Cammer

Cammer (pronounced kham-ah)

(1) A content-provider who uses a webcam to distribute imagery on some basis (applied especially to attractive young females associated with the early use of webcams).

(2) Slang for a V8 engine produced in small numbers by Ford (US) in the mid-late 1960s.

(3) A general term for any camera operator (now less common because the use in the context of webcam feeds prevailed).

1964: A diminutive of single overhead cam(shaft).  Cam was from the sixteenth century Middle English cam, from the Dutch kam (cog of a wheel (originally, comb)) and was cognate with the English comb, the form preserved in modern Dutch compounds such as kamrad & kamwiel (cog wheel).  The association with webcams began in the mid-1990s, cam in that context a contraction of camera.  The Latin camera (chamber or bedchamber) was from the Ancient Greek καμάρα (kamára) (anything with an arched cover, a covered carriage or boat, a vaulted room or chamber, a vault) of uncertain origin; a doublet of chamber.  Dating from 1708, it was from the Latin that Italian gained camera and Spanish camara, all ultimately from the Ancient Greek kamára and the Old Church Slavonic komora, the Lithuanian kamara and the Old Irish camra all are borrowings from Latin.  Cammer was first used in 1964 as oral shorthand for Ford’s 427 SHOC (single overhead camshaft) V8 engine, the alternative slang form being the phonetic “sock” and it became so associated with the one item that “cammer” has never been applied to other overhead camshaft engines.  The first web-cam (although technically it pre-dated the web) feed dates from 1991 and the first to achieve critical mass (ie “went viral”) was from 1996.  Cammer is a noun; the noun plural is cammers.  While cammer is the generic term for those content providers distributing material captured with webcams, "cam-girl" describes the most popular of the breed.   

Girl on cam: Lindsay Lohan on webcam in Get a Clue (2002) a Disney Channel original movie.

The word came be used for photographic devices as a clipping of the New Latin camera obscura (dark chamber) a black box with a lens that could project images of external objects), contrasted with the (circa 1750) camera lucida (light chamber), which used prisms to produce an image on paper beneath; it was used to generate an image of a distant object.  Camera was thus (circa 1840) adopted in nineteenth century photography because early cameras used a pinhole and a dark room.  The word was extended to filming devices from 1928. Camera-shy (not wishing to be photographed) dates from 1890, the first camera-man (one who operates a camera) recorded in 1908.  The first webcam feed (pre-dating the public availability of the www (world wide web) which permitted feeds to the wild), dates from 1991.  

jennicam.org (1996-2003)

xcoffee cam-feed of Trojan Room coffee pot, University of Cambridge, 1991-2001.

It wasn’t the internet’s first webcam feed, that seems to have been one in started in 1991 (before the worldwideweb was available to the public) aimed at a coffee machine in a fourth floor office at the University of Cambridge's Computer Science Department, created by scientists based in a lab the floor below so they would know whether to bother walking up a flight of stairs for a cup, but in 1996, nineteen year-old Jennifer Ringley (b 1976), from a webcam in her university dorm room, broadcast herself live to the whole world, 24/7.  With jennicam.org, she effectively invented "lifecasting" and while the early feed was of grainy, still, monochrome images (updated every fifteen seconds) which, considered from the twenty-first century, sounds not interesting and hardly viral, it was one of the first internet sensations, attracting a regular following of four-million which peaked at almost twice that.  According to internet lore, it more than once crashed the web, seven million being a high proportion of the web users at the time and the routing infrastructure then wasn't as robust as it would become.  Tellingly, Ms Ringley majored in economics which explains the enticingly suggestive title "jennicam" whereas the nerds at Cambridge could think of nothing more catchy than "xcoffee" although for coffee fiends, that would have been compelling.  

Jenni and pussy.

Although there were more publicized moments, jennicam.org was mostly a slideshow of the mundane: Jennifer studying at her desk, doing the laundry or brushing her teeth but it hinted at the realisation of earlier predictions, pop artist Andy Warhol's (1928–1987) "everybody will be famous for 15 minutes" and the "global village" discussed by Marshall McLuhan's (1911-1980) in The Gutenberg Galaxy: The Making of Typographic Man (1962) and Understanding Media: The Extensions of Man (1964).  While not exactly pre-dating reality television (which in some forms existed in the 1950s), jennicam.org was years before the genre became popular and was closer to real than the packaged products became.

The 1964 Ford 427 SOHC (the Cammer)

1964 426 HEMI in Plymouth race-car.

There was cheating aplenty in 1960s NASCAR (National Association for Stock Car Auto Racing) racing but little of it was as blatant as Chrysler in 1964 putting on the grid their 426 HEMI V8, a pure racing engine, in what was supposed to be a series for mass-produced vehicles.  Whatever the legal position (and the corporation did check before fielding the thing), it was hardly in the spirit of gentlemanly competition though in fairness to Chrysler, it didn't start it, NASCAR for years something of a parallel universe.  In 1957, the AMA (Automobile Manufacturers AssociationA) had announced a ban on auto-racing and the public positions of GM (General Motors), Ford and Chrysler supported the stand, leaving the sport to dealer and privateers although, factory support of these operations was hardly a secret.  NASCAR liked things this way believing the popularity of their “stock cars” relied on the vehicles raced being close to (ie "in the condition of those in the dealer's stock of what was for sale") what was available for purchase by the general public.  Additionally, they wished to maintain the sport as affordable even for low budget teams and the easy way to do this was restricting the hardware to mass-produced, freely available parts, thereby leveling the playing field.  It was a noble aim and the façade was maintained until the summer of 1962 when Ford announced it was going to "go racing".  Market research had identified the competitive advantage to be gained from motorsport in an era when, uniquely, the demographic bulge of the baby-boomers, unprecedented prosperity and cheap gas (petrol) would coalesce, Ford understanding that in the decade ahead, a historically huge catchment of 17-25 year old males (the then youthful baby-boomers) with high disposable incomes or available credit were there to be sold stuff and they’d likely be attracted to fast cars.  Thus began Ford's "Total Performance" era which would see successful participation in just about everything from rally courses to the Formula One circuits, including four memorable victories at the Le Mans twenty-four hour endurance classic.

1963 Chevrolet 427 "Mystery Motor".

The market leader, the more conservative GM, said they would "continue to abide by the spirit of the AMA ban" and, despite the scepticism of some, it seems they meant it because their racing development was halted though not without a parthian shot, Chevrolet in 1963 providing their preferred team a 427 cubic inch (7 litre) engine that came to be known as the "mystery motor".  It stunned all with its pace but, being prematurely delivered, lacked reliability and, after a few races, having proved something, GM departed, saving NASCAR the bother of the inevitable squabble over eligibility.

