‘Ram Setu a man-made structure' – geologist Dr Badrinarayanan

(This is an old article published in rediff.com, but still holds relevance. The interview with the Geologist  Dr Badrinarayanan confirms 2 of my derivations from Valmiki Ramayana (written in All Tamils must unite to save Ram-Setu. ) that the region of Ram Setu was a volcanic region with hot spots underneath and that this structure was constructed around 7000 yrs BP. He comes closer to this date by a difference of 1000 years. )

From

http://specials.rediff.com/news/2007/jul/31slid1.htm

July 31, 2007

'Adam's Bridge a man-made structure' – geologist Dr Badrinarayanan

In our series on Ram Sethu and the Sethu Samudram Canal project, we had earlier interviewed world-renowned tsunami expert Dr Tad S Murty and Dr Kalyanaraman, a researcher on the subject.

This time, we discuss the feasibility of the project with Geologist Dr Badrinarayanan.

Dr Badrinarayanan was former director of the Geological Survey of India. He was also former coordinator of the survey division of the National Institute of Ocean Technology, Ministry of Earth Science, in Chennai.

As a geologist who has done studies on the geological aspects of the area where Sethu Samudram Canal Project is being undertaken, Dr.Badrinarayanan puts forth some interesting findings on the area in an interview to Shobha Warrier.

As a geologist, how do you describe Ram Sethu? Is it a man-made structure or natural formation?

It is not a natural formation; the top portion of it appears to be a man-made structure. To understand what I am saying from the geological point of view, you have to get to know several things.

What is known as Adam's Bridge is originally a natural grade divide separating the Bay of Bengal and the Indian Ocean to the south. So, the geological aspects are different on either side.

About 18,000 years ago, we had Ice age when the sea level was lower by 130 metres than what it is now. Due to de-glaciation, the sea level rose.

Around 7,300 years back, there was major flooding and the sea level rose to 4 metres more than what it is today. This has been verified by several researchers throughout the world. But the bridge that connects India and Sri Lanka is different; it is not just a sand dune.

Have studies been done on this particular phenomenon?

We (Geological Survey of India) were asked to carry out surveys for locating the Sethu Samudram Canal project by the project authorities in 2004-05.

Any startling revelations?

When we reached near Adam's Bridge, there was sudden rise in the land level. From about 10-12 metre, it rose one metre to half a metre. So, our vessel could not go and survey the area. In some areas, we did survey using small boats.

The northern side of Adam's Bridge is the rough Palk Bay, which is prone to periodic cyclonic storms, and the tranquil southern side is the Gulf of Mannar, which is unpolluted and pristine.

Corals grew in the tranquil Gulf of Mannar but not in the turbulent Palk Bay as they grow only in tranquil waters. There are about 21 islands full of corals in the Gulf of Mannar side but not even a single coral on the northern side of Adam's Bridge.

I would say no proper geological survey was done in the area. Normally before any major engineering project, GSI conducts engineering geological study, geological study, geo tectonic study, seismic study, etc so that we will know whether the project is safe or not.

You mean no such studies were done before this project?

Earlier, GSI had done some drilling but only at the deeper level of about 180-200 metres, but they have not mentioned anything about what was happening at the top portion.

We did a study from NIOT on our own connecting between Rameswaram and the international waters. We did around 10 bore holes along the Adam's Bridge alignment. Four of the bore holes were along the islands (where sands go on shifting) and six in the water.

Everywhere, after top 6 metres, we found marine sands on top and below that was a mixed assemblage of corals, calcareous sand stones, and boulder like materials. Surprisingly below that up to 4-5 metres, again we found loose sand and after that, hard formations were there.

How do you explain the presence of loose sand?

It shows the structure is not natural. I will explain. Corals are found only on rocks and such hard surfaces. Here, below the corals and boulders, we are getting loose sand, which means it is not natural.

And, on top of the loose sand, which was formed when the sea level was low, our divers found boulders. Boulders normally occur on land and they are a typical riverine character.

Does that mean the boulders were brought there from somewhere?

That is exactly what I am saying. The boulders are not in-situ. They are not a marine local formation. We feel somebody dumped the boulders to use it as a causeway. The boulders on top of the loose sand are transported to that place. As they are found above loose sand, it is quite obvious that they were brought and dumped there by somebody.

How old were the boulders?

I told you earlier that 7,300 years ago, sea level was 4 metres above what it is today. In Rameswaram, Pamban, Tuticorin, etc, we see old corals on the land, and they are not raised by any geological process. It happened because sea level was higher (at the time they were formed). We did dating on them and found that they are 7,300 years old.

