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Cargo, weight and securement

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Cargo, weight and securement

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Question 1 of 48
  1. 1. A shipper loads and secures your truck. Under the federal cargo-inspection rule, does that remove your responsibility before driving?
  2. 2. For an interstate truck with inspectable cargo and no applicable inspection exception, when is the initial en-route cargo and securement check required?
  3. 3. 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?
  4. 4. A truck has driven for 3 hours but only 100 miles since its last cargo reexamination. There is no inspection exception. What is required?
  5. 5. A truck driver changes duty status before reaching the 3-hour or 150-mile cargo-check limit. With no inspection exception, what does the change trigger?
  6. 6. 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?
  7. 7. Cargo has been loaded in a way that makes inspection impracticable. What distinction does the federal rule make?
  8. 8. 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?
  9. 9. The freight is tied down, but the truck's spare tire and tailgate are not secured. What must happen before operation?
  10. 10. What does a manufacturer's gross vehicle weight rating, or GVWR, describe?
  11. 11. A truck's total weight is within its applicable gross limit. Can the driver assume each axle is also within its limit?
  12. 12. A tire's load rating is stated for a specified inflation pressure. What should a driver understand?
  13. 13. The truck and trailer have adequate weight ratings, but the coupling device is rated below the proposed load it must carry or pull. What should you do?
  14. 14. You can safely arrange heavy and light items at different heights. Which arrangement best reduces rollover risk?
  15. 15. What can happen when too much load is placed on the steering axle?
  16. 16. Moving cargo far toward the rear leaves too little weight on the truck's front axle. Why is that unsafe?
  17. 17. A truck's drive axles carry too little weight for the conditions. What problem becomes more likely?
  18. 18. Why might carrying a legal maximum load still be unsuitable for a particular trip?
  19. 19. What is the purpose of snug blocking secured against a piece of cargo?
  20. 20. Which arrangement best describes cargo bracing in the handbook?
  21. 21. Why may freight inside a closed van trailer still need tiedowns or other restraint?
  22. 22. What are the two basic purposes of covering an open load described in the handbook?
  23. 23. You are not permitted to open a sealed load for inspection. What weight checks still matter?
  24. 24. Why does a dry-bulk tank or hopper require extra care on curves?
  25. 25. Why can hanging meat make a refrigerated truck especially unstable on a sharp ramp curve?
  26. 26. Livestock is properly confined within a trailer. Why does the driver still need extra caution on curves?
  27. 27. A freight container has been placed on its intended truck chassis. Is placement alone enough to secure it?
  28. 28. Under the federal general cargo rule, how should an article likely to roll be restrained?
  29. 29. Two articles are secured side by side with transverse tiedowns. What does the general federal rule require about the space between them?
  30. 30. A tiedown touches a cargo edge that can cut or abrade it. What is required?
  31. 31. A strap has a cut that reduces its securement performance. Can it be used merely because several undamaged straps are nearby?
  32. 32. A driver proposes shortening a tiedown by tying a knot in it. What does the federal securement-device rule say?
  33. 33. A tiedown's hook can open or release as the truck moves. What must be changed?
  34. 34. 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?
  35. 35. For federal WLL determination, how is welded steel chain treated when neither its grade nor its WLL can be identified by markings?
  36. 36. An 8,000-lb article is secured with tiedowns under the general federal cargo rule. What minimum aggregate WLL is required, apart from other securement requirements?
  37. 37. A tiedown with a 3,000-lb WLL runs from an anchor on the vehicle directly to an anchor on the cargo. How much does it contribute to aggregate WLL?
  38. 38. A 4,000-lb-WLL tiedown passes around the cargo and attaches to vehicle anchors on the same side. What is its aggregate-WLL contribution?
  39. 39. A 6,000-lb-WLL tiedown passes over the cargo from a vehicle anchor to another anchor on the opposite side. How much does it contribute to aggregate WLL?
  40. 40. A load has the minimum number of tiedowns required for its length, but their aggregate WLL is too low. Is it adequately secured under the federal rules?
  41. 41. Under the general tiedown-count rule, a 4-foot, 1,000-lb article is not blocked against forward movement and has no special-purpose exception. What is the minimum number of tiedowns?
  42. 42. A 4-foot article weighs 1,400 lb and is not blocked against forward movement. With no special-purpose exception, what minimum tiedown count applies?
  43. 43. An article is exactly 10 feet long, not blocked against forward movement and covered by the general tiedown-count rule. What is the minimum count?
  44. 44. A 21-foot article is not blocked against forward movement and has no special-purpose exception. Under the general count rule, how many tiedowns are required at minimum?
  45. 45. A 21-foot article is adequately blocked against forward movement and is subject to 49 CFR 393.110(c). What is the minimum tiedown count?
  46. 46. An unusually shaped machine must be fastened by special methods and falls within 49 CFR 393.110(d). What does that exception mean?
  47. 47. Which load is within the bulk-commodity exception to 49 CFR 393.106's article-securement provisions?
  48. 48. Cargo rests against a front-end structure used for securement. A gap is large enough for a contacting article to pass through. Does that satisfy the federal penetration-resistance requirement?
Review all 48 questions with answers

