Daily Life in Medieval Europe

The Medieval Era of history is generally defined as being from 1066 to the early 1500s, from the Norman Conquest of England to the end of the Wars of the Roses in the 1480s. They’re also known as the “Middle Ages”. Middle of what? Between the Dark Ages and the Modern Era, of course! When people think of the Medieval era, they think of the Black Death, tunics, the church, knights in shining armour, good kings, good queens, evil kings and evil queens. Good-looking princes and glamorous princesses. We imagine quaint villages with thatched rooves and farms and fields and exciting village life.

But what was life like in the Middle Ages? It was certainly nowhere near as glamorous as many people might think from reading comic-books, watching movies or Monty Python. For many people, life was a daily struggle just to survive. Days were long, nights were cold, food was hard to come by and pleasures were few and far between.

Hatches, Matches and Despatches

Hatches…matches and despatches…births, marriages and deaths. The three basic stages of human life.

In the Middle Ages, the infant mortality rate was naturally high. The far-from-clean homes of the peasantry, the lack of modern medical care for the wealthy who could afford any kind of medical care, and a general lack of food meant that many children were lucky to survive their first few years on earth.

In an age before there were very many doctors around, births were usually aided with the help of this essential of Medieval society: The Midwife, whose job it was to help birth babies and bring them into the world. Of course, this wasn’t always easy. Any manner of complications could cause death: From deformities and birth-defects, later infections or the mother dying from postnatal complications.

Once born, however, a child was brought into the world as best as they could be. The children of wealthy families could expect to be raised by servants or a wet-nurse, to be pampered and babied to the point of spoilage. Children from poorer families had to rely on their parents or grandparents (if they were lucky enough to have any) to raise them. In a day and age where commoners worked from day to day to survive, children were seen, probably, as less of a joy, but more of a way to make more money. The moment they could, children were set to work in the fields or elsewhere, to earn money and food for the family. Children of all ages, from kids who had just learned how to walk, to teenagers, were expected to pull their weight and split firewood, plough fields, sow crops, harvest crops, store the grain, store firewood and help around the house. With so much work to do, you can imagine childhood obesity wasn’t a problem back then! One important aspect of birth in the Middle Ages was getting the child christened at the local church. Christening usually took place within a week of the child’s birth, where its name and date of birth might be recorded.

Once a child reached his or her teenage years, then the next stage of life came along: Marriage.

In the Medieval era, it could be fair to say that the main purpose of marriage was to advance one’s social-status, for advancing one’s social status was the only way to stave off the looming threat of death from starvation. Parents often got together to arrange marriages for their respective children, whether their children liked it or not. If the child managed to find a man or a woman who he or she actually loved, who also advanced the family’s social-status, then so much the better. But this was considered a secondary concern. In the Middle Ages, women were expected to be quiet, obedient, caring, good cooks, seamstresses, life-partners and above all, the property of men.

Due to the general filth of the Middle Ages, combined with a lack of understanding about hygeine, medical science and other factors which we today take for granted, the fear of death was never far away. Few diseases were curable in the Middle Ages and while broken limbs might be treated, if infection set in due to open wounds, there was no way to heal them. Medical aid was usually provided by monks in monastries, by the church, barber-surgeons or wise women: Something like a witch-doctor who knew all kinds of natural, herbal remedies.

Deaths were recorded by Seekers of the Dead, old women or pensioners who viewed corpses to determine cause of death. They would be paid a few pennies to examine the body and arrange for its removal from the household. It would not be until the 1500s, after the Middle Ages, that the Bills of Mortality, which were official records of deaths, were established in London and surrounding villages.

Upon death, the funeral had to be arranged. Often, simple coffins were used and the bodies buried in the local churchyards, marked by simple gravestones, enscribed with the person’s date of birth, death and his name. Some, more expensive gravestones might have had fanciful, death-themed carvings on them. Wealthier families, such as the local landowner, might have a family crypt. In small villages, a death was something that could affect the whole community and often, several people would show up for the funeral. The sandglass, symbolising life, was a common engraving on gravestones. A sandglass with sand drained through meant that life had ended. A sandglass on its side with sand in each of the two bulbs, indicated a life ended before its proper time.

Who was Who?

The Medieval social structure was defined by the Feudal System. The Feudal System was the belief that each person had his own special place in society and that in this place they would (unless something special happened) remain. At the top of the Feudal System was the King. Below him were the noblemen. Barons and Earls and Dukes and so-forth. Below them came the knights. Below knights came the various classes of the peasantry. Although divided into various classes (from freemen to villeins and serfs), there were few differences that actually set them apart, since life was generally a big struggle for all.

The king, as supreme head of his country, granted lands to his noblemen, who, as his representatives, were expected to carry the king’s law and the king’s word to parts of the kingdom where the king himself could not visit regularly. The noblemen swore an oath of alliegence to the king, and knights, further down, swore an oath to their local landlords. The peasantry, however, the lowest and poorest class of people in the Medieval world, were the most numerous in number. They fell under the direct rule of their landlord, who could tax them and use them as he wished. Far from the king’s eyes, some noblemen became greedy, corrupt and lawless, taxing their peasantry to exhaustion. Taxes were given in the form of harvest and grain. Crops such as wheat, rye, barley and whatever else the peasants could grow, were taxed, and a certain percentage of this food had to be delivered to the local lord. Food which the peasants kept for themselves which had to be ground from wheat to flour to make bread, had to be ground up and crushed in the only mill available in the village…the lord’s mill, for which the lord would charge another fee for the peasantry to use.

Medieval Food and Drink

Medieval food was pretty basic for the peasantry. Most of their food came from grains; the most common of which were barley, oats and rye, which they turned into porridge, gruel or bread. They also ate fruit, vegetables and whatever fish they could catch in nearby streams, rivers or lakes. Wealthier people such as noblemen, could afford to feast on game birds such as ducks and pheasants and anything else which the landlord could afford to flush out of the woods around his estate and shoot with a bow and arrow. Hunting on the lord’s estate only permitted at his lordship’s personal invitation, so peasants could not expect to get their hands on such delicacies as fresh meat.

Fresh meat was in fact, very hard to come by, and was eaten mostly by the upper classes, who could afford to eat, not only game birds, but also chicken, pork, bacon, ham and if they were lucky…beef. Due to the high costs of transportation and mediocre food-preservation methods available in the Middle Ages, exotic foods which were not locally available were often so expensive that commoners could not hope to ever eat them.

In the days before refrigeration, however, Medieval people did find ways to preserve food. Foodstuffs such as meat and fish were either dried, salted or smoked. This killed off bacteria, gave the food a nice (if salty) taste and allowed it to keep for longer periods of time. Fruit was either dried, sugared or preserved in honey. Where possible, some foods were kept in cold-houses, where snow or ice was used to lower the room-temperature and ensure that the food remained fresh.

While they were able to preserve food to a certain extent, Medieval people did not possess the technology or understanding to purify water. Drinking water was often dangerous due to the impurities and pollution that was to be found in local streams and rivers (in the days before sewers and toilets, rivers often served as drains!). Because of this, the most commonly consumed beverages were wine, beer and ale. Due to the general absence or lack of water in these beverages, they were considerably safer to drink than plain water. And everyone drank it…even children! In fact, there was even a special children’s ale brewed specifically for younger people to drink!

Ale and beer were often sold in alehouses, inns and public houses (‘pubs’) and a single village could have several of these institutions all over the place! Public houses lasted and continue to last for a long time. Some of the oldest pubs in the United Kingdom have survived from the Middle Ages, including Ye Olde Man & Scythe (est. 1251), Ye Olde Salutation (est. ca. 1240) and finally, Ye Olde Trip to Jerusalem, which claims to have been established in 1189!

Men of Letters

Education was a rare treat for people in the Middle Ages. A very rare treat. Most people could not read or write at all. The most learned places were churches, monastries, castles, palaces, universities, colleges and schools. If this sounds like a whole heap of educational institutions, think again. To be able to attend one of these places, you had to be rich. Really rich. Books and scrolls were worth their weight in gold in Medieval times. Before the days of the printing press in the fifteenth and sixteenth centuries, the main way of copying out texts was to do it by hand with a quill pen and an inkwell of ink. This took weeks, even months of daily writing in a special room known as a scriptorium (latin; a place for writing).


A Medieval monastry’s scriptorium with a scribe at work

Because so few people could do it, writing was considered a real artform in the Middle Ages, and bold, decorative hands were created, characterised by the gothic German ‘Blackletter’ script, of bold vertical lines and thin horizontal lines, which was achieved by writing with a flexible-point quill-pen. Other characteristics of Medieval texts included colourful borders and pictures, illuminated (coloured) letters at the tops of pages and paragraphs which were deliberately larger than other letters, so that people would know where to start reading each text. Scribes, learned persons and men of letters were so rare that only the wealthiest of people could afford to have an education. A king or queen would employ a tutor or a schoolmaster to educate their princes and princesses in reading and writing, skills as rare in the Middle Ages, as finding a competent watchmaker today.


A page of illuminated gothic Blackletter script from a Medieval manuscript

The main writing implements of the Middle Ages was another reason why many people were illiterate. The pen was a goose-feather quill, a tool which took considerable time to clean, dry, temper, slit and cut correctly. Paper, parchment and vellum were expensive, handmade commodities, far out of the reach of the peasantry, who were more interested in staying alive, rather than reading about how to do it!

Another huge barrier to education in the Middle Ages was that, as members of the Church were the only ones who could generally read, most documents were written in the language of the Church, and not the language of the People. The language of the people was…English! (Or German, French, Italian, Polish and so-on). However, the language of the Church was…LATIN! This rather significant language-barrier meant that, even if the peasantry were able to read and write, it would’ve been largely useless, because all the church-documents were written in a totally different language!

