Hearse

Hearse (pronounce hurs)

(1) A vehicle, such as a specially designed car or carriage, used to carry a coffin to a place of worship and ultimately to a cemetery or crematorium; a bier or hand-cart for conveying the dead to the grave.

(2) A triangular frame for holding candles, used at the service of Tenebrae (in Christianity (Western), a service celebrated on the evening before or early morning of Maundy Thursday, Good Friday, and Holy Saturday, involving the gradual extinguishing of candles while a series of readings and psalms are chanted or recited).

(3) A framework of wood or metal placed over the coffin or tomb of the deceased and covered with a pall; also, a temporary canopy bearing wax lights and set up in a church, under which the coffin was placed during the funeral ceremonies.

(4) A hind (female deer) in the second year of her age.

(5) A grave, coffin, tomb, or sepulchral monument (obsolete).

1250–1300; From the Middle English herse, hers & herce (a flat framework for candles, hung over a coffin), from the Middle French herse (a harrow; long rake for breaking up soil, harrow; portcullis (and in churches a descriptor of those large chandeliers with some resemblance to the long prongs of a rake)), from the Old French herce, from the Medieval Latin hercia, from the Classical Latin herpicem, accusative of hirpex (harrow), a rustic word ultimately from the Oscan hirpus (wolf), said by some etymologists to be an allusion to its sharp teeth but not all agree although all seem to concur the Oscan term is related to the Latin hīrsūtus (bristly, shaggy (and the source of hirsute)).

The verb rehearse dates from circa 1300 and was from Middle English rehersen & rehercen (to give an account of, report, tell, narrate (a story); speak or write words) and by the early fourteenth century the meaning had extended to "repeat, reiterate".  The source was the Anglo-French rehearser, from the twelfth century Old French rehercier (to go over again, repeat (literally "to rake over, turn over" (soil, ground, furrows in a field))), the construct being re- (again) + hercier (to drag, trail (on the ground), be dragged along the ground; rake, harrow (land); rip, tear, wound; repeat, rehearse;" from the French forms herce & herse (a harrow).  In English, the meaning "to say over again, repeat what has already been said or written" dates from the mid-fourteenth century, the now familiar sense (as a transitive & intransitive verb) of "practice (a play, part, etc.) in private to prepare for a public performance" emerged in the 1570s.

The use of hearse to describe the vehicles carrying coffins has become so pervasive that it’s now only in ecclesiastical jargon that funeral displays or church fittings are now so-named.  The funeral display picked up the name because they typically resembled a harrow and it was only in the fifteenth century that the sense of "a portcullis" appeared in English.  From there, use extended to other temporary frameworks built over the dead to be used while ceremonies were in progress while the idea of a "vehicle for carrying a dead person to the grave" came into use in the 1640s, the adoption presumably stimulated by covering structures being added to the horse drawn carts (or biers) on which coffins had traditionally been transported uncovered.

Recent hearses of note

Lindsay Lohan in habit, emerging from hearse in Machete (2010).  The Machete hearse was based on a 1987 Cadillac Brougham (1987-1992).

Between 1931-1979, General Motors' Cadillac division offered a line called the Cadillac Commercial Chassis, a long-wheelbase, heavy-duty platform which was mechanically complete but with a partially built body (without bodywork rear of the windscreen, doors and other panels included on request).  Produced on the D platform (exclusive to Cadillac), the Commercial Chassis was used by coach-builders to create high-roofed ambulances, hearses (often called funeral coaches in the US) and cleverly designed hybrids which at short notice could be converted from ambulances to hearses or used by a coroner's staff to transport a corpse; they were popular in towns with small populations.  The early Commercial Chassis were based on the Series 355 (1931-1935) and the Series 75 (1936-1992) from 1936 and although there were specific modification to the frame, the mechanical components were always shared with the 75 which, used for the big limousines, meant costs were amortized across the ranges.  After 1980, production continued on the downsized platform but there was no longer a separate D platform, the partially bodied cars structurally identical to the mainstream line.  The landau irons (which some coachbuilders insist should be called "carriage bars") on the rear side-panels emulate in style (though not function) those used on horse-drawn carriages and early automobiles (the last probably the Mercedes-Benz 300 (the “Adenauer”; W186 (1951-1957) & W189 (1957-1962)) Cabriolet D.  On those vehicles, the irons actually supported the folding mechanism for the fabric roof but on hearses they are merely decorative, there to relieve the slab-sidedness of the expanse of flat metal.

Funeral procession of Kim I: Kim Il-sung (1912-1994; The Great Leader of DPRK (North Korea) 1948-1994 (left) and Kim II: Kim Jong-il (1941–2011; The Dear Leader 1994-2011) (right).  For the latter sad event, Kim III (Kim Jong-un (b 1984; The Supreme Leader since 2011) was chief mourner and is here pictured with his left hand holding the wing mirror, the location of which identifies the cars as having probably been sold in Japan. 

In the West, the tradition is now for the coffin to be carried in a glassed-in enclosure, in effect a lengthened station-wagon, often with a raised roof.  Big station wagons are now extinct so hearses are fabricated by coach-builders usually with a large sedan or SUV as a base but in the wacky world of hearses, anything seems to be possible.  One quirky variation is pursued by Kim dynasty in the DPRK (North Korea).  There, the coffin is displayed on fluffy catafalque mounted on the roof of a limousine, something not far removed from the military tradition of using horse-drawn gun carriages.

The DPRK’s hearse appears to be a 1975 or 1976 Lincoln Continental which has been lengthened, presumably by one of the US coachbuilders with which Ford made such arrangements when the cars were new.  Given the state of US-DPRK relations since the end of the Korean War (1950-1953), the unexpected appearance of the big Lincolns attracted comment when first seen at the Great Leader’s funeral in 1994.  There were three stretched Lincolns in the cortege, all appearing to have been built in 1975 or 1976 (based on the full rear fender skirts and the five vertical bars separating the grille into six sections (the later Continentals used a narrower style)) and all would be powered by a 460 cubic inch (7.5 litre) version of Ford 385 series engine.  The wheelbase on two of the cars had been extended by an estimated 36 inches (915 mm), the other by perhaps a foot (300 mm) but all appeared equipped with fittings which suggested they’d been prepared for the Japanese market and the assumption is it’s from Japan they were exported.  That’s contrary to Japanese law but it’s known to happen, using third countries (usually China) as a first port-of-call, the practice being continued by Kim III who appears to have few problems obtaining the Mercedes-Benz and Rolls-Royces which now adorn the presidential fleet, despite Western sanctions intended to stop such imports by the DPRK.  As the funeral of the UK’s Queen Elizabeth II illustrated, there is much symbolism in the continuity of use of the symbols and regalia of a dynastic past and should the Supreme Leader die (God forbid), it’s highly likely the Lincoln will carry his corpse.

