An introduction

The last large traditional boat constructed in Qatar – a boom – was built in Doha in the mid-seventies. In this photograph you can see how the majority of her ribs were left more or less as they came and only trimmed at their junctions with the planks of the boat. You can also get a feel for the size of the boat from this view of its construction. Incidentally, I don’t know if I am correct in referring to dhows as feminine in the characterisation of the West. I believe some dhows are male and some female, but I’m not sure which are which.

Here a group of boats sit in the low water at al-Bida prior to the Corniche road being developed in Doha. From the left there are two small abwam, one dismasted, a shuw’i in the background, another boom and a jaliboot on the right. In the foreground is, I think, a small kitr with a second further away behind it. The low water in Doha’s bay was both a benefit in that it enabled boats to be beached easily, but it was foul smelling as it didn’t wash out well at high tide.

The traditional boats of the Gulf are obviously not Islamic or Gulf architecture. However, they seem to me to have so much in common with traditional Gulf architecture and the way of life prior to development irrevocably changed the life of Qataris. In this sense I see boats being as important as the traditional architecture, and I feel that they should be looked at in parallel with land-based architecture.

For this reason I am adding a short description here of what I recall of these beautiful craft. Unfortunately, I can not guarantee the absolute accuracy of what I write. Much of it comes from conversations I have had in the past with locals with an interest in boats as well as those engaged in making them, but I regret now not making notes. I can recommend at least this article to give a description of some of the craft and their history in and around the Gulf and, for more detail of the construction of boats, particularly referring to the Kuwait ship-building industry, this site. This photograph, incidentally, was taken at dawn under unusual dawn lighting conditions, looking across the bay at Doha from al Bida.

For those who have an interest in the boats of the Gulf and would like to read more about them, I’d like to recommend a far more authoritiative source which, despite its academic character contains considerable information about the craft in their context and does much to explain why the naming of craft is so difficult.

The increase in revenue from oil in the Arabian/Persian Gulf has seen a considerable increase in the use of modern shipping. This reflects the larger size and frequency of ships needed to bring goods into the different countries of the Gulf, in turn a response to increasing disposable income, the rapidly expanding population and concomitant development. Bear in mind that the national populations of the Gulf have been significantly increased by the service population brought in to carry out the development politically considered necessary to bring those countries into line with the more developed countries of the West.

This growth has been dramatic. At the beginning of the boom in the seventies, for instance, ships would often have to stand out in the roads to wait their turn to unload while, on land, intense efforts were being made to upgrade the unloading capability of the ports, road and commercial and government infrastructures in order to feed the goods into the country.

Prior to this goods were moved within and out of the Gulf by traditional wooden craft. These relied on their large lateen sails though, later, diesel engines were added to the dhows both in order to improve their manoeuvrability near land and to enable them to sail when the winds dropped. Even today these craft ply their trade between the Gulf and the Indian sub-continent and east Africa via the Arab states on the Arabian Sea. The dhows still use sail when it suits them, though this is obviously dependent upon the prevailing seasonal winds. The diagram illustrates the changeability of the winds but also reflects the dominance of the north north west shamal within the Gulf.

The name commonly given to an Arabic boat is dhow. But, just as the names ‘ship’ and ‘boat’ in English are commonly used to encompass a wide range of different craft – yacht, punt, canoe, launch, ferry, freighter, liner and so on – there are a number of traditional Arabic craft found and still used in the Arabian/Persian Gulf.

The origin of the name dhow is still argued over today. One story I was told is that its real origin was in one of the Arabic words for a lamp or light. Supposedly a British sailor asked a local for the name of ‘that over there’, pointing at a boat with a lit lantern, and was told dhow, the Arab thinking the sailor was asking about the most obvious thing to be seen in the dark, the lamp. Like most apocryphal stories it’s unlikely, but I still like the story.

The etymology of many of the terms has much to do with the wide area over which the boats roamed for centuries. Indo-Persian mixed with African and Arabic vocabularies and, as much of the traditions were not written down but verbal, attempting to discover roots and meanings is difficult.

Dhows come in a variety of shapes and sizes developed, as in other areas of the world, in response to the boats’ purposes and the character of the seas in which they sailed. Dhows which sailed across the Gulf were often subject to violent seas, and this is particularly true for those moving out of the Gulf and across the larger Arabian and Indian seas. This view of a shuw’i is typical of the most common boat now used, leaving and returning every day from fishing with their traps on the stern.

