Bubbletop

Bubbletop (pronounced buhb-uhl-top)

(1) In aircraft design, a design of pilot’s canopy (originally military slang for what designers dubbed the “bubble canopy”, a Perspex molding which afforded exceptional outward visibility).

(2) An automobile using a transparent structure over the passenger compartment, replacing the usual combination of roof & windows.

(3) A descriptor of certain automobiles of the early 1960s, based on the shape rather than the method of construction, the conventional metal and glass used.

1940s: The construct was bubble +‎ top.  Bubble dates from the late fourteenth century and was from the Middle English noun bobel which may have been from the Middle Dutch bubbel & bobbel and/or the Low German bubbel (bubble) and Middle Low German verb bubbele, all thought to be of echoic origin.  The related forms include the Swedish bubbla (bubble), the Danish boble (bubble) and the Dutch bobble.  Top pre-dates 1000 and was from the Middle English top, toppe & tope (top, highest part; summit; crest; tassel, tuft; (spinning) top, ball; a tuft or ball at the highest point of anything), and the Old English top & toppa (top, summit, tuft of hair), from the Proto-West Germanic topp, from the Proto-Germanic tuppaz (braid, pigtail, end), of unknown origin.  It was cognate with the Old Norse toppr (top), the Scots tap (top), the North Frisian top, tap & tup (top), the Saterland Frisian Top (top), the West Frisian top (top), the Dutch top (top, summit, peak), the Low German Topp (top), the German Zopf (braid, pigtail, plait, top), the Swedish topp (top, peak, summit, tip) and the Icelandic toppur (top).  Alternative forms are common; bubble-top in automotive & aeronautical engineering and bubble top in fashion.  Bubbletop is a noun and bubbletopped is an adjective; the noun plural is bubbletops.

Evolution of the Mustang's bubbletop: P-51C (top), P-51 III (centre) and P-51D (bottom).

“Bubbletop” began as World War II (1939-1945) era military slang for officially was described as the “bubble canopy”, the transparent structure sitting atop the cockpit of fighter aircraft, the advantages being (1) superior visibility (the purest interpretation of the design affording an unobstructed, 360° field-of-view, (2) improved aerodynamics, (3) easier cockpit ingress & egress (of some significance to pilots force to parachute and (4), weight reduction (in some cases).  Bubbletops had been seen on drawing boards in the early days of aviation and some were built during World War I (1914-1918) but it was the advent of Perspex and the development of industrial techniques suitable for the creation of large, variably-curved moldings which made mass-production practical.  The best known early implementations were those added to existing air-frames including the Supermarine Spitfire, Republic P-47 Thunderbolt and North American P-51 Mustang.  By 1943, the concept had become the default choice for fighter aircraft and the technology was applied also to similar apparatuses used elsewhere on the fuselage where they were styled usually as “blisters”.  In the post war years it extended to other types, most dramatically in the Bell 47 helicopter where the cabin was almost spherical, some 70% of the structure clear Perspex.

The enormous and rapid advances in wartime aeronautics profoundly influenced designers in many fields and nowhere was that more obvious than in the cars which began to appear in the US during the 1950s.  Elements drawn variously from aeronautics and ballistics did appear in the first generation of genuinely new post-war models (most of what was offered between 1945-1948 being barely revised versions of the 1942 lines) but it was in the next decade the designers were able to embrace the jet-age (a phrase which before it referred to the mass-market jet-airline travel made possible by the Boeing 707 (which entered commercial service in 1958) was an allusion to military aircraft, machines which during the Cold War were a frequent sight in popular culture).  On motif the designers couldn’t resist was the bubble canopy, something which never caught on in mass-production although Perspex roofed cars were briefly offered before word of their unsuitability for use in direct sunlight became legion.

GM Firebird XP-21 (Firebird I, 1953).

Not content with borrowing the odd element from aircraft, the General Motors (GM) team decided the best way to test which concepts were adaptable from sky to road was to “put wheels on a jet aircraft” and although they didn’t do that literally, by 1953 when Firebird XP-21 was first displayed, it certainly looked as though it was exactly that.  Its other novelty was it was powered by a gas turbine engine, the first time a major manufacturer in the US had built such a thing although a number of inventors had produced their own one-offs.  When the XP-21 (re-named Firebird I for the show circuit) made its debut, some in the press referred to it as a “prototype” but GM never envisaged it as the basis for a production car, being impractical for any purpose other than component-testing; it should thus be thought of as a “test-bed”.  The bubble canopy looked as if it could have come from a US Air Force (UFAF) fighter jet and would have contributed to the aerodynamically efficiency, the 370 hp (280 kW), fibreglass-bodied Firebird I said to be capable of achieving 200 mph (320 km/h) although it’s believed this number came from slide-rule calculations and was never tested.  Despite that, in its day the Firebird II made quite a splash and a depiction of it sits atop the trophy (named after the car’s designer, Harley Earl (1893–1969), the long time head of GM’s styling studio) presented each year to the winner of NASCAR’s (National Association for Stock Car Auto Racing) premiere event, the Daytona 500.

