Nautical

Nautical (pronounced naw-ti-kuhl)

(1) Of or relating to ships, navigation, sailors & other admiralty matters.

(2) As nautical mile, a measure of distance.

1545-1555: From the Middle French nautique (pertaining to ships, sailors, or navigation) from the Latin nautic(us) (of or relating to ships or sailors), from the Ancient Greek ναυτικός (nautikós) (seafaring, naval), from nautes (sailor), from naus (ship), from the primitive Indo-European nau (boat).  Nautical is the adjective, nauticality the noun and nautically the adverb; associated words include navigational, seafaring, maritime, marine, aquatic, naval, oceanic, pelagic, salty, ship, abyssal, thalassic, boating, deep-sea, navigating, oceangoing, oceanographic, rowing, sailing & seagoing.

The nautical mile

A unit of distance measurement used in maritime, air and space navigation, one nautical mile was defined originally as one minute (one sixtieth of a degree) of latitude along any line of longitude.  It’s since been re-defined several times and although the international nautical mile is set at 1852 metres (about 1.15 miles), other definitions co-exist: a US Navy nautical mile being 1853.2480 metres (6080.2 feet) whereas UK Admiralty charts use an even 6080 feet.  No standardized nautical mile symbol has ever been agreed with M, NM, nmi and nm variously used.

The derived unit of speed is the knot, a vessel at one knot along a meridian travels approximately one minute of geographic latitude in one hour.  The word knot was originally an admiralty term to measure speed, derived from counting the number of knots unspooled from a real of rope in a certain time.  Curiously, although kn is the ISO standard symbol for the knot, kt is also widely used, particularly in civil aviation.

The reason the generally accepted definition of national territorial waters was set at three nautical miles (5.6 km) was wholly military; it was maximum range of the big ordnance of the age, the cannon-ball.  Developments in ballistics and politics soon rendered the three mile limit irrelevant and states began to claim larger areas but, although the League of Nations Codification Conference began discussions in 1930, nothing was resolved either then or at the subsequent United Nations Conferences on the Law of the Sea (UNCLOS I 1956-1958 & UNCLOS II 1960).  It took a ten-year process (UNCLOS 1973-1982) to secure international agreement that the national territorial limit was set at twelve nautical miles, the provision coming into force in 1994.

Lindsay Lohan's nautically themed Vanity Fair photo shoot, Marina del Rey, California, October 2010.  The location was the Sovereign, a motor yacht built in 1961 for the film star Judy Garland (1922-1969).

Cutter

Cutter (pronounced kuht-er)

(1) A person employed to cut something, applied especially to one who cuts fabric for garments.

(2) A machine, tool, knife or other device for cutting.

(3) In nautical use, a single-mast sailing vessel, very similar to a sloop but having its mast set somewhat farther astern, about two-fifths of the way aft measured on the water line.

(4) In nautical use, a ship's boat having double-banked oars and one or two lugsails.

(5) In nautical use, a lightly armed government vessel used to prevent smuggling and enforce the customs regulations (known also as a revenue cutter).

(6) In psychiatry & psychology, a patient who repeatedly inflicts self-injury by cutting their flesh, a behavior traditionally associated with negative emotions.

(7) A person employed as a film editor, the titled derived from when physical film stock was physically cut with blades and re-joined.

(8) A small, light sleigh, usually single-seated and pulled by one horse.

(9) In construction, a brick suitable for cutting and rubbing, traditionally yellow and used for face-work (also called a rubber and now mostly obsolete but still use in restoration work).

(10) In industrial meat production (in the US government’s grading of beef), a lower-quality grade between utility and canner, used mostly in processed products such as hot dog sausages.

(11) In industrial meat production, a pig weighing between 68-82 kg (150-181 lb), from which fillets and larger joints are cut.

(12) In industrial meat production, an animal yielding inferior meat, with little or no external fat and marbling.

(13) In baseball, a variation of the fastball pitch.

(14) In cricket, as "leg cutter", a ball bowled by a fast bowler using finger spin to move the ball from leg to off (when delivered to a right-handed batsman); unrelated to the cut shot ("leg cut" & "off cut") except in the adjectival sense whereby a batsman might be described as “an expert cutter”, “an inept cutter” etc.  The "off cutter" is a delivery which moves in the other direction. 

(15) In dental classification, a foretooth; an incisor.

(16) In UK prison slang, a ten-pence (10p) piece, so named because it is the coin most often sharpened by prison inmates to use as a weapon.

(17) In medical slang, a surgeon (also modified to reflect specialties, neurosurgeons being “head cutters”, thoracic surgeons “chest cutter” etc).

(18) In the slang of criminology, an offender who habitually uses balded weapons to inflict injuries (also known as “slashers”).

(19) In film & television production, a flag, plate or similar instrument for blocking light.

(20) An officer in the exchequer who notes by cutting on the tallies the sums paid (obsolete).

(21) In slang, a disreputable ruffian (obsolete).

(22) As Cutter Expansive Classification (CEC), a library classification system, now obsolete although the core structure remains the basis for the system used by the US Library of Congress.

