Corinthian

Corinthian (kuh-rin-thee-uhn)

(1) Of, pertaining to, or characteristic of Corinth, the ancient Greek city-state.

(2) An native, inhabitant or resident of Corinth, and its suburbs.

(3) Something with origins in Corinthia.

(4) One of the five styles of classical architecture in Ancient Greece (the others being Doric, Composite, Tuscan & Ionic).

(5) Something ornate and elaborate; something luxurious or extravagantly trimmed

(6) In literacy criticism, an ornate style (an alternative to describing such writing as "rococo" or "baroque" but distinct from "purple").

(7) Someone given to living luxuriously; dissolute.

(8) A worldly, fashionable person, accepted in society although thought by some to be raffish.

(9) An amateur sportsman; an accomplished amateur athlete (archaic).

(10) A sailboat owner who helms his or her own boat in competitive racing.

(11) A phony descriptor of a type of leather used by Chrysler Corporation in the US during the 1970s.

1350–1400: From the Middle English Corinthi(es) (the men of Corinth) from the Latin Corinthiī from the Greek Korínthioi.  The sense “of or pertaining to Corinth" (the ancient Greek city-state) is from the 1590s and gradually, it replaced the mid-fifteenth adjective Corynthoise.  The sense as a classification in what was becoming a formalised architectural order is from the 1650s.  The noun meaning literally "inhabitant of Corinth" dates from the 1520s; Corinthies was attested from the late fourteenth century.  During Antiquity, other Greek cities regarded the inhabitants of Corinth as a bit gauche, noting their preference for ornate, almost ostentatious architecture and their notorious fondness for luxury and licentiousness.  There was intellectual snobbery among the Athenians too, the Corinthians thought too interested in commerce and profit and not sufficiently devoted to thought and learning.  Corinthian the noun and adjective thus, in various slang or colloquial senses in English, came to be associated with extravagance, sin and conspicuous consumption, especially in the decades after the 1820s.  Corinthian is a noun & adjective, Corinthianism is a noun and Corinthianize, Corinthianizing & Corinthianized are verbs; the noun plural is Corinthians.

The dapper Franz von Papen while serving as Germany's ambassador to Turkey (1939-1944).

In a nod to Paul's writings in the New Testament, the verb Corinthianize came to mean “to be licentious or sexually immoral” while the companion noun Corinthianism described licentious or sexually immoral behaviour.  Softened a little, by the eighteenth century, “a Corinthian” could be used also of a chap a bit raffish but verging on socially respectable and welcomed in at least some polite circles.  Presumably by association, the word came to be used also of sporting events (originally horse racing and yachting) which were restricted to “gentleman amateurs”.  Thus the old rogue Franz von Papen (1879-1969; Chancellor of Germany 1932 & vice chancellor 1933-1934), an accomplished amateur jockey, could have been called “a Corinthian” and the sly fox demonstrated his defensive skills when he gained one of three acquittals handed down the IMT (International Military Tribunal) during the first Nuremberg Trial (1945-1946).  Although unrelated to the verdict, the journalists accredited to the trial voted him “best-dressed defendant”.

A tattoo Lindsay Lohan tattoo (inked in 2013), inspired by 1 Corinthians 13:4-8.

In scripture, the implications of that association were later reflected in the New Testament, most memorably in Paul’s Second Letter to the Corinthians (2 Corinthians 1).  The second letter is thought to have been written circa 56 AD, shortly after he penned the first and was addressed to the Christian community in city of Corinth, a major trading centre which, although by then noted for its rich artistic and philosophic traditions, was a place also of vice and depravity.  It was this last aspect that compelled Paul’s first letter to the Corinthian church and in it he sharply rebuked them for permitting immoral practices in the community.  In response, the Corinthians had cracked-down on some of the worst excesses and Paul wrote his second letter to congratulate them on their reforms and even commended forgiving sinners and welcoming them back to the flock.  Harsh though his words could be, Paul’s preference is always restoration, not punishment.  The letter then discusses some sometimes neglected characteristics of the Christian church such as generosity to others and devotes some time to defending himself against attacks on his ministry, reminding the Corinthians both of his own poverty and the harsh reality of what it meant to be a minister of Christ in the Roman empire: beatings, imprisonment, hunger, and the constant threat of death.  In the King James Version (KJV; 1611) 1 Corinthians 13:4-8 read:

4 Charity suffereth long, and is kind; charity envieth not; charity vaunteth not itself, is not puffed up,

5 Doth not behave itself unseemly, seeketh not her own, is not easily provoked, thinketh no evil;

6 Rejoiceth not in iniquity, but rejoiceth in the truth;

7 Beareth all things, believeth all things, hopeth all things, endureth all things.

8 Charity never faileth: but whether there be prophecies, they shall fail; whether there be tongues, they shall cease; whether there be knowledge, it shall vanish away.

Most quoted now are modern translations which are more accessible such as the International Bible Society's (now Biblica) New International Version (NIV; 1978):

4 Love is patient, love is kind. It does not envy, it does not boast, it is not proud.

5 It does not dishonor others, it is not self-seeking, it is not easily angered, it keeps no record of wrongs.

6 Love does not delight in evil but rejoices with the truth.

7 It always protects, always trusts, always hopes, always perseveres.

8 Love never fails. But where there are prophecies, they will cease; where there are tongues, they will be stilled; where there is knowledge, it will pass away.

In Paul’s prescriptive way, verses 4-7 details the workings of love in three steps.  There are firstly the positive aspects of love being patient and kind but then elaborated are the eight negatives love must never be: not jealous, boastful, arrogant, rude, irritable or resentful, nor does it insist upon its own way or gloat at wrong.  Finally, Paul notes the five positive ways in which love reacts, joining in rejoicing at truth, supports, believes, hopes and endures all things.  Verse 8 returns to the theme of superiority of love but explicates the contrast between love and spiritual gifts as the contrast between permanence and transience; spiritual gifts which are incomplete will pass when wholeness comes whereas love will not.  The contrast is thus between the perfect and imperfect.

United States Supreme Court Building (1935), looking towards the West Pediment.

