The document provides a 3-paragraph summary of a chapter from an academic writing sample about the 1960 explosions of the French freighter La Coubre in Havana harbor, Cuba. The summary discusses the background of the shipment of weapons on the freighter from Belgium to Cuba, theories that the CIA was responsible for the explosions due to US opposition to Fidel Castro's revolutionary government, and details about the cargo of rifle grenades on board.

1. Samples of writing work (Academic Writing, Humorous Writing and Travel Writing)
I have translated the last article into Spanish to prove I can do that, too.
Elisabeth Bird
May 2016
1 Sample of academic writing, from my book about Cuban History. This chapter
about the La Coubre explosions shows my research skills, ability to analyse
information and to write it in a readable form.
4.1 The Explosions of La Coubre
La Coubre was a 4,310 ton French freighter carrying 76 tons of weapons, including 1,492
crates of rifle grenades, from Antwerp in Belgium to Havana. These weapons were bought
by the Batista regime and, as they had been paid for, their ownership passed to the
Revolutionary government. The ship exploded in Havana harbour on 4 March 1960, causing
101 deaths and over 200 injuries. The total cost of the material damage was estimated at $17
million.
From the start, when previously US-owned land was expropriated and their companies
nationalised, the United States government was against the Cuban Revolution. In August
1959 they had already been involved in one invasion plan, the 'Trujillo Conspiracy'; co-
ordinated through Washington, this involved using mercenaries to invade Cuba. It was
organised with Rafael Leónidas Trujillo, the dictator of the Dominican Republic, who had set
up and trained the 'Anti-Communist Legion of the Caribbean' with the primary aim of
overthrowing Fidel and his government.
This invasion attempt was found out and defused by the Cuban government, but in the same
month as the La Coubre explosion Eisenhower authorised the CIA to organise, equip and
train Cuban exiles for another try. In April 1961 the Bay of Pigs invasion took place, and it is
probable that the plans had already been discussed in 1960. It is equally likely that spies
within Cuban exile groups in Miami had informed Havana. When people started leaving
after the Revolution, logically many of them would plot against the new regime and Cuba
must have sent some spies along with them to keep them informed. It would be wise for a
government would protect itself this way.
Cuba had an urgent need for up-to-date weapons; the CIA, Cuban exiles and everyone else
who was against the Revolution wanted to reduce the country's ability to defend itself. These
people had two strong motives to stop La Coubre; generally they wanted to reverse the
progress of the Revolution and specifically to stop this particular consignment of arms. The
White House was trying to prevent other countries selling arms to Cuba. They had, through
their London Embassy, approached the British government to complain about the planned
sale of fighter jets to Cuba. This sale was never completed, though the British government
denied that it was due to US pressure.
The US had also tried to influence the Belgians not to sell arms to Cuba but in the case of La
Coubre's cargo the deal had already been finalised. Five of the ship's stores contained general

2. cargo, while No 6 Store was full of munitions including small arms ammunition and FAL
rifle grenades. These weapons had been transported overland by train under the supervision
of senior Belgian Customs Officers, Police and a Belgian Government Inspector called Van
Hoomisen, before being loaded onto the ship.
La Coubre sailed from Belgium, passing through the US, Mexico and Haití. She was
scheduled to arrive in Havana on 2 March but was delayed by bad weather. She had a crew
of 28, under Captain George Dalmas, and also carried two passengers, a French Dominican
friar and Donald Lee Chapman, an American photo-journalist. Part of the general cargo was
destined for Miami, where Chapman disembarked. A North American family boarded at
Everglades, bound for Cuba.
The ship was operated by Compaignie Générale Transatlantique, a company with an
interesting history. Founded as a passenger service in 1861 and known in Europe as 'The
French Line', the company was re-organised in 1905 to include a cargo service from Le
Havre to New York. In 1897, their Ville de Saint-Nazare had to be abandoned at sea and in
1898 La Bourgogne sank with 568 passengers on board. Shipping disasters are not
uncommon, but CGT's most famous accident was.
They were the owners of the 3,000 ton freighter Mont Blanc, which collided with the
Norwegian ship SS Imo in Halifax Harbour, Nova Scotia at 9.05am on 6 December 1917.
