Transcript
Education Services/Radar Engineering Unit
Pro Laser Infrared Training Workshop
Acknowledgement
This material was prepared by Inspector John Lipman, Sergeant Rod O’Grady, Senior Constable Ed Hoerger of the Radar Engineering Unit and Senior Constable Andrew Germolus of the Traffic Education Unit.
Copyright ©2005 by Education Services, New South Wales Police Service. All rights reserved. No part of this publication may be reproduced or distributed in any form or by any means, or stored in a database or retrieval system, without the prior permission of Education Services.
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Education Services/Radar Engineering Unit
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Pro Laser Infrared Training Workshop
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Table of Contents Page No. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Police Use of Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Tracking History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Development of the Laser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Types of Lasers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Laser Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Monochromatic Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Scientific Acceptance of Lasers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Solid State Laser Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Time of Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Tracking History ProLaser III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Set up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Weather Conditions Affecting Laser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Steady Aiming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Cosine Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Clear Line of Sight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Weather Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Movement of the Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Potential Influences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Cosine Effect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . True Speed as Affected by Angular Effect . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cosine 10:1 Rule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reflection Influences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Night Operation and Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Laser Jammers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21 21 22 23 23 24
Other Factors Affecting Lasers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Several Don’ts for the ProLaser III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Switch Panel Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
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HUD Alignment Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Distance Accuracy Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Operators to Note . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Care and Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Lens Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Testing Procedure for ProLaser III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Distance Accuracy Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Customer Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Operational Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
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Introduction This training course is designed to provide the necessary information to set up, test and operate the Kustom Signals Inc. ProLaser III laser based speed measurement LIDAR System. Operators of conventional microwave based traffic radar will find it very easy to operate the ProLaser III. Many of the standard radar features have been incorporated into the ProLaser III such as tracking history, radio frequency interference protection and range control, plus the added benefits of a laser based unit of individual target vehicle tracking, direction selection and a stopwatch feature. First time operators will find it an extremely user friendly unit to operate. Upon power up, the unit is ready to test and take speed measurements. Radar and laser speed measuring systems share many commonalities yet are as different as night and day. While both measure the speed of vehicles, one uses the doppler principle while the other one uses time of flight. Both systems are only tools to be used by the operator, it is important to have a thorough understanding of the principles of radar as well as lasers before either system can be used effectively.
Police Use of Radar
Figure 1
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After the war, the technology developed for the war needed a new direction. One area was speed monitoring of vehicles. Probably the oldest and simplest form of speed measurement is the average speed method. A target is timed over a known distance and a simple calculation using data obtained reveals the average speed of the target over the distance. This method has two inherent faults. If the distance between the datum points is large, parallax error becomes a significant factor. If the distance between the datum points is reduced to overcome parallax error, the reaction time of the operator becomes significant and may introduce an unacceptably high error. Both problems are overcome by using automatic sensors to start and stop the timer. Pneumatic tubes are one form of sensor but they are inconvenient to set up. Other systems are suitable for permanent installation only, or require components on both sides of the carriageway. The NSW Police Aerial Surveillance Program took advantage of the average speed method by timing a target over 500m to minimise the effects of reaction time, and overhead observation of the target minimised the effects of parallax error. Tracking History 1.
Visual observation of target vehicle and traffic.
2.
Visual estimation of target's speed.
3.
Verify the speed reading and estimate of speed agree.
4.
Verify a SOLID audio tone.
5.
Minimum of three (3) second check.
6.
Verify the displayed speed reading, estimation, and audio agree.
Figure 2
The officer must use his/her visual skills to: 1.
observe and estimate the speed of the target vehicle;
2.
listen to the audio tone; and
3.
compare the speed reading with the estimate of speed.
If all agree, infringement action may be taken. This, in itself, has done more to help identify the proper target than any other training tool to date.
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As we have all learned over the years, various influences can affect a radar reading. These include snow, rain, fog, electrical noise, radio frequency interference, cosine effects, shadowing, combined speeds, and others. The better the tracking history, the less likely the operator would be confused by improper, interference induced readings, or multiple target situations. Because traffic patterns are becoming heavier, the traffic officer is having to identify target vehicles in groups instead of alone and out front. The need for a different type of speed measurement device that can pinpoint a specific target vehicle has become more apparent.
Development of the Laser
Laser Light Amplification by Stimulated Emission of Radiation Figure 3
The first theories of a LASER (Light Amplification by Stimulated Emission of Radiation) were given by Albert Einstein in 1917. He theorised that molecules that were energised gave off a light that occupied only a small portion of the light spectrum, often called “one-colour light”. In 1957, Gordon Gould invented the first laser, while Theodore Maiman, in May 1960, built the first working ruby cylinder laser.
Frequency Radar X-Band 10,525,000,000 Hz (10.525 GHz) K-Band 24,150,000,000 Hz (24.150 GHz) Ka-Band 33.4 - 36.0 GHz Laser 330,000,000,000,000 Hz or 330 THz (TeraHertz) Figure 4
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Figure 5 While both microwave and laser light occupy portions of the electromagnetic spectrum, we do not associate lasers with radios. Yet, just as radio and microwave equipment has been used for communications as well as medicine (cancer treatment using high power radio frequency energy to heat the cancer cells), so has the laser.
Uses for Laser •
Welding and cutting of materials from plastic to steel.
•
Medicine - unclogging arteries, eye surgery, cat scans.
•
Communication - secure data links.
•
Distance measuring - surveyors.
•
Scientists - distance from earth to moon, flatness of objects.
Figure 6
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Since its development, the laser has been used for welding and cutting materials, communication, and in medicine. In 1962, a laser was used for eye surgery. Today, everything from unclogging arteries to brain surgery uses lasers. We also see lasers protecting our homes and buildings from intrusion, used in distance measurements for surveying, and even in the grocery stores reading the UPC codes for a faster checkout. While the use of lasers is widely accepted by the scientific community, it has only been since the early 1990's that the laser has made its way into speed enforcement equipment. Wavelength - distance from a point on one wave to the same point on the next wave.
