Author Archives: Johannica

Top Panamanian Footballer Joins FC Dallas

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2012 will mark the debut of one of Panama’s top footballers at the US Major League Soccer team, FC Dallas. While his nickname “El Super Ratón” (“Mighty Mouse”) might not inspire fear in the hearts of MLS teams, defenses will need to be prepared. Blas Antonio Miguel Pérez Ortega has scored goals for every team he has appeared for during long career, with spells playing in Colombia, Mexico, Spain and Dubai. “It’s a new challenge in my career,” Pérez told MLSsoccer.com after Panama’s 1-0 friendly loss to the US on Wednesday night. “I have to adapt as fast as possible – it’s another type of soccer, another culture.”

Perez made his debut for Panamá Viejo in 1998 before moving to Arabe Unido in 2001. In 2002 he joined the Uruguayan team Nacional (one of the most successful teams in South America), and then Envigado, Centauros Villavicencio, Deportivo Cali and Cúcuta Deportivo in Colombia. In 2007 he moved to Spain to play for Hercules. In 2008, he returned to Latin America, appearing for Tigres de la UANL in Mexico. With Cúcuta, Perez won the Copa Mustang in 2006 and in 2007 Cúcuta and Blas Perez made their debut in Copa Libertadores, in which Blas scored 8 goals, including two against Argentina’s Boca Juniors. His 8 goals were the second highest tally for the tournament.

Perez has been fixture of the Panamanian national squad since 2000. Pérez made his debut for Panama against Guatemala. He played for Panama at the 2007 Gold Cup, in which they were eliminated in the quarterfinals by the U.S. He ended up as Panama’s top scorer, with three goals and one assist. Blas Perez was also named in the 2007 Gold Cup “Best XI”.

“I know MLS from the friendly matches we’ve played,” he said. “I’ve been in Mexico for a long time, so I know the level they have. It’s an important challenge for me and I’m going to take it head on. Going to a new league shouldn’t affect me. I’ve been outside the country playing for a long time, and I know everything depends on me, on my professionalism and the idea of building a future in MLS.”

Pérez said he doesn’t know much about his new coaches, and he hasn’t met many players yet. But he expects the transition into the Dallas team to be quick given the support structures awaiting him there. The forward will be travelling to Dallas alongside Panamanian team-mate Carlos Rodríguez, a left back who also signed with FCD in recent weeks. Like other Panamanians, Pérez sees the moves as part of an emerging trend for his countrymen. “In Panama, we have lots of good players,” Pérez explained. “[MLS] is opening doors for us, and now we’re headed there to open more doors for Panamanians to play in MLS.”

Classic Cars in Panama

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You don’t have to look far in the small ads in ‘Clasificados Panama’ to come across a classic car. There are hundreds of Ford Mustangs for sale, alongside Chevrolet Monte-Carlos, Corvettes and Camaros alongside less common US muscle-cars, classic sedans and pick-ups. While yet to attract much serious interest in Panama, you can also see plenty of Toyota Celica’s and there are lots of future classic cars such as Lada Nivas still being used as everyday drivers.

For those after something more exotic, the last few years have seen a number of classic British cars of the 60′s advertised for sale, including Minis, an MGB roadster, Mark 1 E-type Jaguar roadster and old Jaguar saloons (sedan in the US market). There are also numbers of Porsche 911 (and derivatives), Ferraris, Lamborghinis and Aston Martins on Panama’s roads.

For Europeans or North Americans looking for something a little different, there are even some Pumas in Panama – these gorgeous little sports cars were built in Brazil using Volkswagen mechanics. Produced in larger numbers, but no less pretty was VW Brazil’s own in-house sports car, the SP2, examples of which have also been seen in Panama.

The classic car culture has not yet taken off in Panama, but there are specialist mechanics and parts suppliers, if you can find them! Many older cars do seem to be run into the ground, and then just scrapped or hidden under a tarpaulin in the yard. Almost everyday in Panama City, a car-lover can see at least one vehicle that will make them do a ‘double-take’, whether because it is so rare, or just so incongruous (an early Chevrolet Lumina being used as a taxi, a 1970s Aston Martin parked in a row of Korean hatchbacks).

