Knob

Knob (pronounced nob)

(1) A projecting part, usually rounded, forming the handle of a door, drawer window-frame or the like.

(2) A (usually) ball-shaped part of a handle, lever etc, designed to be grasped by the hand.

(3) In machinery, an almost always rounded control switch that can be rotated on it axis (ie to turn on/off, raise/lower volume etc), designed to be operated by the fingers and visually also emulated in software on screens.

(4) A rounded lump or protuberance on the surface or at the end of something, as a knot on a tree trunk or a fleshy lump or caruncle.

(5) A rounded ornament on the hilt of an edged weapon (the pommel).

(6) In architecture, furniture design etc, an ornamental boss, as of carved work.

(7) In geography, a rounded hill, mountain, a knoll, an elevation on a ridge or morainic ridge.

(8) In botany, a bulb of the garlic plant consisting of multiple cloves in a chunky branch,

(9) In certain military and other institutions, a new recruit.

(10) In hunting & animal husbandry (as knobber), a hart in its second year; a young male deer.

(11) In cooking, a dollop, an amount just larger than a spoonful (used usually in reference to butter and in professional catering there are “butter curlers” which produce an attractive ribbed-curl of butter to be served with the bread-rolls, each curl said to be the equivalent of a “half dollop”.

(12) In slang, the head, thus a person with red hair being a “gainer knob”.

(13) In vulgar slang the head (glans (spongiosum)) of the penis but sometimes used of the whole organ, thus the slang “knobhead” (an unintelligent or contemptible person) and a “literal” synonym of “dickhead”), sometimes used in the forms “knobber” & “knobber”.

(14) In vulgar slang (by extension), to have sexual intercourse with (someone).

(15) In vulgar slang (usually in the plural), a woman's breasts (sometimes with a modifier thought appropriate to the anatomy specifically being referenced).

(16) In vulgar slang, the clitoris.

(17) To produce a knob on (an object).

(18) To furnish with a knob, typically for a functional purpose (adding one to a door, window frame etc) but also as an ornament.

(19) To turn an object into a knob (rare).

(20) In stone cutting, to knock off (excess stone) preparatory to dressing; to knobble; to skiffle.

1350–1400: From the Middle English knobe & knobbe, thought almost certainly from a Scandinavian or German source and probably at least influenced by the Middle Low German knubbe & knobbe (knob; knot in wood; bud), the Middle Dutch knobbe & cnoppe, the Dutch knop (knob, button, bud), the Old Frisian knopp & knapp, the Old High German knopf (bud, pommel of a sword, knot, loop), the Middle High German knospe, the German Knopf (button, knob) & Knospe (bud), the Danish knap (button) & knop (knob, button, bud) and the Old Norse knyfill (short horn).  Most etymologists seem most convinced by it being a variant of the Proto-Germanic knappô (knob, lump) & knuppô (lump, clod), both among the “kn-” words related to knudaną (to knead).  Probably related were the Middle English knap & knappe (small projection, knob (in the sense of “button, tassel, tuft etc”), hill, hilltop etc)), from the Old English cnæp & cnæpp (summit, top), which may in some way be linked with the Old Norse knappr (small projection, knob (in the sense of “button, head of a stick etc”)) (and from which English gained knop), the source again the Proto-Germanic knappô.  The meaning “knoll, isolated round hill” seems first to have appeared in the 1640s and, perhaps surprisingly, no instance of “doorknob” has been found prior to 1829 although the word may have been long in oral use (drawer-knob, window-knob etc all followed).  Knob is a noun & verb, knobless is a noun, knobbed & knobbing are verbs, knoblike & knobby are adjectives; the noun plural is knobs.

Yorkeys Knob, Cairns, Queensland, Australia.

In idiomatic use, the phrase “same to you with knobs (sometimes “brass knobs”) means “the same to you but even more so” (used typically in response to an insult or slight).  A “knob-twiddler” can be an informal term for a technician or console operator whose job entails adjusting electronic devices via knobs but it can also describe anyone whose role seems either unimportant or not particularly demanding.  As machinery and later electronics became an increasingly ubiquitous part of life, so did knobs and as early as the late nineteenth century the humorous “knobologist” had been coined to describe both those designing the system and the “knob-twiddlers” using them; the discipline of design was of course dubbed “knobology” and that remains a core component of ergonomics, exploring imperatives such as placement, size, tactility and labelling, all of which influence the functionality of controls on an instrument as relevant to their application.  The knobologists deeply were implicated in convenient physical switches, knobs and buttons disappearing from cars and re-imagined virtualizations on inconvenient touch-screens.  Such has been the reaction (including the realization the change made driving more accident prone) that the tactile controls are making a welcome comeback.  The now archaic “knob-thatcher” was an affectionate term for a maker of wigs while the more modern “surfer's knob” was slang from the sport, describing a hard bump or nodule on a surfer's knee, shin or ankle, resulting from recurrent contact with their surfboard.  In engineering and metallurgy, “to knobble” was (1) to render a surface with a knobbly finish and (2) to produce wrought iron by treating semi-refined puddled iron on a hearth before shingling, a specialized device in the business being the ominous sounding “knobbling furnace”.

Gay men supporting lesbians at the first “Dyke March”, Washington DC, April 1993.  The sign held by the protester at the far left uses the compound word for which the euphemisms “knob polisher” & “knob-gobbler” were coined.