Figure 7 To better understand the laser we must first understand the principles that the laser is based upon. Light is defined in wavelengths just as radio waves are. Remembering the relationship between frequency and wavelength, ie the shorter the wavelength, the higher the frequency, this also applies to light. Visible light falls into a fairly narrow section of the electromagnetic wave spectrum between infrared light and ultraviolet light, with infrared light having the longer wavelength and ultraviolet light having the shorter wavelength. ELECTROMAGNETIC SPECTRUM X-RAY ULTRAVIOLET VISIBLE
760 - 400 NM
INFRARED
IR B 3000 - 14000NM
OPTICAL
IR A 1400 - 760 NM
IR C 10,6000 - 3000 NM MICROWAVE FREQUENCY RADIO FREQUENCY LOW FREQUENCY
RADAR, SATELLITE
RADIO AND TV AM RADIO, NAVIGATION
Figure 8
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When light strikes an object, it is reflected in all directions. This can be seen by viewing an object on a table then walking around the table. Some of the colour of the object may change due to the amount of light reflecting (shadows) but it can be shown that light does reflect in all directions. Remember, we only SEE the object if the light is reflected directly into our eyes. Billion vs Billionths Billion Million Thousand Hundred Tens Ones Tenths Hundredths Thousandths Millionths Billionths
1,000,000,000 1,000,000 1,000 100 10 1 0.1 0.01 0.001 (Milli) 0.000001 (Micro) 0.000000001 (Nano)
Figure 9 The scientific terms used to describe light wavelengths are not in frequency (Hertz) but in length, usually fractional parts of a metre, or nanometres (nm), i.e. that is billionths of a metre. Visible light falls into the area of 750nm to 400nm. This contains all the colours which we see and, when mixed together, we see the colour white. All the colours can be seen by passing a white light through a prism or when sunlight passes through a mist or rain shower, causing a rainbow of colours to be seen.
Speed of Laser Light 300,000 kilometres per second x 1,000 metres per second 300,000,000 metres per second or 30 centimetres = 1 billionth of 1 second or 1 nanosecond (nS) = 30 centimetres
Figure 10
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Light travels at the rate of 0.29980m per nS (299,784.26km per second) or, normally stated, 30 cms/nS.
Figure 11 As with radio waves, light waves can be reflected, absorbed or refracted. Reflection of light we know; refraction is commonplace and easily seen by the bending of light when we put a stick or our arm in a lake or fish tank. It appears that the part of our arm that is in the water has been moved and is not connected to the portion of our arm that is above the water. This is because the water is denser than air and the light travels through this dense medium at a slightly different speed. Light may also be absorbed. This occurs when light strikes any object. Most of the light is reflected but some is absorbed. The amount of absorption of light energy will vary depending upon the wavelength and, to some degree, the amount of light or its intensity. Intensity can be shown best when viewing two objects using the same light source. For example, a flashlight shining on a mirror and reflecting back into our eyes. It appears that the light is almost as bright as if we were to aim the flashlight directly into our eyes. If the second object were a tennis ball at the same distance as the mirror, we can see the tennis ball, but the intensity of reflected light is much less than with the mirror. Some of the light has been absorbed, but most is directed in various directions. This is called diffused reflection.
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Types of Lasers • • • •
Solid State Free Electron Gas Eximer
Figure 12 Lasers consist of several different types - solid state, chemical, free electron, gas, etc. All of these use the same basic principle for the light energy.
Laser Source
Figure 13 To build our laser, we start with a light source. This is placed in a small cavity with two mirrors facing each other, with the light source between the mirrors. As the light reflects from the first mirror, it is directed back through the light source on its way to the other mirror. When it passes through the light source, the existing energy strikes the source, causing it to give off slightly more energy than normal, then on to the second mirror. This process continues and the light energy grows each time it passes back through the light source; thus the acronym Light Amplification by Stimulated Emission of Radiation. One of the mirrors acts like a two-way mirror, ie it is not 100% reflective, and allows some of the light energy to pass through it. This gives us the output of the laser light.
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Monochromatic Light Light that occupies a very small portion of the light (frequency) spectrum Figure 14 Laser light is completely man made. It does not occur in nature and has some properties that are unique to lasers. Its beam spread or divergence is less than other light sources, such as a flashlight. This allows a very narrow beam of light to be produced that does not expand much over distance. This is called Monochromatic light. Scientific Acceptance of Lasers •
Surveying; Principles and Applications, 2nd Edition, 1989 Prentice Hall, by B. F. Kavanagh and S. J. G. Bird
•
Astronomy Measurements; From the Earth to the Universe, 4th Edition, 1991 Saunders College Publication by J. M. Pasachoff Figure 15
This limited beam divergence can be a great advantage in surveying since a small object can be targeted at great distances (Surveying; Principles and Applications, 2nd Edition, 1989 Prentice Hall, by B F Kavanagh and S J G Bird) or accurate distance measurements made possible because of the beam’s size (Astronomy: From the Earth to the Universe, 4th Edition, 1991 Saunders College Pub, J M Pasachoff). During the Apollo 11 flight to the moon, the astronauts placed a reflective mirror on the surface of the moon so accurate distance measurements could be made using laser.
Solid State Laser Source Kustom Signals uses a Gallium Arsenide (GaAs) Solid State Laser Diode Figure 16
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In the Kustom Signals’ ProLaser III, the energy light source is a gallium arsenide (GaAs) solid state laser diode. This diode produces a very short period of laser light, approximately 20nS in length, which is directed through focusing lenses toward the intended target.
ProLaser III
Figure 17
The beam divergence, or beamwidth, is quite small compared to a radar over the same distance. The ProLaser III uses a rectangular shaped beam that is approximately 1.066m in diameter, 305m away, while a 12° radar beam will be over 64m wide, 305m away. For the first time, the operator can select a target vehicle instead of reading the strongest signal, which may not be the target they want.
Figure 18
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The ProLaser III does not measure the speed of any object. It measures the time of flight (TOF) of each reflected pulse of energy from the target and, knowing the amount of time between each pulse, calculates the target’s speed.
