Jelly

Jelly (pronounced jel-ee)

(1) A food preparation of a soft, elastic consistency due to the presence of gelatin, pectin etc, especially fruit juice boiled down with sugar and used as a sweet spread for bread and toast, as a filling for cakes or doughnuts etc.

(2) A preserve made from the juice of fruit boiled with sugar and used as jam (jam the preferred term in much of the English-speaking world outside North America).

(3) Any object or substance having a jelly-like consistency.

(4) A fruit-flavored gelatin dessert (in the English–speaking world but less common in North America where “jello” or “jell-o” are preferred).

(5) A “jelly shoe”, a plastic sandal or shoe, often brightly colored.

(6) To bring or come to the consistency of jelly.

(7) In theatre, film & television production, the informal term for a colored gelatin filter which can be fitted in front of a stage or studio light.

(8) A slang term for the explosive gelignite.

(9) In Caribbean (Jamaica) English, a clipping of jelly coconut.

(10) A savory substance, derived from meat, with a similar texture to the sweet dessert (the gelatinous meat product also known as aspic).

(11) In the slang of zoology, a jellyfish.

(12) In slang (underworld & pathology), blood, especially in its congealed state.

(13) In slang, an attractive young woman; one’s girlfriend (US, probably extinct).

(14) The large backside of a woman (US, now rare).

(15) In internet slang, a clipping of jealous (rare).

(16) In Indian use, a vitrified brick refuse used as metal in road construction.

(17) As “royal jelly”, a substance secreted by honey bees to aid in the development of immature or young bees, supplied in extra measure to those young destined to become queen bees.

1350–1400: From the Middle English jelyf, gelly, gelye, gelle, gelee, gele & gely (semisolid substance from animal or vegetable material, spiced and used in cooking; chopped meat or fish served in such a jelly), from the Old French gelee (frost; frozen jelly), a noun use of feminine past participle of geler (to set hard; to congeal), from the Medieval Latin gelāta (frozen), from gelu (frost), the construct being gel- (freeze) + -āta (a noun-forming suffix).  The Classical Latin verb gelō (present infinitive gelāre, perfect active gelāvī, supine gelātum) (I freeze, cause to congeal; I frighten, petrify, cause to become rigid with fright) was from gelū (frost), from the primitive Indo-European gel- (cold) and was cognate with the Ancient Greek γελανδρόν (gelandrón).  Originally quite specific, by the early fifteenth century jelly was used of any jellied or coagulated substance and by the 1700s it came to mean also "thickened juice of a fruit prepared as food" which was both a form of preserving fruit and a substance used by chefs for flavoring and decorative purposes.  The adjective jellied (past-participle from the verb jelly) emerged in the 1590s with the sense of “of the consistency of jelly” and by the late nineteenth century this had been extended to include “sweetened with jelly”.  Because of the close historical association with foods, the preferred adjectival form for other purposes is jelly-like.  As a modifier jelly has proved productive, the forms including jelly baby, jelly bag, jellybean, jelly coat, jelly doughnut, comb jelly, jelly bracelet, jelly plant & royal jelly.  Jelly is a noun & verb, jellify & jellification are nouns, jellified & jellied are verbs & adjectives and jellying is a verb; the noun plural is jellies.

Aunger "jelly bean" aluminum wheels, magazine advertisement, 1974.  A design popular in the 1970s, different manufacturers used their own brand-names but colloquially the style was known as the “jellybean”, “slotted” or “beanhole”.  The advertisement appeared during the brief era in Australia between rigorous censorship and restrictions imposed by feminist critiques of the objectification of women's bodies.  

The verb jell (assume the consistence of jelly) is documented since 1869 and was a coining of US English, doubtlessly as a back-formation from the noun jelly.  The figurative use (organizations, ideas, design etc) emerged circa 1908 but with the spelling gel, a echo of the Middle English gelen (congeal) which was extinct by the late fifteenth century.  The jellyfish (also jelly-fish) was in the late eighteenth century a popular name of the medusa and similar sea-creatures, the name derived from the soft structure.  Figuratively, jellyfish was used from the 1880s for “a person of weak character” although publications from 1707 use the name for an actual vertebrate fish.  In what ichthyologists say is induced by a combination of (1) over-fishing, (2) rising ocean temperatures, (3) the increasing acidification of the water and (4) coastal areas becoming more nutrient-rich because of sewage run-off or agricultural waste, jellyfish numbers are increasing at a remarkable rate.  Although certain species are a delicacy in some Asian countries, the demand is a faction of the increasing supply and the scope for harvesting jellyfish for other purposes (pet food, fertilizers etc) remains limited.  In restaurants, jellyfish will sometimes be seen on menus but it's thus far a niche item.  The problem is not merely ecological because jellyfish exist in vast swarms and have sometimes been "sucked into" the under-water cooling ducts of nuclear power-plants and nuclear-powered warships, on several occasions temporarily disabling the machinery, rectification a time-consuming and expensive exercise.  The USN (US Navy) discovered the problem during the "jellyfish incident" in which an aircraft carrier, docked in a Japanese port, suffered a reactor shutdown following an ingestion of the troublesome fish.  To date therefore, jellyfish have proved more disruption to the navy's carrier group operations than then best-laid plans of any ayatollah.  Whether the jellyfish will emerge as a cheap and plentiful protein source (as the jellied eel became in eighteenth century England) remains to be seen. 

Jellied eels: According to one reviewer in London, it may be an acquired taste.

