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.

Fasces

Fasces (pronounced fas-eez)

(1) In ancient Rome, one or more bundles of rods (historically wooden sticks) containing an axe with its blade protruding, borne before Roman magistrates as an emblem of official power.

(2) In modern Italy, a bundle of rods containing an axe with the blade projecting, used as the symbol of Fascism (sometimes used imitatively in other places).

1590–1600: From the Latin fasces (bundle of rods containing an axe with the blade projecting), the plural of fascis (bundle or pack of wood), from the Proto-Italic faski- (bundle) possibly from the primitive Indo-European bhasko- (band, bundle), (the source also of the Middle Irish basc (neckband), the Welsh baich (load, burden) and possibly the Old English bæst (inner bark of the linden tree)).  In Ancient Rome, the bundle (the “fascio littorio”) was carried by a functionary before a lictor (a senior Roman magistrate) as a symbol of the judiciary’s power over life and limb (the sticks symbolized the use of corporal punishment (by whipping or thrashing with sticks) while the axe-head represented capital jurisdiction (execution by beheading)).  From this specific symbolism, in Latin the word came to be used figuratively of “high office, supreme power”.  Fasces is a noun (usually used with a singular verb); the noun plural is fascis but fasces is used as both a singular & plural.  For this reason, some in the field of structural linguistics suggest fascis remains Latin while (and thus a foreign word) fasces has been borrowed by English (and is thus assimilated).

The Italian term fascismo (a fascist dictatorship; fascism) was from fascio (bundle of sticks) and ultimately from the Latin fasces.  The name was picked up by the political organizations in Italy known as fasci (originally created along the lines of guilds or syndicates, the structures surviving for some time even as some evolved into “conventional” political parties).  Benito Mussolini’s (1883-1945; Duce (leader) & prime-minister of Italy 1922-1943) recollections of events were not wholly reliable but there are contemporary documents which support his account that he co-founded Fasci d'Azione Rivoluzionaria (Fasces of Revolutionary Action), the organisation publishing the Fascio Rivoluzionario d'Azione Internazionalista (the Revolutionary Internationalist Action League) in October 1914.  As far as is known, the future Duce’s embryonic movement was the first use of the terminology the world would come to know as “fascism”, the organizational structure of the Partito Nazionale Fascista (National Fascist Party) first discussed in 1919 and codified in 1919 when the party was registered.

Surviving art from Ancient Rome confirms the fascio littorio was represented both  with the head of the axe protruding from the centre of the bundled rods of the fasces and through a gape in the sides (left) but in Fascist Italy (1922-1943), the official images issued by the state used almost exclusively the latter arrangement (right).   

The Fascists choose the ancient Roman fascio littorio (a bundle of rods tied around an axe) because (1) the literal suggestion of strength through unity; while a single rod (an individual) is easily broken, a bundle (the collective) is more resilient and resistant to force and (2) the symbolic value which dated from Antiquity of the strong state with the power of life & death over its inhabitants.  The evocation of the memories of the glories of Rome was important to Mussolini who wished to re-fashion Italian national consciousness along the lines of his own self-image: virile, martial and superior.  When he first formed his political movement, Italy had been a unified nation less little more than fifty years and Mussolini, his envious eye long cast at Empire builders like the British and Prussians, despaired that Italians seemed more impressed by the culture of the decadent French for whom “dress-making and cooking have been elevated to the level of art”.  The use by the Nazis of the swastika symbol was a similar attempt at linkage although less convincing; at least the history of the fasces was well documented.  The Nazis claimed the swastika as a symbol of the “Aryan People” which they quite erroneously claimed was a definable racial identity rather than a technical term used by linguistic anthropologists studying the evolution of European languages.  Although there was much overlap in style, racist ideology, fascist movements in different countries tended to localize their symbols and Falange in Spain was one of the few to integrate the fasces although the yoke & arrows of the Falange flags were actually an adoption of a design which had long appeared on the standards of the Spanish royal house.

Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945 was at least honest in private conversation when he admitted that of human beings that “scientifically, there is only one race” but the propaganda supporting his (ultimately genocidal) racist philosophy was concerned with effect, not facts.  Hitler too, had no wish to too deeply to dig into an inconvenient past.  It annoyed him that Heinrich Himmler (1900–1945; Reichsführer SS 1929-1945) went about commissioning archaeological excavations of prehistoric sites which could only “…call the whole world’s attention to the fact we have no past?  It isn’t enough that the Romans were erecting great buildings when our forefathers were still living in mud huts; now Himmler is starting to dig up those villages of mud huts and enthusing over every potsherd and stone axe he finds.  All we prove by that is that we were still throwing stone hatchets and crouching around open fires when Greece and Rome had already reached the highest stage of culture”.  Perhaps with the Duce in mind, he added “The present-day Romans must be having a laugh at these revelations”.

The fascist salute has become so associated with Hitler and Nazism that in recent years some jurisdictions have banned its use, emulating the prohibition which has existed in Germany (the sanction pre-dating unification in 1990) for decades.  Because the salute is the same gesture as that used for purposes ranging from waving to one's mother to hailing a taxi, prosecutions are expected to be initiated only in cases of blatant anti-Semitism or other offensive acts.  The "salute" is so widely used that photographs exist of just about every politician in the act and they're often published; usually it's just a cheap journalistic trick but if carefully juxtaposed with something, it can be effective.     

The Duce’s reverence for the Ancient Rome of popular imagination accounts at least in part also for the Fascist’s adoption of the Roman salute although Mussolini did also object to the shaking of hands on the basis it was “effete, un-Italian and un-hygienic” and as the reduced infection rates of just about everything during the “elbow-bumping” era of the COVID-19 social isolation illustrated, on that last point, he had a point.  Other fascist regimes and movements also adopted the salute, most infamously the Nazis although none were as devoted as Hitler who, quite plausibly, claimed to have spent hours a day for weeks using a spring-loaded “chest expander” he’d obtained by mail-order so he’d strengthen his shoulder muscles sufficiently to enable him to stand, sometimes for a hour or more with his right arm extended as parades of soldiers passed before him.

A much-published image of the Duce, raising his arm in the fascist salute next to the bronze statue of Nerva (Marcus Cocceius Nerva) (30–98; Roman emperor 96-98) in the Roman Forum.

However, historians maintain there’s simply no evidence anything like the fascist salute of the twentieth century was a part of the culture of Ancient Rome, either among the ruling class or any other part of the population.  Whether the adoption as a alleged emulation of Roman ways was an act of cynicism of self-delusion on the part of the Duce isn’t known although he may have been impressed by the presence of the gesture in neo-classical painting, something interesting because it wasn’t a motif in use prior to the eighteenth century.  This “manufacturing” of Antiquity wasn’t even then something new; the revival of interest in Greece and Rome during the Renaissance resulted in much of the material which in the last few hundred years has informed and defined in the popular imagination how the period looked and what life was like.  By the twentieth century, it was this art which was reflected in the props and sets used in the newly accessible medium of film and the salute, like the architecture, was part of the verisimilitude.  Mussolini enjoyed films and to be fair, there were in Italy a number of statutes from the epoch in which generals, emperors, senators and other worthies had a arm raised although historians can find no evidence which suggests the works were a representation of a cultural practice anything like a salute.  Indeed, an analysis of many statues revealed that rather than salutes, many of the raised arms were actually holding things and one of the best known was revealed to have been repaired after the spear once in the hand had been damaged.

Adolf Hitler showing the "long arm" & "short arm" variants of the fascist salute (left) and examples of the long arm & short arm penalty being awarded in rugby union (right).

In fascist use, what evolved was the “long-arm” salute used on formal occasions or for photo opportunities and a “short-arm” variation which was a gesture which referenced the formal salute which was little more than a bending of the elbow and involved the hand rising at a 45^o angle only to the level of the shoulder; in that the relationship of the short to the long can be thought symbiotic.  Amusingly and wholly unrelated to fascism, the concept was re-appropriated in the refereeing of rugby union where a “short-arm” penalty (officially a “free-kick”) is a penalty awarded for a minor infringement of the games many rules.  Whereas a “full-arm” penalty offers the team the choice of kicking for goal, kicking for touch or taking a tap to resume play, a “short-arm” penalty allows a kick at goal, a kick for touch or the option of setting a scrum instead of a lineout.  The referee signals a “short-arm” penalty by raising their arm at an angle of 45^o.

Sometimes, a wave is just a wave.

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.

Psychopomp

Psychopomp (pronounced sahy-koh-pomp)

In mythology and religion, a spirit, deity, person etc., who guides the spirits or souls of the dead to the other world or after-life.

