Patent Publication Number: US-2020283975-A1

Title: Speed Bump

Description:
TECHNICAL FIELD 
     The present invention relates to speed bumps and, in particular, to modular speed bumps. 
     BACKGROUND 
     Speed bumps are designed to slow down vehicular traffic in areas such as parking lots, residential neighbourhoods, industrial parks, factory sites, and the like, where speeding vehicles may cause harm to pedestrians or damage buildings or other vehicles. Speeding vehicles which pass over a speed bump can cause discomfort to the vehicle occupants and may cause damage to the vehicle. Therefore, the presence of a speed bump in a vehicle path urges the vehicle operator to reduce the vehicle speed, thus making the area surrounding the speed bump safer for pedestrians, and reducing the risk of damage to buildings or other vehicles. 
     Typical speed bumps deflect the vehicle upwards on an angle. The faster the vehicle is travelling, the more discomfort may be caused to the vehicle occupants and the greater the likelihood of damage to the vehicle. 
     Certain speed bumps are permanent and formed from asphalt in the shape of an elongated mound in a vehicle path. Once installed, these speed bumps cannot be moved to accommodate changing traffic patterns or certain maintenance vehicles. In particular, these bumps cause undue wear on maintenance vehicles, such as snow ploughs, in areas that have cold climates. 
     Removable speed bumps formed from rubber or plastic sections are typically used to overcome this problem. Adjacent individual sections are typically anchored to the ground using anchor bolts forming an elongated speed bump. Continuous vehicle impacts, however, cause the individual anchor bolts to shear and dislodge the individual sections rendering the speed bump ineffective. The individual sections may be displaced both laterally and vertically with respect to the road surface. 
     A need therefore exists for a more robust and reliable modular speed bump capable of simple installation. The present invention has been devised with the foregoing in mind. 
     SUMMARY 
     According to a first aspect of the invention, there is provided a speed bump section for use in a modular speed bump. The speed bump section may comprise an end configured to engage with another speed bump section. That end may be a male end having a first plurality of angled sides. The end may also have a male connector having a corresponding first plurality of angled sides. Alternatively, that end may be a female end having a second plurality of angles sides configured to receive a said male end. The female connector may have a corresponding second plurality of angled sides configured to receive a said male connector. 
     In an embodiment there are two angled sides. The angled sides may meet at a point. The angled sides may form a triangular or “chevron” shape. One or each of the angled sides may include a step or discontinuity so as to provide a projection along the angled side. Where both sides have such a discontinuity the male connector may therefore comprise a double chevron or arrowhead configuration. The female connector may have a complementary profile that accommodates and/or receives the make connector. 
     In use, the speed bump section may engage an adjacent speed bump section by the male end or the female end respectively engaging a said female end or a said male end of another speed bump section. The speed bump section may further engage another speed bump section by the male connector or the female connector respectively engaging a said female connector or a said male connector of another speed bump section. When a vehicle imparts a force on the speed bump section while passing over the speed bump section, this dual engagement of adjacent speed bump sections reduces or prevents movement of the speed bump sections relative to one another both longitudinally along the length of the speed bump section and transversely (vertically) (with respect to a driving surface e.g. a road). 
     In an embodiment, an opposing end of the speed bump section may also be configured to engage with another speed bump section. The opposing end may be a male end having a first plurality of angled sides, and a male connector having a corresponding first plurality of angled sides. Alternatively, the opposing end may be a female end having a second plurality of angled sides configured to receive a said male end, and a female connector having a corresponding second plurality of angled sides configured to engage with a said male connector. In this embodiment, the speed bump section is attachable at each end to another speed bump section. 
     In a different embodiment, an opposing end of the speed bump section may not be configured to engage with another speed bump section. In this embodiment, the speed bump section is an “end section” for use at one end of a speed bump. 
     The male connector may protrude laterally from the speed bump section. The protrusion may be in a direction or plane substantially parallel to or aligned with a driving surface on which the speed bump section is installed. The male connector may be or comprise a tongue or a flange. This configuration helps to reduce manufacturing complexity, and to reduce stress concentration where the first connector joins the male end of the speed bump section. 
     The male connector may be configured to engage with a said female connector. The female connector may be or may comprise a surface or recess. It may be formed in an upper surface of the speed bump section. It may be configured to receive the male connector. It may be a shelf, a groove or a flange. This configuration also helps to reduce manufacturing complexity, and to reduce stress concentration where the second connector joins the female end of the speed bump section. 
     The maximum thickness (height) of the speed bump section may be between about 25 mm and 100 mm. The maximum thickness (height) of the speed bump section may be between about 40 mm and about 90 mm. The maximum thickness (height) may be between about 45 mm and about 85 mm mm. The maximum thickness (height) may be about 55 mm, or the maximum thickness (height) may be about 75 mm. 
     The speed bump section may comprise or be formed from PVC. Alternatively, the speed bump section may comprise or be formed from one or more other elastomeric materials capable of withstanding multiple vehicle impacts with minimal deterioration. 
     The speed bump section may have a generally curved or dome-shaped cross-sectional profile (upper surface). This enables the speed bump to perform its intended function without causing unnecessary discomfort to vehicle occupants and/or unnecessary damage to vehicles passing over the speed bump. It also gives an aesthetically pleasing appearance. 
     The speed bump section may further comprise one or more apertures or channels running at least partially along the length of the speed bump section. The one or more apertures may be one or more apertures or channels configured to accommodate one or more of a cable, hose or wire etc. Additionally or alternatively, the one or more apertures may be one or more apertures or channels configured to accommodate one or more supports that are attachable to the speed bump section and/or a driving surface. The one or more apertures or channels may be provided in a lower surface of the speed bump section. They may extend between the male end and the female end. One or more spacer elements may be provided in the vicinity of the aperture. The one or more apertures may comprise one or more portions for receiving a spacer element. The supports, portions and/or spacer elements may be configured to provide an interference fit between the spacer element and the one or more portions/supports. 
     Each elongate recess may have a particular cross-sectional profile to provide a specific function. In an embodiment, one or more channels or recesses may be provided with a domed or archlike cross-section. The channels may be provided in a surface of the speed bump section. Additionally or alternatively, one or more channels of substantially circular cross section may be formed in the body of the speed bump section (i.e. not extending from a surface of the speed bump section). Such channels may be particularly suitable for housing cables, hoses and the like. One or more channels or recesses may be configured to receive a support or caddy. The channel may be configured so as to retain a said support. The channel may extend into a surface of the speed bump section (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section. The channel may be substantially “L” shaped. The L-shaped channel may extend into a surface (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section, and then substantially laterally into the centre of the bump section. The speed bump section may be configured to slot into or onto or slidably engage with a said support. The one or more channels or apertures may be substantially U-shaped. 
