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Bjorge and Lisle both left the agency earlier this year. Since then, tweets to DDOT have been answered slowly, or not at all. When these latest boilerplate tweets started coming out on Monday, the backlash was palpable.

DDOT spokesperson Monica Hernandez insists that the agency is trying to get back on top of its Twitter game and has no intention of letting its social media presence continue to slide. "Those responses don't represent a new direction we're taking," she says, and went on to state that the automated replies are "not effective" and are "being addressed."

The concerns they've heard have hit home for the agency. "This brings to light the role our followers play when it comes to our communication here," says Hernandez. "They are our eyes and ears, and their feedback is critical."

That's a great outlook, but it's even better when put into practice. Since Twitter has played such a vital role in communication between DDOT and District residents over the past few years, I hoped that the department would recognize the value in bringing on other social media-literate employees after the staff changes took place. Instead, District residents have lost one of the most reliable means of communicating with the city about transportation issues.

Hernandez was unable to say whether Bjorge and Lisle had undergone any special social media training, or what kind of training is being provided to those currently at the feed's helm. She mentioned that DDOT's goal was to have more than just two people running its Twitter account, as questions and requests could be answered faster if there are more hands on deck.

Whatever the method, let's hope that DDOT's social media growing pains end soon. The agency has a great model for how to do social media right—its own past. Many agencies may face a long road building the in-house capacity to use social media well, but it's sad to see one so quickly lose its expertise and success.

For example, in Massachusetts, utilities work with local banks to provide 0% interest loans for homeowners and businesses for energy efficiency. This addresses a common and fundamental impediment to efficiency investments at scale: poor access to capital. The public sector's upfront incentives to the banks make the 0% loans possible, which then leverages significant investment capital from the private sector.

Virginia offers basic and straightforward rebates for commercial building energy audits. These audits identify where a building is inefficient (from HVAC to lighting to operations) and catalyze efficiency investments. Once a commercial building owner sees a facility's inefficiencies, and has information about what investments could pay for themselves in savings, they often make sustainable improvements without further incentives.

SEU isn't meeting its goals

DC residents and businesses pay a small percentage of their electric and gas bills to support DC SEU. As a result, DC SEU raised $17.5 million this year and will raise $20 million next year.

The Vermont Energy Investment Cooperation, or VEIC, won a competitive bid from the District to operate DC SEU. Their contract has been renewed each year, but so far, VEIC is struggling.

In fiscal year 2012, DC SEU met just 2 of 6 performance benchmarks the District set for things like reducing energy or increasing renewable energy generation. Their goal was to reduce citywide electricity use by 45,000 megawatt-hours, but they only saved 21,000.

DC SEU even fell behind on creating green jobs, which is one of its main goals. The organization hired just 41 people in 2012, well below their goal of 53.

DC SEU claims that it saved DC residents and businesses $2.8 million in annualized energy costs, but it received $14 million in funding last year. For a group intended to be a "market catalyst," this return on investment is disappointing.

It also counts spillover effects from its work, like customers who don't participate in their programs but are still working to reduce their energy use. This method of measurement may be an industry standard, but it doesn't really reflect DC SEU's effectiveness.

Is the SEU trying to do what it takes?

Nor does the organization's FY 2013 First Quarter report acknowledge any of DC SEU's past shortcomings or the need for any improvements. While the report calls for "strategic enhancements to [their] programming," there's little description of anything other DC SEU's existing efforts, like their programs to replace light bulbs and seal heating ducts.

If this is all the District wanted to do to improve energy efficiency, there was no need to create a new organization. It could have given the job to PEPCO and Washington Gas, which are perfectly capable of doing this kind of work. Meanwhile, DC SEU admits that natural gas consumption has actually increased due to their focus on replacing incandescent light bulbs with high-efficiency bulbs. The new bulbs give off less heat, which means that in the colder months, customers actually use more heating gas to hear their homes and businesses (but save energy in the summer on cooling.)

DC SEU wasn't even trying to balance the modest impact of the lighting upgrades with other programs to reduce heating loads. They spent just $700,000 of the $2 million allocated for natural gas-related programs. Whether this is simply poor management, misplaced priorities, or both, this is clearly not a good sign.

What can be done?

DC SEU needs help. They aren't meeting their goals and they aren't fulfilling their legal obligation to District ratepayers. Meanwhile, the District Department of the Environment (DDOE), which manages the organization, has done little oversight. A lot of the relevant staff has turned over at DDOE. Plus, that agency's main expertise is not in "big data" or the economics of financial leverage in the ways necessary to push the SEU toward bolder thinking and better results.

There's already a strong market for compact fluorescents (and an emerging one for the the even newer LED bulbs). The amount of savings from bulbs is small compared to commercial space, which uses a vastly disproportionate share of energy. With incentives to focus on the greatest possible value, the SEU could do more with, for instance, energy audits for commercial space.

