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You dont wait for the sidewalk. You dont check an app to see if its working. You dont wonder if its meant for someone else. Sidewalks are just therealways available, always on. And when theyre well designed, you barely notice them. They quietly support everything: commerce, mobility, safety, health, and freedom of movement. Sidewalks dont require instructions. Theyre intuitive. Step on, move forward. Thats the framing we need for local bus service. A well-run bus system is an express sidewalka piece of infrastructure that dramatically expands the number of destinations within walking distance. Unfortunately, buses arent thought of that way. In most American cities, public transit is treated like a last-resort service, a social program for people who cant afford cars, something to be endured rather than embraced. And so theyre designed that way: infrequent, inconvenient, hard to use, and often stuck in traffic. {"blockType":"creator-network-promo","data":{"mediaUrl":"","headline":"Urbanism Speakeasy","description":"Join Andy Boenau as he explores ideas that the infrastructure status quo would rather keep quiet. To learn more, visit urbanismspeakeasy.com.","substackDomain":"https:\/\/www.urbanismspeakeasy.com\/","colorTheme":"blue","redirectUrl":""}} The blueprint If a bus system is going to function as a seamless extension of the sidewalk, it has to operate on the same principles: Frequency. You dont plan your life around a sidewalks availability. Convenience. Buses must go where people actually want to go, with direct routes that dont meander like a bureaucrats fantasy map. Safety. Waiting at a stop should feel as safe and dignified as standing on a downtown corner. Reliability. If you cant trust it to arrive when it says it will, its not infrastructureits a gamble. If general purpose car traffic dominates the curb, buses will never scale, and walkingthe most ancient, equitable form of transportremains functionally capped. Dedicated transit lanes are the asphalt equivalent of pouring a continuous slab of concrete for pedestrians. Bus-only lanes ensure that the people choosing high-efficiency transportation arent punished for it. (As an added bonus, people can ride bikes in the bus lanes.) Treat the bus like a sidewalk, and people will use it like one Most Americans only experience a transit system that treats them like a priority when they travel overseas. It was amazing. We didnt even have to rent a car. Here in the U.S., weve been conditioned to expect low-frequency bus service with few shelters, unpredictable arrivals, and a cultural subtext that transit is a charity case for those people. But we dont build sidewalks out of pity. We build them because theyre essential infrastructure like plumbing or electricity. If we want to cut congestion, reduce emissions, boost economic access, and improve quality of life, we already have the most elegant, human-scaled delivery system imaginable: walking. But to expand the range of walkability, we need a mobility system that functions like walking at scaleintuitive, frequent, and always ready. Thats what a local transit system could be. The moment we stop treating the bus as a social program and start treating it like an express sidewalk, we unlock a public good that meets people where they are and moves them forward. The bus cant be stuck in traffic If the local bus is going to function as an express sidewalk, I cant overstate the importance of high-frequency, reliable service. That means it cant be stuck in traffic jams. On multilane roads, the obvious answer is dedicated transit lanes. Transportation experts typically think of road reconfigurations as replacing general purpose lanes with bike lanes and a center bidirectional left-turn lane. But on a busy transit corridor, the road diet can just as easily be designed for express sidewalks. DIY street design You dont have to be a professional engineer or graphic artist to come up with renderings that illustrate before-and-after scenarios for a street in your community. Streetmix is a free web tool thats ridiculously easy to use. Its set up for drag-and-drop design so you can make a typical section that reflects your local conditions. Heres a short article with instructions to use Streetmix (free!) and Google Maps (free!) to design the future you want, instead of the one youve been told is inevitable. A bus isnt charity, its concrete infrastructure that expands the reach of your feet. When we treat it like an express sidewalkbuilt for frequency, protected from gridlock, and trusted like any utilityit stops being a backup plan and starts being the backbone of a thriving city. We dont need to convince people to ride the bus. We just need to operate it like we mean it. {"blockType":"creator-network-promo","data":{"mediaUrl":"","headline":"Urbanism Speakeasy","description":"Join Andy Boenau as he explores ideas that the infrastructure status quo would rather keep quiet. To learn more, visit urbanismspeakeasy.com.","substackDomain":"https:\/\/www.urbanismspeakeasy.com\/","colorTheme":"blue","redirectUrl":""}}
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When OpenAI pulled back its latest ChatGPT releaseone that apparently turned the helpful chatbot into a total suck-upthe company took the welcome step of explaining exactly what happened in a pair of blog posts. The response was a notable move and really pulled back the curtain on how much of what these systems do is shaped by language choices most people never see. A tweak in phrasing, a shift in tone, and suddenly the model behaves differently. For journalists, this shouldnt be surprising. Many editorial meetings are spent agonizing over framing, tone, and headline language. But what is surprisingand maybe even a little disorientingis that the same editorial sensitivity now needs to be applied not just to headlines and pull quotes, but to algorithms, prompts, and workflows that live in the guts of newsroom technology. Before we connect the dots to newsroom