Crossbody

Crossbody (pronounced kraws-bod-ee or kros‐bod-ee)

(1) Of or noting a type of bag, distinguished by a long shoulder strap intended to be worn diagonally across the body.  A crossbody purse or crossbody wallet is a variation on the theme.

(2) In professional (ie choreographed) wrestling, a term covering several aerial moves in which one competitor launches themselves from a height (sometimes using the ring’s ropes or corner-posts to gain altitude) landing horizontally or diagonally across their (often already) prostrate opponent's torso, forcing them to the mat if they were standing.

Early 1950s: The construct was cross + body.  As a prefix, cross was from the Middle English cros- & crosse- (relating to a cross, forming a cross, in the shape of a cross or “X”), developed from the noun and influenced by “across”.  Body (the spelling bodie is long obsolete) was from the Middle English bodi & bodiȝ, from the Old English bodiġ (body, trunk, chest, torso, height, stature), from the Proto-West Germanic bodag (body, trunk), from the primitive Indo-European bhewd (to be awake, observe).  It was cognate with the Old High German botah from which the Swabian gained Bottich (body, torso).  Although as late as the sixteenth century, “body” was used in the now archaic sense of the “section of a dress or gown extending from the neck to the waist but excluding the arms” the idea of the crossbody was a reference always to “the body” in the sense of the physical structure of a human form, in this case the torso, the line extending from a shoulder to around the opposite hip.  The alternative spelling is cross–body.  Crossbody is a noun & adjective; the noun plural is crossbodies.

The cross-prefix has widely been used for similar or analogous purposes such as the crossbow, (an early, mechanized version of the bow and arrow), the cross-bolt (a means of adding additional structural rigidity to the main bearings in an internal combustion engine by adding locating bolts at a 90^o angle to those mounted vertically) and cross-purposes (a conversation in which two or more are talking while misunderstanding each other's plans, intentions or meanings) and the cross-stitch (in needlework or embroidery, a double-stitch which forms a cross.  Many other uses such as cross-country, cross-dresser, cross-cultural et al, are different in that they don’t involve the “X” shape or (of necessity) anything in a diagonal.

Bill Clinton & Monica Lewinsky, the White House, February 1997, one of the photographs of the 1990s.

Monica Lewinsky (1973) was the young intern of whom in 1998 Bill Clinton (b 1946; US president 1993-2001) infamously remarked “I did not have sexual relations with that woman… Miss Lewinsky.”  Had that been something said in a county court in a remote flyover state of a consensual encounter between two obscure private citizens, defense counsel may have succeeded in arguing that for there to be “sexual relations” one must have “sex” and what transpired had not crossed the accepted definitional threshold.  In 1998, there probably were still places where such distinctions were maintained but because what happened happened in the White House between the chief magistrate of the United States and an intern a quarter century younger, Monicagate played out.  As presidential scandals go there have certainly been worse and as Harold Macmillan (1894–1986; UK prime-minister 1957-1963) replied when woken in the middle of the night to be told a member of his cabinet was in the midst of an affair with a young lady “with both a present and a past” who was also enjoying the affections of a Soviet spy: “Well at least it was with a woman.”  That the liaisons with the Russian were arranged at the behest of MI5 (the UK's internal security organization) is one of the many details which made the Profumo Affair (John Profumo (1915–2006)) one of the century's juiciest scandals although, some of the files containing "sensitive" information about members of the English establishment remain embargoed until 2046. Even then, few expect to see unredacted papers. 

Bill Clinton and crooked Hillary Clinton, the Hamptons, 2021.

A youthful indiscretion is one thing but an indiscretion with a youth is something else and whether crooked Hillary Clinton (b 1947; US secretary of state 2009-2013) ever forgave her husband only she knows but she didn’t leave him so there was that.  She had her own reasons to stay which may or may not have involved forgiveness but the conventional political wisdom remains that had the US constitution allowed it, Bill Clinton would probably have enjoyed a comfortable victory in the 2000 presidential election so enough of the US population either forgave him or were indifferent in the matter.  Monica Lewinsky fared not as well, being as unprepared for what ensued as just about anyone in her position would have been and it’s remarkable she coped as well as she did.  However, now 50, Ms Lewinsky has survived and in February 2024 emerged as the face of women’s fashion label Reformation’s latest campaign, one focused on corporate workwear and, in concert with vote.org, encouraging women to “use their voice” in the upcoming election and given the extent to which recent court decisions have encouraged an influential faction in the Republican Party to mount further assaults on the rights of women, their vote has the potential to be decisive in contests for both houses of Congress.

Monica Lewinsky's photoshoot for Reformation’s You’ve Got the Power campaign. 

The “You’ve Got the Power” campaign slogan thus has a dual meaning, referencing both the exercise of the franchise and the “power dressing” of the wardrobe (good taste prevailed and no electric blue dresses were featured) although big shoulder pads didn’t make a return which would have disappointed some but the corporate staples red (here described as “scarlet”) and black were prominent.  The range was conservative as befits the target market but seems to have been well-received and serious students of such things especially appreciated the inclusion of an irregular polka-dot in black & white.  Ms Lewinsky certainly looked good and while photographers have tricks to play with lighting and angles, there’s little to suggest much post-production editing was done; she looked a youthful, elegant 50.  One piece which attracted attention was the “Monica” bag which came with both a fitted top-handle and a longer strap, allowing it to be carried on the shoulder or as a crossbody.

