Legside

Legside (pronounced leg-sahyd)

(1) In the terminology of cricket (also as onside), in conjunction with “offside”, the half of the cricket field behind the batter in their normal batting stance.

(2) In the terminology of horse racing, in conjunction with “offside”, the sides of the horse relative to the rider.

Pre 1800s: The construct was leg + side.  Leg was from the Middle English leg & legge, from the Old Norse leggr (leg, calf, bone of the arm or leg, hollow tube, stalk), from the Proto-Germanic lagjaz & lagwijaz (leg, thigh).  Although the source is uncertain, the Scandinavian forms may have come from a primitive Indo-European root used to mean “to bend” which would likely also have been linked with the Old High German Bein (bone, leg).  It was cognate with the Scots leg (leg), the Icelandic leggur (leg, limb), the Norwegian Bokmål legg (leg), the Norwegian Nynorsk legg (leg), the Swedish lägg (leg, shank, shaft), the Danish læg (leg), the Lombardic lagi (thigh, shank, leg), the Latin lacertus (limb, arm), and the Persian لنگ (leng).  After it entered the language, it mostly displaced the native Old English term sċanca (from which Modern English ultimately gained “shank”) which was probably from a root meaning “crooked” (in the literal sense of “bent” rather than the figurative used of crooked Hillary Clinton).  Side was from the Middle English side, from the Old English sīde (flanks of a person, the long part or aspect of anything), from the Proto-Germanic sīdǭ (side, flank, edge, shore), from the primitive Indo-European sēy- (to send, throw, drop, sow, deposit).  It was cognate with the Saterland Frisian Siede (side), the West Frisian side (side), the Dutch zijde & zij (side), the German Low German Sied (side), the German Seite (side), the Danish & Norwegian side (side) and the Swedish sida (side).  The Proto-Germanic sīdō was productive, being the source also of the Old Saxon sida, the Old Norse siða (flank; side of meat; coast), the Danish & Middle Dutch side, the Old High German sita and the German Seite.  Legside is an adjective.

A cricket field as described with a right-hander at the crease (batting); the batter will be standing with their bat held to the offside (there’s no confusion with the concept of “offside” used in football and the rugby codes because in cricket there’s no such rule).

In cricket, the term “legside” (used also as “leg side” or “on side”) is used to refer to the half of the field corresponding to a batter’s non-dominant hand (viewed from their perspective); the legside can thus be thought of as the half of the ground “behind” the while the “offside” is that in front.  This means that what is legside and what is offside is dynamic depending on whether the batter is left or right-handed and because in a match it’s not unusual for one of each to be batting during an over (the basic component of a match, each over now consisting of six deliveries of the ball directed sequentially at the batters), as they change ends, legside and offside can swap.  This has no practical significance except that because many of the fielding positions differ according to whether a left or right-hander is the striker.  That’s not the sole determinate of where a fielding captain will choose to set his field because what’s referred to as a “legside” or “offside” field will often be used in deference to the batter’s tendencies of play.  It is though the main structural component of field settings.  The only exception to this is when cricket is played in unusual conditions such as on the deck of an aircraft carrier (remarkably, it’s been done quite often) but there’s still a legside & offside, shifting as required between port & starboard just as left & right are swapped ashore.

The weird world of cricket's fielding positions.

Quite when legside & offside first came to be used in cricket isn't known but they’ve been part of the terminology of the sport since the rules of the game became formalized when the MCC (Marylebone Cricket Club) first codified the "Laws of Cricket" in what now seem a remarkably slim volume published in 1788, the year following the club’s founding.  There had earlier been rule books, the earliest known to have existed in the 1730s (although no copies appear to have survived) but whether the terms were then is use isn’t known.  What is suspected is legside and offside were borrowed from the turf where, in horse racing jargon, they describe the sides of the horse relative to the rider.  The use of the terms to split the field is reflected also in the names of some of the fielding positions, many of which are self-explanatory while some remain mysterious although presumably they must have seemed a good idea at the time.  One curious survivor of the culture wars which banished "batsman" & "fieldsman" to the shame of being microaggressions is "third man" which continues to be used in the men's game although in women's competition, all seem to have settled on "third", a similar clipping to that which saw "nightwatch" replace "nightwatchman"; third man surely can't last.  The ones which follow the dichotomous description of the field (although curiously “leg” is an element of some and “on” for others) including the pairings “silly mid on” & silly mid off” and “long on & long off”, while in other cases the “leg” is a modifier, thus “slip & leg slip” and “gully & leg gully”.  Some positions use different terminology depending on which side of the field they’re positioned, “point” on the offside being “square leg” on the other while fractional variations in positioning means there is lexicon of terms such as “deep backward square leg” and “wide long off” (which experts will distinguish from a “wideish long off”).

Leg theory

Leg theory was a polite term for what came to be known as the infamous “bodyline” tactic.  In cricket, when bowling, the basic idea is to hit the stumps (the three upright timbers behind the batter), the object being to dislodge the bails (the pair of small wooden pieces which sit in grooves, atop the three).  That done, the batter is “dismissed” and the batting side has to send a replacement, this going on until ten batters have been dismissed, ending the innings.  In essence therefore, the core idea is to aim at the stumps but there are other ways to secure a dismissal such as a shot by the batter being caught on the full by a fielder, thus the attraction of bowling “wide of the off-stump” (the one of the three closest to the off side) to entice the batter to hit a ball in the air to be caught or have one come "off the edge" of the bat to be “caught behind”.  It was realized early on there was little to be gained by bowling down the legside except restricting the scoring because the batter safely could ignore the delivery, content they couldn’t be dismissed LBW (leg before wicket, where but for the intervention of the protective pads on the legs, the ball would have hit the wicket) because, under the rules, if the ball hits the pitch outside the line of the leg stump, the LBW rule can’t be invoked.

