User:MarsTrad

Translating Wikipedia SS 16

Week	Article	Words	Link & references	Time
Week 1	U-Bahn Zurich	509	only 1st par.	ca.180'
Week 2	U-Bahn Zurich	170	yes	ca.120'
Week 3-4	U-Bahn Zurich	396	yes	ca.150'
Week 5-6	Wähe	413	yes	ca.150'
Week 7	San Michele al Tagliamento	647	yes	ca. 200'
Week 8	Irie Révoltés	549	yes	ca.180'
Week 9	Pizzakarton	418	yes	ca.150'
Week 10	Pizzakarton	205

Week 1 - U-Bahn Zürich (Este Pläne)

DRAFT BEFORE PROOFREADING:

First Plannings

In 1864, one year after the opening of the Metropolitan Railway in London, the Zürcherische Freitagszeitung (Zürich Friday Journal) published the visionary idea of a partly underground steam railway, that went from the main station, crossed the Fröschengraben and reached the lake of Zürich. However the moat was filled up and made way to the Banhofstraße square. At the beginning of 1930ies, the development of Zürich light rail network was complete and new districts became attainable thanks to bus and trolleybus lines. The municipal architect Herbert Steiner, who had developed the Zürich building and district regulations of 1948, predicted there would be 550’000 inhabitants. He deemed the disentanglement of the traffic stream and the massive expansion of the means of public transport essential in order to realize the ideal of a garden city, however in his opinion the city was and would always be too small for the underground. The architect Armin Meili and the geographer Hans Carol held similar views, but due to the imminent post-war economic boom (Golden Age of Capitalism) and mass motorization their voices remained unheard.

In a 1946 study, Kurt Wiesinger, professor of mechanical engineering at the ETH Zürich, suggested the idea of a “ultra-rapid urban railway”, which would have covered the distance from the main station to Oerlikon in just two minutes. In 1947, on the pages of the Schweizerischen Bauzeitung, the architect Wolfgang Nägeli presented a more realistic projects. Some tram sections in the city centre should have been transferred underground. He suggested to dig a tunnel under the Bahnofstrasse between Bürkilplatz and Platzspitz with branches going from Paradeplatz to Sihlstrasse and from the main station to Weinbergstrasse. This first stage of the underground consisted of 2,7km of tunnels and 0,7km of ramps and bridges, and the costs were estimated between 35 and 40 million Swiss francs. A second stage of the Weinbergstrasse to Beckenhof would have been 1,1 km long (plus 0,2 km of ramps) for an estimated costs of additional 14-18 million of Swiss francs. On the 28 of March, the private initiative comittee “for the underground in Zürich”, presided by the civil engineer Adolf Weber, submitted a petition to obtain construction and operation licence. A 107km-long underground network made up of 158 stations had to be created, with lines departing from Zürich towards Küsnacht, Witikon, Dübendorf, Kloten, Weiningen, Dietikon, Sellenbüren, Adliswil and Thalwil.After a first revision, 90km were added to the planned total length. The necessary investments of about two billions francs were to be found on private basis, with interest rate partially guaranteed by the authorities. In view of the shocking costs, it was unlikely that the Federal Assembly would have accepted the petition, and consequently it was withdrawn.

The 30th May 1959 an additional committee submitted two municipal motions “by voting population aiming at the realization of the underground in Zürich”. The first one, asked the City Parliament (Gemeinderat) to guarantee 200’000 francs for a project about the building of two underground lines (Enge-Kloten and Altstetten-Tiefenbrunnen), which covered a total length of 19,7km.

DRAFT AFTER PROOFREADING:

First Plans

In 1864, one year after the opening of the Metropolitan Railway in London, the Zürcherische Freitagszeitung (Zürich Friday Journal) published the visionary idea of a partly underground steam railway, that went from the main station, crossed the Fröschengraben and reached the lake of Zürich. However the moat was filled up and made way to the Banhofstraße square. At the beginning of 1930ies, the development of Zürich light rail network was complete and new districts became attainable thanks to bus and trolleybus lines. The municipal architect Herbert Steiner, who had developed the Zürich building and district regulations of 1948, predicted there would be 550’000 inhabitants. He deemed the disentanglement of the traffic stream and the massive expansion of the means of public transport essential in order to realize the ideal of a garden city, however in his opinion the city was and would always be too small for the underground. The architect Armin Meili and the geographer Hans Carol held similar views, but due to the imminent post-war economic boom (Golden Age of Capitalism) and mass motorization their voices remained unheard.

