M P H KBEE-003 Vehicle Mounted Police Traffic Radar User Manual 990662E

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™
Industries
™
BEE III
Automatic Same Direction™ Traffic Radar
Operation and Service
Manual
™
Industries
™
BEE III
Automatic Same Direction™ Traffic Radar
Operation and Service
Manual
Copyright 2001, MPH Industries, Inc.
No part of this work, covered by the copyrights hereon, may be reproduced or copied in any form or
by any means – graphic, electronic, mechanical, including photocopying, taping, or information
storage and retrieval systems – without the written permission of MPH Industries, Inc.
Table of Contents
Introduction
Getting Started - An Introduction to the BEE III
Advanced features of the BEE III
Fastest vehicle mode
Same direction mode
POP™ mode
Stopwatch mode
12
12
12
13
14
A Detailed Explanation of the BEE III’s Features
Practical use of the BEE III
Display
Remote Control
Operation
Power up self test
Tuning fork tests and Tuning Fork mode
Harmonic detection
Range and radar placement
Power source
Fuse replacement
Remote control batteries
16
16
18
20
24
24
24
26
26
26
26
27
General Operational Considerations
Understanding traffic radar
Operational concerns of fastest and same direction modes
Interference information and precautions
Legal guide
28
28
32
35
37
FCC Licensing Requirements
39
BEE III Accessories
40
Quality Control Procedures and Repair of the BEE III
41
Servicing the BEE III
42
Warranty
43
MPH BEE III Specifications
44
Operational Recommendations
48
Introduction
MPH Industries, Inc. designed the BEE III Doppler radar with the police officer in mind. The
radar is easy to operate and includes the performance and features needed for today's traffic
environment. The BEE III is the most useful and flexible radar available; it is a full-featured
moving radar with fastest and same direction capability.
The BEE III utilizes MPH’s patented
Automatic Same Direction™ (ASD™)
technology. ASD allows the BEE III to
automatically measure the speeds of
targets moving in the same direction as
the patrol vehicle, thereby eliminating
the slower/faster button required by the
previous generation of same direction
radars. ASD™ also allows the radar to
measure the speed of targets moving in
one direction while completely ignoring
targets moving in the opposite direction.
In addition, the BEE III utilizes MPH’s
exclusive POP™ technology, allowing it
to measure speeds while simultaneously
remaining invisible to radar detectors.
The BEE III employs state-of-the-art digital signal processing (DSP) technology, which allows the
unit to have both high performance and high reliability in a small package. The digital signal
processor is a specialized microprocessor chip, which can perform the required calculations for
detecting patrol and target speeds very efficiently.
The MPH BEE III is composed of one or two antennas, a wireless remote control (wired remote
optional), and a separable display/counting unit. MPH designed the BEE III using only the highest
quality parts. Combined with the workmanship provided by MPH`s Manufacturing Department,
the BEE III will provide years of high performance.
The MPH BEE III offers more than features and performance. MPH provides training through our
network of experienced field representatives. We know that our success depends upon your
success with our equipment. We are dedicated to keeping our customers satisfied. The following
pages describe the operation of the MPH BEE III radar. We can also provide useful information
on the legal aspects of traffic radar at your request.
We at MPH Industries thank you for purchasing our equipment. We wish you the
greatest success in your speed enforcement program. We are proud that the BEE III
is a part of your department.
BEE III, Automatic Same Direction, ASD, MPH Industries, the MPH logo,
and POP are trademarks of MPH Industries, Inc.
Getting Started - An introduction to the BEE III
This step-by-step guide will help you get started using the BEE III and show you
how to operate it in all of its different modes. Working through this tutorial will
take less than an hour, and it will teach you everything that is necessary to take full
advantage of the BEE III's capabilities. It will take much less time for you to learn
the BEE III's functions with this tutorial than it will if you try to figure them out on
your own.
This guide assumes that you are familiar with basic radar operation. It will also be
beneficial if you have experience operating other radar units.
We encourage the customer to copy these pages out and use them as a checklist for
training. Checkboxes are provided to keep track of your progress.
Install the BEE III
Install the BEE III unit in the vehicle in accordance with the instructions
supplied with the radar’s mounting brackets.
Care should be exercised to ensure that none of the radar components or cables
are placed in the vehicle’s airbag deployment zones. Otherwise, the radar may
become detached during the explosive deployment of the airbag and become a
dangerous projectile that could seriously injure the occupants of the vehicle.
If you have any questions regarding the proper installation of the BEE III,
please contact MPH. If you have any questions regarding the airbag
deployment zone of your particular vehicle, we suggest that you contact the
vehicle’s manufacturer.
Turn the BEE III on
Press and release the Power button on the readout unit. This will cause the
BEE III to power up. When first turned on, the BEE III will start up in the
mode in which it was turned off, except that the unit will always power up in
standby with the range set to maximum. Selected antenna bands are displayed
for both front and rear antennas.
Perform a self test
Press the Test key, located approximately in the middle of the remote control.
This causes the radar to perform an internal test of the processing circuitry.
First, the radar will light up all of its display elements in a segment test. Next
the radar will tell you the software revision, for example “bEE III 010” for
BEE III revision 1.0. Finally, the radar will test itself with two Doppler tones,
first in stationary mode at 32 mph and then at 32/32 in moving mode. You will
also hear the Doppler audio associated with these test speeds. If all of the
checks are successful, the radar will respond with a double “test OK” beep.
Otherwise the radar will indicate a “fail” condition by displaying “Err”.
Immediately after passing the internal test, the letter “F” will be momentarily
displayed in the target window. The “F” indicates that the radar is in the tuning
fork test mode. See page 24 for details on the tuning fork tests. The unit will
stay in the tuning fork mode for approximately 30 seconds.
The BEE III periodically tests itself while the radar is operating. If no errors
are detected, the radar will give indication of this with a “test OK” tone set. If
an error is detected, the BEE III will indicate this by displaying “Err” and
ceasing to display target speeds. In the event of a test failure, the radar should
be removed from service until the problem can be remedied. In no case will
the BEE III process speeds when an error condition is present.
Select the operating mode
Look at the radar’s remote control. You will notice a cluster
of raised rubber buttons on the top portion of the remote.
Two of these buttons, the half-moon shaped ones, are used
for used to select the operating mode. The left button selects
opposite direction moving mode (normal moving radar), and
the right position selects same direction moving mode.
Press the Front button. This causes the front antenna to
transmit, if one is connected to the radar. Notice that the
radar responds to all wireless commands with a beep, letting
you know the BEE III understood and executed the action.
The selected mode will be illustrated in the MODE window,
which is located on the BEE III's front panel. The green car is
lighted (meaning that you are not in Standby), and since you
are in opposite direction moving mode on the front antenna, the arrow in the
opposite lane of traffic ahead of the patrol car is lighted. In all cases, the
arrows indicate the traffic that is being monitored.
Now, press the Standby (Stndby) button on the remote. Notice that the red X
is lighted, indicating that the unit is in standby. None of the arrows are lighted
since no traffic is being monitored. You’ll also notice that the radar reads
either “Ci” or “Hi” in the Patrol window; we’ll address this later.
Now press the Rear button on the remote (if the radar is equipped with a rear
antenna). The arrow that is behind the patrol car in the opposite lane of traffic
is lighted, since the radar is in opposite direction moving mode and
transmitting on the rear antenna.
Now press the Same key on the remote. The lighted arrow behind the car
moves from the opposite lane of traffic because the same direction traffic
behind the patrol vehicle is being monitored.
Press the Front key. The lighted arrow moves to the front of the green patrol
car since same direction traffic in front of the patrol vehicle is being monitored.
You will notice that there is not a “Slower” or “Faster” key on the BEE III like
there is on other same direction radars. This is because the BEE III has
Automatic Same Direction™ technology, a patented technology that allows it
to process same direction targets automatically, so you do not have to press a
button to tell the radar whether the target vehicle is moving faster or slower
that your patrol vehicle is.
Try out Stationary mode
The operator can toggle between moving mode and stationary mode using the
Mov/Sta button on the remote control. This button is located in the upper left
side of the flat keypad. This key can also be used to access the stopwatch
mode, which will be discussed later.
Press the Mov/Sta button. The radar will enter stationary mode. You can tell
this because the “Sta” icon is lighted below the middle window and the Patrol
window is filled with dashes. In moving mode, the “Mov” indicator would be
lighted.
In stationary mode, you can select the direction of the targets that you want to
monitor. When you first enter stationary mode, you will notice that both
arrows in the display’s Mode window are lighted in the direction of the
antenna that you have selected. This indicates that the radar will measure the
speeds of targets moving in both directions, just like a normal radar will. As
soon as a target is measured, the radar will tell you in the mode window the
direction that the vehicle is traveling in addition to the speed that it is traveling.
This unique feature helps you to positively identify the vehicle being measured.
Now, press the Same button on the remote. You will notice that only the arrow
corresponding to the patrol car’s lane is illuminated. This indicates that the
radar will only measure the speed of vehicles moving in that direction (moving
away from the patrol vehicle on the front antenna and approaching the patrol
vehicle on the rear antenna). The radar will only measure the speeds of
vehicles moving in that lane of traffic regardless of whether there is a stronger
vehicle moving in the opposite lane of traffic. The BEE III allows the radar to
look past traffic moving in the other lane of traffic to see only the traffic in the
lane that interests you.
Now press the Opposite (Opp) button on the remote. You will notice that the
arrow moves over to the other lane of traffic in the Mode window. In this
mode, the radar will only display the speed of vehicles moving in that direction
(moving toward the patrol vehicle on the front antenna and away from the
patrol vehicle on the rear antenna). Like in the previous case, the radar will
only measure the speeds of vehicles moving in that lane of traffic regardless of
whether there is a stronger vehicle moving in the other lane of traffic.
You can toggle between the lane you want to measure by pressing the Same
and Opp keys. If you want to go back to monitoring both lanes of traffic, you
must press the Mov/Sta key twice.
