recursal/Fanatic-Fandom huggingface dataset:
Big Four

The Big Four, made up of the London North Eastern Railway (LNER), London Midland Scottish Railway (LMS), Southern Railway (SR) and the Great Western Railway (GWR).

## LNER

The LNER inherited many types of Railcars from its component companies. They included Steam, diesel and electric powered models:

* Ivatt GNR Rail Motor Coaches
* Sentinel Steam Railcars
* Clayton Steam Railcars
* NER Petrol Inspection Cars
* NER Petrol-Electric Autocars
* NER Petrol Rail Motor Bus
* NER Petrol Autocar
* GCR Petrol-Electric Railcar
* Armstrong-Whitworth Diesel-Electric Railcars
* Metro-Vick-Cammell 58 seat Railcar
* NER Tyneside Electric Multiple Units
* LNER Tyneside Electric Multiple Units
* BR Class 505
* LNER-owned Northern Line Tube Stock
* AM6 Electric Multiple Units
* BR Class 506 (Ordered by LNER, Into service by BR)
* Cruden Bay Tramway
* Grimsby & Immingham Tramway

## LMS

* LMS Leyland Railcars
* Armstrong-Whitworth Diesel-Electric Railcar
* LMS Articulated Railcar
* LNWR Electric Units
* LYR Electric Units
* Liverpool Overhead Railway Units
* Mersey Railway Electric Units
* BR Class 502
* BR Class 503
* MR electric units
* Watford Joint Tube Stock

SR
--

* 2-BIL
* 2-HAL
* 2-NOL
* 2-PAN
* 2-SL
* 2-WIM
* 3-SUB
* 4-BUF
* 4-COR
* 4-DD
* 4-GRI
* 4-LAV
* 4-RES
* 4-SUB
* 5-BEL
* 6-CIT
* 6-PAN
* 6-PUL
* Waterloo & City Stock
* SR Class CP
* SR Class CW
* SR Class SL

## GWR

* GWR Railcars
* GWR Railmotors
GN&C Stock

The **GN & C Stock** was operated on the Great Northern and City Railway, an underground railway line in London, England. It was opened between Moorgate and Finsbury Park on 14 February 1904. The original GN&C Stock operated on the line between 1904 and 1939.

The trains were replaced by Northern line tube trains on 15 May 1939 and all the original GN&C stock was scrapped. As part of the 1935–1940 New Works Plan, the London Passenger Transport Board aimed to integrate the Great Northern and City line into the Northern line, extending to Alexandra Palace and Bushey Heath. These plans were curtailed by World War II and the Northern City line (or "Highbury Branch") continued operating with 1938 Stock until 1975, when the line was transferred to British Rail. Since 1976 the line has been operated exclusively by British Rail Class 313 electric multiple units.
This Will Change The Game Completely

**Next:** | "It's My Head On The Line"

**This Will Change The Game Completely** is the twelfth episode of *Survivor: Nepal*.

## Challenges

* Immunity (Day 32)
* Immunity (Day 34)
**Challenge:** *Ballin' A Jack*
The castaways will each stand on a small block while stabilizing a ball against an overhanging piece of wood. If at any point they lose their concentration or their balance, the ball will drop and they are then out of the challenge. The last person left standing wins a reward.
**Winner:** Lisa Gray

**Challenge:** *Fun Climb*
The castaways would maneuver a buoy through a rope maze to a post. They would then untie a series of knots to release a key. The released key would open a chest that contained a set of ladder rung puzzle pieces. The first castaway to assemble their ladder and climb to the top of the tower would win.
**Winner:** Lisa Gray

## Tribal Council

### Day 32

 Carlos (3 votes)
 Danielle(used Hidden Immunity Idol)
 Monica (1 vote)

### Day 34

 Jack (3 votes)
 Danielle (2 votes)
 Michael (1 vote)

## Trivia

* The episode title was said by Lisa Gray.
BR Class 502

The **British Rail Class 502** was a type of electric multiple unit originally built by the London Midland and Scottish Railway at its Derby Works. Introduced in 1940 and withdrawn by 1980, they spent the whole of their working lives on the electrified railway lines of north Liverpool.

The trains were designed to replace older electric trains built by the Lancashire and Yorkshire Railway on the lines from Liverpool Exchange station to Southport and Ormskirk. These lines were electrified with a direct current (DC) third rail. The Class 502s entered service between 1940 and 1943. They were DC-only and operated as both three-car and two-car sets, which could be coupled together to form five-car or six-car sets for use on the busier services.

## Preservation

A two car unit made up of 28361 and 29896 have been preserved by the National Railway Museum. The Unit is now at Merseyside Transport Trust.

## References

1. ↑ 1.0 1.1 1.2 1.3 1.4 https://web.archive.org/web/20071014165323/http://www.therailwaycentre.com/Recognition%20Tech%20Data%20EMU/EMU\_502.html
2. ↑ 2.0 2.1 2.2 2.3 http://www.barrowmoremrg.co.uk/BRBDocuments/Diagram\_Book\_210\_for\_Issue.pdf
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=19374
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=19375
BR Class 141

The British Rail **Class 141** was the first production model of the *Pacer* diesel multiple units. Its lifespan in the UK was 14 years, some units were exported to Iran operating for 8 years, for a total lifespan of 22 years.