In 1864 a steam railway was to be built in Fröschengraben

In a 1946 study, Kurt Wiesinger, professor of mechanical engineering at the ETH Zürich, suggested an “ultra-fast urban railway”, which would cover the distance from the main station to Oerlikon in just two minutes. In 1947, the architect Wolfgang Nägeli presented a more realistic projects in the Schweizerische Bauzeitung. Some tram sections in the inner city would be built underground. He suggested to dig a tunnel under the Bahnofstrasse between Bürkilplatz and Platzspitz with branches going from Paradeplatz to Sihlstrasse and from the main station to Weinbergstrasse. This first stage of the underground consisted of 2,7km of tunnel tracks and 0,7km of ramps and bridges. He estimated it would cost between 35 and 40 million Swiss francs. In the second stage the tracks from Weinbergstrasse to Beckenhof would have been 1,1 km long (plus 0,2 km of ramps) for an estimated cost of additional 14 to 18 million Swiss francs. On 28th March 1949, the private "Initiative Comittee for the Underground in Zürich”, chaired by the civil engineer Adolf Weber, submitted a request to the Department of Post and Railways to obtain a construction and business licence. A 107 km long underground network with 158 stations was to be built, including lines departing from Zürich to Küsnacht, Witikon, Dübendorf, Kloten, Weiningen, Dietikon, Sellenbüren, Adliswil and Thalwil. After a first revision, the estimated total lenght was down to 90 km. The necessary investments of nearly two billions francs were to be found on a private basis, with an interest rate partially guaranteed by the public authorities. In view of the horrendous costs, it was unlikely that the Federal Assembly would accept the request, and consequently it was withdrawn.

On 30th May 1959 another committee submitted two municipal motions “by Those Entitled to Vote for the Purpose of the Realization of the Underground in Zürich”. The first motion, asked the City Parliament (Gemeinderat) to grant 200’000 francs for a study for the building of two underground lines (Enge-Kloten and Altstetten-Tiefenbrunnen), which covered a total length of 19,7km. As it fell under the jurisdiction of the Zurich City Council (executive power) it was denied. The second motion commissioned the City Coucil to solve the traffic problems in such a way that the foundation of a subsidiary manufacturing company for the Zürich underground could be carried out on a shared economic basis. As the city council was already conducting a study with the same tram lines, the voters were told to deny the motion. In the ensuing voting campaign, several called the enterprise 'unrealistic' and 'disproportionate'. It was said that Zürich did not have the necessary magnitude for an underground and that the initial costs were too high. The town popular vote on February the 14th 1960 turned out 48'502 to 20'944 (69,8% against) clearly opposed to the realization of the underground.

Problems encountered:

General premise: First and foremost, I have to deal with the basic problem that neither german nor english is my mothertongue, and I am still far from mastering them at a native-speaker level. My overall knowledge of both languages reaches a C1 level according to the CEFR. For this reason, I normally need a considerable amount of time in order to complete the weekly assignments - as compared with the other students - and I have to rely heavily on online dictionaries. Although I am confronting myself with a quite demanding activity, it is also very stimulating in order to further develop my translation skills. Working in pair is definitely very useful for my learning process of both German and English.

• Terminology: this article include lot of technical terms, belonging to the fields of transportation, building industry and mechanic (Dampfbahn, Autobus- und Trolleybus-Linien, Stadtbaumeister, Verkehrsströme, Verkehrsnetzes, Ultra-Schnellbahn, Bauingenieur, Zweigstrecken).
• Terminology: specific denominations of Switzerland's administrative organs (Gemeinderat, Stadtrat, Eidgenössischen Post- und Eisenbahndepartement, Bundesversammlung)
• Terminology: german complex compound nouns and adjectives (Bau- und Zonenordnung, Bau- und Betriebskonzession, Stimmberechtigten, gemeinwirtschaflich, Betriebsgesellschaft)
• Terminology: proper names of newspaper, streets, square, city districts are obviously left in German.
• Grammar: focus of the article is the planning of Zurich underground. There is therefore an extensive use of the Konjunktiv II form of the verb "sollen", which was sometimes difficult to translate without overloading the syntax ("sollte": was to be, would have been, would be).
• Insertion of images took approximately 10 minutes.

