Find a Long-Haul Truck Driver Who Is Never Home
Most people who land here already have the address. The license is current, the mail arrives, a relative answers the door – and the man you need has been between a shipper in Laredo and a receiver in Allentown for eleven days. Nothing is missing from the record. What is missing is a week in which he is standing in it. This page works the record systems that belong specifically to commercial drivers, and then the part nobody writes down: how to pick the week.
The Short Version
Stop treating this as a missing address. A long-haul driver almost always has a genuine permanent address; the reason every attempt fails is that he is legitimately elsewhere for weeks at a stretch. So the deliverable changes. You want three things: the state he is domiciled in, a lawful point of contact that does not depend on him being home, and a window when he will be. The domicile comes from the fact that a commercial license can exist in only one state at a time, and that state is defined in federal regulation as the one he intends to return to. The point of contact usually comes from the carrier, which is a public registrant even when the driver is not. The window comes from home-time patterns, reset days and the vehicle itself. What you cannot do is pull his license record on a hunch – driver and vehicle data sit behind a federal permitted-use statute, and service of process is on that list while curiosity is not.
Watch: The Address Is Not the Obstacle
Why a driver file is a timing exercise, and which federal record sets carry real weight.
Runs about seventy-five seconds
Why the Records Check Out and the Knock Still Fails
Almost every other hard-to-locate case is a records gap. This one is an availability gap sitting behind a perfectly good record.
Work enough of these files and the shape becomes obvious within an hour. The property record names him. The tax roll names him. A utility account is open in his name and has been for six years. Certified mail is signed for and the green card comes back. And the process server has now logged four attempts at four different hours and written the same note each time: no answer, vehicle absent, neighbor states subject drives a truck.
Everything in that paragraph is consistent. The address is correct. It is simply not a place he occupies on any predictable weekly rhythm, because his job consists of being three states away from it. An address tells you where somebody keeps their life. It does not tell you where their body is on a Tuesday. For a nurse, a teacher or a shift worker those two questions collapse into one and nobody notices the difference. For a long-haul driver they come apart by a thousand miles, and every method built on the quiet assumption that they are the same question fails at the same point.
That is worth stating plainly because it changes what you should be buying. If you commission an address search on a driver and the report comes back with the address you already had, you have not been cheated – you have been given a correct answer to the wrong question. The useful output on a driver file is three-part: which state holds his domicile, which lawful channel reaches him or his employer, and which days he is actually there. Two of those three are matters of federal record. The third is inference from patterns, and honest work says so rather than dressing it up.
There is a second reason the reframe matters, and it is about not wasting somebody’s money. A process server billing per attempt on a house that is empty for twenty days a month can burn through a retainer producing nothing but affidavits of non-service. The same money spent first on establishing which carrier he pulls for, and whether the vehicle in the driveway is a personal car or a company-plated tractor, converts the next attempt from a lottery ticket into a scheduled visit. Our own locate work for process servers exists precisely at that hinge, and on driver files it is nearly always cheaper to research once than to attempt five times.
One Driver, One License, One State
The single-license rule is the strongest anchor on domicile that exists for this population, and it is federal regulation rather than folklore.
Start with the rule itself, because it is unusually short. 49 CFR 383.21 reads, in its entirety: “No person who operates a commercial motor vehicle shall at any time have more than one driver’s license.” No exceptions written into the section, no grace period, no carve-out for a driver who has moved. One license. That is the whole provision.
Pair it with 49 CFR 383.23(a)(2), which says that no person may legally operate a commercial motor vehicle unless he holds a commercial driver’s license “issued by his/her State or jurisdiction of domicile.” So the one license he is permitted to hold has to come from a particular state, and that state is not chosen for convenience.
Then read the definition the regulation attaches to that word, because this is the sentence that does the work on a locate file. 49 CFR 383.5 defines State of domicile as “that State where a person has his/her true, fixed, and permanent home and principal residence and to which he/she has the intention of returning whenever he/she is absent.”
A federal regulation that governs this exact profession contemplates, in its own text, that the license holder will be absent – and defines his state by where he intends to come back to. That is not a lucky coincidence of drafting. Commercial driving is one of the few occupations whose licensing framework was written around the fact that the licensee is routinely somewhere else. It means the license state is a considered declaration about permanence, made under penalty of a regulatory violation, rather than a stale artifact of the last time somebody updated a form.