AI, a quick recap: OpenAIs latest update to GPT-4o involved an extensive process for testing the outputs, and it scored well on the factors the testers could measure: accuracy, safety, and helpfulness, among others. However, some evaluators doing more qualitative testing said the model felt off, but without more to go on, OpenAI released it anyway. {"blockType":"creator-network-promo","data":{"mediaUrl":"https:\/\/images.fastcompany.com\/image\/upload\/f_webp,q_auto,c_fit\/wp-cms-2\/2025\/03\/mediacopilot-logo-ss.png","headline":"Media CoPilot","description":"Want more about how AI is changing media? Never miss an update from Pete Pachal by signing up for Media CoPilot. To learn more visit mediacopilot.substack.com","substackDomain":"https:\/\/mediacopilot.substack.com\/","colorTheme":"blue","redirectUrl":""}} Within a day, it was clear the evaluators vibe-checks were onto something. Apparently the release had substantially increased sycophancy, or the models tendency to flatter and support the user, regardless of whether it was ultimately helpful. In its post announcing the rollback, OpenAI said it would refine ChatGPTs system promptthe invisible language that serves as kind of an umbrella instruction for every query and conversation with the public chatbot. Lost in translation The first thing that strikes you about this: Were talking about changes to language, not code. In reaction to the recall, a former OpenAI employee posted on X about a conversation he had with a senior colleague at the company about how the change of a single word in the system prompt induced ChatGPT to behave in different ways. And the only way to know this was to make the change and try it out. If youre familiar with AI and prompting, this isnt a shock. But on a fundamental level, it kind of is. Im not saying the new release of GPT-4o was entirely about changing language in the system prompt, but the system prompt is a crucial elementaltering it was the only temporary fix OpenAI could implement before engaging in the careful process of rolling back the release. For anyone in communications or journalism, this should be somewhat reassuring. Were in the business of words, after all. And words are no longer just the way we communicate about technologytheyre a crucial part of how these systems work. An editorial and product hybrid OpenAIs ordeal has two important takeaways for how the media deals with AI: First, that editorial staff have a vital role to play in building the AI systems that govern their operations. (Outside frontier labs, tool building often amounts to prompt engineering paired with automations.) And second, transparency is the path to preserving user trust. On the first point, the way AI directly affects content, and the need for good prompting to do that well, has a consequence for how media companies are organized: Editorial and product teams are becoming more like each other. The more journalists incorporate AI into their process, the more they end up creating their own tools. Think custom GPTs for writing assistance, NotebookLM knowledge bases for analyzing documents, or even browser extensions for fact-checking on the fly. On the product side, the idea that media technology today isnt just presenting content, but remixing and sometimes creating it is a massive change. To ensure those outputs adhere to journalistic principles, it doesnt just make sense to have writers and editors be a part of that processits necessary. What results, then, is a journalist-product manager hybrid. These kinds of roles arent entirely new, but theyre generally senior leadership roles with words like newsroom innovation in the title. What AI does is encourage each side to adopt the skills of the other all the way down. Every reporter adopts a product mindset. Every product manager prioritizes brevity and accuracy. Audience trust starts with transparency The audience is the silent partner in this relationship, and OpenAIs incident also serves as an example of how to best include themthrough radical transparency. Its hard to think of a way OpenAI could have better restored trust with its users other than its decision to fully explain how the problems got by its review process, and what its doing to improve. While its unusual among the major AI labs (can you imagine xAI or DeepSeek writing a similar note?), this isnt out of character for OpenAI. Sam Altman often shares on his X account announcements and behind-the-scenes observations from his vantage point as CEO, and while those are probably more calculated than they seem, theyve earned the company a certain amount of respect. This approach provides a road map for how to publicly communicate about AI strategy, especially for the media. Typically, when a publication creates an AI media policy, the focus is on disclosures and guidelines. Those are great first steps, but without a clearer window into the specific process, indicators such as This article is AI assisted arent that helpful, and audiences will be inclined to assume the worst when something goes wrong. Better to be transparent from the start. When CNET used AI writers in the early days of generative AI to disastrous results, it published a long explanation of what went wrong, but it didnt come until well after it had been called out. If the publication had been out front with what it was doingnot just saying it was using AI, but explaining how it was building, using, and evaluating itthings might have turned out differently. Journalists can shape AIand should In its second post about the sycophancy fiasco, OpenAI revealed that a big part of its concern was the surprising number of people who now use ChatGPT for personal advice, an activity that wasnt that significant a year ago. That growth is a testament to how fast the technology is improving and taking hold in various aspects of our lives. While its only just beginning to alter the media ecosystem, it could quickly become more deeply embedded than we had predicted. Building AI systems that people trust starts with the people building them. By leveraging the natural talents of journalists on product teams, those systems will have the best chance of success. But when they screw upand they willpreserving that trust will depend on how clear the window is on how they were built. Best to start polishing it now. {"blockType":"creator-network-promo","data":{"mediaUrl":"https:\/\/images.fastcompany.com\/image\/upload\/f_webp,q_auto,c_fit\/wp-cms-2\/2025\/03\/mediacopilot-logo-ss.png","headline":"Media CoPilot","description":"Want more about how AI is changing media? Never miss an update from Pete Pachal by signing up for Media CoPilot. To learn more visit mediacopilot.substack.com","substackDomain":"https:\/\/mediacopilot.substack.com\/","colorTheme":"blue","redirectUrl":""}}
