The Former Philippines thru Foreign Eyes | Page 8

the
natural wealth of the country by agriculture and commerce. Inseparable
from this policy, was the persistent exclusion of foreigners. [26] It
seemed even more necessary in the isolated Philippines than in
America to cut off the natives from all contact with foreigners, if the
Spaniards had any desire to remain in undisturbed possession of the
colony. In face, however, of the developed trade of today and the
claims of the world to the productive powers of such an extraordinarily
fruitful soil, the old restrictions can no longer be maintained, and the
lately-introduced liberal tariff must be hailed as a thoroughly
well-timed measure.
* * * * *
[Galleon story sidelight on colonial history.] The oft-mentioned
voyages of the galleons betwixt Manila and Acapulco hold such a
prominent position in the history of the Philippines, and afford such an
interesting glimpse into the old colonial system, that their principal
characteristics deserve some description.
[Chinese part in galleon trade.] In the days of Morga, towards the close
of the sixteenth century, from thirty to forty Chinese junks were in the
habit of annually visiting Manila (generally in March); towards the end
of June a galleon used to sail for Acapulco. The trade with the latter
place, the active operations of which were limited to the three central
months of the year, was so lucrative, easy, and safe, that the Spaniards

scarcely cared to engage in any other undertakings.
[Favoritism in allotment of cargo space.] As the carrying power of the
annual galleon was by no means proportioned to the demand for cargo
room, the governor divided it as he deemed best; the favorites, however,
to whom he assigned shares in the hold, seldom traded themselves, but
parted with their concessions to the merchants.
[Division of space and character of cargo.] According to De Guignes,
[27] the hold of the vessel was divided into 1,500 parts, of which the
majority were allotted to the priests, and the rest to favored persons. As
a matter of fact, the value of the cargo, which was officially limited to
$600,000, was considerably higher. It chiefly consisted of Indian and
Chinese cottons and silk stuffs (amongst others fifty thousand pairs of
silk stockings from China), and gold ornaments. The value of the return
freight amounted to between two and three millions of dollars.
[Profit in trade.] Everything in this trade was settled beforehand; the
number, shape, size, and value of the bales, and even their selling price.
As this was usually double the original cost, the permission to ship
goods to a certain amount was equivalent, under ordinary
circumstances, to the bestowal of a present of a like value. These
permissions or licenses (boletas) were, at a later period, usually granted
to pensioners and officers' widows, and to officials, in lieu of an
increase of salary; these favorites were forbidden, however, to make a
direct use of them, for to trade with Acapulco was the sole right of
those members of the Consulado (a kind of chamber of commerce) who
could prove a long residence in the country and the possession of a
capital of at least $8,000.
[Evasion of regulations.] Legentil, the astronomer, gives a full
description of the regulations which prevailed in his day and the
manner in which they were disobeyed. The cargo consisted of a
thousand bales, each composed of four packets, [28] the maximum
value of each packet being fixed at $250. It was impossible to increase
the amount of bales, but they pretty generally consisted of more than
four packets, and their value so far exceeded the prescribed limits, that
a boleta was considered to be worth from $200 to $225. The officials

took good care that no goods should be smuggled on board without a
boleta. These were in such demand, that, at a later period, Comyn [29]
saw people pay $500 for the right to ship goods, the value of which
scarcely amounted to $1,000. The merchants usually borrowed the
money for these undertakings from the obras pias, charitable
foundations, which, up to our own time, fulfil in the Islands the
purposes of banks. [30] In the early days of the trade, the galleon used
to leave Cavite in July and sail with a south-westerly wind beyond the
tropics, until it met with a west wind at the thirty-eighth or [Route
outward.] fortieth parallel. [31] Later on the vessels were ordered to
leave Cavite with the first south-westerly winds to sail along the south
coast of Luzon, through San Bernardino straits, and to continue along
the thirteenth parallel of north latitude [32] as far to the east as possible,
until the north-easterly trade wind compelled them to seek a north-west
breeze in higher latitudes. They were then obliged to try the thirtieth
parallel as long as possible, instead of, as