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| A dau al mtepe (source unclear). Click any image to enlarge. |
Among
the indigenous boats that disappeared in the 20th century was the mtepe, the world's
last large sewn vessel. The last mtepe built was in 1930, and the last one in
existence was wrecked in 1935 (they might have been the same vessel: my sources
are unclear).
History and Usage
Unique to the Swahili culture of
east Africa, mtepes were built in the Lamu archipelago off Kenya. Evidently an
old design, their origin is unknown: there are references to sewn boats in the
region that date back to classical antiquity and to the earliest years of Portuguese
exploration, but these might have been other designs that were similar to
mtepes in some respects. The earliest unmistakable references to mtepes date
from the 19th century.
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| Both mtepes and dau al mtepes (shown) carried very large spreads of sail and were reportedly fast sailors and surprisingly weatherly. |
Mtepes were of two types, the mtepe proper, and the dau la mtepe, which superseded it. The
transition apparently occurred in the 19th century because, while there are contemporary
models and documentary evidence of the earlier mtepe, the only photos seem to be of the later dau la mtepe. Both were double-ended and generally similar in
design, but there were a few significant differences between the types, which
we'll get to below. (I will use "mtepe" in Roman text to refer to
both types, and will italicize it as mtepe
to refer to the mtepe proper as distinct from the dau al mtepe.)
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| Model dau al mtepe (recognizable by the bowsprit) at National Marine Museum, Greenwich. The tassels are called the "camel's beard." |
Mtepes
varied considerably in size. Most seem to have been between 40 and 75 feet (I
presume that the measurements were taken on deck, and did not include prow
extensions, bowsprits or outboard rudders)
and of 12 to 50 tons burthen, but one recorded in the 19th century was
30 meters long and 186 tons. All references report them to have been very fast
and able sailors, easily able to out-point settee-rigged dhows. This is surprising
considering their rig, which consisted of a single square sail of palm leaf
matting.
Faza in the Lamu archipelago was the
center for mtepe building: as many as 20 were being built there annually early
in the 20th century. With a crew of about 20, they traded north to Zanzibar and
south to Kenya's Mrima coast. Toward the end of their employment, their primary
cargo was mangrove poles, but earlier cargoes included grain, pottery, cattle,
salt, firewood and slaves. To collect the mangrove cargoes, the crew would punt
the vessel into a swamp and cut and load the poles themselves, receiving
payment from the proceeds of the voyage on a "share" basis. Oars were
also used for propulsion when necessary.
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| Mtepe model at Science Museum, Kensington. Note large rudder, the bird-like figure on the tall prow, flags, tassels and painted decoration, as well as the thatched house aft of the mast. |
Mtepes
leaked copiously, so bailing was constant. It is recorded that, as a test for employment,
a prospective crew member had to demonstrate his ability to lift a bailer full
of water measuring 24" in diameter and 9" deep. (This works out to
about 3 U.S. gallons or 25 pounds. As a test of strength, lifting it isn't impressive,
especially when considering that the bailer was made of woven palm leafs and
probably leaked, and that it was very wide and shallow, so unlikely to have
been lifted full in any case. On the other hand, if you're bailing a vessel,
lifting that weight several hundred times per hour is indeed an impressive
demonstration.)
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| A weatherly hull, but not made for beaching without supports. Image from Hornell. |
With
their deep V-shaped hulls and flexible sewn construction, mtepes were not stiff
enough to lie on their sides. They were never allowed to take the ground unless
supported by props.
Construction
The mtepe bears many similarities to
dhows and the two might have influenced each other's development in unknown
ways in ancient times. Certainly, the dau
al mtepe (which I think translates roughly as "dhow-style mtepe")
adopted some of the characteristics of the dhow late in the 19th century.
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| Sketch of a model of a mtepe at Ft. Jesus, Mombasa. |
A
crew of five or six carpenters, being supervised by the ship's future captain,
would typically built a mtepe in two to three months, including harvesting
their own timber, which was used green. Like all relatives of traditionally-built
dhows, mtepes were built shell-first, on a keel, with smooth-laid planks of
mangrove wood. (I hesitate to call it carvel, because that implies a construction
method and certain details which do not apply here.)
