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The Baure's Linked Canoe and Road Transport System

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dugout canoes in Baures region, upper Amazon, Bolivia
Contemporary Baure dugout canoes on the upper Amazon in Bolivia. (Click any image to enlarge.) Source.
The Baure people live between the San Martin, San Joaquin, and Negro Rivers -- upper reaches of the Amazon River system -- in northern Bolivia, near Brazil. The region is mostly savanna, cut through by navigable rivers and streams and with many wetlands and lakes. During the 3-5 month rainy season, the flat savanna and pampas grassland is completely covered by water. As the rainy season ends and the water recedes, the land gradually dries out to support agriculture and grazing.

The Baure people now number less than10,000, but when first described by Jesuit missionaries in the sixteenth century, they were more numerous, living in hundreds of towns on slightly elevated sections of land that naturally support patches of forest dotting the otherwise flat landscape. According to archaeologist Clark L. Erickson, each town was ruled by a hereditary chief, and the towns “had large public plazas with a large men's house or temple in the center. Around the plaza were hundreds of houses arranged along streets and wide avenues. Deep defensive moats and tall palisade walls surrounded many settlements.” Between the towns, raised agricultural fields were built up above the floor of the savanna. Altogether, the area was a "densely populated region filled with large, well- organized dispersed settlements."

Between about 2,000 BP and the time of European contact, the Baure built thousands of raised roads between their towns, totalling tens of thousands of linear miles. Radiating like spokes from every town, these roads connected the towns to one another and to surrounding raised-field farms. They were perfectly straight, often 3 (and occasionally as much as 7) miles long, and no more than a meter high – just high enough to raise the road surface above the seasonal floodwaters. Usually 12-15 feet wide, they were occasionally as wide as 60 feet. They were of simple packed earth construction, the material for which was excavated immediately adjacent to the road itself on one or both sides, creating a network of canals alongside each road.

recreation of precolumbian Baure road/canal complex
Roads carrying foot traffic and canals floating dugout canoes worked in parallel in precolumbian Baure culture. Source.
The road-canal system served multiple functions. The roads were, of course, used for communication and trade. Road travel may also have had important ceremonial or social significance, and the roads may have served as property or territorial boundaries. The roads also likely functioned as dikes to keep certain areas dry and/or to maintain stocks of water in others (for fish empoundments, example), and the canals would have been used to control the flow of water for these functions.

The roads themselves were often built in parallel to and relatively close to one another, so that as many as four roads might connect two towns. This was probably redundant for transportation needs, but it makes sense for the purposes of water control, demarcation of land rights, and possibly ceremonial purposes. Lacking any monumental architecture, the Baure may have viewed their roads – the result of large-scale communal effort – as the equivalent of individual municipal monuments, and the vast road-and-canal network might have served that purpose on a culture-wide basis.

Dugout canoes are in use to this day in the Baures region, and it is almost certain that they were used on the canals for transportation in the precolumbian era. Dugouts made possible the movement of larger quantities of agricultural produce and trade goods than could have been efficiently carried by manpower on the roads. (The Baure had no draft animals or wheeled vehicles.) The canals would have retained enough water for canoe travel long after the savannas dried out at the end of the rainy season, and many of them connected to navigable rivers, expanding the transportation network even further and linking the Baure to distant areas in the Amazon system.

Sources:
Pre-Columbian Roads of the Amazon, Clark L. Erickson, from the publication Expedition, published by Penn Museum (date unknown)
Prehispanic Earthworks of the Baures Region of the Bolivian Amazon, Arqueologist Wilma Winkler Verlarde and Dr. Clark L. Erickson, a project of the Instituto Nacional de Arqueologia de Bolivia and the University of Pennsylvania Museum

Sampan Dwellers of Tam Giang Lagoon, Vietnam

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Vietnamese Sampan from Hue area (line drawing)
A sampan from the Hue area, probably much like those discussed here. Source: Junk Blue Book*. (Click any image to enlarge)
The romanticization of traditional lifestyles is an insidious form of prejudice, one that leads to assumptions no less false and potentially no less damaging than racial prejudice. There's an assumption of something pure and right in traditional folkways that is lost when such ways are abandoned for modern/Western ways. It's little different from the old "noble savage" meme, which we've largely rejected in name, but which remains a strong theme in Western culture in the form of romanticizing supposedly more "peaceful" lifestyles that are "more in tune with the natural world," (in spite of the constant states of warfare that have been observed in many tribal cultures; in spite of smallpox, frequent childbirth deaths, illiteracy, et al, as being quite natural), and uncritically accepting, idealizing, ancient-and/or-Eastern "wisdom" that is often unwise in the sense that it is unsupported by science and often demonstrably untrue and harmful.
I acknowledge myself among such offenders – after all, Indigenous Boats is my blog, created and written because of my fascination with and appreciation for the boats and boating-related activities and peoples of non-Western – and especially, preindustrial (or should I say nonindustrial?) – cultures. I certainly can't shake the notion that there's something attractive about traditional, preindustrial folkways – in spite of the fact that, when given the chance, most preindustrial people eagerly adopt many, if not most, of the ways and material benefits of Western/industrial culture.
Vietnamese Sampan from Hue area, photo
Hue area sampan (type HUBC-1a in the Junk Blue Book)
So the sampan dwellers of Tam Giang Lagoon, in central coastal Vietnam, are a good object lesson about the relative attractions, to those directly affected by the choice, of a natural, traditional, or "primitive" lifestyle versus a modern, commercially-based one.
map of Tam Giang Lagoon
Tam Giang Lagoon (Source: DaCosta and Turner*)
Tam Giang Lagoon, near the city of Hue, is the largest lagoon in Southeast Asia – about 70 km long, fed by a number of rivers, and with two narrow openings to the South China Sea. Historically, it was home to highly productive fisheries of many species, and as recently as 1985, some 100,000 individuals lived there year-round on about 10,000 sampans, one family per boat. If I have correctly identified in the Junk Blue Book* the type of boat in use there in the early 1960s, these boats were rigged with lugsails, ranged in length from 22 to 46 feet, in beam from 4.3 to 6.5 feet, and typically had a laden draft of just 1.6 feet. Today, almost all are powered by inboard engines.
A van of Sampans in Tam Giang Lagoon
A van of sampans in Tam Giang Lagoon (DaCosta and Turner)
Sampan dwellers were mobile fishers, relying on hook-and-rod and dip-net gear for a mainly subsistence living, with surplus catch being sold, usually direct to the consumer, in local markets around the lagoon. Groups of thirty to fifty sampans, their families often related, would travel together to fish different areas of the lagoon and gather near one another in floating communities called vans.
This was hardly the idyllic life that it might appear. Although the origins of the sampan dwellers are disputed, it seems clear that they were refugees from other parts of Vietnam, who took to the water because there was no farmland available in the region. DaCosta and Turner* describe them as "marginalized," and state that "The sampan dwellers tend to have low incomes, are landless, lack accessibility to government services such as health and formal education, and have poor living conditions." Furthermore, "They are scorned by land-living…society in general, who consider them…poor and uneducated. In turn, the sampan dwellers consider themselves isolated…." The sampan life even had serious spiritual drawbacks, because "Being landless…means, among other things, that families cannot bury their dead in permanent burial grounds, considered essential in Vietnamese society to ensure a successful after-life." Although I speculate, this philosophical weakness of their lifestyle might have had a negative psychological impact on sampan dwellers continually worried about life after death.
Prior to and during the Second Indochina War (i.e., "the" Vietnam War, to Americans), land-dwellers around the lagoon began staking claims in the lagoon by constructing fixed-gear fishing installations such as fish traps, weirs, and corrals and permanent dip-nets. Although these installations had no legal sanction, they proliferated, excluding the legally- and socially-impotent sampan dwellers from areas of the lagoon. Following the war, these permanent installations expanded rapidly, with aquaculture facilities added to the mix.
Eventually, privately-owned fixed-gear facilities covered such large areas of the lagoon that open fishery areas became severely restricted. The density of aquaculture operations also had negative effects on water quality and on the natural flow of water through the lagoon, further reducing the wild catch (and causing health and productivity problems for aquaculturists as well).
net enclosures and small sampan, Tam Giang Lagoon
The lagoon's fixed fishing facilities and aquaculture pounds are largely tended with small sampans propelled through the shallow waters with a pole. (Source: Truong Van Tuyen, et al) 
After a typhoon in 1985 killed 600 around the lagoon – including many sampan dwellers – the Vietnamese government embarked on a program to resettle sampan dwellers to the land. The goals of the program were not only to reduce their vulnerability to natural disasters, but also to integrate them into the larger society and raise their standard of living. Entirely new villages were established solely for former sampan dwellers. Land was allocated to families, and partial funding provided for the construction of permanent homes.
These policies were far from ideal in their implementation. The land allocated was often marginal for agriculture, and the provision of credit for home construction was often inadequate and subject to political favoritism.
Nonetheless, some 90 percent of sampan dwellers came ashore, enticed by the chance to become landowners. Former sampan dwellers began establishing their own fixed-gear fishing and aquaculture facilities, farming terrestrially, and engaging in a variety of other land-based enterprises, while some of them also maintained their sampans for mobile fishing during the season when their time was not taken up by land-based agriculture. The former sampan dwellers were encouraged to join social and economic organizations and, as landed citizens, attained political and social parity in these groups and in society at large. They played a role, for example, in negotiated efforts to rationalize the location, size, and spacing of fixed-gear fishing and aquaculture installations. These efforts achieved success in improving flushing and water quality in the lagoon and establishing a fairer allocation of sunken lands both for landed citizens and remaining sampan dwellers.
Although DaCosta and Turner found significant disparities among the former sampan dwellers in the success of their adaptation to land-based living, they are, by almost any objective measure, generally better off than previously. They are now integrated into state educational and healthcare systems, are active in the larger economy, and, especially, are accepted into Vietnamese cultural life. In the words of one former sampan dweller:
"In general, I feel my life is much easier since I have been on land. Life on the boat is isolated. Now I have more friends, and my kids can go to school, and it is much easier for me to make a living… I feel that I have stronger ties with the members of the village than on the boat."
Another former sampan dweller reported that he had, in the authors' words, more "free time…to spend with his friends and neighbours. This allowed him to build stronger ties with other village members and, in turn, to gain information to aid his livelihood development." Those stronger ties included the pooling of resources among former sampan dwellers to finance the construction of individually-owned fixed-gear fishing and aquaculture installations -- something they might have done previously, had not their isolation discouraged such cooperation.
There's something sad in the loss of a traditional way of life – but that sadness seems to be mainly for those not living it. It is true that that loss was forced upon the sampan dwellers by external changes – especially by their exclusion from formerly accessible areas of the lagoon by the growth of privately-owned fixed-gear fishing and aquaculture installations. But to ask that the sampan dwellers be "allowed" to retain their traditional lifestyle unchanged by the modern world is essentially to ask that the modern world stop changing – and this is obviously a vain request. In the case of the sampan dwellers, their lot was made easier by humane government policies designed to incorporate them into the larger society rather than to marginalize them further. And that may be the best outcome to hope for for many traditional societies that will, in the future, be placed under pressure by inevitable changes in the modern societies that surround them.

