Frock

Frock (pronounced frok)

(1) A gown or dress worn by a female, consisting of a skirt and a cover for the upper body.

(2) A loose outer garment worn by peasants and workers; a smock.

(3) A coarse outer garment with large sleeves, worn by monks in some religious orders; a habit.

(4) In naval use, a sailor's jersey.

(5) In military use, an undress regimental coat (now less common).

(6) To clothe (somebody) in a frock.

(7) To make (somebody) a cleric (to invest with priestly or clerical office).

(8) In US military use, to grant to an officer the right to the title and uniform of a rank before the formal appointment is conferred.

1300–1350: From the Middle English frok, frokke and froke and twelfth century Old French froc (a monk’s habit; clothing, dress), from the Frankish hrok and thought probably related to the Old Saxon and Old High German hroc (mantle, coat) which appears to have spawned the Old Norse rokkr, the Old English rocc, and Old Frisian rokk.  Most etymologists seem to think it’s most likely all ultimately derived from the primitive rug or krek (to spin or weave); the alternative view suggests a link with the Medieval Latin hrocus, roccus and rocus (all of which described types of coats) which they speculate was the source of the Old French from, again from the Old Frankish hroc and hrok (skirt, dress, robe), from the Proto-Germanic hrukkaz (robe, jacket, skirt, tunic).  That does seem at least plausible given the existence of the Old High German hroch and roch (skirt, dress, cowl), the German rock (skirt, coat), the Saterland Frisian Rok (skirt), the Dutch rok (skirt, petticoat), the Old English rocc (an over-garment, tunic, rochet), the Old Norse rokkr (skirt, jacket) and Danish rok (garment).  Another alternative (more speculative still) traces it from the Medieval Latin floccus, from the Classical Latin floccus (flock of wool).  The meaning "outer garment for women or children" was from the 1530s while frock-coat (also as frock-cost & frockcoat) dates from the 1820s, the garment itself fading from fashion a century later although revivals have been attempted every few decades, aimed at a rather dandified market ignored by most.  Frock & frocking are nouns & verbs, frocked is a verb and frockless, frocklike & frockish are adjectives; the noun plural is frocks.

Frocks and Brass Hats

The phrase “frocks and brass hats” was coined in the years immediately following World War I (1914—1918) in reaction to the large volume of memoirs, autobiographies and histories published by some of the leading politicians and military leaders involved in the conflict, the phrase derived from (1) the almost universal habit of statesmen of the age wearing frock coats and (2) the hats of senior military personnel being adorned with gold braid, emulating the physical polished brass of earlier times.  Many of the books were polemics, the soldiers and politicians writing critiques of the wartime conduct of each other.  Politicians no longer wear frock coats and although some of the hats of military top brass still feature a bit of braid, it’s now less often seen.  However, the term persists although of late, academics studying institutional conflict in government have extended it to “frock coats, mandarins and brass hats”, reflecting the increase in importance of the part played by public servants, especially the military bureaucracy, in such matters.  So structurally, the internecine squabbles within the creature of the state have changed, the most obvious causes the twin threads of (1) the politicization of the upper reaches of the public service and (2) the creation of so many organs of government as corporate entities which enable the frocks (the politicians) to distance themselves from unpalatable policies and decisions by asserting (when it suits them), the “independence” of such bodies.  Of course, such functionaries will find their “independence” counts for little if the frocks start to feel the heat; then brutally the axe will fall, just as it did on some of the Great War generals.

Men in frock coats: The “Big Four” at the Paris Peace Conference (1919-1920), outside the Foreign Ministry headquarters, Quai d'Orsay, Paris.  Left to right: David Lloyd George (1863–1945; UK prime-minister 1916-1922), Vittorio Orlando (1860–1952; Italian prime minister 1917-1919), Georges Clemenceau (1841–1929; French prime minister 1906-1909 & 1917-1920) and Woodrow Wilson (1856–1924; US president 1913-1921).

At the time, nothing quite like or on the scale of the Paris Peace Conference had ever been staged.  Only Orlando anticipated the future of fashion by preferring a lounge suit to a frock coat but he would be disappointed by the outcome of the conference, leaving early and to his dying day content his signature never appeared on the treaty’s final declaration, a document he regarded as flawed.  Not even John Kennedy (JFK, 1917–1963; US president 1961-1963) or Barack Obama (b 1961; US president 2009-2017) on their tours of European capitals received anything like the adulation Wilson enjoyed when he arrived in Paris in 1919.  His successors however were there more as pop-culture figures whereas Wilson was seen a harbinger of a "lasting peace", a thing of much significance to the French after four years of slaughter.  Ultimately Wilson's hopes would be dashed (in the US Senate as well as at the Quai d'Orsay's conference table) although, historians will likely continue to conclude his Nobel Peace Prize (1919) was more deserved than the one awarded to Obama (apparently on the basis he wasn't George W Bush (George XLIII, b 1946; US president 2001-2009)).  Lloyd George's ambitions in 1919 were more tempered by realism and he too regarded the terms of final document as a mistake, prophesying that because of the punitive terms imposed on the defeated Germany: “We shall have to fight another war again in 25 years' time.”  In that, he was correct, even if the expected wait was a little optimistic.  Only Clemenceau had reasons to be satisfied with what was achieved although, has his instincts been allowed to prevail, the terms of the Treaty of Versailles (1920) would have been more onerous still.  It was the Englishman Eric Geddes (1875–1937; First Lord of the Admiralty (the civilian head of the Royal Navy) 1917-1919) who coined the phrase "...squeeze the German lemon until the pips squeak." but it's doubtful that sentiment was ever far from Clemenceau's thoughts.

