Acropolis

Acropolis (pronounced uh-krop-uh-lis)

(1) A citadel or high fortified area in an ancient Greek city.

(2) The Acropolis, the citadel of Athens on which the Parthenon, the Erechtheum and other structures stand.

1655-1665: From the Ancient Greek Ἀκρόπολις (Akrópolis) (Acropolis), the construct being ἄκρος (ákros) (highest; tip; topmost; summit; elevated part of a Greek city) + πόλις (pólis) (city).  The primitive Indo-European root was ak- (be sharp, rise (out) to a point, pierce) + polis (city), the plural being acropoles.  The Latinized was acro + polis and the plural form either acropolises or acropoleis.  Acropolis is a proper noun and acropolitan is an adjective; the noun plural is acropolises or acropoleis.

The ruin which overlooks Athens is often referred to as “the Acropolis” but that word actually describes the high hill on which the building sits.  An acropolis was an elevated promontory (usually fortified with a citadel) which formed the hub of many cities in Antiquity, a layout chosen because possession of the high-ground is a classic maxim of military planning when constructing a defensive position.  The ancient temple is correctly called the Parthenon although the term “The Acropolis of Athens” remains common.  It’s now a UNESCO World Heritage site.

The site of a number of previously-built temples, the Parthenon was built during the rule of Pericles (circa 495-429 BC) in the Golden Age of Athens (460-430 BC).  Construction took some fifty years and Pericles didn’t live to see it finished and although dominated by the main structure, the acropolis is actually the site of a number of temples and statues.  The Parthenon has been re-purposed over the centuries as power and territorial possession changed.  It’s been a pagan temple, a Christian Church, a residence for Episcopalian clergy, a Mosque, a grain store, a barracks and a munitions powder munitions depot and it was while being used for this latter purpose that the greatest damage in a thousand years was caused.  In a 1687 Venetian siege during the Morean War (1684-1689), the gunpowder magazine suffered a direct hit from an artillery shot and a massive explosion ensued, destroying most of the temple’s internal structure.

It’s from the Parthenon that in 1801, the seventh Earl of Elgin (Thomas Bruce, 1766-1841) removed many of the sculptures, later selling them to the British Museum where a number remain, known as The Elgin Marbles.  Their continued presence in the UK has been a source of dispute between the British and Greek governments for over a century.  The position in London has always been they were a lawful purchase, approved in writing by the local representative of the ruling power in Constantinople.  The view in Athens is they are looted art treasures which should be returned; the Greek Government insisting they should be called The Parthenon Marbles.  The marbles still in Greek hands are on display at the Acropolis Museum in Athens, the display space designed to accommodate those now in London.

The Parthenon, Centennial Park, Nashville, Tennessee.

Designed by architect William Crawford Smith (1837–1899), the Parthenon which stands in Centennial Park, Nashville, Tennessee, was built in 1897 as part of the Tennessee Centennial Exposition.  A full-scale reproduction of the original, it's now an art museum and in the Treasury Room are displayed plaster replicas of the Parthenon Marbles, cast from the original sculptures.  In the nineteenth century, Nashville was one of a number of cities around the world often styled "the Athens of the South" and this doubtless had some influence on the choice of the building as the exposition's centrepiece but while some of the other structures erected for the event were in the style of buildings from antiquity, the Parthenon was the only one to use exact dimensions.

The 1897 structure was intended to last only for the duration of the exposition and was thus built with plaster, wood & brick but such was the local support for its retention it was left standing, soon beginning to deteriorate.  By 1920 however it was a noted tourist attraction and had become accepted as a feature of the city so, on the same foundations, it was rebuilt in concrete, the project completed in 1931.  Concrete however doesn't possess the same qualities of durability as granite and marble so for the replica to maintain its appearance and structural integrity, progressive replacements of components will be required, engineers noting the essentially modular nature of the construction means it may never need wholly to be re-built.

Down the hill from the Acropolis, two and a half-thousand years later: Club Lohan, Iera Odos 30-32, Athens, Greece.

