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.

Embezzle

Embezzle (pronounced em-bez-uhl)

In law, fraudulently to appropriate or convert (money or property entrusted to one's care) for one's own use (applied especially to fraud committed by an employee).

1375–1425: From the late Middle English embesilen, from the fourteenth century Anglo-French embesiler, embesillier & embeseillier (to destroy, make away with; to steal, cause to disappear), the construct being em- + beseiller, from the Old French beseiller (to torment, destroy, gouge) of uncertain origin.  The sense of “dispose of fraudulently to one's own use” dates from the 1580s.  The earliest known use of the noun embezzler (one who embezzles) was in the 1660s but it may pre-date that because the noun embezzlement was known in the 1540s while the noun embezzling dates from the early fifteenth century.  The em- prefix (used before certain consonants, most often the labials b and p) was a variant of the Middle English en-.  It was originally from the Old French en- (and an-), from the Latin in- (in, into) but was also from an alteration of in-, from the Middle English in-, from the Old English in- (in, into), from the Proto-Germanic in (in).  Both the Latin and Germanic forms were from the primitive Indo-European en (in, into).  The intensive use of the Old French en- & an- is due to confluence with the Frankish an- (the intensive prefix), related to Old English intensive prefix on-.  It was used to impart the sense of (1) in, into, (2) on, onto, (3) covered, (4) caused or (5) as an intensifier.  Embezzle, embezzles, embezzled & embezzling are verbs and embezzlement & embezzler are nouns; the most common noun plural is embezzler. 

In English law, embezzle was a special class of theft or fraud which was distinguished by two characteristics: (1) the act was committed by a person employed by the owner of the misappropriated property and (2) the property misappropriated was in the (legal) possession of the employee.  The fine distinctions arose early in the development of common law because of the practical difficulties caused by the long-established legal doctrine that to constitute a larceny, the property must be removed from the possession of the owner.  Servants and others were thus able to steal with impunity goods entrusted to them by their masters and a stature of 1529 was enacted, providing that it would be a felony were employees to convert to their own use jewels, money, goods or chattels delivered to them by their employers (masters in the terminology of the time).  It's an illustration of the difference between "in legal possession of" and "lawfully possessing".   

On the way out: Bernard Madoff leaving Manhattan Federal Court, Tuesday, 10 March 2009.

Confessed embezzler Bernie Madoff (1938-2021) embezzled almost US$20 billion using as a platform history's largest (known) Ponzi scheme.  After being arrested, the DoJ (Department of Justice) and the SEC (Securities & Exchange Commission) stated referring to him as “Bernard Madoff”, the media and most politicians following their lead; it was felt an affectionate diminutive like “Bernie” was no longer appropriate.  Between 1990-1993, during his respectable period, Mr Madoff served three one-year terms as chairman of the National Association of Securities Dealers Automated Quotations (the Nasdaq (one of those initialisms which became an acronym)); the New York-based stock exchange described usually as "tech heavy").  Even today, Mr Madoff's scheme is sometimes described as "a US65 billion scam" but the actual embezzlement was around US$20 billion, the additional funds all in his imagination.  Predictably, those who did best were the lawyers involved in the case who charged a reputed US$800 million.  

The idea that “theft as a servant” was an offense which deserved a greater punishment that theft by a stranger remains a doctrine in common law jurisdictions, the rationale being that such crime is also a violation of trust.  In Australia, the concept has attracted interest of late because of the increasing frequency of “wage-theft” cases in which employers have been found to have been engaged in deliberately under-paying their staff, sometimes in a manner which is so carefully constructed as to have been held to have been systemic.  In most jurisdictions, the penalties available remain civil but two states have recently passed laws permitting criminal prosecutions of both corporations and individuals.  Legal commentators have generally welcomed the development, noting the frequently cited defense that organizations lacked the resources to deal with the complexity of the award wage system didn’t appear to constrain them when engaging in the tax minimization exercises made possible by the intricacies of tax law.  The law reform does nothing to alter the notion of “theft as a servant” being higher order of offending that done by a stranger but it does slightly redress the injustice of embezzlement by employees being by definition a criminal act yet embezzlement by employers was only ever a matter redressed by civil action and, in a practical sense, usually claimed to be “an error” rather than a “deliberate act”, a defense rarely tolerated if raised by an employee (an in this judges were doubtlessly usually correct).  The first case under a criminal code is now before the Victorian courts.

