And when the airship enthusiasts are able to dart through the air at the speed attained by the automobile, it will be time enough to think of taking seriously the extravagant claims made in behalf of aviation.

For the automobile is the swiftest machine ever built by human hands. It is so much swifter than its nearest competitor that those who read these lines to-day are likely to be some years older before its speed is even equaled, to say nothing of being surpassed, by any other kind of vehicle.

So far as is known, but one human being ever traveled faster than Robert Burman did in his racing auto on the beach at Daytona, Florida, on April 23, 1911. This solitary exception was a Hindu carrier who chanced to tumble off the brink of a chasm in the Himalayas. His name has not been preserved, he never made any claim to the record, he was not officially timed, and altogether the event has no official standing. Still, as he is the only man who is ever alleged to have covered so great a distance as six thousand feet in an obstructed fall, the matter is not without interest; for, according to the accepted rule for finding the velocity of a body falling freely from rest, he must have been going at the rate of seven miles a second when he reached the bottom.

About Burman's record there can be no doubt, for it was made in the presence of many witnesses, and it was duly timed with stop-watches by men skilled in the art. The straightaway mile over the smooth, hard beach was covered from a running start in the almost incredibly short time of 25.40 seconds.

The next fastest mile ever traveled by human beings who lived to tell about it was made in an electric-car on the experimental track between Berlin and Zossen, in 1902. As the engineers who achieved this record for the advancement of scientific knowledge of the railroad considered such speed dangerous, it is not at all likely to become standard practise. The fastest time ever made by a steam locomotive of which there is any record, was the run of five miles from Fleming to Jacksonville, Florida, in two and a half minutes by a Plant system locomotive in March, 1901. This was at the rate of 120 miles an hour. As for steamships, the record of 30.53 miles per hour is held by the Mauretania.

These things, if borne in mind, will serve to throw into stronger relief the things that an automobile can do, and to supply a substantial basis for the premise that, at least in some respects, the automobile is the most marvelous machine the world has yet seen. It can go anywhere at any time, floundering through two feet of snow, ford any stream that isn't deep enough to drown out the magneto, triumph over mud axle deep, jump fences, and cavort over plowed ground at fifteen miles an hour. It has been used with brilliant success in various kinds of hunting, including coyote coursing on the prairies of Colorado, where it can run all around the bronco, formerly in favor, since it never runs any risk of breaking a leg in a prairie-dog hole. Educated automobiles have been trained to shell corn, saw wood, pump water, churn, plow, and, in short, do anything required of them except figure out where the consumer gets off under the new tariff law.

But to get back to the subject of speed, as automobile talk always does, the supremacy of the motor-car has been established by so many official records that any attempt to select the most striking only results in bewilderment. The best that can be done is to recite a few representative ones.

That was a most interesting illustration, for instance, of the capacity for sustained high speed made by a Stearns car on the mile track at Brighton Beach in 1910. In twenty-four hours the car covered the amazing distance of 1,253 miles, which was at the average speed of 52-1/5 miles per hour. This record is all the more remarkable from the fact the car was not a racer, but a stock car which had been driven for some months by its owner before it was borrowed for the race, and did not have any special preparation. The men who drove it were not notified that their services were wanted until the morning of the race.

While this is about the average rate per hour of the fastest train between New York and Chicago, it should be remembered that the trains run on steel rails, that curves are comparatively few, and they are not sharp, while the automobile was spinning around a mile track made of plain dirt, and was obliged to negotiate 2,506 sharp curves. Besides, the locomotives on the fast trains are changed every 120 to 150 miles, while the entire run of 1,253 miles was made by one auto which had already run 7,500 miles in ordinary service before it was entered in the race.

Unfortunately for the automobile, it has achieved so many remarkable speed records that its name is suggestive of swiftness. If the English language were not the stereotyped, inelastic vehicle for the communication of thought that it is we should now be speaking of "automobiling" a shady bill through the city council instead of "railroading" it. There are few places where it is permissible to attain record speed, and fewer men who, with safety to others, may be entrusted with the attempt. The true value of the automobile to the average man lies in its ability to keep right on going indefinitely at moderate speed under any and all conditions.

One of the innumerable tests in which the staying qualities of the automobile were brought out was the trip from Pittsburg to Philadelphia by way of Gettysburg by S.D. Waldon and four passengers in a Packard car, September 20, 1910. This run of 303 miles over three mountain ranges, with the usual accompaniments of steep grades, rocks, ruts, and thank-you-ma'ms to rack the machinery and bruise the feelings of the riders, was made in 12 hours and 51 minutes.

A little run of three or four hundred miles, though, is scarcely worth mentioning by way of showing what an auto can do in a real endurance contest. A much more notable trip was the non-stop run from Jackson, Michigan, to Bangor, Maine, in November, 1909, by E.P. Blake and Dr. Charles Percival. The distance of 1,600 miles was covered in 123 hours, which meant traveling at an average speed of 13 miles an hour in rain and snow and mud over country roads at their worst. In all that time the motor never once stopped. In the Munsey historical tour of 1910 a Brush single-cylinder car covered the 1,550 miles of a schedule designed for big cars and came through with a perfect score. If you know the hill roads of Pennsylvania you'll realize what that means in the way of car performance.

Still more remarkable endurance tests are the transcontinental trips which are undertaken so frequently nowadays that they no longer attract attention. One such trip which shows what very little trouble an automobile gives when handled with reasonable care was that made in 1909 by George C. Rew, W.H. Aldrich, Jr., R.A. Luckey, and H.G. Toney. Traveling by daylight only, they made the journey of 2,800 miles from San Francisco to Chicago in nineteen days in a Stearns car. They might have done better if they had not loitered along the way. On one occasion they stopped to haul water a distance of twenty-five miles for some cowboys on a round-up. The motor gave no trouble whatever, while the only trouble with tires was a single puncture caused by a spike when they tried to avoid a bad stretch of road by running on a railroad track.

The time record from ocean to ocean was held by L.L. Whitman, who left New York in a Reo four-thirty at 12.01 A.M. on Monday, August 8, 1910, and arrived in San Francisco on the 18th, covering the 3,557 miles in 10 days 15 hours and 13 minutes. This achievement may be more fully appreciated by comparing it with the transcontinental relay race in which a courier carried a message from President Taft to President Chilberg, of the Alaska-Yukon-Pacific Exposition, in September-October, 1909, in 10 days 5 hours, by using thirty-two cars and as many different drivers who knew the roads over which they ran.

Those who are fortunate enough to have friends who own cars know that automobiles can climb hills; and that the accepted way to do it is to throw in the extra special high gear, tear the throttle out by the roots, advance the spark twenty minutes, and push hard on the steering wheel. The fact that the car will overlook such treatment and go ahead is a source of never-failing wonder. Indeed, when it comes to hill-climbing the automobile is so far ahead of the locomotive that it seems like wanton cruelty to drag the latter into the discussion at all.

The steepest grade on a railroad doing a miscellaneous transportation business climbed by a locomotive relying on adhesion only is on the Leopoldina system in Brazil between Bocca do Monte and Theodoso, where there is a stretch of 8-1/3 per cent. grade with curves of 130 feet radius. There are some logging roads in the United States with grades of 16 per cent. How trifling this seems when compared with the feat of a Thomas car which climbed Fillmore Street, San Francisco, which is alleged to have a gradient of 34 per cent., with twenty-three persons on board. As 25 per cent. is regarded as the maximum safe gradient for an Abt rack railway, since the cog-wheel is liable to climb out of the rack on any steeper grade, it will be seen that the strain upon the credulity of the hearer of this story is almost as great as that upon the car must have been.

Enthusiasm may be expected to run high in the presence of such astounding triumphs, and it should, therefore, not be deemed surprising that accounts of hill-climbing contests are generally lacking in definiteness. The name of the car and the driver are always given with scrupulous care, but such incidental details as length of ascent, minimum, maximum, and average gradient, maximum curvature, and so on, are generally left to the imagination.

