We buy trucks in Rolling Hills Estates

This is a residential city in the Palos Verdes hills with no port infrastructure in it. Seven rows in our data are attached to it anyway, and every one of them is a harbour facility whose coordinate falls inside Los Angeles.

The cause is mechanical rather than mysterious. A row named for the Port of Los Angeles resolved by nearest centroid to this city, 3.07 miles away, even though Los Angeles has a page of its own. Five of the rows belong to one harbour railroad, and twelve of that railroad’s twenty-two rows statewide are attached to a city other than the one containing them — all twelve inside Los Angeles.

We are saying so because the alternative is a page claiming this quiet peninsula city runs a container port, and somebody reading it would know immediately that we had not looked.

Those labels are worse than merely misplaced. One of them records the Los Angeles Export Terminal, which opened in 1997 as a 111-acre coal and coke export facility and closed in 2003 after the market moved and its thirty-seven corporate partners fell out. The name has outlived the facility by more than twenty years, and no coal export activity should be read into it.

Another names a container line that no longer trades under its own flag: NYK folded its container division into Ocean Network Express, which was founded in 2016 by NYK, Mitsui O.S.K. Lines and K Line and began trading in April 2018. And on the refining side, Phillips 66 shut its Wilmington refinery next to that port in October 2025, taking 139,000 barrels a day offline.

So whatever you drive, the offer does not change — we buy all of them. Strip the misfiled harbour rows out and what is left on these Palos Verdes hills is residential and service traffic: pickups and work trucks, box trucks and straight trucks on delivery rounds, flatbeds and day cabs on the landscaping and contracting side, and dump trucks where there is groundwork on the hills.

Lomita and Torrance both carry pages of their own, and Los Angeles carries the one that most of those port rows should have been filed against. If the truck lives closer to one of those, that is the page to read — but we buy in all of them, so it makes no difference to the offer.

That is state law rather than anything local, and it is the rule truck sellers misquote most often. CVC sections 35550 to 35558 set a statutory range of 34,000 to 80,000 lb by axle count and spacing, and § 35551(a) is a table rather than the federal Bridge Formula — no formula is declared in the statute at all.

The California table does not exactly match the Federal Bridge Table, including at three and four axles. So a configuration that is legal under one can be over under the other, and “it makes bridge formula” is a claim about which table you mean. If someone has told you your truck makes it, that is worth knowing before you repeat it.

Does it have to run? No. But we buy complete trucks — if the engine, transmission, doors, rear ends, drive shafts, wheels or anything under the hood have been removed, we can’t buy it. A missing bumper is nothing.

Do I need the title? We need a title, unless the truck is old enough that it never had one. If it is lost, that is a replacement through the DMV and we will walk you through it. If there is a lien on it, say so on the form — that is why the question asks whether the title is in hand rather than whether you own the truck, because those are different situations and they go different ways.

What if it has been in a wreck? Tell us what happened and we will look at it as it is. California sets no percentage: CVC § 544 makes it a judgement about whether repair is economical, so nothing is decided by a formula before we have seen the truck.

How does it get collected, and how am I paid? There is no clock on any of this. We come to you and drive it away, we come to you and tow it, we buy it remotely and arrange the tow, or you drive it to us. Payment is cash or electronic payment.