We buy trucks in Camano

One operation is attached to Camano in the node list: a crushed-stone plant running 3 employees, 1.10 miles from the centroid. Small crew, short haul, and an island under it.

Being on an island changes the sale more than the plant does. Stone sells into a mainland market, so the loads leave; and when a truck itself comes up for sale, the question is not who will look at it but how it gets across.

That is a question we can answer rather than one you have to solve. Buying it remotely and arranging the tow is the common path out here and not a fallback.

MSHA Mine Data Retrieval System; the node list at docs/nodes/node-list.json. The distance is straight-line to the place centroid, not a drive.

That island shows up in the bridge record in a way nothing else in this lane does. Island County maintains no bridges whatsoever — not none posted, none maintained — and it is the first county in 1,860 published rows with no county tier at all.

It matters because a percentage needs a denominator. Nought out of nought is not a rate and this page will not compute one; the count is the honest figure and it is zero.

Inside ten miles of the plant the federal inventory records 13 structures, the thinnest non-empty circle in its batch, with one coded below legal loads. It is state-maintained, carries a highway extension 9.10 miles out, and rates 27.2 metric tonnes, about 30.0 US tons — which over the 11.0-tonne tare of an empty tandem dump admits roughly 16.2 tonnes of stone. That is the most generous floor anywhere in this lane, and it is nearly a full load rather than a part one.

The circle is cut off by salt water on every side, so thirteen structures is a bound on the island’s own roads and says nothing about the mainland market this pit sells into.

FHWA National Bridge Inventory 2025, Washington file, items 41, 64 and 70; docs/nodes/FINDING-radius-sensitivity.md for the radius figure.

So the crossings here are unusually kind. The statute is the limit that still applies, and it does not resolve to one number.

Washington’s maximum gross is 105,500 lb. The statute bars more than 20,000 lb on any single axle, and lets two consecutive sets of tandem axles carry 34,000 lb each where the first and last axle sit 36 feet or more apart, with the groups in between governed by the bridge formula.

Then it opens up again. The department of transportation by rule for state highways, and a local authority for a road under its own jurisdiction, may extend that table to 115,000 lb. So the operative figure is an administrative rule or a local ordinance rather than anything printed in the code, and no page can honestly hand you one number. Whether the 105,500 survives on the interstate is not established by the files behind this page, and we are not going to guess at it.

Seasonal limits work the same way, and Washington writes down something most states leave implied. A local authority may restrict a road that rain, snow or thaw would seriously damage — and the ordinance is not effective unless and until the signs are up and being maintained. The sign is the rule. Which roads are posted in a given week is not in any file we hold.

RCW 46.44.041 on axle loads and the extension to 115,000 lb, and RCW 46.44.080 on local seasonal restrictions. Information, not legal advice.

Beyond the roads and the loads, the paperwork is that one sentence.

Everything after it is a fix rather than a category. A lost title has a counter replacement; where none exists there is a bonded route. Neither of those stops a sale.

One Washington duty has a clock on it where most states’ have none, and it is the one to know about if a truck has been written off. Where a vehicle is destroyed or declared a total loss, the owner — or the insurer, once it has settled — has fifteen days to report it to the department and surrender the title. The statute names the fifteen days itself, which is unusual.

RCW 46.12.600. Information, not legal advice.

None of that narrows what we will look at. Dump trucks and aggregate haulers, day cabs and road tractors, flatbeds, rollbacks, service bodies, mixers, box trucks and straight trucks, and the work trucks and pickups that go with a crew.

Box trucks and straight trucks are not an Island 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. The rock plant 1.10 miles out and the roads down to the water are where most of them turn 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. If it was ever declared a total loss, the fifteen-day reporting duty is the department’s, not a bar on selling it.
• Do I have to get it off the island myself?No. Out here that is the common case rather than the exception: we buy plenty of trucks remotely and arrange the tow ourselves, and moving it is not left to you.
• Do you come out to Island County?Yes. Being on an island is not a reason we would not — the plant 1.10 miles out included. 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 job that finished and did not get replaced. A truck sitting behind a shed since somebody stopped driving it, costing insurance every month it does not turn a wheel.

Around Island County it is the same trucks for the same reasons, most of them hauling off a plant 1.10 miles from the middle of the place.

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.