Are they really interested but concerned? A mixed methods exploration of the Geller bicyclist typology

The Geller typology, which categorizes the population into four types of bicyclists (strong and fearless, enthused and confident, interested but concerned, and no way no how) has gained considerable popularity amongst researchers and planners. One large U.S. study used a survey-derived approach to categorize respondents into Geller’s typology, and found the majority of Americans were “interested but concerned”. While the U.S. findings are widely cited in planning documents, there has yet to be an assessment as to whether this indirect survey-derived categorization into Geller’s typology corresponds with how bicyclists perceive themselves. Using a mixed methods approach, we explored the Geller typology from the view of bicyclists themselves. Our specific objectives were to assess whether the survey-derived categorization method aligned with bicyclists’ perceptions, and to also examine bicyclists’ interpretations of Geller’s typology. We conducted a cross-sectional survey of bicyclists (n = 281) and interviews with a subset of participants (n = 25). According to the survey-derived categorization, the distribution of the sample (n = 25) was: 4% strong and fearless, 12% enthused and confident, and 84% interested but concerned. In the interviews we learned there was only a match between survey-derived and self-perceived bicyclist type for seven of twenty-five (28%) participants. When asked, participants were more likely to categorize themselves to strong and fearless (24% overall) or enthused and confident (52% overall). Our findings suggest that the category titles are intuitive, however, the survey-derived categorization does not necessarily match with how bicyclists perceive themselves. This suggests that, at least for those who currently bicycle, a direct approach of asking people which type of bicyclist they identify with may be preferable.     

Evaluating pedestrian interaction preferences with a game theoretic autonomous vehicle in virtual reality

Localisation and navigation of autonomous vehicles (AVs) in static environments are now solved problems, but how to control their interactions with other road users in mixed traffic environments, especially with pedestrians, remains an open question. Recent work has begun to apply game theory to model and control AV-pedestrian interactions as they compete for space on the road whilst trying to avoid collisions. But this game theory model has been developed only in unrealistic lab environments. To improve their realism, this study empirically examines pedestrian behaviour during road crossing in the presence of approaching autonomous vehicles in more realistic virtual reality (VR) environments. The autonomous vehicles are controlled using game theory, and this study seeks to find the best parameters for these controls to produce comfortable interactions for the pedestrians. In a first experiment, participants’ trajectories reveal a more cautious crossing behaviour in VR than in previous laboratory experiments. In two further experiments, a gradient descent approach is used to investigate participants’ preference for AV driving style. The results show that the majority of participants were not expecting the AV to stop in some scenarios, and there was no change in their crossing behaviour in two environments and with different car models suggestive of car and last-mile style vehicles. These results provide some initial estimates for game theoretic parameters needed by future AVs in their pedestrian interactions and more generally show how such parameters can be inferred from virtual reality experiments.     

Evaluating the impacts of situational awareness and mental stress on takeover performance under conditional automation

Several safety concerns emerge for the transition of control from the automated driving system to a human driver after the vehicle issues a takeover warning under conditional vehicle automation (SAE Level 3). In this context, recent advances in in-vehicle driver monitoring systems enable tracking drivers’ physiological indicators (e.g., eye-tracking and heart rate (HR) measures) to assess their real-time situational awareness (SA) and mental stress. This study seeks to analyze differences in driver’s SA and mental stress over time (i.e., successive experiment runs) using these physiological indicators to assess their impacts on takeover performance. We use eye-tracking measures (i.e., on-road glance rate and road attention ratio) as indicators of driver’s SA during automated driving. Further, we use the pre-warning normalized HR (NHR) and HR variability (HRV) as well as the change in NHR and HRV after the takeover warning as indicators of mental stress immediately before and the change in mental stress after the takeover warning, respectively. To analyze the effects of driver state (in terms of SA and mental stress) on the overall takeover performance, this study uses a comprehensive metric, Takeover Performance Index (TOPI), proposed in our previous work (Agrawal & Peeta, 2021). The TOPI combines multiple driving performance indicators while partly accounting for their interdependencies. Results from statistical analyses of data from 134 participants using driving simulator experiments illustrate significant differences in driver state over successive experiment runs, except for the change in mental stress after the takeover warning. Some significant correlations were found between the physiological indicators of SA and mental stress used in this study. Takeover performance model results illustrate a significant negative effect of change in NHR after the takeover warning on the TOPI. However, none of the other physiological indicators show significant impacts on takeover performance. The study findings provide valuable insights to auto manufacturers for designing integrated in-vehicle driver monitoring and warning systems that enhance road safety and user experience.     