Figure 19 We can best understand the operation of the ProLaser III by looking at what normally takes place when doing time-distance measurements. When we use time-distance, it is the same as saying a vehicle travelling at 1kph will move 1km in one hour or 1,000m in 3600 seconds. This yields 0.2777m per second of motion (1,000/3600). We can also state that speed equals distance divided by time. Using the traditional stopwatch, the officer knows the distance, usually 402m, measures the time and calculates the speed, knowing two of the terms. Time of Flight Speed of Light Target Distance Time Target Distance
= = =
30cm/nS Time of Flight/2 TOF/2 x Speed of Light (Per nS)
Example: Time of Flight Time to Target Distance to Target Distance
= = = =
220nS 220/2 = 110nS 110 x 30(cm/nS) 33m
Figure 20
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When using the ProLaser III, the operator lets the computer do the calculating. Since the laser pulse travels through space at 299784.2 km per second, the time of flight of the laser pulse out and back can be determined by the internal timing circuits of the ProLaser III. This time is divided in half (since we only need the time TO the object). If we use this single return, an accurate measurement of distance to the target can be obtained, but what of the target’s speed? By taking many laser distance readings (ProLaser III sends 200 pulses per second), we can easily determine: 1.
if the object is stationary or in motion;
2.
the distance to the object; and
3.
the object’s direction of travel (approaching or receding).
As an example, a vehicle is 152.5m away and approaching the laser at 100kph. The first pulse's time-of-flight would be measured at 1,000nS. This would be divided in half (time to the vehicle) and 500nS (0.3m) is stored in the computer. After the next pulse is received, the computer can determine if the object is in motion and the direction it is travelling, relative to the ProLaser III. The computer not only times the pulse. This insures the computer can accurately calculate the change in distance between each pulse, or TIME-DISTANCE as used by the ProLaser III. Once the computer has received enough initial data, it begins the calculations to determine the speed of the vehicle. In the above example, as the vehicle gets closer for each successive laser pulse, we can plot or graph a straight line between the data points of time vs. change in distance. While the stopwatch time-distance method uses a known distance, the ProLaser III uses the change in distance for a known time between each laser pulse. The time-of-flight of each pulse is used to determine the distance to the target vehicle. To calculate the speed of the target vehicle, we simply calculate the average speed knowing the speed calculated for each “change in distance between each laser pulse”. Since the calculated speeds are an average, the computer uses a better method of calculating the enormous amount of data. This is called the average of least squares. Least squares still calculates the average, but is capable of taking data inputs that fall outside the expected straight line of the graph. In real life, several things happen to the laser pulses. First, the laser pulse may not be reflected back to the ProLaser III and the pulse is missed. Secondly, the reflecting point may be somewhere on the vehicle other than the point where the previous reflection came from, such as front bumper, grille, hood ornament, and even the front windshield. If the laser pulse reflects from these various points, and the vehicle is travelling at a constant speed, it would appear to the computer that the vehicle is actually jumping around in speed between each reading. While many pulses reflect from the same surface of the target vehicle, there are pulses that do not conform to a straight line graph. Least squares will handle the data and try and best “straight line fit”.
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While some of the data is too far outside the straight line fit, some is only slightly off the line and would be accepted. When this can be done with sufficient confidence that the speed will be within +/- 2 kph, a speed is placed on the display for the operator.
Tracking History ProLaser III 1.
Visual observation of target vehicle and traffic.
2.
Visual estimation of target’s speed.
3.
Place aiming reticle on target vehicle.
4.
Obtain constant aiming tone and speed readings.
5.
Verify the estimate of speed and speeding readings agree (within limits).
6.
Minimum of three (3) second check.
7.
Continue to track visually and with ProLaser III.
Figure 21 Like radar, the ProLaser III is only a tool to be used by the officer. It is not a primary function, but secondary to the officer. Tracking history of the target vehicleincludes: 1.
visual estimation of speed;
2.
audio tone;
3.
minimum of 3 second check; and
4.
comparison of the digital readout with the estimate over a period of time will verify the validity of the speed readings.
Unlike other tools used for speed enforcement, the ProLaser III allows the operator the greatest flexibility, accuracy and portability. Still, the operator must verify all readings and have the final decision. As we will see later, there are several anomalies that may affect the operation of the laser. Therefore, careful tracking history, as with radar, will eliminate misinterpreted readings.
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The heads upd Display, or HUD, performs two critical functions in the operation of the ProLaser III. 1.
It provides an aiming reticle the operator uses to aim at the desired target.
2.
It displays the speed or range of the target as the operator continues to observe the target, creating a tracking history for court evidence.
XXXX Figure 23A The aiming reticle is an illuminated red square with an apparent diameter of about 5mm as viewed by the operator. As seen from the rear of the ProLaser III, the aiming reticle is located in the centre of the HUD reflecting glass and defines the area where the laser pulses are targeted. The aiming reticle is slightly larger than the actual laser beam at any distance. By aiming at the target vehicle, the operator can easily see what area the beam will cover. Because of the HUD's visual properties, this will hold true, regardless of the distance to the target. Directly below the aiming reticle is a four digit numeric display where the speed or target range will be displayed. If the target is receding, a “-” minus sign will precede the speed. If the target is approaching, there will be no sign displayed. During any of the above messages, the HUD will display “Help”, and no distance or speed readings can be obtained.
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Operation Set up 1.
Cosine angle.
2.
Clear line of sight.
3.
Visibility conditions.
4.
Windshields.
1.
Weather Conditions Affecting Laser •
Any weather affecting visual sight will affect the laser’s ability to detect a target at greater distances.
•
Rain, fog, snow, blowing dust may affect the laser’s range.
•
Operators will experience shorter range during these periods.
Movement of unit.
Figure 33
Figure 34
Steady Aiming
Figure 35 There are several factors to be taken into account when selecting a site for the ProLaser III such as: 1.
cosine angle;
2.
clear line of sight;
3.
weather conditions; and
4.
movement of the unit.