Mont Blanc was carrying explosives from New York to the war in France and these were far
less stable than La Coubre's cargo: 223,188kg of benzol, 300 rounds of ammunition,
56,301kg of guncotton, 1,602,519kg of wet picric acid, 544,311kg of dry picric acid and
226,797kg of TNT.
Mont Blanc´s crew did not fly the red flag that ships use to indicate a hazardous cargo as this
might make her a target for attack from German ships. The Imo ran directly into her path;
though both ships tried to avoid the collision the Imo struck Mont Blanc in the side. The
impact sent sparks into the picric acid which was packed beneath the drums of highly volatile
benzol.
After the collision, the crew abandoned Mont Blanc and a huge crowd gathered to see the
burning ship which then exploded, destroying the entire Richmond district at the North End
of Halifax and causing the deaths of over 2,000 and injuries to more than 9,000. It was the
most devastating man-made explosion until the invention of nuclear weapons. There was
heavy snow that night and many of those trapped in the debris froze to death. The Mont
Blanc was blown to pieces.
The only link to La Coubre is the shipping company. Coincidences do happen, but usually
we learn from mistakes. With this experience only 43 years behind them CGT must have
been especially aware of the dangers of transporting explosive materials. Logically, they
should have been extra careful to ensure that care was taken with this cargo.
With the advent of fast, cheap air travel from the early 1960s, all passenger liner services
were in financial trouble. Between 1974 and 1977, CGT merged progressively with
Compagnie des Messegeries Maritime to form Compagnie Générale Maritime, owned by the
French state. In 1996, this company was privatised under the government of President
Jacques Chirac and sold to Jacques Saadé, the owner of Compagnie Maritime d'Affretement,
who merged them to form CMA/CGM which is now the world's third largest container

3. shipping company.
When La Coubre arrived at Havana, Captain Dalmas expected to anchor outside the port and
have the cargo unloaded by smaller boats (called 'lighters' in English and 'barcazas' in
Spanish). This, according to port regulations, is the usual way to unload a dangerous cargo.
However, he was ordered to bring the ship in to the Pan American (arsenal) dock for
unloading. This may have been done to unload as quickly as possible, but over-confidence
can have tragic consequences.
The cargo was unloaded by experienced stevedores, who had often handled armaments
before. They were assisted by soldiers with recent combat experience and supervised by
Customs officials and CGT personnel based in Cuba. They worked in teams of 12-18; all
were forbidden to smoke and were searched on arrival to ensure they had no cigarettes or
matches. The first shift unloaded the ammunition boxes; the second shift arrived at 12.30 and
did not know before their arrival which ship or type of cargo they would be unloading. They
unloaded 20 crates without incident, then at 3.10pm the first explosion occurred, destroying
the stern of the ship.
Police, military chiefs, firemen and medical personnel, including Che Guevara, were
mobilised to attend to the victims and deal with the fire. Revolutionary leaders Fidel Castro,
Juan Almeida, Raúl Castro, Ramiro Valdés and Efigenio Ameijeiras arrived, as did President
Dorticos. Half an hour later a second much larger explosion followed. This increased the
damage considerably, as some of those helping the victims of the first explosion were killed
and injured in the second.
The dead included 6 French crew members and, of the 101 people listed as 'dead or missing,'
34 bodies were never found. It was at the memorial service for the dead of the La Coubre
explosion, which was attended by Jean-Paul Sartre and Simone de Beauvoir, that Korda took
his famous photograph of Che, which has adorned students' walls ever since.
On 5 March 1960, Fidel Castro spoke in public about the explosions. He was already
convinced that the CIA was responsible. To check if the explosions could be accidental, he
had two crates of the rifle grenades taken up in an aeroplane and dropped, one from 400 feet
and one from 600 feet. The crates burst but the grenades remained intact. The CIA had
motives and obviously the ability to make bombs or detonators which could start the
explosions. The double explosion fits their modus operandi, as all CIA operatives are taught
to fire twice to make sure. Posada Carriles, an ex-CIA operative who organised the bombing
of a Cuban airliner in 1976, used two bombs.
Rifle grenades were invented during the First World War, to give a longer range and greater
penetration than hand-launched grenades. They are used in anti-tank warfare and to attack
sandbagged machine gun nests. Those on La Coubre are described in Cuban reports as FAL,
which means 'light automatic rifle' for which the most likely grenades in 1960 would be
ENERGA, Belgium's most successful rifle grenade. These were first produced in the 1950s
by Mecar SA, and were used in the Korean War and by South African troops in several
regional wars. As they were not effective against T-34 tanks, they were later superseded by
the US M28 rifle grenade and by tube-launched anti-tank rockets such as the M27 LAW.
