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The '''''Potosi''''' was a ''monstrous''<ref>''this process of experimentation, which culminated in two monstrous sailing ships: the 4,029-ton, five-masted barque Potosi, launched in 1895, and the 5,081-ton, five-masted, full-rigged ship Preussen in 1920. Regardless of the sailing cruise liners of recent times, these two Laeisz ships remain the last word on square rig. Operational lessons learned by the company and its shipmasters through routine roundings of the Horn benefited the new vessels and led to increasingly efficient voyages. By the early 1900s, Laeisz had come to favor the four-masted barque of around Pamir's size. The P-Liners employed a number of innovations to make them stronger, safer, and more efficient than other ships of their type. Steel hulls and spars and wire standing rigging enabled the vessels to be driven hard. None of the four- or five-masted Laeisz ships ever foundered or was dismasted in a Cape Horn storm in the course of countless voyages. Safety nets helped prevent crew from falling overboard. A midships bridge deck provided an elevated working platform to break the force of boarding seas and diminish the volume of water on deck at any given time. Laborsaving devices such as the Jarvis brace winch made it possible to brace the yards with only one watch. Such improvements increased efficiency while reducing injury and crew size. The effectiveness of the Flying P-Line lay not only in the construction of the vessel but also in their management.'' – Daniel S. Parrott: , McGraw-Hill Professional ISBN 007143545X</ref> five-masted steel ] built in 1895, designed by the German sailing ship company ] to withstand rough weather<ref>1890: ''At the end of the 19th century sailing ships and steamships are in equal use with the number of large sailing vessels on the decline. Yet not for the F. Laeisz shipping line whose famed sailing ships will continue to race around Cape Horn for another four decades. Even today, the "Flying P-Line" sailing ships are world-renowned.''<br>1895: ''The ultimate of the "Flying P Liner" sailing ships, the POTOSI, is a five-masted ship designed to withstand rough weather. It completes two round trips to Chile per year.'' - </ref> as encountered around ]. According to Laeisz'<ref>''built in Germany for Reederei F. Laeisz for its famous Flying P Line'' - Peter D. Jeans: ''Seafaring Lore and Legend: A Miscellany of Maritime Myth, Superstition'' </ref><ref>''principally through the vision of the German shipowner Ferdinand Laeisz with his famous Flying "P" Line'' - Rigel Crockett: ''Fair Wind and Plenty of it: A Modern-day Tall Ship Adventure‎'' </ref><ref>''part of the latter's famous Flying P Line'' - Max Wood ''Sailing Tall: Around the World on the Square-Rigged Passat (1946-1948)'' </ref><ref>''the famous Line of the Flying P' nitrate ships out of Hamburg, from the House of Laeisz.'' - ] ''Pioneers of the seven seas‎'' </ref> '']''<ref>''Without doubt, the most successful fleet of sail-driven ships ever assembled under one flag were those operated by Ferdinand Laeisz of Germany. ... few sailing ships were built in Britain that could equal the size, power and strength of the Laeisz 'P' Liners, as they were called ... the nickname 'Flying P Line', which referred to the speed and power of the ships as much as to their names.'' - Robert Carter: ''Windjammers'', Rosenberg Publishing Pty, Limited, 2004, ISBN 1877058041 </ref> tradition she was given a name beginning with P, after the eponymous ]n town of ] (the highest city in the world).<ref>{{cite web|title=Potosi – Bolivia City Guide|url=http://www.boliviaweb.com/cities/potosi.htm|accessdate=2008-09-28|publisher=Bolivia Web|year=1995–2007|work=Bolivia Web Interactive}}</ref> The '''''Potosi''''' was a ''monstrous'' five-masted steel ] built in 1895, designed by the German sailing ship company ] to withstand rough weather<ref>1890: ''At the end of the 19th century sailing ships and steamships are in equal use with the number of large sailing vessels on the decline. Yet not for the F. Laeisz shipping line whose famed sailing ships will continue to race around Cape Horn for another four decades. Even today, the "Flying P-Line" sailing ships are world-renowned.''<br>1895: ''The ultimate of the "Flying P Liner" sailing ships, the POTOSI, is a five-masted ship designed to withstand rough weather. It completes two round trips to Chile per year.'' - </ref> as encountered around ]. According to Laeisz'<ref>''built in Germany for Reederei F. Laeisz for its famous Flying P Line'' - Peter D. Jeans: ''Seafaring Lore and Legend: A Miscellany of Maritime Myth, Superstition'' </ref><ref>''principally through the vision of the German shipowner Ferdinand Laeisz with his famous Flying "P" Line'' - Rigel Crockett: ''Fair Wind and Plenty of it: A Modern-day Tall Ship Adventure‎'' </ref><ref>''part of the latter's famous Flying P Line'' - Max Wood ''Sailing Tall: Around the World on the Square-Rigged Passat (1946-1948)'' </ref><ref>''the famous Line of the Flying P' nitrate ships out of Hamburg, from the House of Laeisz.'' - ] ''Pioneers of the seven seas‎'' </ref> '']''<ref>''Without doubt, the most successful fleet of sail-driven ships ever assembled under one flag were those operated by Ferdinand Laeisz of Germany. ... few sailing ships were built in Britain that could equal the size, power and strength of the Laeisz 'P' Liners, as they were called ... the nickname 'Flying P Line', which referred to the speed and power of the ships as much as to their names.'' - Robert Carter: ''Windjammers'', Rosenberg Publishing Pty, Limited, 2004, ISBN 1877058041 </ref> tradition she was given a name beginning with P, after the eponymous ]n town of ] (the highest city in the world).<ref>{{cite web|title=Potosi – Bolivia City Guide|url=http://www.boliviaweb.com/cities/potosi.htm|accessdate=2008-09-28|publisher=Bolivia Web|year=1995–2007|work=Bolivia Web Interactive}}</ref>