At the same time it should be borne in mind that many of the waters of the Gulf are very shallow. This is something the British found to their cost when they attempted to settle what was known in the eighteenth century as the Trucial Coast, in which there was endemic piracy. The well-armed, but heavier British ships, were unable to follow pirate ships which, with their lateen sails and shallower draught were easily able to out-manoeuvre the British. Here, one of the local craft has been fitted with a lateen sail and moves across Doha Bay.

The lateen sail has a particular advantage. Its fore-and-aft rig can be used to sail closer to the wind than the square-rigs used by European craft. They were smaller sails than the equivalent European craft but, with their long keel, shallower draught and lighter weight these craft tended to be faster. This combined with easier manoeuverability and their sailors’ local marine knowledge, gave them significant advantages.

Nowadays it is rare to see lateen sails in the Gulf other than associated with tourism. However I can remember that it was not uncommon to see the sails on the horizon where their captains would use wind power out at sea for the major part of the journey, but lower their sails and use their diesel engines to manoeuvre into harbour.

The notable characteristic of a lateen sail, as you can see from the above photograph, is that it is triangular, the leech or trailing edge being extended to optimise the amount of wind it can catch. You can also see how the sail is extended fore and aft to increase the amount of wind caught. Apparently it developed from a square sail as the need to head up closer to the wind was seen to be important. In fact a lateen sail can sail closer to the wind by at least a point – 1/32nd of the compass 360°, or 11¼° – allowing them to sail at least within four points of the wind compared with a square sail achieving only five points.

I’ve not been able to talk to any Arab sailors about the lateen sail but was interested to read that dhows were often sailed into the wind and would wear around rather than tack. Tacking brings the bow of the craft across the wind and requires both that the yard is brought round the mast and that the rudder is effective in the manoeuvre. Wearing also requires the yard to be brought round the mast, but turning downwind helps move the yard around. With the relatively small rudders of Arab craft, wearing would have been a more easy option in heavy winds.

Tacking a boat has the craft heading into the wind and zig-zagging across it as the craft beats its way forward. Wearing has the boat making figures-of-eight. Heading into the wind the craft, instead of tacking across it, turns away from the wind and then rounds up to head up again into the wind. It is a lengthier procedure, but easier to accomplish in strong winds.

Interestingly, the experience of the Arab sailors on having to deal with the heavier-armed British warships resulted in a change in construction. Their boats were traditionally made with teak planks connected with coir rope bindings and heavily greased. This had given them literally flexible craft, better suited to dealing with the sandbanks and reefs of the Gulf. The nailed oak planks of the British navy were emulated and dhow boat construction developed using wrought iron nails driven through bow-drilled holes packed with hemp soaked in an oil and tar mix.

Here you see a bow drill being used by a boat builder in preparation for fixing the wrought iron nails through the planks of the newly constructed boom seen in the photograph at the top of this page, and into its ribs. This operation is extremely skilled even though it might be thought old-fashioned. The drill consists of a handle in which the end of the steel drill bit is allowed to turn, and a secondary wooden bobbin attached to the drill bit which is turned backwards and forwards with the aid of a wooden bow supporting a thick cord wrapped round the bobbin. Tension on the bow drill is maintained by the fingers of the hand holding the bow. The sharpened, diamond-shaped bit on the drill is remarkably effective in the right hands, the bow drill giving substantial control to the operator and allowing slow or relatively fast speeds to be used when drilling. High speeds have to be avoided as they tend to burn the wood.

But times have changed. While some traditional tools are still used in carpentry in general and boat building in particular, many new tools have been brought in to help speed the process of building. Here you see two electric drills being used for a similar task as that being carried out in the photo above it where a bow drill is being used – the provision of holes into which nails are being driven to hold the planking to the timber frame.

Dhows were constructed originally with the planks fixed together side by side working up from the keel, itself preferably a single piece of timber. Ribs were then inserted to strengthen the planking. Nowadays construction has the ribs constructed first and the planking added.

This photograph is of the finished construction on the interior of a small craft and illustrates a number of points. If you compare it with the photograph at the head of the page you will see the difference between old and new constructions in the irregularity and regularity of the two constructions respectively. This photograph reflects the use of standardised material in terms of timber dimensions, and is considered to improve the speed of construction as well as produce a better balanced craft. The other thing to notice is that each horizontal timber has the ends of the nails connecting the planking to the ribs turned over to prevent their working out. With traditional nails, which were made from wrought iron, this produced an extremely strong fixing, one which was very difficult to work loose.

