Cannon

Cannon (pronounced kan-uhn)

(1) In ordnance, heavy artillery: a mounted gun for firing heavy projectiles; a gun, howitzer, or mortar,

(2) In machinery, a heavy tube or drum, especially one that can rotate freely on the shaft by which it is supported (also known as a quill).

(3) In armor, a cylindrical or semi-cylindrical piece of plate armor for the upper arm or forearm; a vambrace or rerebrace (the avant-bras in French and sometimes known as lower cannons in the Middle Ages).

(4) In saddlery, as cannon bit or canon bit, the part of a bit in the horse's mouth.

(5) In the design of bells, the metal loop at the top of a bell, from which it is hung.

(6) In zoology, as the cannon bone or the part of the leg in which the cannon bone is located.

(7) In billiards, a British term for a carom (a shot in which the cue ball is caused to contact one object ball after another); the points scored by this; a rebound or bouncing back, as of a ball off a wall.

(8) In underworld slang, a pickpocket (archaic).

1375–1425: From the late Middle English canon, from the earlier Anglo-Latin and Anglo-French canon, from the Italian cannone (large-tube barrel), the construct being cann(a) (tube) + -one (the augmentative suffix).  The Ancient Greek κάννα (kánna) (reed) was from the Akkadian qanû (reed), from the Sumerian gi.na; a doublet of canyon.  The original meaning was an "artillery piece, mounted gun for throwing projectiles by force of gunpowder" the spelling canon in a variety of languages all from the Italian cannone, augmentative of the Latin canna but the use of the double -n- spelling didn’t emerge until circa 1800.  Cannon is a noun and the plural is cannons but, in military use, when speaking of cannons collectively (especially when assembled in a battery), cannon is often used.

The artillery piece revolutionised warfare, the famous walls which for centuries had protected Constantinople were breached soon after cannon were first deployed and the city fell.  The weapon also influenced language.  Cannon fodder, first noted in 1847, describes the infantry or cavalry deployed against cannon-fire and exists in German as kanonenfutter, echoing William Shakespeare's (1564–1616) “food for gun powder” speech in Henry IV, Part 1 (circa 1596), Act 4 Scene 2) where Falstaff dismisses concern for his soldiers by saying they’re “good enough to toss; food for powder, food for powder. They’ll fill a pit as well as better”.  Cannon-shot (distance a cannon will throw a ball) is from the 1570s and was an important measure in admiralty and (embryonic) international law, the old three-mile (and the later twelve-mile) maritime limits of national borders reflect the range of shore-based cannons at various times.  It was used also from the 1590s to describe the iron-ball fired from a weapon but this by the 1660s came to be replaced by cannon-ball.  A cannonade (a continued discharge of artillery) is from the 1650s as a noun and as a verb (attack with artillery), a decade later.  The contemporary French was cannonade and the Italian cannonata, the related forms being cannonaded and cannonading.  Cannonade was exclusively a army term which was later replace by barrage; the Admiralty always preferred broadside.

The figurative “loose cannon” seems to have be popularised from its appearance in Victor Hugo's (1802–1885) late Ninety Three (1874) to describe someone “wildly irresponsible, unpredictable or freed from usual restraint", based on the literal sense of dread sailors on old warships felt when a cannon already primed to fire became detached from its mounts and began rolling about the deck.  When a loose cannon discharges, bloody carnage can ensue. 

Naval Cannons

USS Iowa firing nine-gun broadside in an August 1984 test-firing during the sea-trials conducted after being recommissioned as part of the military build-up ordered during Ronald Reagan's (1911-2004, US president 1981-1989) first term.

