19th and early 20th centuries, alongside the South Side Elevated, Lake Street Elevated, and Northwestern Elevated Railroad. The four lines were brought under a common management in 1913, and were formally merged in 1924 under the Chicago Rapid Transit Company. At that point, the former Metropolitan's operations became part of the Metropolitan Division of the CRT. The publicly-owned CTA replaced the CRT, which had proven chronically unprofitable, in 1947, having been chartered for the purpose by the Illinois General Assembly in 1945. By this time, the Congress Street branch, a project to include rapid transit in the median of the Congress Street superhighway to replace the main line and Garfield Park branch, was underway, and the CTA entered negotiations regarding its construction. Operation The main line was an extremely busy place in the late 1940s and early 1950s; in 1948, several trains on each track were within eyesight of one another during rush hours. The line was approximately in length between Market Junction and Marshfield Junction, and had multiple curves, such that the longest section of straight track was less than long. Trains often braked for curves which had speed restrictions of or less; signals were used in "blind curves" where following trains were unable to look ahead. The tracks were numbered 1 through 4 from north to south; tracks 1 and 3 were used for express operations for respective outbound and inbound trains that did not make stops during rush hours, while tracks 2 and 4 were for the respective outbound and inbound locals. Rolling stock 569 wooden cars were built for the Metropolitan's operations between 1894 and 1907, by the builders Pullman, Harlan & Hollingsworth, American Car & Foundry, Barney & Smith, and Jewett. In the early 20th century, the Metropolitan decided to offer funeral trains on its lines, entering into an agreement with the CA&E to carry such trains to Oak Ridge and Mount Carmel cemeteries. One funeral car was built specifically for the purpose, and another retrofitted after the concept proved successful. After the decline of the funeral car business, the retrofitted unit was converted once again, into a medical examining station. Arising and benefiting from the poor road conditions in Chicago's western suburbs, the service carried an average of 22 trains a week by October 1907. was rebuilt to have a specially-dedicated elevator for caskets to load onto the funeral trains. The service declined and