GTJ

RTC route 800 does not go to the cruise terminal itself, but does stop on the periphery of Vieux-Québec, so you can make a plan to do both. Below is a general map of the Québec city centre. You can see the cruise vessel port in the lower right hand corner. You will also see the funicular railway, number 14 on the map, that connects the lower city to the upper city. The upper (walled) city is focused on the Château Frontenac, number 7 on the map. This map is useful because it does show the city's walls, the outlines of which define Vieux-Québec and its tourist attractions. The route 800 bus to the falls picks up passengers just west of the wall, at the Place d'Youville stop, which is located on the east side of boulevard Honoré-Mercier, immediately south of rue Saint-Jean (a bit northwest of number 39 on the map). Buses come by about every ten minutes (you can see a detailed timetable here: http://www.rtcquebec.ca/horaires-et-trajets/horaires-des-bus/tous-les-parcours/800/terminus-chute-montmorency/2664-dyouville). The bus will be marked as being destined for Terminus Chute-Montmorency. Be prepared to pay $3.75 per person, exact fare. The last stop is at the falls. You can ride the same bus route back to the city centre, from the same terminal bus stop. On the way back you could, optionally, alight on boulevard Jean-Lesage at rue de la Gare-du-Palais, a bit west of number 15 on the map, and then walk over to the beautiful Gare du Palais (number 15 on the map), and walk along rue Saint-Paul back towards the port. Bill Carte OTQ 2020 20_5x16_5_CO-sans marque de coupe.pdf

Are you looking only to visit Chute Montmorency, or are you seeking a tour of the entire city that also includes a stop thereat? If the former, then use use route 800 of the Réseau de transport de la Capitale ("RTC"), www.rtcquebec.ca, for a very inexpensive excursion: 3.75 CAD per person each way, plus admission to the falls, 3.78 CAD for Québec residents, 7.57 CAD for others (all rates discounted for seniors). If the latter, then the "Countryside" tour inclusive of the falls is offered by Unitours, www.toursvieuxquebec.com: 74.70 CAD per person. Unitours also offers a round-trip bus to the falls only, admission included, for 29.90 CAD per person, as an alternative to using the RTC bus (but note this Bus operates much less frequently than the RTC bus, notwithstanding that the total cost is twice the price). Note that the central city, including Vieux-Québec, is quite walkable, and paying for a tour is necessary only if one has mobility issues or if one wants to have sights pointed out and listen to commentary.

This is big problem where I reside, New York City. Too many people--most often, though not exclusively, visitors--fail to recognize that sidewalks are for transportation, not for standing still and gawking, looking at maps or guidebooks, or just stopping to yap. (No problem with eating if you're able to walk at the same time.) If you want to look at something, or if you don't know where you're going, or if there is an urgent to stop to converse, then move off to the side (or better yet, get off the sidewalk completely) and let the pedestrian traffic flow. People need to get places and they should not blocked from getting there because inconsiderate people just stand around blocking traffic. Please: move along!

Generally, the railroad transports baggage by railroad, while the cruise lines transport baggage by truck. (I am not certain if the cruise lines use their own company-owned trucks and drivers, or if the services are contracted out.) Thus, the cruise line may have representatives at the downtown Anchorage station who will accept, and be liable for, baggage to be delivered directly to the vessel, while the railroad will accept, and be liable for, baggage to be delivered to the Seward railroad station. Where an entire train is operated by the Alaska Railroad pursuant to contract with a cruise line, including those services operated with the "Grandview" charter train equipment and composed entirely of private cars, there are no railroad baggage cars and all baggage is transported by trucks arranged by the cruise lines. As an aside, a "boat" is that which is pictured below, and the master of a cruise line vessel would likely not take kindly to that word being used to describe the vessel that he or she controls. A better word is "ship." The best all-purpose word, however, is "vessel," which can be used with any type of craft, ship, or other contrivance used as a means of transportation on water . . . you cannot go wrong with using the word "vessel."

