Taxi

Taxi (pronounced tak-see)

(1) A shortening of taxicab (itself a truncation of taximeter cab), traditionally a light vehicle usually fitted with a taximeter, available for hire (with its driver) to carry passengers to a specified destination; a taxi-truck extends the same concept to freight.

(2) To ride or travel in a taxicab

(3) In aviation, to cause (an aircraft) to move along the ground under its own power, especially before take-off and after landing, or to cause an aircraft to move along the ground in this way.

(4) In military slang, the act of transporting troops or the helicopter or plane used for the transport.

1907: A shortened form of taximeter cab, taximeter (automatic meter that records distance and fare) from the French taximètre, from the German Taxameter, from Taxanom, the construct a coinage based on Taxe (tax, charge or scale of charges), from the Medieval Latin taxa (tax, charge) + meter.  Ultimately however, taxi may be traced back to the Ancient Greek τάξις (taxis) from τάσσω (to place in a certain order (in the sense of “commanding an orderly battle line” or “ordaining the payment of taxes”) to the extent that ταξίδι (taxidi) ("journey" in Modern Greek) originally denoted an orderly military march or campaign (an "operation whereby displaced parts are put back in their natural situation”) noted in 1758 in the Medical Latin , a verbal noun of tassein (arrange), from the primitive Indo-European root tag- (to touch, handle).  Meter (also metre) in this sense was from the Old English meter (versification), from the Latin mētrum, from the Ancient Greek μέτρον (metron) (meter, a verse; that by which anything is measured; measure, length, size, limit, proportion) from the primitive Indo-European root me- (to measure).  It seems the word was in the early fourteenth century re-borrowed after a three-century gap in recorded use, from Old French metre, with the specific sense of "metrical scheme in verse" from the Latin mētrum and it has since been part of a structural language of poetry as well as the general sense related to “measure”.  The taximeter, originally a mechanical (clockwork) device, was later electro-mechanical and finally electronic, was the means by which the distance travelled was recorded and the fare calculated.

Stuffed: A tiger, reputedly a thirty-year old male which died from natural causes while in captivity.

In use since 1820, taxidermy (the stuffing of animal carcases for purposes of display) combines taxi in classical sense of "arrangement, an arranging with derma (skin, from the primitive Indo-European der-(to split, flay, peel), the idea again being an "operation whereby displaced parts are put back in their natural situation”;  Reflecting the popularity of big-game hunting and the volume of dead animals increasingly available to display as trophies, the profession of taxidermist was first noted in 1827.  Taxonomy (the nomenclature of the science of classification in zoology, botany etc), dates from 1819, from the (1813) French taxonomie and was an (irregular) formation from the Ancient Greek taxis (ie the sense of “arrangement") +  -nomia (method), the related forms being taxonomic & taxonomist.

Dating from 1766, cabriolet (light two-wheeled chaise, a type of horse-drawn carriage), was from the French cabriolet, from the Italian cabriole & cabriole (horse caper) +‎ -et.  Cabriole & cabriole were from the Latin capreolus (wild goat), from the primitive Indo-European kápros (buck, he-goat) and related to the Old Norse hafr (he-goat), the Old English hæfr, the Welsh gafr and the Old Irish gabor.  The seemingly strange relationship between the Latin capreolus (roebuck; wild goat) and the eighteenth century horse-drawn carriage is explained by the French cabriole (little caper) a meaning derived from its light movement, from cabrioler (to leap, caper), from the Italian capriolare (to somersault), from the Latin capreolus (roebuck; wild goat), the idea being of something light and agile in movement.  The larger, more upscale version of the lightweight carriages the French named cabriolet, “cab” being the common form in the vernacular.  The –et suffix, indicating diminution or affection, was borrowed from Old French -et, and its feminine variant -ette, both derived from the Late Latin -ittus (and the other gender forms -itta, -ittum).

1966 Mercedes-Benz 300 SE Cabriolet.

In the collector-car market, the Mercedes-Benz W111 (1961-1971) & W112 (1962-1967) remain coveted and, as is usually the case, it's the convertibles which are most sought after, even though the cabriolet lacks the coupé's lovely roofline.  Pedants note that although the two-door W111s & W112s are technically a Coupé B & Cabriolet B in the factory's naming system, they're never referred to as such because no other configuration was offered in the model.  The W112 (300 SE) is of interest too because of the chrome moldings around the wheel arches, a feature which had been seen on some earlier cars and would be shared by the 600 Grosser (W100, 1963-1981).  Criticized by some when they appeared on the 600, the additional chrome on the W112 wasn't to everyone's taste (and it was a "delete option" when new) but it clearly had an enduring appeal because for decades after-market suppliers found a read market among those with later model Mercedes-Benz, BMWs, Jaguars and some others.  This is not approved of by the purists and whether in chrome, stainless steel or anodised plastic (!) it makes not difference: the originality police insist if it wasn't done by the factory, it shouldn't be done.

