Customer (pronounced kuhs-tuhm-ah)
(1) A
habitual patron, regular purchaser, returning client; one who has a custom of
buying from a particular business (obsolete in its technical sense).
(2) A
patron, a client; one who purchases or receives a product or service from a
business or merchant, or intends to do so.
(3) In
various slang forms (cool customer, tough customer, ugly customer, customer
from hell, dream customer etc), a person, especially one engaging in some sort
of interaction with others.
(4) Under
the Raj, a native official who exacted customs duties (historic use from
British colonial India).
Late
1300s: From the Middle English customere
& custommere (one who purchases
goods or supplies, one who customarily buys from the same tradesman or guild), from
custumer (customs official,
toll-gatherer), from the Anglo-French custumer,
from the Old French coustumier & costumier (from which modern French gained
coutumier (customary, custumal)),
from the Medieval Latin noun custumarius
(a toll-gatherer, tax-collector), a back-formation from the adjective custumarius (pertaining to custom or
customs) from custuma (custom, tax). The literal translation of the Medieval Latin
custumarius was “pertaining to a
custom or customs”, a contraction of the Latin consuetudinarius, from consuetudo
(habit, usage, practice, tradition). The
generalized sens of “a person with whom one has dealings” emerged in the 1540s
while that of “a person to deal with” (then as now usually with some defining
adjective: “tough customer”, difficult customer” etc) was in use by the 1580s. Derived terms are common including customer
account, customer base, customer care, customer experience, customer-oriented, customer
research, customer resistance, customer service, customer success, customer
support, direct-to-customer, customer layer, customer-to-customer, ugly
customer, tough customer, difficult customer etc. Customer is a noun; the noun plural is
customers.
William
Shakespeare (1564–1616) used the word sometimes to mean “prostitute” and in his
work was the clear implication that a buyer was as guilty as the seller, the law
both unjust and hypocritical, something which in the twentieth century would be rectified
in Swedish legislation.
Shakespeare: All's Well That Ends Well (circa 1602), Act 5, scene 3
LAFEW: This
woman’s an easy glove, my lord; she goes off and on at pleasure.
KING: This ring was mine. I gave it his first
wife.
DIANA: It might be yours or hers for aught I know.
KING (to
attendants) Take her away. I do not like
her now. To prison with her, and away
with him. Unless thou tell’st me where thou hadst this ring, Thou diest within
this hour.
DIANA: I’ll never tell you.
KING: Take her away.
DIANA: I’ll put in bail, my liege.
KING: I think thee now some common customer.
DIANA (to
Bertram): By Jove, if ever I knew man,
’twas you.
In
Sweden, the law was amended in a way of which Shakespeare might have approved, Chapter
6, Section 11 of the Swedish Penal Code making it an offence to pay for sex, the
act of “purchasing sexual services”
criminalized, the aim being to reduce the demand for prostitution. The law provides for fines or a maximum term
of imprisonment for one year, depending on the circumstances of the case. So selling sexual services is not unlawful in
Sweden but being a customer is, an inversion of the model for centuries applied
in the West. Individuals who engage in
prostitution are not criminalized under Swedish law, which is intended to
protect sex workers from legal penalties while targeting the customers, now
defined as those who “exploit them”. The Swedish model aims to reduce prostitution
by focusing on the demand side and providing support for those who wish to exit
prostitution and as a statement of public policy, the law reform reflected the
government’s view prostitution was a form of gender inequality and
exploitation. The effectiveness of the
measure has over the years been debated and the customer-focused model of
enforcement has not widely been emulated.
The
customer is always right
The much
quoted phrase (which in some areas of commerce is treated as a proverb): “the customer is always right” has its origins
in retail commerce and is used to encapsulate the value: “service staff should give high priority to customer satisfaction”. It is of course not always literally true, the
point being that even when patently wrong about something, it is the customer
who is paying for stuff so they should always be treated as if they are right. Money being the planet’s true lingua franca,
variations exist in many languages, the best known of which is the French le client n'a jamais tort (the customer
is never wrong), the slogan of Swiss hotelier César Ritz (1850-1918) whose name
lived on in the Hôtel Ritz in Paris, the Ritz and Carlton Hotels in London and
the Ritz-Carlton properties dotted around the world. While not always helpful for staff on the
shop floor, it’s an indispensible tool for those basing product manufacturing or
distribution decisions on aggregate demand.
