While Americans are watching Punxsutawney Phil, February 2 here in Venice is still known as the feast of the Madonna Candelora (can-del-ORA). Or Candlemas, according to its very old English name, or the Feast of the Purification of the Blessed Virgin Mary in the medium-old locution, or the Feast of the Presentation of Jesus in the Temple today.
"The Presentation of Jesus in the Temple," by Ambrogio Lorenzetti (1342).
You’ll be startled to hear that it does not involve special food, songs, costumes, or any other acts or even thoughts, although down here at the waterline there may be some fragments of litany or dogma I haven’t come across. This general silence may be because Carnival has overwhelmed it, a festival famous for its lack of litany and dogma.
However, this baby step toward spring is still recognized in an old saying you hear around, which goes like this:
Ala Madona Candelora/de l’inverno semo fora/Se xe piove o xe vento/de l’inverno semo dentro.
“At the Madonna Candelora/ we’re out of winter/ But if it’s rainy or windy / we’re still inside it.”
No mention of how long the extended winter might be (one of Phil’s more helpful services, the six-more-weeks footnote). The canny Venetians may not have wanted to commit themselves. Or the Blessed Virgin.
I have discovered by other means, though, that the feast was mentioned in a document dated 380, and celebrated on February 14. Later modifications by popes and emperors brought it to February 2; Pope/Saint Gelasius (492-496) finally suppressed the ancient Roman festival of Lupercalia (also involving purification), and connected it to respect the calculation governing the Jewish ritual of a woman’s purification 40 days after giving birth (hence in the Christian calendar in the West it falls 40 days after Christmas).
This extraordinary relief by the Ponte Tetta is so thoroughly imprisoned for protection that it's impossible to photograph all of its beauty. It is clearly a depiction of the presentation of Jesus; the two birds prescribed as an offering (Luke 2: 22-24) are hidden by the bars.
Some (not all) scholars also assert that the feast was instituted to replace, smother, or otherwise push off the road the rites honoring the ancient Italic goddess Cerere (borrowed from the Greeks’ Demeter), goddess of growing things, particularly grain.
Speaking of Cerere, a few years ago I was researching an article on the myriad peoples, lumped together under the rubric “Italic,” which were doing just fine in Italy prior to the Roman domination (“Italy Before the Romans,” National Geographic, January, 2005). One of these peoples, the Samnites, occupied the territories in and around Campobasso, in Molise.
This is one of only a few depictions of Mary I've ever seen that show how young she was when she became a mother.
I came upon a fountain surmounted by a statue of Cerere in the square of Baranello, a small town of 2,745 souls six miles from Campobasso. It was clearly not ancient; in fact, it was created in 1896. Perhaps the harvest was a disaster that year — I’m just guessing. Then again, maybe they’d had a bumper crop and didn’t want to appear to take it for granted. I suspect that farmers tend to be belt-and-suspenders people.
The inscriptions on the statue’s pedestal (translated by me) state:
(Front) I dedicate this fountain in honor of the farmers of Baranello who with work and sobriety contributed to its well-being
(left) Almo Sun, who with your shining chariot makes the day rise and disappear and returns to be born, different but the same, may you contemplate something larger than this town. May the earth, fertile with fruit and flocks, give to Cerere a crown of wheat-ears and may the salubrious waters and the nimbus of Jove nourish the people
(Right) O Gods, grant honest customs to docile youth, to old age placidity, and to the Samnite people give wealth, progeny, and every glory
Lest you think that this effusion represents the apex of Victorian nostalgia — the anonymous donor clearly beat Mussolini to the public declaration of worship of their Latin forebears — let me note that a statue of Cerere also stands atop the Chicago Board of Trade, as well as appearing on the Great Seal of the State of New Jersey, holding a cornucopia. These notions die hard. Or not at all.
Back to our — with all due respect — meteorological Madonna. The forecast for February 2 is for brilliant sun all day. I’m ready.
Enough with the winter already -- it was snowing on January 26. Even the statues are waiting for spring, including the faithful Nino Bixio, who's got Garibaldi's back.
Quick review so far: Who or what does motondoso hurt? You’re going to say “Buildings and sidewalks.” It’s obvious.
