Bracelet

Bracelet (pronounced breys-lit)

(1) An ornamental band or circlet for the wrist or arm or, sometimes, for the ankle.

(2) Slang in the criminal classes for a pair of handcuffs (almost always in the plural).

(3) In furniture design, types of collars.

(4) An expanding metal band for a wristwatch (usually used only as technical term within the industry).

(5) In law enforcement in some jurisdictions, as ankle bracelet (or tag), a device to monitor location or provide 24/7 real-time testing of drug or alcohol consumption (eg the SCRAM Bracelet (Secure Continuous Remote Alcohol Monitor)).

(6) In the field of combinatorics, a cyclical sequence of symbols used in combinatorial mathematics.

(7) An identification tag used by medical institutions to contain allergy, clinical or identity data or for religious or cultural purposes.

(8) In the history of armory, a type of personal body armor worn on the upper arm.

1400–1450: From the late Middle English from the Middle French, from the Old French bracel (literally “a little arm”), diminutive of bracelet, from the Latin bracchium (an arm; a forearm); the Latin brāchiāle (armlet) was a noun use of the neuter of brāchiālis + -et (from the Middle English & Old French -et, the suffix used to form diminutives, loosely construed, from the Late Latin –ittus).  Latin gained the word from the Ancient Greek brakhion (an arm) whereas the usual Latin word for an armlet (metal band or ring worn around the upper arm) was armilla which, in Late Latin, (1530s) meant also "a small intrusion of the sea into the land".  The migration from wrist to ankle as anklet (ornamental ring for an ankle) dates from 1810.  Synonyms include ornament, trinket, bangle, manacle, circlet, wristlet & armlet; the related adjective is armillary.  Bangle (an ornamental ring worn upon the arm or ankle), dating from 1787, was absorbed by English under the Raj, borrowed from the Hindi bangri (colored glass bracelet or anklet).  Bracelets and bangles are both worn predominately on the wrist, the difference being a bracelet is of free-form design, made often from links or other connecting components not molded to a particular shape.  Bangles tend to be ring-shaped (although need not be perfectly circular) and made from solid materials.

Electronic Surveillance Bracelets

Lindsay Lohan wearing court mandated alcohol monitoring bracelet (2007).  The black & white geometric peep toe wedge heel shoes are by Reed Krakoff (b 1964). 

The ubiquity in urban spaces of the global positioning system (GPS) has made possible electronic tagging, a form of surveillance using a device affixed to a person, secured most often around the ankle.  Curiously, both the industry and the agencies of law enforcement involved refer to them most often as monitoring or surveillance bracelets, even though the jewelry business from which bracelet is borrowed, uses the word to refer to things worn on the wrist, adornments around the ankle known as anklets.  Indeed, so specific are jewelers that they categorize their products with a range of self-explanatory coordinate terms derived from bracelet: armlet, kneelet, leglet and anklet.  To this they also add the seemingly superfluous necklet & wristlet but these are used to distinguish the loose-hanging necklace and bracelet from creations more close-fitting.  There appears to be no fingerlet or toelet, presumably because of the anatomical constraints in designing anything loose as companion products to rings and toe-rings, nipplelets a similarly improbable challenge of engineering.  Anklet is used also in some markets to describe a very short sock.

There appears no reason why surveillance devices attached around the ankle tend to be called bracelets other than the imitative inertia of use based on the early products being so-labelled.  That was despite anklet hardly being a novel form, having existed since 1810 and more venerable still was "bangle", dating from 1787 as a borrowing under the Raj of the Hindi bangri where it described a colored glass bracelet worn either on the wrist of ankle.  The original patents appear to have referenced “bracelet” so this may have influenced the pattern of use.  The phrase surveillance anklet certainly exists and is used commercially but is rare by comparison.

Lindsay Lohan in SCRAM bracelet (left), the SCRAM (centre) and Chanel's response from their Spring 2007 collection (right).

A very twenty-first century bracelet: Before Lindsay Lohan began her “descent into respectability” (a quote from the equally admirable Mandy Rice-Davies (1944-2004) of MRDA fame), Lindsay Lohan inadvertently became of the internet’s early influencers when she for a time wore a court-ordered ankle monitor (often called “bracelets” which etymologically is dubious but rarely has English been noted for its purity).  At the time, many subject to such orders often concealed them under clothing but Ms Lohan made her SCRAM (Secure Continuous Remote Alcohol Monitor) a fashion statement, something that compelled the paparazzi to adjust their focal length to ensure her ankle of interest appeared in shots.  The industry responded with its usual alacrity and “ankle monitor” purses were soon being strutted down the catwalks.

