head injury has an obvious answer to a helmet argument: the helmet had nothing to do with the injury being claimed. Where the injuries are head or facial injuries, the argument gets more serious, and how far an insurer or a jury can take it depends on the specific facts and on how the issue is presented. This is one of the parts of a Tennessee motorcycle case where general internet advice is worth very little and a lawyer’s read of your actual medical evidence is worth a lot.
Two practical consequences follow. First, keep the helmet. Do not throw it out, do not let a tow yard keep it, and do not let anyone clean it. A helmet with a documented impact is physical proof of what your head did in the crash, and its condition can be examined. Second, keep the rest of the gear — jacket, gloves, boots, pants. Abrasion and impact patterns on gear tell a reconstruction story about direction, speed and sequence that photographs of the bike alone will not.
Rider bias: the unspoken part of every motorcycle claim
Adjusters and jurors bring assumptions to motorcycle cases that they do not bring to car cases. Nobody says it out loud, but it shapes the file from the first phone call: that riders are risk-takers, that they speed, that they weave, that they knew what they were signing up for. A rider who was doing nothing wrong still starts from a position of having to prove it.
You can see the bias in how claims are handled. Fault percentages get assigned more aggressively. Speed estimates from a driver who says he “never saw the bike” get taken seriously despite the obvious contradiction — a driver who never saw you is not a reliable witness to how fast you were going. Injuries get characterized as the predictable consequence of riding rather than of being hit.
The way to answer bias is not to argue about it. It is to build a file that leaves no room for it:
- Physical evidence over narrative. Scene measurements, final rest positions, gouge and scrape marks, the damage profile on the car, and where the bike ended up relative to the point of impact.
- Independent witnesses. A neutral third party who saw the sequence is worth more in a motorcycle case than in almost any other kind of claim.
- Objective proof of your speed and lane position where it exists — helmet or bike-mounted camera footage, business surveillance video along commercial corridors, and any data the vehicles recorded.
- Your riding record and your gear. A licensed, endorsed, properly geared rider on a maintained motorcycle is a different picture from the one the adjuster started with.
Your licensing and endorsement status, your riding history, and the condition and maintenance of the motorcycle are among the first things an insurer looks at. Where those facts are good, they belong in the file early rather than surfacing months later.
The left turn across your path
The most common way riders are seriously hurt in a place like Bartlett is not a spectacular high-speed crash. It is a driver turning left across the rider’s lane at a commercial driveway or an unprotected signal, at ordinary speeds, in daylight.
The mechanics are consistent. A driver waiting to turn left scans for a gap. A motorcycle presents a narrow frontal profile that is easy to miss in a scan built around the size and headlight spacing of a car, and it is much harder to judge the closing speed of a narrow object than of a wide one. The driver perceives a gap that is not there, commits to the turn, and the rider — who has a fraction of a second and no protection — either lays the bike down or strikes the side of the vehicle.
The corridors that generate this pattern in Bartlett are the ones with the most conflict points:
- Stage Road (State Route 15 / U.S. 64) — the retail spine, with near-continuous curb cuts. Every shopping-center entrance is a left-turn conflict.
- Summer Avenue (U.S. 70) — mixed commercial frontage on both sides, frequent lane changes and turning traffic.
- Germantown Parkway (State Route 177) — the Wolfchase retail corridor, with heavy volumes and constant lot exits.
- Yale Road and Old Brownsville Road — older two-lane roads with limited sight distance and no dedicated turn lanes. In June 2025 a failure-to-yield left turn at Yale Road and Old Brownsville Road sent two juveniles and an adult driver to the hospital.
- Kirby-Whitten Parkway and Appling Road — connectors carrying commuter and school traffic through residential areas.
When the driver says “he came out of nowhere,” that is not a defense. It is an admission of a failure to see what was there to be seen. The claim then usually reduces to a conspicuity argument: the insurer will say the rider was hard to see, and the answer is built from lane position, headlight use, gear color, sight-line geometry and what other drivers on the road managed to observe without difficulty.
