Once upon a time there was a lamp. Then there was a naked boy with a frog. Now there’s a copy of the lamp. I guess all we need to wait for now is a copy of the boy with the frog.
May 24, 2013. Even from afar, the Punta della Dogana is beautiful again.
The important thing is that there is a lamp, and it’s back where it belongs. I’m not sure where the boy with the frog belongs, but it’s probably not at Angkor Wat or the Thracian Tomb of Kazanlak. I doubt it (he? them?) would fit in well at Petra, or the Stone Circles of Senegambia, or the Medina of Fez. Just reminding some people that Venice and its lagoon are also UNESCO World Heritage Sites. There is undoubtedly a place where the boy and his amphibian would belong, but it’s not at the Taj Mahal, or Chartres Cathedral, or here.
Sharp-eyed reader Janys Hyde, who has lived in Venice twice as long as I have, read my report on Ricky and his mania for dropping things off the Accademia Bridge. She sent me a copy of the story as it was recounted in an article in 2011, which ran in the Nuova Venezia. I wanted to add these particulars to the sketch (it was all I knew at the time) I wrote a few days ago.
Here it is, translated by me:
May 31, 1973
Two finance officers and the folly in the Grand Canal
It’s May 31 of 1973, toward 2:50 AM, when the boat that was in service, with the Commandant of the Operative Naval Section of the Guardia di Finanza, Lieutenant Carmine Scarano, and two finanzieri, Alberto Calascione and Vincenzo Di Stefano, is traveling along the Grand Canal on their way to an intervention, passing under the Accademia Bridge.
A few individuals launch from the bridge a slab of travertine which strikes the boat and the two finanzieri dead center. They were moments of terror; the only one to remain unhurt is the Commandant who immediately realizes that the boat, without anyone steering, is heading for the embankment.
With a rapid movement he gains control of the boat and stops it, perceiving at this point the lifeless body of finanziere Calascione and hearing the cries and groans from finanziere Di Stefano who is wounded on the arm.
The Commandant manages to give the alarm and call for help, but unfortunately there is nothing that could be done for Alberto Calascione who, because of the grave injuries to his head, dies shortly after his arrival at the hospital.
Finanziere Di Stefano is kept in the hospital, his physical condition improves, but the memory of what has happened will never fade.
Alberto Calascione and Vincenzo Di Stefano were recognized as Victims of Duty (“wounded in the line of duty”) and of organized crime.
In various editions of Memory Day that have followed (I am still on the track of this commemoration; the paper uses the English phrase which is hard to back-translate into holidays I recognize), Vincenzo Di Stefano has never missed the occasion to commemorate, at the place of the attack, his colleague Alberto.
From the Rialto Bridge, you can see four busy vaporettos practically nose to tail. And this was a meaningless morning in April. As summer approaches, there are more. Actually, there are more now, too. It’s not that one of them makes so many waves, it’s that all of them together make plenty. So a solution was sought. And bought and paid for.
Every time I tell an arriving friend that a single ride on the vaporetto here is going to cost 7 euros ($9.26), I stifle a shriek. Though if I were to let myself shriek, it might cover the sound of my friend’s shriek. Or gasp. Or disbelieving laugh.
Why vocalize at all? Because the city covers roughly a mere four square miles (ten square kilometers), and while ten dollars may not seem unreasonable if you want to travel the length of the Grand Canal on the faithful #1 from Piazzale Roma on to the end of the line at the Lido (apart from the crushing crowds, it could qualify as one of the cheaper scenic boat tours in the world, I guess), it seems a demented price if you only need to go four or five stops.
For the record, I have done some calculations, and the average distance between stops is 1,141 feet (348 meters). The time involved in each leg is usually around five minutes. If you only need to go a few stops, the price comes to a lot per minute. It’s true that you can often reach your destination faster on foot, but not if you’re lost, and dragging suitcases the size and weight of the foundation stones of the Great Ziggurat of Babylon.
Note to readers: There are unlimited-ride tickets available for specified lengths of time for much less per ride, but that’s beside my point.
