Saturday, March 29, 2014

Moral Artifacts - Philosophy of HCI

What is an artifact? A man-made object, an archaeologist might answer. A product of the social behavior of an individual or group, a sociologist would reply. Anything that bears information about the culture of its creator, an anthropologist would muse. Technologists have a different approach - artifacts are byproducts of software developments, undesirable alterations in data, visual glitches. Apparently, some artifact did something bad to a technologist some day in the distant past and left a negative bias forever tainting their relationship.

Taking into view this bias, can an artifact be "bad" or "good"? Can it be "moral"?
If an artifact bears cultural information, it can carry the moral baggage of its creator. If it's the product of a social behavior, it can be intrinsically bad or good. It is so because there was such intent in its creation, or because it is so heavily shaped by its moral context that this moral bias cannot be extricated from the artifact.
But the most interesting interpretation of a moral artifact it that of artifacts that can shape morality through their usage. The most obvious example that occurs to me is the condom.

It began as a form of birth control for the 15th century nobility and swinged in importance as prophylactic and contraception for centuries, but the difficulty and pricing kept them from mass adoption until the 19th century, when it, although illegal in many places (damn you, religious morals!), became the most popular method of birth control. In these years, a surge in 'moral' rigidity made ignorance of proper sexual behavior (prophylaxis, contraception, abortion etc) widespread and the condom fought this surge in unwanted pregnancy and sexually transmitted diseases. But it wasn't until the 1910s when cement dipping and later latex made mass production of condoms possible.

In the '30s, the Anglicans relaxed their disapproval of contraception (something the Catholics are still to do) and the two World Wars made condoms still more important as American soldiers received a ration of condoms and were instructed on their proper use. This created a generation used to contraception and STD prevention. The free sex movement of the '60s would not be possible without condoms, nor would AIDS have been kept at bay in the '80s without them.

Even now, when we are in specially reactionary times (and for the first time in years we see condom fatigue in many cultures), condoms are an inextricable part of our culture, and it's difficult to tell who shaped whom: are condoms to blame for our sexual culture, or is it the other way around? One way or the other, it's undeniable: the condom is both a fruit of and a huge influencer of current culture and morals.

Friday, March 28, 2014

Analysing Eye-tracking Data - Sopo using iTunes

Unfortunately, from all the captures made by our team, only one did not go awry (the capture on the other two froze around 8 seconds into the video. The CSV files are there, but without capture, there's very little to make sense of them).



0:14 - Exercise starts

 - There is some hesitation as to how you create a playlist. User settles for right-clicking on the sidebar to the left and creating one from the drop-down context menu. Task takes 12 seconds total.

0:26 - Playlist created

 - Once settled with the right click context menu methodology, user clicks on the tab called Songs after scanning the sidebar for options and a quick glance at the tab list on top. She then proceeds to right click songs, scroll down the very long context menu and add songs to her playlist 

0:42 - Two files added to playlist

 - Then proceeds a long hesitation where the user scans the song list for a long while, seemingly unaware of the next task or unable to find how to go back to the playlist. This ends at 0:57, a full 15 seconds later, when user finds and clicks the Playlists tab. She quickly drags the top song to the bottom of the playlist, completing the task.

0:59 - Switched order of playlist

 - Again the user's eyes wander around the two axes of the application - the tab list and the sidebar - for indication on how to delete the playlist. She finally settles for the comfort of the right-click and deletes the playlist after 10 seconds.

1:09 - Playlist deleted 

The video seems to indicate a lack of controls for specific functions. After scanning the chrome, the user always settles for right clicking items and scanning through a (sometimes very long) list of actions until she finds the one she's looking for. These added steps and lack of affordance seem widespread in the app. 

Thursday, March 27, 2014

Galaxy Sound - Music game

ipadretina2.jpg

The idea is to have three sounds loops (beats, riffs, etc) playing at the same time. You interact with shapes (triangles and circles) to manipulate the loops (pitch, tempo, etc) so you can either keep them perfect (and keep a high score) or, just for fun, make some mistakes that shape how the loops will play during the next level.
The idea is that you experiment with small imperfections and the effect these have on your perception of sound while (hopefully) having fun.
It makes a lot more sense to see what I mean, so please go to the presentation to have an idea of the dynamics of the game:

Friday, March 14, 2014

Cognitive experiences mediated by technology - Three examples

It's really difficult to come up with only three cognitive experiences mediated by technology. If you were born in the 90s, you probably know no other type. I was born in the late 70s but still, raised by a geek father and a very open-minded mother, I was exposed to technology in a way that most children raised in the 80s weren't, at least not in Brazil: I had an Atari, dad brought a computer home and started learning to code COBOL, I got to play tons of computer games and started coding myself at a very early age.
All that is to say that most of my cognitive experiences are mediated by technology in the electronic sense (the sense most people think of when saying technology). To filter out the crud, I'll focus on experiences that used to be analog to me until a few years ago:
Navigating is one of my passions. I love paper maps and moving around, and also love urban life and exploring the nooks and crannies of different cities. Until a few years ago, navigating using digital devices was cumbersome (it was only 2006 when I was still printing maps from Google Maps, itself an evolution of going to an airport bookstore and buying a city map). Back then, I'd plan a trip and prepare maps so I could locate myself within the city, waypoints in marker pen and annotations galore, like where to take the correct buses etc. Nowadays I use my smartphone for most navigation, from Google Maps for general mapping to Foursquare to find nice places to eat and drink and Waze to drive around with spoken instructions in Portuguese (it saves some cognitive overhead of listening to spoken English). Nowadays I'm infatuated with an app called Trafi Eesti (iOS and Android) which gives me public transit routes in a way that kicks Google Maps' ass! It can route in different public transit solutions and can also remember your favorite routes and stops so you know exactly when trolley 3 will pass Kaubamaja or the 11 will leave Kunstiakadeemia. Lots of love there!
Speaking of love (and since we'll be talking of long-distance relationships), my relationship with Cau began online and we had never seen each other's face for a long time before I finally decided to travel 500km to see her. We remained living apart for many months after that, communicating via social networking and smartphone apps. This has shaped the way we communicate even now: we love sharing links with each other so even if we're in the same room, we may send a Facebook message every now and then. We are constantly in touch via WhatsApp and, since I'm notified of her messages on my Pebble, I don't even need to be actively looking at my phone to know her whereabouts online and offline: if she posts something to my Facebook timeline, my wrist vibrates, ditto if I'm at work and she checks-in on Foursquare. It even sounds creepy told this way, but this is public information we choose to share (a whole tangle of complications itself, since most people's sense of privacy is completely distorted nowadays, but I'll leave that for another discussion). In a sense, our intimate space is the size of the distance between us, because we're never really apart thanks to technology.
We love watching TV shows together, but decided that, even though cable is very cheap in Tallinn, we'd become cord-cutters: most of the TV shows we like are easier to watch over Netflix, which is actually even cheaper than cable. So we instead subscribe just to fast internet and built a home-theater PC. It replaced the cable box, radio and my XBox 360. I now buy games online via Steam and a single box deals with everything entertainment-connected in the house: no extra remote controllers, no tangle of cables. It actually reduced piracy, as weird as it might sound: we never get frustrated that there's noting to watch on TV or no new games to play, so the urge to download movies via Torrents has decreased, instead of increasing a lot like I predicted it would when we decided to abandon cable and a game-dedicated box. Really unexpected.
There are many experiences more that were re-shaped by digital technology, but these are very poignant examples and I believe they illustrate the concept well. 

