handle them with skill. The street railways of the capital, an extensive and excellent system, are under native management exclusively. It is as successful in mining. It was only when the great Real del Monte Company at Pachuca, formerly English, passed into Mexican hands that its mines became profitable.
I should be strongly of the opinion that the backwardness of the Mexican is not the result of a native incapacity or lack of appetite for gain, but chiefly of the physical conformation of the country. The mule-path is traced like a vast hieroglyphic over the face of it, and in this is read the secret—lack of transportation.
But the zealous advocate of race and "Northern energy" objects: "How long is it since we had no railroads ourselves? And yet did we not reach a very pretty degree of civilization without them?"
But Mexico not only had no railways, but not even rivers nor ports. It was waterways which made the prosperity of nations before the day of steam. It is hardly credible, the completeness of the deprivations to which, this interesting country has been so long subjected. The wonder is, to any experienced in the diligence travel, and the dreary slowness of the journeys, at a foot-pace, by beasts of burden, not that so little, but so very much, has been done. On the trail to the coast at Acapulco, for instance —in popular phrase a mere camino de pájaros (road for birds)— have grown up some charming towns, like Iguala, the scene of the Emperor Iturbide's famous Plan, which, it seems to me, the Anglo-Saxon race would hardly ever have originated under such circumstances.
Commerce and trade in such a land naturally have their peculiar aspects. There is, in the first place, the
complicated tariff, already referred to. Americans should not let a new-born enthusiasm for a promising market hurry
