Suicide

Suicide (pronounced soo-uh-sahyd)

(1) The intentional taking of one's own life.

(2) By analogy, acts or behavior, which whether intentional or not, lead to the self-inflicted destruction of one's own interests or prospects.

(3) In automotive design, a slang term for rear doors hinged from the rear.

(4) In fast food advertising, a niche-market descriptor of high-calorie products deliberately or absurdly high in salt, sugar and fat.

(5) A trick in the game Diabolo where one of the sticks is released and allowed to rotate 360° round the Diabolo until it is caught by the hand that released it.

(6) In Queensland (Australia) political history, as suicide squad, the collective name for the additional members of the Legislative Council (upper house) appointed in 1921 solely for the purpose of voting for its abolition.

(7) In sardonic military slang, as suicide mission, a description for an operation expected to suffer a very high casualty rate.

(8) A children's game of throwing a ball against a wall and at other players, who are eliminated by being struck.

(9) Pertaining to a suicide bombing, the companion terms being suicide belt & suicide vest.

(10) In electrical power, as "suicide cable (or cord, lead etc)", a power cord with male connections each end and used to inject power from a generator into a structing wiring system (highly dangerous if incorrectly used).

(11) In drug slang, the depressive period that typically occurs midweek (reputedly mostly on Tuesdays, following weekend drug use.

(12) In US slang, a beverage combining all available flavors at a soda fountain (known also as the "graveyard" or "swamp water".

(13) As "suicide runs" or "suicide sprints", a form of high-intensity sports training consisting of a series of sprints of increasing lengths, each followed immediately by a return to the start, with no pause between one and the next.

1651: From the New Latin  suīcīdium (killing of oneself), from suīcīda and thought probably of English origin, the construct being the Latin suī (genitive singular of reflexive pronunciation of se (one’s self)) from suus (one’s own) + cīdium (the suffix forms cīda & cide) from caedere (to kill).  The primitive European root was s(u)w-o (one's own) from the earlier s(w)e and new coining displaced the native Old English selfcwalu (literally “self-slaughter”).  Suicide is a noun & verb, suicidal is a noun & adjective, suicider is a noun; the noun plural is suicides.  Pedantic scholars of Latin have never approved of the word because, technically, the construct could as well be translated as the killing of a sow but, in medieval times, purity had long deserted Latin and never existed in English.  The modern meaning dates from 1728; the term in the earlier Anglo Latin was the vaguely euphemistic felo-de-se (one guilty concerning himself).  It may be an urban myth but there was a story that a 1920s editor of the New York Times had a rule that anyone who died in a Stutz Bearcat would be granted a NYT obituary unless the death was a suicide.  Suicide is a noun & verb, suicidal is a noun & adjective, suicider, suicidology, suicidalist, suicidality, suicidalness & suicidism are nouns, suicidogenic is an adjective, suicided is a verb & adjective, suiciding is a verb and suicidally is an adverb; the noun plural is suicides.

Suicide Squads

HH Asquith (1852-1928) and his youthful friend Venetia Stanley (1887–1948).

Although few were quite as vituperative as Paul Keating (b 1944; Prime Minister of Australia 1991-1996) who once describes the members of the Australian Senate as "unrepresentative swill", governments in the twentieth century often found upper houses to be such a nuisance they schemed and plotted ways to curb their powers or, preferably, do away with them entirely.  As the electoral franchise was extended, governments were sometimes elected with what they considered a mandate to pursue liberal or progressive policies while upper houses, by virtue of their composition and tenure (some with life-time appointments) often acted as an obstruction, rejecting legislation or imposing interminable delays by sending proposed laws to be “discussed to death” in committees from which “nothing ever emerged”.  This was the situation which confronted the glittering Liberal Party cabinet of HH Asquith (1852–1928; UK prime minister 1908-1916) which in 1909 found the Lords, in defiance of long established convention, blocking passage of the budget.  The Lords was wholly unelected, its membership mostly inherited, sometimes by virtue of some service (virtuous or otherwise) by an ancestor hundreds of years before.  Successive elections didn’t resolve the crisis and Asquith resolved to pursue the only lawful mechanism available: the creation of as many peers as would be necessary (in the hundreds) to secure the passage of his legislation.

Terry Richardson's (b 1965) suicide-themed shoot with Lindsay Lohan, 2012.

That of course required royal ascent and the newly enthroned George V (1865–1936; King of the United Kingdom & Emperor of India 1910-1936), while making his reservations clear, proved a good constitutional monarch and made it known he would follow the advice of his prime-minister.  As it turned out, the “suicide squad” wasn’t required, their Lordships, while not at all approving of the government, were more appalled still at the thought of their exclusive club being swamped with “jumped-up grocers” in “bad hats” and allowed the legislation to pass.  Actually, “castration squad” might have been a more accurate description because while the Lords survived, Asquith ensured it would be less of an obstacle, substituting the road block of its power of veto with a speed-bump, a right to impose a two-year delay (in 1949 reduced to six months).  The New Labour administration (1997-2010) introduced further reforms which were designed eventually to remove from the Lords all those who held seats by virtue of descent and even the Tories later moved in that direction although the efforts have stalled and a few of the hereditary peers remain.  As things now stand, the last remaining absolute veto the Lords retain is to stop an attempt by a government to extend a parliament's life beyond five years. 

The preserved Legislative Council chamber in Queensland's Parliament House.

Some upper house assassins however truly were a suicide squad.  In Australia, the state of Queensland followed the usual convention whereby the sub-national parliaments were bicameral, the Legislative Council the upper house and like the others, it was a bastion of what might now be called "those representing the interests of the 1%" and a classic example of white privilege.  Actually, at the time, the lower houses were also places of white privilege but the Australian Labor Party (ALP) had long regarded the non-elected Legislative Council (and upper houses in general) as undemocratic and reactionary so in 1915, after securing a majority in the Legislative Assembly (the lower house) which permitted the party to form government, they sought abolition.  The Legislative Council predictably rejected the bills passed by the government in 1915 & 1916 and a referendum conducted in 1917 decisively was lost; undeterred, in 1920, the government requested the governor appoint sufficient additional ALP members to the chamber to provide an abolitionist majority.  In this, the ALP followed the example of the Liberal Party in the UK which in 1911 prevailed upon the king to appoint as many new peers as might be needed for their legislation to pass unimpeded through an otherwise unsympathetic House of Lords.  That wasn’t needed as things transpired but in Queensland, the new members of the Legislative Council duly took their places and on 26 October 1921, the upper house voted in favor of abolition, the new appointees known forever as "the suicide squad".  Despite the success, the trend didn't spread and the Commonwealth parliament and those of the other five states remain bicameral although the two recent creations, established when limited self-government was granted to the Northern Territory (NT) and Australian Capital Territory (ACT), both had unicameral assemblies.