## Overseas

In 1984, a Class 141 unit was built for trial running in Malaysia and Thailand. The unit was re-gauged to metre gauge. The trial running wasn't successful. The vehicle was different from the twenty British trains having only longitudinal seating for 120 passengers and space for another 140 standing. Only 1 car was powered with the other being a trailer vehicle. After the unsuccessful trial in Thailand the *Pacer* went to Malaysia and then to Indonesia for further evaluation. It was last seen outside the Ulu Yam station, on a railway siding, in Malaysia in fairly derelict condition in 2000.

At the end of their career with British Rail, 12 units were sold to Islamic Republic of Iran Railways and were exported during 2001/2002. with two spotted in service in 2005, All units have since been withdrawn and replaced by new DMUs. Two units (106 & 112) were exported to the Netherlands but they are not currently being used. Some units remain in the United Kingdom with two units in preservation: 141108 at the Colne Valley Railway, and 141113 at the Midland Railway – Butterley. Two units (141103 and 141110) were formerly preserved at the Weardale Railway, of which 141103 and the one remaining car from 141110 were scrapped in March 2018.

## References

1. ↑ 1.0 1.1 Fox, Peter (1987). *Multiple Unit Pocket Book*. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5 Publishing Ltd. ISBN 0906579740.
2. ↑ 2.0 2.1 2.2 2.3 2.4 2.5 http://www.barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf
3. ↑ http://www.traintesting.com/images/0e20dafe.jpg
4. ↑ https://web.archive.org/web/20110928090950/http://www.msedv.at/rai/rolling.html
5. ↑ Railway Magazine May 2018 p. 90
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16953
7. ↑ 7.0 7.1 *Railways Illustrated*: 34. November 2005.
Wickham Railbuses

These railcars were built using the usual Wickham method of tubular construction and the elimination of the normal horn-guided axlebox. This kept down the tare weight to only 11 1/2 tons, with no sacrifice of strength.

The body was rubber mounted on the underframe, which not only provided vertical sprung movement but also allowed limited and controlled transverse movement between underframe and body. This auxiliary springing with the usual Wickham radius arm-controlled axleboxes with underslung semi-elliptic springs and Woodhead-Monroe hydraulic shock absorbers, contributed largely to steady running, although 79969 had pneumatic suspension.

They worked on the ScR, and were all withdrawn by 1966. They were often considered to be the best of the five types.

There was also a non-passenger Wickham railbus built, the Elliot high speed track recording vehicle. It was the only one of the Wickham railbuses to be preserved.

## Preservation

Only one example has been preserved, RDB999507. It is currently at the Lavender Line.

## References

1. ↑ https://www.railcar.co.uk/type/wickham-railbus/description
2. ↑ https://www.railcar.co.uk/type/wickham-railbus/non-passenger-use
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17107
BR Classes 112 and 113

The **Class 112 and Class 113** DMUs used the standard Cravens body used on Class 105s but had a single Rolls-Royce C8NFLH engine rated at 238 hp (177 kW) per car, all of which formed into 'power twins'- two car sets with both vehicles powered.

There were two batches built, the first 50 vehicles (25 sets) had standard mechanical transmission via a gearbox and were allocated the Class 112. The second batch of 50 cars (25 sets) had hydraulic transmission, and became Class 113s.

The cars were built for services in the LMR Central Division and in the Liverpool - St Helens area, where the gradients in the Lancashire & Yorkshire area required more power. Both types also spent some time working from Cricklewood.

The gross weight of a set with all seats occupied was approximately 70 tons, giving 6.8 hp (5.1 kW) per ton. Empty, it was 8.1 hp/ton, which compared favourably with 5.7 hp/ton that the Cravens power/trailer had.
BR Class 139

**British Rail Class 139** is the TOPS classification for **PPM60** model lightweight railcars built by Parry People Movers,[6] for use on the British rail network. The class were originally built in 2008 for operation on the Stourbridge Town Branch Line following an extensive trial with a prototype registered as a **Class 999** unit.

The first newly constructed Class 139 was shown on 28 June 2008 at the Tyseley Locomotive Works Open Day. The full fleet of two units entered public service on the branch line in June 2009.

The Class 139s replaced the Class 153 on the branch.

## Fleet Details

2011 (rebuild)
 West Midlands Trains

## References

1. ↑ https://web.archive.org/web/20111009150120/http://www.railwayherald.org/magazine/pdf/RHUK/Issue170.pdf
2. ↑ 2.0 2.1 Rail 'guide 2017, Colin J Marsden, ISBN 978-0-7110-3856-1
S Stock

The **London Underground S Stock** is a fleet of subsurface rolling stock used on the London Underground since 2010. Manufactured by Bombardier Transportation's Derby Litchurch Lane Works, the S Stock was ordered to replace the A60, A62, C69, C77 and D78 stock on the Metropolitan, District, Hammersmith & City, and Circle lines, which all date back to the 1960s and 1970s. The order consists of a standardised fleet of 191 trains (1,395 cars), with 1 additional train (actually a 7-car train 21567-568) ordered as a part of Metropolitan line extension to Watford Junction (192 trains = 1,402 cars). Two additional non de-icing cars were subsequently built, (23384, 23386) as the original de-icing cars had been inserted into earlier trains (192 trains = 1,402 cars + 2 = 1,404). The stock has two types, **S7** and **S8**, serving different lines, with differences in the arrangement of seating and number of cars. Both types have air-conditioning and low floors to ease accessibility for disabled people, and it is also possible for a passenger to walk from one car to the next while the train is moving, unlike older trains on the network.

