Comparing the state of things in 1901 with that of 1881, for the whole country, we find the passenger and goods traffic almost doubled (except the cattle traffic), the capital expenditure almost doubled, the working expenses per mile almost imperceptibly increased, and the gross receipts per mile slightly lower. The _personnel_ had increased from 70,568 to 108,690. The construction of numerous unremunerative lines, and the free granting of concessions to government and other employees (and also of cheap tickets on special occasions for congresses, &c., in various towns, without strict inquiry into the qualifications of the claimants) will account for the failure to realize a higher profit. The fares (in slow trains, with the addition of 10% for expenses) are: 1st class, 1.85d.; 2nd, 1.3d.; 3rd, 0.725d. per mile. There are, however, considerable reductions for distances over 93 m., on a scale increasing in proportion to the distance.
The taking over of the main lines by the state has of course produced a considerable change in the financial situation of the railways. The state incurred in this connexion a liability of some £20,000,000, of which about £16,000,000 represented the rolling stock. The state has considerably improved the engines and passenger carriages. The capital value of the whole of the lines, rolling stock, &c., for 1908-1909 was calculated approximately at £244,161,400, and the profits at £5,295,019, or 2.2%.
Milan is the most important railway centre in the country, and is followed by Turin, Genoa, Verona, Bologna, Rome, Naples. Lombardy and Piedmont are much better provided with railways in proportion to their area than any other parts of Italy; next come Venetia, Emilia and the immediate environs of Naples.
The northern frontier is crossed by the railway from Turin to Ventimiglia by the Col di Tenda, the Mont Cenis line from Turin to Modane (the tunnel is 7 m. in length), the Simplon line (tunnel 11 m. in length) from Domodossola to Brigue, the St Gotthard from Milan to Chiasso (the tunnel is entirely in Swiss territory), the Brenner from Verona to Trent, the line from Udine to Tarvis and the line from Venice to Triest by the Adriatic coast. Besides these international lines the most important are those from Milan to Turin (via Vercelli and via Alessandria), to Genoa via Tortona, to Bologna via Parma and Modena, to Verona, and the shorter lines to the district of the lakes of Lombardy; from Turin to Genoa via Savona and via Alessandria; from Genoa to Savona and Ventimiglia along the Riviera, and along the south-west coast of Italy, via Sarzana (whence a line runs to Parma) to Pisa (whence lines run to Pistoia and Florence) and Rome; from Verona to Modena, and to Venice via Padua; from Bologna to Padua, to Rimini (and thence along the north-east coast via Ancona, Castellammare Adriatico and Foggia to Brindisi and Otranto), and to Florence and Rome; from Rome to Ancona, to Castellammare Adriatico and to Naples; from Naples to Foggia, via Metaponto (with a junction for Reggio di Calabria), to Brindisi and to Reggio di Calabria. (For the Sicilian and Sardinian lines, see SICILY and SARDINIA.) The speed of the trains is not high, nor are the runs without stoppage long as a rule. One of the fastest runs is from Rome to Orte, 52.40 m. in 69 min., or 45.40 m. per hour, but this is a double line with little traffic. The low speed reduces the potentiality of the lines. The insufficiency of rolling stock, and especially of goods wagons, is mainly caused by delays in "handling" traffic consequent on this or other causes, among which may be mentioned the great length of the single lines south of Rome. It is thus a matter of difficulty to provide trucks for a sudden emergency, e.g. the vintage season; and in 1905-1907 complaints were many, while the seaports were continually short of trucks. This led to deficiencies in the supply of coal to the manufacturing centres, and to some diversion elsewhere of shipping.