Radar / Lidar Course

Instructor Ronnie Poole

Revised: 01/18

1
 Unit 1

Legal
Considerations

2
Arkansas Statutes

 12-9-403
– Establishes the
training
requirements of
an operator.

3
 Arkansas Statutes
 12-9-404
 States that any officer not meeting the

requirements set forth by statute cannot

legally operate a radar unit. If an
unqualified operator does take any
official action it will be held invalid.

4
 Arkansas Statutes
 Arkansas “Speed Trap Law”
 12-8-401
 Arkansas State Police are authorized to
investigate and determine if a municipality
is abusing Police power by:

5
 12-8-401 Cont.
 a. Generating revenue from certain traffic
offenses on state highways and that
generated revenue exceeds 30% of the
municipalities total expenditures (with
certain exemptions.)
 More than 50% of the citations issued are
for speeds less than 10 MPH over.

6
 CLEST
CERTIFICATION
 The Commission established the following
radar certification criteria under regulation
1015:
 The operator must have completed an
approved course.

7
 CLEST
CERTIFICATION
 Full-time,Part-time I, Part-time II and
Auxiliary Officers, who have
completed the approved training for
their level of certification shall be
eligible for certification as a Police
Traffic Radar Operator.

8
 CLEST
CERTIFICATION
 An operator certificate will be issued
to the officer after applying for radar
certification.
 Radar Operator cards will no longer
be issued after 3-1-2016.

9
 CLEST
CERTIFICATION
 Any certificates or I.D. cards are the
property of the commission and can be
recalled.
 The operator certificate, as well as the
instructor certificate, is non-expiring
unless the officer is separated from law
enforcement for more than 3 years.

10
 CLEST
CERTIFICATION
 Radar refresher is no longer
required.

 The course length for new operators

is 8 hours.

11
 Detection Devices
 These devices give advance warning that
a Radar is operating in the area.

 Radar detectors are NOT illegal in our

state.

12
 Basic Speed Rule
27-51-201
 No person shall operate a vehicle in
excess of a speed that is safe and
prudent for the conditions that exist at
the time.
 The basic speed rule is intended to
prohibit unsafe speeds.

13
 Basic Speed Rule
 The basic speed rule is not
dependent on posted speed limits.
 Violations of the basic speed rule
require proof that the speed was
unreasonable and imprudent for the
existing conditions.

14
 Basic Speed Rule
Conditions
 These existing conditions include:
 Road conditions.
 Traffic density and volume.
 Hazards ( road construction etc. )
 Weather conditions.
 Visibility
 Vehicle conditions.

15
 Absolute Speed Laws
27-51-201/216
 Absolute speed is a speed limit that is in
force regardless of the environmental
conditions.
 Absolute speed rules prohibit driving
faster and sometimes slower than
predetermined limits.
 Absolute speed rules depend upon posted
or mandated speed limits.
16
 Absolute Speed Laws
 The premise of the absolute speed
rule is that the predetermined speed
limit is the maximum and sometimes
the minimum reasonable and prudent
speed.

17
 Basic/Absolute Rule
Overlap
 The basic and absolute speed rules
can overlap. A driver can drive within
the absolute speed limit but violate
the basic speed rule.

18
 Introduction of Scientific
Evidence
 Evidence derived from complex
mechanical devices is typically
challenged by the defense as to its
accuracy and reliability.
 The prosecution must establish this
reliability by the use of expert
witnesses.

19
 Introduction of Scientific
Evidence
 The court can dispense with expert
testimony only if the scientific
principle underlying the new device
has been given judicial notice.
 Judicial notice extends only to the
principle, it does not apply to any
particular device

20
 Introduction of
Scientific Evidence
 The following are landmark court
cases that have established judicial
notice or established proper
operating and testing procedures.

21
 Judicial Notice
 In June 1955, the Supreme Court of New
Jersey took judicial notice of the Doppler
radar.
 This case was State v. Dantonio.
 In this case the court affirmed that the
radar concept was generally known and
understood by all reasonably informed
individuals.
22
 Judicial Notice
 The Arkansas State Supreme Court took
judicial notice of Doppler radar in 1959,
with the case Everight v. City of Little
Rock.
 In addition to taking judicial notice, this
case established that it is still necessary
to prove the accuracy of the particular
device employing the Doppler principle.

23
 Judicial Notice (Tests)
 No court can accept every radar
device as always being completely
accurate.
 What the court may do is take judicial
notice of certain methods and
techniques for determining accuracy.

24
 Judicial Notice (Tests)
 In Thomas v. City of Norfolk The Supreme
Court of Virginia ruled that it would be sufficient
to test the radar unit at the beginning and end of
each duty shift.
 In State v. Tomanelli the Supreme Court of
Connecticut established the use of the tuning
fork as a reliable test of accuracy. It is important
that the court noted that the tuning fork’s
Accuracy may be questioned.