What that gives you, and what it does not
What it gives you is a tie-breaker. Ordinary skip-tracing on a mobile subject produces several plausible states: a mother’s house in one, a girlfriend’s flat in another, a mailing address in a third, a rented room near a terminal in a fourth. On a commercial driver, one of those states is the one his license had to come from, and the others cannot simultaneously hold a valid commercial license for him. When your candidate addresses disagree, the license state is the one carrying a regulatory obligation behind it.
What it does not give you is the license record. There is no public terminal where you type a driver’s name and read back his address, and the national system that ties commercial licenses together across states exists for regulators and employers, not for the public. Nor is a second license a windfall if one surfaces: under the single-license rule at most one of them is valid, and the correct inference from a second is usually that one record is stale, not that you have found a hidden second life.
Nor does any of it locate him this week. Domicile is a legal center of gravity. A driver can be lawfully domiciled in Missouri, garage his tractor in Illinois, sleep four nights out of five in a berth and touch the Missouri address twice a month, and every one of those facts can be true at once without contradiction.
The License Record Sits Behind a Federal Permitted-Use Statute
On a trucking file this is the boundary people trip over first, because the driving license is the obvious document and it is the one that is hardest to touch.
The governing statute is the Driver’s Privacy Protection Act. 18 U.S.C. 2721(a) provides that a state department of motor vehicles, and any officer, employee or contractor of one, “shall not knowingly disclose or otherwise make available to any person or entity” personal information obtained in connection with a motor vehicle record, except as provided in subsection (b). Subsection (b) then sets out a closed list of permitted uses, and a category of highly restricted personal information that is walled off further still.
Read that structure carefully, because it inverts the intuition most people arrive with. The default is that the record is closed. A permitted use is not a formality you assert on the way past; it is the only thing that opens the door at all, and the recipient of the data carries the obligation to have one.
The good news for the most common reason people reach this page is that litigation sits squarely inside the list. Paragraph (b)(4) covers use “in connection with any civil, criminal, administrative, or arbitral proceeding in any Federal, State, or local court or agency or before any self-regulatory body, including the service of process, investigation in anticipation of litigation, and the execution or enforcement of judgments and orders, or pursuant to an order of a Federal, State, or local court.” A filed divorce, a pending suit, a judgment you are enforcing, service of process on a defendant – the statute names these.
The bad news is everything outside it. Wanting to know where an ex-partner is, checking on an adult relative, satisfying yourself about somebody your daughter is seeing, or simply establishing whether a man is where he claims to be are not on the list, and no amount of sincerity converts them onto it. We ask what the purpose is before we run anything, we write it down, and we decline where the honest answer does not reach a permitted use. If you want the longer treatment of how these categories work in practice, our guide to the Driver’s Privacy Protection Act takes them one at a time.
One practical consequence for drivers specifically. Because the license and the vehicle registration are both motor vehicle records, the two documents most obviously connected to a trucker’s working life are the two you cannot reach on curiosity alone. That pushes the weight of a driver file onto sources that are open by design – carrier registration, business filings, property and tax rolls, court indexes – which is where the rest of this page goes.
The Carrier Leaves a Public Trail the Driver Does Not
Federal motor-carrier registration is genuinely open. Understanding exactly what it contains – and what it never contains – saves a great deal of wasted effort.
Interstate motor carriers register with the Federal Motor Carrier Safety Administration and are published through its Safety and Fitness Electronic Records system, which anyone can query without an account. Run a carrier and the snapshot returns its legal name and any trading name, its physical address and its mailing address, a telephone number, the operating-authority status, the docket number, the number of power units and the number of drivers it reports, what it hauls, whether it runs interstate, and its inspection, crash and safety-rating history.
Now the limit, stated as bluntly as it deserves: that record is indexed by company. Not one field in it is a driver’s name. You cannot type a man’s name into the federal carrier system and be told who he drives for. Every article that gestures at “looking him up in the DOT database” has this backwards. The system runs from carrier to detail, never from person to carrier.
So the carrier name has to arrive from somewhere else first, and in practice it comes from ordinary places. Somebody in the family knows it. It is on an old pay stub in a support file or a bankruptcy schedule. It is stenciled on the door of the tractor in a photograph. It is in an employment history he gave a lender, a landlord or a court. It appears in a prior pleading. Our page on establishing where somebody currently works covers the general methods; on a driver, the payoff for getting the employer name is unusually high, because the moment you have it the federal file opens.