Week 2 - U-Bahn Zurich (Tiefbahn-Projekt)

DRAFT BEFORE PROOFREADING:

The "Tiefbahn" Project

Besides private initiatives, also the authorities were busy with a long-term transportation planning. In 1952, the City Council asked two teams of experts to elaborate a general traffic plan. The first team was constituted by Carl Pirath and Max Erich Feuchtinger from the University of Stuttgart, and the second by Kurt Leibbrand and Philipp Kremer of the ETH Zürich. Their task was to find a solution to Zurich traffic problems at least for the following thirty years. In doing this they had to deal with a number of 555’000 inhabitants living in the city and more than one million in the urban agglomeration. The proposals presented by both teams in 1955 had several points in common. For the motorized individual transport were to be created passage axles and junctions with over- and underpasses, elevated roads and tunnels in order to ease the traffic flow. If the tramway were to remain the backbone of the local passenger transport, it had to be completed with underground sections. However, the two plans differed widely on one point: Pirath-Feuchtinger proposed an extensive urban rail network, which later on was to become a fully adequate underground. On the other hand Leibbrand-Kremer wanted to realize just a smaller, partly underground tram network in the inner city, known in Zurich as «Tiefbahn».

DRAFT AFTER PROOFREADING:

The Premetro Project

Apart from these private initiatives, the authorities were also engaged in long-term transportation planning. In 1952, the City Council comissioned two teams of experts to devise a plan for the main traffic, one of which was led by Carl Pirath and Max Erich Feuchtinger from the University of Stuttgart, the other by Kurt Leibbrand and Philipp Kremer of the ETH Zurich. Their task was to find a solution to the traffic problems of Zurich that should last until the 1980s. The calculations were done with a number of 555‘000 inhabitants living in the city and more than one million in the urban agglomeration. The proposals presented by both teams in 1955 had several points in common. High-capacity transit passages were to be created for the motorized private transport and junctions with over- and underpasses, elevated roads and tunnels disentangled. The tramway was to be kept as the backbone of the local passenger transport and underground tracks would be added to it. However, the two plans differed widely in one point: Pirath-Feuchtinger proposed an extensive light railway network, which could be extended to a full underground network later on. Leibbrand-Kremer on the other hand wanted to realize a smaller, partly underground tramway network in the inner city, known in Zurich as the «Tiefbahn».

Planned premetro lines (1962).

Problems encountered

• See previous remarks on terminology (motorisierten Individualverkehr, Durchgangsachsen, Öffentlicher Personennahverkehr, U-Strassenbahn-Netz, Tiefbahn)
• Problems in translating "dabei", subsequent decision to omit it
• Syntax: necessary modifications of german structures ("Gefordert war die Lösung der Zürcher Verkehrsprobleme" changes in "Their task was to find a solution to the traffic problems of Zurich")
• Syntax: structure "zwar-aber" was omitted
• Terminology: the term "Tiefbahn" in the last sentence is not translated. It is a specific term to indicate the hybrid situation of the railway transport in Zurich at that time and the focus of the sentence is namely on the use of this term in the Zurich region.

Week 4 - U-Bahn Zurich (par.11)

DRAFT BEFORE PROOFREADING:

A delegation of authorities was constituted for the realization of the concepts proposed in the transportation plan. The city and the canton financed its work with two million francs each, while the Swiss Federal Railway covered both the project cost and the costs for the planning of its own facilities with 250,000 francs. On the 24th January 1967 the delegation met for the first time . Among its members were the city president Sigmund Widmer, the city councillors Ernst Bieri and Adolf Maurer, the government councillors Alois Günthard, Rudolf Meier and Hans Künzi, the drectors general of the Swiss Federal Railway Otto Wichser and Karl Wellinger as well as the district director Max Strauss. Künzi held office as president, Widmer and Weilinger as vicepresidents. Their tasks were diverse: clarification of legal issues, formulation of financing proposals, resolution of matters concerning operation and construction, completion of the current transportation plans for the wider region Zurich, operational concept and expansion planning of the regional rail traffic, public information. For this purpose, the delegation established eight working groups.

A three-lines underground was planned:

• Line 1 was to start from Dietikon. Subsequently, it was to lead to Zurich airport, crossing Schlieren, Stauffacher, Zurich main station, Hirschwiesen and Oerlikon, with a short branch towards Kloten. Also the branch line form Hirschwiesen to Schwamendingen was to be included in this first stage. The branches Oerlikon-Furttal, Kloten-Effretikon and Shwamendingen-Dübendorf were to be added at a later moment.
• Line 2 was to cover the branch Dübendorf-Schwammendingen-Hirschwiesen. Frome there, it was to cross Limmatplatz, Stauffacher and Paradeplatz to lead to Bellevue, where it brached out towards Forch and Tiefenbrunnen.
• Line 3, the last one to be built, was to start in Unterengstringen, cross Höngg, Limmaplatz, the main station, Paradeplatz and Enge station and run till Thalwil.