To these counters of beans, what is means is that if there is great demand
for red widgets and very little for yellow widgets, the solution probably is not to commission an advertising campaign for yellow widgets but to increase production
of the red, while reducing or even ceasing runs of the yellow. The customer is “right” in what they want,
not in the sense of “right & wrong” but in the sense of their demand being
the way to work out what is the “right” thing to produce because it will sell.
Available at Gullwing Motor Cars: Your choice at US$129,500 apiece.
The notion
of “the customer is always right” manifests in the market for pre-modern
Ferraris (a pre-1974 introduction the accepted cut-off). While there nothing unusual about
differential demand in just about any market sector, dramatically is it
illustrated among pre-modern Ferraris with some models commanding prices in
multiples of others which may be rarer, faster, better credentialed or have a notionally
more inviting specification. That can
happen when two different models are of much the same age and in similar
condition but a recent listing by New York-based Gullwing Motor Cars juxtaposed
two listings which left no doubt where demand exists. The two were both from 1972: a 365 GTC/4 and
a Dino 246 GT.
Some reconditioning required: 1972 Ferrari 356 GTC/4
Some assembly required: 1972 Dino 246 GT by Ferrari
Aggregate demand: The highly regarded auction site Bring-a-Trailer (BAT, their origin being a clearing house for “projects” although most were less challenging than Gullwing’s Dino) publishes auction results (including “reserve not met” no-sales) and the outcomes demonstrate how much the market lusts for Dinos. BAT also has a lively comments section for each auction and more than once a thread had evolved to discuss the seeming incongruity of the prices achieved by Dinos compared with the rarer Berlinetta Boxer (365 GT4 BB, BB 512 & BB 512i) (1973-1984) which was when new much more expensive, faster and, of course, a genuine twelve cylinder Ferrari. In such markets however, objective breakdowns of specifications and specific performance are not what decide outcomes: The customer is always right.
Digging up: The famous "buried" 1974 Dino 246 GTS, being extracted, Los Angeles, 1978 (left) and the body tag of a (never buried) 1974 Dino 246 GTS. While it's true the factory never put a "Ferrari badge" on the Dino 206 & 246 (nor did one appear on the early Dino 308s) the Ferrari name does appear on the tags and some parts. Gullwing's Dino would be a more challenging "project" and even with today's inflated values, the financial viability of a restoration might be dubious.
Although it's in recent years the prices paid for the things sharply have spiked, the lure of the Dino is not a recent thing. In 1978, a 1974 246 GTS was discovered buried in a Los Angeles yard and it transpired it was on the LAPD’s (Los Angeles Police Department) long list of stolen vehicles. The department’s investigators concluded the burial had been a “rush job” because while it had been covered with carpets and some plastic sheeting in an inexpert attempt to preserve it from the sub-terrain, one window had been left slightly open. Predictably, the back-story was assumed to be an “insurance scam”, the owner allegedly hiring two “contractors” to “make it disappear” in a manner consistent with car theft, hardly an unusual phenomenon in Los Angeles. The plan was claimed to be for the Dino to be broken up with all non-traceable (ie not with serial numbers able to be linked to a specific vehicle) parts on-sold with whatever remained to be dumped “somewhere off the coast”. In theory, the scamming owner would bank his check (cheque) from Farmers Insurance while the “contractors” would keep their “fee for service” plus whatever profits they realized from their “parting-out” which, even at the discount which applies to “fenced” stolen goods, would have been in the thousands; a win-win situation, except for the insurance company and, ultimately, everyone who pays premiums.
Dug Up: The 'buried" Dino after restoration. Two of the Campagnolo wheels are said to be original and the 14 x 7½ wheels & fender flares combo was at the time a US$680.00 (about a third the cost of a new, small car); their presence can now add US$100,000 to a 246's value so they proved a reasonable investment.
