The Lincoln Town Car is a model line of full-size luxury sedans that was marketed by the Lincoln division of the American automaker Ford Motor Company. Deriving its name from a limousine body style, Lincoln marketed the Town Car from 1981 to 2011, with the nameplate previously serving as the flagship trim of the Lincoln Continental. Produced across three generations for thirty model years, the Town Car was marketed directly against luxury sedans from Cadillac and Chrysler.

Marketed nearly exclusively as a four-door sedan (a two-door sedan was offered for 1981 only), many examples of the Town Car were used for fleet and livery (limousine) service. From 1983 to its 2011 discontinuation, the Town Car was the longest car produced by Ford worldwide, becoming the longest mass-production car sold in North America from 1997 to 2011. While not a direct successor of the Town Car, the Lincoln MKS would become the longest American sedan until 2016 (overtaken by the Cadillac CT6).

From 1980 until 2007, the Lincoln Town Car was assembled in Wixom, Michigan, (Wixom Assembly) alongside the Lincoln Continental, LS, and Mark VI, VII, and VIII. After that factory closed, Town Car production moved to Southwold, Ontario, (St. Thomas Assembly) alongside the similar Ford Crown Victoria and the Mercury Grand Marquis. That factory was closed in September 2011; the final Lincoln Town Car came off the assembly line on August 29, 2011.

Within the Lincoln model line, the Town Car was not directly replaced; the nameplate was used from 2012 to 2019 to denote livery/limousine/hearse variants of the Lincoln MKT. For 2017, the revived Continental replaced the MKS, closely matching the Town Car in wheelbase and width.

Background

Etymology
In the 1920s, a town car was a body design typically used for limousines. The description originated from the horse-drawn carriage that featured an open chauffeur's compartment with a fixed roof for the passengers. During that era, the fixed rear roof horse-drawn carriage became a limousine and the term "de Ville" in French meant "for town (use)". In 1922, Edsel Ford purchased a custom-built Lincoln L-Series town car as a personal vehicle for his father, Henry Ford.

Later, the "sedan de Ville" was used as a model name by Cadillac, the primary rival to the Lincoln Continental from the 1950s to the 1990s.

Continental Town Car

1959-1960

For 1959, Lincoln augmented its pre-existing Continental lineup with the addition of two formal sedans known as the Town Car and Limousine. Both new vehicles featured pillared construction, interiors of broadcloth and scotch-grain leather as well as deep pile carpeting. No options were offered, all equipment including air conditioning being standard; the Limousine came with a glass partition between the front and rear seats.

In place of the reverse-slant roofline used by all other Continentals (including convertibles), the Town Car/Limousine was styled with a notchback roofline with a heavily padded vinyl top and an inset rear window. In addition to the slightly restrained styling, the change in the roofline was also functional. To add rear-seat legroom, the rear seat was repositioned without any modification to the wheelbase. In the years to follow, both Imperial and Cadillac would redesign the rooflines on their own range-topping vehicles (the LeBaron and Fleetwood Sixty-Special) to appear more formal and limousine-like.

One of the rarest vehicles ever produced by Ford Motor Company, 214 Town Cars and 83 Limousines were produced from 1959 until 1960; all were painted black.

1970-1979
For 1970, the Town Car name returned as a trim package option, including leather seating surfaces and deeper cut-pile carpeting. For 1971, a limited-edition (1500 produced) Golden Anniversary Continental Town Car commemorated the fiftieth anniversary of Lincoln. For 1972, the Town Car was introduced as a sub-model of the Lincoln Continental model line. On nearly all examples, a vinyl top covered the rear half of the roof, with a full-length configuration optional. A raised molding over the roof incorporated coach lamps on the B-pillars. For 1973, Lincoln introduced a two-door variant of the Continental Town Car, named the Town Coupe. As with the Town Car, the Town Coupe included a standard vinyl roof.

As part of the 1975 redesign of the Lincoln roofline, the Town Car adopted the oval opera windows of the Mark IV coupe, with the Town Coupe given a large rectangular opera window.

The Continental Town Car proved to be a success for the division, becoming the most popular Lincoln vehicle of the 1970s (as the Mark IV and Mark V were not technically branded as Lincolns).

1980
For the 1980 model year, Lincoln became the final American brand to market downsized full-size cars. In its redesign, the Lincoln Continental shifted from the largest production sedan in North America to a design with a smaller exterior footprint than Cadillac. The Continental Town Car returned as the top trim for the Lincoln model range; in its own downsizing, the Mark series introduced the Continental Mark VI. Though technically not badged a Lincoln, the Mark VI shared its chassis and much of the body with the Continental to reduce development and production costs.

While Lincoln had brought downsized model lines to production, from a marketing standpoint, the consolidation of the Continental, Continental Town Car/Town Coupe, and the Mark VI proved catastrophic. Following the early 1980 withdrawal of the slow-selling Lincoln Versailles, Lincoln-Mercury dealers offered three highly similar vehicles across a wide price range in the same showroom. The discontinuation of the Versailles also marked the return of Lincoln exclusively to the full-size sedan segment, leaving nothing to sell against European-brand luxury vehicles.

For the 1981 model year, Lincoln underwent a revision to transition its full-size model range from three nameplates to one, commencing a multi-year transition throughout all three Ford divisions. For 1981, the Continental went on hiatus, with Lincoln shifting the nameplate to a mid-size sedan for 1982. The Mark VI ended its model cycle in 1983; for 1984, the Mark VII exited the full-size segment, shifting the Mark Series into a different market segment.

First generation (1981–1989)

A model year removed from the extensive downsizing of its full-size model range, the Lincoln division underwent a revision of its nameplates. Following the discontinuation of the compact Versailles sedan, Lincoln was left marketing six nearly identical vehicles (Continental, Continental Town Car, and Continental Mark VI, all offered both as two-door and four-door sedans). For 1981, the Lincoln Town Car was introduced, consolidating the Continental and Continental Town Car into a single model line slotted below the Continental Mark VI.

Identical to the 1980 Lincoln Continental, the Lincoln Town Car was offered as a two-door and four-door sedan (the Town Coupe nameplate was discontinued). Largely overshadowed by its Continental Mark VI counterpart, the Town Car two-door was discontinued for 1982. As the Continental Mark VII was introduced for 1984, Lincoln pared its full-size line down solely to the Town Car four-door sedan.

At the time of its launch, the Town Car had been slated for replacement by front-wheel drive model lines (in anticipation of further volatility in fuel prices); as fuel prices began to stabilize, demand initially rose for the model line, leading Lincoln-Mercury to produce the Town Car through the 1980s with few visible changes. Over 200,000 were sold in 1988, the highest ever for the model line. However, this increase was mostly due to an extended 1988 Town Car model year which ran from March 1987 to October 1988 instead of the usual 12-month period. Conversely, the 1987 Town Car with its shortened model year only had sales of just over 76,000. Although remaining Lincoln's top-selling model, calendar-year sales declined each year for the Town Car between 1986 and 1989. This decline was mostly blamed on its aging design and the increased popularity of the Continental which had been fully redesigned for 1988.

