Bugeye & Frogeye

Bugeye (pronounced buhg-ahy)

(1) A nautical term for a ketch-rigged sailing vessel used on Chesapeake Bay.

(2) A slang term, unrelated to the nautical use, used to describe objects or creatures with the bulging eyes resembling those of certain bugs.

1883: An Americanism, the construct being bug + eye, coined to describe the 1880s practice of shipwrights painting a large eye on each bow of the ketches used for oyster dredging in Chesapeake Bay, an estuary in the US states of Maryland and Virginia.  Bug dates from 1615–1625 and the original use was to describe insects, apparently as a variant of the earlier bugge (beetle), thought to be an alteration of the Middle English budde, from the Old English -budda (beetle) but etymologists are divided on whether the phrase “bug off” (please leave) is related to the undesired presence of insects or was of a distinct origin.  Although “unbug” makes structural sense (ie remove a bug, as opposed to the sense of “debug”), it doesn’t exist whereas forms such as the adjectives unbugged (not bugged) and unbuggable (not able to be bugged) are regarded as standard.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Bugeye is a noun and bugeyed is an adjective; the noun plural is bugeyes.  Hyphenated use of all forms is common. 

Frogeye (pronounced frog-ahy or frawg-ahy)

(1) In botany, a small, whitish leaf spot with a narrow barker border, produced by certain fungi.

(2) A plant disease so characterized.

(3) A slang term, unrelated to the botanical use, used to describe objects or creatures with the bulging eyes resembling those of frogs.

1914–15: A descriptive general term, the construct being frog + eye, for the condition Botryosphaeria obtusa, a plant pathogen that causes Frogeye leaf spot, black rot and cankers on many plant species.  The fungus was first described by in 1832 as Sphaeria obtusa, refined as Physalospora obtusa in 1892 while the final classification was defined in 1964.  Frog (any of a class of small tailless amphibians of the family Ranidae (order Anura) which typically move by hopping and in zoology often referred to as “true frog” because in general use “frog” is used loosely or visually similar creatures) pre-dates 1000 and was from the Middle English frogge, from the Old English frogga, from the Proto-West Germanic froggō (frog).  It was cognate with the Norwegian Nynorsk fraug (frog) and Old Norse frauki and there may be links with the Saterland Frisian Poage (frog) and the German Low German Pogg & Pogge (frog).  The alternative forms in English (some still in regional use at least as late as the mid-seventeenth century were frosk, frosh & frock.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Frogeye is a noun and frogeyed is an adjective; the noun plural is frogeyes.  Hyphenated use of all forms is common.

Bugeye or frogeye: The Austin-Healey Sprite

1960 Austin-Healey Sprite (left) & 1972 MG Midget (right).

The Austin-Healey Sprite was produced between 1958 and 1971 (although in the last year of production they were badged as the Austin Sprite, reflecting the end of the twenty year contract with Donald Healey's (1898–1988) eponymous company).  Beginning in 1961, the car was restyled and a more conventional frontal appearance was adopted, shared with the almost identical MG Midget, introduced as at the same time as a corporate companion and the Midget outlived the Sprite, the last built in 1980.  Upon release, the Sprite immediately picked up the nicknames frogeye (UK & most of the Commonwealth) and bugeye (North America) because the headlights were mounted as protuberances atop the hood (bonnet), bearing a resemblance to the eyes of some frogs and bugs.  The original design included retractable headlights but to reduce both cost and weight, fixed-lights were used.  As purely functional mountings, such things continue to be fitted to rally-cars.  The linguistic quirk that saw the Sprite nicknamed bugeye in North America and frogeye in most of the rest of the English-speaking world is a mystery.  Etymologists have noted the prior US use of bugeye as a nautical term but it was both geographically and demographically specific and that use, visually, was hardly analogous with the Sprite.  No other explanation has been offered; the English language is like that.

1963 Lightburn Zeta (left) 1964 Lightburn Zeta Sports (centre) & Lightburn Zeta Sports with "sports lights" (right).  Not everything in the 1960s was groovy. 

1949 Crosley Hotshot.

Although distinctive, the look wasn’t new, familiar from the use of the Triumph TR2 (1952) and Crosley in the US had used a similar arrangement for their "Hotshot" & "Super Sport" (1949-1952 and notable for being fitted with four-wheel disk brakes although heey didn't work very well) and in Australia, Lightburn (previously noted for their well-regarded washing machines and cement mixers) were in 1964 forced to adopt them for the woeful Zeta Sports to meet headlight-height regulations.  The Zeta Sports was better looking than the Trabant-like "two-door sedan" which preceded it but truly that is damning with faint praise.  An adaptation (development seems not the appropriate word) of the Meadows Frisky microcar of the mid-1950s, the Zeta Sports was built in South Australia and initially it wasn't realized headlight-height rules in New South Wales (NSW) were such that the low-slung Zeta couldn't comply, even were the suspension to be raised, an expedient MG was compelled to use in 1974 to ensure the bumpers of the Midget & MGB sat at the height specified in new US rules.  Instead "sports lights" were added to the bonnet (hood) which lent more more cartoon-like absurdity to the thing but did little to increase its appeal, only a few dozen built in the two years it was available.

1959 Alfa Romeo Giulietta Sprint Speciale, Tipo (type) 101.20. 

Ungainly the bugeye lights may have been but they were a potentially handy addition given the original headlights doubled as bumper bars.  That seems a silly idea and it is but it wasn't unique to the Zeta and some examples had exquisite (if vulnerable) coachwork, such as the early (low-nose) versions of the much-admired Alfa Romeo Giulietta SS (Sprint Speciale, Tipo (type) 101.20; 1957-1962).  It was only the first 101 cars which were produced in lightweight, bumper-bar less form, that run to fulfil the FIA's homologation rules which demanded a minimum of 100 identical examples to establish eligibility in certain classes of production-car racing.

Lindsay Lohan in "bugeye" sunglasses, the look made popular by Jacqueline Kennedy (1929-1994; US First Lady 1961-1963). 

