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technical director

For more information, please contact Oscar Franzese, Technical Director, at or (865) 946-1304.



The Federal Motor Carrier Safety Administration (FMCSA) launched the Commercial Motor Vehicle Roadside Technology Corridor (CMVRTC) on August 7, 2007, in partnership with the Tennessee Departments of Safety and Transportation, the Oak Ridge National Laboratory (ORNL), and the University of Tennessee, to further enable the FMCSA testing of current, new to market and emerging commercial motor vehicle (CMV) safety technologies as well as to promote their usage and acceptance by stakeholders. In October 2013, thanks to the expansion from the State of Tennesse to Georgia, North Carolina, Kentucky and Mississippi, the name changed to include "Consortium" in place of "Corridor." The CMVRTC is a series of specially equipped testing facilities at inspection stations to demonstrate, test, evaluate, and showcase innovative CMV safety technologies under real-world conditions in order to improve commercial truck and bus safety.

The CMVRTC is managed through the FMCSA’s Office of Analysis, Research, and Technology (ART) via an interagency agreement with the Department of Energy’s (DOE) Oak Ridge National Laboratory (ORNL).  Since 2007, ART has established internal partnerships with the FMCSA Offices of Bus and Truck Standards and Operations, Enforcement and Compliance, and Safety Programs in Headquarters and with the Southern Service Center in the Field.  The CMVRTC is available to these and other FMCSA offices with management support provided by ORNL. The ART has established an external partnership with DOE’s Office of Energy, Efficiency, and Renewable Energy to collect CMV safety sensor data from a DOE partner fleet.  This data will be used to support the objectives of the CMVRTC.

Since its commissioning in 2007, testing has been conducted in the CMVRTC to:

  • Study the wear and performance of brake drums/rotors and lining/pads of four different vocations of Class-8 CMVs;
  • Correlate Performance-Based Brake Tester (PBBT) results with North American Standard (NAS) Level-1 inspection results relative to CMV brakes;
  • Support the supplanting of the PBBT test in lieu of physical brake stroke measurements in the NAS Level-1 inspection;
  • Determine the out-of-service (OOS) rate of the mainline on I-81 southbound (Greene County CMV IS);
  • Determine and contrast the OOS rates for the other fixed inspection sites with that of Greene County site;
  • Determine the vehicle type and weight of overweight vehicles (permitted and unpermitted) in the vehicle steam within boarders of Tennessee;
  • Determine the vehicle defects present in overweight vehicles in Tennessee;
  • Evaluate in a real-world setting a Smart Infrared Inspection System (SIRIS) for brakes, tires, and bearings;
  • Support the development of functional specifications for an Infrared-Based Screening System (IBSS) for brakes, tires, and bearings;
  • Prove the viability of the Wireless Roadside Inspection (WRI) Concept; and

Test system loading, end-to-end functioning, and end-user acceptance of WRI using commercial mobile radio services (CMRS).

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The Vision for the CMVRTC going forward is to expand the Consortium to additional inspection sites in other states at program level efforts, such as WRI and Smart Roadside, mature and require a larger test bed and multi-site, multi-state participation.  Additionally, the CMVRTC plays a prominent role in supporting the Agency’s technology transfer activities enabling the accelerated deployment of proven safety technologies.

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  • Showcase inspection technologies and highlight their systematic integration with existing enforcement operations and highway information systems by our State partners;
  • Collect data on CMV safety technologies of interest to FMCSA and assess their viability for deployment;
  • Provide a technology transfer function for new to market and emerging technologies  by collection operational data for the development of functional specifications to support MCSAP grant applications; and
  • Collect data to support FMCSA enforcement and compliance programs, State safety programs, policy research, and future rulemaking activities.

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Technology Transfer

The CMVRTC has a Technology Transfer function to aid in the adoption and use of Safety Technologies by key stakeholders.  Specifically, the CMVRTC provide FMCSA with data and supporting information to facilitate:

  • Regulation (rule making and pursuant legislation)
  • Promotion (unbiased marketing of technology [ex: TMV, product guides])
  • Provisioning (via grant, provide funding to states for technology)

FMCSA has aligned future CMVRTC testing and related activities via an overarching methodology that dictates the planning, documentation, and execution of CMVRTC activities in a way that outputs the needed technology transfer tools (validations, specifications, certifications, and safety outcomes).  These are further defined as:

Validation will be done via testing (POC, Pilot Test, FOT) using a prescribed Test Plan.  It will involve data collection, analysis, and reporting to determine the technology’s:

  • Robustness
  • Capability
  • User Acceptance

The data from the validation will be used to determine the Safety Outcome.

Specifications will be generated in conjunction with the experiences from data gathering and results tabulation during the Validation.  This activity seeks to develop a set of functional specifications that can be used to procure a given technology via MCSAP funding or other sources such as direct state purchase.  The needs of this output will feed the Validation Test Plan.

Certification will be granted to technologies/systems that validate their ability to meet established functional specifications.  Testing criteria will be developed and testing will be conducted to support certification or non-certification of a given technology or system.

Safety Outcomes will be accessed by contrasting and correlating the data from the Validation against other related data gathered with in the CMVRTC and against vehicle flow and conventional vehicle enforcement data with the CMVRTC.  This process seeks to show the benefit(s) (positive or negative) that would be gained by implementing a given technology.  The needs of this output will also feed the Validation Test Plan.

The CMVRTC has six core functions to be used to provide these outputs.

CMVRTC Core Functions and Output

Core Function

Scale of Effort

Entry Criteria

Key Outputs/Exit Criteria

Technology Downselection

  • Dependent upon sponsor needs
  • FMCSA Need
  • Technology Grant
  • Downselection recommendations for FMCSA selection

Proof-of-Concept Testing

  • 1 or 2 systems
  • Short duration
  • Relatively low cost
  • Very limited testing
  • Repurposed COTS technology
  • Unproven Technology
  • Technology demonstration
  • Feasibility evaluation (Validation)

Pilot Testing

  • Several systems
  • Longer duration
  • Controlled testing of a few perturbations
  • Technology concepts which have been somewhat proven
  • Successful prior Proof-of-Concept
  • Determination / recommendations regarding potential for large-scale implementation

Field Operational Testing

  • Large scale testing
  • Real-world testing environment
  • Off-the-shelf (including new-to-the market) technology
  • Deployment-ready or production-ready technology
  • Successful prior Pilot Test and/or Proof-of-Concept
  • Functional Specifications
  • Usage/implementation recommendations
  • Safety Outcomes

Technology Certification

  • Dependent on number of technology vendors
  • Once vendors have responded to the Functional Specification, testing will take place to validate that offering meetings the specification
  • Testing Criteria
  • Certification

Demonstration Projects

  • Dependent upon sponsor needs
  • Viable technology and/or partnerships
  • Demonstration unit
  • Demonstration event(s)


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