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Ghanjah
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A ghanjah or ganja[1] (Arabic: غنجه), is a large wooden trading dhow, a traditional Arabic sailing vessel.[2]
Description
[edit]The ghanjah dhows had a curved prow with a characteristic trefoil ornament carved on top of the stem-head. They also had an ornately carved stern and quarter galleries. Their average length was 97 ft (30 m) with a 15 m (49 ft) keel-length and an average weight of 215 tons. Usually they had two masts, the main mast having a pronounced inclination towards the prow. They used two to three lateen sails; supplementary sails were often added on the bowsprit and on a topmast atop the main mast.[3]
The ghanjah is often difficult to distinguish from the baghlah, a similar type of dhow. Besides the trefoil-shaped carving on top of the stem-head, ghanjahs usually had a more slender shape.[4] made by husen the 3
History
[edit]Ghanjahs were widely used in the past centuries as merchant ships in the Indian Ocean between the western coast of the Indian subcontinent and the Arabian Peninsula.[5] Many ghanjahs were built at traditional shipyards in Sur, Oman,[6] as well as in Beypore, Kerala, India.
Ghanjahs were largely replaced by the newer-designed and easier to maneuver booms in the 20th century.
See also
[edit]References
[edit]- ^ Thabit A. J. Abdullah, The Political Economy of Trade in Eighteenth-Century Basra, SUNY series in the Social and Economic History of the Middle East, 2000, ISBN 978-0-7914-4808-3
- ^ Clifford W. Hawkins, The dhow: an illustrated history of the dhow and its world
- ^ Too Late to Document Dhows?
- ^ The Traditional Dhow Archived July 25, 2012, at the Wayback Machine
- ^ Gardiner, Robert (2001 [1998]). The Victory of Seapower. Caxton Editions. ISBN 1-84067-359-1. p. 89
- ^ The Traditional Dhow Archived July 25, 2012, at the Wayback Machine
External links
[edit]
Media related to Ghanjah at Wikimedia Commons- Ghanjah and baghlah
- Hikoichi Yajima, The Arab dhow trade in the Indian Ocean : preliminary report
- Dhows
- The Historic Dhow Archived 2011-10-09 at the Wayback Machine
- The Dhow of Racing Archived 2012-05-07 at the Wayback Machine
 | This article about a type of ship or boat is a stub. You can help Wikipedia by adding missing information. |
Ghanjah
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Design and Features
Hull Characteristics
The ghanjah, a traditional large trading dhow of the Indian Ocean, features a hull designed for durability, stability, and efficiency in regional waters, with adaptations emphasizing seaworthiness amid monsoonal winds and variable coastal conditions. Its hull employs a shell-first construction method, historically sewn with coir ropes through planks, though later examples transitioned to iron nail-planking while retaining the flexible, plank-on-frame assembly typical of Arabian maritime traditions.[7] This approach allowed the vessel to flex under stress without cracking, a critical adaptation for long voyages across the Indian Ocean.[7] The hull's forward profile includes a curved stempost, often surmounted by a distinctive parrot's beak or similar ornamental carving at the stemhead, which aids in deflecting waves while serving aesthetic and cultural purposes in Omani and Sur-based builds. The Omani ghanjah (Suri ghanja) features a curved stem, distinguishing it from the straighter-stemmed baghla, with the Indian kotiya variant showing similar but regionally adapted proportions.[7] At the stern, a long, sloping transom forms a square-shaped, high-pooped structure, frequently ornately carved with intricate motifs; this design enhances lateral stability, provides additional space for the steering oar, and accommodates quarter galleries in later variants influenced by Portuguese shipbuilding post-16th century.[7] Constructed primarily from teak (sāj) planks sourced from the Indian subcontinent, supplemented by local hardwoods for framing and fittings, the hull's robust wooden build resisted rot and borers prevalent in tropical waters, with full-scale vessels assembled from multiple planks rather than monolithic carvings seen in scale models.[7] Typical dimensions reflect the ghanjah's role as a deep-sea cargo carrier, with lengths ranging from 25 to 35 meters (up to about 100 feet), a beam of 6 to 8 meters, and a draft of 2 to 3 meters, enabling navigation in shallower coastal areas while supporting loads up to 225-300 tons in Omani examples.[7] The deck arrangement prioritizes cargo efficiency, featuring a minimal superstructure to minimize wind resistance: a partial foredeck supported by strong beams for securing loads, an open main deck with large hatches for access, and an aft deck area for additional storage and crew quarters beneath the high poop.[7] This layout, often partially undecked in traditional forms, facilitated the stacking of goods like spices, timber, and textiles directly on deck, optimizing space for Indian Ocean trade routes.[7]Rigging and Propulsion