Lindsay Lohan in a nice frock.  V Magazine Black & White Ball, New York City, September 2011.

In idiomatic use, “frock” has proved as serviceable as the garment.  A “frock flick” is a film or television production noted for the elaborate costuming and most associated with costume dramas (typically sixteenth-nineteenth centuries) in which the frocks of the rich are depicted as big & extravagant.  To “frock up” is used by young women to describe “dressing-up” for some event or occasion and in the (male) gay community to refer either to much the same thing or cross-dressing.  A “cock in a frock” (“cocks in frocks” the collective) is a type of trans-woman (one without the relevant medical modification) and what used to be called a transvestite (a once technical term from psychiatry now (like “tranny”) thought derogatory except in historic use).  A “smock frock” was a garment of coarse, durable material which was worn over other clothing and most associated with agricultural and process workers (and usually referred to either as “smock” or “frock”.  In fashion there’s the “sun frock” (one of lightweight material which exposes more than the usual surface area of skin, often in a strappy or strapless style.  A “housefrock” was a piece of everyday wear form women which was self-explanatory: a simple, practical frock to be worn “around the house” and well suited to wear while performing “housework”.  “Underfrock” was a now archaic term for a slip or petticoat.  The A coat with long skirts, worn by men, now only on formal occasions.  The “frock coat” (also listed by some as the “Prince Albert coat”) is characterized by a knee-length skirt cut all around the base, ending just above the knee.  Among the middle & upper classes, it was popular during the Victorian and Edwardian eras (1830s–1910s) although they were widely into the 1920s.  Although some fashion houses may have had lines with detail differences, there was really no difference between a “cocktail dress” and a “cocktail frock” except the latter seems now to be used only humorously.

Variations on the theme of the cocktail dress: Lindsay Lohan in vintage Herve Leger at Arrivals For Cartier’s Declare Your Love Day VIP cocktail reception, Cartier Store, New York, June 2006 (left) and in black Dion Lee cocktail dress with illusion panels and an off-the-shoulder silhouette, January 2013 (right).

A cocktail dress does however differ from a cocktail gown because they straddle the gap between daywear and ball gowns.  Intended to be worn at formal or semi-formal occasions (classically of course, the “cocktail party”) including wedding receptions or dinner parties, they’re typically shorter in length than a gown, the hemline falling somewhere between just above the knee to mid-calf.  There’s no exact template for a cocktail dress but they should be identifiable by their simplicity and elegance, thus the utility of their versatility.  While not exactly post-modern, they appear in many fabrics and just about any style including empire, bandage, A-line or sack, featuring a range of necklines, sleeve lengths, and embellishments.  Historically, befitting the sophistication once associated with the cocktail party, the dresses were characterized by modesty and severity of line, the classic motif the tailored silhouette, relatively uncluttered by details.  Vogue magazine labeled the accessories (shoes, jewelery, a clutch and sometimes a wrap) the “cocktail dress ensemble” but in recent decades there’s been a rise in stylistic promiscuity and some discordant elements have intruded.

Men of the frock: Cardinal George Pell (1941-2023; left) and Benedict XVI (1927–2022; pope 2005-2013, pope emeritus 2013-2022; right) at an inter-faith meeting in Sydney, Australia, July 2008.

A “man of the frock” is a clergyman of some description (almost always of some Christian denomination) and the apparent anomaly of nuns never being described as “women of the frock” (despite always wearing something at least frock-like) is explained presumably by all women once being assumed to wear frocks.  To “defrock” (literally “to divest of a frock”) is in figurative use used widely to mean “formally to remove the rights and authority of a member of the clergy” and by extension this is casually applied also to “struck-off” physicians, lawyers etc.  “Disfrock” & “unfrock” are used as synonyms of “defrock” but none actually appear in Roman Catholic canon law, the correct term being “laicization” (ie “returned to the laity).  Despite the popular impression, the Vatican has revealed most acts of laicization are pursuant to the request of the priest and performed because they feel, for whatever reason, unable to continue in holy orders (ex priests marrying ex-nuns a thing and there must be some theological debate around whether they’ve been “brought together by God” or “tempted by the Devil”).  Defrock dates from the 1580s in the sense of “deprive of priestly garb” and was from the fifteenth century French défroquer, the construct being from de- (used her as a negative prefix) + froque (frock) and familiar also as the verb “defrocked”.  The modern English verb “frock” (supply with a frock) seems to have come into use only in the 1820s and was either a back-formation from defrock or an evolution from the noun.  The verb was picked up by the military and “to frock” is used also as a jocular form of “to dress”.

Roadster

Roadster (pronounced rohd-ster)

(1) An early automobile having an open body, a single seat for two or three persons, and a large trunk or a rumble seat.

(2) A horse for riding or driving on the road (archaic).

(3) A two-seater, convertible sports car.

(4) A sea-going vessel riding at anchor in a road or bay.

(5) In coastal navigation, a clumsy vessel that works its way from one anchorage to another by means of the tides.

(6) A bicycle, or tricycle, adapted for common roads, rather than for the racing track, usually of classic style and steel-framed construction (archaic).

(7) Slang for one who drives much or one who lives along the road (UK (8) archaic).

(8) Slang for a hunter who keeps to the roads instead of following the hounds across country (archaic).

(9) The pre-modern class of racing car most associated with the classic era of the Indianapolis 500 (1952-1964).

