Decker

Decker (pronounced dek-er)

(1) Something (typically a bus, ship, aircraft, bed, sandwich et al), having a specified number of decks, floors, levels, layers and such (used usually in combination with a numerical or other expression indicating the number in the construction (double decker, triple decker, upper decker, five decker etc (sometimes hyphenated).

(2) As “table decker” an employee who “decks” (ie sets or adorns) a table used for entertaining (used also as a “coverer”) (archaic).  The idea lives on in the verb “bedeck” (to adorn).

(3) In boxing slang, a fighter with a famously powerful punch, able to “deck” an opponent (ie knock them to the canvas with a single punch).

(4) In historic naval slang, as “quarter-decker”, a label applied to officers known more for their attention to matters of etiquette or trivial regulations than competent seamanship or ability in battle.  It was an allusion to a warship’s “quarter deck” (the part of the spar-deck of a man-of-war (warship) between the poop deck and main-mast (and originally (dating from the 1620s), a smaller deck above the half-deck, covering about a quarter of the vessel’s LOA (length overall)).  In many navies, the quarter-deck was reserved as “a promenade for officers only”.

1785–1795: The construct was deck + -er.  Deck in this context was from the Middle English dekke (covering extending from side to side over part of a ship), from a nautical use of the Middle Dutch decke & dec (roof, covering), from the Middle Dutch decken, from the Proto-Germanic thakam (source also of the noun “thatch” and from the primitive Indo-European root steg & teg- (to cover) and the Old Dutch thecken, from the Proto-West Germanic þakkjan, from the Proto-Germanic þakjaną and related to the German Decke (covering, blanket).  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  The noun double-decker was first used in 1835 of ships with two decks above the water line and this extended to land transport (trains) in 1867.  Decker is a noun & adjective; the noun plural is deckers.

Flight deck of the US Navy's Nimitz-class aircraft carrier USS Carl Vinson (CVN 70).

The reason ships, trains, buses, aircraft and such have "decks" while buildings have "floors” or “stories (or storeys)” is traceable to nautical history and the nomenclature used in shipbuilding.  English picked up “deck” from the Middle Dutch decke & dec (roof, covering) where the use had been influenced by the Old Norse þekja (to cover) and in early shipbuilding, a “deck” was the structure which covered the hull of the ship, providing both a horizontal “working surface” and enclosing the vessel, creating a space for stores, cargo or accommodation which was protected from the elements.  In that sense the first nautical decks acted as a “roof”.  As ships became larger, the nautical architects began to include multiple decks, analogous with the floors of buildings in that they fulfilled a similar function, providing segregated layers (ie the storeys in buildings) used for cannons, crew quarters, storage and such.  As the terminology of shipbuilding became standardized, each deck came to have a specific name depending on its purpose or position (main deck, flight deck, poop deck, gun deck etc).

Ford Mustang convertible (1965–1973) replacement floor pan (complete, part number 3648B) by Moonlight Drive Sheet Metal.

Until the nineteenth century, although the vehicles used on land became larger, they tended to get longer rather than higher but the advent of steam propulsion made possible trains which ran on railways and these could pull carriages carrying freight or passengers.  The first “double decker” versions appeared in France in 1867 and were described as voitures à imperial, (imperial cars) were used on the Chemin de Fer de l'Ouest (Western Railway), the upper deck roofless and thus an “open-air experience”,  Rapidly, the idea spread and double-deck carriages became common for both long-distance and commuter services.  An outlier in the terminology is car design; cars have a floor (sometimes called the “floor pan”) rather than a deck, presumably because there’s only ever one.  In the narrow technical sense there have been cars with “two floors” but they were better understood as a “double-skinned” single floor and they were used for armor or to provide a space for something specialized such as hydrogen fuel-cells, the technique often called “sandwich construction”.

Boeing 314 Clipper flying boat cutaway (left) and front schematics of Boeing 747-300 (right).  Re-using some of an earlier design for a bomber which failed to meet the military’s performance criteria, between 1938-1941, Boeing built twelve 314 Clippers, long-range flying boats with the range to cross both the Atlantic and Pacific oceans.  Although used by the military during World War II, most of their service was with the two commercial operators Pan Am (originally Pan American Airways) and BOAC (British Overseas Airways Corporation).  Very much a machine of the pre-war age, the last Clippers were retired from service between 1946-1948, the advances in aviation and ground infrastructure built during war-time rendering them obsolete and prohibitively expensive to maintain.

Because train designers adopted the nautical terminology, it naturally came to be used also in buses, and aircraft, the term “flight deck” (where the pilot(s) sat) common even before multiple decks appeared on flying boats and other long-distance airframes.  The famous “bubble” of the Boeing 747 (1968-2023) remains one of the best known decks and although most associated with the glamour of first-class international travel, was designed originally as a freight compartment.  The multi-deck evolution continued and the Airbus A380 (2005-2021) was the first “double decker” with two passenger decks extending the full length of the fuselage (with cargo & baggage) carried in the space beneath hence the frequent description of the thing as a “triple decker”.

Lindsay Lohan contemplating three decker sandwich, now usually called a “club sandwich”.  Many menus do specify the number of decks in the clubs.