     In an above aspect or embodiment, the speed bump section may further comprise a plurality of reflective elements. The reflective elements can increase visibility of the speed bump in conditions which may make seeing the speed bump difficult for drivers (e.g. at night, or in low light conditions such as fog). 
     In an above aspect or embodiment, an upper surface of the speed bump section may comprise a texture for assisting a vehicle tyre to grip the speed bump section. 
     In any above aspect or embodiment, the “end” section(s) may comprise a curved or rounded e.g. semi-circular end surface. 
     According to a second aspect of the present invention, there is provided a modular speed bump comprising a plurality of speed bump sections in accordance with any of the above aspects and/or embodiments. 
     The modular speed bump may comprise one or more first speed bump sections each having a first end comprising a male connector and a second, opposite end comprising a female connector. The modular speed bump may comprise a second speed bump section having a first end comprising a male connector and a second end not configured to engage with another speed bump section. The modular speed bump may comprise a third speed bump section having a first end comprising a female connector and a second end not configured to engage with another speed bump section. The end(s) not configured to engage with other speed bump sections form the outermost ends(s). 
     Here, the male connector of each first speed bump section is engagable with the female connector of a third speed bump section or another first speed bump section. The female connector of each first speed bump section is engagable with the male connector of a second speed bump section or another first speed bump section. A modular speed bump may be constructed of a second and third speed bump sections and a desired number of first speed bump sections. 
     In an aspect or embodiment, the outermost ends may be configured to provide a gradual decline to the level of a driving surface on which the speed bump may be installed. This advantageously provides a smooth translation for a vehicle wheel encountering the speed bump to prevent any discontinuities between an upper surface of the modular speed bump and the road surface, preventing any undue damage to the vehicle as it passes over the speed bump. It also provides a finished look to the modular speed bump. It also provides for the “end” sections engaging with adjacent speed bump sections in the same way as the “central” speed bump sections engage with one another, providing the same benefits as the dual engagement of adjacent speed bump sections. 
     In an aspect or embodiment, or in a new aspect, one or more supports or caddies may be provided that are attachable to one or more of the speed bump sections and/or a driving surface. The one or more supports may be elongate supports configured to slot into or onto and/or slidably engage with at least one elongate recess or channel in a lower surface of the speed bump section(s). A speed bump section may be configured to fit over the one or more supports. The supports may be generally planar. The supports may have one or more protrusions or projections receivable within a recess or channel of the speed bump section. The protrusion(s) may additionally or alternatively add strength and rigidity to the caddy. The protrusions may extend from the caddy substantially perpendicularly to the caddy. The protrusions may be substantially “L” shaped or “U” shaped. The L-shaped protrusions may extend from the caddy substantially perpendicularly to the caddy, and then substantially laterally and parallel to the caddy. Once the caddy is slidably inserted into one or more recesses of the speed bump section(s) and slidably engaged with the L-shaped protrusions, the speed bump section(s) is(are) only removable from the caddy by sliding the speed bump section(s) off of the caddy. The L-shape of the L-shaped protrusions prevents vertical movement of the speed bump sections relative to the caddy. It will be appreciated that protrusion configurations other than “L” shaped, that act to retain or secure the caddy to the speed bump section(s) are also envisaged. 
     The channels) of the speed bump section(s) may be configured to receive and/or slidably engage with the one or more elongate supports or caddies. The channels or recesses may extend perpendicularly to the longitudinal axis of the speed bump section. The channel(s) may correspond in shape to the flanges of the caddy e.g. be substantially “L” shaped, or substantially U-shaped. The L-shaped channels may extend into a speed bump section substantially perpendicularly to the speed bump section, and then substantially laterally and parallel to the speed bump section. The flanges of the caddy may be configured to engage e.g. slot into or slidably engage with the channels of the speed bump sections. Once the caddy is inserted into the one or more additional channels defined by the U- or L-shaped flanges, the caddy is only removable from the caddy by sliding it out of the one or more additional channels defined by the U- or L-shaped flanges of the caddy. 
     Each elongate recess of a speed bump section may be configured to allow one or more protrusions or projections of the one or more elongate supports to engage with the elongate recess. This advantageously allows for easy installation of one or more, but especially multiple speed bump sections. The elongate support also provides additional structural support to prevent movement of the speed bump sections relative to one another when a vehicle passes over the speed bump. 
     The one or more elongate supports or caddies may be releasably securable to a speed bump section. The elongate supports or caddies may be secured in a position relative to the bump section. A fastener such as a nut and a bolt may be used, e.g. a rhomboidal tee nut and bolt. The nut may be slidably inserted into the elongate support or caddy channel defined between flanges to a desired position. A bolt may be inserted into the opening in the bump section to couple to the nut, coupling them together. The lateral extent of the head (or at least a part) of the nut is larger than the opening between the flanges so the nut is retained therein. The lateral extent of the head (or at least a part) of the bolt is also larger than the opening between the flanges so as to secure to the nut on the other side of the flanges. The nut and bolt could be used the other way around, and/or could be located in a different position on the caddy. One or multiple fasteners could be used. Fasteners other than nuts and bolts could be used. Each of the end sections could also be provided with one or more fixing apertures for fixing to the one or more elongate supports or caddies in an equivalent manner. 
     In above aspects and embodiments, one or more of the speed bump sections may be anchorable to a driving surface on which vehicles are driven. The speed bump section may comprise one or more apertures extending the thickness of the speed bump section, i.e. between upper and lower surfaces of the speed bump section. The speed bump section may be anchored to the driving surface via one or more fasteners placed in the aperture(s). Alternatively, the speed bump section may be anchored to the driving surface using an adhesive. 
     The speed bump sections may be fixed or anchored to the one or more elongate supports or caddies as described. The one or more elongate supports or caddies may be secured to a driving surface on which vehicles are driven, thereby anchoring the speed bump sections, the one or more elongate supports or caddies and/or the rail to the driving surface. The one or more elongate supports or caddies may be secured to the driving surface with one or more fasteners such as a bolt. The one or more elongate supports or caddies may provide one or more apertures for receiving such a fastener. Alternatively, the one or more elongate supports or caddies may be anchored to the driving surface using an adhesive. 