What the carrier is worth once you have it
A registered address and telephone number for a real company that has a lawful relationship with the person you are trying to reach. That is a channel that does not depend on him being at home, which is the entire difficulty on this file type. It is also a terminal or yard location, which matters for timing.
Treat what you do with that channel as the test of whether you are running a legitimate inquiry. A carrier’s safety or human-resources department may decline to discuss an employee at all, and that is a reasonable position rather than an obstruction to be worked around. What is never acceptable is inventing a reason to be told: presenting yourself as a broker checking a load, a shipper chasing a delivery, a dispatcher, an insurer or a relative in an emergency. That is pretexting. We do not do it, we will not walk a client through doing it, and on this topic it is a particularly cheap temptation because the industry runs on fast phone calls between strangers.
Process Agents, and the Driver Who Is Really a Company
Two record sets that exist only in this industry, and one very common misreading of the first.
Federal law requires motor carriers and brokers to designate somebody to receive court papers in every state they operate in. 49 U.S.C. 13304(a) provides that such a carrier or broker “shall designate an agent in each State in which it operates by name and post office address on whom process issued by a court with subject matter jurisdiction may be served in an action brought against that carrier or broker.” The designation is filed with the Department of Transportation, and it is why a small interstate carrier in one state has a named representative sitting in forty-eight others.
Read the last six words of that quotation twice, because they are where people go wrong. The designated agent accepts process in an action brought against the carrier or the broker. It is a service channel aimed at the company. It is not a mechanism for personally serving a driver in his own divorce, his own debt matter or his own custody case, and treating it as one produces service that does not hold. Where the driver himself is the defendant, whether service can be effected anywhere other than on him personally is a question of the court’s own rules, and that is a question for the lawyer running the case rather than for a research firm.
The owner-operator case
A large share of long-haul drivers are not employees at all. They own the tractor, hold their own authority or lease onto somebody else’s, and run the work through a limited company formed for the purpose. When that is the situation, the person you are trying to find has voluntarily created a second, entirely open paper trail.
A business entity has to be registered with a state, and the registration is public. It carries a registered agent with a street address for service, a principal office address, the name of whoever organized it, and an annual or biennial filing that has to be renewed to keep the entity alive. A one-truck operation frequently gives the same address for the business that the owner uses for himself, because there is no separate office to give. That filing is not a motor vehicle record, so none of the permitted-use restrictions discussed above apply to reading it.
Two cautions keep this honest. An address on a business filing can perfectly well be an accountant’s office, a registered-agent service or a commercial mail box, and it needs corroborating against something independent before anybody travels to it. And the entity that holds the operating authority, the entity that owns the tractor and the entity the driver is leased onto are frequently three different names – a mismatch that reads like evasion and is usually just how the industry structures itself.
Five Record Sets, and What Each One Settles
The right-hand column is the one that matters on this topic. Every source here is silent about presence.
| Record set | What it settles | What it will not tell you |
|---|---|---|
| Commercial license and state of domicile | Which single state he has declared as his true, fixed and permanent home, under a rule that permits only one | Nothing about this week – and the record itself is not open to you on curiosity |
| Federal carrier registration | A real company’s legal name, physical and mailing address, telephone, fleet size, authority status and safety history | Any driver’s name. The file runs carrier to detail, never person to carrier |
| Designated process agent | A named representative in each state authorized to accept court papers against the carrier or broker | Anything about the driver personally; it is not personal service on him |
| State business filing (owner-operators) | Registered agent, principal office, organizer, and a renewal history that shows the entity is still alive | Whether the address is a house, an accountant, or a mail box rented by the month |
| Property, tax, voter and utility footprint | Which address he actually maintains, pays for and returns toOur lane | The week he is standing in it. Occupancy is not presence, and on this file type the gap is the whole problem |
| The point of the table | No line in it answers “where is he right now”, and nothing lawful does. What the five together produce is a confirmed home state, a channel that does not require him to be at the door, and a defensible read on when he will be – which is what makes an attempt worth paying for. | |
Our own row is deliberately unglamorous. Confirming that a man genuinely maintains a house – that the tax bill goes to him, that the utilities are in his name, that a vehicle sits on the registration – is what turns an address from a line in a database into a place worth sending somebody. The method behind it is the same one we apply everywhere, and we have written it up in how address accuracy is actually verified rather than repeating it here.
Home Time, the Reset, and Picking the Week
The part of a driver file that is inference rather than record. It should be presented as inference.
