Muffler & Scarf

Muffler (pronounced muhf-ler)

(1) A scarf worn around one's neck for warmth.

(2) Any of various devices for deadening the sound (especially the tubular device containing baffle plates in the exhaust system of a motor vehicle) of escaping gases of an internal-combustion engine; also known as silencers.

(3) Anything used for muffling sound.

(4) In armor, a mitten-like glove worn with a mail hauberk.

(5) A boxing glove (archaic).

(6) A slang term for a kiln or furnace, often electric, with no direct flames (technically a muffle furnace)

(7) A piece of warm clothing for the hands.

(8) The bare end of the nose between the nostrils, especially in ruminants.

(9) A machine with two pulleys to hoist load by spinning wheels, a polyspast (from the Latin polyspaston (hoisting-tackle with many pulleys), from the Ancient Greek πολύσπαστον (polúspaston) (compound pulley); a block and tackle.

(10) In World War I (1914-1918) soldier's slang, a gas-mask (some listings of military slang note it a "rare").

(11) An alternative term for the silencer (or suppressor) sometimes fitted to a gun (usually illicitly).

1525–1535: A compound word, the construct being muffl(e) + -er.  Muffle was from the Middle English muflen (to muffle), an aphetic alteration of the Anglo-Norman amoufler, from the Old French enmoufler (to wrap up, muffle), from moufle (mitten), from the Medieval Latin muffula (a muff), of Germanic origin (first recorded in the Capitulary of Aachen in 817 AD), from the Frankish muffël (a muff, wrap, envelope) from mauwa (sleeve, wrap) (from the Proto-Germanic mawwō (sleeve)) + vël (skin, hide) (from the Proto-Germanic fellą (skin, film, fleece)).  An alternate etymology traces the Medieval Latin word to the Frankish molfell (soft garment made of hide) from mol (softened, worn), (akin to the Old High German molawēn (to soften)) and the Middle High German molwic (soft), (mulch in English) + fell (hide, skin).  The suffix –er was from the Middle English –er & -ere, from the Old English -ere (agent suffix), from the Proto-Germanic -ārijaz (agent suffix).  Usually thought to have been borrowed from Latin –ārius, it was cognate with the Dutch -er and -aar, the Low German -er, the German -er, the Swedish -are, the Icelandic –ari and the Gothic -areis.  It was related to the Ancient Greek -ήριος (-ḗrios) and Old Church Slavonic -арь (-arĭ).  In English, it was reinforced by the synonymous but unrelated Old French –or & -eor (Anglo-Norman variant -our), from the Latin -(ā)tor, from the primitive Indo-European -tōr.  Muffler is a noun and mufflerless, unmufflered, demufflered & mufflered are adjectives; the noun plural is mufflers.

Scarf (pronounced skahrf)

(1) A long, broad strip of wool, silk, lace, or other material worn about the neck, shoulders, or head, for ornament or protection against cold, drafts etc.; a muffler.

(2) A necktie or cravat with hanging ends (archaic).

(3) A long cover or ornamental cloth for a bureau, table etc (rare).

(4) To cover or wrap with or as if with a scarf or to use in the manner of a scarf (verb).

(5) In carpentry, a tapered or otherwise-formed end on each of the pieces to be assembled with a scarf joint scarf joint (a lapped joint between two pieces of timber made by notching or grooving the ends and strapping, bolting, or gluing the two pieces together).

(6) In whaling, a strip of skin along the body of the whale, a groove made to remove the blubber and skin.

(7) In steelmaking, to burn away the surface defects of newly rolled steel.

(8) To eat, especially voraciously (often followed by down or up).

1545–1455: From the Old Norse skarfr (end cut from a beam), from skera (to cut) .  The sense of a scarf being a piece of material cut from a larger piece is actually based on the use in carpentry, linked to the Swedish skarf & the Norwegian skarv (patch) and the Low German and Dutch scherf (scarf).  The sense of eating quickly is a now almost extinct Americanism from 1955-1960, thought a variant of scoff, with r inserted probably through r-dialect speakers' mistaking the underlying vowel as an r-less ar.  Etymologists have suggested other lineages such as a link with the Old Norman French escarpe and the Medieval Latin scrippum (pilgrim's pack) but the alternatives have never attracted much support.  Scarf is a noun & verb and scarfie is a noun; the noun plural is scarves or scarfs.  There is no established convention (and certainly no rule) about which plural form is "correct" when referring to the neckwear so all that can be recommended is consistency.  In practice, "scarves" seems more commonly used of the clothing while "scarfs" must always be the spelling in the context of carpentry.    

Lindsay Lohan with Louis Vuitton Sprouse Roses Long Scarf.

Until well into the twentieth century, muffler and scarf were used interchangeably but as the vocabulary associated with motor vehicles became commonplace, "muffler" became increasingly associated with the baffled mechanical device used to reduce the noise emanating from exhaust systems.  The automotive use swamped the linguistic space and muffler became less associated with the neck accessory although it never wholly went away and the upper reaches of the fashion industry maintain the distinction and it of course remains a staple in literary fiction.  Historically, of the garments, muffler was mostly British in use (Americans long preferring scarf) but scarf is now globally the most common form.  One geographically specific use was the "scarfie", a New Zealand slang form which began as a reference to a student at the University of Otago, based on the association with the signature blue-and-yellow scarf said habitually to be worn to signify allegiance to the provincial rugby union team (the Otago Rugby Football Union).  New Zealanders sometime in the mid-twentieth century abandoned mainstream religion and substituted worship of rugby and this was said to be something practiced with the greatest intensity at the University of Otago, the sense of group identity thought to have been reinforced by the country's only medical school having been located there for many decades.  The other great cultural contribution to Western culture was their part in the history of the "chunder mile". 

University of Otago Medical School.