Line 1 was planned at a ready-to-built stage, since it covered the two most important traffic axis in the metropolitan region (Glatttal and Limmattal) and, according to the traffic concepts, it could be an efficient system on its own. Likewise, was the construction of the branch line towards Schwammendingen, because this rapidly growing district was badly developed.The maximum speed of the underground was set at 80km/h, the minimum radius at 245 m, the maximum inclination of the line at 40‰ and of the stations at 5 ‰. The standard-gauge section was to be electrified with 1500V direct current using a third rail. As rolling stock were planned eight-axle railcars of type Be 8/8 (45,6m lenght and 2,9 m width). Each three railcars were put together forming a 136,8m long train, with a total of 1302 places (of which 360 were seats).

DRAFT AFTER PROOFREADING:

A delegation was organised to realize the concepts proposed in the transportation plan. The city and the canton financed their work with two million francs each, while the Swiss Federal Railway covered both the project costs and the costs for the planning of its own facilities with 250,000 francs. On 24th January 1967 the delegation met for the first time . Among its members were the city president Sigmund Widmer, the city councillors Ernst Bieri and Adolf Maurer, the government councillors Alois Günthard, Rudolf Meier and Hans Künzi, the directors general of the Swiss Federal Railway Otto Wichser and Karl Wellinger, as well as the district director Max Strauss. Künzi held office as president, Widmer and Weilinger as vice-presidents. Their tasks were diverse: the clarification of legal issues, the formulation of financing proposals, the resolution of matters relating to management and construction, the completion of the ongoing transportation plans for the wider region of Zurich, operational concepts and the planned expansion of the regional rail traffic and public information. For this purpose, the delegation established eight working groups.

A three-line underground was planned:

• Line 1 was to start from Dietikon, then lead to Zurich airport, crossing Schlieren, Stauffacher, Zurich main station, Hirschwiesen and Oerlikon, with a short branch line going off towards Kloten. The branch line form Hirschwiesen to Schwamendingen was to be included in this first stage,Oerlikon-Furttal, Kloten-Effretikon and Shwamendingen-Dübendorf were to be added at a later stage.
• Line 2 was to go from Dübendorf via Schwammendingen to Hirschwiesen. From there, it was to cross Limmatplatz, Stauffacher and Paradeplatz and end at Bellevue, where it brached out towards Forch and Tiefenbrunnen.
• Line 3, the last one to be built, was to start in Unterengstringen, cross Höngg, Limmaplatz, the main station, Paradeplatz and Enge station and finish at Thalwil.

Line 1 was planned right through to the construction stage since it covered the two most important traffic axes in the metropolitan regions of (Glatttal and Limmattal) and, according to the traffic concepts, it could be an efficient system on its own. The construction of the Schwammendingen branch line was also given priority, because this rapidly growing district was badly developed.The maximum speed of the underground was set at 80km/h, the minimum radius at 245 m, the maximum inclination of the line at 40‰ and of the stations at 5‰. The standard-gauge section was to be electrified with 1500V direct current using a third rail. Eight-axle railcars of type Be 8/8 (45,6m length and 2,9 m width) were planned as rolling stock. Railcars in groups of three formed a 136,8m long train, with a total capacity for 1302 passengers (including 360 seats).

Problems encountered

• Terminology: the achronym SBB needs to be clarified with "Swiss Federal Railway"
• Terminology: compounds need reformulation (Planungs- und Projektierungskosten- "the project costs and the costs for the planning"; Bau- und Betriebsfragen-"resolution of matters relating to management and construction")
• Syntax: german structures (Geplant war ein U-Bahn-Netz mit drei Linien - "A three-line underground was planned")
• Syntax: long participial construction in subject position (Zur Umsetzung des im Transportplan vorgeschlagenen Konzepts bildete sich eine Behördendelegation). The sentence needs to be rephrased in "A delegation was organised to realize the concepts proposed in the transportation plan", also preferring verbal rather than nominal structure ("zur Umsetzung" - "to realize").
• Syntax: participial constructions with the verb "bauen" were omitted, because the meaning was clear (Die als erste zu bauende Linie 1; Die anschliessend zu bauende Linie 2; Die zuletzt zu errichtende Linie 3)
• Terminology-syntax problems in the sentence Bis zur Baureife geplant wurde die Linie 1. Considering both the difficulty of translating the expression "bis zur Baureife" and the somehow twisted german syntax, the solution is "Line 1 was planned right through to the construction stage".
• Terminology: technical terms (Streckenradius; Streckenneigung; Stationsneigung; normalspurige Strecke; elektrifizieren; Rollmaterial; achtachsige Triebwagen)