Chanel's boot-mounted ankle purse in matching quilted black leather.

In one of several examples of this instance of Lohanic influence on design, in their Spring 2007 collection, Chanel included a range of ankle bags.  Functional to the extent of affording the wearing a hands-free experience and storage for perhaps a lipstick, gloss and credit card (and the modern young spinster should seldom need more), the range was said quickly to "sell-out" although the concept hasn't been seen in subsequent collections so analysts of such things should make of that what they will.  Chanel offered the same idea in a boot, a design actually borrowed from the military although they tended to be more commodious and, being often used by aircrew, easily accessible while in a seated position, the sealable flap on the outer calf, close to the knee.

Armillary

Armillary (pronounced ahr-muh-ler-ee or ahr-mil-uh-ree)

(1) A shape, object or conception consisting wholly or substantially of hoops or rings.

(2) Something resembling an armlet or bracelet.

(3) Of or relating to bracelets.

1655–1665: From the New Latin armillaris, the construct being the Classical Latin arm (illa) (bracelet; armlet; arm ring; hoop) + -ill(a) (the diminutive suffix) + -ary.  The suffix -illa was an inflection of -illus (nominative/vocative feminine singular & nominative / accusative / vocative neuter plural).  The suffix -illā was the ablative feminine singular of -illus, itself a misinterpretation of the diminutive suffix -lus on such nouns as sigillum (signum + -lus) and used freely, the example set by medieval translators.  It was used to form adjectives from nouns.  The suffix –ary (of or pertaining to) was a back-formation from unary and similar, from the Latin adjectival suffixes -aris and -arius; appended to many words, often nouns, to make an adjective form and use was not restricted to words of Latin origin.  The Latin noun armilla dates from the early eighteenth century and was from armus (shoulder, upper arm) from the primitive Indo-European root ar- (to fit together) and came to be used in many specialized senses in anatomy, engineering etc.  Armillary is an adjective (although informally it has been used as a (non-standard) noun).

The armillary sphere.

Ptolemaic Armillary Sphere of the mid-twentieth century, believed to have been built in Italy or Spain, pasteboard with printed paper on an ebonized wood base.

Armillary spheres seem first to have been constructed by the astronomers of Antiquity and drawings and documents relating to one used by Claudius Ptolemy of Alexandria (circa 100-170) who, in the way of the polymaths of the epoch was an astrologer, mathematician, musicologist and cartographer as well as an astronomer.  The devices were mathematical instruments used to demonstrate the movement of the celestial sphere about the unmoving earth which was the centre of all creation.  Although now understood fundamentally to be wrong, in the centuries from Antiquity, throughout the Middle Ages and into the Modern era, the armillary sphere remained the accepted model of orthodox understanding, despite the Ancient Greek mathematician & astronomer Aristarchus of Samos (circa 310-circa 230 BC) having proposed a heliocentric model (placing the Sun at the centre of the universe, the Earth revolving around the Sun once a year and rotating about its axis daily).  His ideas received little support and the geocentric model (with the Earth as the centre of the universe) prevailed, the Church coming to declare that to suggest otherwise was heresy.  It wasn’t until the Renaissance that advances in observational capacity and mathematical techniques that the heliocentric theory became compelling.

Wearing an array (the industry prefers “stacked”) of bracelets is called the “armillary effect”: Lindsay Lohan demonstrates.

However, as a model of a geocentric cosmos, the armillary sphere is a mechanical masterpiece.  At the centre sits static a small, brass sphere representing the Earth and about it rotate a set of rings representing the heavens, one complete revolution being the 24 hour day.  The classic spheres of the late medieval period were mounted at the celestial poles which defined the axis of rotation and they typically included an equatorial ring while parallel to this, two smaller rings representing the Tropics of Cancer and Capricorn each midway to the poles sat north & south.  Of especial interest to astrologers (for centuries an respectable academic discipline), touching each of these circles, and crossing the celestial equator at points representing the equinoxes (equal hours of night and day) was placed the “ecliptic circle” or Zodiac ring.  This ring tracked the annual path of the Sun as (independently of the other stars), it made its unique journey through the constellations of the Zodiac.  The signs of the Zodiac were engraved upon the ecliptic ring which, being calibrated with a calendar scale, enabled the device to be used to model the apparent motion of the Sun and the stars at any time of the year and though of course conceptually flawed, it could be use not only to model the movements and relative geometry of the heavens, but accurately to carry out calculations such as the times of sunrise and sunset and the length of a day.  The spheres could be relative simple and build for a single purpose or intricate (some for example including the Moon) and the charm of the design was that it was scalable, only the dimensions ever needing to be increased to incorporate added complexity; the basic design never changed.