The now-banned chunder mile was similiar in concept to the various "beer miles" still contested in some places, “chunder” being circa 1950s Australia & New Zealand slang for vomiting and of disputed origin.  The rules were simple enough, contestants being required to eat a (cold) meat pie, enjoyed with a jug of (un-chilled) beer (a jug typically 1140 ml (38.5 fl oz (US)) at the start of each of the four ¼ mile laps and, predictably, the event was staged during the university's orientation week.  Presumably, it was helpful that at the time the place was the site of the country’s medical school, thereby providing students with practical experience of both symptoms and treatments for the inevitable consequences.  Whether the event was invented in Dunedin isn’t known but, given the nature of males aged 17-21 probably hasn’t much changed over the millennia, it wouldn’t be surprising to learn similar competitions, localized to suit culinary tastes, have been contested by the drunken youth of many places in centuries past.  As it was, even in Dunedin, times were changing and in 1972, the Chunder Mile was banned “…because of the dangers of asphyxiation and ruptured esophaguses.”

Lindsay Lohan with Burberry scarf.  Made with a heavier fabric this would once have been called a muffler (as Vogue magazine et al still does).

Although not universal (especially in the US), in the better magazines, fashion editors still like to draw a distinction between the two, a scarf defined as an accessory to enhance the look and made from fabrics like silk, cotton or linen whereas a muffler is more utilitarian, bulkier and intended to protect from the cold and thus made from wool, mohair or something good at retaining body-heat.  That doesn't imply that inherently a muffler is associated with cheapness, the fashion houses able to see a market for a high-priced anything.  Occasionally, muffler is used in commerce as a label of something which looks like a small blanket, worn over the shoulders and resembling an open poncho.  They're said to offer great warmth.

So, scarves and mufflers are both accessories worn around the neck for either or both warmth and style but with historic differences in construction, size & shape, those differences no longer of the same significance because the term “muffler” has become a niche and “scarf” tends to prevail for most purposes.  However, for those who enjoy pedantry (or aspire to edit Vogue), the old conventions can be summarized thus:

Scarfs are usually rectangular or square in shape and available in many sizes and are made for a variety of materials including wool, silk, cotton or synthetic fabrics. They can be woven, knitted, or printed with patterns or designs.  Scarves generally are long and narrow compared to mufflers and can be worn in many styles, the most popular including draped around the neck, wrapped, or knotted.  Now often adopted as a fashion accessories to complement outfits or add a splash of color or texture, the seasonal choice will be dictated usually by temperature because, depending on material and thickness, a scarf can be as warming as a traditional muffler.

Mufflers are also long pieces of fabric, but they tend to be wider and thicker than the traditional, more decorative, scarves.  Being bulkier and there for warmth, mufflers are often knitted or crocheted and may have a more substantial texture to enhance the thermal properties.  The design of a muffler succeeds or fails on the basis of (1) the protection against the elements afforded and (2) the ease with which it snugly will wrap around the neck.  Inherently that means they don’t always offer the same versatility in styling offered by scarves but because the surface area is large, a sympathetic choice of colors or patterns offers interesting possibilities.  Strangely perhaps (and an indication of the way use has shifted), the neckwear worn by supporters of football clubs and such, although they are, in the conventional sense, mufflers, are always describes as scarfs although, in places like Cardiff Arms Park on a cold winter day, those with one wrapped around will be grateful for the warmth.

Avoiding the muffler

An electrically controlled exhaust system "cut-out", the modern version of the old, mechanical, "by-passes".

On cars, trucks and other vehicles with internal combustion engines (ICE) which generate their power by the noisy business of detonating hydrocarbons, mufflers are valued by most people because they make things much quieter.  That's almost always good although in the right place, at the right time, the unmuffled sound of a BRM V16 at 12,000 rpm remains one of the great experiences of things mechanical and on the road, a well-designed chosen combination of engine and muffler can produce a pleasing exhaust note, witness the Daimler V8s of the 1960s.  The BRM, like most racing cars in the era, was unmuffled because there's a price to be paid for quietness and that price is power, the addition to the exhaust system robbing ICE of efficiency.  To try to have the best of both worlds (and seem to comply with the law), some inventive types use "outlaw" (or "special") pipes which work by offering exhaust gasses a "shortcut" to the atmosphere.  In ICEs, there are both down-pipes and dump-pipes.  Their functions differ and the term down-pipe is a little misleading because some down-pipes (especially on static engines) actually are installed in a sideways or upwards direction but in automotive use, most do tend downwards.  A down-pipe connects the exhaust manifold to exhaust system components beyond, leading typically to first a catalytic converter and then a muffler (silencer), most factory installations designed deliberately to be restrictive in order to comply with modern regulations limiting emissions and noise.  After-market down-pipes tend to be larger in diameter and are made with fewer bends improving exhaust gas flow, reducing back-pressure and (hopefully) increasing horsepower and torque.   Such modifications are popular but not necessarily lawful.  Technically, a dump-pipe is a subset of the down-pipes and is most associated with engines using forced aspiration (turbo- & some forms of supercharging).  With forced-induction, exhaust gases exiting the manifold spin a turbine (turbocharger) or drive a compressor (supercharger) to force more of the fuel-air mixture into the combustion chambers, thereby increasing power.  What a dump-pipe does is provide a rapid, short-path exit for exhaust gases to be expelled directly into the atmosphere before reaching a down-pipe.  That obviously avoids the muffler, making for more power and noise, desirable attributes for the target market.  A dump pipe is thus an exit or gate from the exhaust system which can be opened manually, electronically, or with a “blow-off” valve which opens when pressure reaches a certain level.  In the happy (though more polluted) days when regulations were few, the same thing was achieved with an exhaust “by-pass” or “cut-out” which was a mechanical gate in the down-pipe and even then such things were almost always unlawful but it was a more tolerant time.  Such devices, lawful and otherwise, are still installed.

Bonk

Bonk (pronounced bongk)

(1) A bump on the head (usually not severe).

(2) To hit, strike, collide etc; any minor collision or blow.

(3) In slang, a brief intimacy between two people, usually with a suggestion of infidelity; often modified with the adjective quick and only ever used where the act is consensual (less common in North America).

(4) In sports medicine, a condition of sudden, severe fatigue in an endurance sports event, typically induced by glycogen depletion (also in the phrase “hit the wall”).

(5) In snowboarding, to hit something with the front of the board, especially in midair.

(6) In zoology, an animal call resembling "bonk" (such as the call of the pobblebonk (any of various Australian frogs of the genus Limnodynastes)).