1375–1425: From the Middle English kittere & cuttere, the construct being cut(t) + -er.  Cut was from the Middle English cutten, kitten, kytten & ketten (to cut) (the Scots form was kut & kit), of North Germanic origin, from the Old Norse kytja & kutta, from the Proto-Germanic kutjaną & kuttaną (to cut), of uncertain origin, though there may be links with the Proto-Germanic kwetwą (meat, flesh) (related to the Old Norse kvett (meat)).  It was akin to the Middle Swedish kotta (to cut or carve with a knife) (the Swedish dialectal forms were kåta & kuta (to cut or chip with a knife)), the Swedish kuta & kytti (a knife), the Norwegian Bokmål kutte (to cut), the Norwegian Nynorsk kutte (to cut), the Icelandic kuta (to cut with a knife), the Old Norse kuti (small knife) and the Norwegian kyttel, kytel & kjutul (pointed slip of wood used to strip bark).  It displaced the native Middle English snithen (from the Old English snīþan) although the German schneiden survives still in some dialects as snithe or snead.  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.

A glove cutter at his bench at Omega srl Gloves (the Omega Glove Factory), Rione Sanità district, Naples, Italy.  In American Pastoral (1997), Philip Roth (1933–2018) wrote that no one was able to make gloves as well as “some small factory in Rione Sanità in Naples.”  In the 1980s, most glove production moved from Europe to the Far East and it's believed there are now fewer than a hundred master-certified glove cutters left in the world, the title formalized in seventeenth century France and conferred only after years of mentorship.

Night Suspect, a British Coast Guard Cutter in Pursuit (1958), oil on canvas by Montague Dawson (1890-1973). 

As a surname derived from occupation, Cutter emerged in the late twelfth century, based on the agent noun cutter (“one who cuts something” or “one who shapes or forms by cutting") from the verb cut From the 1630s it came to be used to describe an "instrument or tool for cutting", the use spreading as specialized tools and machines were developed.  In nautical use, beginning in 1792, it was applied to a range of small, single-mast vessels, a borrowing from the earlier use for a “double-banked boat belonging to a ship of war”, noted since 1745 and the rationale is unrecorded but it may have been either because of the similar lines of the hull or the more romantic idea of “cutting through” (moving quickly) the water.  The original ships were the “revenue cutters", lightly-armed government vessels commissioned for the prevention of smuggling and the enforcement of the customs regulations.  The use was therefore for some time restricted to vessels cutter-rigged, but the name has survived to transcend the original specification, almost all revenue ships now powered while the handful of sailed-ships are schooner-rigged.  Modifiers are used to describe various specialized tools used for cutting including biscuit cutter, cigar cutter, bolt cutter, box-cutter, gem cutter, glass cutter, leaf-cutter et al.  The original box cutters, dating from 1871, were those employees with the task of “cutting boxes” while the installed box cutters were pieces of large industrial plant, first noted in 1890; the familiar modern box cutter (hand-held bladed tool for cutting cardboard) first sold in 1944.  A cookie cutter is literally a device used to cut shapes from a sheet of pastry dough but is also used figuratively to describe to things which are un-original or un-imaginative.  Cutter is a noun & adjective; the noun plural is cutters.

Cutters: Non-Suicidal Self-Injury (NSSI)

What cutters do.

Cutters are the best known example of self-harmers, the diagnosis of which is described in the American Psychiatric Association's (APA) Diagnostic and Statistical Manual of Mental Disorders (DSM) as non-suicidal self-injury (NSSI).  NSSI is defined as the deliberate, self-inflicted destruction of body tissue without suicidal intent and for purposes not socially sanctioned; it includes behaviors such as cutting, burning, biting and scratching skin.  Behaviorally, it’s highly clustered with instances especially prevalent during adolescence and the majority of cases being female although there is some evidence the instances among males may be under-reported.  It’s a behavior which has long interested and perplexed the profession because as something which involves deliberate and intentional injury to body tissue in the absence of suicidal intent (1) it runs counter to the fundamental human instinct to avoid injury and (2) as defined the injuries are never sufficiently serious to risk death, a well-understood reason for self-harm.  Historically, such behaviors tended to be viewed as self-mutilation and were thought a form of attenuated suicide but in recent decades more attention has been devoted to the syndrome, beginning in the 1980s at a time when self-harm was regarded as a symptom of borderline personality disorder (BPD) (personality disorders first entered DSM when DSM-III was published in 1980), distinguished by suicidal behavior, gestures, threats or acts of self-mutilation.  Clinicians however advanced the argument the condition should be thought a separate syndrome (deliberate self-harm syndrome (DSHS)), based on case studies which identified (1) a patient’s inability to resist the impulse to injure themselves, (2) a raised sense of tension prior to the act and (3) an experience of release or at least partial relief after the act.  That a small number of patients were noted as repeatedly self-harming was noted and it was suggested that a diagnosis called repetitive self-mutilation syndrome (RSMS) should be added to the DSM.  Important points associated with RSMS were (1) an absence of conscious suicidal intent, (2) the patient’s perpetually negative affective/cognitive which was (temporarily) relieved only after an act of self-harm and (3) a preoccupation with and repetitiveness of the behavior.  Accordingly, NSSI Disorder was added to the DSM-5 (2013) and noted as a condition in need of further study.

