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Cet article interroge les difficultes engendrees lors de l’acces des proches au cahier de liaison au cours de la prise en charge a domicile des personnes âgees dependantes. Ce questionnement s’inscrit dans le cadre d’un projet de dematerialisation du cahier de liaison. Apres avoir specifie la distinction entre support informationnel et dispositif institutionnel dans la litterature en sciences cognitives et en sociologie, nous apprehendons le cahier de liaison comme un dispositif institutionnel ouvert, mettant en presence deux positions d’enonciation differentes lorsque les auxiliaires de vie font usage du cahier de liaison avec les proches. Sur la base d’une analyse des contenus informationnels au domicile et d’entretiens aupres des intervenants professionnels et des proches, nous mettons en evidence, par l’approfondissement de deux cas, les limites du cahier de liaison comme dispositif de communication institutionnel avec les proches.

International audience

International audience

Which are the subjective feelings and objective risks of driving in an automatic mode when holding the steering wheel or not holding it? Two conditions of simulated driving of a partially automated car have been tested (hands-on and hands-off), in two situations of driving on highways including critical events forcing the driver to take over. The user subjective experiences were compared: the situation awareness, feelings of safety, control, attention, on-board activities, psychological and physical comfort were analyzed on the basis of in-depth interviews right after the activity. For the critical situations designed, the performance results indicate a negative impact of the hands-off condition on the takeover. The hands-off condition is appreciated for its comfort and the multi-activity it allows, but the hands-on condition is objectively and subjectively safer in critical situations.

This study investigates pedestrian street-crossing decision-making to better appreciate both the complexity and the dynamics of this activity by analyzing the cognitive, emotional and social processes involved in such situations. We consider street-crossing decision-making in the context of situational awareness (Endsley’s model) by exploring other variables that may influence the decision-making: time pressure, emotions and social influence. Twenty participants were included in the study. They were instructed to negotiate two 1 km-routes in a large city using a paper map. After each route, they were invited to participate in an elicitation interview. A time pressure context was added for half of the participants. The originality of the method was based on the mixed approach of observable variables (video recordings from the viewpoint of the pedestrian and of an external observer) and the subjective experience of the street crossing by the pedestrian (e.g., perception, thoughts, feelings, anticipation) according to the situation’s dynamics. In total, the data included 67 elicited and recorded street crossings. The data indicated that approximately one-third of the street-crossing decisions were risky. In our observations, street-crossing decision-making was modulated by street-crossing habits, the environment configuration, the social influence, the learning of the road situation and the vehicle behavior. This study accounts for the complexity of street-crossing, the related risk and its links with feelings.

Future shared robot taxis should reduce traffic congestion in cities, and in order to design services adapted to the needs of users, the sources of comfort and discomfort must be specified. In order to project people into the use of this future mobility, the technique of Guided Imaginary Projection was used with 40 men and women between 22 and 66 years of age. It made it possible to specify the effect produced by the absence of a driver, a driver who usually takes on the role of mediator who reassures, organizes and manages the unexpected events. Recommendations for the design of such services were drafted.

Les cadres vivent une relation aux outils numeriques faite d’ambiguites. Ces outils–typiquement les mails - sont indispensables : supports de communication ascendante et descendante, amplificateurs de la puissance de communication et de decision. Cependant, rapports et enquetes montrent qu’ils sont sources de souffrance, du fait : – de leur empietement sur la sphere privee ; – du phenomene de FOMO (Fear Of Missing Out) – la peur de rater une information ; – de la surcharge informationnelle des responsables associee au sentiment d’impossibilite de se deconnecter. La societe Orange et l’INRS collaborent depuis 2017 sur les problematiques de forte connexion. Au nombre des actions developpees, l’utilisation du theâtre-forum pour : – cibler des problemes significatifs pour un collectif ; – construire collectivement une analyse et des voies de solutions face a ce probleme parfois vu comme insoluble. La communication sera ciblee sur la presentation de la methodologie mise en œuvre pour ce second objectif, avec un focus sur le role de l’animateur, appele « joker » (terme choisi par Boal, pere du theâtre-forum). Trois categories de personnes sont impliquees, les acteurs/interpellateurs (ici des salaries d’Orange ayant choisi et construit une scene presentant ce qui fait probleme) ; le public qui inclut des personnes en position de valider des solutions ; le Joker, qui pilote le dispositif. La sequence de theâtre-forum se synthetise de la facon suivante : – le joker prepare le public par un dispositif de mise en mouvement et de mise en relation du type « brise-glace » ; – il presente ensuite les acteurs qui jouent la scene preparee en amont ; – apres la scene, il conduit les echanges avec le public, sans apporter de point de vue sur la lecture de la realite qui s’opere collectivement, dans une attitude de curiosite bienveillante, le cas echeant en suggerant a des membres du public de venir experimenter avec les acteurs des variantes de la scene (solutions). Dans le cadre de la communication, nous presenterons un cas d’animation de seance de theâtre-forum. On pourra voir comment, en s’appuyant sur un dispositif eprouve, le joker facilite les echanges du public et rend possible l’elaboration collective d’une representation complexe et riche du probleme et de l’espace des solutions. On verra aussi comment la dimension « agie » du dispositif (en particulier avec la logique des remplacements) et non pre-mentalisee par les acteurs et l’intervenant contribue a la fois a une appropriation en profondeur de ce qui constitue la realite et a l’elaboration d’une representation « orientee transformation » de cette realite. L’inscription de cette modalite d’intervention dans la lecture des sciences de la complexite sera explicitee.

