From a distance a speed bump and a speed table look similar. They aren't. A bump is 1 to 3 feet long and forces vehicles down to about 5 mph. A table is 22 feet long with a flat top and lets buses and emergency vehicles ride across at 20 to 25 mph. Picking between them comes down to one question: does the route need wide-axle vehicles to keep moving?
Below: how the two compare on dimensions, cost, real applications, and emergency-vehicle compatibility.
Quick-answer comparison
| Factor | Speed Bump | Speed Table |
|---|---|---|
| Length in travel direction | 1 to 3 feet | 22 feet (3 ft ramp + 16 ft flat + 3 ft ramp) |
| Profile | Parabolic curve | Flat-top trapezoid |
| Height | 3 to 4 inches | 3 to 4 inches |
| Target speed | 5 mph | 20 to 25 mph |
| Best location | Private parking lots | Bus routes, fire-access streets, mid-block crossings |
| Emergency vehicle response | Slows fire trucks significantly | Lets fire trucks ride flat |
| Typical cost installed | $200 to $1,500 per unit | $5,000 to $15,000 per unit |
| Pavement type | Rubber, asphalt, concrete, plastic | Almost always asphalt or concrete |
What is a speed table?
A speed table is a long, flat-topped raised section of pavement, typically 22 feet long with two 3-foot ramped approaches and a 16-foot flat plateau. The 3 to 4 inch height matches a speed bump, but the long flat top changes the physics. Buses, fire trucks, and ambulances can ride across at 20 to 25 mph without a meaningful jolt because the rise is gradual and the flat top supports the full wheelbase.
This is exactly the geometry buses and ladder trucks need. A 40-foot bus has a 25-foot wheelbase that fits within the 22-foot table once both axles have crossed the up-ramp. A short bump or hump puts only one axle on the device at a time, which is what creates the jolt.
When is a speed bump the right choice?
Speed bumps belong on private property where target speeds are 10 mph or below and emergency-vehicle access is not the primary concern. Common applications:
- Retail parking lots
- Drive-thru lanes
- Apartment complex drive aisles
- Warehouse yards
- Single-family driveways
For a hub overview, see our speed bumps guide. For the bump-versus-hump split, see speed bump vs speed hump.
A bump is wrong on a public street, on a fire-access road, on a bus route, or anywhere a 5 mph target speed is unrealistic. It is also wrong on long straightaways where drivers can accelerate between bumps, which is why ITE recommends spacing of 100 to 200 feet maximum.
When is a speed table the right choice?
Speed tables fit cases where speed needs to be managed but emergency or transit access cannot be sacrificed:
- City bus routes with 20 to 25 mph target speeds
- Fire-access streets where ladder trucks need to pass at speed
- Mid-block pedestrian crossings (the table doubles as a raised crosswalk)
- School-zone streets where school buses run on schedule
- Walkable downtown blocks with brick or stamped finishes
Eugene's neighborhood-greenway program uses speed tables heavily because the target greenway speed is 20 mph and the routes serve city bus stops. On a Eugene neighborhood-greenway install in October 2025, we placed two asphalt speed tables 800 feet apart on a 0.4 mile residential corridor. The Lane Transit District route that serves the corridor reported no schedule degradation, while measured 85th-percentile speeds dropped from 28 mph to 22 mph.
What does a speed table cost vs a speed bump?
Tables cost roughly 5 to 10 times more per unit because they consume far more material and labor.
Industry Baseline Range
| Component | Bump | Table |
|---|---|---|
| Material per unit | $80 to $1,500 | $0 (paved on site) |
| Labor per install | $150 to $600 | $3,000 to $8,000 |
| Traffic control | $0 to $200 | $800 to $2,500 |
| Pavement marking | $40 to $120 | $200 to $600 |
| Mobilization | $250 to $800+ | $500 to $1,200+ |
| Total installed | $200 to $1,500+ | $5,000 to $15,000+ |
Current Market Reality
In 2026, table install costs in the Willamette Valley have run 25 to 40 percent above 2024 baselines, driven by hot-mix unit-cost increases, prevailing-wage labor on public projects, and the additional traffic control needed when working on active bus routes. Brick-inlay tables in historic neighborhoods can run 50 percent above plain asphalt tables.
What about emergency-vehicle compatibility?
This is the most important difference. The Federal Highway Administration's emergency-vehicle response studies show that a 14-foot speed hump adds 5 to 10 seconds per crossing for a fire engine. A 1 to 3 foot speed bump adds even more, because it forces a near-stop. A 22-foot speed table adds essentially zero, because the truck rides flat.
For any street that is part of a fire-access network, a bump is almost never appropriate. Tables, cushions, or no device at all are the choices. NFPA 1141 and the International Fire Code Section 503 both reference fire-apparatus access requirements, and city fire marshals review traffic-calming installations against these standards.
What about pedestrian crossings?
A speed table located at a marked pedestrian crossing becomes a raised crosswalk, which is one of the most-cited tools in the FHWA Pedestrian Safety Guide. The flat top is at sidewalk level, which eliminates the curb step at the crossing point and dramatically slows turning vehicles.
A bump cannot serve this purpose. The 1 to 3 foot footprint is too short to support a crosswalk and too aggressive for the speeds appropriate at a marked crossing.
Decision tree
Use this short framework:
- Does the route serve buses, fire trucks, or ambulances at speed? Table.
- Is the route a marked pedestrian crossing? Table (as a raised crosswalk).
- Is the site a private parking lot with 5 mph target speed? Bump.
- Is the site a residential street with 15 to 20 mph target speed and no transit? Consider hump instead. See speed bump vs speed hump.
- Is fire access the primary constraint without bus service? Consider cushion. See speed bump vs speed cushion.
Cojo handles bumps, humps, tables, and cushions across Oregon, including speed bump installation in Eugene and full-scope asphalt maintenance services on routes where the device install is paired with paving or overlay work.