Allegro

Allegro (pronounced uh-ley-groh or uh-leg-roh or ahl-le-graw (Italian)).

(1) In music, a tempo mark directing that a passage is to be played in a quick, lively tempo, faster than allegretto but slower than presto.

(2) In music (more traditionally), an expressive mark indicating that a passage is to be played in a lively or happy manner, not necessarily quickly.

(3) In music, a piece or passage to be performed in this manner (an allegro movement).

(4) In printing & typography, as the font Allegro, a serif typeface released in 1936 (initial upper case).

(5) In the history of the internet's lists of "the worst cars ever made", British Leyland's Austin Allegro (1973-1982) (initial upper case).

(6) In Italian use, a male given name (initial upper case).

1625–1635: From the Italian allegro (lively; happy, cheerful (feminine allegra, masculine plural allegri, feminine plural allegre, superlative allegrissimo)), from the French allègre, from the Latin alacer (nominative alacer) (lively, cheerful, brisk) (from which English later picked up alacrity).  The Italian allegretto (diminutive of allegro) in musical composition is the instruction to be (brisk & sprightly but not so quick as allegro) was coined in 1740 explicitly for its technical purpose in music and the alternative form was the adverb allegro non troppo, the construct being allegro (fast) + non (not) + troppo (too much), thus understood as "play fast but not too fast".   As well as the native Italian and the English allegro, composers in many languages use the term including in French allegro (the post-1990 spelling allégro), the Greek αλέγρος (alégros) & αλλέγκρο (allégkro), the Norwegian allegro, the Portuguese allegro (the alternative spelling alegro), the Turkish allegro and the Persian آلگرو.  Allegro is a noun, adjective & adverb; the noun plural is allegros (Initial upper case if used of the cars of appropriately named Italian males).

Use as a musical term seems not to have been recorded until 1721.  Prior to that, since the early seventeenth century, English had used the word in the sense (brisk, sprightly; cheerful) picked up from Italian and Latin although the original spelling in English was aleger (lively, brisk) from Old French alegre, influenced by the Medieval Latin alacris.  What encouraged use was the adoption of the word (in its literal sense) by John Milton (1608–1674) who included the poem L'Allegro" in his collection Poems (1645); L'Allegro (The happy man) was a pastoral poem and critics regarded it as a companion piece for his Il Penseroso (The melancholy man), a work which in some ways anticipated the Romantic movement of the early nineteenth century.  The literary use extended to the term "allegro speech" (a relatively fast manner of speaking), once often used as a stage notation by playwrights although it seems now less common, replaced by terms better known to the young.  This fragment from Milton's L'Allegro is illustrative of the piece's rhythm and movement:

Haste thee nymph, and bring with thee
Jest and youthful Jollity,
Quips and cranks, and wanton wiles,
Nods, and becks, and wreathbd smiles,
Such as hang on Hebe's cheek,
And love to live in dimple sleek;
Sport that wrinkled Care derides,
And Laughter holding both his sides.
Come, and trip it as you go
On the light fantasric roe.

Lindsay Lohan merchandize on allegro.pl, a Polish e-commerce site. 

The site presumably settled on "allegro.pl" to convey the idea of speed (fast service, fast delivery etc).  Although the word allegro was never absorbed into the Polish language, because it appeared with such frequency in augmenting musical notation, it’s a familiar form throughout Europe.  Polish composer Frédéric Chopin (1810–1849) used it as a title for Allegro de concert in A major, Opus 46 and his work also included three “allegro” movements: Allegro maestoso (the first movement of the Piano Concerto No. 1 in E minor, Opus. 11), Allegro vivace (the third movement of the Piano Concerto No. 1 in E minor, Opus 11) and Allegro vivace (the third movement of the Piano Concerto No. 2 in F minor, Opus 21).  In an appalling example of an attempt at normative moral relativism, while on trial before the International Military Tribunal (IMT) at Nuremberg (1945-1946), Hans Frank (1900–1946; Nazi lawyer and governor of the General Government (1939-1945) in German-occupied Poland during World War II) suggested that in mitigation for his direct complicity in mass-murder, he should receive some credit for establishing the Chopin Museum in Krakow, something “the Poles had never done”.

Voraciously corrupt (even by Nazi standards), Frank was protected by virtue of his past service as Adolf Hitler’s (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) personal lawyer and remained in his palace until the military collapse of the General Government in 1945; under his rule, some four million were murdered.  Remarkably, he handed to the Allies dozens of volumes of his highly incriminating diaries and the IMT found him guilty under Count 2 (War Crimes) & Count 3 (Crimes Against Humanity), sentencing him to death by hanging.  His response to the sentence was to say: “I expected it, I deserved it”, adding: “A thousand years will pass and still this guilt of Germany will not have been erased.”  The latter sentiment he recanted while awaiting execution, suggesting the trial had provided something of a cleansing effect but at the time most regarded that as cynically as they noted the rediscovery of his long abandoned Roman Catholic faith.  Although power corrupted him and led him down a path to depravity, Frank never quite lost his respect for the idea of the rule of law and its fundamental importance in a civilized society but was not in his mind able to resolve the conflict between the legal mystique in which he’d been trained and the reality of the Führerstaat (Führer state) in which the word of Hitler was the law.  Frank did attempt to build a framework in which the many contradictions could be reconciled but soon was made to understand his mental gymnastics would (rightly) be thought mere legal sophistry and anyway be ignored by those in the state who held authority.  Awaiting trial, he told one interrogator Hitler’s lack of reverence for the law was the “one defect in this great man” and regretted he’d never been able to change the Führer’s view he “would not rest until Germans realize it is shameful to be a lawyer.”

The Allegro typeface by German graphic artist Hans Bohn (1891–1980)

Although book burning infamously was associated with the era, much publishing was still done in Germany during the 1930s and the centre of the industry was Frankfurt.  In 1936, the city’s Ludwig & Mayer type foundry released the Allegro typeface which was in the tradition of Didone style which became popular in the nineteenth century but influenced also by art deco designs which had flourished during the inter-war years (1919-1939).  A serif design which relied for its impact on the alternation of thick and thin strokes, it used breaks in the letter where thin strokes might be expected, hinting at the style of stencils with a touch of the inclination associated with calligraphy.  It was a popular typeface for decorative purposes such as book jackets or headings of musical notation but, very much a display font, it worked well only above a certain point size and thus was used at scale, almost exclusively for titles.

The Ford Allegro

Ford Allegro concept cars: 1963 (left & centre) and the 1967 Allegro II (right).

Ford’s Allegro was a concept car developed between 1961-1962 which was well-received during its time on the show circuit, viewers much taken by the dramatic interior which included a cantilever-arm, movable steering wheel with an electronic memory unit and adjustable pedals, features which would appear in production cars within a decade.  Built on the unibody platform of the compact Falcon which had been introduced in 1959, it was powered by a V4 manufactured by Ford’s European operation in Cologne, FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany, 1949-1990).  Noting the use in music, the company settled on the “Allegro” name to convey the idea of “brisk and lively performance” but company documents confirm the team responsible for such things pondered “Avventure” and “Avanti” before settling on “Allegro”.  The more obviously speculative Allegro II was displayed in 1967 and a number of the design motifs from both would appear on subsequent Fords as well as Chevrolet’s Vega (1970-1977) and second generation Camaro(1970-1981).

