We buy trucks in Mount Pleasant

This city is the Titus County seat, and one of its two rows is not in Titus County at all.

The quarry row is Seaton Construction, working crushed and broken stone with 4 employees. Its county string reads Morris, the federal reverse-geocode of its coordinate also reads Morris, and it attaches to this city by nearest centroid at 6.65 miles. So the two records that could disagree about it agree, and it is the city assignment that is doing the reaching.

The operator is a construction company rather than an aggregates company. The research recorded that as the contractor-owned model at the smallest scale it found across its whole slice.

There is no active state aggregate registration within a mile of the pit; the nearest is 8.5 miles away. That can mean a lapsed registration, a point recorded elsewhere, an inaccurate coordinate, or an operation outside the definition, and the research did not distinguish between them.

The other row is the rail yard, a Union Pacific record 0.54 miles from the centroid and the only rail-yard row attached here. Its commodities could not be determined. Pit and yard sit 6.14 miles apart.

That distinction between a construction company and an aggregates company is the whole shape of the local equipment.

A contractor who owns a pit runs the pit for the contractor’s own jobs. The equipment follows a job list rather than a production schedule, which means a wider spread of body styles and fewer of each: dump trucks, a lowboy for moving the loader and the crusher, flatbeds, service bodies, pickups. It also means the fleet changes when the work changes, and that is when the phone rings.

The 8.5 miles to the nearest registration says something quieter, and the Union Pacific yard is 0.54 miles from the centroid while the pit is not in the county at all. The paperwork trail and the working pit are not recorded in the same place, and nobody has established which of the four ordinary explanations applies. We state it as found rather than tidying it into a story.

At 4 employees this is a small operation on the pit side and an ordinary one on the yard side, 6.14 miles apart, which is a short enough leg that the same truck can serve both in a day.

Both the pit work and the yard work run under the same 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.

Texas grants permits instead, each 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.

The 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 in opposite directions and must never 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 is the most seller-favourable 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, against eighty per cent in Florida and sixty in Oklahoma. It is a two-part test as well: there must be damage to, or a missing, major component part, and thirteen of those are enumerated.

Repainting and sales tax come out of the repair figure before the comparison, which no other state on file does. For a truck whose damage is mostly cosmetic that moves the answer a long way.

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 iron is iron we buy. Dump trucks off the Seaton Construction ground, lowboys that move the plant, day cabs and road tractors working to the Union Pacific yard.

Then the rest of a builder’s yard: flatbeds, rollbacks, box trucks, straight trucks, service bodies, and the work trucks and pickups that go with a crew.

A contractor-owned pit and a rail yard 6.14 miles apart turn over a wider spread of body styles than a single production quarry would.

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 came off a construction fleet, not a quarry.That is the common case across Titus County and around the Union Pacific yard and it usually means mixed duty rather than one hard cycle. Tell us what it actually did.
• The body is beaten up but the driveline is good.Ordinary on pit and job-site work, and not a problem. Tell us about both.
• 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.

Beyond a job list running out, 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 Union Pacific line and across Titus 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.