1735–1745: A compound word, road + -ster.  Road was from the Middle English rode & rade (ride, journey) from the Old English rād (riding, hostile incursion) from the Proto-Germanic raidō (a ride), from the primitive Indo-European reydh (to ride). It was cognate with raid, a doublet acquired from the Scots, and the West Frisian reed (paved trail/road, driveway).  The –ster suffix is applied to someone (or something) associated with an act or characteristic, or does something specified.  It’s from the Middle English –ster & -estere from the Old English -estre (-ster, the feminine agent suffix), from the Proto-Germanic –istrijǭ &, -astrijǭ from the primitive Indo-European -is-ter- (suffix).  It was cognate with the Old High German -astria, the Middle Low German –ester and the Dutch -ster.  Roadster is a noun; the noun plural is roadsters.

Roadsters, gullwings and courtesans

1920 Stutz Bearcat, the classic American roadster of the early inter-war years.  Such was its allure, it was (apocryphally) claimed that should anyone die at the wheel of a Stutz Bearcat, they were granted an obituary in the New York Times (NYT).

In the United States of the mid-nineteenth century, a roadster was a horse suitable for travelling and by the early 1900s, the definition had expanded to include bicycles and tricycles.  In 1916, the US Society of Automobile Engineers (SAE) defined a roadster as "an open car seating two or three”, a meaning which endures to this day.  Despite the origins, use was patchy in the US with the word applied to vehicles as diverse as the front-engined USAC (Indy) racing cars of the 1950s, a variety of 1930s convertibles and the custom post-war creations otherwise known as hot-rods.

Two of the 1963 Kurtis Kraft Roadsters which ran at the 1963 Indianapolis 500.  Car 56 (Jim Hurtubise (1932–1989)) qualified 3^rd (150.257 mph (241.815 km/h)) but retired on lap 102 after suffering an oil leak.  Car 75 (Art Malone (1936–2013)) qualified 25^th (148.343 (238.735 km/h)) but retired on lap 18 with clutch failure.

Both Kurtis Kraft Roadsters used the supercharged, double overhead camshaft (DOHC) Novi V8 (167–183 cubic inch (2.7–3.0 litres)) which appeared on the Indy 500 grid between 1941-1966.  The Novi was famous for the howl it produced at full cry but it never achieved its potential because chassis and tyre technology didn’t advance to the point its prodigious power could successfully be handled, the adoption of an all-wheel-drive (AWD) platform (then still referred to as four-wheel-drive (4WD) which now is usually reserved for vehicles which claim some off-road capability) coming too late.  The Novi V8 and is sometimes compared to the 1.5 litre (91 cubic inch) BRM V16, another charismatic, supercharged, small displacement engine with a narrow power band.  The unusual fin on car 75 was an attempt to improve straight-line stability, an approach often used in the era before the implications of down-force fully were understood.

The Indy folklore is the adoption of the term “roadster” to describe the final era of the front-engined cars was the result of an act of subterfuge.  What defined the “Indy Roadster” was the engine and drive shaft being offset from the center-line of the car, something which allowed the driver to sit lower in the chassis thereby optimizing the weight distribution for use on (anti-clockwise) oval tracks.  It was in 1952 quite an innovation and the legend is that whenever there were visitors in their workshop, the Kurtis team covered the chassis with a tarpaulin and if asked, casually dismissed what lay beneath as “just our roadster” (then a common term for a “hot rod”, a hobby which became popular in the post-war years).  The name stuck when the car appeared, the design for a decade the dominant configuration in open-wheel oval racing although the writing was on the wall in 1961 when Jack Brabham (1926–2014) appeared at the brickyard in an under-powered mid-engined Cooper Climax which, although out-paced by the roadsters on the straights, posted competitive times because of its superior speed in the curves.  After that, the end of the roadster era came quickly and by 1965 one could manage to finish only as high as fifth, the last appearance at Indianapolis coming in 1968 when Jim Hurtubise’s Mallard retired after nine laps with a dropped piston (something as serious as it sounds).

1954 Jaguar XK120s: Roadster (open two-seater (OTS) in the UK and certain export markets; left) and Drop Head Coupé (DHC; right).  The roadsters were lighter and intended as dual-purpose vehicles which could be road-registered, driven to circuits and with relatively few changes be immediately competitive in racing.  The DHCs were based on the heavier, more luxuriously trimmed Fixed Head Coupé (FHC) coachwork while the roadsters featured cutaway doors without external handles or side windows and a removable windscreen.  Variations on this pre-war pattern was common in the British and parts of the European industry; even the early Chevrolet Corvettes were true roadsters.  

In pre-war Europe (though less so in the UK where “sports-car” or “open two seater” tended to be preferred), roadsters were often those with most rakish or flamboyant bodies, offered either by the factory or outside coachbuilders.  After the war, the term came to be restricted to what were once known as sports cars, the smaller, lighter and most overtly sporty of the line.  British manufacturers also distinguished, within a line of convertible two-seaters between lightweight roadsters and the more lavishly equipped drop-head coupés (DHC) which had features such a full-doors and side windows, neither always fitted to roadsters.  Interestingly, the early Jaguar XK120s and 140s (1949-1957) were marketed as open two-seaters (OTS) in UK and roadsters in the US, the home market not adopting the export nomenclature until the XK150 in 1958.