The Austin Allegro

Aesthetic success & failure: The Alfa-Romeo Alfasud (left) and the Austin Allegro (right).

Often featured (usually with several other products of British Leyland in the 1970s) in lists as among the worst cars ever made, the Austin Allegro was in production between 1973-1982 and actually sold in respectable numbers for most of that time although at only a third the rate of its remarkably popular predecessor (ADO16, the Morris 1100/1300 and its five badge-engineered siblings (Austin, MG, Wolseley, Riley & Vanden Plas).  One much criticized aspect of the Allegro was the appearance; it was thought a bloated blob in an era of sharp-edges and wedges and the critique does illustrate just how narrow can be the margin between success and failure in the execution of a concept.  The Alfa Romeo Alfasud (1971-1983 (variants of the original produced until 1989)) adopted essentially the same shape and dimensions yet was praised as an elegant and well-balanced design.  Seen in silhouette, the shapes are similar yet in the metal, the detail differences, a mere inch (25 mm) or two here and there or a subtle change in an angle or curve and one emerges lithe, the other ponderous.

Harris Mann’s 1968 conceptual sketch for the Allegro project.

The Allegro’s portly appearance wasn’t the original intent.  Tasked with designing a replacement for ADO16, the stylist Harry Mann (1938-2023) sketched a modernist wedge, designed to accommodate what was at the time an advanced specification which included all-independent hydraulic suspension, front wheel drive, disk brakes and crucially, new, compact engines.  Mann however began the project while employed by BMC (British Motor Corporation of which Austin was a part) but by the time substantive work on the Allegro began, BMC had been absorbed into the Leyland conglomerate, a sprawling entity of disparate and now competing divisions which, if agonizingly reorganized, might have succeeded but such were the internal & external obstacles to re-structuring that, coupled with political turmoil and the economic shocks of the 1970s, it staggered to failure, something the later nationalization could only briefly disguise.  Mann’s team learned the clean-lined wedge would have to be fattened-up because, not only were the old, tall, long-stroke engines to be re-used but the new units to be offered as options were bulkier still.

If installed at an angle (which would have demanded some re-engineering but would have been possible), that might have been manageable but what was not was the decision to use the corporate heater unit, developed at an apparently extraordinary cost; it could be installed just one way and it was a tall piece of machinery.  Allegro production ended in 1982 but what its appearance of all those "worst car ever" lists tends to obscure is it wasn't a commercial failure.  Although it sold only about a third the volume of its predecessor (the ADO16 ranges) which was for most of the 1960s the UK's best-selling car (and an export success, especially in New Zealand), the Allegro existed in a much more competitive market.  Essentially, the Allegro was nearly a very good car and had it been produced by an outfit less inept than British Leyland, it'd probably now be better-remembered.  While it's now sometimes dismissed as "all agro" ("agro" a slang form of "angry", the phrase meaning something like "nothing but trouble"), in its time the Allegro sold well and enjoyed a better than average reliability record.

1976 Triumph TR7 coupé (left) and 1980 Triumph TR8 convertible (right).  It is wholly emblematic of British Leyland that just as the TR8 had become a good car with much unexplored potential, production ceased. 

Mann didn’t forget his 1968 sketch and when the opportunity later came to design a new sports car, his wedge re-appeared as one of the cars which most represented the design ethos of the 1970s: The Triumph TR7 (1974-1981) & TR8 (1977-1982) which weren't quite trouble-free but which sold quite well and, as the TR8 (which used the 3.5 litre (215 cubic inch) Rover V8), represented something in which the potential of the original was finally realized but it was too late for by then the disaster that was British Leyland had eaten itself.  

1960 Plymouth Fury four-door hardtop (left), 1974 Austin Allegro 1750 Sport Special (centre) and 2024 Chevrolet Corvette Z06 coupe (right).

The Allegro is remembered also for a steering wheel which was neither circular yet not exactly square.  Dating back decades, the idea wasn’t novel and such things had in the early 1960s appeared of a few American cars but, fitted to the Allegro, it attracted much derision, something not diminished by Leyland’s explanation it afforded "an ideal view of the instruments".  Leyland also attracted the scorn of mathematicians when they called the shape “quartic” on the basis of it being “a square with rounded corners”.  However, technically, a quartic is “an algebraic equation or function of the fourth degree or a curve describing such an equation or function” while sqound (a portmanteau word, the construct being sq(uare) + (r)ound) is the ultimate niche word, the only known use by collectors of certain Chevrolet C4 Corvettes (1984-1996), describing the shift in 1990 from round to “a square with rounded corners” taillights.  Mathematicians insist the correct word for a "square with rounded corners" is "squircle" (in algebraic geometry "a closed quartic curve having properties intermediate between those of a square and a circle"), the construct being squ(are) +c(ircle).

Few etymologists (and certainly no lexicographers) appear to have listed sqound as a "real" word but it's of minor interest because as a rare example of a word where "q" is not followed by "u"; such constructs do exist but usually in the cases where initialisms have become acronyms such as Qantas (Queensland and Northern Territory Aerial Services).  Such words do appear in English language texts but they tend to be foreign borrowings including (1) qat (or khat) (a plant native to East Africa and the Arabian Peninsula, often chewed for its stimulant effects, (2) qi (a term from Chinese philosophy referring to life force or energy), qibla (the direction Muslims face when praying, towards the Kaaba in Mecca and (4) qiviut (the soft under-wool of the musk-ox, valued when making warm clothing).  For a while, Leyland pretended to ignore the pedants but within a year replaced the wheel with a conventional circular design.  Whatever the name, variations of the shape have since become popular with high-end manufacturers, Ferrari, Aston-Martin, Lamborghini and others all pursuing non-circular themes and one is a feature of the latest, mid-engined, C8 Chevrolet Corvette in which, unlike the despised Allegro, it's much admired.

How to make an Allegro look worse: 1976 Vanden Plas 1500, the variant coming too late to receive the quartic wheel.  The consensus among testers was the best place to enjoy a Vanden Plas 1500 was sitting inside, amid the leather and walnut, most readers drawing the inference that was because one wouldn't have to look at the thing.  One less charitable scribe described it as "mutton dressed up as hogget". 