GM Firebird II (1956).

Compared with its predecessor, the Firebird II (1956), rendered this time in titanium was almost restrained, the Perspex canopy a multi-part structure over a passenger compartment designed to seat “a family of four”.  The family might have chosen to drive mostly in darkness because the heat build-up under the midday sun would have tested the “individually-controlled air conditioning”, a system upon which comfort depended because the Perspex sections were fixed; there were no opening “windows”.  Still, even if hot, the family would have got places fast because the same 200 mph capability was claimed.

GM Firebird III (1958).

The Firebird III was displayed at the 1958 Motorama and although GM never built any car quite like it, within a season, elements of it did begin to appear on regular production models in showrooms (notably the rear skegs which Cadillac used for a couple of years) and some of its features are today standard equipment in even quite modest vehicles.  The striking “double bubbletop” never made the assembly lines although some race cars have at least partially implemented the concept.  What proved more of a harbinger was the specification, the Firebird III fitted with anti-lock brakes, cruise control, air conditioning, an automated “accident avoidance system” and instead of a steering wheel, the driver controlled the thing with a joystick, installed in a centrally-mounted “Unicontrol & Instrument Panel”.  All these were analogue-era electro-mechanical devices too bulky, fragile or expensive for mass production, wider adoption in the decades to come made possible by integrated circuits (IC) and micro-processors.

1959 Cadillac Cyclone (XP-74).

Borrowing from the Firebird II, Cadillac also used a bubble top for the Cyclone (XP-74) concept car which in 1959 toured the show circuit.  Although it was powered by the corporation’s standard 390 cubic inch (6.5 litre) V8, there was some adventurous engineering including a rear-mounted automatic transaxle and independent rear suspension (using swing axles, something not as bad as it sounds given the grip of tyres at the time) but few dwelt long on such things, their attention grabbed by features such as the bubble top (this time silver coated for UV (ultra violet) protection) which opened automatically in conjunction with the electrically operated sliding doors.  The Perspex bubble canopies from fighter aircraft never caught on for road or race cars but so aerodynamically efficient was the shape it found several niches.

1953 Ferrari F166MM Spider by Vignale (left) and 1968 MGCGT (centre & right).

Bubbles often appeared atop the hood (bonnet) to provide clearance for components inconveniently tall.  Most were centrally located (there was the occasional symmetrical pair) but the when BMH (British Motor Holdings, the old  BMC (British Motor Corporation) shoehorned their big, heavy straight-six into the MGB (1963-1980), it wouldn’t fit under the bonnet, the problem not the cylinder head but the tall radiator so the usual solution of a “bonnet bulge” was used.  However, for that to clear the forward carburetor, the bulge would have been absurdly high so a small bubble (and usually, ones this size are referred to as "blisters") was added.  It probably annoyed some there wasn’t a matching (fake) one on the other side but it’s part of the MGC’s charm, a quality which for years most found elusive although it’s now more appreciated.  For MGC owners wish to shed some weight or for MGB owners who like the look, the “bonnet with bubble” is now available in fibreglass.

The winning Ford GT40 Mark IV (J-Car) with bubble to the right, Le Mans 1967 (left) and the after-market (for replicas) “Gurney Bubble” (right).

US racing driver Dan Gurney (1931–2018) stood 6' 4" (1.9 m) tall which could be accommodated in most sports cars and certainly on Formula One but when he came to drive the Ford GT40 Mark IV it was found he simply didn’t fit when wearing his crash helmet.  The original GT40 (1964) gained its name from the height being 40 inches (1016 mm) but Mark IV (the “J-Car”, 1966) was lower still at 39.4 inches (1,000 mm).  Gurney was the tallest ever to drive the GT40 and the solution sounds brutish but fix was effected elegantly, a “bubble added to the roof to clear the helmet.  Gurney and AJ Foyt (b 1935) drove the GT40 to victory in the 1967 Le Mans 24-hour endurance classic and the protrusion clearly didn’t compromise straight-line speed, the pair clocked at 213 mph (343 km’h), on the famous 3.6-mile Mulsanne Straight (which was a uninterrupted 3.6 miles (5.8 km) until the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation and world sport’s dopiest regulatory body) imposed two “chicanes”),  Known ever since as the “Gurney Bubble”, such is the appeal that they’re now available for any GT40 replica: Like the AC Shelby Cobra, the GT40 “reproduction” industry is active and there are many times more of these than there are survivors of 105 originals.

Ferrari 250 GT “Tour de France” LWB Berlinettas by Zagato: The “double bubble” roof (left), the Hofmeister kink (centre) and the famous “Z” kink, (right).

