MLC HIGH CTLR AT ZFW WORKING A B737 AT FL330 RECEIVED HDOF FROM ADJACENT HIGH SECTOR ON CONVERGING TFC; AN FK10 CLBING TO FL330. CTLR CLAIMS BOTH ACFT WERE RADAR SEPARATED BY RTES SHOWN ON STRIPS. RTE OF FK10 HAD BEEN AMENDED BY PREVIOUS SECTOR BUT NOT NOTICED UNTIL CONFLICT ALERT WENT OFF.

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I WAS WORKING MLC HIGH RADAR AND DATA COMBINED. AFTER A RECENT RESECTORIZATION AT ZFW; STAFFING HAS CHANGED HOW WE ARE ABLE TO MAN CERTAIN POS. THE 2 'A' SIDES ARE NOW WORKED BY 1 CTLR; WHEN FOR THE LAST 2 DECADES THESE SAME 2 'A' SIDES WERE STAFFED BY 2 CTLRS -- AT LEAST 5 MINS FLYING TIME FROM THE BOUNDARY. CTLRS MAY REVISE AN ACFT'S RTE. THE DEP SECTOR N OF DFW (ADM HIGH) DOES THIS QUITE OFTEN. IN THE BEST OF CIRCUMSTANCES; YOU MAY ALREADY BE TALKING TO THE ACFT BEFORE YOU CAN RECEIVE AND READ THE FLT PLAN REVISION. EVER SINCE ZFW HAS STARTED STAFFING 1 CTLR TO DISTRIBUTE STRIPS FOR 6 SECTORS; STRIP DELIVERY HAS SLOWED. THIS CREATED A SCENARIO WHERE I MADE A DECISION TO ALLOW AN FK10 TO CONTINUE CLBING TO FL330 ON A SID OVER TUL. A B757 WAS CLRED IRW-FSM AND 110 KTS FASTER THAN THE FK10. I DETERMINED THAT ON THEIR RTES I WOULD HAVE AT LEAST 8 MI SEPARATION. HOWEVER; ADM HIGH CLRED THIS ACFT DIRECT CNU WHICH WAS A 15 DEG L TURN. THIS TURNED THE FK10 RIGHT INTO THE B757 AND I NEVER GOT THE FLT REVISION UNTIL WELL AFTER THE INCIDENT. JUST AS I NOTICED THE DECREASING SEPARATION; THE CONFLICT ALERT WENT OFF. I TURNED BOTH ACFT 30 DEGS R AND ENDED UP REGAINING 7 MI SEPARATION.