CHAPTER IV

DHANUSKODI - AFTERMATH OF CYCLONE

Dhanuskodi was heavily devastated during the cyclone. Government

and other voluntary agencies took up various relief measures. Individuals
and philanthropic institutions donated liberally for the relief measures of
the people. All these activities are recorded in the folklores. Leaders of
various political parties, ministers and cinema artists are visited
Dhanuskodi. This chapter also refers to the enquiry commission report and
the cases filed against the government by the affected persons for
compensation relief and the judgments pronounced.
General Climate condition of Ramanathapuram District
South - west Monsoon
The south-west winds are descending winds blowing on the lowered side
of the Western Ghats. They bring more rains over the hilly regions. When they
gain more force and are able to ascend up the intervening groups of hills, they
bring rain to plains covering the northern parts of the State.175
North East Monsoon
The north east winds are closely associated with the seasonal depressions
in the Bay of Bengal. This wind blows towards the east coast of the State. This
current grows in vigor, when the depressions are powerful in the bay. This
retreating monsoon feeds the bulk of crop production in the state.176
Winter Season

175
The Director of Statistics, Rainfall Statistics of Tamilnadu for 30 years, Madras,
1976, p.4
176
Ibid.,p.7
 The winter period covers a short spell during January and February.
Though the precipitation is very meagre and unsteady, a few showers here and
there help to retain the moisture in the soil and the air, which facilitated the
vegetative growth of crops.177

Average Rainfall of Ramanathapuram

South West Monsoon - 180.9 mm

North East monsoon - 436.3 mm

Percentage Co-efficient of variation - 22.1

Average of Total Rainfall for 30 years in Ramanathapuram Taluk178

South west monsoon - 68.7 mm

North East monsoon - 563.6 mm

Winter period - 70.9 mm

Hot weather period - 128.7 mm179

Satellite Study of the Ramesvaram Cyclone Storm of 20-23 December

1964
The severe cyclonic storm which struck Ramesvaram on the night of 22-
23 December 1964 has by now become known for the devastation it caused and
for the loss of life and property that was suffered.

177
Ibid., pp.10-11
178
Ibid., p.22
179
Ibid., p.576
 On the morning of 17 December 1964, a depression was formed in the
south Andaman Sea. The movement of a low pressure wave from the east
appears to have caused the formation of this depression which was centered near
5N 93E on the morning of 17 December 1964. There was no appreciable change
in its position for the next two days but on 19 December 1964, it intensified into
a cyclonic storm. The development was very quick during the next 24 hours
when it attained the intensity of a severe cyclonic storm. According to this
synoptic analysis, the severe cyclonic storm by then already had a core of
hurricane winds and was centered at 6N 87.5E.

From the available accounts of the damage caused, this storm appears to
have been of unprecedented fury as far as the northern parts of Ceylon and
southernmost parts of India are concerned. In Ceylon on the evening of 22
December, wind speeds were estimated to be of the order of 120 knot at
Triconmalee and of the order of 150 knot at Vovuniya. The storm, moving
westwards across north Ceylon, struck Ramesvaram Island (India) on the night
of 22-23 December and it was here that the most tragic event took place. A train,
with about 120 passengers, was washed away into the sea when it was only a
few hundred yards from the terminus at Dhanuskodi on the southeastern tip of
Ramesvaram Island. The fairly sturdy Pamban Bridge, the only land route to this
island, was completely destroyed thus cut off the island from the mainland. It
was estimated that these tidal waves must have been about 6 to 8 yards high.
Ramesvaram Island experienced high wind speeds of the order of 60- 80
knots.180
Rapid Movement

180
Journal of applied Meteorology, June 1966, pp.373
 The Ramesvaram storm not only formed at low latitude but also attained
the intensity of a severe cyclonic storm at about the same latitude. This is also a
rare occurrence. Moreover during the month of December, severe cyclonic
storms are not frequent in the Bay of Bengal. The storm attained severe intensity
with a core of hurricane winds by the morning of 21 December 1964 and
thereafter the rate of movement was of the order of 250 to 300 miles per day
until it struck Ramesvaram.181
Well organized Cloud System
As mentioned above, the storm attained severe intensity with a core of
hurricane winds by the morning of 21 December. The cloud cover pictures taken
by TIROS VIII182 at 0642 GMT of that date show the well organized structure of
the cloud system.

The overcast circle of about 6.50 diameters in the case of the Ramesvaram
storm, gives an estimate of maximum wind speed of the order of 130 knots at
0642 GMT of 21 December. No direct verification of this estimate is available
but winds were observed to be of the order of 120 knots when the storm struck
coast near Triconmalee in Ceylon on the night of 22 December 1964. It would
thus appear that the TIROS183 data of 21 December provide valuable estimates
of the intensity of the storm which resulted in such heavy damages when it
struck the coast during the night of 22-23 December. 184

181
Ibid.,p.375
182
TIROS VIII – continued research and development of the Meteorological satellite information
systems; Flight test the Automatic Picture Transmission (APT) camera system and ground
stations.
183
TIROS – Television Infrared Observation Satellite was NASA’s first experimental step
to determine if satellite could be useful in the study of Earth.
184
Ibid.,p.376
Tidal waves hit Ceylon
The tidal waves and cyclone lashed Ceylon on 23 rd December
[Link] tidal wave was whipped up by the 150mph cyclone which ravaged the
fishing village of Myliddy. All the men in the village caught in the sea with their
fishing boats were reported missing.185 The Ceylon Government said that the
entire male population of the northern fishing village of Myliddy was missing.186

An official report said about 350 Ceylon fishermen were feared dead
at sea. Press reports said Ceylon’s death toll might go as high as 2000. About
5000 homes, 700 fishing boats and the Jaffna district’s entire paddy crop were
lost. The Ceylon Government rushed food, medicine and clothing to stricken
areas.187 A navy ship has sailed for the badly - hit Mannar area, and the air
force was dropping supplies. Press reports put the damage in Ceylon at 200
million rupees. Among badly - hit areas is Triconmalee which handles about 70
percent of the island’s tea exports.
The Prime Minister of Ceylon Mrs. Bandaranaike, appealed for help
in launching a relief fund for the victims. The U.S. Ambassador to Ceylon,
[Link] Lyon, conveyed the sympathies of the [Link] to
[Link], Communist China and Cuba offered relief aid.188
The Indian Government official quoted a report that a giant tidal wave
had swept away a passenger train at Ramesvaram Island, the crossing point for
Ceylon. Total property damage is estimated at 150 million. No aircraft could

185
Reading Eagle, 28.12.1964
186
The Strait Times 29.12.1964
187
The Age, 28.12.1964
188
The Strait Times, 29.12.1964
land in the island because of the damaged runways. Two Indian naval vessels
have reached the island and rescued 200 people.189 Commenting under the
heading “Staggering Toll”, the Times of India called the tragedy “a Chilling
indication of the fury of the elements”.190
First message to Government about Dhanuskodi Disaster
On the day the cyclone hit in Dhanuskodi that is in the midnight of the
Tuesday the 22nd December, 1964 and the early hours of Wednesday the 23 rd
December 1964, there was a train in the railway station which was called “Indo
– Ceylon Express”. It came to Dhanuskodi the day before cyclone. (21st of
December)
[Link] Pillai, the village Headman of Dhanuskodi watched the severe
cyclone and the tidal wave from his house nearby the railway station.
Immediately he went out of his house and entered into a compartment of “Indo –
Ceylon Express”, after he switched on the lights in train, some people saw the
191
lights and reached the train immediately. [Link] Pillai who shelters the
people whom were floating in water and at least more than 1000 people were
rescued. He suggested to the wireless operator to send the first message to the
Government on 23rd December 1964 at 12 A.M. He helped the wireless operator
to install the sets in the Railway compartments.192
Dhanuskodi Police Radio station

189
The Age, 28.12.1964
190
Our Times, Monthly Magazine, April, 1965, An article on “ The Sea and the waves Roaring”
written by John [Link], Poona, 1965, p.2
191
[Link] Reddy, Dhanukkodi Nattuppurappuyat Paadalkal, Chennai, 2007,
pp.77-78
192
The Indian Express, 29.12.1964
 According to the estimate of the investigation officer, the east west
diameter of the eye of the storm was not more than 10 miles. The following
is an extract of the report of the cyclone which passed over Dhanuskodi on 23rd
December by [Link] in-charge, operator, and Inspector, Dhanuskodi Police
Radio Station.
“On 22.12.64, there was a strong wind blowing at about 1800 hrs onwards
from northeast side. The sky was clear. There was no rain and there was no hint
of any storm or cyclone which would affect Dhanuskodi in the midnight.193

Wireless telegraph machine was brought from Dhanuskodi railway

station, and it was connected with batteries which were working in the air
conditioned compartment. [Link], inspector Dhanuskodi Police station
along with constables, Kadatkarai Natarajan and Xavier sent the messages to
the government hour by hour. Day and night they never slept and did not take
food also. The messages were received by Madurai and Chennai Air stations.