A batter can however be caught from a legside delivery and as early as the nineteenth century this was known as leg theory, practiced mostly the slow bowlers who relied on flight in the air and spin of the pitch to beguile the batter.  Many had some success with the approach, the batters unable to resist the temptation of playing a shot to the legside field where the fielders tended often to be fewer.  On the slower, damper pitches of places like England or New Zealand, the technique offered little prospect for the fast bowlers who were usually more effective the faster they bowled but on the generally fast, true decks in Australia, there was an opportunity because a fast, short-pitched (one which hits the pitch first in the bowlers half of the pitch before searing up towards the batter) delivery with a legside line would, disconcertingly, tend at upwards of 90 mph (145 km/h) towards the batter’s head.  The idea was that in attempting to avoid injury by fending off the ball with the bat, the batter would be dismissed, caught by one of the many fielders “packed” on the legside, the other component of leg theory.

Leg theory: Lindsay Lohan’s legs.

For this reason it came to be called “fast leg theory” and it was used off and on by many sides (in Australia and England) during the 1920s but it gained its infamy (and the more evocative “bodyline” label) during the MCC’s (the designation touring England teams used until the 1970s) 1932-1933 Ashes tour of Australia.  Adopted as a tactic against the Australian batter Donald Bradman (1908–2001) against whom nothing else seemed effective (the English noting on the 1930 tour of England he’d once scored 300 runs in a day off his own bat at Leeds), bodyline became controversial after a number of batters were struck high on the body, one suffering a skull fracture (this an era in which helmets and other upper-body protection were unknown).  Such was the reaction the matter was a diplomatic incident, discussed by the respective cabinets in London and Canberra while acerbic cables were exchanged between the ACBC (Australian Cricket Board of Control) and the MCC.

Japanese leg theory: Zettai ryōiki (絶対領域) is a Japanese term which translates literally as “absolute territory” and is used variously in anime gaming and the surrounding cultural milieu.  In fashion, it refers to that area of visible bare skin above the socks (classically the above-the-knee variety) but below the hemline of a miniskirt, shorts or top.

Japanese schoolgirls, long the trend-setters of the nation's fashions, like to pair zettai ryouiki with solid fluffy (also called "plushies") leg warmers.  So influential are they that the roaming pack in this image, although they've picked up the aesthetic, are not actually real school girls.  So, beware of imitations: Tokyo, April 2024.

High-level interventions calmed thing sufficiently for the tour to continue which ended with the tourists winning the series (and thus the Ashes) 4-1.  The tour remains the high-water mark of fast leg theory because although it continued to be used when conditions were suitable, the effectiveness was stunted by batters adjusting their techniques and, later in the decade, the MCC updated their rule book explicitly to proscribe “direct attack” (ie deliveries designed to hit the batter rather than the stumps) bowling, leaving the judgment of what constituted that to the umpires.  Although unrelated and an attempt to counter the “negative” legside techniques which had evolved in the 1950s to limit scoring, further rule changes in 1957 banned the placement of more than two fielders behind square on the leg side, thus rendering impossible the setting of a leg theory field.  Despite all this, what came to be called “intimidatory short pitched bowling” continued, one of the reasons helmets began to appear in the 1970s and the rule which now applies is that only one such delivery is permitted per over.  It has never been a matter entirely about sportsmanship and within the past decade, the Australian test player Phillip Hughes (1988-2014) was killed when struck on the neck (while wearing a helmet) by a short-pitched delivery which severed an artery.

Gymnasium

Gymnasium (pronounced jim-ney-zee-uhm)

(1) A building or room designed and equipped for indoor sports, exercise and physical training or education.

(2) A public place or building where Ancient Greek youth took exercise, equipped with running and wrestling grounds, baths, and halls for discussions and lectures.

(3) In continental Europe (and most common in Germany) a classical school providing education for those preparing for university (often initial capital letter).

1590-1600: From the Latin gymnasium, from the Ancient Greek γυμνάσιον (gumnásion, from gumnazein) (exercise; school), from γυμνός (gumnós) (naked), the connection owed to the tradition in Antiquity of Greek athletes training (and sometimes competing) naked.  The use in the German education system (as the noun Gymnasium) dated from the mid fifteenth century, the spelling in Hungarian being gimnázium, in Lower Sorbian gymnazium and in Polish gimnazjum.  The plural form in German is Gymnasien.  In English, gymnasium was adopted with the meaning “a place of exercise”, reflecting the Latin gymnasium (school for gymnastics) and the Ancient Greek gymnasion (public place where athletic exercises are practiced; gymnastics school).  The familiar modern clipping (gym) was in use by 1871 as US student slang and is now almost universal in both conversational use and commerce.  The adjective gymnastics (of or pertaining to athletic exercise) actually predated the noun, noted as early as the 1570s and was from the Latin gymnasticus, from the Ancient Greek gymnastikos (fond of or skilled in bodily exercise), from gymnazein (to exercise or train).  Gymnasium, gymnast & gymnastics are nouns, & gymnastic is a noun & adjective, gymnasial & gymnastical are adjectives and gymnastically is an adverb; the noun plural is gymnasia or (the more common) gymnasiums although the most commonly used plural form is gymnastics.