Perform a tuning fork test
Place the BEE III into stationary mode by pressing the Mov/Sta button on the
remote. Place the front antenna into transmit by pressing the raised Front
button. Place a ringing fork in front of the antenna. The radar will read the
speed marked on the tuning fork, within one mile per hour, in its red Target
speed display. You may have to move the tuning fork gently toward and away
from the antenna in order to get the radar to read it properly. This is because a
tuning fork vibrates both toward and away from the radar, and the radar is
expecting to see a target moving either toward it or away from it, but not both
directions at once. Alternately, you may place the radar into Tuning fork mode
to perform the test, as is detailed on page 24 of this manual.
Notice again that the radar gives two indications that it is operating in
stationary mode. Firstly, the Sta icon under the middle speed window is
lighted. Secondly, the Patrol window is filled with dashes, indicating that the
radar will not pick up a patrol speed. When you are in moving mode, the Mov
icon under the middle speed window is lighted, and there are no dashes in the
Patrol window.
Try locking in a speed.
This is a good time to try the lock function. Place a ringing fork in front of the
antenna again. While the readout is displaying a speed in the Target window,
press the remote’s Lock button. Note that the tuning fork’s speed is locked in
the middle window. Also, the T-lock icon, which is located directly under the
BEE III's middle window is lighted, designating that the speed in the middle
window is a locked target speed.
Every time that the lock button is pressed, the radar will transfer the speed in
the Target window over to the middle window. Also, if you place the radar
into Standby, the operating mode at the time the speed was locked will be
displayed in the Mode window.
To clear a locked speed, press either the Front or Rear antenna button. This
will clear the locked speed regardless of whether or not there is a target speed
displayed in the Target window.
Locked speeds are also erased in other ways. If the radar is placed into
Standby, the locked speed is preserved, but if the BEE III is then made to
transmit again, the locked speed is cleared. (This is an IACP requirement.)
Also, locked speeds are automatically cleared 15 minutes after they are locked
to preserve the integrity of the evidence. The automatic clearing is preceded by
a 30 second countdown if the BEE is in Standby to inform the officer of the
imminent clearing of the display so the officer can record the speed before it is
erased.
A double click of the lock button will also clear the lock window.
Perform moving mode tuning fork tests
Place the BEE III into moving mode by pressing the Mov/Sta button on the
remote. If the radar is not in opposite direction moving mode, press the
Opposite button. Turn the transmitter on to the front antenna by pressing the
raised Front button. Strike the lower frequency fork on a hard nonmetallic
surface and hold the ringing fork in a fixed position two or three inches in front
of the antenna with the narrow edge of the fork facing the antenna. The speed
will be shown in the patrol window. You may have to move the tuning fork
gently toward and away from the antenna in order to get the radar to read it
properly. This is because a tuning fork vibrates both toward and away from the
radar, and the radar is expecting to see a target moving either toward it or away
from it, but not both directions at once. While continuing to hold the ringing
fork in place, strike the other fork and hold it next to the patrol speed fork.
Both forks must be vibrating while being held an equal distance from the
antenna. The radar should display the difference between the forks as the
target speed. For example, for forks marked 35 mph and 65 mph, the patrol
would read 35 (low speed fork) and the target would read 30 (high-speed fork
minus low speed fork).
Try the menu system
Press and release the Menu button on the remote control. The middle speed
window of the readout will indicate “S n”. This indicates that the squelch is on
and Doppler audio is only present when a target speed is being displayed.
Now, do not push any buttons for 5 seconds. You will notice that the “S n” in
the middle window disappears. In all cases, after the menu buttons have not
been pressed for 10 seconds, the BEE III will revert back to its normal
operating mode.
Press the Menu key again. While the “S n” is being displayed, press the “—”
key on the remote. The middle speed will now read “S f”, indicating that the
squelch is now turned off and that the Doppler audio will be amplified at all
times, even when no target is present. As you have noticed, the “—” key also
acts as an “off” key for the menu. You can turn the squelch on by pressing the
“+” key while the “S” is present in the middle window or turn it off by pressing
the “—” key.
Now try pressing the “+” button without pressing the Menu button first. The
middle speed window of the readout will indicate “A 5”. This is the volume
adjustment, and the current volume setting is now one notch higher than it
previously was. Now wait for the text in the middle window to clear itself
again. Press the “—” button. The middle speed window of the readout will
read “A 4”. The number will be reduced by one from the value that was
previously displayed, indicating that the current volume setting is now one
notch lower than it previously was. Pressing the “+” and “—“ buttons without
pressing the Menu button first is the easiest way to adjust the audio volume.
You can also adjust the volume by pressing the menu key until “A _” is
displayed, where the “_” will be the current volume setting. You can adjust the
volume with the “+” and “—” buttons.
Wait until the middle window clears again and then press the Menu key twice.
The middle window will display “R __”, where the “_” is the current range
setting. Pressing the “—“ button will decrease the range setting by one each
time the button is pressed. To increase the range setting, press the “+” button.
If you press the menu key three times, you’ll notice that the radar will display a
“P” in the middle window. This initiates the POP™ mode, which will be
discussed in the section on advanced features of the BEE III.
Place the radar back in standby. You’ll notice the word “Ci” or “Hi in the
Patrol window. This is an indication on whether the radar is in City mode or
Highway mode. City mode should be used for patrol speeds of 45 mph or less,
and it causes the radar to resist false speeds due to combining. Highway mode
should be used for patrol speeds over 40 mph, and it causes the radar to resist
shadowing.
Take a look at the remote control. One of the keys is marked “Pat Bl” in red
and “Low/Hi” in blue. When the key is pressed by itself, it performs the patrol
blanking function, which will be described later. When you press the blue “2nd
F” key and then this key, it allows you to toggle the radar between city and
highway modes using the “+” and “—” keys.
Try it now. Press the 2nd F key. You will notice that the radar reads “2nd” in
its middle window. Now press the Low/Hi button. The middle window will
display “P L” or “P H”. The “L” will be present if you are in city mode and
the “H” will be present if you are in highway mode. Pressing the “+” places
the radar in highway mode, and pressing the “—” key places the radar in city
mode.
Fastest button
The button with the rabbit icon on the remote control activates the fastest target
mode while the BEE III is transmitting. Fastest mode works in stationary and
opposite direction moving mode, but not in same direction moving mode. The
use of this feature will be described later.
When the radar is in tuning fork mode, the Fastest button in used in same
direction mode to cause the radar to subtract the speed of the target speed fork
to the speed of the patrol speed fork, simulating a target that is moving slower
than the patrol vehicle. This will also be explained later.
10
Find some real targets (stationary)
Place the BEE III into the stationary mode. With a target present, press the
Front button. The BEE III will beep and turn the front antenna on, and if the
target is strong enough a speed will be displayed in the TARGET window.
If you want to lock in the speed, press the Lock button. The target speed will
move to the middle display window, and the “T lock” icon below that window
will light. After locking a target, the BEE III will continue to track it until the
radar is placed into Standby. The target may be re-locked at any time by
pressing the Lock button again.
Now place the radar into Standby. Notice that the locked speed is preserved in
the middle window. It will be erased if the radar is placed back into transmit
mode. It will also be automatically erased 15 minutes after it is locked in if the
radar is not placed back into transmit mode.
Find some real targets (opposite direction moving mode)
Operating in the opposite direction moving mode shouldn't hold any surprises.
The BEE III works like other moving radars. It can be used in an instant-on
mode by waiting to turn the transmitter on until a speeding target is close
enough to lock in, or it can be operated in continuous transmit mode.
Note that locking a target speed does not lock the patrol window until the unit
is placed into standby. Keeping the patrol window active allows the officer to
continue to verify patrol speed and monitor targets, re-locking at any time.
The patrol blanking function is activated by pressing the “Pat Bl” key on the
remote control. It works when the unit is in standby with a locked target.
Pressing the Pat Bl button alternately blanks and unblanks the locked patrol
speed in the Patrol window.
Shut the unit off
The BEE III is turned off by pressing the Power button on the display unit.
There is no need to unplug the unit, it draws very little power. There is no
power down action required on the remote.
11
Advanced features of the BEE III
These modes are useful tools, but many officers have not been exposed to them so they require
more explanation. Please don’t tackle these until you have a few hours of practice using the BEE
III in the conventional modes. A detailed explanation of these more information on modes is
contained in the Operational concerns of the fastest and same direction mode section.
Fastest mode
When the BEE III is in any transmitting mode, fastest mode is available by pressing the fastest
key, which is located in the upper right hand corner of the remote control. This will cause the
middle display window to be labeled as FAST. The unit will remain in fastest mode until the
fastest button is pressed again or until a target speed is locked in.
The middle speed window will display the speed of the fastest target, while the normal target
window continues to display the strongest target. If the strongest target is the fastest target
within the range of the BEE III, the fastest window will be filled with underscores. The
Doppler audio and the mode window will continue to track the strongest target when the radar
is in fastest mode.
Locking a target while the BEE III is in fastest mode will lock the strongest target. The BEE
III will not allow the locking of the speed that is displayed in the fastest window.
In stationary mode, the radar only looks for faster targets in the selected direction, either Same
or Opposite. If the radar is being operated in both-direction stationary mode, the radar only
looks for faster targets moving the same direction as the strongest target is moving. It
therefore may not show the speed of the absolute fastest target in this case. If you observe a
faster target that you want to observe, it is recommended that you place the radar in directional
stationary mode and select the direction in which the particular vehicle is moving.
Same direction mode
The BEE III is unlike other same direction radars. It has Automatic Same Direction™
(ASD™), which allows it to sense the relative direction a target is moving in relation to the
patrol vehicle. Older, less versatile same direction radars cannot detect the relative direction
that the target vehicle is moving, so they require the officer to press a button to tell the radar if
the target vehicle is moving faster or slower than the patrol vehicle.
The BEE III incorporates an advanced, patented technology called Automatic Same Direction™
(ASD™) processing. This allows the BEE III to know the absolute speed of a same direction
target without needing any input from the officer. In other words, same direction operation is
AUTOMATIC. This makes same direction operation simple, and will remove any questions in
court about the officer making the right decision on whether the target vehicle was moving
faster or slower than the patrol vehicle.