For us, the stateroom is much less important than the itinerary. Almost always we book the lowest stateroom category possible, using it only for sleeping (and for which inside is always better than an outside). So we would be conscious of the cost differential, and would weigh that cost against the itinerary choice . . . we would not vary our stateroom selection to compensate. Sometimes children can be a nuisance, but so too can be some putative adults. But living in a very dense neighborhood as we do builds up the ability to ignore others. I have never had any serious incidents with children (though I have not sailed Disney . . . maybe that would influence me?), and I don't think consideration of children on board would affect our decision-making.

Just now I did a query using Google maps, from Pier 79 to Pier 88, walking. For some inexplicable reason Google shows a route uptown along the river from Pier 78 (38th Street) to Pier 86 (46th Street, at Intrepid), using the pedestrian bridge to cross to the east side of Twelfth Avenue, then crossing back at Pier 90 (50th Street) to the west side of Twelfth Avenue, and walking downtown along the river Pier 88 (48th Street). Why? Unknown. Maybe the engineers in Mountain View do not know midtown Manhattan all that well. Google maps also changed my starting point, from Pier 79 (39th Street) to Pier 78 (78th Street), again for some inexplicable reason. Google maps is very helpful but not infallible. Use it as a guide, not as a bible.

No matter how one travels in advance, there will almost always be some travel and concomitant risk on the day of embarkation . . . even if that travel is just walking across the street to the port (e.g., the hotel elevator gets stuck with you inside). All one can do is reasonably manage the risks one is willing to accept.

I generally base my choice on the itinerary rather than on the vessel. To me, the difference between the two is that one calls at Portland, Me., and Saint John, N.B. (no, it does not call at "St. John"), while the other calls at Charlottetown, P.E.I. The former has the objective advantage of more ports called upon. As to the quality of the ports, Charlottetown is really a small community. While it is the birthplace of Confederation, and one can visit the Anne of Green Gables site, there is not all that much there. In comparison, much urban activity is available at Portland, and even Saint John. Had I not been to Charlottetown before (but I have) then I might consider it; otherwise, I would opt for Portland and Saint John unless the fare was substantially higher.

Essentially there are two things to consider. First, the scenery. Second, the railroad itself. Both routes have gorgeous scenery. From a broad a perspective, both are similar, though each is, of course, unique. Moreover, the route out of Skagway reaches higher elevations, with the White Pass summit at nearly 2,900 feet, whereas the route to Seward the highest elevation is about 1,000 feet. As to the railroad itself, both the track and the cars differ substantially. The Alaska Railroad is a typical standard gauge railroad, 4'8½" between the center of the rails, while the White Pass Route is a narrow gauge railroad, only 3' between the rails. The Alaska Railroad has long used traditional American railroad cars, including a Vista-Dome car on the Coastal Classic route. It also uses relatively modern Ultra Dome cars for the first class "GoldStar" service. All the cars are designed for comfortable travel. The railroad provides point-to-point transportation. The White Pass Route uses a handful of historic narrow gauge cars, though most of the cars are of recent vintage but designed in a classic manner with distinct clerestory rooflines. The narrow gauge makes for a tighter car interior, and most seating is adequate but not especially comfortable. The railroad has some new and distinct narrow-gauge 2020 diesel-electric NRE locomotives, class E3000CC-DC, and occasionally brings out its no. 73, a 1947 2-8-2 Mikado type Baldwin steam locomotive. Most travel on this railroad consists of round-trip excursion trains, though a small number of trains do provide point-to-point transportation. Railroad enthusiasts views these two railroads as entirely distinct from each other.

