Loktak Lake (Largest Freshwater Lake), Manipur, India

Loktak Lake is the largest freshwater lake in Northeast India and is famous for the phumdis (heterogeneous mass of vegetation, soil and organic matter at various stages of decomposition) floating over it. The lake is located at Moirang in Manipur state, India. The etymology of Loktak is Lok = "stream" and tak = "the end". The largest of all the phumdis covers an area of 40 km2 (15 sq mi) and is situated on the southeastern shore of the lake. Located on this phumdi, Keibul Lamjao National Park is the only floating national park in the world. The park is the last natural refuge of the endangered Sangai, Rucervus eldii eldii or Manipur brown-antlered deer, one of three subspecies of Eld's deer.

Loktak Day is observed every year on the 15th of October at the periphery of the Loktak lake. This ancient lake plays an important role in the economy of Manipur. It serves as a source of water for hydro power generation, irrigation and drinking water supply. The lake is also a source of livelihood for the rural fishermen who live in the surrounding areas and on phumdis, also known as "phumshongs". Human activity has led to severe pressure on the lake ecosystem. 55 rural and urban hamlets around the lake have a population of about 100,000 people. Considering the ecological status and its biodiversity values, the lake was initially designated as a wetland of international importance under the Ramsar Convention on 23 March 1990. It was also listed under the Montreux Record on 16 June 1993, "a record of Ramsar sites where changes in ecological character have occurred, are occurring or are likely to occur".

 

 

Of the two river systems which drain the Manipur state the Barak River and the Manipur Rive the Manipur River flows through the Manipur Valley. The river rises in the north at Karong, flows south of Imphal and hence is also known as the Imphal River. Along its course through the valley downstream of Imphal, the bed slope of the river is gentle. The Drainage pattern is sub-dendritic, sub-parallel and sub-radial, dictated by the structure and lithology of the area. Imphal, Iril and Thoubal River valleys also exhibit a meandering river course. At the Ithai barrage outlet of the Lake, the direct catchment area draining into the lake is 980 km2 (380 sq mi) out of which 430 km2 (170 sq mi) is under paddy cultivation, 150 km2 (58 sq mi) under habitation and 400 km2 (150 sq mi) under forest cover. The area of the lake is 236.21 km2 (91.20 sq mi), comprising large pockets of open water and marshy land formed at the southern part of the Imphal valley up to the confluence of Manipur River and Khuga River in the district of Imphal West. The Lake is divided into two zones, namely, the "Core Zone" which is the no-development zone or totally protected zone comprising 70.3 km2 (27.1 sq mi) and the balance area is called the "Buffer Zone". Within the lake and on its periphery, there are 14 hills of varying size and elevation; in the southern part of the lake are the Sendra, Ithing and Thanga islands.

 

With an average annual rainfall of 1,183 mm (46.57 in) tropical monsoon climate prevails in the valley. Temperatures range from 0 to 35 °C (32 to 95 °F). February and March are the driest months.

57 species of waterbirds and another 14 species of wetland associated birds have been noted in the lake including 28 species of migratory waterfowl (most migrating from different parts of the northern hemisphere beyond the Himalayas). Also recorded were 425 species of animals 249 vertebrates and 176 invertebrates). The list includes rare animals such as the Indian python, sambhar and barking deer. Keibul Lamjao National Park is the natural habitat of one of the most endangered deer, the brow-antlered deer which was once thought to be extinct, which was declared a national park only to preserve and conserve this species of Eld's deer. 

 

The area is inhabited by locals, who have to build their houses or shelters on the floating island. When the sun sets, the rays falling on the lake make it look picture-perfect, adding to its natural magnificence. The fishermen of the area use boats with oars when they set out to fish, which disturbs the monotony and the silence of the place. They set out early to place fish traps. Canoes, which have been popular for centuries, are used by them to set the stated fish traps. The main occupation of the people residing in the area is fishing, and therefore, the lake serves as a lifeline. Some people depend on the Loktak lake for irrigation, hydel power generation and most importantly, for the supply of fresh water for drinking. There are several huts, built out of rocks, bamboo, rods and metal plates, which act as houses for the fishermen. Another point to keep in mind that India’s first floating school is found in the region.   

