GTJ

Generally, that is the manner in which the Amtrak ticket would be booked. The problem here is that the cruise vessel will be arriving early in the morning, but the Coast Starlight will not be departing northbound late in the evening, and the question is: where to pass the intervening time and leave the baggage? If spent in San Francisco, then get the Amtrak-arranged bus at 555 Mission Street, between First Street and Second Street, in front of Chase Manhattan bank and near the Salesforce transit center. Caution: No station, no shelter, no baggage checking . . . nothing but a street curb. On the other hand, it might be more pleasurable spending the day in Berkeley or elsewhere in the East Bay. Without baggage, get the AC Transit "F" bus from the Salesforce transit center direct to several stops all around the university campus. Or get the BART subway train along Market Street to the downtown Berkeley station. At the end of the day, get the AC Transit "7" bus at any of several stops on Shattuck Avenue, Durant Avenue, or College Avenue direct to the Emeryville Amtrak station. There are also many other places where one could spend the day, in Oakland, Alameda, Piedmont, or other locations near Emeryville. With baggage, first head from San Francisco to Emeryville and drop off baggage at the Amtrak station before spending the day in the East Bay. Get the AC Transit "F" bus from the Salesforce transit center and alight at the first stop, on Christie Avenue immediately south of Powell Street. It is a short walk to the Amtrak station (go north on Christie Street one block past Powell Street to Shellmound Way, turn right and go one block east to Shellmound Street, turn left and go one block to the Public Market parking lot and pedestrian overpass to the station). After dropping off baggage, use the AC Transit "7" bus from the station to Berkeley, the "29" bus from Hollis Street to downtown Oakland, the "57" bus on Christie Street to Grand-Lake Oakland. Check the AC Transit bus map for ideas on other places to possibly visit (the idea of heading to Fenton's, on Piedmont Avenue in Oakland, for ice cream, is now on my mind; stopping at Ratto's, a deli and international grocer on Washington Street at Ninth Street in downtown Oakland, is always interesting; though I will always be drawn to Berkeley, where I earned my undergraduate degree and resided on the south side,off Telegraph Avenue, and the eclectic surrounding blocks).

Hopefully I can make additional commentary clear. The distance between White Pass and Fraser is minimal, only 7.3 miles. (Actually, the loop for White Pass station is one mile into Canada, so the distance between the White Pass loop and Fraser is closer to 6.3 miles). In other words, they are virtually the same destination. Nothing significant missed by going only to White Pass instead of Fraser. White Pass station consists solely of a turn-around loop. There is no station building, nor is there a station platform. It is removed from the parallel highway. All trains destined for White Pass are round-trip, no passengers board or alight at White Pass, and no buses can access the station. Fraser station has a station building and a station platform. It is immediately adjacent to the highway and Canadian immigration and customs, and it has a parking lot where buses can meet arriving and departing trains. Nearly all passengers on trains originating or terminating at Fraser board or alight at the station. There are NO train/bus combinations to or from White Pass. All White Pass train trips are round-trip. Nearly ALL train/bus combinations are to or from Fraser (some train/bus combinations are to or from Carcoss). All Fraser train trips are one-way (unless one has specifically purchased two one-way railroad tickets). The additional mileage between White Pass and Fraser is negligible to all except the most ardent railfans. The reason to go to White Pass is so that one can ride the train round-trip and not a train/bus combination. The reason to go to Fraser is so that one ride the train only one-way and in combination with a bus ride. There is no Celebrity excursion train/bus combination to White Pass. It is possible that the Celebrity marketing people are misrepresenting the excursion if it is being advertised as such. It is likely that Celebrity is offering a train/bus combination, with train one-way between Skagway and Fraser--which train passes through White Pass station without stopping--and a bus in the opposite direction. In other words, the same train/bus combination being offered by Chilkoot Tours (though possibly with a different bus portion itinerary). Typically, the train to Fraser has boarded passengers in Skagway on the siding between 11th Avenue and 12th Avenue, alongside a staging area where buses from the cruise vessels and the WP&Y station bring passengers. While I have not systematically observed how passengers board the train, I would anticipate that, as buses arrive, passengers from each bus would board the train. I suppose if boarding the train first is important one could walk to the boarding location in advance, and wait for the train to be spotted. From a general perspective, it does not really matter when one boards the train because all the cars are connected, and the entire train departs at once, regardless of when any particular passenger boarded. From a railfan's perspective, there might be a desire to travel in a particular car, perhaps based on its history (I would rather travel on a real historic car rather than a modern replica), so having a fleet roster in hand and being at the station when the train is spotted might be best for fulfilling that desire.