Buildings are what people care about — logical, since no buildings, no Venice. Some Venetians have told me that they don’t believe anything will be done to resolve motondoso till an entire building collapses, a notion that once seemed idiotic until I came to realize that it could happen. A building collapsing, I mean, not that it would lead to any meaningful action, though one can always dream.
So perhaps some structure really will have to be sacrificed, like an unblemished white heifer, for the benefit of the tribe. The idea has a romantic, mythic quality to it that’s almost appealing.
You could also say “People,” about which I haven’t said much, if anything, and you’d be right again. The most obvious hazard that waves present is the risk of capsizing; every so often you read about some tourists in gondolas who have gone into the drink. There was even a traghetto (gondola ferry that crosses the Grand Canal) that got blindsided by an anomalous wave and the whole cargo of passengers went overboard. I seem to recall that a small child got caught beneath the overturned boat, but one of the gondoliers pulled him out in time. Some years ago an American woman drowned. Fun.
Erosion caused by the waves continually sucking soil out from under and between stones means the stones collapse, but sometimes a person collapses with them. It happened to a woman walking along near the Giardini one day — she put her foot on a stone, it gave way, and faster than you can say “Doge Obelerio Antenoreo” she fell into a hole higher than she was. Nobody in the neighborhood was surprised; they’d been sending complaints to the city for months to no avail.
Then there was the child playing on a stretch of greensward at Sacca Fisola facing the Giudecca Canal when a hole suddenly opened up beneath him. If a man with quick reflexes hadn’t grabbed him, the child would long since have gone out to sea. Events such as these — and may they be few — no longer inspire surprise.
This satellite view of the Venetian lagoon gives a general hint of the variations in depth. These variations are part of what make it a lagoon and not, say, Baffin Bay.
But what if you weren’t a human? This question may not often cross your mind, but Venice looks radically different to its other fauna, and not a few flora, as well. And waves are not their friend.
What really makes Venice so special is its lagoon, which covers 212 square miles. Without the lagoon and its concomitant canals, Venice would merely be a batch of really old buildings — beautiful or not, depending on your taste — which could just as well be sitting on the outskirts of Enid, Oklahoma.
I will be expatiating on the lagoon on another occasion. (A Venetian word, by the way: laguna). The witness (that would be me) is instructed (by me) to stick to the topic at hand, which is waves.
A more detailed view of the lagoon immediately surrounding Venice gives a better idea of how the area is shaped. These shallows, though, are not barene. (Photo: oceana.org)
The Venetian lagoon is a silent but intimate partner in Venice’s fate. Not only are the waves undermining the foundations of the city, they are scouring away the foundations of the lagoon. And while damage to buildings is certainly important, there is arguably even more damage being done to its waters. And they’re going to be a lot harder to fix than a palace.
So if you haven’t got time to watch what waves can do to buildings, you should take a look at what they do to the lagoon — specifically to the barene (bah-RAY-neh), the marshy, squidgy islets strewn about out there. Venice was built on 118 of them.
These are barene. Looks like lots, but 60 years ago there were half again as many. That was a real lagoon.
Barene are the building blocks of the lagoon. They form 20 percent of its total area, and are crucial to everything in it: microorganisms, plants, animals, birds, fish and, till not so long ago, also people.
Let’s say you have less than no interest in ecosystems and their inhabitants, at least the inhabitants smaller than humans. Barene, along with their myriad meandering capillary channels, are perfect for slowing down the speed and force of the incoming tide. They act as a built-in assortment of natural barriers which, if they could remain where they were, would already be limiting the force and the quantity of acqua alta in good old Venice.
But over the past 60 years, half of the lagoon’s barene have been lopped away by waves. The World Wildlife Fund estimated, several years ago, that at the current rate of erosion (erosion caused by motondoso), in 50 years there would be no more barene left.
A cross-section of a barena near Burano. If you were an endangered bird, or even just a really tired one, this patch of mud would be more beautiful to you than twenty Titians.
Why do we care? Even if all we’re really interested in is buildings, we care because as the barene diminish, the tide can reach the city faster and ever more aggressively. The natural brakes, so to speak, are being taken out.
And we also care because, as I have probably said before, whatever a wave can do to a batch of mud it can and will eventually do to bricks and marble.
Part 5: Solutions?