300 SL gullwing (1954-1957)

Although the public found them glamorous, the engineers at Mercedes-Benz had never been enamored by the 300 SL’s gullwing doors, regarding them a necessary compromise imposed by the high side-structure of the spaceframe which supported the body.  Indeed, the doors had never been intended for use on road-cars, appearing first on the original (W194) 300SL, ten of which were built to contest sports-car racing in 1952.  The W194 had a good season, the most famous victory a 1-2 finish in the 24 Heures du Mans (24 Hours of Le Mans) and this success, along with the exotic lines, attracted the interest of the factory’s US importer who guaranteed the sale of a thousand coupés, essentially underwriting the profitability of full-scale road-car production.  The sales predictions proved accurate and between 1954-1957, 1400 (W198) 300 SL gullwings were built, some eighty percent of which were delivered to North American buyers.  Curiously, at the time, Mercedes-Benz never publicly disclosed what the abbreviation "SL" stood for.  The assumption had long been it meant Sport Light (Sport Leicht), based presumably on the SSKL of 1929-1931 (Super Sport Kurz (short) Leicht) but the factory documentation for decades used both Sport Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper discovered in the corporate archive confirming the correct name is Super Leicht.

300 SL Roadster (1957-1963)

 

That the sales reached the numbers hoped was good because the gullwing was expensive to produce and a certain volume was required to achieve profitability but by 1956, sales were falling.  At that time the US distributer was suggesting there was greater demand for a convertible so the decision was taken to replace the gullwing with a roadster, production of which began in 1957, lasting until 1963 by which time 1858 had been built.  Now with conventional front-hinged doors made possible by a re-design of the tubular frame, the opportunity was taken also to include some improvements, most notably a more powerful engine and the incorporation of low-pivot swing axles in the rear suspension.  The rear axle changes, lowering the pivot-point to 87mm (3.4 inches) below the differential centre-line did reduce the camber changes which could be extreme if cornering was undertaken in an inexpert manner but the tendency was never entirely overcome.  The swing axles, much criticized in later years, need to be understood in the context of their times, the tyres of the 1950s offering nothing like the grip of more modern rubber although it is remains regrettable the factory didn't, for its high-performance road cars, adopt the de Dion rear suspension it used on both road and competition cars during the 1930s.  Although manageable in expert hands, as the Mercedes-Benz Formula One drivers in 1954-1955 proved, the more predictable de Dion would likely have been better suited to most drivers on the roads.  In fairness, the gullwing’s rear suspension did behave better than many of the more primitive swing-axle systems used by other manufacturers but it needed to given that in any given situation, the Mercedes would likely be travelling a deal faster.  Remarkably, the Mercedes-Benz swing-axle arrangement lasted well into the age of the radial-ply tyre, in volume production until 1972 and used until 1981 on the handful of 600 Grossers built every year.

300 SLS (1957)

Less costly to build than the gullwing, a few hundred 300 SL roadsters were sold annually, the price tag reaching even higher in the stratospheric realm.  Unlike the lighter gullwing, the emphasis shifted from a dual-purpose vehicle suited to both road and track to one that was more of a grand-tourer.  The factory however managed to give the car one last fling at competition.  The SCCA (Sports Car Club of America), tired of the gullwing’s domination in the production sports car category, changed the rules to render it uncompetitive and, as the new roadster hadn’t yet achieved the volume needed to qualify for homologation, Mercedes-Benz built a new model: called the 300 SLS (Super Light Sport), two built to contest the SCCA’s modified production class.  Lighter, more powerful and with a few aerodynamic tweaks, the SLS won the trophy.

Job done, the factory withdrew from circuit racing although private teams would continue to campaign 300 SLs into the 1970s.  The road-going version continued with little visual change until 1963 although the engineering refinements continued as running changes, disk brakes adopted in 1961, the last few dozen built with a lighter aluminum engine block replacing the cast-iron casting.  When retired, it wasn’t replaced, the W113 (pagoda) and their successors (R107) roadsters a different interpretation of the genre.  It would be decades before Mercedes-Benz would again offer anything like the 300 SL.

190 SL (1955-1963)

The reception afforded the 300 SL prompted the US distributor to suggest a lower cost sports car would also be well-received.  The economics of that dictated the exotic features of the gullwing (dry-sump lubrication, the doors, fuel-injection) couldn’t be used so the factory instead grafted attractive roadster coachwork atop a shortened saloon car platform, the pedestrian four-cylinder engine barely more powerful than when found in its prosaic donor.  Still, the 190 SL (W121) looked the part and could be sold for well under half the price of a gullwing though even then it was hardly cheap, costing a third more than a Chevrolet Corvette and by then the Corvette had been transformed into a most estimable roadster with the addition of the new Chevrolet 265 cubic inch (4.3 litre) small-block V8.  Pleasingly profitable, nearly twenty-six thousand 190 SLs were built over an eight-year run beginning in 1955 and there were even plans for a 220 SL, using the 2.2 litre (134 cubic inch) straight-six from the “pontoon” saloon range (W120-121-105-128-180; 1953-1963) which had provided the roadster's platform.  Prototypes were built and testing confirmed they were production-ready but the continuing success of the 190 SL and capacity constraints first postponed and finally doomed the project.  After production ceased in 1962 (none were built in 1963 but the factory listed the final 104 cars as 1963 models), it wouldn’t be until the 1990s that the concept of a smaller roadster (the R170 SLK) to run alongside the (R129) SL was revived although, since the early 1970s, the SL (R107) had simultaneously been available with engines of different sizes and accordingly placed price-points.

190 SL Rennsport, Macau Grand Prix, 1957.

Though never designed with competition in mind, the factory did construct half a dozen higher-performance Rennsport (motor-racing) packages (referred to internally as the 190 SLR), the most important aspect of which was diet, the weight-reduction achieved with aluminium doors, a smaller Perspex windscreen and the deletion of non-essential items such as the soft top, sound insulation, the heater (they're surprisingly weighty devices) and bumpers.  Although never part of a major racing campaign, it did enjoy success including a class win in a sports car event at Morocco and victory in the 1957 Macau Grand Prix.

Last of the Adenauers: 300d (W189, 1957-1962) Cabriolet D (upper) & the "standard" 300d saloon (four-door hardtop).