Sharing is (s)caring? Interactions between buses and bicyclists on bus lanes shared with bicyclists

This paper presents the results of an observation study of interactions between bicyclists and buses on shared bus lanes. The aim of the paper is to analyse bicyclists’ safety on bus lanes shared with bicyclists. Straight sections of two bus lanes shared with bicyclists in Belgium are observed. All interactions between bicyclists and buses over two full weeks are recorded and analysed. Additionally, the lateral position and riding speed of bicyclists that are in interaction with buses are compared with the behaviour of bicyclists that are not in interaction with buses. One of the observed bus lanes is in line with road design guidelines in a number of countries that state that a sufficiently narrow bus lane (<3.5 m) is hypothesised to be safer than a somewhat wider bus lane; the other observed bus lane is deemed too wide according to these guidelines and is hypothesised to lead to close overtaking manoeuvres.The results show that close interactions between bicyclists and buses are relatively frequent on both types of analysed bus lanes. Close overtaking manoeuvres (a bus overtakes a bicyclist with a lateral distance less than 1 m) as well as close bicycle-following situations (a bus drives behind a bicyclist with a time gap less than 2 s) are quite common on both analysed bus lanes. The analyses could not confirm the hypothesis that a sufficiently narrow bus lane is safer than a wider bus lane. On the contrary, close interactions seem even slightly more common on the narrower bus lane. Slightly more close overtaking manoeuvres take place on the narrower bus lane, but the difference is not statistically significant. Additionally, more bicycle-following situations take place on the narrower bus lane because overtaking is more difficult. The results show that buses often maintain a close time gap in these situations. The overtaking speed of the buses is, however, significantly higher on the wider bus lane compared to the narrower one.Moreover, the presence of a bus has an influence on the behaviour of bicyclists. Bicyclists who get overtaken by a bus ride more closely to the edge of the road than bicyclists who are not in interaction with a bus. While the road design guidelines assume that bicyclists take up a width of one meter from the edge on bus lanes shared with bicyclists, the observations show that bicyclists take up much less space while being overtaken. The presence of a bus does not have a significant influence on the standard deviation of the lateral position of the bicyclist. On the narrower bus lane, some findings suggest that bicyclists who are involved in an interaction with a bus ride faster than bicyclists who are not involved in an interaction with a bus.     

Safety–critical events in everyday cycling – Interviews with bicyclists and video annotation of safety–critical events in a naturalistic cycling study

Research in cycling safety seeks to better understand bicycle-related crashes and injuries. The present naturalistic cycling study contributes to this research by collecting data about bicyclists’ behavior and impressions of safety–critical situations, information unavailable in traditional data sources (e.g., accident databases, observational studies). Naturalistic data were collected from 16 bicyclists (8 female; M = 39.1 years, SD = 11.4 years) who rode instrumented bicycles for two weeks. Bicyclists were instructed to report all episodes in which they felt uncomfortable while riding (subjective risk perception), even if they didn’t fall. After data collection, the bicyclists were interviewed in detail regarding their self-reported safety–critical events. Environmental conditions were also recorded via video (e.g., road surface, weather). In total, 63 safety–critical events (56 non-crashes, 7 crashes) were reported by the bicyclists, mainly due to interactions with other road users – but also due to poorly maintained infrastructure. In low-visibility conditions, vehicle-bicycle and bicycle-bicycle events were the most uncomfortable for the bicyclists. Self-reported pedestrian–bicycle events primarily consisted of pedestrians starting to cross the bicycle path without looking. With one exception, all crashes found in the study belonged to poorly maintained road and infrastructure. In particular, construction work or obstacles in the bicycle path were reported as uncomfortable and annoying by the bicyclists. This study shows how naturalistic data and bicyclists’ interviews together can provide a more informative picture of safety–critical situations experienced by the bicyclist than traditional data sources can.     

