Nicola Romeo - car maker

Engineer used profits from military trucks to launch famous marque

Nicola Romeo bought the car manufacturer
Alfa of Milan in 1915

Nicola Romeo, the entrepreneur and engineer who founded Alfa Romeo cars, was born on this day in 1876 in Sant’Antimo, a town in Campania just outside Naples.

The company, which became one of the most famous names in the Italian car industry, was launched after Romeo purchased the Milan automobile manufacturer ALFA - Anonima Lombarda Fabbrica Automobili.

After making substantial profits from building military trucks in the company’s Portello plant during the First World War, in peacetime Romeo switched his attention to making cars. The first Alfa Romeo came off the production line in 1921.

The cars made a major impact in motor racing, mainly thanks to the astuteness of Romeo in hiring the the up-and-coming Enzo Ferrari to run his racing team, and the Fiat engineer Vittorio Jano to build his cars.  Away from the track, the Alfa Romeo name sat on the front rank of the luxury car market.

Romeo’s parents, originally from an area known as Lucania that is now part of the Basilicata region, were not wealthy but Nicola was able to attend what was then Naples Polytechnic – now the Federico II University – to study engineering.

Enzo Ferrari at the wheel of an Alfa
during his driving days in 1920

He left Italy to work abroad at first, obtaining a second degree – in electrical engineering – in Liège, Belgium. In 1911 he returned to Italy and set up his first company, manufacturing machines and equipment for the mining industry.

With success in that market, Romeo was keen to expand. He acquired a majority stake in Alfa in 1915, taking full ownership three years later.

As Italy entered the First World War, Italy had a desperate need for military hardware and Romeo converted and enlarged his new factory specifically to meet this demand. Munitions, aircraft engines and other components, compressors, and generators based on the company's existing car engines were produced.

It made a great deal of money for Romeo, who in the post-war years invested his profits in buying locomotive and railway carriage plants in Saronno – north-west of Milan – Rome and Naples.

He did not consider car production at first but the Portello factory had come with 105 cars awaiting completion and in 1919 he decided that, subject to certain modifications, he was happy to finish the building of these vehicles. In 1920, he rebranded the company Alfa Romeo.  The first car to carry the new badge was the 1921 Torpedo 20-30 HP.

Romeo wanted his company to rival Fiat and was particularly astute in recognising talented individuals who would take the brand forward and establish Alfa Romeo's long-term credibility.

Antonio Ascari won the first Grand Prix world title
driving the Vittorio Jano-designed Alfa Romeo P2

He retained Alfa’s chief engineer, the talented Giuseppe Merosi, and encouraged a youthful Enzo Ferrari to join the company, soon putting him in charge of his new works racing team and its star drivers Antonio Ascari, Giuseppe Campari and Ugo Sivocci.

When Merosi left to take up a position in France, Romeo pulled off a major coup, sending Ferrari to cajole the Fiat engineer Vittorio Jano to jump ship. The Jano-designed engines propelled Alfa Romeo to the pinnacle of success in motor racing, his P2 car winning the four-race series for the first Grand Prix world championship in 1925.

Jano's first production car, the 6C 1500, was launched in 1927, but Romeo’s personal role in Alfa Romeo ended in 1928.

Some bad investments following the collapse of its major investor, the Banca Italiana di Sconto, had left the company close to going bust.  Under boardroom pressure to quit, Romeo at first accepted a figurehead role as president but then decided to sever his links altogether.

Married to Angelina Valadin, a Portuguese opera singer and pianist, he was the father of seven children. He died in 1938 at his home in Magreglio, a village overlooking Lake Como, at the age of 62.

An Alfa Romeo 20-30 at the Alfa Romeo museum at
Arese, about 15km north-west of Milan

Luckily for the company, it was kept in business initially by the Italian government after Mussolini decided to promote Alfa Romeo as an Italian national emblem and used it to build bespoke cars for the wealthy, the sleek 2900B being a prime example.

After the Second World War, Alfa Romeo continued its success on the racing circuit, too, with Giuseppe Farina and the Argentinian Juan Manuel Fangio winning the first two Formula One world titles, in 1950 and 1951, driving the famous Alfetta 158/159.

The marque’s iconic status was further strengthened in the 1960s when both the Italian state police and the quasi-military Carabinieri stocked their fleets with Alfa Romeo cars.

The Church of Madonna del Ghisallo at Magreglio

Travel tip:

Magreglio, where Romeo was living at the time of his death, is a village perched on a hill overlooking the south-eastern fork of Lake Como, is famous for its association with cycling, thanks to the nearby Ghisallo hill, which has been long established on the route of the Giro di Lombardia cycle race and has often featured in the Giro d’Italia. The Madonna del Ghisallo was adopted in 1949 as the patron saint of cycling and the church of the same name now contains a small museum dedicated to competitive cycling and an eternal flame burns for cyclists who have died in competition.

Travel tip:

Almost 70 years after his death and on the occasion of the 130th anniversary of his birth, Naples dedicated a street to the memory of Nicola Romeo, called Via Nicola Romeo, which can be found in the Lauro district of the city, above Mergellina and not far from the Stadio San Paolo, home of Napoli football club.