Long-haul work does not produce a five-day week with weekends at home, and the useful question is not how many days a driver is away but what shape his rotation takes. Different operations produce genuinely different patterns: a driver running dedicated lanes on a regional account may be at the house several nights a week; one running full over-the-road freight may be out for two weeks or longer and take several consecutive days at home at the end of it; a team operation keeps the truck moving continuously and brings both drivers home rarely and together. Those are not interchangeable, and the first job is to work out which one you are dealing with rather than assuming an average.
Signals that help are mostly ordinary. Which carrier and what it hauls. Whether a personal vehicle sits at the address between trips or moves with him. Whether a spouse’s or child’s routine implies a predictable homecoming. Whether the tractor itself is ever parked at or near the property, which in rural areas it very often is. Whether a payment, a filing, a court appearance or a license renewal has clustered on particular days. None of these is proof. Taken together they narrow a month down to a handful of days, and that is the difference between an attempt worth making and one that is simply expensive.
Then the part that belongs to somebody else. What a process server may lawfully do, where he may attempt, whether a terminal or a yard is a permissible place to attempt at, whether anybody else at the address may be handed papers, how many attempts a court expects to see before it will entertain anything else, and what the alternative looks like when personal service genuinely cannot be achieved – every one of those is set by the rules of the court hearing the case and by state law, and none of them is ours to answer. We locate and we verify; the service strategy sits with the server and with counsel. For the general landscape of what courts do when ordinary service keeps failing, our overview of alternative service is a starting point and not a substitute for advice on your matter.
What we will say, because we see the consequence, is that courts are generally more receptive to a record showing varied, well-reasoned attempts than to five identical visits at the same hour. A file that can show why a particular week was chosen, and what was established about the subject’s employment and pattern before choosing it, reads very differently from one that shows persistence alone.
Six Ways This Goes Sideways in the First Two Weeks
Each of these has cost somebody a retainer, and none of them means the person is hiding.
The certified mail came back signed
A signature at the address proves somebody there collected it. On a driver’s house that is routinely a spouse, a parent or an adult child. It is evidence about the household, not about the man, and courts know the difference.
Three attempts inside seventy-two hours
Compressing attempts into one long weekend tests a single moment in a rotation that may run two weeks. Spreading four attempts across three weeks costs the same and actually samples the pattern.
Three company names, one man
The authority, the tractor’s title and the outfit he is leased onto are often three separate entities. That looks like concealment on a spreadsheet and is usually just how owner-operator work is structured.
The address is a commercial mail box
Drivers without a fixed dwelling sometimes use a relative’s house or a commercial mail service as their address of record. Mail behaves normally there and nobody ever sleeps in it, so delivery proves nothing at all.
A second license turns up in another state
Not a hidden life. Under the single-license rule at most one of the two can be valid, so what you have almost always found is a stale record that a database never retired.
The carrier will not tell you anything
Expect that, and plan around it rather than through it. A safety department that declines to discuss a driver with a stranger is behaving correctly, and the temptation to invent a reason to be told is the fastest way to poison a case.
How a Driver File Actually Gets Worked
Four stages, in order, because each one narrows what the next has to consider.
Settle the domicile
Reconcile the candidate states against property, tax, voter and utility footprints and against the state a commercial license would have had to come from. One state usually survives contact with all of them; where two do, we say so instead of picking.
Name the carrier or the entity
Employment history, court filings, business registrations and the documents you already hold, checked against federal carrier registration. If he runs under his own authority, the company filing frequently gives up more than he ever did personally.
Build the window
Rotation shape, vehicle behavior at the address, household routine and anything date-stamped in the record. Delivered as a reasoned range with the reasoning attached, never as a promise that he will be there on a named morning.
Verify before anybody travels
Independent corroboration that the address is live and occupied by the right household, plus the sources behind every element. A server who knocks on a wrong door burns an attempt and, on a small file, the client’s patience.
Where the Line Sits, and What We Turn Down
Set out at length, because on a topic with an obvious employer to telephone the shortcuts are unusually tempting.
We are a public-records and skip-tracing research firm. We are not licensed private investigators and we make no such claim: no surveillance, no following a tractor, no sitting on a driveway, no attempt to establish a person’s live position through a device or a vehicle. Anyone offering to tell you where a truck is at this moment is either describing telematics they have no right to or describing nothing at all.
