Skeg

Skeg (pronounced skeg)

(1) In shipbuilding, a fin-like projection sometimes supporting a rudder and protecting the propeller(s) at its lower end, located abaft a sternpost or rudderpost.

(2) In the design of smaller boats, an extension of the keel, designed to improve steering.

(3) In the slang of naval architects (in certain contexts), a stump or branch (the after-part of a ship's keel).

(4) In the slang of the GM (General Motors) stylists, a “lower fin”, matching the, seen in embryonic form on the 1959 Pontiac and used on certain 1961 Oldsmobiles and the 1961-1962 Cadillacs.

(5) The fin which acts as a stabilizer on a surfboard.  To suffer some injury after being hit by one of these fins is to be “skegged”.

(6) In Australian slang, a surfer; a person who leads the lifestyle of a surfer (used also derisively in the form “fake skeg” of those who adopt the style an appearance without actually surfing.

(7) A type of wild plum (obsolete).

(8) A kind of oat (obsolete).

(9) In Northern English dialectal use, a look or glance.

(10) In some cultures, a slang term applied to youth suggesting slovenliness, a predilection to petty crime and other anti-social behavior; also used widely in Scottish slang for a surprising variety of purposes including legs, trousers, dirt, scotch eggs, sex and women of loose virtue.

1590–1600: From a dialectal term for a stump, branch, or wooden peg, from the Dutch scheg (cutwater), of Scandinavian origin and related to the Swedish skog and the Old Norse & Icelandic skegg (projection on the stern of a boat).  In some Nordic languages, skegg means “beard” and was from the Old Norse skegg, from the Proto-Germanic skaggiją, from the primitive Indo-European skek, kek-, skeg & keg- (to jump, skip, move, hurry).  In English slang, skeggy is (1) the coastal Lincolnshire town of Skegness or (2) an inhabitant of Skegness.  The name of the Skegness is though a construct of the Old Norse skegg (beard) + -nes (headland) and was thought a reference to the geography, the original settlement situated farther east at the mouth of The Wash (thus jutting out like a beard from a face).  A link with the Faroese skegg (to jump, skip, move, hurry (and source of the given name "Skeggi")) is thought unlikely.  Skeg is a noun and skegged is an adjective; the noun plural is skegs.

A gang of four Sceggs, Sydney, Australia.

The skegs of nautical architecture should not be confused with the homophone Sceggs, the acronym for students of S.C.E.G.G.S. (Sydney Church of England Girls Grammar School), seen also in the adjectival forms sceggesque & sceggish (one whose style suggests something similar to the stereotypical student of the school); Those adjectives exist because Scegg is also "a look" and there are students from schools other than S.C.E.G.G.S so described, often in the form "she's such a scegg".  

Lindsay Lohan in wet suit, with surfboard, Malibu, 2011.  The stabilizing skeg is the black protrusion at the back of the board.

On nautical vessels, skegs where they exist fulfil a significant function but they are not an essential part of hull design.  A skeg is an external structural feature, a vertical tapering projection permanently fixed at the aft, usually close to the centre-line.  Most are located in front of the rudder and structurally can often be considered a sternward extension of the keel (the internal, longitudinal members which lend much strength of the hull).  Although in military vessels there are additional functions, the most significant contribution of a skeg is in hydrodynamics, a skeg designed to influence the flow patterns and thus affecting the dynamics of both the rudder (which is usually in line with the skeg) and propeller(s).  The design is thus a finely tuned equation because while a skeg inherently induces drag, the way it alters the flow pattern can reduces the drag and resistance suffered by the rudder and propeller(s), essentially by transforming the turbulent characteristics of the flow to laminar at the stern.  Historically, skegs were a vital component in maintaining a course and that’s still an important consideration in smaller vessels but in larger craft, improved rudder and advanced navigational as well as stabilization technologies like thrusters have meant skegs are no longer of the same significance in maintaining directionality.

An USN (US Navy) Iowa class battleship, showing the inner set of propeller shafts wholly enclosed in a pair of skegs.  On the big ships, the skegs were designed also to be load-bearing supports while in dry-dock.

In the modern age, skegs became an unusual feature on warships, a relative few so equipped and the designs varied, some with only par of their shafts inside skegs while others encased all.  Although the traditional design imperatives were shared with other ships, for navies, they offered the advantage of affording some degree of protection for rudders and propellers against torpedo attack.  Historically, another important attribute of skegs was what they added to a hull’s structural strength, making the (inherently weaker) stern resistant to outside forces and all the last of the US Navy’s dreadnoughts (Iowa, New Jersey, Missouri & Wisconsin, launched 1943-1944 and in commission variously until in 1992 the last was struck the Naval Vessel Register) featured skegs.  Their hulls narrowed towards the stern and to save weight lacked the sternpost plates the British, German and Japanese navies always fitted to their battleships; the skegs compensated for this, offering a hull with similar rigidity.