The order is said to be the biggest single rolling-stock order in Britain at, according to Transport for London, a cost of £1.5 billion.

Passenger service began on the Metropolitan line in July 2010, the Hammersmith & City line in July 2012, and the Circle and District lines in September 2013. The S Stock completely replaced the A Stock on the Metropolitan line in September 2012, and the C Stock on the Circle and Hammersmith & City lines in February 2014, and started operating on the District line in June 2014; it fully replaced the D Stock on the rest of the District line in April 2017.

The S Stock Trains have a family relation to the Victoria Line's 2009 Stock.

## References

1. ↑ https://www.bbc.co.uk/news/uk-england-london-10835655
2. ↑ https://www.whatdotheyknow.com/request/301039/response/736493/attach/3/SSL%20Train%20Status.pdf
SR 2-NOL

The Southern Railway (SR) gave the designation **2-NOL** (**2** Car **No L**avatory) to the electric multiple units built during the 1930s from old London and South Western Railway carriage bodies on new underframes. None of these units survived long enough in British Rail ownership to be allocated a TOPS class. Non of this class have been preserved.
BR Class 158

The **British Rail Class 158** *Express Sprinter* is a diesel multiple-unit (or DMU), built specifically for British Rail between 1989 and 1992 by British Rail Engineering Limited (BREL) at its Derby Litchurch Lane Works. They were built to replace many locomotive-hauled passenger trains, and allowed cascading of existing Sprinter units to replace elderly 'heritage' DMUs. The Class 159 DMUs are almost identical to the Class 158s, having been converted from Class 158 to Class 159 in two batches.

## References

1. ↑ Garratt, Colin. *The Complete Book of Locomotives*. Anness Publishing Ltd. 1997, 2010. p. 134-5. ISBN 1844770222
2. ↑ https://web.archive.org/web/20110726123030/http://www.porterbrook.com/images/pic\_library/pdf/Class%20159.pdf
3. ↑ 3.00 3.01 3.02 3.03 3.04 3.05 3.06 3.07 3.08 3.09 3.10 3.11 3.12 Traction Recognition, Colin J. Marsden, ISBN 978-0-7110-3277-4
BR Class 403

The Southern Railway (SR) gave the designation **5-BEL** to the five-car all-Pullman electric multiple units which worked the prestigious Brighton Belle trains between London Victoria and Brighton. These units survived long enough in British Rail ownership to be allocated TOPS **Class 403**. Between 1933 and 1935 the units were designated **5-PUL** (the 'PUL' code was then used for the 6-PUL units).

## Construction

The SR electrified the London Victoria to Brighton line in the early 1930s, and full electric services commenced over the route from 1 January 1933. For the high-profile *Southern Belle* Pullman train three five-car units, consisting entirely of Pullman cars, were built. All 15 cars were built by Metropolitan Cammell. In June 1934 the Southern Railway renamed the *Southern Belle* as the *Brighton Belle*.

As they were Pullman cars, owned by the independent Pullman Car Company, the individual carriages were numbered in its series, taking numbers 279 to 293, and the first class cars were given women's names while the third (from June 1956, second) class cars carried less-inspiring *Car No xx* designations, derived from the second and third digits of the Pullman Car Company's number. However, the units together were allocated numbers in the SR series, originally taking 2051-2053, which was revised in January 1937 to 3051-3053.

## Formations

Three different car types were built - Driving Motor Brake Parlour Third (DMBPT), Trailer Parlour First with Kitchen (TPFK), and Trailer Parlour Third (TPT). Initial formations of these units were as follows:

## References

1. ↑ http://scm.pastfinders.org/scm\_29\_pullman.htm
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17123
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17114
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17117
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17121
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17124
7. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17115
8. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17119
9. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17122
10. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17125
11. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17126
12. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17116
13. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17118
14. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17120
15. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17127
T Stock

The **T Stock** was originally built in various batches by Metropolitan-Vickers and the Birmingham Railway Carriage and Wagon Company for the Metropolitan Railway in 1927-31 for use on electric services from Baker Street and the City to Watford and Rickmansworth, though rarely some worked on the Uxbridge branch.

The earlier batches were built from wood and sandwiched trailers of 1898-1923 vintage, however later batches were steel in construction and worked with new built trailers. As built the group has some variations in equipment, mostly to allow use with existing stock such as the Saloon and Ashbury trailers and leading to incompatibilities within the class, however upon transfer the London Transport this was rectified and the entire fleet largely standardized about 1938.

T stock never ran to Aylesbury, though latterly worked to Chesham and Amersham after electrification. Prior to this, trains destined to beyond Rickmansworth were hauled by Metropolitan Vickers Bo-Bo electric locomotives as far as Rickmansworth, where a changeover to steam traction occurred.

These electric multiple unit trains had slam doors with rounded tops, thought to be less prone to damage if accidentally opened in the tunnels north of Baker Street.