*Sources
Elsa DaCosta, Sarah Turner, Negotiating changing livelihoods: The sampan dwellers of Tam Giang Lagoon, Viet Nam, Geoforum, 38(1) 190-206 (2007)
Truong Van Turen, Derek Armitage, Melissa Marschke, Livelihoods and co-management in the Tam Giang lagoon, Vietnam, Ocean and Coastal Management, 2010
G. Levasseur, J.M. Lamperin, H. Le Neel, L. Chambaud, The Sampan Dwellers of the Vi Da District (Hue, 1993). Results of a survey preliminary to humanitarian aid intervention, 1994
Junk Blue Book: A Handbook of Junks of South Vietnam, 1962

Japanese Boats of the Edo Period

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On a recent visit to the new Harvard Art Museum, I came across two lovely 6-panel painted folding screens from Japan's Edo period (also called the Tokugawa Period,1603 to 1868) containing images of Japanese small craft.

Japanese Edo screen showing Portuguese trading ship
A Portuguese ship arriving in a Japanese port. Western ships obviously being unfamiliar to the artist, it is not depicted with much verisimilitude. (Click any image to enlarge.)
detail of Japanese Edo screen showing small boat
Detail of the above image, showing a small boat of Japanese appearance ferrying the captain ashore, along with some cargo or gifts. The boat's size is difficult to interpret, given the varying scales of its passengers. The boat is sculled from the stern by a single sculler, but again this might be artistic license. 
Portuguese ship on Japanese Edo screen exhibit card at Harvard Art Museum
The exhibit card for the above images, which show only the left of two folding screens mentioned (the right-hand screen not being of interest to this blog).
Japanese Edo screen showing landscape with small boat
A landscape with a small boat in the foreground (third panel from the left). According to the exhibit card, it "tells the story of the Chinese calligrapher and poet Wang Ziyou (also known as Wang Huishi, 338?-386), who sets out in a small boat to visit his friend Dai Andao on a wintry night. Just as he reaches his destination, however, his inspiration fades, and he returns home alone without completing his visit."
Dai Andao, who had baked a cake, was miffed. "That Wang Ziyou is so goddamned existential," he muttered.
detail of Japanese Edo screen showing small boat
Detail of the above image. The figure in the stern (on the left) appears to be sculling, although his posture makes this ambiguous. It is also unclear if Wang Ziyou is the reclining figure in the bow, or if he is under the canopy and the figure in the bow is performing some other function.
Japanese Edo screen landscape exhibit card at Harvard Art Museum
The exhibit card for the two images above. The screen shown here is the left of the two referenced, the right one not being relevant.


Paddling Light's Canoe & Kayak Plans: What Price Free?

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I've been following Bryan Hansel on Twitter for some time, but just recently did I learn about his free canoe and kayak plans. In this recent post on his blog Paddling Light, he discusses the impact upon his personal finances of giving plans away, and asks readers for advice and opinions: should he continue offering the plans for free? convert to a fully-paid model? shut down the project? His request for feedback seems thoroughly sincere, and not as if he's looking for confirmation of an already-made decision.

As for the plans themselves: he has taken historical plans from a number of sources -- museum publications and books, most notably Adney & Chapelle's Bark Canoes& Skin Boats of North America -- and redrawn and digitized them. Most are appropriate for strip-building, while others would lend themselves more readily to plywood panel (e.g., stitch-and-glue) construction. The plans include classic types that would make wonderful, logical build-it-yourself projects, including a Passamaquoddy ocean canoe and a southwest Greenland kayak, but there are also some types that would draw uncomprehending stares at your local boat ramp: for example, a Beothuk canoe or a King Island kayak. I don't mock these latter designs in the slightest: I love the idea of building such unfamiliar boat types, but one must acknowledge that they are miles out of the ordinary for most paddlers.

Coast Salish canoe lines by Bryan Hansell
Coast Salish canoe 3D by Bryan Hansell
Lines plans and 3D rendering of a Coast Salish canoe, from Paddling Light.
What Hansell offers for free varies from study plans to full-size lines drawings, but he also asks for donations, and has voluntary fees on a sliding scale based on the user's self-reported financial comfort. For full CAD files, he does expect fair payment for the considerable effort that he has put into creating the files. (Hansell also offers his own sea kayak designs for a fixed, reasonable fee.) The plans do not include construction details: these are primarily lines drawings. As such, they assume a good understanding of boat construction methods and a fair amount of insight and creativity to translate into actual finished boats.

I value what Hansell is doing, and I have conflicting advice for readers who are interested in his plans. First: since there's a possibility that the plans could be withdrawn or might no longer be offered free, you might want to do your downloads now. Second: if you download, pay or donate what you can to enable him to continue the project. And Third: whether you download or not, take a look at what Hansell is offering and give him the feedback he seeks concerning whether and how he should continue to offer the plans.

My own advice to Hansell is: continue offering a limited number of plans for free, and put fixed prices on all the others.

A Double Canoe from the Tuamotu Islands

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In 1846, the British Admiralty dispatched HMS Grampus, 50 guns, under command of Capt. Henry Byam Martin, RN, to the Society Islands. The French had just named Tahiti a protectorate, to the chagrin of the British (who might earlier have taken the islands for themselves had they been so motivated) and the violent opposition of the Tahitians. Martin's brief was to observe the French activities (i.e., spy) , and if possible throw a wrench in the works of the nascent protectorate through diplomacy with the Tahitian chiefs, while avoiding anything that the French would construe as overtly unfriendly action.

During his year on station, Martin kept a personal journal in which he made numerous watercolor paintings and sketches, and recorded occasional notes, about native watercraft. 

The only native craft he described in detail in the journal was a double canoe visiting from the Pomatoo Islands (now known as the Tuamotus), some 250 miles to the east of Tahiti. Here are his drawings and his description in full. (The original spelling is unchanged.)
Tuamotu double canoe, by Capt. Henry Byam Martin, RN.
Tuamotu double canoe, by Capt. Henry Byam Martin, RN. (Click to enlarge.)
February 22nd, 1847 
Gardner (A.B.) died of dysentery. I heard today sundry evidences of lurking discontent among the people, but it is too late they are subdued -- for the present at least. 
I walked to Taonoa to see a remarkable double canoe from the Pomatoo islands. It is in fact 2 canoes joined together. Each is about 50 feet long by 5 broad. There is not a nail in them. The logs of which they are constructed are sewn together with bark -- and the joinings are close & neat. The upper works or gunwales are of matting. She is schooner rigged with her masts stepped on the thwarts or connecting boards and I am told these craft stand a great deal of bad weather. Thirty eight persons crossed in her from Pomotoo -- about 250 miles. They seem to be families who have come to see what is to be seen and picked up. The women & children are hideous -- they have thrown up some huts round their canoe, which is hauled up high & dry. 
These people had with them a curious bat or vampire, which I would have bought if he had stunk a little less. The head, in size form & colour much resembled a ferret's. Each foot had 5 claws -- its wings were of great spread & each had at its extremity a claw or hook. I believe this animal is called the flying fox.
Tuamoto double canoe, plan view.
Even aside from its sewn construction, the canoe is remarkable. Most double canoes have their hulls separated by cross-beams, but this one has the hulls right up against each other. Separated hulls impose great stresses on the cross-beams and on the attachments between the cross-beams and the hulls. These stresses are minimized by placing the hulls next to one another, but I suspect this merely substitutes one engineering problem for another. In this configuration, the hulls themselves, and their sewn fastenings, would be subject to great stress as they press against each other. Since it is unlikely that the hulls had internal frames,  it's hard to fathom how these large sewn hulls did not crush one another as the boat worked in a seaway. Evidently, they did not.

On first glance, the larger drawing appears to show the canoe's bow, with graceful double beakheads. But as I pondered the huge, strangely-shaped bowsprit, I realized that we're looking at the stern, and the "bowsprit" is actually a steering oar. On closer examination, the "beakheads" are supporting a cambered wooden deck.

The platform running the whole length of the outside of the starboard hull looks like a fine place to relax when sailing in good conditions. It's supported by numerous timbers which presumably go right through the hull, although they are not shown in Martin's simple plan view. The hulls appear to be covered with draped woven matting (probably of pandanus leaves) which serves for weather protection, in place of a permanent house structure.

Martin says the boat was schooner rigged, and this appears so much the case that it's a little baffling. At that time, Tahitians were adopting elements of Western rigs piecemeal to their canoes (of which, more in a future post), and it's surprising that the even more remotely-situated Tuamotans would be using a schooner rig that any contemporary New Englander would have recognized. In any case, the foremast appears to be shorter than the mainmast, but this may be a trick of perspective and the two might be equal in height. The foremast appears to have a gaff, and the mainmast a horizontal boom.