KEIBA Side Cutters.

Although interest in the cutters spiked in the 1990s, papers had been published as early as the 1930s and the literature suggests something of a consensus among clinicians it should be regarded a matter of self-mutilation, such acts a form of attenuated suicide.  Accordingly, all non-fatal and deliberate forms of self-injury tended to be viewed as suicide attempts, regardless of whether there was any expressed suicidal intent and it wasn’t until the 1960s that any volume of doubt emerged.  That was significant, not only because self-injury was coming to be understood as something distinct from attempted suicide but that it implied the instance of attempted suicide was significantly overstated, something of interest to many.  This led to the coining of the novel word “parasuicide”, perhaps an indication the profession still preferred to think cutting a sub-set rather than anything distinct.

Cutters' scars, fresh & fading.

For clinicians, NSSI can at the margins be a difficult diagnosis.  To fit the diagnostic criteria in the DSM-5, NSSI must be intentional and deliberate but acts sometimes occurs during dissociative episodes so a judgment needs to be made determining whether an act can be held to be intentional if the patient is detached from reality.  As a definitional matter. there’s also the issue that if the motivation is to “feel something” some degree of intentionality seems at least implied but these examples do illustrate why NSSI among those suffering an episode of dissociation need even more carefully to be assessed before a diagnosis is decided.  There’s also a threshold criterion for the injury suffered, wounds needing to be “moderately intense” to qualify, thus the exclusion of such as lip-biting, scab & skin picking, hair pulling and nail-biting, even if these injuries might demand clinical care in another context (and may well be relevant in assessment measures).  Some extent of a “destruction of body tissue” is thus required and the current DSM-5 definition specifies bleeding or bruising.  However, it’s noted in cases studies that while minor and highly normative behaviors such as lip-biting, skin picking and hair pulling are excluded: (1) When severe they may be indicative of another specific condition such as trichotillomania (hair-pulling disorder) or excoriation (skin-picking disorder) rather than NSSI and (2) repeated and obsessional instances of behavior that might otherwise be considered mild and normative might appropriately be diagnosed as NSSI.

Case Fatality Rates by Suicide Method (8 indicative US states, 1989-1997)

Although the instances of death resulting from cutting are low, it’s clear many patients engage in NSSI behaviors while experiencing thoughts of suicide and while the evidence suggests many report being resigned to death as a consequence of cutting, actual suicidal thoughts and hopes for death are markedly higher in those exhibiting suicidal behaviors.  Intriguingly, it seems some may engage in NSSI as a way to avoid acting on thoughts of suicide; NSSI for these patients serving to regulate and reduce suicidal thoughts and intentions.  So it’s clear that in both thought and behavior, there’s some overlap between NSSI and suicidal thoughts meaning that even if a cutter’s injuries are (medically) minor, the condition should not be thought trivial although, for practical purposes, NSSI and suicidal behaviors need still to be categorized separately.  Cutting is also special in that it is so overt, unlike other forms of self-harm such as alcohol & drug abuse, risky behavior or neglecting to follow a prescribed treatment for a chronic condition.  There does however seem to be a pronounced co-morbidity between NSSI and eating disorders, the obvious link being a patient’s relationship with their body, NSSI being in some sense a compensatory behavior and form of self-punishment.  Data is clearly accumulating but the APA’s editorial committee seem not yet ready to make major structural changes: in the DSM-5-TR (Text Revision, 2022) although codes were included both suicidal behavior and NSSI, Suicidal Behavior Disorder (SBD) and NSSI Disorder remained in the section “Conditions for Further Study”.

US Coast Guard Legend Class National Security Cutter.

Scuttle

Scuttle (pronounced skuht-l)

(1) In nautical use, a small hatch or port in the deck, side, or bottom of a vessel; a cover for such a hatch; small opening in a boat or ship for draining water from open deck.

(2) A small hatch-like opening in a roof or ceiling that provides access to the roof from the interior of a building.

(3) In nautical use, deliberately to sink one's ship or boat by any means (eg by opening the sea-cocks), usually by order of the vessel's commander or owner.

(4) To abandon, withdraw from, or cause to be abandoned or destroyed (plans, hopes, rumors etc).

(5) To run with quick, hasty steps; scurry; a quick pace; a short, hurried run.

(6) A deep bucket for carrying coal.

(7) In northern British dialectal use, a broad, shallow basket, especially for carrying vegetables; a dish, platter or a trencher (sometimes called scuttle dish).

(8) The part of a motor-car body lying immediately behind the bonnet (hood), called the cowl in the US.