The Italian coachbuilding house Zagato was founded in 1919 by Ugo Zagato (1890-1968) and since the early post-war years, their designs have sometimes been polarizing (the phrase “acquired taste” sometimes seen), their angularity often contrasted with the lines of other, notably Pinninfarina and Bertone but unlike many which have over the years folded, Zagato remains active still.  One Zagato design never criticized was his run in 1956 of five Ferrari 250 GT “Tour de France” LWB Berlinettas, memorable also for introducing the signature “Zagato double-bubble roof.  The roof was practical in that it better accommodated taller occupants but it really was a visual trick and a variation on the trick Mercedes-Benz used on the “Pagoda” (W113; 230, 250 & 280 SL; 1963-1971) which they explained by saying “We didn’t lower the roof, we rained the windows”.  The other famous feature (which appeared on only one) was the fetching “Z” shape on the rear pillar, replacing the “Hofmeister kink” used on some others.

1962 Chevrolet Impala “bubbletop” Sport Coupe (left), 1963 Ford Consul Capri (centre) and 1972 BMW 3.0CS (E9, right).

The 1959 Chevrolet quickly came to be nicknamed “bubbletop” and the style spread, both within GM and beyond.  The “bubbletop” reference was to the canopy on aircraft like the P-51D Mustang but was an allusion to the shape, not the materials used; on cars things were done in traditional glass and metal.  Across the Atlantic, Ford in the UK applied the idea to their Consul Capri (1961-1964), a two-door hardtop which the company wanted to be thought of as a “co-respondent's” car (ie the sort of rakish design which would appeal to the sort of chap who slept with other men’s wives, later to be named as “co-respondent” in divorce proceedings).  The Capri was a marketplace failure and the styling was at the time much criticized but it’s now valued as a period piece.  Chevrolet abandoned the look on the full-size cars after 1963 but it was revived for the second series Corvair (1965-1969).  A fine implementation was achieved in the roofline of the BMW E9 (1968-1975) which remains the company’s finest hour.

The bubble shirt and bubble tops.

The bubble skirt (worn by Lindsay Lohan (centre)) is one of those garments which seems never to quite die, although there are many who wish it would.  Once (or for an unfortunate generation, twice) every fashion cycle (typically 10-12 years), the industry does one of its "pushes" and bubble skirts show up in the high street, encouraged sometimes by the odd catwalk appearance; it will happen again.  While the dreaded bubble skirt is easily identifiable, the “bubble top” is less defined but there seem to be two variations: (1) a top with a “bubble skirt-like” appendage gathering unhappily just above the hips (left) and (2) a kind of “boob tube” which, instead of being tightly fitted is topped with an additional layer of material, loosely gathered.  The advantages of the latter (which may be thought of as a “boob bubble”) are it can (1) without any additional devices create the illusion of a fuller bust and (2) allow a strapless bra to be worn, something visually difficult with most boob tubes because the underwear’s outline is obvious under the tight material.

Cosmopolitan

Cosmopolitan (pronounced koz-muh-pol-i-tn)

(1) One free from local, provincial, or national ideas, prejudices, or attachments; an internationalist.

(2) One with the characteristics of a cosmopolite.

(3) A cocktail made with vodka, cranberry juice, an orange-flavored liqueur, and lime juice.

(4) Sophisticated, urbane, worldly.

(5) Of plants and animals, wildly distributed species.

(6) The vanessa cardui butterfly.

(7) A moth of species Leucania loreyi.

1828:  An adoption in Modern English, borrowed from the French cosmopolite (citizen of the world), ultimately derived from the Ancient Greek kosmopolitēs (κοσμοπολίτης), the construct being kósmos (κόσμος) (world) + politēs (πολίτης) (citizen); word being modeled on metropolitan.  The US magazine Cosmopolitan was first published in 1886.  Derived forms (hyphenated and not) have been constructed as needed including noncosmopolitan, subcosmopolitan, ultracosmopolitan, fauxcosmopolitan, anticosmopolitan & protocosmopolitan.  Because cosmopolitanness is a spectrum condition, the comparative is “more cosmopolitan” and the superlative “most cosmopolitan”.  Cosmopolitan is a noun & adjective, cosmopolitanism & cosmopolitanness are nouns, cosmopolitanize is a verb, cosmopolitanist is an adjective (and plausibly a noun) and cosmopolitanly is an adverb; the noun plural is cosmopolitans.