For those who could read and write, however, they enjoyed the rare ability of being able to send letters and record thoughts and ideas. In the days before organised postal services, messages were delivered by private messenger. Forget Private Messaging services on internet forums or MSN Live Messenger; this form of messenger-service was a rider on horseback! To protect the contents of their documents and letters, writers often signed and sealed their documents with sealing-wax, marking the hot wax with a sealing stamp or signet-ring, partially to ID them as the sender, and also to act as an anti-tampering device. Traditional sealing-wax dries fast and it dries hard and brittle. If a seal was broken by anyone other than the intended receipient, then it would be immediately obvious that the privacy of the document had been breeched. You can read about the history of seals, sealing-stamps and signet-rings here.


A signet-ring used to seal documents with wax. The coat of arms, monogram or family-name was deliberately engraved into the ring in mirror-fashion so that the imprint would turn out the right way around when the ring was pressed into the hot wax

Bubble, Bubble, Toil and Trouble

As Harry Potter learns in one of his History of Magic books, “Muggles were particularly afraid of witchcraft in Medieval times, but not very good in spotting it”.

These days, the idea of actual witches and wizards seems ludicrous: the stuff of fairytales, legends and novels by an acclaimed English childrens’ author. But in Medieval times, there were real and very intense beliefs and fears in witches. And not all witches were women, either!

In Medieval Europe, under the Feudal System, peasants lived and worked on the land owned by their landlord. They were not generally allowed to leave this land without their lord’s permission. Because of this, families grew, died, intermarried, mingled and gave birth to sucessive generations all in the one little village or town year after year, decade after decade, century after century. Small, close-knit communities in hamlets and villages, in a day where few people travelled beyond the village boundaries, were quick to spot any and all persons who were either new to the area, or who acted in a strange manner.

Anyone who did act in a strange manner, or who was new to the district, was always the first suspect in anything that went wrong. Witch-trials were popular and bloody spectacles throughout Europe and punishments for witches varied. In European countries, the common penalty for witchcraft was death by burning, whereupon the ‘witch’ was strapped to a post and had faggots (clear your minds out, perverts…a ‘faggot’ is a bundle of kindling!) tossed at her feet. The faggots were then lit and the victim died from either burns or smoke inhalation and suffocation. In England, however, hanging witches was the more common form of execution.

A lot of our modern stereotypes about witches (that they have black pointed hats, that they have warts, that they have flying broomsticks and black cats and all the rest of it) all have their origins in the Middle Ages. It was believed that witches kept demons (called ‘Familiars’) near them, in the shape of animals. It is from this belief that we get the stereotype of witches always having a black cat with them and where we also get the superstition that it’s bad luck to have a black cat cross your path. The presence of bodily blemishes (such as pimples or warts) was also seen as the mark of a witch. Such an evil person was sure to have marks of evil (characterised by warts!) all over them!

Law and Order

In Medieval times, with knights and crusades and wars and witches and the Black Death and fat, warty toads bouncing around all over the place, it’s probably little wonder that Medieval law and order was especially harsh and barbaric (gotta keep those toads in order, don’t we?).

Medieval laws were set by the King (or queen), or by the king and/or queen’s top subjects: Their noblemen. Laws covered everything from how many loaves of bread a baker needed to bake, what constituted proper ale and even what side of the road you were allowed to drive on. Local city or village laws also related to keeping what was known as the King’s Peace: The peace and tranquility which the monarch promised all his subjects. Keeping the peace was done by instituting such laws as providing each village and town with a ducking-stool (into which, chattery women could be strapped and ducked…dumped…into the nearest pool or pond) and the enforcement of curfews after dark. Noblemen were allowed to pass their own laws on their peasantry as they saw fit…and some noblemen saw fit to tax their peasantry very harshly indeed.

Medieval punishments were even worse than the laws for which the punishments were seen fit. Various medieval punishments included…

– The Rack – Being stretched on the rack until your arms and legs ripped out of their sockets.
– The Gallows – Being hanged by the neck until dead.
– Hanging, drawing and quartering – A particularly gruesome method of execution awarded to persons found guilty of High Treason (crimes against king and country).
– Impalement – Being impaled by a long, blunt wooden pike. A favourite of the Medieval king Vlad Tepeche, Vlad the Impaler.
– Sawing – Being strung upside down on a frame and having your body sawed in half lengthwise, starting between the legs, with a massive saw.
– Breaking on the Wheel – Being strapped to a wagon-wheel and having your limbs smashed and broken by a sledgehammer.
– Being boiled in oil – Another Medieval favourite! King Henry VIII of England (AKA Old Greedy Guts) sentenced a cook to be executed by being boiled alive in a pot of oil, for trying to poison his master’s gruel!

Other, lesser punishments included…

– The Whipping Post – Being strapped or tied to a post and flogged.
– The Stocks or Pillory – Being confined to a set of stocks (head & arms locked in a wooden frame) or pillory (feet, as well) and being left there for a pre-determined period of time. In rare instances, people actually died in the stocks or pillory, from abuse from passers-by.

Of course, if laws existed and punishments existed, someone had to uphold the law and someone had to deal out punishment. Who did what?

The job of upholding the law was given to various persons. Ordinary citizens were expected to keep law and order, of course, but there were persons whose job it was, to specifically keep the peace. Some might have been knights, or they might have been reeves of the shire. The local reeve of the shire, or the Shire Reeve, was the local custodian of the peace. Does the word ‘shire reeve’ sound kind of familiar? It should. The shire reeve still exists today…but probably not in a manner which medieval peasants would recognise. In Modern English, the job-title is spelt…Sheriff.

It was the local lord or if he was available…the king, who was generally in charge of meting out punishment. That was until naughty King John was given a small piece of paper to sign. The title of this piece of paper?

Magna Carta Libertatum.

That’s its name in Latin. Translated to English, it means “The Great Charter of Liberties”.

The Magna Carta, created in 1215AD, was a document that restricted the power of the king and held him legally accountable if he was a naughty little boy…like King John. One of the main rules of the Magna Carta was that it forbade the King from pronouncing judgement on criminals.


A copy of the Magna Carta

Sickenesse and Healthe

Medieval understanding of the human body was rudimentary at the very, very, very best. People did not understand how the body digested food, how it got sick, how it healed itself, how blood circulated, and dozens of other ‘how’s. Without highly scientific TV shows like “House” to teach them, Medieval physicians were often medicating their patients purely through superstition and guesswork.

Medieval medicine was based on the theory of the Four Humours, a very old system of medical belief that dated back to Ancient Greece! Humourism, as it was called, centered on bodily imbalances…but not in the way we might think. To find out more about the history of medicine, read the link above.

Medical practicioners were few and far between in Medieval Europe. Physicians were expensive and generally ineffective. Most people had to rely on the local priest, the local wise woman or the local barber-surgeon, who gets his title because he was just as likely to give you a mullet as he was to slit open your gullet. Medieval medicine was a mixture of practicality, tried-and-tested methods, myth, legend, old wives’ tales, natural remedies and superstition. There are various stories of surgeons and doctors in Medieval times performing truly amazing operations and having their patients survive. Amongst these include removing stones (such as kidney-stones) from the body and removing arrows shot into various places on the body…such as a direct hit to the face!

Of course, the biggest scare to the Medieval world came in the 1340s, with the Black Death (also called the Great Plague, the Plague, the Black Plague, the Bubonic Plague and The Sickenesse). It wiped out literally millions of people through the years of the late 1340s and came back almost every generation since then. There are still instances of the Black Death today, although the number of these instances are greatly reduced from the horrifying figures of the Middle Ages.


Victims of the Black Death

Medieval Jobs and Occupations

There were all kinds of jobs in the Medieval world. Blacksmiths, coiners, sadle-makers, roofers, farmers, goldsmiths and printers. Many English surnames come from the classified employment advertisements of the Middle Ages.

Surnames like…

– Sadler (saddle-maker).
– Sandler (sandle-maker).
– Chandler (…eh…chandler. That is…a candle-maker).
– Fuller (A fuller, someone who removed impurities from cloth).
– Tyler or Tiler (A roof-tiler).
– Slater (someone who provided slate for roofing!).

Many jobs were unskilled, but some occupations required great skill, such as blacksmiths, goldsmiths, jewellers, coiners, printers, watchmakers and swordsmiths and armourers. Persons engaged in such occupations usually formed guilds with other such persons, in order to protect their skill-sets and also to advance the quality of their craft. Guilds were kind of like labour-unions/exclusive clubs where persons of the same craft or occupation could gather and protect their ideas and skills from others. This was usually done in structures called guildhalls (like a clubhouse). Guilds, as formal institutions, however, had to have some sort of legal status. A guild could not be formed without the permission of a person of authority. In England, this authority was usually the reigning monarch who would give various craftsmen the right to form a guild through the issuing of Letters Patent; a legal instrument allowing for the formation of various offices, organisations and institutions.

Other Aspects of Daily Life

What about all the other aspects of daily life, apart from food, reading, writing, laws, order, education (yawn!) and all that rot? What else happened? Didn’t anyone ever have a bath?

Actually, bathing was not that common in the Medieval era. It was not seen as being necessary, it was seen as too much hard work (and after a day ploughing the fields, the last thing you wanted was more work!) and it was seen as pointless, because once you were clean, you would only get dirty again the next day!

But, in the rare instances that people actually bathed in the Medieval world, it was either done in a ready source of water (a stream, lake or river) or it was done in the bathtub. Bathing in a bathtub was such a hassle that most people just didn’t bother! You had to light a fire, boil the water, fill the bathtub, wait for the water to be juuuust right, then you had to strip, get in, scrub, scrub, scrub, get out, dry down, put your clothes back on and then tip out the water.