More reading:

Engineering genius Jano brought success to Alfa, Lancia and Ferrari

How farmer's son Ilario Bandini created beautiful racing cars

Luigi Fagioli - Grand Prix champion renowned for fiery temperament

Also on this day:

1945: The death of Benito Mussolini

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Luigi Lavazza - coffee maker

From a grocery store in Turin to Italy's market leader

Luigi Lavazza - former peasant farmer and
humble shop worker who built a dynasty

Luigi Lavazza, the Turin grocer who founded the Lavazza Coffee Company, was born on this day in 1859 in the small town of Murisengo in Piedmont. 

He had lived as a peasant farmer in Murisengo but times were hard and after a couple of poor harvests he decided to abandon the countryside and head for the city, moving to Turin and finding work as a shop assistant.

The Lavazza brand began when Luigi had saved enough money to by his own shop in Via San Tommaso, in the centre of Turin, in 1895.  He sold groceries and provisions and where other stores simply sold coffee beans, he had a workshop in the rear of the store where he experimented by grinding the beans and mixing them into different blends according to the tastes of his customers.

He travelled to Brazil to improve his knowledge of coffee and his blends became an important part of the business, after which he moved into wholesale as well as retail as a coffee merchant.  When the first automatic roasting machines went into production in the 1920s, he was one of the first in Italy to buy one.

The economic climate in Italy improved after the First World War, Turin in particular enjoying prosperity after Fiat opened its factory in Lingotto.

Luigi Lavazza's original Turin grocery shop

Luigi Lavazza S.p.A. was formed in 1927, with its headquarters in Corso Giulio Cesare, to the north of the city. Luigi, his wife Emilia, and children Mario, Pericle and Giuseppe set up the company, with share capital of 1,500,000 lire. They bought a fleet of vans and trucks and began to sell all groceries all over Turin province.

The coffee side of the company’s business stalled in the 1930s after the League of Nations imposed economic sanctions against Italy, a consequence of the Mussolini regime’s aggression towards Abyssinia.  Coffee beans was one of the commodities that could not be exported to Italy.

Production did not resume in earnest until after the Second World War, when the company was effectively relaunched as a coffee specialist.  Luigi has retired in 1936 but in the hands of his sons the business boomed. They commissioned the design of branded Lavazza packaging, introducing the distinctive logo with the large middle ‘A’. As well as paper packaging, the company introduced vacuum packed tins to preserve their product's freshness.

Lavazza's familiar silver and
red packaging

In 1950, the first Lavazza television commercial was aired with the slogan “Lavazza – paradiso in tazza” – “Lavazza – heaven in a cup”.

Luigi Lavazza died in 1949 at the age of 90 and did not witness the huge expansion that took place in the 1950s and 1960s. The company’s new headquarters in Corso Novara - on the north-western outskirts of the city - began to produce 40,000kg of coffee per day, outstripping other Italian coffee producers, and in 1965 Lavazza opened Europe’s largest roasting plant in Settimo Torinese, from which the company’s Qualità Rossa blend was introduced in 1971.

Today, run by the fourth generation of the Lavazza family, the company is the seventh largest coffee roaster in the world and the retail market leader in Italy with more than 47 per cent of sales, employing 2700 staff in six production sites, four in Italy and two abroad, and sells coffee in more than 90 countries.

Travel tip:

Luigi Lavazza’s original store in Via San Tommaso is now a coffee shop and restaurant, aptly called San Tommaso 10 Lavazza. The café’s coffee corner is the place in which to taste the company’s major blends, while the restaurant at the rear, offering modern Italian dishes, almost doubles as a museum, with displays of photographs tracing the history of the company. Via San Tommaso is in the heart of Turin’s commercial centre, a short walk from the elegant grandeur of Piazza Castello.

Murisengo is in the hills to the east of Turin

Travel tip:

Murisengo, where Luigi Lavazza was born and grew up in the farming community, has a population of under 1,500 today but used to be much larger and was a thriving spa town in the 1700s, when visitors came to take the sulphurous waters from the Fontana Pirenta, which supposedly could cure gastric disorders and treat skin conditions.  The village, in the hills to the east of Turin at 338m (1,100ft) above sea level, also has the remains of a castle that originated in the early 13^th century.

More reading:

Michele Ferrero - the man who invented Nutella

How fruit farmer Karl Zuegg made a fortune from jam

Francesco Cirio - market trader who pioneered food canning

Also on this day:

1966: The birth of AC Milan footballer Alessandro Costacurta

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April Fools' Day - Italian style

What lies behind the tradition of Pesce d'Aprile?

The April 1 tradition in Italy is to stick
a cut-out fish on someone's back

Playing practical jokes on April 1 is a tradition in Italy in the same way as many other countries, although in Italy the day is called Pesce d’Aprile – April’s Fish – rather than April Fools’ Day.

It is said to have became popular in Italy between 1860 and 1880, especially in Genoa, where families in the wealthier social circles embraced the idea, already popular in France, of marking the day by playing tricks on one another.

The most simple trick involves sticking a cut-out picture of a fish on the back of an unsuspecting ‘victim’ and watching how long it takes for him or her to discover he had been pranked but over the years there have been many much more elaborate tricks played.

Often these have involved spoof announcements or false stories in the newspapers or on TV or radio shows, aimed at embarrassing large numbers of gullible readers, viewers or listeners.