Chassis
The 1980–1989 Lincoln Continental/Town Car utilized the Panther platform shared with Ford and Mercury. Delayed to the 1980 model year due to engineering issues, the Panther platform meant radically different exterior dimensions for the Lincoln models. Although extended three inches in wheelbase over its Ford/Mercury/Mark VI coupe counterparts, the 1980-1989 versions would have the shortest wheelbase ever used for a full-size Lincoln at the time (10 inches shorter than its 1979 predecessor). The 1980 Continental/Town Car was the shortest Lincoln since the Versailles. In the interest of fuel economy and handling, the Panther chassis reduced weight by up to   compared to the 1970-1979 full-size Lincolns. As the lightest full-size Lincoln in 40 years, the 1980 Continental/Town Car came within less than 200 pounds of the curb weight of the compact-sized Versailles. The new Panther platform meant reduced overall size, better suspension geometry, and upgraded power steering with a reduced turning diameter by over 8 feet (compared to the 1979 Lincoln Continental). For 1984, gas-pressurized shocks were added.

To achieve better Corporate Average Fuel Economy (CAFE) results, Ford discontinued the 400 and 460 big-block V8s in its full-size cars. For 1980, a  4.9 L V8 (the 302 engine was marketed as a "5.0 L" V8) was standard. A   V8 was available as an option. Following the introduction of the Lincoln Town Car in 1981, the  V8 became the only available engine (with the 351 becoming an option for Ford and Mercury). In Canada, the 302 V8 remained carbureted until 1985. In 1986, the 302 V8 was revised to , following a redesign of the fuel-injection system with the introduction of sequential multi-port fuel injection. These engines are identifiable by their cast aluminum upper intake manifolds with a horizontal throttle body (vertical throttle plate); this replaced the traditional throttle body with a carburetor-style top-mounted air cleaner previously used. Introduced in the Lincoln Continental for 1980 and marketed in all Panther-platform vehicles in 1981, the Lincoln Town Car was equipped with the 4-speed AOD automatic overdrive transmission, the sole transmission of 1981-1989 examples.

All Town Cars from 1980 through 1989 were available with an optional trailer towing package that included dual exhausts, a 3.55:1 limited slip differential (code 'K') and an improved cooling package for the engine and transmission.

Body

Exterior
During the late 1970s, the sales of the Lincoln Continental had held steady and the Continental Mark V would go on to outsell its Cadillac Eldorado counterpart. In the development of the Lincoln Town Car, the design themes of the 1977-1979 Lincoln Continental and Mark V would both influence the exterior design of the 1980 Continental/Town Car. As with its predecessors, the Town Car featured nearly flat body sides, sharp-edged fenders, and a radiator-style grille. Hideaway headlamps gave way to exposed halogen headlamps (the first on a full-size Lincoln since 1969). Another first included fully framed door glass (retractable vent windows were now standard); in contrast to its Ford and Mercury counterparts, the window frames were painted matte black. While chrome trim remained around the headlamps and window frames, in a break from Lincoln tradition, it was deleted from the top of the fenders. Though mechanically similar to the Ford LTD and Mercury Marquis (the Ford LTD Crown Victoria and Mercury Grand Marquis after 1983), the Lincoln Town Car shared visible body panels only with the Continental Mark VI. In contrast to its Ford, Mercury, and Mark VI counterparts, the rooflines of 1981-1989 Town Cars feature a vertical quarter window in the C-pillar.

After only 4,935 two-door Town Cars were sold in 1981, the body style was discontinued for 1982. In the shift from rebadging the Continental to the Lincoln Town Car for 1981, Lincoln replaced the "Continental" badging above the headlights with "Town Car", which was removed in 1984.

A padded roof was standard equipment on all Town Cars, with its design determined by trim level. On standard-trim Town Cars, a leather-grained vinyl full-length covering with center pillar coach lamps was fitted. For Signature Series and Cartier trims, a padded vinyl coach roof (covering the rear half of the roof) with a frenched (smaller) rear window opening was fitted; the coach roof was also an option on standard-trim Town Cars. On non-Cartier Town Cars, a full-length cloth (canvas) roof was an option; imitating the look of a convertible, the design deleted the C-pillar quarter windows.

During the 1980s, the Lincoln Town Car would undergo several exterior revisions. For 1985, the model was given a mid-cycle facelift. In addition to (slightly) improving its aerodynamics, the design was intended to visually shorten the car (though the length was essentially unchanged). The front and rear bumpers were redesigned, better integrating them into the bodywork. The rear fascia was redesigned; distinguished by redesigned taillamps, and the trunk lid was better integrated with the rear fenders. For 1986, to meet federal regulations, a center brake light was added in the rear window. For 1988, the grille was updated with a brushed-metal panel between the taillamps, which now featured the reverse lamps.

1989 models are distinguished by special trim features including satin black paint for grille blades, trim between headlights, and amber (instead of clear) front parking lamps. The "Lincoln" front-end badging is moved from above the left headlight onto the grille and changed to a large sans-serif script. In the rear, the brushed-metal panel was given a pinstripe finish and all badging was moved from the panel onto the trunk lid. All models feature a landau roof with a smaller, more formal "frenched" rear window. All non-Cartier models also include an embedded Lincoln "star" emblems in their opera windows

Interior
The interior of the Lincoln Town Car featured many advanced luxury options for its time. Signature Series and Cartier models featured 6-way power seats (and manual seatback recliners) for the driver and front passenger; the Lincoln Town Car adopted a split front bench seat previously seen on the Mark coupes. Several electronic features included an optional digital display trip computer showing the driver "miles to empty" and (based on driver input) an "estimated time of arrival". A keypad-based keyless entry system unlocked the vehicle through a 5-digit combination (factory-programmed or owner-programmed). Mounted above the driver's door handle, the keypad allowed the driver to lock all four doors; after entering the code, the driver could unlock the doors or release the trunk lid. Along with keyfob-based systems, the keypad system is still in use on Ford and Lincoln vehicles (as of 2021).

As part of the 1985 update, the Lincoln Town Car was the first Ford vehicle to feature a CD player as an option (as part of a 12-speaker JBL premium stereo system); while 1984 was the final year for the option of 8-track players and CB radios for the Town Car. In a functional change, the horn button was moved from the turn-signal lever to the steering wheel hub. The door trim was changed from wood to upholstery matching the seats.

For 1986, the front-seat head restraints were replaced with a taller 4-way articulating design; walnut burl trim replaced much of the satin black trim on the lower dash. For 1988, the instrument cluster was updated; for Town Cars with analog gauges, the instrument panel was given round dials in square bezels. In addition, new wood trim was added to the dashboard and steering wheel.

Trim
At its 1980 launch, the Lincoln Town Car was offered in two trim levels, a standard/base trim and a Lincoln Town Car Signature Series (a name shared with the Mark VI, though with less exclusive features). In 1982, Lincoln adopted the Mark-Series tradition of Designer Series editions as the Cartier Edition was shifted from the Mark VI to the Town Car, becoming the top trim level; the Cartier Edition would remain part of the Town Car line through the 2003 model year.

Special editions
Cartier Designer Edition

In 1982, in a trim level shift, the Cartier Edition was moved from the Mark Series to the Lincoln Town Car. As before, the special-edition package consisted of exclusively coordinated exterior colors and interior designs, with the Cartier logo embroidered in place of the Lincoln "star" emblem on the seats. For 1987, the package underwent a redesign with a new upholstery design and new two-tone (metallic beige) platinum added alongside the traditional platinum silver and two-tone arctic white.

