Guidelines for Ferry Transportation Services (2012) / Chapter Skim
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Background Information and Case Studies P A R T 1
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Appendix A provides a listing of literature review sources, and Appendix B documents the results of a survey of ferry operators that was developed and implemented in this research. Objectives and Methodology The overall purpose of the research reported herein was to develop guidance for selecting water/ferry transit as the appropriate solution to an access requirement and guidance for operating ferry services.
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4 Guidelines for Ferry Transportation Services Assessment of All Transit Alternatives - Incorporation of Goals, Criteria, and Measures Analysis of Ferry Alternative Problem Identification Develop Finance and Capital Plan Select Procurement Model Assess Economic and Financial Impacts Determine Efficiency and Effectiveness Go/No-Go Decision No-Go Decision Go Decision Contractor Develops Operating Plan for Approval Publicly Sponsored Contract Select Contract Operator Develop Contract Management Plan Develop Marketing Plan Initiate Operations Direct Operation Select and Procure Vessels Develop Marketing Plan Initiate Operations Develop Operating Plan and Budget St ra te gi c Pl an P ro ce ss Bu si ne ss P la n Pr oc es s Figure 1-1. Ferry service development process.
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Section 3 identifies ferry service typologies, and Section 4 lists the stakeholders and institutions affecting ferry services in the United States. Section 5 presents case studies of eight ferry operators (whose experiences and findings impact the report guidance)
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. BTS Ferry Transit is defined as scheduled ferry service running between points within a city or the same metropolitan area while BTS Ferry Intercity is defined as scheduled ferry service running between points that are not within the same metropolitan area or are not located in any metropolitan area (RITA, accessed April 8, 2010)
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(Because water taxis do not operate on a fixed route, they are not considered in this research. There are some marine services that have all the other aspects of ferry services -- scheduled service, purposeful trips, and so forth -- which are marketed as water taxis; however, in this study they are considered ferries.)
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Examples of automobile ferries include state ferry systems in North Carolina, Washington State, and in British Columbia. Some of these services can be categorized as BTS Ferry Transit (i.e., the Washington State ferry system, which connects Kitsap County to Seattle with ferry routes as short as 10 miles)
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ferries annually. The largest ferry systems were the Staten Island Ferry, which carried 23 million passengers, and the Washington State Ferry, which carried 13 million foot passengers and 11 million vehicles and vehicle passengers (RITA, accessed April 8, 2010)
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; as well as the Washington State Ferry System and the British Columbia Ferry Services (BC Ferries)
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Good examples include the Washington State Ferry System, where the state purchased the existing private ferry operators until fixed links could be built. A few years later, policymakers decided to abandon new bridges in favor of continuing the ferry system.
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Examples include the Connecticut-to-Long Island ferry services, BC Ferries, Alaska Marine Highway System, and Washington State Ferries. Table 3-1 summarizes ferry service and planning characteristics as identified in previous research and studies and synthesizes them into an approach that is used in this report.
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In addition to state involvement, the federal government also provides safety oversight and financial support. Federal Regulatory Agencies Each of the agencies described below has different involvement with ferries, including providing funding, regulation, and oversight as well as ensuring safety and security onboard vessels and at ferry terminals.
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, and, as part of this reporting, ferry routes are given the same consideration as fixed-rail routes. Research and Innovative Technologies Administration During deliberations for the Transportation Equity Act for the 21st Century (TEA-21)
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. More recently, the 2009 federal Stakeholders and Institutions Affecting Ferry Services 15
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can provide loan guarantees for ferry operators to purchase vessels. In addition, TIFIA can also fund ferry facilities and other landside projects.
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Stakeholders and Institutions Affecting Ferry Services 17
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• Twenty of the ferry operators surveyed are privately owned and operated, while seven are publicly owned but operated by private companies under contract. • Fourteen ferries are seasonal, while sixteen operate year-round.
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Port Jefferson Ferry Highway–Ferry Essential 1 3 1,000,000 380,000 7–24 Cross Sound Ferry Highway–Ferry Essential/ Transit–Ferry Intercity 1 8 1,300,000a 450,000 21–69 Viking Ferry Linesb Transit–Ferry Intercity 1 1 ~2,000 n/ac 5 aIncludes 195,000 fast-ferry passengers. bPlease note that because Viking Ferry Lines has limited service (only on weekends during the summer)
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In addition, both carriers noted that truck volumes, which are primarily agricultural and construction related, declined by as much as 40 percent Organizational Structure Both the Port Jefferson Ferry and Cross Sound Ferry Service are privately owned and are part of larger maritime enterprises. The Port Jefferson Ferry was purchased in 1961 by the McAlllister Towing and Transportation Company, which operates 70 tugboats and 24 tractor tugs in 12 ports.