The Corinthian style of architecture was one of the five classical orders created in Ancient Greece.  Similar in many ways to the Ionic, the points of difference were (1) the unusually slender proportions, (2) the deep capital with its round bell, decorated with acanthus leaves and a square abacus with concave sides.  The Corinthian capital typically has two distinct rows of acanthus leaves above which appear eight fluted sheaths, from each of which spring two scrolls (helices), one of which curls beneath a corner of the abacus as half of a volute while the other curls beneath the centre of the abacus.  The marble pillars used on the east and west pediments of the United States Supreme Court Building, constructed between 1932-1935, are a fine example of the Corinthian style.

United States Supreme Court Building, East Pediment.

Much less known than the more frequently photographed West Pediment, the East Pediment of the Supreme Court Building is at the rear of the structure and is much admired by architects because of the elegance of the thirteen symmetrically balanced allegorical figures in the sculptural group designed by Hermon A MacNeil (1866–1947).  The ornate details in the two rows of acanthus leaves are the defining characteristic of the Corinthian pillar.

Manuel Esteve Guerrero (1905-1976) in Corinthian helmet, 1938.  The casual pose, cigarette in hand, a cloak (resembling a Greek chlamys) slung over one shoulder, indicates the image was for “non-professional” use.

Manuel Esteve Guerrero had begun his academic studies at the University of Granada studying law but such was his interest in archaeology he switched disciplines, taking a degree in philosophy and literature, specializing in art history.  After working for some years as a teacher at the Padre Luis Coloma Institute, he was in 1931 appointed director of the Jerez Municipal Library (1873) when he remained until retirement in 1975, his most controversial duty in the role the period in the 1930s & 1940s when he was vested with responsibility for enforcing the strict censorship policies imposed by the newly established fascist regime Generalissimo Francisco Franco (1892-1975; Caudillo of Spain 1939-1975).  That would have been no small task because, under the caudillo, the index of proscribed texts was long.  As librarian, he was also, ex officio, municipal archaeologist and in 1938 his team made the remarkable discovery of a well-preserved Corinthian helmet, unearthed some 20 kilometres (12 miles) from the mouth of the Guadalete River, near the now-decommissioned irrigation dam known as La Corta, close to El Portal in the municipality of Jerez.  The significance of the artefact (widely publicized on both sides of the Atlantic as “Discovery of a Greek Helmet in the Guadalete”) was the confirmation of the long-suspected Greek presence in Andalusia during the seventh & sixth centuries BC.

Publicity shot for Chrysler Corporation's 1974 Imperial LeBaron Four-Door Hardtop, trimmed in chestnut tufted leather.

The hide in the 1974 Imperials wasn't described as “rich Corinthian leather” which was (mostly) exclusive to the Cordoba (1975-1983) until late 1975 when not only did the Imperial's brochures mention "genuine Corinthian leather (available at extra cost)" but for the first time since 1954 the range was referred to as the "Chrysler Imperial", a harbinger the brand was about to be retired.  Imperial's advertising copy noted of the brochure photograph above: “...while the passenger restraint system with starter interlock is not shown, it is standard on all Imperials.”; the marketing types didn't like seat-belts messing up their photos.  While all of the big three (GM, Ford & Chrysler) had tufted interiors in some lines, it was Chrysler which displayed the most commitment to the motif.  Although Chrysler mostly used the term “rich Corinthian leather” in the sales material for the Cordoba, after it appear in the brochures for the last (for a while) Imperial, it became common to refer thus to the leather in any of the corporation's cars of the era.  Some did with a sense of irony while some innocent souls actually believed it.  Manufacturers do like words which might evoke a "certain something" and in the 1970s Rolls-Royce advertised their timber veneer as "Circassian walnut cut from century-old trees" which was a correct term for Juglans regia (a species of walnut) but the stuff was more typically called "English walnut" or "common walnut".  Neither would have been though suitable and for Rolls-Royce to use "common" about any of their products would have been unthinkable.

1975 Imperial LeBaron Four Door Hardtop.

"Rich Corinthian leather" was a term coined by the Bozell advertising agency in 1975 to describe the tufted upholstery available as an alternative to the standard velour in the Chrysler Cordoba, the hides in corporation's products trimmed with the same leather produced by the Radel Leather Manufacturing Company of New Jersey described only as "leather" (except for the reference in certain advertising for the 1975 Imperial, then in its last days).  The "Corinthian" tag was chosen because something special was needed for the Cordoba, the first "small" (in the context of the company's mid 1970s line-up) Chrysler ever offered in the US and the name was thought successfully to convey the association with something rare, of high quality, luxurious and, doubtlessly, "European".  Religiosity in the US somewhat more entrenched than elsewhere in the West, it’s likely many were well-acquainted with the books of the New Testament book but for those less pious, Corinthian was one of those words which somehow carried the desired connotations, even among those with no idea of the links.  Perhaps it was because it sounded European that some assumed the leather came from Spain, Italy or some such place where many words end in vowels.  Richard Nixon (1913-1994; POTUS 1969-1974) noted that linguistic phenomenon when he discussed the circumstances in which Dwight Eisenhower (1890-1969; POTUS 1953-1961) was compelled to dismiss his chief of staff (Sherman Adams (1899-1986)), who had accepted as a gift, inter alia, a vicuña coat.  Nixon observed that while there was no doubt most Americans had no idea whether vicuña was animal, vegetable or mineral, just the perceived mystique was enough to convince them it was something expensive and therefore corrupting.

1976 Chrysler Cordoba advertisement.  When released as a 1975 model, Chrysler heralded the Cordoba as "the new small Chrysler".  The word "small" is relative, the significance being the departure from the corporation's long-standing policy of the Chrysler brand not appearing on anything except "full-sized cars" but economic reality was biting the 1970s and the big cars were in their last days.  Then (as now), to most of the rest of the world, the Cordoba seemed pretty big and at the time the appeal in the US was real, even those not greatly concerned about the increase in the price of gas (petrol) fretting about the prospect of shortages. 

Whether the association with the Cordoba's “rich Corinthian leather” generated many sales in Chrysler's other divisions (Plymouth, Dodge & Imperial) isn’t known but the the phrase certainly gained a remarkable traction amid the cacophony of exaggeration and puffery which sustains modern capitalism.  The Cordoba was introduced in 1975 as a "down-sized" model for consumers suddenly interested in fuel economy in the post oil-crisis world and the manufacturers knew those who felt compelled to buy smaller cars didn’t necessarily want them to be any less luxurious and that became the theme for the promotional campaign, led this time on television and fronted by a celebrity spokesperson, the actor Ricardo Montalbán (1920-2009).  Born in Mexico of Spanish descent, Montalbán looked distinguished and spoke in cultivated English with just enough of a Spanish accent to make plausible the link of “Corinthian leather” with cattle on the plains of Spain.  Mr Montalbán only ever spoke of "Corinthian leather" or "rich Corinthian leather" but in the print advertising "Corinthian leather" & "fine Corinthian leather" (sometimes with a plural "leathers" also appeared.  Despite that, the industry myth remains his TV advertisements all included "fine Corinthian leather".  

