We buy trucks in Port Angeles

Four operations are attached to Port Angeles in the node list and they cover three trades. The port sits 0.81 miles from the centroid and a liquid bulk terminal 1.35 miles out — deep-water work and tanker work respectively.

The other two are stone and gravel, both two-man gates. One is filed here from 9.09 miles away by the address on its registration; the other carries a county field that names a different county from this one entirely, which we are flagging rather than quietly counting as local.

Between them that is a harbour, a rack and two small pits, on a peninsula where everything has to come back the same way it went out.

MSHA Mine Data Retrieval System; the petroleum-port and quarry sidecars under docs/facts/node/. Distances are straight-line to the place centroid, not drives.

Those hauls run over a circle that is unusually clear. Within ten miles of the stone gate the federal bridge inventory records 28 structures and exactly one coded below legal loads — the lightest restricted count of any measured circle in this lane.

It is state-maintained and it carries US 101, which is the road off this peninsula, and it sits 0.52 miles from the gate. So the single restriction here is not a back road you can plan around; it is the highway.

It rates 22.4 metric tonnes, about 24.7 US tons, which over the 11.0-tonne tare of an empty tandem dump admits roughly 11.4 tonnes of stone — a generous part load by the standards of this lane, and the reason one restriction here is less of a problem than five would be elsewhere.

Read it as an upper bound. It is a minimum inside a ten-mile circle, and at 64.1% of nodes measured this way something tighter lies between ten miles and twenty.

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

That one crossing is the local ceiling. The statute above it does not resolve to a single figure.

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.

Past 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. Log trucks and timber rigs, tankers and bulk rigs, dump trucks and aggregate haulers, day cabs and road tractors, flatbeds, rollbacks, service bodies, box trucks and straight trucks, and the work trucks and pickups that go with a crew.

Box trucks and straight trucks are not a Clallam 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 port 0.81 miles out, the terminal beyond it and the two pits 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.
• It is a tanker and the test has lapsed. Is that a dealbreaker?No. Tell us the specification and when it was last tested and we’ll take it from there — a lapsed certification is something we need to know, not a reason to walk away.
• Do you come out to Clallam County?Yes, all of it and the peninsula with it — the port 0.81 miles out included, and the crossing 0.52 miles from the stone gate. 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 woods or dock contract that finished. A truck sitting behind a shop since somebody stopped driving it, costing insurance every month it does not turn a wheel.

Around Clallam County it is the same trucks for the same reasons, whether they ran to the port 0.81 miles out or a long way west of it.

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.