  1. A shipper loads and secures your truck. Under the federal cargo-inspection rule, does that remove your responsibility before driving?

    Correct answer: No. You must meet the applicable cargo-check requirements.

    The driver must satisfy the applicable pre-driving requirements even if someone else loaded the truck. The rule does not require personally doing all loading. Specific sealed or impracticable-inspection exceptions must be considered separately.

    Source: 49 CFR 392.9(a), (b)(1) and (b)(4); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  2. 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 17, 2026; reviewed September 21, 2026. ↗

  3. 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 17, 2026; reviewed September 21, 2026. ↗

  4. A truck has driven for 3 hours but only 100 miles since its last cargo reexamination. There is no inspection exception. What is required?

    Correct answer: Reexamine the cargo now; 3 hours has been reached.

    The later-check triggers operate on a whichever-occurs-first basis. Three hours is enough to require reexamination even when the truck has not covered 150 miles.

    Source: 49 CFR 392.9(b)(3)(ii)-(iii); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  5. A truck driver changes duty status before reaching the 3-hour or 150-mile cargo-check limit. With no inspection exception, what does the change trigger?

    Correct answer: A cargo and securement reexamination with any needed adjustments.

    A duty-status change is its own reexamination trigger under the rule. The driver does not wait for 3 hours or 150 miles if the status change occurs first.

    Source: 49 CFR 392.9(b)(3)(i); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  6. 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 17, 2026; reviewed September 21, 2026. ↗

  7. 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 17, 2026; reviewed September 21, 2026. ↗

  8. 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 17, 2026; reviewed September 21, 2026. ↗

  9. The freight is tied down, but the truck's spare tire and tailgate are not secured. What must happen before operation?

    Correct answer: Secure the loose operating equipment as well as the freight.

    The rule covers tailgates, doors, tarpaulins, spare tires and other operating equipment as well as the load's fastening devices. Secure freight does not excuse loose equipment.

    Source: 49 CFR 392.9(a)(2); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  10. What does a manufacturer's gross vehicle weight rating, or GVWR, describe?

    Correct answer: The specified loaded-weight rating of a single vehicle.

    GVWR is a manufacturer-specified rating for the loaded single vehicle. It is not the scale-measured weight of the truck on a particular trip and should not be confused with a combination rating.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.1 Definitions You Should Know; printed page 3-1, physical PDF page 79; reviewed September 21, 2026. ↗

  11. A truck's total weight is within its applicable gross limit. Can the driver assume each axle is also within its limit?

    Correct answer: No. Poor distribution can overload an axle despite an acceptable total.

    Gross weight and axle weight are different checks. A load can meet the total limit while placing too much weight on one axle or axle group. Check both limits and distribution.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.2 Legal Weight Limits and 3.2.4 Balance the Weight (physical PDF pages 79–80); printed page 3-1–3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  12. A tire's load rating is stated for a specified inflation pressure. What should a driver understand?

    Correct answer: The rating is a capacity limit, not permission to add weight regardless of pressure.

    Tires have a maximum safe load at a specified pressure. Respect the rating and proper inflation conditions rather than using tread depth or appearance as proof that a heavier load is acceptable.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.1 Definitions You Should Know; printed page 3-1, physical PDF page 79; reviewed September 21, 2026. ↗

  13. The truck and trailer have adequate weight ratings, but the coupling device is rated below the proposed load it must carry or pull. What should you do?