1931: A creation of Modern English, the origin remains uncertain but most suspect it was likely imitative of sounds of impact (like bong, bump, bounce or bang) and thus onomatopoetic.  As a slang term for an affaire de coeur, use was first noted in 1975 and has always, depending on context, carried an implication of something illicit or quickly done; purely recreational though always consensual.  The use in sports medicine describing the condition of glycogen depletion references a metaphorical impact as in “hitting the wall”, the first known use in 1952 in endurance sports medicine.  Bonkee, as a descriptor for a "woman of loose virtue", appears to have been a 2014 creation which never caught on which is a shame because there are all sorts of cases where the companion terms "bonker" & "bonkee" might have been handy .  The form "bonkers", referring to the deranged, dated from circa 1957 and was apparently unrelated to the earlier naval slang for “drunk” but alluded rather to what could be the the consequence of a “bonk on the head”.  The third-person singular simple present is bonks, the present participle, bonking and the simple past and past participle, bonked.  Bonk & bonking are nouns & verbs, bonker is a noun, bonky is an adjective, bonked is a verb and bonkers is a noun & adjective; the noun plural is bonks.

Bonkers: "Last Call" 2023 Dodge Challenger SRT Demon 170 in "plum crazy" (one of the retro colors which reprised those used by Chrysler in the "psychedelic era" of the late 1960s).  3300 were produced, many of which are now being advertised for sale at well above the RRP (recommended retail price).

The Demon 170 was released as part of Dodge’s “Last Call” programme which marked the end of the corporation's run of high-performance V8s, a tradition dating from the early 1950s.  Offered in a bewildering array of configurations in a process which was something like Nellie Melba's (1861-1931) "farewell" tours, the SRT Demon 170 was the most bonkers of a generally bonkers lot.  Rated at 1,025 hp (764 kW), the factory claimed it could accelerate from 0-60 mph (100 km/h) in 1.66 seconds with an elapsed time in the standing ¼ mile (400 metres for those who insist) of 8.91 seconds (terminal speed 151 mph (243 km/h)), setting the mark as the worlds quickest ever standard production car, a reasonable achievement for something weighing 4275 lbs (1939 kg).  By world standards it was also very cheap and on the basis of cost-breakdown vs performance, there was nothing like it on the planet.  In British (and other English-speaking regions although rare in the US) use, "bonkers" can and often is used in an entirely non-pejorative way to suggest something or someone verging on the irrational but in some way astonishing, admirable or inspiring.  Road cars with 600+ horsepower V8 & V12 engines are of course bonkers but we'll miss them when they're gone and it would seem the end is nigh.  Greta Thunberg (b 2003) has expressed no regret at the extinction of this species.  

Bonking Boris

Hand-turned fish bonkers on sale in Jaffray, a village in the south-western Canadian province of British Columbia (left) and the front page of The Sun (7 September 2018; right), a tabloid which rarely lets an alliterative opportunity pass by.  

The noun bonker is (1) a short, blunt hardwood club used by fishers efficiently to dispatch (ie bonking them dead) just-caught fish and (2) according to The Sun, the adulterous Boris Johnson (b 1964; UK prime-minister 2019-2022).  A bonk by Boris or the club and a not wholly dissimilar outcome ensues; a one-time employer called bonking Boris "ineffably duplicitous" and the estranged (now former) Mrs Johnson presumably agreed.  At the time, the former prime minister had "a bit of previous" in extra-marital bonking and when this one was announced, it was with an alliterative flourish not seen since the headline “BORIS BACKS BREXIT”.  His resignation from Theresa May's (Lady May, b 1956; UK prime-minister 2016-2019) government was unrelated to bonking (as far as is known) and came, in July 2018, three days after a cabinet meeting at Chequers (the prime-minister's country house), where agreement was reached on Mrs's May’s Brexit strategy, a document compromised by the need to make a nonsensical impossibility look like good policy.  That can be done but it requires rare skill to be in Downing Street and it's been some time since that could be said. 

Freed by his resignation from the burdens of the Foreign Office, bonking Boris was clearly unconcerned at rumors his opponents in the party were assembling a dossier of some four-thousand words detailing his cheating ways, fondness for cocaine and failings of character and turned his attention to a campaign for the Tory leadership.  As wonderfully unpredictable as the politics of the time were fluid, nobody was quite sure whether he’d go into the inevitable election or second referendum as "leave" or "remain"; it would depend on this and that.  In the end, he remained a leaver and things worked out well, his election victory meaning that for one, brief, shining moment, the three world leaders with the most outstanding hair, all had nuclear weapons at the same time.

Donald Trump (b 1946; US president 2017-2021; left), Boris Johnson (centre) and Kim Jong-un (Kim III, b 1982; Supreme Leader of DPRK (North Korea) since 2011; right)

Some hairstyles are more amenable than others to a quick post-bonk rectification.  Kim Jong-un's cut is probably quite good and would bounce back from a bonk with little more than a run-through with the fingers.  Donald Trump  however would likely need both tools and product for a post-bonk fix.  Mr Trump usually appears well-fixed unless disturbed by breezes any higher than 2 on the Beaufort scale and even a perfunctory bonk is probably equal to at least 4 on the scale so it would have been interesting to see if Stormy Daniels (Stephanie Gregory, b 1979) lived up to her (stage) name although Mr Trump has denied that bonk ever happened.  Mr Johnson's hair so often looks post-bonk that either his conquests are more frequent even than has been rumored or he asks for a JBF with every cut.  One UK publication suggested exactly that, hinting his instruction was "not one hair in place".  That has the advantage for Mr Johnson in that it's a style essentially the same pre-bonk, mid-bonk and post-bonk and thus pricelessly ambiguous in that merely by looking at him, one couldn't tell if he was going to or coming from a bonk although, one assumes, whichever it was, a bonk would never be far from his mind.  Whatever the criticisms of Mr Johnson's premiership (and there were a few), it's to his eternal credit that in his resignation honours list Ms Kelly Jo Dodge (for 27 years the parliamentary hairdresser) was created a Member of the Most Excellent Order of the British Empire (MBE) for "parliamentary service".  In those decades, she can have faced few challenges more onerous than Mr Johnson’s hair yet never once failed to make it an extraordinary example in the (actually technically difficult) “not one hair in place” style.  Few honours have been so well deserved.

A bandaged Lindsay Lohan waking dazed and confused after a bonk on the head in Falling for Christmas (2022; left) and on the move in Irish Wish (2024).   