25
 Operator
Qualifications
 InHoneycutt v. Commonwealth The
Kentucky Court of Appeals stated
that an operator must be able to:
a. Properly setup a radar Unit
b. Test a radar unit.
c. Read a radar unit.

26
 Honeycutt Vehicle
Identification
 Honeycutt also dealt with vehicle
identification. The court established a
procedure for vehicle identification.

27
 Honeycutt Vehicle
Identification
 The officer must establish, through direct visual
observation, that a vehicle represents a
potential violation.
 The initial estimate is verified by checking the
speed displayed by the radar unit.
 If these two pieces of evidence agree, the
operator has sufficient cause to believe the
target vehicle is the violator.

28
 Honeycutt Vehicle
Identification
 The visual estimate must be considered
the primary evidence with the radar
reading being considered secondary.
 While not mandated by case law, the use
of the Doppler tone is strongly
recommended as an integral part of
tracking history.

29
 Special Requirements Moving
RADAR
 InState v. Hanson the Wisconsin
Supreme Court addressed several
issues on the use of moving radar.
The issues are:
 The operator must have proper training and
experience in the operation of moving radar.
 The radar unit must have been in proper working
order when the violation took place.

30
 Special Requirements Moving
RADAR
 The radar unit was used where road
conditions would distort readings as little
as possible.
 The patrol car’s speed was verified.
 The unit was tested within a reasonable
time before and after the arrest.

31
 UNIT 2

Principles of Radar Speed

Measurement

32
 Doppler Principle
 In 1842, Christian Doppler
discovered that relative motion
causes a signal’s observed frequency
to change by studying sound waves.
 This observation is now referred to as
the “ Doppler Principle”.

33
 Doppler Principle
 This principle was arrived at by
Doppler listening to a train whistle as
the train approached him.
 As the train approached the whistle
sounded high pitched.
 As the train passed the observer the
whistle sounded normal.
34
 Doppler Principle
 As the train went away from the
observer the whistle sounded low
pitched.
 When the principle is applied to traffic
radar the following observations
apply:

35
 Doppler Principle
Observations
 If relative motion brings the objects closer
together, the reflected frequency will be
increased.
 If relative motion takes the objects further apart,
the reflected frequency will be decreased.
 How much the reflected frequency is changed is
determined by the speed of the relative motion
between the two objects.

36
 Relative Motion

Objects Moving Towards - Reflect At Higher Frequency

Transmitted Frequency
Object Moving
Transmitter Toward
Reflected Frequency

Objects Moving Away - Reflect At Lower Frequency

Transmitted Frequency
Object Moving
Transmitter Away
Reflected Frequency

37
 Relative Motion
 Relative motion occurs when:
The radar stands still and the object moves.
The radar moves and the object stands still.
Both the radar and the object are moving, as long as
they both move at different speeds or in different
directions.

38
Radar Uses Radio Waves

Basic principle applies to:

• Sound Waves

• Light Waves

• Radio Waves

39
 Radio Waves
 From the transmitter, radio waves spread
out in a predictable manner at a known
speed, the speed of light (186,282 mps).
Given all these known qualities useful
information can be gained by calculating
the difference between the original
transmission and its reflection.

40
 Early Radar
• In the 1930’s radar was used to detect aircraft.

• In 1947 law enforcement began to use radar for

speed measurement.

• Radar Frequencies: X-Band, K-Band, Ka-Band

• In 1972 Moving RADAR was developed.

41
 RADAR

RAdio
Detection
And
Ranging

42
 Radar Operation
 Radio-frequency is generated by a
transmitter.
 An antenna forms the energy into a beam.
 The beam is transmitted into space.

43
 Radar Operation
 When the energy or signal strikes an
object, a small amount of energy is
reflected back to the antenna.
 From the antenna, the reflected signal is
sent to the receiver, where, if the signal is
strong enough, it is detected.

44
 Radar Operation
 To measure speed, a radio signal’s
frequency is changed when the signal is
reflected from a target that is moving at a
different speed from that of the radar unit.
 This change or shift is known as “Doppler
Shift”

45
 Radar Operation
 By measuring the amount of the frequency
shift, the radar is able to calculate and
display the target speed in miles per hour
and generate a corresponding Doppler
tone.
 The higher the speed, the higher the pitch.

 The lower the speed, the lower the pitch.

46
 WAVE, WAVELENGTH

Peak
A to B = Wavelength

Valley
47
 Wave Concept
 Every radio signal has two related
characteristics that distinguish it from
every other signal.
 Wave length - the distance from the

beginning of the peak to the end of the

valley. A wave usually consists of many
cycles not just one.

48
 Wave Concept
Frequency – the number of the
recurrences of a signal during
one second of time.

49
 Wave Concept
 Every radio signal has its own
particular frequency and wave length.
 The speed of a radio signal is
constant. The signal travels at the
speed of light, 186,282 miles per
second.

