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It was banned in several US radio markets, because the term 'rumble' was a slang term for a gang fight, and it was feared that the piece's harsh sound glorified juvenile delinquency.[10] The record is the only instrumental single ever banned from radio in the United States.[12][13]

Welcome to the Federal Highway Administration's (FHWA) Rumble Strips and Rumble Stripes website. This site contains information about longitudinal center line, edge line, and shoulder rumble strips and stripes.

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Shoulder rumble strips have been proven to be a very effective method to warn drivers that they are about to drive off the road. Many studies show very high benefit-to-cost (B/C) ratios for shoulder rumble strips, making them among the most cost-effective safety features available. For example, Nevada found that with a B/C ratio ranging from more than 30:1 to more than 60:1. At approximately $0.30 per foot, rumble strips are more cost effective than many other safety features, including guardrails, culvert-end treatments, and slope flattening.

NYSDOT began experimental use of shoulder rumble strips in 1978 and made them a common feature on accesscontrolled highways starting in 1995. Placement was limited to freeways. As anticipated, rumble strips produced significant reductions in freeway run-off-the-road (ROR) injuries and fatalities, averaging around a 60% reduction in New York State. A New York study showed a significant change in the number of ROR crashes, injuries, and fatalities after rumble strips were installed on the New York State Thruway. ROR crashes were reduced 88 percent, from a high of 588 crashes in 1993 to 74 in 1997. Total crashes were reduced 87 percent, from a 1992 high of 407 crashes to 54 in 1997. Fatalities were reduced 95 percent, from 17 in 1991 and 1992 to 1 fatality in 1997. While other states also showed positive results, New York's results were better than most.

National Cooperative Highway Research Program (NCHRP 641) , "Guidance for the Design and Application of Shoulder and Centerline Rumble Strips," summarized the accident reduction experience of three states, Minnesota, Missouri, and Pennsylvania, where significant amounts of shoulder rumble strips had been placed, including rural two-lane roads, and where accident records were sufficient to distinguish trends.

The results varied widely but the researchers concluded that the average safety effects of installing milled shoulder rumble strips on rural two-lane roads were estimated to be a "29-percent reduction in single vehicle run-off-road fatal and injury crashes." The average safety effects of installing milled shoulder rumble strips on rural multilane divided highways were estimated to be a "51-percent reduction in single vehicle run-off-road fatal and injury crashes."

"Run-off-road crashes account for approximately one-third of the deaths and serious injuries each year on the Nation's highways. Drift-off crashes, caused by drowsy, distracted, or otherwise inattentive driving, are a subset of run-off-road crashes. [Studies have found that] milled rumble strips are among the most cost-effective countermeasures available for this type of crash, since they directly address driver risk factors."

This study carried out tests on the effects of milled rumble strips on bicyclists, using two different configurations of milled rumble strips using different riders and several types of bicycles. None of the bicyclists reported any loss of control. Bicyclists reported that riding the rumble strips was annoying, but the study concluded that bicyclists are not faced with dangerous conditions if they mistakenly enter into a rumble strip area. The study stated, "Continuous shoulder rumble strips have a potential to alert wandering drivers and thus reduce the number of run-off-the-road automobile crashes as well as enhance the safety of bicyclists and others using the shoulder."

The list of guidance documents included Rumble Strips and Rumble Stripes. The FHWA Guidance on Rumble Strips and Rumble Stripes stated, "Continuous shoulder rumble strips (CSRS) can be applied on many miles of rural roads in a cost-effective manner." _dept/pavement/rumble_strips/resources/memo_rumstrips071008.cfm

New York State DOT is evaluating the benefits of installing shoulder rumble strips on a very small percentage of the highway system, where there is a high risk of severe run-off-road crashes, by reviewing research and experiences from other states. In addition to improving motorist safety, there is an expectation that there will be some decrease in the incidence of drivers wandering onto shoulders and striking pedestrians and bicyclists.

Draft criteria limits the installation of shoulder rumble strips to rural, non-freeway highways; with speed limits of 50 MPH and greater; and shoulders 6' and wider. They would also be strongly considered at any locations with a high number of run-off-road accidents. This criteria would limit the installation to approximately 2.5% or 2,800 miles of New York State's total 114,481 miles of highways.

Statewide, there were over 1,850 life-changing (fatal and serious injury) lane departure crashes between 2008 and 2012. Due to this, MnDOT implemented a rumble policy in 2011 to reduce lane departure crashes systematically and proactively. The policy requires that centerline rumbles be placed on all rural, undivided roadways with a posted speed limit of 55 mph or higher where paved surface is constructed, reconstructed or overlaid after April 1, 2012. Centerline rumbles reduce crashes on rural two-lane roads by:

Rumble stripes are simply rumble strips cut into the pavement where the edgeline and/or centerline are to be placed. After the rumble strips are ground in, the white or yellow line is marked right over the rumble strips. The advantage is that the edgeline or centerline is much more visible in the rain and the rumble strip provides warning to a motorist who strays from the driving lane.

Sinusoidal rumble strips are also called mumble strips. They are similar to traditional rumble strips, but mumble strips have a wave pattern ground into the pavement that lessens the external noise produced when vehicles travel across them. Traditional rumble strips do not have the wave pattern.

Lane departure crashes can and do occur on all roads in Minnesota which is why a systematic, proactive approach is being followed; however, certain factors have been identified indicating a greater incidence of lane departure crashes and these are the characteristics that have been used to determine where MnDOT will install rumbles.

For rumbles to be effective, there must be a vehicle interior noise increase of 6-15 dB. MnDOT rumble design results in a 15 dB increase. Exterior noise increase is variable, and depends on distance and environmental factors. One MnDOT study of rumble noise found the following noise levels near shoulder rumbles:

Centerline rumble strips are grooves within the double yellow centerline that produce noise and vibration when the tires of a vehicle come into contact with them. The noise and vibration alerts the driver that they have departed from their lane, and give the driver an opportunity to recover. Centerline rumble strips have an additional benefit of helping drivers navigate during poor weather conditions such as fog, snow, and rain.

The Federal Highway Administration has identified centerline rumble strips as a proven safety countermeasure to head-on and sideswipe opposite direction crashes. The 2005 National Cooperative Highway Research Program (NCHRP) Synthesis 339 found that head-on and sideswipe opposite direction injury crashes were reduced by an estimated 25% at sites with centerline rumble strips. Federal Highway Administration - Centerline Rumble Strips

The Washington State DOT determined that the installation of centerline rumble strips have resulted in a 37% reduction in all crossover collisions, and a 57% reduction in crossover collisions with serious and fatal injuries. Washington Highway Safety Report - Centerline Rumble Strips 006ab0faaa