As I mentioned previously, small craft originally were constructed of teak planks held in place by greased coir rope bindings, creating a flexible construction. One of the difficulties of this form of construction is in making the fixings within the increasingly narrow space at the prow and stern of these craft. This space can be imagined from the above photograph. Using nails driven in from the outside of the craft significantly simplified this problem.

The types of boat were characterised by the functions for which they were developed. Unlike Western boats, they were not differentiated by the number of masts but by their shape and size.

All dhows are traditionally powered by the wind driving a lateen sail, a triangular sail hanging from the mast at an angle, and permitting rapid deployment about the mast and enabling the dhow to sail closer to the wind than their contemporary British ships.

The three main uses for dhows in the Gulf were in the:

• pearling industry,
• the movement of goods around the Gulf and, in and out of the Gulf, linking with the Indian sub-continent, East Africa, the Red Sea and
• fishing,

the latter two being the only two uses left – though to which must now be added

• recreation.

Having said that you should be aware that, in contradistinction to the way in which boats tend to be classified in the West, boats in the Gulf were used for whatever function was required at the time. Essentially this was a commercial necessity, the owners finding work for their boats depending on opportunity. What I’ve not been able to work out is how the different boats came to be sized and constructed into the standard models described below. I assume that it is, as it would be elsewhere, a result of the characteristics of the seas they sailed, from the coasts of the Arabian Sea to the calmer inshore waters of the Gulf.

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Recreation

Qataris enjoy the sea now as they always have. My experience is that it is not only those with a marine connection that do so, but also those of badu stock. Because of this, recreation is an increasing activity in the use of smaller, less expensive, dhows in Qatar. This reflects both a decrease in the traditional use of the dhow – pearling and, to a smaller extent, fishing – and a significant increase in disposable income and time available for recreation. Those who can afford it can usually afford to employ somebody to look after and helm the boat when it is taken to sea, and the boats are usually available at short notice.

This photograph of a dhow illustrates a typical converted leisure craft at its mooring. You can see that a considerable amount of the available deck space has been enclosed and glazed, that above this a deck has been created with seating established on it, and that modern navigation and communication systems have been installed as well as two air-conditioning units.

Many such dhows have been converted for recreational use by their owners, and the market for them has risen accordingly as those who have not been in the marine business have sought out these craft now they have the funds to afford them.

Generally the interiors of these craft are enlarged and enclosed with the addition of facilities such as air-conditioning and television being made. Fishing is very popular from them and day trips are common both for men and their guests as well as for all the family.

With increasing leisure time, sometimes the trips take place over a number of days and, in a similar manner to camping in the desert, sometimes the owner will travel to the boat – or vice versa – each day. There seems to be a genuine interest in the sea both by those you would expect to have this love of the sea – those whose families have been associated with fishing and pearling – as well as those whose families come from the desert. In both cases it often appears to be very much a relocation of the majlis from the land to the sea, and with similar activities undertaken. Nevertheless fishing is very popular activity and everybody seems to come back from their trips with fish for the table, friends and family, as well as for the freezer.

>The boats used for recreation can consume considerable funds as not only do the boats need maintaining, but they invariably have at least one crewman to handle everything to do with maintaining and running it. Generally boats are looked after well. It is apparent that while the interiors may be unsophisticated, the basic elements of the traditional craft are detailed, well maintained and, in cases such as the zuli developed from both a functional and decorative point of view.

In addition, the opportunity is taken to add details which would not have been used traditionally on dhows, but which find their provenance in the traditional Gulf architecture of Qatar. In the case of this solid, carved detail, it illustrates both the relationship between owner and boat as well as that with his heritage.

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The different craft

The different types of dhow include but are not limited to the following, in descending order of size:

baghala

This is the largest type of boat in the Gulf and is rarely seen. Those that are still in use tend to operate for ceremonial or special purposes. They have curved, decorated prows and a high transom stern and poop. In this respect they have a similarity to European craft. This drawing of a baghala was taken from Paris’ Souvenirs de Marine, 1882 and additionally illustrates the lateen sails common to dhows. I see that the baghala in this illustration has a straight prow and that the lateen sails have a luff – the leading edge of the sail as opposed to the leech, the trailing edge. The addition of the luff adds a significant element of sail compared with a triangular sail, increasing the potential speed of the craft. You can also see that the main lateen yard is constructed of two pieces of timber due to its length.

