fog | Venice: I am not making this up

Wings over Venice

February 18, 2011 8 Comments

Today marks the 100th anniversary of the first flight in Venice. This might sound like a quaint bit of trivia, if one didn’t know (which one is about to) how important Venice was in the history of Italian and also, may one say, European, aviation.

So pull your minds for a moment from the canals and consider the heavens. I myself am not a connoisseur of the aeronautical, but I am always interested in history, especially in “firsts,” especially if they actually mattered.

On February 19, 1911, Umberto Cagni took off from the beach in front of the Excelsior Hotel on the Lido in his Farman II airplane, and made six brief flights, in spite of the fog. (ACTV, please note.) On March 3, better weather encouraged him to fly, for the first time ever, over Venice.

A few months later, on September 19, 1911, the first airmail flight in Italy departed from Bologna and landed on the Lido. That is to say, Venice.

IMG_1434 air — The symbol of an airplane just above the word “Lido” marks the location of Nicelli airport.

Geography is destiny, as Napoleon observed, and Venice’s position was obviously as valuable to air transport as it had been for centuries to shipping. At that time, the Lido was largely uninhabited, making it the ideal place to establish an airport.

IMG_1436 air — The airport is open to visitors, especially those who want to take a helicopter ride over Venice and the Lagoon (www.heliairvenice.com).

The first was built in 1915, a military base on the northernmost part of the Lido, which was active during World War I. Then, in 1935, with some major variations, it became the Aeroporto Nicelli, and air became yet another way, in the march of progress, to get to Venice. Flights on Ala Littoria and Transadriatica connected the famously watery city to points scattered around Europe. Even to Baku, if you happened to be going that way.

Nicelli immediately became the scene of extremely glamorous arrivals, as movie stars deplaned on the grassy runway to attend the Venice Film Festival. This continued until 1960, when Marco Polo airport opened on the mainland.

IMG_7279 air — As shown on the map displayed in the airport, Venice remained at the center of things into yet another century.

So far I may have made it sound as if all these things were accomplished by an occult hand. But of course many hands were involved, among which none were more important than those of the late Lt. Col. Umberto Klinger.

Klinger, a native Venetian, was already a celebrity by the time he created the Officine Aeronavali at Nicelli, a large workshop dedicated to repairing and maintaining airplanes.

IMG_1445 air — A glimpse of Klinger on the cover of a book written by his daughter.

A highly decorated pilot in World War II, with more than 5,000 hours of flight to his credit, 600 of which were in combat, he earned 5 silver Medals of Military Valor. He also served as Chief of Staff of the Special Air Services of the Italian Air Force, not only organizing the activities of squadrons of Savoia-Marchetti S.75s (troop transports or bombers), but also flying them himself, often at night, over enemy territory. He was president of the first passenger airline in Italy (Ala Littoria), and four other companies. Far from being a mere figurehead, Klinger raised Nicelli to the level of the second airport in Italy.

So much for the history lecture. Now we have to move into the darkened halls of humanity, where to do justice to even the bare outlines of the story of Umberto Klinger you’d need to resort to dramatic opera. Verdi! thou should’st be living at this hour, but you’re not; to the people who knew him, though, the name of Klinger creates its own music. Especially those who remember his last day.

Lino, for example.

Lino went to work for the Aeronavali as an apprentice mechanic at Nicelli in 1954, at the age of 16. He often saw “Comandante Klinger,” and even spoke with him on various occasions. Right up to today, Lino pronounces his name with reverence and regret. This wasn’t unusual — Klinger was by all accounts a powerfully charismatic man admired for his courage, respected for his skill, but with a special gift for inspiring real love.

IMG_1453 air — In 1925, Transadriatica was one of the first passenger airlines in Italy; its first route connected Rome and Venice. This poster promotes the link between Venice and Vienna.

The Aeronavali flourished, with hundreds of employees working on aircraft of all sorts, from the Italian Presidential plane to cargo and passenger planes of many different companies. When Marco Polo airport opened on the mainland in 1960, the Aeronavali moved to the mainland with it.