Reformation’s "Monica" crossbody bag in black (left) and topo (right).

The Monica crossbody bag is available in topo or black.  Topo is a Spanish word meaning “mole” (both (1) in zoology as the small mammal and (2) in the jargon of espionage a “sleeper agent” who infiltrates an organization, usually to spy) and as a dark brownish-grey colour (ie an approximation of the colour of a mole's skin (hence the familiar "moleskin"), it’s the equivalent of the English taupe, from the French taupe, from the Latin talpa (mole).  In the circumstances, “talpa” presumably was more appealing to the marketing department than “moleskin” although “black” was refreshingly simple.  Reformation’s Monica (as in the crossbody bag) web page recommended the topo hue worked well paired with their “Lysander” dress, available in “selene” (the rather fetching polka-dot) or “midnight” (a dark blue close to navy and far enough removed from the shade of dress Ms Lewinsky made famous not to attract comment).  How fashion houses come up with product names is often mysterious.  Lysander was from the Ancient Greek Λῠ́σᾰνδρος (Lúsandros) and is a (now rare) male given name although in the US there has in the twenty-first century been a modest resurgence.  In the Greek, the name was used to denote “liberator” and it became entrenched in English probably because William Shakespeare (1564–1616) used it in the comedy, A Midsummer Night's Dream (1596), a romp in which Lysander found himself under Puck's spell after running away with his beloved Hermia, enduring a half-dozen cases of mistaken identity before being reunited, marrying in a triple ceremony (all of which sounds curiously modern in a Netflix sort of way).  What Reformation may have had in mind was Lysander (circa 454-395 BC), the Spartan admiral who liberated his people from the hegemony of Athens, his most famous victory being the sinking of the Athenian fleet at the Battle of Aegospotami (405 BC), the engagement which ended the Peloponnesian War.  Presumably, the thinking at Reformation was the name of an admiral from Antiquity was enough of a connection with navy blue although that tradition of use in navies began many centuries later.  There was also the Westland Lysander, a World War II (1939-1945) era communications & support aircraft used by the British Army and best remembered for (1) its role in smuggling spies and saboteurs into occupied Europe and (2) the unusual use of the wheel spats as mounting points for machine guns and ordnance such as 250lb (115 KG) bombs.  In production in the UK & Canada between 1936-1943, it was an uncelebrated but versatile platform which provided invaluable service in the clandestine operations run by the UK’s remarkably large number of agencies concerned with dirty tricks and other murky business.  It’s not likely Reformation thought much about the aircraft.

The Monicagate (1998) effect: The decline of the use of the name Monica in the US

Monica is a female given name and the variants in other European languages include Monique (French & Dutch), Mónica (Spanish Portuguese & Italian), Mônica (Brazilian Portuguese), Monika (Polish, Slovak, Slovine, Lithuanian, Croatian, Finnish, German & Indian, Czech, Bulgarian, Latvian, Finnish, Swedish, Norwegian & Danish), Moonika (Estonia), Mónika (Hungarian) and Mònica (Catalan).  The origin is obscure but may be from a Phoenician, Punic or Berber dialect, the oldest known instance being as the name of the mother of Saint Augustine of Hippo (354–430) although it has also been associated with the Ancient Greek μόνος (monos) (alone, only, sole, single).  It was Monica who converted Augustine to Christianity and in gratitude the Church also canonized her.  The Latin name Monica was from monere (to advise), an inflection of moneō, from the Proto-Italic moneō, from the primitive Indo-European monéyeti, causative from men- (to think); it was etymologically unrelated to later forms.  As an English name, it has been in use since the mid-eighteenth century while in the US, popularity peaked in the mid-1970s before beginning a gradual decline which became a precipitous plummet after 1999, something it seems reasonable to attribute to “the Monicagate effect”.

Lindsay Lohan with crossbody bags: At the LLohan Nightclub pop-up event, Playboy Club, New York, October 2019 (David Koma crystal-embellished cady midi dress with asymmetric hem, Valentino Rockstud 110mm pumps and Chanel mini tweed bag with crossbody strap from the Spring/Summer 2015 runway collection) (left) and with Louis Vuitton Louis Vuitton Le Coussin BB Bag (with a detachable crossbody strap), arriving at JFK Airport, August 2022 (right).

Creature of habit: Audrey Hepburn carrying her crossbody purse, Rome, 1971.

The crossbody bag in one form or another would have existed about as long as there have been bag-like creations for holding stuff because the design offers the advantage of transferring the weight to the shoulders (alternating if required) and leaving the user inherently "hands free".  Although for centuries a feature of military webbing, as a packaged piece of fashion, the industry usually credits the "design" of the product to Robert Sakowitz and later refinements to his daughter Bunny (she added the game-changing zipper!), the latter acknowledging a debt to the eighteenth century cross-body "strap bags".   The mix of thoughtful detailing, practicality and high prices meant that in the 1950s it soon became a a fashion staple and Audrey Hepburn (1929–1993) using one in her portrayal of the modern young spinster Holly Golightly in Breakfast at Tiffany's (1961) cemented it's place.  It's never left and a crossbody bag is merely one worn across the body with the strap extending diagonally from one shoulder to the opposite hip but the utility come from (1) hands-free convenience, (2) security & stability while affording ease of access to multiple compartments and (3) the ability to optimize weight distribution.  The crossbody method can be applied to bags of various sizes and there are even crossbody wallets and small purses and while such things might sound merely decorative, men tend often forget it's not uncommon for a woman's entire outfit to include not one pocket and in an era when it's become possible to carry only one's phone, a lipstick and a small can of mace; practicality need no longer be big.