The ghanjah featured a rigging system typically consisting of two or three masts supporting lateen sails crafted from cotton canvas or woven palm fronds, which provided a triangular shape optimized for capturing wind efficiently. The forward mast was positioned toward the bow and raked aft for improved stability and sail balance, while the main mast stood centrally along the vessel's length; an optional mizzen mast aft further enhanced handling and equilibrium during voyages. This configuration, common in Omani-built ghanjahs from Sur, allowed the vessel to perform effectively on downwind runs and beam reaches, leveraging the lateen rig's aerodynamic properties to harness monsoon and trade winds across the Indian Ocean.[8][9][10] Steering was managed through a large, stern-mounted quarter rudder constructed of wood and operated via a tiller, enabling precise control in varying sea conditions; auxiliary steering oars were occasionally deployed for fine adjustments or in restricted waters. Primary propulsion relied on the wind-filled lateen sails, which permitted the ghanjah to maneuver against opposing winds by tacking, a capability essential for navigating seasonal trade wind patterns without resorting to prolonged detours.[1][8][11] For auxiliary propulsion in harbors, calms, or tight maneuvers, rowers wielded oars from the deck, though this method was seldom used on the open sea due to the vessel's size and the preference for sail power. Under favorable conditions, the ghanjah attained cruising speeds of 6-8 knots, sufficient for long-haul trade routes while maintaining fuel-free efficiency over extended distances.[8][8]Capacity and Armament
The ghanjah possessed a robust cargo capacity of 130 to 300 tons, enabling it to transport substantial quantities of bulk commodities such as spices, textiles, and grains essential to Indian Ocean commerce.[12] This load-bearing capability was optimized for long-distance merchant voyages, with the vessel's design allocating primary deck and hold space to secure storage for these goods while maintaining stability under sail.[13] Accommodations aboard the ghanjah were spartan and functional, typically supporting a crew of 12 to 30 members who handled navigation, rigging, and maintenance during extended journeys.[2] Limited passenger berths were available below deck, often restricted to a handful of traders or dignitaries, as the emphasis remained on maximizing cargo over comfort.[14] For defense in pirate-prone waters, the ghanjah was usually fitted with 4 to 12 small swivel-mounted cannons, supplemented by muskets and boarding pikes to repel boarders.[15] Larger or more valuable examples, such as the Mughal pilgrim ship Ganj-i-Sawai, carried enhanced armament of up to 50 to 80 guns, along with a complement of 400 to 500 armed guards to safeguard high-value cargoes and pilgrims.[16] These measures reflected the vessel's role in hazardous trade routes, balancing offensive capability with the need for maneuverability. Storage adaptations on the ghanjah included dedicated hold compartments for perishables and provisions, with ample space for water barrels to sustain voyages of several months; historical accounts indicate capacities sufficient for 6 to 12 months' supplies, accounting for crew needs and regional resupply challenges.[14]Historical Development
Origins and Evolution
The ghanjah, a large trading vessel within the broader family of dhows, developed during the medieval period (from around the 8th century CE onward) as an evolution of ancient Indian and Arab maritime designs, drawing heavily on shipbuilding traditions from the Indian subcontinent and the Persian Gulf region.[8] Its development incorporated influences from Persian techniques, such as sewn-plank construction using flexible materials like coir, and Gujarati methods that emphasized durable teak wood sourcing from Malabar forests for hull stability in open-ocean voyages.[13] These elements allowed the ghanjah to adapt to the diverse conditions of the Indian Ocean, blending Arab lateen sail configurations with Indian hull proportions for enhanced cargo capacity.[17] In its early forms, the ghanjah typically featured a single mast supporting a large lateen sail, optimized for coastal trade along the Arabian Peninsula and western Indian shores, where it facilitated the exchange of spices, textiles, and metals.[8] The ghanjah distinguished itself in the 18th and 19th centuries as a preferred vessel for long-distance bulk cargo transport in the Indian Ocean trade networks. By the 15th century, designs expanded to include two or three masts, enabling longer hauls across the Arabian Sea and reflecting growing commercial demands in the post-monsoon trade networks.[18] This progression marked a shift from oar-assisted propulsion in calmer inshore waters to fully sail-dependent operation, leveraging the vessel's streamlined hull to harness prevailing winds efficiently.