Until you mentioned it, I had not considered that missing attribute of Google maps. But given that Google does a decent job in being able to plan trips using public transportation timetables, it seems to me that their people should be able to integrate schedules into its highway route planning algorithm. Indeed, such algorithm would be applicable whenever driving is time-restricted in some manner, be it the Anderson Tunnel at Whittier, a ferry, an international border crossing open less than 24 hours daily, or any other route that operates on a fixed timetable (the inclined plane in Johnstown, Pennsylvania?!). Google should be up for that challenge.

That's why I set up the alternative as an incident on an expressway, where one may not be able to walk away! 🙂 But it is similar with the train. Depending on the location of the incident, the passengers on the train could either easily alight and walk away, or be stuck on an elevated structure without exit. There's no fool-proof way of ensuring that one will arrive timely at a destination, but one can consider likely outcomes. Ordinarily, I would foresee no greater risk of "getting stuck" by using a train on tracks than by using a motor vehicle on highway . . . or vice versa. If the consequences of "getting stuck" were substantial, then for either choice I would have a "Plan B" ready.

There can be an "incident" with any means of transportation selected. (Consider, for example, travel by highway, with an incident on the expressway and no means to leave the expressway either by vehicle or on foot.) Some types of transportation might lend themselves more readily to "Plan B" upon the happening of an incident. The best we can do is take reasonable precautions, recognizing, however, that even so things can possibly go wrong no matter what precautions are taken.

I do like reading Traveler, but I do so with a grain of salt. Their observation that "[v]isiting Québec City is like being in Europe without having to cross the Atlantic" is accurate, but so, too, is visiting Mexico City. But what I find most galling about these types of articles is their measurement of "friendliness" by assessing the receptiveness of people on foot. In many cities, people in a rush--and not receptive to visitors asking questions--are driving about isolated in cars and never stopped by these writers. Instead, only people with time on their hands, virtually all pedestrians in auto-centric cities, get assessed for their receptiveness. On the other hand, where I reside, in New York City, many, if not most, people on foot are in a rush, yet they are viewed as "unfriendly" simply because they're not exempt from being surveyed by being isolated in a car. Québec is a fabulous city for many reasons. I always enjoy being there, and I would never discourage visiting. But as a whole it is no more friendly than New York (and with its nationalism streak and many opposed to the use of English, it is arguably less friendly than New York).

That seems awfully expensive. It is about 40 miles each way, and Tri-Rail (the other passenger railroad service connecting Boca Raton with Miami) charges charges $6.25 per person each way, or $25 for two persons round-trip. In New York, where commuter train fares are generally high, a 40-mile peak trip on the LIRR is only $17.50 (off-peak $13.00). A basic coach ticket for Brightline is $19.50, slightly higher than the comparable LIRR peak ticket. On the plus side Brightline provides both higher quality service than Tri-Rail, and a far better station location in downtown Miami. But for a ride that is only one hour in duration (a bit shorter than the Tri-Rail route), a $200 fare premium over the comparable Tri-Rail fare, or a $150 premium over basic Brightline coach, seems quite steep.