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Psychologist: “Design influences behavior.” Neuroscientist: “Design influences behavior.” Uncivil engineer: “It’s not like my road design influences driver behavior.” Every day, preventable crashes are destroying lives because transportation planners and engineers don’t understand that design influences behavior. (I’m being charitable by assuming they don’t understand.) Drivers respond to the built environment much the same way water responds to a riverbed. The shape, width, and surface conditions of the riverbed determine the waters speed, turbulence, and direction. Likewise, the width of a road, presence of visual cues, curvature, intersections, and surrounding land use dictate how fast, aggressively, or cautiously people drive. {"blockType":"creator-network-promo","data":{"mediaUrl":"","headline":"Urbanism Speakeasy","description":"Join Andy Boenau as he explores ideas that the infrastructure status quo would rather keep quiet. To learn more, visit urbanismspeakeasy.com.","substackDomain":"https:\/\/www.urbanismspeakeasy.com\/","colorTheme":"blue","redirectUrl":""}} The grocery store model If water sounds like too much of a stretch as a comparison, consider a grocery store. If you want to create public spaces that are intuitive and inviting, and encourage people to engage with their surroundings, then the best place to perfect these skills might be the grocery store. Retail giants understand and exploit the fact that design influences how people move through space. A grocery store is a real place where influencing behavior determines whether a business thrives or dies. Store layout is based on the art of persuasion. Its all about creating an environment that encourages customers to buy more products as easily as possible. Any parent knows this, but its not just about candy at the cash register. Stores large and small invest time and money understanding human behavior, so they know which techniques work the best to influence buying habits. Expectations and habits Our brains are hardwired to react to buildings and spaces based on their visual characteristics. Tragically, those of us in the infrastructure business werent taught about how psychology and neuroscience directly relate to everything we plan, design, and construct. Street design doesnt just influence behaviorit creates expectations and habits, often without conscious thought. For example: 1. Lane Width. Wide lanes signal to the brain: “You’re safe going fast.” Narrow lanes or painted-edge lanes create a sensation of compression, signaling: “Stay alert, slow down.” Wider lanes increase speed, which multiplies injury severity rates exponentially when collisions occur. 2. Sight Lines and Curvature. Long, straight sight lines encourage higher speeds. The farther ahead a driver can see, the more they feel they can safely accelerate. Curved roads, particularly in urban contexts, force natural speed modulation because the drivers sight distance shrinks and perceived risk increases. 3. Street Trees and Vertical Elements. Streets with trees, light posts, benches, and buildings close to the curb create a “street wall,” giving drivers the impression that the space is tight and shared. A bare, wide-open road without vertical edges feels boundless and invites acceleration. Researchers call this “edge friction. The more visual complexity and physical containment along the sides of a street, the slower and more carefully people drive. 4. Speed Limits vs. Speed Cues. Posted speed limits are barely noticed if street design suggests otherwise. A street engineered for 45 mph but posted at 25 mph will still see speeds closer to 45 unless strong visual and physical constraints are introduced. Design speed always wins over posted speed. 5. Lighting and Nighttime Design. Overly bright, highway-style lighting often promotes a false sense of security and encourages speeding. Moderate, pedestrian-scale lighting at consistent intervals supports slower, more cautious driving. Subconscious instructions The human brain processes the street as a series of subconscious instructions. The street is constantly whispering to drivers: “Relax and go fast,” or “Pay attention and slow down.” No amount of signage or enforcement will undo the basic psychological script written by engineers. Maybe transportation professionals should start their workday by looking at pictures of horrific crashes on streets that followed status quo design. At some point, someone on staff will have the courage to say, “What if design influences behavior?” If this is piquing your interest, check out the Human Factors of Infrastructure Design and Operations research committee, which is part of the National Academies of Science, Engineering, and Medicine. Theyre cranking out tons of important work thats never put into practice by professionals in the infrastructure business. {"blockType":"creator-network-promo","data":{"mediaUrl":"","headline":"Urbanism Speakeasy","description":"Join Andy Boenau as he explores ideas that the infrastructure status quo would rather keep quiet. To learn more, visit urbanismspeakeasy.com.","substackDomain":"https:\/\/www.urbanismspeakeasy.com\/","colorTheme":"blue","redirectUrl":""}}
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