Professional Documents
Culture Documents
Ciccarelli Groote RSE2017
Ciccarelli Groote RSE2017
provinces, 1839-1913
Carlo Ciccarelli, Peter Groote
1. Introduction
We thank Brian A’Hearn, Paul Elhorst, Alessandro Nuvolari, and Marco Percoco
for comments and suggestions.
1
This paper is related to the research program tWIST («towards Wellbeing,
Innovation, and Spatial Transformation») of the Faculty of Spatial Science of the
University of Groningen. This paper complements the work by Ciccarelli and
Groote (2016), that presents a full description of the sources and methods of the
geodatabase of Italian railways for the years 1839-1913.
2
The full GIS-database will be soon available at the website of the University
of Groningen – GeoServices.
Railway Endowment in Italy’s Provinces, 1839-1913 47
3
The more recent quantitative contributions focusing on socio-economic
developments at the provincial level include, among others, A’Hearn et. al. (2016),
Cappelli (2016; 2017), Ciccarelli and Elhorst (2016), Ciccarelli and De Fraja
(2014), Ciccarelli and Fachin (2016), Ciccarelli and Fenoaltea (2013), Ciccarelli
and Missiaia (2013), Ciccarelli and Proietti (2013), Ciccarelli and Weisdorf (2016),
Daniele et al. (2016), Nuvolari and Vasta (2016), and Vecchi (2017) providing a
considerable update of the data and methodologies presented in Vecchi (2011).
The range of topics covered is rather vast and includes statistical reconstructions
on present population, industrial value added, sectoral composition of the labor
force, sectoral specialization within manufacturing, literacy and public expenditure
on the educational system, measures of political participation, heights of the
Italian conscripts, public revenues from indirect taxes, the territorial diffusion of
cigarettes, age-heaping and numeracy, market potential. The above contributions
refer typically to the post-unification period, even with a long-run perspective.
An exception is Ciccarelli and Weisdorf (2016) reporting decennial benchmark
estimates of provincial literacy rates by gender for the period 1821-1911. The
reported list of contributions and topics is necessarily not exhaustive. We apologize
in advance for eventual omissions.
48 Carlo Ciccarelli and Peter Groote
4
Berkeley (1932), Crispo (1940), and De Biase (1940) constitutes standard
references on the relation between the Italian Risorgimento and early railway
developments.
5
Mario Abrate, among the leading experts of industrialization in Piedmont,
presents interesting calculations on the matter. In the early 1870s the coal delivered
to Turin from St. Etienne (central eastern France) by railways had a price of 35 lire
per tons (of which about 15 lire for the coal itself, and 20 lire as transport cost)
while the coal shipped from Cardiff to the port of Genoa, and then to Turin by
railways had a total cost of about 55 lire per ton (Abrate, 1970, pp. 28-29).
6
It is however important to recall that even after the introduction of railways
traditional costal shipping played an important role within the Italian transport
system, and that the Italian rail fares of the time were probably excessively
expensive (Fenoaltea, 2011, pp. 183-186).
Railway Endowment in Italy’s Provinces, 1839-1913 49
7
For reason of space, Appendix A1 reports the estimates for the years 1839-
1876, while Appendix A2 those for the years 1877-1913. A further breakdown of
the estimates into main and secondary lines, and standard and narrow gauge lines
is available on request.
50 Carlo Ciccarelli and Peter Groote
8
This section is largely based on section 2 of Ciccarelli and Groote (2016).
9
Feature service class Ferrovie_Italiane (and FerrovieItaliane for a less detailed
version), made available in ArcGIS online by Pierluigi Centomini, whom we thank
for this.
Railway Endowment in Italy’s Provinces, 1839-1913 51
10
http://www.ferrovieabbandonate.it/index.php last accessed, August 2016; we
are grateful to all people that have participated in creating this website.
52 Carlo Ciccarelli and Peter Groote
1851 1871
1891 1911
11
http://sistat.istat.it, last accessed August 2016. SISTAT, created in 2011,
stands for Sistema Informativo Storico delle Amministrazioni Territoriali (Historical
Informative System on Territorial Administrative Units).