Then politics began to set in. The broad outlines of what is undoubtedly a hideously complicated story are that certain elements in Rome, wanting to gain control of the company in order to place it under state, rather than private, administration, began to create financial problems for Klinger. The Aeronavali kept working, but payments from the Ministry of Defense were mysteriously not coming through. And the unions, manipulated by the aforementioned political factions, began to stir up discontent.

Lino remembers the increasingly tense meetings of the workers and the unions. He remembers Klinger pleading with them to be patient as he struggled to reopen the financial flow. But the unions rejected any compromises on pay or contracts, however temporary they might be, compelling the workers to resist. They ultimately even went on strike for 72 hours. Celebrity or no, the man — who had looked after his employees with no less solicitude than he had cared for his pilots — was running out of fuel.

IMG_1456 air — The Aeronavali worked on any sort of aircraft — Dakotas, Constellations, and the Savoia-Marchetti S.75, a 30-passenger plane also used as a bomber in World War II. These were Klinger’s specialty, comprising virtually all of the squadrons he commanded of the Special Air Services.

During these harrowing days, Klinger was heard to say more than once that what was needed to resolve this impasse was “something really big.” He ultimately thought of something that qualified.

Early in the morning of January 26, 1971, he went alone to the old hangar at Nicelli, by that time virtually abandoned. And he took a cord. A few hours later, when the guardian made his rounds, he discovered the body of Comandante Klinger. He had hanged himself.

Lino remembers the gathering at work that morning, when they were given the news. There was utter silence, he recalls, though if stricken consciences could make an audible noise there would have been plenty of that.

The first time I heard this story, I thought his was the despairing last act of a man who had run out of hope. Now I am convinced that Klinger’s suicide was an act of voluntary self-immolation in order to save the company — not unlike the Russian officers after the fall of Communism who, left unpaid, finally killed themselves so their widows would get their pensions.

And Klinger turned out to have won his gamble. Almost immediately, the overdue funds began to pour in.

IMG_1439 air crop — The hangar, seen across the runway from the terminal.

The funeral, in the church of San Nicolo’ next to the airport, was attended by a huge number of mourners; many had to stand outside. Did any union officers come to pay their last respects? “Sure,” Lino said. “They were at the head of the line.”

Courage in combat — it isn’t needed only in the skies. Nor does it only involve things that explode, though they can still be fatal. Umberto Klinger deserves another medal, one which doesn’t seem yet to have been created.

IMG_1457 air — Klinger, the way his employees remember him — in mufti, smiling.

Postscript: It’s very easy to visit the airport. At the central vaporetto stop on the Lido at Piazzale Santa Maria Elisabetta, take the “A” bus marked for “San Nicolo’ – Ple. Rava’.” (If the weather’s nice, you can just stroll along the lagoon embankment for about half an hour.) Get off at the last stop, in front of the church and walk a few minutes across the grass and up the driveway.

The terminal has been spiffed to a modern version of its former glory, with a cool retro-design restaurant, “Niceli.” Have lunch, or just a coffee or drink on the terrace. If you come toward the early evening in the summer, bring lots of mosquito repellent.

IMG_7268 air — Or maybe the restaurant is named “Nicely.” I like the design, even if it is unclear.

Boatworld, Nature, Problems, Water

Fogging up

January 17, 2011 No Comments

We’ve been having fog of various densities and persistence over the past – I’d have to check, it seems like a month or so. Or year. A long time, anyway. And the predictions are for more.

“How romantic,” I hear you thinking. And I agree. Fog can be hauntingly lovely here, all drifting shapes and softening colors and the complete evaporation of the horizon.

What you can't make out in this picture, along with many other things, are two special fog components: A persistent southwest wind to sharpen the fog's edge on your skin, and the many different sizes of drops which run into your face as you walk. — What you can't make out in this picture, along with most of via Garibaldi, are two special fog components: A tenacious southwest wind to sharpen the vapor's edge on your skin, and the many different sizes of drops which fall against your face as you walk.