1971 Mercedes-Benz 280SE 3.5 Cabriolet (a converted coupé).

This is one really to upset the originality police because (1) it started life as a coupé, (2) the chrome wheel-arch moldings were never available on this model and (3) the (Fuchs Bundts) aluminium wheels have been chromed (and may anyway be reproductions).  Such is the price premium the cabriolets command compared with the coupés, over the years, many have been tempted to cut but exactly to replicate what the factory did is harder than it sounds.   

The application of cabriolet to describe convertible cars emerged in the early years of the continental motor industry because of the conceptual similarity to the earlier, light horse-drawn two-seater carriages but as the years went by, although there was never all that much exactitude in the nomenclature, the terms to describe the variations in convertible coachwork became merely model names (except for the much later targa which Porsche had the foresight to register as a trademark) and if a car was called a roadster, drophead coupé, phaeton, cabriolet or landau, it was an indication only that the roof could (usually) be removed or folded back.  One exception to that was Daimler-Benz which tightly defined the specifications of roadsters and landaulets and, with Teutonic thoroughness, in the mid-twentieth century codified the five variations of Mercedes-Benz cabriolets as Cabriolet A, B, C, D & F (if ever there was a Cabriolet E, the factory’s definition has never surfaced.

The taxicabs of Paris were first equipped with meters in 1898; originally called taxibread, they were renamed taximètres in 1904 and the first six-hundred petrol (gas) powered New York taxicabs were imported from France (then the world’s largest producer of automobiles) in 1907, the name “taxicab” borrowed from London where it had been in used for some time.  Fake news soon emerged, reports circulating in the New York press that the handy new vehicles were named after Franz II von Taxis of the house of Thurn and Taxis (1514-1543; postmaster for Philip of Burgundy) and his nephew Johann Baptiste von Taxis (1470-1541; Postmaster-General of the Holy Roman Empire).  Both were innovative in instituting in Europe (for the first time since the Roman Empire) fast and reliable postal services and on some routes passengers were also able to purchase seats so while the Taxis’ did provide taxi services in something close to the modern sense of the word, they never used the word “taxi” for service or the vehicles.  They did however for centuries keep the lucrative postal business in family hands.

The word taxi spread quickly around the world and exists as a borrowing in many languages but some tongues localized the spelling including Burmese (takka.ci), Cantonese (的士 (dik)), Mandarin (的士 (dīshì or díshì), Irish (tacsaí), Japanese (タクシー (takushī)), Korean (택시 (taeksi)), Malay (teksi), Welsh (tacsi), Yiddish (אַקסי‎ (taksi)), Yoruba (takisí & tasín), Asturian (tasi), Basque (taxilari & taximetro), Catalan (taxista), Czech (taxík), Danish (definite singular taxien, indefinite plural taxier, definite plural taxierne), Dutch (taxietje (as a diminutive & taxichauffeur (the driver) & Indonesian (taksi (a colonial descendent from the Dutch)) although with these, the English taxi often peacefully co-exists.

Hansom Cabs, New York City, 1900.

The Hansom cab was a two-wheeled horse-drawn carriage, named after its designer, English architect Joseph Hansom (1803–1882), founder of the architectural journal The Builder (1843) and noted for his work in the Gothic Revival style and . He patented the Hansom cab in 1834 and it became instantly popular, being more compact, faster and more manoeuvrable than the hackney cabs (pulled by Hackney horses) it replaced and safer too, the centre of gravity considerably lower.  What convinced many operators to switch was that the Hansom cab was light enough to be pulled by a single horse, lowering operating costs by at least 40% and their small size made accessible many more parts of London’s tight and congested nineteenth-century streets.  Within two years they had spread to the continent, throughout the British Empire and to the United States and after clockwork mechanical taximeters (then called taxameters) were in 1894 added to measure fares, the name became taxicab.  To this day, they’re still sometimes incorrectly called “handsome cabs”.

