History

IN THE BEGINNING

In the mid-1980s, community leaders saw the need for a public transit system in Mason County (the “County”) to provide a safety net for seniors, people with disabilities, children and those without access to their own transportation. Two attempts, one in 1985 and another in 1988, to establish a Public Transportation Benefit Authority (PTBA) in the County met with failure. Finally, County voters approved the establishment of Mason County Public Transportation Benefit Area on November 15, 1991. The proposition imposing a sales and use tax of two-tenths of one percent (0.2%) to fund public transportation was also passed. These actions created the first extensive bus service ever in the county to be operated by either a public or a private provider, and it would be provided as a prepaid fare (fares paid through sales & use taxes) service.

 

A commitment was made to provide bus service to the entire county beginning December 1, 1992. Since the County had only one incorporated city, this meant providing basic transportation service to a large geographic area with very few urban-level concentrations of population. The Mason County PTBA began with five wheelchair accessible body-on-chassis type buses that provided service on a general public Dial-a-Ride system.

 

Mason Transit Authority (“MTA”) contracted with a private provider to run all day-to-day bus operations commencing the first day of service. The MTA business office was located in downtown Shelton. Operations (including scheduling and dispatch), maintenance and drivers were housed in a rented facility in Sanderson Business Park on Sanderson Field in the Port of Shelton.

 

In May 1993, in response to the enthusiastic reception given to Mason County’s new bus service, MTA decided to move ahead to a mix of routed and Dial-A-Ride services. This mix of services is still in effect, operating from 4:10 a.m. to 8:45 p.m. throughout the County. Customers are able to call to schedule rides from 8:00 a.m. to 5:00 p.m. or to meet a bus at any of the many established flag stops throughout the area.

In the aftermath of Initiative 695 and the elimination of Motor Vehicle Excise Tax that was available to transits for matching funds, the voters were asked to approve an additional four-tenths of one percent increase (0.4%) in 1999. The first attempt failed but success was had when County residents responded with an approval of the additional sales tax increase on September 18, 2001. This positive response officially raised the taxing base to six-tenths of one percent (0.6%) effective January 1, 2002. MTA then began to charge a fare, but only for routes going out-of-county.

 

In July 7 of 2004, the decision was announced to bring all contracted services “in-house” by January, 2005. A “Transition Team” was established to accomplish the necessary tasks and requirements associated with the move. Software was acquired for the newly established Human Resources/Payroll and Accounting functions. Mason Transit Authority’s employee base grew from seven full-time equivalent positions in administration to nearly 55 with the addition of schedulers/dispatchers, drivers and mechanics. Today, Mason Transit Authority has an employee base of 80.

 

MTA credits the positive and productive involvement from concerned citizens as a big factor in the success of the system. Everyone at MTA works hard to assure that the system is not only efficient, but also offers some level of service throughout the entire County. This was evident when MTA received the Rural Transit System of the Year award from Community Transit Association of America in 2015.

 

Mason Transit Authority is proud of its beginnings and history. To document and memorialize its first 20 years of service to Mason County, the film “Mason Transit Authority: Making History In Motion” was produced in 2013 and can be viewed by clicking on the below video file.

 

 

CURRENT SERVICES

Today, MTA’s service mix includes:

 

  • Deviated Fixed Route
  • General Public Dial-A-Ride
  • Worker/Driver Commuter Program
  • Community Van Program
  • Special Event Service

 

Deviated Fixed Route Service: This service includes fixed routes which are weekday and Saturday bus services going to the same locations at the same time and deviated route service. Deviated route service is for riders who experience difficulty getting to a local bus stop, as it allows limited distance deviation off the regular bus route.

Currently, eleven established routes in Mason County offer local, regional and deviated route service including:

 

  • Route 1   –  Between Shelton and Belfair via Hwy 3/Grapeview Loop
  • Route 3   –  Between Belfair and Bremerton
  • Route 5   –  Shelton South Loop
  • Route 6   –  Between Shelton and Olympia
  • Route 7   –  Shelton North Loop
  • Route 8   –  Shelton to Triton Cove for connections to Jefferson Transit
  • Zipper Route   –  Transit-Community Center and Kneeland Plaza
  • Route 11 –  Skokomish/Cushman (Formerly Skokomish Pilot run)

 

Dial-A-Ride (DAR) Service: MTA provides general public DAR for riders who experience difficulty using routed service and/or live out of routed service areas. Since there are no eligibility requirements, anyone can request DAR service. DAR is based on time and space availability. Customers use a call-in process to request rides.