1961 Ford Galaxie Starliner (left) & 1962 Galaxie with “distinguished hardtop styling” (aka “boxtop”, right).

Ford stayed and cheated, though not yet with engines.  The aerodynamic qualities the 1960-1961 Galaxie Starliner, possessed by virtue of its gently sloping rear roof-line, generated both speed and stability on the NASCAR ovals; that made it a successful race-car but in the showrooms, after some early enthusiasm, sales dropped so it was replaced in 1962 with an implementation of the “formal” style which had been so well-received when used on the Thunderbird.  As the marketing department predicted (or, more correctly, worked out from the results of their focus-group sessions), what they called “distinguished hardtop styling” proved more commercially palatable but while customers may have been seduced, the physics of fluid dynamics didn’t change and the “buffeting” induced at speeds above 140 mph (225 km/h) limited performance, adversely affected straight-line stability (especially when in close proximity to other cars); it also increased fuel consumption, in distance racing especially, something as significant as weight, speed and power.  What the “distinguished hardtop styling” had done was make the Galaxie less competitive on the circuits, the loss of up to 3 mph (5 km/h) in top speed the difference being winning and losing; putting on the lipstick had produced a pig.  Ford’s NASCAR teams dubbed the look the “boxtop”, boxes not noted for their fine aerodynamic properties and years later, Chrysler too would discover just how significant at high speed is the slope of the rear roofline.

Beware of imitations: Images from Ford's 1962 Galaxie Starlift "brochure" which didn't fool NASCAR.  

Quickly to regain the lost aerodynamic advantage, Ford fabricated a handful of detachable fibreglass hard-tops which could be “bolted on”, essentially transforming a Galaxie convertible back into something as slippery (and even a little lighter) as the previous Starliner.  Having no intention of incurring the expense of designing and engineering them to an acceptable consumer standard (which they knew few anyway would buy) Ford simply gave the hand-made plastic roof the name “Starlift”, allocated a part-number and even mocked-up a brochure for NASCAR to read.  Although on paper it appeared a FADC (factory-authorized dealer accessory) like any other (floor-mats, mud flaps etc), an inspection of the device revealed it was obviously phoney, the rear passenger glass on each side not fitting the sloping C-pillar, demanding the use of a pair of tacked-on plastic fillers to close the gap and it was obvious the thing wasn’t close to being waterproof.  NASCAR outlawed the scam.

The 483 cid Galaxie Starlift at speed, Bonneville, October 1962.

However, because five Starlift-equipped Galaxie convertibles had qualified for an race at Atlanta (postponed before the ban was imposed), they were permitted to run in the re-scheduled event and on the only occasion it was raced in NASCAR competition it won, the 100% win-record ranking it with the exquisite Mercedes-Benz W165 Voiturette created for the 1939 Tripoli Grand Prix in Libya among the sport’s most successful models.  Banned from the circuits though it was, Ford did manage to give the Starlift one final fling.  In October 1962, one fitted with an “experimental” version of the FE V8 with a displacement of 483 cubic inches (7.9 litres) was taken to Bonneville where it was used to set a slew of international speed records, clocked at 182.19 mph (293.21 km/h) and averaging 163.91 mph (263.79 km/h) over 500 miles (804.67 km).  Noting the big numbers, NASCAR took the opportunity to impose a 7 litre (expressed in the US usually as "427 cid (cubic inch displacement)) capacity limit, one rule that was easy to enforce.

Galaxies with "sports hardtop" roofline, Firecracker 400, Daytona International Speedway, July, 1963.

Hobbled by the “distinguished hardtop styling”, Ford managed to win only another four races in a season dominated by sleek Pontiacs but the engineers solved the problem in early 1963 with the “sports hardtop” roofline, a compromise which pleased both the pubic buying cars and the teams racing them.  Remarkably, the revision to the roofline, in conjunction with increasing engine displacement from 406 cubic inches (6.6 litres) to 427 (strictly speaking it was 426 (7.0)) created one of the era’s more improbably successful race cars which enjoyed great success in saloon car events in England, Europe, South Africa, Australia & New Zealand until the lighter and more nimble Mustang became available.

1964 427 SOHC (Cammer).  Note the famously long timing chain.

Ford, which while enjoying great success in 1963 had actually adhered to the engine rules, responded to Chrysler’s 426 HEMI (which had dominated the 1964 season) within a remarkable ninety days with a derivation of their 427 FE in which the pushrods which activated the valves were with two SOHCs (single overhead camshafts), permitting higher engine speeds and valve angles producing more efficient combustion, thereby gaining perhaps a hundred horsepower.  The engine, officially called the 427 SOHC, was nicknamed the Cammer (although some, noting the acronym, called it the "sock").  The problem for NASCAR was that neither the 426 HEMI nor the 427 Cammer existed in a car which could be bought from a showroom.

1964 Chrysler 426 HEMI DOHC prototype.

Not best pleased, NASCAR was mulling over this changed to thing carefully curated ecosystem when Chrysler responded to the 427 Cammer by demonstrating a mock-up of their 426 HEMI with a pair of heads using DOHC (double overhead camshafts) and four valves per cylinder instead of the usual two.  Fearing an escalating war of technology taking their series in an undesired direction, in October 1964, NASCAR cracked down and issued new rules for the 1965 season.  Although retaining the 427 cubic inch limit, engines now had to be mass-production units available for general sale and thus no hemi heads or overhead camshafts would be allowed  The rule change had been provoked also by an increasing death toll as speeds had gone beyond what the circuits had been designed to safely to handle and certainly the capabilities of the available tyres.

1965 Ford 427 FE.

That meant Ford’s 427 FE was eligible but Chrysler’s 426 HEMI was not and a disgruntled Chrysler withdrew from NASCAR, shifting their efforts to drag-racing where the rules of the NHRA (National Hot Rod Association) were more accommodating (while it's not clear if Chrysler complied even with those, the NHRA, attuned to hosting the spectacular, welcomed them anyway).  In 1965, Chrysler seemed happy with the 426 HEMI's impact over the quarter-mile and Ford seemed happy being able to win just about every NASCAR race.  Not happy was NASCAR which was watching crowds and revenue drop as the audience proved less interested in a sport where results had become predictable, their hope the rule changes would entice GM back to motorsport not realised.  NASCAR audiences were a tribal lot and to attract the "Ford people", "GM people" and "Chrysler people", competitive cars from each needed to be fielded.