Because knob was popular slang for penis, a number of derived terms predictably emerged.  A “knob polisher” or “knob-gobbler” was “one who gives fellatio”.  “Knob rot” was a reference to certain sexually transmitted diseases contracted by men, the acute condition “galloping knob rot” describing a rapidly progressing or uncontrollable variant of the condition.  A “knob job” was the act of fellatio.  “Knob cheese” (the terms “cock cheese”, “dick cheese” and (in context) even “cheese”) was vulgar slang for smegma (a whitish sebaceous secretion that collects between the glans penis and foreskin or in the vulva).  “Knob jockey” must however be used with care because it has variously been applied to (1) gay men, (2) promiscuous straight women and (3) promiscuous straight men; context thus matters.

Interior of Porsche 917K with cool (in both senses of the word) balsa-wood shift knob.  The obviously "fake" passenger bucket seat was installed to comply with the rules in sports car racing.

To this day, the myth persists the balsa-wood gear-shift knob used in the Porsche 917 was there as a “weight-saving measure”.  While it’s true the small knob was light, the difference between it and the aluminum or magnesium units the company had fitted to earlier race cars would have been so insignificant it’s doubtful it would have equalled a gulp of coffee the driver may or may not have enjoyed.  The stylish timber piece was however not a decorative flourish but a legitimate engineering solution to ameliorate one manifestation of “chronic heat soak”.  In 1969, the 917 was a radical advance which, Dreadnought-like, rendered all other cars in its class instantly obsolescent but the flat-12 engine (Porsche’s first in the configuration) radiated so much heat it was difficult to manage.  In a tradition it would not for decades abandon, Porsche continued to use air-cooling for the engine (which really means “oil cooled” about as much) and it ran hot; between that heat source and the gear level was a unbroken metal path, each component a most efficient conductor.  During endurance racing (some events conducted over 24 hours), cockpit temperatures could reach what doctors would rate as “extreme”.  The metal lever was just one of the sources of this heat and the knob (which sat next to the driver’s knee) needed to be grasped by the driver, often many times a minute; were it to become so hot it caused pain, it would have been safety issue.  Although in 1969 the space-age was at its zenith, the materials which could have made a driver’s gloves close to heat-proof were not then commercially available so they gained much of their protective quality from thickness but the problem was they could be only so thick because a driver needed still to handle a highly-geared steering wheel and operate the many knobs and switches within arm’s reach.  Balsa-wood, with its very low thermal conductivity was ideal because while not exactly cool to the touch after a few hours on the track, it never got so hot it felt unpleasant.  It also had adequate strength for its task; a gear-lever knob does not bear structural loads and, being Porsche, it received the same careful attention as every other component, each one precisely machined to exact dimensions before receiving two coats of clear lacquer.  Most variants of the 917 used the Balsa-wood part although when (as the “Turbo-panzers”) the most powerful of the breed appeared in the Can-Am (for Group 7, unlimited displacement sports cars) a metal knob was fitted, made possible because Group 7 was for open cars and significantly that reduced cabin temperatures.  By the late 1970s when the space age had made available materials (phenolic plastics, composites etc) with superior insulation qualities, the need to resort to a balsa-wood knob vanished but the visual appeal remained and in the aftermarket, 917-style knobs remain widely available.

1959 Ford Fairlane Galaxie 500 Sunliner with suicide knob (on steering wheel at 10 o'clock).

“Suicide knob” was the most popular name for the device attached to a vehicle’s steering wheel which facilitated easier “single arm steering”.  The idea dated from the days before the almost universal fitting of power-steering and the things became popular in the US in the US in the 1950s and 1960s as even low-priced cars became heavier; for some drivers, they were invaluable when manoeuvring at low speed, especially when reversing.  They were known also as the “necker knob”, “wheel spinner” and “granny knob” but the most correct term was “Brodie Knob”, the name in honor of Steve Brodie (1861–1901), an apparently rather raffish gentleman from New York City who, as a last resort in 1886 after losing everything gambling, staged a stunt in which he jumped off the Brooklyn Bridge (site of a good many suicides), the lure a sum of money he was bet although the details of that are murky.  Mr Brodie anyway survived to collect on the wager and, on the basis of the notoriety gained, began performing other dare-devil acts for even more money.  So the jump from the Brooklyn Bridge was a good career move although the consensus now is it was a cunning stunt (ie a scam), a weighted dummy the real diver with Mr Brodie entering the water from the safety of the shoreline.  In fairness, at least some of his subsequent dangerous stunts were verified by observation and he parlayed his fame into a successful career in business, becoming a noted philanthropist and dying a rich man.

The invention of the suicide knob generally is credited to Joel Thorp of Wisconsin but similar devices had for centuries been in use on land and water.  What Mr Thorpe described in the supporting documents for what was issued as US Patent 2,101,519 STEERING WHEEL SPINNER KNOB (Dec 7, 1937) was an “improvement” of the concept:

“The present invention relates generally to improvements in appliances for facilitating manipulation of the steering wheels of vehicles, and relates more specifically to improvements in the construction and operation of spinner knob attachments co-operable with the peripheral rims of steering wheels or the like in order to effect more convenient and rapid operation of such wheels under certain conditions of use.  Generally defined, an object of my present invention is to provide an improved steering wheel spinner knob which is simple in construction and highly efficient in use.”

A young lady wrapping practiced fingers around the timber shift knob in 1970 Maserati Indy (Tipo 116, 1969-1975).  In the era, it was fashionable in Italian exotica for the knob and steering wheel rim to match (ie in leather or wood).

