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 gaso