    Correct answer: Keep the load within the coupling's capacity as well as the other ratings.

    Coupling devices have their own pull and support capacities. Adequate ratings elsewhere do not upgrade a lower-rated connection. Match the actual loading to all relevant capacities.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.1 Definitions You Should Know; printed page 3-1, physical PDF page 79; reviewed September 21, 2026. ↗

  14. You can safely arrange heavy and light items at different heights. Which arrangement best reduces rollover risk?

    Correct answer: Place the heaviest items low and the lighter items above them.

    A high center of gravity raises rollover risk, especially in curves or sudden maneuvers. Keeping heavy cargo low helps stability; the load must also remain properly balanced and secured.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.3 Don't Be Top-heavy; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  15. What can happen when too much load is placed on the steering axle?

    Correct answer: Steering can become difficult and axle or tire damage can result.

    Too much steering-axle weight can make steering hard and overload the axle or tires. More front weight is not automatically better; keep loading within ratings and distribute it correctly.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.4 Balance the Weight; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  16. Moving cargo far toward the rear leaves too little weight on the truck's front axle. Why is that unsafe?

    Correct answer: The steering axle may be too lightly loaded for reliable control.

    Rearward weight shifts can leave the front axle too light to steer safely. Balance requires adequate loading at the steering axle without overloading it.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.4 Balance the Weight; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  17. A truck's drive axles carry too little weight for the conditions. What problem becomes more likely?

    Correct answer: Drive-wheel spin and poor traction.

    Drive tires need suitable loading for traction. Too little drive-axle weight can make them spin easily, especially in bad weather. Do not solve one weight problem by creating another unsafe distribution.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.4 Balance the Weight; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  18. Why might carrying a legal maximum load still be unsuitable for a particular trip?

    Correct answer: Mountain grades or bad weather can make that load unsafe for the conditions.

    Legal limits are not a guarantee that operating at the maximum is safe in every situation. Grade, weather and vehicle condition can call for a more conservative load or operating plan.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.2.2 Legal Weight Limits; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  19. What is the purpose of snug blocking secured against a piece of cargo?

    Correct answer: To prevent the cargo from sliding in the restrained direction.

    Blocking fits against cargo and is secured to resist movement. It is part of a properly designed securement arrangement, not a universal replacement for every other required device.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.3.1 Blocking and Bracing; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  20. Which arrangement best describes cargo bracing in the handbook?

    Correct answer: Support running from the upper cargo toward the floor or walls.

    Bracing supports cargo against movement, often between its upper portion and the floor or compartment walls. Use sound material and suitable attachment, not a loose object mistaken for a restraint.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.3.1 Blocking and Bracing; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  21. Why may freight inside a closed van trailer still need tiedowns or other restraint?

    Correct answer: It can shift inside and change the vehicle's handling.

    Enclosing freight does not necessarily immobilize it. Movement inside the trailer can upset handling or damage the load and vehicle, so use an appropriate securement arrangement.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.3.2 Cargo Tie-down; printed page 3-2, physical PDF page 80; reviewed September 21, 2026. ↗

  22. What are the two basic purposes of covering an open load described in the handbook?

    Correct answer: Protect people from spilled cargo and protect the cargo from weather.

    A cover can help prevent spillage and protect freight from weather. It does not automatically replace the restraints needed to stop the load from shifting or falling.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.3.4 Covering Cargo; printed page 3-3, physical PDF page 81; reviewed September 21, 2026. ↗

  23. You are not permitted to open a sealed load for inspection. What weight checks still matter?

    Correct answer: The vehicle's gross weight and individual axle-weight limits.

    A sealed load does not excuse excessive gross or axle weight. Use the available weight information and appropriate weighing checks rather than treating the seal as proof of acceptable loading.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.3.5 Sealed and Containerized Loads; printed page 3-3, physical PDF page 81; reviewed September 21, 2026. ↗

  24. Why does a dry-bulk tank or hopper require extra care on curves?

    Correct answer: Its high center of gravity and shifting material can reduce stability.