Although widely used on tractors, heavy transport vehicles and such, it was in the 1950s as cars in the US became heavier the suicide knobs gained popularity and some of that was due to reasons Mr Thorp probably never envisaged.  One receptive market was males aged 17-25 (a crew infamous for many reasons) who found the combination of suicide knob and bench seat made an idea ecosystem, enabling one hand to be used steer the vehicle while the "free" arm could wrap around the girlfriend (or alternative) who affectionately was resting her head on the driver’s shoulder.  In this arrangement, a driver’s attention more easily could be divided between her and the road.  It was also males aged 17-25 who were the core of the hot-rod community which began as a West Coast phenomenon (induced by a critical mass of the right demographic, available disposable income and a good supply of cheap, used cars which easily could be modified as desired) and they found suicide knobs the best way to “do a half donut” (a spin of one’s hot rod through 180^o), the trick being to grip the knob and then suddenly turn the wheel while applying full throttle, resulting in a loud, spectacular maneuver, made the more pleasing for the driver by him having “left his mark” in strips of runner on the road.  This, the hot rodders called “spinning a brodie”, a variant on the earlier “doing a Brodie” (a dangerous or otherwise inadvisable act) which entered the language after the nation-wide publicity which followed Mr Brodie’s alleged leap from the Brooklyn Bridge.  In the era, a Brodie Knob was as essential a piece of equipment as one’s packet of unfiltered Camel cigarettes or pair of fluffy dice hanging from the rear-view mirror.

1962 Maserati 3500 GTi.  Some Maserati 3500 GTs (Tipo 101, 1957-1964) had the unusual feature of having front and rear quarter-vents fitted to the same door; they were opened and closed using knurled, stainless steel knobs.

The dark appellation “suicide knob” was bestowed because (1) the devices came to be associated with accident-prone drivers (the “males aged 17-25” cohort prominent in the statistics) who probably did use the things to engage in “risk-taking” and (2) by virtue of their location (by default affixed to the upper quadrant) on the wheel, they were a genuine danger in accidents and, in an era of non-collapsible steering columns, tales of them penetrating the eye socket, causing irreparable loss of vision and traumatic brain injury, were legion.  The crusading US lawyer Ralph Nadar (b 1934) is criticized for much but the contribution his book Unsafe at Any Speed (1965) made to reducing the death toll on the roads cannot be under-estimated and the effect was world-wide because the rest the industry eventually followed the lead of the US legislation which came in the book’s wake.  In the US and elsewhere, change was of course resisted but it came and while it’s not possible to estimate how many deaths and often gruesome injuries the reforms prevented, no one denies it’s a big number.  The suicide knob was one minor casualty of the movement and in road-registered vehicles, in most jurisdictions (although some US states remain permissive), such devices are permitted only for specialized (often low-speed) vehicles and if used by drivers with some disability which precludes the use of conventional controls.

A Hurst Jaws of Life used between 1977-2012 by the fire department in Carlsbad, New Mexico, now on display at the National Museum of American History.

Another to make a life-saving contribution to reducing the road told was George Hurst (1927-1986; founder of his eponymous company) whose great legacy to humanity was the “Jaws of Life”, a hydraulic cutter he first developed in 1961 after being shocked at how long it sometimes took to extract the driver from the crumpled wreck of a race car.  The great advantage of the “Jaws of Life” was that it worked like a very powerful pair of scissors, avoiding the showers of sparks produced by mechanical saws, always a risk to use in areas where fuel is likely to have been spilled.  The basic design came to be used in hydraulic rescue devices worldwide and quite how many lives have been saved by virtue of its use isn’t known but again, it would be a big number.

Two decades of progress: Shifter for the two-speed Powerglide automatic transmission in 1953 Chevrolet Corvette (left) and a classic spherical shift knob in 1972 Chevrolet Corvette LT1.  The delicate-looking shifter in the 1953 Corvette seems modest but the location was a world-first for an automatic and was efficient because the location (between the driver’s seat and transmission tunnel) provided the shortest possible path to the linkage.  As late as 1964, Chrysler used a similar apparatus in the 1964 300K.

However, before the Jaws of Life, Hurst was already famous in the vibrant sub-culture which was at the times also known for its propensity to purchase and install suicide knobs.  Hurst produced “shifters” which were the assemblies connected to a transmission, used by the driver to “change gears” and they proved instantly popular which may seem strange given every manufacturer at the time included a shifter with every vehicle.  However, beginning in the late 1930s, the US manufacturers had begun moving from centrally located, floor-mounted levers to units on the steering column because it made for better packaging efficiency in the cabins, then optimized for bench-seats with three-astride seating.  That move achieved the goal but with the linkage between lever and gear-changing mechanism now longer and making more turns, some precision in the shifting was lost and column shifting (the once almost universal “three on the tree”) was less conducive to an enthusiastic driving style (such as that of the “suicide knob equipped” crowd).  It was in the 1950s the taste for floor-shifts like those in European sports cars began to gain critical mass and even though the 1953 Chevrolet Corvette was hardly a sports car in the tradition of MGs, Fiats and such, it’s notable Chevrolet from the start installed a floor shift for the (two-speed!) Powerglide automatic transmission; it may not have been a sports car with a “four-on-the-floor” but it had a floor-shift so there was that.  Automatic transmissions in mass-produced cars was then something of a novelty barely a decade old and the Corvette’s floor shift was apparently a world-first.

