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Julius Saaristo

Juho Julius Saaristo was a Finnish track and field athlete. He won two medals at the 1912 Olympics: a silver in conventional javelin throw and a gold in the two-handed javelin throw, a one-time Olympic event in which the total was a sum of best throws with the right hand and with the left hand, he finished. Saaristo held the Finnish national title in the javelin in 1910, 1911 and 1919. Saaristo was born to Wilhelmina Lindberg, he studied at the Tampere Industrial School in 1909–12, from 1912 to 1915 studied machinery and electrical engineering at the Mitweida Technicum and at the Strelitz Technicum in Germany. In 1915 he was assigned to the 27th Jäger Battalion, he fought in World War I on the Gulf of Riga. On 25 February 1918 he returned to Finland and took part in the ongoing Finnish Civil War as a commanding officer, he continued serving with the Finnish Army, fought in World War II, was discharged from service after the war ended. He died of a throat cancer. In 1928 Saaristo married Olga Lydia Honkanen, they had two sons and an adopted daughter

Mark of the Vampire

Mark of the Vampire is a 1935 horror film, starring Lionel Barrymore, Elizabeth Allan, Bela Lugosi, Lionel Atwill, Jean Hersholt, directed by Tod Browning. It has been described as a talkie remake of Browning's silent London After Midnight, though it does not credit the older film or its writers. Sir Karell Borotyn is found murdered with two tiny pinpoint wounds on his neck; the attending doctor, Dr. Doskil, Sir Karell's friend Baron Otto von Zinden are convinced that he was killed by a vampire, they suspect Count Mora and his daughter Luna, while the Prague Police Inspector Neumann refuses to believe them. Sir Karell's daughter Irena is the Count's next target. Professor Zelen, an expert on vampires and the occult, arrives. After Irena is menaced by the vampires on several occasions, Baron Otto, her fiance, Fedor descend into the ruined parts of the castle to hunt down the undead monsters and destroy them; when Zelen and Baron Otto find themselves alone, Zelen hypnotizes the Baron and asks him to relive the night of Sir Karell's murder.

It is revealed that the "vampires" are hired actors, that the entire experience has been an elaborate charade concocted by Zelen in the hopes of tricking the real murderer—Baron Otto—into confessing to the crime. Acknowledging that the charade has failed to produce its intended results, along with Irena and another actor who resembles Sir Karell, compels the hypnotized Baron into re-enacting the murder proving his guilt. During the re-enactment, Baron Otto reveals his true motive: he wished to marry Irena, but her father would not allow it, he reveals how he staged the murder to resemble a vampire attack. With Baron Otto arrested, Irena explains the plot to Fedor, not involved in the subterfuge and believed that the vampires were real; the film ends with the actors who played the vampires packing up their supplies, "Count Mora" exclaiming, "This vampire business, it has given me a great idea for a new act! Luna, in the new act, I will be the vampire! Did you watch me? I gave all of me! I was greater than any REAL vampire!", met with general lack of enthusiasm by his fellow thespians.

Lionel Barrymore as Professor Zelen Elizabeth Allan as Irena Borotyn Bela Lugosi as Count Mora Lionel Atwill as Inspector Neumann Jean Hersholt as Baron Otto von Zinden Henry Wadsworth as Fedor Vincente Donald Meek as Dr. J. Doskil Ivan F. Simpson as Jan Carroll Borland as Luna Leila Bennett as Maria June Gittelson as Annie Holmes Herbert as Sir Karell Borotyn Michael Visaroff as Innkeeper James Bradbury, Jr. as Third Vampire Egon Brecher as Coroner Jessie Ralph as Midwife Co-star Carroll Borland had worked with Lugosi before, in a touring stage version of Dracula. She did not mention that they had worked together. Makeup artist Bill Tuttle would recollect to author Richard Bojarski, The crew and I didn't like to work for director Tod Browning. We would try to escape being assigned to one of his productions because he would overwork us until we were ready to drop from exhaustion...he was ruthless. He was determined to get everything. If the crew didn't do something right, Browning would grumble:'Mr.

Chaney would have done it better.' He was hard to please. I remember he gave the special effects men a hard time because they weren't working the mechanical bats properly. Though he didn't drive his actors as hard, he gave Lionel Barrymore a difficult time during a scene. Lugosi's performance, satisfied Browning. According to Borland, the ending of the film was not revealed to the cast until the end of shooting, she reports that an alternate ending-in which Professor Zelen receives a telegram from the hired actors revealing that they were unable to make their train -was considered but rejected by Browning. She further claims that both she and Lugosi were disappointed with the ending, found the twist "absurd." Early reviews of the film list running times of closer to 80 minutes suggesting that the film was cut back to 60 minutes by MGM after the early previews. This had led to much speculation about. Several sources, including critic Mark Viera and TCM writer Jeff Stafford, have claimed that MGM cut out suggestions of incest between Count Mora and his daughter Luna.