In late 1945 coach 2752 was rebuilt as experimental air-door trailer 17000, employing an unusual seating layout with gangways on both sides of the car. In June 1947 a second experimental unit (20000, converted from 2707) entered service. The air doors were controlled from driving trailer 6727, to which the two were permanently coupled. In 1949 17000 was modified with a conventional centre gangway and renumbered 17001. The two cars were withdrawn in 1953, their work as prototypes for the A60 Stock being completed.

The 'T' stock was replaced from 1961 by the A60 and A62 Stock, with the final train running on 5 October 1962.

In 1961, two withdrawn driving motors were converted to sleet locomotives. These were numbered ESL118A and ESL118B, having previously been 2758 and 2749 respectively. After withdrawal, both units were preserved, eventually locating at the Spa Valley Railway but now moved to Quainton.

## References

1. ↑ Moss, Paul (2000). *Underground Movement*. Harrow Weald, Middlesex: Capital Transport Publishing. pp. 87–89. ISBN 1-85414-226-7.
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4053
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4052
Circle Class

The **London Underground Circle Stock** consisted of 90 cars renovated in 1934 at Acton Works, selected by the LPTB from earlier Metropolitan Railway stock - mainly dating from the early 1920s but some from 1906. The vehicles were externally repainted in a red-and-cream livery at first; later all-red. They operated in five-car formations.

They were finally withdrawn on 31 December 1950, being replaced by 5-car trains of P Stock, which had previously been used on the Uxbridge branch of the Metropolitan Line.
Waggon and Maschinenbau Railbuses

The five British Railways **Waggon und Maschinenbau railbuses** were delivered in April 1958. They were based at Cambridge until 1964. They were withdrawn in 1966 and 1967. Four are preserved.

## References

1. ↑ Railway Magazine January 1968 pp. 4-9 J M Tolson: Too little, too light and too late - A survey of British Railways diesel railbuses
2. ↑ https://www.railcar.co.uk/type/wmd-railbus/description
3. ↑ Railway Magazine July 1958 pp. 499-501 German Railbuses for British Railways
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17099
5. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=2068
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17100
7. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=2069
8. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17101
9. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=2070
10. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17102
11. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=2071
Zodiac

Constituée de 10 mois, l'année sur Ygdirane est donc associée à 10 signes du Zodiac, liés à des constellations et des influences magiques et divines, se reflêtant par un vrai impact sur la personnalité des individus de ce signe.

Chaque culture possède ses propres signes associés toutefois toujours aux mêmes symboliques, puisque toutes les cultures ont pu retrouver des influences similaires selon le mois de naissance.

## Symboliques

1. Mois 1: Force, Guerre, Sauvagerie
2. Mois 2: Survie, Résilience, Indépendance
3. Mois 3: Cycle naturel, Destinée, Justice
4. Mois 4: Adresse, Chance
5. Mois 5: Sagesse, Apprentissage, Jeunesse
6. Mois 6: Amour, Beauté, Jeunes adultes
7. Mois 7: Curiosité, Voyage, Marchands
8. Mois 8: Famille, Fertilité, Communauté
9. Mois 9: Travail, Persistance, Pragmatisme
10. Mois 10: Loyauté, Ambition, Gouvernance

## Les Signes Octes

1. Mois 1: Le sanglier
2. Mois 2: L’ours
3. Mois 3: La femme-Corbeau
4. Mois 4: Le joueur de dés
5. Mois 5: Le cerf-volant
6. Mois 6: Les amants
7. Mois 7: La roue
8. Mois 8: La mère
9. Mois 9: Le marteau
10. Mois 10: La couronne
C Stock

The **London Underground C Stock**, consisting of **C69** and **C77 stock**, was a type of sub-surface rolling stock used on the Circle, Hammersmith & City and District line of the London Underground, between 28 September 1970 and 29 June 2014. The fleet's lifespan was just under 44 years.

The C stock were replaced by S7 Stock between January 2013 and June 2014. A farewell tour for the stock took place on 29 June 2014.

## Preservation

 C77 Stock
 C77 Stock

## References

1. ↑ http://districtdave.proboards.com/thread/23336/stock-farewell-railtours
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=37485
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=44874
Standard Stock

The **Standard Stock** title was applied to a variety of Tube stock built between 1923 and 1934, all of which shared the same basic characteristics, but with some detailed differences. This design is also sometimes referred to as **1923 Tube Stock** or **Pre 1938 Stock**. Most of the Standard Stock was built to replace the first generation of "Gate Stock" Tube trains or to provide additional trains for extensions built in the 1920s and early 1930s. Standard Stock cars consisted of motor cars (with a driver's cab, behind which was a "switch compartment" occupying approximately one-third of the length of the car), plus trailer cars and "control trailers" (with a driving cab but no motor). All were equipped with air operated sliding doors, although the guard's door on the earlier trains was a manually operated inward-opening hinged door.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4170
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4171
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4177
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4175
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4174
BR Class 115

The British Rail **Class 115** diesel multiple units were 41 high density sets which operated the outer-suburban services from Marylebone usually to destinations such as High Wycombe, Aylesbury and Banbury which are on the Chiltern Main Line and Great Central Main Line (now the London to Aylesbury Line). Sometimes, these sets used to operate 8-12 car long expresses to Nottingham Victoria in the final years of the GCML. Coincidentally, Class 115 units operated services under Table 115 in the British Rail timetable.

