Friday, September 27, 2013

The Deccan Traps- a Volcanic Province

With the monsoons about gone and spectacular drives available for people to do, I am posting a few things of interest and when we pass the 200Km from Pune to Kolhapur, we wonder what all those horizontal lines on the hills are.

I did some research and asked a few questions and came up with this.


Deccan Traps, India

Seen on the eastern side of the Pune-Kolhapur Highway.

Each layer is formed by one 'pour' of molten basalt, each pour being enough to cover half a million square kilometers. See region in grey marked below ranging from Tapi river to Dharwad in the south. Such pours happened about 60-65 million years ago, and the staart-finish was in less than 10,000 years.

See images below.

Deccan Trapps 1.gif


17-24N, 43-47E
Elevation: 4,000 feet (1,200 m)



The Deccan Traps are one of the largest volcanic provinces in the world. It consists of more than 6,500 feet (>2,000 m) of flat-lying basalt lava flows and covers an area of nearly 200,000 square miles (500,000 square km) (roughly the size of the states of Washington and Oregon combined) in west-central India. Estimates of the original area covered by the lava flows are as high as 600,000 square miles (1.5 million square km). The volume of basalt is estimated to be 12,275 cubic miles (512,000 cubic km)(the 1980 eruption of Mount St. Helens produced 1 cubic km of volcanic material). The Deccan Traps are flood basalts similar to the Columbia River basalts of the northwestern United States. This photo shows a thick stack of basalt lava flows north of Mahabaleshwar. Photograph by Lazlo Keszthelyi, January 28, 1996.


The Deccan basalts may have played a role in the extinction of the dinosaurs. Most of the basalt was erupted between 65 and 60 million years ago. Gases released by the eruption may have changed the global climate and lead to the demise of the dinosaurs 65 million years ago. This photo shows the Deccan Tarps between Mambai and Mahabaleshwar. Photograph by Lazlo Keszthelyi, January 27, 1996.
Vocanologists are also trying to understand how such great volumes of lava are erupted. Early models proposed that lava flooded across large areas at extremely rapid rates. Recently proposed models suggested that at least some of the flows are emplaced at gradual rates, lasting months to years. This photo shows the Ajanta Caves, temples carved into the basalts. Note the school group for scale. Photograph by Lazlo Keszthelyi, January 31, 1996.

deccantraps 3.jpg

Why is the incident of the creation of the Deccan Traps important?
Huge volcanic eruptions that belched sulfur into the air for around 10,000 years could have killed the dinosaurs, according to new evidence unearthed by geologists.
Evidence is accumulating that it wasn’t an asteroid that did the beasts in, but volcanoes — the first real challenge the extinction theory has met in three decades.
A combination of studies on dinosaur fossils, magnetic signatures in rocks and the timing of the disappearance of different species suggest it was volcanoes, not an asteroid, that caused the dinosaurs’ extinction.
"We’re discovering … amazingly large flows, amazingly short time scales and amazing volcanic (eruptions)," said Vincent Courtillot of the University of Paris, who is is presenting new evidence for the volcano theory this week at the American Geophysical Union conference here.
For the last 30 years, the prevailing theory has been that an asteroid, around six miles across, hit the Yucatan peninsula 65 million years ago, throwing debris into the atmosphere, blocking the sun and chilling the planet to the point that nearly half of all species went extinct.
Physicist Luis Alvarez of the University of California, Berkeley, first presented the asteroid impact hypothesis in 1980. It was based on an extensive layer of iridium, which is associated with impacts, that could be found in many places across the globe in the same geologic time sequence. A decade later, the Chicxulub crater was discovered on the Yucatan peninsula, adding weight to the idea that an impact killed off the dinosaurs.


