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| Preface | |
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| Introduction to the Illinois Paperback | |
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| Focusing the Problem | |
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| Historical Background | |
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| The Dominance of Local Interests to 1861 | |
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| The Integration of the Railroad Net, 1861-1890 | |
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| The Railroad Map, 1861 | |
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| Construction of the Railroad Map | |
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| Sources of Map Information | |
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| Representation of Gauges | |
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| Gauge Differences | |
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| New England and Canada, 1861 | |
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| Spokes to the Hub | |
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| Portland's Bid for Railroad Empire | |
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| Montreal and the Canadian System | |
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| The Middle Atlantic States, 1861 | |
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| New York's Three Systems | |
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| Philadelphia's Railroad Domain | |
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| Baltimore's B and O | |
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| Barriers at Western Gateways: Buffalo and Eric | |
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| Barriers at Western Gateways: Pittsburgh, Wheeling, and Parkersburg | |
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| The Midwest and South, 1861 | |
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| Gauge Differences in the Midwest | |
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| City Rivalries in the Midwest | |
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| The Beginnings of a Rail Network in the South | |
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| Gauge Differences in the South | |
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| Railroad Connections in Southern Cities | |
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| The Trend Toward Integration, 1861-1870 | |
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| Early Shipping Patterns | |
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| Factors Encouraging Railway Integration | |
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| Effect of the Civil War | |
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| Gauge of the First Transcontinental Railroad | |
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| Growth of the Grain Trade | |
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| Solving the Gauge Differentials, 1861-1880 | |
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| "Compromise" and Sliding Wheels; Car Hoists | |
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| "Double" Gauges | |
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| Narrow Gauge Railways | |
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| The Fast Freight Lines, 1861-1890 | |
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| Background | |
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| Early Fast Freight Lines | |
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| Cooperative Fast Freight Lines | |
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| The Pattern of the Fast Freight Lines | |
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| Growth and Abuses | |
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| Last Steps in Integration, 1880-1890 | |
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| Toward a Nation-wide Standard Gauge | |
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| The South Joins the Union | |
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| A Footnote on Gauge | |
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| The Railroad Pattern in 1890 | |
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| Notes | |
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| Key to Abbreviations of Railroad Lines Appearing on the Maps | |
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| Index | |