Oh, but only…and ONLY…after every other person in the household had used that exact same bathwater to have their baths, too! Hot water was too scarce a commodity to waste on just one person!

What about clothes and bedsheets? Weren’t they washed?

Yes. But again, very rarely. It wasn’t generally seen as being necessary, and men and women could wear the same clothes for days or weeks on end before having them changed. In mose cases for the peasantry, they didn’t have very many other clothes to change into, so there was no point in washing them!

Entertainment in the Medieval world came in various forms. Without books to read or xBoxes to play on, movies to see or late night peepshows, entertainment was found in sports such as skittles, darts, bear-baiting, puppet-shows and that favourite of all childrens’ pastimes!…

…fairytales!

Fairytales were born out of the Middle Ages as stories to distract peasants from their miserable lives. Stories like Rapunzel fed the dreams of peasant girls that they would be whisked off by their Prince Charming. Hansel and Gretel probably made little peasant boys forget their own hunger for a while, while also teaching children not to wander from home, lest they find ugly witches with houses made from gingerbread. More stories, such as Cinderella and The Magic Flounder were more famous fairytales, told to children (and probably to adults as well) to entertain them when there was nothing on the local stage to watch.

 

Lest We Forget: ANZAC Day and the Battle of Gallipoli

Seeing as I am an Australian, this article will mostly cover the Australian part of “ANZAC Day” and the Australian involvement in the Battle of Gallipoli

In the scope of the First World War, the 25th of April probably wouldn’t mean much to many people. All people care about is 11 o’clock on the 11th of November of 1918: The day the war ended. But what’s so special about the 25th of April, that it warrants a mention in this blog, anyway? And for that matter, April 25th of which year?

In Australia and in our neighbouring country across the way, also known as New Zealand, the 25th of April is known as ANZAC Day, and it commemorates the 25th of April, 1915 and the Battle of Gallipoli on the Gallipoli Peninsula of Turkey, during the First World War. The ANZAC was the Australian and New Zealand Army Corps, which was sent halfway around the world to fight a bunch of people they’d never met to help win a war which some reckoned, they should not have joined in the first place.

ANZAC Day

Every 25th of April, Australians and New Zealanders celebrate and commemorate that which is ANZAC Day, by remembering the diggers (that’s Australian slang for ‘soldiers’) who fought on the shores of the Gallipoli Peninsula on that hellish day, ninety-five years ago in 1915 and by extension, all the Australian and New Zealand service personnel who have fought and died for our two little sea-girt sandpiles since then. It’s commemorated by pilgrimages to the Gallipoli peninsula, dawn services, rememberance marches, barbeques and by the baking and breaking of one of the hardest and yet strangely edible comestibles in the world: The ANZAC Biscuit.

Just like how the British have the “Dunkirk Spirit” of banding together against adversity and beating everything, Australians and presumably, New Zealanders too, have the “ANZAC Spirit” of mateship, togetherness, toughness and perseverence which helped them survive and stay firmly together during the hell of the First World War. It’s this spirit that Aussies and Kiwis commemorate and celebrate each April while breaking their jaws on ANZAC Biscuits or stuffing down sausages and burgers at the nearest, smoke-belching barbeque.

ANZAC Day also commemorates the fact or the belief that at the Battle of Gallipoli, Australia and New Zealand went through their trial of fire and were born there as nations who had endured hardships and come out with their heads held high.

Australia and the First World War

As far as countries go, Australia’s the little brother in the family. By the time of the official British settlement in Australia, as marked by the arrival of the First Fleet in 1788, Great Britain had already fought and lost a war against the United States and the USA had already been settled by Europeans for over a hundred years before then. Australia only became federated, when its states and territories joined up to make one big country, in 1901, just over a century ago.

As its own country with its own government and prime minister, Australia could declare war on other countries. In the family of nations, Australia was kind of like the whining, wingey little brother who wants to do everything that momma, papa and all his bigger brothers do, like fight, make money, make love and start wars. When Britain declared war on Germany, Austria-Hungary and the other countries of the Central Powers in WWI, Australia jumped on the Allied bandwagon at once, stating that, as Mother Britain was at war, Australia was also at war.

Of course, this view was not universally accepted. The First World War mostly took place in Europe or the Middle East, on battlegrounds far from Australia. A sea-voyage from Australia to England took at least two weeks, even using the fastest ships and the quickest route. Some Australians felt isolated from this ‘European War’ and saw no reason to have to go off and fight other peoples’ wars.

On the other hand, patriotic Australians believed that it was their duty to fight and defend Great Britain, as their mother country and that they were fighting for the good of the British Empire. It was with this in mind that Australia went to war.

Unfortunately for Australia, though, it didn’t have an army.

Australia was so new on the world stage of established nations that it didn’t even have a single stinking army to protect itself with, let alone go off and fight someone else’s army! There were police-forces and local state militias, but it wasn’t until after the First World War that Australia had an actual national army of its own. Instead, the Aussies were just tacked onto the British Army and made to fight with the Brits. Throughout the First World War, Australia was the only country which took part in the fighting which had a 100% volunteer army.

The Australian soliders in the First World War were all ordinary people. They were farm-labourers, office-workers, school-teachers, schoolboys, university professors and shopkeepers…all ordinary people who had signed up to fight a war which was so far away, some people questioned what the hell they thought they were doing! Unlike the other countries, Australia had no standing army. Because of this, all the Aussie soldiers were trained in army tactics, strategies and manuveurs entirely from scratch!

It was all these raw, green recruits, rushed through a crash-course of the bare essentials of fighting, weapons-handling, tactics and army life, that the Brits sent off to Turkey to try and blast a way through the Turkish defences so that the Royal Navy could open up a supply-line to its allies, the Russians, further north. With woefully substandard and rushed training, the inept Australian troops were marching straight into hell. How inadequate was their training? Half the time the Australian soldiers didn’t even load, shoot and reload their rifles because there wasn’t any ammunition to show them how to do it properly! To make things worse, they (along with millions of other soldiers in the First World War), were taught outdated infantry tactics from the 19th century, which were completely useless in the mechanised hell of the First World War.

The Battle of Gallipoli

In 1915, the order came out that the Allies would try and attack the Gallipoli Peninsula of Turkey. The original plan was to ‘Force the Narrows’, that is, to try a naval assault on the Dardenelles Narrows near to the Peninsula, by the Royal Navy. Unfortunately, this failed (and resulted in the First Lord of the Admiralty, a little-known fellow called…Winston Leonard Spencer-Churchill…to high-tail it off to the trenches in France to hide in shame for a few months) and the Turks were suddenly wide awake to a possible Allied invasion. They set up their positions and waited for everything to unfold.

In Australia, young Aussies were jazzed up and raring to have a crack at ‘Johnny Turk’. Many of the soldiers were so young that they’d barely finished school and had simply swapped the cane for a rifle the moment they sauntered out the gates at the last bell for the day. Many of the green Australian troops thought that the war would be over before they even got to Turkey or Europe!

Gallipoli in Turkey gets its name from the Greek word ‘Kallipolis’ which means “Beautiful City”. When the Aussies, Kiwis, Poms and Frogs arrived, though…there was very little beauty to be seen anywhere.


A map showing the Gallipoli Peninsula. On the left, you can see ANZAC Cove, where the ANZACs came ashore in 1915. On the right, you can see the Dardenelles; the narrow stretch of water which the Royal Navy failed to blast its way through

The ships transporting Australian troops sailed from Eygpt (because the Aussies were trained there) to Turkey and arrived in ANZAC Cove (a postwar name) on the Gallipoli Peninsula on the 25th of April, 1915.

From the moment the big ships dropped anchor off the west coast of the Peninsula…the ANZACs were in trouble. Serious, six-foot-under trouble. So much trouble that many soldiers were dead before they even got onto the beaches!

In the Second World War, allied soldiers and officers used a special kind of watercraft, known as a Higgins Boat, to safely transport soldiers ashore. The Higgins boat could go right up onto the beach where the front of the boat dropped down like a ramp so that soldiers could run right off the boat onto the beach to find cover.

In 1915, without the Higgins Boat, Australian and other Allied troops were massacred in the surf before they even set a toe on Turkish soil. The boats used to ferry these troops to shore were wooden lifeboats: Totally unprotected from machine-gun fire, cumbersome to operate, rowed by hand and with keeled bottoms, prone to wedging in the sand and surf, leaving soldiers stranded and having to jump out of the boats and wade through the water towards the beach. Hundreds of allied soldiers were shot down as they struggled out of the boats, through the surf and towards the beach. Accounts spoke of the water literally turning red with the blood of machinegunned or rifle-struck soldiers who never knew what hit them.


ANZAC Cove, 1915. Here, you can see the steep sides of the mountains that the ANZACs had to struggle up, the surf which they had to wade through, and the sandy beach that they had to run across…all while being sprayed by Turkish machine-gun fire

Within minutes of landing in Gallipoli, all hell broke loose. The inexperienced Australian soldiers were given hurried and unclear orders, officers were killed by machine-gun fire and soldiers were unable to band together to build up significant resistance to the enemy. To use an American expression, it was quite literally a ‘Turkey Shoot’. Or rather, a Turkish shoot! The ANZACs became sitting ducks for the defending turks, who mowed them down relentlessly with their machine-guns.

The big ships anchored offshore did manage to give the Aussies some covering fire, though. While the boats ferried troops and supplies ashore, the allied warships opened fire with their artillery, blasting away at the enemy, distracting the Turks enough for the Australians to get a firm foothold on Turkish soil.