One of the first such large-scale hoaxes took place in 1878, when the newspaper Gazzetta d’Italia announced the cremation of an Indian Maharaja was to take place in Florence, attracting a large crowd to Parco delle Cascine where a pyre had been built in preparation for a traditional Hindu funeral.  At the moment the hearse was due to arrive, groups of youngsters dressed as fishermen emerged from bushes and ran around the crowd shouting ‘Pesce d’Aprile’.

A Milan newspaper ran a hoax story
about horses needing tail lights

Another involved a spoof story that horses had to be equipped with tail lights, run by the Milan newspaper Le Notte in 1961, which prompted many Milanese to take their animals to garages for the lights to be fitted, only to be told by amused mechanics that they had been fooled.

And in 1993, posters appeared on the streets of Milan and Turin announcing a new road tax to be paid according to the bodyweight of citizens. Again a newspaper was behind the joke.

The oldest recorded mass deception is said to have taken place in Bologna in the 13^th century when the academic Buoncompagno claimed to have invented a flying machine which he promised to demonstrate on April 1 by making a flight across the city.  Most of the city’s population gathered to witness this phenomenon, but of course it never took place.

The origins of the tradition have been the subject of numerous theories.  Some link it to the Roman festival of Hilaria, which celebrated the coming of spring and ran until roughly April 1. Games and amusements took place, including masquerades, when people would don disguises meant to trick friends into believing they were someone else.

Others suggest it relates to the adoption of the Gregorian calendar in 1582, which moved a traditional New Year celebration of exchanging gifts from April 1 to January 1. In those days, of course, communications were somewhat slower and less reliable than today and many people continued to give presents on April 1. The story goes that those in the know would denounce those ignorant of the change as ‘April fools’ and make their point by handing over not a gift but an empty box.

The Roman general Mark Antony was said
to have been the victim of Cleopatra's prank

Likewise, there are many possible explanations for how the Italians (and the French) link the day to fish.

Some say it is linked to the astrological sign Pisces, the time period for which ends on March 20, others that the origin is in a prank played by Cleopatra on her Roman lover, Mark Antony, on an April 1 fishing trip.

The story goes that, so as to create the impression that he was an expert fisherman, Mark Antony instructed his slaves to dive beneath their boat and attach fish to the end of his line, making it appear he had landed a large catch.  But Cleopatra rumbled his deception. She challenged him to return to the same spot the following day to prove it was no fluke, but only after first instructing the slaves to attach a dead fish to his line, much to Mark Antony’s puzzlement and her amusement.

Another explanation is that the fish connection goes back to the Blessed Bernard of San Genesio, Patriarch of Aquileia in the 14^th century, who saved the life of Pope Clement VI after he choked on a herring bone on April 1.

In southern Italy, the word for dried cod fish – baccalà – is sometimes used in slang to describe a fool or an idiot, and supposedly used to be aimed in particular at fishermen who took to the sea in early April and returned to harbour empty-handed, not realising that it was too soon in the season for the fish to have arrived in the shallow waters offshore.

Small boats amount to three quarters of Italy's fishing fleet

Travel tip:

Italians consume more fish per capita than most Europeans, which means that, though in decline, the fishing industry remains an important part of the country's economy. The size of the total catch landed in Italian waters has dropped by more than 40 per cent in the last decade yet still added up to 191,700 tonnes in 2015. Of the national fleet of more than 12,000 fishing vessels, almost three quarters are small boats used to fish the waters close to the shore. Fishing takes place almost everywhere along Italy's 9,136km (5,677 miles) of coastline. The boats in the picture are on the island of Stromboli, off the north coast of Sicily in the Tyrrhenian Sea.

Travel tip:

The Parco delle Cascine (Cascine Park) is a monumental and historical park in the city of Florence, covering an area of 160 hectares (395 acres) in a long and narrow strip along the north bank of the Arno river, extending from the centre of Florence in a westerly direction until the point where the Mugnone river flows into the Arno. It was built originally as a farming and hunting estate for the city's ruling Medici family in the 16th century. 


More reading:

How Italy celebrates Christmas

Capodanno - the Italian New Year


Also on this day:

1946: The birth of football manager Arrigo Sacchi



(Picture credit: fishing boats by NorbertNagel via Wikimedia Commons)

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Enea Bossi - aviation pioneer

Claimed first pedal-powered flight in 1936

Enea Bossi emigrated to the United
 States after the First World War

Enea Bossi, the aviator credited - albeit disputedly - with building the world's first human-powered aeroplane, was born on this day in 1888 in Milan.

It was claimed that in 1936 Bossi's Pedaliante aircraft flew for approximately 300 feet (91.4m) under pedal power alone.

Piloted by Emilio Casco, a robustly built major in the Italian army and an experienced cyclist, the Pedaliante - or pedal glider - is said to have taken off and covered the distance while remaining a few feet off the ground, although in the absence of independent verification it is not counted as the first authenticated human-powered flight, which did not take place until 1961 in Southampton, England.

The following year, as Bossi attempted to win a competition in Italy offering a prize of 100,000 lire for a successful human-powered flight, Casco succeeded in completing the required 1km (0.62 miles) distance at a height of 30 feet (9m) off the ground.

The Pedaliante, which had been built by the Italian glider manufacturer Vittorio Bonomi, was disqualified, however, on account of having used a catapault launch to achieve its altitude. Bossi, in fact, was ineligible for the prize because he had taken American citizenship after emigrating shortly after the First World War, and the competition was open only to Italians.

Bossi was an aeronautical pioneer throughout his career.