Heckflosse

Heckflosse (pronounced hek-flos or hek-floss-ah (German))

A nickname for the Mercedes-Benz W111 & W112 sedans produced between 1959 and 1968 (1961-1971 for the coupés and cabriolets with the abbreviated fin) and usually translated in English as “fintail”.

1959: A compound word in modern German, Heck (rear; back) + Flosse (fin).  As a surname, Heck (most common in southern Germany and the Rhineland) came from the Middle High German hecke or hegge (hedge), the origin probably as a topographic name for someone who lived near a hedge.  The link with hedges as a means of dividing properties led in the Middle Low German to heck meaning “wooden fencing” under the influence of the Old Saxon hekki, from the Proto-West Germanic hakkju.  In nautical slang heck came to refer to the “back of a ship” because the position of the helmsman in the stern was enclosed by such a fence and from here it evolved in modern German generally to refer to "back or rear".  Flosse is obscure but was probably related to the Middle English and Old English finn, the Dutch vin, the Low German finne and the Swedish fena.  Because all German nouns are capitalized, Heckflosse is correct but in English, where it's treated as a nickname, heckflosse is common. 

The (low) rise and (gradual) fall of the Mercedes-Benz tail-fin

Lindsay Lohan examining the damage to a 2009 (fifth generation) Maserati Quattroporte leased by her father, the impact suffered in a minor traffic accident while her assistant was at the wheel, Los Angeles, 2009.  Lindsay Lohan understands the functionality of Peilstege.

Although designed during Detroit’s tail-fin craze during the mid-late 1950s, Mercedes-Benz always claimed the Heckflosse (tail-fins), introduced in 1959, weren’t mere stylistic flourishes but rather Peilstege (parking aids or sight-lines (literally "bearing bars")), the construct being peil-, from peilen (take a bearing; find the direction) + Steg (bar) which marked the extent of the bodywork, this to assist while reversing.  It's never been clear if this interpretation existed during the design process or was applied retrospectively in response to criticism after the debut but by 1960, even in the US where fins has assumed absurd proportions, the fad was fast fading.  As a cultural artefact, the distinctiveness of the Heckflosse made them a staple for film-makers crafting the verisimilitude of the 1960s high cold war, just as the big 600s from the same era are used still when wealth or evil needs to be conveyed.

1963 Mercedes-Benz 300 SE Lang (Long) (W112).

Although on a longer wheelbase than the standard 300 SE, the model designation remained the same, the SEL nomenclature not appearing until the subsequent (W109) 300 SEL (1965).  The additional framing around the badge appeared only on some early-build models and was a unique embellishment although the 300 SE, by German standards "dripped with chrome".  The chrome trim attached to the tail-fins on the 300 SE and the most expensive of the W111 range (220 S & 220 SE) wasn't fitted to the 220 or the cheaper W110 models and in a quirk of production-line economics, it transpired it was more expensive (ie labor intensive) not to fit the trim because of the additional finishing required.  The alpha-numeric soup of model designations which proliferated from the late 1960s started as something almost logical (ie a 300 used a 3.0 litre engine, a 220 a 2.2 etc) but as new product lines emerged, anomalies increased until, in the early 1990s, it was re-organized although the new system would generate its own inconsistencies and eventually the number often had only a vague relationship with engine displacement.

Heckflosse assembly line, Stuttgart, Germany, 1962.

The Heckflosse was one of the first cars to include in its design the concept of the “safety cell”, a passenger compartment designed to protect the occupants in the case of impacts or roll-overs, the structures to the front and rear (ie the engine bay and luggage compartment) essentially “sacrificial”.  This idea was the ancestor of the modern “crumple zone” in which the front and rear compartments were designed to deform upon impact rather than retaining structural integrity, the object being to absorb and dissipate the energy generated in a crash, preventing it reaching the passengers.  The concept was not new, having for generations been a part of naval architecture, warships using what designers dubbed the “armored citadel”: a kind of “box” containing the vital machinery and magazine (ammunition), the structure created by the armoured deck, waterline belt, and the transverse bulkheads.  While this design didn’t make warships “unsinkable”, it did make them harder to sink and there have been ships which have had their whole bow & stern blown off yet have remained afloat, able to be towed back to port.