Land Rover used at the funeral Prince Philip, Duke of Edinburgh (1921-2021).

In the narrow technical sense, the Land Rover should probably be considered a funeral bier rather than a hearse because the coffin was un-covered, the word hearse applied to such vehicles only after the hearses (framed coverings used in churches) were added to funeral biers in the 1640s.  It’s a distinction unlikely to bother many and the Land Rover has been almost universally referred to as a hearse.

It may look like many a Land Rover but, remarkably, the duke tinkered with the design over sixteen years, the result a modified 2003 Defender TD5 130 chassis cab finished in a military specification green (called dark-bronze green (or GDB in army supply parlance, reflecting the color appearing as “Green, Dark Bronze" in military databases).  Functionally, the most obvious modifications are to the tray where stainless steel stanchions with buffered, laterally placed rollers were engineered to secure the coffin and fitted to a custom made catafalque, for strength fabricated in steel rather the aluminum used for most of a Land Rover’s bodywork.  It’s actually a quite thoughtful design, suitable for parade and non-parade modes of coffin conveyance.  For parades, the coffin can be carried atop the catafalque while for transport tasks, the long, external strap hinges on the heavy steel rear hatch allow a coffin to be slipped inside the bed and thus out of view.  The rear hatch opens not to either side, but down and it includes a centre brace which folds to the ground, thereby bracing the hatch flat and so providing the bearers with more convenient lateral access to the coffin as they slide it in and out.  Cut into either side of the cabin's rear are two curved rear windows, affording the attending footmen extra visibility of their load when it's atop.  As a functional device to be used by an old Navy man, the workmanship is sturdy and well-finished but there’s been no attempt to conceal or disguise the bolt-heads and rivets.  So, it was a bit more than most of the Land Rovers (“gun buses” he called them) he used on shooting parties here and there and while he had long ago told the queen “...just stick me in the back of a Land Rover and drive me to Windsor", sixteen years of mission creep followed.

Hearses by German coach builders, Pollmann of Bremen: 1959 Mercedes-Benz 300 (W189, left) and 1967 Mercedes-Benz 600 (W100, right).

Pollmann of Bremen have a long history in the construction of Mercedes-Benz hearses and after some difficult times in the early post-war years, the Wirtschaftswunder (the German post-war economic miracle) which emerged in the 1950s encouraged them to move from utilitarian designs to something more grand and they converted a number of 300s (W186 & W189, nicknamed the “Adenauer” because Konrad Adenauer (1876–1967; chancellor of the Federal Republic of Germany (FGR; West Germany) 1949-1963) used a number as the state limousine) models, one technical attraction being the innovative, self-levelling rear-suspension which provided a very stable load platform, regardless of the surface, something of some importance when carrying coffins.

The 600 was built on a (lengthened) 1967 short wheelbase (SWB) platform and remains a genuine one-off, the only 600 hearse ever built.  The story (which may be true), repeated whenever it’s offered for sale, is it was originally a sedan purchased by a German farmer (always referred to as Herr K) whose particular experience of the Wirtschaftswunder was the massive capital gain enjoyed when he sold his farmland for urban development.  Happy, he bought a Mercedes-Benz 600 (in champagne metallic gold) for his wife and commissioned an architect to design a house for them to enjoy.  Unfortunately, he arrived home one day to find the ungrateful hausfrau had run off with the architect and, unable to bear to keep the 600 because it was a reminder of the strumpet’s infidelity, he returned the car to the dealer to off-load.  It was sold to the coach-builders Pollmann which converted it to a hearse which seems appropriate although it's not known if the former farmer was impressed by the symbolism of the transformation.  It was for some years used for the purpose for which it was designed and has since been restored by US-based expert in all things 600esque, Karl Middelhauve.

Daimler DS420 hearse, funeral of Diana, Princess of Wales, London, 6 September 1997 (right).

Diana's hearse (B626MRK) was a 1985 model, built by Wilcox Limousines and owned by the Funeral Directors Leverton & Sons; it was the last DS420 so modified by Wilcox before hearse production was shifted to the sister company Eagle Specialist Vehicles and was the same car used to collect her coffin from RAF Northolt after its arrival from France.  In 2003, Levertons sold B626MRK after it had for some years been in storage.  It was purchased by an anonymous buyer for £90,000, the somewhat macabre celebrity association gaining it quite a premium over the £3,000 and £4,000 a typical DS420 hearse of this age and condition would be expected to attract.  Inevitably, there was criticism, some claiming the thing should have been donated to a museum but, accustomed to death, undertakers are pragmatic and to Levertons doubtlessly it was just another piece of obsolete equipment to be sold to the highest bidder.  In production between 1968-1992, the DS420 was built on the platform of the old Mark X (1961-1966 which, substantially unchanged was renamed 420G and sold until 1970).  The bulk of the Mark X had in the 1960s proved an impediment to success but it made a fine basis for a limousine and spin-offs such as hearses and for decades the DS420 was a fixture in the wedding and funeral trades.  With the exception of some recent, lucrative forays into the "continuation" business (it's XKSS & lightweight E-Types), the DS420 was the last car to use the XK-six, first shown in 1948 in the XK120.     

State Jaguar XF hearse of the Royal Mews, built for the funeral of Elizabeth II (1926-2022; Queen of the UK and other places 1952-2022).

Elizabeth II was the first monarch of the television age and quickly grasped its implications, understanding better than many politicians of the early years of the mass-adoption of the medium that it used wisely it was a useful tool but that little good came from over-exposure.  Well acquainted too with a feeling for color, light and angle from long and sometimes doubtlessly tiresome sessions with painters and photographers, she sometimes surprised television producers with her knowledge of the technical aspects of their trade.  Her contributions the design of her own Jaguar XF hearse were those of someone who knew her funeral would be her last performance as a content provider for television and probably one which would attract the greatest audience in history.

