GOVERNMENT OF INDIA

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MINISTRY OF RAILWAYS
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Draft Guideline on the provision of Speed

Breakers for Control of Vehicular speed on
minor Roads

Report no. RDSO/WKS/2016/1

Works Directorate
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Research Design and Standards Organization, Lucknow – 226011.
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 INDEX

Page
S. No. Description of items
No.
1. Introduction 1
2. Scope 2
3. Design of Speed Breakers 3
4. Minimum Distance of Speed Breakers from the Level Crossing 3
5. Placement of speed Breakers 4
6. Specification for Speed Breakers 4
7. Sign Posting and Marking 5
8. Maintenance 5
9. Speed Breakers on approach of Level Crossing of Railway Tracks 5
10. Reference 6
 Guideline on the Provision of Speed Breakers for Control of Vehicular
Speeds on Minor Roads

1. INTRODUCTION: Speed breakers on approaches to level crossing had been

constructed from safety consideration. However, these may be unsafe apart
from causing in convenience to road users when not constructed properly.
Railway safety review committee also considered the provision of rumble
strips as an unnecessary encumbrance since it impedes the flow of road
traffic when level crossing gate is opened to road traffic. They recommended
that rumble strips constructed at the approaches of manned gates should be
removed.

1.1 Definition: A speed breaker is a hump surface across the roadway having a
rounded shape with width greater than the wheel base of most of the vehicles
using the road. When there is decrease variation in sensory stimuli and at
locations where speed controls are desired, a speed breaker acts as a strong
stimuli to arouse reaction in the brain. Since the driver reaction times are
faster in response to audible and tactile stimuli than to visual stimuli, a driver
subconsciously reduces the speed. An ideally designed hump should satisfy
the following requirements:

i. There should be no damage to vehicles nor excessive discomfort to the drivers

and passengers when passing at the preferred crossing speed.
ii. The hump should not give rise to excessive noise or cause harmful vibrations
to the adjoining buildings or affect the other residents of the area.
iii. Above the design speed, a driver should suffer increasing level of discomfort
(but without losing directional control and without any vehicle damage)
depending on the extent through which design speed is exceeded.

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2. SCOPE:

2.1 Warrants
Use of speed breakers is justified primarily under the following 03
circumstances
1. T- intersections on minor roads characterized by relatively low traffic
volumes on the minor road but very high average operating speed and
poor sight distances. Such locations have a high record of fatal accidents
and as such a speed breaker on the minor road is recommended;
2. Intersections of minor roads with major roads, and mid-block sections in
urban areas where it is desirable to bring down the speeds; and
3. Selected local streets in residential areas, school, college or university,
campuses, hospitals, etc. Also in areas where traffic is observed to travel
faster than the regulated or safe speed in the area.

2.2 Other places where these may be used include:

1. Any situation where there is a consistent record of accidents primarily

attributed to the speed of vehicles e.g. when hazardous sections follow a
long tangent approach;
2. Approaches to temporary diversions;
3. Approaches to weak or narrow bridges and culverts requiring speed
restriction for safety;
4. On the minor arms of uncontrolled junctions and at railway level crossings;
5. Sharp curves with poor sight distances;
6. Places of ribbon development, where road passes through built-up areas
and vehicles travelling at high speeds are a source of imminent danger to
pedestrians; and
7. Level crossings, manned or unmanned at all type of roads.

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3. DESIGN OF SPEED BREAKERS

3.1 Speed breakers are formed basically by providing a rounded (of 17 metre
radius) hump of 3.7 metre width and 0.10 metre height for the preferred
advisory crossing speed of 25 km/h for general traffic (Fig.1). Trucks and
buses having larger wheel bases may feel greater inconvenience on
passage at such humps. To facilitate appreciable and comfortable passage
for larger and heavier vehicles (where their proportion is quite high) humps
may be modified with 1.5 meter long ramps (1:20) at each edge. This design
will also enable larger vehicles to pass the hump at about 25km/h, (Fig.2).

3.2 In certain locations, speed breakers may have to be repeated over a section
to keep speeds low throughout. More humps may be constructed at regular
intervals depending on desired speed and acceleration/deceleration
characteristics of vehicles. The distance between one hump to another can
vary from 100 to 120 meter centre to centre shown in Figs. 3, 4 and 5.

4. MINIMUM DISTANCE OF SPEED BREAKERS FROM THE LEVEL

CROSSING:
Minimum distance of speed breakers from the level crossing shall depend
upon speed of vehicle, reaction time, acceleration due to gravity and
coefficient of friction (pavement surface and tyres).
Calculation:
Stopping distance= vt + v2/2gf
Here, v =speed,
t = Reaction time,
g= acceleration due to gravity
f = Coeff. of friction
For Example: Min. distance for Speed of vehicle 20KMPH(5.56 m/sec).
t =2.5 sec (As per recommendation of IRC)
f= 0.40 (Coeff. of friction for speed 50KMPH),
g= 9.8 m/sec2
Stopping distance= 5.56x2.5 + 5.56x5.56/2x9.8x0.40=17.84msay 20m
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5. Placement of speed Breakers

5.1 The pattern of placement of speed beakers depends upon the location and the
type of treatment used. Some of the suggested locations have already been
indicated in Clause 2. At ‘T’ intersections, speed breakers should be installed
on minor roads; or perpendicular arms about 10 meters away from the inner
edges of major roads. Proper sign boards and markings are required to be
provided at such locations, Figs. 4 and 6. On sharp curves, available sight
distances guide the placement and number of speed breakers, Fig.5. For
other situations, the Engineer-in–Charge should use his ingenuity and
judgment.

