Standard Drawing Report
Date: July 8, 2022
Technical Owner: Frank R. Belleque
Traffic Markings & Sign Engineer
Standard Drawing Number: TM503
Drawing Title: Pavement Marking
Standard Detail Blocks
Original Report Date: July 06, 2009
Background Information, Including Reference Material:
1. Manual on Uniform Traffic Control Devices, 2003 Edition
(MUTCD)
2. Standard Highway Signs, 2004 Edition (SHS)
3. ODOT Traffic Line Manual
4. ODOT Traffic Manual
5. Standard Detail DET4560
Assumption Made:
Described in design narrative below.
Design Narrative:
TM503 contains standard transverse marking dimensions that are
commonly used on the highway.
All detail blocks meet the MUTCD requirements for color, section
3B.15, “Transverse markings…shall be white unless otherwise specified
herein.” Where applicable, the detail blocks conform to the SHS 2004
edition dimensions. Each detail block is discussed below in detail.
TM503 does not provide any information to the user of this standard
drawing on the proper application of the detail blocks (how they should
or can be used). The intent of TM503 is to allow the user to easily
specify the details of a transverse pavement marking as shown on
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 1 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
striping plans. The information on proper application of each detail
block can be found within the MUTCD, the Oregon Supplements to the
MUTCD, the ODOT Traffic Line Manual, other standard drawings,
and/or the Oregon Revised Statutes. Therefore, the user of this
standard drawing must be knowledgeable of the above stated
documents to ensure that the detail blocks are applied correctly.
The use and/or dimensions of some of the transverse markings have
slightly changed over time. This history can be found in the ODOT
Traffic Line Manuals (only known copies: May 1966, September 1976,
January 1990, September 1996, and the current January 2007). The
history of the use and/or dimensions has been provided below only if it
is necessary to explain the current design.
The note “Center pavement markings within lane width” was added in
July 2007 to the applicable detail blocks to clarify the proper
placement of the legends.
General note number 1, “Arrow, letter, and bike symbol dimensions
nominal” was added in July 2009 to the standard drawing in an effort
to recognize that the grid system shown in the SHS is slightly incorrect
for some of the symbols and letters (the horizontal dimension and the
vertical dimension of the individual squares comprising the grid system
should be equal but in many cases they are not). By allowing a
nominal value for the dimensions, the small (negligible) dimensional
inconsistencies that will result from the incorrect grid system are
acceptable.
For all arrow or letter proportion details a note in each detail block
states, “…see current version of Standard Highway Signs”. The
critical, macro-level dimensions have been provided on the standard
drawing to allow for 1.) Ordering the correct size preformed
thermoplastic legend, 2.) Computation of the micro-level dimensions
to build templates for hot-laid material and 3.) Easy verification in the
field that the correct arrow or letter is installed. Referencing the SHS
for obtaining the micro-details was preferred over providing the micro-
details on the standard drawing for the following reasons; reproducing
the SHS grid system in the standard drawings is redundant, and would
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 2 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
require the detail blocks to be much larger in order to accommodate
the additional dimensions.
CW: Standard Crosswalk, two 1’ white bars – Standard marking
used at the majority of crosswalks. Meets the dimension tolerance
requirements stated in Section 3B.17 of the MUTCD. The 1’ width of
the bars has been used since at least 1966 (in the ODOT Traffic Line
Manual, 1966). The standard 10’ width between the two bars first
appeared in the 1990 Traffic Line Manual as “desirable”, with 6’ stated
as the minimum. Previous versions of the Traffic Line Manual only
stated the 6’ minimum. The Traffic Line Manuals and the MUTCD
never explicitly stated how the measurement of the width between the
two bars should be done (i.e. 10’ measured center of bar to center of
bar, 10’ measured inside of bar to inside of bar, or 10’ measured
outside of bar to outside of bar).
As a result, there was no consistency statewide for how this was being
measured by the region striping crews when the standard drawing was
created in the early 2000’s that showed the 10’ dimension measured
from inside of bar to inside of bar. Based on comments from the
Region 2 Striping Crew, the measurement reference was changed in
January 2006 to show 10’ measured from outside of bar to outside of
bar. After this change was made, Region 1 Traffic challenged the
decision, wanting the 10’ measurement to be measured from inside of
bar to inside of bar for a couple of reasons, 1.) better ability to fit the
pedestrian ADA ramps and/or signal heads within the crosswalk, and
2.) better ability to accommodate the extension of 6’ or wider
sidewalks and heavy pedestrian volumes. This issue was discussed at
TOLT meeting in August 3, 2006 and the resulting decision to measure
the 10’ width between the two bars from inside of bar to inside of bar
was made (the standard drawing was changed in January 2007 to
reflect this decision).