In aviation, taxi was a slang use, an allusion to the way a taxi driver slowly cruises when looking for fares, applied to an airplane “taxiing" slowly along the tarmac coming from or going to the runway.  At some airports, designated parts of the tarmac are still designated as taxiways, a word which seems not to have been otherwise adopted although runway is now often used in the fashion industry, the traditional catwalk seen by some as too gender-loaded.  Another adoption which didn’t endure was the 1930s “taxi dancer” (a woman whose services (as a dance partner) were available for hire at a dance hall).

Checker taxicab, circa 1974.

Immortalized over decades by their appearances in film and television, for decades the usually yellow (Dupont M6284 yellow was the actual paint-code) Checker was the taxicab which dominated the US market.  They were not retired from service until 1999, their appearance almost unchanged from the last major styling in 1959 and the final tranche in taxi service had covered more than a million miles (1.6m km), a reasonable achievement for a life spent mostly in the confines of cities.  The company in its modern form emerged just in time to suffer the effects of the great depression in the early 1930s but it survived and, although producing vehicles only in small volumes which never exceeded a few thousand a year, it remained profitable until the 1970s when the recession and two oil shocks threatened survival, it not being obvious that the capital could be raised to develop a new, more fuel-efficient generation of taxis.  At the same time, under pressure from operators, cities were de-regulating the technical requirements for taxis, meaning the mass-produced mainstream models from the major manufacturers could be added to fleets.  Cheaper to produce and buy, their adoption was the death knell for Checker and production ceased in 1982, the company continuing as a part supplier until finally shuttered in 2010 in the wake of the recession which followed the Global Financial Crisis (GFC).

Checker Marathon advertising, 1960s.

As well as the taxicab which was for six decades the mainstream line, between 1960-1982, Checker also sold a consumer version as the Marathon, aimed at the private buyer who was prepared to sacrifice the advantages of more modern designs for the virtues of the taxi (robustness, timelessness (albeit circa 1955) and interior space).  So dated was the appearance that Checkers built in the 1970s were often used in film and television even though the productions were depicting periods from earlier decades and in films set during the Cold War, they were popular as convincing substitutes the cars of Eastern Bloc apparatchiks.  The Marathon was available as a sedan or station wagon and even a few long-wheelbase limousines were built although in an age of stylistic exuberance, there was little demand for something which echoed the stolid lines of the early 1950s.

Most distinctive however were the six and eight-door Aerobuses aimed at the resort-hotel and airport shuttle business.  Available (off and on) between 1962-1977 and never built in great numbers, the eight-door models were the most numerous and both could be ordered as station wagons which Checker marketed sometimes as the “nine-door”, a European practice which counted the tailgate.  Surprisingly, despite the startlingly elongated appearance, there were few engineering challenges in developing and producing the Aerobus, the Marathon’s X-section reinforced frame was as sturdy as many light trucks and with a body made with heavy gauge steel, the lengthening process detracted little from structural integrity.  The affected central section was unchanged for its entire life and the anyway hardly expensive costs of development were amortized long before production ceased in 1977, something induced by a collapse in demand, not inherent unprofitability.

The Checker Limousine was an interesting venture into a market segment which did exist, even if not generally acknowledged.  There had always been those who easily could afford to buy a Cadillac yet instead drove Buicks or Oldsmobiles and their reasons varied.  Some eschewed ostentation, some (with conspicuous visibility to customers or clients) preferred to appear just prosperous enough to inspire confidence and others just couldn't see the additional value for the extra cost.  Checker thought they might be able to carve a niche in this segment and in 1963, announced what they would come to advertise as the "Custom Limousine" (although the initial publicity material described it as the "Marathon Town Custom"), built on a 129 inch (3277 mm) wheelbase, a 9 inch stretch of the standard platform, all the additional space gained by the rear compartment.

For Checker, it was neither a novel nor an expensive project, the engineering for the six and eight-door Aerobuses (1962-1977), respectively on 154½ inch (3924 mm) & 189 inch (4801 mm) wheelbases proving the robustness of the chassis and, in the tradition of the company, there was no attempt to offer the luxurious interior appointments familiar in most limousines although the quality of the upholstery was better and accessories like power windows were available; perhaps it was thought the divider isolating passengers from the chauffeur and the option of a vinyl roof was distinction enough.  There was though the luxury of space and an ease of ingress and egress which increasingly had been sacrificed as Cadillacs, Lincolns and Imperials had become lower.  With its flat floor and high roof, that might have been attractive for the older demographic of men who might have been tempted, many of whom presumably still wore hats, something they could leave on when seated, a design aspect last championed by Chrysler in the early 1950s.  Essentially, the Checker Limousine was little different in appearance to the to the GAZ-13 Chaika (Seagull), built in the USSR between 1959-1981 by Gorkovsky Avtomobilny Zavod (GAZ, Gorky Automobile Plant), almost exclusively for well-connected apparatchiks in the Communist Party.  A pastiche of early-mid 1950s US styling trends, most consider it owed its greatest debt to the Packards of the era though whether this was in genuine admiration or a nod to comrade Stalin’s fondness for the marque isn't known.