An aspect of Soviet Cold War policy under comrade Stalin

The phrase rootless cosmopolitans was coined in the nineteenth century by Vissarion Belinsky (1811-1848), a Russian literary critic much concerned about Western influences on both Russian literature and society.  He applied it to writers he felt “…lacked Russian national character” but as a pejorative euphemism, it’s now an anti-Semitic slur and one most associated with domestic policy in the Soviet Union (USSR) between 1946 and Stalin's death in 1953.  Comrade Stalin (1878-1953; Soviet leader 1924-1953) liked the phrase and applied it to the Jews, a race of which he was always suspicious because he thought their lack of a homeland made them “mystical, intangible and other-worldly”.  Not a biological racist like Hitler and other rabid anti-Semites, Stalin’s enemies were those he perceived a threat; Leon Trotsky (1879-1940), Grigory Zinoviev (1883–1936) and Lev Kamenev (1883–1936) were disposed of not because they were Jewish but because Stalin thought they might threaten his hold on power although the point has been made that while it wasn’t because he was Jewish that Trotsky was murdered, many Jews would come to suffer because Stalin associated them with Trotsky.

Comrade Stalin signing death warrants.

It was the same with institutions.  He found disturbing the activities of Moscow’s Jewish Anti-Fascist Committee (JAC) and did not approve them being accepted by Western governments as representing the USSR.  Further, he feared the JAC’s connections with foreign powers might create a conduit for infiltration by Western influences; well Stalin knew the consequences of people being given ideas; the campaign of 1946-1953 was thus more analogous with the Chinese Communist Party’s (CCP) opposition to the Falun Gong rather than the pogroms of Tsarist times.  Authoritarian administrations don’t like independent organisations; politics needs to be monolithic and control absolute.  In a speech in Moscow in 1946, he described certain Jewish writers and intellectuals, as “rootless cosmopolitans” accusing them of a lack of patriotism, questioning their allegiance to the USSR.  This theme festered but it was the creation of the state of Israel in 1948, fostering as it did an increased self consciousness among Soviet Jews, combined with the Cold War which turned Stalin into a murderous anti-Semite.

Rootless cosmopolitan Comrade Trotsky, murdered with an ice axe on comrade Stalin's orders.

Before the formation of the state of Israel, Stalin's anti-Semitism was more a Russian mannerism than any sort of obsession.  For years after assuming absolute power in the USSR, he expressed no disquiet at the preponderance of Jews in the foreign ministry and it was only in 1939, needing a temporary diplomatic accommodation with Nazi Germany, that he acted.  Having replaced the Jewish Foreign Commissar, Maxim Litvinov (1876–1951; People's Commissar for Foreign Affairs of the Soviet Union 1930–1939) with Vyacheslav Molotov (1890-1986; USSR Minister of Foreign Affairs 1939-1949 & 1953-1956), he ordered him to purge the diplomatic corps of Jews, his memorable phrase being "clean out the synagogue".  Concerned the presence of Jews might be an obstacle to rapprochement with Hitler, Stalin had the purge effected with his usual efficiency: many were transferred to less conspicuous roles and others were arrested or shot.

Meeting of minds: Joachim von Ribbentrop (left), comrade Stalin (centre) and comrade Molotov (right), the Kremlin, 23 August 1939.

Negotiations began in the summer of 1939, concluding with German Foreign Minister Joachim von Ribbentrop (1893–1946; Nazi foreign minister 1938-1945) leading a delegation to Moscow to meet with Molotov and Stalin.  It proved a remarkably friendly conference of political gangsters and agreement was soon reached, the German-Soviet Nonaggression Pact (usually called the Nazi-Soviet Pact or Molotov-Ribbentrop Pact) being signed on 23 August.  The pact contained also a notorious secret protocol by which the two dictators agreed to a carve-up of Poland consequent upon the impending Nazi invasion and the line dividing Poland between the two was almost identical to the Curzon Line, a demarcation between the new Polish Republic created in the aftermath of World War I (1914-1918) and the emergent Soviet Union which had been proposed by Lord Curzon (1859–1925; UK foreign secretary 1919-1924).  At the Yalta Conference in 1945, during the difficult negotiations over Polish borders, Molotov habitually referred to "the Curzon Line" and the UK Foreign Secretary, Anthony Eden (1897–1977; thrice UK foreign secretary & prime minister 1955-1957), in a not untypically bitchy barb, observed it was more common practice to call it the “Molotov-Ribbentrop line”.  "Call it whatever you like" replied Stalin, "we still think it's fair and just".  Comrade Stalin rarely cared much to conceal the nature of the regime he crafted in his own image.  When asked by Franklin Roosevelt (FDR, 1882–1945, US president 1933-1945) if Molotov had been to New York during his visit to the US, Stalin replied: "No, he went to Chicago to be with the other gangsters".

Whatever the motives of Stalin, rootless cosmopolitans has joined the code of dog-whistle politics, a part of the core demonology to label the Jews a malign race, a phrase in the tradition of "Christ killers", "Rothschild-Capitalists and Untermenschen (the sub-humans).  Despite that, there are always optimists, Jewish writer Vincent Brook (b 1946), suggesting the term could convey the positive, a suggestion the Jews possess an “adaptability and empathy for others”.  It’s not a view widely shared and rootless cosmopolitan remains an anti-Semitic trope although it's not unknown for Jews to use it ironically.

