Reviewed by Larry "Jimmy" Peters, attorney — licensed in Tennessee (BPR #37889), Mississippi, Arkansas, Kentucky, Texas and Georgia. Last reviewed: July 2026.
Respuesta rápida: A Bartlett truck crash claim runs on the same un año Tennessee filing deadline as any other injury case (Tenn. Code Ann. § 28-3-104(a)(1)(A)), but almost nothing else about it is the same. Commercial carriers are governed by federal safety regulations, they carry far more insurance than the 25/50/25 Tennessee requires of private drivers — interstate carriers must hold at least $750,000 under 49 C.F.R. § 387.9 — and more than one company is usually responsible. The catch is that the evidence proving it, especially electronic logging device and dashcam data, can be overwritten within weeks.
Sources: National Highway Traffic Safety Administration, 2023 large-truck data; 49 C.F.R. § 387.9; Tenn. Code Ann. § 28-3-104(a)(1)(A).
Why a truck claim is not just a bigger car claim
People often assume a collision with an 18-wheeler is a car accident case with larger numbers attached. It is not. Three structural differences change how the claim has to be built from day one.
The other side is a business, not a person. When a private driver rear-ends you on Stage Road (State Route 15 / U.S. 64), the other side is an individual who reports the crash to a call center and waits. When a tractor-trailer is involved, the other side is a motor carrier with a safety department, a claims department, a retained defense firm and, on serious crashes, a rapid-response investigator who may be at the scene while the road is still closed. That team is not there to figure out what went wrong. It is there to control what is recorded about what went wrong.
The conduct is regulated. A private driver has to follow the rules of the road. A commercial driver and the company that dispatches him have to follow those rules plus a body of federal safety regulations covering licensing, hours behind the wheel, rest, drug and alcohol testing, vehicle inspection and maintenance, cargo securement and record retention. Every one of those requirements creates a documented standard, and every document is a place where a violation can be proven or ruled out.
The proof is electronic and perishable. A car wreck is usually proven with photographs, a crash report and medical records, all of which sit still. A truck wreck is proven with electronic logging device records, engine control module data, dashcam and inward-facing camera video, telematics pings, dispatch messages, driver qualification files and maintenance history. Those live on systems that recycle, on cameras that record over themselves, and in files that companies are only obligated to keep for limited periods. Nobody has to preserve them for you unless they are told to.
En resumen: a truck claim is an investigation with a deadline inside a deadline. Tennessee gives you one year to file suit, but the electronic evidence that decides the case can be gone in a fraction of that time unless a preservation demand goes out early.
The federal rulebook behind every commercial truck
The Federal Motor Carrier Safety Administration writes and enforces the safety rules that apply to interstate commercial motor vehicles. In a Bartlett truck case, those rules matter for a practical reason: they convert vague arguments about carelessness into specific, checkable questions.
Hours of service. Federal rules limit how long a driver may drive, how long the on-duty window may run before driving must stop, when rest breaks are required, and how many on-duty hours may be accumulated across a rolling multi-day period. Fatigue is not a feeling a jury has to take on faith — it is a set of timestamps that either comply or do not. When the log shows a driver ran past a limit, or shows suspiciously clean numbers that conflict with fuel receipts, toll records and delivery timestamps, the case changes shape.
Electronic logging devices. Most commercial drivers subject to the hours-of-service rules must record duty status with an ELD connected to the truck’s engine rather than a paper logbook. The ELD captures driving time automatically, which makes the old practice of a fictional handwritten logbook much harder. It also creates a discrete electronic record that must be requested, in writing, before it ages out of the system.
Commercial driver licensing. Operating a large truck requires a commercial driver’s license, with additional endorsements for particular vehicles and cargo. A carrier is expected to verify a driver’s license status and qualifications. Whether the company actually did that — and what it found when it did — is a separate question from whether the driver drove badly on the day of your crash.
Drug and alcohol testing. Federal rules impose testing obligations on commercial drivers, including testing after qualifying crashes, and require carriers to keep the results. Whether a post-crash test was performed, when, and what it showed is one of the first things worth asking about.
Inspection, repair and maintenance. Carriers must systematically inspect and maintain their vehicles and keep records of it. Drivers perform and document inspections. When a trailer’s brakes were out of adjustment or a tire had a known defect, the paper trail usually exists somewhere — in maintenance invoices, in driver vehicle inspection reports, or in the absence of any record at all, which is itself informative.
Many carriers operating entirely within Tennessee are subject to state-adopted versions of the same federal standards, so the rulebook does not stop at the state line merely because the truck did.
