O327OFFICIAL CITY
SECRETARY'S COPY
ORDINANCE NO. 327
AN ORDINANCE UPDATING THE COMPREHENSIVE LAND USE PLAN
FOR THE CITY OF KENNEDALE BY AMENDING THE FORMER PLAN IN
ITS ENTIRETY; PROVING THAT THIS ORDINANCE SHALL BE
CUMULATIVE OF ALL ORDINANCES; PROVIDING A SEVERABILITY
CLAUSE; AND PROVIDING FOR AN EFFECTIVE DATE.
WHEREAS, the City of Kennedale is a home rule city acting under its charter
adopted by the electorate pursuant to Article XI, Section 5 of the Texas Constitution and
Chapter 9 of the Local Government Code; and
WHEREAS, in order to effectively plan for infrastructure and long-range
development of the City, and to deliver city services adequate to serve the citizenry of the
City of Kennedale, the City has previously adopted a Comprehensive Land Use Plan; and
WHEREAS, it is necessary to amend the entirety of the Comprehensive Land Use
Plan to update the information it contains; and
WHEREAS, in accordance with the powers and duties of the Planning and Zoning
Commission, the Planning and Zoning Commission has assessed and developed goals,
objectives and policies to guide the future development of the City and has recommended
the adoption of the proposed amended comprehensive plan in accordance therewith; and
WHEREAS, it is the opinion of the City Council that the attached document entitled
"Comprehensive Land Use Plan forthe Cityof Kennedale, Texas," dated January 24, 2006,
developed for the City of Kennedale, Texas, and endorsed by the City's Planning and
Zoning Commission, should be adopted and become the primary document on which to
base all zoning, platting and other land use decisions; and
WHEREAS, a public hearing was duly held bythe Planning and Zoning Commission
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Page 1
of the City of Kennedale on the 19thth day of January, 2006, and by the City Council on the
9'h day of February, 2006, with respect to the adoption of the proposed amendments to the
Comprehensive Land Use Plan; and
WHEREAS all requirements of law dealing with notice and publication and all
procedural requirements have been complied with in accordance with the Comprehensive
Zoning Ordinance and Chapter 213 of the Local Government Code.
NOW, THEREFORE, BE IT ORDAINED BYTHE CITYCOUNCIL OF THE CITYOF
KENNEDALE,TEXAS:
SECTION 1.
The Comprehensive Land Use Plan for the City of Kennedale is amended by
repealing all previous Comprehensive Land Use Plans and replacing said Plans with the
"Comprehensive Land Use Plan forthe Cityof Kennedale, Texas," dated January 24, 2006,
attached hereto as Exhibit "A" and fully incorporated into this Ordinance for all purposes.
SECTION 2.
This ordinance shall be cumulative of all provisions of ordinances of the City of
Kennedale, Texas, except where the provisions of this ordinance are in direct conflict with
the provisions of such ordinances, in which event the conflicting provisions of such
ordinances are hereby repealed.
SECTION 3.
It is hereby declared to be the intention of the City Council that the phrases, clauses,
sentences, paragraphs, and sections of this ordinance are severable, and if any phrase,
clause sentence, paragraph or section of this ordinance shall be declared unconstitutional
by the valid judgment or decree of any court of competent jurisdiction, such
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unconstitutionality shall not affect any of the remaining phrases, clauses, sentences,
paragraphs and sections of this ordinance, since the same would have been enacted by
the City Council without the incorporation in this ordinance of any such unconstitutional
phrase, clause, sentence, paragraph or section.
SECTION 4.
This ordinance shall be in full force and effect from and after its passage, and it is
so ordained.
PASSED AND APPROVED ON THIS 9th DAY OF FEBRUARY, 2006.
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LAND USE PLA
KENNEOALE
Approved by the Kennedate City Cenci!
February '~, 2oob
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City of Kennedale, Texas
Comprehensive Land Use Plan
KENNEOALE
City Council
Jim Norwood, Mayor George Barrett, Mayor Pro-Tem, Place 5
John Clark, Place i Brian Johnson, Place 3
David Green, Place 2 Ronnie Nowell, Place 4
Planning and Zoning Commission
Bryan Lankhorst, Chair David Hunn, Vice Chair
Ray Cowan Hollis C. Mathews
Jerry Miller Charles Robeson
James Sloan Harvey Long, Alternate
Billy Simpson, Alternate
' City Staff
David Miller, City Manager
Kathy Turner, City Secretary
Mark White, Community Development Director
Assisted by:
Municipal Planning Resources Group, Inc.
Approved by Kennedale City Council
February 9, 2006
J~
2005 Kennedale Citizen Planning Committee
Adams, Rick (Board of Adjustment)
Barrett, George (City Council)
Berry, John (Building Board of Appeals)
Bevill, Mike (Park Board)
Blan, Mitch (Park Board)
Cassady, Brian (Board of Adjustment, Budding Board of Appeals)
Clark, John (City Council)
Collins, Tom (Board of Adjustment)
Deaver, David (Park Board) _
Duval, Robert (Park Board)
Eason, Lin
Gray, Charles (Board of Adjustment)
Green, David (City Council)
Harrelson, Art (Board of Adjustment)
Hayes, Beverly (Economic Development Corporation)
Hayes, Steve (Building Board of Appeals)
Hunn, David (Planning & Zoning Commission)
Johnson, Brian (City Council)
Jones, Yolanda (Park Board)
Knox, Marsha (Economic Development Corporation)
Lankhorst, Bryan (Planning & Zoning Commission)
Long, Harvey (Planning & Zoning Commission)
Mathews, Hollis (Planning & Zoning Commission)
Miller, Jerry (Planning & Zoning Commission)
Mitchell, Gary (City Council)
Mode, Don (Board of Adjustment)
Morris, Robert (Economic Development Corporation)
Mundy, Robert (Building Board of Appeals)
Munn, Bill (Planning & Zoning Commission)
Norwood, Jim (Mayor, Economic Development Corporation)
Nowell, Ronnie (City Council)
Overstreet, Charles (Board of Adjustment)
Ragsdale, David (Planning & Zoning Commission)
Simpson, Billy (Building Board of Appeals)
Sloan, James (Planning & Zoning Commission)
Vaughn, Nita (Economic Development Corporation)
Whatley, Todd (Building Board of Appeals)
' Description
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Table of Contents
Page
Table of Contents ......................................................................................................... i
Chapter 1. 2006 Update Executive Summary .......................................................1
2006 Comprehensive Land Use Plan Update ....................... ............................................. . 1
Chapter 2. General Information ............................................................................5
Purpose ......................................................................................................................................... . 5
History of Kennedale ................................................................................................................... . 5
Location ........................................................................................................................................ . 6
Planning Process .......................................................................................................................... . 7
Methodology ................................................................................................................................. . 8
Chapter 3. Kennedale Goals .................................................................................11
Purpose and Definition ............................................................................................................... 11
Kennedale Land Use Goals ........................................................................................................ 11
Chapter 4. Population Demographics ..................................................................13
Methodology ................................................................................................................................ 13
Racial Characteristics ................................................................................................................. 14
Age Characteristics ...................................................................................................................... 14
Socio-economics .......................................................................................................................... 15
Growth Projections ..................................................................................................................... 15
Chapter 5. Existing Land Use ...............................................................................17
General Land Use Characteristics ............................................................................................. 17
Residential Land Use .................................................................................................................. 21
Commercial Land Use ....................................:........................................................................... 22
Industrial Land Use .................................................................................................................... 22
Public & Semi-Public Land Use ................................................................................................. 22
Parks and Open Space ................................................................................................................ 22
Surface Water .............................................................................................................................. 22
Infrastructure .............................................................................................................................. 23
Under Construction .................................................................................................................... 23
Undeveloped Land ...................................................................................................................... 23
Comparison with Other Area Cities ........................................................................................... 23
Chapter 6. Thoroughfares .................................................................................... 25
Introduction ................................................................................................................................ 25
Definitions ................................................................................................................................... 26
Existing Conditions ..................................................................................................................... 26
Street Functions and Classifications ......................................................................................... 28
Thoroughfare Plan ...................................................................................................................... 30
Protecting the Capacity of Streets .............................................................................................. 32
Bicycle and Pedestrian Circulation ............................................................................................ 32
Street Improvement Program .................................................................................................... 33
Chapter 7. Planning Principles ............................................................................. 35
Urban Design Elements .............................................................................................................. 35
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Neighborhood Concept ...............................................................................................................35
Commercial Development Forms ..............................................................................................37 ,
Screening Walls and Buffers .......................................................................................................40
Focal Points and Entry Statements ............................................................................................ 41
Chapter 8. Future Land Use Plan ........................................................................43
Physical Features .........................................................................................................................43 '
Planning Principles ..................................................................................................................... 45
Future Land Use Plan Map .........................................................................................................45
Residential Development ............................................................................................................ 45 ,
Commercial Development .......................................................................................................... 46
Public &Semi-Public ................................................................................................................... 51
Parks, Recreation, and Open Space ........................................................................................... 51 '
Chapter 9. Implementation ...................................................................................53
General ......................................................................................................................................... 53
Application of the Plan ................................................................................................................ 53
Adopted Policies .......................................................................................................................... 54 '
Ordinance Application ................................................................................................................ 55
Official Map Maintenance .......................................................................................................... 56
Checklist, Form, and Application Revision ............................................................................... 57 '
Capital Improvements Program (CIP) ....................................................................................... 57
Planning Program ....................................................................................................................... 57
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' Table of Contents February 9, 2006 COMPREHErISrvE LAND UsE PLAN '
Chapter ~. 2006 Update Executive Surnrnary
Zoo6 Comprehensive Land Use Plan Update
' This document is an update of the Kennedale Comprehensive Land Use Plan ado ted
P
in February, 2000. Some of the information included in this document is completely
' new, some of it is revised material, and some of it is pertinent information brought
forward from the previous Comprehensive Land Use Plan document.
' During the last five years, the City of Kennedale has grown and has utilized the 2000
Plan document to guide and direct that growth. This document revisits some of the
issues addressed previously and, in some cases, reiterates the previous avenue for
improvement and in other cases proposes a different approach.
Some of the major elements in the 2006 Comprehensive Land Use Plan are:
• Kennedale Parkway Commercial Corridor will be the focus for new
business development and commercial redevelopment in the City of
Kennedale. Kennedale Parkway / US Business 28~ (formerly Mansfield
' Highway) is the central'transportationspfne of the city and offers the
potential of several major commercial nodes along the corridor. The paving
improvements by the Texas Department of Transportation (TXDOT) are
transforming the highway to afive-lane urban thoroughfare with curb and
' gutters. This transformation can be the impetus for Kennedale Parkway
businesses to expand and make aesthetic improvements to the corridor.
' I-2o / Kennedale Parkway Commercial Node development would
optimize the commercial potential of this high visibility location. This area
of Kennedale has been determined to be the most desirable location for
retail stores, restaurants and other related businesses. This commercial
development could take the form of either a power center of big box stores
or a mixed use "lifestyle outdoor retail" center of smaller businesses, coupled
' with some residential uses. This site was identified by the Buxton Group
CommunitylD study, prepared for the Kennedale Economic Development
Corporation as the site with the highest potential for retail development.
This site has a much higher traffic count and visibility that other potential
retail sites. Other trade potential variables such as population, number of
households, and average income were comparable or superior to other sites
analyzed.
' • Village Creek Enhancement could go beyond the open space and park
uses planned previously. Since the portion of Village Creek in Kennedale
could be navigable by small boats and is accessible to Lake Arlington, there
is potential for special creek related development. Depending upon the
success of the I-2o / Kennedale Parkway Commercial Node (as mentioned
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above), Village Creek could be a series of restaurants and retail shops along '
a "riverwalk". This Village Creek "riverwalk" enhancement and commercial
development could be a unique "restaurant row" that could attract regional '
interest and become a signature entry area into the City of Kennedale.
• US 28? /Little Road Commercial Node was envisioned several years '
ago spanning the Kennedale/Arlington city limit line. Recent approvals will
allow the commercial development to proceed. Related transportation
improvements will be constructed to handle the increased traffic in this area.
• Bowman Springs /Dick Price Connection was reaffirmed as a top ,
priority for improving traffic circulation in the northern portion of
Kennedale. By joining these Minor Arterial streets with a go degree '
intersection with Kennedale Parkway, four viable commercial corners would
be created.
Kennedale-Little School Road should be extended as a four-lane ,
undivided minor arterial street to the southwest to connect with Kennedale
Parkway with a 9o degree intersection. Engineering for this critical roadway
connection should provide maximum separation from the existing elevated '
water storage tank, while maintaining appropriate centerline radiuses for
the design speed for the street.
Railroad Grade Separation and Industrial Property Access should ,
be further investigated. The previous Comprehensive Plan specifically
recommended the extension of Kennedale-Little School Road across '
Business 287 with a major bridge structure in a fairly specific location.
Although graphically this proposed grade separation with the existing
double track is shown in a similar manner, it is noted on the maps and in the '
text that "alternative designs need to be researched and an optimal location
for a grade separated railroad crossing needs to be determined."
Kennedale Sublett Road paving improvements should include relocating ,
the east-west Minor Arterial street to be south of the cemetery to create an
improved intersection with Kennedale Parkway. The final alignment and
construction of this essential segment of Kennedale Sublett Road will '
challenging with the location of existing improvements, but the connection
of this east-west minor arterial roadway is important to overall traffic
circulation in Kennedale. ,
City Park Expansion will be the top priority for park improvements with
the need for two new neighborhood parks east of Kennedale Parkway. The
2005 Kennedale Park Plan prepared by MHS Planning and Design should be '
the basis for park and open space improvements over the next ten (io)
years. The Park Plan identifies twenty-two (22) Park and Recreation facility
priorities and sets a schedule of eleven (ii) projects to be accomplished ,
during the next decade.
• Greenbelt Open Spaces should be preserved and improved along both '
Kennedale Creek and Winding Creek to connect to the major greenbelt along
Village Creek. The Park Plan includes natural open space /linear parks
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2006 Update Executive Summary February 9, 2006 COMPREHENSIVE LAND UsE PLAN '
' along both of these creeks. These greenbelts should be preserved through
the platting process as subdivision development occurs to provide open
' space corridors for future bicycle/pedestrian paths. Although the 2005 Park
Plan does not extend beyond the current city limits, this Comprehensive
Plan also identifies additional park and open space needs in the Kennedale
' ETJ to the southwest. This includes major open space preservation along
the Village Creek floodplain and additional future greenbelts west of Dick
Price Road.
' • The Motor Sports Commercial Area along Kennedale New Hope Road
attracts many non-Kennedale residents to the City. This area should
accommodate related commercial development. The motor sports uses are
' compatible with the planned industrial park uses in the sector of the city.
• Verv Low Density Residential Develoument in SW Kennedale has
' been planned for the area that is currently in the extra-territorial
jurisdiction (ETJ) of the City of Kennedale. Due to the extent of the Village
Creek floodplain and floodway, the lack of utilities, lack of city services, and
the extent of landfills and excavation operations, it was determined that
acreage rural residential development is appropriate in this area. This will
provide housing alternatives to the suburban residential subdivisions
developing in northeast Kennedale.