Accordingly, the queen specified a design which would afford the best possible view of her coffin, regardless of the camera angle, so the glass would be more expansive, the roof was raised several inches from the dimension supplied originally by the royal household, the roof panel above the coffin fully glazed a particular request.  Climate change has affected the UK but it can still be relied upon sometimes to be dark and gloomy and, not knowing what the weather would offer on the day, she had the rear compartment fitted with lighting which would illuminate in a way that, if need be, there would be a clear, reflection-free view through the glass.  The state hearse was finished in Royal Claret, a specific royal-family color (and an official part-number used by manufacturers with a royal warrant) and has a notably large hood ornament, a silver-plated bronze statue of St. George slaying a dragon, a personal mascot of Her Majesty which appeared also on the state Bentley limousine.  The automotive ornaments seem to have been a bit of a thing for the queen, renderings of dogs sometimes observed on her Range Rovers.

Undertaker

Undertaker (pronounced uhn-der-tey-ker)

(1) A person whose profession is the preparation of the dead for burial or cremation and the management of funerals (like embalmer, now mostly a historic reference, the preferred modern terms being funeral director or mortician)

(2) A person receiving land in Ireland during the Elizabethan era, so named because they gave an undertaking to abide by several conditions regarding marriage, to be loyal to the crown, and to use English as their spoken language (obsolete, now used only for historic references).

(3) A contractor for the royal revenue in England, one of those who undertook to manage the House of Commons for the king in the Addled Parliament of 1614 (obsolete, now used only for historic references).

(4) A person who undertakes something (became rare because of the likelihood of confusion with funeral directors but "undertake", "undertaking" and "undertaken" now common).  Historically, the word was associated in Middle and early Modern English with those running businesses but as the association with embalming and burials became pervasive, it came to be replaced with the French entrepreneur.

1350–1400: A compound word under- + -take- + -er, a back-formation from the earlier undertake (after undernim (from the Middle English undernimen, from the Old English underniman (to take in, receive, comprehend, understand, blame, be indignant at, take upon oneself, steal), the construct being under- +‎ nim.  It was cognate with the Dutch ondernemen (to undertake, attempt) and the German unternehmen (to undertake, attempt).  Under is from the Middle English under-, from the Old English under-, from the Proto-Germanic under, from the primitive Indo-European n̥dhér (lower) and n̥tér (inside).

Take is from the Middle English taken (to take, lay hold of, grasp, strike), from the Old English tacan (to grasp, touch), of North Germanic origin, from the Old Norse taka (to touch, take), from the Proto-Germanic tēkaną (to touch), from the primitive Indo-European dehig- (to touch).  Gradually, it displaced the Middle English nimen (to take), from the Old English niman (to take).  It was cognate with the Icelandic and Norwegian Nynorsk taka (to take), the Norwegian Bokmål ta (to take), the Swedish ta (to take), the Danish tage (to take, seize), the Middle Dutch taken (to grasp), the Dutch taken (to take; grasp) and the Middle Low German tacken (to grasp); tackle is related.

The –er suffix was added to verbs to create a person or thing that does an action indicated by the root verb; used to form an agent noun.  It added to a noun it denoted an occupation.  The suffix is from the Middle English -er & -ere, from the Old English -ere, a borrowing from the Proto-Germanic -ārijaz, thought to have been borrowed from Latin -ārius and reinforced by the synonymous but unrelated Old French -or & -eor (the Anglo-Norman variant of which was -our), from the Latin -(ā)tor, from the primitive Indo-European -tōr.

Mercedes-Benz 600 Hearse

In English, undertaker was an agent noun from the verb undertake, the early meaning, strictly speaking, "a contractor of any sort hired to perform some task" but it was applied mostly to those engaged is some sort of commercial enterprise.  There had long been instances of the use of “funeral-undertaker” but by the 1690s, “undertaker” had come to mean almost exclusively those whose profession was to “embalm and bury”.  Most etymologists conclude this organic shift to linguistic exclusivity came via the word being used as a euphemism for the mechanics of the profession, matters of mortality something of a taboo topic.

Undertaker faded from use as “mortician” and “funeral director” came to be preferred, firstly in the US with the latter soon becoming the standard form in the rest of the English-speaking world.  It was at the July 1895 meeting of the Funeral Directors' Association of Kentucky that it was proclaimed “…an undertaker will no longer be known as an "undertaker and embalmer." In the future he will be known as the "mortician."  This soon spread and the term undertaker is now almost unknown except in historic references or in figurative use in fields such as politics and sport.  In general use, the words "undertake", "undertaken" or "undertaking" are now used to describe just about any activity and with no sense of a taint of association with corpses. 

In the narrow technical sense, even in modern use, the terms funeral director, mortician, and undertaker mean the same thing (a person who supervises or conducts the preparation of the dead for burial and directs or arranges funerals"  Nuances have however emerged, especially in the US where a funeral director tends to be someone who owns or operates a funeral home whereas the term mortician implies a technical role, a person who handles the body (the embalmer) in preparation for a funeral.  Often of course, these roles are combined, especially in smaller operations so for practical purposes, funeral director and mortician are generally interchangeable.  Although it would probably once have seemed a bizarre construction, there are also now funeral celebrants who officiate at ceremonies not (or only vaguely) connected with religious practice and are thus analogous to the civil celebrants who perform secular marriage ceremonies.  They're not directly connected with the school of thought which prefers to "celebrate a life" rather than "mourn a death" at a funeral, an approach which can be taken even in an overtly religious service.  

So it's largely a matter of how those within the profession prefer to style themselves and Funeral Director seems now the most popular choice although mortician remains widely used in the US.  Mirriam-Webster provides:

Funeral Director: A person whose job is to arrange and manage funerals.

Mortician: A person whose job is to prepare dead people to be buried and to arrange and manage funerals.

Undertaker: One whose business is to prepare the dead for burial and to arrange and manage funerals.

1967 Mercedes-Benz 600 (W100) hearse by German coach builders, Pollmann of Bremen.

Built on a (lengthened) 1967 short wheelbase (SWB) platform, it’s a genuine one-off, the only 600 hearse ever built.  The story (which may be true), repeated whenever it’s offered for sale, is it was originally a sedan purchased by a German farmer (always referred to as Herr K) whose particular experience of the Wirtschaftswunder (the German post-war economic miracle) was the massive capital gain he enjoyed when he sold his farmland for urban development.  Happy, he bought Mercedes-Benz 600 (in champagne metallic gold) for his wife and commissioned an architect to design a house for them to enjoy.  Unfortunately, he arrived home one day to find the ungrateful hausfrau had run off with the architect and, unable to bear to keep the 600 because it was a reminder of the strumpet’s infidelity, he returned the car to the dealer to off-load.  It was sold to the coach-builders Pollmann which converted it to a hearse which seems appropriate although it's not known if the former farmer was impressed by the symbolism of the transformation.  It was used for some years for the purpose for which it was designed and has since been restored by US-based expert in all things 600esque, Karl Middelhauve.

