cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.4121/19235784.v1
title: Fluorescence microscopy, image analysis and quantitative PCR data underlying the publication “Engineered patterns of Notch ligands Jag1 and Dll4 elicit differential spatial control of endothelial sprouting”

description: Spatial regulation of angiogenesis is important for the generation of functional engineered vasculature and the Notch ligands Jag1 and Dll4 are known to regulate endothelial sprouting. In this project, <em>in vitro </em>and <em>in silico </em>models were used to analyze the ability of micropatterned Jag1 and Dll4 to spatially control the sprouting process. Dll4 patterns, but not Jag1 patterns, were found to elicit spatial control and computational simulations suggest different timing of Notch activation by Jag1 and Dll4 to be the reason for their distinct effects. The more potent spatial control of sprouting by Dll4 in comparison to Jag1 could be exploited as a tool in vascular engineering and regenerative medicine. <br> This dataset contains data from <em>in vitro</em> experiments on endothelial sprouting with human endothelial cells and micropatterned Jag1 and Dll4 ligands.
DOI: 10.4121/19235784
title: Fluorescence microscopy, image analysis and quantitative PCR data underlying the publication “Engineered patterns of Notch ligands Jag1 and Dll4 elicit differential spatial control of endothelial sprouting”

description: Spatial regulation of angiogenesis is important for the generation of functional engineered vasculature and the Notch ligands Jag1 and Dll4 are known to regulate endothelial sprouting. In this project, <em>in vitro </em>and <em>in silico </em>models were used to analyze the ability of micropatterned Jag1 and Dll4 to spatially control the sprouting process. Dll4 patterns, but not Jag1 patterns, were found to elicit spatial control and computational simulations suggest different timing of Notch activation by Jag1 and Dll4 to be the reason for their distinct effects. The more potent spatial control of sprouting by Dll4 in comparison to Jag1 could be exploited as a tool in vascular engineering and regenerative medicine. <br> This dataset contains data from <em>in vitro</em> experiments on endothelial sprouting with human endothelial cells and micropatterned Jag1 and Dll4 ligands.
DOI: 10.4121/19235793.v1
title: Computational code underlying the publication “Engineered patterns of Notch ligands Jag1 and Dll4 elicit differential spatial control of endothelial sprouting”

description: Spatial regulation of angiogenesis is important for the generation of functional engineered vasculature and the Notch ligands Jag1 and Dll4 are known to regulate endothelial sprouting. In this project, <em>in vitro </em>and <em>in silico </em>models were used to analyze the ability of micropatterned Jag1 and Dll4 to spatially control the sprouting process. Dll4 patterns, but not Jag1 patterns, were found to elicit spatial control and computational simulations suggest different timing of Notch activation by Jag1 and Dll4 to be the reason for their distinct effects. The more potent spatial control of sprouting by Dll4 in comparison to Jag1 could be exploited as a tool in vascular engineering and regenerative medicine. <br> This dataset contains computational modeling data simulating cell-cell signaling mediated by Notch ligands Jag1 and Dll4 during controlled endothelial sprouting.
DOI: 10.4121/19235793
title: Computational code underlying the publication “Engineered patterns of Notch ligands Jag1 and Dll4 elicit differential spatial control of endothelial sprouting”

description: Spatial regulation of angiogenesis is important for the generation of functional engineered vasculature and the Notch ligands Jag1 and Dll4 are known to regulate endothelial sprouting. In this project, <em>in vitro </em>and <em>in silico </em>models were used to analyze the ability of micropatterned Jag1 and Dll4 to spatially control the sprouting process. Dll4 patterns, but not Jag1 patterns, were found to elicit spatial control and computational simulations suggest different timing of Notch activation by Jag1 and Dll4 to be the reason for their distinct effects. The more potent spatial control of sprouting by Dll4 in comparison to Jag1 could be exploited as a tool in vascular engineering and regenerative medicine. <br> This dataset contains computational modeling data simulating cell-cell signaling mediated by Notch ligands Jag1 and Dll4 during controlled endothelial sprouting.
DOI: 10.4121/19688484.v1
title: Structured light polarizer data set with 5 kinds of defects and normal samples