After the ''France I'' of the Antoine-Dominique Bordes line of ], and the first German (auxiliary) steel barque ''Maria Rickmers'' of the Rickmers line, she was the third windjammer in the world merchant fleet with that kind of rigging. In total, within the world merchant fleet, there were only six ]s of this class of five-masted barque rigging, with four masts having carried six sails on each mast and a fifth mast with fore-and-aft-sails. After the ''France I'' of the Antoine-Dominique Bordes line of ], and the first German (auxiliary) steel barque ''Maria Rickmers'' of the Rickmers line, she was the third windjammer in the world merchant fleet with that kind of rigging. In total, within the world merchant fleet, there were only six ]s of this class of five-masted barque rigging, with four masts having carried six sails on each mast and a fifth mast with fore-and-aft-sails.
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== Technical data == == Technical data ==


The ''Potosi'' was steel-built, with a waterline length of 110 m and a total hull length of 122.42 m. The hull was 15.15 m wide and the ship had a displacement of 8,350 ], for an effective carrying capacity of 6,400 tons. The ship had only one ] in the bow section - the collision bulkhead. Four of the five masts were fully rigged, with ], upper and lower ]s, upper and lower ]s, and ]. Counting ]s (12) including jibbs (4), she carried 43 sails (24 square sails in six storeys, 12 (normally 9) staysails between the five masts, four foresails (jibs) and three fore-and-aft ] sails including two spanker sails on two gaffs and a spanker topsail with a total sail area of 56,510.53 sq ft . Sometimes a much less area of 4.700 sq metres is mentioned which is not correct. Big four-masted barques had sail areas of 4.400 sq metres. Not only the hull was steel, but also her masts ({{ft to m|2.82|abbr=yes}} in diameter on deck level, lower and top mast were made in one piece) and most of all spars (yards except for the royal yards, spanker boom) were constructed of steel tubing, and many of the rigging was steel cable. The only wooden spars were the four royal yards, the four topgallant masts and the two gaffs of the spanker ] sails. She was designed as a so-called "three-island-ship", i. e. a ship that has a midship island ({{ft to m|67.2|abbr=yes}}), also called ''midship bridge'' or "Liverpool house" (the first ships equipped with that feature came from Liverpool yards), beside the ] ({{ft to m|41.1|abbr=yes}}) and ] ({{ft to m|26|abbr=yes}}) decks. There, inside the Liverpool house, dry and well-ventilated accommodations for crew, mates, and captain were installed, as well as the pantry and chart room. The main helm - a double ] of {{ft to m|5.8|abbr=yes}} diameter - stood on top well save against huge waves. A second helm were near the stern. Under good conditions, the huge barque could reach a speed of {{convert|19|kn|km/h}}. Her best 24-hour-run were 376 ] in 1900 under Capt. Hilgendorf. The ''Potosi'' was manned by a crew of 40-44 and the fastest P-liner next to the five-masted full-rigged ship '']'' which was a little faster reaching speeds of more than 20 knots. The ''Potosi'' was steel-built, with a waterline length of 110 m and a total hull length of 122.42 m. The hull was 15.15 m wide and the ship had a displacement of 8,350 ], for an effective carrying capacity of 6,400 tons. The ship had only one ] in the bow section - the collision bulkhead. Four of the five masts were fully rigged, with ], upper and lower ]s, upper and lower ]s, and ]. Counting ]s (12) including jibbs (4), she carried 43 sails (24 square sails in six storeys, 12 (normally 9) staysails between the five masts, four foresails (jibs) and three fore-and-aft ] sails including two spanker sails on two gaffs and a spanker topsail with a total sail area of 56,510.53 