The evidence that disappears first
This is the section that matters most, and it is the reason truck cases reward early calls.
After a serious Bartlett crash, several categories of evidence begin decaying immediately:
- Dashcam and in-cab camera video. Many fleet camera systems record on a loop and retain clips only when an event trigger fires or a human downloads them. Footage that nobody saves can be gone in weeks.
- ELD and telematics data. Duty status records, speed and location traces and hard-braking events are retained for limited periods and then purged on a schedule set by the carrier or its vendor.
- Engine control module data. The truck’s ECM can hold data about speed, throttle, brake application and fault codes in the seconds before impact — but that data can be overwritten by continued operation of the truck, or lost when the vehicle is repaired, sold or scrapped.
- Dispatch and messaging records. The instructions a driver received, and the pressure embedded in them, live in a messaging system that also has a retention policy.
- The truck and trailer themselves. Physical evidence — brake components, tires, lights, load securement hardware — is routinely repaired away within days.
- Third-party video. Businesses along Stage Road (State Route 15 / U.S. 64), Summer Avenue (U.S. 70) and the Germantown Parkway (State Route 177) retail corridor keep surveillance video for short, unforgiving intervals. Nobody preserves it unless asked.
The response is a spoliation letter — a written demand that identifies each category of evidence, states that litigation is anticipated, and instructs the carrier and its insurer to preserve it. Sent promptly, it does two things. It stops the routine destruction of records, and it establishes a date after which the destruction of those records is no longer routine. A company that deletes camera footage the week after receiving a preservation demand has a very different conversation ahead of it than a company that deleted it before anyone asked.
Timing is the whole point. A preservation letter sent in month one protects material that a letter sent in month six can only ask about.
Who can be responsible besides the driver
In a car wreck there is usually one at-fault driver and one policy. In a truck case there is a chain, and each link is a potential defendant with its own insurance and its own records.
The driver. The person behind the wheel, for the driving itself — speed, following distance, lane changes, failure to yield, driving while too tired or impaired to drive safely.
The motor carrier. The company the driver worked for is generally responsible for the driver’s negligence within the scope of employment. Separately, the carrier can be responsible for its own conduct: hiring a driver it should not have hired, keeping a driver it should have removed, failing to train, failing to supervise, building schedules that cannot be met legally, or failing to maintain the equipment.
The freight broker. Freight is often arranged by a broker who selects the carrier. Whether a broker can be held responsible for choosing an unsafe carrier is a contested and evolving area, and the answer depends heavily on the facts and the theory pleaded — but the broker’s file frequently explains how an unsafe carrier ended up hauling that load.
The shipper or loader. When cargo is loaded improperly, shifts in transit, or exceeds weight limits, the party that loaded and secured it may share responsibility — particularly in rollover and load-loss cases.
The maintenance contractor. Many fleets outsource repair. If a brake job was performed badly by an outside shop, that shop is a separate defendant with separate coverage.
The trailer owner or lessor. Tractors and trailers frequently belong to different companies under lease arrangements, and the paperwork determines who was responsible for what.
Sorting this out is not academic. Each additional responsible party may bring additional insurance, and identifying them requires documents — the bill of lading, the lease, the broker-carrier agreement, the driver qualification file — that only come out when someone knows to ask for them.
Why truck coverage runs deeper
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, under Tenn. Code Ann. § 55-12-102(12)(D), with a $65,000 single-limit alternative. That is the floor an ordinary car wreck claim runs into, and it is a low one.
Interstate motor carriers are held to a different standard. Under 49 C.F.R. § 387.9, for-hire carriers operating in interstate commerce must maintain minimum public liability coverage of $750,000 for general freight — thirty times the Tennessee private-auto floor — and many carriers carry substantially more, often in layers: a primary policy, then excess or umbrella coverage stacked above it.
Deeper coverage is not the same thing as easier recovery. It is the reason the defense is well funded, the reason investigators appear quickly, and the reason liability is contested harder. A carrier facing meaningful exposure will litigate causation, medical necessity and your share of the fault with resources an individual driver’s insurer would never spend.
It also means the coverage analysis is worth doing carefully. Which policy is primary, whether an excess layer attaches, whether the trailer owner’s policy responds, and whether a broker’s contingent coverage is in play are all questions with real dollars behind them — and questions your own uninsured/underinsured motorist coverage may still matter for if the responsible party turns out to be thinly insured. 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 or reduced it in writing.