However, because of the US presence in Panama for much of the last century, it is US classic cars that are most common and attract the most interest. Muscle cars from all the big three manufacturers can be found in Panama, along with classic sedans (there are many Chevrolet Bel-Aires) and even pre-World Wart II pick-ups.

The Panama Classic Car Club represents owners of classic cars of all types. They meet in the car park of Panama City’s Multi-plaza every month.

Panama’s Gold in US Museum Exhibition and New Book

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Anyone visiting Tulsa, Oklahoma has unfortunately now missed their chance to visit the “To Capture the Sun: Gold of Ancient Panama” exhibition, which closed at the Gilcrease Museum on January 15th. However, the accompanying book, which explores the Gilcrease Museum’s collection of Pre-Columbian gold for the first time since its acquisition in the 1940s is still available. Much more than a beautifully illustrated exhibit catalogue, this volume includes essays by leading scholars who use the Gilcrease collection to discuss the rise of metallurgy in the Western Hemisphere, the symbolic significance of gold in Gran Coclé culture, and the influence of Pre-Columbian gold on world economies. The contributors also provide a survey of archaeological excavations in the region, including a discussion of Gilcrease’s important collection of Coclé ceramics

The collection, from the Gran Coclé culture of Panama, consists of more than 250 gold objects from early Panama, including effigy pendants, pectorals, cuffs, bands, ear rods, and bells, as well as a ceramics collection. Archaeologists use the term Gran Coclé to refer to the culture area of ancient Central America that extended from the Bay of Parita to the headwaters of the Rio Grande de Coclé in central Panama. The early inhabitants of this region lived along the inland river flood plains where an increasingly significant number of chiefdoms emerged during the first millennia of the Common Era.

“To Capture the Sun: Gold of Ancient Panama” explores the early scientific excavations at Sitio Conte, where archaeologists unearthed a treasure trove of gold artifacts and ceramics in the 1930s. However, the book sets these excavations and their finds in the context, both of the civilizations that created the tombs, and the archaeological work and studies that have taken place since the 1930s.

It is to be hoped that one day this exhibition (or similar from the holdings of US Museums) will travel to Panama, so that the Panamanian people can see more of their own heritage, but until that day, “To Capture the Sun: Gold of Ancient Panama” is a great substitute and would not look out of place on anyone’s coffee table or book shelf.

Yes, We Have No Bananas

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“Yes! We Have No Bananas” is the title of a novelty song by Frank Silver and Irving Cohn from the 1922 Broadway stage revue Make It Snappy. Sung by Eddie Cantor in the revue, the song became a major hit in 1923 (being the equivalent of number 1 for five weeks) when it was recorded by Billy Jones, Arthur Hall and Irving Kaufman among others. It was later covered by Benny Goodman and his Orchestra, Spike Jones & His City Slickers, and many more. It is one of the most popular and best selling songs of the 20th century. The song was popular throughout the English-speaking world and was notable for being one of the few non-sectarian songs that both Protestant and Catholic in Northern Ireland knew and could sing during the 1932 protests. The title later became even more famous in Britain when shop-keepers hung signs in their windows saying ”Yes, We Have No Bananas” during World War II.

But, what does a 1922 Broadway show-tune have to do with Panama? While a lot of different places in the USA lay claim to creating the phrase that became the song’s title, the actual song was almost certainly inspired by a banana blight in Brazil that resulted in a shortage of bananas in the USA.

The Brazilian banana blight was caused by Panama disease. This fungal disease attacks the roots of the banana plant, is resistant to fungicide and cannot be controlled chemically. The disease first appeared in Suriname, then made its way to the Caribbean, and, by the 1920s, to Honduras, the world’s largest producer of bananas at the time. The US only imported, purchased and ate the Gros Michel (Big Mike) species of Banana from the late nineteenth century until after World War II. Gros Michel bananas are large and can be transported easily, making them the idea export crop. However, they were also particularly vulnerable to Panama Disease. Panama Disease began to devastate banana crops not long after the first banana trees were planted in Central America, was identified by plantation owners in Panama and named after the country. Nowadays, mot banana’s are hybrids and less susceptible to Panama Disease, but the disease has not stood still either, and new strains are once again threatening to decimate crops.