The baskets and other items hanging from the rigging were probably for food storage, to keep them away from vermin and surreptitious snitching by unauthorized crew.

Images and quotation from: The Polynesian Journal of Captain Henry Byam Martin, R.N. In command of H.M.S. Grampus -- 50 guns, at Hawaii and on station in Tahiti and the Society Islands, 1846-1847.

Capt. Martin's Tahitian Dugouts

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While stationed in Tahiti in 1846-47, Capt. Henry Byam Martin, RN, made several sketches and paintings of local watercraft. Here are all of the dugout canoes which show any useful detail as reproduced in his journal. (See the previous post for a more background and Martin's illustration of a double canoe from Tuomoto.)


Tahitian dugout canoe by Capt. Henry Byam Martin, RN
The dugout canoe in this family portrait appears to have no outrigger, but it does have an interesting bowsprit-like platform, apparently curved from the same log as the hull. The sheer is very flat. (Click any image to enlarge.)
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
Line fishing from an outrigger paddled canoe. The sheer is quite flat, except for a bit of rise at the bow. The bow itself rises out of the water. The outrigger booms are strongly curved, unlike the booms in most of the images below.
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
A lovely beach scene with Tahitians fishing with a seine and a canoe pulled up on the shore.
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
Detail of the above painting, magnified as much as resolution allows.
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
The forward boom of this outrigger canoe is connected to the outrigger float by struts, while the after boom curves downward to connect to the float directly. The extension of the bow appears to be an addition, not carved from the trunk of the hull.
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
Another scene in which seine fishing from shore is aided by canoes to bring the net out. Because of the man standing in the water, it's hard to tell if the "bowsprit" belongs to the boat in the foreground or the one behind it. The quadrilateral sail is supported by a mast, boom, and sprit. As in the previous image, the sterns are upturned sharply. 
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
Detail of the previous image. The bowsprit seems quite thin, and it has no supporting rigging, but is apparently strong enough to support the child's weight without sagging. 
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
This quicker, looser watercolor sketch shows the same features as the previous few images (upturned stern, plumb bow, "bowsprit," quadrilateral sail with three spars, and outrigger float connected directly to the boom in the rear, and with struts in the front), but adds another detail: multiple shrouds supporting the mast. All of them attach at the same point on the mast. To port, the lower ends attach to the forward outrigger boom at regular intervals. To starboard, they attach to a boom that serves both as an attachment point for the shrouds, and for hiking out (as seen in the next image).
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
The top boat in this image is very similar to the previous image and may be just a slightly refined version, except that a crewman is clearly seen hiking out on the starboard boom. The arrangement of struts connecting the float to the forward port boom is clear: four struts in two pairs of inverted V's. The bottom boat seems to have elements of Western boat design.
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
The hulls of the canoes in the background are similar to the preceding ones, but the sailing rig hoists a squaresail: this was probably an adoption of a Western type.
Tahitian dugout canoe by Capt. Henry Byam Martin, RN
A paddled dugout canoe with a nicely carved cutwater and fine shaping and finishing all over the hull. Its shape is rather different from the paddled dugout shown at the top of this post. The paddle has a teardrop-shaped blade and no end-grip on the shaft. 
Images from: The Polynesian Journal of Captain Henry Byam Martin, R.N. In command of H.M.S. Grampus -- 50 guns, at Hawaii and on station in Tahiti and the Society Islands, 1846-1847.

Sewn Canoes of the Society Islands

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Capt. Henry Byam Martin, RN, was stationed in Tahiti in 1846-47, observing the French takeover of the island. Our most recent post looked at the dugout canoes of Tahiti that he observed, while the previous one examined a large sewn double canoe from the Tuamoto Islands that he saw in Tahiti This post will focus on native stitched boats that Martin illustrated in the Society Islands, of which Tahiti is one.

sewn canoe, Society Islands
Titled "Cleopatra's barge: a free translation, Utaroa, 27th October, 1846." Utaroa is a community on Raiatea, one of the Societies, where Martin visited Pomare, the queen of Tahiti who had self-exiled herself while attempting to reestablish her position and authority in the face of the French takeover. Although Martin doesn't explicitly identify this image with Pomare, I believe the sketch's title is an ironic reference to her. The stout, seated, cigar-smoking figure in blue beneath the palm-leaf sunshade matches his description of her essential characteristics. (Click any image to enlarge.)
The previous image is from the cover of a published version of Martin's journal, while this one is from the book's interior. The color and detail are better here, but unfortunately the page gutter obscures the middle of the image. Between the two, one can make out the following: 
  • Stitched upper strakes, attached to (probably) a dugout base. The stitches are discontinuous.
  • There appears to be a square transom. The long, probably flat "bowsprit" extension is in keeping with the design of Tahitian dugout canoes. 
  • Two paddlers in the bow provide propulsion, while one aft, apparently female, steers. It is remarkable that there are only two power-paddlers for such a large and heavily-burdened boat, and also that they are seated on the bow's overhang, not further aft where the hull's buoyancy would provide greater support.
  • The paddles have large, rounded blades and probably no grip at the top of the shaft. 
  • The curved, mostly-horizontal boom is a mystery, for there is no outrigger on the visible port side, and no indication of a second outrigger boom aft of it that might support the aft end of an outrigger float on the starboard side either.
Capt. Martin relates the following tale concerning canoes and royalty on Raiatea:
"Mr. Barff [a Christian missionary on the island] told me with reference to the ceremonies at Opoa point -- that formerly the Kings & Queens of Raiatea were inaugurated there. On those occasions the new sovereign landed from a canoe of state, which was hauled up the beach on the bodies of 6 victims -- one from each island. Hence it became a cant term to send for a roller -- which meant a mauvais sujet [lit:"bad subject," i.e., troublemaker] that the chief wished to dispose of." 
Although this sounds like a fantasy conjured by the prejudice of European cultural imperialism, many of the earliest European visitors to Tahiti -- those who visited before the onslaught of Christian missionaries -- observed and confirmed that human sacrifice was indeed practiced, and that those sacrificed for ritual purposes were typically -- and conveniently -- those very individuals who had made themselves inconvenient to the society.

sewn canoe, Society Islands
It is unclear at which of the Society Islands Martin observed this fascinating boat. It appears to be entirely of stitched planks: at least, the extreme rise of the stern would be difficult to form from a straight tree trunk, although carving it dugout-style from a curved tree is not out of the question. In any case, there are at least two courses of strakes, and the stitches appear to be continuous. The shield-shaped, square transom is unusual and eye-catching. Other features:
  • The spritsail rig is probably indigenous, but the square topsail may be an adoption of a Western type. There is a sheet to the upper end of the sprit.
  • The topsail has both both upper and lower yards. The whole topsail rig is mounted on a topmast that is lashed to a lower mast and overlaps it by a few feet. 
  • One can just make out an outrigger boom to port. 
  • The spar sticking out to starboard serves to anchor the lower ends of three shrouds, which all meet the mast at the same point, just above the spritsail's head. Presumably there are similar shrouds to the forward outrigger boom to port. Since there are no lines holding the starboard spar down, the man sitting on it may serve more as a mast support than as a hiking counterweight against heeling. One assumes that on the opposite tack, the man would scramble to the forward outrigger boom before the helmsman allows the sails to take any pressure of wind.
  • The attachment of the plank bowsprit to the uppermost strake is unclear and one wonders how it could be fastened securely with no visible supporting lines or brackets.
  • Steering is with a single paddle held surprisingly far forward from the transom (but fairly close to the aft end of the waterline, given the long stern overhang).  
Sources:
Images and quotation from: The Polynesian Journal of Captain Henry Byam Martin, R.N. In command of H.M.S. Grampus -- 50 guns, at Hawaii and on station in Tahiti and the Society Islands, 1846-1847.
Also: Early Tahiti As The Explorers Saw It, 1767-1797, Edwin N. Ferdon

Canoes on Lekki Lagoon, Nigeria

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Lekki Lagoon is a large freshwater body to the east of Lagos Lagoon and connected to it by a narrow channel, its only outlet. Close to Lagos, it  has recently come under significant development pressure and is now among the most desirable and expensive housing regions in Nigeria. It is also a major fishery, but the rapid loss of wetlands and mangrove swamps to development will almost certainly affect its productivity.

Three types of canoes were in common use in Lekki as recently as 2008: dugouts, plank-built, and half-dugouts. The latter, also known as extended dugouts, have a dugout base with planks added to raise the freeboard. Of nearly 1,000 canoes counted, planked construction accounted for 54 percent, dugouts for 24 percent, and half-dugouts for 21 percent. 

Dugout canoe, Lekki Lagoon, Nigeria
Beautifully formed dugout canoe in Lekki Lagoon, Nigeria
Dugouts are made of red ironwood (Lophira alata) and range in length from 3.1 to 5.86 meters, with beam from 0.71m to 1m. Both draft and freeboard and low. Their size is limited by the available trees, which are subject to competition for other uses, such as furniture building. They are double-ended in design, and a small platform extends from the aft end, on which a fisherman stands while fishing, and sits when paddling. Propulsion is by paddle.

Fire is used to hollow out the trunk to a thickness of 2.0-2.3 cm, with dry grass used as fuel. The fire softens the wood, and while it is still hot, the sides are forced outward to increase the canoe's beam, thwarts being added to maintain the shape and strengthen the boat transversely. The heat of the fire also drives out insects and other parasites, and so helps preserve the boats, which have an average lifespan of ten years.