• Oak Crest Area Commercial Uses The previous Comprehensive Plan
proposed the removal of the wrecking yards along Village Creek and the
' development of the area as residential with commercial uses along I-2o and
Kennedale Parkway. This long range future land use plan recognizes the
business investment in the area and allows the continuation of the auto
' salvage uses south of Oak Crest Drive as interim uses until the anticipated
commercial development at Kennedale Parkway and I-2o expands to the
west. As property values increase due to the visibility and strategic location
of the area for commercial uses, it is hoped that market economics will
' dictate that retail uses will be the optimal use for both the property owners
and the City. As redevelopment of this area occurs, the Village Creek
floodplain enhancement development and riverwalk can also be extended to
the west. Although there are a few existing residences in the Oak Crest area,
these do not seem to be compatible with the other existing and proposed
uses.
' Auto Salvage Yard Regulations should be strengthened and enforced.
Although "wrecking yards" historically are considered "Locally Unwanted
' Land Uses (LULU)" in many communities, the auto salvage businesses in
Kennedale are located primarily along the railroad and floodplain areas
(Village Creek, Oak Crest area as described above). The auto salvage yards
should meet or exceed minimum development standards with screening of
' the auto storage areas and paved access to all areas of storage.
• Kennedale Town Center A redevelopment study was prepared in 2003
by the University of Texas at Arlington (UTA) for the City of Kennedale. The
short term, medium term, and long term for~the various Town Center
components should be pursued by the Kennedale city staff and officials.
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Chapter 2. General Information
Purpose !,
The purpose of a Comprehensive Land Use Plan is to give direction to future
development in order to avoid the creation of incompatible physical impacts.
Although nothing will insure that all land will develop exactly as it should directed
planning will enable City leaders to address many potential problems before they
become permanent and undesirable landmarks. The Comprehensive Land Use Plan
covers the entire jurisdiction of the municipality and has a long time horizon,
typically 20 years. However, it is recommended that a review of the Plan be
completed at least every five years.
In addition to the theoretical purpose of developing a Comprehensive Land Use Plan,
there are also practical and legal reasons for this effort to be completed. The legal
authority for preparing a Comprehensive Land Use Plan is found in state statutes
that provide municipal authority for comprehensive planning and for zoning.
Chapter 2i3 of the Texas Local Government Code specifically empowers cities to
"adopt a comprehensive plan for the long. range development of the municipality."
The stated purpose in the state statutes is "for the purpose of promoting sound
development of municipalities and promoting health, safety, and welfare." Section
2ii.oo4 of the Texas Local Government Code, which authorizes zoning, states,
"Zoning regulations must be adopted in accordance with a comprehensive
plan..." (emphasis added). This legislation establishes the City's authority in making
zoning decisions in accordance with the Comprehensive Land Use Plan.
History of Kennedale
Native American artifacts, which date back 15 centuries or more, have been found
around the present site of Kennedale. Indications are that this was a popular hunting
and fishing area for small groups until permanent settlements were established along
the bluffs overlooking the tributaries of the Trinity River. The land was attractive
with rolling hills dotted with large post oaks and other trees. Sixteenth century
Spanish explorers found native villages to be a good source of corn that was not
generally grown out of this area. Because of the profusion of villages of the Caddo
Tribe, the local tribe (and the area) came to be called the Caddo Village Creek, which
has now been shortened, to Village Creek
In the mid-i8oo's, there were early signs of Kennedale becoming a transportation
hub. Many wagon trails crossed through the future town site in numbers that
exceeded the trails through what was to become the City of Arlington. In 1882, John
D. Hudson, along with C. B. Teague and O. S. Kennedy, purchased land and
established the town of Kennedale on the site of a mineral well. The well formed the
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focal point for development of a central business district with a train depot, hotel,
general merchandise store, drug store, post office, lumber company and blacksmith.
In 1886, the Fort Worth and New Orleans Railway was built through Kennedale to
Waxahachie. A brickyard was established in 1888 at the location of the present City
Park. Fire raged through the business district in i9o8 destroying all but the general
store. The business district was never rebuilt and business activity gradually
migrated to Mansfield Highway (now Kennedale Parkway, Business 287).
After an election with 42 voters in July 1947, the Town of Kennedale was
incorporated with a population of 300. By i95o, the population had increased to 500
and a petition to the State of Texas was approved changing the status of Kennedale
from a "Town" to a "City". (Source of History Section the Kennedale Economic
Development Home Page) Kennedale became a home rule city January 1998•
Location
The City of Kennedale is strategically located at the intersection of three major
freeways in the south central portion of the Dallas-Fort Worth Metroplex. With
Interstate 20, Interstate Loop 82o and US 287 all adjacent to the City, Kennedale has
excellent access throughout north Texas and beyond. Kennedale is located in
southeast Tarrant County with the cities of Fort Worth, Arlington, Mansfield and
Forest Hill adjacent to it. Kennedale is positioned to take advantage of the
residential and commercial growth from southwest Arlington while maintaining the
smaller hometown atmosphere. There is an abundance of undeveloped property
within the Kennedale city limits and additional area in the Kennedale extra-
territorialjurisdiction (ETJ) for future growth.
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Planning Process
Although the planning process may differ from community to community depending
on the individual needs of the citizens, there are some common elements found in
most Comprehensive Land Use Plans. The Planning Process usually begins with an
' inventory phase. Before planning for the future, it is important to have a sense of the
present state of the city and the probable future direction of the city. The Kennedale
comprehensive planning process started with a data gathering and forecasting phase
' that built upon the 200o Comprehensive Plan.
Public input is critical to the development and ultimate success of a Comprehensive
Land Use Plan. In order for the Plan to accurately reflect the desires of the
' community, it is necessary to provide opportunities for the public to participate in
the planning process. For this planning effort all of the members of the various
boards and commissions were of the City of Kennedale were included on the
' Planning Committee. The Planning Committee members are listed in the front of the
report and included all City Council members, Planning and Zoning Commission
members, Board of Adjustment members, Park Board members, Building Board of
Appeals members, and Economic Development Corporation members. This resulted
in a committee of 37 plus city staff and interested Kennedale residents and business
owners. This is more than double the number on the 200o Citizen Planning
Committee that had i6 members.
The third phase of the planning process is the formulation of the plan. The current
conditions of the city, the Goals formulated with the citizens' input, and professional
' planning principles are considered and weighed, in order to determine the most
desirable outcome for the City at the point of total development. Major emphasis
was placed on the development of a Master Thoroughfare Plan that provided for
' significant improvements to the roadway network in Kennedale. With the proposed
transportation system as the framework, various alternative land use configurations
were considered. Once the analysis was complete, decisions were made as to what
' alternative(s) was the most beneficial to the community and that could best achieve
the goals set forth in phase two of the planning process.
Following the adoption of the Plan by the City, the implementation phase is a very
important part of the planning process. By establishing an implementation plan, city
leaders provide a mechanism by which the goals in the Comprehensive Plan can be
-realized. A number of methods maybe used to implement the Comprehensive Plan,
' and the City may choose one or a combination of these methods. Implementation
measures are discussed further in the Implementation chapter of this document.
In many cases, municipalities consider the planning process complete when it
reaches the point of implementation. However, it is important to note that the
planning process is a cycle. Depending upon growth rates occurring in a city, all
elements of the comprehensive planning process should be addressed at least every
five years. As the planning process continues, the land use plan will change and
evolve. Land use, demographics, the economy, and development patterns greatly
affect the growth rate and pattern of a city. By reviewing the Plan on a regular basis,
decision-makers maybe assured that it continuously represents the changing needs
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MO~~~ of the citizenry. The twenty-year planning period should never be realized, but
LIV should continually be extended five more years at the occasion of each revision.
Methodology
The planning process began with the division of existing land use within the City into 1
the following general land use categories:
• Residential '
Low Density -Single Family Residential Homes, this includes a broad
range of housing sizes and values, it generally includes all detached single '
family houses regardless of the size of the lot or the size of the house.
Medium Density -Duplexes, fourplexes, townhouses, this includes a
broad range of housing types that fall between the single family
residential use and apartments, generally a large percentage of the '
moderate density residential maybe rental units, although townhouses
and condominiums are structured to accommodate individual home
ownership. '
Mang factured Housing -these residential units are not site built, but
manufactured in a factory and brought to the home site, the houses are
inspected at the factory in conformance with the building standards of the '
industry (in the past similar housing was referred to as mobile homes),
generally these units are clustered in manufactured housing parks or
subdivisions. ,
High Density -Apartments or multifamily residential range from small
apartment developments to large apartment complexes with amenities,
generally apartments in the north Texas area are restricted to three story
"garden" apartments, although some cities do allowhigh-rise apartments. '
• Commercial
Commercial land uses included a broad range of retail sales, service retafl, '
office, mixed use office/retail, small businesses, restaurants, entertainment
uses and other commercial business establishments.
• Industrial '
Industrial land uses included major manufacturing and warehouse uses,
industrial fabrication and assembly, heavy commercial uses with an
abundance of outside storage (such as the existing automotive '
salvage/wrecking yards), and other heavy and light industrial uses.
• Public/Semi-Public '
Public and Semi-Public land uses include all governmental uses (city, county,
state or federal), schools, churches or other religious institutions, and some
public utility uses. ,
• Parks and Open Space
Parks and Open Space uses include all existing public parks, privately
maintained recreational uses, floodplains/floodways and other properties '
being used for open space.
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Vacant (Undesignated Land Use)
Properties that are shown as Vacant or Undeveloped land are classified as
such because they are not "developed" in an urban (or suburban) sense.
These properties maybe used for agricultural uses such as grazing/ranch
land or cultivation for seasonal crops, but the properties have not been
developed with a permanent urban land use. Some of the properties may
ultimately be agricultural or permanent open space to buffer between
incompatible land uses, but for the purposes of this plan they are considered
as available for a more suburban type land use.
Information of the existing conditions of both land use and demographics was then
compiled. The information was presented to the Citizen Planning Committee. In
addition, basic planning principles were introduced to enable the Citizen Planning
Committee to plan for the future of Kennedale according to sound planning
principles.
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Chapter 3. Kennedale Goals
Purpose and Definition
' Th f
e oundation of a Comprehensive Land Use Plan is the set of Goals developed
through the public participation process. The City of Kennedale Goals are tangible
directives raised by citizens to guide the development of the city into the next
century. These directives were used to establish the relationships among land uses
on the Future Land Use Plan Map, and will guide officials as they make decisions
' regarding growth and development of the City.
Goals are general statements of the community's desired ultimate physical, social,
economic, or environmental status. Goals set the standard with respect to the
community's desired quality of life.
The Planning Committee was strongly committed to reducing the number of goals so
' the City would remain more focused Many previous objectives were consolidated
with their respective goals rather than expanding and diluting the list.
KENNEDALE LAND USE GOALS
' Goall
Maintain and im rove upon the existing country living atmosphere
~: encouraging large lots and increased building line setbacks for new
subdivisions; restricting commercial uses to major thoroughfares and high traffic
intersections; requiring attractive, permanent screening between residential and
non-residential uses; requiring dedication of floodplain areas for green belts and
' open space; requiring pedestrian friendly designs for subdivisions and street
projects; and by minimizing the adverse effects of noise pollution.
G°a1
Encourage the establishment of new commercial businesses and the
expansion of existing businesses by encouraging retail along Kennedale
Parkway. Apply the principals of corridor commercial design and the 287
Overlay to maximize the positive character and aesthetics of higher intensity
development.
Goal 3
' Improve the relationship of mixed land uses and provide optimum
opportunity to live and work in Kennedale by promoting transitional uses
1
CTTY OF KENNED,ALE
Page 11
MKENNEZWf
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' Cotv~xEEI-~NS~ LArm UsE P~.Arr February 9, 2006 Kennedale Goals
KFNNE44LE '
(~0~~~ and the buffering and screening of incompatible land uses.
Goa14 '
Improve the Kennedale street network by improving roadway connections
to Kennedale Parkway (Business 287) and reconstructing street pavements in
conformance with the Kennedale Thoroughfare Plan. This should include the
connection of Kennedale-Little School Road and Kennedale Sublett Road to
Kennedale Parkway and the connection of Bowman Springs Road to Dick Price
Road. ,
Goal 5
To minimize the impact of less desirable land uses by coordinating with
the City of Fort Worth to mitigate environmental impacts from the sanitary
landfill; and by developing guidelines which set forth regulations for '
development adjacent to railroads, floodplains and floodways, and the existing
sand and gravel operations.
Goa16 1
Encourage iob development through expansion of existing industrial uses
and attraction of major industrial users/employers that will provide a strong '
economic base for the City of Kennedale.
Goal 7
Encourage development of qualit~ingle family residential
neighborhoods. and contain the quantity of existing mobile home uses while '
encouraging their redevelopment and transition into other uses appropriate to
their location. Code compliance should be encouraged to raise minimum
property maintenance standards. '
Goa18
Provide the citizens of Kennedale with high quality municipal '
facilities, services, and staff.
Goa19
Develou, exuand, and maintain the Kennedale Park System with a
variety of parks, open spaces, and recreation facilities in
comformance with the adouted Park Plan. This should be done through
continued park and open space dedication, preservation of floodplain areas, park
capital improvements, and grant funded improvements. '
Page 12 CITY OF KENNEDALE '
Kennedale Goals February 9, 2006 Co1v~RE~~r1srvE Ln1~m UsE Pr.At~t
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Chapter 4. Population Demographics
1
Methodology
' The demographic character of a city plays a large role in long range planning
exercises. In order to provide public facilities and services that will best serve the
' future needs of the citizenry, it is necessary to study the past and present
composition of the community, and finally to make projections which cover the
planning period, in this case, twenty years. Demographic data for the Kennedale
' Comprehensive Land Use Plan was gathered from the U.S. Census Bureau, the North
Central Texas Council of Governments (NCTCOG), and a field survey conducted by
MPRG, Inc.
' The 2005 population estimate for the City of Kennedale is 6,150. The city has shown
' Upon initial examination of historic population figures via the U.S. Census, the 1970
Census population number (3,076) did not seem to match the other data. Upon
discussion with the City staff it was determined that the Kennedale population was
1 incorrectly reported in 1970. In the 197o Census the census tract lines did not follow
the actual Kennedale City limits lines so there were numerous census tracts that
contained some Kennedale residents (but not the entire census tract). When the
' entire census tracts were included in the 197o census it inflated the population by
over 80o persons. Based upon cross checking with other city data the correct 1970
population was approximately 2,100. When the discrepancy was discovered and
confirmed several years later it was too late to officially amend the census data
summaries. The census tracts were redrawn for the 198o census and the problem
was corrected, however, if only census data is consulted it gives the appearance that
CITY OF KENNEDALE Page 13
CnivIPRFT-tFNRTVF T.A7~TTl TTRR PT AN FPhniarv 9 ~(1(lfi Pnniilatinn TlPmnaranhinc
a steady increase in population since its incorporation in 1947. The population of
Kennedale has increased at an average rate of 3.27 percent per year, since i95o, the
earliest available U.S. Census figures. The historic population trend for Kennedale is
demonstrated in Table 3.s Historic Population of Kennedale, Texas.
Table 3.i
' Historic Population of Kennedale, Texas
Year Population Population % Change by Compound
Change Decade Annual %
' 195o i,o46
1960 1,521 475 45% 3.81%
1970 2,l00* 579* 38% 3.28%
' 1980 2,594 494* 24% 2.14%
1990 4,096 1,502 58% 4.67•
2000 5,381 1,285 31% 2.77%
2005 6,150 769 (14%) 28% 2.71%
Source: U.S. Census Bureau, NCTCOG, *City of Kennedale
KFNNELi4LE
L~]O~@~
KMENNEQ4LE
Kennedale lost population during the ~97os, when in fact Kennedale continued to
grow.
