recursal/Fanatic-Fandom huggingface dataset:
The Perfect Secret (Audiobook)

Caitlin Davies

Robbie Daymond

Todd Haberkorn

## Synopsis

These students are in for a year of secrets, discoveries, and kid power!

GAVIN finally joins the football team--a dream come true!--but Coach Holmes refuses to play him for reasons that also threaten to tear Gavin's family apart. When RANDI attends an elite gymnastics camp, she uncovers a startling family connection. SCOTT starts researching an article for the school newspaper and stumbles right into a hornet's nest of lies. With his loser older brother, Brian, out of the house, TREVOR's life is loads better--until he realizes that only he can save Brian from getting into deep trouble. NATALIE's top goals: (1) find out why Mrs. Woods and Mrs. Magenta no longer speak to each other--a mission shared by all the kids--and (2) teach a certain someone an important life skill without anyone knowing.

It's tough keeping secrets. And tougher still to deal with the fallout when secrets spill out.

## Reviews

> The narrators give each character a unique personality, allowing listeners to hear individual perspectives in the alternating chapters as the story unfolds.
>
>

*-Audiofile Magazine*

## Cast

Gavin, read by Ozzie Rodriguez

Randi, read by Abigail Revasch

Natalie, read by Caitlin Davies

Scott, read by Robbie Daymond

Trevor, read by Todd Haberkorn
Royaume Immaculé

Royaume haut elfe situé au nrd de la Vilirie, à l'est du Jötland, bordée au nord par les mers polaires et à l'est par les steppes immaculées.

A récemment subi une forte agitation politique sur l'impulsion du nouveau roi Erlin, surnommé à l'étranger l'usurpateur qui tend à montrer une attitude proche des elfes noirs. La princesse héritière Erla qui aurait du hériter du trône l'a reconquis de manière assez pacifique, mais a depuis entrepris la mise à l'écart des anciens supports de son frère décédé lors de la récupération du trône.
BR Class 109

The British Rail **Class 109** is a class of 2-car diesel multiple units built in 1957 by D Wickham & Co. Five two-car units were built featuring an unusual body design. The design, first used in 1936 for South American railways, aimed to minimise weight. It had no underframe, but the whole body was formed into a welded stress-bearing box girder made of 1⁄8 inch (3.2 mm) solid drawn steel tube. Aluminium was used for panels, luggage racks, window frames, vacuum pipes and fuel and vacuum tanks. The corrugated steel floor was filled with sprayed asbestos and covered with asbestos-filled flame-proofed hardboard and rubber sheet.

The units soon became non-standard and two were sold back to the manufacturer who exported them to Trinidad and Tobago. Another unit was converted into departmental service in the form of the BR (E) Managers Train, and survived in BR ownership until the early 1980s.

## References

1. ↑ Railway Magazine September 1957 pp. 606-608
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16842
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16969
Trevor Joseph

Fanart Of Trevor Joseph

13-14 (The Perfect Star)

Mr. Joseph (Mrs. Woods)

Lakeview Middle Basketball Team

The Recruits

Lakeview Middle Newspaper Club

The Razzle-Dazzle Show

Positive Peers

Brian Joseph (Brother)

Gavin Davids (Friend)

Scott Mason (Friend)

Randi Cunningham (Friend)

Pearl Woods (Friend)

Olivia Magenta (Friend)

Natalie Kurtsman (Formerly)

Adam Frazier

Coach Holmes

Chris

Garrett

The Perfect Star

## Personality

At the very beginning of the series, Trevor was kind of a bully, along with his best friend, Mark Kassler. Throughout the course of the first book, readers come to find out that Trevor was mean because he was being abused at home by his older brother. At the end of *The Perfect Score*, Trevor decides to put his bullying days behind him, and become kinder.

## Relationships

### Mark Kassler (Best Friend)

It’s not specified exactly when Trevor and Mark became best friends, but It is comfirmed that they were already friends in the first grade. Mark was Trevor’s sidekick in the bullying that he did, always sticking by his side. Mark tells Trevor that he always comes by to check on him to make sure that he’s still okay after his brother abusing him.

### Natalie Kurtsman (Girlfriend)

See also: Trevor and Natalie

At the very beginning of the series, Trevor and Natalie couldn’t stand each other. Trevor never liking what a know-it-all Natalie was, and Natalie never liking what a jerk Trevor was. Although, nearing the end of The Perfect Score, after Natalie isn’t quite so stuck-up and Trevor isn’t such a jerk, the two start to become friends. In The Perfect Secret, the two start to become attracted to one-another and decide to start a relationship at the end of their seventh-grade year, deciding to keep their new relationship a secret.
Grasscutter sword (Marvel)

### Alliases

Kusanagi-no-Tsurugi,Ama-no-Murakumo-no-Tsurugi,Snake Sword,Grasscutter, Red Sword

## Owners

### Previous Onwers

Phobos,Amaterasu,Fandral, Mikaboshi,Susano,Yamato-Take

## Grass Cutter Sword

The sword was pulled out of the body of the monster Yamata no Orochi BY Susano. Susano then gave the sword to Amaterasu. It was also used by the great Japanese warrior Yamato-Take in the 1st century AD.