In May 2021, Netflix & Lindsay Lohan executed what became a three movie deal, the first (Falling for Christmas) released in the northern winter of 2022, just in time for the season.  She played the protagonist, a pampered heiress who loses her memory after suffering a bonk on the head, waking up to a new life.  The second Netflix release opens in February 2024 and in Irish Wish, the plotline involves her spontaneously wishing for something, subsequently waking up to find the wish granted.  So it’s a variation on the theme of the first (though without the bonk on the head), the twist being in the theme of “be careful what you wish for”.

Bonking Barnaby and the bonk ban

Malcolm Turnbull (b 1954; prime-minister of Australia 2015-2018), a student of etymology, was as fond as those at The Sun of alliteration and when writing his memoir (A Bigger Picture (2020)) he included a short chapter entitled "Barnaby and the bonk ban".  As well as the events which lent the text it's title, the chapter was memorable for his inclusion of perhaps the most vivid thumbnail sketch of Barnaby Joyce (b 1967; thrice (between local difficulties) deputy prime minister of Australia 2016-2022) yet penned:

"Barnaby is a complex, intense, furious personality.  Red-faced, in full flight he gives the impression he's about to explode.  He's highly intelligent, often good-humoured but also has a dark and almost menacing side - not unlike Abbott (Tony Abbott (b 1957; prime-minister of Australia 2013-2015)) - that seems to indicate he wrestles with inner troubles and torments."

Mr Turnbull and Mr Joyce in parliament, House of Representatives, Canberra, ACT.

The substantive matter was the revelation in mid-2017 the press had become aware Mr Joyce (a married man with four daughters) was (1) conducting an affair with a member of his staff and (2) that the young lady was with child.  Mr Turnbull recorded that when asked, Mr Joyce denied both "rumors", which does sound like a lie but in the narrow sense may have verged on "the not wholly implausible" on the basis that, as he pointed out in a later television interview, the question of paternity was at the time “...a bit of a grey area”.  Mr Joyce and his mistress later married and now have two children so all's well that end's well (at least for them) and Mr Turnbull didn't so much shut the gate after the horse had bolted as install inter-connecting doors in the stables.  His amendments to the Australian Ministerial Code of Conduct (an accommodating document very much in the spirit of Lord Castlereagh's (1769–1822; UK foreign secretary 1812-1822) critique of the Holy Alliance) banned ministers from bonking their staff which sounds uncontroversial but was silent on them bonking the staff of the minister in the office down the corridor.  So the net effect was probably positive in that staff having affairs with their ministerial boss would gain experience through cross-exposure to other portfolio areas although there's the obvious moral hazard in that they might be tempted to conduct trysts just to engineer a transfer in the hope of career advancement.  There are worse reasons for having an affair and a bonk for a new job seems a small price to pay.  It's been done before.

Clerestory

Clerestory (pronounced kleer-stawr-ee or kleer-stohr-ee)

(1) In architecture, a portion of an interior rising above adjacent rooftops, fitted with windows admitting daylight.

(2) In church architecture, a row of windows in the upper part of the wall, dividing the nave from the aisle and set above the aisle roof (associated particularly with the nave, transept and choir of a church or cathedral.

(3) In transportation vehicles (usually busses, railroad cars and occasionally cars & vans), a raised construction, typically appended to the roof structure and fitted with (1) windows to admit light or enhance vision or (2) slits for ventilation (or a combination of the two).

1375–1425: From the late Middle English, the construct being clere (clear (in the sense of “light” or “lighted”)) + story (from storey (a level of a building).  The word is obviously analyzed as “a story (upper level) with light from windows”.  Storey was from Middle English stori & storie, from the Anglo-Latin historia (picture), from the Latin, from the Ancient Greek ἱστορία (historía) (learning through research, narration of what is learned), from ἱστορέω (historéō) (to learn through research, to inquire), from ἵστωρ (hístōr) (the one who knows, the expert, the judge).  In the Anglo-Latin, historia was a term from architecture (in this case “interior decorating” in the modern sense) describing a picture decorating a building or that part of a building so decorated.  The less common alternative spellings are clearstory & clerstory.  Clerestory is a noun and clerestoried is an adjective; the noun plural is clerestories.

From here was picked up the transferred sense of “floor; level”.  The later use in church architecture of “an upper story of a church, perforated by windows” is thought simply to be a reference to the light coming through the windows and there is nothing to support the speculation the origin was related to a narrative (story) told by a series of stained glass windows, illuminated by sunlight.  Historians have concluded the purpose of the design was entirely functional; a way of maximizing the light in the interior space.  The related architectural design is the triforium.  The noun triforium (triforia or triforiums in the plural) (from the Medieval Latin triforium, the construct being tria (three) + for (opening) + -ium) describes the gallery of arches above the side-aisle vaulting in a church’s nave.  The –ium suffix (used most often to form adjectives) was applied as (1) a nominal suffix (2) a substantivisation of its neuter forms and (3) as an adjectival suffix.  It was associated with the formation of abstract nouns, sometimes denoting offices and groups, a linguistic practice which has long fallen from fashion.  In the New Latin, it was the standard suffix appended when forming names for chemical elements.

Clerestories which once shone: Grand Central Terminal (the official abbreviation is GCT although the popular form is "Grand Central Station" (often clipped to "Grand Central")), Midtown Manhattan, New York City, 1929 (left) and the same (now dimmed) location in a scene from the Lindsay Lohan film Just my Luck (2006) (right).  Because of more recent development in the surrounding space, the sunlight no longer enters the void through the clerestoried windows is such an eye-catching way.  In modern skyscrapers, light-shafts or atriums can extend hundreds of feet.

Tourist boat on a canal cruise, Amsterdam, the Netherlands.

Boats with clerestory windows are commonly seen on waterways like the canals of Amsterdam and are valued by tour-guides because they make excursions possible in (almost) all-weathers.  Those designing passenger busses and train carriages were also early adopters of clerestory windows, initially because they were a source of “free” light but as packaged tourism developed into “sightseeing”, tour operators recognized the potential and commissioned versions optimized for outward visibility, essentially a form of “value-adding” which made even the dreary business of bus travel from one place to the next more of a “sightseeing” experience, something probably most valued by those afforded a greater vista to observe in mountainous regions.