The US Navy’s South Dakota class battleships (South Dakota, Indiana, Massachusetts & Alabama, launched 1941-1942 and in commission 1942-1947) were fitted with an unusual set of skegs, the design dictated by the relatively short hull, the large outboard skegs helping to reduce the adverse effects of fluid dynamics induced by the stern's abrupt end.

However, advantages in engineering and metallurgy meant much of the functionality afforded by skegs came to be achieved in other ways so skegs became unfashionable in naval architecture.  The modeling and simulations made possible by supercomputers meant hull designs could be rendered which mastered the turbulence caused by fluid dynamics so rudders and propellers were less affected, making skegs in many cases a source of performance-sapping skin-friction drag with little compensating benefit.  Indeed, not only did this hamper performance, in some cases excessive vibration was caused, something which could only to a degree be ameliorated by changes to the propellers’ configurations.

Cadillac’s Skegs, 1961-1962

Cadillac Coupe DeVille: 1959 convertible (left) & 1960 hardtop (right).

The 1959 Cadillac’s tail-fins are the best remembered and most emblematic of the brief, extraordinary era during which the absurdly macropterous flourished.  They’re rightly known as “peak-fin” but it’s a myth they were the tallest because, measured from the ground, those on the 1961 Imperial are about a half-inch (12 mm) more vertiginous.  The attractions of the style however were fading and from 1960, GM began to tone things down, Chrysler following the lead (Ford and AMC (American Motors Corporation) never really got involved in the big fin business).  Another cultural phenomenon is that because of the large number of pink 1959 Cadillacs which now exist, many assume they were a common sight when new, the things perhaps made memorable by the sight of the one owned by the admirable Jayne Mansfield (1933–1967).  However, the factory never made a pink 1959 Cadillac and in the era, it was only in 1956 such a color was on the option list and Ms Mansfield had one of those while her 1959 convertible received a custom re-paint.

An inspiration, a step in the evolution and the result: A captured German V2 rocket (1945, left), a full-size clay mock up of a design proposal for the 1961 Cadillac (1958, centre) and 1961 Cadillac Coupe de Ville convertible (left).  The V2 is on display at the Australian War Museum, Canberra, Australia and the clay mock-up Cadillac was photographed at the General Motors Technical Center, Warren, Michigan.

For the 1961 range, Cadillac further pruned the fins but as compensation, the design staff added a "lower fin" and these, informally, they called “skegs”.  While in a sense just another of the era's many extravagances, the outgrowths could have been part of something even stranger because among the design proposals which emerged from the GMADS (GM Advanced Design Studios) was one which clearly was the ultimate expression of the motif of the 1950s which borrowed so much from the aerospace industry.  The proposed fins essentially were those of ballistic missiles which for decades were an evolution from the German Vergeltungswaffen zwei (V-2), developed first by the German military with the code name Aggregat 4 (A4).  Vergeltungswaffen is translated variously as "retaliatory weapons" or "reprisal weapons" but in English use is often written as “vengeance weapons”.  Aerodynamically, what was proposed by the ADS may have had something to commend it and certainly, such was the placement and size of the fins they'd have in some way interacted with the air-flow.  Whether the design was ever subjected to wind-tunnel testing (this was years before computers could emulate such research) isn't know but the look was sufficiently favored for an expensive, full-sized clay model to be rendered.  Ultimately the longer, though perhaps more restrained, skegs seen on the 1961 & 1962 cars were preferred.

1959 Buick Invicta Concept.

Detroit's stylists in the 1950s not only sketched a car with a big dorsal fin but authorization was granted to build one to test public reaction.  There was a precedent for the "third fin" because the Czech manufacturer Tatra had for years used them (out of necessity) and they'd provided essential stability for many LSR (land speed record) vehicles.  The Invicta concept didn't proceed to production.

Those who think Detroit's cars of the late 1950s & early 1960s were sometimes bizarre should look at the design proposals that were rejected.  Despite the clear exuberance in the the imagination, there's never been anything to suggest the stylists were stimulated by anything stronger than an after work martini.  Compared with some of the clay mock-ups, what emerged from the production lines hinted at rather than emulated missiles but should it be thought what was rendered in clay was wild, the archives of the GMTC (GM Technical Center) contain a wealth of sketches of truly bizarre design studies which didn't make the cut to reach the hands of the modelers.  Presumably, those sketches which survive are those the stylists thought deserved to be remembered and there must of been those which even the designer concluded needed to be shredded.  As the archives also demonstrate, those who criticize the fins and "bullet" taillights on the 1959 Cadillac have reasons to be grateful even stranger things were rejected.

Cadillac’s “skeg years”: 1961 (left) and 1962 (right).  There was a time when this sort of thing was just a fork of Detroit's design orthodoxy. "The past is a foreign country: they do things differently there."

