We buy trucks in Pimlico

Two rail-yard rows are attached here and they belong to different railroads. Dupont Yard is under CSX Transportation, 3.43 miles from the middle of town. State Jct is under Palmetto Railways, 6.87 miles out.

Both arrived by nearest-centroid fallback, which means neither coordinate landed inside an incorporated place and each was attached to whatever centroid happened to be closest. Two rows filed here is not the same as two yards in the town, and at 3.43 miles and 6.87 miles the difference is a real one.

Every one of the 2,459 rail-yard rows in this dataset is recorded as the mean of a track polyline’s vertices rather than as a surveyed facility point, so a yard is placed where its track averages out and not where its gate is. The radius of 75 miles attached to each row is a constant applied across the whole set and flagged as estimated, not a measurement of this one.

City-pages node list, rail-yard rows; U.S. Census 2024 Gazetteer, South Carolina places.

Those two rows carry an operator and a coordinate and stop there. What is handled at Dupont Yard or at State Jct could not be determined from any source read for the batch, and neither gets a commodity here on the strength of what it is called.

It is worth being blunt about why. A page can always find something plausible to say about a rail-served town — what a yard that size probably handles, what a second carrier probably means. Plausible is not the same as true, and a seller reading it cannot tell the difference.

What is solid is the shape: two railroads within seven miles of each other, and the drayage between them and everything around them done on rubber.

City-pages node list, rail-yard rows; U.S. Census 2024 Gazetteer, South Carolina places.

Those runs are what the statute actually reaches. 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.

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. Day cabs and road tractors, dump trucks and aggregate haulers, tankers, flatbeds and rollbacks, 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 rail-served 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 roads out to Dupont Yard 3.43 miles off and to the Palmetto Railways yard 6.87 miles off 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 done short drayage between yards, not distance. Does that count against it?No, and it is worth telling us. Hooks and drops and low-speed manoeuvring put hours on an engine that never became miles, so an odometer understates a truck like that rather than flattering it.
• Do you come out here?Yes — the town, out to Dupont Yard 3.43 miles off and State Jct 6.87 miles off, 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 on a yard since somebody stopped driving it, costing insurance every month it does not turn a wheel.

Between Dupont Yard 3.43 miles out and the Palmetto Railways yard 6.87 miles out, the same trucks come up for sale for the same reasons.

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.