We buy trucks in Andrews

What the research holds for this town is a single operation. Crusher 101 works crushed and broken stone with seven people, under an operator recorded as Pro Aggregate, and it attaches here by its own recorded city rather than by a fallback.

The registration picture is the odd part. No active state aggregate registration lies within a mile of the node, and the nearest one is 27.8 miles away.

That can mean a lapsed registration, a registration recorded at a different point, an inaccurate coordinate, or an operation outside the definition altogether. The research did not separate those four, and neither will this page.

That distance reads as geography rather than as a filing error, because the rest of the map says the same thing.

The closest other recorded operation to this one is 25.0 miles off, at Kermit in Winkler County. After that it is 28.0 miles toward Midland, 29.3 miles to a crusher at Penwell in Ector County, and 30.4 miles to a pit at Goldsmith.

So the working radius recorded against this node is 35 miles, and almost everything inside it is somebody else’s county. That is a highway pattern, not a local circuit, and it is the kind of duty cycle that puts road miles on a truck rather than pit hours.

It also answers the question people out here actually ask, which is whether anyone will come this far. A great many trucks at this distance are bought remotely and towed, and nobody needs to make the drive for that to happen. Coming out and driving it away, coming out and towing it, or your driving it to us all stay on the table.

Whatever it hauled, it loaded under one statutory ceiling.

Texas sets gross weight at 80,000 lb, a single axle at 20,000 lb and a tandem at 34,000 lb — the plain federal figures, with no commodity variance of the kind Georgia and Kentucky grant.

What Texas grants instead is permits, and each is written for a named industry: ready-mixed concrete, fluid milk, timber, and super heavy single-trip. Nothing on that list covers aggregate, stone, sand or quarry products, so a stone hauler working out of a crusher like this one falls back to the general permit.

That general permit adds ten per cent on the axle and five per cent on gross, with registration to 80,000 lb, a fifteen thousand dollar bond, and liability for actual damage to load-restricted roads and bridges. On a load-zoned road the permitted weight is ten per cent less than the maximum, so those two percentages run against each other and must not be added.

Tex. Transp. Code § 621.101; Chapter 623 permits. Information, not legal advice.

Beyond the weight rules, the paperwork comes down to one sentence.

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. Both are ordinary and neither stops a sale.

The Texas salvage line runs further in the seller’s favour than any other state on file. A truck is branded salvage only where the cost of repairs exceeds its actual cash value immediately before the damage — effectively the whole value, with no percentage in the test. It is a two-part test as well: there must be damage to, or a missing, major component part, and the statute enumerates thirteen.

Repainting and sales tax come out of the repair figure first, which no other state on file does. On an older truck with cosmetic damage that is the difference between a brand and no brand.

Emissions inspection is not a step for a diesel truck in Texas. The state exempts diesel vehicles outright.

Tex. Transp. Code § 501.091; TCEQ vehicle emissions programme. Information, not legal advice, and only as current as the date the rule file was last verified.

All of that is iron we buy. Dump trucks and aggregate haulers off the Pro Aggregate ground, day cabs and road tractors for the runs toward Odessa and Kermit, flatbeds for whatever does not tip.

Then the rest of it: lowboys, rollbacks, box trucks, straight trucks, service bodies, and the work trucks and pickups that go with a crew.

Seven people and a 35 mile radius is a small operation with a wide reach, and equipment turns over on both counts.

Whatever you drive, the offer doesn’t change. We buy all of them.

• 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.
• It ran out of a crusher, so it must be beaten up.Not in our experience, and it makes no difference to whether we buy it. Tell us the hours as well as the miles — on a 35 mile radius those two numbers say different things.
• The pit is not registered with the state.That came up in the research too, with the nearest registration 27.8 miles off. It is a question about the site, not about your truck, and it does not touch the sale.
• 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.
• Do you have to come out to look at it?Not necessarily. We can buy it remotely and arrange the tow, come to you and drive it away, come and tow it, or you can drive it to us. Whichever suits the truck and your week.

Beyond a contract ending, the reasons are personal ones. Retiring. A medical that went the wrong way. A truck bought for one job that outlived it.

Yards around the Pro Aggregate ground and out toward Ector County usually have 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.