A Survey on Graph Kernels

Graph kernels have become an established and widely-used technique for solving classification tasks on graphs. This survey gives a comprehensive overview of techniques for kernel-based graph classification developed in the past 15 years. We describe and categorize graph kernels based on properties inherent to their design, such as the nature of their extracted graph features, their method of computation and their applicability to problems in practice. In an extensive experimental evaluation, we study the classification accuracy of a large suite of graph kernels on established benchmarks as well as new datasets. We compare the performance of popular kernels with several baseline methods and study the effect of applying a Gaussian RBF kernel to the metric induced by a graph kernel. In doing so, we find that simple baselines become competitive after this transformation on some datasets. Moreover, we study the extent to which existing graph kernels agree in their predictions (and prediction errors) and obtain a data-driven categorization of kernels as result. Finally, based on our experimental results, we derive a practitioner's guide to kernel-based graph classification

The Impact of Historic Logging on Woody Debris Distribution and Stream Morphology in the Great Smoky Mountains National Park, North Carolina-Tennessee

In the early 1900s, large sections of the Great Smoky Mountains were intensively logged. Since then, most locations have been allowed to naturally become forest-covered again, resulting in areas of secondary growth and old growth forest. To determine whether differences in large woody debris (LWD) loading and channel morphology persist today, I measured LWD, channel widths and depths, and channel bed sediments of streams in old and secondary growth forest in the Great Smoky Mountains National Park. LWD pieces in streams in old growth had larger mean diameters and lengths compared to LWD in streams in secondary growth forest. Streams in old growth had 5.6 times more LWD volume than those in secondary growth. More LWD pieces were in debris dams in old growth than in secondary growth forest. Channel bed sediment size did not differ significantly between streams in old and secondary growth forest. Channel widths and depths were signifiantly larger in streams in old growth forest. LWD pieces affected channel depth primarily by creating pools and causing deposition of sediment. LWD affected width by directing stream flow toward banks and by protecting banks from erosion. I observed that the orientation of LWD was important in determining its geomorphic role. Although I found no relationship between LWD loading and watershed area, I found a relationship between watershed area and the importance of LWD in impacting channel morphology. Despite differences in LWD frequency and total volume, streams in old and secondary growth forest differed little in width and depth in the largest watersheds in this study. However, in smaller watersheds, streams in old growth were not as narrow or as shallow as streams in secondary growth. LWD loading can vary substantially between streams, even those with sim- ilar surrounding forest types, climate, and disturbance histories; therefore, caution should be exercised when using LWD loading rates from other studies in environmental management. Despite nearly 80 years of forest regrowth, LWD loading and channel mor- phologies of streams still show the impacts of logging