### Blood Oath

Thor and the Warriors Three were sent to claim the sword as part of a wyrd. They reached its location, finding the temple warriors battling Mikaboshi's demons.Spirits slain by the sword manifested themselves and guarded the sword as Thor approached. After the tanuki in charge was told why the sword was needed, the spirits allowed it to be taken. This in turn freed them from their binding within the sword. The sword was entrusted to Fandral.When the oath was fulfilled, the blade and other items claimed by Thor were returned to their proper places

### God of War

Years later Mikaboshi's forces were finally able to overrun the temple and claim the sword. Mikaboshi planned to have Alexander kill his father Ares with the sword and take his place as God of War as one aspect of its attack on the Olympians. Instead, Alexander killed Mikaboshi with the blade
Surface cloutée

## Effet narratif

Crée une étndue de clous, barbelés, petites lames ou tout autre élément de métal dangereux. Leur nature et la forme exacte de la zone sont décidées par le joueur avec la confirmation du MJ lors de la création du sort par le mage.

## Effet non-narratif

Le lanceur choisit un Niveau de sort et une cible pour celui-ci (Surface, Vue ou Connue). Puis, s’il est narrativement possible de le lancer, il utilise un jet classique de difficulté pour déterminer la réussite du sort, ainsi que les créatures affectées par la surface (en fonction de leur CEC). Lorsque affectée, une créature est ralentie (mouvement divisé par deux), subit un désavantage sur ses jets d’Agilité, des dégats selon le niveau, et subit un effet de saignement. Toute créature finissant son tour dans la zone d'effet durant la durée d’effet du sort en subit les effets à partir de ce moment là.

## Caractéristiques

Dégats: (Niveau)\*2D10 dégats magiques appliqués sur le membre en contact avec la surface.

Difficulté: 70 + (Niveau)x5

Coût: (Niveau)x10

Portée d’apparition: (Niveau)x10m (au centre du sort)

Portée d’effet: (Niveau)x9m² (volume)

Durée: (Niveau)+(Dizaine de PuissMag du lanceur) tours. Maximum (Niveau)x2.

Autres effets:

* Saignement: Toute créature capable de saigner doit réussir, à chaque fin de tour qu’elle passe dans la zone d'effet, un test de difficulté 50+10x(Nombre de tours passés dans la zone)+10x(Niveau) de Résistance Physique ou subir un effet de saignement appliqué sur toutes les parties du corps en contact avec la zone. Cet effet inflige 1D10 par mètre parcouru, 1D20 par point d'action dépensé et divise par 2 la Résistance Physique des membres affectés tant que le saignement n'a pas été traité (médecine, difficulté 80). Les dégats infligés de cette manière ne peuvent être réduits. Les effets de saignements ne se cumulent pas. Une créature pénétrant dans la zone après son apparition est affectée dès le premier tour qu’elle finit dans la zone.
R Stock

The **London Underground R Stock** electric multiple units were used on London Underground's District line from 1949 to 1983. Composed of new cars and converted Q38 Stock trailers, the cars were built and converted in three batches between 1949 and 1959. The cars were driving motors (DM) or non-driving motors (NDM), there being no unpowered trailers. The second batch, introduced in 1952, was constructed from aluminium, saving weight and one train was left unpainted as an experiment. Considered a success, trains were left unpainted or painted white or grey to match in 1963–68. Originally designed to operate in trains with 6 off-peak and 8 cars during peak hours, the trains were reformed as fixed 7-car trains in 1971. R Stock trains were replaced by the D78 Stock and withdrawn between 1981 and 1983.

## Withdrawal and Preservation

Twenty-one cars were withdrawn between October 1971 and February 1972 as a result of the reformation into 7-car trains and others were withdrawn between 1971 and 1982 due to fire damage. General withdrawal began in March 1981 and was completed in March 1983. The Athens-Piraeus Electric Railways showed interest in purchasing 60 cars of R stock, for use in five-car trains, since the dimensions of that system were similar to the District Line, but the deal fell through.

They were replaced by the new D78 Stock, except on the Edgware Road-Wimbledon route, where shorter platforms necessitated the use of C Stock.

Three vehicles have been preserved.

* R38 DM no. 22624 – Mangapps Railway Museum
* R49 DM no. 21147 – Egham - Stored on a trading estate by a TV & Film Prop company called "Men At Work"
* R49 DM no. 22679 – London Transport Museum, Acton

## References

1. ↑ Bruce, J Graeme (1983). *Steam to Silver: A History of London Transport Surface Rolling Stock*. Capital Transport. ISBN 978-0-904711-45-5
2. ↑ Connor, Piers (1983). *The 'R' Stock Story*. Hemel Hempstead: London Underground Railway Society. p. 60. ISBN 0-9508793-0-4.
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4011
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5114
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4188
British Multiple Units Wiki

## Welcome to the Wiki

Welcome to the wiki. We’re a collaborative community website about your topic that anyone, including you, can edit. Click the edit button at the top of any page to get started!

Big Four

Tube Stock

Diesel Multiple Units

Diesel-Electric Multiple Units

Electric Multiple Units

Tram Stock

## Describe your topic

Write a description about your topic. Let your readers know what your topic is about and add some general information about it.

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BR Class 482

The **British Rail Class 482** electric multiple units were built by ABB in 1992, for use on the Waterloo & City line. The units are almost identical to the 1992 tube stock built for the Central line.

Ten 2-car units were built, numbered 482501-510. Each unit consisted of a type "E" driving motor, numbered 65501-510, and a type "F" non-driving motor, numbered 67501-510. Trains were operated using two units semi-permanently coupled, with the driving motors outermost.