It is always more reliable boarding at a station stop and alighting at a highway stop, than to board at a highway stop and alight at a station stop. Best to call the dispatch office to make arrangements (and if arrangements can be made then call to confirm with dispatch on day of travel). Call Premier Alaska Tours for Park Connection service, (907) 279-0001; or Alaska Cruise Transfer and Tours for Alaska Cruise Transportation service, (907) 350-6010. Expect the Park Connection bus to come through Girdwood at around 4:05 p.m. on cruise vessel days (Saturdays, Sundays, and alternate Wednesdays); expect the Alaska Cruise Transportation bus to come through Girdwood at around 11:05 a.m. and 4:05 p.m. on Saturdays and alternate Wednesdays, and at around 3:05 p.m. on Sundays. Bus travel time to Whittier is about 40 minutes. Otherwise, use Alaska Railroad, departing Girdwood daily at 11:00 a.m., arriving Whittier at 12:05 p.m.

What is important to you? Quickest travel time? Least expensive? Greatest comfortable? Most reliable? Scenic? There can be no "best" without knowing your values. (It would also be useful to know where in Vancouver you desire to go . . . it is a large city.)

The mega vessels are fairly interchangable. Sure, each may have a particular focus, and maybe some individual passengers might have "loyalty points" with one carrier or another (those "loyalty points" serving their very purpose if one makes decisions on that basis!), but for the most part there are no critical distinctions. The important differences are the itineraries. The "where" and the "when" of it all. The point of Alaska cruises is Alaska. When planning a trip, lay out all the itineraries, day-by-day, with the the specific hours in each port, in a speadsheet. If relevant, note the itineraries serving Seattle or otherwise using an ocean instead of inland route. Include fares if cost is a decision-making factor. If need be, hide the cruise line and vessel names so that these factors do not influence. Review the timetables. Research individual ports to ascertain what is there, how it will take to visit, and what the times are if things are scheduled (e.g., railroad departure and return times in Skagway). Decide on that basis. Maybe the result will be one-way northbound to Seward/Whittier on one line, and returning from Seward/Whittier on a different line, if that provides the best set of itineraries. All the mega vessel cruise lines have shows. They all have good dining. They all accommodate all types of individuals. Whatever cruise line and vessel it happens to be that will be making that journey, you will have a good and comfortable trip. Only if you're planning an adventure cruise, a small-vessel cruise, or an over-the-top luxury cruise might the line and vessel be of import. Otherwise, pick based on itinerary, not on line or vessel.

I have a desire to understand not merely a precise and factual answer, but also the "why" things are that way. It is the "why" that allows us to extrapolate beyond one specific inquiry. Responses here are not limited to just the one individual first asking, but will be read by others with similar--but not necessarily identical--issues. For that reason I would not want to limit myself to that specific inquiry. (Consider how appellate courts do not merely issue orders applicable in one case, but also provide explanatory opinions that can be applied in other cases.) So I can appreciate how that same exploration of a subject can be both "unnecessary tangents" by one person, and "tangents" by another! It all relates to how one views the scope of a matter of public policy.

It could be that the elevator that one is using gets stuck, and the in the time it takes for the fire department to rescue its occupants the cruise vessel will have sailed away. There are all sorts of things that can happen on the say one is planning to depart, even while being in the same city from which the vessel is departing . . . or even in the building across the street from the port. Not every single possible disruption can be avoided. It is all a matter of recognizing reasonable and readily avoidable risks. I live in Flushing, Queens. If I am going to depart from Bayonne, New Jersey, will I travel from Flushing to Bayonne the night before? Indeed, there are very few hotel rooms in Bayonne itself--and none within reasonable walking distance of the port--and virtually no one travels to Bayonne the day before . . . they stay in Jersey City, Newark, Elizabeth, or even New York. Brooklyn has a few hotel rooms withing reasonable walking distance of the port, but not enough for everyone boarding the vessel. At some point people have to cut it off and accept the remote possibility that something could go wrong on the day of departure. Just keep those risks low. Airplane travel is not low risk. Amtrak in the northeast corridor, NYC subways and ferries, and walking are low risk. Even so, however, something could go wrong: do you really want to sleep overnight in the port's parking lot to avoid those remote risks?