Garboards were sewn or stitched to a
one-piece keel. It is not known whether the keel was rabbeted. On many dhows,
the garboard butts against the side of the keel or a beveled surface at the
intersection of the top and sides. Stem and sternpost were lashed to the keel
only after two or three strakes were in place. There were no deadwoods or stem
knees. Partial-length planks were scarfed diagonally without butt blocks.
Planking the hull was an enormously
laborious process. After holes were drilled through the planks near both edges,
the planks were sewn together with three-strand coir (coconut husk cord). First,
coir fiber was pounded into the seam from inside. Then, over the seam was
spread a thick paste of made of pounded mangrove bark, the tannin in which
preserved the coir caulking. Onto the paste were laid strips of crushed coconut
husk, and then a layer of palm leafs. A sharpened piece of palm leaf was
attached to one end of the cord and used as a sewing needle. Men worked in
pairs, inside and outside the hole.
Each
time the man inside passed the cord through the hole, he would pound it with a
mallet to compress the package of caulking material beneath the stitch, then
would plug the hole with a tapered plug to hold the cord in place temporarily,
until his turn came for the next stitch. The man outside would wrap the cord
around a short stick, place one end of it against the hull, and lean back,
using the stick as a lever to tighten the cord before passing it back through
the next hole. About six feet of seam length was sewn at a time, the coir being
passed around and through each hole several times, both straight up and down
and diagonally. Tapered plugs were then pounded into each hole from the
outside.
After
the the hull was completely stitched, the plugs outside the hull were cut off
flush, and then the stitches themselves were cut off on the outside! This would
leave the planks fastened to each other by thousands of very short pieces of
cord, held in place only by the plugs pounded in from outside – a very odd way to address the
vulnerability of the stitches outside the hull. This last process was omitted
only near the stem and sternpost, and apparently some mtepes were built with
the stitches remaining on the outside over their whole surface.
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| Alternate view of plank pegs. Above: oblique (through outer face of lower plank of each pair). Below: edge-set (drilled into the adjoining edges of plank pairs). The direction in which the pegs used to plug the stitch holes were installed also differs in these two views. (Source: Adams) |
Most reports indicate that after the
strakes were sewn together, pegs were inserted by drilling obliquely upward into
the outboard face of a plank so that the drill exited the plank on the edge and
penetrated the plank above it also on its edge. Others disagree, claiming that
the strakes were first edge-drilled on their matching faces, "dowel tenons"
set into the holes, and the upper strake then pounded down onto the lower one.
Only then were the planks through-drilled and sewn together.
If the first method (oblique
pegging) is correct, then the pegs' main function seems to be to eliminate
shear between adjacent strakes. If the second method (edge-set pegs) is
correct, then the pegs seem to function primarily as an assembly aid. In both
cases, the stitches are primarily responsible for holding the planks tight
against each other. It is not impossible that both methods were used.
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| Cross section of a mtepe, showing futtock frames, stringers, thwart pairs with gammon lashings, mast step, planks and keel. (Source: Adams) |
Interior
framing was added only after strakes were in place. Amidships, there were futtock
frames which rested on floor timbers but were not attached to them. Moving
outboard were half-frames, and then one-piece frames (i.e., gunwale to gunwale)
in the very ends. The frames were lashed to the hull with a few light cords
passed through holes in the planks. Frame spacing was reportedly wide, but no
specifics are available. Five or six sets of cross-beams or thwarts were installed
in pairs, upper and lower, separated by a few planks. These were notched and
passed through the planks, and were gammoned to each other. In addition to
transverse strength, the upper thwart of each set served as deck supports and
mast partners. Two or three stringers were installed, so lightly lashed to the
frames that they seem to have provided little lateral strength: perhaps they
helped support and secure the cargo.
During the southwest monsoon, when
the mtepe was laid up annually, every stringer and frame was removed and every stitch
was replaced. With a full crew working, the job could be done in about eight
days.
Rig
Although most reports indicate a
plum mast, more recent measurements of models and photographs indicate that the
mast had a forward rake of 6 to 14 degrees. The mast was supported by a
forestay, two backstays, and usually one shroud per side, although some mtepes
may have had a single shroud that was passed from one side to the other when
tacking – a rare occurrence for tradewind sailors.