1835: From the Latin psȳchopompus, from Ancient Greek ψῡχοπομπός (psūkhopompós or psȳchopompós) (conductor (guide) of souls), the construct being ψῡχή (psūkhḗ) (the soul, mind, spirit) + πομπός (pompós) (guide, conductor, escort, messenger). Psyche was from the Latin psychē, from the Ancient Greek ψυχή (psukhḗ) (soul).  The modern word psychology was from the French psychologie, from the Latin psychologia, the construct being the Ancient Greek ψυχή (psukhḗ) (soul) +-λογία (-logía) (study of).  Pomp was from the Middle English, from the Old French pompe, from the Latin pompa (pomp), from the Ancient Greek πομπή (pompḗ) (a sending, a solemn procession, pomp”), from πέμπω (pémpō) (I send), from pempein (to send, dispatch, guide, accompany) of unknown origin.  Etymologists note the verb has no etymology drawn from Indo-European traditions and nor does it display the characteristics of loanwords or a pre-Greek vocabulary.  In Classical Latin the nominative was psȳchopompus, the genitive psȳchopompī, the dative psȳchopompō, the accusative psȳchopompum, the ablative psȳchopompō & the vocative psȳchopompe.  Psychopomp is a noun.  The noun plural is psychopomps.

Psychopomps were entities (variously spirits, angels, creatures, birds or even people) in a number of cultures and religions whose role was to guide the souls or spirits of the newly dead from Earth to the afterlife.  Wholly non-judgmental, they impartially took the soul in hand and lead them to the hereafter where, according to tradition, what awaited was perhaps a final judgment but sometimes not.  In both sacred and pagan art, psychopomps have been depicted in (often ethereal) human form, as winged angels, animals such as horses and, very often as winged creatures, most famously ravens or vultures, the birds often in large flocks, massed above and circling, awaiting the death of the dying.  To classicists, the word is most associated with Hermes or Charon but by far the psychopomp which resonates most in popular culture is the Grim Reaper.

Psychopomps of note

La barca de Caront (Charon's boat (circa 1932)) oil on canvas by José Benlliure y Gil (1855 - 1937), Museu de Belles Arts de València.

Although famous in Greek mythology as a pschopomp, Χάρων (Charon, written sometimes as Kharon) was more mercenary than most.  Known as the ferryman of Hades who carries the souls of just deceased who had received the rites of burial, across the river Acheron (pain) (in later accounts, the river Styx (hate)) that divided the world of the living from that of the dead.  Traditionally, Charon’s fee was a single coin (an obolus or danake) which the family left on the lips of the corpse and in some of the myths (there are many variations in Greek mythology), those whose families had not a coin to leave or who were denied funereal rites were condemned to wander the “shores of the river for a hundred winters”.  In the manner of modern container shipping, Charon also carried cargo on his return voyages, the catabasis mytheme recording that heroes (including Sisyphusm, Heracles, Dionysus, Hermes, Odysseus, Orpheus, Theseus & Psyche) were brought back across the river from the underworld in Charon’s boat (although what he charged is not recorded).

Beyond ecumenical, Azrael, the Angel of Death, appears in both Jewish and Christian mythology but in Islamic mythology he uniquely assumes the role of a psychopomp, said to take straight to Allah, every soul directly upon death.  Unlike some traditions in which a role in the timing of someone’s demise is delegated to the pyschopomp, in Islamic theology, only Allah is said to know and decide the precise moment when someone is supposed to die so Azrael has no power of life and death; he is but the cab or the rank, the taxi driver who can never refuse a fare.  In the world of the living, some have tried to help Azrael: there was once a Berber chieftain who instructed his mean to shave their heads, leaving a single tuft of hair so that when their time came, Azrael would have something to which to grab.

Two versions of Valkyrie (1864 (left) & 1869 (right)) by Peter Nicolai Arbo (1831–1892), oil on canvas, Nasjonalgalleriet, Oslo.