The idea that Indian volcanoes, known as the Deccan Traps, might have contributed to the mass extinction is not new. But scientists at the AGU meeting think the eruptions could be the sole cause of the die-offs, and that the asteroid had little or no effect on life at all.
"If there had been no impact, we think there would have been a massive extinction anyway," Courtillot said.
Courtillot has studied the magnetic signatures of the Indian volcanic deposits that lined up with the Earth’s magnetic field as they cooled. Because the orientation of the magnetic field has changed over time, lava that cooled at different times have different signatures.
The more than 2-mile thick pile of Deccan Traps deposits has several major pulses that occurred over the course of several decades each, almost certainly less than 100 years. And the entire sequence erupted in less than 10,000 years, rather than the million years or more that has been suggested.
All told, this would have put 10 times more climate-changing emissions into the atmosphere than the asteroid impact.
Also supporting the volcanic theory is fossil evidence from Texas and Mexico that most of the species extinctions coincided with the final pulse of eruptions, not with the asteroid impact, which may have occurred approximately 300,000 years earlier, according to Gerta Keller of Princeton University.
"There is essentially no extinction associated with the impact," Keller said.
Evidence that dinosaurs survived in India right up to the final volcanic onslaught further bolsters the case.
But it will take a lot of evidence to convince the bulk of the scientific community that the asteroid theory is wrong.
"There was volcanism at the time. There’s always volcanism, but that impact is so significant that you can’t ignore it," said Rick Firestone of Lawrence Berkeley National Laboratory who studies the link between impacts and extinctions. "The only question is, were there other things that happened as result of it."

Monday, August 19, 2013

Importance of safety gear while riding.

"Dress for the crash" and "You skin looks better on you than on the road" are slogans you hear every day or on the signature of many riders across Forums from Canada to Australia. 
This Sunday, on the Seven Islands ride to Igatpuri, about 110Km on NH 3 towards Nasik, we had an incident inspite of following a brilliant leader to sweeper team of 9 riders. 
Light drizzle, and absolutely just 'a' shower described the beautiful ride. Average speeds of 100-110 and light traffic with the absence of the usual jokers wanting to chase you to take pictures. The ride was as good as it could get.
So what happened next- Sachin, who was riding on a sweeping left hander coming down the Kasara Ghats, doing about 100- had a dog come across and his bike t-boned the dog- and Sachins bike fell to the right, into his angle of lean. The road was clear- no traffic, the Dog came from nowhere-
Amidst 10 riders, clear roads, dry downhill- fast- no reason to worry about gear- and that changed in a fraction of a second- and everyone who hit the brakes to avoid Sachins falling bike must have had their ways in blessing that everyone, save one, was dressed in almost as good as gear-cover can get.
Sachins crashguard- worked as his talisman- and it was amazing to watch for the 6 bikers behind him - that the FatBoy went skidding for about 25 meters or maybe more, before responding to Sachins endeavours to control the bike and it righted itself- and after stabilizing, the bike stopped about >100meters ahead of the stunned riders who braked to avoid running over the spill.
The rider was lucky, but the rider was geared well enough and i would even hazard a small bit that the subconscious knowing he was dressed well, allowed him to concentrate on regaining control rather than wondering which palm to ground to brace for impact.
Being involved with the Chapter here in Mumbai, I get to see riders who come in, barely dressed for the ride, let alone for the act. It feels so distressing and patronising when you tell them that these bikes weigh a good lot more than themselves- and that this one-degree of comfort that possibly allowed Sachin to look more for control than brace for the crash saved him from a nasty spill.
The Crash guard, which almost every rider tells a newcomer to the group did its job. The safety gear worked at a mental level- It is so important. So Important.

Monday, March 11, 2013

Leh 2011- Pictorial Travelogue


4 Colonels of the Indian Army, hailing from 4 corners of India, showed me 4 corners of our Country- this travelogue is to them. 

Col Kamat, Col Patankar, Col Manral and Col Bansal. Together they helped me scratch the roof of the world.

The travelogue came a good 5 months after the end of the Leh trip. The trip itself wouldnt have been 'it' had it not been for all of you who have always humored my driving- The write-up is meant to be the first complete road pictorial from the Plains to the Plains with a Leh in between. Its a 55MB file with about 170+ images, so please have patience, its a 23-day tour in a single go. Many have seen images on FB and on my Picasa account- but this is more complete with a commentary, and a guide thrown in.

It has taken another two years to make it here, in a readable format.

The first Harley- the SuperLow- Feb 2012

After moving back from the US where as a student life offered me the opportunity to ride many cars and many bikes... here I am back in India, almost 16 years later...

And to cut that long story -

The SuperLow booked a few months ago, arrived, many thanks to the staff at Seven Islands Harley Davidson, Bandra, Mumbai.

In the past years, I have been riding many sports bikes and three kinds of Harleys, and have refrained from critical commenting out of deference to vehicles that I do not own, or afford to.