The Checker Limousine however never approached the GAZ either in the volume made nor longevity.  Priced (perhaps optimistically) low in the range of (non-limousine) Cadillacs, production didn't reach far into two figures and after three lacklustre seasons (1964-1967), the model was withdrawn from the list although Checker probably did amortize the investment, the 129 inch wheelbase platform re-cycled (the limousine's A19E chassis code changed to A12E for the purpose) to create a taxi version with seating for an additional two or three.  In Australia, that approach appealed to both Ford and GMH (General Motors Holden) which, in small volumes for the taxi and hire-car industries, offered cheaper, less well appointed, versions of their long-wheelbase executive models (respectively as the Fairlane Custom and the Statesman), an approach which lasted until the mid 1970s.

Long-time New York City taxi customer, Lindsay Lohan.

Groovy

Groovy (pronounced groo-vee)

(1) Of, pertaining to, or having grooves.

(2) Set in one's ways (obsolete).

(3) Cool, neat, interesting, fashionable, highly stimulating or attractive; excellent. (used in the 1940s and then more frequently in the 1960s and 1970s; now dated but often used ironically).

(4) Inclined to follow a fixed routine (obsolete).

(5) A programming language for the Java Virtual Machine (JVM), now under the auspices of the Apache Software Foundation.

1853:  The construct was groove + -y.  Groove was from the Middle English grov, grove, groof & grofe (cave; pit; mining shaft), from the Old English grōf (trench, furrow, something dug), from the Proto-Germanic grōbō (groove, furrow”, from the primitive Indo-European ghrebh- (to dig, scrape, bury).  It was cognate with the Dutch groef & groeve (groove; pit, grave), the German Grube (ditch, pit), the Norwegian grov (brook, riverbed) & the Serbo-Croatian grèbati (scratch, dig).  The earlier form in Old English was grafan (to dig) and from here there’s a lineal descent to groove and, at some point, a fork led to “grave”.  The –y suffix was from the Middle English –y & -i, from the Old English -iġ (-y, & -ic”, suffix), from the Proto-Germanic -īgaz (-y, -ic), from the primitive Indo-European -kos, -ikos & -iḱos (-y, -ic).  It was cognate with the Scots -ie (-y), the West Frisian -ich (-y), the Dutch -ig (-y), the Low German -ig (-y), the German -ig (-y), the Swedish -ig (-y), the Latin -icus (-y, -ic) and the Ancient Greek -ικός (-ikós); doublet of -ic. 

Groovy was first noted in 1853 in the metal working trades as a literal descriptor of the surface texture of metals and evolved into the general sense of “of or pertaining to a groove” and oral (either a dialectic form or specific to metal working) use may pre-date 1853.   One colloquial figurative sense was "having a tendency to routine, inclined to a specialized and narrow way of life or thought", attested from 1882 and linked to the idea of a grove being “something permanent, static and unchanging”.  That sense died out and the next figurative use was entirely different.  The alternative spelling groovey is achingly rare.  Groovy is a noun and adjective, grooviness is a noun and groovier & grooviest are adjectives; the noun plural is groovies.  The reason why English never evolved to create ungroovy or nongroovy is there were already number of words adequately to convey the idea, the one most associated with the 1960s counter-culture being "square" which used to convey the quality of "someone honorable & upright".  It's possible the purloining of "square" was developed from the familiar "straightlaced" although the eighteenth century "squaretoe" was an epithet applied to disparage the "prim & proper"; this later form is though unrelated to the hippies' use of "square".

In the groove: Lindsay Lohan DJing with former special friend, DJ Samantha Ronson.