Friday, February 28, 2014

Phylosophy of HCI: Experiencement 1, Gaps of inactivity.

As this week's "experiencement" I decided to make a week of rides to work fully internet free.
The decision was not random: my apartment is fairly open-plan, meaning that me and my girlfriend work, cook and watch TV in the same space, so this experiment would be impossible from home.
Also, as I leave work at the same time as many colleagues, we usually take the bus back home chatting, so I wouldn't be able to really disconnect, at least not from the people around me.

The first day I failed miserably, and I'll tell you how. At first I thought that if I just sat down and "did nothing", stayed away from my phone and did not access any online or offline content, I'd be isolated.

But I did not count on my Pebble.

The Pebble is a smartwatch, that is, it's a connected computation device disguised as a watch. Most of the times it's innocently telling me the time and the weather. But it also shows me the number of unread emails, text messages and missed phone calls.
That alone wouldn't be a problem, if it was all the Pebble did. But it also buzzes a very perceivable vibration every time I get a Facebook message, a new email, an incoming phone call, a calendar alert, a WhatsApp chat.
This failure made me realize something very interesting that I had not noticed before: it's been almost one month that my phone has been on mute, as I no longer need audible notifications of anything, as the Pebble successfully eliminated this need for me. I'm hyperconnected, but in a way that's unobtrusive to other people around me.

It made me feel good.


In the second day, I left my "watch" behind. It allowed me to completely isolate myself from the internet, but not from ambient noise. It felt interesting to be immersed in the background buzz. I don't know if it's because of my long diagnosed Attention Deficit Disorder, but I'm quite used to daydreaming. I disconnect with the environment all the time, always going to my weird little internal, magical place. But by not being pulled back by constant notifications allowed me to go deeper into this, let's say, meditation.
On the third day, I wore headphones. Not with music playing, but just as a sort of earplug. It felt interesting to be in this extra sensory isolation. I almost dosed off, but not quite.
I traveled for 40 minutes in complete meditatory silence.

I must report that it felt a lot longer than using my phone.


By the way, talking about headphones, silence and background noise, I bumped into this while reading up for this post: John Cage composed a piece of music called 4'33" where he "performs" four and a half minutes of silence. Not pure silence, but that silence full of the little noises of day to day life. It's a beautiful thing, although you might not agree it's music. There's also an app now for you to record your own performance of 4'33" and to listen to other people "performing" it. I don't have an iPhone, so I couldn't try it.
But I'd love to.


Reading Assignment 2: Affective Diary

Affective Diary is the process of collecting information through the use of a portable computer (such as a mobile phone) and an array of sensors (cameras, biometric sensors etc) in order to make a detailed registry of all daily activities of a study's participant.
It is intimately related to the phenomenon of the Quantified Self Movement, on which I'm writing my thesis, so I thought this might be a good method on which to base at least some of my autoethnographic exploration of the topic.

The Affective Diary is, in a sense, an evolution of the blogging movement, which itself is an evolution of the need to keep diaries. While a person writing a diary has to remember, select and write down the data they wish to keep (or share, when blogging), the Affective Diary collects all: passive video capture, mobile context (GPS and GSM location, nearby wireless networks), mobile activity (calls, messages, emails), biometrics (heart rate, galvanic skin response, temperature, motion) and active capture (conscious decisions to note down a certain passage or to capture a picture, etc). It should also allow the user to capture emotions, that the system can the correlate to the context: happiness, gloominess, even hunger.

 Just like a diary, the Affective Diary is a good tool for self-reflection, but just like the diary, it can suffer from the WORN effect - Write Once, Read Never. While a diary can show itself useless because the self-editing can lead to the information you're looking for in the future not being captured, the Affective Diary suffers from the same effect for the opposite reason: too much uncategorized information can lead to an unreadable and unprocessable mass of information. 

It is also intimately related to sousveillance, the inverse of surveillance (sous meaning under while sur means over in French), the act of capturing video and audio of your environment (as well as other pieces of information). Sousveillance was a term coined by Steve Mann, who also invented Natural User Interfaces, High Dynamic Range photography, scratch input and many other HCI strategies.

In a sense,  the Quantified Self Movement, Affective Diaries and Sousveillance are different ways to look at the same phenomenon for different reasons: you sousveil to fight surveillance or to collect evidence (as in alibi sousveillance, where you generate evidence that no wrongdoing has taken place, like when installing a camera to your dashboard); you quantify to know more about your health and to understand the effects of your physical activities on your own body and you make an affective diary to keep track of your activities.

The Affective Diary was, not so long ago, a pipe-dream, impracticable because of the high price of the equipment involved and the extra weight. Nowadays it's much easier to make a comprehensive log with the stuff we already carry around and new products such as the fitbit and Google Glass are only expanding the capacity to collect more and more information about yourself and the environment, 24/7.

What remains constant is the researcher's capacity to analyse that data. The risk of the WORN effect is very big, the mass of information too impenetrable to process completely. Better tools and analysis strategies must be developed to make sense of all the information gathered through such methods, running the risk of turning all that collection moot.

References

Mann S, (2014). "Veillance: Beyond Surveillance, Dataveillance, Uberveillance, and the Hypocrisy of One-Sided Watching", Chapter 2, pp 32-45 in "Uberveillance and the Social Implications of Microchip Implants: Emerging Technologies", Michael MG and Michael K, editors, Information Science Reference

Machajdik, J, Hanbury, A, Garz, a, Sablatnig, R, (2011) "Affective computing for wearable diary and lifelogging systems: An overview" in "Proceedings of the ÖAGM / AAPR Workshop", Graz, Austria.