No longer in production, ENERGA rifle grenades are occasionally still used in small local
conflicts. They are described as “fin-stabilised, point-initiated, base-detonated, shaped-

4. charged grenades, containing 0.73 lbs of RDX and TNT and each weighing 1.42lbs total”.
They are propelled by a ballistite-filled blank cartridge, ballistite being a mixture of
nitroglycerine and nitrocellulose invented by Alfred Nobel in the late 19th century.
Before sailing on this voyage, La Coubre had been in Dock 8 at Newport, Virginia from 16-
18 January 1960, for repairs to Store 6 carried out by the refrigeration engineers, Horne
Brothers Inc. Six weeks later, the weapons bound for Havana were packed into this same
store. Anyone planning to sabotage the ship could have got the details of how she and her
cargo would be organised, and the CIA are based in Virginia. As the crates were tightly
packed to prevent unnecessary movement, anywhere where the cargo could be re-organised
without arousing suspicion would provide an opportunity to plant the explosive, in such a
way that moving the crates again would set it off.
The CIA could easily have created an opportunity to plant an explosive device in the ship.
They operate worldwide and most people can be bribed or threatened. La Coubre had docked
at Miami, where many of the exile community were organising to destabilise the
Revolutionary government. The CIA's Operation 40 was initiated by Eisenhower the same
month, with the aim of deposing any leader in Central America or the Caribbean who
displeased US interests. This Operation had links to Alpha 66 and included operatives such
as Joseph Bowman, one of the founders of CORU.
The US government blamed the explosions on “careless handling of munitions by Cuban
dockworkers”. This charge is not sustainable because all the surviving stevedores and
soldiers were questioned. They were experienced and competent workers and, as the
grenades did not break when dropped from 600 feet, even if they had dropped a box it would
not have mattered. The grenades were packed with safety devices to prevent accidental
explosions. Careless handling is a ridiculous idea in any case; even with no experience at all,
nobody in their right mind would handle explosives carelessly because if anything went
wrong, who would be nearest?
The second explosion confirms the much greater likelihood of sabotage, with the aim of
causing as much harm as possible. Accidental firing of a grenade's detonator by the firing pin
is usually prevented by a safety pin extending through the fuse assembly; that two grenades
near each other in a cargo would have a similar fault is statistically highly improbable
considering the care taken by arms manufacturers. As the grenade does not explode when
fired, despite the sharp impact from the propelling charge, nor does it explode on being
dropped 600 feet, the odds must be strongly against two consecutive 'accidents' in the same
consignment.
Later that March, The Miami Herald reported a story from Jack Lee Evans, who claimed to
have seen the charge set by a Cuban dockworker. As the workers had all been searched, were
under constant supervision and did not know in advance which ship they would unload, this
is even less viable than the accident theory. Evans alleged that the fuse was to be lit so it
would explode after 5.00pm “when the workers had gone home”, though a fuse does not take
long to burn and if a cargo was urgently needed workers would be more likely to stay on and
finish the job rather than stick to their hours. Besides, the explosions were at 3.10pm and
3.40pm, so the timing does not fit. Evans had worked with Comandante William Alexander
Morgan, who described him as “off his rocker”.
After a lengthy investigation, with access to fresh evidence and having interviewed all the

5. witnesses, the Cuban government concluded that the CIA was responsible. This seems the
most tenable explanation though it does not confirm their guilt. Perhaps the Cuban
government will release more factual evidence if they still have any. They seem to have been
very sure at the time.
They also accused William Alexander Morgan of acting as an agent in the case. Morgan was
a career soldier with a history of disciplinary problems, who joined Eloy Gutierrez' II Frente
in Escambray. Morgan married a Cuban woman, Olga María Rodríguez Farinas, but he was
not a Communist and had serious differences of opinion with other leaders, especially Che
Guevara and Félix Torres. He was already disillusioned when the Trujillo Plan was being
organised, though when he was asked to help this by starting a counter-revolution in Trinidad,
Sancti Spiritus, he informed Fidel instead and the plot was exposed.