Tamper

Tamper (pronounced tam-per)

(1) To meddle, especially for the purpose of altering, damaging, or misusing (usually followed by with).

(2) To make changes in something, especially in order to falsify (usually followed by with).

(3) Secretly or improperly to engage in something; to engage in underhand or corrupt dealings, especially in order to influence improperly (usually followed by with); to use corrupt practices such as bribery or blackmail.

(4) In the profession of blasting, an employee who tamps (to fill a hole containing an explosive with dirt or clay before blasting) or a device used to tamp.

(5) As “jury tampering”, an attempt by various means to influence a member or members of a jury.

(6) A device used to pack down tobacco in a pipe.

(7) In the construction of thermo-nuclear weapons, a casing around the core to increase specific efficiency by reflecting neutrons and delaying the expansion.

(8) In rail transport, a railway vehicle used to tamp down ballast.

(9) In law, to attempt to practice or administer something (especially medicine) without sufficient knowledge or qualifications (obsolete).

(10) In North America, to discuss future contracts with a player, against the rules of various sanctioning bodies in professional sports.

1560–1570: From the Middle English tamper, From the Middle French temprer (to temper, mix, meddle) and a doublet of temper.  The word began in Middle English as a verb, a figurative use of tamper “to work in clay etc, mixing it thoroughly”, probably originally a variant of the verb temper (and that original spelling persisted in places as late as the late eighteenth century), the shift to “tamper” possibly influenced by the dialectal pronunciation of workmen engaged in the process.  The noun tamper (one employed to tamp) emerged circa 1865 as an agent noun from the verb and almost simultaneously was used also as a descriptor of devices used for tamping.  The adjective tamperproof (also tamper-proof) dates from 1886 and the related forms (anti-tampering, tamper-evident, tamper-resistant) were coined as technology evolved.  Tamper & tampering are nouns & verbs, tamperer is a noun, tamperproof is a noun & adjective and tampered & tamperest are verbs; the common noun plural is tamperers.

The (almost) tamper-proof SCRAM

Alcohol monitoring bracelets are claimed by the manufacturer to be tamper-proof (as opposed to the less confident “tamper-resistant” sometimes used) and on the basis of the findings of the last decade-odd they may be close to correct.  The devices used to be marketed as the Secure Continuous Remote Alcohol Monitor (SCRAM) but SCRAM Systems re-branded as Alcohol Monitoring Systems Inc (AMS) and change the product name to AMS bracelets although in real-world use, both AMS SCRAM bracelets and the old SCRAM remain commonly heard.  Quite why they’ve always been called bracelets when, being attached around the ankle, they should properly be called anklets, is one of the mysteries of modern English.  One reason a SCRAM is so hard successfully to tamper with is its very simplicity: It keeps track of the wearer's alcohol intake by a sample of their sweat.  When someone drinks liquor, some 1% of it is emitted through the skin's pores and when these molecules are detected by a SCRAM’s sensors, the content is measured and recorded.  The sensors pass the data to an analysis chip which is calibrated to gauge exactly how much alcohol was consumed, this information transmitted wirelessly to an AMS server which hourly passes the findings to whichever court (or their agent) ordered the fitting of the SCRAM.

Lindsay Lohan in AMS SCRAM bracelet.

The simplicity of the process means that even if the wearer tampers with it by plunging their foot into cold water (thereby stopping the sweating), even that would flag a waring because the reading would be recorded as aberrant in the hourly data transmission and the inconsistency would trigger a response from the court.  Apparently, offenders are informed of the efficiency of the device when fitted but the manufacturer has noted some innovative attempts to bluff the booze box.  Some have tried to place cellophane, aluminium foil, animal membrane or condoms between skin sensor, others attempting to emulate human skin by using baloney, salami, sliced ham or even chicken skin.  All attempts have been defeated however because SCRAMs include other sensors including one which monitors temperature and another which triggers an alarm if the strap is stretched beyond a certain point.  Human skin has specific properties and if variations on an acceptable range of those parameters are detected, there’s an infrared beam which measures the volume of light reflected by the skin.  Cellophane, foil and other surfaces all trip the infrared alarm as they reflect differently than human skin.