sq ft . Sometimes a much less area of 4.700 sq metres is mentioned which is not correct. Big four-masted barques had sail areas of 4.400 sq metres. Not only the hull was steel, but also her masts ({{ft to m|2.82|abbr=yes}} in diameter on deck level, lower and top mast were made in one piece) and most of all spars (yards except for the royal yards, spanker boom) were constructed of steel tubing, and many of the rigging was steel cable. The only wooden spars were the four royal yards, the four topgallant masts and the two gaffs of the spanker ] sails. She was designed as a so-called "three-island-ship", i. e. a ship that has a midship island ({{ft to m|67.2|abbr=yes}}), also called ''midship bridge'' or "Liverpool house" (the first ships equipped with that feature came from Liverpool yards), beside the ] ({{ft to m|41.1|abbr=yes}}) and ] ({{ft to m|26|abbr=yes}}) decks. There, inside the Liverpool house, dry and well-ventilated accommodations for crew, mates, and captain were installed, as well as the pantry and chart room. The main helm - a double ] of {{ft to m|5.8|abbr=yes}} diameter - stood on top well save against huge waves. A second helm were near the stern. Under good conditions, the huge barque could reach a speed of {{convert|19|kn|km/h}}. Her best 24-hour-run were 376 ] in 1900 under Capt. Hilgendorf. The ''Potosi'' was manned by a crew of 40-44 and the fastest P-liner next to the five-masted full-rigged ship '']'' which was a little faster reaching speeds of more than 20 knots.

<ref>''this process of experimentation, which culminated in two monstrous sailing ships: the 4,029-ton, five-masted barque Potosi, launched in 1895, and the 5,081-ton, five-masted, full-rigged ship Preussen in 1920. Regardless of the sailing cruise liners of recent times, these two Laeisz ships remain the last word on square rig. Operational lessons learned by the company and its shipmasters through routine roundings of the Horn benefited the new vessels and led to increasingly efficient voyages. By the early 1900s, Laeisz had come to favor the four-masted barque of around Pamir's size. The P-Liners employed a number of innovations to make them stronger, safer, and more efficient than other ships of their type. Steel hulls and spars and wire standing rigging enabled the vessels to be driven hard. None of the four- or five-masted Laeisz ships ever foundered or was dismasted in a Cape Horn storm in the course of countless voyages. Safety nets helped prevent crew from falling overboard. A midships bridge deck provided an elevated working platform to break the force of boarding seas and diminish the volume of water on deck at any given time. Laborsaving devices such as the Jarvis brace winch made it possible to brace the yards with only one watch. Such improvements increased efficiency while reducing injury and crew size. The effectiveness of the Flying P-Line lay not only in the construction of the vessel but also in their management.'' – Daniel S. Parrott: , McGraw-Hill Professional ISBN 007143545X</ref>





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== Gallery == == Gallery ==

Revision as of 05:41, 19 January 2009

The Potosi under full sail
History
Civil Ensign of the German EmpireGermany
NamePotosi
Namesakecity of Potosí in Bolivia
OwnerF. Laeisz Shipping Company
RouteHamburg-Chile
Ordered1894
Builderlist error: <br /> list (help)
Joh. C. Tecklenborg Ship Yard, Geestemünde
Naval architect: Dr. Georg Wilhelm Claussen
CostM 695,000.00
Yard number133
Laid downNovember, 1894
LaunchedJune 8, 1895
ChristenedJune 8, 1895
CommissionedJuly 26, 1895
Maiden voyageJuly 26, 1895 to Iquique, Chile
Out of service1914 - 1920 (WW I)
RenamedFlora (1923)
HomeportHamburg, Germany; Bremen, Germany; Buenos Aires, Argentina; Valparaiso, Chile
Identificationlist error: <br /> list (help)
Code Letters RKGB (Ger.)