Pre 1050: From the Middle English scutel & scutelle (trencher) and scuttel (dish, basket, winnowing fan), from the Old English scutel (dish, trencher, platter), from the Latin scutella (serving platter; bowl), diminutive of scutra (shallow dish, pan) and (perhaps) the Latin scūtum (shield).  The Latin scutella was the source also of the French écuelle, the Spanish escudilla, the Italian scudella.  It was also a source of much Germanic borrowing, the source of the Old Norse skutill, the Middle Dutch schotel, the Old High German scuzzila and the German Schüssel (a dish).  The Meaning "basket for sifting grain" is attested from the mid-fourteenth century and as a "bucket for holding coal", use dates from 1849.

The sense of a “hole cut in a ship for some purpose” dates from 1490–1500, firstly as “skottell”: Of obscure origin, possibly from the Middle French escoutille, or from the Spanish escotar (to cut out) & escotilla (hatchway), the construct of which was escot & escote (a cutting of cloth) + -illa (a diminutive suffix of Germanic origin).  In the Gothic skaut meant “hem or seam).  Another possible link is to the Middle English scottlynge (scampering), a variant of scuddle and frequentative of scud.  The idea of hatches and holes in ships later extended to automobiles, the scuttle (cowl in the US) the space between the windscreen and bonnet (hood).  The sense of "cutting a hole in a ship to sink it" was first attested in the 1640s, an extension of use from the late-fifteenth century skottell (opening in a ship's deck), either from the French escoutille (which in Modern French is écoutille) or directly from the Spanish escotilla (hatchway), a diminutive of escota (opening in a garment), from escotar (cut out).  Scuttle & scuttling are nouns & verbs, scuttleful is a noun and scuttled is a verb; the noun plural is scuttles.

You're wrong.—He was the mildest manner'd man
That ever scuttled ship or cut a throat:
With such true breeding of a gentleman,
You never could divine his real thought;
No courtier could, and scarcely woman can
Gird more deceit within a petticoat;
Pity he loved adventurous life's variety,
He was so great a loss to good society.

Don Juan (1819–24) canto III, stanza XLI, by Lord Byron (1788–1824)

The figurative use to describe the sense of abandonment or destruction of the planning etc of something is recorded from 1888.  In military use this can be combined with the use of scuttle to describe a rapid, sometimes erratic crab-like walk suggestive of panic; the recent US evacuation from Kabul, would, in more robust times, have been called a scuttle.  The sense of "scamper; scurry" emerged in the mid-fifteenth century, probably related to the verb scud and perhaps influenced by the odd imperfect echoic.

A variation of the scuttle as a hole in the deck was scuttlebutt to describe a "cask of drinking water kept on a ship's deck, having a hole (scuttle) cut in it for a cup or dipper" is from 1805, supplanting the earlier (1777) “scuttle cask”.  Scuttlebutt is first recorded as meaning “rumor; gossip" in 1901 and was nautical slang before coming into general use late in World War I (1914-1918).  The modern corporate form, analogous with “gathering around the scuttlebutt” is the office “water-cooler” conversation.  The idea of information (accurate or otherwise) being associated with drinking water is doubtless as old as prehistoric people gathering at a drinking place and there’s the World War One era “furphy”, a descriptor of a rumor proved wrong, based on its origin being talk exchanged between soldiers having a yarn at one of the army’s Furphy brand water tanks.

Scuttle shake

The term scuttle shake is used to describe the shuddering displayed in many convertible cars, especially when traversing rough or uneven surfaces.   The vibrations happen because, without the strength provided by a fixed-roof, open-top automobiles generally are less structurally rigid than closed vehicles.  It’s called scuttle-shake because, although the scuttle (the area between the bonnet (hood) and the windscreen) is not the only place where the shuddering happens, it’s there where it’s usually most severe, often to the point where other vibrations tend not to be noticed.  The scuttle is affected because the erratic forces are generated through the tyres, to the chassis or frame to the point of the least structural rigidity: the bulkhead atop which sits the scuttle.  There is a transatlantic difference in that what most of the English-speaking world calls a scuttle is a cowl in US use.  Despite that, the term scuttle shake and cowl shake are both used in the US, probably because cars made there were always less susceptible to the phenomenon because the body-engineering standards were higher, Detroit always willing to add more bracing even at the cost of increasing overall weight.  It's speculative but perhaps it became so associated with foreign cars it was just natural to think scuttle and not cowl.

The archetypical scuttle shakers were the Triumph TR roadsters (TR2-TR6 1952-1976), the reputation gained because of the platform’s long life; although the TR6 bore no external resemblance to its earliest antecedents, much the same chassis and body structure underlay them all.  Many contemporaries of the TR2 and TR3 also suffered the problem but most manufacturers went through three or four generations in the quarter century the separate chassis TRs were produced, benefitting from the improvements in design and body engineering which passed by Triumph's aging roadster.  By the time the TR6 entered production in 1969, none of the competition still shook so much; that doesn’t mean that by the late twentieth century the problem went away but it was much ameliorated.  Notably, in the 1980s, generational shift, an improving economy and the non-appearance of the rumored US legislation which would have outlawed convertibles enticed some manufacturers back into the drop-top market so new models appears to demonstrate the difference.  Because volumes would be small, the development costs associated with new models was thought prohibitive so these were usually modified coupés.  Cutting the roof of a closed car is the classic recipe for scuttle shake but the techniques to strengthen structures had much improved over the years and the basic bodies were anyway inherently stronger because of the regulations imposed to improve crashworthiness.  Drivers could certainly tell the difference in body-rigidity but few were anything like a Triumph TR6 (unless it was a Saab 900; the Swedish car's convertible body was famously flexible).