This photograph was taken in Kuwait and is of the stern of a baghala that was built between 1997 and 2000. There are few of these craft around nowadays and those that are built, such as this, are usually for recreation or display. Although construction is greatly modernised a significant amount of the work is carried out manually by craftsmen keeping the tradition of these great boats alive.

boom

The boom is the most common of the large dhows to be seen in Qatar. I believe they replaced the baghala and are the largest of the craft trading within the Gulf as well as to Iran and to the ports of the Indian sub-continent. They are much larger than they appear at first sight and I have seen two buses on them, one each side of the mast. It can be distinguished from the baghala by its curved transom and a long, straight stem post at an angle of about 40º.

sambooq

The sambooq was mainly used as a passenger craft. It has a curved prow and flat, relatively high transom with, usually, two masts. Its stem head is finished with a single curve compared with the shuw’i’s double curve. The sambooq’s short keel made it very manoeuverable over the common sandbanks of the Gulf. The sambooq is now used for fishing but was commonly used for pearling. As the pearling season lasted only three months or so, it would have been natural to employ it for fishing the rest of the year, as well as trading.

bateel

The bateel was the craft mainly used by the Arabs as a fighting ship because of its manoeuvrability. It is relatively narrow with a long, raking straight prow but was also used for fishing, a good cover for a fighting ship. Nowadays I believe they are mainly used for oared racing, though this looks as if it is being used for personal leisure. The prow is distinctive.

jaliboot

I understand that the jaliboot used to be relatively common in Qatar though there were nowhere near as many as the shuw’i. The jaliboot has a straight keel and squared transom with an almost upright prow, the top of which has a distinctive concave curve to it. Although it is used for fishing, is also popular as a recreational craft.

As an aside, there is an argument that the name, ‘jaliboot’, is derived from the Royal Navy’s ‘jolly-boat’ – a boat which is used to ferry people between shore and a large ship as well as carry out small tasks – but I have also heard the converse argument as there are many English words derived from Arabic.

True or not, there is a significant difference in size between the British jolly-boat and the Arabic jaliboot.

markab

I understand this to be a generic name for a boat or ship, and is similar in this sense to

khashab

which literally means ‘wood’ in Arabic. The small boat shown here beached between two other boats is such an example, the term applying to any small wooden boat, but the boat I am referring to here might also be a kitr, mentioned lower on this page.

lanj

This is another name, like the jaliboot, which is thought to be derived from the English ‘launch’ – again, or vice versa.

shuw’i

The impression I have is that the shuw’i appears to be by far the most popular boat in Qatar. Many of them can be seen in the old port opposite the old suq and at the end of Grand Hamad avenue. For a relatively small craft, it has long, flowing, graceful lines and bears a strong resemblance to the larger sambooq.

Not only does it appear to be the most common boat in the Doha bay, but it is also the basis of the fishing fleets to be seen around the peninsula at villages or towns such as at al Wakra and al Khor where fishing is still a commercial activity and way of life.

As I noted above, the shuw’i is the chief fishing craft though it does have other uses as well, the most common being recreational. But I have seen it used for transporting goods short distances and believe there may still be these boats moving between Gulf states in addition to the larger boom. To the right you can see a shuw’i with fish traps piled on its stern and this is a common sight both on the craft as well as piled on the adjacent quay waiting use, or being constructed by fishermen.

In the photo below it, note the straight, raked stem finished with a long reflex double curve – a detail of which, from a different shuw’i, is shown below – and the transom stern with its transom strakes projected over the sea on which a platform is usually constructed to take the fishing traps, providing more usable space in the open body of the craft.

kitr

I have to admit that I’m not absolutely sure about the boat in this photograph, but I think it is of a masted kitr. They are usually double-ended, and this one carries a dropped sail which I assume will be a lateen sail.

This second photograph shows two small craft moored beside the Corniche at night. The larger craft has an outboard engine mounted on it between the two transom strakes, in front of which is a low-positioned steering wheel though I don’t see why this would be needed with a movable outboard engine. It also has a housing for a narrow mast amidships. The smaller boat, perhaps a khashab, appears to be similar in design with a similar prow configuration as the larger. There are simple masaanid al majdthaaf, rowlocks, and what might be provision for a rope-enabled steering mechanism, though this would be unnecessary on a rowing boat.

The final photograph of these small craft is of a single boat which, again I believe to be a khashab, but where it is easier to see its form and, particularly the configuration of its squared, low transom. Unlike the preceding example, there is no extension of the transom strakes and the transom is cut low, I suspect to accommodate an outboard engine as has the previous example. There is no steering wheel as has the example above, and I imagine steering would be effected by a movable outboard engine.