Ståhl, A, Höök, K, (2008). "Reflecting on the design process of the Affective Diary". In "Proceedings of the 5th Nordic conference on Human-computer interaction: building bridges" (NordiCHI '08). ACM, New York, NY, USA,

Wednesday, February 26, 2014

Operation War Diary - Case Exercise

Crowdsourcing, a term coined by Jeff Howe, author of the seminal Wired article "The Rise of Crowdsourcing", was an attempt to explain the trend among internet companies in the first half of the 2000 decade of tapping into their own public for content. in a 2008 article for Convergence, Daren Brabhan of the University of Utah defined it as "an online, distributed problem-solving and production model".

Many different definitions exist, but in a nutshell, any initiative, network or service where content or other facet of the product(s) is/are created by the general public can be defined as a type of crowdsourcing. Many of these include gaming components (badges, scores, etc) to generate incentives to users.



Some examples:

Foursquare
A location-based social networking where users "check-in" to venues. The gamified interface drives users to input information on their favorite places, generating a comprehensive database of the best places in town that can be filtered by interest.

Reddit
A news and entertainment website where users generate the content, comment and also vote news stories up and down, effectively replacing all parts of the editorial team.

Quirky
A website where users create new products that the company later manufactures and sells. Users suggest products, vote for features and even choose the name, price and tag lines for the ones that finally go on sale.

One of the most accessed websites in the world, Wikipedia is an encyclopedia created and maintained by it's own users, who edit articles, verify sources and self-regulate the behavior of their own colleagues.

Operation War Diary brings this approach to cataloging and categorizing the diaries of several British military units in the First World War. These diaries are part of the National Archives catalog and are being digitized as part of the 100th anniversary of the Great War.

Users get access to these digitized diaries and, in turn, tag the pages indicating what parts of the pages refer to which days, every time a person is mentioned (first name, last name, rank and reason for being mentioned), any time a given place is mentioned, to what category a given entry belongs etc. This information will enable the researchers at the National Archives to better index and analyse the content of all the diaries being digitized.

In Wikipedia, where user-generated content is directly available to other users and affects the experience. For this reason, there's need for moderation (reviewing, content control and reversion of modifications) to control the quality of the generated content. In Operation War Diary, the quality of the content is obtained through redundancy: as many different users will tag the same pages, the level of confidence on any given piece of content can be measured by how many users agree or disagree on it. This way, the more users collaborate, the more trustworthy the final content is.

References

Brabham, D.C. Crowdsourcing as a model for problem solving. Convergence: The International Journal of Research into New Media Technologies, 14(1), February 2008.

Howe, Jeff. The Rise of Crowdsourcing. Wired., 2006.

Deterding, S. et alli. "From game design elements to gamefulness: Defining "gamification"". Proceedings of the 15th International Academic MindTrek Conference. pp. 9–15, 2011

Oomen, J., and Aroyo, L. "Crowdsourcing in the cultural heritage domain: opportunities and challenges." In Proceedings of the 5th International Conference on Communities and Technologies, pp. 138-149. ACM, 2011.


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Friday, February 14, 2014

Evaluating the User Experience Reading 1: Virpi Roto’s User Experience Building Blocks

In this review, I analyse Virpi Roto’s User Experience Building Blocks, a paper written in 2006 on the need to better define User Experience as a means to be able to evaluate UX (as opposed to simply evaluate usability, as this is a limited approach that does not address user experience as a whole).

The text begins by exploring established definitions of User Experience, such as Norman’s and Jordan’s goals. By drawing parallels between those two and Nokia’s own definition, he comes up with certain levels of experience: behavioral (functionality, usability), visceral (pleasure) and reflective (pride). Personally, I feel quite vindicated because, as an Industrial Design student, I felt there was too much value being put on the reflective aspects of  modern design (image, beauty, the need to belong) as opposed to the Bauhaus ideals of functionality dictating design (which I also feel is a limited view of things). A tripod of behaviour, reflection and pleasure makes so much more sense to me as the domain where a balance must be stricken.

The author moves on to attempt to identify the building blocks of experience, all the components that influence the subjective feel that experience is. By exploring different authors, he lists components that exist in different levels of abstraction, such as Hassenzahl & Tractinsky user’s internal state (experiences and expectations), system and context and, in a much lower level, Arhippainen & Tähti’s user, social factors, cultural factors, context of use and product. From Forlizzi, he extracts the reference period, as UX can be analysed as a long, multi-temporal attitude which can, itself, be broken in much smaller perceptions and sensations.

Using Hassenzahl & Tractinsky high level of abstraction as a scaffolding, the author, through empirical evidence collected during his analysis of mobile browsers, derives his own building blocks of User Experience, as follows:

  • System is everything with which the user interacts, products, objects, services, people and the infrastructure. It avoids the reductionist pitfall of equating usability with user experience by, instead of evaluating a single product, making it part of a whole that builds the experience, hence system.
  • Context is built of external systems and objects that, although not part of the system, affect the User Experience. It begins in the physical context (humidity, temperature, luminosity etc.) to social context (expectations, culture), temporal context (period dedicated to the Experience) and task context (what part the system has in the greater whole of achieving a goal for the user).
  • The User itself is the last block, as its expectations and personal experience (which affect and are affected by the social context) will affect the User Experience itself. Its mood has great effect on the final Experience as well, because s/he might have lowered patience (affecting the perceived temporal context). Last but not least, he moves away from the user’s internal state to list user’s physical factors, both temporary and permanent, as affecting the Experience (i.e. the user can have only one free hand at the time, or only possess one hand, or none).

Bibliography

  • Arhippainen, L., Tähti, M. 2003, Empirical Evaluation of User Experience in Two Adaptive Mobile Application Prototypes. Proceedings of the 2nd International Conference on Mobile and Ubiquitous Multimedia, Norrköping, Sweden.
  • Hassenzahl, M., Tractinsky, N. 2006, User Experience – a Research Agenda. Behaviour and Information Technology, Vol. 25, No. 2, March-April 2006, pp. 91-97
  • Forlizzi, J., Ford, S. 2000, The Building Blocks of Experience: An Early Framework for Interaction Designers. Proceedings of Designing Interactive Systems (DIS 2000). New York City, USA
  • Jordan, P.E. 2000, Designing Pleasurable Products. Taylor & Francis, USA.
  • Norman, D. 2004, Emotional Design: Why We Love (or Hate) Everyday Things. Basic Books.
  • Roto, V. (2006, October). User experience building blocks. In proceedings of 2nd COST294-MAUSE Workshop–Towards a Unified View (Oslo, Norway, 2006) (pp. 124-128).