First, vehicles traveling the same or very near the same speed as patrol are not sensed by the
BEE III as targets. Since the speed differential is small, so is the Doppler shift. The radar
could not easily separate such targets from the reflections of stationary objects like the
12
windshield or hood ornament. Please keep this fact in mind, because the vehicle nearest you
may not be the target displayed by the BEE III if it's speed is within 3 mph of your patrol
speed.
The range of the BEE III is greatly reduced in same direction mode. This makes target
identification easier by reducing the number of potential targets.
POP™ mode
This MPH exclusive feature utilizes the latest technology to stop speeders from buying their
way around the law with a radar detector. Using the POP mode, an officer can do quick,
accurate speed checks on traffic without alerting approaching vehicles. When a speeding
vehicle is detected, the radar can operate in the conventional mode allowing the officer to check
audio, tracking history and lock the target.
With a conventional radar, placing the radar into transmit activates the transmitter. This
allows the user to control the length of time the transmitter is on. The shortest practical time
the user can fire and read a speed is about ½ second. Most radar detectors easily recognize
this, not just alerting the target vehicle but every detector within a mile.
POP mode is turned on by pressing the Menu button three times, until a “P” appears in the
middle window. The operator must then press the “+” key to turn the mode on. The middle
speed window will display “POP”.
If POP mode is turned on, then a momentary press of the Front or Rear antenna button will
only turn the transmitter on for the time the radar needs to acquire a target. This is much
shorter than humanly possible. Radar detectors do not recognize this. If the detected speed
warrants more investigation, the user simply presses the corresponding antenna button down
again while the POP speed is displayed and the radar will commence normal operation. “POP”
will disappear from the middle speed window, and you can then monitor the target, develop a
tracking history, and lock in the vehicle’s speed. If the antenna button is not pressed again, the
transmission is limited to the single short pulse and does not alert speeders down the road.
In order to lock in a speed, you must allow the radar to enter continuous transmit mode. Since
Doppler audio is not present during the POP pulse and no tracking history is produced, the
speed from the POP pulse cannot be locked in. This is done to prevent any legal concerns
regarding speeds locked in on the BEE III radar.
POP mode can be turned off in several ways. If you place the radar into continuous transmit
mode as described above, the radar will exit POP mode. You can also get out of POP mode by
hitting the Menu or Standby buttons on the remote. When you exit Pop mode, “POP”
disappears from the Lock window.
13
Effective use of POP mode
Radar detectors are most effective against stationary radar on long stretches of road with light
traffic. In this situation, each time the speed is measured on a car passing the radar, all cars
with detectors within a mile or more are alerted. This is a perfect application for POP mode.
POP mode is most effective at short range (up to ¼ mile) and where there is some separation
between targets.
Degree of effectiveness
When using POP mode, most radar detectors (95%) will not detect anything, even at point
blank range. Some (5%) will detect it when pulses are repeated quickly (less than a few
seconds between pulses). A few (less than a few percent) will give a minor alert, similar to
what door openers and other sources cause. POP mode is invisible in most cases, but always
substantially less detectable than conventional radar.
It is recommended to try it on several models of detectors to get a feel for its effectiveness.
A note of caution
Information derived during the POP burst is non-evidential and to be used as advisory
information only, in much that same manner as fastest mode is. Citations should not be
issued based solely on information derived from the POP burst since there is no tracking
history developed. If the speed is a violation, the radar must be allowed to enter the
continuous transmit mode (by pressing the corresponding antenna button again while the
POP speed is still being displayed) so that the tracking history may be developed. There is
no case law allowing traffic radar citations to be issued without a tracking history, and
MPH will not assist in the prosecution of citations issued without a proper tracking
history.
Stopwatch mode
Stopwatch mode makes use of the precision counters in the BEE III unit in order to
measure vehicle speeds without any microwave transmissions. The function allows an
operator to measure the amount of time it takes a vehicle to travel a known distance
and then performs a speed measurement using the formula:
Speed = (distance traveled) ÷ (time required to travel that distance)
To enter stopwatch mode, you must press the blue “2nd F” key on the remote control
followed by the “Stopw” button. You should see “.0” in the Target window and a
number in the Patrol window. The Target window is the time window and the Patrol
window shows the distance that the measurement will be performed over in yards.
14
The first thing you will need to do is to locate an area over which you wish to monitor
speeds. This area will need two distinct landmarks so that you observe when the
vehicle has passed each landmark so that you can accurately start and stop the timer.
You will need to know with good precision how far apart the two landmarks are.
In order to get the best accuracy in stopwatch mode, the measurement time for a
vehicle to traverse the distance you select should be at least 10 seconds. Therefore,
you will want the landmarks to be at least 100 yards apart for city use and several
hundred yards apart in the country.
Next, you need to tell the radar how far apart the landmarks are. The first time you
operate the stopwatch mode, the distance will be preset to 100 yards. Each press of
the “+” key will increase the distance by 1 yard and each press of the “—” key will
decrease the distance by 1 yard. Also, each press of the Same key increases the
distance by 10 yards and each press of the Opposite key decreases the distance by 10
yards. Finally, each press of the Front key increases the distance by 100 yards, while
each press of the Rear key decreases the distance by 100 yards.
The timer is started and stopped by pressing the Lock button. To measure a vehicle’s
speed, you must press the Lock button when the vehicle is passing the first landmark.
When the vehicle has reached the second landmark, you should press the Lock button
again. The timer in the Target window will freeze, and the calculated speed of the
vehicle will be displayed in the middle window. Since this is a locked target speed, the
T-lock indicator will be lighted under the middle speed window.
To measure the next vehicle, just press the Lock button. The speed from the previous
vehicle will be cleared, and the time will start at zero. To exit the stopwatch mode,
press the Menu or Mov/Sta key.
15
A Detailed Explanation of the BEE III's Features
Practical use of the BEE III
The BEE III allows the operator to choose various types of use and operation. The radar may be
used as a conventional MOVING, STATIONARY, or PACING radar. The BEE III also features
the SAME DIRECTION MOVING and FASTEST features. Each of these uses is described
below.
Stationary radar
As a stationary radar, the MPH BEE III allows the officer to monitor traffic coming or going while
the patrol vehicle is stopped. This type of operation is usually carried out in known locations of
high-speed traffic or complaint areas. In the stationary mode, the patrol window is not used.
ASD™ technology allows the operator to select a lane of traffic to monitor in stationary mode: in
the same lane as the patrol vehicle, in the opposite lane, or in both lanes. This selection can be
made on either the front or rear antenna. Also, the operator can choose to monitor the fastest target
traveling in the selected direction in addition to the strongest target.
Moving radar (opposite direction)
As a moving radar, the MPH BEE III allows the officer to monitor traffic speeds while carrying on
other routine patrol activities. The unit monitors the speed of each approaching vehicle, displaying
that vehicle's speed in the target window.
The patrol vehicle speed is continuously displayed so that the operator may check the speed
displayed against the speedometer reading. If these two speeds correspond, then the officer is
assured that the reading of the violator's speed is correct at the instant of determination.
In opposite direction mode, care should be taken by the operator to recognize that the violator is
traveling at a higher rate of speed than the norm; that the vehicle is out front, by itself, and nearest
the radar; that proper identification of the violating vehicle is made; and at the time of speed
determination the patrol vehicle's speed indication on the radar is the same as the reading on the
speedometer. If these steps are taken, and the radar was properly checked for calibration
beforehand, the officer knows the radar was operating properly and that the radar made a true and
accurate determination of the vehicle's speed.
Fastest Mode
Historically, traffic radar has displayed the strongest target. Case law has centered on the ability
of the radar operator to confidently identify what vehicle is associated with that indication. It was
relatively simple for analog radars to process this method.
Modern DSP radar such as the BEE III can process many targets at the same time, but there is no
practical way to display multiple targets and associate them with the correct vehicles. Fastest
mode gives the operator an opportunity to view one other target besides the strongest. In this
16
mode, the BEE III considers all possible targets (there may be several in range of the radar) and
displays the fastest one.
While the speeds indicated in the fastest mode are as accurate as normal targets, visual
identification of the offending vehicle is more difficult. For this reason, the BEE III only displays
fastest targets on request when the mode is enabled and does not allow them to be locked. It is
intended to be used as a way to gather additional information about a specific situation.
Fastest mode works in stationary and opposite direction moving modes, but not in same direction
mode.
Same direction moving radar
Same direction mode allows the BEE III to track targets moving faster or slower and in the same
direction as the patrol vehicle. This mode is best used in light traffic where visual target
identification is easier. With this feature active, the target speed range is limited to patrol speed
±70%. The target must be moving at a speed at least 3 mph faster or slower than patrol.
Unlike older radars, the user does not have to press a SLOWER or FASTER button. ASD™
technology allows the BEE III to detect whether the target vehicle is moving faster or slower than
the patrol vehicle and automatically compute the correct target speed.
Pacing radar
The BEE III radar allows the officer an accurate means of pacing vehicles. In this mode, the BEE
III essentially functions as a calibrated speedometer. The radar should be placed in the stationary
mode for this type of operation.
17
Display
The BEE III uses a high contrast LED display with automatic dimming.
Mode
The mode section shows what the radar is doing. The display is set up like a roadway. A large red
“X” icon in the left lane tells at a glance that the transmitter is in standby. A large green car in the
right line indicates that the transmitter is on.
The operating mode of the BEE III is illustrated with the scene of a patrol car and selected targets.
In opposite direction moving mode, the scene shows an arrow in the left lane of traffic; it is ahead
of the patrol car if the front antenna is selected and behind the patrol car if the rear antenna is
selected. In same direction moving mode, the arrows target vehicle is shown moving the same
direction as the patrol car. In addition, moving mode is indicated by “Mov” appearing under the
middle speed display window.
In stationary mode, the Mode window works similarly. Indicators appear in front of or behind the
patrol vehicle icon to indicate the selected antenna. If the opposite lane of traffic is selected, only
the arrow in the left lane lights. If the same lane of traffic is selected, the arrow in the right lane
lights. If both directions of traffic are selected, arrows in both lanes light. Stationary mode is
indicated by “Sta” appearing below the middle speed display window.
