More indicators

1. If pedestrians keep getting hit by cars at particular intersections as discussed in "D.C. cop pleads with pedestrians: Pay attention" from the Examiner, about the intersection of Connecticut and Nebraska Avenues NW, then there is a clear design problem that needs to be rectified.

Generally, I argue that if a solution for one government agency creates a problem for another government agency, then the problem isn't solved.

2. The #$%^&*() DC Circulator bus isn't a solution for low use bus routes. The Examiner also reports how "Local D.C., Fairfax bus services may take on more Metro routes" in part to save money for WMATA.

The concept of the Circulator bus is frequent service means that riders don't have to worry about waiting for a bus, and that ridership will increase significantly.

Currently, 1,560 people ride the N22 in the Union Station-Capitol Hill-Navy Yard area. THAT IS AN INDICATOR THAT THERE ISN'T DEMAND FOR THE SERVICE, EITHER BECAUSE IT DUPLICATES EXTANT SERVICES, OR BECAUSE THERE ISN'T NEED FOR THE SERVICE.

By way of comparison, more than 20,000 people ride the 30s buses on Pennsylvania Avenue that also serve part of this route. The 96 bus also provides some service between Capitol Hill and Union Station. Other 90s buses provide service along 8th Street SE between the Navy Yard and the Eastern Market Metro station.

Don't replace this bus with a DC funded "Circulator." Cancel the service.

Clearly, there isn't a high demand for bus travel between Union Station and Eastern Market and Eastern Market and the Navy Yard or people would be riding this bus.

Times of financial exigency are times where clear thinking is particularly important. It's true for both of these examples.