So aerodynamically efficient (the drag coefficient (CD) a reputed .28) was Carrozzeria Bertone's design that although using only a 1290 cm³ (79 cubic inch) engine with barely 100 hp (75 kW), the SS could achieve an even now impressive 200 km/h (124 mph).  Fitted with a 498 cm³ engine which yielded 21 hp (15.5 kW), the Zeta Sedan thankfully wasn't that fast but did feature a four speed manual gearbox with no reverse gear; to reverse a Zeta, the ignition key was turned the opposite direction so the crankshaft turned the other way.  All four gears remained available so top speed in reverse would presumably have been about the same as going forward but, as Chrysler discovered during the testing for the doomed Airflow (1934-1937), given the vagaries of aerodynamics, it may even have been faster, something which certainly may have been true of the Sports, (at least with the soft top erected) given the additional drag induced by the bugeye lights.  This was never subject to a practical test because unlike the sedan, the diminutive roadster had a reverse gear.  

The class-winning Austin-Healey Sprite, Coupe des Alpes rally, 1958.  With its goofy bugeyes and "grinning grill", the Sprite was often anthropomorphized.  It was part of the little machine's charm and, cheap to run and easy to tune, Sprites were for decades a mainstay of entry-level motorsport and still appear in historic categories.  For years they were cheap so predictably were repowered by more powerful engines including V8s, the transplantation of which could be challenging, as was the subsequent driving experience.

An Italian Bugeye: Pininfarina's Ferrari 330 GTC Speciale

1968 Ferrari 330 GTC.

Introduced at the 1966 Geneva Auto Show, the 330 GTC was an important model for Ferrari and something of a watershed, the model defining the template which would be used for a succession of grand touring models which profitably could be manufactured and sold in volumes which, by Ferrari’s historic standards, constituted mass-production.  Between 1966-1968 597 were built (the of-quoted 598 said to be a double-counting of one chassis number), buyers attracted not only by the style but also creature comforts like air-conditioning and electric windows.  Additionally, there had been refinements to extend the appeal beyond those drawn to the faster but more raucous sports cars, independent rear suspension meaning the ride was softer and the attention paid to NVH (noise, vibration and harshness although the acronym wasn’t then in use in Italy where all three qualities still had a following) meant merely the thing was less tiring (noise is a source of stress); the 330 GTC was said to be the first Ferrari in which the radio genuinely was usable.  Styled by Pininfarina, taking cues from the 500 Superfast (1964-1966) at the front and the 275 GTS (1964-1966) to the rear, it shared the 2,400 mm (94½ inch) wheelbase of the 275 GTB (1964-1968).  A lovely, elegant shape which aged well, it wouldn’t seem to need enhancement but Pininfarina did just that, using the 330 GTC as a test-bed for a number of design studies, some of the details almost imperceptible and some obvious.

1964 Ferrari 330 GT 2+2 (left) and 1967 Ferrari 365 California Spyder (right). 

Of the latter, the most obvious was the addition of a pair of Supervis (super vision) driving lights in retractable housings, as used on the Ferrari 365 California Spyder (1966-1967).  By the mid 1960s, integrated quad headlights had for a decade been a part of mainstream design but their appearance on a Ferrari  had not met with universal praise, the 330 GT 2+2 (1964-1967) produced for its first two seasons with four but reverting to what was judged a more aesthetically accomplished pair for the rest of its run.  Speeds however were rising and the networks of European roads designed for high speed cruising rapidly were being extended and the need for better headlights was acknowledged.  Soon, technology would provide that but in the short term the solution was to add another pair and the retractable units on the Superfast were a way to do that without compromising the marque’s recognizable design language.  It was only on the Superfast the Supervis lights were standard equipment and they appeared on only two of the four 330 GTC Speciales along with a handful of regular production 330 GTC (fitted upon customer request, most sources suggest only three took up the option) and the clearly limited demand, coupled with the labor-intensive installation process, dissuaded Ferrari from extending availability as early as 1965 they appear to have vanished from the option list.  Not until compelled by US regulators a half-decade later would the factory return to retractable headlights, by then in a symmetrical quad.

Ferrari 330 GTC Speciale (serial number 8727, Pininfarina construction number CO 004, left) and in bug-eye mode (right).  This does hint why rarely are the the 365 California Spyders photographed with headlights raised. 

The brace of Supervis on chassis 8727 had a history.  Sometime prior to 1988 the front of the car had been damaged and when repairs were effected, the bug-eye lights simply were removed, the suddenly gaping apertures covered with a plug from sheet aluminium; once painted, the nose again resembled that of the standard 330 GTC the car had once been.  It was only during a later restoration the plugs were discovered and information was sought from Pininfarina which provided details of the history.  Obviously the rotating mechanisms were no longer available so those on one of the 14 365 California Spyders were removed and disassembled, allowing every part exactly to be duplicated, a process as expensive as it sounds and, adding to the cost, it was necessary to fabricate a new nose-cone because the existing metal surrounding the plugs had become too fragile to support the weight.

Skinnytoker Trindalyn Mackenzie skinnysplaining that "skinny isn't owned, it's rented".

The bug-eye look was adopted by the skinnytokers (the skinnytok community said to be "the acceptable pro ana") because the exaggerated size of the frames and lens creates the visual illusion of making the face appear thinner although Trindalyn Mackenzie seems anyway splendidly slender.  

A French bugeye: The Matra 530SX

Matra’s 1967 advertising copy for the last of the Sports Jets (left) and a 530 (right).

René Bonnet (1904–1983) was a self-taught French designer and engineer who joined the long list of those unable to resist the lure of building a car bearing his name.  It ended badly but his venture does enjoy a place in history because briefly he produced the first mid-engined road cars offered for general sale, some four years after the configuration had in Formula One racing begun to exert a dominance which endures to this day.  His diminutive sports car (marketed variously as René Bonnet Djet, Matra-Bonnet Djet, Matra Sports Djet & Matra Sports Jet) were produced by his company between 1962-1964 and by Matra for a further two years, the French manufacturer taking over the concern when Bonnet was unable to pay for the components earlier supplied.  While Matra continued production of the Djet, it used the underpinnings for a much revised model which would in 1967 emerge as the Matra 530.

Matra R.530 surface to air missile (1962, left) and René Bonnet Missile (1959-1962).

