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"Wavertree / Don Ariano N"

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El Wavertree en South Street Seaport, antes del huracan.

Carlos Mey, Agosto 2014. Imagenes a color: Carlos Mey Blanco y negro:segun el autor identificado. Fuentes: "The Wavertree. an ocean wanderer",Peter Stanford South Street Seaport. Hernan Alvarez Forn: Espinazos de pescado, Wavertree,  Alan Villiers y otros.

Ver tambien La Cronica del Wavertree

La historia del WAVERTREE la comencé a conocer a través de un articulo de Hernán Alvarez Forn (Hormiga Negra), publicado en el diario La Prensa en 1970, con una foto del buque en Buenos Aires.. Comencé a  buscar datos y me di cuenta que habia fotografiado a ese buque, ya restaurado, en el South Street Seaport hace varios años. Luego de un huracán donde se anegó con mas de dos metros de agua toda esa zona, el South Street Seaport cerró sus puertas y  el mantenimiento de sus buques sufrió bastante. Inclusive el imponente PEKING está a la venta, ya que es imposible para ellos mantener en buen estado dos buques de tal porte y edad.

Pero la buena noticia es que se ha decidido mantener al WAVERTREE y su restauracion, por lo que un pontón arenero que estuvo en Buenos Aires por muchos años, será regresado a su estado inicial y mantenido para futuras generaciones. 

Su historia completa siempre me intrigó, ya que la conocía muy parcialmente, pero habiendo hallado el libro "An Ocean Wanderer" en la biblioteca del Museo Naval de la Nacion no resistí la tentacion de copiar sus páginas y principales detalles para compartirlo en Histarmar. No he  colocado la historia de uno de los viajes, por su capitán George Spiers, ya que era demasiado extenso y tampoco quiero tener problemas de copyright, por lo que he transcripto en su idioma original los datos e imágenes principales, ya que su traduccion me demandaría demasiado tiempo. Pido disculpas por ello. Sí he traducido los comentarios a cada imagen. Espero lo disfruten. Carlos Mey- Agosto del 2014.

El Wavertree en Cabo de Hornos.

El Wavertree se esta ganando su sustento aqui, con su gran proa metida en el mar y la guardia subiendo a los palos para aferrar velas, con el Cabo de Hornos que apenas se ve detras. Este era la prueba para los veleros oceánicos, pasar el rocoso Cabo que llega muy al Sur hacia la Antartida en los mares ventosos del Oceano del Sur, que circula alrededor del mundo sin interrupcion de tierra. En estas aguas el Wavetree se encontro con el desastre en 1910. Habiendo perdido sus palos y aparejo, logró llegar a las Malvinas, adonde fue salvado por el remolcador Samson en Navidad.

 

 

 

The Long Life and Survival of an Ocean Wanderer

In the early 1870s," writes Commander R. Leyland ,(Sea Breezes, October, 1952.") my father, the late Ralph Watts Leyland, and his brother, the late George Leyland, decided that they wanted to become shipowners, and they forthwith set to work to build up a fleet of sailing ships which were to become known all over the world."

At first the ships were individually owned by separate companies, with individuals taking up 64th shares. In 1876 the company acquired its first ship, the little iron bark Doxford, built in 1868. Other ships were added, and by 1882 Leyland and Company began building their own ships.

They proceeded with almost biblical simplicity, building only full-rigged ships because that was what they believed in. "During the late 1870s, the 1880s, and the early 1890s, trade with these big sailing ships prospered, and the shareholders got a very fair return," observes Commander Leyland.

They ran their ships in the old-fashioned way. Partners involved themselves in the details of bargaining for cargoes and accounting for stores. And they adhered to certain standards. "Leyland's of Liverpool," notes Captain Holmes in his Voyaging, "were the last sailing-ship firm to insist that all their Captains wear full gold-braid uniforms and if any Master appeared in their office in ordinary dress he was fired instantly."

The year 1885 was a banner year—they built four big ships, the Fulwood, Halewood, Grassendale, and Woolton, and they ordered another, to be called Toxteth—but this ship, a sister to the Fulwood, was sold before completion to Chadwick & Pritchard, who sailed her as Southgate until 1888, when Leyland Bros, bought her back. Leyland Bros, renamed her Wavertree, in keeping with the company's practice of naming their ships for suburbs of their home port in Liverpool.

El Fulwood, gemelo del Wavertree.