The slang sense in the context of jazz music is from circa 1926 and was used by musicians to convey a professional compliment: "performing well (without grandstanding)”.  This seems to have migrated to adopt its modern sense to describe something wonderful in the late 1930s although it even then tended to be confined to the young and, outside of parts of some US cities, doesn’t appear to have enjoyed wide use.  It became widely popular in 1960s youth culture which spread world-wide, including beyond the English-speaking word.  Despite falling from favor after hippiedom passed its peak, it’s never actually gone extinct and occasional spikes are noted, triggered usually by some use in pop-culture.  Generally though, it’s been out of currency since the 1970s although still used ironically.

Groovy.  1970 Plymouth Hemi Cuda with Mod Top.  This is the only Hemi Cuda with the Mod Top option.

The psychedelic Mod Top was a Plymouth factory option in 1969-1970.  Ordered mostly in yellow, the flower power themed material was supplied by the plastics division of Stauffer Corporation, chosen for their expertise in the manufacture of durable, brightly patterned tablecloths and shower curtains.  The company, dating from 1907, remains in family ownership and still operates but it’s not known if it's one of the Stauffer families which are branches of the Staufer Dynasty (known also as the Hohenstaufen) which provided a number of medieval German kings who were crowned also as Holy Roman Emperors.

In the curious way Chrysler allowed its divisions to operate in the era, Dodge, Plymouth’s corporate stable-mate, offered a similar option called the Floral Top, the material for which was supplied by another company.  The companion to the Mod Top roof was matching vinyl paisley upholstery and floor mats which could be mixed and matched, some cars built with one but not the other although, despite it being possible, no convertible buyers (who by definition couldn’t tick the vinyl roof box) opted for the hippie interior.  Technically, Stauffer used exactly the same design technique they used when applying flowers to tablecloths and shower curtains: endlessly repetitive patterns which repeat every 3-4 feet (900 mm-1.2 m), the same model used with most fake surfaces which emulate granite, marble, timber etc.

Few finds attract collectors like factory one-offs, genuine rarities produced by a manufacturer despite officially not being available in that configuration.  The 503 1969 Dodge Daytonas, made only because NASCAR’s homologation rules demanded 500 be built to make the aerodynamic modifications eligible for competition, have long been sought-after, trading these days well into six figures.  It does seem Dodge may have made one with the Floral Top, despite it not being a Daytona option although the evidence for it being a genuine factory product is undocumented, based instead on oral testimony.  Many experts do seem convinced and, during the era, such unicorns were far from uncommon.

Plymouth Mod Top: The yellow / green / black floral vinyl was available on the 1969 and 1970 Plymouth Barracuda and Cuda (not Gran Coupé).  The fender tag codes were V1P (roof) and F6J or F6P (interior trim).

Plymouth Mod Top: The blue / green floral vinyl was available on the 1969 Plymouth Satellite and the 1970 Barracuda and Cuda (not Gran Coupé).  The fender tag codes were V1Q (roof) and F2Q (interior trim).  

Dodge Floral Top: The green /gold / lite- blue floral vinyl was available on the 1969 Dodge Dart, Coronet and Super Bee.  The fender tag code was V1H (Roof).  Dodge didn't offer the interior trim option. 

It’s not known how many survive, many a vinyl roof being removed or replaced with a solid color after the hippie vibe became unfashionable but some with the option have become collectables and reproduction vinyl is now available for those wanting the vibe back; the closer to the original condition a car can be rendered, the higher the value.  The nature of the unfortunate accessory is such that it’s never going to influence the price to the extent a rare or desirable engine or transmission might but, for the originality (or at least the replication) police, these things are an end in themselves.  Available in yellow or blue and with matching interior trim, 2792 freaks ordered these in 1969 but by 1970, only 84 repeated the mistake.  Altmont prevailed over Woodstock; the 1960s were over.

There however the patterned roof didn't die although the grooviness did.  Despite it being the intermediate-sized Satellite which in 1969 which attracted the most mod-toppers, Plymouth the next year restricted availability to the pony cars and demand proved embarrassingly modest.  Not discouraged, the factory in mid-year offered a somewhat subdued variation on their full-sized line, the Fury, a flourish perhaps surprising given the evolution of the market segment.  Until the 1960 model year, the “big three” (General Motors (GM), Ford & Chrysler) had each produced essentially one mainstream line, low-volume specialties such as the Thunderbird and Corvette just lucrative niche players.  Beginning in the 1960 model-year, that would change, increasing prosperity encouraging and the growing success of smaller imports compelling Detroit’s big three to introduce first compact, then intermediate and later sub-compact ranges, what came to be called the full-sized cars having grown just too big, heavy and thirsty for many.