Week 5-6 - Wähe

Als Wähe (aus der baslerischen, zürcherischen, badischen und elsässischen Dialektbezeichnung abgeleitet) werden flache Blechkuchen aus der Schweizer und der alemannischen Küche bezeichnet. Eine Wähe besteht im Wesentlichen aus einem Mürbeteig (auch geriebener Teig oder Kuchenteig genannt) und einem Belag aus Früchten, Gemüse oder beispielsweise Käse. Mancherorts werden Wähen mit einem Hefeteig zubereitet, gelegentlich findet man auch Wähen aus Blätterteig. Meistens wird eine Wähe mit einem Milch-Ei-Guss oder Rahm-Ei-Guss zubereitet, der beim Backen verdickt und gelblich wird. Die Früchte oder das Gemüse werden bei der Wähe mitgebacken. Die Zubereitung entspricht so fast vollständig dem französischen Quiche oder Tarte, nur dass der Guss bei der Wähe zusätzlich gezuckert oder gesalzen wird.

The term Wähe (which derives from the dialect in the regions of Basel, Zurich, Baden and Alsace) refers to a flat cake typical of the Swiss and Alemannic cuisine. A Wähe is prepared basically with short pastry - also known in German as "Kuchenteig" - and a topping of either fruits, vegetables or cheese. Wähen are sometimes prepared with yeast dough and occasionally with puff pastry. A Wähe is made with a mixture of milk (or cream) and eggs, and it rises to become thick and yellow when baked. The fruits or vegetables are baked together with the Wähe. The preparation is thus very similar to that of the French Quiche or Tarte.

Apple Wähe

Geschichte

Die Wähe dürfte ihren Ursprung im schweizerischen Mittelland haben. Die erste urkundliche Erwähnung des Begriffs «wäye» stammt aus dem Jahr 1556. Sie wird in einem Zürcher Sprachlexikon als «Fladen oder Kuchen» beschrieben. Entstanden ist die Wähe in der Hausbäckerei. Gemäss Albert Spycher wurden Teigreste verwendet, die beim Brotbacken in der Teigschüssel blieben. Man „wallte (…) die so gewonnen Brotteigreste zu dünnen Fladen und drückte den Teigrand zu einem Wulst zusammen, damit der Belag nicht auslaufen konnte“. Belegt wurden sie dann mit denjenigen Zutaten, die gerade im Haushalt aufzufinden waren. Es kamen Früchte wie Gemüse in Frage und deshalb lässt sich die Geschichte der salzigen und der süssen Wähe nicht trennen.

Die Wähen blieben kein Arme-Leute-Essen, sondern fanden ihren Weg auch in die bürgerliche Küche. Es findet sich beispielsweise ein Rezept einer «Apfel Dünne» im bürgerlichen «Kochbuch der Catharina Fehr». Das Rezept beschrieb die Zubereitung aus einem Butterteig, geschnittenen Äpfeln und einem Guss aus Mehl, Wein, Eier, Zucker und Rosinen. Seit dem 19. Jahrhundert werden Wähen auch in gewerblichen Bäckereien zubereitet.

In den katholischen und gemischt katholisch-reformierten Teilen der Schweiz, besonders im Osten, war die Wähe ursprünglich eine Fastenspeise, in den protestantischen Gegenden, vornehmlich im Westen, dagegen eine Festspeise. Die Wähe war auch in einigen Regionen (Freiburg und Waadtland) eine typische Freitagsspeise, da am Freitag kein Fleisch gegessen werden durfte. Durch diese Tradition gibt es heute immer noch viele Bäckereien, die nur freitags Wähen im Sortiment führen. In den Bergregionen kennt man die Wähe erst seit dem frühen 20. Jahrhundert. Der Grund war vermutlich, dass es für die Wähe einen Backofen brauchte, der in den alpinen Regionen sehr selten war. In den Alpenregionen wurden durch die vorherrschende Milchproduktion und Viehwirtschaft vor allem Käse- oder Rahmwähen zubereitet. Früchtewähen waren vorwiegend in den Obstbaugebieten der ländlichen Regionen bekannt. Heute werden in allen Regionen sowohl süsse wie auch salzige Wähen gebacken.

History

The Wähe is likely to have originated in central Switzerland. The first documented mention of the term "wäye" dates back to 1556 when it was described as a bun or cake in a lexicon from the Zurich area. The Wähe was first created in home baking and, according to Albert Spycher, it was made with the dough leftovers from bread-baking. The scraps of bread dough were rolled out into round flat cakes, the edges of which had to be raised and pressed together to prevent the topping from leaking out. They were topped with all those ingredients that were readily available at home. Since both fruits and vegetables were suitable ingredients, it is rather difficult to separate the story of the savoury Wähe from the sweet version.