El gemelo del Wavertree corre liviano ante una leve brisa, cerca de Australia. Los marineros llamaban a ésto "clima de soldados", usando el apíteto tradicional para cualquier cosa facil o lenta. Originalmente, el FULWOOD llevaba un sosobre mayor, una vela cuadra al tope del palo mayor, pero aqui, al final de su vida, esta aperejado igual que el Wavertree, con velachos dobles sobre las mayores, enormes juanetes "asesinas" sobre ellas y sobrejuanetes al tope. El Fulwood se perdio con toda su tripulacion en 1919, poco tiempo despues que se le tomara esta foto.

El Leyland Brothers en Portland.

La bandera de la armadora Leyland se mueve al tope del palo mayor en el humedo viento que empuja de popa, mientras el buque espera la marea, cerca del año 1907. Construida en 1886, un año despues del Wavertree, el Leyland Brothers tenia cinco pies mas de esloras, dos pulgadas menos de manga y menos calado, con un registro de unas cien toneladas mas. Estaba aparejado para llevar un sosobre en el palo mayor, y una vez hizo la carrera entre Londres y Melbourne en un tiempo de 90 días, como un clipper.

La transformacion del Leyland Brothers.

Su larga proa ha sido recortada, una moderna superestructura agregada al medio y a popa, pero este es el mismo casco del antiguo Leyland Brothers. Otros de su clase fueron hundidos por minas en la 1° GM, hundidos como rompeolas en Chile o Canada, incendiados, naufragados o "se perdieron" con toda la tripulacion. Para la decada de 1960 solo quedaban el Wavertree y el Leyland Brothers de toda la flota de los hermanos Leyland. vendido a Portugal en 1910 y rebautizado Empreza Nacional el Leyland Brothers quedo como ponton despues de sólo dos años de navegar a vela. En 1944 el ponton volvió a la vida como el B/M NACALA. Aqui se lo ve en los Tagus Roads, cerca de Lisboa, en 1964, pero su metamorfosis no lo salvo, en 1967, a la edad de 81 años, fue desguazado.

El Toxteth en Antwerp.

Este gran buque llevaba el nombre originalmente asignado al Wavertree. Construído en 1887, tenia un puente a media eslora, una variacion de la antigua costumbre de guiar el buque desde la popa, lo cual se volvió comun en los años siguientes.. En esta estructura estaban las cabinas del capitan, oficiales y tripulantes y la llamaban Liverpool house. Como la mayoria de los buques de Leyland, lleva un sosobre en el palo mayor y aqui aparece muy  bella, tirada por un remolcador, mientras de desliza por las aguas del Schelde, cerca de Antwerp. Se perdio con toda su tripulacion, presumiblemente cerca del Cabo de Hornos, en 1908, dos años antes que el Wavertree casi sufriera lo mismo.

  Other ships built after the Wavertree were the Leyland Brothers (1886), Toxteth (1887), the huge four-masted ship Liverpool (1889), the twins Speke and Ditton (1891) and, last of the series, the Riversdale in 1894.

La pérdida del Speke

La carrera de 14 años del Speke termina en las rocas de la costa asutraliana. Su gran tamaño contribuyó a su perdida. Tomado en un curso falso en su viaje desde Sydney Heads a Melbourne en Febrero 22 de 1906, no pudo ser dominado en fuertes vientos y mar. El capitan Tilston, que habia sido Master en el Wavertree anteriormente, trató de largar el ancla, que fue perdida, la otra garréo y el enorme buque fue tirado a la costa en Kitty Miller´s Bay. Se operdió un hombre al volcar el bote salvavidas, el resto se salvó..

They were ocean wanderers, known to most of the major seaports of the world. The Wavertree went to Hamburg, Antwerp, Dunkirk, to India, South Africa, Mauritius, Australia, and to South America and the U.S. West Coast ports; and she is one of the last survivors of the great full-rigged ships that came to New York in the nineteenth century.

The Ditton out of water.

T. R. Oswald, , el constructor del Wavertree, se mudó de Southampton a Milford Haven en 1891, cuando botaron al DITTON. Un poco mas grande que su casi gemelo Speke del mismo año, era el mayor tres palos navegando bajo bandera británica. Casi un tercio mas largo que el Wavertree, el DItton llevaba la inmensa carga de 4.500 tons. Llego a la fama cuando abordó dos buques en Newcastle, N.S.W. en 1902, con la perdida de un tripulante en el bauprés. Una vez reparado, abordó otros dos buques mas al salir. Finalmente naufragó, bajo bandera y dueño noruego y con el nombre de Bragdo, el 2 de Noviembre de 1921 en la costa de Noruega. En esta imagen, viente años antes, esa en una magnifica fotografia en el dique seco de W. A. Boule's Marine Railway en Oakland Creek.

