[BITList] The Full Version by Tom Kelso

Mon Sep 15 17:16:39 BST 2008

INDO PAK PARTITION AUGUST 1947: THE DISPORA BY SEA

   The 15th of August 2007 marks the 60th
anniversary of Indian Independence, and just as significantly, the
"partition" of the sub-continent into the national states of India and
(East and West) Pakistan. 

During the run-up to this event, and in the following few months, it is
estimated that about five and half million people fled each way across
the Indo-Pak border in the former state of Punjab alone, Hindus from
Pakistan and Muslims from India. Similar dispora took place across
other parts of the border. Various estimates have been given, ranging
from 200,000 to 1.5 million, being the number of men, women and
children who were massacred by the proponents of the two religions,
with in many cases, the Sikhs suffering in the middle ground. 

Little appears to have been recorded regarding the evacuation of
refugees by sea, out of Bombay to Karachi, and vice versa. Between June
1947 and the following February, it is thought that some 200,000 were
transported from these ports by ships of the British India Steam
Navigation Company. Because of the political implications at this
critical time it seems that only ships of non-Indian/Pakistani flag
were considered safe from retributory action. The BI vessels which
became involved were, from their deck passenger carrying capability,
eminently suitable for this operation. The writer does not remember
other than BI ships being involved. 

During this period every available BI passenger-carrying vessel was
committed to the operation. The Victoria and Princes docks (and
possibly Ballard Pier) were the embarkation points at the Indian end,
with the Keamari wharf their equivalent in Karachi. In the critical
months of August and September, it seemed that literally thousands of
Muslim fugitives were allowed entry into this part of the Bombay Port
Trust territory, possibly at government behest, for their own security.
Access to many of the godowns was given (or taken?) providing much
needed shelter from the monsoon rain. Many, perhaps with foresight and
the necessary cash, had managed to obtain tickets from the Company's
Managing Agents in Bombay, Mackinnon & Mackenzie, and such were
allowed to board irrespective of what ship was named on the passage
ticket. Certainly, in the case of DWARKA, prior to departure, the wharf
was a mass of frightened and desperate people, accoutered with such
possessions as they could carry, shoving and pushing towards the brow.
Many, with the assistance of those who had already boarded, scrambled
through the shelter deck tonnage openings. It was quite impossible to
prevent this "backdoor" embarkation. Although the Bombay State police
were present in force, positive control of the milling crowds appeared
quite beyond the half-hearted attempts of the sepoys (or "Bombay
Canaries" as the latter were referred to by some). 

Behind the scenes, ashore, apparently our agents were encountering
problems with the supply of coal and oil fuel, fresh water and
provisions at both the Bombay and Karachi ends . I believe that in some
cases ships were diverted for necessary replenishment (Murmagoa?)
Although DWARKA fuelled to capacity on her intervening Abadan calls,
likewise fresh water at Basra, the latter 's availability onboard was
rationed by strict limitation of supply. .Exit and entry at the
enclosed docks in Bombay was confined to about an hour either side of
high water, but within these limits, as one ship left another took her
berth to continue the mass embarkation. 

At Karachi, dummies were used, thus keeping the vessel some distance
off the jetty, and this successfuly prevented uncontrolled boarding.
However, it is probable that lack of space in the basins of Bombay's
Victoria dock prevented such a solution there, even if the necessary
pontoons had been available. 

On normal passages between Bombay and Karachi, although passage tickets
were "sighted" at the gangway, on boarding, these were later collected
by the Purser assisted by a squad of kalassis, who were adept at
ensuring that no deck passengers could avoid this check. (It was said
that used passage tickets had been known to have been resold!).
However, during the evacuation, in DWARKA at least, it was found that
this routine could not be carried out effectively because of the
over-crowded shelter and 'tween deck spaces. I remember being told by
Mr Vernon Webb, Chief Officer, that he estimated that there were three
or four hundred persons aboard above our capacity! 

Another recollection is of arriving at Karachi and berthing being
delayed. Apparently, several hundred Sikhs,intent on reaching Keamari
to escape to Bombay, had taken shelter in a Sikh temple in the city.
The report went that a large crowd of the local population had
surrounded the temple, eventually setting it ablaze, killing many,if
not most of those seeking sanctuary inside. 

Gradually over the ensuing months, more control was excercised by the
authorities, refugee numbers decreased, and the extra tonnage was
withdrawn. By January 1948, scheduled sailings were virtually back to
normal. For my own part this experience was a never-to-be forgotten
introduction to my sea-going on the Indian Coast.....I had joined
DWARKA, my first ship, as a Cadet, in London, in early July." 

Acknowledgements: "B.I." by Laxon & Perry

                              "Raj - The making and unmaking of British India" by Lawrence James "    

                  BRITISH INDIA LINE'S SHIPS INVOLVED

Name?

Year Built?

(1st + 2nd + Deck)Nominal passenger capacity 
                           ?

Normal/Previous employment?

BAMORA ?

1914?

12 + 24 + 1156?

"Slow" Gulf Mail *?

BARALA?

1912?

12 + 24 + 1100?

"Slow" Gulf Mail?

DUMRA?

1946?

20 + 30 + 1537?

"Fast" Gulf Mail **?

DWARKA?

1947?

20 + 30 + 1537?

"Fast" Gulf Mail?

EKMA?

1911?

51 + 39 + 2257?

Laid-up, Bombay Harbour?

ETHIOPIA?

1921?

50 + 49 +2557?

Bay of Bengal service ***?

KAMPALA?

1947?

60 + 180 +2441?

Bombay-East & South Africa service ****?

KARAGOLA?

1917?

58 + 64 + 1050?

Bombay-East Africa service *****?

KARAPARA?

1915?

44 + 64 + 1490?

Bombay -East Africa service?

KHANDALLA?

1923?

60 + 68 + 1061?

Bombay - East Africa?

SHIRALA?

1925?

30 + 32 + 2950?

Bombay-East Africa (?) OR Calcutta -Straits service (?)******?

VARELA?

1914?

32 + 24 + 1292?

"Fast" Gulf Mail?

VARSOVA ?

1914?

32 + 24 + 1160?

"Fast" Gulf Mail?

      *
Bombay,Karachi,Pasni,Ormara Gwadur,Chabaar,Muscat,Jask,BandarAbbas,
Sharjah, Dubai, Lingeh, Henjam, Bahrain,
Bushire,Kuwait,Mohammarah,Basra and return -not all of these ports
visited each voyage

             ** Bombay,Karachi,Gwadur, Muscat, Bahrain,Kuwait,Abadan,Basra and return via same ports

         *** Calcutta, Coconada [occasional],Madras, Rangoon)     

**** Bombay, Murmagoa [occasional], Karachi,Seychelles, Mombasa,
Zanzibar, Dar-es-Salaam, Mozambique, LM, Durban and return via same
ports

       ***** Bombay, Bedi Bunder[occasional] Mombasa, Zanzibar, Dar es Salaam and return by same ports

    ****** Calcutta, Rangoon, Penang Singapre and return

Of the foregoing vessels, it is thought that DUMRA,DWARKA,KAMPALA and possibly VARELA and 
VARSOVA did not materially interrupt their scheduled services but carried refugees on the Bombay/
Karachi, and Karachi/Bombay "legs"      

Acknowledgements: "BI" by Laxon & Perry     

 Our thanks to Tom Kelso for sending us this piece.

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