A butter curler producing curls.  Generally, the curlers come in large and small, respectively producing a curl notionally equivalent to a dollop or a knob (half-dollop).  In the kitchen however, knobs and dollops are what the chef decides they are.

Four-speed manual transmissions began to appear in Detroit-made cars in the late 1950s and within half a decade George Hurst’s shifters were close to obligatory for any racer (authorized or not) seeking “street cred” and it wasn’t a confected image, the Hurst shifters demonstratively superior without being excessively expensive.  So stellar did their reputation become even GM (General Motors) relaxed their long-standing ban on other brand-names being associated with their products and made a feature of one being standard equipment of the 1964 Pontiac GTO, the car credited with being “the first muscle car” and such was the success in 1965 the shifter’s handle was even permitted to be embossed: HURST.  Soon, other manufacturers actively were seeking co-productions.  George Hurst’s path to market domination was shockingly simple and might have come from a textbook: (1) a perfected design, (2) skilful engineering in development, (3) high quality in production and (4) an attractive price, a combination of elements with great appeal for buyers and manufacturers alike.

Hurst’s dual-gate automatic transmission “His and Hers” shifter with conventional apparatus “for the automatic minded little lady” and a performance-oriented configuration offering manual control for the “man who really wanted a 4-speed standard stick but bought this extra just for her.”  Note the unfamiliar shift pattern, the now universal PRNDL not an industry standard until 1965, the year before it was demanded by regulations.  From the early days of automatic transmissions in the 1940s, reverse had been directly adjacent to Low, allowing drivers more easily to emulate what was done with manual transmissions when a “rocking” was being induced to try to free a vehicle from mud or snow.  It was a quirk of the age and, because reliability was not then what decades later came to be expected, the early transmissions included a second (rear) fluid pump to permit push/tow/hill starts.  Probably, not many much dwelt on the shape of the knob Hurst put atop the His and Hers” shifter but in geometry it would be described as an oblate spheroid with two parallel planar truncations.  Now easily modelled in software rendered with a 3D printer, perfecting a shape like this for production used to absorb much time on the drawing board and in the creation of prototypes.  A spheroid is an ellipsoid generated by rotating an ellipse about one of its principal axes which, if “stretched” along one axis becomes a prolate spheroid (ie elongated and something like a rugby ball).  If slightly flattened along the axis of rotation, it’s an oblate spheroid (like planet Earth which isn’t quite a pure sphere) but the His & Hers knob, having a slight elongation along the shifter’s axis, is closest to a prolate spheroid.  The planar-truncation (ie sliced by two parallel planes) created the (left & right) flat faces and the knob can thus be described as a “truncated ellipsoid” or “truncated prolate spheroid” but anyone wishing to out-nerd the rest would probably coin something like “biaxial ellipsoid with parallel planar truncations”.

It was early in the era of second-wave feminism (1960s-1980s) that George Hurst made his brief foray into marriage guidance counselling.  First-wave feminism (1895-1950s) is sometimes called the “de jure” or “structural” period because the focus was on legal issues such as women's suffrage, property rights and political candidacy but, in the West, an early victory was overcoming any opposition to women being granted driver’s licences.  Attitudes however evolved not wholly in parallel with legal rights and even today, among some, the view persists it’s men who are focused on performance and speed while women value vehicles using other criteria.  Impressionistically, that stereotype is not wholly without foundation but, since second wave feminism reset the rules, it’s no longer possible to run advertising perpetuating the notion.  The “His and Hers” shifter worked with a key-lock which enabled the husband to ensure only he could use the “manual override” feature and the idea in recent decades has been revived although this time the target of the lockout includes one’s (presumably male) children and any concierge or attendant who might be entrusted with parking one’s car.

Advertisement for Hurst's "custom knobs" (left) and the famous Hurst "pistol grip shifter" in 1970 Plymouth 'Cuda 440+6 (ie 3 x 2bbl carburetors) (right).

The magic of Hurst’s shifters was in the mechanism but, just as for computer users the mouse and keyboard assume great importance because it’s by touching these relatively simple pieces of hardware that use can be made of the machine’s more sophisticated internals, it was the shifter’s knob which was a driver’s most intimate connection with the transmission.  Although in the art deco era there had been some lovely detailing, it wasn’t until the 1960s most conceptually moved beyond beyond “variations on a theme of sphere” and Hurst was among the manufacturers to explore shapes and substances.  There were “T-Handles” (which, usually as "T-Bars", were for decades popular around the world for automatics) and “Horseshoes” which attracted admiring glances but didn’t catch on and any number of novelty items including billiard balls (the “8 ball” predictably a favourite of the V8 crowd) and scale models of this and that including human body parts such as the skull and mammary gland.  Knobs could be of plastic, wood or various metals and came in designer colors, velvet coatings a nice touch of the 1960s.  The most fetishized of the muscle car era however was Hurst’s “Pistol Grip Shifter” which did what it said on the tin: it gave the user the feeling of holding a handgun.  In the 1960s, gun culture in the US hadn’t yet become what it is today (as now defined, the first “mass-shooting” didn’t happen until 1966) but it was still a place with a lot of firearms.  However, despite the potential implications, when in 1970 Chrysler made one standard equipment on the 1970 Plymouth ‘Cuda, one brochure made mention of the device only with the bland: “...a convenient pistol grip”.  For a corporation which called the Cuda’s hood scoop the I.Q.E.C.A.G. (Incredible Quivering Exposed Cold Air Grabber), it seemed a missed opportunity though it didn’t have much linguistic luck with I.Q.E.C.A.G., customers and everybody else deciding it was a “shaker”.