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Cosine Angle The position of the ProLaser III in relation to the roadway (cosine angle effect) is identical to radar. Remember, the cosine effect is a fact of physics and cannot be corrected by the operator except by standing on the edge of the roadway. If the operator is standing 6m from the centre of the roadway and the vehicle is 50m away, the angle or cosine effect would be less than 2kph. Any cosine angle error will always be in the driver’s favour.
2.
Clear Line of Sight Having a clear line of sight to the target vehicle is mandatory. Items such as power pole guy wires, radio antennas on passing vehicles, fences, tree branches and other objects will interfere with the ProLaser III. Remember, the ProLaser III takes over 200 readings per second and the best least squares fit requires the data fall into a normal return for the speed of the vehicle. If there is an object between the ProLaser III and the targeted vehicle, the large variation in distance returns will cause the computer to disregard, and all data and no speed readings will be displayed.
3.
Weather Conditions Weather conditions play a major role in the maximum target acquisition distance. Fog, snow, rain and blowing dust can all interfere with the ability of the ProLaser III to obtain a speed reading on a target vehicle. While no spurious or ghost speed readings will be displayed during these conditions, the range to a target vehicle will be reduced.
4.
Movement of the Unit Of all the various external effects on the ProLaser III, operator motion or jitter while targeting a vehicle will have the most effect. Because the least squares looks for a straight line fit, any additional motion by the operator such as hand motion, motion caused by wind or motion caused when the operator is attempting to track a target vehicle at a large cosine angle, may cause the ProLaser III to fail to display any speed reading until the unit is stabilised. By holding the trigger depressed on the ProLaser III, the operator can continue to update the displays four times per second as long as enough data is being received to satisfy the least squares fit. If the ProLaser III is not receiving enough valid data, the existing HUD and read panel displays will blink to tell the operator that no additional speed updates will be made until the minimum data returns have been satisfied. The audio aiming tone will change from the solid tone to the staccato tone to also alert the operator that they need to remain, steady, or eliminate any interference.
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Potential Influences Potential Influences • • • • • • •
Cosine effect. Reflection influences. Multiple reflections. Night operation and headlights. Laser jammers. Weather. Targeting distance. Figure 36
There are several sources of possible influences that may cause the ProLaser III to not display any speed readings.
Cosine Effect True Speed as Affected by Angular Effect Angle Degrees
60kph
70kph
80kph
90kph
100kph
0 1 3 5 10 15 20 45 90
60.00 59.98 59.92 59.77 59.08 57.96 56.38 42.42 00.00
70.00 69.97 69.90 69.74 68.92 67.62 65.77 49.49 00.00
80.00 79.97 79.89 79.70 78.77 77.28 75.17 56.56 00.00
90.00 89.97 89.88 89.67 88.62 86.94 84.57 63.63 00.00
100.00 99.97 99.87 99.63 98.47 96.60 93.97 70.70 00.00
Figure 37
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As can be seen in this table, the angle effect is negligible until 10° is exceeded. Cosine 10:1 Rule 1.
Cosine effect is always in the driver’s favour.
2.
If the laser is positioned 3m from the road, minimal cosine effect if the target vehicle is 30m or more away.
3.
Maintain a 10:1 ratio - target to laser vs roadway to laser.
Figure 38 Angle between the laser and the true direction of the target vehicle. This has been covered previously and may be reviewed. •
Sweep Effect This may arise when the laser is tracking a target vehicle and the operator changes the aiming point, such as sweeping the laser along the side of a trailer truck, giving the ProLaser III the illusion of a greater distance covered during the data collection cycle. The operator can verify the speed readings by continued tracking and using one steady aiming point. A sweep effect may unintentionally occur if the operator is aiming near the upper portion of the grille at distances of 152.5m or greater. The size of the beam may allow various reflecting points from the grille to the front windshield. This would appear to least squares as a large change in distance while the vehicle had only moved a portion of this distance. The inverse can also occur if the laser were swept from the windshield to the grille. Usually, least squares will ignore the out of boundary data but the final decision of the speed reading is a complete tracking history. Readings must be consistent with the operator's tracking history before any enforcement action may be taken. A simple single speed reading is not sufficient.
If in Doubt, Don't Issue!!
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Reflection Influences Potential Influences •
cosine effect.
•
reflection influences.
•
multiple reflections.
•
night operation and headlights.
•
laser jammers.
•
weather.
•
targeting distance.
Figure 39 While only theory, the operator needs to be aware of this influence. On bright days, usually only in the summer, the heat rise or reflection occurs on the roadway. Sometimes we see what appears as water on the roadway at some distance ahead of our position. The theory is that the laser, if aimed low and in front of the target vehicle, may reflect from this mirror image, to the vehicle then back to the image and back to the laser. Also the opposite may be true in theory. During rain or with rain on the roadway, a reflection may also occur. The operator must be aware of these conditions and pay particular attention to any changes in the speed readings. Again, good tracking history over time will verify that the speed readings are correct. •
Night Operation and Headlights The operator will note several different operating parameters when using the ProLaser III at night. 1.
The normal estimate of target speed will normally take place at a closer distance, but the driver of the target vehicle will not be able to see the laser operator from as far away as in the daylight.
2.
The range of the ProLaser III may be affected by Halogen high beams. This is a white hot light source that contains some IR which may interfere with the laser's ability to detect the reflected laser pulse. The operator can avoid this problem by aiming between the headlights at the license plate area.
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Laser Jammers There is currently one laser jammer on the market which mounts to the front license plate bracket and is activated by the ignition switch. When viewed directly ahead by the laser, it may affect the range of the ProLaser III. By careful aiming, since the jammer's beam is also fairly narrow, a proper speed reading may be obtained.
