Speed Bump

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 60a, 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, 3060. 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, 130150. 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.

Number	Date	Country	Kind
1715009.5	Sep 2017	GB	national
1800365.7	Jan 2018	GB	national

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