Where Bartlett truck crashes happen
Bartlett sits in the geographic center of Shelby County with roughly 57,786 residents, and it is wrapped around freight movement on three sides.
interestatal 40 forms the southern edge of the area. It is a primary east-west freight corridor, and Bartlett traffic joins and leaves it at the Sycamore View Road (Exit 12) and Whitten Road (Exit 14) interchanges. Interchange ramps are where speed differentials are largest: a loaded tractor-trailer needs far more distance to stop than the passenger cars merging around it, and a truck that misjudges a merge has no ability to correct late.
Summer Avenue (U.S. 70) carries commercial traffic northeast out of Memphis through a corridor of service businesses, truck-related trade and older commercial frontage. It mixes heavy vehicles with constant turning movements — a combination that produces both underride collisions and right-turn squeeze crashes with vehicles alongside the trailer.
Stage Road (State Route 15 / U.S. 64), the historic stagecoach route that became State Route 15 and U.S. 64, is the retail spine of Bartlett. Delivery box trucks, tractor-trailers making store deliveries and service vehicles all work this road, and its continuous driveways mean trucks are constantly executing wide turns across lanes of traffic that cannot see around them.
The Bartlett Corporate Park area and the industrial and distribution properties around it generate their own truck traffic on connectors like Appling Road, Kirby-Whitten Parkway and Old Brownsville Road — roads that were not built for the vehicles now using them. A tractor-trailer turning out of a facility onto a two-lane road with limited sight distance is a recurring hazard pattern.
The CSX rail line runs north–south through the center of the city. Federal Railroad Administration inventory records show 9 public at-grade crossings inside Bartlett. Six are gated; three are not. The busiest by a wide margin, the 348502B crossing on Stage Road, carries about 30,221 vehicles a day with flashing lights only, with no gates. Long commercial vehicles are the ones most exposed at at-grade crossings, because a truck that stalls or hangs up on the tracks cannot simply accelerate clear. 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.
Countywide the volume is substantial: Shelby County recorded 30,491 crashes in 2024, including 7,648 injury crashes and 196 fatal crashes, with 219 traffic deaths that year. Over 2021–2025 the county averaged 32,769 crashes a year.
Who actually gets hurt in large-truck crashes
The asymmetry in these collisions is not rhetorical. It is measurable, and the federal numbers make the point better than any adjective.
In 2023, 5,472 people died in crashes involving large trucks in the United States. Of those, 4,511 were people outside the truck — occupants of passenger vehicles, motorcyclists, pedestrians and cyclists. Only 961 were occupants of the large truck itself. Roughly five out of six people killed in a large-truck crash were not in the large truck.
The mechanism is straightforward. A loaded tractor-trailer can weigh many times what a passenger car weighs, it sits higher, and its stopping distance is longer. When the two meet, the energy is absorbed almost entirely by the smaller vehicle and the people inside it. That produces a characteristic injury profile: traumatic brain injury, spinal cord injury, multiple fractures, internal organ damage, crush injuries and amputations — injuries that require surgery, rehabilitation and sometimes permanent care.
That injury profile drives where care happens. 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, and it is where most Bartlett crash patients are first evaluated. It is no a designated trauma center at any level. Patients with severe trauma are typically transported 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. If your family member was taken to Memphis rather than treated in Bartlett, that transfer decision is itself evidence about the severity of the injury.
The 50% bar in a truck case
Tennessee follows modified comparative fault with a 50% bar, adopted in McIntyre v. Balentine, 833 S.W.2d 52 (Tenn. 1992) and codified at Tenn. Code Ann. § 29-39-102(b). You can recover as long as your fault is less than the defendant’s; your award is reduced by your percentage; at 50% you recover nothing. Where more than one defendant is at fault, your share is compared against their combined fault — which is one reason identifying every responsible party in the chain matters beyond insurance.
Truck defendants use the fault rule differently than car insurers do. A car insurer argues you were following too closely. A carrier’s defense team argues that you were in the truck’s blind spot, that you passed on the right, that you cut in front of a vehicle you knew could not stop quickly, that you were speeding on the ramp, or that you failed to appreciate a hazard the driver had already signaled. Those arguments are built out of physics and driver training materials, and they are made by people who do this every week.
They are also made using your own words. A recorded statement given to the carrier’s adjuster in the first days — before you have your medical picture, before the crash report is finalized, before anyone has looked at the ELD data — is where fault percentages are manufactured. You are generally obligated to cooperate with your own insurer. You are not obligated to give a recorded statement to the trucking company’s insurer.