The Leyland ships differed from the last generation of sailing ships—the twentieth-century grain ships in which Captain Villiers sailed—in their towering rig, topmast doublings, huge single topgallants (24-feet deep) and other surviving practices from the wooden ships of a generation earlier, the ships which fought and lost the battle with the steamer in the first-class passenger and carrying trades. The Leyland ships were built to a distinctive style. The Wavertree and Fulwood had long bow overhangs (longer, for instance, than the Allerton, a Leyland ship of the preceding year) and a remarkably bold, sweeping sheer. Later ships in the series were built with the Liverpool house, a bridge structure in the middle of the ship, which ended the ancient practice of quartering officers aft and steering the ship from the poop. The Liverpool inaugurated this practice in the Leyland fleet.

Commander Leyland describes the Wavertree as "quite a fast ship under favorable conditions, and," he adds, "I remember we used to log as much as 15 knots with a strong wind of say force 6-7 on the quarter." That was in a voyage he made in her in 1899-1900. Toward the end, when she was ill-manned and worse-equipped, her passages were slow. Each ship had her own character; Leyland notes that the Wavertree's was to frighten fish—"so much so that it was almost impossible to catch one when at sea."

In the early 1900s the Leyland Company began to add tramp steamers to their fleet. "During the years 1906-1910, things were getting very difficult for sailing ship owners," Commander Leyland notes.

In 1910-1911 Balph Leyland fell ill, and the company passed out of family hands. Most of the ships, including the Wavertree, had already been sold. The Ditton went for $25,000, probably less than one-tenth her original cost in this era. (She was bought back by another firm in World War I, for about £55,000, or about what she cost to build.) The days of the Leyland sailing fleet had ended.

The Leyland ships were scattered and, in die course of time, destroyed. Some set sail and went missing with all hands: The Grassendale (she of 1882, not the ship of 1885) went in 1884, last spoken off Anjer on August 30; the Woolton, of Wavertree's year 1885, vanished at sea in 1893; Toxteth, built two years after the Wavertree, went missing on a Cape Horn voyage in 1908; the Fulwood, Wavertree's sister ship, survived World War I under Norwegian ownership and then was lost at sea with all hands between Buenos Aires and Korsor in 1919.

"I remember the Fulwood well, before she sailed from Melbourne on the voyage when she went missing," writes Captain Villiers; and he adds in a sentence that sums up the glory and difficulty of these great ships: "I thought her a handsome full-rigger as a boy: but I didn't appreciate the finer points about those man-murdering huge single t'gall'nts at that time."

Others were wrecked or burned or scrapped. The Liverpool went irrecoverably on the rocks at Alderney, en route Antwerp-San Francisco, in 1902, but all hands were saved. (Commander Leyland felt that some sardine cans found by a friend picnicking on the beach nearly fifty years later were from this wreck.)

The graceful Allerton, Wavertree's near sister, was sold to Chile for £.2,600 in 1910 and converted to a hulk. Riversdale, last of the fleet, lies today on the inshore side of Vancouver Island, "where she is beached as a breakwater behind which logs are herded by small tugs," Karl Kortum, Director of the San Francisco Maritime Museum, tells us.

El Allerton, cuasi-gemelo del Wavertree, en New York.

Amarrado en el puerto de South Street hace mas de 75 años, el ALLERTON muestra los detalles de un buque de la Leyland construido en Oswald, el astillero de Mordaunt en 1884, un año antes del Wavertree. El casco redondeado de la popa esta diseñado para descargar la solas entrantes de popa. Este es el puesto de comando del buque. Las cabinas de los oficiales y el salon pricipal estan debajo bajo una claraboya que provee aire y luz en todo tiempo, excepto el peor. Un hombre esta a la rueda del timón en clima normal, dos en tormenta, bajo el ojo vigilante y constante del jefe de guardia, que esta en cubierta observando todo el conjunto de aparejos y velas frente a él.

Vista de la cubierta a bordo del Milverton.

