Kentucky dump trucking insurance for aggregate and construction haulers

General exposure for this class — duty cycle, tipping stability, the cost of a body and hoist nobody scheduled properly — is covered on the dump trucking insurance page. Kentucky’s own contribution is about money and about naming.

Two habits run through the Kentucky statutes and they are unusual together. The first is that Kentucky prices things it could simply have prohibited: extra gross weight has an annual decal fee that varies by axle configuration, overweight violations are computed per pound on a rising scale, and cost-sharing with the state is capped per mile, capped per ton and floored per truck all at once. The second is that Kentucky writes commodities into statutory text by name, which means a stone hauler can find its own cargo in the code rather than having to reason its way there from a general formula.

For a dump operator those two habits meet in a specific place. The heaviest priced-weight machinery in Kentucky is built around coal, and the state runs a second such system alongside it for a different commodity entirely. But the provision that actually reaches a stone truck is elsewhere, it is free, and it turns on the destination of the load rather than on any permit.

Every figure below is read from the Legislative Research Commission’s own published statutes and administrative regulations, and each carries the effective date or amendment the source itself displays. That matters more than usual here: several of these sections have been amended within the current and preceding sessions, and two of the governing regulations carry stated expiration dates.

Gross weight has a published annual price, and the axle count sets it

KRS 177.9771(4) reads more like a tariff than a permit provision. A vehicle “registered with a declared gross weight of eighty thousand (80,000) pounds” and transporting coal or coal by-products over the designated system may operate above the maximum gross weight prescribed elsewhere in Kentucky law “by paying the corresponding decal fee as set forth below.” Registration at that figure is the entry condition rather than a ceiling — it is what qualifies a truck to buy more.

The ladder itself is priced by configuration. A single unit truck with one steering axle and two axles in tandem is limited to ninety thousand pounds with a tolerance of five percent, and pays a decal fee of one hundred sixty dollars annually. A single unit truck with one steering axle and three axles in tridem arrangement is limited to one hundred thousand pounds with the same five percent tolerance, at two hundred sixty dollars annually. A tractor-semitrailer combination with five or more axles is limited to one hundred twenty thousand pounds, again with five percent, at three hundred sixty dollars annually.

Paragraph (d) then adds something the tiers do not — a continuous buy-up rather than a step. A motor carrier meeting gross axle weights of twenty thousand pounds per axle and twelve thousand pounds for the steering axle “may register in excess of eighty thousand (80,000) pounds by payment of eight hundred forty dollars ($840) plus an additional decal fee of ten dollars ($10) per one thousand (1,000) pounds of registered weight above eighty thousand (80,000) pounds.” Weight above the threshold is sold by the thousand pounds at a stated unit price, which is a genuinely unusual way for a state to write a weight law.

The fee is additive, not substitutional: paragraph (f) provides that payment of the decal fee is in addition to any state registration fee, user fee or other decal fee. Revenue is ring-fenced by paragraph (i) into a special account within the road fund called the energy recovery road fund, and subsections (5) and (6) split it — sixty percent to the Department of Highways for the state-maintained portion of the system, forty percent distributed to the fiscal courts of the counties whose own roads carry it. The system is recertified by official order on or before November 1 each year, and it is composed of roads that carried more than fifty thousand tons in a baseline year, updated annually.

This machinery is scoped to coal and coal by-products, and nothing in it should be read as reaching sand, stone or gravel. Its interest for an aggregate operator is what it demonstrates about the drafting: Kentucky is willing to state a price for gross weight and collect it annually per truck, which is the same instinct that shows up, at much smaller numbers, in the permit an industrial-materials hauler actually buys.

• Entry condition is registration at a declared gross weight of 80,000 lb (KRS 177.9771(4)).
• Tandem single unit: 90,000 lb, five percent tolerance, $160 annually.
• Tridem single unit: 100,000 lb, five percent tolerance, $260 annually.
• Five or more axles: 120,000 lb, five percent tolerance, $360 annually.
• Buy-up path: $840 plus $10 per 1,000 lb of registered weight above 80,000 lb.
• Revenue to the energy recovery road fund, split 60 percent state and 40 percent to fiscal courts.