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Connecticut–Long Island ferry system routes. Operator Route Service Season Service Schedule Crossing Time Port Jefferson Ferry Bridgeport–Port Jefferson Year-Round Departures 60 min -- peak season and peak days 90 min -- other times 75 min Cross Sound Ferry New London– Orient Point Year-Round Departures 60 min 90 min Viking Fleet Ferries New London– Montauk Seasonal Selected sailing days 60 min Figure 5-1.
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There is a large structured lot close to the ferry terminal, and ferry passengers are allowed to use it on weekdays and on weekends when there are no stadium/ 22 Guidelines for Ferry Transportation Services Figure 5-2. Port Jefferson ferry approaching the Long Island terminal.
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The Sea Jet1 can sail between Long Island and New London in about 40 minutes and operates up to six round trips daily. Both the New London Ferry Terminal and the Orient Point Terminal are owned by Cross Sound Ferry.
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Cross Sound Ferry. Over the last several years, Cross Sound Ferry, like the Port Jefferson Ferry, has received federal funding to repower its vessels with more modern and fuel-efficient (and less carbon-intensive)
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Cross Sound Ferry and Port Jefferson Ferry obtain revenues through passenger fares, onboard and terminal concession stands, and restricted federal emission grants. Viking Ferries also has a large charter and private rental business that supplements their passenger ferry service.
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Environmental and Regulatory Issues From a systems perspective, both Cross Sound Ferry and Port Jefferson Ferry noted that ferries could decrease energy consumption and help achieve other public policy goals. However, there is not a consistent recognition of the importance of and the opportunities provided by a marine highway system.
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Land Use Issues Cross Sound Ferry and Port Jefferson Ferry mentioned that their Long Island host communities are sensitive to increases in service and expansion of terminal facilities. However, both companies recognize that there is latent demand that cannot currently be accommodated and that results in additional highway trips and vehicle miles traveled.
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11 438,000 n/a 3–9 Statue Cruises Transit– Ferry Urban 1 1 146,000 n/a 17 Seastreak Transit– Ferry Urban 2 4 1,095,000 n/a 6–9 Staten Island Ferries Transit– Ferry Urban 1 10 23,725,000 n/a 5–45 aNot applicable Quickfacts History Birth, Growth, and Decline The history of scheduled ferry service in New York Harbor extends back more than 200 years. Rowboats connected Manhattan with Brooklyn before the Revolution.
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The two major access improvements were direct ferry connections to Manhattan from multiple New Jersey terminals and a light rail system operating along the waterfront from Bayonne to Weehawken, which created a development spine and linked ferry terminals, PATH stations, and the NJ Transit's Hoboken Terminal (Interview with Arthur Imperatore, New York Waterway, January 10, 2010)
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. New York Waterway was selected by the Port Authority to provide the Hoboken–Battery Park City Ferry Service and, by June 2001, was serving more than 10,000 passengers daily.
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Until 2005, all of these routes were under the direct control of New York Waterway, but following financial challenges, the company spun off the routes south of NJ Transit's Hoboken Terminal (including that route and the Port Authority contract) to BillyBey for the assumption of $19 million in debt.
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Even though the monthly passenger fare approaches $600, the services are well subscribed. Seastreak carries about 3,000 daily, while New York Waterway carries about 1,600.
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New York Waterway operates 34 vessels, mostly small 149-passenger catamarans with three crew members, operating at 15 knots. The company directly operates large terminals at Port Imperial and Hoboken in New Jersey and Pier 79 and the World Financial Center in New York City.