Lindsay Lohan: Gymnastics in the gymnasium.

Although historians have relied on deductive reasoning rather than documentary evidence in tracing the structural evolution of urban spaces in Ancient Greek (certainly prior to the classical era), it’s thought the original gymnasiums were something like an open sports field, a place devoted to youth exercising and training for sports and combat.  As the education systems developed, school building began to be added in places close to the gymnasium and in the way words in language develop associatively, the area as a whole came to be the gumnásion, physical training being thought just one aspect of the curriculum.  In the German states, from the mid fifteenth century, the name was adopted for high schools (emulating the use in Latin), institutions then something of a novelty and the nod to the Classical world reflected the veneration for the era (or at least an idealized construct of it) which was a feature of the Renaissance.  In English, the use has always been restricted to a sub-set (ie certain (usually indoor) events) of athletics although in the nineteenth century, gymnastical was used as adjective (of or relating to schools) and a gymnasiast was a student at such an institution.  The legend is the Greeks held that men training and competing in a state of nakedness was good for body and soul, but the archaeological evidence seems to suggest the many paintings of the events (with the athletes always depicted at an angle which permitted some modesty to be preserved) were a product of the Renaissance imagination.  This is unsurprising because so much of the art and historiography of Antiquity created as the West "discovered" the Classical world was an idealized version, reflecting the veneration in which the era was held.

Early activewear: Sala delle Dieci Ragazze (Room of the Ten Girls), a first century AD mosaic in Villa Romana del Casale, Sicily.  For whatever reason, it was a later addition, added atop what's thought to be a conventional geometric mosaic.  

What the men seem usually to have worn was a kynodesme, a learned borrowing from the Ancient Greek κυνοδέσμη (kunodésmē) (literally “dog tie”) which was a thin leather strip which served to restrain the foreskin, this preventing exposure of the glans, something which would have made the sporting activities easier to perform by limiting intrusive (and even painful) movement.  For the same reason, women competing in their own events wore a type of bra, depicted in surviving contemporary art in a style which would now be called a bandeau.  So, it's probably a myth that in the ancient Olympic Games (τὰ Ὀλύμπια) (ta Olympia; held at four year intervals at the sanctuary of Zeus in Olympia) the athletes were naked (although doubtlessly it was common during training) and definitely a myth the bra was invented in the late nineteenth century.  To the west there was later pragmatism.  Although the public schools of England were much taken with the classics and took especially to sporting competitions, the alleged tradition never caught on the playing fields of England where it tends to be colder than the Mediterranean.

Lindsay Lohan in the gym, Planet Fitness Super Bowl Commercial, 2022.

Muffler & Scarf

Muffler (pronounced muhf-ler)

(1) A scarf worn around one's neck for warmth.

(2) Any of various devices for deadening the sound (especially the tubular device containing baffle plates in the exhaust system of a motor vehicle) of escaping gases of an internal-combustion engine; also known as silencers.

(3) Anything used for muffling sound.

(4) In armor, a mitten-like glove worn with a mail hauberk.

(5) A boxing glove (archaic).

(6) A slang term for a kiln or furnace, often electric, with no direct flames (technically a muffle furnace)

(7) A piece of warm clothing for the hands.

(8) The bare end of the nose between the nostrils, especially in ruminants.

(9) A machine with two pulleys to hoist load by spinning wheels, a polyspast (from the Latin polyspaston (hoisting-tackle with many pulleys), from the Ancient Greek πολύσπαστον (polúspaston) (compound pulley); a block and tackle.

(10) In World War I (1914-1918) soldier's slang, a gas-mask (some listings of military slang note it a "rare").

(11) An alternative term for the silencer (or suppressor) sometimes fitted to a gun (usually illicitly).

1525–1535: A compound word, the construct being muffl(e) + -er.  Muffle was from the Middle English muflen (to muffle), an aphetic alteration of the Anglo-Norman amoufler, from the Old French enmoufler (to wrap up, muffle), from moufle (mitten), from the Medieval Latin muffula (a muff), of Germanic origin (first recorded in the Capitulary of Aachen in 817 AD), from the Frankish muffël (a muff, wrap, envelope) from mauwa (sleeve, wrap) (from the Proto-Germanic mawwō (sleeve)) + vël (skin, hide) (from the Proto-Germanic fellą (skin, film, fleece)).  An alternate etymology traces the Medieval Latin word to the Frankish molfell (soft garment made of hide) from mol (softened, worn), (akin to the Old High German molawēn (to soften)) and the Middle High German molwic (soft), (mulch in English) + fell (hide, skin).  The suffix –er was from the Middle English –er & -ere, from the Old English -ere (agent suffix), from the Proto-Germanic -ārijaz (agent suffix).  Usually thought to have been borrowed from Latin –ārius, it was cognate with the Dutch -er and -aar, the Low German -er, the German -er, the Swedish -are, the Icelandic –ari and the Gothic -areis.  It was related to the Ancient Greek -ήριος (-ḗrios) and Old Church Slavonic -арь (-arĭ).  In English, it was reinforced by the synonymous but unrelated Old French –or & -eor (Anglo-Norman variant -our), from the Latin -(ā)tor, from the primitive Indo-European -tōr.  Muffler is a noun and mufflerless, unmufflered, demufflered & mufflered are adjectives; the noun plural is mufflers.