It was only force of circumstances which would lead Matra to producing the Djet.  As Bonnet’s largest creditor when the bills grew beyond his capacity to pay, the accountants worked out the only hope of recovering their stake was to take the equity and continue the operation.  Although asset-stripping wasn’t then the thing it would later become, there’s nothing to suggest this was contemplated and the feeling was the superior administrative capacity of Matra would allow things to be run in a more business-like manner although there was genuine interest in the workforce’s skills with the then still novel fibreglass.  However, although Djet production resumed under new management, Bonnet’s other offerings such as the Missile (1959-1962) were retired.  The missile, a small, front-wheel drive (FWD) convertible was a tourer in the pre-war vein rather than a sports car but while the idea probably had potential, the price was high, the performance lethargic and the styling quirky even by French standards.  In looks, it had much in common with the contemporary Daimler SP250 including the tailfins and catfish-like nose but while the British roadster was genuinely a high-high performance (if flawed) sports car, the missile did not live up to its name; under the hood (bonnet) sat small (some sub 1000 cm³) four cylinder engines rather than the Daimler’s sonorous V8.  One influence did however carry over: Matra named the 530 after one of their other products: the R.530 surface to air missile which had entered service in 1962 after a five year development.

Vis-à-vis: Matra 530: The LX (left) and the SX (right).

Using three-numeral numbers for car names is not unusual but usually the reference is to engine capacity (in the metric world a 280 being 2.8 litres, a 350, 3.5 litres etc while in imperial terms 350, 427 et al stood as an indication of the displacement in cubic inches).  Buick proved a contrarian, their 445 V8 gaining the name from its torque rating and the company used 225 in honor of the impressive 225 inch (5.7 m) length of the the 1959 Electra (Jayne Mansfield (1933–1967) died in a 225), sticking to to it for years even as the thing grew and shrunk and there have been many three-digit numbers which indicated a model's place in the hierarchy, the choice sometimes seemingly arbitrary.  Porsche in 1963 thought 901 was innocuous but Peugeot objected, claiming an exclusive right (for cars sold in France) to the use of three digit numbers with a central "0".  At that point Mercedes-Benz had in France been for a decade been selling the 300 and were about to release the 600 so it seemed an ambitious claim but, given the advice the case would be heard in a French court (which meant the French would win), Porsche renamed the thing 911 and the rest is history.  The "Letter Series" Chrysler 300 gained the name from its industry-leading 300 horse power, 331 cubic inch (5.4 litre) V8 and such was the reputation the thing soon established that even though over the following eleven years displacement and power both rose, the "300" model designation was retained, the allure so strong there was a twenty-first century revival.  Even now, 300 sounds an impressive number if linked to horsepower while the "110" used by both Austin and Wolseley doesn't stir the imagination, even though it denoted a useful 11% jump in horsepower from the previous 99.  The three-dozen odd models of the French Monica (1971-1975) were all called "560" because although Chrysler invoiced the company for "340 cid" (cubic inch displacement) V8s, to have called it the 340 would have baffled many in Europe for whom inches were mysterious so 560 it was, a familiar allusion to its 5.6 litres.  Unfortunately, after the ripples of the first oil shock washed over Europe after 1973, engines of that size become suddenly unfashionable and Monica was doomed along with most of the once lucrative trans-Atlantic ecosystem.  

1971 Chrysler (Australia) VG Valiant Regal 770 Hardtop.

Perhaps because 220, 440, 330 and such can be multiples of amicable numbers (and thus possess a beauty for mathematicians), they seem to have been used as model designations unrelated to the three numeral string’s usual function of (usually with some rounding up or down) indicating engine displacement (Kawasaki 440=440 cm3; Mercedes-Benz 220=2.2 litres; Oldsmobile 330=330 cid etc). AMC (American Motor Corporation) had the most complete sequence, using 220, 330, 440, 550, 660, 770, 880 & 990 to tag a model’s place in the hierarchy and in Australia Chrysler used 660 and 770 for their blinged-up Hillman Hunter and Valiant respectively; they also called the Hunter a “Royal” in case 660 was too abstract for the colonials. There, Ford's Mark 1 Cortina was sold as a 220 (the so-called "poverty" model which was a two-door without even a standard heater so it could be advertised at the lowest possible price) & 440 (the better equipped four-door version).  When a two door version with the 440 equipment levels was released, in stead of 330 it was called 240. 550 is also a footnote because the Mercedes-Benz R230 (2001-2011) was unusual because of the quirk of the SL 550 (2006-2011), a designation used exclusively in the North American market, the RoW (rest of the world) cars retaining the SL 500 badge even though both used the 5.5 litre (333 cubic inch) V8 (M273).

1989 ZIL-41052 presidential limousine (one of 13 built) used by both comrade Mikhail Gorbachev (1931–2022; Soviet leader 1985-1991) and former comrade Boris Yeltsin (1931–2007; President of Russia 1991-1999).  Comrade Gorbachev is standing third from left.

Apparently, the number "7" is among people with a preference for such things the "most popular number" and this seems to be neither culturally no gender nor specific.  Having a "favorite number" for reasons unrelated to connection with anything else is a real phenomenon and is not restricted to synesthetes although presumably their experiences provide at least some empirical rationale for a preference.  Historically there are things in seven (the "seven seas", the "seven wonders of the ancient world" et al) and Christianity, as well as assuring us God rested on the seventh day after creating all in six, lists the "seven deadly sins" for us to avoid, lest we been damned for eternity to Hell.  Mathematicians note that of the ten numerals it has certain unique properties but this isn't thought to account for the attraction and it may be nothing more than the character "7" being thought visually attractive and the pronunciation of "seven" being pleasing.  Since 1995 Boeing has produced the 777 airliner and as well Chrysler and AMC, there have been other cars called 770, including one which became infamous for its later association with Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945): The Mercedes-Benz 770 & 770K, produced in two generation (W07, 1930-1938 & W150, 1938-1943), known also as the Grosser (grand) Mercedes.  The 770's gained their name from the 7.7 litre (468 cubic) inch straight-eight engines (many of which were supercharged) although when the Soviet 7.0 litre (425 cubic inch) V8 ZIL 117 was upgraded (as the 4104) to a 7.7 litre V8, there was no use of "7" in the title and only one did one appear in the nomenclature used for its successors (1985-2010).

Hongqi CA770 four-door cabriolet with comrade chairman Mao Zedong (standing centre) holding the "handle-bar"); comrade vice charman Lin Biao to his left.  The image was taken at the dawn of the Cultural Revolution (1966-1976), Tiananmen Square, Peking (Beijing), 1966.