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and 4 p.m. 18 to 22 min Hudson River Manhattan Pier 11/ Wall Street–Port Liberte Year-round Departures Every 40 min 20 min Hudson River Manhattan World Financial Center– Belford/Harbor Way Year-round Departures Every 30 min 40 to 55 min Raritan Bay/Lower New York Bay Manhattan World Financial Center– Hoboken/14th Street Year-round Departures Every 30 min 8 min Hudson River Manhattan World Financial Center– Hoboken/NJ Transit Terminal Year-round Departures 10 to 30 min 8 min Hudson River Manhattan World Financial Center–Liberty Harbor/Marin Blvd Year-round Departures Every 24 min 12 min Hudson River Manhattan World Financial Center– Paulus Hook Year-round Departures 7 to 8 min 8 min Hudson River Manhattan World Financial Center–Port Imperial/Weehawken Year-round Departures 20 to 40 min 14 to 15 min Hudson River Paulus Hook – Belford/Harbor Way Year-round Departures 20 to 75 min, 5:45 a.m.
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New York Water Taxi Statue Cruises Seastreak Staten Island Ferry Route Ikea Express Liberty Landing Marina–World Financial Terminal Connors Highlands–East 35th Street Staten Island– Manhattan Service Season Year-round Departures Year-round Departures Year-round Departures Year-round Departures Service Schedule Every 20 min weekdays from 2:40 p.m.
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Financial Structure Fares Fares for New York Waterway, New York Water Taxi, Seastreak, and Staten Island Ferry are shown in Tables 5-8 and 5-9. Funding Sources Other than the Staten Island Ferry and a handful of demonstration services, the New York Harbor ferries do not receive operating subsidies.
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39th– Paulus Hook $7.25 $3.75 $6.25 $1.00 $72.50 $252.00 $180.00 Manhattan Midtown/ W 39th–Port Imperial/Weehawken $8.50 $5.50 $7.75 $1.25 $70.25 $252.00 $210.00 Manhattan Pier 11/ Wall Street– Belford/Harbor Way $20.00 $9.00 $16.50 $3.00 $190.00 $605.00 $455.00 Manhattan Pier 11/ Wall Street– Hoboken/NJ Transit Terminal $6.50 $3.25 $6.00 $1.00 $65.00 $214.00 $155.00 Manhattan Pier 11/ Wall Street–Liberty Harbor/Marin Blvd $6.50 $3.25 $6.00 $1.00 $65.00 $214.00 $155.00 Manhattan Pier 11/ Wall Street–Paulus Hook $6.50 $3.25 $6.00 $1.00 $65.00 $214.00 $155.00 Manhattan Pier 11/ Wall Street–Port Imperial/Weehawken $12.00 $7.00 $11.00 $1.25 $100.00 $332.00 $263.00 Manhattan Pier 11/ Wall Street–Port Liberte $9.25 $4.75 $8.25 $1.00 $92.50 $312.00 $225.00 Manhattan World Financial Center– $20.00 $9.00 $16.50 $3.00 $190.00 $605.00 $455.00 Belford/Harbor Way Manhattan World Financial Center– Hoboken/14th Street $10.00 $6.00 $9.00 $1.25 $80.00 $282.00 $220.00 Manhattan World Financial Center– Hoboken/NJ Transit Terminal $5.50 $2.75 $5.00 $1.00 $55.00 $181.00 $130.00 Manhattan World Financial Center– Liberty Harbor/Marin Blvd $5.00 $2.50 $4.50 $1.00 $50.00 $166.00 $124.50 Manhattan World Financial Center– Paulus Hook $5.50 $2.75 $5.00 $1.00 $55.00 $181.00 $130.00 Manhattan World Financial Center– Port Imperial/Weehawken $12.00 $7.00 $11.00 $1.25 $100.00 $332.00 $263.00 Paulus Hook – Belford/Harbor Way $20.00 $9.00 $16.50 $3.00 $190.00 $605.00 $455.00 Haverstraw– Ossining $3.00 $2.75 $2.00 n/a a $27.00 $100.00 n/a Newburgh–Beacon $1.00 $0.50 $0.50 n/a $9.00 n/a n/a a Not applicable.
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38 Guidelines for Ferry Transportation Services Table 5-9. Fares for New York Water Taxi, Statue Cruises, Seastreak, and Staten Island Ferry.
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These requirements place additional financial stress on the ferry operators. North Carolina Department of Transportation Ferry Division Ferry Case Studies 39 Operator Service Category # of Routes # of Vessels Annual Passengers Annual Vehicles Fleet Age (years)
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During that 30-year span, ferry services were started and retired at Croatan Sound, Alligator River, Oregon Inlet, and Bogue Sound. In 1960, the Commission created a State Ferry Operations office independent of the Highway Division Administration in the town of Manteo.