Additional crosswalk placement information is shown on Standard
Drawing TM530, as stated at the bottom of the detail block. Refer to
the Standard Drawing TM530 baseline report for more information.
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 3 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
CW-SC: Staggered Continental Crosswalk, 2’ white bars – This
style of crosswalk marking first appears in the Standard Drawings in
approximately 2004 (estimate based on available historic information).
It meets the dimension tolerance requirements stated in Section 3B.17
of the MUTCD. This crosswalk style is used as the standard crosswalk
marking at roundabouts and non-signal controlled right turn slip lanes.
It is also used in other locations where greater conspicuity and special
emphasis is needed, such as school crossings and mid-block crossings
as per the ODOT Traffic Manual.
The design of this style of crosswalk has changed slightly over the
years. It started out similar to the current design, with 2’ wide bars,
10’ long, spaced 3’ to 4’ apart. This was changed to a staggered piano
key type of design in January 2005 at the request of the Statewide
Bike and Pedestrian Manager (See Standard Detail DET4560 for
example of the design, which is still used in Region 5 at the Striping
Manager’s discretion when a continental style crosswalk is installed).
The current design of 2’ wide by 9’ long bars separated by 3’-5’
spacing to miss the wheel tracks as shown became official in July 2006
based on comments from the Region Striping Crews. All of the Region
Striping Crews, with the exception of Region 5, indicated that the
current design was easier to install (less time and less traffic control
needed) and required less maintenance than the staggered piano key
style that had been used in the past.
In July 2006, the length of the bars was changed from 10’ to 9’. Nine
feet was chosen to allow for easy and less wasteful installation of
preformed thermoplastic, one of the common materials used to install
transverse markings, which comes in 3’ long sections (industry
standard). A length of twelve feet was considered based on comments
from Region 1 Traffic, however, the nine foot dimension was retained
as it was closer to the standard 10 foot crosswalk (CW) width that
forms the boundary of the “walking path” of the pedestrian and also
minimized installation and maintenance costs.
Additional crosswalk placement information is shown on Standard
Drawing TM530, as stated at the bottom of the detail block. Refer to
the Standard Drawing TM530 baseline report for more information.
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 4 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
S: Stop Bar, 1’ white bar
Has been used since at least 1966 (in ODOT Traffic Line Manual,
1966).
Used as standard for most applications.
Meets 2003 MUTCD requirements in section 3B.16, “Stop lines
should be 12” to 24” wide.”
The MUTCD uses the term “Stop line” while ODOT standard
drawings use the term “Stop bar”. This was an intentional
deviation done in January 2006 in order to clarify the bid item
measurement and payment of transverse lines, which was
commonly confused with measurement and payment for
longitudinal lines. Any item listed as a “Bar” (e.g. transverse
line) is measured and paid for on the square foot basis while a
“line” (longitudinal lines) are paid for on the lineal foot basis.
This change eliminated the confusion and complaints from the
field.
Additional stop bar placement information is shown on Standard
Drawing TM530, as stated at the bottom of the detail block.
Refer to the Standard Drawing TM530 baseline report for more
information.
S-2: Stop Bar, 2’ white bar
Has been used since at least 1966 (in ODOT Traffic Line Manual,
1966).
Used in rural areas, those with higher speeds, or where
engineering judgment determines a need. This guidance has
been used since at least 1966 (in ODOT Traffic Line Manual,
1966).
Meets 2003 MUTCD requirements in section 3B.16, “Stop lines
should be 12” to 24” wide.”
The MUTCD uses the term “Stop line” while ODOT standard
drawings use the term “Stop bar”. This was an intentional
deviation done in January 2006 in order to clarify the bid item
measurement and payment of transverse lines, which was
commonly confused with measurement and payment for
longitudinal lines. Any item listed as a “Bar” (e.g. transverse
line) is measured and paid for on the square foot basis while a
“line” (longitudinal lines) are paid for on the lineal foot basis.
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 5 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
This change eliminated the confusion and complaints from the
field.
Additional stop bar placement information is shown on Standard
Drawing TM530, as stated at the bottom of the detail block.
Refer to the Standard Drawing TM530 baseline report for more
information.
S-RM: Ramp Meter Stop Bar, 1’ & 8” white bars
No documented history on this detail, but was developed based
on use in Region 1. Meets 2003 MUTCD requirements in section
3B.16, “Stop lines should be 12” to 24” wide.”
Used for multi-lane ramp meter locations.