Racial Characteristics
A comparison of the racial characteristics of the City of Kennedale population in
200o vs 199o are shown in Table 3.2 Total Population by Race and Hispanic Origin.
An overwhelming majority of the population of Kennedale is white, accounting for
88.5 percent of the total population. This is a 4.4% decrease from i99o. Black
residents have more that doubled, but only account for 3.5 percent, while American
Indians, Asians, and Pacific Islanders combined account for i.8 percent. The
remaining 6.3 percent represent a combination of other races. Persons of Hispanic
origin represent 9.9 percent of the city's population. The percentage of Hispanic
residents is not included when arriving at the racial total of the city because a
member of any race may also be of Hispanic origin.
Table 3.2
Total Population by Race and Hispanic Origin
Persons °~ of Total Persons % of Total Change % Change
Total Population by Race 4,096 5,850 1,754 42.8%
(Hispanics included in all races)
White 3,804 92.9% 5,178 88.5% 1,374 36.1%
Black 98 2.4°~ 202 3.5°~ 104 106.1°rb
American Indian 31 0.8% 44 0.8% 13 41.9%
Asian or Pacific Islander 24 0.6% 57 1.0% 33 137.5°.6
Other Race'" 139 3.4% 251 4.3°r6 112 80.6%
Two or More Races" N/A N!A 118 2.0% N/A N/A
100°k 100°k
Hispanic Origin (Any Race) 288 7.0°~ 580 9.9% 292 101.4%
Source: U. S. Census Bureau 8 NCTCOG
Population Percentage by Race 2000
The bar chart compares the racial composition of the City of
1D0 Kennedale with the Dallas-Fort Worth Metroplex. The
75 percentage of all racial minorities is less in Kennedale, and
50 ^Kennedale therefore the percentage of white residents is greater that the
25
^ DFW Fbrerage overall metropolitan area.
0
White Black Indian Asian Other ~ s
9i
Age Characteristics
The distribution of population by age is provided in Table 3.3, Age Distribution of
the City of Kennedale. Age distribution is important in the planning of public
facilities such as parks, schools, and senior citizen centers. The residents of
Kennedale are relatively young; according to the 200o U.S. Census, over 5o percent
of residents are below the age of 35 and the median age is 34.E years old. Residents
under 20 years old constitute 3i.6 percent of the population, those in the 35 through
Page 14 CITY OF KENNEDALE
Population Demographics February 9, 2006 COMPREHENSIVE LAt~rD UsE Platy
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59 age group account for 37.2 percent of the city, and those over 6o years of age
comprise 12.1 percent of the population.
In addition to planning community facilities, age distribution is an important factor
to consider when planning residential housing options. Due to the relatively young
population residing in
Kennedale, it is important Table 3.3
to provide housing that is Age Distribution of the City of Kennedale
appropriate for first time Age Population Percent
homebuyers. Alternative Under 5 years 416 7.1%
housing for older residents 5-9 474 8.1%
may need to be considered 10-14 520 8.9%
as the population ages. 15-19 438 7.5%
20-24 335 5.7'~
25-34 773 13.2%
Socio-economics 35-44 1,126 19.2%
Socio-economic data for 45-~ 800 13.7%
Kennedale below is a 55-59 260 4.4%
comparison of Census 60-64 200 3.4%
information gathered 65-74 292 5.0~
during the 199o and 2000 75-84 159 2.7%
Census efforts. The types 85 Y~ and over 57 1.0%
of occupations of ToT~ 5~85o ioo%
Kennedale residents have source: ~ s. G~„~ sureau, 2000 census
been divided into six general occupational types. The increases in the management
and office occupations show a significant change in the income types that is
quantified by a dramatic increase in the median household income. The median
Table 3.4
Proportional Mix of Occupations of the City of Kennedale
Occupation 1~pe i99o 2000
Management, professional , & related 22.8% 26.4%
occupations
Sales and office occupations 26.7% 32.790
Service occupations 11.3 % 12.8
Farming, forestry, fishing occupations 1.6% o.l%
Construction, extraction, & maintenance occupations 21.3% 14.2%
Production, transportation, & moving occupations 16.3% 13.7%
TOTAL loo% 100%
Source: i99o & 2000 U.S. Census
household income in 199o for Kennedale was $29,221. The median income in 2000
was up almost $20,000 to $49,091. The composition of occupations in the City of
Kennedale is provided in Table 3.4, Proportional Mix of Occupations of the City of
Kennedale.
' Growth Projections
The North Central Texas Council of Governments (NCTCOG) continually monitors
' regional growth and development trends. Growth projections are calculated using a
variety of methodologies and cross checked with each other.
CTfY OF ICENNEDALE Page 15 I
COMPREHENSIVE LAND UsE PLAN February 9, 2006 Population Demographics
KENNEQ4LE
~10~~~
KENNEQALE
As discussed in the next chapter, over a third of the property within the City of
Kennedale six square miles (6 square miles) city limits is undeveloped land. This
means that there is an abundance of land for residential development and future
population growth. In addition to the property that is already in the city limits the
City of Kennedale has an extra territorial jurisdiction (ETJ) of approximately three
square miles (3 sq. mi.). If all of the ETJ is eventually annexed into the Kennedale
City Limits, the ultimate size of the city will be nine square miles (9 square miles).
The City of Kennedale has grown and matured from a suburban residential
community to a residential, commercial, and industrial full-service city in the 58
years since its incorporation. As the city continues to evolve, it can expect a steady
continued growth, which will be managed most effectively by careful planning and
citizen involvement in the governmental process.
Table 3.5
Historic and Future Populations for the City of Kennedale, Texas
Year Population Households Employe
i95o i,o46
1960 1,521
i97o 2,ioo
(adjusted)
1980 2594
1990 4096
2000 5,381 2,241 2,720
2005 6,150 2,407
2010 7,715 2,980 3,160
2020 10,720 4143 3,527
2030 13,412 5,176 3527
Source: U.S. Census Bureau, NCTCOG, City of Kennedate, MPRG Projections
Page 16 CITY OF KENNEDALE
Population Demographics February 9, 2006 COMPREI~TiSIVE LAND UsE PLAN
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Chapter 5. Existing Land Use
General Land Use Characteristics
Before developing a plan for the future, a city must first have an understanding of its
present condition. In addition to demographic data, this understanding is gained
through an analysis of existing land use, which represents how land is currently
being used. An analysis of current land use can provide documentation of
development trends that have been and are being established. This analysis will also
provide City officials with an opportunity to correct trends that maybe detrimental to
future development and to initiate policies that will encourage development in
accordance with goals and objectives developed by the citizens.
~ 1999 a detailed land use survey was conducted driving every street and road
within the City of Kennedale and in the extra-territorial jurisdiction (ETJ). The
North Central Texas Council of Governments (NCTCOG) also prepares existing land
use data based upon aerial photography, census data, and Tarrant Appraisal District
(TAD) information. The following table "Kennedale Existing Land Use Comparison
Table" juxtaposes the existing land use data for easy comparison.
t
t
An analysis of the NCTCOG data for 200o reveals the following information.
The overall land area of the City of Kennedale is 3,T78 acres, or approximately
six (6) square miles. The developed area of the city is approximately 2,352
acres, or 62.3 percent of the city. This developed area includes residential,
commercial, industrial, institutional, park area, or major roadways. The
remaining 1,446 acres were undeveloped representing the other 37.E percent
of the city. The categories of land use, corresponding acreage, and total
percentages are shown in Table 4.i Summary of Kennedale Existing Land Use.
The physical locations of the different land uses within the City may be found
on the City of Kennedale Existing Land Use Map.
CTfY OF KENNEDALE Page 17
COMPREII~NSIVE LAND USE PLAN February 9, 2006 Existing Land Use
M~NNBi4LE
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KENNEDALE EXISTING LAND USE '
COMPARISON TABLE
Year Kennedale Kennedale Kennedale
1995 1999 2000
Land Use Acres ,, Acres Acres
Single Family
644
~~~~~~ ~~fl'~ `
993 ~~ ~'
~ '~'
1 086
Residential
°i~~
Multi-Family
7 '~~~ ' ~
~
~
~
10
~ ~ ~~y
3 ~~
~
Residential .r
-
- ~ ~~; ;
4 fi
x~:, r. ~ t~~# f S,._
22
Other Residential 24 ~ y 36 ~~ ~~;,: 51 -~-`-`
Industrial
217 ~ ~. ~j ry. .'
"""~` ~ -
325 7 k F sy
'~,5 ~£. ,K' ..
450 ~`
w
Commercial 74 ~y~x ~ ; - 111 ~~'~~~'~¢ ` 158 "}~;
fi#9~+ .E;5~o
Institutional 48 ~_;~5 ; 72 '~" `i 53 `'~
-
;~- _ ,
:~
Infrastructure 60 ~~ 90 ~ ~~t ~~:=:` 431
5~`:' ~ .:
Parks ~
60 ;,
60 .,
~;
81
Floodplain ~ .~~
Water 0 ~
~ 0 ~~~ ~ 19
,
~~+
~ 0_
~
`
Under
Construction
18 '
~`'-
NA ' J
`~
'°.~ ~ `
20
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Developed 1,152 ~ r ~ ~ 1,697 ~ ~ ' - ~
~ 2,352 - , ~
4d~19G'' 4~.~' ~:,
Vacant
1,443 ~,~.~ ~.
~ ~ .' '
2,135 -
~` ' .~ . ~
1,426 ~_ ~«
TOTAL 2,595 3,832 3,778
Note #1: All acreages shown are from NCTCOG, except Kennedale 1999
are from MPRG. Inc.
Note #2: Percentages shown are the percent of the developed land.
Page 18 CCI'1'~t of KIIVrrID,~LE ,
Existing Land Use February 9, 2006 COMPREHENSIVE LAND UsE PLAN
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CITY OF KENNEDALE Page 19
COMPREHENSIVE LAND USE PLAN February 9, 2006 Existing Land Use
KENNEQ4LE
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(This page intentionally left blank.)
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Pa a 20 CITY OF KENNEDALE ,
Existing Land Use February 9, 2006 COMPREIIENSIVELAND UsE PLAN ,
1
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Residential Land Use
Residential land use accounted for about half of the developed property in the city.
Approximately 1,14o acres, or 48.5 percent of the developed portion of Kennedale, or
30.2 percent of the total city area was developed as residential use. This type of land
use consists of low density residential units (single-family homes), moderate density
units (duplex, triplex, or manufactured housing), and high-density (multi-family
apartment) units. The text below provides information regarding residential
development in Kennedale.
Low Density Residential
Low-density residential use refers to single family detached dwelling units, developed
at a density of under six units per acre. There were approximately i,o86 acres of low-
density residential land use in the city limits, which represented 46.2 percent of the
total developed land and 28.7 percent of the total City. There have been other new
subdivisions that have been platted and are currently being developed within the city.
The Existing Land Use Map provides information regarding the pattern of existing
residential development within the City of Kennedale. The neighborhoods located
east of Mansfield Highway are newer and generally conform to the Neighborhood
Concept, a planning concept that is described in the Urban Design chapter of this
document. The neighborhoods west of Mansfield Highway are less homogeneous,
and are characterized by more of a rural development pattern. There are also
pockets of incompatible land uses located adjacent to some of these rural residential
areas. This invasion of commercial or industrial land uses into residential areas may
eventually divide the community and reduce neighborhood cohesiveness.
Moderate Density Residential &Manufactured Housing
Moderate density residential development refers to residential development
containing from six to twelve dwelling units per acre. This type of housing primarily
consists of duplexes with a limited amount of triplex and four-plex units. Moderate
density residential use accounted for approximately 51 acres of land area within the
City. Manufactured housing units in Kennedale were located in clusters and parks in
the following areas: Danny Drive, Avalon on North Street and several along
Kennedale Parkway. Moderate density residential and manufactured housing are
combined in the NCTCOG classification system as "other residential", since they tend
to have similar densities (number of dwelling units per acre [DU/AC]). These
combined uses accounted for approximately 51 acres of land area within the City.
This was 2.2 percent of the developed land in Kennedale and i.3 percent of the total
land area.
High Density Residential
High-density residential land uses consist of multi-family apartment developments,
' built at a density of thirteen or more units per acre. High-density residential
development represented approximately 3 acres of land, which is o.i percent of the
developed land area in Kennedale. Although this is a very small amount of
apartments within the Kennedale city limits, there are an abundance of apartments
immediately adjacent to Kennedale. These apartments are located within the city
1
CITY OF KENNEDALE Page 21
COMpREi~NSivE LAND UsE PLAN February 9, 2006 Existing Land Use
KMFNNELi4LE
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Ln.10~~~
limits of Arlington. Although these apartments are not within the Kennedale city
limits, they provide for alternative housing options for residents of the Kennedale
area. These apartments do affect the residents of Kennedale by impacting the
schools (the apartments are in the Kennedale ISD), the streets and traffic and the
commercial developments.
Commercial Land Use
The commercial land use category includes both service and retail uses.
Approximately 158 acres of commercial land use were located in Kennedale, which
accounted for approximately 6.~ percent of the developed area of the city and 4.2
percent of the total city area. Most commercial development is located along
Kennedale Parkway. The other major commercial parcels in Kennedale are the
racetracks and the drag strip located on Kennedale New Hope Road and commercial
on Little Road.
Industrial Land Use
Industrial land use accounted for approximately 45o acres of land within the City.
Industrial land use accounts for i9.i percent of the entire city and approximately ii.9
percent of the developed area within the City. Most of the industrial land uses in
Kennedale are located along Kennedale Parkway. The majority of these industrial
land uses are the automotive salvage/wrecking yards.
Public &Semi-Public Land Use
Public and semi-public land uses includes municipal, county, state, and federal
government uses, cemeteries, and schools. These land uses were listed as
"Institutional" in the NCTCOG designations. Land uses typically considered quasi-
public include churches, electric, gas, telephone, and television utility uses.
Approximately 53 acres were utilized by this type of use in the City of Kennedale.
Public and semi-public uses accounted for i.4 percent of the total area within the
City, and approximately 2.3 percent of the developed area in the City.
Parks and Open Space
Public parks or open space occupied approximately 8i acres of land within the city
limits. This calculation included active and passive park area, open space, and
floodplain area that was likely to remain undeveloped for environmental reasons.
There are additional FEMA designated floodplain areas that are not currently
included in this number, but maybe in the future. The recently completed City of
Kennedale "Parks, Recreation, and Open Space Master Plan 20o5-2oi5" includes
details regarding existing parks, as well as future plans for park and recreational
development.
Surface Water
The surface water area in Kennedale is very limited. In the previous Comprehensive
Land Use Plan "surface water" was not segregated out as a separate land use
category. NCTCOG determined that there were 19 acres of water representing o.8
percent of the developed land area. This is only o.5 percent of the total land area.
Page 22 CITY OF KENNEDAi.F
Existing Land Use February 9, 2006 COMPREHENSIVE LAND UsE PLAN
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This number is more important when comparing the existing land use numbers with
other cities (such as Arlington, which has 2,619 acres of water, mostly in Lake
Arlington).
Infrastructure
Approximately 43i acres, or i8.3 percent of the developed area of the city and ii.4
percent of the total land area of the city, was occupied bypublicright-of--way within
the City of Kennedale. This is a dramatic increase over the acreage previously
identified as infrastructure, because in the past only the major freeway and highway
right-of--ways were included. Now this number attempts to approximate the total
right-of--way including the various local streets. While right-of--way is not
developable public property, the access provided by the street and roadway network
is the framework or "skeletal system" that other land uses in the city are developed
on. Sound planning principles and urban design guidelines should be adhered to in
order to limit negative land use development that may have a tendency to develop in
these areas.