The Monica 560

France's finest ever: 1963 Facel Vega Facel II.

In the fashion business there have been a number of products named “Monica” and it’s likely this often was for no reason other than it was thought appropriately feminine and pleasing to use.  There is also an automotive footnote, the Monica 560 a French-built luxury car which was the last of the first generation of trans-Atlantic hybrids which, combining elegant European coachwork with robust, powerful, very cheap (and very thirsty) US-sourced drive-trains, flourished between the mid-1950s and the first oil shock two decades later.  It’s often said the Monica was an attempt to resurrect the much lamented Facel Vegas (1954-1964) but the founder was more nostalgic still, the industrialist Jean Tastevin (1919-2016) recalling the pre-war Delahayes, Bugattis Delages & Buccialis, French cars which ranked with the world’s finest.  However, when in the late 1960s Monsieur Tastevin surveyed the scene, even the more expensive French cars, whatever their other virtues (some of which were admittedly well concealed), were under-powered and although in many ways sophisticated, lacked the power and refinement of the British, US & European competition.  His core business was the large conglomerate Compagnie française de produits métallurgiques (CFPM) which specialized in building freight rail wagons, his imaginative business model including leasing them, a form of vertical integration which provided a stable revenue stream during periods of diminished demand.  

One of the valve cover castings for a Martin V8 installed in a prototype Monica.

With this industrial capacity and financial infrastructure, he reasoned building a car to compete with the other speciality builders (and he included in that the upper-range Mercedes-Benz, Jaguars and such) was within CFPM’s capacity and in that he may have been correct but a combination of bad decisions, bad luck and bad timing doomed the project.  The first mistake was to try to match Maserati & Ferrari in the use of a bespoke engine rather than the US V8s pragmatically adopted by Jensen, Bristol, Iso, Monteverdi and others; Tastevin wanted a thoroughbred, not a bastard.  What was available was a V8 designed by the gifted English engineer Ted Martin (1922-2010) and it was in many ways outstanding being robust, compact, powerful and light.  Convinced, Tastevin bought the rights along with the collateral contract under which Rolls-Royce agreed to handle the production, the prestige of a “Rolls-Royce-built engine” another thing which appealed.  Unfortunately, Monsieur Tastevin subsequently demanded of Rolls-Royce they guarantee the power output of each unit, an underwriting the company declined on the basis that as a manufacturing and assembly contractor of something they’d not designed and tested, they were not prepared to guarantee someone else’s work.  His contract well-written, Ted Martin kept the money and Tastevin had to find another engine.

The first (left) and second (centre) Monica prototypes and the Amiot 143M (1931-1944), a French five-seat reconnaissance bomber (right).

By early 1968, that was still to happen and prototypes were built with the Martin V8.  There was progress in that the chassis and most of the underpinnings were in close to their final form but the all-important styling was still a work in progress although that is being charitable, the appearance of the early prototypes in the tradition of some of the inter-war bombers built for the French Air Force which to this day remain among the ugliest aircraft ever to fly.  The English were involved in the appearance of the early cars so blame can be shared and it wasn’t until the Italian carrozzeria Vignale became involved, something like the final, sleek form emerged although the work would be brought to fruition by others because Vignale subsequently was shuttered.  One thing which was deemed right as soon as the decision was made was the car’s name: Madam Tastevin’s name was Monique.

The Monica stand, Paris Motor Show, 1972.

The Monica made its debut at the Paris Motor Show, late in 1972 and impressed many with the look of its jewel-like V8 and sumptuous interior although the price raised a few eyebrows, costing as much as two Citroën SMs, then the most expensive car produced in France.  In the way of such things, the sales projections were optimistic, suggesting as many as 500 Monicas annually even though the market for big, expensive four-door saloons had become crowded; not only were specialists like Iso, Monteverdi and De Tomaso offering fully-developed and well-established models with reliable US V8s, Jaguar’s V12-powered XJ12 had set a dynamic benchmark at an extraordinarily low price and Mercedes-Benz were rumoured to be preparing a 7.4 litre (452 cubic inch) version of their epoch making S-Class (W116) (post-oil shock, eventually it would in 1975 surface as the 450 SEL 6.9).  Still, in 1972, generally, there was faith in the future.

1973 Monica 560 interior.  The engine was from the US, the leather & burl walnut was English, it was styled in Italy and the gearbox was German (or from the US if automatic).  It had a "French flavor". 

There optimism was still in the air in 1973 (the oil wouldn’t stop flowing until October) but by then the hunt was on for a new engine.  The contractual squabble with Rolls-Royce was one thing but by then, it had anyway finally occurred to Tastevin’s inexperienced team that the Martin V8, an enlarged racing engine, was never going to possess the characteristics needed in a luxury car.  It was noisy, at its best with a manual gearbox and at anything but high revs (where it needed to operate to produce the required power), somewhat rough.  In the early 1960s the Maserati Quattroporte had been much the same and it sold well but then there were few alternatives and the world had moved on; what buyers now wanted was the turbine-like smoothness of the XJ12 or the effortless torque of the big-displacement V8 hybrids.  The 3.4 litre (209 cubic inch) Martin V8 was a vibrant thing which would have been entertaining in a sports car but it wasn't what the target market now expected in a luxury saloon.  Tastevin’s original plan had been to build a high-performance sports car and the switch to four-door coachwork came early in the development process.  Of all the hybrids built in the era, the Monica was the only one never offered as a coupé. 