Guests of Johnny Turk

Throughout both world wars, soldiers or ‘the enemy’ were known by various names. Germans were Krauts or the Boche, they were Jerries, Nazis, the S.S. The Brits were known as ‘Tommies’, the Australians were known as ‘ANZACs’ or ‘Rats’ (after the Battle of Tobruk in WWII, where Aussie defenders held off the Germans and became known as the Rats of Tobruk).

Turks were called ‘Johnny Turk’.

And Johnny Turk was not happy at having Aussie soldiers camping on his front lawn.

The Battle of Gallipoli was a hopeless mess. Over the next nine months, life was a living and dying hell for the ANZACs. Without aerial support from the RFC (Royal Flying Corps, the predecessor to the RAF), Australian soldiers attacked Turkish positions with no covering fire. Without tanks, the Australians had nowhere to hide from Turkish return-fire and without the big ships (which very inconsiderately sailed off after just a few days), the Australians had no big artillery to bombard the Turks before launching an attack. It became one big game of Slaps, with each side waiting for the other to make a move, before jumping out, decking them and then diving back into the trenches to protect themselves from the enemy reaction.

ANZAC Biscuits

Stuck in the trenches for nine months with appalling weather (it rained and snowed half the bloody time!), few comforts, few clean or warm clothes, few things to do and even fewer things to eat, the ANZACs did have at least one thing to look forward to.

ANZAC Biscuits.

Note that. BISCUITS. Not cookies. BISCUITS.

It was once believed that ANZAC Biscuits were invented by the ANZACs themselves, bored with the disgusting rations that they were provided with. However, the ingredients in the recipe don’t lend themselves well to this theory. How many soldiers in the First World War were able to get their hands on such delights as dessicated coconut? Golden syrup? Sugar? Baking Soda? Flour and rolled oats? Probably not many. And even if they did, how the hell did they manage to bake the stuff in the middle of a battle?


ANZAC Biscuits. OM NOM NOM NOM NOM NOM…

The truth is that ANZAC Biscuits were invented by the womenfolk! The wives, daughters, sisters, aunts, mothers and girlfriends of all those poor sods who were living, starving and dying all the way over in Turkey.

The ANZAC Biscuit was designed to be many things. Filling. Delicious. Tough. But most of all, it was designed to be long-lasting.

After baking, the ANZAC Biscuit looks (and feels) like something akin to 18th century hard-tack, the notoriously hard bread which sailors used to eat onboard ships in Napoleonic times. In a way, hard-tack and the ANZAC Bikkie shared a lot of things in common.

– They were both easy to make.
– They were both tasty (okay, the ANZAC Biscuit was tasty and sweet. Hard-Tack was like baked cardboard).
– They were both hard enough to break glass (or your teeth!) and drive in a nail.
– They were tough enough to survive long sea-voyages and a nuclear attack (on the same day).

The one element where ANZAC Biscuits were undoubtedly better than hard-tack had to be in the taste department. Hard-Tack is dry, cheap, tasteless crap that was about as easy to eat as cinderblocks. Sure, ANZAC Biscuits weren’t much easier to eat, but they were at least tasty. The sugar and the oats and the golden syrup (or honey, if you can’t get syrup) made the biscuits sweet and crunchy and they were a welcome relief to the ANZACs, who had little else fit for human consumption to shove down their throats.

The Great Evacuation

It’s probably not surprising to know that the Gallipoli campaign was a total failure. After nearly a year of being blasted, blown up and bombarded by the Turks, the ANZACs (along with the other allies) were bruised, bloody, beaten and bored. In late 1915, soldiers began to pull out from the Gallipoli peninsula.

But, in true British style, never wanting to admit defeat, the evacuation was done carefully over the course of several days. The ANZACs were shipped away quietly at night. Their specially-designed periscope rifles (rifles with periscopes fixed on them so that they shoot over the top without also getting their heads shot off) were rigged and modified to make them self-firing. The Aussie soldier who thought up this ingenious bit of trickery, William Scurry, fixed up the rifles so that water dripped into special pans underneath the rifles. The pans had strings tied to them which were tied to the triggers of the rifles. As the water dripped, the pans became heavier and heavier until the weight of the water pulled on the string and fired the rifle.


The Periscope Rifle in use at Gallipoli, where it was invented

Using this trick, the Allies were able to occupy the Turks and keep them busy while they evacuated thousands of ANZAC troops down the cliffs, across the beach and onto the waiting ships which were anchored offshore.

All in all, the remembrance of ANZAC Day, the 25th of April, could be seen as a joke: The commemoration of one of the biggest ass-whuppin’s that the Allies ever received, the remembrance of one of the greatest military failures in Australian history. But it’s also about remembering the courage, perseverence and sheer ballsiness that it took to continue fighting what was clearly a losing battle from Day 1, and to escape from a right screw-up without the enemy getting wise to you until you were far, far, far away.

That, my friends, is the story and the history of ANZAC Day.

 

A Cornerstone of Style: The Three Piece Suit

Reading an article a few days ago about the movement to “stop the sag” and to ask people to haul up their trousers, pants and jeans so that decent people didn’t have to check out the cut of your briefs, boxers, boxer-briefs or the fact that you weren’t wearing any undergarments at all, inspired me to write this article on the cornerstone of men’s clothing: The Suit.

Not too long ago and within living memory, men knew how to dress acceptably. Somewhere along the way, it became commonplace to wear jeans, shorts, logo’d T-shirts and all manner of other, shocking invaders of style which are now considered “normal” clothing. I’ve always been a very old-fashioned, conservative and formal sort of person (there, I said it), and I lament the fact that such fashion-phenomena such as “sagger jeans” have become as acceptable as doing burnouts and doughnuts in the local parking-lot with your father’s BMW. Fortunately, all is not lost, and if those gaudy, glitzy and flamboyant photographs that we see online, from fashion-shows are anything to go by, a more formal and respectable mode of men’s clothing may soon be on the rebound.

It was common, until about the 1960s, for men to wear a suit, be it single-breasted, double-breasted, two or three-piece, tweed, wool or of some other, less-desirable fabric. In the 60s and 70s, with T-shirts, jeans and sneakers marching into stores all over the place, this era of elegance, style and sophistication was swept aside like so many decades of dust. So…the suit. What is it? Why did people wear it? What went with it and how did it all go together?

For the purpose of ease-of-understanding, the ‘suit’ referred to in this article will be the classic, three-piece suit:


A typical three-piece suit, with jacket, waistcoat and trousers

The Suit: A History

The classic man’s suit, as we know it today, was born in the 17th and 18th centuries. For a long time, men wore knee-breeches, stockings, flashy tailcoats and shirts with ruffled collars and cuffs. In the mid 1600s, King Charles II introduced a garment which Samuel Pepys records as being a ‘vest’; a sleeveless garment with pockets and buttons and buttonholes down the front. Although originally called a ‘vest’, it receives its alternate name, the ‘waistcoat’ because this new garment was cut and shaped so that it literally reached to just above the waistline. The first piece of the three-piece suit had been created.

The next things to come along were trousers and the fitted suit-jacket or suit-coat. Previous to the late 1700s, men wore knee-breeches. A rough, 21st-century equivalent might be three-quarter jeans. The legs of the breeches reached to knee-level (hence the name knee-breeches) and the remainder of the leg, from the knee downwards, was covered up by long stockings, which were alternatively either buckled or buttoned to the bottom of the breeches to stop them slipping down.

The suit-jacket was evolved from the long tailcoats that men used to wear. These were usually loose and flappy. But one man started changing this. His name was George Bryan Brummell. He lived from 1778-1840. Does his name sound familiar? It should. Or if it doesn’t…perhaps you recognise his other name…Beau Brummell.


Typical men’s clothing of the 18th century, until Brummell decided that this had to change. Here, you can see the tailcoat, the knee-breeches and the mandatory white stockings and buckled shoes

George ‘Beau’ Brummell was the man who changed mens’ fashion forever. In the late 1700s, he introduced what we would now call the three-piece suit, to society. Brummell’s suit was made up of a matching coat, waistcoat and knee-breeches (later, trousers), made from the same cloth with the same pattern. The clothing was intended to be comfortable, less flamboyant, more conservative and better-fitting. From the late 1700s until the 1950s, the suit retained all these three features: Coat, waistcoat and trousers and it remained the backbone of respectable male attire for over a hundred years.

What’s in a Suit?

The three-piece suit is made up of…three pieces. Duh! But what are they?

Jacket

Suit-jackets have between two-to-four buttons, depending on its size. A good-fitting jacket should have sleeves that come down to the first knuckle of your thumb when your arms are hanging by your sides. The jacket would have between four to five pockets, depending on the design. The breast-pocket of the jacket is used to hold a handkerchief (folded as a pocket-square) or alternatively, a pocket-watch (which would be affixed to the jacket’s lapel buttonhole with a leather fob-strap). The lapel buttonhole usually held a flower or a small, decorative trinket. There was a time when you could buy little tube-like vases which you could slip into your buttonhole. You filled the little receptacle with water so that your flower could survive a bit longer than it would if it was just cut off and stuck in there. The T-bar of a pocket-watch’s leather watch-strap should go through the lapel buttonhole from the front of the jacket, not the back, so that the T-bar itself is neatly hidden from view.

Waistcoat

Waistcoats come in several varieties: Single-breasted, double-breasted, two-pocket, four-pocket, belted, unbelted, silk-backed or plain. They’re like Heinz Ketchup of men’s clothing.