Every file runs on a stated lawful purpose, established before the work starts and recorded with it. Where a regulated source is involved we use it only where a permitted use genuinely applies – and on this topic that means the Driver’s Privacy Protection Act in particular, since the license and the vehicle registration are the two documents a reader is most likely to ask for and the two most tightly controlled. Litigation, service of process and judgment enforcement are named in the statute; wanting to know is not.
We do not use pretext. Nobody here telephones a carrier, a dispatcher, a broker, a shipper, a terminal or a family member pretending to be someone else in order to be told where a driver is, and we will not coach a client through doing it. That deserves naming twice on this page because the freight industry answers unfamiliar numbers all day and a plausible voice claiming to be checking on a load gets further than it should. Information obtained that way is worthless in a courtroom and worse than worthless out of one. We also do not reach into private financial accounts – no balances, no statements, no card activity, no settlement records – and no lawful research firm can.
We are not a consumer reporting agency and nothing we produce is a consumer report under the Fair Credit Reporting Act. That boundary matters more here than on most pages, because trucking is a field where somebody may well be checking on a driver with a hiring decision in mind. Our work may not be used to decide employment, promotion, retention or a driving position; nor credit, insurance underwriting, housing or tenancy, a license, or a government benefit. Those decisions require a consumer reporting agency and the disclosure, written authorization and adverse-action steps the statute builds around them. Driver qualification and pre-employment screening in this industry run through their own regulated channels with the driver’s written consent, and that is where they belong. If screening is what you actually need, we will tell you so and decline the work rather than sell you something that cannot lawfully do it.
Everything here is general information about public records and is not legal advice. Whether service may be effected on somebody other than the defendant, what a court will accept as diligent attempts, whether a matter may proceed by an alternative method, and what any of it means for your case are questions of court rules and state law that we are not the right people to answer. Ask the lawyer running the matter, and ask early rather than after the third affidavit of non-service.
The decline. Go back to the green card. This page has already said that certified mail at a driver’s house is routinely signed by a spouse, a parent or an adult child, and that the signature is evidence about the household rather than about the man. That fact is what makes this topic’s boundary a real one rather than a formality, because it cuts in the other direction too: a job that keeps somebody out for three weeks at a stretch is also one of the ways a person leaves a household, and “just confirm he still lives there” is, on this file type, a question about whoever is still at that address signing for his post. So where the reason a driver is hard to reach is that he has deliberately put distance between himself and the person asking – after a protective order, a separation, a report to the police, a stay in a refuge, or a move nobody was told about – we do not take the case, whoever is asking and however reasonable the framing sounds. And where the person the address would actually expose is the one who signed for the letter rather than the driver named on it, the answer is the same. A rotation and a departure produce the identical silence at the door, which is exactly why we ask, ask again, and stop where we cannot distinguish them. If you are the one who has gone quiet and you believe you are being traced, speak to a victim-services advocate or to the court that issued your order about address confidentiality, and take it as settled that no legitimate research firm should be helping anybody work around it.
One last thing that belongs here rather than in a footnote. The systems on this page – a license tied to a declared home state, a registered employer, a filed entity, a designated agent for service – exist because commercial driving is a federally regulated occupation, not because drivers have forfeited any privacy. They are open for regulatory and legal purposes, and using them for those purposes is legitimate. Using them to build a picture of a private person for no lawful reason is not, and the fact that a record is public has never been the same thing as a reason to pull it.
Who Is Usually Holding the Paperwork
Different matters, one shared obstacle: the person is real, reachable on paper, and never at the door.
Family-law counsel
A filed petition and a respondent whose rotation nobody has mapped.
Service-of-process agencies
Billing per attempt on a house that is empty three weeks in four.
Creditors enforcing a judgment
An enforceable judgment and a debtor whose income is entirely mobile.
Custodial parents
An order to enforce and a co-parent who is genuinely, verifiably away.
Insurance subrogation
A claim file where the other party has since gone over the road.
Probate researchers
An heir with a genuine address and a working life spent elsewhere.
What unites them is that none is looking for a lost person. Each is trying to make lawful contact with somebody entirely findable whose occupation keeps defeating the attempt, and that is a narrower and more tractable job than it feels like at attempt number four. It sits inside our general skip tracing and public-records research rather than being some separate specialism, and we would rather say that than invent a product name for it.