Ginger knob Lindsay Lohan in The Parent Trap, approaching 23 Egerton Terrace (tagged 7 for the film), Knightsbridge, SW3, London (the front door with a knob, left) and standing next to a door with a handle (right), from a photo-shoot by Rebecca Lader.

Architecturally, the choice between specifying door levers or door knobs is often one of mere preference or aesthetic conformity but for public or commercial buildings, some regulatory authorities now mandate the use of levers because typically they are easier to use for those with disabilities (especially if hand-mobility is limited) as they demand less dexterity.  Additionally, being circular and often highly polished, knobs can be hard to use with wet hands so that’s a consideration in kitchens, bathrooms and such; nor do young children find them as convenient as a handle.  So, all that would seem to make a compelling case for the handle but for domestic use, there’s one quirky consideration some may wish to include when making the choice.  While there are verified cases of cats and dogs learning to open doors using a handle, no pet has yet been observed mastering the turning of a door knob; while a rare problem, the chance of one’s cat or dog opening door using a lever is not zero and, because houses tend to use the same style of lever throughout, once they have learned to open one door, they’ve really learned to open all.  If it’s a concern, the good news is most doors are adaptable for either so replacing a lever with a knob does not usually require the door being replaced.

Guillotine

Guillotine (pronounced gil-uh-teen)

(1) An apparatus designed efficiently to carry out executions by decapitation.

(2) In medicine, an instrument used surgically to remove the tonsils.

(3) Any of various machines in which a vertical blade between two parallel uprights descends to cut or trim metal, stacks of paper etc.

(4) To truncate or cut.

(5) A technical procedure permitted in some parliaments which provides for an early termination of the time usually allocated to debate a bill, forcing an immediate vote.

(6) In philosophy, as “Hume's guillotine”, a synonym of “Hume's law”, the idea that what ought to be the case cannot be deduced from what is already the case; named after the Scottish philosopher and historian David Hume (1711–1776).

(7) In law, as “guillotine clause”, a contractual stipulation that the adoption of the overall contractual package requires adoption of all of the individual treaties or contracts within it; the clause often appears in international treaties or agreements between sub-national entities.

(8) In historic French slang, as “dry guillotine”, the deportation to a penal colony.

Circa 1791: The guillotine was named after Joseph Guillotin (1738-1814), the French physician who advocated its adoption.  The surname Guillotin was of French origin and was from the Old French personal name Guillot, a diminutive of "Guillaume" (the French form of William, meaning “will” or “desire” + “helmet” or “protection” which, macabrely, is amusing given the later association with the guillotine). The “-in” suffix is a common diminutive in French surnames, meaning “little” (in the sense of “younger”) or “son of”.  Still today, the surname Guillotin is found primarily in western France, particularly in regions like Brittany (Bretagne), Normandy, and the Loire Valley and probably began as a patronymic, identifying the bearer as “the son of Guillot”.  Guillotine & guillotining are nouns & verbs and guillotined is a verb; the noun plural is guillotines.  Although use of the verb is attested only from 1794, etymologists seem to agree it would have come into oral use simultaneously with the noun.

The classic guillotine consists of a tall, upright frame in which a weighted and angled blade is raised to the top and suspended.  The condemned person is secured with stocks at the bottom of the frame, positioning the neck directly below the blade. The blade is then released, swiftly to fall, forcefully decapitating the victim in a single pass, the head falling into a basket below.  In 1789, having witnessed the sometimes prolonged suffering caused by other methods of execution, Dr Joseph Guillotin (1738-1814), then a deputy in the National Assembly, had commended the guillotine to the authorities, his notes at the time indicating he was concerned with (1) efficiency of process, (2) a humanitarian concern for the victim and (3), the effect less expeditious methods had on executioners (and of the three, it was only the first and third which would later induce the Nazis to abandon mass-shootings of the Jews and instead create an industrialized process).  The French administration agreed and several guillotines were built in 1791, the first execution the following year.  Approvingly reporting the efficiency of the machine, the Universal Magazine of Knowledge and Pleasure in January 1793 noted "The name of the machine in which the axe descends in grooves from a considerable height so that the stroke is certain and the head instantly severed from the body."  The device also affected Scottish historian Thomas Carlyle (1795–1881) who, in his seminal French Revolution (1837), was moved to observe "This is the product of Guillotin's endeavors, ... which product popular gratitude or levity christens by a feminine derivative name, as if it were his daughter: La Guillotine! ... Unfortunate Doctor! For two-and-twenty years he, unguillotined, shall hear nothing but guillotine, see nothing but guillotine; then dying, shall through long centuries wander, as it were, a disconsolate ghost, on the wrong side of Styx and Lethe; his name like to outlive Cæsar's."  For better or worse, historians no longer write like that.

Sterling silver cigar cutter (1994) by Theo Fennell (b 1951).

A finely crafted piece, the upright frame contained a sprung, angled blade with retaining chain, the cigar tip tumbling into a gilded silver basket after the blade descends to the stocks.  The base was of honed, black slate with a sterling silver cartouche ready for engraving, the unit supplied in a bespoke, two-door presentation case.  At auction, it sold for Stg£2,000 (cigar not included).