Bartlett road hazards that only matter on two wheels
A patch of gravel is nothing in a car and a crash on a motorcycle. Bartlett has several hazard types worth knowing about specifically because they are two-wheel problems.
Railroad crossings. A CSX line runs north–south through the center of Bartlett. Federal Railroad Administration inventory records show 9 public at-grade crossings inside the city. Six — Yale Road, Alturia Road, Old Brownsville Road, Centralia Road, St. Elmo Road, Oak Road — have gates. Three do not: Stage Road, Raleigh LaGrange Road, Ferguson Street. The busiest crossing in the city by a wide margin is one of the ungated three: the Stage Road crossing, FRA ID 348502B, carries roughly 30,221 vehicles a day with flashing lights only, with no gates. For a rider, crossings present two separate problems — the warning-device question, and the crossing surface itself. Rails taken at a shallow angle, uneven pavement at the approach, and wet steel are all loss-of-control hazards that a car simply drives over. In April 2025 a CSX train struck a funeral-home limousine at the Stage Road crossing near Sycamore View, injuring six people, including a child. A Bartlett alderman told reporters the crossing has warning lights but no crossing gates.
Pavement edges and surface transitions. Older roads such as Old Brownsville Road, Elmore Park Road, Raleigh LaGrange Road and Billy Maher Road have narrow lanes, edge drop-offs where the shoulder has eroded below the pavement, and patched surfaces. A drop-off that catches a front tire at speed can end a ride instantly. In December 2024 a single-vehicle crash into a tree on Billy Maher Road near Old Brownsville Road killed the driver.
Debris and spillage at commercial driveways. Gravel dragged onto Stage Road (State Route 15 / U.S. 64) from a construction entrance, diesel spilled at a fueling stop on Summer Avenue (U.S. 70), or mud tracked from a site onto Appling Road are all traction hazards. Where the substance came from a specific business or contractor, there may be a responsible party beyond the driver who hit you — or no driver at all.
Interchange ramps. Interstate 40 forms the southern edge of the area, with the Sycamore View Road (Exit 12) and Whitten Road (Exit 14) interchanges. Ramps combine tight radii, gravel accumulation at the edges and large speed differentials with merging heavy vehicles.
Hazard cases involving a road authority or a contractor carry their own notice requirements and procedural rules that differ from an ordinary claim against a driver, and they need to be identified early rather than discovered late.
Why motorcycle injuries are different
There is no structural difference in the law between a motorcycle claim and a car claim. There is an enormous difference in the medicine, and that difference drives everything downstream.
A car occupant is inside a steel cage with crumple zones, seat belts and airbags designed to manage the energy of a collision over distance and time. A rider has none of that. The energy goes into the body and then into the pavement. The result is a recognizable injury profile: traumatic brain injury, spinal and pelvic fractures, open fractures of the lower leg, degloving and road rash requiring grafting, shoulder and clavicle fractures, internal injuries and, in the worst cases, amputation.
Those injuries mean longer treatment arcs, multiple surgeries, hardware, rehabilitation and often permanent restriction. They also mean the claim frequently is not about a few months of physical therapy but about future medical care and the difference between what you could earn before and what you can earn now.
Care routing matters too. Saint Francis Hospital–Bartlett, 2986 Kate Bond Road is a 196-bed hospital with a 24-hour emergency room — the only full-service hospital inside Bartlett. It is not a designated trauma center at any level. Riders with severe injuries are typically taken or transferred to the Elvis Presley Trauma Center at Regional One Health, 877 Jefferson Avenue in Memphis, the only Level I trauma center within a 150-mile radius, which serves patients from Tennessee, Mississippi, Arkansas and Missouri. If you or your family member went to Memphis rather than being treated in Bartlett, the transfer itself documents the severity of the injury — and it also means records will exist at two facilities, both of which have to be collected.