The timing is reasonable. No, Amtrak does not cancel trains with frequency in the northeast corridor. It is an essential service for business travel, and Amtrak carries more business travelers than any airline. Unlike the rest of the country, Amtrak owns most of the northeast corridor and controls dispatching in the entire northeast corridor but for a segment in Connecticut controlled by Metro-North Commuter Railroad (New Haven to New Rochelle). There is minimal freight interference, and as a result on-time performance is very good throughout the northeast corridor. The 8:35 a.m. train from BWI, the "Vermonter," is a regular northeast corridor train between Washington and New Haven, and should be expected to be on-time. (The train route is extended beyond the northeast corridor, and after New Haven the train continues onward into Vermont, where the timekeeping may be less reliable.) Using a taxi (or even the subway if traveling without excessive baggage) to Pier 11 is a good plan. If any unforeseen event does happen, then "Plan B" would be to remain in the taxi all the way to Red Hook. But no need to act on Plan B unless such unlikely event does happen. The fact that some taxi drivers do not "want" to go to Red Hook does not relieve the taxi drivers from their legal obligation to take you to Red Hook . . . if any problem then call the police.

Hopefully I will not be too technical here! The full length business class cars generally used in the northeast have 62 seats, arranged 2+2 in 16 rows, with one row having two adjacent seats on only one side of the center aisle (the other side of the aisle does not seats so as to allow for additional space in the following row for passengers with disabilities). These business class cars are numbered in the 81000-series, and are configured from the railroad’s “Amfleet-I” cars, built in the years 1975 through 1977. These cars are distinguished from the Amfleet-I club-dinette cars numbered in the 48000-series—these are the half-business class cars—with 18 seats, arranged 2+1 in 6 rows; from the Amfleet-I coach cars numbered in the 82000-series with 72 seats, arranged 2+2 in 18 rows; and Amfleet-II coach cars (built 1980 through 1983) numbered in the 25000-series with 59 leg-rest seats, arranged 2+2 in 15 rows, and intended for long-distance (meaning, overnight) service. Amfleet-I cars have two vestibules, one on each end of the car. Amfleet-II cars have a single vestibule at only one end of the car. Ordinarily in the northeast corridor, between Boston and New York, all doors usually open because stations generally have high-level platforms. At stations with low level platforms only some doors may open because of the need for the operating crew to manually open the traps to expose the car’s stairs—the train crew does announce which doors will open. At Pennsylvania Station in Newark, New Jersey, you should expect to have all doors opened. I am not familiar with the “red bar” you mentioned. Ordinarily one passes from car to car through doors opened pneumatically using handplates or footplates, but I don’t think that’s what you mean. There is a narrow bar between cars that the train crew might optionally lower as a deterrent to people from entering a car that is not in service, or sometimes to discourage coach passengers from wandering into business or first class accommodations; I am thinking that is what you might be referring to as a “red bar.” If so, then you should not be discouraged because it could not be used, or interfere, with use of an in-service business car. All in-service business class (and for that matter, coach cars, too) are intended to have easy and convenience access and egress.

The tracks and platforms at Newark are elevated, so once you've alighted from the train and are on the platform you will need to take the elevator or escalator down to street level. From the airport to Newark Pennsylvania Station is six minutes.

Yesterday you were on the better type of business class service cars. My preference, at least. Official policy is that each passenger may carry on board two large bags and two personal items each, and medical devices (e.g., CPAP) do not even count towards that official limit. Looks like you're well under the official free baggage allowance. Train 176, weekdays, is scheduled to be at Newark for one minute, while train 156, weekends, is scheduled to be at Newark for zero minutes. You know that by looking at the train timetable. (Amtrak eliminated their PDF timetables a while ago, and their website is a bit clumsy, but it can be found online by selecting an individual train. The prior stop for train 176, weekdays, is Metropark, and for train 156, weekends, is Newark Liberty International Airport. Even though train 176 does not stop at the airport, it will be obvious when passing through the station. The train will stay in Newark long enough for everyone to alight. You will want to gather up your baggage, and if several pieces you might bring the larger pieces to the vestibule. Approaching the station the conductor will come through the car to collect seat checks, so if you need guidance just ask him or her. Newark has a high level platform, it will be easy taking your baggage off the train (easier than the boarding in Roanoke). Don't be in the washroom when approaching the station, and don't dawdle, but otherwise this should not be a concern.