Born in Saintes, Dr Guillotin emerged as a prominent member of the Constituent Assembly in Paris and although philosophically opposed to capital punishment, he was a realist and wished executions done in a more humane manner and, very much in the spirit of the times, for the one method to be used for all social classes.  He recommended a machine known at the time as the “Louison” or “Louisette”, the nickname derived from the French surgeon and physiologist Dr Antoine Louis (1723-1792) who designed the prototype although it was built by German engineer and harpsichord maker Tobias Schmidt, the process typical of the division of labor in Europe at the time.  It was Herr Schmidt who suggested using a diagonal blade rather than the round shape borrowed from the executioner’s axe and, with his knowledge of anatomy, Dr Louis calculated what came to be known as the “angle of Louis”, an alternative term for the "sternal angle" (the point of junction between the manubrium and the body of the sternum).  The advocacy of Dr Guillotin however received more publicity and, much to his regret, “Guillotine” captured the public imagination, his family so embarrassed by the connection they later changed the family name.  A confessed Freemason, Dr Guillotin died of natural causes in his Paris home, aged 75 and was buried in the city’s Père-Lachaise Cemetery.

One of the kitten-heel shoes worn by Marie Antoinette (1755–1793; Queen Consort of France 1774-1792) on the day of her execution, 16 October 1793.  

While ascending the stairs to the guillotine, she tripped, stepped on the executioner's foot and lost her shoe, something of a harbinger to what she’d lose a few moments later.  The shoe was later recovered and is now on display at the Musée des Beaux-Arts de Caen.

Although Dr Guillotin regretted his name being associated with the contraption, the true origin wasn't even French.  While the date such a thing was first used is unknown it seems almost certainly a medieval creation, an early English record indicating a mechanical beheading device was in use in Halifax in West Yorkshire; then called the Halifax Gibbet, the decapitation of an unfortunate Mr John Dalton recorded in 1286.  A sixteenth century engraving named The Execution of Murcod Ballagh Near to Merton in Ireland 1307 shows a similar machine suggesting use also in medieval Ireland and Scotland, from the mid-sixteenth century until the abolition of use circa 1710; it was called the Maiden which seems to have been functionally identical to the Halifax Gibbet.  In Italy, most un-euphemistically, it was called the Mannaia (cleaver).  Over the years, it attracted many nicknames, some sardonically deployed as the equivalent of gallows humour including La Monte-à-regret (The Regretful Climb), Le Rasoir National (The National Razor), La Veuve (The Widow), Le Moulin à Silence (The Silence Mill), La Bécane (The Machine), Le Massicot (The Cutter), La Cravate à Capet (Capet's Necktie (Capet being Louis XVI (1754–1793; King of France 1774-1792)) & La Raccourcisseuse Patriotique (The Patriotic Shortener).

Marie Antoinette's execution on October 16, 1793 (Unknown artist).

The carts famously used to take victims to the guillotine during the Reign of Terror (the period in the mid-1790s after the declaration of the First Republic, marked by massacres, public executions, anti-clericalism and internecine political struggle) were called tumbrels although many illustrations depict the use of four-wheeled carts rather than tumbrels.  Presumably both types were used but historians generally believe it was usually the tumbrel because the revolutionaries preferred the symbolism of something used usually for moving dung or rubbish and suggest artists preferred the four-wheelers simply for compositional reasons.  The noun tumbrel (two-wheeled cart for hauling dung, stones etc) was from mid-fifteenth century French, a name, curiously perhaps, used in the early thirteenth century to describe what some eighteenth century dictionaries described as a mysterious “instrument of punishment of uncertain type” but which turned out to be (1) a name for the cucking stool used, inter alia, to conduct the dunking in water of women suspected of this and that and (2) was a type of medieval balancing scale used to weigh coins.  It was from the Old French tomberel (dump cart) (which exists in Modern French as tombereau), from tomber ((let) fall or tumble), possibly from a Germanic source, perhaps the Old Norse tumba (to tumble), the Old High German tumon (to turn, reel).

Public guillotining of Eugen Weidmann, Versailles, 1939.

The records from the early days of the revolution are understandably sketchy but the first guillotine was likely that crafted by German harpsichord maker Tobias Schmidt which first was used on 25 April 1792, the term “guillotine” appearing first in print in a report by the journalist Louis René Quentin de Richebourg de Champcenetz (1759-1794) who, in another journalistic scoop, was later guillotined.  Although synonymous with the French Revolution, during which some seventeen thousand were beheaded, the guillotine remained the nation's official method of capital punishment until the death penalty was abolished in 1981.  The highwayman Nicolas Jacques Pelletier (circa 1756–1792) was the first victim while the last public guillotining was of Eugen Weidmann (1908-1939) who, convicted of six murders, was beheaded in Versailles on 17 June 1939.  The final drop of the blade came when murderer Hamida Djandoubi’s (1949-1977) sentence was carried out in Marseille on 10 September 1977.

Boucles d'oreilles pendantes guillotine en laiton (guillotine drop earrings in brass), cut and engraved, Paris, circa 1880.