Half-dugouts are longer, ranging from 5.33 to 10.2 meters, with accordingly greater beam and freeboard, permitting larger crews and more productive fishing methods. Softwoods including opepe (Nauclea diderrichi), mahogany (Khaya ivorensis) and black afara (Terminalia ivornesis) are used for planking. My source does not specify the source of the sawn lumber, or whether it is commercially milled. No frames are used, but thwarts add transverse strength. Planks are nailed to each other with "u-shaped metal fasteners," which I interpret as steel or iron staples. Outboard engines are used on 15% of half-dugouts, the rest being paddled. Those with engines have transoms; the others are double-ended.

Planked canoe from Lekki Lagoon. The planks are not full-length. Plank bend in the bottom and bilge strakes is minimal, and the boat is formed mainly by angling the scarf joints to create rocker at the ends. The bottom strake is wide and straight-edged, while the end bilge planks are triangular, narrowing to nothing at the ends so that the topside strake cuves in the meet the outer corner of the bottom strake.   
Lekki Lagoon planked canoe under construction
A Lekki Lagoon planked canoe under construction, with one bilge plank yet to be installed. The canoe is apparently build on a form. 
Planked canoes are similar in size to half-dugouts, and use a comparable ratio of mechanical to paddle propulsion, again with transoms for the motorized vessels. Engines range from 8hp to 40hp. Plank seams are caulked with an unidentified material, and covered on the inside surfaces with sheet metal, described as "galvanized iron aluminum."
Lekki Lagoon planked canoe interior
Lekki Lagoon planked canoe interior. Plank seams are covered by strips of sheet metal. The uppermost planks are joined to a broad breasthook at the stern. Thwarts have yet to be added.
All Lekki canoes are left in the water year-round, where the wood absorbs water and is subject to infestation by algae -- both of which make the boats heavier and slower. Canoes are painted with a mixture of cement and bitumen as a preservative. Ground pepper added to the mix as an antifouling agent, although scientific support for its effectiveness is lacking. During the rainy season, canoes will sometimes fill entirely with water and swamp or sink. Sunlight causes splits and cracks to wood above the waterline.

Between one yearlong study beginning March, 2006, and another conducted the following year, the number of fishing canoes on Lekki Lagoon decreased from 1,027 to 995 -- a loss of 3 percent. One suspects that the loss of fish nursery areas to development may be impacting the lagoon's productivity, and that the increase in real estate values is simultaneously displacing artisinal fishermen.

Primary source: "Fishing crafts characteristics and preservation techniques in Lekki lagoon, Nigeria," by Babatune Eniola Emmanel, in The Journal of American Science, v.6, #1, January 1, 2010.


The Donegal Paddling Curragh

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The Donegal paddling curragh -- also known as the Owey Island, and Rosses paddling curragh -- is one of the odder indigenous boat survivals in western Europe. 

Donegal, of course, is a county in the west of Ireland. Owey Island is off its northwest coast, and The Rosses a district toward the southwest. Rossmen and Owey Islanders compete for the distinction as the originators of the type. 

Donegal paddling curragh
Launching a Donegal paddling curragh built by Andy McGonagle for Peter Badge, 1992 (click any image to enlarge)

At first glimpse, the Donegal paddling curragh appears to be a tiny example of curragh, per se -- that is, a heavy type of skin-on-frame, "boat-shaped" boat formerly in common alongshore use in Ireland and popularized in modern times by Tim Severin's reproduction of one for his Brendan Voyage

But as Peter Badge observes in Coracles of the World, the boat is only partly a curragh in the above sense, and partly a coracle. (The issue is complicated by the Irish often calling coracles currachs, as in the Boyne currach, which is clearly a coracle.) Its size -- about 8' LOA -- puts it in the realm of the coracle, as does the fact that it can be, and sometimes is, carried on the back of one man (although its size and apparent weight would make that a far more difficult task than carrying, for example, a Boyne currach or one of the coracles of the River Severn in England and Wales). The last quality that makes it more coracle-like than curragh-like is that it is normally propelled by a single paddler kneeling in the bows with a single T-grip paddle, as shown in the image below.


Donegal paddling curraghs at sea
Paddling Donegal paddling curraghs over the bow.
On the other hand, oars pivoting on single tholepins and a sitting thwart -- features of "true" curraghs -- were added to the design around the middle of the twentieth century, although even boats so fitted continued to be paddled as well. It is, perhaps, fruitless to argue whether the Donegal curragh is a curragh or a coracle. It bears characteristics of both: it is what it is.

Until the nineteenth century, the framework was basket-like, made of woven withies like the Boyne currach, but by the 1930, sawn oak laths were used. In the next photo, the frames appear to be fairly heavy (one suspects they were steam-bent). The frames are neatly mortised and wedged into the gunwales around both sides. 


Donegal paddling curragh
Donegal paddling curragh, set up for rowing. Note kneeling "pad" of hay in the bow, toe brace behind the pad, sawn frames and stringers moritsed into gunwales, and pieced gunwale construction.
The framing of the transom is not clear from the photo, but the tops of either stringers or vertical transom frames are to be seen mortised into the member that runs across the top of the transom. This itself is probably mortised into the gunwales, which extend a very short distance aft of that transverse member.

The forward structure of the gunwales is unusual. The main gunwales appear to end where the sides begin to curve inward. A little aft of that point, curving sections of gunwale overlap the forward ends of the straight sections and make most of the rest of the curve toward the stem. Another gunwale component overlaps the second piece on both sides, forming a kind of breasthook that ties the sides together.

Donegal paddling curraghs were originally covered with hides, but more recently with two layers of canvas or other stout fabric, with a layer of brown paper in between, and waterproofed with tar or pitch. 

Quoting James Hornel, Badges gives typical dimensions as follows: LOA: 8'4" (504cm); beam: 3'7" (109cm); depth 1'8" (51cm).

Whereas most coracles are inland craft, the Donegal curragh was and is used in both inland and nearshore coastal waters. Common uses formerly included, according to Badge, "fishing (particularly for Pollock), cutting seaweed, transporting animals to and from the mainland and shopping!, but that their current use was as inland ferries and for pleasure trips." They would travel as much as two miles offshore in conditions reportedly up to Force 8, but this seems like an exaggeration for such a small, paddle-propelled boat.

The paddler kneeled on a bundle of hay or straw, and braced his toes against a short cross-member fastened in the bottom especially for that purpose. (This can be seen in the third photo.) The recommended posture was a bolt-upright kneeling one -- not sitting back on one's haunches -- with the knees spread apart but with no other contact with the boat's interior. In contrast to typical coracle paddling technique, which is straight over the bow, the Donegal curragh boatman paddled over one side, then switched sides as soon as the boat began to veer in the opposite direction.

Content and photos from Coracles of the World, by Peter Badge.

Diversity of British Isles Coracles:

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It's often said that the great diversity of small craft is a result of the extremely various uses required of boats and the extremely various environments in which they are used (along with differences in access to raw materials). I think this misses one important factor: the individuality of humanity.

In Coracles of the World, Peter Badges describes how each of the numerous types of coracle in the British Isles are native to an individual river, or even a stretch on a river, with a different type sometimes being used upstream or downstream. But surely, some of these stretches of river have very nearly the same conditions, be they in Scotland, England, Wales or Ireland, and many locales have access to the same or similar materials.

The uses to which coracles were traditionally put were also pretty consistent and of limited diversity: viz, mainly fishing with nets; angling; and the transportation of humans and cargo. This isn't to imply that angling and net-handling impose the same design requirements. But boats that are used in similar ways on similar rivers would function equally well if they were of similar designs.

I think it probable that much of the diversity in boat design is due to the impulse of individualism in so many craftsman. This impulse is often a creative or innovative one -- a desire to attempt some improvement in functionality, appearance, or ease of construction. Sometimes, though, it is probably due to a simple desire to do things differently from one's parent, employer, or neighbor; to be able to say "This is my idea/my design."

Even if the attempt at a functional improvement does not actually produce one -- even if the change just to be different makes the boat more difficult to construct or use -- the builder might continue building his boats in that manner, simply because it is his own way. And if he has a son or an apprentice or half-a-dozen customers who get accustomed to his boats, the new style might become entrenched in a small, parochial geographic zone, which the British Isles have in such abundance.

Before the days of radio and television, there were those who claimed to be able to identify the home of any Britisher to within 40 miles or so based strictly upon his speech. (I think Henry Higgins claimed as much.) No one would argue that a Cornwall dialect is objectively superior to a Fife one. (Okay, they probably do. But the argument won't hold up in court.) Coracles I think, are like that: some of the differences are simply differences, not advantages.