A second priced-weight system runs alongside it, with an expiry date on its face

Kentucky does not operate one extended-weight road system. It operates two at the same time, built on the same certification architecture, for two unrelated commodities. The second is at KRS 177.985, which establishes an extended weight unrefined petroleum products haul road system on the same fifty-thousand-ton certification model used for coal.

Its terms are priced and conditioned differently, and the conditions are noticeably heavier than the coal ladder’s. Cabinet-approved axle configurations may reach a maximum gross weight of one hundred twenty thousand pounds; the permit fee is two thousand dollars annually; GPS technology must record the locations traveled and be open to cabinet inspection; and the driver must hold a valid Class A commercial driver’s license and additionally “be approved by the Kentucky State Police to operate a vehicle under this section.” A driver-approval requirement sitting inside a weight statute is rare.

The section states its own end date twice, and both statements must travel with every figure above. Its catchline as published carries the parenthetical “(Repealed Effective June 30, 2028),” and subsection (1) restates it in the operative text: “The provisions of this section shall be in effect until June 30, 2028.” Every number in the preceding paragraph is drawn from a section that expires on that date, and none of them should be relied on as a durable feature of Kentucky law.

The structural point survives the sunset and is the one worth carrying. Kentucky treats a commodity-defined extended-weight road system as a repeatable instrument rather than a one-off — it built a second one, on the same model, for a different industry, with a different price and a different set of operating conditions. For anyone assessing where Kentucky weight law may go next, that is a more informative fact than any single figure in either system.

• A second extended-weight haul road system exists for unrefined petroleum products (KRS 177.985).
• Same fifty-thousand-ton certification architecture as the coal system.
• Up to 120,000 lb, a $2,000 annual permit fee, GPS recording open to cabinet inspection.
• Driver must hold a Class A CDL and be approved by the Kentucky State Police.
• The section expires June 30, 2028 by its own terms and its published catchline.

Crushed stone is written into the statute, and the test is where the load is going

KRS 189.2226 is the provision an aggregate hauler should read first, because it is the one place in Kentucky law where the cargo is enumerated rather than inferred. Subsection (1)(b) defines “building materials” as equipment or materials associated with new home construction, home remodeling or home maintenance, “including but not limited to” a twelve-item list: agriculture products; asphalt; concrete; crushed stone; excavation equipment; fill dirt and rock; glass; landscaping materials; lumber or other wood products; minerals; roofing materials; and steel products.

Crushed stone, fill dirt and rock, concrete, asphalt, minerals and landscaping materials are the working cargo of a dump fleet, and they are named in the statute rather than reached through a general formula. The relief that follows is substantial. Subsection (2) opens “Other statutes to the contrary in this chapter notwithstanding” and provides that any vehicle hauling building materials to a home “shall be allowed ... to travel on any state road without a permit and without being subject to a fine, if the weight of the vehicle is within the limits of the registration issued to the vehicle and within the axle limits for the vehicle, even if the vehicle’s gross weight or length, including vehicle and load, exceed the limits prescribed by this chapter.”

The condition is the destination, not the commodity, and that is the unusual part. “Home” is defined at subsection (1)(c) as a site where a single or multi-family housing unit is being initially constructed under an issued building permit, or a site where such a unit is complete and inhabited. “State road” at (1)(d) “means a state or federal highway but does not mean an interstate or county road.” The same truck with the same stone going to a commercial jobsite is outside the section; going to a permitted residential build, it is inside it.

Four conditions ride along and each of them is a compliance fact worth capturing. The vehicle may travel “the most direct route, in the opinion of the operator,” provided no road traveled as that route is further than fifteen miles from a state road classified to carry the vehicle’s registered weight. On a road the cabinet classifies as a single “A” highway, the vehicle or its load cannot exceed ninety-six inches in width, and beyond that an overdimensional permit is required. The operator “shall have in his or her possession a bill of lading,” defined as a document evidencing purchase of or a delivery order for the materials, issued by the business that sold or leased them. And subsection (4) preserves the hard limits absolutely: vehicles under the section are prohibited from exceeding established width and posted bridge weight limits on any route, and one that does must obtain the appropriate permit.

