Source: U.S. Census Bureau

Among the nicest features of LeDroit Park are its walkability and its proximity to downtown.  We can bike downtown to work in 15 minutes, or if it’s raining, take the bus or the metro and be there in 25 minutes.  The restaurants, shops, and bars along U Street are only a short walk away.

The notion that it is easy to live in LeDroit Park without a car consistently confounds many suburbanites, but our variety of transportation options is no accident.

Our neighborhood is just outside the original L’Enfant city.  In L’Enfant’s time, the main form of transportation was the human foot, so a city designed from scratch, like Washington, had to be relatively flat, like Washington, and compact, like Washington.  Horse-drawn streetcars made commuting across the city easier, and electric streetcars eased the daily climb to neighborhoods like Columbia Heights and Mount Pleasant.

After World War II, housing construction exploded, particularly suburban housing construction.  The suburban housing model was— and, for the most part, still is— based on several main principles, most significantly, the uniformity of housing sizes (usually large) and the separation of residential and commercial uses.  Both larger lots and the separation of uses create longer distances between any two points, requiring a greater effort to go between home, work, and the grocery store.

These longer distances between daily destinations made walking impractical and the lower population densities made public transit financially unsustainable.  The only solution was the private automobile, which, coincidentally, benefited from massive government subsidies in the form of highway building and a subsidized oil infrastructure and industry.

LeDroit Park was founded in 1873 and the first wave of single-family and duplex houses designed by James McGill soon followed.  The second housing wave brought rowhouses to LeDroit Park, but most of the neighborhood was finished in the early twentieth century long before the dominance of the automobile.

Notice this 1908 photo of the 400 block of U Street in LeDroit Park.  You’ll see four people, but only one car.

It’s no coincidence that our neighborhood’s founding, long before the automobile age, relates to its walkability and abundance of transit options.  In fact, when we look at the regional Census data, we find a strong relationship between the age of the housing stock and the rate of households without a car.

The only other factor that might influence the rate of carlessness is income, but the closeness of the carless rate and the pre-war housing stock rate is too glaring to ignore. There are plenty of middle-class people in Washington who choose to forgo a private car and the age of the neighborhood may be a strong indication of just how easy it is to live without a car.

Though the District added 6,100 jobs from December 2008 to December 2009, the unemployment rate jumped from 8.9% to 12.1% in the same period.

The Post speculates:

But because the labor force in the District has a large proportion of undereducated people, experts said, the majority of those high-paying jobs usually go to more qualified residents of suburban Maryland and Northern Virginia. Less-educated residents typically work in construction, which lost 200 jobs last month; in leisure and hospitality, which lost 400 jobs last month; and in retail and transportation, which lost 500 jobs last month.

Cynthia Ward, vice president of market and account services at the recruiting and career management firm Lee Hecht Harrison, said candidates who grew up in the District often are unable to compete with their suburban counterparts because of the troubled city school system.

“I graduated from the D.C. public schools, where I had been an A and B student. When I went to college, I discovered I was way behind [other students], especially in writing, and I had to work hard” to catch up, said Ward, who is on a task force seeking ways to better prepare District residents for higher-skills jobs.

Perhaps now our city will finally begin to see what everyone else has known all along: that the poor performance of our public school system is not just a civil rights disgrace, but an economic impediment, too.

What’s her secret?

Love everybody. Don’t hate. Don’t gossip. Take care of your own business. And take care of your body.

Amen.

From July 1, 2008 to July 1, 2009, the District gained 9,583 people, raising our population to 599,657, just a tad short of the tantalizing 600k mark that we haven’t seen since 1991.

That amounted to a 1.6% increase.  Only four states gained more proportionally: Wyoming (2.1%), Utah (2.1%), Texas (2.0%), and Colorado (1.8%).

Increased population densities bring many advantages economically.

An increasing population expands the demand for housing, thereby securing the equity stakes of current homeowners.  Detroit residents have lost small fortunes as the values of their homes have declined over the years.

With more people comes a greater demand for restaurants, bars, and stores.  The more people who live withing walking distance of a commercial district, the more vibrant that commercial district becomes as there are more potential customers for the same amount of retail space.

With greater densities comes a greater demand for transit, making frequent transit service more economically viable.

Whether or not one likes living in a mid- or high-density community is really a matter of personal taste— there are certainly some downsides, too— but keep in mind that the densest Census tract in the nation is on Manhattan’s Upper East Side, a tony and desirable neighborhood.

Nevertheless, we see the District’s positive population change as a positive development overall.