It was an era of annual styling changes and switching the orientation of taillights from the horizontal to vertical was typical of what stylists each season did to “refresh” the line, a process which came to be known as “facelifting” (ie a figurative use from cosmetic plastic surgery: altering the appearance while retaining the underlying structure).  Although this basic body would have a four-year life (1961-1964), the abandonment of the skegs for its final two seasons was, by facelift standards, a quite major update, one prompted by a change at the top of GM’s design’s studios.  Also of note is the roofline on the 1961 Cadillac four-window Sedan DeVille ((Body Style 6239, top left) which used an implementation of GM’s so-called “flat-top”.

1959 Chevrolet Impala Sport Sedan (Flat Top).  This was the year of the "bat-wings" and "cats eyes" taillights.

Along with the contemporary “bubbletop”, in its pure form, GM’s flat-top lasted only two seasons (1959-1960) but the two are now Detroit’s most admired rooflines of the post-war years.  The “bubbletop” was a direct tribute to fighter aircraft but the flat-top (it was also dubbed “Flying Wing” but GM internally referred to the blade-like structure as the “cantilevered top configuration”) was mid-century modernism.  Available exclusively on the four-door hardtops, each GM division (Chevrolet, Buick, Oldsmobile, Pontiac & Cadillac) offered the dramatic look (production-line rationalization made economically viable by all five sharing a single, core structure) although there were several designations.

1959 Cadillac Four Window Sedan (upper) and 1959 Pontiac Vista (lower).

Up-market Buick (Four-Door Hardtop), and Cadillac (Four Window Sedan) weren’t very imaginative while Chevrolet and Oldsmobile choose Sport Sedan; only Pontiac showed much imagination in picking Vista, an allusion to the unusually good 360^o visibility the style afforded (although the curves in the glass did produce some distortions).  Shamelessly, even after ceasing to offer flat-tops, Pontiac continued to use the Vista name.  Cadillac’s final flat-top fling came in 1961 with a modified version using less rear overhang but the market impact was muted, the more conventional six-window four-door outselling it by more than five-to-one margin as preferences shifted towards for formal lines.  However, the look didn’t at once die because it lingered on the four-door Chevrolet Corvair until 1965 and between 1962–1978 the motif appeared on the Alfa Romeo Giulia.

Cadillac’s take on the “long & slightly less long” of it: 1961 Cadillac Six Window Sedan de Ville (Body Style 6329L, left) and 1961 Cadillac Town Sedan (Body Style 6399C, right).  In the brochures, the terms “Town Sedan” and “Short Deck” both were used.

One quirk of Cadillac’s brief embrace of the skeg was there were two iterations: skeg long and skeg short.  Whether in response to dealer feedback or in anticipation of some owners preferring their Cadillac in a more conveniently sized package, between 1961-1963 a “short-deck” option was made available on certain body styles.  Offered first on the six-window Sedan de Ville (as the “Town Sedan”), an encouraging 3,756 were built so the option was in 1962 offered on the four-window de Ville Sedan (Body Style 6398 and now called “Park Avenue”) but sales dropped to 2600.  The coming of the 1963 models marked the retirement of the short-lived skegs which thus ended their brief moment as something decorative although they continued the functional role in marine architecture.

1963 Cadillac Four-Window Sedan de Ville (Body Style 6239, left) and 1963 Cadillac Sedan de Ville Park Avenue (Body Style 6398, right).

Although smaller cars were selling well in other market sectors, among Cadillac buyers, the decline of interest in anything smaller was confirmed in 1963 when only 1575 of the Park Avenues were sold.  The 129.5 inch (3289 mm) wheelbase was common to the whole Sedan de Ville range but the “short deck” models were shorter by 7 inches (178 mm) for the first two seasons and an even more obvious 8 inches (203 mm) in 1963.  Space utilization was obviously a little better but the market had spoken; fewer than 8,000 of the short-deck models sold while the standard editions shipped in the tens of thousands, the flirtation with (slightly) more efficient packaging abandoned for 1964; in the course of the following decade, the Sedan de Ville would grow another seven inches (178 mm) and gain over 400 lb (181 kg).  It should be noted that by international standards, the truck capacity of even the abbreviated models was still quite generous, able effortlessly to accommodate two sets of golf clubs, something which later became something of a de-facto standard used in assessing the practicality of sports cars.  Jaguar used this feature as a selling point when the XK8 (1996-2006) was introduced because it wasn’t possible with all versions of the old E-Type (1961-1974).

1958 Cadillac Series 62 : Extended Length Sedan (Body Style 6239EDX, left) and the standard Sedan (Body Style 6239, right).