1966 Chrysler 426 Street HEMI.

It was 1967 before everybody was, (more or less) happy again.  Chrysler, which claimed it had intended always to make the 426 HEMI available to the general public and that the 1964 race programme had been just part of engineering development, for 1966 introduced the 426 Street HEMI, a detuned version of the race engine, making it a general-production option for just about any car in which it would fit (and soon they'd use a metaphorical shoehorn to force it into places it really didn't fit).  Of the 11,000-odd sold between 1966-1971, most ended up in two door sedans and hardtops but there were also some 200 convertibles and, in the first year of availability, a reputed five were installed in Dodge Coronet four-door sedans (the industry legend being two were special orders for the FBI (Federal Bureau of Investigation) although Chrysler did decline one request for a Street HEMI station wagon.  NASCAR responded quickly, announcing the HEMI now complied with the rules and was, with a few restrictions on the induction side (the race cars were permitted only a single carburetor while the street versions were sold only in "dual-quad" configuration with a pair of in-line, four barrel carburetors) was welcome back.  Ford assumed NASCAR needed them more than they needed NASCAR and announced they would be using the 427 Cammer in 1966.  NASCAR, feeling trapped its own precedent of having tolerated the HEMI in 1964, conceding only that Ford could follow Chrysler’s earlier path, saying the 427 Cammer would be regarded “…as an experimental engine in 1966… (to) …be reviewed for eligibility in 1967."   In other words, eligibility depended still on mass-production (ie "mass" as defined by NASCAR's minimum annual production threshold of 500 and "production" meaning available to the general public in showrooms).

427 SOHC installed in a replica (by ERA) of a 1966 Shelby American AC Cobra 427 S/C (Semi-Competition).

Ford, although unable easily to create a 427 Street Cammer, recalled the Starlift trick and announced the SOHC was now available as a production item.  That was, at best, economical with the truth, given not only could nobody walk into a showroom and buy a car with a 427 Cammer under the hood but it seemed at the time not always possible to purchase one even in a crate.  Realising the futility of kicking the can down the road, NASCAR decided to kick it to the umpire, hoping all sides would abide by the decision, referring the matter to the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation), the world governing body for motor-sport, at that point not yet the byword for dopiness it would become.  Past-masters at compromise, the FIA approved the 427 Cammer but imposed a weight handicap on any car in which it was used.

Cutaway Ford FE V8s: the 427 (left) and 427 SOHC (right).

Ford called that not just unfair but also unsafe, citing concerns at the additional stress the heavier vehicles would place of suspension and tyres, adding their cars couldn’t “… be competitive under these new rules."  Accordingly, Ford threatened to withdraw from NASCAR in 1966 but found the public’s sympathy was with Chrysler which had done the right thing and made their engine available to the public.  Ford sulked for a while but returned to the fray in late 1966, the math of NASCAR’s new rules having choked the HEMI a little so the 427 FE remained competitive, resulting in the curious anomaly of the 426 Street HEMI running dual four-barrel induction while on the circuits only a single carburetor was permitted.  Mollified, Ford returned in force for 1967 and the arrangement, which ushered in one of the classic eras of motorsport, proved durable, the 427 FE used until 1969 and the 426 HEMI until the big block engines were finally banned after the 1974 season, three years after the last 426 Street HEMI appeared in a showroom.

Ed Pink (1931-2025) at work on a Ford 427 SOHC “Cammer” V8 mounted on his static test-bed; it was one of the cammers which was his last build.  His corporate slogan (T-shirts, coffee mugs etc) was “Think Pink”.

Among the builders of the big engines used in drag racing (an inventive and occasionally crazy crew) Ed Pink was a revered figure, hinted at by his nickname: “The Old Master”; he lived to 94 and remained active almost to the end, torquing-down the bolts on his last engine at 92.  As well as many V8s for drag-racing, Mr Pink also built engines for many other fields in motorsport including NASCAR, Can-Am, and IndyCar but it was those built for the uniquely extreme stresses of ¼ mile runs which most fascinated him.  Very much a sport of numbers (time, speed, horsepower), even the highly tuned big-block V8s which might peat at 9000 rpm (crankshaft revolutions per minute) typically will perform only around a thousand of those revolutions between the start and end of the run but the forces being imposed (in many directions) on that large, heavy reciprocating mass are such that catastrophic failures are not uncommon, hence the need for precision in designing, building and maintaining the things.

Ford 427 Cammer in 1967 Fairlane.

While the 426 HEMI DOHC never ran (the display unit's valve train was electrically activated), the 427 Cammer was produced for sale in crates and although the number made remains uncertain, most sources suggest it was probably as high as several-hundred and it enjoyed decades of success in various forms of racing including off-shore power boats.  Whether it would ever have been reliable in production cars is questionable.  Such was Ford’s haste to produce the thing there wasn’t time to develop a proper gear drive system for the various shafts so it ended up with a timing-chain over six feet (1.8m) long.  For competition use, where engines are re-built with some frequency, that proved satisfactory but road cars are expected to run for thousands of miles between services and there was concern the tendency of chains to stretch would impair reliability and tellingly, Ford never considered the 427 Cammer for a production car, a breed which, unlike racing engines, attract warranties.  Even some sixty years on there’s still a mystique surrounding the cammer and if one can’t find an original for sale (one sold at auction in 2021 for US$60,000), from a variety of manufacturers it’s possible still to buy all the bits and pieces needed to build one (in a quirk of timing and the overlap of simultaneous product development, some of the very early SOHCs used the top oiler block although most were side oilers and the third party reproductions over the years have always been the latter).  Although the production numbers have never been verified (which seems strange given Ford's accounting system recorded everything which emerged with a serial number), what all agree is the horsepower of a stock SOHC was somewhere over 600, the number bouncing around a bit because there were versions with single and dual four barrel carburetors, different camshaft profiles and variations in the cylinder heads and while it never made it into a production car, it remains the ultimate FE.

Herostratic

Herostratic (pronounced hera-strat-ick)

The act of seeking fame at any cost; desire for notoriety.

1640s: First noted in English in translation of fourth century documents, the construct was Herostratus +‎ -ic 

Herostratus was a learned borrowing from the Latin Hērostratus, from the Ancient Greek Ἡρόστρατος (Hēróstratos), the construct being Ἥρᾱ (Hḗrā) (Greek goddess of marriage, women, and family) + στρᾰτός (stratós) (army, military force; band or body of men; common people).  The suffix -ic was from the Middle English -ik, from the Old French -ique, from the Latin -icus, from the primitive Indo-European -kos & -ḱos, formed with the i-stem suffix -i- and the adjectival suffix -kos & -ḱos.  The form existed also in the Ancient Greek as -ικός (-ikós), in Sanskrit as -इक (-ika) and the Old Church Slavonic as -ъкъ (-ŭkŭ); A doublet of -y.  In European languages, adding -kos to noun stems carried the meaning "characteristic of, like, typical, pertaining to" while on adjectival stems it acted emphatically; in English it's always been used to form adjectives from nouns with the meaning “of or pertaining to”.  A precise technical use exists in physical chemistry where it's used to denote certain chemical compounds in which a specified chemical element has a higher oxidation number than in the equivalent compound whose name ends in the suffix -ous; (eg sulphuric acid (H₂SO₄) has more oxygen atoms per molecule than sulphurous acid (H₂SO₃).  Herostratical is an adjective and herostratically is an adverb.  The jocular noun herostratisphere is non-standard.