     The first and second end sections of the second and third aspects of the present invention may comprise one, some or all of the same optional beneficial features as those of the speed bump sections of the first (and second and third) aspects of the present invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention will now be described by way of example with reference to the accompanying drawings in which: 
         FIG. 1  shows an isometric view of a central speed bump section; 
         FIG. 2  shows a plan view of the underside of the central speed bump section of  FIG. 1 ; 
         FIG. 3  shows a cross-sectional profile of the central speed bump section of  FIG. 1 ; 
         FIG. 4  shows an isometric view of a first speed bump end section; 
         FIG. 5  shows a plan view of the first speed bump end section of  FIG. 4 ; 
         FIG. 6  shows an isometric view of a second speed bump end section; 
         FIG. 7  shows a plan view of the second speed bump end section of  FIG. 6 ; 
         FIG. 8  shows an isometric view of a modular speed bump comprising a first end section, a central section and a second end section; 
         FIG. 9  shows an isometric view of a central speed bump section coupled to an elongate support; 
         FIG. 10  shows an isometric view of a support for use with one or more speed bump sections; 
         FIG. 11  shows a cross sectional view through a bump section coupled to an elongate support; 
         FIGS. 12A, 12B and 12C  respectively show a speed bump and speed bump sections with alternative connectors; 
         FIGS. 13A, 13B and 13C  respectively show a speed bump and speed bump sections with alternative supports; 
         FIGS. 14A, 14B and 14C  respectively show a speed bump and speed bump sections with alternative elongate supports; 
         FIGS. 15A and 15B  show a speed bump section attached to the alternative elongate supports; 
         FIG. 16  shows a speed bump section with a covering for elongate recesses; and 
         FIGS. 17A-17D  show simulated test results for the speed bump of  FIG. 14A . 
     
    
    
     Like reference numbers and designations in the various drawings indicate like elements. 
     Features which are described in the context of separate aspects and embodiments of the invention may be used together and/or be interchangeable wherever possible. Similarly, where features are, for brevity, described in the context of a single embodiment, these may also be provided separately or in any suitable sub-combination. 
     DETAILED DESCRIPTION 
       FIGS. 1, 2 and 3  show various views of a speed bump section  10 . The speed bump section  10  comprises an upper surface  12  and a lower surface  14 . The lower surface  14  is generally planar so as to be placeable on a driving surface e.g. the ground. The upper surface  12  is domed or curved (convex) so as to create a bump or hump that is raised with respect to the ground when installed. The speed bump section  10  further comprises a male end  16 , and an opposing female end  18 . The male end  16  is configured to be received by or in the female end  18  of another speed bump section  10 . The male end  16  of the speed bump section  10  further comprises a first connector  20 , shown in  FIGS. 1 and 2 . The first connector  20  may be a flange or protrusion. The female end  18  of the speed bump section  10  further comprises a second connector  22 . The second connector  22  may be a flange surface or a shelf-like projection. It will be appreciated that the first connector  20  and the second connector  22  could alternatively be complementary parts of a different connector type where each connector part is configured to engage the other connector part, e.g. a tongue and groove connector. 
     Importantly, the male end  16  of the section  10  is shaped with an angular surface (in a plane that is perpendicular to the road, when installed). I.e. the male end  16  has a plurality of sides or surfaces at an angle to each other. The female end  18  is shaped with a complementary angular surface (i.e. complementary angular sides/surfaces) substantially parallel to the angular surface of the male end  16  when they abut. These features allow the male end  16  to engage a female end  18  of an adjacent speed bump section  10  when in use, and the female end  18  to engage a male end  16  of an adjacent speed bump section  10  when in use. The angular surfaces of the male end  16  and the female  18  are preferably corresponding triangular or chevron shapes, but any angular surface which allows the male end  16  and the female end  18  of adjacent speed bump sections  10  to engage when in use may be used. 
     The angular surfaces of the male end  16  and the female end  18  of the speed bump section  10  are configured such that, in use, the angular surfaces mate and allow engagement of adjacent speed bump sections  10 . The result of the engagement of adjacent speed bump sections  10  by mating of the male end  16  and the female end  18  is that lateral movement of adjacent speed bump sections  10  is prevented when a force is impacted on the speed bump sections  10  by a vehicle passing over the speed bump sections  10 . 
     In the embodiment shown in  FIGS. 1, 2 and 3 , the first connector  20  and the second connector  22  are configured such that, in use, the first connector  20  and the second connector  22  mate and allow further engagement of adjacent speed bump sections  10 . The result of the mating of the first connector  20  and the second connector  22  is that vertical movement of adjacent speed bump sections  10  is prevented when a force is impacted on speed bump sections  10  by a vehicle passing over speed bump sections  10 . 
     Importantly, the male connector  20  is shaped with an angular surface (in a plane that is perpendicular to the road, when installed). I.e. it has a plurality of sides or surfaces at an angle to each other. The female connector  22  is shaped with a complementary angular surface (i.e. complementary angular sides/surfaces) substantially parallel to the angular surface of the male connector  20  when they abut. These features allow the male connector  20  to engage a female connector  22  of an adjacent speed bump section  10  when in use. 
     The first connector  20  preferably has a triangular or chevron shape and the second connector is preferably shaped to receive the chevron shaped first connector  20 . The chevron shape, i.e. two transverse surfaces at an angle to each other, may be substantially the same as the chevron shape of the male and female section ends  16 ,  18 . However, any angular surface which allows the male end  16  and the female end  18  of adjacent speed bump sections  10  to engage when in use may be used. 
     Since the first and second connectors  20 ,  22  also have interengaging angled surfaces, these too act to restrict lateral movement of adjacent speed bump sections. 
     In combination, therefore, the provision of complementary shaped male and female ends  16 ,  18  and complementary shaped first and second connectors  20 ,  22  reduces both lateral and transverse movement. 
     It is shown in  FIGS. 1 and 2  that an upper surface of the first connector  20  may form a part of the upper surface  12  of speed bump section  10 . Likewise,  FIGS. 1 and 2  show that a lower surface of the second connector  22  may form a part of the lower surface  14  of speed bump section  10 . An advantage of an upper surface of the first connector  20  and a lower surface of the second connector  22  forming a part of upper surface  12  and lower surface  14  respectively is that ease of engagement and/or alignment of adjacent speed bump sections  10  is improved. Adjacent speed bump sections  10  may be brought into engagement without having to locate a tongue into a groove, as is typically the case in modular speed bump systems (if any connection is made between adjacent speed bump sections at all). A further benefit is that stress concentration where the first connector  20  and the second connector  22  meet the female end  18  and the male end  16  respectively is reduced, as at least one meeting point between the respective components comprises a smooth surface. This may help to improve the durability of speed bump section  10  and prolong its useful service life. The corresponding flat surfaces of the connectors  20 ,  22  also help distribute the load evenly. 