A four-pocket, six-button single-breasted waistcoat. Traditionally, the last button on a waistcoat (with six or more buttons in total), is left undone. This style was supposedly established by Edward VII, who habitually left the last button of his waistcoat undone, either by chance or design. Soon, his subjects started copying him

A good waistcoat was designed to be close-fitting, with the bottoms of the arm-holes going directly under the armpits of the wearer and the bottom hem of the coat reaching around the hip-bones. Waistcoats could be either double or single-breasted. Most people are familiar with the single-breasted variety, though. More expensive waistcoats came with silk backs instead of wool like the rest of the waistcoat would be. Waistcoats with belted backs allowed the back of the garment to be taken in or let out to a certain extent to provide for a better fit. Waistcoats come with either two or four pockets, depending again, on the size and style of the waistcoat.


A grey, two-pocket, six-button double-breasted waistcoat. Double-breasted garments were popular in colder countries because the fold of the cloth prevented wind from entering the coat through the gaps in the buttonholes

“How do you wear a pocket-watch with a waistcoat?”

Before wristwatches came along in the 1910s, every man who wore a watch, wore a pocket watch and chain. How was this attached to the waistcoat? Where’s the elusive ‘watch-pocket’? And how did men get their chains to hang so nicely from their waistcoats?

Firstly, there is no real ‘watch-pocket’ on a waistcoat. The watch-pocket was simply any one of the four (or two) pockets which the pocket-watch was placed in. Attaching the chain to the waistcoat, however, took a bit more skill.

There are two chains which you can wear with a waistcoat: The Albert and the Double Albert. Who’s Albert? Prince Albert, husband of Queen Victoria. He was the man who created the Double Albert chain, which was named after him. By extension, the single T-bar chain was thereafter called the “Albert” or “Single Albert”. But enough about Albert.

To attach a T-bar chain to a waistcoat, you need to fold the T-bar up against the chain so that the chain and T-bar are parallel to each other. Then, you push the T-bar and the chain through your selected buttonhole and then pull back on the chain until the T-bar catches against the buttonhole. The T-bar should be at right-angles to the buttonhole so that it doesn’t come back out. With the T-bar in, you simply push the button through the hole like you always would. The button keeps the T-bar in place and stops it wiggling around. Don’t worry, this won’t hurt the waistcoat in any way.

Selecting the best buttonhole to put the T-bar into is up to personal choice, but generally, the button which is closest to the top of the watch-pocket, or a middle button on the waistcoat, is preferrable, because this gives the chain a nice, balanced look with the top of the watch-pocket. A pocket watch and Albert chain can be worn with either single or double-breasted waistcoats, but Double Albert chains will only work (acceptably) with single-breasted. Wearing a Double-Albert chain with a double-breasted waistcoat will get you arrested by Inspector Jeeves of the Fashion & Style Police Department.

Trousers

Unlike jeans, cargo pants and shorts for which ‘sagging’ has sadly become an accepted manner of wearing garments that cover the legs, trousers that hang halfway off your ass and dangle so low your dingle would flop out if you sneezed, are not acceptable in any way, shape, manner or form in any area of the universe at all. Doing this will also involve Jeeves dragging you off to jail for a crime against acceptable dressing.

Trousers should be comfortably held around the waist by nothing but your own body. Or, if your own body isn’t sufficiently padded to carry out this gravity-defying stunt, then a belt (or more acceptably, braces/suspenders) should be used to keep your trousers at an acceptable and non-arrested-by-the-cops-for-indecent-expsoure level. Traditionally, suspenders were buttoned or clipped onto the waistband of your trousers, and you can still get trousers with suspender-buttons, or you can just sew them on yourself. The bottom hems of your trouser-legs should reach around your ankles.

The Modern History of the Three-Piece Suit

With all that, you have the three elements that make up the classic three-piece suit. From its creation in the late 18th century up until the 1950s, this mode of dressing was almost mandatory amongst men. It was a sort of unwritten code of acceptable dressing. To appear in public without your jacket and waistcoat without an acceptable reason (such as doing dirty work) was pretty much equivalent to streaking butt-naked through church on Sunday. In the colder climates around the world, such as the northern U.S. states, the United Kingdom and Europe, or in the colder, southern countries such as southern Australia and New Zealand, wearing a three-piece suit was not only fashionable and stylish, but also necessary. The suit kept your body warm and the waistcoat provided a very necessary extra level of padding and warmth against freezing winter temperatures.

The downfall of the three-piece suit started, like with so many other nice things from history, with the Second World War.

During WWII, if you’ve read my article on life on the homefront during the War (see the “WWII” area of this blog), you’ll know that cloth (amongst several other things) was heavily rationed, due to the necessity for making uniforms for service-personnel. This drastic rationing of cloth meant that it was impossible for tailors to continue making the three-piece suit. The extra fabric needed to make the waistcoat just couldn’t be found. And it was because of this that the two-piece suit became more fashionable in the postwar years, although it survived (if only just) into the 1970s, when disco-music brought it back into fashion.

Today, the three-piece suit hasn’t exactly returned to mainstream fashion, although there are people who still wear them on a regular basis. The waistcoat, a four-hundred year old article of clothing, has returned to fashion lately, and movies like the recent “Sherlock Holmes” one have encouraged designers to experiement (with questionable results) with traditional male attire. Although considering it was perfect to begin with, one wonders what there is to experiment with. If it ain’t broke, don’t fix it. And a three-piece suit made entirely of denim is unlikely to sell anytime soon.

 

Cranks, Keys and Carriageways: A Brief History of the Motor-Car

Today, the car, the automobile, the horseless carriage and that stupid rust-bucket that’s parked in your garage right now, is as much a part of life today as is the television, the internet, the iPod, Phone, Pad and (regrettably) rap ‘music’. But spare a thought for the fact that motoring as we know it today is only a little over a hundred years old. It would be fair to say that the average man on the street wouldn’t know a single thing about the history of the very thing he’s driving around at that very moment: The motor-car. This article will be a brief peek into the history of the greatest thing since the steam-engine…

Before the Car

It’s hard to imagine life before the car, isn’t it? A world of steam-trains, ocean-liners and horses and carriages. A world where horsepower was literally horse-powered. If you didn’t own a horse and carriage of some kind, you were stuck with either walking, or taking a train or streetcar somewhere. While self-powered land-vehicles that could move on the road existed in the 19th century, it wouldn’t be until the early 1900s that they would become seriously practical. And it wouldn’t be for a few more years, that your regular Tommy Ryan could afford to buy one of these new horseless-carriage gizmoes out of his own pocket and drive it around town.

The Birth of the Motor Car

This…is genesis:

This here is the Benz Patent Motorwagen and it is quite literally, the first car ever made. It was powered by a two-stroke, one-horsepower engine and it was introduced into the world in 1885. Queen Victoria was still on the throne. Jack the Ripper was still sharpening his butterknife and Sherlock Holmes was still a blob of ink inside an inkwell. But this contraption, born in an age of the horse and buggy, was about to show everyone that personal, motorised transport was possible.

Although the Benz Motorwagen was hardly ideal as a car: It had no safety-features, it had three wheels, it had a tiller steering-handle and a pathetically small fuel-tank, not to mention a hopeless range of operation, Benz was not about to give up. Over the next few years, he refined and modified his machine to such an extent that in August of 1888, what was possibly the world’s first stolen car report was filed at the local police station (okay that’s a joke, it wasn’t, but you’ll soon see why it might’ve been). For on a day in August in ’88, Mrs. Bertha Benz, Karl Benz’s wife, successfully started her husband’s car and, with her two sons along for the ride, drove them off to visit their grandmother, before driving back home three days later. The length of the trip was 120 miles! Mrs. Benz had successfully shown the world that the car could travel long distances!


The Benz Motorwagen No. 3, made in 1888. This was the car which Karl Benz’s wife started up and drove off in, on that August day, over 120 years ago

Over the years, more and more people started experimenting with these newfangled “internal combustion engines”, in attempts to create their own ‘horseless carriages’ as they were still widely called. The British Government didn’t take kindly to scientific and technological advancement in the world of transport, however, because it slapped a FOUR MILE AN HOUR speed-limit on early motor-cars! The first speed-limit ever imposed for self-powered vehicles was 10mph in 1861. In 1865, the Brits made the law even tighter, saying that self-propelled vehicles could travel at the breakneck speed of four miles an hour in the country but only two miles an hour in town! Finally in the 1890s, though, with the arrival of the motor-car, British lawmakers allowed a speed-limit of 14 and later, 20 miles an hour, starting in 1896.

Car companies sprang up almost overnight as the 20th century approached. Some notable early ones included Renault (1899), Ford (1903), Mercedes (1902) and Stanley (also 1902), which was famous for making steam-powered motor-cars. Slowly, the world took to the road.

Starting Something Totally New…

    “…For making the carriage walking at the first speed, take back the drag of the wheel backward crowbar of the right and take completely and progressively back, the crowbar of embriage…”
    – Jeremy Clarkson, “TopGear”.

Okay, I kid, I kid…that’s actually French translated into English. But as you can see, early motor-cars were far from easy to drive. These days, we get in, we insert the key, we turn it, we swear for a couple of minutes and then we get moving. Early cars were nowhere near as easy to operate. To start with (literally), you had to crank these cars to get them going.

Early cars did not have ignition keys, they didn’t have electric starter-buttons, starter-motors or anything like that. To get them going, you had to crank them by hand. And while this looks like a lot of fun, it wasn’t exactly easy. You’ve probably seen vintage cars in movies or cartoons being the subject of slapstick comedy where someone tries (hopelessly) to get a car started by cranking it, only to fail miserably. The truth is that some (but not all) early cars were that hard to start. And not only hard to start, but also dangerous! You needed considerable strength to start a car in the old days, because everything inside the car was mechanical and made of metal. If you didn’t have the muscles to turn the crank-handle (which could be particularly tricky in some cars), then the car never started. Usually, you slid the crank-handle into a hole in the front of the car, which sent the crank through the crankshaft inside the engine. Then, you grabbed the crank and with considerable force, turned it clockwise in an attempt to get the pistons moving to start the engine-cycle.