In Norse mythology there were other psychopomps (Frejya and Odin would sometimes act as psychopomps) but the most famous were the Valkyries, the beautiful maidens who circled high in sky above battlefields, choosing which soldiers would live and which would die.  Half the dead would be taken to Fólkvangr (Freyja's afterlife) and half the Valkyries would take to Valhalla, where they would become einherjar (single fighters) and await the onset of Ragnarök, the climactic “twilight of the gods”.  On the rare occasions when peace reigned and no battles were being fought on Midgard, (the Old Norse name for the soil on which humans dwell), the Valkyries attended the einherjar in the banquet hall of Valhalla, serving them mead (an alcoholic beverage, often described as “fermented honey water” and made by fermenting honey mixed with water, hops and various fruits & spices).  Seen often accompanied by ravens and sometimes connected with swans and especially horses, thanks to innumerable painters of the romantic era and Richard Wagner (1813-1883), (whose Ride of the Valkyries from Die Walküre (the second of the four musical dramas of his Der Ring des Nibelungen (The Ring of the Nibelung (1870)), is probably is best-known fragment), an aura surrounds the Valkyries but if one digs into the Norse myths, they emerge as not always wholly virtuous, sometimes behaving rather like the mean girls of the age.

Late Period Solid-cast copper alloy figure of Anubis, British Museum, London.

Anubis (νουβις in the Ancient Greek, also known as Inpu, Inpw, Jnpw, or Anpu in Ancient Egyptian and romanized as Anoup) was an Egyptian psychopomp but also assigned a variety of roles under different ruling dynasties including a protector of graves, the god of death & the afterlife, mummification and embalming.  Depicted usually as a man with a canine head (thought sometimes during the First Dynasty as the beast alone).  Anubis' female counterpart was Anput and his daughter was the serpent goddess Kebechet.  In his role as a psychopomp, the jackal-headed god was tasked with guiding souls to Duat, the Egyptian underworld, where they would be judged according to the goodliness done during their earthly existence.  The Egyptians (usually) believed the heart was the repository of the soul so Anubis weighted the organ against a single feather representing truth.  Were the heart lighter than the feather, their journey continued but if too heavily laden with sin, Anubis would cast it to Ammit, a demon known as the “Devourer of the Dead” who would consume it.

The versatile, multi-tasking Hermes was the Greek god of commerce, thieves (and there’s some overlap there) and athletes.  However, he was also the messenger of the gods and thus the fleet-footed Hermes was able to travel between worlds, explaining why he was also the god of border crossings.  Uniquely, Hermes was the only Olympian god able to visit Heaven, Earth, and Hades something he never tired of mentioning to the other, realm-bound gods, and another of his tasks was to lead the souls of the dead to the entrance of Hades, where they awaited the boat of Charon to pick them up. Among the best remembered of Hermes’ charges were the suitors of Odysseus’ wife Penelope, all of whom were killed when the hero finally returned from Troy.

Coming & going, dressed for the occasion.  Lindsay Lohan in Grim Reaper mode fulfilling a court-mandated community service order at LA County Morgue, October 2011.

In the modern age it’s the Grim-Reaper who is the archetypal psychopomp.  Depicted since the fifteenth century as a scythe-carrying skeleton (the enveloping black cloak soon became de rigueur), his (there have in the West been some depictions of the reaper as female (although well-known elsewhere) but a male identity is usually at least implied although, at the artistic level, most imagery is genderless which must be right because, having no soul, the reaper is unworldly) mode of operation varies depending on the source.  Some say he selects the souls to harvest by tapping his victim on the shoulder, a notice to quit the world, while others insist he merely gathers the souls of the departed.  In English, the Grim Reaper was first (at p 11) mentioned in The Circle of Human Life (1847, 113 pp) by Friedrich August Gottreu Tholuck (1799–1877), a slim volume published in Edinburgh (by Myles Macphail book-binding) which discussed the stages in the life of a good Christian.

 “There are many who suppose that a clear and certain foreknowledge of the day of their death would exert a very powerful influence upon their mind. In this opinion, however, there must be some deception.  All know full well that life cannot last above seventy, or at the most eighty years.  If we reach that term without meeting the grim reaper with his scythe, there or there about, meet him we surely shall.  Death being thus the most certain of all certain events, why not begin at once the work of preparation for it?”

Not all mythology was written with the intricate plots and tales of the Greek.  In Etruscan mythology, Charun was with good cause known as the “Demon of Death” and often appeared with Vanth, a goddess of the underworld.  His role in death and the harvesting of souls was a efficient but not subtle.  When someone was deemed ready to die, Charun would appear before them and smash their skull with his great hammer until they were dead.  He and Vanth would then take the soul to the underworld; those souls declared evil or unworthy, Charun would punish by taking up his hammer, repeatedly striking them for all eternity.