The big ZILs were allocated almost exclusively to senior figures in the Communist Party and that was true of its Chinese counterpart, the Hongqi CA770; like the Soviet ZILs, the Honqqis owed much (borrowed, stolen, copied) to the West and in some case the Chinese even used some US built-V8 engines.  Among the most photographed of the CA770s were the four-door cabriolets (complete with suicide doors) in which would stand CCP (Chinese Communist Party) worthies like comrade Chairman Mao Zedong (1893–1976; CCP chairman 1949-1976), comrade Lin Biao (1907–1971; CCP vice chairman 1958-1971) and comrade Zhou Enlai (1898–1976; premier of the People's Republic of China (PRC) 1949-1976), waiving to dutifully assembled peasants, hopefully grateful for being able to buy their bicycles.  Neither the CA770 or its successors used engines as large as the Mercedes-Benz or the ZILs but all consumed fossil fuel and discharged greenhouse gasses in volumes which would have appalled Greta Thunberg (b 2003).

Nor is a link with the materiel of the military unusual, the names of warships have been borrowed and Chevrolet used Corvette as a deliberate allusion to speed and agility but an air-to-air missile was an unusual source although Dodge did once display a Sidewinder show car.  Eventually the Corvette did live up to its name although the humble Triumph Spitfire was a far cry from the fighter aircraft which became famous in the Battle of Britain (1940).  At the time though, it wasn't the Matra's name which attracted most comment.  There have been quite a few French cars which looked weirder than the 530 but the small, mid-engined sports car was visually strange enough although, almost sixty years on, it has aged rather well and the appearance would by most plausibly be accepted as something decades younger.  The automotive venture wasn’t a risk for Matra because it was a large and diversified industrial conglomerate with profitable interests in transport, telecommunications, aerospace and of course defence (missiles, cluster-bombs, rockets and all that).  As things transpired, the automotive division would for a while prove a valuable prestige project, the participation in motorsport yielding a Formula One Constructors’ Championship and three back-to-back victories in the Le Mans 24 hour endurance classic.

Matra 530: The LX (left) and the SX (right).

The road-car business however proved challenging and Matra never became a major player.  Although the British and Italians would prove there was a market for small, economical sports cars, buyers seemed mostly to prefer more traditionally engineered roadsters which were ruggedly handsome rather than delicately avant-garde.  Although as a niche model in a niche market, the volumes were never high, the 530 was subject to constant development and in 1970 the 530LX was released, distinguished by detail changes and some mechanical improvements.  Most distinctive however was next year’s 530SX, an exercise in “de-contenting” (producing what the US industry used to call a “stripper”) so it could be offered at a lower price point, advertised at 19,000 Fr against the 22,695 asked for the LX.  It was a linguistic coincidence the SX label was later chosen for the lower price 386 & 486 CPUs (central processing unit) by the US-based Intel although they labeled their full-priced offerings DX.

Yuri Gagarin (1934–1968; Soviet pilot and cosmonaut and the first human to travel to “outer space”) with his 1965 Matra Djet (left), standing in front of the Покори́телям ко́смоса (Monumént Pokorítelyam kósmosa) (Monument to the Conquerors of Space), the titanium obelisk erected in 1964 to celebrate the USSR's pioneering achievements in space exploration.  The structure stands 351 feet (107 metres) tall and assumes an incline of 77° which is a bit of artistic licence because the rockets were launched in a vertical path but it was a good decision however because it lent the monument a greater sense of drama.  Underneath the obelisk sits the Музей космонавтики (Memorial Museum of Cosmonautics (known also as the Memorial Museum of Astronautics or Memorial Museum of Space Exploration)) and in the way which was typical of projects in the Brezhnev-era (Leonid Brezhnev (1906–1982; Soviet leader 1964-1982) USSR, although construction was begun in 1964, it wasn't until 1981 the museum opened to the public.  In the Soviet Union, while it was common for projects to be delayed for years, they were usually described as "ahead of schedule". 

The reduction in the cost of production of the SX was achieved in the usual way: remove whatever expensive stuff can be removed.  Thus (1) the retractable headlights were replaced with four fixed “bugeyes”, a single engine air vent was fitted instead of the LX’s four, (3) the rear seat and carpet were deleted, (4) the front seats were non-adjustable, (5) the trimmed dashboard was replaced by one in brushed aluminium (which was much-praised), the removable targa panels in the roof were substituted with a solid panel and, (7) metal parts like bumpers and the grille were painted matte black rather than being chromed.  In the the spirit of the ancien regime, the Frensh adopted the nicknames La Matra de Seigneur (the Matra of a Lord) for the LX & La Matra Pirate (the Matra of a pirate) for the SX.

Who wore the bugeye best?  Austin-Healey Sprite (1958, left), Lightburn Zeta Sports (1964, centre) and Matra 530SX (1971, right).

The SX did little to boost sales and even in 1972 which proved the 530’s most prolific year with 2159 produced, buyers still preferred the more expensive model by 1299 to 860.  Between 1967-1973, only 9609 530s were made: 3732 of the early models, 4731 of the LX and 1146 of the bugeyed SX and, innovative, influential and intriguing as it and the Djet were, it was a failure compared with something unadventurous like the MGB (1963-1980), over a half-million of which were delivered.  One 530 however remains especially memorable, a harlequinesque 1968 model painted by French artist Sonia Delaunay (1885–1979), a founder of the school of Orphism (a fork of Cubism which usually is described as an exercise in pure abstraction rendered in vivid colors).  The work was commissioned by Matra's CEO Jean-Luc Lagardère (1928–2003) for a charity auction and still is sometimes displayed in galleries.  In 2003, after some thirty years of co-production with larger manufacturers, Matra’s automotive division was declared bankrupt and liquidated.

Futtock

Futtock (pronounced fuht-uhk)

In nautical design and construction, any of a number of curved (and otherwise shaped) timbers forming the lower, more curved portion of the frame in a wooden hull; one of the ribs in the frame of a wooden vessel.

1605-1615: From the Middle English futtek & votek, of uncertain origin but possibly a compound of the Old English fōt + hōc, or fut +‎ -uc (analysed as foot-hook or footock (“-ock” the diminutive suffix)) or a construct of the Old Dutch vot or fuot + hoek, or from buttock (from the jargon of timber merchants, the construct being butt (in the sense of a cut of timber) +‎ -ock.  Alternatively it may have been influenced by the Middle Dutch voetkijn, diminutive of voet (foot), the construct deconstructed as foot +‎ -kin.  The words in Old English from which the Middle English forms emerged may have been from the Old Norse construct fótr or fett & futt (big) + ek (timbr), or øks which gave the Old Norse fót'ek, futtek or futtøks, the Norwegian equivalent Norwegian being fot haki, fett eik (tømmer), or fett øks; meaning foot hook, big oak (timber) , or bold axe.  Futtock is a noun; the noun plural is futtocks.