Among the few exceptions to this rule was the hill-climbing contest at Port Jefferson, Long Island, in which Ralph de Palma went up an ascent of two thousand feet with an average gradient of 10 per cent. and a maximum of 15 per cent. in 20.48 seconds in his 190-horse-power Fiat. A little Hupmobile, one of the lightest cars built, reached the top in 1 minute 10 seconds. De Palma climbed the "Giant's Despair" near Wilkesbarre, Pennsylvania, an ascent six thousand feet long, with grades varying from 10 to 22 per cent., in his big machine in 1 minute 28-2/5 seconds. A Marmon stock car reached the top in 1 minute 50-1/5 seconds. Pike's Peak, Mount Washington, Ensign Mountain, in Utah, and lesser mountains elsewhere have also been climbed repeatedly by automobiles. As the mere announcement of the fact vividly exhibits the staying powers of the auto in a long, stiff climb, the engineering details may be disregarded.

Next to its ability to do the exceptional things when required, the most useful accomplishment of the automobile is its wonderful capacity for standing up to its work day in and day out in fair weather or foul, regardless of the condition of the roads. This is shown every year in the spectacular Glidden tours, otherwise the National Reliability tests, in which a number of cars of various makes cover a scheduled route of two or three thousand miles, in which are included all the different kinds of abominations facetiously termed "roads." Other tests without number are constantly being evolved to demonstrate the already established fact that an automobile can do anything required of it.

There was the New York to Paris race, for instance. Starting from New York on February 12, 1908, when traveling was at its worst, and arriving in Paris July 30, the winner floundered in snow, mud, sand, and rocks, over mountain ranges and through swamps, in eighty-eight days' running time for the 12,116 miles of land travel. That was a demonstration of what an automobile can do that has never been surpassed. Yet the Thomas car that did it was restored to its original condition at a cost of only $90 after the trip was ended.

Another remarkable demonstration of endurance was that given by a Chalmers-Detroit touring car, which was driven 208 miles every day for a hundred consecutive days over average roads. When the 20,800 miles were finished, just to show that it still felt its oats, the car which had already covered 6,000 miles of roads through Western States before the test began, ran over to Pontiac, Michigan, and hauled the Mayor 26 miles to Detroit. Then it was run into the shops and taken down for examination. Being found to be in perfect condition except for the valves, which required some trifling adjustment to take up the wear on the valve stems, and for the piston rings, which needed setting out, it was reassembled and started on another test.

But, after all, the most wonderful thing about an automobile is its almost infinite capacity to endure cruel and inhuman treatment. No matter whether the brutality is inflicted through ignorance or awkwardness, or, rarest of all, through unavoidable accident, the effect on steel and wood and rubber is the same. Yet the auto stands it.

In brake tests it has been demonstrated that a car traveling at the rate of eighteen miles an hour can be stopped in a distance of twenty-five feet. The knowledge that this can be done in an emergency is a great comfort, but it should be equally well known that it does not improve the car to make all stops that way. Yet how often are drivers seen tearing up to the curb at twenty miles an hour or more to slam on the brakes at the last instant with a violence that nearly causes the car to turn a somersault, bringing it to a standstill in twenty feet, when there was no earthly reason why they should not have used four times that distance. Or if occasion arises for slowing down in a crowded street, the same kind of driver throws out his clutch and applies the brakes with the throttle wide open so the motor can race unhindered.

With the greenhorn the automobile is long-suffering. There was a new owner in Boston, whose name is mercifully suppressed, who took his family out for a first ride. In going down a hill on which the clay was slippery from recent rain it became necessary to turn out for a car coming up. The new driver made the turn so successfully that he turned clear over the edge of the embankment. Having nothing but air to support it, the auto turned completely over without spilling a passenger and landed right side up and on an even keel in a marsh fifteen feet below. It was necessary to get a team to pull the car out of the mud, but once on the solid road the new owner simply cranked 'er up and went on his way rejoicing.

Another new owner could not find the key to fasten one rear wheel on the axle when he unloaded his auto from the car in which it had been shipped from the factory. Nevertheless, he started up the motor according to directions and traveled twelve miles with one wheel driving. By this time the outraged motor was red hot. Whereupon the new owner stopped at a farm-house and dashed several buckets of cold water on it. Then he plugged around the country a week or so before he decided to go to the agent to lodge a complaint that his derned car didn't "pull" well.

Still another new owner complained that his car did not give satisfactory service. The agent was not at all surprised that it didn't when, upon investigation, he found that the car had been driven five hundred miles without a single drop of oil being applied to transmission gear and rear axle.

George Robertson, the racing driver, in tuning up for the Vanderbilt race, went over the embankment at the Massapequa turn on Long Island at the rate of sixty miles an hour. The car turned over twice, but finally stopped right side up. Robertson received a cut on one arm in the fracas, but neither he nor the car was so badly injured but what they could get back to New York, a distance of twenty-five miles, under their own power. There the steering wheel was repaired at a cost of $5, the radiator at a cost of $3, and Robertson's arm at $2.

But the prize-winner was the Fiat racing machine which threw a tire while going fifty-five miles an hour on the Brighton Beach track. The flying racer, now utterly uncontrollable, dashed through two fences, one of them pretty substantial, cut down a tree eight inches in diameter, and finally came to a stop right side up. E.H. Parker, the driver, and his mechanician, were somewhat surprised, but otherwise undamaged. They put on a new tire and in twenty minutes were back in the race again.

What the automobile can do in the way of cheapness was shown by the cost tests, sanctioned and confirmed by the American Automobile Association, between a Maxwell runabout and a horse and buggy. In seven days, in all kinds of weather and over city and country roads, the horse and buggy traveled 197 miles at a cost per passenger mile of 2-1/2 cents. The runabout made 457 miles in the same time, and the cost per passenger mile was 1.8 cents. This covered operation, maintenance, and depreciation, and, incidentally, all speed laws were observed.

The Winton Company, which conducts a sort of private Automobile Humane Society, offers prizes for chauffeurs who can show the greatest mileage on the lowest charge for upkeep. The first prize winner in the contest for the eight months ending June 30, 1909, drove his car 17,003 miles with no expense whatever for up-keep. The second prize winner drove 11,000 miles at an outlay of thirty cents, while the third man drove 10,595 miles without any expense. This makes a total of 38,598 miles by three cars at a cost of thirty cents for repairs. And all the cars were two years old when the contest began.

The moral for those who really want to see what an automobile can do is obvious.

ISAAC F. MARCOSSON

Every automobile that you see is a link in a chain of steel and power which, if stretched out, would reach from New York to St. Louis. What was considered a freak fifteen years ago, and a costly toy within the present decade, is now a necessity in business and pleasure. A mechanical Cinderella, once rejected, despised, and caricatured, has become a princess.

Few people realize the extent of her sway. Hers is perhaps the only industry whose statistics of to-day are obsolete to-morrow, so rapid is its growth. In 1895 the value of the few hundred cars produced in the United States was one hundred and fifty thousand dollars; in 1910 the year's output of approximately two hundred thousand machines was worth two hundred and twenty-five millions. Behind them is a stalwart business representing, with parts and accessory makers, an investment of more than a billion and a quarter of dollars. Four hundred thousand men, or more than five times the strength of our standing army, depend upon it for a livelihood, and more than five millions of people are touched or affected by it every day.

Through its phenomenal expansion new industries have been created and old ones enriched. It withstood panic and rode down depression; it has destroyed the isolation of the farm and made society more intimate. There is a car for every one hundred and sixty persons in the United States; twenty-five States have factories; the honk of the horn on the American car is heard around the world.

Such, in brief, is the miracle of the motor's advance. Its development is a real epic of action and progress.

Before going further, it might be well to ask why and how the automobile has achieved such a remarkable development. One reason, perhaps, is that it appeals to vanity and stirs the imagination. A man likes to feel that by a simple pressure of the hand he can control a ton of quivering metal. Besides, we live, work, and have our being in a breathless age, into which rapid transit fits naturally. So universal is the impress of the automobile that there are in reality but two classes of people in the United States to-day—those who own motor-cars and those who do not.