Countywide context: Shelby County recorded 30,491 crashes in 2024, including 7,648 injury crashes and 196 fatal crashes, with 219 traffic deaths that year.
Why the 50% bar is aimed at riders
Tennessee follows modified comparative fault with a 50% bar — McIntyre v. Balentine, 833 S.W.2d 52 (Tenn. 1992), codified at Tenn. Code Ann. § 29-39-102(b). You recover if your fault is less than the defendant’s, reduced by your percentage. At 49% you keep just over half. At 50% you keep nothing. Against multiple defendants, your share is compared to their combined fault.
For a rider, that bar is not an abstraction. It is the specific lever an insurer reaches for, because motorcycle cases hand the defense more raw material for a fault argument than car cases do. The claim file typically gets built around four moves:
Conspicuity. The rider was hard to see. This gets argued whether the rider was in a dark jacket at dusk or in high-visibility gear at noon.
Speed. Almost always estimated rather than measured, and frequently by the driver who has just testified he did not see the motorcycle at all. Estimates like that are attackable, but only if someone attacks them with physical evidence.
Failure to avoid. The argument that a better rider would have braked earlier or swerved clear. This ignores perception-reaction time and the traction limits of a motorcycle in emergency braking, both of which are subjects a reconstruction expert can address.
Gear. Whatever the rider was or was not wearing gets connected to whatever the rider is claiming, sometimes without any real medical link.
None of those arguments is unanswerable. All of them are cheaper to answer with evidence gathered in the first weeks than with argument made in the eleventh month.
Insurance: why UM/UIM matters more to riders
Tennessee requires private drivers to carry only 25/50/25: $25,000 per injured person, $50,000 per crash, and $25,000 in property damage, for policies issued or renewed after December 31, 2022 — Tenn. Code Ann. § 55-12-102(12)(D), with a $65,000 single-limit alternative. The older “25/50/15” figure still floating around the internet is out of date.
Now put that next to a rider’s injuries. Twenty-five thousand dollars is a realistic figure for a single surgical admission and a short rehabilitation course. It is not a realistic figure for an open tibia fracture with hardware, a brain injury, or a multi-level spinal injury with permanent restrictions. Riders run out of the at-fault driver’s coverage more often, and earlier, than car occupants do.
Tennessee also has one of the thinner insurance pools in the country. The Insurance Research Council put the state’s uninsured driver rate at 21.3% for the 2023 data year — fifth highest in the country — against a national average of 15.4%. Roughly one driver in five carries nothing.
That combination is why uninsured and underinsured motorist coverage is the single most useful thing a Tennessee rider can buy. Under Tenn. Code Ann. § 56-7-1201, UM/UIM must be offered to you at your liability limits, and you have less only if you rejected it or selected lower limits in writing. A great many people do not remember doing either, and a written rejection is a document that either exists or does not. Pull your declarations page before you accept that there is no coverage, and have someone check whether a valid rejection is actually in the file.
Worth checking beyond your own motorcycle policy: UM/UIM on a household auto policy, medical payments coverage, any umbrella policy, and whether the at-fault driver was working at the time — a delivery, a company vehicle, an errand for an employer — which can open commercial coverage many times larger than a personal policy.
Damages and the Tennessee cap
Tennessee recognizes economic damages (medical care past and future, lost wages, lost earning capacity, property loss), non-economic damages (pain, suffering, permanent impairment, disfigurement, loss of enjoyment of life, loss of consortium) and, in narrow circumstances, punitive damages.
Economic damages are not capped. Non-economic damages are. Tenn. Code Ann. § 29-39-102 sets the cap at $750,000, rising to $1,000,000 where the injury is “catastrophic” as the statute defines it.
The statutory definition of catastrophic is narrow, but several parts of it describe injuries that occur in motorcycle crashes: spinal cord injury causing paraplegia or quadriplegia; amputation of two hands, two feet, or one of each; third-degree burns over 40% or more of the body or to 40% or more of the face; and the wrongful death of a parent leaving a surviving minor child.