The Machete funeral hearse

Lindsay Lohan in habit, emerging from hearse in Machete (2010).  The Machete hearse was based on a 1987 Cadillac Brougham (1987-1992).

Between 1931-1979, General Motors' Cadillac division offered a line called the Cadillac Commercial Chassis, a long-wheelbase, heavy-duty platform which was mechanically complete but with a partially built body (without bodywork rear of the windscreen, doors and other panels included on request).  Produced on the D platform (exclusive to Cadillac), the "Commercial Chassis" was used by coach-builders to create high-roofed ambulances, hearses (often called funeral coaches in the US) and cleverly designed hybrids which at short notice could be converted from ambulances to hearses or used by a coroner's staff to transport a corpse; these multi-purpose devices were popular in towns with small populations.  The early Commercial Chassis were based on the Series 355 (1931-1935) and the Series 75 (1936-1992) from 1936 and although there were specific modification to the frame, the mechanical components were always shared with the 75 which, used for the big limousines, meant costs were amortized across the ranges.  After 1980, production continued on the downsized platform but there was no longer a separate D platform, the partially bodied cars structurally identical to the mainstream line.

1960 Mercedes-Benz 300d Cabriolet D (left) and 1960 Cadillac hearse (Funeral Carriage) on the Commercial Chassis (right).

Dating from the age of horse drawn carriages, the landau irons (which some coachbuilders insist should be called "carriage bars") on the rear side-panels of hearses emulate in style (though not function) those used on carriages and early automobiles (the last probably the Mercedes-Benz 300 (the “Adenauer”; W186 (1951-1957) & W189 (1957-1962)) Cabriolet D).  On those vehicles, the irons actually supported the folding mechanism for the fabric roof but on hearses they are merely decorative, there to relieve the slab-sidedness of the expanse of flat metal.  The alternative approach with hearses is to use a more conventional glass panel, usually with curtains fitted which can be drawn as desired.  In many cases, there is a desire to make the coffin (casket) as visible as possible because some, to permit the dead a final act of conspicuous consumption, are crafted with some extravagance.

1971 Ford Thunderbird with standard vinyl roof (left) and 1967 Ford Thunderbird with the vinyl removed (right).

There was however one curious use of a stylized iron for a purpose which was both functional and aesthetic.  When, in a sign of the times, the 1967-1971 Ford Thunderbird included a four-door sedan rather than a convertible as a companion to the coupés in the range, the sedans were fitted with the combination of the irons and a vinyl roof.  In this one, unique, case the irons and the vinyl actually improved rather than detracted from the appearance because, built on a surprisingly short wheelbase, the Thunderbird had to be fitted with rather short rear doors (also compelling the use of the front-opening "suicide door" configuration) and to accommodate the shape of C-pillar, each had to intrude on the other.  What the (always dark) vinyl and the sweep of the irons did was conceal the compromise and for that reason, this generation of Thunderbirds is probably the only car where vinyl roofs are rarely removed because exposing the metal results in a very strange look.  Because (1) they're ugly and (2) they trap moisture, thereby encouraging rust, removing a vinyl roof usually improves the appearance of a car but this is the one exception.       

Jagwah

Jagwah (pronounced jag-whar)

A slang term in western Africa; a colloquialism for a smart man-about-town.

From early 1960s post-colonial Nigeria.  A phoneticism based on the admiration locals felt for the large green and white Jaguars run by the newly-independent Nigerian Government on their executive car fleet.  An example of aspirational association; desired life-style linked to status-symbols.  In west-Africa, Jagwah to this day remains a  colloquialism for "a smart man-about-town".

Under British colonial rule since the early nineteenth century, Nigeria gained independence in 1960.  Within a few weeks, the new government had bought forty Jaguar Mark IXs, all painted in the Nigerian state colours of green and white.  The big Jags, much admired by the local citizens, were ideal for African conditions, being robustly built and supplied with a low-compression engine suitable for the octane-rating of the petrol then available in the continent.  The economics were also compelling with their price being less than half that of a visually similar Rolls-Royce or Bentley.

The big post-war Jaguars

1947 Jaguar Mark IV 3.5 Saloon.

Jaguar Mark IV, 1945-1949:  Like many of the cars produced immediately after WWII, the Jaguar Mark IV range was essentially the same at that made in the pre-war years.  The nomenclature however changed in 1945 and would later again change retrospectively, the Mark IV tag adopted only when the Mark V was introduced in 1948.   At that time there had never been a Mark I, II & II but Jaguar’s strange relationship with numerical progression, Arabic & Latin, would continue in the 1950s, the Mark VI skipped in deference to Bentley which already had one on sale although whether this was an attempt to push brand-perception up-market or on legal advice isn’t known.  Later, structurally unrelated to the earlier cars there would be a Mark 2 and (retrospectively) a Mark 1 but after the Mark X & Mark 2 were in 1967 re-named, both Roman numerals and the use of "Mark" were abandoned in favor of an alpha-numeric mix.  The other change was the dropping of the SS label, the association with the Nazi Party’s SS (Schutzstaffel (security section or squad)) too unsavoury in those times although the moment would soon pass, Jaguar in 1957 reviving the name for the XKSS, the road-going version of the D-Type race car.  Jaguar’s pre-war use of SS was apparently derived from the company’s origin as the Swallow Sidecar Company but, after the association with the Standard Motor Company as an engine supplier, the factory began to prefer Standard Swallow, the cars sold under the badge Jaguar SS.

1945 Jaguar Mark IV 3.5 DHC.

Between 1945-1949 therefore, what came to be called the Mark IV was sold as the Jaguar 1½ litre, 2½ litre & 3½ litre; most were saloons but a small number of drophead coupés (DHC or convertible) were built.  Still using Standard’s engines (although manufactured by Jaguar after 1946), the larger units were overhead valve (OHV) straight sixes, the smaller one an OHV four.  Quite old-fashioned even then, the cars still used mechanical brakes and were built on a separate chassis frame with semi-elliptic leaf suspension on rigid axles front and rear.