Attention seeking

In Asia Minor (near present-day Selcuk, Türkiye), in a sacred grove not far from the city of Ephesus, stood the Great Temple of Artemis (also known as the Temple of Diana), one of the seven wonders of the ancient world. During the evening of 21 July, 356 BC, Herostratus (also called Erostratus) of Ephesus saturated the timber and fabric furnishings of the temple with gallons of oil and when all was thoroughly soaked, he set fires in many places, inside and out.  Within minutes, as he had planned, the fire was uncontrollable and the temple was doomed.  Coincidently, on the day the temple was razed, Alexander the Great (356-323 DC) was born.

St. Paul Preaching in Ephesus Before the Temple of Artemis (1885), by Adolf Pirsch (1858-1929).

Herostratus was apparently a wholly undistinguished and previously obscure citizen, different from others only in his desire to be famous and the lengths to which he was prepared to go to achieve that fame.  As shocked Ephesians rushed to the fire, Herostratus met them and proudly proclaimed his deed, telling them his name would for all eternity be remembered as the man who burned down the Great Temple of Artemis and razed one of the wonders of the world.  Herostratus was, as he expected, executed for his arson.  In an attempt to deny him the fame he craved, the Ephesians passed the damnatio memoriae law, making it a capital crime ever to speak of him or his deed.  However, it proved impossible to suppress the truth about such an event; the historian Theopompus (circa 380–circa 315 BC) relates the story in his Philippica and it later appears in the works of the historian Strabo (circa 64 BC–circa 24 AD).  His name thus became a metonym for someone who commits a criminal act in order to become noted.  Subsequent attempts to erase names from history (tried on a grand scale by comrade Stalin and the Kim dynasty in the DPRK) seem always to fail.

It's unfortunate history didn't unfold so Android and iOS were available in 356 BC so  Herostratus could have played Lindsay Lohan's The Price of Fame instead of turning to arson.  The game was said to be "a parody on celebrity culture and paparazzi" and enabled players to become world famous celebrities by creating an avatar which could "purchase outfits, accessories, toys and even pets".  Played well. he could have entered a virtual herostratisphere and the temple might stand today.  As Ms Lohan would understand, the tale of Herostratus reminds all that for everything one does, there's a price to be paid. 

Like many of the tales from antiquity, the story of destruction by arson is doubted.  Various conjectures have been offered, some of which doubt the technical possibility of what Herostratus is said to have done, some claiming it was a kind of inside job by the temple’s priests who had their own reasons for wanting a new building and even a reference to the writings of Aristotle which offers a lightning strike as the catalyst for the conflagration.  However, whatever did or didn’t happen in 356 BC, the word herostatic, to describe one who seeks fame at any cost, has endured, the attempt to make his name unspeakable as doomed as the temple. 

Hem

Hem (pronounced hemm)

(1) To fold back and sew down the edge of (cloth, a garment, etc.); form an edge or border on or around (short for hemline).

(2) To enclose or confine (usually followed by in, around, or about).

(3) An edge made by folding back the margin of cloth and sewing it down.

(4) The edge or border of a garment, drape, etc, especially at the bottom.

(5) The edge, border, or margin of anything.

(6) In architecture, the raised edge forming the volute of an ionic capital.

(7) In literature, a device (sometimes explicitly oral) to indicate hesitation or faltering.

(8) In textual transcription, a representation of the sound of clearing the throat, used to gain attention, express hesitation, etc (onomatopoeic).

Pre-1000: From the Middle English hemm, from the Old English hem (probably akin to hamm (enclosure)), from the Proto-Germanic hamjam, from the Old Norse hemja (to bridle, curb).  Related words included the Swedish hämma (to stop, restrain), the Old Frisian hemma (to hinder), the Middle Dutch and German hemmen (to hem in, stop, hinder), the ultimate root apparently kem (to compress) and it was concurrent with other, geographically distributed forms, hemo and haem.  Later, in the US there was briefly the variant haemo.  The same Germanic root yielded also the Old English hamm, common in place names where it means "enclosure, land hemmed in by water or high ground, land in a river bend".  In Middle English, hem also was a symbol of pride or ostentation.  The representation of the clearing of the throat, an imitative form, was first recorded in the 1520s.  The literary device, hem (and the now almost extinct haw) first recorded in 1786, haw being derived from hesitation.  The now common meaning of a border or fringe emerged in the late-fourteenth century, the variation of which “shut-in or confined”, dates from fifty years later.  Hem & hemming are nouns, verbs & adjectives, hemmer is a noun and hemmed is a verb; the noun plural is hems.

The importance of weighted hems

Chanel’s original bouclé cardigan jacket with weighted hems (1955, left), Audrey Hepburn's (1929–1993) take on the little black dress (1960, centre) and Brigitte Bardot (1934-2025) in a mini (Rome, 1963, right).

Coco Chanel (1883–1971) introduced weighted hems in 1955 as a feature of her bouclé cardigan jackets.  Paired usually with a straight skirt, and simple blouse made from fabric matching the jacket lining, its signature design feature was the weighted hem, engineered with a small gilded chain.  A weighted-hem’s purpose is to add weight so the jacket or skirt hangs close to the body and sits properly when worn.  It also serves as a counterbalance if a jacket has large, potentially heavy, buttons which can cause the garment to pull forward on the shoulders.  The slight weight helps any wrinkles to hang out, especially if, like linen, the fabric is prone to them.

The idea proved helpful for photographers and film-directors.  They'd long been used to fashioning all sorts of ad-hoc structural devices (wire, cardboard, tape etc) to make hair or clothing sit exactly where was needed for a shot and, if sufficiently rigid, such superstructure could even withstand all but string winds.  The rakish swish of Audrey Hepburn's LBD was achieved with internal supports which ensured the wind-blown look could be both perfected and maintained; it was the weighted hem writ large.  To have garments made with channels for a metal chain proved very handy, the chain able quickly to be swapped for something less flexible when a skirt or jacket needed to be maintained in position while photographs were taken.  In this case the weighted hems were used as a structural member, providing the rigidity which lent the garment the desired shape.