54 Carlo Ciccarelli and Peter Groote
12
In 1877 the municipality of Isola Sant’Antonio, formerly belonging to the
province of Pavia, was absorbed by the province of Alessandria. According to the
population census of 1881, the present population of Isola Sant’Antonio amounted
to 1,375 inhabitants while the present population of the province of Alessandria
amounted to 729,710 inhabitants. See Ciccarelli and Groote (2016) for an exhaustive
list of the changes in provincial borders that occurred during 1866-1884. In any case,
the few cases of changing provincial borders are mostly of reduced importance.
Railway Endowment in Italy’s Provinces, 1839-1913 55
13
Data on the railways extension are of course abundant in the historical
sources (as documented, for instance, in Fenoaltea, 2015, pp. 67-81, and Ferrovie
56 Carlo Ciccarelli and Peter Groote
dello Stato, 1996). However, the data are rarely grouped at the regional or
provincial level, which often constitutes the spatial scale used in empirical analysis.
14
The 69 provinces are grouped into 16 regions in the Appendices A1-A2.
15
Box plots are well known statistical tools. They are constructed by drawing a
box between the 75th and 25th percentile (corresponding of course to the third and
first quartile, usually denoted with Q3 and Q1) of the distribution. The solid line
drawn across the box denotes the 50th percentile (corresponding to the median)
and represents a measure of the location of the distribution. The difference Q3-Q1
is called the interquartile range and represents a measure of dispersion. Outliers,
that is extreme values far away in the tail of the distribution, are represented by
means of dots.
Railway Endowment in Italy’s Provinces, 1839-1913 57
0.2
Density
0.1
0
−20 −10 0 10 20
20
10
−10
−20
−30
0 50 100 150 200
69 provinces, 3 observations each
Figure 3. Railway extension (kms) in Italian provinces in 1861, 1886, and 1909: a
comparison of the data reported in Ferrovie dello Stato (1911) and in
the Appendices A1-A2 to this paper.
Source: See text.
50
40
30
20
10
0
−10
−20
−30
−40
−50
PI LI LO VE EM TO MA UM LA AB CM PU BA CL SI SA
A) Piedmont
2.000
1.500
1.000
500
1860 1870 1880 1890 1900 1910
B) Latium
800
600
400
200
0
1860 1870 1880 1890 1900 1910
New estimates Ciccarelli and Fenoaltea (2009)
16
Ciccarelli and Fenoaltea (2009), pp. 124-126.
17
As a further term of comparison we also considered the provincial estimates
for the year 1915 reported in Collegio degli Ingegneri Ferroviari Italiani (1916),
and the national estimates of the railway extension presented in Istat (1958, pp.
136-137). The results of these comparisons are not reported for reason of space,
but are available on request.
Railway Endowment in Italy’s Provinces, 1839-1913 61
15
12
0
1840 1850 1860 1870 1880 1890 1900 1910
700
600
500
400
300
200
100
0
1840 1850 1860 1870 1880 1890 1900 1910
80
70
60
50
40
30
20
10
0
1840 1850 1860 1870 1880 1890 1900 1910
ITA NW CNE S
80
60
40
20
0
1840 1850 1860 1870 1880 1890 1900 1910
80 80
60 60
40 40
20 20
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Alessandria Cuneo Genoa Porto Maurizio
Novara Turin
Lombardy Venetia
150 80
60
100
40
50
20
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Bergamo Brescia Belluno Padua
Como Cremona Rovigo Treviso
Mantua Milan Udine Venice
Pavia Sondrio Verona Vicenza
Emilia-Romagna Tuscany
100 100
80 80
60 60
40 40
20 20
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Bologna Ferrara Arezzo Florence
Forlì Modena Grosseto Leghorn
Parma Piacenza Lucca Massa-Carrara
Ravenna Reggio Emilia Pisa Siena
Marches Umbria
80 50
40
60
30
40
20
20
10
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Ancona Ascoli Piceno Perugia
Macerata Pesaro Urbino
Figure 9. The density of railways in Italian provinces, 1839-1913 (kms of rail per
1,000 squared kms of territory).
Source: Authors’ elaborations on data reported in Appendices A1-A2.