But if you need to move beyond the visual and into the practical, fog can be a pain in the gizzard. Acqua alta may get all the emotional publicity, but I can tell you that acqua from above, in the form of atmospheric condensation, can be just as inconvenient. I suppose nobody makes the same sort of fuss about it because fog doesn’t come into your house. Or shop.

The vaporetto stop. Not a very promising panorama.

Example: Yesterday morning I was forced to abandon my plan to go to Torcello to meet somebody for an interview (assuming I do, or do not, succeed in re-scheduling said meeting, I will explain who, what and why in another post).

Like many plans — Napoleon’s invasion of Russia, say, or New Coke — it looked perfect on paper. Take the #52 vaporetto at 8:10 to the Fondamente Nove, change to the LN line at 8:40, change to the Torcello line at 9:35, and faster than you can recite the Gettysburg Address, I’d be there. Actually, you’d have to recite it 36 times; door to door requires an hour and a half, but I don’t mind. It’s a beautiful trip, assuming you can see where you’re going.

There's a church over there with a big bell tower. Trust me.

But once again, I discovered — standing there without a Plan B — that the real problem isn’t the fog itself, but the way the ACTV, the transport company, deals with it. The ACTV seems to have wandered beyond a reasonable concern for public safety and into the realm of phobia: “An irrational, intense, and persistent fear of certain situations, activities, things, animals, or people.” I don’t think the ACTV has a fear of animals. Otherwise, fog fits the phobic bill. The solution? According to the dictionary, “The main symptom of this disorder is the excessive and unreasonable desire to avoid the feared stimulus.” In this case, fog.

But the ACTV exists to be outdoors. Much as it might wish the case to be otherwise, it can’t function anywhere else. And more to the point, by now almost all the boats have radar. Yet it seems that the the more radar the company installs, the less willing the company is to trust it.

May I note that there were a good number of people out rowing in the fog yesterday morning, on their way to a boating event at Rialto. I myself have been out rowing in the lagoon with a compass, as has Lino, as have plenty of people. Lino rowed home one time in a fog so thick he couldn’t see the bow of his boat. Just to give you some idea of what is, in fact, feasible.

The board continued to show the vaporettos and their expected arrival times. I stood there and watched the times change as no vehicles passed. Somebody was either doing it on purpose, or didn't care, neither of which was too helpful. When Venice finally sinks beneath the waves, all that will be visible above the surface will be the angel atop the belltower of San Marco, and a board on which the departure times will continue to advance. — The board continued to display the vaporetto numbers and their expected arrival times. I stood there and watched the times change as no vehicles passed. When Venice finally sinks beneath the waves, all that will be visible above the surface will be the angel atop the belltower of San Marco, and a board on which the vaporetto departure times will continue to advance.

In yesterday’s case, all the vaporettos were, as usual, re-routed up and down the Grand Canal, even those — like the one I wanted — which normally circumnavigate the city’s perimeter. If I’d known in time that the fog was that thick out in the lagoon (as it wasn’t, outside our hovel), I wouldn’t have walked all the way over to the vaporetto stop at San Pietro di Castello. Because once I realized that the boat wasn’t coming, it was too late to activate the most reasonable solution: Walking to the Fondamente Nove to get the boat to Burano. Although there again, even if service were maintained to the outer reaches of the lagoon, it would almost certainly have been on a limited schedule. Like, say, once an hour.

Pause for the sound of the perfect plan drifting out to sea, and the first stifled shriek of the day.

Fog does show the spiderwebs to their best advantage. There is that.

I can’t understand several things. If the boats have radar, why does it not inspire confidence in its operators? And more to the point, if the vaporetto captains can manage to navigate along the shoreline and up the Grand Canal, with or without radar, why could they not, by the same token, circumnavigate the city? The route outside takes them just as close to the shoreline as it does inside — in other words, whichever route they take, they’re not exactly out on the high seas, but within eyeshot of any palaces or pilings or any other landmark that they need to keep track of.