From 7,300 to 5,800 years ago, the sea level was high. From 5,800 to 5,400 years ago, the sea level was low. Again, from 5,400 to 4,000, the sea level was higher by 2 metres than what it is today. That is why we are getting two sets of corals at two levels. Dr P K Bannerji has carried out a lot of studies on the raised corals and his papers have appeared in reputed international scientific journals. His arguments are backed by very good scientific data.

So, either between 5,800 to 5,400 years ago, or (some time since) 4,000 years ago, somebody appeared to have brought all the boulders and dumped them there. All the aerial pictures show that Adam's Bridge is 2 to 3 kilometres wide. On the eastern side, it is high. So, anyone could take advantage of the raised portion and must have dumped these boulders so that he could cross the bridge.

How do the boulders look, and from what were they made?

The shape of the boulders and the type of material clearly indicate that this is a man-made structure. We saw similar rocks on Rameswaram islands and also in Pamban. On either side of the railway bridge, you can see these formations as well as the raised corals. There are indications of quarrying also there.

All these things lead us to believe that 2 to 2.5 metres of packed rubble or material appears to be a modern day causeway. For 30 km, nobody dumps materials like that. Obviously, it was dumped to use it to cross the sea. Moreover, they are compact and light.

It is also quite obvious that the boulders were used to cross over because in all the bore holes we made in the entire stretch of Adam's Bridge, we saw the same material. It appears like a rock-filled structure.

If it is a geological phenomenon, you will find the oldest formation below and the newer ones on top. I would rather call it an anthropogenic (pertaining to the effect of human beings on the natural world) causeway rather than a bridge.

What else have you learnt from the studies you have conducted along Ram Sethu?

We have found that geologically and geotectonically, this area is very sensitive. Many people are not aware of it. All around the north, there are spots where there is very high temperature below. When we drilled, we encountered hot springs of 60 to 70 degrees Celsius.

Whenever there are earthquakes in Sri Lanka, we get the vibrations in the Indian side also. That means a major fault is running there and it is very sensitive. This area is also known to have earth quakes and they had happened one or two centuries back. To the north and the south, there are indications of old volcanoes.

Because of these hot springs and presence of volcanic zones, do you feel if disturbed, it will affect the equilibrium of the entire area?

What you said is correct. That is why, before venturing into anything, you have to make a comprehensive study. This area has attained some sort of equilibrium over many centuries, and all the drilling and blasting of rocks may activate the fault and may trigger seismic activity or earth quakes.

It may also trigger other events, which may be very detrimental. That is because the hot water from the north, which is blocked by the Adam's Bridge, will come to the south and will disturb the coral islands. The result will be the destruction of the corals.

Not only that, whenever there is a major tsunami or cyclones in the Bay of Bengal, it is blocked by the so called bridge. Out of 18 depressions in the Bay of Bengal at least six turn into cyclones.

When we interviewed the tsunami expert Dr Tad S Murty, he said if not for the bridge, the entire southern part of Kerala would have been affected badly.

Yes, it would have completely affected the entire south India. We were the people who suggested it. We had done a study, of course not knowing tsunami is coming, and felt the structure will prevent the Tuticorin area, the southern part of Kerala and all the coral islands from getting affected.

The calm tranquil water in the Gulf of Mannar full of coral islands is because it is protected all around. Why do you want to destroy it when nature has blessed you with something so beautiful? This is the first declared marine national park in the country.

Another point I want to make is, some dams trigger earth quakes. There is a possibility it can happen here also. So, it is prudent on part of the government to study all these aspects before taking a major decision.

Do you feel the construction of Sethu Samudram project was initiated in a hurry without conducting proper study?

I think so. This portion is not like any sand dune. This is a very sensitive heat flowing area. I feel the Geological Survey of India should be asked to do a survey.

Was the Geological Survey of India not asked to do a study on this project?

No. Nobody has carried out any survey at all. We only did a survey to locate the alignment. So, but what is needed is a comprehensive study.

What has been formed over centuries by nature cannot be disturbed. In foreign countries, even a hundred-year-old structure is preserved and this looks like it is thousands of years old. No doubt such a canal is essential but not at the cost of nature. We are definitely for progress but our progress should be sustainable.

From RamSetu: Symbol of National Unity by Dr Subramanian Swamy. 

Courtesy https://twitter.com/swamilion/status/940295281412685824 

Related article: Science Channel on Ram Setu as man-made structure concurs with Historical Rama.