KRS 189.2226 is effective July 14, 2022, as amended by 2022 Ky. Acts ch. 153, sec. 5. For an underwriter the practical reading is that a Kentucky residential-delivery operation and a Kentucky commercial-delivery operation are running under different rules with the same trucks, and the document that proves which one applies is a bill of lading in the cab.

• Twelve named building materials including crushed stone, fill dirt and rock, concrete and asphalt (KRS 189.2226(1)(b)).
• Travel on any state road without a permit and without a fine, within registration and axle limits (subsection (2)).
• The trigger is delivery to a “home” — a permitted new build or a completed, inhabited unit.
• State road excludes both the interstate and county roads.
• Most direct route in the operator’s opinion, within fifteen miles of an adequately classified state road.
• 96-inch width cap on a single “A” highway; a bill of lading must be carried.
• Posted bridge weight limits and width limits are never relieved (subsection (4)).

On the top road class, the per-axle schedule simply stops applying

Kentucky classifies its state-maintained roads and sets a different gross weight for each class, so the same legal truck has three different ceilings depending on which road it is on. Under 603 KAR 5:066 every state-maintained road is assigned a classification, and unless the vehicle holds an overdimensional permit the maximum allowable gross weight is eighty thousand pounds on a Class “AAA” road, sixty-two thousand on a Class “AA” road, and forty-four thousand on a Class “A” road. Nothing about the vehicle changes between them.

KRS 189.2301 then does something more drastic than adjust a number. On the top class it removes the axle rules altogether: “The provisions of this chapter to the contrary notwithstanding, a vehicle that has a valid registration of a declared gross vehicle weight, including any towed unit, of eighty thousand (80,000) pounds or less shall be exempt from any axle weight provisions when operating on any state-maintained highway that is classified as a ‘AAA’ highway, if the vehicle is hauling seventy-nine thousand nine hundred ninety-nine (79,999) pounds or less.”

The one-pound margin below eighty thousand is on the face of the statute, and the exemption is documentary as well as numeric: “A person operating a vehicle under the provisions of this section shall have written documentation verifying the weight of the load being hauled is seventy-nine thousand nine hundred ninety-nine (79,999) pounds or less.” Without the paperwork in the cab the exemption is not established, which makes a scale ticket an operating document rather than an accounting one.

Two exclusions bound it and both are absolute. The section “shall not apply to any vehicle operating on the interstate highway system or any vehicle operating on any highway where the vehicle would exceed any posted bridge weight limit.” So the relief is off-interstate only, and a posted bridge overrides it entirely. KRS 189.2301 is effective June 29, 2017, as amended by 2017 Ky. Acts ch. 174, sec. 4.

Read together with the road classes, the effect is that Kentucky’s binding constraint for most non-interstate dump work is a single gross figure plus a bridge check, rather than an axle-by-axle calculation — provided the route stays on AAA roads and the ticket is in the cab. A route that drops onto a AA or A road changes both the ceiling and the arithmetic.

• Road classes set the gross ceiling: AAA 80,000 lb, AA 62,000 lb, A 44,000 lb (603 KAR 5:066).
• On a AAA highway a vehicle registered at 80,000 lb or less hauling 79,999 lb or less is exempt from any axle weight provisions (KRS 189.2301).
• Written documentation of the load weight must be carried.
• Never applies on the interstate system or where a posted bridge limit would be exceeded.

The bond is a penalty for behavior, not a cost of entry

The state-level permit an industrial-materials hauler actually buys is created by 601 KAR 1:020, and its bonding rule inverts the usual arrangement. Section 2(1) states the default plainly: “Industrial haul permit applicants who are and remain in good standing with the cabinet shall not be required to post bond.” Nothing is posted at the outset. The bond appears only after something goes wrong.