On the day of the 25th December 1964, [Link], Police Circle

Inspector, Nammalvar, Tahsildar, Ramanathapuram, P.R. Ramaraj, Revenue
Divisional Officer crossed Pamban river and reached Dhanuskodi by walk,
besides they directly saw the situation and enquired, then informed to the
Government as per procedure. 194
The Boat Mail Train alias the Indo-Ceylon Express
In the 1950s, there was much traffic between India and Sri Lanka (then
Ceylon). The Boat Mail train plied between Chennai and Dhanuskodi. It took

193
Ibid., p.C-34
194
Swadesha Mithiran, 04.05.1965
almost 19 hours to complete the journey of 675 kilometers. It was otherwise
called as Indo – Ceylon Express.
After the Boat Mail reached Dhanuskodi Pier at 15:05 hours, the
passengers after alighting from the train crossed the Palk Strait using the steamer
ferry service from Dhanuskodi Pier to Talaimannar Pier in Ceylon (Sri Lanka).
The ferry steamer used to leave the Indian shore soon after 16:00 hours. It took
about 3½ hours for the crossing.

The era of the Boat Mail came to an end after a cyclonic storm with high-
speed winds and high tidal waves struck South India and northern Ceylon
between December 22 and 25, 1964. The entire town of Dhanuskodi was
completely submerged with heavy casualties. The railway line running from
Pamban Station to Dhanuskodi Pier was destroyed and a passenger train with
over 100 passengers drowned in the sea. Years later, the name of the train was
changed from Indo-Ceylon Express to Ramesvaram Express.195
Last Journey of Pamban – Dhanuskodi Express train
Totally 115 passengers travelled in Pamban – Dhanuskodi Express
train.196 Seven South Indian Railway staff travelled in that train. The following
staff’s names are published in the newspaper.197

Name Position
[Link] Engine Driver
[Link] Nair Ticket Collector
Mr. Rahamattullah Ticket Collector

195
.T.V. Antony Raj’s Blog on the topic of Impression on 17.10.2013
196
The Hindu , 26.12.1964
197
The Indian Express, 29.12.1964
 [Link] Arasu Security Guard
[Link] Bridge Supervisor
Goods Guard Two persons

However, then the Minister Kakkan, incharge of police department

accepted an uncountable death of passengers in Pamban - Dhanuskodi.198 The
Pamban- Dhanuskodi train stopped outside the Railway station before the attack
of cyclone and tidal waves. There is an instrument in train called “Semaphore”
which did not worked and engine driver did not get the signal from the station.199
One of the earliest forms of fixed railway signal is the Semaphore. These
signals display their different indications to train drivers by changing the angle
of inclination of a pivoted 'arm'. Semaphore signals were patented in the early
1840s by Joseph James Stevens, and soon became the most widely used form of
mechanical signal. Designs have altered over the intervening years, and colour
light signals have replaced semaphore signals in some countries.200
History of Pamban Rail Bridge
The Pamban rail bridge is considered as an engineering marvel and
India’s first cantilever bridge. The 2.06 km long bridge, the second longest sea
bridge after Bandra-Worli sea link was thrown open to traffic in 1914. This
bridge providing the much needed rail connectivity to the pilgrim centre of
Ramesvaram. Located at the world’s second highly corrosive environment, next
to Mexico, the bridge was constructed amid challenges. The bridge was washed
away during the cyclone of 1964.

198
The Hindu , 26.12.1964
199
[Link] Reddy, [Link]., p.82
200
G.M. Kichenside, & Williams, Alan, British Railway Signalling, London,
1978, p.15
 The need for rail connectivity between the main land and the island was
felt in the late 1870s when the East India Company decided to establish a rail
link between Dhanuskodi and Colombo. After feasibility study, a proposal on
“Indo-Ceylon project” was sent to the British Parliament for building a rail
bridge from Mandapam to Pamban and from Dhanuskodi to Talaimannar at an
estimated cost of Rs. 299 lakh. The British Parliament rejected the project,
stating that the cost of the project was too high. It however gave its nod for the
Pamban rail bridge at a cost Rs 70 lakh in [Link] the excavation work began
and the South Indian Railway commenced the construction of the bridge in
1902.
The ‘Khurai’ families from the Kutch region in Gujarat, who had
experience in working with the Himalayan Railways, were brought to Pamban
for excavation and erection work, while the fabricated structures were brought
from Britain. The work was smooth till the construction of 112th pier from
Mandapam side. The project faced the first major hurdle when the engineers
found movement of ferry service in a 65.23 metre wide ‘Pambar’ in the Palk
Strait.
It was at this stage, the Railways approached Scherzer, a German
Engineer who designed and built the famous 65.23 metre long rolling type lift
span, which opens up to pave way for the vessels to pass through like a pair of
scissors. After the erection of rolling lift centre span in 1913, the bridge was
thrown open to traffic on February 24, 1914. The strength of the bridge was put
to test for the first time in December 1964, when a severe cyclonic storm hit this
part of the area. All the girders, both RCC and steel were washed away. Two of
the 141 piers were also damaged but the Scherzer’s span withstood nature’s
fury.201
In 1963, a huge tidal wave washed away parts of Pamban Bridge that
connected Ramesvaram to mainland of Tamil Nadu. The Railways set a target
of six months for the bridge to be repaired while the higher-ups reduced it to
three months. Sreedharan was put in-charge of the execution and he restored the
bridge in just 46 days. The Railway Minister's Award was given to him in
recognition of this achievement. In 1970, as the deputy chief engineer, he was
put in charge for implementation, planning and design of Calcutta metro, the
first ever metro in India.202
The Navy’s variegated-Peace time Activities

Magar, in collaboration with IAF aircraft, carried out a search in the sea
areas off Dhanuskodi for the recovery of fishermen who had been reported
missing after the severe cyclone. After a tidal wave had washed away the rail
link between Mandapam and Dhanuskodi, the area in December 1964, Magar
and Sharda picked up a total of 1453 persons stranded at Dhanuskodi and
evacuated them to Mandapam during the period from December 24 to 29,
1964.203
For six days continuously the I.A.F Dakotas air dropped food packets to
nearly 3000 people stranded in Dhanuskodi which was completely cut off from
the main Ramesvaram Island. These persons were rescued by I.N.S. Sharada
and launches. The evacuees were given free clothing, mats, utensils and gifts

201
The Hindu, 26.2.2013
202
[Link] /Special Convocation Book , 2010
203
Satyindra Singh, Blueprint to Blue water: The Indian Navy 1951-65, 1992,
New Delhi, p.495
received were also distributed to them. A feeding centre was opened at
Ramesvaram.204

Aftermath of Dhanuskodi Disaster as gleaned from Folk Songs

There are several types of disaster which struck the world. Such as
volcanic erosion, earthquake, tidal waves, cyclone, rains, floods, fire and
drought. There is no volcano in India. But some other factors mentioned the
above affected people particularly people of Tamilnadu. The folk songs of
Parathavar community refer to the floods, rains cyclone and droughts in Tamil
Nadu.
Floods
Floods are always the outcome of Nature. It is divided into two types, viz.,

River floods and Sea floods

The uncontrolled floods and their effects were recorded by the folklorists.205
Several people directly saw the incident which took place at Dhanuskodi.
They sang songs about Dhanuskodi reads as follows:
"ºÉí¸ÙìÌ
ÅÃõ ¦¸¡ÎìÌõ ¾Û‰§¸¡Ê ¿¸Ãò¾¢ø
Åﺸô ÒÂÄÊò¾
ºïºÄò¾ ¦º¡øĢš§Ãý"

The following lines refer to the impact of the cyclone on Dhanuskodi:

"¾Û‰§¸¡Ê¢ÖûÇ Àí¸Ç¡ì¸ð¼¼õ ±øÄ¡õ

204
Madras Staff Administration Report, Government of Tamilnadu, Madras,1964,
p.55
205
K.A. Gunasekaran, Nagar Sar Nattuppurakadhai Padalgal, Sivagangai,
1980, pp.79-80
 ¾¨ÃÁð¼Á¡ö þÊ - «öÂö§Â¡ ±ýÚ

ºò¾í§¸ðÎ Áì¸û ÁÊÂ

ºÓò¾¢Ã §¾Å¢ÂÅ ¸½ì¸üÈ ¯Â¢÷¸û

¾¡Å¢§Â Å¢Øí¸¢ ÁÊÂ

Áñ¼Àò¾¢Ä¢ÕóÐ ¾Û‰§¸¡Ê ¦ºøÄ ´Õ

Áò¾¢Â¢Ä À¡õÀý À¡Äõ - ´Õ

¨ÁÄ¢ÕìÌõ «¾ý ¿£Çõ

ÒÂø «¨Ä¸û Á¡È¢ Á¡È¢ §Á¡¾¢ «ó¾ ( þÕõÒ) À¡Äò¾

206
Á¼ì¸¢ ±È¢ó¾ §¸¡Äõ"

Karaiyur a tiny fishing village was situated next to Ramesvaram Sea zone.
This village totally devastated by the cyclone and tidal waves. Likewise the
Ramesvaram Mettuth Theru also washed away by the tidal waves.207 This
incident is recorded in the following folk song 208 Viz.,
Á£ý À¢ÊòÐ ¯Â¢÷ ÅÇ÷ìÌõ