However, it’s said that when driving the Dino, the hired pair found it so seductive they decided to keep it, needing only somewhere to conceal it until they could concoct another plan. Thus the hasty burial but for whatever reason (the tales differ), they never returned to reclaim the loot and four years later the shallow automotive grave was uncovered after a “tip-off” from a “snitch” (tales of children finding it while “playing in the dirt” an urban myth. The matter of insurance fraud was of course pursued but no charges were laid because police could not discover who had done the burial and rather than being scraped and “parted-out” (this time lawfully) as might have been expected, the Dino was sold and restored. That was possible because it was in surprisingly good condition after its four years in a pit, something accounted for by (1) the low moisture content of the soil, (2) the degree of protection afforded by the covers placed at the time of burial and (3) its time underground coinciding with one of the prolonged droughts which afflict the area. So, although Dino values were not then what they became, purchased at an attractive price (a reputed US$9000), it was in good enough shape for a restoration to be judged financially viable and it was “matching numbers” (#0786208454-#355468) although that had yet become a fetish. The car remains active to this day, still with the Californian licence plate “DUG UP”.
Cars (for fraudulent purposes being buried or otherwise secreted away is a not uncommon practice (some have even contained a dead body or two) but there’s at least one documented case of an individual being, in accordance with a clause in their will, buried in their Ferrari. Sandra West (née Hara, 1939-1977) became a Beverly Hills socialite after marrying Texas oil millionaire and securities trader Ike West (1934-1968) and as well as jewels and fur coats (then socially acceptable evening wear), she developed a fondness for Ferraris. Her husband died “in murky circumstances” in a room of the Flamingo Hotel in Las Vegas and while the details of his demise at a youthful 33 seem never to have been published, he had a history of drug use and “health issues” related to his frequent and rapid fluctuations in weight. His widow inherited some US$5 million (then a considerable fortune) so the LA gossip columnists adjusted their entries from “Mrs West” to “Sandra West, Beverly Hills Socialite and Heiress”. Her widowed life seems not to have been untroubled and her death in 1977 was certainly drug-related although sources differ about whether it was an overdose of some sort or related to the injuries she’d suffered in an earlier car accident.
She left more than one will but a judge ultimately found one to be valid and it included a clause stating she must be buried “…in my lace nightgown … and in my Ferrari with the seat slanted comfortably.” Accordingly, after a two month delay caused by her brother contesting the “burial clause”, Mrs West’s appropriately attired body was prepared while the Ferrari was sent (under armed guard) by train to Texas where the two were united for their final journey. Car and owner were then encased in a sturdy timber box measuring 3 metres (10 feet) x 2.7 m (9 feet) x 5.8 m (19 feet) which was transported by truck to San Antonio for the ceremony, conducted on 4 May 1977 in the Alamo Masonic Cemetery (chartered in 1848, the Ancient Free and Accepted Masons in 1854 purchased this property because of the need for a burial ground for Freemasons). It was an unusual ceremony in that a crane was used carefully to lower the crate into an obviously large grave while to deter “body snatchers” (who would be interested in exhuming car rather than corpse), a Redi-mix truck was on-hand to entomb the box in a thick layer of concrete. In a nice touch, her grave lies alongside that of her husband and has been on the itinerary of more than one tourist operator running sightseeing tours. Mrs West owned three Ferraris and it’s not clear in which her body was laid; while most reports claim it was her blue, 1964 330 America (s/n 5055), some mention it as a 250 GTE but 330 America #5055 has not since re-appeared (pre-modern Ferraris carefully are tracked) so that is plausible and reputedly it was “her favourite”. Inevitably (perhaps sniffing the whiff of a Masonic plot), conspiracy theorists have long pointed out the only documentary evidence is of “a large crate” being lowered into the grave with no proof of what was at the time within. However, given burial clause was ordered enforceable by a court, it should be assumed that under the remarkably plain gravestone which gives no indication of the unusual event, rests a Ferrari of some tipo.




