Sunday, January 5, 2014

Foundations of Human-Computer Interaction - Book Review - The Design of Everyday Things by Don(ald) Norman

Don Norman is a Computer Scientist, Electrical Engineer, a Doctor of Psychology and a professor of Human Centered Design. He has written The Psychology of Everyday Things (later The Design of Everyday Things) to deal with frustration: the frustration of being unable to operate the most simple of devices. This inability, Norman realized, was not a consequence of his own perceived stupidity, but was a consequence of bad user interfaces, in other words, bad design.

In The Psychopathology of Everyday Things, Norman discusses that objects shouldn't need instruction to be usable. Interfaces should have visibility, that is, we should be able to see what an object is capable of. These visible messages are natural signals and the design that takes advantage of those is natural design.
Natural mapping is an expansion of the concept of mapping, a direct relationship between what is perceived as possible and intention. Natural mapping uses physicality and culture as guidelines for those mappings, making this relationship understandable.
Affordances, without a doubt the most interesting concept discussed in this chapter (and maybe the book) are properties of a given object. They describe what is possible to do with an object and are the attributes that make objects tools: they give purpose. Constraints on the other hand are like anti-affordances: they describe what we cannot do with a given object or the limits of what we can do. Putting all of these concepts together gives us conceptual models, the mental image of an object, all you can and cannot do with it and the relationships between intention and possibility.
He concludes saying that designing for people is all about making good conceptual models (therefore, understanding mappings, affordances and constraints) and making things visible.

In The Psychology of Everyday Actions we learn the 7 stages of action: forming a goal, forming an intention, specifying an action, executing an action, perceiving the world, interpreting its state, evaluating the outcome; rinse, repeat. We also learn of the two Gulfs, the gulf of execution, the distance between the intentions of the user and the actions possible with the object (see mapping) and the gulf of evaluation, the distance between the physical (visual, perceptual) presentation of the object and the intentions of the user (see visibility, affordances).
Norman also speaks of naïveté through Aristotle, mentioning that we tend to hold very simple, and often wrong, explanations for the phenomena around us. Coincidence leads to perceived causality, making us see relations between actions and results when they are not there. He also discusses silence, the insistence in not reporting errors that we believed are caused by ourselves. This conspiracy of silence leads to helplessness, the perception that we are simply unable to complete a task. This can lead to its own cycle, of taught helplessness, where we generalize our inabilities (and our fear of discussing them) leading to the habit of not trying, which leads to a self-fulfilling prophecy (you prove your own perceived inability by failing to even try to succeed).

Knowledge in the Head and in the World is about memory. Memory in the head is that efficiently, easily retrieved knowledge that we acquire by learning. Memory in the world is information like mappings and reminders, the information that is external to us but, after retrieval (seeing, hearing) and interpretation, becomes content that we can also use to act.
These two types of memory allow us to have precise behavior without precise knowledge:
- We don't need all the information to be within our heads, we can retrieve it from the world.
- Precision is unnecessary; as long as we have enough knowledge to distinguish right from wrong, so we can interpret the external information to complete a task.
- The world limits possible actions through natural constraints, so we do not need to know all that is possible/impossible, we can infer through interaction
- Additionally, cultural constraints are carried with us through learning, so we know what is acceptable to do with a certain object.
A design model is the ideas of the object's designer on what can and cannot be done with it. A user's model is that which the user develops through observation of this object and a system image is the totality of information available on a given object (affordances, constraints, instructions, appearance). In an ideal world, the design and user model are identical. The system image should also perfectly align the appearance and instruction set of an object with the real affordances and constraints of an object.

Knowing What to Do expands on constraints by attempting to assemble a Lego motorcycle: physical constraints are true limitations of size, weight, mobility; semantic constraints are limitations based on meaning (the windshield goes in front of the driver, the driver points forward, etc); cultural constraints are about accepted conventions (the red light means stop, goes in the rear; text is to be read, so it must be right-side-up, etc) and logical constraints are limitations in logic (all bike parts must be connected to work, no parts can be missing, etc).
Constraints are as important as affordances to tell us what to do. If constraints are deceiving, we are unable to understand what is really possible with an object. If you can perceive more than one possibility from a single part, you are a victim of bad mapping.

To Err is Human is about making mistakes. The most common type of error is a slip, when we end up doing something when we intended to do another thing. Slips can be capture errors (two sequences start the same and you unconsciously move from one to the other), descriptive errors (we confuse two look-alike objects and do to one what we should do to the other), data-driver errors (we retrieve wrong data and work on this equivocal information), associative activation errors (the event gets a similar, but wrong, response), loss-of-activation errors (we forget what we were doing mid-action) and mode errors (objects with several available modes are used without first selecting the correct mode).
Good design uses feedback to prevent or warn about slips by showing there was a discrepancy between intention and result. 
Different levels of complexity are acceptable for different types of tasks:
- Deep tasks cannot be wide, but shallow tasks can (there can be many flavors of ice-cream to choose from without risk).
- Narrow tasks can be deep, but wide tasks can't (when cooking by following a recipe, there can be many steps because there are very little decisions to be made).
Good design deals with human error by understanding and minimizing causes for error, making it possible to undo actions, making errors easy to discover and fix and understanding that tasks are imperfect simplifications of users actions. And if all else fails, designers should resort to locks (forced sequences that prevent users from making mistakes).

The Design Challenge is about designers as human beings. We are at a constant balance between usability and aesthetics and the iterative process of design, analyse for errors and modify (repeat until time/budget/resources run out). We also have limited mental resources and cannot predict everything. Our attention is too focused and too limited. We also are not end users, and most of the times, neither is our client. Lastly, we have a tendency to ignore convention in the name of innovation, sometimes breaking affordances and constraints.
We must also accept that sometimes there are no perfect answers and the best solution is a balance.
Last but not least, the most common design sins: complex is cool or the worshiping of false images and creeping featurism, adding more and more features that add more complexity than utility.

User-Centered Design, the final chapter, is about the philosophy of good design. The chapter revisits every chapter of the book in order to posit what good design actually is.
A good design makes possible actions clear, makes everything visible (actions, results and the conceptual model itself), makes evaluation easy and follows natural mappings between intention and action, action and result and visible information and interpretation. It uses both knowledge in the world and knowledge in the head, it simplifies structure, it bridges the gulfs of execution and evaluation, it gets mappings right, it exploits constraints and it allows for dealing with error.