By the time Brigitte Bardot was being photographed in Rome in the 1960s, for the adventurous, hem-lines were rising further above the knee so the functionality of the weighted hem assumed a new importance, particularly on windy days.  Marilyn Monroe (1926–1962) of course made famous the dramatic possibilities the combination of a well-directed draft and billowing fabric could achieve but that was a staged "wardrobe malfunction" with cameramen assembled.  Weighted hems were helpful in avoiding unplanned malfunctions.

Jaguar E-Type (XK-E), 1961.

Jaguar devoted a lot of time to testing the E-Type but one thing which slipped through the pre-production process was a buffeting the OTS's (open two seater, Jaguar's historic term for a roadster) fabric soft-top exhibited at certain speeds.  It seems an obvious thing not to notice but, like the Hubble telescope's mis-shaped mirror, it was just one of those things.  With the E-Type’s release date locked-in, it was too late to redesign the components and it was one of many examples of the car's intrinsic unsuitability for mass-production.  The factory had not expected demand to exist in anything close to what instantly emerged (they'd expected to sell several hundred) but the world was seduced and to this day the E-Type remains the definitive Jaguar.  

The fix.

Jaguar's quick and dirty solution was to weigh-down the affected area with a chain of lead-shot, sewed into the fabric in effectively the same way weighted hems are used in fashion.  Just over half an inch (14mm) diameter, the lead-shot bag was wrapped in a sisal cord with two twelve inch (300mm) draw-cords to permit it easily to be pulled through the pocket in the top.  It was such a rush-job Jaguar never allocated a part- number and it’s only ever been part of hood cloth assembly #BD20582.  Both the Series 1 (1961-1968) and Series 2 (1968-1971) E-Types had the lead-shot bag, even though the soft-top’s frame was re-designed for the later cars, the S1 having three bows, the S2, two and for the S2, the size of the shot-bag was reduced slightly to accommodate a change in placement, now beneath the centre strap between the bows.  Interestingly, despite presumably having at least slightly different aerodynamic properties, there seems to have been no difference in the buffeting suffered by the early cars with mohair fabric and the later which used Everflex.  The top on the Series 3 E-Type (1971-1974) was again re-designed, this time in a way which rendered the lead-shot chains unnecessary.

Lindsay Lohan in red bubble hem dress, attending the twentieth anniversary party for Uno de 50, Grand Palacio de Saldaña, Madrid, June 2016.  Uno de 50 translates as "One of 50", an allusion to the company producing its jewelry pieces in small runs of no more than fifty.

A "hem dress" is one with a hemline with an edge of the fabric turned under and stitched, usually with a fold or seam to prevent the fabric from unraveling and the technique can be applied to a variety of styles, including empire-line, sheath, shift, wrap, and maxi dresses, and can be made from any number of fabrics including cotton, silk, chiffon, or lace.  The length of a hem dress varies according to the design and can be adjusted to suit individual preferences.  Often added a flourish, hem can be worn on formal occasions, in work settings or as everyday wear.  Although not a technically challenging project for a seamstress, making a bubble dress into a hem dress does demand a thoughtful design because it's all too easy to end up with something just too busy above the knee and, the bubble line being inherently "bubbly", they can end up looking untidy and even unfinished.  Designers recommend that where possible, the hem detail should be matched with a similar duplication of horizontal lines at the waist and above the bustline.

Ivanka Trump (b 1981) critiques the fashion sense of Narendra Modi (b 1950; Prime Minister of India since 2014), Global Entrepreneurship Summit, Hyderabad, India, 28 November 2017.

Effeminate

Effeminate (pronounced ih-fem-uh-nit (adjective) & ih-fem-uh-neyt (verb))

(1) Of the human male, not manly, having traits, tastes, habits etc, traditionally considered feminine (softness, delicacy etc).  Historically it was usually used as a slur and use is now probably offensive except as a self-descriptor).

(2) Characterized by excessive softness, delicacy, self-indulgence etc (often as “effeminate luxury”) and now rare although “feminized product packaging designed to appeal to women remains common).

(3) By extension, of objects, concepts, literature etc, lacking firmness or vigor.

(4) To make or become effeminate.

1350-1400: From the Middle English, from the Latin effēminātus (womanish, effeminate), past participle of effēmināre (to make into a woman), from fēmina (woman), the construct being e(x)- (out-) + fēmin(a) + + -ātus.  In Italian, it became the feminine plural of effeminate.  The ex- prefix was from the Middle English, from words borrowed from the Middle French, from the Latin ex (out of, from), from the primitive Indo-European eǵ- & eǵs- (out).  It was cognate with the Ancient Greek ἐξ (ex) (out of, from), the Transalpine Gaulish ex- (out), the Old Irish ess- (out), the Old Church Slavonic изъ (izŭ) (out) & the Russian из (iz) (from, out of).  The “x” in “ex-“, sometimes is elided before certain constants, reduced to e- (eg ejaculate).  The Latin suffix -ātus was from the Proto-Italic -ātos, from the primitive Indo-European -ehtos.  It’s regarded as a "pseudo-participle" and perhaps related to –tus although though similar formations in other Indo-European languages indicate it was distinct from it already in early Indo-European times.  It was cognate with the Proto-Slavic –atъ and the Proto-Germanic -ōdaz (the English form being -ed (having).  The feminine form was –āta, the neuter –ātum and it was used to form adjectives from nouns indicating the possession of a thing or a quality.  Effeminate is a verb & adjective, effeminateness, effeminatization & effemination are nouns, effeminatize, effeminated & effeminating are verbs and effeminately is an adverb; the noun plural is effeminations.

Role model for aspiring effeminatizers: Lindsay Lohan on the Jimmy Fallon Show with guests including Vinny Guadagnino, Barrett Wilbert Weed, Ashley Park, Kate Rockwell, Bob the Drag Queen, Dusty Ray Bottoms, Monique Heart, Aquaria, Trinity ‘The Tuck’ Taylor and Monet X Change, January 2019.

Effeminate is probably now a word to be avoided because it’s difficult to use except as a slur and even if that’s achieved, such is modern sensitivity it will anyway be interpreted thus.  For a similar effect, the recommended alternative is the early seventeenth century effete (the alternative spelling effœte is obsolete), from the Latin effētus (exhausted (literally “that has given birth).  It used to convey the meaning “substances exhausted, spent or worn-out” but that is obsolete and it now means (1) weak, decadent, lacking strength or vitality; feeble, powerless and (2) someone or something (usually speech or writing) affected, over-civilized or refined to the point of absurdity.

Ladies 45 piece tool kit in pink with pink carry-case.