I was earlier to tempted to write the same thing, but you've done so perhaps more concisely that I would have done. The technical term for Dial 7, Carmel, and similar entities is that they are a "base." A base consists of telephone lines for receiving calls from clients, a dispatch system that allows them to communicate with independent drivers, and a payment processing system. Bases, themselves, do not own motor vehicles, nor do they provide transportation; instead bases merely arrange for transportation to be provided by persons not employed by them. TNCs, such as Uber and Lyft, are simply bases with different (arguably more advanced) technology to connect with independent drivers, and different interfaces with their clients. In effect, these bases and TNCs are simply brokers, companies that arrange for transportation but do not, themselves, provide that service themselves. One can compare one base against another, but the bases of some comparisons are properly limited to the speed and courtesy to which these bases communicate with clients on the telephone, the functionality of their websites, and the amounts that they charge for their services in arranging for transportation. But because bases do not provide transportation, reviews of the transportation provided by independent drivers, or by the vehicles owned and operated by these independent drivers, has little to do with the quality of the base that had made the arrangements for that transportation. It does not help that these bases convey the improper image--or sometimes even falsely advertise--that are "car services," meaning providers of transportation by car. I would be amused by the many people who argue amongst themselves as to one base or another having better cars or better drivers, but for these improper images.

Overland transportation between Fairbanks and Deadhorse is operated by Dalton Highway Express. It is an all-day trip, 16 hours, departing Fairbanks Tuesdays and Saturdays, and returning from Deadhorse the following day, Wednesdays and Sundays. Service provided from June through August. Deadhorse Camp provides shuttle transportation between Deadhorse and the Arctic Ocean, a two-hour excursion, generally departing Deadhorse at 8:30 a.m. and 3:30 p.m. Dalton Highway Express may delay departure of its bus from Deadhorse to Fairbanks so as to allow passengers to take the two-hour tour to and from the Arctic Ocean and then continue southward to Fairbanks on the same day.

Depending on your age, then yes. The precise age for "elderly" is minimum 62 years. The precise location for the Grand Central Terminal bus stop--the last stop from Newark airport--is East 41st Street, just west of Lexington Avenue. More details at http://www.coachusa.com/airport-transportation/newark-airport.

I would not have contemplated the ferry route, but you're absolutely on-point for it being a distinct travel route. It does require attention to the details for making the connections, but if one is up for doing that, then it is practicable. The day of travel, August 31, 2024, will be a Saturday, so the ferry will depart Victoria at 6:30 p.m. (arriving at Pier 69 in Seattle at 9:15 p.m.), so that would be plenty of time to get from Canada Place to Victoria in time, either via local public transportation (Canada Line from Waterfront station to Bridgeport station, 19 minutes; bus route 620 from Bridgeport station to Tsawwassen, 35 minutes; BC Ferries from Tsawwassen to Swartz Bay, 1 hour 35 minutes; bus route 70 from Swartz Bay to Victoria, 54 minutes; total travel time excluding waiting time 3 hours 23 minutes) or by Wilson's BC Ferries Connector bus (from Pacific Central station to Victoria, total time including waiting time 3 hours 50 minutes). Great suggestion for an adventurous and scenic trip! Theoretically, one could also take the Black Ball ferry from Victoria to Port Angeles, and the connecting Greyhound Lines bus from Port Angeles to Seattle, but by the time you got to Port Angeles you would have missed the last connecting bus. Years ago I had taken the Washington State Ferries from Swartz Bay to Anacortes, and the connecting Evergreen Trailways bus from Anacortes to Seattle, but the connecting bus was discontinued several years ago, and now the Washington State Ferries no longer travel internationally. Thus, the only practicable ferry route is the Victoria Clipper service between Victoria and Seattle. Easiest trip, however, is Quck Coach Lines, direct from Canada Place cruise level departing at 9:10 a.m. or 10:45 a.m., or from Waterfront station at 1:45 p.m., arriving in downtown Seattle at 1:30 p.m., 3:45 p.m., or 6:45 p.m., respectively.

By definition, not a "must see" because most railroad passengers turn-back at White Pass. It is a scenic lake. Hard to say if worthwhile or not. Bennett station is accessible only by railroad or hiking, so that might influence the decision. The railroad timetable for the trip to Bennett and Carcross is as follows (times are both local and approximate: note local time is one hour later in Canada). Skagway depart 7:45 a.m. Tu We Th Fr Su Bennett arrive 11:15 a.m., depart 12:00 noon Carcross arrive 1:30 p.m. Carcross depart 2:00 p.m. Mo Tu We Th Sa Bennett arrive 3:30 p.m., depart 4:15 p.m. Skagway arrive 5:45 p.m. The railroad timetable for the trip to Fraser is as follows (times are both local and approximate: note local time is one hour later in Canada). Skagway depart 7:40 a.m., 12:40 p.m. daily Denver 8:10 a.m., 1:10 p.m. Glacier 8:45 a.m., 1:45 p.m. Fraser arrive 10:15 a.m., 2:15 p.m. Fraser depart 11:45 a.m., 4:35 p.m. daily Glacier 11:15 a.m., 4:05 p.m. Denver 11:50 a.m., 4:40 p.m. Skagway arrive 12:20 p.m., 5:10 p.m.