Damages and the Tennessee cap
Tennessee injury damages come in three categories. Daños económicos cover medical bills incurred and reasonably certain to be incurred, lost wages, lost earning capacity and property loss — and they are not capped. Daños no económicos cover pain, suffering, permanent impairment, disfigurement, loss of enjoyment of life and loss of consortium. Punitive damages are available only in narrow circumstances.
Tenn. Code Ann. § 29-39-102 caps non-economic damages at $750,000, rising to $1,000,000 where the injury is “catastrophic” as the statute defines that term: 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; or the wrongful death of a parent leaving a surviving minor child. The cap is an aggregate covering all claimants’ non-economic damages together, and the jury is never told it exists — the court applies it after the verdict.
Two of the exceptions in subsection (h) come up specifically in truck litigation. The cap does not apply where the defendant falsified, destroyed or concealed records with the purpose of avoiding liability — which is exactly the conduct at issue when logbooks are doctored or footage is deleted after a preservation demand. Nor does it apply where the defendant was under the influence of alcohol or drugs to the point of substantially impaired judgment and that caused the injury, where the defendant acted with specific intent to injure, or where the defendant’s act results in a felony conviction that caused the damages.
Because economic damages are uncapped, the documentation of future care and lost earning capacity is often where the real work sits in a serious truck case: life care planning, vocational analysis and economic testimony about what a permanent injury costs over a working life.
The one-year deadline, and why it bites harder here
Tennessee gives you un año from the date of injury to file a personal injury lawsuit — Tenn. Code Ann. § 28-3-104(a)(1)(A). Most states allow two or three. Tennessee allows one, and the courts enforce it.
A two-year extension exists at § 28-3-104(a)(2), but only when all three conditions are satisfied: criminal charges were brought arising from the incident; the prosecution was commenced within one year by a law enforcement officer, district attorney general or grand jury; and the civil action is brought against the party who was prosecuted. Subsection (a)(3) instructs that the provision be strictly construed.
That third condition is a trap in trucking cases. If a driver is charged criminally and you rely on the extension, you may have preserved your claim against the driver — the individual, who may carry nothing personally — while your claim against the carrier, which was never prosecuted and which holds the meaningful insurance, may already be gone. The safe assumption in every Bartlett truck case is one year from the date of the crash, with real work completed well before that.
En resumen: treat the deadline as one year and the evidence window as weeks. Those are two different clocks, and in a truck case the shorter one usually decides more.
The first 30 days after a Bartlett truck crash
- Get a full medical evaluation, then follow through. Truck-crash injuries frequently include internal and spinal injuries that are not obvious at the scene. Gaps in treatment become the insurer’s argument that you healed.
- Photograph the tractor and trailer, not just the damage. Capture the U.S. DOT number, the carrier name, the trailer number, license plates on both units, and any placards. Those numbers are how the carrier, the trailer owner and the insurance are identified later.
- Note whether the truck was towed and where. Once it goes back into service or to a repair yard, the physical evidence and the module data can be lost.
- Get the crash report. Inside the city limits it is usually 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. Interstate crashes on I-40 may instead be worked by the Tennessee Highway Patrol, and crashes just outside the city by the Shelby County Sheriff’s Office. Reports are also sold through purchasetncrash.gov.
- Identify witnesses immediately. Other motorists on I-40 or Summer Avenue (U.S. 70) scatter within minutes and are effectively unfindable a month later.
- Ask about nearby cameras. Businesses, distribution facilities and traffic cameras near the scene may hold footage for only days.
- Do not give the carrier’s insurer a recorded statement before you have advice.
- Do not sign a medical authorization sent by the trucking company’s adjuster. Broad authorizations open your entire medical history, not the treatment related to this crash.
- Report the crash to your own insurer — usually required by your policy, and it opens any UM/UIM claim.
- Get a preservation demand out. This is the step that is genuinely time-critical, and it is the main reason to call a lawyer in the first weeks rather than the last month.