Greyhound Scenicruiser in original livery.

A variation of the idea was used for long-distance busses in North America, the best known of which remains the Greyhound Scenicruiser (PD-4501), featuring a raised upper deck with a clerestory windscreen.  Although the view through that was enjoyed by many passengers, the design was less about giving folk a view and more a way to maximize revenue within the length restrictions imposed by many US states.  What the upper deck did was allow a increase in passenger numbers because the space their luggage would absorb in a conventional (single layer) design could be re-allocated to people, their suitcases (and in some cases also freight, another revenue stream) relegated to the chassis level which also improved weight distribution and thus stability.

A predecessor: 1930 Lancia Omicron.

Famous as it became, the Scenicruiser, 1001 of which were built by General Motors (GM) between 1954-1956, was to cause many problems for both manufacturer and operator, the first of which caused by the decision to use twin-diesel engines to provide the necessary power for the new, heavy platform.  The big gas (petrol) units available certainly would have provided that but their fuel consumption would not only have made their operation ruinously expensive (both the fuel burn and the time lost by needing frequently to re-fill) and the volume of gas which would have to be carried would have both added to weight and reduced freight capacity.  Bigger GM diesel units weren’t produced in the early 1950s so the twin engines were a rational choice and the advantages were real, tests confirming that even when fully loaded, the coupled power-train would be sufficient for hill climbing while on the plains, the Scenicruiser happily would cruise using just a single engine.  However, as many discovered (on land, sea and in the air), running two engines coupled together is fraught with difficulties and these never went away, the busses eventually adopting one of GM’s new generation of big-displacement diesels as part of the major re-building of the fleet in 1961, a programme which also (mostly) rectified some structural issues which had been recognized.  Despite all that, by 1975 when Greyhound retired the model, the company still had hundreds in daily service and many of those auctioned off were subsequently used by other operators and in private hands, some are still running, often as motor homes or (mostly) static commercial displays or museum exhibits.

1951 Pegaso Z-403 (left) and 1949 Brill Continental (right).

GM’s Scenicruiser was influential and clerestory windscreens soon proliferated on North American roads although the idea wasn’t new.  The Spanish manufacturer Pegaso (a creation of Generalissimo Francisco Franco’s (1892-1975; Caudillo of Spain 1939-1975) industrial policy) between 1951-1957 produced the Z-403 (1951-1957) which used the same design and before even that a bus with an almost identical profile had been sold in the US by the JG Brill Company, albeit with a conspicuous lack of success.  As early as 1930 the Italian concern Lancia offered the Omicron bus with a 2½ half deck arrangement with a clerestoried upper windscreen.  The Omicron’s third deck was configured usually as a first-class compartment but at least three which operated in Italy were advertised as “smoking rooms”, the implication presumably that the rest of the passenger compartment was smoke-free.  History doesn't record if the bus operators were any more successful in enforcing smoking bans than the usual Italian experience.

1968 Oldsmobile Vista Cruiser.

One quirky offering which picked up the Scenicruiser’s clerestoried windscreen was the Oldsmobile Vista Cruiser (1964-1977), a station wagon which, until the release of the third series in 1973 featured one at the leading edge of a raised roof section, the glass ending midway over the backseat, the shape meaning it functioned also as a “skylight”.  Above the rear side windows were matching clerestories which might sound a strange thing to add above a luggage compartment but during those years, a “third seat” was a popular option to install in the space, transforming the things into eight or nine seat vehicles; families were bigger then.  The Vista Cruiser sold well and Buick later adopted the idea for some of its range until the concept was abandoned in 1972 because of concerns about upcoming safety regulations.  Such rules were however never imposed and both manufacturers revived the idea in the 1990s for their (frankly ugly) station wagons and when the Buick was discontinued in 1996, it was the last full-sized station wagon to be made in the US, the once popular market segment cannibalized to the point of un-viability by the mini-van (people-mover) and the sports utility vehicle (SUV).

The arrangement of a series of windows in a high-mounted row, borrowed from architecture, became familiar on train carriages and buses, especially those which plied scenic routes.  Usually these were added to the coachwork of buses built on existing full-sized commercial chassis which could seat 40-60 passengers but in the 1950s, there emerged the niche of the smaller group tour, either curated to suit a narrower market or created ad-hoc by hotels or operators; smaller vehicles were required and these offered the additional advantage of being able sometimes to go where big buses could not.  In places like the Alps, where those on the trip liked to look up as well as out, rows of clerestoried windows were desirable.

1959 Volkswagen Microbus Deluxe (23 Window Samba). 

The best known of these vehicles was the Volkswagen “Samba”, a variation of the Microbus, one of the range of more than a dozen a models built on the platform of the Type 2, introduced in 1950 after a chance sighting by a European distributer of a VW Beetle (Type 1) chassis which had been converted by the factory into a general-purpose utility vehicle.  The company accepted the suggestion a market for such a thing existed and in its original, air-cooled, rear-engined configuration, it remained in production well into the twenty-first century.  Between 1951-1966, the Microbus was available in a “Deluxe” version which featured both a folding fabric sunroof and rows of rows of clerestoried windows which followed the curve of the sides of the roof.  Available in 21 & 23 window versions, these are now highly collectable and such is the attraction there’s something of a cottage industry in converting Microbuses to the clerestoried specification but it’s difficult exactly to emulate the originals, the best of which can command several times the price of a fake (a perfectly restored genuine Samba in 2017 selling at auction in the US for US$302,000).  Such was the susceptibility to rust, the survival rate wasn’t high and many led a hard life when new, popular with the tour guides who would conduct bus-loads of visitors on (slow) tours of the Alps, the sunroof & clerestory windows ideal for gazing at the peaks.  To add to the mood, a dashboard-mounted valve radio was available as an option, something still for many a novelty in the early 1950s.  The Microbus Deluxe is rarely referred to as such, being almost universally called the “Samba” and the origin of that in uncertain.  One theory is it’s a borrowing from the Brazilian dance and musical genre that is associated with things lively, colorful, and celebratory, the link being that as well as the sunroof and windows, the Deluxe had more luxurious interior appointments, came usually in bright two-tone paint (other Type 2s were usually more drably finished) and featured lashings of external chrome.  It’s an attractive story but some prefer something more Germanic: Samba as the acronym for the business-like phrase Sonnendach-Ausführung mit besonderem Armaturenbrett (sunroof version with special dashboard).  However it happened, Samba was in colloquial use by at least 1952 and became semi official in 1954 when the distributers in the Netherlands added the word to their brochures.  Production ended in July 1967 after almost 100,000 had been built.