One theory with much support is it was simply the Old English fōtuc (foot) +‎ -ock.  Many boatbuilders seem convinced the origin of futtock must obviously have been an alteration of foothook (the ribs in a boat frame one could use to “hook one’s foot under for stability while on board”.  Those with experience of standing in small craft while in rough waters will likely also support this etymology and similarly formed words include baloney from bologna, and cockamamie (originally “a decal, a design that can be transferred to a surface” and later re-purposed to mean something or someone ridiculous or absurd) from decalcomania. (from the French décalcomanie (process of transferring designs onto surfaces using decals) although cockamamie was once suggested to have a Yiddish connection on the basis of a vague similarity to certain words in the Jewish vernacular; the idea has long been discredited.

The sequence: Although modular systems now exist, historically, frames were built from the floor up, the second and subsequent futtocks added after each lower unit was secured.

Futtocks are the separate pieces of timber which form a frame (the rib-like structure) in a wooden ship and historically there are usually three or four (there can be five) futtocks to a rib in a ship of moderate size.  Futtocks are solid pieces of compass timber several of which make up a built frame, extending from the floor to the top timber.  The one closest to the keel is known is the ground futtock or naval futtock, the remainder being the “upper” futtocks while futtock riders are the large, vertical timbers strengthening the inside of the hull below the waterline.  A bilge futtock is a specialized form of frame futtock which covers the sweep of the bilge.  In a wooden vessel, a floor futtock is the lowest of the futtocks from which a built frame is made, running transversely across the top of the hog and through which the keel bolts are fitted (the outer ends often of differing lengths and are known as “wrung heads” or “wring heads”).  Sistered Frames are frames constructed by paired futtocks laid side by side and cross bolted together with the butts between the various futtocks staggered.  The cross-bolting was to enhance structural stability and was required because vessels are subject to both lateral and longitudinal stresses; recognition of this was the reason internal combustion engine builders in the 1960s began using cross-bolting to secure the main-bearing caps supporting the crankshaft.

Cross-bolting describes the placement of bolts at angles (ie essentially vertical vs horizontal although futtocks being inherently curved pieces, bolts are often installed at angles which follow the curve).  What the cross-bolting does is better absorb and distribute stresses which in a vessel can be both and lateral and longitudinal.  Note that depending on the hull profile desired, some futtocks can actually be straight.  

Spirket blocks (also called spirket chocks) were “filling chocks” fitted (1) between the floor futtocks and (2) the top of the hog and the underside of the keelson; usually spirket blocks were dovetailed into the floor futtocks but this method of construction is long obsolete.  The general name usually given to the pieces of timber which compose the frame of a ship such as floor timbers, futtock timbers and top timbers as also the stem or head timbers and the stern timbers was (logically): “timbers”.  Sometimes, the carved, ornamental pieces upon the munions of stern windows in the stead of pilasters were called stern timbers although such use is now less common.  The timberhead is the top of the uppermost frame futtock extending above the covering board to form a stiffener to the bulwark and to which the berthing is attached.  The cap rail or main rail is attached to its tops by means of a mortise and tenon joint and depending on the builder or the type of vessel, it could be a piece of timber separate from the frame.  The top timber was the uppermost of the futtocks in a built frame and which stops just below the underside of the covering board (except in sistered frames when one futtock is extended through the deck to form the timberhead).  The wrunghead was the outer end of the floor futtocks in a built frame, a technique now obsolete.  When wrungheads were used, the wrunghead wale was an especially thick piece of skin planking run over the outer ends (ie the wrungheads) of the floor futtocks.  A futtock band was fitted usually around a mast and existed as a locating mechanism to which a futtock (or another fitting) could be attached; such was their utility they were used for other purposes.  Futtock head is an unusual term in that it seems not to have been in use until the 1860s (although it’s so obvious it may have even then have been shipwright’s slang).  The futtock head described the upper part of a futtock, that part which extends above the top of the frame and is fastened to the ship's planking, its most vital function being to ensure the strength of the structure.

It is futtocks which are the building blocks (more correctly spars) of the ribs which are part of a ship's frame and the components which give a vessel its distinctive shape.  In anatomy, they can be compared with the ribcage of humans and many other animals.  Lindsay Lohan on Melrose Avenue, Los Angeles, April 2009 (left) and a vessel during restoration (right) illustrate the similarities.  This image of Lindsay Lohan (during her "thin" phase) has long been popular on thinspo and other pro-ana sites.

A futtock hole is the opening in a frame through which the futtock is inserted and fastened to the ship's planking.  Futtock holes typically are located at the top of the frame, the point at which the futtock head secured.  Such are the possibilities “futtock hole” offers that it must have been one of a shipyard’s more re-purposed terms.  Futtock lines are the lines used to measure the curvature of the futtock, the purpose being to ensure the cut is properly shaped and fitted to the ship's frame.   Almost always, futtock lines are made of rope or wire and are attached to the futtock at various points along its length, the curvature determined by pulling the futtock lines taut and measuring the distance between the points where the lines are attached.  A futtock staff is a wooden or metal rod, used to measure the curvature of a futtock and fulfils the function of a template and whether a futtock staff or futtock lines are used depends on things such as the size of the fittings and their accessibility.  Futtock staffs are marked with measurements corresponding to the desired curvature, enabling a shipwright to determine where alterations are needed.  During the measurement process, a futtock staff is inserted into the futtock hole, the curvature determined by comparing the position of the staff to the markings.

Futtock shroud.

The somewhat misleadingly named futtock shroud is a rope or wire attached to the futtock.  It is not a locating mechanism but is used to provide additional support and stability to the futtock (a la the guy-wires used on land for radio masts and such) by limiting or even preventing any shifting during a ship’s movements.  Almost always, a shroud is attached to the futtock at one end and to the ship's mast or another part of the rigging at the other end.  Usually, a shroud runs from the futtock plates on the sides of the top, downwards and inwards to a futtock band around the mast or directly to the lower shroud's futtock stave.  The futtock stave consists of a served piece of rope across and lashed to a lower shroud, below the top and near the masthead.  As a general principle (there were variations and in some cases, complete departures), staves were attached at the same distance below the top as the masthead is above the top, the purpose being to reinforce the lower shroud where the futtock shrouds terminate.