1961 GAZ-13 Chaika (Seagull) (1959-1981, from the Soviet Union, left), Sunbeam Alpine (1959-1968, from the United Kingdom, centre) and 1961 Chrysler Imperial Crown Windsor (from the US, right).  There's long been much comment about the Heckflosse's fins (only the factory called them Peilstege) being a unexpected concession to a styling fad but they do need to be compared with what was happening not only on both sides of the Atlantic but in Moscow too.

1957 Ford Thunderbird.  Fin-wise, the closest comparison to the Heckflosse was probably the 1957 Ford Thunderbird which, compared with what Chrysler and General Motors (GM) were doing at the time, was quite restrained.  Genuinely, the fins on the Thunderbird were functional as Peilstege.

On 1 October 1966, Heckflosses were part of the small motorcade in which, having served the twenty year sentences they were lucky to receive from the International Military Tribunal (IMT) at the first Nuremberg Trial (1945-1946), war criminals Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments and war production 1942-1945) and Baldur von Schirach (1907-1974; head of the Hitlerjugend (Hitler Youth) 1931-1940 & Gauleiter (district party leader) and Reichsstatthalter (Governor) of Vienna 1940-1945) were driven from Spandau prison in Berlin.  The next day he boarded a Pan-Am Boeing 727 for a flight to Hannover, his first time on a jet aircraft because in 1945 permission had been denied (ostensibly on security grounds) for him to go on a test flight in one of the two-seater Messerschmitt Me-262s built for training.  Like many aspects of his life after release, the THF-HAJ flight had been planned while in Spandau, Speer particularly taken with the 727 because he'd so often seen it during its final descent while tending the prison grounds which he'd transformed into a landscaped park.

1971 Mercedes-Benz 280 SE 3.5 Coupé (W111, 1961-1971).

On the sedans, the uncharacteristic exuberances were left undisturbed until production ended in 1968 although the line was restricted to a line of lower cost utilitarian models after 1965.  The coupé and cabriolet were introduced in 1961 and lasted a decade; truncating the Heckflosse, they achieved an elegance of line Mercedes-Benz has never since matched but then, few have.

1969 Mercedes-Benz 300 SEL 6.3 (W109, 1965-1972).

By 1965, on the W108 and W109 (which replaced the more expensive W111 models & all the W112 sedans), the fins were barely discernible, the factory noting the contribution to structural rigidity, adding strength without the increase in weight the use of other techniques would have imposed.

1978 Mercedes-Benz 450 SLC 5.0 (C107, 1971-1981).

Advances in metallurgy and engineering meant achieving the required strength became possible even without additional curvature in the metal and in 1971 the R107 (roadster) and C107 (coupé) debuted with the rear surface an uninterrupted flat plane.

1978 Mercedes-Benz 450 SEL 6.9 (W116, 1972-1980).

Despite that, a year later, the W116 sedans were released with the most vestigial of fins.  The retention of styling elements between generations is not unusual, the second generation Range Rover reprising the earlier model’s distinctive hood creases, even though no longer a structural necessity.

The Heckflosse as rally and race car

Mercedes-Benz 220 SE, Monte Carlo Rally, 1960.

To those accustomed to how things are done in the modern WRC (World Rally Championship) or have memories of the marvellous Group B cars of the 1980s (a category which enthralled everybody except the clipboard crew at the FIA (Fédération Internationale de l'Automobile (the International Automobile Federation)) which, being international sport’s dopiest regulatory body, of course outlawed the things) it will seem improbable the Heckflosse would have been a successful rally car but the record was illustrious.  It’s best remembered for the 220 SE which won the 1960 Monte Carlo Rally but there were many other successes including the 1961 Algiers-Cape Town Central Africa Rally, an arduous event of some 13,500 kilometres (8400 miles) conducted over several weeks on a route from Cape Town to Algiers (a 190 D (a diesel-engined W121 “pontoon” rather than a Heckflosse) had won in 1959 which proved it was a rally which didn’t rely solely on speed).  First run in 1951 and based on an event staged in 1930, in 1956 a Fiat 1100 and a Ford Ranch Wagon V8 (two vehicles most unalike) had tied for first place, the latter driven by Elon Musk's (b 1971) maternal grandfather, chiropractor Joshua Norman Haldeman (1902–1974), who was an interesting character.