Speed windows
The BEE III has three windows for speed display. These are arranged by function and use color
for quick identification at night.
The leftmost display is a dedicated red target window. This window always displays the strongest
target’s speed, even in fastest mode. Radio frequency error conditions (rFi) are displayed in this
window.
18
The middle speed window is yellow and performs two functions; an icon located directly below the
window indicates each function. If the window is being used to display a locked target speed, a Tlock icon is lit. Only the speed of the strongest target can be locked. If the middle window is being
used to display the speed of the fastest vehicle (fastest mode), a FAST icon is lighted. General
error conditions (Err) are also indicated in this window.
The green window on the right side of the display shows the patrol vehicle’s speed in moving mode
and is unused (filled with dashes) in stationary mode. The speed displayed in this window should
always correspond with the vehicle’s speedometer. If a low voltage condition occurs, it will be
indicated in this window by “Lo” appearing in the window.
Doppler audio
The BEE III features a speaker on the front panel for Doppler audio. The BEE III's audio is
derived directly from the received Doppler signal (not synthesized) and is useful as an aid in target
identification. The loudness is proportional to the strength of the received signal and increases as
the target vehicle approaches. The pitch of the audio signal increases with higher closing speeds.
The Doppler audio always corresponds to the strongest target, even when the radar is in fastest
mode.
Display dimming and infrared remote sensor
A photocell is located on the display panel to automatically adjust the brightness of the display to
the ambient light conditions. An infrared sensor is also located on the display panel to receive
commands from the remote control.
Power button
This button controls the power for the BEE III radar. When the BEE III is turned off, the radar
remembers it’s user settings (volume level, mode, etc.), but it does not remember speeds and it
starts up in standby mode. When the unit is next turned on, it powers up using the same settings,
saving the user the trouble of resetting the radar to his or her desired settings.
19
Remote Control
The wireless remote is a battery-powered infrared remote
control, much like one for a television (The optional
wired remote has identical controls). There is no action
required to turn power on or off on the remote, but try to
avoid storing the remote with any switch depressed in
order to avoid draining its batteries.
The BEE III remote has two main sections of controls
located on its face. These sections are separated by a
heavy white line on the label.
Operating mode keys
The most commonly used keys, those used while driving,
are at the top of the remote. They are raised rubber keys
and are contoured so that the operator’s thumb is cradled
in the center of a five-key cluster, allowing easy control
of the radar’s operating mode while allowing the
operator to keep his eyes on the road. All of these keys
are backlighted for use at night.
Front: Places the radar into front antenna mode.
Rear: Places the radar into rear antenna mode.
Standby: Places the radar into Standby.
Opposite: Places the radar into opposite direction mode when moving mode is selected.
Same: Places the radar into same direction mode when moving mode is selected.
Lock: Causes the radar to lock the Target speed in the Lock window.
A target locked for 15 minutes will automatically be cleared. If the unit is in standby, a
countdown will be shown in the target window, allowing the officer time to note the speeds
before they are erased.
Fastest: Toggles the radar between fastest vehicle mode and strongest vehicle mode. Also used in
tuning fork mode to simulate a target that is moving slower than the patrol vehicle in same
direction moving mode.
20
Less-frequently used keys.
These keys are flat membrane-type keys that are embossed around their edges to make them easy to
identify by feel.
Some of the keys have two colors of text identifying them. The red text is the default function of
the key; pressing the key by itself will cause it to perform this function. The function in blue text is
initiated by first pressing the blue “2ndF” key.
Mov/Sta – Toggles the radar between moving and stationary operating modes.
Stopw – This is accessed using the 2nd F key. Toggles the radar between normal radar mode and
stopwatch modes.
Test – Manually initiates a self-test of the radar. The radar will momentarily light all of its
displays and icons. Then it will test itself at various speeds. If no problems are found, the
radar will return to its previous mode of operation. If a problem is found, the radar will
display “Err” in the target window and cease to measure speeds.
The radar performs additional self-tests invisibly during normal operation (initiated
automatically). The radar emits a double beep if no problems are detected and displays
“Err” if a problem is found.
Pat Bl – When the radar is in Standby mode, pressing this button will cause the radar to blank the
patrol speed display. Pressing the button while the patrol speed display is blanked will
cause the locked patrol speed to reappear.
Low/Hi – This is accessed using the 2nd F key. Selects the city or highway filter to reduce patrol
speed shadowing or combining.
“—” – Works with the menu button. Causes the radar to decrease the audio volume if no
selection has been made. Decreases the setting of the menu item if a menu selection has
been made.
Menu – Allows the selection of modes and settings that do not have individual buttons on the
remote. Is described further in the Menu section of this manual.
“+”– Works with the menu button. Causes the radar to increase the volume if no selection has
been made. Increases the setting of the menu item if a menu selection has been made.
2nd F – Causes the radar to select the blue second function of a key instead of the red primary
function of the key. “2nd” appears in the middle window when it is pressed. Pressing this
key a second time causes “2nd” to disappear and allows the radar to select the primary
(red) function of a key.
Backlt – Manually causes the backlight of the remote control to turn on for 7 seconds. Once
activated, the backlight turns on for 7 seconds after any button is pressed.
21
Menu
No presses of the menu button – Adjust the audio volume
Audio volume has 7 settings (0 through 6, with 0 being “mute”). During volume
adjustment, “A” is displayed in the middle window of the radar, followed by the current
setting.
On its initial power-up, the volume is initially set to level 4. On subsequent power-ups, the
BEE III retains the volume setting it had when the radar was turned off.
Pressing the “—” key lowers the volume one level; pressing the “+” raises the volume.
Pressing the Menu key after making an adjustment returns the radar to its normal
operating mode. Pressing the Menu key without making an adjustment causes the radar to
move on to the next menu setting.
One press of the menu button – Adjust the squelch
The squelch has two settings: on and off. Squelch on causes the radar to only produce an
audio tone when a target is present, while Squelch off causes the Doppler return signal to
be amplified at all times. During squelch adjustment, “S” is displayed in the middle
window of the radar, followed by the current setting (“n” for on and “f” for off).
On its initial power-up, the squelch is initially on. On subsequent power-ups, the BEE III
retains the squelch setting it had when the radar was turned off.
Pressing either the “—” key or the “+” causes the radar to toggle between Squelch on and
Squelch off. Pressing the Menu key after making an adjustment returns the radar to its
normal operating mode. Pressing the Menu key without making an adjustment causes the
radar to move on to the next menu setting.
Two presses of the menu button – Adjust the range
The range has 7 settings (1 through 7). The range setting does not affect the transmitted
power, only the sensitivity of the radar. During range adjustment, “r” is displayed in the
middle window of the radar, followed by the current setting.
Upon initial power-up, the range is initially set to maximum.
Pressing the “—” key decreases the range one level; pressing the “+” increases the range.
Pressing the Menu key after making an adjustment returns the radar to its normal
operating mode. Pressing the Menu key without making an adjustment causes the radar to
move on to the next menu setting.
22
Three presses of the menu button – Enter POP mode
When the menu button is pressed for the third time, a “P” will appear in the middle
window. Pressing the “+” button places the radar in the POP mode, and “POP” will
remain in the middle window of the radar for as long as the POP mode is active. For a
further explanation of this mode, see the section on POP mode on pages 13-14 of this
manual
23
Operation
Power up
When the BEE III is first turned on, it will go through a complete self test. The radar will first
perform a light test, in which all of the display's indicators will light, and then the radar will
perform a 32 mph internal circuitry test. After the self-test, the current software version will be
shown, followed by the current antenna configuration. A 3 for Ka band, A 2 for K band, and A 0
for no antenna.
BEE III tuning fork tests in general
A tuning fork test is the standard test for proving that the antenna and counting unit are functioning
properly. In older analog radars, the dual tuning fork tests actually checked two different circuits,
one each for patrol and target speeds. However, the BEE III uses a single circuit, the digital signal
processor (DSP), to determine both speeds, so that testing the BEE III with a single tuning fork in
stationary mode actually ensures that the entire radar is working. Despite this fact, MPH
recommends that you follow your court-proven department guidelines for performing tuning fork
checks.
Since the BEE III is a directional radar and the tines of a tuning fork vibrate in both directions,
tuning fork tests are more complicated than they are with non-directional radars. Therefore, the
BEE III has a Tuning Fork Mode, which is used while testing the radar with tuning forks. In this
mode, the BEE III works as a non-directional radar, allowing the tuning forks to work properly.
Placing the BEE III in Tuning Fork Mode
When a self test is performed on the BEE III by pressing the Test button on the remote control, the
radar does a segment check and a 32 mph test. After this, the radar displays an “F” in the
hundreds digit of the Target window. This indicates that the radar is in Tuning Fork mode. The
radar will stay in Tuning Fork mode for 30 seconds after the self test is complete.
To place the radar in Tuning fork mode for an extended period of time, press the 2nd F button on
the remote control and then the Test button. The radar will remain in Tuning Fork mode until it is
manually taken out of Tuning Fork mode by pressing 2nd F followed by the Test button. You may
need to do this to fully test the radar.
Stationary mode tuning fork tests
To perform a stationary mode tuning fork test, place the radar in Tuning Fork mode and strike the
tuning fork on wood or plastic and hold the ringing fork in a fixed position two or three inches in
front of the antenna with the narrow edge of the fork facing the antenna front. This will cause the
target speed window to display the speed labeled on the fork (+ 1 mph). While performing the
tuning fork test, the audio volume level may be set to a desirable level.
24
Fastest mode may be tested by using the lower speed tuning fork as above and by placing the
ringing higher speed fork into the antenna beam at a greater distance since the fastest target should
be a weaker signal than the target. The Fastest button must be pressed and held on the remote.
The audio will switch to the fastest target when present. For example, for forks marked 35 mph
and 65 mph, the target would read 35 (the closer fork) and the fastest window would read 65.
Moving mode tuning fork tests
Moving radar units are designed to acquire a patrol speed and look for target speeds that are faster
(opposite direction) or slower (same direction) than the patrol speed. These two speeds can be
simulated using tuning forks. The two forks are manufactured to vibrate at different frequencies.