One of the big risks of crank-starting a car was personal injury. By cranking the starting-handle, you moved the crankshaft inside the motor and this got the pistons inside the engine moving. Once the sparking-plugs ignited the fuel and the engine started working by itself, the car could be driven. But when this happened, one of the biggest risks was of the crank-handle being thrown backwards, against the driver’s hand, by the force of the pistons coming to life. The most common injuries included broken wrists and broken arms. Nasty stuff! Several early motor-car companies tried to introduce braces or catches or modified engines where the starting-handle either jammed or was stopped in some way, if the engine backfired, or else disengaged the starting-handle when the engine caught on, so that it wouldn’t kick back and break the driver’s arm.


A 1909 Model T Ford with prerequisite antique car crank-handle at the front. Apparently this one disproved that a motorist could have his car any colour so long as it was black

Early motorists were instructed to grasp the crank-handle in a certain way, with all fingers on ONE side of the crank, instead of four fingers on one side, and the thumb on the other (as you might do with other crank-handled appliances). The reason for this, was so that if the engine kicked back, the handle would swing away from your hand and nothing went wrong. Grasping the handle the traditional way meant that at the very least, you suffered a broken thumb when the engine came to life. The increasing power and size of car-engines as the 1900s progressed, meant that it began to take more and more strength to crank start a car and eventually, electric starter-motors were introduced.

Of course, not everything was this easy. Headlamps on the earliest cars were gas-powered. These had to be lit either manually, or with pilot-lights or sparkers. And starting a steam-powered car, such as those manufactured by the Stanley company up until 1925, was almost like trying to get a steam locomotive going from a cold start. First you had to fill up the boiler with water, and then you had to make sure that there was enough kerosene in the tank, you had make sure that the pilot-light was on and that the water was being boiled sufficiently. With the water boiled, you had to wait for the steam-pressure to build up before you could actually drive the car away. Considering how tricky it was to get a steam car started, it’s rather surprising how long they survived. The reasons for building steam cars, however, was rather obvious when you consider that the steam-engine had been around for about a hundred years longer, starting in 1900, than the internal-combustion engine, the bit of machinery that drives almost every car in existence today.

Driving Along in my Automobile

Early motoring was a thrill. It really was. These days, we use a car for everything. Going to school, going to work, going to the shops, going to visit friends and family…but things were very different a hundred years ago when you were probably the only person on the block who owned his own motor-car! Having got the car started, you didn’t want to just waste all that petrol and water and oil driving somewhere for a PURPOSE, did you?

No! Once you got that thing going, you wanted to muck around with it, yeah? Which is exactly what many people did. Having a family car in the 1900s or the 1910s was considered a real luxury, and many of the times that the car drove off down the road would have been with the entire family onboard for a roadtrip or an excursion. Barrelling along at twenty or thirty miles an hour was a thrilling experience when you consider that the other way to move around was by horse and cart.

However, taking the family out for a spin in your new automobile wasn’t always safe. Most early roads were almost lethal to drive on. They were mostly dirt roads or cobblestone or flagstone roads, which gave no joys to the passengers in your shiny new ride when suspension hadn’t really been thought of yet. And even if you found a nice road to drive on, when you parked your car, you had to make sure that nobody tried to pinch it! Henry Ford used to have to chain his car to a lamppost everytime he parked it and secure it there with a padlock, otherwise, the moment he stepped away, some inquisitive bystander would try and crank up his new toy and drive off with it!

However, getting to treat the family to a ride in the automobile was something that was nothing but a dream, and for many men, remained a dream until 1908.

Model T Fords and Mass-Production

One of the biggest problems of early motor-cars was the fact that they were dizzyingly expensive. A car in the 1900s could cost upwards of $1,000. While this doesn’t sound too bad today, remember that in 1900, a good pocket watch cost $50, a fountain pen cost $2, a film-ticket was five cents and it was cheaper to send a telegram than to use the telephone! Groceries for a family of four for a week could be bought for less than $20!

Because of the dazzling cars and the equally dazzling price-tags, it’s not surprising that for many people, motor-cars were something to be seen driving by, but never to be seen driving in. Cars were handmade with expensive coachworks which were made up of leather and brass and chrome and other fancy-schmancy things that cost a fortune. Only the richest of the rich could afford cars. Millionaires, businessmen, royalty, heads of state and so-on. For everyone else, the only rubber that was going to hit the road for them was the soles of their shoes.

That was until Henry Ford put two and two together and made Ford. Or the Ford Model T, to be precise.

Henry Ford didn’t invent the car. He didn’t even invent mass-production. But what he did invent was a way to put the two things together. By working on a moving production-line, Ford realised that, with work coming to his men, instead of his men going to their work, a lot of time could be saved in manufacturing a car. One reason why cars were so damned expensive was because they took literally days, weeks, in some cases, even MONTHS to make. Not just a line of cars, I mean literally ONE car. If Henry Ford could cut down how long it took to make cars, then he could make more cars in a shorter amount of time. More cars meant that the prices went down and if the prices went down, then ordinary people could buy them.

The Model T was introduced in 1908, when Ford started mass-producing cars. The chassis, the wheels, the seats, the engine and everything else was built at one part of the factory and progressively joined together. At the end of the line, the body of the car was dumped on top. The final touches were added, the car was gassed up, cranked up and then driven off into the world. It was amazingly simple.

One reason that Ford managed to make his car plants so efficient was that he kept breaking down jobs. If making an entire door was too hard for one workman to do by himself, then Ford broke the door down into component parts. One man made the hinges, one man painted the panels, one man screwed on the doorhandles and one man put in the window. It meant that the Ford car plants had to employ hundreds, thousands of people, but it also meant that they could work for longer hours. Ford workers worked eight-hour shifts and earnt $5 a day. $5 a day when Cocoa Cola cost 5c, was a lot of money. And by having eight-hour shifts, the factories could operate literally around the clock.


This Ford Model T four-door tourer was typical of the millions of Model Ts produced by Ford: Simple, tough, reliable and understated

When Ford Model Ts were being sold, they originally started out at $850-950 (in 1908 dollars). If this sounds steep, then you can try and find something else for $900. Not easy when the next least expensive car skyrocketed upwards to $3,000!! As Fords continued to be made, however, the price did (thankfully) drop, to about $280 in the 1920s, which which time literally half the cars in the world were Model T Fords.

The Model T wasn’t a great car. It wasn’t fast (45mph top speed), it wasn’t classy (“a customer can have a car painted any color he wants, as long as it’s black”, Henry Ford), it wasn’t easy to operate (“…it’s more complicated than doing eye-surgery!…”, thank you Jeremy Clarkson) and it certainly wasn’t big (one of its nicknames was the ‘Tin Lizzie’! and you can be sure that doesn’t sound very chunky!), but what it was, was a car that allowed everyone from Dr. Jones right down to Mr. Bentley at the corner shop, to drive around town.

Changing the World, One Car at a Time

Everyone generally assumes that a car built before a certain time is either “classic”, “vintage”, “veteran”, “crap” or some other delightful categorical name. But what is what?

“Veteran” cars signify any cars made between the 1880s up to 1919. These include the very first cars ever made by most companies, and the earliest Model T Fords.

“Brass-Era” cars are cars manufactured in the period between Veteran and Vintage, generally accepted as been between 1905-1914/15. So named because of the heavy use of brass on these cars (headlamps, grilles, dashboards, side-mirrors, etc).

“Vintage” cars were cars manufactured from after the end of WWI to the Wall Street Crash, so, from 1919-1929. It was during this period that cars stopped looking like ghost-carriages without horses at the front, and started representing what we would sort of recognise as a car today, with a passenger area, the engine out the front with a bonnet or hood, four wheels and a roof and windows! It was during this time that cars also started being widely manufactured with self-starters; everything from electric starter-buttons to…*gasp*…car-keys!! Yes! No more broken wrists!


A 1929 Model A Ford, a typical vintage car of the 1920s and 30s, with curved mudguards and a less angular body, but boxy in appearance nonetheless


1916 Cadillac Type 53. Yes, that’s James May and Jeremy Clarkson from TopGear in the front, with Clarkson at the wheel. I think I’ll walk

According to the automotive TV show “TopGear”, it was the Cadillac Type 53 that gave us one of the greatest pieces of metal in the world. The car-key! With that, cars became safer, easier to start and more fun to drive. This template for the modern car was introduced to the rest of the world thanks to Herbert Austin, founder of the Austin Motor Company. The first car other than the Caddy Type 53 to have car-keys and all the gears and pedals in the configuration that we know today was the famous and miniscule Austin 7…


1922 Austin 7 “Chummy” Tourer

As you can see, the Austin 7, while ‘modern’ in the sense that it had all the controls in the right order, was hardly luxurious or any of that rot. It was basically an updated, more modern and British version of the Model T Ford. In fact the Austin 7 was so incredibly small, it was popularly nicknamed the “Baby Austin”. If you think you recognise the Austin 7 ‘Chummy’ Tourer, it’s because a 1/2-scale fully-functional model of the car (in bright yellow!) is used in the popular British TV series “Brum”.

Last but not least, we have “Classic” cars. For a car to be a ‘Classic’ car, it has to have been built between 1930-1960. Such ‘Classics’ might have included several cars manufactured by the famous “Deusenberg” company, the Chevrolet Bel Air, the Auburn Boattail Speedster and countless other wonderful machines.