Margot Robbie (b 1990) in costume as Harley Quinn (a comic book character created by DC Comics), Suicide Squad (2016).

Across the Tasman Sea (which locals call "the ditch"), the New Zealand upper house lasted another three decades but it’s eventual demise came about not because of conflict but because the institution was increasing viewed as comatose, rejecting nothing, contributing little and rarely inclined even to criticize.  Unlike in England and Queensland, in New Zealand the abolition movement enjoyed cross-party support, left and right (although the latter in those days were pretty leftist), united in their bored disdain.  One practical impediment was the New Zealand parliament couldn’t amend the country’s constitution because no government had ever bothered to adopt the Statute of Westminster (1931) by which the Imperial Parliament had granted effective independence to the Dominions but in 1947 this was done.  Despite that, the Labour Party didn’t act and after prevailing in the 1950 general election, it was a National Party administration which passed the Legislative Council Abolition Act, its passage assured after a twenty-member “suicide squad” was appointed and the upper house’s meeting of 1 December 1950 proved its last.  Opposition from within the chamber had actually been muted, presumably because to sweeten the deal, the government used some of the money saved to pay some generous “retirement benefits” for the displaced politicians.  New Zealand since has continued as a unitary state with a unicameral legislature.

Pineapples.

In the Far East (the practice documented in Japan, the PRC (People's Republic of China) and the renegade province of Taiwan), fruit sellers offer pineapples for sale of the basis of “Murder” (谋杀 and variants) or “Suicide” (自殺する and variants).  Ominous as it sounds, it's just commercial shorthand.  Pineapples being more difficult to handle than many fruits, fruit shops offer the “murder” service in which staff will (for a small fee) peel and chop as required.  Those prepared to do their own preparation at home can take the “suicide” option and (at a lesser cost) purchase the whole fruit, skin and all.  There are many reasons to eat pineapple.

Suicide doors

1928 Mercedes-Benz Nürburg (W08) with four rear-hinged doors.

It wasn’t until the 1950s the practice of hinging doors from the front became (almost) standardized.  Prior to that, they’d opened from the front or rear, some vehicles featuring both.  The rear-hinged doors became known as suicide doors because they were genuinely dangerous (in the pre-seat belt era), the physics of them opening while the car was at speed had the effect of dragging the passenger into the airstream.  Additionally, it was said they were more likely to injure people if struck by passing vehicles while being opened although the consequences of being struck by a car sound severe whatever the circumstances.

2021 Rolls-Royce Phantom VIII Tempus.

Still used in the 1960s by Lincoln, Ford and Rolls-Royce, they were phased out as post-Nader safety regulations began to be applied to automotive design and were thought extinct when the four door Ford Thunderbirds ceased production in 1971.  However, after being seen in a few design exercises over the decades, Rolls-Royce included them on the Phantom VII, introduced in 2003, the feature carried over to the Phantom VIII in 2017.  Like other manufacturers, Rolls-Royce has no fondness for the term suicide doors, preferring to call them coach doors; nomenclature from other marketing departments including flex doors and freestyle doors.  Engineers are less impressed by silly words, noting the correct term is rear-hinged and these days, mechanisms are included to ensure they can be opened only when the vehicle is at rest.  Encouraged by the reaction, Rolls-Royce brought back the rear-hinged door for their fixed (FHC) and drop-head (DHC) coupés although, despite the retro-touch, the factory seems now content usually to call them simply coupés and convertibles.  

1971 Ford Thunderbird Landau.

In a nod to a shifting market, when the fifth generation Thunderbird was introduced in 1967, the four-door replaced the convertible which had been a staple of the line since 1955.  Probably the only car ever visually improved by a vinyl roof, the four-door was unique to the 1967-1971 generation, its replacement offered only as a coupé.  The decision effectively to reposition the model was taken to avoid a conflict with the new Mercury Cougar, the Thunderbird moving to the "personal coupé" segment which would become so popular.  So popular in fact that within a short time Ford would find space both for the Thunderbird and the Continental Mark III, changing tastes by the 1970s meaning the Cougar would also be positioned there along with a lower-priced Thunderbird derivative, the Elite.  Such was the demand for the personal coupé that one manufacturer successfully could support four models in the space, sometimes with over-lapping price-points depending on the options.  The four-door Thunderbirds are unique in being the only car ever built where the appearance was improved by the presence of a vinyl roof, the unusual semi-integration of the rear door with the C pillar necessitating something be done to try to conceal the ungainliness, the fake "landau irons" part of the illusion.

1967 Lincoln Continental convertible.  The later cars with the longer wheelbase are popular as wedding cars because the suicide doors can make ingress & egress more elegant for brides with big dresses although those with big hair often veto the lowering of the roof until after the photos have been taken.

The combination of the suicide door, the four-door coachwork and perhaps even the association with the death of President Kennedy has long made the convertible a magnet for collectors but among American cars of the era, it is different in that although the drive-train is typical of the simple, robust engineering then used, it's packed also with what can be an intimidating array of electrical and hydraulic systems which require both expertise and equipment properly to maintain.  That need has kept a handful of specialists in business for decades, often rectifying the mistakes of others.  It was unique; after the last of the even rarer Mercedes-Benz 300d Cabriolet Ds left the line in 1962, Lincoln alone offered anything in the once well-populated niche.

LBJ's 1964 Lincoln Continental convertible.

The four-door convertible's most famous owner was Lyndon Johnson (LBJ, 1908–1973; US president 1963-1969) who would use it to drive visitors around his Texas ranch (often with opened can of Pearl beer in hand according to LBJ folklore).  While never a big seller (21,347 made over seven years and it achieved fewer than 4,000 sales even in its best year), it was the most publicized of the line and to this day remains a staple in film & television productions needing verisimilitude of the era.  The convertible was discontinued after 1967 when 2276 were built, the two-door hardtop introduced the year before out-selling it five to one.  The market had spoken; it would be the last convertible Lincoln ever produced and it's now a collectable, LBJ's 1964 model in 2024 selling at auction for US$200,000 and fully restored examples without a celebrity connection regularly trade at well into five figures, illustrating the magic of the coach-work.

