Basculer vers un travail médiatisé distant : quand la reconnaissance du/au travail devient une activité à part entière

In this article, we examine the conditions of acceptance of new work organisations (remote mediated work) from their impact on the recognition of work. Based on a case study in a higher education institution, we propose to characterise the consequences of these transformations on professional practices and on new modes of recognition. The methods used attempt to account for these transformations by relying on the extended periods of telework in the year 2020. We identify four recognition processes which lead us to characterise the beginnings of a “recognition activity”, which acts as a meta-labour in that it embodies: a work on work.     

Young drivers’ perception of hazards: Variation with experience and day versus night

Young novice drivers have a relatively high crash risk for several years following initial licensing, and while all drivers are at greater risk at night, the night-time increase is greater for inexperienced drivers. Poor hazard perception has been identified as an important contributor to inexperienced drivers’ risk, but research on day-night differences in hazard perception for drivers varying in experience is lacking. This exploratory study investigated the nature of hazards reported by young inexperienced drivers versus more experienced and slightly older drivers. Hazards were not pre-identified by researchers; participants were simply provided with a general definition of ‘hazard’. Analysis focused on how experience level affected qualitative differences in the kinds of hazards reported, with particular focus on day-night differences.The 53 participants ranged in driving experience from learners through to 5+years post licensing, and in age from 16 to 30 years. They viewed 14 day- and night-time video clips of a diverse range of driving situations, pausing the video whenever they identified a hazard and then explaining why they had paused it at that point. Their responses were recorded. Content analysis of responses showed that more experienced drivers reported visibility-related hazards significantly more often than inexperienced ones, and significantly more so at night. They also commented significantly more on hazards related to tight bends in the road and significantly less on hazards concerning compliance with rules. Comments tended to be fewer with higher vehicle speeds, particularly for the least experienced drivers.Results are discussed in terms of how experience-related differences in drivers’ cognitive schemata and mental models are likely to affect hazard perception and crash risk, particularly at night. Some implications for driver training and license testing are suggested.     

Depiction and plastic perception. A critique of Husserl’s theory of picture consciousness

In this paper, I will present an argument against Husserl’s analysis of picture consciousness. Husserl’s analysis of picture consciousness (as it can be found primarily in the recently translated volume Husserliana 23) moves from a theory of depiction in general to a theory of perceptual imagination. Though, I think that Husserl’s thesis that picture consciousness is different from depictive and linguistic consciousness is legitimate, and that Husserl’s phenomenology avoids the errors of linguistic theories, such as Goodman’s, I submit that his overall theory is unacceptable, especially when it is applied to works of art. Regarding art, the main problem of Husserl’s theory is the assumption that pictures are constituted primarily as a conflict between perception/physical picture thing and imagination/picture object. Against this mentalist claim, I maintain, from a hermeneutic point of view, that pictures are the result of perceptual formations [Bildungen]. I then claim that Husserl’s theory fails, since it does not take into account what I call “plastic perception” [Bildliches Sehen], which plays a prominent role not only within the German tradition of art education but also within German art itself. In this connection, “plastic thinking” [Bildliches Denken] was prominent especially in Klee, in Kandinsky, and in Beuys, as well as in the overall doctrine of the Bauhaus. Ultimately, I argue that Husserl’s notion of picture consciousness and general perceptive imaginary consciousness must be replaced with a more dynamic model of the perception of pictures and art work that takes into account (a) the constructive and plastic moment, (b) the social dimension and (c) the genetic dimension of what it means to see something in something (Wollheim).

The relationships between objective and subjective ratings of disfigurement severity, and psychological adjustment

Although the role of the objectively and subjectively rated severity of appearance problems is often debated, the impact of severity upon psychological adjustment has yet to be explored fully. In this study, 400 patients with a range of physical differences in appearance were recruited through general plastic surgery outpatient clinics and waiting lists. Patients completed the Derriford Appearance Scale 24 (DAS24), a measure of psychological distress and behavioural dysfunction related to self-consciousness of appearance. Severity in the outpatient group was objectively rated by plastic surgeons, and severity amongst the waiting-list group was subjectively rated by the patients themselves. Multiple regression modelling demonstrated a linear relationship between subjective adjustment and severity, with greater perceived severity associated with poorer adjustment. Similar modelling demonstrated a weak but statistically significant quadratic relationship between objectively rated severity and adjustment for normally visible, but not for normally non-visible differences of appearance. Moderate, rather than mild or severe objective severity was most related to poor adjustment.     

The effects of dimmable road lighting: A comparison of measured and perceived visibility

By dimming road lighting, energy can be conserved without compromising traffic safety. This paper presents a study carried out on the effect of different lighting levels from road luminaires on drivers’ visual performance on a low traffic urban road. The small uniform target was used to evaluate the visibility performance of the drivers. The results obtained from subjective graded visibility were compared with contrast and the Adrian model. Results indicated a strong correlation between subjective graded visibility and contrast (R² = 0.94) and a positive correlation between subjective graded visibility and the Adrian model (R² = 0.88). Target’s location in relation to road luminaires had a considerable effect on its visibility. However, visibility is not a monotonic function of road lighting level. In the absence of glare from an oncoming car, 49% (3557 lm) of road lighting intensity provided better contrast and mean visibility than 100% (7252 lm) and 71% (5179 lm) of road lighting intensities. The glare from oncoming cars reduced visibility. However, no statistically significant effect of road lighting level on visibility under glare could be found.     

Priority rule signalization under two visibility conditions: Driving simulator study on speed and lateral position

In literature, priority-controlled and right-hand priority intersections have rarely been compared on other elements than the number of right-of-way violations and collisions. This study investigates the effect on speed and lateral position of five priority rules under two visibility conditions at an intersection (without hierarchy between branches), which is, at this moment, a knowledge gap.Fifty participants drove five different routes in a simulator and were exposed to the following manipulations: priority to the right rule applying and indicated (road sign and road sign with road marking), priority to the right rule applying but not indicated (no sign), priority to the right rule not applying and indicated (priority road and priority at next intersection), under good and bad visibility.Results show a significant speed decrease for both situations where the priority to the right rule was indicated compared to situations with no priority to the right rule, especially when visibility was bad. Priority to the right signs with additional road marking resulted in lowest speed under both visibility conditions. For all priority rules, lateral position shifted more towards the middle of the road when visibility was bad.Since speed was higher in case of priority roads or roads with priority at next intersection, it can be concluded that a higher level of control (priority-controlled intersections) does not necessarily result in a traffic safety improvement. Therefore, policy makers should take into account the results of this study and not generally change all the priority to the right intersections by priority-controlled intersections.     

Masking procedures can influence priming effects besides their effects on conscious perception

Masked priming has been employed to study the role of consciousness for different levels of visual processing. However, masking procedures differ systematically between studies. To examine these procedural differences we contrasted priming effects with metacontrast masking, which is often applied in the context of perceptual priming, and priming effects with sandwich pattern masking, frequently used in studies on semantic priming. Results indicate that the amount of masking neither affects perceptual nor semantic priming effects in a semantic categorization task when a metacontrast masking paradigm was used. However, perceptual and semantic priming effects increased with increasing prime visibility when a sandwich pattern masking paradigm was used. Findings suggest that different types of masking procedures affect the processing of the masked stimuli in substantially different ways even if the masking effect on conscious perception of these stimuli is comparable.