Section 2(2) names exactly what forfeits good standing, and both triggers are about conduct rather than about size or exposure. An applicant loses it if any operator of a vehicle owned or leased by the permit holder “deviates from an existing transportation plan or violates any of the safety provisions identified in Section 5 of this administrative regulation,” or if any such operator “is convicted under KRS 189.990(2)(a) two (2) or more times within a five (5) year period.” A single driver straying off the filed route can move the whole permit holder into the bonded category.

Once triggered, the terms are fixed. The applicant is principal obligor and the Commonwealth is obligee. “The bond amount shall be determined by the cabinet and shall not exceed $6,000 per vehicle.” A surety, corporate or self-insured bond may be filed, but a corporate or self-insured bond requires “an affidavit from an independent financial institution verifying that the applicant has permanent net assets located in Kentucky with a total value of $500,000 or more” — an asset test with a geographic qualifier, which will exclude some out-of-state operators from self-insuring regardless of balance sheet.

The permit itself is priced per truck and per year, and cheaply. Under Section 3 an industrial haul permit is valid for a period not to exceed three years, a separate permit issues for each vehicle, and “A twenty (20) dollar annual fee shall be paid in advance for each truck at the time the permit application is filed,” with the option of a one, two or three year term and all years payable in advance — stated in the regulation as a sixty dollar fee for a three year permit. Permitted vehicles must comply with legal bridge weight limits, and may exceed them only on cabinet approval.

The application is route-based rather than trip-based: it goes to the highway district office having jurisdiction over the major portion of the proposed haul routes, accompanied by a transportation plan which “shall indicate and identify by route number the highways on the state maintained road system over which the applicant will transport industrial materials.” That plan can be revised at any time during the permit period, and it is the document a deviation is measured against — which is what connects the routing file directly to the bonding position.

• Applicants in good standing post no bond at all (601 KAR 1:020 Section 2(1)).
• Good standing is lost by a transportation plan deviation, a safety violation, or two convictions in five years.
• Bond then set by the cabinet, not to exceed $6,000 per vehicle.
• Corporate or self-insured bonds need an affidavit of $500,000 in permanent Kentucky net assets.
• $20 annual per truck, $60 for a three year term, permit valid up to three years (Section 3).
• A transportation plan identifying highways by route number accompanies the application.

Cost sharing capped three ways and floored once

Where a hauler works state-maintained roads above the ordinary limits outside the designated system, KRS 177.979(1) requires a cooperative agreement with the Department of Highways “or give bond for damages as required by the cabinet.” The agreement provides for “an equitable apportionment of the incremental costs for design, maintenance, construction, or reconstruction of those roads and bridges,” with the federal interstate system excluded.

Subsection (2) is where the arithmetic gets unusual, because it constrains the same contribution from four directions at once. Total tax contributions from any person entering into a cooperative agreement “shall not exceed, in the aggregate, the sum of five thousand dollars ($5,000) per mile per year on those roads covered by the cooperative agreement, but shall equal a minimum of one thousand two hundred dollars ($1,200) per motor vehicle hauling coal over those cooperative road segments over three (3) miles in length, but such contribution shall not exceed ten cents ($0.10) per ton of coal hauled on cooperative roads per year from an individual coal operator unless otherwise agreed to by the operator.”

So the figure is capped per mile, capped per ton, floored per vehicle on segments over three miles, and then made negotiable at the operator’s election by the closing qualifier. A person who exceeds the annual contribution “may petition the commissioner of vehicle regulation for a carry over for future years liability,” and all funds collected are ring-fenced: they “shall be expended on those roads covered by the cooperative agreement.”

One further provision runs in an unexpected direction and is worth knowing because it lets local government switch off a state requirement. The same subsection (1) provides that where a resolution issued under KRS 177.9771(9) on a road with a maximum allowable gross weight of eighty thousand pounds is approved by the Transportation Cabinet, “a cooperative agreement shall not be required.” A local resolution, once approved, removes the state obligation on that road rather than adding to it. KRS 177.979 is effective July 15, 2026, as amended by 2026 Ky. Acts ch. 135, sec. 24 — one of the most recently amended provisions cited on this page.