A classic, simple square frame.

A futtock plank is a piece of timber curved to fit the shape of a ship's hull.  Futtock planks provide additional strength and support, required because the physics of such things mean the stresses in the construction are multiplied at the point of attachment and they’re attached in a series of layers, each fastened to the layer below it using nails or screws.  The layers often do more than merely emulate a single thicker piece of because shipwrights can align with the grain of the timbers running at right angles or even diagonally.  A futtock plate is a metal plate which connects the futtock to the frame; it provides additional strength and simplifies installation, compared with using pure timber construction.  Usually made from steel high-strength alloys, the plates are attached with bolts or marine coach screws.

Dynasty

Dynasty (pronounced dahy-nuh-stee (US English); din-uh-stee (UK English)

(1) A sequence of rulers from the same family, stock, or group.

(2) The rule of such a sequence.

(3) A series of members of a family who are distinguished for their success in business, wealth creation etc.

(4) In sport, a team or organization which has an extended period of success or dominant performance (technically unrelated to family links or even and great continuity in personnel).

(5) As used specifically in East Asian history, the polity or historical era under the rule of a certain dynasty.

1425-1475: From the Middle English dynastia, from the Middle French dynastie, from the Late Latin dynastia, from the Ancient Greek δυναστεία (dunasteía) (power, dominion, lordship, sovereignty) from dynasthai (have power), of unknown origin.  The adjective dynastic (from 1800) is used when speaking or, relating to or pertaining to a dynasty; dynastical attested since 1730.  A dynast (hereditary ruler) is from the 1630s, from the Late Latin dynastes, from the Greek dynastes (ruler, chief, lord, master).  Synonyms include house & lineage.  Dynasty & dynast are nouns, dynastic & dynastical are adjectives and dynastically is an adverb; the noun plural is dynasties.

The word is widely used of the ruling families of nations associated with royalty (Hapsburg dynasty, Romanov dynasty, Hohenzollern dynasty) and remains the standard term in the historiography of Imperial China (Ming dynasty, Qing dynasty, Song dynasty, Tang dynasty, Yuan dynasty).  In political science it’s a popular use (verging on a slur) to describe the political arrangements concocted when a ruler attempts (sometimes with success) to pass the office (and thus their country) to a descendent (usually the eldest or most demonstrably ruthless son), examples including the Congo, Syria and Cambodia.  Sometimes, polities organized in this manner can give rise to what is known as a subdynasty (which seems never to hyphenated), an idea borrowed from European history when royal families routinely would provide offspring to serve as kings of other states, thereby creating a new dynasty; sometimes this worked well, sometimes not.

In politics, families which some characterize as appearing dynastic can be very sensitive to anything which seems even to hint at the suggestion and the Lee family in Singapore is the standard case study.  Between the rule of Lee Kuan Yew (1923–2015; prime minister of Singapore 1959-1990) and that of his son Lee Hsien Loong (b 1952; Prime Minister of Singapore since 2004) there was gap of over a dozen years (which must not be called an interregnum) and of some interest is whether a similar mechanism will be engineered to enable a third generation to assume office, the previous successor designate having been removed from the plan because of “some unsuitability”.  According to commentators, this means Mr Lee has decided to delay his retirement so a “long runway” is provided on which the next prime minister can emerge (Mr Lee presumably thinking of “runway” in the modern sense of the “catwalk” on which models strut their stuff rather than anything to do with aviation).

While Li Hongyi (b 1987; first-born child of Lee Hsien Loong), has disavowed any interest in a political career, there’s still plenty of time and if, in the fullness of time, “drafted” by the ruling PAP (the People’s Action Party which has been in power since independence in 1959), he may feel it his duty to be “be persuaded”.  Li Hongyi however may simply believe his lineage is too great a disadvantage to overcome.  Earlier, Lee Hsien Loong dismissed suggestions his stellar career (becoming at becoming at 32 the youngest brigadier-general in the history of the Singapore military and prime minister at 53) owed anything to family connections, claiming being the prime minister’s son actually hindered him because people were so anxious to avoid accusations of favoritism.  Interestingly, entertainment personality Kylie Jenner (b 1997) made much the point, claiming it was belonging to a famous family which saw her denied some modelling work.  The Lee family though do seem unusually sensitive to suggestions the scions might unduly benefit from the connection, the Financial Times in 2007 even having to apologize for having published not anything libellous (actually easily done in Singapore) but simply a list of Lee family members in high positions in the island nation.  The current derogatory slang is “nepo baby”, a clipping of nepotism baby, a term one is unlikely to read in the Singaporean press.

Kim I, II & III: The Kim Dynasty, Democratic People’s Republic of Korea (DPRK, aka North Korea)

Kim I: Kim Il-sung (1912-1994; The Great Leader of DPRK (North Korea) 1948-1994 (left).  Like his descendants, The Dear Leader and The Supreme Leader, The Great Leader enjoyed food.  He’s pictured here at lunch with another foodie, comrade Stalin (1878-1953; Soviet leader 1924-1953) (right).

Kim Il-sung held an array of titles during his decades as the DPRK’s dictator, the proliferation not unusual in communist nations where the ruling party’s structures are maintained alongside the formal titles of state with which a nation maintains relations with the rest of the world.  In office for a notable forty five years he was designated premier (head of government) between 1948-1972 and president 1972-1994.  He was head of the Workers' Party of Korea (WPK) between 1949- 1994, and in that role was styled as chairman 1949-1966 and general secretary after 1966.  During his forty-five year rule, there were ten US presidents, six South Korean presidents, nine British prime ministers and ten Australian prime ministers.  He tenure in office also spanned the time of the USSR from its apotheosis under Comrade Stalin to its collapse in 1991. 

Being dead however proved no obstacle to The Great Leader extending his presidency, the collective office “Eternal leaders of Juche Korea” (Chuch'ejosŏnŭi yŏngwŏnhan suryŏng) created in 2016 by the insertion of an enabling line in the preamble to the constitution.  What this amendment did was formalise the position of The Great Leader and his late son Comrade Kim Jong Il (The Dear Leader) as the “eternal leaders” of the DPRK.  Juche is the term used to describe the DPRK’s national philosophy, a synthesis of The Great Leader’s interpretation of (1) Korean tradition and (2) Marxist-Leninist theory.

