We buy trucks in Angleton

The one node attached to this town is a rail yard. It is recorded with Union Pacific as operator and its coordinate lies 1.82 miles from the town centroid, which puts it inside the place rather than out in the county.

It is also the only rail-yard row attached here. Whatever else runs through Brazoria County, this is the single line in the record with this town’s name on it.

What the yard actually handles could not be determined from any source read for that research. So this page is not going to tell you what it moves.

That gap needs saying plainly, because the coordinate itself comes with a caveat.

The location is recorded as the mean of a track polyline’s vertices rather than a surveyed facility point. Every rail-yard row in this dataset is derived the same way, and the 75 miles of working radius attached to it is a constant applied across the whole set and flagged as estimated.

Other yards sit near enough to matter. The Hoskins yard at Clute is 10.2 miles from this one, and the Shintech row at Oyster Creek is 11.6 miles. Brazoria County also carries port and terminal rows south of here.

So a truck based in this town is not tied to one gate. It is inside a cluster of rail and water freight, and the driving is short and repetitive rather than long-haul.

Whatever it was loading, it ran 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 anything hauling those off a yard here gets the general permit and nothing else.

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. Day cabs and road tractors for the drayage between yards, flatbeds and tankers for whatever comes off the rail, dump trucks for the county work that goes on regardless.

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

A yard 1.82 miles from the middle of town turns over equipment whether or not anybody wrote down what it ships. The Hoskins yard at Clute is 10.2 miles from it and the Shintech row at Oyster Creek 11.6 miles, so one truck often works more than one gate.

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 worked the rail yard, so it must be a specialist truck.Often it is a plain day cab doing short runs. Either way the offer does not depend on the body — tell us what is on the frame.
• What does the yard here actually ship?Nobody established it. The row names Union Pacific as operator and puts the yard 1.82 miles from the middle of town, and that is where the record stops. If you ran it, you know better than the record does.
• 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 this town, and down toward Oyster Creek 11.6 miles south, 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.