It must be kept in mind, too, in analyzing the causes of the automobile's amazing expansion, that it is the first real improvement in individual transportation since the chariot rattled around the Roman arena. The horse had his century-old day, but when the motor came man traded him for a gas-engine.

Characteristic of the pace at which the automobile has traveled to success is the somewhat astonishing fact that while it took inventive genius nearly fifty years to develop a locomotive that would run fifty miles an hour on a specially built track, it has taken less than ten years to perfect an automobile that will run the same distance in less time on a common road.

Since this business is so invested with human interest, let us go back for a moment to its beginnings. Here you find all the properties, accessories, and environment to fit the launching of a great drama.

Toward the close of the precarious nineties, a few men wrestled with the big vision of a horseless age. Down in Ohio and Indiana were Winton and Haynes; Duryea was in Pennsylvania; over in Michigan were Olds, Ford, Maxwell, with the brilliant Brush, dreaming mechanical dreams; in New York Walker kept to the faith of the motor-car.

At that time some of the giants of to-day were outside the motor fold. Benjamin Briscoe was making radiators and fenders; W.C. Durant was manufacturing buggies; Walter Flanders was selling machinery on the road; Hugh Chalmers was making a great cash-register factory hum with system; Fred W. Haines was struggling with the problem of developing a successful gasoline engine.

Scarcely anybody dreamed that man was on the threshold of a new era in human progress that would revolutionize traffic and set a new mark for American enterprise and achievement. And yet it was little more than ten years ago.

Those early years were years of experimentation, packed with mistakes and changes. Few of the cars would run long or fast. It was inevitable that the automobile should take its place in jest and joke. Hence the comic era. With the development of the mechanism came the speed mania, which hardly added to the machine's popularity.

You must remember in this connection that the automobile was a new thing with absolutely no precedent. The makers groped in the dark, and every step cost something. New steels had to be welded; new machinery made; a whole new engineering system had to be created. The model of to-day was in the junk heap to-morrow. But just as curious instinct led the hand of man to the silver heart of the Comstock Lode, so did circumstance, destiny, and invention combine to point the way to the commercially successful car.

Out of the wreck, the chaos, and the failure of the struggling days came a cheap and serviceable car that did not require a daily renewal of its parts. It proved to be the pathfinder to motor popularity, for with its appearance, early in this decade, the automobile began to find itself.

Now began the "shoe-string" period, the most picturesque in the whole dazzling story of the automobile. There could be no god in the car without gold. Here, then, was the situation—on the one hand was the enthusiastic inventor; on the other was the conservative banker.

"We will make four thousand machines this year," said the inventor.

"Who will buy them?" asked the banker in amazement; he refused to lend the capital that the inventor so sorely needed.

The idea of selling four thousand motor-cars in a year seemed incredible. Yet within ten years they were selling fifty times as many, and were unable to supply the demand. No fabulous gold strike ever had more episodes of quick wealth than this business. Here is an incident that will show what was going on:

A Detroit engineer, who had served his apprenticeship in an electric-light plant, evolved a car which he believed would sell for a popular price. He tried to interest capitalists in vain. Finally, he fell in with a stove-manufacturer, who agreed to lend him twenty-seven thousand dollars.

"But I can't afford to be identified with your project," said the backer, who feared ridicule for his hardihood.

That small investment paid a dividend as high as thirteen hundred per cent. in a year. To-day the name of the struggling inventor is known wherever cars are run, and his output is measured by thousands. This, in substance, is the story of Henry Ford.

A young machinist worked in one of the first Detroit automobile factories, earning three dollars and fifty cents a day. One day he said to himself: "I can build a better car than we are making here."

He did so, and the car succeeded. Then he went to his employers, and said: "I am worth three thousand dollars a year."

They did not think so, and he left, to go into business on his own account. A manufacturer staked him at the start. Later, through a friend, some Wall Street capital was interested. Such was the start of J.D. Maxwell, whose interests to-day are merged in a company with a capitalization of sixteen million dollars.

A curly haired Vermont machinery salesman, who had sweated at the lathe, became factory manager for a Detroit automobile-maker. His genius for production and organization made him the wonder and the admiration of the automobile world. He was making others rich. "If I can do this for others, why can't I do it for myself?" he reasoned one day.

With a stake of ninety-five thousand dollars, supplemented with a hundred thousand dollars which he borrowed from some bankers, he built up a business that in twenty months sold for six millions. This was the feat of Walter E. Flanders. I might cite others. The "shoe-strings" became golden bands that bound men to fortune.

All the while the years were speeding on, but not quite so fast as the development of the automobile. The production of ten thousand cars in 1903 had leaped to nearly twenty thousand in 1905. The thirty-thousand mark was passed in 1906. Bankers began to sit up, take notice, and feed finance to this swelling industry, which had emerged from fadhood into the definite, serious proportions of a great national business.

The reign of the inventor-producer became menaced, because men of trained and organized efficiency in other activities joined the ranks of the motor-makers. With them there came a vivifying and broadening influence that had much to do with giving assured permanency to the industry.

But other things had happened which contributed to the stability of the automobile. One was the fact that automobile-selling, from the start, had been on a strictly cash basis. Yet how many people save those in the business, or who have bought cars, know this interesting fact?

No automobile-buyer has credit for a minute, and John D. Rockefeller and the humblest clerk with savings look alike to the seller. It was one constructive result of those early haphazard days. Every car that is shipped has a sight draft attached to the bill of lading, and the consignee can not get his car until he has paid the draft.

Why was the cash idea inaugurated? Simply because there was so much risk in a credit transaction. If a man bought a car on thirty days' time, and had a smash-up the day after he received it, there would be little equity left behind the debt. The owner might well reason that it was the car's fault, and refuse to pay. Besides, the early makers needed money badly. In addition to the cash stipulation, they compelled all the agents to make a good-sized deposit, and these deposits on sales gave more than one struggling manufacturer his first working capital.

Another reason why the business developed so tremendously was that good machines were produced. They had to be good—first, because of the intense rivalry, and then because the motor-buyer became the best informed buyer in the world.

This reveals a striking fact that few people stop to consider. If a man owns a cash-register or an adding-machine, it never occurs to him to wonder how, or of what, it is made. But let him buy an automobile, and ten minutes after it is in his possession he wants to know "what is inside." He is like a boy with his first watch. Hence the automobile-purchaser knows all about his car, and when he buys a second one it is impossible to fool him.

Perhaps the first real test of the stability of the automobile business came with the panic of 1907. It resisted the inroads of depression more than any other industry. Most of the big factories kept full working hours, and the only reason why some others stopped was because of their inability to secure currency for the pay-rolls.

Still another significant thing has happened—more important, perhaps, than all the rest of the changes that have crowded thick and fast upon this leaping industry. It began to be plain that certain features must be present in every first-class car. Hence came the standardization of the mechanism, which is a big step forward.

What is the result to-day? The automobile has become less of a designing proposition and more of a manufacturing proposition; less of an engineering problem and more of a factory problem. The whole, wide throbbing range of the business is bending to one great end—to meet a demand which, up to the present time, has exceeded the supply.

You have only to go to Detroit to see this pulsating drama of production in action. Here beats the heart of the motor world; here a mighty army is evolving a vast industrial epic.

Its banners are the smoke that trails from a hundred soaring stacks; its music is the clang of a thousand forges and the rattle of a maze of machinery.

You feel this quickening life the moment you enter the city, for the tang of its uplift is in the air. There is an automobile for every fifty people in Detroit. The children on the streets know the name, make, and model of nearly all the cars produced. You can stand in front of the Hotel Pontchartrain, in the public square, and see the whole automobile world chug by.

Formerly our cities were motor-mad; now, as in the case of Detroit, they are motor-made. Ten years ago the proudest boast of the Michigan metropolis was that she produced more pills, paint, stoves, and freight-cars than any other American city. The volume of the largest of these industries did not exceed eighteen million dollars a year. To-day she leads the world in automobile production. Her twenty-five factories turn out, in a year, more than ninety thousand cars, or more than sixty per cent, of the total output of the United States. These cars alone would stretch from New York to Boston.