The dish jellied eel began in eighteenth century England as a cheap meal which provided a good protein-source for the working class.  Traditionally served cold, it was made with chopped eels boiled in a flavoured (there were many variants) stock which was left to cool, forming a jelly.  Because European eels were once common in the Thames and easily caught in bulk, for two centuries jellied eel was a staple for the poor and often served with mashed potato and ale but tastes change and the expanded industrial production of food, coupled with the ability to ship commodities world-wide at little more than marginal cost saw a rapid decline in the dish’s popularity in the post-war years.  Paradoxically, jellied eel is now an often quite expensive item sold in up-market delicatessens and the European eel has become an endangered species with smuggling to markets in Asia in the hands of organized crime.         

The jelly roll.

The jelly roll (also as jelly-roll) was a “cylindrical cake containing jelly or jam” which dates from 1873 and in some markets (notably Australia & New Zealand) was sold as a “jam roll” or “Swiss Jam Roll”.  The use of jelly roll as slang for both the vagina and the act of sexual intercourse was of African-American origin circa 1914 and was mentioned several times in blues music, one critic noting it appeared to be used more frequently in the derived fork “talking blues”.  The jellybean (also (rarely) jelly-bean) (small bean-shaped, multi-colored sugar candy with a firm shell and a thick gel interior) was introduced in 1905, the name obviously from the shape.  It entered US slang in the 1910s with the sense of “someone stupid; a half-wit” which was apparently the source of the slang sense of bean as “head”.

Once were jelly rolls: 1967 Mercedes-Benz 600 (with Biskuitrolles (jam rolls) or Nackenrolles (neck rolls), left), 1969 Mercedes-Benz 600 (with “croissants” or “rabbits ears”, centre) and 1990 Mercedes-Benz 560 SEL (with boring “headrests”, right).

The shape of the jelly roll was noted by Germans when Mercedes-Benz introduced their Kopfstütze (literally “head support” although in the factory’s technical documents the design project was the Kopfstützensystem (head restraint system)) when the 600 (W100, 1963-1981) was displayed at the 1963 Frankfurt Motor Show, the early cars having only a rear-pair as standard equipment (there was an expectation many 600s would be chauffeur-driven) with the front units optional but the hand-built 600 could be ordered with one, two, three or four Kopfstützen (or even none although no 600s seem to have been ordered so-configured).  In the early press reports the shape was described with a culinary reference, comparisons made with a Biskuitrolle mit Marmelade (jam filled sponge roll) and the baker’s jargon was again used in 1969 when the design was revised, the critics deciding the new versions look like croissants although in the English-speaking world “rabbits ears” was preferred which was much more charming.  Uncharmed, the humorless types at the factory continued to call them teilt (split) or offener Rahmen (open-frame).   

1996 Ford Taurus Ghia (left) and 1996 Ford EF Falcon XR8 (right).

In the 1990s, jellybean was the (usually disparaging) term often applied to the depressingly similarly-shaped cars which were the product of wind-tunnels; while aerodynamically efficient, few found the lines attractive.  In 1996, Ford Australia put the US-sourced Taurus into the showrooms alongside the locally-built and well-received EF Falcon.  As well as carrying the stigma of FWD (front wheel drive), the Taurus's “jellybean” styling alienated buyers, some of whom suggested the it looked as if it was awaiting repairs having suffered an accident.  The Taurus was withdrawn from the Australian market after two years of dismal sales, dealers managing to clear to unsold stock only after a further season of heavy discounting.

Champagne Jelly

Champagne Jelly was served at the coronation banquet of Edward VII (1841–1910; King of the United Kingdom and Emperor of India 1901-1910) in 1902 and has since been a popular “nostalgia” dish, seen often at weddings or seasonal celebrations.

Ingredients (to serve six)

1 750 ml bottle of champagne
2 sachets (2½ tsp each) powdered gelatin (or 8 gelatin sheets)
2 tablespoons water (if using powdered gelatin)
115g (4 oz) white sugar
Berries and/or edible flowers (optional)
Fresh mint leaves, for garnish

Instructions

(1) Place champagne bottle in a freezer 30 minutes before beginning preparation (this will ensure jelly will retain the bubbles).

(2) In a small bowl, sprinkle the powdered gelatin (if using), over the water and let stand until softened (typically 3-5 minutes).  If using gelatin sheets, put sheets into a bowl and cover with cold water, soaking until floppy (typically 5-10 minutes).

(3) Open champagne and pour 120 ml into a small pan.  Return corked champagne to freezer, ensuring bottle remains upright.  If this is not possible, put bottle into fridge in upright position.

(4) Add the sugar to the pan, place over a medium heat, and heat, stirring, until the sugar dissolves at which point, remove from heat.  Liquefy the powdered gelatin by setting the bowl of softened gelatin into a larger bowl of very hot tap water (do not use boiling water).

(5) If using gelatin sheets, lift the sheets from the water, wring to release excess water, then put them into a bowl and liquefy as for the powdered gelatin.  Add the liquefied gelatin to the champagne mixture and stir until the gelatin dissolves.

(6) Strain the mixture through a fine sieve into a bowl or pitcher, then allow to cool to room temperature.

(7) Add 480 ml of chilled champagne to the cooled gelatin mixture and stir well.  If adding berries or edible flowers, pour half of the gelatin mixture into a 600 ml (1 pint) mould and chill until almost set (typically 30-45 minutes).  Arrange the embellishments on top, then add the remaining gelatin mixture.

(8) If serving the jelly without embellishments, pour all the gelatin mixture into the mould.  Cover and refrigerate until fully set (at least 12 hours and preferably longer).  At this point drink remaining champagne; if need be, open a second bottle.

(9) To serve, fill a bowl with hot water.  Dip the bottom of the mould into the hot water for a few seconds to loosen the jelly from the mould, then place on a serving plate and garnish with mint.

Lindsay Lohan, New York City, November 2022.