50
 Wave Concept
Whenever a signal is changed, the
signal speed remains the same. As
frequency increases, the wave length
will shorten. As the frequency
decreases, the wave length will
lengthen.

51
 Assigned Frequencies
 Police radar units operate in the
Microwave frequency band. This means
that the signal contains billions of waves
per second, otherwise expressed as
gigahertz.

52
 X- band Radar
Frequency
 10,525,000,000 Waves per second
 10.525 Gigahertz

53
 K- band Radar
Frequency
 24,150,000,000 waves per second
 24.15 Gigahertz

54
 KA- band Radar
Frequency
 33.4 to 36 Gigahertz

55
 Wavelength
• AM Radio 950 feet long

• Police Radio 6 feet long

• X-Band Radar 1.1 inch

• K-Band Radar 0.49 inch

• Ka-Band Radar 0.34 inch

56
 Radar Beam
 The radar wave energy transmitted by
police radar is concentrated into a cone
shaped beam.
 The energy level decreases as the
distance from the unit increases.
 The energy level also decreases with
distance from the beam’s centerline.

57
Reflected Metal
Stone
Wood
Concrete

Refracted

Glass
Plastics

Leaves
Absorbed Sand

Grass
Earth

58
 Radar Range
 The range or distance at which a reflected
signal will be read by the radar device,
depends on the sensitivity of the antenna
receiver.
 The effective range of most radar devices
easily exceeds a half a mile.

59
Side Lobes

Contains Approximately 85%

of the Signal’s Power

60
 Beam Width
 Beam width will vary from manufacturer to
manufacturer and from model to model.
 The initial angle of the emitted RADAR beam
will determine the relative beam width.
 The initial angle may vary from 9 to 18 degrees
depending on the manufacturer.

61
 Beam Width
 A beam emitted at an 18 degree
angle will be:
80 feet wide at 250 feet from its source.
160 feet wide at 500 feet from its source.
320 feet wide at 1000 feet from its source

62
 Beam Width
 A beamemitted at an angle of 11.5
degrees will be:
50 feet at 250 feet from its source.
100 feet wide at 500 feet from its source.
200 feet wide at 1,000 feet from its source .

63
 Beam Width
 This makes it impossible for radar to select or
focus on any one particular target vehicle at any
significant distance.
 The radar device will display the strongest
signal that it receives.
 The beam width at any significant distance is
much wider than the roadway itself, therefore
radar devices are not lane selective.

64
 Unit Three

Radar Operations

65
 Radar Operations
 Radar measures the change in the return
frequency to determine target vehicle speed.
 This target speed is reached by using what is
called Doppler shift.
 With an X-band radar an increase or decrease
of 31.4 waves per second is equal to 1 mph in
speed for a target vehicle.

66
 Stationary Radar
 With a K-band radar an increase or decrease of
72 waves per second is equal to a 1 mph
change in speed for a target vehicle
 With a KA-band radar an increase or decrease
of 103 waves per second is equal to a 1 mph
change in speed for a target vehicle.
 These changes in frequency are very small
when compared to the original frequency.

67
 Angular or Cosine Effect.
Stationary Operation
 We will always be at an angle to the
target.
 A significant angle will result In the
stationary radar unit giving a lower than
true speed.

68
 Angular or Cosine Effect.
Stationary Operation
 The Angulareffect is manifested in
several ways:
 As a target vehicle approaches very close to the
radar, the speed displayed can begin to fall. This
is caused by the increase in the angle.
 When the angle is great, the target is not picked
up until it is close.

69
 Angular or Cosine Effect.
Stationary Operation
 An extreme manifestation would be when a
vehicle passes through the radar beam at a 90
degree angle to the unit.
 In this case no speed reading is generated, but
you may notice a quick, faint, unclear Doppler
tone.

70
 Angular or Cosine Effect.
Stationary Operation.
 Minimizing angular effect
 Set up as close to the roadway as you safely
can.
 Align the antenna as straight down the road as
possible.
 With stationary radar the angular effect is always
in favor of the violator and will produce a lower
than true speed reading.

71
 Radar
Moving Operation
 In moving mode, the radar device
determines and displays the speed of the
patrol vehicle by sending out a signal
beam that strikes the roadway just ahead
of the patrol vehicle and returns. This is
known as the low Doppler beam.

72
 Moving Operation
 The device also sends out a signal beam
that strikes the target vehicle and returns.
This is known as the high Doppler beam.

73
 Moving Operation
 The moving radar compares the
difference between the low and high
Doppler beam returns. It then calculates
and displays a target vehicle speed.

74
 Moving Operation
 Formula:

 Closing Speed – Patrol Speed = Target Speed.

 This procedure and calculation is done

automatically and instantaneously by the radar
unit.

75
 Moving Operation
 Any mistake in the patrol vehicle speed
computation could result in the violator’s
displayed speed reading being higher
than true speed.