But these figures do not convey any adequate idea of what the motor-car has done for Detroit. You must go to the spot to feel the galvanic and compelling force that the industry projects. The city is like a mining-camp in the days of a fabulous strike. Instead of new mines, there are new factories every day, and the record of this industrial high tide is being made in brick, stone, and mortar. Energy, resource, and ingenuity are being pushed to the last limit to take advantage of the golden opportunity that the overwhelming demand for the automobile has created. It is a thrilling and distinctively American spectacle, and it makes one feel proud and glad to be part of the people who are achieving it.

Some of the new plants have risen almost overnight, and on every hand there are miracles of rapid construction. The business is overshadowing all other activities. A leading merchant of Detroit asked a contractor the other day if he could do some work for him. On receiving a negative reply, he asked the reason, whereupon the man said: "These automobile people keep me so busy that I can't do anything else. I have a year's work ahead now."

A visit to any one of the great automobile factories reveals an inspiring picture of cheerful labor. As you wind through the wildernesses of lathes, hearing a swirling industry singing its iron song of swelling progress, you find enthusiasm blending with organized ability in a marvelous attack on work. Plants with a daily capacity of forty cars turn out sixty. You can behold a complete machine produced every three minutes; you can see the evolution from steel billet to finished car in six days. Formerly it took five months.

While the development of the automobile business is in itself a wonder story, no less amazing is its effect on all the allied industries. On rubber alone it has wrought a revolution.

Ten years ago practically all the rubber that we imported went into boots, shoes, hose, belting, and kindred products, The introduction of rubber tires on horse-drawn vehicles only drew slightly on the supply. To-day more than eighty per cent. of the crude article that reaches our shores goes into automobile tires; and the biggest problem in the whole automobile situation is not a question of steel and output, but a fear that we may not be able to get enough rubber to shoe the expanding host of cars. You have only to look at the change in price to get a hint of the growth of this feature of the business. In 1900 crude rubber sold at sixty-five cents a pound; now it brings about two dollars and fifty cents.

The facts about rubber have a peculiar human interest. When you sit back comfortably in your smooth-running car, you may not realize that the rubber in the tire that stands between you and the jolting of the road was carried on the back of a native for a thousand miles out of the Amazon jungle; that for every twenty pounds of the crude juice brought in from the wilds, one human life has been sacrificed. No crop is garnered with so great a hazard; none takes so merciless a toll.

The natives who gather rubber in the wilds of Brazil, in the Congo, in Ceylon, and elsewhere must combat disease, insects, war, flood, and a hundred hardships. The harvest is slow and costly. Only the planting of vast new areas in Ceylon has prevented what many believe would have been a famine in rubber, and this would have been a serious check to the development of the whole automobile business, for as yet no man has found a substitute for it. In such a substitute, or in a puncture-proof tire, lies one of the unplucked fortunes of the future.

Meanwhile, it has started a speculative mania that almost rivals the tulip excitement in Holland. In London alone hundreds of fortunes have been made by daring plungers in a crude article which only a few years ago was regarded as being absolutely outside the pale of the gambling marketplace.

Closely allied with the rubber end of the trade is the growing demand for sea-island cotton, which is used in the tires. A few years ago we used only fifty thousand yards a year; now we absorb ten million yards, worth seven and one-half millions of dollars.

Now take machinery, and you find that the automobile business has created a whole new phase of this time-tried industry. In many motor-cars there are three thousand parts. In view of the extraordinary demand for cars, the machinery to produce them must be both swift and accurate. The old standard tools and engine lathes were inadequate to perform the service. The automobile-makers had to have new machinery, and have it in a hurry.

This demand came at a heaven-sent moment for the tool-manufacturers. They were staggering under the depression of 1907, and many were tottering toward failure. Here came, almost out of the blue sky, a condition that at once taxed their brains, their resource, and their energy, and at the same time rescued them from bankruptcy.

You have only to go to any of the great factories in Detroit, in Cleveland, in Indianapolis, in Buffalo, in Flint, or elsewhere to see the result of this hurry call for tools and machinery. You find automatics cutting the finest gears by the score, while one man operates a whole battery; you see drills doing from fifteen to twenty operations on a piston or a flywheel; you see an almost human machine making seventeen holes at one time without observation or care.

Through these machines run rivers of oil. From them streams a steady line of parts. The whole scope of the tool business is broadened. In the old days—which means, in the automobile business, about ten years ago—an order for ten turret-lathes was considered large; now the motor-makers order seventy-five at a time by telegraph, and do not regard it as more than part of the day's work.

The whole effect of this revolution in machinery is that time is saved, labor is economized, and it is possible to achieve quantity production. This, in turn, enables the large manufacturer to turn out a good car at a moderate price.

So with steel, where likewise wonders have been wrought. Ten years ago the great mass of the steel output in this country was in structural metal and rails. We had to import our fine alloy and carbon steels from Germany and France. But the automobile-makers had to have the lightest and toughest metal, and they did not want to import it. The result was that our mills began to produce the finer quality to meet all motor needs, and it is now one of the biggest items in the business.

In half a dozen other allied industries you find the same expansion as you saw in rubber, steel, and machinery. For instance, the automobile-makers buy twenty million dollars' worth of leather a year. So great is the demand that a composition substitute was created, which is used on sixty per cent. of the tops. A new industry in colored leather for upholstery has been evolved.

Wood, too, has had the same kind of experience. Whole forest areas in the South have been denuded for hickory for spokes. A few years ago, aluminum was used on ash-trays and exposition souvenirs. Now hundreds of thousands of pounds are employed each year for sheathing and casings on motor-cars.

No essential of the automobile, however, is of more importance than gasoline. Here is the life-blood of the car. It is estimated that there are to-day three hundred thousand cars in the United States that travel fifteen miles a day. There are fifteen miles of travel in each gallon of gasoline. This makes the daily consumption three hundred thousand gallons. At an average price of fourteen cents a gallon, here is an expenditure of forty-two thousand dollars for gasoline each day, or more than fifteen million dollars a year. To this must be added the excess used in cars that work longer and harder, and in the host of taxicabs that are in business almost all the time, which will probably swell the annual expenditure for gasoline well beyond twenty millions.

As in the case of rubber, there is beginning to be some apprehension about the future supply of high-power gasoline, so great is the demand. Many students of this fuel problem believe that before many years there will be substitutes in the shape of alcohol and kerosene. The efficiency of alcohol has been proved in commercial trucks in New York, but its present price is prohibitive for a general automobile fuel. If denatured alcohol can be produced cheaply and on a large scale, it will help to solve the problem.

This brings us to the maker of parts and accessories, who has been termed "the father of the automobile business." Without him, there might be no such industry; for it was he that gave the early makers credit and materials which enabled them to get their machines together.

Ten years ago, the parts were all turned out in the ordinary forge and machine-shops; to-day there are six hundred manufacturers of parts and accessories, and their investment, including plants, is more than a billion dollars. They employ a quarter of a million people.

No one was more surprised at the growth of the automobile business than the parts-makers themselves. A leading Detroit manufacturer summed it up to me as follows:

"Ten years ago I was in the machine-shop business, making gas engines. Along came the demand for automobile parts. I thought it would be a pretty good and profitable specialty for a little while, but I developed my general business so as to have something to fall back on when it ended. To-day my whole plant works night and day to fill automobile orders, and we can't keep up with the demand."

What was looked upon as the tail now wags the whole dog, and is the dog. The volume of business is so large, and the interests concerned so wide, that the manufacturers have their own organization, called the Motor and Accessory Manufacturers. It includes one hundred and eighty makers, whose capitalization is three hundred millions, and whose investment is more than half a billion dollars.

There still remain to be discussed two phases of the automobile which have tremendous significance for the future of the industry—its commercial adaptability and its relation with the farmer and the farm. Let us consider the former first.