Sail America Commemorative EditionThis special edition 1987 Signature Series model came in white with a blue carriage roof and had a white leather interior with blue piping and special badging. Ford Motor Company was one of the corporate sponsors of the "Sail America Foundation" syndicate, and owner of the 1987 America's Cup winning yacht Stars & Stripes 87.

Special EditionThe 1988 Town Car Signature Series was available with a $2,461 (~$ in ) 'Special Edition package', which included a carriage roof (giving the appearance of a convertible top), wire-spoke aluminum wheels, JBL audio system, leather-wrapped steering wheel, and leather upholstery with contrasting-color piping. This replaced a proposed Gucci edition Town Car that had been in the works.

Gucci Edition1989 Signature Series Gucci Edition had a special blue canvas roof with fluorescent B-pillar light and a special blue badge on the C-pillar with the word signature. It was designated in the VIN as code 84.

Marketing
For the 1985 model year, the Cadillac DeVille and Fleetwood, traditional competitors of the Lincoln Town Car, shifted to front-wheel drive platforms (although, the Fleetwood Brougham retained its rear-drive platform and styling). At the time, Lincoln marketed the larger size of the Town Car as a selling point. In response to the downsized Cadillacs, Lincoln introduced a series of advertisements in late 1985 titled "The Valet" which depicted parking attendants having trouble distinguishing Cadillacs from lesser Buicks (Electras) and Oldsmobiles (Ninety-Eights), with the question "Is that a Cadillac?" answered by the response "No, it's an Oldsmobile...or Buick." At the end, the owner of a Lincoln would appear with the line "The Lincoln Town Car, please." The commercial campaign saw the emergence of a new advertising slogan for the brand, "Lincoln. What a Luxury Car Should Be." which was used into the 1990s. The marketing campaign was unable to turn around declining Town Car sales. It was only after an all-new redesigned Town Car was introduced in 1989 for the 1990 model year that sales temporarily rebounded.

Production

Second generation (FN36/116; 1990–1997)

After ten years on the market (nine of them as the Town Car) relatively unchanged, the Lincoln Town Car was given an extensive redesign inside and out, being launched on October 5, 1989, as a 1990 model. In a move to bring a new generation of buyers to the Lincoln brand, the Town Car adopted a far more contemporary image, bringing it in line with the Continental and Mark VII. In addition, the Town Car adopted a new range of safety and luxury features and would mark the debut of a powertrain that would see usage in a wide variety of Ford Motor Company vehicles. The Town Car was named the 1990 Motor Trend Car of the Year.

The Town Car's redesign gave the model a significant sales boost in 1990, helping Lincoln achieve record total sales that year. The second-generation Town Car became one of the best-selling full-size U.S. luxury sedans. Town Car sales quickly declined again and would drop below 100,000 in 1995 for the first time in over ten years. This decline mirrored what had been going on in the luxury car market as buyers' tastes shifted more towards nimbler, performance-oriented models, and eventually SUVs.

Following the discontinuation of the Cadillac Fleetwood by General Motors after 1996, the Lincoln Town Car became the longest-length regular-production sedan sold in the United States.

Development
The second-generation Town Car was developed from 1985 until 1989 under the codename FN36, at a cost of US$650 million, led by project manager John Jay. Following its downsizing to the Panther platform in 1980, the Lincoln Town Car was originally slated to be discontinued by the middle of the decade and replaced by a smaller front-wheel drive sedan; after the 1979 fuel crisis, gasoline prices were predicted to reach $2.50 per gallon and Ford Motor Company had lost $1.5 billion for 1980. However, by 1984, full-size Lincoln sales had rapidly increased, with 1984 sales up 300% over 1980. Instead of ending the product cycle of the Lincoln Town Car, Ford product planners instead chose its front-wheel drive mid-size platform (of the Ford Taurus) to become the next-generation Lincoln Continental.

In August 1985, Ford designers began sketching and constructing clay models of competing designs under lead designer Gale Halderman and Ford Group Design Vice President Jack Telnack, with a final design chosen in May 1986; two full-scale (1:1) proposals were reviewed by a four-member design committee, chaired by CEO Donald Petersen, Jack Telnack, Ford President Harold Poling, and William Clay Ford, vice-chairman. Various proposals were considered ranging from a conservative update of the existing Town Car to a European-style body in the design language of the 1988 Lincoln Continental (FN-9, designed in 1984).

The final compromise of the committee sought to keep the identity of the Town Car while introducing a contemporary vehicle for the 1990s. In the interest of fuel economy, the Lincoln Town Car was required to become more aerodynamic (reducing wind noise), but key parts of its design were integrated into its design, with its radiator-style grille, chrome trim, and opera windows. In a major design constraint, the design team was not to make any major reductions in size to the Town Car, preserving its large interior and trunk space as key marketing points to buyers.

In 1984, a second factor driving the design of the FN36 project was initiated, as the United States government introduced regulations mandating passive restraints on vehicles produced after September 1, 1989; along with automatic seat belts, out of necessity, automakers began to reconsider the use of airbags as passive restraints. By 1988, dual airbags remained nearly unused in cars sold in the United States, with the exception of the Mercedes S-Class (Mercedes-Benz W126) and the Porsche 944. To comply with the legislation, Lincoln introduced the 1988 Continental with dual airbags, becoming the first Ford Motor Company (and first domestically produced vehicle) with them standard. As adding airbags to the 1988-1989 Town Car would require a redesign of the steering column and entire dashboard, dual airbag were moved to the FN36 project, making them an intended standard feature.

In March 1986, the design freeze for the project occurred, with an intended production start of mid-1989. The second-generation Lincoln Town Car would become the first domestic Ford vehicle engineered outside of the company and constructed by foreign suppliers, with International Automotive Design of Worthing, West Sussex, England handling the engineering, while Japan-based Ogihara Iron Works supplying all of the Town Car body panels from its own factory near the Wixom plant. To improve quality of prototypes, project managers broke from automotive industry precedent, requiring successive hand-built prototypes to be built to production-level quality to determine the locations and causes of specific issues of tooling and manufacturing. From 1988 until 1989, the Town Car would go from over a year behind its production date to two weeks ahead of schedule.

Chassis
To lower the development and production costs of the extensive redesign, Ford Motor Company retained the Panther platform for the Lincoln Town Car, continuing its use of rear-wheel drive. In a major change, rear air suspension (introduced as an option for all three Panther vehicles in 1988) became standard equipment on all Town Cars. For 1990, the Town Car was produced with 11-inch rear drum brakes (identical to its 1989 predecessor); for 1991, they were replaced by 10-inch solid rotor disc brakes.

Due to development delays in the Modular engine program, the 1990 Lincoln Town Car was released with the same powertrain as its predecessor: the   small block V8 engine with a 4-speed AOD overdrive automatic. In October 1990, the 302 (marketed as 5.0 L) V8 was replaced by a  4.6 L SOHC Modular V8 for 1991 models; for the 1994 model year, the optional 210 hp dual-exhaust version of the engine became standard. Shared with the Ford Crown Victoria and Mercury Grand Marquis, the SOHC version of the 4.6 L Modular V8 would see use in a number of other Ford vehicles within the Ford light-truck line, remaining in production into 2014. For 1993, the AOD transmission was converted to electronic operation, becoming the AOD-E. In 1994, along with a mid-cycle refresh, the 1995 Town Car received the higher-torque 4R70W from the Lincoln Mark VIII.