One of the few: 1974 Monica 560 Berlina.

Surrendering to the inevitable, Tastevin phoned Detroit and arranged to purchase a batch of Chrysler’s 340 cubic inch (5.6 litre) (LA) V8s, one of the best of the small-block engines of the era and equally adaptable either to the company’s TorqueFlite automatic transmission or the ZF five-speed manual which still had real appeal for some.  Although by then somewhat detuned from its peak during the muscle car years, the 340 could be run in Europe without most of the power-sapping anti-pollution gear insisted on by US regulators (things were different then) and the performance was sparkling; in deference to Europeans for whom cubic inches were mysterious, the car was named the Monica 560.  In 1974, the finished product was ready for sale although inflation meant the already high price had risen by over 50% since 1972 and the four-fold increase in the price of oil in the wake of the embargo had punished demand for fast, thirsty, cars, especially those from a previously unknown manufacturer.  By late 1974, many of the makers of the trans-Atlantic hybrids were either closed or in the throes of what would for most be a not long-protracted demise.  After 17 Monicas were sold in a few months, it was obvious the math was wrong and in February 1975, the company’s closure was announced, one of many such press-releases that year and while a handful of uncompleted chassis were brought to a finished state by a contracted third party, it’s never been clear how many.  Had the Monica 560 been brought to market in 1968 or 1969, it might have enjoyed some years of modest suggest although there’s no reason to believe it would have weathered the winds of change brought by the 1970s any better that the others which fell victim.

Rimbellisher

Rimbellisher (pronounced rhim-bell-lysh)

A decorative ring attached to the rim of a car's wheel.

1940s: A portmanteau word, the construct being rim +‎ (em)bellish +-er and originally a trademarked brand of the Ace company.  Rim was from the tenth century Middle English rim, rym & rime, from the Old English rima (rim, edge, border, bank, coast), from the Proto-Germanic rimô & rembô (edge, border), from the primitive Indo-European rem- & remə- (to rest, support, be based).   It was cognate with the Saterland Frisian Rim (plank, wooden cross, trellis), the Old Saxon rimi (edge; border; trim) and the Old Norse rimi (raised strip of land, ridge).  Rim generally means “an edge around something, especially when circular” and is used in fields a different as engineering and vulcanology.  The use in political geography is an extension of the idea, something like “PacRim” (Pac(ific) + rim) used to group the nations with coastlines along the Pacific Ocean.  The use in print journalism referred to “a semicircular copydesk”.   The special use in metallurgy described the outer layer of metal in an ingot where the composition was different from that of the centre.  The word rim is an especially frustrating one for golfers to hear because it describes the ball rolling around the rim of the hole but declining to go in.

Embellish dates from the early fourteenth century and was from the Middle English embelisshen from the Anglo-French, from the Middle French embeliss- (stem of embelir), the construct being em- (The form taken by en- before the labial consonants “b” & “p”, as it assimilates place of articulation).  The en- prefix was from the Middle English en- & in-.  In the Old French it existed as en- & an-, from the Latin in- (in, into); it was also from an alteration of in-, from the Middle English in-, from the Old English in- (in, into), from the Proto-Germanic in (in).  Both the Latin and Germanic forms were from the primitive Indo-European en (in, into) and the frequency of use in the Old French is because of the confluence with the Frankish an- intensive prefix, related to the Old English on-.) + bel-, from the Latin bellus (pretty) + -ish.  The –ish suffix was from the Middle English –ish & -isch, from the Old English –isċ, from the Proto-West Germanic -isk, from the Proto-Germanic –iskaz, from the primitive Indo-European -iskos.  It was cognate with the Dutch -s; the German -isch (from which Dutch gained -isch), the Norwegian, Danish, and Swedish -isk & -sk, the Lithuanian –iškas, the Russian -ский (-skij) and the Ancient Greek diminutive suffix -ίσκος (-ískos); a doublet of -esque and -ski.  There exists a welter of synonyms and companion phrases such as decorate, grace, prettify, bedeck, dress up, exaggerate, gild, overstate, festoon, embroider, adorn, spiff up, trim, magnify, deck, color, enrich, elaborate, ornament, beautify, enhance, array & garnish.  Embellish is a verb, embellishing is a noun & verb, embellished is a verb & adjective and embellisher & embellishment are nouns; the noun plural is embellishments.

The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  Rimbellisher is a noun and the noun plural is rimbellishers.  All other forms are non-standard but a wheel to which a rimbellisher has been fitted could be said to be rimbellished (adjective) white the person doing the fitting would be a rimbellisher (noun), the process an act of rimbellishing (verb) and the result a rimbellishment (noun).

Jaguar XK120 with wire wheels (left), with hubcaps (centre) and with hubcaps and rimbellishers (right).