Lindsay Lohan in November 2022 appeared on ABC’s Good Morning America to promote the Netflix movie, Falling for Christmas.  What caught the eye was her pantsuit in a gallimaufry of colors from Law Roach’s (b 1978) Akris’ fall 2022 ready-to-wear collection, the ensemble including a wide-lapelled jacket, turtleneck top and boot cut pants fabricated in a green, yellow, red & orange Drei Teile print in an irregular geometric pattern.  Whether the color combination was inspired by champagne jelly wasn't discussed and the distinctive look was paired with a similarly eclectic combination of accessories, chunky gold hoop earrings, a crossbody Anouk envelope handbag, and Giuseppe Zanotti platform heels.  The enveloping flare of the trousers concealed the shoes which was a shame because, while hardly original, the Giuseppe Zanotti (b 1957) bebe-style pumps in gloss metallic burgundy leather deserved to be seen, distinguished by 2 inch (50 mm) soles, 6-inch (150 mm) heels, an open vamp, rakish counters and surprisingly delicate ankle straps.  The stylist's desire for the hem of the trousers to reach to the ground is noted but the shoes were nice pieces.  The fashion critics are a tough and unforgiving crew and it can be hard to predict which way they'll jump but the collective reaction was positive.  

Goodly

Goodly (pronounced good-lee)

(1) Of a substantial size or quantity.

(2) Of a good or fine appearance (rare).

(3) Of fine quality (obsolete).

(4) Highly virtuous (obsolete unless quantity is thought virtuous which does seem possible).

Pre 1000: From the Middle English, from the Old English gōdlīc, from the Proto-Germanic gōdalīkaz (equivalent to the Old English gōd (good)).  The construct was good + -ly.  Good was from the Middle English good & god, from Old English gōd (that which is good, a good thing; goodness; advantage, benefit; gift; virtue; property), from the Proto-West Germanic gōd, from the Proto-Germanic gōdaz, from the primitive Indo-European ghed (to unite, be associated, suit).  It was cognate with the Dutch goed, the German gut, the Old Norse gōthr, the Gothic goths & the Russian го́дный (gódnyj) (fit, well-suited, good for) & год (god) (year). The –ly prefix was from the Middle English -ly, -li, -lik & -lich, from the Old English -līċ, from the Proto-West Germanic -līk, from the Proto-Germanic -līkaz (having the body or form of), from līką (body) (from whence Modern German gained lich); in form, it was probably influenced by the Old Norse -ligr (-ly) and was cognate with the Dutch -lijk, the German -lich and the Swedish -lig.  It was used (1) to form adjectives from nouns, the adjectives having the sense of "behaving like, having a likeness or having a nature typical of what is denoted by the noun" and (2) to form adjectives from nouns specifying time intervals, the adjectives having the sense of "occurring at such intervals".  Goodly, goodlier & goodliest are adjectives and goodliness is a noun.

Lindsay Lohan with a largifical show of skin and a goodly sprinkle of freckles in Lynn Kiracofe tiara & Frye boots with Calvin Klein Original’s blue cotton jeans over white polyester and spandex XT Trunk briefs, W Magazine photo shoot, April 2005.

In English, goodly was long used to mean (1) someone or some act thought commendable or virtuous, (2) an item of high quality, (3) something or someone attractive and (4) ample or numerous in quality.  It was thus variously a synonym of many words including ample, big, biggish, burly, capacious, comprehensive, decent, extensive, good, great, gross, hefty, husky, jumbo, largish, major, massive, ponderous, respectable, sensible, beautiful & virtuous.  However, by the mid-twentieth century most senses of goodly had gone extinct and the word was only ever used of something quantitative.  Even then it was (and remains) rare but it exists in a niche populated by poets and literary novelists so its audience is thus limited.  As an example of the inconsistency in English’s evolution, the sense of virtue did survive in the noun goodliness.  An alternative to goodly when speaking of quantities was largifical and unlike goodly, it did not survive although large obviously has flourished.  The adjective largifical was from the Latin largificus, from largus (bountiful, liberal), the construct being an adaptation (via facere (in fact)) of larg(us) + faciō (do, make), from the Proto-Italic fakjō, from the primitive Indo-European dheh- (to put, place, set), the cognates of which included the Ancient Greek τίθημι (títhēmi), the Sanskrit दधाति (dádhāti), the Old English dōn (from which English ultimately gained “do”) and the Lithuanian dėti (to put).  So, beyond the confines of the literary novel, the preferred alternatives to goodly and largifical include sufficient, adequate, plenty, abundant, enough, satisfactory, plentiful, copious, profuse, rich, lavish, liberal, generous, bountiful, large, huge, great, bumper, flush, prolific, overflowing, generous & ample, the choice dictated by the nuances of need.

Flurona

Flurona (pronounced floo-roh-nuh)

An (currently) informal term for a case in which a patient simultaneously is infected both with influenza and the SARS-Cov-2 virus (source of the COVID-19 (a coronavirus) disease).

2022: A portmanteau word, the construct being (in)flu(enza) + (co)rona.  Influenza was from the Italian influenza (influence), from the Latin influentia.  The word has been used in English since 1743 borrowed from the Italian where it had been used since at least the late fifteenth to describe diseases (not all of which would now be regarded as influenza) with symptoms similar to a severe cold accompanied by a high fever.  Italian picked up the word from the  Medieval Latin influentia in the astrological sense (visitation, influence (of the stars)), an inheritance from the Classical Latin where it carried the meaning "to be planet-struck, afflicted as if by an evil star" on the notion of the then inexplicable disease being the result of some astral, occult, or atmospheric influence.  Corona dates from 1555–1565 and was from the Latin corōna (garland, crown) from the Ancient Greek κορώνη (korṓnē or korōnis (crown, any curved object)), akin to korōnís (wreath; curved, beaked) & kórax (crow; raven); related was the Latin curvus (curved).  COVID-19 (an abbreviation of coronavirus disease 2019) is the name of the disease caused by SARS-CoV-2.  The name was adopted in February 2020, chosen by the World Health Organization (WHO) in partnership with the Committee on Taxonomy of Viruses.  Until then, it had been called variously 2019-nCoV, Novel coronavirus or Wuhan coronavirus.  SARS-CoV-2 is related to MERS-CoV (which causes Middle East respiratory syndrome (MERS)) and SARS-CoV (which causes severe acute respiratory syndrome (SARS)).  Flurona is a noun; the noun plural is fluronas.