     One or more elongate recesses  24  extend the length of the speed bump section  10  (between the male end  16  and the female end  18  of the speed bump section  10 ), as shown in  FIG. 2 . Each elongate recess  24  may have a different cross-sectional profile from at least another one of the elongate recesses, depending on the function that particular elongate recess is intended to perform in use. One or more of the elongate recesses  24  may be configured to allow cables and/or hoses to pass through the speed bump section unimpeded, and so may have a generally circular cross-sectional profile. One or more of the elongate recesses  24  may be configured to slidably engage with an elongate support  70  (as shown in  FIGS. 9 and 10  and discussed below), and so may have a cross-sectional profile which is equivalent to the cross-sectional profile of at least a part of the elongate support  70 . The channels may extend from a surface of the speed bump section  10  (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section  10 . The channels may be substantially “L” shaped. The L-shaped channels may extend from a surface (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section  10 , and then substantially laterally into the centre of the speed bump section  10 . The speed bump section  10  may be configured to slidably engage with a said support via the L-shaped channels. 
     The speed bump section  10  may also comprise one or more apertures  26  extending through the thickness of the speed bump section  10  from upper surface  12  to lower surface  14 , in order to allow one or more fasteners (e.g. bolts) to be placed in the aperture(s)  26  to anchor the speed bump section  10  to a surface on which vehicles are driven (driving surface). Driving surfaces may include roads (including private roads), car parks, private driveways, factory floors, and other areas in which vehicles can be driven. Alternatively, the speed bump section  10  may be anchored to a driving surface by a different means, e.g. by using adhesive, one or more clamps etc. 
     The maximum thickness (height) of the speed bump section  10  may be between about 25 mm and about 100 mm. Preferably, the maximum thickness (height) of the speed bump section  10  may be between about 40 mm and about 90 mm. The maximum thickness (height) of the speed bump section  10  may be between about 45 mm and about 85 mm. In particular embodiments, the maximum thickness (height) of the speed bump section  10  is about 55 mm or 75 mm. 
     The upper surface  12  of the speed bump section  10  may comprise a texture for assisting a vehicle tyre to grip speed bump section  10  as it passes over speed bump section  10 . The texture may be incorporated into the upper surface  12  of the speed bump section  10  during an initial moulding process, or may be added to the upper surface  12  later in the manufacturing process. 
     The speed bump section  10  may comprise or be formed from PVC. Alternatively, the speed bump section  10  may comprise or be formed from another elastomeric material. The material of the speed bump section  10  is preferably capable of withstanding multiple vehicle impacts with minimal deterioration. 
     The speed bump section  10  may further comprise one or more reflective elements (not shown). The reflective elements increase visibility of the speed bump in conditions which may make seeing the speed bump difficult for drivers (e.g. at night, or in low light conditions such as fog). The reflective elements may be situated on upper surface  12  of speed bump section  10  e.g. in one or more recesses  28 . 
       FIG. 3  shows that the general cross-sectional profile of the speed bump section  10  is dome shaped. This enables the speed bump section  10  to perform its intended function without causing unnecessary discomfort to vehicle occupants and/or unnecessary damage to vehicles passing over the speed bump section  10 . It also gives the speed bump section  10  an aesthetically pleasing appearance. 
     The speed bump section  10  may be used as part of modular speed bump  100  (as shown in  FIG. 8 ) comprising at least one speed bump section  10 . The speed bump section  10  may be used as part of a modular speed bump  100  further comprising a first end section  30  and a second end section  50 . Alternatively, the first end section  30  and the second end section  50  may engage directly with one another in order to form a shorter length modular speed bump  100  with no central speed bump sections  10 . 
     The first end section  30  is shown in  FIGS. 4 and 5 . The first end section  30  comprises a male end  36  with a male connector  38 . The male end  36  is configured to engage with a female end  18  of an adjacent central speed bump section  10 , or alternatively to engage with a female end  56  of an adjacent second end section  50  (shown in  FIGS. 6 and 7 ). The male connector  38  is configured to engage with a second, female connector  22  of an adjacent central speed bump section  10 , or alternatively to engage with a female connector  58  of an adjacent second end section  50 . As shown in  FIGS. 4 and 5 , the connector  38  may be provided in the form of a flange or protrusion. The second end connector  58  may be a flange surface or a shelf-like projection. It can be appreciated that the connector  38  and the connector  58  could alternatively be complementary parts of any connector type where each connector part is configured to engage the other connector part. The connector  38  may alternatively be a tongue-like connector configured to engage with a groove-like connector of the second connector  22  or the second end connector  58 . 
     Similar advantages as those described above for the equivalent features of speed bump section  10  are seen for the mating of the male end  36  with either the female end  18  or the female end  56 , and for the mating of the connector  38  with either the second connecter  22  or the connector  58 . 
     Similarly to the first connector  20  of the speed bump section  10 , an upper surface of the connector  38  of the first end section  30  may form part of the upper surface  32  of the first end section  30 . Similar advantages as those described above for the equivalent feature of the first connector  20  of the speed bump section  10  are found for the connector  38 . 
     The maximum height may be between about 25 mm and 100 mm. The maximum thickness (height) of the first end section  30  may be between about 40 mm and about 90 mm. Preferably, the maximum thickness (height) of the first end section  30  may be between about 45 mm and about 85 mm. In particular embodiments, the maximum thickness (height) of the first end section  30  is about 55 mm or about 75 mm. The shape of the first end section  30  is such that when in use (i.e. when the male end  36  is engaged with the female end  18  or  56 , and the connector  38  is engaged with the second connector  22  or the connector  58 ), there is no discontinuity between the height of the speed bump section  10  and the road surface. The first end section  30  is shaped such that a smooth reduction in height of the modular speed bump  100  is achieved at the end of the modular speed bump  100 . 
     The first end section  30  may also have one or more elongate openings or recesses  40  extending from the male end  36  to the end of the first end section  30 . Similarly to the elongate recesses  24  of the speed bump section  10 , there may be a number of purposes to the elongate recesses  40  of the first end section  30 . The cross-sectional profile of the or each elongate recesses may be configured depending on the function that particular elongate recess is intended to perform in use. I.e. where there are a plurality of elongate recesses, the cross-sectional profile of each may be the same or different. One or more of the elongate recesses  40  may be configured to allow cables and hoses to be located with the first end section  30 . The recesses  40  may have a generally circular cross-sectional profile to facilitate cables, hoses etc, passing through the recesses unimpeded. The elongate recesses  40  may be configured to slidably engage with an elongate support  70  (as shown in  FIGS. 9 and 10 ), and so may have a cross-sectional profile which is equivalent to the cross-sectional profile of at least a part of the elongate support  70 . The recesses may extend from a surface of the speed bump section  10  (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section  10 . The recesses may be substantially “L” shaped. The L-shaped recesses may extend from a surface (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section  10 , and then substantially laterally into the centre of the speed bump section  10 . The speed bump section  10  may be configured to slidably engage with a said support via the L-shaped recesses. 