Á£ÉÅ÷¸û Ìʨº ±øÄ¡õ

¸¨ÃÂÕ¸¢ø þÕ󾾢ɡø

¸¨Ãä÷ì ¸¢Ã¡ÁòÐ

¸¼ÖìÌô À¨¸ ¬¸ô

§À¡îÍÐí¸ - À츾¢Ä¢Õó¾

206
Ramanathapura Vattam – Naattuppurap Paadalkal – Or Aaivu (Unpublished
thesis in Tamil) by [Link], 1985, p.95
207
The Indian Express, 29.12.1964
208
[Link] Reddy, [Link]., p.80
 §ÁðÎò ¦¾Õ×õ

«Æ¢ïÍ §À¡îÍÐí¸

On the midnight of 22nd December, 1964 train no.653 Pamban –

Dhanuskodi Express was washed away and submerged into the sea by giant
waves before it reached Dhanuskodi railway station.209 This incident
meticulously recorded a folk song and the relevant stanzas are reproduced
hereunder;

ÀòÐ Á½¢ §¿Ãò¾¢§Ä

À¡õÀý Å¢ðÎô§À¡É ÅñÊ

ÒÐ §Ã¡Î §À¡¸Â¢§Ä

ÒÂÖ ÅóÐ §º÷ó¾¾ö¡

¾Û‰§¸¡Ê §À¡É ÅñÊ

¾¨Ä ¸Å¢úóÐ ¸£ú Ţظ

±ø§Ä¡Õõ §º÷òРʨÃÅ÷

±Á§Ä¡¸õ §º÷ò¾¡Ãö¡210

T.S.S Goschen, a ship was floating between Dhanuskodi and

Talaimannar. On the night of 23rd December 1964, this ship was wrecked in the
sea. The whole part of ship damaged hugely. More than 8o passengers
(including ship workers) safely rescued by the Indian Embassy in Srilanka.211
This same incident recorded in folk songs. The lines are

" þó¾¢Â Á츧ÇüÈ¢

209
The Hindu, 26.12.1964
210
[Link] Reddy, [Link]., p.81
211
The Madras Mail, 25.12.1964
 þÄí¨¸ò ¾£× §À¡É ¸ôÀø

¸¡üÚôÒÂø §Å¸ò¾¢§Ä

¸¨ÃÒÃñÎ §À¡É¨¾Â¡:"212

Diabolic Situation in Dhanuskodi

More than 1000 peoples washed away into sea and faced death.
Folk song enumerates the broad vision of diabolic situation spread in
Dhanuskodi.

¦ÅûÇ¡¢ô ÀÆõ §À¡Ä

¦ÅÊòÐô À¢½õ Á¢¾ì̾ö¡

«ûÇ¢ì ¦¸¡ñÎ Ò¨¾ôÀ¾üÌ

¬Ù¾Å¢ ¸¢¨¼Â¡Áø

«¨ÄÂÊòÐ ´Ðì¸

¿¡ö ¿¡¢ì ¸ÊòÐ þØì¸

There was no one to help to cremate the dead bodies. The tidal
waves washed away the bodies and the dead bodies were eaten by fox and
dogs.213 The Police who were sent for the rescue work were instructed to
cremate the bodies to prevent the outbreak of epidemic diseases.214 Besides,

212
[Link] Reddy, [Link]., p.86
213
Ibid., pp.94-95
214
Reading Eagle, 28.12.1964
police were instructed to shoot the dogs and fox.215 Another inhuman activity
was also seen after the devastation.
Robbers searched dead bodies to snatch the jewels and other valuables
from the bodies. Folk songs refer to this inhuman act of the robbers as follows:
À¢½ò¾¢É¢ø ´ðÊ «½¢¾¨Éô ÀüÈ¢

À¢öòÐì ¸ÆüÈ¢¼ ¦À¡¢Ðõ ÓÂýÈ¡ý.

«ò¾¨É ÓÂüº¢Ôõ «Âà ¨Åò¾¾¡ø

Á¡÷Á£Ð ¸¡æýÈ¢ ÁÚÀÊÔõ ÓÂýÈ¡ý.

«½¢ÂÐ ¸ÆýÚ «Åý ¨¸ÅÕõ §Å¨Ç

ÀüȢ «½¢¾¨Éô À¾È¢ Å£º¢,

¾¢ì¸¢ò ¾¢½È¢ §¾õÀ¢ô§Àº¢,

¯ýÁò¾õ ¦¸¡ñÎ ¯ÄÅ¢ «ÅÛõ

º¡¨Ä§Â¡Ãõ º¸¾¢Â¢ý Áò¾¢Â¢ø

À¢½Á¡ö ¸¢¼ó¾¾¡ö §Àº¢¼ì §¸ð§¼ý.216

Private Funds and services to Survivors of Dhanuskodi

Many sympathetic humans donated lot of funds for the relief work.
Tamil actor Gemini Ganesan and Actress Savithri donated Rs.15000/- to the
cyclone relief fund. [Link], former Chief Minister of Tamilnadu
donated Rs.100000/- to cyclone relief fund. This incident is also recorded in the
folk songs:
215
The Hindu, 1.1.1965
216
This poetry was written by Aravinda Bharathi in Anjal Murasu, Southern Zone Postal news,
Ramanathapuram Divisional issue, 1989, p.29
 gf;jtj;ryk; fhkuh[h; nrd;W ghh;f;f

gpuk;kr;rhhp ff;fNdhL ,uhikahTk;

nghpahh;> kjpaofd; gpzq;fis

fz;L fyq;fp fz;zPh; tbf;f

fyq;fp fz;zPh; tbf;f.

rhtpj;jphp n[kpdpAk; gjpide;jhapuk;

&gha; jhuhskhf epjp mspf;f

gj;jhapuj;j rNuh[hNjtpAk; nfhLf;f

nfhilapy; ngUk; rf;futh;j;jp vk;.[[Link];

xU ,yl;rk; &gha; je;J [dq;fs;

fz;zPh; Jilf;f mq;Nf [dq;fs;

fz;zPh; Jilf;f.

,e;jpa gpujkuhk; rh];jphp ,jw;fhf

vOgj;ije;jhapuk; nfhLj;jhh;

gyNgh; ,d;Dk; jhuhskh epjp nfhLj;jhh;

vtnutNuh vd;d je;J vd;d gad;

<uhapuk; [dq;fs; ,t;Tyfk; tpl;L kiwe;jhh;.

epkp~j;Jy ,t;Tyfk; tpl;L kiwe;jhh;.217

Another song mentioned about the people who lost their houses during
cyclone would get the thatched houses with the help of Ramakrishna Mission.

217
Folk Song was sung by Paravai Muniyamma and released by Ramji Folk Songs
Research Centre, not dated.
At least 30 families received the benefit. From this incident people put a title for
their residential area in memory of Ramakrishnaswamy, namely
“Ramakrishnapuram”.218 This song indicates the relief measures which was
rendered by Ramakrishna Mission and people expressed their gratitude to the
mission through the following folk song:

"þáÁ¸¢Õ‰½ ÍÅ¡Á¢ ¦ºö¾

¿ýÈ¢ ÁÈôÀ¾¢ø¨Ä

Å£ÊÆó¾ Áì¸ÙìÌ Å¢Ç째üÈ¢ ¨ÅòРŢð¼¡÷."219

Barriers to estimates the loss in Dhanuskodi

The island of Ramesvaram was entirely devastated by tidal waves and
cyclone. The Government of Tamilnadu took necessary steps to give statistical
information about the death tolls in Dhanuskodi.220

[Link] then the Chief Minister of Tamilnadu

disputed the claims about the death toll published by the newspapers. He
considered it as an exaggerated one.221

[Link], then Member of the Legislative Assembly visited

Dhanuskodi. When interviewed by the press he said that at least 700 to 900
people died in the cyclone.222
Relief measures in Ramanathapuram

218
This area is called by the locals today as Ramakrishnapuram.
219
[Link] Reddy, [Link]., pp.98-99
220
[Link] Reddy, [Link]., p.99
221
The Madras Mail, 29.12.1964
222
The Indian Express, 29.12.1964
 The Collector of Ramanathapuram reported that the Southern India
Textile Mill Owners’ Association, Coimbatore, has offered to take up the relief
work in Ramesvaram Island by the Cyclone that hit the island in December last
by constructing houses at a cost of Rs 2,00,000/-.223 The Divisional Engineer
(Highways and Rural Works) Sivagangai has prepared estimates for 30 houses at
a total cost of Rs 2,01,000/- as estimated cost for each house. The Southern India
Textile Mill Owners’ Association gave a sum of Rs 1, 34,000/- for the relief
work.224
Cyclone Relief Measures, 1964-65
As a result of the cyclone, the whole of Dhanuskodi was completely
washed away. The worst affected the members of the fishermen community.
The Department immediately took up remedial measures. The Director of
fisheries assisted by three inspectors of fisheries and six sub-inspectors of
fisheries were stationed at Mandapam camp to look after the distribution of
cyclone relief to the fishermen by way of cash and kind. Loans at nominal rate
of interest was sanctioned to repairs boats, repair nets etc.225

The details of relief given to the affected fishermen during 1964 and 1965 are
given below:

I Supply and Repairs to Boats: Rs.