Triumph TR2 (1953-1955).

After a similar looking prototype based on a pre-war platform was rejected, a redesign produced the TR2.  The specification was unpromising for a sports car; a hardly innovative ladder frame chassis, a two litre (122 cubic inch) engine based on one used in tractors (!), rudimentary weather protection and an already dated body but it was a success on both sides of the Atlantic.  On the road, it turned out to be greater than the sum of its parts, easily exceeding 100 mph (162 km/h) when that was something rare and, in the UK, it was the cheapest car which could make the claim.  Not delicate or in any way exquisite to drive ("agricultural" the usual description, perhaps a nod to the tractor engine), its characteristics were predictable by the standards of the time and it was soon effective in competition.  Over eight-thousand were built.

Triumph TR3 (1955-1962).

Essentially an updated TR2, the TR3 would be upgraded throughout its life in three identifiable generations although the factory regarded the changes as normal product development and never used different designations to distinguish between them (in the collector car market they're known as TR3, TR3A (1957) & TR3B (1962)).  Although still lacking many of the civilizing accruements buyers would soon expect, in its time the TR3 was a great sales hit and was campaigned successfully both by the factory teams and privateers in just about every category of competition for which it was eligible.  The advantages of using the tractor engine had become apparent in the TR2: the thing was both tuneable and close to indestructible if run by the book.  In the TR3, the usual English route to power (bigger carburetors, bigger valves, bigger ports and a more radical camshaft) was followed and 100 bhp (75 kw) was achieved.  Disk brakes, first used on the Factory Le Mans TR2s, were added to all but the earliest TR3s and the driving experience, despite the addition of rack and pinion steering, though offering nothing like the precision of the Italian competition, was rewarding if a little brutish (although the thing had gained respect and was now rarely called "agricultural").  Almost seventy-five thousand were built.

Triumph TRS with "sabrina" engine, Le Mans, 1960.

Like the TR2, the TR3 was a popular choice as a race car but by the late 1950s, the competitive cars from Britain, Italy and the US had been developed well beyond what the TR2 had tended to face earlier in the decade.  For various reasons, it wasn’t easy for European manufacturers to pursue the path to power and performance by adopting the American approach of big displacement so they chose the alternative: greater specific efficiencies & higher engine speeds.  In Italy, as early as 1954 Alfa Romeo had proved the once exotic double overhead camshaft (DOHC) configuration was viable in relatively low-cost, mass-production machines and even in England, MG’s MGA Twin Cam had been released, short-lived though it was.  Triumph’s cars had enjoyed much success, both in the marketplace and on racetracks but their engines were based on one used in a tractor and while legendary robust, it was tuneable only up to a point and that point had been reached, limiting its potential in competition.  The solution was a DOHC head atop the old tractor mill and this the factory prepared for their racing team to run in the 1959 Le Mans 24 Hour classic, naming the car in which it was installed the TR3S, suggesting some very close relationship with the road-going TR3 although it really was a prototype and a genuine racing car.  The engine used at Le Mans was called the “sabrina”.

Sabrina in some characteristic poses.

Norma Ann Sykes' (1936–2016 and better known by her stage name: Sabrina)  early career was as a model, sometimes in various stages of undress, but it was when in 1955 she was cast as a stereotypical “dumb blonde” in a television series she achieved national fame.  On stage or screen, she remained a presence into the 1970s and although without great critical acclaim although the University of Leeds did confer an honorary D.Litt (Doctor of Letters) for services to the arts so there was that.

The Le Mans campaigns with the sabrina Engine: TR3S (1959, left), TRS (1960, centre) and the TRS team crossing the line in formation for what was a "staged  photo-opportunity", none of the cars having completed the requisite number of laps to be classified a "finisher" (1960, right).  In 1961, all three went the distance, taking the "Teams Prize".  

Some resemblance in the mind's eye of an engineer: Sectional view of the sabrina.

The engine's original project code was 20X but an engineer's chance remark at the assembly bench caught on so "sabrina" it became.  Anatomically, the engineers were of course about right because the front sectional view of the sabrina engine’s internals do align with what Dr Vera Regitz-Zagrosek (b 1953; Professor of Cardiology at the University of Zurich), describes as “the bikini triangle”, that area of the female human body defined by a line between the breasts and from each breast down to the reproductive organs; it’s in this space that is found all the most obvious anatomical differences between male & female although the professor does caution that differences actually exist throughout the body, down to the cellular level.

