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So Newton passed by with minimal effects to Sonrisa — electricity was out for a few hours with some 50 knots being recorded in the marina.
A normal thunderstorm shuts down La Paz due to the poor drainage so it was a couple of days until the boys returned to school. Plenty of trees down but otherwise La Paz came off lightly.
It really is incredible that it was 10 years ago he crossed the Atlantic as a toddler, one really needs to enjoy these times, gone far too soon.
We now have a week in Puerto Vallarta sin ninos for our 14 th wedding anniversary, another milestone I find hard to appreciate, again seems like last week Mel and I were working on Wild B in Italy.
Just before we head to Tasmania in November our dear friends from Seattle Rennie and Denny are coming to stay on Sonrisa — a great opportunity for us to repay their incredible hospitality.
Tasmania will be an interesting time as we sort out our lives, Mexican permanent residency and whether to sell the farm in Tasmania. Vancouver really is one of the most picturesque cities around, with all the bicycling and walking paths we never had to resort to a car.
The Canadian dollar being on par with the ozzie dollar made life that much more bearable and enjoyable.
So a big thanks to Gary and Jeanine for allowing us to stay for several days — a fantastic location. Finally a night in Denver at the Crawford hotel and a sumptuous meal with our ever generous host Chad McWinney — the meal at Stoic and Genuine, as last time, unforgettable — thanks Chad!!
Back in La Paz, with a pretty warm September — as I am writing this Hurricane Newton is some 24 hours away so the decks on Sonrisa looking very clean.
Hopefully the 20 odd lines holding Sonrisa tight will be enough. We managed to get out to Espiritu Santo Island most weekends for cooler times and the busy school days.
A few days to prepare Sonrisa for cyclone season — a very bare yacht with all sails, halyards, covers off. We found a good home for Peluchie our family cat for the last 18 months, with 2 months away now and then the 5 month trip to Tasmania in November it was just too complicated to keep him on Sonrisa — a very sad day when he left.
Our first stop in Seattle was to Denny and Rennies, our cruising friends from Columbia several years ago — such a warm welcome. His first unaccompanied flight, we were so proud of him as he set off.
An interesting time for Huon also as this was the first instance when they have been separated — in the end the parents stressing more than the boys!
As we did last year, a magic several days down at Stretch Island in Southern Puget Sound, July 4 th fireworks, kayaking, crabbing etc with Huon happily being a shadow to 3 older boys — now one of a pack taking on all the fashions and actions of the older boys.
Plenty of activities in Seattle over the next 6 weeks along with a pleasant offer to stay in their house in Vancouver from other cruising friends we met in Costa Rica in , Gary and Jeanine from High 5 — they are taking their yacht down to La Paz, and Costa Baja Marina over the summer.
Just the odd other yacht floating around. Two weeks just getting back into the cruising mode as we are now tied to the marina most of the time.
The highlight was the diving with seals at Isla Los Islotes, where the seals where very happy to perform for the camera with an apple as a toy.
A really wonderful trip with excellent weather. Last weekend we visited La Duna for an evening with several of our local Mexican families.
This rustic and very environmentally friendly resort provides a magic location just to chill and chat for the children and adults that went very late into the evening.
February was rather quite, school runs, Mel studying all rather domestic. I popped down to Barra Navidad, south of Puerto Vallarta to bring Princess 1 back to La Paz, as expected on the nose most of the way so, double the time taken to get down there, some 3 days for some miles much of the time at around 7 knots.
A few days later to Cabo San Lucas so she could be hauled out for her yearly maintenance. We had a magnificent week with our dear friends from Monaco, Poala, Antoine and Daniel their 6 year old son.
Our new old two car family made arrangements easy. Mel was also busy for a few days helping arrange provisions for a couple of large yachts, something we might consider more of later on.
Finally we actually had some of that thing called work. Princess Two in the Caribbean was within days without a crew — Mel biting the bullet, agreed to come along for 4 weeks to cook.
Leaving the boys for such a time was a very big decision, but with our delightful La Paz friends and children Igor and Daniella we could feel they were in very safe hands.
Princess Two was in St Thomas the US Virgin Islands, the first demonstration trip was cancelled and the second charter with guest from Mexico city is best not talked about we did our best in trying conditions with untrained crew — the fact that the two Mexican crew were left tips and the 3 Anglo Saxons were not says it all — funny to experience a little discrimination on our side, makes one respect what other non-white Anglo Saxon cultures have to deal with.
Our taxi driver, Sobers, providing me with several hours of laughs as we went shopping for parts and food. With 4 crew for the mile trip from St Thomas to the Bahamas a couple of long nights, made longer by the 10 minute departure in the Turks and Caicos of the rather useless South African stewardess.
Now in Hurricane Hole Marina for the last day of a very quick two day hand over to the 4 new crew. Cipriano, our hard working and delightful Mexican mariner will stay until the boat heads to Florida in April.