Scarf (pronounced skahrf)

(1) A long, broad strip of wool, silk, lace, or other material worn about the neck, shoulders, or head, for ornament or protection against cold, drafts etc.; a muffler.

(2) A necktie or cravat with hanging ends (archaic).

(3) A long cover or ornamental cloth for a bureau, table etc (rare).

(4) To cover or wrap with or as if with a scarf or to use in the manner of a scarf (verb).

(5) In carpentry, a tapered or otherwise-formed end on each of the pieces to be assembled with a scarf joint scarf joint (a lapped joint between two pieces of timber made by notching or grooving the ends and strapping, bolting, or gluing the two pieces together).

(6) In whaling, a strip of skin along the body of the whale, a groove made to remove the blubber and skin.

(7) In steelmaking, to burn away the surface defects of newly rolled steel.

(8) To eat, especially voraciously (often followed by down or up).

1545–1455: From the Old Norse skarfr (end cut from a beam), from skera (to cut) .  The sense of a scarf being a piece of material cut from a larger piece is actually based on the use in carpentry, linked to the Swedish skarf & the Norwegian skarv (patch) and the Low German and Dutch scherf (scarf).  The sense of eating quickly is a now almost extinct Americanism from 1955-1960, thought a variant of scoff, with r inserted probably through r-dialect speakers' mistaking the underlying vowel as an r-less ar.  Etymologists have suggested other lineages such as a link with the Old Norman French escarpe and the Medieval Latin scrippum (pilgrim's pack) but the alternatives have never attracted much support.  Scarf is a noun & verb and scarfie is a noun; the noun plural is scarves or scarfs.  There is no established convention (and certainly no rule) about which plural form is "correct" when referring to the neckwear so all that can be recommended is consistency.  In practice, "scarves" seems more commonly used of the clothing while "scarfs" must always be the spelling in the context of carpentry.    

Lindsay Lohan with Louis Vuitton Sprouse Roses Long Scarf.

Until well into the twentieth century, muffler and scarf were used interchangeably but as the vocabulary associated with motor vehicles became commonplace, "muffler" became increasingly associated with the baffled mechanical device used to reduce the noise emanating from exhaust systems.  The automotive use swamped the linguistic space and muffler became less associated with the neck accessory although it never wholly went away and the upper reaches of the fashion industry maintain the distinction and it of course remains a staple in literary fiction.  Historically, of the garments, muffler was mostly British in use (Americans long preferring scarf) but scarf is now globally the most common form.  One geographically specific use was the "scarfie", a New Zealand slang form which began as a reference to a student at the University of Otago, based on the association with the signature blue-and-yellow scarf said habitually to be worn to signify allegiance to the provincial rugby union team (the Otago Rugby Football Union).  New Zealanders sometime in the mid-twentieth century abandoned mainstream religion and substituted worship of rugby and this was said to be something practiced with the greatest intensity at the University of Otago, the sense of group identity thought to have been reinforced by the country's only medical school having been located there for many decades.  The other great cultural contribution to Western culture was their part in the history of the "chunder mile". 

University of Otago Medical School.

The now-banned chunder mile was similiar in concept to the various "beer miles" still contested in some places, “chunder” being circa 1950s Australia & New Zealand slang for vomiting and of disputed origin.  The rules were simple enough, contestants being required to eat a (cold) meat pie, enjoyed with a jug of (un-chilled) beer (a jug typically 1140 ml (38.5 fl oz (US)) at the start of each of the four ¼ mile laps and, predictably, the event was staged during the university's orientation week.  Presumably, it was helpful that at the time the place was the site of the country’s medical school, thereby providing students with practical experience of both symptoms and treatments for the inevitable consequences.  Whether the event was invented in Dunedin isn’t known but, given the nature of males aged 17-21 probably hasn’t much changed over the millennia, it wouldn’t be surprising to learn similar competitions, localized to suit culinary tastes, have been contested by the drunken youth of many places in centuries past.  As it was, even in Dunedin, times were changing and in 1972, the Chunder Mile was banned “…because of the dangers of asphyxiation and ruptured esophaguses.”

Lindsay Lohan with Burberry scarf.  Made with a heavier fabric this would once have been called a muffler (as Vogue magazine et al still does).

Although not universal (especially in the US), in the better magazines, fashion editors still like to draw a distinction between the two, a scarf defined as an accessory to enhance the look and made from fabrics like silk, cotton or linen whereas a muffler is more utilitarian, bulkier and intended to protect from the cold and thus made from wool, mohair or something good at retaining body-heat.  That doesn't imply that inherently a muffler is associated with cheapness, the fashion houses able to see a market for a high-priced anything.  Occasionally, muffler is used in commerce as a label of something which looks like a small blanket, worn over the shoulders and resembling an open poncho.  They're said to offer great warmth.

So, scarves and mufflers are both accessories worn around the neck for either or both warmth and style but with historic differences in construction, size & shape, those differences no longer of the same significance because the term “muffler” has become a niche and “scarf” tends to prevail for most purposes.  However, for those who enjoy pedantry (or aspire to edit Vogue), the old conventions can be summarized thus:

Scarfs are usually rectangular or square in shape and available in many sizes and are made for a variety of materials including wool, silk, cotton or synthetic fabrics. They can be woven, knitted, or printed with patterns or designs.  Scarves generally are long and narrow compared to mufflers and can be worn in many styles, the most popular including draped around the neck, wrapped, or knotted.  Now often adopted as a fashion accessories to complement outfits or add a splash of color or texture, the seasonal choice will be dictated usually by temperature because, depending on material and thickness, a scarf can be as warming as a traditional muffler.