1. Number of fishermen benefitted 1,028.00

2. Subsidy paid 1,32,500

3. Loan disbursed 90,045

223
Letter No.77385-F4/65-1 dated 28.10.65
224
[Link]: 3522, dated 28.12.1965.
225
A. Ramaswami, [Link]., pp.302-303
4. Total amount spent 2, 22,545

II. Completely Damaged Boats

1. Number of fishermen benefitted 363

2. Subsidy paid 1,71,450

3. Loan disbursed 1,88,850

4. Total amount spent 3,60,400

III Supply of Nets and Repairs of Nets:

1. Number of Fishermen benefitted 5,080

2. Subsidy paid 3,57,489.25

3. Loan disbursed 1,88,850

4. Total amount spent 6,24,561.60

Adhoc Cash Grant paid

1. No. of fishermen 3,582

2. Amount paid at Rs.50 each 1,79,100

Number of floods had occurred in the Ramanathapuram District in the

past. The table furnished in the next page shows the important occurrences of
floods and other devastations by in the District with the date of occurrences.226

The need for wireless sets for voice operation at important places in the
state particularly the east coast to facilitate efficient and quick means of

226
Ibid., p.313.
communication in times of floods and Cyclone emergencies had been keenly felt
during the 1961 floods in Thanjavur District.

The utility of wireless sets has been amply demonstrated by the

availability of one at Dhanuskodi during the cyclone of December 1964.227

Table

227
G.O. (Ms) 1498, Public Works, dated 11-6-1964.
Taluk Date of Name of Occurrence
Occurrence
Sattur 1933 Sattur Floods
Ramanathapuram 1920 Heavy floods in Vaigai
1922 Breaches in the Ramanathapuram Taluk
1932 Terrible tempest, sea water got into
Dhanuskodi and Mandapam
overthrowing bridges and causing
breaches in roads.
Paramakudi 1920 Heavy floods in Vaigai
Sivagangai 1925 Heavy floods in Vaigai.
1930 Heavy floods in Manimuttar
Tiruppattur 1922 Great floods in Manimuttar
Tiruvadanai 1920-21 Heavy floods in the taluk

The heavy cyclone had caused damages to Dhanuskodi Ramesvaram and

the coastal villages in Ramanathapuram, Tiruvadanai, Mudukulathur,
Sivagangai, Paramakudi and the sub-taluks of Kamudhi, Tiruchuli, Devakottai,
Elayangudi and Manamadurai.
Prompt rescue, relief and rehabilitation measures were taken. The entire
population of Dhanuskodi was evacuated to Mandapam. Soon after the cyclone
through ships and launches and air dropping of food packets was continued till
all the affected were evacuated. Ferry service with six boats between
Thonithurai Jetty and Pamban jetty was commissioned into operation for the
convenience of people travelling from the main land to the island. The rail
communication between Ramesvaram and the main land was restored from 1
March 1965 and the ferry service was discontinued. A number of gruel centres
were opened in the coastal and other interior villages in the Ramanathapuram
and Paramakudi taluks.
In Mandapam camp, a feeding centre was established. A large number of
public buildings, schools and hospitals were also badly affected and suffered
serious damages. A special food production division was also formed. Prompt
medical aid was given in the cyclone affected areas and preventive measures
were taken to arrest the spread of epidemics.228
State and Central Government Leaders Contributions
In India, philanthropist contributed substantial amounts for the affected
people. M. Bakthavatchalam, the then Chief Minister of Tamil Nadu, G.
Bhuvarahan and V. Ramaiah visited the cyclone affected areas and consoled
the people. T.T. Krishnamachari, the then Union Finance Minister, also visited
the cyclone affected area.229
Joseph Slifka of New York, USA and Edgar H. Reichel, Counsel-
General of the Federal Republic of Germany handed over cheques for Rs. 2110
and Rs 18,000 respectively. C. Subramaniam, the then Union Food Minister
who discussed about the food situation with the ministers arranged for food to
the affected people.230
These affected were people settled Natarajapuram and Ramakrishnapuram.
231

The Chief Minister M. Bakthavatchalam also sent helicopters to southern

coast to evacuate the affected people.. A decision was also taken to reconstruct

228
Ibid., pp.314-315
229
Anantha Vikadan, 10.1.65 p. 2
230
Madras Information, Vol. XXI, October, 1966, p.18
231
Interview with Nambu Kumar, priest in Nambu Nayaki Amman Koil dated on
05.07.2013
the Pamban Bridge. Ramesvaram was continuously being affected by sea
erosion in every year; hence he decided to create stone walls on the sea shore to
control the erosion and to protect the place from future disasters. 232
[Link], [Link], [Link] Thevar,
[Link] the members of the Madras Legislative Assembly raised the
question regarding Dhanuskodi Cyclone relief measures.
[Link], the then Chief Minister of Tamilnadu explained in
details about the relief measures adopted by the Government.”233
[Link] Iyer, another member of the legislative council wanted to know
the government will restore of the line between Dhanuskodi and Ramesvaram to
enable the pilgrims to visit place.234
Inquiry Commission Setup
The Union Government of India announced the constitution of December
23, 1964. Arya Bhusan was appointed as member of the Commission to inquire
the wash-away down Pamban – Dhanuskodi passenger on the night of 22/23-12-
1964.235
This Commission finally submitted the report to the Government.
Arya Bhusan, member of the Commission printed out in his report; “I have
come to the conclusion that the accident No.653 Down Pamban – Dhanuskodi
passenger train on the night of 22/23 December, 1964, occurred as a result of

232
Anantha Vikadan, [Link]., p.3
233
Madras State Legislative Assembly, Sixth Session - Meeting, (19th Jan to 23rd
Jan, 1965), Madras, 1965, p.3
234
Madras Legislative Assembly Debates, Official Report Volume 68, Issues 6-8,
Madras, 1966, p.281
235
Report on Inquiry into the wash – away of no.653 down Pamban – Dhanuskodi passenger
train – 23rd December, 1964, Delhi, 1967.
unprecedented tidal wave from the Palk Straight on the northern side which
swept away the whole train resulting in all the train crew as well as passengers
being carried away by the current. I do not hold anybody responsible for this
accident and classify it as an Act of God. I am also satisfied that there has been
no negligence on the part of the railway staff which would have reduced the
effects of this Catastrophe.”
Dhanuskodi related cases
In the past, Dhanuskodi played an important role in trade and commerce.
Further, Dhanuskodi served as an epicentre for trade in South India. In 1942 a
case was filed against South Indian Railway Company Limited by [Link]
Dawood Rowther. The following details about the case registered at Madras
high Court.
For some time before 1st July the South Indian Railway Company
Limited booked consignments of rice from stations on the company's line to
Galle in Ceylon at a rate less than it had previously charged. The new rate was
known as the concession rate and was the only rate ruling in the month of June
1941. On the 15th of that month, the company cancelled the concession rate and
reverted to the old rate from 1st July 1941. The change was notified in the Local
Rate Advice No. 6 of 1941, which was circulated to all stations. In July 1941,
the petitioner wished to consign two wagons of rice from Tanjore to Galle and
five wagons of this commodity from Adhirampatnam to the same destination.
Rice so consigned is carried over the South Indian Railway to Dhanuskodi
where it was shipped to Talaimannar and then placed on the Ceylon
Government Railway. The booking clerks at Tanjore and at Adhirampatnam
accepted these consignments. Both of them forgot that the concession rate had
been cancelled and consequently the consignments were accepted at the
concessional. The evidence of the station master at Adhirampatnam is to the
effect that a statement of the new rates was hung up in the station premises for
the information of the public. The petitioner's consignment from that station was
accepted on 11th July 1941. The consignment from Tanjore was accepted on 1st
July 1941. When the goods arrived at Galle the mistake had been discovered and
the Ceylon Government Railway refused to deliver the goods to the consignee
unless the difference between the concession rate and the ordinary rate was paid.
The petitioner was compelled to comply with this demand, which meant the
disbursement of an additional sum of Rs.766-10-9. As he considered that the
further demand was unlawful, he filed a suit in the Court of the Subordinate
Judge of Trichinopoly to recover the amount. The suit was numbered S. C. S.
No. 64 of 1942.236

Judgment
As per the contract entered into between the petitioner and the South
Indian Railway Company Ltd., the petitioner agreed to pay the rate according to
the company's goods tariff. By mistake the concession rate which had been
cancelled was charged, but the contract provided for the rectification of the
mistake. The petitioner must be deemed to have had notice of the cancellation of
the concession rate and the re-imposition of the ordinary rate. The alteration in
the rate had been notified in the ordinary way and a copy of the order revising
the rate had been posted at the Adhirampatnam station. In as much as the
petitioner accepted the rate set forth in the Tariff (which means the amended
tariff) and agreed to the rectification of any mistake he cannot object to the