Although some of its customers during the mid-twentieth-century (notably between 1933-1945) are understandably neglected in their otherwise comprehensive attention to history, Mercedes-Benz has always acknowledged and publicized the drivers and clients of the 1950s.  Their Formula One drivers (especially Juan Manuel Fangio (1911–1995) & Stirling Moss (1929–2020) were honored for decades after their retirements and Konrad Adenauer, the first chancellor of the Federal Republic, was even afforded the unique distinction of being the nickname for the 300 (W186 & W189, 1951-1962), the big limousine of the era which used a substantially similar engine to the 300 SL's unit.  Note that although the top image is of a convertible, it's a "cabriolet" and not a roadster.  According to Mercedes-Benz, a roadster is a two door, two seater convertible although, since the 1960s, the factory has sometimes offered the option of single (transverse) or conventional rear seat for occasional (and sometimes uncomfortable) use.  Small, these seats were really suitable only for very young children and no pretence was made that they make a roadster into a true four-seater, 2+2 the usual (generous) description.  Being Germans, during the 1930s, Daimler-Benz decided there were sufficient detail differences between the coachwork and hood (in the sense of folding roof) assemblies offered and formalized definitions of five distinct flavors of Mercedes-Benz cabriolets.

Fraulein Rosemarie Nitribitt with 190 SL and Joe der Hund.

However, in a fate shared with some of the most valued clients of the three-pointed star between 1933-1945, nor does the factory’s historic literature dwell on someone perhaps the 190SL’s best known owners, Rosemarie Nitribitt (1933-1957).  Fraulein Nitribitt was, by 1957, Frankfurt’s most illustrious (and reputedly most expensive) prostitute, a profession to which she seems to have been drawn by necessity but at which she proved more than proficient and, as the reports of the time attest, there was nothing furtive in the way she practiced her trade.  Something of a celebrity in Frankfurt, the republic’s financial centre, her black roadster became so associated with her business model that the 190SL was at the time often referred to as the “Nitribitt-Mercedes”, her car seen frequently, if briefly, parked in the forecourts of the city’s better hotels.  Unlike the contemporary connection with Herr Adenauer, the factory never acknowledged this nickname.

190 SL sales breakdown

The lives of prostitutes, even the more highly priced, can descend to their conclusion along a Hobbesian path and in 1957, aged twenty-four, she was murdered in her smart apartment, strangled with a silk stocking, the body not found for several days.  Given Fraulein Nitribitt operated at the upper end of the market, her clients tended variously to be rich, famous & powerful and that attracted the raft of inevitable conspiracy theories there had been a cover-up to protect their interests, a rather botched police investigation encouraging such rumors.  The murder remains unsolved.  It has been suggested sales of the 190 SL suffered because of the connection, the little roadster briefly attracting the moniker “whore’s taxi” and indeed, there was a decline in the period.  However, 1956 was the first year of full-production and a second-year drop-off in sales is not unknown, gullwing production for example dropped to 308 in 1956, quite a fall from the 855 achieved the previous year and while, at least in Germany, the association with the dead courtesan may have been off-putting, without qualitative data, one really can’t say.  There was a precipitous decline in 1958 but that was the year of the worst US recession of the post-war boom where most of the drop was booked and sales anyway quickly recovered on both sides of the Atlantic.

Frankfurt police officers examining Helga Matura's 220 SE cabriolet.  Note the jackboots.

In a coincidence of circumstances, a decade later, Fraulein Helga Sofie Matura (1933-1966) was another high-end prostitute murdered in Frankfurt, the weapon this time a stiletto (the stylish shoe rather than the slender blade).  Never subject to the same rumors the Nitribtt case attracted, it too remains unsolved.  In another coincidence, Fraulein Matura’s car was a convertible Mercedes, a white (W111) 220 SE Cabriolet.  Despite the connection, the W111 never picked up any prurient nicknames and nor did its reputation suffer, the most valuable of the W111 cabriolets now attracting prices in excess of US$300,000 for original examples while German turning houses which update the drive-trains to modern standards list them at twice that.

Helga Matura (1966) by Gerhard Richter

Gerhard Richter (b 1932) is a German visual artist whose work encompasses glass as well as aspects of both photography and painting.  Although most noted for working in illusionistic space, some of his output has belonged to various schools of realism and he seems to place himself in many of the traditions of modernism, acknowledging surrealism, the primacy of the object and the purpose of art.  Of particular interest was his 1988 series of fifteen photo-paintings (18 October 1977) depicting four members of the Red Army Faction (RAF) (better, if a little misleadingly, known in the English-speaking world as the Baader-Meinhof Gang).  Created using monochrome photographs taken mostly before their deaths, the work was an interesting exploration of time, meaning and form.

His portrait of the late Helga Matura is representative of his technique in photo-paintings, applying the practices of the Fluxus movement to material not originally created as art.  Blurred and variously in and out of focus, it takes the entirely representational image of a photograph which is then disrupted; disruptions may be for the purposes of the artist, the subject or the viewer and indeed time, the nature of the work changing whether viewed with or without knowledge of her life and death.

Crashed, California, 2005.

In 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 350 of the even more powerful SL 65 Black Series, the third occasion an SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.

Fixed, Texas, 2007.

However, by 2007, the car (California registration 5LZF057), repaired, detailed & simonized, was being offered for sale in Texas, the mileage stated as 6207.  Bidding was said to be “healthy” so all's well that ends well.

Fabulous

Fabulous (pronounced fab-yuh-luhs)

(1) Exceptionally good or unusual, wonderful or superb; fashionable, glamorous (which pedants insist is informal but it’s long been the standard meaning).