Mufflers are also long pieces of fabric, but they tend to be wider and thicker than the traditional, more decorative, scarves.  Being bulkier and there for warmth, mufflers are often knitted or crocheted and may have a more substantial texture to enhance the thermal properties.  The design of a muffler succeeds or fails on the basis of (1) the protection against the elements afforded and (2) the ease with which it snugly will wrap around the neck.  Inherently that means they don’t always offer the same versatility in styling offered by scarves but because the surface area is large, a sympathetic choice of colors or patterns offers interesting possibilities.  Strangely perhaps (and an indication of the way use has shifted), the neckwear worn by supporters of football clubs and such, although they are, in the conventional sense, mufflers, are always describes as scarfs although, in places like Cardiff Arms Park on a cold winter day, those with one wrapped around will be grateful for the warmth.

Avoiding the muffler

An electrically controlled exhaust system "cut-out", the modern version of the old, mechanical, "by-passes".

On cars, trucks and other vehicles with internal combustion engines (ICE) which generate their power by the noisy business of detonating hydrocarbons, mufflers are valued by most people because they make things much quieter.  That's almost always good although in the right place, at the right time, the unmuffled sound of a BRM V16 at 12,000 rpm remains one of the great experiences of things mechanical and on the road, a well-designed chosen combination of engine and muffler can produce a pleasing exhaust note, witness the Daimler V8s of the 1960s.  The BRM, like most racing cars in the era, was unmuffled because there's a price to be paid for quietness and that price is power, the addition to the exhaust system robbing ICE of efficiency.  To try to have the best of both worlds (and seem to comply with the law), some inventive types use "outlaw" (or "special") pipes which work by offering exhaust gasses a "shortcut" to the atmosphere.  In ICEs, there are both down-pipes and dump-pipes.  Their functions differ and the term down-pipe is a little misleading because some down-pipes (especially on static engines) actually are installed in a sideways or upwards direction but in automotive use, most do tend downwards.  A down-pipe connects the exhaust manifold to exhaust system components beyond, leading typically to first a catalytic converter and then a muffler (silencer), most factory installations designed deliberately to be restrictive in order to comply with modern regulations limiting emissions and noise.  After-market down-pipes tend to be larger in diameter and are made with fewer bends improving exhaust gas flow, reducing back-pressure and (hopefully) increasing horsepower and torque.   Such modifications are popular but not necessarily lawful.  Technically, a dump-pipe is a subset of the down-pipes and is most associated with engines using forced aspiration (turbo- & some forms of supercharging).  With forced-induction, exhaust gases exiting the manifold spin a turbine (turbocharger) or drive a compressor (supercharger) to force more of the fuel-air mixture into the combustion chambers, thereby increasing power.  What a dump-pipe does is provide a rapid, short-path exit for exhaust gases to be expelled directly into the atmosphere before reaching a down-pipe.  That obviously avoids the muffler, making for more power and noise, desirable attributes for the target market.  A dump pipe is thus an exit or gate from the exhaust system which can be opened manually, electronically, or with a “blow-off” valve which opens when pressure reaches a certain level.  In the happy (though more polluted) days when regulations were few, the same thing was achieved with an exhaust “by-pass” or “cut-out” which was a mechanical gate in the down-pipe and even then such things were almost always unlawful but it was a more tolerant time.  Such devices, lawful and otherwise, are still installed.

Roadster

Roadster (pronounced rohd-ster)

(1) An early automobile having an open body, a single seat for two or three persons, and a large trunk or a rumble seat.

(2) A horse for riding or driving on the road (archaic).

(3) A two-seater, convertible sports car.

(4) A sea-going vessel riding at anchor in a road or bay.

(5) In coastal navigation, a clumsy vessel that works its way from one anchorage to another by means of the tides.

(6) A bicycle, or tricycle, adapted for common roads, rather than for the racing track, usually of classic style and steel-framed construction (archaic).

(7) Slang for one who drives much or one who lives along the road (UK (8) archaic).

(8) Slang for a hunter who keeps to the roads instead of following the hounds across country (archaic).

(9) The pre-modern class of racing car most associated with the classic era of the Indianapolis 500 (1952-1964).

1735–1745: A compound word, road + -ster.  Road was from the Middle English rode & rade (ride, journey) from the Old English rād (riding, hostile incursion) from the Proto-Germanic raidō (a ride), from the primitive Indo-European reydh (to ride). It was cognate with raid, a doublet acquired from the Scots, and the West Frisian reed (paved trail/road, driveway).  The –ster suffix is applied to someone (or something) associated with an act or characteristic, or does something specified.  It’s from the Middle English –ster & -estere from the Old English -estre (-ster, the feminine agent suffix), from the Proto-Germanic –istrijǭ &, -astrijǭ from the primitive Indo-European -is-ter- (suffix).  It was cognate with the Old High German -astria, the Middle Low German –ester and the Dutch -ster.  Roadster is a noun; the noun plural is roadsters.