Latium Abruzzi
80 80
60 60
40 40
20 20
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Rome Aquila Campobasso
Chieti Teramo
Campania Apulia
250 80
200
60
150
40
100
20
50
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Avellino Benevento Bari Foggia
Caserta Naples Lecce
Salerno
Basilicata Calabria
40 100
80
30
60
20
40
10
20
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Potenza Catanzaro Cosenza
Reggio Calabria
Sicily Sardinia
80 50
40
60
30
40
20
20
10
0 0
1841 1851 1861 1871 1881 1891 1901 1911 1841 1851 1861 1871 1881 1891 1901 1911
Caltanissetta Catania Cagliari Sassari
Girgenti Messina
Palermo Syracuse
Trapani
Figure 9. (continues)
66 Carlo Ciccarelli and Peter Groote
Table 1. Average regional density of railway, selected years 1841-1911 (kms of rail
per 1,000 squared kms of territory)a
1841 1851 1861 1871 1881 1891 1901 1911
18
We are aware of no complete historical georeferenced database of the Italian
transport system (including items such as roads, railways and related train and
postal stations, sea transport and related ports and harbors, waterways, steamboat
navigable rivers, and canals).
Railway Endowment in Italy’s Provinces, 1839-1913 67
note that after the turn of the century there was essentially
little or no expansion of railways in many regions including
Liguria in the North, Latium and Umbria in the Center, and
Basilicata, Calabria, Sardinia in the South.
5. Conclusions
Appendices
1839 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.9 0.0
1840 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.9 0.0
1841 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.9 0.0
1842 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.9 0.0
1843 0.0 0.0 0.0 0.0 0.0 0.0 21.9 21.0 0.0
1844 0.0 0.0 0.0 0.0 0.0 0.0 33.0 39.9 0.0
1845 0.0 0.0 0.0 0.0 0.0 0.0 33.0 39.9 0.0
1846 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1847 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1848 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1849 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1850 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1851 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1852 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1853 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1854 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1855 0.0 0.0 0.0 0.0 0.0 0.0 45.0 39.9 0.0
1856 0.0 0.0 0.0 0.0 0.0 0.0 55.7 39.9 5.3
1857 0.0 0.0 0.0 0.0 0.0 0.0 55.7 39.9 5.3
1858 0.0 0.0 0.0 0.0 0.0 0.0 55.7 39.9 5.3
1859 0.0 0.0 0.0 0.0 0.0 0.0 55.7 39.9 5.3
1860 0.0 0.0 0.0 0.0 0.0 0.0 55.7 44.5 28.1
1861 0.0 0.0 0.0 0.0 0.0 0.0 97.2 44.5 43.6
1862 0.0 0.0 0.0 0.0 0.0 0.0 97.2 44.5 43.6
1863 0.0 0.0 25.7 51.0 0.0 0.0 148.1 44.5 68.8
1864 0.0 35.4 73.7 51.0 0.0 0.0 148.1 44.5 68.8
1865 0.0 35.4 73.7 51.0 0.0 0.0 148.1 44.5 68.8
1866 0.0 35.4 73.7 51.0 0.0 0.0 148.1 44.5 74.7
1867 0.0 35.4 73.7 51.0 1.3 0.0 165.0 62.5 74.7
1868 0.0 35.4 73.7 51.0 18.9 71.5 179.5 62.5 74.7
1869 0.0 35.4 73.7 51.0 37.3 71.5 179.5 62.5 77.3
1870 0.0 35.4 73.7 51.0 43.0 71.5 179.5 62.5 77.3
1871 0.0 35.4 73.7 51.0 43.0 71.5 179.5 62.5 77.3
1872 0.0 35.4 73.7 51.0 43.0 71.5 179.5 62.5 77.3
1873 19.7 35.4 106.0 64.4 43.0 71.5 179.5 62.5 77.3
1874 19.7 35.4 106.0 64.4 43.0 71.5 179.5 62.5 94.9