This was the first time I've read The Design of Everyday Things since my early days of Industrial Design college in 2007. It is one of my two favorite books by Don Norman, together with Emotional Design. Contrary to the opinion of most of my Industrial Design colleagues, I do not think this book is offensive to the profession, but rather a fantastic guide of good, human-centered design. Designers should be less egocentric and understand they are not artists, they are craftsmen who trade in human needs and whose handicraft are useful objects. Re-reading this book made me decide I must read something else Norman wrote between these two of my favorite books, probably Turn Signals are the Facial Expressions of Automobiles.

Foundations of Human-Computer Interaction - Final Concept Map, A.K.A. The Behemoth.

This thing is huge.
Gargantuan.
Confusing.

H. P. Lovecraft would write about it, terrorizing Rhode Island, domineering the Ancient Ones.

Cthulhu has nothing on The Behemoth.

I present thee "The Integrated Concept Map for Foundations of Human-Computer Interaction"

he com̡e̶s, ̕h̵i​s un̨ho͞ly radiańcé destro҉ying all enli̍̈́̂̈́ghtenment, concepts lea͠ki̧n͘g fr̶ǫm ̡yo​͟ur eye͢s̸ ̛l̕ik͏e liq​uid pain,  can you see ̲͚̖͔̙î̩́t̲͎̩̱͔́̋̀ it is beautiful t​he final snuffing of the lie​s of Man ALL IS LOŚ͖̩͇̗̪̏̈́T ALL I​S LOST  he comes the ich​or permeates alMY FACE NO NOO̼O​O NΘ stop the an​*̶͑̾̾​̅ͫ͏̙̤g͇̫͛͆̾ͫ̑͆l͖͉̗̩̳̟̍ͫͥͨe̠̅s ͎a̧͈͖r̽̾̈́͒͑e n​ot rè̑ͧ̌aͨl̘̝̙̃ͤ͂̾̆  H̸̡̪̯ͨ͊̽̅̾̎Ȩ̬̩̾͛ͪ̈́̀́͘ ̶̧̨̱̹̭̯ͧ̾ͬC̷̙̲̝͖ͭ̏ͥͮ͟Oͮ͏̮̪̝͍M̲̖͊̒ͪͩͬ̚̚͜Ȇ̴̟̟͙̞ͩ͌͝S̨̥̫͎̭ͯ̿̔̀ͅ

You have been warned.


Foundations of Human-Computer Interaction - Module 7 - History and Vision

I tried very hard not to use a timeline structure... and failed. I guess I'm hardwired to think of History as linear. One of those things David calls my tendency of being too aseptic, I guess.
It was very cool to revisit this timeline in my head, as I've written extensively about the oN-Line System (NLS) and Doug Engelbart's unsung parenthood of so many things we now take for granted in Human-Computer Interaction: the pointer, the collaborative document, tele-conferencing, hypertext etc.
So here it is, in a timeline-ish shape, the final Concept Map before integration:

Wednesday, January 1, 2014

Design for All - Main Assignment - Public Transport and the Disabled

Background

This study was made with a personal friend, whose identity I chose to preserve. He is a foreign national living in Estonia, like me, but he has been here for a few years and is an amputee who needs a wheelchair for mobility on a daily basis. He is an otherwise healthy man in his late 20s to mid 30s. He chooses to only move around by car and one day we decided to take a bus ride together so we could discuss the challenges of using public transport when you have a disability.


We chose to stack the deck in our favor and picked a non-busy weekend's day to move between two locations downtown. As he explained to me, Tallinn is a nice place mobility-wise for the disabled, as long as you only look to the streets and sidewalks. Most if not all street corners have dropped curbs that make climbing up and down with a wheelchair fairly easy. Buildings are another story completely, as most buildings have flights of stairs, raised steps or a combination of both to access the interior, including rather modern ones. He lives in a modern building complex that has no elevators whatsoever, and he has to climb up or down several flights of stairs, something he does using his wheelchair as a makeshift crutch in a rather ingenious way, moving it up a few steps and leaning on it to go to the next step, then repeating the procedure until he is up. The process of doing it for several flights of stairs is rather painful and takes an insurmountable amount of time, as I've witnessed.


Once we hit the streets he is quite ambulatory and his youthful strength keeps him moving as fast as everyone in the group. Some dropped curbs are easier to negotiate than others, but on average he has no trouble at all moving within the city. We reach the bus stop and check the timetable. I am completely unable to read Estonian, but he is capable of negotiating a few words of the language (an ability that would come useful soon enough, as we were about to learn). He tells me that the buses with wheelchair accessibility are marked by a blue line under the minutes on the timetable. Luckily for us, Tallinn buses come regularly and the next scheduled bus passing has a blue line under it, so we wait and lo and behold, a bus.

The Problem

The bus driver stopped and, as you can see in the picture above, the low floor on the bus was not enough to enable you to negotiate the distance between the curb and the bus without additional help. We had no idea how to access the bus and were about to give up and let the bus go when my friend rolled to the front door and asked the driver how to board using a wheelchair. The driver stops, opens his personal door, gets a pair of gloves, goes to the middle door of the bus and pulls a handle from the floor. There is a very well hidden, unsignalized ramp on the floor! I pushed him up the ramp, as it looks quite steep, but he said that, for the record, he could do it himself with some effort.


We took the bus for a few blocks, staying in the designated wheelchair space. It has a few seatbelt-like appendages that we assume are to keep the wheelchairs strapped in case of accident, but he jokingly explained that nobody else is wearing a seatbelt, so he does not feel it is a fair option to be the only one strapped to the bus. When we arrived at the destination, I (who cannot speak a word of Estonian) took it upon myself to pull the handle and unfold the ramp so he could climb down. We negotiated a few more dropped curbs on our way to a restaurant to discuss the experience we'd just had.

Discussion

He explained that riding his own car he retains a level of independence that he could not have with the public transport. Since the ramps are not automated and pushing the button inside the bus simply informs the driver that he has to come to the middle of the bus to unfold the ramp, we agree that it breaks the freedom of mobility expected from a true accessible experience, and the fact that we could not find a button to do the same thing from the outside makes us assume the only way to do it is to actually speak Estonian and bother the driver.


We drew the following capability levels scale comparing his actual abilities to the abilities needed to use the accessibility ramp. It is surprisingly difficult to do it, considering you need to communicate your need for it. It also made me feel quite helpless if I were in his place, because I would most certainly not be able to ask the driver to operate the ramp for me nor do it myself from a chair. It is disconcerting to see an accessibility feature that matches so much the actual abilities of the person who needs it that any slight difference might make or break the usability scale.