It is quite possible that the 1922 show tune will make another come-back if there are future banana shortages. However, even if it is never heard again, the title, “Yes, We Have No Bananas” and it’s links to Panama will always be part of history.

Panama’s Presidential Palace

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The Palacio de las Garzas (Herons’ Palace) is the official residence of the President of the Republic.

The Palace of the Herons was originally built in 1673 as one of the first major buildings in the new location for Panama City following the destruction of the original city during Henry Morgan’s attack. Initially built as the home for the Spanish governor, it served as a warehouse and school, A Royal Court, a customs house and headquarters for the National bank, before finally becoming the Presidential palace in 1855.

In 1922, work began on reconstruction, in order to strengthen its colonial characteristics, and a second upper floor was added. The architect Villanueva-Meyer reshaped the great hall of state known as the Yellow Room, the presidential dining room and patio, and the Andalusian patio on the second floor. He also added a third floor to make it the Presidential residence which has a beautiful lounge and spectacular Moorish balconies.

It is called the Palace of the Herons, because in 1922, President Arnulfo Arias was presented with a a pair of white herons by the journalist, politician and former President, Belisario Porras. These were placed in the large courtyard at the palace, where they and their descendants have remained to this day.

Amongst some of the most famous features of the palace are the Andaluz Spanish Patio, designed by Villanueva, which features decorative plasterwork, tiled fountains, colums and rustic wooden furniture. The ‘Yellow Room’ is the most important state room in the palace, it is the ceremonial center of the presidency and is immersed in the history of Panama. All the important acts of state are conducted in this room. Forty-one portraits, some dating to the nineteenth century, decorate the walls of the room as well as the mural by Robert Lewis, depicting the history of Panama, from the arrival of the Spanish and the meeting of Balboa on the Pacific Ocean, to the formation of Panama as an independent nation.

The Tamarind Lounge is the presidential dining room and includes more murals by Robert Lewis, depicting life in the tropical island of Taboga in the Pacific. These murals were restored in 1996. The third floor is the residential area of the palace, where the First Family has its private rooms. Worth mentioning is the Moorish Hall, also designed by Villanueva in the style of the palaces of Aranjuez and the Alhambra in Spain, which is one of only 3 Moorish halls in the world.

A fascinating selection of images and more information on the history and architecture of the palace can be found at http://www.presidencia.gob.pa/datos-de-palacio.html.

Panama’s Golden Chiefdoms

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El Caño is a town in the Coclé province of Panama, named for Juan Sebastián Elcano, the Spanish Basque explorer who completed the first circumnavigation of the world. Near the modern village there is one of Panama’s most important archaeological sites: a ceremonial and burial place of pre-Columbian times. The site has been plundered in the 1920s, but is installed as a small archaeological park today. It continues to yield fascinating archaeological finds, even today.

The 12th January issue of the National Geographic magazine featured a story on recent excavations carried out at the Gran Coclé site of El Cano, one of the chiefdoms of central Panama. A lot is known about the central Panamanian chiefs largely due to the efforts of Gaspar de Espinosa, a 16th century Spanish conquistador who visited the region from 1516. Espinosa described the powerful chiefs who ruled competing tribes and held elaborate burial rituals.

Among the personal treasures of a chief recovered at El Caño include a seahorse pendant about three inches tall, ear ornaments, part of a breastplate, a necklace, and plaques. All were buried in a bag studded with the surrounding stone beads, which scattered as the fibers decayed. But as the National Geographic coverage shows, that’s not all we know. Excavations at Gran Coclé sites have been conducted for a century or so now, and remarkable finds at burials have included what Howard Carter would have called amazing things: gobs of gold artifacts, ceramic pots, stingray spines, shark teeth, and ivory, bone, quartz and emeralds buried with important individuals. The most recent excavations, led by Julia Mayo of the Smithsonian Tropical Research Institute and supported by the National Geographic Society, have unearthed several new elite burials.