So let's look at some photos. The intent isn't to identify each coracle type with a specific locale: that is the point of much of Badge's book. Our objective is only to illustrate the diversity, perhaps as evidence of how the creative impulse -- along with practical issues such as river configuration, available materials, and the requirements of different uses -- produced it within the seemingly simple concept of the coracle (surely among the simplest boat types in existence) in such a limited geographic range. I've left Badge's original captions in place in the images themselves; my comments appear below them. 
coracle
The coracle of popular conception: perfectly round. (Click any image to enlarge.)

coracle
A very pleasing oval in plan view.
coracle
Sides roughly straight and parallel, one end rounded, the other mostly rounded with a slight point to it.
coracle
Pear-shaped. It starts out egg-shaped, then it's drawn in at the waist to attach the thwart.
coracle
One end dead flat; the other rounded; sides straight and parallel. This and the previous image illustrate an odd, but fairly common, characteristic of coracles: when one end is blunter than the other, it's usually the bow.
coracle
Looking now at sectional shape: some coracles have substantial tumblehome -- i.e., the bilges bulge out, and the craft narrows as it rises to the gunwales. The botttom is flat.
coracle
Another flat-bottomed coracle, but this one has no tumblehome. Its straight sides flare out.
coracle
Looking now at construction methods: this coracle has a gunwale composed of woven withies and "frames" of slender branches, doubled across the bottom.
coracle
The gunwale of this coracle is sawn lumber. The frames are nicely machined splints, fastened at every intersection with screws. The transverse and diagonal frames overlay the longitudinal ones.
coracle
The frames are narrow, riven splints. The transverse and longitudinal frames are woven over/under/over one another. Although woven-splint construction is common, this one happens to be a particularly complex example.
coracle
A very different construction method: the entire boat is woven like a basket.
coracle
A most unusual example of splint construction. The normal right-angled orientation of splints is discarded in favor of changing angles and complex curves. Note how a splint runs just below the gunwale around most of the boat, then curves down sharply to support the thwart.
coracle
The standard method of portaging a coracle: the user places a strap that passes through holes in the thwart around the shoulders. A less common method is to carry to boat inverted over one's head, with the thwart resting on one shoulder. 
coracle
Paddling differences: Two handed. Note also the bowl-shaped sections and the lattice-like structure supporting the thwart. The support structure also kept a sein net confined in the stern and prevented it from sneaking into the bow portion and interfering with the boater's feet. 
coracle
Another two-handed paddler. Compare the rough, irregular appearance of this coracle with the geometric purity of the previous one.
coracle
One-handed paddling was apparently more common historically. The man at right rests the upper part of the paddle's shaft in the crook of his elbow. The woman appears to be sculling with the paddle grasped well below the end trip, with the loom levering against the gunwale.
coracle
A large, two-person coracle for angling. (Note the "guide's" one-handed paddle grip. Most coracle angling was done in one-man boats, where a one-handed grip on the paddle allowed the rod to be managed with the other. But the one-handed method took hold as the norm in some coracle types, and was used even when two hands were available.) Net fishing was also done in both one- and two-man coracles. 

All images are from Coracles of the World by Peter Badges.

An Ancient Scottish Logboat

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This logboat was discovered in 1960 near the shore of Loch Glashan in Argyll, Scotland, and the boat led to the discovery in the lake of a nearby crannog -- an artificial island settlement. (This one was from the 6-8th centuries.) The boat is on display at the Kelvingrove Art Gallery and Museum in Glasgow.

The boat hasn't been well dated, and it's thought to date from the 1st through 10th centuries. A paddle found nearby -- which might or might not have been associated with the boat, has been dated to the 6th to 9th century.

The boat measures about 3.15 meters long and a bit under 0.8 meters in breadth. It possesses some interesting features for such a basic vessel.
Loch Glashan logboat
Even considering that the sides have sagged downward, the bow is still very high relative to the height of the gunwales. (There is no evidence for the use of of additional planks that would have raised the sides.) If its height was intended to keep water out of the boat in a heavy chop, it would have been necessary to keep the boat head-on to the waves at all times.
Just barely visible is a false stem, which extends beneath the hull to form a false keel. For such a short boat, this probably was a considerable aid to directional stability. (Click any image to enlarge.)
Loch Glashan logboat
A sitting thwart is supported on cleats left standing proud when the hull was hollowed out. It's quite low to keep the center of balance low. 
Loch Glashan logboat transom slot
The stern was enclosed with a plank transom that fit into a slot that's let into the hull a couple inches forward of the extreme aft end. The transom plank (or planks) was considerably thinner than the hull. Some kind of caulking was probably used, possibly moss or some natural fiber.
Loch Glashan logboat

Loch Glashan logboat plans
The thwart-support cleats and false stem and keel can be seen in the section view. The upward bend of the bottom in the middle (in section view) is almost certainly due to deformation while the boat sat on its false keel, not the original shape. The sitting thwart is rather far forward for a solo paddler.
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Photos by the blogger, except the final one, which is sourced with a link. The illustration is from the Kelvingrove Museum.

Two Indigenous North American Boats in Maine Museums

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A couple of trips to small museums in Maine yielded two nice boats: a bark canoe and a skin-of-frame kayak. It's almost like a snapshot from Adney and Chapelle's The Bark Canoes and Skin Boats of North America

The canoe, at the Abbe Museum in Bar Harbor, is a fine reproduction. (We've written before about the Abbe Museum.) The kayak, at the Peary-MacMillan Arctic Museum at Bowdoin College, in Brunswick, is an authentic artifact.

Birchbark canoe of the Penobscot style at the Abbe Museum, built by Steve Cayard and David Moses Bridges. It's 14 feet long, weighs 50 lb., and according to the exhibit card, it required 500 hours to build, plus 200 hours to gather materials. We've written previously about Steve Cayard's bark canoes, and not coincidentally, the canoe construction of his that we documented was assisted by David Moses Bridges. (Click any image to enlarge.)
The bark along the sides of the canoe is etched in traditional patterns. Bark is harvested in winter to obtain the brown color that can be scraped away to reveal the lighter color underneath. Seams between sections of bark are sewn with spruce root and sealed with pine resin.
Inner and outer gunwales are lashed together with split spruce roots and pegged. A gunwale cap is also pegged in place. The thwart is mortised into the inner gunwale (i.e., inwale) and lashed.  
The bow has an etched flap of bark held against the hull by the outer gunwale. It's known by the Passamaquoddy term for "diaper" and it is purely decorative.
At the Peary-MacMillan Museum: a kayak of Labrador Inuit design, built between 1860 and 1890.  
The very flat deck rises just a bit in front of the cockpit rim to make it easier to enter the kayak. Built to fit its paddler specifically, the kayak would still have been a tight fit. 
One can see the chine timber and one intermediate longitudinal member between it and the sheer timber (which is not visible). The kayak has minimal deck rigging. The paddle just above the kayak is extremely long, and the blades are especially narrow.
A model kayak just below the real one, built around 1914 by an Inuit for the MacMillan expedition's collection. 
The model has more elaborate deck rigging than the real kayak and a different shape cockpit rim. On the after deck is a harpoon line and drag. 
An Inuit child using an empty packing crate ("Spratt's dog biscuits") as a toy kayak, 1913.


The Last Dugout Canoe Builder in Hopkins, Belize

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This post is somewhat out of the ordinary for this blog, in that it's about a personal experience. It leads off a series of planned posts about dugout canoes in Belize in my more usual, somewhat analytical mode, but I found this, my experience of "field research," so fulfilling that I'm inclined to share it. It's mostly personal and there's not much in it that anyone will learn about Belizean dugouts, so feel free to skip it and wait for my next post, which will, I hope, prove more instructive on the subject.
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My wife, Cate, and I were given a weeklong trip to Belize as a gift, including a stay at a really nice resort in the village of Hopkins, in the country's Stann Creek District (essentially the south-central coastal region). Prior to arriving, I queried the resort's management about the use of dugout canoes in the area. I received a vague response that they might still be in use, but little concrete information. They gave me two names of locals whom they thought built canoes, but on following up, I learned that neither of them did, nor did they know anyone else who did. On contacting representatives of various cultural groups in the country, I learned that dugouts are indeed in regular use in some areas, but these were too far away and too difficult of access to fit into my trip plans. So I went to Belize with only slim hopes of observing dugout canoes in use or under construction.

On my first full day in Hopkins, I borrowed a bicycle and rode into town. As I did so, I noticed a decrepit dugout canoe in front of a small, open-air restaurant. Returning the next day on foot with Cate, I was permitted to photographic it by an enthusiastic, middle-aged Garifuna man who was obviously connected with the restaurant in some way. In response to my questions, he told me that only two men still built dugouts in Hopkins: Nestor Augustin and Leo Lewis, both of whom lived in the north end of the village. He explained that there are no street addresses in Hopkins, but that if I asked around, I'd find them. 
Dugout canoe, Belize
Approaching the rare and skittish Hopkins dugout in its native element (click any image to enlarge)
Belize dugout canoe
The canoe was for decoration only, well beyond its useful life, rotted throughout. 
Belize dugout canoe
Nonetheless, one can see that it was nicely formed, with thin sides and hollow entry.
This didn't seem unreasonable, as the population of Hopkins is only about 1,000, and its people -- primarily Garifuna -- have a deserved reputation for friendliness. The dark-skinned Garifuna are, according to Wikipedia, descendants of West African, Central African, Island Carib and Arawak people." As with most Belizeans, their language is English, spoken with a Caribbean-influenced accent and many local idioms. 

Cate and I walked the short distance to the village's north end and began asking people where the two boatbuilders lived. After only two or three queries, we found Mr. Augustin -- very elderly, very crippled (probably with arthritis), and apparently very ill. He was lying in a hammock on his porch and nearly unable to move. It was obvious that he was no longer building canoes. He was difficult of speech, and it was only with some effort that we communicated. He confirmed that he had built canoes in the past, and pointed me toward the home of his nephew, Leo Lewis.

We went the direction he pointed and along the way saw several dugout canoes under palm trees along the beach. Most of them were badly rotted, cracked, falling to pieces and well past their useful lives; some were on their last legs but apparently still in use; and a few were reasonably functional, though none were in really good condition. Unlike the canoe that we saw at the restaurant, most of these were "extended" dugouts, with strakes added to raise the sides. Most of those that appeared to be still in use were sitting on log or PVC pipe rollers that are used to shift them into the water and back. 


Belize dugout canoe
The extended dugout Uncle Len Len has seen better days. The top strake is taller than on most canoes in Hopkins.
Belize dugout canoe
Uncle Len Len had a transom stern. She's now used as a dumpster for driftwood and other beach trash. 
Belize dugout canoe
Our first evidence of dugout canoes in current use in Hopkins
Belize dugout canoe
Clean and with a fresh coat of paint, this dugout is evidently still in use in spite of its broken gunwale and crooked shape.
Belize dugout canoe
The same canoe as in the previous photo has a mast step and a hole in the thwart to accept a mast. Not in evidence are provisions for a rudder or any lateral plane.
With a few more questions, we found Mr. Lewis's home. Like many of the homes along the beach there, it was on stilts. Beneath it was a dugout that looked badly battered and unusable, but intact enough to be worth a closer look. Before I could do that, though, we had to introduce ourselves to the three women watching us from the house's screen-enclosed porch.