The units were built as direct replacements for the elderly Class 487 units, dating from 1940. They were delivered to Ruislip depot during March 1993, and were painted in Network SouthEast livery; however, as the Waterloo & City line was completely separate from the rest of the National Rail network, and was entirely underground, they did not receive yellow front ends. Following commissioning (which included test runs as 8-car trains over most of the Central line), they were delivered by road to the Waterloo & City line during May and June 1993, and following further test runs, entered service on 19 July 1993.

On 1 April 1994, operational control of the Waterloo & City line transferred to London Underground. Shortly after the transfer of the line, unit numbers and NSE logos were removed, and LU roundels added together with Central line diagrams. The BR car numbers were retained, not having previously been used by London Underground; and some of the other BR markings were also retained on the inner ends of the "F" cars, but otherwise the trains remained in as-built condition until refurbishment in 2006.

## References

1. ↑ 1.0 1.1 Hardy, Brian (2002) [1976]. *London Underground Rolling Stock* (15th ed.). Harrow Weald: Capital Transport. pp. 27–28. ISBN 1-85414-263-1.
2. ↑ Bruce, J. Graeme; Croome, Desmond F. (1996). *The Twopenny Tube: The Story of the Central line*. Harrow Weald: Capital Transport. p. 80. ISBN 1-85414-186-4.
Unbuilt Sprinter Classes

List of the Unbuilt Sprinter Diesel Multiple Unit Classes.

## Class 152

The **Class 152** was a proposed Idea of converting the Class 156 units into single car units, simlar to the Class 153s. This never happened.

## Class 157

**Class 157** was the designation applied to a range of Diesel multiple unit trains of the Sprinter family planned for regional use, in particular for the Strathclyde Passenger Transport Executive. As well as the class number, British Rail reserved carriage numbers in the 526xx and 576xx series for these units.

As the privatisation of British Rail began, this project became unviable, and Strathclyde ended up receiving a batch of Class 170 units.
Park Royal Railbuses

Park Royal Vehicles Ltd. built five of these diesel railbuses, with the first three (not numerically) delivered to the Bedford area of the London Midland Region and the other two to the Scottish Region.

The vehicles were built as two substantially separate portions : the power underframe, and the body unit, these being assembled together when each was almost a finished unit. The interior layout of the saloon seated 50 passengers and gave the greatest possible luggage and standing space in the centre. The power underframe, from which the body was suspended by a special coil spring layout, was a self-contained, four-wheel running unit lacking only controls and certain other minor items.

All were withdrawn by 1968 and none were preserved.

## References

1. ↑ https://www.railcar.co.uk/type/park-royal-railbus/summary
Pluie de feu

## Effet narratif

Crée l’apparition et la chute d’une multitude de particules (ou de projectiles très petits) sur une zone définie par le lanceur. La forme et la trajectoire de cette pluie est définie par le joueur avec la confirmation du MJ lors de la création du sort par le mage. Toutefois, les particules suivent forcément la direction de la gravité dans l’espace de lancement du sort, et les zones d’extrémités (la zone de début de la pluie et la zone d'atterrissage) doivent être sur un même axe si aucun composant additionnel ne justifie le décalage.

## Effet non narratif

Le lanceur choisit un Niveau de sort auquel il souhaite lancer le sort et une cible pour celui-ci (Spatiale, Vue ou Connue). A une hauteur définie par le lanceur au moment du lancement du sort et ne pouvant excéder ni la Portée d’apparition ni la Portée d’effet apparaît alors le sort. La zone d’apparition du sort suit les mêmes règles que celle de cible (Spatiale, Vue ou Connue). Puis, s’il est narrativement possible de le lancer, le joueur utilise un jet classique de difficulté pour définir s’il réussit son sort, mais qui sert également de valeur comparée à la Capacité d’Esquive des Coups de celle-ci pour définir les entitées pleinement touchées. Les autres entitées ne subissent que la moitié des dégats. Les entitées pleinement touchées subissent des dégats tels que prévus par le Niveau de sort, ainsi qu’un effet de Brûlure.

A chaque fois qu’une entitée pénètre la zone du sort pendant toute sa durée, ou démarre son tour dedans, la valeur est comparée de nouveau pour déterminer si elle subit les dégats normaux ou réduits, immédiatement. Toute entité qui commence et finit un tour dans la zone d’effet du sort, y compris si elle en est sortie durant le tour pour y ré-entrer, subit automatiquement les dégats normaux et un effet de Brûlure au début du tour suivant.

## Caractéristiques

Dégats: (Niveau)x(1D8) dégats magiques de feu.

Difficulté: 70 + (Niveau)x15

Coût: (Niveau)x20

Portée d’apparition: (Niveau)x20m (au centre du sort)

Portée d’effet: (Niveau)x6m (aire, diamètre) et (Dizaine de PuissMag du lanceur)+6m (portée de trajectoire des particules)

Durée: (Niveau)+(Dizaine de PuissMag du lanceur) tours. Maximum (Niveau)x2.

Autres effets:

* Brûlure: La cible doit réussir un test de difficulté 50+10x(Niveau) de RésMag ou être brûlée. Elle subit alors (Niveau)D6 par tour pendant un nombre de tours égal à la valeur des dizaines de PuiMag naturelle du lanceur moins celle de RésMag du défenseur (minimum 0).
BR Class 127

The British Rail **Class 127** diesel multiple units were built by BR Derby in 1959. Thirty 4-car units were built, formed of two outer driving motor vehicles, sandwiching two intermediate trailers which were classified class 186. The technical description of such as 4-car unit was DMBS + TSL + TS + DMBS.