One fork will be used to simulate patrol speed and the other target speed. In moving mode, the
speed printed on the target fork will not match the speed shown on the BEE III display. It will be
added to or subtracted from the patrol speed depending on the mode switch selections.
For opposite direction moving mode, the lower speed fork will simulate patrol speed while the
higher speed fork will represent the target. For same direction moving mode, the higher speed fork
will be the patrol while the lower speed fork will be the target.
To perform the tuning fork test, place the radar in Tuning Fork mode and strike the patrol fork
(lower frequency) on a hard nonmetallic surface. Hold the ringing fork in a fixed position two or
three inches in front of the antenna with the narrow edge of the fork facing the antenna. The speed
will be shown in the patrol window. While continuing to hold the ringing fork in place, strike the
other fork and hold it next to the patrol speed fork. Both forks must be vibrating while being held
an approximately equal distance from the antenna.
For opposite direction moving mode, the radar should display the low speed fork as patrol and the
difference between the forks as the target speed. For example, for forks marked 35 mph and 65
mph, the patrol would read 35 (low speed fork) and the target would read 30 (high-speed fork
minus low speed fork).
Testing the same direction moving mode with tuning forks is a little more difficult. The radar will
display the high-speed fork as the patrol speed. However, since a tuning fork vibrates in both
directions, the unit cannot determine whether it should add or subtract the low speed fork from the
high speed fork. Therefore, Tuning Fork mode turns off the direction sensing of the radar and
allows you to tell the radar whether to treat the target fork as approaching or receding.
To accomplish this, the Fastest button on the remote control is used. In Tuning Fork mode, the
BEE III assumes that the target is moving faster than the patrol speed. Therefore, with forks
marked 35 mph and 65 mph, the patrol would read 65 (high speed fork) and the target would read
100 (high-speed fork plus low speed fork). To test the other case, when the target speed is slower
than the patrol speed, press the Fastest button. This makes the radar momentarily subtract the
target speed from the patrol speed. With forks marked 35 mph and 65 mph, the patrol would read
65 (high speed fork) and the target would read 30 (high-speed fork minus low speed fork).
25
Harmonic detection
In moving mode, the BEE III receives a large reflection from the road, which is used to compute
the patrol speed. Some situations, such as when guardrails or large signs are present, cause the
signal to be excessively large. This can sometimes cause a harmonic frequency of twice the patrol
speed to appear. These signals would normally be displayed as a target with a speed equal to the
patrol speed and prevent the BEE III from reading the speed of real targets, but harmonic detection
circuitry inside the BEE III inhibits this. Unfortunately, the harmonic detection circuitry also may
reduce the range of actual target vehicles that are moving at the same speed as the patrol vehicle.
This is normal and can be avoided by patrolling at a different speed than the offending targets.
Range and radar placement
The range of the radar is influenced by how it is mounted in the vehicle. Heater fans are moving
targets and will be picked up if energy from the antenna is reflected toward the fan. The best
solution to this problem is to find a location that minimizes this effect. To determine this location,
place the unit in stationary mode, turn the volume up, and open the squelch. This lets any target or
interference be heard. If changing fan speeds changes the audio signal, the fan is being picked up
in that mounting position; try to find a different location. Reducing the fan speed may also reduce
the problem. Reducing the range setting of the radar will also reduce the problem. If you have
persistent problems with the BEE III reading the fan speed, call the factory for suggestions specific
to your particular vehicle.
Power Source
Cigarette lighter receptacles have been the traditional source of power for traffic radar. However,
poor grounding, electronic ignition bleed over, and alternator noise in newer cars can combine to
create an unacceptably high level of ambient electronic interference. In some instances, an
unusually noisy vehicle ignition/alternator noise can result in false readings and/or reduce the range
of the BEE III.
To combat this, it is recommended that a shielded cable be run from the battery directly to an
auxiliary receptacle installed under the dash or on the console. This should effectively eliminate
any power source problems.
Fuse Replacement
BEE IIIs are shipped with a fused cigarette lighter plug. The fuse is housed inside the tip of the
plug. (See arrow in below illustration.) To remove fuse: unscrew and remove the tip and the fuse.
Replacement fuses should be commonly available 2 Amp, AGC type fuses. Substitutions are not
recommended and may violate the BEE III's warranty.
26
Remote control batteries
The BEE III wireless remote uses 2 AA disposable alkaline batteries. These require periodic
replacement by the user. A typical set of batteries should last approximately six months, so long
as the remote control is not stored in a manner in which one of the buttons is inadvertently
depressed for a significant period of time. The first indication that the batteries need replaced will
be a reduced range of the wireless remote and a need to point the control toward the radar. In the
case of totally dead batteries, the radar unit will go through its self-test when plugged in, but not
respond to commands from the remote.
The batteries are changed as follows:
•
•
•
•
•
On the back side of the remote, slide the ribbed retaining latch of the battery cover down.
The latch may be difficult to slide the first few times the batteries are replaced.
Carefully pivot the battery cover off of the remote, trying not to damage the guide hooks
on the bottom of the battery cover.
Remove the batteries and replace them with new alkaline batteries
Carefully replace the battery cover, inserting the guide hooks into the housing first and
then pivoting the cover back into position.
Slide the ribbed retaining latch up to lock the battery cover.
27
General Operational Considerations
Understanding traffic radar
A historical perspective
The development of RADAR (an acronym for Radio Detection and Ranging) cannot be attributed
to a single inventor or even an identifiable group of inventors. Its basic concepts have been
understood as long as those of electromagnetic waves have. As long ago as 1886, it was known
that radio waves could be reflected from solid objects. Although use of a radio echo for detection
purposes was discussed for many years in the literature, it took the imminent threat of war in
Europe in the late 1930's to bring about serious research and development.
The original purpose of radar was to provide advance warning of approaching enemy aircraft.
Consequently, a technique of transmitting radio waves and listening for the reflection was
developed in Germany, Great Britain, and the U.S. almost simultaneously. This search and
detection system measured the length of time it took for a reflection to come back, and from that,
distance could be calculated. Using this technique, many familiar devices were developed during
the war years, often under great secrecy. These include aircraft and ship navigation, the aircraft
altimeter, and radar mapping.
With the lifting of military security restrictions in 1946, the level of research in radar declined and
attention was turned to the development of civilian applications such as radio astronomy and
weather radar. Although a method of velocity measurement using a theory of physics called the
Doppler principle was well known, it was never applied to radar until this post-war period. One of
the first applications in 1948 was in primitive traffic radar to measure the speed of autos. While
these early units were an improvement over the time distance stopwatch technique, they were
bulky, difficult to operate and suffered from certain technical limitations. It was more than twenty
years before a significant breakthrough was made to enable the development of the modern-day
radar as we now know it.
The Doppler Principle
As we have seen, a wide variety of radar devices have been developed over the years to perform an
even wider variety of tasks. Let us turn our attention to how this technology is being applied to
velocity measurement.
In 1842, an Austrian physicist and mathematician by the name of Christian Johann Doppler
postulated a theory that connects the frequency of a wave with the relative motion between the
source of the wave and the observer. This today is known as the Doppler principle and is used to
determine the velocity of everything from a pitched baseball to the largest galaxies in space.
28
An appreciation of the Doppler effect can best be gained if one considers everyday sounds
produced by familiar moving objects: the auto horn, a train whistle and a jet plane in flight will all
demonstrate a marked change in tone as they pass a stationary object. This is a result of the wave
nature of sound. For example, consider the automobile horn. The horn itself is producing waves
of sound at a constant rate, say 250 waves per second. As long as the auto is sitting still, we
perceive the sound of the horn as a 250 cycle per second tone. If we next put the auto in motion
toward us at 55 mph, it becomes apparent that we no longer receive 250 waves per second at our
ear because, while the waves travel at a constant speed, each succeeding wave has a shorter
distance to travel to our ear. The waves are effectively compressed to a higher frequency per
second and consequently a higher tone is heard. The waves momentarily drop to 250 per second at
a point perpendicular to the observer and then begin to decrease in frequency as the vehicle moves
away from the observer and each succeeding wave has farther to travel to the ear. The waves are
now effectively being stretched. Moreover, if the speed of the auto is increased, so is the
compression and stretching effect upon the waves and we perceive a higher and lower tone
respectively.
The Doppler Principle as applied to velocity measurement
Up to this point, we have been using sound to demonstrate the effects of the Doppler principle.
However, as you may know, radio energy and light also exhibit a waveform and this fact opens
several interesting areas to consideration.
As we have seen earlier, it is possible to determine the existence and the location of an object at
great distance by transmitting a beam of radio energy and then receiving that small portion of the
beam that is reflected back. If it is possible to reflect radio energy from an object, and that object
is in motion toward or away from the transmitter, the reflected radio waves should be altered in
accordance with the Doppler principle. More specifically, they will be compressed to a higher
frequency as the object moves nearer to the source and, conversely, stretched as the object moves
away. Furthermore, the faster the object approaches or recedes, the greater the
compression/stretching effect upon the waves.
Therefore, if we are able to transmit a radio wave of a known frequency that travels at a constant
speed, and then construct a device to measure the frequency of the reflected waves, by comparing
the two frequencies we will know how much our beam was altered by motion, the Doppler
frequency. From here, it is a straightforward calculation to determine the velocity of our target
object. This is precisely the approach taken in all modern speed measurement devices.
Practical application of the Doppler Principle in traffic radar
Now that we have an understanding of the Doppler principle as applied to velocity measurement,
let us examine how it is used in MPH traffic radar.