Based on the basic Derby high density design, the sets are similar to Class 127 but were internally superior as the class had larger windows, better furnishings, lighting and wall surfaces.

Some sets were also built for the CLC line between Liverpool and Manchester. These were later transferred to Marylebone. They also worked from Tyseley in the later years.

The Marylebone sets, which were later transferred to Bletchley but remained on Chiltern Line duties (and finally to Old Oak Common), were declared surplus after the introduction of Class 165s, from 1991 onwards. While at Bletchley and Old Oak Common depots the class found use on the Gospel Oak to Barking Line, units being formed as power twins. They were, in turn, replaced on this line by Class 117 power twins, displaced from Paddington suburban duties.

The final class 115 working out of Marylebone was on 29 July 1992. The Tyseley vehicles survived a bit longer, until February 1994.

Some of the class briefly found their way on to the Redhill to Tonbridge Line to replace ageing DEMU sets. The line was electrified in 1993, in order to allow a diversionary route for the Eurostar, and the class 115s were replaced initially with Class 411 EMUs, then ex-Merseyrail Class 508 EMUs in 1998 (after privatisation).

## Preservation

15 vehicles are preserved. DMBS 51677 was scrapped in early 2017.

## References

1. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=3013
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16897
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16899
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16904
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16906
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17039
7. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16907
8. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16908
9. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17043
10. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16910
11. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16909
12. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17037
13. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17038
14. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17041
15. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17042
16. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16898
Metro-Vick-Cammell 58 seat Railcar

This railcar was built in 1937 and was originally trialled on the LMS, operating out of Willesden shed. It was moved to Hull on the LNER in about June 1939, and operated services to Pontefract, Selby, York, and Withernsea for several months.

The railcar was diesel powered, and was based on an existing design from the Hungarian company of Ganz.

With the outbreak of World War 2, the railcar was returned to Metro-Vick-Cammell. It next makes an appearance in 1951 when it was re-gauged to 5ft 3in, and started working for the Ulster Transport Authority as their No. 5. It was withdrawn and sold for scrap in 1965.

## External Links

* https://www.lner.info/locos/Experimental/MetroVickRailcar.php
NER Petrol Rail Motor Bus

The North Eastern Railway's Rail Motor Bus No. 110 (later No. 130Y) was the result of an experimental conversion. The NER had operated a number of bus services in the Durham since 1912, and one of the buses was chosen to be converted to rail use in 1922. The conversion was officially authorised on 21st September 1922, but the actual conversion was completed in June 1922 and the bus had entered service on 19th July 1922! The donor vehicle is thought to have been one of three Leyland Motor Co. buses that the NER purchased on 21st July 1921. With a long bonnet and a overhanging roof at the front, it was a typical design for that time. The conversion was completed at York Carriage Works. Initially No. 110 in the Road Vehicle fleet, it was renumbered as No. 130Y shortly after conversion because No. 110 was already occupied in the Coaching Stock list.

Both an additional radiator and an additional driving position were located at the rear of the vehicle. Central passenger doors were fitted to both sides of the saloon. Total seating capacity was 26 third class passengers. Folding steps were also added to allow access from rail level. These were later replaced with fixed steps, and eventually removed altogether. An electric headlamp was also fitted.

Initially, the bus had no facility for being towed or propelled, but large U-shaped towing brackets were fitted in 1925.

The initial York duty involved a service to Haxby, Strensall, Earswick, and Copmanthorpe. NER Petrol Autocar No. 2105 took over this duty on 9th July 1923, and No. 130 was transferred to Selby. At Selby, No. 130 operated daily return trips to Straddlethorpe, York, Goole, Catleford, Goole, Market Weighton, Cawood, and Hemingborough. This resulted in a full timetable that started at 6:52am and finished at 7:44pm. No. 130 took part in the Stockton & Darlington Centenary celebrations, but continued these Selby duties until November 1926. Disaster struck on 11th November 1926, and the railbus caught fire whilst being filled up with petrol at Selby shed. The entire bus was reportedly gutted within 15 minutes. Reports also suggest that someone used a naked paraffin lamp to check the level of the petrol tank. Only the chassis remained, and it was eventually decided not to rebuild or replace the bus. No. 130 was officially withdrawn from stock on 9th April 1927.

## External Links

* https://www.lner.info/locos/IC/ner\_petrol\_bus.php
LMS Articulated Railcar

In 1937 the LMS decided to produce a more modern diesel train for itself. This was a three-car articulated railcar that was outshopped from Derby Carriage and Wagon Works in 1939. The cars were numbered 80000, 80001 and 80002.

The streamlined three-car train was a single articulated unit; the two outer coaches were each 64 ft (19.51 m) long and rested on a centre coach that was 52 ft (15.85 m) long. The articulation was an idea that had been already taken up by Sir William Stanier for some locomotive hauled stock.

Mechanically the train was a development of railcars that had entered service from 1933 on the LMS Northern Counties Committee's (NCC) lines in Northern Ireland, using an identical arrangement of in-line powertrain as NCC railcars Nos. 2–4. Under each coach were two vertically mounted Leyland 125 bhp (93 kW) diesel engines driving the inner axle of each bogie through a Lysholm-Smith torque converter. There were six engines for the three-car set which gave a total power of 750 bhp (559 kW). The whole unit weighed 73 long tons, so this yielded a power/weight ratio of slightly more than 10 bhp/ton which provided a main line standard of performance with a maximum speed of 75 mph (121 km/h).

