Shabina Faraz/Abdul Rahim
|
PUBLISHED
November 16, 2025
Can an age-old heritage survive or will it sink into memory?
Our traditional wooden boat-building industry, an age-old craft is deeply embedded in the cultural and economic fabric of fishing towns such as Gwadar, Pasni, Ormara, Surbandar, Damb, Gaddani, and Karachi. Over two million people are directly involved in this industry that has steadily declined because of rapid paradigm shifts toward modern boat technologies, lack of institutional support, and the dwindling market demand. Once the pride of Pakistan’s coastal communities, is now on the verge of extinction.
According to Muhammad Moosa, a representative of the Wado Boat Builders Association in Balochistan, the tide has turned dramatically. “Nearly 65 percent of all fishing boats in operation today are fibreglass, and among the small fishing fleet, that number rises to 95 percent,” he explains. These fibreglass boats are often imported from Iran or are Pakistan-made and, in many cases, these enter the local market with minimal regulation. Hybrid models, which typically involve a partial fibreglass coating on an old wooden boat frame, now constitute around 18 percent of the overall fleet.
Shifting workforce and deteriorating infrastructure
The traditional industry is also facing significant challenges with labour and infrastructure. While the local boat-building tradition once relied on generations of Baloch and Sindhi craftsmen, the current environment sees workers from Punjab, Sindh, and Khyber Pakhtunkhwa supplementing the dwindling local talent. This shift is not without consequence; the nuanced skills that make the wooden boats so unique are gradually being lost.
Furthermore, the facilities where these boats are constructed are often inadequate. Moosa cites issues such as a lack of shaded work areas, insufficient health and safety measures, inadequate heavy-duty lifts for shifting boats, and a general shortage of proper modern tools. These conditions not only slow down production but also expose workers to serious health and safety risks.
The traditional wooden boat
Faiz Ahmed Wado, an indigenous boat-building labourer and contractor, identifies four distinct categories of traditional wooden fishing boats: Yakdar Boats. These small boats, with a keel length of 15 to 20 feet, a width of 6 feet, and a height of 2.5 feet, are valued between Rs 800,000 and Rs1,000,000. They are primarily used for catching sardines, ribbonfish, and shrimp. Bangda Boats are medium-sized vessels measuring 32 to 35 feet in keel length, 13 feet in width, and 7 feet in height, are usually priced around Rs 4 million. They are particularly popular in Indian mackerel fishing. Gallet Boats are medium to larger wooden boats with a keel length ranging from 35 to 37 feet, 17 feet in width, and 10 feet in height carry a price tag of approximately Rs 7 million. These boats target species such as large croaker, Spanish mackerel, and trevally. Launch boats, the largest traditional wooden boats, with keel lengths between 40 and 50 feet, a width of 20 feet, and a height of 12 feet, are valued at around Rs 11 million. These vessels are mainly used for deep-sea tuna and sailfish fishing.
The grim economic prospects for traditional boat builders have further exacerbated the industry’s decline. “We used to build 8 to 10 boats a month,” Faiz Ahmed laments. “Now, the demand has shrunk by nearly 70–80 percent, and we mostly work on just one boat per month.” Labour wages in this industry have stagnated at roughly Rs 2,000 per day, a figure considerably lower than those in other sectors, contributing to an acute shortage of experienced carpenters and artisans.
To extend the lifespan of older wooden boats, many owners are opting for retrofitting them with fibreglass coatings. While this hybrid method may provide a temporary solution, it ultimately undermines the long-term preservation of the traditional craft.
The wood supply chain
A crucial element of wooden boat-building is the choice of materials. Abdul Wahid, who operates a wood-cutting enterprise, explains that two types of wood are essential: one for the ribs (the structural framework) and another for the side panels. The side panels rely on high-quality hardwoods such as Ballaho, Burmatic, Nishat, Pain, and Golden Wood materials imported from Malaysia, Burma, and various African countries. In contrast, the ribs are constructed from locally sourced woods, including varieties like local Kikkar (Kandi), Tally, and Ellanchi (Eucalyptus).
“The industry consumes around 20 truckloads of wood every month,” Wahid observes. “Although there are still 20 wood-cutting mills operating along the Balochistan coast, from Gwadar to Karachi, business is rapidly declining as demand for traditional boats diminishes.”
Why wood boats are better
There are compelling arguments in favour of preserving and reviving the wooden boat-building tradition. Younas Anwar, a representative of the Gwadar Fisherfolk Community, points out the inherent advantages of wooden boats. “Wooden boats are eco-friendlier, they are more seaworthy, provide greater storage for fish, nets, and food supplies, and tend to keep cooler under the sun,” he says. Not only do they offer more comfort for crews during long journeys, but they also rely on lower-powered engines that result in reduced noise pollution and fuel consumption compared to their fibreglass counterparts.
While fibreglass boats are often equipped with high-powered engines (sometimes using engines as high as 85hp), which can disrupt marine life and scare away fish, the traditional wooden boats maintain a quieter, more sustainable mode of operation. Given these benefits, Anwar suggests that a hybrid model combining a wooden interior with a fibreglass-coated hull and deck could potentially balance tradition with modern requirements by reducing overall weight and increasing durability.