I am curious to know what services of Viator that you find to be most useful? Is it that the company makes it easier to book individual tours? That all the various tours from multiple tour operators are collected at one website? That the company acted as your advocate when something went wrong with the tour operator? Some other added value? I have used third-party intermediaries when I get something useful. For example, when booking a cruise, a third-party travel agent can sometimes secure better perks compared to dealing with the cruise line directly. If Viator offered something better, by using its services over booking directly, I would certainly consider using the company as a third-party intermediary. All that said, however, I do wonder, though, if many people get deceived into believing that Viator is a tour operator. Viator is, of course, a broker for tour operators, owned by Tripadvisor, the same entity that manages Cruise Critic, and thus there is a potential conflict of interest when Viator is promoted on Cruise Critic. The best consumers are those who are most informed and who approach sales offers critically!

The main problem with Viator is that the company does not actually operate any tours. It is a middleman for people who find it too difficult or inconvenient to book tours themselves. In some cases it charges extra for its middleman services. Generally, I prefer dealing directly with service providers, rather than having a third party intervene. In the case of witch in tours in Salem, one can book directly with Bewitchedtours.com LLC at http://www.bewitchedtours.com. If it is too complicated to book directly, then one can book the same tour using Viator as a third-party intermediary. It is a walking tour, so there is nothing that one could not also do independently by doing one's own research and walking around in Salem. The fee is for the commentary provided.

Is it difficult finding a taxi for a local trip? Can I expect there to be taxis at the port, or should I anticipate having to call? (No smartphone, so Uber/Lyft not practicable.) On the return trip, is there a taxi stand anywhere in the city of Cape Canaveral? Or another telephone to return? Are local taxis responsive to requests for service? In having researched a bit, it seems that most of the for-hire services are for for persons traveling between Port Canaveral and the city of Orlando, not between Port Canaveral and the city of Cape Canaveral.

Which is it that is in the "planning stages": the tourist railroad itself or the inclusive bus tour from Portland? If it is a new tourist railroad that is in the planning stages, that could be a fascinating development, one that adds to the several tourist railroads that operate throughout New England. But if it is merely a new bus tour package that will visit an already-existing tourist railroad, then it is just a matter of figuring out which railroad. As another has already commented, the Conway Scenic Railroad has a large presence in the area, but it would not be honest to represent it as being only one hour distant. As to the broader question of whether a trip on any of these tourist railroads (including the bus ride there and return) is worthwhile, a substantial factor is whether you are a railroad enthusiast seeking out train rides wherever they might be, or merely seeking a pleasant outing without any particular interest in railroads specifically. Different answers for each of these two distinct cohorts.

I am a transport enthusiast, so I would want to travel on as much of the railroad as possible. But for those who are not, and who only want to get a flavor of the railroad, then buying the cheapest ticket makes sense. And if you're looking to see as many distinct things as possible, then you also want to keep in mind that this railroad travels only a small portion, and if you limit your railroad trip to a small amount, with the remaining part of your time you can see other things as well. In sum it is hard for me to tell you the "correct" answer to your question . . . other than to say that the "wrong" answer is remaining in your stateroom for the duration of the port call!

What local transportation is available between Port Canaveral and the city of Cape Canaveral? Our cruise vessel will be calling at Terminal 10 at Port Canaveral on January 17, 2024. Ordinarily I would be inclined to walk from Terminal 10 over the Canaveral Locks bridge (state highway 401) to the other side, but appears that walking over the bridge and its approach roads is inadvisable or possibly prohibited outright. What transportation options, if any, exist?