(2) Almost impossible to believe; incredible.

(3) In slang or as a euphemism, gay or pertaining to gay people; camp, effeminate ("a fabulousity" suggested as a collective noun for gay men but it never caught on) .

(4) In slang, fashionable, glamorous.

(5) Of or about fables; stories wholly or substantially of the imaginary and known of through myth or legend; something in the record known to be unhistorical.

Circa 1550: From the Late Middle English fabulous & fabulose, from the Latin fābulōsus (celebrated in fable; rich in myth), the construct being fābul(a) (a story, a tale) + -ōsus (the adjectival suffix).  The –ōsus suffix (familiar in English as –ous) was from Classical Latin from -ōnt-to-s from -o-wont-to -s, the latter form a combination of two primitive Indo-European suffixes: -went & -wont.  Related to these were –entus and the Ancient Greek -εις (-eis) and all were used to form adjectives from nouns.  In Latin, -ōsus was added to a noun to form an adjective indicating an abundance of that noun.  As a literary genre (and some fables came from oral traditions) fables were stories told usually to make some moral point or illustrate the consequences of one’s actions and while they could sometimes involve fantastical creatures like winged stallions or unicorns, sometimes they involved fictional characters who were mere flesh & blood and even a multi-volume, epic-length novel like Don Quixote (1605-1615) by Miguel de Cervantes circa 1547–1616) can be thought a fable.  Fabulous is an adjective, fabulousness & fabulosity are nouns and fabulously is an adverb; the use is the plural is rare but both fabulousnesses & fabulosities exist.  There is some evidence of use in the gay community of fabulous as a (non-standard) noun, sometime in the form “uber-fabulous” although that construction is also used generally as an adjective of especial emphasis.

Looking fabulous: Lindsay Lohan Fabulous magazine, August 2010.

The original sense was “of or pertaining to fable” and dates from the 1550s.  The now familiar meaning shift began as early as the turn of the seventeenth centuries when the word was recorded to convey the sense of “incredible” which soon extended to “enormous, immense; amazing” and by the mid-twentieth century it was used almost exclusively to mean “marvelous; wonderful, superb”.  The clipping to create the slang “fab” was in used by at least 1957 and use spiked after 1963 when the alliterative “fab four” was used to describe the pop group, The Beatles.  When in 1965 revising Henry Fowler’s (1858–1933), A Dictionary of Modern English Usage (1926), Sir Ernest Gowers (1880–1966) maintained his predecessor’s disapproval of much that was a bit too modern, noting that correctly fabulous meant “…mythical, legendary, but was long ago extended to do duty as an adjective for something that is real but so astonishing that you might not think it was legendary if you did not know better.”, adding that it had “…become fabulously popular as a term of eulogy or allure.”  He seemed though to suspect it might be a “fad word”, noting it and its contracted forms “fab” & “fabs”, like “fantastic”, were perhaps the latest “…in that long list of words which boys and girls use for a time to express high commendation and then get tired of, such as, to go no farther back than the present century, topping, spiffing, ripping, wizard, super, posh, smashing.”  Decades on however, fabulous seems to have endured in its contemporary uses and even the portmanteau adjective fantabulous (the construct being fanta(stic) + (fa)bulous) has survived in its niche.  Fabulous probably gained a new lease of life when it was in the late 1960s picked up by the gay community which has used it even as a noun and it remains an essential element in the camp vocabulary.  Unless it’s between scholars, those wishing to convey the original meaning should probably use terms such as “fabled” or “mythological” rather than fabulous and even “legendary” can be ambiguous because it’s now often used to mean something like “famous” or “very well-known”.

Lindsay Lohan in an unusual cage cutout top, the lines assuming or relaxing from the orthogonal as the body moves (maybe an instance of "a shifting semiorthogonal"), The World's First Fabulous Fund Fair in aid of the Naked Heart Foundation, The Roundhouse, London, February 2015.  An opportunity was missed by not adding a sympathetic clutch purse.

George W Bush, Condoleezza Rice & Colin Powell.

The phrase “the fabulous invalid” refers to live theater & stage productions generally, the use derived from a 1938 stage play of that name by George S Kaufman (1889-1961) and Moss Hart (1904-1961) which traced the that follows the seesawing fortunes of a fictitious Broadway theater between 1900-1930.  In a touching irony, while the play was barely a modest success and not highly regarded by its authors, the title has endured as a synonym for the theatre.  George W Bush (George XLIII, b 1946; US president 2001-2009) who (admittedly unwittingly) contributed more than most to coining new words & novel grammatical structures, probably wasn’t deliberately alluding the original meaning of fabulous when he used it to describe the performance of his first foreign minister, Colin Powell (1937–2021; US secretary of state 2001-2005) but if considered thus it certainly reflected his view that the general’s favorable public image reflected more myth than reality and he’d prefer a secretary of state who both ticked a few boxes and was more attuned to his brutish world-view.  In Dr Condoleezza Rice (b 1954; US secretary of state 2005-2009) he certainly got that but in the run-up to the invasion of Iraq, whatever might have been his better judgment, the general did his job because, as Field Marshall Wilhelm Keitel (1882–1946; head of Oberkommando der Wehrmacht (OKW), the Nazi armed forces high command) put it at the Nuremberg Trial (1645-1946): “For a soldier, orders are orders.”  His flirtation with politics is a fable and story of Condoleezza Rice’s career in government even more so: a cautionary tale of what can happen when a nice young lady from a good family gets mixed up with an unsavory crowd (Bush, Cheney, Rumsfeld et al).