Avoiding florona:  Donald Trump, crooked Hillary Clinton, Lindsay Lohan and Boris Johnson in face masks.

Flurona is one of those neologisms which are creations of a certain time and place and dictionaries tend to reserve judgement, so many words of this type fading from use as the circumstances which encouraged their creation recede.  Two things may count against flurona becoming embedded in the language: (1) flurona is thus far rare although it’s hard to be definitive because among those with minor or zero symptoms reporting is known to be low (it’s just unknown how low) and (2) even where cases are confirmed, it’s rare for a case of flurona to produce symptoms which are appreciably worse than single instances of either condition.  So the dictionaries will wait and see and there’s every chance a hundred years hence, flurona might appear in whatever form lexicographers will then use appended with an “archaic”, “extinct” or “obsolete”.

COVID-19 and Flu A/B Rapid Antigen Combo Test.

Flurona differs from the more established neologisms used in epidemiology and virology: twindemic & tripledemic (the respective constructs twin or triple + (pan or epi) + -demic.  There words reference respectively a combination of (1) influenza & Covid-19 or (2) influenza, COVID-19 & RSV (respiratory syncytial virus).  Both a twindemic and a tripledemic can thus be geographically limited (as in an epidemic) or, like a pandemic, widespread.  A case of flurona (not a single disease or a new strain of COVID-19) is thus two conditions diagnosed in one patient whereas twindemic or tripledemic are outbreaks of two different conditions happening simultaneously.

Concord & Concorde

Concord or Concorde (pronounced kon-kawrd)

(1) Agreement between persons, groups, nations, etc.; concurrence in attitudes, feelings, etc; unanimity; accord; agreement between things; mutual fitness; harmony.

(2) In formal grammar, a technical rule about the agreement of words with one another (case, gender, number or person).

(3) A treaty; compact; covenant.

(4) In music, a stable, harmonious combination of tones; a chord requiring no resolution.

(5) As concordat, under Roman-Catholic canon law, a convention between the Holy See and a sovereign state that defines the relationship between the Church and the state in matters that concern both.

(6) In law, an agreement between the parties regarding land title in reference to the manner in which it should pass, being an acknowledgment that the land in question belonged to the complainant (obsolete).

(7) A popular name for locality, commercial operations and products such as ships, cars etc.

(8) In horticulture, a variety of sweet American grape, named circa 1853 after Concord, Massachusetts, where the variety was developed.

1250-1300: From the Middle English and twelfth century Old French concorde (harmony, agreement, treaty) & concorder, from the Latin concordare & concordia, (harmonious), from concors (of the same mine; being in agreement with) (genitive concordis (of the same mind, literally “hearts together”)).  The construct was an assimilated form of com (con-) (with; together) + cor (genitive cordis (heart) from the primitive Indo-European root kerd (heart)).  The "a compact or agreement" in the sense of something formal (usually in writing) dates from the late fifteenth century, an extension of use from the late fourteenth century transitive verb which carried the sense "reconcile, bring into harmony".  From circa 1400 it had been understood to mean "agree, cooperate, thus a transfer of sense from the Old French & Latin forms.  Concorde was the French spelling which eventually was adopted also by the British for the supersonic airliner after some years of linguistic squabble.  Concord is a noun & verb, concordance & concordat are nouns, concorded & concording are verbs and concordial & concordant are adjectives; the noun plural is concords.

The Concorde and other SSTs

Promotional rendering of Concorde in British Overseas Airways Corporation (BOAC) livery.  BOAC was the UK's national carrier between 1940-1974 when merged with British European Airways (BEA) to form British Airways (BA).

Concorde was an Anglo-French supersonic airliner that first flew in 1969 and operated commercially between 1976-2003.  It had a maximum speed over twice the speed of sound (Mach 2.04; 1,354 mph (2,180 km/h)) and seated 92-128 passengers.  Man breaking the sound barrier actually wasn’t modern; the cracking of a whip, known for thousands of years, is the tip passing through the sound barrier and engineers were well aware of the problems caused by propellers travelling that fast but it wasn’t until 1947 that a manned aircraft exceeded Mach 1 in controlled flight (although it had been achieved in deep dives though not without structural damage).  The military were of course immediately interested but so were those who built commercial airliners, intrigued at the notion of transporting passengers at supersonic speed, effectively shrinking the planet.  By the late 1950s, still recovering from the damage and costs of two world wars, France and the UK were never going to be in a position to be major players in the space-race which would play-out between the US and USSR but civil aviation did offer possibilities for both nations to return to the forefront of the industry.  France, in the early days of flight had been the preeminent power (a legacy of that being words like fuselage and aileron) and UK almost gained an early lead in passenger jets but the debacle of the de Havilland Comet (1949) had seen the Boeing 707 (1957) assume dominance.  The supersonic race was thought to be the next horizon and the UK’s Supersonic Transport Aircraft Committee (STAC) was in 1956 commissioned with the development of a Supersonic Transport (SST) for commercial use.

Concordes exist in a number of flight simulator programs; this is Colimata's Concorde v1.10 in BA livery.