Roadsters, gullwings and courtesans

1920 Stutz Bearcat, the classic American roadster of the early inter-war years.  Such was its allure, it was (apocryphally) claimed that should anyone die at the wheel of a Stutz Bearcat, they were granted an obituary in the New York Times (NYT).

In the United States of the mid-nineteenth century, a roadster was a horse suitable for travelling and by the early 1900s, the definition had expanded to include bicycles and tricycles.  In 1916, the US Society of Automobile Engineers (SAE) defined a roadster as "an open car seating two or three”, a meaning which endures to this day.  Despite the origins, use was patchy in the US with the word applied to vehicles as diverse as the front-engined USAC (Indy) racing cars of the 1950s, a variety of 1930s convertibles and the custom post-war creations otherwise known as hot-rods.

Two of the 1963 Kurtis Kraft Roadsters which ran at the 1963 Indianapolis 500.  Car 56 (Jim Hurtubise (1932–1989)) qualified 3^rd (150.257 mph (241.815 km/h)) but retired on lap 102 after suffering an oil leak.  Car 75 (Art Malone (1936–2013)) qualified 25^th (148.343 (238.735 km/h)) but retired on lap 18 with clutch failure.

Both Kurtis Kraft Roadsters used the supercharged, double overhead camshaft (DOHC) Novi V8 (167–183 cubic inch (2.7–3.0 litres)) which appeared on the Indy 500 grid between 1941-1966.  The Novi was famous for the howl it produced at full cry but it never achieved its potential because chassis and tyre technology didn’t advance to the point its prodigious power could successfully be handled, the adoption of an all-wheel-drive (AWD) platform (then still referred to as four-wheel-drive (4WD) which now is usually reserved for vehicles which claim some off-road capability) coming too late.  The Novi V8 and is sometimes compared to the 1.5 litre (91 cubic inch) BRM V16, another charismatic, supercharged, small displacement engine with a narrow power band.  The unusual fin on car 75 was an attempt to improve straight-line stability, an approach often used in the era before the implications of down-force fully were understood.

The Indy folklore is the adoption of the term “roadster” to describe the final era of the front-engined cars was the result of an act of subterfuge.  What defined the “Indy Roadster” was the engine and drive shaft being offset from the center-line of the car, something which allowed the driver to sit lower in the chassis thereby optimizing the weight distribution for use on (anti-clockwise) oval tracks.  It was in 1952 quite an innovation and the legend is that whenever there were visitors in their workshop, the Kurtis team covered the chassis with a tarpaulin and if asked, casually dismissed what lay beneath as “just our roadster” (then a common term for a “hot rod”, a hobby which became popular in the post-war years).  The name stuck when the car appeared, the design for a decade the dominant configuration in open-wheel oval racing although the writing was on the wall in 1961 when Jack Brabham (1926–2014) appeared at the brickyard in an under-powered mid-engined Cooper Climax which, although out-paced by the roadsters on the straights, posted competitive times because of its superior speed in the curves.  After that, the end of the roadster era came quickly and by 1965 one could manage to finish only as high as fifth, the last appearance at Indianapolis coming in 1968 when Jim Hurtubise’s Mallard retired after nine laps with a dropped piston (something as serious as it sounds).

1954 Jaguar XK120s: Roadster (open two-seater (OTS) in the UK and certain export markets; left) and Drop Head Coupé (DHC; right).  The roadsters were lighter and intended as dual-purpose vehicles which could be road-registered, driven to circuits and with relatively few changes be immediately competitive in racing.  The DHCs were based on the heavier, more luxuriously trimmed Fixed Head Coupé (FHC) coachwork while the roadsters featured cutaway doors without external handles or side windows and a removable windscreen.  Variations on this pre-war pattern was common in the British and parts of the European industry; even the early Chevrolet Corvettes were true roadsters.  

In pre-war Europe (though less so in the UK where “sports-car” or “open two seater” tended to be preferred), roadsters were often those with most rakish or flamboyant bodies, offered either by the factory or outside coachbuilders.  After the war, the term came to be restricted to what were once known as sports cars, the smaller, lighter and most overtly sporty of the line.  British manufacturers also distinguished, within a line of convertible two-seaters between lightweight roadsters and the more lavishly equipped drop-head coupés (DHC) which had features such a full-doors and side windows, neither always fitted to roadsters.  Interestingly, the early Jaguar XK120s and 140s (1949-1957) were marketed as open two-seaters (OTS) in UK and roadsters in the US, the home market not adopting the export nomenclature until the XK150 in 1958.

300 SL gullwing (1954-1957)

Although the public found them glamorous, the engineers at Mercedes-Benz had never been enamored by the 300 SL’s gullwing doors, regarding them a necessary compromise imposed by the high side-structure of the spaceframe which supported the body.  Indeed, the doors had never been intended for use on road-cars, appearing first on the original (W194) 300SL, ten of which were built to contest sports-car racing in 1952.  The W194 had a good season, the most famous victory a 1-2 finish in the 24 Heures du Mans (24 Hours of Le Mans) and this success, along with the exotic lines, attracted the interest of the factory’s US importer who guaranteed the sale of a thousand coupés, essentially underwriting the profitability of full-scale road-car production.  The sales predictions proved accurate and between 1954-1957, 1400 (W198) 300 SL gullwings were built, some eighty percent of which were delivered to North American buyers.  Curiously, at the time, Mercedes-Benz never publicly disclosed what the abbreviation "SL" stood for.  The assumption had long been it meant Sport Light (Sport Leicht), based presumably on the SSKL of 1929-1931 (Super Sport Kurz (short) Leicht) but the factory documentation for decades used both Sport Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper discovered in the corporate archive confirming the correct name is Super Leicht.