Later he joined the group of anti-Communist veterans of the Revolutionary War in
Escambray, whose aim was to reverse the government's Marxist policies. He was arrested in
October 1960, tried, and executed on 11 March 1961. His wife, Olga, was sentenced to 12
years in prison after which she left Cuba from Mariel in 1980. Whatever Morgan's
involvement in the La Coubre explosion, Olga admitted in an interview in 2002 that he had
been running arms for counter-revolutionary forces within Cuba.
Another person that the police would describe as 'of interest in the case' is the photographer,
Donald Lee Chapman. When he boarded La Coubre, his stated destination was variously
described as Nebraska or Omaha, yet he disembarked in Miami and later turned up in Havana
taking pictures of the disaster. He was questioned in the investigation but the US demanded
his release, along with several other US journalists and photographers who had been at the
dock. Whether because of this pressure or because he had an innocent explanation for his
odd behaviour, he was released after questioning and returned to the US.
La Coubre was patched up at a dry dock in Havana, then towed to Rouen for repairs to her
damaged hull. She returned to service in April 1961 and was sold in 1972 to Dorothea
Shipping of Cyprus, who changed her name to Barbara. She was sold again and her name
was changed twice more, to Notios Hellas and Agia Marina, before being sold to a Spanish
salvage company, who broke her up for scrap in 1979 at Gandía, Alicante.
The story of La Coubre has many loose ends. The Cuban authorities allegedly received two
messages from Captain Dalmas, though they may not have been the intended recipients and
no dates are mentioned. In these messages, all he told them was the exact location of the
cargo, which is very strange. There is also the French Dominican Friar who sailed from
Belgium on La Coubre, and the family who boarded the ship at Everglades; no reliable
information is available about any of these people. It would be interesting to know if they
were ever questioned as witnesses. Before La Coubre left the US for Havana, CGT hired a
team of American divers to inspect the ship; their report was given to the US government
while Cuba did not even receive a copy.
The State Department kept a book recording all official communications between the US
Government and their Havana Embassy; this has been left blank between 18 February and 12
March 1960 when, with all that was happening, it cannot be that no communications
occurred. Five days after the explosion, CIA Colonel JC King headed a meeting of Operation
Pluto, regarding their plan of covert actions which had been signed by President Eisenhower.

6. After so many years, the remaining evidence is either circumstantial or closely guarded. This
evidence points strongly to CIA involvement, including the fact that they have never made
any convincing suggestion as to how else the explosions could have occurred. If you are
unjustly accused, one of the first things you do is try to work out how it happened because a
viable alternative explanation will help your defence, or at least create reasonable doubt about
your guilt. Yet neither of the suggestions from US authorities is at all convincing.
The shipping company, CGT, also behaved very strangely. They have a dossier #22091 on La
Coubre, in a French maritime institution; this is not to be made public for 150 years; the time
fixed by the legal counsel of the ship's owners. It is a suspiciously long time considering that
the usual length of time for information to be classified is 30-50 years. The dossier allegedly
contains: details of the explosion, repairs, photographs, press articles, a list of missing
persons, report of the governing committee, details of insurance, and correspondence.
Obviously someone wants to be long dead before the truth is known and has the influence to
make sure. Even my grand-daughter, currently at secondary school, will have to live to be
108 years old to have a chance of knowing what is in this file. The company may have been
forced, bribed or threatened into revealing nothing; their secrecy could be about the cargo
itself, of which complete details were never made public; or it may relate to their insurance
policy. Details of maritime insurance are specific and negotiable; the ship and cargo are
usually insured separately, and this can be done either for a period of time or specific voyage.
The US Government must also have documents, as several of their citizens were involved.
The only information they admit to having in the country is in 3 files at the National Security
Archive at George Washington University, which they describe as “two brief chronological
documents and one more detailed document,” available to students at the University.
References:
4 Conspiracies, Covert Actions and Causes Celebres
4.1 The Explosions of La Coubre
Fidel Castro – speech on 5/3/1960
New York Times 5/3/1960
Navil García Alfonso, Staff Writer, Granma 16/3/2006 (Navil)
Granma 4/3/2011
Mariners´ Post (details of Halifax Explosion)
Cuba Information Archives Doc. 0166
DTIC– Information for the Defence Industry NoAD0007966
Tomás Gutierrez González, Bohemia, Havana, 1/3/2014

7. 2 Two short samples of humorous writing:
1 History of the television aerial
Early man, using only stone tools, fashioned his TV aerial out of any old rubbish he found
lying about. These aerials were smelly, blew away in a high wind, and the reception was
poor.