Deck widely was used of many raised flat surface which people could walk or stand upon (balcony, porch, patio, flat rooftop etc) and came to be used of the floor-like covering of the horizontal sections or compartments, of a ship, a use later extended to land transport (trains, busses etc) and in the twentieth century, to aircraft.  A pack or set of playing cards can be called a deck as (less commonly), can the dealt cards which constitute the “hand” of each player and the notion was extended to sets of just about anything vaguely similar (such as a collection of photographic slides). , Because slides tended to be called a “deck” only when in their magazine, this influenced the later use in IT when certain objects digitally were assemble for storage or use and in audio and video use when cartridges or cassettes were loaded into “tape decks”.  In print journalism, a deck is a headline consisting of one or more full lines of text (applied especially to a sub-headline).  The slang use in the trade of illicit narcotics to describe the folded paper used for distributing drugs was a US regionalism.  There are dozens of idiomatic and other uses of deck, the best known including “all hands on deck”, “swab the decks”, “hit the deck” “clear the decks”, “deck-chair”, “deckhand”, “deck shoes”, “flight deck”, “gun deck”, “observation deck”, “play with a full deck”, “promenade deck”, “re-arranging the deck chairs on the Titanic”, “decked out”, “stack the deck”, “sun deck”, “top deck” & “to deck someone”.

Schematic of the Royal Navy’s HMS Victory, a 104-gun first-rate ship of the line, laid down in 1759 and launched in 1765, most famous as the flagship of Admiral Lord Nelson’s (1758-1805) flagship at the Battle of Trafalgar on 21 October 1805; it was on her Nelson was killed in battle.  Uniquely, after 246 years on the active list, she is the world's oldest naval vessel still in commission.  Although the term wasn’t in use until the 1830s, Victory was a “five decker” configured thus:

Orlop Deck: The lowest deck, mainly used for storage and ship's equipment.
Lower Gun Deck: The deck housing the heaviest cannons.
Middle Gun Deck: This deck contained another set of guns, slightly lighter than those on the lower gun deck.
Upper Gun Deck: The third level of guns, with even lighter cannons.
Quarterdeck and Forecastle: The uppermost decks, where the captain and officers usually directed the ship during battle.

The early meanings in English evolved from “covering” to “platform of a ship” because of the visual similarity and it’s thought the idea of a deck being a “pack of cards” (noted in the 1590s) was based on them being stacked like the decks of a multi-deck man-of-war (warship).  The tape-deck was first so described in 1949 an was a reference to the flat surface of the old reel-to-reel tape recorders.  The first deck chairs were advertised in 1844, an allusion to the use of such thing on the decks of passenger ocean liners and deck shoes were those with sturdy rubber soles suitable for use on slippery surfaces; the modern “boat shoes” are a descendent.  The old admiralty phrase “clear the decks” dated from the days of the tall-masted warships (the best known of which was the big “ship-of-the-line”) and was a reference to the need to remove from the main deck the wreckage resulting from an attack (dislodged masts, sails, spas etc) to enable the battle to be rejoined without the obstructions.  Being made of wood, the ships were hard to sink but highly susceptible to damage, especially to the rigging which, upon fragmentation, tended to fall to the deck.  It may have been a adaptation of the French army slang débarasser le pont (clear the bridge).

Ford 302 cubic inch (4.9 litre) Windsor V8 with the standard deck (left) and the raised deck 351 (5.8) (right).  In production in various displacements between 1961-2000, the 221 (3.6), 255 (4.2), 260 (4.3), 289 (4.7) & 302 (4.9) all used what came retrospectively to be called the “standard deck” while the 351 (5.8) was the sole “raised deck” version.

For decades, it was common for US manufacturers to increase the displacement of their V8 engines but means of creating a “raised deck” version, the process involving raising the height of the engine block's deck surface (the surface where the cylinder heads bolt on).  What this allowed was the use of longer connecting rods while using the original heads and pistons which in combination with a “longer stroke crankshaft” increases the displacement (the aggregate volume of all cylinders).  The industry slang for such things was “decker” and the technique was used with other block configurations but is best known from the use in the 1960s & 1970s for V8s because it’s those which tend to be fetishized.  The path to greater displacement lay either in lengthening the stroke or increasing the bore (or a combination of the two) and while there were general engineering principles (longer stroke=emphasis on more torque at the cost of reducing maximum engine speed and bigger bore=more power and higher engine speeds) but there were limitations in how much a bore could safely be increased including the available metal.  A bigger bore (ie increasing the internal diameter of the cylinder) reduces the thickness of the cylinder walls and if they become too thing, there can be problems with cooling, durability or even the structural integrity of the block.  The piston size also increases which means the weight increases and thus so too does the reciprocating mass, increasing friction, wear and has the potential to compromise reliability, especially at high engine speeds.

Increasing the stroke will usually enhance the torque output, something of greater benefit to most drivers, most of the time than the “top end power” most characteristic of the “big bore” approach.  In street use, most engines spend most time at low or mid-range speed and it’s here a longer stroke tends to produce more torque so it has been a popular approach and the advantage for manufacturers is that creating a “decker” almost always is easier, faster and cheaper than arranging one which will tolerate a bigger bore, something which can demand a new block casting and sometimes changes to the physical assembly line.  With a raised deck, there can be the need to use different intake and exhaust manifolds and some other peripheral components but it’s still usually a cheaper solution than a new block casting.  Ford’s “thinwall” Windsor V8 was one of the longest-serving deckers (although the raised-deck version didn’t see out the platform’s life, the 351 (introduced in 1969) retired in 1997).  Confusingly, during the Windsor era, Ford also produced other 351s which belonged to a different engine family.  Ford didn’t acknowledge the biggest Windsor's raised deck in its designation but when Chrysler released a decker version of the “B Series” big-block V8 (1958-1978), it was designated “RB” (Raised B) and produced between 1959-1979.

1964 AEC Routemaster double decker Bus RM1941 (ALD941B) (left), two sightseeing AEC Routemasters in Christchurch, New Zealand (centre) and one of the "new" Routemasters, London 2023 (right).