Two mechanics of the cap are worth knowing. It is an aggregate — it covers all non-economic damages in the case together, including a spouse’s loss of consortium, not each claim separately. And the jury is never told it exists; the court applies it after the verdict.
The cap also does not apply at all in the four situations listed in subsection (h): specific intent to inflict serious physical injury; falsification, destruction or concealment of records to evade liability; a defendant under the influence of alcohol or drugs to the point that judgment was substantially impaired, where that caused the injury; and a defendant whose act results in a felony conviction that caused the damages. Impaired-driver cases are not rare in crashes involving riders, and where subsection (h) applies, the cap is simply out of the case.
Evidence in a motorcycle case
Motorcycle claims are won and lost on physical evidence, and much of it has a short life.
Preserve the motorcycle. Do not authorize repair, do not release it to an insurer for salvage, and do not let a storage yard dispose of it without written notice. Damage geometry — where the frame bent, what contacted what, the direction of scrape marks — is how impact angle and sequence get established.
Preserve the helmet and every piece of gear, unwashed and unrepaired. Impact marks on a helmet and abrasion patterns on a jacket are readable evidence.
Get the scene documented before it changes. Gouges, scrapes, fluid trails, debris fields and final rest positions disappear with the next rain or the next street sweeper. If someone at the scene took photographs, get them.
Chase video immediately. Helmet and bike cameras are obvious. Less obvious: businesses along Stage Road (State Route 15 / U.S. 64), Summer Avenue (U.S. 70) and Germantown Parkway (State Route 177) run camera systems that overwrite themselves within days, and nobody preserves footage that nobody asks for.
Get the crash report and read it critically. Inside the city limits it will usually be a Bartlett Police Department report — BPD Records, (901) 385-5500, Monday through Friday, 8:00 a.m. to 5:00 p.m.; a law firm requesting on your behalf needs a third-party request form and a copy of your photo ID. Reports are also sold at purchasetncrash.gov. Crashes on I-40 may be Tennessee Highway Patrol reports; crashes in unincorporated Shelby County may be Sheriff’s Office reports. Motorcycle crash narratives are worth reading closely, because a rider is frequently unable to give a statement at the scene while the other driver gives a full one.
Identify witnesses now. In a case where bias is a real factor, a neutral witness who saw the car turn across your lane changes the entire posture of the claim.
The one-year deadline
Tennessee allows one year from the date of injury to file a personal injury lawsuit — Tenn. Code Ann. § 28-3-104(a)(1)(A). It is among the shortest in the country, and it is enforced.
The narrow two-year extension at § 28-3-104(a)(2) requires all three of the following: criminal charges brought arising from the incident; a prosecution commenced within one year by a law enforcement officer, district attorney general or grand jury; and a civil suit brought against the party who was prosecuted. Subsection (a)(3) directs that the provision be strictly construed. If a driver who hit you was charged with DUI, that extension may reach the driver — but it does not obviously reach an employer or another party that was never prosecuted.
The deadline is a particular problem for riders because serious injuries produce long treatment arcs. A year passes quickly when it contains two surgeries and a rehabilitation course, and it is entirely possible to still be treating when the deadline arrives. Filing suit does not end your treatment or your claim — it preserves your right to bring it.
