I haven’t published a book yet. I was commissioned three years ago to co-write a biography of San Pedro, La Laguna’s town mayor (a family friend), but it’s still in developmental hell (and since the good mayor is very busy working for the town’s cityhood, and my writing partner has lost all interest, his biography might not get published anymore). But to write for a magazine is the closest to publishing a book as one could get.
As they say in the world of writing, “publish or perish”.
Blogging today is the in thing. But even in a world that is ever dominated by the Internet, nothing can topple the worth and value and weight and authenticity and command that the contents of a physical book can hold. Thus this ache of getting published. The last time I was published was back in college. But those were verses that were published in our school journal. Seeing one’s writings published in a book or, for this matter, on a national daily or magazine beats all that.
It’s not just the feeling of being known that bites me, or of becoming famous even. It’s this ache of wanting others to know that you do exist, and for some lofty reason.
So back to my story. JB Lazarte is a multi-awarded writer. And he has more contacts to whatever writing gigs there are available for a craving and trying-hard scribbler like me. He contacted me late last year to contribute for a magazine of which he will become one of its editors (the other editor is Palanca awardee Omer Oscar Almenario).
EL GALEÓN ANDALUCÍA
To see a Spanish-era galleon ship docked in Manila Harbor’s Pier 13 amidst modern steel ships is not just surreal — it is downright weird (one could not help but be reminded of Walt Disney Picture’s The Pirates of the Carribean film series). And that weird feeling was what exactly my wife and I felt that hot afternoon of 6 October when we visited the visiting Galeón Andalucía! The coming of the said galleon was actually the highlight of the recently concluded Día del Galeón celebration.
No, Andalucía was not a galleon straight out of the past, preserved and renovated. It was only a replica of what a typical 17th century galleon used to look like during the Manila-Acapulco Galleon Trade (1565-1815). But the Andalucía holds the distinction of being the only actual replica of a Spanish galleon that has ever been built in modern times.
According to Fernando Ziálcita, professor of Cultural Anthropology in Ateneo de Manila University and one of the organizers of the said event, it was Spanish historian Pedro Luengo who informed him last year of the Andalucía’s planned voyage from Seville to Shanghai, China. Professor Ziálcita thought that as the Philippines was the focal point of the Galleon Trade, the said ship should naturally have a stop-over in Manila. Earlier this year (February), Prof. Ziálcita and other concerned individuals had a meeting with the Philippine Academic Consortium for Latin American Studies in Cavite City. Mr. César Virata, former Prime Minister during Ferdinand Marcos’ regime and is now the president of the Cavite Historical Society, was present in the said meeting. He expressed interest in sponsoring an event that will feature the coming of the Andalucía Galleon.
The galleon trade may have a soft spot in Mr. Virata’s heart: aside from Manila Bay, (and occasionally Puerto Galera in Mindoro island), Cavite City used to be a port and construction site for the galleons.
But what really made things official was when Prof. Ziálcita proposed to the national government to sponsor the said event. They were very excited, he said. Thus, through the assistance and efforts of the National Commission for Culture and the Arts and Senator Edgardo Angara, a hispanista, the event was made possible. So this past June, the government launched initiatives to celebrate the first international Día del Galeón Festival on 8 October. No less than the United Nations Educational, Scientific, and Cultural Organization (UNESCO) declared that the said date should be celebrated annually as the Day of the Galleon in commemoration of the Galleon Trade.
Although the event’s name is called Day of the Galleon, it was actually a month-long affair. The event’s official website (http://www.diadelgaleon.blogspot.com/) lists down a schedule of various lectures, cultural showcases, stage plays, and other cultural showcases, stage plays, and other cultural programs related to the galleon trade. My wife and I were able to attend only one event: the day when the Galleon Andalucía —the main event— “returned” to our shores.