In another sign of the times, unlike ADO16, one basic vehicle which was badge-engineered to be sold under six brands (Austin, Morris, Riley, Wolseley, MG & Vanden Plas with the Italian operation Innocenti among the overseas builders, some of which added "modernized" front and rear styling), the only variation of the Allegro was a luxury version by in-house coach-builder Vanden Plas (although there were Belgium-built Allegros and Leyland's Italian operation produced some 10,000 between 1974-1975 as the Innocenti Regent), laden with leather, cut-pile carpeting and burl walnut trim including the picnic tables so beloved by English coach-builders.  It didn't use the Allegro name and has always elicited condemnation, even from those who admired the Vanden Plas ADO16, presumably because the traditional upright grill attached to the front suited the earlier car's lines whereas the version which had to be flattened to fit the Allegro's pinched, pudgy nose was derided as coming from the hand of a vulgarian.  Still, there's clearly some appeal because the Vanden Plas cars have the highest survival rate of all Allegros and now enjoy a niche (one step below the GDR's (Deutsche Demokratische Republik (German Democratic Republic; the old East Germany, 1949-1990) Trabant (the infamous "Trabbi")) on the bottom rung of the collector car market.  One thing which may disappoint collectors is the Vanden Plas 1500 & 1750 (1974-1982) never used the "quartic" steering wheel although a photograph of one so-equipped did appear in the early brochures, printed before the decision in mid-1974 to replace it with a conventional (circular) design.  The photograph was of what the the industry calls a "final pre-production prototype", a common practice.

Leyland's other misadventure in 1973: The P76     

The antipodean Edsel: 1973 Leyland P76 Super V8.

Although 1973 was the last “good year” for the “old” UK economy and one during which British Leyland was looking to the future with some optimism, the corporation’s troubles that year with steering wheels were, in retrospect, a harbinger.  In addition to the Allegro, also introduced in 1973, on the other side of the planet, was the P76, a large (then a “compact” in US terms) sedan which Leyland Australia hoped would be competitive with the then dominant trio, GMH’s (General Motors Holden) Holden, Ford’s Falcon and Chrysler’s Valiant, the previous attempts using modified variants of UK models less than successful although the adaptations had been both imaginative and achieved at remarkably low cost.  Whatever the hope and dreams, publicly, Leyland Australia kept expectations low, claiming the target was nothing more than a 10% market share and the initial reception the P76 received suggested this might more than be realized, the consensus of press reports concluding the thing was in many aspects at least as good as the opposition and in some ways superior, the country’s leading automotive periodical that year awarding the V8 version the coveted CotY (Car of the Year) trophy.  

The answer to the question nobody asked: 44 gallon drum in a P76 boot.  In fairness, the marketing gimmick was a device to illustrate the car had "a bigger boot than the competition" rather than an indication many buyers routinely (if ever) carted such a thing but it soon became a matter of ridicule.

Unfortunately, the circumstances of 26 June 1973 when the P76 was launched didn’t last, the first oil crisis beginning some four months later which resulted in a spike in the price of oil which not only suddenly dampened demand for larger cars but also triggered what was in the West then the most severe and longest-lasting recession of the post-war years.  Some basic design flaws and indifferent quality control contributed to the debacle which is now remembered as the Australian industry’s Edsel and in October 1974 production of the P76 ended; Leyland closed its Australian manufacturing facilities, never to re-open.  Not even the much-vaunted ability of the P76 effortlessly to carry a 44 (imperial) gallon (53 US gallon; 205 litre) drum in its trunk (boot) had been enough to save the outpost of the old empire.

1973 P76 with the original (sharp-edged) steering wheel (left) and the later version, designed for the Force 7 (right) which was fitted also to the Targa Florio version released to celebrate a P76 setting the fastest time on the stage of the 1974 London–Sahara–Munich World Cup Rally held on the historic Targa Florio course in Sicily (in the rally, the P76 finished a creditable 13^th).  The steering wheel was one of many flaws which were planned to be rectified (or at least ameliorated) in the "facelifted" version scheduled for 1975 but, before the end of 1974, the decision had been taken in London to axe the entire Leyland Australia manufacturing venture.    

Given the geo-political situation, rampant inflation and troubled industrial relations of the time, the P76’s steering wheel is really just a footnote in the sad tale but, like the Allegro’s “quartic” venture it was emblematic of the self-inflicted injuries to which Leyland would subject itself, both in the UK and its antipodean offshoot.  When the P76 made its debut in 1973, there was some comment that the steering wheel’s boss had a horn-pad in the shape of a boomerang, emphasizing its credentials as a locally developed product, but what was criticized was the rim which had bizarre, concave cross-section, meaning a quite sharp edge faced the driver, leaving an impression on the palms of the hands after only a few minutes driving.  The industry legend is the shape was a consequence of the typist (second wave feminism hadn't yet left the bookshelves and arrived in boardrooms so in 1973 it remained SOP (standard operating practice) to wherever possible "blame the woman") who prepared the final specification-sheet having mixed up “concave” & “convex” but even if true it’s remarkable such an obvious design-flaw wasn't rectified at the prototype stage.

Some have doubted the veracity of the story but such things do happen including in space.  The problems of the HST (Hubble Space Telescope, 1990) were a famous example and on 23 September, 1999, NASA (the US National Aeronautics and Space Administration) lost the US$125 million Mars Climate Orbiter spacecraft after its 286-day journey to Mars and that was a time when US$125 million was still a lot of money.  There was of course the inevitable review which found the craft’s directional thrusters had, over the course of several months, been incorrectly fired because the control data had been calculated in incorrect units.  The contractor (Lockheed Martin, responsible for the calculations) was sending data in Imperial measures (pounds) to NASA, while NASA's navigation team, expecting metric units, interpreted the numbers as Newtons.  As far as is known, neither contractor nor agency attempted to blame a typist.

1974 Leyland Force 7V.

Compounding the error on an even grander scale, Leyland even planned to release a P76 coupé.  Of the 60-odd built, only 10 of the prototype Force 7V coupés survived the crusher and although it offered the novelty of a practical hatchback, the styling was ungainly and the execution expensive (no external panels shared with the sedan, then the standard practice for such variants).  However, what was more critical was the very market segment for which it was intended was close to extinction and the five vehicles intended as its competitors (Ford's Falcon Hardtop & Landau, Holden's Monaro coupé and Chrysler's Valiant Hardtop & Charger) would be all dropped from production by 1978.  Even had the range survived beyond 1974, success would thus have seemed improbable although the company should be commended for having intended to name the luxury version the Tour de Force (from the French and translated literally as "feat of strength"), the irony charming although En dépit de tout (In spite of everything) might better have captured the moment.  Industry historians have long concluded that even had the P76 survived, the Force 7 would have been a short-lived failure.     

Seriously, the New Zealanders did, by at least the hundreds.

One darkly amusing footnote in the dismal decline and fall of the P76 is that between 1971-1976, Rover's highly regarded 3500 (P6B, 1968-1977) was assembled from CKD (completely knocked down) packs at the NZMC (New Zealand Motor Corporation) plant in Nelson, some 2,400 finished cars shipped to Australia.  To an economist that probably sounds an unexceptional trans-Tasman commercial transaction but in return, NZMC received from Leyland Australia CKD packs of P76 V8s to an equivalent NZ$ value.  Most concluded the Australians got the better part of the deal although the P76 is now a fixture in the lower reaches of the local collector market where they sell for rather more than 3500s so there's that.

