Mar 30, 2020

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. 

Mar 29, 2020

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.
 
For more information - Corinth Canal

Mar 27, 2020

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.

Glass Beach, Fort Bragg, California

Glass Beach is a beach adjacent to MacKerricher State Park near Fort Bragg, California, that is abundant in sea glass created from years of dumping garbage into an area of coastline near the northern part of the town. In 1906, Fort Bragg residents established an official water dump site behind the Union Lumber Company onto what is now known as "Site 1". Most water-fronted communities had water dump sites discarding glass, appliances, and even vehicles. Locals referred to it as "The Dumps." Fires were often lit using Molotov Cocktails to reduce the size of the trash pile. When the original dump site filled up in 1943, the site was moved to what is now known as "Site 2", the active dump site from 1943 until 1949. When this beach became full in 1949, the dump was moved north to what is now known as "Glass Beach", which remained an active dump site until 1967.

The California State Water Resources Control Board and city leaders closed this area in 1967. Various cleanup programs were undertaken through the years to correct the damage. Over the next several decades, what was biodegradable in the dump sites simply degraded and all the metal and other items were eventually removed and sold as scrap or used in art. The pounding waves broke down the glass and pottery and tumbled those pieces into the small, smooth, colored pieces that often become jewelry-quality, which cover Glass Beach and the other two glass beaches (former dump sites) in Fort Bragg.

There are three Glass Beach sites in Fort Bragg where trash was dumped into the ocean between 1906 and 1967. Site Two (1943-1949) and Three (1949–1967 - "Glass Beach") are located at the end of the path that begins on the corner of Elm Street and Glass Beach Drive. These sites are accessible by foot and by a short climb down the cliffs surrounding the beach. Site One (1906–43) is 1/4 mile south of Site Two and has become accessible by foot as of January 2015 when the northern section of the new Coastal Trail in Fort Bragg opened. In 1998, the private owner of the property began a five-year process of working with the California Coastal Conservancy and the California Integrated Waste Management Board for the cleanup and sale of the property to the state. Following completion of the clean up, the California Department of Parks and Recreation purchased the 38-acre (15 ha) property adjacent to Glass Beach, and it was incorporated into MacKerricher State Park in October 2002. All of the actual "Glass Beach", Site 3, is "adjacent" to MacKerricher State Park. All entities in California end at the mean high water mark (MHW), according to Article 10 of the state constitution. In Fort Bragg, the mean high water mark is 5.2', and all of Glass Beach, Site 3, is below that water mark.Sites 1 & 2 are located south of "Glass Beach" and do not abut the state park area, though they abut the new city park area, which also ends at the mean high water mark (MHW). 
 








The beach is now visited by tens of thousands of tourists yearly. Collecting is discouraged by State Park Rangers on the section of "Glass Beach" adjacent to the state park, where they ask people to leave what little glass is left for others to enjoy, although most of the sea glass is now found on the other two glass beaches outside the state park area.

About 1,000 to 1,200 tourists visit Fort Bragg's glass beaches each day in the summer. Most collect some glass. Because of this and also because of natural factors (wave action is constantly grinding down the glass), the glass is slowly diminishing. There is currently a movement by Captain J.H. (Cass) Forrington to replenish the beaches with discarded glass. Captain Forrington, founder, owner and curator of the local Sea Glass Museum, is a strong advocate for a full time research facility studying the benefits to the marine environment of the minerals used to make and clarify the glass, with a supporting aquarium that highlights the rich diversity of life found in Fort Bragg's waters, with the ultimate goal of promoting the formation of glass reefs to initiate new food chains worldwide on all the badly depleted continental shelves. Fort Bragg currently trucks its glass over the Sierra Nevada mountains to a landfill in Sparks, NV, even though 90% of the 7 foot depth of glass that used to cover Glass Beach, Site 3, was locally recycled, being used in things like the pathways to the Guest House Museum and Skunk Train, and in art like the beautiful back-lit mosaic created by high school students that adorns one of the local temples. On December 10, 2012, the City Council of the City of Fort Bragg discussed the beach glass depletion and declined to move forward with replenishment efforts due to the cost and perceived likelihood that required permits would not be approved. Similar beaches are found in Benicia, California and Eleele, Hawaii.

Mar 26, 2020

Dhanushkodi ( The last land of India ), Tamil Nadu,India.

Dhanushkodi is an abandoned town at the south-eastern tip of Pamban Island of the state of Tamil Nadu in India. It is south-east of Pamban and is about 24 kilometres (15 mi) west of Talaimannar in Sri Lanka. The town was destroyed during the 1964 Rameswaram cyclone and remains uninhabited in the aftermath.

Dhanushkodi is on the tip of Pamban island, separated from the mainland by the Palk Strait. It shares the only land border between India and Sri Lanka, which is one of the smallest in the world at 45 metres (148 ft) in length on a shoal in the Palk Strait. 
 