Other Factors Affecting Lasers The distance between the ProLaser III and the target vehicle (at the time the first speed reading is displayed) is the range to the target. Typically, testing data taken by Michigan State University, Dr. David Fisher, and the University of South Florida, Dr. Dennis Killinger, indicate an approaching range average on mid to large size automobiles of 518m to 610m. While the same vehicle receding (away from the laser) can be monitored by the ProLaser III over 1,220m away. The reason for the greater distance on receding vehicles is the reflective surface as well as the type of parking/brake light lens. On the rear of all vehicles, the lenses are retro-reflective, i.e. the light will be reflected back at the same angle it came in at. This is easily seen when driving along a residential street with parked vehicles and observing the intensity of the patrol vehicle’s headlight reflection from the rear of the vehicles. This is also true of the “bicycle” reflector. There has been some controversy whether the colour of the vehicle will affect the acquisition range. A study done by Sgt Kevin Morrison of the Largo, Florida, Police Department for the Florida Laser Commission, indicates that there may be a slight range difference noted with varying colours between white, black, red and tan, with white being the most reflective. Since the vehicles used were not all of the same make and model, it is hard to positively prove one way or the other.
Several Don’ts for the ProLaser III Laser Don’ts • • • • •
Don’t aim the laser at the sun Don’t clean the lens with your shirt Don’t pan or sweep the laser across the target Don’t operate with a large cosine angle Don’t operate without a clear line of sight
Figure 40
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•
Don’t aim the ProLaser III at the sun
•
Don’t sweep the laser beam across the intended target. Maintain a consistent aiming point on the target.
•
Don’t pan the laser beam across a fence, down the side of a building or along the roadway. While difficult to produce, a speed reading could be produced if the unit is panned at an even rate with the trigger depressed.
•
Don’t operate the ProLaser III where there will be a large cosine angle effect. With angles of 30° or more the ProLaser III will probably not display any speed readings. Because of the angle, an approaching target vehicle would appear to be reducing speed at a rapid rate, beyond the 5 kph/second limit of the ProLaser III.
While the operation of the ProLaser III does require a steady aiming reference for continued tracking of the target vehicle, the advantages of precise target identification, especially in heavier traffic situations, will be readily apparent.
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Preamble The ProLaser III Lidar instrument operates using the same principles as the ProLaser II. The Mk III uses more up to date technology, namely Liquid Crystal Display (LCD) touch buttons and internal rechargeable battery supply. Circuit boards utilise surface mount technology, reducing size and weight. Side by side transmitter and receiver lenses are utilised, also a rubber pad protects the lens from impact.
Control Locations Operation of the ProLaser III primarily involves using the integrated Liquid Crystal Display (LCD) / Keypad, located on the back panel of the unit. The only function not controlled by the LCD/Keypad is the trigger used to fire the device. Figure 1 illustrates the external controls that are used to operate the instrument. These controls are described as follows: A.
Liquid Crystal Display (LCD) Window displays speed, range and command menus and unit status in a text format.
B.
Power (PWR) Turns primary power on and off.
C.
MENU/ESC MENU displays the unit’s programmed test menu items on the LCD; ESC permits the user to exit the menu and return to the speed or range operating mode.
D.
MODE/ARROW MODE allows the user the select speed measuring mode or range measuring mode. The ARROW allows the user to navigate among the text menu items on the LCD.
E.
BRT/VOL/ARROW Single menu allows the user to adjust the HEAD - Up - Display brightness to accommodate varying ambient light levels; VOL allows the user to adjust the volume of the unit’s audible alerts; LCD backlight can be activated. ARROW permits the user to navigate among text items appearing on the LCD.F. TEST/ENTER TEST activates the self-test function; ENTER activates the text menu item selected on the LCD.
G.
Heads-Up-Display (HUD) Displays the sighted reticle and the speed or range of a target.
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I/O Connector Contains conductors for the external signal output and optional RS-232.
I.
Trigger Activates the range/speed measurement function and locks and releases speed and range displays.
Cordless Operation The ProLaser III may be operated with the supplied corded handle plug into a 12 VDC power source, or it may be operated with the optional cordless battery pack. To remove the cordless battery pack, unscrew the end of the pack by turning counter-clockwise with a push and turn motion. Insert the battery pack clockwise and push and turn to enter the battery into the instrument. There is only one way that the pack will fit into the handle so that the lid will screw down, thus insuring proper power connections. When the battery packs power becomes too low for operation (low voltage alert or low voltage warning) unscrew from handle and insert in power charger provided. Allow 4-5 hours for charging. When the battery pack is fully charged, the charger will cease automatically in order not the overcharge the pack. The Radar Engineering Unit will not accept any instrument that has a damaged or unserviceable battery pack. Damaged or abused packs will be withdrawn from service and cost of a new battery pack will be recovered from LAC funds. It is envisaged that the battery packs will have a life span of 2-3 years. Additional battery packs should be purchased from the manufacturer or REU only (no exceptions).
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Power Conversation Function After approximately one minute with no activity, the instrument will enter a sleep mode. The display will blank, and the message Sleeping will blink on the display. To restore to normal operation, trigger the instrument or press any rear panel switch (except PWR). The instrument will turn itself off if no activity has occurred after a period of time (approx. 30 minutes) in the sleep mode. An audible chirp will sound to alert the operator that the instrument is powering down. A locked speed or range will remain on the display during sleep mode, however the blink rate will be much slower than when active. Pressing the trigger will clear the display.
Status Displays Power The power (PWR) switch located on the back panel is used to turn on and off primary power to the ProLaser III. Press once to turn the instrument on. Press and hold for one second to turn off. •
Low Voltage Alert If internal battery voltage falls below 9.2 volts. When the LV Alert appears and an internal battery is installed, it is an indication that the instrument will shortly exhaust the battery. This alert will appear approximately every two minutes until the battery is exhausted. The alert will also be given when using an external battery supply.
•
Low Voltage Warning If internal battery or external power voltage is below 8.6 volts. This warning will appear after the low alert and indicates the instrument can no longer function.
Trigger The trigger performs two functions. When the trigger is depressed, it activates the firing of the laser pulses, and the range and speed measurement functions of the system. When the trigger is released, the last displayed range and speed-readings obtained are retained on the displays. Depressing the trigger a second time can clear the locked information.
Test/Enter This is a dual purpose switch. Pressing the TEST/ENTER push button when the instrument does not have a menu displayed on the LCD initiates the instruments self test. Pressing this button when a menu is displayed on the LCD enters the users menu selection.
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Brt/Vol/Arrow This is a dual function switch. On the initial push of the switch, a set-up menu for the instruments display and audio alerts will appear on the LCD. When in menu screen, this switch functions as the down selector.