The Cosmopolitan cocktail

A brace of Cosmos.

The Cosmopolitan was based on the "Cosmopolitan 1934" cocktail, a mix from inter-war New York which included gin, Cointreau & and lemon juice, raspberry syrup lending the trademark pink hue.  The modern Cosmopolitan was also concocted in New York and seems to have appeared first in the Mid-1980s although it was appearances in the HBO (Home Box Office) television series Sex and the City (1998-2004) which made it as emblematic of a certain turn-of-the-millennium New York lifestyle as Manolo Blahnik’s stilettos but, the implications of that connotation aside, the enticing pink drink survived to remain a staple of cocktail lists.  Cosmopolitans can be made individually or as a batch to be poured from a pitcher; just multiply the ingredient count by however many are to be served.

Ingredients

2 oz (¼ cup) vodka (or citrus vodka according to taste)

½ ounce (1 tablespoon) triple sec, Cointreau (or Grand Marnier)

¾ oz (1½ tablespoons) cranberry juice

¼-½ ounce (1 ½-3 teaspoons) fresh lime juice

One 2-inch (50 mm) orange peel/twist

Instructions

(1) Add vodka, Cointreau, cranberry juice, and lime juice to a cocktail shaker filled with ice.

(2) Shake until well chilled.

(3) Strain into a chilled cocktail glass (classically a coupé or Martini glass).

(4) An orange or lemon twist is the traditional garnish.

Notes

(1) As a general principle, the higher the quality of the vodka, the better the Cosmopolitan, the lower priced sprits tending to taste rather more abrasive which for certain purposes can be good but doesn’t suit a “Cosmo”.

(2) The choice of unsweetened or sweetened cranberry juice (the latter sold sometimes as “cranberry juice cocktail”) is a matter of taste and if using the unsweetened most will prefer if a small splash of sugar syrup (or agave) is added because tartness isn’t associated with a Cosmopolitan.

(3) There is however a variant which is sometimes mixed deliberately to be tart.  That’s the “White Cosmo”, made by using white cranberry juice.

(4) Of the orange liqueur: Most mixologists recommend Cointreau but preference is wholly subjective and Cointreau & Grand Marnier variously are used, the consensus being Cointreau (a type of Triple Sec) is smoother, stronger and more complex.  Grand Marnier is also a type of Triple Sec, one combined with Cognac so the taste is richer, nutty and caramelized which some prefer.

(5) Of the lime juice: It really is worth the effort to cut and squeeze a fresh lime.  Packaged lime juice will work but something of the bite of the citrus always is lost in the processing, packaging, storage and transporting the stuff endures.

(6) Art of the orange peel: The use of the term “garnish” of suggests something which is merely decorative: visual bling and ultimately superfluous but because cocktails are designed to be sipped, as one lingers over ones’s Cosmopolitan, from the peel will come a faint orange aroma, adding to the experience as the fumes of a cognac enhance things; spirits and cocktails are “breathed in” as well as swallowed.

(7) Science of the orange peel: When peeling orange, do it over glass so the oil spurting (viewed close-up under high-magnification, it really is more spurt than spray) from the pores in the skin ends up in the drink.  For the ultimate effect, rub the rim of the glass with the peel, down a half-inch on the outside so lips can enjoy the sensation.

The presidential “parade convertible” 1950 Lincoln Cosmopolitan, parked outside 1600 Pennsylvania Avenue, Washington DC.

In the US, the Ford Motor Company (FoMoCo) produced the Lincoln Cosmopolitan between 1949-1954 but only in its first season was it the “top-of-the-range” model, “designation demotion” something which would over the decades become popular in Detroit.  Political legend has it Harry Truman (1884–1972; US president 1945-1953) personally selected Lincoln to supply the presidential car fleet as an act of revenge against General Motors (GM), the corporation having declined to provide him with cars to use during the 1948 election campaign.  It’s assumed GM’s management was reading the polls and assumed they’d need only to wait to wait for a call from president elect Thomas Dewey (1902–1971) but as things turned out, Mr Dewey never progressed beyond president-presumptive so GM didn’t get the commission, the keys to Cadillacs not returning to the Oval Office until the administration of Ronald Reagan (1911-2004; US president 1981-1989).  While it wouldn’t much have consoled the GM board, there was some of their technology in the Lincolns because, FoMoCo was compelled to buy heavy-duty Hydra-Matic transmissions from Cadillac, their own automatic gearbox not then ready for production.

The presidential “parade convertible” 1950 Lincoln Cosmopolitan with “Bubbletop” fitted.