Conclusions

In further discussion, we reached together the conclusion that the fact that the ramp is not automated makes a lot of difference, but what really makes this option a kludge instead of a real solution is the terrible signalization and communication features. Not having a way to communicate, from the outside, that you need the accessibility ramp makes it borderline useless. It is the only high-demand point in the whole scale, and it needs addressing. I myself felt extremely unable to do the exact same thing if I were on a wheelchair and alone and although I'm a strong proponent of using public transport on a daily basis I could not find any fault in his decision to only move around by car.

Design for All - Essay - Universal Design for Automobiles

As in many other areas, automotive designers are often squeezed between conflicting demands: safety, structural integrity, performance, aesthetics, fashion, marketing, accessibility. It is often very hard to equally satisfy the needs for all of these demands, and economic forces will push designers into prioritizing one against the others: looks over safety, fashion over accessibility. As automobiles are often the object of fetishistic desires from their consumers (and are expensive status symbols), it is often very hard to convince people to prioritize safety and accessibility when purchasing automobiles, making the market a powerful force against universal design.

Around half of older, frailer folk have difficulty entering and exiting personal vehicles. This is not helped by the trend for sportier designs, either of low ceilinged, shallow seated sporty coupés or sedans that aspire to look like coupés, or of high floored, high seated sports utility vehicles (SUV), vans and minivans. The latter two categories are very often the vehicle of choice for people with limited mobility because of the generous space for wheelchair and other walking aids, but the push for SUV-like looks causes most of these vehicles to have a much higher floor than actually needed in their true usage scenarios.

The back seat of most vehicles (the seat of choice for many people who are being transported by their progeny or next-of-kin) is especially troublesome; aerodynamics push the ceilings down, comfort for the driver (the purchaser of the vehicle most of the time) pushes the seats back and down, engineering dictates the existence of a B-column between the front and rear doors, etc. That makes accessing the back seat very difficult for people with reduced mobility, dexterity and stretch. The best-case scenario for these passengers is the use of the front passenger seat on two-doored vehicles. These are also very sough-after by users of mobility aids capable of transferring themselves from chair to seat. For these users, the ability to access the leg-space between front and rear seat using a single door is especially useful for stowing away a foldable mobility aid.

These two-doored vehicles are often of a sporty variety, though. That makes their front seats usually low and shallow, which limits field-of-view and makes accessing controls farther away, like automatic rear-view mirrors, ventilators and even some less commonly-used lighting controls like headlamp angle regulators, as well as external features like toll booths, parking-slip emitters, intercom buttons and other drive-through features especially difficult to operate for people with limited reach and stretch ability. In these cases, the higher-seated SUVs and vans make for better seating, both from a security/visibility point of view as well as for reaching external road features and farther-removed controls within the car. Some of these constraints can be addressed by optional, remote-operated devices such as wireless toll tags, but those solve a single problem by addressing a symptom instead of trying to solve the positioning problem as a whole.

One class of vehicle that has been approaching the accessibility/positioning problem from the right angle are sub-compacts and electric vehicles. Perhaps because their target groups are more open-minded and less focused on sportiveness, most of these vehicles get some or all of these features right: low floors, high ceilings, upright seating, big front doors (usually the only door in the vehicle, but sometimes associated with special, “suicide” rear doors that open in the opposite direction without a B-column in-between). These features usually make for less sporty looking cars, but make for very universal features.



Staying in the area of visibility, aging takes away lots of sensory sensitivity: low light vision, dynamic acuity, visual field, hearing of higher frequencies and overall, etc. This makes for very dangerous situations where drivers cannot assess distance or speed of obstacles, cannot see approaching obstacles from the sides or the rear, cannot hear sirens, horns or other warning signs of approaching obstacles, etc.

There are several aids being developed and some already deployed for these issues: HUDs, night-vision systems, parking aids, rear-view cameras, collision-avoidance sensors, collision-warning systems and other crash prevention techniques.

Night-vision systems are usually deployed in luxury vehicles and employ one or more special cameras to absorb road information in ways the human eyes are incapable like LIDAR (light detection and ranging) and infrared or heat-sensing. Different systems process this information in different ways, but in most cases the information is displayed on a screen in the dashboard. This can be very useful, but also very distracting. It also lacks any kind of depth of view, making judging distances and avoiding detected obstacles very difficult.

Some collision-warning and crash prevention systems build on top of these sources of information by further analysing them and generating warning on assumptions made by image analysis. They can, for instance, infer that an obstacle is human-shaped and warn of pedestrians in the driveway, or use reflected light as a way of measuring distance and warn of impending collisions. Some of these systems use mixed visual and auditory feedback, which makes them more accessible. Some also use haptic feedback, but some drivers cannot tell the difference between a warning vibration and a mechanical defect or vehicle quirk, so proper combination of visual, auditory and haptic feedback is needed.

Some systems go one step further and connect this collision-warning information to the cruise-control and dynamic braking systems, effectively taking decision faster than a human driver could (even a very capable one with perfect vision and hearing). These vehicles can decelerate, shift gears and even apply selective braking to one or all wheels to prevent accidents. This combined collision-warning and cruise control system is called adaptive cruise control.

Another way of giving visual feedback is in the form of HUDs or Heads-Up Displays. This military-born technology uses images reflected on the windshield to give vehicle information to the driver, diminishing the need for moving the eyes from the road. These systems can be used for common visual information (speed, current gear), warning systems (collision warning, reckless driving, impending mechanical failure) and navigation (turn-by-turn instruction), among others. These systems must be used with care, though, because this information still makes drivers shift focus from the road to the windshield (people with limited fields of view can have difficulty adapting to different depths), can cause information overload (especially for older drivers whose sensory sensitivity is diminished and therefore cannot cope with too much information at the same time). It is best to combine HUDs with auditory warnings and to be very selective of what information must be displayed on HUDs.



Speaking of HUDs and sensory overload, one common on-board technology nowadays is navigation systems. Older drivers lose confidence in their ability for path-finding, choosing to only drive in familiar roads. The ubiquity of navigation systems brings confidence back to these drivers, restoring locomotive capacity by instructing them on unfamiliar paths. Most of these systems rely on stored maps and path-finding algorithms, making them extremely limited when it comes to alternate routing and hazard avoidance, though. More modern systems use external sources of information (internet connectivity, RDS Traffic Message Channel) to adapt to situations in real time. But these systems can also cause information overload, generate misunderstanding and cause even more unfamiliar situations. Some drivers will blindly follow information given by navigation systems disregarding surrounding environmental warnings, like shifting lanes when prompted without checking their rear view mirrors first or making illegal U-turns or conversions attempting to follow the system prompts. Some will be put in unfamiliar and uncomfortable situations like driving in highways, making left turns and other driving situations they usually avoid. Adaptive navigation algorithms can learn of these preferences and generate less direct but more familiar driving experiences for inexperienced or older drivers.