There was in the early 1960s much criticism that “full-size” US cars had become too big but the “short deck” venture was a departure for Cadillac which had for some years been making things bigger and in 1958 the company had even included the “Series 62 Extended Length Sedan”.  The Series 62 Sedan was already an impressive 216.8 inches (5.5 m) long but the Extended Length version measured an even more imposing 225.3 (5.7), the additional 8.5 inches (216 mm) all in the rear deck, creating a more capacious trunk (boot).  Whether buyers just liked the look or there really were a lot of them with much luggage, the elongated sedan sold well, some one in five of the sedans having the big trunk and there was of course a healthy industry in jokes about Mafia functionaries and other figures in organized crime grateful finally to have more space to transport the corpses.  Surprisingly perhaps, despite mafia hit men contributing to to sales numbers of 20,952 of the 103,455 (excluding Eldorados and “chassis only” sales) Series 62s produced in 1958 (some 20%), the Extended Length Sedan proved a single-season one-off.

For 1963, the short-deck models might have re-appeared for another dismal season but the skegs were abandoned, never to return.  The fins the design studio found harder to forsake, conscious perhaps it was on the 1948 Cadillac they’d first appeared.  Then, modestly sized, they’d been an allusion to the tail-planes used on the twin-boomed Lockheed P-38 Lightning (1939) but the fashion had passed and the fins had to go so, inch by inch, there was a retreat from the heights and exuberance of 1959 until in 1966 they were vestigial, a hint which for decades would be retained.

1961 Oldsmobile Super 88.  The rear skegs were thought necessary to offset the “pointed-look” of the fenders and the front ones (the closest equivalent in nautical use being hydrofoils) were there just so the front bumper matched the lines of the rear, emulating Pontiac’s approach in 1959.

Within GM, the skegs were not exclusive to Cadillac, appearing also on the 1961 full-sized Oldsmobile 88 & 98 although the motivation of the designers differed.  What Cadillac in 1961-1962 did was nothing more than a styling gimmick, concocted at a time when it was obvious the moment of the big fins was passing but the motif still exerted such a pull that they were re-interpreted on the path to extinction.  In the Oldsmobile design office, the skeg had a different purpose, the protrusions deemed necessary as a device to counterbalance the rearward point of the quarter panel that terminated in a “cigar-shape”.  Mercedes-Benz had used a (more conventional) variation of the idea of a “balancing appendage” when in 1957 the 300d (W189, 1957-1962) appeared with rear fenders enlarged and re-shaped to disguise the pre-war style of the coachwork used on the W186 (300, 300b & 300c; 1951-1957) which came to be referred to as the "Adenauer" because several were used as state cars by Konrad Adenauer (1876–1967; chancellor of the FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany, 1949-1990).

1969 Alfa Romeo Spider (Duetto).

Interesting, between 1966-1969, the Alfa Romeo Spider (Type 105/155 and known informally known as the Duetto) featured the memorable Osso di Seppia (round-tail, literally “cuttlefish”) coachwork which resembled what Oldsmobile did in 1961.  After 1970 and until the end of production in 1994, the Spider used variants of the Kamm tail which increased luggage capacity and presumably also conferred some aerodynamic advantage.  A professional designer could write a long, learned essay explaining why the later Kamm tail was a more accomplished achievement which avoided the Osso di Seppia's flaws but in the collector market it's the cigar-shaped original the purists covet.  Had the Italians added skegs as Oldsmobile did, they’d have had more about which to complain.

1959 Pontiac Bonneville Convertible.  In 1959 Pontiac’s big news was the “split grill” which would for decades be a brand signature and the five inch (125 mm) increase in the track, lending the division that year’s most memorable slogan: “Year of the Wide Track”.  Given all that, the modest skegs weren’t much noticed, especially because, at the rear, eyes were drawn to the pair of small blades adorning the upper surface.  The idea was first seen on the 1953 Chevrolet Corvette (where they’d appeared on the taillight nacelles (pods)) and although often referred to as “finettes”, in the documents of the GM Design Studio they were “taillight bezels” or “ornamental finlets”.

1959 Pontiacs: Bonneville (left) and Catalina (right).

The skegs were less noticeably skeggish than the later implementations by Oldsmobile and Cadillac because they were smaller and, at the rear, installed in the horizontal rather than the acute angle which made them so obvious on Cadillacs.  At the front, the angle was less than adopted by Oldsmobile.  Pontiac also used the “long rear deck” as a marker of a model’s place in the hierarchy, the Bonneville at 220.7 in (5,606 mm) in length being seven inches longer than the lower-priced Catalina at 213.7 in (5,428 mm).  While two inches (25 mm) of the difference was absorbed by the Bonneville’s longer wheelbase (124 in (3,150 mm) vs 122 inches (3,099 mm), the remaining bulk was found in eth rear deck.  However, unlike the Cadillacs, there were no “short & long skegs”, the bumpers of both Pontiacs being identical although there were other markers of “pricetaggery”, the Bonneville’s elliptical taillights noticeably elongated.