Aqui se ve la cubierta de un buque construído en el astilero de Oswald, Mordaunt. Construído en 1886, un año ma starde que el avertree, era muy parecido en tamaño y aparejo. Las limpias cubiertas, pulidos bronces y elegante trabajo en madera de caoba visibles aqui habla de una orgullosa tradicion. En esta foto, tomada cerca del fin de siglo, se siente la presencia de aquellos fantasmas condenados, desventurados, pero alegres, como los llama Karl Kortum, que eran los tripulantes de estos viejos buques de Liverpool. El MIlverton consiguió algunos rapidos viajes en su vida, incluyendo Londres a Aelbourne en 89 días, cuatro menos que el Wavertree. Fue comprado por Finlandeses en 1914 y desguazado en 1925.

In the spring of 1967 the Leyland Brothers of 1886, her stout iron hull unrecognizably converted to a motorship with plumb stem, midships superstructure, and no vestige of her old sailing-ship rig, was scrapped in Portugal. That left only one ship surviving of all this proud line of great full-rigged ships: the Wavertree, earning her living under the ownership of Sr. Numeriani, as a work-worn, graceful sand barge, in die narrow, wreck-encumbered River Riachuelo, in the old port of Buenos Aires.

How did the Wavertree come to this backwater and this quiet life?

Her twenty-five years under canvas at sea are recapitulated in the chronicle which follows, a record marked by arrivals and departures, and casualties suffered in the course of duty.

Captain Spiers's narrative of a voyage in 1907-1908 covers the ship's last completed voyage under sail. She was sailed under short canvas, with patched rigging, with a Captain whose conduct reads almost incredibly.

Captain Villiers offers this reading of his competence:

"He was a good working seaman, I'd say—look how he handles the sails, doing the mates' work—but obviously a thoroughly bad sailing-ship Master. His neglect of the ship when she dragged, his hoist of the wrong signal (and how elementary an error that was any sailor should have known), his thoroughly rotten passages (at a time when other ships were doing well enough), his bad crew relations—these condemn him."

Karl Kortum defends the Master's Scottish "thruft." A veteran of forecastle revolt and quarterdeck service, Karl comes to this hard finding: "His parsimony and stratagems are almost beyond understanding to Americans in the affluent age, but they were characteristics of these years that were 'getting very difficult for sailing-ship owners,' as Commander Leyland puts it." 1

More important, says Karl, the Captain emerges as a leader: "He doesn't want to hail another ship in the equatorial calms and pay for food, and he damned well doesn't. He doesn't want to pay the tug's price, and he doesn't. The crew may curse, but crews have always cursed; the point is that they do what the Captain wants. And that is what Captains are for."

The man lives in Spiers's tale. Spiers gives him, because he must, the tribute of respect. The careful, close observation of character in this story takes it out of the category of journalism, and makes it a narrative that will live like that of Edmund Coxere or John Nichols, Mariner, or the educated journal of Richard Henry Dana. Spiers's narrative recreates a world that makes it easier to understand the ship today.

After Spiers's narrative ends, with the challenged paying-off in July 1908, . the Wavertree was damaged by collision with a steamer in October; and through 1909 she lay idle.

In 1910 she set out on her last voyage under sail. Buffeted by gales off Cape Horn, she put into Montevideo damaged, was repaired and went back to face the Horn again. She next appears in the Falkland Islands in December—dismasted and smashed up, as Captain Villiers relates in the Foreword to this book. She had met misfortune at the hands of the sea before—with cabins washed out, men lost—but this was the end of her career as a sailing ship.

El Wavertree desarbolado en 1910 en Malvinas.

El gran palo mayor esta caído, cortado a la altura de la cubierta. Vergas que pesan dos teneladas cada una estan mezcladas con pesados aparejos sobre los dañados baluartes. El buque ha regresado hacia Stanley luego de enfrentar una terrible paliza en el Cabo de Hornos. El buque y sus tripulantes tienen suerte de estar vivos. Este es el final de la carrera del Wavertree como un velero. Volverá al mar al final de un remolque, para ser llevado a traves de Magallanes, detras de Hornos, hacia Punta Arenas en Chile. Esta fotografia por R. J. Dettleff muestra el horror del desastre en el mar ientras está aun fresco, con el buque un desastre y varios de sus tripulantes en el hospital con costillas y piernas fracturadas. Hacia Babor se ve el magnifico vapor de hierro de VBrunell, el Great Britain. Tambien castigado  en el Cabo de Hornos en ruta a Panama con carbon galés, en 1886 tomo refugio en las Malvinas donde estuvo muchisimos años, hasta que fue rescatada, restaurada y llevada a su dique de origen e Bristol. Su ultimo capitan, Henry Stap, tomo el comando del Wavertree en 1903.