These next two photographs were taken in the Doha suq, where a number of items are displayed as, in effect, part of an exhibition rather than as items for sale. For sale or not, I think this qualifies as a kitr as they are essentially small craft designed to take people from the shore to their larger boats. The peculiarity of this boat is that it is not constructed from planks, but is carved out of the solid. The wood must have been brought in for the construction as well as, I assume, the boat builder as it is the first of its sort I have seen in Doha. At the bow and stern the difficulty of fixing planks is avoided in this form of construction, and the craft will be significantly stronger compared with standard planked constructions. Its stability is, however, dependent both on the skill of the builder in creating an evenly balanced boat with an evenly carved thickness, as well as the characteristics of the tree from which it was crafted. The timber must still be looked after to avoid the problems of shrinkage and cracking.

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The zuli

Dhows are usually provided with a zuli, a small latrine cantilevered over the side of the craft for use at sea. The zuli are provided with a low enclosing wall to provide some degree of basic privacy and are equipped with a hole in their base. Usually the latrine is suspended near the stern of the craft, but I understand it can also be located near the prow, the position dependent upon the direction of the wind and the attitude of the craft in order for the zuli to sit on the lee side of the craft. They’re a necessary and typical feature of traditional Gulf craft.

With the developing interest in the use of boats for recreation, more up-to-date versions of the zuli can be seen on new or converted dhows. It is notable that boat owners continue to use an external version of the traditional zuli rather than an internally located latrine as would be found on Western craft. This appears to say much for the intent to keep traditions and to develop, in the case of the zuli shown in this photograph, woodworking skills to produce a refined teak unit which provides considerable privacy with its high external treatment and doors on the access side to create privacy, a bracing board and traditionally-based decoration around it.

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Construction

As I mentioned above, in the past dhows were constructed of teak planks connected with coir rope bindings and heavily greased. This method was similar to the manner in which the Vikings constructed their longships and gave considerable flexibility to the longships, particularly in heavy seas. The mobility with which the longships responded to the seas gave rise to the animal heads carved on the prow, the longship being thought to have a life of its own. But I digress…

The construction of dhows is still carried out in Qatar, though not on the scale it once was. Other Gulf states continue to build both dhows for general use but, increasingly, for the recreational market. This includes both dhows for personal pleasure as well as those for competitive racing.

The traditional wooden craft have to be maintained constantly in order to keep them seaworwthy. Here an owner talks over the work that has to be carried out on his dhow. Usually, once a year, the boats are drawn up on the foreshore and inspected for damage, the caulking checked, the hull cleaned down and an application of a mixture of lime and fish oil below the water line and shark liver oil above to protect the timbers.

I think that the lines of dhows are beautiful, though this is true of many boats. This photograph shows the way in which the need for speed and the carrying of cargo have produced an optimal shape – sharp at the prow to cut through the water, enough of a keel to provide lateral stability, width amidships to optimise the carrying of goods and people, and with a relatively shallow draught enabling it to move readily over sandbanks.

One thing I should mention at this point is a significant difference between modern dhows and true traditional ones: that is the provision of engines. You can see here how the shuw’i has been adapted with the provision of an opening in the boat’s construction and installation of a knee to receive a propellor located forward of the rudder. The junction of the sternpost and keel are strengthened by a steel plate to compensate for the hole where once there would have been planks linking the body of the boat with the sternpost.

Looking at the boats out of water I am always surprised by their relative crude junctions. I have even seen keels made of two lengths spliced together when I thought that it was essential for structural strength that a keel be formed of a single piece of timber.

The sternpost and, here, the stempost, are rebated into the keel for structural coherence. I believe that the junction is pinned but you can see another, smaller, steel strap pinned to the keel and stempost in order to keep them together. To the right of the stempost a teak outer stem timber has been bird-mouthed and fitted over the keel and stempost junction in order to protect that relatively fragile junction.

The top photograph shows a relatively poor example of planking, mainly due to the crack between two nails. Bear in mind that this boat has been drawn out of the water for maintenance and the timbers are drying out in the strong heat. The caulking between planks can be seen, as can the countersunk iron nails. The caulking is made with cotton threads impregnated with fish oil and hammered into the joints between the planks. I believe that in some areas coir is used instead of cotton. A similar material is wrapped round the heads of of the iron nails before they are hammered into holes made with bow-drills which are centred on holes made with an auger which form the countersink.