300 SL Roadster (1957-1963)

 

That the sales reached the numbers hoped was good because the gullwing was expensive to produce and a certain volume was required to achieve profitability but by 1956, sales were falling.  At that time the US distributer was suggesting there was greater demand for a convertible so the decision was taken to replace the gullwing with a roadster, production of which began in 1957, lasting until 1963 by which time 1858 had been built.  Now with conventional front-hinged doors made possible by a re-design of the tubular frame, the opportunity was taken also to include some improvements, most notably a more powerful engine and the incorporation of low-pivot swing axles in the rear suspension.  The rear axle changes, lowering the pivot-point to 87mm (3.4 inches) below the differential centre-line did reduce the camber changes which could be extreme if cornering was undertaken in an inexpert manner but the tendency was never entirely overcome.  The swing axles, much criticized in later years, need to be understood in the context of their times, the tyres of the 1950s offering nothing like the grip of more modern rubber although it is remains regrettable the factory didn't, for its high-performance road cars, adopt the de Dion rear suspension it used on both road and competition cars during the 1930s.  Although manageable in expert hands, as the Mercedes-Benz Formula One drivers in 1954-1955 proved, the more predictable de Dion would likely have been better suited to most drivers on the roads.  In fairness, the gullwing’s rear suspension did behave better than many of the more primitive swing-axle systems used by other manufacturers but it needed to given that in any given situation, the Mercedes would likely be travelling a deal faster.  Remarkably, the Mercedes-Benz swing-axle arrangement lasted well into the age of the radial-ply tyre, in volume production until 1972 and used until 1981 on the handful of 600 Grossers built every year.

300 SLS (1957)

Less costly to build than the gullwing, a few hundred 300 SL roadsters were sold annually, the price tag reaching even higher in the stratospheric realm.  Unlike the lighter gullwing, the emphasis shifted from a dual-purpose vehicle suited to both road and track to one that was more of a grand-tourer.  The factory however managed to give the car one last fling at competition.  The SCCA (Sports Car Club of America), tired of the gullwing’s domination in the production sports car category, changed the rules to render it uncompetitive and, as the new roadster hadn’t yet achieved the volume needed to qualify for homologation, Mercedes-Benz built a new model: called the 300 SLS (Super Light Sport), two built to contest the SCCA’s modified production class.  Lighter, more powerful and with a few aerodynamic tweaks, the SLS won the trophy.

Job done, the factory withdrew from circuit racing although private teams would continue to campaign 300 SLs into the 1970s.  The road-going version continued with little visual change until 1963 although the engineering refinements continued as running changes, disk brakes adopted in 1961, the last few dozen built with a lighter aluminum engine block replacing the cast-iron casting.  When retired, it wasn’t replaced, the W113 (pagoda) and their successors (R107) roadsters a different interpretation of the genre.  It would be decades before Mercedes-Benz would again offer anything like the 300 SL.

190 SL (1955-1963)

The reception afforded the 300 SL prompted the US distributor to suggest a lower cost sports car would also be well-received.  The economics of that dictated the exotic features of the gullwing (dry-sump lubrication, the doors, fuel-injection) couldn’t be used so the factory instead grafted attractive roadster coachwork atop a shortened saloon car platform, the pedestrian four-cylinder engine barely more powerful than when found in its prosaic donor.  Still, the 190 SL (W121) looked the part and could be sold for well under half the price of a gullwing though even then it was hardly cheap, costing a third more than a Chevrolet Corvette and by then the Corvette had been transformed into a most estimable roadster with the addition of the new Chevrolet 265 cubic inch (4.3 litre) small-block V8.  Pleasingly profitable, nearly twenty-six thousand 190 SLs were built over an eight-year run beginning in 1955 and there were even plans for a 220 SL, using the 2.2 litre (134 cubic inch) straight-six from the “pontoon” saloon range (W120-121-105-128-180; 1953-1963) which had provided the roadster's platform.  Prototypes were built and testing confirmed they were production-ready but the continuing success of the 190 SL and capacity constraints first postponed and finally doomed the project.  After production ceased in 1962 (none were built in 1963 but the factory listed the final 104 cars as 1963 models), it wouldn’t be until the 1990s that the concept of a smaller roadster (the R170 SLK) to run alongside the (R129) SL was revived although, since the early 1970s, the SL (R107) had simultaneously been available with engines of different sizes and accordingly placed price-points.

190 SL Rennsport, Macau Grand Prix, 1957.

Though never designed with competition in mind, the factory did construct half a dozen higher-performance Rennsport (motor-racing) packages (referred to internally as the 190 SLR), the most important aspect of which was diet, the weight-reduction achieved with aluminium doors, a smaller Perspex windscreen and the deletion of non-essential items such as the soft top, sound insulation, the heater (they're surprisingly weighty devices) and bumpers.  Although never part of a major racing campaign, it did enjoy success including a class win in a sports car event at Morocco and victory in the 1957 Macau Grand Prix.

Last of the Adenauers: 300d (W189, 1957-1962) Cabriolet D (upper) & the "standard" 300d saloon (four-door hardtop).