The market spoke and the full-sized ranges, while remaining big sellers, gradually abandoned the high-performance versions which had once been the flagships, the smaller, lighter intermediates, pony cars and even the compacts much more convincing in the role.  By 1970, the big cars ran a gamut from stripper taxi-cabs to elaborately fitted-out luxury cars (which grew so big they cam later to be called "land yachts") but attempts to maintain a full-sized finger in the sporty pie was nearly over.  By 1970, only Ford still had a four-speed manual gearbox on the option list for the big XL and Chrysler, although the lusty triple-carburetor 440 cubic inch (7.2 litre) V8 could be had in some Fury models, it was available only with the TorqueFlite automatic.  All GM’s big stuff were now definitely heavy cruisers.

But Plymouth clearly believed the Fury still offered some scope in other stylistic directions; it was after all a big canvas.  Mid-way through the year, quietly slipped into the range was the "Gran Coupe", based on the Fury II two-door sedan but bundled with a number of otherwise extra-cost options including air conditioning and some much admired concealed headlights.  What was most obvious however, was the paisley theme, a patterned vinyl roof with matching upholstery, most Gran Coupes finished in a newly created copper tone paint although other colors were available.

1970 Rover P5B 3.5 Coupé.

The Gran Coupe was retained for 1971 but the coachwork was the more elegant pillarless hardtop in both two and four-door models, the latter still known as a coupe, attracting some criticism from pedants but in the UK Rover had offered a four-door “coupé” for a decade although, Rover at least cut down the P5’s roof-line a little, a nod to the history of the word coupé (from the French coupé, an elliptical form of carosse coupé (cut carriage), past participle of couper (to cut)).  Shameless, Plymouth ignored the etymology and invented the un-cut coupe, clearly believing gluing on some Paisley vinyl vested sufficient distinction.  The factory also imposed some restraint on buyers: although the Gran Coupe was available in a variety of colors, only if the standard interior trim (tan) was chosen would the Paisley patterned upholstery be available and, befitting the likely ownership of the big machines, the vinyl roof was inconspicuously dark rather than the swirling psychedelia of the groovy Mod Top’s swirls.  It was for years the end for any exuberance in the full-sized lines.  Ford dropped the manual gearbox option after 1970 and Chevrolet had already removed the SS option for the Impala; big engines would remain, indeed, they would grow larger but power would drop, the full-sized lines of both now hunting those wanting cut-price Lincolns and Cadillacs.  Plymouth had already abandoned the Mod Top after a lackluster 1970 and the more dour Paisley vinyl lasted only another year, consigned to history with the triple-carburetor 440.  Happily, decades later, big-power engines would make a comeback but fortunately, the Paisley vinyl roof remained forgotten.

"Rich Burgundy", before & after UV exposure.

Chrysler's use of the term "paisley" was actually a bit misleading; only some of the groovy vinyl was a true paisley but the marketing people liked it so applied it liberally, even to fabric with big yellow sunflowers.  Customers didn't however share the enthusiasm felt by the sales department and by mid-1970, Chrysler realized they had a lot of bolts of un-wanted "paisley" vinyl in the warehouse; this was some time before just-in-time (JIT) supply chains.  The inspired suggestion was to dye the vinyl a dark purple and offer it only with the "Sparkling Burgundy Metallic" paint which was exclusive to the Imperial line, the theory being the same as used with hair-dyes: dark can always cover light.  Some (quick) tests suggested this was true and in September, the 1971 models began to be shipped to the dealers, some of which were parked outside... in direct sunlight.  Almost immediately, the "rich" burgundy vinyl began to fade.  Chrysler replaced the tops with either black or white vinyl and this time the "paisley" option was killed for good.  A handful were actually sold with the purple fabric still attached, later to fade, at which point most owners took up the offer for the white or black re-cover, depending on the interior trim chosen.  Few burgundy examples survive although at least one which has spent the last fifty years protected from the ultra-violet still exists as it left the factory.

Intelligence

Intelligence (pronounced in-tel-i-juh-ns)

(1) Capacity for learning, reasoning, understanding, and similar forms of mental activity; aptitude in grasping truths, relationships, facts, meanings, etc.

(2) Describing the manifestation of a high mental capacity.

(3) The faculty of understanding.

(4) Knowledge of an event, circumstance, etc., received or imparted; news; information.

(5) The gathering or distribution of information, especially secret information; the evaluated conclusions drawn from such information; an organization or agency engaged in gathering such information.