1955 Ford La Tosca.

A half-decade before Cadillac decided their customers needed skegs, Detroit had pondered the idea.  Shown in 1955, Ford’s La Tosca (named apparently after Giacomo Puccini’s (1858–1924) three act opera Tosca (1900) although the intended connection seems to have been a general sense of the “emotional and dramatic” rather than the fate of the doomed protagonist) was unusual in that it appeared not as a full-scale “concept car” but in the form of a ⅜ scale model, used to demonstrate the possibilities offered by a remote-controlled chassis, directed through the medium of radio waves.  To achieve this, rather than build custom components (as the Pentagon would have done), Ford’s engineers dipped into the corporate parts bin and wired together the regulator and relay from a power window apparatus, the electric motor used to lower a convertible’s soft-top, a power seat mechanism and a standard, 12 volt car battery.  The system worked flawlessly and, depending on the topography, La Tosca could remotely be controlled at distances greater than a mile (1.6 km).  According to Ford records, the project began simply as an “…internal exercise to show students in the Advanced Studio how hard it was, even for professional designers, to design a car” but so long did the model take to complete (the complex curves and canted structures challenging to render in what was then the still novel fibreglass) that “mission creep” intruded, thus the radio-controlled chassis.

1954 Lincoln Futura (1954) and Ford Mystere (1955).  In Detroit, these were at the time typical of what was authorized to be built as "concept cars", machines destined for the show circuit to gauge public reaction.  If they now seem rather wild, much of what never left the stylists' (they weren't yet "designers") sketch pads and drawing boards truly was bizarre.  

Stylistically, La Tosca was in the vein of the corporation’s other concept vehicles of the era such as the Lincoln Futura (1954) and Ford Mystere (1955), the trio reflecting the way the industry was applying motifs from missiles and jet-propelled aircraft such as Perspex bubble-tops, tubes, fins and exhaust nacelles.  Most of these proved to be brief, though memorable, fads of jet-age aesthetics although elements were easily recognizable in the 1958 Lincoln and GM of course would later take up the skegs.  The remote-control concept was ahead of its time though it did find a niche in model cars and aircraft.  In the twenty-first century, new versions of the technology are now mainstream with cranes, trucks and trains routinely operated from sometimes thousands of miles away although usually on mine-sites and other remote locations (experiments with vehicles on public roads are being undertaken).  Despite these advances, the industry regards the technology as transitional and intends as soon as practicable to remove the human (and thus costly and unreliable) element completely, re-allocating control to an entirely autonomous AI (artificial intelligence) model which, without complaint or toilet breaks, can be worked 24/7/365.

Anadrome

Anadrome (pronounced an-uh-drohm)

(1) A word which forms a different word when spelled backwards.

(2) In pre-modern medical jargon, the upward path of various elements (pain, blood etc) (obsolete).

Circa 1961 (in this context): The construct was ana- +‎ -drome.  Ana was from the Ancient Greek ἀνα- (ana-), from ἀνά (aná) (backward in direction, reversed) and drome was from the Ancient Greek δρόμος (dromos) (running; racetrack); the surface analysis of anadrome thus can be understood as “going backwards”.  Confusingly however, the Greek prefix aná was appended also to convey the notion of “up, above, upward”, (2) “again”, (3) “thoroughly”, (4) “against”, (5) “distal, away from” and (6) “to grow or change in place; functionally similar”.  So, a deconstruction alone would not be definitive and the meaning is established through context.  The longest accepted anadrome in English is believed to be the pair desserts/stressed but among the dozens which exist, it is god/dog which seems most to amuse students.  The coining (or possibly a re-purposing of the earlier medical jargon) of anadrome was credited to Martin Gardner (1914–2010) who is said to have added it in a 1961 re-publication of Oddities and Curiosities of Words and Literature (1875) by Charles C. Bombaugh (1828-1906) but the word doesn't appear in at least some of the 1961 editions and at least the spike in use may better be attributed to the reclusive and eccentric Dmitri Borgmann (1927–1985) a German-American author regarded still as something of the “high priest of recreational linguistics”.  In his introduction, Mr Gardner does pay tribute to Mr Borgmann as one of the “outstanding creators of word puzzles”.  Anadrome & anadromy are nouns and anadromous & anadromic are adjectives; the noun plural is anadromes.

An young anadromous Atlantic salmon, still resident in the freshwater in which it was born.  The young salmon are called smolts after they gain a silvery hue and migrate to the ocean.

