Motondoso, Part 3: The How
“Motondoso” has very clear, and essentially simple, causes and effects. Anything moving in water, even eels, will create some kind of wake. The wake is the visible, surface part of the turbulence made by whatever is moving — in the present case, the motor’s propellers. The waves spread out in two directions until they dissipate.
In the case of motorboats in Venice, this fact is exacerbated by:
The number of boats: There are thousands of registered boats in the city of Venice. There are also many which are unregistered. This number spikes every year in the summer when trippers from the hinterland come into the lagoon to spend their weekends roaming around, often at high speed but always with many horsepower, in motorboats of every shape and tonnage. Teenage boys, particularly from the islands (by which we mean Sant’ Erasmo, Burano, Murano, are especially addicted to roaming at high speed at all hours with their girlfriends and boomboxes.
On a Sunday in July a few years ago, a squad of volunteers from the Venice Project Center spread out at observation posts across the lagoon, from Chioggia to Burano. Their mission was to count the number and type of boats that passed their station. Whether it was a million boats passing once or one boat a million times, it didn’t matter. They came home with quite a list: every kind of small-to-smallish boat with motors ranging from 15 to 150 hp, hulking great Zodiacs, large cabin cruisers, ferries, vaporettos, tourist mega-launches, hydrofoils from Croatia, taxis, and more. After 11 hours, from 8:30 AM to 7:30 PM, they analyzed their data. Result: A motorboat had passed somewhere, on the average, every one and a half seconds.
And if weekday traffic is heavy, weekend traffic is three times greater.
The types of boats: In the last 20 years, motor-powered traffic has doubled; at last count 30,000 trips are made in the city every day; 97 percent of these trips are in boats with motors. (There are currently 12 projects in the works for marinas which will add 8,000 more berths.) Of these 30,000 trips, a little over half are made by some sort of working boat.
More than 10,000 daily trips are by taxis or mega-launches, and more than 8,000 are by barges carrying some kind of goods (bricks, plumbing supplies, cream puffs, etc.). Studies have shown that if there is one category that over time causes the most damage, it’s not the taxi (I would have bet money on that). It’s barges. And they are everywhere. It’s all barges, all the time.
- I know they’re heavy, but all this boat to carry a few watermelons?
Traffic patterns: The problem isn’t merely the number and type of boats, but where they are. Obviously, the more boats you have, the more waves they will create, and where space is limited (most canals in Venice) these waves quickly accumulate into a roiling mass that dissipates with extreme difficulty. They are forced to go back and forth, hitting anything they come into contact with, until they finally wear themselves out and die.
There are canals where the waves don’t expire for hours: the Grand Canal (unfortunately), the Rio Novo, the Rio di Noale, the Canale di Tessera toward the airport, the Canale delle Fondamente Nuove, and above all, the Canale della Giudecca.
This broad, deep channel has become Venice’s Cape Horn. It is a stretch of water 1.5 miles long [2 km] and 1,581 feet [482 m] wide, and is the shortest and fastest way to get from the Maritime Zone (cruise ship passengers, tourist groups from buses at Tronchetto, barges delivering goods of every sort) to the Bacino of San Marco. One study revealed that the biggest waves in the Lagoon are here; an even more recent survey, conducted with a new telecamera system installed by the Capitaneria di Porto, provided some specific numbers: 1,000 boats an hour transit here, or 10,000 in an ordinary workday. In the summer, there are undoubtedly more, seeing that an “ordinary workday” includes masses of tourists.
One reason there are so many boats is due to the large number of barges, rendered necessary by an exotic system for distributing goods. If you are a restaurant and need paper products, they come on a barge. If you need tomato paste, it comes on another barge. If you need wine, it comes on another barge. In one especially busy internal canal, the amount of cargo and number of barges was analyzed, and it turns out that the stuff on 96 barges could have fit onto three. But never forget the fundamental philosophy: “Io devo lavorare” (I have to work).
The types of boats: Their weight and length. The shape of their hulls. Their motors (horsepower and propeller shape). All these factors influence the waves that they create.
A number of intelligent and effective changes have been proposed over time, most of which that would not be particularly complicated, but which would cost money. So far no one has shown that they consider these changes to be a worthwhile investment.
Example: The original motor taxis (c. 1930), apart from being smaller than those of today, positioned their motors in the center of the boat. When the hulls (and motors) became larger, everyone moved the motor to the stern, which immediately creates bigger waves. But subsequent improvement in motors and their fuels means that today it would be feasible to maintain the current size of the taxi while moving the motor to the center once again, thereby immediately minimizing its waves. Feasible, but no one is interested.