Airborne Radar for sUAS Sense and Avoid

A primary challenge for the safe integration of small UAS operations into the National Airspace System (NAS) is traffic deconfliction, both from manned and unmanned aircraft. The UAS Traffic Management (UTM) project being conducted at the National Aeronautics and Space Administration (NASA) considers a layered approach to separation provision, ranging from segregation of operations through airspace volumes (geofences) to autonomous sense and avoid (SAA) technologies for higher risk, densely occupied airspace. Cooperative SAA systems, such as Automatic Dependent Surveillance-Broadcast (ADS-B) and/or vehicle-to-vehicle communication systems provide significant additional risk mitigation but they fail to adequately mitigate collision risks for non-cooperative (non-transponder equipped) airborne aircraft. The RAAVIN (Radar on Autonomous Aircraft to Verify ICAROUS Navigation) flight test being conducted by NASA and the Mid-Atlantic Aviation Partnership (MAAP) was designed to investigate the applicability and performance of a prototype, commercially available sUAS radar to detect and track non-cooperative airborne traffic, both manned and unmanned. The radar selected for this research was a Frequency Modulated Continuous Wave (FMCW) radar with 120 degree azimuth and 80 degree elevation field of view operating at 24.55GHz center frequency with a 200 MHz bandwidth. The radar transmits 2 watts of power thru a Metamaterial Electronically Scanning Array antenna in horizontal polarization. When the radar is transmitting, personnel must be at least 1 meter away from the active array to limit nonionizing radiation exposure. The radar physical dimensions are 18.7cm by 12.1cm by 4.1cm and it weighs less than 820 grams making it well suited for installation on small UASs. The onboard, SAA capability, known as ICAROUS, (Independent Configurable Architecture for Reliable Operations of Unmanned Systems), developed by NASA to support sUAS operations, will provide autonomous guidance using the traffic radar tracks from the onboard radar. The RAAVIN set of studies will be conducted in three phases. The first phase included outdoor, ground-based radar evaluations performed at the Virginia Techs Kentland Farm testing range in Blacksburg, VA. The test was designed to measure how well the radar could detect and track a small UAS flying in the radars field of view. The radar was used to monitor 5 test flights consisting of outbound, inbound and crossing routes at different ranges and altitudes. The UAS flown during the ground test was the Inspire 2, a quad copter weighing less than 4250 grams (10 pounds) at maximum payload. The radar was set up to scan and track targets over its full azimuthal field of view from 0 to 40 degrees in elevation. The radar was configured to eliminate tracks generated from any targets located beyond 2000 meters from the radar and moving at velocities under 1.45 meters per second. For subsequent phases of the study the radar will be integrated with a sUAS platform to evaluate its performance in flight for SAA applications ranging from sUAS to manned GA aircraft detections and tracking. Preliminary data analysis from the first outdoor ground tests showed the radar performed well at tracking the vehicle as it flew outbound and repeatedly maintained a track out to 1000 meters (maximum 1387 meters) until the vehicle slowed to a stop to reverse direction to fly inbound. As the Inspire flew inbound tracks from beyond 800 meters, a reacquisition time delay was consistently observed between when the Inspire exceeds a speed of 1.45 meters per second and when the radar indicated an inbound target was present and maintained its track. The time delay varied between 6 seconds to over 37 seconds for the inbound flights examined, and typically resulted in about a 200 meter closure distance before the Inspire track was maintained. The radar performed well at both acquiring and tracking the vehicle as it flew crossing routes out past 400 meters across the azimuthal field of view. The radar and ICAROUS software will be integrated and flown on a BFD-1400-SE8-E UAS during the next phase of the RAAVIN project. The main goal at the conclusion of this effort is to determine if this radar technology can reliably support minimum requirements for SAA applications of sUAS. In particular, the study will measure the range of vehicle detections, lateral and vertical angular errors, false and missed/late detections, and estimated distance at closest point of approach after an avoidance maneuver is executed. This last metric is directly impacted by sensor performance and indicates its suitability for the task

Indoor Ground Testing of a Small UAS Sense and Avoid Airborne Doppler Radar

The National Aeronautics and Space Administrations Unmanned Aircraft System (UAS) Traffic Management (UTM) project is researching prototype technologies needed to ensure safe integration of UAS operations into the National Airspace System (NAS). Within the UTM Concept of Operations, UAS would be equipped with on-board Sense and Avoid (SAA) technology to continually monitor for manned and unmanned aircraft in its vicinity while operating beyond visual line of sight in uncontrolled airspace. To support this effort, a candidate commercially available 24.5 GHz Doppler radar was selected and evaluated to determine if the technology could reliably support minimum requirements for SAA applications of small UAS (sUAS). Indoor ground tests were conducted inside the NASA Langley Research Centers Experimental Test Range (ETR) from a stationary platform to evaluate the Doppler radar performance characteristics and gain operational proficiency before the radar was authorized to transmit outdoors. A high speed linear rail system was developed for the radar evaluation and was shown to be an effective method to generate Doppler radar targets of known radar cross section. The accuracy of the range and velocity reported by the radar was shown to be dependent on the Kalman filter state variance parameter settings. Antenna measurements were collected with the radar installed both on and off a sUAS to quantify the relative antenna gain, beam width and side lobe levels of the radars Metamaterial Electronically Scanning Array (MESA) antennas at boresight and extreme field of view pointing vectors. The relative antenna gain measured 2.6 dB lower at extreme field view angles compared to the boresight radiation pattern