User:Abstract.Absurdism: Difference between revisions
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The word refugee identity is usually a synonym for the travel document for refugees. |
The word refugee identity is usually a synonym for the travel document for refugees. |
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In the Federal Republic of Germany since the 28th January 2016 refugees first receive a proof of arrival. If they have filed an asylum application, they also receive a residence |
In the Federal Republic of Germany since the 28th January 2016 refugees first receive a proof of arrival. If they have filed an asylum application, they also receive a residence authorisation. If they are recognised as entitled to asylum they will be granted refugee status and will receive a travel document for refugees and a residence title. |
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== Refugee Identity Certificate after World War II == |
== Refugee Identity Certificate after World War II == |
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Revision as of 09:21, 25 May 2016
Overview Translations
| Date | Activity | Time Spent |
|---|---|---|
| 20/04/2016 | Zurich Underground Pair 1 | 45 min |
| 27/04/2016 | Zurich Underground Pair 8 | 1:30 h |
| 04/05/2016 | Zurich Underground Pair 10 | 1:30 h |
| 11/05/2016 | Zurich Underground Pair 14 | 1:30 h |
| 25/05/2016 | Pair 10 & Pair 14 (adding links), Flüchtlingsausweis | 1:30 h |
| 25/05/2016 | Example | Example |
| 01/06/2016 | Example | Example |
| 08/06/2016 | Example | Example |
| 15/06/2016 | Example | Example |
| 22/06/2016 | Example | Example |
| 29/06/2016 | Example | Example |
| 06/07/2016 | Example | Example |
| 13/07/2016 | Example | Example |
| 20/07/2016 | Example | Example |
| 29/06/2016 | Example | Example |
pair 1 Jana and Annabelle
Zurich Underground
mini|hochkant=1.5|Geplante U-Bahn-Linien (1972)
The Zurich Underground was a project started in the 1970s to build the rapid transit network in the city of Zurich and several bordering municipalities. In the original plan the first line led from Dietikon via Schlieren, Zurich main station, Oerlikon and Opfikon to Zurich airport, including two short branch lines to Schwamendingen and Kloten. The two most important development axes of the agglomeration, Limmattal and Glatttal, would have been joined onto the network. The line would have been 27.5 km long, 14.8 km of which would have been underground. At a later point in time the construction of two more lines was planned. In spite of initial optimism the project was rejected in a referendum by the voters in the Canton of Zurich. As early as the 1st of April 1962, the "Tiefbahn" (rapid transit) project, which would have included the lowering of the Zürich S-Bahn in the city centre by building 21.15 km of underground line, was also rejected in a referendum. Some of the lines, which were built as preliminary work for the Underground that was never realised, are used today as the Milchbuck-Schwamendingen tram tunnel and as the final stop of the Sihltal-Zürich-Uetliberg-Bahn.
pair 8 Jana and Annabelle
[[Datei:Zurich Be 4-4 Karpfen 1416 Bahnhof Enge.jpg|mini|Für den Tunnelbetrieb konzipierte Trams des Typs Be 4/4 («Karpfen»)]] The following tunnel routes were planned:[1]
- Kalkbreite/Birmensdorferstrasse – Stauffacher – Sihlporte – Löwenplatz – Zürich Hauptbahnhof(main station) – Limmatstrasse
- Sihlporte – Talacker – Paradeplatz – Bellevue – Seefeldstrasse/Kreuzplatz
- Bellevue – Heimplatz (Kunsthaus) – University of Zurich – Universitätsstrasse
- Zürich Hauptbahnhof – Central – Heimplatz – Hottingerstrasse
- Central – University of Zurich – Gloriastrasse
- Löwenplatz – Paradeplatz – Bleicherweg
- Zürich Hauptbahnhof – Schaffhauserplatz – Hirschwiese – Oerlikon – Schaffhauser-/Binzmühlestrasse
- Irchel – Hirschwiese – Winterthurerstrasse – Hirschen Schwamendingen – Dübendorferstrasse
- Schaffhauserplatz – Bucheggplatz – Hofwiesenstrasse
Wherever possible, an open construction was desirable. Some sections between Zuerich Central and the University, below the Hirschgraben, as well as from Bellevue to Heimplatz, were to be constructed using a mining technique. A direct routing between the main station and Paradeplatz below the middle part of the Bahnhofstrasse was to be avoided due to the great amount of cables, so, along the Rennweg and the western side of St. Peterhofstatt, the mining technique was suggested.[2]
pair 10 Jana and Annabelle
Planungen
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At first, after the rejection of the Underground project, the authorities were helpless because the result of the referendum did not allow to draw clear conclusions. In 1963, the city council made the architect and interior designer Hans Marti delegate of the newly built office of urban planning. Even though Marti was in favour of underground rail transport, he was very critical of claims to restructure the city in order to make it more car-friendly. He thought it to be illusionary that the tram would disappear from the city in the coming decades.[3] The municipal authorities became convinced that the traffic problems could be solved only by regional planning transcending the city´s territory, in cooperation with the Canton of Zurich and the confederation of Switzerland. In 1963, the council of the Zurich Canton granted a loan of 935 Francs to draft overall plans, which, among several other areas also made the development of the transport network a subject of discussion. The Canton and the City of Zurich, as well as the Swiss Federal Railways implemented a coordinating committee in order to develop the transport plan, which was included in the overall plan.[4]
