As far back as Balmaceda’s time the building of this road figured among the government’s projects, and in succeeding administrations plans were made for the execution of the work. It was President Don Pedro Montt, however, who took up the task of carrying out the idea and, with characteristic perseverance, succeeded in getting the National Congress to pass a law in 1908, authorizing him to call for public tenders for contracts for the construction of the Longitudinal Railway. In 1909 contracts were let for the building of over eight hundred miles of the road at a total cost of $35,000,000. The completion of this longitudinal line leaves only the territory lying south of latitude 42 degrees, and forming the greater part of what is known as Chilean Patagonia without a railway. The service on the railways in Chile is, as a rule, unsatisfactory, and on some of the lines it may be designated as bad. This is due to the fact that the management of the government roads is influenced by politics. The compensation of government railway employés is very low, and payment of salaries not infrequently long delayed and somewhat uncertain. The tenure of service depends upon political influence, and there is little in the system to encourage honest industry. Employés feel no personal responsibility and to cheat the government, particularly in the failure to render good service, is a common practice that is not considered a crime. First class fares correspond to those prevailing in the United States, but second and third-class fares and freight rates are very low. The express trains from Valparaiso to Santiago, and from the capital south to Concepcion carry American chair cars in the day, and on the southern section, Pullman cars on the night trains. The lack of facilities for carrying freight, the unsatisfactory service in cargo trains, and the slow method of unloading and loading cars, is a serious handicap to business depending upon the prompt delivery of merchandise and material. The freight service on the government roads is generally bad. The yard and track facilities in all the important commercial centers are wholly inadequate to the requirements. It is frequently impossible to secure cars, and when once the freight is loaded and accepted by the railway, there is much uncertainty as to when it will be forwarded to its destination. If the freight consists of perishable goods the chances are that it will be seriously damaged or entirely destroyed before delivery. In either event there is no recourse in law for damages. In 1904 there was a great shortage of freight cars in Valparaiso. Merchants and manufacturers were demanding cars in which to ship cargo long overdue in delivery. When the manager of the State railways was appealed to for relief, he stated that all freight cars on that section of the road had been ordered to Santiago where a census of the rolling stock was being taken. Complaint against abuses in the service is useless.