Body
The second-generation Lincoln Town Car was designed by Gale Halderman and Ford Group Design Vice President Jack Telnack.

Exterior
In its redesign for the 1990 model year, Lincoln stylists sought a completely new design for the Town Car. Many traditional Lincoln styling cues were heavily reworked or abandoned completely. Although the Town Car would keep its formal notchback sedan roofline, the flat-sided fenders and angular lines seen since the Continentals and Mark IIIs of the late 1960s disappeared. Stylists made the body more aerodynamic reducing the drag coefficient from 0.46 to 0.36 (matching the 1988 Continental and besting the Mark VII). The 1990 Town Car still retained several styling influences, including its vertical taillights, radiator-style grille, hood ornament, alloy wheels, and vertical C-pillar window. In a move to market the Town Car to buyers of contemporary vehicles, several other changes were made. Although two-tone paint remained available (featuring a lower body accent color in gray metallic), monotone paint schemes would become increasingly standard. In a major change, a vinyl roof was no longer offered, since vinyl roofs declined in popularity among many buyers. Spoked aluminum wheels were dropped from the options list for 1990, while locking wire wheel discs remained through 1992.

In late 1992, the exterior was given a minor update with a new grille and slightly redesigned tail lamp lenses (distinguished by a "checkerboard" pattern) for 1993 models. As with the Crown Victoria and Grand Marquis, the Town Car received a larger update for the 1995 model year in late 1994 as the FN116. This facelift is distinguished by the deletion of the fixed quarter glass in the rear doors along with the redesign of the side mirrors (enlarged and changed to body-color). Although the bumper largely remained unchanged, the front fascia was updated as the headlamp clusters are changed to a clear-lens design and separated from the grille. The grille was redesigned, returning to the 1990-1992 design in a surround fitting closer to the body. The rear fascia saw the trim between the tail lamps redesigned, featuring additional running lights, while the reverse lamps were moved from the outer edges of the reflector panel to the center, beneath the lid lock cover (similar to the 1985 - 1987 models).

Interior
In a departure from the Lincoln Continental and Mark VII, the use of the Panther platform necessitated a degree of component sharing with the Ford and Mercury counterparts. Although fitted with its own seats and door panels, the Town Car was fitted with essentially the same dashboard as the Mercury Grand Marquis (versions with digital instruments retained the instrument panel layout from 1988 until 1989). In 1993, the wood trim was changed to an orange-toned walnut. Due to its popularity (and to better separate the Town Car from its Ford/Mercury counterparts), the digital instrument panel was made standard; as such, the climate-control system was converted to a digital display. New for the 1995 model year was an integrated, voice-activated in-car cellular telephone concealed in the center armrest, which featured a speakerphone as well as a rearview mirror-mounted microphone for hands-free calling.

As part of its 1995 Mid-cycle refresh, the interior saw a greater degree of change than the exterior. To bring the design up to date (and in line with the rest of the Lincoln line), the dashboard and door panels featured a curved design, while influenced by the Mark VIII, the 6-passenger design of the Town Car precluded the adoption of a center console in the interior. To increase storage space, the dual center armrests of the front seats on Signature and Cartier models were redesigned to include storage compartments (to hold cassettes and the optional cellular telephone). The dashboard design continued into the new door panels, now with an illuminated power window and seat adjuster cluster, and a back-lit power door lock switch placed higher on the door. Releases for the trunk and fuel door were moved from the dashboard onto the lower driver's door. Redesigned seat patterns now offered an available driver and front passenger electric heat feature. The radio antenna was integrated into the rear window. Although the basic controls of the interior remained common across all Panther vehicles, the Town Car gained a model-specific instrument panel, featuring italicized readouts.

For 1996, the climate controls were again redesigned; while Cartier Designer Editions featured genuine wood trim on the dashboard and door panels. In 1997, a few changes were made, the rear center armrest added a pair of cup holders, while Cartier models gained rear-seat vanity mirrors mounted in the headliner. Also in 1997, the trim level badges were moved to the front fenders in place of the "Town Car" badges. Subsequently, the rear side opera windows no longer featured their trim-level engravings.

Trim
Upon its redesign in October 1989, the Lincoln Town Car carried over its three previous trim levels: base, Signature Series, and Cartier Designer Edition. For 1991, the base trim was renamed Executive Series. From 1989 through 1996, the Lincoln Town Car was available with a factory towing package.

The Base (Executive Series from 1991MY onward) Town Car offered six-passenger seating with two bench seats, a four-speaker AM/FM stereo with cassette player, 6-way front power seats, a four-speed automatic overdrive transmission, cloth seating surfaces, fifteen-inch tires, dashboard clock, and keyless entry with Ford's SecuriCode keyless entry keypad.

The Signature Series added a digital vacuum fluorescent instrument cluster, trip computer, and standard alloy wheels. The Cartier Edition was fitted with the same features as the Signature Series, adding a JBL-branded sound system with an amplifier, a security system, alloy spoked wheels, and other details, such as cloth and leather seats. In a departure from tradition, starting in 1990, Cartier Designer Edition Town Cars were no longer available in a single color combination yearly, but in several different interior/exterior combinations. In addition, aside from gray lower body trim offered as an option for Signature Series Town Cars, Cartier Editions became the only two-tone versions of the Town Car.

Special editions

In addition to the three standard trims of the Lincoln Town Car, various special edition option packages were produced by Lincoln (excluding dealer-produced versions).

Jack Nicklaus Signature Series (1992-1997)The Jack Nicklaus Signature Series was a special-edition option package for the Town Car Signature Series featured a green exterior with a white top; the interior consisted of white leather with green accents. Another version of the package was sold with a white exterior and a standard roof; the interior trim was similar, with white leather seats and green carpets and trim.

Most Jack Nicklaus editions have ornaments and wording on the exterior trimmed in gold including green and gold "Golden Bear" badges on the front fenders. Options included on 1992 through 1997 Jack Nicklaus Signature Series included memory seats with power lumbar/recliner, leather seats, and monotone paint.

Regatta Edition (1994)The Regatta Edition was a maritime-themed special-edition option package for the Signature Series, with approximately 1,500 produced. The package consisted of White Oxford leather seats (with optional blue seat piping), with regatta blue carpeting; the doors and instrument panel featured matching blue-color trim.

The package was often paired with a white oxford vinyl carriage roof featuring embroidery on the C-pillar near the opera windows.

Spinnaker Edition (1995)Replacing the Regatta Edition, the Spinnaker Edition option package featured tri-coat paint, two-toned leather seats, the Spinnaker logo on the floor mats, and 16" spoked aluminum wheels.

Diamond Anniversary Edition (1996)To commemorate the 75th anniversary of Lincoln in 1996, the division sold a Diamond Anniversary Edition of the Town Car Signature Series (alongside the Continental and Mark VIII). Featuring a unique accent stripe, leather seats, wood instrument panel trim, window badging, cellular telephone, power moonroof, JBL audio system, auto electro-chromatic dimming mirror with compass, and traction assist, the Diamond Anniversary Edition included nearly every available option on the Lincoln Town Car.