In the advertising, Mr Montalbán spoke of “the thickly-cushioned luxury of seats, available even in rich Corinthian leather” and although sometimes he’d call it “soft” instead, all people seemed to remember was the leather was Corinthian.  So successful was the campaign that Chrysler decided to make the Corinthian label exclusive to the Cordoba and when Mr Montalbán was later assigned to advertise other Chryslers, in the same mellifluous tone, he commended only the “rich leather".  Later, when interviewed on late night television, cheerfully he admitted that the term meant nothing but that wasn't quite true: it meant whatever people who heard it wanted it to mean and that made it a perfect word for advertising.  The agency definitely were proud of their appropriation and when the 1977 Cordoba's steering wheel gained a leather covering, this was celebrated in the brochure with: "...hand-stitched Corinthian leather-covered rim-tilt steering wheel.  Marvelous."

1970 Ford Mustang Boss 429 (left) in Grabber Blue (J) with “comfortweave” interior in Corinthian White (EW) interior and 1969 Ford Mustang Boss 429 (right) in Wimbledon White (M) with black interior (all 1969 Boss 429s were trimmed in black (DAA)).

Before Chrysler decided “Corinthian leather” was a thing, Ford had conjured up “Corinthian white”, using the description for both a paint code and the vinyl used for interior trim.  Ford’s Corinthian White was very close to their long used “Wimbledon White”, the latter slightly less stark and closer to an “eggshell white” although far from a “cream”.  The difference is apparent only if two vehicles are parked side-by-side and restoration houses say Corinthian White can be re-created by paint suppliers which achieve the effect by adding a small amount of a certain shade of blue to the mix.

The Rolls-Royce Camargue

Although it’s never been confirmed by the factory, one source claims that a consequence of Chrysler's agency in 1974 coming up with “rich Corinthian leather” was that Rolls-Royce was forced to abandon the idea of calling their new model the Corinthian, adopting instead Camargue, (a region on the Mediterranean coast in the south of France).  For Rolls-Royce, Camargue was probably a better choice, tying in with their existing Corniche two-door saloon (which many might have called a coupé) and convertible (by the 1970s factory (mostly) had ceased to use the historic terms FHC (Fixed-Head coupé) and DHC (Drop-Head Coupé (DHC) although there was in 2007 a nostalgic, one-off revival for the Phantom Drophead Coupé).  The French word corniche has certain technical meanings in geology and architecture but Roll-Royce used it in the sense of “a coastal road, especially one cut into the face of a cliff”, specifically using the imagery of the Grande Corniche on the French Riviera, just north of the principality of Monaco.  The factory had first used the Corniche name in 1939 for a prototype light-weight, high-performance car which could match the pace of the big, supercharged, straight-eight Mercedes-Benz able to explore Germany’s newly built autobahns at sustained high speeds never before possible.  The car was damaged during testing in France and was abandoned there after the outbreak of hostilities, only to be destroyed in a bombing raid although whether the Luftwaffe (the German air force) or the RAF (the UK's Royal Air Force) was responsible isn’t known.

1968 Bentley T1 Coupé Speciale by Pininfarina (chassis CBH4033).  After this, it wasn't as if the factory wasn't aware of how Italians thought a Rolls-Royce or Bentley coupé should look and the Speciale should have been a warning heeded although, to be fair, it was more accomplished than the Camargue.  Modernists, the Italians replaced the Circassian walnut veneer with black leather.

So whether it was a minor ripple of chaos theory or the factory always intended to continue allusions to continental geography, in 1975 the Camargue was released with few technical innovations of interest other than the automatic, split-level climate control system which was an industry first and said alone to cost about as much to produce as a middle-class buyer might spend on a whole vehicle.  Other footnotes included it being the first Rolls-Royce designed and produced (except for the odd carry-over component) using metric measurements and the first with the famous grill inclined at (for mid-century Rolls-Royce), a rakish 7^o rather than the perfectly vertical aspect always before used.   Now noticeably lower and wider, the grill still was built using a variant of the technique the architects of Antiquity employed to create the optical illusion of the columns appearing, to the naked eye, to be of identical dimensions although it wasn't exactly the old math of entasis which made a viewer perceive a slightly curved Corinthian pillar as perfectly perpendicular.

The Pantheon Temple, Rome (left) and 1985 Rolls-Royce Camargue (right).

The Pantheon's Latin inscription M·AGRIPPA·L·F·COS·TERTIVM·FECIT really isn't all that poetic and reads like a note the draftsman might have put on the blueprint (had there then been blueprints): it translates as "Marcus Agrippa, son of Lucius, made [this building] when consul for the third time", crediting the Roman statesman & general, Marcus Vipsanius Agrippa (circa 63 BC–12 BC) who in 27 BC commissioned the construction during his third consulship.  The Pantheon that stands today was rebuilt by Emperor Hadrian (Publius Aelius Hadrianus, 76–138; Roman emperor 117-138) circa 126 AD after the original structure suffered severe damage in a blaze. Hadrian choosing to retain Agrippa's inscription as a tribute (not all the emperors were narcissists).  Since AD 609, the Pantheon has been a Roman-Catholic church and is known as the Basilica Santa Maria ad Martyres (Basilica of St. Mary and the Martyrs).