A mother watching her daughter enter her 1963 Lincoln Continental, the door held open by the girl's brother.  These are two of the family's 2.66 (1964 average) children.

Ford's advertising agency rose to the occasion when producing copy for the four-door convertible.  They certainly had scope because it was unique so many superlatives and adjectives which usually were little more than "mere puffery" would in this case have been literally true.  It was though a case of making "a silk purse from a sow's ear" because Lincoln adopted the suicide doors only because the car's wheelbase was too short for conventionally (forward) hinged doors to provide a sufficiently wide gap for entry and exit.  While that may sound a strange thing to plague a new design, the 1961 Continental was built on the platform of a proposed Ford Thunderbird which would have been available only with a two-door body and despite what the advertising copy suggests, even with the use of suicide doors, access to the rear compartment was tight, something not rectified until the wheelbase (123 inches (3,124 mm) for 1961-1963 & 126 inches (3,200 mm) for 1964-1969) was extended.     

Lincoln Continental concepts, Los Angeles Motor Show, 2002 (left) and New York Motors Show 2015 (right).

The Lincoln Continental for decades remained successful after the "great des-sizing" began in 1979 and despite the perceptions of some, the generation which was least-well received was that (1982-1987) based on Ford's smaller "Fox" platform, sales rebounding when the larger eighth generation (1988-1994) made it debut and that was despite the switch to FWD (front-wheel-drive) and the lack of a V8; clearing for Lincoln buyers it was size which mattered rather than the details of what lay beneath and presumably many neither knew, could tell or cared it was FWD.  Interest by the late 1990s was however dwindling and the nameplate suffered a fourteen year hiatus between 2002-2016.  Unfortunately, the resuscitation (without suicide doors) used as its inspiration the concept car displayed at the 2015 New York International Auto Show rather than the one so admired at Los Angeles in 2002.  The LA concept might not have been original but was an elegant and accomplished design, unlike what was offered in NYC fifteen years later: a dreary mash-up which looked something like a big Hyundai or a Chinese knock-off of a Maybach.  The public response was muted.

2019 Lincoln Continental Eightieth Anniversary Edition.

The tenth generation (2017-2020) managed what were by historic standards modest sales but by 2019, it seemed clear the thing was on death-watch but Lincoln surprised the industry with a batch of eighty LWB (long wheelbase) models with suicide doors to mark the eightieth anniversary of the Continental’s introduction in 1939.  Although there were those who suggested the relatively cheap process of a stretch and a re-hinge of the back-doors was a cynical way to turn a US$72K car into one costing US$102K and was likely aimed at the Chinese market where a higher price tag and more shiny stuff is thought synonymous with good taste, the anniversary models were sold only in the home market. Although even at the high price there was enough demand to induce ford to do a run of another 150 (non-commemorative) suicide door versions for 2020, the retro gesture proved not enough to save the breed and it was announced production would end on 30 October 2020 with no replacement listed.  Not only was the announcement expected but so was the reaction; the market having long lost interest in the uninspiring twenty-first century Continentals, few expressed regret.  The name-plate however, one of the most storied in the Ford cupboard, will doubtless one day return.  What it will look like is unpredictable but few expect it will match the elegance of what was done in the 1960s.

Haile Selassie I (1892-1975; Emperor of Ethiopia 1930-1974) being received by a ceremonial guard after alighting from the 1966 Vanden Plas Princess 4 Litre (DM4) Limousine of the Governor-General of Jamaica, 21 April 1966 (left) and Vanden Plas Princess with suicide doors open (right).

Emperor Haile Selassie’s 1966 state visit to Jamaica and the Caribbean has since been celebrated by Rastafari as “Grounation Day”, the term based on the emperor declining to walk on the red carpet provided in accordance with protocol because he wished to “make contact with the soil”.  Among many of the Rastafari (a movement which emerged in the 1930s, taking its name from Ras (the emperor’s pre-imperial name Ras) Haile Selassie was worshipped as God incarnate, the messiah who deliver the peoples of Africa and the African diaspora to freedom.  The limousine had been delivered to the island some six weeks earlier for the use of Elizabeth II (1926-2022; Queen of the UK and other places, 1952-2022) during her royal tour after which, she returned to London and the car was re-allocated to Government House as the viceroy’s official vehicle.  While it looked like something left over from the pre-war years, for its intended purpose it was ideal, the rear compartment capacious, luxuriously trimmed and tall, making it suitable for those wearing even the highest plumed hats.  Into this welcoming space, occupants stepped through suicide doors which offered unparalleled ease of entry and departure.

1965 Vanden Plas Princess 4 Litre (DM4) Limousine Landaulette (left) and 1940s advertisement for Dickson automatic rear door-locks.

Based on a car which was even upon its debut in 1952 was rather old fashioned, by 1968 when production finally ended, the Vanden Plas Princess was, stylistically and technically, a true relic and it’s remarkable that complete with a split windscreen, it was a contemporary of machines like the Lincoln Continental, Jaguar XJ6 and NSU Ro80.  It was very much a case it being better to be inside a DM4 looking (and for some, waving) out than on the outside looking in.  What must seem even more remarkable was that despite picking up a nickname like “suicide doors”, governments for decades did nothing to compel manufacturers to fit the small, cheap mechanisms (available on the aftermarket for US$3.95 a pair) which would prevent the doors opening while the car was in motion.  These potentially life-saving devices were not expensive and if installed in bulk on production lines, the unit cost would not much have exceeded US$1.00.  It was another world and not until the 1960s did the rising death toll compel legislatures to take seriously the matter of automotive safety.

When used by the wedding and hire car industries, some operators took advantage of many of the English limousines from the 1950s & 1960s being fitted with version of the GM (General Motors) Hydramatic automatic transmission, installing in each centre-post a dead-bolt activated by an electrical solenoid, the system triggered by “on” by the shift lever being in drive (locking the rear doors) and “off” by moving the lever to neutral (withdrawing the bolt).  Vanden Plas did at least on some models include on the dashboard a pair of red lights which brightly would glow if the corresponding left or right door was not completely closed.  The much more expensive Rolls-Royce limousines had no such “safety lights”; passengers in those were on their own.  It was not a theoretical problem because there were many documented cases of passengers, especially those sitting (without seat belts) in the jump-seats leaning against the doors, sometimes pressing down the handle, cause the door to open.