1966 Volkswagen Samba (21 Window, Left) and 1962 Volkswagen Samba (23 Window, Right).  The 23 Window van is a conversion of a Microbus and experts (of which there seem to be many, such is the following these things have gained) say it's close to impossible exactly to replicate a factory original.  In theory, the approach would be to take the parts with serial numbers (tags, engine, gearbox etc) from a real Samba which has rusted into oblivion (something not uncommon) and interpolate these into the sound body of a Microbus with as close a build date as possible.  Even then, such are the detail differences that an exact replication would be a challenge.  Because the Sambas received the same running changes and updates as the rest of the Microbus range, there was much variation in the details of the specification over the years but the primary distinction is between the “21” & “23” window vans, the difference accounted for by the latter’s pair of side-corner windows to the left & right of the rear top gate opening.  In 1964, when the rear doors were widened, the curved windows in the roof were eliminated because there would no longer be sufficient metal in the coachwork to guarantee structural integrity.

Porte-cochere

Porte-cochere (pronounced pawrt-koh-shair, pawrt-kuh-shair, pohrt-koh-shair or pohrt-kuh-shair)

(1) A porch or portico-like structure attached to a building through which a horse and carriage (or now a motor vehicle) can pass in order for the occupants to alight under cover, protected from the weather.

(2) A gateway for carriages in a building, leading from the street to an interior court.

1690–1700: From the French porte-cochère, literally “gate for coaches”, the construct being porte (gateway) + cochère (the feminine adjectival form of coche (coach). Porte was from the Latin porta (a gate or entrance) from the Proto-Italic portā, from the primitive Indo-European porteha, from per- (to pass through/over). It was cognate with the Ancient Greek πόρος (póros) (means of passage).  Cochere was from coche (stage-coach), from the Hungarian kocsi, via the German Kutsche or the Italian cocchio (and a doublet of coach) + -ière.  The –French ière suffix was the feminine equivalent of –ier, from the Old & Middle French –ier & -er, from the Latin -ārium, accusative of –ārius.  It was used to form names in many diverse fields such as botany, architecture, ship-building and chemistry.

The Sublime Porte, photographed in 1904.

Later known as The Imperial Gate (Bâb-ı Hümâyûn), the structure leading to the outermost courtyard of Topkapi Palace, was, until the eighteenth century, known as The Sublime Porte.  Known also as the Ottoman Porte or High Porte (باب عالی‎, Romanized as Bāb-ı Ālī or Babıali), Sublime Porte was a synecdoche for the central government of the Ottoman Empire in the same manner as the White House (US), Number 10 (UK), the Élysée (France) or the Kremlin (Russia).

The linkage which made the term Sublime Porte synecdochic of the Ottoman regime in Constantinople (modern-day Istanbul) was an old procedure in which the ruler delivered official pronouncements and sometimes judicial judgments at the gate of his palace of the palace.  It had been a frequent practice of Byzantine Emperors and was later adopted by Orhan I (Orhan Ghazi 1281–1362; second bey of the Ottoman Beylik 1323-1362) and thus the sultan’s palace became known as the Sublime Porte (High Gate).  The named moved with the sultan so after Constantinople fell to the Ottomans in 1453, the mystique once attached to the palace in Bursa, moved to the new imperial capital where, leading to the outermost courtyard of the Topkapı Palace, it was known variously as the "High Gate", the "Sublime Porte" or the “Imperial Gate” (Bâb-ı Hümâyûn).  The old imperial practice endures in modern politics as the “doorstop interview” although it’s become popular with politicians because having a lockable door immediately to their rear means there’s an easy and safe path with which to beat a rapid retreat when lies are detected or questions become too difficult.

In fourteenth century Europe, French was the most widely-spoken language and in 1539, the King’s Court declared French to be the official language of government.  It was in this era too that diplomacy began to assume a recognisably modern form with an increasingly consistent use of titles, conventions and institutions and this extended sometimes to architecture.  After Francis I (1494-1547; King of France 1515-1547) and Sultan Suleiman the Magnificent (Suleiman I (سليمان اول‎) 1494–1566; Sultan of the Ottoman Empire 1520-1566) negotiated a treaty in 1536, the French emissaries walked through the al-Bab al-'Ali (High Gate) to meet with the Sultan’s ministers to place their seals on the document.  Because French was the language of diplomacy, the French translation “Sublime Porte” was immediately adopted in other European chancelleries and became not only the term for the structure but also the synecdoche which served as a metaphor for the government of the Ottoman Empire.  Among locals however, it was often referred to as the “Gate of the Pasha” (paşa kapusu).  Damaged by fire in 1911, the buildings are now occupied by the offices of the Governor of Istanbul.

1967 Mercedes-Benz 600 (W100, 1963-1981) under the porte-cochere, Stamford Plaza Brisbane, Queensland, Australia.

Gap

Gap (pronounced gap)

(1) A break or opening, as in a fence, wall, or military line; breach; an opening that implies a breach or defect (vacancy, deficit, absence, or lack).

(2) An empty space or interval; interruption in continuity; hiatus.

(3) A wide divergence or difference; disparity

(4) A difference or disparity in attitudes, perceptions, character, or development, or a lack of confidence or understanding, perceived as creating a problem.

(5) A deep, sloping ravine or cleft through a mountain ridge.

(6) In regional use (in most of the English-speaking world and especially prominent in the US), a mountain pass, gorge, ravine, valley or similar geographical feature (also in some places used of a sheltered area of coast between two cliffs and often applied in locality names).

(7) In aeronautics, the distance between one supporting surface of an airplane and another above or below it.

(8) In electronics, a break in a magnetic circuit that increases the inductance and saturation point of the circuit.

(9) In various field sports (baseball, cricket, the football codes etc), those spaces between players which afford some opportunity to the opposition.

(10) In genetics, an un-sequenced region in a sequence alignment.