     The first end section  30  has, at its opposite end, a non-engaging end that cannot join to another speed bump section. The non-engaging end may be generally curved or rounded and may be semi-circular. 
     Similarly to the central speed bump section  10 , the first end section  30  may further comprise a plurality of apertures  42  extending through the thickness of the speed bump section  10 , to allow a fastener (e.g. a bolt) to be placed in the aperture  42  to anchor the first end section  30  to a surface on which vehicles are driven (driving surface) e.g. the ground. Alternatively, the first end section  30  may be anchored to a driving surface by a different means, e.g. by using a clamp, adhesive etc. 
     Similarly to the speed bump section  10 , the first end section  30  may further comprise one or more reflective elements (not shown). The reflective elements may be provided to increase the visibility of the modular speed bump  100  in conditions which may make seeing modular speed bump  100  difficult for drivers (e.g. at night, or in low light conditions such as fog). The reflective elements may be situated on the upper surface  32  of the first end section  30 , e.g. in recesses formed therein. 
     The upper surface  32  of the first end section  30  may comprise a texture for assisting a vehicle tyre to grip the first end section  30  as it passes over the first end section  30 . The texture may be incorporated into the upper surface  32  of the first end section  30  during an initial moulding process, or may be added to the upper surface  32  later in the manufacturing process. 
     The first end section  30  may comprise or be formed from PVC. Alternatively, the first end section  30  may comprise or be formed from another elastomeric material. The material of the first end section  30  is preferably capable of withstanding multiple vehicle impacts with minimal deterioration. 
     The second end section  50  is shown in  FIGS. 6 and 7 . The second end section  50  comprises a female end  56  with a connector  58 . The female end  56  is configured to engage with a male end  16  of an adjacent speed bump section  10 , or alternatively to engage with a male end  36  of an adjacent first end section  30 . The connector  58  is configured to engage with a first connector  20  of an adjacent speed bump section  10 , or alternatively to engage with a connector  38  of an adjacent first end section  30 . The connector  58  may be a flange or protrusion. The connector  38  may be a flange surface or a shelf-like projection. It is appreciated that the connector  58  and the connector  38  could alternatively be complementary parts of any connector type where each connector part is configured to engage the other connector part. For example, the connector  58  may alternatively be a groove configured to engage with a tongue of the first connector  20  or the connector  38 . Similar advantages as those described above for the equivalent features of the speed bump section  10  are seen for the mating of the female end  56  with either the male end  16  or the male end  36 , and for the mating of the connector  58  with either the first connector  22  or the connector  38 . 
     Similarly to the second connector  22  of the speed bump section  10 , a lower surface of the connector  58  of the second end section  50  may form part of the lower surface  52  of the second end section  50 . Similar advantages as those described above for the equivalent feature of the second connector  22  of the speed bump section  10  are found for the connector  58 . 
     The maximum thickness of the second end section may be between about 25 mm and about 100 mm. The maximum thickness of the second end section  50  may be between about 40 mm and about 90 mm. Preferably, the maximum thickness (height) of the second end section  50  may be between about 45 mm and about 85 mm. In particular embodiments the thickness (height) of the end section  50  may be about 55 mm or about 75 mm. Preferably the maximum thickness (height) of the end section  50  is substantially the same as that of the end section  30  and the central section  10 . 
     The shape of the second end section  50  is such that when, in use (i.e. when the female end  56  is engaged with the male end  16  or  36 , and the connector  58  is engaged with the second connector  22  or connector  38 ), there is no discontinuity between the height of speed bump section  10  and the road surface. The second end section  50  is shaped such that a smooth reduction in height of modular speed bump  100  is achieved at the longitudinal ends of the modular speed bump  100 . 
     The second end section  50  may also have one or more elongate recesses  60  extending from the female end  56  to the end of the second end section  50 . Similarly to the elongate recesses  24  of the speed bump section  10 , there may be a number of purposes to the elongate recesses  60  of the second end section  50 . The elongate recesses  60  may have a cross-sectional profile depending on the function that particular elongate recess is intended to perform. The elongate recesses  60  may be configured to accommodate one or more cables and hoses in the second end section  50 . The elongate recesses  60  may have a generally curved, arched, semi-circular or circular cross-sectional profile and may allow the cables, hoses etc. to pass through the recesses  60  unimpeded. The elongate recesses  60  may be configured to slidably engage with an elongate support  70  (as shown in  FIGS. 9 and 10 ), and so may have a cross-sectional profile which is equivalent to the cross-sectional profile of at least a part of the elongate support  70 . The recesses may extend from a surface of the speed bump section  10  (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section  10 . The recesses may be substantially “L” shaped. The L-shaped recesses may extend from a surface (e.g. that which can sit on the driving surface) substantially perpendicularly into the speed bump section  10 , and then substantially laterally into the centre of the speed bump section  10 . The speed bump section  10  may be configured to slidably engage with a said support via the L-shaped recesses. 
     Similarly to the speed bump section  10 , the second end section  30  may further comprise one or more apertures  62  extending through the thickness of the speed bump section  10 , to allow one or more fasteners (e.g. bolts) to be placed in the apertures  62  to anchor the second end section  50  to a surface on which vehicles are driven (driving surface) e.g. the ground. Alternatively, the second end section  50  may be anchored to a driving surface by a different means, e.g. by using clamps or adhesive. 
     Similarly to the speed bump section  10 , the second end section  50  may further comprise one or more reflective elements (not shown). The reflective elements increase visibility of the modular speed bump  100  in conditions which may make seeing the modular speed bump  100  difficult for drivers (e.g. at night, or in low light conditions such as fog). The reflective elements may be situated on the upper surface  52  of the second end section  50  e.g. in one or more recesses (not shown). 
     The elongate support  70  may comprise a generally planar surface  72  intended to sit on a driving surface. The elongate support, or caddy  70  may further comprise one or more interlocking flanges  74  configured to locate within the correspondingly shaped recesses  24  in the speed bump section  10 , the first end section  30  and/or the second end section  50 . Conveniently, the caddy  70  is slidably insertable into the recesses  24  of the speed bump sections  10 ,  30 ,  50 . The flanges  74  may extend from the caddy  70  substantially perpendicularly to the caddy  70 . The flanges  74  may be substantially “L” shaped. The L-shaped flanges  74  may extend from the caddy  70  substantially perpendicularly to the caddy  70 , and then substantially laterally and parallel to the caddy  70 . The L-shaped flanges  74  interlock with the corresponding L-shaped recesses  24  of the speed bump section  10 . Once the caddy  70  is slidably inserted into the recesses  24  of the speed bump sections  10 ,  30 ,  50  and slidably engaged with the L-shaped flanges  74 , the speed bump sections  10 ,  30 ,  50  are only removable from the caddy  70  by sliding the speed bump sections  10 ,  30 ,  50  off of the caddy  70 . The L-shape of the L-shaped flanges  78  prevents vertical movement of the speed bump sections  10 ,  30 ,  50  relative to the caddy  70 . 