The length of the 8” wide bar was changed from 16’ to 15’ in
July 2007 to allow for easy and less wasteful installation of
preformed thermoplastic, one of the common materials used to
install transverse markings, which comes in 3’ long sections
(industry standard).
This detail was modified in January 2009 based on a request
from Region 1 Traffic. As per Region 1 Traffic, single lane ramps
that are retrofitted with a multi-lane ramp meter typically have
the stop bar extend from EP to EP because vehicles will straddle
the edge lines to form two lines. Less than 20’ in width between
edge lines was chosen as the cut-off point where the stop bar
should extend from EP to EP as two 10’ lanes is adequate for
vehicles form two lines without feeling the need to straddle edge
lines. The 8” wide bar delineating the two lanes is shown to be
centered within the EP. This is the existing practice in Region 1
and has worked well even though ramp shoulders are not equal
if designed according to Std. Dwg. RD205 (4’ left shoulder and 6’
right shoulder). The 8” wide bar centered within EP results the
8” wide bar being 1’ closer to one of the edge lines, which was
deemed negligible. Based on observations, motorists are
properly using the ramp meter from Montgomery St. to I-405 SB
which has the 8” wide bar located several feet closer to one of
the edge lines. There are also no known complaints associated
with it.
The MUTCD uses the term “Stop line” while ODOT standard
drawings use the term “Stop bar”. This was an intentional
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 6 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
deviation done in January 2006 in order to clarify the bid item
measurement and payment of transverse lines, which was
commonly confused with measurement and payment for
longitudinal lines. Any item listed as a “Bar” (e.g. transverse
line) is measured and paid for on the square foot basis while a
“line” (longitudinal lines) are paid for on the lineal foot basis.
This change eliminated the confusion and complaints from the
field.
BSR: Bike Right Turn Stencil (white)
Meets the SHS requirements. Also meets MUTCD figure 9C-6.
In the past, the direction the bicycle rider faces (facing the curb
or facing away from the curb) has been a topic of discussion as
the direction has changed in the past. Pre-formed thermoplastic
also can come in both orientations. Currently the Standard
Drawing shows the bicycle rider facing away from the curb,
which is consistent with how it’s shown in the 2003 MUTCD. The
orientation of the bicycle rider is not explicitly addressed in the
MUTCD. Both orientations will convey the correct message to
the public and therefore both would be acceptable to install.
However, it is intended that the legend installed in the field looks
the same as the legend shown on the detail block.
BS: Bike Lane Standard Stencil (white)
Meets the SHS requirements. Also meets MUTCD figure 9C-6.
In the past, the direction the bicycle rider faces (facing the curb
or facing away from the curb) has been a topic of discussion as
the direction has changed in the past. Pre-formed thermoplastic
also can come in both orientations. Currently the Standard
Drawing shows the bicycle rider facing away from the curb,
which is consistent with how it’s shown in the 2003 MUTCD. The
orientation of the bicycle rider is not explicitly addressed in the
MUTCD. Both orientations will convey the correct message to
the public and therefore both would be acceptable to install.
However, it is intended that the legend installed in the field looks
the same as the legend shown on the detail block.
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 7 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
BSL: Bike Lane Left Turn Stencil (white)
Meets the SHS requirements. Also meets MUTCD figure 9C-6.
In the past, the direction the bicycle rider faces (facing the curb
or facing away from the curb) has been a topic of discussion as
the direction has changed in the past. Pre-formed thermoplastic
also can come in both orientations. Currently the Standard
Drawing shows the bicycle rider facing away from the curb,
which is consistent with how it’s shown in the 2003 MUTCD. The
orientation of the bicycle rider is not explicitly addressed in the
MUTCD. Both orientations will convey the correct message to
the public and therefore both would be acceptable to install.
However, it is intended that the legend installed in the field looks
the same as the legend shown on the detail block.
P: On-Street Parking Detail (white)
Meets the MUTCD requirements as shown in Figure 3B.18.
Dimensions shown allow for easy installation, even though 3’
industry standard pre-formed thermoplastic section will have to
be cut (1’ increments make up entire marking).
BUS: Bus (white)
Typically used in conjunction with “ONLY” marking to designate a
preferential lane.
Meets MUTCD and SHS Requirements.
SCH: School (white)
Used alone or in conjunction with the “X-ING” marking. This
marking fits within one lane and conforms to the MUTCD and
SHS requirements.
In January 2006, the option to use this marking in conjunction
with the small “CROSSING” was removed with approval from all
5 Region Striping Crews. This was due to the fact that the small
“CROSSING” legend did not fit well within the typical travel lane
width and it was more costly to install and maintain.