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The practice of replacing ferry service with bridges continued until most ferry routes that could be reasonably replaced were (as is documented with ferry routes that once existed across Croatan Sound, Alligator River, Oregon Inlet, and Bogue Sound)
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North Carolina ferry routes. Route Service Season Service Schedule Crossing Time Crossing Location Bayview– Aurora Year-round Departures Every 1.5 h 30 min Pamlico River Currituck– Knotts Island Year-round Departures Every 2 to 3 h 45 min Currituck Sound Swan Quarter– Ocracoke Year-round Departures Every 3 to 6 h 2.5 h Pamlico Sound Cedar Island– Ocracoke Year-round Departures Every 2 to 3 h 2.25 h Pamlico Sound Hatteras– Ocracoke Jan 1–May 11, Sept 29–Dec 31 Hourly 40 min Hatteras Inlet Cherry Branch– Minnesott Beach Year-round Departures Every 30 min 20 min Neuse River Southport– Fort Fisher Year-round Departures Every 45 min to 2 h 35 min Cape Fear River Figure 5-8.
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North Carolina is one of the very few operators that provide 100 percent of maintenance in house (Interview with North Carolina Ferry Division, January 14, 2010)
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44 Guidelines for Ferry Transportation Services Table 5-11. Ferry route fares.
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The global economic downturn has begun to change perceptions, as the annual ferry budget has continued to decrease -- down 3 percent, 5 percent, and 7 percent over the past 3 years, respectively (Interview with North Carolina Ferry Division, January 19, 2010)
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Emergency Response The Outer Banks is vulnerable to large storms and hurricanes that can wipe out Highway 12, which is the major entrance and exit to the area. For some places along the Outer Banks, such as 46 Guidelines for Ferry Transportation Services
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In 1972, the government created a franchise agreement with two private ferry operators to maintain passengerbased ferry service between Saint Thomas and Saint John (Interview with Transportation Services, January 29, 2010)
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Ferry services between Saint Thomas and Saint John currently continue to operate under the franchise agreement established in 1986 by the same private ferry operators. Both operators provide duplicate routes between the two islands, with demand split evenly between the two operators.
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to 12:00 a.m. 60 min 15 to 20 min Charlotte Amalie, Saint Thomas–Cruz Bay, Saint John 7:15 a.m., 9:15 a.m., 11:15 a.m., 1:15 p.m., 2:15 p.m., 3:45 p.m.
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Unlike Saint John, Saint Croix is largely self-sustaining, with jobs and housing located on the island. In addition, the journey between Saint Croix and Saint Thomas by water is very uncomfortable because of rough water, and people prefer to travel by air.
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Route Fare Franchise #1 Franchise #2 Red Hook, Saint Thomas– Cruz Bay, Saint John $7.00 adult one way, $2.00 child fare, $2.00 senior rate, $3.00 luggage charge $6.00 one way Charlotte Amalie, Saint Thomas–Cruz Bay, Saint John $11.00 one way, $3.00 luggage charge $12.00 one way
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Washington Island Ferry Line (Wisconsin) Quickfacts 52 Guidelines for Ferry Transportation Services Operator Service Category # of Routes # of Vessels Annual Passengers Annual Vehicles Fleet Age (years)
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Washington Island ferry route.
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Discounted ticket 54 Guidelines for Ferry Transportation Services Table 5-14. Washington Island Ferry Line service frequency by season.
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As a private operation, WIFL must strive continually to maintain a balance of costs and expenditures. Some short-term goals identified to maintain the balance of costs and expenditures include the following (Interview with Washington Island Ferry Line, February 4, 2010)
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. 56 Guidelines for Ferry Transportation Services
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Washington State Ferries Highway– Ferry Essential 10 23 22,500,000 10.1 1–64 Port of Kingston Transit– Ferry Urban 1 2 n/a n/a 5–30 Kitsap Transit Transit– Ferry Urban 2a 3 500,000 n/a Historic Mosquito Fleet– Newly Acquired King County Water Taxi Transit– Ferry Urban 2b 2 300,000 n/a 20–25 aKitsap Transit is currently undergoing planning for a new ferry route bForecast since King County has been in operation less than 1 year History Before roads and railroads were prevalent, ferry boats were the main mode of transportation for people traveling along Puget Sound. From the 1850s to the 1930s, so many steamboats traversed Puget Sound waterways that locals nicknamed the Sound's fleet of ferries "the Mosquito Fleet," because the steamboats often resembled a "swarm of mosquitoes" (The Free Online Encyclopedia of Washington State History, accessed April 22, 2010)
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The four operators -- Washington State Ferries, King County, Kitsap Transit, and Port of Kingston -- are discussed below. Washington State Ferries WSF is a part of the Washington State Department of Transportation, reports to the Governor's Office, and is funded by the Washington State Legislature.