1960 Facel Vega Excellence EX1 which featured suicide doors which were among the most potentially dangerous because of the dubious (though the look was elegant) engineering in the locking mechanisms.  Note also the "dog leg" of the A-Pillar (windscreen), a styling trend borrowed from Detroit which caused many injuries to knees and one victim was Richard Nixon (1913-1994; US president 1969-1974) who who in August, 1960 suffered a hit during his doomed campaign for that year's presidential election.  It resulted in a staphylococci infection which for two weeks confined him to bed in Walter Reed Hospital at a time when his opponent (John Kennedy (JFK, 1917–1963; US president 1961-1963) was travelling the country campaigning and for a born politician like Nixon it wouldn't have been much consolation that his bedside well-wishers included Lyndon Johnson and Barry Goldwater (1909–1998; Republican Party nominee for the 1964 US presidential election).  One biographer suggested it happened because his team deliberately chose to use a Chevrolet rather than a "larger" Cadillac in order to project a less elitist image.  While the reason for the choice of car was true, the impact injury would anyway likely have happened because, beginning with the 1959 range, for reasons of production-line rationalization, Chevrolet & Cadillac (along with Buick, Oldsmobile & Pontiac) all shared GM's corporate C-Body platform and while between divisions there were sometimes dimensional differences (notably in wheelbases), the front doors, A-Pillars and seat mounting points were identical in all.    

If compatible (which seems improbable given the novelty of this French approach to door-latch design), the Dickson locks would have been a worthwhile addition for the Facel Vega Excellence (1956-1964) which, in a triumph of fashion over function, had no B-Pillar (ie the central one between the doors) at all, the suicide doors secured only by a locking mechanism in the door sill, something which worked well in static testing but on the road, lateral stresses induced during cornering meant the doors were apt to “fly open”.  The completely pillarless look did however look good so there was that.  Powered by a variety of Chrysler V8s, the "big" Facel Vegas (1954-1964 and mostly coupés, 156 sedans & a handful of cabriolets) were France's finest cars of the post-war years but the decision to produce a smaller range doomed the company.  The idea was sound and the market existed but the French-made four-cylinder engine proved chronically (and insolubly) unreliable and by the time a version powered by a robust Volvo unit was ready, warranty claims and the costs of the re-engineering had driven Facel Vega bankrupt.

Lure of the tragic

Evelyn McHale: "The most beautiful suicide".

Predictably, it’s the suicides of celebrities (however defined) which attract most interest but there’s a fascination also with those by young women and that’s understandable because of the lure of youthful beauty and tragedy.  The photograph remembered as “the most beautiful suicide” was taken by photography student Robert Wiles (1909-1991), some four minutes after the victim's death.  Evelyn Francis McHale (1923–1947) was a bookkeeper who threw herself to her death from the 86th-floor observation deck of New York's Empire State Building, landing on a Cadillac limousine attached to the General Assembly of the United Nations (UN) which was parked on 34th street, some 200 feet (60 m) west of Fifth Ave.  The police would later find he last note which read: “I don’t want anyone in or out of my family to see any part of me. Could you destroy my body by cremation?  I beg of you and my family – don’t have any service for me or remembrance for me.  My fiance asked me to marry him in June.  I don’t think I would make a good wife for anybody. He is much better off without me.  Tell my father, I have too many of my mother’s tendencies.”  It was reported her mother suffered from “an undiagnosed and untreated depression”.

Mary Miller and the "Genesee Hotel Suicide".  Earlier postcard of the Genesse Hotel with eighth floor ledge indicated by yellow arrow (left) and Mr Sorgi's photograph (centre) of the suicide's aftermath (right).

In many parts of the world, it’s now unusual if someone is not carrying a device able instantly to capture HD (high-definition) images & video footage but until relatively recently, cameras rarely were taken from the home unless to use them at set piece events such as vacations or parties.  Not only are people now able to record what they see but within seconds, images and clips can be transmitted just about anywhere in the world, some “going viral”.  This proliferation of content has had many implications, one noted phenomenon it seeming now more likely someone will film another at imminent risk of death or injury than offer to assist; psychiatrists, sociologists and such have offered views on that but the behaviour, at least in some cases might be better explained by lawyers and economists.

In 1942 it was mostly professional photographers who routinely would have to hand a camera and the devices were not then like the instantly available “point & shoot” technology of the digital age, the process then a cocktail of loading physical film-stock, assessing the light, adjusting the aperture and maybe even swapping lens.  The photograph (the lens wide-open and the shutter was set to a 1000th of a second), of Mary Millar (1907-1942), mid-flight in her leap to death from an eighth-floor ledge of the Genesee Hotel in Buffalo, New York was a thing most unusual: an anyway rare event happening when someone stood ready to take the picture.  When published, the photograph was captioned “Suicide” or “The Genesee Hotel Suicide” but the popular press couldn’t resist embellishment, one using the title “The Despondent Divorcee” which was in the tabloid tradition of “making stuff up”; Ms Millar had never been married and not in a relationship.  She left no suicide note.

Ignatius Russell Sorgi (1912-1995) was a staff photographer on Buffalo’s Courier Express who on 7 May, 1942 happened to take a different route back to the office when he saw a police car speeding down the road, sirens blaring.  Accordingly, in the “ambulance chasing” tradition, he followed, not knowing what he’d see but knew it might be news-worthy and gain him a front-page credit: “I snatched my camera from the car and took two quick shots as she seemed to hesitate…As quickly as possible I shoved the exposed film into the case and reached for a fresh holder.  I no sooner had pulled the slide out and got set for another shot than she waved to the crowd below and pushed herself into space.  Screams and shouts burst from the horrified onlookers as her body plummeted toward the street.  I took a firm grip on myself, waited until the woman passed the second or third story, and then shot.”

Quartervent

Quartervent (pronounced kwawr-ter-vent)

A small, pivoted, framed (or semi-framed) pane in the front or rear side-windows of a car, provided to optimize ventilation.