Bossi's Pedaliante plane was powered by pedalling

He created the first Italian-designed aircraft, the first landing gear braking system and the Italian Navy's first seaplane. After moving to the United States, he built a seaplane for the New York City Police Department, the first to be deployed by the force. Later he designed the first aircraft made from stainless steel.

Bossi graduated from the Instituto Tecnico in Lodi, not far from Milan, in 1907, specialising in physics and mathematics. He had already become fascinated with flight after the Wright brothers’ Flyer became the first heavier-than-air machine to be airborne in December 1903.

He became only the second person in Italy to have a pilot's licence and, with the financial support of a far-sighted father who did not share the general scepticism about flying, set about designing a glider that could carry a petrol-driven engine.

Modelled on the Wrights' Flyer, the design won a silver medal at the first international aviation meeting in Reims, France, in 1908 and the plane was built in Bossi’s own factory the following year.

Bossi, his son Charles and the Higgins helicopter

In December 1909 it made its first successful flight. The same year, Bossi developed his braking system and the Italian Navy’s first seaplane.

The possibility of going to the United States came about after he began working as the Italian representative of Curtiss Aeroplane and Motor Company – based in Buffalo, New York - for whom he secured rights for the production of the Curtiss Model F by the Zari brothers, at their workshop in Bovisia, near Milan. The first of these was demonstrated to the Italian Navy on Lake Como in September, 1914.

During the First World War, Bossi served as both a bomber pilot and a flight instructor for the Italian Navy. The economic and social difficulties in Italy that followed the war persuaded him to move permanently to the United States in 1918.

Living first in New York and later in Montclair, New Jersey and Philadelphia, he was granted US citizenship in 1925.  He married Flora Kelher, a Swiss-German girl who was living in Connecticut, and they had two sons, Charles and Enea Junior.

Bossi at his desk in the United States in the 1930s

In the US, he worked on aviation fuel systems before, in 1928, he founded the American Aeronautical Corporation, based in Port Washington, New York, to build Savoia Marchetti seaplanes under licence and a considerable number of these were purchased by the police department of New York City.

In around 1930 Bossi moved to the EG Budd Manufacturing Company, where he built the first stainless steel aircraft, an amphibious biplane now preserved at the Franklin Institute in Philadelphia.

After his time back in Italy in pursuit of the human-powered flight prize, he returned to the US, where he built a helicopter prototype for Higgins Industries of New Orleans.

After retirement, he moved to with his family to Dayton, Ohio, where he died in January, 1963.

The Church of Sant'Ambrogio on Piazza Gramsci in Cinisello

Travel tip:

The first flight of the Pedaliante took place at an airfield juts outside Cinisello, nowadays a town of around 75,000 inhabitants called Cinisello-Balsamo.  It falls within the Milan metropolitan area, between Sesto San Giovanni and Monza, about 10km north-west of the city centre.  It is a pleasant town of which the Piazza Gramsci is the central square, overlooked by the 17th century church of Sant'Ambrogio.  Cinisello's Villa Ghirlanda Silva Cipelletti owned one of the first landscaped gardens in Italy. It now houses the Museum of Contemporary Photography.

The Piazza della Vittoria in Lodi

Travel tip:

Lodi, the city in Lombardy that was the scene of the first battle between the troops of the young Napoleon Bonaparte and the Austrians, retains a mostly Medieval layout, starting from the remains of the Visconti Castle, built by the ruling Visconti family alongside the city walls in 1370. The Piazza della Vittoria, ringed with colonnades and overlooked by the cathedral and the Palazzo Comunale, is the focal point.  Nearby, the churches of San Francesco and Sant’Agnese are worth a look, as id the 13th century church of San Lorenzo.

More reading:

From Rome to the North Pole - the historic airship journey from Ciampino airport

Aeronautical genius famed for helicopters and the Vespa scooter

How aviation made Camillo Castiglioni the richest man in Europe

Also on this day:

1939: The birth of Terence Hill, Venetian actor with an English name

(Picture credits: Lodi piazza by Gabriele Zuffetti via Wikimedia Commons)

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Karl Zuegg - jam and juice maker

Businessman turned family farm into international company

Karl Zuegg

Karl Zuegg, the businessman who turned his family's fruit-farming expertise into one of Italy's major producers of jams and juices, was born on this day in 1915 in Lana, a town in what is now the autonomous province of Bolzano in Trentino-Alto Adige.

His grandparents, Maria and Ernst August Zuech - they changed their name to Zuegg in 1903 - had been cultivating fruit on their farm since 1860, when Lana was part of South Tyrol in what was then Austria-Hungary.  They traded at local markets and began exporting.

Zuegg and the company's other major brand names, Skipper and Fruttaviva, are among the most recognisable in the fruit products market in Italy and it is largely through Karl's hard work and enterprise.

He was managing director of the company from 1940 to 1986, during which time Zuegg became the first drinks manufacturer in Italy to make use of the ground-breaking Tetrapak packaging invented in Sweden, which allowed drinks to be sold in lightweight cardboard cartons rather than traditional glass bottles.

The family business had begun to experiment with jams in 1917 when austerity measures in Italy were biting hard and there was a need to preserve food.  Rather than throw away overripe apples, the family turned them into jam.

The Zuegg logo is well known in Italian grocery stores

Their methods were successful with other fruits too and Zuegg jams went into mass production in 1923, achieving immediate success.