• Cooperative agreement with the Department of Highways, or bond for damages as the cabinet requires (KRS 177.979(1)).
• Capped at $5,000 per mile per year on covered roads.
• Floored at $1,200 per vehicle on cooperative segments over three miles.
• Capped at $0.10 per ton per year from an individual operator, unless the operator agrees otherwise.
• Funds collected are spent only on the roads the agreement covers.
• An approved local resolution on an 80,000 lb road removes the agreement requirement entirely.

Overweight is charged by the pound on a rising scale

Kentucky does not band its extended-weight overweight fines. It computes them per pound, and the rate climbs as the excess grows. Under KRS 177.990(3), a person who violates the weight provisions of the designated system is fined “three cents ($0.03) per pound when the excess is three thousand (3,000) pounds or less, five cents ($0.05) per pound when the excess exceeds three thousand (3,000) pounds but is less than four thousand (4,000) pounds, seven cents ($0.07) per pound when the excess exceeds four thousand (4,000) pounds but is less than five thousand (5,000) pounds, and nine cents ($0.09) per pound when the excess exceeds five thousand (5,000) pounds.”

Then the ladder is collapsed at both ends: “In no case shall the fine be less than sixty dollars ($60) nor more than five hundred dollars ($500).” The per-pound escalation is real up to a point and then stops mattering, since the cap binds well before the heaviest overload. A rising rate that tops out at five hundred dollars is a modest financial deterrent by itself, which is what makes the accompanying remedies the more significant exposure.

Subsection (4) addresses operating without the decal rather than operating overweight: a person transporting coal in violation of the general weight provisions who does not hold a current decal or is not operating under a valid cooperative agreement is fined five hundred dollars “and be required to purchase the decal” — the sanction includes compelled entry into the paid system rather than exclusion from it.

The instrument with real commercial weight is not the fine. Under KRS 177.9772 a vehicle over the general limits without an affixed extended weight users’ decal, or outside a cooperative agreement, is deemed in violation, and the secretary “may impound said vehicle until such time as the extended weight users’ tax and all costs incurred in the impoundment and storage of the vehicle have been paid.” A five hundred dollar ceiling on the fine sits beside an open-ended detention of the asset and its accumulating storage cost, and it is the second of those that decides what a violation actually costs a fleet. KRS 177.990 is effective April 14, 2026, as amended by 2026 Ky. Acts ch. 182, sec. 26.

• 3¢ per pound to 3,000 lb of excess; 5¢ to 4,000; 7¢ to 5,000; 9¢ above (KRS 177.990(3)).
• Floored at $60 and capped at $500 regardless of the excess.
• Operating without a current decal draws $500 and compulsory purchase of the decal (177.990(4)).
• Impoundment available until the extended weight users’ tax and storage costs are paid (KRS 177.9772).

Two covering rules that catch different trucks on different roads

Kentucky has two load-covering provisions and they are triggered by different things, so a movement can fall outside one and inside the other. KRS 189.150 is the general rule and it is written in two parts that do separate work. Subsection (1): “No vehicle shall be operated upon any highway unless it is so constructed as to prevent its contents from escaping.” That is a construction standard on the vehicle with no distance qualifier at all — a dump body must be built to contain its contents on any movement, however short.

Subsection (2) is the covering duty and it attaches only past a distance: “No vehicle shall be operated upon any public highway for a distance of over one (1) mile whose load is susceptible to shifting or spillage unless said load is covered with a device suitable for prevention of spillage.” Two features follow. The trigger is the character of the load rather than a commodity list, so sand, gravel, stone and spoil are reached by their physical behavior rather than by name. And the remedy is functional rather than specified — “a device suitable for prevention of spillage,” with no material, fastening method or freeboard prescribed anywhere in the section. KRS 189.150 is effective July 15, 1982.