London’s red, double-decker busses are one of the symbols most associated with the city and a fixture in literature, art and films needing something with which to capture the verisimilitude.  The classic example of the breed was the long-running AEC Routemaster, designed by the London Transport Board and built by the Associated Equipment Company (AEC) and Park Royal Vehicles.  The Routemaster entered service in 1956 and remained in production until 1968, changed over those years in many details but visually there was such continuity that it takes an expert (and buses are a thing so experts there are) to pick the model year.  They entered service in 1956 and remained in regular service until 2005 although some were retained as “nostalgia pieces” on designated “tourist” routes until COVID-19 finally saw their retirement; since then, many have been repurposed for service around the world on sightseeing duties and other tourist projects.

Boris Johnson (b 1964; UK prime-minister 2019-2022) will leave an extraordinary political legacy which in time may came to be remembered more fondly than it now may appear but one of his most enduring achievements is likely to be the “New Routemaster” which had the typically bureaucratic project name “New Bus for London” but came to be known generally as the “Boris Bus”, the honor accorded by virtue of him championing the idea while serving as Lord Mayor of London (2008-2016).  In truth, the original Routemaster, whatever its period charm, was antiquated years before it was withdrawn from service and although the doorless design made ingress and egress convenient, it was also dangerous and apparently a dozen passenger fatalities annually was not uncommon.  The Borisbus entered service in 2012 and by 2024 almost 1200 were in service.

1930 Lancia Omicron with 2½ deck coachwork and a clerestoried upper windscreen (left) and a “three decker” bus in Pakistan (right).

The Lancia Omicron was a bus chassis produced between 1927-1936; over 600 were built in different wheelbase lengths with both two and three-axle configurations.  Most used Lancia's long-serving, six-cylinder commercial engine but, as early as 1933, some had been equipped with diesel engines which were tested in North Africa where they proved durable and, in the Sudan, Ethiopia, Libya and Algeria, once petrol powered Omicron chassis were being re-powered with diesel power-plants from a variety of manufacturers as late as the 1960s.  Typically of bus use, coachbuilders fabricated many different styles of body but, in addition to the usual single and double deck arrangements, the Omicron is noted for a number of two and a half deck models, the third deck configured usually as a first-class compartment but in at least three which operated in Italy, they were advertised as “smoking rooms”, the implication presumably that the rest of the passenger compartment was smoke-free.  History doesn't record if the bus operators were any more enthusiastic about or successful in enforcing smoking bans than the usual Italian experience.  For a variety of reasons, busses with more than 2.something decks were rare and the Lancias and Alfa Romeos which first emerged in the 1920s were unusual.  However, the famously imaginative and inventive world of Pakistani commerce has produced a genuine “three decker” bus, marketed as the “limousine bus”.  What the designer did was take a long-distance, double decker coach and use the space allocated usually as a luggage compartment to configure as the interior of a long wheelbase (LWB) limousine, thereby creating a “first class” section, the four rows of seating accessible via six car-like (ie limousine) doors.

Loop

Loop (pronounced loop)

(1) A portion of a cord, ribbon, etc., folded or doubled upon itself so as to leave an opening between the parts; the opening so formed.

(2) Anything shaped more or less like a closed curve, as a line drawn on paper, a part of a letter or other symbol, a part of a path, or a line of motion.

(3) A curved piece or a ring of metal, wood, or the like, used for the insertion of something, as a handle, etc.

(4) In clinical slang, an intrauterine device (IUD), so named for the “loop” shape.

(5) In aeronautics, a maneuver executed by an airplane in such a manner that the airplane describes a closed curve in a vertical plane.

(6) In urban mass-transportation, a circular area at the end of a trolley line, railroad line etc, where cars turn around; (transport); a public transport (bus, rail, tram etc) route that starts and ends at the same point.

(7) In highway design, an arm of a cloverleaf where traffic may turn off or onto a main road or highway.

(8) In road design, a ring road or beltway.

(9) In physics, the part of a vibrating string, column of air or other medium, etc, between two adjacent nodes.

(10) In electricity, a closed electric or magnetic circuit.

(11) In computing, the reiteration of a set of instructions in a routine or program (which can be intentional or an error); a sequence of instructions repeated until or while a particular condition is satisfied.

(12) In biological science, a wire, usually of platinum, one end of which is curved to form a loop, used for transferring microorganisms from one medium to another.

(13) In biochemistry, a flexible region in a protein's secondary structure.

(14) A sandbar enclosing (or nearly enclosing) a body of water.

(15) In figure skating, a school figure in which a skater traces a large half circle, a small oval within its arc, and another large half circle to complete the figure while remaining on the same skating edge.

(16) As “The Loop”, the main business centre in the CBD of Chicago, Illinois.

(17) A small or narrow opening in a wall; a loophole (archaic).

(18) In metalworking, a hot bloom of pasty consistency, to be worked under a hammer or in rolls (the old alternative spelling was loup (mass of iron)).

(19) In graph theory, an edge that begins and ends on the same vertex.

(20) In topology, a path that starts and ends at the same point.

(21) In algebra, a quasi-group with an identity element.

(22) In North American use, a sports league (now rare).

(23) In dactylography (the study of fingerprints), one of the three primary shapes assumed by the ridges (arches, loops, and whorls).  (Dermatoglyphics is the broader scientific study of the patterns of ridges on the fingers, palms, toes, and soles).

(24) To form into a loop.

(25) To make a loop in.

(26) To enfold or encircle in or with something arranged in a loop.

(27) To fasten by forming into a loop, or by means of something formed into a loop (often followed by up).

(28) In ballistics, to cause a missile or projectile to trace a looping or loop-like trajectory while in flight.

(29) To fly an airplane in a loop or series of loops.

(30) In electronics, to connect conductors in the shape of a loop within a closed electric or magnetic circuit.