As cars became more and more popular and companies started producing luxury as well as cheap models, the car began to take over the world, but the world wasn’t quite ready for it. Many roads were still unpaved and hideously dangerous to drive on. Ironically, when we think of early motor-cars, we think of them as delicate little sardine cans held together with chicken-wire which fell apart if you farted too loud, but actually, some of them were rather tough. The Model T Ford was able to start in almost any weather, it could drive through water, through snow, through mud, through dirt roads, up and down hills, it could literally drive off-road without breaking down and it did all this with a top speed of just forty five miles an hour and wooden-spoked wheels! It might’ve looked flimsy, but on the other hand, it might also have given the Jeep a run for its money.

And yet, the horse and cart still hung around. The last horse-drawn taxi-license was issued in London in the late 1920s. Police-forces did not start using regular patrol-cars until the 1920s and in some places, horse-drawn tram-services continued well into the 30s and 40s (although in all fairness, horse-tram services returned to some countries in the 40s because they needed the petrol to fight the Axis. You can’t use horse-poop for anything in warfare).

By the 1920s and 30s, the era of motoring had really taken off. The road-trip became a popular kind of holiday as families and their friends packed up their Packards, Studebakers, Austins, Fords and Maxwells (Hello, Jack Benny!) and took to the road. Petrol-stations, diners, roadside inns and caravans popped up almost overnight as cars started driving around the world. Cars gradually became safer as shatterproof glass began to replace the brittle glass that was previously used in windscreens and windows. In 1903, French chemist Edouard Benedictus dropped a glass flask which had the leftovers of cellulous nitrate plastic inside it. His happy accident led to his development of what we now know today as laminated or shatterproof glass. Not originally used in motor-cars, it would be another thirty years before this newer, stronger, safer type of glass replaced the dangerous and brittle glass then used in car-manufacturing.

The birth and development of the car was going along nicely until a small hiccup called the Second World War came along in 1939. Because of the strain of total war, car-production ceased the world-over, starting in 1940 in the UK and in 1942 in the USA, with no new cars being produced by either of those two countries (or indeed, several other countries) until 1945 at the very earliest.

Postwar cars were just as fascinating as their prewar parents and the boom years of the 1950s saw larger, chunkier cars being produced, such as one of the most iconic cars of the 1950s, the Chevrolet Bel Air:

The Chevy Bel Air symbolised cars of the 50s: Large, bold, excessive bodywork with more fins than a seafood restaurant and so much chrome that the car was basically a massive mirror on wheels. To its credit, though, the chrome-plating did have a practical use: It prevented the car from rusting from exposure to moisture.

From its humble beginnings as the crazy invention of a German engineering and metalworks student to one of the most important modes of transport in the modern world, the car changed everything around it, everyone in it, and everything that it drove past, forever.

 

Cranks, Keys and Carriageways: A Brief History of the Motor-Car

Today, the car, the automobile, the horseless carriage and that stupid rust-bucket that’s parked in your garage right now, is as much a part of life today as is the television, the internet, the iPod, Phone, Pad and (regrettably) rap ‘music’. But spare a thought for the fact that motoring as we know it today is only a little over a hundred years old. It would be fair to say that the average man on the street wouldn’t know a single thing about the history of the very thing he’s driving around at that very moment: The motor-car. This article will be a brief peek into the history of the greatest thing since the steam-engine…

Before the Car

It’s hard to imagine life before the car, isn’t it? A world of steam-trains, ocean-liners and horses and carriages. A world where horsepower was literally horse-powered. If you didn’t own a horse and carriage of some kind, you were stuck with either walking, or taking a train or streetcar somewhere. While self-powered land-vehicles that could move on the road existed in the 19th century, it wouldn’t be until the early 1900s that they would become seriously practical. And it wouldn’t be for a few more years, that your regular Tommy Ryan could afford to buy one of these new horseless-carriage gizmoes out of his own pocket and drive it around town.

The Birth of the Motor Car

This…is genesis:

This here is the Benz Patent Motorwagen and it is quite literally, the first car ever made. It was powered by a two-stroke, one-horsepower engine and it was introduced into the world in 1885. Queen Victoria was still on the throne. Jack the Ripper was still sharpening his butterknife and Sherlock Holmes was still a blob of ink inside an inkwell. But this contraption, born in an age of the horse and buggy, was about to show everyone that personal, motorised transport was possible.

Although the Benz Motorwagen was hardly ideal as a car: It had no safety-features, it had three wheels, it had a tiller steering-handle and a pathetically small fuel-tank, not to mention a hopeless range of operation, Benz was not about to give up. Over the next few years, he refined and modified his machine to such an extent that in August of 1888, what was possibly the world’s first stolen car report was filed at the local police station (okay that’s a joke, it wasn’t, but you’ll soon see why it might’ve been). For on a day in August in ’88, Mrs. Bertha Benz, Karl Benz’s wife, successfully started her husband’s car and, with her two sons along for the ride, drove them off to visit their grandmother, before driving back home three days later. The length of the trip was 120 miles! Mrs. Benz had successfully shown the world that the car could travel long distances!


The Benz Motorwagen No. 3, made in 1888. This was the car which Karl Benz’s wife started up and drove off in, on that August day, over 120 years ago

Over the years, more and more people started experimenting with these newfangled “internal combustion engines”, in attempts to create their own ‘horseless carriages’ as they were still widely called. The British Government didn’t take kindly to scientific and technological advancement in the world of transport, however, because it slapped a FOUR MILE AN HOUR speed-limit on early motor-cars! The first speed-limit ever imposed for self-powered vehicles was 10mph in 1861. In 1865, the Brits made the law even tighter, saying that self-propelled vehicles could travel at the breakneck speed of four miles an hour in the country but only two miles an hour in town! Finally in the 1890s, though, with the arrival of the motor-car, British lawmakers allowed a speed-limit of 14 and later, 20 miles an hour, starting in 1896.

Car companies sprang up almost overnight as the 20th century approached. Some notable early ones included Renault (1899), Ford (1903), Mercedes (1902) and Stanley (also 1902), which was famous for making steam-powered motor-cars. Slowly, the world took to the road.

Starting Something Totally New…

    “…For making the carriage walking at the first speed, take back the drag of the wheel backward crowbar of the right and take completely and progressively back, the crowbar of embriage…”
    – Jeremy Clarkson, “TopGear”.

Okay, I kid, I kid…that’s actually French translated into English. But as you can see, early motor-cars were far from easy to drive. These days, we get in, we insert the key, we turn it, we swear for a couple of minutes and then we get moving. Early cars were nowhere near as easy to operate. To start with (literally), you had to crank these cars to get them going.

Early cars did not have ignition keys, they didn’t have electric starter-buttons, starter-motors or anything like that. To get them going, you had to crank them by hand. And while this looks like a lot of fun, it wasn’t exactly easy. You’ve probably seen vintage cars in movies or cartoons being the subject of slapstick comedy where someone tries (hopelessly) to get a car started by cranking it, only to fail miserably. The truth is that some (but not all) early cars were that hard to start. And not only hard to start, but also dangerous! You needed considerable strength to start a car in the old days, because everything inside the car was mechanical and made of metal. If you didn’t have the muscles to turn the crank-handle (which could be particularly tricky in some cars), then the car never started. Usually, you slid the crank-handle into a hole in the front of the car, which sent the crank through the crankshaft inside the engine. Then, you grabbed the crank and with considerable force, turned it clockwise in an attempt to get the pistons moving to start the engine-cycle.

One of the big risks of crank-starting a car was personal injury. By cranking the starting-handle, you moved the crankshaft inside the motor and this got the pistons inside the engine moving. Once the sparking-plugs ignited the fuel and the engine started working by itself, the car could be driven. But when this happened, one of the biggest risks was of the crank-handle being thrown backwards, against the driver’s hand, by the force of the pistons coming to life. The most common injuries included broken wrists and broken arms. Nasty stuff! Several early motor-car companies tried to introduce braces or catches or modified engines where the starting-handle either jammed or was stopped in some way, if the engine backfired, or else disengaged the starting-handle when the engine caught on, so that it wouldn’t kick back and break the driver’s arm.


A 1909 Model T Ford with prerequisite antique car crank-handle at the front. Apparently this one disproved that a motorist could have his car any colour so long as it was black

Early motorists were instructed to grasp the crank-handle in a certain way, with all fingers on ONE side of the crank, instead of four fingers on one side, and the thumb on the other (as you might do with other crank-handled appliances). The reason for this, was so that if the engine kicked back, the handle would swing away from your hand and nothing went wrong. Grasping the handle the traditional way meant that at the very least, you suffered a broken thumb when the engine came to life. The increasing power and size of car-engines as the 1900s progressed, meant that it began to take more and more strength to crank start a car and eventually, electric starter-motors were introduced.

Of course, not everything was this easy. Headlamps on the earliest cars were gas-powered. These had to be lit either manually, or with pilot-lights or sparkers. And starting a steam-powered car, such as those manufactured by the Stanley company up until 1925, was almost like trying to get a steam locomotive going from a cold start. First you had to fill up the boiler with water, and then you had to make sure that there was enough kerosene in the tank, you had make sure that the pilot-light was on and that the water was being boiled sufficiently. With the water boiled, you had to wait for the steam-pressure to build up before you could actually drive the car away. Considering how tricky it was to get a steam car started, it’s rather surprising how long they survived. The reasons for building steam cars, however, was rather obvious when you consider that the steam-engine had been around for about a hundred years longer, starting in 1900, than the internal-combustion engine, the bit of machinery that drives almost every car in existence today.

Driving Along in my Automobile

Early motoring was a thrill. It really was. These days, we use a car for everything. Going to school, going to work, going to the shops, going to visit friends and family…but things were very different a hundred years ago when you were probably the only person on the block who owned his own motor-car! Having got the car started, you didn’t want to just waste all that petrol and water and oil driving somewhere for a PURPOSE, did you?