Waves are as destructive to wetlands as they are to buildings, but the wetlands can't even put up a fight.
The large pilings were put in ages ago, to mark the line between the channel and the barena. As you see, the waves have shrunk the barena, so the large pilings are only sort of symbolic. As a bonus, we see the remnants of the wall of smaller pilings which was installed to prevent any further erosion of the barena.
The distance between pilings and barena here is just another of many examples of the very simple effect of waves.
I remember when this channel was only half this wide. Most of these boats belong to people from the mainland who come all this way so they can just sit. Lovely, admittedly, but they bring waves and take away part of the lagoon when they go home.
Tourist launches of all sizes offer day trips around the lagoon.
Taxis are always in a hurry, especially on airport runs. (Photo: Italia Nostra)
Ordinary working barges at Sant' Erasmo on a Sunday afternoon. Their owners are almost certainly out in smaller motorboats, but tomorrow it will be back to work with all of these.
“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:
If it floats, it has to have a motor. This appears to be the only rule that is universally obeyed. Here is an increasingly common scene in the Grand Canal. (Photo: Venice Project Center)
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.
This is the milk truck.
Appliances and furniture.
There have always been large heavy boats moving materials in Venice, but when they were propelled by oars, the backing-and-forthing needed to negotiate spaces and corners didn't involve creating heavy vortexes of water.When a heavy boat runs into a wall, it can leave quite a calling card. Here is a popular place to tie up your barge while unloading cargo. Who did this? Everybody and nobody.
Toilet paper, detergent, and other household supplies come ashore with the flick of a few buttons. Life is good, unless you're an old and fragile city.
I know they’re heavy, but all this boat to carry a few watermelons?
This is a peata, the mega-barge that built and maintained Venice well into the 20th century. It was usually rowed by two people, with one of them also at the tiller. Now we require motors to do the same thing because we have to have speed.
These men knew and understood the lagoon, its tides and currents and winds, as no one ever will again, and they exploited them rather than fighting against them.
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 map makes it clear why the Giudecca Canal is fated to carry virtually every boat that wants the shortest route from the Maritime Zone/Tronchetto to and from San Marco.
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.
Boats this large made of metal may be necessary for certain kinds of heavy labor, but they are hazardous to the city's foundations. Although they don't create noticeable waves in the smaller canals because they are going slowly, they contribute to the wave damage in several ways. One is by the chunks they take out of walls if they mistake a maneuver, thereby opening the pathway to waves from smaller boats. Another is the force of their motors during maneuvers, especially at low tide, which can suck the earth out from under the sidewalks. Or the force can push the canal sediment up against the underwater walls of buildings where they plug up sewer outflows. Blocked sewers cause accumulations of corrosive chemicals inside the building walls, which eventually also damage the structure.
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.
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.
You'll find virtually any kind of boat with a motor in the Giudecca Canal, usually in a huge hurry. Here we have taxis, a tourist launch, one of countless barges, the Alilaguna airport waterbus, and a hotel launch. What's missing here at the moment, strictly by chance, are (among others) the garbage scows, innumerable private motorboats of all sizes, as well as the vehicles of public transport: vaporettos, motoscafos, and the ferryboat carrying cars to and from the Lido.
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.
One of many signs in the lagoon notifying boaters of the speed limit, here in the Canale delle Scoasse along the Lido. Note that the speed is given in kilometers (not knots) per hour. If anyone is going this slowly it's either because he's just spotted a policeman up ahead, or his motor has died and he's being towed.
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.
The gondola race at Murano is one of the most important Venetian-rowing races ever. Here is a small part of the motor-driven horde, lovers of the oar, which turns out to cheer on their friends and relatives. Some of these fans will also be gondoliers.
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.
Even classic Venetian boats, such as this Burano-type sandolo, almost always have a motor clamped onto them. It might be only 15 hp, but that's irrelevant. A motor there must be.
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.
Lest you think that this effusion represents the apex of Victorian nostalgia — the anonymous donor clearly beat Mussolini to the public declaration of worship of their Latin forebears — let me note that a statue of Cerere also stands atop the Chicago Board of Trade, as well as appearing on the Great Seal of the State of New Jersey, holding a cornucopia. These notions die hard. Or not at all.