     The caddy  70  may have one or more apertures  76  for fixing to one or more of the speed bump sections  10 ,  30 ,  50  and/or the driving surface. Pre-fixing the caddy  70  to one or more speed bump sections  10 ,  30 ,  50  before installation on a driving surface can permit easier and quicker installation. 
     The caddy  70  may have one or more additional projections or flanges  78  for defining one or more additional channels and/or for adding strength and rigidity to the caddy  70  and/or for facilitating coupling to the bump sections and/or the road. The flanges  78  may extend from the caddy  70  substantially perpendicularly to the caddy  70 . The flanges  78  may be substantially “L” shaped. The L-shaped flanges  78  may extend from the caddy  70  substantially perpendicularly to the caddy  70 , and then substantially laterally and parallel to the caddy  70 . One or more of the L-shaped flanges  78  may define one or more additional channels. The flanges  78  can slide into the central channel  60   a , as shown in  FIGS. 9 and 11 . Once the caddy  70  is slidably inserted into the channels  60  defined in the bump section  10 , the caddy  70  is only removable by sliding it out again. The caddy may be secured in a position relative to the bump section  10  by coupling them together. A nut  80  and a bolt  82  may be used. The nut  80  may be slidably inserted into the caddy channel defined between flanges  78  to a desired position. A bolt  82  may be inserted into the opening  62  in the bump section  10  to couple to the nut  80 , coupling them together. The lateral extent of the head (or at least a part) of the nut  80  is larger than the opening between the flanges  78  so the nut is retained therein. The lateral extent of the head (or at least a part) of the bolt  82  is also larger than the opening between the flanges  78  so as to secure to the nut  80  on the other side of the flanges  78 . The nut  80  and bolt  82  could be used the other way around, or an alternative known fastener could be used. 
     Although not shown in the drawings, each of the end sections  30 ,  50  could be provided with one or more fixing apertures  62  for fixing to the caddy  70  in an equivalent manner. 
     The caddy  70  preferably comprises or is formed of one or more materials suitable for outdoor use, e.g. a metal such as anodised aluminium, a plastics material etc. The caddy may be provided in discrete lengths that can be joined together and/or to one or more of the speed bump sections  10 ,  30   60 . The caddy  70  may have a length of about 0.5 m, about 1 m, about 1.5 m or about 2 m. The rail may be provided in discrete lengths that can be joined together and/or to one or more of the speed bump sections  10 ,  30 ,  50 . The rail  80  may have a length of about 0.5 m, about 1 m, about 1.5 m or about 2 m. 
     An advantage of positioning the speed bump section(s)  10  on the elongate support  70  is that a modular speed bump of the desired length (i.e. number of speed bump sections  10 ) can be prefabricated by sliding the desired number of speed bump sections  10  onto the elongate support  70 . A prefabricated modular speed bump can then be transported to the desired location and anchored to a driving surface as a single unit (although each speed bump section  10  may be anchored to the ground individually, or may be anchored to the caddy  70  individually). 
     A further benefit of positioning the speed bump sections  10  on elongate support  70  is that, in addition to the engagement features described above, a modular speed bump  100  comprising an elongate support  70  will possess additional resistance to displacement and distortion in use. The elongate support  70  provides additional structural support to prevent movement of the speed bump sections  10 ,  30 ,  50  relative to one another when a vehicle passes over the speed bump  100 . The rail  80  may provide further additional structural support to prevent movement of the speed bump sections  10 ,  30 ,  40  relative to one another when a vehicle passes over the speed bump  100 . These advantages are further discussed with respect to  FIG. 17 . 
     The upper surface  52  of the second end section  50  may comprise a texture for assisting a vehicle tyre to grip the second end section  50  as it passes over the second end section  50 . The texture may be incorporated into the upper surface  52  of the second end section  50  during an initial moulding process, or may be added to the upper surface  52  later in the manufacturing process. 
     The second end section  50  may comprise or be formed from PVC. Alternatively, the second end section  50  may comprise or be formed from another elastomeric material. The material of the second end section  50  is preferably capable of withstanding multiple vehicle impacts with minimal deterioration. 
     In alternative embodiments, as shown in  FIGS. 12 to 16 , a speed bump section  110 , a first end section  130  and a second end section  150  are shown. The speed bump section  110 , the first end section  130  and the second end section  150  may comprise any of the features and/or advantages as described with respect to the embodiments shown in  FIGS. 1 to 11 . For the sake of brevity, corresponding features which have been described previously, and which may also be present in the embodiments shown in  FIGS. 12 to 16 , are not described again. 
     The speed bump section  110  (shown in  FIG. 12A ) comprises a male end  116  shaped with an angular surface. The male end  116  extends in the longitudinal direction of the speed bump section. As such, the male end  116  has a plurality of sides or surfaces at an angle to each other which form part of a triangular or chevron shape male connector  120 . Each angled sides may include a step or discontinuity  131  so as to provide a projection along the angled side. Where both sides have such a discontinuity the male connector may therefore comprise a double chevron or arrowhead configuration  120 ,  138 . Compared with the embodiment of  FIGS. 1 to 9 , the additional connector  138  takes the place of the vertex of the chevron on the male end  116  of the earlier embodiment. A female end  118  is shaped with a complementary angular surface substantially parallel to the angular surface of the male end  116  when they abut. The female connector has a complementary double chevron or arrowhead configuration  122 ,  158 . Compared with the embodiment of  FIGS. 1 to 9 , the second connector  158  takes the place of the vertex of the chevron on the female end  118 . The first end section  130  (shown in  FIG. 12B ) has a male end  136  with a male connector  138  as described with respect to the speed bump section  110 . Likewise, the second end section  150  (as shown in  FIG. 12C ) has a female end  156  with a female connector  158  as described with respect to the speed bump section  110 . 