The Jaguar XK range (1948-1961) was available either with solid or wire wheels and while the choice was usually on aesthetic grounds, those using the things in competition sometimes had to assess the trade-offs.  The wire wheels were lighter and provided better cooling of the brakes (especially those connected to the rear wheels which were covered with fender skirts (spats) when the steel wheels were fitted.  In many forms of motor sport that was of course a great advantage but the spokes and the deletion of the skirts came at an aerodynamic cost, the additional drag induced by the combination reducing top speed by a up to 5 mph (8 km/h) and increasing fuel consumption.  It was thus a question of working out what was most valued and in the early days, where regulations permitted, some drivers used wire-wheels at the front and retained the skirts at the rear, attempting to get as much as possible of the best of both worlds (the protrusion of the hubs used on the wire wheels precluded them from fitting behind the skirts).  Jaguar XK owners would never refer to their wheels as “rims” although there may be some who have added “rims” to their modern (post Tata ownership) Jaguars.

Hofit Golan (b 1985) and Lindsay Lohan (b 1986) attending Summer Tour Maserati in Porto Cervo, Sardinia, July 2016.  The Maserati Quattroporte is a 1964 Series I, fitted with steel wheels and rimbellishers.

Among certain classes, it’s now common to refer to wheels as rims, and the flashier the product, the more likely it is to be called a “rim”.  Good taste is of course subjective but as a general rule, the greater the propensity to being described as a rim, the more likely it is to be something in poor taste.  That’s unless it actually is a rim, some wheels being of multi-part construction where the rim is a separate piece (and composed sometimes from a different metal).  In the early days of motoring this was the almost universal method of construction and it persisted in trucks until relatively recently (although still used in heavy, earth-moving equipment and such).  However, those dealing with the high-priced, multi-pieced wheels seem still to call them wheels and use the term “rim” only when discussing the actual rim component.

1937 Rolls-Royce Phantom III four-door cabriolet with coachwork by German house Voll Ruhrbeck, fitted with the standard factory wire wheels (left) and 1937 Rolls-Royce Phantom III fixed head coupé (FHC) with coachwork by Belgium house Vesters et Neirinck, fitted with the “Ace Deluxe” wheel discs which fitted over the standard factory wire wheels (right).  The coupé, fabricated in Brussels, was unusual in pre-war coachbuilding in that there was no B-pillar, the style which would become popular in the US between the 1950s-1970s where in two & four-door form it would be described as a “hardtop”, the nomenclature which would over the years be sometimes confused with the “hard-tops” sometime supplied with convertibles as a more secure alternative to the usual “soft top”.

According to the Oxford English Dictionary (OED), the first known instance of rimbellisher in print was in The Motor (1903-1988) magazine in 1949 although they seem first to have been so-described when on sale in England in 1948.  The rimbellishers were a new product for the Ace Company which in the 1930s had specialized in producing disk-like covers for wire-wheels.  That might seem strange because wire wheels are now much admired but in the 1930s many regarded them as old-fashioned although their light-weight construction meant they were often still used.  What Ace’s aluminium covers provided was the advantage of the lighter weight combined with a shiny, modernist look and they were also easy to keep clean, unlike wire wheels which could demand hours each month to maintain.

The Ace company's publicity material from the 1950s.

In the post-war years the rimbellishers became popular because they were a detail which added a “finished” look.  They were a chromed ring which attached inside the rim of the wheel, providing a contrasting band between the tyre and the centre of the wheel, partially covered usually by a hubcap.  Ace’s original Rimbellishers were secured using a worm-drive type of fastening which ensured the metal of the wheel suffered no damage but as other manufacturers entered the market, the trend became to use a cheaper method of construction using nothing more than multiple sprung tags and with the devices push-fitted into the well of the wheel, some scraping of the paint being inevitable.  Rimbellisher (always with an initial capital) was a registered trademark of the Ace company but the word quickly became generic and was in the 1950s & 1960s used to describe any similar device.  Interestingly, by the mid 1950s, Ace ceased to use “rimbellisher” in its advertising copy and described the two ranges as “wheel discs” and “wheel trims”.

The early versions did nothing more than produce a visual effect but the stylists couldn’t resist the opportunities and some rimbellishers grew to the extent they completely blocked the flow of air through the vents in the wheels and that adversely affected the cooling of the brakes, the use of some of the new generation of full-wheel covers also having this consequence.  The solution was to ensure there was some airflow but to maintain as much as possible of the visual effect, what were often added were little fins and for these to work properly, they needed to catch the airflow so there were left and right-side versions, an idea used to this day in the alloy wheels of some high-price machinery.

1969 Pontiac GTO with standard trim rings (left) and 1969 Pontiac GTO Judge supplied without trim rings (right).

Ace in the early 1950s had distributers in the US and both their rimbellishers and full-wheel covers were offered.  They took advantage of the design which enabled the same basic units to be used, made specific only the substitution of a centre emblem which was varied to suit different manufacturers.  Ace’s market penetration for domestic vehicles didn’t last because Detroit soon began producing their own and within a short time they were elaborate and often garish, something which would last into the twenty-first century.  The Americans soon forgot about the rimbellisher name and started calling them trim-rings and they became a feature of the steel “sports wheels” manufacturers offered on their high-performance ranges in the years before aluminium wheels became mainstream products.  The trim-rings of course had a manufacturing cost and this was built into the price when the wheels were listed as an option.  The cost of production wouldn’t have been great but interestingly, when General Motors’ Pontiac division developed the “Judge” option for its GTO to compete with the low-cost Plymouth Road Runner, the trim-rings were among the items deleted.  However, the Judge package evolved to the point where it became an extra-cost option for the GTO with the missing trim-rings about the only visible concession to economy.