Another popular attempt at tampering turned out to be known as “spiking the bracelet”, the preferred technique being liberally to spray the ankle with a perfume or other topical substance known to have a high alcohol content.  What this does is induce the sensor to report an impossibly high alcohol level and although it certainly masks any actual alcoholic intake, such tampering is itself a violation of the terms imposed by the court and an offender can be brought before a judge who may revoke the order imposing the use of the SCRAM (regarded as a privilege) and impose an immediate custodial sentence.

Spat

Spat (pronounced spat)

(1) A petty quarrel; a dispute.

(2) A light blow; a slap or smack (now rare).

(3) A classic footwear accessory for outdoor wear (technically an ankle-length gaiter), covering the instep and ankle, designed to protect these areas from mud & stones etc which might be splattered (almost always in the plural).

(4) In automotive design, a piece of bodywork on a car's fender encapsulating the aperture of the wheel-arch, covering the upper portion of the wheel & tyre (almost always on the rear) and used variously to reduce drag or as a aesthetic choice.  In the US, these tend to be called "fender skirts".

(5) In aviation, on aircraft with fixed undercarriages, a partial enclosure covering the upper portion of the wheel & tyre, designed to reduce drag.

(6) In zoology, a larval oyster or similar bivalve mollusc, applied particularly when one settles to the sea bottom and starts to develop a shell; young oysters collectively, especially seed oysters.

1350-1400: From the Middle English spat (argument, minor scuffle), from the Anglo-Norman spat, of unknown origin but presumed related either to (1) being the simple past tense & past participle of spit or (2) something vaguely imitative of the sound of a dispute in progress.  In use, a spat implies a dispute which is minor and brief.  That doesn’t preclude violence being involved but the word does tend to be applied to matters with few serious consequences but a spat can of course escalate to something severe at which point it ceases to be a spat and becomes a brawl, a fight, a murder, a massacre or whatever the circumstances suggest is appropriate.  Otherwise, a spat is synonymous with words like bickering, brouhaha, disagreement, discord, falling-out, feud, squabble, tiff or argument.

As a descriptor of the short gaiter covering the ankle (which except in technical and commercial use is used only in the plural), use dates from 1779 as an invention of American English and a shortening of the trade-terms spatterdash (or splatterguard) (long gaiter to keep trousers or stockings from being spattered with mud), the construct being spatter + dash (or guard), the former the same idea as the noun dashboard which was a timber construction attached to the front of horse-drawn carriages to protect the passengers from mud or stones thrown up when the beasts were at a dash.  In cars, the use of the term dashboard persisted although the device both shifted rearward (aligned with the cowl (scuttle) & windscreen) and changed in function.  In aircraft where the link to horse-drawn transport didn’t exist, the preferred equivalent term became “instrument panel”.

Stanley Melbourne Bruce (front row, second from left) in spats, official photograph of his first cabinet, Melbourne, 1923.

Spats date from a time when walking in cities could be a messy business, paved surfaces far from universal.  As asphalt and concrete became commonplace in the twentieth century, spats fell from frequent use though there were those who clung to them as a fashion accessory.  Stanley Melbourne Bruce (1883–1967; prime minister of Australia 1923-1929) liked spats and wore them as late as the 1940s but historians of fashion note it's said nothing was more influential in their demise than George V (1865–1936; King of the United Kingdom 1910-1936) eschewing them after 1926.

However, despite losing the imprimatur of the House of Windsor (ex Saxe-Coburg and Gotha), when Disney in 1947 created Scrooge McDuck (the world's richest duck, noted for diving into his vast "money bin" to swim among the cash), spats must still have been associated with wealth and uncle Scrooge has almost always been depicted sporting a pair.

Spats (left) and gaiters (centre & right).  Historically, gaiters were either medium (mid-calf) or long (reaching to the knee) while the shorter variations, extending from ankle to instep, were known as spats.  In the fashion industry, the terms gaiters and spats are often used interchangeably and except among the equestrian and other horse-oriented crowds, they now exist only as a fashion item, improvements in the built-environment meaning the need for them as functional devices has diminished.  They days, spats tend to be seen only in places like the Royal Enclosure at Ascot or smart weddings (used as a wealth or class signifier) although variations are still part of some ceremonial full-dress military uniforms.  Technically, a spat probably can be called a “short” or “ankle-length” gaiter but it’s wise to use “spat” because gaiters are understood as extending higher towards the knee.

Lindsay Lohan in SCRAM bracelet (left), the SCRAM (centre) and Chanel's response from their Spring 2007 collection (right).