As we were on our way to Manila Bay that afternoon to welcome the galleon, I was briefing my wife about what the event —and the galleon trade— was all about in order for her to appreciate our visit. Admittedly, her knowledge of galleons and of the galleon trade was minimal as is the case, sadly, with many Filipinos today (an ex-office mate of mine even pronounced it as a “Galileo” ship, much to my annoyance). Yearly, Filipino students are given a few hours’ rehash of what had transpired during the galleon trade for more than two centuries; an important epoch not only in our country’s history but in world history as well.
It is never enough to say that the galleon trade was merely a part of Philippine History, nor should it be limited to the retelling of Spanish History in Asia and the Pacific. Such scenario would have been too trifle to say the least. Rather, the Manila-Acapulco galleon trade should stand side by side with “the glory that was Greece” and “the grandeur that was Rome”. It should have equal status to that of the Industrial Revolution or the epic telling of survival during the Age of Depression and other economic revolutions. This would be no exaggeration for, truly, the galleon trade literally turned the world into a global village.
To put in simpler terms, it was the world’s first foray into globalization. Scholars and historians agree today that, although the trade was “limited” between Manila and Acapulco, México, it was in fact global in scope. Good from major markets in Asia, such as China and India, traveled to Amoy and Canton where they were shipped to Manila. From Manila Bay (just across Intramuros, which was then the original Manila) and/or Puerto de Cavite (today’s Cavite City), Asian goods, such as silk, spices, jewels, chinaware, and ivory, traveled across the globe through the Pacific in a perilous journey towards the other side of the world. From there, these goods were both sold and traded for Mexican silver and other goods coming not just from all over the Americas but from Europe as well (which were shipped over from the Atlantic).
The journey indeed was perilous because sea navigation today was different from that era. Lacking modern equipment in maritime affairs, the trip from Manila, which usually began from July or August, could last for six months and a half. The galleons followed the North Equatorial Current that had been discovered by Fray Andrés de Urdaneta on his return trip to México. During that time, it was the only safest route back across the Pacific to México and the rest of the New World (they could not travel eastward due to the Treaty of Tordesillas). Indeed, Spain could not have colonized the Philippines without this oceanic current.
It should be emphasized that it was not a simple sea voyage; as mentioned earlier, maritime voyages were not as sophisticated compared to modern sea navigation. Countless sailors perished out of hunger, thirst, and illness during the galleon trade due to miscalculation in logistics and supplies. As such, mutinies were not uncommon. Also, many a galleon ship perished in ferocious typhoons. Other galleons even met a more tragic fate — they were captured by vicious English buccaneers. Four of them were taken: Santa Ana in 1587; Encarnación in 1709; Covadonga in 1743, and; Santíssima Trinidad —the largest ship during that era— in 1762. Due to poor navigation, some were lost at sea, never to be seen again. Other galleons sank due to overloaded cargoes.
The return trip to Manila was as equally perilous as the voyage to México, but it was shorter: the galleons left Acapulco either in February of March and reached Manila in more or less 90 days. The return trip passed south of the North Equatorial Current, docking briefly in what is now known as the Marshall Islands and Guam.
The Galleon Trade allowed the participation of all Filipinos. An individual or organization must have a boleta (ticket) in order to engage business in the Trans-Pacific trade. The cargo space of a galleon was usually divided into 4,000 units. Each unit was represented by the said boleta. Thus, if the individual has, say, five boletas, he could ship an amount of merchandise to fill five units of cargo space. The government, however, had the privilege of owning over a thousand units (other groups who share such privileges are church leaders and businessmen). However, some individuals would choose to sell their boletas to wealthy businessmen for a higher fee (they were the precursors of today’s scalpers outside the Araneta Coliseum).
The galleon trade was truly epochal for Philippine existence. Through it, our country received different kinds of crops such as camote, sincamás, tomate (tomato), cacahuete or manî, lechugas, corn, avocado, pineapple, tobacco, and countless others. Virtually all the vegetables mentioned in the popular Tagalog folk song “Bahay Kubo” were brought over by the galleons from México and nearby Asian countries. Thus, we could be singing a different version of “Bahay Kubo” today without the galleon trade!