The committee’s early research soon established it was going to be an expensive undertaking so the UK sought partners; the US declined but in 1962 the UK and France signed the Anglo-French Concorde agreement, a framework for cooperation in the building of the one SST.  The choice of name actually came some months after the engineering concord was signed, the manufacturers submitting to the UK cabinet the names Concord and Concorde, it being thought desirable to have something which sounded and meant the same in both languages (the French had already agreed it shouldn’t be called the Super-Caravelle the project name for a smaller SST on which some work had been done in 1960).  The other suggestions put to cabinet were Alliance or Europa.  In the cabinet discussions in London, Alliance was thought to be "too military" and Europa offended those Tories who still hankered for the "splendid isolation" which had been the British view on European matters in the previous century.  Even in the nineteenth century age of Pax Britannica splendid isolation had been somewhat illusory but in the Tory Party the words still exerted a powerful pull.  

The French-built Concorde 001's roll-out, Toulouse Blagnac airport, 11 December 1967.

There is some dispute about whether the cabinet ever formally agreed to use the French spelling but, like much in English-French relations over the centuries, the entente proved not always cordial and the name was officially changed to Concord by UK Prime Minister Harold Macmillan (later First Earl Stockton, 1894–1986; UK prime-minister 1957-1963) in response to him feeling slighted by Charles de Gaulle (1890-1970; President of France 1958-1969) when Le President vetoed the UK’s application to join the European Economic Community (the EEC which evolved into the present Day EU of which the UK was a member between 1973-2020).  However, the Labour party won office in the 1964 general election and by the time of the roll-out in Toulouse in 1967, the UK’s Minister for Technology, Tony Benn (Anthony Wedgwood Benn, 1925–2014, formerly the second Viscount Stansgate) announced he was changing the spelling back to Concorde.  There were not many eurosceptics in the (old) Labour Party back then.

Concorde taking off, 1973 Paris Air Show, the doomed Tupolev Tu-144 in the foreground.

The engineering challenges were overcome and in 1969, some months before the moon landing, Concorde made its maiden flight and, in 1973, a successful demonstration flight was performed at the same Paris air show at which its Soviet competitor Tupolev Tu-144 crashed.  Impressed, more than a dozen airlines placed orders but within months of the Paris show, the first oil shock hit and the world entered a severe recession; the long post-war boom was over.  A quadrupling in the oil price was quite a blow for a machine which burned 20% more fuel per mile than a Boeing 747 yet typically carried only a hundred passengers whereas the Jumbo could be configured for between four and five hundred.  That might still have been viable had have oil prices remained low and a mass-market existed of people willing to pay a premium but with jet fuel suddenly expensive and the world in recession, doubts existed and most orders were immediately cancelled.

Concorde 002 on public display at BAC's (British Aircraft Corporation) airfield, Filton, Bristol, site of its construction.

Eventually, only twenty were built, operated only by BOAC (BEA/BA) and Air France, early hopes of mass-production never materialized; while orders were taken for over a hundred with dozens more optioned, the contracts were soon cancelled.  By 1976 only four nations remained as prospective buyers: Britain, France, China, and Iran; the latter two never took up their orders and by the time Concorde entered service, the US had cancelled their supersonic project and the Soviet programme was soon to follow.  Even without the oil shocks of the 1970s and the more compelling economics of wide-bodied airliners like the Boeing 747, there were problems, the noise of the sonic boom as the speed of sound was exceeded meaning it was impossible to secure agreement for it to operate over land at supersonic speed.  Accordingly, most of its time was spent overflying the Atlantic and Pacific and BA and Air France sometimes made profit from Concorde only because the British and French governments wrote off the development costs.  Concorde was an extraordinary technical achievement but existed only because the post-war years in the UK and France were characterised by national projects undertaken by nationalised industries.  Under orthodox modern (post Reagan cum Thatcher) economics, such a thing could never happen. 

Concorde F-BTSC (Air France Flight 4590), Charles de Gaulle Airport, Paris, France, 25 July 2000.

On 25 July 2000, Air France Flight 4590, bound for New York, crashed on take-off out of Paris, killing all 109 on board and a further four on the ground. It was the only fatal accident involving Concorde, the cause determined to be debris on the runway which entered an engine, causing catastrophic damage.  In April 2003, both Air France and British Airways announced that they would retire Concorde later that year citing low passenger numbers following the crash, the slump in air travel following the 9/11 attacks and rising maintenance costs.

Lindsay Lohan in The Parent Trap (1998)

Fictional works are usually constructed cognizant of physical reality and technological innovations have always influenced what's possible in plot-lines.  The cell phone for example offered many possibilities but also rendered some situations either impossible or improbable (although Hollywood has sometimes found either of those no obstacle in a screenplay).  The retirement of Concorde also had to be noted.  Not only had it long been used as a symbol of wealth but there was also the speed so plot-lines which included the relativities of the duration of commercial supersonic versus subsonic trans-Atlantic travel were suddenly no loner possible.  Lindsay Lohan's line in The Parent Trap (1998) since 2003 (and for the foreseeable future) is a "stranded relic" of the Concorde era.     

Tupolev Tu-144 (NATO reporting name: Charger).

The Tu-144 was the USSR’s SST and it was the first to fly, its maiden flight in 1968 some months before Concorde and sixteen were built.  It was also usually ahead of the Anglo-French development, attaining supersonic speed twelve weeks earlier and entering commercial service in 1975 but safety and reliability concerns doomed the project and its reputation never recovered from the 1973 crash.  The Soviet carrier Aeroflot introduced a regular Moscow-Almaty service but only a few dozen flights were ever completed, the Tu-144 withdrawn after a second crash in 1978 after which it was used only for cargo until 1983 when the remaining fleet was grounded.  It was later used to train Soviet cosmonauts and had a curious post-cold war career when chartered by NASA for high-altitude research.  The final flight was in 1999.

Boeing 2707.