The US Navy’s four Iowa-class battleships, Iowa, Missouri, Wisconsin & New Jersey (the commissioned Illinois and Kentucky were never launched because of the changing nature of naval warfare) were the last battleships used in US fleets, all other dreadnoughts & super-dreadnoughts decommissioned by 1947 and when finally retired, they had for three decades been the last battleships afloat.  Noted for their longevity, their service variously lasting (including periods in reserve) from 1943 until 1992, they’re among the best-remembered battleships but they were neither the biggest (and certainly not the widest, the beam at around 108 feet (33 m) dictated by the need to pass through the Panama Canal) nor the most heavily gunned.  The Iowas were built with nine 16 inch (406 mm) naval cannons in three 3-gun turrets and could fire both high explosive and armour-piercing shells around 23 nautical miles (27.6 miles; 44.5 km).  A novel later innovation was an adaptation of the W19 nuclear artillery shell was adapted to suit the 16-inch bore.  With a yield of 15 to 20 kilotons of TNT (roughly the same as the A-bomb used against Nagasaki), they remain the world's largest nuclear artillery although, because of the Pentagon’s policy of refusing to confirm or deny the presence of nuclear weaponry aboard its ships, it’s unknown if any of the shells were ever carried while the ships were in active service.  Like the US Marine Corps (USMC), the navy was never much enthused at the prospect of nuclear weapons being carried by the surface fleet, regarding the weapons as ideally suited to submarines.  The entire US nuclear artillery inventory was later decommissioned and (officially) dismantled.

Yamato, 1944.

The Imperial Japanese Navy’s Yamato-class battleships, Yamato and Musashi, in service between 1942-1945, were bigger and heavier than the Iowas and also used bigger cannons, each having nine 18.1 inch (460 mm) guns in three triple turrets with a shell-range of 26 miles (42 km).  The big guns had been considered for the Iowas during the design process but were sacrificed as part of the speed/range/armour/firepower compromise which naval architects have to apply to every warship.  Interestingly, for a variety of reasons, even the Iowa's never-built successors (the Montana-class), maintained the 16-inch armament, designed around twelve cannons arrayed in four 3-gun turrets.

German conceptual H-45 battleship.

Before reality bit hard, Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) left physics to the engineers and wasn't too bothered by economics.  After being disappointed the proposals the successors to the Bismarck-class ships would have their main armament increased only from eight 15-inch (380 mm) to eight 16 inch cannons, he ordered OKM (Oberkommando der Marine; the Naval High Command) to design bigger ships.  That directive emerged as the ambitious Plan Z which would have demanded so much steel, essentially nothing else in the Reich could have been built.  Although not one vessel in Plan Z ever left the slipway (the facilities even to lay down the keels non-existent), such a fleet would have been impressive, the largest (the H-44) fitted with eight 20-inch (508 mm) cannons.  Even more to the Führer’s liking was the concept of the H-45, equipped with eight 31.5 inch (800 mm) Gustav siege guns.  However, although he never lost faith in the key to success on the battlefield being bigger and bigger tanks, the experience of surface warfare at sea convinced Hitler the days of the big ships were over and he would even try to persuade the navy to retire all their capital ships and devote more resources to the submarines which, as late as 1945, he hoped might still prolong the war.  Had he imposed such priorities in 1937-1938 so the German Navy could have entered World War II (1939-1945) with the ability permanently to have 100 submarines engaged in high-seas raiding rather than barely a dozen, the early course of the war might radically have been different.

Balaclava

Balaclava (pronounced bal-uh-klah-vuh)

(1) A close-fitting, knitted cap that covers the head, neck, and tops of the shoulders, worn especially by mountain climbers, soldiers, skiers and others who operate in cold climates.

(2) A fire-resistant had covering in the style of the traditional balaclava but made of treated material.

1880-1885; named after Balaklava, a village near Sebastopol, Russia, site of a battle on 25 October 1854, during the Crimean War (1853-1856).  However, the term describing the headwear does not appear before 1881 and seems to have come into widespread use only during the Boer War, some half a century after the battle.  The name Balaklava often is thought to be of Turkish origin, but is perhaps folk-etymologized from the Greek original, Palakion.

The Charge of the Light Brigade

The Charge of the Light Brigade was a classic, knee-to-knee cavalry charge by the British Army against Russian forces during the Battle of Balaclava on 25 October 1854, during the Crimean War.  The battle, of which the charge is remembered as the great set-piece event, was a component of the Siege of Sevastopol (1854–1855), maintained in an attempt to capture the port and fortress of Sevastopol, Russia's main naval base on the Black Sea.  Sevastopol was (and remains) the largest city in the Crimean Peninsula which today is recognized internationally as part of Ukraine (except by Moscow which in 2014 annexed the peninsula). The strategic purpose of the charge was to prevent the Russian army removing captured guns from overrun Turkish positions but, because of failures in communications, the Light Brigade was instead sent on a frontal assault against a different artillery battery, one well-prepared and enjoying a textbook field of defensive fire.  Despite coming under heavy fire, the charge did reach the battery and scattered some of the gunners but the brigade was badly mauled and compelled almost immediately to retreat.  Causalities were heavy, some 300 of the 650-odd strong formation including 118 killed.  It prompted the famous comment from the French Marshal Pierre Bosquet (1810-1861): C'est magnifique, mais ce n'est pas la guerre.  C'est de la folie (It is magnificent, but it is not war.  It is madness.)