(31) In film, television etc production, to complete by recording dialogue, sound effects, etc onto an existing film track or soundtrack; an endless strip of tape or film allowing continuous repetition.

(32) In zoology, to move by forming loops (certain worms, caterpillars et al).

1350–1400: From the Middle English loupe & loup (loop of cloth; loophole; noose), from the earlier lowp-knot (loop-knot), of North Germanic origin, from the Old Norse hlaup (a run), used in the sense of “a running knot”, from hlaupa (to leap), ultimately from the Proto-Germanic hlaupaną (to leap, run) (and related to the Swedish löp-knut (loop-knot), the Danish løb-knude (a running knot) and the Danish løb (a course)..Etymologists are divided over whether loop has any connection with the Middle Irish & Old Irish lúb (bend, fold, loop) and perhaps akin to “leap”; nor is it clear if there was any relationship with the Middle Dutch lūpen (lie in wait, peep, peer).  The special use in metalworking dates from 1665-1675 and was etymologically unrelated; it was from the French loupe, a special use of loupe (wen, knob, gnarl), ultimately from a Germanic source.  The verb was derived from the noun.  Loop & looping are nouns & verbs, looper is a noun, looped is a verb & adjective and loopable & loopy are adjectives; the noun plural is loops.

Inner hippie: Lindsay Lohan likes the peace sign but in an age when high definition photography makes possible, even at a distance, the precise capturing of the arches, loops, and whorls of fingerprints, it’s now a potential risk.  AI (artificial intelligence) engines are now reported as achieving a success rate in excess of 50% in generating fake fingerprints so accurately they can “fool” biometric scanners.

As an acronym, LOOP can mean (1) loss of offsite power, (2) Listed on Other Page (online marketplaces), (3) Law of One Price (finance; economic theory) and Long-Range Open Ocean Patrol (admiralty jargon).  In dactylography (the study of fingerprints), the three primary shapes assumed by the ridges (arches, loops, and whorls) were first formerly defined in 1880.  It was first used of magnetic recording tape or film in 1931 while in computer programming in the sense of “a sequence of instructions, executed repeatedly”, the first known reference dates from 1947.  The noun looper (plural loopers) can mean (1) someone who loops (in various contexts, (2) an instrument or tool, such as a bodkin, for forming a loop in yarn or cord etc, (3) A moth having a caterpillar which arches its body into a loop in order to bring the back part of the body forward as it walks due to having fewer prolegs (an appendage of the abdomen of some insect larvae), (4) a (no almost always electronic) tool for creating music loops, (5) a golf caddy and (6) in baseball, a synonym of blooper (a fly ball that is weakly hit just over the infielders).  The adjective loopy can describe (1) something in such a shape or (2) (in slang) someone thought crazy or deranged.  The latter meaning dates from as late as 1923 but a century earlier it had entered English in the sense of “crafty or deceitful) in the novels of Sir Walter Scott (1771–1832).

Lindsay Lohan in Loop magazine.

There are literally dozens of derived “loop” phrases and idiomatic forms, some of the better known being: “infinite loop” (also as endless loop) (in computer programming a series of instructions which repeats until interrupted), “feedback loop” (a self-reinforcing or self-weakening effect which was used in the language of the military, political science, psychology, physics and other fields before becoming popular in discussions of global warming, “close the loop” (in managerial jargon, to follow up; to tie up loose ends; to resolve), “in the loop” (being well-informed; up to date; having current knowledge; being part of the discussion; the companion antonym being “out of the loop”, “fruitloop” (someone thought crazy or deranged (Fruit Loops originally a brand of sugary breakfast cereal), “death loop” (in video gaming the situation in which a player is killed and then respawns in the exact same time and place, destined thus endlessly to be killed, usually in a gruesome way, “belt loop” (the fittings on trousers & skirts through which one’s belt passes), “Lebanese loop” (in slang the “skimming device” fitted to an automatic teller machine (ATM or “cash dispenser”) used by criminals to collect personal information (such as pin numbers), “loophole” (in figurative use an ambiguity or exception in a rule or law that can be exploited in order to avoid the usual consequences (and originally "a slit in a castle wall used for observation or mounting a weapon)) and “loop quantum gravity” (a mysterious theory which attempts to reconcile quantum mechanics and general relativity, according to which space can be regarded as an extremely fine fabric of finite loops).

In the loop: MECCA MAXIMA, Bondi Junction, Sydney, Australia.

MECCA is an Australian cosmetics house with a presence in Australia, New Zealand, the UK and the PRC (People’s Republic of China), its private label brands including Mecca Cosmetica, Mecca Max, Kit and Mecca-ssentials.  It runs a programme (a kind of hybrid of a loyalty & reward scheme) called “Beauty Loop”, organized into layers, the parameters of which are based on one’s annual spend; as one spends more, one ascends to a higher level and, the higher one’s level, the greater the rewards (ie an effective discount).  The MECCA Beauty Loop has four levels of recognition (1, 2, 3 & 4) and purchases made online or in-store contribute to one’s annual total.  MECCA labels the customer profile in the Beauty Loop layers progressively as (1) Beauty Discoverer, (2) Beauty Devotee (3) Beauty Aficionado and (4) Beauty Connoisseur, explaining the Beauty Loop mechanics thus:

Level 1: Aus$300.00–Aus$599.99 spend per year: As a Beauty Discoverer, every day is a beauty adventure: exploring new products, new brands, new categories and experiencing them for the very first time.  Come with us on this beauty journey where we will share with you our love of beauty with four rewards each year, including Beauty Loop Boxes (a curation of special samples) and Beauty Loop Bonuses (extra beauty products we just need to share!).  Plus, a gift to celebrate your birthday, when you spend $300 AUD per year (12 months).

