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of 250,780,000 marks, or about 94,000 marks per
kilometre. Half of this amount was procured by loans,
half paid out of the current revenue. This is an
average of 0.7 kilometre per 100 square kilometres,
that is to say, about the same proportion as in Russia;
where, however, the largest portion of the railways is
located much farther south. It is more than in Norway,
but only one-third of the proportionate railway mileage
in Sweden, and of course much less than in the other
more advanced and better populated countries, among
which Belgium, for example, has as much as one
kilometre of railway lines in less than 6 square kilometres.
In proportion to the number of inhabitants, there are
in Finland 10.4 kilometres per thousand inhabitants.
This is about equal to Denmark, France, and Germany.
Only Sweden has much more — about double the
proportionate railway mileage of Finland. The proportion
is inferior in Norway, as well as in countries such as
Great Britain and Belgium. The proportion is much
less in Russia, although here, too, the population is
rather scanty in the greater part of the country.
Of private railroads there are now about 200
kilometres, the most important being branch lines from
some of the lesser towns on the coast to the
government lines, with the same gauge as these. There are
also one or two short, less expensive, narrow-gauge
lines to some of the large works and factories. Such
roads will probably continue to be constructed as private
enterprises, but the government ought to build more
along the coast in the populous part of the country.
The passenger and goods traffic varies in volume.
While the northern part of the Carelian line has only
14,000 kilometres of journeys per annum, the line from
St. Petersburg to the summer resorts has 1½ million.
Among the more important lines the proportion varies
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