No! Once you got that thing going, you wanted to muck around with it, yeah? Which is exactly what many people did. Having a family car in the 1900s or the 1910s was considered a real luxury, and many of the times that the car drove off down the road would have been with the entire family onboard for a roadtrip or an excursion. Barrelling along at twenty or thirty miles an hour was a thrilling experience when you consider that the other way to move around was by horse and cart.

However, taking the family out for a spin in your new automobile wasn’t always safe. Most early roads were almost lethal to drive on. They were mostly dirt roads or cobblestone or flagstone roads, which gave no joys to the passengers in your shiny new ride when suspension hadn’t really been thought of yet. And even if you found a nice road to drive on, when you parked your car, you had to make sure that nobody tried to pinch it! Henry Ford used to have to chain his car to a lamppost everytime he parked it and secure it there with a padlock, otherwise, the moment he stepped away, some inquisitive bystander would try and crank up his new toy and drive off with it!

However, getting to treat the family to a ride in the automobile was something that was nothing but a dream, and for many men, remained a dream until 1908.

Model T Fords and Mass-Production

One of the biggest problems of early motor-cars was the fact that they were dizzyingly expensive. A car in the 1900s could cost upwards of $1,000. While this doesn’t sound too bad today, remember that in 1900, a good pocket watch cost $50, a fountain pen cost $2, a film-ticket was five cents and it was cheaper to send a telegram than to use the telephone! Groceries for a family of four for a week could be bought for less than $20!

Because of the dazzling cars and the equally dazzling price-tags, it’s not surprising that for many people, motor-cars were something to be seen driving by, but never to be seen driving in. Cars were handmade with expensive coachworks which were made up of leather and brass and chrome and other fancy-schmancy things that cost a fortune. Only the richest of the rich could afford cars. Millionaires, businessmen, royalty, heads of state and so-on. For everyone else, the only rubber that was going to hit the road for them was the soles of their shoes.

That was until Henry Ford put two and two together and made Ford. Or the Ford Model T, to be precise.

Henry Ford didn’t invent the car. He didn’t even invent mass-production. But what he did invent was a way to put the two things together. By working on a moving production-line, Ford realised that, with work coming to his men, instead of his men going to their work, a lot of time could be saved in manufacturing a car. One reason why cars were so damned expensive was because they took literally days, weeks, in some cases, even MONTHS to make. Not just a line of cars, I mean literally ONE car. If Henry Ford could cut down how long it took to make cars, then he could make more cars in a shorter amount of time. More cars meant that the prices went down and if the prices went down, then ordinary people could buy them.

The Model T was introduced in 1908, when Ford started mass-producing cars. The chassis, the wheels, the seats, the engine and everything else was built at one part of the factory and progressively joined together. At the end of the line, the body of the car was dumped on top. The final touches were added, the car was gassed up, cranked up and then driven off into the world. It was amazingly simple.

One reason that Ford managed to make his car plants so efficient was that he kept breaking down jobs. If making an entire door was too hard for one workman to do by himself, then Ford broke the door down into component parts. One man made the hinges, one man painted the panels, one man screwed on the doorhandles and one man put in the window. It meant that the Ford car plants had to employ hundreds, thousands of people, but it also meant that they could work for longer hours. Ford workers worked eight-hour shifts and earnt $5 a day. $5 a day when Cocoa Cola cost 5c, was a lot of money. And by having eight-hour shifts, the factories could operate literally around the clock.


This Ford Model T four-door tourer was typical of the millions of Model Ts produced by Ford: Simple, tough, reliable and understated

When Ford Model Ts were being sold, they originally started out at $850-950 (in 1908 dollars). If this sounds steep, then you can try and find something else for $900. Not easy when the next least expensive car skyrocketed upwards to $3,000!! As Fords continued to be made, however, the price did (thankfully) drop, to about $280 in the 1920s, which which time literally half the cars in the world were Model T Fords.

The Model T wasn’t a great car. It wasn’t fast (45mph top speed), it wasn’t classy (“a customer can have a car painted any color he wants, as long as it’s black”, Henry Ford), it wasn’t easy to operate (“…it’s more complicated than doing eye-surgery!…”, thank you Jeremy Clarkson) and it certainly wasn’t big (one of its nicknames was the ‘Tin Lizzie’! and you can be sure that doesn’t sound very chunky!), but what it was, was a car that allowed everyone from Dr. Jones right down to Mr. Bentley at the corner shop, to drive around town.

Changing the World, One Car at a Time

Everyone generally assumes that a car built before a certain time is either “classic”, “vintage”, “veteran”, “crap” or some other delightful categorical name. But what is what?

“Veteran” cars signify any cars made between the 1880s up to 1919. These include the very first cars ever made by most companies, and the earliest Model T Fords.

“Brass-Era” cars are cars manufactured in the period between Veteran and Vintage, generally accepted as been between 1905-1914/15. So named because of the heavy use of brass on these cars (headlamps, grilles, dashboards, side-mirrors, etc).

“Vintage” cars were cars manufactured from after the end of WWI to the Wall Street Crash, so, from 1919-1929. It was during this period that cars stopped looking like ghost-carriages without horses at the front, and started representing what we would sort of recognise as a car today, with a passenger area, the engine out the front with a bonnet or hood, four wheels and a roof and windows! It was during this time that cars also started being widely manufactured with self-starters; everything from electric starter-buttons to…*gasp*…car-keys!! Yes! No more broken wrists!


A 1929 Model A Ford, a typical vintage car of the 1920s and 30s, with curved mudguards and a less angular body, but boxy in appearance nonetheless


1916 Cadillac Type 53. Yes, that’s James May and Jeremy Clarkson from TopGear in the front, with Clarkson at the wheel. I think I’ll walk

According to the automotive TV show “TopGear”, it was the Cadillac Type 53 that gave us one of the greatest pieces of metal in the world. The car-key! With that, cars became safer, easier to start and more fun to drive. This template for the modern car was introduced to the rest of the world thanks to Herbert Austin, founder of the Austin Motor Company. The first car other than the Caddy Type 53 to have car-keys and all the gears and pedals in the configuration that we know today was the famous and miniscule Austin 7…


1922 Austin 7 “Chummy” Tourer

As you can see, the Austin 7, while ‘modern’ in the sense that it had all the controls in the right order, was hardly luxurious or any of that rot. It was basically an updated, more modern and British version of the Model T Ford. In fact the Austin 7 was so incredibly small, it was popularly nicknamed the “Baby Austin”. If you think you recognise the Austin 7 ‘Chummy’ Tourer, it’s because a 1/2-scale fully-functional model of the car (in bright yellow!) is used in the popular British TV series “Brum”.

Last but not least, we have “Classic” cars. For a car to be a ‘Classic’ car, it has to have been built between 1930-1960. Such ‘Classics’ might have included several cars manufactured by the famous “Deusenberg” company, the Chevrolet Bel Air, the Auburn Boattail Speedster and countless other wonderful machines.

As cars became more and more popular and companies started producing luxury as well as cheap models, the car began to take over the world, but the world wasn’t quite ready for it. Many roads were still unpaved and hideously dangerous to drive on. Ironically, when we think of early motor-cars, we think of them as delicate little sardine cans held together with chicken-wire which fell apart if you farted too loud, but actually, some of them were rather tough. The Model T Ford was able to start in almost any weather, it could drive through water, through snow, through mud, through dirt roads, up and down hills, it could literally drive off-road without breaking down and it did all this with a top speed of just forty five miles an hour and wooden-spoked wheels! It might’ve looked flimsy, but on the other hand, it might also have given the Jeep a run for its money.

And yet, the horse and cart still hung around. The last horse-drawn taxi-license was issued in London in the late 1920s. Police-forces did not start using regular patrol-cars until the 1920s and in some places, horse-drawn tram-services continued well into the 30s and 40s (although in all fairness, horse-tram services returned to some countries in the 40s because they needed the petrol to fight the Axis. You can’t use horse-poop for anything in warfare).

By the 1920s and 30s, the era of motoring had really taken off. The road-trip became a popular kind of holiday as families and their friends packed up their Packards, Studebakers, Austins, Fords and Maxwells (Hello, Jack Benny!) and took to the road. Petrol-stations, diners, roadside inns and caravans popped up almost overnight as cars started driving around the world. Cars gradually became safer as shatterproof glass began to replace the brittle glass that was previously used in windscreens and windows. In 1903, French chemist Edouard Benedictus dropped a glass flask which had the leftovers of cellulous nitrate plastic inside it. His happy accident led to his development of what we now know today as laminated or shatterproof glass. Not originally used in motor-cars, it would be another thirty years before this newer, stronger, safer type of glass replaced the dangerous and brittle glass then used in car-manufacturing.

The birth and development of the car was going along nicely until a small hiccup called the Second World War came along in 1939. Because of the strain of total war, car-production ceased the world-over, starting in 1940 in the UK and in 1942 in the USA, with no new cars being produced by either of those two countries (or indeed, several other countries) until 1945 at the very earliest.

Postwar cars were just as fascinating as their prewar parents and the boom years of the 1950s saw larger, chunkier cars being produced, such as one of the most iconic cars of the 1950s, the Chevrolet Bel Air:

The Chevy Bel Air symbolised cars of the 50s: Large, bold, excessive bodywork with more fins than a seafood restaurant and so much chrome that the car was basically a massive mirror on wheels. To its credit, though, the chrome-plating did have a practical use: It prevented the car from rusting from exposure to moisture.

From its humble beginnings as the crazy invention of a German engineering and metalworks student to one of the most important modes of transport in the modern world, the car changed everything around it, everyone in it, and everything that it drove past, forever.