We buy trucks in Toledo

Two operations are attached to Toledo in the node list and the pair does not sit in one county. A crushed-stone quarry runs 2 employees and its coordinate is 11.31 miles from the centroid — the record reached this place by nearest centroid rather than by anything the row says. A sand and gravel pit runs 5 and carries a Lewis County field rather than this one.

Neither of those is a reason to distrust the trade, only the filing. Two small gates on rural ground put open-topped tandems on a few roads, and this being timber country the same roads carry log rigs and the surfacing that keeps them usable.

MSHA Mine Data Retrieval System; the node list at docs/nodes/node-list.json. Distances are straight-line to the place centroid, not drives.

Those roads turn out to be unusually clear, and this is a measured zero rather than a missing one. Within ten miles of the quarry the federal bridge inventory records 20 structures, and not one of them is coded posted for load or coded below legal loads.

The distinction is the whole point. A zero from a file holding twenty rows is a measurement; a zero from a file holding none is a gap, and this page is reporting the first. Whatever else limits a loaded truck out of that gate, it is not a rated structure inside ten miles.

It is still a bound rather than a promise, and it is drawn around a quarry 11.31 miles from the middle of town rather than around the town. At 64.1% of nodes measured this way a tighter crossing lies between ten miles and twenty — and a seasonal posting is not in this file at all, because in Washington the sign is what makes such a restriction effective and no file records where the signs are.

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

So the crossings are not the constraint here. The statute is, 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 load rules, 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, 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 Cowlitz 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 two gates, one of them 11.31 miles out, 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 has run full loads its whole life on these roads. Does that show?It shows in the driveline more than the frame, and it is a fair thing to tell us. Give us the hours as well as the miles.
• Do you come out to Cowlitz County?Yes, all of it and the towns around it — the gate 11.31 miles out included, whichever county the record files it to. 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 contract that finished. A truck sitting behind a shed since somebody stopped driving it, costing insurance every month it does not turn a wheel.

Around Cowlitz County it is the same trucks for the same reasons, most of them nearer to town than the gate 11.31 miles out that this page can point at.

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.