Mercedes-Benz W111s: 1959 220 SE with 8-slot rimbellishers (left), 1967 250 SE with the briefly used solid rimbellishers (centre) and 1971 280 SE 3.5 with the later 12-slot rimbellishers which lacked the elegance of the 8-slots.

Like many companies, Mercedes-Benz used wheel covers as a class identifier.  When the W111 saloons (1959-1968) were released in 1959, the entry-level 220 was fitted with just hubcaps while the up market twin-carburetor 220 S and the fuel-injected 220 SE had rimbellishers (made by the factory, not Ace).  Within a few years, the use of rimbellishers was expanded but by the mid-1960s, the elegant 8-slot units mostly had been replaced with a less-pleasing solid metal pressing (albeit one which provided a gap for brake cooling).  That didn’t last and phased-in between 1967-1968, the company switched from the hubcap / rimbellisher combination to a one-piece wheel cover which included the emulation of a 12-slot rimbellisher.  There were no objections to the adoption of one-piece construction but few found the new design as attractive as the earlier 8-slot.

MG publicity photograph (left) showing MGA and Magnettes, the former fitted with the Ace Rimbellishers which were a factory option.  The MGA (right) uses a third-party rimbellisher which was physically bigger and overlapped the edge of the rim to a greater degree.  The factory versions are preferred by most because they better suit the MGA's delicate lines.

MGA Coupé (left) with the rare Ace Mercury Wheel Discs (right).

Rarely seen however are the Ace Mercury Wheel Discs which were at various times a factory option also on the ZA-ZB Magnettes (1953-1958), MGB (1962-1980) and Midget (1961-1979).  The Ace Mercury was not exclusive to the MG range and was widely available from aftermarket suppliers in a variety of sizes and all that distinguished the MG units was that Ace supplied them to the factory with an octagon-shaped MG centre badge.  Some have been seen with a (fake) eared spinner in the style of a knockoff nut but these were never available from the factory.  The Mercury was made from bright anodized aluminium and thus was both lightweight and corrosion-resistant but somewhat fragile if subjected to stresses which which steel would easily cope.  The small louvers operate as air scoops when the wheels are rotating, pulling in cooling air and directing it through the holes in the wheel to assist in cooling the brakes; the set of four was thus supplied in left & right-hand pairs and needed to be installed with the louvers’ open edge “facing the breeze”.  The design was changed in 1959 when the wheels were revised and at the same time the Rimbellishers were deleted from the option list because they no longer fitted the new wheels (although third-party rimbellishers could still be used).

1966 Jaguar Mark X with factory rimbellishers.

Errant & Arrant

Errant (pronounced er-uhnt)

(1) Deviating from the regular or proper course; erring; straying outside established limits (often used in sport as “errant shot”, “errant punch” etc).

(2) Prone to error; misbehaved; moving in an aimless or lightly changing manner (often used in a non-human context: breezes, water-flows et al).

(3) Journeying or traveling, as a medieval knight in quest of adventure; roving adventurously (archaic, although it may in this sense still be a literary device).

(4) Utter, complete (obsolete, the meaning now served by “arrant”).

1300–1350: From the Middle English erraunt (traveling, roving), from the Anglo-Norman erraunt, from the Middle French, from the Old French errant, present participle of errer & edrer (to travel or wander), from the unattested Vulgar Latin iterāre (to journey) (and influenced by the Classical Latin errāre (to err)), from the Late Latin itinerārī, a derivative of iter (stem itiner-) (journey) and source of the modern English itinerary), from the root of ire (to go), from the primitive Indo-European root ei- (to go).  Understandably, in the Medieval era, the word was often confused with the Middle French errant (present participle of errer (to err)) so the use in old translations need to be read with care and the Old French errant in its two senses (1) the present participle of errer (to travel or wander) & (2) past participle of errer were often confused even before entering English.  In any event, much of the latter sense went with arrant (which was once a doublet of errant).  All the muddle is attributable to the link between the Old French errant with the Latin errāns, errāntem & errāre (to err) and the present participle of errer (to wander), which was from the Classical Latin iterō (I travel; I voyage) rather than errō, which is the ancestor of the etymology of error (to err; to make an error).  The comparative is more errant and the superlative most errant and the synonyms (depending on context) include aberrant, erratic, offending, stray, unorthodox, wayward, deviating, devious, drifting, errable, fallible, heretic, meandering, misbehaving, mischievous, miscreant, naughty, rambling, ranging & roaming.  The obsolete alternative spelling was erraunt.  Errant is a noun & adjective (often postpositive) and errantly is an adverb; the noun plural is errants.

Arrant (pronounced ar-uhnt)

(1) Downright; thorough-going; flagrant, utter, unmitigated; notorious (the latter in the non-derogatory sense).

(2) Wandering; errant (obsolete).