| Deadline to file suit | One year from the date of injury — Tenn. Code Ann. § 28-3-104(a)(1)(A). The two-year extension in § 28-3-104(a)(2) applies only if all three conditions are met and is strictly construed. |
|---|---|
| Regla por defecto | Modified comparative fault with a 50% bar — McIntyre v. Balentine, 833 S.W.2d 52 (Tenn. 1992); Tenn. Code Ann. § 29-39-102(b). Your fault is compared to the defendants’ combined fault. |
| Federal carrier insurance minimum | At least $750,000 in public liability coverage for interstate for-hire carriers hauling general freight — 49 C.F.R. § 387.9. |
| Tennessee private auto minimum | 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. |
| Cobertura UM/UIM | 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. |
| Non-economic damages cap | $750,000, or $1,000,000 for catastrophic injury — Tenn. Code Ann. § 29-39-102. Does not apply in the four situations listed in subsection (h), including destruction or concealment of records to evade liability. |
| Federal rules that commonly matter | Hours of service, electronic logging devices, CDL qualification, drug and alcohol testing, and inspection, repair and maintenance requirements. |
| Evidence with the shortest life | Dashcam and in-cab video, ELD and telematics data, engine control module data, dispatch messaging, and third-party surveillance video. |
| Crash report agency | Bartlett Police Department inside the city; Tennessee Highway Patrol on I-40; Shelby County Sheriff’s Office in unincorporated areas. |
| 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. |
| Nuestra tarifa | Contingency — no attorney fee unless we recover for you. Free consultation. |
Frequently asked questions about Bartlett truck accident claims
How long do I have to sue after a Bartlett truck crash?
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, a prosecution was commenced within one year, and you sue the party who was prosecuted — and the statute says it must be strictly construed. In a truck case that extension often would not reach the carrier at all, because the company was never prosecuted.
Why does a truck case need a lawyer sooner than a car case?
Because of what the proof consists of. Electronic logging device records, telematics, engine control module data and dashcam footage are held on systems with retention schedules, and camera systems commonly record over themselves within weeks. A written preservation demand stops routine deletion and creates a record of when the carrier was put on notice. That letter is far more useful in month one than in month six.
Who can be sued besides the driver?
Frequently the motor carrier, both for the driver’s conduct within the scope of employment and for its own hiring, training, supervision, scheduling and maintenance decisions. Depending on the facts, the freight broker, the shipper or party that loaded the cargo, an outside maintenance contractor, and the owner or lessor of the tractor or trailer may also be involved. Each may carry separate insurance.
How much insurance does a trucking company have to carry?
Interstate for-hire carriers hauling general freight must maintain at least $750,000 in public liability coverage under 49 C.F.R. § 387.9, and many carry more through excess or umbrella layers above a primary policy. By comparison, Tennessee requires a private driver to carry only 25/50/25. More available coverage does not make a claim easier — it usually means the defense is better funded.
What is a spoliation letter and why does it matter?
It is a written demand identifying specific categories of evidence — ELD records, camera footage, ECM data, dispatch messages, driver qualification and maintenance files, the vehicle itself — and instructing the carrier and its insurer to preserve them because litigation is anticipated. It interrupts routine destruction and marks the date after which destruction is no longer routine.
The trucking company sent an investigator to the scene. Is that normal?
On serious crashes, yes. Larger carriers and their insurers use rapid-response teams that can be on scene the same day to photograph, measure, download data and take statements. That is one reason the injured side is often behind from the start, and one reason not to give a statement to that team without advice.
Do federal rules apply if the truck never left Tennessee?
Often the substance still applies. Tennessee has adopted versions of the federal motor carrier safety standards for intrastate operations, so hours, qualification, inspection and maintenance requirements typically still govern — but the specific rule set and any state variations should be confirmed for your case.
Do I have a claim if I was partly at fault?
Probably, as long as your share of the fault stays below 50%. Tennessee follows modified comparative fault, so a 20% share means a 20% reduction, and 50% means no recovery. Where several defendants are at fault, your percentage is compared to their combined fault, which is one reason identifying every responsible party matters.
Should I give the trucking company’s adjuster a recorded statement?
Not before you have talked to a lawyer. You generally must cooperate with your own insurer, but you are not required to give a recorded statement to the at-fault carrier’s insurer. Those interviews are structured to produce fault admissions and to minimize symptoms, and in a state with a 50% bar those admissions are costly.
They asked me to sign a medical release. Should I?
Not without review. Broad authorizations sent early by a carrier’s adjuster often open your entire medical history rather than the records related to this crash, which gives the defense material to argue your injuries are pre-existing. Records related to the crash can be provided in a controlled way instead.
Is the Tennessee damages cap a problem in a serious truck case?
It applies to non-economic damages only — $750,000, or $1,000,000 for a catastrophic injury as § 29-39-102 defines it. Medical expenses, future care and lost earning capacity are not capped. The cap also does not apply at all in the four situations in subsection (h), which include a defendant destroying or concealing records to evade liability and a defendant whose judgment was substantially impaired by alcohol or drugs.
What does it cost to hire you for a truck case?
We handle these on a contingency fee, so there is no attorney fee unless we recover money for you, and the consultation is free. Truck cases carry real investigation costs — data downloads, reconstruction, expert review — and we will explain how those 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.