In many courses in organizational management, the events which led to the charge being ordered are used as a case-study in the breakdown of communications systems and how such processes should be designed to include failsafes.  Long regarded as a military failure, in recent decades, there’s been a body of literature by military historians suggesting the charge was a key incident in helping Britain to secure ultimate victory in the Crimea.  It's not a universally accepted view but it's certainly true many battles in the world wars of the twentieth century achieved less at greater cost.

The Charge of the Light Brigade (1854) by Alfred, Lord Tennyson (1809-1892)

Half a league, half a league,
Half a league onward, 
All in the valley of Death 
Rode the six hundred. 
“Forward, the Light Brigade! 
Charge for the guns!” he said: 
Into the valley of Death 
Rode the six hundred. 
 
“Forward, the Light Brigade!” 
Was there a man dismay’d?   
Not tho’ the soldier knew 
Some one had blunder’d: 
Theirs not to make reply, 
Theirs not to reason why, 
Theirs but to do and die:    
Into the valley of Death 
Rode the six hundred. 
 
Cannon to right of them, 
Cannon to left of them, 
Cannon in front of them   
Volley’d and thunder’d; 
Storm’d at with shot and shell, 
Boldly they rode and well, 
Into the jaws of Death, 
Into the mouth of Hell   
Rode the six hundred. 
 
Flash’d all their sabres bare, 
Flash’d as they turn’d in air 
Sabring the gunners there, 
Charging an army, while  
All the world wonder’d: 
Plunged in the battery-smoke 
Right thro’ the line they broke; 
Cossack and Russian 
Reel’d from the sabre-stroke    
Shatter’d and sunder’d. 
Then they rode back, but not 
Not the six hundred. 
 
Cannon to right of them, 
Cannon to left of them,     
Cannon behind them 
Volley’d and thunder’d; 
Storm’d at with shot and shell, 
While horse and hero fell, 
They that had fought so well   
Came thro’ the jaws of Death, 
Back from the mouth of Hell, 
All that was left of them, 
Left of six hundred. 
 
When can their glory fade?    
O the wild charge they made! 
All the world wonder’d. 
Honor the charge they made! 
Honor the Light Brigade, 
Noble six hundred!

Balaclavas are usually worn for warmth.

Balaclavas (some lightweight versions of which are usually called ski masks) are a type of (often knitted) cloth headgear which expose only part of the face, usually the eyes, mouth and sometimes the nostrils, thus protecting most of the skin’s surface area.  The more elaborate versions are adjustable and some can be rolled to become a hat or worn around the neck.  Although associated with use during the Crimean War, such garments had long existed and it was only contemporary publicity which led to the name being linked.  The war in Crimea coincided with the advent of convenient, portable cameras and large volumes of photographs produced, making it the first large-scale conflict thus documented.  The military at the time didn't appreciate the implications of journalists and photographers being able freely to report from battle zones and not for some time was it realized just how much intelligence the Russians were able to obtain simply be reading the London newspapers.  It was in some of these early images that the headwear first attracted attention although it wasn’t until the 1880s that "balaclava" (and “balaclava helmet”) came into use and it became a common term only early in the twentieth century, the popularity thought to have been encouraged by the widely published photographs of the polar expeditions to which were a feature of late Victorian explorations.