Under Construction
Another land use category that NCTCOG has added is "Under Construction". Since
existing land uses were calculated using aerial photography, the planners were
unable to classify property that is being developed at the time of the aerial
photography. Approximately 20 acres, or o.5 percent of the total land area of the
city, was under construction which was o.9 percent of the developed property within
the City of Kennedale.
Undeveloped Land
There were approximately 1,426 acres of undeveloped land in the City of Kennedale.
This undeveloped land accounted for 37.E percent of the total land area within the
City. Most of the undeveloped land is located in the southwestern area of the city,
but there are also many large undeveloped tracts throughout the city.
Comparison with Other Area Cities
At Planning Workshop #3 the Planning Committee discussed how the statistics for
existing land use varied using the different data sources. The Committee was
interested in "what the perfect ratio of land uses was, according to planning
professionals". To explore this idea, comparisons were made between Kennedale and
five other area cities. These other cities were: Arlington, Bedford, Burleson, Coppell,
and Mansfield. These cities are all larger in population and land area than
Kennedale, but the percentage of developed land should be "comparable". Single
family residential varied from 40% to 49% and multifamily (apartments) ranged
from o% to 6.5%. The committee was most interested in commercial which ranged
from 4.5% to 8.2%. Kennedale had the highest percentage of industrial with i9.i%,
compared to 0.8% to io% in the other cities. The answer to "perfect ratio" is that
there is no magic number. The type and quality of commercial and industrial land
uses can vary significantly. High end retailers may generate larger sales tax and
utilize less land. Manufacturing may provide more local jobs, but warehousing and
other uses classified as industrial will occupy more land area. The mix of land uses in
CTfY OF KENNEDALE Page 23
Co1v~xEfm~lslvE Laren UsE PLAN February 9, 2006 Existing Land Use
MKENNEA4LE
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each city is dynamic and is constantly changes. The land use mix varies and is part of
the character of the community.
SIX CITY LAND USE COMPARISON TABLE
~C~y Kennedale Arlington Bedford Burleson Coppell Mansfield
2000 2000 2000 200o zooo 2000
Land Use Acres `~6, ~ ; Acres -: 3b `, Acres ' 96 it>' Acres ~ ~ .; Acres ~ Acres
Single Family
Residential
1,086 ~~=
~ ~ : '
19,331 ~ ~
.' ,.`~` -'
2,696 ~ ~ -
.~~'"~~
2,005 ~ r.~,
~ „ ~;:~
2,401
4,095 ~`
a
~i8.2'%
39:996
x8:896
45 ~°i6
~ 4q_ _
~~
Multi-Family
Residential
3 J s
'
2,193 ~
~
362 ~,
~ .~
30 ~
,• .~ ~ r $ Y,
140
~h~ ~ ~ ,.
26 ~ ~ r
~O;l ~ti 4.5u;6 ~&:5% ' ; 0':7°%~ ~
2.3~b'-' 'f D:3~6 .
ResOdential 51 ~;.. 2 _ 19 r 76 . ~ ,.' 1 ~ a ' - 143 ~~:; ,L
Industrial 450 ~. Y 2, 096 ~'~ ~ 42 f ` 291 .; ~ `- 555 845
"
t~1°~~ .
'4.3°do Q.846` $:(396_ $r~ ~
~ '
f?'Y .j r~ ~Y,r,,.~ _ 4>y t _
_ rur r t . ~.
Commeraal 158 .~ x ~.T~ 3,748 ~ „~; 402 ; ~ 305 f
;~ ~~ 493 ~~-
i '
382
gyp[ yy'y~~ ~r fie! -C
Institutional
53 .f.~y ' _
~~~ ~~~
,
2,620 ~~~
N
286 ~'S' .t ..
~ ~~ ;~~.
213 k ~ 2
,~ ~; r
-~ -
484 = r'
256 ~
:8~~
~ t'
~.4%'.
-5.296'
- ,
r48`~
~~, ~
Infrastructure
431
~' °~~ :'
'
12,164 ~
~>n ;~`'~% ~
1,565 fr
'~~ ~:'
1,246 r
z ~ r ' :-
1,580 ~
1,837
f~396 2'3:{x. °28296` i28:~°h- ~}, ~`
Parks $ 81 M~ w { .•
-
3,602 ~,.~
~
78 ~ ~~' '~
~~
~N
201 ~~°~€ `
x
r ~'
127
464
Floodplain ~.
~~ ~?496~~ ,
~;.
~"~%6 ;
'~5:6%~
r
Water
19 `3
~~ '
2,619 ~ , J~c~ ~
`~. ~
16 ~,~
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32 1' n~.. --
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184 ~~ ,
94
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-f1~16'--`
Under
20 b f~~ .:
~.~
33 r'~ !~
x
: ~
78 ,?'~ . ,
;
0 +.~ VI ~
-~
' ~'L eM4 t
37 `^'~° ~ ~~'
288
`~
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Construction , . - , . ~
,
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Developed
2,352 i. -rnz"~,-~-
~r,~ ~ =
48,408 °f_
`=
5,544 H`L ~_`::
;"~ r :~'
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399 ;;may ..-
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430
,~'82:3°~6`. ; 78:fi96 :3%n' , 3+f~:896. , ,
Vacant
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~''"`~~
14,697
.
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` ~`~ {,':
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x<"~ '1"
3,306 ~ *{ ~
14 895
'3`7°6 '23,3'k
t3.596,
'`652°% ~d%`
TOTAL 3,778 63,105 6,407 12,653 9,308 23,325
mote ~-~ : Hn acreages snows are trom NGTCOG.
Note #2: Percentages shown are the percent of the developed land.
Page 24 CITY OF KENNEDALE
Existing Land Use February 9, 2006 COMPREHENSIVE LAND UsE PLArt
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Chapter 6. Thoroughfares
Introduction
Transportation planning is an integral part of the City of Kennedale Comprehensive
Land Use Plan. The Planning Committee spent a significant amount of time
discussing transportation issues. The Kennedale Master Thoroughfare Plan (MTP)
was focus of Planning Workshop #4. Street and roadway improvements were the top
items discussed for expenditure of public funds. Consideration was given to both the
internal transportation needs of the residents of Kennedale and the regional
transportation needs of others that travel through Kennedale. The Regional
Thoroughfare Plan prepared by the North Central Texas Council of Governments
(NCTCOG), the City of Fort Worth Thoroughfare Plan, and the City of Arlington
Thoroughfare Plan were all consulted for input into the Kennedale MTP. By
coordinating with the other municipalities and governmental agencies, the
development of the overall transportation network can be improved.
The movement of people and goods within the City and the surrounding area is an
important function; such movement is dependent upon the arrangement and
condition of local streets and highways. As the city changes, the thoroughfare system
must be capable of handling traffic movement in a safe and efficient manner. The
City of Kennedale Thoroughfare Plan is coordinated with the Future Land Use Plan
and provides the guidelines to develop a transportation system that can
accommodate the needs of existing and future land use. This adopted Thoroughfare
Plan is a valuable tool for the City of Kennedale in requiring the appropriate
dedication of right-of--ways and the construction of the appropriate roadway
improvements as the city continues to develop.
The primary form of transportation in the City of Kennedale is the individual
gasoline-powered vehicle. Whether that vehicle is a pickup truck, an automobile or a
SUV (Sport/Utility Vehicle), most Kennedale residents rely on their individual
vehicles as their sole means of transportation. For this reason, the transportation
element of the Comprehensive Land Use Plan Update is focused on the system of
public roadways, which is designed to expedite traffic movement and enhance safety.
The Thoroughfare Plan also includes recommendations for developing alternate
modes of transportation within the city, as well as recommendations which create a
continuous process of planning, implementation, monitoring, and evaluation to
assure that the mobility needs for citizens of Kennedale will be met as development
1
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occurs.
This Thoroughfare Plan should enable the City to implement a systematic process of
upgrading and developing thoroughfares in accordance with the City's Future Land
Use Plan. This process should include: (i) an evaluation of proposed roadway
improvement regarding compliance to the Thoroughfare Plan; (2) preparation of
detailed route studies to locate the exact location of a street that is shown
CITY OF KENNEDALE Page 25
COMPREHENSIVE LAND USE PLAN February 9, 2006 Thoroughfares
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conceptually on the Thoroughfare Plan; and (3) preparation of engineering plans and
geometrics (including extra turn lanes at major intersections) once detailed routes
have been established.
Definitions
A number of terms used throughout this chapter should be defined in order to
provide an understanding of existing and future transportation needs. These terms
include the following:
Functional class~f'ication -The roadway classification system is intended to
categorize streets by function for the purpose of clarifying administrative and fiscal
responsibility. A complete circulation system provides separate facilities for the
movement, transition, distribution, collection, access, and termination of trips. Freeways
and arterials handle principal movement functions. Collector streets serve to gather
traffic from local streets and feed it to the arterial system and to provide access in
commercial and industrial areas. Local streets provide direct access to adjacent property.
Capacity -The capacity of a roadway as defined by the Highway Capacity Manual, is the
maximum hourly rate at which vehicles can reasonably be expected to traverse a point or
section of a roadway during a given time period under prevailing roadway, traffic, and
control conditions. Roadway conditions refer to the geometric characteristics of the
street such as type of facility, number and width of lanes, horizontal and vertical
alignment, and design speed. Traffic conditions refer to the type of vehicle mix and the
distribution of vehicles in available lanes. Control conditions refer to the types and
specific design of traffic control devices such as traffic signals, signs, and turn restrictions.
Other factors that affect the capacity of a roadway include weather and driver
characteristics.
Tra,,~"tc Yolume -Traffic volume is a measurement of the total number of vehicles that
pass a given section of a roadway during a given time period. Volume is generally
expressed in terms of annual, daily, or hourly rates. Traffic volumes vary by the time of
day, day of the week, season, and month. Annual average daily traffic (AADT) is the
average daily traffic on a roadway, averaged over a full year, and is often used in travel
forecasting and planning. Within this report the term vehicles per day (vpd) is used to
reflect traffic counts made over a 24-hour period that have not been converted to annual
average daily traffic and, thus, may not account for daily, weekly, or seasonal variations.
Through Tra,,~c -This term is used in two ways, depending on the particular
discussion: i) to identify trips that do not have a local destination (i.e. are not stopping
within Kennedale); and 2) to identify trips that may have a local destination, but are
traveling through a particular section of the city (i.e. trips using Kennedale-New Hope
Road to travel from Fort Worth or Arlington to one of the race tracks would be considered
through traffic).
Existing Conditions
Freeways
Three of the major elements of the Kennedale Thoroughfare Plan are not located
within the corporate limits of the City of Kennedale. These three major
transportation facilities are the freeways that link Kennedale to Fort Worth,
Arlington, Dallas and the entire Metroplex -Interstate 20, Interstate Loop 82o and
US 28~. The regional map of the Dallas/Fort Worth Metroplex located in Chapter 3.
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Thoroughfares February 9, 2006 Co1v1PItEI-~rsrvE Lim USE PI,,e,1~r
Page 26 CITY OF KENNIDAT.R
All three of the freeways have one way frontage roads with a limited number of grade
separations/access points. The Texas Department of Transportation (T~cDOT)
maintains these federal highways.
Interstate 20 (I-2o) is a ten (io) lane freeway that is the southernmost east-west
transportation spine for the Dallas/Fort Worth Metroplex. The southernright-of-
way line of Interstate 20 forms a portion of the north city limits for the City of
Kennedale. Interstate 20 provides a direct connection to East Texas and Shreveport,
Louisiana to the east; and to West Texas and Abilene to the west. Bowman Springs
Road (overpass) and Little Road (underpass) both have grade separations and
frontage road access to I-2o. The Little Road grade separation works in conjunction
with the US 28~/Little Road grade separation.
Interstate Loop 82o is an eight-lane, divided freeway that forms a sixty (60) mile
loop around the City of Fort Worth. Even though the segment of Loop 82o adjacent
to Kennedale is very limited, it includes the major interchange of Interstate Loop 820
and Interstate 20. Loop 82o westbound provides good access to southern Tarrant
County. Loop 82o northbound provides good access to eastern Tarrant County.
There is only one grade separation/access point from Kennedale to Loop 820. That
connection is Kennedale Parkway (Business 287). This intersection has historically
been the "front door to Kennedale" (even though until recently the properties to the
southwest have not been in Kennedale or in Kennedale's extra-territorial
jurisdiction).
US 28'] is a four-lane, divided freeway that connects downtown Fort Worth to
' Beaumont and east Texas. US 28~ also extends to the northwest to Wichita Falls,
Amarillo and even Denver, Colorado. US 28~ is not in the corporate limits of
Kennedale, but it is contiguous to the city limits at Little Road. This particular
section of US 287 is the expanded freeway section of the old Business 28~ (formerly
' Mansfield Highway, now Kennedale Parkway) discussed below. The importance of
US 28~.to Kennedale is the close proximity of another freeway and the ease of access
to other areas of the Metroplex and other areas of Texas. Kennedale will not get the
direct commercial benefit of commercial or industrial land use that may locate on the
freeway, but Kennedale will benefit from the good access it provides.
1
Highways and Streets
Kennedale Parkway/Business 28~ (formerly Mansfield Highway) is the
major internal transportation spine for Kennedale. It is the only direct traffic route
through Kennedale. All other roadways are modified county roads that meander
around various physical constraints. Kennedale Parkway is also a TxDOT
maintained facility. The section of Kennedale Parkway from Loop 82o to Dick Price
Road has been widened to a five lane concrete roadway with a continuous left turn
lane for several years. This widened pavement section included the bridge over
Village Creek. The remainder of Kennedale Parkway within the city has been "under
construction" for the last couple years to the same pavement section of four (4)
moving lanes with a continuous left turn lane. With this pavement widening the
roadway has been changed to an urban street section with curb and gutters and
driveways (rather than continuous access from the highway shoulder).
CITY OF KENNEDALE Page 27
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Kennedale Little School Road has become Kennedale's new primary entry point
from the north. Green Oaks Boulevard and Little Road converge to the north of I-2o
create ahigh-intensity community shopping area. From this area Green Oaks
Boulevard swings to the east to serve the residential areas of Arlington south of I-2o.
Traffic improvements are planned at the Little Road and US 28~ grade separation in
connection with the pending Wal-Mart development. Some limited portions of Little
School Road have been widened in Kennedale.
Bowman Springs Road is a major collector street extending out of southwest
Arlington into Kennedale. Since Bowman Springs Road has a grade separation under
Interstate 20 it could increase in importance. Bowman Springs Road has two major
street geometric problems and these are: the tight reverse curve crossing the
tributary to Village Creek (and the narrow bridge) and the skewed intersection with
Mansfield Highway.
Dick Price Road is the heaviest traveled roadway in southwest Kennedale. Many
of the vehicles are heavy trucks going to the City of Fort Worth Southeast Sanitary
Landfill, or to the other landfills and sand and gravel pits located on Dick Price Road.
After Dick Price Road intersects with Shelby Road it turns east. This eastward
extension marks the southernmost extent of the Kennedale ETJ.
Kennedale New Hope Road is the access from the old downtown area to south
Kennedale. On the weekends Kennedale New Hope Road is the primary access to
the racetracks and the drag strip.