(11) In slang (New Zealand), suddenly to depart.

(12) To make a gap, opening, or breach in.

(13) To come open or apart; form or show a gap.

1350–1400: From the Middle English gap & gappe (an opening in a wall or hedge; a break, a breach), from Old Norse gap (gap, empty space, chasm) akin to the Old Norse gapa (to open the mouth wide; to gape; to scream), from the Proto-Germanic gapōną, from the primitive Indo-European root ghieh (to open wide; to yawn, gape, be wide open) and related to the Middle Dutch & Dutch gapen, the German gaffen (to gape, stare), the Danish gab (an expanse, space, gap; open mouth, opening), the Swedish gap & gapa and the Old English ġeap (open space, expanse).  Synonyms for gap can include pause, interstice, break, interlude, lull but probably not lacuna (which is associated specifically with holes).  Gap is a noun & verb, gapped & gapping are verbs, Gapless & gappy are adjectives; the noun plural is gaps.

Lindsay Lohan demonstrates a startled gape, MTV Movie-Awards, Gibson Amphitheatre, Universal City, California, June 2010.

The use to describe natural geographical formations (“a break or opening between mountains” which later extended to “an unfilled space or interval, any hiatus or interruption”) emerged in the late fifteenth century and became prevalent in the US, used of deep breaks or passes in a long mountain chain (especially one through which a waterway flows) and often used in locality names.  The use as a transitive verb (to make gaps; to gap) evolved from the noun and became common in the early nineteenth century as the phrases became part of the jargon of mechanical engineering and metalworking (although in oral use the forms may long have existed).  The intransitive verb (to have gaps) is documented only since 1948.  The verb gape dates from the early thirteenth century and may be from the Old English ġeap (open space, expanse) but most etymologists seem to prefer a link with the Old Norse gapa (to open the mouth wide; to gape; to scream); it was long a favorite way of alluding to the expressions thought stereotypical of “idle curiosity, listlessness, or ignorant wonder of bumpkins and other rustics” and is synonymous with “slack-jawed yokels”).  The adjective gappy (full of gaps; inclined to be susceptible to gaps opening) dates from 1846.  The adjectival use gap-toothed (having teeth set wide apart) has been in use since at least the 1570s, but earlier, Geoffrey Chaucer (circa 1344-1400) had used “gat-toothed” for the same purpose, gat from the Middle English noun gat (opening, passage) from the Old Norse gat and cognate with gate.

Lindsay Lohan demonstrates her admirable thigh gap, November 2013.

The “thigh gap” seems first to have been documented in 2012 but gained critical mass on the internet in 2014 when it became of those short-lived social phenomenon which produced a minor moral panic.  “Thigh gap” described the empty space between the inner thighs of a women when standing upright with feet touching; a gap was said to be good and the lack of a gap bad.  Feminist criticism noted it was not an attribute enjoyed by a majority of mature human females and it thus constituted just another of the “beauty standards” imposed on women which were an unrealizable goal for the majority.  The pro-ana community ignored this critique and thinspiration (thinspo) bloggers quickly added annotated images and made the thigh gap and essential aspect of female physical attractiveness.  

A walking, talking credibility gap: crooked Hillary Clinton (b 1947; US secretary of state 2009-2013).

In English, gap has been prolific in the creation of phrases & expressions.  The “generation gap” sounds modern and as a phrase it came into wide use only in the 1960s in reaction to the twin constructs of “teenagers” and the “counter-culture” but the concept has been documented since antiquity and refers to a disconnect between youth and those older, based on different standards of behavior, dress, artistic taste and social mores.  The term “technology gap” was created in the early 1960s and was from economics, describing the various implications of a nation’s economy gaining a competitive advantage over others by the creation or adoption of certain technologies.  However, the concept was familiar to militaries which had long sought to quantify and rectify any specific disadvantage in personnel, planning or materiel they might suffer compared to their adversaries; these instances are described in terms like “missile gap”, “air gap”, “bomber gap”, “megaton gap” et al (and when used of materiel the general term “technology deficit” is also used).  Rearmament is the usual approach but there can also be “stop gap” solutions which are temporary (often called “quick & dirty” (Q&D)) fixes which address an immediate crisis without curing the structural problem.  For a permanent (something often illusory in military matters) remedy for a deficiency, one is said to “bridge the gap”, “gap-fill” or “close the gap”.  The phrase “stop gap” in the sense of “that which fills a hiatus, an expedient in an emergency” appears to date from the 1680s and may have been first a military term referring to a need urgently to “plug a gap” in a defensive line, “gap” used by armies in this sense since the 1540s.  The use as an adjective dates from the same time in the sense of “filling a gap or pause”.  A “credibility gap” is discrepancy between what’s presented as reality and a perception of what reality actually is; it’s applied especially to the statements of those in authority (politicians like crooked Hillary Clinton the classic but not the only examples).  “Pay gap” & “gender gap” are companion terms used most often in labor-market economics to describe the differences in aggregate or sectoral participation and income levels between a baseline group (usually white men) and others who appear disadvantaged.

“Gap theorists” (known also as “gap creationists”) are those who claim the account of the Earth and all who inhabit the place being created in six 24 hour days (as described in the Book of Genesis in the Bible’s Old Testament) literally is true but that there was a gap of time between the two distinct creations in the first and the second verses of Genesis.  What this allows is a rationalization of modern scientific observation and analysis of physical materials which have determined the age of the planet.  This hypothesis can also be used to illustrate the use of the phrase “credibility gap”.  In Australia, gap is often used to refer to the (increasingly large) shortfall between the amount health insurance funds will pay compared with what the health industry actually charges; the difference, paid by the consumer, (doctors still insist on calling them patients) is the gap (also called the “gap fee”).  In Australia, the term “the gap” has become embedded in the political lexicon to refer to the disparity in outcomes between the indigenous and non-indigenous communities in fields such as life expectancy, education, health, employment, incarceration rates etc.  By convention, it can be used only to refer to the metrics which show institutional disadvantage but not other measures where the differences are also striking (smoking rates, crime rates, prevalence of domestic violence, drug & alcohol abuse etc) and it’s thus inherently political.  Programmes have been designed and implemented with the object of “closing the gap”; the results have been mixed.