 


The National Highway completed the 9.5-km-long road 5 km from Mukuntharayar Chathiram to Dhanushkodi and 4.5 km from Dhanushkodi to Arichamunai. Tourists can visit by their own vehicle and end up with Pillars of Ashoka. Until 2016, Dhanushkodi was reachable either on foot along the seashore or in jeeps. In 2016, a road was completed from the village of Mukundarayar Chathiram.

A meter gauge railway line connected Mandapam on mainland India to Dhanushkodi.Boat mail express ran from Chennai Egmore to Dhanushkodi till 1964 when the metre-gauge branch line from Pamban to Dhanushkodi was destroyed during the 1964 Dhanushkodi cyclone. In 2003, Southern Railway sent a project report to Ministry of Railways for re-laying a 16 kilometres (9.9 mi) railway line to Dhanushkodi from Rameswaram. The planning commission looked into the possibility of a new railway line between Dhanushkodi and Rameswaram in 2010.

The area around Ramehswaram is prone to high-intensity geomorphic activity. A scientific study conducted by the Geological Survey of India indicated that the southern part of Dhanushkodi facing the Gulf of Mannar sank by almost 5 meters (16 ft) in 1948 and 1949, due to vertical tectonic movement of land parallel to the coastline. As a result of this, a patch of land of about 0.5 kilometers (0.31 mi) in width, stretching 7 kilometers (4.3 mi) from north to south, submerged in the sea.

On 17 December 1964, a depression formed at 5°N 93°E in the South Andaman Sea. On 19 December, it intensified into a cyclonic storm. After 21 December 1964, it moved westwards, almost in a straight line, at the rate of 400 to 550 kilometers (250 to 340 mi) per day. On 22 December, it crossed Vavunia in Sri Lanka and made landfall at Dhanushkodi on the night of 22–23 December 1964. Estimated wind velocity was 280 kilometers per hour (170 mph) and tidal waves were 7 meters (23 ft) high.

An estimated 1,800 people died in the cyclonic storm on 22 December including 115 passengers on board the Pamban-Dhanushkodi passenger train. The entire town was marooned and the Government of Madras declared Dhanushkodi as a ghost town, unfit for living. In December 2004, around the 40th anniversary of the deadly cyclone, the sea around Dhanushkodi receded about 500 metres (1,600 ft) from the coastline, exposing the submerged part of the town for a while followed by massive tsunami waves that struck the coast.
 
Dhanushkodi is connected by roadways and railways. One can take the 9 km long National Highway which connects to the city. Local transport is also available from different cities nearby. Tourists visit this city in their personal vehicles or in jeeps. Dhanushkodi is about 13 km from the main city Rameswaram.

The Incredible Magdeburg Water Bridge, Magdeburg, Germany

The Magdeburg Water Bridge is a large navigable aqueduct in central Germany, located near Magdeburg. The largest canal under bridge in Europe, it spans the river Elbe and directly connects the Mittelland kanal to the west and Elbe-Havel Canal to the east of the river, allowing large commercial ships to pass between the Rhineland and Berlin without having to descend into and then climb out of the Elbe itself. The bridge was completed in 2003.
Planning for the canal crossing dates back to at least the beginning of the 20th century. Work on the Mittelland kanal began in 1905, while work on the overall project continued until 1942, when all construction was brought to a halt because of World War II. After the war, the government of East Germany did not resume work on the project because east-west trade was no longer important in the context of the Cold War. After the reunification of Germany, the reestablishment of major water transport routes made the water bridge a priority again. Work started in 1998, with construction taking six years and costing €501 million. The water bridge now connects Berlin’s inland harbor network with the ports along the Rhine River. The aqueduct's tough structure incorporates 24,000 tons of steel and 68,000 cubic meters of concrete.
 
 





The 918 meter-long Magdeburg Bridge is the longest navigable aqueduct in the world. The water bridge has a width of 34 meters with water depth of 4.25 meters for the vessels to pass through. At least 24,000metrical tons of steel along with over concrete 68,000cubic meters were used to build the Channel Bridge, allowing large commercial vessels to pass through.

The Canal Bridge comprises two parts such as the Main Bridge and the Approach Bridge. The bridge also features a double lock that was constructed to enable vessels to descend from the level of the bridge and Mittelland Canal to that of the Elbe-Havel Canal. In addition, a single lock was built at Rothenseein order to help vessels descend from the bridge level to the Elbe and the Magdeburg harbor. Though following a similar structural design, both bridges follow a different design approach and this change in design is illustrated by the tall concrete towers positioned on the three abutments. The Main Bridge is a 3-span continuous steel beam bridge, while the Approach Bridge is a multi-span steel beam bridge.