Speed: This is utterly fundamental. Speed limits were introduced in 2002 to confront the already serious problem of the waves; the average legal range, depending on what canal you’re in, is between 5-7 km/h. But tourist mega-launches, barges, taxis — almost every motorized boat in Venice has the same need: To get where they’re going as quickly as possible.
This need has been imposed by the demands of mass tourism, which involves moving the maximum amount of cargo (people, laundry, bottled water, etc.) often many times during the day. Everyone makes up a timetable which suits them and then makes it work.
Studies by the Venice Project Center have revealed several speedy facts in crisp detail.
- The height of the waves increases exponentially as speed increases. A small barge traveling at 5 km/h would produce a wake about 2 cm high. The same boat going at 10 km/h produces a wake of nearly 15 cm. (Multiply the speed by 2, multiply the wake by 7.)
- Virtually all boats exceed the speed limit. The average speed on all boats in all canals was 12 km/h, which is more than 7 km/h over the maximum speed limit.
- Therefore, reducing the speed of the boats would drastically decrease the size of their wakes.
Speed limits would have a positive effect (if they were obeyed) but only if certain laws of hydrodynamics were taken into account, such as the one governing the wake produced relative to the weight of the boat. Here the speed limits have been adjusted to permit the vaporettos (waterbuses), among the heaviest daily craft, to go — not slower, which would be correct — but as fast as the timetable requires.
You can change the laws on speed limits all you want — you’ll never change the laws of physics.
Oh yes: there will be waves.
Next: Part Four: The lagoon experience
Motondoso, Part 2: The Why
Read Part 1: The What; Part 3: The How; Suck It Up; Part 4: The lagoon’s-eye view
If civilization has reached the stage where most people generally agree that it’s wrong to strike a woman, a child, even a dog, it’s not easy to explain, much less excuse, why an entire city should have to submit to this kind of abuse, a city which depends as much (or more) on its people than the people depend on it.
But then again, it is easy to explain. Sloth, egotism, and a resistance to contradiction tougher than corrugated iron induce almost all the people with motorboats of whatever size or purpose either to deny that they are creating waves, or say that other perpetrators are far more guilty, or accept it with Zen-like resignation.
All of these put together foster a situation in which a recent newspaper article could make a serious reference to the “numerous reports (to the police, of excessive traffic/waves) by Venetians who when they go out in their motorboats have to work miracles to avoid ending up in the water because the waves are so strong.”
People in motorboats complaining about waves. Let me stop and think about that for a minute.
Waves don’t really care who causes them or why, but each one acts as a hammer hitting anything it reaches. A study more than 10 years ago revealed, via sensors in the Grand Canal, that a wave hit a wall every 1 1/2 seconds. One pauses to imagine what the public response might be in a city — say, Rome — in which a heavily loaded truck ran into a building, especially a monument, every 1 1/2 seconds. Zen-like resignation doesn’t come to my mind.
For some reason, waves just don’t sound that bad. But they are. And even though they’re right out there in plain view, solutions — and many have been proposed, and re-proposed — have the doomed allure of the classic New Year’s diet: feasible, yet somehow impossible.
One reason is a lethargy at City Hall of spectacular dimensions caused, among several factors, by the lack of ability or desire on the part of the city’s administrators to resist the inevitable shrieking and ranting from any sector which feels threatened by any suggestion of limits. Example: The recent succumbing to pressure by the taxi drivers, and the awarding of 25 new taxi licenses. These will not be taxis which do not create waves, but they will be taxis traveling the same routes which already are suffering the most devastation.
These licenses were granted by the same officials who in other situations solemnly invoke the “battle against motondoso.” Hard to get anywhere with a battle when most of your officers are collaborating with the other side.
Of course there are laws — plenty of them. But they are only sluggishly enforced, especially those concerning speed limits. There are sporadic police “blitzes” which snag a certain number of offenders (it’s like shooting fish in a barrel), but these blitzes change nothing, not even for the people who have been handed fines. Taking your chances is part of the Mediterranean worldview, and laws are meant to be ignored. Fines are part of the annual budget for many waterborne enterprises. Confiscate your taxi? We’ve got more. One taxi owner invited some city politicians to the launching of his new one.
Down here at the waterline, I can tell you that one of the biggest obstacles to reducing waves is contained in three words: “Io devo lavorare” (Literally, “I have to work.” Figuratively, “Get off my back, do you want my wife and children to be thrown out onto the street to beg?”)