While perfecting supersonic military aircraft during the early 1950s, Americans had explored the idea of SSTs as passenger aircraft and had concluded that while it was technically possible, in economic terms such a thing could never be made to work and that four-engined jets like the Boeing 707 and Douglas DC8 were the future of commercial aviation.  However, the announcement of the development of Concorde and the Soviet SST stirred the Kennedy White House into funding what was essentially a vanity project proving the technical superiority of US science and engineering.  Boeing won the competition to design an SST and, despite also working on the 747 and the space programme, it gained a high priority and the 2707 was projected to be the biggest, fastest and most advanced of all the SSTs, seating up to three-hundred, cruising at Mach 3 and configured with a swing-wing.  Cost, complexity and weight doomed that last feature and the design was revised to use a conventional delta shape.  But, however advanced US engineering and science might have been, US accountancy was better still and what was clearly an financially unviable programme was in 1971 cancelled even before the two prototypes had been completed.

Lockheed L-2000.

Lockheed also entered the government-funded competition to design a US SST.  Similar to the Boeing concept in size, speed and duration, it eschewed the swing-wing because, despite the aerodynamic advantages, the engineers concluded what Boeing would eventually admit: that the weight, cost and complexity acceptable in military airframes, couldn’t be justified in a civilian aircraft.  As the military-industrial complex well knew, the Pentagon was always more sanguine about spending other people's money (OPM) than those people were about parting with their own.  Lockheed instead used a slightly different compromise: the compound delta.  After the competition, Boeing and Lockheed were both selected to continue to the prototype stage but in 1966 Boeing’s swing-wing design was preferred because its performance was in most aspects superior and it was quieter; that it was going to be more expensive to produce wasn’t enough to sway the government, things being different in the 1960s.  Reality finally bit in 1971.

Depiction of a Boom Overture in United Airlines livery.

In mid-2021 US carrier United Airlines (UA) announced plans to acquire a fleet of fifteen new supersonic airliners which they expected to be in service by 2029.  It wasn’t clear from the press release what was the most ambitious aspect of the programme: (1) that Colorado-based Boom (which at the time had not achieved supersonic flight), would be able by 2029 to produce even one machine certified by regulatory authorities for use in commercial aviation, (2) that the aircraft would be delivered at close to the budgeted US$200 million unit cost, (3) that what United describe as “improvements in aircraft design since Concorde” will eliminate, reduce or mitigate (all three have at various times been suggested) the effects of the sonic boom, (4) that it won’t be “any louder than other modern passenger jets while taking off, flying over land and landing”, (5) that sufficient passengers will be prepared to pay a premium to fly at Mach 1.7 in a new and unproven airframe built by a company with no record in the industry or that (6) Greta Thunberg (b 2003) will believe Boom which says Overture will operate as a "net-zero carbon aircraft".

Looking sceptical: Greta Thunberg.

The suggestion was the Overture will run on "posh biodiesel", made from anything from waste cooking fat to specially grown high-energy crops although whether this industry can by 2029 be scaled-up to produce what will be required to service enough of the aviation industry to make either project viable isn’t known.  Still, if not, Boom claimed "power-to-liquid" processes by which renewable energy such as solar or wind power is used to produce liquid fuel will make up any shortfall.  Boom does seem a heroic operation: they expect the Overture to be profitable for airlines even if tickets are sold for the same price as a standard business-class ticket.  One way or another, the flight-path (figuratively and literally) of the Boom Overture follows is going to become a standard case-study in university departments although whether that's in marketing, engineering or accountancy might depend matters beyond Boom's control.

Boom XB-1 in subsonic flight.

Boom’s progress can’t however be denied because on 10 February, 2025, its XB-1 “proof of concept” test platform accomplished what orthodox physics once deemed impossible.  On that day if flew over California’s Mojave Desert at speeds beyond the sound barrier without generating a sonic boom, the announcement surprising some sceptics but doing little to quell the doubts among analysts unable to build models which show a sustained profitable life for the project.  What Boom did with the XB-1 was use an implementation of “Mach cut-off” technology which exploits atmospheric conditions by manipulation, redirecting shock waves upward rather than toward the ground.  This is achieved by operating the airframe in a certain four-dimensional envelope (a window created by specific atmospheric conditions within a certain height range up to a certain speed).  Flying within these parameters, the airframe minimizes the unwanted effects of pressure waves, dispersing them without forming the concentrated pressure front that creates the dreaded sonic booms.  Whatever the sceptical economic modelers may conclude, it was an impressive display of Boom’s technology and engineering with the ground-level impact eliminated, at least in the ideal, controlled conditions of a test flight.

Scripps Climate Physics explains Mach Cut-Off.

What the economists noted was the XB-1 was able to achieve the much vaunted “silent-supersonic” at around 1,200 km/h (750 mph) and the math indicates the means to implement Mach cut-off when travelling faster (certainly the 2,100 km/h (1300 mph; Mach 1.7) which apparently remains Boom’s target) doesn’t yet exist, even at the level of theory.  On land, sea or air, for centuries what has determined commercial viability is the speed-cost trade-off and notional profitability was for at least some of Concorde’s years of operation achieved because it offered a quicker trans-Atlantic flight-time (typically the Concorde at Mach 2.04 (1,350 mph, 2,180 km/h) would take 3 hours 30 minutes while at Mach 0.85 (565 mph, 910 km/h), a Boeing 747 would need 7-8 hours).  In truth that profitability was a fudge subsidized by taxpayers (a remarkably common phenomenon in modern capitalism) because the French & British governments “wrote off” the development costs (some Stg £1.3 billion by the late 1970s at a time when a billion pounds was still a lot of money and even that may have been a deliberate under-estimate to conceal the true cost which has been estimated (in 2023 Sterling value terms) as high as Stg£21 billion).

Boom XB-1 taking off.