Probably not the Green Mountain Railroad, as that railroad operates in Vermont and would be impracticable as a shore excursion from Portland. More likely it is the Wiscasset, Waterville and Farmington Railway, a narrow gauge line over which excursions are offered on three miles of track. The station and museum, is in Alma, Maine, fifty miles distant from Portland, Maine, about one hour travel time.

An overview of the railroad: The White Pass and Yukon Route is the marketing name of three commonly-controlled railroad companies. First is the Pacific and Arctic Railway and Navigation Company, which consists of 20.4 miles of track within the state of Alaska, between Skagway and the border between Alaska and British Columbia, which is at "White Pass." Second is the British Columbia-Yukon Railway Company, which consists of the next 32.2 miles of track within the province of British Columbia, between the border between Alaska and British Columbia and the border between British Columbia and Yukon. Third is the British Yukon Railway Company, which consists of the last 58.1 miles of track within the territory of Yukon, between the border between British Columbia and Yukon and Whitehorse. Most passenger trains operate between Skagway and White Pass, entirely within the state of Alaska, a distance of 20.4 miles. These trains operate on a round-trip basis (1 hour 20 minutes), meaning that the total distance traveled by railroad is 40.8 miles. Two passenger trains operate daily between Skagway, Alaska, and Fraser, British Columbia, a distance of 27.7 miles. These trains operate on a one-way basis (1 hour 30 minutes), with passengers typically traveling by bus in the opposite direction (unless they happen to purchase two one-way tickets). These trains also serve passengers at the intermediate stations of Denver, Alaska, and Glacier, Alaska. One passenger train operates five days per week between Skagway, Alaska, and Carcross, Yukon, a distance of 67.5 miles. These trains operate on a one-way basis (4 hours 45 minutes), with passengers typically traveling by bus in the opposite direction (unless they happen to purchase two one-way tickets). This train also serves passengers at the intermediate station of Bennett, British Columbia. The railroad track between Carcross, Yukon, and Whitehorse, Yukon, a distance of 43.2 miles, is presently out-of-service, and it appears unlikely that this segment will ever see railroad service restored. Passengers to and from Whitehorse are transported by a bus that travels from Skagway, through Fraser and Carcoss, to Whitehorse, and return. Passengers may elect to travel by railroad between Skagway and Fraser, or between Skagway and Carcross, and by bus between either Fraser or Carcross and Whitehorse; or travel the entire distance between Skagway and Whitehorse by bus. Generally, most people regard the portion of the trip between Skagway and White Pass to be the most scenic, and all trains do travel this portion in its entirety. Most of the independent tour operators book space on the trains to and from Fraser. Railroad enthusiasts will want typically want to travel as much of the railroad as possible, and will be drawn to the trains to and from Carcross. Although most passengers consider the entire route to be scenic, including the portion beyond White Pass, many persons not being rail enthusiasts may tire of a train trip longer than to Fraser. Choose the round-trip to White Pass if you want a train ride and nothing more. This is the trip that the cruise lines offer to their passengers, and the cruise lines may not offer their passengers any other options. Choose a one-way to or from Fraser for most tours that involve a train ride as an element among other activities (or more accurately, the tour operator will "choose" a one-way to or from Fraser). Choose a one-way to or from Carcross for certain tours or if you're a rail enthusiast (or if a real enthusiast, buy two one-way tickets, one from Skagway to Carcross, and another from Carcross to Skagway, but this is available on a single day only on Tuesdays, Wednesdays, and Thursdays). Whilte this is a relatively long description, hopefully it is sufficiently comprehensive--and without the sales hype that typically accompanies trip descriptions--so that you and others can make a wise decision as to what suits you best.