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| Mast step (bow to right). Note forward rake of mast, which rests against a pair of thwarts and is lashed forward to a stanchion forward of the thwarts. A stanchion beneath another pair of thwarts hold down the aft end of the step. The step typically spanned many frames, nearly the entire interior length of the ship, but it was not a keelson. (Source: Adams) |
The sail was made from many strips
of plaited palm leaves, sewn together. There were two or three sets of reef points
near the head of the sail. The sail was supported by a yard and a boom of delicate
appearance. The yard was equipped with parrels; the boom with a simple loop of
rope to perform that function. In addition to a halyard, the yard was supported
by two "lift braces," which served both functions implied by that
name. As I don't understand how this could work, I'll copy my source and
perhaps a reader can explain:
"(The yard)
is hoisted to the mast-head by means of a halyard supplemented by two lateral
tackles which combine the functions of lifts and braces and may therefore be
termed "lift braces". The upper end of the halyard is rove through a
sheave-hole some way below the mast-head and made fast to the middle of the
yard. Each lift-brace functions through a purchase fitted between the mast-head
and one end of the yard, a tackle consisting of two single blocks. One end of
the rope is rove through the block at the end of the yard, passes to the block
at the mast and returns to be made fast to the yard-arm just inner to the first
block. These lift-braces, as the name implies, also control the set of the
yard; by slacking away on one and hauling on the other, the yard is veered."
("The Sea-Going Mtepe and Dau of the Lamu Archipelago," James
Hornell, Mariner's Mirror, January
1941)
Differences Between Mtepes and Dau al Mtepes
Throughout the above discussion,
I've treated both types of vessels together, as the features described seem
mainly to have applied to both. But there were some differences between mtepes proper and dau al mtepes, some obvious and others significant but not
apparent.
The stem and stern of a dau al mtepe were raked considerably
more than those of a mtepe, so that,
for boats of identical length, the dau would have a far shorter keel. The
stem of the mtepe was surmounted by a
large curved terminal that may have represented a camel's head. The dau had no such device, but instead had
a long bowsprit. The mtepe was more
colorful and far more highly decorated, with occuli both fore and aft, painted bands
on the topmost strakes, and amulets, tassels and flags. Perhaps by the time the
dau came into being, the trade was
already under competitive pressure from other, more modern boat types, and
decoration was discarded as uneconomic.
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| Stepped, stacked breasthook stem in the dau al mtepe. The outer false stem (a) was not always present. (From Hornell) |
The most interesting difference,
however, was in the construction of the stem and sternpost. The mtepe had fairly conventional timber
posts, except that the stem was in two pieces joined by an unusual mortise-and-tenon
joint open at the front and rear. The dau al mtepe's was even stranger: it
consisted of a series of stacked, V-shaped breasthooks, each one about as tall
as a strake, tapering aft, and pegged to one another. In some cases, a solid
timber was fastened outboard of this stacked construction. It is not known how
planks were fastened to the stems/sternposts in either case, or if the timbers
were rabbeted.
A Mtepe Replica
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| The replica mtepe Shungwaya in the House of Wonders Museum, Zanzibar (Source: Wikipedia) |
In 2003, a mtepe was built for an exhibit on dhow culture at the House of Wonders Museum in Zanzibar. The design was to be a roughly half-size (but not
half-scale) interpretation of a mtepe that had been measured in 1877 at 97 feet
long, 24 feet beam, and depth of 9.5 feet (apparently including draft plus freeboard). The boatbuilder who was contracted for
its construction it had never worked on a mtepe,
but had heard about some of the construction processes from his grandfather,
who was one of the last builders of dau
al mtepes. Even though guided by academics and museum personnel, the
builder diverged from several known aspects of mtepe construction, most notably
in building the boat frame-first as opposed to shell-first, and in refusing to
cut off the plank lashings on the hull's outer surface. Named Shungwaya, the boat was briefly
tested in Zanzibar harbor, where it proved to be quick and to leak somewhat as
expected. It is now on display at the House of Wonders Museum.
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| The mtepe Shungwaya |
Main sources:
"Construction and Qualitative Analysis of a Sewn Boat of the Western Indian Ocean, Robert Marshall Adams, (MA thesis, 1985, Texas A&M Univ.)
"The Sea-Going Mtepe and Dau of the Lamu Archipelago," James Hornell, Mariner's Mirror, January 1941
"The Mtepe 'Sungwaya' Sails Again," Professor Abdul Sheriff, et al, Ziff Journal, 2006
;(Naval Institute Press, 1996)
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