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Routes vary in nature from 15-minute, low-volume crossings such as Point Defiance–Tahlequah to the 3-hour Anacortes–Sidney, British Ferry Case Studies 59 Friday Harbor Lopez Shaw Orcas Anacortes Coupeville Port Townsend Kingston Bainbridge Island Bremerton Port Orchard Annapolis Southworth Seattle West Seattle Vashon Clinton Mukilteo Edmonds Fauntleroy Tahlequah Port Defiance Sidney Figure 5-12. Puget Sound ferry routes.
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The Vashon route, which was transitioned to King County in September 2009, is a commuter route operating Monday through Friday with three runs in the morning and three in the evening. The West Seattle route, which transitioned to King County in-house operations in April 2010, runs 7 days a week during the summer, with service hours between 11 and 16 hours a day.
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Table 5-17 provides information on the King County ferry routes. Kitsap Transit.
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. Kitsap Transit is also undergoing planning efforts for a Bremerton–Downtown Seattle route that is discussed in more depth later in this case study.
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Kitsap Harbor Tours provides another boat for the Annapolis run, which is being stretched to increase passenger capacity from 85 to 115. The new boat purchased for the run from Bremerton to downtown Seattle will have a capacity of 120 passengers (Interview with Kitsap Transit, April 21, 2010)
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There is currently a two-sided float for passenger ferries; one side is being used by King County Water Taxi. Kitsap Transit is considering a longer-term arrangement at Pier 57, which is adjacent to the Seattle Aquarium and owned by the park district.
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. The ferry would dock at Coleman Dock in downtown Seattle, sharing space with King County Water Taxi and Kitsap Transit's proposed ferry from Bremerton to downtown Seattle.
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King County ferry route fares. Route Cash Fare Transit Pass Senior Fare Youth Fare Vashon–Downtown Seattle $4.50 $3.75 $2.00 $2.75 West Seattle–Downtown Seattle $3.50 $3.00 $1.50 $2.25
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Kitsap Transit ferry route fares. Route Fare Port Orchard–Bremerton $2.00 regular/$1.00 reducedAnnapolis–Bremerton Table 5-23.
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Kitsap Transit provides a range of transit services throughout Kitsap County in addition to its passenger-only ferry service. The two existing routes between Port Orchard and Bremerton and Annapolis and Bremerton are operated and maintained by a privately contracted company, Kitsap Harbor Tours, LLC.
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. Kitsap Transit is currently undergoing planning and environmental studies for a new ferry route between Bremerton and downtown Seattle.
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Kitsap Transit used the opportunity for restarting the route from Bremerton to downtown Seattle to research what was the most appropriate vessel for the route. The research considered fueling options such as biodiesel, natural gas, hydrogen fuel cells, and ultralow-sulfur fuel.
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No inter-island ferry service was operating in 2001 when the Hawaii Superferry concept was developed. High-speed ferry service from an Oahu hub with planned connections to the islands of Maui, Kauai, and the Big Island of Hawaii (the Big Island)
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Facility and Vessel Maintenance The first ferry, the Alakai, was designed without an onboard vehicle loading ramp, a decision that triggered the need for loading barges for the Oahu, Maui, and Big Island harbors and a ramp on Kauai. It is unclear why the Alakai was built without a vehicle loading ramp, given that a stern loading ramp was included in the design of the second vessel, the Huakai, which was intended for ser72 Guidelines for Ferry Transportation Services Figure 5-14.
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The Hawaii DOT's December 2005 finding that the temporary barges were exempt from environmental review would later be overturned by the Hawaii Supreme Court. The Hawaii Senate, in regular session in April 2005, rejected a bill to provide the Hawaii DOT with $40 million in funding for Superferry-specific harbor improvements.