Returning to my point: The cost of public transportation in the most-beautiful-city-in-the-world. It wasn’t always thus, back when there were more residents than tourists. But over the years, although the number of residents has fallen, the number of tourists has risen which, according to my primitive notion of economics, ought to mean that the price of a ticket should shrink. Silly me.
“We have no money” remains the one-size-fits-all justification given by the ACTV, the transport company, for anything it does or doesn’t do; it has adopted this motto from the city government as a whole (note: the city is a part shareholder in the ACTV).
But why do we have no money? One reason could be the effect of the thieving ticket-sellers; there was a lively period in which sticky-fingered employees were turning up all over, discovered selling tickets worth a fraction of the price they charged for them and pocketing the difference, or counterfeiting tickets (back in the paper-ticket days), or other simple little dodges that worked surprisingly well for a surprisingly long time, taking home what amounted to multiple thousands of euros.
Another reason for the belt-tightening which was given in the somewhat distant past (and my favorite): “Do you have any idea what a can of paint costs?” Visions pass through my mind of surging oceans of paint upon which little bits of tickets are floating.
But a new glimpse of why they have no money may be discerned in a recent series of detailed articles in the Gazzettino, and the reason is the simplest of all: The ACTV has no money because they’ve spent way too much of it, particularly on failed conveyances.
This is the “Waves-eater” as shown in the Gazzettino (uncredited). If I had time, I’d try to find out why it wasn’t lagoon-worthy, just out of morbid curiosity.
There was the revolutionary vaporetto dubbed the “Mangia-onde” (or Waves-Eater, a nice, Norse-saga sort of nickname) which was going to banish waves and make their destructive effects a fading memory. It was built by the M Ship Co, of San Diego, California. One craft was bought and came to Venice in 1999 to great fanfare and trailing clouds of glory and the promise of the salvation of the city from motondoso.
But it was too good to be true. Not because it created waves, but because it created problems. For example, it wasn’t adapted to lagoon conditions (I take that to mean it was unstable); it didn’t pass under the bridges, such as the Ponte delle Guglie, and also the hull wasn’t fireproof.
The Mangia-onde was taken to a shipyard in Castello where it sat, abandoned, for 13 years. A few weeks ago this once-proud herald of the future, which had cost 900,000,000 lire (464,811 euros, or $651,061) was sold to a private buyer for 20,000 euros ($26,465). Without the motor. Nobody seems to know what happened to it.
The current director of the ACTV, Maurizio Castagna, was also director in the late Nineties. He explained that the boat was put aside because “It didn’t meet the standards of the Italian Naval Registry, and also because of a series of onerous (that means “expensive”) maintenance interventions and adaptations of the boat to the lagoon area.” One certainly couldn’t be expected to know what the legal nautical standards were (I’m thinking of the fireproofing), or what characteristics a boat has to have in order to putter around the lagoon, especially if you’re in the aquatic transportation business. So that was that.
There is now the “Sandra Z.” to consider, a motonave which the Gazzettino has dubbed the “latest ‘hole in the water’ of the ACTV.” She too was built and unveiled to great pomp in 1999, and since 2006 she too has been nestling in mothballs.
This unoffending ship was born under an evil star, it seems. An expensive evil star, too: Four million euros, or more than five million dollars. Pretty fancy for a floating storehouse.
She was built (in Messina, curiously, not at a Venetian shipyard, but let’s not get distracted) to carry 1,200 passengers — the perfect vehicle for the pilgrims traveling around Italy in the Jubilee year of 2000 (who never materialized, in Venice, anyway). But even if they had shown up, they’d have had to start a new round of prayers and supplications after climbing aboard.
The system of propulsion created serious problems of maneuverability. The “Schottel” (name of its German company) enables the propellers to work at 360 degrees, which — says the Gazzettino — transformed the ship into a sort of spinning top that couldn’t be managed by its captains, not to mention the unpleasant effect on the passengers.
I am not qualified to make any judgment on the qualities of this propulsion system; I have no doubt that it is excellent in many situations. Just not on a motonave. Which couldn’t have been tested, it seems, before it was too late.