Looking forward to being back on Sonrisa with the boys and Peluchie for the normal Easter cruise. As with last year we headed out to Playa Bonanza for a family week over Christmas.
Clear sunny, blue skies, a magic empty beach and just a few other yachts around made for a delightful and relaxing time.
Trips to see the de commissioned aircraft carrier Midway and a trip to the expansive San Diego Zoo were the touristy highlights. This would have been at the location of the current station.
The Munich-Augsburg railway company could not afford the building and the land on either site. A temporary wooden building was put into operation with the opening of the first section of the line from Munich to Lochhausen on the Munich—Augsburg line on 1 September In the entrance building there were two waiting rooms and several work spaces.
Attached to this building there was a A year later, on 4 October , the entire line to Augsburg was opened. The line was used by about passengers daily.
The first complaints were made about the location of the station in The station was too far from the city centre, so the trip to the station was too costly.
It would be closer to the city centre, as the old station was half an hour away from the city. Three new plans were presented. In the following years, the state and the city could not choose between the three proposals.
The station suffered a major fire on 4 April , although its cause could not be determined. No one was injured.
Parts of the freight and operations facilities were destroyed. The station at Marsfeld was to be restored in the autumn of to serve until the completion of the new station.
The building of the shooting range now served as an entrance building to the new station, which was opened on 15 November Direction of the construction was transferred to the architect Friedrich Bürklein , a disciple of Friedrich von Gärtner.
The new station hall was opened in It was metres long, 29 metres wide and 20 metres high and had room for five tracks. The station was used daily by around 1, passengers.
The station building was a basilica-like building, which was extended with a pavilion on the east side. The station was illuminated from by coal gas.
The new building proved again to be too small with the opening of the railway to Landshut in This meant that the Royal Bavarian Eastern Railway Company Königlich privilegirte Actiengesellschaft der bayerischen Ostbahnen built a station north of the actual station.
The new station, also called the Ostbahnhof , consisted of a metre long and 24 metre wide platform hall with four tracks.
This became a carriage house with three tracks, a goods shed and other outbuildings. On 12 August , the Rosenheim—Salzburg railway was opened, adding extra importance to the station.
As no more platforms were available in the main hall, trains had to use the Ostbahnhof. The station was also used by international passengers and, in , it was already used by 3, passengers daily.
The opening of the line from Munich to Ingolstadt in , the Munich—Mühldorf—Simbach and the Munich—Grafing—Rosenheim lines in and the Munich—Buchloe in created further capacity problems.
Friedrich Bürklein planned another wing station. The other option was a new building, requiring the demolition of the Ostbahnhof.
They chose the second option. So from to under the leadership of Carl Schnorr von Carlsfeld, Jacob Graff and Heinrich Gerber , a new concourse was built with 16 tracks.
The other premises were extended. The project was completed at the end of the The Munich Centralbahnhof precinct was divided into three station sections.
The first section, which was also called the inner section, took over passenger, express freight, and small freight operations.
The outer section ended at the Friedenheimer Bridge and included locomotive and carriage sheds and the central workshop. There were sets of points, 42 turntables and A few years later, the station again proved to be too small.
The plans were not realised, instead, freight was separated from passenger operations so that the Hauptbahnhof became a passenger-only station.
Now freight was handled at the Laim marshalling yard. In , the Royal Bavarian State Railways opened the Starnberg wing station Starnberger Flügelbahnhof , partly serving traffic on the line to Starnberg.
It had six tracks and only had a temporary wooden building. Long-distance traffic was now concentrated in the main hall and local traffic towards Pasing was moved to the wing station.
In addition, the line to Landshut was moved to a new course running to the west of Nymphenburg Park to allow a connection to the Laim yard.
Next new flyovers were built on the line towards Pasing. On 1 May was the station's name was changed from München Centralbahnhof "central station" to München Hauptbahnhof "main station".
The station now had 22 tracks and handled trains daily. In subsequent years, the station, which then served a city of ,, handled 18, passengers per day.
This is now the location of the Deutsches Museum. In a memorandum of September , the Bavarian government discarded all these options in favour of an extension of the Starnberg wing station and the construction of Holzkirchen wing station Holzkirchner Bahnhof , partly serving the line to Holzkirchen.
It was assumed from the outset that in the future a through station would be appropriate. The wing stations finally opened on 30 April Local traffic was largely shifted to the wing stations.
The station reached 36 tracks in its largest expansion since the Holzkirchen wing station included an additional ten tracks.
Between and , six of the lines beginning in Munich were electrified so that all parts of the station except the Holzkirchen wing station received overhead lines.
The Reichsbahn planned to move the station to the west of the Hacker Bridge. A connection to the South Ring Südring by a 1, metre long tunnel under the Theresienwiese was part of the plan.
Local traffic would still terminate at an adjacent terminal station. Laim marshalling yard would have to be demolished under these plans and a new marshalling yard would be built in Milbertshofen instead.