Cypress Edition (1996)The Cypress Edition of the Signature Series featured Cypress Gold Frost exterior paint, a two-toned leather interior, and red Cypress tree badging.

Features
At its 1990 redesign, the Lincoln Town Car was offered with relatively few options, with nearly all features as standard equipment. On the Signature Series, the only options were leather seat trim, a moonroof, a 10-disc CD changer, a JBL sound system, a security system, and an onboard telephone.

The redesign highlighted several new features that had never been available before on the Town Car. A two-position driver's memory seat was standard on Cartier Editions (optional on Signature Series); the memory seats featured an 8-way adjustment for both seats and inflatable lumbar support. While technically a carryover feature from 1989, the Electrochromic Dimming Mirror was redesigned for the much wider rear window of the new Town Car.

A number of advances were made in the safety features available for the Lincoln Town Car, with ABS becoming an optional feature in 1990. Following the return of 4-wheel disc brakes to the Town Car in 1991 (for the first time since 1979), ABS became standard in 1992. Initially, the 1990 Town Car came with dual airbags as standard equipment. However, due to a March 14, 1990 fire at the facility where the passenger airbag's propellant was produced, the passenger airbag essentially became a delete option, with a credit on the window sticker issued for the price of the missing airbag. Upon the owner's request, for the price of the issued credit, the passenger airbag would be installed once supply became available. By the beginning of the 1992 model year, all Town Cars come equipped with dual airbags from the factory.

Production

Safety
National Highway Traffic Safety Administration (NHTSA) 1990 Lincoln Town Car Crash Test Ratings

Frontal Driver:

Third generation (FN145; 1998–2011)

The third generation of the Lincoln Town Car was unveiled at the 1997 New York International Auto Show, going on sale in November 1997. For the 1998 model year, all three Panther-platform sedans underwent complete exterior and interior redesigns, with the Town Car given the most extensive revision. Shifting away from the straight-lined design language used by full-size Lincoln sedans for over 35 years, the 1998 Town Car adopted the rounded exterior of the Lincoln Mark VIII and 1995 Lincoln Continental. The third-generation Town Car was introduced nearly concurrently with the Lincoln Navigator, the first SUV sold by the Lincoln division.

Due to organizational restructuring, the third generation Town Car marked several changes within Lincoln-Mercury. From 1999 to 2002, the Lincoln-Mercury division became a brand of Premier Automotive Group, a division of Ford created to manage its premium automotive brands acquired during the 1990s; following organizational difficulties (leading to Lincoln once again falling behind Cadillac in sales by 2000), Lincoln-Mercury was restored under its previous divisional structure during 2002. As part of The Way Forward, the 2007 closure of Wixom Assembly Plant was announced, initially putting the future of the Town Car at risk. To continue the Town Car, for the 2008 model year, production was transferred to the St. Thomas Assembly plant in Canada, alongside the Ford Crown Victoria and Mercury Grand Marquis.

Chassis & Powertrain
Under the hood, the 4.6L V8 received a power increase to 205 hp on single exhaust versions and 220 hp on dual exhaust versions. In a functional change, the coil packs were replaced by a coil-on-plug ignition system. Also, fail-safe cooling was introduced; it included a two-speed electronic radiator fan. Additionally, the 4R70W transmission was carried over and mandated the use of Ford's Mercon V fluid. Visually, several components were re-located; the coolant reservoir was moved from the passenger fender well and onto the radiator fan shroud, while the power steering reservoir was moved from the driver-side fender well to the front of the engine. Notably, the Town Car received an engine knock sensor; its Ford and Mercury counterparts did not receive one until 2003.

For the 2001 model year, the 4.6L V8 received "Performance Improved" (PI) cylinder heads, which increased horsepower to 220 hp on single exhaust versions and 235 hp on dual exhaust versions.

Body

Exterior
While three inches shorter than its 1997 predecessor, the 1998 Town Car gained two inches in width and an inch in height (becoming the tallest Lincoln sedan in 40 years). In a major break from Lincoln styling tradition, the Town Car abandoned many of the straight-edged lines of its predecessor. Adopting styling cues of the outgoing Mark VIII and the 1995 Continental, the Town Car adopted a curved design scheme in place of the previous straight-lined body. While the radiator grille was retained, its rectangular shape was changed to oval (its waterfall pattern was adopted by the Lincoln Navigator introduced alongside it), and the hood ornament was deleted.

The curved design scheme carried further to the rear of the Town Car, in the C-pillar (losing its opera windows) into the trunk lid. To differentiate from its Mercury counterpart, the Town Car switched to individual tail-lamps, deleting the filler panel on the trunk lid; a large chrome surround was used on the trunk lid to mount the license plate.

With the introduction of the Town Car L in 2001, the wheelbase was stretched by six inches. To produce the variant at a lower cost, the B-pillar was widened on 2001-02 versions to use the existing rear door assembly of the standard Town Car.

Interior
As with its predecessors, the 1998 Lincoln Town Car visibly shares few common interior parts with its Ford and Mercury counterparts (aside from its steering column and radio). To improve ergonomics, power seat controls on Signature and Cartier models are relocated from the seat to door panel (Executive Series, in 1999). Seat-mounted side airbags become standard on all Town Cars for 1999. In the same year, the Executive Series regained its rear-seat center armrest (initially deleted in a cost-cutting move). A new in-vehicle telematics system, called "RESCU", included a rearview mirror with integrated microphone and SOS and roadside assistance buttons, and replaced the previous in-car telephone with a portable Motorola Timeport cellular telephone that now featured voice recognition. The system was discontinued after the 2003 model year.

2003 Update and Re-engineering
Ford re-engineered the Panther platform for 2003, with the Lincoln Town Car once again receiving the most extensive revisions of all Panther platform vehicles. Despite these updates, the Town Car remained as a third-generation model until the end of production in 2011.

Extensive chassis updates were made, which included a new frame; it now utilized hydro-formed frame rails, an aluminum #2 cross-member, and was also fully boxed. According to Lincoln, the new frame improved safety as well as chassis rigidity; its resistance to vertical bending was increased by 20% and overall rigidity by 24%. The long running recirculating ball steering setup was replaced by a speed-sensitive rack and pinion setup; it was lighter than the outgoing unit, featured electronic variable assist, and increased steering precision while also reducing service complexity. For more precise handling, aluminum front lower control arms, new front upper control arms, updated steering knuckles, and coil-over front shocks were all adopted. Inverted mono-tube rear shocks were also introduced; they were also mounted to the outside of the frame rails. Moreover, improved brakes were introduced that featured a quiet EBD brake booster and mechanical panic assist; they optimized front-rear brake bias. To add, these revisions required that the Town Car use larger, 17-inch wheels with a high positive offset (flat-face design).