In France, until the onset of modernity with the coming of the twentieth century, artistic and decorative representations of the guillotine proliferated because the bloody events of the 1790s had made the instrument a symbol of republican patriotism.  Methods of execution now appear less as fashion items although there was a revival associated when the punk movement went mainstream in the mid-1970s (anarchists, revolutionaries and such less inclined to trivialize what they intended soon to be a serious business). In recent years, models in nooses have however strutted the catwalks generating outrage which, measured in column inches, photographs and clicks, was of course the point of them donning the macabre accessory.  For those nostalgic for the days of la révolution, made with a variety of materials, guillotine drop earrings are available on-line.

Paper trimming guillotine.

The device was used in many European countries until well after the Second World War but, perhaps predictability, none were as enthusiastic as the Nazis.  Having been used in various German states since the seventeenth century and being the preferred method of execution in Napoleonic times (circa 1799-1815), guillotine and firing squad were the legal methods of execution during both the Second Reich (1871–1918) and the Weimar Republic (1919–1933).  For the Nazis however, it was just another way to industrialize mass-murder and under the Third Reich (1933-1945), 16,500 were guillotined including 10,000 in 1944–1945 alone although, after the attempt on his life in July 1944, Hitler wasn’t at all attracted to an efficient or humanitarian dispatch of the surviving plotters and for them specified a more gruesome method.  The guillotine was used for the last time in the FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) in 1949 though use in the GDR (Deutsche Demokratische Republik (German Democratic Republic; the old East Germany) 1949-1990) persisted until 1966, mostly by the Ministerium für Staatssicherheit (Ministry for State Security, better known as the Stasi) for secret executions.

Brandenburg prison fallbeil now on display at the Deutsche Historisches Museum.  Unlike most of the Tegel machines, it's un-painted and not fitted with a blade shield although the rather crude construction (using unfinished wood planks and four hefty, unadorned wooden legs) is characteristic of the Tegel design.  Some other Tegel fallbeils have had some of the timber members replaced with square metal tubing.

The German for guillotine is fallbeil (literally "axe-method" which is pleasingly informative).  The Nazis increased the number of capital offences in the criminal code and consequently, there was a drastic increase in the number of executions in the Reich.  To meet the demand, many prisons were designated as execution sites, sixteen gazetted by 1942, all equipped with metal (Mannhardt) fallbeils, the standardized procedure for execution as typically exact and bureaucratic as anything in the German civil service.  The first fallbeils were made from wood and built by the inmates of the Tegel prison in Berlin (hence the name) while the later Mannhardt design (fabricated from steel) was more sophisticated, including an external pulley frame and, thoughtfully, a hinged sheet-metal cover to protect the executioner from "blood spray".

The help admiring a SWB 600.

It’s at least arguable the Mercedes-Benz 600 (M100, 1963-1981) was the last car which, upon its introduction, could be called “the best car in the world”.  Some publications used exactly that phrase when their road-test reports appeared and about all the review in US magazine Road & Track found to complain about was (1) the choice of where to place the driver’s ashtray was obviously the decision of a non-smoker and (2) the air-conditioning (AC) was primitive compare with what was installed in Cadillacs, Lincolns and Imperials (or for that matter, Chevrolets, Fords and Plymouths).  The factory did improve ashtray placement (before social change drove them extinct) but it took decades for it to produce AC systems as good as those from Detroit although, impressionistically, probably nothing has ever matched the icy blasts possible in 1960s Cadillacs and such.

A 600 Pullman on location, 2011.

Lindsay Lohan (b 1986) & Grant Bowler (b 1968) during the filming of Liz & Dick (2012), a “biopic” of the famously tempestuous relationship between the actors Elizabeth Taylor (1932–2011) & Richard Burton (1925–1984).  The car is a Mercedes-Benz 600  four-door Pullman with the vis-a-vis seating.  The flagstaffs (installed in this instance above the front wheel arches) were usually fitted to cars used by governments or the corps diplomatique.

An extraordinary technical achievement, despite its run of 18-odd years, the 600 was a commercial failure with only 2677 built, the 408 (345 sedans & 63 Pullmans) which left the line in the first year of full production (1965) an encouraging start but that proved the high point, the decline precipitous after 1972 when the 600 was withdrawn from the US market, the costs of complying with the new regulations (as well as uncertainty about what was to come) just too onerous to be justified for such a low-volume model.  Although there were examples of special coachwork (armour plating, higher roof versions and even a couple of coupés)  the 600 appeared in three basic forms, the SWB ("short" wheelbase) four-door sedan, the LWB (long wheelbase) Pullmans (in four & six door form) and the Pullman Landaulets (with two lengths of retractable roof); the breakdown was 2,190 sedans, 428 Pullmans and 59 Landaulets.

The car of kings, dictators and real estate developers.

The 1970 Pullman Landaulet (one of twelve known informally as the "presidential" because the folding portion of the roof extended to the driver's compartment, the other 58 Landaulets having a convertible top only over the rear seat) was purchased by the Romanian government and used by comrade president Nicolae Ceaușescu (1918–1989; general secretary of the Romanian Communist Party 1965-1989) until he and his wife were executed (by Kalashnikov assault rifle) after a “people's tribunal” held a brief trial, the swiftness of which was aided by the court-appointed defense counsel who declared them both guilty of the genocide of which, among other crimes, they were charged.  Considering the fate of other fallen dictators, their end was less gruesome than might have been expected.  Comrade Josip Broz Tito (1892–1980; prime-minister or president of Yugoslavia 1944-1980) had a similar car (among other 600s) but he died undisturbed in his bed.  The blue SWB (short wheelbase) car to the rear is one of the few SWB models fitted with a divider between the front & rear compartments including hand-crafted timber writing tables and a refrigerated bar in the centre console.  It was delivered in 1977 to the Iranian diplomatic service and maintained for the Shah’s use.  The 1969 sedan to the right (identified as a US market car by the disfiguring headlight treatment) had a less eventful past, purchased by a California real estate developer, who took advantage of the Mercedes-Benz European Delivery Program (discontinued in 2020 after some sixty years), collecting the 600 from the Stuttgart factory.