The verbs feminized & effeminized are sometimes confused and there was a time when them was some overlap of meaning but conventions of use have emerged.  In fields such demographics feminized is used to describe aggregate outcomes such as a preponderance of females in an occupational sector while in botany & zoology it’s a technical term which refers to instances of plant or animal life tending more to the feminine, the latter often suspected to have been induced by human-induced    environmental factors.  In thus refers to physiology though in medicine it’s used in fields like sex & gender-reassignment where it’s applied also in behavioral therapy.  By contrast, effeminized is used only of appearance and behavior.  It’s thus possible to feminize products yet not effeminize them.  Hardware stores every Saint Valentine's Day benefit from this adaptation by capitalism when sales spike of tool kits with tools finished in pink or purple.  There is nothing inherently effeminate about a pink hammer and the irony is that while pink to appeal to women, it appears the buyers are almost exclusively men.

Dodge in 1955-1956 had advertising for men (horsepower, speed and V8 engines, left) and for women (everything pink, the paint, the rosebuds on the upholstery, the handbag, compact, lipstick case, cigarette case, comb, cigarette lighter, change purse, rain coat, rain-cap and umbrella, right).

Pink tool kits continue reliably to appear in prominent spots as Valentine's Day approaches and at least some women probably enjoy the joke.  However, more blatant attempts at feminized products seem no longer in vogue, the implication of condescension just too blatant.  Chrysler offered the La Femme package in 1955 and 1956 on certain Dodge models, a creation that was not a stylistic whim but a response to sociological changes in an unexpectedly affluent post-war US society in which women were found to be exerting a greater influence on the allocation of their family’s rising disposable income and of most interest to Chrysler was that those increasingly suburban families were buying second cars, women getting their own.  Adventurous color schemes were nothing new to Detroit, the cars of the art deco era noted for their combinations though things had been more subdued in the years immediately after World War II (1939-1945) but that changed with the exuberance of 1950s experimentation.  However, sales of the La Femme proved disappointing and within a decade, the manufacturers would work out what women wanted was better designs, cars which were smaller, more manageable and with practical features, not the existing lines “feminized” with pink finishes and accessories.

Actually looking good: Men in lingerie in the PRC.

The economic and political systems of the modern People’s Republic of China (PRC) has many differences from those familiar in the West but, as the ruling Chinese Communist Party (CCP) increasingly coming to realize, there are also many similarities, one of which is after when laws are passed and regulations promulgated, there are sometimes “unintended consequences”.  It was only in 2020 that the CCP’s Central Committee, having decided California’s most recent Republican governor, Arnold Schwarzenegger (b 1947; governor of California 2003-2011) was right in identifying “girly men” as a bit of a problem and cracked down, declaring a war on androgyny, young men deemed too effeminate banned from some very popular television programmes.  Aiming to eradicate the androgynous, the state’s regulator of television content ruled broadcasters must "resolutely put an end to sissy men and other abnormal aesthetics", telling them to ban from the screens the niang pao (derisive slang for girly men which translates literally as "girlie guns”).

That worked well and, presumably encouraged, the CCP decided to eliminate another form of deviance, women modeling underwear on on-line shopping live-streams.  The ban was imposed overnight and streamers were warned that any site flouting the ban would be shutdown, the regulator warning transgressors might be charged with disseminating obscene material.  The streamers of course complied because defying the rules of the CCP is a bad career move but they complied only with the letter of the law, the streams converting instantly to use male models, an appropriately androgynous group presumably in ample supply after being banned from the TV shows.  A classic unintended consequence, in attempting to remove one form of behavior for some reason thought deviant (women wearing women’s underwear), the CCP have created a whole new mass-market genre (men in women’s underwear).  In the West, men in women’s underwear is just another niche segment on the web but for the CCP, truly it must be a ghastly thought that not only has this decadence reached the Middle Kingdom, but it’s all their fault.

April 2022: A new painted portrait (left) of a (then) slimmed-down Kim Jong-un which analysts suggest was based on an earlier photograph (right).

The keen watchers of the endlessly entertaining antics of the DPRK’s (North Korea, the Democratic People’s Republic of Korea) ruling family are a small industry; they don’t have a snappy title like “Kremlinologist” but in geopolitics it’s a genuine specialty.  Monitoring a dynasty that depends so much on symbolism and representational objects, one thing noted of late has been the increasing proliferation of new portraits of Kim Jong-un (Kim III, b 1982; Supreme Leader of DPRK since 2011).  The portraits began to appear in 2021, coinciding with celebrations of the Supreme Leader’s first decade of rule and their widespread deployment has been interpreted as one of the building blocks of his cult of personality.  In the decade after he assumed office, the only portraits usually seen were those of father and grandfather: Kim Il-sung (Kim I, 1912–1994; Great Leader of DPRK 1948-1994) & Kim Jong-il (Kim II, 1941-2011; Dear Leader of DPRK 1994-2011).

Everywhere one you look, the Great Leader and the Dear Leader are looking at you.  Given the number which exist and their size (there are also paired statutes, many paid for by the imposition of a "metals tax"), it would be a big job to add the Supreme Leader's portrait nationwide.  Still, the Kims have never been afraid of projects at a grand scale and ideologically, it may be unavoidable, the DPRK operating under a "three generations" (G3) hereditary system which (1) permits soldiers to wear the medals awarded to their fathers & grandfathers and (2) under the criminal justice system means "three generations of punishment" in which individuals found guilty of a crime are sent to the labor camps with their entire family, the subsequent two generations of the family born in the camp, remaining locked up for life.  This includes those convicted of “unspecified offences” all of whom, although never quite sure of the nature of their offence, are certainly guilty.  The Pyongyangologists are divided.  Some think it likely a third portrait may appear but that a variation of G3 will be established in that Kim Il-sung (already the DPRK's "Eternal President") will for G3 purposes be also the nation's "eternal grandfather", his portrait remaining forever while the other two will be the two most recent successors.  Thus there will never be more than three portraits.  Others think it's too early and it may be a third will be added only when (God forbid) the Supreme Leader dies.   

Interestingly, at one of the events conducted under a portrait of the Supreme Leader, a forty-minute long televised series of speeches marking the tenth anniversary of him becoming first secretary of the Workers’ Party of Korea (WPK), in addition to being praised for (1) leading the DPRK through the worst hardships, (2) completing the project of acquiring nuclear weapons and (3) ending the history of threats of nuclear war or invasion by imperialists, he was referred with a previously unknown title: Great Guardian.  Whether that’s of any significance isn’t clear but after the death of his father, Kim Jong-un was briefly known as the “Great Successor” so title changes in the third generation of the dynasty are not unknown.  Among the Pyongyangologists, there’s no consensus about whether the authorities are likely to add the portrait to all or any of the thousands of pairs featuring the Great Leader and the Dear Leader.  Such a move would clearly place the Supreme Leader on the same level as his late predecessors and currently, no painted portraits or statues of Kim Jong-un are known to be displayed in the country and artists are not permitted to paint his likeness.