In idiomatic use, someone with their “fingers in the till” is committing embezzlement.  Synonyms exist but because of precise definitions in law, not all are interchangeable in a legal context.  In general use they include filch, loot, misappropriate, misuse, pilfer, purloin, skim, abstract, defalcate, forge, misapply, peculate, thieve, defalcate, flog, pinch and peculate.  Most tempting because of the rarity is probably the verb peculate (embezzle, pilfer, appropriate to one's own use public money or goods entrusted to one's care) from 1749, from the Latin peculatus, past participle of peculari (to embezzle), from peculum (private property (and originally "cattle"), the related forms being peculated, peculating & peculator.

The Great Crash 1929

The Great Crash 1929 (1955) by JK Galbraith.

Bezzle was a back-formation from embezzle, coined by the economist JK (Ken) Galbraith (1908-2006) in his 1955 book The Great Crash, 1929.  In the technical language of economics, bezzle is the temporary gap between the perceived value of a portfolio of assets and its long-term economic value.  The actions and forces which operate in economies over time create bezzle which unleash consequences understood usually only in retrospect.  The significance of the derivation from embezzlement was that Galbraith called it “the most interesting of crimes”, noting: Alone among the various forms of larceny [embezzlement] has a time parameter. Weeks, months or years may elapse between the commission of the crime and its discovery. (This is a period, incidentally, when the embezzler has his gain and the man who has been embezzled, oddly enough, feels no loss. There is a net increase in psychic wealth.) At any given time there exists an inventory of undiscovered embezzlement in—or more precisely not in—the country’s business and banks.

The conditions which exist at certain times Galbraith observed, are especially conducive to the creation of bezzle, and “…at particular times this inflated sense of value is more likely to be unleashed, giving it a systematic quality”.  Those times tend to be defined by the business cycle in that “…in good times, people are relaxed, trusting, and money is plentiful.  But even though money is plentiful, there are always many people who need more.  Under these circumstances, the rate of embezzlement grows, the rate of discovery falls off, and the bezzle increases rapidly. In depression, all this is reversed.  Money is watched with a narrow, suspicious eye. The man who handles it is assumed to be dishonest until he proves himself otherwise. Audits are penetrating and meticulous.  Commercial morality is enormously improved and the bezzle shrinks."

The Great Crash 2005

Crashed and towed, Los Angeles, 2005.

In October 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 400 (175 for the US market, 225 for the RoW (rest of the world)) of the even more powerful SL 65 Black Series, the third occasion an SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.  A production number of 350 is sometimes quoted but those maintaining registers insist it was 400.

Fixed and simonized, Texas, 2007.

By 2007, the car (still with California registration plates (5LZF057) attached) had been repaired, detailed & simonized and was being offered for sale in Texas, the odometer said to read 6207 miles (9989 km).  Bidding was said to be “healthy” so it was thought all's well that ends well but once the vehicle's provenance was brought to the attention of the repair shop, it was realized the celebrity connection might increase its value so it was advertised on eBay with more detail, including the inevitable click-bait of LiLo photographs.  However, either eBay doesn't approve of commerce profiting from the vicissitudes suffered by Hollywood starlets or they'd received a C&D (cease & desist) letter from someone's lawyers and the auction ended prematurely.  It proved a brief respite, the SL 65 soon back on eBay Motors but with the offending part of the blurb limited to "previously owned by high profile celebrity", leaving it to prospective buyers to join the dots.