Bicycle and Pedestrian
Pedestrian and bicycle transportation are often forgotten as viable modes of travel in
today's mobile society. In order to provide for easy and safe pedestrian and bicycle
travel, sidewalks, pathways, and crosswalks should be required to be included in
future development plans. This type of access is needed to commercial centers, along
arterial streets and between residential areas and schools. By requiring appropriate
infrastructure for pedestrians in new developments, and retrofitting existing
developed areas, traffic and parking issues may be lessened in intensity, and quality
of life maybe improved. The City may also wish to provide bicycle racks or covered
storage areas in public facilities.
Street Functions and Classifications
Streets located within municipalities generally are various sizes, and have different
numbers of vehicle traffic lanes and design requirements. This Plan has categorized
Kennedale's streets according to the Standard Street Classification System used by
the Texas Department of Transportation (TxDOT). Each type of roadway in the
classification system has right-of--way widths, lane widths, number of lanes, and
medians appropriate to the traffic and speed required of the street. Table 5.i
Summary of Street Classification provides the following information in tabular
format.
Page 28 CITY OF KENNIDALE
Thoroughfares February 9, 2006 COMPREHENSIVE LAND UsSE PLAN
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' Freeways
Freeways or highways consist of controlled limited access roadways with divided
lanes for directional traffic. Freeways are designed to move high volumes of traffic,
typically in excess of 40,000 vehicles per day, with maximum efficiency. Freeways
generally have from 4 to B lanes and require 250 to 500 feet of right-of--way. They
' provide no direct access to adjacent property, and main lanes are grade separated at
intersections with arterial roadways. Service roads maybe provided along the
freeway to facilitate access to and from the main lanes and to provide access to
' adjacent property. Interstate 20, US 287 and SE Interstate Loop 820 are the
freeways adjacent to the city of Kennedale.
Primary Arterials
Primary arterials are designed to serve major traffic movements through the city by
carrying large volumes of traffic across or through the city as efficiently as possible.
These roadways should be continuous in length, connect with freeways, and serve
major traffic generators. Typically, primary arterials should be spaced between two
and three miles apart. They are designed to carry between 10,000 and 40,000
vehicles per day requiring from four to six lanes. Access management is essential to
ensure maximum operating efficiency of the roadway. However, because commercial
development generally occurs along arterial streets, control of access is often difficult
to achieve. Intersection spacing should be at intervals of not less than one-fourth
mile. Intermediate non-signalized access points and median breaks to accommodate
public streets or private driveways should be minimized. To facilitate the flow of
traffic, designated turn lanes and acceleration/deceleration lanes maybe required in
areas of commercial development.
Minor Arterials
Minor arterials are designed as four-lane roadways. They maybe either divided or
undivided, and are designed to connect the primary arterials and provide system
continuity. Generally, minor arterials are spaced at approximately one-mile
intervals, and define the limits of a neighborhood. They are designed to carry traffic
volumes of io,ooo to i5,ooo vehicles per day, and like primary arterials, direct
access should be limited. Intersections should be spaced at intervals of no less than
one-fourth of a mile. Intermediate access points to accommodate public streets or
private driveways should be minimized.
Collector Streets
Collector streets are intended to serve internal traffic movements within an area and
carry traffic from local streets to the arterial network. Generally, collector streets are
designed with two lanes, are between 1 and 1/2 mile in length, and carry traffic
volumes between i,ooo and io,ooo vehicles per day. Minor collector streets should
be located to provide access to the local street system in a neighborhood and be
curvilinear in design, in order to discourage through traffic in neighborhoods.
Typically, they include two moving lanes and two parking lanes.
CITY OF KENNEDALE Page 29 I
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Local Streets
Local streets provide access to residential property and feed the collector street system. Local streets
typically carry volumes of less than 1,000 vehicles per day. Streets are no more than two lanes and
should be designed to discourage any type of through traffic movements, either through a curvilinear
arrangement, through the incorporation of loops and cul-de-sacs, or both.
Table 5.i
Summary of Street Classifications
Land Use Plan Right-of-
Classification Thoroughfare Plan Classification way
Required
'
'
'
Local Residential R2U Residential Two Lane Undivided* 50'
St. '
Collector Street C2U Collector Two Lane Undivided ~o' +/-
MinorArterial Minor Arterial Four Lane
~o +/-
M4U '
Street
Undivided
MinorArterial
Street M4D Minor Arterial Four Lane Divided 85'
'
Primary Arterial St. PSU Primary Arterial Five Lane loo'
Undivided
(with continuous left turn lane) '
Freeway F4D Freeway Four Lane Divided Variable
F8D Freeway Eight Lane Divided Variable
FioD Freeway Ten Lane Divided Variable '
* R2Ustreets are not shown on the Thoroughfare Plan.
Thoroughfare Plan t
The City of Kennedale has classified its streets in categories of residential streets,
collector streets, minor arterials, and primary arterials. The proposed thoroughfare '
plan network is shown on Figure 5.i Thoroughfare Plan Map.
Interstate 20, Interstate Loop 820, and US 28~ will continue to be the City's only
freeways. No freeway improvements or modifications are proposed in this Master
Thoroughfare Plan. The focus of the Master Thoroughfare Plan is to improve the
roadways connecting and intersecting with the freeways. The freeways should not
remain external transportation factors; the goal is to make them a functional part of '
the Kennedale transportation network. Access to the freeway frontage roads from
adjacent properties will continue to be coordinated with TxDOT.
Kennedale Parkway/Business 28^f will continue to be the City's only primary
arterial. The proximity of the freeways and the physical constraints of the City of
Kennedale preempt the need for additional primary arterial streets. With the
completion of the TXDOT widening project during the next year, Kennedale Parkway '
will be transformed from a highway to an urban street. The addition of curb and
gutters has allowed the introduction of access management for Kennedale Parkway.
h
A
ighway section with shoulders allows unrestricted access to adjacent properties ,
with no consolidation of ingress and egress. The individual driveways for the
Page 30 CITY of KENNEDAI.E
Thoroughfares February 9, 2006 COMPREHIIdSIVE LAND USE PLAN
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businesses will control access and traffic movements that were formerly unmanaged.
This will also allow for future landscaping areas between driveways and sidewalks for
pedestrian movement along Kennedale Parkway. The extended construction time
period may have had a short term negative impact on the adjacent businesses, but
the long term prognosis for Kennedale Parkway is for a rebirth of this central
business corridor.
The majority of the roadway improvements shown on the Master Thoroughfare Plan
are related to the street designated as minor arterials. Almost all of these roadways
are currently two lane county-type roads without curbs and gutters and without
adequate pavement width to accommodate the existing traffic volumes. These streets
need to be widened to four lanes to handle the increased volumes that will occur as
development of the area continues. Offset intersections need to be aligned and direct
roadway connections need to be made to Kennedale Parkway/Business 28~.
Bowman Springs Road and Dick Price Road are planned to be connected to
' improve traffic circulation in the northern portion of Kennedale. By joining these
Minor Arterial streets with a go degree intersection with Kennedale Parkway, four
viable commercial corners would be created. The Kennedale Parkway traffic signals
will need to be relocated when this connection is made. As a part of the Bowman
Springs reconstruction the reverse curve and creek crossing will also need to be
improved. The relocation of the northern portion of Dick Price Road will remove the
' roadway from the floodplain and provide room for drainage improvements in that
area.
1
Kennedale-Little School Road should be extended as a four-lane undivided
minor arterial street to the southwest to connect with Kennedale Parkway with a 90
degree intersection. Engineering for this critical roadway connection should provide
maximum separation from the existing elevated water storage tank, while
maintaining appropriate centerline radiuses for the design speed for the street.
A new roadway should be constructed to the southwest from Kennedale Parkway
between Broadway Street and Eden Road. This new unnamed roadway should have
a railroad grade separation and provide access to the industrial property across
the railroad double track. The previous Comprehensive Plan specifically
recommended the extension of Kennedale-Little School Road across Business 28~
with a major bridge structure in a fairly specific location. Although graphically this
proposed grade separation is shown in a similar manner, it is noted on the maps that
"alternative designs need to be researched and an optimal location for a grade
separated railroad crossing needs to be determined." The location of the crossing is
challenging due to the close proximity of the railroad tracks to Kennedale Parkway.
There needs to be adequate horizontal space to allow the elevation changes needed to
provide vertical clearance for the grade separation. There are also existing
businesses in this area that may require relocation in order to construct the crossing.
Alternative designs need to be considered to minimize the construction cost and
allow the grade separated roadway to be feasible.
Kennedale Sublett Road is planned to be a four lane divided roadway. Paving
improvements should include relocating the east-west Minor Arterial street to be
south of the cemetery to create an improved intersection with Kennedale Parkway.
The final alignment and construction of this essential segment of Kennedale Sublett
CITY OF KENNEDALE Page 31 I
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Road will challenging with the location of existing improvements, but the connection
of this east-west minor arterial roadway is important to overall traffic circulation in
Kennedale.
Protecting the Capacity of Streets
Funding for construction and improvements to thoroughfares represents a major
public investment. In the past thirty years, federal and state funds have been widely
available to assist cities in building and maintaining an efficient and safe system of
highways and arterial roadways. Today, however, funding from federal and state
sources is becoming increasingly harder to obtain. as more and more projects
compete for limited dollars. As a result, it is important for the City to implement
policies to protect the capacity of their major streets. In addition, the City should
consider all funding options, including bonds, general funds, grant programs, and
private developer participation.
Roadway capacity is a function of the number and width of lanes, design speed,
horizontal and vertical alignment, type and number of traffic control devices, and
access and turning movements. Capacity can best be preserved by limiting points of
access through subdivision and development ordinances, prohibiting left turn traffic
movements by restricting the number of median breaks, and requiring
acceleration/deceleration lanes at high volume commercial driveways.
Ideally, no direct access should be allowed onto arterial and major collector streets
except at intersections. Developments should have access provided via local streets
that intersect the arterial and collector roadways. A minimum frontage requirement
should be set in order to limit curb cuts in corridor commercial and industrial
developments and individual developments should each have only one curb cut. The
review process for site plans is an appropriate time to include consideration of cross
access and limiting the number of driveways for site-specific developments.
Policies to limit access have often proven difficult for cities to implement because
properties adjacent to the road may not meet the minimum frontage requirements
and courts have held that owners cannot be denied access from the roadway.
Therefore, any consideration of cross access and limitation of driveways must
address available right-of--way. It is especially difficult to implement access
management when improvements are planned along roadways where developments
have existing driveways. Under these circumstances, the City must often wait for
redevelopment to occur before the desirable changes can be made. The City of
Kennedale should continue to explore access management strategies that have been
successful in other areas.
and Pedestrian Circulation
Bikeways and sidewalks should be encouraged to make Kennedale more pedestrian
friendly and to as alternate modes of transportation. The City of Kennedale should
consider developing a bikeway plan that would coordinate the development of a
greenbelt hike and bike trail system with a comprehensive system of bikeways
throughout the City. Key elements of the bikeway plan should include methods to
provide bikeways within the rights-of--way of major streets as well as separate
Page 32 CITY OF KENNIDAi F
Thoroughfares February 9, 2006 ColvrnxEExENSIVE LAND UsE PLAN
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' bikeway facilities, and to encourage developers to provide bike facilities in new
developments.
To accommodate pedestrians, the City should require sidewalks in new developments
and redevelopment areas. Specifically, the City should consider the following:
' • Continue to require sidewalks along both sides of arterial and collector
streets;
• Continue to require sidewalks in residential areas on all streets;
' • Encourage the connection of sidewalks in residential areas and to
commercial and recreational areas by working with developers as projects
are planned;
• Provide pedestrian pathways in public recreation areas;
' • Implement a low cost, shared resident/public program to replace older,
substandard sidewalks. This could be done in conjunction with the street
improvement program, and
• Consider including projects that retrofit older developed areas that do not
have sidewalks into the Capital Improvements Program (CIP) for arterial
and collector streets.
' Street Improvement Program
The City of Kennedale currently identifies necessary roadway improvements for
' inclusion in an ongoing Capital Improvement Program. Refinement of the current
process by using a systematic street evaluation process will assist the City in
maximizing the street improvement needs with the available sources of funding. A
' Street Improvement Program to provide a systematic process for street
reconstruction and maintenance should be incorporated into the current street
construction and maintenance efforts. This program should include the following:
' i. Arterial Street Needs: Implement aCity-funded program to meet arterial
street improvement needs through the year 2oi5. This program would
support TxDOT efforts within the City as well as provide funds for arterial
' improvements for which the City has sole responsibility.
2. Street Reconstruction and Maintenance: Implement a ten or fifteen year
street reconstruction and maintenance program that will bring
' Kennedale's street system to a satisfactory level of serviceability
throughout the life of the program. Implement a uniform program of
maintenance and reconstruction after the fifteen years to maintain the
City's street system in serviceable condition for the foreseeable future.
3. Design Standards and Access Management: Strengthen ordinances to
require adequate street widths and to assist in managing access on arterial
and major collector streets during development and redevelopment.
CITY OF KENNEDALE Page 33
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Page 34 CITY of KENNEDALE ,
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Chapter 7. Planning Principles
1
Urban Design Elements
' The term "urban design" refers to the planning of development in a comprehensive
manner in order to achieve a unified, functional, efficient, and aesthetically pleasing
physical setting. Urban design consists of a number of elements that are accepted by
' planning professionals as desirable and necessary for the orderly growth and
development of an area; they enable planners to effectively create the desired form of
the city. The urban design elements that have been applied in the City of Kennedale
' Comprehensive Land Use Plan are the neighborhood concept, commercial corridor
and commercial node development forms, edges and transitions, screening walls and
buffers, and focal points and entry statements.
The urban design elements are applicable to future development, and should also be
applied to existing development whenever possible. These elements should be
considered when opportunities for redevelopment and revitalization arise in
established areas of the city. By exercising flexibility in applying these elements to
older areas of Kennedale, existing development may be retrofitted to also utilize
these planning principles and modify the existing development. patterns, and the city
' as a whole will benefit from increased efficiency and aesthetics.
Residential Development Forms
' Neighborhood Concept
The neighborhood concept is one of the oldest and most widely used and accepted
practices in urban land use planning. This concept helps to create quality spaces in
which people may live. The concept places primary emphasis on creating
neighborhoods that are buffered from the impacts of elements from outside the
' neighborhood system. By utilizing a transition of land use intensity, the most
sensitive element of a neighborhood, residential use is protected from the effects of
intense commercial use.
1
1
The foundation of a neighborhood is its streets. Streets serve two primary purposes
in neighborhood systems: to facilitate the movement of people and goods, and to
serve as physical boundaries between adjacent land uses or neighborhoods. Streets
should be designed and located so as to accomplish their purpose of efficient traffic
service, while discouraging through traffic in neighborhoods. In order to maximize
visibility and safety, intersections of more than two streets should be avoided, and
intersections are required to meet at ninety-degree angles. The types of streets, their
functions, and characteristics are described in detail in the Thoroughfares chapter of
this document.
Arterial streets define the limits of a neighborhood by bordering the area on all
sides. These roads, which are designed for heavy traffic, are appropriate locations for
CTI'Y OF KENNEDALE Page 35
COMPREHENSIVE LAND USE PLAN February 9, 2006 Planning Principles
KENNEL24LE
G~O~C@~
KENNEQ4LE
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commercial uses. The number of entrances from arterials into the neighborhood
should be limited. This enhances the efficiency of the arterial system, while
preventing a high volume of traffic from entering the neighborhood.