For warmth, British troops wore knitted woolen versions of the headwear, which, early in the war were all handmade, knitted either on the spot (a kind of on-board cottage industry emerging on Royal Navy ships anchored nearby, knitting a commonly held skill of sailors) or sent from home in response to sketches sent in letters.  Later, knitwear companies would enter the market but the need existed only because poor planning and an under-estimation of the duration of the conflict meant most cold weather supplies never reached the troops.  The Crimean War was a shock to the British Army which, organizationally, was little changed from the Battle of Waterloo (1815), two generations earlier and the findings of subsequent boards of inquiry resulted in worthwhile, if still inadequate, reforms.  It was a not uncommon aspect of many colonial wars and exactly the same situation which confronted the Wehrmacht (the German armed forces, 1935-1945) in late 1941 when the harsh Russian winter arrived with the German advance still in open country, far from its objectives.  Balaclava are most associated with protecting the face from the cold but relatively thin, lightweight versions versions made with fibres chemically treated to be fire-resistant are used in motor-racing (FIA 8856-2018 standard) and other fields where exposure to flame is an occupational hazard.  They’re used also by both sides of the crime business to conceal identity; by criminals in an attempt to avoid detection and by those in law enforcement to protect themselves and their families from retribution.

Not all that appears on the catwalk catches on.  Knitted balaclavas were a thing in some collections at fashion shows in 2018 but, not unexpectedly, a high-street trend didn’t follow.

PopSugar's distribution of Lindsay Lohan's "Masked Shoot" for Marc Ecko's (b 1972) Fall 2010 campaign, undertaken during blonde phase and including balaclavas, August 2010.

Gundeck

Gundeck (pronounced guhn-dek)

(1) Historically, on warships of the sail era, any deck (other than the weather deck) having cannons in permanent place from end to end.

(2) As gundecking, navy slang for falsifying records (now used also in merchant and other commercial shipping) and a synonym of “pencil whip” (to falsify records to convey the impression tasks have been completed).

1670–1680: The construct was gun + deck. Gun (in this context) was from the mid-fourteenth century Middle English gunne & gonne (an engine of war that throws rocks, arrows or other missiles from a tube by the force of explosive powder or other substance), from the “Lady Gunilda”, a very big crossbow with a powerful shot, the second element of the term from the Old Norse.  Originally restricted to the largest of projectile-launchers, “gun” was later applied to all firearms, pistols beginning to be described thus from circa 1745 although the military resisted the spread, preferring to restrict “gun” to mounted cannons, especially the big, long-barrelled (almost always big-bore) devices used with high velocity and long trajectory shells.  Hence the phrase “great guns” (used by both the army & navy) which were distinguished from small arms (muskets, pistols, rifles) and most western militaries still insist pistols are “side arms” rather than guns.  The idiomatic uses seem all to be modern: The use to describe a “thief or rascal: dates from 1858, the phrase “jumping the gun” was US English from 1812 which referenced a sporting competitor anticipating the starter’s pistol and “guns” to mean “a woman’s breasts” is said to be from as recently as 2006, the coining presumably because it was felt there weren’t a sufficient number of slang terms to use in anatomical tribute.  The origin of “son of a gun” is contested.  One theory suggests it dates from the eighteenth century when women sometimes accompanied sailors on long voyages, giving (as seems inevitable) birth on board, the most convenient place being the space between the cannons on the gundeck.  Such a child would therefore be called a “son of a gun” although this doesn’t account for the girls, the explanation for that perhaps as simple as “daughter of a gun” not so effortlessly rolling of the tongue.  There is no documentary evidence to support this and most etymologists appear to suggest the phrase was merely a euphemism for the vulgar “son of a bitch”.  Best of all however was the US Civil War (1861-1865) era story which in which “son of a gun” was used to explain a young lady’s otherwise inexplicable pregnancy by claiming a fired musket ball had passed through a man’s testicle before lodging in her ovaries.  There has never been any medical support for the theory but it’s not impossible the explanation was accepted (if not actually believed), south of the Mason-Dixon Line.

The construct of the name Gunnhildr (of which there are many variations) was the Old Norse gunnr (battle, war), from the primitive Indo-European gwhen- (to strike, kill) + hildr (battle), which technically creates a pleonasm but the duplication may be related to the wish to emphasise the size of the weapon.  The linguistic technique is noted in other languages such as that of the Darkinjung people (the original inhabitants of a part of costal New South Wales (NSW), Australia) in which the word for “water, pond etc” was woy and their name for a large body of water was woy woy (which endures as the name of the town Woy Woy, situated next to a deep tidal channel).  In a military context, the woman's name meant “battle maid”, some of the variations (Hilda, Gunilda, Gunhild, Gunhilda, Gunnhildr et al) familiar from Wagnerian interpretations.  Another Middle English adaptation of the women’s name Gunilda was gonnilde (cannon) and it appears also in a military stocktake (written in Anglo-Latin), a munitions inventory of Windsor Castle dating from 1330: “... una magna balista de cornu quae Domina Gunilda ...”  In the usual military manner, ancillary pieces picked up names associated with their primary device, hence the early fourteenth century gonnilde gnoste (spark or flame used to fire a cannon).  Something which might provide some insight into the (male) military mind is the frequency with which women’s names were used of the most extraordinarily powerful artillery pieces (Mons Meg, Big Bertha, Brown Bess et al).  The other influence on the development of the word may have been the Old French engon, a dialectal variant of engin (engine), the word engine’s original meaning better understood as something like “machine” or “constructed device”.