236
M. Sheik Dawood Rowther vs. South Indian Railway Co. Ltd. And ... on 7 March, 1944. Suit
No is S. C. S. No. 64 of [Link], pp.1-3.
additional charge. Failure to read the conditions on the back of the forwarding
note would not help him. Finally the petition was dismissed with costs.237
After the Cyclone relief Measures of 1964 - Case No.2
At the time of cyclone, the Cyclone Relief Committee of Madurai -
Ramnad Diocese helped the affected people at Dhanuskodi and Ramesvaram.
But a case filed against the Committee. The details are given below,

[Link].36 of 1966
[Link]. Petitioner Name of the Petitioner
1. First Rt. Rev. George Devadoss,
Bishop of Madurai -
Ramnad Diocese.
2. Second G.G. Joshua, Treasurer
Cyclone Relief Committee
of Madurai-Ramnad
Diocese.
3. Third Navarathnam, Member
4. Fourth B.A. Daniel, Convener
5. Fifth Devaprakasam, Secretary,
retired Pastor in the Church
of South India
6. Sixth One of the Secretaries,
Diocesan Welfare
Association at Madurai

237
Ibid.,
 Luke D. Asirvatham, one of the Secretaries of the Association called the
Diocesan Welfare Association at Madurai, filed a private complaint against the
petitioners in January 1966 stating that they had committed a criminal breach of
trust in respect of the entire amount collected towards the Cyclone Relief
Committee Fund excepting Rs. 1,000 which was handed over to the Collector of
Ramnad. The said complaint was taken on file on 17th January, 1966 by the
District Magistrate, Madurai and transferred to the Court of the Additional First
Class Magistrate, Madurai. The Additional First Class, Magistrate, Madurai had
framed charges against the petitioners under Sections 406 and 477-A, of Indian
Penal Code. As this was a warrant case, witnesses were examined before the
charges were framed.238
Judgment
Once the money became the property of the Bishop which ultimately goes
to the Diocese, the Executive Committee would administer the funds of the
Diocese. It may be that if money collected for a specific purpose namely in this
case, to be used for the benefit of the persons affected by the cyclone were not
used for that purpose, the Bishop of the Diocese would be subjected to criticism
or condemnation by the donors. That is altogether a different matter.
In the result, the proceedings in C.C. No. 36 of 1966 pending before the
Additional First Glass Magistrate No. 1, Madurai, have to be quashed on the
ground that the facts in this case do not constitute any offence. Accordingly, the
proceeding was quashed and the petition was allowed.239
Case filed against Claims Commissioner, Southern Railway, Madurai

238
Case No.36 of 1966, The Rt. Rev. George Devadoss And ... vs. Luke D. Asirvatham on 19
July, 1968, Madras, pp.1-3.
239
Ibid.,
 This is an appeal against the order of the Claims Commissioner, Southern
Railway, Madurai, dismissing the application of the appellant for compensation
for the death of her husband under Section 82-A of the Indian Railways Act.
Periyasamy, the deceased, was earning his living as a porter at Dhanuskodi. He
went to Ramesvaram Road to purchase provisions and firewood, and with a
view to return to Dhanuskodi, he boarded the train No. 653 Pamban-Dhanuskodi
Passenger on the night of 22/23rd December, 1964 and was washed away along
with the train by tidal waves. Rajammal, the appellant, who is the widow of
Periyasamy, filed an application claiming compensation on the basis that her
husband was earning Rs. 5 or 6 per day as a porter. But the Claims
Commissioner dismissed the petition on the ground that Periyasamy was not
travelling in the ill-fated train as a bona fide passenger.240
The evidence on record shows that Periyasamy and one Vellayyan
Sammatti came together to the railway station at 9 p.m. and on being told by the
station-master that he did not know when the train would arrive. Then both of
them went to the house of P.W. 2, which is about 25 yards away from the
railway station, and slept away. The train came 21/2 hours later, at about
midnight. As soon as they heard the noise of the train steaming in, the deceased
woke up P.W. 2, and both of them rushed straight to the railway station and
without caring to buy tickets at the counter, entered one of the carriages in the
train and took their seats. It is also the evidence of [Link]. 2, 3 and 4 that, after the
deceased got into the train, the Ticket Examiner came to him and asked him to
display his ticket, whereupon P.W. 2 paid Re. 1 to the deceased and the deceased
paid that amount to the Ticket Examiner.

240
Rajammal vs. The Union Of India (Uoi), ... on 11 November, 1969, Madras,
pp.1-2.
 If the deceased had really paid the fare into the hands of the Ticket
Examiner, it would be wrong to regard the deceased as a trespasser. He would
clearly be a bona fide passenger at the relevant time. P.W. 3 Thangiah is the
President of the Panchayat Board of Velanthuravai. He said during deposition
that he saw P.W. 2 giving Re. 1 to the Ticket-Examiner. P.W. 2 Vellayan
Sammatti says that when Periyasamy got into the train, the Ticket Examiner
asked him for the ticket, whereupon he gave Re. 1 to the Ticket-Examiner
evidently towards fare payable by himself and Periyasamy. It is admitted at the
Bar by the learned Counsel for the Railway administration that the railway fare
for the travel from Ramesvaram Road to Dhanuskodi for two persons is less than
Re. 1. Admittedly the Ticket-Examiner died along with Periyasamy, in this
accident. The records in the hands of the Ticket-Examiner, had not been lost,
would corroborate the evidence of [Link]. 2 and 3. But the mere circumstance
that the Ticket Examiner is dead and his records have been washed away does
not justify the rejection by the Claims Commissioner of the claimant's version
that her husband performed the journey after the payment of the railway fare.
The criticism of the Claims Commissioner is that Periyasamy ought to have
purchased the ticket at the railway station before getting into the train.
Judgment

As per the deposition of Periyasamy’s wife her husband used to earn Rs. 5
to Rs. 6 per day as a porter. His monthly must have been between Rs. 150 and
Rs. 180. As per Part I of the Schedule to the Railway Accidents (Compensation)
Rules, where the monthly salary, or in the absence of a monthly salary, the
average monthly income at the time of the accident of the person killed or
injured was in excess of Rs, 100, but not in excess of Rs. 300, the amount of
compensation should be fixed at Rs. 8,000. In the result, the order of the Claims
Commissioner is reversed and the respondent is directed to pay the appellant a
compensation of Rs. 8,000 with costs.241
Case filed against Claims Commissioner, Southern Railway, Madurai
Case No.4
Michael, was working as a Greaser in the ship 'Irwin' and his work spot
was at Mandapam though his residential quarters were at Dhanuskodi. After his
duty was over at 5 p. m. on 22-12-1964 he seems to have taken the duty pass
from the Serang of the ship and left Mandapam railway station at about 6 p. m.
by the ill-fated train to Dhanuskodi. At the time when the train was proceeding
from Ramesvaram road to Dhanuskodi the mishap occurred and the train was
washed away. The Claims Commissioner found that the petitioner's husband did
in fact travel in the ill-fated train and lost his life in the accident. But on the
question whether he is a bona fide passenger as contemplated in S. 82-A of the
Indian Railways Act, the Claims Commissioner held that though he had
travelled in the train with a duty pass, the pass which was used cannot be said to
be a proper pass and that, therefore, he should be treated as a persons who
traveled without proper authority and therefore a trespasser.
During the Case, The Chief Engineer was enquired, He specifically stated
that the duty pass could not be used by the workers for going to their place of
residence and that normally a man going on duty to Dhanuskodi would take the
pass and give that pass to the Chief Engineer of the other ship at Dhanuskodi to
enable some worker from that ship to go to Mandapam and that the pass could
be used by an employee if his duty was over. In the light of the above evidence it
has to be considered whether the deceased was an authorised person to travel
with the duty pass.242 According to the Southern Railway, Rule 51 Duty

241
Ibid.,
242
S. Mariayayi vs. The Union of India, Madras on 3 February, 1971,pp.1-3.
passes may be issued to railway servant when they are required to travel on the
business of the railway. Cheque passes may be issued whenever necessary for
journey on duty and season passes may be issued to railway servants whose
duties demand such frequent travelling and it is not possible to issue a cheque
pass for each journey. These passes may be issued only over the section of the
railway over which the railway servant has to travel, in connection with his
duties and may be used only for journey on duty". It is clear from the above rule
that a duty pass can be used only for journeys on duty and that a railway servant
is not entitled to travel with the duty pass while he is not on duty.
Judgment
In this case, though the pass is only validly and properly issued the person
who used it is not authorised to use the pass. The deceased was not on duty and
as per the Chief Engineer the duty pass can be used only when the worker is on
duty. Hence when the deceased used the duty pass when he was not on duty, it is
an improper use of the pass.