However, the Wähe did not remain just poor man´s food, it also became very popular with the middle-class. The recipe for an "apple Dünne" can be found in "The Cook Book of Catharina Fehr" (1824), which was widespread among the burgeoisie. According to this recipe you need butter pastry, sliced apples, and a sauce made of flour, wine, sugar and raisins. Since the 19^th century the Wähe has also been prepared in industrial bakeries.

Originally, the Wähe was a food eaten during fasting in the Catholic parts of Switzerland, particularly in the East. On the other hand, it was a festive dish in the Protestant areas, above all in the West. In some regions (Freiburg and Waadtland) the Wähe was usually eaten on Friday, when meat was not allowed. Even today, many bakeries offer the Wähe only on Friday because of this tradition. In the mountain regions, the Wähe has been known only since the early 20^th century, probably because there ovens were very rare. In the alpine regions, given the prevailing livestock and milk production were prepared mainly Wähe with cheese and cream. The variety with fruit was the most common in the fruit-growing areas of the rural regions. Today both sweet and savoury Wähe are baked in every regions.

Problems encountered

• Terminology: partial terms overlapping between English and German
• Syntax: wrong positioning of also in the sentence
• Morphology: wrong use of the definite article; discontinuity in the use of singular and plural form of Wähe
• In general, several grammatic errors were easily detectable and could have been avoided

Week 7 - San Michele al Tagliamento & Bibione

There is already an English version of the first paraghraph of this article in the English Wikipedia.

San Michele al Tagliamento

San Michele al Tagliamento is a city with 12.024 inhabitants (status on 31.12.2013) on the Adriatic coast of Italy. It is particularly well-known thanks to the summer tourism in the town district of Bibione, which attracts a great number of tourists every year.

Location and facts

The neighbouring municipalities are Caorle, Fossalta di Portogruaro, Latisana (UD), Lignano Sabbiadoro (UD), Morsano al Tagliamento (PN), Portogruaro, Ronchis (UD) and Varmo (UD).

History

The first traces of human settlements date back to the 4th and 3rd centuries BC, when the lagoon (now part of the municipality of San Michele) was populated by the Veneti. From 181 AC onwards, the Romans' colonisation marked the beginning of land reclamation and agricultural development of the entire area. Since the end of the 18th century, archaeological excavations have brought to the discovery of black and white mosaic floors, copper coins, glass fragments and pottery, which trace back to the Roman imperial Period.

Bibione

Bibione is a middle-sized district of about 3000 inhabitants. It is a seaside resort, particularly popular among German and Austrian tourists. In the last years, the number of visitors from the Netherlands, Belgium, Czech Republic, Poland, Hungary and Ireland has risen significantly and this trend will probably continue. The city offers around 100.000 sleeping accommodations, whether in hotels, campsites or in holiday apartments. Bibione is mostly visited between May and September, since it is the most suitable period to bathe. Many shops and beach facilities are open only during the season, from May to September. Traditionally, a weekly market takes place every Tuesday on the square in front of the funfair. There can be found clothing, bath and beach towels, but also cheese, cold cuts and fruits.

Location

Bibione is situated between the Adriatic and the river Tagliamento. Given the soil consistency and on the basis of some excavations, it can be assumed that Bibione originally consisted of a small group of islands. These were connected to the mainland and the lagoon by a narrow stretch of land and in several roman and medieval documents were called insulae bibioni or Bibiones.

History

After the fall of the Roman Empire and the spreading of Christianity, Bibione was assigned to the bishops of Concordia. In the following centuries, the islands were neglected and pinewoods spread over the whole area. The actual land reclamation started at the beginning of the 20th century, when drainage canals and embankments were built. When the works ended around 1950, Bibione was left with its pine forests and its sandy beach. In the following years, the first holiday accommodations were built and Bibione turned into a tourist resort.

Present situation

Tourists coming especially from Germany and Austria, but also from Italy, East European countries and other parts of Europe (depending on the season and on the preferred town district) spend their holidays on the flat sandy beaches of Bibione. The cityscape is characterized by the numerous hotels, guest houses and campsites, which provide a total amount of beds that is forty times higher than the number of inhabitants. Bibione is especially popular among families, as childcare and entertaining activities are offered both in the hotels and on the beach. In the town area "Lido dei Pini", a 300 meters large beach section has been equipped especially for dogs and their owners. This part of the beach is called "Lido del Faro". All kinds of water sports (windsurfing, kayak, sailing, sea excursions) are also offered. At night, pubs and clubs complete the range of free-time activities. Bibione is divided into different areas: Lido dei Pini, Bibione Pineda, Bibione Spiaggia and Lido del Sole. In summer 2014, a smoking ban was imposed on the area between the shore and the first row of beach umbrellas and Bibione thus became Italy´s first smoke-free beach. However, smoking is still allowed in the area where beach umbrellas are for rent.