No matter in what town you live, something has been delivered at your door by a motor-driven wagon or truck. These vehicles at work to-day are only the forerunners of what many conservative makers believe will be the great body of the business. Here is a field that is as yet practically unscratched. Now that the pleasure-car has practically been standardized, vast energy will be concentrated on the development of the truck. Wherever I went on a recent trip through the automobile-making zone, I found that the manufacturers had been experimenting in this direction, and were laying plans for a big output within the next few years. This year's production will be about five thousand vehicles.

The ability and efficiency of the commercial truck for hard city work are undisputed. It has had its test in New York, where traffic is dense and most difficult to handle. Here, of course, are the ideal conditions for the successful use of the motor-truck—which are a full load, a long haul, and a good road. In a city, a horse vehicle can make only about five miles an hour, while a motor-truck makes twelve miles, and carries three times the load.

Some idea of motor-truck possibilities in New York may be gained when it is stated that there are nearly three hundred thousand licensed carrying vehicles there.

The amount of work to be got out of a motor-truck is astonishing. John Wanamaker, for instance, gets a hundred miles of travel per day out of some of his delivery-wagons. The average five-ton truck, in a ten-hour day, can make eighty miles, and keep constantly at work. On the other hand, a one-horse wagon can scarcely average half that mileage.

Already your doctor whirls around in an automobile, and he can make five times more visits than with a horse. So, too, with the contractor and the builder. The drummer carries his samples in a gasoline runabout, and, in addition to seeing twice the number of customers, he can get their goodwill by taking them for a spin. Fire-engines, hose-wagons, and police patrols race to conflagrations propelled by motors, and get there quicker than ever before.

Just as practically every great American activity ultimately harks back to the soil and has its real root there, so, in a certain sense, may the farmer be regarded as the backbone of the automobile business. We have six million farms, and more than forty-five millions of our population live on the farm, or in communities of less than four thousand people. To these dwellers in the country the automobile has already proved an agency for uplift, progress, and prosperity.

It began as a pleasure-car; now it is a necessity on many farms. In Kansas you can see it hitched up to the alfalfa-stacker; in Illinois and Iowa it is harnessed up to the corn-cutter; in Indiana it runs the dairy machinery. But these are slight compared with the other services it performs for the farmer.

For years the curse of farm life was its isolation. Its workers were removed from the shops, the theaters, the libraries, and good schools. More farm women went insane than any other class. The horses worked in the fields all week, and had to rest on Sunday, so that the farmer could not go to church.

The automobile provided a vehicle not excessive in cost, and able to provide pleasure for the farmer's whole family. It annihilated the distance between town and country. Contact with his coworkers and proximity to the market made the fanner more efficient and prosperous. More than this, the motor-car has made the whole rural life more attractive, and offers the one inducement that will keep the boy on the farm.

A hundred instances could be cited of the automobile's aid to the farm. One will suffice. In times of harvest, when a big gang is at work, the breakdown of a thresher will stop operations for a whole day, if the farmer has to drive to town behind a horse to get needed parts. With an automobile, he can dash in and out in a few hours.

No one expects the automobile to replace the horse on the farm. But for work that the horse can not do efficiently—such as the quick transit of milk, butter, and garden products to the markets—the motor-car has a future of wide utility. Incidentally, the farmer may be the first to solve the fuel problem, for by means of cooperative distilling he could produce denatured alcohol for almost nothing.

The more you go into the study of the automobile on the farm, the bigger becomes its significance. In the United States, four hundred and twenty-five million acres of land are uncultivated, largely on account of their inaccessibility. The motor-car will make them more accessible. Through the wide use of automobiles by the farmer we shall get, in time, that most valuable agency for prosperity, the good road.

One emerges from an investigation of the automobile industry in wonder over its expansion, and with admiration for the men behind it. Clear-cut youth, fresh vigor, compelling action galvanize it. Yet what seems to be a miracle at the end of less than ten years of growth may only be the prelude to a vaster era.

Meanwhile, each day records a new chapter of its triumphant progress.



THE DOWNFALL OF DIAZ

MEXICO PLUNGES INTO REVOLUTION

A.D. 1911

MRS. E.A. TWEEDIE

DOLORES BUTTERFIELD

On May 25, 1911, Porfirio Diaz resigned the Presidency of Mexico, under the compulsion of a revolution headed by Francisco Madero. This act ended an era, the Diaz era, in Mexican history. Diaz had been President for over thirty years. He had found Mexico an impoverished barbarism; he raised it to be a wealthy and at least outwardly civilized state. Some able critics, even among Europeans, had declared that Diaz, "the grand old man," was the greatest leader of the past century. All Mexicans honored him. But unfortunately for his fame he grew too old: he outlived his wisdom and his power.

Of the downfall of such a man there must naturally be conflicting views. We give here the story from the pathetic Diaz side by a well-known English writer upon Mexico, Mrs. Tweedie. Then we give the warm picture of Madero's heroic struggle against tyranny, as it appeared to Dolores Butterfield, a young lady brought up in Mexico, but driven thence by the more recent revolution which resulted in Madero's death.

MRS. E. A. TWEEDIE

Diaz has been hurled from power in his eighty-first year! The rising against him in Mexico has the character of a national revolutionary movement, the aims of which, perhaps, Madero himself has not clearly understood. One thing the nation wanted apparently was the stamping out of what the party considered political immorality, fostered and abetted by the acts of what they called the grupo cientifico, or grafters, and by the policy of the Minister of Finance, Limantour, in particular. Therefore, when Madero stood up as the chieftain of the revolution, inscribing on his banner the redress of this grievance, with some Utopias, the people followed him without stopping to measure his capabilities. His promises were enough.

It is one of the saddest episodes in the history of great rulers, and at the same time one of the most important in the history of a country. Mexico, which has pushed so brilliantly ahead in finance, industry, and agriculture, has still lagged behind in political development. The man who made a great nation out of half-breeds and chaos was so sure of his own position, his own strength, and I may say his own motives, that he did not encourage antagonism at the polls, and "free voting" remained a name only.

A German author has said that all rulers become obsessed with the passion of rule. They lose their balance, clearness of sight, judgment, and only desire to rule, rule, rule! He was able to quote many examples. I thought of him and his theory when following, as closely as one is able to do six thousand miles away, the recent course of events in Mexico. Would he in a new edition add General Diaz to his list?

Diaz has reached a great age. On the 15th September, 1910, he celebrated his eightieth birthday. He has ruled Mexico, with one brief interval of four years, since 1876. For thirty-five years, therefore, with one short break, the country has known no other President; and Madero, who has laid him low, was a man more or less put into office by Diaz himself. A new generation of Mexicans has grown up under the rule of Diaz. Time after time he has been reelected with unanimity, no other candidate being nominated—nor even suggested. Is it to be wondered at that, by the time his seventh term expired in 1910, he should have at last come to regard himself as indispensable?

That he was so persuaded permits of no doubt. "He would remain in office so long as he thought Mexico required his services," he said in the course of the first abortive negotiations for peace—before the capture of the town of Juarez by the insurrectionists, and the surrender of the Republican troops under General Navarro took the actual settlement out of his hand.

It was a fatal mistake, and it has shrouded in deep gloom the close of a career of unexampled brilliancy, both in war and statesmanship. The Spanish-American Republics have produced no man who will compare with Porfirio Diaz. Simon Bolivar for years fought the decaying power of Spain, and to him what are now the Republics of Colombia, Venezuela, Ecuador, Bolivia, and Peru owe their liberation. But Diaz has been more than a soldier, and his great achievement in the redemption of modern Mexico from bankruptcy and general decay completely overshadows his successes in the field during the ceaseless struggles of his earlier years.

Had he retired in 1910 he would have done so with honor, and every hostile voice in Mexico would have been stilled. All would have been forgotten in remembrance of the immense debt that his country owed him. He would have stood out as the great historic figure of a glorious era in the national annals. It was the first time he had broken his word with the people. Staying too long, he has been driven from office by a movement of ideas, the strength of which it is evident that he never realized until too late, and by a rebellion that in the days of his vigorous autocracy he would have stamped out with his heel.

