Everybody remembers the crash on Aug. 12, 2025, northbound on the Florida Turnpike near mile marker 171 in Fort Pierce. A semi tried to turn around at a median crossover stenciled “Official Use Only.” The trailer swung across all the northbound lanes. A minivan carrying three people had nowhere to go and was wedged underneath. All three died.
The driver, Harjinder Singh, sits in the St. Lucie County jail, held without bond on three counts of vehicular homicide and three counts of manslaughter. He pleaded not guilty. The case has been grinding through docket calls and discovery fights ever since. That part has gotten plenty of attention.
Here is the part almost nobody followed up on. What happened to the trucking company? Did they close, and where did their equipment end up?
The carrier was White Hawk Carriers Inc. out of Ceres, California, USDOT 2866642. In the days after the crash, with the national media camped on the story and freight-fraud watchdogs emailing FMCSA directly, the company lost its authority. By that week, its SAFER snapshot read “Not Authorized.” A small fleet, eight trucks on the books, with a violation history that ran past 80 entries over two years and an out-of-service record that ran well above the national average. On paper, it looked finished.
It was not finished.
Pull White Hawk’s public FMCSA Safety Measurement System profile today, and you find there is a compliance review dated Feb. 13, 2026. There is a safety rating dated Feb. 17, 2026. The rating is Satisfactory. A full review came in, looked at the file, and stamped it Satisfactory.
I am not telling you that it is wrong. A Satisfactory rating measures whether the safety management controls in place are adequate at the time of the review. A carrier can clean up its paperwork, change its processes, and earn the upgrade legitimately. They also pull a small sample. Thats how the system is supposed to work.
Thats where the video picks up, and that is where TEA Technologies and CarrierVerifi.com do what they do. We followed the equipment and the registrations. White Hawk doesn’t sit on one DOT number. There is a broker registration carrying the same name, MC1301740, tied back to the same Central Valley footprint. There is a White Hawk Trucking LLC on a separate USDOT. The address overlaps. The phone overlaps. The equipment overlaps. The connective indicators are there in the public record, and they are not subtle once you line them up.
None of that is automatically illegal. Operating multiple entities is legal. Holding both motor carrier and broker authority is legal. Shared addresses, shared phones, shared trucks across affiliated companies happen every day in legitimate operations. What separates a normal corporate family or private equity M&A operation from a chameleon carrier is not the existence of connections. It is disclosure. It is whether the operator told the truth about who they are and how the pieces fit. White Hawk very well may have disclosed every affiliation to every regulator and broker who asked. We do not know the why or the how.
What we know is what the records show. The equipment is shared. The address is shared. The phone is shared. The name lives on more than one number, and a carrier whose driver is charged in a triple fatality came out the other side with a clean rating while three families wait in a courtroom.
The civil side is moving too. The daughter of one of the victims has filed a wrongful death suit naming Singh, White Hawk, a company manager, and the broker that tendered the load, C.H. Robinson. The complaint walks through a safety record that was sitting in plain view before that load ever moved, including a prior reportable crash and a stack of hours-of-service and equipment violations. Does the Satisfactory rating help CH Robinson and the carrier in litigation? Time will tell because we have no objective, overarching breakdown of “what makes a carrier safe and risk-free?”
Step back and the White Hawk file is a single data point in a much bigger fight. Singh held commercial driver’s licenses out of both Washington and California after entering the country illegally in 2018. A CDL driver can only have one CDL from one state, so the carrier will have an issue there, for starters. That fact lit the fuse on the non-domiciled CDL war that has run all year. FMCSA’s audit found roughly a quarter of California’s sampled non-domiciled CDL records out of compliance. California agreed to revoke around 17,000 of them by Jan. 5, then its DMV announced an extension to March without sign-off. Secretary Sean Duffy pulled about $160 million in federal highway funding, on top of an earlier $40 million hit over English language proficiency enforcement, and floated the nuclear option of stripping the state’s authority to issue any CDL at all. Illinois got its own 30-day ultimatum. Florida took its grievance all the way to the Supreme Court, but the Court declined to step in.
Big money, big policy, big names, and underneath all of it, one small carrier in Ceres, California, that lost its authority, got a Satisfactory rating five months later, and never really left.
The trucks do not disappear. The names move. The numbers stack. What the indicators mean, I will leave to you. Watch the video, run it yourself on CarrierVerifi, and draw your own line. There is a free version, but for paid plans, you can use LAUNCH50 for 50% off for the first three months. For partners, reach out for better subscription deals and plans.
