Passenger Trains > Chicago Dearborn Station Question

In watching old films of Santa Fe's streamliners it's easy to note that these trains used 4, 5, even 6 F units. Allowing for headend cars I would think that Dearborn being a stub station the trains would be "sticking out" beyond the platforms.  How did the passengers toward the rear exit the trains?
This scenario also applies to the other Chicago stations.  I have always thought of the passengers inconvenience of detraining and then having to walk past the headend cars and a healthy string of locomotives 

I can't speak to practices at Dearborn but it was common practice with the CB&Q on the south side of Union Station.

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Chicago Union Station Files - Setting over inbound trains



Edited 1 time(s). Last edit at 04/05/26 20:43 by Englewood.

I'm not much help but was timely enough to have boarded and detrained several times to and from mainly  the combined Super Chief and El Capitan, once the San Francisco Chief back in the 1970-1971 era. I certainly do not recall any inconveniences or unusual lenghty walks. I have always used checked baggage and so there were never any inconveniences that way.



Edited 1 time(s). Last edit at 04/06/26 11:44 by PRSL-recall.

Santa Fe typically used the low side (low numbers - longest tracks). I never saw more than the power hanging out beyond the end of the platform. Never saw Santa Fe double in or out.I did see  sections when trains were too big.

TAW

I seem to remember that for a period of time, Amtrak would turn inbound trains on the 18th Street wye and back them into Union Station so that passengers wouldn't have to walk past the locomotives.  That practice has long since been discontinued.  However, the CONO, Saluki and Illini have to back into and out of Union Station so they will be facing the proper direction as they travel over the St. Charles Air Line to the Illinois Central (CN) tracks/