Sharing the road with autonomous vehicles: A qualitative analysis of the perceptions of pedestrians and bicyclists

Public perception assessment is important for gaining a better understanding of the acceptance of autonomous vehicles (AVs) and identifying potential ways to resolve public concerns. This study investigated how pedestrians and bicyclists perceived AVs based on their knowledge and road sharing experiences, applying a combined inductive and deductive data analysis approach. Survey responses of pedestrians and bicyclists in Pittsburgh, Pennsylvania, USA collected by Bike Pittsburgh (BikePGH) in 2019, were analyzed in this research. AVs following traffic rules appropriately and AVs driving safer than the human drivers were the most notable positive perceptions towards AVs. Pedestrians and bicyclists showed comparatively fewer negative perceptions towards AVs than positive perceptions. Negative perceptions mostly included a lack of perceived safety and comfort around AVs and trust in the AV technology. Respondents also concerned about AV technology issues (e.g., slow and defensive driving, disruptive maneuver), while sharing the road with AVs. Perceptions of the respondents were significantly influenced by their views on AV safety, familiarity with the technology, the extent respondents followed AV on the news, and household automobile ownership. Regulating AV movement on roadways, developing safety assessment guidelines, and controlling oversights of improper practices by AV companies were the major suggestions from the survey participants. Findings of this study might help AV companies to identify potential improvement needed in AV technology to increase pedestrians and bicyclists acceptance, and policymakers to develop policy guidelines to ensure safe road sharing among pedestrians, bicyclists, and AVs.     

Drivers’ gaze fixations during judgements about a bicyclist’s intentions

An experiment tracked drivers’ gaze patterns as they made judgements about the manoeuvring intentions of a bicyclist at a T-junction. The stimuli involved a factorial manipulation of the bicyclist’s arm-signals and gaze cues, as well as whether the participant viewed the bicyclist from the major road or the minor road. When making their decisions, there was a strong tendency for participants to direct their gaze, and so presumably their attention, to the bicyclist’s face before any other relevant area, including the arm when it was used for signalling. Moreover, participants not only spent longer looking at the face than any of the other aspects of the bicyclist that were considered, but this effect was particularly pronounced in situations where the bicyclist was effectively making eye-contact with the participant. These findings support the idea that encountering a bicyclist is a fundamentally social interaction and suggest that drivers exhibit an attentional bias, such that they are particularly likely to seek out the face upon seeing a vulnerable road user. In light of the substantial literature on reflexive processing that seems to occur when faces are viewed, this bias may help explain slow driver decision responses to bicyclists seen in previous studies.     

The impact of courteous and discourteous drivers on physiological stress

Prior studies into road safety have concentrated largely on studying unsafe forms of driving behaviour such as aggressive, stressed, and risky driving. Little attention has been given to ‘positive’ driving behaviour, such as how pro-social driving may help to promote cooperation with other road users and decrease incidences of aggressive and stressful driving. This study aimed to compare the impact of courteous and discourteous driving on the immediate physical health of other drivers (blood pressure, heart rate, and markers of stress) whilst controlling for other recognized factors responsible for driver stress such as road infrastructure (e.g. roadworks, traffic lights, freeways) and driving maneuvers (e.g. merging, tail-gaiting, navigating roundabouts). Using actors in a deception study, a naturalistic driving scenario was created in a lab-based simulation. All participants (n = 10; 39 ± 14.5 years) drove the same route in a simulator and engaged with the same driving behaviours and other virtual road users on two separate occasions separated by 7 days. The difference between conditions was whether the participant interacted with other drivers who displayed: a) courteous or b) discourteous behaviours. Blood pressure, heart rate variability and salivary hormone concentrations (cortisol and alpha amylase) were measured before and immediately after each simulated drive. After interacting with the discourteous drivers, participants experienced significantly higher mean arterial blood pressure, systolic and diastolic pressure, central systolic and diastolic pressure, and heart rate, and lower heart rate variability (indicative of acute stress) compared to interacting with the courteous drivers. Conversely, these markers of stress were reduced after interacting with the courteous drivers. The results support courtesy on the road to provide short-term benefits for the recipient of the action, while also increasing road safety more generally.     