Deck (in this context) was from the mid-fifteenth century Middle English dekke (covering extending from side to side over part of a ship), from a nautical use of the Middle Dutch dec & decke (roof, covering), from the Middle Dutch decken, from the Old Dutch thecken, from the Proto-West Germanic þakkjan, from the Proto-Germanic þakjaną and related to the German Decke (covering, blanket) and the Proto-Germanic thakam (source also of the noun thatch), from the primitive Indo-European root steg & teg- (to cover).  It was thus a doublet of thatch and thack.  In English, the sense was soon extended by the Admiralty from “covering” to “platform of a ship” and the apparently mysterious use from the 1590s meaning “the pack of playing cards necessary to play a game” may have been an allusion to the cards being stacked like the decks of a big ship.  In audio engineering, the tape deck was first documented in 1949, apparently a reference to the flat surface of the old reel-to-reel tape recorders.  Dating from 1844, the deck chair gained its name from their well-publicized use on ocean liners.  The phrase “on deck” was an old admiralty term (famously “all hands on deck”) meaning “ready for action or duty” and by the 1740s it had entered general (non-nautical) use, in the US by 1867 entering the lexicon of baseball in the sense of “a batter waiting a turn at the plate”  The phrase “clear the desks” is now used in many contexts (and a favourite in corporate jargon) but originally was an instruction during a sea-battle to remove from the deck of a ship the wreckage of the engagement (downs masts, sails & spars, the dead and injured etc) which might interfere with a renewal of action.  Perhaps surprisingly, it’s documented only since 1852 but was likely to have been in use at sea for generations and it may be a variation of the French débarasser le pont. (clear the bridge).

Ships of the line

HMS Victory’s 32 Pounders on the Lower Gundeck.

Over time, warships evolved from two or three masted galleons into big, multi-decked affairs, the largest of which (those which would evolve into the dreadnoughts and the successor battleships of the twentieth century) were known as “ships of the line” which would form the backbone of the Western world’s great navies between the seventeen and nineteenth centuries before they gave way to the steam-power.  The idea of the “ship of the line” and the gundeck were intertwined because naval combat evolved into a fighting formation called the “line of battle” in which the opposing fleets manoeuvred to form lines so the guns could be fired in broadside (a simultaneous discharge of all the guns arrayed on one side of a ship).  Physics dictated the advantage in battle lay with the biggest ships with the biggest guns, thus the appearance of ships of the line with two, three or even four gundecks.  Of course, as decks with heavy guns were added, the centre of gravity rose and the need to find the optimal compromise balancing speed, stability and firepower preoccupied naval architects.

Model of HMS Royal William (1719), built as a First Rate (100 gun) triple-gundecked ship of the line, it only ever saw active service as a second and third rate ship.

By the turn of the eighteenth century, the definitive shape of a ship of the line had emerged.  The galleons protruding aft superstructure had been abandoned and they could displace as much as 2000 tons and be 200 feet (60 m) in length with crews of 500-800 sailors.  The cannons were arrayed along the (typically) three gundecks, the 30-odd heaviest guns (32-48 lb) on the lower gundeck, a similar number of 20-24 pounders in the middle with 24-30 12 pounders on the upper, the allocation reflecting the naval architects’ concerns with weight distribution.  The Royal Navy, rated it ships of the line according to firepower, the categories being third rate (up to 70 guns), second rate (70-100 guns) & first rate (over 100 guns) but the admirals were also realists, Lord Nelson (1758-1805) reckoning that on shore, a 12-gun fort could hold its own against a 100 gun ship of the line, a lesson which had apparently been forgotten when in 1915 some pre-dreadnoughts were sent to bombard the fortifications on the Gallipoli Peninsular when an unsuccessful attempt was made to force the straits of the Dardanelles and take Constantinople.