Mercedes-Benz factory rally team (part of the competition department, scaled down since the withdrawal from top-flight Formula One and sports car racing after 1999),  Acropolis Rally, 1963.

The most prestigious African rally was the East African Safari and a Heckflosse 220 SE won in 1961, following victories by 219s the previous two years. The 219 (W105, 1956-1959) was a curious anomaly among the post-war Mercedes-Benz saloons in terms of both nomenclature and engineering.  Using a “mix & match” approach which had been part of the transportation business even before things became motorized, the 219 used the 2.2 litre six-cylinder engine familiar in the various 220s (W128 & W180) but mounted it on the shorter “pontoon” platform used by the 4-cylinder 180 & 190 (W120 & W121) variants, the sacrificed length all accounted for by the shorter rear-doors (and thus wheelbase).  It was one of the more elaborate “de-frilling” exercises seen around the world, the variations including a lower cost version of an existing model (Citroën ID vs DS or Chevrolet’s Biscayne vs the Bel Air & Impala) or an existing body with a smaller engine substituted (Humber Hawk vs Super Snipe).  The 219’s designation was unusual in that it was the only occasion the familiar three numerals featured something other than a “0” as the last digit and it’s notable also because the factory, in a blatant attempt to evade the taxes levied on cars with 2.2 litre engines, slightly reduced the displacement.  The FRG’s (Federal Republic of Germany, the old West Germany) government must have decided this was “un-German” trickery (dieselgate was decades away) because eventually they informed Daimler-Benz the 219 would be taxed as a 2.2 litre vehicle,  This brought production to an end because the effect of the tax increase would have negated the advantage the 219 had enjoyed.

The winning Mercedes-Benz 300 SE, Spa-Francorchamps 24 Hour, 1964.  Note the absence of the chrome trim which usually adorned the W112, the same weight-saving measure applied to the rally machines.

The 220 SE enjoyed a remarkable record in the Poland Rally winning four successive titles between 1960-1964 and the car also won the 1962 Liège-Sofia-Liège, the factory winning the same event in 1963 with the new 230 SL (the W113 “Pagoda”, 1963-1971).  The Heckflosse also won the Acropolis Rally in two successive years, a 220 SE taking the chequered flag in 1962 and a 300 SE (W112) the following year.  The 300 SE was even less obviously a rally car than the 220 SE because it was a luxury model which used the then novel engineering of air suspension which provided a smooth ride but added to weight and complexity, neither quality sought by teams using cars in competition although the system did have the advantage of permitting ground clearance easily to be adjusted.  To compensate for the added weight, the 300 SE used a variant of the 3.0 litre straight-6 from the 300 SL (W198; 1954-1963) Gullwing and roadster, a powerful, robust unit.  However, by 1963 it was obvious the days of the big sedans being effective rally cars was drawing to a close; the greater power of the 300 SE had permitted the Heckflosse quite an Indian summer but the future clearly belonged to lighter, more nimble machines such as the Alfa Romeo Giulia, Mini Cooper, Saab 96 and Volvo 122.  Remarkably, the Heckflosse’s swansong came on the circuits and in 1961 a 220 SE won the second Armstrong 500 in Australia, the event which became the annual Bathurst 1000.  In the 1963 Argentine Touring Car Grand Prix, the 300 SE finished 1^st, 2^nd & 4^th (a 220 SE was 3^rd); it followed this the following year with one of the factory’s “trademark” one-two-three finishes and that same year the 300 SE won the Spa-Francorchamps 24 Hour, the Nürburgring 6 Hours and the Macau Grand Prix.