The adjectival form is used in ichthyology, the term “anadromous fish” describing those species born in freshwater rivers or streams that migrate to the ocean to mature and forage, subsequently returning to freshwater to spawn.  First appearing in scientific papers in 1753, the construct of anadromous was ana- (used here in the sense of “up, above, upward”) + dromos (a running), from dramein (to run).  Though the usual natural processes, anadromous fish have evolved with an environmental adaptation called osmoregulation which enables them seamlessly to adapt to changing salinities; that’s what makes it possible for them to live in both aquatic habitats (salt & freshwater).  The process is dynamic as it must be because while some notional freshwater species might move into a sea or ocean only for weeks, others can stay there for years because that’s where they undergo most of their growing cycle.  Remarkably, and using a mechanism not wholly understood (use of the Earth’s magnetic field an intriguing theory), after perhaps years the fish return to their exact natal streams to reproduce.  For freshwater ecosystems, the behaviour is not a mere zoological curiosity because as schools return from their time in saltwater, they bring with them marine-derived phosphorus & nitrogen, “topping up” the elements on which the health of the spawning grounds depends.  Anadromous fish are thus listed as keystone species, some salmon the best known examples.  An anadromic fish swimming to or from the ocean could be said to be proceeding anadromically but the adverb is non-standard.

A catadromous freshwater American eel, slithering out of a pipe, possibly heading back to the ocean, catadromically (again, a non standard adverb).

The companion term is “catadromous fish”, describing species born in salt water that mature in fresh water and return to the sea to spawn, certain eels the best known.  The mysterious European eel exerted a particular fascination upon the natural scientists of Antiquity, Aristotle (384-322 BC) writing the earliest known study although the findings truly were speculative, his novel idea being the creatures were born of “earth worms” which, he suggested, were formed of mud, growing from the “guts of wet soil”.  In the absence of any better theory or observational data, the notion for some time held sway and not for centuries was spontaneous generation disproven.  It wasn’t until the eighteenth century researchers perfected their techniques of dissection and confirmed eels really are fish although, while in recent years it has been possible to effect breeding of eels in captivity, because of the difficulty of replicating at scale the multi-aquatic environment needed for the life-cycle, it’s unlikely any time soon to become commercially viable.  Largely because of demand from the Far East (especially Japan) the European freshwater glass eel has become threatened with smuggling rife, the decline in availability encouraging a trade in the American eel, something which has created problems because of the involvement of transnational crime groups.

25 Franc postage stamp, issued to mark the independence of Upper Volta, 1960.

Although in a sense belonging to the discipline of structural linguistics, the word anadrome (in this context) seems in this context to have come into use (“re-invented” as it were) only in the mid twentieth century and it emerged not from academia but recreational wordplay: It was a “fun word” which migrated to reference books when editors and compliers noticed it appearing in published word games and puzzle culture.  While having no place in formal linguistic theory, it is used as a teaching aid, apparently on the basis of “training the mind to be flexible”, the model believed to be the better known “palindrome” (a word, line, verse, number, sentence, etc reading the same backward as forward), in use since the 1630s.  In logology (recreational linguistics, ie puzzles, word-games and such), there is a great satisfaction in having a coined word “succeed” in the sense of even a limited, specialized acceptance which is why the community has come up with synonyms including: (1) semordnilap (“palindromes” spelled backwards) (2) levidrome (the “Levi” element from the given name of the coiner), (3) reversgram and (4) heteropalindrome (the hetro- prefix a learned borrowing from Ancient Greek ἕτερος (héteros) (other, another, different).  There was a suggestion such words should be called a "volta" (from the Italian volta (which can be used to mean "to turn")) but the idea never caught on.

H.R. Haldeman (1926–1993; White House chief of staff 1969-1973 right) and Richard Nixon (1913-1994; US VPOTUS 1953-1961 & POTUS 1969-1974) doing paperwork (ie shredding evidence) in the White House.

The word did however find a place in geopolitical history.  Flowing south into the West African nation of Ghana from the highlands of Burkina Faso, the Volta River was in the late fifteenth century named by Portuguese gold traders.  Because it was their furthest extent of exploration before returning, the name was appropriate, volta being Portuguese for “turn” or “twist”, thus the common term “river of return”.  As part of the unravelling of the French colonial empire, the République de Haute-Volta (Republic of Upper Volta) was in 1958 created as a self-governing state within the French Community; previously it had been part of the French Union in West Africa as the French Upper Volta.  Independence was granted in 1960 and in 1984 the nation's name was changed to Burkina Faso.  When president, Richard Nixon sarcastically would use “Upper Volta” as a reference to any “unimportant country”, especially if compelled by the conventions of diplomacy to spend time exchanging “pointless pleasantries” with the dignitaries in their visiting delegations.  Sometimes, when someone from the State Department displeased him (a not infrequent happening), darkly he would mutter about having them posted as “ambassador to Upper Volta”, a place Nixon thought a kind of “diplomatic Gulag”.

62¢ postage stamp issued in 2015 by Deutsche Post (The German post office, now a brand of DHL Group) to mark the 200^th anniversary of the birth of Otto von Bismarck (1815-1989; chancellor of the German Empire (the “Second Reich”) 1871-1890).