Mayor Gray's sustainability plan puts forward an exciting and laudable vision for the District. It would be a shame if DC SEU doesn't play a key role in making it a reality.

They also discussed results of the completed 15th Street cycle-track showing that biking increased and that while crashes rose too, it was not by as much as biking.

Experience with L Street helps improve M Street design

They talked about lessons they learned on L street and how that influenced design on M. For example, the cycle-track will be narrower, with parking and loading zones adjacent to it. They'll put in more flexposts. And they're using a new "Yield to Bikes" sign.

Parking and loading would change very little. To deal with what lost parking there would be, they plan to take back some unused diplomatic parking spaces and replace some missing parking meters, as well as add better signage.

The schedule is to continue evaluating L Street until August and then install the tracks before the end of the summer. That process would take 3 weeks and be done in phases.

Other design features include the cycle-track diversion onto Rhode Island Avenue that may have a concrete barrier to protect cyclists from traffic.

Left turning cyclists can stop in queue areas within intersections to make a two-light turn.

The drawings included other design changes like a raised cycle track at a bus stop where the track passes behind the stop.

Angry audience comments almost derail the meeting

Before DDOT could discuss these things, the meeting got very heated. At one point, Zimbabwe threatened to end the meeting if people continued to be disrespectful with one another.

It started with a woman who asked why DDOT was going ahead with the M Street lane if the L street study wasn't complete. M Street, she was told, is a complement to L, so any study of L is incomplete without M. Originally they were to be built simultaneously.

But she was clearly opposed to the project regardless, she said with exasperation that "L didn't work," claiming that no one ever used it (despite the presentation she just saw showing that there were several hundred users each rush hour) and that traffic was a disaster. Why were we spending money on bike lanes when libraries are closing? She called the design confusing and asked who this lane is for.

But that was just the appetizer. Many members and leaders of the Metropolitan African Methodist Episcopal Church were there and they were not happy about the cycle track or the way DDOT had informed them about it.

"When slaves built our church, they were not thinking about bike lanes," is how the first comment started.

There were many criticisms, some of them contradictory. No one rides on M Street. Senior citizens won't be able to cross the street to get to church because cyclists never yield to pedestrians (only a problem if people actually do bike on M). Senior citizens rely on the church for transportation. Other M Street businesses are not pleased either. The bike lane on the north side will block funeral access. "What percentage of taxpayer money is going to this?"

When asked if this was a done deal, Zimbabwe said it was and it wasn't. That there was going to be a cycle track on M, but what it would look like was still negotiable. Speakers proceeded to throw the "done deal" comment, which wasn't his wording, back at him several times. But he stuck to his guns. When asked if the debate was over, he said "for this street, yes." When asked if the 1500 block could be left out of the plans, he said that it would have too negative an impact on people trying to bike the road.

But the biggest issues were that the church would lose its angled parking on Sundays (which took them 3 years to get) and that no one talked to them about it until the day before.

A pastor for the church talked about the church's 175 year history, 87 of those years at this location. She noted that this church is tied to the struggles of the African-American people, so to not hear about something like this until after it was a "done deal" is very disturbing and insulting. The church had been offered $1 million to move out of the city in the past, but they had made a commitment to stay. Many of their members had moved to the counties but still made an effort to come to church here. "Is DC becoming a church-unfriendly place?" she asked.

On the first issue, DDOT created several alternatives for Sundays that would still allow 30-50 parking spaces, even one with angled parking and several that allowed parking in the cycletrack (which would shift in between two lanes of car parking) and promised to work on it with the church.

On the second issue, Jim Sebastian apologized and noted that he had met with church staff at the church in 2011. At least one person accused him of lying. Sebastian said he could pull the phone and email logs if needed. He also noted that they had started this process in 2009 with public meetings, and that DDOT staff have met with ANC's, BIDs, groups and individuals. He said they tried to reach the church, a comment that brought scoffs from the church's members.

I'll add that anyone on M Street who didn't know about this has not been paying attention. While I don't expect anyone to have read the 2005 Bicycle Master Plan, the addition of a cycle track on M Street has been reported in the Washington Post many times. In fact it's been mentioned in numerous news outlets on many many occasions over many years. DDOT has had meetings and press releases. It's not been kept a secret. That no one in the church had ever heard about it until this week seems incredible.

Zimbabwe tried to address all the concerns. The M Street lane would have better signage. DC does not intend to be church-unfriendly. There is no "rush" to complete this, but DDOT wants to make people safe now, not later. They're willing to work with the church to resolve its issues.

He could have mentioned that in many cases funding for bike lanes can't be moved over to libraries.

When one woman talked about how important biking was for our future, someone asked her "Do you expect senior citizens to bike." "Yes," I thought, "many already do now." In fact many senior citizens in the church had prefaced their comments with "I'm a cyclist."

Another speaker, opposed to the bike lane, asked "Who wants this?" and many hands shot up followed by applause.