It worked first on the Varsity Line between Oxford Rewley Road and Cambridge, and then on St Pancras – Nottingham services. A second unit was planned but never built. 80000–80001–80002 was withdrawn on the outbreak of World War II in 1939, stored, and never re-entered passenger service.
1986 Stock

The **London Underground 1986 Tube Stock** consisted of three prototype electric multiple units built for London Underground that led to the development of the 1992 Stock.

 Blue
 Green

Car number 16 from the Green Set had been preserved at the London Transport Museum - Acton.

## References

1. ↑ https://www.ltmuseum.co.uk/collections/collections-online/vehicles/item/1996-4101%20part%200?&apiurl=aHR0cHM6Ly9hcGkubHRtdXNldW0uY28udWsvdmVoaWNsZXM/c2hvcnQ9MSZza2lwPTQ4JmxpbWl0PTQ4&searchpage=
1983 Stock

The London Underground **1983 Stock** was a class of electric multiple unit designed for the Jubilee line.

The 1983 Tube Stock could be considered the last train to be designed by London Underground; it was the last conventional Tube train in the long line of evolving design since the 1938 Tube Stock. The stock was built by Metro Cammell to replace the 1972 Mark II Tube Stock operating on the Jubilee line; in turn this was intended to enable those trains to replace the ageing 1938 Tube Stock on the Bakerloo line.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4178
2. ↑ https://www.ltmuseum.co.uk/collections/collections-online/vehicles/item/2002-8569?&apiurl=aHR0cHM6Ly9hcGkubHRtdXNldW0uY28udWsvdmVoaWNsZXM/c2hvcnQ9MSZza2lwPTQ4JmxpbWl0PTQ4&searchpage=
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5116
4. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=4385
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=9685
6. ↑ http://www.cs.vintagecarriagestrust.org/se/CarriageInfo.asp?Ref=5652
7. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=9683
8. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=9686
9. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5117
BR Class 156

The **British Rail Class 156 *Super Sprinter*** is a diesel multiple unit train. A total of 114 sets were built between 1987 and 1989 for British Rail by Metro-Cammell's Washwood Heath works. They were built to replace elderly first-generation DMUs and locomotive-hauled passenger trains.

## Fleet Details

 East Midlands Trains
 Greater Anglia
 Northern
156463–464, 156466, 156468–469, 156471–472, 156475, 156479–484, 156486–491

## Accidents and Incidents

* On 6 June 2010, unit 156 499 struck a rockfall, was derailed and caught fire near Falls of Cruachan. Eight people were injured.
* On 17 August 2010, unit 156 417 was involved in a collision with a slurry tanker at a user-operated level crossing. Twenty-one people were injured, one of them seriously.
* On 21 December 2014, unit 156 478 hit flood waters near Mauchline between Kilmarnock and Auchinleck. The unit was repaired and refurbished at Kilmarnock's Brodie Works and returned to service in October 2016.
* On 22 January 2018, unit 156 458 struck a landslip and was derailed between Arisaig and Glenfinnan. There were no injuries.

## 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 Traction Recognition, Colin J. Marsden, ISBN 978-0-7110-3270-4
3. ↑ https://assets.publishing.service.gov.uk/media/547c8fc4e5274a428d000147/R082014\_140402\_Landslips.pdf
4. ↑ https://www.theguardian.com/world/2010/aug/18/suffolk-rail-crossing-crash
5. ↑ https://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/flood-damaged-dmu-returns-to-service.html
Mersey Railway Electric Units

**Mersey Railway electric multiple units** were electric multiple units introduced on the underground Mersey Railway in 1903. In the early 1900s the railway was bankrupt as it used steam locomotives that left a dirty atmosphere in the tunnel and passengers preferred the ferries. However, the railway was rescued by Westinghouse Electric, who electrified the railway and provided the first electric multiple units. The cars were supplemented in 1908, 1923 and 1925 and finally in 1936 to allow the progression from 4-car, through 5-car, and finally to 6-car trains. In 1938, when the Wirral Railway was electrified, the units were modified to allow through running between the two systems. In 1956–57 the cars were replaced by units similar to those used on the Wirral Railway.

Under LMS they were known as the AM3 class and under BR's TOPS system, they became the BR Class 503.
Behind the Curtian

**Primary Philosophy:**

* You are an adventurer because you feel a strong call in your bones to adventure. The boredom of a calm life doesn't appeal to you – you are driven to leave behind the safety of civilization and explore the wilds to make your name. Regardless of what drives you, you are driven. You choose where to go and what to do. There will be a handful of obvious choices, but you don't by any means need to take them. The adventure is in your hands.