Among politicians, the phenomenon of an at least affected indifference to the affairs of countries in which no matters of national interest seem obvious is well documented.  His eyes darting east & west, Otto von Bismarck claimed he “never troubled to read the mailbag from Constantinople” although he of course at least glanced at every paper.  While the famous phrase attributed to him: “I shall not live to see the Great War, but you will see it, and it will start in the East.” is likely apocryphal, what is verified he did say: “One day the great European war will come out of some damned foolish thing in the Balkans.”  Confidently it may be asserted he read the telegrams from the embassy in Constantinople (modern day Istanbul in the Republic of Türkiye (Turkey)).  While predicting squabbles in the Balkans hardly demanded great statesmanship, his vision of a “big” European war was remarkably prescient although the chain of events which in 1914 triggered the spread of what could have been yet another localized Balkan war was a consequence of the legacy of inter-locking treaties he'd crafted, his successors less adept in their handling.  Lord Moran (Charles Wilson, 1882-1977; president of the Royal College of Physicians 1941-1949, personal physician to Winston Churchill 1940-1965) in his diary (The Struggle for Survival, 1940–1965 (1966)) on more than one occasion noted Winston Churchill’s (1875-1965; UK prime-minister 1940-1945 & 1951-1955) unconcern about places which had never piqued his interest.  An entry from April 1953 recorded him saying: “‘I have lived seventy-eight years without hearing of bloody places like Cambodia.’  With a whimsical look he strung out half a dozen strange-sounding names.  ‘They have never worried me, and I haven’t worried them.'”  A year on, revisiting his thoughts, when told of troubles in Central America he thought tiresome, Churchill complained: “I’d never heard of this bloody place Guatemala until I was in my seventy-ninth year.” 

Google Ngram

Google Ngram (a quantitative and not qualitative measure): Because of the way Google harvests data for their Ngrams, they’re not literally a tracking of the use of a word in society but can be usefully indicative of certain trends, (although one is never quite sure which trend(s)), especially over decades.  As a record of actual aggregate use, Ngrams are not wholly reliable because: (1) the sub-set of texts Google uses is slanted towards the scientific & academic and (2) the technical limitations imposed by the use of OCR (optical character recognition) when handling older texts (typically a scanner might misread an “f” for a long “s” or a “u” for an “n”) of sometime dubious legibility (a process AI (artificial intelligence) should improve).  Where numbers bounce around, this may reflect either: (1) peaks and troughs in use for some reason or (2) some quirk in the data harvested.

As Google’s Ngram attests, “anadrome” was in use in the nineteenth century, the earliest citation dating from 1840, the use a classic illustration of “lexical overlap” a phenomenon which delights word nerds (an easily delighted lot).  In the mid-late 1800s, anadrome (often written as anadromé, reflecting both the Greek roots and the backgrounds of those using the word) was a technical term seen mostly in botanical and medical publications; it was direct borrowing of the Ancient Greek anadromē (ἀναδρομή) (“an ascent”; “running up”).  Medical dictionaries in the era weren’t new but revised editions were common because advances in observational technologies and techniques meant new entries constantly were required and anadrome seems first to have been used of a variety of “physiological ascents” including (1) Ascending Pain: physical pain starting in the lower limbs or torso and migrating upward, (2) The “upward determination of blood: A rush of blood toward the head or upper body and, best of all (3) Globus Hystericus: The “lump in the throat” sensation described at the time also as the “ascent of the womb”.  While scientifically inaccurate, it was memorable and dated from the era (which lasted well into the twentieth century) when the condition “hysteria” was part of the diagnostic toolkit for physicians assessing female patients.  In botanical use, the meaning was most analogous with the idea of blood flow, botanists describing “upward sap flow” (the ascent of sap through a plant’s vascular system).  What the Ngram has in this case captured is a genuine heteronym (a word that looks the same but has a completely different meaning and subtly different lineage).

Between consenting players only: More than 11 points but don’t try insisting on it in competition or you’ll be blackballed; the Scrabble crew neither forgive nor forget.

The proliferation of synonyms of a word which is little more than a curiosity is an example of why the English language has so many words, most of which are never or rarely used.  The estimates notoriously are vague because there exists no consensus on just what is the definition of a “real word” (which sounds silly but in language there’s no concept like the “real number” in mathematics and, at the margins, disputes are legion).  If one is most accommodating of the definitional spectrum, there may in English be as many as a million words but only 15-20% are thought to be in regular or occasional use.  However, although it has appeared in many lists (often of the strange or obscure), "anadrome" has not received the imprimatur of the major sanctioning bodies setting the rules for the game of competitive Scrabble.  It never appeared in the Collins SOWPODS (an anagram of the two abbreviations OSPD (Official Scrabble Players Dictionary) & OSW (Official Scrabble Words)) or the replacement CSW (Collins Scrabble Words) and nor is it in the NASPA’s (North American Scrabble Players Association) NWL (NASPA Word List).  Quite why Collins replaced the wonderful "SOWPODS" with the dreary "CSW" remains a mystery; more than most, they would know English speakers usually will be pulled to a word with two syllables if the alternative is one of five.  The NASPA Dictionary Committee does accept submissions so anadrome advocates can pursue that course but as a non-standard form, the adverb anadromically definitely has no good prospects.  Those playing at home can of course tolerate a bit of linguistic promiscuity and, provided all players agree, if used, "anadrome" would yield a face value of 11 points (before any double/triple letter or word bonuses) but because there are not eight sequential blank squares on a standard Scrabble board, at least one letter always will attract a multiplier.  For word nerd dissidents unhappy with the dictatorial ways of Scrabble’s ruling ancien régime, there is the scrabblesque (also not a “real word”) “Anadrome the Game” in which "anadrome" is lawful and welcomed.

