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25 multiple-choice questions and 9 flashcards on General Knowledge — Cargo, Weight and Securement, about 8% of the CDL Class A bank. Every one carries a written rationale.
General Knowledge — Cargo, Weight and Securement is one of 12 chapters in CoStudy's CDL Class A (General Knowledge) bank, and it holds 25 of the bank's 300 multiple-choice questions — roughly 8% of the total. That proportion is not arbitrary: chapters follow the certifying body's published exam outline, and the number of questions in each is set by that domain's published weight, so the share of your practice time this chapter takes matches the share of the real exam it accounts for.
Studying by chapter is worth doing once you have a diagnostic score. A single overall percentage tells you whether you are close; it does not tell you which domain is dragging. Working a weak chapter in isolation, and re-testing it in isolation, is the fastest way to move a score that has stalled — and it is why the mock exams in CoStudy report by domain rather than as one number.
10 questions drawn from this chapter, with the full rationale shown — the controlling principle behind the right answer, and why each wrong option tempts and fails.
Maximum tandem-axle weight (interstate) is:
Answer: C — 34,000 lbs
A) Too low. C) Correct — 34,000 lbs federal tandem-axle limit. C/D) Exceed limit.
Federal gross weight maximum on interstate highways (without permit) is generally:
Answer: C — 80,000 lbs
A/B) Below federal max. C) Correct — 80,000 lbs is the federal max without special permit. D) Requires permit and varies by state.
What is the function of a header board or front-end structure on a flatbed?
Answer: C — To block cargo from moving forward into the cab during a hard stop
C) Correct — the front-end structure resists forward movement of the load, protecting the cab in a hard deceleration. B) Rear tiedowns anchor to rub rails and stake pockets, not to a forward structure. A) Some structures do shield airflow, which makes this true-sounding but not the safety purpose. D) Load placement limits come from length and weight rules, not from the board's position.
A shipper loads and seals a trailer and tells the driver the securement is the shipper's responsibility. What is the correct statement of duty?
Answer: D — The driver remains responsible for the safe securement of the cargo being hauled
D) Correct — the driver is responsible for securement regardless of who loaded the vehicle, though a driver with a sealed load is not required to break the seal to inspect inside. B) A seal limits what the driver can inspect but does not transfer the legal duty. C) A safety director sets policy and has no role in the securement of a specific load in transit. A) Shared responsibility sounds even-handed but misstates where the duty rests on the road.
Cargo securement on a flatbed: minimum tiedowns for first 10 feet of cargo?
Answer: A — 1
A) Correct — minimum 1 tiedown for the first 10 ft; one additional tiedown for each subsequent 10 ft. B/C/D) Exceed minimum.
Why do bridge weight formula concepts limit how much weight may sit on a group of closely spaced axles?
Answer: A — Because concentrating weight over a short span puts high stress on a structure
A) Correct — the formula ties allowable weight to the distance between axles precisely because a short span concentrates load on bridge structure. B) Tire wear is a maintenance cost, not the reason for a legal weight formula. C) Braking capacity relates to brakes and weight, not to axle spacing rules. D) Maneuverability is a real effect of spread axles but has nothing to do with the weight limit.
Gross combination weight rating is BEST described as which of the following?
Answer: C — The maximum weight of a power unit plus its towed units as rated by the maker
C) Correct — the combination rating covers the loaded power unit together with everything it tows. B) That describes an axle weight limit, which is a separate and narrower figure. A) Cargo capacity is the rating minus the empty weight, so this omits the vehicle itself. D) Bridge-related limits govern axle spacing on a roadway, not a manufacturer's rating.
Which loading practice BEST reduces the risk of rollover on a curved ramp?
Answer: D — Keeping the heaviest portion of the load low and spread across the deck
D) Correct — low and evenly distributed weight keeps the center of gravity down, which is the single largest factor in rollover resistance. B) Centering over the tandems helps axle weights but placing weight high defeats the purpose. C) Rear-biased loads unload the front of the combination and hurt control. A) Forward-biased loads overload the steering axle and do not address rollover.
Edge protection is required when:
Answer: B — A tie-down would be cut, abraded, or weakened by contact with cargo edges
A) Partial. B) Correct — edge protection (corner caps) prevents tie-down damage at any sharp/abrasive edge. C/D) Unrelated to edge protection.
High center of gravity increases the risk of:
Answer: D — Rollover, especially in curves
A) Caused by water; not CG. D) Correct — high CG significantly raises rollover risk during cornering and emergency maneuvers. C) Indirect at best. B) Brakes fail from heat/wear, not CG.
4 cards from the 9 in this chapter.
Maximum cargo securement intervals?
1 tiedown for first 10 ft; one more for each additional 10 ft.
What is the aggregate working load limit rule for cargo securement?
The sum of the working load limits of all tiedowns must be at least one-half of the weight of the cargo being secured.
What is the minimum number of tiedowns required for an article 5 feet or shorter weighing 1,100 pounds or less?
One tiedown is sufficient. Articles longer than 5 feet, or 5 feet or less but over 1,100 pounds, require at least two tiedowns.
Why is high center of gravity dangerous?
Increases rollover risk, especially in curves.
These are a sample. The full General Knowledge — Cargo, Weight and Securement chapter runs 34 items with per-chapter progress tracking, on the web and in the iOS app.