There seems no publicly available record of how many CKD packs were shipped to New Zealand but a fully-assembled, ADR (Australian Design Rules) compliant 3500 would have had a higher book value than a CKD pack P76 of any specification so, given the retail pricing at the time, a ratio between 3-4:1 may be a reasonable guess, the labor component in any assembly a substantial part of the calculated value.  That means it must have been a partial exchange because however calculated, 650 CKD packs of P76s would be only a fraction the value of 2400 complete P6s.  During the mid 1970s, the NZ$-Aus$ exchange rate bounced between (roughly) 1.10-1.22 so, depending on contractual terms, that may also have influenced the two-way volumes.  By the mid-1970s the Bretton Woods system (1944-1973) of fixed exchange rates was over but Western countries still set rates in a system called a “managed float”, periodically using a “basket” of currencies (US$ the benchmark; cross-rates from the basket).  “Managed float” sounds an oxymoron but the process wasn’t wholly different from modern practice (the interplay of forex markets and central bank interventions).

GQ Magazine (British edition), September 1995.  GQ stands for “Gentleman's Quarterly” but perhaps, by the 1990s, there was some irony in the title.

While it may be unfair, the P6-P76 exchange may be compared with the “Seriously, would you trade her in for Paula Yates?” caption which appeared on the September, 1995 cover of the British edition of the periodical GQ, used for a photograph of an alluringly posed Helena Christensen.  The piece was a comment on the news Australian singer Michael Hutchence (1960–1997) had “traded in” Danish supermodel Helena Christensen (b 1968 and his long-time girlfriend) for English media personality Paula Yates (1959–2000), the unsubtle implication being Ms Christensen was rather more attractive than Ms Yates, GQ's view apparently a woman's desirability should be determined on no other basis.  There are reasons the grimier end of English journalism gained its reputation.  

Paula Yates.

Many might make a similar point between the Rover P6 and the Leyland P76 although, like the two women, the pair do share some fundamental DNA, both V8s based on the original aluminium unit developed by GM (General Motors) for BOP (the corporation’s Buick, Oldsmobile & Pontiac divisions); not wholly suited to US use, GM produced the 215 cubic inch (3.5 litre) V8 only between 1960-1963 before selling the rights and tooling to Rover.  GM would come to regret that decision but nevertheless got good value from the design, similar engines with iron blocks used between 1964-1980 although the greatest benefit came from a V6 derivative which, in various forms in places around the world, was in continuous production between 1964-2008.  Best remembered as the long-serving “3800”, the V6 proved one of Detroit’s most robust, reliable and easily serviced engines.  For the P6, Rover used the original 3.5 litre configuration (although the company made the first of their many improvements) while Leyland Australia created a “tall deck” block and achieved a 4.4 litre (269 cubic inch) displacement with a perfectly square bore & stroke (both 88.9 mm (3.5 inch)).  Had the rest of the car been up to the standard of the 4.4, the P76 may have succeeded.

Helena Christensen.

Introduced in 1963 as the Rover 2000 (with a unique 2.0 litre (121 cubic inch) in-line four-cylinder engine), the P6 was one of the outstanding products of the post-war British car industry (genuinely, despite the perceptions of some, there were a few fine machines) with an advanced specification in a conveniently sized package.  It was the first ECotY (European Car of the Year) and all it needed was more power (a flirtation with enlarging the 2.0 to a 2.5 litre (151 cubic inch) in-line five aborted), that deficiency in 1968 addressed with the release of the 3500, the range in 1971 augmented by the 3500S (unrelated to the automatic 3500S sold briefly in the US) with a four-speed manual gearbox, the revised configuration making these P6s genuine 125 mph (200 km/h) cars.  Although by then a nearly decade-old platform, the 3500S impressed testers with it pace, the usual competence of the de Dion rear suspension and brakes which were state of the (pre-ABS) art; the fuel gauge also attracted comment, praised for its unusual accuracy.  Regrettably, the P6's fine platform was under-exploited although the Swiss coach-builder Graber was among several which built nicely-executed coupés & cabriolets while in England there were the inevitable estates (station wagons) although the latter were not ascetically pleasing because of the need to follow the slope of the roof-line.  Along with much of the UK industry, Rover rather lost its way after the high water mark of the 3500.  

The Alfa Romeo Alfasud

The fate of many Alfasuds.

Sea water played a part in the story of the Alfasud.  The Alfasud name (the construct being Alfa + sud) was an allusion to it being produced in a newly built factory in the Naples region, the decision taken after financial inducements were offered by the government, anxious to do something about the levels of unemployment and lack of economic development in the south of the country.  The Italian sud (south) was from the French sud, from Old English suþ, from Proto-Germanic sunþrą.  As a plan it made sense to politicians and economists but, industrial relations being what they were at the time, the outcome was less than ideal.    

In one aspect, the Allegro and Alfasud (1971-1989) were wholly un-alike, the latter infamous for its propensity to rust, a trait shared with many mass-produced Italian cars of the era, the only consolation for Alfasud owners being the contemporary Lancia Beta (1972-1984) suffered even more.  The Alfasud's rust-resistance did improve over the years but it remained a problem until the end of production and the industry story has always been that in the barter economy which was sometime conducted between the members of the EEC (European Economic Community (1957), the Zollverein that would evolve into the EU (European Union (1993)) and those of the Warsaw Pact (the alliance between the USSR and the satellite states within Moscow's sphere of influence which essentially duplicated the structure of NATO (North Atlantic Treaty Organization, 1949), Italian manufactured goods were exchanged for Russian steel which reputedly was re-cycled but anyway turned out to be of poor quality and essentially porous.  The story certainly is a good fit for the narrative of mal-administration and corruption that was Italy in the 1970s but subsequent research has revealed it to be a myth, the sheet metal used in the Neapolitan factory at Pomigliano d’Arco where Alfasuds were made the same stuff Alfa Romeo used in the facility at Arese in Milan where the Giulia range was produced and its reputation for resisting rust was above average.  The evidence suggests all the steel used by the company's local operations came from the state owned Taranto steel mills and intriguingly, the factories south & north all used the same paints and the ovens & paint booths were a decade-odd newer in Naples.

Variations on the Alfasud theme: The Sprint (1976-1989, left) and Giardinetta (station wagon or estate-car) (1975-1980, right).

Given all that, the startlingly premature corrosion surprised many within Alfa Romeo and in 1977 a project-team was formed to investigate the causes and it was afforded some urgency given the reputational damage being suffered by the whole company (ie profits were suffering).  Having determined the core components (paint & steel) weren't to blame, the engineers deconstructed the production process including the system of movement (how the partially completed cars proceeded from start to finish).  What the team found was that while the electrophoresis baths at Pomigliano were state of the art, the inexperienced (and sometimes indifferently-minded) workforce operated them without adequate supervision and quality control, something exacerbated by the chronically bad labor relations, the factory beset by rolling strikes which meant unpainted bodies were often sitting for days.  In the humid climate of the south, condensation gathered, many cars already rusting even before eventually receiving a coat of paint and that the plant was less than 10 miles (16 km) from the coast and prevailing winds blew from the sea added to the problem, the unpainted Alfasuds often for days sitting unpainted accumulating salty moisture.