It is a sad picture to look on, especially when I turn to that other one of the simple palace-home in Mexico City, with the fine old warrior, with dilating nostrils like a horse at the covert side, his face aglow, his eyes flashing as he told me of bygone battles, escapes from imprisonment and death, and deeds of wild adventure and romance. These inspiriting recollections he freely gave me for the "authentic biography" which he had given me permission to write. Up to that time he had refused that favor to every one; and in spite of his grateful recognition of the "honesty and veracity" of the volume I had written about his country five years before, he was long in giving his consent. "I have only done what I thought right," he said, "and it is my country and my ministers who have really made Mexico what she is." In the days of his strength, corruption was unknown in his country, and even now no finger can point at him. He retires a poor man, to live on his wife's little fortune. Diaz had the right to be egotistical, but he was modesty itself.

Yet he had risen from a barefoot lad of humble birth and little education to the dictatorship of one of the most turbulent states in the world, and this by powers of statesmanship for which, owing to want of opportunity, he had shown no aptitude before he reached middle life. Before that he seemed but a good soldier, true as steel, brave, hardy, resourceful in the field, and nothing more. It was not until he was actually President, when nearing fifty, that his gifts for government asserted themselves. Such late developments are rare, although Cromwell was forty before he made any mark. Chatham, again, was fifty before he was heard outside his own circle, and yet a few years, barely months, later, the world was at his feet.

It is rather the cry nowadays that men's best work is done before forty; and even their good work no later than sixty; but among endless exceptions General Diaz must take high rank.

His real career began at forty-six. Up to that time he had been an officer in a somewhat disorganized army, and his ambition at the outset never soared beyond a colonelcy.

He was nearly fifty when he entered Mexico City at the head of a revolutionary force. Romance and adventure were behind him, although personal peril still dogged his steps. He had to forget that he was a soldier, and to be born again as leader and politician, a maker and not a destroyer. In that capacity he had absolutely no experience of public affairs, but such as he had gained in a smaller way in early years spent in Oaxaca. Yet Diaz became a ruler, and a diplomat, and assumed the courtly manners of a prince.

Paradoxical as it may seem, his overthrow is the result of a revolution mainly pacific in its nature, and in substance a revolt of public feeling against abuses that have become stereotyped in the system of government by the too long domination of one masterful will. The military rising was but its head, spitting fire. Behind was an immense body of opinion, in favor of effecting the retirement of the President by peaceful means, and with all honor to one who had served his country well.

In 1908 General Diaz had stated frankly, in an interview granted to an American journalist, that he was enjoying his last term of office, and at its expiration would spend his remaining years in private life. There is no reason to doubt that this assurance represented his settled intention. The announcement was extensively published in the Mexican Press, and was never contradicted by the President himself. Then rumors gained currency that Diaz was not unprepared to accept nomination for the Presidency for an eighth term. The statement was at first discredited, then repeated without contradiction in a manner that could hardly have failed to excite alarm. At length came the fatal announcement that the President would stand again.

Hardly had the bell of Independence ceased ringing out in joyous clang on September 15, 1910, in celebration of free Mexico's centenary, hardly had the gorgeous fetes for the President's birthday or the homage paid him by the whole world run their course, when the spark of discontent became a blaze. He had mistaken the respect and regard of his people for an invitation to remain in office.

By the time the Presidential election approached, signs of agitation had increased. A political party rose in direct hostility, not so much to General Diaz himself or Limantour, as to the Vice-President, who, as next in the succession, in the event of the demise of the President, would have been able to rivet the autocracy on the country.

Corral was the Vice-President. What little I saw of him I liked; but then he had hardly taken up the reins of power. He did not make himself popular; in fact, a large part of the country hated and distrusted him. But for that, probably nothing would have been heard of the troubles which ensued. As the party anxious for the introduction of new blood into the Government increased in vigor, the people showed themselves more and more determined to get rid of Corral. They wanted a younger man than Diaz in the President's chair: they wanted, above all, the prospect of a better successor.

But the official group whose interests depended on the maintenance of the Diaz regime was, for the moment, too powerful, and it succeeded in inducing the President to accept reelection.

To the general hatred of this group on the part of the nation, Madero owed his success. He was almost unknown, but the malcontents were determined to act, and to act at once, and they could not afford to pick and choose for a leader. As a proof that the country thought less of the democratic principles invoked than of the destruction of the official "cientificos," may be cited the fact that it at first placed all its trust and confidence in General Reyes, who is just as despotic and autocratic as General Diaz, but has at the same time, to them, a redeeming quality—his avowed opposition to the gang. Reyes refused to head the insurrection, and it was then Madero or nobody.

In the spring of 1910 Francis I. Madero came to the front. He was a man of education, of fortune, of courage, and a lawyer by profession. He had written a book entitled the Presidential Succession, and although without experience in the management of State affairs, he had shown that he had the courage of his convictions. He consented to stand against Diaz in a contest for the Presidency of the Republic.

The malcontents had found their leader. Madero not only accepted nomination, but began an active campaign, making speeches against the Diaz administration, denouncing abuses, more especially the retention of office by the Vice-President and the tactics of Limantour, and showing the people that as General Diaz was then eighty years of age, and his new term would not expire until 1916, Corral would almost certainly succeed to the inheritance of the Diaz regime.

Energetic, courageous, and outspoken, Madero had full command of the phraseology of the demagog. His only shortcoming in the eyes of his own party was that he had not been persecuted by the Government. The officials, alas, soon supplied this deficiency. A few days before the Presidential election in July, 1910, when making a speech in Monterey, Madero was arrested as a disturber of the peace and thrown into prison, where he was kept until the close of the poll.

The election resulted, as usual, in a triumphant majority for General Diaz, though votes were recorded, even in the capital itself, for the anti-reelectionist leader.

As soon as opportunity offered, Madero escaped to the United States, and from that vantage-ground kept up a correspondence with his friends and partizans. Though the election had been held in July, the inauguration of the President did not take place until December, 1910. A fortnight before that date, a conspiracy, at which Madero probably connived, was discovered in Puebla. The first victim was the Chief of the Police at Puebla. He was shot dead by a woman who at his knock had opened the door of a house wherein the revolutionists were holding a meeting. The revolution had begun. Risings took place in different parts of the Republic, but were quickly quelled, with the exception of one in the State of Chihuahua, where the rebels had a special grievance against the all-powerful family of the great landowner, General Terrazas. These large landed proprietors are a subject of hatred to the new Socialist party.

Trouble followed trouble in the north, which, be it remembered, runs to a distance of over a thousand miles from Mexico City itself. But nothing very serious occurred, until suddenly, in the early weeks of 1911, President Taft mobilized a force of 20,000 American troops to watch the Mexican frontier. From that time events developed rapidly till the end of the Diaz regime in May. One thing became clear, that the revolution was rapidly making its way to victory, and that Diaz, prostrate with an agonizing disease, an abscess of the jaw, was in no condition to rally his disheartened followers in person. He saved his honor, as the phrase goes, by a declaration that he would not retire from office until peace was declared, and he kept his word. He was too ill to leave his simple home in one of the chief streets of the city, where he lived less ostentatiously than many of his fellow citizens, but this did not prevent the mob from firing upon his home. On the afternoon of May 25, 1911, he resigned, and Senor De La Barra, formerly Minister at Washington, became provisional President until the next election, fixed for October.

Madero was the hero of the hour. He entered Mexico City in triumphal procession, June 7, 1911. His entrance was preceded by the most severe earthquake the capital had known in years. Many buildings were wrecked and some hundreds of people killed. An arch of the National Palace fell, one beneath which Diaz had often passed.