Triumph used the sabrina engine for three consecutive years at Le Mans, encountering some problems but the reward was delivered in 1961 when all three cars completed the event with one finishing a creditable ninth, the trio winning that year’s team prize.  Satisfied the engine was now a reliable power-plant, the factory did flirt with the idea of offering it as an option in the TR sports cars but, because the differences between it and the standard engine were so great, it was decided the high cost of tooling up for mass production was unlikely to be justified, the projected sales volumes just not enough to amortize the investment.  Additionally, although much power was gained by adding the DOHC Hemi head, the characteristics of its delivery were really suited only to somewhere like Le Mans which is hardly typical of race circuits, let alone the conditions drivers encounter on the road.  As a footnote in Triumph’s history, it was the second occasion on which the factory had produced a DOHC engine which had failed to reach production.  In 1934 the company displayed a range-topping version of their Dolomite sports car (1934-1940), powered by a supercharged two litre (121 cubic inch), DOHC straight-8.  The specification was intoxicating and the lines rakish but, listed at more than ten times the price of a small family car, it was too ambitious for the troubled economy of the 1930s and only three were built.

Triumph TR4 (1962-1965).

Although the chassis and drive-train of the TR3 substantially were carried over, the TR4 received a new body, designed in Italy by Giovanni Michelotti's (1921–1980) design house, continuing what would prove a lucrative association for both the Italians and the British.  Modernised in function as well as form, the TR for the first time enjoyed wind-up windows and much improved ventilation as well as the novelty of the option of a kind of targa top, the first on the market although it was Porsche which decided to copyright the name.  To compensate for the increased weight, the engine was bored out to 2.1 litres (128 cubic inches) but the smaller version remained a factory option for those wished to run in competitions under the FIA’s 2.0 litre (122 cubic inch) rules, although, being a tractor engine and thus using wet cylinder liners, it wasn’t difficult for owners of a 2.1 to revert.

A 1965 Triumph TR4A appeared in Netflix's Lindsay Lohan film Irish Wish (2024) and the IMCDB (Internet Movie Cars Database) confirmed it was registered in Ireland (ZV5660, VIN:STC65CT17130C) as running the 2.1 litre version (17130C) of the engine.  The Triumph 2.1 is sometimes listed as a 2.2 because, despite an actual displacement of 2138 cm³, in some places the math orthodoxy is ignored and a "round up" rule applied, something done usually in jurisdictions which use displacement-based taxation or registration regimes, the "rounding up" sometimes having the effect of "pushing" a vehicle into a category which attracts a higher rate.  The lack of the "IRS" (independent rear suspension) badge on the trunk (boot) lid indicates the use of the live rear axle.

This time Triumph did create official version names as the specification changed.  In 1965, the TR4A was released, marked by a small power increase but, more significantly, independent rear suspension which necessitated a change to the rear of the chassis frame.  Improvements in tyre technology had increasingly exposed the limitations of the TR4’s live axle which, mounted on such a low chassis, offered only limited wheel travel, something disguised by the grip of the TR2-era tyres which tended predictably to slide but when fitted with modern radial-ply tyres, the loss of grip could be sudden and unexpected.  The IRS greatly improved the ride and raised the limits of adhesion, making for a safer road car but those using a TR4 in competition still opted for the live axle which offered more control in the hands of experts who preferred to steer with the throttle.  Many TR4As were actually fitted with the live axle, re-designed to accommodate the changes to the chassis.  Facing competition from much improved MG and Austin-Healy roadsters, sales suffered somewhat with around forty-thousand TR4s built.

Triumph TR5 (1967-1968 and sold in North America as the TR-250).

Visually almost identical to the TR4, the TR5 benefited from being powered by a 2.5 litre (153 cubic inch) version of Triumph’s (again almost indestructible) straight-six and in a first for a volume British manufacturer, it used Lucas mechanical fuel injection, tuned to a healthy 150 bhp (112 kw) (although even at the time many thought this seemed a little optimistic).  Again available with the clever targa (usually called the “Surrey Top” although the factory insisted the “surrey” was merely a the roof part of the whole system), the bigger engine meant the TR5 became a genuine 120 mph (195 km/h) car.

For the first time (and a harbinger of what lay ahead), TR5s built for the North American market differed significantly from most of those destined for the rest of the world.  Instead of fuel-injection, the new world cars breathed through a pair of Zenith-Stromberg carburetors and, to mark the debut of the 2.5 litre six, were named TR-250.  The combination of the loss of the fuel injection and the addition of the early anti-emissions plumbing did sacrifice power, the TR-250 rated at 111 bhp (81 kW) but performance was still slightly better than the TR4, the feeling being the US car’s official power was likely a more accurate number than the 150 bhp claimed for the TR5.  The TR5 was in production for only a short time and fewer than three-thousand were built, the importance of the US market illustrated by almost eight and a half thousand TR-250s being shipped during the same time.  The IRS was now fitted to all cars.

Triumph TR6 (1968-1976).