    Dry bulk is not necessarily a fixed, solid load. Its material can move, and the vehicle may have a high center of gravity. Approach curves slowly and smoothly with the actual load in mind.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.4.1 Dry Bulk; printed page 3-3, physical PDF page 81; reviewed September 21, 2026. ↗

  25. Why can hanging meat make a refrigerated truck especially unstable on a sharp ramp curve?

    Correct answer: The suspended load can move and has a high center of gravity.

    Suspended cargo can move and shift the vehicle's balance. Hanging meat also places weight high, so particular caution is needed on tight ramps and curves.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.4.2 Hanging Meat; printed page 3-3, physical PDF page 81; reviewed September 21, 2026. ↗

  26. Livestock is properly confined within a trailer. Why does the driver still need extra caution on curves?

    Correct answer: The animals can lean or move, shifting the center of gravity.

    Livestock can move or lean even when properly confined. That changes loading and can increase rollover risk, so suitable compartmenting does not replace careful speed and steering control.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.4.3 Livestock; printed page 3-3, physical PDF page 81; reviewed September 21, 2026. ↗

  27. A freight container has been placed on its intended truck chassis. Is placement alone enough to secure it?

    Correct answer: No. Its proper locks or other required securement must be engaged.

    Containers must be properly attached to the vehicle just like other cargo. Some use dedicated locks and frames; being seated in the intended position is not the same as being secured.

    Source: South Carolina Commercial Driver's License Manual, posted 179-page PDF, body version March 2025; 3.3.5 Sealed and Containerized Loads; printed page 3-3, physical PDF page 81; reviewed September 21, 2026. ↗

  28. 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 17, 2026; reviewed September 21, 2026. ↗

  29. 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 17, 2026; reviewed September 21, 2026. ↗

  30. 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 17, 2026; reviewed September 21, 2026. ↗

  31. 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 17, 2026; reviewed September 21, 2026. ↗

  32. 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 17, 2026; reviewed September 21, 2026. ↗

  33. 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 17, 2026; reviewed September 21, 2026. ↗

  34. 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); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  35. For federal WLL determination, how is welded steel chain treated when neither its grade nor its WLL can be identified by markings?

    Correct answer: Use the value for grade 30 proof coil chain of its size.

    The rule assigns unidentified welded chain the grade 30 proof-coil WLL. This is a rating rule, not a guarantee that a damaged chain is usable or that any chain is adequate for the load.

    Source: 49 CFR 393.108(d); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  36. An 8,000-lb article is secured with tiedowns under the general federal cargo rule. What minimum aggregate WLL is required, apart from other securement requirements?

    Correct answer: 4,000 lb.

    The aggregate tiedown WLL must be at least half the article's weight: 8,000 ÷ 2 = 4,000 lb. Calculate each tiedown's contribution correctly and also meet the applicable number, arrangement and performance requirements.

    Source: 49 CFR 393.106(d); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  37. A tiedown with a 3,000-lb WLL runs from an anchor on the vehicle directly to an anchor on the cargo. How much does it contribute to aggregate WLL?

    Correct answer: 1,500 lb.

    A direct vehicle-to-cargo tiedown contributes one-half of its WLL to the aggregate. Here 3,000 ÷ 2 = 1,500 lb. This contribution is different from the tiedown's own rated WLL.

    Source: 49 CFR 393.106(d)(1); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  38. A 4,000-lb-WLL tiedown passes around the cargo and attaches to vehicle anchors on the same side. What is its aggregate-WLL contribution?

    Correct answer: 2,000 lb.

    A tiedown that returns to the same side of the vehicle contributes half its WLL. Do not count it as an opposite-side, over-the-load arrangement merely because it passes around the cargo.

    Source: 49 CFR 393.106(d)(2); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  39. A 6,000-lb-WLL tiedown passes over the cargo from a vehicle anchor to another anchor on the opposite side. How much does it contribute to aggregate WLL?

    Correct answer: 6,000 lb.

    This opposite-side arrangement contributes the tiedown's full WLL. It does not double the rating, and the assembly's own rating must already reflect its limiting components and anchors.

    Source: 49 CFR 393.106(d)(3); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  40. A load has the minimum number of tiedowns required for its length, but their aggregate WLL is too low. Is it adequately secured under the federal rules?