Three days after signing his abdication, General Diaz was well enough to leave Mexico City. In the early hours of the morning three trains drew up filled with his own solders and friends, in the middle one of which the ex-President, his wife, the clever and beautiful Carmelita, Colonel Porfirio Diaz, his son, with his young wife, several children, and their ten-days-old baby, were seated. Along the route the train came upon a force of seven hundred rebels. A sharp encounter ensued. The revolutionists left thirty dead upon the field; the escort, which numbered but three hundred, lost only three men. The old fighting spirit returned to the old lion, and, unarmed, the ex-President descended from his car and took part in the engagement. He entered Mexico City fighting, and he has left her shores with bullets ringing in the air. This was but the second time that Diaz had left the land of his birth.

His work is now imperishable. Mexicans, I am sure, will regret the pitiful circumstances under which his fall has come about, and he will live long in the hearts of his countrymen. Nothing can alter the fact that he made modern Mexico. It was no easy task; the Mexicans are a cross-breed of Spaniards and countless Indian tribes. There are still half a million Aztecs. Diaz has given this strange mixed race education, and a high order of education for such a people; he has brought his country to a financial position in which the Government can, or could, borrow all the money it wanted at four per cent. Railways intersect the land in every direction. The largest financial interests are American, the next in importance are British. Except Germany, no other foreign country has much capital invested in Mexico.

Thus closes one of the most wild and romantic episodes of the world's history—a peasant boy who became a soldier, a general who became a President—a President who became a great autocrat, who raised a country from obscurity to greatness, and was finally driven from power by the very people he had educated, and to whom he had brought vast blessings.

The great Diaz in his eighty-first year has passed from power, the power he used so well. Verily a moving spectacle from first to last.

DOLORES BUTTERFIELD[1]

[Footnote 1: Reproduced by permission from the North American Review.]

In contemplating the present situation in Mexico there is a tendency of late to deplore the Madero revolution and the overthrow of Diaz, and to overlook the fact that the Diaz regime itself not only made and forced, by its political abuses, the revolution that overthrew it, but, by its economic abuses, prepared the country for the anarchy now rife in it; and also that it is the very same ring of men who surrounded Diaz and finally rendered his rule unbearable who are now financing and fomenting the present rebellion against a Government not in sympathy with them nor subservient to their interests.

Porfirio Diaz attained the presidency of Mexico thirty-five years ago by overthrowing Lerdo de Tejada. He put an end to brigandage, which was at that time wide-spread. Such bandits as he could not buy he exterminated. His political opponents he also bought or exterminated, so that without the slightest disturbance to the national peace he could be unanimously reelected whenever his term expired. Out of bankruptcy he established credit; he put up schools; he invited foreign capital into his country and made it possible for foreign capital to go in; and so he gradually built up a material progress which won him the name of "nation-builder." There were railroads and telegraphs; the cities were graced with beautiful edifices, with theaters and parks, with electricity and asphalt. There was the appearance of a civilization and progress, which, considering the time in which it was compassed, was indeed marvelous.

But all this was only a shell and a semblance. The economic condition of the Mexican lower classes was not touched—the process of "nation-building" seemed not to include them. In the shadow of a modern civilization stalked poverty and ignorance worthy of the Middle Ages. And it was notorious that in the capital city itself, under the very eyes of the central Government, was where the very worst conditions and the most glaring extremes of poverty and wealth were to be seen. On the one hand, splendid paseos lined with magnificent palaces, where, in their automobiles, the pleasure-seeking women of the rich displayed their raiment worth thousands of dollars; and, on the other, streets filled with beggars, their clothes literally dropping off them in filthy rags, reeking with the typhus which for years has been endemic in the City of Mexico.

Let it be said to Diaz's credit that he did try, in a measure, at first to better those conditions. Hence the public schools which, though inadequate for the scattered rural population, have accomplished much in the cities. He also attempted years ago a division of the lands, but dropped it when he saw that the great landowners were stronger than he and that to persist might cost him the Presidency.

It was natural and inevitable that a Government in which there was never any change or movement should stagnate and become corrupt. Porfirio Diaz was not a President, but, in all save the name, an absolute monarch, and inevitably there formed about his throne a cordon of men as unpatriotic and self-interested as he may have been patriotic and disinterested—as to a great extent he undeniably was. These men were the Cientificos.

The term is, of course, not their own. It was applied to them by the Anti-reelectionists, meaning that they were scientific grafters and exploiters. The full-fledged Cientifico was at once a tremendous landholder and high government official. To illustrate, the land of the State of Chihuahua is almost entirely owned by the Terrazas family. In the days of Diaz, Don Luis Terrazas was always the governor, being further reenforced by his relative, Enrique C. Creel, high in the Diaz ministry. In Sonora the land was held by Ramon Corral, Luis Torres, and Rafael Izabal. These three gentlemen, who were called "The Trinity," used to rotate in the government of the state until Corral was made vice-president, when Torres and Izabal took turn about until the death of the latter shortly before the Madero revolution. In every state there was either one perpetual governor or a combine of them.

Thus in each state a small group of men were the absolute masters politically, economically, and industrially. They made and unmade the laws at their pleasure. For instance, Terrazas imposed a prohibitory tax upon cattle which forced the small owners to dispose of their stock, which he, being the only purchaser, bought at his own price, after which he repealed the law. They adjusted taxation to suit themselves, assessing their own huge estates at figures nothing short of ridiculous, while levying heavily upon the small farmer, and especially upon enterprise and improvements. They practised peonage, though peonage is contrary to the Constitution of the Republic, to the Federal laws, and, in many cases, to the laws of the separate states as well. They drew public salaries for perverting the government to their private benefit and enrichment; and as the dictator grew older and surrendered to his satellites more and more of his once absolute power, the conditions became so intolerable, and the tyranny and greed of the Cientificos so shameless and unbridled (infinitely more so in the southern than in the northern states), that it would have been a reversal of the history of the world if there had been no revolution.

In 1910 the aged Diaz declared his intention of resigning. Perhaps he even intended to keep that promise when he made it; but if so, the Cientificos, who knew that his prestige and the love of the nation for him were their only shield, induced him to think better of it. The strongest of the opposing parties was the Anti-reelectionist party. It embodied the best elements and the best ideals of the country and from the first was the one of which the Diaz regime was most afraid.

Now by its very name this party was pledged to no reelection, and yet it so far compromised with the regime as to nominate Diaz for President, only repudiating Corral, who was odious to the entire nation. However, the Cientificos saw that this was to be the entering wedge, and they promptly prepared to crush the new political faction. Anti-reelectionists were arrested right and left; their newspapers were suppressed, the presses wrecked, and the editors thrown into prison. But the party's blood was up. It did not dissolve. It did not nominate Corral. Instead it struck Porfirio Diaz's name from its ticket and tendered to Francisco Madero, Jr., not the vice-presidential but the presidential nomination. The bare fact that he accepted it speaks volumes for his courage.

Francisco Madero was born October 4, 1873. He was educated from childhood in the United States and Europe; and upon returning to his country, imbued with the advanced ideas of the most broad-minded men of the most enlightened countries in the world, it was perhaps only natural that he should resent the conditions which he saw in his own country. The Madero family owns great tracts of land in Coahuila, besides properties in other states. Madero introduced modern methods and modern machinery in the management of his estates. Already a millionaire, he made more millions, at the same time doing much toward the betterment of conditions for his own immediate dependents among the lower class.

Madero first attracted attention by writing The Presidential Succession in 1910. The Cientifico clique laughed at him as a visionary. Suddenly they awoke to the fact that his book, with its calm, dispassionate logic and democratic tone, was doing them more harm than a thousand soldiers, and they suppressed its publication. It was the writing of this book that led to Madero's nomination for President by the Anti-reelectionist party when every one else had failed it.

Madero took the attitude that he was a presidential candidate in a free republic and began what he called his democratic campaign. He went from city to city, delivering speeches and laying his platform before the people. He was called "the apostle of democracy," and the multitudes followed him like an apostle indeed. But he did not carry out his democratic campaign without sacrifice and risk. When he passed through Hermosillo, Sonora, the hotel-keepers closed their-doors to him. Torres, feudal lord of the state, had given out the necessary hint and Madero, for all his millions, could find no apartments for himself and his wife until a Spaniard—relying upon the fact of being a foreigner— offered them lodgings, "not wishing to lend himself to so ignoble an intrigue." This was but one city of many. In all places he had the most tremendous difficulty in renting halls for his addresses. Frequently he was reduced to speaking in tumble-down sheds or mule-yards or vacant lots, the local authorities often hiring rowdies to create disturbances at his meetings. He was ridiculed, he was threatened, he was persecuted, but he went on unafraid.