Like its predecessor, the TR6 was built with both fuel injection and carburetors but all were labelled TR6 regardless of destination, the US market and those with less developed infrastructure missing out on the newer system.  The car itself was almost unchanged underneath but new front and rear styling was grafted onto the TR4/TR5 centre section, styled this time by Karmann of Germany so it was English underneath, Italian in the middle and German to the front and rear.  The targa top was retired, replaced by a hardtop designed in-house and the restyle, universally praised as ruggedly handsome, was well received.

Although the factory labelled the whole run as TR6, such were the variations over the years that Triumph nerds differentiate several (informal) versions, some based on detail differences and some on significant changes in specification.  All models produced for the North-American market used carburetors (the mechanical fuel-injection system unable to comply with the more onerous emission rules), delivering 104 bhp (78 kw) and this configuration was used also in some export markets because of anticipated difficulties in servicing the Lucas equipment in countries with a less developed infrastructure.  The home market and most other export cars used fuel injection which, again rated at 150 bhp, delivered almost identical performance to the TR5.  In 1972, the fuel-injected cars were re-tuned with a milder camshaft, lower compression ratio and smaller inlet valves, the factory revising the claimed power to 125 bhp (94 kw) although performance barely suffered, hinting the new claim might be more accurate than the old.  The engine revisions suited the motoring conditions of the day, traffic volumes now much heavier and the re-tuned engine delivered its power over a wider range, the slight sacrifice in top-end performance noticed by few.

A home market 1974 TR6 in magenta, one of the more appealing of the wide range of color choices (some of the hues of brown not fondly remembered) British Leyland offered during the 1970s (left) and a 1976 US market TR6 (right).  The revised detailing at the front was a consequence of needing to install more substantial bumpers to comply with legislation, the rubber dagmars fitted also at the rear.  Unusually for the smaller British roadsters of the era, air-conditioning was sometimes fitted to the US market cars.

Compared with genuinely modern sports cars like the Datsun 240Z or even the flawed Jensen-Healy, the TR6 was antiquated but so immensely satisfying to drive, buyers seemed not to mind and sales remained strong, the end coming only because it was clear it soon would no longer be possible to modify the thing to meet upcoming US legislation.  At the end of its seven year run, it was the most successful of the traditional TRs, well over ninety-thousand made of which over eighty-three thousand were exported.  Although the TR6 was not visually recognizable as a descendent of the TR2, one thing remained constant throughout: scuttle shake.

Pontoon

Pontoon (pronounced pon-toon)

(1) In military use, a boat, boat-like device or some other floating structure used as one of the supports for a temporary bridge (often styled as “pontoon bridge) placed over a river, canal or similar waterway.

(2) A float for a derrick, landing stage etc.

(3) In nautical use, a float (often inflatable) for raising a sunken or deeply laden vessel in the water; a camel or caisson.

(4) In aviation, a seaplane’s floats.

(5) In some places (1) an alternative name for the card game blackjack (also as 21 or twenty-one, an alteration of the French ving-un (an obsolete variant of vingt-et-un (twenty-one)) and (2) in the game, the combination of an ace with a ten or court card when dealt to a player as his first two cards.

(6) In nautical freight & passenger handling, a lighter or barge used for loading or unloading ships.

(7) In automotive design, a style in which the coachwork features smooth, flowing curves extending from the front to the rear without interruption.

1585–1595: From the Middle French ponton, from the fourteenth century Old French ponton (bridge, drawbridge, boat-bridge; flat-bottomed boat), from the Latin pontōn-, from pontō (flat-bottomed boat, punt), from pōns (bridge); a pontōnem was a “ferryboat”.  The use in some places to describe the card game (an alteration of the French ving-un (an obsolete variant of vingt-et-un (twenty-one) dates from 1916 and entered English when French & British troops played the game on the Western Front during World War I (1914-1918).  In engineering, the pontoon bridge (a roadway supported on pontoons) was described as early as 1778.  Pontoon, pontooning & pontooneer are nouns and pontooned is an adjective & verb; the noun plural is pontoons.

Bugatti T32s at the French Grand Prix, Tours, 1923.

Attracted by gains to be realized in aerodynamic efficiency, in 1923 Bugatti fabricated four T32 race cars to compete in that year’s French Grand Prix using the pontoon principle.  Bodied in aluminum, the stubby little machines were nicknamed “the Tanks” and there’s certainly a resemblance to the lines of the World War I tanks but, designed without the use of a wind-tunnel, the aviation influenced airfoil shape chosen to increase top speed also possessed that other quality need by aircraft: lift.  The combination of speed and lift was of course a recipe for instability and the T32s showed a marked inclination to leave the track.  Despite this discouraging start, the pontoon approach would ultimately prevail but for decades, instances of aerodynamically-induced instability would plague the tracks, the death toll not small.

Small & large: 1926 Hanomag 2/10 PS Coupé (Kommissbrot) (left) & 1933 Volvo Venus Bilo (right).  The larger the pontoon, the more slab-sided the tendency.