1950 Jaguar Mark V 3.5.

Jaguar Mark V, 1948-1951:  Unlike the first genuinely new post-war American cars which were stylistically a generation advanced, in appearance the Mark V was clearly an evolution from the pre-war lines, the flowing curves more integrated into the coachwork and the once separate headlamps now in nacelles flared into the bodywork.  Bigger and heavier than its predecessors, the Mark V, again offered as a saloon or DHC, was fitted only with the six-cylinder engines; it would be decades before the next four-cylinder Jaguar would be sold, the XK-four prototypes tested for a couple of years thought unsuitable for the market segment Jaguar played a part in creating.  The OHV six was carried over from the Mark IV, the new double overhead camshaft (DOHC) XK-six remaining exclusive to the XK-120 sports car until the debut of the Mark VII in 1951 but under the skin, it was rather more modern, now with independent front suspension and hydraulic brakes though the separate chassis would remain until the end of the Mark IX in 1961.  There would be no Jaguar Mark VI, apparently because the visually similar Bentley Mark VI was already on sale and the story (which has been repeated over the years) that the abortive Jaguar Mark VI was a Mark V fitted with the XK-six is apparently a myth although several such cars certainly were built as testbeds for the drivetrain which would be used in the Mark VII.     

The Jaguar Mark VII M which won the 1956 Monte Carlo Rally.

Jaguar Mark VII, 1951-1956:  Unpersuaded by the various newer aesthetics emerging from the design studios in Europe and the US, Jaguar remained reluctant entirely to abandon the pre-war lines, the Mark VII again evolutionary in appearance, something of a streamlined Mark V, but under the bonnet (hood) now sat the XK-120’s 3.4 litre (210 cubic inch) XK-Six which enabled the big saloon (there were no more DHCs) to top 100 mph (160 km/h) with acceleration to match all but the most powerful of the competition from Detroit.  The lusty performance made the bulky Mark VII a somewhat improbable competition vehicle and it enjoyed success both on the track and as a rally car, a career enhanced when the Mark VII M was introduced in 1954, the 3.4 XK engine now with more aggressive camshafts and a higher compression ratio made possible by the wider availability of high-octane petrol.  The lift in performance was sufficient for victory in the 1956 Monte-Carlo Rally and while success continued on the track, Jaguar's win in a 1956 NASCAR event was enough to convince the ruling body to ban foreign-built cars.  In a sign of the times, the automatic gearbox, previously available only on export models, was offered as an option on the home market.   

1958 Jaguar Mark VIII.

Jaguar Mark VIII, 1956-1958:  Externally distinguishable from its predecessor only by the new, one-piece curved windscreen and other detail changes, the Mark VIII gained another useful increase in performance by the adoption of a variation of the XK-140’s higher performance 3.4 XK-Six, tuned to deliver low and mid-range torque rather than the top-end power needed in sports-car trim.  Now with more elaborate appointments, weight increased so the lift in performance was a little blunted but Jaguar’s choice as a performance saloon had anyway switched to (what came retrospectively to be known as) the smaller Mark 1 which in 1957 gained the 3.4 litre engine, becoming something of the BMW M5 of its day.  Additionally, the 1956 Suez crisis had made the smaller car much more attractive to customers and from its introduction the smaller saloon would out-sell the big Marks.

1959 Jaguar Mark IX.

Jaguar Mark IX, 1958-1961:  With the success of the smaller Mark I & 2, they became the mainstream Jaguar saloons and the Mark IX was upgraded with more luxurious fittings and some previously optional features such as the steel sliding sun-roof became standard equipment.  Power was again increased, the XK-six now bored out to 3.8 litres (231 cubic inches) and rated at 220 bhp (164 kW), the same unit which would power the smaller Mark 2 to such success in competition; only the triple carburetor versions in the XK150S, Mark X (later 420G) & E-Type (XKE) would be more powerful.  Befitting the market at which it was aimed, power steering was now standard as were four-wheel disc brakes which were typical of the early versions of the type, often noisy and with quite high pedal pressures but very effective, so good in fact that in conjunction with the power of the new 3.8 engine, on the track the big Jaguar was again remarkably competitive in it its class.  Even by 1958 however, the Mark IX was stylistically, a bit of a relic and in 1961 it was replaced by the longer, lower, wider Mark X.

1967 Jaguar 420G.

Jaguar Mark X, 1961-1966 & 420G, 1966-1970:  A transformative vehicle, the Mark X in so many ways set the template for Jaguar saloons, one which would serve the line for half a century, the lines first seen in 1961 not retired until the X358 version of the XJ ended production in 2009 (to be replaced by something which looked like a big Hyundai).  While in engineering terms, a considerable advance over its baroque predecessor; its low-slung lines made it less suitable as a state vehicle, a market-gap not adequately filled by the visually antiquated limousines Jaguar had inherited when it absorbed Daimler in 1960 and this would not be resolved until late in the decade.  The Mark X represented Jaguar’s particular take on modernity.  Introduced in the same year, while it didn’t create anything like the splash the sensational E-Type managed, it shared much of the mechanical specification including the very clever rear suspension with its inboard disc brakes, another long-lived design which wouldn’t be retired until 2006.  Also shared with the E-Type was the triple carburetor 3.8 XK-six, rated at up to (a perhaps optimistic) 265 horsepower although in 1965, that would be replaced by the 4.2 litre iteration, installed in the quest for more torque, something distinctly lacking compared with the big displacement V8s used by US manufacturers.

1965 Jaguar Mark X 4.2.

The long-stroke 4.2 did improve drivability, as did the improved, all-synchromesh four-speed manual gearbox which, while shared with and much welcomed in the E-Type, was anyway becoming increasingly less relevant in cars in this market segment.  That was certainly true in the United States which was the market at which the Mark X was intended to succeed but there it never did.  It was always understood by the factory that because of its sheer size, appeal in the home market would be limited but there were high hopes for success across the Atlantic and indeed, the Mark X was is so many ways perfect niche competition for the big Buicks, Cadillacs, Lincolns and Imperials.  However, by the early 1960s those manufacturers were building the finest engine-transmission combinations in the world with V8 engines up to 430 cubic inches (7.0 litres) and gearboxes which didn’t so much change gear as slur effortlessly from one ratio to the next.  It was a driving experience the XK-six couldn’t match under the conditions in which most American driving took place and the joys offered by the brakes and suspension (two generations ahead of anything from Detroit), didn’t compensate for the lack of effortlessness or amenities like air-conditioning which actually worked.  The obvious solution would have been to install the superb 4.6 litre (278 cubic inch) V8 acquired with the purchase in 1960 of Daimler and the V8 was tested in a Mark X with most satisfactory results and if more was wanted, enlargement well beyond five litres (305 cubic inches) was possible.  Unfortunately, Jaguar at the time was convinced engines should have either six or twelve cylinders and it’s true their V12 with its turbine-like smoothness would have suited the Mark X perfectly but it took so long to develop that the big car was out of production by the time it arrived.  The failure to pursue the simple expedient of using the Daimler V8 in the Mark X was emblematic of the mistakes, bizarre decisions and missed opportunities which was the tale of the British motor industry in the 1960s and 1970s,  

1967 Jaguar 420G.

So, selling is much lower volumes than had been hoped, the 4.2 litre Mark X continued until 1970 by which time production had slowed to a trickle.  To mark some detail changes in trim and a few additions to conform with new safety regulations, it was in 1966 renamed 420G (rather than Mark XI as tradition suggested) but even the option of air-conditioning and a central partition to make it a more suitable vehicle for those with chauffeurs didn’t arouse much interest.  When the Mark X’s fine underpinnings were instead offered in the much more manageably sized XJ6 in 1968, it was the death knell, the 420G, its tooling long amortized, remaining on the books to fulfil the small demand which still existed for a car which, whatever its failings, still offered a unique combination of virtues for those who appreciated such things.