Four months after its launch, it ran into the wall at the cemetery island of San Michele (four injured); not long after, it ran into the dock at Punta Sabbioni. The electronic system went crackerdogs. Finally, in July, 2002, the “Sandra Z.,” pulling away from the Ponte della Paglia by the Doge’s Palace, caused two gondolas to run into each other and their passengers ended up in the drink.
She kept on randomly running into docks until 2006, when the ACTV tied her up and turned her into a floating storehouse.
Cost: 7 miliards of the old lire (4,000,000 euro, or $5,293,000).
“No ghe xe schei.” We have no money. I begin to see why. And I begin to see why vaporetto tickets have to paid for with small gold ingots.
Costalonga’s funeral was completely according to custom, beginning with the earlycomers standing around, on the lookout to see who else is coming, and the floral wreath by the door. Both of these elements make it clear that the imminent event does not involve something cheerful, like a bride or a baby.
Day before yesterday, like yesterday, began in superb form: One of those dazzling winter mornings — gleaming air, scintillating sunshine, cold (but not too cold), no wind. Perfect. Just the kind of morning that makes you take deep happy breaths and think of going to a funeral.
Of course that’s a stupid thing to say. Nobody wanted to go, least of all the suddenly departed. And whether it’s winter or summer, sunshiney funerals make me feel worse than rain and gloom.
I don’t make a hobby of attending funerals, though by now I’ve been to a considerable number of them. They almost always involve either someone in the rowing world, or a former colleague of Lino’s. He only goes to them because not going would be worse, but there are plenty of people who seem to find them morbidly enjoyable.
Members of the Canottieri Cannaregio rowed his casket to the church in a caorlina, accompanied by quite a contingent of club boats. Many who didn’t row came in the club uniform anyway.Maneuvering a coffin from a caorlina onto the funeral-company’s gurney isn’t so easy, but they managed it well. Then they put the “casket-cover” flowers back in place and into the church they went.
One of the most impressive funerals I ever attended was for legendary Venetian-rowing champion Albino “Strigheta” Dei Rossi in 2004. The ceremony was in the basilica of San Giovanni and Paolo, and the casket was borne to its final resting place in the center of the “Disdotona” (the 18-oar gondola of the Querini rowing club), rowed by 18 of the cream of the current champions. Thrilling, but it struck me as being more toward the spectacular and less toward the personally-moving end of the scale of mourning. I don’t recall any damp eyes or expressions of sadness.
But day before yesterday was different, and even more so was a funeral last August, maybe because they were ceremonies for people who would never be legendary but who would be deeply missed.
The most recent occasion involved Luciano Costalonga, a former president of the Canottieri Cannaregio rowing club. I knew him, though not well. By now I more or less know a substantial number of people in the rowing world, and many of them have (unlike me) been getting older. I wouldn’t have classified him as old –he was only 71. But he had recently undergone an operation (I don’t know for what), and a few days ago just dropped dead.
It was slow going to follow the bier into the church, and not everybody went inside anyway. A good number of people always seem to prefer staying out, where they can exchange the usual platitudes, such as how young/old he was, really, and how much better to go suddenly like that than to pass (insert preferred length of time here) suffering in the hospital.
Something of the same thing, though worse, happened last August to a gondolier named Michele Bozzato (whom I didn’t know). Lino knew him, but naturally Lino knows — or in this case, has known — almost everybody.
Bozzato’s real love was singing, the obituary said; he had even sold his gondolier license (he kept working as a substitute), so he could devote himself to music full-time, forming a trio called “The Gondoliers,” with whom he cut a disk of Venetian songs.
He was tall, he was strong, he never smoked, he barely drank.
On August 8, he started to have trouble breathing. They discovered a tumor on his lung. They operated on him. Two weeks later he was gone. He was 49.
Bozzato’s farewell was amazing; it was more like what happens when a fireman or policeman dies. He had been involved in so many different activities, from soccer to basketball to rowing, and it appears that everybody loved him. The Gazzettino said there were a thousand people there, which I believe — I’m no good at counting crowds, but the church of San Marcuola was so crammed it was like a Turkish bath.