This phrase is lavishly used, on the assumption that it’s a free pass to whatever the person speaking it feels like doing. And when gondoliers stage one of their periodic protests, which are always dramatic because gondolas are inherently harmless, the little red “Danger: Irony” light starts to flash. Gondoliers spend all day carrying people around through waves that range from “unpleasant” to “dangerous” to “life-threatening” (not an exaggeration; occasional passengers have risked drowning, and some have succeeded). But several gondolier cooperatives do a very lucrative business owning and operating a fleet of mega-tourist launches.
My favorite little moment was when two gondoliers went to a meeting of Pax in Aqua, the citizens’ group committed to combating motondoso. They went in a motorboat.
It’s not that they should have swum there. I’m just saying.
I’ll tell you when I gave up. It wasn’t the Sunday afternoon we barely made it back alive rowing our little Venetian topetta from Bacan’, one of the most popular lagoon summer spots to hang out in boats, which means motorboats. The waves were heavy, frantic, aggressive; they came from every direction as boat wakes smashed into each other. So: No more Bacan’ for us. We can just stay home and take up paper-making. Problem solved.
No, I could hear the air seep out of my capacity to hope on another Sunday afternoon in 2002, I think it was, when we were walking along the rio di San Trovaso — a very narrow canal which is always busy because it’s one of the shortest cuts between the Giudecca Canal and the Grand Canal.
For weeks, maybe months, long warning strips of red and white tape had been strung along parts of the fondamenta bordering the canal because it had become so unsafe to walk on. The waves from the constant traffic had done their inevitable work weakening the sidewalks’ foundations, in which you could easily see cracks, cracks that were widening thanks to the waves rushing in and out, pulling the soil from beneath the paving stones. The whole walkway was ready to cave in.
In that period, the then-mayor Paolo Costa had tried a novel approach to the problem: He had appointed himself Special Commissioner against Motondoso, which gave him extraordinary powers to deal with the deteriorating situation and also — well, why not? — get an extra paycheck.
His idea was that the bureaucracy had proved incapable of dealing with the waterborne anarchy which is obviously destroying the city, and the police hadn’t been noticeably effective in enforcing the laws (which you could understand, seeing that there are so few police and so rarely are any dedicated to monitoring speed limits). Therefore a sort of instant dictator would have to step in to impose order.
The resulting special decree (Ordinanza n.09/2002, prot. 38/2002, February 21, 2002) outlines speed limits, and boat specifications, and canals name by name, to a degree which makes it clear that if every regulation were to be obeyed wars would cease, hunger would disappear, and illness and poverty would become but an ancestral bad dream. I’m sorry it’s only in Italian, it makes genuinely inspiring reading.
Suddenly we saw a motorboat come screaming down the canal, faster than any boat I’d ever seen here, hurling walls of white water against the trembling embankments. We stopped, stunned. Everybody walking along had stopped. Then the boat stopped. We heard voices. A few people on the sidewalk were talking to the people in the boat. And then it became clear.
They were filming “The Italian Job,” and this was just one of many sequences the city was to witness over the next few days or weeks (I can’t remember). Boats were racing up and down canals in a way that not even taxi-drivers could have dreamed of. Of course, if a taxi driver were to go this fast, he’d have to go to jail, or hell. For a movie, though — that’s something else entirely.
And who gave the permission for this film and these high-speed chases, and these walls of white water? The mayor. Excuse me, I meant the Special Commissioner against Motondoso.
I wish I could say I made that up, but I didn’t.
Motondoso: Waves Gone Wild, Part 1: The What
Slapping. Punching. Thudding. This is the sound of what things have come to. For 1,795 years, Venice celebrated Ascension Day with a ceremony in which the doge threw a golden ring into the sea and intoned the words: “Desponsamus te, O Mare, in signum veri perpetique dominii.” (“I wed thee, O Sea, in sign of true and perpetual dominion.”) In this case he was referring to the Adriatic, and possibly even the Mediterranean, and the Venetians did an excellent job of this for a long time. But the Venetian lagoon is a body of water which resists domination. It is not a happy marriage.
Over the past 50 years, the complex rapport between land and liquid, hitherto marred by only occasional bickering — an engineering misunderstanding, say, or some meteorological outburst — has now reached the stage of open battle.