**The Rest:**

* Players can suggest or join sessions on an at-will basis. There is no assumed *set party* – characters can and should adventure in many different groups.
* Players schedule sessions with each other via the Facebook group page. The DM will NOT take the initiative; if players want to play, it's their responsibility to make it happen.
* Players can make as many characters as they want (though I assume most people will want to stick with one), but characters can't transfer gold or items between characters.
* Each session is presumed to be self-contained. Players venture into the wild, find or are found by adventure, and return home each session.
* Every character starts each session in Clear Harbour. If characters have not returned home by the end of the session, they automatically return after play has ended.
* The world persists beyond each session. If players have made a change in one session, other players will see that change if they follow the same path in a later session.
* After each session, it's highly encouraged that at least one player add relevant information to the wiki. There are a lot of players, and they won't know what's going on unless you inform them.
NER Petrol Inspection Cars

The first of these inspection cars was built by the York Carriage Shops in March 1908. It was intended for use by company officers on inspection journeys, and a central map table with six seats. The original engine is unknown, but is thought to have been capable of about 35-40bhp at 950rpm. Batteries were included for lighting, but an electric starter motor was not fitted. An emergency coupling was fitted incase it had to be towed in an emergency. It was based at Middlesbrough before moving to Darlington.

In 1911, Raven suggested two more cars should be ordered. A tender to the Wolseley Co. was considered too high, so they were eventually built by the NER using White & Poppe 6-cylinder engines rated at 75hp. These later cars were larger, and had seats for twelve passengers.

On 22nd October 1921, No. 3768 (of the second batch) was destroyed by fire at York. A replacement entered service in December 1923 as No. 3768Y. This replacement had a slightly longer body and the clerestory roof was replaced with a domed roof. An extra heating radiator was also included, along with a small folding washbasin.

By 1929, the two oldest inspection cars were beginning to show their age with 114,000 miles on the oldest (No. 3711), so both had new 80hp Leyland engines fitted.

In 1938, No. 3769 went to Gateshead for a broken axle to be repaired. This led to the economics of these cars being analysed. Although they were about 2d/mile cheaper to run than a steam engine and carriage, the latter could also be used for other duties. Hence, it was decided to scrap them. All three engines were withdrawn in February 1939.

## Technical Details

Details are for 3768.

## External Links

* https://www.lner.info/locos/IC/inspection.php
District E Stock

The **London Underground E Stock** were steel-bodied cars built for the London Underground in 1914 by the Gloucester Railway Carriage and Wagon Company.

Thirty cars were built, twenty-six driving motor cars and four trailers. The E stock was based on the earlier C Stock and D Stock but differed in that the roof was elliptical rather than the clerestory roof of the C Stock and D Stock.

In the 1940s the C, D and E stocks were reclassified as "H Stock" (signifying hand-operated doors), along with other pre-1938 District Line rolling stock that had not been converted to have air-operated doors. The H Stock was largely eliminated by the early 1950s, following replacement by R Stock. The remaining cars were largely confined to the Olympiashuttle service. While the last example was withdrawn from passenger service in 1958, one motor car was used as a "Stores Carrier" car No. SC636, painted in the then-current LT service stock grey livery and fitted with side buffers and a screw link coupling at the cab end. SC636 was observed in use in the summer of 1960 but had been withdrawn by February 1962. No E Stock car has been preserved.

They were generally similar in appearance to the B Stock, except that the E Stock had an elliptical roof.

## References

1. ↑ UndergrounD: The Journal of the London Underground Society
SR Class SL

The Southern Railway (SR) in the UK gave the designation **SL** to the fleet of AC *overhead* electric multiple units used on the South London Line between Victoria and London Bridge station. These had been built by the London, Brighton and South Coast Railway in 1909, but with the abandonment of the *Elevated Electric* service in 1928 they were converted to DC third rail units.

## Construction

The **SL** (**S**outh **L**ondon stock) units were built in 1909 for use on the LBSCR AC overhead electrified lines in South London. This stock comprised eight three-car units, originally formed Driving Motor Brake Third + Trailer First + Driving Motor Brake Third. They were built by the Metropolitan Amalgamated Carriage & Wagon Company at Birmingham and each motor coach had four 115 horsepower (86 kW) Winter Eichberg motors.

The Trailer First cars were later removed and used as locomotive-hauled stock, from when the driving cars were paired with former loco-hauled coaches converted to Driving Trailer Composite cars.

After the replacement of the AC overhead equipment by the standard SR 660 V DC third-rail system on 17 June 1928, these units were rebuilt. The Driving Motor cars were paired together again to form eight units designated **2-SL**. The Trailer First cars (which had been out of EMU stock for nearly twenty years) were included in this programme, and were rebuilt into Driving Motor and Driving Trailer pairs to form four units designated **2-Wim**, for use on the Wimbledon-West Croydon line.

## References

1. ↑ Moody, G.T. (1968). *Southern Electric 1909-1968*. London: Ian Allan. p. 25.
BR Class 120

The **Class 120** was a cross-country DMU in three-car formation, built at the British Rail Swindon Works.

Totalling 194 cars, three batches were built:

* 1958 - 49 sets for the Western Region
* 1959 - 7 sets for the Scottish Region
* 1961 - a further 9 sets for the Western Region

British Railways placed the order with British United Traction in summer 1956 for the equipment required for the 98 power cars and 47 trailers of the first batch. The order, along with equipment ordered by Cravens for 66 power cars and the 3 parcels cars, was valued at £830,000. The first batch was ordered for the WR's West Country dieselisation scheme, which it hoped to complete by the end of 1959. The sets were expected to work between Bristol & South Devon. Their general reliability and good braking characteristics made them popular with drivers.