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 8 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
SCH-LG: School – Large (white)
Used alone or in conjunction with the large “CROSSING”
marking. This marking spans two lanes and conforms to the
MUTCD and SHS requirements.
In January 2006, the option to use this marking in conjunction
with the large “X-ING” was removed with approval from all 5
Region Striping Crews. This was due to the fact that the large
“X-ING” didn’t look right spread across two lanes (the “I” in “X-
ING” was located approximately where the lane line was).
CRS-LG: Crossing – Large (white)
Used in conjunction with the large “SCHOOL” marking. This
marking spans two lanes and conforms to the MUTCD and SHS
requirements.
The small “CROSSING” was deleted in January 2006 with
approval from all 5 Region Striping Crews. This was due to the
fact that the small “CROSSING” legend did not fit well within the
typical travel lane width and it was more costly to install and
maintain.
XNG: X-ING (white)
Used in conjunction with the small “SCHOOL” marking. This
marking spans one lane and conforms to the MUTCD and SHS
Requirements.
The large “X-ING” was deleted in January 2006 with approval
from all 5 Region Striping Crews. This was due to the fact that
the large “X-ING” didn’t look right spread across two lanes (the
“I” in “X-ING” was located approximately where the lane line
was).
ON: ONLY (white)
Typically used in conjunction with “BUS” markings or lane use
arrows.
Meets MUTCD and SHS Requirements.
NOTE: The selection and use of this Standard Drawing, while designed
in accordance with generally accepted engineering principles and
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 9 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
practices, is the sole responsibility of the user and should not be used
without consulting a Registered Professional Engineer.
Update July 2015
Following revision has been made for the December 1, 2015 – May 31,
2016 update:
1. Added Shared Lane Marking detail (SLM, also known as
“Sharrow”).
a. Meets the SHS requirements. Also meets MUTCD Figure
9C-9 and Section 9C.07.
b. Shared Lane Markings are typically installed in the center
of the lane to minimize marking wear and additional
maintenance. MUTCD Section 9C.07 gives minimum
distances from curbs and parking lanes. These minimums
may affect the position of the Shared Lane Marking
laterally on the road. A shared lane marking centered in a
12 foot travel lane with no on-street parking will meet the
minimum lateral clearances given in Section 9C.07.
c. In the past, the Helmeted Bicyclist Symbol was used
interchangeably with the standard Bicycle Symbol. FHWA
issued an FAQ clarification in October 2012 that said the
standard Bicycle Symbol should be used for all Shared
Lane Markings because that was the symbol tested during
experimental stages that yielded the best results.
Update July 2018
Following revision has been made for December 1, 2018 – May 31,
2019 update:
1. Added Bike Stencil detail for use with Intersection Bicycle Box
applications.
2. Added Bicycle Detector Marking detail for use with bicycle loops
at signalized intersections.
3. Added Green Supplemental Bicycle Lane Solid Line detail for use
inside bicycle lanes just previous to conflict areas.
4. Added Green Supplemental Bicycle Lane Dotted Line Extension
detail for use inside bicycle lanes in conflict areas.
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 10 of 11
Traffic Markings & Sign Engineer TM503
Standard Drawing Report
Update January 2020
Following revision has been made for June 1, 2020 – November 30,
2020 update:
1. Added Bike Right Turn and Straight Stencil (BRS). This stencil
was added to the Traffic Line Manual in 2018.
2. Added Bike Left Turn and Straight Stencil (BLS). This stencil was
added to the Traffic Line Manual in 2018.
3. Updated Bike Lane Standard Stencil (BS). The arrow was
updated to match the 2018 Traffic Line Manual.
4. Rearranged blocks to keep Bike related stencils next to each
other.
5. Modified Green Supplemental Bicycle Lane Solid Line (GRN) and
Green Supplemental Bicycle Lane Dotted Line Extension (BLE-G)
dimensions to avoid confusion using two bubble notes.
6. Changed notes for Bike Stencil (B) and Bicycle Detector Marking
(BD) to not call out the Traffic Line Manual
Note: In previous update BSR callout was changed to BR and BSL
callout was change to BL to match the 2018Traffic Line Manual
Update July 2022
Following revision has been made for December 1, 2022 – May 31,
2023 update:
1. Added note to Standard Crosswalk (CW) to add emphasis that
the 10’ width is measured from inside of marking to inside of
marking.
2. Minor drafting changes to Standard Crosswalk (CW) to
accommodate the noted change (1) above.
Report made by: Report Date: July 8, 2022
Frank R. Belleque Page 11 of 11
Traffic Markings & Sign Engineer TM503