Funeral of The Great Leader, 1994.

It was an interesting move.  Technically, the office of president was constitutionally established only in 1972.  Prior to that, the role of head of state had been purely ceremonial and held by respected party functionaries, all power exercised by The Great Leader in his capacity as premier and general secretary of the WPK.  So tied to the legend of The Great Leader was the office of president that upon his death in 1994, the position was left vacant, The Dear Leader not granted the title.  That nuance of succession for a while absorbed the interest of the DPRK watchers but attempts to invest the move with any significance abated as DPRK business, though in the more straitened circumstances of the post Soviet world, continued as usual.

The constitution was again revised in 1998.  Being a godless communist state, no fine theological points stood in the way of declaring The Great Leader the DPRK’s "Eternal President", the latest addition to the preamble declaring:

Under the leadership of the Workers' Party of Korea, the Democratic People's Republic of Korea and the Korean people will hold the great leader Comrade Kim Il-sung in high esteem as the eternal President of the Republic.

The constitution in its 2012, promulgated after the death of The Dear Leader, again referred to The Great Leader as "eternal President of the Democratic People's Republic of Korea" but, in 2016, The Dear Leader, having apparently been dead for a decent duration, another amendment to the preamble changed the administrative nomenclature of executive eternity to "eternal leaders of Juche Korea", the honor now jointly held by the leaders great & dear.  It was another first for the Kims.

Kim II: Kim Jong-il (1941–2011; The Dear Leader of DPRK (North Korea), 1994-2011).  Pictured here admiring a vegetable, The Dear Leader is accompanied by a general.  DPRK generals wear big hats and always carry a notebook in case the closest Kim says something.  They write it down.

As a construct, the DPRK is best thought of a hereditary theocracy.  Although opaque, its dynamics are now better understood but when The Great Leader died in 1994, neither within the country nor beyond was it widely understood how much of the power structure he controlled had passed to The Dear Leader.  Although the economic circumstances of 1994 were hardly propitious, there seems to have been little doubt about the formal succession, The Dear Leader having been anointed for more than a decade.  The DPRK’s media operation, while not in the conventional sense having a middle class to be made “quite prepared”, had the rest of the country to work on and The Dear Leader was gradually eased into photo opportunities with The Great Leader, eventually making even solo appearances, sometimes in the role of Supreme Commander of the Korean People's Army to which he’s been appointed in 1991, despite having no military experience, although, given the minimal battlefield exposure of most of the generals, this might have been less of a problem than it appears.

Perhaps now aware of his own mortality, The Great Leader spent some of the time in the years before his death clearing the decks for the succession, purging the military and civilian ranks of any difficult types who might prove obstacles to The Dear Leader’s ascent.  Some apparently died but it may have been a coincidence; constitutionally the DPRK may be a theocracy but its military and political elite are gerontocracies.  The path was smoothed and, the military command settled, in 1992, The Great Leader announced The Dear Leader was in charge of all the DPRK’s internal affairs.  Curiously, shortly after that, the media began using the honorific “Dear Father” instead of “Dear Leader” but for whatever reason, all official communications soon reverted to the original title and there’s never been any explanation.

Despite all the dynastic help, the indications are it took The Dear Leader sometime fully to assert his authority.  Seriously weird it may appear but, the WPK is just another political party and they all have factions and, in the difficult post-Soviet environment of the 1994 succession, it seems there were genuine discussions within the party about how to deal with the economic problems the DPRK faced.  It frankly didn’t go well but while The Dear Leader may not have learned much economic theory, he proved adept at consolidating his power, adopting the Songun (military first) policy of North Korea, granting the military priority in resource allocation and political influence, not out of any concern about foreign invasion but to ensure the loyalty of what was, in effect, a giant police force to protect the Kim dynasty from a revolt of the people.  Secure in office, The Dear Leader did spasmodically attempt economic reforms but the results were not impressive.

Planning the dynasty: The Dear Leader shaking hands with Japanese-born singer Ko Yong-hui (1952-2004; aka Takada Hime) circa 1972.  She became his consort and would later give birth to Kim III (later The Supreme Leader).  Within the DPRK, her name must never be spoken and she's referred to only by honorific forms, the most commonly use of which is: “The Respected Mother who is the Most Faithful and Loyal 'Subject' to the Dear Leader Comrade Supreme Commander”.

By 1997, he was sufficiently entrenched to engineer his appointment to The Great Leader’s old post as General Secretary of the WPK and a year later, a constitutional amendment declared his role as chairman of the National Defence Commission was "the highest post of the state", presumably among those still alive because the same constitutional reform abolished the office of president and proclaimed The Great Leader to be the DPRK’s "Eternal President".  The year after The Dear Leader’s death in 2011, the constitution was amended to declare him Eternal General Secretary of the WPK and Eternal Chairman of the National Defence Commission.  In 2016, after a decent period of mourning, the new title "Eternal Leaders of Juche Korea" was created and granted to both the Great Leader & Dear Leader.

US actor Elizabeth Gillies (b 1993) appeared as Fallon Carrington on in the television drama Dynasty (2017–2022), a revival of the 1980s soap opera; it was shown in the US on the CW Television Network (episodes streamed internationally on Netflix the next day).  She appeared (far left) in Ariana Grande's (b 1993) music video Thank U, Next (2019), taking the part of Lindsay Lohan in the segment which was a homage to Mean Girls (2004).  While not technically a doppelganger, the degree of resemblance was sufficient for the concept to work.

The reputation of the DPRK as a hermit state cloaked in secrecy is undeserved because there is an official biography of The Dear Leader and from his birth, he was amazing.  He was born inside a log cabin beneath Korea’s most sacred mountain and in the moment of delivery, a shooting star brought forth a spontaneous change from winter to summer and there appeared in the sky, a double rainbow.  The Dear Leader was not subject to bowel movements, never needing to defecate or urinate although it’s not known if this is a genetic characteristic of the dynasty and therefore enjoyed also by The Supreme Leader.  He had a most discriminating palette so The Dear Leader employed staff to inspect every grain of rice by hand to ensure each piece was of uniform length, plumpness, and color, The Dear Leader eating only perfectly-sized rice.  Although he only ever played one round of golf and that on the country’s notoriously difficult 7,700 yard (7040 m) course at Pyongyang, he took only 34 strokes to complete the 18 holes, a round which included five holes-in-ones.  Experienced golfers have cast doubt on the round of 34 (not commenting on the holes-in-one) but the diet of individually inspected & polished grains of rice was thought "at least plausible".  