We stayed outside because there was no point forcing ourselves into a large sweaty room pumped full of carbon dioxide. Women were weeping. Men were weeping. I don’t mean wailing and keening, but there were many wet red eyes and the sound of many noses being blown. And the silences between people standing around together weren’t the comfortable “At least it wasn’t me” sort, but more of a stricken “Of anybody at all, it shouldn’t have been him.”
What the two funerals had in common, though, was the general sense of a family loss. I’m not sure if I mean the Venetian family, which is shrinking inexorably, or the rowing-world family, or the gondoliering family. I do know that everyone seemed to belong to each other, and for the few intense hours of the ceremony it was not only easy to see, but to feel.
On the whole, there seems to be some difference of opinion on who to feel sorrier for: The person who’s gone, or those who are left. Oddly (in my view), Venetian sadness is directed at the departed. They have a little rhyme: El pezo xe per chi ch’el mondo lassa, chi che vive se la spassa. (It’s worse for the person who leaves the world; those who are alive can keep having a good time.)
By the look of things at the churches on these two occasions, though, I’m going to have to say that the people who were alive weren’t enjoying it at all.
Michele Bozzato arrived in the funeral-company’s launch, as per normal, but behind it was a traghetto gondola (technically called a “barchetta”), rowed by four gondoliers, prepared to take him to the cemetery after the funeral.The very old flagstaff carried in the barchetta belongs to the gondoliers’ association (NOT to be confused with the ENTE Gondola).The traghetto barchetta is broader than the normal gondola, and has a simpler stern and bow. The white thwarts are there to support the casket; the flowers are there because it’s just absolutely the right thing to do.Another custom on especially solemn occasions is to tie black ribbon to your boat — in this case, the gondolinos of two pairs of rowers preparing for the Regata Storica a few days later. The blue boat was assigned to Igor and Rudi Vignotto (both gondoliers, as it happens), while the green boat was taken by the Busetto brothers, Roberto and Renato.Plenty of people were standing around outside the church of San Marcuola, on the side facing the Grand Canal as well as here, by the back door. Obviously the mourners have clustered in the shade, while the sun blazed down on more floral tributes than I have ever seen anywhere.The ribbon across each arrangement is inscribed with the name(s) of the donors, and the range of names gave some indication of how full his life had been. From left, and I translate: “The Association ‘Note Veneziane’,” “From the Guys at the Ae Oche Pizzeria,” “The Reyer” (local basketball team), “Traghetto S. Sofia (gondolier station), “The Friends from the Bar La Tappa,” “The Checchini Dona’ and Fiorentin Families,””The Friends from Laguna Soccer,” “The Virtus rowing club,” “The gondoliers of the Traghetto Dogana,” “The gondoliers from the Bacino Orseolo,” “The gondoliers from the Ferrovia,” The gondoliers from the Traghetto Molo,” “Gondoliers Association Venice.” (The gurney is parked by the back door because no steps clutter the path between here and the Grand Canal.)Considering the size of these arrangements (regardless of shape or exoticism of the flowers themselves), it’s unlikely that any cost less than 300 euros ($400), and the larger ones were at least 500 euros ($650) each.All the same, it still is a fine summer morning; some people brought their kids, but you couldn’t expect them to stand around doing nothing.There was a certain amount of down-time for the photographer from the Gazzettino, too.When they start to take the flowers back to the launch, you know it’s almost over.The throng follows — in this case, quite a throng. When the casket was placed on the barchetta, the gondoliers raised their oars in the traditional “alzaremi” salute, and everyone’s instinct was to applaud, so they did.The barchetta departs for the cemetery, escorted by the two gondolinos.The gondolino cortege departs. While I recognize that it was a scorchingly hot morning, and that the rowers were more interested in training than in funerals, I merely note that the Vignottini, in the blue boat, changed from their sweat-garb into the classic racing and otherwise ceremonially appropriate white pants and striped T-shirt. The Busettos had a somewhat different sense of the occasion.