Although some of its customers during the mid-twentieth-century (notably between 1933-1945) are understandably neglected in their otherwise comprehensive attention to history, Mercedes-Benz has always acknowledged and publicized the drivers and clients of the 1950s.  Their Formula One drivers (especially Juan Manuel Fangio (1911–1995) & Stirling Moss (1929–2020) were honored for decades after their retirements and Konrad Adenauer, the first chancellor of the Federal Republic, was even afforded the unique distinction of being the nickname for the 300 (W186 & W189, 1951-1962), the big limousine of the era which used a substantially similar engine to the 300 SL's unit.  Note that although the top image is of a convertible, it's a "cabriolet" and not a roadster.  According to Mercedes-Benz, a roadster is a two door, two seater convertible although, since the 1960s, the factory has sometimes offered the option of single (transverse) or conventional rear seat for occasional (and sometimes uncomfortable) use.  Small, these seats were really suitable only for very young children and no pretence was made that they make a roadster into a true four-seater, 2+2 the usual (generous) description.  Being Germans, during the 1930s, Daimler-Benz decided there were sufficient detail differences between the coachwork and hood (in the sense of folding roof) assemblies offered and formalized definitions of five distinct flavors of Mercedes-Benz cabriolets.

Fraulein Rosemarie Nitribitt with 190 SL and Joe der Hund.

However, in a fate shared with some of the most valued clients of the three-pointed star between 1933-1945, nor does the factory’s historic literature dwell on someone perhaps the 190SL’s best known owners, Rosemarie Nitribitt (1933-1957).  Fraulein Nitribitt was, by 1957, Frankfurt’s most illustrious (and reputedly most expensive) prostitute, a profession to which she seems to have been drawn by necessity but at which she proved more than proficient and, as the reports of the time attest, there was nothing furtive in the way she practiced her trade.  Something of a celebrity in Frankfurt, the republic’s financial centre, her black roadster became so associated with her business model that the 190SL was at the time often referred to as the “Nitribitt-Mercedes”, her car seen frequently, if briefly, parked in the forecourts of the city’s better hotels.  Unlike the contemporary connection with Herr Adenauer, the factory never acknowledged this nickname.

190 SL sales breakdown

The lives of prostitutes, even the more highly priced, can descend to their conclusion along a Hobbesian path and in 1957, aged twenty-four, she was murdered in her smart apartment, strangled with a silk stocking, the body not found for several days.  Given Fraulein Nitribitt operated at the upper end of the market, her clients tended variously to be rich, famous & powerful and that attracted the raft of inevitable conspiracy theories there had been a cover-up to protect their interests, a rather botched police investigation encouraging such rumors.  The murder remains unsolved.  It has been suggested sales of the 190 SL suffered because of the connection, the little roadster briefly attracting the moniker “whore’s taxi” and indeed, there was a decline in the period.  However, 1956 was the first year of full-production and a second-year drop-off in sales is not unknown, gullwing production for example dropped to 308 in 1956, quite a fall from the 855 achieved the previous year and while, at least in Germany, the association with the dead courtesan may have been off-putting, without qualitative data, one really can’t say.  There was a precipitous decline in 1958 but that was the year of the worst US recession of the post-war boom where most of the drop was booked and sales anyway quickly recovered on both sides of the Atlantic.

Frankfurt police officers examining Helga Matura's 220 SE cabriolet.  Note the jackboots.

In a coincidence of circumstances, a decade later, Fraulein Helga Sofie Matura (1933-1966) was another high-end prostitute murdered in Frankfurt, the weapon this time a stiletto (the stylish shoe rather than the slender blade).  Never subject to the same rumors the Nitribtt case attracted, it too remains unsolved.  In another coincidence, Fraulein Matura’s car was a convertible Mercedes, a white (W111) 220 SE Cabriolet.  Despite the connection, the W111 never picked up any prurient nicknames and nor did its reputation suffer, the most valuable of the W111 cabriolets now attracting prices in excess of US$300,000 for original examples while German turning houses which update the drive-trains to modern standards list them at twice that.

Helga Matura (1966) by Gerhard Richter

Gerhard Richter (b 1932) is a German visual artist whose work encompasses glass as well as aspects of both photography and painting.  Although most noted for working in illusionistic space, some of his output has belonged to various schools of realism and he seems to place himself in many of the traditions of modernism, acknowledging surrealism, the primacy of the object and the purpose of art.  Of particular interest was his 1988 series of fifteen photo-paintings (18 October 1977) depicting four members of the Red Army Faction (RAF) (better, if a little misleadingly, known in the English-speaking world as the Baader-Meinhof Gang).  Created using monochrome photographs taken mostly before their deaths, the work was an interesting exploration of time, meaning and form.

His portrait of the late Helga Matura is representative of his technique in photo-paintings, applying the practices of the Fluxus movement to material not originally created as art.  Blurred and variously in and out of focus, it takes the entirely representational image of a photograph which is then disrupted; disruptions may be for the purposes of the artist, the subject or the viewer and indeed time, the nature of the work changing whether viewed with or without knowledge of her life and death.

Crashed, California, 2005.

In 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 350 of the even more powerful SL 65 Black Series, the third occasion an SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.

Fixed, Texas, 2007.

However, by 2007, the car (California registration 5LZF057), repaired, detailed & simonized, was being offered for sale in Texas, the mileage stated as 6207.  Bidding was said to be “healthy” so all's well that ends well.