Code Letters QEPD (Chil.)
Fatesold to Chile in 1923, caught fire on September 15, 1925 and sunk by cannon fire on October 19, no loss of men
Statuswreck
Badgenone; figurehead (river god or mountain spirit)
General characteristics
Class and typelist error: <br /> list (help)
five-masted steel barque
nitrate carrier, bulk carrier
Tonnage4,027 GRT / 3,854 NRT
Displacement8,350 ts (at 6,400 ts load)
Lengthlist error: <br /> list (help)
Template:Ft to m (overall)
Template:Ft to m (hull)
Template:Ft to m (btw. perpendiculars)
BeamTemplate:Ft to m
Heightlist error: <br /> list (help)
Template:Ft to m (keel to masthead truck)
Template:Ft to m (waterline to masthead truck)
DraftTemplate:Ft to m
DepthTemplate:Ft to m (depth moulded)
Depth of holdTemplate:Ft to m
Decks2 continuous steel, poop, midship, and forcastle decks
Deck clearance8 ft (2.4 m)
Installed powerno auxiliary propulsion; donky engine for sail winches, loading gear, pumps
Propulsionsail
Sail plan43 sails: 24 square sails, 12 staysails, 4 foresails, 3 spankers - 56,510.53 sq ft / 5.250 m²
Speed19 knots (35 km/h)
Boats & landing
craft carried		4 lifeboats
Capacity6,400 ts load
Complementmax. 44
Crewcaptain, 1st, 2nd, & 3rd mates, steward, 35-39 able seamen and shipboys

The Potosi was a monstrous five-masted steel barque built in 1895, designed by the German sailing ship company F. Laeisz to withstand rough weather as encountered around Cape Horn. According to Laeisz' Flying P-Liner tradition she was given a name beginning with P, after the eponymous Bolivian town of Potosí (the highest city in the world).

After the France I of the Antoine-Dominique Bordes line of Bordeaux, and the first German (auxiliary) steel barque Maria Rickmers of the Rickmers line, she was the third windjammer in the world merchant fleet with that kind of rigging. In total, within the world merchant fleet, there were only six windjammers of this class of five-masted barque rigging, with four masts having carried six sails on each mast and a fifth mast with fore-and-aft-sails.

The basic idea of building such a ship for the Laeisz fleet came from the famous Laeisz-captain Robert Hilgendorf, her first master. His considerations and ideas had a great influence on the ship's design, he was the supervising ship officer when the huge barque was under construction. She was assigned the call sign R K G B, and as with all P-liners her hull was black with a white waterline and a red underwater ship - the colours of the German flag at that time.

During World War I, she was interned in Chile, and then had to be given away as reparation. Under Chilean ownership, she was renamed the Flora (sign Q E P D). In 1925, she caught fire in the Atlantic and eventually had to be sunk by artillery.

History

The Potosi in Hamburg in 1900

Launched in 1895 at the shipyard of J. C. Tecklenborg AG, Geestemünde, she was successfully used in the saltpeter trade (Salpeterfahrt) with Chile, setting speed records in the process due to her excellent sailing characteristics. She made twenty seven "round voyages" (Hamburg-Chile and back home) under five captains until September 23, 1914 when she was interned at Valparaiso as she entered the harbour, since the war had begun. Her first master, the legendary sea captain Robert Hilgendorf, sailed her up to 1901. Capt. Georg Schlüter (2 round voyages), Jochim Hans Hinrich Nissen (10), Johann Frömcke (3), and Robert Miethe (4) followed.

In 1917 she was sold to the F. A. Vinnen shipping company of Bremen while moored in Chile, but on October 2, 1920 she was given to France as a war reparation. The French government sold her to Argentina which transferred her to the Floating Docks Co. of Buenos Aires. There she laid up for three years when she was eventually purchased by the Chilean company González, Soffia & Cía. of Valparaíso, which renamed her the Flora. August Oetzmann, a former Laeisz captain, sailed her to Hamburg with a cargo of nitrate in 110 days due to less able seamen. Many people of Hamburg came to welcome the old lady and wished Laeisz to purchase her from the Chilean owner but her former owners didn't.