description: It contains about 10000 normal structured light polarizer images and about 1000 defective structured light polarizer images . The five defects are spot, scratch, bubble, finger pressure and dirt . All the data are taken based on structured light rear projection .
DOI: 10.4121/19688484
title: Structured light polarizer data set with four kinds of defects and normal samples

description: It contains about 10000 normal structured light polarizer images and about 1000 defective structured light polarizer images . The four defects are point, foreign matter, bubble and crease. All the data are taken based on structured light rear projection.
DOI: 10.4121/16930327
title: Data underlying the publication "A Fully 3D Printed Steerable Instrument for Minimally Invasive Surgery"

description: Dataset belonging to the journal article "A Fully 3D Printed Steerable Instrument for Minimally Invasive Surgery" published in Materials (MDPI) by Costanza Culmone*, Kirsten Lussenburg*, Joost P.E. Alkemade, Gerwin Smit, Aimée Sakes, Paul Breedveld* equal contribution
DOI: 10.4121/16930327.v1
title: Data underlying the publication "A Fully 3D Printed Steerable Instrument for Minimally Invasive Surgery"

description: Dataset belonging to the journal article "A Fully 3D Printed Steerable Instrument for Minimally Invasive Surgery" published in Materials (MDPI) by Costanza Culmone*, Kirsten Lussenburg*, Joost P.E. Alkemade, Gerwin Smit, Aimée Sakes, Paul Breedveld* equal contribution
DOI: 10.4121/19237392
title: PLS data underlying the study of the moderating role of supply chain performance on supply chain management practices and organizational performance of manufacturing SMEs in Greater Accra region.

description: This study evaluates the effect of Supply Chain Management Practices (SCMP) on the performance of manufacturing Small and Medium Enterprises (SMEs) in the Greater Accra region of Ghana using Supply Chain Performance (SCP) as mediator. Various SCMP and performance metrics were identified through review of credible literature after which questionnaire was used to elicit data from 28 participants for pilot study. Data was analyzed using Partial Least Square (PLS) based Structural Equation Modelling (SEM)<b> </b>
DOI: 10.4121/19657431.v1
title: Data underlying the publication: Oscillatory rheotaxis of artificial swimmers in microchannels

description: Oscillatory rheotaxis of a 50µm droplet microswimmer in a 100µm wide microchannel (quasi-2D confinement) under varying imposed counterflow. Data source for the experimentally recorded oscillatory motion published in https://arxiv.org/abs/2106.10222, with fits to a hydrodynamic theory model. See the paper and supporting information for details. File guide: rheotaxis.mp4: x264 compressed video meicroscopy data of rheotaxing droplet, frame rate 25 fps, raw data available on request trajectory.txt: droplet coordinates (for rheotaxis.mp4) for trajectory analysis provided as ASCII, with time stamps and droplet radius (see file header) description.docx: instructions for mathematica and matlab scripts provided to replicate the plots of the theory model.
DOI: 10.4121/19657431
title: Data underlying the publication: Oscillatory rheotaxis of artificial swimmers in microchannels

description: Oscillatory rheotaxis of a 50µm droplet microswimmer in a 100µm wide microchannel (quasi-2D confinement) under varying imposed counterflow. Data source for the experimentally recorded oscillatory motion published in https://arxiv.org/abs/2106.10222, with fits to a hydrodynamic theory model. See the paper and supporting information for details. File guide: rheotaxis.mp4: x264 compressed video meicroscopy data of rheotaxing droplet, frame rate 25 fps, raw data available on request trajectory.txt: droplet coordinates (for rheotaxis.mp4) for trajectory analysis provided as ASCII, with time stamps and droplet radius (see file header) description.docx: instructions for mathematica and matlab scripts provided to replicate the plots of the theory model.
DOI: 10.4121/19180913.v2
title: Experimental data: direct air capture using electrochemically regenerated anion exchange resins

description: This dataset contains data collected during experiments on direct air capture using electrochemically regenerated anion exchange resins.
DOI: 10.4121/19673580
title: Data and materials underlying the dissertation: "Species Literacy: The perception and cultural portrayal of animals"