[13] The ghanjah reached its peak development between the 16th and 19th centuries, amid expanding imperial trade in the Mughal Empire in India and regional powers in the Persian Gulf, where it became a staple for bulk cargo transport.[19] Adaptations for monsoon winds included reinforced rigging to withstand seasonal gusts and broader beam designs for stability during cross-ocean passages from Gujarat to the Red Sea.[15] A notable evolution during this era was the post-16th-century incorporation of European-style cannon mounts, influenced by contacts with Portuguese and Dutch traders, transforming some ghanjahs into armed merchantmen capable of defending against piracy while maintaining their primary trading role.[8]Construction Techniques
Ghanjah vessels were traditionally constructed using high-quality hardwoods, primarily Indian teak for the hull planking due to its durability and resistance to seawater.[13] Coconut wood was often employed for masts and yards, while rigging consisted of coir ropes derived from coconut husks, valued for their strength and flexibility in humid maritime environments.[13] Caulking to seal the hull seams typically involved a mixture of lime and shark liver oil applied hot, providing waterproofing without the use of pitch common in European shipbuilding.[20] The building process followed a shell-first method characteristic of Arabian dhow traditions, where planks were laid flush and sewn together using coir cords passed through holes, creating a flexible structure without initial internal frames.[21] Wooden dowels, or treenails, supplemented the sewing in some variants to secure planking, and the hull was shaped plank by plank on beaches or slipways, allowing adjustments during assembly.[13] Vessels were launched sideways into the water from these beach sites, a labor-intensive maneuver relying on rollers and human effort. Construction was highly skilled and manual, often guided by master builders' experience rather than detailed plans, with the entire process for a large ghanjah taking several months to over a year depending on size and resources.[22] Primary shipyards for ghanjah construction were located in Sur, Oman, a historic hub for Omani maritime craftsmanship where the last major examples, like the Fatah al-Khair, were built in the mid-20th century.[22] In India, shipbuilding occurred in ports such as Beypore in Kerala and Mandvi in Gujarat, where related kotia vessels—broader in beam for enhanced cargo capacity—were produced using similar materials but often incorporating frame-first techniques influenced by local practices. Yemeni yards, particularly around Aden, contributed to regional variants adapted for Red Sea navigation, though many ghanjahs operated there were built in Oman.[23] Regional variations reflected navigational demands: Omani ghanjahs featured sharper stems for maneuvering in the Persian Gulf's shallow waters, while Indian versions emphasized broader hulls for stability on Indian Ocean routes.[8] These differences arose from adaptations in planking alignment and stern design, with Omani builds prioritizing speed and Gulf conditions over the cargo-focused breadth of Gujarati constructions.[13]Usage in Trade and Navigation
Primary Trade Routes
The ghanjah, a traditional large wooden dhow variant, primarily operated along key maritime routes in the western Indian Ocean, connecting the Arabian Peninsula and Persian Gulf to the Red Sea via the Bab el-Mandeb Strait, East Africa, and extending to India and occasionally Southeast Asia for long-distance commerce.[24] These paths facilitated the exchange of goods such as rice, dates, and timber, with vessels departing from Gulf ports to navigate southward toward African coasts and return via Indian subcontinental hubs.[24] The routes emphasized coastal hugging to leverage predictable currents, forming a network that linked regional economies from the 18th to early 20th centuries.[25] Navigation on these routes was dictated by the seasonal monsoon winds, with the northeast monsoon from October to March enabling southerly voyages from the Arabian Sea and India toward the Red Sea and East Africa, as winds blew from northeast to southwest.[26] Conversely, the southwest monsoon from May to September supported return journeys northward and eastward, with winds shifting from southwest to northeast, allowing ghanjah crews to time departures for optimal speed and safety across the 5,000–7,000 kilometer spans.[26] This rhythmic pattern, known since ancient times, minimized exposure to adverse weather and extended sailing seasons to six months annually.[27] Major ports of call included Surat and Calicut on India's Gujarat and Malabar coasts for loading spices and textiles, Muscat in Oman as a central Omani hub for provisioning, Aden in Yemen for Red Sea transit, and Mogadishu in Somalia as a key East African endpoint for ivory and mangrove poles.