Mechanically, the Town Car also received several updates. A slightly revised 4.6L V8 was now paired to dual exhaust on all Town Cars; the exhaust system was also completely redesigned, with exhaust hangers now mounted to the frame rails for a reduction in NVH. These changes resulted in the Town Car producing 239 hp and 287 lb-ft of torque; this would be the final power increase for the Town Car. For better off-the-line acceleration, all Town Cars received a 3.27:1 rear axle ratio (shared with the Crown Victoria Police Interceptor). To increase oil life, the engine oil pan's capacity was enlarged to 6 quarts.  Furthermore, a variable-speed electronic radiator fan replaced the outgoing two-speed unit. For improved carbon emissions, the EGR system was updated, and the fuel system was now return-less. Visually, the updated engine could be distinguished from its 2002 predecessor by a new engine cover, which featured a silver "V8" emblem, fan-shroud mounted power steering reservoir (formerly bolted to the engine), passenger-side oil fill cap (was on the driver side), passenger-side engine fuse box (was on the driver inner fender), and an accessory belt guard.

Until the end of production, minor mechanical revisions would continue to be made. For 2005, the Town Car adopted electronic throttle control; the move necessitated that the cruise function be moved to the engine computer and also required further electronic controls for the transmission (now renamed as the 4R70E). Furthermore, the 28-spline axle was replaced by an improved 31-spline unit. In a minor change, the Town Car received a heated PCV valve.

For 2006, the transmission received internal revisions once again and was renamed as the 4R75E.

All Town Cars received Flex Fuel capability for 2009, enabling them to run on E85, gasoline, or any mixture of both.

Exterior (2003-2011)
As part of the 2003 update, the entire body of the Town Car was restyled in an evolutionary fashion. To bring it in line with contemporary Lincoln vehicles, the lower body was squared off and the oval grille was redesigned in the style of the Lincoln LS; the hood ornament made its return after a 5-year absence. Additionally, the extended wheelbase Town Car L received model-specific lengthened rear doors. Also, the long-running Town Car badges were deleted from the front fenders. Moreover, while styled similarly to its 2002 predecessor, the rear fascia was updated, and the Town Car badge returned to the trunk lid for the first time since 1997.

Interior (2003-2011)
Several revisions were also made to the interior for 2003. While the dashboard was carried over from 2002, the center stack was streamlined; it featured a new radio, climate controls, and an analog clock (the latter was previously exclusive to the Cartier). In a minor change, the instrument cluster was updated with new gauge faces. Moreover, new seats were introduced with improved leather upholstery and larger front headrests for improved safety. Additionally, the door panels were redesigned with improved fit and finish. Alongside the Lincoln LS, the 2003 Town Car introduced an optional DVD-based satellite navigation system designed by Pioneer; it was later paired with THX sound processing. With the exception of the Executive Series, ultra-sonic parking assist was now standard alongside a power-open/close trunk lid.

Minor interior revisions would continue to be made: In 2005, the Town Car received a re-designed steering wheel and column as well as a front passenger weight sensor; it allowed for the restraint system to automatically enable or disable the front passenger airbag as needed. For 2006, the gauge cluster was revised and now featured a tachometer. Due to a new federal safety regulation, recessed window switches were introduced for 2009. Lastly, in 2011, updated head restraints were introduced in compliance with new federal safety standards.

Trim
The third generation Lincoln Town Car was initially produced in four trim levels: Executive Series, Signature Series, Signature Touring Sedan, and Cartier; trims would be re-structured several times until the end of production in 2011.

The base Executive Series offered standard rear air suspension, Lincoln's SecuriLock anti-theft system, Lincoln's SmartLock anti-lockout system, automatic headlamps, heated mirrors, all-speed traction control, an electronic message center with Lincoln's "Tripminder", anti-lock brakes, leather seats with an 8 way power driver seat/6 way power passenger seat (cloth was optional for 1998, front passenger seat became 8-way power in 1999), leather wrapped steering wheel with cruise control functions, a premium AM/FM/Cassette stereo with four speakers, electronic automatic temperature control (EATC), seat-mounted side airbags (1999 and newer), and 16" "Gear Tooth" aluminum wheels.

The mid-level Signature Series added an Alpine AM/FM/Cassette stereo (1998-2002), a two-driver memory function for the driver seat and mirrors, an electronic auto-dimming rear view mirror with a built in compass, two-way front seat head restraints and a front passenger lumbar function, a steering wheel with redundant audio/temperature controls, and 16" "Snowflake" aluminum wheels. Available equipment on the Signature series included heated front seats, a power moon roof, a six-disc CD changer, an integrated cellular phone, white-wall tires, and two tone paint.

From 1998-2002, the Signature Touring Sedan was slotted above the Signature Series. It was Lincoln's counterpart to the Handling and Performance Package offered on the Crown Victoria and Grand Marquis. Signature Touring models featured a 3.55:1 rear axle ratio for improved acceleration, a higher-stall 11.25-inch torque converter, dual exhaust, re-tuned suspension components with larger stabilizer bars & sport tuned steering, perforated leather seats, black birds-eye maple interior trim, an argent grille, monochromatic body-side moldings, and wider 16" "Chrome-Tech" wheels on touring tires.

The range-topping Cartier featured unique leather seat trim, heated front seats, dual exhaust, an analog dash clock, Cartier exterior badging, black Lincoln emblems, and 16" "Cartier" chrome aluminum wheels. Many of its free-standing options were shared with the Signature Series. A gold package was also available for the Cartier trim; it featured gold exterior badging.

For 2001, the trim levels were expanded as a six-inch extended wheelbase Town Car was introduced and marketed towards livery and limousine services. To accommodate the extended wheelbase, the B-pillars were widened; this was also done to facilitate the use of the same rear doors from the standard-wheelbase version. It was offered as both an Executive and Cartier version (named Executive L and Cartier L). According to Lincoln, the extended wheelbase offered an additional 7.8 cubic feet of passenger volume. Additionally, the Cartier L was equipped with rear illuminated vanity mirrors, heated rear seats, 4-way adjustable rear head restraints, and a center armrest that featured redundant controls for the radio, climate controls, and front passenger seat track to allow for more legroom.

A Premium Package was offered for both the Signature and Cartier trims from 1998-2002. It featured a six-disc CD changer and power moon roof. For 2002, the Premium package became a standalone trim level and was slotted above each respective trim that it was based on (Premium Signature Series, Premium Signature Touring, and Premium Cartier); it was not offered as an extended wheelbase version.

For its 2003 update, the Signature Touring Sedan was dropped from the lineup. The "Series" suffix was also dropped from the Executive and Signature (on sales brochures, in 2004). In addition, the long-wheelbase Executive L was restricted to fleet sales.

In 2004, several changes were made to the trim lineup. All Premium trims were dropped, and the standard wheelbase Executive was restricted to fleet sales. Furthermore, all iterations of the Cartier were discontinued; they were replaced by the new range-topping Ultimate/Ultimate L. The Ultimate trim was short-lived, as it was discontinued for 2005.

Trim levels were once again re-structured for 2005 as the Town Car was now offered in three trim levels for retail sale: Signature, Signature L, and Signature Limited.
Merely a retail version of its Executive L counterpart, the Signature L featured the same "Rear Seats Amenities Package"; it included heated rear seats, 4-way rear passenger headrests, dual rear cup holders with a tissue bin, rear seat illuminated visors, and a center armrest that featured redundant controls for the radio, climate controls, and front passenger seat track to allow for more legroom.