Daimler DS420, Buckingham Palace, London.

Daimler DS 420, 1968-1992:  British Leyland, which had absorbed Jaguar, had continued production of both the Daimler Majestic Major with its old-fashioned body and modern V8 engine and the truly antiquated Vanden Plas Princess, replacing them (and in a sense the old Jaguar Mark IX) with the new Daimler DS420.  The DS420 needs to be considered when assessing the Mark X/420G as a failure because it was atop the Mark X’s platform the DS420 sat.  Suddenly the sheer bulk of the Mark X, which had proved such an impediment to market acceptance, was an invaluable asset, the stately DS420 long & tall, as ideal for presidents and potentates and it proved for funeral directors and the wedding trade.  Most were configured as conventional limousines but coachbuilders built also hearses and the odd landaulet; they were for decades a fixture at state events, weddings and funerals (the hearse for Diana, Princess of Wales (1961-1997) was a DS420).  The last was made in 1992 and was noted also for being the final car to use the old XK-six, introduced more than forty years earlier in the XK120.

Daimler DS420s: One of the rare landaulet’s (left) of which Vanden Plas built only two although coach-builders and others have created a number (of varying quality) by modifying standard limousines; two with their chauffeurs awaiting their passengers,  Pall Mall, Westminster, London, 1974 (centre) and the funeral of Diana, Princess of Wales, London, 6 September 1997 (right).

Diana's hearse (B626MRK) was a 1985 model, built by Wilcox Limousines and owned by the Funeral Directors Leverton & Sons; it was the last DS420 so modified by Wilcox before hearse production was shifted to the sister company Eagle Specialist Vehicles and was the same car used to collect her coffin from RAF Northolt after its arrival from France.  In 2003, Levertons sold B626MRK after it had for some years been in storage.  It was purchased by an anonymous buyer for £90,000, the somewhat macabre celebrity association gaining it quite a premium over the £3,000 and £4,000 a typical DS420 hearse of this age and condition would be expected to attract.  Inevitably, there was criticism, some claiming the thing should have been donated to a museum but, accustomed to death, undertakers are pragmatic and to Levertons doubtlessly it was just another piece of obsolete equipment to be sold to the highest bidder.

Catafalque

Catafalque (pronounced kat-uh-fawk, kat-uh-fawlk or kat-uh-falk)

(1) A (temporary or permanent) raised structure on which the body of a deceased person lies or is carried in state.

(2) A hearse (obsolete).

1635–1645: The orthodoxy is that catafalque is from the seventeenth century French catafalque, from the Italian catafalco, from the Late Latin catafalicum (scaffold), the construct being cata- (from the Ancient Greek κατά (katá) (downwards (and used in Medieval Latin with a sense of “beside, alongside”))) + fal(a) (wooden siege tower) + -icum (neuter of –icus; (the suffix used to denote "belonging to; derived from or pertaining to"), from the Etruscan.  However, etymologists are divided on the origin.  Some believe English picked up the word directly from the Italian and not via French and regard the Italian of uncertain origin, the connection with the Late Latin only speculative.  From the Medieval Latin catafalicum Old French gained chaffaut & chafaud (scaffold) which exists in the Modern French échafaud (scaffold).  Catafalque (the rare alternative spelling is catafalco) is a noun; the noun plural is catafalques.

The coffin carrying Queen Elizabeth II, rested on its catafalque for the lying in state, Westminster Hall, London, September 2022.

A catafalque is the platform upon which the body of the dead lies before their funeral.  In the West the modern practice is for the body to be placed in a coffin but historically the body was sometimes wrapped and this remains the practice for burials at sea.  Catafalques can be elaborately decorated or constructed with austere simplicity and can be mobile or stationary.  Although associated with state funerals they are a common fixture in crematoria or chapels and exist so the coffin is permitted to sit at an appropriate height for ceremonial purposes, most obviously during “open-casket” services.  Those used by undertakers (funeral directors) are usually mobile 9on wheels) so the coffin may easily be moved from one place to another, by one staff member if need be.  Thus, any appropriately elevated surface used from the purpose can be thought of (if only temporarily) as a catafalque although the name-proper is attached only to dedicated devices.  A catafalque party is a military formation, traditionally numbering four (though it may be more or fewer) assembled to stand guard over the coffin while the body is lying in state or at some other site of memorial.

The 1865 (Abraham Lincoln) catafalque in 2006, after the most recent replacement of its fabric covering.

One catafalque noted for its longevity is that hastily (and, from the point-of-view of a professional carpenter or cabinet maker, rather crudely) fabricated was that used for the coffin of Abraham Lincoln (1809–1865) US president 1861-1865) and still in use today.  Of simple construction and using plain framing timber, it’s not at all ornate and gains its aura from the long history of use, having being used in the funerals of some four dozen US figures from politics, the judiciary, the military or society (most recently Senator Harry Reid (1939–2021; US senator (Democrat, Nevada).  Over the years, it has been enlarged and strengthened to accommodate increasingly heavy coffins and the fabric covering has several times been replaced but almost all the original structure remains so it’s not a “grandfather’s axe”.  The simplicity has sometimes been emulated with intent, Pope John Paul II’s (Karol Wojtyła, 1920–2005; Pope of the Roman Catholic Church 1978-2005) plain cypress coffin sitting atop a catafalque so basic it might have been built by Christ himself.  It’s thought JPII’s successor might choose something just as simple.

Voltaire's catafalque.