The deceased was admittedly a railway employee and he travelled in the

train perhaps with the bona fide impression that he is entitled to use the duty
pass for going to Dhanuskodi, in view of the existing practice of the workers
using the duty pass for going to their residences. The petitioner is the widow of
the deceased and she was being maintained by the deceased during his lifetime.
The railway will take a reasonable and generous view of the matter and see its
way to pay some reasonable amount to the petitioner on humanitarian grounds.
Finally the civil miscellaneous appeal was dismissed.243

243
Ibid.,
Key to understand the Table

1 A-I - working as cultivator

2 A - II - working as agricultural labourer

3. A - III - working in mining, quarrying, livestock,

Forestry, fishing, hunting and plantations,

orchards and allied activities.

4 A - IV - working at household industry

5 A-V - working in manufacturing other than

Household Industry

6 A - VI - working in construction

7 A - VII - working in trade and commerce

8. A - VIII - working in Transport, storage and

Communications

9. A - IX - working in other services

10. B-X - Non-workers

Railway Stations in the District and distance from State and District
Headquarters244

Table - 3
Dhanuskodi

Previous From Madras Remarks

Station Headquarters

15 Km 179 Km 669 km. Manamadurai Junction

Pamban Junction

244
Ibid.,, pp.629 and 630.
Railway Stations and various Amenities provided at the station
Dhanuskodi Railway Station245
Table -4

Waiting Room Refreshment Dhanuskodi Pier

rooms, stalls etc (Refreshment
rooms stalls etc.)

Yes VL S

* VL - Vegetarian Light (Refreshment room)

*S - Tea, coffee or Freshment stall.

Dhanuskodi under the Survey of Underwater Videography- Recent

Discoveries
The extreme southeastern part of Ramesvaram Island is known as
Dhanuskodi. High density storms and cyclones have frequently ravaged this
area and led to vast material and human losses, particularly the cyclone of 1964.
The erstwhile Dhanuskodi Township underwent subsidence during the mid-
twentieth century. The marine geo-scientific investigations conducted at
Dhanuskodi area provided evidences for coastal subsidence in the southern part
of Dhanuskodi Township in the Gulf of Mannar and reasons for subsidence
during 1948-1949. Bathymetry, side scan and sampling surveys provide an
insight into subsidence through underwater videography.246

245
Ibid.,, pp.629 and 630.
246
Current Science, Vol.92, No.5, 10 March 2007, pp.671.
 The Geological Survey of India made systematic geomorphologic studies
of Ramesvaram Island and drilling operations from Dhanuskodi to Adam’s
Bridge Island, and also obtained information through enquiries from the local
elderly people who were eye witnesses to the subsidence.

The southern part of the township comprises places of worship, residential

areas, roads, etc. Over a width of 500m along the north-south direction and
stretch of 7 km along west-north-west east-south-east direction was destroyed
by wave attack and submerged to the depth of 5m. The Ramnad district
administration has dumped granite blocks and made a series of wooden piles
down to 10m all along the coastline in order to arrest further wave arrack and
eventual loss of land.
Detailed Surveys were conducted in the offshore area of about 12/2 km
between Kothandaramar Temple and Dhanuskodi tip by engaging a locally
available mechanized wooden boat of 8m length fitted with portable echo-
sounder. Bathymetric observations were made continuously along shore-
perpendicular and parallel tracks at 250m interval, whereas between
Mukundaraya Chattiram and Dhanuskodi tip, the tracks were maintained at
125m interval. This network enabled collection of closely spaced bathymetric
data from the reported area of subsidence. 247 Due to depth and draft
constraints, side scan survey was carried along three-shore- parallel tracks
between 5 and 10 m depth by deploying Geological Survey of India Research
Vessel [Link] Shandhikama.

Underwater video observations confirmed the location of one main road

with collapsed houses of the erstwhile Dhanuskodi Township at 5 to 7m depth.

247
Ibid.,p.672.
 A number of objects located and retrieved during the underwater videography
were classified into.

I) East West aligned road, rectangular brick-wall structure suggests

collapsed houses/ buildings.
II) Circular and semi-circular brick walls considered as the full or a
portion of ring wells.
III) Walls constructed by chiseled coral blacks.
IV) Well-chiseled and faceted pillars made from Shelly sandstone,
possibly parts of temple structure and a variety of household articles such
as metal tumbler, broken frying pan, sanitary iron pipes etc.248
The granite blocks and wooden piles laid along the coastline to arrest
further erosion have now been exposed due to recent seasonal coastal erosion.
The map of Dhanuskodi village prepared by the state revenue authorities
prior to A.D.1948-49 and after the A.D.1950 subsidence by survey numbers,
names of the important buildings etc. the arrival of recent tsunami wave in
December 2004, the Subsided and Submerged Part of the Township got exposed
for a while. This rare sight has been witnessed by the local fishermen
community.249
Route to Dhanuskodi
There are direct trains from Chennai to Ramesvaram - Sethu express and
Ramesvaram Express. From Ramesvaram several buses ply to Dhanuskodi.
There is no direct road from Chennai. However, there are buses from Madurai
to Ramesvaram.250 All forms of transport to Dhanuskodi stop at Moonram

248
Ibid.,p.673
249
Ibid.,p.675
250
Field visit conducted by the Scholar on 5.7.2013
Chattiram. From here, jeeps are used to travel through the sandy terrain leading
up to the ruin.251 The buildings of Dhanuskodi that braved the fateful day still
exist partly buried in the sand and partly weathered by the sea adding a
mysterious beauty to the place.252
Water Tank
A rusted four pillared structure possibly a water tank welcomes to this lost
land. The tank is not there, but those supporting pillars and railings were clearly
standing out, apparently intact, after the cyclone.253
Railway Station
The erstwhile Dhanuskodi Railway Station is still found damaged here.
The platform of the station and a pair of parallel lines was visible on them.
These parallel lines were made of concrete not metal; some other remains are
also there. Some rooms like chambers on the premises appear like station toilets.
They are now filled with stones and broken bricks.254
Submerged temple tower visible in Dhanuskodi
Over four decades after the tidal waves ruined Dhanuskodi, some parts of
the submerged town are now visible indicating that the sea is receding. The top
portion of the tower of a Ganesh temple which went under sea was now visible.
Recalling the tidal wave disaster, Kali, who saved many people then, said vast
stretches of Dhanuskodi town, went under the sea as the 20-foot waves rushed
into the town for about one km stretch.255

251
Ibid.,
252
Ibid.,
253
Field visit, [Link].,
254
Ibid.,
255
[Link]/17 May,2010
A High-rise Road from Dhanuskodi to Arichalmunai
The Chief Engineer of National Highways, [Link], said that a high-
rise road would be laid from Dhanuskodi to Arichalmunai, a distance of five
KM, at a cost of Rs 20 crore.256
Bid to tap wind energy in Dhanuskodi
According to the Chairman and Managing Director of Tamil Nadu Energy
Development Agency Sudeep Jain that the State government had tied up with
the Ministry of Non-renewable Energy since the sea bed was outside the
perimeter of the state government. He said that a plan to tap the entire coast of
Tamil Nadu (Dhanuskodi) for offshore windmill and that there were plans to tap
Ocean Thermal Energy Conversion (OTEC) in the offing.257
Today a number of refugees from Srilanka reach Tamilnadu through
Dhanuskodi. Not only refugees, Tamil refugees have also come here. According
to reports about 20,000 refugees stayed at the Tamilnadu refugees home.

Today only a few live at Dhanuskodi. They have no other facilities to live
in this coastal city. There is no electricity supply in Dhanuskodi.258
Last Station Master of Dhanuskodi passes away

R. Sunderaraj, a railway officer who was unfazed, stood sentinel as

Station Master in the Dhanuskodi Railway Station hours before the devastating
cyclonic storm. He turned out to be the last Station Master of Dhanuskodi
Railway Station and among the few who survived the natural calamity. After
serving the day shift on 22nd December 1964, he returned home in the evening,
little realising that it would be his last day at the station.

256
Press Trust of India, 12, December,2011
257
The New Indian Express, 16, February,2012
258
Dinamalar, 23, December 2006.
 Ms Gladys Sunderaraj recalled her memory of Dhanuskodi to The Hindu,
Newspaper, “They were living in a house close to the shore, near a Church,
when the cyclonic storm crashed into the tiny town. As they sat for dinner
around 9 p.m., their five-year-old elder son looked terrified and refused to have
dinner. He went to bed without eating only to wake the family at half past
midnight. There were gusty winds and her husband noticed water seeping into
the house through the main door when he opened the door, the water gushed into
the house and soon things started floating. "We left all our things and started
walking towards the railway station, carrying their three children - a five-year-
old son, a three-year-old daughter and three-month-old daughter.”