On April 30, 1911 she departed under tow for Punta Arenas where she began her fifty-seven-year career as a hulk. There she lay as a storage ship with other hulks that gathered in the Straits of Magellan as the sailing

El Wavertree en Punta Arenas, 1946.

El enorme casco gira en torno al ancla como lo hizo por casi 37 años, golpeado por las galernas que barren las heladas aguas del estrecho de Magallanes. Se ven aqui los resultados de haber sido desarbolado en el Cabo de Hornos. El palo mayor ha sido reemplazado por uno mas liviano de trabajo. El trozo del mesana aun esta en su lugar en esta foto tomada por Oswald Wegmann en 1946. Dios años mas tarde sería remolcado a Buenos Aires para tomar su carrera como un ponton de arena alli. Otros veteranos terminaron sus días en este lugar lejano, y el último de ellos, el Andalucia ex-Ville de Mulhouse de 1899, que sirvio como el Wavertree como un ponton de almacen de lana y que luego fuera transformado en el Andalucía/   Alejandrina  /  Andrina.

These ships were driven from the seas. By the end of World War II only she and two others were left—the Andalucia ex-Ville de Mulhouse, and Alesandrina, each carrying up to 20,000 bales of wool from the vast sheep farms of the Menendez family.

In January 1948 she was towed round to Buenos Aires, apparently for scrapping. But she was instead bought by Alfredo Numeriani, and converted to a sand barge. He renamed her Don Ariano N. for his father.

El Wavertree como ponton en 1967.

Aqui está el viejo buque como lo encontró Karl Kortum, a principios de 1966, descargando 2.000 toneladas de arena sacadas del forndo del Rio de la Plata, entre el ruido de los enormes cucharas. Sin su bauprés, su mascaron de proa, etc., el gran casco de hierro muestra su poder y proposito en cada línea, como lo hizo en sus dias de aguas saladas cuando fue fotografiado en San Francisco casi 70 años antes. Sus tripulantes aun tienen orgullo de él; en este puerto de pontones y buques abandonados, aun lo llaman "el gran velero".

Nearly twenty years later she was rediscovered in Buenos Aires by Karl Kortum. Let Karl speak of this moment:

In February of 1966, I found myself in Montevideo, at the home of the lately deceased chronicler of River Plate hulks, Captain H. Daniel, once second mate of Masefield's Wanderer of Liverpool. Captain Daniel and I had corresponded and the Montevideo historian had listed surviving sailing-ship hulks in different occupations, Wavertree among them. But that had been years before; by the time I arrived on the scene the list had thinned almost to extinction.

Montevideo offered nothing. I crossed to Buenos Aires. The marine surveyors of the port knew of no hulks; they sent me to the Prefectura Maritima, where I eased by a naval rating with a sub-machine gun in his arms to parley with a Berlitz Spanish phrase book my difficult message. A lieutenant sent me to the Boca, where the tug boats tie up. They would know about barges there.

Three Italians on the bridge of an antique steam tug were willing to help, but the language barrier intervened. I had a copy of an article by Captain Daniel: "The Bay of Dead Ships." By chance the frontispiece was Wavertree. The tug men did not know her, but they got from the picture the idea that a sailing ship was being pursued. They pointed to a spot on a map where a bridge crossed the estuary Riachuelo.

On the third day of the search, I went there by bus. There was nothing but a rusty old steamer hull, waiting to be scrapped. I started back towards the city along the shore of this industrial stream. I came to the sand and gravel piles from which Buenos Aires' distant skyscrapers are assembled. The sand came from hundreds of miles up river. Turning a bend, I saw the craft that brought it ... a sailing ship!

Or what had been a sailing ship—black hulled, deep sheered, fore and mizzen lower masts still in place. Clamshell buckets were clanging in her hatches; she was in use, cared for, in a way alive.

Una vista de la cubierta del Wavertree en 1967.