The National Geographic coverage has, as usual, amazing photographs of the excavations, artifacts and monuments of the region. Finds have indicated a number of identifiable native cultures.

Businesses Prepare for Canal Expansion

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As the Canal expansion continues, around the world, companies and

governments are beginning to wake up to the likely impacts that the

larger canal will have on world trade. When the construction is

completed in 2014 as planned, it will forever alter the world’s

shipping patterns. The wider canal and larger locks will almost double

the amount of freight able to pass through.

According to a recent Science column in the New York Times, the

expansion will allow much bigger container ships and other cargo

vessels to easily reach the Eastern United States, altering patterns

of trade and putting pressure on East and Gulf Coast ports like

Savannah, in Georgia, and New Orleans, Louisiana to deepen harbors

and expand cargo-handling facilities. It may also take cargo away from

Western US ports. According to a December 2011 article in the Los

Angeles Times, “A major expansion of the Panama Canal is raising

alarms in Southern California, where business, labor and public

officials are warning that the project threatens to dent the region’s

role in international trade.

The ports of Los Angeles and Long Beach, which at the moment handle

about 40% of the USA’s imported Asian goods, could lose as much as 25%

of their freight business after the Panama Canal expansion is

completed. In preparation, the ports, neighboring towns and railroads

have launched improvement projects aimed at keeping themselves

competitive. One proposed project, for instance, would speed the

loading of cargo onto trains; others eliminate bottlenecks or increase

capacity so that the ports remain attractive to importers.

While West-coast ports strive to make themselves more competitive and

minimize the impact of the canal expansion, the East-coast ports are

dying to take advantage of the larger vessels that will start

transiting the canal. Last year, Governor Rick Scott of Florida

redirected $77 million in Florida Department of Transportation funds

to help dredge the Port of Miami to a depth of 50 feet. The deeper

channel will help allow the port to handle the larger cargo ships

expected to use the expanded Panama Canal.

There will obviously be a lot of fall-out when the widened canal

opens, and it is going to be interesting to see what changes result

from it and who the winners and losers are.

Government Improving Tourist Access to the Interior

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For tourists visiting Panama, the choice has long been between spending their vacation in Panama City or at one of the crowded resorts that would arrange transport connections etc. for their customers. For anyone who wanted to see more of the country, find a deserted beach or meet the local people, other destination countries were much more attractive, the lack of a good road network deterred anyone from exploring the Caribbean Coast, while connecting flights to other cities or regions often meant getting across Panama City from Tocumen to Albrook (which was seriously lacking in facilities).

With tourism rapidly increasing, the government is now taking steps to address these issues. Major infrastructure projects including a new international airport in the interior and a high quality road link along the Caribbean coast (including a third fixed crossing of the canal) are in the planning stages. Improvements have been made to many of the airports, including major expansion at Tocumen and upgrading and improvements to the Albrook “Marcos A. Gelabert” International Airport, including the provision of a food-court, making travelling through the airport a much more pleasant experience. The construction of the Cinta Costera and its extension to the Amador Causeway is creating a major tourist attraction in Panama City, and along with planned widening of the Corredor Sur, should make it easier to get from Tocumen to the port at Balboa and the Albrook airport for transfer flights and cruises.

The Minister of Tourism recently announced a series of small-scale measures, which should also help to open up more of Panama to visitors. Improved flight booking measures now allow visitors to easily book connections onwards from Tocumen, the minister was quoted as saying that travellers can now book flights to David from Buenos Aires and from Toronto through to Pedasi.

At the same time, the minister announced plans to improve road signs along all the major tourist routes, replacing the haphazard signage presently in place with clear, effective and easy to read signs in a consistent style, that would not only help drivers between cities, but also highlight cultural heritage sites.