## Preserved

Three units have been preserved on heritage railways, although only one of these contains a trailer vehicle.

## Trivia

* One member, 10751 appeared in Gordon the High-Speed Engine.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16889
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17036
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16896
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16892
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16893
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16894
7. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16895
8. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17035
SR 2-SL

The Southern Railway (SR) gave the designation **2-SL** to the small fleet of electric multiple units dedicated for use on the South London lines. None of these units survived long enough in British Rail ownership to be allocated a TOPS class.

The **2-SL** (**2**-car **S**outh **L**ondon stock, numbers 1801–1808) units were rebuilt in 1929 from the Driving Motor cars originally used in ex-LBSCR AC electric **SL** stock. They were intended for use on the South London lines. Originally these units had some First Class accommodation in the Driving Trailer car, but this was later declassified to Third Class only. The units were numbered 1901–1908 before 1936, when those numbers were reused for new **2-BIL** units. At the same time, **4-SUB** unit number 1801 was renumbered 1600.
Aura de flammes

## Effet narratif

Entoure une cible de petite taille d'une aura de magie du feu. Peut s'appliquer sur un membre, une arme, un projectile, et ainsi de suite. L'expression de cette aura est décidée par le joueur avec la confirmation du MJ lors de la création du sort par le mage, et bien qu'appelée communément Aura de flammes il peut s'agir d'une fumée brûlante ou bien d'une châleur rougeoyante. Le MJ doit seulement veiller à ce que cette expression narrative explique les effets du sort.

## Effet non-narratif

Le lanceur choisit un Niveau de sort auquel il souhaite lancer le sort et une cible pour celui-ci (Unique, Quelconque, Petite (membre, morceau d'arme (lame ou manche ou pointe...), objet, vêtement (un à la fois))). Puis, s’il est narrativement possible de le lancer, il utilise un jet classique de difficulté pour définir s’il réussit son sort.

Le sort s'applique alors pour un temps déterminé par le Niveau du sort. Pendant toute cette durée, toute entitée pouvant subir des dégats par le feu, y compris les objets inanimés inflammables, et qui rentre en contact avec cet objet subit les dégats prévus par le sort. Dans le cas où la cible du sort d'Aura de feu est utilisé comme une arme, ces dégats s'ajoutent à ceux de l'arme (qui inflige les 2 dégats) mais sont traités à part et confrontés à la CEM, au contraire de l'arme si celle-ci infllige des dégats physiques. Si elle inflige des dégats magiques, les dégats sont tout de même traités à part et la CEM est donc soustraite deux fois.

Attention, le sort ne fait aucune différence entre ami et ennemi, ou objet possédé par le mage ou non. Si le lanceur du sort le lance sur ses poings nus, il subira les dégats comme un ennemi, et s'il le lance sur une flèche avant de la tirer, qu'il prenne garde à son arc.

L'Aura de feu peut aussi infliger une Brûlure aux entités touchées ou à son porteur si celui-ci n'est pas protégé.

On considère pour simplifier la chose et rester cohérent plus facilement qu'en dehors de vêtements légers en tissu, un vêtement (épais donc) ou une pièce d'armure protège son porteur de l'Aura qui serait appliquée dessus. Appliquer l'Aura de feu sur des gantelets ne fera ainsi pas "cuire" les mains du porteur des gantelets en question. Attention, c'est le cas pour les amis et les ennemis. Le personnage peut par exemple choisir d'appliquer l'aura sur l'intérieur du gantelet, comme il peut l'appliquer sur la poignée d'une arme, même s'il ne s'appliquera alors que sur cette face et donc sur les entitées qui porteront le gantelet uniquement.

## Caractéristiques

Dégats: (Niveau)x(5+1D10) dégats magiques de feu.

Difficulté: 70 + (Niveau)x20

Coût: (Niveau)x10

Portée d’apparition: 5

Portée d’effet: 0

Durée: (Niveau)+(Dizaine de PuissMag du lanceur) tours. Maximum (Niveau)x2.

Autres effets:

* Brûlure: Toute entité touchée par la cible de l'Aura (ainsi que l'entité elle-même si c'est approprié) doit réussir un test de difficulté 50+10x(Niveau) de RésMag ou être brûlée. Elle subit alors (Niveau)D6 par tour pendant un nombre de tours égal à la valeur des dizaines de PuiMag naturelle du lanceur moins celle de RésMag du défenseur (minimum 0).
GCR Petrol-Electric Railcar

Sam Fay, General Manager of the Great Central Railway (GCR), had been impressed by the performance of petrol-electric railcars in Hungary and the rest of Europe. This led to the purchase of a petrol-electric bogie railcar from Westinghouse Electric & Manufacturing Co. in Manchester in 1912. The car's body was constructed by United Electric Car Co. of Preston. The GCR autocar could seat 50 people - almost as many as the NER Petrol-Electric Autocars, but was 10ft 6in shorter. It was also lighter and more powerful. The 6-cylinder 90hp petrol engine was located at the front. Both the engine silencer and cooling radiator were located on the railcar's roof. A 55KW DC generator powered two 64hp series-wound traction motors located in the rear bogie. A Westinghouse tramcar-type controller was used to control the traction motor speed by varying the field excitation of the generator. Driving controls were located at both ends of the railcar, and included a 'dead man's handle' control handle.