When buying a New Jersey Transit or Amtrak railroad ticket to or from Newark Liberty International Airport station, the fare collected for the ticket is the combined total of the railroad fare plus the AirTrain monorail fare. Such railroad tickets sold by New Jersey Transit are specially coded to automatically activate the fare gates, but not so for railroad tickets sold by Amtrak and these are handled manually. Where passengers have a New Jersey Transit or Amtrak railroad ticket to or from some other station, but choose to board or alight at Newark Liberty International Airport station (something that is entirely legitimate to do, as railroad tickets may be used to and from intermediate points), the AirTrain monorail fare is not included, and a separate fare must be paid for the AirTrain monorail service at the Newark Liberty International Airport station. This discussion, however, is mere detail as to the mechanisms by which the two fares--AirTrain monorail and commuter railroad--are collected. More generally, both fares get collected, be it in one transaction or two transactions. For someone who is traveling from one of the Newark airport passenger terminals to midtown Manhattan, the combined AirTrain monorail fare plus the commuter railroad fare is collected in a single ticket purchase transaction at the Newark Liberty International Airport station. For someone who is traveling from midtown Manhattan to one of the Newark airport passenger terminals, the combined commuter railroad fare plus the AirTrain monorail fare is collected in a single ticket purchase transaction at New York Pennsylvania Station. Finally, there may be some confusion as to the applicability of fares for using the AirTrain monorail service. The fare is $8.50 only if one's AirTrain monorail travel begin or end at the Newark Liberty International Airport station. If one does not begin or end AirTrain monorail travel at the Newark Liberty International Airport station, then the $8.50 fare does not apply. Similarly, the fare is $7.25, or $3.25 for elderly and disabled, only if one's commuter train travel is between New York Pennsylvania Station and any zone 5 station, including Newark Liberty International Airport station. If one does not travel between these stations, then the $7.25, or $3.25 for elderly and disabled, fare does not apply. In short, fares vary depending on the points between which one travels. In my prior post, I noted only the relevant fares applicable to a journey between the Newark airport passenger terminals and Manhattan, and I made no attempt to note the fares applying to travel between other points.

There are three terminals in New Jersey that have regular ferry service to Pier 79 in midtown Manhattan. Pier 79 is at West 39th Street; the Manhattan Cruise Terminal encompasses pier 88 and pier 90, located at West 48th Street and West 50th Street, respectively, about one-half mile from pier 79. The three terminals in New Jersey are (1) Port Imperial, in Weehawken; (2) Lincoln Harbor, in Weehwken; and (3) 14th Street, in Hoboken. Ferries operate at least every 20 minutes, and travel time across the river is 8 to 12 minutes. Regular one-way fare is $9.50, $8.75 for seniors There are two hotels adjacent to Port Imperial (Residence Inn and Envue), one hotel adjacent to Lincoln Harbor (Sheraton), and no hotels adjacent to 14th Street. Transportation between Newark airport and these New Jersey terminals and hotels is primarily by private transportation, though public transportation is practicable but not convenient (broadly: local bus route 62 to Newark Pennsylvania Station, then PATH subway to Exchange Place or Hoboken, then light rail train to Lincoln Harbor or Port Imperial).

Generally, public transportation is more affordable than private transportation, but private transportation is more convenient than public transportation. Which is better is a value judgment only you can make. As to private transportation, other persons on this board can provide better advice than I can provide. As to public transportation, there are three reasonable options. All provide service from the airport to midtown Manhattan. For the return trip, all of the three options can be followed in reverse back to Newark airport (with Port Authority Bus Terminal being closest to the Manhattan Cruise Terminal). The three options, in order from most convenient and most expensive to least convenient and least expensive, are as follows. 1. Express bus, operated by Coach USA, from each Newark airport terminal to three locations in midtown Manhattan: Port Authority Bus Terminal, Bryant Park, and Grand Central Terminal. Express bus departs at least every 45 minutes, travel time is about one hour, regular one-way fare is $18.70, $9.35 for elderly and disabled. 2. "AirTrain" monorail plus commuter train, operated by Alstom (under contract to the Port Authority of New York and New Jersey) and New Jersey Transit, respectively, from each Newark airport terminal to one location in midtown Manhattan: Pennsylvania Station. (a) AirTrain monorail departs at least every 5 minutes, travel time from the Newark airport terminals to Newark Liberty International Airport station is 7 to 20 minutes, one-way fare for all is $8.50. (b) Commuter trains depart at least three times per hour, travel time from Newark Liberty International Airport station to midtown Manhattan is 27 minutes, regular one-way fare is $7.25, $3.25 for elderly and disabled. N.B. A single ticket, combing the AirTrain monorail fare plus the commuter train fare, is sold at Newark Liberty International Airport station. 3. Local bus plus "PATH" subway train, operated by New Jersey Transit and Port Authority of New York and New Jersey, respectively, from each Newark airport terminal to many locations in midtown Manhattan and one location in lower Manhattan. (a) Local bus route 62 departs at least every 20 minutes, travel time from the Newark airport terminals to Newark Pennsylvania Station is 15 to 19 minutes, regular one-way fare is $1.60, 75 cents for elderly and disabled. (b) PATH subway trains depart at least every 20 minutes, travel time from Newark Pennsylvania Station to lower Manhattan is 25 minutes, regular one-way fare is $2.75, $1.25 for seniors (but only with a SmartLink card obtained in advance). Change at Journal Sqaure station, in Jersey City, for all points wtihin midtown Manhattan. N.B. Separate fares must be paid for the local bus and the PATH subway train.