But it was not until Karl joined the board of the company in 1937 that the business began to expand on a large scale.

Under Karl's leadership, the Zuegg brand grew, with bigger production facilities and innovative technology. The company developed new products such as the Fruttino snack bar, a solid stick of quince jam enriched with vitamins that became a staple of children's school lunches throughout Italy.

The first Zuegg fruit juices arrived in 1954, with bottles of pear, peach and apricot juice soon becoming familiar items on the shelves of Italian grocery stores.

Fruit cultivation is an important part of Lana's economy

In the early 1960s, Zuegg intoduced the Fruttaviva jams, the first to be produced without the use of preservatives and dyes, and two years later, after opening a new plant in Verona - now the company's headquarters - became a supplier of fruit products for use in yogurt, pastries and ice cream.

It was in 1979, as Karl continually looked for innovations that would help grow the business further, that the company signed a deal for the Swedish company Tetrapak to supply its revolutionary cartons for Zuegg products.

Tetrapak's unique method, combining paper, polyethylene and aluminium, produced a lightweight packaging that not only kept fluids from leaking outwards. It also prevented bacteria from entering the product and, through the aluminium layer, protected the contents from deteriorating through exposure to light.

Selling drinks in these so-called 'briks' was a novelty in Italy and Karl Zuegg's vision made his company the market leader. Today, of course, such packaging is standard.

The original Zuegg headquarters in Lana

On the back of this success, Zuegg was able to open another Italian production plant at Luogosano, in the province of Avellino in Campania, in 1985.  Three years later, the Skipper line, selling 100 per cent pure fruit juices, was launched.

Today, Zuegg is an international company with six plants - two in Italy, two in Germany, one in France and one in Russia - and employs more than 500 staff.

As part of its campaign to promote healthy living, the company has a long history of sponsorship in sport, which has seen it provide financial backing for competitors in skiing and snowboarding, beach volleyball, basketball and tennis, and for two seasons promoted the brand as a main sponsor of Internazionale football club.

Karl Zuegg, who was made Cavaliere del Lavoro by the Italian government in recognition of his services to industry, died in 2005 in Lana, his home town, at the age of 91.  He is buried at the church of Santa Maria Assunta in Lana di Sotto.

Travel tip:

Lana is a small town and resort in the Adige valley in north-eastern Italy midway between Bolzano and Merano in the area of the Trentino-Alto Adige region also known as South Tyrol. The German influence on the area is so dominant that more than 90 per cent of the town's 12,000 residents speak German as their first language, and less than eight per cent Italian. It is popular with hikers and cyclists in the summer months, with a network of well defined cycle paths.  Lana is also home to the South Tyrol Museum of Fruit, which details the history of fruit cultivation in the area.

Hotels in Lana from Hotels.com

The Roman Porta Borsari in Verona is almost 2,000 years old 

Travel tip:

Verona is famous for the Arena, the Roman amphitheatre that stages open air concerts, and for Casa Giulietta, the house with the balcony said to be the one that featured in Shakespeare's Romeo and Juliet.  But there is more to the city's attractions.  In addition to the Arena, Verona is said to have more Roman ruins than any other Italian city and many are part of the everyday fabric of the city, including the Porta Borsari, with its two large arches and numerous smaller arches above, dating back to the 1st century, which straddles the entrance to Corso Porta Borsari, one of the city's main shopping streets.  There are many squares, including the charming Piazza dei Signori, which is surrounded by several fine buildings, including the Palazzo del Comune, the Palazzo Domus Nova and the Loggia del Consiglio.

More reading:

How Michele Ferrero's hazelnut spread became a worldwide phenomenon

Francesco Cirio and the canning revolution

A hotel empire that started with a single London coffee bar

Also on this day:

1940: The birth of F1 motor racing champion Mario Andretti

1942: The birth of record-breaking goalkeeper Dino Zoff

(Picture credits: Tractor in orchard by böhringer friedrich; Porta Borsari by Didier Descouens via Wikimedia Commons; Zuegg pictures from Zuegg company website)


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Vito Antuofermo - world champion boxer

Farmer's son from deep south who won title in Monaco

Vito Antuofermo won the European light-middleweight title
in 1976 and became world middleweight champion in 1979

Vito Antuofermo, who went from working in the fields as a boy to becoming a world champion in the boxing ring, was born on this day in 1953 in Palo del Colle, a small town in Apulia, about 15km (9 miles) inland from the port of Bari.

He took up boxing after his family emigrated to the United States in the mid-1960s.  After turning professional in 1971, he lost only one of his first 36 fights before becoming European light-middleweight champion in January 1976.

In his 49th fight, in June 1979, he beat Argentina's Hugo Corro in Monaco to become the undisputed world champion in the middleweight division.

Antuofermo's success in the ring, where he won 50 of his 59 fights before retiring in 1985, opened the door to a number of opportunities in film and television and he was able to settle in the upper middle-class neighbourhood of Howard Beach in New York, just along the coast from John F Kennedy Airport.  He and his wife Joan have four children - Lauren, Vito Junior, Pasquale and Anthony.

He grew up in rather less comfort. The second child of Gaetano and Lauretta Antuofermo, who were poor tenant farmers, he was working in the fields from as young as seven years old.