The second rule is at KRS 177.305 and it is a single sentence with a different shape entirely: “All trucks hauling coal on a fully controlled limited access highway shall be covered by a tarp or equivalent cover to prevent spillage.” It is commodity-specific where the first is character-based, route-conditioned where the first is distance-conditioned, and prescriptive where the first is functional. Because it carries no distance qualifier, the one-mile grace in KRS 189.150(2) does not rescue a short coal movement on such a highway. It is effective July 15, 1988, and carries its own penalty at KRS 177.990(5): not less than twenty dollars nor more than one hundred dollars for each offense.

For an aggregate fleet the operative rule is the first one, and its one-mile threshold is the detail worth capturing on a submission. A quarry-to-adjacent-jobsite shuttle under a mile sits outside the covering duty while remaining fully inside the construction duty — an exposure profile that looks different from a long-haul stone operation even though the trucks and the material are identical.

• Construction standard applies to every movement regardless of distance (KRS 189.150(1)).
• Covering duty attaches only past one mile, for loads susceptible to shifting or spillage (189.150(2)).
• No commodity list and no specified material — “a device suitable for prevention of spillage.”
• Coal on a fully controlled limited access highway needs a tarp or equivalent at any distance (KRS 177.305).
• That second rule is fined at $20 to $100 per offense (KRS 177.990(5)).

Four things a Kentucky account has to show

Start with the road classification along every regular route, because in Kentucky the class is the ceiling. A fleet running eighty thousand pounds legally on AAA roads is eighteen thousand pounds over on a AA road and thirty-six thousand over on an A road with nothing changed on the truck. Route classifications belong in the file next to the registrations, and a route that has been altered by construction or by a customer’s new site needs re-checking rather than assuming.

Next comes the documentation practice, because two separate Kentucky reliefs exist only on paper. The AAA axle exemption under KRS 189.2301 requires written verification of the load weight in the vehicle. The residential building-materials exemption under KRS 189.2226 requires a bill of lading in the operator’s possession. Neither relief survives without its document, and a fleet that operates on both should be able to show how each one reaches the cab.

Then the transportation plan, if the fleet holds a state industrial haul permit. Because 601 KAR 1:020 makes bonding a consequence of deviating from the filed plan rather than a cost of entry, that plan is a live compliance document rather than a filing. A fleet whose actual routes have drifted from the plan it filed is one driver conviction or one deviation away from a bond requirement of up to six thousand dollars per vehicle — a cost change that arrives without warning.

Last is the registration schedule read against operating practice, since registered declared gross weight is the entry condition for the priced-weight systems and the boundary of the KRS 189.2226 exemption alike. Hauling a third party’s stone puts the motor truck cargo question in play on its own footing, and where county roads and pit approaches are involved the road-damage exposure presents as third-party property damage — a question for the trucking auto liability and general liability wordings rather than for the permit. Equipment moves that exceed the ninety-six inch width limit on a single “A” highway push the account into oversized and overweight trucking insurance territory that a stone-hauling submission would not otherwise raise.

One structural note on local authority, because it runs upward here rather than only downward. Under KRS 177.9771(9) a fiscal court, city governing body, consolidated local government or urban-county government may by resolution recommend to the secretary that certain roads “pose inherent and definite hazards, special conditions, or greatly impact the economy” of the county or city, and the secretary “shall meet” with them and “take into consideration their concerns” before adding or deleting roads. The duty to meet is mandatory; the weight given to the concerns is not.

• Map road classifications along every regular route — the class sets the gross ceiling.
• Confirm how load-weight documentation and bills of lading actually reach the cab.
• Reconcile the filed transportation plan against the routes the fleet really runs.
• Check registered declared gross weights against operating practice.
• Local governments can petition to change the designated system; the secretary must meet but need not agree.