(6) The interchange of information.

(7) In the sect of Christian Science, a fundamental attribute of God, or infinite Mind; an intelligent being or spirit, especially an incorporeal one, as an angel.

(8) News or information (now obsolete except as applied to the military, government or others who practice espionage).

(9) As used in intelligence quotient (IQ) tests, refers to an individual's relative standing on two quantitative indices, namely measured intelligence, as expressed by an intelligence quotient, and effectiveness of adaptive behavior.

1350-1400: From the Middle English intelligence (the highest faculty of the mind, capacity for comprehending general truths (and later "faculty of understanding, comprehension")), from the Old French intelligence, from Latin intelligentia & intellegentia (understanding, knowledge, power of discerning; art, skill, taste), from intelligentem (nominative intelligens) (discerning, appreciative), present participle of intelligere (to understand, comprehend, come to know),from intellegere (to discern, comprehend (literally “ choose between”)), the construct being inter-, (between, amid), a form of prepositional inter (between)+ legere (to choose), from the primitive Indo-European root leg- (to collect, gather (with derivatives meaning "to speak; to pick out words)) or the Proto-Italic legō (to care).

The meaning “superior understanding, sagacity, quality of being intelligent” is from the early 1400s and the particular application to spies dates from later that century although at much the same time it was applied in general to "information received or imparted; news". The word assumed its modern meaning (being endowed with understanding or knowledge) in late 1300s, influenced by the use in Old French where it had existed since the twelfth century.  The first formerly structured intelligence quotient (IQ) tests were conducted in 1921.  Intelligential is the adjective and intel the usual abbreviation.

Military Intelligence

The record of military intelligence during the first world war was mixed and the troops would joke there were three types of intelligence: human, animal & military.  It was during WWI that some British military intelligence units began to pick up their familiar identification codes (M(ilitary) I(ntelligence)1, MI4, MI5 etc).  MI5 and MI6 remain well-known, thanks to Ian Fleming (1908–1964; the former naval intelligence officer who wrote the James Bond novels) and other writers but there were many other MIs, researchers uncovering amidst the alpha-numeric soup references to entities up to MI25 but not all existed at the same time and most have long since been either disestablished or folded into MI5, MI6 or GCHQ (Government Communications Headquarters; the UK government's clearing house for signals intelligence (SIGINT)) in the post-war years.

The records are occasionally contradictory but researchers have synthesized what are thought to be the most reliable sources and the list has been little amended since first it was published in the late 1990s.  The list should not however be misinterpreted; some of the MIx entries identified better thought of as project codes for operations which were, either at once or shortly after their creation, appended to other departments rather than becoming or remaining distinct entities with a personnel establishment and physical accoutrements of infrastructure.  Other were ad-hoc creations of wartime exigency that were dissolved as circumstances rendered their purpose redundant.  There’s also another reason why the list may be incomplete: given all this operates at least notionally under the auspices of the notoriously secretive military and it could be there are any number of still secret departments.

MI1: During WWI, the army’s MI1 (there were a number of sub-sections labelled MI1a, MI1b etc) and the Admiralty’s NID25 had operated separately as collectors and interpreters of SIGINT, including code-breaking.  After the war, they were combined into the inter-service Directorate of Military Intelligence and Cryptography which ultimately evolved into GCHQ.  However, the army, navy and newly created Royal Air Force (RAF) all maintained, sometimes in great secrecy, their own intelligence operations, the Admiralty especially jealous of its independence in as many fields as possible.

MI2: A divisional title, the “desk” or section devoted to intelligence relating to Russia & Scandinavia.

MI3: A divisional title, the “desk” or section devoted to intelligence relating to Eastern Europe.  This originally included Germany but so important did the German threat become that MI14 and MI15 were created exclusively to handle Britain’s fears of things Teutonic.

MI4: Matters related to aerial reconnaissance.  MI4’s original remit included not only the analysis of photographs but also the technical aspects of the process (cameras, lens, film stock, mounting techniques etc) and as civil aviation expanded, spying on foreign territory was accomplished sometimes with the use of civil airliners.  MI4 was transferred to Military Combined Operations in April 1940 when the MI15 was hived-off as an operation concerned purely with engineering aspects of photography and attached to the Air Ministry.

MI5: The well-known domestic intelligence service, the focus of which varies according to changes in the threat environment (Germans, feminists, communists, fascists, homosexuals, Freemasons, terrorists et al).  It’s known also as the Security Service but the authorities never make much of this, presumably because they don’t like the idea of people calling it "the SS".  MI5 is responsible to the home secretary (the UK's minister for internal affairs).