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Planning Issues Environmental and Regulatory Issues The allocation of federal funds for private, project-specific activities such as vessel construction and allocation of state funds for private, project-specific activities such as harbor improvements typically would trigger environmental review of the project. The Hawaii DOT's opinion that use of federal and state funds for the Superferry service, a private project, did not require environmental review opened the door to legal challenges.
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In response to the August 23, 2007, Hawaii Supreme Court ruling, the Maui Circuit Court issued an injunction that stopped the Hawaii Superferry service to Maui on September 14, 2007, and ordered preparation of an EIS, which the DOT then started. A government audit of the Hawaii Act 2 legislation and environmental review process for Hawaii Superferry was performed by the Hawaii State Auditor in 2008 (Leidemann, March 6, 2004; Auditor, State of Hawaii, April 2008)
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A range of potentially significant environmental issues associated with operations of the Hawaii Superferry were raised by various interested parties. Some of the issues were reflected in the DOT EIS (Pacific Business News, October 28, 2008)
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. Continuing reticence to share planning decisions or to initiate environmental review, combined with announcements of federal funding for other harbor improvements, led to a public perception that the ferry service was a private deal developed behind closed doors to support expansion of military activity on the islands (Pacific Business News, January 13, 2004)
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1,500 150 75 1 10 20 Operator Service Category # of Routes # of Vessels Annual Passengers Annual Vehicles Fleet Age (years) British Columbia Ferry Services, Inc Highway– Ferry Essential 25 37 21.8 million 8.5 million 2–50 History British Columbia ferry services have operated for more than 150 years.
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The province bought out Black Ball in 1961, acquiring five of its vessels, and also acquired five small vessels of the Gulf Islands Ferry Company. Canadian Pacific continued to operate ferry service, but in 1962 reduced its services on the Vancouver–Nanaimo route, eventually downsizing to freight-only services.
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The Coastal Ferry Act directs the Commission to follow six principles in protecting the public interest. These principles serve to define what is meant by the public interest in the provision of coastal ferry services: • Priority is to be placed on the financial sustainability of the ferry operators; • Ferry operators are to be encouraged to adopt a commercial approach to ferry service delivery; • Ferry operators are to be encouraged to seek additional or alternative service providers on designated ferry routes through fair and open competitive processes; • Ferry operators are to be encouraged to minimize expenses without adversely affecting their safe compliance with core ferry services; • Cross subsidization from major routes to other designated ferry routes is (i)
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The balance of BC Ferries' routes is categorized as "other" with three subcategories: Northern Gulf Islands, Mainland/Vancouver Island/Sunshine Coast, and Southern Gulf Islands. The Northern Gulf Routes are • Buckley Bay–Denman Island • Denman Island–Hornby Island • Campbell River–Quadra Island • Quadra Island–Cortes Island Ferry Case Studies 81 Figure 5-15.
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• Bowen Island–Vancouver (Snug Cove–Horsehoe Bay) • Langdale–Gambier Island–Keats Island • Saanich Inlet Route • Brentwood Bay–Mill Bay The Southern Gulf Islands routes are • Bowen Island–Horseshoe Bay • Nanaimo Harbour–Gabriola Island • Chemainus–Thetis Island–Kuper Island • Salt Spring/Vesuvius–Crofton • Salt Spring/Fulford–Victoria • Mayne–Galiano Island (Sturdies Bay)
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The vessels built as a result of this process are part of the Coastal class boats now in operation. In the stakeholder process, management was able to include a large number of industry user and operator ideas on ship design.
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– Bicycle -- from $2 to $5 – Motorcycle -- from $5.70 to $23.40 – Vehicle and/or other combination less than 20 feet -- from $11 to $400 – Vehicle and/or other combination longer than 20 feet -- from $33 per foot additional – Buses -- from $1.55 to $23 per foot 84 Guidelines for Ferry Transportation Services
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During the contract term, BC Ferries must meet or exceed specified core service levels in relation to designated ferry routes. The Coastal Ferry Services Contract specifies routes and core service levels per route (hours of operation, minimum capacity, and frequency and number of trips)
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These routes also generated about $12 million in other ancillary revenues (British Columbia Ferry Services, Inc./BC Ferries Authority, 2008)
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The Tsawwassen, Horseshoe Bay, Swartz Bay, Duke Point, and Departure Bay terminals all are located some distance from primary land uses (Swartz Bay is about 25 miles from Victoria, and Duke Point and Departure Bay flank Nanamio)
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