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

One node is attached here and it is a small one. Barefoot Pit reports six employees to the federal mine regulator and is carried as a surface operation working industrial sand, under A. O. Hardee & Son.

Sand is a different trucking job from crushed stone even at the same tonnage. It loads differently, it behaves differently in an open body on a bend, and where it goes is not something the record says — industrial sand ships to a dozen unrelated markets and nothing in the file distinguishes them.

So this page says what the pit is and stops. Six people, sand, surface operation.

MSHA Mine Data Retrieval System (Mines.zip); city-pages node list.

That commodity carries an obligation which lands on people who do not work at the pit. Part 46 of the federal mine training rules covers sand, gravel, surface stone, surface clay, surface limestone, colloidal phosphate and shell dredging, and Barefoot Pit sits inside that scope as a surface operation.

The part requires site-specific hazard awareness training for over-the-road delivery drivers before they work at each mine site. Each site — not once, in general. Barefoot Pit is a surface sand operation, which is what puts it inside Part 46 rather than Part 48.

Where its sand actually goes is a different question, and the honest answer is a rule about names. Some sand operators put the end use in the company name — Sierra Frac Sand in Louisiana, Western Proppants in Wyoming, U.S. Sports Field Sand in Louisiana again, three names stating three completely different markets. A generic name states nothing at all, and two Louisiana pits sixty-five miles apart ship to oilfields and to playing fields with nothing in the record to tell them apart.

This operator’s name is one of the generic kind, so the destination stays unstated here rather than guessed at from geology or geography.

So a driver hauling into a sand operation on a first visit is inside the scope of a training rule rather than simply visiting a customer. It is the kind of thing that surfaces on a paperwork check long after the load has gone, and it is worth knowing about a truck that has spent its life on that work.

MSHA Part 46, training requirements for independent contractors.

What the roads themselves allow is a separate question, and it is one the research here left open: no bridge layer was searched for this town, so nothing is said about crossings near the pit. The statute is on file. S.C. Code § 56-5-4140 sets a single axle at 20,000 pounds and two axles four to seven feet apart at 35,200, both written as including all enforcement tolerances, with 80,000 pounds gross on the interstate.

§ 56-5-4160 carries a general ten per cent enforcement tolerance applying to those limits. Because the axle figures are printed as already including tolerance, the relief attaches to the gross and not to the axle.

Unprocessed forest products draw fifteen per cent instead, on non-interstate routes only. The axle-spacing relief in the same section covers dump trucks, dump trailers, trucks carrying agricultural products, concrete mixing trucks, fuel oil trucks and line trucks, at 20,000 pounds per axle plus scale tolerances.

What was not established: the general gross and axle schedule off the interstate, seasonal restrictions, whether a posted-bridge list is published, and the bridge layer here, which was not searched. That absence is a gap rather than a finding.

S.C. Code § 56-5-4140 and § 56-5-4160. 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, and where none exists there is a bonded route.

§ 56-19-480 sets salvage at repair cost — parts and reasonable market charges for labour — reaching seventy-five per cent of the truck’s market value immediately before the damage, and makes salvage and total loss the same term with no age limb at all. § 56-19-485 brands the cause as well as the fact: salvage rebuilt, salvage flood rebuilt, or salvage fire rebuilt.

The rebuilt inspection is discretionary — the department may require one by the Highway Patrol rather than always requiring it — and the application asks for the source of the parts used and what they cost. This close to the water, the flood limb of the brand is not a hypothetical one.

The lien clock and the lien release, plate return on a sale, and apportioned registration were not established for South Carolina, and nothing is written here about them.

S.C. Code § 56-19-480 and § 56-19-485. Information, not legal advice.

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

Box trucks and straight trucks are not a sand-pit 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. Work in and out of Barefoot Pit, and the ordinary trades in the towns around it, are where most of it turns up — sand hauling included, whether or not the name over the gate says so the way Western Proppants does.

• 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.
• Where does the sand out of Barefoot Pit go?The record does not say, and we are not going to guess. Some sand companies put the market in their own name — Western Proppants, U.S. Sports Field Sand — and this one does not, so the destination is simply not established.
• It has hauled sand its whole life. Does that wear a truck differently?Tell us about the body and the frame as well as the driveline. Loading and tipping on soft ground is hard on a chassis in ways a highway tractor never sees, and it is worth saying rather than leaving to be found.
• Do you come out here?Yes — the town, out to Barefoot Pit, and the roads around them. 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 that ended. A truck sitting behind a shed since somebody stopped driving it, costing insurance every month it does not turn a wheel.

Barefoot Pit runs on six people, and around it the same trucks come up for sale for the same reasons. An operation that size is one owner and a couple of trucks, which is also the commonest shape of a sale here — not a fleet disposal, one truck that somebody has finished with.

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.

MSHA Mine Data Retrieval System (Mines.zip).