Jacqueline Kennedy (1929-1994; US First Lady 1961-1963) with the elongated Ken Galbraith who at the time was serving as US ambassador to India.  Galbraith later recalled how difficult it was to get John Kennedy (JFK, 1917–1963; US president 1961-1963) interested in subjects like agriculture, a matter then (as now) of great matter in the Indian economy.

In other words, there can exist a temporary (and not necessarily short) difference between the actual economic value of a portfolio of assets and its reported market value, especially during periods of irrational exuberance.  At these times, there is “…a net increase in psychic wealth” because (1) the embezzler both feels and is richer while the original owners of the portfolio do not realize that they are poorer.  The classic case studies of the phenomenon are those duped in Ponzi schemes, a mechanism of deception in that two people simultaneously can enjoy the same wealth but the effect is similar when accounting fraud is involved, companies like Enron and WorldCom booking overvalued assets and excessively high stock valuations.   Until accounting frauds are uncovered, there is a collective increase in psychic wealth as the value of the bezzle rises.  Bezzle is of course temporary and when the truth emerges perceived wealth decreases until it once again approximates real wealth but this is not an abstract measure of value, the perceptions greatly influencing patterns of consumption with obvious effects upon the real economy.  Many recessions have followed the unwinding of a bezzle and of course, Galbraith’s 1955 book was about the worst of them, the Great Depression of 1929.

Others have since refined the idea of bezzle, noted investor Charles Munger (b 1924) explaining the net effect of a bezzle doesn’t actually demand that there be some form of constructive embezzlement as described by Galbraith.  It needs only that when the reported market value of an asset or portfolio temporarily exceeds its real economic value (which he defined as the value of future returns on that asset), the economy goes through the same cycle of increase and decrease in psychic wealth.  Munger tracked the way rising asset prices, disconnected from their underlying long-term economic value, can contribute to what he called the febezzle.  The word didn’t linger in the language as bezzle has but his insight certainly has, his point being that rising stock or real estate prices can generate income and wealth effects whether or not these rising prices reflect real increases in the earning capacity of these assets.  When asset prices rise for reasons other an increases in actual productive capacity, the overall economy doesn’t benefit because there will be no corresponding increase in the productive capacity of that economy.  The owners of the over-valued assets so of course feel richer but only temporarily because prices eventually converge to a value that represents their real contribution to the production of goods and services, thus the concern some express during periods of irrational exuberance in markets such as fashionable equities, real estate, cryptocurrencies or tulip bulbs.

Interestingly, Munger was discussing things in the distant world of the 1990s when commentators were expressing concern about the economic pattern in Western economies simultaneously to drive up asset prices while restricting the money supply.  Some of the range of possible consequences of that had unfolded since the early 1980s but those events provided little guidance to what might happen were the same forces to be unleashed when the money supply was allowed rapidly to expand and sold at marginal cost.  In the twenty-first century, the successive reactions of central banks to (1) the “tech wreck” of 2000-2001, (2) the global financial crisis (2008-2011) and (3) the COVID-19 pandemic mean the implications can be explored.

The photograph used on the cover of some editions of Galbraith's book was one of two staged on 30 October 1929 (shortly after the "Wall Street crash") which purported to show investor Walter Clarence Thornton (1903–1990) offering to sell his 1928 Chrysler Imperial 75 Roadster for US$100, a new one at the time typically costing between US$1550-2000 depending on the configuration.  The Imperial name was used by Chrysler for its upper range models between 1926-1954 after which it was the corporation's stand-alone marque designed to compete with Cadillac, Lincoln and Packard, an approach abandoned in 1975 and few care to recall the abortive revival of 1990-1993.  At this time, Mr Thornton was working as a model and the "lost all on the stock market shoot" was just another gig.  He's remembered also for founding the Walter Thornton Modeling Agency which would be one of the most successful in the industry until the mid-1950s when he was the victim of a malicious prosecution.  All charges were dropped before going to court but so much was his reputation damaged by "trial-by-tabloid" he retired to Mexico.

Backwoodsman

Backwoodsman (pronounced bak-woodz-muhn)

(1) A person living in or coming from the backwoods, or a remote or unsettled area (backwoodswoman a later back-formation).