Once again, my sense of logic has run aground in a falling tide on the mudbanks of municipal management.

But one last question: If the city (and by extension, its transport company) is so willing to confront a temporary meteorological situation (fog) with the attitude, “Suck it up, people,” why has it not been willing to confront another temporary meteorological situation (acqua alta) with the same panache?

Answers do suggest themselves, but they are cynical answers, composed of bitter little thoughts about human nature. Best to leave them unexpressed.

If you've ever wondered what "It is what it is" might look like, this is an excellent illustration. All those women have long since accepted the fact that their laundry is going to be wetter by noon than it was when they hung it out.

Note to people flying, not floating, yesterday. I’m sorry if your flight was delayed. I realize that flying in fog is stupid and dangerous. But slowly driving a boat in fog, hugging the shoreline, isn’t.

But as I say, if you don't have to drive or fly in it, the fog does have a certain fascination.

Boatworld, Events, Venetian-ness

The “First Row of the Year”

January 11, 2011 1 Comment

So we have all somehow managed to hack our way out of the calorie-entangled canebrake of the holidays, and you might suppose that now we would all return to our lairs for three months of hibernation before thinking about going out and rowing around.

Maybe some people hibernate, but for the past 33 years, the rowing club “Voga Veneta Mestre” has rousted everyone who is roustable to come out on the earliest possible Sunday in January to form a boat procession, or corteo, in the Grand Canal. This undertaking is known by the homespun title of the Prima Vogada dell’Anno, or the first row of the year.

A snippet of rainbow from the hanging around, waiting to get going: Blue and white of the Settemari, blue and gold of the Voga Veneta Lido, red and white of the Club Ponte dei Sartori. — A snippet of rainbow as we all wait to get going: Blue and white of the Settemari club, blue and gold of the Voga Veneta Lido, red and white of the Club Ponte dei Sartori.

Of course people already have been rowing this year, your correspondent included. But the motivation for this event isn’t merely rowing, but rowing with the purpose of Doing a Good Deed. The corteo ends at the nursing home at San Lorenzo, behind the church of San Giorgio dei Greci, where the Mestre club prepares a festive sort of party/lunch/scrum, cooking a vat of pasta e fagioli, bringing useful gifts, and providing plenty of loud and cheerful talking and singing to entertain the inmates — sorry, I meant residents.

Quadruple parking as the early-arrivers wait for everybody else: purple and white of the club San Polo dei Nomboli, blue and orange of Voga Veneta Mestre, and a random blue-garbed man from the Querini.

I have only gone once to this climactic phase of the morning. We usually just keep rowing in order to make it home at a decent hour, so I can’t tell you much about the denouement.

But I can tell you that I think the Prima Vogada dell’Anno is one of the best little boating exploits in the whole year because it has absolutely no public relations value whatever, no touristic or fancy-poster or let’s-find-a-sponsor or we-have-no-money or who-shot-John or any other of the aspects that often begrime waterborne events here. There are just too dang many situations in which floating Venetians are used as decoration to provide some kind of folkloristic color to somebody else’s hoedown. And God forbid that the event should be televised — then they tell you where you have to go and how long to stay there, even if you had come with the quaint notion of being a participant and not merely some kind of anonymous oar-carrier.

So the great thing here is that it’s Just Us Folks, and if the weather is raw and foggy, which it was on Sunday and still is today (the foghorns are blowing as I write), all the better. There are fewer people out to snap pictures, and the fog makes all the colors of the boats and their rowers’ track suits really come alive.

A simple sandolo from San Polo dei Nomboli standing by, hanging onto us. As you see, the Christmas Forcola has finally gotten out of the house and back to work.

So the boats gather, in the usual disorderly way, between the train station and Piazzale Roma. Rowers wave to each other, call out mildly rude comments, check their cell phones for messages, and so on till the caravan moves out at 10:00.

