Posts about Walmart

Fort Totten: Almost as good as the Gonzaga design, this store is inferior only because it's in a much more isolated location, and because the building materials appear to be somewhat cheaper. But still, the design is unquestionably strong.

Georgia Avenue: Although this design lacks the mixed-use amenities of the previous two, it's still primarily urban, with greater emphasis on pedestrian access than vehicular. It greets the street and parking is provided underground. It's a reasonable choice for a neighborhood that has not seen much investment in recent years.

Skyland Town Center: Resembling something one might expect to see in Gaithersburg, this location is a bit like a shopping mall; it's internally walkable, but poorly connected to any surrounding neighborhoods.

Capitol Gateway: The farthest out proposal from downtown is clearly primarily suburban. It's a strip mall. But it does take a few tentative steps towards walkability, with both street-facing and parking lot-facing entrances.

New York Avenue: The intersection of New York Avenue and Bladensburg Road is probably DC's most car-oriented corner. And so it was predictable that Walmart would choose it for a store, and propose a totally suburban design.

The store faces away from the biggest street and fronts onto a big open-air parking lot. The only indication that this location is in a city instead of an exurb is that the Walmart will be stacked on top of another big box store (probably a Home Depot).

Is DC a testing ground?

Each of the 6 stores has such unique characteristics that one wonders if Walmart is using DC as an experiment to see which types of layouts work in the urban environment. By comparing the sales at the more urban stores to the more suburban ones, Walmart will gain many valuable insights.

Inevitably, Walmart will probably want to establish stores in other central cities around the country. The DC example will very likely influence the design of those future stores.

All images in this post are from Walmart.

Cross-posted at BeyondDC.

The plan covers the 20-block stretch of 14th Street NW from Spring Road to Longfellow Street. It includes three distinct commercial nodes: Spring Road to Shepherd Street, Webster to Decatur Street, and Jefferson to Longfellow Street. (This portion of 14th Street has been referred to as "upper" 14th Street for as long as I can remember, but the Office of Planning is now referring to it as "central" 14th Street.)

The 2010 population of the study area was 14,370, showing an increase of about 300 people since the 2000 census. The population growth is encouraging, but the plan notes that because the population hasn't reached the level of the mid-20th century (the high population was 16,736 in 1960), the corridor has too much commercial space for the number of people that the spaces are meant to serve. That means greater density is necessary to make new businesses viable.

The plan points to Longfellow Flats, a newly renovated 14 unit condominium at 14th and Longfellow Streets, as one of a few projects that will help to attract more residents to the corridor. The site of the CK Motel, and 14th and Quincy Streets, is also slated for residential redevelopment.

Can the bus barn move?

The site with the largest potential for both commercial and residential redevelopment is the WMATA bus barn, along the eastern side of 14th Street from Buchanan to Decatur Street. Redeveloping the bus barn as a mixed-use project would likely catalyze the rest of that node and perhaps the rest of the corridor, but to redevelop the barn, WMATA has to find another location for the 175 buses that are currently housed there.

One idea, to construct a new bus barn on the site of the old Walter Reed hospital, has been an issue of much contention between residents of Ward 4's 14th Street and Georgia Avenue corridors. Both Mayor Gray and Ward 4 Councilmember Muriel Bowser have voiced opposition to that idea. As an alternative, the plan recommends excavating a level beneath the existing bus barn to house the buses, allowing for the above-ground structure to be redeveloped.

Another complication is that the bus barn is quite an attractive structure. Constructed in 1907 and designed by the prominent Washington architect Waddy Wood, the building is likely eligible for historic designation. Between this and the dilemma of finding an alternative for WMATA, the bus barn is likely to stay for at least the next decade.

In lieu of redeveloping the bus barn, the plan identifies 3 sites in the Webster-Decatur node that could serve as catalysts.

• The WMATA bus barn parking structure on the northern end of the bus barn property. This is not eligible for historic designation and therefore could be redeveloped for mixed-use within the next 5 years.

• DSK Mariam Ethiopian Orthodox Church, which owns the entire 4500 block of 14th Street with the exception of the Exxon gas station, has plans to construct a new sanctuary that will face 14th Street. It will include an Ethiopian cultural center on the Buchanan Street side.

• The Value Furniture store, the former home of the Park Theater, which opened in 1924 but shut its doors just four years later. As the second largest site (75,000 square feet) in the study area with single ownership, it has the best potential for redevelopment within the next 5 years. It could easily become 2 or 3 floors of residential space above ground floor retail, an ideal spot for a neighborhood-serving grocery store.

The plan recommends focusing on attracting unique retail, such as second hand shops, specialty food shops, and culinary incubators (the plan includes a photo of Boston's Crop Circle Kitchen culinary incubator as an example of what could be). The goal is to fill niches between the chain stores to the south in Columbia Heights and the proposed Walmart to the north in Brightwood.

Affordable space for artists?

The Jefferson-Longfellow Street node has its wide sidewalks, some as wide as 20 feet, that are perfect for pedestrian-oriented activities, such as a farmers' market. However, there's also a high commercial vacancy rate, which the proposed Walmart store on nearby Georgia Avenue will likely exacerbate.

The plan recommends focusing on arts-related uses in this area, with a focus on artists who have been priced out of other neighborhoods and who might be attracted to the area's relatively large spaces. OP recommends designating this area as an Arts Cluster and listing the node's vacant commercial spaces in the DC Creative Retail Space Bank in order to advertise their availability.