Doing so, I had the pleasure of meeting Mr. Lewis's wife -- elderly and wheelchair-bound, but open, welcoming and informative. Mr. Lewis was not at home, but he was nearby, working on some project outdoors with some other men. There were canoes there too. I thanked her and asked permission to photograph the canoe below the house, which she readily granted.
Belize dugout canoe
Moribund dugout canoe beneath the home of Leo Lewis
A few minutes later and another hundred yards up the beach we found two healthy-looking, elderly Garifuna men sitting beneath an open-sided, palm-roofed shelter. One canoe was inside the shelter and another just outside it. There was no evidence of work in progress. I asked, and found myself talking with Leo Lewis and his younger brother Francis.
Belizean dugout canoe builders Leo and Francis Lewis
Leo (left) and Francis Lewis
I explained my quest, which sounds pretty inane and culturally naive. Something like this: "I'm interested in dugout canoes. We don't have them where I live, and I find them fascinating. I study how they are made and used in different places, and I write about them on the internet. I have great respect for the craft of building them. May I ask some questions about how you do it?"

We learned that Leo had indeed been a prolific builder of dugout canoes, including the two at the shelter. But he had stopped building them because of his age -- the use of the adze had become too painful. How long ago he had stopped building was not specified, but my guess is probably within the past three to five years. He asserted unequivocally that he was the last canoe builder in Hopkins. Francis was not a canoe builder himself, but had often worked with Leo as his helper. He also no longer worked on canoes.

Francis proved to be the more talkative of the two, and he answered most of my questions, deferring to Leo on some points. Toward me, they were patient and gracious, but I was clearly somewhat of an oddity to them -- a harmless but nosy intruder -- and the conversation never got beyond a question/answer format or become thoroughly comfortable. I didn't know how to elicit really free conversation, with the kind of memories and anecdotes that make history come alive.

Cate is neither knowledgeable about, nor especially interested in, boats, but she is far more personable than I, and seemed able to establish sympathy with Francis, sitting beside him comfortably, making sketches and jotting down some of the answers. Her notes were helpful later in reconstructing some elements of the interview, which will be the subject of the next post.
Belize dugout canoe
Leo and Francis Lewis and Cate Monroe, amanuensis. The dugout canoe, built by Leo, has frames and floors.
When I reached the end of my questions, I asked permission to photograph the two canoes -- both of which were a bit past their useful years. Leo hesitated and wordlessly betrayed some reluctance but gave permission with no further urging from me. 


Belize dugout canoe with transom
The same dugout as in the previous photo, showing a transom stern
Belize dugout canoe
Another Leo Lewis dugout, this one a double-ender, in apparently good condition but no longer in use
As Cate and I walked back toward the resort along the beach, we saw -- and I took photos of -- perhaps six or eight more dugout canoes. Again, some where rotted and dead, some were rough but still usable, and a few were respectable. Most were double-ended, but a few had transom sterns. One canoe in the rough-but-usable category had fishing nets and gear piled inside. As we watched, its owner mounted a fairly new Tohatsu outboard on its transom and prepared it for launching. We later saw him blasting through chop at 15 or 20 miles per hour, sending up showers of spray in all directions. 

Belizean fisherman with outboard-powered dugout canoe
Belizean fisherman about to launch his outboard-powered dugout canoe
And then we came upon two dugout canoes that looked brand new: fresh paint, no indication of wear or repairs, clean inside and out. We didn't see their owners, so couldn't ask. But it appears that Leo Lewis -- probably one of the last of the dugout canoe builders in Hopkins -- is not the last.

Belize dugout canoe
Extended and expanded double-ender in excellent condition
Belize dugout canoe
Another view of the same canoe, showing fine, hollow entry and straight waterlines amidships. The thwarts are not fastened in.
Belize dugout canoe
Another Hopkins dugout in new condition and obviously in use. Equipment includes two bleach-bottle bailers and an anchor, home made of rebar and protected by fresh palm leaves from scratching the paint.
All photos ©2016, Bob Holtzman. All rights reserved.

Belizean Dugouts #2: Designs

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Individual examples of even the simplest of types of watercraft can vary substantially from one another even when they are built within a limited geographic area for use in similar conditions. We discussed this recently in reference to coracles in the British Isles, and we found it to be equally true concerning dugout canoes in Belize. (See our previous post on our Belizean dugout "field work.")

Although many of Belizean dugouts we observed were in poor condition, they were all well designed and well crafted, revealing a sophisticated understanding of hull form and how it influences boat performance. Differences in hull form is the topic of this photo essay.

All the canoes below were photographed in the village of Hopkins, in the Stann Creek district, except one, which was found in Monkey River Town, in the Toledo district. The two are less than 40 miles apart as the crow flies.

First, we'll take a look at the forward sections.

This hull is narrow relative to its depth, with a nearly V-shaped bottom. As in many of the dugouts we saw, two strakes have been added to the dugout base to raise the sides. (Click any image to enlarge.)
Round-bottomed with fuller bilges.
Much broader relative to depth, with a somewhat V'd bottom and slacker bilges.
Now we'll compare entries:
Very lengthy, very hollow entry waterlines, from the bottom all the way to the deck.

Shorter entry and considerably less hollow: at the deck, the waterlines are nearly straight. 
Hollow entry from bottom to top, with very gentle waterlines and no appreciable shoulder.
Much shorter entry: i.e., the bow here does not narrow down to a stem-like extension as in the previous canoe. This is the Monkey River canoe.

Fairly straight waterlines near the top, angling back to shoulders set well back. Not very sleek, but there's a lot of buoyancy and carrying capacity in the bow.
Now a look at different stem profiles. This one transitions from has a slightly sharp transition from the keep to the stem, which curves almost to vertical at the top. 
The boat in the background has a soft transition between the bottom and stem, which is straight and angled for a good amount of overhand. The one in the foreground also has a soft bottom-to-stem transition, but the stem is curved, with less overhang. 
Sterns also exhibit a great range of shapes, with the presence of transom sterns and canoe sterns making the most significant difference.

Most of the canoes have a sharp transition between the bottom and the sternpost. In this case, the sternpost is nearly vertical, and the waterlines are quite hollow from bottom to top, but the sternpost is not extended far from the hull's shoulders.
Another sharp bottom-to-straight sternpost transition, but this one is angled more for greater overhang. The waterlines are much less hollow than the one above, and nearly straight near the top. The homemade gudgeons identify this as a sailing canoe. 
Only outboard-powered dugouts has transom sterns. The few we saw were all vertical, and they were all added to an open-backed hull, not carved integrally with the rest of the hull. The bottom sections on this one are a sharp V. This hull is also notable for its long, straight, parallel waterlines with little hull shaping amidships.  
This transom stern, in contrast, are hollow. It's a rather tall but nicely shaped wineglass stern.
In contrast to the dugout with the mounted outboard, this much shorter paddling dugout is much shapelier at the gunwale waterlines, being significantly convex nearly from stem to stern.
In our next installment in this series on Belizean dugouts, we'll look at construction details.

Belizean Dugouts #3: Construction Details

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The dugout canoes of Belize are just as diverse in their construction details as they are in hull form -- a subject we addressed in the previous post in this series. 

Leo Lewis, dugout canoe builder of Hopkins, Belize
Leo Lewis, dugout canoe builder of Hopkins, Belize (click any image to enlarge)
Although we did not observe the construction process, we did learn from Leo Lewis, one of the last remaining builders, and his brother and assistant, Francis, that in recent years chainsaws were used for rough shaping, followed by an adze for finish shaping. When they were younger (they appear to be in their late seventies or perhaps eighties), and before they had access to a chainsaw, Leo and Francis used an adze for all shaping.

Although Belize was "settled" by Europeans as a logging station for mahogany, Leo did all his building in yemeri, another common Central American hardwood. (Two similar species are present: Vochysia guatemalensis and V. hondurensis.) According to a leaflet from the US Dept. of Agriculture Forest Service, "Heights up to 160 feet and diameters of 3 to 4 feet are frequently attained. The boles are straight and clear." The wood is typically straight-grained but occasionally has an interlocked grain. Although it works easily, it is very subject to rot when in contact with the ground, and it is readily attacked by marine borers. (More on yemeri here.)

Many years ago, Leo would harvest trees 2.5 to 3 feet in diameter within a mile or so of Hopkins, right on the coastal plain, but more recently, he had to travel to the nearby mountains for trunks of suitable size. He used yemeri for the hull, the added strakes, and for frames and floors on the canoes that had them. (Most of the dugouts we observed had no internal strength members other than thwarts.) He says using the same wood ensures that everything will swell and shrink at the same rate, although this reasoning seems questionable, since the grain in frames and floors is at right angles to the grain in the hull and strakes, and one would not expect it to move to move equally in both directions.

After the hull was hollowed, it was filled with sea water to soften, then sticks were inserted to spread or expand it to the desired width. Frames and floors were then inserted and the spreader sticks removed. Although I neglected to clarify the matter, it seems probable that strakes were added after the hull was spread but before frames were installed. The fastenings that I observed were nails, driven from the inside, through the frames and into the hull or strakes. When required by their length, the nails were clenched over so that their points re-entered the wood.

Let's look at some construction details.

