graphs; first, from Mexico to the Pacific Ocean, "following the line that may prove most favorable for the mutual interests of the company and the nation"; second, from Mexico to the northern frontier; third, from Matamoras to Monterey; fourth, from Zacatecas to San Luis Potosi, and also to Lagos. Work was begun in September, 1880, and its progress, though not so rapid as that of the Central, has been marked. The total subsidies accruing from the various concessions will aggregate over $20,000,000.
The original concessions to this company were hampered by a great many conditions, the fulfilment of which created unnecessary expenses, and delayed the progress of the road. But early in 1883 the Mexican government combined all these conflicting concessions into one, and allowing a full limit of ten years, instead of eight as at first, for the completion of the entire system. It also increased the subsidy to an even $7,000 per kilometre, or $11,270 per mile, which is to be paid by six per cent of the customs duties received in all parts of the republic. The larger or more important centres reached by this road, with their populations, are:—
| Monterrey | 42,000 |
| Saltillo | 17,000 |
| Maravatio | 12,000 |
| Acambaro | 17,000 |
| Toluca | 12,000 |
| Mexico | 260,000 |
| Morelia | 25,000 |
| Zamora | 14,000 |
| Zapotlan | 20,000 |
| Manzanillo | 5,000 |
| Colima | 31,000 |
| Guadalajara | 93,000 |
The manager of this road. General Palmer, was one of the first to study the problem of railway connection between Mexico and the United States. The difficulties in the way of his