Antuofermo (left) in action against Britain's Alan Minter

Often travelling two hours even before starting work, young Vito would help to harvest grapes, olives and almonds, sometimes trudging along behind a mule-drawn plough attempting to break up sun-baked earth to prepare for planting crops.

It was physically hard work from which it was difficult for his family to make a living and after a series of severe droughts in southern Italy, they decided to move to the United States, where Lauretta had an uncle living in Brooklyn, New York.  Leaving Gaetano to follow later, she took her two oldest boys, hoping they would find opportunities for a better life. For Vito, one came along - although not in a way he had planned.

Picked up by the police with two other young men after a fight in the street, he was lucky that his arresting officer was a boxing fan and a friend of Joe LaGuardia, the ex-boxer in charge of the gym at the Police Athletic League. Instead of taking the three into the police station, the officer took them to the gym, instructing LaGuardia to “see if you can do something with them."

Vito Antuofermo in 2006 after his
induction to the Boxing Hall of Fame

LaGuardia saw potential in Antuofermo, who lacked physical strength but packed a good punch and never backed off his opponent.  He inspired him by talking about Rocky Marciano, another son of southern Italian immigrants, who was world heavyweight champion from 1952 to 1956, and Antuofermo became fixated with the idea of becoming world champion too.

As an amateur, he won the New York Golden Gloves championship in 1970, turning professional the following year after it became clear his status would not allow him to compete for Italy or the United States in the 1972 Olympics in Munich.

He began to rack up wins and good purses as a professional, even winning the approval of his father, who had initially opposed his ambitions to box.

Victories over former world champions Denny Moyer and Emile Griffith in November 1974 confirmed Antuofermo's potential, and he claimed his first major title by defeating Germany's Eckhard Dagge on his home soil in Berlin to become European champion in January 1976.

His reign was short-lived, the British fighter Maurice Hope taking the crown from him nine months later.  It was another British boxer, Alan Minter, who deprived him of his world title in March 1980, again after only nine months, although Antuofermo did have the satisfaction of making one successful defence, against America's Marvin Hagler, who would go on to beat Minter for the title in 1980 and hold on to it for seven years.

Antuofermo quit the ring after losing to Hagler in 1981 but make a comeback in 1984, winning four more bouts before defeat to Canada's Matthew Hilton in Quebec in October 1985 prompted him to retire for good.

Antuofermo played a bodyguard
in The Godfather Part III

After retirement, Antuofermo enjoyed success as an actor. He was picked for a small role in The Godfather Part III as the chief bodyguard of gangster Joey Zasa and was a mobster in the hit television show The Sopranos.  After Godfather star Al Pacino persuaded him to take acting lessons, he also landed a series of parts in theatre plays.

Never afraid of hard work, he was employed by the Port Authority of New York as a crane operator for a sizeable part of his fight career, while his business pursuits included stints working in marketing for Coca-Cola and for an Italian beer company, and running a landscaping company in Long Island.

Travel tip:

Often overlooked in favour of Lecce and Brindisi when tourists venture towards the heel of Italy, Bari is the second largest urban area after Naples in the south of the country. It has a busy port and some expansive industrial areas but plenty of history, too, especially in the old city - Bari Vecchia - which sits on a headland between two harbours.  Fanning out around two Romanesque churches, the Cattedrale di San Sebino and the Basilica of St Nicholas, the area is a maze of medieval streets with many historical buildings and plenty of bars and restaurants.  There is also a castle, the Castello Svevo.

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Bari's San Sebino cathedral by night

Travel tip:

Bari's more modern centre is known as the Centro Murattiano, or the Murat quarter, in that it was built during the period in the early 19th century in which Joachim Murat, for a long time Napoleon's most trusted military strategist, ruled the Kingdom of Naples, of which Bari was a part.  Set out in a grid plan between Bari's main railway station and the sea, the area is the commercial heart of the city and the home of the most prestigious shops, but also of a vibrant night life in a city with a large student population.



More reading:

Angelo Siciliano - the Brooklyn Italian who became Charles Atlas

How Bruno Sammartini dodged wolves and Nazis in Abruzzo before finding fame in the wrestling ring

Why charismatic Joachim Murat's life was ended by a firing squad

Also on this day:

1621: Alessandro Ludovisi becomes Pope Gregory XV

1770: The birth of classical guitar composer Ferdinando Carulli

1891: The birth of politician Pietro Nenni

1953: The birth of tragic missionary Ezechiele Ramin

(Picture credit: Hall of Fame picture by Chris Cassidy via Wimedia Commons)

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Corradino D'Ascanio - engineer

Aeronautical genius famed for helicopters and the Vespa scooter 

D'Ascanio (left) and Enrico Piaggio with the Vespa
scooter that made both their names

Corradino D'Ascanio, the aeronautical engineer whose design for a clean motorcycle turned into the iconic Vespa scooter and who also designed the first helicopter that could actually fly, was born on this day in 1891 in Popoli, a small town about 50km inland of Pescara.

The engineer, whose work on aircraft design during the Second World War saw him promoted to General in the Regia Aeronautica, was always passionate about flight and might never have become involved with road vehicles had he not been out of work in the post-War years.

His scooter would have been built by Lambretta had he not fallen out with the company founder, Ferdinando Innocenti, in a dispute over his design.  Instead, D'Ascanio took his plans to Enrico Piaggio, with whom he had worked previously in the aeronautical sector.