Collector streets provide for circulation within the neighborhood; they connect
local streets to the arterials. Collector streets are appropriate locations for moderate
and limited high-density housing. Curvilinear street layout, rather than traditional
grid patterns, should be designed, in order to limit traffic and slow traffic speed.
Local streets provide direct access to residences, and carry a low volume of daily
'traffic. Like collectors, these roads should be curvilinear in design. In addition, the
use of loops and cul-de-sacs will further reduce traffic speed and volume.
The neighborhood concept considers the most appropriate location of different land
uses within the neighborhood and on its boundaries. Low density housing should
typically be located on the interior of the neighborhood, in order to protect the
sensitive residential area from intense land use effects on the periphery of the
neighborhood. Typically, larger neighborhoods should also provide for the location
of schools and community facilities such as parks and fire stations within this central
area. Moderate orhigh-density housing should be located toward the periphery of
the neighborhood and on collector streets. These residential land uses maybe used as
a buffer area between commercial and lower density residential land uses.
Commercial land uses should be located on the outer limits of the neighborhood at
intersections of arterial streets. These should be oriented toward. the arterials, so as
not to encourage commercial traffic in the residential neighborhood, and should
incorporate buffer yards and/or screening fences when located adjacent to
residential uses. Commercial land use within a neighborhood should be limited to
retail sale of goods and personal services primarily for persons residing in the
adjacent residential areas.
In addition to the configuration of streets and the location of land uses within the
neighborhood, criteria for lot design should be considered. Lots adjacent to arterial
streets and corners should be deep and wide, with adequate rear and side yard
setbacks to facilitate sight distances at street intersections. Low-density residential
lots should not have direct access to adjacent arterials. This access would create
safety hazards to the residents and impede traffic flow on the arterials. The above
characteristics and criteria function collectively to protect the integrity of the
neighborhood from external pressures and to enhance its identity.
Page 36 CITY OF KENNIDALE
Planning Principles February 9, 2006 COMPREI~NSIVE LAND USE PLAN
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Commercial Development Forms
Commercial development, because of its infrastructure needs, intensity, and traffic
volume, is a critical land use to the urban form of a community. Elements such as
building orientation, lot depth, land use intensity, and location should be planned so
that this necessary type of development becomes an asset to the community, rather
than an eyesore. The following urban design elements, the commercial corridor and
the commercial node, are designed to provide appropriate locations for commercial
use, while protecting the capacity of streets, buffering adjacent land uses, and
maximizing the efficiency of the commercial development.
The commercial node and corridor models are intended to prevent the development
of "strip commercial" areas. The familiar characteristics of strip commercial include
the following:
1
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• Shallow lots, usually between ioo and 20o feet deep;
• Numerous small parcels with individual owners;
• Numerous curb cuts for entrances;
• Numerous small buildings with no architectural unity;
• Minimal (or no) landscaping in and around the parking lots;
• Limited parking usually restricted to the front setback area or along the street; and
• The lack of landscaping or other buffers, especially in the rear, with the adjacent-
. residential areas exposed to a blighting influence.
Strip commercial development currently exists along portions of Kennedale Parkway,
and will likely take years to revise. However, future commercial developments
should be required to incorporate the elements of the following commercial models
into their design plans, and as opportunities for redevelopment of older areas arise,
these principles should be observed in order to reverse some of the undesirable
effects of strip commercial development.
Commercial Corridors
The commercial corridor development model emphasizes the location of commercial
uses along an arterial. This development form is characterized by high intensity
commercial use located near the intersections of major arterials, with less intense
commercial uses located along the arterial between intersections. Commercial
corridors should be limited in depth to 30o feet, in order to prevent conflicts inland
use and minimize the potential of land-loclang some properties. In order to create
cohesiveness among a variety of commercial uses, development guidelines should
require uniform signage, shared driveways, and landscaping along the thoroughfare
in commercial corridor developments.
Commercial Nodes
The commercial node development form consists of commercial land use that
generally develops around intersections of major thoroughfares and around
intersections of collector streets with arterial streets. A distinguishing characteristic
of nodal development is that the commercial activity is directed toward the
intersection, and does not extend along the intersecting streets. The size of a
commercial node is generally not limited, but is determined by the type of
CTI'Y OF KENNEDALE
Page 37
COMPREHENSIVE LAND UsE PLAN February 9, 2006 Planning Principles
MKENNEQ4LE
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~NNEQ4LE
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commercial use at a particular location. Anode maybe small, containing
neighborhood service type uses, or large shopping centers or a large number of
commercial structures. High intensity commercial uses are typically located at the
intersection of arterial streets, while less intense commercial uses such as
professional offices maybe used as a buffer between the high intensity uses and
neighboring residential land use. Additional screening or landscaping should be
used to further reduce the effects of the commercial uses on adjacent residential uses,
and to define the boundary of the adjoining land uses.
1
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• Incompatible land uses require buffering using increased setbacks, landscaping & wall or
a combination thereof.
• Depth of Corridor Commercial should be not more than 30o feet and not less than 150
feet.
• Design along corridors include uniform signage, shared drives, landscape buffers between
roadways and parking lots, and landscaping in the street yards.
• Corridor development should orient traffic toward Arterial Streets and discourage traffic
from entering residential neighborhoods.
............................................................................................
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property does not
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Buffering between single
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walls. In addition,
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Yage 3S ~ 1 1 ~ CITY OF KENNIDALE
Planning Principles February 9, 2006 COMPREIiENSIVE LAND UsE PLAN
1
Commercial Corridor
• Size of Commercial Node is not restricted by width or depth, whatever is
sufficient to perform the necessary commercial activity, unlike Corridor
' Commercial which is encouraged to not exceed 30o feet in depth.
• Commercial node may include all corners of the intersection or any combination
' thereof. Primary characteristic is that the commercial activity is directed toward
the intersection and doses not extend laterally down the intersecting streets.
Edges and Transitions
' Well-defined edges and gradual transitions of land use are important to the function
of the Comprehensive Land Use Plan. Edges are boundaries of land uses which
clearly indicate the beginning and termination of a land use type, while transitions
are land uses which serve as a buffer zone between uses of differing intensity.
Edges are generally recognized as physical elements, such as a river,
' creek/floodplain, interstate, or railroad. These physical elements may serve as a
barrier to contain intense land uses, such as industrial or heavy commercial use. The
significant physical elements that serve as external perimeter edges for Kennedale
are I-2o, Loop 820, the Village Creek floodplain and US 287. The internal edges
within Kennedale are the drainage ways and creeks, the TXU power lines, and the
railroad tracks that create physical barriers to development and vehicular access
between neighborhoods. Kennedale Parkway also creates an interior edge. Even
' though Mansfield Highway is a major traffic corridor and a transportation spine it is
also a physical barrier to some types of development.
' Land use edges are especially important in areas of industrial or heavy commercial
use because the tendency with these types of use is to gradually expand the intense
use into adjacent residential neighborhoods. Commercial or industrial
' encroachment into a residential neighborhood may have detrimental effects.
Residential property values will eventually diminish in the area, and the established
neighborhood may tend to become unstable and transitional in nature.
1
Transitional land uses are also an important element of the Comprehensive Land Use
Plan. While it is recognized that not all land uses are compatible with one other,
some land uses are quite compatible with others. For example, an industrial land use
is generally not considered to be compatible with low-density residential use. It is
therefore desirable to avoid development of these two uses adjacent to one other. By
limiting the number of areas where these land uses are located next to one another,
we recognize the interrelationship between land uses and avoid encroachment of
non-residential uses into residential neighborhoods. On the other hand, industrial
land use is often considered to be compatible with commercial land use, so it would
be more appropriate to develop the two uses adjacent to one other. In the same
manner, a professional office building that exhibits characteristics of residential
development would be compatible with residential development in some instances.
In situations where incompatible land uses are developed adjacent to one another, it
is important to keep impact relationships in mind and provide either transitions or
buffers to protect the less intense use.
CITY OF KENNEDALE Page 39 I
COMPREHENSIVE LAND USE PLAN February 9, 2006 Planning Principles
KENNEL24LE
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1
KENNEL?4LE '
MO~~~ The recognition of land use compatibility establishes a transition from high intensity
LI~J uses to less intense uses. Usually this is considered to be from a heavy industrial use
on one extreme to low density residential use on the other extreme. '
Screening Walls and Buffers '
Unfortunately, it is inevitable that conflicting land uses will occasionally be located
next to one another. When this occurs, the appropriate action is to provide a means '
to soften the impact of the more intense use. This maybe accomplished in two ways:
by constructing screening walls, or by providing a buffer area between the two
incompatible uses. The preferred option would be to have a significant open space
area located between the uses. When that is not possible, the next preferred option '
would be to have the combined use of a screening wall and landscaping.
Screening Walls: Walls that are used for the purpose of screening incompatible uses '
should be solid. Wooden fences should not be allowed for this purpose because the
properties of a wooden fence cannot offer an adequate barrier to offensive impacts
from adjacent uses, and they have a tendency to deteriorate over a short period of
time. They may eventually lose panels and cease to function as a visual barrier. The
visual unsightliness of deteriorated wooden fences may constitute a more offensive
situation than the unscreened incompatible uses. For these reasons, it is '
recommended that screening walls consist of solid masonry material. When
combined with landscaping, this type of buffer provides an adequate barrier from
visual and sound pollution of adjacent incompatible uses.
Screening walls placed adjacent to public roadways should always be combined with
a variety of landscaping material. This will help to avoid a "tunnel effect" which may
occur along a road which is lined on both sides with fencing or screening walls. ,
Landscaping combined with fencing or screening walls not only improves the
appearance along the roadway, but increases protection from the noise of a high
traffic thoroughfare. In addition to landscaping, construction techniques should be '
used that provide for a visual variation in wall pattern and elevation. In addition,
instead of a straight alignment along the property line, aten--foot screenuig easement
maybe permitted adjacent to the property line to permit a curving in-and-out
alignment within the easement. ,
Landscape Buffers: Incompatible land uses may also be effectively screened with the
use of landscaping material. There maybe occasions where a screening wall, while '
limiting access, does not provide adequate characteristics to buffer against sound or
visual effects from adjacent property. This may occur, for example, when an intense
commercial or industrial use is located on an elevation significantly above a less '
intense residential use. When the elevation at the foot of the screening wall is at least
four feet lower than the base of the commercial or industrial structure being
screened, a wall may not sufficiently screen the commercial or industrial use. Since it
is unreasonable to expect a wall to be constructed that would be tall enough to ,
accomplish the screening, the use of landscaping is necessary. For all sites which
exhibit this condition, it is recommended that trees, at least three inches in diameter
at planting, be placed along the screening wall at acceptable intervals. If sufficient '
Page 40 CITY OF KENNEDALE ,
Planning Principles Febniary 9, 2006 COMPREHENSIVE LAND USE PLAN
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land area exists between the incompatible land uses, the commercial or industrial use
may wish to incorporate the use of berms in the screening and buffering plan.
Focal Points and Entry Statements
Focal points and entry statements are design elements that are used to draw
attention to significant areas of the city. These elements, which are intended to make
a statement about the community, may incorporate a combination of landscaping,
decorative pavers, banners or signage, street furniture, and statuary in order to
create interest in a particular location, and establish a community theme throughout
the city.
Focal points are used in locations where unique characteristics are evident, such as
the municipal complex area. This area is different from other areas of the city
because of the amount of traffic and visibility associated with its municipal functions.
Other areas could also become focal points in order to emphasis the unique character
of these other locations. It may be beneficial to establish a theme, when similar
elements are placed throughout the community. Focal points could also be
established at other city owned facilities by using uniform signage incorporating the
city's logo at each location. Focal points maybe simple or elaborate; the primary
importance is placed on setting special areas apart and establishing a theme for the
City.
Entry statements, like focal points, are intended to communicate to a resident or
visitor that they have entered a new place. Entry statements, as the name implies,
are special treatments applied where significant amounts of traffic enter the city.
Monument signage, a flag with the City's logo, or landscaping treatment maybe used
to maximize these locations and focus a driver's attention. Major points of entry for
the City of Kennedale are the roadways from the grade separations along the
freeways: Kennedale Parkway, Bowman Springs Road, Kennedale-Little School
Road, Kennedale Sublett Road and Eden Road East. Also the southern entry to
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CITY OF KENNEDALE Page 41
COMPREHENSIVE LAND USE PLAN February 9, 2006 Planning Principles
MKENNEQ4LE
u V 0~~~
Flags & Decorative Signage
Walls & Landscaping
KENNEL?4LE
LJ~J~~~~
Kennedale from Mansfield on Mansfield Highway should be a major entry treatment
location. Minor entry statements should also be considered at some of the county
roads in the southeast part of the city such as on Dick Price Road, Kennedale New
Hope Road and Eden Road South.
The City of Kennedale constructed an entry sign on the east side of Kennedale Little
School Road, at the reverse curve between Pennsylvania Avenue and Shady Creek.
The red brick monument sign has exposed aggregate insets to give a good
background for the sign text and the city logo. The City of Kermedale logo is further
emphasized by being placed in a circle that extends beyond the top of the rectangular
monument base. This same monument sign design is planned to be used at both
ends of Kennedale Parkway to demark the entry into Kennedale from Fort Worth and
Mansfield.
Page 42 CITY OF KENNEDALE
Planning Principles February 9, 2006 COMPREFIENSIVE LAND USE PLAN
cause those entering the community to recognize that they have entered Kennedale,
Texas. Points of entry and focal point statements should be seen as an opportunity to
"put the City's best foot forward."
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Chapter 8. Future Land Use Plan
A number of factors must be considered when planning for the future development of
a city. The primary factor is the set of goals and objectives developed by the citizens
and city leaders. These goals and objectives are the foundation on which the future
development of the city should be based. They work together to compose an image of
the type of city that residents want Kennedale to be at the point of ultimate
development. The Future Land Use Plan map indicates how all of the land in the City
is planned to be utilized, based on these goals and objectives. The City of
Kennedale's goals and objectives are described in the Goals and Objectives chapter of
this document.
Physical elements (including major roadways, railroads, the floodplain and flood-
prone areas) also have an impact upon a city's development. These physical features
serve as barriers to development, and can be either naturally formed or man-made.
A number of physical features affect present and future development in Kennedale,
but with careful planning, these potential obstacles may be turned into opportunities.
There are also several basic planning principles that must be considered when
preparing a Future Land Use Plan. Nodal and corridor commercial development
forms and the neighborhood concept are the basis for land use configurations in the
Kennedale Comprehensive Land Use Plan. These concepts are described in detail in
the Planning Principles chapter of this document.
Physical Features
Kennedale is bounded to the north and east by freeways and to the west by the
Village Creek floodplain. The railroad tracks are the major physical barrier within
the City of Kennedale. The railroad tracks severely restrict access between the east
side of town and the west side of town. The Village Creek floodplain also currently
inhibits access the northern portion of Kennedale near the I-2o and Loop 820
interchange. The smaller floodplain areas along the various smaller creeks also have
an impact on the development patterns of Kennedale.