76
 Moving Operation
 Thisis why it is so important that you
compare the patrol vehicle’s
displayed speed on the radar to the
calibrated speedometer of the patrol
vehicle at the instant of the violation.

77
 Moving Operation
 If the patrol vehicles displayed speed and
the calibrated speedometer reading differ
by more than +/- 1 MPH, disregard the
violators displayed speed and take no
enforcement action.

78
 Angular or Cosine Effect
Moving Operation
 Same basic cause as with stationary
operation.
 This can happen when there is a wide
median between lanes and the operator
has turned the antenna slightly toward the
oncoming vehicles.

79
 Moving Radar
 True speed readings can only be obtained
if the radar unit is correctly computing the
patrol vehicle speed.
 If less than true patrol vehicle speed is
computed by the radar, it will produce an
incorrectly high target speed reading.

80
 Moving Operation
 Conditions that can create a low patrol
speed reading:
 The antenna being pointed at an angle to the
direction of travel.
 Antenna receiving a low Doppler reflected from
some object at an angle or from a moving object.

81
 Moving Operation
 To avoid or recognize these potential
problems
 Align the antenna as straight as possible
 Continually monitor your displayed patrol speed
in comparison to your calibrated speedometer
reading.

82
 Unit 4: The Radar
Decision Process
 When multiple vehicles are present in
the radar beam, additional factors
must be considered.

83
 Multiple Signals
 The radar may receive reflected signals
from many vehicles.
 The radar unit will display a reading
based on the strongest signal received.
 How do we know which vehicle?

84
 Reflective Capability
 Reflective Capability
A large truck will obviously have a larger reflective area
than a small passenger car. Thus a truck can create a
stronger signal than a passenger vehicle, and a
passenger vehicle can create a stronger signal than a
motorcycle.
The shape and physical make up of a target vehicle will
also affect its reflective capability. A Jeep is likely to be
more reflective than a Corvette.

85
 Reflective Capability
 Streamlined vehicles, or those made of
fiberglass will reflect a radar signal.
However, the distance at which the radar
displays a reading for such vehicles will
be reduced.

86
Reflective Capability

87
 Position
 Normally the closer a vehicle is to the
antenna, the stronger the reflected signal.
 If vehicles of comparable size are in
question, the target vehicle closest to the
antenna will be the one most often
displayed.

88
 Position
 The position of a target vehicle relative to
other vehicles and the radar antenna is
important in regard to which vehicles
speed the radar unit will display.

89
 Tracking History
 Visual estimation of target speed.
a. This is the most critical element.
b. Testimony must substantiate that the
vehicle in question was observed to be
speeding.
c. This observation is arrived at
separate from the radar evidence.

90
 Tracking History
 Audio Tracking
a. The audio feature allows you to hear the incoming
Doppler signal.
b. A stable target will result in a single, pure clear audio
tone.
c. The higher the pitch of the tone, the faster the speed of
the target producing the Doppler signal.
d. Interference that could affect the radar unit is heard as
static and is not consistent with the pure, clear Doppler
tone from a valid target.

91
 Tracking History
 The target speed displayed by the radar
must correspond reasonably with the
visual speed estimation and the correct
audio tone.
 Each of the three must reinforce the
others.
 If any of them is incompatible, the reading
must be disregarded.
92
 Tracking History
 Patrol speed verification
( moving radar only )
a. The patrol speed indicated on the radar must
correspond with the speed reading on the patrol vehicle’s
speedometer +/- 1 MPH.
b. The patrol vehicle’s speedometer must be
certified Calibrated.
c. This verification insures that that the radar
computation of the target speed is based on a valid
patrol speed.

93
 Tracking History
 A tracking history must be obtained for each
radar based enforcement action. Whenever
radar speed measurements are conducted, two
points must be kept in mind:
a. The radar-displayed speed measurement is only one part of the
evidence and cannot be the sole basis for any enforcement action.
b. In order to be valid and admissible, the radar speed measurement
must be obtained in strict compliance with all applicable case law
and department policy.

94
 Tracking History
 Never base a decision on an instant radar
measurement.
 Watch the speed measurement and listen
to the audio output for at least a few
seconds.
 Be sure that the signal that you are
receiving is from the target vehicle.

95
 Locking Feature
 The idea behind a locking feature is to
preserve evidence for the short term. It
captures the target speed reading at the
instant it is activated.
 It does not lock-onto and track the target
vehicle like a missile guidance system.

96
 Locking Feature
 Once a good tracking history has been
obtained, the target vehicles speed can
then be manually locked in.
 The automatic locking feature and/or auto
alert should never be used for
enforcement purposes.

97
 Tracking History
 Radar operations should be conducted
only at the appropriate times and places.
If traffic flow builds up to a point that it
becomes a problem to make a good
target identification you should stop using
radar.
 If any doubt exists take no
enforcement action.