29
You will recall in the example of the automobile horn that the frequency of the horn tone and its
rate of travel through the air were assumed to be constant, so that the only factor affecting the tone
from the observer's standpoint was the change in position of the automobile. With radio waves, we
are able to assume this with much greater confidence. For a source of radio waves, MPH has
selected a sophisticated solid-state device called a Gunn oscillator that generates radio energy in the
microwave region. Specifically, a K-band radar transmits at a frequency of 24,150 MHz, and a
Ka-band radar transmits at a frequency of 33,800 MHz. This high frequency radio energy is
focused into a narrow beam and directed at the target vehicle and travels at the speed of light. A
small portion of the beam is reflected back to a second solid-state device called a mixer diode. The
mixer diode compares the frequency of the reflected beam to the transmitted frequency. The
difference between these two frequencies is called the Doppler frequency. Furthermore, the
Doppler frequency is directly proportional to the sum of the transmitter (patrol) and target
velocities. It can be shown mathematically that for a transmitted K-band frequency of 24,150
MHz, a Doppler frequency of 72.0 Hz will be produced for each mile per hour that the target is
moving. Similarly, a transmitted Ka-band frequency of 33,800 MHz will cause a Doppler
frequency of 100.8 Hz to be produced for each mile per hour. For example:
K-band: 72.02 Hz x 60 mph
Ka-band: 100.8 Hz x 60 mph
4321.0 Hz Doppler frequency
6048.0 Hz Doppler frequency
Knowing this relationship, we are able, by means of modern electronic circuitry, to convert the
Doppler frequency as determined by the mixer diode into a digital presentation of the target's speed
in miles per hour.
Some appreciation of the accuracy required of the complete system may be gained by looking at
the very small numerical value of the Doppler frequency as compared to the transmitted and
received frequencies.
K-Band
Vehicle Approaching at 60 mph
Reflected Frequency
24,150,004,321 cycles per sec.
Transmitted Frequency 24,150,000,000 cycles per sec.
+ 4,321 cycles per sec.
Vehicle Receding at 60 mph
Reflected Frequency
24,149,995,679 cycles per sec.
Transmitted Frequency 24,150,000,000 cycles per sec.
– 4,321 cycles per sec.
Note again how the reflected frequency is greater than the transmitted as the vehicle approaches
and less than the transmitted as it recedes, yet the difference, the Doppler shift, remains constant
for this particular vehicle speed.
Stationary radar theory and Automatic Same Direction™ (ASD™) technology
Most stationary radars cannot detect what direction a target is moving. In both of the previous
examples, a “normal” stationary radar would detect a Doppler shift of 4321 cycles per second and
convert that to 60 mph. They cannot tell if the true Doppler shift was +4321 or - 4321 cycles per
second.
30
Automatic Same Direction™ (ASD™) is a revolutionary radar technology patented by MPH. It
allows the radar to tell the direction a target is moving relative to the radar. So in the two
examples above, the radar would see two different Doppler shifts: +4321 and – 4321` cycles per
second respectively. +4321 cycles per second would be converted to +60 mph, meaning that the
target is approaching at 60 mph. - 4321 cycles per second could be converted to -60 mph, meaning
that the target is moving away at 60 mph.
This allows the BEE III to do something that other traffic radars cannot do. The operator can
select to only have the radar monitor targets in a particular lane of traffic while completely
ignoring traffic in the other lane. This is particularly important when a “Jersey barrier” is present,
preventing the officer from pursuing traffic in the other lane.
Moving radar theory
Moving traffic radar refers to units that have the ability to function while the patrol vehicle itself is
in motion. They have this ability in addition to their standard stationary capabilities. When being
used as moving traffic radar, the MPH BEE III will simultaneously display both the patrol vehicle
speed and the target vehicle speed. Like the stationary radar, the moving radar is based on the
Doppler theory. However, with moving radar, the signal processing is more involved than with
stationary. The radar receives reflected signals from both the target and the roadway. The target
signal contains information on the combined speed of the two vehicles while the patrol signal has
the information concerning the speed of the police vehicle. The receiver (mixer diode) in the
antenna provides all of this information.
31
Operational concerns of the fastest and same direction modes
Description of the fastest mode
Historically, traffic radar has displayed the strongest target. Case law has centered on the ability
of the radar operator to confidently identify what vehicle is associated with that indication. It was
relatively simple for analog radars to process this method.
Modern DSP radar such as the BEE III can process many targets at the same time, but there is no
practical way to display multiple targets and associate them with the correct targets (like air traffic
control radar does).
Fastest mode gives the operator an opportunity to view one other target in addition to the strongest.
In this mode, the BEE III considers all possible targets in range (there may be several) and displays
the strongest and fastest ones.
While the speeds indicated in fastest mode are as accurate as normal targets, visual identification
of the offending vehicle is more difficult. For this reason, the BEE III does not allow fastest
targets to be locked. It is intended to be used as a way to gather additional information about a
specific situation, not a primary operating mode.
Operation in fastest mode
Fastest mode operation is available anytime except in same direction mode. Pressing the fastest
button on the remote will initiate a search for any vehicles that are faster than the strongest target.
Activation of this mode will be indicated on the front panel with the "FAST" icon below the middle
window. The display's middle window will show the speed of the fastest target that is moving
faster than the strongest vehicle, if there is such a target within the range of the BEE III.
Otherwise, the window will be blank, showing that it is looking for a faster target but there isn't
one within the range of the radar. The BEE III will remain in fastest mode until the fastest button
is pressed again. Upon pressing the fastest button again, the radar will return to normal (strongest
target) radar mode.
Important points to remember when using the fastest mode:
1) In any mode, the BEE III’s target window ALWAYS displays the strongest target in the selected
direction of travel. The speed displayed in the target window is the ONLY speed that may be
locked.
2) If the strongest target is the fastest target, the speed will not be duplicated in the fastest
window. This serves as an alert to the operator that the strongest is the fastest, and its speed
may be locked. Often a speed will appear in the fastest window first and then shift to the
target window when the previous strongest target exits the antenna field. In these situations the
fastest mode provides more tracking information and additional time to observe or lock the
target.
3) In some situations, such as a car passing a large truck, the fastest target (the car) will never be
the strongest target, and there may not be any opportunity to lock it.
32
4) While visual identification of the strongest target is straight forward, identification of the
fastest requires more attention and information. In a situation with a car passing a large truck,
the fastest window may show the speed of that vehicle or a much faster vehicle somewhere else
within the range of the radar. The fastest vehicle is selected without regard to its signal
strength. It cannot be assumed that the fastest is the second strongest target.
5) Range of fastest targets is fixed at a little under full. Changing range on the front panel makes
no change in fastest target range.
Description of the same direction mode
The BEE III allows the tracking of targets moving in the same direction as the patrol vehicle.
Because of the BEE III’s patented ASD™ technology, same direction operation requires only a little
more attention from the operator than opposite direction. This mode can be a little difficult to use
in heavy traffic where visual target identification is not as easy.
Operation of the same direction moving mode
Same direction moving mode is selected by pressing the Same button on the remote control when
the radar is in moving mode.
Explanation of ASD™ technology in same direction mode.
The BEE III’s ASD™ technology allows it to determine the difference between a target traveling
faster or slower than the patrol vehicle.
With ASD™, a target running 10 mph slower than the patrol vehicle and a target running 10 mph
faster than the patrol vehicle do not produce the same signal at the radar antenna. It is true that the
Doppler tone generated in the speaker by each target corresponds to 10 mph. However, the signals
present in the antenna are different.
On the front antenna, a target moving slower than the patrol vehicle is actually getting nearer the
patrol vehicle, and it produces a return signal that is at a higher frequency than the transmitted
signal. Conversely, a target moving faster than the patrol vehicle is moving away from the patrol
vehicle, and it produces a return signal that is at a lower frequency than the transmitted signal. {A
rear antenna works oppositely, for example a target moving faster is getting nearer the patrol
vehicle, and produces a return signal that is higher in frequency than the transmitted frequency, and
a target moving slower is moving away from the patrol vehicle, producing a lower frequency than
the transmitted frequency.}
ASD™ technology can tell the difference between these two frequencies (whether it is higher or
lower than the transmitted signal). The BEE III then automatically determines if the target is
approaching or receding, and calculates the proper target speed.
33
Important points to remember when using the same direction mode:
1) Vehicles traveling at or very near patrol speed are not considered by the BEE III to be targets.
Thus a vehicle may be directly in front of the patrol car, but if it is travelling the same speed
(within 3 mph of the patrol speed), it will not be a read as a target. In same direction mode, the
target window displays the strongest vehicle that is NOT within 3 mph of the patrol speed.
2) Fastest mode is not available in same direction mode.
3) Range is fixed in same direction mode and is reduced substantially from opposite direction
mode. The range adjustment controls will still function, but you're actually setting the range
for the opposite direction and stationary modes.
4) If heater fan interference is a problem in stationary mode, it will also be a problem in same
direction moving; however, the speeds displayed will vary with patrol, making the problem
more difficult to identify. This makes the placement of the BEE III more important.
5) It is best to patrol at a speed that is either higher or lower than all possible targets. This
eliminates doubt about target identification.
6) In same direction mode, if you are unsure if the target speed is real or interference, change
your patrol speed. If the target speed tracks your patrol speed (increases as you accelerate or
decreases as you decelerate) by a constant amount, the target is probably false.
34
Interference Information and Precautions
There are several factors that can influence the operational behavior of Doppler radar. These
influences can be natural or man-made. A knowledgeable operator will not be confused by these
external influences.
1.
Natural Influences
Driving rain or blowing dust can cause a scattering effect, or diffusion, which can decrease
the effective range. A driving rainstorm may affect the patrol display. Close observation
of the patrol vehicle speed is recommended.
Terrain can affect the range. Should the patrol car be on a slight decline, the antenna
could be shooting short of the target vehicle. If on a slight incline, it could be shooting
over the target vehicle. Range may be shortened in either case.
Strong reflectors can cause target readings that are the same as the patrol speed when in
the moving mode. To avoid this problem, the BEE III detects these harmonics and inhibits
their display.
Note: The harmonic detection feature may cause occasional blanking of legitimate target
speeds when it is the same as the patrol speed, or a multiple of it. If the operator suspects
this is the case, he can change his speed. In any case, the range of any other target is not
changed; for example, if the closest target is blanked due to the coherence detector, the
BEE III will not acquire and display a weaker, more distant target in its place.
2.
Man-made Influences
These influences are normally the most troublesome because they generally involve
electronic signals that may cause spurious displays, or they may lessen the effective range.
