FAQs

If approved, the tax rate is estimated to increase by 29 cents per $1,000 of taxable assessed value.   Actual rates may differ based upon interest rates incurred and changes in assessed value.

Tualatin Community Park
Full Main Shelter – max 150 people (22 picnic tables)
North/South Main Shelter – max 75 people (11 picnic tables)
Trestle Shelter – max 48 people (6 picnic tables)
Patio Shelter – max 35 people (4 picnic tables)
Rustic Shelter – max 60 people (6 picnic tables)

Ibach Park
West Large Shelter– max 48 people (8 picnic tables)

Jurgens Park
Large Shelter– max 36 people (6 picnic tables)

Atfalati Park
Playground Shelter - max 24 people (4 picnic tables)

Park maps are attached below on the Picnic Shelters website.

Sí, otras ciudades cobran servicios públicos de parques y una cuota. Tanto West Linn como Tigard, que se encuentran cerca, cobran una cuota mensual de mantenimiento del parque residencial que oscila entre $6 y más de $15 al mes.

The School CET rates are set by the individual school district in which your project falls and is based on new square footage for both residential and non-residential projects. Tualatin stretches across four different school districts:  Tigard-Tualatin, West Linn-Wilsonville, Sherwood, and Lake Oswego. Please see the rate sheet below for the most current rates.

This fee applies to all permits (with few exceptions). It is equal to 3% of the permit fee. 