Just before and during the elections every known Maderista, from Madero down, was arrested on charges of "sedition." Things came to such a pass that in the city where I lived some sixty prominent Maderistas were arrested at two o'clock one morning without warrants and on no charge, it being noteworthy that the men arrested were almost without exception some of the best and most honorable men in the state. And this happened at the same hour of the same day in every city in Mexico. But in spite of the fact that many votes were lost to Madero through intimidation or actual imprisonment, so strong a vote was registered for the Madero electors that fraud was resorted to to cover his gains. The result of the elections was that Diaz and Corral were unanimously reelected—the former for his eighth term and the latter for his second.

The Anti-reelectionists then appealed to Congress and the Senate to annul the elections, alleging fraud and intimidation. Without the slightest pretense of considering or investigating these charges Congress and Senate—long the mouthpieces of Cientificismo—ratified the elections as just and legal. Every peaceful measure to bring about justice in the elections and insure the free expression of the nation's will was now exhausted. The only recourse left to the people by the Cientifico regime was war. Their leader at the polls became their leader in the preparations for that war.

In the midst of this riot of tyranny, while the nation yet seethed with indignation at the outrageous electoral farce imposed upon it, the first Centennial of Mexican independence was being celebrated before the foreign diplomats with unprecedented pomp and display. The Anti-reelectionists declared that Liberty was dead and that instead of celebrating they were going to don deep mourning. They were thus a mark for all manner of persecutions from petty annoyances to the most unprovoked armed attacks. Some students were fired upon by troops while they were carrying wreaths to the monument of the boy heroes of Chapultepec; a young lawyer was arrested for making a speech beneath the statue of Juarez; and in Tlaxcala a procession of unarmed working men was fired upon and ridden down by rurales, several men and a woman being killed. Consecrating hypocritical hymns to liberty that did not exist and heaping with wreaths the tombs and monuments of the heroes of Mexico, while violating all the ideals for which those heroes died, drunk with the power they had wielded so long, the Cientificos pressed blindly on, following the path that Privilege has taken since the beginning of history and which has only one end.

These are some of the causes and circumstances that made the revolution of 1910-11—not all of them, for there must be remembered in addition the Yaqui slave traffic, the contract-labor system of the great southern haciendas, and a dozen other iniquities, greater and lesser, which also contributed to precipitating the revolt. It was fortunate that that revolt was captained by a man of Francisco Madero's type—a man who knew how to win the world's sympathy for his cause and how to make his subordinates merit that sympathy by their observance of the rules of civilized warfare.

The actual armed contention of the Madero revolution was singularly brief, culminating in the capture of Ciudad Juarez, which was followed by the resignation of Diaz and Corral. There can be no doubt that the dictatorship could have held together for a considerable time longer and that Diaz surrendered before he actually had to. But he could probably see by this time that it was inevitable in any case, and he was willing to sacrifice his personal pride and ambition sooner than necessary to avoid bloodshed in Mexico if he could. And also he had it upon his conscience, and it was brought home to him by the mobs outside his palace, that he was not the constitutional President of Mexico, but the tool of the betrayers of her Constitution. That he had been shamelessly deceived and played upon by the impassable cordon of Cientificos about him is easy to judge. His message of resignation was one to touch any heart, combining pathos with absolute dignity.

The resignation of Diaz and Corral was taken by many to signify the complete surrender of the old regime and the triumph of the revolution. Indeed, for the moment it so appeared. But although the Cientificos were ousted from direct political control, their wealth and power and the tremendous machinery of their domination were still to be contended with before the revolution could follow up its political success with the economic reforms which were its real object.

Madero had pledged himself primarily to the division of the lands. He realized that only by the abolition of the landed aristocracy, and an equitable distribution among moderate holders for active development of the huge estates, held idle in great part or worked by peons, could the progress and prosperity of the nation be put upon a solid basis. He knew exactly what the remedy was and, though a landed aristocrat himself by birth and inheritance, was not afraid of it.

As soon as he was elected to the presidency he set a committee of competent, accredited engineers to work appraising property values in the different states, and great tracts of hundreds of thousands and millions of acres, previously assessed at half as many thousands as they were worth millions, were revalued and reassessed at their true inherent value. The haciendados raised a frightful cry. They tried threats, intrigue, and bribery. It was useless; the revaluation went on. The new administration reclaimed as national property all that it could of the terrenos baldios, or public lands, which under Diaz had been rapidly merging into the great estates. It established a government bank for the purpose of making loans on easy terms, and thus assisting the poor to take up and work these public lands in small parcels. Even before becoming President, Madero had advised the working men to organize and demand a living wage, which they did. He attacked the lotteries, the bull-fights, the terrible pulque trust, the unbridled traffic of which, more than any other one factor, has contributed to the degradation of the lower classes. He began to extend the public-school system.

From the first the Cientificos hampered and impeded him. To foment a counter-revolution they took advantage of the fact that in various parts of the country there were disorderly bands of armed men committing numerous depredations. These men had risen up in the shadow of the Maderista revolution, and at its close, instead of laying down their arms, they devoted themselves to the looting of ranches and ungarrisoned isolated towns. Of these brigands—for they were neither more nor less, whatever they may have called themselves then or may call themselves now—the most formidable was Emiliano Zapata. His alleged reason for continuing in arms after the surrender of the dictatorship was that his men had not been paid for their services. President De la Barra paid them, but their brigandage continued. And at the most critical moment Pascual Orozco, Jr., Madero's trusted lieutenant, in command of the military forces of Chihuahua, issued—on the heels of reiterated promises of fealty to the Government—a pronunciamiento in favor of the revolution and delivered the state which had been entrusted to his keeping to the revolutionists, at whose head he now placed himself.

The new malcontents declared that Madero had betrayed the revolution, and that they were going to overthrow him and themselves carry out the promises he had made. This sounds heroic, noble, and patriotic, but will not bear close inspection. In the first place, many of the revolutionists with whom the new faction allied itself had been in arms since before Madero was even elected—a trivial circumstance, however, which did not seem to shake their logic. Moreover, as any honest, fair-minded person must have recognized, the promises of Madero were not such as he could fulfil with a wave of his hand or a stroke of his pen. They were big promises and they required time and careful study for their successful undertaking and the cooperation of the people at large against the public enemies, whereas Madero was not given time nor favorable circumstances nor the intelligent cooperation of any but a small proportion of the population.

As a matter of fact, Madero himself, far from overstating the benefits of the revolution led by him or making unwise promises of a Utopia impossible of realization, addressed these words to the Mexican people at the close of that conflict: "You have won your political freedom, but do not therefore suppose that your economic and social liberty can be won so suddenly. This can only be attained by an earnest and sustained effort on the part of all classes of society."

It is to be feared that for long years to come Mexico must stand judged in the eyes of the world by the disgraceful and uncivilized conduct of the various rebels, or so-called rebels, and simon-pure bandits who are contributing to the revolt and running riot over the country; but there is, nevertheless, in Mexico a class of people as educated, as refined, as honorable as those existing anywhere. And these people—the obreros (skilled working men) and the professional middle class, as well as the better elements of the laboring classes, are supporting Madero—not all in the spirit of his personal adherents, but because they realize the tremendous peril to Mexico of continued revolution. In 1911 the revolution was necessary—the peril had to be incurred, because nothing but arms could move the existing despotism; but none of the pretended principles of the revolution can now justify that peril when the man attacked is the legal, constitutional, duly elected President, overwhelmingly chosen by the people, and venomously turned upon immediately following his election without being given even an approach to a fair chance to prove himself.