As a result of the Great Depression during the following years, none of these plans were realised. From , Adolf Hitler directed Hermann Alker to create new plans for rebuilding the station.
A new station would be built between Laim and Pasing stations and the old railway tracks would be replaced by a boulevard from Karlsplatz to the new station.
In addition, a U-Bahn was planned from the new station to the central city under the boulevard. Alkers presented his plans but his client was not satisfied, as the station building would not look impressive at the end of the metre wide boulevard.
In , Hermann Giesler , solved the problem by turning the station to a degree angle to the road. He planned a huge domed building with a height of metres and a diameter of metres.
Munich would be on broad gauge lines between Berlin and Munich and between Paris and Vienna. The ten standard gauge tracks and the four broad gauge tracks would be laid in an underground tunnel seven metres below the surface.
These plans were not realised, however. The timetable of the summer showed the station had a total of arrivals and departures by scheduled long-distance services each day.
During World War II the station suffered heavy damage from American bombing, but train services resumed after each air raid.
It was only possible for trains to reach Pasing. All trains had to either run around Munich at a distance or use the North Ring as a bypass. Overall, the loss amounted to 7.
In addition, there were numerous deaths and injuries. On 30 April , American troops entered Munich and initially German troops were ordered to defend the station.
Reconstruction started on 6 May on the building despite shortages and a complicated approval process. On 24 July it was possible to operate trains.
From 16 December there were trains per day. The train shed was demolished from 16 May to 16 August , due to the danger of it collapsing, and then the remaining buildings were demolished to enable their reconstruction.
A new beginning after the war was marked in May by the construction of the new Starnberg wing station, designed by Heinrich Gerbl. Its monumental neoclassicism was seen as backward looking and the pillared hall were criticised for being reminiscent of the Nazi period.
The main hall had a width of metres and a length of metres. In the same year, the first four areas of the new main hall were completed. A hotel was opened in in the southern part of the station.
From 26 July push—pull operations were introduced to avoid a change of locomotives. The main hall was put in operation in The electrification of the Holzkirchen wing station followed in May The commissioning of radio for shunting operations on 6 February simplified shunting in the station area.
A roof was completed on the concourse of the Holzkirchen wing station on 1 August In addition to the columns at the edge of a span of 70 metres, it has a middle row of columns, which was unusual at the time.
The current station building was completed on 1 August The central signalling centre was brought into operation on 11 October at 4 AM.
The new interlockings needed only 38 staff for operations and 12 for maintaining the signal technology, saving 93 jobs. In the following years, postal operations, which included the station's own underground post office railway, had growing problem due to the interference of passengers.
The Starnberg wing station was affected by the construction of the S-Bahn trunk line from because the trunk line was built under it.
The trunk line and the new underground station were taken into operation on 28 April in time for the Summer Olympics. During the Summer Olympics the station had a high volume of passengers.
On 2 September , there were, for example, 35, passengers, excluding S-Bahn operations. As a further development of the S-Bahn, the line to Wolfratshausen as S-Bahn line S 7 was connected to the trunk line with a metre-long tunnel under all the tracks on 31 May In the s, the entrance building was converted under the leadership of Ekkehard Fahr, Dieter Schaich and Josef Reindl into a circulating hall with a travel centre in order to create a transparent and open environment.
In the timetable of the summer of , the station was the twelfth largest node in the network of Deutsche Bundesbahn , with arrivals and departures by scheduled long-distance services per day.
The platforms were thin with a width of 5. After the elimination of the 3. In addition, the facilities of the platforms, such as benches, were renewed and some platforms were extended to be metres long.
A baggage tunnel was put into operation under tracks 12 and The construction work began in August It was completed at Christmas A new split-flap display was installed in at the cross platform concourse.
The individual platforms, except for the Holzkirchen wing station platforms, were given split-flap destination displays. These replaced panels that were once attached to the buffer stops.
Some still exist at the Holzkirchen wing station, but are no longer used. An additional 37 monitors were installed at internal sites such as the ticket office.
All displays are controlled by a computer, on which all changes to the basic timetable are stored. They are updated by the signal centre.
The loudspeaker systems have also been modernised.Wobei auch Hotels mit weniger Sternen ein gutes Frühstück haben können, ist eine Sache, bei der man sich Mühe geben kann oder auch nicht. Frühstück in München Hbf? Um die Luft im Wartebereich zu verbessern. Draht , 4 September Zu kämpfen um Gäste, erst recht zu Nebensaison von der ich nicht sprach , passt da nun wahrlich nicht. Halle liebe BFler und Gäste, am Besitzt du schon ein Benutzerkonto? Du musst angemeldet oder registriert sein, um eine Antwort erstellen zu können. Da gehört Offenburg zweifellos dazu. Draht , 4 September Beim Frühstück, mit belegten Brötchen, kann man ja nicht viel falsch machen.