Sunderaraj joined the Southern Railway on 16th April 1956 at St. Thomas
Mount near Chennai, before serving in Tiruvarur and Ariyalur. He was posted as
Station Master in Dhanuskodi in November 1964 and hardly served there for a
month. Hailing from Thoppur in Tirunelveli district, he retired as the Senior
Goods Supervisor in Tuticorin Railway Station till he attained the age of
superannuation on 31st May [Link] passed away at the age of 80 at his home at
[Link] in Madurai on 22 May 2013.259

Customs Officers’ Nostalgia about Dhanuskodi

Michael Chelliah

Michael Chelliah joined the Customs & Central Excise Department

at Dhanuskodi on 24th April 1949 as an Inspector. At the age of 25 he was
posted by an European Collector He was provided residential quarters at
Dhanuskodi.
259
The Hindu, 24 May, 2013.
 Normally his work commenced at 8AM and finished by 6P.M. He had to
examine 500-1000 outgoing passengers to Ceylon and other Eastern Countries
and the same number of incoming passengers daily. Also, he and other officials
had to examine and clear about 200 tonnes of exports and 200 tonnes of
imported cargo daily. As there was no other way to spend the time in the Island,
he was doing extra night patrols to detect smuggling by country crafts.
At Dhanuskodi, He was getting Rs. 110/- per month as pay, Island Allowance
Rs. 30/- and over time allowance ranging from Rs. 100/- to Rs. 150/-.260
I J Rao, Former Vice President
Custom Excise & Service Tax Appellate Tribunal

I.J Rao joined the Central Excise Department in October 1955. It was a
historic occasion because he was the first one to join as a direct recruit in the
Department.

Rao was posted as Superintendent of Customs at Dhanuskodi. His first

arrival was depressing, drab, very hot and humid. There were only two
buildings, one the railway station and the other one is [Link]’s official
residence. On those days, he did not know Tamil. During his service he had to
depend on the railway canteen. Fresh water had to come from Ramesvaram.
Once the Indo-Ceylon Express departed, the Railway station in which his office
was located became lonely and forlorn. There was no electricity and the sole
source of entertainment was the portable radio [Link] had.

In the morning around 10 the boat from Talaimannar arrived. The moment
the smoke was seen on the horizon, he would get the message that "kappal
varudi". In about half an hour all the staff assembled at the office and leave for

260
Michael Chelliah’s Blog in Word [Link]
the customs shed in a railway compartment. This was necessary because
otherwise he and other officials would have to trudge almost a mile in deep
sand. There was no road. Those were the days when Indian citizens were being
evicted from Ceylon and the number of people arrived as refugees.

Another memory of [Link] was of the full moon days (Pournami) and
new moon days (amavasai). On these days, there would be high tides in Palk
Strait and Gulf of Mannar between which Dhanuskodi Island was situated. There
would be a confluence of the two and water would engulf the small area in
which customs, railways and immigration staff and others lived.
Needs for groceries, vegetables and the like were met by the help of the
railway authorities. He used to give them lists which would be relayed to
Ramnad about 30 miles away. The goods were bought and sent by the Indo-
Ceylon Express and supplied to the officials and other staff. [Link] worked at
Dhanuskodi for nearly two years.261
Sethusamudram Shipping Canal Project
Infrastructure Development
Sethusamudram Shipping Canal Project is a proposed project that
would link Palk Bay and the Gulf of Mannar between India and Sri Lanka by
creating a shipping channel through the shallow sea called Sethu
Samuthiram and through a chain of islands collectively called Adam's Bridge,
Ramar Palam, Ram Sethu (Dhanuskodi) and similar names.

This would provide a continuously navigable sea route in and around the
Indian Peninsula.

261
My life in Central Excise: A reminiscence by I J Rao, Former Vice President, CEGAT -
Custom Excise & Service Tax Appellate Tribunal
 1. The channel project was originally proposed by a Britisher,
Commandar [Link] of the Indian Marine in 1860.

2. In 1955, the Government of India set up the Sethu Samudram

project committee to look into the feasibility of the project

3. This project was launched in February 1997.

4. After several studies, the government took a concrete step towards

the execution of the project when Rs. 4.8 Crore was allocated for a
feasibility study of the Sethu Samudram Ship channel Protect in the
Union Budget presented on 2000.

5. Following a directive from the Union Ministry of Shipping, the

Tuticorin Port Trust undertook ground breaking feasibility-cum
environment study of the project.262

The project involves digging of 44.9 nautical miles (51.7 mi; 83.2 km)
long deepwater channel linking the shallow Palk Strait with the Gulf of Mannar.
Conceived as early as 1860 by Alfred Dundas Taylor, it recently received
approval of the Indian government, which plans to break the limestone shoals of
Adam's Bridge (Ramar Palam) as part of this project.

The Government of India has approved a multi-million dollar

Sethusamudram Shipping Canal-project that aims to create a ship channel across
the Palk Strait. The plan is to dredge the shallow ocean floor near the
Dhanuskodi end of the sand formation to create enough leeway allowing ships to
pass through the channel instead of having to go around the island of Srilanka.
It is expected to save nearly thirty hours shipping time by cutting over 400
kilometers off the voyage. However, religious fundamentalists and politician

262
[Link]
take efforts to conserve the heritage of the bridge under the Ramakarmabhoomi
Movement.263
Sethusamudram Shipping Canal Project
During South-west monsoon, the wave period predominantly persist 9 to
10 s between Vembar and Keelamundal and 6-8 s between Uthalai and
Dhanuskodi. During the North-east monsoon, it predominantly persist 5-10 s
between Vembar and Keelamundal, and 5-8 s between Uthalai and Dhanuskodi
east. In fair weather period, it remained 6-10 s along Vembar to Keelamundal
and 9-10 s along Uthalai to Dhanuskodi. The study shows that the waves
approaching consist of both seas and swells.
Longshore Currents
The spit between Dhanuskodi and Ariyaman in Gulf of Mannar
experienced relatively stronger currents during fair weather period (March to
may) and remained weak during southwest monsoon and northeast monsoon
periods (June to February). It indicates that the stronger currents are prevailing
in the adjacent coasts during Southwest/ Northeast monsoons becoming weaker
between Dhanuskodi and Arimunai. This phenomenon of sudden weakening of
littoral currents causes the littoral drift to deposit and form series of sand shoals
near Arimunai.
Longshore sediment transport
During southwest monsoon, the long shore sediment transport was
considerable along the spit facing GOM and negligible on Palk Bay side. Very
close to the tip i.e., near Arimunai, the long shore transport direction dominated
in easterly direction indication the movement from GOM to Palk Bay through
Adam’s Bridge.

263
The Hindu, 15.1.1999
 During North east monsoon the value of long shore transport relatively
low along the spit facing Gulf of Mannar and negligible in Palk Bay. It is
noticed that the long shore sediment transport rate was considerable
(>10x103m3/month) in January between Uthalai and Mukkupeiyar. The
sediment transport was consistent towards west in GOM and east in Palk Bay.

The direction of sediment transport during southwest monsoon remained

easterly between Tuticorin and Arimunai except near Kundugal and
Dhanuskodi, where it was in the opposite direction i.e., towards west. Due to
the reversal of sediment transport direction near Kondugal, the easterly
transport gets deposited in the vicinity of Pamban Pass, Krusadai theevu and
Shingle theevu. Once again easterly transport along Vedalai terminates near
Dhanuskodi which would cause the formation of shoals in the vicinity of
Arimunai. Such formation of submerged shoals was observed south of
Arimunai during the study period. The prevalence of easterly transport at
Arimunai might cause part of the sediments deposited as shoals to migrate
towards Adam’s Bridge and enter into Palk Bay. This process of sediment
migration was noticed close to Adam’s Bridge.264
The first area of importance is the coastal area of Bengal and Bangladesh
in the head Bay of Bengal. Some of the noteworthy storms which caused
phenomenal storms surges of the order of ascent 13 meters were reported only
in this stretch. The second vulnerable area is the coastal stretch between
Paradeep and Balassore in Orissa where storm surges of the range 5 meters to 7
meters were reported on many occasions. In the case of the False Point (Orissa)
cyclone of 22nd September 1885 a surge of 8 meters was reported at several

264
The area of Sethusamudram Project was analysed by the team of Experts, formed by Union
Government of India.
 places. The third area is the coastal stretch between South of Masulipatnam and
Kakinada in Andhra Pradesh. The frequency incidence of storm surge is highest
in this stretch, where surge height ranges between 5 meters and 7 meters. The
area particularly between Coringa and Masulipatnam gets inundated repeatedly
and several structures were rebuilt several times.

As regards Tamil Nadu, the coastal area south of 10*N between Pamban
and Nagapattinam is highly vulnerable to storm surges and this stretch has also
experienced storm surges of the range 3 m to 5m on several occasions. The 23 rd
December 1964 storm is a typical example, when a storm drudge of height
reaching 5 meters washed away the entire Dhanuskodi Island and the Pamban
Bridge.