Belizean dugout canoe with internal framing
A Leo Lewis dugout canoe with five pairs of partial frames and two floors -- an uncommon amount of framing for a Belizean dugout.
We found great variety in the attachment of thwarts, and this single boat exhibits three different methods. The one in the foreground is held solidly in place, sitting on risers nailed to pairs of vertical cleats on each side and held down from above by wooden brackets, also nailed to the cleats. The midships thwart is loose, held in place only by friction. The one in the background is only partially secured by brackets on top, which are nailed directly into the hull or the strakes. It does not rest on cleats or risers.
Belize dugout canoe with internal frames
Where there framing in the prior image provided transverse strength, the short partial frames in this dugout serve only to support the strakes. There are no floor timbers.
Dugout canoe, Belize
The majority of dugouts in Hopkins have no internal framing, and the thwarts -- if they are nailed in place -- provide the only transverse support.
Belize dugout stem and deck details
The false stem curves all the way to the bottom, its end butting against the end of the false keel. Note also the deck, which is plywood.
Belizean canoe sternpost and deck details
In contrast, the false sternpost on another canoe runs straight from top to bottom, while the false keel butts against its forward surface. The canoe's deck is solid lumber.
Belize dugout canoe with removable foredeck
A few canoes had large, removable plywood decks that seemed to fit directly behind the small, permanently installed bow deck. This might have provided a bit of protection against boarding waves, or might have served as a fish-processing platform. This canoe has an unusual number of thwarts in closely-spaced pairs, the reason for which is unknown. The next-to-last thwart shows yet another method of support: it sits on a horizontal cleat nailed into the hull or strakes, with no capturing bracket above.
Belizean dugout canoe with wide strake
Few of the dugout canoes in Hopkins have wide strakes like this derelict one.
Belize dugout canoe strakes detail
More common were two or, as shown here, three narrow strakes, topped by a gunwale cap, all of them edge-nailed.
This was the only canoe we saw sheathed with fiberglass, which covered it inside and out. We found this boat in Monkey River Town, in the Toledo District. All other canoes shown here were in Hopkins, Stann Creek District.


Belizean Dugouts #4: Paddles and Paddling

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Just as Belizean dugout canoes exhibit great variety in their design and construction, so too do they vary in their means of propulsion. In our brief visit to Hopkins and Monkey River Town (in the country's Stann Creek and Toledo districts, respectively) in December, we saw dugout canoes propelled by paddle and outboard engine, equipped for sailing, and shipped aboard a smack for transport to distant fishing grounds. Paddle was the most common method of propulsion for the boats we saw on the beaches, and it's the one we'll examine in this post. 

We only saw canoe actually being paddled, on the Monkey River. We did not take a full series of consecutive photos to document the paddling method, but we've reconstructed the sequence here as best we could from nonsequential shots of one paddler over the course of a couple minutes.
We'll begin with the paddler switching from the right to the left side. Both hands are near the midpoint of the shaft.
The boat was rather decrepit. The added strakes above the dugout base were no longer fastened together at the ends but instead, were separated and splayed apart. (Click any image to enlarge.)  
The catch of the stroke.
Near the completion of the power stroke.
At the end of the power stroke, the upper arm is nearly straight. 
The paddler uses a different method shifting from left to right than he used from right to left. Here he has changed hands so that the left hand now holds the end grip while the right swings the blade in a wide curve overhead. The beautifully shaped dihedral paddle blade is long and narrow, with a rounded end and painted a contrasting color from the shaft. There is no shoulder on the blade's upper end -- it transitions seamlessly into the rather short shaft.
And the stroke is repeated on the right side.
We did not notice if the paddler consistently used these two different methods when switching sides. The difference in methods might have been purely casual, and not evidence of a conscious technique.

The outboard launch in which we took a tour on the Monkey River was equipped with a canoe paddle for backup propulsion. It was not as nicely formed (nor in as good condition) as the one we saw in use above, but it was not without a couple of nice features.
Unlike the dihedral shape of the other paddle's blade, this one is flat on both sides. It has rather awkward-looking square shoulders, nothing like the seamless shaft-to-blade transition evident in the other one.
The shaft, however, does have a nice profile shape at its lower end, where it narrows slightly before meeting the blade. It also tapers gradually toward the upper end, where it's topped with a simple triangular grip. 
The shaft has a lozenge-shaped cross-section over most of its length, but a little below the grip is has a nice transition to a rectangular cross-section, which thins steadily toward the end of the grip. 
Our final post in this series on Belizean dugout canoes will look at some of their uses, as well as means of propulsion other than paddle.

Belizean Dugouts #5: Propulsion and Use

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In the previous installment in this series on Belizean dugout canoes, we looked at what appeared to be the most common form of propulsion -- the paddle. Here we'll look at other methods.
Belizean sailing dugout canoe
Belizean sailing dugout canoe. The double-ended hull shows a sharp transition between the sternpost and the bottom, almost forming a skeg. The unshipped rudder sits in the stern sheets; its steering yoke is visible. (Click any image to enlarge.)
Although we saw a couple canoes equipped for sail, we saw none that were rigged and ready to go, so the images provide unfortunately spotty documentation. 

In discussions with canoe builders Leo and Francis Lewis, we learned that the typical rig uses a triangular jib and triangular (i.e., Marconi) main. On examining photos of canoes with mast steps, we see no evidence of a forestay on any of them, so we're not certain that a jib is actually in use. However, almost all of the canoes we saw had a small foredeck with a hole bored in it for a painter, which was sometimes present, sometimes not. There is a possibility that the painter might serve as a forestay when needed. If the jib is set flying, then its tack might conceivably to tied to the painter, but this seems even less likely.


Belizean sailing dugout canoe
The same boat shown above, displaying its stowed sailing rig. There are four poles, one of which must be the mast and one the boom. A third might conceivably be a kind of removable bowsprit to which the jib's tack is made fast. The fourth could be for poling, for ramming into the bottom to anchor the boat while fishing in shallows, or it might be a gaff or a sprit. The sail is nylon sailcloth, probably cut down and repurposed from the discarded sail of a cruising sailboat. Note also the auxiliary paddle stowed forward.
Belizean sailing dugout canoe
The same boat, with a closer look at the spars, sail and paddle (the latter of which appears to be a cross between the two paddle types shown in the previous post). There are no chainplates or other provision for securing the lower ends of shrouds: the "mast partners" formed by the forward thwart (see below) evidently serve as the mast's only lateral support.
Belizean sailing dugout canoe - pintles
The stern of the same boat, showing one horn of the rudder yoke (upper left), which is steered with lines leading forward. The pintles are simply bent straps of light galvanized steel nailed into the sternpost and hood ends of the planks. They do not look very durable, and probably allow the pintles to move around quite a bit.
Belizean dugout canoe - mast step
A different canoe from the one above, showing the mast step and forward thwart with a hole for the mast.
Many of the canoes we saw had a mast steps and a mast hole in the forward thwart but no pintles or other evidence of sailing gear. If they are sailed, they are probably steered with a paddle. Another possibility is that some canoes are equipped with mast step but are never further equipped for sailing and never so used.

None of the sailing dugouts we saw had any kind of lateral plane: no keel or false keel, no centerboard well or evidence of leeboards. Leo Lewis told us that these were not necessary for sailing even on a beam reach, and that the boats were sailed for fishing alongshore or out to the cays and reefs. With their generally rounded bottoms, leeway must be significant.
Belizean dugout canoe with outboard engine
Several of the dugouts we saw in Hopkins had transom sterns to hold small outboard engines. Tohatsu was the brand of choice.
Belizean dugout canoe with fishing gear
The fisherman's gear includes (from stern working forward): a bleach-bottle bailer; a crude, home-made stock anchor; a long, slender pole; nets; and floats. In the bow is an unidentified device that appears to have several long tines made of rebar.  
Belizean fishing smack with 5 dugout canoes aboard
In the town of Independence, we saw this sloop-rigged smack loaded with five dugout canoes on deck. The larger boat will carry the smaller ones out to fishing grounds, where they will be dropped over the side to fish. 
Belizean fishing smack with 5 dugout canoes aboard
Another view of the smack's load of dugout canoes.
Belizean fishing smack with 5 dugout canoes aboard
Still another view, giving a more complete view of the smack's rig. It appears to have a short gaff, which has sagged below the very long boom. A third, dark-colored spar of unknown use (a whisker pole? a prop for the gaff's end?) is also visible just above the boom.
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This concludes the series on Belizean dugout canoes. Previous posts in the series are:

Kerala Coracle

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"Coracle" from Kerala, India
"Coracle" from the Indian state of Kerala. Image by Joe Niemczura. (Click to enlarge.)
We received this photo over a year ago from Joe Niemczura, RN,MS. Of it, he says:
"I'm travelling in India and came across this scene in Kerala Backwaters.
It shows the construction pretty clearly. 
Evidently, you can take a group outing on these (!) in Kerala if you like."
We don't know the native name of this craft, but it's obviously a "coracle" in the broad sense of a round (or roundish) basketwork boat small and light enough to be carried. Here's what else we can tell from the photo:
  • The base structure is an openwork basket made of light laths, forming a very appealing hexagonal weave. 
  • Lighter material (withies, wicker or similar) are woven under-over-under around the tops of the laths in at least 28 courses, binding them together and forcing the ends up into a shallow bowl shape.
  • Six frames are bent into the inside of the bowl. The frames are roughly rectangular in section, and they are laid in three sets of parallel pairs at equal angles to one another. Each frame is laid either under-over-under-over the others or the reverse.
  • A wood inwale is bent around the inside of the basket's upper edge. It appears to be roughly the same weight as the frames. It's unclear if the inwale is installed before or after the frames are in place. It's possible that the frames are forced into place after the inwale is lashed in, to tighten and stress the basket and its covering.
  • The cover is of unknown material. It is pulled over the top of the inwale and just barely across its inside edge.
  • The cover and the inwale appear to be lashed together to the circumferentially-woven withies at the top of the basket, but it's possible that the inwale is lashed in before the cover is stretched over it. 
  • The paddle has no end-grip. As with many other coracles, propulsion is from the "front" -- i.e., the boat is drawn directly toward the paddle. 
Thanks to Mr. Niemczura for this intriguing image.