Freewaus
The perimeter man-made features that serve as physical barriers in the City of
Kennedale are the freeways. The noise from the freeways and traffic volumes around
the I-2o/Loop 82o interchange make the areas in close proximity to them
undesirable areas for residential development. The good transportation access
provided by the freeways and state highways make these same areas very desirable
for commercial, heavy commercial, or industrial use. By locating intense uses inclose
proximity to their transportation venues, heavy truck traffic maybe reduced in
lighter commercial areas. In each of these situations, landscaping and screening
CITY OF KENNEDALE Page 43
COMPREHENSIVE LAND U5E PLAN February 9, 2006 Future Land Use Plan
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adjacent properties, and especially to present an attractive view for travelers on I-2o
or Loop 82o driving past Kennedale. '
Railroad
The railroad track creates a major obstacle to development, since there are no '
roadway grade separations within the corporate limits of the City of Kennedale. The
five at-grade railroad crossings are located at: Dick Price Road, Broadway, Kennedale
New Hope Road, Eden Road South and Hudson Cemetery Road. With major trains ,
passing through the city several times a day the traffic flow is disrupted, emergency
services are compromised and local residents are inconvenienced. Since these are at-
~, grade crossing they also pose a safety hazard for passenger automobiles, commercial '
delivery trucks, bicycles and pedestrians. Although all of the at-grade crossings are
signalized with flashing lights and traffic control arms, the possibility of accidents is
always present. Even though the number of railroad crossing accidents is low, the
fatality rate for accident victims involved in a railroad related accident is very high. '
Double Tracks
The second way that the railroad creates a barrier for development is the extended '
length of double track within the City of Kennedale. Double track is where two
railroad tracks are constructed side-by-side within the same railroadright-of-way on
amain line. The second set of railroad tracks is used as an active siding to allow one '
train to pass another train in route to different destinations. This is not an inactive
siding where individual railroad cars are stored or left for days or weeks, but it is a
location where an entire train can stop for minutes or hours waiting for another train '
to pass. This railroad double track occurs between Kennedale New Hope road and
Eden Road South. Because of the double track this entire length of track is not
available for any additional at-grade crossings. This isolates a large area on the west '
side of the tracks that could be available for development (and with the proximity of
the railroad it could be significant industrial developments).
Kennedale Parkwau '
The edge and barrier factor of Kennedale Parkway is a matter of perspective. The
very nature of a high traffic corridor attracts certain types of land uses and repels
other lower intensity land uses. The high intensity (industrial and heavy '
commercial) uses attracted to Kennedale Parkway increases the width of this
commercial corridor. This creates a challenge to the City of Kennedale to encourage
the successful residential development presently occurring in the eastern portion of '
Kennedale to spread and flourish in western Kennedale.
Village Creek Floodnlain
The City of Kennedale has several creeks that are natural barriers to development.
Areas along the creeks are designated by the Federal Emergency Management
Agency (FEMA) as flood prone land. Where flood prone land is located in close '
proximity to freeways and major arterials, the suitability for residential development
decreases. However, opportunities for residential development maybe enhanced by
permanent open space adjacent to flood prone areas. Flood prone areas can then be
incorporated into linear parks, public open space, and other recreation schemes
compatible with residential development. The floodplain area is an appropriate
Page 44 CITY OF KENNEDALE '
Future Land Use Plan February 9, 2006. COMPREFiENNSIVE LAND UsE PLAN
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location for linear parks, equestrian trails, and pathways for pedestrians and bicycles.
These can all be done while preserving the natural beauty and existing trees and
vegetation of the floodplain area.
Planning Principles
The planning principles used in the Kennedale Comprehensive Land Use planning
effort help determine the urban form of the City. Urban form is generally defined as
the physical pattern and configuration that cities take as land is developed. The
urban form elements used in the City of Kennedale Comprehensive Land Use Plan
include the neighborhood concept, the commercial node development form, the
commercial corridor development form, edges and transitions, screening walls and
buffers, and focal points and entry statements.
Although development opportunities may arise in the future that are not consistent
with the Future Land Use Plan map, such development would not necessarily be
inconsistent with the Comprehensive Land Use Plan. In these situations, the
development should be required to occur in accordance with the planning principles
and development goals as defined in this Comprehensive Land Use Plan text
document. Therefore, in situations where it appears that the character of
development is consistent with the principles described in the Comprehensive Plan
text, deviations and/or variations from the Future Land Use Plan map may occur.
Kennedale's neighborhoods are currently developing and have not yet achieved the
classic neighborhood concept form. As the streets and roadway develop in
conformance with the Master Thoroughfare Plan these neighborhoods should grow
and mature.
Future Land Use Plan Map
The Future Land Use Plan illustrates the future pattern of land use for the City of
Kennedale. This plan was developed through the workshops of the planning process.
Residential Development
The Future Land Use Plan addresses four residential categories: single family
residential, medium density residential (duplex/triplex/fourplex or townhouses),
multifamily residential (apartments) and manufactured housing (mobile home
parks).
Single Family Residential
The single family residential land use is the category with the largest amount of land
area. The existing low density residential development includes a range of lot and
home sizes and values. This category is composed of single family units that occur
' throughout the city with scattered duplexes or garage apartments in the
predominately single family neighborhoods. The opportunities for executive houses
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and meaningful "move up" residential units are occurring in isolated locations in
eastern part of Kennedale.
Medium Densitu Residential
The medium density residential areas have more units per acre than standard single
family areas, and are located in clusters or bands to provide a transitional residential
use between the standard single family residential areas and higher intensity uses
such as multifamily, commercial or industrial. The increased intensity residential
land use category is very flexible and can include a wide variety of housing types, yet
this "in-between" housing market can be very difficult to tap. There are several
locations in Kennedale proposed for medium density residential to be used as
transitional areas. Some of the areas shown on the Future Land Use Plan map as
increased intensity residential were previously designated for higher density
multifamily (apartments) or commercial land uses.
~ Multtfamily Residential
The Planning Committee felt that the availability of multifamily residential in
Kennedale and in Arlington should be adequate to serve any local demands for
apartments. No new multifamily areas are proposed in the City of Kennedale.
I~ Manufactured Housing
Kennedale has several established mobile home parks within the city. The Danny
Drive area in south Kennedale off Hudson Village Creek Road has been shown on the
Future Land Use Plan as manufactured housing. The Avalon development on North
Road is another area. This manufactured housing residential area is a mixture of
individually owned units and leased units. The Future land use Plan shows this area
expanding and growing to include a larger land area with more units in the future.
The other existing mobile home parks will be encouraged to redevelop as commercial
or increased intensity residential.
Commercial Development
Kennedale Parkwai,L(Business 287) Commercial Corridor
The major commercial corridor will remain Kennedale Parkway. This central
commercial corridor should continue to develop and redevelop and the City should
begin to utilize the corridor planning principles. The City of Kennedale wants to "put
its best foot forward", so this commercial corridor should be attractive and clean.
The best way for the City to achieve this is to use the corridor planning principles to
ensure that orderly and desirable development patterns emerge. The Kennedale
Parkway corridor offers the most potential for commercial and sales tax growth for
the City of Kennedale. The traffic counts on Kennedale Parkway will continually
increase and the visibility of the adjacent commercial areas will allow them to attract
customers from outside of the normal Kennedale market. The City of Kennedale
should aggressively pursue the corridor principles. The corridor principles of shared
access, increased landscaping and coordination of building facades will transform
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these existing commercial areas into more aesthetically pleasing spaces which will
encourage repeat business and improve the economic viability of the businesses.
Provisions should be added to the Kennedale Zoning and Subdivision Ordinances
regulating the number of curb cuts, amount of landscaping, and other site-related
issues to implement the commercial corridor principles.
Buxton CommunituID Retail Development Studu The Kennedale Economic
Development Corporation contracted for preparation of this detail analysis of the
retail market in and around Kennedale. The study looked at four (4) potential retail
sites in the City of Kennedale and analyzed the population, number of households,
average income in the market area. The market areas for each retail site were
defined by a seven (~) minute driving time. With varying roadway configurations,
speed limits, and access constraints; the market area of each site was different. In all
cases the trade areas extended into Arlington, Fort Worth, Forest Hill and Mansfield,
but did not include all the Kennedale ETJ. Traffic counts and site visibility were also
market factors that were included in the retail analysis. The Buxton methodology
prepares a profile of the households in each of the trade areas and groups the
customers based upon their historic buying habits. The classifications used by the
Buxton Group are sixty-six (66) "household segments". Each of these segments has
varying incomes and differing priorities for spending. Of the sixty-six (66) Buxton
household segments, twelve (i2) were in the Kennedale site trade areas. Six of these
household segments were identified in the trade areas of all four of the retail sites
studied. These six household segments and their descriptions are:
Second City Elite (io) -There's money to be found in the nation's smaller cities,
and you're most likely to find it in Second City Elite. The residents of these satellite
cities tend to be prosperous executives who decorate their $200,000 homes with
multiple computers, large-screen TV set and an impressive collection of wines. With
more than half holding college degrees, Second City Elite residents enjoy cultural
activities-from reading books to attending theater and dance productions.
Brite Lites, Li'1 City (i2) -Not all of the America's chic sophisticates live in major
' metros. Brite Lites, Li'1 City is a group of well-off, middle-aged couples settled in the
nation's satellite cities. Residents of these typical double income, no kids households
have college educations, well-paying business and professional careers and swank
homes filled with the latest technology.
Upward Bound (~3) -More than any other segment, Upward Bound appears to be
the home of those legendary Soccer Moms and Dads. In these small satellite cities,
upper-class families boast dual incomes, college degrees and new split-levels and
' colonials. Residents of Upward Bound ten to bekid-obsessed, with heavy purchases
of computers, action figures, dolls, board games, bicycles and camping equipment.
CI
White Picket Fences (34) -Midpoint on the socioeconomic ladder, residents in
White Picket Fences look a lot like the stereotypical American household of a
generation ago: young, middle-class, married with children. But the current version
is characterized by modest homes and ethnicdiversity - including a disproportionate
number of Hispanics and African-Americans.
Blue-Chip Blues (36) -Blue-Chip Blues is known as a comfortable lifestyle for
young sprawling families with well-paying blue-collar jobs. Ethnically diverse- with a
significant presence of Hispanics and African-Americans- the segment's aging
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neighborhoods feature compact, modestly priced homes surrounded by commercial
center that cater to child-filled households.
Suburban Pioneers (52) -Suburban Pioneers represents on of the nation's
eclectic lifestyles, a mix of young singles, recently divorced and single parents who
have moved into older, inner-ring suburbs. They live in aging homes and garden-
style apartment buildings where the jobs are blue-collar and the money is right.
What unities theseresidents- a diverse mix of whites, Hispanics andAfrican-
Americans- is aworking-class sensibility and an appreciation for their off-the-beaten-
track neighborhoods.
The Buxton reports should be referred to for specifics, but some of the finding
included:
i. The estimated 2003 households in the trade areas ranged from 25,512 to
38,390•
2. The number of 2003 households in dominant segments ranged from 18,519
to 26,319.
3. The traffic count at the sites ranged from 16,959 vehicle trips per day at Site
#i to 74,940 vehicle trips per day at Site #3.
4. The estimated retail potential ranged from $i,io4~833,5i2 at Site #2 to
$1,814,668,287 at Site #4.
The buying potential in each trade area was broken-down into fourteen (i4) major
categories based upon the retail demand for more than 400 products and services.
The Buxton Group then overlaid Kennedale's Customer Profile with 3,500 retail
profiles in their database. The matches identifiedtwenty-one (2i) high potential
retailers to target for retail economic development. These included eight (8)
restaurants (including fast-food restaurants), eight (8) specialty retail, and five (5)
general retail and entertainment businesses. The retail matching parameters
included the spacing of existing facilities of each business targeted.
I-2o Kennedale Parkway Commercial Node
The Kennedale retail site identified in the Buxton CommunitylD study as having the
most potential was Site #3. This area was shown on the previous Comprehensive
Plan as industrial land, since there is an existing tower manufacturer located on most
of the property. The Buxton report stipulates that "the recommendation does not
take into consideration limitations related to cost, environment, engineering,
infrastructure, or ownership." The high visibility, availability of existing
infrastructure, and the topography of the site make it highly desirable for commercial
development, but the existing use would need to be relocated. This property could be
the northern gateway to Kennedale with big box development surrounded by smaller
pad sites and "riverwalk" development along Village Creek. An alternative to a
suburban power center development would be amixed-use neo-traditional
development with a mix of businesses interwoven with higher intensity residential
uses.
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Oak CrestArea Commercial Node
The previous Comprehensive Plan proposed the removal of the wrecking yards
along Village Creek and the development of the area as residential with commercial
uses along I-2o and Kennedale Parkway. This long range future land use plan
recognizes the business investment in the area and allows the continuation of the
existing land uses south of Oak Crest Drive as interim uses until the anticipated
commercial development at Kennedale Parkway and I-2o expands to the west. As
property values increase due to the visibility and strategic location of the area for
commercial uses, it is hoped that market economics will dictate that retail uses will
be the optimal use for both the property owners and the City. As redevelopment of
this area occurs, the Village Creek floodplain enhancement development and
riverwalk can also be extended to the west. Although there are a few existing
residences in the Oak Crest area, these do not seem to be compatible with the other
existing and proposed uses.
The Planning and Zoning Commission and City Council will have difficult zoning
decisions in the Oak Crest area over the next few years. The fact that the existing
land uses were in place prior to the annexation of this area can be considered in
zoning decisions. Even though the entire Oak Crest area is designated for
commercial development on the future land use plan, it maybe desirable to zone a
portion of the area for the existing land uses and allow the existing businesses to
make facility improvements. The regulation of the existing uses with municipal
standards and improvements to the aesthetics of the area will lessen any perceived
negative impact on future commercial development in the area. As stated above, as
the economic viability of more intense commercial development increases in the
area, it is anticipated that Oak Crest and the western portion of Village Creek can be
an extension of the riverwalk and commercial development east of Kennedale
Parkway.
US 287 Little Road Commercial Node
The major commercial development that has been pending at the US 28~ /Little
Road intersection for several years is now proceeding. Although this development
extends across the Kennedale/Arlington city limit line, the economic impacts for
Kennedale will include pad site development next to the big box retail. Some limited
commercial development could be allowed to extend to the south along the west side
of Kennedale Little School Road. This site was included in the Buxton CommunitylD
study as Site #4.
Kennedale Town Center
' The area studied by UTA was identified as Site #2 in the Buxton CommunitylD
study. This retail commercial node is along the Kennedale Commercial Corridor, but
it focuses on the area near the Kennedale municipal complex. This area is
historically the center of the Kennedale community and has the potential for
redevelopment and serving the growth in southwest Kennedale.
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Kennedale Little School Road &Kennedale Sublett Road Commercial Node
~~~ As Kennedale Little School Road and Kennedale Sublett Road continue to increase in
j traffic volume, the viability of a large neighborhood or community size shopping
'~ center at this location becomes more likely. This site was included in the Buxton
CommunitylD study as Site #1.
Specialtu Commercial -Motor Sports Area
The existing motor sports facilities are major attractions bringing visitors from
outside the city into Kennedale on the weekends. The potential for restaurant and
hotel developments should be encouraged to supply the eating and lodging needs of
the motor sports patrons. Problems with traffic and noise are still present and motor
sports facility owners and operators should make significant improvements to the
facilities. These plans should include a variety of buffers to mitigate the sound along
with other enhancements to the properties.
Industrial
Industrial land uses are the most intense in nature. This intensity makes the location
requirements very important. Industrial uses should be located near major arterials,
or freeways, to provide easy access for semi-trailer trucks. Commercial land uses and
open space should be used to buffer residential development from the effects of the
industrial land uses. Regulations regarding landscaping and performance standards
should be imposed, in order to ensure that additional industrial land uses will be an
asset to the City of Kennedale.