But contrary to the general impression the world has of Venice’s rapport with its waters, the most serious problem does not involve acqua alta, or high tide. It is motondoso (sometimes moto ondoso), or the waves caused by motorboats, which is literally killing the lagoon’s erstwhile spouse. And unlike other forms of pollution or pressure, waves are a little hard to keep secret. The sight and sound of crashing water has become nearly constant.
Venetians routinely refer to motondoso as “the cancer of Venice.”
If you’re not impressed by the roiling high seas surrounding the city (try stepping between the leaping and plunging dock and vaporetto after the motonave — or better yet, the Alilaguna, the yellow airport “bus” — has just passed), give a glance at any canal at low tide.
You’ll see walls with chunks of stone and brick gone, stone steps fallen askew, cracks and fissures snaking up building walls from the foundation to the second floor, and even higher. It doesn’t take many canals before you begin to wonder how the city manages to stay on its feet. There are palaces on virtually every canal which have holes in their foundations bigger than hula hoops — dank caverns stretching back into the darkness. I have seen them with these very eyes. And if I’ve seen them, so has everybody else. But it just keeps getting worse.
Several years ago the fondamenta on the Giudecca facing the eponymous canal was finally completely repaired. Years of pounding waves were causing it to literally fall into the canal. But the waves continue as before — on the contrary, they’re increasing. The force, the height, the frequency, pick what you will. It’s all bad. (One study has stated that the highest waves in the entire lagoon are in the Giudecca Canal.)
Therefore the fondamenta is beginning to weaken again in the same way, which you can check by looking at the point at which a building is attached to the fondamenta. Cracks are opening up. Again.
So fixing — or saying you’ve fixed — a problem doesn’t count for much if you haven’t, you know, actually fixed it.
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Next: Part 2: The Why
Part 3: The How
Turkish not-so-delight
There are many things, I admit it, that deeply fascinate me about Turkey and one of them is its complicated linkage over the centuries with Venice. Polar opposites, one might think, until one begins to look closer.
As I was expatiating on this theme recently, I neglected to mention a few of the manifestations of this linkage lurking here. And one of them does not show Venice in her best light.
First: Two steps from Campo San Barnaba is a short, narrow street (with bridge) named the Calle (and Ponte) de le Turchette. If you were to guess, based on your elementary Italian, that this means “Street of the Little Turkish Girls,” you would be right.
Tradition maintains that in the era before the Casa dei Catechumeni was established to accommodate instruction in the Roman Catholic faith, there was a house here where Turkish women (“Turchette”), taken prisoner in assorted battles, were kept. Their time was spent mainly in being converted to Christianity. Or not. No word on the rate of conversion, or whether conversion was considered optional, or what the consequences were for not converting, at least not by the point where I stopped seeking information.
According to the estimable Giuseppe Tassini, writing in Curiosita’ Veneziane, a document in the Scuola di San Rocco states that the confraternity possesses a house in the parish of San Barnaba, “in Calle Longa, where the Turchette are housed.” That’s all I can tell you about this, though every time I pass this way I admit that images of exotic females, enclosed in another sort of harem, wander through my mind.
Second: An even more intriguing Middle-Eastern, let’s say, element is a mute patera (PAH-teh-ra) affixed to the side of a house behind the former hospital of the Incurabili. (These “incurables” were mostly syphilitics, if you’re wondering.)
Patere were typically circular plaques carved in low relief on Istrian stone, often showing animals, which were placed on buildings generally from the 10th to the 12th century, though a few date till the 15th. These images were intended to ward off evil.
The one that fascinates me, though, has a very different vibe. It shows a cross, whose base is in the suggested form of a sword, standing upon a crescent.
The conclusions one might draw from this are fairly obvious, but that’s what annoys me — because so often the obvious turns out to be excitingly wrong. There is also the curious factor of the points of this crescent not being identical. So far, however, I haven’t been able to learn anything about it. But there it is.
A small digression on Turkishness: Ever since maize began to come to Italy from the Americas in the 1500’s, it has borne the name granoturco, or Turkish grain. There are various hypotheses for this, none of them definitive, but one of the more credible ones refers to the custom of lumping all sorts of foreign things together under the generic label “Turkish.” A relic of this habit applies here today regarding the Slavic women who come from Eastern Europe to work as caretakers of the elderly; even though they may come from Ukraine, Romania, or Moldova, I’ve heard at least a few Venetians refer to them as “Turche.”
Now we come to a longish street whose official name is “Barbarie de le Tole,” but which I think of as the “Street of the Kebab Joints.” And here the theme of Turkishness becomes less attractive.
