We buy trucks in Corydon

The node attached to Corydon is a stone and asphalt operation worked by IMI Aggregates, and the federal mine regulator records 26 employees at it — one of the larger single crews in this lane. Its coordinate lies 2.52 miles from the town centroid.

Stone and asphalt on one site means two kinds of outbound load and two kinds of truck: aggregate going out cold, and hot mix going out on a clock. Both put a distinct pattern of hours on the equipment that carries them.

What is unusual here is not the plant. It is how little the road network does to it.

That network is close to open. Within ten miles of the plant the Indiana bridge file records 106 structures; four are coded posted for load, four are coded below legal loads, all four county-maintained, and the nearest of them is 8.17 miles from the gate.

Four in 106 is 3.8%, and the cap on the tightest is 21.7 metric tonnes, about 23.9 US tons, which admits roughly 10.7 tonnes of stone over the 11.0-tonne tare of an empty tandem dump. Eight miles of clear road, and a real load over the one crossing that binds.

Twenty-five miles north-west, in Crawford County, the same Mississippian limestone is worked under completely different conditions: a third of the structures within ten miles restricted, the nearest 0.63 miles from the pit, and a floor of exactly 11.0 tonnes — which admits the empty truck and none of its load. Crawford posts 41 of the 78 bridges it maintains, 52.6%; Harrison County’s roads round this plant post four in a hundred.

Same rock, same hill country, thirty times the restriction. The difference is administrative rather than geological, and it is worth knowing which side of it a truck has spent its life on.

FHWA National Bridge Inventory 2025, Indiana file, items 41, 64 and 70.

Those crossings sit under a statute keyed to the road rather than to the cargo, and that is where the honest answer runs out. Indiana allows 80,000 lb gross, 20,000 lb on a single axle and 34,000 on a tandem on a highway designated as a heavy duty highway; on a highway not so designated the ceiling is 73,280 lb, single axles 18,000, and a tandem assembly 16,000 lb for each of its axles.

The designation is made by rule and by local action, and no consolidated list of it could be found. The state highway agency may designate a highway and remove the designation; local authorities may designate a county or city road, or part of one.

What the state does publish is a separate extra heavy duty route map covering a short enumerated set in the north-west steel corridor — US 41 and US 312, plus SR 912, and US 20 and US 12 — which is a different instrument for a different purpose and says nothing about a road out of a pit in the southern hills.

So the rule and the question, rather than a false answer: the ceiling is 73,280 lb unless the road is designated, the designation is the county’s or the state’s to make, and it is worth asking which roads out of the gate carry it. The wheel limit of 800 lb per inch of tire width applies either way, loaded or empty.

Ind. Code § 9-20-4-1 and the designation power at § 9-20-5. Information, not legal advice.

Beyond the weight rules, the paperwork is one sentence: we need a title unless the truck is old enough that it never had one.

Everything after that sentence is a fix rather than a category. A lost title has a counter replacement; where none exists there is a bonded route. Neither one stops a sale.

Indiana brands a vehicle salvage where repair to a roadworthy state would cost more than 70 per cent of its fair market value immediately before the damage, and the statute names semitrailers explicitly, so a trailer can carry a brand independently of the tractor. Rebuilding requires a state police officer to verify ownership of the major component parts and the source of those parts — a paperwork audit rather than a condition inspection, and a rebuild done without receipts cannot pass it.

Ind. Code § 9-22-3-3 and § 9-22-3. Information, not legal advice.

None of that narrows what we will look at. Dump trucks and aggregate haulers, farm trucks and grain hauls, day cabs and road tractors, flatbeds, rollbacks, tankers, service bodies, box trucks and straight trucks, and the work trucks and pickups that go with a crew.

Box trucks and straight trucks are not a Harrison County thing in particular — they are everywhere. They are on the list because we buy them here too.

Whatever you drive, the offer doesn’t change. The plant gate 2.52 miles out, the eight miles of clear road beyond it and the hill roads across the county are where most of it turns up.

• Does it have to run?No. It does have to be complete — if the engine, transmission, doors, rear ends, drive shafts, wheels or anything under the hood have been removed, we can’t buy it. Rust is not a disqualifier.
• The engine is out of it. Is that different?Yes, and that is the line. A tired engine is fine; an engine that has been pulled out and sold means we can’t buy the truck.
• What about the title?We need one unless the truck is old enough that it never had one. Lost titles have a counter replacement; where none exists there’s a bonded route.
• It has run hot mix as well as stone.Both are ordinary here and neither counts against a truck. An asphalt body that has been worked hard is wear, not damage, and wear is what a working truck is supposed to have.
• Will you come out into the hills?Often we don’t need to — plenty of these we buy remotely and arrange the tow, so nobody has to be standing at a gate 2.52 miles from town. All of Harrison County either way. 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.

Those answers matter here because the reasons are ordinary and the nearest buyer is a long way off. Retiring. A medical that went the wrong way. A paving contract ending. A truck standing beside a barn since somebody stopped driving it, costing insurance every month it does not turn a wheel.

Around Harrison County, and between the town and the plant gate 2.52 miles out, there is usually one waiting.

Most of those aren’t happy reasons, and we don’t treat them like they are. Somebody wants a straight answer and the truck gone by the end of the week. That’s what we’re here for.