Gundecking

The term “gundecking” was naval slang for the falsification of records (and a synonym of “pencil whip”).  The origin of the tem is speculative but the most plausible explanation is said to relate to midshipmen (the lowest rung of the navy’s commissioned ranks) on the gundeck performing their celestial navigation tasks which (three time a day), were used to determine a ship's position using the morning star sights, the noon sun line, and the evening star sights.  However, not all midshipmen were as diligent as their captain would have hoped and rather than completing the dreary business of computing from fresh observations, simply reckoned the position on the basis of the speed and direction earlier recorded by their more contentious shipmates.  In other words, they made an educated guess and wrote down what they thought the numbers should be.  The term gundecking is now used to indicate the falsification of documentation in order to avoid doing the work required and in commercial shipping, the word is heard in cases which come before the courts.  There are stringent regulations which restrict how ships may process their bilge water (a truly disgusting mix of oil, water and sewerage) and on cruise ships with thousands of passengers there’s a lot of it and it’s an expensive business, ships’ engineers required to maintain hourly records of the purification processes prior to discharge into the open sea.  Because it costs a fraction as much to falsify the records and simply discharge the untreated bilge, some are tempted to “gundeck” the books and just open the valves on what is known as a “magic pipe” which is a straight line from bilge to ocean.  Fines in the order or US$40 million have been imposed so the costs of gundecking can be high.

Lindsay Lohan on community service, armed with a pair of ratchet loppers, gardening, Brooklyn Women's Shelter, New York City, 2015.

In 2015, a Superior Court judge in Los Angeles found Lindsay Lohan had been doing a bit of gundecking in recording as “community service” the hours spent working with the charity group Community Service Volunteers (CSV) during the time she was in London appearing in a West End production of David Mamet's (b 1947) Speed-the-Plow (1988).  Some of the hours claimed were absorbed lobbying the US insurance company Esurance to donate US$10,000 (£6,440) to the CSV although a statement issued by CSV confirmed Ms Lohan had volunteered on the organisation's “Positive Futures” project, which works with teenagers in Hackney, adding “She has built strong relationships with the young volunteers she has worked with on the scheme.”  The community service order dates from traffic offences in 2012 and the judge found some of her activities in London, including “meeting & greeting” fans didn’t qualify as “community service” and ordered the gundecked hours be annulled with a further 125 hours to be performed.

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.

(5) In aviation, on aircraft with fixed under-carriages, 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.  They days, they're seen only in places like the Royal Enclosure at Ascot or smart weddings 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.

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 W125 Rekordwagen

2 1937 Mercedes-Benz 540K Autobahn-kurier

3 1937 Auto-Union Type C Stromlinie

4 1939 Mercedes-Benz W154 Rekordwagen

5 1939 Mercedes-Benz T-80

6 1940 Mercedes-Benz 770K Cabriolet B

9 1970 Porsche 917 LH

8 1988 Jaguar Jaguar XJR9

Pioneered by Mercedes-Benz and Auto-Union during the 1930s when the factory racing programmes were being subsidized by the Nazi regime as a national prestige project, spats were used on the specially tuned cars used for land-speed record attempts though not on the circuits where the air-flow was needed for brake cooling.  The use on the road cars was sometimes an overt allusion to the quest for aerodynamic efficiency such as those added to the streamlined 540K Autobahn-kurier (highway cruiser) but their use on big machines like the 770K was simply as a styling tool.  The highest evolution of the 1930’s theme was the aero-engined T-80, intended to lay siege to the world Land-Speed Record (LSR).  Powered by a 3,500 hp (2,600 kW), 44.5 litre (2,716 cubic inch) Daimler-Benz DB 603 inverted V12 (most of which were supplied to the Luftwaffe), calculations (all then by slide-rule) suggested it should reach 750 km/h (466 mph) on a 10 kilometre (6 mile) stretch of the Autobahn, closed to other traffic for the occasion.  Scheduled for January 1940, the outbreak of war meant the T-80 never ran.  In the years since, partial or complete spats have often been used on high-speed vehicles in competition.

1970 Chaparral 2J. 

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.

Carpet

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