Level 2: Aus$600.00–Aus$1,199.99 spend per year: As a Beauty Devotee, you are immersed in the world’s best in beauty. And just like us, you love to hear about the latest beauty trends, breakthroughs and products.  As a Level 2 member you will receive seven rewards each year, including Beauty Loop Boxes (a curation of special samples) and Beauty Loop Bonuses (extra beauty products we just need to share!).  Plus, a gift to celebrate your birthday, when you spend $600 AUD per year (12 months).

Level 3: Aus$1,200.00–Aus$3,499.99 spend per year: As a Beauty Aficionado, you live and breathe all things beauty: you know all about the tried-and-trusted classics but also love to explore what’s fresh and new. We’ll bring you more of the world you love with eight rewards each year, including Beauty Loop Boxes (a curation of special samples) and Beauty Loop Bonuses (extra beauty products we just need to share). Plus, one complimentary makeup application, a gift to celebrate your birthday, pre-launch access to new and limited-edition products and events by invitation – and more! All this when you spend $1200 AUD per year (12 months).

Level 4: Aus$3,500.000+ spend per year: As a Beauty Connoisseur, your passion for beauty is unmatched. You would go to the ends of the earth for beauty’s most coveted (as would we!). As our most beauty-obsessed members, you can expect our most exciting, luxurious rewards. You will receive nine rewards each year, including Beauty Loop Boxes (a curation of special samples) and Beauty Loop Bonuses (extra beauty products we just need to share). Plus, one complimentary makeup application, pre-launch access to new and limited-edition products, access to exclusive invitation-only events, and of course, a birthday gift from us to you with love. All this and more when you spend $3,500 AUD per year (12 months).

Beauty Loop is a popular scheme, said now to enjoy a membership in excess of 4½ million Beauty Discoverers, Devotees, Aficionados & Connoisseurs (MECCA doesn’t publish a breakdown) but in 2023 there was on-line speculation there may be an exclusive, secret layer of the loop (presumably known as Level 5) for those who spend much more.  It all sounded quite Masonic and there was speculation at least some MECCA staff must know about the mysterious Level 5 but were not permitted to discuss it and, if asked, were instructed to deny the existence of such a thing.  What Level 5 Beauty Loop members would be called attracted speculation and the most popular suggestions were “Beauty Addict”, “Beauty Obsessive” & “Beauty Cultist”, the consensus being floor staff would be able to confirm the identity of Level 5 members by some unobvious and ambiguous flag in the MECCA database rather than something Masonic like a secret handshake.  Fueling the conspiratorial atmospherics, MECCA seems to have adopted the Pentagon's "neither confirm nor deny" policy (invoked usually when questioned about the existence of nuclear weapons in certain places) so the hunt for a MECCA "deep throat" continues.  

Lindsay Lohan’s daring display of naked belt loops; note the hooking of the thumbs (right).  A belt will usually include a loop next to the buckle, used to keep the end of the belt in place.  This is called the "keeper".

Nerf

Nerf (pronounced nurf)

(1) A device, traditionally metal but of late also rubber or plastic, attached to the front or corners of boats or road vehicles for the purpose of absorbing impacts which would otherwise damage the device to which they’re attached.

(2) A slang term in motorsport which describes the (intentional) use of part of a vehicle to nudge another vehicle off its course; used also to describe the almost full-length protective bars used in some forms of dirt-track (speedway) racing (although the term may have be retrospectively applied, based on the use on hot-rods).

(3) As a trademark, the brand name of a number of toys, often modeled on sports equipment but made of foam rubber or other soft substances.

(4) In video gaming, a slang term for reconfigure an existing character or weapon, rendering it less powerful.

(5) By extension from the original use at the front and rear of 1950s hot rod cars and in motorsport, the name adopted (as nerf bar) for a step to ease entry and exit on pickup trucks or sport utility vehicles (SUV) and known also as step rails, step tubes, step bars or truck steps; also sometimes used to describe the extended foot-rests used on some motorcycles.

(6) As "nerf gun", a toy which fires foam darts, arrows, discs, or foam balls; the class is based on the original "Nerf Blaster" by Hasbro.

Circa 1955: Apparently an invention of US (specifically 1950s Californian hot-rod culture) English, the source of the word being speculative.  The later use, in computer-based gaming, etymologists trace (though there is dissent) from the primitive Indo-European mith- (to exchange, remove) from which Latin gained missilis (that may be thrown (in the plural missilia (presents thrown among the people by the emperors)), source (via the seventeenth century Middle French missile (projectile)) of the English missile ((1) in a military context a self-propelled projectile whose trajectory can sometimes be adjusted after it is launched & (2) any object used as a weapon by being thrown or fired through the air, such as stone, arrow or bullet).  Nerf is a noun & verb, nerfed is a verb & adjective and nerfing is a verb; the noun plural is nerfs.

Lindsay Lohan holding Herbie's nerf bar, Herbie: Fully Loaded (2005) premiere, El Capitan Theater, Hollywood, Los Angeles, 19 June 2005.

In the US, nerf bars were often fitted to cars with bumper bars mounted lower than were typically found on domestic vehicles.  What these nerf bars did was provide a low-cost, sacrificial device which would absorb the impact the bodywork would otherwise suffer because the standard bumper would pass under the bumper of whatever was hit in an accident.  On a large scale, the idea was in the 1960s implemented on trucks as the "Mansfield Bar", a (partial) solution to the matter (understood since the 1920s) of cars crashing into the rear of trucks, tending increasingly (as bodywork became lower) to “pass under” the rear of a truck's chassis, meaning it was the passenger compartment (at the windscreen level) which suffered severe damage.  The death toll over the decades was considerable and Jayne Mansfield (1933–1967) the most famous victim, hence the eponymy.  Design rules and regulations began to proliferate only in the late 1960s and remarkably as it must seem in these safety conscious times, in the US it wasn't until the early 1970s that cars were required to be built with standardized bumper-bar heights, front & rear.

