Alexandria Nick
Lead Service Attendant
I was thinking this morning, while looking at vintage photography, and a thought came to me:
Back in 1971, there were plenty of locales that had more than one station. Presumably, trains that called at Station X and Station Y continued to do so after Amtrak Day. But as they were rescheduled, rerouted, and so on, some of those stations had to have fallen by the wayside or were relocated to new facilities. Was there a concerted effort to do so? When moves were made, how did they get made?
Mainly, my thoughts are generated from Pittsburgh. There were three stations at the time. One was a stub ended commuter station and that one went right out. That left the old PRR station and the P&LE station. PRR survived, in the end, but the P&LE station had a much better location and, frankly, is nicer overall. How did Pittsburgh end up getting saddled with a depressing little bunker with no parking, limited road access, and virtually no transit options when there's a much better extant facility a mile away?
Back in 1971, there were plenty of locales that had more than one station. Presumably, trains that called at Station X and Station Y continued to do so after Amtrak Day. But as they were rescheduled, rerouted, and so on, some of those stations had to have fallen by the wayside or were relocated to new facilities. Was there a concerted effort to do so? When moves were made, how did they get made?
Mainly, my thoughts are generated from Pittsburgh. There were three stations at the time. One was a stub ended commuter station and that one went right out. That left the old PRR station and the P&LE station. PRR survived, in the end, but the P&LE station had a much better location and, frankly, is nicer overall. How did Pittsburgh end up getting saddled with a depressing little bunker with no parking, limited road access, and virtually no transit options when there's a much better extant facility a mile away?