The west coast of India is almost free from disastrous storm surges.
Historic records however show that surges are frequent in Gujarat coast where
astronomical tides are quite high and the surge heights are of the order 2-3m.
Only a very few incidences of storm surges were reported around Bombay area
and near Honavar. Kerala and Goa coasts are almost free of storm surge265.
Problems met by Sethusamudram Project Committee
1. Jammes Rennel (1742 A.D - 1830 A.D) changed the name as
Adam’s bridge instead of Ramar Palam. In 1788, Jammes Rennel mentioned
Ramar Palam and temple in his map. He wrote Memoir of a Map of Hindoostan:
or the Mogul Empire: With an Introduction, illustrative of the geography and
present division of the Country: And a Map of the Countries situated between

265
Ibid.,
the Head of the Indus, and the Caspian Sea. It is kept now in Saraswathi Mahal
Library, Thanjavur.266

In 1972, the research journal Transactions of the Institute of British

Geographers published a research paper regarding Corallian Limestone of
Ramanathapuram which was authored by D.R. Stoddart and Gobinatha Pillai
of Oxford University. They revealed with the help of Carbon 14 method about
Corallian Limestone of Ramnad region. They stated that the Corallian Limestone
extended between India and Srilanka and Ramnad region also. At the end of
their research they announced the Corallian Limestone’s age is 4000 years.267
Archaeology Report Regarding Rama's Bridge
Archaeological studies of the bridge are ongoing, and some believe that it
is a natural sand formation and nothing more. Some researchers from
Bharathidasan University, Tiruchirapalli, announced that the bridge is only
3,500 years old. Sea levels rose about 10 or 20 metres in the 6th millennium BC
to reach levels similar to today, so in 6000 BC the bridge would have been an
isthmus situated above the sea level. As such, it almost certainly would have
been a viable route for humans to have reached Srilanka by dry land.268
However, the Ministry of Shipping and Road Transport, Government of India
while dredging the Adam Bridge area for the Sethu Samuthiram Canal in April
2007 did not find any evidence to the bridge being man-made; they assert that

266
James Rennel, Memoir of a Map of Hindoostan,London,1788,(Map on
Annexure)
267
Corallian Limestone of Ramanathapuram a research paper by D.R. Stoddart and Gobinatha
Pillai on “Transactions of the Institute of British Geographers” – Journal, Oxford, 1972
268
[Link] com.
the Adam's Bridge was a natural sand build up and not build by any human or
super natural being.269
Opposition Parties Opinion
Adam's Bridge also known as Rama's Bridge or Rama Setu
(Dhanuskodi) is a chain of limestone shoals, between Pamban Island, also
known as Ramesvaram Island, off the southeastern coast of Tamil Nadu, India,
and Mannar Island, off the northwestern coast of Sri Lanka. Geological evidence
suggests that this bridge is a former land connection between India and Sri
Lanka.

The bridge is 18 miles (30 km) long and separates the Gulf of
Mannar (southwest) from the Palk Strait (northeast). Some of the sandbanks are
dry and the sea in the area is very shallow, being only 3 ft to 30 ft (1 m to 10 m)
deep in places, which hinders navigation. It was reportedly passable on foot up
to the 15th century until storms deepened the channel. The temple records states
that Rama’s Bridge was completely above the sea level until it broke in
a cyclone in AD 1480270. Hence all are relying upon the scriptures, puranic
evidences and epic sources. That is why they not for the Sethusamudram Project.

Besides, one must also know about the evidences which was analysed by
various authors. The whole problem is based on Sethusamudram Project
between Dhanuskodi (Arichalmunai) in India and Talaimannar in Srilanka. But
according to some historians, Srilanka is in Central India. Srilanka is the major
place and war ground between Lord Sri Rama and Ravana. The following
sources are given in detail about Lanka.

269
The Hindu, 15.1.1999.
270
Garg Ganga Ram,"Adam's Bridge". Encyclopaedia of the Hindu World A–Aj. New Delhi,
1992, p. 142.
Ravana’s Lanka
1. Ceylon is popularly believed to be the home of the Raksasas of the
[Link] [Link] Saheb, read a paper on the subject at the session of
the third session of the Oriental Conference held at Madras in 1925.
2. In his article published in the Indian Historical Quarterly, Sirdar Saheb
expressed the view that the application of the name Lanka perhaps related to a
hill top 10 miles from the Pendra road station of the Bilaspur – Katni branch of
the Bengal – Nagpur Railway. There are other theories on the subject.
[Link] equates Ravana’s Lanka with Maldives. [Link] says that the
location of Lanka on the northern part of the Andhra country on the shores of the
Bay of Bengal.271
3. In the puranic lists, Lanka is a territorial name and Sinhala is an ethnic
name. As the name of a city in the island of Sinhala, Lanka passed off as a dvipa
and the two names were used in the same geographical sense; a passage in the
Ramayana runs thus;

Sinhalan Varabaran Mlecchan Ye Ca Lankanivasinah

4. In the records of Hieun Tsang mention is made of Seng – ka –lo

(Ceylon) which included Leng-ka (Lanka). From the Mahavamsa and its
commentary [Link] states that Lanka dvipa (the Lower Portion) was one of
the main divisions of the island of Ceylon.
5. Lanka was the early name of Ceylon and its literary name as well.
Mention is made of Lankadvipa even in medieval inscriptions. The plates of
Jatilavarman refer to the beautiful island of Lanka as Ilangai.272 Epigraphic

271
Indian Antiquary ,[Link] 29
272
Indian Antiquary, [Link] 73, line 36
evidences however make it clear that Simhala, another name of ancient Ceylon,
was equally well known.273
6. In other inscriptional notices Simhala as the ancient name of Ceylon is
variously designated as Singala – desam,274 Ilam275 and Sinhala.276

7. The Periplus has written that Ceylon was known as Palaesimundus or

Palaesimoundon which itself yielded to Salika, Serendiva the various forms of
Pali Sinhala or Sinhaladipa. The name Palaesimoundon is plausibly based on
Pare Samudrasya.

8. Ptolmey’s Simoundon also refers to the name of Ceylon. But in his

geography the island is also called Salika which responds to Siele diba of
Kosmos Indicopleustes both of which have their sources in Sinhalam ‘the Pali
form of Sanskrit Simhala” or Ceylon. To this source may be traced its other
names such as Serendib, Zeilan, Sailan, the last one yielding to
Ceylon.277Marcopolo’s Seilan is a nearer approach to the modern name. 278
Alberuni called it Singaldib279
9. The Chinese called it “The Land without Sorrow” or “The Island of
Jewels”. The Mohammedan invaders from India or moors as they are called

273
Epigraphia Indica, [Link] pp.278
274
Ibid.,p.126
275
Ibid.,
276
Indian Historical Quarterly [Link], Delhi, 1985, p.126
277
Ancient India as described in classical literature by McCrindle, from The Spectator
Archive, 20.6.1901, p.22
278
Travels of Marcopolo, edited by Yule, II p.312
279
Sachau, Alberuni’s India, Part I, New york, 1993.p.209
devised “Serendib” a corruption of “Sinhala Dvipa” meaning “ Lion -dwelling
place” in the Singhalese language.

10. The Portuguese in the sixteenth century changed “Serendib” into

“Ceilao” although the two names appear to have no connection with each other:
and the Dutch in the following century transformed with less imagination
“Ceilao” into Ceilon.280
11. In the Sixties of the 19th century Sir Richard Temple, then the
Chief Commissioner of the Central Provinces had attempted to reach it by
crossing over the marsh with which it is surrounded by riding over an elephant,
but as the animal got stuck up in the mud the attempt had to be abandoned. It is a
greater distance than it really is. It is a fact a peak, just as Lanka is in the
Ramayana. Local traditions say that there is treasure inside the fort. It may be
the Lanka of Ravana.281

12. Vader quotes from the Ramayana (Kishkindha, 41, 15-18). The
directions given by Sugriva to the Vanaras that were deputed to seek Sita in the
southern quarter “Sugriva, the all India –traveler Par –excellence while
mentioning the geographical details to the South of the Kaveri says, that after
crossing the Mahanadi – Tamraparni which embraces the ocean as a young
maiden, the Gate of Pandya Desa (Kavatam Pandyanam) is to be reached and
also the sea coast.282

13. Ramayana tells as that Lanka was situated on the top of the Trikuta
mountain which according to the Vayupurana was Malayadvipa. The chief

280
Lord Holden, Ceylon, London, 1937, p.15
281
Indian Historical Quarterly , [Link],p.700
282
Ibid.,p.340
mountain in this land was called Malaya. Matysa and Kurma, the Visnupurana
states that Krutamala, Tamraparni, Puspaja, Punyavati and Utpalavati are the
river that rises on the Malaya mountain. Of these, Tamraparni and Utpalavati are
even today the rivers that flow through Orissa.283
Suggestions by the Scholar
How to prove the theory of Ravana’s Lanka as well as Rama’s Bridge?

1. First the Government of India or the Government of Tamilnadu should

decide as to where Ravana’s Lanka was situated. Whether Lord Rama
constructed the bridge in South India or North India? All the sources
based on Rama Sethu (Dhanuskodi) as well as Srilanka (Talaimannar)
referred in Ithihas and Puranas; but also all the incidents in Ramayana
are associated whether with South India or North India? If the sources
related to Ramayana, when and where it was written either in North
India or South India?

2. Secondly, after getting the informations thoroughly from the Puranas

or Ithihas whatever it maybe, all those informations must be treated
and analysed scientifically and then only it will be helpful to know
about the merits or demerits of the Rama’s bridge or Adam’s bridge or
formation of Coral reefs. The Government is to decide whether Rama
is a historical personality or a supernatural being?

3. Thirdly, the Government should put an end to the dispute and clarify
the difference between mythology and the real history based on
scientific evidences.

283
Ibid.,p.343