1350–1400: From the Middle English, a variant of errant (wandering, vagabond), the sense developed from its frequent use in phrases like “arrant thief” which became synonymous with “notorious thief”.  Etymologists tracking the late fourteenth century shift note that as a variant of errant, it was first merely derogatory in the sense of “a wandering vagrant” and remembered as an intensifier due to its use as an epithet because of poetic phrases such as “arrant thieves and arrant knaves” (ie “wandering bandits”).  In the 1500s the word gradually shed its opprobrious force and acquiring the meaning “thorough-going, downright and notorious (the latter in the non-derogatory sense)”.  In a limited number of specific uses, arrant can still convey a negative sense such as “arrant nonsense!” (utterly untrue) and the meaning is preserved when Shakespeare’s “arrant knaves” (from the nunnery scene in Hamlet, Act 3, Scene 1) is invoked.  Remarkably, there are still dictionaries which list arrant simply as an alternative form of errant, despite in practice use having separated centuries earlier and some style guides suggest arrant should be avoided because (1) some may confuse it with errant and (2) it’s an adjective which seems used mostly in clichés.  The obsolete alternative spelling was arraunt, the obsolete comparative was arranter and the obsolete superlative, arrantest.  Arrant is an adjective and arrantly an adverb.

Errant driving: The aftermath of three Lindsay Lohan car crashes although the Maserati Quattroporte (right; borrowed from her father) suffered little more than a nudge and it's said her assistant was at the wheel at the time.

Sabotage

Sabotage (pronounced sab-uh-tahzh (U) or sab-oh-tahzh (non-U))

(1) Any underhand interference with production, work etc, in a plant, factory etc, as by enemy agents during wartime or by employees during a trade dispute; any similar action or behavior.

(2) In military use, an act or acts with intent to injure, interfere with, or obstruct the national defense of a country by willfully injuring or destroying, or attempting to injure or destroy, any national defense or war materiel, premises, or utilities, to include human and natural resources.

(3) Any undermining of a cause.

(4) To injure or attack by sabotage.

1907: From the French sabotage from saboter (to botch; to spoil through clumsiness (originally, to strike, shake up, harry and literally “to clatter in sabots (clog-like wooden soled shoes)”).

The noun sabotage is said to have been absorbed by English in 1907, having been used as a French borrowing since at least 1903.  The sense of the French usage was “malicious damaging or destruction of an employer's property by workmen", a development from the original idea of mere deliberate bungling and inefficiency as a form of ad-hoc industrial action.  Contemporary commentators in England noted "malicious mischief" was likely the “nearest explicit definition” of sabotage before point out “this new force in industry and morals” was definitely something associated with the continent.  As the meaning quickly shifted from mere lethargy in the means to physically damaging the tools of production, the story began to circulate that the origin of the word was related to instances of disgruntled strikers (something the English were apt to ascribe as habitual to French labour) tactic of throwing their sabots (clog-like wooden-soled shoes) into machinery.  There is no evidence this ever happened although it was such a vivid image that the tale spread widely and even enjoyed some currency as actual etymology but it was fake news.  Instead it was in the tradition of the French use in a variety of "bungling" senses including the poor delivery of a speech or a poorly played piece of music, the idea of a job botched or a discordant sound, like the clatter of many sabots on as a group walked on a hardwood floor.  The noun savate (a French method of fighting with the feet) from French savate (literally "a kind of shoe") is attested from 1862 and although linked to footwear, is unrelated to sabotage.

Prepared for sabotage: Lindsay Lohan in Gucci Black Patent Leather Hysteria Platform Clogs with wooden soles, Los Angeles, 2009.  The car is a 2009 (fifth generation) Maserati Quattroporte leased by her father.

What sabotage was depended also from where it was viewed.  In industry it was thought to be a substitute for striking in which the workers stayed in his place but proceeded to do his work slowly and badly, the aim being ultimately to displease his employer's customers and cause loss to his employer.  To the still embryonic unions seeking to organize labour, it was a reciprocal act of industrial democracy, going slow about the means of production and distribution in response to organized capital going slow in the matter of wages.  The extension by the military to describe the damage inflicted (especially clandestinely) to disrupt in some way the economy by damaging military or civilian infrastructure emerged during World War I (1914-1918).  The verb sabotage (to ruin or disable deliberately and maliciously) dates from 1912 and the noun saboteur (one who commits sabotage) was also first noted in the same year (although it had been used in English since 1909 as a French word); it was from the French agent noun from saboter and the feminine form was saboteuse.

The word exists in many European languages including Catalan (sabotatge), Czech (sabotáž), Danish (sabotage), Dutch (sabotage), Galician (sabotaxe), German (Sabotage), Hungarian (szabotázs), Italian (sabotaggio), Polish (sabotaż), Portuguese (sabotagem), Russian (сабота́ж) (sabotáž), Spanish (sabotaje), Swedish (sabotage) & Turkish (sabotaj).  Sabotage is so specific that it has no direct single-word synonym although, depending on context, related words include destruction, disruption, subversion, treachery, treason, vandalism, cripple, destroy, disrupt, hamper, hinder, obstruct, subvert, torpedo, undermine, vandalize, wreck, demolition, impairment, injury & disable.  Sabotage is a noun & verb, sabotaged is a verb & adjective, saboteur is a noun, sabotaging is a verb and sabotagable is an adjectival conjecture; some sources maintain there is no plural of sabotage and the correct form is “acts of sabotage” while others list the third-person singular simple present indicative form as sabotages.

Franz von Papen.

Although his activities as German Military Attaché for Washington DC during 1914-1915 would be overshadowed by his later adventures, Franz von Papen’s (1879–1969) inept attempts at sabotaging the Allied war effort would help introduce the word to the military vocabulary.  He attempted to disrupt the supply of arms to the British, even setting up a munitions factory with the intension of buying up scare commodities to deny their use by the Allies, only to find the enemy had contracted ample quantities so his expensive activities had no appreciable effect on the shipments.  Then his closest aide, after falling asleep on a train, left behind a briefcase full of letters compromising Papen for his activities on behalf of the central powers.  Within days, a New York newspaper published details of Papen’s amateurish cloak & dagger operations including his attempt to induce workers of Austrian & German descent employed in plants engaged in war production for the Allies to slow down their output or damage the goods.  Also in the briefcase were copies of letters he sent revealing shipping movements.