Aqui esta en Buenos Aires como el ponton arenero Don Ariano N.  Esta en el Riachuelo, un lugar de buques olvidados. Su castillo de proa ha sido cortado, enormes bandejas de acero estan en las bodegas que llevaron diversas cargas en sus dias de vela. El fuerte casco aun esta bien, las cabinas bajo la cubierta de popa se conservaro y los palos trinquete y mesana aun estan sobre la gracil curva de la cubierta que sube hacia proa. Parado en su cubierta, el visitante mas casual se puede dar cuenta que este gra casco fue hecho para horizontes mas amplios que el que esta.

Who was she? I quickened my pace until now I was abreast of her, separated only by the oily and Styx-like waters of the Riachuelo. Where brass letters spelling a name had once attached to her beakhead now only rivet holes and faint strokes of corrosion remained. But a pattern could be coaxed out of these graffiti—W . . . a V, a T, a recurring E. I played anagrams with the gaps. W-A-V-E-R-T-R-E-E. Wavertree!

Many men went to work to save the ship. William Swigert, President of the Pacific Bridge Company, then putting together historic ships for the Pier 49 development in San Francisco, generously released the ship for South Street, flying east to herald Karl's discovery.

El Wavertree y el remolcador Labrador, 1968.

Las sucias aguas del Riachuelo giran en torno a la alta proa del buque, mientras el remolcador lo gira hacia la corriente. El Wavetree ha estado siete años sin moverse de alli. Su ancla, la misma que llevaba cuando navegaba a vela, esta aun mojada por el barro de este rio, donde tantos buques se oxidaron y perdieron. La proa del Wavertree, castigada y despojada de todo menos lo esencial, deja el Riachuelo para comenzar un nuevo viaje hacia la historia.

Captain Thomas Thomas, in Buenos Aires, first called the ship an "ocean wanderer," in a fine appreciation he wrote for us. A mariner-scholar, Captain Klebingat on the U.S. West Coast, learned from his friend, the collector A. D. Edwardes, in Glenunga, Australia, that a Wavertree manuscript had been written by his old friend Captain Spiers. Photographs were found in England, San Francisco, and New Zealand. Os Brett, Marine Artist, asked his friend Captain Villiers to write an appreciation of the ship—a piece of work that no other man could do as Villiers did it. George Campbell, architect of the Cutty Sark restoration, went to work on drafting and survey requirements. Charles Lundgren, Art Director of the South Street Seaport, urged the newly formed South Street group to take on this ship (the writer will never forget his three-word answer to the question as to why this distant, expensive hulk had been chosen before easier game: "She is beautiful"); Melvin Conant, Chairman of the Ship Lore and Model Club, held us to that resolve; Monk Farnham, Editor of Boating dug and probed tirelessly until we had a workable plan to save the ship.

El Wavertree deja el Riachuelo.

El casco vacío esta por encima de los edificios de la Boca, el antiguo puerto de Buenos Aires, mientras el Wavertree deja el Riachuelo bajo remolque, el 30 de Noviembre de 1968. Los grandes veleros llevaban carga allí hasta 1957, cuando el gran cuatro palos aleman PAMIR y el PASSAT pasaban port Argentina cargando trigo. Los seguidores del Rio de la Plata contaron muchos cascos de grandes veleros que terminaron sus días en Buenos Aires o en Montevideo. El Wavertree sobrevivió. El enorme casco que le fué util hasta despues de sus días de vela, aun en buena forma, se mueve a aguas profundas otra vez.

Charles Crocker, then Director of Operations for Moore-McCormack in Buenos Aires, conducted with consummate skill the intricate negotiations necessary to acquire the vessel. John Davies, head of The American Bureau of Shipping there, offered invaluable counsel and helped guide the work of restoration which proceeded under the direction of Captain Juan Jose Devalle, a man of generous vision with an unerring eye for detail.

But none of these endeavors would have saved the ship without the leadership of Jakob Isbrandtsen, Chairman of the South Street Seaport, a rare and patient commander.

By his gift, the Wavertree comes to us as a permanent waterfront installation of South Street Seaport in New York City.

What can the Wavertree say to us now, at the end of her long, useful, intensely honorable career? Only what the breezes whispered to her, what the gales yelled at her, what the seas taught her from the day she first broke out her topsails and leaned to the burden of wind in stiffening canvas, in a world whose winds and sunlight seem further than eighty-odd years away: that things are not easy on this planet of ours, that security is fought for, not given, and that we had all better learn to haul together, brother, for the ship's sake if not for our own. That is how she was sailed.

Peter Stanford South Street Seaport

 

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