User:Abstract.Absurdism

Overview Translations

Date	Activity	Time Spent	Problems
20/04/2016	Zurich Underground Pair 1	45 min	Translating directly (Close to the original)
27/04/2016	Zurich Underground Pair 8	1:30 h	Adding links
04/05/2016	Zurich Underground Pair 10	1:30 h	Certain vocabulary
11/05/2016	Zurich Underground Pair 14	1:30 h	Adding references
25/05/2016	Pair 10 & Pair 14 (adding links), Flüchtlingsausweis	1:30 h	Adding links
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:

• 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.

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. 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.

[[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. 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.

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.

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. 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) 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.

Refugee Identity Certificate

The term refugee identity is usually a synonym for the travel document for refugees.

Since 28th January 2016 refugees in the Federal Republic of Germany have received a proof of arrival. If they have filed an asylum application, they also receive 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.

Das Wort Flüchtlingsausweis wird zumeist synonym für den Reiseausweis für Flüchtlinge verwendet.

In der Bundesrepublik Deutschland erhalten Flüchtlinge bei ihrer Ankunft seit 28. Januar 2016 zunächst einen Ankunftsnachweis. Haben sie einen Asylantrag gestellt, erhalten sie zusätzlich eine Aufenthaltsgestattung. Werden sie als asylberechtigt anerkannt oder wird ihnen die Flüchtlingseigenschaft zuerkannt, erhalten sie einen Reiseausweis für Flüchtlinge und einen Aufenthaltstitel.

Refugee Identity Certificate after World War II

After the Second World War, millions of Germans were expelled from their homeland. The survivors took refuge in what is known today as the Federal Republic of Germany (which at that time was divided into four occupation zones) 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 and the respective status of each individual documented in an admission procedure on arrival.. These were issued in a camp in Friedland; for Soviet zone refugees who came via West Berlin, in a camp in Berlin-Marienfelde.

Nach dem Zweiten Weltkrieg wurden Millionen von Deutschen aus ihren Heimatgebieten vertrieben. Die Überlebenden fanden Zuflucht auf dem Gebiet der heutigen Bundesrepublik Deutschland (das in vier Besatzungszonen geteilt war) oder in anderen Ländern.

Die Bundesrepublik und die DDR wurden 1949 gegründet; ihre Souveränität war aber noch lange beschränkt (siehe Rechtslage Deutschlands nach 1945).

In der Bundesrepublik schuf man einen Ausweis für Vertriebene und Flüchtlinge, der den jeweiligen Status dokumentierte; ausgestellt wurden sie im Aufnahmelager Friedland; für Sowjetzonenflüchtlinge, die über West-Berlin kamen, im Aufnahmelager Berlin-Marienfelde, jeweils nach einem Aufnahmeverfahren.

Background

From the 5th March 2002 the MDR showed at 21:30 the series "this country" in 15-minutes episodes "elephant, tiger and Co." with the second title "Tierzulande". In total, 12 episodes were aired, beginning with the episode "Operationday in the Zoo" and produced by DocStation (book/Director: Katrin peoples, Marcus otter).[1][2] Because of the large audience interest the MDR took over the series on their own and aired it from 1. April 2003 as an independent format.

Through the inclusion of the animal handler's personalities in the concept and the plot of the series, the series is a pioneer in the field of Zoo-documentaries. The success of elephant and tiger & Co. exceeded the expectations of the MDR and the zoo. There are now more than 640 episodes produced and broadcast.

In the beginning 15-minute, later 25-minute episodes for the Central German Radio were produced. For the afternoon program of "Das Erste" repetitions of the television series were cut in 45-minute blocks. The broadcast of the first season of these episodes of 4. October to 23. December 2005 were watched by an average of 1.93 million viewers.[3] The second season which, 27. December 2006 to 5. April 2007 was broadcast reached an average of 2.64 million viewers.[4]

The serial was influenced substantially by the two TV writers Jan Tenhaven and Axl Friedrich. In addition there are now nine other authors responsible: Jens Straw Schieder, Kerstin Holl, Antje Schneider, Eva Demmler, Lutz Tauscher, Stefanie Wagemann, Christiane Probst, Beate Gerber and Melanie Henze. Speaker and - in special programs - intermittent actor is the musician and actor Christian Steyer. His representative is the radio speaker Uve Teschner.