Even this wasn’t enough for the US to expel him so he expanded his operations, setting up a spy network to conduct a sabotage and bombing campaign against businesses in New York owned by citizens from the Allied nations.  That absorbed much money for little benefit but, undeterred, he became involved with Indian nationalists living in the US, arranging with them for arms to be shipped to India where he hoped a revolt against the Raj might be fermented, a strategy he pursued also with the Irish nationalists.  Thinking big, he planned an invasion of Canada and tried to enlist Mexico as an ally of the Central Powers in the event of the US entering the war with the promise California and Arizona would be returned.  More practically, early in 1915 he hired agents to blow up the Vanceboro international rail bridge which linked the US and Canada between New Brunswick and Maine.  That wasn’t a success but of greater impact was that Papen had departed from the usual practices of espionage by paying the bombers by cheque.  It was only his diplomatic immunity which protected him from arrest but British intelligence had been monitoring his activities and provided a file to the US State Department which in December 1915 declared him persona non grata and expelled him.  Upon his arrival in Berlin, he was awarded the Iron Cross.

Hopelessly ineffective though his efforts had proved, by the time Papen left the US, the words sabotage and saboteur had come into common use including in warning posters and other propaganda.  Papen went on greater things, serving briefly as chancellor and even Hitler’s deputy, quite an illustrious career for one described as “uniquely, taken seriously by neither his opponents nor his supporters”.  When one of the Weimar Republic's many scheming king-makers suggested Papen as chancellor, others thought the noting absurd, pointing out: "Papen has no head for politics."  The response was: "He doesn't need a head, his job is to be a hat".  Despite his known limitations, he proved one of the Third Reich’s great survivors, escaping purges and assassination and, despite being held in contempt by Hitler, served the regime to the end.  Even its coda he survived, being one of the few defendants at the main Nuremberg trial (1945-1946) to be acquitted (to be fair he was one of the few Nazis with the odd redeeming feature and his sins were those of cynical opportunism rather than evil intent) although the German courts did briefly imprison him, albeit under rather pleasant conditions.

The Simple Sabotage Field Manual (SSFM) was published in 1944 by the US Office of Strategic Services (OSS), the predecessor of the Central Intelligence Agency (CIA).  Its original purpose was as a resource for OSS field agents to use in motivating or recruiting potential foreign saboteurs and permission was granted permission to print and disseminate portions of the document as needed.  The idea was to provide tools and instructions so just about any member of society could inflict some degree of damage of a society and its economy, the rationale being that of a “death of a thousand cuts”.  In contrast, the more dramatic and violent acts of sabotage (high-risk activities like killings or blowing stuff up) were only ever practiced by a handful of citizens.  The SSFM was aimed at US sympathizers keen to disrupt war efforts against the allies during World War II (1939-1945) in ways that were barely detectable but, in cumulative effect, measurable and thus contains instructions for destabilizing or reducing progress and productivity by non-violent means. The booklet is separated into headings that correspond to specific audiences, including: Managers and Supervisors, Employees, Organizations and Conferences, Communications, Transportation (Railways, Automotive, and Water), General Devices for Lowering Morale and Creating Confusion & Electric Power.  The simplicity of approach was later adopted by the CIA when it distributed its Book of Dirty Tricks.

Of great amusement to students (amateur and professional) of corporate organizational behavior was that a number of the tactics the SSFM lists as being disruptive and tending to reduce efficiency are exactly those familiar to anyone working in a modern Western corporation.

Middle Management

(1) Insist on doing everything through “channels.” Never permit short-cuts to be taken in order to expedite decisions.

(2) Make “speeches.” Talk as frequently as possible and at great length. Illustrate your “points” by long anecdotes and accounts of personal experiences.

(3) When possible, refer all matters to committees, for “further study and consideration.” Attempt to make the committee as large as possible — never less than five.

(4) Bring up irrelevant issues as frequently as possible.

(5) Haggle over precise wordings of communications, minutes, resolutions.

(6) Refer back to matters decided upon at the last meeting and attempt to re-open the question of the advisability of that decision.

(7) Advocate “caution.” Be “reasonable” and urge your fellow-conferees to be “reasonable” and avoid haste which might result in embarrassments or difficulties later on.

Senior Management

(8) In making work assignments, always sign out the unimportant jobs first. See that important jobs are assigned to inefficient workers.

(9) Insist on perfect work in relatively unimportant products; send back for refinishing those which have the least flaw.

(10) To lower morale and with it, production, be pleasant to inefficient workers; give them undeserved promotions.

(11) Hold conferences when there is more critical work to be done.

(12) Multiply the procedures and clearances involved in issuing instructions, pay checks, and so on. See that three people have to approve everything where one would do.

Employees

(13) Work slowly.

(14) Contrive as many interruptions to your work as you can.

(15) Do your work poorly and blame it on bad tools, machinery, or equipment. Complain that these things are preventing you from doing your job right.

(16) Never pass on your skill and experience to a new or less skillful worker.