Spats for the twenty-first century: Before Lindsay Lohan began her “descent into respectability” (a quote from the equally admirable Mandy Rice-Davies (1944-2004) of MRDA fame), Lindsay Lohan inadvertently became of the internet’s early influencers when she for a time wore a court-ordered ankle monitor (often called “bracelets” which etymologically is dubious but rarely has English been noted for its purity).  At the time, many subject to such orders often concealed them under clothing but Ms Lohan made her SCRAM (Secure Continuous Remote Alcohol Monitor) a fashion statement, something that compelled the paparazzi to adjust their focal length to ensure her ankle of interest appeared in shots.  The industry responded with its usual alacrity and “ankle monitor” purses were soon being strutted down the catwalks.

Chanel's boot-mounted ankle purse in matching quilted black leather.

In one of several examples of this instance of Lohanic influence on design, in their Spring 2007 collection, Chanel included a range of ankle bags.  Functional to the extent of affording the wearing a hands-free experience and storage for perhaps a lipstick, gloss and credit card (and the modern young spinster should seldom need more), the range was said quickly to "sell-out" although the concept hasn't been seen in subsequent collections so analysts of such things should make of that what they will.  Chanel offered the same idea in a boot, a design actually borrowed from the military although they tended to be more commodious and, being often used by aircrew, easily accessible while in a seated position, the sealable flap on the outer calf, close to the knee.

On the Jaguar 2.4 & 3.4 (1955-1959, top row; later retrospectively named Mark 1), full-sized spats were standard equipment when the standard wheels were fitted but some owners used the cut-down versions (available in at least two designs) fitted when the optional wire wheels were chosen.  For use in competition, almost all drivers removed the spats.  The Mark 2 (bottom row;1959-1969) was never fitted with the full-size units but many used slimmer version available from both the factory and third-party suppliers; again, in competition, spats in any shape were usually discarded.  On the big Jaguars, spats (which had already been scalloped) disappeared after production of the Mark IX ended in 1961.    

On cars, it wasn’t until the 1930s that spats (which some English manufacturers called "aprons" and in the US they came to be called “fender-skirts” though the original slang was “pants”) began to appear as the interest in streamlining and aerodynamic efficiency grew and it was in this era they became also a styling fad which, for better and worse, would last half a century.  They’d first been seen in the 1920s as aerodynamic enhancements on speed record vehicles and some avant-garde designers experimented with enveloping bodywork but it was only late in the decade that the original style of separate mudguards (later called cycle-fenders) gave way to more integrated coachwork where the wheel-arch was an identifiable feature in the modern sense.  Another issue was that the early tyres were prone to wear and damage and needed frequently to be changed, hence the advantage of making access to the wheels un-restricted.  In the 1930s, as streamlining evolved as both a means to reduce drag (thus increasing performance and reducing fuel consumption) and as a styling device, the latter doubtlessly influenced by the former.  On road cars, spats tended to be used only at the rear because of the need to provide sufficient clearance for the front wheels to turn although there were manufacturers (Delahaye, Nash and others) which extended use to the front and while this necessitated compromise (notably the turning circle and cooling of the brakes), there were some memorable art-deco creations.

The aerodynamic advantages were certainly real, attested by the tests conducted during the 1930s by Mercedes-Benz and Auto-Union, both factories using spats front and rear on their land-speed record vehicles, extending the use to road cars although later Mercedes-Benz would admit the 10% improvement claimed for the 1937 540K Autobahn-kurier (highway cruiser) was just “a calculation” and it’s suspected even this was more guesswork than math.  Later, Jaguar’s evaluation of the ideal configuration to use when testing the 1949 XK120 on Belgium roads revealed the rear spats added about 3-4 mph to top speed though they precluded the use of the lighter wire wheels and did increase the tendency of the brakes to overheat in severe use so, like many things in engineering, it was a trade-off.

1958, 1959 & 1960 Chevrolet Impalas.  Not actually wildly popular when new, accessory spats now often appear on restored cars as a “period accessory”.

In the post-war years, concerns with style rather than specific aerodynamic outcomes probably prevailed.  In the US especially, the design motifs borrowed from aircraft and missiles (where aerodynamic efficiency was important and verified in wind tunnels) were liberally applied to automobiles but in some cases, although they actually increased drag, they anyway appeared on production cars because they lent the desired look.  Because they added to the cost of production, spats tended often to be used on the more expensive ranges, this association encouraging after-market accessory makers to produce them, often for models where they’d never been available as a factory fitting or option.  Although now usually regarded as naff (at least), there’s still some demand because they are fitted sometimes (often in conjunction with that other acquired taste period-accessory, the "Continental" spare-tyre kit) by those restoring cars from the era although the photographic record does suggest that when the vehicles were new, such things were vanishingly rare.