Among those looking forward to a new series of portraits of the Supreme Leader are the meme-makers who found the contours of his soft, fleshy features made him ideally suited to effeminatization.  At top left is an official photograph issued by DPRK Foreign Ministry, the other five are digitally modified. 

Shuttle

Shuttle (pronounced shuht-l)

(1) In weaving, a device in a loom for passing or shooting the weft thread through the shed from one side of the web to the other, usually consisting of a boat-shaped piece of wood containing a bobbin on which the weft thread is wound (ie the tool which carries the woof back and forth (shuttling) between the warp threads on a loom).

(2) In a sewing machine, the sliding container (thread-holder) that carries the lower thread through a loop of the upper thread to make a lock-stitch.

(3) In transport, a public conveyance (bus, train, ferry, car, limousine aircraft), that travels back and forth at regular intervals over a particular route, especially a short route or one connecting two transportation systems; the service provided by such vehicles.

(4) In badminton, as shuttlecock, the lightweight object, built with a weighted (usually rubber-covered) semi-spherical nose attached to a conical construction (historically of feathers but now usually synthetic) and used as a ball is used in other racquet games. Shuttlecock was also once widely used as the name of the game but this is now rare.

(5) As space shuttle, vehicle designed to transport people & cargo between Earth and outer-space, designed explicitly re-use with a short turn-around between missions (often with initial capital letters).  The term shuttlecraft is the generic alternative, “space shuttle” most associated with the US vehicle (1981-2011).

(6) To cause (someone or something) to move back and forth by or as if by a shuttle, often in the form “shuttling”.

(7) Any device which repeatedly moves back and forth between two positions, either transporting something or transferring energy between those points.

(8) In electrical engineering, as shuttle armature, a H-shaped armature in the shape of an elongated shuttle with wires running longitudinally in grooves, used in small electrical generators or motors, having a single coil wound upon a the bobbin, the latter usually formed in soft iron.

(9) In diplomacy, as shuttle diplomacy, the practice of a diplomat from a third country shuttling between two others countries to conduct negotiations, the two protagonists declining directly to meet.

Pre 900: Shuttle was a merge from two sources. From (1) the Middle English shutel, shotel, schetel, schettell, schyttyl & scutel (bar; bolt), from the Old English sċyttel & sċutel (bar; bolt), the notion being shut +‎ -le.  Shut was from the Middle English shutten & shetten, from the Old English scyttan (to cause rapid movement, shoot a bolt, shut, bolt), from the Proto-Germanic skutjaną & skuttijaną (to bar, to bolt), from the Proto-Germanic skuttą & skuttjō (bar, bolt, shed), from the primitive Indo-European skewd & kewd- (to drive, fall upon, rush). The -le suffix was from the Middle English -elen, -len & -lien, from the Old English -lian (the frequentative verbal suffix), from the Proto-Germanic -lōną (the frequentative verbal suffix) and was cognate with the West Frisian -elje, the Dutch -elen, the German -eln, the Danish -le, the Swedish -la and the Icelandic -la.  It was used as a frequentative suffix of verbs, indicating repetition or continuousness.  From (2) the Middle English shitel (missile; a weaver's instrument), shutel, schetil, shotil, shetel, schootyll, shutyll, schytle & scytyl (missile; projectile; spear), from the Old English sċytel, sċutel (dart, arrow) (related to the Middle High German schüzzel and the Swedish skyttel), from the Proto-Germanic skutilaz, (related to the Middle High German schüzzel and the Swedish skyttel) and cognate with the Old Norse skutill (harpoon), the idea akin to both shut & shoot.  Shuttle is a noun, verb & adjective, shuttling is a noun & verb and shuttled and shuttles are verbs; the noun plural is shuttles.  The adjectival form shuttle-like is more common than the rare shuttlesque (which is listed as non-standard by the few sources to acknowledge its dubious existence).

A Lindsay Lohan advertising mural on the back of one of the airport shuttle buses run by Milan Malpensa International Airport in northern Italy.

The original sense in English is long obsolete, supplanted by the senses gained from the weaving instrument, so called since 1338 on the notion of it being “shot backwards and forwards” across the threads.  The transitive sense (move something rapidly to and fro) was documented from the 1540s, the same idea attached to the shuttle services in transport, first used in 1895 (although the intransitive sense of “go or move backward and forward like a shuttle” had been in use by at least 1843) in early versions of what would come to be known as intra-urban “rapid transit systems” (RTS), the one train that runs back and forth on the single line between fixed destinations (often with intermediate stops).  This was picked up by ferry services in 1930, air routes in 1942, space travel in 1960 (in SF (science fiction)) and actual space vehicles in 1969.  Shuttle in the sense it evolved in English is used in many languages but a separate development was the naming of the weaving instrument based on its resemblance to a boat (the Latin navicula, the French navette and the German Weberschiff).  The noun shuttlecock dates from the 1570s, the “shuttle” element from it being propelled backwards and forwards over a net and the “cock” an allusion to the attached anti-aerodynamic construction (originally of feathers) which resembled a male bird's plume of tail feathers.  The term Shuttle diplomacy came into use in the 1970s thanks to tireless self-promotion by Dr Henry Kissinger although the practice (of “good offices”) dates back centuries.

The Abbotsleigh class of 2020 pondering time flying faster than a weaver’s shuttle.  This was the first of the "Covid generation" so the lack of social distancing must be explained by them all having "tested negative".

The motto of the Sydney girl’s school Abbotsleigh is tempus celerius radio fugit (Time flies faster than a weaver's shuttle), the idea behind that said to be: “As the shuttle flies a pattern is woven, with the threads being the people, buildings and events. The pattern is Abbotsleigh as it continues to grow in complexity and richness each year”.  Quite whether a weaver’s shuttle (said by some detractors to have been chosen as symbolic of the "proper" place of women being in a state of domestic servitude for the convenience of men) is appropriate for a girls’ school in the twenty-first century has been debated.  The motto came from the family crest of Marian Clarke (1853-1933), Abbotsleigh’s first headmistress (principle) and was maintained using the family’s grammatically dubious form tempus fugit radio celerity until 1924 when the correct syntax was substituted.  It’s an urban myth the mistake was permitted to stand until 1924 as a mark of respect while Ms Clarke was alive; she lived a decade odd after the change although the family’s heraldry was apparently never corrected.