A brunette era Lindsay Lohan wearing Nahol dress in a black and white rose print by Masai of Copenhagen, rendered as a line drawing by Vovsoft.  The anadrome of “Lohan” is “Nahol”.

Masai describes the Nahol as “a loose, oversized, and comfortable midi-dress, characterized by a V-neck, ¾-length length sleeves, side pockets and an elasticized hem creating a slight balloon effect.”  That it has pockets may be enough of a selling point for women, many designers loath to include them in women’s clothing because any additional bulk might “spoil the line”.  Made with what the manufacturer describes as a “sustainable” (a word that has become the industry’s “new black”) mix of 15% polyamide blend & 85% viscose (said “often” to be FCS (Forest Stewardship Council) certified), the material had a “crinkled” finish in black or printed designs.  It does look comfortably accommodating and, on the move, would "swish" nicely.

Nahol as a proper noun (surname): Dalia Nahol.

While not a recognized word in English or other European languages, Nahol is a proper noun and the village of Nahol (bp) (नहोल (bp)) is in the Shimla District of Himachal Pradesh State, India.  In the anthropological record, it seems most often mentioned as used a name in PNG (Papua New Guinea) and East Africa although many of those texts were derived from oral histories so what was recorded as a phonetic “Nahol” may in some cases have been variants.  Whether there’s any link in origin between the uses in PNG & East Africa isn’t known and as a relatively simple (five letter, two syllable) form, it is likely Nahol came independently to be used as a name in more than one place.  The best documented origin is from Ethiopia where the name Naol often was transliterated as Nahol, Nawol or Naoll; it’s a masculine form from Oromo culture meaning “one who brings the peace” or “peaceful”. 

Nahol as a proper noun (surname): Isaac Amu Nahol.

There is an ancient linkage between Jewish traditions and Ethiopia but there’s no evidence the surname Nahols (most prevalent in Eastern Europe, notably among Jewish communities in Poland and Ukraine) has any connection with the Oromo culture; the similar form Nahal (or Nahaul) from the Hebrew (נחל) (nahal) meaning “stream, brook, valley” (and, by extension, “inheritance” (the idea of an estate “flowing” to the descendants)).  Nahols may have been derived from a Yiddish or Hebrew personal name (on the model of English names such as Stevenson (ie the son of Steven)).  In Arabic, the cognate root yielded Nahel & Nahil which although often understood as “generous” or “successful”, was linked also to “bees & honey”, the latter perhaps accounting for why one Bangladeshi (the old post-partition East Pakistan) source cited the name Nahol meaning “the queen of bees”.

Nova Sky: Yasdnil, Star Of (2021) by Yasdnil (Lindsay Ferraro).

The anadrome of “Lindsay” is “Yasdnil”.  As a surname, Yasdnil is astonishingly rare, the genealogy sites listing only a few dozen instances with the origin, although uncertain, thought to be Persian and from the Yazd region (in modern, Central Iran).  The name is thought drawn from Yas, a type of desert flower, thus the symbolic link of the name with beauty and nature.  Genealogists note the rarity and suspect at least some names with similar spellings may be variant forms.  In the Actinobacteriophage Database, Yasdnil is listed as an Actinobacteriophage (viruses that infect bacteria) in the phylum Actinobacteria; it was found in North Texas in 2018 “…in a soil sample that was dark, dry and had organic material (wood-chips, branches etc).”  The researcher reported the phage was named after “…an individual who was important to me, a lot of time was invested into the phage just as a lot of time was invested into that individual.  Naming the phage after them seemed appropriate as it commemorates commitment and good memories.”  It wasn’t revealed whether the inspiration was a “Yasdnil” or an anadromic “Lindsay”.  Yasdnil is also used as a pseudonym (presumably usually as an anadrome of Lindsay) and the best known may be author and advocate Lindsay Ferraro, who published the poetry collection Nova Sky: Yasdnil, Star Of (2021).  Less encouragingly, NRS (normally reliable source) Urban Dictionary has a listing for yasdnil as meaning “the Devil’s daughter”.