description: This dataset underlies the dissertation of Michiel Hooykaas: "Species Literacy: The perception and cultural portrayal of animals". This thesis covers research on people’s knowledge about animal species, the way in which animals are represented in cultural products aimed at children, and ways to expand the role of biodiversity in laypeople’s lives. The research involved both quantitative methods (e.g. knowledge tests and content analyses) and qualitative methods (interviews).
DOI: 10.4121/16691500.v1
title: Dataset of continuous human activities performed in arbitrary directions collected with a distributed radar network of five nodes

description: Please review the document README.pdf<br>The data can be extracted with the MATLAB Live Script dataread.mlx.
DOI: 10.4121/14077352
title: Supplementary data for the paper 'What driving style makes pedestrians think a passing vehicle is driving automatically?'

description: An important question in the development of automated vehicles (AVs) is which driving style AVs should adopt and how other road users perceive them. The current study aimed to determine which AV behaviours contribute to pedestrians’ judgements as to whether the vehicle is driving manually or automatically as well as judgements of likeability. We tested five target trajectories of an AV in curves: playback manual driving, two stereotypical automated driving conditions (road centre tendency, lane centre tendency), and two stereotypical manual driving conditions, which slowed down for curves and cut curves. In addition, four braking patterns for approaching a zebra crossing were tested: manual braking, stereotypical automated driving (fixed deceleration), and two variations of stereotypical manual driving (sudden stop, crawling forward). The AV was observed by 24 participants standing on the curb of the road in groups. After each passing of the AV, participants rated whether the car was driven manually or automatically, and the degree to which they liked the AV’s behaviour. Results showed that the playback manual trajectory was considered more manual than the other trajectory conditions. The stereotype automated ‘road centre tendency’ and ‘lane centre tendency’ trajectories received similar likeability ratings as the playback manual driving. An analysis of written comments showed that curve cutting was a reason to believe the car is driving automatically, whereas driving at a constant speed or in the centre was associated with automated driving. The sudden stop was the least likeable way to decelerate, but there was no consensus on whether this behaviour was manual or automated. It is concluded that AVs do not have to drive like a human in order to be liked.
DOI: 10.4121/14077352.v2
title: Supplementary data for the paper 'What driving style makes pedestrians think a passing vehicle is driving automatically?'

description: An important question in the development of automated vehicles (AVs) is which driving style AVs should adopt and how other road users perceive them. The current study aimed to determine which AV behaviours contribute to pedestrians’ judgements as to whether the vehicle is driving manually or automatically as well as judgements of likeability. We tested five target trajectories of an AV in curves: playback manual driving, two stereotypical automated driving conditions (road centre tendency, lane centre tendency), and two stereotypical manual driving conditions, which slowed down for curves and cut curves. In addition, four braking patterns for approaching a zebra crossing were tested: manual braking, stereotypical automated driving (fixed deceleration), and two variations of stereotypical manual driving (sudden stop, crawling forward). The AV was observed by 24 participants standing on the curb of the road in groups. After each passing of the AV, participants rated whether the car was driven manually or automatically, and the degree to which they liked the AV’s behaviour. Results showed that the playback manual trajectory was considered more manual than the other trajectory conditions. The stereotype automated ‘road centre tendency’ and ‘lane centre tendency’ trajectories received similar likeability ratings as the playback manual driving. An analysis of written comments showed that curve cutting was a reason to believe the car is driving automatically, whereas driving at a constant speed or in the centre was associated with automated driving. The sudden stop was the least likeable way to decelerate, but there was no consensus on whether this behaviour was manual or automated. It is concluded that AVs do not have to drive like a human in order to be liked.
DOI: 10.4121/14465715.v1
title: Supplementary data for the paper 'How should external Human-Machine Interfaces behave? Examining the effects of colour, position, message, activation distance, vehicle yielding, and visual distraction among 1,434 participants'