A central entrance vestibule divided the car into two passenger compartments. Both were third class with rattan-covered reversible seats. The GCR finished the railcar in teak with gold lining but without a running number. The LNER retained the teak livery and gave it the number of No. 51709 in 1923.

The exact delivery date is unknown but is thought to have been in early 1912. Initial trials were based in the Manchester area, and press inaugural trips operated between Marylebone and South Harrow on 28th March. Little is known about the railcar's early duties, but it appears likely that it was used for rush hour suburban services out of Marylebone. By 1914, the railcar was based at Dinting and operated the Glossop branch. The railcar was reportedly unreliable during this period, and was particularly susceptible to severe frosts. Hence it was usual for the radiator system to be emptied every night during the winter months.

In an attempt to compete against increasing road traffic after World War 1, the railcar was used on a new shuttle service from August 1921 between Macclesfield Central and Bollington. This resulted in the railcar earning the local name of the "Bollington Bug".

The railcar continued to operate this shuttle service for fourteen years, and was finally withdrawn on 6th July 1935. The Bollington shuttle was taken over by Sentinel steam railcar *Commerce*.

## External Links

* https://www.lner.info/locos/IC/gcr\_petrolelectric.php
1949 Stock

The **1949 Tube Stock** was composed of ninety-one cars built by the Birmingham Railway Carriage and Wagon Company in Smethwick, England. These cars were identical to the earlier 1938 stock with which they were used.

Seventy cars were built as UNDMs (Uncoupling Non-Driving-Motors) numbered 30022 - 30045 and 31000 - 31045, while the remaining twenty-one were trailer cars, numbered 012495 - 012515. The UNDMs were delivered between 16 November 1951 and 20 December 1952, entering service between 10 March 1952 and 21 January 1953; whereas the trailers were delivered between 16 February 1952 and 15 November 1952, with entry to service between 10 October 1952 and 21 July 1953.

They were built for use on a planned extension of the Bakerloo line to Camberwell, but, after the extension was cancelled, they were also used on the Piccadilly, and Northern lines.

The first cars were taken out of service in 1972. The last UNDM, 31030, was withdrawn in 1973, while the last trailer, 012498, was withdrawn in 1978.

33 of the 1949TS UNDM shunting control cabinets were reclaimed and fitted into the original batch of 1972 Mk2 tube stock UNDMs. The 1949 shunting control cabinets were replaced by modern equipment as part of the 1972 Mk2 refurbishment programme in 1991-95.

## References

1. ↑ Hardy, Brian (2001). *Underground Train File: Tube Stock 1933-1959*. Harrow Weald: Capital Transport. p. 71. ISBN 1-85414-235-6.
1935 Stock

**London Underground 1935 Stock** was an experimental train design by Metropolitan Cammell in London. Twelve two-car units (marshalled into four six-car trains) were built.

Three of these trains had the cars streamlined, based upon trial with a 1923 Standard Stock Control Trailer built by Metropolitan Cammell. The cars in the fourth set had flat fronts almost identical to the later 1938 stock, for which the cars of the 1935 Stock were in effect the prototypes.

These were the first tube cars built for London Underground with the motors and control equipment, etc., under the frame, freeing the space behind the cabs for use by passengers. For evaluation purposes each trainset had different equipment.

The cars were used on the Piccadilly line from 1937 to 1940. During World War II all the 1935 Stock cars were stored at Cockfosters depot. After the war the streamlined cars were sent to Acton works, where they were rebuilt into trailer cars, used with the 1938 stock. They were eventually withdrawn between 1972 and 1976. The unit with the flat fronts re-entered service and was also used with the 1938 stock, the main difference between the 1935 Stock and 1938 stock DMs being that the driver's door on the 1935 stock was taller, extending into the roof.
1919/ 1922 Stock

The **1920 Tube Stock** consisted of forty cars built by Cammell Laird in Nottingham, England. These cars were the first new tube cars to be built with air operated doors. The batch consisted of twenty trailer and twenty control trailer cars, which were formed into six-car trains by the addition of twenty French motor cars built in 1906 and modified for air-door operation. They initially ran on the Piccadilly tube, but in 1930 were considered to be drab, compared to new stock being delivered at the time. The motor cars were therefore replaced by Standard Stock units, built in 1927, and the 1920 cars were refurbished. They were transferred to the Bakerloo line in 1932, and continued to operate until 1938.

A second planned refurbishment so that they could be used on the Northern City Line shuttle service between Moorgate and Finsbury Park stations was interrupted by the Second World War, and after hostilities ceased, 35 of the cars were scrapped. The remaining five were formed into an instruction train, and were moved around the system to act as a mobile classroom until they were scrapped in 1968.
Time Travel

## 1.Choose your model of time travel carefully.

Like anything in fiction, your model of time travel doesn’t have to be possible, but it does have to be plausible and internally coherent. Before you start writing, answer these questions: Can the past be changed? Does a character merely appearing in the past change the future, or does he or she need to change something significant? Is there only one timeline, or does going back in time start a brand new timeline? For Bury the Living, I worked with one particular model (multiple timelines) before realizing that it presented major problems to my story, especially for future books in the series. I changed models, but it meant a lot of re-writing—so choose carefully!

## 2. Decide how important time travel is to your story.

Is it the centerpiece? Or just a plot device to get the protagonist to a particular time period? This will determine how much time and attention you need spend on explaining the mechanics—and the consequences.