The new top-trim Signature Limited included a Soundmark Audiophile dual-media AM/FM/CD/Cassette radio with digital signal processing, 8 speakers, a subwoofer, and a 150 watt amp; heated front seats; power adjustable pedals with memory; an easy entry/exit driver seat; a full power trunk lid; power moon roof; as well as a wood trim steering wheel. Available options for the Signature Limited included HID headlamps, a THX certified audio system with satellite navigation, a power moon roof, a trunk organizer, 17" fluted aluminum wheels, and two tone paint; all optional equipment (except the moon roof) was shared with the Signature L.

In 2006, a Designer series trim was introduced and slotted above the Signature Limited as the new flagship Town Car. Designer models included a Provence leather interior with two-tone door panels, adjustable rear-seat headrests, brushed aluminum scuff plates, additional chrome exterior trim, and 17" 18-spoke chrome-aluminum wheels.

Coinciding with the shift in assembly plants, for 2008, the base Signature and top-trim Designer were permanently discontinued, leaving the Signature Limited and Signature L as the sole remaining models for retail sale until the end of production in 2011; the fleet-only Executive and Executive L would also continue until 2011. Furthermore, many available options were standardized or deleted outright, leaving HID headlamps, daytime running lamps, white-wall tires, 17" 18 spoke chrome-aluminum wheels and a trunk organizer as the only remaining options.

Special editions

Limited EditionFrom 2003-04, Lincoln offered a Limited Edition package for the Ultimate trim; it had Limited badges on the C-pillar, fog lights, heated and memory seats, as well as Arden inserts in the rims and grille. For 2005, the Limited Package was now offered on the Signature Limited with two-tone paint schemes (in addition to two-tone seats); the fog lights were also deleted from the package.

Pro SeriesOffered in 2004, a special Pro-series badge was placed on the C-pillars; having the background of a golf course. This badge was stitched onto the front seats, in addition to having chrome 9-spoke rims and a two-tone color scheme.

25th Anniversary EditionLincoln commemorated the 25th anniversary of the Town Car by offering a 25th Anniversary Edition package on the 2006 Signature Limited. The package included chrome B-pillar and door handles, unique Eucalyptus wood applique and matching steering wheel with wood inserts, scuff plates with "25th Anniversary Edition" and "25th-anniversary" badging, Provence leather individual 40/20/40 lounge seating with individual comfort, shirring, contrast piping and rear seat adjustable headrests, fog lamps, and 9-spoke chrome wheels.

Continental EditionOffered in 2010-11 was the Continental Edition package; available as an option only on the Signature Limited trim. The package added Continental badging, chrome 17-inch wheels, and accents to the B-pillars. On the interior, the Continental name was embroidered on the front seats and front floor mats.

Safety
The Lincoln Town Car was the first production sedan in the world to receive US five-star crash ratings in every category.

National Highway Traffic Safety Administration (NHTSA) 2003 Lincoln Town Car Crash Test Ratings (with side airbags)

Frontal Driver:
Frontal Passenger:
Side Impact (Driver):
Side Impact (Passenger):
Rollover:

National Highway Traffic Safety Administration (NHTSA) 1998* Lincoln Town Car Crash Test Ratings (with side air bags)

Frontal Driver:
Frontal Passenger:
Side Impact (Driver):
Side Impact (Passenger):
Rollover: N/A

Due to late airbag deployment and resultant injury risks, the Town Car was rated only "Acceptable" in the frontal offset test. Lincoln modified the deployment characteristics for the driver airbag in May 2003, which led to an improved rating of "Good" in the re-test.

Head restraints were updated for 2011, however, they were not re-tested by the IIHS.

Variants

Trim level timeline

Livery variants
Featuring a standard V8 engine, body-on-frame design, rear-wheel drive and large exterior and interior dimensions, the Town Car became popular in livery and commercial service. In commercial service, the typical Lincoln Town Car saw a life expectancy of well over 400,000 miles. Its basis on the Ford Panther chassis gave it powertrain and suspension commonality with the Mercury Grand Marquis and the Ford LTD Crown Victoria (later the Crown Victoria). This design made them durable even in the rough conditions taxi and livery cars are subjected to, and easy and cheap to repair when they did suffer damage.

The Lincoln Town Car was popular as a stretch limousine donor chassis; it was the most commonly used limousine and chauffeured car in the United States and Canada. Hearses and funeral cars were also built on the Town Car chassis, through Ford's QVM program; the chassis was modified by coachbuilders for use in the funeral business, though Cadillac has always dominated in this market.

Presidential State Car
A 1989 Lincoln Town Car was commissioned by United States President George H. W. Bush as the Presidential State Car of the United States to succeed the 1983 Cadillac Fleetwood used during the Ronald Reagan administration. The Presidential Town Car limousine arrived in 1989 and was the state car for the entire presidency of George H. W. Bush. It was succeeded by a 1993 Cadillac Fleetwood, used by his successor, Bill Clinton. As of 2021, the 1989 Lincoln Town Car is currently the last Lincoln vehicle to have served as a Presidential State Car.

Town Car L
A new "L" designation was used for extended-wheelbase Town Cars from 2000 to 2011. The L editions offered an additional  of rear-seat legroom, as well as remote access audio and climate controls mounted in the rear center armrest. Also included was a two-way travel switch for the front passenger seat base (a feature shared with the extended-wheelbase Jaguar XJ). The L designation was applied to the top-of-line Cartier (2000–2003), Ultimate (2004 only), and Signature (2005–2011) trim levels. Fleet buyers received it under the Executive L trim designation.

For 2000–02 versions, the "L" edition is identified by a widened B-pillar, bearing the Lincoln "star" ornament; maintaining parts commonality with the standard Town Car. The 2003-2011 "L" editions had longer rear doors, featuring wider versions of the fixed windows.

Ballistic Protection Series
Starting in 2003, the Lincoln Town Car had been available featuring ballistic protection from the factory. Adding nearly $100,000 to the base price, the armored body and bulletproof glass increased the curb weight of the Town Car to nearly . Other changes included the suspension and brakes. A few dealers in the US were authorized to sell this series.

Hongqi CA7460

In China, FAW produced a licensed version of the Lincoln Town Car rebadged as the Hongqi CA7460(红旗,Red flag CA7460) and Hongqi Qijian(红旗旗舰,Flagship) from November 10, 1998 until 2005. The limousine version is currently called the Hongqi Limousine L1, L2 and L3 respectively. Pricing in 1998 was at 690,000 RMB (US$109,710) while limousines were added to the range. The L3 was introduced in 2001 and had a wheelbase of . For 2002, the L1 was introduced and had a wheelbase of  and the L2 was introduced in 2003 and had the longest wheelbase out of the three with . Pricing for the limousine variant was 1,350,000 RMB (US$214,650).

Sales

Discontinuation
During the 2000s, in spite of declining sales, the Town Car remained one of the highest-selling American-brand luxury sedans. Outside of retail markets, it was the most used limousine and chauffeured car in the United States and Canada.

