Realms of newspaper writings, films and novels have been written about the tragic aftermath of the partition of India and Pakistan in 1947 that resulted in the disruption of lives and property of a mass of humanity on both sides of the border. Strangely nothing much has been written about the role played by the “SHIPPING INDUSTRY” in transporting refugee’s from India(Bombay) to Pakistan(Karachi) and vice-versa .I stumbled upon “www.shipsnostalgia.com” in 2008 and since my father was a tally-clerk on the ships that carted refugee’s from Bombay to Karachi and vice versa got into a discussion and learnt about the history of British shipping in solving the transport of refugee’s during 1947 partition.

Mr Tom.Kelso who personally sailed on “B.I.” ships and under whom my father served as a “Tally Clerk” has written his episode of the great sea transport of refugees’s from India to Pakistan and vice versa .

Below is excerpts of the discussion .

Mr Tom.Kelso(2007) :-

The 15th August 2007 marks the 6oth anniversary of Indian Independence, and just as significantly, the “partition” of the sub-continent into the national states of (East & West) Pakistan and India.

During the run-up to this event, and in the following months, it is estimated that about 5.5. million people fled each way across the new Indo-Pak border in the former state of Punjab alone. Similar Diaspora took place across other sectors of the frontiers. 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 opposing 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 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 vessel was committed to the operation. The Victoria and Princes docks (and possibly Ballard Pier and Alexandra Dock wall) were the embarkation points at the Indian end, with Keamari wharf their equivalent in Karachi. In the critical months of August and September, it seemed that literally thousands of Muslim refugees were allowed unrestricted entry into this part of the Bombay Port Trust area, possibly at local government behest, for their security. Access to many of the godowns was given (or taken?) providing much needed shelter from the monsoon rains. Many, perhaps with foresight and the necessary cash, had managed to obtain tickets from the Company’s Managing Agents in Bombay (Mackinnon & Mackenzie & Co Ltd) 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 already onboard, scrambled through the shelter deck tonnage openings. It was quite impossible in the reigning bedlam 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.

Behind the scenes, ashore, apparently our agents were encountering problems with the supply of coal and oil fuels, fresh water and provisions at both Bombay and Karachi ends. I believe that in some cases, ships were diverted for necessary replenishment to a comparatively neutral port (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 the supply. Exit and entry at the enclosed docks in Bombay was confined to about an hour each 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 successfully prevented uncontrolled boarding. However, it is probable that lack of space in Bombay’s Victoria dock basins here prevented such a solution.

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 kalassies, who were adept at ensuring no deck passengers could avoid this check. (It was said that “used” passage tickets had been known to find their way onto the market and been re-sold!). However, during the evacuation, in DWARKA at least, it was found that this routine could not be carried out effectively on account of the excessively crowded shelter and ‘tween-deck spaces. I remember being told by the Chief Officer that he estimated there were at least 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 exercised 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 my first ship as a cadet, the DWARKA in London only a month or so before, in early July.

The BI ships involved (with their year of build and normal employment) were as follows:

BAMORA (1914) “Slow” Gulf Mail

BARALA (1912) “Slow” Gulf Mail

DUMRA (1946) “Fast” Gulf Mail

DWARKA (1947) “Fast” Gulf Mail

EKMA (1911) Laid-up, Bombay Harbour

ETHIOPIA (1921) Calcutta-Madras-Rangoon-Calcutta

KAMPALA (1947) Bombay-East and South Africa

KARAGOLA (1917) Bombay-East Africa

KARAPARA (1915) Bombay-East Africa

SHIRALA (1925) Bombay-East Africa OR Calcutta-Straits

VARELA (1914) “Fast” Gulf Mail

VARSOVA (1914) “Fast” Gulf Mail

“Partition of India-Pakistan”- Role of “B.I.S.N ships and staff”.

Thanks Mr Tom .E.Kelso for writing the historical role played by “B.I.S.N” ships in commuting the victims of the 1947 “India-Pakistan Partition”.
My father late Mr Louis.J.Furtado worked as a “Tally-Clerk” on one of these “Refugee ships” and he always narrated the horrible “Hate crimes” that he witnessed on board these ships and the suffering of the travelling refugees ,both in Mumbai and Karachi.
I am settled in Mumbai and belong to a generation for whom the partition of India-Pakistan is history, the worst holocaust after World War-11. :- Rudolph.A.Furtado