[24] These stops formed interconnected nodes, where ghanjah vessels often anchored for repairs and trade, with Surat serving as a primary departure point for southerly legs and Mogadishu facilitating transshipment to inland African markets.[24][25] Routes faced significant challenges, including the reliability of monsoon winds, which could delay voyages by weeks if timings misaligned, and pirate hotspots off Madagascar's eastern coast, where 17th- and 18th-century buccaneers preyed on spice-laden dhows using the island as a base for ambushes.[26][28] These threats prompted armed escorts and coastal deviations, yet the routes' endurance underscored the ghanjah's role in sustaining resilient trade networks despite such perils.[24]Operational Role in Commerce
The ghanjah, a large Indian-origin dhow variant also known as kotia or ganja, specialized in the bulk transport of high-value commodities across the Indian Ocean, including spices from India and Southeast Asia, cotton and textiles from Gujarat ports such as Surat and Cambay, ivory and hides from East African interiors, and slaves often smuggled alongside legal goods from Swahili coastal regions.[24] These vessels played a pivotal role in the Swahili trade economy by linking inland African resources like ivory and gold to maritime networks, with ports such as Mombasa and Lamu serving as key hubs for Gujarati merchants who reinvigorated commerce in the 17th century.[24] In the Mughal economy, ghanjahs facilitated the export of Indian cotton and textiles to East Africa and Oman in exchange for African ivory and other raw materials, supporting the empire's textile production and coastal trade dominance through Gujarat-based operations.[24] Ghanjah crews were structured hierarchically to manage long voyages, with the nakhoda serving as captain and often vessel owner, responsible for navigation and overall command during monsoon-driven routes.[15] Assisting the nakhoda were nakhudai as operational deputies handling daily decisions, while laborers and sailors performed manual tasks such as sail management and cargo handling; a serang acted as foreman to oversee crew coordination, and a dedicated cook managed provisions.[15] These crews were notably multicultural, drawing from Arab navigators for expertise in Gulf waters, Indian sailors from Kutch and Gujarat for trade knowledge, and African laborers including Swahili and Somali members for local port familiarity, reflecting the interconnected labor pools of the Indian Ocean rim.[24][15] Economically, ghanjahs contributed significantly to Indian Ocean commerce from the 17th to 19th centuries by enabling arbitrage in goods, such as exchanging Indian textiles for African ivory, which fueled commercial growth along the Swahili coast and supported Bombay's industrialization through raw material inflows.[24] Profits from these trades bolstered Mughal coastal economies and Omani networks, with Gujarati merchants dominating ivory and spice exchanges that integrated East African resources into broader Asian markets.[24] British anti-slavery interventions in the late 19th century, including the destruction of numerous dhows, disrupted these operations but underscored their scale in sustaining regional wealth before shifting to regulated or shadow trades.[24] Logistically, ghanjahs accessed shallow coastal ports like Lamu and Zanzibar, where cargo was loaded and unloaded using small boats or direct beaching during low tides to accommodate their shallow drafts, allowing efficient handling of bulk items such as mangrove poles and textiles without deep-water facilities.[24] Operations relied on seasonal monsoons for timing voyages, with legal goods transferred openly at hubs like Mombasa and contraband like slaves moved covertly at night to evade patrols.[24] Risk mitigation involved informal practices among Arab merchant guilds, which coordinated shared voyages and mutual aid for losses, drawing on Islamic commercial principles to underwrite trades across the Gulf and Indian coasts.[29]Notable Examples and Events
Famous Vessels
One of the most renowned ghanjah vessels was the Ganj-i-Sawai, constructed around 1690 during the reign of Mughal Emperor Aurangzeb as a heavily armed merchant ship for pilgrimage and trade voyages from Surat to Mecca.[30] Displacing approximately 1,500 to 1,600 tons and carrying up to 1,300 passengers including 400 to 500 armed guards, it featured between 40 and 80 cannons, making it one of the largest and most formidable ships in the Mughal fleet.[31] Historical records, including the Mughal chronicler Khafi Khan's Muntakhab ul-Lubab (completed 1722) and a 1695 deposition by the ship's captain Muhammad Ibrahim preserved in the British Library, describe its opulent fittings and the immense treasure it transported, valued at 52 lakhs of rupees in gold and silver.[30] European accounts, such as pirate testimonies from 1696, corroborate these details, noting the vessel's role in annual hajj convoys.