But the art of designing and building these vessels, done entirely by hand, is under threat. Fewer people order wooden boats since plastic and fiberglass ones are cheaper to maintain. And young people aren’t as interested in joining a profession that requires years of apprenticeship, is physically and mentally draining and has an uncertain future. “Unfortunately, I see the profession slowly dying,” said Giorgos Kiassos, one of the last remaining boatbuilders on Samos, an eastern Aegean island that was once a major production center.
Each beam of wood, each plank, has been felled, trimmed and shaped by one man alone, hauled and nailed into place using techniques handed down through generations, from father to son, uncle to nephew. But the current generation could be the last. Wooden boats are an integral part of the Greek landscape, adorning tourist brochures, postcards and countless holiday snaps. They have been sailing across Greece for centuries, used as fishing boats, to transport cargo, livestock and passengers and as pleasure craft. “If something doesn’t change, there will come a time when there won’t be anyone left doing this type of job. And it’s a pity, a real pity,” Kiassos said during a brief break in his mountain boatyard where, between walnut and wild mulberry trees, he is working on two: a 14-meter (45-foot) pleasure craft and a 10-meter (about a 30-foot) fishing boat.
The boats are being made to order, with the bigger one costing around 60,000 euros ($70,000), and the smaller one around 30,000 euros ($35,000). Samos caiques are famed both for their workmanship and their raw material: timber from a pine species whose high resin content makes it durable and more resistant to woodworm. A few decades ago, numerous boatyards dotted the island, providing a major source of employment and sustaining entire communities. Now there are only about four left.
“Yes, it’s an art, but it’s also heavy work, it’s tough work. It’s manual labor that’s tiring, and now the young people, none of them are following,” Kiassos said. He’s encouraged his 23-year-old son to learn, but he isn’t particularly interested. He hopes to become a merchant captain instead. Kostas Damianidis, an architect with a Ph.D. on Greek traditional boatbuilding, said there are several reasons for the dramatic decline in shipwrights, or traditional boatbuilders, throughout Greece. “It is a traditional craft which is slowly dying, and yet it’s treated as if it were a simple manufacturing or supply business. There is no support from the state,” he said.
What’s more, for years the European Union, of which Greece is a member, has subsidized the physical destruction of these vessels as a way of reducing the country’s fishing fleet. The practice has led to thousands of traditional fishing boats, some described by conservationists as unique works of art, being smashed by bulldozers. The policy is “a big blow to wooden shipbuilding,” Damianidis said. “They might be old boats, but this is a disdain of the craft. When a young person sees that they’re smashing wooden boats as useless things, why should they bother to learn how to make them?” For their creators, the destruction is heartbreaking.
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