Power transformers, radio transmitters, neon lights, etc. generate electronic noises. These
influences generate a phenomenon that can cause radar to display a false reading or lessen
the effective range. The RFI indicator will show the presence of strong RF fields caused
by local transmitters. To prevent possible readings caused by the interference, no target
speed will be displayed when this indicator is on. Intermittent signals may also be caused
by electrical noise produced by the vehicle’s ignition system or by vehicles with noisy
alternators. The RFI detection circuitry will recognize this noise as well and suppress the
speed readings. However, the officer needs to be aware that these sources of electrical
noise may affect the operation of the radar.
Intermittent readings need not be confusing if the officer is familiar with the operation of
the BEE III. For example, if the radar is pointed at the dashboard of the patrol vehicle, it
may read the speed of the defroster/heater fan, because most dashboards are now made of
plastic. The BEE III comes equipped with specially designed mounting brackets that will
help to eliminate intermittent readings from fan pickup.
35
All radar speed measurement devices are sensitive to objects that move or vibrate in front
of the antenna. In instances where the antenna is pointed in the general direction of the
fan, or where the radar beam is reflected by the glass towards the heater/defroster fan, the
radar may read the speed of the fan. Reading the fan speed is annoying and, in some
cases, can reduce the effective range of the speed measurement device.
MPH Industries suggests the following if fan interference is suspected:
1.
First, determine the fan is the source of interference by checking whether
the readings change when the fan is turned off or when the fan speed is
increased or decreased.
2.
Reduce the effects of the fan by locating the BEE III antenna in an area
that is less susceptible to the fan motion. MPH Industries provides
several mounting options. In some cases, the left-hand corner of the dash
has been found to be the best mounting location. Alternately, the antenna
may be mounted outside of the patrol vehicle.
36
Legal guide
The BEE III Doppler radar is based upon the well-known and legally accepted Doppler principle of
operation. Because of its accuracy and wide legal acceptance over the years, most citations based
on Doppler radar now result in guilty pleas.
The arresting officer does need to acquaint himself, however, with the basic case laws regarding
radar and make sure that he performs certain guidelines to meet these precedent cases. Brief
descriptions of the more important landmark cases are listed below. Much of the referenced
material may be obtained at your local law library or prosecutor's office.
Reference A - 7 AMJr2d 870 (Sec. 327)
A legal encyclopedia dealing with automobiles and highway traffic, which describes the
conditions under which evidence of excessive speed determined by the use of radar may be
admitted.
Reference B - 49 ALR2d 469 and Cumulative Supplements Thereto
A legal publication reporting the Dantonio case (1955) and briefing it and subsequent
cases dealing with proof, by means of radar devices, or violation of speed regulations.
Reference C - State v. Dantonio (NJ), 115 A2d 35, 49 ALR2d 460
A landmark case on the subject. This case sets precedent of the following:
1.
Judicial notice has been taken of the accuracy of radar.
2.
A few hours training is sufficient to qualify an operator.
3.
The operator need not understand, or be able to explain, the internal workings of
the radar.
Reference D - Everight v. Little Rock, Ark., 326 SW2d 796
Establishes that the court may take judicial notice of the reliability of radar.
Reference E - State v. Graham, Mo., 322 SW2d 188
Establishes that the court may take judicial notice of the ability of radar to measure speed.
Reference F - State v. Tomanelli, Conn., 216 A2d 625
Reviews the matter of judicial notice, and recognizes the ability of Doppler radar to
measure the speed of a motor vehicle, and that the tuning fork is a reliable accuracy test.
37
Reference G - Honeycutt v. Commonwealth, Ky., 408 SW2d 421
In this appeal, the court rejects the arguments of the appellant that the evidence should not have
been admitted and again establishes that: 1). A properly constructed and operated radar device is
capable of accurately measuring the speed of a motor vehicle; 2). The tuning fork test is an
accurate method of determining the accuracy of a radar unit; 3). It is sufficient to qualify an
operator who has knowledge and training which enables him to properly set up, test, and read the
radar; 4). It is not required that the operator understand the scientific principles of radar or be able
to explain its internal workings, and that a few hours of instruction normally should be enough to
qualify an operator; 5). The officer's estimate of excessive speed from visual observation, when
confirmed by the reading of the radar device and when the offending vehicle is out front, by itself,
nearest the radar, is sufficient to identify the vehicle if the observations support the radar evidence.
From the case law, the officer needs to know and to be able to testify to the following
points to have a successful prosecution:
1.
The officer must establish the time, place, and location of the radar device; the
location of the offending vehicle when the offence took place; that the defendant
was driving the vehicle; and that State law regarding the posting of speed limits
and radar signs had been complied with.
2.
The officer must state his qualifications and training.
3.
The officer must establish that the radar device was operating normally.
4.
The officer must establish that the radar was tested for accuracy, both before and
after its use, using a certified tuning fork or other accepted method.
5.
The officer must accurately identify the vehicle.
6.
The officer must have seen that the vehicle appeared to be speeding and estimated
how fast.
7.
The officer must have gotten a radar speed-reading that agreed with the visual
estimate of the target vehicle's speed.
8.
If a Doppler audio feature is present on the radar device, the officer is strongly
encouraged to establish that the audio Doppler pitch correlated with both the
visual speed estimate and the radar reading.
9.
If moving radar is used, the officer must testify that the patrol speed indicated by
the radar was verified against the speedometer at the time the speed measurement
was obtained.
This information is drawn from the National Highway Traffic Safety Administration's Basic
Training Program in RADAR Speed Measurement. We also recommend you read our legal
publication, Legal Basis for the Use of Police Radar for additional information.
38
FCC Licensing Requirements
The MPH BEE III has a Grant of Equipment Authorization under Part 90 of the FCC rules (CFR
47). The FCC identifier codes for the K and Ka band units are:
Ka-band
K-band
CJR-KABEE-003
CJR-KBEE-003
THIS EQUIPMENT COMPLIES WITH PART 90 OF THE FCC RULES. ANY
CHANGES OR MODIFICATIONS NOT EXPRESSLY APPROVED BY THE
MANUFACTURER COULD VOID THE USER’S AUTHORITY TO OPERATE THE
EQUIPMENT.
39
BEE III Accessories
Certification services
The BEE III is provided with a certificate of calibration for the radar and a pair of certified tuning
forks. The BEE III should be periodically recertified per your state or department's guidelines.
The MPH Service department offers a certification service for all MPH radars and tuning forks.
Contact the Service department at (800) 835-0690 for more information.
Carrying case
A carrying case made of durable high-impact plastic is available for the BEE III. In addition to
holding the radar, space is provided for storing the radar's tuning forks, mounting bracket, and
operation manual.
Replacement or additional remote controls
The remote control is not programmed to work with a specific BEE III radar; any BEE III remote
will work with any BEE III. For this reason, it may be desirable to order a few spare remote
controls, especially in scenarios where loss is more likely; for example if the BEE III will be shared
between patrol vehicles or if it will be used on a motorcycle.
Wired Remote Control
A wired version of the remote control is available as an option. The wired remote control can be
used in conjunction with or as a replacement to the wired remote.
Mounting brackets
A variety of mounting brackets is available for the BEE III. These include brackets for most
models of law enforcement vehicles and brackets for mounting the BEE III on motorcycles.
Service Manual
Copies of the comprehensive service manual for the BEE III may be ordered from MPH by
authorized service centers and select law enforcement agencies. As a rule, service manuals are not
made available for sale to the general public.
Operation Manual
A copy of this BEE III operation manual is provided with each BEE III purchased. Owners of the
BEE III, law enforcement agencies, and their affiliates can order additional copies of the operation
manual from MPH. As a rule, operation manuals are not made available for sale to the general
public.
Replacement tuning forks
A pair of certified tuning forks (20 mph and 50 mph) is provided with each BEE III purchased.
Replacement tuning forks can be ordered from MPH.
40
Speedometer Interface
The speedometer interface eliminates shadowing and combining, by comparing the radar speed to
the speedometer. The module is connected to the vehicles OBD (On Board Diagnostics) 16-position
connector under the driver’s side dash. The DB-9 cable that is supplied with the speedometer
interface is connected to radar DB-9 connector on the speedometer interface module and to the DB9 connector on the back of the BEE III counting unit. The speedometer interface module also has a
connector for a camera interface.
Motorcycle model
A version of the BEE III is available that is tailored for motorcycle use. It includes a waterproof
display unit, a waterproof, wired remote control (in addition to the wireless one), and the standard
waterproof antennas. It is designed for permanent mounting to the motorcycle. The wired remote
control is designed to be easily operated while the motorcycle is being driven. Mounting brackets
are available for mounting the display, antennas and remote control on the motorcycle.
41
Quality Control Procedures and Repair of the BEE III
Quality control procedures
All BEE III traffic radars comply with the following quality control conditions:
1. All parts and components are ordered to commercial high reliability, accuracy, and
performance specifications.
2. Only vendors that meet MPH’s standards for quality are selected to supply parts and materials.
3. All electrical and electronic components are utilized within their performance specifications,
and adequate safety factors measures are provided for voltage, current, and heat dissipation.
4. Assembled circuit boards are individually tested before incorporation into higher level
assemblies.
5. Each traffic radar is tested in an anechoic chamber for proper performance and compliance to
accuracy requirements.
6. Each radar is tested (“burned-in”) for not less than twelve hours. After completion of burn-in
testing, the unit is again tested in the anechoic chamber to assure product excellence.
7. Each radar is road tested under conditions encountered in actual operation.
8. Tuning forks are individually tested using calibrated equipment with traceability to the
National Institute of Standards and Technology. A certificate of accuracy is furnished with
each tuning fork.
9. Samples of police traffic radars on the Consumer Product List(CPL) are tested by outside
laboratories for compliance to the requirements specified for Critical Performance Testing
(CPT) by the International Association of Chiefs of Police (IACP).
42
Servicing the BEE III
Product repair during the warranty period
All warranty repair of the BEE III will be performed by MPH's service center unless written
permission has been granted otherwise by MPH. Contact the factory for authorization and
shipping instructions to return any product considered to be covered by the manufacturer's
warranty.