The said trade also gave the Filipinos the piano, the guitar, the violin, the cubiertos (fork, spoon, knives), plates, drinking glasses, cups and saucers; clock and calendar; various complex and simple machines, such as the printing press, the plow, the wheel, hammer and nails, books, pens, and other scholarly materials, etc.
It was not just inanimate things and tools that the galleons brought to our country. They also gave us livestock such as cattle and horses and poultry. Farming techniques written in various papers and books were also brought by these ships. The idea of arts and architecture were not excluded. Friars from various religious orders sailed through the galleons. Also, various laws and edicts and royal letters, as well as the occasional monetary assistance from the Spanish monarch were channeled through these enterprising ships.
The provinces of Lanáo del Norte and Lanáo del Sur in Mindanáo, by the way, were named after these galleons (la nao is another Spanish term for el Galeón).
There was also an exchange of peoples. Some Mexicans who joined the voyage to the Philippines never returned to their native land, and vice-versa. Therefore, sans the Clavería decree of 1849, there are Filipinos today who have Mexican last names such as Aguilar, Álvarez, Carrillo, Cruz, Flores, Guerrero, López, Pérez, del Río, Santibáñez, etc. And here is a shocking fact: there is a 200-year-old clan in México whose surname is Magandá which is the Tagalog word for beautiful!
The cultural exchanges that occurred between the Philippines and México were quite enormous; I might even end up in weeks enumerating everything. But it is safe to conclude that the galleon trade virtually created the Philippines. And almost everything that we Filipinos savor up to this very day we have to thank the galleon trade for. These facts my wife, who is not a history buff like me, discovered on her own during that 6 October visit to the galleon ship because, happily, one of Pier 13’s multi-purpose halls was converted into a temporary waiting area where visitors were able to view various exhibits, murals, and very helpful information and lectures about the Galleon Trade. It helped her and other visitors to the Andalucía to at least have a clearer idea of how the trade went about during those truly gaudy days of Spain in the Philippines, aside from the cultural gifts that we received.
As we stepped on board the Andalucía (it was named by the way after the place where it was constructed: Andalusia, Spain) together with a noisy crowd, I tried to imagine how the sailors fared a long time ago. Observing the Andalucía’s
middle deck, it was indeed amazing how some 4,000 units of cargo space could have fitted there, aside from the provisions for the sailors and the sailors themselves. Looking at the modern ships around the galleon, Andalucía seemed smaller and looked quite fragile. It’s made entirely of hardwood, a clear indication of the ship’s faithfulness to the original galleons.
Also, as I was looking down on the murky waters of Manila Bay softly lapping at the ship’s bow and stern, a stark realization dawned upon me: the last galleon that arrived in the Philippines was in 1815 (fortuitously, it was named Magallanes). That means it has been 195 years since a galleon last visited our shores!
Those who were able to enjoy and fathom the Andalucía experience will never look at the galleon trade the same way again.
The pre-launch issue never made it to the newsstands. It was distributed only to selected government offices. The first issue was supposed to be on sale last January of this year (where I wrote a short essay about the importance of agribusiness). I also solicited a brief article from leading economist Dr. Bernardo M. Villegas for an economic forecast of the Philippines for the year 2010.
But the publication of Pananaw kept on stalling due to problems unknown to me. Like that biography I’m working on, it appears that Pananaw is still in developmental hell. And it’s almost a year since the pre-launch issue.
Sometimes I am tempted to believe a relative of mine who belittled me several years ago. Hinahabol yata talagá acó ng malas, ¡hahaha! :D
So I thought it wise to publish online what I wrote for that magazine. Because I am confident that whoever received a copy of it, nobody read my galleon trade article. Sayang namán. At least here in FILIPINO eSCRIBBLES, I have a fanbase…
About three or four bored souls.