1. All Transportation Impact Analyses must be signed and stamped by a Professional Traffic Engineer or Civil Engineer (with experience in traffic) actively registered in the State of Oregon by the Oregon State Board of Examiners for Engineering and Land Surveying (OSBEELS).
2. An executive summary discussing the development, the major findings of the analysis, and the mitigation measures proposed.  This must include a statement by the engineer that the resulting transportation network with the development and mitigation measures as proposed will provide adequate facilities for the public that meet all appropriate safety standards and practices.
3. A vicinity map showing the proposal in relation to the area transportation system
4. A complete description of the proposed development including a site plan, the nature and size of each proposed use (or reasonable worst-case scenario if use unknown), the proposed location, design, and traffic control of all site accesses, and the distance from each access to adjacent streets and/or accesses.
5. A description of the current and proposed (as known) land uses near the site including trip information for any properties that would share or gain access across the subject property.
6. A description of the transportation facilities in the study area including street names, functional classifications, jurisdiction, sidewalks, bike lanes, facilities for people with disabilities, transit routes, traffic control, lane configurations, etc., and any planned improvements in the area.
7. Existing traffic volumes measured within the last 12 months during design conditions.  Include hourly counts for intersections and daily counts for road segments.
8. Crash data and crash history analysis (including breakdown by severity and type, observed intersection crash rate per million entering vehicles) for the most recent available five-year period (from the Oregon Department of Transportation).
9. Identification of the analysis periods – the time(s) with the most traffic issues and the time(s) when the proposed development would have the most impact or needs.  This is typically the morning and afternoon weekday peak hours and/or peaks of development traffic, but can include mid-day or weekend peak hours depending on the specific proposal.
10. Existing performance of the vehicular transportation system including Levels of Service (LOS) and Volume/Capacity (V/C) ratios for all intersections and street segments in the study area.  The LOS and V/C data shall be calculated using the current Highway Capacity Manual methodologies as approved by ODOT and calibrated to reflect observed site conditions through delay studies and other observations (not solely calculated from theoretical assumptions). 
11. Description of how calculation methods have been calibrated based on observed traffic data and the calibration that will be used for the forecast scenarios.
12. Evaluation of Existing conditions for walking, cycling, and people with disabilities for all streets and paths in the study area.  This evaluation should focus on providing connectivity to existing walking and biking routes and identify any gaps near or along key routes to the development.
13. The trip generation and distribution description (see above) for this development.
14. Trip generation figures for pending or approved developments in or affecting the study area (City staff can help provide data).
15. Forecast background traffic volumes in the year the development is planned to open.
16. Forecast performance (including LOS, V/C, etc.) with and without the proposed development in the year after it opens.
17. Evaluation of post-development conditions for walking, cycling, and people with disabilities for all street and path segments in the study area. This will include identifying impact and contribution by development for gaps in the bicycle and pedestrian network identified in step 12.  This includes forecast pedestrian and cyclist volumes and multi-modal level of service for each link.  Include evaluation of crossing needs along key walking routes, where applicable.  Include a listing of all locations where improvements are necessary to provide adequate facilities for pedestrians, cyclists, and people with disabilities traveling to and from the proposed development.
18. Forecast traffic volumes and transportation system performance in the horizon year and the planned opening years of any future phases of development.
19. Forecast pedestrian, cyclist and persons with disabilities conditions and needs in the future phase and horizon years.
20. Sight distance analysis of the proposed site access(es) based on AASHTO stopping sight distance.
21. Evaluation of proposed access locations compared to local access spacing standards and access locations specified in adopted codes or plans.
22. Evaluation of traffic signal warrants and turn lane warrants for site intersections and frontage roadways, where applicable.
23. Traffic flow, safety, and pedestrian/cyclist needs analysis of the proposed site access(es), including turn lane needs, queue lengths, channelization, turn restrictions, crossing needs, walking and rolling routes, turning movements for design vehicles, comparison with standards, and other operational and safety issues.
24. Evaluation of anticipated queuing at the study area intersections and site accesses and description of any potential locations where queues may overlap, block travel lanes or bike lanes, extend through crosswalks, intersections or across accesses, or otherwise cause issues.
25. When downstream deficiencies may impact upstream operations (i.e. queue spillback between intersections, turn lane queue block through lanes, etc.) during the peak 15 minutes of peak hour operations, evaluation of upstream operational performance shall include traffic simulation analysis utilizing SimTraffic, Vissim, or alternate software and methodology approved by City staff. Simulation analysis shall be developed and calibrated per the ODOT Analysis Procedures Manual and shall be undertaken to determine average and 95^th percentile queue length.
26. Evaluation of on-site parking, traffic flow, pedestrian, cyclist, and persons with disabilities accommodations and the adequacy thereof, and anticipated impact of the proposed development on nearby streets.  Identify plans and mitigation measures necessary to prevent offsite impacts, such as keeping site traffic queues from extending onto public streets.
27. Analysis as appropriate of any potential adverse or controversial effects of the proposed development, such as non-residential traffic through residential neighborhoods, effects on school zones, significant traffic increases on ‘quiet’ streets, or site traffic queues affecting public streets.
28. Listing of all intersections, segments, and locations that are projected to not meet City standards for traffic, safety, pedestrian, cyclist, or transit needs in the study area during the study timeframe.
29. Recommendation of necessary improvements to ensure an acceptable level of service for roadways of at least D and E for signalized and unsignalized intersections respectively, after future traffic impacts are considered (per Tualatin Development Code Chapter 74).  Include analysis verifying that these measures will bring the facilities up to appropriate standards, and include proposed geometry, operations, and warrant analyses for proposed signals, turn lanes, crosswalks, etc. and other analysis as appropriate.  Any proposed mitigation must be feasible.  Include proposed development requirements to accomplish the appropriate mitigation.
30. Copies of raw traffic count data used in the analysis (may be in an appendix).
31. Copies of the complete raw traffic analysis output showing the specific traffic data input, timing etc. used in the analysis, and specific results generated (may be in an appendix).
32. Copies of base electronic files (i.e. software files of queuing or capacity analysis) if requested to aid in staff review and allow for sensitivity analysis.
33. Any other information that the applicant’s team believes would provide a clearer picture of the proposed development and its anticipated impacts.
34. Any other analysis identified by staff as necessary and in the public interest to understand the proposed development and its anticipated and potential transportation impacts.

City staff may, at their discretion, add requirements as they judge appropriate to protect the public interest, or may waive one or more of the above requirements if the requirement is not applicable to the proposed development or would not provide enough information in the public interest to justify doing the analysis.