International audience

International audience

This paper initiates a dialogue between the sustainable system-of-systems (SSoS) approach and one particular situated approach of activity analysis within francophone activity-centered ergonomics (FACE). This paper explores the possible cross-fertilizations between FACE and SSoS in coping with the challenge of enlargement which ergonomists have to face in order to address sustainability issues. We present how the SSoS model and FACE have currently considered the challenges of sustainable development and the theoretical-methodological principles that frame their approaches. Then, eight topics of dialogue are introduced and debated in order to open the dialogue between the two approaches where emerging lines of convergence are generated. We conclude by further discussing the complementarity between FACE and SSoS in the objectives of their approaches and the levels analysed by each approach, and by highlighting the importance of taking into account the emergent and complex aspects of systems. One possible way forward might be to “situate the sustainable system-of-systems” while also “systemizing systems of sustainable situations” for the future.

International audience

International audience; Concevoir des aides à la navigation pour les piétons âgés peut être un support pour leur autonomie au quotidien. Nous présentons ici en détails l’expérience de navigation de piétons âgés avec deux dispositifs portatifs de guidage : des lunettes de réalité augmentée et un casque à conduction osseuse. Cette étude, auprès de 18 personnes, met en regard des mesures de performances et une description riche de l’expérience vécue, grâce à des entretiens d’explicitation. Trois phénomènes semblent impacter l’expérience de navigation: (1) la transformation de l’attention périphérique, (2) la contextualisation de l’information, et (3) l’émergence d’émotions au cours du trajet. Cette étude contribue à mieux comprendre la navigation des piétons âgés. Les résultats sont discutés en termes de recommandations de conception.; Designing navigation aids for older pedestrians could help them stay autonomous in their daily activities. Here we present a rich description of the navigation experience of older pedestrians either with visual (augmented reality glasses) or auditory (bone conduction headphones) wearable devices adapted to age- related declines. In a study with 18 participants we measured the navigation performance and applied the Explicitation Interview Technique to capture detailed descriptions of the users’ experience. We highlight three main phenomena which impact the quality of the user experience with the two devices: (1) the transformation of the peripheral awareness, (2) the contextualization of information, and (3) the emergence of feelings along the route. This study adds a new understanding of the navigation experience by older people and is discussed in terms of design recommendations for navigation devices.

Preserving older pedestrians' navigation skills in urban environments is a challenge for maintaining their quality of life. However, existing aids do not take into account older people's perceptual and cognitive declines nor their user experience, and they call upon sensory modalities that are already used during walking. The present study was aimed at comparing different guidance instructions using visual, auditory, and haptic feedback in order to identify the most efficient and best accepted one(s). Sixteen middle-age (non-retired) adults, 21 younger-old (young-retired) adults, and 21 older-old (old-retired) adults performed a navigation task in a virtual environment. The task was performed with visual feedback (directional arrows superimposed on the visual scenes), auditory feedback (sounds in the left/right ear), haptic feedback (vibrotactile information delivered by a wristband), combinations of different types of sensory feedback, or a paper map. The results showed that older people benefited from the sensory guidance instructions, as compared to the paper map. Visual and auditory feedbacks were associated with better performance and user experience than haptic feedback or the paper map, and the benefits were the greatest among the older-old participants, even though the paper-map familiarity was appreciated. Several recommendations for designing pedestrian navigation aids are proposed.

International audience

We tested a new methodology called “guided imaginary projection” (GIP) to support people in projecting themselves into the use of emergent services, in order to gather information about their probable subjective experience with the future service. For the purpose of the study, the targeted service was ‘dynamic’ carpooling, a mobility service geolocated for short distance and immediate travel, still rarely used. We aimed to collect information about the sources of comfort and discomfort imagined by non-users. 24 interviews were conducted to evaluate the method. The population was divided in two groups, the projection group and the non-projection group. Our hypothesis is that if the projection group had a more complete projected form of experience of the service, this group should produce more elements about the sources of comfort and discomfort of the dynamic carpooling compared to others. The results indicate that the projection group’s interviews lasted significantly longer and contained significantly more elements of comfort and discomfort than the non-projection group. We also analysed the types of discourse used during the GIP to evaluate the degree of projection: imaginary-embodied, imaginary-analytical, or general discourse. At the end we discuss the results, limits and perspectives.