In short: assume one year from the date of your crash, and treat month nine as the real deadline. Preserve the bike, the helmet and the gear from day one, because those are the things that answer the arguments riders actually face.
| Helmet law | Universal — every operator and passenger, every age, must wear a crash helmet under Tenn. Code Ann. § 55-9-302. The “21 or older” language changes which helmet standards are acceptable; it does not exempt anyone. |
|---|---|
| Helmet law exceptions | Narrow, under subsection (b): enclosed cabs, fully enclosed autocycles, golf carts, parades at 30 mph or less for riders 18+, and police-escorted funeral processions or memorial rides at 30 mph or less, 50 miles or less, for riders 21+ (2023 Tenn. Acts ch. 100 § 6, eff. July 1, 2024). |
| Deadline to file suit | One year from the date of injury — Tenn. Code Ann. § 28-3-104(a)(1)(A). The § 28-3-104(a)(2) extension requires all three statutory conditions and is strictly construed. |
| Fault rule | Modified comparative fault with a 50% bar — McIntyre v. Balentine, 833 S.W.2d 52 (Tenn. 1992); Tenn. Code Ann. § 29-39-102(b). Compared against defendants’ combined fault. |
| Minimum liability limits | 25/50/25 — $25,000 per injured person, $50,000 per crash, and $25,000 in property damage — Tenn. Code Ann. § 55-12-102(12)(D); $65,000 single-limit alternative. |
| UM/UIM coverage | Must be offered at your liability limits; you have less only by written rejection or written selection of lower limits — Tenn. Code Ann. § 56-7-1201. |
| Uninsured drivers in Tennessee | 21.3% — fifth highest in the country; national average 15.4% (Insurance Research Council, 2023 data year). |
| Non-economic damages cap | $750,000, or $1,000,000 for catastrophic injury — Tenn. Code Ann. § 29-39-102. Aggregate; the jury is not told; four exceptions in subsection (h). |
| Bartlett rail crossings | 9 public at-grade crossings; six gated, three not. Stage Road (FRA ID 348502B) carries about 30,221 vehicles a day with flashing lights only, with no gates. |
| Crash report agency | Bartlett Police Department inside the city — Records, (901) 385-5500, M–F 8:00 a.m.–5:00 p.m.; Shelby County Sheriff’s Office in unincorporated areas; Tennessee Highway Patrol on I-40. Also purchasetncrash.gov. |
| State court venue | Shelby County Circuit Court, 140 Adams Avenue, Memphis. |
| Federal court venue | the U.S. District Court for the Western District of Tennessee, Western Division, which sits at Memphis and covers Shelby County — 28 U.S.C. § 123(c)(2). |
| Nearest Level I trauma center | the Elvis Presley Trauma Center at Regional One Health, 877 Jefferson Avenue in Memphis — the only Level I trauma center within a 150-mile radius. |
| Our fee | Contingency — no attorney fee unless we recover for you. Free consultation. |
Frequently asked questions about Bartlett motorcycle accident claims
Does Tennessee require a helmet if I am over 21?
Yes. Tenn. Code Ann. § 55-9-302 is a universal helmet law covering every operator and every passenger regardless of age. The “21 years of age or older” language in the statute is widely misread as an exemption. It is not — it changes which helmet standards are acceptable, allowing riders 21 and older to use helmets bearing ASTM, CPSC or Snell labeling, including designs with wider vents.
Are there any situations where a helmet is not required?
A few narrow ones under subsection (b): vehicles with enclosed cabs, fully enclosed autocycles, golf carts, parades at 30 mph or less where the rider is 18 or older, and police-escorted funeral processions or memorial rides at 30 mph or less over a route of 50 miles or less where the rider is 21 or older. That last exception was added by 2023 Tenn. Acts ch. 100 § 6 and took effect July 1, 2024. Ordinary riding is not covered by any of them.
I was not wearing a helmet. Do I still have a claim?
You may. The helmet question is one issue in a case, not the whole case, and it matters most where the injuries being claimed are head or facial injuries. A rider with a leg fracture and no head injury has a straightforward answer to a helmet argument. How far the issue can be pushed depends on your specific medical evidence, which is a reason to have it reviewed rather than to assume the claim is gone.
How long do I have to file a motorcycle accident lawsuit in Tennessee?
Generally one year from the date of the crash under Tenn. Code Ann. § 28-3-104(a)(1)(A). A two-year extension exists under § 28-3-104(a)(2), but only where criminal charges were brought, the prosecution was commenced within one year, and you sue the party who was prosecuted — and the statute directs that it be strictly construed. Long treatment does not extend the deadline.