1930s: The construct was quarter + vent.  Dating from the late thirteenth century, the noun quarter (in its numerical sense) was from the Middle English quarter, from the Anglo-Norman quarter, from the Old French quartier, from the Latin quartarius (a Roman unit of liquid measure equivalent to about 0.14 litre).  Quartus was from the primitive Indo-European kweturtos (four) (from which the Ancient Greek gained τέταρτος (tétartos), the Sanskrit चतुर्थ (caturtha), the Proto-Balto-Slavic ketwirtas and the Proto-Germanic fedurþô).  It was cognate to quadrus (square), drawn from the sense of “four-sided”.  The Latin suffix –arius was from the earlier -ās-(i)jo- , the construct being -āso- (from the primitive Indo-European -ehso- (which may be compared with the Hittite appurtenance suffix -ašša-) + the relational adjectival suffix -yós (belonging to).  The suffix (the feminine –āria, the neuter -ārium) was a first/second-declension suffix used to form adjectives from nouns or numerals.  The nominative neuter form – ārium (when appended to nouns), formed derivative nouns denoting a “place where stuff was kept”.  The Middle English verb quarteren, was derivative of the noun.  Dating from the mid fourteenth century, vent was from the Middle English verb venten (to furnish (a vessel) with a vent), a shortened form of the Old French esventer (the construct being es- + -venter), a verbal derivative of vent, from the Latin ventus (wind), in later use derivative of the English noun.  The English noun was derived partly from the French vent, partly by a shortening of French évent (from the Old French esvent, a derivative of esventer) and partly from the English verb.  The hyphenated form quarter-vent is also used and may be preferable.  Quarter-vent is a noun; the noun plural is quarter-vents.  In use, the action of using the function provided by a quarter-vent obviously can be described with terms like quarter-venting or quarter-vented but no derived forms are recognized as standard.

1959 Cadillac Eldorado Biarritz.

Like almost all US passenger cars, the post-war Cadillacs all had quarter-vents (“vent windows” or “ventiplanes” to the Americans) and on the most expensive in the range they were controlled by an electric motor, a feature optional on the lesser models.  This was a time when the company's slogan “Standard of the World” really could be taken seriously.  In 1969, with General Motors (GM) phasing in flow-through ventilation, Cadillac deleted the quarter-vents, meaning purchasers no longer had to decide whether to pay the additional cost to have them electrically-activated (a US$71.60 option on the 1968 Calais and De Ville).  GM's early implementation of flow-through ventilation was patchy so the change was probably premature but by 1969 the system was perfected and as good as their air-conditioning (A-C), famous since the 1950s for its icy blast.    

The now close to extinct quarter-vents were small, pivoted, framed (or semi-framed) panes of glass installed in the front or rear side windows of a car or truck; their purpose was to provide occupants with a source of ventilation, using the air-flow of the vehicle while in motion.  The system had all the attributes of other admirable technologies (such as the pencil) in that it was cheap to produce, simple to use, reliable and effective in its intended purpose.  Although not a complex concept, GM in 1932 couldn’t resist giving the things an impressively long name, calling them “No Draft Individually Controlled Ventilation” (NDICV being one of history’s less mnemonic initializations).  GM’s marketing types must have prevailed because eventually the snappier “ventiplanes” was adopted, the same process of rationality which overtook Chrysler in 1969 when the public decided “shaker” was a punchier name for their rather sexy scoop which, attached directly to the induction system and, protruding through a carefully shape lacuna in the hood (bonnet), shook with the engine, delighting the males aged 17-39 to whom it was intended to appeal.  “Shaker” supplanted Chrysler’s original “Incredible Quivering Exposed Cold Air Grabber” (IQECAG another dud); sometimes less is more.  Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) suggested a good title for his book might be Viereinhalb Jahre [des Kampfes] gegen Lüge, Dummheit und Feigheit (Four and a Half Years of Struggle against Lies, Stupidity and Cowardice) but his publisher thought that a bit ponderous and preferred the more succinct Mein Kampf: Eine Abrechnung (My Struggle: A Reckoning) and for publication even that was clipped to Mein Kampf.  Unfortunately, the revised title was the best thing about it, the style and contents truly ghastly and it's long and repetitious, the ideas within able easily to be reduced to a few dozen pages (some suggest fewer but the historical examples cited for context do require some space).

The baroque meets mid-century modernism: 1954 Hudson Italia by Carrozzeria Touring.  

Given how well the things worked, there’s long been some regret at their demise, a process which began in the 1960s with the development of “through-flow ventilation”, the earliest implementation of which seems to have appeared in the Hudson Italia (1954-1955), an exclusive, two-door coupé co-developed by Hudson in Detroit and the Milan-based Italian coachbuilder Carrozzeria Touring.  Although some of the styling gimmicks perhaps haven’t aged well, the package was more restrained than some extravagances of the era and fundamentally, the lines were well-balanced and elegant.  Unfortunately the mechanical underpinnings were uninspiring and the trans-Atlantic production process (even though Italian unit-labor costs were lower than in the US, Touring’s methods were labor-intensive) involved two-way shipping (the platforms sent to Milan for bodies and then returned to the US) so the Italia was uncompetitively expensive: at a time when the bigger and more capable Cadillac Coupe de Ville listed at US$3,995, the Italia was offered for US$4,800 and while it certainly had exclusivity, it was a time when there was still a magic attached to the Cadillac name and of the planned run of 50, only 26 Italias were produced (including the prototype).  Of those, 21 are known still to exist and they’re a fixture at concours d’élégance (a sort of car show for the rich, the term an un-adapted borrowing from the French (literally “competition of elegance”) and the auction circuit where they’re exchanged between collectors for several hundred-thousand dollars per sale.  Although a commercial failure (and the Hudson name would soon disappear), the Italia does enjoy the footnote of being the first production car equipped with what came to be understood as “flow-through ventilation”, provided with a cowl air intake and extraction grooves at the top of the rear windows, the company claiming the air inside an Italia changed completely every ten minutes.  For the quarter-vent, flow-through ventilation was a death-knell although some lingered on until the effective standardization of A-C proved the final nail in the coffin.

