Events preceding federal control, 290. — Decline in net income, 291. — Roads unprepared for the traffic of 1915, 293. — Voluntary unification through Railroads' War Board, 293. — Results not satisfactory, 297. — Railroads taken by the government, 300. — Reasons for federal control, 301. — Organization under federal control, 303. — Contract between Director General and railroad companies, 306. — The first period: unification and standardization, 309. — Joint use of terminals and other facilities, 310. — Utilization of motive power, 313. — Joint use of freight cars, 313. — Freight in solid train lots, 314. — Disregard of shippers' designation of routes, 314. — Diversion of exports to southern ports, 315. — Consolidation of ticket offices, 315. — Standardization of locomotives and cars, 316. — Simplification of accounting, 319. — Standardization of operating statistics, 321. — Reductions in passenger train service, 323. — "Sailing day plan" for less than car load freight, 326. — Abolition of "off-line" freight agencies, 327. — Increases in rates, 327. — Adjustment of complaints, 329. — Uniform classification, 329. — Labor problems and wage increases, 330. — Extent of freight congestion in December, 1917, 332. — Movement of foodstuffs for export, 332. — Bituminous coal situation, 333. — Movement of troops, 334. — Volume of tonnage moved in 1918, 335. — Operating results and operating efficiency; statistics, 336. — Financial results, 338.

I. Characteristics of this period, 30. — II. Labor policies. The national agreements, 35. — Extreme standardization of wages, 36. — Centralization in dealing with disputes and impairment of discipline, 39. — III. Relations with state commissions, 41. — Rate adjustments, 43. — Policy toward further advances in rates, 45. — Final refusal to make advances, 45. — IV. Upkeep of physical property. Provisions of the Control Act, 47. — Financial figures indicate adequate maintenance, figures in terms of physical units do not, 50. — The case of freight cars, 51. — V. Additions and betterments, 54. — VI. Financial result of the entire period of federal control, 57. — VII. How far the Administration policy of unification has proved permanent, 61. — VIII. Conclusion, 67.

I. Importance attached by Interstate Commerce Commission to cost of service, 209. — II. Its early requirements as to separation of expenses, 212. — Summary of present (1915) requirements of the Commission, 213. — Maintenance of way, 214. — Maintenance of equipment, 215. — Traffic, 217. — Transportation, 217. — General expenses, 219. — III. Diversity in opinion as to maintenance of way, 219. — Distinction between deterioration and wear and tear, 221. — Standard of maintenance for passenger service, 223. — IV. Tabulation of various bases used for maintenance of way expenses, 225. — The train mile, 225. — V. The gross ton mile, 229. — The locomotive mile, 230. — The locomotive ton mile, 230. — The car mile, 231. — The train mile and car mile combined, 231. — The weighted train ton mile and locomotive mile, 232. — Direct expenses, 232. — Operating revenue, 233. — VI. Locomotive fuel, 235. — Effect of use of ten different bases in the Boston and Maine milk case, 238. — Cost accounting problems now being considered, 239.

History and Organization of the various Railroad Brotherhoods, 264. — Their policies: removal of inequalities, seniority, attitude toward closed shop, 267. — Methods of payment and wage schedules for the engineers, 272. — Concerted movements by various brotherhoods before 1910, 273. — The successful strategy of the conductors and trainmen in 1910, 275. — The engineers' demands of 1910, adjusted by mediation, 279. — New demands for the eastern territory in 1912; final reference to the Board of Arbitration, 280. — Arguments of engineers, 284; of the railroads, 286. — The award, 288.— Some general questions: pay on weak roads, increase of freight rates, fairness of general rate of wages, 290. — The concluding recommendation of compulsory arbitration, 292.

Testimony before the Interstate Commerce Commission, 539. — "Scientific Management" to save railroads a million dollars a day, 539. — What is "Scientific Management?" — Its success in manufacturing establishments, 544. — Practically untried in railroad operation, 545. — Santa Fe experiments inconclusive, 546. — Differences between manufactories and railroads in extensive range of action (549). — Character of public service (550), and labor union influence, 553. — Progress of railroads in economical operation, 556. — Further progress possible by a more general adoption of best methods of best railroads, 559. — Difference between Scientific Management as a system and the best railroad methods not one in kind but in degree, 560.

Increase of wages planned by trainmen in 1907, but not pressed because of the panic, 140. — New movement in 1909, 141. — The first attack came on the Baltimore & Ohio. Arbitration and award under the Erdman Act, 144. — Arbitration on the New York Central, and settlement on the same basis on other lines, 148. — Effects of “standardization”; inequalities remain, and are even accentuated, 151. — Connection between increase of wages and advance of freight rates; the trainmen exert pressure for higher rates, 157.

Reviews the book "The Transportation Crisis," by G. Lloyd Wilson.