Despite the popular perception, what Rolls-Royce describes as their "Pantheon grill" doesn't feature a classic entasis (slight swelling in the middle of a column to counteract the illusion of concavity) but the design does incorporate a similar visual effect: There is a (very) slight curvature which in the factory's vernacular is known as the "waftline".  Although there are, understandably, many references to the grill being the "Parthenon grill" (and there is a well-reviewed Greek restaurant in Murfreesboro, Tennessee called the Parthenon Grille), the factory has never used the term and say the designed was inspired by "Rome’s imposing Pantheon temple", a structure "...purposefully built with wider middle sections so the human eye perceives each long pillar to be completely straight."  What the architects of Antiquity did was use use an optical illusion as a "corrective" to achieve perfect visual symmetry and the Rolls-Royce engineers replicated the approach, the grill's columns wider towards the edges.  The waftline is used elsewhere, notably the gentle, upswept sweep along the sill-line which Rolls-Royce says "creates a powerful, poised stance and makes the car appear to be moving when stationary...", creating the impression of "calm perfect motion and accelerating quickly without fuss".  They clearly like the word "waft" because they coined the neologism "waftability" which is said to be "the essence of the brand".

1973 Rolls-Royce Corniche Saloon (left) and 1975 Rolls-Royce Camargue (right).

In 1975 however, it wasn't the almost imperceptible rake of the grill or the adoption of metric measurements which attracted most comment when the Camargue made its debut.  What was most discussed was (1) it being the world’s most expensive production car and (2) the appearance.  At that end of the market, the 30%-odd cost premium against the mechanically similar Corniche wasn’t going to produce the same effects in the elasticity of demand as would be noted lower in automotive pecking order, indeed, the Veblen effect can operate to make the more expensive product more desirable.  The consensus was the Corniche, although by then a decade-old shape, was better balanced and more elegant so for success to ensue, Rolls-Royce really were counting on Veblen to exert its pull.

Lancia Florida II (1957, left), Fiat 130 Coupé (1971, centre) & Rolls-Royce Camargue (1975, right).  The origin of the shape is most discernible in Pininfarina’s Lancia Florida, a different approach to the big coupé than would be taken in the 1950s by the Americans.  The later Fiat 130 coupé was one of those aesthetic triumphs which proved a commercial failure while the Camargue is thought a failure on all grounds although, for those who prize some degree of exclusivity, it remains a genuine rarity.  As it was, between 1975-1986, only 531 Camargues were sold (including a one-off Bentley version which was a "special order") while the Corniche lasted from 1971 until 1995, 6,823 leaving the factory including 561 Bentleys, the latter now much sought.  In a sense, the Camargue was ahead of its time because Rolls-Royce in the twenty-first century began offering some quite ugly cars and they have sold well, the Veblen effect working well.  

Unfortunately, the Camargue, while it did what it did no worse than a Corniche saloon, while doing it, it looked ungainly.  Styled by the revered Italian studio Pinninfarina, the look was derided as dated, derivative and clumsy and it’s this which has usually been thought to account for production barely topping 500 over the decade-odd it remained available.  In the years since, some tried to improve things and a number have been made into convertibles, an expensive exercise which actually made things worse, the roof-line one of the few pleasing aspects.  One buyer though was sufficiently impressed to commission a one-off Bentley version, one of the few instances of a model which genuinely can be claimed to be unique. The same designer at Carrozzeria Pininfarina who signed off on the Camargue was also responsible for the earlier Fiat 130 coupé, something in the same vein but on a smaller scale and the Fiat is a rectilinear masterpiece.

Platform by Mercedes-Benz, coachwork by Pininfarina.  1956 300 SC (left), 1963 230 SL (centre) & 1969 300 SEL 6.3 (right).

Whether the knife-edged severity of the 130 coupé could successfully have been up-scaled to the dimensions Rolls-Royce required is debatable but Pininfarina had lying around a styling exercise done years earlier, based on a Mercedes-Benz 300 SEL 6.3 and it was this which seems to have inspired the Camargue.  The Italian studio’s interest in Mercedes-Benz had in preceding decades produced some admired designs although the occasional plans for limited production runs were never realized.  In 1955, a coupé based on the 300b saloon had been shown, followed a year later by a 300 SC which most thought better executed, and certainly more contemporary, than the Germans' own effort.  The best though was probably the 1963 230 SL which lost both the distinctive pagoda roof and some of leanness for which the delicate lines are most remembered but it was thought a successful interpretation.  Mercedes-Benz should of course have produced a two-door 300 SE 6.3 because the W111/W112 two door body (1961-1971) was their finest achievement but the planet lost nothing by Pininfarina's take on the idea being rightly ignored.  In retrospect Rolls-Royce probably wished they too had "failed to proceed" and when the time came to do another big coupé, the job was done in-house, the Bentley Continental (1991-2003) an outstanding design and neither Rolls-Royce nor Bentley have since matched the timeless lines.

Bench

Bench (pronounced bench)

(1) A long seat (without arm or back-rest) for two or more people:

(2) A seat occupied by an official, especially a judge in a courtroom.

(3) Such a seat as a symbol of the office of an individual judge or the judiciary.

(4) The office or dignity of various other officials, or the officials themselves.

(5) In certain team sports, the seat (literally or figuratively) on which the reserve (substitute) players sit during a game while not playing and on which “starting side” players sit while substituted.

(6) The quality and number of the players named as substitutes.

(7) By extension, the quality and number of professionals or experts in reserve, to be called upon as needed:

(8) As a clipping of workbench, the worktable of those engaged in trades.

(9) In interior design, certain fixed flat surfaces (kitchen bench, bathroom bench etc).

(10) A platform on which animals or objects are placed for exhibition.

(11) In farming, a hollow on a hillside formed by sheep.

(12) In surveying, a bracket used to mount land surveying equipment onto a stone or a wall.

(13) In certain legislatures, as “front bench” (the office-holding members of a government or opposition who sit on the bench at the front of their side of the assembly), “back bench” (those elected members not appointed to an office who sit on benches behind) and “cross-bench” (those not members of the party in government or formal opposition who sit on other benches).  The terms are sometimes literal but depending on an assembly’s architecture or the size of a government’s majority, others can sometimes “overflow” to the physical “cross benches”.  Thus there are “front benchers”, “back benchers” & “cross benchers” (sometimes hyphenated).

(14) In geography, a shelf-like area of rock with steep slopes above and below, especially one marking a former shoreline.

(15) In extractive mining, a step or working elevation in a mine.

(16) In science (usually as “at the bench”), to distinguish between being engaged actively in research and concurrent or subsequent administrative functions.

(17) To furnish with benches (now rare).

(18) To seat on a bench or on the bench (now rare).

(19) In extractive mining, to cut away the working faces of benches.

(20) In certain team sports, to substitute or remove a player from a game or relegate them to the reserve squad.