[[Datei:Hans Künzi.jpg|mini|hochkant|links|Hans Künzi, Präsident der Behördendelegation]] The final report of the committee was presented on the 18th May, 1966. According to this rail-bound means of transport, independent of streets, should carry the main load of the public traffic and one distinguished between coarse, means and fine distributors. As a coarse distributor the existing SBB railroad network was intended, which should open the second suburb belt (from a radius of ten to twelve kilometers of the city centre). In the "Metropolitangebiet" within this radius a(n) conventional underground (of conventional make) would take over the role of the fast central distributor, because buses and trams were not suitable in addition. Rather these should serve as a fine distributor and underground feeder. The tram net should be adapted to the new conditions, concerning the abolition of distances in the city centre, but also the building of new distances in the exterior city accommodations.[5] At the border of the Metropolitangebiets, "contact railway stations" were intended between underground and suburban train; from these the suburban trains should operate without hold up to the city centre. [6]
pair 14 Jana and Annabelle
In the run-up to the referendum it had been inquired to ask (consider) question of the construction of the underground and S-Bahn separately. In fact, the S-Bahn was largely undisputed, while the underground caused a socio-political debate. Especially exponents of the SP were against the (what they called it) "project of the great Madness". As a result of the underground construction they feared rising land prices, higher rents and the decrease of apartments, which would be used up by office spaces. This lead to a displacement of the residents of the city to the villages and ultimately to longer routes to their respective work places. The opponents furthermore considered the cost of the underground as "astronomically high". The Advocates argued that the underground is a project of environmental protection. Additionally they ensured that a large number of accompanying measures had been taken to maintain and encourage urban living spaces. Their argument that without the underground there would be danger of a "traffic gridlock", didn't work, especially as the economic cooled down and the number of inhabitants of the city of Zurich declined again slightly.[7][8]
On 20. May 1973 the people had to decide at the cantonal level on <<the decision of the Cantonal Council on the granting of a loan for the expansion of public transport in the Zurich region>>. Meant was the start of the financial participation of the Canton of Zurich on underground construction, where 599,2 million Swiss francs were to be approved. In addition to this, in the city of Zurich a decision had to be made on the template "Expansion of public transport (construction and financing of a underground and the S-Bahn, founding treaty)". It included the municipal participation in the construction of the metro and a small part of the S-Bahn and the founding treaty of the "transport companies in the Zurich Region" (VRZ). This was a further 545,5 million francs. The VRZ, in which the city of Zurich, as well as the communities Dietikon, Kloten, Opfikon and Schlieren are involved, would be an extension of the transport companies Zurich, including the underground operation.[9] Would both templates have been adopted, then the federal would have made his contribution on the S-Bahn construction. It was not, however: at an above-average participation of 64.2 %, the cantonal template with 234'320 to 177'362 Voices (56,92% No)[10] rejected; only 34 of 170 municipalities agreed. Even more clearly failed the urban template with 50'114 to 123'210 Voices (71,09% No). SP-cantonal council of Franz Schumacher said the referendum was a rejection of the unbridled economic growth and said that the no could only been applied to the U-Bahn.[11]
Refugee Identity Certificate
The word refugee identity is usually a synonym for the travel document for refugees.
In the Federal Republic of Germany since the 28th January 2016 refugees first receive a proof of arrival. If they have filed an asylum application, they also receive a residence authorisation. If they are recognised as entitled to asylum they will be granted refugee status and will receive a travel document for refugees and a residence title.
Refugee Identity Certificate after World War II
After the Second World War, millions of Germans were expelled from their home areas. The survivors took refuge in the area of the today's Federal Republic of Germany (which was divided into four zones of occupation) or in other countries.
The Federal Republic of Germany and the GDR were founded in 1949; but their sovereignty was still limited for a long time (see legal situation in Germany after 1945).
In the Federal Republic of Germany a passport for displaced persons and refugees was created, the respective status documented; they were issued in the camp Friedland; for Soviet zone refugees over West Berlin, in Camp Berlin Marienfelde, after each recording method. Not all candidates from the Soviet occupation zone had been recognized as a refugee. The refugee identity confirmed the "Recognition as a refugee" and opened access to a wide range of aid for this group of people (such as immigration law, d. h. Eligibility for the allocation of a rental apartment; help for living or loans from it as a subsidy for the purchase of own property).
- ^ "Schach dem Verkehrs-Chaos" (PDF, 2,8 MB). www.alt-zueri.ch. 1962. Retrieved 2016-01-02.
{{cite web}}: Unknown parameter|kommentar=ignored (help) - ^ Das Projekt einer Tiefbahn für Zürich. Schweizerische Bauzeitung 79/47 (1961), S. 851.
- ^ Hans-Rudolf Galliker: Tramstadt. S. 217–218.
- ^ Hans-Rudolf Galliker: Tramstadt. S. 220.
- ^ Bundesblatt Nr. 39/1972, S. 574–575.
- ^ Hans Künzi: Die zukünftige U-Bahn von Zürich. Schweizerische Bauzeitung 88/51 (1970), S. 1194.
- ^ Cite error: The named reference
nzzwas invoked but never defined (see the help page). - ^ Cite error: The named reference
tramstadt225was invoked but never defined (see the help page). - ^ Bundesblatt Nr. 39/1972, S. 573.
- ^ Bundesblatt Nr. 39/1972, S. 573.
- ^ Cite error: The named reference
hobmeier12was invoked but never defined (see the help page).