## 2. Decide how important time travel is to your story.

Is it the centerpiece? Or just a plot device to get the protagonist to a particular time period? This will determine how much time and attention you need spend on explaining the mechanics—and the consequences.

## 4. Avoid “As you know, Bob” conversations with characters from the historical time period.

Put yourself in their shoes, with their current knowledge of the time period of which they are a part. You don’t go around saying things like, “Barack Obama, President of the United States from 2009 to 2016.” Nor would characters in any time period refer to political leaders in such detail. They’ll use nicknames, slang, and phrases that assume the person they are talking to is fully aware of the cultural/social/political context. But at the same time, you need to get your reader up to speed on what’s going on. This can be tricky, especially when writing about more obscure time periods or situations about which your readers have little knowledge. In Bury the Living, I had to communicate information regarding the Irish Civil War to my readers without putting words in my characters’ mouths that never would have been there in reality. For example, everyone in 1920’s Ireland knew that Liam Lynch was the Chief of Staff of the IRA, and were well informed about the issues surrounding the Anglo-Irish treaty (the cause of the civil war). So they would be unlikely to explain these issues to each other, however helpful that would be for the reader. I had to rely on my protagonist’s vague knowledge of the time period, her bumbling efforts to sort out what was going on, and realistic conversations with and between the people around her—all the while hoping that the reader would be able to piece it all together to form a coherent picture of the political context.Simple, right? Writing quality time travel/historical fiction is not for the fainthearted, but if done well the result can be a wonderful feast of tension, conflict, sensory detail and historical intrigue for your readers.
1962 Stock

The **1962 Tube Stock** was a type of London Underground tube train built for use on the Central line. They were used on the Central line between 1962 and 1995. This unit was replaced by the current Central Line stock, the 1992 Stock.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5103
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5105
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5106
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5104
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=23816
LYR Electric Units

The **Lancashire and Yorkshire Railway** (LYR) built suburban electric stock for lines in Liverpool and Manchester. The line between Liverpool to Southport began using electric multiple units (EMUs) on 22 March 1904, using a third rail 625 V DC. Additional trains were later built for this route, and in 1913 incompatible stock for the route to Ormskirk. Lightweight units were built to run on the Liverpool Overhead Railway.

The Southport units was replaced in the early 1940s; after regular through services onto the LOR were withdrawn the lightweight units were used on local Crossens services until 1945; the Ormskirk units were withdrawn in 1964.

In 1913 an experimental 3.5 kV DC overhead line system operated between Bury and Holcombe Brook in the Manchester area, and 1.2 kV DC with a side-contact third rail between Manchester Victoria and Bury. Electric services started in 1916, the Bury to Holcombe Brook route being converted in 1918. The cars were replaced in 1959/60.
Oddities Shoppe

## Ambriel's Oddity Shoppe

Curated by Ambriel, a fastidious gnome scholar with a penchant for colorful dresses, the oddity shoppe in Clear Harbour Is known for a willingness to buy and sell interesting finds from the island, as well as unique curiosities from the various trade ships to land there.

Everything here is available for purchase by PC's; as well, whenever a party sells an interesting or magical item to Ambriel, it will appear on this list.

Currently for Sale:

 Burgundy Silk Pennant trimmed in fox fur
 Cloth of Bronze Choker
 Magical Driftglobe
 Pewter "winged-serpent" Pendant
 Copper Bathing Tub
 3 Ebony Bowls trimmed in Bronze
 Scroll: Watery Sphere
Diesel Multiple Units

## Early BR DMUs (79xxx)

 Metro-Cammell 'Lightweight' | 2 × AEC 150 bhp (112 kW)
 AC Cars Railbuses | 1 × AEC 150 bhp (112 kW)
 Wickham Railbuses | 1 × Meadows 105 bhp (78 kW)

## Third Generation

 Class 196 | CAF
14 x 4-car sets

## References

1. ↑ 1.00 1.01 1.02 1.03 1.04 1.05 1.06 1.07 1.08 1.09 1.10 1.11 1.12 1.13 1.14 1.15 1.16 1.17 Traction Recognition, Colin J. Marsden, ISBN 978-0-7110-3277-4
2. ↑ http://www.traintesting.com/Class\_155.htm
Survivor: Tahiti

***Survivor: Tahiti*** is the sixth season of *PM Survivor Series*. To date, it has produced four returning players (Barnes Coleman, Jacob Caldwell, Mateo Villanueva, and Nadeen Parks) for subsequent seasons.

## Production

This season brought the change to the schedule with the season taking place throughout the week from Monday to Friday and no episodes on Saturday or Sunday.

## Twists/Changes

* **Opening Twist:** At the start of the game, the contestants were given a choice. They can either gather materials on the boat or risk their game by jumping and swimming to shore. On the shore, there are two immunity necklaces, each granting the holder immunity for the first tribal and the power to pick tribes. After the captains picked their tribes, it would be revealed that they had just picked the opposing captains tribe.
* **Double Elimination:** On Day 27, Tiputa was subjected to a double elimination, where two castaways would be eliminated after two rounds of voting.

## Season Summary

The eighteen castaways were divided into two tribes, Mahina and Vairao. With Vairao losing the first challenge, the tribe showed unity as they unanimously voted their first player. Despite their two wins, Mahina's weakness in challenges began to surface and they were quickly sent to tribal after tribal. Nadeen Parks became a dominate force to be reckoned with as she took charge of Mahina and was constantly on the verge of being voted out of the game. Despite Dominick McGowan's hidden immunity idol, Nadeen was quickly able to send her opposers out of the game. Once the two tribes shuffled, Vairao found themselves in a power position and was able to send home two more remaining Mahina members.