What You Get, and What Nobody Can Sell You
Nobody can sell you a driver’s position tonight, and a firm that offers to has told you something useful about itself. What comes back from us is a domicile we can defend, the carrier or entity behind the work where the record supports naming one, a reasoned window with the reasoning shown so you can argue with it, and the source behind every line. Where the record will not carry one of those, that element comes back marked unresolved rather than smoothed over – a soft answer on a driver file costs somebody a wasted trip, and we would rather hand you a shorter report than a confident wrong one.
Questions From People Chasing a Moving Cab
How do I serve divorce papers on an over-the-road truck driver?
Practically, you stop treating it as a knock-on-the-door problem and start with three things: confirm the address is genuinely his, establish who he drives for, and work out the shape of his rotation so attempts land in a plausible week rather than a random one. What service methods are open to you beyond personal service – who else at an address may be handed papers, whether a workplace attempt is permitted, how many tries a court expects before it will consider an alternative – is set by the rules of your court and your state, so that half of the answer belongs to your attorney and the server, not to a research firm.
Can I look up a truck driver by name in the federal FMCSA database?
No. The public federal carrier system is indexed by company, not by person. Query a carrier and you get its legal and trading names, physical and mailing addresses, telephone, operating authority, docket number, fleet size, reported driver count, cargo types and safety history – but no individual driver’s name appears anywhere in that record. It runs from carrier to detail and never in reverse, which is why the employer name has to come from somewhere else before the federal file becomes useful to you.
What address does a driver use if he does not have a house or an apartment?
Commonly a relative’s home, a partner’s address, or a commercial mail service. Federal regulation defines his state of domicile as the state of his true, fixed and permanent home and principal residence, the one he intends to return to when absent, so whatever he uses has to be defensible as that rather than a convenience. For you the practical consequence is that mail behaves completely normally at such an address while nobody sleeps there – which is why a signed delivery receipt is weak evidence on this file type and an independent occupancy check is not.
How do I find out which trucking company someone drives for?
Not from a federal search by his name, because none exists. It comes from ordinary documents and people: an old pay stub, an employment history given to a lender or a court, a bankruptcy or support filing, a photograph of the tractor, a family member who simply knows. Once you have the company name the federal carrier registration opens up and gives you a verified address and telephone for a real business with a lawful relationship to him. If he holds his own authority, a state business filing may do the same job and often gives an address he uses personally.
Is it legal to pull his driver’s license or vehicle record to find him?
Only for a use the Driver’s Privacy Protection Act permits. The statute closes state motor vehicle records by default and then lists the exceptions. Litigation is on that list: use in connection with a civil, criminal, administrative or arbitral proceeding, expressly including service of process, investigation in anticipation of litigation, and enforcing judgments and orders. Wanting to know where somebody is, checking up on an ex-partner or satisfying private curiosity is not on the list, and no amount of good faith moves it there. We ask what the purpose is first and decline where it does not reach one.
Can I just serve the trucking company instead of him?
Careful – this is the most common misreading on the topic. Federal law does require interstate carriers and brokers to designate an agent in each state to receive court papers, but the statute says that agent accepts process in an action brought against the carrier or the broker. It is a channel aimed at the company. Where the driver himself is the defendant in his own divorce, debt or custody matter, whether service can be effected anywhere other than on him personally is governed by your court’s rules, and that question goes to your lawyer rather than to us.
How long is a long-haul driver actually away, and when is he home?
It depends entirely on the operation, and averages will mislead you. A driver on a dedicated regional account may be home several nights a week; a full over-the-road driver may be out for two weeks or more and then take several consecutive days at the house; a team operation keeps the truck rolling and brings both drivers home rarely. The first task on a file is identifying which pattern applies rather than assuming one. Anyone who tells you a fixed number without knowing the carrier and the freight is guessing at your expense.
The process server has tried five times. What should happen now?
Stop buying attempts and buy information. Five attempts that sampled one week of a two-week rotation tell you almost nothing, and the cost of a sixth is usually higher than the cost of establishing the carrier, confirming the household and working out the pattern. Where we have a solid starting point that first pass typically comes back within 24 hours. Whether the accumulated attempts are enough to support an alternative route through the court is a separate question, and one for the attorney running the matter to raise with the judge.
Send Us the Address You Already Have
On a driver file that is usually the right starting point rather than a dead end, because the work is confirming it, naming the carrier behind it and reading the pattern around it. Give us the name, the address history and the purpose the search runs on, or put the situation to our team and we will tell you plainly whether there is anything here worth paying for.
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