AFTER PROOFREADING

San Michele al Tagliamento is a town with 12,024 inhabitants (figures from 31.12.2013) in the province of Venice, Veneto, Italy. SS14 passes through the commune, whose frazione of Bibione is a famous tourist resort.

Bibione resort has a range of canine facilities, including showers, beds and leashes, as well as Pluto Beach, which is especially for dogs.Together with other upper Italian villages by the sea, Bibione is one of the most common tourist spots for Germans, Austrians and Eastern Europeans.

Location and facts

The neighbouring municipalities are Caorle, Fossalta di Portogruaro, Latisana (UD), Lignano Sabbiadoro (UD), Morsano al Tagliamento (PN), Portogruaro, Ronchis (UD) and Varmo (UD).

History

The first traces of human settlement date back to the 4th and 3rd centuries BC, when the area (now part of the municipality of San Michele) was populated by the Veneti. From 181 AC onward, the Romans' colonization marked the beginning of the land reclamation and agricultural development of the entire area. Since the end of the 18th century, archaeological excavations have led to the discovery of black and white mosaic floors, copper coins, glass fragments and pottery, which can be traced back to the Roman imperial period.

Bibione

Bibione is a middle-sized district of about 3,000 inhabitants. It is a seaside resort, particularly popular among German and Austrian tourists. In the last few years, the number of visitors from the Netherlands, Belgium, Czech Republic, Poland, Hungary and Ireland has risen significantly and this trend will probably continue. The city offers around 100,000 beds, whether in hotels, holiday apartments or on campsites. Bibione is mostly visited between May and September, since this is the most suitable period to bathe. Many shops and beach facilities are open only during the season. Traditionally, a weekly market takes place every Tuesday on the square in front of the funfair. Here you can find both towels and food.

Location

Bibione is situated between the Adriatic and the river Tagliamento. Given the soil consistency and on the basis of some excavations, it can be assumed that Bibione originally consisted of a small group of islands. These were connected to the mainland and the lagoon by a narrow stretch of land, mentioned in several Roman and medieval documents as insulae bibioni or Bibiones.

History

After the fall of the Roman Empire and the spread of Christianity, Bibione was given to the bishops of Concordia. Over the following centuries, the islands were neglected and pinewoods spread over the whole area. The actual land reclamation started at the beginning of the 20th century, when drainage canals and embankments were built. When the works ended around 1950, Bibione was left with its pine forests and its sandy beach. In the following years, the first holiday accommodations were built and Bibione became a tourist resort.

Present situation

Tourists come largely from Germany and Austria, but also from Italy, Eastern European countries and other parts of Europe (depending on the season and on the town district preferred) to spend their holidays on the flat sandy beaches of Bibione. The cityscape is characterized by the numerous hotels, guest houses and campsites, which provide a total number of beds that is forty times higher than the number of inhabitants. Bibione is especially popular among families, as childcare and entertaining activities are offered both in the hotels and on the beach. In the "Lido dei Pini", a 300 meter long section of the beach has been equipped especially for dogs and their owners. This part of the beach is called "Lido del Faro". All kinds of water sports (windsurfing, kayak, sailing, sea excursions) are also offered. At night, pubs and clubs complete the range of free-time activities. Bibione is divided into different areas: Lido dei Pini, Bibione Pineda, Bibione Spiaggia and Lido del Sole. In summer 2014, a smoking ban was imposed on the area between the shore and the first row of beach umbrellas and Bibione thus became Italy´s first smoke-free beach. However, smoking is still allowed in the area where beach umbrellas are for rent.

Problems encountered:

• Use of the commas instead of full stops to indicate thousands
• Literal translation of die Lagune, [...] von Venetern bewohnt wurde into "the lagoon [...] was populated by the Veneti".
• Schlafplätze is simply translated as "beds" (not as "sleeping accomodations")
• Grammar: translation of the passiv form Dort werden verschiedene Dinge [..] verkauftwith the impersonal subject "Here you can find" (not "There can be found")
• Grammar: "300 meter large" without "s" because it is an adjective

Week 8 - Irie Révoltés

Irie Révoltés at Nova Rock 2014

Irie Révoltés is a music band from Heidelberg, Germany. Among its nine members, the brother “Mal Élevé” and “Carlito” have French origins. For this reason many song lyrics are in French . The word “Irie” derives from the Jamaican creole language Patois and can be loosely translated with “positive” or “happy”, whereas “Révoltés” means in French as rebels. Their songs have both French and German lyrics, which deal with controversial social issues. Their music is mainly influenced by genres like reggae, dancehall, ska, punk electro and hip-hop.