 

Worker/Driver Commuter Program:  MTA provides commuter services to Puget Sound Naval Shipyard employees under the Worker/Driver Program. Four coaches driven by shipyard employees (who are also MTA employees), start their routes at various sites in the county and travel to the shipyard in Bremerton.

 

Community Van Program:  MTA leases 12-passenger vans to local community organizations for uses that are designed to enhance economic development or for social service functions. Rates for leasing a van include a mileage and per day fee. MTA reserves the right to adjust or eliminate rates based upon decision of the Authority Board.

 

Special Event Services:  MTA provided community service transportation for special public events within Mason County until 2008 when the final Federal Transit Administration rule for Charter Bus Regulations took effect. The final rule now limits Mason Transit Authority the ability to directly arrange special event transit services through local event organizers for a charge.

 

Skokomish/Cushman Pilot Service (Now Route 11): The Skokomish Tribal Nation was awarded federal funds under the Federal Transit Authority Tribal Transit Grant Program for a pilot public transit service enhancement project. Mason Transit Authority was chosen to operate the service on behalf of the Skokomish Tribe by providing vehicles and drivers. The route runs along Highway 101 between Shelton, Hoodsport and Lake Cushman areas. At its regular Board meeting on June 21, 2016, the MTA Board approved integrating the Skokomish Pilot Route Service into MTA’s fixed route service inventory and adding the cost of the operation to the 2017 Budget and beyond for continued and uninterrupted service to users in the Skokomish Reservation and Lake Cushman service areas.

 

 

FLEET

 

The system has 73 vehicles, consisting of 22 coaches (14 fixed route, 2 medium duty and 6 worker-driver), 20 body-on-chassis buses, 23 vans and 8 vehicles used for maintenance and business.

 

RIDERSHIP

 

Ridership for MTA has grown from 60,000 trips during its first full year of operation in 1993 to 459,666 trips provided in 2018.

 

Photo shows Yearly ridership numbers from 2012-2018.

 

*The Board of Directors of Shelton School District voted 10 2015 to terminate its contract with MTA for the After School Activities service.

 

COORDINATION

 

MTA is a vital link in the regional transportation system and makes connections with the following neighboring systems:

 

  • Jefferson Transit in Jefferson County (connecting at Triton Cove State Park on Hwy 101)
  • Squaxin Island Transit in Mason County (connecting at the Kamilche Hub on Hwy 101 for the Grays Harbor connection)
  • Kitsap Transit and Washington State Ferries in Kitsap County (connecting at the Bremerton Transportation Center)
  • Intercity Transit in Thurston County (connection at the Olympia Transit Center). In addition, connections can be made at the Olympia Transit Center to Grays Harbor Transit, Sound Transit, AMTRAK and Greyhound service.

 

FACILITIES

 

Main Base: The MTA administrative office, base of operations and maintenance operations are located at 790 E. Johns Prairie Road in Shelton, Washington. A satellite operations base is located at 23780 NE State Hwy 3 in Belfair, Washington. MTA leases space in Belfair to park 1 coach and 5 cutaway buses for a total of 6 vehicles used to provide services in the northern part of Mason County.

 

The first modification project for the Johns Prairie facility was completed in February, 2005. A paving project and installation of fencing and automated gates followed; additional site and facility improvement phases have included a fueling station. Modifications to the Administration facility to address ADA requirements brought all the Administration offices to the first floor in 2012.