[30] The Ganj-i-Sawai was captured by the English pirate Henry Every in September 1695 off the Arabian coast, an event that strained Mughal relations with European powers.[32] Another prominent Mughal trading vessel was the Rahimi, owned by Mariam-uz-Zamani, the influential consort of Akbar and mother of Emperor Jahangir, and operational from 1593 to 1613 as a key vessel for commerce and hajj pilgrimages. Estimated at around 1,000 tons with capacity for up to 1,500 passengers and substantial cargo of spices, textiles, and bullion, it represented the pinnacle of early 17th-century Mughal maritime enterprise.[33] Though primarily a trading ship with limited armament details in surviving records, its seizure highlighted vulnerabilities in Asian-European naval interactions.[34] In September 1613, Portuguese forces under Governor Jerónimo de Azevedo intercepted and captured the Rahimi near Surat despite its protective passes, an act documented in Mughal court annals and European naval logs that provoked a Mughal retaliatory campaign against Portuguese holdings. Scholarly analysis draws from Jahangir's memoirs and Portuguese dispatches, underscoring the ship's economic significance to the imperial family. In the 19th century, Omani ghanjahs played a vital role in the Zanzibar trade network under the Sultanate of Zanzibar, with vessels typically displacing up to 300 tons and constructed using traditional sewn-plank methods for transporting cloves, ivory, and slaves across the Indian Ocean.[35] These ships, often lateen-rigged and crewed by Arab sailors, remained in service until the 1950s, as evidenced by British consular reports from Zanzibar ports detailing their annual voyages and adaptations for monsoon winds.[18] While specific named examples are scarce in records, European travelogues and Omani maritime logs from the era describe their robust hulls and role in sustaining the sultanate's economy, with some vessels documented in ship graffiti at Zanzibar's Gereza fort dating to the mid-1800s.[36] Mughal-era ghanjahs like the Ganj-i-Sawai and Rahimi are preserved in archival sources such as the Akbarnama and East India Company factory records, which provide measurements, fittings, and voyage itineraries, while European logs from the Dutch and Portuguese VOC archives offer comparative descriptions of their design and performance.[30]Key Historical Incidents
One of the most notorious incidents involving a ghanjah ship occurred on September 7, 1695, when the English pirate Henry Every and his crew aboard the Fancy ambushed the Mughal vessel Ganj-i-Sawai off the Arabian coast near Surat, India.[37] The Ganj-i-Sawai, an armed ghanjah dhow carrying pilgrims returning from the hajj to Mecca, was laden with treasures including gold, silver, gemstones, coins, spices, silk, and a diamond-encrusted saddle, valued at approximately £325,000 to £600,000 in contemporary terms.[37] After a fierce two-hour battle that overcame the ship's 40 cannons and 400 soldiers, Every's pirates plundered the vessel, leading to widespread outrage in the Mughal Empire under Emperor Aurangzeb, who imprisoned British traders in Surat and threatened further reprisals against the English East India Company, exacerbating Anglo-Mughal diplomatic tensions.[37] This raid, documented in Mughal captain Ibrahim's Persian letter, highlighted the vulnerabilities of large ghanjah ships in unprotected convoy routes and prompted the East India Company to issue a £1,000 bounty on Every.[32] In 1613, Portuguese forces under Governor D. Jeronymo de Azevedo seized the Rahimi, a prominent trading ship owned by Mughal Empress Mariam-uz-Zamani (mother of Emperor Jahangir), as it departed Surat en route to Mecca with 700 hajj pilgrims and a substantial cargo.[33] The Portuguese towed the vessel to Goa, demanding ransom for its release, an act perceived by the Mughals as both economic piracy and religious persecution against Muslim pilgrims.[33] This incident escalated hostilities between the Mughal Empire and Portugal, prompting Jahangir to halt all trade through Surat's Portuguese concessions, order a naval siege of the Portuguese fort at Daman by admiral Muqarrab Khan, close the Jesuit church in Agra, and suspend allowances to Portuguese priests, thereby straining European-Mughal relations and opening opportunities for English diplomatic gains.[33][38] During the 19th century, British Royal Navy patrols in the Indian Ocean targeted Omani ghanjah dhows engaged in the east African slave trade, with notable intercepts contributing to the suppression of this commerce.[39] In 1822, for instance, British forces captured seven Omani dhows carrying enslaved Africans near Ras Hafun on the Somali coast, part of broader efforts to enforce anti-slavery treaties with Omani rulers.