1965 Ford Cortina GT with eyeball vents and quarter-vents.

The car which really legitimized flow-through ventilation was the first generation (1962-1966) of the Ford Cortina, produced over four generations (some claim it was five) by Ford’s UK subsidiary between 1962-1982).  When the revised model displayed at the Earls Court Motor Show in October 1964, something much emphasized was the new “Aeroflow”, Ford’s name for through-flow ventilation, the system implemented with “eyeball” vents on the dashboard and extractor vents on the rear pillars.  Eyeball vents probably are the best way to do through-flow ventilation but the accountants came to work out they were more expensive to install than the alternatives so less satisfactory devices came to be used.  Other manufacturers soon phased-in similar systems, many coining their own marketing trademarks including “Silent-Flow-Ventilation”, “Astro-Ventilation” and the inevitable “Flow-thru ventilation”.  For the Cortina, Ford took a “belt & braces” approach to ventilation, retaining the quarter-vents even after the “eyeballs” were added, apparently because (1) the costs of re-tooling to using a single pane for the window was actually higher than continuing to use the quarter-vents, (2) it wasn’t clear if there would be general public acceptance of their deletion and (3) smoking rates were still high and drivers were known to like being able to flick the ash out via the quarter-vent (and, more regrettably, the butts too).  Before long, the designers found a way economically to replace the quarter-vents with “quarter-panes” or “quarter-lights” (a fixed piece of glass with no opening mechanism) so early Cortinas were built with both although in markets where temperatures tended to be higher (notable South Africa and Australia), the hinged quarter-vents remained standard equipment.  When the Mark III Cortina (TC, 1970-1976) was released, the separate panes in any form were deleted and the side glass was a single pane.

Fluid dynamics in action: GM's Astro-Ventilation.

So logically a “quarter-vent” would describe a device with a hinge so it could be opened to provide ventilation while a “quarter-pane”, “quarter-light” or “quarter-glass” would be something in the same shape but unhinged and thus fixed.  It didn’t work out that way and the terms tended to be used interchangeably (though presumably “quarter-vent” was most applied to those with the functionality.  However, the mere existence of the fixed panes does raise the question of why they exist at all.  In the case or rear doors, they were sometimes a necessity because the shape of the door was dictated by the intrusion of the wheel arch and adding a quarter-pane was the only way to ensure the window could completely be wound down.  With the front doors, the economics were sometimes compelling, especially in cases when the opening vents were optional but there were also instances where the door’s internal mechanisms (the door opening & window-winding hardware) were so bulky the only way to make stuff was to reduce the size of the window.  In some cases, manufacturers "solved" the problem by making rear side glass fixed which lowered their costs but it was never popular with customers.

1976 Volkswagen Passat B1 (1973-1980 (1988 in Brazil)) without quarter-vents, the front & rear quarter-panes fixed.

The proliferation of terms could have come in handy if the industry had decided to standardize and the first generation Volkswagen Passat (1973-1980) was illustrative of how they might been used.  The early Passats were then unusual in that the four-door versions had five separate pieces of side glass and, reading from left-to-right, they could have been classified thus: (1) a front quarter-pane, (2) a front side-window, (3) a rear side-window, (4) a rear quarter-pane and (5) a quarter-window.  The Passat was one of those vehicles which used the quarter-panes as an engineering necessity to permit the rear side-window fully to be lowered.  However the industry didn’t standardize and in the pre-television (and certainly pre-internet) age when language tended to evolve with greater regional variation, not even quarter-glass, quarter-vent, quarter-window & quarter-pane were enough and the things were known variously also as a “fly window”, “valence window”, “triangle window” and (possibly annoying architects) “auto-transom”, the hyphen used and not.

PA Vauxhall Velox (1957-1962): 1959 (left) and 1960 (right).  The one-piece rear window was introduced as a running-change in late 1959.

Before flow-through ventilation systems and long before A-C became ubiquitous, quarter-vents were the industry standard for providing airflow to car interiors and it was common for them to be fitted on both front and rear-doors and frequently, the rear units were fixed quarter-panes (the lowering of the side window thing).  A special type of fixed quarter-pane were those used with rear windows, originally an economic imperative because initially it was too expensive to fabricate one piece glass to suit the “wrap-around styles becoming popular.  Improved manufacturing techniques let the US industry by the early 1950s overcome the limitations but elsewhere, the multi-piece fittings would continue to be used for more than a decade.

1957 Mercury Turnpike Cruiser (left), details of the apparatuses above the windscreen (centre) and the Breezeaway rear window lowered (right)

The 1957 Mercury Turnpike Cruiser was notable for (1) the truly memorable model name, (2) introducing the “Breezeway" rear window which could be lowered and (3) having a truly bizarre arrangement of “features” above the windscreen.  Unfortunately, the pair of “radio aerials” protruding from the pods at the top of the Mercury’s A-pillars were a mere affectation, a “jet-age” motif decorating what were actually air-intakes.

Brochure for 1957 Mercury Turnpike Cruiser promoting, inter-alia, the Breezeway retractable rear window.

A three-piece construction was however adopted as part of the engineering for the “Breezeway”, a retractable rear window introduced in 1957 on the Mercury Turnpike Cruiser.  It was at the time novel and generated a lot of publicity but the concept would have been familiar to those driving many roadsters and other convertibles which had “zip-out” rear Perspex screens, allowing soft-top to remain erected while the rear was open.  Combined with the car’s quarter-vents, what this did was create the same fluid dynamics as flow-through ventilation.  The way Mercury made the retractable glass work was to section the window in a centre flat section (some 80% of the total width), flanked by a pair of fixed quarter-panes.  After the run in 1957-1959, it was resurrected for use on certain Mercury Montclairs, Montereys and Park Lanes.

1958 (Lincoln) Continental Mark III Convertible (with Breezeway window).  The platform was unitary (ie no traditional chassis) which with modern techniques easily was achievable on the sedans and coupes but the convertible required so much additional strengthening (often achieved by welding-in angle iron) that a Mark III Convertible, fueled and with four occupants, weighed in excess of 6000 lb (2720 kg). 

Ford must have been much taken with the feature because it appeared also on the gargantuan “Mark” versions of the (Lincoln) Continentals 1958, 1959 & 1960, dubbed respectively Mark III, IV, & V, designations Ford shamelessly would begin to recycle in 1969 because the corporation wanted the new Mark III to be associated with the old, classic Continental Mark II (1956-1957) rather than the succeeding bloated trio.  The “Breezeway” Lincolns also featured a reverse-slanted rear window, something which would spread not only to the Mercurys of the 1960s but also the English Ford Anglia (105E, 1959-1968) and Consul Classic (1961-1963) although only the US cars ever had the retractable glass.  The severe roofline was used even on the convertible Continentals, made possible by them sharing the rear window mechanism used on the sedan & couple, modified only to the extent of being retractable into a rear compartment.

1967 Chevrolet Camaro 327 Convertible with vent windows (left), 1969 Chevrolet Camaro ZL1 without vent windows (centre) and Lindsay Lohan (b 1986) & Jamie Lee Curtis (b 1958) in 1969 Chevrolet Camaro Convertible during filming of the remake of Freaky Friday (2003), Los Angeles, August 2024.  Freakier Friday is slated for release in August, 2025).