In the Bronze and later Iron Ages, these metals were used. The reception improved
considerably but the aerials were extremely heavy and sometimes fell through the thatched
roofs of the huts onto the villagers seated below watching their favourite soap opera. Village
chiefs, to show off their wealth, had their aerials made of gold or silver but these were not a
success as people nicked them in the night.
Throughout the Middle Ages, various shapes were tried in an attempt to improve the quality
of the picture. Many knights had the shape of their TV aerial painted on their shield as a
form of advertisement. This is where ideas like the cross of Lorraine came from.
It was not until the discovery of aluminium that the lightweight metal aerials with which we
are now familiar could be developed. The reception is now far superior to that our ancestors
had but many argue that the programmes were better in earlier times.
2 (From Great Drunks of History Series)
The Ancient Egyptians
One of the earliest references to brewing is a 4000 year old statue of an Egyptian woman with
a basket and container, working on the brewing of an early version of beer. There is
archaeological evidence that beer was poured into the mouths of the dead, presumably so that
they could remain plastered in the next life. That the Egyptians were drunks raises some
interesting questions: How did the sphinx really lose its nose? Which of their buildings
were, in fact, pubs? How did they manage to design and build so efficiently while
intoxicated?
The Sumerian and Indus Valley Civilisations
In Ancient Mesopotamia, the party was going on as well. Evidence suggests that the
Sumerians related beer to bread and held both in great reverence as essential to life. Both
required fermenting and bread was seen as the solid version while beer was the liquid. Fruit
acids were incorporated into the mix for both in order to add sweetness.
Much the same was happening in early Indian civilisations, though it could be argued that it
was more dangerous there. Try working your way through the 200 sexual positions listed in
the Kama Sutra when you're drunk; some of them require significant gymnastic skills even
when you're sober. The potential for ending up in hospital is alarming but go on, try it.
Doctors and nurses work hard and need a good laugh from time to time.

8. 3 Sample of Travel Writing (A trip from Tenerife to Lanzarote)
When buying my ticket for Lanzarote in the office of the excellent local Canary Islands travel
agents Insular, I noticed a letter on the desk. It was about passports for pets. From 29
December 2014 it will be obligatory for every dog, cat and ferret to have a passport.
FERRET?? I have seen people in airports with dogs and cats, which travel in plastic
containers, but never ferrets. I arrive early at the airport and fill in time by checking this out.
I like Tenerife North airport; it is quiet and efficient, with pleasant staff. I ask some people
who work there; none of them had seen a passenger with a ferret either. Some saw a
planeload of penguins being unloaded, as the animals for Loro Parque arrived by air. Despite
being upstaged by this, I pursue my question but the people on the check-in desk have never
had a passenger with a ferret either, nor had anyone working at Arrecife Airport.
I can only speculate as to why ferrets are included in the list of animals that need passports
and it probably relates to the EU. While air transport for ferrets is obviously not a Spanish
tradition, perhaps other European cultures do this, and so it is provided for accordingly.
Other suggestions will be considered and investigated. I would love to know the full story
behind this strange ruling.
Having googled public transport from Lanzarote airport to Arrecife and been told there
wasn’t any, I was pleased to find that Google was wrong. Yes, there are buses; the 22 or 23
will take you to the town centre. All you have to do is walk through the little car park to get
to the stop. Don’t you feel good when the know-all computer gets it wrong? It’s only 5 or 6
kilometres, but it is hot and the walk would be unnecessarily difficult with luggage. While
I’ve nothing against taxis, they are a lot more expensive and I took a solemn oath to use only
public transport on this trip, except where there is no choice.
The pension, as I’ve found with all my accommodation on these islands, is clean and
comfortable. It is also located in the centre of Arrecife. The man behind the desk said: “You
can’t go wrong if you head for the sea whenever you’re lost.” As someone who has many
years’ experience at going wrong with maps and directions, I know that towns by the sea are
the easiest. The Canary Islands have built nearly all their capitals by the sea, making life
easier for the idiots like me who were to come. Arrecife is also by a lovely beach.