White House transcript of press conference assembled when the president met with Colin Powell and Richard Armitage (b 1945; US deputy secretary of state 2001-2005) at his ranch in Crawford, Texas, Wednesday, 6 August 2003:

THE PRESIDENT: First, it's been my real privilege and honor to welcome the Secretary of State back to Crawford. He and Dick Armitage came, and we spent yesterday evening and this morning talking about our country's desire to promote peace and freedom, our obligations as a prosperous and strong nation to help the less fortunate. And we had a good strategy session, and now we're about to go out and brand some cows -- well, not exactly. (Laughter)

QUESTION: Sir, you've seen the report that Secretary Powell and Secretary Armitage are going to leave at the end of this administration. Do you expect them to stay on if there is a second Bush administration? Would you like them to?

THE PRESIDENT: Well, first things first, we hope there is a second Bush administration. And I will work hard to convince the American people that their confidence in me is justified. And we'll deal with it at the right time.  Listen, this guy has done a fabulous job. Washington, particularly in August, is a dangerous period -- a dangerous time, because there's a lot of speculation. And all I can tell you is, the man flies to Crawford and we spend a good 24 hours talking about how we're going to work together to make the world a better place.

QUESTION: But, Mr. President, you said, we'll deal with it…

THE PRESIDENT: Yes, Elizabeth.

QUESTION: We'll deal with it at the right time. That isn't "yes".

THE PRESIDENT: Deal with what at the right time?

QUESTION: With whether Secretary Powell will serve in a second term. Is that, "yes" or "no"? I mean, are you going to offer him a spot in the second term?

SECRETARY POWELL: I don't have a term. I serve the President. (Laughter)

QUESTION: No, but the President…

THE PRESIDENT: Elizabeth, look, first things first, and that is, we've got a year-and-a-while during my first term to make the world a more peaceful place and we'll deal with it. Washington loves speculation. Clearly, you love speculation. You love it. You love to speculate about…

QUESTION: It wasn't my story. (Laughter.)

THE PRESIDENT: Let me finish, please; let me finish. You love to speculate about whether so-and-so is going to be a part of the administration or not. And I understand the game. But I have got to do my job, and I'm going to do it. And I'm going to do it with the Secretary of State. And the fact that he is here in Crawford, Texas, talking about issues of importance, should say loud and clear to the American people that he's completely engaged in doing what he needs to do, and that is, serve as a great Secretary of State.

QUESTION: Do you want to serve more than four years, Mr. Secretary?

SECRETARY POWELL: I serve at the pleasure of the President, and this is all August speculation with no basis in fact. There was no basis for this story to begin with, and we're doing our jobs together.

THE PRESIDENT: All right. We're going to get a burger. Thank you.

Deadman

Deadman (pronounced ded-man or ded-muhn)

(1) In architecture and civil engineering a heavy plate, log, wall, or block buried in the ground that acts as an anchor for a retaining wall, sheet pile etc, usually by a tie connecting the two.

(2) A crutch-like prop, used temporarily to support a pole or mast during the erection process.

(3) In nautical use, an object fixed on shore temporarily to hold a mooring line.

(4) In nautical use, a rope for hauling the boom of a derrick inboard after discharge of a load of cargo.

(5) In mountaineering a metal plate with a wire loop attached for thrusting into firm snow to serve as a belay point, a smaller version being known as a deadboy.

(6) In slang, a bottle of alcoholic drink that has been consumed (ie is empty).

(7) In the operation of potentially dangerous machinery, a control or switch on a powered machine or vehicle that disengages a blade or clutch, applies the brake, shuts off the engine etc, when the driver or operator ceases to press a pedal, squeeze a throttle, etc; known also as the deadman throttle or the deadman control.  The hyphenated form dead-man is often used, both as noun and adjective.  Deadman is a noun and the noun plural is deadmans which seems ugly and a resulting formation such as "seven deadmans" is surely clumsy but most authoritative reference sources insist only "deadmans" will do.  Deadmen or dead-men is tolerated (by some liberal types) on the same basis as computer "mice" although "mouses" doesn't jar in the way "deadmans" seems to.

Circa 1895: A compound word, the construct being dead + man.  Dead was from the Middle English ded & deed, from Old English dēad, from the Proto-West Germanic daud, from daudaz.  The Old English dēad (a dead person; the dead collectively, those who have died) was the noun use of the adjective dead, the adverb (in a dead or dull manner, as if dead," also "entirely") attested from the late fourteenth century, again derived from the adjective.  The Proto-Germanic daudaz was the source also of the Old Saxon dod, the Danish død, the Swedish död, the Old Frisian dad, the Middle Dutch doot, the Dutch dood, the Old High German tot, the German tot, the Old Norse dauðr & the Gothic dauþs.  It's speculated the ultimate root was the primitive Indo-European dheu (to die).

Man was from the Middle English man, from the Old English mann (human being, person, man), from the Proto-West Germanic mann, from the Proto-Germanic mann (human being, man).  Doublet of Manu.  The specific sense of "adult male of the human race" (distinguished from a woman or boy) was known in the Old English by circa 1000.   Old English used wer and wif to distinguish the sexes, but wer began to disappear late in the thirteenth century, replaced by mann and increasingly man.  Man also was in Old English as an indefinite pronoun (one, people, they) and used generically for "the human race, mankind" by circa 1200.  Although often thought a modern adoption, use as a word of familiar address, originally often implying impatience is attested as early as circa 1400, hence probably its use as an interjection of surprise or emphasis since Middle English.  It became especially popular from the early twentieth century.

Calameo Dual-purpose MIL-SIM-FX mechanical dead-man and detonator switch (part-number MIL-12G-DMS).