The suggested etymology is said to account for the application of nerf to gaming where it means “to cripple, weaken, worsen, deteriorate or debuff” (“debuff” a linguistic novelty attributed to gamers) a character, a weapon, a spell etc.  The idea is apparently derived from the proprietary “Nerf” guns, large-scale (often realized in 1:1) toys which fire extremely soft (and therefore harmless) projectiles (al la missilis from the Latin); the Nerfball in 1970 apparently the first.  It doesn’t however account for the use either in motorsport or on hot-rods but the evidence suggests it was the hot-rod crew who used it first, based on an imperfect echoic, thinking the dirt-track (speedway) drivers using the protective bars running along the outside of the bodywork of their vehicles to nudge other competitors off the track and onto the grass were saying “to nerf” whereas they were actually saying “to turf”.  Because the hot-rods became widely known as part of the novel “youth culture” of the 1950s, the specifics of their slang also sometimes entered the wider vocabulary and the bars of the speedway cars, in an example of back-formation, also became “nerf bars”.

Nerf bars on a hot-rod.

AC Shelby Cobra 427 (replica) with naked nerf bars (top) and a real one with over-riders fitted (bottom).

The ultimate hot-rod was the AC Shelby Cobra (1962-1967) of which fewer than a thousand were made, a number exceeded more than fifty-fold by the replica industry which has flourished since the bulge-bodied original was retired in 1967, looming regulations proving just to onerous economically to comply with.  The first Shelby Cobra street cars used nerf bars as attachment points for chrome over-riders but, as a weight-saving measure, the latter were usually removed when the vehicles were used in competition, leaving the raw nerf bars exposed.  The raw look has become popular with customers of the replica versions and, surprisingly, the authorities in some jurisdictions appear to allow them to be registered in this state for street use.

On production vehicles, what are sometimes mistakenly called nerf bars are actually “bumperettes”, cut-down bumpers which in their more dainty iterations were sometimes little more than a decorative allusion to the weight-saving techniques used on genuine competition cars.  The increasing stringent impact regulations imposed during the 1970s ended the trend but modern engineering techniques have allowed designers to pick up the motif in the twenty-first century.

The concept of nerf bars as used on hot-rods existed long before the term became popular and can be found in depictions of Greek and Roman ships from antiquity and remain a common sight today, either as a specifically-designed product or simply as old car-tyres secured to the side of the hull and used especially on vessels such as tug-boats which need often to be maneuvered in close proximity to others.  The correct admiralty term for these is "fender" (ie in the sense of "fending-off" whatever it is the vessel has hit).  Manufactured usually from rubber, foam or plastic, there are also companion products, “marine fenders”, which are larger and permanently attached to docks on quay walls and other berthing structures.  Much larger than those attached to vessels, they're best thought of as big cushions (which often they resemble).  The construct was fend + er (the suffix added to verbs and used to form an agent noun); fend was from the Middle English fenden (defend, fight, prevent), a shortening of defenden (defend), from the Old French deffendre (which endures in modern French as défendre), from the Latin dēfendō (to ward off), the construct being dē- (of, from) +‎ fendō (hit, thrust), from the primitive Indo-European ghen- (strike, kill).

Dreadnought

Dreadnought (pronounced dred-nawt)

(1) A type of battleship armed with heavy-calibre guns in turrets: so called from the British battleship HMS Dreadnought (1906); a name used by the Royal Navy for many ships and submarines.

(2) A garment made of thick woolen cloth that can defend against storm and cold.

(3) A thick cloth with a long pile (known also as fearnought).

(4) Slang a heavyweight boxer in the heavyweight class.

(5) By extension, something the largest or heaviest in a given field.

(6) A person who fears nothing; something that assures against fear.

(7) A type of acoustic guitar with a very large body and a waist less pronounced than in other designs, producing a deep, "bold" sound.

1800-1810: The construct was dread + nought.  Dread was from the Middle English dreden, from Old English drǣdan (to fear, dread), aphetic form of ondrǣdan (to fear, dread), from and- +‎ rǣdan (from which English picked up read); corresponding to an aphesis of the earlier adread.  The Old Saxon was antdrādan & andrādan (to fear, dread), the Old High German was intrātan (to fear) and the Middle High German entrāten (to fear, dread, frighten).  Nought was from the Middle English nought & noght, (noȝt), from the Old English nōwiht & nāwiht (the construct being nay +‎ a +‎ wight), which in turn came from ne-ā-wiht, a phrase used as an emphatic "no", in the sense of "not a thing".  In the transition to Modern English, the word reduced gradually to nought, nawt and finally not; a doublet of naught.  The alternative spelling (though never used by the Admiralty) is Dreadnaught.  Dreadnought is a noun; the noun plural is dreadnoughts.

The dreadnoughts

HMS Dreadnought, 1906.

Launched in 1906, HMS Dreadnought is often said to have revolutionized naval power, the design so significant it proved the final evolution of what had, by the late nineteenth century, evolved into the battleship.  Subsequent vessels would be larger, faster, increasingly electronic and more heavily armed but the concept remained the same.  HMS Dreadnought rendered instantly obsolete every other battleship in the world (including the rest of the Royal Navy) and all other battleships then afloat were immediately re-classified as pre-dreadnoughts.  In naval architecture, so epoch-making was the ship that it changed the nomenclature in navies world-wide: after 1906 there would be pre-dreadnoughts, semi-dreadnoughts, demi-dreadnoughts & super-dreadnoughts (hyphenated and not),  The adjective dreadnoughtish was non-standard but was used to describe ships of a design beyond that of the orthodox battleship of the late nineteenth century but with only some of a dreadnought's distinguishing characteristics.  Presumably someone in the Admiralty would have coined dreadnoughtesque but no document seems to have survived as proof.    