The only thing wrong with travelling alone is that you have to eat alone or starve. Sitting on
your own makes you feel noticeable in restaurants full of couples and families. The people
who care for me are far away and I may never see them again and eating alone adds to the
loneliness. Luckily, wherever I went I found a suitably friendly restaurant.
In Arrecife; Punto Sabroso does Caribbean food and their wonderful cook is from the
Dominican Republic. The staff are lovely and the rest of the clientele amiable; it is easy to fit
in. The first night I had pork and rice, the second, chicken soup and a plate of little jacket
potatoes. Both were accompanied by a bottle of local beer and the price was very reasonable.

9. 4 La misma cuenta en Español:
Cuando estaba comprando mi billete para ir de Tenerife a Lanzarote, en la oficina de Insular,
la excelente Agencia de Viajes de las Canarias, observé una carta arriba de la mesa. El tema
de este era ´pasaportes para mascotas.´ A partir de 29 de Diciembre de 2014, será obligatorio
para cada perro, gato y hurón a tener un pasaporte para viajar. ¿HURONES? He visto
pasajeros con perros y gatos, que viajan en cajas de plástico, pero nunca he visto un hurón en
un aeropuerto. Llego temprano en el aeropuerto para pasar tiempo investigando este.
El aeropuerto de Tenerife Norte me gusta; es tranquilo y eficiente y los empleados son
amables. Pregunto a unos, pero ninguno ha visto un hurón en el aeropuerto tampoco. Unos
me dicen que han visto un avión que descargó un grupo de pingüinos, porque los animales
para Loro Parque se llegaron allá. A pesar de como este superó la pregunta mía, yo sigue
investigar. La mujer en el mostrador no ha visto a nadie viajando con un hurón y los
empleados en el aeropuerto de Arrecife tampoco han visto hurones allá.
Puedo solamente especular porque se incluyen hurones en la lista de animales que necesitan
pasaportes. Probablemente, éste situación tiene relación con la Unión Europea. Como a
llevar los hurones en aviones obviamente no es una tradición Española, quizás hay otras
paises en Europa donde se hacen este y por eso se deben proveer. Voy a considerar e a
investigar otras sugerencias sobre este, si alguien las tiene. Quisiera mucho saber toda la
historia atrás de este ley que se parece tan extraño.
Busqué para transporte del aeropuerto de Arrecife por computadora y me dijo que no lo hay.
Pero si, hay guaguas, el numero 22 o 23 se lleva al centro de la ciudad. Todo que debe hacer
es a caminar por el pequeño aparcamiento hasta la parada. Me alegra a averiguar que Google
se equivocó. ¿Cómo la computadora se parece que se sabe de todo, se siente bien cuando se
equivoca, si? El camino es solamente de 5 o 6 kilómetros, pero hay calor y fuera demasiado
difícil con equipaje. No tengo nada en contra de los taxis, pero son más caros y yo juré antes
de empezar que viajare solamente por transporte público si pudiera elegir.
La Pensión, como todo el hospedaje que encontré en estas islas, es limpio y cómodo.
También, es colocado en el centro de Arrecife. Como dijo el dependiente: “No se puede
equivocar si se va hasta el mar cuando uno se pierde.” Como yo tengo experiencia de
muchos años de equivocando con mapas y avisos, sé bien que los pueblos acerca del mar son
más fáciles. Casi todos los capitales de las Islas Canarias están al lado del mar y este es
mejor para idiotas como yo. También Arrecife ésta muy acerca de una playa linda.
El solo problema con viajando solo es que tiene que comer solo o morir de hambre. A
sentarse solo en un restaurante lleno de parejas y familias uno se siente que otros están
mirando. Los que me quieren están tan lejos y puede ser que no voy a ver más a ningunos de
ellos. Este me da tremenda añoranza cuando debo comer sola. Por suerte, adonde me fui en
Canarias, encontré un restaurante con gente amistosa.
En Arrecife, Punto Sabroso hace comida del Caribe y su cocinera buenísima proviene de la
Republica Dominicana. Los empleados son buenos y los clientes también son amables; así es
fácil sentir en su casa. La primera noche, comí carne puerco con arroz y la segunda noche
tuve sopa de pollo y papas arrugadas Canarias. Con estas comidas tomé una botella de
cerveza local. El precio era muy razonable.