Nautical Research Journal 57


2. A baghala in the Persian Gulf. Courtesy of Ali Parsa.


T e study shows that these vessels cannot become part of pre-industrial trade by tracing their route from the ports of the Indus River to those of Zanzibar. Rather, they are supposed to be considered part of crucial actors in the construction of the Indian Ocean world, a continuity of design and practice that continues into the twentieth century.


T e evolution of the dhow, 1750–1900.


T ere is no individual blueprint to the dhow. Instead, it is a ship infrastructure that developed over centuries due to the geography, resources, and cultural traditions of the Indian Ocean rim. Even by the mid-eighteenth century, the centuries of contact with the shipbuilders of Persia, Arabia, India, and East Africa had already aff ected the process of dhow construction. What was more remarkable about this time (1750-1900) was the perfection of the old types of dhows and their adaptation to emerging demands in trade.


Shipbuilding centers in the region


1 - Sindh and Gujarat (What are today Pakistan and India):


Constructive reactions were greatest at the creeks and estuaries of Sindh and the shipyards of the Presidencies of Mandvi, Surat, and Bombay. Malabar and Burma had timber in large numbers of teak forests, and this was excellent due to its ability to resist rot and marine worms. Shipbuilders were also able to make baghalas and booms that were large in size and which could facilitate the transportation of cargo over long distances. It is observed that Gujarati artisans were masterful at decorative carving, which provided a lot of vehicles with a unique aesthetic value.


2 - Oman and the Arabia Gulf:


Dhow making was associated with the ports of Oman, especially Sur.


In Oman, shipbuilders


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