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.
Steam and Electric Tramways.—Tramways with mechanical traction have developed rapidly. Between 1875, when the first line was opened, and 1901, the length of the lines grew to 1890 m. of steam and 270 m. of electric tramways. These lines exist principally in Lombardy (especially in the province of Milan), in Piedmont, especially in the province of Turin, and in other regions of northern and central Italy. In the south they are rare, on account partly of the mountainous character of the country, and partly of the scarcity of traffic. All the important towns of Italy are provided with internal electric tramways, mostly with overhead wires.
Carriage-roads have been greatly extended in modern times, although their ratio to area varies in different localities. In north Italy there are 1480 yds. of road per sq. m.; in central Italy 993; in southern Italy 405; in Sardinia 596, and in Sicily only 244. They are as a rule well kept up in north and central Italy, less so in the south, where, especially in Calabria, many villages are inaccessible by road and have only footpaths leading to them. By the act of 1903 the state contributes half and the province a quarter of the cost of roads connecting communes with the nearest railway stations or landing places.
Inland Navigation.—Navigable canals had in 1886 a total length of about 655 m.; they are principally situated in Piedmont, Lombardy and Venetia, and are thus practically confined to the Po basin. Canals lead from Milan to the Ticino, Adda and Po. The Po is itself navigable from Turin downwards, but through its delta it is so sandy that canals are preferred, the Po di Volano and the Po di Primaro on the right, and the Canale Bianco on the left. The total length of navigable rivers is 967 m.
Posts, Telegraphs and Telephones.—The number of post offices (including collettorie, or collecting offices, which are rapidly being eliminated) increased from 2200 in 1862 to 4823 in 1881, 6700 in 1891 and 8817 in 1904. In spite of a large increase in the number of letters and post cards (i.e. nearly 10 per inhabitant per annum in 1904, as against 5.65 in 1888) the average is considerably below that of most other European countries. The number of state telegraph offices was 4603, of other offices (railway and tramway stations, which accept private telegrams for transmission) 1930. The telephone system is considerably developed; in 1904, 92 urban and 66 inter-urban systems existed. They were installed by private companies, but have been taken over by the state. International communication between Rome and Paris, and Italy and Switzerland also exists. The parcel post and money order services have largely increased since 1887-1888, the number of parcels having almost doubled (those for abroad are more than trebled), while the number of money orders issued is trebled and their value doubled (about £40,000,000). The value of the foreign orders paid in Italy increased from £1,280,000 to £2,356,000—owing to the increase of emigration and of the savings sent home by emigrants.
At the end of 1907 Italy was among the few countries that had not adopted the reduction of postage sanctioned at the Postal Union congress, held in Rome in 1906, by which the rates became 2½d. for the first oz., and 1½d. per oz. afterwards. The internal rate is 15c. (1½d.) per ½ oz.; post-cards 10c. (1d.), reply 15c. On the other hand, letters within the postal district are only 5c. (½d.) per ½ oz. Printed matter is 2c. (1⁄5d.) per 50 grammes (12⁄3 oz.). The regulations provide that if there is a greater weight of correspondence (including book-packets) than 1¼ ℔ for any individual by any one delivery, notice shall be given him that it is lying at the post office, he being then obliged to arrange for fetching it. Letters insured for a fixed sum are not delivered under any circumstances.
Money order cards are very convenient and cheap (up to 10 lire [8s.] for 10c. [1d.]), as they need not be enclosed in a letter, while a short private message can be written on them. Owing to the comparatively small amount of letters, it is found possible to have a travelling post office on all principal trains (while almost every train has a travelling sorter, for whom a compartment is reserved) without a late fee being exacted in either case. In the principal towns letters may be posted in special boxes at the head office just before the departure of any given mail train, and are conveyed direct to the travelling post office. Another convenient arrangement is the provision of letter-boxes on electric tram-cars in some cities.
Mercantile Marine.—Between the years 1881 and 1905 the number of ships entered and cleared at Italian ports decreased slightly (219,598 in 1881 and 208,737 in 1905), while their aggregate tonnage increased (32,070,704 in 1881 and 80,782,030 in 1905). In the movement of shipping, trade with foreign countries prevails (especially as regards arrivals) over trade between Italian ports. Most of the merchandise and passengers bound for and hailing from foreign ports sail under foreign flags. Similarly, foreign vessels prevail over Italian vessels in regard to goods embarked. European countries absorb the greater part of Italian sea-borne trade, whereas most of the passenger traffic goes to North and South America. The substitution of steamships for sailing vessels has brought about a diminution in the number of vessels belonging to the Italian mercantile marine, whether employed in the coasting trade, the fisheries or in traffic on the high seas. Thus:—
| Year. | Total No. of Ships. | Steamships. | Sailing Vessels. | ||
| Number. | Tonnage (Net.) | Number. | Tonnage (Net.) | ||
| 1881 | 7815 | 176 | 93,698 | 7,639 | 895,359 |
| 1905 | 5596 | 513 | 462,259 | 5,083 | 570,355 |