At the merge, Vairao found themselves in majority with 8 original members to Mahina's three. Cracks in the tribe were quickly exposed however Barnes Coleman and Desiree Flowers managed to keep the tribe from sending home one of their own home, resulting in Winston Patel's vote off. At the following tribe, the Vairao tribe were officially divided in numbers, and Beckett Donaldson turned on one of his own sending home Mateo Villanuevua. With Mateo's vote off, the merged tribe officially became split with Barnes and Desiree leading one side and Nadeen and Beckett on the other side. Barnes and Desiree were quickly able to gain allies to support them, gathering a core group of five between Barnes, Desiree, Jacob Caldwell, Penny Evans and Samara Holman to vote off their enemies. Once reaching the final five, the group became split with Jacob and Penny on one side against Barnes, Desiree and Penny. Despite Jacob having two hidden immunity idols, he chose to not use any on Penny, but he was ultimately blindsided when Penny went home in a 3-2 vote. Honoring their final two, Barnes and Jacob felt Desiree needed to go next for her strong social game, leading to her vote out. Barnes won final immunity and decided to honor his close relationship and final two alliance with Jacob, voting out Samara.

At the Final Tribal Council, Barnes' gameplay was respected more than Jacob leading to a 7 to 2 vote for Barnes to win.
AC Cars Railbuses

AC Cars Railbuses were made by the AC Cars Group Ltd.

## References

1. ↑ https://www.railcar.co.uk/type/ac-cars-railbus/description
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17103
3. ↑ Basil Hancock, Murray Brown (August 1979). "Railbuses Extant". *Railway Magazine*. Retrieved 2017-05-20.
4. ↑ http://preserved.railcar.co.uk/79976.html
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17104
6. ↑ "Railbus to Grosmont". *Railway Magazine*. October 1968. Retrieved 2017-05-20.
7. ↑ http://preserved.railcar.co.uk/79978.html
BR Class 140

The **British Rail Class 140** was the prototype of the *Pacer*diesel multiple unit. Much of the bodywork was constructed using Leyland National bus components, with the exception of the cabs, between 1979 and 1981. The sole member of the class has been preserved and is at the Keith and Dufftown Railway.

This class became the basis for the Class 141, 142, 143 and 144.

## Preservation

The unit was purchased for preservation and collected from Leeds in February 1995. The sole member of the class, 140001, formed of cars 55500+55501, has been preserved and is at the Keith and Dufftown Railway  This unit is at Dufftown Station. It is being restored to its former state by volunteers at the railway.

## References

1. ↑ 1.0 1.1 1.2 Fox, Peter (1987). *Multiple Unit Pocket Book*. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5 Publishing Ltd. ISBN 0906579740
2. ↑ Smith, R.I. (2002). *Class 140: The Past, The Present, The Future*. Keith & Dufftown Railway Association. ISBN 0901845213
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16951
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16952
5. ↑ http://keith-dufftown-railway.co.uk/rolling-stock/
GWR Railcars

In 1933, the Great Western Railway introduced the first of what was to become a very successful series

of railcars, which survived in regular use into the 1960s, when they were replaced with the new British Rail "first generation" type diesel multiple units.

## Preservation

 W20W
 W22W

## References

1. ↑ "Back home! Swindon legends go back on display". *The Railway Magazine*. Vol. 161 no. 1, 377. Horncastle, Lincs: Mortons Media Group. 2 December 2015. p. 9. ISSN 0033-8923.
1972 Stock

The London Underground **1972 Stock** is a type of rolling stock used on the London Underground. The 1972 Stock was ordered to make up the shortfall in trains on the Northern line's 1959 Tube Stock fleet. It is, however, currently used on the Bakerloo line.

Following the withdrawal of the A Stock on the Metropolitan line in 2012, and the C Stock on the Circle, District and Hammersmith & City lines in June 2014, these trains are now the oldest trains on the London Underground and also on any rapid transit system in the United Kingdom.

The 1972 stock replaced the 1938 Stock and 1959 Stock. First on the Northen Line and then on the Bakerloo line, were they remain today.

## Technical Details

### Asset Inspection Train

Middle two car are 67DM vehicles - 3079, 3179. Front 2 and rear two are 72 MK1 stock

* Front two (72 Mk1) 3313-4313
* Rear two (72 Mk1) 4213-3213

Unit 3079 & 3179 have recently been overhauled in Eastleigh. With no cab windows and new cables leading into each other. The AIT (Asset Inspection Train) will replace the Track Recording Train (1960 Stock DMs and 73 Stock T) which is currently in use.

## References

1. ↑ http://www.ianvisits.co.uk/blog/2014/02/09/new-tube-station-for-regent-street/
2. ↑ https://www.squarewheels.org.uk/rly/stock/1972MkItubeStock/#n3229
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4176
4. ↑ https://www.ltmuseum.co.uk/collections/collections-online/vehicles/item/1999-22944?&apiurl=aHR0cHM6Ly9hcGkubHRtdXNldW0uY28udWsvdmVoaWNsZXM/c2hvcnQ9MSZza2lwPTAmbGltaXQ9NDg=&searchpage=
BR Class 110

The **Class 110** diesel multiple units were built by the Birmingham Railway Carriage and Wagon Company in conjunction with the Drewry Car Co. to operate services on the former Lancashire and Yorkshire main line. They originally entered service uniquely in this region, which earned them the name of the 'Calder Valley' sets. They were an updated version of the Class 104, with more powerful engines, a revised cab design and raised bodyside window frames.