The Flora sailed back to Chile (May 25) via Cardiff (July 17) to take up a cargo of coal for Mejillones. Off the Patagonian coast en route to Cape Horn in the northwest of the Falkland Islands (at 50°17.5'S, 61° 42'W), the ship caught fire on September 15, 1925. Captain A. Oetzmann decided to set course to Comodoro Rivadavia reaching the harbour, merely a bay with a sandy beach, a long wooden pier, and several petrol tanks, on September 18, 1925. He anchored the ship five miles off the coast in the roads of Comodoro Rivadavia and alerted the harbour authorities to fight the fire in the ship. It took hours and days that something happend to rescue the ship, no proper equipment was available. The ordered fire engine that came three days after and was not able to extinguish the fire. Next day (October 1) an explosion ripped her steel decks apart, a flame higher than the tall ship's masts illuminated the scene giving a "Flying Dutchman appearance" to the Flora. The main mast fell over board pulling the rest of the rigging with it except for the foremast. A tug tried to tow her away from the tanks which could be done after several attempts. The Flora ran aground the sandy beach, brave seamen dropped the anchor and took everything usable from the ship. The fire kept burning while the ship's hull was lifted by the waves, hit the ground again and so on, again and again. The coal-filled hull burned for some days. One morning the ship had diappeared from the beach. The rudderless hull was found a few days later floating 25 sea miles off the coast 80 sea miles in the north of Comodoro Rivadavia. The Argentinian cruiser Patria had to go out to sea and sunk the burning hull of the former famous ship by cannonfire on October 19, 1925. The wreck lies near the position 45°15′S 66°15′W / 45.250°S 66.250°W / -45.250; -66.250.

Naming the masts

Her five masts were named as follows:

  • fore mast, main mast, middle mast, mizzen mast (also: after mast or "Laeisz" mast), spanker mast
  • fore mast, main mast, mizzen mast, jigger mast, spanker mast (same naming with five-masted schooners and barquentines)

In German:

  • Fockmast, Großmast, Mittelmast, Kreuzmast und Besanmast

Technical data

The Potosi was steel-built, with a waterline length of 110 m and a total hull length of 122.42 m. The hull was 15.15 m wide and the ship had a displacement of 8,350 tons, for an effective carrying capacity of 6,400 tons. The ship had only one bulkhead in the bow section - the collision bulkhead. Four of the five masts were fully rigged, with courses, upper and lower topsails, upper and lower topgallant sails, and royals. Counting staysails (12) including jibbs (4), she carried 43 sails (24 square sails in six storeys, 12 (normally 9) staysails between the five masts, four foresails (jibs) and three fore-and-aft spanker sails including two spanker sails on two gaffs and a spanker topsail with a total sail area of 56,510.53 sq ft . Sometimes a much less area of 4.700 sq metres is mentioned which is not correct. Big four-masted barques had sail areas of 4.400 sq metres. Not only the hull was steel, but also her masts (Template:Ft to m in diameter on deck level, lower and top mast were made in one piece) and most of all spars (yards except for the royal yards, spanker boom) were constructed of steel tubing, and many of the rigging was steel cable. The only wooden spars were the four royal yards, the four topgallant masts and the two gaffs of the spanker fore-and-aft sails. She was designed as a so-called "three-island-ship", i. e. a ship that has a midship island (Template:Ft to m), also called midship bridge or "Liverpool house" (the first ships equipped with that feature came from Liverpool yards), beside the forecastle (Template:Ft to m) and poop (Template:Ft to m) decks. There, inside the Liverpool house, dry and well-ventilated accommodations for crew, mates, and captain were installed, as well as the pantry and chart room. The main helm - a double rudder wheel of Template:Ft to m diameter - stood on top well save against huge waves. A second helm were near the stern. Under good conditions, the huge barque could reach a speed of 19 knots (35 km/h). Her best 24-hour-run were 376 nm in 1900 under Capt. Hilgendorf. The Potosi was manned by a crew of 40-44 and the fastest P-liner next to the five-masted full-rigged ship Preußen which was a little faster reaching speeds of more than 20 knots.