[39] These patrols, operating from bases like Zanzibar and Aden, frequently boarded and seized ghanjah vessels transporting slaves from east Africa to Omani plantations and markets, liberating hundreds in operations that pressured Sultan Barghash bin Said to sign the 1873 Anglo-Zanzibar treaty banning the coastal and maritime slave trade.[39] Such interventions marked a pivotal shift in regional maritime enforcement, reducing the scale of Omani-led slave voyages that had relied on the sturdy, high-capacity design of ghanjah ships.[39] Ghanjah ships also played a crucial role in exploration during the 14th century, notably in the voyages of Moroccan traveler Ibn Battuta, who documented extensive Indian Ocean routes aboard dhow-type vessels used by Muslim traders.[40] His accounts in the Rihla emphasize the reliability of these ships for enduring monsoonal winds and vast distances, providing invaluable historical insights into pre-colonial Indian Ocean connectivity that linked the Middle East, Africa, India, and East Asia.[40]Cultural and Modern Legacy
Influence on Maritime Culture
The ghanjah, a prominent large trading dhow in the Indian Ocean, symbolized prosperity and adventure in regional artistic and literary traditions. This symbolism underscores the vessel's role as an icon of economic vitality and exploratory spirit in Swahili literary heritage.[41] The ghanjah significantly shaped social dynamics by enabling extensive multicultural interactions along trade routes. In ports like Zanzibar, dhow voyages facilitated the blending of Arab, Indian, and African customs through intermarriage and prolonged stays dictated by monsoon winds, fostering a cosmopolitan society evident in the hybrid architecture of Stone Town.[42] This exchange spread Islam from the 9th century onward, integrating Persian and Arabian seafaring practices with local Bantu traditions and creating enduring social networks across the Indian Ocean.[42] Ghanjah usage contributed to nautical terminology in regional languages, enriching vocabularies for maritime activities. In Swahili, terms like jahazi (for large dhows) derive from the Arabic-Persian jahāz meaning "ship," reflecting the vessel's adoption in East African coastal dialects for trading craft.[43] Similarly, dau (plank-built sailing vessel) and related words highlight indigenous adaptations influenced by Indian Ocean trade, while Urdu incorporates jahaz from the same Persian root, denoting ships in South Asian contexts tied to ghanjah routes.[43][44][45]Preservation and Modern Replicas
Efforts to preserve the ghanjah, a traditional large wooden trading dhow originating from Omani shipyards, have focused on museum displays and the maintenance of surviving vessels. A full-hull model of a ghanjah, carved from solid wood and featuring detailed rigging, lateen sails, service boats, and an anchor, is held in the collection of the Royal Museums Greenwich, illustrating the vessel's design and maritime role in the Indian Ocean trade.[1] In Oman, the Sur Maritime Museum exhibits the Fatah al-Khair, built in 1938 in Kuwait and later brought to Sur, recognized as the last surviving traditional ghanjah, which includes original components such as its wooden hull and rigging to showcase Omani shipbuilding heritage.[46] The Fatah Al Khair Centre in Sur, opened in November 2021, has attracted over 29,500 visitors as of April 2024, promoting awareness of Omani maritime history.[47] The preservation of ghanjahs faced significant challenges beginning in the early 20th century, as steamships increasingly dominated regional trade routes in the Persian Gulf and Indian Ocean, reducing demand for sail-powered dhows like the ghanjah.[48] This decline accelerated in the 1950s with the shift toward diesel-powered vessels and the onset of Oman's oil economy, which began exploration in the late 1950s and led to commercial production by 1967, further marginalizing traditional wooden shipbuilding.[49] The last traditional ghanjahs were constructed in Omani yards up to the mid-1950s, marking the end of large-scale builds using age-old methods before economic modernization overtook the maritime sector.[22] Modern replicas of ghanjahs have been constructed to revive and demonstrate this heritage, with 20th-century examples built in Omani yards up to the mid-1950s adhering to historical techniques.[35] In contemporary contexts, tourist-oriented versions of dhows, including ghanjah-inspired designs, operate in Dubai for heritage cruises along the creek, offering visitors experiences of traditional sailing while replicating the vessel's curved prow and lateen sails.[50] Today, ghanjahs and their replicas serve in eco-tourism voyages across the Indian Ocean region, promoting sustainable maritime practices through low-emission sail-based excursions in Oman and nearby areas.[10] These vessels also appear as props in cultural events and festivals, such as Omani maritime celebrations, to highlight historical trade connections.[51]References
- https://en.wiktionary.org/wiki/%E0%A4%9C%E0%A4%B9%E0%A4%BE%E0%A4%9C%E0%A4%BC