Spats vanished from cars made in the UK and Europe except among manufacturers (such as Citroën) which made a fetish of conspicuous aerodynamics and in the US, where they endured, increasingly they appeared in cut-down form, exposing most of the wheel with only the upper part of the tyre concealed.  By the mid 1990s spats appeared only on some of the larger US cars (those by then also down-sized from their mid-seventies peak) and none survived into the new century, the swansong the 1996 Cadillac DeVille.  However, the new age of efficiency did see a resurgence of interest with spats (some actually integrated into the bodywork rather than being detachable) used on some electric and hybrid vehicles where every possible way of optimizing the use of energy is deployed.

1 1937 Mercedes-Benz 540K Autobahn-kurier
2 1937 Mercedes-Benz W125 Rekordwagen
3 1937 Auto-Union Type C Stromlinie
4 1939 Mercedes-Benz W154 Rekordwagen
5 1939 Mercedes-Benz T80 Rekordwagen
6 1940 Mercedes-Benz 770K Cabriolet B
9 1970 Porsche 917 LH
8 1988 Jaguar XJR9

1939 Mercedes-Benz T80, Mercedes-Benz Museum, Stuttgart, Germany.

Designed by Ferdinand Porsche (1875–1951), the Mercedes-Benz T80 was built between 1937-1939 to lay siege to the world land speed record (LSR) but with the outbreak of World War II (1939-1945), the attempt was never made.  It was a single-purpose machine designed to achieve maximum terminal velocity and for that reason, the T80 was an exercise in pure functionalism; not one nut or bolt was used other than for the purpose of ensuring its top speed would be as high as possible.  Cognizant of the existing record, the initial goal was 550 km/h (342 mph) but as others in the late 1930s raised the mark, so were Professor Porsche’s ambitions and when the final specification was set in 1939, the target was 650 km/h (404 mph) (not 750 km/h (466 mph) as is sometimes quoted).  Configured with six wheels, the T80 would have used a supercharged, fuel-injected, 44.5 litre (2716 cubic inch) Daimler-Benz DB 603 inverted V12 aero-engine, an enlarged version of the DB 601 which powered a number of Messerschmitts and other warplanes.  Intended for use in bombers, the T80’s engine was actually the third DB 603 prototype and was initially tuned to generate some 2237 kW (3000 horsepower) on an exotic cocktail of methyl alcohol (63%), benzene (16%), ethanol (12%), acetone (4.4%), nitrobenzene (2.2%), avgas (2%), and ether (0.4%) with MW (methanol-water) injection for charge cooling and as an anti-detonant.  This was more than twice the output of the Hurricanes, Spitfires and Messerschmitts which in 1940 fought the Battle of Britain but Porsche’s calculations suggested 2,574 kW (3,500 hp) would be needed to touch the 650 km/h target and the DB 603 would have been re-tuned to achieve this as an “emergency war rating”.

1939 Mercedes-Benz T80, Mercedes-Benz Museum, Stuttgart, Germany.

Some 8 metres (26 feet) in length with two of the three axles providing drive, the weight when fuelled and crewed was some 2600 kg (2.9 short tons) while the measured coefficient of drag (CD) was reported at 0.18, an impressive figure for such a thing as late as the 1990s and it would have been lower still, had wind-tunnel testing not revealed the need to add two small “winglets” to provide sufficient down-force to ensure the shape didn’t at speed assume the characteristics of an aeroplane and "try to take off" and notably, when in 1964 the Bluebird-Proteus CN7 set the flying mile record at 403.1 mph (648.7 km/h), it was the first LSR machine to include “ground effect” technology to reduce lift.  Fundamentally, the aerodynamics are thought sound although there would be the usual vulnerability to cross-winds, the cause of several deaths in such attempts and the surface conditions of what was a temporarily closed public road would also have been critical; whether the tyre technology of the time would have been adequate under such conditions will never be known.  Had the T80 been run on the long, flat straights of the salt flats in the US (Bonneville) or Australia (Lake Eyre), the prospects of success would have been better but for propaganda purposes (always a theme for the Nazis) the LSR runs had to be on German soil.

Bluebird-Proteus CN7, Lake Eyre, Australia, 1964.

The plan was for the attempt to be staged in January 1940 during what the regime dubbed RekordWoche (Record Week) on a section of the Berlin-Halle-Leipzig autobahn (now part of the A9), closed for the occasion.  The legend is that Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) himself choose the nickname Schwarzer Vogel (Black Bird) but that too may have been propaganda.  The design was all done in the era of slide rules and although some computer work has been applied to emulating the event, there’s no consensus on whether the T80 really would have hit 650 km/h and set the world land speed record (LSR).  As it was, it wasn't until November 1965 that the 650 km/h mark was reached by a machine powered by four fuel injected Chrysler 426 cubic inch (7.0 litre) hemi V8s.  On the Bonneville Salt Flats, it recorded a two-way average of 658.526 km/h (409.277 mph).