The second photograph shows a better set of planks but what distinguishes these from more modern works is the unevenness of the planks. Generally speaking, the more regular they are in width, the more recent the work. With regard to workmanship you can see, top centre, the marks made by an adze used in trimming the planks. Having said that, I believe these planks are relatively recent as they do not show the ageing that might be anticipated.

This photograph shows part of a shuw’i in the water. It appears to be due a cleaning as there is underwater accretion which slows dhows due to the action of friction against the water, as well as deterioration of the protective coat. The part of the boat above water level is usually painted with shark liver oil to protect it both inside and out. I don’t know why it is white unless that is something to do with salt.

Here you can see the form of the hull of a shuw’i delineated by the pattern of nails fixing the planks to the ribs. The nail holes have recently been treated, presumably as part of its maintenance. I can’t see a similar treatment to the caulking so assume it might have been carried out because of deterioration of the nail heads. One of the problems with nails is that they used to be wrought iron but can now be steel which, of course, rusts, and needs treatment.

The part of the boat that would be submerged was painted with a mixture of lime and fish oil or fat, a disgusting white mixture which was applied by hand and, to some extent, protected the boat from the salt water and vegetable growth. I don’t know if this material also protected against ship worm.

It’s always sad to see a boat of any sort sunk, but it’s not an unusual sight. Here a shuw’i has sunk or been allowed to sink in the port. Why this should be allowed to happen I don’t know as it is usually not a slow process and I would have thought that there would be sufficient time to move or beach them either to mend or use parts of them – as well as keep them out of the way of other, navigable, craft.

Here is the sad sight of a large number of boats drawn up on the foreshore, their greying timbers unprotected by oil or other finish, and rotting slowly. I don’t know if this reflects a reduction in fishing but it’s unusual to see so many being allowed to deteriorate. I also don’t know how much of the timber is usable on new craft. Most of the boats I saw had their timber taken for firewood. I can recall when the corniche was under construction that bulldozers with wire cables were brought in to move any craft marooned inside the new road, but the cables just cut through the boats like a wire through cheese and the timber was immediately removed to near-by housing for fuel.

I mentioned above that there have been a number of changes made to the traditional boats of the region. These relate at least to the methods and materials of construction, the use of diesel engines instead of sails and the design modifications this entails and, shown here on a shuw’i drawn up at Khor, the provision of a glazed cab to create a degree of protection for the nakhuda or for a helmsman. While the principle might be useful, this design jars sadly with the traditional lines and materials of the shuw’i. This cab can be compared with the enclosure shown on the recreational craft further up the page. It is obvious that neither is an attractive design solution in that neither appear to have been integrated well into the existing design of the craft. It is interesting that the builders see the solution to providing protection lies in applying something to an existing design rather than developing the design as might be expected. In this example it may well be because the work was not carried out in a boatyard, but this would not be the case of the recreational example.

These next two photographs have been included as they show details which can’t be seen on dhows nowadays. They are details of a photograph taken in Doha’s suq of a model of a traditional shuw’i as can just be determined by the shape of the prow.

The top photo illustrates the overall manner in which the shuw’i would have put to sea. The only thing I can see missing is a zuli though this could, of course, be on the other side of the craft. The superstructure construction which provides the frame for shelter is also evident. The lower photo shows better the manner in which access was gained to the structure above the poop deck where, customarily the nakhood would sit and sleep, steering being carried out from below this vantage point by a system of ropes controlling the rudder. The photos also show the continuation of the keel, there being no cutting back of it forward of the rudder in order to accommodate the propellor which is, nowadays, a necessary element of these craft. The difficulty with dependence on wind is its variability both in terms of direction and strength. Additionally, motors enable a degree of manoeuvrabiity which is impossible with a sail-powered craft. It is interesting to see that the model is constructed without a propellor, indicating that there is a strong awareness of marine tradition.

The combination of the decline in fishing and the boat construction industry, together with the policy of developing tourism, has seen a burgeoning of the traditional sailor’s craft of model boat building. I have to admit that I don’t know if the model of the shuw’i above was built by a sailor but it’s a possibility. However, I understand that the majority of models are, and were, constructed by men who used to build boats as this has long been a tradition of theirs though many of these, as in these photographs of a bateel being carved, appear to come from the Indian sub-continent. Many Qataris having association with the sea have models in their majaalis. The skill in model making is to get the scale of the elements right and while this appears to hold for the larger model above, these smaller bateel models, although skilfully worked, appear to be less well-fashioned and are likely be made for the tourist market.

For anybody who has an interest in learning more about the construction of dhows, I recommend they read this book which is based on research along the Gulf.

More to be written…