Through Chevrolet's COPO (Central Office Production Order) system, 69 1969 Camaros were built with the ZL1, an all-aluminum version of the 427 cubic inch (7.0 litre) big-block V8.  The COPO had been established as an efficient way to coordinate the production of fleet orders (law enforcement agencies, utility companies etc) for runs of vehicles in a certain specification but the drag racing community and others worked out it could be used also as “back-door” way to order small runs of cars with otherwise unavailable high-performance engines.  The Freakier Friday Camaro (badged as a 396 SS but several were used during filming including at least one with a roll-over bar for the stunt work) lacks the vent windows which were deleted from the range after 1967 when “Astro-Ventilation” (GM’s name for flow-through ventilation) was added.  In North American use, the devices typically are referred to as “vent windows” while a “quarter light” is a small lamp mounted (in pairs) in the lower section of the front bodywork and a “quarter-vent” is some sort of (real or fake) vent installed somewhere on the quarter panels.  As flow-through ventilation became standardized and A-C installation rates rose, Detroit abandoned the quarter-vent which pleased industry because it eliminated both parts and labor, lowering the cost of production (the savings absorbed as profits rather than being passed to the customers).  On the small, cheap Ford Pinto (1971-1980), removing the feature saved a reported US$2.16 per unit but, being small and cheap, A-C rarely was ordered by Pinto buyers which was probably a good thing because, laboring under the 1970s burdens of emission controls, the weight of  impact-resistant bumper bars and often an automatic transmission a Pinto was lethargic enough with out adding power-sapping A-C compressor and plumbing.  Responding (after some years of high inflation) to dealer feedback about enquires from Pinto customers indicating a interest in the return of vents, Fords cost-accountants calculated the unit cost of the restoration would be some US$17.  

Ford Australia’s early advertising copy for the XA Falcon range included publicity shots both with and without the optional quarter-vents (left) although all sedans & station wagons had the non-opening, rear quarter-panes, fitted so the side window completely could be lowered.  One quirk of the campaign was the first shot released (right) of the “hero model” of the range (the Falcon GT) had the driver’s side quarter-vent airbrushed out (how “Photoshop jobs” used to be done), presumably because it was thought to clutter a well-composed picture.  Unfortunately, the artist neglected to defenestrate the one on the passenger’s side.

Released in Australia in March 1972, Ford’s XA Falcon was the first in the lineage to include through-flow ventilation, the previously standard quarter-vent windows moved to the option list (as RPO (Regular Production Option) 86).  Because Australia often is a hot place and many Falcons were bought by rural customers, Ford expected a high take-up rate of RPO 86 (it was a time when A-C was expensive and rarely ordered) so the vent window hardware was stockpiled in anticipation.  However, the option didn’t prove popular but with a warehouse full of the parts, they remained available on the subsequent XB (1973-1976) and XC (1976-1979) although the take-up rate never rose, less the 1% of each range so equipped and when the XD (1979-1983) was introduced, there was no such option and this continued on all subsequent Falcons until Ford ceased production in Australia in 2016, by which time A-C was standard equipment.

Great moments in tabloid journalism: Sydney's Sun-Herald, Sunday 25 June, 1972.  The Sun-Herald was then part of the Fairfax group, proving Rupert Murdoch (b 1931) can't be blamed for everything.

The infrequency with which RPO 86 was ordered has been little noted by history but on one car with the option the fixtures did become a element which enabled a owner to claim the coveted “one-of-one” status.  In August 1973, near the end of the XA’s run, with no fanfare, Ford built about 250 Falcons with RPO 83, a bundle which included many of the parts intended for use on the stillborn GTHO Phase IV, cancelled (after four had been built) in 1972 after a newspaper generated one of their moral panics, this time about the “160 mph super cars” it was claimed the local manufacturers were about to unleash and sell to males ages 17-25.  Actually, none of them were quite that fast but not often has the tabloid press been too troubled by facts and the fuss spooked the politicians (it's seldom difficult to render a "minister horrified").  Under pressure, Holden cancelled the LJ Torana V8, Ford the GTHO Phase IV and Chrysler reconfigured it's E55 Charger 340 as a luxury coupé, available only with an automatic transmission and no high-performance modifications.

The “quarter-vent XA RPO 83 GT”: 1973 Ford Falcon XA GT sedan (Body Identification: 54H; Model Code: 18238) in Calypso Green (code J) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351 4V V8 (Code T) and four-speed manual transmission (Code L).  It’s the only one produced with both RPO 83 (a (variably fitted) bundle of parts left-over from the aborted GTHO Phase IV project) and RPO 86 (front quarter-vent windows).  In the collector market they're referred to usually as “the RPO83 cars”.

So in 1973 Ford's warehouse still contained all the parts which were to be fitted to the GTHO Phase IV so they’d be homologated for competition and although the rules for racing had been changed to ensure there was no longer any need to produce small batches of “160 mph (257 km/h) super cars”, Ford still wanted to be able to use the heavy-duty bits and pieces in competition so quietly conjured up RPO 83 and fitted the bundle on the assembly line, most of the cars not earmarked for allocation to racing teams sold as “standard” Falcon GTs.  Actually, it’s more correct to say “bundles” because while in aggregate the number of the parts installed was sufficient to fulfil the demands of homologation, not all the RPO 83 GTs received all parts so what a buyer got really was “luck of the draw”; with nobody being charged extra for RPO 83, Ford didn’t pay too much attention to the details of the installations and many who purchased one had no idea the parts had been included, the manual choke's knob the only visually obvious clue.  Ford made no attempt to publicize the existence of RPO 83, lest the tabloids run another headline.  It’s certain 250 RPO 83 cars were built (130 four-door sedans & 120 two-door Hardtops) but some sources say the breakdown was 131 / 121 while others claim an addition nine sedans were completed.  Being a genuine RPO 83 car, the Calypso Green GT attracts a premium and while being only RPO 83 with quarter-vent windows is not of any great significance, it does permit the prized “one-of-one” claim and not even any of the four GTHO Phase IVs built (three of which survive) had them.  In the collector market, the “one-of-one” status can be worth a lot of money (such as a one-off convertible in a run of coupés) but a Falcon’s quarter-vents are only a curiosity.

The Bathurst 1000 winning RPO83 Falcon GTs, 1973 (left) & 1974 (right).