     As shown in the embodiment of  FIG. 12A , the first connector  120  has an arrowhead shape extending laterally from the male end  116 . The arrowhead part of the first connector  120  has four sides. Two of the four sides (referred to as the minor sides in this embodiment) each extend from the male end  116  in a divergent manner (i.e. the minor sides are not parallel and each extends in a direction away from the other of the minor sides). The other two of the four sides (referred to as the major sides in this embodiment) each extend from one of the minor sides in a convergent manner (i.e. the major sides are not parallel and each extends in a direction toward the other of the major sides) until the two major sides meet, forming a point of the arrowhead. The second connector  122  has a corresponding arrowhead shape in the female end  118  of the speed bump section  110 . 
     The male end  136  of the first end section  130  (shown in  FIG. 12B ) has a first connector  138  as described with respect to the first connector  120  of the speed bump section  110 . The female end  56  of the second end section  150  (shown in  FIG. 12C ) has a second connector as described with respect to the second connector  122  of the speed bump section  110 . 
     In the embodiment shown in  FIGS. 13A, 13B and 13C , one or more elongate recesses  124  extend the length of a speed bump section  110 . The elongate recesses  124  may comprise one or more of the features as described with respect to the embodiment shown in  FIG. 2  and described above. One or more of the elongate recesses  124  also comprise one or more portions  185  configured to receive a spacer block or support  190 . A plurality of optional portions  185  are periodically spaced apart along the length of some of the elongate recesses on speed bump section  110 , each configured to receive a spacer block  190 . Each portion  185  has a cylindrical outer shape superimposed on an elongate recess  124 . Each of the portions  185  and each of the spacer blocks  190  has a cylindrical outer shape configured to form an interference fit with the cylindrical shape of the portions  185  when a spacer block  190  is received in or on each of the portions  185 . The spacer blocks  190  may be slidably inserted into the portions  185 . The thickness of each of the spacer blocks  190  is substantially equal to the depth of the portion  185  of the elongate recess in which it is received. In alternative embodiments, the spacer blocks may have a thickness less than or greater than the depth of the portion  185  in which they are received. 
     Elongate recesses  140  are provided in the first end section  130 , and are substantially the same as those ( 40 ) described with respect to the speed bump section  110 . Elongate recesses  160  are provided in the second end section, and are substantially the same as those ( 60 ) described with respect to the speed bump section  110 .  FIG. 13B  shows a modular speed bump comprising a speed bump section  110 , a first end section  130  and a second end section  150 , with the elongate recesses  124  of speed bump section  110  configured to align with the elongate recesses  140 ,  160  of the first end section  130  and the second end section  150 . 
     As shown in  FIG. 13C , each of the spacer blocks  190  has a cylindrical channel extending through the axial length of the spacer block  190 . The cylindrical channel is configured to receive a fastener  195  (e.g. a bolt) through its length in order to anchor the speed bump section  110  directly to a driving surface. The fastener extends through an aperture in the upper surface of the speed bump section  110 , the first end section  130  or the second end section  150 . The presence of the spacer blocks  190  increases strength and stability of the anchoring of the speed bump section  110  to a driving surface when compared to using a fastener (e.g. a bolt) through an aperture  126  (extending through the thickness of the speed bump section  110 ) only. 
     The spacer blocks  190  are received in the optional portions  185  of the elongate recesses  140  of the first end section  130 , and in the optional portions  185  of the elongate recesses  160  of the second end section  150 , in substantially the same way as described with respect to the speed bump section  110 . 
     A plurality of elongate supports  170  (e.g. rails) may be used instead of the spacer blocks  190  in order to anchor the speed bump section  110  to a driving surface. Rails provided by Unistrut Ltd may be suitable, although other rails could be used. This dual rail system is also an alternative to the rail of  FIG. 10 . As shown in  FIGS. 14A, 14B and 14C , two elongate supports  170  are utilised to anchor the speed bump section  110 , the first end section  130  and the second end section  150  to a driving surface. Each elongate support  170  is anchored directly to the driving surface, and each of the speed bump section  110 , first end section  130  and second end section  150  is anchored directly to each of the elongate supports  170 . 
     Each of the elongate supports  170  comprises a generally planar surface  172  intended to sit on a driving surface, and to be insertable (e.g. slidably, or placed into position by slotting or dropping into or onto) one of the elongate recesses  124 ,  140 ,  160  in the respective speed bump section  110 , first end section  130  or second end section  150 . Each elongate support or caddy  170  has a substantially U-shaped cross-section configured to engage (e.g. slideably) with at least one fastener or fastener system (e.g. bolt, nut and bolt) that anchors the elongate support to one or more of the speed bump section  110 , the first end section  130  and the second end section  150 . The substantially U-shaped cross-section of the elongate supports  170  is formed by two flanges or projections, one extending (perpendicular to the planar surface  172 , away from the driving surface) from each edge of the planar surface  172 . Each of the flanges has an end portion which forms a smaller U-shape  174  opposite to the direction of the U-shaped cross-section of the elongate supports  170 . The smaller U-shape  174  is configured to prevent vertical movement of the fasteners anchoring the elongate supports  170  to the speed bump section  110 , the first end section  130  and the second end section  150  (thereby preventing vertical movement of the speed bump section  110 , the first end section  130  and the second end section  150  relative to the elongate supports  170 ). The at least one fastener is configured to extend through an aperture located in an upper surface of the speed bump section  110 , the first end section  130  or the second end section  150  and engage with the elongate support  170 . 
     Each of the elongate supports  170  comprises one or more apertures  176  in the planar surface  172 , each aperture  176  configured to receive a fastener  175  (e.g. bolt) in order to anchor the elongate support  170  directly to the driving surface. In this way, the speed bump section  110 , the first end section  130  and the second end section  150  are anchored to the driving surface indirectly, via the elongate supports  170 . The elongate supports  170  are anchored directly to the driving surface and to the speed bump section  110 , the first end section  130  and the second end section  150 . 
     Each of the elongate supports  170  may be formed of one or more materials suitable for outdoor use, e.g. a metal such as anodised aluminium, galvanised steel, or a plastics material etc. The elongate supports  170  may be provided in discrete lengths that can be joined together and/or to one or more of the speed bump sections  110 ,  130   150 . Any suitable length may be provided. By way of example only, the elongate supports  170  may have a length between about 0.5 m and about 10 m. The elongate supports  170  may have a length of about 0.5 m, about 1 m, about 1.5 m or about 2 m. 