Piaggio saw in D'Ascanio's scooter an irresistible opportunity to revive his ailing company and commissioned the design, which became known as the Vespa after Piaggio remarked that its body shape resembled that of a wasp.

A 1949 model of the classic Vespa 125

After graduating in 1914 in mechanical engineering at the Politecnico di Torino, D'Ascanio enlisted in the voluntary division of the Italian Army entitled "weapon of Engineers, Division Battalion Aviatori" in Piedmont, where he was assigned the testing of airplane engines. He undertook a brief pilot training course but soon returned to engineering.

He spent a year working in America immediately after the end of the First World War. On his return to Italy he set up a company in partnership with Baron Pietro Trojani, a wealthy friend from Pescara province, with the sole aim of proving the viability of an idea first mooted by Leonardo da Vinci, namely that an aircraft could fly by means of a vertical rotating mechanism.

D'Ascanio achieved his objective in 1930 after his D'AT 3, commissioned by the Ministry dell'Aeronautica and which had two double-bladed counter-rotating rotors, successfully took off at Ciampino Airport, south of Rome, and made a flight lasting eight minutes and 45 seconds.

His ambitions to build more aircraft were thwarted by several factors.  Firstly, Mussolini's government wanted the aeronautical industry to concentrate on standard products and D'Ascanio's helicopter company collapsed in 1932.

D'Ascanio's D'AT 3 helicopter, which he launched
successfully at Ciampino airport outside Rome in 1930

He found employment with Piaggio only for their factory in Pisa to be destroyed during the Second World War.  After the conflict ended, the terms of the peace settlement included a ban on both research and production in military or aerospace technology in Italy for 10 years, which meant effectively that D'Ascanio was unemployable.

The offer to design road vehicles came from Innocenti and the Vespa would have been a Lambretta product had D'Ascanio been allowed to build it to his exact specifications. But Innocenti wanted the frame made from rolled tubing that he could produce in another of his factories.  D'Ascanio told him it was not suitable but he would not back down.

As a result, D'Ascanio left Lambretta for Piaggio, taking his design with him. The Vespa, with its aerodynamic body shape, enclosed engine and ease of mounting and dismounting, was a massive success.  Launched in 1946, it has sold approaching 20 million machines.

Gregory Peck and Audrey Hepburn famously careered
around Rome on a Vespa in Roman Holiday

Naturally enough, D'Ascanio was lauded for his design as the Vespa turned into a classic of Italian technology that appealed not just to buyers who wanted an easy means of two-wheel transport but to admirers of Italian style, particularly after Audrey Hepburn and Gregory Peck toured Rome on the back of one in the film Roman Holiday.

Yet he was deeply frustrated when Piaggio diverted resources away from the aeronautical section of his business in order to exploit demand for the Vespa.  Eventually, in 1964, D'Ascanio left to join the Agusta group, where he designed the ADA training helicopter, which was later modified for agricultural use.

Recognised for his achievements with the Order of Merit of the Italian Republic, D'Ascanio died in Pisa in 1981, aged 90.

The hilltop town of Popoli in Abruzzo

Travel tip:

Popoli is small town between mountainous L'Aquila and the coastal city of Pescara in the Abruzzo region. It consists mainly of rural housing but there are a few buildings of importance such as the beautiful 18th century church of San Francesco and the ducal Palace of the mid-14th century.  Much of the town was destroyed in Allied bombing raids in 1944, when its strategic position in a valley made it a target.

D'Ascanio's house in Popoli

Travel tip:

Visitors to Italy can learn more about D'Ascanio's work at to the Piaggio Museum at Pontedera, the industrial town in the province of Pisa in Tuscany, which is the headquarters of the Piaggio company, as well as of the Castellani wine company and the Amedei chocolate factory. D'Ascanio's house in Popoli is commemorated with a wall plaque.



More reading:

Why Enrico Piaggio switched from building aircraft to motorcycles

How Flaminio Bertoni created beauty on four wheels

When Ciampino airport launched a flight to the North Pole

Also on this day:

1690: The birth of virtuoso violinist Francesco Maria Veracini

1922: The birth of opera singer Renata Tebaldi

(Picture credits: Vespa 125 by Sailko; Popoli by RaBoe via Creative Commons)


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Flaminio Bertoni - sculptor and car designer

Visionary ideas turned Citroën into style icon

Flaminio Bertoni in his workshop

The sculptor and automobile designer Flaminio Bertoni, the creative genius behind the groundbreaking Citroën cars of the 1930s, 40s and 50s, was born on this day in 1903 in what is now the Masnago district of Varese.

Bertoni, who lived in or near Paris from 1931 until his death in 1964, designed bodies for the stylish Traction Avant luxury executive car and the enduring workhorse 'Deux Chevaux' - the 2CV - which became almost a symbol of France.

Yes both of these were eclipsed, some would say, by the brilliance of Bertoni's aerodynamic, futuristic Citroën DS - also known as 'the Goddess' - which was named the most beautiful car of all time by the magazine Classic and Sports Car and was described by the Chicago Institute of Design soon after its launch as among the '100 most beautiful things in the world'.

Bertoni was fêted in France, where he was made a Knight of Arts and Letters by the government of Charles de Gaulle in 1961 but it was not until almost 40 years after his death that his achievements were given recognition in his home country, where his son, Leonardo, set up a museum in Varese to celebrate his work.