To use bus route no. 4 you would have to plan your travel rather precisely because it operates only during weekday rush hours, and then very infrequently. You would need to find your way from the cruise terminal to the route no. 4 terminal on the south side of Northern Avenue, just west of Tide Street. Buses will depart that stop Monday through Friday, at 6:20 a.m., 6:50 a.m., 7:10 a.m., 7:40 a.m., 8:10 a.m., and 8:40 a.m. (last bus). The bus then travels along Atlantic Avenue near Quincy Market. Return trips travel in the opposite direction along Atlantic Avenue, a few minutes after departing from North Station at 3:45 p.m., 4:20 p.m., 4:50 p.m., 5:30 p.m., 6:05 p.m., and 6:50 p.m. (last bus). Attached is the complete schedule for route no. 4. Bus route no. 7 does not go to Quincy Market. The closest it goes is the intersection of Franklin Street at Devonshire Street. Should you elect to use route no. 7, you would need to find your way from the cruise terminal to the route no. 7 bus stop on the north side of Summer Street, just west of Drydock Avenue. Buses operate, usually about every 40 to 45 minutes, except on Sunday when buses do not operate at all. Return trips travel from Otis Street at Summer Street. Attached is the complete schedule for route no. 7. This seems to be a lot of effort and inconvenience to avoid travel on the Silver Line. To use the Silver Line, you would need to find your way from the cruise terminal to the Silver Line terminal on the west side of Drydock Avenue, just north of Black Falcon Avenue. Travel on the Silver Line to South Station, then change to the Red Line towards Alewife. Do not travel on the Red Line to Park Street, as that is not near Quincy Market. Instead, travel just one stop to South Station. Change there for the Orange Line towards Oak Grove. Then alight at State Street for Quincy Market. The Silver Line operates every 15 minutes, seven days a week. On return trips, be certain to board SL2 buses on the Silver Line for the cruise terminal. Attached is the complete schedule for the Silver Line. You should apply for a Senior CharlieCard for reduced fares. Apply here: http://www.mbta.com/fares/reduced/senior-charliecard. With the card, the bus fare (routes 4 and 7) is 85 cents, while the subway fare (Silver Line) is $1.10. MBTA Silver Line.pdf MBTA Route 7.pdf MBTA Route 4.pdf

Generally, that's correct. There are two broad categories of Amtrak employees: operating personnel on board the trains, and non-operating personnel (e.g., telephone call representatives and administrators). Personnel at the station can fit into either category. The operating personnel actually handle the trains, know what's going on, and are very good in accommodating passengers, many times seeking to avoid what is perceived as unnecessary or meaningless nuisances. They're not going to weigh or measure baggage, and only look at the reasonableness of the circumstances. Unless the train is (or will be) crowded there will be scant concern with the amount of baggage carried. And even if heavy the operating personnel will likely give a hand in bringing the baggage into the car if requested. It is the non-operating personnel who have the hang-ups with the baggage rules. Sometimes the station personnel will try to insert themselves to problems. For example, at New York Amtrak station personnel will monitor the main escalators leading to the platform, lining up passengers, inspecting tickets, and possibly raising baggage concerns. The best way to deal with this is to simply avoid dealing those station personnel (e.g., use another path the platform, utilize a red cap with tip in advance). It is not an airport, and you're not on an airplane. There are several types of cars with business class. The two types of greatest importance are the half-car business class that you observed and the full-car business class. The former type is better. It is café car, with food and beverage service in the middle, tables on one end that may be used by any passenger, and business class seating on the other end, separated with a drawn curtain. The seating is 2 + 1, well-upholstered, comfortable, and with leg rests. These were formerly club (parlor) cars now repurposed as business class. The latter type is little different from ordinary coach. Possibly a long-distance leg-rest coach will be used, but probably not. Maybe some extra legroom. Its primary benefit had been guaranteed seating, but with Amtrak having gone all-reserved on nearly all trains this is less of a concern today (though sometimes the issue still arises, and business class will mean having a seat in that case). Its benefit today is being a less crowded car, fewer families and screaming babies, and the absence of the backpack crowd.