Connection has become an essential component of work. It appears to be an essential resource for efficiency and rapidity, as well as for accessibility and transmission of information. However, it may have harmful effects on individuals, teams or organizations because of its continuous nature. Our study aims to characterize factors that may contribute to a positive or a negative experience related to this connection at work by managers, and ways of having such factors taken into account by the organization. Our long term aim is to help the organization to find solutions to improve the situation. We put together a questionnaire about practices, uses and feelings related to connection and about potential effects on health in a large French company, and we also conducted in-depth interviews. The analyses focus on the individuals’ connection practices and on their feelings about them in specific situations. We also analyzed the existing individual, collective, and institutional strategies used for regulating the connection process. The analyses of the questionnaires indicate the proportion of managers who experience difficulties related to their connections, the nature of the troubles evoked and their impacts on work activities and on life. The interviews allow us to go deeper into contextual elements and their feelings about these practices. The connection experience depends on ICT characteristics, experience of connection, team dynamics and psychological factors. Our analyses have shown, among others things, the role of working together as a team and how the team could regulate connection overload where neither the individuals nor the institution can succeed.

A confident interaction between pedestrians and automated vehicles will be a milestone in the acceptability of the use of these new vehicles. The automated vehicle should be able to offer the pedestrian a safe and non-uncertain street-crossing situation. The aim of the study was to perform an analysis of the activity of street-crossing, focusing on the decision-making in a natural environment.

Designing navigation aids for older pedestrians could help them stay autonomous in their daily activities. Here we present a description of the navigation experience of older pedestrians either with a visual (augmented reality glasses) or an auditory (bone conduction headset) wearable device providing guidance messages adapted to age-related declines. The study, with 18 participants, analyses the navigation performance and users' experience using explicitation interviews. We highlight that sharing attention, trusting the system temporality and experiencing the discretion of the device are the main concerns for older people, impacting the quality of their user experience. These findings are discussed in terms of design recommendations for digital devices.

Recent research and developments in HCI allow imagining what kind of sensory devices could be used for pedestrian navigation in the future. This study was aimed at questioning participants' expectations for their future pedestrian mobility and the acceptability of five futuristic sensory devices (a smart lens, vibrating clothes, a music app, an olfactory plug and a smart map). Results mainly highlighted an apparent mismatch between participants' expectations (looking at the surroundings and walking safely) and prospective acceptability of the devices (map is preferred while requiring attention sharing). Thus, the relevance of the common acceptability criteria for prospective research about navigation aids and sensory wearables was discussed.

L’article presente une articulation fine de donnees, extraites d’une part d’enregistrement video d’interactions analysees dans la perspective de l’Analyse Conversationnelle, extraites d’autre part d’entretiens d’auto-confrontation analyses dans une perspective de Psychologie Ergonomique d’inspiration phenomenologique. Sont donc triangules un point de vue en troisieme personne et un point de vue en premiere personne. L’objectif est une comprehension approfondie de ce qui se passe pendant un moment d’activite, de saisir le flux d’actions, de perceptions, de sens et d’etats emotionnels qui s’y deroule. Le corpus etudie correspond a des interactions lors de situations de covoiturages, ce type de partage de services entre inconnus devenant de plus en plus frequent et presentant des caracteristiques specifiques qu’il est interessant de mettre a jour. Trois phenomenes specifiques du covoiturage entre inconnus sont degages et illustres chacun par un cas : l’organisation temporelle normative des conversations, le choix de la place dans la voiture comme un accomplissement collaboratif pour eviter les tensions, et l’attente de cadrage de la part du conducteur pour aider a comprendre la situation. Des extraits videos transcrits et des extraits d’auto-confrontation « explici­tante » sont analyses. Ces analyses micro soulignent l’interet d’une articulation des donnees et methodes et precise la complementarite de ces deux cadres methodo­logiques ainsi que l’apport de chacun d’eux.

Resume L’activite de gestion des emails occupe une place centrale dans l’activite professionnelle d’un grand nombre de cadres. Nous connaissons deja les avantages de l’email tels que l’immediatete, la rapidite des reponses et son bas cout, mais aujourd’hui, les utilisateurs souffrent de plus en plus de sa gestion quotidienne complexe. L’objectif de cet article est double : il s’agit avant tout de presenter l’interet d’une triangulation des methodes, articulant les points de vue extrinseque situe (journees d’observation), intrinseque situe (journaux de bord, entretiens « resituants ») et non situe (questionnaires), apparaissant comme strategie de recherche originale pour l’eclairage d’une activite aux multiples facettes. Il convient egalement d’en illustrer la pertinence par la description de donnees empiriques qui permettent d’avancer dans la comprehension des phenomenes identifies. A partir de l’etude de 2 panels de cadres surcharges par la gestion de leurs emails (etude approfondie de 9 cadres s’estimant surcharges par leurs emails et 200 cadres repondant a un questionnaire), et apres avoir souligne les avantages, les inconvenients et la complementarite offerts par chaque etape methodologique, nous presentons le deroulement temporel de cette activite de gestion des emails, les interruptions et les signes de tensions observes in situ, le detail des differentes phases de traitement des emails, le contenu et le type d’emails juges « problematiques » et les emotions negatives qui y sont associees.