(2) A person of uncouth manners, rustic behavior or speech etc.

(3) In historic UK use, a peer (member of the House of Lords) who rarely attends the chamber.

1700-1710: An Americanism, the construct being backwoods ((1) partly or wholly uncleared forest (especially in North America use) and (2) a remote or sparsely inhabited region (especially in North America use); away from large human settlements and the influence of modern life) + -man.  The related terms included “hinterlander”, “mountain man” & “woodsman” and while the history of use meant they evolved to be not wholly without implied meaning, in various places a number of “loaded” words and phrases came to be used as a way of disparaging rural dwellers including country bumpkin, boor, clodhopper, hick, rube, rustic, yokel, country boy (or country girl), hayseed, clod, hodge, swain, country cousin, son of the soil, lubber, lummox, galoot, mountainmen & lunk.  Backwoodsman is a noun; the noun plural is backwoodsmen.

Back was from the Middle English bak, from the Old English bæc (rear part of the body), from the Proto-West Germanic bak, from the Proto-Germanic baką & bakam, possibly from the primitive Indo-European bhago- (to bend; to curve) and may be compared with the Middle Low German bak (back), from the Old Saxon bak, the West Frisian bekling (chair back), the Old High German bah, and the Swedish and Norwegian bak.  It was cognate with the German Bache (sow (adult female hog)).  Wood was from the Middle English wode, from the Old English wudu & widu (wood, forest, grove; tree; timber), from the Proto-West Germanic widu, from the Proto-Germanic widuz (wood), from the primitive Indo-European hweydh- (to separate).  It was cognate with the Dutch wede (wood, twig), the Middle High German wite (wood), the Danish ved (wood), the Swedish ved (firewood), the Icelandic viður (wood) and additional cognates include the Irish fiodh (a wood; tree), the Irish fid (tree) and the Welsh gwŷdd (trees), all from the Proto-Celtic widus (wood).  The word was unrelated to the Dutch woud (forest), and the German Wald (forest).  Man was from the Middle English man, from the Old English mann (human being, person, man), from the Proto-West Germanic mann, from the Proto-Germanic mann (human being, man), probably from the primitive Indo-European mon- (man) (men having the meaning “mind”); a doublet of manu.  The specific sense of “adult male of the human race” (distinguished from a woman or boy) was known in the Old English by circa 1000.   Old English used wer and wif to distinguish the sexes, but wer began to disappear late in the thirteenth century, replaced by mann and increasingly man.  Man also was in Old English as an indefinite pronoun (one, people, they) and used generically for "the human race, mankind" by circa 1200.  It was cognate with the West Frisian man, the Dutch man, the German Mann (man), the Norwegian mann (man), the Old Swedish maþer (man), the Swedish man, the Russian муж (muž) (husband, male person), the Avestan manš, the Sanskrit मनु (manu) (human being), the Urdu مانس‎ and Hindi मानस (mānas).  Although often thought a modern adoption, use as a word of familiar address, originally often implying impatience is attested as early as circa 1400, hence probably its use as an interjection of surprise or emphasis since Middle English.  It became especially popular from the early twentieth century.

Types de pionniers, de bouviers et d indians de Benton (Montana) (pioneers, drovers and Indians from Benton, Montana).  A late nineteenth century engraving after the drawing by Émile-Antoine Bayard (1837–1891), depicting the voyage from Washington to San Francisco, in 1868, by French engineer & geologist Louis Laurent (1830-1886), published in Le tour du monde (Hachette edition, 1874), edited by Édouard Charton (1807–1890).  When reproduced for sale in the US (right), the title Backwoodsmen and Indians (in the sense of “Native Americans” was sometimes used.