description: External human-machine interfaces (eHMIs) may be useful for communicating the intention of an automated vehicle (AV) to a pedestrian, but it is unclear which eHMI design is most effective. In a crowdsourced experiment, we examined the effects of (1) colour (red, green, cyan), (2) position (roof, bumper, windshield), (3) message (WALK, DON’T WALK, WILL STOP, WON’T STOP, light bar), (4) activation distance (35 or 50 m from the pedestrian), and (5) the presence of visual distraction in the environment, on pedestrians' perceived safety of crossing the road in front of yielding and non-yielding AVs. Participants (N = 1434) had to press a key when they felt safe to cross while watching a random 40 out of 276 videos of an approaching AV with eHMI. Results showed that (1) green and cyan eHMIs led to higher perceived safety of crossing than red eHMIs; no significant difference was found between green and cyan, (2) eHMIs on the bumper and roof were more effective than eHMIs on the windshield, (3) for yielding AVs, perceived safety was higher for WALK compared to WILL STOP, followed by the light bar; for non-yielding AVs, a red bar yielded similar results to red text, (4) for yielding AVs, a red bar caused lower perceived safety when activated early compared to late, whereas green/cyan WALK led to higher perceived safety when activated late compared to early, and (5) distraction had no significant effect. We conclude that people adopt an egocentric perspective, that the windshield is an ineffective position, that the often-recommended colour cyan may have to be avoided, and that eHMI activation distance has intricate effects related to onset saliency.
DOI: 10.4121/14465715.v2
title: Supplementary data for the paper 'How should external Human-Machine Interfaces behave? Examining the effects of colour, position, message, activation distance, vehicle yielding, and visual distraction among 1,434 participants'

description: External human-machine interfaces (eHMIs) may be useful for communicating the intention of an automated vehicle (AV) to a pedestrian, but it is unclear which eHMI design is most effective. In a crowdsourced experiment, we examined the effects of (1) colour (red, green, cyan), (2) position (roof, bumper, windshield), (3) message (WALK, DON’T WALK, WILL STOP, WON’T STOP, light bar), (4) activation distance (35 or 50 m from the pedestrian), and (5) the presence of visual distraction in the environment, on pedestrians' perceived safety of crossing the road in front of yielding and non-yielding AVs. Participants (N = 1434) had to press a key when they felt safe to cross while watching a random 40 out of 276 videos of an approaching AV with eHMI. Results showed that (1) green and cyan eHMIs led to higher perceived safety of crossing than red eHMIs; no significant difference was found between green and cyan, (2) eHMIs on the bumper and roof were more effective than eHMIs on the windshield, (3) for yielding AVs, perceived safety was higher for WALK compared to WILL STOP, followed by the light bar; for non-yielding AVs, a red bar yielded similar results to red text, (4) for yielding AVs, a red bar caused lower perceived safety when activated early compared to late, whereas green/cyan WALK led to higher perceived safety when activated late compared to early, and (5) distraction had no significant effect. We conclude that people adopt an egocentric perspective, that the windshield is an ineffective position, that the often-recommended colour cyan may have to be avoided, and that eHMI activation distance has intricate effects related to onset saliency.
DOI: 10.4121/14465715
title: Supplementary data for the paper 'How should external Human-Machine Interfaces behave? Examining the effects of colour, position, message, activation distance, vehicle yielding, and visual distraction among 1,434 participants'