Changing landscape
“Our records show that out of the 16,000 registered boats, the majority have been replaced with fibreglass variants,” warns Asmat Ullah, deputy director of statistics with the Balochistan Fisheries and Coastal Development Department, explaining that the transition to fibreglass boats is proceeding at an alarming rate. “In addition, some 20,000 small fibreglass speedboats operate under temporary registration or not at all, having been largely imported from Iran.”
This transition has led to the near disappearance of wooden boats at several major fish landing sites, signaling a critical need for intervention. However, a glimmer of hope comes from the recent efforts of the Gwadar Development Authority (GDA). Nadir Baloch, a senior official with the GDA, noted that comprehensive planning has been undertaken to support the traditional wooden boat-building industry in Gwadar. “We have developed an extensive plan to revive this invaluable cultural and economic asset,” he says. “This plan has been shared with the Government of Balochistan for further execution, reflecting a sincere commitment to preserving the heritage and livelihood of our coastal communities.” The GDA’s initiative is being closely watched as a potential model for similar revival efforts across other affected regions.
Fibreglass boats, despite being modern and faster, come with their own set of technical challenges. Ali Akbar, an engine mechanic with extensive experience along Balochistan’s coasts, explains that about 80 percent of the repair work in his workshop is dedicated to fiberglass boats. “Issues such as recurring failures of ring pistons, gear shifts, and bearing problems are common in fibreglass vessels, requiring frequent maintenance. Wooden boats, in contrast, with their low-speed engines and robust construction, are far less demanding in terms of upkeep.”
What fishermen say
For many fishermen, the choice between wooden and fibreglass boats is not just a matter of tradition, but one that affects daily livelihoods. “Our boat consumes around 400 litres of fuel per month, whereas a fibreglass speedboat easily uses up to 1500 litres,” shares Salman, a skipper and owner of a 21-foot wooden boat from Gaddani. In rough seas, the stability and weight of our wooden boat make it far safer. Our crew enjoys greater comfort with ample space to sleep, cook, and socialise factors that directly impact our efficiency and well-being.”
However, Salman also voiced concerns over the disruptive impact of fibreglass boats. “These modern vessels, with their high-powered engines and noisy operations, not only scare away fish but also sometimes cause physical damage by cutting our nets. Their presence undermines the traditional way of fishing and the associated ecological balance.”
A call to action
The traditional wooden boat-building industry in Balochistan is far more than just an economic activity it represents a living heritage. It encapsulates the expertise, cultural identity, and resilient spirit of coastal communities that have honed their craft over countless generations. If this tradition fades away, the loss will be felt not only in economic terms but also as a profound cultural erosion.
To reverse this alarming trend and prevent further decline, a multi-pronged and immediate response is imperative. The provincial government, in coordination with GDA and fisheries departments, must introduce subsidies and low-interest loans to support wooden boat builders. Designating modern boat-building yards equipped with the necessary tools, safety measures, and cooler, shaded work areas could catalyse the revival of the industry. Launching targeted training programs is essential. These programmes should focus on transferring the specialised skills of veteran artisans to younger generations. By emphasising both preservation and innovation, there is an opportunity to merge traditional craftsmanship with modern technologies. Stricter regulations are needed to control the unregulated import and registration of fibreglass boats, especially those entering from Iran. Enforcing compliance with fisheries ordinances will help stabilise the market and protect local industry standards. Encouraging research into eco-friendly hybrid boat models could maintain the benefits of wooden boats, such as quiet operation, fuel efficiency, and crew comfort, while improving durability and reducing weight. Such innovation could bridge the gap between tradition and modern regulatory requirements. It is crucial to raise public awareness about the environmental, cultural, and economic importance of traditional wooden boats. Exhibitions, media outreach, and community events should highlight this legacy as a vital component of regional identity.
The comprehensive plan presented by the Gwadar Development Authority, as noted by Nadir Baloch, is an exemplary model of what coordinated governance can achieve. With the support of the Government of Balochistan, such strategies need to be extended to other coastal regions to ensure that the revival of this sector is both scalable and sustainable.
If decisive action is not taken, the wooden boat-building tradition may soon vanish from the coastal landscape, leaving behind a void that no modern alternative can fill. The loss of this industry would mean not only the disappearance of a distinct craft but also a fragmentation of the cultural identity and heritage of Balochistan’s coastal communities.
The revival of the traditional wooden boat-building industry represents a multifaceted challenge that demands the collaboration of local communities, government bodies, and private stakeholders. It is an urgent call to preserve a legacy that is as historically and culturally significant as it is economically vital. By investing in modernised facilities, ensuring fair labour practices, regulating fibreglass imports, and implementing forward-thinking hybrid models, there remains hope that this dying craft can be restored to its former glory and continue to be a cornerstone of Pakistan’s coastal economy.
All facts and information are the sole responsibility of the writer
Shabina Faraz is a freelance journalist and contributor
Abdul Rahim is an environmental journalist and conservationist specialising in biodiversity and coastal ecosystem research, with extensive experience in field environment management and scientific studies