HMS Dreadnought.

Her main design features were speed, armor, steam turbine propulsion and, especially, firepower almost exclusively of weapons of the largest caliber.  In the decades after her launch, British, German, American, Japanese and other navies would build larger and heavier dreadnoughts until, during world war two, their utility was finally seen to been eclipsed by both aircraft carriers and submarines.  The last dreadnought, HMS Vanguard, launched in 1946, was scrapped in 1958 but the US Navy maintained until 2004 (on either the active or reserve list), at least one of the four battleships it retained from World War II (1939-1945) when the last was decommissioned.

HMS Dreadnought, 1908.

That it was the Royal Navy which first launched a dreadnought doesn’t mean the British Admiralty was alone in pursuing the concept.  Naval strategists in several nations had noted the course of battle between the Russian and Japanese fleets in 1905 and concluded the immediate future of naval warfare lay in the maximum possible deployment of big guns, able to launch attacks from the longest possible range, subsidiary smaller caliber weapons seen even as a disadvantage in battle.  That the Royal Navy was the first with such a ship afloat was a testament to the efficiency of British designers and shipbuilders, not the uniqueness of its plans.

Much read in palaces, chancelleries and admiralties around the word was a book released in 1890 called The Influence of Sea Power Upon History, 1660–1783 by US naval officer and theorist Captain Alfred Mahan (1840-1914).  Published in what, in retrospect, was a historical sweet-spot (technologically and politically) for the views it espoused, it brought Mahan great fame and exerted an extraordinary influence on diplomacy, military planning and the politics of the era.  The book was not alone the cause of the naval arms-race in the decade before World War I (1914-1918) but was at least a sharp nudge, push or shove depending on one’s view.  Curiously though, although a work primarily about naval strategy, while many of the maritime powers seemed convinced by Mahan’s arguments about the importance of naval sea power in geopolitics, not all admiralties adopted the strategic template.  What all agreed however was they needed more ships.

The nineteenth century of Pax Britannica ("British Peace", echoing the Pax Romana of the Roman Empire), describes the century of relative great-power stability between the Congress of Vienna (1814-1815) and the outbreak of war in 1914 encompasses the idea of British Empire as the global hegemon, a role possible only because the Royal Navy enjoyed an unchallenged ability to patrol and protect the key maritime trade routes.  The effective control of these transport corridors not only guaranteed the security of the British Empire but it meant also the British effectively controlled maritime access to much of Asia, the Americas, Oceania the south Pacific, although, one factor in the success was it was that London ran things essentially in accordance with US foreign policy, assisting Washington in enforcing the Monroe Doctrine which upheld the US preponderance of interest in the Americas.  It can be argued the roots of the so-called "special relationship" took hold here.

The British Empire, in terms of the impression created by a map of the world on which its colonies and dependencies were colored usually in some shade of red, was deceptive, the remit of the local administrators sometimes extending little beyond the costal enclaves, even the transport links between towns not always entirely secure.  Never did the Empire posses the military resources to defend such vast, remote and disparate territories but it was the control of the sea, uniquely in history, which allowed the British for centuries to maintain what was, with no disparagement intended, a confidence trick.  The reason the empire could be maintained was not because of control of big colonies, it was all the little islands dotted around the oceans which enabled the navy to operate outposts which housed the ports and coaling stations from which ships could make repairs or provision with fuel, food and water.  All those little dots on the map were the "keys to the world".  Mahan’s book had drawn its influential conclusions from his study of the role of sea power during the seventeenth and eighteenth centuries; what the British did was take advantage of the circumstances of the nineteenth century and deploy their sea power globally, in competition when necessary, in cooperation when possible and in conflict when required.  The practical expression of all this was British naval policy: that the Royal Navy must be of sufficient strength simultaneously to prevail in war against the combined strength of the next two biggest navies, either in separate theatres or as a massed fleet.

By the early twentieth century, economic and geopolitical forces combined to render the policy impossible to maintain, Britain no longer able to operate in “splendid isolation” (another somewhat misleading phrase of the era), needing alliances to spread the load of imperial defense.  It wasn’t just the rapid growth of the German fleet which had changed the balance of power but that alone was enough for the British and the French to reach an accommodation which is remembered as the Entente Cordiale (Cordial Agreement) of 1904 which may or may not have been an alliance but was enough of one for the admiralties in Paris and London cooperatively to organize the allocations of their fleets.  It certainly illustrated Lord Palmerston's (1784–1865) doctrine that the country had neither eternal allies nor perpetual enemies but only permanent interests for despite the centuries of enmity between Britain and France, the self-interest of both dictated the need to align against the German threat.

Royal Navy battlecruiser HMS New Zealand, 1911.

It was in this atmosphere the great naval arms race took place, plans for which were laid before the Wright brothers had flown a hundred–odd feet, barely off the ground, torpedoes were in their infancy and submarines were little threat more than a few miles from the coast.  The measure of a fleet was its battleships and their big guns and whichever side could put to sea the most firepower was winning the race.  It intrigued the navalists, strategists and theorists who knew from history that such a race, if left to run, could end only in war, the great, decisive set-piece battle of which would be the clash of massed fleets of battleships on the high seas, trading shell-fire at a range of twenty miles (32 km), before closing for the kill as the battle climaxed.  Dreadnought was one strand of the theorists’ imagination but there were others.  There was a school of thought which favored an emphasis on radio communications and a greater attention to the possibilities offered by the torpedo and, most influentially, what seems now the curious notion of a complimentary range of faster capital ships, essentially battleships with the big guns but little armor, the loss of protection off-set by the few knots in speed gained; these ships were called battlecruisers.  The argument was they could fight at such range nothing but a battleship would be a threat and those the battlecruiser could outrun because of their greater speed.  It seemed, to many, a good idea at the time.

