In one line: pick a speed hump (12 to 14 ft parabolic) when the street has no buses or fire-priority traffic, and pick a speed table (22 ft flat-top) when buses, fire trucks, or transit need to maintain 20 to 25 mph. Both are vertical traffic-calming devices defined by the Institute of Transportation Engineers, but their geometry serves different operational priorities.
Quick-answer comparison
| Specification | Speed Hump | Speed Table |
|---|---|---|
| Length (direction of travel) | 12 to 14 ft | 22 ft (typical: 6 ft ramp + 10 ft flat + 6 ft ramp) |
| Height | 3 to 4 in | 3 to 4 in |
| Profile | Parabolic | Flat-top with ramped approaches |
| Target car speed | 15 to 20 mph | 20 to 25 mph |
| Target bus speed | 10 to 12 mph | 20 mph |
| Best fit | Residential collectors | Bus routes, fire-access streets |
| Cost (installed) | $1,500 to $5,000 | $5,000 to $15,000 |
| Material | Asphalt | Asphalt or brick-inlay |
What is the difference between a speed hump and a speed table?
The difference is length. Speed humps are 12 to 14 feet long in the direction of travel; speed tables are 22 feet. The taller flat top of a speed table lets long-wheelbase vehicles (buses, fire trucks, ambulances) ride entirely on the raised surface, eliminating the front-axle drop-and-rise that humps create. ITE's Traffic Calming Manual classifies both as "vertical deflection devices" but lists tables and humps as separate device types because their performance envelopes differ.
For residential cars at 15 to 20 mph, a hump and a table feel similar from the driver's seat. The difference shows up at the extremes: large vehicles, high speeds, and emergency response.
When should you choose a speed hump?
Speed humps fit four common situations:
- Residential collectors with 25 mph posted limits and no transit service. The 12-foot parabolic profile efficiently brings 85th-percentile speeds from 33 to 24 mph, per ITE field data (FHWA Traffic Calming ePrimer).
- HOA streets where the goal is uniform low speed and the device cost matters. Humps run roughly one-third the cost of tables.
- Park access roads with no scheduled bus service and limited fire response (most fire access goes through arterials).
- Through-streets in school zones where the slowing target is 20 mph or below.
In a March 2026 install on a Lake Oswego greenway (940 ft of collector), our crew chose three 12-foot parabolic humps over two 22-foot tables because TriMet does not run buses on that segment and the local fire station's primary route to the school uses a parallel arterial.
When should you choose a speed table?
Speed tables fit when at least one of these is true:
- A transit agency runs buses on the street. TriMet, Lane Transit (LTD), Salem-Keizer Transit (Cherriots), and similar agencies typically require speed tables (not humps) on bus routes. Humps cause passenger discomfort and accelerated bus suspension wear.
- The street is a primary fire-access route. Speed humps slow ladder trucks to 10 to 12 mph; speed tables let them maintain 20 mph. NFPA 1141 and the International Fire Code reference fire-apparatus access standards that most jurisdictions interpret to favor tables on arterial-fed local streets.
- The street is shared with cycling traffic. A 22-foot flat-top profile is gentler on bikes than a 12-foot parabolic curve.
- Aesthetic match matters. Brick-inlay speed tables are common in historic neighborhoods (Portland's Northwest District, Eugene's Whiteaker) where flat-top construction allows decorative pavement.
For the full speed-table walkthrough, see the speed tables guide.
What is the cost difference between speed humps and speed tables?
Industry Baseline Range
| Component | Speed Hump (12 ft) | Speed Table (22 ft) |
|---|---|---|
| Material (hot-mix asphalt) | $400 to $1,200 | $1,400 to $3,800 |
| Labor (crew + roller + traffic control) | $900 to $3,200 | $2,800 to $9,000 |
| Pavement marking + signage | $200 to $600 | $300 to $900 |
| Brick-inlay upgrade (table only) | — | + $4,000 to $12,000 |
| Installed total | $1,500 to $5,000 | $5,000 to $15,000 |
Current market reality
Speed tables run 3 to 4 times the cost of speed humps because the unit consumes roughly 3 times the asphalt and requires more careful screeding to maintain a true flat top. Multi-unit projects narrow the gap; a four-table install on a single street drops the per-unit table cost by 15 to 25%. Brick-inlay tables sit in a different cost bracket entirely and almost always require dedicated paver crews.
How do speed humps and speed tables affect emergency response?
The Portland Fire Bureau's apparatus access guidance (and similar guidance in Salem, Eugene, Bend) treats speed humps as a 6 to 8 second delay per unit per fire truck, and speed tables as a 2 to 3 second delay. On a residential collector with three calming devices spaced 250 feet apart, a fire truck takes roughly 18 to 24 seconds longer with humps versus 6 to 9 seconds longer with tables. The American Heart Association notes that cardiac-arrest survival drops roughly 7 to 10% per minute of delay, which is why fire departments push hard for tables (or speed cushions with wheel-track gaps) on primary access streets.
What about combining speed humps and speed tables on the same street?
It works. ITE Traffic Calming Manual Chapter 3 documents installations where local cross-streets receive humps while the through-street receives tables. The visual cue tells drivers what to expect and matches device choice to function. Beaverton's residential traffic-calming program, for example, places tables on bus-route segments and humps on the connecting local streets.
The cost penalty for mixing is small (a single mobilization handles both device types in a day) and the operational outcome is better than picking one device for the whole network.
Frequently asked questions
Are speed tables better than speed humps? Neither is universally better. Speed tables are better on bus routes and primary fire-access streets; speed humps are better on simple residential collectors where cost matters. The right pick depends on transit service, fire response priority, and budget.
Do buses go over speed humps? Yes, but at 10 to 12 mph with passenger discomfort and accelerated suspension wear. Most U.S. transit agencies, including TriMet and Lane Transit, prefer speed tables on bus routes. Some agencies refuse to operate on streets with humps.
Can I install a speed table in my parking lot? Speed tables are oversized for typical parking lots; the 22-foot length consumes a lot of pavement. Lots typically use speed bumps (1 to 3 ft) or short speed humps. For a comparison, see speed bump vs speed hump.
How long does a speed table last? A properly built asphalt speed table lasts 15 to 20 years with normal traffic and routine pavement marking refresh. Brick-inlay tables can exceed 30 years. Modular rubber tables exist but are uncommon in this length.
Does a speed table count as a raised crosswalk? Only if it is positioned at a marked pedestrian crossing. A speed table mid-block is a traffic-calming device. The same flat-top profile at a crossing becomes a raised crosswalk and falls under MUTCD pedestrian crossing standards.
Get the Right Device Specified
Cojo installs both speed humps and speed tables across Oregon. We coordinate with city traffic engineers, transit agencies, and fire marshals to spec the device that fits each street. Contact Cojo for a site walk and recommendation, or learn more about our asphalt paving services.