The Mesopotamian Quffa or Kuphar

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Round boats are a fascination, and the quffa, a basket-built boat from Iraq, is among the most fascinating because of its well-documented antiquity, its common use well into the 20th century, and its sometimes very large -- occasionally immense -- size.
A quffa in Baghdad in 1914
A quffa in Baghdad in 1914 (Source:Wikipedia) Click any image to enlarge.
Known also as a kuphar and by various alternate spellings, the quffa was described in the 5th century BCE by Herodotus, who stated that they were built in Armenia for one-way trading trips on the Euphrates. In his account, they were round, built of willow frames and covered with leather. The insides were protected by straw. They carried wooden casks of wine from Armenia to Babylon, along with at least one donkey and two paddlers. One paddler would pull from the front; the other would push from the rear. Upon reaching its destination, the boat was disassembled and the leather cover folded up, to be carried by the donkey on the road trip back home -- the Euphrates being too swift for a return voyage.

Herodotus claimed that the largest quffas could carry 5,000 talents, which is thought to be about 125 tons. This seems a probable exaggeration, although there are sufficiently contemporary and sufficiently realistic local images of unquestionably large quffas, like this one, showing four oarsmen (not paddlers) rowing with a cargo of cut stone.
Assyrian quffa with a cargo of building stone
Assyrian quffa with a cargo of building stone. Note the fishermen astride inflated hide floats to the left and right. (Source: Lionel Casson, Ships and Seamanship in the Ancient World
Alternate methods of construction were present in antiquity, including the method that remained common into modern times. As quoted by Peter Badge in Coracles of the WorldJames Hornell described it in "The Coracles of the Tigris and the Euphrates" (1938) as:
"...perfectly circular in plan, nearly flat bottomed, and with convexly curved sides that tumble-home to join the stout cylindrical gunwale bounding the mouth, which is several inches less in diameter than the width at mid height. In construction a quffa is just a huge lidless basket, strengthened within by innumerable ribs radiating from around the centre of the floor. The type of basketry employed is ... coiled basketry."
To continue the description of the basketry, Badge goes on the quote Dionysius A. Aguis:
"It consists of a spiral of reeds bundled and woven together...The reeds are woven together with a palm fibre rope and the basket is reinforced by an inner structure. Normally two quffa-builders are needed, one of the inside, and the other for the outside, as one passes the cord through the wall of the basket while the other tightens the cord...."
There is a cuneiform tablet from Babylon, dating to around 1750 BCE and discovered in the 1940s, but not translated until a few years ago, that describes a world-inundating flood in a clear precursor to the story of Noah. In this version, the god Enki cues a man name Atrahasis to the coming disaster and suggests he build a quffa to save himself. The tablet describes the boat in great detail, including its construction of reeds bound by ropes, its interior wood framing, its waterproof covering of bitumen to the thickness of a finger, and its size: a (literally) incredible 220 feet (67M) in diameter and 20 feet (6M) high with upper and lower levels.

The translator of the tablet, Irving Finkel of the British Museum, acknowledges that such a craft was physically impossible and doubtless the product of some mythologizing exaggeration. But he was so convinced of the basic soundness of the idea of a quffa large enough to serve as a model for the myth -- one capable of supporting a family and livestock for a period -- that he built a scaled-down version, which was launched in 2014. It too had two levels, with a deck house on the upper one and the lower one suitable for "lots of well-behaved animals."
Replica Babylonian "deluge ark," built by Irving Finkel
Replica Babylonian "deluge ark," built under the direction of Irving Finkel. (Source: DailyMail.com)
Finkel's 35-ton quffa leaked badly -- due, he said, to using the low-grade bitumen available in Kerala, India, where the boat was built, rather than the higher-quality stuff from Iraq -- but was stable and otherwise successful. Finkel concludes that such a craft might have actually been used and could have provided the basis for the deluge myth. A report about the project appears here

Quffas remained in wide use on the Tigris and Euphrates Rivers, and especially around Baghdad, in the first half of the 20th century as water taxis, as carriers of produce and building materials, and as lighters. Various sources reported common sizes to be 4.5 ft to 10 ft. in diameter at the opening, with depths of 2.5 ft to 4 ft. The smallest was 3'8" at the opening, and the largest 16'5" with a maximum diameter of 18'. (Because of the quffa's tumblehome, maximum diameters were regularly greater than the more easily-measured opening.) A large passenger quffa could carry 20 people. 
"Two Arabs in a Quffa," Arthur Trevor Haddon
"Two Arabs in a Quffa," Arthur Trevor Haddon.
Source:Victoria & Albert Museum
In his definition of "coracle," Peter Badge includes the ability to be carried by one man as one of the essential qualities of the type. Only the smallest quffas fit this description, so if one accepts Badge's definition, most quffas can't be considered a type of coracle. If one needs to place them in a category outside of themselves, "round basket boat" works, while "coracle-like craft" serves as a fair description.

Quffa use declined with the building of bridges and roads in Iraq and the proliferation of motor vehicles and launches. I believe they no longer serve an economic function, and do not know if any are being built for recreational purposes or even for the sake of historic preservation.

Main Sources: 


Vietnamese Coracles

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Coracle fishing boats at Mui Ne Bay, Vietnam
"Coracle fishing boats at Mui Ne Bay, Vietnam" by Ray Zhoul
(Click any image to enlarge.)
Vietnam is the only land where coracles remain in widespread use and continue to serve a significant economic function. They are ubiquitous along the coast in the central part of the country, where they serve in the roles normally filled by inflatables and hard-shell dinghies in other parts of the world. They are also to be found in country's northern and southern portions. 

In Coracles of the WorldPeter Badge states that coracles are carried aboard almost all larger fishing boats, where they are used as tenders and for handling nets. They are also used for net fishing in their own right as much as a mile offshore. In flooded-field agriculture, they are used to gather vegetables and spray fumigants. In some flood-prone areas, almost every home has a coracle for emergency evacuation, and no doubt they are also used for all sorts of casual transportation. 
Coracle in flooded-field agriculture, Vietnam
Small coracle in use in flooded-field agriculture.
Source: Badge/Coracles of the World
The Vietnamese coracle is a true basket boat. Construction begins by erecting a round gunwale of split bamboo on top of short posts driven into the ground, so that the gunwale is supported at its ultimate height above the bottom. Woven matting is then placed over the gunwale, pressed down to the ground, and literally kicked into its desired shape. On larger versions, frames are inserted, but many smaller coracles have no frames at all. An inwale is then sprung into place so that the matting and frames are held between the inwale and the gunwale. The wales are then tied together -- originally with rattan, now usually with nylon cord. Wire was sometimes used during the transition from rattan to nylon.
Vietnamese coracle matting detail
The weave of the mat changes at the turn of the bilge, which allows it to be formed into a bowl shape without folding or puckering. Source: Badge/Coracles of the World.
The matting is made by the coracle maker from 1-inch strips of bamboo which he himself produces. The mat is woven as a piece for each boat, with a distinct mix of weaving patterns that allows it to be pressed into a bowl shape without puckering.
Bowl-shaped coracle, Vietnam
Bowl-shape coracle with two right-angled sets of three parallel frames. Source: Badge/Coracles of the World
Where frames are used, they are usually placed parallel and at right angles to one another, not radially. Frames are tied at intersections and they are not interwoven: one parallel set is laid at right angles over the other. On larger coracles, a pair of radial frames may be inserted at right angles to one another, above and at a 45-degree angle to the first set of parallel-and-right-angle frames to provide diagonal bracing. These bracing frames are tied to the lower level of frames at the intersections. A circumferential riser frame may be tied about halfway between the gunwales and the bottom to support a sitting thwart.
Coracle with both parallel/right-angle and radial frames
Coracle with parallel and radial frames, riser and sitting thwart. Source: Badge/Coracles of the World
The exterior is waterproofed by spreading on a layer of ox dung, followed by resin from the "raie" tree, according to Badge. I can find no references to this tree online, and I invite readers with knowledge of the subject to provide further information in the comments.

Sizes range from 1.2 to 3 meters in diameter, with depths from about 50cm to a maximum of about 72cm. Almost all are perfectly round, but a few oval ones have been reported, one measuring 3 X 4.5 meters.
Vietnamese coracle with flat bottom and straight sides
Vietnamese coracle with flat bottom and straight sides. Source: The Junk Blue Book of 1962.
The cross-sectional shape varies somewhat. Some coracles are shaped like a shallow bowl with sloped sides. Others have nearly flat bottoms and vertical sides.

A single paddle is the most common means of propulsion, with paddling done kneeling or standing or, more rarely, sitting. Paddles may have a T-grip or no end grip. They tend to be long (Badges reports a paddle 1.83 meters on a boat 1.5 meters in diameter), so that they can be used for paddling while standing and as punt poles. 

Paddling technique varies greatly: some use a figure-8 scull to draw the boat forward; some use a J-stroke off to one side; still others use a "scooping" technique, lifting the blade out of the water and pulling it straight back. Sometimes, the paddle is tied to the gunwale and pivoted back and forth in a forward sculling motion. If there are two paddlers, they will sit or kneel on opposite sides of the boat and use a regular paddling canoe-style stroke. 

The use of lugsails has been reported, but this was apparently never very popular and appears to be extremely, possibly extinct. Less rare is the installation of inboard engines, of which, unfortunately, I can find no details. 

Another method of propulsion involves rocking the boat forward and back, creating a stern wave upon which the coracle slides forward. As unlikely as this sounds, it apparently works well enough so that it is a practical means of propulsion.
Coracle on a Vietnamese fishing junk, early 1960s
Coracles on a Vietnamese fishing junk, probably late 1950s or early 1960s. Source: The Junk Blue Book of 1962.
The continued popularity of the coracle in Vietnam is attributed in part to the government's promotion of the fishing industry, in which the coracle plays a prominent, practical role. No doubt, the country's relative poverty is a factor in its people preferring a boat that can be inexpensively produced on a craft basis from natural, native materials. And, no doubt, the coracle's surprising practicality, along with its entrenched cultural acceptability, are important influences as well.

Primary sources: 
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