98
 Unit 5
Radar Effects

99
 Radar Effects
 The terrain can have an effect on radar.

 The best area to operate radar is on

straight and level roadways.

100
 Radar Effects
 Police radar is designed to operate on a
line of sight basis.
 Hilly terrain can create a problem with
target identification in that the beam may
reflect more strongly from a target higher
on the hill than from the vehicle closest to
the radar.

101
 Operational Range
Control
 Some radar instruments have a
control device that allows the
operator to adjust the unit’s
“operational range”.

102
 Operational Range
Control
 This control only affects the radar’s
ability to process a received signal
and that is at or above a desired
strength.
 This can incorrectly be perceived by
the operator as limiting the beams
range.

103
 Operational Range
Control
 A low sensitivity setting means that the
radar will only perceive fairly strong
signals and won’t begin to register a
signal until the vehicle is fairly close.
 A high sensitivity setting means that the
radar will perceive fairly weak signals from
a vehicle that is quite far away.

104
 Operational Range
Control
 Stationary Procedure
 Turn the range control to its lowest setting.
 Slowly increase the radar sensitivity.
 Observe when and where approaching vehicle
begins being displayed on the radar. This will
allow you to determine the operational range for
your unit.
 Beware that different sized vehicles may begin to
display at different points.

105
 Operational Range
Control
 For moving radar the sensitivity may need
to be set significantly higher, because
both vehicles are moving and the distance
between the patrol vehicle and the target
vehicle could be great and is changing
rapidly.

106
 Operational Range
Control
 A radar unit’s range setting is approximate, not
precise.
 Don’t try to adjust your sensitivity by adjusting
the antenna up or down. If your unit doesn’t
have a range control, keep the antenna pointed
straight ahead.
 Adjusting the sensitivity of your range control
will have no impact on radar detectors. The
beam strength remains the same.

107
 Interference -
Harmonics
 Harmonics interference can occur in the
absence of a strong valid target.
 In these circumstances the radar may
process weak frequencies at or near its
assigned frequency.
 These signals are usually weak, lack the
proper tone, and disappear when a valid
target moves into the radar beam.
108
 Interference -
Harmonics
 Although not common, harmonics
could include energy released by:
 Airport radar
 Mercury vapor and Neon lights.
 High-tension power lines.
 High-output microwave transmission towers
 Transmissions from CB and police radios.
 If you experience this in a particular area, err on
the side of caution and disregard any readings.

109
 Interference - Moving
Objects
 Because Doppler radar is designed to measure
relative motion it can possibly pick up any
moving object, not just a vehicle.
 The most common moving objects that may
interfere with radar are:
 Vibrating or moving signs near the roadway.
 Fan blades moving either inside or outside of the
patrol vehicle.

110
 Interference
 Interference can come from within the
patrol vehicle.
 Using the Doppler audio feature on the
radar will help in recognizing interference
- instead of a clear, pure tone of a valid
target, the audio can emit rhythmic, static
or buzzing sounds.

111
 Interference Induced
Readings
 The trained operator will ignore
interference-induced readings, since:
 There is generally no vehicle within the
operational range of the radar and therefore, no
visual clue.
 Interference is usually weak. When a valid target
enters the operational range it will almost always
override the interference.

112
 Interference Induced
Readings
 The Doppler audio effect caused by
interference will not usually be the clear,
pure tone of a valid target.
 Usually interference is momentary and

is not consistent with a valid target

tracking history.

113
 Inclement Weather
 Rain, snow etc. doesn’t affect radar’s
accuracy as much as it does its range.
 Inclement weather decreases the unit’s
operational range. Moisture laden air
tends to scatter the radar beam slightly,
thus reducing its effective range.

114
 In moving radar, the low Doppler beam
may strike standing water immediately
ahead of the patrol vehicle and cause a
brief loss of patrol vehicle speed readout
and/or produce an extremely high
momentary target vehicle speed that does
not match the visual estimation of the
target vehicle.

115
 The patrol vehicles wiper blades passing
across the beam may produce a Doppler
tone indicating interference.
 Many agencies prohibit the use of radar
while it is raining.

116
 Multi - Path Beam
Cancellation
 The high Doppler beam may reflect off of
multiple targets/objects and not return to the
radar unit. This results in the speed readings
blanking out momentarily.
 In the event that the beam does return to the
radar unit, it may produce a brief, extremely
high target speed reading.
 Patrol speed verification and tracking history will
not correlate with that of a valid target.

117
 Scanning Effect
 A hand-held radar that is rapidly moved in a
sweeping motion or a Stationary unit mounted in
the vehicle while making a fast U-turn, may
produce a brief speed measurement as the
beam sweeps across objects in the
environment.
Not moving the handheld unit while taking a
measurement and always following proper
tracking history procedures can prevent this.