 

Transit-Community Center: The Transit-Community Center (T-CC) vision began in 2006 with the surplus purchase of the old Armory in Shelton from the National Guard. In 2008, the State provided a $235,000 Community Project Appropriation for engineering/design study that determined the structure to be an excellent candidate for preservation and renovation. In the fall of 2011, Mason Transit Authority was awarded a $3.28 million Federal Transit Administration grant to complete the project; the grant required a 20% local match contribution. The State contributed an additional $800,000 to the project in 2013. A Ladders of Opportunity grant for $1.48 million with a 20% match was awarded in 2014 to complete the project.

 

This is a mixed-use transit-oriented development project whose centralized location permits safe access to regional transit and community services. Renovation of the existing facility incorporated green building materials, numerous energy efficient features such as improved natural lighting, solar cell technology to offset energy use, improved building insulation and HVAC systems. The T-CC will also provide citizens with information about the advantages of using transit to reduce pollution and enhance the environment. Tenant lease revenue from public human service agencies, private sector participants, and event rentals at the facility are used to cover operating and maintenance expenses. The T-CC was awarded with the Leadership in Energy and Environmental Design (LEED) Silver Award, for its resource efficiency, using less water and energy and reducing greenhouse gas emissions.

 

ORGANIZATION

Once the PTBA was voted into existence, the Mason Transit Authority Board of Directors was formed. As decreed by the Revised Code of Washington, the Board was comprised of six elected officials: three County Commissioners, two City of Shelton Commissioners and the Mayor of Shelton. Regular meetings were conducted on the second Tuesday of each month.

 

On February 5, 2008 the composition of the board was changed through a Public Transportation Improvement Conference (“PTIC”) held by four elected officials, three representing Mason County and one representing the City of Shelton. The Board composition was changed to include:

 

  • Three County Commissioners
  • One City Commissioner
  • One elected member each from the North Mason School District and Hood Canal School District and alternating representation from Mary M. Knight School District (serving in even years) and Southside School District (serving in odd years)
  • One elected member of the Mason County Public Health District No. 2
  • One elected member from Mason County Fire Protection District No. 3, 5 or 11 (starting with District No. 3 serving in 2008 then District No. 5 in 2009, followed by District No. 11 and continuing on a yearly rotation).

On November 13, 2013 the composition of the Board was changed through the PTIC. The Board composition was changed to include:

 

  • Three (3) elected members representing Mason County Commissioners,
  • One (1) elected member representing the City of Shelton Commissioners,
  • One (1) elected member representing the Hood Canal School District,
  • One (1) elected member representing the Shelton School District,
  • One (1) elected member representing the Mary M. Knight School District or Southside School District serving alternating two year terms, starting with Mary M. Knight School District in 2014-2015,
  • One (1) elected member representing the Grapeview School District or Pioneer School District serving alternating two-year terms, starting with Pioneer School District in 2014-2015,
  • One (1) elected member representing the North Mason School District.

On September 20, 2016 the composition of the Board was modified pursuant to the PTBA Bylaws to include the following additional non-voting member of the Board:

 

One (1) ex officio non-voting labor union representative recommended by the labor organization representing the public transportation employees.

 

On November 8, 2017 it was recommended by the Board Composition Review Committee that the composition of the Board be changed. The recommendation was approved by the Mason County Commissioners on November 21, 2017, pursuant to Resolution No. 71-17 and approved by the City of Shelton Commissioners on December 4, 2017, pursuant to Resolution No. 1112-1217. The Board is now composed of the following elected officials:

 

  • Three (3) Mason County Commissioners,
  • One (1) City of Shelton Council member,
  • Five (5) members who shall be elected officials selected by the Mason County Commissioners with the goal of seeking equal voting representation among the County Commission districts.

Regular monthly meetings are held on the third Tuesday of each month.

 

One of the first actions conducted by the original Board of Directors was to form the Mason County Transit Advisory Board (MCTAB), a volunteer committee. MCTAB promotes and facilitates public involvement in the planning process by reviewing and making recommendations on Mason Transit Authority issues and projects. During 2015 and 2016 there has been little activity by MCTAB. However, the Board approved Resolution No. 2016-28, and adopted an Advisory Board Principles Policy. Recruitment to rebuild the MCTAB board began in 2017. In January 2019 MCTAB was officially dissolved due to lack of participation and a citizen advisor to the board was elected for the purpose of public involvement.