There is relatively little traffic at that time on a fuzzy winter Sunday morning, so we have the Grand Canal pretty much to ourselves.

Wherever we are at the beginning is not usually where we are at the end. Lino likes to be near the front of any corteo, and rarely resists the temptation to perform all kinds of tiny, deft and seemingly impossible maneuvers to sneak past the other boats one by one and get ahead.

Gianni Bullo in the bow of his caorlina before the start. Perhaps he's rethinking his repertoire. ("Should I start with 'Un Bel Di?' Nah, let's just see what happens.")

I’ll never forget how vastly he entertained himself one night a few years ago in a corteo for Carnival. The boats were all kind of mashed together in the semi-dark and we found ourselves wedged in behind a gondola of the Francescana club, rowed by four men. Giorgio Fasan was standing on the stern; he, like Lino on our 8-oar gondola, was the captain and steersman of the boat. At that time he was already very old but he was still as irrepressible as, I gather, he had always been, and still just as capable.

And we're off. Generally speaking. No rush.

Lino, as always, was so perfectly in control of our boat, and so alert to everything and everyone around him (it’s long since become instinctive), that he decided to break the monotony by annoying Giorgio. So we inched up behind Giorgio’s gondola, and with an imperceptible push on his oar Lino gave his gondola a little nudge against the stern.

Normally everybody tries to avoid touching, knocking against, running into, or otherwise coming into contact with other boats. Which means Giorgio wasn’t expecting his boat to move for any reason other than whatever he or his crew were doing. Lino’s little push, however, made his gondola unexpectedly begin to veer off-course, to the right.

"Mestrina," the 14-oar gondola and flagship of the Voga Veneta Mestre fleet, moves to the head of the corteo, as is only right and proper.

Therefore Giorgio’s natural reaction was to start yelling at the man rowing in the prow, who he assumed was to blame for this deviation by having given a stroke that was just a little too hard.

“Why are you rowing?” he shouted. “Can’t you see we don’t want to go right? Tira acqua!” (A counter-stroke that would have corrected the situation.)

I bet Lino nudged that gondola at least five times, just to watch Giorgio get more flustered and more mad — and of course, to listen to the exchanges between Giorgio and his supposedly incompetent but completely innocent crew member, which became increasingly warm.

Lino thought it was hilarious and I did too, I have to admit. Childish? Sure. But I also thought it was pretty cool that he was able to pull it off, and it was so much the sort of thing I could imagine them all doing when they were all canal-rats together that I knew it wasn’t malicious. Giorgio never did figure out what had happened. He’s been rowing angels around the heavenly canals for several years now, but I bet he’s still blaming that guy in the bow.

Nothing like that happened on Sunday, though. People stuck to the business at hand, Lino included, though after we passed under the Rialto Bridge, Gianni Bullo, in the bow of a caorlina from the Canottieri Mestre, suffered some sort of attack of euphoria (“rapture of the Rialto”?), and began singing snatches of a song, or maybe several. Maybe he thought other people would join in — it happens sometimes, which is really nice. He was happy, though, and that’s something that always sounds good, though in his case it sounded better from a distance.

Me, I was savoring the boat-music, the sound of us swooshing along, and the boats around us also swooshing, each producing its own special swoosh-notes according to the size and shape and weight of the boat, not to mention the size, shape and weight of its rowers. For once the main sound in the Grand Canal was not the snarling of taxi and barge and vaporetto motors, but just the water and the oars and the air combining in their own rhythmic, convivial, completely unorchestrated a cappella chorus.

I don’t think these guys, including Gianni Bullo, could possibly sing any song at the nursing home that would be more wonderful than that.

Coming out of the Grand Canal into the Bacino of San Marco, the boats tend to wander away from each other, becoming less of a procession and more of a small herd.

Boatworld

Fog bonus

December 14, 2010 3 Comments

I suppose the fog wouldn’t be quite as beautiful if I were the captain — or the pilot — but the Italian sail training ship Amerigo Vespucci can never look anything but splendid.