Pre 1000: From the Middle English bench, benk & bynk, from the Old English benc (bench; long seat (especially if backless)), from then Proto-West Germanic banki, from the Proto-Germanic bankon & bankiz (bench), from the primitive Indo-European bheg.  It was cognate with the Scots benk & bink, the West Frisian bank, the Dutch bank, the Old High German Bank, the Old Norse bekkr, the Old Frisian benk, the Danish bænk, the Swedish bänk and the Icelandic bekkur, all from a Germanic source and all of which meant “bench”.  In the Old English there were the verbs bencian (to make benches) and bencsittend (one who sits on a bench).  The dialectal spellings benk & bink are both long obsolete.  Bench & benching are nouns & verbs, bencher is a noun, benched is a verb & adjective and benchy & benchlike are adjectives; the noun plural is benches.

The source of the idea of the “bench as a type of long seat” is thought to come from riparian imagery (natural earthen incline beside a body of water) and etymologists speculate the original notion was of a “man-made earthwork used as a seat”.  Bench was from the late fourteenth century used of the tables on which merchants displayed their wares and that may have been a borrowing from the reference to the seat the judge would occupy in a court of law, that use emerging early in the 1300s and coming soon to mean “judges collectively, office of a judge, the judiciary”.  Whether it was actually an allusion to customers “judging the goods displayed” is speculative.  The use in team sports of “the bench” being the “reserve or substitute team members” was drawn from the actual physical bench on the sideline on which those players would sit while not on the field.  The earliest known reference to the existence of furniture used for this purpose is from the US in 1899 but extending this generally to the “reserve of players” in baseball, football etc seems not to have begun until 1909.  In sport, the idiomatic forms include “bench player” (one habitually selected only in the reserves and not the “starting side”), “benched” (a player substituted during play and “sent to the bench”, either because of poor performance or as part of a planned rotation, “injury bench” (players substituted due to injury), “bench warmer (or “bench sitter”, or “bench jockey”) (one whose career has plateaued as a “bench player”, “warming the bench”) 

Bench has attracted many modifiers describing use including “bench grinder”, “bench saw”, “bench drill”, “sawbench”, “kitchen bench”, “deacon's bench”, “friendship bench”, “bench easel”, “mourners' bench”, “piano bench” (a “piano stool” for two), “preacher’s bench” etc.  The noun & verb “benchmark” refers to the optimal results obtained when testing something or someone on a “test bench” although the use is often conceptual, a physical “test bench” not necessarily part of the processes and even some structures in engineering referred to as a “test bench” may bear no relationship to any actual “bench” however described.

Of seats

Bench seats ranged from the functional to the extravagant.

1971 Holden HQ Belmont Station Sedan (station wagon or estate-car) (left) in turquoise vinyl and 1974 Imperial LeBaron four-door hardtop (right) in chestnut tufted leather though not actually “rich Corinthian leather” which was (mostly) exclusive to the Cordoba (1975-1983) until late 1975 when not only did the Imperial's brochures mention "genuine Corinthian leather (available at extra cost)" but for the first time since 1954 the range was referred to as the "Chrysler Imperial", a harbinger the brand was about to be retired.  Imperial's advertising copy noted of the brochure photograph above: “...while the passenger restraint system with starter interlock is not shown, it is standard on all Imperials.”; the marketing types didn't like seat-belts messing up their photos.  While all of the big three (GM, Ford & Chrysler) had tufted interiors in some lines, it was Chrysler which displayed the most commitment to the extravagance although regrettably, some testers at the time reported than while they looked accommodating, after an hour of so, they proved quite uncomfortable.  They contrasted the eye-catching seats in the Imperial with the "hard" pews provided by Mercedes-Benz which proved supportive and comfortable even after hours behind the wheel, concluding backs, shoulders and legs were a more reliable guide to orthopedic correctness  than visual appeal, Teutonic austerity proving more luxurious than Detroit's rococo.

Boring: Rear bench seat in 1963 Chrysler 300J.

The 1963 Chrysler 300J was the rarest (ie the one fewest customers purchased) of the eleven “letter-series” cars (1955-1965) and whether or not related to its performance in the market, one thing which at the time attracted comment was a rear bench seat replacing the eye-catching twin buckets and full length console which had for three seasons appeared in its predecessors (300F, 300G & 300H).  In 1963, the industry, chasing volume & profits, had begin the process of “de-contenting” their cars, either ceasing the availability of stuff expensive to make or install or moving such items to the option list; by the late 1960s even Cadillac would be afflicted.  The Chrysler “letter series” 300s had begin in 1955 with what many had assumed was a one-off high-performance model created by mixing & matching trim from the Imperial line (newly that year established as a stand-alone marquee) as well as tuning the mechanical components for speed.  Existing initially to homologate stuff for use in competition, not only did the C-300 sell in a pleasing volume but it was such a success as a image-building “halo car” the model was retained for 1956 and dubbed 300B with a further nine annually following until the end of the line in with the 300L 1965, each release appending as an identifier the next letter in the alphabet (thus 300C, 300D etc).

Much more swish: Rear bucket seats in 1961 Chrysler 300G.

However, as well as the dubious distinctions of being the least popular and being the only one the series between 1957-1965 not to be offered as a convertible, the 300J represents a quirk in the naming sequence, Chrysler skipping the letter “I”.  That was done for the same reason there are so few “I cup” bras, the rationale being “I” might be confused with the numeric “1” so most manufacturers go straight from “H cup” to “J cup” although some plug the gap with a “HH cup” and there are even those who stop at “G”, handing incremental increases in volume with “GG” & “GGG” cups; it does seem an industry crying out for an ISO.  There’s no evidence Chrysler ever pondered a “300HH”.  Like Chrysler and most bra manufacturers, the USAF (US Air Force) also opted to skip “I” when allocating a designation for the updated version of the Boeing B-52 Stratofortress (1952-1962 and still in service).  Between the first test flight of the B-52A in 1954 and the B-52H entering service in 1962, the designations B-52B, B-52C, B-52D, B-52E, B-52F & B-52G sequentially had been used but after flirting with whether to use B52J as an interim designation (reflecting the installation of enhanced electronic warfare systems) before finalizing the series as the B-52K after new engines were fitted, in 2024 the USAF announced the new line would be the B-52J and only a temporary internal code would distinguish those not yet re-powered.  Again, “I” was not used so nobody would think there was a B521.