In the US, “backwoodsman” was a term used to describe those living remotely and it could be used neutrally or, by city-dwellers, as a form of disparagement.  It spread to the UK but didn’t become widely used until the dispute between the Conservative & Unionist Party (the Tories) opposition and the new Liberal government over certain budget measures, the squabble culminating in the “constitutional crisis” of 1911 and the passage of the Parliament Act which removed from the non-elected House of Lords the power permanently to block legislation passed by the (then sort of) democratically elected House of Commons.  When the Lords, defying convention, voted to reject the government’s budget, the prime minister and chancellor of the exchequer (the finance minister or treasurer) decided what was needed was constitutional reform, ending or at least severely restricting the right of their lordships to frustrate a government with a majority in the Commons.

HH Asquith, London, 1911.

The significance of the “backwoodmen” in the constitutional crisis was that they were the peers (members of the House of Lords, almost all of who had inherited their title and the right to sit in the parliament’s upper house, some there thus because of some great service (or in some cases corrupt act) of a ancestor possibly centuries earlier) who rarely, if ever attended sessions.  They gained their name by virtue of being country gentlemen and by virtue of their inherent bias for the Tory cause, they provided a built-in majority for the party and should ever the need arise, they could be summoned to vote.  That need arose during the crisis because the prime-minister (HH Asquith (1852–1928; UK prime minister 1908-1916) had threatened to secure George V’s (1865–1936; King of the United Kingdom & Emperor of India 1910-1936) acquiescence to the creation of hundreds of Liberal Party aligned peers thereby overwhelming the Tory majority, a move which contained the implied threat of the new crop being used in an act of “political suicide”: voting to abolish the Lords.  That might have seemed scaremongery but in the decades ahead, elsewhere in the empire, upper houses would do exactly that.

Backwoodsperson Lindsay Lohan in the woods in Albus Lumen top & skirt from Matches Fashion with Missoni earrings & choker from Ounass, Emirates Woman magazine, May 2018.

As the parliamentary battle-lines were drawn, the Tories in the Lords coalesced into two factions: the “ditchers” and “hedgers”.  The ditchers were the “hardliners”, the absolutists prepared (metaphorically) to “die in the last ditch” rather than accede to any reform which constrained their power.  The ditchers had a world view which included the aristocracy being the natural and essential class to govern the nation.  The hedgers were the age’s version of the “power-realists”, pragmatists who may not have approved of reform but could sniff the winds of political change blowing through Westminster’s oak-panelled corridors, winds that were turning to gusts, blowing in moths already nibbling at the ermine.  Their view was the threatened reform was the lesser of two evils and it was better to concede a little now than later lose a lot more.

David Lloyd George, London, 1907.

Compromise was anathema to the ditchers who mobilized the network of backwoodsman peers, summoning them to London to vote which would have been a experience for some who had not for decades cat their eyes upon the the houses of parliament, let alone sat in the place.  The ditchers thought they had the numbers and at some points in the struggle they almost certainly did but when the news circulated the king had agreed to created hundreds of new barons, some of the ditchers, appalled at the thought their  exclusive circles would be diluted by an infusion of miners, manufacturers and motor car salesmen, left their ditch for the hedge.  When the moment arrived, the Parliament Act (1911) was passed by 131 votes to 114, the hundreds of abstentions an indication of how many had decided to “sit on the hedge”.  After the Parliament Act, the Lords could no longer veto all but the most fundamental constitutional acts and their power was restricted to delaying implementation for two years (in 1949 reduced to six months).  One Liberal actually pleased the need for the hundreds of new peers had never arisen was David Lloyd George (1863–1945; UK prime-minister 1916-1922), then chancellor of the exchequer.  Lloyd George was well acquainted with the character of men likely to be among the hundreds of new barons and viewed them with some distaste, admitting to the Tory leader of the opposition (Arthur Balfour (1848–1930; UK Prime Minister 1902-1905)) that like him he had no desire to see the creation happen: “…looking into the future, I know that our glorified grocers will be more hostile to social reform than your Backwoodsmen.”  Lloyd George appreciated the backwoodsmen might have some sense of noblesse oblige but he knew the way the “jumped up grocers” treated the working class in their mines, mills and factories.