In February 1959, the BTC placed an order with BUT for the equipment for the seven ScR sets, along with equipment for Class 108s and 127s being built at Derby. These 120s were to work mainly on the Aberdeen to Inverness line although appearances at Oban were not unknown. Otherwise the cars worked mainly in the Western and Midland Regions.

Some cars had a trial refurbishment but this was found to be too expensive, meaning an early withdrawal for most of the class. Some of the London Midland Region's units were transferred to Scotland in the mid-1980s, mainly finding use on local services from Edinburgh (notably to North Berwick). The final vehicles survived until 1989.

One trailer car survives at the Great Central Railway: 59276 (TSLRB).

## Accidents and Incidents

* On 12 May 1978, the unit containing 51793-59684-51794, struck a lorry at Oyne and the front two cars were derailed. The unit was on the 07:43 Aberdeen to Inverness. Out of the 54 passengers on board, only 5 people suffered minor injuries.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17005
2. ↑ Rail Express, May 2018, Page 33.
BR Derby 'Lightweight'

The British Rail **Derby Lightweight** diesel multiple units, were the first such trains to be built en-masse for British Railways. The units were built at BR's Derby Works from 1954 to 1955. The units were built in various formations, including 12 power-twin 2-car units, 84 power-trailer 2-car units, and four 4-car units. The two single car units were originally built as a two-car unit and then split two years later when demand came about.

Body framing was extruded and riveted together. Panelling was welded into continuous sheets and riveted to the frame. Luggage racks were light alloy. The floors had 2 layers of flameproof hardboard, covered with linoleum. To reduce noise and condensation, the inside structure and undersides were sprayed with asbestos. Lighting was by 60-watt, 24-volt lamps charged by belt driven dynamos. Heating was oil fired. Standard mild steel bogies ran on Timken roller bearings.

Contemporaneous with these units was the unique Battery Electric Multiple Unit.

## Perservation

 79018 | 79612 | Ecclesbourne Valley Railway
 79900 | —

## References

1. ↑ Cooke, B.W.C., ed. (July 1954). "Lightweight Diesel Trains for British Railways". *The Railway Magazine*. Vol. 100 no. 639. Westminster: Tothill Press. p. 461.
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17095
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=46552
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17098
1996 Stock

The **London Underground 1996 stock** is a type of rolling stock used on the Jubilee line of the London Underground. The trains were built by GEC Alsthom-Metro Cammell (now Alstom) and entered service in 1997. The trains are very similar to the 1995 Stock used on the Northern line.

The original 59 trains were initially operated in a 6-car formation, however, in 2005 an additional trailer car was added to lengthen each train to 7 cars. At the same time, four additional 7-car trains were ordered, bringing the total to 63 7-car trains.

## References

1. ↑ Mitchell, Bob (2003). *Jubilee Line Extension: From Concept to Completion*. London: Thomas Telford. pp. 127–134. ISBN 9780727730282. Retrieved 17 April 2016.
Hustle S Class

**S stock** is the designation given to one train of eight cars by London Underground in the 1930s. It was composed of converted trailers and experimental driving motor cars inherited from the Metropolitan Railway in 1933.

## Trailer Cars

In 1919, the Metropolitan Railway converted six 1904 saloon stock cars into the "Hustler train". These were the only cars of this type: two were driving motors, two were control trailers, which the Metropolitan called driving trailers, and the remaining two were trailers. In 1936, the two driving motors were converted into trailers, and all six cars were used with two 1925-built prototype driving motors.

## Driving Motor Cars

In 1925, two driving motor cars were built as prototypes for what would later become the T stock. In the London Passenger Transport Board numbering scheme, they became 2598 and 2599. After the trailer cars were withdrawn from service in the 1940s, the two driving motor cars remained in service on the East London Line, being used with a 1923-built control trailer. These three cars were withdrawn in 1950.

## References

1. ↑ p. 96 of *Steam to Silver*, J Graeme Bruce, London Transport, London 1975 (Hardback ed). ISBN 0-85329-061-X)
BR Class 159

The **Class 159** is a class of British diesel multiple-unit trains of the Sprinter family, built in 1989–1992

by British Rail Engineering Limited (BREL)'s Derby Litchurch Lane Works as Class 158. Before entering traffic, the original 22 units were modified at Rosyth Dockyard to Class 159 to operate express services from London Waterloo to Exeter St Davids and Salisbury and have replaced locomotive-hauled passenger trains.

The units were originally branded by Network SouthEast as **South Western Turbo**.

## Accidents and incidents

* On 4 January 2010, Class 142 diesel multiple unit 142029 collided with a train comprising two Class 159 units at Exeter St Davids. Nine people were injured.

## References

1. ↑ "Enter the South Western Turbos". *Rail* (192). Peterborough. 20 January 1993.
2. ↑ https://web.archive.org/web/20070319185218/http://www.hants.gov.uk/scrmxn/c6862.html
3. ↑ http://www.semgonline.com/model/159rev.html
4. ↑ http://oi53.tinypic.com/29lh0qq.jpg
5. ↑ 5.0 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 Traction Recognition, Colin J. Marsden, ISBN 978-0-7110-3277-4
6. ↑ https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment\_data/file/411193/100621\_R102010\_Exeter\_St\_Davids.pdf