Then my mom, all of 70+years jumped pillion! And my son awaited his turn- to turn 18 before getting to ride...

Its the first this this morning, that on a side road that you have these 'failed in drafting' technician designed half-moon bumps that brushed the pivot of the side (jiffy) stand. And I realised I had to come back that way too. And we took it at a diagonal. but the thing was about 10" wide, so we walked and still grazed it. And then again on the road rom Worli SeaFace to Old Passport office- scrape. Ugh.

I guess the 12.5" Progressive Heavy Duty Shocks and Progressive Fork Springs are in order.

The rear pillion seat is a fine attempt at 'Mission Imposible 4' thrill at every gear change. Given you would possible have many different pillion riders, a set of side plates and a sissy bar is a must.

The 17 L tank is a very good asset. There were a few at the store who could ride around in the same PIN code all day and be happy with the tank of the '48' and not think twice about fueling twice a day. Experience from others gets you about 14KmpL in the city to abut 24KmpL with sedate riding on the highways. I will update on this as we ride more.

The thumb-starter is a single push- positive emotion button. The solid'notch first gear and light clutch is sure to give even a first time rider good confidence. However, the first left or right turn that you take, brings you all the threads and Forum discussions of grounding- and nothing wrong happens- its fine. The clearance is low, but it aint all that bad. Once you glide over the first speedbreaker, with the car behind wondering what a superbike is doing at 3KmpH... nothing happens, and then you realise that the bad ones are the poorly designed bumps. What i am actually fearing now - is the multiple bumps on the Goa highway, and at a few places on the Pune-Kolhapur stretch, especially around toll nakas.

To my mind the Iron 883 riders have no such issues, and therefore, it seems that either you plonk in the 883's rear shocks and Damper Tubes- setting you abck between 18-25K from a H-D service station, or then hunt around and import Progressive parts as mentioned by me elsewhere on the Forum.

Second gear onwards, there is a RUSH- that will simply power through traffic and on curves- it will beg to lean and run. I think 'Rush' is the word to describe the acceleration and the bull like feeling. No other word seems to work.

having seen a 4Km traffic jam on the Lalbaug Flyover that went on till JJ hospital- the lessons form two days is quick- wear jeans, and full length that too, wear good socks, and good shoes. The heat will get you otherwise- from the rear cylinder cooling and the vent of the lower exhaust... 

The speedometer with its trips and clock are useful and the lack of a tach is annoying... 

The rush of acceleration, the stability on turns, the ability to weave in traffic if required- the high speed capability- and more than all - the tons of charm, the sound and to use the internet phrase- 'eyeballs.'

If one pic could sum it up, here is one taken by a Manish when I got off at his house... now to find that pix first.


Update- March 2013-

Ran the 883 into the ground, maybe due to earlier experience of riding bigger bikes in the US as a student- the 883 was max'ed out and I finally sold it in january of 2013. I purchased a Super Glide and that post is ready, awaiting for a Moderator to post it on a bike Forum.

Now, though I am very happy with the purchase of the Super Glide, the one funny statistic that I never paid attention to while buying a Super Glide, I realised about 15 days into its ownership.

The Lean Angle- left was 30.9 Deg, while the right was 29.5 Deg. Now guess what happened- the Sportster had footpeg scrapers that would leave behind a string of sparks and let your foot know that you were about at edge and the Glide didnt... and to my surprise in the Amboli Ghat, where my tail flagged me down and told me- "what you doin' man? You are scraping the crap off your exhaust" - and thats when I realised the awesome confidence that the bike instilled in you, and the decimal difference in lean angles, even a normal human like me could find out... and you didnt have to be a Rossi or 2013 version Colin Edwards to find out its limitations on bends.

It remains my favourite memory of the Sportster- and maybe I need to do something in its memory urgent for the pegs on the Glide.

New Super Glide Custom- Jan 2013.

After 9 months of flawless running with the Sportster, I upgraded to a more long-distance runner kind of bike, the Super Glide Custom. I have a much detailed departure report on the 883 story that I had written on my buying the bike- more like a closure story. 

http://www.team-bhp.com/forum/superb...ml#post3050300

fter a few pictures of the bike arriving into the house at dusk- I think these will be used as templates to see if the bike was cleaned properly or not, in subsequent months.