Voltaire (François-Marie Arouet, 1694–1778), the radical writer of the French Enlightenment, as controversial in death as in life, was buried quietly some way distant from Paris because his friends feared church and state would seek to deny him the proper rites of burial and it was only some thirteen years after his death, just after the French Revolution that his body was disinterred and moved to the Panthéon in Paris, a site created to honor illustrious citizens.  His catafalque was an impressive three tiered construction inscribed: ”Poet, philosopher, historian, he made a great step forward in the human spirit.  He prepared us to become free”.

David Lloyd George's funeral bier, Good Friday (30 March) 1945, Llanystumdwy, Wales.

In the context of funerals, definitionally, there is no difference between a bier and a catafalque.  Bier ((1) a litter to transport the body of a dead person, (2) a platform or stand where a body or coffin is placed & (3) a count of forty threads in the warp or chain of woolen cloth) was from the Middle English beer, beere & bere, from the Old English bēr, from the West Saxon bǣr (stretcher, bier), from the Proto-West Germanic bāru, from the Proto-Germanic bērō, from the primitive Indo-European bher (to carry, bear) and was cognate with the Saterland Frisian Beere (stretcher, bier), the Dutch baar (bier) and the German Bahre (bier, stretcher).  It’s thus functionally the same as a catafalque and the only point of differentiation in modern use seems to be the convention that catafalque is used when the funeral is grand while for more modest affairs (like David Lloyd George’s (1863–1945; UK prime-minister 1916-1922) “farm cart funeral”), bier is preferred.  The pyre (from the Ancient Greek πυρά (pyrá), from πῦρ (pyr) (fire)), also known as a funeral pyre, is a structure, made almost always of wood, constructed for the purpose of burning a body as part of a funeral rite and thus a form of ceremonial cremation.  Dimensionally, it may be far larger than is required for purposes of combustion because big fires were often an important aspect of the spectacle.

A member of Queen Elizabeth II's catafalque party fainted shortly before his shift was due to end.  He was not seriously injured.

Funeral

Funeral (pronounced fyoo-ner-uhl)

(1) The ceremonies for a dead person prior to burial or cremation; the obsequies.  Technically, it’s distinguished from a memorial service by the presence of the corpse although, for various reasons, this is not absolute.

(2) The processional element of such a ceremony.

(3) The sermon delivered at a burial (obsolete).

1350–1400: From the Middle English adjective funeral, from the Medieval Latin fūnerālia (funeral rites), originally the neuter plural from the adjective fūnerālis (having to do with a funeral), the construct being fūner- (stem of fūnus (funeral rites; death, corpse) + -ālis (the third-declension two-termination suffix (neuter -āle) used to form adjectives of relationship from nouns or numerals).  The origin of the Latin forms (In Classical Latin the adjective was funebris) is unknown, the common speculation linking to the primitive Indo-European dhew (to die).  The noun emerged in the early sixteenth century, probably from the Middle French plural funerailles, from the Medieval Latin fūnerālia, neuter plural of fūnerālis and the singular and plural were used interchangeably in English until circa 1700.  In Elizabethan times, funeral operated also as transitive verb in the sense of "to mourn".  The adjective funereal dates from 1725, influenced by the Middle French funerail, from the Latin fūnereus, from fūnus.  The Middle English forms from Latin via French displaced the native Old English līcþeġnung (literally the helpfully descriptive “dead body service”).

Funeral differs from burial, cremation, entombment, inhumation, interment & planting in that those words refer to a method whereas funeral concerns the ceremonial aspects; the words obsequies, sepulture & solemnities more synonymous although, historically, the closest was probably the obsolete exequy (the also obsolete exsequy the alternative form), a back-formation from exequies, from the Middle English exequies, from the Old French exequies, from the Latin exsequiās, accusative of exsequiae (train of followers).  Funeral appears in many European languages with the odd variation in spelling but in Portuguese, the velório (wake) is a more common reference.  The adjective funerary (pertaining to funerals or burials) dates from the 1690s, from Late Latin funerarius.  The adjective funest (portending death) emerged in the 1650s and had been obsolete since the late eighteenth century except as a poetic device; it was from the fourteenth century French funeste (unlucky), from the Latin funestus (causing death, destructive; mournful) from fūnus (“funeral rites" in this sense)  The related funestal was from a century earlier and died even sooner.  Funeral is a noun & adjective (the verb long obsolete), funereal, funerary & (the obsolete) funebrial are adjectives, funereally an adverb and funeralize is a verb; the noun plural is funerals.  The adjective funereal is used to refer to anything grim and dour rather than funeral as such and in idiomatic use, to say “it will be your funeral” is to suggest there will be unpleasant consequences if some course of action is followed.

In English, undertaker was an agent noun from the verb undertake, the early meaning, strictly speaking, "a contractor of any sort hired to perform some task" but it was applied mostly to those engaged is some sort of commercial enterprise.  There had long been instances of the use of “funeral-undertaker” but by the 1690s, “undertaker” had come to mean almost exclusively those whose profession was to “embalm and bury”.  Most etymologists conclude this organic shift to linguistic exclusivity came via the word being used as a euphemism for the mechanics of the profession, matters of mortality something of a taboo topic.

Undertaker faded from use as “mortician” and “funeral director” came to be preferred, firstly in the US with the latter soon becoming the standard form in the rest of the English-speaking world.  It was at the July 1895 meeting of the Funeral Directors' Association of Kentucky that it was proclaimed “…an undertaker will no longer be known as an "undertaker and embalmer." In the future he will be known as the "mortician."  This soon spread and the term undertaker is now almost unknown except in historic references or in figurative use in fields such as politics and sport.  In general use, the words "undertake", "undertaken" or "undertaking" are now used to describe just about any activity and with no sense of a taint of association with corpses.

In the narrow technical sense, even in modern use, the terms funeral director, mortician, and undertaker mean the same thing (a person who supervises or conducts the preparation of the dead for burial and directs or arranges funerals"  Nuances have however emerged, especially in the US where a funeral director tends to be someone who owns or operates a funeral home whereas the term mortician implies a technical role, a person who handles the body (the embalmer) in preparation for a funeral.  Often of course, these roles are combined, especially in smaller operations so for practical purposes, funeral director and mortician are generally interchangeable and the place a funeral director or mortician works is usually called either a funeral parlor or funeral home.  Although it would probably once have seemed a bizarre construction, there are also now funeral celebrants who officiate at ceremonies not (or only vaguely) connected with religious practice and are thus analogous to the civil celebrants who perform secular marriage ceremonies.  They're not directly connected with the school of thought which prefers to "celebrate a life" rather than "mourn a death" at a funeral, an approach which can be taken even in an overtly religious service. 