Well connected by road and air, Imphal, the capital city of Manipur is 39 km (24 mi) away from the lake, by road. The lake is a unique destination for tourism. The lake offers excellent opportunities for visitors to enjoy the beauty of the lake and its several islands located inside it that are studded with floating phumdis of different geometrical shapes. The important islands which offer facilities for visitors are the Sandra and Phubala. The Sendra Tourit Home on the island with an attached Cafeteria in the middle of the lake is an ideal tourist spot. Visitors get a bird's eye view of life on the lake small islands that are actually floating weed on which the lake people live. Phubala resort, on the Phubala, is 40 km (25 mi) from Imphal. At Moirang town on the fringe of the Loktak is the Indian National Army (INA) Museum which will be of interest to tourists. The exhibits include letters, photographs, badges of ranks and other articles associated with the INA. A bronze statue of Netaji Subash Chandra Bose in uniform stands in the lawn. 

 

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The Cetina River (Eye Of Earth), Croatia

Cetina is a river in southern Croatia. It has a length of 101 km (63 mi) and its basin covers an area of 1,463 km2 (565 sq mi). From its source, Cetina descends from an elevation of 385 metres (1,263 ft) above sea level to the Adriatic Sea. It is the most water-rich river in Dalmatia. 

Cetina has its source in the northwestern slopes of Dinara. Rising from a spring at Milasevo near a small village called Cetina, 7 kilometres (4.3 mi) north of Vrlika, it flows 101 kilometres (63 mi) to the Adriatic Sea. A large artificial lake begins near Vrlika, the Peruća Lake, which was created by a dam some 25 kilometres (16 mi) downstream. Cetina then passes into the lower portion of the Sinjkarst field, through the city of Sinj. After that it runs eastward, through the city of Trilj and then back westward around the Mosor mountain, before flowing into the Adriatic in the city of Omiš. Apart from its visible basin, the Cetina also receives a lot of water from the west Bosnian karst field via underground routes. Its lower course begins from the Gubavica Falls, at 49 metres (161 ft) above sea level, near the village of Zadvarje, 20 kilometres (12 mi) from Omiš. Here it leaves its canyon and flows into a valley which has nevertheless retained something of the appearance of a canyon.

The latter portion of Cetina and its relatively large drop in elevation was used to build several substantial hydroelectric power plants. Its water is also bottled as Cetina. The total drainage area of the catchment is around 12,000 km2, and the annual discharge is around 105 m2s−1 as a consequence of a mean annual rainfall of 1380 mm.

 

 

The Cetina Valley and the narrow passage at Klis have always functioned as a principal trade route between the Croatian coast and hinterland. Strategically, it has been pivotal to the development, not only of the Balkans, but also of significant parts of Europe.

The earliest evidence for agricultural activity is from the Early Neolithic in the upper part of the valley. In the Early Bronze Age the Cetina culture, a geographically pervasive group with contacts throughout the Adriatic basin, became dominant. Extensive mound fields are recorded on the lower valley slopes at several locations around Cetina, Vrlika and Bajagić. As in other parts of Europe, the river appears to have been the focus of the intentional deposition of artifacts throughout prehistory. This is particularly true at the confluence of the Cetina and Ruda rivers at Trilj.

The area is intimately associated with the heartland of the Delmatae and the area's strategic importance is emphasized by the citing of the legionary fortress at Tilurium (Gardun), just above today's city of Trilj, which guards the entrance to the valley from the south and the approach to the provincial capital at Salona. During the early medieval period, toponymic evidence suggests that the Cetina Valley and perhaps the river itself became a frontier between Slavic and Late Roman power. The area around Sinj eventually emerged as a center of Slavic power and ultimately established itself as a heartland of the Early Croatian State, especially in the areas of its upper flow.

During later periods the area was highly contested and passed between a number of regional and local powers before conquest by the Ottoman Empire during the early 16th century. After this it retained a frontier role between Ottoman Empire and Republic of Venice until the reconquest of the area 150 years later. Today canyon of the river Cetina is very popular among tourists looking for adventure activities like rafting, canyoning, zip-line, rock climbing, kayaking and other outdoor activities. 

Corinth Canal waterway, Greece

The Corinth Canal connects the Gulf of Corinth with the Saronic Gulf in the Aegean Sea. It cuts through the narrow Isthmus of Corinth and separates the Peloponnese from the Greek mainland, arguably making the peninsula an island. The canal was dug through the Isthmus at sea level and has no locks. It is 6.4 kilometers (4 mi) in length and only 21.4 meters (70 ft) wide at its base, making it impassable for most modern ships. Nowadays it has little economic importance and is mainly a tourist attraction. The canal was initially proposed in classical times and a failed effort was made to build it in the 1st century AD. Construction started in 1881 but was hampered by geological and financial problems that bankrupted the original builders. It was completed in 1893 but, due to the canal's narrowness, navigational problems and periodic closures to repair landslides from its steep walls, it failed to attract the level of traffic expected by its operators. 