1983 Alfa Romeo Alfasud Ti Quadrifoglio Verde (Green Cloverleaf), one of the industry's longer model names and clipped usually to "Alfasud QV".

The team's findings resulted in a change to the production process for the revised Series 2 Alfasuds launched in December 1977.  The critical parts of the bodyshell now used "Zincrometal" (steel coated with a primer) which was a mix of chromium, zinc and an organic bonding resin, baked at 160°C (320°F) and that was as good a system as anything then used in the European industry.  As a added precaution, a polyurethane foam was injected into the body's boxed sections with a flexible plastic sealant applied at the seams to prevent moisture intrusion.  That had the added benefit of reducing noise vibration & harshness (NVH) while adding only a little extra weight.  Unfortunately, the tests the engineers conducted to prove the design was waterproof relied on perfectly applied sealant at the junctions but the poor quality control continued so many seams were improperly sealed which meant the foam acted as a moisture store, making the problem worse.  By contrast, whatever its other faults (and there were a few), the Allegro resisted rust like few cars built anywhere during the era, the body-engineering sound and that 1970s British Leyland paint thick and durable.  In the years that followed, many would criticize the sometimes lurid and even sickly shades but as a protective coating, it did the job.

Ultimate Alfasud: The Giocattolo (left), the world's best Alfa Romeo Sprint which included the world’s best tool kit (right).  Unrelated to either, Il giocattolo (the Toy, 1979) was an Italian film noir from the Anni di piombo (Years of Lead) era, directed by Giuliano Montaldo (1930-2023).

The much admired coupé variant of the Alfasud was sold as the Alfasud Sprint (1976-1983) and Sprint (1983-1989); it proved rather more rust resistant.  It was subject to continuous product improvement and fitted with progressively bigger and more powerful engines although none were larger than 1.7 litres (104 cubic inches) which limited its use in competition to events where outright speed mattered less than balance and agility.  The handling was about as good as FWD (front wheel drive) then got and in events such as hill climbs the things are competitive even today.  However, rising to the challenge, between 1986-1989, an Australian company solved the two problems afflicting the Sprint (FWD & lack of power).  Thus the Giocattolo (a play on the Italian word meaning “toy”), a batch of 15 built in the Queensland coastal town of Bundaberg before the economic downturn (remembered locally as "the recession we had to have", the then treasurer's (Paul Keating (b 1944; Prime Minister of Australia 1991-1996)) rationalization of why it was essential to kill off the inflation which had become entrenched in the mid 1970s) ended the fun.  The Giocattolo was fitted with a mid-mounted 304 cubic inch (5.0 litre) Holden V8, driving the rear wheels through a ZF five-speed transaxle, the combination yielding a top speed of 160 mph (257 km/h), a useful increase of 40 mph (65 km/h) over the fastest of the factory's Sprints.  As impressive as the mechanical specification was, the Giocattolos are remembered also for the unusual standard feature of a 375 ml bottle of Bundaberg Rum (the region's most famous product which began as a way to use a waste-product of sugar-cane processing) and two shot glasses as part of the toolkit.  Many who worked on Italian cars probably thought they deserved a drink so it was a good idea but these days, a company would risk being cancelled for such a thoughtful inclusion.

Fork

Fork (pronounced fawrk)

(1) An instrument having two or more tines (popularly called prongs), for holding, lifting, etc., as an implement for handling food or any of various agricultural tools.

(2) Something resembling or suggesting this in form or conceptually.

(3) As tuning fork, instruments used (1) in the tuning of musical instruments and (2) by audiologists and others involved in the study or treatment of hearing.

(4) In machinery, a type of yoke; a pronged part of any device.

(5) A generalized description of the division into branches.

(6) In physical geography and cartography, by abstraction, the point or part at which a thing, as a river or a road, divides into branches; any of the branches into which a thing divides (and used by some as a convention to describe a principal tributary of a river.

(7) In horology, (in a lever escapement) the forked end of the lever engaging with the ruby pin.

(8) In bicycle & motorcycle design, the support of the front wheel axles, having the shape of a two-tined fork.

(9) In archery, the barbed head of an arrow.

(10) To pierce, raise, pitch, dig etc, with a fork.

(11) Metonymically (and analogous with the prongs of a pronged tool), to render something to resemble a fork or describe something using the shape as a metaphor.

(12) In chess, to maneuver so as to place two opponent's pieces under simultaneous attack by the same piece (most associated with moves involving the knight).

(13) In computer programming, to modify a software’s source code to create a version sufficiently different to be considered a separate path of development.

(14) In computer programming, as "fork bomb", a program that creates a large number of self-replicating tasks or processes in a computer system in order to cause a DoS (denial of service).

(15) To turn as indicated at a fork in a road, path etc.

(16) Figuratively, a point in time when a decision is taken.

(17) In fulminology (the scientific (as opposed to the artistic or religious) study of lightning), as "forked lightning", the type of atmospheric discharge of electricity which hits the ground in a bolt.

(18) In software development, content management & data management, figuratively (by abstraction, from a physical fork), a departure from having a single source of truth (SSOT) (unintentionally as originally defined but later also applied where the variation was intentional; metonymically, any of the instances of software, data sets etc, thus created.

(19) In World War II (1939-1945) era British military jargon, the male crotch, used to indicate the genital area as a point of vulnerability in physical assault.

(20) in occupational slang, a clipping of forklift; any of the blades of a forklift (or, in plural, the set of blades), on which the goods to be raised are loaded.

(21) In saddlery, the upper front brow of a saddle bow, connected in the tree by the two saddle bars to the cantle on the other end.

(22) In slang, a gallows (obsolete).

(23) As a transitive verb, a euphemistic for “fuck” one of the variations on f***, ***k etc and used typically to circumvent text-based filters.

(24) In underground, extractive mining, the bottom of a sump into which the water of a mine drains; to bale a shaft dry (still often spelled forcque).

(25) As the variant chork, an eating utensil made with a combination of chopstick & fork, intended for neophyte chopstick users.

(26) In literature, as "silver fork novel" a genre in nineteenth century English literature that depicted the lives of the upper class and the aristocracy (known also as the "fashionable novel" and "drawing room fiction").

Pre-1000: From the Middle English forke (digging fork), from the Old English force & forca (pitchfork, forked instrument, forked weapon; forked instrument used to torture), from the Proto-West Germanic furkō (fork), from the Latin furca (pitchfork, forked stake; gallows, beam, stake, support post, yoke) of uncertain origin. The Middle English was later reinforced by the Anglo-Norman & Old Northern French forque (it was from the Old French forche which French gained fourche), also from the Latin.  It was cognate with the Old Frisian forke, the North Frisian forck (fork), the Dutch vork (fork), the Danish vork (fork) and the German Forke (pitchfork).  The evolved Middle English form displaced the native Old English gafol, ġeafel & ġeafle (fork) (and the apparently regionally specific forcel (pitchfork) though the use from circa 1200 to mean “forked stake or post used as a prop when erecting a gallows” did for a while endure, probably because of the long-life of the architectural plans for a structure which demanded no change or functional improvement.  The alternative spelling forcque is used in mining and describes the "bottom of a sump".  Perhaps surprisingly, dictionaries don't list forkish or forkesque as standard adjectives.  Fork is a noun & verb, forking is a noun, verb, adjective & adverb, forklike is an adjective and forked is a verb & adjective; the noun plural is forks.