    Correct answer: No. Minimum tiedown count and adequate WLL must both be met.

    The minimum-number requirements apply in addition to the general securement requirements. Enough tiedowns by count is not enough if their properly calculated aggregate capacity is insufficient.

    Source: 49 CFR 393.110(a), referring to 393.106; eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  41. Under the general tiedown-count rule, a 4-foot, 1,000-lb article is not blocked against forward movement and has no special-purpose exception. What is the minimum number of tiedowns?

    Correct answer: One, while still meeting strength and other securement requirements.

    For an unblocked article no longer than 5 feet and no heavier than 1,100 lb, the minimum is one tiedown. This is only the count rule; the complete system must still satisfy the other applicable requirements. South Carolina's manual recommends at least two even for small cargo; this question asks for the specific federal minimum, not that broader study recommendation.

    Source: 49 CFR 393.110(b)(1); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. Compare SCDMV CDL manual Section 3.3.2, printed page 3-3, physical PDF page 81 (two-tiedown recommendation). ↗

  42. A 4-foot article weighs 1,400 lb and is not blocked against forward movement. With no special-purpose exception, what minimum tiedown count applies?

    Correct answer: Two.

    An unblocked article 5 feet or shorter needs at least two tiedowns when its weight exceeds 1,100 lb. Its short length does not qualify it for the short-and-light one-tiedown case.

    Source: 49 CFR 393.110(b)(2)(i); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  43. An article is exactly 10 feet long, not blocked against forward movement and covered by the general tiedown-count rule. What is the minimum count?

    Correct answer: Two.

    The two-tiedown length category includes articles longer than 5 feet and up to and including 10 feet, regardless of weight. The phrase 'including 10 feet' matters at this boundary.

    Source: 49 CFR 393.110(b)(2)(ii); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  44. A 21-foot article is not blocked against forward movement and has no special-purpose exception. Under the general count rule, how many tiedowns are required at minimum?

    Correct answer: Four.

    Use two tiedowns for the first 10 feet, one for the next 10 feet and one for the remaining fraction: four total. Do not round the final foot down to zero.

    Source: 49 CFR 393.110(b)(3); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  45. A 21-foot article is adequately blocked against forward movement and is subject to 49 CFR 393.110(c). What is the minimum tiedown count?

    Correct answer: Three.

    For the stated forward-blocked situation, use at least one tiedown for each 10 feet or fraction. Twenty-one feet therefore needs three. Blocking and tiedown strength must also be adequate.

    Source: 49 CFR 393.110(c); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  46. An unusually shaped machine must be fastened by special methods and falls within 49 CFR 393.110(d). What does that exception mean?

    Correct answer: The usual count formula does not apply, but the machine must still be securely fastened.

    The special-purpose exception changes the application of the minimum-count formula. It does not remove the obligation to fasten the article securely and adequately or any other applicable requirements.

    Source: 49 CFR 393.110(d); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  47. Which load is within the bulk-commodity exception to 49 CFR 393.106's article-securement provisions?

    Correct answer: Loose grain in a hopper that forms part of the CMV's structure.

    The stated exception concerns bulk material without a fixed shape transported in a structural tank, hopper, box or similar device. It is not a general permission for spillage or unsafe loading, and bagged articles are a different situation.

    Source: 49 CFR 393.106(a); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

  48. Cargo rests against a front-end structure used for securement. A gap is large enough for a contacting article to pass through. Does that satisfy the federal penetration-resistance requirement?

    Correct answer: No. The structure must not have an opening that lets that article pass through.

    The applicable front-end structure must resist penetration and have no aperture large enough for a contacting cargo article to pass through. A label or appearance does not establish the required protection.

    Source: 49 CFR 393.114(a) and (d); eCFR title 49 displayed current through September 17, 2026; reviewed September 21, 2026. ↗

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Question reference: sc-cdl-cargo-001

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Cargo, weight and securement

48 questions from our CDL question set. Read each explanation to review the material.

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Study questions checked against SCDMV licensing information, its posted CDL manual and cited federal rules. Review date: September 21, 2026. This is selected study coverage, not a complete course. Follow the cited source and the actual vehicle manufacturer’s procedure; equipment and brake-system differences matter. These quizzes do not replace supervised inspection or hands-on training.