1875 80.0 35.4 106.0 64.4 43.0 71.5 179.5 62.5 116.3
1876 80.0 35.4 106.0 64.4 43.0 71.5 179.5 62.5 116.3
Railway Endowment in Italy’s Provinces, 1839-1913 75
1839 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1840 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1841 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1842 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1843 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1844 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1845 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1846 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1847 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1848 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1849 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1850 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1851 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1852 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1853 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1854 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1855 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1856 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1857 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1858 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1859 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1860 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1861 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1862 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1863 0.0 0.0 0.0 0.0 14.1 0.0 0.0 0.0 0.0
1864 0.0 0.0 0.0 0.0 31.5 0.0 0.0 0.0 0.0
1865 0.0 0.0 0.0 0.0 31.5 0.0 0.0 0.0 0.0
1866 0.0 0.0 0.0 47.3 36.7 0.0 0.0 0.0 0.0
1867 0.0 42.7 0.0 51.6 36.7 0.0 0.0 0.0 0.0
1868 0.0 42.7 0.0 51.6 36.7 0.0 0.0 0.0 0.0
1869 0.0 60.1 0.0 51.6 61.1 10.4 0.0 0.0 0.0
1870 2.7 127.0 0.0 51.6 77.6 10.4 0.0 0.0 0.0
1871 2.7 127.0 0.0 51.6 77.6 68.8 0.0 50.1 0.0
1872 2.7 127.0 0.0 51.6 77.6 68.8 0.0 131.9 20.2
1873 2.7 127.0 0.0 51.6 77.6 68.8 0.0 131.9 20.2
1874 2.7 127.0 27.5 51.6 94.4 68.8 0.0 131.9 66.5
1875 2.7 127.0 42.1 51.6 94.4 68.8 0.0 131.9 66.5
1876 68.4 128.8 55.7 51.6 94.4 68.8 0.0 131.9 66.5
Railway Endowment in Italy’s Provinces, 1839-1913 77
1877 80.0 35.4 106.0 64.4 43.0 71.5 179.5 62.5 119.0
1878 80.0 35.4 106.0 64.4 43.0 71.5 179.5 62.5 119.0
1879 80.0 35.4 106.0 64.4 66.7 71.5 179.5 62.5 119.0
1880 80.0 35.4 106.0 64.4 66.7 71.5 179.5 62.5 119.0
1881 80.0 35.4 106.0 64.4 66.7 85.2 179.5 62.5 119.0
1882 104.3 89.5 106.0 64.4 66.7 127.7 179.5 62.5 122.2
1883 137.9 151.9 106.0 64.4 66.7 129.7 179.5 62.5 152.0
1884 137.9 151.9 106.0 89.5 69.2 129.7 197.7 78.1 152.0
1885 137.9 151.9 106.0 89.5 72.4 129.7 218.2 100.7 152.0
1886 137.9 171.4 106.0 89.5 79.9 129.7 226.4 105.5 192.7
1887 137.9 171.4 106.0 89.5 79.9 129.7 226.4 105.5 217.8
1888 242.7 171.4 106.0 89.5 79.9 129.7 226.4 109.0 236.8
1889 242.7 171.4 106.0 89.5 79.9 129.7 226.4 121.4 254.2
1890 242.7 171.4 106.0 89.5 79.9 129.7 226.4 129.3 254.2
1891 242.7 171.4 106.0 89.5 92.0 140.2 246.9 152.4 254.2
1892 267.3 171.4 106.0 89.5 95.1 140.2 305.4 152.4 259.4
1893 267.3 171.4 106.0 89.5 122.0 140.2 305.4 152.4 259.4
1894 267.3 201.0 106.0 89.5 122.0 140.2 305.4 152.4 301.9
1895 272.3 201.0 106.0 89.5 191.3 140.2 312.4 152.4 301.9