118
 Panning Effect
 This only occurs in two piece radar units.
 Can occur when the antenna is pointed at
the counting unit. This is a type of
electronic interference.
 Mount the antenna so that it does not
point at the counting unit.

119
 Electronic Interference

 Can be created by other devices that

produce radio waves when those devices
are operating in very close proximity to
the antenna or counting unit.

120
 Turn On Power Surge
Effect
 Suddenly turning on the radar unit can result in
a speed reading because of a sudden surge of
voltage to the unit.
 This is not an appropriate method of defeating
radar detectors.
 The antenna hold switch is more effective in
defeating detectors. This switch prevents the
release of the generated radar beam until the
switch is activated.

121
 Patrol Speed Shadow
Effect
 A shadow effect may be experienced when the
low beam that is supposed to determine the
patrol vehicle speed by striking the ground just
ahead of the patrol vehicle, instead locks onto a
very close, large moving vehicle that is
traveling in the same direction as the patrol
vehicle. The radar may read the difference in
speed between these two vehicles as the patrol
vehicle speed, causing a low patrol vehicle
speed display.
122
 Patrol Speed Shadow
Effect
 This effect then causes the remainder of the
patrol vehicle speed to be combined with and
read as target speed.
 This results in an extremely high speed reading
and Doppler tone that does not match your
observation of the target vehicle.
 At the same time, it results in an extremely low
patrol vehicle reading that does not match your
speedometer reading.

123
 Batching Effect
 The batching effect may occur if the patrol
vehicle is rapidly changing its speed while
the radar speed measurements are being
made.
 Most radar units are fast enough to keep
up with significant speed changes, thus
avoiding the batching effect, and / or blank
out when such changes occur.

124
 Conclusions on Effects
 Many of these effects arise only through blatant
improper operation of the radar unit.
 Most can be avoided or easily identified by
following the proper operating procedures.
 If one does occur, it will be brief and only affect
the radar momentarily.
 ALL OF THEM WILL LACK THE NECESSARY
SUPPORTIVE EVIDENCE FOR A VALID
TARGET READING.

125
 Unit 6
Case Preparation and
Documentation

126
 Case Preparation and
Presentation
 While there is no specific Arkansas
case that requires the keeping of a
radar log, officers should be prepared
to back up their testimony with
documentation, just as they would do
in any criminal case.

127
 Case Preparation and
Presentation
 The officer must be prepared to:
 Establish the time, and place of the radar
measurement.
 Establish the location of the offending vehicle.
 Establish that the defendant was driving the
vehicle.
 Must state/present your qualifications and
training.

128
 Case Preparation and
Presentation
 Present the most recent annual
certification/calibration for the unit and its tuning
forks.
 Establish that the radar unit was properly
operating.
 Establish that the unit was properly tested for
accuracy both before and after its use, using a
certified tuning fork or other accepted method.

129
 Case Preparation and
Presentation
 Accurately identify the target vehicle.
 Observed that the vehicle appeared to be
speeding and estimated how fast.
 Observed a radar reading that agreed with the
visual estimate of the vehicle’s speed.
 Establish that the audio Doppler pitch emitted
correlated with both the visual estimate and the
radar reading.

130
 Case Preparation and
Presentation
 If moving radar is used, testify that the patrol
vehicle’s speed was verified at the time that the
speed measurement was taken.
 Be prepared to present the patrol vehicle
manufacturers speedometer calibration
certification.
 Do not allow yourself to be drawn into a technical
discussion of the Doppler principle or a radar
unit’s internal workings.(Honeycutt v
Commonwealth)

131
 Unit 7
Radar Component Assembly
and Mounting

132
 Instrument Licensing
 A radar unit is composed of a radio
transmitter and receiver; as such it must
be licensed by the FCC.
 Only a station license is required.

133
 Instrument
Component Assembly
 Radar units fall into two categories:
a. One-piece
b. Two-piece
 One-piece units only require being
plugged in to a power source, being sure
the unit is turned off when doing so.

134
 Instrument
Component Assembly
 Two-piece units require some component
assembly.
a. The antennas are connected to the counting box.
b. The remote is connected to the counting box
c. The counting box is connected to a power
source.
c. The unit is turned on.
Always remember to have the unit off when it is attached to a
power source or it can cause damage to the unit or blow a
fuse.

135
Radar Unit Components
Antennae

Power Counting
Supply Unit

Remote

136
 Mounting the
Counting Unit

 Three considerations
 The safety of the mount.
 The visibility of the radar speed display.
 If the unit obstructs the operators view.

137
 Antenna Mounting
 Avoid mounting the antenna where it
unnecessarily exposes the operator or
passengers to microwave radiation.
 Do not mount the antenna so that the counting
unit is in the radar beam.
 Mount the antenna so as to avoid interference
from inside the vehicle.