Mode/Arrow This is a dual function switch. The mode switch will toggle between speed and range modes. While in menu screens, this switch functions as an up selector. Upon initial power up, the unit will default to speed mode.Menu/Esc This is a dual function switch. In the speed mode or range mode, the primary set-up menu is displayed when the push button is depressed. In any menu mode, depressing the button will allow the user to escape (ESC) to the default-operating mode.
Displays and Indicators The instruments primary display is LCD located on the back panel. In addition to speed and range data, it provides set-up menus, user alerts and self-test status in text format.
General Information The ProLaser III does not require a lens cap, however it is of paramount importance not to scratch or damage the twin lens. If scratches occur in the lenses, denigration of range and therefore the ability to target objects at distance will eventuate.
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Specifications
Operating Voltage:
8.6 - 16.5 VDC
Low Voltage Alert:
9.2 VDC
Low Voltage:
8.6 VDC
Battery:
9.6 VDC NiMH
Operating Temperature:
-30 to +60 C 90% relative humidity @ 37 C non-condensing.
Weight:
1.5 kg
Eye Safety:
Class One Eyesafe AS/NZS:2211.1:1997
Speed Range:
8km/h to 320 km/h
Speed Display Accuracy:
± 2 km/h
Target Range:
3 metres to 600 metres
Wavelength:
904 nm ± 10 nm
Pulse Repetition Rate (PRR):
200 hz per second
Range Resolution:
0.1 metre (100mm)
Range Accuracy:
± 200 mm for Operational Calibration Check
Beam Width:
0.4 metre per 100 metres approx
Acquisition Time (Typ):
0.3 second.
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Testing Procedure for Kustom Pro-Laser III Power Up Turn on the power supply switch and verify the LCD displays the self-test sequence. Self Test Messages Upon power up of the unit or a user-initiated self-test, the unit will run self-test. This test consists of the following test messages in the rear display.
Self Test Ext RAM=PASS
Self Test Int RAM=PASS
Internal/External Memory Tests Performs a check of the contents of the memory chips in which the microprocessor programs reside. Self Test EEPROM=PASS
Programmable Options Test Checks for corruption of the units configuration memory. Self Test TIMER=PASS
Accuracy Test Performs a comparison between two independent timing circuits to verify that the range and speed determination circuits are operating properly. Self Test Checksum=PASS
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Program Memory Test Checks the units programmable memory for validity.
End of Self Test 0000 Indicates unit self-test is complete. Units of Measure In addition to the self-test power up, the unit briefly displays the units of measure before entering the default-operating mode. The screen is displayed below. Units Metres/KPH Unit Mode and HUD Display Selection Following the units of measure display, the unit will briefly display the speed/range mode and HUD display selection. The screen appears as: MODE: Speed HUD: Speed
This display indicates that the unit is in the normal speed measuring operating mode and the HUD will display speed. Default Display Speed
Range
Upon initial power up, the unit will default to speed mode and display the abovementioned information.
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Switch Panel Tests Mode/Arrow Mode/Arrow pushbutton switch is used to toggle between speed and range mode. The default mode is speed mode. To select this option, no action is required. Note: It is not necessary to depress the enter push button to select speed or ranging mode. Depressing the switch will erase the SPEED menu item, leaving only the RANGE text displayed. The unit is now in range-only mode. This will also change the display in the HUD from SPEED to RANGE. The arrow segment of the pushbutton becomes functional when an operator menu item is selected as outlined in the MENU/ESC switch description. To return to the speed mode, depress the MODE switch again. Both Speed and Range will be displayed again on the LCD and HUD will display speed measurements. BRT/VOL Arrow This switch is used to adjust the brightness of the HUDs display, the audio volume and to turn on or off the LCD backlighting. Press the BRT/VOL switch once to get the setup menu, which appears below. Setup (HUD) VOL BKLIT The brackets around a selection indicate the menu item to be changed. Depressing the BRT/VOL switch with the items above displayed then employs the ARROW to move to the next item. The user then presses the enter pushbutton to confirm the display or audio alert item to be adjusted. If no adjustments are desired, press ESC to return to return the speed of range mode. Brightness The brightness control should be adjusted to allow comfortable viewing of the HUD displays and sufficient illumination of the aiming reticle for targeting purposes. To adjust press ENTER at the BRT/VOL menu while HUD is selected. There are eight LCD locks between the MIN and MAX text on the LCD screen. This corresponds to eight levels in the HUD. HUD brightness can be increased by depressing the blue arrow switch pointing upward or decreased by pressing the blue arrow switch that is pointing downward. Once the desired brightness level is achieved, press the ENTER switch. HUD I Brightness III MAX MIN
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Avoid using excessively bright settings for low-level ambient light conditions as this will make target identification more difficult. Upon being powered up, the ProLaser III will automatically default to the brightness level set at the factory. Audio Volume The audible tone provides feedback to assist the operator in aiming the ProLaser III. The aiming tone is activated when the trigger is pulled and a staccato or chirping tone is heard when no valid target is in range, such as aiming the unit at the sky (never aim toward the sun). As the quality of range data from the target improves, the chirp rate will increase, indicating proper aiming of the UUT. When a speed or range is actually displayed, the chirping will simultaneously change to a solid tone. The transducer is also used to alert the operator to certain conditions such as an internal test failure, existence of low battery voltage or confirmation the unit is powering down. The audible alert volume (vol) can be adjusted in the same manner as the HUD brightness. The screen appears below: VOLUME OFF
MAX
There are six LCD blocks corresponding to the volume level of the audio annunciator. Use the blue arrow switches at adjust the volume. The arrow pointing downwards lowers the volume, the arrow pointing upwards increases the volume. Each time an arrow is depresses adjusting the volume, the audio will briefly sound indicating the decibel level the user will hear at the level selected. Once the desired level is achieved press the ENTER switch to confirm the selection. Backlight The LCD backlight (BKLIT) selection is used during night operations and enables users to operate the device as they would during daylight. This function illuminates the LCD and the menu to select this option appears below:
Rear Back Light (OFF) ON The user simply chooses between turning the backlight off (OFF) or on (ON). Use the blue arrow switches to choose an option and confirm this selection by pressing the ENTER switch.