So it's largely a matter of how those within the profession prefer to style themselves and Funeral Director seems now the most popular choice although mortician remains widely used in the US.  Mirriam-Webster helpful suggests provides:

Funeral Director: A person whose job is to arrange and manage funerals.

Mortician: A person whose job is to prepare dead people to be buried and to arrange and manage funerals.

Undertaker: One whose business is to prepare the dead for burial and to arrange and manage funerals.

In the United Kingdom and some Commonwealth countries, a pauper's funeral was a funeral for a pauper paid for by the state, originally under the terms of the under the English Poor Law (last codified in 1834 but with legislative antecedents which stretched back centuries.  The common law right of the dead to a dignified burial was first recognized in England in R v Stewart, 12 AD. & E. 773 (1840) and was thus an early recognition of basic human rights.  The phrase "pauper's funeral" is now not widely used in formal discourse but apparently remains undertakers slang and, around the old British Empire, local authorities quietly conduct thousands of funerals a year.  Although not a "State Funeral" as defined, each is a funeral paid for by the state.

Top - Ceremonial funerals: Diana, Princess of Wales (1961-1997) (left), Duke of Edinburgh (1921-2021) (centre) & Baroness Thatcher (1925-2013 (right).

Bottom - State Funerals: George V (1865-1936) (left), George VI (1895-1952) (centre) & Sir Winston Churchill (1874-1965 (right). 

So, when Lord Salisbury (1893–1972) was asked by one of Winston Churchill’s (1874-1965; UK prime-minister 1940-1945 & 1951-1955) private secretaries what a State Funeral was, in answering “A funeral paid for by the state” he was only partly correct, a State Funeral in the UK requiring uniquely the consent of both houses of parliament: the Commons and the Lords Spiritual & Temporal.  In the UK, the state funeral has long been a rare thing and in recent years it’s become more exclusive still, Elizabeth II’s upcoming event only the sixth in the last hundred years of which two were not departed sovereigns, the last being Churchill’s in 1965.  The big, set piece, televised events which look like State Funerals such as those of the Queen Mother (1900-2002 and Diana, Princess of Wales (1961-1997) were styled as “ceremonial funerals” and over the same period there have been eight of these.  There has been speculation about the form Elizabeth’s funeral (operation "London Bridge", planned since 1962) will take, some suggesting it will, befitting the end of an era, be a glittering, elaborate spectacle which will contrast with the later coronation of Charles III, that expected to be something simpler than the last in 1953, reflecting the changed times.  It's not known how many people, over the years, have been involved in planning "London Bridge" but as a comparison, some sources claim 277 souls were on the committee which designed the State Funeral of Kim Il-sung (Kim I, 1912-1994; The Great Leader of the DPRK (North Korea (1948-1994)).  

Not all jurisdictions treat them as such rarified events.  While governments have different rules for state funerals, few show the largess of the Australian states which grant them to well-behaved pop singers and reasonably successful football coaches though, being obviously symbolic, they serve many purposes: both Adolf Hitler (1889-1945, Nazi head of government 1933-1945 & head of state 1934-1945) and Comrade Stalin (1878–1953; Soviet leader 1922-1953) attended (as chief mourner) a number of state funerals where the deceased had been murdered on their orders.

Mormon Funeral Potatoes

Although often called Mormon Funeral potatoes (although the same general recipe also produces great potatoes, cheesy potatoes, hash brown casserole, cheesy hash browns & party potatoes), the unusual combination of potatoes and toppings is popular beyond Utah as a traditional potato hotdish or casserole in the US West and Midwest.  The name "funeral potatoes" comes from the frequency with which the side-dish is served at funerals where it's popular not only because of tradition but the ease with which it can be transported and re-heated.  It remains a standard component of funerals conducted by The Church of Jesus Christ of Latter-day Saints (the Mormons).  Although there are variations, the recipe usually includes hash browns or cubed potatoes, some type of cheese, onions, a cream soup (chicken, mushroom, or celery) or sauce, sour cream, and a topping of butter with corn flakes or (latterly) crushed potato chips.

Preparation time: 10 minutes

Cooking time: 50-55 minutes

Serving time: 10 minutes

Ingredients

20 oz frozen hash browns, slightly defrosted
2 cups of a cheese which melts well (cheddar, mozzarella etc)
1.5 cup of sour cream
1 can of cream soup (alternatively use 1 cup of stock concentrate and increase sour cream to 2 cups)
8 tablespoons of butter, melted
1 cup of corn flakes
1 cup of fried onions
Salt, pepper to taste

Instructions

(1) Pre-heat oven to 330^o F (165^o C) and butter baking tray.

(2) In large bowl, thoroughly mix hash browns, sour cream, chicken soup, dried onion, butter, salt and pepper and cheese.

(3) Put mixture in baking tray, spreading to an even depth.

(4) Evenly sprinkle cornflakes on top by gently crushing them.

(5) Bake for 50-55 minutes.  Allow to cool down for 10 minutes before serving.

The Machete funeral hearse

Lindsay Lohan in habit, emerging from hearse in Machete (2010).  The Machete hearse was based on a 1987 Cadillac Brougham (1987-1992).

Between 1931-1979, General Motors' Cadillac division offered a line called the Cadillac Commercial Chassis, a long-wheelbase, heavy-duty platform which was mechanically complete but with a partially built body (without bodywork rear of the windscreen, doors and other panels included on request).  Produced on the D platform (exclusive to Cadillac), the Commercial Chassis was used by coach-builders to create high-roofed ambulances, hearses (often called funeral coaches in the US) and cleverly designed hybrids which at short notice could be converted from ambulances to hearses or used by a coroner's staff to transport a corpse; they were popular in towns with small populations.  The early Commercial Chassis were based on the Series 355 (1931-1935) and the Series 75 (1936-1992) from 1936 and although there were specific modification to the frame, the mechanical components were always shared with the 75 which, used for the big limousines, meant costs were amortized across the ranges.  After 1980, production continued on the downsized platform but there was no longer a separate D platform, the partially bodied cars structurally identical to the mainstream line.  The landau irons (which some coachbuilders insist should be called "carriage bars") on the rear side-panels emulate in style (though not function) those used on horse-drawn carriages and early automobiles (the last probably the Mercedes-Benz 300 (the “Adenauer”; W186 (1951-1957) & W189 (1957-1962)) Cabriolet D).  On those vehicles, the irons actually supported the folding mechanism for the fabric roof but on hearses they are merely decorative, there to relieve the slab-sidedness of the expanse of flat metal.