A centuries-old craft in Damietta fuels Egypt’s largest fishing fleet and exports handmade yachts to clients across the Mediterranean, blending tradition, resilience, and a hint of modernity.
Historians often describe Damietta as ‘the world’s trade centre of ancient history’, and it certainly was, particularly during the Greek and later Fatimid eras. Its distinctive location has played a pivotal role in the city’s development as a natural harbour.
Ships in the Mediterranean, laden with commodities from across the ancient world, would seek safe passage through the Nile, which divides this resource-rich coastal city into two banks.
Damietta was not merely a thriving trade hub; it evolved into a centre for boat building shortly after the Islamic Conquest in 642 AD, led by Amr Ibn al-As, who recognised the city’s natural advantages.
During the early Islamic period, Damietta became the empire’s arsenal – a term derived by Italians from the Arabic Dar al-Senaa – where the fledgling Islamic Navy was constructed. Over centuries, the city accumulated extensive maritime expertise, which was disseminated across the expansive Islamic Empire.
Today, the city has undergone waves of modernisation, leaving it markedly different. Yet, tucked away in a small corner lies a place that retains a trace of its illustrious past, albeit on a smaller scale.
Kafr Hamido, a coastal village northeast of Damietta, is now considered Egypt’s last remaining ‘arsenal’ for the boat-building industry. Though it appears primitive and somewhat underdeveloped, it is undeniably effective. The village supplies Egypt’s largest fishing fleet, comprising over 2,000 mechanical boats that reach as far as the Indian Ocean.
The village caters to the Damiettan fleet with both new boat construction and maintenance services. Boats from other Egyptian fishing fleets also come here regularly, not only for repairs but for ‘replacement and renewal’ – effectively reproducing the boats.
Kafr Hamido’s output is not confined to local demand. Remarkably, there is visible international interest in its fishing boats, with clients from Greece, Cyprus, Italy, and other Mediterranean neighbours seeking their expertise.
Randomly Standardised
The companies, or as the locals refer to them, workshops, form a long row along the Nile bank, just a couple of kilometres south of the shore. It is a strikingly chaotic yet beautiful scene, with hundreds of craftsmen swarming around tens of boats like a hive of bees.
The people of Kafr Hamido are naturally secretive, with no one willing to provide estimates of the industry’s scale. However, an educated guess can be made based on the number of boats being produced along the riverbank – approximately 50, handled by eight major producers alongside various small subcontractors. Each boat requires an average of six workers, suggesting a labour force of around 300 freelancers.
Beyond the sizeable operations in fishing boat production, the sight of touristic yachts stands out. Their sleek and elegant design starkly contrasts with the impoverished appearance of the surrounding area.
Mr. Abulmaati, owner of Al-Dumyatia Company for Boat Building and Repair, is reluctant to allow photographs of the production process and declines interview requests. Instead, he directs attention to a poorly dressed young man – his son – who might have a moment to talk.
Surprisingly, Mr. Haitham Abulmaati, the son, reveals that he holds a bachelor’s degree in Shipbuilding Engineering. ‘My father was the first in Damietta to produce a steel boat in 1987; it was 50 metres long,’ says Abulmaati Junior, pointing to a boat nearby. ‘That’s it, here for its annual repair.’
While the people of Kafr Hamido are proud to work with both materials, they generally prefer wooden boats over steel ones. ‘The wooden boat lasts longer, is easier to produce, and is cheaper to repair. However, any workshop here can work with both,’ says Haitham.
On-site workers seem disorganised and rely heavily on improvisation; design sheets and basic engineering practices are almost entirely absent. Explaining this, Abulmaati adds, ‘We only use one fixed design that has been passed down through our family for hundreds of years. These workers know it by heart and adjust the boat’s size based on demand.’
Businesses in Kafr Hamido operate without any formal or informal cooperation with external entities. Marine engines are usually ordered through local agents for companies like Ford, Daewoo, or Mercedes. In some cases, they even ‘marinise’ regular truck engines as a cost-saving measure or to meet urgent deadlines when imported marine engines are unavailable.
As for marine accessories, they are part of a routine local trade in the area, particularly in Ezbet El Burg, another part of Damietta. Most accessories are imported from Italy, the UK, or more recently, China. However, Italy remains the preferred source, offering a compromise between quality and price.
Tourism Is Also a Motive
A few workshops further along the Nile bank, a man in his late fifties sits in the open, wearing a stylish pair of sunglasses and an expensive watch. Mr. Alsayid Abul Azm, owner of Abul Azm Sons for Boat Building, hails from a family renowned as the oldest in the industry.