The Metro Construction Excise Tax (CET) is 0.12% when the valuation on a permit is over $100,000 with a maximum of $12,000 of CET fees collected per structure. This tax goes directly to Metro.

1. All Transportation Impact Analyses must include a statement by the engineer that the resulting transportation network with the development and mitigation measures as proposed will provide adequate facilities for the public that meet all appropriate safety standards and practices.
2. For any County Roads or State Highways (including interchange areas) within or adjacent to the study area, the analysis must meet the requirements of the appropriate County and/or the Oregon Department of Transportation.  Contact the appropriate agency for their requirements.
3. Traffic counts, delay studies, and other on-site analysis must be done during normal or reasonable worst-case traffic conditions within 12 months of the analysis date.  This is typically on a Tuesday, Wednesday, or Thursday (except for weekend scenarios) in decent weather with school in session and no unusual events/holidays that would affect traffic.
4. The Level of Service (LOS), Volume/Capacity Ratio (V/C), and other analysis parameters for existing conditions must be calibrated to on-site conditions through delay studies and other measurements.  Calculation methods must match actual on-site conditions based on the procedures in the current Highway Capacity Manual approved by ODOT and other accepted standards, and a description of this calibration process and resulting adjustments must be included in the analysis report.
5. Per Tualatin Development Code Chapter 74 Intersections should be improved to operate at a level of service of at least D and E for signalized and un-signalized intersections, respectively.
6. Acceptable analysis methods and software include the current ODOT approved Highway Capacity Manual methodology, ITE Trip Generation Manual, Synchro, SimTraffic, Vissim, Vistro, SIDRA Intersection, MUTCD, AASHTO, and other commonly accepted traffic analysis programs.  Check with City staff beforehand to verify the acceptability of a particular method if in question.
7. Signal timing used in capacity or progression analysis shall be within the signal timing parameters currently used at that location.  Adequate time must be provided for pedestrian crossing at crosswalks at MUTCD crossing rates.  Any assumptions about progression must match existing conditions and/or be approved by the agency timing the subject traffic signals.  New crosswalk closures are typically not permitted.  Signal timing alone is not an acceptable mitigation measure.
8. All calculations, analysis results, and conclusions must be reasonable, understandable, consistent, and fully explained.  Conclusions must be consistent with the analysis presented.  Calculations, graphs, tables, data, results, and/or conclusions that are contrary to engineering practice and/or common sense will not be accepted and may lead to the traffic study being returned to the applicant for correction.
9. If the development proposal changes in ways that, in City staff’s judgement, would materially affect the traffic study, the traffic study must be revised or re-done to account for such changes.
10. The attached checklist will be used by City staff to determine if a Transportation Impact Analysis contains sufficient information to be reviewed.  Acceptance for review does not signify adequacy, and changes may be required in the review process.  Incomplete and/or unacceptable analyses will be returned for completion/correction.
11. Cooperation between the applicant, the applicant’s engineer, and City staff is strongly encouraged throughout this process.  Please do not hesitate to contact City staff with any questions.

Re-inspection fees may be assessed under provisions of OAR Section 309.1. This fee covers costs for additional inspections with rates included on the fee sheets below.

Additional plan review fees may apply for plan revisions at a pre-set hourly rate of $100/hour.

Alcoholic beverages are permitted only if a valid alcohol permit and permittee are on site. Alcohol permits must be purchased in-person at the Juanita Pohl Center, M-F during open business hours. Alcohol is only permitted in Tualatin Community Park, coinciding with a shelter rental. Alcohol is not allowed in any other city park.

Commercial or Multi-Family Buildings:

You are required to hire an architect or engineer  according to the following State laws.  Please call one of our building inspectors or plans examiners if you have any questions.

Residential Single-Family Projects:

An architect or engineer is required only when special structural conditions apply, such as seismic bracing requirements and large window expanses, decks and patio covers over ten (10) feet in height, special soils conditions and sloping sites, and other unusual structural elements like extensive cantilevers.