Super-Dreadnought: HMS Iron Duke, Port Said, 1921.

But it was the Dreadnoughts which captured the imagination and defined the era.  Impressive though she was, HMS Dreadnought was not long unique as navies around the world launched the own and, as happens in arms races, the original was quickly out-classed and the next generation of ships, bigger and more heavily gunned still, came to be known as super dreadnoughts.  War did come but the grand battle on the high seas which the navalists had, for a quarter century been planning, never happened.  There were smaller clashes of squadrons but the imperative of the Royal Navy was more practical and traditionally British: avoid defeat.  As Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955), then First Lord of the Admiralty (minister for the navy), emphasized to the First Sea Lord (the navy’s senior admiral), against a continental empire like Germany, while the Royal Navy couldn’t in a year win the war, because Britain’s empire was maritime, they could lose it in one afternoon.  Accordingly, the Royal Navy made no sustained attempts to induce a massed battle, focusing instead on a blockade, keeping the German fleet confined to its ports.  It was the German admirals who attempted to force the British to a set-piece battle, venturing into the North Sea in May 1916 with a fleet of nearly a hundred, including sixteen dreadnoughts and five battlecruisers.  Against this, the British assembled a hundred and fifty odd with twenty-eight dreadnoughts and nine battlecruisers.  The action came to be known as the Battle of Jutland.

Imperial German Navy battlecruiser SMS Goeben, 1914.

On paper, although the result described as inconclusive, it was a tactical success for the Germans but strategically, the British achieved their goal.  The dreadnoughts barely engaged, most of the action confined to the battlecruisers and, unlike the smaller Battle of Tsushima (May 1905) in the Far East, fought by pre-dreadnoughts a decade earlier between the Japanese and Russian fleets, there was no winner in the traditional sense of naval warfare.  The German's tactical success in retrospect was something of a Dunkirk moment but the strategic implications were profound.  British losses were heavier but their numeric advantage was such they could absorb the loss and had the financial and industrial capacity to restore the fleet’s strength.  Damage to the German fleet was less but they lacked the time or capacity to build their navy to the point it could be used as a strategic weapon and it remained confined to its ports.  Both sides learned well the inherent limitations of the battlecruiser.

WWI era German U-Boot (Unterseeboot (under-sea-boat)), anglicized as U-Boat.

After Jutland, the German admirals concluded that to venture again against the British Home Fleet would either be an inconclusive waste or lead to the inevitable, decisive defeat.  They accordingly prevailed on the politicians and eventually gained approval to use the only genuinely effective weapon in their hands, the submarine.  It was the consequences of unrestricted submarine warfare which would bring the United States into the war in 1917 as a belligerent and without that intervention, the war would certainly have followed a different course and reached perhaps a different conclusion.

Although HMS Dreadnought lent her name to an era and remains one of the most significant warships built, she's remembered for the geopolitical reverberations in the wake of her launching rather than any achievement at sea, missing even the anti-climatic Battle of Jutland (1916) because of a scheduled re-fit.  Indeed, her only achievement of note in combat was the ramming and sinking of German U-Boat SM U-29 on 18 March 1915 although that does remain a unique footnote in naval history, being the only time a battleship deliberately sank an enemy submarine.  Dreadnought was decommissioned in 1920 and scrapped the next year.  Later, under the terms of the 1922 Washington Naval Treaty which sought to prevent another naval arms race, most of the surviving dreadnoughts were scrapped or scuttled but many of the super-dreadnoughts remained in the fleets, some not scrapped until after World War II.  The name has a strong resonance in the halls of the Admiralty (now the Navy Command in the UK's Ministry of Defense) and has been chosen for the class of vessels to replace the existing Vanguard class ballistic nuclear-missile submarines.  Now under construction, the first of the nuclear-powered Dreadnought class boats is expected to enter service early in the 2030s.

Dreadnought coats

The term “dreadnought coat” was adopted by the UK’s garment industry in 1908 to refer to a heavy, durable and water-resistant overcoat.  It was an opportunistic “borrowing” that verged on what would now be called “ambush marketing” and took advantage on the extensive publicity the name attracted during the so-called “naval scare” during that decade, the attraction being the arms-race had done the hard word of “brand-name recognition”.  The reference point of the design was the heavy “pea coat” (the construct being the Dutch pij (cowl) + the English coat) issued to Royal Navy sailors (although similar garments were worn in many navies).  Typically, naval pea coats were made from a thick wool yarn, designed to protect against the harsh maritime weather encountered in coastal environments as well as on the high-seas.  Pea coats were of rugged construction, almost always double-breasted and featured large lapels (for extra warmth around the neck, often turned up in cold weather) and deep pockets.

A dreadnought pea coat by Triple Aught ("Dreadnaught Peacoat" the spelling used) (left), Lindsay Lohan in dreadnought coat (London, June, 2014, centre) and in trench coat (London, October 2015, right).

To facilitate ease of movement and avoid becoming entangled in the ropes and chains which are a feature of a ship’ deck, the classic naval pea coat was hip-length, unlike the ankle-length great coats used by armies.  When the double-breasted design was extended to the civilian market, the pea coat was almost unchanged (although many were of lighter construction and navy blue remained the most popular color.  When the style of a pea coat is extended to something calf or ankle-length, it becomes a “dreadnought coat” which should not be confused with a “trench coat” which is of lighter construction, traditionally beige and belted and, as all fashionistas know, the belt is always tied, never buckled.