1.6.3. Master Roadway Network — City Roads (MRN- CR): Ultimate Lane Map The lane configuration map identifies the planned ultimate number of lanes for each City-controlled roadway segment. It represents long-term system needs based on projected growth and travel demand and is used to guide right-of-way preservation, capital project development, and long-range planning. represents ultimate build-out conditions and does not represent existing conditions or near- term construction commitments. In some locations, roadways are designated as Established, indicating that the corridor is largely built out or constrained by surrounding development. For these corridors, changes to the number of through lanes are not anticipated and the existing lane configuration is expected to remain. Establishing corridors may still be improved over time through resurfacing or capital projects. The City may require improvements as a result of development or redevelopment. Improvements may include lane narrowing, reallocation of space, auxiliary lanes, or the addition of pedestrian, bicycle, or transit facilities. The ultimate lane map is used in conjunction with functional classification and overlays to determine the applicable cross-section for a given corridor.
1.6.4. Network Overlays Two primary network overlay types are used in the MRN: Freight Priority Areas , which identify corridors with significant goods movement activity and inform design considerations such as lane widths, turning movements, and access management Freight Priority Areas include: Corridors ■ Freight Priority Corridors ■ Truck Routes ■ TxDOT Critical Urban Freight Corridors Freight-Serving Areas ■ Industrial Growth Centers ■ Heavy Industrial Base Zone Districts Compact Development Areas (CDAs) include areas planned for more compact, mixed-use, pedestrian-oriented, and transit- supportive development patterns, where a more multimodal street design is appropriate and desirable, including enhanced pedestrian and micromobility accommodations. In general, areas designated as Transit-Oriented Development (TOD) opportunity areas (also see 1.7.4. Transit-Supportive Areas), Urban Villages, medium- to high-density mixed-use places, and high-density neighborhoods are considered CDAs.
More specifically, existing and planned locations and districts that constitute CDAs include:
Zoning Districts ■ Berry/University (BU) ■ Camp Bowie (CB) ■ Near Southside (NS) ■ Panther Island (PI)
■ Trinity Lakes (TL) ■ Stockyards (SY)
The upcoming comprehensive plan may include policy that drives more form-based/ focused zoning and development in the following base-zoning districts occupying one or more block faces and may be considered for inclusion in the CDA designation once zoning changes are adopted. ■ MU-1 ■ MU-2 ■ UR ■ H Other Districts ■ Core Area (includes Downtown, Panther Island, Butler Place, etc.) ■ Urban Villages ■ Transit 2.0 station areas, which include Trinity Railway Express, TexRail, other planned high-capacity transit corridors identified in NCTCOG’s Mobility 2050, Amtrak routes served at Central Station, and Fort Worth-Houston and San Antonio-Laredo High-Speed Rail.
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Fort Worth Master Transportation Plan | Master Roadway Network
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