"We're not taking a vote here or pitting one side against another," Zimbabwe said.

A restaurant/bar owner on M Street said that the street is already girdlocked (despite DDOT data presented earlier saying otherwise) and that eliminating a traffic lane was going to be a disaster for drivers and for his business. "I did find one friend who rides a bike and he says he'll never use it," he added, while noting that gridlock causes pollution and that snow removal is a problem as well. "Every merchant on M Street is concerned and in disbelief about this."

Zimbabwe pointed out that this is to get new riders to use bikes. Many tried to point to data in NYC showing that cycle tracks are good for business. One person thanked DDOT for putting the cycle track on L and opening her eyes to all the great businesses there.

A Georgetown ANC member took the opportunity to berate DDOT for not doing something about all the unsafe cyclists disregarding traffic laws. "It's a miracle that no one has been hurt," he noted, without realizing he was contradicting his whole position.

Finally, someone asked, "can't bike lanes go in AND angled parking be kept? Why does it have to be either/or?"

Zimbabwe promised to find a way to address the parking needs of church goers.

And they do have a plan for that. Below you can see Sunday parking on the bike lane as one alternative.

After a pleasant ride southbound against the commute rush on Martin Luther King Avenue, I turn onto Sheridan Road SE. This on-street section is the western extension of the Suitland Parkway Trail. It could certainly use sharrows or even a bike lane/cycle track, as the travel lanes are very wide.

Construction debris from the unfinished Sheridan Station development litters the sidewalk adjacent to the road. I swerve around something that was burned to the curb cut and a pile of mulch that sprawls onto the trail. There's no clear signage for the trailhead, but this is where it starts.

This is the nicest part of the trail in the city, though. There's separation from the parkway, and weeds and garbage haven't colonized the path yet.

It quickly gets worse, though. In some areas, there's so much underbrush, weeds, plant debris, garbage, and broken glass on the far side of the trail that there's just one passable "lane." I'm now limited to a space 3 feet wide, keenly aware that cars traveling over 50 miles per hour are just inches away.

The trail separates from the parkway for a short distance, where it's quickly overtaken by nature.

Grass grows through cracks in the pavement, reaching the point where the trail needs to be completely rebuilt. The surface is completely broken here.

When I get back to the parkway, the lane farthest from the road is still blocked, whether by trash and dead leaves or by low-hanging tree branches. I either have to get off my bike or move into oncoming traffic to pass it.

There's a speed limit sign placed not next to the trail, but in it. There's plenty of room 4 feet to the right.

Here's an uncharacteristically clear section of the trail. It's right in front of the speed limit sign, though, so I get the feeling it was kept that way so drivers could see the sign.

East of Stanton Road, the garbage littering the path makes me think I've found a mobile automobile repair shop.

A stream culvert passes under the trail and road here. Unfortunately, it narrows the trail.

This is the steepest climb on the trail, though thankfully it's much less steep than taking parallel streets like Good Hope Road or Pennsylvania Avenue. Here, you reach two places where the trail is collapsing due to erosion of the ground below.

After crossing two exit ramps, the trail continues under the Alabama Avenue bridge. The trail is very overgrown here, and I can pick out mulberries, Ailanthus (Tree of Heaven), Virginia creeper, and other weedy plants overrunning the pavement.

Under the bridge, the trail is barely 3 feet wide, making it impossible for two cyclists to pass each other here. The lanes of the parkway must be at least 12 feet wide, and they should be narrowed to give enough space for the trail.

If you haven't noticed by now, the parkway itself has a brand-new layer of asphalt, while the adjacent trail has not seen the same level of care or investment.

At Southern Avenue, the boundary between DC and Prince George's County, the trail abruptly ends.

I trudge up the hill through waist-high weeds to get to Southern Avenue. To add insult to injury, there's no gap in the guard rail, so you have to lift your bike over the rail to get to the sidewalk.

Improving the Suitland Parkway Trail is a chicken-and-egg argument: no one uses it because it goes nowhere, so it isn't used, which means it isn't maintained. But if the District and Prince George's County are serious about making cycling a viable option for communities east of the Anacostia River, they have to do a better job of creating trails and other infrastructure, and they have to actually maintain them. If our leaders are serious about all their claims about "One City" and working with our neighbors, they'd sit down together and find a way to make this a priority.

There are rumors that the trail will one day extend to at least the Branch Avenue Metro station, if not farther south to Andrews. In 1994, the National Park Service did a feasibility study of extending the trail, but nearly 20 years later, nothing has happened.

It's also unclear who would be in charge of this construction, the National Park Service or Prince George's County. I'll believe that the local governments actually see some level of priority here when I see shovels in the ground.

In the meantime, DDOT and Mayor Gray should at least send a crew to pick up debris and clear the underbrush so what's there can be used by District cyclists and pedestrians. It's literally the least they could do.