description: External human-machine interfaces (eHMIs) may be useful for communicating the intention of an automated vehicle (AV) to a pedestrian, but it is unclear which eHMI design is most effective. In a crowdsourced experiment, we examined the effects of (1) colour (red, green, cyan), (2) position (roof, bumper, windshield), (3) message (WALK, DON’T WALK, WILL STOP, WON’T STOP, light bar), (4) activation distance (35 or 50 m from the pedestrian), and (5) the presence of visual distraction in the environment, on pedestrians' perceived safety of crossing the road in front of yielding and non-yielding AVs. Participants (N = 1434) had to press a key when they felt safe to cross while watching a random 40 out of 276 videos of an approaching AV with eHMI. Results showed that (1) green and cyan eHMIs led to higher perceived safety of crossing than red eHMIs; no significant difference was found between green and cyan, (2) eHMIs on the bumper and roof were more effective than eHMIs on the windshield, (3) for yielding AVs, perceived safety was higher for WALK compared to WILL STOP, followed by the light bar; for non-yielding AVs, a red bar yielded similar results to red text, (4) for yielding AVs, a red bar caused lower perceived safety when activated early compared to late, whereas green/cyan WALK led to higher perceived safety when activated late compared to early, and (5) distraction had no significant effect. We conclude that people adopt an egocentric perspective, that the windshield is an ineffective position, that the often-recommended colour cyan may have to be avoided, and that eHMI activation distance has intricate effects related to onset saliency.
DOI: 10.4121/16866709.v1
title: Supplementary data for the paper 'The effect of drivers’ eye contact on pedestrians’ perceived safety'

description: Many fatal accidents that involve pedestrians occur at road crossings, and are attributed to a breakdown of communication between pedestrians and drivers. Thus, it is important to investigate how forms of communication in traffic, such as eye contact, influencfe crossing decisions. Thus far, there is little information about the effect of drivers’ eye contact on pedestrians’ perceived safety to cross the road. Existing studies treat eye contact as immutable, i.e., it is either present or absent in the whole interaction, an approach that overlooks the effect of the timing of eye contact. We present an online crowdsourced study that addresses this research gap. 1835 participants viewed 13 videos of an approaching car twice, in random order, and held a key whenever they felt safe to cross. The videos differed in terms of whether the car yielded or not, whether the car driver made eye contact or not, and the times when the driver made eye contact. Participants also answered questions about their perceived intuitiveness of the driver’s eye contact behavior. The results showed that eye contact made people feel considerably safer to cross compared to no eye contact (an increase in keypress percentage from 31% to 50% was observed). In addition, the initiation and termination of eye contact affected perceived safety to cross more strongly than continuous eye contact and a lack of it, respectively. The car’s motion, however, was a more dominant factor. Additionally, the driver’s eye contact when the car braked was considered intuitive, and when it drove off, counterintuitive. In summary, this study demonstrates for the first time how drivers’ eye contact affects pedestrians’ perceived safety as a function of time in a dynamic scenario and questions the notion in recent literature that eye contact in road interactions is dispensable. These findings may be of interest in the development of automated vehicles (AVs), where the driver of the AV might not always be paying attention to the environment.
DOI: 10.4121/16866709.v2
title: Supplementary data for the paper 'The effect of drivers’ eye contact on pedestrians’ perceived safety'

description: Many fatal accidents that involve pedestrians occur at road crossings, and are attributed to a breakdown of communication between pedestrians and drivers. Thus, it is important to investigate how forms of communication in traffic, such as eye contact, influencfe crossing decisions. Thus far, there is little information about the effect of drivers’ eye contact on pedestrians’ perceived safety to cross the road. Existing studies treat eye contact as immutable, i.e., it is either present or absent in the whole interaction, an approach that overlooks the effect of the timing of eye contact. We present an online crowdsourced study that addresses this research gap. 1835 participants viewed 13 videos of an approaching car twice, in random order, and held a key whenever they felt safe to cross. The videos differed in terms of whether the car yielded or not, whether the car driver made eye contact or not, and the times when the driver made eye contact. Participants also answered questions about their perceived intuitiveness of the driver’s eye contact behavior. The results showed that eye contact made people feel considerably safer to cross compared to no eye contact (an increase in keypress percentage from 31% to 50% was observed). In addition, the initiation and termination of eye contact affected perceived safety to cross more strongly than continuous eye contact and a lack of it, respectively. The car’s motion, however, was a more dominant factor. Additionally, the driver’s eye contact when the car braked was considered intuitive, and when it drove off, counterintuitive. In summary, this study demonstrates for the first time how drivers’ eye contact affects pedestrians’ perceived safety as a function of time in a dynamic scenario and questions the notion in recent literature that eye contact in road interactions is dispensable. These findings may be of interest in the development of automated vehicles (AVs), where the driver of the AV might not always be paying attention to the environment.