Rich customers or those with tickets paid for by OPM (other people’s money) were prepared to pay the significant premium charged for a seat on Concorde just to avoid sitting an additional 4-5 hours on a wide-bodied subsonic aircraft and that’s the market Boom is interested in for a trans-continental (New York City (NYC) to Los Angeles (LA)) US service.  Subsonic flight times on the NYC-LA route are typically 5-6 hours while Boom will be able to achieve that in under two hours if their silent subsonic plans can be realized; that would mean the road transport components of a trip elements to and from the NYC & LA airports could be longer than the time in the air.  If able to offer a 3-4 hour reduction in NYC-LA travel time, genuinely that’s a marketing advantage but one which can be leveraged only if there are enough customers willing (with the required frequency) to spend somebody’s money to fill the seats of UA’s 15 silentsonics.  If, as Boom once indicated to venture capitalists (VC) and others (JAL (Japan Airlines has reportedly invested US$10 million), the tickets on the NYC-LA route would retail at around the subsonic business-class level, then few doubt their model will work but it remains to be seen whether what’s necessary can be achieved (1) by 2029 or (2) ever.  Hopefully, Boom does succeed so delta-winged supersonics can make a (quieter) return to the skies though it’ll be a shame if the marketing department insisted on changing the corporate name to something like “Boomless”, “No Boom”, “Boom-Free” or whatever.  “Boom” is a really good name for an aviation outfit has some history in the field, “Boom” the nickname of Marshal of the Royal Air Force Hugh Trenchard (First Viscount Trenchard, 1873–1956) who was instrumental in the formation of Britain’s RAF (Royal Air Force) although he gained the moniker because of the tone of his voice rather than anything to do with fluid dynamics.

Hovel

Hovel (pronounced hov-ill)

(1) A small, very humble dwelling house; a wretched hut.

(2) Any dirty, disorganized dwelling.

(3) A roofed passage, a vent for smoke (thought likely related to the use in the kilns used to fire pottery).

(4) An open or semi-open shed, for sheltering cattle, storing tools or protecting produce, etc from the weather.

(5) To shelter or lodge (archaic).

(6) In the manufacture of porcelain, a large, conical brick structure around which the firing kilns are grouped.

(7) In the interior design of churches, a canopied niche for a statue or image.

Circa 1425: From the late Middle English hovel, hovel, hovel and hovylle.  The origin is contested, some sources suggesting it’s a diminutive of the Old English hof (an enclosure, court, dwelling, house, farmhouse), from the Proto-Germanic hufą (hill, farm), from the primitive Indo-European kewp (arch, bend, buckle), the construct being howf +‎ -el. It was said to be cognate with the Dutch hof (garden, court), the German Hof (yard, garden, court, palace) and the Icelandic hof (temple, hall) and related in Modern English to both hove and hover.  The noun hovelling (or hoveling) describes a method of securing a good draught in chimneys by covering the top, leaving openings in the sides, or by carrying up two of the sides higher than the other two.  Hovel is a noun and hovelled & hovelling are verbs; the noun plural is hovels. 

Although scholars seem to agree the Middle English hovel, hovel, hovel and hovylle emerged in the fifteenth century; some dismiss the link to the Old English hof, Oxford English Dictionary (OED) maintaining it's "etymologically and chronologically inadmissible" and that hovel is of unknown origin.  The meaning "shed for human habitation; rude or miserable cabin" wasn’t adopted until 1620; prior to that it was used only to describe structures used for animals, objects or as workspaces not used as domestic accommodation.  The specialised use, mostly in the interiors of churches and chapels, to mean "a canopied niche for a statue or image" is from the mid-fifteenth century but faded from use as architecture became increasingly professional and international; it was replaced by aedicule.  About the only thing on which all agree is the plural form is hovels.

Technical

Technical (pronounced tek-ni-kuhl)

(1) Belonging or pertaining to an art, science, or the like.

(2) Something peculiar to or characteristic of a particular art, science, profession, trade etc.

(3) Using terminology or treating subject matter in a manner peculiar to a particular field, as a writer or a book.

(4) Skilled in or familiar in a practical way with a particular art, trade etc, as a person.

(5) Of, relating to, or showing technique.

(6) A descriptor of something technically demanding or difficult.

(7) Designed or used for technically demanding sports or other activities.

(8) In education, appertaining to or connected with the mechanical or industrial arts and the applied sciences.

(9) So considered from a point of view in accordance with a stringent interpretation of rules; existing by virtue of a strict application of the rules or a strict interpretation of the wording (a technical loophole in the law; a technical victory etc)

(10) Concerned with or dwelling on technicalities.

(11) In the jargon of financial markets, having prices determined by internal, procedural, speculative or manipulative factors rather than by general or economic conditions.

(12) In association football (soccer), as “technical area”, a defined area adjacent to the pitch, reserved for coaching and support staff.

(13) In sport, as technical foul, a type of offence which, while not involving contact with another player, is a deliberate attempt to commit an offence designed to create an advantage for the perpetrator's team, usually to prevent an opponent from scoring; also called the professional foul.

(14) In boxing, as “technical knock-out (TKO)”, a rule under which the referee (and in some contests an officially appointed physician) can stop the fight and declare a winner if a fighter s judged unable safely to continue (the equivalent of the old hors de combat (out of the fight) from the chivalric code).

(15) In aviation movement management, as “technical stop”, a landing used (1) for refueling, (2) to make unexpected critical repairs or (3) in any case where there’s a need to make an emergency landing.

(16) A re-purposed light pick-up, adapted as a mobile weapons platform and widely used by militaries, paramilitaries, insurgents and irregular combatants, mostly in Africa, the Middle East and West Asia.