The area can build on its existing positive features, such as the mature tree canopy, attractive housing stock, and walkable neighborhood atmosphere. The plan makes several recommendations for improving the area's aesthetics while strengthening pedestrian and bicycle infrastructure, as well as connectivity between the three commercial nodes.

Better transportation

A number of recommendations would improve mobility, including:

• Upgrade bus service. 14th Street is one of WMATA's Priority Corridors. Improvements like making traffic signals adapt to the buses, having people pay before boarding the bus, and more could speed up travel and make buses more reliable and productive.

• Add Capital Bikeshare stations. OP recommends placing a Capital Bikeshare station at or near the intersection of 14th and Kennedy Street during DDOT's next round of station installations.

• Increase car sharing options. To give residents a choice not to have to own or drive personal vehicles, OP recommends collaborating with DDOT to target off-street locations for car sharing companies. Two possible locations are the parking lot of DSK Mariam Ethiopian Orthodox Church and the parking lot of the Children's Medical Care Center (14th and Kennedy Street).

OP plans to create a task force of community residents and stakeholders who will help determine which recommendations are the highest priority. Community and business associations can also help find resources, programs, and grants to bring specific recommendations to fruition.

To give your comments on the plan, mail them to OP or (more likely) email Gizachew.Andargeh@dc.gov by February 3, 2012.

Cross-posted at The Brightwoodian.

Renderings from the Post show the Walmart displacing an existing row of shops in the strip mall, which include national chains like Office Depot and CiCi's Pizza in addition to local businesses like Bagel City.

This would be the third Walmart in Montgomery County, after an existing store in Germantown and another proposed store on Connecticut Avenue in Aspen Hill. But unlike those stores, which are far from Metro, the proposed Rockville Walmart is a half-mile from the Twinbrook station. Despite County Executive Ike Leggett's assertion that the store is "consistent" with the county's goal of building around public transit, this proposal completely undermines those intentions.

A new Walmart would undermine plans to revitalize Rockville Pike.

Plans by the City of Rockville and Montgomery County envision Rockville Pike as an urban boulevard with tall buildings against the street, not behind big parking lots. By bringing shops, housing and offices together near Metro stations along the Pike, planners hope to make it easier for people to walk, bike or take transit to their destination, providing alternatives to driving and reducing congestion.

In order to do so, higher-density development has been approved around the Twinbrook and White Flint Metro stations, the latter of which was written up in the New York Times as a model for suburban redevelopment. Residential and office towers have already begun sprouting up along Rockville Pike.

The proposed Walmart, however, sits along a short stretch of the Pike that falls under a completely different plan that was drafted in 1992 and still allows strip shopping centers. This kind of development is exactly what the community is trying to prevent from being built along Rockville Pike in the future.

It'll only encourage more people to drive to Rockville Pike rather than taking advantage of other modes of transportation, creating more traffic. But it's likely that Walmart chose to locate in Pike Center because it was easy to build a conventional store there, without going for a time-consuming zoning change or building in a more expensive, urban format that doesn't just cater to drivers.

Two of the eight stores Walmart plans to build in Greater Washington will take an urban form. Their proposed store on New Jersey Avenue in the District will sit at the base of an apartment building, while a new store in Tysons Corner, which is undergoing a transformation similar to Rockville Pike, will be part of a larger complex with a gym and offices. Ironically, those two branches and the one on Rockville Pike are all being developed by JBG Rosenfeld, whose vice president Jay Klug called Walmart "pretty enlightened" about building stores to fit an urban context.

Walmart has the right to build as they see fit so long as the zoning allows them to do it. Yet their store as proposed is completely inappropriate for Rockville Pike as it tries to become a denser, more urban corridor. Last week, the Montgomery County Council introduced a bill requiring big-box stores to craft community benefits agreements to reduce any negative impacts on the surrounding neighborhood. They might also want to figure out how to make this big-box store fit into the new Rockville Pike before it brings down one of the most ambitious suburban redevelopment projects in the country.

This study found that by increasing costs by two pennies on the dollar, Walmart could match the wages and benefits of other big retailers. This would cost $3.66 billion annually. In 2005, Walmart spent $1.5 billion annually on health benefits.

If Walmart were to provide a competitive wage and benefits package, it could mean real savings for the District. A Wisconsin Department of Health and Family Services study found, in 2007, that it cost the state $3.7 million annually to provide care to Walmart employees and dependents. Such costs could be significant in the District, where the Mayor has proposed $12 million in cuts this year to health care programs for low-income residents.

While Walmart changed its plan to include a $1,000 contribution from the company to a health reimbursement account, it still has an unusually high out-of-pocket limit. In 2011, Walmart continued to have more employees relying on public care in Wisconsin than any other employer in the state.

The DC Council could require a community impact analysis, like those required in the city of Los Angeles, to determine if Walmart's new benefits plan significantly reduces the burden on taxpayers. Or, the Council could follow New York City's example (see page 196) and mandate that big retailers pay a minimum amount to ensure that their employees have affordable health care.

The Council has a responsibility to protect taxpayers from secret subsidies to huge corporations. And it has the power to do something about it by requiring large retailers to provide adequate wages and health coverage so that it does not force a disproportionate number of employees to rely on public benefits.