You've given yourself well away with that clue . . . Arlington, Texas, is well-known with the professional transportation community as having that characteristic! Actually, Arlington used to have some public transportation years ago. The North Texas Traction Company operated an interurban railway in Arlington, part of a longer route between Fort Worth and Dallas, between 1902 and 1937. Within Arlington cars operated along Abram Street. Additionally, a corporate affiliate of the railway, Texas Motor Coaches, operated a parallel bus route between Fort Worth and Dallas, the buses operating along the length of Division Street, which was then highway U.S. 80 (additional express buses between Fort Worth and Dallas operated on the turnpike, but it was only the local transit buses that went through Arlington). The interurban railway is long gone, while the bus route became known as Texas Bus Lines. I am not certain exactly when the service was withdrawn, but it was probably in the early 1990s. The city of Arlington has since developed as low-density and auto-centric, resulting in a geography that would make it very difficult for there to be an efficient and effective local public transportation system within the city itself. The city could likely support longer commuter bus services to Dallas and/or Fort Worth, but the greatest barrier to that would likely be political opposition to the tax support that would like be required for such a service. As for New York City, I would agree that it can be "daunting" to people not used to being in large cities. This is especially because not only is New York City large, but it is the largest city in the country, exceeding by far all other large cities in the country. One of the ways to keep this daunting city in check is to not take on too much. Indeed, I don't think that anyone has conquered all of New York City--even lifelong residents--simply because it is so large. So how to deal with it and not get stressed out too much (I won't not stressed at all, but to at least keep things manageable)? One of the best ways: don't rent a car, and don't drive. Not only is motor vehicle traffic thick, but the roads are old and not always well-engineered, there are many signs all over (and then sometimes still enough), and pedestrians abound everyplace (and thus such NYC-specific traffic rules as mandatory stopping at red traffic signals, even when intending to turn right). Parking rules are understood by few--the posted regulatory signs are numerous, and it is best to have a law degree to synthesize and understand them all; parking tickets should be an expectation when driving. The answer is to let someone else do the driving. Use public transportation, or if need be, a taxi. There are very good maps for public transportation, and directional signage is generally good. Service is plentiful and frequent, at least for local trips within New York City, so rarely need one stress to rush for a bus or a train for the next one will come along soon. You will need to be attentive as to the next stop or station, for no one else will ensure that you alight at your destination. But that minor need is the greatest stress. Otherwise, enjoy the ride as your professional driver or motorman take you where you want to go. Using a taxi does not require attentiveness to the "next" stop--since the driver will take you to your requested destination--but because the fare varies based on distance, there are a small number of dishonest drivers who will go the long way. Thus, even in a taxi, one should be attentive so to avoid being cheated on the fare. None of this should be overly stressful, at so long as you do not drive yourself. The stress that is here can be manageable, particularly if you set your mind to not stressing out yourself merely because this city may be daunting. Perhaps an excursion into Dallas could provide some useful preparation. While DART light rail is not of the same magnitude as New York, the means by which one uses the DART system is not much different from using public transportation in New York. DART even has a subway station (Cityplace/Uptown). A day playing tourist in Dallas, using DART only, could be good practice.