 

 

 

 

 

 

The Corinth Canal is named after the Greek city of Corinth, which is the nearest city to the isthmus. The Canal has steep limestone walls that soar about 300 feet from the water level to the top of the Canal but is only 70 feet wide at sea level. Ships must be narrower than 58 feet wide to transit the Canal. This small size was appropriate when the Canal was built in the late 19th century, but it is way too small for today’s cargo and passenger ships. In today’s world of mega-ships, the Corinth Canal is primarily used by small cruise ships and tour boats.

The idea of a canal was revived after Greece gained formal independence from the Ottoman Empire in 1830. The Greek statesman Ioannis Kapodistrias asked a French engineer to assess the feasibility of the project but had to abandon it when its cost was assessed at 40 million gold francs—far too expensive for the newly independent country. Fresh impetus was given by the opening of the Suez Canal in 1869 and the following year, the government of Prime Minister Thrasyvoulos Zaimis passed a law authorizing the construction of a Corinth Canal. French entrepreneurs were put in charge but, following the bankruptcy of the French company that had attempted to dig the Panama Canal, French banks refused to lend money and the company went bankrupt as well. A fresh concession was granted to the Société Internationale du Canal Maritime de Corinthe in 1881, which was commissioned to construct the canal and operate it for the next 99 years. Construction was formally inaugurated on 23 April 1882 in the presence of King George I of Greece.

The company's initial capital was 30,000,000 francs (US$6.0 million in the money of the day), but after eight years of work it ran out of money and a bid to issue 60,000 bonds of 500 francs each flopped when less than half of the bonds were sold. The company's head, István Türr, went bankrupt, as did the company itself and a bank that had agreed to raise additional funds for the project. Construction resumed in 1890 when the project was transferred to a Greek company, and was completed on 25 July 1893 after eleven years' work.

The canal experienced financial and operational difficulties after completion. The narrowness of the canal makes navigation difficult. Its high walls channel wind along its length, and the different times of the tides in the two gulfs cause strong tidal currents in the channel. For these reasons, many ship operators were unwilling to use the canal, and traffic was far below predictions. Annual traffic of just under 4 million net tons had been anticipated, but by 1906 traffic had reached only half a million net tons annually. By 1913 the total had risen to 1.5 million net tons, but the disruption caused by World War I resulted in a major decline in traffic.The Corinth Canal seen from the air, showing the steep limestone walls which proved vulnerable to landslides. Another persistent problem was the heavily faulted nature of the sedimentary rock, in an active seismic zone, through which the canal is cut. The canal's high limestone walls have been persistently unstable from the start. Although it was formally opened in July 1893 it was not opened to navigation until the following November, due to landslides. It was soon found that the wake from ships passing through the canal undermined the walls, causing further landslides. This required further expense in building retaining walls along the water's edge for more than half of the length of the canal, using 165,000 cubic meters of masonry. Between 1893 and 1940, it was closed for a total of four years for maintenance to stabilize the walls. In 1923 alone, 41,000 cubic metres of material fell into the canal, which took two years to clear out.

Serious damage was caused to the canal during World War II. On 26 April 1941, during the Battle of Greece between defending British troops and the invading forces of Nazi Germany, German parachutists and glider troops attempted to capture the main bridge over the canal. The bridge was defended by the British and had been wired for demolition. The Germans surprised the defenders with a glider-borne assault in the early morning of 26 April and captured the bridge, but the British set off the charges and destroyed the structure. Other authors maintain that German pioneers cut the detonation wires, and a lucky hit by British artillery triggered the explosion. The bridge was replaced by a combined rail/road bridge built in 25 days by the IV Railway Engineer Battalion, of the Royal Italian Army's Railway Engineer Regiment. Three years later, as German forces retreated from Greece, the canal was put out of action by German "scorched earth" operations. German forces used explosives to trigger landslides to block the canal, destroyed the bridges and dumped locomotives, bridge wreckage and other infrastructure into the canal to hinder repairs. The United States Army Corps of Engineers began to clear the canal in November 1947 and reopened it for shallow-draft traffic by 7 July 1948, and for all traffic by that September.

