Master Transportation Plan Task 4: Gap Analysis and Needs Network
identified segments with high freight demand and poor LOS. This analysis found gaps that highlight which segments’ augmentation would most benefit from greater freight connectivity and efficiency. Interactions between commercial freight accidents, the high-injury network, and truck routes were used to identify freight safety hotspots. The CRIS dataset prepared by Toole Design was used to identify locations where freight movement contributes to serious safety concerns. The analysis focused on crashes involving commercial vehicles, particularly those resulting in death or serious injury. Toole’s analysis found that trucks are disproportionately involved in KSI crashes. This dataset was used to identify and validate freight-related safety hotspots and the high-injury and freight network. A heat mapping analysis highlights the highest-risk segments, intersections, and access points that should be prioritized for crash reduction or freight restrictions. These include areas with tight geometry or frequent conflicts between freight and other users, especially in urban and industrial zones. 3.7.3 Identified Gaps The freight gap analysis began with mapping the freight trips between areas (census tracts) of Fort Worth. Figure 47 shows significant Fort Worth freight activity from the northern intermodal hub and Alliance industrial and commercial hub traveling to the city core and further south to the FedEx Ground distribution center at the junction of U.S. Highway 287 and I-820. The freight activity within census tracts or intra-tract trips was focused at Alliance, downtown, Saginaw, and FedEx Ground to the south. The Top 10 Trip pairs among the identified local trips were then identified to form the freight clusters, or the clusters of freight businesses exhibiting the greatest freight activity. The clusters with the most freight trips O/Ds and intra-tract tract trip densities are shown in Figure 48. The shortest local paths, the routes most likely to be provided by Google and other platforms, for commercial truck drivers were then mapped with a shortest path and alternative routes ( Figure 49 ). The 20 routes were then evaluated for consistency, or the future (2045) LOS available to the trucks, and availability of truck-designated routes and infrastructure to service the highest freight activity corridors. The resulting local gap recommendations for evaluation under the screening criteria are shown in Figure 50 .
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