1958 Metropolitan Hardtop in two-tone Frost White and Berkshire Green over black and white houndstooth cloth and vinyl.

Under various marques, the Metropolitan was in production between 1953-1961 and its cartoon-like appearance was a result of applying the motifs of the standard-sized US automobile to something much smaller and in that it was conceptually similar in concept to the more severely executed Triumph Mayflower (1949-1953) which took as a model the “knife-edged” lines of the Daimlers and Rolls-Royces bodied by Hooper.  Although most four-door cars with front bench seats featured full-width cushions (one which one’s butt sat) and squabs (on which one’s back rested), most two door models had “split squabs” which individually could be folded forward, affording someone access to the rear passenger compartment without disturbing anyone sitting on the other side of the front seat.

1958 Metrolpoitan.

The split squabs erect (left), the passenger's folded forward to afford entry to the rear bench (centre) and the rear bench's squab laid flat to allow access to the trunk or provide a larger storage space (right).  In modern five-seaters, the trend has been the so-called 40/60 split seat which allows two passengers still to sit on the back seat while extending the trunk space into the cabin, the origin of the idea reputedly the desire of skiers to carry their skis & poles without the need to fit external racks.  The Metropolitan also had a fold-down rear bench, a common feature in many station wagons, SUVs (sports utility vehicle) and such but for the diminutive Metropolitan it was essential because there was no trunk (boot) lid.  Though not unique, that was unusual in four-seat sedans (which the Metropolitan sort of was) although some sports cars also lacked the fitting including the early Austin-Healey Sprite (the so-called bugeye or frogeye (depending on the side of the Atlantic where one sat)) and every Chevrolet Corvette between the release of the C2 in 1962 and the C5 in 1998.

Bench seat for four: the improbable 1948 Davis Divan.  The blue car (one of a dozen survivors of the 17 built) was restored by the Petersen Automotive Museum in Los Angeles where it is on display.

In cars and such, a “bench seat” differs from a “bucket” or “individual” seat in that comfortably it can accommodate three occupants, the comparison with furniture being the difference between a “chair” and a “sofa”.  In commercial vehicles, bench seats commonly can seat four but in cars the recommended (and eventually legal) limit was typically three although the truly bizarre Davis Divan (1948) featured a bench allowing four abreast seating for adults, something which would have been an interesting experience for the quartet because a quirk of the suspension system was the long, pointed nose of the thing actually rose under braking.  The three-wheeled Divan was the brainchild of “automotive entrepreneur” (some historians are less kind) Glen Gordon “Gary” Davis (1904-1973) who put some effort into building the prototypes, not enough into preparation for actual production but much into raising funds from “investors”, a goodly chunk of which apparently was spent on real estate, entertaining and mink coats for “friends” (with all that implies).  He had a flair for slogans so many investors were attracted but the project proved chimeric, Mr Davis subsequently tried and convicted of fraud & grand theft, spending two years in prison.  The name Divan was used as an allusion to the car's wide bench seat.  It was from the French divan, from the Ottoman Turkish دیوان (divan), from the Iranian Persian دیوان (divân), from the Classical Persian دیوان (dēwān), from Middle Persian dpywʾn' or dywʾn' (dēwān) (archive, collected writings, compilation of works”), from the Sumerian dub.  The sense was of a sofa-like piece of furniture comprising a mattress lying against the wall and on either the floor or an elevated structure.  Part of the tradition of interior decorating in the Middle East, in the West divans are sometimes called “ottomans”; those with an internal storage compartment: “box ottomans”.

Four American Airlines stewardesses proving the bench seat had “hiproom for four adults; its foam rubber cushion beautifully upholstered in long-wearing synthetic fabrics.”  Dr Phil Tiemeyer's Women and the Jet Age. A Global History of Aviation and Flight Attendants (2025) explores the post-war aviation industry and the not always happy part played by flight attendants.

Resembling a large shoe mounted on a tricycle undercarriage, so much was strange about the Davis Divan that in 1948 the four-abreast seating configuration probably didn’t seem so startling.  Still, the public were aware of the unusual feature because among the many publicity shots distributed was one of four American Airlines flight attendants (then called stewardesses) perched, apparently happily, on the bench seat while Mr Davis looked on approvingly.  Presumably, the four young ladies were relaxed and comfortable because the space available was rather more than airlines these days provide for economy-class passengers in airliners.  To this day, there are those who defend Mr Davis and claim the corporate failure was a consequence of his managerial ineptitude rather than constructive fraud but as well as the mink coats, there were clues some of techniques used to raise what would now be called VC (venture capital) were suspect, including the claim the movie star Greta Garbo (1905-1990) was one of the investors.  Ms Garbo was by 1948 already legendarily reclusive, never gave interviews and journalists who sent type-written questions (including a return SSAE (stamped self-addressed envelope)) were ignored.  If any alleged “investor” was unlikely to contradict Mr Davis, it was Greta Garbo.

Mannerist but not quite surrealist: Some artistic licence taken.

Advertising for the 1961 Pontiac Bonneville Sports Coupe (left) with images by Art Fitzpatrick (1919–2015) & Van Kaufman (1918-1995) and a (real) 1961 Pontiac Bonneville Sports Coupe (right) fitted with Pontiac's much admired 8-lug wheels, their exposed centres actually the brake drum to which the rim (in the true sense of the word) directly was bolted.  Four could be seated on the Bonneville's front seat but the packaging efficiency was not as good as was found on the Divan; although the car was 8.2 inches (208 mm) wider (78.2 (1,986) vs 72.0 (1,829)), at 63.4 inches (1,610 mm), the Pontiac’s front seat was narrower than the 64 inches (1,626 mm) found in the Divan.  The inefficiency inside was reflected under the hood (bonnet).  Although wide, even Detroit's large-displacement V8s of the post-war years were, by historic standards, relatively short, but to achieve the desired look (longer, lower, wider), the stylists rendered long noses and such was the capaciousness, a straight-8 or V16 could have been installed.  Remarkably, as a marker of distinction, some of these machines even had their noses extended a few inches, just "for the look", creating even more waste space.  Undeniably, something like the 1969 Pontiac Grand Prix was dramatic but it was emblematic of an era of self indulgence. 