Consequences for road traffic fatalities of the reduction in flying following September 11, 2001

Gigerenzer [Gigerenzer, G. (2004). Dread risk, September 11, and fatal traffic accidents. Psychological Science, 15, 286–287] argued that the increased fear of flying in the U.S. after September 11 resulted in a partial shift from flying to driving on rural interstate highways, with a consequent increase of 353 road traffic fatalities for October through December 2001. We reevaluated the consequences of September 11 by utilizing the trends in road traffic fatalities from 2000 to 2001 for January through August. We also examined which road types and traffic participants contributed most to the increased road fatalities. We conclude that (1) the partial modal shift after September 11 resulted in 1018 additional road fatalities for the three months in question, which is substantially more than estimated by Gigerenzer, (2) the major part of the increased toll occurred on local roads, arguing against a simple modal shift from flying to driving to the same destinations, (3) driver fatalities did not increase more than in proportion to passenger fatalities, and (4) pedestrians and bicyclists bore a disproportionate share of the increased fatalities.     

Is there a spillover effect of a right turn on red permission for bicyclists?

A number of countries allow bicyclists to perform a right turn on red (RTOR) at some specific intersections to promote cycling by reducing the required physical effort and trip time. Implementation of a rule that allows a RTOR for bicyclists at some intersections could lead not only to local effects at those intersections where the rule actually applies, but also to supralocal effects. Using an experimental survey approach, this study explores whether a so-called ‘spillover effect’ of the rule can be expected. This effect would imply that allowing bicyclists to turn right on red at some intersections causes them to also turn right on red more often at intersections where RTOR for bicyclists is not allowed.The answers from 768 respondents indicate that respondents with a high awareness of the existence of a RTOR rule for bicyclists (experimental group) turn right on red significantly more often at intersections where RTOR for bicyclists is not permitted than respondents with a low awareness of the rule (control group). This indicates that implementation of the RTOR rule for bicyclists can indeed lead to an increase in red light running at other intersections. This might lead to safety issues at intersections where RTOR for bicyclists is not permitted, since road authorities could have decided not to allow RTOR for bicyclists at these intersections for safety reasons.The study also finds that men, young people and people who generally perform more risky cycling behaviours have a higher tendency to perform non-permitted RTOR. These findings are in line with existing literature.     

Relationship between heart rate variability and cognitive function during threat of shock

The aim of the present study was to investigate the relationship between resting heart rate variability (HRV) and cognitive functions during threat of shock. A Continuous Performance Task and a Working Memory Task were used to measure cognitive functions. Sixty-five male participants from the Royal Norwegian Navy participated. HRV was measured during baseline, test conditions and recovery. Participants were randomly assigned into non-threat and threat groups. Based on the median split of the high frequency (HF) spectral power, groups were divided into two additional groups. Overall, the high HRV participants showed superior performance on cognitive tasks independent of non-threat or threat conditions. During threat condition the low HRV group showed improved performance. Thus, individuals with high HRV were more stress tolerant and resilient in the face of environmental changes. The results from the study might have implications with regard to performance in operational settings, but also for other fields of psychological research such as individual differences, anxiety and coping.     

Relationship between heart rate variability and cognitive function during threat of shock

Abstract

The aim of the present study was to investigate the relationship between resting heart rate variability (HRV) and cognitive functions during threat of shock. A Continuous Performance Task and a Working Memory Task were used to measure cognitive functions. Sixty-five male participants from the Royal Norwegian Navy participated. HRV was measured during baseline, test conditions and recovery. Participants were randomly assigned into non-threat and threat groups. Based on the median split of the high frequency (HF) spectral power, groups were divided into two additional groups. Overall, the high HRV participants showed superior performance on cognitive tasks independent of non-threat or threat conditions. During threat condition the low HRV group showed improved performance. Thus, individuals with high HRV were more stress tolerant and resilient in the face of environmental changes. The results from the study might have implications with regard to performance in operational settings, but also for other fields of psychological research such as individual differences, anxiety and coping.     