Setu Channel – a view from Srilanka

 

 

From

http://palkbay.wikia.com/wiki/Our_own_Panama_Canal_Palk_Bay_project_has_huge_positive_externalities

 

Palk Bay and Sethusamudram Shipping Canal Project

Our own Panama Canal Palk Bay project has huge positive externalities

by

Jayantha Gnanakone

 

The article with all due respect to India's politician's exposes the ignorance in the technical aspects of the SSCP, as the astute politicians of Tamil Nadu and Congress Party display. This Canal project and a billion dollars in investment is based on a pack of lies spread by the highest authorities in India. This is rather disgraceful and a shame. There is no time saving in transiting the canal when one considers the slow speed (7-8 knots) the ships would be required to navigate in the canal, delays for embarking and disembarking of Pilots, other administrative procedures and miscalculated distance. The GOI is very deceptive about actual distances saved. When one does the calculation of distance and time for a trip from Bombay to Madras or Calcutta (which is the coastal shipping) then the time saved is very minimal and might be less than 3 to 4 hours compared to the claim of 24 - 36 hours. The present days ships travel at 14-15 knots and not 8 knots in the high seas. Future ships will travel at 20-25 knots and the modern day container ships will travel much faster. The Navy ships achieve speeds between 30-40 knots.

Any time saved is negated by the costs of transit, which will be approximately $10,000 dollars per ship and more. There would be an Insurance Premium when transiting the canal, which is additional, and the canal will be subject to weather and labor delays occasionally.

Further more most of the ships cannot use the canal, which has a draft restriction of 11-12 Metres, which would only permit ships less than 30,000 Tons. All the oil tankers, bulk carriers, and container vessels are precluded from using the canal due to the draft restriction, even if they wished to. Even the coal ships to Tuticorin from the East Coast of India need to navigate around Sri Lanka, which again might not be still any time lost or at best be around 3 hours. Suez and Panama Canal saved 22-29 days and not a few hours. They also accommodated 90 per cent of the ships commercially used. Both canals were surrounded by land and the environmental impact was negligible or non-existent and brought some positive economic activity in Panama, and Egypt.

The losses to the fishing industry would be in hundreds of millions of dollars annually both to Sri Lanka and India. The daily production would be substantially reduced which would also slightly affect the GDP but effectively in hundreds of millions of dollars. The annual catch of fish in Sri Lanka in 2003 was 254,000 tons and in South India it could be even ten times higher. The loss of livelihood among the very poor and weak community like the fisherman of India and Srilanka would be over 500,000-750,000. There are others engaged indirectly in the industry, affected by the drastically reduced catch, and loss in livelihood. The breeding grounds and hatching areas would definitely be severely impacted. Additionally the fauna and flora also would be destroyed together with the bio diversity of the Palk Bay and Gulf of Mannar, which is priceless.

Pollution would occur on a daily basis and god forbids if there is an accident or deliberate act of war or terrorism. If an oil tanker is grounded the oil pollution not only would it block the canal for days but will impact the marine life and beaches and the price tag can be over hundreds of millions of dollars. Destruction and damage to the coral reefs again will have impact on several fronts. Local tourism would be negatively impacted if the beaches become polluted slowly but surely.

Removing 86 Million Cubic meters of deep ocean sand including coral reefs will have countless marine life destroyed and their habitats permanently ruined and disturbed. In certain areas there could be serious drilling of hard surface, which NEERI report does not address. Rare marine life might disappear forever from these waters. No proper area has been demarcated for dumping this amount of dredged material.

NEERI report does not address the sedimentation issues, silting possibilities, and under water ocean currents when the canal is constructed. There would be increased turbidity, which was never studied by NEERI. The effect of another TSUNAMI might create change in the water flow, which could sub! merge certain parts of South India and Northern Sri Lanka and during the cyclone season, submerge small islands either temporarily or permanently. Danuskodi is a good example. The possibility that the canal may create a deepwater route for another devastating tsunami is real. This would cause destruction never seen before not only in and around the Palk Bay, but the Gulf of Mannar and beyond. Some say that the impact might go all the way to Kerala. During cyclones and tidal waves "high energy waves" would likely to develop within the canal, causing unforeseen damage to the canal area as well as the regional coast. The amount of dredging estimated has been really understated, considering the heavy inflow of sediments after the Tsunami.

Thus additional dredging in the total stretch of 165 km would become the order of the day. Increased, nonstop, unplanned, unscheduled dredging would destroy a sea having one of the highest levels of primary marine life very unique! in the world. There would be heavy cost overruns, which has not been disclosed at this time.