In automotive design, term "pontoon" was used to a style in which the coachwork features smooth, flowing curves extending from the front to the rear without interruption.  The use of the word alluded to the nautical term used to describe a floatation device attached to the sides of a boat or ship to provide stability.  The objectives of the early adopters of the motif included (1) aerodynamic efficiency, (2) a reduction in the number of components needed to form a body, (3) enhanced efficiency through the allocation of more usable internal space and (4) a sleek and streamlined appearance.  It took decades of experimentation and there were a number of notable failures in just about every aspect of the pursuit of those objectives but, beginning in the 1920s, literally dozens of recognizably pontoon-like forms entered production, some sold by the thousand but it’s notable the most successful ventures were those which involved smaller (sometimes on the scale which would later be called micro-cars) vehicles.  On those, the styling tended to be less jarring to the aesthetic sensibilities of those who would actually pay for the things; on the larger machines, the most commonly applied epithet was “slab-sided”.

The pontoon would prevail but in one little corner of England, the 1930s lasted until 1968.  Remarkably, when the NSU Ro80 (left) was released in 1967, the Vanden Plas Limousine (right, complete with a divided windscreen made of two flat panes) was on-sale in a showroom in the same street.

Still, as the 1930s unfolded, the trend was certainly gaining strength and had it not been for the blast of war, things might have evolved much as they did although like many of the aspects of science and engineering which benefited from the extraordinary progress realized during those years, the evolution at the very least would probably have taken much longer.  As it happened, in the late 1940s as the first generation of post-war vehicles was released in the US, the pontoon motif was almost universal, only some vestigial traces of the old, separated ways remaining to reassure.  In Europe, some clung longer to the old ways and in the UK, even by the late 1960s there were still traditionalists finding a tiny market still existed for the old ways bit but mostly, during the previous decade the pontoon had taken its place as one of the symbols of mid century modernism.

Bridge on the road to the pontoon: 1948 Mercedes-Benz 170 (left) & 1951 Mercedes-Benz 220 (right).

One range was so definitively pontoonish that it even picked up the nickname “pontoon”.  Daimler-Benz emerged from World War II not so much diminished as almost destroyed and in 1945 the board of directors felt compelled to issue a statement declaring “Daimler-Benz had ceased to exist in 1945” although that proved pessimistic, a modest programme of repair and maintenance soon established and the next year, small scale production resumed of the pre-war 170V although circumstances were challenging and in two years barely 600 left the improvised assembly line.  However, the currency reform and economic stabilization of 1948 transformed things and marked the birth of the post-war Wirtschaftswunder (economic miracle) and the 170 range, so appropriate to the austere times was soon augmented and then replaced by more advanced models but the pre-war styling was carried over substantially unchanged.

The Mercedes-Benz Pontoons: 1953 180 (left), 1956 219 (centre) and 1959 220 SE cabriolet (right).

Lindsay Lohan on pontoon, Sardinia, 2016.

It was however obvious that the approach was antiquated and in 1951 work was begun on a new range of mass-produced four-door sedans which abandoned the old separate chassis for a unibody.  This was the car which came to be called the pontoon and the first version was released in 1953 as the 180, fitted with 1.8 litre (110 cubic inch) four-cylinder engine in both petrol & diesel forms.  Stylistically, it was among the simplest, least adorned interpretations of the pontoon idea and has been compared both to “three boxes” and “on loaf of bread atop another” and among mainstream vehicles, probably only the contemporary British Fords (the Mark Consul, Zephyr & Zodiac (the so called “three graces”)) enjoyed the same austerity of line.  The pontoon though looked undeniably modern compared with its predecessors and it was a success, soon augmented by the longer 220 fitted with the 2.2 litre (134 cubic inch) straight-six with which more than any other the company rebuilt its reputation.  As the Wirtschaftswunder gathered pace, demand emerged for something more exclusive and a 220 coupé and cabriolet were added although, very expensive, production didn’t reach far into four figures.  More popular was the blend of the six cylinder engine with the short body of the 180, the engineering of which was simple enough but finding the appropriate nomenclature must have required some discussion and, given the way thing were then done by Germans, presumably reached board level for approval.  The solution was to call it the 219 which was a unique departure from the factory’s naming conventions and the only time in recent history the base three-digit model designation has ended in other than a 0 (zero).  Model proliferation would follow and the problem would reoccur and in later years another convention was adopted which lead to a confusing alpha-numeric soup (190 E 2.6, 300 E 2.8 et al so under that regime the 219 would have become the 180 2.2) until in the early 1990s the whole system was re-organized.  The pontoon line lasted until 1963 although by then it looked a relic and had been cut to a few lower-cost utilitarian models.  The pontoons were really the last memory of the austere years before the exuberance of the 1960s affected even Daimler-Benz.

OSI Silver Fox.  Race car designers had before tried the twin-pontoon idea without great success but in 1967, attracted by the uniquely achievable aerodynamic advantages offered by what was essentially a “wing with wheels”, OSI built the Silver Fox for the Le Mans 24 Hour endurance race.  Financial difficulties doomed that project and the potential of concept was undermined when the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation (and international sports dopiest regulatory body)) banned “movable aerodynamic aids”).