1610-1620: From the Latin technicus (skilled in a particular art or subject), from the Ancient Greek tekhnikos (of art; systematic), from τέχνη (tékhnē) (skill, art, craft) + -icus (the suffix added to a noun, adjective, verb etc, to form an adjective).  The construct in English was technic + -al.  The –al suffix is from the Middle English -al, from the Latin adjective suffix -ālis, or the Old & Middle French –el & -al.  The Latin form was probably from the Etruscan genitive suffix –l, the i-stem + -cus, occurring in some original case and later used freely.  It was cognate with the Ancient Greek -ικός (-ikós), the Proto-Germanic -igaz , the Old High German and Old English -ig, the Gothic –eigs and the Proto-Slavic –bcb which has long since become a nominal agent suffix but appears originally to have served adjectival functions.

Technically adept: Lindsay Lohan using digital devices.

The wide original meaning sense narrowed by the early 1700s to a focus on the mechanical arts, as distinct from literature or high culture, a division which informed the binary system of education in the West for centuries and remains influential today.  The first use to describe the offence in sport was recorded in the rules of basketball in 1934 although as early as 1921, boxing had allowed the “technical knock-out” to decide bouts and the first known use of the abbreviation TKO is attested from 1940.  The first recorded “Technical difficulty” appeared in print in 1805.  The rare adjective atechnical meaning "free from technicalities" is from 1889.  Technicality, which now has a generally negative association, was originally neutral, meaning merely "that which is peculiar to any science, the evolution of the meaning shift noted from 1828 when it was used in the sense of "technical character or quality".  The noun and adjective “untechnical” is an informal construction, used often as a self-descriptor by those challenged by the complexities of modern phones and such.  Technical is a noun & adjective, technicalness is a noun and technically an adverb; the noun plural is technicals.

Retrospectively named “technicals” from the two world wars.

The tank came into use during World War I (1914-1918) but before that, lighter vehicles (cars and trucks) were adapted for military purposes featuring heavy duty components, armor and increasingly, mounted weapons.  There were the first “armored cars” and literally they were exactly that, the heaviest, most sturdy cars then in manufacture with armor plates welded on in the spots thought most vulnerable.  They proved invaluable in the exercise of many tasks including communications, border raids and reconnaissance and among the most famous was the Rolls-Royce adapted for the purpose by TE Lawrence (Lawrence of Arabia; 1888–1935).  Lawrence was enchanted by the thing, trusting in its life-saving robustness and faithful reliability, regretting only its thirst for petrol and propensity to chew through tyres.  From the Great War, the armored car evolved in parallel forks, one as a purely military vehicle with accommodation for sometimes a dozen troops, heavily armored but fitted usually only with light caliber, defensive weapons, the other light, essentially unarmored but heavily gunned and relying on its speed and maneuverability as the second element of for its defense.  The latter are probably best remembered in the form of the Jeeps the British used in the North African campaign, fitted with heavy machine-guns, mounted to be fired by a gunner standing, they carried a crew of three and were equipped with extra fuel, ammunition, water and little else.  In that form they proved ideal for long distance reconnaissance sweeps and what became known as “hit & miss” operations, fuel dumps among the popular targets.  The British army thought of them in much the same was the Admiralty once viewed the use of light cruisers, noting the compelling similarities between the behavior of the desert sand with that of the oceans.

A classic technical from the 1980s war between the Soviet occupation forces and the Afghan mujahideen.  Not until the 1990s would the term "technical" become common.

The inheritors this tradition are the “technicals”, the light pick-ups used as a platform for anything from general purpose machine guns (GPMG), Rocket-propelled grenades (RPG) and (on the machines with a heavier chassis) even 4 inch (105 mm) howitzers.  The most commonly accepted origin for the use of the term in this context lay in the Somali Civil War which began shortly after the collapse of the Somali state in 1989.  Because so many restrictions were imposed on non-governmental organizations (NGO), they weren’t able to adopt their usual protocols for obtaining security contractors so they contracted with local warlords and their militia, the payments disguised as “technical assistance grants”.  These protection forces quickly took to the Japanese pick-ups which had proven their durability in mining and agriculture (the Toyota Hi-Lux the classic example) and had before been used in Africa as weapons platforms, the term “technical” soon transferring from the purchase orders to the vehicles.  Ideal for purpose in a battle between warlords, they’re highly vulnerable to attack (from land, air & water) by any conventionally equipped military but the view seems to be the personnel are expendable and in places like London & Washington DC, the generals have always been impressed that those who want them seem never to find significant obstacles in replacing their fleets of technicals.  Interestingly, and highly unusually among the military when discussing materiel, technical seems always to be pronounced with its three syllables and never clipped to "tech", presumably because the shortened form already has such a well-established pattern of use in all the armed services.    

The Mada 9, Afghanistan’s first “indigenously developed supercar”.

For adaptation as technicals, the various flavors of Toyota pick-ups have long been the favorite mount throughout Africa, the Middle East and West Asia and impressed by the build quality, reliability & robustness, the Afghan Taliban recently choose to use a Toyota Corolla engine to power what they described as Afghanistan’s first “indigenously developed supercar”.  Provisionally known as the Mada 9 (apparently an engineering code-name), the plan is to name the production version the “Black Swan”, an allusion to the shock Europeans felt when explorers reached the shores of what is now Western Australia and it became known not all swans were white.  Since then, the “black swan moment” has been used in university departments as diverse as philosophy and business to illustrate the dangers of making assumptions.  The Mada 9 was built by a company called Entop, the development taking five years and the efforts of some 30 engineers and designers from the Afghanistan Technical Vocational Institute.  While it looks the part, given it’s powered by the modest 1.8 litre (110 cubic inch) four-cylinder engine from Toyota’s mass-produced family hatchback, the performance is not going to match similarly styled vehicles which traditionally have been equipped with bigger eight, twelve and even sixteen-cylinder power-plants.  However, the Taliban are thinking ahead and in its existing form, the Mada 9 exists essentially as a “proof-of-concept” platform, the plan being to add an electric power-train.