The White House leased ten Lincoln Cosmopolitans which were modified by coach-builders who added features such as longer wheelbases and raised roof-lines.  Nine were full-enclosed limousines while one was an armoured “parade convertible” (a “cabriolet D” in the Mercedes-Benz naming system) which was an impressive 20-odd feet (6 metres) in length.  The car used a large-displacement version of the old Ford flathead V8 (introduced in 1932) and weighing a hefty 6,500 lb (2,900 kg), performance wasn’t sparkling but given its role was slowly to percolate along crowd-lined boulevards, it was “adequate.  In 1954, during the administration of Dwight Eisenhower (1890-1969; US president 1953-1961), the parade convertible was fitted with a Plexiglas roof (a material the president would have been familiar with because it was used on some World War II (1939-1945) aircraft and in this form the Lincoln came to share the aircrafts’ nickname: “Bubbletop”.  The “Bubbletop” Cosmopolitan remained in service in the White House fleet until 1967.

The Glossies

Lindsay Lohan, Cosmopolitan, various international editions: April, May & June, 2006.

Cosmopolitan Magazine was launched in 1886 as a family journal of fashion, household décor, cooking, and other domestic interests.  It survived in a crowded market but its publisher did not and within two years Cosmopolitan was taken over by another which added book reviews and serialized fiction to the content.  This attracted the specialist house founded by John Brisben Walker (1847-1931), which assumed control in 1889, expanding its circulation twenty-fold to become one of America’s most popular literary magazines.  The Hurst Corporation acquired the title in 1905, briefly adding yellow-journalism before settling on a format focused on short fiction, celebrities and public affairs.  The formula proved an enduring success, circulation reaching two million by 1940 and this was maintained until a decline began in the mid 1950s, general-interest magazines being squeezed out by specialist titles and the time-consuming steamroller of television.

It was the appointment in 1965 of Helen Gurley Brown (1922–2012) as editor which signalled Cosmopolitan’s shift to a magazine focused exclusively on an emerging and growing demographic with high disposable income: the young white women of the baby boom.  In what proved a perfect conjunction, a target market with (1) economic independence, (2) social freedom, (3) an embryonic feminist awareness and (4) the birth control pill, the magazine thrived, surviving even the rush of imitators its success spawned.  Gurley Brown had in 1962 published the best seller advice manual, Sex and the Single Girl and Cosmopolitan essentially, for decades, reproduced variations on the theme in a monthly, glossy package.  It was clearly a gap in the market.  The approach was a success but there was criticism.  Conservatives disliked the choices in photography and the ideas young women were receiving.  Feminists were divided, some approved but others thought the themes regressive, a retreat from the overtly political agenda of the early movement into something too focused on fun and fashion, reducing women yet again to objects seeking male approbation.

Taylor Swift (b 1989), in purple on the cover of Cosmopolitan, December, 2014.

Still published in many international editions, Cosmopolitan Australia was one casualty of market forces, closed after a final printing in December 2018.  However, surprising many, Katarina Kroslakova (b 1978) in April 2024 announced her publishing house KK Press, in collaboration with New York-based Hearst Magazines International, would resume production of Cosmopolitan Australia as a bi-monthly and the first edition of the re-launched version was released in August, 2024.  Other than appearing in six issues per year rather than the traditional twelve, the format remained much the same, echoing Elle Australia which re-appeared on newsstands in March, ending a four-year hiatus.  Both revivals would as recently as 2023 have surprised industry analysts because the conventional, post-Covid wisdom was there existed in this segment few niches for time consuming and expensive titles in glossy print.

Amelia Dimoldenberg (b 1994) in polka-dots, on the cover of Cosmopolitan Australia April | May, 2025 (Issue 5, digital edition) which is downloadable file (96 MB in Adobe's PDF (portable document format) format.  Where digital titles have a history in print, the convention is to use the traditional cover format.  Even in the digital age, some legacy items have a genuine value to be exploited.

Ms Kroslakova clearly saw a viable business model and was quoted as saying print magazines are “the new social media” which was an interesting way of putting it but she explained the appeal by adding: “We need that 15 minutes to drop everything and actually have something tangible and beautiful in our hands to consume.  If we can present content which is multi-layered and deep and has authenticity and connection with the reader – that’s a really excellent starting point.”  She may have a point because in an age where screen-based content is intrinsically impermanent, the tactile pleasure of the traditional glossy may have genuine appeal, at least for an older readership who can remember the way things used to be done, something perhaps hinted at by her “15 minutes” reference, now regarded by many media analysts as a long-term connection given the apparent shortening of attention spans and after all, bound glossy pages are just another technology.  The revival of the print editions of Elle and Cosmopolitan will be an interesting experiment in a difficult economic environment which may get worse before it gets better.  Whether the novelty will attract enough of the "affluent readers" (what used to be called the A1, A2 & B1 demographic) to convince advertisers that it's a place to run their copy will likely decide the viability of the venture and while it's not impossible that will happen, Cosmopolitan is a couple of rungs down the ladder from the "prestige" titles (Vogue the classic mainstream example) which have maintained an advertising base. Cosmopolitan Australia offers a variety of subscription offers, the lowest unit cost available with a two-year, print + digital bundle (12 issues for Aus$105).

