We buy trucks in Princeton

The record here is one industry and it is a large one. The assembly plant built 427,844 vehicles in 2025 with more than 7,300 employees, and two rail-yard rows sit beside it, 3.63 and 3.80 miles from the middle of town.

Those two rows are two different jobs at one site, which is the useful thing to know about them. They lie 0.92 miles apart and the tokens that separate their names describe functions rather than repeating a name: one is a plant siding taking inbound parts, the other an autoload ramp despatching finished vehicles. An autoload ramp is a trucking fact in its own right — what leaves it is multi-car road trailers, so the road equipment this place generates is car-haul tractor-trailers rather than bulk.

Both coordinates fall outside any incorporated place, with Princeton simply the nearest town holding a page. Neither is quite where the filing suggests.

Both of those rows also share a defect worth stating rather than working around. Each records its carrier as a string that appears on fourteen rail-yard rows across nine states, and thirteen of the fourteen are shipper or plant names rather than railroad locations.

So the string sits where a private industrial siding may simply have no common-carrier operator to record. Read plainly: that field carries no information here and cannot corroborate anything. It is not evidence that the two rows belong together, and it is not evidence that they do not — the function tokens in the names are what separates them, and the carrier field is silent.

Saying so matters more than it might seem. A shared carrier string normally supports a reading that two rows are one facility. Here it supports nothing at all, and a page that leaned on it would be leaning on an artefact. What separates these two Gibson County rows is the 0.92 miles between them and the job each name describes — nothing else in the record does any work.

Whatever leaves those gates runs under a statute keyed to the road rather than to the cargo, which is unusual among the states on file.

Indiana sets gross weight at 80,000 lb, single axles at 20,000 and tandems at 34,000 — on the heavy-duty network the state highway agency designates. Off that network gross falls to 73,280 lb and tandems fall from 34,000 to 16,000, less than half. Which roads carry the designation was not established here.

Local authorities may impose lesser limits again on their own roads and bridges, and seasonal restrictions are administered county by county rather than as one state season. A separate limit of 800 lb per inch of tire width, loaded or empty, catches dense freight on a short deck.

Car haul has its own version of the wear question. The miles are highway miles, but the loading and unloading are constant and the deck, the ramps and the hydraulics take that rather than the driveline. On a truck from around here we ask about the deck as closely as the engine.

Ind. Code § 9-20-4-1; local limits under § 9-20-1-4 and § 9-20-7-2. Information, not legal advice.

Beyond the weight rules, the paperwork is that one sentence.

Everything after it is a fix rather than a category. A lost title has a counter replacement; where none exists there is a bonded route. Neither 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 used and the source of those parts — a paperwork audit rather than a condition inspection, which a rebuild done without receipts cannot pass.

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

None of that narrows what we will look at. Car haulers, day cabs and road tractors, dump trucks and aggregate haulers, flatbeds, sleepers, 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 Gibson 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. We buy all of them. The plant gates, the Toyota Autoload ramp 3.80 miles out and the county roads around them 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 is a car hauler. Do you take those?Yes. Tell us about the deck and the hydraulics as well as the driveline — on a rig working the Toyota Autoload ramp those wear first, and a modest odometer can sit on a hard-worked trailer.
• How far out do you come?All of Gibson County and the towns around it. 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 questions come up because the reasons for selling are mostly personal. Retiring. A medical that went the wrong way. A contract with a plant or a carrier that ended. A truck standing at the back of a lot since somebody stopped driving it, costing insurance every month it does not turn a wheel.

Around Gibson County, and out by the Toyota Autoload ramp, 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.