The salinity of the Jaffna peninsula would be affected and the farmers soon will become bankrupt. There are no studies done at all by NEERI on how all these would be affected and impacted especially in Sri Lanka. GOI needs to safeguard the rights of all the people who might be possibly affected and provide sufficient guarantees and insurance with financial protection immediately and in the future. Otherwise, they could also be subject to class action suits at a later stage and liable for heavy compensation. India should be seriously concerned about the alien tort act actions, brought by Burmese environmentalist against the Burmese government and other multinationals in the USA. This rarely used law forced multinationals and the Burmese government to agree to pay millions of dollars in compensation to the villagers due to the environmental damages caused by the oil pipelines. Shipping Corporation of India being a major shareholder in this project is not only subject to International laws but the more liberal "admiralty laws" where assets of ship owners are easily frozen, ships arrested, in far away foreign ports, by even frivolous claimants. Tuticorin Port Trust the nodal agency for this project and the dredging corporation of India, and all other Port trust corporations are subject to the admiralty laws, and alien tort laws in addition to laws of the Indian constitution. A lot of water has flown under the bridge since multi nationals like Union Carbide literally got away with murder in Bhopal. That will never happen to the people of SOSA and both GOI and GOSL and all the shareholders (Shipping Companies and 6 Port corporations) would be held accountable now or in the future for all the damages to environment and the people. The Tamil foreign minister of Sri Lanka is one of the most experienced and eminent jurist in the world. He is fully awa! re of the ramifications and consequences of violating the Law of the Sea Conventions of the United Nations, and other International Law.

The Law of the Sea regulations of the United Nations mandates that neighboring states need to be consulted and sufficient safeguards and guarantees are provided against losses to commercial and civilian livelihoods. The UN mandated convention rules of 1982 was ratified and signed by both Sri Lanka and India.

There is a school of thought that India is hurriedly pushing this project through the cabinet without proper investigations and consultations with Sri Lanka as a "vote getting exercise" for the Tamil Nadu state elections which is due early next year. If this is the way democracy is practiced by India it is nothing but a shameful act. If India forces Sri Lanka to compromise it's legal position due to the GOSL's political and economic weakness, both governments would be equally culpable.

Further more  GOI is using this canal project to enhance the military and provide Nuclear Submarine base in the canal, with the nuclear fuel supplied by the Koodankulam Nuclear Project. This nuclear facility would produce 40 percent of India's nuclear fuel, and it is no secret that India is developing nuclear weapons of mass destruction. Where would India store such nuclear weapons once it is manufactured near the canal, using the nuclear fuel supplied by nuclear project in nearby Koodankulam. The dangers of war will be greatly impacted for the region if the (SOSA) South of South Asia region is nuclearized and militarized. Would the GOI guarantee the people of SOSA and Sri Lanka that such fears are without foundation and baseless? A statement by DMK or Congress politicians is insufficient and worthless.

The only commercial port in Sri Lanka could also be severely impacted when it is openly declared by the GOI, and SSCP Corporation that after the canal is completed they intend to stop In! dian container cargo being transshipped through Colombo. This would have a big impact on a small country. Mighty powerful nations should display more understanding and compassion to their fragile and weak neighbors already devastated by a 22-year civil war contributed partially by India, and the recent Tsunami. India should not use their economic powers to hurt their neighbors commercially.

There are rules that protect small nations like Sri Lanka in the Law of the Sea Convention regulations. India needs to respect such laws. Finally, if there is no time saved in avoiding the circumnavigation of Sri Lanka due to politicians themselves being mislead or ignorant of the facts, what is the earthly use in the GOI going ahead with the project risking so many sectors, and hurting so many? GOI might as well spend this billion dollars is upgrading the entire minor and major ports, railways and highways infrastructure which would be beneficial to all and will not hurt anyone. That is only 200 million dollars per year, for 5 years, of federal funds in at least 2 states of Tamil Nadu, and Kerala. There is also no gurantee that the SSCP would generate profits for 20 years and the GOI might be forced to keep pumping money in a "white elephant project". NEERI is not competent to conduct a financial report and commercial viability of the SSCP. Central government manipulating the voting pattern must be certainly against the constitution of India if not in "letter" and or "spirit". GOI can also assist the poor Sri Lankan fisherman and farmers as well as help them to protect their environment and marine life with some of these funds. It would be criminal to utilize federal funds of India to hurt the poor in Sri Lanka.

SSCP would probably be the only offshore project in the world in which the GOI would go forward with the execution of the project, despite the several warnings of the high risk factors and dangers associated with the project. What is immediately required is a thorough investigation by a group of independent international oceanographers with the assistance of local professionals from India and Sri Lanka, who would carry out their responsibilities and duties without fear or favor. Thereafter both India and Sri Lanka can decide how best to proceed with this canal project which has severe impact on several fronts for both nations. Since the project mooted 144 years ago has still not begun one more year to take into consideration proper safeguards would not hurt anyone including the voters of Tamil Nadu State elections next year. If GOI decides to bulldoze their way with this project there is no doubt that the Sethusamuderam canal is designed to become a monumental disaster.