References

  1. 1890: At the end of the 19th century sailing ships and steamships are in equal use with the number of large sailing vessels on the decline. Yet not for the F. Laeisz shipping line whose famed sailing ships will continue to race around Cape Horn for another four decades. Even today, the "Flying P-Line" sailing ships are world-renowned.
    1895: The ultimate of the "Flying P Liner" sailing ships, the POTOSI, is a five-masted ship designed to withstand rough weather. It completes two round trips to Chile per year. - www.laeisz.de
  2. built in Germany for Reederei F. Laeisz for its famous Flying P Line - Peter D. Jeans: Seafaring Lore and Legend: A Miscellany of Maritime Myth, Superstition
  3. principally through the vision of the German shipowner Ferdinand Laeisz with his famous Flying "P" Line - Rigel Crockett: Fair Wind and Plenty of it: A Modern-day Tall Ship Adventure‎
  4. part of the latter's famous Flying P Line - Max Wood Sailing Tall: Around the World on the Square-Rigged Passat (1946-1948)
  5. the famous Line of the Flying P' nitrate ships out of Hamburg, from the House of Laeisz. - Alan Villiers Pioneers of the seven seas‎
  6. Without doubt, the most successful fleet of sail-driven ships ever assembled under one flag were those operated by Ferdinand Laeisz of Germany. ... few sailing ships were built in Britain that could equal the size, power and strength of the Laeisz 'P' Liners, as they were called ... the nickname 'Flying P Line', which referred to the speed and power of the ships as much as to their names. - Robert Carter: Windjammers, Rosenberg Publishing Pty, Limited, 2004, ISBN 1877058041
  7. "Potosi – Bolivia City Guide". Bolivia Web Interactive. Bolivia Web. 1995–2007. Retrieved 2008-09-28.
  8. this process of experimentation, which culminated in two monstrous sailing ships: the 4,029-ton, five-masted barque Potosi, launched in 1895, and the 5,081-ton, five-masted, full-rigged ship Preussen in 1920. Regardless of the sailing cruise liners of recent times, these two Laeisz ships remain the last word on square rig. Operational lessons learned by the company and its shipmasters through routine roundings of the Horn benefited the new vessels and led to increasingly efficient voyages. By the early 1900s, Laeisz had come to favor the four-masted barque of around Pamir's size. The P-Liners employed a number of innovations to make them stronger, safer, and more efficient than other ships of their type. Steel hulls and spars and wire standing rigging enabled the vessels to be driven hard. None of the four- or five-masted Laeisz ships ever foundered or was dismasted in a Cape Horn storm in the course of countless voyages. Safety nets helped prevent crew from falling overboard. A midships bridge deck provided an elevated working platform to break the force of boarding seas and diminish the volume of water on deck at any given time. Laborsaving devices such as the Jarvis brace winch made it possible to brace the yards with only one watch. Such improvements increased efficiency while reducing injury and crew size. The effectiveness of the Flying P-Line lay not only in the construction of the vessel but also in their management. – Daniel S. Parrott: Tall Ships Down: The Last Voyages of the Pamir, Albatross, Marques, Pride of Baltimore, and Maria Asumpta, McGraw-Hill Professional ISBN 007143545X
  • Oliver E. Allen: Die Windjammer, Time-Life Books, Amsterdam 1980 (Original US edition: 1978)
  • Template:De icon Björn Landström: Das Schiff, C. Bertelsmann Verlag, München 1961
  • C. A. Finsterbusch: Last Voyage of the Mighty Potosi Under the German Flag. Sea Breezes Vol. XVIII (1934), pp 135-137, ill.
  • Template:De icon Hans-Jörg Furrer: Die Vier- und Fünfmast-Rahsegler der Welt. Koehlers Verlagsges., Herford 1984, p 168, ISBN 3-7822-0341-0
  • Template:De icon Hans Blöss: Glanz und Schicksal der "Potosi" und "Preussen", Hamburgs und der Welt größte Segler.  Schmidt u. Klaunig Verlag, Kiel 1960
  • Template:De icon Hans Georg Prager: „F. Laeisz“ vom Frachtsegler bis zum Bulk Carrier.  Koehlers Verlagsgesellschaft mbH, Herford 1974, ISBN 3-7822-0096-9
  • Template:De icon Peter Klingbeil: Die Flying P-Liner. Die Segelschiffe der Reederei F. Laeisz. Verlag "Die Hanse", Hamburg 1998 u. 2000, ISBN 3-434-52562-9
  • Template:De icon Hermann Ostermann: Potosi - Stolz der deutschen Segelschiffsflotte. In: Das Logbuch 31. Jahrg., Brilon-Gudenhagen 1995. pp 184-189.
  • Template:De icon Ernst Römer: Die zwei schnellsten Reisen der Potosi. In: Der Seewart, No. 6, Hamburg 1954

External links

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