Opinion remains divided on the use of platinum-tipped spark plugs in the Mercedes-Benz M100 (6.3 & 6.9) V8.

A “spark gap” is the space between two conducting electrodes, filled usually with air (or in specialized applications some other gas) and designed to allow an electric spark to pass between the two.  One of the best known spark gaps is that in the spark (or sparking) plug which provides the point of ignition for the fuel-air mixture in internal combustion engines (ICE).  Advances in technology mean fewer today are familiar with the intricacies of spark plugs, once a familiar (and often an unwelcome) sight to many.  The gap in a spark plug is the distance between the center and ground electrode (at the tip) and the size of the gap is crucial in the efficient operation of an ICE.  The gap size, although the differences would be imperceptible to most, is not arbitrary and is determined by the interplay of the specifications of the engine and the ignition system including (1) the compression ratio (low compression units often need a larger gap to ensure a larger spark is generated), (2) the ignition system, high-energy systems usually working better with a larger gap, (3) the materials used in the plug’s construction (the most critical variable being their heat tolerance); because copper, platinum, and iridium are used variously, different gaps are specified to reflect the variations in thermal conductivity and the temperature range able to be endured and (4) application, high performance engines or those used in competition involving sustained high-speed operation often using larger gaps to ensure a stronger and larger spark.

Kennedy, Khrushchev and the missile gap

The “missile gap” was one of the most discussed threads in the campaign run by the Democratic Party’s John Kennedy (JFK, 1917–1963; US president 1961-1963) in the 1960 US presidential election in which his opponent was the Republican Richard Nixon (1913-1994; US president 1969-1974).  The idea there was a “missile gap” was based on a combination of Soviet misinformation, a precautionary attitude by military analysts in which the statistical technique of extrapolation was applied on the basis of a “worst case scenario” and blatant empire building by the US military, notably the air force (USAF), anxious not to surrender to the navy their pre-eminence in the hierarchy of nuclear weapons delivery systems.  It’s true there was at the time a missile gap but it was massively in favor of the US which possessed several dozen inter-continental ballistic missiles (ICBM) while the USSR had either four or six, depending on the definition used.  President Dwight Eisenhower (1890-1969; US president 1953-1961), a five-star general well acquainted with the intrigues of the military top brass, was always sceptical about the claims and had arranged the spy flights which confirmed the real count but was constrained from making the information public because of the need to conceal his source of intelligence.  Kennedy may actually have known his claim was incorrect but, finding it resonated with the electorate, continued to include it in his campaigning, knowing the plausibility was enhanced in a country where people were still shocked by the USSR having in 1957 launched Sputnik I, the first ever earth-orbiting satellite.  Sputnik had appeared to expose a vast gap between the scientific capabilities of the two countries, especially in the matter of big missiles. 

President Kennedy & comrade Khrushchev at their unproductive summit meeting, Vienna, June 1961.

Fake gaps in such matters were actually nothing new.  Some years earlier, before there were ICBMs so in any nuclear war the two sides would have to have used aircraft to drop bombs on each other (al la Hiroshima & Nagasaki in 1945), there’d been a political furore about the claim the US suffered a “bomber gap” and would thus be unable adequately to respond to any attack.  In truth, by a simple sleight of hand little different to that used by Nazi Germany to 1935 to convince worried British politicians that the Luftwaffe (the German air force) was already as strong as the Royal Air Force (RAF), Moscow had greatly inflated the numbers and stated capability of their strategic bombers, a perception concerned US politicians were anxious to believe.  The USAF would of course be the recipient of the funds needed to build the hundreds (the US would end up building thousands) of bombers needed to equip all those squadrons and their projections of Soviet strength were higher still.  If all of this building stuff to plug non-existent gaps had happened in isolation it would have been wasteful of money and natural resources which was bad enough but this hardware made up the building blocks of nuclear strategy; the Cold war was not an abstract exercise where on both sides technicians with clipboards walked from silo to silo counting warheads.

Instead, the variety of weapons, their different modes of delivery (from land, sea, undersea and air), their degrees of accuracy and their vulnerability to counter-measures was constantly calculated to assess their utility as (1) deterrents to an attack, (2) counter-offensive weapons to respond to an attack or (3) first-strike weapons with which to stage a pre-emptive or preventative attack.  In the Pentagon, the various high commands and the burgeoning world of the think tanks, this analysis was quite an industry and it had to also factor in the impossible: working out how the Kremlin would react.  In other words, what the planners needed to do was create a nuclear force which was strong enough to deter an attack yet not seem to be such a threat that it would encourage an attack and that only scratched the surface of the possibilities; each review (and there were many) would produce detailed study documents several inches thick.

US Navy low-level photograph spy of San Cristobal medium-range ballistic missile (MRBM) site #1, Cuba, 23 October, 1962.

In October 1962, during the Cuban Missile Crisis, the somewhat slimmer nuclear war manuals synthesized from those studies were being read with more interest than usual.  It was a tense situation and had Kennedy and comrade Nikita Khrushchev (1894–1971; Soviet leader 1953-1964) not agreed to a back-channel deal, the US would probably have attacked Cuba in some manner, not knowing three divisions of the Red Army were stationed there to protect the Soviet missiles and that would have been a state of armed conflict which could have turned into some sort of war.  As it was, under the deal, Khrushchev withdrew the missiles from Cuba in exchange for Kennedy’s commitment not to invade Cuba and withdraw 15 obsolescent nuclear missiles from Turkey, the stipulation being the Turkish component must be kept secret.  That secrecy colored for years the understanding of the Cuban Missile Crisis and the role of the US nuclear arsenal played in influencing the Kremlin.  The story was that the US stayed resolute, rattled the nuclear sabre and that was enough to force the Soviet withdrawal.  One not told the truth was Lyndon Johnson (LBJ, 1908–1973; US president 1963-1969) who became president after Kennedy was assassinated in 1963 and historians have attributed his attitude to negotiation during the Vietnam War to not wishing to be unfavorably compared to his predecessor who, as Dean Rusk (1909–1994; US secretary of state 1961-1969) put it, stood “eyeball to eyeball” with Khrushchev and “made him blink first”.  The existence of doomsday weapon of all those missiles would distort Soviet and US foreign policy for years to come.