MI6: The foreign intelligence service, almost always called MI6 because of its historic origins but actually correctly styled the Secret Intelligence Service (SIS) and as the Secret Service Bureau, it actually pre-dated WWI, the MI6 tag not used until WWII.  The SIS is responsible to the Foreign Secretary and is well-known because of the connection with spies real and fictional: James Bond, Graham Greene, John le Carré, Ian Fleming, Somerset Maugham, Kim Philby etc. 

MI7: Military Communication Interception, later known as the Propaganda Section and transferred to the Ministry of Information during the Battle of France (the Western Campaign (Westfeldzug to the Germans) May-June 1940)).

MI8: Better known as the WWII Special Operations Executive (SOE), the covert ops department set up “to set Europe ablaze”, concentrating on sabotage and political subversion in Nazi-occupied Europe.  Said at the time to be of great psychological value, post-war analysis of its operations suggested success was patchy.  In the inter-war years, MI8 was concerned with the interception and interpretation of communications.

MI9: A WWII creation concerned with undercover operations, especially assisting escape and evasion by both civilians and prisoners of war.

MI10: Weapons analysis, a WWII military-civil partnership which conducted tests and provided analytical services.

MI11: Military security.  Although concerned with internal matters such as leaks and the theft of intelligence, most of its staff were in field security and the Military Police dealt overwhelmingly with normal police matters or military discipline.

MI12: Military censorship, always a growth industry in the armed forces.  One WWII US general held the view the civilian population needed to be told about the war only when it was over and then only that “we won”.

MI13: There is no evidence MI13 ever existed.  Whether this was because of the superstition the British attach to the number 13 isn’t known.  Conspiracy theorists wonder if it’s something so secret that it’s never been spoken of.

MI14 & MI15: Divisional title, the “desk” or section devoted to intelligence relating to Germany.

MI15: In April 1940, the MI15 title was recycled, German matters having long been exclusively the domain of MI14.  MI15 became the aerial photography branch which was purely technical (how best to photograph stuff) and attached to the Air Ministry while MI4 (aerial reconnaissance) decided what should be photographed.

MI16: Scientific analysis.  As WWII progresses, the importance of advances in science and technology became increasingly obvious.  MI16 wasn’t a collection of scientists but an administrative centre to coordinate research and ensure efforts weren’t being duplicated.  It interacted with existing instruments such as the Ministry of Supply in matters of resource allocation.

MI17: Secretariat for Director of Military Intelligence.  This was an attempt to coordinate the back-office and administrative overhead of all the MIx departments but it also added to the bureaucracy.

MI18: There is no evidence MI18 ever existed.

MI19: A WWII prisoner of war debriefing unit, best known for the transcripts they provided by secretly bugging German generals in captivity in England.  The transcripts are especially interesting when read in conjunction with some of the generals’ memoirs published after their release.

Conspiracy theorists find it intriguing that there’s no documentary evidence for the existence of MI13, MI18 & MI20 and MI21-MI25 remain classified as secret.  Over the years, the most popular conspiracy theory has been there’s a MI unit somewhere concerned with a covering up what the government really knows about UFOs.

The SIS Building, 85 Albert Embankment, Vauxhall, Lambeth, London.  Opened in 1994, nicknames include Legoland, The London Lubyanka, Ceaușescu Towers & The Ziggurat.

The British government did not until 1994 officially acknowledge the existence of the Secret Intelligence Service (SIS, aka MI6), and the identities of its staff and location of their offices were classified secret and subject to a D-Notice (now called a DSMA-Notice (Defence and Security Media Advisory Notice)) which was an official request by government to publishers and broadcasters not to publish or broadcast items about certain matters, a system which worked rather effectively in the pre-internet age.  However, the location of the SIS’s headquarters in the London suburb of Lambeth was apparently the UK’s “worst kept secret” appearing in training materials for taxi drivers although the story it was once in Lonely Planet’s London guide seems to have been apocryphal.  When the new SIS building was commissioned, it was decided to solve the problem of the secret leaking by publishing the details and ensuring the new structure was about the most obvious thing on the Thames.  An eclectic mix of styles, shapes & structures, when opened in 1994 it attracted criticism from those architects who decry anything other than 1950s New York modernism but it has aged rather well, the lines and proportions having some charm.