Viera further claims that the original screenplay explained that Count Mora was condemned to eternity as a vampire for this crime and shot himself out of guilt. This was an unacceptable topic according to the standards of the Production Code, cut from the film. While the subplot was cut, the blood spot on Count Mora's face remains in the finished film and is never explained. Writer Gregory William Mank disputes these claims, asserting that the original cut was only 75 minutes and that most of the cuts were either exposition or co

Hartsdale, Indiana

Hartsdale was a town in St. John Township, Lake County, United States, it was part of the Chicago metropolitan area. Hartsdale was annexed by Schererville, Indiana, in 1911. Hartsdale took its name from the Hart Farm. Aaron Hart was an early resident of the Schererville-Dyer area, he owned about 20,000 acres of land. Most of the land was useless marshland in the low areas between Lake Michigan's old Glenwood and Calumet Shorelines. Lake George was the name of the body of water on Hart's swamp land, in 1880 Hart drained the marshy former lake bottom by constructing the Hart Ditch north to the Little Calumet River, he established the Village of Hartsdale one mile north of Schererville. Two rail lines, the Joliet Cutoff and the Pan Handle passed through Hartsdale. Hartsdale was location to the "Hartsdale" railroad yard and interchange where these rail lines crossed. In the late 1800s, the Hart farm employed forty employees who helped Hart grow grain, raise dairy, beef cattle, hay; the founder and land owner Aaron Hart died in a ditch digging accident on January 12, 1883.

The town of Hartsdale never grew. By 1900 its neighbor Schererville had its church, two stores, a large brick school, a population of about 250. Schererville, including Hartsdale, was incorporated as a town in 1911, the same year as nearby St. John, Indiana. Today Route 41 passes right through the middle of the former Village of Hartsdale with a bridge above the Hartsdale rail yard and interchange; the railway interchange is still called "Hartsdale" by the railway operators to reflect the name of the town the interchange was in when named. Hart Farm Rd still exists on the west side of Route 41 about 1 block north of the Route 41 bridge in Schererville, Indiana; the Joliet Cut-Off railway was built to bypass the congestion and delay of transferring freight via Chicago. It was leased to the Michigan Central Railroad and service was implemented in July 1855, it allowed businessmen to ship their products from Illinois, to the east, avoiding Chicago. The Pan Handle railroad formed part of the Pennsylvania Railroad system and was put into operation on March 6, 1865.

Hartsdale was located. Hartsdale was located at 41°30′28″N 87°28′17″W. Hartsdale was built on marshland after draining Lake George with a man made ditch called Hart's Ditch into the Calumet River. Lake George and the marshland were located in the low areas between Lake Michigan's old Glenwood Shoreline and Calumet Shoreline

Grup Feroviar Român

Grup Feroviar Român, or GFR, is the largest private railway company in Romania and one of the largest in South Eastern Europe. Founded in 2001, the company owns freight operations in Romania, Bulgaria, Ukraine, Moldova and Mozambique, railcar production and maintenance operations in Romania, Hungary and Ukraine. In 2010 GFR operates a park of 285 diesel and electric locomotives. In 2013, GFR bought a 51% stake in CFR Marfă, the freight division of Căile Ferate Române; this purchase cost €202 million. Tank. Co'Co' ex-CFR Class 40 Bo'Bo' ex-CFR Class 43 Bo'Bo' ex-SNCF Class BB 25100/25150/25200 Co'Co' ex-CFR Class 60/62 2,100 hp 1,300 hp 1,250 hp 1,250 hp 700 hp 450 hp In July 2007 GFR offered a bid for Hungarian company MÁV Cargo of around US$300 million and thus qualified for the final price offering for the company, from third place just behind Slovak company Speed Trans Consortium and a Cyprus based fund. Control of Bulgarian Railway Company A. D. is shared by one Romanian company, Grup Feroviar Roman Bucharest.

The company bought in 2006 the largest Serbian wagon construction and maintenance company, Zelvoz Smederevo. Remar Paşcani Official site

Southern New England Railway

The Southern New England Railway was a never-finished plan by the Grand Trunk Railway to build a railroad from the GT-owned Central Vermont Railway at Palmer, Massachusetts south and east to the all-weather port of Providence, Rhode Island. Despite never being finished, large amounts of grading and construction were done, including many large concrete supports; the railroad, conceived by GTR president Charles Melville Hays to break the near-monopoly of the New Haven Railroad in southern New England, was chartered in April 1910, was to be built as a grade-separated air line, having low grades and long high bridges over valleys. Hays went down with the RMS Titanic in April 1912. However, all work stopped in November 1912, ostensibly due to an inability of worldwide bond markets to finance further GT expansion, although pressure from the New Haven, at the time allied with financier J. Pierpont Morgan, was suspected. Construction soon resumed in Massachusetts so that contractor John Marsch, who threatened litigation against the GT for breach of contract, could be paid for the work.