Ground effects: 1970 Chaparral 2J (the "sucker car"). 

The most extraordinary vindication of the concept was probably the 1970 Chaparral 2J, built for the Canadian-American Challenge Cup (the Can-Am, a series for unlimited displacement sports cars under the FIA’s minimalist Group 7 rules).  Although using a similar frame and power-plant (the all aluminum, 427 cubic inch (7.0 litre) Chevrolet V8 (ZL1)) as most of its competition, it differed in that the bodywork was rather more rectilinear, the transmission was semi-automatic and, most intriguingly, the use of two small auxiliary engines (Rockwell JLO 247 cm³ two-stroke, two-cylinder units which usually powered snowmobiles).  Unlike the auxiliary engines used in modern hybrids which provide additional or alternative power, what the Rockwells did was drive two fans (borrowed from the M-109 Howitzer, the US Army’s self-propelled 155 mm (6 inch) cannon) which pumped air from underneath at 9650 cfm (cubic feet per minute) (273 m3 per minute), literally sucking the 2J to the road, the technique enhanced by a Lexan (a thermoplastic polymer) skirt which partially sealed the gap between the shell and the road.  The rear spats (integrated into the body-shell) were part of the system, offering not only their usual contribution to reduced drag but increasing the extent of the suction generated by the extractor fans.  The 2J was immediately faster than the competition but the suction system proved fragile although, as a proof of concept it worked and it was clear that only development was needed to debug things.  Unfortunately, innovation and high speeds have always appalled the FIA (the Fédération Internationale de l'Automobile which has for decades been international sport’s dopiest regulatory body) and they banned the 2J.  Really, the FIA should give up on motorsport and offer their services to competitive crochet where they can focus on things like pins and needles not being too sharp.

1949 Delahaye 175-S Saoutchik roadster (left), 1967 Cadillac Fleetwood Sixty Special  (centre) & 2016 Rolls-Royce Vision Next 100 (electric) (right).

Fashions change and spats in the post-war years became unfashionable except in the odd market segment which appealed to an older demographic and even there, as the years were by, they were cut-away, revealing more of the wheel & tyre but they never entirely went away and designers with big computers now don’t even need even bigger wind tunnels to optimize airflow and spats have been displayed which are mounted vertically, some even responding to dynamic need by shifting location or direction.

Flown first in 1938 and named after the Spartan admiral Lysander (circa 467-395 BC), the Westland Lysander was a British army co-operation and communications aircraft used extensively during the Second World War (1939-1945).  Although it couldn’t match the extraordinary STOL (short Take-Off & Landing) performance of the its German contemporary the Fieseler Fi 156 Storch, it was capable, robust and had a good enough short-field capability to perform valuable service throughout the conflict.  Like many aircraft with a fixed undercarriage, partially enveloping spats were fitted to reduce drag but those on the Lysander had the unusual feature of being fitted with their own removable spats (similar to those used on automobiles).  Once these were dismounted, assemblies could be fitted to mount either Browning machine guns or stub wings which could carry light bombs or supply canisters.  The arrangement was popular with ground crew because the accessibility made servicing easy and pilots appreciated the low placement because the change in weight distribution had little adverse effect on handling characteristics.

Cloisonné

Cloisonné (pronounced kloi-zuh-ney or klwa-zaw-ney (French))

(1) A decorative technique for metalwork, especially brass, whereby colored enamel is baked between raised ridges of the metal; among those for whom "price-taggery" is the measure of things, it was sometimes disparaged as a cheaper alternative to jeweled encrustation or filigree.

(2) Pertaining to, forming, or resembling cloisonné or the pattern of cloisonné.

(3) As applied to metalwork, objects decorated by this technique collectively.

1863: From the French cloisonné (divided into compartments, partitioned (especially in reference to surface decoration)), from the twelfth century Old French cloison (partition), from cloisonner (enclosure; to divide into compartments) from the Provençal clausiō, from the Vulgar Latin clausiōn, stem of clausiō (closed), noun of action from past participle stem of claudere (to close; shut).  The alternative spelling cloisonne is now more common in English.  Cloisonné is a noun; the noun plural is cloisonnés.  The noun cloisonnism describes a school of postimpressionist painting and the verb cloisonner (to partition, to compartmentalize) is French.