History and background

Irie Révoltés was founded in Heidelberg in 2000 and the current line up developed in the following years. With more than 500 concerts in 25 different countries such as Germany, Switzerland and Czech Republic, and has been playing on the main stages of Europe’s biggest music festivals . Irie Révoltés also perform regularly during demonstrations and charity events, in support of political and social projects. They have thus “earned a status comparable to that of Ton Steine Scherben”.

Music

The music of Irie Révoltés includes different genres. Among the others, elements of reggae, dancehall, hip hop, ska and electro are essentials for their style. Zeit ist Geld ("Time is Money") and Travailler ("Work") were first released in 2009 and anticipated their third LP Mouvement Mondial (August 2010). Compared with their previous records, these tracks show a clear musical evolution both in terms of both sound and of technical aspects. Rock and synth elements characterise this new sound. According to the critic, with this third album Iries Révoltés have achieved a personal style. The album ALLEZ was released in 2013 and at the end of their tour in 2014 in Heidelbeg, Mal Élevé announced a new publication for the next year. The album is titled Irie Révoltés and was released in June 2015.

Irie Révoltés at Nova Rock 2014

Social Commitment

According to their own statement, Irie Révoltés aim at denouncing social ills while spreading positive energy with their music. They wants to encourage change through their socio-political engagement. Amongst other things, they support the project “Respekt!”, which fights against prejudice, racism, homophobia and sexism“ and are activists of “Viva con Agua de St.Pauli”, an association that works to bring clean drinking water in the “global South”. Songs as Viva con Agua and Walk with Us (ft. Gentleman) were written in order to make the concerns of the association heard. Irie Révoltés are also committed to individual actions. In autumn 2009, the band appeared several times during the Bildungsstreik (student mobilization) and supported the protest together with Chaoze One offering a song for free-download. To promote the initiative “Kein Platz für Rassisums” ("No Place for Racism"), which took place in Frankfurt, Irie Révoltés have written the song Viel zu tun (There's still much to do). Focus of their social commitment is “Rollis für Afrika”, brought into being by the front man Mal Élevé in 2003 in order to help people with disabilities in Senegal. The band promotes the project organizing charity concerts, information stands and through targeted actions. In spring 2012, Mal Élevé and Carlito were appointed members of the jury that first awarded the Youth Peace Prize of the German Association for the United Nations (DGVN). The prize acknowledges and promotes the engagements of young people in issues concerning the United Nations.

Week 9 - Pizzakarton

The pizza box or pizza package is a folding box made of cardboard in which hot pizzas are placed to be easy home delivery and take away. The pizza box has to be highly resistant, stackable, thermally insulated to regulate humidity and suitable for food transportation. In addition, it provides space for advertizing. The pizza packages differ from those of frozen pizzas, which contain the frozen product in heat-sealed plastic foils as is the case with much frozen food.

History

Containers to deliver freshly baked pizzas have existed at least since the 19th century, when Neapolitan pizza chefs put their products in multi-layered metallic containers known as stufe (singular stufa, “oven”) and then sent them to the street sellers. The aerated container was round and made of tin or copper. Der belüftete Behälter war rund und aus Zinn oder Kupfer gefertigt. Disposable packaging started to be developed in the United States, after the Second World War. At that time pizza was becoming increasingly popular and the first pizza delivery services were created. In the beginning they attempted to deliver pizzas in simple cardboard boxes, similar to those used in cake shops, but these often became wet, bent or even broke in two. Other pizza chefs tried to put pizzas on plates and transport them inside paper bags. This partly solved the problem. However, it was almost impossible to transport at the same time more pizzas inside one bag. In this way, the pizzas on the top would have ruined the surface of the others. The first patent for a pizza box made of corrugated cardboard was applied in 1963 and it already displayed the characteristics of today’s pizza packaging: plane blanks, foldability without need of adhesive, stackability and ventilation slots. The combination of such slots along with water vapour absorbing materials (absorption agent) prevented the humidity build-ups that characterized traditional transport packaging. It is assumed that the pizza box was invented by Domino’s Pizza, even if they did not file a patent application. Until 1988 this chain employed a type of packaging whose front side was not directly connected to the lateral sides, but rather the flaps fixed to the lateral sides were folded inward under the lid. This design is also known as “Chicago folding”. Domino’s was the first pizza producer which employed pizza boxes on a large scale and in this way expanded its delivery range beyond the area immediately close to the pizzeria. Towards the end of the 1960s, the delivery service was further developed thanks to the introduction of heat-insulating bags.