Had one taken seriously some of the images used to advertise US cars in the 1960s, one might have assumed Mr Davis had been so influential that bench seats might by 1961 seat five but sadly, the work of Fitzpatrick & Kaufman (best remembered for what they rendered for GM’s (General Motors) PMD (Pontiac Motor Division) took some artistic licence and one piece of exaggeration was width.  The pair rendered memorable images but certainly exaggerated things where they though it would help created what were even then admired as simulacrums rather than something to be taken literally.  While PMD’s “Year of the Wide-Track” (introduced in 1959) is remembered as a slogan (the original advertising copy read “Wide Track Wheels” but was soon clipped to “Wide Track” because it was snappier), it wasn’t just advertising shtick, the decision taken to increase the track of Pontiacs by 5 inches (127 mm) because the 1958 frames were carried-over for the much wider 1959 bodies, rushed into production because the sleek new Chryslers had rendered the old look frumpy and suddenly old-fashioned.  That spliced-in five inches certainly enhanced the look but the engineering was sound, the wider stance did genuinely improve handling.  Just to make sure people got the message about the “wide” in the “Wide Track” theme, the advertising artwork deliberately exaggerated the width of the cars they depicted and while it was the era of “longer, lower, wider” (and PMD certainly did their bit in that), things never got quite that wide.  Had they been, the experience of driving would have felt something like steering an aircraft carrier's flight deck.

Davis Divan: Even if the car wasn’t “real”, the brochure was well-done, reflecting the influences of Art Deco and Mid-Century Modernism.

Although not in US terms a “big” car, at 72 inches (6 feet, 1.8 metres) in width, the Davis Divan was comparatively wide, as of course it had to be make the four-place bench seat viable.  Still, with an apparently aerodynamic body made from aluminium (taking advantage of the ample stock of the metal created when contacts for military aircraft had been cancelled after the unexpectedly abrupt end of World War II (1939-1945)) it weighed in at a svelte 2,450 pounds (1,110 kg) so the small, four cylinder engines would have delivered low fuel consumption and provided adequate, if not sparkling, performance although if the shape was as slippery as it appeared, the claimed top speed of 115 mph (185 km/h) may have been plausible; as far as is known, no one has ever attempted to verify the claim.  In a booming economy in which new cars were in high-demand, the package must have seemed attractive to investors, especially as it was expected to sell for what seemed a competitive US$995.

One of the mink coats made infamous in the court proceedings in which Mr Davis was handed a two-year sentence after being convicted of fraud & grand theft.

In retrospect, the projected price was as remote from economic reality as the 990 Reichsmarks (RM) the Nazi Party in 1938 promised would be the cost Germans would pay for a new KdF-Wagen.  The Kraft durch Freude-Wagen was the “people’s car” marketed by the Party’s Kraft durch Freude (Strength Through Joy) operation which also ran cruise liners and holiday resorts and although not one car had been delivered to a civilian customer by the end of the war, it would subsequently enjoy much global success as the Volkswagen Type 1 (VW Beetle, 1938-2003).  As late as 1943 some of the 340,000-odd Germans obediently still were making their weekly payment of 5 RM and it would be more than a decade before some received any form of refund.  While over 21 million VW Beetles were made, Davis Divan production only ever reached 16 or 17 (including three specialized military (non-combat-vehicles) variants) and remarkably, at least 12 have survived as curiosities in museums and private collections.

Of law

Bench seat for four: A gang of four Sceggs.  Sceggs should not be confused with the homophonic skegs, a feature from shipbuilding.

In courts of the common law tradition the terms “bench” & “bar” date from the medieval age and remain part of courtroom terminology.  “The bench” was originally the seat on which judges at while presiding, the early furniture apparently a simple wooden bench as one would find at many long dining tables and in the manner typical of the way English evolves, “bench” came to be used of judges collectively and of the institution of the judiciary itself.  The “bar” was the physical barrier separating the spectators and participants of a trial from the area where the lawyers and judges conducted the proceedings, thus the “bar table” being that at which the advocates sat and the right to practice law before the bench being “passing the bar”, familiar in the modern US phrase “passing the bar exam” or the English form “called to the bar”.  As “bench” became a synecdoche for the judiciary, “bar” came to be used of the lawyers although in jurisdictions where there is a separation between those who appear in court (barristers) and those who do not (solicitors) “bar” was applied only to the former and even after reforms in some abolished the distinctions between certain branches of the law, specialist practitioners continue often to be referred to as the “equity bar” & “common law bar”.  There’s thus the apparent anomaly of the use of “bencher” (recorded in the 1580s) being used to mean “senior member of an inn of court”, all of whom would have been members of “the bar”.  Presumably the idea was one of “approaching the bench” or (more mischievously) “aspiring to the bench”.  The bench-warrant (one issued by a judge, as opposed to one issued by a magistrate or justice of the peace (JP) dates from the 1690s. 

An illuminated manuscript (circa 1460) which is the earliest known depiction of the Court of King's Bench in session.

In England, the Court of King’s Bench (KB) (or Queen’s Bench (QB) depending on who was on the throne) began in the twelfth century as a court at which the monarch literally presided; it was a circuit court which would, from time-to-time, travel around the counties hearing cases.  The Court of KB was thus in some sense “virtual”, whatever wooden bench upon which he sat becoming the KB for the duration of the trial.  Kings would cease to sit as judges and the KB later was interpolated into the system of courts (there would be many internecine squabbles over the years) until (as the Court of Queen’s Bench), under the Supreme Court of Judicature Act (1873), it, along with the Court of Common Pleas, the Court of Exchequer and Court of Chancery were merged to become the High Court of Justice, each of the absorbed institutions becoming a division.  The Common Pleas and Exchequer Division were abolished in 1880 when the High Court was re-organized into the Chancery Division, Queen's Bench Division and the Probate, Divorce and Admiralty Division (the latter memorably known as “wills, wives & wrecks” in legal slang).  The origin of the KB is a hint of why a king or queen can’t appear before a court in the UK or other places in which they remain head of state: Although it is in a practical sense now a legal fiction, all courts of law are “their courts” of which they remain the highest judge.  The most famous (or infamous) relic of all this is the power of pardon which although no longer a personal power in the hands of the king, remains exactly that for a US president and is the only head of power in the US constitution not subject to "checks & balances", a POTUS able to grant pardons by ex-officio fiat.  In that sense, the POTUS is the "chief magistrate" mentioned in the Federalist Papers (1788) although the authors used the term to distinguish a republic's president from European monarchs by stressing the execution of legal duties under the rule of law rather than sovereign privilege.  Not all presidents have been much troubled by that distinction. 