138
 Mounting the antenna as close to the
windshield as possible and maintaining
the proper straight ahead antenna
alignment will significantly reduce the
likelihood of interference.
 Follow the manufacturers
recommendations for antenna mounting.

139
 Antenna Direction
 The radar’s antenna/s can be directed
toward vehicles either approaching or
going away from the patrol car.
 Adjust the antenna/s for ideal beam/target
contact, considering both range and
angle.

140
 Antenna Direction
 Depending upon the features of your
particular radar unit, and the number of
antennas (1or 2) you may be able to
detect target vehicles while you are:
 Stationary or moving, target traveling toward or
away from you.
 Moving same direction ahead of you.
 Moving same direction from behind you.

141
 Unit 8
Accuracy Tests

142
 Tests for Accuracy
 Internal circuit test
 This is usually the first test conducted on your

unit.
 This tests the counting unit for proper

function. Some units may also test the

antenna connection.
 If any numbers are displayed other than

those set by the manufacturer the unit should

not be used.

143
 Tests for Accuracy
 Light Segment Test
 Most radar units have a feature that
allows the operator to verify that all light
segments are working.
 If a light segment is burned out the unit

should be taken out of service.

144
 Tests for Accuracy
 External Tuning Fork Test
 The external tuning fork test tests both
the antenna and the counting unit.
 Use the calibrated forks assigned to the

particular unit to conduct the following

steps:

145
 Tuning Fork Use
 Grasp its handle and strike one of the tines
against a surface that is not as hard as the fork
itself. This causes the fork to vibrate.
 Avoid striking the fork when the fork is very hot
or very cold. This could cause a false reading.
 Place the radar unit in stationary mode.
 Be sure there is no target in the beam or
interference when conducting this test.

146
 In Stationary Mode
 Hold the fork 1 to 2 inches ahead of the antenna
so that the fork vibrates toward and away from
the antenna.
 A speed measurement will appear in the target
window of the counting unit. If this speed is
more than 1 m.p.h. above or below the speed of
the fork, do not use your unit.

147
1-2”

yes

no

no

148
 Tuning Fork Use
 Place the radar unit in moving mode.
 Two forks are used.

 The low speed fork is struck and used first. This will

produce a patrol speed.

 The high speed fork is then struck and used at the

same time as the low speed fork.

 Then target speed displayed should be difference

between the high speed and low speed forks.

 The same test speed deviation will be allowed.

149
 Patrol Speed
Verification
 This test is required only for moving radar.
 This check is to establish that the moving
radar unit is properly displaying the actual
patrol car speed.
 Be sure the antenna is pointing straight
ahead.

150
 Patrol Speed
Verification
 Conduct this test by accelerating to a
steady speed and compare the calibrated
speedometer reading with the patrol
speed displayed.
 Remember you need to test the accuracy
of your unit as often as possible.

151
 Unit 9
Site Selection

152
 Site Selection
 Avoid areas where interference might be
encountered or alleged.
 Avoid areas that do not allow adequate
observation for a tracking history of the
target.
 Avoid areas that are not conducive to
conducting a safe traffic stop.

153
 Site Selection
 A need for radar operation could be based
on:
 A lot of accidents involving speed.
 Many speed violations have previously occurred.
 Citizens have made complaints about violations.
 Special speed regulations or other characteristics
require selective or special speed enforcement.

154
 Site Selection
Considerations
 Safety - this is a primary consideration.
The site selected should not pose a threat
to officers or a motorist.
 Traffic and roadway conditions - the site
should give you an unobstructed view of a
target vehicle. The traffic flow should not
be so heavy that it does not allow you to
get a good target verification.

155
 Unit 10
Operation of Specific
Devices

156
 Each model of radar will have its own
unique features and characteristics. As
the operator, it is your responsibility to
learn how to properly operate each of
those features.

157
 Same Direction Radar
 Same direction moving mode is designed
to measure the speed of a target vehicle
going the same direction as the patrol
vehicle.
 Formula for computing the target speed.
 Target speed = Separation speed - Patrol speed.

158
 Same Direction Radar
 The operator must select the proper
operating function on the unit to match the
situation that is presented.
 Example: Violator moving same direction
ahead of you vs. same direction behind
you.

159
 Same Direction Radar
 Target Identification Considerations.
 All previously established guidelines for

target verification will still apply to same

direction radar.

160
 Same Direction Radar
 Tracking history elements are:
 Visual estimation of speed.
 Doppler audio

 Correlation between visual speed

estimate and speed displayed.

 Patrol speed verification if using moving

radar.

161
 Unit 11
Lidar
 Lidar is a device that measures
speed and distance using a laser
(focused light) based technology.
 Lidar differs from radar in its ability to
measure distance as well as speed.