Coverage lines a Kentucky dump and aggregate account usually carries

The state minimum is a licensing threshold. The program an operator actually needs is built from these lines:

• Trucking Auto Liability — Primary liability coverage for bodily injury and property damage caused by your truck while under dispatch.
• Physical Damage — Collision and comprehensive coverage for the tractor, trailer, and attached equipment you own or finance.
• Motor Truck Cargo — Coverage for the freight you haul against loss or damage in transit.
• Trailer Interchange — Coverage for non-owned trailers you pull under written interchange agreements.
• General Liability — Coverage for premises and operations liability away from the truck — terminal yards, customer docks, and non-driving exposures.
• Workers Compensation — Statutory coverage for driver and yard-employee injury, structured for trucking payrolls and interstate operations.
• Non-Trucking (Bobtail) Auto Liability — Liability coverage for the tractor when operated off-dispatch — bobtailing home or running personal errands.
• Pollution Liability — Coverage for cargo-related pollution events and upset/overturn spills not covered by standard auto liability.

Why Truck Guard Insurance for a Kentucky dump and aggregate account

We write dump and aggregate hauling as a named class rather than as an exception to general trucking, and we read each account against the weight and permit regime of the state it operates in. For a Kentucky operator that means starting from what the trucks are actually licensed and configured to carry, sizing physical damage to bodies and hoists rather than to a chassis value, and treating pit, stockpile and job-site work as its own exposure rather than an extension of the highway auto form.

If the operation also runs freight under separate authority, the Kentucky trucking insurance page covers the state’s broader motor carrier picture, and the dump trucking insurance page covers the class mechanics that apply wherever the operator runs.

Sources

Every figure on this page was read at the source below on August 11, 2026, with the effective date of the version read. Treat each as current as of that date rather than as permanent.

• KRS 177.9771 — Extended weight coal or coal by-products haul road system — the decal ladder at (4)(a)–(d), the $840 plus $10 per 1,000 lb buy-up, the energy recovery road fund and the 60/40 split; effective January 1, 2015.
• KRS 177.985 — Extended weight unrefined petroleum products haul road system — second extended-weight system; catchline carries “(Repealed Effective June 30, 2028)” and subsection (1) restates the same sunset in the operative text.
• KRS 189.2226 — Definitions; vehicles hauling building materials — the twelve-item building materials list naming crushed stone and fill dirt and rock, the destination-keyed exemption, the 15-mile and 96-inch conditions and the bill of lading; effective July 14, 2022.
• KRS 189.2301 — Axle weight exemption for vehicles on state-maintained AAA highways — exemption from any axle weight provisions at 79,999 lb or less on a AAA highway, with written documentation required; effective June 29, 2017.
• 603 KAR 5:066 — Weight (mass) limits for trucks — the road classification ceilings: AAA 80,000 lb, AA 62,000 lb, A 44,000 lb. The publisher renders each regulation twice, the second copy under an “ALTERNATE VIEW” banner showing the pre-engrossed text.
• 601 KAR 1:020 — Permit for hauling industrial materials; fee; bond — no bond while in good standing, up to $6,000 per vehicle once it is lost, the $500,000 Kentucky net assets affidavit, and the $20 annual per truck fee; promulgated under KRS 189.271.
• KRS 177.979 — Cooperative agreements between Department of Highways and transporters exceeding maximum weight limits — $5,000 per mile per year cap, $1,200 per vehicle floor over three miles, $0.10 per ton cap, and the approved local resolution that removes the agreement requirement; effective July 15, 2026.
• KRS 177.990 — Penalties — the 3¢/5¢/7¢/9¢ per-pound ladder floored at $60 and capped at $500 at (3), the $500 no-decal penalty at (4), and the $20–$100 spillage penalty at (5); effective April 14, 2026.
• KRS 177.9772 — Impoundment of vehicle for violation — impoundment until the extended weight users’ tax and all impoundment and storage costs have been paid.
• KRS 189.150 — Escaping contents; shifting or spilling loads — construction standard at (1) with no distance qualifier, and the covering duty at (2) attaching only past one mile; effective July 15, 1982.
• KRS 177.305 — Prevention of spillage from trucks hauling coal — one sentence: a tarp or equivalent cover on a fully controlled limited access highway, at any distance; effective July 15, 1988.
• KRS 189.212 — Authority of fiscal court to issue special permits for certain haulers — the county-level permit reaching cargo “whether divisible or nondivisible,” expressly including minerals and natural resources, with ordinance and bond rulemaking delegated to the fiscal court.