Lindsay Lohan on the cover of Cleo: March 2005 (left) and May 2009 (right).

Published in Australia between 1972-2016, Cleo was a monthly magazine targeted broadly at the demographic buying Cosmopolitan.  It was for decades successful and although there was some overlap in readership (and certainly advertising content), there was a perception there existed as distinct species “Cleo women” and “Cosmo women”.  Flicking through the glossy pages, husbands and boyfriends might have struggled to see much thematic variation although it’s likely they looked only at the pictures.  In the same vein, other than the paint, actual Cleo & Cosmo readers mostly probably wouldn’t have noticed much difference between Ford & Chevrolet V8s so it’s really a matter of where one’s interests lie (just because something is sexist stereotyping doesn’t mean it’s not true).  Had the men bothered to read the editorial content, they wouldn’t have needed training in textual deconstruction to detect both titles made much use of “cosmospeak”, a sub-dialect of English coined to describe the jargon, copy style and buzzwords characteristic of post 1950s Cosmopolitan magazine which contributed much to the language of non-academic “lipstick feminism”.  To summarize the market differentiation in women’s magazines, the industry joke was: “Cosmopolitan teaches you how to have an organism”, Cleo teaches you how to fake an organism and the Women’s Weekly teaches you how to knit an organism”.  As a footnote, when in 1983 the Women’s Weekly changed from a weekly to monthly format, quickly rejected was the idea the title might be changed to “Women’s Monthly”.

Martyrdom of the Saints Cosmas and Damian, oil on canvas by Fra Angelico (Guido di Pietro, circa 1395-1455), Musée du Louvre, Paris, France).  Fra was from the Italian frate (monk) and was a title for a Roman Catholic monk or friar (equivalent to Brother).

“Cleo” was a spunky two syllables but “Cosmopolitan” had a time-consuming five so almost universally it was used as “Cosmo”.  In Italy, Cosmo is a male given name and a variant of Cosimo, from the third century saint Cosmas who, with his brother Damian, was martyred in Syria during one of the many crackdowns on Christianity.  The name was from the Ancient Greek κόσμος (kósmos) (order, ordered universe), source of the now familiar “cosmos”.  Cosmas and Damian were Arab physicians who converted to Christianity and while ostensibly they suffered martyrdom for their faith, there may have been a financial motive because the brothers practiced much “free medicine”, not charging the poor for their “cures” so their services were understandably popular and thus a threat to the business model of the politically well-connected medical establishment.  The tension between medicine as some sort of social right and an industry run by corporations for profit has occasionally been suppressed but it’s never gone away, illustrated by the battles fought when the (literally) socialist post-war Labour government (1945-1951) established the UK’s NHS (National Health Service) and the (allegedly) socialist “Obamacare” (Affordable Care Act (ACA, 2010)) became law in the US.  By the twenty-first century, the medical establishment could no longer arrange decapitations of cut-price competitors threatening the profit margins but the conflicts remain, witness the freelancing of Luigi Mangione (1998).

The Mazda Cosmo

1968 Mazda Cosmo 110S (110S the export designation).

Although the Mazda corporation dates from 1920, it was another 40 years before it produced its first cars (one of the tiny 360 cm³ “kei cars” (a shortened form of kei-jidōsha, (軽自動車) (light vehicle)) so the appearance at the Tokyo Motor Show of the Cosmo Sport created quite an impression and that it was powered by a two-rotor Wankel rotary engine produced under licence from the German owners added to international interest.  Over two series, series production lasted from 1967 until 1972 but the intricate design was labour intensive to build and being expensive, demand was limited so in five years fewer than 1,200 were sold.  That makes it more of a rarity than a Mercedes-Benz 300 SL Gullwing (the W198, 1,400 of those built 1954-1957) and while Cosmo prices haven’t reached the level of the German car, it is a collectable and a number are now in museums and collections.  Mazda continued to use the Cosmo name until 1996 and while none of the subsequent models were as intriguing as the original, some versions of the JC Series Eunos Cosmo (1990–1996) enjoy the distinction of being the world’s only production car fitted with a three-rotor Wankel engine (the 1969 Mercedes-Benz C111 was a Wankel test-bed). 