162
 Laser
 Laser is an acronym that stands for; Light
Amplification by Stimulated Emission of
Radiation.

163
 LIDAR
 What does LIDAR stand for?
 Light Detection and Ranging.

164
 Lidar
 When the trigger is pulled the unit sends out
hundreds of invisible infrared light pulses per
second.(100 to 600 depending upon the model)
 As each pulse is transmitted, a timer is started,
and when the energy of a laser pulse is
reflected from a target and received by the unit,
the timer is stopped.
 This appears to happen instantly to the
operator.

165
 Lidar
 From the elapsed time taken for the laser pulse
to strike and return from the target, the distance
to the object is calculated with the known speed
of light. (186,282 miles per second)
 By comparing two such readings, the unit can
then calculate the target vehicles speed based
on the distance traveled by the vehicle between
pulses.

166
 Lidar
 If the results are within the
preprogrammed parameters of the unit, it
will display the speed and distance. If an
error has occurred and the results are
outside of the preprogrammed
parameters, the unit will display an error
reading.

167
 Lidar
 The most common error is caused by the
operator moving the unit while attempting
to obtain a reading.

168
 Lidar
 The laser beam is much smaller than a radar
beam. At 2000 feet the laser beam is 8 feet
wide. A radar beam at 2000 feet could be
between 400-500 feet wide depending upon the
band used.
 Because the lidar beam is so narrow, the
operator must aim the lidar, and as a result the
operator is able to pick a single target vehicle
from within a heavy traffic pattern.

169
 Lidar
 The maximum effective range of a lidar is
2000 feet.
 The lidar operates at a light frequency of
330 terahertz. (trillion waves/cycles per
second)
 Unlike radar, the frequency of the lidar
beam is not used to calculate speed.

170
 Lidar Operation Set-up
 When setting up to use a lidar you should
consider the following things:
 Cosine angle (angle to the target)
 Clear line of sight
 Visibility Conditions
 Windshields
 Absolute stability of the unit upon activation of
the trigger.

171
 Speed Measurement
 The lidar must be aimed. Since the beam is
narrow you have to be steady and precise.
 On a vehicle moving toward you aim at the front
license plate, the headlights, or the turn signal
reflectors.
 On a vehicle moving away from you aim at the
license plate or the tail light reflectors.

172
 Speed Measurement
 The unit must be held still while a
measurement is being taken. If you move
the unit you will receive an error message.
 Once you have a sighted target, the
trigger is squeezed. The unit instantly
records the target speed and distance.

173
 Automatic Internal Test
 Once the unit is powered up it will automatically
conduct internal tests.
 Display test
 Memory test
 Accuracy test
 Software version
 Unit of Measure
 HUD display mode

174
 Manual External Test
 Set up targets at known distances, such
as 250 and 500 feet.
 The measurement should be accurate to
+/- 1 foot.

175
 Testing HUD
Alignment
 Select an object about 200 feet away, such as a
stop sign or a utility pole.
 Sweep the unit across the target and observe
that the proper range is displayed only when the
target is in the reticule. This test will establish
lateral alignment.
 Repeat the sweep going up and down to
establish the vertical alignment.

176
 Lidar Maintenance
 Maintenance of the unit consists of
periodic cleaning of the external optical
surfaces.
 This should only be done when needed.
 Use a lint free cloth dampened with low-
residue isopropyl alcohol. Clean the
lenses using a circular motion.

177
 Lidar Maintenance
 The external optical surfaces are coated
glass. Extreme care must be taken when
cleaning these surfaces to prevent
scratching. Scratching will lead to
performance degradation.

178
 Care of the Lidar
 Protect the optical surfaces from
contacting objects.
 Do not point the unit at the sun or other
intense light.
 Whenever the unit is not in use, put on the
protective lenses cap.

179
 Care of the Lidar
 Whenever the unit is not in use, place it in
its carrying case.
 Follow manufacturers recommendation
concerning any potential safety hazards.

180
 Eye Safety Concerns
 The lidar unit emits a very brief pulse of
infrared light. (invisible to the human eye)
Because the pulse of infrared light is so
brief, it is not possible for the eye to focus
on it like it could with the continuous beam
of visible light from a laser pointer.

181
 Eye Safety Concerns
 Always follow the unit manufacturer’s
recommendations, if any, concerning any
potential safety hazards.

182
 Unit 12
Practical Exercises

183
 Practical Exercises
The students will be required to complete a
ride along practical to observe the proper
operation of a radar unit.
The students will be required to conduct a
stationary and moving speed and range
estimation exercise.
The exercise will be completed with a plus
or minus 20% degree of accuracy.
184
 Conclusion
 We have covered radar and lidar
operation from a basic approach. You will
be expected to learn how to operate your
agency’s radar and lidar devices and to
follow your departmental policies for
proper operation.

185
 Conclusion
 If you follow the guidelines that you have
been given, you should have no problems
operating in a professional, ethical and
legally defensible manner.

186
 Remember
 If any doubt exists about the validity of a
target vehicle speed reading, take no
enforcement action.

187