Safety of bicyclists in roundabouts with mixed traffic: Video analyses of behavioural and surrogate safety indicators

Although converting an intersection into a roundabout has been shown to result in fewer injury accidents for both motor vehicle drivers and pedestrians, the effect on bicyclists’ safety is unclear or even negative. This study focuses on roundabouts without bicycle facilities (i.e., mixed traffic conditions) and makes use of semi-automated video observation software with the aim of analysing bicyclists’ behaviour and safety on roundabouts with different diameter. Four urban roundabouts in Belgium are observed. Interactions between bicyclists and other vehicles are analysed using speed, lateral position and five indicators to describe the closeness of interactions (TTC_min, PET, T_{2 min}, lateral overtaking proximity and minimum distance headway). Additionally, the lateral position and riding speed of bicyclists that are in interaction with other vehicles is compared with the behaviour of bicyclists that are not in interaction with other vehicles.The behavioural analysis revealed that regardless of the type of condition (free-flow bicyclists or different interactions bicyclist-car), bicyclists always ride faster on roundabouts with big diameter and slower on roundabouts with small diameter. Moreover, bicyclists ride closer to the central island on roundabouts with big diameter compared to roundabouts with small diameter for all the conditions analysed.The analysis of surrogate safety indicators (TTC_min, PET, T_{2 min}) revealed that close interactions between bicyclists and cars are relatively frequent at both small and big roundabouts. The percentages of close interactions are more or less equal for roundabouts with big diameter (7.86% of observed interactions) and roundabouts with small diameter (8.24%). The analysis of the indicators to describe the closeness of interactions also showed that the closest interactions at roundabouts are all situations where the bicyclist has a leading role. The analysis of the most common types of close interactions revealed indeed that the most common close interactions are interactions where the bicyclist is entering the roundabout. The analysis of lateral overtaking proximity showed that bicyclists who overtake a car take smaller lateral overtaking proximities compared to cars overtaking a bicyclist. The analysis of minimum distance headway finally revealed that bicyclists who ride behind a car take smaller distance headways compared to cars driving behind a bicyclist.     

The influence of attention allocation and age on intersection accidents

Many severe accidents occur in urban areas. As part of the research project UR:BAN, this study investigated the causes of driver errors (e.g., inadequate attention allocation) in urban areas when turning left at intersections. As intersection accidents are especially difficult for older drivers, differences between older and younger drivers were examined as well. In a first step, accident protocols of left turn crashes with pedestrians and bicyclists were analysed in detail, since they are the most dangerous ones. Characteristics of the oncoming traffic and the location of crossing bicyclists and pedestrians were identified as possible causes. Accordingly, critical scenarios were implemented in a static driving simulator, varying the characteristics of the oncoming traffic, the direction and location of crossing vulnerable road users. These factors were examined in a within-subject design, with two different aged groups of participants (12 aged 20–35 y, 12 aged 65+ y; between-subjects factor).The results revealed that the presence of the oncoming traffic, which was assumed to capture the drivers’ attention, did not lead to more accidents with vulnerable road users. However, this may be because many drivers waited until the oncoming traffic had passed. Unexpectedly, older drivers had fewer accidents. This may be explained by the more cautious behaviour of older drivers, who drove significantly slower and waited significantly longer at the stop line before turning. Further analyses showed that a more cautious behaviour, independently of the age, predicted accident avoidance better than attention allocation. From these results, warning systems for younger and older drivers, especially for those not driving cautious, need to be developed. This idea will be tested in future studies introducing different warning concepts.     

“Going through a little bit of growing pains”: A qualitative study of the factors that influence the route choice of regular bicyclists in a developing cycling city

As cities make concerted efforts to become more bicycle-friendly through policy changes and infrastructure, it is important that such efforts ultimately support people who currently bicycle and remove barriers that may prevent more people from bicycling. Travel surveys can reveal the nature and distribution of bicycling trips, but perceptions and behaviours of bicyclists are better understood through qualitative methods. In particular, developing cycling cities are unique settings to examine how the built environment supports bicycling as changes are made to increase bicycling levels. Through semi-structured interviews, this research explores the case of Hamilton, Ontario and the factors that influence route choice from the perspective of regular bicyclists. Major themes were identified using thematic analysis: (i) exclusion from road space; (ii) infrastructure; and (iii) streetscape. Bicyclists highly value infrastructure and seek routes that minimize interactions with cars, while avoiding many arterial roads that prioritize motorists. Routes that appear to be more human-oriented or that have nature are also attractive. Many regular bicyclists report that current bicycle infrastructure does not meet their preferences. Despite building nearly half of the planned infrastructure network, our findings suggest the built environment is not perceived to be oriented to bicycling. This study provides policy and practice recommendations for developing cycling cities in North America as they transition towards established cycling cities.     