KCNA (Korean Central News Agency) footage of the DPRK Youth Parade, Pyongyang, DPRK, 2012.  The KCNA (its headquarters at 1 Potonggang-dong in Pyongyang's Potonggang District) may be the world's most productive state news agency and is the best source for new Kim Jong-Un content. 

At the 2012 Youth Parade, all in the full stadium were happy and enthusiastic, delighted no doubt to be the only audience on the planet able to see two long-roof Mercedes-Benz 600 Landaulets together.  The DPRK (Democratic People's Republic of Korea (North Korea) should not be confused with the "puppet state" RoK (Republic of Korea (South Korea)).  Kim Il-Sung (Kim I, 1912–1994; Great Leader of DPRK 1948-1994) purchased a brace of presidential Landaulets which he passed down the line (along with the rest of North Korea) to his descendants Kim Jong-Il (Kim II, 1941-2011; Dear Leader of DPRK1994-2011) & Kim Jong-Un (Kim III, b 1982; Supreme Leader of DPRK since 2011).    Evil dictators and real estate developers are one thing but the television personality Jeremy Clarkson (b 1960) also owned a (SWB) 600 and from that the car's reputation may never have recovered.  

Staged publicity shot of 1966 Mercedes-Benz 600s.

A four-door Pullman (left) and SWB (right) parked outside the Hotel Vierjahreszeiten, Munich, Bavaria, FRG.  This shot illustrates the difference between the two platforms, the Pullman's additional length all in the wheelbase (the Pullman's was 3,900 mm (153½ inches) against the sedan's 3,200 mm (126 inch).  The factory initially called the sedans “limousines” because that was the traditional German term for a four door sedan (or saloon) but they’re commonly referred to also as the SWB (short wheelbase), the Pullmans very definitely a LWB (long wheelbase).

1966 Mercedes-Benz 600 SWB, Place de la Concorde, Paris, France.

The 600’s famously smooth ride and remarkably capable handling was achieved with a suspension system using air-bellows but more intricate still was the engine-drive hydraulic system with which could be controlled the raising and lowering of the windows and central divider (installed on all but one of the Pullmans and optional on the SWBs), the setting of the shock absorbers (dampers), the opening and closing of the sun-roofs (it was possible on Pullmans to order two!) and the positions of the seats.  Additionally, the closing of the trunk (boot) lid and doors were hydraulically controlled although the hood (bonnet) needed to be raised manually; the factory was clearly more concerned for the comfort of passengers than mechanics.  To achieve all this, the plumbing’s fittings included 30 hydraulic switches, 12 double-acting hydraulic cylinders, 10 single-acting cylinders, six self-resetting single-acting units, a pump, a reservoir, and an accumulator, all connected by 3.5 mm (⅛ inch) internal-diameter lines coursing with hydraulic oil at a pressure of 2,176 psi (150-bar).  As might be imagined, to even experienced automotive engineers & mechanics, the schematic appeared of Byzantine complexity but to those accustomed to the hydraulics of heavy machinery it seemed simple, the only novelty being components unusually small.  The pressure of the system was high enough (twice that of a typical fire hose), if ruptured, to pierce human flesh although, reassuringly, below what’s needed to cut through bone.  Just to prove safety warnings are not something recent, the high pressure warranted a passage in a notably thick publication: Workshop Manual, Type 600, The Grand Mercedes: “It cannot be too highly stressed that it is mortally dangerous to open the oil-pressure container!”  Although the silently operating hydraulic system did offer the advantage of eliminating the noise which would have been generated had electric motors been used, the real attraction was the elimination of an estimated 800 metres (2600 feet) of wiring and more than a dozen motors (and it would have been a challenge to fit them all in the existing structure).

The Guillotine.

A Mercedes-Benz 600 sedan in the now closed Kemp Auto Museum in Saint Louis, Missouri, is used to demonstrate why the hydraulically activated trunk (boot) lid was known to wary technicians as “the guillotine”.  This is the lid closing with the hydraulics on the most hungry setting.

1966 Mercedes-Benz 600 Pullman Landaulet with the shorter of the two folding roofs.

The trunk-lid’s single hydraulic cylinder can bring the steel panel down with alarming force so service personnel decided it deserved to be nicknamed “the guillotine”.  It was however adjustable to reduce the potential to damage fingers (at least there was an attempt to minimize risk; from certain manufacturers, some of the early electric windows didn’t include a clutching mechanism and were capable of crushing the match boxes often used to demonstrate the danger to dawdling digits).  The 600’s hydraulic system was well-built and used high quality components but the factory knew nothing is indestructible and every car included in the trunk a box containing (1) four wedges to force between the glass and the jambs to keep the windows up and (2) a set of pins which could be inserted to keep the squabs of the front seats upright.  Indeed, the door closing apparatus proved troublesome (tales of expensive dresses ruined by a squirt of hydraulic fluid part of the 600 legend) and wasn’t fitted after 1967 but the guillotine remained standard equipment until the end.