The company’s yard showcases a couple of touristic yachts under production, clearly intended for a different calibre of clients. ‘Yachts of our production are exported to Greece, Cyprus, Turkey, Lebanon, Syria, Libya, Saudi Arabia, and Yemen,’ says Abul Azm. He adds, ‘Most of our clients are tourism investors or wealthy individuals looking to enjoy life.’
Discussing the factors driving the success of this niche industry, Abul Azm highlights several advantages that make Kafr Hamido’s yachts in high demand, even internationally. ‘Stronger, handmade, and at least 50% cheaper than anywhere else,’ he explains.
The availability of skilled labour, passed down through generations, emerges as a critical factor. The inherited maritime expertise of these craftsmen is invaluable. Additionally, the local availability of raw materials makes the industry highly competitive. Damietta, known globally as a major importer of wood, related materials, and machinery for its furniture industry, supplies the boat-building sector with affordable resources.
‘I cannot ruin the history of my family name by producing low quality,’ says Abul Azm. His statement underscores how family reputation and tradition drive the commitment to excellence, earning the trust of a diverse clientele. Marketing relies solely on word of mouth, with satisfied clients recommending the workshops to others.
Estimating export figures proves challenging, as local scepticism towards government or official inquiries means accurate data is hard to obtain. However, it is evident that every workshop is working on at least one yacht, typically for a foreign client. As a rough estimate, exports may account for around 20% of total production. The entire industry operates on a demand-driven basis, making precise figures elusive.
Getting the Work Done
A little further down the row lies Al Mohandes, the company owned by Mr. Ahmad Abu Ataya. An honourable man in his mid-sixties, Abu Ataya stands out as one of the most precise and business-oriented producers in the area.
In discussing his approach to getting the work done, he states, ‘We work with any designs as long as they are approved by one of the international standardisation organisations. We’ve produced fishing boats and yachts up to 50 metres long, and we even have European clients, including in Germany, who are known for their high standards.’
Abu Ataya pays close attention to the details of his work, particularly when it comes to touristic yachts. He emphasises that success in this business relies heavily on the quality of the finishing. ‘Finishing is the basic factor of success,’ he says. He also highlights the importance of integrating technology into modern yachts, citing features like automatic self-extinguishing systems, central air conditioning, and environmentally friendly sewage collectors.
Gaining insight into the inner workings of these producers can be challenging unless you are perceived as a serious client. However, Abu Ataya becomes more forthcoming when detailed specifications are discussed. He offers an example of a small yacht, which he describes as relatively ‘cheap’. ‘A 16-metre yacht, the smallest size, can be built by an average of five workers. It includes two engines for long-distance travel and can be fully finished within six months for one million Egyptian pounds,’ he explains with a smile. Then, with a twinkle in his eye, he adds, ‘But I’d offer a good discount once you decide and sign the contract.’
Still Promising
Perfection is never achieved in this world, and Kafr Hamido is certainly no exception. The boat-building industry here suffers from clear underdevelopment and a lack of connection to modern advancements emerging abroad. For instance, the Nile needs to be deepened at least once a year to facilitate the production of larger boats, as was done in the past. Additionally, building rail tracks between the workshops and the water would significantly improve efficiency.
The entire area requires an economic study to explore how it can be developed. Infrastructure projects, combined with training to enhance business skills, could replace the current reliance on word of mouth and family traditions—or perhaps complement them.
The random nature of the activity and the limited official understanding of how the work is carried out have led to bureaucratic inefficiencies. Clients often face difficulties in obtaining the necessary documentation to sail their boats after completion. Centralised legal documentation services are urgently needed, as the current system requires clients to travel to different governorates to legalise the same boat, even for local use.
Establishing an industrial modernisation centre could transform the sector, helping it represent its needs to the government, access international fairs, and modernise its operations. Such a centre could also advocate for reduced customs duties on imported machinery or their complete exemption, as is the case in other industries, thereby fostering growth.
Despite these challenges, the boat-building business in Kafr Hamido continues to thrive, and the local producers remain resourceful. They assist clients step by step in navigating the legal process, advising on documents, specifications certificates, and licensing—a complex and time-consuming task. This cooperation ensures that Kafr Hamido remains a key supplier of yachts cruising around Europe, produced by these industrious craftsmen. Moreover, Damietta still boasts the largest fishing fleet in Egypt, and perhaps the entire Middle East, as is occasionally claimed.
Another version of this article was published by the German Arab Trade magazine.