Another problem very common to navigation systems is shared with on-board entertainment systems (or infotainment systems, as most integrated, user-faced on-board computing is called nowadays): distraction. These systems take a lot of user input to operate and generate a lot of output, causing distraction, taking the eyes off the road for long periods, causing confusion, etc. Most mitigation techniques are a balancing act between these various perils: simplified input usually generates longer operation periods with higher distraction, shortened distraction periods require multiplexed input techniques that can be confusing. Alternative communication techniques such as voice input and output are very desirable, but are culturally and linguistically limited and are a long ways ahead in development before they can be considered universal. The only safeguard that can really guarantee safety when operating these infotainment systems is to limit their usage by passengers or when the vehicle is not mobile, but both are simply workarounds that generate more frustration from drivers (who are the decision-makers and market drivers, slowing the adoption of these mitigators).

A last area where universal design and vehicle design have still to catch-up to each other is legislation. Many laws can and should be implemented in this area, as leaving marketing forces alone to dictate vehicle design can significantly slow down adoption of very well established academic knowledge on universal vehicle design. Most of the factors analysed above, especially those regarding external and structural design, are caused by marketing efforts nullifying engineering and design efforts to integrate universal design and safety decisions. Like the impact that Ralph Nader’s Unsafe at Any Speed book had on highway safety legislation and vehicle design regulations in the US in the 1970s, universal design could and should have a significant impact on design decisions for automobiles, but without supporting legislation, there is no way to counter marketing forces pushing in the opposite direction.

Another area where legislation could become more flexible is creating adaptable licensing requirements. Just as most countries have special licensing regimes for younger drivers (like forcing them to signal their learner’s status or drive only on special periods of the day), creating special licensing regimes for older drivers could increase safety not only for them but also for other drivers around. It would also increase older people’s access to mobility by allowing them to retain their license to drive in restricted situations that cover most of their needs (like allowing for urban driving but forbidding access to highways), not forcing them to relinquish their license when no longer fit for dangerous driving situations.

Conclusion

The fast cycle of automotive renovation (although the automobile is a durable good, it has a rather short effective life cycle compared to housing, for instance) allows for very quick adoption of safety and universal design features. Marketing pressures, though, push these adoptions further away. The Trojan horse for the adoption of these design techniques can be the electric and hybrid vehicles. Their status as a niche product and their fresh legislation needs can be used as a way to push universal access requirements to their design features. The smart combination of legislation and fresh market status can push these new vehicles into a status of safe, accessible vehicles that can pull the other, more mainstream automobile categories towards these adoptions as a way to not lose their “cutting edge” when compared to electrics and hybrids.

References

Hakamies-Blomqvist, L., “Research on Older Drivers: A Review,” International Association of Traffic and Safety Sciences (IATSS) Research, 20:91–101, 1996.

Steinfeld, E., M. Tomita, W. Mann, and W. DeGlopper, “Use of Passenger Vehicles by Older People with Disabilities,” Occupational Therapy Journal of Research, 19(3):155–186, 1999.

National Highway Traffic Safety Administration, “Vehicle Backover Avoidance Technology Study—Report to Congress,” Washington: U.S. Department of Transportation, November 2006.

Preiser, W.F.E, Smith, K. H., “Universal Design Handbook”, McGraw Hill, 2011

Sunday, December 29, 2013

Gary Hustwit's Objectified, reviewed by the three of us: Gabriel, Antra and Eduardo

“Good design is honest”
Even though “Objectified” focuses in Industrial design, it was interesting to see rules, concepts and models we studied in the course and that apply to design in general being mentioned many times by interviewees. Visibility was discussed many times through the film with sentences such as “Good design is honest”. Designers from the film logically didn’t mention visibility directly, but talked about it in many ways.




For most of them, a good product design has to show to users what they are suppose to do with it. The product or object has to be “honest” enough to put forward its main affordances in a visible way. And is not an easy task to do so. Another sentence that called my attention was that well-designed objects have to “feel almost undesigned”. The better the design, less explanation needed to make users understand its functionalities.

By watching the film, I remembered my childhood when we were suppose to help our parents to install any kind of new electric device in the house. TVs, CD players, washing machines, ovens, microwaves, fridges, whatever - it was always a pain to understand how it should work. Companies sent (and still do) huge manuals on how to install/use their products in its package. But why would a logical object (even a complex one) need 500 pages of manual? A well-designed one most likely would not.

“ When I started I found out that the most important thing for designers would be to go to the environment, look at people and think about how they experience products as a source of inspiration”

This sentence was fundamental for me to understand how any design needs to be tested with users to understand if it works or not. By paying attention to how people react to our product (being physical or digital), we can understand what is not working, where is it missing to give them a feedback, what kind of false affordances we are showing, etc.

Most importantly, at this moment I also made a connection between Human Computer Interaction and Crossmedia Production. As content producers, an important step of the production of our projects is to go out of the building and test it with our target audiences. How do they react to that specific scene? How funny it was that line? In both cases, having ideas in our heads is something great, but we should also test them in order to understand how right our assumptions were.

Different opinions, different paths for success

Another thing that called my attention in the film was the diverging opinions on how to create good design. For instance, I remember in one part of the film I guess it was Anthony Dune who said that “my job is about what is going to happen, not about what already happened”. Nevertheless, most of the other designers seemed to agree (and I also agree with them) that design is also about what already happened.

As we learned in the course, a designer being industrial, interaction, product or graphical designer, has to take into consideration users’ cultural background and knowledge when in the creative process. Of course, innovation is a key to success and we shouldn’t be afraid to try it out new concepts or new ways of dealing with a design, however, it is also necessary to think why things work this way and if there is a problem with it or not. Otherwise, it can happen that we start changing features that we shouldn’t touch when designing something that already exists.

Anthony Dune, on the other hand, is a famous and successful designer. He probably takes into consideration consumers’ cultural background when designing his products. But what he means is most likely tha innovation is very important in his work and what defines a good designer. In this sense, I also believe that it is the only way for us to move forward as a global society.