All these measures help, and are contributing to Panama’s growing tourist industry. The more that visitors can see that Panama is not just massive resort developments, but a fascinating and beautiful country full on natural and historic sites, with a friendly population, the more they will come.

The Albrook "Marcos A. Gelabert" International Airport

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While most international visitors to Panama will be more familiar with the Tocumen International Airport, those travelling on from Panama City to a destination on one of Panama’s islands, the country’s interior or a on a short-hop international flight are just as likely to fly from the Marcos A. Gelabert International Airport on the opposite side of the city.

The Marcos A. Gelabert airport occupies a site in the Albrook area of Panama City, in what used to be the Canal Zone, next to the massive Albrook shopping mall. Although originally a US Air Force base in the Canal Zone, the name ‘Marcos A, Gelabert’ predates the handover of the canal zone. Previously, the airport was located in the area of Paitilla, where it operated for approximately 70 years until January 1999, year where the airport moved its operations to Albrook. The name honors Panamanian aviation pioneer Marcos A. Gelabert, who founded the first domestic airline and pilot training school, and who died in an accident in the Calobre region.

Construction of the US air base at Albrook Field was authorized by Congress in 1928, construction started in 1930 and was mostly completed in 1932. World War II saw massive investment made in the defenses of the canal, including expansion at Albrook, much in housing and amenities for the increased manpower. By the late 1940′s the original ‘Albrook Mall’ had been established on the site, as one of the primary shopping areas available to US troops stationed in Panama. The site’s importance as an active air base declined after World War II, as the Howard Air Base became the main focus for US military flights, however, it was the site of a major firefight during the US invasion in 1989.

Since being handed over to Panama, the Albrook "Marcos A. Gelabert" International Airport has become the main hub for short-haul flights, with daily flights to every major town and cities in Panama via Air Panama and Aeroperlas. Te airport also caters for charter and private flights, including pilot training. Recent developments have included much-needed maintenance and improvements to the facilities available for passengers, including a food court in the terminal area.

Copa Airlines

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Copa Airlines, with its base at Tocumen International Airport, serves as Panama’s flag-carrier. Originally formed as the Compañía Panameña de Aviación, S.A. In 1944, COPA began operations with the opening of Tocumen International Airport in 1947. Founded by a group of Panamanian businessmen, helped by a 32% stake taken by Pan American, COPA has grown from a small domestic carrier to a major international airline, and will become a full member of the Star Alliance network during 2012.

COPA began operations out of Tocumen with domestic flights using a small fleet of Douglas DC-3 and Douglas C-47 aircraft, then (and for a long time) the workhorse of small airlines all over the world. The airline started its first international flights in the 1960s when it launched a service with 3 weekly flights to San Jose, Costa Rica. In 1969, COPA acquired its first AVRO 748 (later Hawker Siddeley HS 748s), an aircraft specifically designed to replace the DC3 and provide services to rough landing strips, and launched a service to Kingston, Jamaica, followed by Nicaragua and Colombia. In the 1970s the network expanded with new destinations in Colombia, San Salvador and Guatemala, in 1971 the airline became entirely Panamanian owned. In the late 1970s, COPA acquired its first Boeing 737 jet airliner and discontinued its domestic routes to concentrate on international flights.

The 1980s saw the collapse of Air Panama, COPA’s only serious competitor, in trouble for some time, the company’s last airliner was damaged during the US invasion and never flew again. COPA expanded further during the 1980s, adding destinations throughout the Caribbean and South America. Further expansion in the 1990s was helped by Continental Airlines who acquired a stake in the company. In 2000 services to North America were started and COPA bought its first non-Boeing jets, when the company introduced the Embraer 190 on some routes.

COPA have won numerous industry awards and have a high customer satisfaction index. The airline currently offers more than 280 daily scheduled flights to 59 destinations in 28 countries in North, Central and South America, and the Caribbean using a fleet of 73 aeroplanes (with a large order for new Boeing 737s expected to start being delivered in 2014).