Representation of the forks the Linux operating system.  Software forks can extend, die off or merge with other forks.

The forks of The Latin furca (in its primary sense of “fork”) may be from the primitive Indo-European gherk & gherg (fork) although etymologists have never traced any explanation for the addition of the -c-, something which remains mysterious even if the word was influenced by the Proto-Germanic furkaz & firkalaz (stake, stick, pole, post) which was from the primitive Indo-European perg- (pole, post).  If such a link existed, it would relate the word to the Old English forclas pl (bolt), the Old Saxon ferkal (lock, bolt, bar), the Old Norse forkr (pole, staff, stick), the Norwegian fork (stick, bat) and the Swedish fork (pole).  The descendants in other languages include the Sranan Tongo forku, the Dutch vork, the Japanese フォーク (fōku), the Danish korf, the Kannada ಫೋರ್ಕ್ (phōrk), the Korean 포크 (pokeu), the Maori paoka, the Tamil போர்க் (pōrk) and the Telugu ఫోర్క్ (phōrk).  In many languages, the previous form was retained for most purposes while the English fork was adopted in the context of software development.

Forks can be designed for specific applications, this is a sardine fork, the dimensions dictated by the size of the standard sardine tin.

Although visitors from Western Europe discovered the novelty of the table fork in Constantinople as early as the eleventh century, the civilizing influence from Byzantium seems not routinely to have appeared on the tables of the English nobility until the 1400s and the evidence suggests it didn’t come into common use before the early seventeenth century.  The critical moment is said to have come in 1601 when the celebrated traveller and writer Thomas Coryat (or Coryate) (circa 1577–1617) returned to London from one of his tours, bringing with him the then almost unknown "table fork" which he'd seen used in Italy.  This "continental affectation" made him the subject of mirth and playwrights dubbed him "the fork-carrying traveller" while the street was earthier, the nickname "Furcifer" (from the Latin meaning "fork-bearer, rascal") soon adopted and despite the early scepticism, there soon were many types of "specific purpose forks (cake fork, cocktail fork, dessert fork etc).  Mr Coryat thus made one of the great contributions to the niceties of life, his other being the introduction to the  English language of the word "umbrella", another influence from Italy.

Cause and effect: The fork in the road.

In Lewis Carroll’s (1832–1898, the (pen name of Charles Lutwidge Dodgson (1832–1898)) Alice's Adventures in Wonderland (1865), when Alice comes to a fork in the road, she encounters the Cheshire Cat sitting in a tree:

Alice: “Would you tell me, please, which way I ought to go from here?”

Cat: “That depends a good deal on where you want to get to.”

Alice: “I don’t know.”

Cat: “Then it doesn't matter which way you go.”

One can see the cat’s point and a reductionist like Donald Rumsfeld (1932–2021: US defense secretary 1975-1977 & 2001-2006) there would have ended the exchange but the feline proved more helpful, telling Alice she’ll see the Mad Hatter and the March Hare if she goes in certain directions, implying that no matter which path she chooses, she’ll encounter strange characters.  That she did and the book is one of the most enjoyable flights of whimsy in English.

The idiomatic phrase “fork in the road” wasn’t in use early in the seventeenth century when translators were laboring to create the King James Bible (KJV, 1611) so “…the king of Babylon so stood at the parting of the way, at the head of the two ways…” appeared whereas by 1982 when the New King James Version (NKJV, 1982) was released, that term would have been archaic so the translation was rendered as “…the king of Babylon stands at the parting of the road, at the fork of the two roads…”.

Ezekiel 21:19-23; King James Version of the Bible (KJV, 1611):

Also, thou son of man, appoint thee two ways, that the sword of the king of Babylon may come: both twain shall come forth out of one land: and choose thou a place, choose it at the head of the way to the city. Appoint a way, that the sword may come to Rabbath of the Ammonites, and to Judah in Jerusalem the defenced. For the king of Babylon stood at the parting of the way, at the head of the two ways, to use divination: he made his arrows bright, he consulted with images, he looked in the liver. At his right hand was the divination for Jerusalem, to appoint captains, to open the mouth in the slaughter, to lift up the voice with shouting, to appoint battering rams against the gates, to cast a mount, and to build a fort. And it shall be unto them as a false divination in their sight, to them that have sworn oaths: but he will call to remembrance the iniquity, that they may be taken.

Ezekiel 21:19-23; New King James Version of the Bible (NKJV, 1982):

And son of man, appoint for yourself two ways for the sword of the king of Babylon to go; both of them shall go from the same land. Make a sign; put it at the head of the road to the city. Appoint a road for the sword to go to Rabbah of the Ammonites, and to Judah, into fortified Jerusalem. For the king of Babylon stands at the parting of the road, at the fork of the two roads, to use divination: he shakes the arrows, he consults the images, he looks at the liver. In his right hand is the divination for Jerusalem: to set up battering rams, to call for a slaughter, to lift the voice with shouting, to set battering rams against the gates, to heap up a siege mound, and to build a wall. And it will be to them like a false divination in the eyes of those who have sworn oaths with them; but he will bring their iniquity to remembrance, that they may be taken.

The KJV & NKJV closely are related but do in detail differ in the language used, the objective of the latter being to enhance readability while retaining the stylistic beauty and literary structure of the original.  Most obviously, the NKJV abandoned the use of archaic words and convention of grammar (thee, thou, ye, thy, thine, doeth, speaketh etc) which can make it difficult for modern readers to understand, rather as students can struggle with Shakespeare’s text, something not helped by lecturers reminding them of its beauty, a quality which often escapes the young.  The NKJV emerged from a reaction to some of the twentieth century translations which traditionalist readers thought had “descended” too far into everyday language; it was thus a compromise between greater readability and a preservation of the original tone.  Both the KJV & NKJV primarily used the Textus Receptus (received text) for the New Testament and Masoretic Text for the Old Testament and this approach differed from other modern translations (such as the New International Version (NIV, 1978) & English Standard Version (ESV, which 2001) used a wider sub-set of manuscripts, including older ones like the Alexandrian texts (Codex Vaticanus, Sinaiticus etc)  So, the NKJV is more “traditional” than modern translations but not as old-fashioned as the KJV and helpfully, unlike the KJV which provided hardly any footnotes about textual variants, the NKJV was generous, showing where differences existed between the major manuscript traditions (Textus Receptus, Alexandrian & Byzantine), a welcome layer of transparency but importantly, both used a formal equivalence (word-for-word) approach which put a premium on direct translation over paraphrasing, the latter technique much criticized in the later translations.