Lindsay Lohan wearing vintage art deco bracelet in triangulated black & white, May 2007.

There were several steps in the cloisonné enamel process and they have been little changed since the process was first used in Egypt prior to 1800 BC when gold ornaments were inlaid with small pieces of turquoise, lapis lazuli, carnelian and garnet, the inlays held in position by ribs soldered to the gold base.  Although there’s no surviving evidence in archaeological digs, the speculation of Egyptologists is that goldsmiths and glass workers collaborated to forge or fabricate their creations using artificial gems.  Pieces of colored glass were substituted for the stones and some appear to have been cemented in place.  The modern sequence is usually:

(1) Design and Preparation: The artisan will create a two dimensional sketch which develops into a detailed design; this can be on paper or a digital rendering which is then transferred onto a metal object, made usually of bronze, copper or gold.

(2) Wire Application (Cloisons): Thin metal wires (usually of copper or gold) are shaped to suit the design; these are soldered or glued to the metal surface, forming compartments (cloisons).  It’s these wires which lend a three dimensional form to the design, acting as the barriers which will contain the various enamel colors.

(3) Enamel Filling: Enamel (powdered glass which is mixed with water to form a paste) is applied within the cloison compartments.  While there are designs which used only the one shade of enamel, historically the style is associated with contrasting colors, some vivid, some dark.

(4) Firing: Once the compartments have been filled, the object is fired in a high-temperature kiln.  This causes the enamel to melt, fusing it with the metal; depending on the design, multiple firings may be required to build up the enamel layers and achieve the desired thickness and finish.

(5) Polishing: After the final firing, the surface of the object is polished, this both smoothing the enamel to its final shape and enhancing the color.  As part of this process, some enamel may be removed so the metal wires are granted greater prominence better to define the shapes.

French Second Empire gilt cloisonné enamel carriage clock, circa 1870.

The intricate metalwork and detailed cloisonné engravings associated with the clocks of the First French Empire have always attracted collectors and there’s a view in the industry they’re superior in just about every way to those of the Second Empire.  They certainly tend to be more expensive.  There are those who prefer the later clocks, especially the more restrained.  For the discerning, a sub-genre of Second Empire horology was the carriage (or travelling) clock, small, sturdy and created in shapes suitable to packing in regular-sized boxes.  The earliest were purely functional with little embellishment but their diminutive form appealed to designers seeking to create exquisite miniatures.  From the mid-century on, an increasing number were produced for household use and it’s doubtful many were much used by those on the move.

1967 Ferrari 275 GTB/4 NART Spider.

The cloisonné "N.A.R.T." badge.

The Ferrari 275 GTB/4 NART Spider was a roadster commissioned by Ferrari's North American concessionaire, Italian-born Luigi Chinetti (1901–1994) who ran the North American Racing Team (N.A.R.T.) and wanted to offer something in the spirit of the charismatic 250 California Spiders (1957-1963).  Built by Ferrari's coachbuilder Scaglietti, the NART Spider was certainly a worthy successor but, being very much a traditional sports car with few of the luxury fittings to which buyers had quickly become accustomed, demand was subdued, most preferring its less raucous companion, the 330 GTS which pampered occupants with niceties like power steering, electric windows and air conditioning.  The NART's high price didn't help and of the planned run of 25, only ten were built.  Thus mostly unwanted when new, as a used car the performance of the 275 NART has been stellar, chassis #10709 selling at auction in 2013 for US$27.5 million.  Informally always known as the "NART Spider" despite the factory not using the designation, the only hint of its unusual gestation was a cloisonné badge with the N.A.R.T.'s logo, installed on the Kamm tail.

1967 Ferrari 275 GTB/4 NART Spider.

The NART's existence also created a footnote in the history of Ferrari nomenclature.  Although the ten have always been regarded as official factory models, Enzo Ferrari (1898-1988) was noticeably restrained in his enthusiasm for the venture and instead of being named 275 GTS/4 as would have been the current practice, it was listed in the records of both Scaglietti and the factory as the 275 GTB/4 NART spider.  That may have been because there had already been a 275 GTS (1964-1966) although it had been replaced by the 330 GTS by the time the NART cars were built or it may simply have been Il Commendatore didn't like his plans being changed.  Because of the high prices the things attract when from time to time they are offered at auction, the sales are always well publicized and the modern practice seems to be to label them as 275 GTB/4S, 275 GTB/4s or 275 GTB/4*S.  Given the well-known status of the NART machines the appended "S" seems superfluous.