The implications of low quality bicycle paths on the gaze behaviour of young learner cyclists

In a recent study, Vansteenkiste et al. (2014) described how low quality bicycle paths cause an apparent shift of visual attention from distant environmental regions to more proximate road properties. Surprisingly, this shift of visual attention was not accompanied by an adaptation in cycling speed. The current experiment investigated to what extent these findings are applicable for young learner bicyclists (aged 6–12 years). Since young learner bicyclists do not yet have mature visual and motor skills, it was expected that the implications of a poor road surface would be larger for them than for experienced adult bicyclists. In general, children looked less to the road and more to task irrelevant regions, but the magnitude of the shift of visual attention when cycling on a low quality bicycle track was similar to that of adults. Although children cycled slower than adults, they did not cycle slower on the low quality track compared to the high quality track. Overall, our results suggest that children displayed a different visual-motor strategy than adults, characterized by lower cycling speeds and a different visual behaviour, and that they responded in a similar way to a low quality bicycle path as adults.     

Perceptual training to increase drivers’ ability to spot motorcycles at T-junctions

Motorcyclists too often collide with other road users who pull out of side roads in front of them. These other road users typically report making all the necessary visual checks, despite failing to see the approaching motorcycle. These Look But Fail To See errors appear to be attenuated in road users who themselves have motorcycling experience, suggesting that motorcycle exposure may lower thresholds for spotting these vulnerable road users through natural perceptual learning. This raises the possibility that perceptual training could improve car drivers’ abilities to spot motorcycles. Two experiments are reported. The first experiment demonstrated that a T-junction task, requiring participants to detect an approaching vehicle in briefly displayed images, was sensitive to participants’ motorcycle experience, with dual drivers (who both ride motorcycles and drive cars) performing better than average car drivers. Following this, a second experiment split the car drivers into 2 groups. One group undertook a Pelmanism task requiring participants to match pairs of motorcycles, while the control group had to match pairs of fruit. When the two groups were re-tested on the T-junction task, the group who had undergone perceptual training for motorcycles via the Pelmanism task, were better able to identify approaching motorcycles, but not approaching cars. The results suggest that gamification of perceptual training for motorcycle detection provides a novel opportunity to improve driver safety.     

Estimating distance in real and virtual environments: Does order make a difference?

In this investigation, we examined how the order in which people experience real and virtual environments influences their distance estimates. Participants made two sets of distance estimates in one of the following conditions: (1) real environment first, virtual environment second; (2) virtual environment first, real environment second; (3) real environment first, real environment second; or (4) virtual environment first, virtual environment second. In Experiment 1, the participants imagined how long it would take to walk to targets in real and virtual environments. The participants’ first estimates were significantly more accurate in the real than in the virtual environment. When the second environment was the same as the first environment (real-real and virtual-virtual), the participants’ second estimates were also more accurate in the real than in the virtual environment. When the second environment differed from the first environment (real-virtual and virtual-real), however, the participants’ second estimates did not differ significantly across the two environments. A second experiment, in which the participants walked blindfolded to targets in the real environment and imagined how long it would take to walk to targets in the virtual environment, replicated these results. These subtle yet persistent order effects suggest that memory can play an important role in distance perception.     

Using optical illusions in the shoulder of a cycle path to affect lateral position

An important factor in single-sided accidents of older cyclists is that they ride off the cycle path onto the verge. Two experiments were performed to assess the feasibility of using virtual 3D objects in the verge to affect the lateral position of bicyclists. In the first experiment, different virtual objects were placed in the shoulder and 1150 passing bicyclists were observed using a fixed camera. The (standard deviation of the) lateral position and speed in four conditions with virtual objects differing in colour, structure, or 3D effect were compared with a control condition in which no virtual objects were applied. In a second experiment, the behaviour of 32 bicyclists aged 50 years or older was measured by mounting two digital action cameras with GPS on the participants’ bicycles. The participants cycled a route of approximately 12 km in which several locations were passed, one of these contained 15 virtual objects similar to the ones used in the first experiment placed in the shoulder of the cycle path. Cyclist behaviour was compared with behaviour at a control location consisting of a solitary two-way cycle path with a grass shoulder. Results indicate that the virtual objects in the tested format had little overall effect on cyclists’ behaviour. However, bicyclists were positioned closer to the virtual objects and the shoulder when they looked at the objects or when they reported that they saw them while cycling. This suggests that the overall visibility of the object design may have been too conservative.