Designing a navigation aid adapted to older pedestrians' specificities could help in preserving their autonomy. Indeed, older people rely on walk for their daily journeys more than any other people. But cognitive and perceptive abilities may decline with aging and impair the pedestrian mobility. This study was aimed at comparing visual, auditory and haptic guidance messages among older pedestrians. Navigation performance and user experience (UX) were taken into account. Time to destination and rate of correct responses were measured in a pedestrian navigation simulator. Post-activity interviews were used to question participants' perceptions, feelings and hesitations. Results showed great performance and UX for visual messages, whereas results were mixed for haptic messages.

MobileHCI'17 - 19th International Conference on Human-Computer Interaction with Mobile Devices and Services, VIENNE, AUTRICHE, 04-/09/2017 - 07/09/2017; As worldwide population is aging and concentrating in cities, designing a pedestrian navigation aid adapted to elderly specificities and needs could help in preserving their autonomy, as their cognitive and perceptive abilities may decline with age. This study was aimed at comparing visual, auditory and haptic guidance feedbacks among older pedestrians, taking into account their navigation performance and user experience. A virtual environment was used to measure time to destination and rate of correct responses. Post-activity interviews were used to access participants' perceptions, feelings and hesitations in a qualitative way. Results showed great performance and user experience for visual guidance, whereas performance and user experience were poor for haptic guidance.

L’article s’interesse aux echanges dans les communautes de pratique virtuelles dediees aux professionnels. L’objectif de l’etude est de savoir si ces echanges favorisent non seulement le partage de connaissances mais aussi le partage d’emotions. Treize fils de discussions issus de deux forums de professionnels de l’education ont ete analyses sur la base de la grille proposee par Bales (1950). Les resultats mettent en evidence la presence, dans chaque discussion, d’interactions epistemiques avec et sans emotion et d’interactions socio-emotionnelles. On observe un pattern de sequence d’interaction entre initiateur et reactant de l’ordre de la similarite d’une experience emotionnelle negative en lien avec un aspect pratique du metier. Ce phenomene traduit l’empathie trouvee dans les communautes de soutien virtuelles. Enfin, trois profils de dynamiques interactionnelles ont ete degages : (a) evolution constante des trois types d’interaction avec une predominance de partage de connaissances sans emotion ; (b) dominance des interactions epistemiques sans emotion puis un entrelacement des differents types d’interaction ; (c) entrelacement des trois types d’interaction tout au long des echanges. Ces differents resultats sont discutes au regard de la litterature sur les communautes en ligne.

Le developpement du Vehicule Electrique (VE) pose la question de l’impact possible de ce dernier sur l’activite de conduite en raison de son autonomie limitee. Cette recherche prospective explore les comportements et experiences vecues des utilisateurs de vehicule thermique et de VE relatifs aux modes de gestion de l’autonomie. Dans une premiere phase, quatre styles de gestion de l’autonomie ont ete identifies suite a des entretiens avec des conducteurs de vehicules thermiques et quantifies a l’aide d’un questionnaire. Ces styles dependent de la relation affective au risque de panne, qui motive generalement le comportement de recharge, plus ou moins anticipateur ou reactif. D’autres facteurs contextuels qui peuvent intervenir sont precises. Dans une seconde phase, a partir de deux semaines de prets de VE, nous avons pu observer le transfert de ces styles de gestion de l’autonomie du vehicule thermique au VE, ce qui indique qu’ils peuvent etre utilises afin de predire les conduites des futurs utilisateurs. La difficulte de preciser l’evolution de l’autonomie du VE peut generer des inquietudes et la conception de nouveaux instruments et services permettra de reduire l’incertitude ; la perception et l’interpretation differenciee des instruments ont ainsi ete analysees. Une troisieme phase, s’appuyant sur l’experience vecue de nos conducteurs et la confrontation a deux prototypes, a permis de stimuler la creativite des participants et de leur faire exprimer des attentes en termes de services et outils a developper dans le futur. L’articulation de methodologies variees, en s’appuyant sur l’experience vecue, fournit des pistes prospectives afin de garantir le developpement et la conception d’instruments et services innovants qui participeront a la securite et au confort emotionnel des conducteurs des futurs VE.