Even as a small child, Bertoni's ambitions were clear. He immersed himself in books about his idols, Michelangelo and Leonardo da Vinci, from the age of six.

Bertoni's Citroën DS was named 'the most beautiful car
of all time' by the magazine, Classic and Sports Car

Although he would embrace car design with passion, his involvement with the nascent automobile industry came about by accident.  Having graduated from technical college in Varese, he was forced by the death of his father to look for a job rather than continue his formal education further.

It just so happened that the first offer of work came from a small car manufacturer in Varese, Carrozzeria Macchi, where he was taken on as a joiner's apprentice.  The company soon realised where his true talent lay, however, and within only a few years he was their head draftsman.

His first visit to France came in 1925, when he was invited to Paris following a visit to the Varese factory by some French engineers.  Bertoni met André Citroën and was impressed by his energy and forward thinking, yet at that stage wished to make his career in Italy.

Within six years, however, he had decided to make his home in Paris.  Having fallen out with Carrozzeria Macchi because his ideas were seen as too advanced, and when his mother made it clear she disapproved of his girlfriend, Giovanna Barcella, the lure of a new life in the sophisticated French capital, which was at the forefront of automotive design at the time, became too much to resist.

Bertoni's iconic 2CV remained in production for 42
years, with sales topping five million

When he and Giovanna stepped off the train at Gard de Lyon in October 1931 he had no job and she was already three months' pregnant but everything fell into place the following year. Two months after the birth of his son, whom he would name Leonardo in honour of Da Vinci, he was taken on by Citroën.

His first design triumph came in 1934 with the Traction Avant - literally 'front wheel drive' - which he presented to the company not as a design on paper but a fully scaled sculpture in plasticine.  The car had a lightweight all-metal body and a substantially bigger passenger compartment than was typical. It seemed certain to be a success but its development had been so expensive that the company was bankrupted soon after its launch.

Fortunately, the tyre company Michelin not only came to the rescue of the company but were keen to see the Traction Avant project realised.  Eventually, 750,000 were sold.

The next few years were difficult for Bertoni.  In 1936, dismayed at how little time her husband spent at home - while not working, he was exhibiting his sculptures and drawings and enjoying the Paris nightlife - Giovanna returned to Italy, taking Leonardo with her.  After the outbreak of the Second World War, he was twice interned as an alien, although on each occasion he was quickly released.  He also spent a year in hospital after a serious motorcycle accident, although he put the time to good use by studying for an architecture degree.

Once recovered, he took Citroën's plans for what was originally named the TPV - a 'tres petite voiture' to rival the German 'people's car', the Volkswagen - and developed the distinctive bodywork lines that would instantly set apart the fabled 2CV.  Conceived at first as a purely functional vehicle aimed at agricultural workers, it would in time become a French icon.  Launched in 1948, it remained in production for 42 years, selling more than five million.

The 1930s luxury saloon the Traction Avant was
Bertoni's first major success designing for Citroën

By now married for the second time, to the dancer Lucienne Marodon, he followed the 2CV with a car aimed at a much different market as France recovered from war keen to reconnect with its opulent past.  The Citroën DS - the letters were a play on the French word 'Déesse', meaning Goddess - was unveiled at the Paris Motor Show in 1955, where visitors were wowed not only by the beautiful sculpted curves of the car's superstructure but by its hydro-pneumatic suspension, front power disc brakes and power steering. It was hailed as 'a magic carpet ride' and 12,000 orders were placed on the opening day.

Bertoni created one more fine car, the Ami 6, and also managed to put his architectural skills into practice in the United States, where a system for building houses designed by Bertoni enabled 1,000 homes to go up in 100 days at a project in St Louis, Missouri.

He frequently exhibited and won prizes for his drawings and sculptures both in Italy and France.  The imposing Monument to the Fallen in Varese's Piazza della Repubblica was in part sculpted by Bertoni, working for Enrico Butti.

Bertoni, who always walked with a stick after his motorcycle accident, which left him with one leg shorter than the other, died in Paris in 1964 after suffering a stroke.  His second son, Serge, from his marriage to Lucienne Maradon, passed away a few years later, the victim of a road accident.

Travel tip:

Leonardo Bertoni, who died in 2015 at the age of 82, campaigned for the last 15 years of his life to see that his father's memory was preserved in his native country, setting up a museum in Varese to celebrate his work.  The museum has since closed but the exhibits are now on display at the Museum of Transport at Ranco, about 20km west of Varese on Lake Maggiore.

The Estensi Palace and Gardens in Varese

Travel tip:

Varese is a pleasant city in northern Lombardy overlooking the lake of the same name, situated about 20 minutes from Milan Malpensa airport and about 55km (34 miles) from the city of Milan.  The city is small enough to get around on foot, with attractions such as the central Piazza Monte Grappa, the Basilica San Vittore and the spectacular Estensi Palace and Gardens within a short distance of one another.

More reading:

Battista 'Pinin' Farina - Ferrari's design mastermind

Vittorio Jano - engineer who created Ferrari's classic V-8 Dino engine

How industrialist Enrico Piaggio gave Italy the Vespa motor scooter

Also on this day:

967: Death of San Pietro Orseolo, doge of Venice

(Picture credits: Citroën DS by Alexandre Prévot; 2CV by Croquant; Traction Avant by Abrimaal; Estensi Palace by Docfra; all via Wikimedia Commons)

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