## Preservation

 51813 | -
 52071 | -

## References

1. ↑ 1.0 1.1 1.2 1.3 https://www.railcar.co.uk/type/class-110/official
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16902
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16903
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16938
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16939
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17040
Bristol-ECW Railbuses

The Bristol-ECW Railbuses were a fleet of 2 railbuses made jointly by Bristol Commercial Vehicles and Eastern Coach Works.

## History

These two vehicles Sc79958/9 were built jointly between the Bristol Commercial Vehicles Ltd. (chassis) and Eastern Coach Works Limited (body), two undertakings that were owned by the British Transport Commission having acquired them with the Tilling Group at Nationalisation.

Each car had seating for 56 passengers, and in keeping with the other railbuses there was a central entrance forming two saloons and luggage space. The design & construction was based on principles used in the manufacture of Bristol-Eastern Coach Works passenger road vehicles and both the upholstery and decoration of the saloon conformed generally to Eastern Coach Works standard bus practice.

The floor was lower than other railbuses, being only about seven inches above the platform when the vehicle was laden. This dispensed with the need for a footstep, making loading and unloading easier. The wheels were unique to this country, being a resilient type made by Svenska Aktibolaget Bromsregulator (SAB) of Sweden, and the braking system, also unique to Britain, successfully obviated the tendency for wheel locking on wet or dry rail while maintaining the optimum braking. Developed by the Dunlop Company, it was known as the Dunlop Monitor Brake System. The braking effort was achieved by a monitor brake shoe which initiated and controlled the main braking effort through disc-type brakes.

## Withdrawal

The vehicles worked exclusively on the ScR and were thought of as the worst of the five railbus types. They were withdrawn in '66.

Non of these Railbuses were Preserved.

## External Links

* https://www.railcar.co.uk/type/bristol-railbus/summary

## References

1. ↑ https://www.railcar.co.uk/type/bristol-railbus/operations
BR Class 155

The **British Rail Class 155** is a diesel multiple unit. These DMUs were built by Leyland Bus at Workington (incorporating some Leyland National bus components) between 1987 and 1988 as part of British Rail's replacement of its ageing first-generation diesel fleet. 42 units were originally built, however only 7 remain; the other 35 units were converted to Class 153 railcars.

## References

1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 http://www.barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf
2. ↑ 2.0 2.1 2.2 2.3 2.4 2.5 Traction Recognition, Colin J. Marsden, ISBN 978-0-7110-3277-4
1960 Stock

The London Underground **1960 Stock** was a class of electric multiple unit for the London Underground Central line. Twelve motor cars were supplied by Cravens, and pairs were made up to four cars by the addition of two converted standard stock trailers. A production run of 338 motor cars was shelved, due to the time needed to assess the new features and the cost of converting the trailer cars. Some of the pre-1938 trailers were later replaced by 1938 stock trailers.

The trains were used as a test-bed for automatic train operation, where control signals were picked up from the running rails, and all control of the moving train, apart from the initial command to start when leaving a station, was managed by a "black box" controller. The Woodford to Hainault section of the Central line was used for these tests, in preparation for the introduction of the system on the Victoria line when it opened. In 1986, three trains were converted back for manual operation, and a 3-car unit worked the peak-only Epping to Ongar shuttle service, until that line closed in 1994. One train still works as a track recording unit, while a second is in private ownership and has been used for railtours on the Underground.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4162
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4163
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4161
4. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=3170
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=2646
BR Class 118

The British Rail **Class 118** diesel multiple units were built by the Birmingham Railway Carriage & Wagon Company(BRCW) and introduced from 1960.

Originally allocated to the Western Region, the final vehicles were allocated to Tyseley depot in Birmingham, and were all withdrawn by 1994. Like most first generation DMUs they were originally BR Green, then plain blue, and finally blue and grey, with a few receiving Network SouthEast livery. One set was painted in all over yellow with advertisements for British Telecom.

A normal formation was three vehicles- a Driving Motor Brake Second (DMBS) which had two BUT engines (Later fitted with Leyland), a driving compartment (cab), 65 second class seats, guards accommodation and luggage/parcels space, a Trailer Composite Lavatory (TCL) which had no engines or driving compartment, but had 22 first class seats, 48 second class seats and a lavatory, and a Driving Motor Second (DMS), which like the DMBS had two engines and a driver's cab, and contained 89 second class seats. Having the 'blue square' multiple working system allowed them to run in formations containing up to 12 cars with most of BR's other DMUs.

Two vehicles were converted to sandite use.

## Preservation

Only one Class 118, Number 51321, entered preservation and is at the Battlefield Line. This unit is working on the railway being paired with class 122 based on the railway.

## References

1. ↑ 1.0 1.1 1.2 1.3 1.4 https://www.railcar.co.uk/print/diagrams/534.jpg
2. ↑ 2.0 2.1 2.2 2.3 2.4 https://www.railcar.co.uk/print/diagrams/535.jpg
3. ↑ 3.0 3.1 3.2 3.3 3.4 https://www.railcar.co.uk/print/diagrams/601.jpg
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16536