The canal consists of a single channel 8 metres (26 ft) deep, excavated at sea level (thus requiring no locks), measuring 6,343 metres (20,810 ft) long by 24.6 metres (81 ft) wide at sea level and 21.3 metres (70 ft) wide at the bottom. The rock walls, which rise 90 metres (300 ft) above sea level, are at a near-vertical 80° angle. The canal is crossed by a railway line, a road and a motorway at a height of about 45 metres (148 ft). In 1988 submersible bridges were installed at sea level at each end of the canal, by the eastern harbour of Isthmia and the western harbour of Poseidonia. Although the canal saves the 700-kilometre (430 mi) journey around the Peloponnese, it is too narrow for modern ocean freighters, as it can accommodate ships only of a width up to 17.6 meters (58 ft) and draft up to 7.3 metres (24 ft). In October 2019, With over 900 passengers on board, a 22.5 meters (74 ft) wide and 195 metres (640 ft) long Fred. Olsen Cruise Lines cruise ship successfully traversed the canal to set a new record for longest ship to pass through the canal. Ships can pass through the canal only one convoy at a time on a one-way system. Larger ships have to be towed by tugs. The canal is currently used mainly by tourist ships; around 11,000 ships per year travel through the waterway.

 

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Singapore Changi Airport, Singapore

Singapore Changi Airport commonly known as Changi Airport (IATA: SIN, ICAO: WSSS), is a major civilian airport that serves Singapore, and is one of the largest transportation hubs in Asia. It is currently rated the World's Best Airport by Skytrax for the seventh consecutive year since 2013. It is also the first Airport in the world to do so for seven consecutive years and is one of the world's busiest airports by international passenger and cargo traffic. The airport is located in Changi, at the eastern end of Singapore, approximately 20 km (12 mi) from Marina Bay (Singapore's Downtown Core), on a 13-square-kilometre (5.0 sq mi) site. The airport is operated by Changi Airport Group and it is the home base of Singapore Airlines, Singapore Airlines Cargo, SilkAir, Scoot, Jetstar Asia Airways and BOC Aviation.In 2019, Changi served 68.3 million passengers, making it the 16th busiest airport in the world. 

Changi Airport serves more than 100 airlines flying to 380 cities in around 100 countries and territories worldwide, as of 31 December 2019. About 7,400 flights arrive or depart at Changi each week about one every 80 seconds. For the 2019 full-year figures published by the airport, the airport handled 68,300,000 passengers, the most in its 38-year history. This made it the seventh busiest airport by international passenger traffic in the world and the third busiest in Asia. In December 2019, Changi Airport registered a total of 6.41 million passenger movements, the highest the airport has ever achieved in a month since it opened in 1981. Its daily traffic movement record was also broken on 20 December 2019, with 226,692 passengers passing through during that day. In addition to being an important passenger hub, the airport is also one of the busiest cargo airports in the world, handling 2.01 million tonnes of cargo in 2019. The total number of commercial aircraft movements decrease by 1.0% from the previous year to 382,000 in 2019. The airport has won over 620 awards since its opening, including 28 "Best Airport" awards in 2019 alone. Changi Airport's efforts to mitigate the effects of ageing infrastructure include continual physical upgrades to its existing terminals and building new facilities to maintain its high standards in airport service quality.

 

Changi Airport has five main passenger terminals arranged in an elongated inverted 'U' shape with Jewel in the centre of the ‘U’ shape. Currently, the airport has a designed total annual handling capacity of 85 million passengers. 

Terminal 1, opened on 1 July 1981, is located at the northern end. This terminal was renovated in 2019.
Terminal 2, opened on 22 November 1990, is located at the eastern end.
Terminal 3, opened on 9 January 2008, is located at the western end.
Terminal 4, opened on 31 October 2017, is located on the southern side, at the site of the former budget terminal.

There is also a privately run luxury terminal called the JetQuay CIP Terminal. It is similar to the Lufthansa First Class Terminal at Frankfurt Airport, but is open to all passengers travelling in all classes on all airlines with an access fee. The short-lived Budget Terminal was opened on 26 March 2006 and closed on 25 September 2012 to make way for a larger Terminal 4.

Jewel Changi Airport, opened on 17 April 2019, is a multi-use structure, mainly a shopping mall, interconnecting Terminals 1, 2 and 3. Part of this project will help expand Terminal 1 to handle 24 million passengers per year. Terminal 5 is set to be ready in the mid 2030s. It is expected to handle 50 million passenger movements per annum. The airport terminal structure is projected to be larger than terminals 1, 2 and 3 combined. It will be built on reclaimed land to the east of the present terminals. It will be funded through the newly increased levy. KPF Singapore with Heatherwick Studio, Architects 61, and DP Architects will provide architectural services. Arup Singapore, Mott MacDonald Singapore and Surbana Jurong Consultants will provide engineering services.

For more Information - Singapore Changi Airport