Funeral of The Dear Leader, 2011.

The car is a 1975 or 1976 Lincoln Continental, built by Moloney Standard Coach Builders on an extended wheelbase.  Lincoln experts say it's a different car to the similar model used in The Great Leader's funeral, the dynasty said to own several and it's believed they were obtained "through sources in Japan".  Uniquely, the Kin dynasty is the only only family said also to own a brace of Mercedes-Benz 600s (M100; 1963-1981) long-roof Landaulets, only twelve of which were built.  Fittingly, the long-roof variants are known casually as the "presidentials" but the factory never officially used the designation.  

The Kims certainly build personality cults but it’s not only the North Koreans who create retrospective honours to acknowledge the uniqueness of a special individual.  George Washington (1732-1799) will forever be the first President of the United States (POTUS) so that’s fine but he retired from the army as a lieutenant general and later appointments of some to more senior ranks bothered some in the military, concerned his primacy in the hierarchy wasn’t adequately honoured.  The later appointments had been (1) Ulysses S Grant (1822–1885) created General of the Army in 1866, (2) John Pershing (1860–1948) appointed General of the Armies in 1919 and (3) nine of the World War II (1939-1945) generals and admirals who were appointed to the newly formalised five star rank as Generals of the Army and Fleet Admirals respectively.  Where Washington stood in this potpourri of stars and titles wasn’t clear until 1978 when, after years of discussions of the difficulties inherent in solving the problem, in a surprisingly simple act of internal Army administration, Washington posthumously was promoted to General of the Armies of the United States, making him eternally the US military’s most senior officer.

Kim III: Kim Jong-un (b circa 1982; The Supreme Leader (originally The Great Successor) of DPRK (North Korea) since 2011).  The Supreme Leader is pictured here with South Korean foreign minister, Chung Eui-yong (b 1946).

Inheriting the family business at a much younger age than The Dear Leader, The Supreme Leader, didn’t benefit (or suffer) from the long public gestation period his father was provided by The Great Leader.  It was in 2009, about two years before The Dear Leader’s death that the media began reporting the youngest son, was to be the DPRK’s next leader although at that stage, he was referred to as The Brilliant Comrade, the honorific The Great Successor not adopted until after The Dear Leader’s death and it was soon replaced by The Supreme Leader.  For whatever reason, and the speculation and conspiracy theories are many, Kim III more quickly assumed his panoply of offices and titles than his immediate ancestor.  

Announced on state television as The Great Successor, The Supreme Leader was appointed General Secretary of the WPK, Chairman of the Central Military Commission, and President of the State Affairs Commission, followed soon afterwards by a promotion to the army’s highest military rank, Marshal of the Korean People's Army, adding to his position as Supreme Commander of the Armed Forces (exactly the same constitutional arrangement adopted by Hitler as commander-in-chief of both OKH (Oberkommando des Heeres (High Command of the Army)) and OKW (Oberkommando der Wehrmacht (High Command of the Armed Forces)).  Great minds do think alike.  Confusingly, having already morphed from The Brilliant Comrade to The Great Successor to The Supreme Leader, references also appeared calling him The Dear Respected Leader but thankfully the proliferation seems now to have stopped.  In office, he has pursued 병진 (byungjin (literally "parallel development")), a refinement of The Great Leader’s policy simultaneously to develop both the economy and the military, his particular emphasis in the latter a focus on nuclear weapons and inter-continental delivery systems.  It may be an attempt to avoid the problems inherent in the “Waffen und Butter” (guns and butter) programme pursued by the Nazi regime (despite the international perception) as late as the first three years of World War II (1939-1945).

Although Kim III is no longer referred to as The Great Successor, there have been great successes.  Despite Western propaganda, there are elections in the DPRK and when The Supreme Leader sought a seat in the Supreme People's Assembly, there was a record turnout of voters and he received 100% of the votes cast.  Although it’s hard to determine the veracity of many of the reports, it’s suggested he’s an innovator in matters of military discipline, new methods used by firing squads said to include flame throwers, and anti-aircraft cannons, both said to make quite a mess although it's difficult to know how high is the body count, some reported executed later turning up alive and well.  Worth a mention though is the assassination in 2017 of his exiled half-brother Kim Jong-nam (1971-2017), killed with the nerve agent VX while walking through Kuala Lumpur International Airport, a novel twist on the extra-judicial execution being the use of two aspiring starlets to deliver the VX; they believed they were being filmed as part of a reality TV show. Most celebrated has been the nuclear programme and the increasingly bigger and longer-range missiles paraded from time to time.  Underground nuclear tests being hard to monitor, it remains unclear whether the devices tested are the long de rigueur plutonium weapons or, for the first time since the one-off A-Bomb used in Hiroshima in 1945, made using uranium.  Most recently, state media has announced the complete success in avoiding COVID-19 with no cases reported in the republic so, on any basis of calculation, The Supreme Leader has supervised the most successful COVID-19 strategy on Earth.

The Supreme Leader has also drawn the interest of the pro ana community because of his remarkable weight loss.  Whether his motivation was (1) concerns about his health, being a bit chubby, (2) a wish to look more sexy and attractive to younger women or (3) display some solidarity with his subjects, many of whom were suffering food shortages, his weight-loss regime has been a success, experts estimating, on the basis of photographic evidence, that he has probably shed up to 25-30 kg (65-80 lb).  This is good but has created a problem for the small number of people in the entertainment business who work as as Kim Jong-il impersonators, some of who have sought guidance from the pro ana community.  For security reasons, The Supreme Leader is known also to employ body doubles and it's not known if they're currently being starved or have already been shot and replaced with thinner models.  

After the weight loss he seems in such rude good health that, still not forty, there’s no reason he may not rule perhaps even longer than his grandfather’s forty-five years.  Ever since the demise of the USSR in 1991, analysts have been predicting the imminent demise of the communist regimes in both Pyongyang and Havana but they seem to muddle through, the DPRK of late enjoying new sources of foreign exchange, branching out from industrial-scale drug production and the smuggling of oil and minerals to the new field of cybercrime; even in the niche market of fake news they're said to run a small operation.