For literally being on the water, the Hyatt Regency Jersey City on the Hudson would take the prize. It is located immediately adjacent to (north of) J. Owen Grundy Park. It was originally the main "New York" terminal of the Pennsylvania Railroad, prior to the opening of Pennsylvania Station in midtown Manhattan in the year 1910. That terminal, along with the ferry slips and the elevated main line above what is now Christopher Columbus Drive, have all since been removed, and its place is J. Owen Grundy Park, a riverfront pier and promenade, with pavilion and periodic festivals and shows. Between the hotel and the park is the Exchange Place PATH (subway) station, with a 4-minute ride to World Trade Center in lower Manhattan. For a more scenic trip to Manhattan, four blocks south of the hotel is the Paulus Hook ferry terminal, with a 7-minute ride to Brookfield Place and Battery Park City in lower Manhattan via NY Waterway vessel. All along the waterfront is a pedestrian walkway, with fabulous views of the Manhattan skyline across the river. The Hyatt House Jersey City and the DoubleTree by Hilton Hotel & Suites Jersey City are both nearly on the waterfront, but the Hyatt Regency is best for actually being on the water. All are typically in the mid-$200 range for a summer weekend night. But again, I am commenting only on the area and I do not vouch for the quality of any individual hotel. I will also note that all of the hotels in this area are within a short walk of the light rail trains to Bayonne. Should you decide to save a few dollars on embarkation day, you can ride the train from Jersey City to Bayonne (regular fare is $2.25 per person), and then a local taxi or other hired car from the Bayonne train station to the cruise terminal itself.

Excellent; there are several nearby hotels, and so the incremental distance should not make a difference! I can respond only with respect to location, not the services provided at the hotels, because I live locally and have no need for hotel accommodation. One of the attractions of staying at Exchange Place in Jersey City is the waterfront. There are a few hotels that are right next to the water, but the Canopy by Hilton is not one of them. But it is close enough to constitute an easy stroll should you decide to do so in the evening. This is hotel is in the heart of Jersey City, with City Hall just three blocks south. The nearby waterfront to the east has been redeveloped to be is the financial hub of the city, Wall Street West, with many tall buildings filled with office workers during the day, but less nights and weekends. The north, Newport, has also been redeveloped, even more substantially, with the former railroad yards now replaced with the Newport Centre shopping mall and a number of big box stores (beyond Newport is the City of Hoboken, a remarkable small city in its own right). To the west is the older, and less affluent, shopping street, Newark Avenue. Should you elect to make a trip into Manhattan, it is a very easy and quick trip on the PATH (subway) train from the Grove Street station, two blocks from your hotel . . . for $2.75 per person, you will be in midtown Manhattan, Greenwich Village, or the World Trade Center in just a few minutes. A nice place to eat nearby is Razza, 275 Grove Street, a short walk and directly across the street from City Hall. Good wood-fired pizzas. Others can provide additional reviews of the many good places both here and in Hoboken. It is difficult for me not to say enough nice things about this neighborhood. You can be a tourist but not feel like one. The hotel should not cost as much as a hotel in midtown Manhattan; I think that if the cost is sufficiently lower than midtown Manhattan, the neighborhood makes this hotel worth paying more than a hotel near the airport.