1975 Mazda Roadpacer (HJ model)

The Eunos Cosmo was not the only Mazda with a unique place in the troubled history of the Wankel engine, the Roadpacer (1975-1977) also a footnote.  Most Holden fans, as one-eyed as any, don’t have especially fond memories of the HJ (1974-1976) range; usually, all they’ll say is its face-lifted replacement (the HX (1976-1977)), was worse.  With its chassis not including the RTS (radial tuned suspension) which lent the successor HZ (1975-1980) such fine handling and with engines strangled by the crude plumbing used in the era to reduce emissions, driving the HJ or HX really wasn’t a rewarding experience (although the V8 versions retained some charm) so there might have been hope Mazda’s curious decision to use fit their smooth-running, two-rotor Wankel to the HJ Premier and sell it as their top-of-the range executive car might have transformed the thing.  That it did but the peaky, high-revving rotary was wholly unsuited to the relatively large, heavy car.  Despite producing less power and torque than even the anaemic 202 cubic inch (3.3 litre) Holden straight-six it replaced, so hard did it have to work to shift the weight that fuel consumption was worse even than when Holden fitted their hardly economical 308 cubic inch (5.0 litre) V8 for the home market.  Available only in Japan and sold officially between 1975-1977, fewer than eight-hundred were built, the company able to off-load the last of the HXs only in early 1980.  The only thing to which Mazda attached its name not mentioned in their corporate history, it's the skeleton in the Mazda closet and the company would prefer we forget the thing which it seems to think of as "our Edsel".  The Roadpacer did though provide one other footnote, being the only car built by General Motors (GM) ever sold with a Wankel engine.  

The archbishop and the abdication

Archbishop Cosmo Gordon Lang (1932), oil on canvas by Anglo-Hungarian society portraitist Philip Alexius László de Lombos (1869–1937 and known professionally as Philip de László).  Lang was christened Cosmo in honor of the local Laird (in Scotland, historically a feudal lord and latterly the “courtesy title” of an area’s leading land-owner, most prominent citizen etc).  The noun Laird was from the northern or Scottish Middle English lard & laverd (a variant of lord).

Scottish Anglican prelate Cosmo Gordon Lang (First Baron Lang of Lambeth, 1864–1945; Archbishop of York 1908–1928 & Archbishop of Canterbury 1928–1942 was a clergyman with uncompromising views about much.  This type was once common in pulpits and although those of his faction exist still in the the modern Church of England, fearing cancellation, they tend now to exchange views only behind closed doors.  He’d probably be today almost forgotten were it not for an incendiary broadcast he made (as Archbishop of Canterbury and thus spiritual head of the Church of England and the worldwide Anglican community) on BBC (British Broadcasting Corporation) Radio on 13 December, 1936, two days after the abdication of Edward VIII (1894–1972; King of the UK & Emperor of India, January-December 1936, subsequently Duke of Windsor).  The address to the nation remains the most controversial public intervention made by a Church of England figure in the twentieth century, judged by many to be needlessly sanctimonious and distastefully personal, its political dimension the least objectionable aspect.

As a piece of text it did have a pleasingly medieval feel, opening with some memorable passages including: “From God he received a high and sacred trust. Yet by his own will he has abdicated” and “It is tragic that the sacred trust was not held with a firmer grip”.  That set the tone although when he said: “There has been much sympathy with the king in his great personal difficulty, and I do not forget how deeply he has touched the hearts of millions with his warm interest in the homes and lives of his people” his large audience may have thought some Christian charity did lurk in the Archbishop’s soul but quickly he let that moment pass, returning to his theme: “The causes which led to the king's decision are fully known to the nation.  But it has been made plain that the reigning sovereign of this country must be one whose private life and public conduct can be trusted to reflect the Christian ideal."

Unlike many modern Archbishops, there was no ambiguity about Lang so in his defense it can be argued he provided the Church with a moral clarity of greater certainty than anything which has in recent decades emanated from Lambeth Palace.  So there was that but by the 1930s the mood of opinion-makers in the UK had shifted and Lang’s text was seen as morally judgmental and the idea Edward VIII had failed not so much as a constitutional monarch but in his divine duty seemed archaic, few in the country framing things as the king’s personal failure before God.  What was clear was old Lang's point Edward’s relationship with a twice-divorced woman disqualified him morally and spiritually from being king which many critics within the church thought a bleak approach to a clergyman’s pastoral role.  In a sermon from the pulpit to the faithful it might have gone down well but as a national address, the tone was misplaced.  In self-imposed exile, privately Edward privately described the broadcast as “a vile and vindictive attack” and in his ghost-written memoirs (A King's Story (1951)), he accused the archbishop of “cruelty”.

Remembered also from the broadcast’s aftermath was a satirical verse printed in Punch by the novelist Gerald Bullett (1893–1958 (who published also under the pseudonym Sebastian Fox)).  Bullet’s included the words “how full of cant you are!”, using “cant” in the sense of “to speak in a manner speak in a hypocritical or insincere), an allusion to Lang signing his documents : “Cosmo Cantuar” (Cantuar the abbreviation for Cantuarium (Latin for Canterbury)):

“My Lord Archbishop, what a scold you are!
And when your man is down, how bold you are!
Of Christian charity how scant you are!
And, auld Lang swine, how full of cant you are!”