Historians of food note word seems first to have appeared in this context of eating utensils in an inventory of household goods from 1430 and they suggest, because their influence in culinary matters was strongest, it was probably from the Old North French forque.  It came to be applied to rivers from 1753 and of roads by 1839.  The use in bicycle design began in 1871 and this was adopted directly within twenty years when the first motorcycles appeared.  The chess move was first so-described in the 1650s while the old slang, forks "the two forefingers" was from 1812 and endures to this day as “the fork”.  In the world of cryptocurrencies, fork has been adopted with fetish-like enthusiasm to refer to (1) a split in the blockchain resulting from protocol disagreements, or (2) a branch of the blockchain resulting from such a split.

Lindsay Lohan with Tiramisu and cake-fork, Terry Richardson (b 1965) photoshoot, 2012.

The verb dates from the early fourteenth century in the sense of (1) “to divide in branches, go separate ways" & (2) "disagree, be inconsistent", both derived from the noun.  The transitive meaning "raise or pitch with a fork" is from 1812, used most frequently in the forms forked & forking while the slang verb phrase “fork (something) over” is from 1839 while “fork out” (give over) is from 1831).  The now obsolete legal slang “forking” in the forensic sense of a "disagreement among witnesses" dates from the turn of the fifteenth century.  The noun forkful was an agricultural term from the 1640s while the specialized fourchette (in reference to anatomical structures, from French fourchette (diminutive of fourche (a fork)) was from 1754.  The noun pitchfork (fork for lifting and pitching hay etc.) described the long-used implement constructed commonly with a long handle and two or three prongs first in the mid fourteenth century, altered (by the influence of pichen (to throw, thrust), from the early thirteenth century Middle English pic-forken, from pik (source of pike).  The verb use meaning "to lift or throw with a pitchfork," is noted from 1837.  The spork, an eating utensil which was fashioned by making several long indents in the bowl to create prongs debuted in 1909.

Dining room of Huis Doorn.

Huis Doorn (Doorn House) near Utrecht in the Netherlands, was the country house in which the exiled Kaiser Wilhelm II (1859–1941; Emperor of Germany & King of Prussia 1888-1918) would live until his death.  Confiscated by the state at the end of World War II (1939-1945), Huis Doorn is now a museum, maintained much as the former Kaiser left it.  At his place on the dining room table sits one of his special forks with three tines, the widened one to the left a blade serving as a knife because a congenitally withered left-arm made the use of a conventional utensil too difficult.

Compelled by circumstances to abdicate at the end of World War I (1914-1918) Wilhelm was granted asylum by the neutral Netherlands, the cabinet insisting his status would be that of a private German citizen; to the status-conscious former Kaiser, it remained for the rest of his life a disappointment that Wilhelmina (1880–1962; Queen of the Netherlands 1890-1948) would neither receive nor visit him.  He’d arrived in the Netherlands accompanied by a reputed 64 train carriages of imperial household goods (furnishings, art, bibelots and such) and an unknown slice of the German exchequer so was able to purchase and adequately decorate Huis Doorn which he purchased, taking up residence in May 1920.  However much of the Imperial Treasury came with him remains a matter of speculation but until his death, he maintained a household staff sufficient to ensure “a certain grandeur”.  Hermann Göring (1893–1946; leading Nazi 1922-1945, Hitler's designated successor & Reichsmarschall 1940-1945) did on several occasions pay a visit but that stopped as soon as the Nazis took power in Germany in 1933; the former sovereign had out-lived any potential usefulness to the party.  Indeed, Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) would have preferred if the old man had had the decency quietly to drop dead because the last thing he wanted was any possibility the monarchy might be restored.  He regarded Benito Mussolini’s (1883-1945; Duce (leader) & Prime-Minister of Italy 1922-1943) greatest mistake (and there were a few) as having not deposed the Victor Emmanuel III (1869–1947; King of Italy 1900-1946) when he had the chance and to his dying day suspected a conspiracy between the Freemasons and the royal court was behind the Duce’s downfall in 1943.  There may be something in that because Marshal Pietro Badoglio (1871–1956; Prime Minister of Italy 1943-1944), appointed by the King as Mussolini’s replacement, was a confessed Freemason.

Speciale vork voor Willem II: One of Wilhelm's silver Kaisergabels (Imperial fork).

In a coda which would have amused those who remembered Winston Churchill’s (1875-1965; UK prime-minister 1940-1945 & 1951-1955) glee at hearing the chant “Hang the Kaiser!” at the end of World War I, after the Netherlands was invaded in 1940, fearing the Nazis might murder their former ruler, through diplomatic channels he offered to receive Wilhelm “with dignity and consideration” if he chose to seek refuge in the UK.  The offer was declined and he remained safely in Huis Doon until his death, the Nazis simply ignoring him because in the euphoria of victory, there was in Germany no longer a significant pro-monarchist movement.  Churchill's offer has been treated by some historians as “a humanitarian gesture” but he always had a fondness for monarchical government (his wife called him “the last man in Europe still to believe in the divine right of kings”) and it's suspected he may have pondered the idea of a restoration (possibly Crown Prince Wilhelm (1882–1951)) in constitutional form.

Der Gableschwanz Teufl: The Lockheed P-38 Lightning (1939-1945).  During World War II, the Luftwaffe’s (German air force) military slang for the twin-boomed Lockheed P-38 Lightning was Der Gableschwanz Teufl (the fork-tailed devil).

Novelty nail-art by US restaurant chain Denny's.  The manicure uses as a base a clean, white coat of lacquer, to which was added miniature plastic utensils, the index finger a fork, the middle finger a knife, the ring finger a spoon, and the pinky finger presumably a toothpick or it could be something more kinky.

The idiomatic “speak with forked tongue” to indicate duplicitous speech dates from 1885 and was an invention of US English though reputedly influenced by phrases settlers learned in their interactions with first nations peoples (then called “Red Indians”).  The earlier “double tongue” (a la “two-faced”) in the same sense was from the fifteenth century.  Fork as a clipping of the already truncated fork-lift (1953) fom the fork-lift truck (1946), appears to have enter the vernacular circa 1994.  The adjective forked (branched or divided in two parts) was the past-participle adjective from the verb and came into use early in the fourteenth century.  It was applied to roads in the 1520s and more generally within thirty years while the use in the sixteenth and seventeenth century with a suggestion of "cuckold" (on the notion of "horned") is long obsolete.    Applied in many contexts (literally & figuratively), inventions (with and without hyphens) include fork-bomb, fork-buffet, fork-dinner, fork-head, rolling-fork, fork-over, fork-off & fork-up (the latter pair euphemistic substitutions for "fuck off" & "fuck-up).

Führerspork: Spork (left) from a flatware set (right) made for Adolf Hitler's 50^th birthday, sold at auction in 2018 for £12,500.  The items had been discovered in England in a house once owned by a senior military officer, the assumption being they were looted in 1945 (“souveniring” or “spoils of war” in soldiers' parlance), the items all bearing the Nazi eagle, swastika and Hitler's initials.  Auction houses can be inconsistent in their descriptions of sporks and in some cases they're listed as splayds, the designs meaning sometimes it's a fine distinction.