There are some 20,000 students in Venice, a total of the enrollments in the two universities (Ca’ Foscari, the University of Venice, and the I.U.A.V., or University of Architecture). There is also a noticeable number of immigrants in the city, some from the Middle East or North Africa. And there is also a growing group of tourists who are getting by on a squeaking budget. These are all people who typically seek nourishing and/or good food at a very small price. So from pizza-by-the-slice (Italian, even if not very civilized), the choice has broadened out to include doner kebab, or what in the U.S. is often called by its Greek name, gyros. Foreign. Suddenly this changes things.
Doner kebab was invented in Erzurum, eastern Turkey, and since the Seventies it has become a common and familiar fast food in most European countries. The making and selling of it are virtually always in the hands of Turkish individuals.
But all of a sudden Venice isn’t happy with these little places. I can’t say whether the kebabs’ precursors were available in the declining years of the Venetian Republic, but considering the spectacular variety of ethnicities and creeds which were to be found milling around the streets and markets and waterfronts of Venice back in the Old Days, it wouldn’t surprise me.
In the past decade or so, the subject of immigration (to Europe, not only to Venice) has become an increasingly tormented one politically, economically, and socially. Considering the multi-cultural foundation of this town, any anti-foreign sentiment is in some ways difficult to justify — not that one can’t understand it. This is a theme which I will dissect at another time.
But on December 4, the Gazzettino announced that the mayor has signed an ordinance forbidding the granting of any new licenses for kebab joints until 2012. The reasons given for this are many; they bob like ornaments hanging on a tree which has been hollowed by termites. The reasons as stated are:
- The proliferation of these establishments and the consumption of their product on-site contribute to the “impoverishment” of the typical local places, as well as of the architectural and environmental quality of the city “due to the particular nature of their furnishing and equipment,” and
- The “incompatibility” of the opening of new pizza/kebab joints with the “conservation of the artistic patrimony” and the “typicality” (if there is such a word) of the historic center, and
- Opening such places in certain points in the city conduces to the “maximum vulnerability of the cultural and touristic profile” of the city (whatever that might mean), and
- That anyway there are already enough such places to satisfy the demand, so no need for more.
And who proposed this extraordinary measure? Not any of the assorted Superintendents of the Artistic/Historic/Cultural/Archaeological Heritage; nor the director of the Academy of Fine Arts, nor the Guggenheim Collection, nor anyone from the battalions of professors of art, history, or even tourism, if you will, though any of those protagonists might be able to make a reasonable case. Not a voice from the syndics of the Venice Atheneaum. Nobody from any sphere or stratum of the cultural or artistic universe here. Not even a wail from Augusto Salvadori, the City Councilor for Tourism and Protection of Traditions and Decorum.
Despite its being couched in cultural and historic and artistic terms, the proposal was in fact made by Giuseppe Bortolussi, the plain old City Councilor for Productive Activity and Commerce. Therefore one can interpret these cultural concerns in economic terms, in favor of the small businessmen who are the competitors of the kebabists.
And the decree will cover 13 of the 24 most important touristic points of the city, including the Rialto, the area of San Marco (where there is already a flourishing McDonald’s), the train station, and the Accademia. They might just as well have said “everywhere,” considering that they have stated that there are already enough such places to satisfy the demand.
I thought capitalism posited that the consumers, not the city councilors, were the ones who get to decide which businesses live and which die. And if it’s possible to determine at what point there are “enough” kebab joints, it ought to be possible to determine at what point there are “enough” shops selling glass and Carnival masks, which a stroll around the city reveals as being somewhere around 249,327. Enabling infinite choice in souvenirs (good!) doesn’t seem to translate into infinite choice in foodstuffs (not good!).
This ordinance looks strangely like an effort to protect the restaurateurs, not the city, from impoverishment. To herd the wandering tourist seeking sustenance back into the trattorias and restaurants where the prices can sometimes go so high, at least compared to the value received, that they practically glow in the dark.
But I’d like to close this little cultural pilgrimage with the observation that hypocrisy evidently provides more fertile terrain than volcano slopes after an eruption if you want to grow a bumper crop of contradictions. All those affirmations of protecting the artistic and historic nature of the city? One hardly knows where to start to list the examples of how that concept has been violated.
I’ll provide just a few random snaps, chosen mainly by their convenience. Anyone who can explain why these alterations are permissible (I’ll spare you the details of the laws designed to “protect” the artistic and architectural nature of the city) is eagerly invited to enlighten me.