Benches afforced with foreign judges, the Chinese Communist Party and Hong Kong’s national security law

Multi-national benches are not uncommon.  There have been courts operating under the auspices of the LoN (League of Nations;1920-1946) & UN (United Nations; since 1945) such as the ICC (International Criminal Court), the ICJ (International Court of Justice) and the various ad-hoc bodies set up to handle prosecutions related to crimes in specific locations (Rwanda, the former Yugoslavia etc) and the UK had the JCPC (Judicial Committee of the Privy Council) which included senior judges from the Commonwealth.  The JCPC functioned not only as a final court of appeal for Commonwealth nations (a role for a handful it still fulfils) but also as the appellate tribunal for a number of domestic bodies including some ecclesiastical bodies, admiralty matters and even matters from the usually obscure DCRCVS (Disciplinary Committee of the Royal College of Veterinary Surgeons).  There were also the IMTs (International Military Tribunal) which tried matters arising from the conduct of German & Japanese defendants from World War II (1939-1945), the bench of the latter Tokyo Tribunal notably diverse although those of the subsequent dozen trials in Nuremberg after the first (1945-1946) were staffed exclusively by US judges.  A number of former colonies also use foreign judges (and not always from the former colonial power).

However, what remains unusual is the matter of the CCP (Chinese Communist Party) deciding to have foreign judges serve on The HKCFA (Hong Kong's Court of Final Appeal), established in 1997 when the HKSAR (Hong Kong Special Administrative Region) was created upon Beijing regaining sovereignty (under the IC2S (one country, two systems)) principle, with the end of British colonial rule.  At that point, the HKCFA became the territory’s highest judicial institution, replacing the JCPC in London.  On the HKCFA’s bench sits the Chief Justice (a Hong Kong national), several “Permanent Judges” and some two-dozen odd “Non-permanent Judges” who may be recruited from Hong Kong or from among lawyers of the requisite background from any overseas common law jurisdiction.  As non-permanent judges, appointments have been drawn (from bar & bench) from Canada, Australia, New Zealand and the UK.

Lindsay Lohan, foreign judge on the bench of The Masked Singer (2019), a singing competition, the Australian franchise of a format which began in the ROK (Republic of Korea (South Korea)) as King of Mask Singer.

While it may seem strange a developed country like the PRC (People’s Republic of China (the old "Red China"), the world’s second largest economy, a permanent member of the UNSC (UN Security Council) and since 1965 the final member of the original “Club of Five” declared nuclear powers) would have foreign judges sitting on the bench of one of its superior courts, on the mainland the PRC operates under a civil law system which, like the tradition in continental European, is based primarily on written statutes and codes (with ultimate effective control remaining with the CCP), unlike common law systems, which rely heavily on case law and judicial precedent.  As a British colony, Hong Kong had used common law and under that system had become a major regional and international presence, something in part due to its judicial system being perceived as fair and uncorrupted; it was a “rule of law” state.

In the PRC there simply wasn’t a body of judges or lawyers with the necessary background in common law to staff the territory’s highest appellate court and significantly, at the time of the handover from the Raj, Hong Kong was of great importance to the PRC’s economy and the CCP understood it would be critical to maintain confidence in the rule of law, investors and overseas corporations with a presence in Hong Kong needing to be assured matters such as contracts would continue as before to be enforceable.  So it was, literally, “business as usual”, whatever may have been the fears about the political undercurrent.  The growth of the mainland economy since 1997 has been such that the HKSAR now constitutes only a small fraction of the national economy but analysts (some of whom provide advice to the CCP) understand the linkages running through the territory remain highly useful for Beijing and some long-standing conduits are still used for back-channel communications about this and that.  As far as business is concerned, the operation of the legal system has remained mostly satisfactory, even though the CCP ensured Beijing retained a reserved power to overturn the HKCFA’s decisions, the "rule of the CCP" sometimes thought preferable to the implications of "rule of law".

The colonial era building where now sits the Hong Kong Court of Final Appeal.  Formally opened in 1912, it was built with granite in the neo-classical style and between 1985-2011 was the seat of the Legislative Council (LegCo).

However, in 2020, a “National Security Law” (technically the Law of the People's Republic of China on Safeguarding National Security in the Hong Kong Special Administrative Region and thus usually written in English as the “NSL”) was imposed.  While not aimed at the regulation of business or economic matters, it was wide in scope and claims of application (the extraterritoriality extending worldwide), essentially extending to the territory many of the laws of the mainland regarding “political activities” and matters of “free speech”, the latter interpreted by the CCP in a way not unique but certainly different from Western understandings.  Citing the “political situation”, two British judges in June 2024 resigned from the HKCFA, prompted by Beijing’s recent crackdown on dissent in the city, something made possible by the NSL.  In his published letter, one judge, his rationale for departure notwithstanding, did say he continued “…to have full confidence in the court and the total independence of its members.”  As early as 2020, one Australian judge had already resigned, followed by two others from the UK, both saying the Hong Kong government had “…departed from values of political freedom and freedom of expression.”  The CCP may have anticipated some objection from the overseas judges because, since the passage of the NSL, no overseas judge has been allocated to hear the “security-related” cases.  The judicial disquiet seemed not to trouble the territory’s chief executive, former police officer Ka-chiu (John Lee; b 1957) who said the overseas appointments would continue to help “…maintain confidence in the judicial system and… strong ties with other common law jurisdictions.”  In response to the departing judge’s comment, he claimed the NSL had “no effect” on judicial independence and the only difference was that “…national security is now better safeguarded.”

Early in June, the Hong Kong authorities arrested two men and one woman attending a FIFA (Fédération Internationale de Football Association (the International Federation of Association Football that, for historic reasons, recognizes more countries than the UN)) World Cup qualification match against Iran, their offence being “turning their backs to the pitch and not standing during the performance of the national anthem”, a police spokesman adding that anybody “…who publicly and intentionally insults the national anthem in any way in committing a crime.”  Before the NSL was imposed, bolshie Hongkongers were known to boo the anthem to express discontent with their rulers; that definitely will no longer be tolerated.  The match ended Iran 4: Hong Kong 2 but despite that, more than ever the HKSAR and the Islamic Republic have much in common.