The source of the name is the idea that if something is likely to in some way be dangerous if uncontrolled, operation is possible only if some device is maintained in a state which is possible only by a person not dead or in some debilitated condition.  The classic example is the train driver; if the driver does not maintain the switch in the closed position, the train slows to a halt.  Some manufactures describe the whole assembly as a "deadman's brake" and the part which is subject to human pressure as "deadman's switch" (or deadman's handle".  The phrase "dead man's fingers" is unrelated and is used variously in zoology, botany and in cooking and "dead man's rope" is a kind of seaweed (a synonym of sea-laces).  The legend of the "dead man's hand" (various combinations of aces and eights in poker) is based on the cards in the hand held by the unfortunate "Wild Bill" Hickok (1837–1876) when shot dead at the poker table.  A "dead man's arm" was a traditional English pudding, steamed and served in the cut-off sleeve of a man's shirt.  The phrase "dead man walking" began as US prison slang to refer to those on death row awaiting execution and it's since been adopted to describe figures like politicians, coaches, CEOs and the like who are thought about to be sacked.  Reflecting progress in other areas, dictionaries now list both "dead woman walking" and "dead person walking" but there scant evidence of use.

May have come across the odd dead man: Lindsay Lohan in hoodie arriving at the Los Angeles County Morgue to perform court-ordered community service, October 2011.

Deadman and the maintenance of MAD

The concept of nuclear deterrence depends on the idea of mutually assured destruction (MAD): that there would be certain retaliation, even if a nuclear first-strike destroyed the usual command and control structures of an adversary, that would not guarantee there wouldn’t be a nuclear counter-strike.  All front-line nuclear-weapon states employ systems to ensure a residual capacity to retaliate, even after suffering a catastrophic first strike, the best known of which are the Russian Мертвая рука (Dead Hand) and the US AN/DRC-8 (Emergency Rocket Communications System), both of which are often referred to as doomsday devices.  Both exist to close the strategic nuclear strike control loop and were inventions of the high Cold War, the USSR’s system later taken over by the successor Russian state.  The metaphor of a deadman is accurate to the extent of the need to keep closed a loop, the difference being the consequences.

Test launch of ground-based Russian RS-24 Yars ICBM from the Plesetsk facility in northwestern Russia, 9 December 2020.

The most extreme scenario is one in which there is left not a living soul with access to the loop.  In this case, the system switches from one designed to instigate a launch of ballistic missiles to one where some act is required to prevent the attack and is thus dubbed fail-deadly, the reverse of the fail-safe systems designed to prevent inadvertent launches.  The doomsday systems use a variety of mechanical and electronic monitoring protocols designed to (1) detect that a strike has occurred, (2) determine the extent of damage and (3) attempts to maintain or restore the usual communication channels of the military chain of command.  If the systems determine worst-case circumstances exist, a retaliatory launch of intercontinental ballistic missiles (ICBMs) will be triggered.  Neither the Kremlin nor the Pentagon tend to comment on such things but, over the years, there have been (what are assumed to be managed) leaks that the systems are usually inactive and activated only during times of crisis but the veracity of this is unknown.

Royal Navy test launch of UGM-133 Trident II nuclear submarine-launched ballistic missile (SLBM) from Vanguard class submarine HMS Vigilant, 28 October 2012.

One obvious theoretical vulnerability in the USSR’s and US systems is that at points it is electronic and therefore reliant on hardware, software and an energy source.  The UK government has an entirely analogue system which uses only pen and paper.  Known as letters of last resort, each incoming prime minister writes, in their own hand, four identical letters which are placed in a sealed envelope, given to the captain of each of the navy’s ballistic missile submarines who keeps it in his on-board safe.  The letters are only to be opened if an enemy (presumably nuclear) strike has damaged the chain of command to the extent it is no longer possible for the civilian government to instruct the military on what retaliatory action to take.  As soon as a prime-minister leaves office, the letters are, unopened, destroyed and replaced with ones from the new premier.  Those circumstances requiring a letter to be opened have never transpired and no prime-minister has ever commented publicly on what they wrote so the contents remain a genuine secret, known only to the writer and whomever they told.  So, although the only people who know the contents have never spoken, the consensus has long been the captains are likely to be given one of four options: 

(1) Retaliate.  Each of the four submarines is armed with up to sixteen 16 Trident II SLMBs (submarine-launched ballistic missiles), each missile equipped with up to twelve independently targeted warheads with a range of 7,000 miles (11,000 km).  There is always at least one at sea and the Admiralty never comments on its location although, in times of heightened political tension, additional boats may be activated.

(2) Not retaliate.

(3) The captains should use their judgment.  This, known as “the man on the ground” doctrine has a long tradition in the military although it was in some circumstances rendered redundant by advances in real-time communications.  In this case, it’s “the man under the water”.  An interesting question which touches on constitutional, international and military law, is the question of the point at which a state ceases to exist and the orders of a regime can be no longer said legally to be valid.

(4) Proceed to a place under an allied country's command or control.

Friedrich Wilhelm Nietzsche (1844-1900).

There is also a probably unexplored fifth option: a prime-minister could leave in the envelope a blank page.  This presumably would be substantively the same as option (3) but would denote a different political message to be mulled over in whatever remained of civilization.  No prime-minister has ever commented publicly on the thoughts which crossed their minds when writing these notes but perhaps some might have recalled Nietzche’s words in Beyond Good and Evil: Prelude to a Philosophy of the Future (1886): "He who fights with monsters might take care lest he thereby become a monster.  And if you gaze for long into an abyss, the abyss gazes also into you."  Although troubled when he wrote that, he wasn't yet quite mad.