Kennedale Industrial Park
The need for amajorrail-served industrial park in southeast Tarrant County is
growing. The City of Arlington has large blocks of land available for commercial and
office development with excellent freeway access, but the availability of rail-served
property is limited. The area adjacent to the railroad tracks should be developed as
industrial, but these industrial uses need to be buffered from adjacent uses that are
less intensive. The proposed roadway from Kennedale Parkway with a railroad grade
separation would provide direct access from this industrial area to Business 28~.
Automotive SaluaQe Yards & Used Automotive Parts Sales
The existing automotive salvage yards and used automotive parts sales businesses
along Kennedale Parkway are long established businesses. The key to the long-term
success of this area is to create a two tiered business/industrial land use. The retail
portion of the businesses should occupy the Kennedale Parkway frontage and the
salvage/wrecking yard portion of the businesses shifting to the west to remain along
the railroad tracks. Some of the salvageyard/used automotive parts sales have
already been developed in this manner.
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Public &Semi-Public
Educational Facilities
There are no new public schools currently planned for construction within the
' corporate limits of the City of Kennedale; however, all of the schools have been
undergoing major remodeling and/or expansions. The new residential areas within
Kennedale will be served by the existing school facilities. If school enrollment
' increases significantly, the expansion of buildings on the existing school sites would
seem to be preferable to the acquisition of new sites. Kennedale Independent School
District (KISD) is a separate governmental entity that operates independently from
the City government. Much of the growth in the KISD will be to the east of US 28~ in
the City of Arlington. Any new school sites will probably be in this area to the east,
and outside the city limits of Kennedale.
' The northern portion of the City of Kennedale north of Village Creek is in the Fort
Worth Independent School District (FWISD) and no FWISD school facilities are
anticipated in this isolated portion of the F4VISD. The extraterritorial jurisdiction
' area of Kennedale to the southwest is also in the FWISD. The FWISD does not have
any current plans for any schools in this area.
The playgrounds, sports facilities and open space at all of the KISD campuses are
shown on the Future Land Use Plan map to acknowledge the recreational and open
space needs that these areas fulfill. Although no formal joint use agreement exists
between the City. and the school district, most of these areas are available for use of
the residents "after-hours". Whether the neighborhood residents "use" the school
facilities as active sports fields, or as passive open spaces to relieve the congestion of
suburban development, the neighborhood benefits from the school open spaces.
While the KISD provides all maintenance and upkeep for these facilities and spaces,
the City of Kennedale residents use and enjoy these areas; but these City residents
are also residents and taxpayers in the school district.
Municipal Facilities
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The City of Kennedale Municipal Complex includes Kennedale City Hall, the
Kennedale Law Enforcement Center and the Kennedale Senior Citizens Center.
Additional municipal facilities are planned for the future. Other site improvement
could be added in conjunction with the redevelopment of the Town Center retail
area.
Postal Facilities
The Kennedale Post Office has been relocated across Kennedale Parkway from the
location at the time of the previous Comprehensive Plan.
Parks, Recreation, and Open Space
The 2005 Kennedale Park Plan prepared by MHS Planning and Design should be
the basis for park and open space improvements over the next ten (io) years. The
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Park Plan identifies twenty-two (22) Park and Recreation facility priorities and sets
a schedule of eleven (i1) projects to be accomplished during the next decade.
Citu Park Expansion
City Park serves Kennedale as a community park, but it is only 25 acres in size. The
central location, facilities, and natural resources of the park serve the city well, but
it is recommended that approximately 4o acres be added at City Park The
additional acreage should contain a mix of flat and open land and wooded acreage.
This blend of land types will allow for future sports fields, open areas for general
play, natural open space, and trails through scenic mature trees. There is currently
vacant land adjacent to City Park. Permanent restroom facilities and additional
trails need to be added.
New Park Needs
The City of Kennedale is greatly under served by the existing park system. Two new
neighborhood parks (5 to io acres each) should be developed on the east side of
Kennedale. The general locations for both of these parks are identified in the Park
Plan.
Greenbelt Open Spaces
Two sections of the Village Creek floodplain are within the City of Kennedake's
jurisdiction. The floodplain on both sides of Village Creek between the railroad
tracks and Interstate 20 is inside the city limits. This northern portion of Village
Creek passes under Kennedale Parkway and has been discussed as a future kayaking
course. The proposed commercial development at between Kennedale Parkway and
Interstate 20 would abut the creek on the north side, but the south side of the creek
can be preserved as enhanced open space with equestrian trails and pathways for
pedestrians and bicycles.
The south portion of Village Creek between Everman Kennedale Burleson Road and
Shelby Road forms the western boundary of the Kennedale ETJ. This floodplain
area should is across the creek from the Timber View Golf Course and should be
preserved as open space. The equestrian trails and pathways for pedestrians and
bicycles could also be extended through this area.
Greenbelt open spaces should be preserved and improved along both Kennedale
Creek and Winding Creek to connect to the major greenbelt along Village Creek
The Park Plan includes natural open space /linear parks along both of these creeks.
These greenbelts should be preserved through the platting process as subdivision
development occurs to provide open space corridors for future bicycle/pedestrian
paths. Although the 2005 Park Plan does not extend beyond the current city limits,
this Comprehensive Plan also identifies additional park and open space needs in the
Kennedale ETJ to the southwest. This includes major open space preservation
along the Village Creek floodplain and additional future greenbelts west of Dick
Price Road.
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Chapter 9. Implementation
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General
A critical component of the planning process is the implementation, or execution, of
the plans that have been developed. An implementation strategy will have the effect
of turning this Plan from a study document into a tool that will help Kennedale
' achieve the land use Goals and Objectives. If implementation measures are not
included in the Comprehensive Planning process, these goals may never be realized.
' A number of methods maybe used to implement the Comprehensive Land Use Plan.
The City may wish to use some or all of the following measures:
• Ordinance Application;
' • Official Map Maintenance;
• Checklists, Forms, and Applications Revision; and
• The Planning Program
The Comprehensive Land Use Plan is usually implemented by utilizing a
' combination of the above methods. One method may adequately implement one
portion of the Plan, or a number of methods maybe required. The following text
addresses the different implementation methods and provides a description of how
they are recommended to be used in the implementation of the Kennedale
Comprehensive Land Use Plan.
' Application of the Plan
What do the Goals for the City of Kennedale say?
' The Comprehensive Land Use Plan provides guidance for future development in
three primary ways. First, all planning and zoning decisions should be made with
regard to the Goals developed during the planning process. If a proposed
' development would be in accordance with the Goals, it should be seriously
considered for approval. If the proposed development is in conflict with the Goals, it
should be revised in order to reflect the stated land use desires of the citizens.
How should Planning Principles be applied to this situation?
Second, the Comprehensive Land Use Plan has provided a description of applicable
' planning principles for Kennedale. They include the neighborhood concept, neo-
traditional development, nodal and corridor commercial development forms, the
establishment of edges, and the use of transitional land uses, buffering, and
screening techniques. These planning principles should be considered by city
officials when making decisions affecting development in the city. The neighborhood
concept and commercial development forms should be employed when determining
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the placement of land uses and infrastructure in future developments. Edges, '
transitional uses, buffering, and screening techniques will be beneficial when
considering the compatibility of adjacent land uses and their effects on one another. '
', What does the Future Land Use Map recommend for this area?
Finally, planning and zoning decisions should be made in agreement with the Future '
Land Use Map. This map is provided in the Future Land Use Plan chapter of this
document. The Future Land Use Map provides a general picture of how land uses
maybe arranged to reflect the growth goals of the City. It is important to note that '
this map does not serve the same purpose as the City's zoning map. The Future Land
Use Map is not law. It does not dictate exact boundaries of land uses. Therefore, it
should be considered to be somewhat flexible. Changes other than those literally
shown on the map can be made with the assurance that they are not in conflict with '
the Comprehensive Land Use Plan if they are in agreement with the goals and the
planning principles provided in this text document. '
Adopted Policies
Adopted policies are often credited with a great amount of authority. The staff and '
officials of many cities consider adopted policies as only one step short of law.
Generally, official policies provide the city staff, the Planning and Zoning
Commission, and the City Council with specific guidelines regarding development ,
issues. The purpose of the goals in the Comprehensive Plan is to give the city staff
and elected officials direction so that official policies maybe developed. The
following policies are examples of those that maybe adopted by the City regarding ,
development issues. While this is not an exhaustive accounting of all possible
development policies, it is recommended that the following policies be adopted in
order to provide guidelines to assist the staff and appointed and elected officials in
following through with the adopted goals of the City. '
Recommended Policies:
• Conformance with the Plan: The City should establish a policy requiring new '
development and redevelopment to conform to the Comprehensive Land Use
Plan. All zoning and platting requests are measured for compatibility with the ,
Plan. Staff reports written on platting and zoning issues should include
commentary on the conformance with the request to the Plan, and non-
conformance with the Plan maybe sufficient grounds for denial or a negative
recommendation of the request. '
Maintenance of the Plan: The effectiveness of the Plan should continue to be
monitored annually. Monitoring allows the City to measure progress of plan
implementation. It also serves as an indication of changing conditions and
trends that may suggest the need for revisions to the Plan. Items to be addressed
in the annual staff review should include conformance with current development , '
trends, number of zoning requests granted that did not conform to the Plan, and
recommendations of the Plan that are being implemented or have been
implemented. The result of the report will be to recommend that the Plan be
maintained in either its current condition for another year or that it be revised to
comply with current development goals being observed by the City.
Page 54 ~ CirY of KENNIDALE '
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• Cooperation with other governmental entities: The City should continue
to maintain an open channel between governmental entities, advising them of
Kennedale's plans, and should remain cognizant of their plans. If conflicts arise
between Kennedale and another agency, the city staff should communicate these
conflicts to the city leaders and work toward minimum negative impact on all
participants affected.
• Update Applications and Procedures: The city staff should refine and
update applications, checklists, and procedures to insure that development
controls are adequate to retain long term property values and quality of life.
• Code Compliance: The City should enforce current ordinances and regulations
and adopt new ordinances and regulations that will better assist in controlling
signage, refuse, nuisance, animal control, cleanup and removal of junk,
elimination of dilapidated and unsafe buildings, and other code enforcement
issues.
• City Initiated Re-zoning: The City may choose to review existing zoning. If
deemed appropriate, the City may initiate rezoning of areas that do not conform
to the general guidelines for development or reflect the proposed land uses
according to the updated Future Land Use Plan Map.
• Compliance with Thoroughfare Plan: The City should also be in the practice
of considering the Thoroughfare Plan when making land use decisions that may
be affected by traffic. The City should periodically review the Thoroughfare Plan
to evaluate its consistency with current growth philosophies.
• Annual Review of Comprehensive Plan: In June of each year the Planning
and Zoning Commission should conduct a review of all P & Z actions as they
relate to the Comprehensive Plan and note special areas that may need additional
study and report findings to City Council. The timing of this review is intended to
feed into the City Council budget process by submitting the "special areas for
additional study" for budgetary considerations.
• Develop and Adopt a Planning Program: Establishment of a sound
Planning Program is the most effective method to implement a Comprehensive
Plan. The Planning Program should continue to be updated as needed to
implement the Comprehensive Land Use Plan, and ensure that development
occurs in a coordinated manner. This would include the appointment of a citizen
planning committee and a complete review of the Comprehensive Plan every
three years.
Ordinance Application
Ordinances are recognized as municipal law and are binding as such. Two
documents that are adopted in ordinance form and should be continually maintained
are the Zoning Ordinance and the Subdivision Regulations Ordinance. These serve
as the primary implementation tools for the Comprehensive Land Use Plan.
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~ Zoning Ordinance:
The basic purpose of the Zoning Ordinance is to carry out the land use policies and
recommendations that are contained in the Comprehensive Land Use Plan.
Specifically, the Zoning Ordinance classifies and regulates the use of land, buildings,
and structures within the City. The ordinance is divided into two elements that are
dependent upon one another: the zoning text and the zoning map. The zoning text
tells how the land maybe used. The zoning map indicates where it maybe used in
the manner described in the zoning text.
Subdivision Regulations:
', Subdivisions maybe required to comply with the general layout of streets, placement
of corridors and arterials, and the general urban form principles as provided in the
Comprehensive Land Use Plan. Each plat should be reviewed by the planning staff
and addressed by the Planning and Zoning Commission and City Council regarding
this compliance. Noncompliance with the Plan may constitute a position contrary to
the public health, welfare, and general safety of the residents of the community.
Language in the Subdivision Regulations should be reviewed to confirm that
compliance with the Comprehensive Land Use Plan is required In addition, the
Subdivision Regulations should be updated to include recent changes in state law,
which have occurred.
Official Map Maintenance
The Future Land Use Map and Zoning Map are the primary maps associated with the
implementation of comprehensive planning efforts for Kennedale. The Future Land
Use Map provides the desired general location of all land uses in Kennedale. The
locations of land uses on this map are influenced by the Thoroughfare Plan, which
facilitates access and traffic circulation throughout the planning area. The
Thoroughfare Plan is described in the Thoroughfares chapter of this document. It is
important to note that since the Future Land Use Map indicates land use in a general
manner, it will not necessarily show specific information on specific properties.
Nevertheless, as development occurs in Kennedale, the Future Land Use Map will
provide guidance regarding land use principles and expected development trends.
All property in the City of Kennedale is zoned. The Official Zoning Map represents
the legal zoning classifications of all property within the City, and is enforceable as
provided by state statute. Following adoption of the Comprehensive Land Use Plan,
city staff and planning consultant will be comparing the Zoning Map with the Future
Land Use Map, in order to identify areas that are in conflict on the maps. One
method of resolving differences between the maps is by the city initiating the
rezoning of property. As long as the appropriate procedures of due process are
observed, city-initiated rezoning maybe used to bring property into compliance with
the Comprehensive Land Use Plan. Criteria should be established to determine the
appropriateness of rezoning specific property, and a public information campaign
maybe necessary if a large number of properties are proposed for rezoning. The
conflict between the zoning of properties and their future land use designation may
also be resolved over an extended time period by applying the Future Land Use Map
to future zoning requests as they are requested.
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' Checklist, Form, and Application Revision
' Checklists, forms, and applications are the basic "hands on" tools that assist the
zoning official in determining compliance with adopted City plans and policies. The
City's checklists, forms, and applications that relate to land use development should
contain language that requires compliance with the Comprehensive Land Use Plan.
Capital Improvements Program (CIP)
' One of the most familiar programs that cities use to implement long range plans is
the Capital Improvements Program. The Capital Improvements Program consists of
a listing of planned physical improvements that are to be undertaken during a
' specific period of time, usually five years. Staff time and financial resources are
allocated to the elements of the program, in order to ensure that the projects are
appropriately budgeted.
' Planning Program
The Planning Program is a long range plan to systematically look at specific planning
' issues or geographic areas of concern. Since the last Comprehensive Future Land
Use Plan was prepared in 2000, the City of Kennedale had the Kennedale Town
Center study prepared, the Buxton Retail Study was done and the 200 Park Plan
' completed. The Planning Program should continue to be .reviewed annually and
additional planning projects that have been determined necessary to implement the
Comprehensive Land Use Plan should be added to the Planning Program.
CTfY OF KENNEDALE Page 57
COMPREHENSIVE LAND UsE PLAN February 9, 2006 Implementation
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Page 58 CITY OF KENNEDALE '
Implementation February 9, 2006 ColvtExII-~rsrvE Lnrm UsE PLAN '