1979 Benelli 750 Sei (left) and Benelli factory schematic of the 750 Sei’s fork (series 2a, right).

One quirk in the use of the word is the tendency of motorcyclists to refer to the front fork as “the forks”.  Used on almost every motorcycle made, the fork is an assembly which connects the front axle (and thus the wheel) to the frame, usually by via a pair (upper & lower) of yokes; the fork provides both the front suspension (springs or hydraulics) and makes possible the steering.  The reason the apparatus is often called “the forks” is the two most obvious components (the left & right) tubes appear to be separate when really they are two prongs connected at the top.  Thus, a motor cycle manufacturer describes the assembly (made of many components (clamp, tubes, legs, springs, dampers etc)) “a fork” but, because of the appearance, riders often think of them as a pair of forks, thus the vernacular “the forks”.  English does have other examples of such apparent aberrations such as a “pair of spectacles” which is sold as a single item but the origin of eye-glasses was in products sold as separate lens and users would (according to need) buy one glass (what became the monocle) or a pair of glasses.  That is a different structural creation than the bra which on the model of a “pair of glasses” would be a “pair of something” but the word is a clipping of “brassiere”.  English borrowed brassiere from the French brassière, from the Old French braciere (which was originally a lining fitted inside armor which protected the arm, only later becoming a garment), from the Old French brace (arm) although by then it described a chemise (a kind of undershirt) but in the US, brassiere was used from 1893 when the first bras were advertised and from there, use spread.  The three syllables were just too much to survive the onslaught of modernity and the truncated “bra” soon prevailed, being the standard form throughout the English-speaking world by the early 1930s.  Curiously, in French, a bra is a soutien-gorge which translates literally and rather un-romantically as “throat-supporter” although “chest uplifter” is a better translation.

2004 Dodge Tomahawk.

There have been variations on the classic fork and even designs which don’t use a conventional front fork, most of which have been variations on the “swinging arm” a structure which is either is or tends towards the horizontal.  One of the most memorable to use swinging arms was the 2004 Dodge Tomahawk, a “motorcycle” constructed around a 506 cubic inch (8.3 litre) version of the V10s used in the Dodge Viper (1991-2010 & 2013-2017) and the concept demonstrated what imaginative engineers can do if given time, money, resources and a disconnection from reality.  Designing a 500 horsepower (370 kW) motorcycle obviously takes some thought so what they did to equalize things a bit in what would otherwise be an unequal battle with physics was use four independently sprung wheels which allowed the machine to corner with a lean (up to 45^o said to be possible) although no photographs seem to exist of an intrepid rider putting this projection to the test.  Rather than a fork, swinging arms were used and while this presumably enhanced high-speed stability, it also meant the turning circle was something like that of one of the smaller aircraft carriers.  There were suggestions a top speed of some 420 mph (675 km/h) was at least theoretically possible although a sense of reality did briefly intrude and this was later revised to 250 mph (400 km/h).  In the Dodge design office, presumably it was thought safe to speculate because of the improbability of finding anyone both sufficient competent and crazy enough to explore the limits; one would find plenty of either but the characteristics rarely co-exist.  Remarkably, as many as ten replicas were sold at a reputed US$555,000 and although (mindful of the country’s litigious habits) all were non-operative and described as “art deco inspired automotive sculpture” to be admired as static displays, some apparently have been converted to full functionality although there have been no reports of top speed testing.

Britney Spears (b 1981): "Video clip with fork feature", Instagram, 11 May 2025.

Unfortunately, quickly Ms Spears deleted the more revealing version of the clip but for those pondering the messaging, Spearologists (a thoughtful crew devoted to their discipline) deconstructed the content, noting it came some days after she revealed it had been four months she’d left her house.  The silky, strapless dress and sweat-soaked, convulsing flesh were (by her standards) uncontroversial but what may have mystified non-devotees was the fork she at times held in her grasp.  Apparently, the fork was an allusion to her earlier quote: “Shit!  Now I have to find my FORK!!!”, made during what was reported as a “manic meltdown” (itself interesting in that it at least suggests the existence of “non-manic” meltdowns) at a restaurant, following the abrupt departure of her former husband (2022-2024) Hesam "Sam" Asghari (b 1994).  The link between restaurant and video clip was reports Mr Asghari was soon to be interviewed and there would be questions about the marriage.  One of her earlier posts had included a fork stabbing a lipstick (forks smeared with lipstick a trick also used in Halloween costuming to emulate facial scratches) and the utensil in the clip was said to be “a symbol of her frustration and emotional state.”  Now we know.

Großadmiral (Grand Admiral, equivalent to an admiral of the fleet (Royal Navy) or five star (fleet) admiral (US Navy)) Alfred von Tirpitz (1849–1930; State Secretary of the German Imperial Naval Office 1897-1916).

He's remembered now for (1) his role in building up the Imperial German Navy, triggering events which would play some part in the coming of World War I, (2) his distinctive twin-forked beard and (3) being the namesake for the Bismarck class battleship Tirpitz (1939-1944) which, although she hardly ever took to the high seas and fired barely a shot in anger, merely by being moored in Norwegian fjords, she compelled the British Admiralty to watch her with a mix of awe and dread, necessitating keeping in home waters a number of warships badly needed elsewhere.  Such was the threat his namesake battleship represented, just the mistaken belief she was steaming into the path of a convoy (PQ 17, June 1942) of merchant ships bound for the Russian port of Archangel caused the Admiralty to issue a “scatter order” (ie disperse the convoy from the escorting warships), resulting in heavy losses.  After a number of attempts, in 1944, she finally was sunk in a raid by RAF (Royal Air Force) bombers but, because some of the capsized hull remained visible above the surface, some wags in the navy insisted the air force had not "sunk the beast" but merely "lowered her to the waterline".  It wasn't until after the war the British learned the RAF's successful mission, strategically, had been unnecessary, earlier attacks (including the Admiralty's using mines placed by crews in midget submarines) having inflicted so much damage there was by 1944 no prospect of the Tirpitz again venturing far from her moorings.

Lieutenant General Nagaoka Gaishi san, Tokyo, 1920.

When Großadmiral von Tirpitz died in 1930, he and twin-fork beard were, in the one casket, buried in Bavaria's Münchner Waldfriedhof “woodland cemetery”.  The “one body = one casket” protocol is of course the almost universal practice but there have been exceptions and one was Lieutenant General Gaishi Nagaoka (1858-1933) who served in the Imperial Japanese Army between 1978-1908, including as vice chief of the general staff during the Russo-Japanese War (1904-1905).  While serving as a military instructor, one of his students was the future Generalissimo Chiang Kai-shek (1887-1975; leader of the Republic of China (mainland) 1928-1949 & the renegade province of Taiwan 1949-1975).  After retiring from the military, he entered politics, elected in 1924 as a member of the House of Representatives (after Japan in the 1850s ended its “isolation” policy, it’s political and social system were a mix of Japanese, British and US influences).  After he died in 1933, by explicit request, his impressive “handlebar” moustache carefully was removed and buried in a separate casket in Aoyama Cemetery.