The driver says he never saw me. Does that help or hurt?
It generally helps. A failure to see a motorcycle that was there to be seen is not a defense to a left-turn collision. It also undercuts that driver as a witness — someone who did not see you at all is not in a good position to estimate how fast you were going, which is often the same driver the insurer relies on for a speed argument.
Why do insurers treat motorcycle claims differently?
Because assumptions about riders are widespread and useful to the defense. Fault percentages tend to be assigned more aggressively, speed is assumed rather than measured, and injuries are characterized as the predictable cost of riding. The answer is evidence: scene documentation, physical damage geometry, independent witnesses, and video — all of which have short lives.
What if I was partly at fault?
You can still recover if your share stays below 50%, under Tennessee’s modified comparative fault rule. Your award is reduced by your percentage, and at 50% you recover nothing. Where more than one defendant is at fault, your percentage is compared against their combined fault. This bar is the main pressure point insurers use against riders, which is why fault evidence is worth developing early.
The driver who hit me had minimum limits. What now?
Look to uninsured and underinsured motorist coverage. Tennessee requires that UM/UIM be offered at your liability limits under Tenn. Code Ann. § 56-7-1201, and you have less only if you rejected it or chose lower limits in writing. Also check UM/UIM on a household auto policy, medical payments coverage, any umbrella policy, and whether the at-fault driver was working at the time, which can open commercial coverage.
Should I let the insurance company take my motorcycle?
Not before it has been documented. The bike is physical evidence: frame damage, contact marks and scrape direction establish impact angle and sequence. The same goes for the helmet and your gear — keep them, unwashed and unrepaired. Once a motorcycle is repaired, sold or scrapped, that evidence is gone permanently.
Does the Tennessee damages cap limit my motorcycle case?
It limits non-economic damages only — $750,000, or $1,000,000 where the injury is catastrophic as § 29-39-102 defines it, which includes paraplegia or quadriplegia from spinal cord injury and amputation of two hands, two feet, or one of each. Medical bills, future care and lost earning capacity are not capped. The cap also does not apply in the four situations in subsection (h), including where a defendant’s judgment was substantially impaired by alcohol or drugs.
What if the crash was caused by the road rather than a driver?
Then the responsible party may be a road authority, a contractor, or the business whose site tracked gravel or spilled fluid onto the roadway. Bartlett has real two-wheel hazards, including uneven at-grade rail crossings and edge drop-offs on older roads. Claims involving governmental entities follow different procedural rules than ordinary claims against a driver, so they need to be identified quickly rather than discovered late.
What does it cost to hire you for a motorcycle case?
We handle motorcycle cases on a contingency fee, so there is no attorney fee unless we recover money for you, and the consultation is free. If the case needs reconstruction or expert work, we will explain how those costs are handled before you decide anything.
This page is general information about Tennessee law, not legal advice, and reading it does not create an attorney-client relationship. Every claim turns on its own facts. Past results do not guarantee a future outcome. Statutes and insurance requirements change — confirm current law before you act.
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About the author: Larry “Jimmy” Peters
Founder & Personal Injury Attorney, Southern Injury Attorneys
Licensed in Tennessee (BPR #37889), Mississippi, Arkansas (#2020103), Texas (#24113438), Kentucky, and Georgia (#936535).
Jimmy Peters founded Southern Injury Attorneys with one mission: maximizing compensation for people injured in car, truck, and premises-liability accidents across Tennessee and the Mid-South, including Bartlett and Shelby County. He and his team handle auto and 18-wheeler crashes, slip-and-fall and other injury claims on a contingency fee — no fee unless the firm wins — and he personally reviews the firm’s legal content for accuracy. ★ 4.8/5 from 96 verified Google reviews. If you were hurt in Bartlett or anywhere in Shelby County, the consultation is free.