1896 272.3 201.0 106.0 89.5 191.3 140.2 312.4 152.4 301.9
1897 327.2 243.7 111.9 89.5 191.3 140.2 312.4 152.4 301.9
1898 327.2 251.8 111.9 89.5 191.3 140.2 312.4 152.4 301.9
1899 327.2 251.8 111.9 89.5 191.3 140.2 312.4 152.4 301.9
1900 327.2 260.3 111.9 89.5 191.3 140.2 312.4 152.4 301.9
1901 327.2 260.3 111.9 89.5 191.3 140.2 312.4 152.4 301.9
1902 365.1 260.3 111.9 89.5 191.3 140.2 312.4 152.4 319.1
1903 365.1 260.3 111.9 89.5 191.3 140.2 312.4 160.1 319.1
1904 365.1 260.3 111.9 89.5 191.3 140.2 315.4 197.9 326.9
1905 365.1 260.3 120.5 89.5 191.3 140.2 315.4 197.9 326.9
1906 365.1 260.3 120.5 89.5 191.3 140.2 315.4 197.9 326.9
1907 365.1 260.3 120.5 89.5 191.3 140.2 315.4 197.9 326.9
1908 365.1 260.3 120.5 89.5 191.3 140.2 315.4 197.9 326.9
1909 365.1 260.3 120.5 89.5 191.3 140.2 315.4 197.9 326.9
1910 365.1 260.3 120.5 89.5 197.3 146.7 332.2 197.9 326.9
1911 365.1 260.3 120.5 89.5 200.4 157.9 332.2 197.9 326.9
1912 365.1 260.3 174.7 89.5 200.4 157.9 332.2 197.9 326.9
1913 365.1 260.3 214.6 89.5 200.4 162.5 374.8 214.4 326.9
84 Carlo Ciccarelli and Peter Groote
1877 68.4 128.8 55.7 51.6 94.4 68.8 0.0 131.9 66.5
1878 74.3 128.8 55.7 51.6 94.4 68.8 0.0 131.9 98.0
1879 74.3 128.8 55.7 51.6 94.4 68.8 0.0 131.9 98.0
1880 74.3 128.8 111.1 51.6 146.5 68.8 74.1 222.1 162.1
1881 98.2 128.8 129.4 51.6 186.9 68.8 125.6 222.1 186.1
1882 98.2 128.8 129.4 51.6 186.9 68.8 125.6 222.1 186.1
1883 98.2 128.8 129.4 51.6 186.9 68.8 125.6 222.1 207.4
1884 98.2 128.8 129.4 51.6 186.9 68.8 125.6 222.1 207.4
1885 104.7 128.8 129.4 51.6 188.0 68.8 125.6 222.1 207.4
1886 104.7 128.8 129.4 51.6 254.8 101.0 125.6 222.1 207.4
1887 104.7 128.8 129.4 51.6 278.2 101.3 125.6 222.1 207.4
1888 104.7 128.8 131.4 51.6 278.2 101.3 125.6 351.2 263.0
1889 104.7 132.0 131.4 83.8 278.2 111.1 125.6 447.3 331.4
1890 104.7 132.0 131.4 96.6 278.2 111.1 125.6 447.3 331.4
1891 131.5 132.0 140.9 112.4 278.2 170.4 125.6 447.3 341.1
1892 131.5 185.6 140.9 119.7 278.2 172.0 125.6 447.3 341.1
1893 143.9 185.6 140.9 145.0 278.2 249.5 125.6 557.4 410.0
1894 143.9 185.6 140.9 151.8 293.8 249.5 125.6 616.7 410.0
1895 143.9 293.0 140.9 201.2 293.8 249.5 125.6 616.7 410.0
1896 143.9 293.9 140.9 201.7 293.8 249.5 125.6 616.7 410.0
1897 143.9 293.9 140.9 201.7 293.8 249.5 125.6 616.7 410.0
1898 143.9 295.7 140.9 201.7 293.8 249.5 125.6 621.9 410.0
1899 143.9 295.7 140.9 201.7 293.8 249.5 125.6 621.9 410.0
1900 143.9 295.7 140.9 201.7 293.8 249.5 125.6 621.9 410.0
1901 143.9 295.7 140.9 201.7 293.8 249.5 125.6 621.9 410.0
1902 143.9 295.7 140.9 201.7 293.8 249.5 125.6 621.9 410.0
1903 143.9 295.7 140.9 201.7 332.2 249.5 125.6 621.9 410.0
1904 143.9 295.7 140.9 201.7 332.2 249.5 125.6 621.9 410.0
1905 143.9 295.7 140.9 201.7 332.2 249.5 125.6 621.9 410.0
1906 143.9 295.7 140.9 201.7 332.2 249.5 125.6 621.9 410.0
1907 143.9 295.7 140.9 201.7 332.2 249.5 125.6 621.9 410.0
1908 143.9 295.7 140.9 201.7 332.2 249.5 125.6 621.9 410.0
1909 143.9 295.7 140.9 201.7 332.2 249.5 125.6 621.9 410.0
1910 143.9 295.7 140.9 201.7 332.2 249.5 149.6 621.9 410.0
1911 143.9 295.7 173.1 201.7 332.2 249.5 149.6 621.9 410.0
1912 157.7 296.8 173.1 201.7 335.8 249.5 149.6 621.9 410.0
1913 157.7 296.8 173.1 201.7 335.8 249.5 149.6 621.9 410.0
86 Carlo Ciccarelli and Peter Groote
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