5.2 In order to check the tendencies of drivers to avoid speed breakers and using
shoulders, it is recommended that the speed breakers should be extended
through the entire width of shoulder supported on a proper base.

5.3 For undivided carriageways, speed breakers should invariably be extended

over the entire carriageway width including shoulders.

5.4 On bridges, speed breakers should not be provided. However, where

frequent accidents have been reported or the bridges are on curves or they
are narrow, either approach must have two speed breakers each.

6. SPECIFICATION FOR SPEED BREAKERS

6.1 Speed breakers are laid by first marking the location of hump on the
pavement and marking indents in this area for proper bonding. Surface is
then cleared of all dust and loose particles and a tack coat applied. Forms of
requisite heights, shape and width are then placed, and hot premixed
bituminous material is poured to the required depth and shaped. Forms are
then lifted and the surface finished to required shape, and edges rounded
by trowel. The premixed material should be well compacted before opening
to traffic. Allowance should be made for compaction, and irregularities
should be corrected using bituminous materials having fine aggregate or by

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 scrapping, as necessary. The material is then allowed to cure before
opening to traffic.

6.2 Arrangements for proper drainage of the speed breakers must be made to
prevent formation of ponds and puddles.

7. SIGN POSTING AND MARKING

7.1 Drivers should be warned of the presence of speed breakers by posting

suitable advance warning signs. A typical warning sign is detailed in Fig. 6.
The sign should have a definition plate with the words ‘SPEED BREAKER’
inscribed there on and should be located 40m in advance of the first speed
breaker. Location of this sign is indicated in the illustrations of typical cases
contained in Figs. 3, 4 and 5.

7.2 Speed breakers should be painted with alternate black and white bands as
shown in Fig. 3 to give additional visual warning. For better night visibility, It
is desirable that the markings are in Iuminous paint /luminous strips.
Embedded cat-eyes can also be used to enhance night visibility.

8. MAINTENANCE

Care should be exercised to repair the hump at regular intervals and also to
remove the dust or mud collected on either side of the hump. Repainting of
markings on the hump is the most important maintenance activity, as this
provides an essential visual warning to the drivers.

9. Speed Breakers on approach of Level Crossing of Railway Tracks:

a) In an article “Speed Breakers – Unjustified & Dangerous Obstruction” of
Indian Railway Technical Bulletin, Feb-2002, it in concluded that suitable
action plans are made so that the construction of speed breakers, as these
are counter-productive and redundant, are banned in approaches of all
level crossings. However, if it is not acceptable for unmanned level
crossings, suitably designed speed breakers with transitions are only to be
provided at an adequate distance with fore warnings.

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 b) Rumble strips are not recommended by IRC, so these are not to be
provided. Similarly, ready made synthetic rumble strips available in market
are also not to be provided.
c) In developed countries instead of speed breaker, a patch of roughened
road surface is provided at the approach of Railway crossing so that the
user is warned of a Railway crossing ahead. It does not slow down the
traffic.

10. Reference:
1. IRC: 99-1988
2. Indian Railway P. Way Manual 1984 (Second reprint 2004).
3. Speed Breakers – Unjustified & Dangerous Obstruction on approach of
Level Crossings. (Indian Railway Technical Bulletin – 2002, RDSO’s
Technical bulletin).

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Fig. 1: Recommended specification for rounded hump type of speed breaker for
general traffic at preferred crossing speed 25KMPH

Fig. 2: Recommended specification for hump type of speed breaker for heavy
truck and bus traffic at preferred crossing speed 25KMPH

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Fig. 3: Recommended placement of hump / humps in mid block section, hump
marking in chequered pattern and sign board indication.

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Fig. 4: Speed breakers at T-intersections.

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Fig. 5: Plan of speed breakers on approach to a sharp curve

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SIGN DETAILS:
Lateral Placement Left Mounting Height
0.60 m on kerbed roads 2.0 m on kerbed roads
2.3 m on unkerbed roads 1.5 m on unkerbed roads

Use reflective paint or strip

Size of Δ 60 cm or 90 cm (standard)
Red strip width 4.5 cm or 7.0 cm
Post (8cm x 8cm x 0.8 cm)
T- Iron to be painted white and black in alternate 25 cm bands

Fig.6: Recommended hump warning align with definition plate

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Fig. 6: Provision of Speed Breaker at Railway Crossing

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