Some thoughts about Apple and design

We all agree that things have to be clear and understandable. Even nowadays the arbitrariness and thoughtlessness in which the things are so often brought to market is shocking. We read the 1988 book “The Design of Everyday things” by Donald A Norman, and were arguing if maybe the three decades with industrial production and ever-raising competition would have helped to fix this problem and a clean, user-friendly design would have became a must, but apparently, as the film argues, it is not yet the case. Why do we still have the chairs that are not comfortable to sit in? Why, instead of not using the GPS device with this totally user unfriendly interface, that would force the designers to make changes in the product itself, we are calling ourselves dumb instead? It is exactly the thing Norman was asking three decades ago, and this is the concern of good designers now.

“Good design is as little design as possible” - this sometimes interferes with the human factor of individual designers and companies. How to stand out? How to be innovative? How to be able to compete with others? Impress the investors and superior employees? This is where the film starts to talk about one company that has managed to stand out from day one. It’s Apple. The Apple designer guy explains how they got to be an industry-wide design example. They know how to use different attributes: material, form. They take into account how does the user connect to the product, what is the key interaction element. They have found out how to get the design “out of the way”. Unlike many many competitors out there, Apple products’ forms are not arbitrary shaped, but are there for a reason - this is where they start thinking about design. As the interviewee points out - design must be almost inevitable, the product should feel almost “undesigned”. 

The feature or part in the product is there only if it does something, that is necessary for the functioning. As a user of the new MacBook pro - I, for example, adore how they even took the “MacBook Pro” sign off the front, leaving the whole thing totally plain simple. They took off all the indicators, lights, everything that is not critical for use - and I did not even notice anything lacking from my previous Probook. Look at Apple keyboards - so simple it’s almost undesigned. But it leaves us with the certainty - this is exactly how it should be. My mother is freaking out when it comes to technology, and when it came to the point she needed a smartphone.. though I am not an Apple evangelist - iPhone was the logical choice.. For the simple reason of it being so “fool-proof” and intuitive, thinking of the user need prior to designing anything. A physical button on the side to switch between silent and ringer modes; its state indicated by red colour, that is not even a digital indicator - wait.. is there even any other way to do it?

“Design is a search for form. usually the hardest part is to remove, remove, remove. Bit by bit, everything that is unnecessary. That gets in the way of the maximum unity.”

Almost all our relationship with the device soon after we start to use it is formed by the interaction between us and what’s happening behind the screen, experience between us and the software. It has so little to do with the physical design. And this is where Apple has been shooting in the target since the early days. Taking all the unnecessary stuff out, and leaving the emotional part to the interaction designers, that create the experience and ease of intuitive usage.

Using this right approach from the start - and you hit the goal. The other companies tried this and that, and what happens now? More and more business-class laptops, for example, look exactly like Apple products. I was looking at the billboard recently and thought, why Asus does not get sued for being designed almost exactly like MacBook Air.

In the film, there was a question raised on designing things, that stand the challenge of time. It is kind of against what the consumer society idea leads us doing, as it is beneficial for the capitalism that we have things and we change them as often as possible. Where is the balance of a sustainable design then? How did Apple manage to create a design that does not “get out of fashion”, but still motivate us to change a phone to a newer version every year?

The film kind of answers to that. We tend to want new things. “new now”, “next now” kind of look. Very well knowing, that this “next” is not going to be “forever” as well. So the biggest task is to design each new thing in a way the previous one looks like “then”. And this is what Apple is doing pretty well without making the “then” things look miserable.

At the same time, we barely ever see Apple’s products piling up in the garbage. Why? Because they do not use lack of quality to motivate people buy newer and more powerful versions of the gadgets. They have discovered the magic of motivating the people with this “feeling” they need the freshest models, at the same time letting the old ones continue living their lives. In the hands of other people with less budgets, in the houses of parents and grandparents.. After all - it still works for maximum possible time.


Objectified is an amazing movie. Part of a trilogy on design that began with Helvetica using typography as a door to discuss graphic design and ends with Urbanized using cities as a view to urban planning and achitecture, Objectified sits in the middle, using our fetish for beautiful artifacts as a window into usability and industrial design.

Different cultures have different relations to the objects around them. Germans are pragmatic animals, obsessed with function, the French have an uncontrollable need for beauty, to the point of being kitsch, the Japanese are ritualistic beings with a very tactile relationship to objects etc. This reflects in the different approaches to design you see in the movie from designers such as Naoto Fukasawa, the Bouroullec brothers or Dieter Rams.

Speaking of Rams, the movie reflects his status as the father of good design by being filled to the brim with quotes from his ten principles. Those bear mentioning - good design is innovative, makes a product useful, makes a product understandable, is aesthetic, is unobtrusive, is honest, is long-lasting, is thorough (down to the last detail), is environmentally friendly and, last but definitely not least, good design is as little design as possible.

Rams' influence on Jonny Ive is left very evident and Ive is shown as his heir apparent, disciple and magnum opus. Ive's iron-grip on Apple's industrial design, reflective of Steve Job's iron-grip on Apple itself, gets special attention in the movie. Other new-school designers get equal attention: Karim Rashid with his flowing, almost liquid forms and his products that reach from the cheapest trash cans to the borderline objets-d'art, Marc Nelson's fluidic shapes that span from chairs and appliances to automobiles and airplanes and Chris Bangle, the American who took over BMW's design in the 90's (including MINI and Rolls Royce) after stints at Opel and Fiat.

Rams is not the only grand master featured in the movie. The super-studio IDEO (born in the 90's as the merger of Bill Moggridge's Moggridge Associates and ID Two and professor David Kelley's David Kelley Design) is shown as the superpower of American industrial design (even though Moggridge was actually born in the UK). IDEO is responsible for the first laptop, for Apple's first mouse, for Palm's PDAs and several non-electronic gadgets as well (its clients include PepsiCo, Ford and Procter & Gamble, among many others).

Although the movie makes a deep dive into the mind of the industrial designer as a professional and as an individual (showing the 'disease' that some of us feel, as very well exemplified by Jonny Ive, of obsessively overanalyzing other people's design choices and trying to guess at who their target audience was), it lacks something that both Urbanized and Helvetica have: conflict. While Helvetica uses the balance between modernism and postmodernism to lecture the spectator on good design and Urbanized pitches planned and organic urbanism against each other, Objectified misses the opportunity to pitch Rams' ten principles (especially being honest, environmentally friendly and long lasting) to the pressing forces of marketing to build in planned obsolescence and the constant push for consumerism. While it touches these points, eventually, it avoids making this a central point in the discussion.

This defect aside, Objectified is probably the greatest documentary on industrial design, especially from a designer's point of view, as it reminds us that every object, every tool around us has been designed by someone, for someone, to fill a certain need and complete a certain task, even if it was poorly so. It is a great service to the design community and it manages to be very entertaining while doing so.