Product repair outside of the warranty period
MPH suggests that the repair of BEE III radars outside of the warranty period be performed by
MPH's service center because of its expertise in handling Doppler radar problems. All factory
repairs are guaranteed by MPH as detailed in the BEE III warranty. Consult the factory for repair
procedures and charges.
The user is particularly advised to return the BEE III to MPH for repair whenever an antenna
problem is indicated. A large portion of the expense of the BEE III is contained in the antenna
assembly. Also, the microwave frequencies used by the antenna require the use of specialized test
equipment that is not available to the typical technician. Furthermore, federal law dictates that any
adjustments to the transmitter are made under the supervision of a FCC-licensed technician. MPH
has more than twenty-five years of experience servicing Doppler radar antennas.
43
Statement of Product Warranty
MPH Industries, Inc. warrants that the BEE III will be free from defects in material and
workmanship, under normal use and service, for a period of one year from the date of invoice to
the original purchaser. Extensions of this product warranty may be purchased from MPH. MPH's
obligation is limited to repairing or replacing, as MPH may elect, any part or parts of the BEE III
that MPH determines to be defective in material or workmanship. Warranty repair will only be
performed at MPH's service center.
BEE IIIs considered to be covered by the conditions of this warranty shall be returned, freight prepaid, to MPH. The repaired or replaced product will be returned from MPH pre-paid.
Warranty coverage extends only to the original purchaser and does not include normal wear and
tear, unusual abuse, or the use of the product for other than its intended purpose. This warranty is
voided if the BEE III is adversely affected by attaching any feature or device to it, or is in any way
tampered with, modified or opened without express written permission from MPH.
There are no warranties expressed or implied, including but not limited to, any implied warranties
of merchantability or any indirect or consequential damages arising out of any such defect in
material or workmanship.
As a further limit on warranty and as express warning, the user should be aware that harmful
personal contact may be made with the seller’s product when it is used in automobiles in the event
of violent maneuvers, collision, or other circumstances, even though said products are installed
according to instruction. MPH specifically disclaims any liability or injury caused by the products
in all such circumstances.
Repaired products for which the original warranty has expired are warranted for 90 days from the
date of repair, subject to the same conditions as the original warranty.
44
IV. MPH BEE III Specifications
The MPH BEE III is designed for convenient use by law enforcement agencies to measure
the speed of motor vehicles when operated from a moving or stationary patrol vehicle. The
BEE III utilizes the well-known and legally accepted Doppler principle and has been type
accepted by the Federal Communications Commission.
A.
SYSTEM SPECIFICATIONS
Nominal Power Supply Voltage: 13.6 Vdc
Low Voltage Condition Level:
10.8 Vdc. When supply voltage decreases below
this, a message of “Lo” is displayed on the front
panel to warn the officer of a low voltage
condition.
Power Requirements & Voltage: 10.8 Vdc-16.5 Vdc
(13.6 Vdc Nominal)
Current draw at 13.6 Volts:
Standby, no displays (0.3A typical)
Front antenna “on”, no target (0.4A typical)
Front antenna “on”, with target (0.5A typical)
Front antenna “on”, during LED test (0.7A typ.)
Stationary Operating Speed:
Stationary mode operating speed range is from 15
mph up to 200 mph.
Moving Operating Speed:
In opposite direction mode, Patrol Speed range is
20 mph to 80 mph (will track to 90 mph) in
highway mode and 12 mph to 80 mph in city mode.
Target Speed range is 20 mph up to a closing
speed of 200 mph.
In same direction mode, Patrol Speed range is 20
mph to 80 mph (will track to 90 mph) in highway
mode and 12 mph to 80 mph in city mode. Target
Speed range is patrol speed ±70%. There must be
a minimum difference of 3 mph between target and
patrol speeds.
Operating Temperature Range:
-30°C (-22°F) to 60°C (+140°F)
Operating Humidity Stability:
Operates normally up to at least 90% relative
humidity at 99°F (37°C).
45
Automatic Performance Check:
The radar automatically and invisibly checks itself
for proper operation. If an error is detected, the
fault is indicated in the middle window.
46
B.
DISPLAY UNIT
Speed Display:
Three windows for LED speed display on Lexan
scratch resistant front panel. LED displays
automatically adjust brightness to ambient
conditions.
Display windows:
Target Speed (red, on the left side of the display)
Auxiliary (yellow, in middle of display, shows
locked target speed or fastest target speed.)
Patrol Speed (green, on the right side of display)
LED Indicators:
Mov (moving mode)
Sta (stationary mode)
Fast (fastest vehicle mode)
T-Lock (locked target speed)
X (standby)
Patrol car (transmitting)
Four arrows (selected antenna and lane)
Switches:
Power
Connectors:
Counting unit. (DB-15)
Physical Size:
Weight
Depth
Width
Height
= 0.4 lb. (0.18 kg)
= 1.6" (4.0cm)
= 5.0" (12.8cm)
= 1.47" (3.7cm)
C. COUNTING UNIT
Connectors:
Front antenna
Rear antenna
Display unit (DB-15)
Power cord
RS-232 data port (DB-9)
Physical Size:
Weight
Depth
Width
Height
= 0.65 lb. (0.28 kg)
= 2.7" (6.9cm)
= 5.0" (12.8cm)
= 1.47" (3.7cm
D. REMOTE CONTROL
Data link:
Serial data stream via infrared light link.
Power:
Two AA alkaline batteries (3.0 Volts nominal)
47
Backlighting:
Activated for 7 seconds when Backlt button is
pressed. Once activated, stays on for 7
seconds after any button is pressed.
Raised, shaped keys:
Front antenna
Rear antenna
Standby
Same direction
Opposite direction
Lock
Fastest
Flat panel keys:
Mov/Sta (Stopw)
Test
Pat Bl (Low/Hi)
–
Menu
2nd
Backlt
Physical Size:
E.
Weight = 0.35 lb. (0.16 kg)
Width = 2.4" (6.2 cm) at top
1.5” (3.8 cm) at base
Height = 5.5" (14.0 cm)
Depth = 1.3" (3.4 cm)
ANTENNA UNIT
Circularly polarized antenna operating in the Ka band. All electrical components are
enclosed in a sealed metal housing to defeat radio frequency interference. Metal housing has
a black polycarbonate radome (housing) over it to protect the internal components, including
the antenna lens, from physical damage and from damage from the elements. Plastic
housing creates a waterproof O-ring seal, allowing all-weather operation outside of the
patrol vehicle. Has aiming sights.
33.8 GHz + 100 MHz
24.150 GHz + 100MHz
Operating Frequency:
Ka band:
K band:
Microwave Source:
Solid-state Gunn effect diode.
Output Power:
Nominal 12-30 mW / Maximum 50 mW
Radiated Power Density:
Less than 2mW/cm2 at 5 cm.
Type:
Circularly polarized conical horn
48
Beam Width:
13° Nominal
Beam Width Variance:
+1° at maximum manufacturer's tolerance
Side Lobe:
22 dB down from main beam maximum
Received Microwave Beam:
Utilizes transmitting antenna. Isolation
accomplished by a turnstile duplexer.
Transmitter:
Complies with FCC Part 90
FCC Type Acceptance:
Ka band
K band
Mixer Diode:
Balanced pair Schottky barrier type rated for 100
mW burnout.
Range:
4000 ft (1219m) typical for average size vehicle.
Range varies by size of vehicle, terrain, traffic
conditions, weather conditions, and other external
conditions present in various locations.
Physical Size:
Ka Band
Weight:
Length:
Diameter:
0.5 lb. (.23 kg)
3.6” (9.1 cm)
2.0” (5.2 cm)
(2.6” (6.5 cm) at
waterproof seal)
K Band
Weight:
Length:
Diameter:
0.72 lb. (.325 kg)
4.625” (11.75 cm)
2.75” (7 cm)
(3.375” (8.57 cm)
at waterproof seal)
49
CJR-KABEE-003
CJR-KBEE-003
Operational Recommendations
Subsequent to an August 1992 Congressional hearing convened by Senator Joseph Lieberman of
Connecticut on the safety of police traffic radar devices, the U.S. Congress directed the National
Institute for Occupational Safety and Health (NIOSH) to study the cancer incidence among law
enforcement officers who had used traffic radar devices.
In June 1995 NIOSH issued a report titled Occupational Exposure of Police Officers to
Microwave Radiation from Traffic Radar Devices describing their findings, including an exposure
assessment, an analysis of existing record sources, and a summary of their recommendations. The
report concluded that there was not a sufficient basis to identify health risks to humans, although
the possibility could not be ruled out. The following are quoted directly from the report and are
procedures that are recommended to reduce or prevent exposure to microwave energy emitted from
traffic radar devices. The BEE III fully conforms to all of these guidelines.
1. When using two-piece radar units, the antenna should be mounted so that the radar beam is
not directed toward the vehicle occupants. The preferred mounting location would be
outside the vehicle altogether, although this may not be practical with older units that
cannot withstand adverse weather conditions. Other options, e.g., mounting on the
dashboard of the vehicle, are acceptable if the antenna is at all times directed away from
the operator or other vehicle occupants. However, the antenna must be installed to provide
a separation of at least 40 cm from all persons and must not be co-located or operating in
conjunction with any other antenna or transmitter.
2. Radar antennas should be tested periodically, e.g. annually, or after exceptional
mechanical trauma to the device, for radiation leakage or back scatter in a direction other
than that intended by the antenna beam pattern.
3. Each operator should receive training in the proper use of traffic radar before operating the
device. This training should include a discussion of the health risks of exposure to
microwave radiation and information on how to minimize operator exposure.
50
MPH INDUSTRIES, INC.
A SUBSIDIARY OF MPD, INC.
316 EAST NINTH STREET
OWENSBORO, KY 42303
1-888-689-9222
FAX: (270) 685-6288
HOURS: MONDAY-FRIDAY
8:00AM – 4:30PM (Central Time Zone)
Part No. 990662, Rev E
Date: DEC. 2002
51

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