Dallas County
Two rail rows, and one of them carries passengers
Two rail yards attach here, both genuinely inside the place: one at 2.34 miles from the centre under a national freight carrier, and one at 4.11 miles under the Trinity Railway Express.
That second operator is a commuter railroad, not a freight one. It is in the list and so it is on this page, but it is not a truck destination and it would be wrong to imply otherwise.
What either yard handles could not be established from any source read for this research, so this page does not say.
So the freight here is the metroplex’s rather than the town’s
Those two rows are thin evidence, and the honest thing is to say what actually generates truck work in this part of Dallas County instead.
It is distribution. Warehouses, cross-docks and the ordinary service trades of a large suburban city sitting between two downtowns and an airport, with an interstate grid connecting all of it.
That produces a very common kind of used truck — box trucks and straight trucks on short multi-stop routes, day cabs pulling between docks — and short-stop work is harder on brakes and transmissions than the mileage ever suggests. Across Dallas County the freight row 2.34 miles out is where most of it starts.
Texas weight law
One ceiling, and a permit list that skips stone
Short stops or long runs, it all sits 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 one is written for a named industry: ready-mixed concrete, fluid milk, timber, and super heavy single-trip. There is no permit named for aggregate, stone, sand or quarry products. So a stone hauler here gets the general permit and nothing else, while a ready-mix truck sits on the list — two trades a reader might treat as one, on opposite sides of the line.
The general permit adds ten per cent on the axle and five per cent on gross, and it comes with a bond and liability for actual damage to load-restricted roads. On a load-zoned road the permitted weight is ten per cent less than the maximum, so those two percentages run in opposite directions and must never be added together.
Tex. Transp. Code § 621.101; Chapter 623 permits. Information, not legal advice.
Texas paperwork
We need a title — unless it never had one
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.
One Texas rule is worth knowing because it runs further than any other state on file. Texas brands a truck salvage only where the cost of repairs exceeds the actual cash value before the damage — effectively one hundred per cent, against eighty in Florida and sixty in Oklahoma. And it is a two-part test, not pure arithmetic: there must also be damage to, or a missing, major component part.
The statute lists thirteen major component parts, and the calculation leaves out repainting and sales tax, which no other state on file excludes. For a truck whose damage is mostly cosmetic that moves the answer a long way.
Tex. Transp. Code § 501.091. Information, not legal advice, and only as current as the date the rule file was last verified.
What we buy here
All of that iron is iron we buy. Box trucks and straight trucks off the distribution work. Day cabs and road tractors off the freight yard 2.34 miles out. Flatbeds, dump trucks, rollbacks, tankers, service bodies, and the work trucks and pickups that go with a crew.
Box trucks and straight trucks are not a Dallas County 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.
We buy complete trucks. If the engine, transmission, doors, rear ends, drive shafts, wheels or anything under the hood have been removed, we can’t buy it. Small things — a missing bumper — are fine.
Straight answers
The questions we get asked in Irving
- 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 multi-stop delivery routes.Common across Dallas County and hard on brakes and transmissions. Trinity Railway Express country is full of them. Tell us what has been replaced.
- 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.
- Do you have to come out to look at it?Not necessarily. We can come to you and drive it away, come and tow it, buy it remotely and arrange the tow, or you can drive it to us. Whichever suits the truck and your week.
Why people call
Beyond a route contract ending, the reasons are personal ones. Retiring. A medical that went the wrong way. One truck too many after a lease finished.
Yards across Dallas County and out toward the Trinity Railway Express line 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.