The first 4000Km on the 883 went by learning to explore its power, lean and its stability. Fuel average settled in at 22-24 on highways, and about 16 in the city. Pillions added to rear weight stability and almost invariably increased the ability to consistently hammer over 140 far more easy than when one-up.

Then after 4500, the Screamin' Eagles Exhausts and Stage 1 Air Cleaners came- and they were like th bad boys coming in for a party that had just settled down... and then the hell rising started all over again. We started to hit the rev-limiter all the way till 3rd and then we found the top speed we could do with my riding gear @165 and the fun in riding all became the hum and roar and effects- so from serious riding, it just went downhill for me

In an effort to stem the rot, I asked around the Harley Owners and found that I had hit a wall on the bike, something to do with having ridden bigger bikes earlier in college days in the US- something I could not deny. So a friend Manish came along immediately- and on a Monday morning at 0600, we went for a city ride, from Powai to Dadar and south.

The 1584cc Super Glide Custom, from the Dyna family- a 6-speed, 92 ft-lbs@3000rpm... came along. 

The first thing that suprised me, was not the weight, but having pulled off from a level patch on the road, was the balance and stability in 1st gear... and then how it hauled from 0-110- when Manish tapped me and pointed upward- to indicate a 6th... and that took me till abut 125... and being on it for the first time I let it stay there on the Eastern Express Highway... When we rolled up and down, what suprised me from the very highly strung Sportster was that I could come down to 75 in 6th and even 60 in 5th. Something the 883 never did.

So from a riding a psychotic red-lined Sportster, here I was having a wonderful, relaxed time, and enjoying the speed range from 0-130 without the stress, drama and anger that went about the earlier bike.

So the decision was made- a buyer was found for the Sportster in a day, sold, and a Super Glide booked. To make a point, I did have a preference at the time for the Street Bob, but its stock handle and mini-apes made it rather difficult for my height and riding style to be accomodated together. So the dealership and HDI worked over night to get my bike to me within a record time of 6 days- and got a few days of local riding before hitting the National Harley Owners Group Rally in Goa, putting in about 1800Km on the trip... 

The average settled in about 22 on the highway- average speeds for the Pune-Nipani stretch climbed from 85 (on the 883) to about 97 on the way to Goa and the return averages were about 115, with the added support of my friends Yeti, and my Scorpio creating an envelope from a low of 70 to 155... for our team of 11 riders- here a bunch of 48s and 883s also made it with averages of about 95-105. 

Here is what was different- the ease with which one cruised and stayed in a power band- that reduced the stress on the rider by a huge amount. Between the tolls on that part of the highway, i would stay in 5th or 6th- and mostly 6th that too... Chasing down the Yeti to 165 and then re-grouping every so 15-20km, I would let the speed bleed to about 95... and it made overtaking anything a breeze. The increased stability of the bike showed its benefits and even two-up, the bike felt rock steady- in fact at one point the sun got to a pillion and she wanted to get down to stretch her legs while at 160... Some credit can be given to NHAI for making it probably the better highway in Maharashtra... Extras on the bike- crash guard, sissy bar (back rest in Harley terminology) as of now. SE Air Cleaner, and Exhausts with a Super Tuner is probably next. 

From my experience, I can only suggest that you try and visualise your personality bracket for the Harley that you want to get- the 48 has been suprisingly the most loyal owners bike, from my experience and I cannot wax eloquent enough about how the 1200cc stormer runs- its absolutely brilliant, having kept with me till 165 and it fantastic aggressive stance and demeanour, and also its reputation for being a trouble free performer. Budget owners should rather look at used bikes and then service histories are available if you are serious enough from Service Centers to ensure you have a good piece.

Accessories and Gear cost a pretty penny, but then you need to factor that in before buying a bike and not after. Research saves you money, and a lot of grief. Feel free to ask around, am sure there are many HOGs out there who will help you.

Many hate the Harley, I dont know for what? Nothing is perfect- whats a Yezdi for one is an ashtray for another, and you need to be happy with a ride, the kind of people that the bike brings together, the rides that are organised, the support given. Some Italian crotch-rockets have clutch levers at 18000 a pair- minimum, but with waitlisting of 4+ months- damn! - then the Harley levers are atleast accessible at 1/5th, and available...on ebay as well. So, I really have nothing to say about people who hate the Harley. i am neutral to all bikes, but I hate plastics,

-KD.