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MENU/ESC The menu display is used to provide access to additional set-up and operating features of the ProLaser III. The user enters this mode after the unit has been powered up and completed self-test. Using the menu switch will allow the user to refine the set-up for a particular situation. Pressing this switch once will display the following screen: (DIST) DIR WTHR STPW The brackets around the menu choice indicates the item selected. Press the ENTER switch to confirm your selection. Minimum and Maximum Distance/Range (DIST) The distance control sets the minimum and maximumat which the target vehicle speeds will be displayed. When the DIST menu selection is activated the input screen appears a: Set Range (MAX) MIN
Minimum Distance Display and Control Upon selection of the MIN menu item the following screen appears:
Set Min Range Dist 3 The blue arrow switches on the unit are then used to increase and decrease the minimum range setting. The distance changes in one (1) metre increments. Once the desired minimum distance setting is achieved press the ENTER switch. This action will return you to the main menu.
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Maximum Distance Display and Control Select the maximum distance menu item will display the following screen: Set Max Range DIST MAX The blue arrow switches on the unit are then used to increase and decrease the maximum range setting. The distance changes in one (1) metre increments. When the desired maximum distance is achieved press the ENTER switch. This action will return you to the main menu. It is also possible to set the MAX range value by actually using the ProLaser III to range at a target. At the Set Max Range display aim the unit at a stationary target and pull the trigger until the range is displayed. The range can be re-measured as many times as desired. The arrow switches can be used to adjust the range value. When the desired value is displayed press ENTER to set the maximum range. With these settings any target theat provides and adequate signal return will be displayed up to a maximum range of approximately 1860 metres. The distance to the target must be greater than or equal to approximately 3 metres for the ProLaser III to display a reading in either Speed or Range mode. Each time the ProLaser III is powered up the maximum range control setting will default to its MAX setting. Direction (DIR) Menu The DIR screen is used to select the direction of travel for target vehicles. The set-up screen appears as: Set Direction APR REC (BOTH) The blue arrow switches will allow you to select: 1) APR = approaching targets. 2) REC = receding targets. 3) BOTH = both approaching and receding targets. Note: Both is the default setting. Once the selection has been made, pressing ENTER confirms the selection and returns you to the main menu. If APR mode is selected all approaching vehicle speeds will be displayed in the normal manner. However if a receding vehicle is targeted the letters APR are displayed in the HUD to inform the operator that the unit is in approaching vehicle mode. No speeds will be displayed on receding vehicles. Likewise if REC is selected the letters REC are displayed in the HUD when an approaching vehicle is targeted. Note that a continuous audible tone will be emitted when a vehicle is determined in a direction opposite that of the direction mode selected. If BOTH is selected the ProLaser III will display speeds for all vehicles targeted.
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Weather (WTHR) Menu When this menu item is selected the following screen appears: Set Weather (NORMAL) POOR Use the blue arrow switch to make the selection and press ENTER. The main menu will reappear. The weather feature is used to improve the units sensitivity and performance in adverse weather conditions. Fog, rain, snow and heavy dust can sometimes interfere with the performance of the ProLaser III. Target ranges less than anticipated may be displayed typically between 16-74 metres. Inability for the unit to lock a valid speed is a symptom of this problem in the speed mode. The weather mode improves the system performance by setting the minimum range to approximately 74 metres. This dramatically improves both the speed and range performance of the unit in poor weather conditions. Note that no speed or range readings will be possible inside the 74 metre range while in Poor weather mode. Range Mode When the ProLaser III is first powered up the HUD is programmed to display target speeds. For applications where the operator is primarily interested in range information the ProLaser III can be set to display the target range in the HUD by using the mode pushbutton to switch to Range mode. The Speed text will disappear from the LCD and only Range will be displayed.
3.
HUD Alignment Check (carried out in Range mode) 1.
Aim the ProLaser at a pole or small sign with a clear background.
2.
Verify the volume is audible.
3.
Slowly move the ProLaser from left to right and back. When the HUD reticle is off the target, no tone should be heard and the range display should be blank.
4.
As the HUD reticle is slowly moved onto the target, a staccato (or chirp) aiming tone should be heard until the aiming reticle is no longer on the target. The ProLaser will also indicate the range or distance to the target. This indicates that the ProLaser beam is focused at the same point as the aiming reticle.
5.
Place the ProLaser on its side (rotate 90 degrees) and retest. This will verify that the beam is both vertically and horizontally aligned with the aiming reticle.
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Distance Accuracy Check This step requires the operator to use a premeasured course. A starting point should be marked and the distances measured from this point using a certified tape measure. These distances should be in ranges of 25m and 50m, preferably with no background target within 8m of either target. In most instances a qualified Surveyor in accordance with manufacturers instructions has installed these marks. 1.
Check the range at the 25m mark and note the distance shown in the HUD.
2.
Check the range at the 50m mark and note the distance shown in the HUD.
(Measurement accuracy must be within ± 200mm or 0.2 metre), If the measurements are not within the required accuracy specifications the Lidar should be returned to the Radar Engineering Unit for service. This test should be carried out prior to the beginning of the enforcement and at the conclusion of the enforcement. These tests shall be noted in the log showing time, date, Lidar Serial No, readings at 25m and 50m mark and signed by the operator who performed the accuracy test.
Operators to Note You are to refer to the Standard Operating Procedures in relation to site selections and operations of LIDAR.
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Care and Handling Lens Care The external optical surfaces are coated glass. Extreme care must be taken when cleaning these surfaces to prevent scratching, which will lead to performance degradation.
Figure 41 While the ProLaser III is built for operation in a police vehicle, it is still a precision electronics and optical instrument and certain precautions in use and handling will prolong the useful life of the instrument. 1.
Exercise care when laying the instrument down on a car seat. The lens may be scratched by a seat belt buckle or clip board.
2.
Do not point the laser at the sun. This will damage the receiver, which will degrade the overall performance of the laser.
