For an interstate truck with inspectable cargo and no applicable inspection exception, when is the initial en-route cargo and securement check required?
Correct answer: Within the first 50 miles after beginning the trip.
Check the cargo and securing devices within the first 50 miles and make needed adjustments. This early check is separate from later reexamination triggers; it is not permission to ignore an observed problem before 50 miles.
Source: 49 CFR 392.9(b)(2); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
After its last required cargo check, a truck with inspectable cargo travels 150 miles in 2 hours without a duty-status change. Must the driver wait until 3 hours to recheck?
Correct answer: No. The 150-mile trigger has already been reached.
After the initial check, reexamination is required when a duty-status change, 3 hours of driving or 150 miles occurs first. Here distance triggers the check before the time limit. The question assumes no inspection exception.
Source: 49 CFR 392.9(b)(3)-(4); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
A CMV is sealed and the driver has been ordered not to open it to inspect the cargo. How does 49 CFR 392.9(b) address this?
Correct answer: Its driver-inspection provisions have an exception for that situation.
The sealed vehicle plus an instruction not to open it is an express exception to paragraph (b)'s driver-inspection provisions. It is not a blanket waiver of safe loading, securement or weight requirements.
Source: 49 CFR 392.9(b)(4), with (a); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
Cargo has been loaded in a way that makes inspection impracticable. What distinction does the federal rule make?
Correct answer: The paragraph (b) inspection exception does not erase general cargo-safety duties.
Paragraph (b)(4) also addresses loads that make cargo inspection impracticable. The exception is limited to that paragraph, not a general authorization for unsafe cargo. Mere convenience is not the stated standard.
Source: 49 CFR 392.9(a) and (b)(4); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
A box in a truck cab blocks ready access to emergency equipment and makes the exit difficult to use. Is it acceptable if the windshield remains clear?
Correct answer: No. Emergency access and free exit must also be maintained.
Cargo must not interfere with required emergency access, occupants' free exit or the driver's movement and view. A clear windshield alone does not satisfy the rule.
Source: 49 CFR 392.9(a)(3); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
Under the federal general cargo rule, how should an article likely to roll be restrained?
Correct answer: Use secured chocks, wedges, a cradle or an equivalent anti-roll method.
The anti-roll method must keep the article from rolling and must not become unintentionally loose or unfastened during transport. Its mere presence is not enough if it can move away.
Source: 49 CFR 393.106(c)(1); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
Two articles are secured side by side with transverse tiedowns. What does the general federal rule require about the space between them?
Correct answer: Place them in contact or prevent them from shifting toward each other.
If articles move toward each other, the securement can lose effectiveness. The rule calls for direct contact or another arrangement that prevents that inward movement.
Source: 49 CFR 393.106(c)(2); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
A tiedown touches a cargo edge that can cut or abrade it. What is required?
Correct answer: Suitable edge protection that resists abrasion, cutting and crushing.
Use edge protection when contact with the cargo could abrade or cut the tiedown. The protector itself must be able to resist abrasion, cutting and crushing.
Source: 49 CFR 393.104(f)(4); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
A strap has a cut that reduces its securement performance. Can it be used merely because several undamaged straps are nearby?
Correct answer: No. A performance-reducing damaged component is not acceptable.
Securement devices must be in proper working order without damage that adversely affects performance. Other equipment does not make a defective component sound.
Source: 49 CFR 393.104(b); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
A driver proposes shortening a tiedown by tying a knot in it. What does the federal securement-device rule say?
Correct answer: Tiedowns and securing devices must not contain knots.
The rule prohibits knots in tiedowns and securing devices. Use the appropriate equipment and adjustment method rather than modifying a restraint with a knot.
Source: 49 CFR 393.104(f)(1); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
A tiedown's hook can open or release as the truck moves. What must be changed?
Correct answer: Attach and secure it so it cannot unintentionally loosen or release in transit.
A tiedown must remain attached and secured throughout transport. An arrangement that can loosen, open or release while moving does not meet that requirement.
Source: 49 CFR 393.104(f)(3); eCFR title 49 displayed current through September 10, 2026; reviewed September 14, 2026. ↗
A tiedown has a 5,000-lb strap, a 3,300-lb tensioner and 4,400-lb anchor points. Assuming these are the relevant WLL ratings, what limits the assembly's WLL?
Correct answer: 3,300 lb, the lowest component or anchor rating.
The assembly is limited by the lowest component rating, including its tensioner, or the anchor-point rating, whichever is lower. Adding ratings or choosing the strongest part overstates the safe limit.
Source: 49 CFR 393.108(a); official eCFR XML retrieved for September 10, 2026; reviewed September 14, 2026. ↗