Providing Fare Free Public Transit Today

Today Mason Transit Authority carries forward the philosophy of its founding citizens. It is continued not only as philosophical practice but also as a smart business practice.  Following is a summary excerpt from the research conducted and published in 2012 by the Transit Research Board of National Academies, with the research sponsored by the Federal Transit Administration in cooperation with the Transit Development Corporation. The entire report (Implementation and Outcomes of Fare-Free Systems- FTA 2012) is available under “Fare Free Reports”.

 

  • Synthesis results indicate that ridership has always increased significantly when fare-free transit is offered. Reported increases ranged from 21% in Boone, North Carolina, to more than 200% in Hawaii and Macomb, Illinois. Substantially higher increases of more than 1,000% have been experienced in Europe and China. Ridership has increased very quickly in many instances, with increases of as much as 60% within two months. The disproportionate increases in ridership beyond what typical elasticity formulas would predict might be attributable to the psychological barriers that are removed when fares are no longer required. Public transit agencies that consider offering fare-free service need to be prepared to respond quickly to increases in demand to avoid the degradation of the quality of service, negative media coverage, and the potential loss of long-time passengers.
  • Although public subsidy and sometimes total cost may increase, the subsidy per passenger drops significantly. The effectiveness and productivity of the public investment in transit is enhanced.
  • Public transit agencies with fare-free policies tend to experience a few more “problem passengers”; however, in the vast majority of cases, it is not a problem that seriously affects passenger satisfaction or community acceptance. Agencies can help minimize the problem with enforced codes of conduct, video surveillance, active supervision, cooperative relationships with local law enforcement and the court system, and passenger support.
  • Fare-free systems have enjoyed a reduction in the expenses and administrative functions associated with fare collection. Charging even a nominal fare to avoid issues dealing with “problem passengers” could reduce ridership substantially and might not cover the costs of fare collection.
  • As opposed to the earlier fare-free experiments in Trenton, Denver, and Austin, bus operators are reported to be very supportive of fare-free policies in almost all locations where they now exist. Although they might have to contend with a few more “problem passengers,”they regard that as a fair tradeoff for not having to deal with fares and fare disputes. Vehicle operators often serve as better ambassadors for the system and the community when they do not have to collect and enforce fares, and can spend more time answering passengers’ questions and focusing on safe bus operation.
  • Fare-free policies generally result in more efficient operations because of the opportunity for passengers to board through all doors and the elimination of the fare collection process. These time savings are sometimes countered by the increased number of passengers boarding and the more frequent stops buses need to make.
  • Public transit agencies in small urban and rural communities cite the significant benefits fare-free service offers to students, seniors, and lower-income residents. In both small urban and rural communities, local property owners are able to promote their locations as “being on the free bus line.” Transit managers reported that more people want to retire in communities with fare-free public transit. Universities have been able to minimize their investments in parking facilities when fare-free transit is offered, enabling them to build more teaching facilities and dormitories. University communities also noted that fare-free transit provides a measure of equity to nonstudent residents who are usually lower-income and would be the only ones needing to pay a fare when they board.
  • Transit agencies offering fare-free service have expressed pride in their contributions to livability and environmental objectives no matter what type of community they serve. Many have documented the amount of carbon that has been eliminated and take credit for cleaner air, reduced traffic congestion, and less dependence on gasoline and autos.
  • The elimination of fares essentially places transit in the same category of services as schools, libraries, and most community parks. Although these services are paid for with community taxes, people usually do not pay a service charge to use them. They are regarded as essential elements of what a community deems important and why it is worth living in. Removing the fare requirements of transit democratizes the service, making it equally available to everyone regardless of income, to use as often as they like. If properly funded and maintained, the image of the buses change from being the clunky transportation choice of last resort to the service that connects all elements of the community and provides equal opportunity to access all that a community offers. Fare-free transit has been a source of community bonding and pride that also has helped local communities earn positive recognition. A number of communities offering fare-free transit have received state and national awards as “best places to live.” Fare-free service is reported to help bridge the divides that exist in “town and gown” communities.

 

Fare Free Reports