While reading the very informative article by Juseau Empire I could not help but make the comparison with the situation in New York City. The federal government recently approved that city's plan to implement a congestion pricing scheme putatively because of a concern that there are too many vehicles trying the enter the urban core. The actual logistics has not yet been decided upon, but there is great industry concern that commercial buses will be deemed to be an enemy in causing traffic congestion, and that as a result of commercial buses will be saddled with disproportionate fees for required permits to enter midtown Manhattan. private automobiles will likely be subjected to a modest fee. A consortium of bus companies, BUS4NYC, has been formed to counter this wrong-headed belief that commercial buses cause congestion, and has been lobbying with the correct analysis that "buses are part of the solution to congestion; NOT part of the problem." The situation in Juneau is not vehicular traffic congestion but rather glacier visitor congestion. But the reaction of the Forest Service is like that of many in New York City, that the congestion problem is caused by commercial buses. Those wanting to visit the glacier by private automobile are subjected only to a modest visitor fee (five dollars per person), but those wanting to visit the glacier by bus are not only subjected to the same visitor fee but are now being outright refused entry. The correct response for traffic congestion in New York City is also the correct response for glacier visitor congestion in Juneau: buses are part of the solution to congestion, NOT part of the problem.

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The northeast corridor is as well overpriced, largely because the trains are used by business travelers and Amtrak is able to get away with it (particularly when business travel is time sensitive). The problem is exacerbated during holiday periods, with the result being that the northeast corridor is the only place where Amtrak consistently makes money. Fortunately, the corridor is so densely populated that there are many competitive transportation services and one can find transportation at very good fares. Even Amtrak offers some good fares, with off-hour trains between New York and Philadelphia having advance purchase fares as low at $10 one-way, and during the day at $19 one-way (though next to Acela first class fares over $200 and approaching $300!). Alaska is unlike the northeast corridor because neither of these two characteristics is present. First, there is virtually no travel on the Alaska Railroad for business purposes (although there is periodically discussion of commuter train travel). But like business travelers, the Alaska Railroad has a market of leisure travelers who are willing to pay exceptionally high fares. Second, there is no dense population in Alaska. There is simply not enough ordinary demand for there to be a network of competitive transportation service. But like the northeast, there are many leisure travelers without automobiles so that there is at least some demand for competitive services (e.g., Seward-Whittier to Anchorage, Anchorage to Denali), although not that competitive because, again, the travelers are will to pay high fares. Between the similarities and differences, coupled with the high cost of doing business in Alaska generally, transportation costs in Alaska are exceptionally high, and there are few choices to avoid those high costs.

The Alaska Railroad one-way fares between Anchorage and Seward are $119 coach, $243 first class. There is no discount for booking early. The distance between the two cities is 111 miles. Thus, the coach fare $1.07 per mile, while first class is $2.19 per mile. To compare, the railroad distance between Seattle and Portland is 146 miles. The Amtrak fares are as low as $27 advance-purchase coach, $66 full fare coach, $87 business class, which work out to be $0.18, $0.45, and $0.60 per mile, respectively. The Alaska Railroad cost is exceptionally expensive, with few railroads being more expensive (in my words, "overpriced"). Yet, the railroad can charge such expensive fares because there are so many people willing to pay these exorbitant fares, either not realizing the degree to which the fares are expensive, being carefree on vacation and not being concerned about cost, being a railroad enthusiast and succumbing to fare as fare required to ride upon this particular train route and/or its equipment, or similar reason. The bus fares, $69 one-way via Alaska Cruise Transportation, $75 one-way via Park Connection, are less expensive than the Alaska Railroad, but are nonetheless overpriced as well. These fares are $0.62 and $0.68 per mile, respectively. To compare, between Seattle and Portland the Greyhound Lines fare is $25 one-way, or $0.17 per mile. There is very little in Alaska that is inexpensive. Transportation in Alaska is generally expensive (perhaps the only significant exception being local public transportation, which in Anchorage costs $2.00, a fare comparable to cities of its size in the Lower 48).