Page 267 - Vol_2_Archaeology of Manila Galleon Seaport Trade

240 R. Junco Sanchez et al.

mercantile practices of the viceroyalty. This was the result of the political, military,
naval and economic restructuring that the Bourbon kings gradually implemented in
the Spanish empire, which also touched the colonial port facilities, and was reflected
in actions such as the creation of the Havana shipyard in Cuba, the search of bays
where ships could also be built (such as Alvarado and Coatzacoalcos in Mexico), the
restructuring of the port fortresses (Veracruz, Campeche, and Acapulco also in
Mexico) and the foundation of the Maritime Department of San Blas (Lynch 1991:
88–116; Walker 1979: 131; Valdéz 2011: 198–218).
This last establishment, created in 1768 by order of the king´s Visitador José de
Gálvez, had as its !rst purpose to become the point from which navigations to the
North Paci!c were coordinated. From that place, the explorations, and the defense
of the coastlines of the Western and Northwestern American continent were
organized to face the Russian and English advances that appeared in the area. In
addition, the place would be the point of contact and regular supply for the new
settlements in Alta California as well as the missions of Baja California from which
the Jesuits had been expelled the year before. As a maritime department, the
functions of San Blas in principle were strictly military and for that reason, com-
mercial transactions were prohibited in the port. However, due to various causes,
this situation had to change and to a large extent, this was due to the transpaci!c
navigations of the Manila Galleons.
Since the 16th century, New Spain was the only viceroyalty that was allowed to
maintain commercial relations with the Philippines (Junco and Fournier 2008).
These were initially established to help support the Philippine settlement and thus
not depend solely on the silver that was annually sent from Mexico. However, the
great demand and taste that was developed by the Asian genres in the American
markets made constant and increased the supply to Acapulco, the only port with the
license to receive the galleons (Yuste 2007: 45–47). This situation was maintained
until the second part of the eighteenth century, but after the founding of San Blas it
gradually changed. In principle, the Manila Galleons were not allowed to stop at the
Maritime Department, but they started doing so from the 1780s requesting repairs to
the ships. This happened because San Blas had a shipyard where some of the ships
with which North American continent was explored were built, as well as car-
penters, caulkers and other specialized employees for such work; On the other hand,
Acapulco lacked this, the personnel and even the supplies that were required to
repair and prepare the galleons for their return to the Philippines. In addition, the
Maritime Department was on the way of the transpaci!c route, so it was soon
considered that after the harsh Paci!c crossing of the galleons, and the stop they
began to make in San Jose del Cabo, Baja California, since the 1720s, if the
galleons suffered structural damage it was better to do repairs in San Blas before
arriving in Acapulco. The problem that this situation generated was that the of!cers
of the ships offered to pay for repairs with the sale of some of the goods brought on
board, which legally was not allowed because it was considered that if San Blas
included commercial activities it would deviate from its main exploration functions
and defense, in addition to the fact, that there was no customs of!cial of the Royal
Treasury that could monitor the discharges and the sale of goods. On the other