MOTONAVE "PINAR DEL RÍO"
Single Ship Report for "5278482"
IDNo: 5278482 Year: 1958
Name: PINAR DEL RIO
Launch Date: 8.1.58
Type: Cargo ship
Date of completion:
Flag: CUB
Keel:
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Tons: 3099
Link: 1341
DWT: 4028
Yard No: 51
Length overall: 101.9
Ship Design:
LPP: 94.5
Country of build: GBR
Beam: 13.7
Builder: Atlantic UK
Material of build:
Location of yard: Newport
Number of screws/Mchy/
Speed(kn): 1D-14
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Naval or paramilitary marking :
A: *
End: 1991
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Subsequent History:
Disposal Data:
BU Bahía Honda 1991
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Carga / Azúcar a granel.
Astillero: Atlantic Shipbuilding Co. Ltd.
Lugar de construcción: Newport, U. K.
Casco nº: 51 Sociedad clasificadora: CR
Matrícula: Señal distintiva: CLRR IMO: 5278482
Tripulantes: 30 Pasajeros: 0
GT: 2.945 TRN: DWT: 4.149 D:
Eslora: 101,60 Manga: 13,75 Puntal: Calado: 6,30
Equipos de cubierta (Cantidad x toneladas):
Bodegas: 3 E. P: 3 TEUs: 0
Capacidad granel: 200.000 p³. Capacidad general: 180.000 p³. Capacidad frigorífica: 0 p³.
Tanques: 0 Capacidad de tanques: 0 p³.
Capacidad combustible: Consumo diario:
Dos motores diésel Ruston-Paxman 16YLCM; 4T; 16 cilindros (9 ¾ x 10 ½”); 750 rpm; Ruston & Hornsby Ltd., Lincoln, U. K.
Calderas:
3.360. bHP. Hélices: 1 (f) Velocidad: 14,00 nudos.
19. Puesta en gradas.
1958. 08 de Enero. Botado para la Compañía de Navegación Dalpha S. A., La Habana. Bautizado PINAR DEL RIO (1). (Cuba)
1958. Alistado.
1959. Transferido al Banco Cubano de Comercio Exterior, La Habana. - PINAR DEL RIO (1). (Cuba)
1960. Transferido a la Oficina de Fomento Marítimo Cubano, La Habana. - PINAR DEL RIO (1). (Cuba)
1961. Transferido a la Empresa Consolidada de navegación Mambisa, La Habana. - PINAR DEL RIO (1). (Cuba)
1982. Baja del Registro de Cuba.
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El Pinar del Río perteneció al lote de barcos conocidos como "Los Provincias", dos de ellos eran diferentes y fueron construidos en Japón, me refiero al Camagüey y al Oriente, este último hundido después de una colisión en el Mar del Norte. Dentro de ese grupo eran gemelos el Pinar del Río, Habana, Matanzas y Las Villas, todos de construcción inglesa. Arribaron a Cuba por el año 59 y durante mucho tiempo fueron buques muy demandados por los marinos para enrolarse. Esto se debía a que la mayor parte de sus viajes nunca se excedían de los dos meses, casi siempre realizados a Europa y los más cortos a México o Canadá.
Con el incremento de los buques de mediano porte en la marina mercante cubana, los provincias y otras naves de poco tonelaje fueron cedidos a la flota de cabotaje. Años después, esos barquitos pudieron ser vistos en diferentes puertos angolanos, fueron rotando y se mantuvieron al servicio del ejército cubano en aquel país.
Desafortunadamente hay buques que han desaparecido sin dejar rastro alguno, es una verdadera lástima no poseer una imagen de recuerdo. Hoy me place colocar dos fotos, son un regalo del amigo Emilio Prieto, él navegó como Tercer Oficial en el Pinar del Río. Nuestro agradecimiento por su colaboración.
Un abrazo..
Esteban
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Nombre del barco :
Pinar del Río
Bandera :
Cuba
Tipo :
CARGUERO / MERCANTE
Lugar de la foto :
Santander
Año de construcción :
1958
IMO Nº :
5278482
Fecha de la foto :
03-Abr-1972
Foto ID :
5713
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'Pinar del Rio', 'Las Villas', 'Matanzas' and 'Habana' - Bulk Sugar Carriers
Built by the Atlantic Shipbuilding Company, Newport, South Wales, between 1958 and 1960, for the Cuban Government. Each with two 16YLCM, each developing 1,680 shp, coupled to a single output Renk reverse/reduction gearbox for propulsion. Three 6RPHZ auxiliaries, each developing 149 bhp at 850 rpm and direct coupled to a Campbell and Isherwood 100kW, 220 volt generator.
John Cove was aboard 'Pinar del Rio' when she made her first trip out of the dock in Newport where she was built. He recalls: "We had a couple of bits of excitement on the trip. They opened the dock gate and the ship went ahead towards the opening. She was not quite straight so the helmsman attempted to make a course correction. This made matters much worse and we headed for the dock wall. I was on deck and braced myself for the inevitable impact but, when we hit the dock wall, the ship's gunwhale and bulkhead above deck level made a good 'crumple zone' and although they got very badly bent inwards there was little shock involved.
It transpired that the steering wheel and the rudder were operated electrically and, although Atlantic Shipbuilders has checked that the rudder did indeed move when the wheel was moved, nobody had thought to check that it moved the correct way. So they uncrossed the wires and we proceeded to sea.
When we opened up the engines to full power the engine room filled with thick acrid smoke and had to be evacuated, although the engines could still be controlled from the bridge. We had time to see that the smoke was coming from the exhaust pipes which were now hot for the first time. They were lagged with asbestos cloth and it transpired that the yard had rather foolishly painted them before applying the lagging, so we had to wait until all the paint had burned off and the engine room ventilators had cleared the smoke before we could go back in there."
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Built by the Atlantic Shipbuilding Company, Newport, South Wales, between 1958 and 1960, for the Cuban Government. Each with two 16YLCM, each developing 1,680 shp, coupled to a single output Renk reverse/reduction gearbox for propulsion. Three 6RPHZ auxiliaries, each developing 149 bhp at 850 rpm and direct coupled to a Campbell and Isherwood 100kW, 220 volt generator.
John Cove was aboard 'Pinar del Rio' when she made her first trip out of the dock in Newport where she was built. He recalls: "We had a couple of bits of excitement on the trip. They opened the dock gate and the ship went ahead towards the opening. She was not quite straight so the helmsman attempted to make a course correction. This made matters much worse and we headed for the dock wall. I was on deck and braced myself for the inevitable impact but, when we hit the dock wall, the ship's gunwhale and bulkhead above deck level made a good 'crumple zone' and although they got very badly bent inwards there was little shock involved.
It transpired that the steering wheel and the rudder were operated electrically and, although Atlantic Shipbuilders has checked that the rudder did indeed move when the wheel was moved, nobody had thought to check that it moved the correct way. So they uncrossed the wires and we proceeded to sea.
When we opened up the engines to full power the engine room filled with thick acrid smoke and had to be evacuated, although the engines could still be controlled from the bridge. We had time to see that the smoke was coming from the exhaust pipes which were now hot for the first time. They were lagged with asbestos cloth and it transpired that the yard had rather foolishly painted them before applying the lagging, so we had to wait until all the paint had burned off and the engine room ventilators had cleared the smoke before we could go back in there."
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Mas datos y fotos en "Faro de Recalada"
https://www.tapatalk.com/groups/diario_de_bitacora/motonave-pinar-del-rio-i-t3643.html
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