The US (left) and USSR (centre) space shuttles compared with a badminton shuttlecock (right).  The shuttlecock is rendered in a larger scale than the shuttles.

The US Space Shuttle was operated by the National Aeronautics and Space Administration (NASA) between 1981-2011 as the low Earth orbital vehicle which was the platform for its Space Transportation System (STS).  The plans, based on ideas first explored in science fiction a decade earlier, for a (mostly) reusable spacecraft system were first laid down in 1969 and despite intermittent funding, test flights were first undertaken in 1981.  Five Space Shuttles were eventually built to completion and between 1981-2011, there were over a hundred missions.  The stresses imposed on the craft were considerable which meant both the mission turn-arounds were never as rapid as had been hoped and the extent to which components could be reused had to be revised.  There was controversy too about the failures of NASA’s procedures which resulted in the two accidents in which all seven crew aboard each shuttle were killed.  The programme was retired in 2011.

Lindsay Lohan getting off the NAPA Shuttle, The Parent Trap (1998).

Common in the early days of civil aviation, the term "to disembark" (get off) was borrowed from nautical use and was the companion of "embark" (get on).  Of late "to deplane" has entered English which seems unnecessary but the companion "to disemplane" was more absurd still; real people continue to "get on" and "get off" aircraft.

The Soviet Union’s space shuttle, construction of which began in 1980, unsurprisingly, was visually very similar to the US vehicle, there being only so many ways optimally to do these things.  The USSR’s effort was the Буран (Buran) (Snowstorm or Blizzard), the craft sharing the designation with the Soviet spaceplane project and its spaceships, known as "Buran-class orbiters".  Although more than a dozen frames were laid down, few were ever completed to be flight-ready and the Buran’s only flight was an un-crewed orbital mission in 1988 which was successful.  The deteriorating economic and political situation in the Soviet Union meant the programme stalled and in 1993 it was abandoned by the new Russian government.  The striking similarity between the profile of the US & Soviet space shuttles and a badminton shuttlecock is coincidental but not unrelated.  The space craft are designed as aerodynamic platforms because, although not of relevance in the vacuum of space, they did have to operate as aircraft while operating in Earth’s atmosphere whereas the shuttlecock is designed deliberately as an anti-aerodynamic shape.  The shuttle’s shape was dictated by the need to maximize performance whereas a shuttlecock is intentionally inefficient, the shape maximizing air-resistance (drag) so it slows in flight.

Henry Kissinger, shuttling between dinner companions (left to right), Dolly Parton (b 1946), Diane von Furstenberg (b 1946), Diana, Princess of Wales (1961-1997) and Carla Bruni (b 1967).

The term shuttle diplomacy describes the process in which a mediator travels repeatedly between two or more parties involved in a conflict or negotiation, in circumstances where the protagonists are unable or unwilling to meet.  Ostensibly, the purpose of shuttle diplomacy is to facilitate communication between the parties and reach a resolution of the dispute(s) but, being inherently political, it can be used for other, less laudable goals.  The practice, if not the term, has a long history, instances noted from antiquity and the Holy Roman Empire was renowned for the neutral diplomats who would travel back and forth between kings, princes, dukes and cardinals.  During both the Conference of Vienna (1814-1815) and the Paris Peace Conference (1919-1920) the negotiations were marked by sometimes intransigent politicians sitting in rooms while a notionally disinterested notables shuttled between them, oiling the machinery by giving and taking until acquiescence was extracted.  A celebrated example of the process played out between 1939-1940 when Swedish businessman Birger Dahlerus (1891-1957) played a quixotic role as amateur diplomat, shuttling between London and Berlin in what proved a doomed attempt to avoid war.  It long seen as something noble (if misguided) and it was only years later (when the UK Foreign Office’s papers on the matter were declassified) the extent of the Swede’s conflicts of interest were revealed.

Richard Nixon (left) meets Henry Kissinger (right).

The term entered the language in 1973 when Dr Henry Kissinger (1923-2023; US national security advisor 1969-1975 & secretary of state 1937-1977) used it to refer to his efforts to negotiate an end to the Yom Kippur War between Israel and its Arab neighbors.  Kissinger shuttled between Tel Aviv, Cairo and other Middle Eastern capitals in an attempt to broker a ceasefire and improve diplomatic relations, enjoying some success, achieving a bilateral peace between Egypt and Israel as well as a number of disengagement agreements.  Some historians and foreign policy scholars however, while acknowledging what was achieved, have suggested that it was the Kissinger’s approach to the region in the years leading up to the war which contributed to the outbreak of hostilities.

Kissinger has also been criticized on the basis that shuttle diplomacy was never anything more than him playing a game of realpolitik on a multi-dimensional chessboard rather than an attempt to imagine a regional architecture which could produce a comprehensive peace plan in the Middle East, his emphasis on securing something in the interest of the US (a treaty between Egypt and Israel) meaning the vital issue of Palestine and its potential to assist in securing long-term peace in the region was not just neglected but ignored.  Cynics, noting his academic background and research interests, compared his shuttle diplomacy with the travels of emissaries in the Holy Roman Empire who would travel between the Holy See, palaces and chancelleries variously to reassure the troubled, sooth hurt feelings and cajole the diffident.  There was also the idea of Henry the self-promoting celebrity who could bring peace to Vietnam and Nixon to China, the political wizard who solved problems as they arose.  Certainly, the circumstances in which Kissinger was able to use shuttle diplomacy as a political narrative were unique.  He’d first undermined and then replaced William Rogers (1913–2001; US secretary of state 1969-1973) as secretary of state and even before becoming virtually the last major figure still standing from Richard Nixon’s (1913-1994; US president 1969-1974) first term as the Watergate affair took its toll, essentially took personal control of the direction of US foreign policy.  As he put it “…one of the more cruel torments of Nixon’s Watergate purgatory was my emergence as the preeminent figure in foreign policy”.

Elizabeth Holmes in black gown with cleavage slit.

So, opportunistic his initiatives may have been but there were after all real problems to be solved and it seems unfair to criticize Kissinger for doing what he did rather than constructing some counter-factual grand design which might have created a permanent, settled peace in the Middle East.  However, among realists (and Kissinger was dean of the school), even then there were few who believed such a thing was any longer possible possible (certainly since the conclusion of the six-day war in 1967) and Kissinger certainly achieved something and to do that it’s necessary to understand there are some problems which really can only endlessly be managed and never solved.  Some problems are insoluble, something lost on many US presidents infected more than most by the diminishing but still real feelings of optimism and exceptionalism that have for centuries characterized the American national character.  Until he met Elizabeth Holmes (b 1984; CEO of US biotech company Theranos 2003-2018), nothing fooled Henry.