Spike Strips
One-Way Spike Strips: Commercial Tire Spike Guide
Cojo
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7 min read
A tire spike strip is a passive vehicle-flow control device installed at a one-way parking lot exit to prevent wrong-way entry by puncturing tires of vehicles attempting to drive against intended traffic flow. In a commercial application, spike strips fail-safe in power loss, require no operator, and signal exit-only direction with a 1.5 to 2 inch spike protrusion that retracts when driven over in the correct direction. They are different from law-enforcement deployable spike strips ("stop sticks") and from any DIY tire-spike improvisation, both of which fall outside this guide.
This guide is the entry point for commercial buyers evaluating one-way exit hardware for parking lots, rental car returns, gated communities, fuel stations, and after-hours business exits. For the spec-by-spec install detail, see our how to install a tire spike strip exit lane walkthrough. For the legal framework on private property, see are tire spikes legal on private property.
A commercial tire spike strip is a fixed steel or composite mat installed across a one-way exit lane in a parking lot. Spring-loaded teeth angled at 30 degrees from horizontal lay flat under tires moving in the exit direction and protrude under tires moving against direction. Standard surface-mount units measure 6 inches in face height with 18-inch anchor spacing. Recessed in-ground units sit flush with the pavement, requiring a saw-cut frame and reinforced concrete pocket. The American Society for Testing and Materials (ASTM) does not currently publish a controlling consumer standard for tire spike strips, so manufacturer specifications and Underwriters Laboratories listings carry the burden.
Commercial spike strips are engineered, brand-warranty-backed, and built to be paired with proper signage. DIY spikes (railroad-spike-on-board, nail-on-mat) are dangerous, often illegal, and uninsurable. Oregon ORS 164.886 prohibits booby traps designed to inflict harm. A commercial spike strip with the right warning signage at the decision point and the lane mouth qualifies as a recognized vehicle-flow control device. A homemade spike trap doesn't. The Oregon Department of Justice publishes guidance on private-property security devices through the Oregon Attorney General's office.
| Category | Application | Typical price (installed) |
|---|---|---|
| Surface-mount steel teeth | Rental car returns, fuel station exits | $400 to $1,200 per 8-ft strip |
| Recessed in-ground (drive-over plate) | Parking garages, premium retail | $2,500 to $5,000 per 8-ft strip |
| Hydraulic retractable plate | High-security gated communities, fleet yards | $6,000 to $15,000 per opening |
| Tire deflation device (controlled-release) | When tire damage is unwanted | $3,500 to $8,000 per opening |
Industry Baseline Range
| Component | Range | Notes |
|---|---|---|
| Surface-mount unit (8-ft strip) | $400 to $1,200 | Steel teeth, manufacturer-direct |
| Recessed in-ground unit (8-ft strip) | $2,500 to $5,000 | Includes saw-cut and pocket pour |
| Saw-cut + pocket installation labor | $1,500 to $3,500 | Per opening, varies by pavement |
| MUTCD warning signage (3 signs) | $400 to $900 | R5-1 + W4-4 + custom property sign |
| Annual maintenance (springs, lubrication) | $150 to $400 | Quarterly inspection recommended |
Commercial tire spike strip pricing in 2026 trends above baseline ranges due to steel-spring stock surcharges (8 to 12 percent on tariff-affected imports) and the higher cost of pavement saw-cutting and pocket reinforcement on existing asphalt or concrete. Lead time on hydraulic retractable systems regularly runs 12 to 16 weeks. Surface-mount units stock with most major brands and ship in 5 to 10 working days.
Each spike sits on a spring-loaded pivot, angled 30 degrees into the wrong-way direction. When a vehicle drives over the strip going the right way, the spike folds flat under tire pressure and springs back upright after the tire clears. When a vehicle drives against direction, the spike loads against its mount and punctures the tire. Spring pretension is calibrated to handle typical passenger-car and light-truck tire pressures (35 to 60 PSI) without folding under wrong-way travel.
Spike protrusion in the upright position is typically 1.5 to 2 inches. Low-clearance vehicles (sports cars, lowered EV sedans) require pre-trip clearance verification. Most commercial brands publish a clearance chart specifying the minimum vehicle ground clearance for the strip in passive position.
A police-deployable "stop stick" is a hollow plastic tube packed with fold-out steel quills, made to be thrown across a roadway during a pursuit. The quills hollow out as the tire rolls over them and bleed pressure in a controlled way. A commercial tire spike strip is the opposite — a permanent fixed installation with spring-loaded steel teeth designed to puncture wrong-way tires at low speed in a parking-lot context. Different products, different markets. We install commercial fixed strips only — no deployable stop sticks. For a deeper comparison, see our stop sticks vs spike strips commercial cluster article.
Commercial fixed spike strips work well in five specific use cases:
They do not fit well in mixed-use traffic patterns, ADA-required bypass lanes without an alternate route, or any application with frequent emergency-vehicle wrong-way travel.
A commercial tire spike strip is only legally defensible with proper Manual on Uniform Traffic Control Devices (MUTCD)-compliant signage. The minimum sign package per the FHWA MUTCD includes:
For full signage placement detail, see our tire spike strip signage requirements cluster article.
A surface-mount commercial spike strip lasts 5 to 7 years in commercial conditions before full-strip replacement is warranted. Spring fatigue typically appears at year 3, requiring spring replacement on roughly 10 to 15 percent of teeth. When more than 10 percent of teeth fail to spring back upright, full-strip replacement is the recommended path. Quarterly inspection -- visual confirmation that all teeth fully retract and protrude -- is standard. Annual lubrication with a graphite-based dry lubricant prevents corrosion and spring binding, particularly in Pacific Northwest freeze-thaw climates.
For the full maintenance schedule, see our tire spike strip maintenance schedule cluster article.
Spike strips are passive, fail-safe in power loss, and need no operator. Gate arms are active, require an actuator and access control, and give a recoverable wrong-way entry without tire damage. The right choice depends on three factors: tolerance for tire damage, maintenance budget, and whether emergency-vehicle bypass is required. For a side-by-side, see tire spike strips vs gate arm.
For the brand-by-brand best-of roundup, see best tire spike strips for parking lots. For broader perimeter security where spike strips are one component of a layered system, see our crash barrier guide for parking lots.
We work the Oregon I-5 corridor on commercial spike strip installs — rental-car returns at PDX-area facilities, gated community exits across the Portland metro, and after-hours business exits in Salem, Eugene, and Bend. Our senior crew members hold NICET Level III, OSHA-30, and ODOT-certified flagger credentials.
Compliance disclaimer: Always verify current requirements with your local jurisdiction and consult an attorney before installing tire-damage devices on private property. This article reflects May 2026 specifications.
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