Sell your semi truck for cash in Westwego the easy and convenient way

Six facilities are filed to this town, which is a lot for its size, and they are not variations on one thing. Two are tank farms — one operated by Kinder Morgan off Bridge City Avenue and one by BWC Terminals 0.42 miles out. Two are rail yards: a Union Pacific yard 1.02 miles out and a New Orleans Public Belt Railroad yard 1.91 miles out.

The fifth is a container ramp handling boxes for BNSF, and the sixth is a surface sand pit called Bella Rose, worked by Beverly Sand and Aggregate with 4 employees on it. Two of the six are attached here by nearest-place fallback rather than by containment, and the Public Belt row’s coordinate actually falls inside New Orleans.

That Union Pacific yard is worth a caution before anything is built on it. Its name is an energy company’s, but whether that company operates at the location was not determined, and the name is recorded as unverified rather than as a fact.

The honest version is a conditional: a yard run for a pipeline and terminals business would be liquid or bulk transfer, which would be tank-truck work if it is active. That is not written here as what happens, because nobody established that it does.

What is not conditional is the rest. Two tank farms, a BNSF container ramp and a 4-person Jefferson Parish sand pit are four different pickups on four different schedules, and a fleet here is usually carrying trucks for at least two of them.

Whichever of those four a truck loads at, what it may carry away is set in one place.

Louisiana does not write one gross figure and stop. Under La. R.S. § 32:386 a combination that carries a tridem or a quadrum axle may run to 88,000 lb on a state-maintained highway, and the interstate system is carved out of that allowance. The condition is the vehicle’s own configuration rather than its cargo or its route — more axles under the load, more gross on top of it.

The harvest permits sit above that again. Off the interstate the harvest-season permit reaches 86,600 lb under the same section; on the interstate a separate permit under La. R.S. § 32:387 reaches 83,400 lb, for farm and forest products in their natural state along with cotton seed moving from the gin to the mill, raw sugar from the mill to the refinery, and brewer’s grain. Sugarcane runs on its own permit to 100,000 lb, and that one has a hardware condition: the trailer carries an additional single axle, six for the combination, so a five-axle rig does not qualify however it is loaded.

Most states that grant a heavy commodity allowance switch it off at the interstate and leave it there. Louisiana instead writes a second, lower permit that works on the interstate, and 83,400 lb is above the federal figure rather than below it.

La. R.S. § 32:386, § 32:387 and § 32:387.7. Information, not legal advice, and only as current as the date the rule file was last verified.

Beyond the weight, the paperwork is what decides whether a sale closes this week or next month.

The ordinary case is short: we need a title. If it is lost there is a duplicate, and if the truck is old enough that it never had one there is a route for that too. Neither stops a sale and neither is unusual.

One Louisiana rule is worth knowing before you read anything about a branded title. The total-loss test is written as a percentage of retail value — 75 per cent — and it names the valuation source rather than leaving it open. Most states say “actual cash value” and let an adjuster decide what that is. Naming the handbook makes the threshold something a seller holding the same handbook can check.

Louisiana is a civil-law state and its parishes are not counties with a different name on them. Its lien and title vocabulary does not always map onto the other forty-nine, so a term you were given in another state is worth checking here rather than assuming.

The 75 per cent figure and the named handbook come from a secondary summary of Louisiana total-loss law, not from the section text; the Louisiana rule file records the salvage threshold as not yet extracted from the § itself. Information, not legal advice.

Those four schedules all come to us. Tankers off the Kinder Morgan and BWC Terminals racks. Day cabs and road tractors off the BNSF container ramp and the Union Pacific drayage. Dump trucks and aggregate haulers off the Bella Rose sand work, plus the box trucks, flatbeds, service bodies and the pickups and work trucks the crews run.

Whichever of those you have, the offer does not change. We buy all of them.

Those are the trucks. These are the things people ask before they call.

• 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. A missing mirror is nothing.
• It is behind a rack gate. Can you get it?Usually yes, and tell us early. Access on a working tank farm off Bridge City Avenue decides what we bring, and knowing beforehand saves a wasted trip.
• Will you come out here for one truck?Yes. 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. Jefferson Parish is ordinary ground for us.
• It is on the pit road at Bella Rose and the ground is soft. Now what?Tell us what the approach is like and we bring what the job needs rather than what we happen to have hooked up.
• How far out do you come?All of Jefferson Parish, across into Orleans Parish and down toward Plaquemines Parish. Distance has never been the problem.

Beyond a rack contract ending, the reasons are the ordinary ones. An owner-operator who stopped. A Bella Rose pit job that finished. A tanker bought for a run that moved to another gate before it was paid off.

Yards along Bridge City Avenue and out across Jefferson Parish usually have one sitting.

Most of those are not happy reasons and we do not treat them like they are. Somebody wants a straight answer and the truck gone by the end of the week. That is what we are for.