3.
If the ProLaser III has been used in the rain, lightly dry the instrument before packing it in the storage case.
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Review Testing Procedure for ProLaser III Head Up Display Alignment (HUD) Alignment. 1.
Aim the ProLaser III at a pole or small sign with a clear background.
2.
Verify the volume is on either low or high.
3.
Pull the trigger - an audio sound should be heard from the speaker, indicating the laser is transmitting laser pulses and receiving pulses.
4.
Slowly sweep the ProLaser III from left to right. When the HUD reticle is off the target, no tone should be heard and the range display should be blank.
5.
As the HUD reticle is slowly moved onto the target, a staccato (chirping) aiming tone should be heard until the aiming reticle is no longer on the target. (This indicates the ProLaser III’s beam is focused at the same point as the aiming reticle.)
6.
Place the ProLaser on its side (rotate the unit 90°) and retest as above. This will verify the laser beam is both horizontally and vertically aligned with the aiming reticle. Distance Accuracy Test
This step requires the operator to use a premeasured course. A starting point should be marked and the distances measured from this point using a certified tape measure. These distances should be in the range of between 25m and 50m, preferably with no background target within 8m of either target. 1.
Check the range at the 25m mark and notate the distance shown in HUD.
2.
Check the range at the 50m mark and notate the distance shown in HUD.
(Measurement accuracy should be + or - 20cm or 0.2m.) If the measurements are not within the required accuracy specifications the Lidar should be returned to the Radar Engineering Unit for service. These tests shall be carried out prior to the beginning of the enforcement and at the conclusion of the enforcement. These tests shall be notated in a log showing time, date, Lidar Serial No., reading at 25m mark and 50m mark and signature of the operator who performed the accuracy test. Figure 42
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1.
Internal tests and external tests should be performed.
2.
An area should be selected that has an unobstructed view.
3.
Preset the ProLaser III for the desired target range and direction.
4.
Select the target vehicle and begin tracking history.
5.
Take enforcement action as needed.
6.
Must include that the direction and distance be added to the traffic infringement notice.
7.
Also carry out is the retesting of the ProLaser III at the end of each shift.
Customer Service During the lifetime of the ProLaser III should it become necessary to have the unit serviced, please contact the Radar Engineering Unit, Zetland on (02) 9690-4983 Eagle Net 56983.
Reference Some of the reference material used in this training course was obtained from: Institute of Police Technology and Management, Russ Arend; Speed measurement in traffic law enforcement, 1994, Kevin Morrison, Published by the Institute of Police Technology and Management; The US DOT, National Highway Traffic Safety Administration, Base Training Program in RADAR Speed Measurement; Surveying: Principles and Application, end Edition, 1989 Prentice Hall, by B F Kavanagh and S J G Bird; Astronomy: From the Earth to the Universe, 4th Edition, 1991 Saunders College Pub, J M Pasachoff.
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Education Services/Radar Engineering Unit
Pro Laser Infrared Training Workshop
Operational Guidelines 1.
Lidar is to be tested as per instructions.
2.
The minimum detection time is three seconds for a valid lidar speed check.
3.
At all times the trigger is not to be engaged until the target is visually observed.
4.
Ensure that a SOLID audio tone is heard throughout the period of the check.
5.
The Lidar system is not to be used without a clear line of sight.
6.
Lidar instruments are to be used on relatively straight portions of roadway.
7.
Lidar is not to be used through the windshield or glass windows of a motor vehicle.
8.
Do not sweep the lidar laser beam across the intended target. Maintain a consistent aiming point on the target.
9.
Accuracy of the ProLaser III Infrared Lidar system is plus or minus 2 km/h in speed mode and plus or minus 20cm in range mode. The accuracy in speed mode should be borne in mind when completing traffic infringement notices.
10.
Never attempt any repairs or allow any person to perform any repairs to the lidar system. In case of faulty equipment, or if the seals are broken, cease operation and forward the device to the Leader, Radar Engineering Unit, 81 - 95 Portman Street, Zetland.
11.
Each instrument will bear a label with the next service is due printed thereon. All instruments must be sent to the Radar Engineering Unit for periodic calibration testing at intervals not exceeding 6 months.
12.
Retesting of the Lidar at the completion of shift must be done.
13.
The Lidar operator at the time of the offence shall be responsible for notifying the Radar Engineering Unit when a Lidar expert is required at court.
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Education Services/Radar Engineering Unit
Pro Laser Infrared Training Workshop
Responsibilities It is the responsibility of all Traffic Enforcement Commanders and indeed all lidar operators to ensure that the lidar is used in the most effective manner. Particular attention should be paid to the siting of these instruments at complaint areas of locations which have a high accident potential. So that there will be no misunderstanding as to the responsibilities of police engaged in lidar operation, the following restrictions concerning location and operation of these units should be borne in mind. Lidar operation, the following restrictions concerning location and operation of these units should be borne in mind. 1.
Lidar is not to be used on the approaches to towns in deceleration areas before reaching the township proper (does not apply to a complaint area or an area where a school is situated).
2.
Stationary Lidar shall not be used: a.
on a bend in the road;
b.
at the bottom of hills;
c.
on an unsuitable gradient or hill; and
d.
within 50m of a speed restriction or de-restriction sign creating a change to the speed zone being enforced.
Unsuitable gradient or hill is defined as a slope that causes a vehicle in top gear (or drive) to increase indicated speed against maximum deceleration (no brake or acceleration) from a commencement speed at the top of the slope at the posted limit. This restriction does not apply to speed camera enforcement of the ascending traffic flow. 3.
Lidar is not to be used on the departure side of towns and settled areas where settlement is sparse, except where speed is excessive.
4.
Lidar should not be used where motorists are stopped close to a sign indicating higher speed limit unless the location is the subject of complaint, has high accident potential or is subject to excessive speed (e.g. 20 kph in excess of the zoned speed limit).
5.
Lidar must not be used at any location which would engender legitimate adverse criticism or give rise to the complaint that Lidar is a means of raising Government revenue.
6.
Lidar must not be used in inclement weather.
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