All else being equal, what makes one RPO83 more desirable than another is if it was factory-fitted with all the option's notional inventory and most coveted are the ones with four-wheel disk brakes.  Because the project was focused on the annual endurance event at Bathurst's high-speed Mount Panorama circuit, the disks were as significant as an additional 50 horsepower and a few weeks before the RPO 83 run they'd already been fitted to the first batch of Landaus, which were Falcon Hardtops gorped-up (what bling used to be called) with hidden headlights, lashings of leather, faux woodgrain and a padded vinyl roof, all markers of distinction in the 1970s and, unusually, there was also a 24 hour analogue clock.  Essentially a short wheelbase, two-door LTD (which structurally was a Falcon with the wheelbase stretched 10 inches (250 mm) to 121 (3075 mm)), the Landau was not intended for racetracks but because it shared a body shell and much of the running gear with the Falcon GT Hardtops, Ford claimed Landau production counted towards homologation of the rear disks.  Fearing that might be at least a moot point, a batch were installed also on some of the RPO83 cars and duly the configuration appeared at Bathurst for the 1973 event, their presence of even greater significance because that was the year the country switched from using imperial measures to metric, prompting the race organizers to lengthen the race from 500 miles (804 km) to 625 (1000), the Bathurst 500 thus becoming the Bathurst 1000.  RPO83 Falcon GTs won the 1973 & 1974 Bathurst 1000s.

The “quarter-vent XB GT”: 1973 Ford Falcon XB GT sedan (Body Identification: 54H; Model Code: 18338) in Polar White (Code 3) with Onyx Black (code B) accents over Parchment Vinyl (Code P) with 351C 4V V8 (Code T) and four-speed manual transmission (Code L).  The only one produced with RPO 86 (front quarter-vent windows).

So with a large stock sitting in the warehouse, despite the dismally low take-up rate, the quarter-vents remained available when the XB Falcon (1973-1976) range was released and of the 1952 XB GT sedans sold (there were also 949 two-door Hardtops) a single buyer ticked the RPO 86 box.  Again, although granting the coveted “one-of-one” status, it’s not something of great significance although the car to which the pair of vents was fitted is one of the more desirable XB GTs because it was one of the 139 XB GTs built with the combination of the “4V Big Port” 351 V8 and four-speed Top Loader manual transmission.  The first 211 XB GTs received the fully-imported 351 Clevelands, “using up” what was in stock, subsequent models switching to the locally made variant.

US Built 351C-4V in 1973 XB Falcon GT.

Ford Australia had been importing from the US the high-performance 351C-4V (4 venturi (ie two-barrel carburetor) V8 for use in the GT but when advised US production of that configuration was ending, the decision was taken to produce a local “high-performance” version of the 351 using the 351C 2V “small port” cylinder heads with “open” combustion chambers and a four-barrel carburetor; Ford Australia only ever manufactured the “small port” heads.  That means the Australian nomenclature “351C-4V” (small ports & four barrel carburetor) differs in meaning from that used in the US where it translated to “big ports & four barrel carburetor”.  It sounded a retrogressive step and while there was some sacrifice in top-end power, the antipodean combo turned out to be ideal for street use because the fluid dynamics of the flow rate through the smaller ports made for better low and mid-range torque (most useful for what most drivers do most of the time) whereas the big-port heads really were optimized for full-throttle operation, something often done on race tracks but rarely on public roads… even in the Australia of the early 1970s.  Still, some did miss the responsiveness of the high-compression US-built engine, even if the difference was really apparent only above 80 mph (130 km/h).

The other ceremony which happened in Australia on 11 November, 1975: Ford Australia's photo shoot, Melbourne, Victoria.

Although only 2,901 XB GTs were produced, as the “halo” model it was an important image-maker and the XB range proved successful with almost 212,000 sold over its 34 month life (over 18 months in a more buoyant economy XA production had reached over 129,000).  Stylistically, the XB was an improvement over the poorly detailed XA and much was made (among Fords claimed 2,056 changes from the XA) of the headlight’s high-beam activation shifting from a foot-operated button to a steering column stalk which, thirty-odd years on from the achievement of nuclear fission, doesn’t sound like much but motoring journalists had for years been advocating for “a headlight flasher” having been impressed by the “safety feature” when being “flashed” on the German Autobahns by something about to pass at high speed.  More welcome still was the GT’s four-wheel disk brakes, acknowledged as good as any then in volume production.  The success of the XB coincided with Ford Australia’s two millionth vehicle leaving the assembly line so on Tuesday 11 November, 1975, Ford’s public relations office invited journalists and camera crews to a ceremony to mark the occasion, laying on the usual catering (including free cigarettes!) to ensure a good attendance.

Ford Australia pre-release publicity shot for the XB range release (embargoed until 15 September 1973).

1973 Ford Falcon XB GT Hardtop (Body Identification: 65H; Model Code: 18318) in Yellow Blaze (Code M) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351C 4V V8 (Code T) and three-speed T-Bar automatic transmission (Code B).  Because the various side windows used by the Hardtop, Ute and Panel Van derivatives were different to fit the door and roof shapes, the quarter-vents were never offered on those and RPO 86 on the Hardtops was the dreaded vinyl roof in tan.  The sunroof (RPO 10) was a rarely (168 Falcons and 244 Fairmonts) specified option.

Unfortunately, the pictures of the dutifully polished XB Fairmont (a Falcon with some gorp) sedan didn’t generate the publicity expected because the next editions of the daily newspapers (there were then a lot of those and they sold in big numbers) had a more sensational story to cover: On that Tuesday Sir John Kerr (1914–1991; governor-general of Australia 1974-1977) had dismissed from office Gough Whitlam (1916–2014; prime minister of Australia 1972-1975) and his troubled administration.  It was the first time the crown had sacked a prime-minister since William IV (1765–1837; King of the UK 1830-1837) in 1834 dismissed Lord Melbourne (1779–1848; prime minister of the UK 1834 & 1835-1841) and although in 1932 Sir Philip Game (1876–1961; governor of NSW 1930-1935) had sundered the commission of Jack Lang (1876–1975; premier of New South Wales 1925-1927 & 1930-1932), most Australians who pondered such things believed the days of meddling viceroys were done.  Sir John however proved the royal prerogative still existed (although paradoxically perhaps now only in the hands of a monarch’s representative rather than their own) and the footnote in the history of Australian manufacturing passed almost unnoticed.