However, construction in Rhode Island, being the responsibility of a different contractor, did not restart. Thus, by 1916 all the grading and concrete work in Massachusetts was completed, although no steelwork other than on highway overpasses was erected. World War I was seen as only a temporary financial setback to construction, however, never resumed. Several reasons have been given for the abandonment of the SNE project in addition to the war: bankruptcy of the GT due to overexpansion by subsidiary Grand Trunk Pacific. S.. Attempts were made throughout the 1920s, into the early 1930s by politicians and businessmen from Rhode Island, to restart the work and to get the line completed as a way to break the New Haven's stranglehold on freight traffic in Rhode Island, but the Great Depression put an end to their efforts; some concrete abutments were removed for highway projects starting as early as 1929, several washouts compromised the right-of-way during hurricanes in 1938 and in 1955. The construction of the SNE's gently-graded "air line" had its geographical costs in high fills, long trestles, sharp curves.

Of crucial importance to the Grand Trunk was avoiding Connecticut. The company purposely had not sought a charter to build through the home state of the rival New Haven, which Charles M. Hays assumed would mount significant opposition to the SNE in the Connecticut legislature. In climbing out of Palmer, the SNE would have crossed over the Albany Railroad twice; the second crossing would have been a spectacular, tall steel trestle on a hairpin turn over the B&A and the Quaboag Valley. In Millville, the SNE would have passed over the Blackstone River on another high-level bridge, with both the New York and New England Railroad and the Providence and Worcester Railroad below. Several full-height supports were built as well as several partial supports in the river; the two above trestles were built for steel. For reasons of cost, the trestle was intended to be permanent. Typical of railroad construction at the time, the SNE built many semi-permanent wooden trestles, around which fill would be dumped to create embankments.

The main route would have gone through Woonsocket, Rhode Island to downtown Providence, with a branch around the west side to the docks south of downtown. The former route, leading into Providence Union Station, was planned to pass through a tunnel under Smith Hill, on which little if any construction was undertaken before cessation of work in Rhode Island; some of the plans included a branch to Boston or a separate route to Boston from the Central Vermont, but they never reached the construction stage. An official Massachusetts railroad map shows the entire right-of-way in the state as being of "abandoned" type, of "unknown" ownership. Most of the grade is overgrown, rock cuts flooded, embankments quarried out for their gravel. Many sections have been built over by modern developments. Still, many of the old concrete bridge abutments are still visible. Two sections of the right-of-way have been improved as a public trails open to non-motorized vehicles; the longest is a five-mile section in Sturbridge, in the Westville Lake recreation area, it can be accessed at Westville Dam, Wallace Road, River Street.

The other 2-3/4 mile long section named the Grand Trunk Trail is in the Douglas State Forest, it crosses SW Main Street, the Streeter Trail, the Midstate Trail, Wallum Lake Road and the Southern New England Trunkline Trail. Confusingly, the Southern New England Trunkline Trail follows not the path of the SNE, but rather the abandoned right-of-way of the New York and New England Railroad. Larry Lowenthal, Titanic Railroad: The Southern New England, Branch Line Press, ISBN 0-9662736-0-5

Daniel Morkeberg

Daniel Joakim "Dan" Morkeberg was a politician and dairy farmer from Alberta, Canada. He served in the Legislative Assembly of Alberta from 1917 to 1921 as a member of the Liberal Party. Born Mørkeberg in Denmark, he was one of eight children by Carl Vilhelm Mørkeberg, tenant farmer of Christiansminde, parish of Beldringe, municipality of Vordingborg, Caroline Christine Seidenfaden, he was a soldier in the Royal Life Guards 1988-1890, emigrated to western Canada in 1898. In Alberta he became a pioneer in the development of the dairy industry in the province, he was a leader in the movement to unionize dairymen and served as the first president of the Alberta Dairyman's Association in 1919. His brother, Adam Wilhelm Mørkeberg, was Chairman of the Danish veterinary association and was awarded a number of knighthoods, in Denmark, Norway, Sweden as well as the French Merit Agricole. Morkeberg ran for a seat to the Legislative Assembly of Alberta in the 1917 general election as the Liberal candidate in Innisfail.

He defeated an independent candidate to pick up the seat for his party. Morkeberg was defeated in the 1921 general election by United Farmers candidate Donald Cameron in a landslide, he lost in the second count. He faced Cameron once again lost in the second count. In 1959 Morkeberg was elected to the Alberta Agriculture Hall of Fame. Legislative Assembly of Alberta Members Listing