     In order to increase ease of installation of a modular speed bump comprising one or more speed bump sections  110 , a first end section  130  and a second end section  150 , the first end section  130  and the second end section  150  may be installed onto each of the elongate supports  170  prior to the elongate supports  170  being anchored to the driving surface (as shown in  FIG. 14C ). This arrangement allows the elongate supports  170  to be held stationary relative to one another for marking locations for the fasteners  175  (e.g. bolts) to anchor the elongate supports  170  to the driving surface. In the embodiment shown, owing to the nature of the arrowhead shape of the male connectors  120 ,  136  and the female connectors  122 ,  156 , the individual sections  110 ,  130 ,  150  of the modular speed bump must be placed, lowered or dropped into the correct position on the elongate supports  170  (rather than, e.g., slid into position). This ensures the correct alignment and engagement of the male connectors  120 ,  136  and the female connectors  122 ,  156 . This allows for individual speed bump sections  110  or first end section  130  or second end section  150  to be individually removed should any sections of the modular speed bump need to be replaced or maintained. 
     A further benefit of positioning the speed bump sections  110 , first end section  130  and second end section  150  on elongate supports  170  is that, in addition to the engagement features described above, a modular speed bump comprising elongate supports  170  will possess additional resistance to displacement and distortion in use. The elongate supports  170  provide additional structural support to prevent movement of the speed bump sections  110 ,  130 ,  150  relative to one another when a vehicle passes over the speed bump. These advantages are discussed further with respect to  FIG. 17 . 
       FIGS. 15A and 15B  show different arrangements for engaging the at least one fastener (e.g. bolt) with the U-shaped cross-section of the elongate supports  170 .  FIG. 15A  shows an arrangement in which the U-shaped channel of the elongate support  170  is slidably engaged with a nut. A bolt extending through an aperture through the thickness of the speed bump section  110  is engaged with the nut in order to anchor the speed bump section  110  to the elongate support  170 . An alternative arrangement is shown in  FIG. 15B , in which a stud or bolt is slidably engaged with the U-shaped cross section of the elongate support  170 . The stud or bolt can be pre-assembled in line with the elongate recesses  124 , and then rotated into a locking position before being tightened (e.g. engaged with a threaded portion). The stud or bolt is engaged with a threaded portion of an aperture extending through the thickness of the speed bump section in order to anchor the speed bump section  110  to the elongate support  170 . In alternative embodiments, the stud or bolt may be engaged with a nut located in the aperture. 
     Each of the first end section  130  and the second end section  150  may comprise, at the end opposite to the respective male end  136  or female end  156 , a thin wall  195  covering the end of the elongate recesses  140 ,  160  (shown in  FIG. 16  on first end section  130 ). The thin wall  195  is integral to the first speed bump section  130  (and to the second end section  150 , not shown). The thin wall  195  may be cut using a sharp implement (e.g. a knife) in order to expose the opening to the elongate recesses  140 ,  160  in the first end section  130  or the second end section  150 . The thin wall  195  may be positioned over the entrance to only one of the elongate recesses  140 ,  160 , e.g. a central one of the elongate recesses  140 ,  160 . Once the thin wall  195  is cut and removed from the first end section  130  or the second end section  150 , the first end section  130  or the second end section  130  comprise an entry/exit point such that one or more cables or hoses may be accommodated in one or more of the elongate recesses  140 ,  160 . The elongate recesses  140 ,  160  may have a generally curved, arched, semi-circular or circular cross-sectional profile and may allow the cables, hoses etc. to pass through the recesses  140 ,  160  unimpeded. In this arrangement, cables or hoses are able to pass unimpeded through the entire length of a modular speed bump comprising one or more speed bump sections  110 , a first end section  130  and a second end section  150 . The elongate recesses  124  of speed bump section  110  are configured to align with the elongate recesses  140 ,  160  of the first end section  130  and the second end section  150 . 
       FIGS. 17A-D  exemplify the benefit of a speed bump system utilising the dual rail system of  FIG. 14  (“channel fixing”) compared with not using a rail system but directly fixing the speed bump sections to the ground (“direct fixing”).  FIG. 17A  shows the difference in stress distribution between a direct fixing arrangement and the channel fixing arrangement under stationary tyre loading conditions.  FIG. 17B  shows the difference in displacement or deformation of the speed bump section between a direct fixing arrangement and the channel fixing arrangement under stationary tyre loading conditions.  FIG. 17C  shows the difference in stress distribution between the direct fixing arrangement and the channel fixing arrangement under wheel spin loading test conditions.  FIG. 17D  shows the difference in displacement or deformation of the speed bump section between a direct fixing arrangement and the channel fixing arrangement under wheel spin loading test conditions. 
     In the stationary tests, maximum tyre loading is simulated. The average contact pressure of a tyre on a road surface is equal to the tyre inflation pressure. The maximum average load allowable for tyre loading according the UK Department of Transport is 5750 kg and tyres rated for this loading typically have inflation pressures of 130 psi. Using the equation Pressure=Force/Area, a contact patch size can be calculated. For this vehicle parking simulation a circular contact patch is created on the speed bump section in the worst case position and a contact pressure of 130 psi is applied over it. 
     In the wheel spin tests a tyre is being driven and, in addition to the tyre contact pressure loading, there is a maximum traction force generated by the friction between the tyre and the speed bump section surface. This acts on the speed bump in the opposite direction to the direction of travel of the vehicle. This maximum force occurs just before the tyre breaks loose and wheel spins. This force is approximately given by the equation F max =μW, where W is the reaction force pressing the tyre onto the road bump and μ is the coefficient of friction between the tyre and the speed bump section. 
     If the vehicle is stationary, W=Mg, where M is the mass supported by the wheel. The coefficient of friction for the tyre to the road bump was set at 0.695, on a dry asphalt, and tyre friction would be approximately 1, so it is assumed friction is reduced on a speed bump section. 
     The results of  FIG. 17  show that using the support or rails improves resistance to distortion and provides structural support. Using rails or supports reduces the overall deformation of the speed bump section during loading, and reduces stress at the bolt holes during wheel spin loading. 
     From reading the present disclosure, other variations and modifications will be apparent to the skilled person. Such variations and modifications may involve equivalent and other features which are already known in the art of modular speed bumps, and which may be used instead of, or in addition to, features already described herein. 
     Although the appended claims are directed to particular combinations of features, it should be understood that the scope of the disclosure of the present invention also includes any novel feature or any novel combination of features disclosed herein either explicitly or implicitly or any generalisation thereof, whether or not it relates to the same invention as presently claimed in any claim and whether or not it mitigates any or all of the same technical problems as does the present invention. 
     Features which are described in the context of separate embodiments may also be provided in combination in a single embodiment. Conversely, various features which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable sub-combination. The applicant hereby gives notice that new claims may be formulated to such features and/or combinations of such features during the prosecution of the present application or of any further application derived therefrom. 
     For the sake of completeness it is also stated that the term “comprising” does not exclude other elements or steps, the term “a” or “an” does not exclude a plurality, and any reference signs in the claims shall not be construed as limiting the scope of the claims.