In 2006, as part of The Way Forward, Ford considered ending production of Lincoln's largest model as part of the 2007 closing of the Wixom Assembly Plant. Industry observer George Peterson said "It blows everybody's mind that they are dropping the Town Car. Just think what Ford could do if they actually invested in a re-skin of Crown Victoria, Grand Marquis, and Town Car." Ultimately, Wixom Assembly was closed following the 2007 model year, with the production of the Town Car consolidated with the Ford Crown Victoria, Ford Crown Victoria Police Interceptor, and Mercury Grand Marquis in Canada at St. Thomas Assembly; the first Canadian-produced Town Car was assembled on January 10, 2008.

Following the 2007 model year, however, the Town Car was discontinued for retail sale in Canada, available exclusively for fleet and livery customers afterward. In 2009, the fate of all three Panther-platform models was determined when Ford announced the 2011 closure of the St. Thomas Assembly Plant. For the limousine and livery markets, Ford had promised availability of the Town Car through the 2011 model year; retail sales continued on a limited basis in the United States and for export. In 2010, Ford announced the closure of the Mercury brand at the end of the year, effectively making the Town Car the final model line sold for retail sale produced by St. Thomas Assembly (retail sales of the Crown Victoria ended after 2007).

On August 29, 2011, the final Town Car rolled off the assembly line, without any fanfare or announcement from Ford; St. Thomas Assembly produced its final vehicle (a 2012 Crown Victoria for export) on September 15, 2011.

While Lincoln has not developed a direct successor to the model line following its 2011 discontinuation, the use of the nameplate returned for 2012, denoting a variant of the Lincoln MKT designed for limousine/livery use. The MKT was discontinued after the 2019 model year without a direct replacement, marking the final use of the Town Car name; the nameplate was in use for 49 continuous years by Lincoln (30 as a distinct model line, 11 as a sub-model of the Continental, 8 of the MKT).

Awards

The Town Car has received several awards and recognitions.

 Forbes magazine repeatedly named the Town Car one of the best cars to be chauffeured in along with other, often more expensive flagship sedans, such as the Mercedes-Benz S-Class, BMW 7 Series and Lexus LS. The Town Car Signature L features a rear seat comfort package which not only provides rear seat passengers with audio system and rear compartment climate controls, but also features a control function which allows for the rear seat occupants to move the passenger seat forward, a feature exclusive to few ultra-luxury sedans. In addition to its many amenities, the Signature L also features an unrivaled  of rear legroom, and  of rear shoulder room.
 In 1990, upon the introduction of the second generation Town Car, the vehicle was named Motor Trend Car of the Year. However this award was later included by Car and Driver in a list of the poorly chosen car of the year award winners. Motor Trend has changed the criteria by which it awards its highest accolade: Originally, Car of the Year awards went to the vehicle model which was the most significantly improved over the previous year's design in all respects. Currently, no such consideration is given to contenders for this award, and vehicles are considered for the award even if in their first year of production.

See also

 Ford Crown Victoria/Police Interceptor
 Mercury Grand Marquis/Marauder
 Ford Panther platform
 Lincoln Mark Series

References

Flagship vehicles
Full-size vehicles
Limousines
Town Car
Rear-wheel-drive vehicles
Sedans
Cars introduced in 1980
1990s cars
2000s cars
2010s cars
Motor vehicles manufactured in the United States
Ford Panther platform
Cars discontinued in 2011

Lincoln Town Car


Moafia er en film instrueret af Kirstine Mose.

Handling
Sydafrikansk teenage-trans-doku-drama! 17årige Moafia er hovedrollen af dette dokudrama, hvor to ivrige europæere, Kirstine og Anne Louise, stille alle de spørgsmål du ikke vil stilles, hvis du er 17 år og drag i en township uden for Cape Town.

Referencer

Eksterne henvisninger

Danske film fra 2011

Dokumentarfilm fra Danmark

Moafia


Perlit nedir

Perlit denilince; petrografide soğumaya bağlı olarak meydana gelen uzamanın, gözle veya mikroskopla görülebilecek konsantrik yapı ya da kırılmasının meydana getirdiği özel bir volkanik camsı kayaç türünü ifade eder. Perlit aynı zamanda, doğal olarak oluşan silis esaslı volkanik kayaçlara verilen addır.

Perlit, "Perlstein" kelimesinden türemiş olup (Perl=inci Perlstein=İnci taşı) çok sayıda konsantrik yarıkları olan hiyaloliparit ve fetiyaloriolitler (camsı kayaçlar) gibi tanımlanır.

Perlit tanımı, mağmanın asit fazında oluşan lavların soğuyup gözle ve mikroskopla görülebilecek bir yapıda kırılmasının meydana getirdiği kütle bünyesinde su damlacıkları bulunan volkanik bir cam türünü ifade eder. Bazı perlit türleri kırıldığı zaman inci parlaklığında küçük küreler elde edildiğinden perlit ismi inci anlamına gelen "perle" kelimesinden türetilmiştir.

Ticari kullanımda ise perlit elverişli bir sıcaklığa kadar ısıtıldığında genleşen ve gözenekli bir hale gelen volkanik doğuşumlu (menşeli) ve doğal olarak oluşan asitik bir camdır. Perlit belirli tane iriliğinde özel formlarda 900-1100 °C arasında ısıtıldığında hacmini yaklaşık 20 kat genleştirmekte ve mısır gibi patlayarak yoğunluğu çok hafif bir hale gelmektedir.

Gözeniklilik, perlit taneciklerindeki boşluk hacmini toplam tanecik hacmine oranının ortalaması olarak tanımlanır. Gözeneklilik perlite emicilik ve yüzeyde soğuma özellikleri kazandırmakta ve bu nedenle bu özelliğin gerekli olduğu uygulama alanlarında önem taşımaktadır. Su kirliliğini giderme çalışmaları ve ısı yalıtıcılığı aranan durumlarda su emicilik istenmemektedir. Bunun nedeni gözeneklere dolan suyun ısı iletkenliğini arttırması olmaktadır. Bu durumda silikon veya bir maddeyle gözenekler pasifleştirilerek perlit hidrofobize edilmektedir.

Perlit'in kırılmış olan parçaları inci parlaklığındadır. Bunun için inci gibi cilası olan, soğan kabuğu şeklinde konsantrik yapılı, bir camsı kayaç olarak tarif edilir. Ticari anlamda ise perlit, elverişli bir sıcaklığa birdenbire getirildiği zaman genleşen (patlayan) volkanik menşeli ve doğal olarak zuhur ederi asidik bir camdır. Yani perlitin halen ticarette kullanılış şekli,erime derecesine kadar ısıtıldığı veya alev temasına kısa biran bırakıldığı zaman 2-20 defa hacmi büyüyen tabii herhangi bir volkanik camsı kayacın ürününe denilir.

Perlit ismi kayaca verildiği gibi gerileştirilmiş ürüne de ticari olarak verilmektedir. Diğer volkanik camlardan farklı olmasının sebebi bünyesinde yüksek miktarda su ihtiva etmesidir. Obsidiyen vitrofir ve pekstayn gibi diğer volkanik camsı kayaçlar perlitten oluşum itibarı ile farklıdır. Obsidiyen doğrudan doğruya ana magmadan teşekkül eder. Perlit ise magmatik suyun emilmesinden sonra meydana gelir.

 İri Perlit 12 No
Genişlik 0,0-5,0 mm Yoğunluk 80-160 kg / m³ Tarım, inşaat, tekstil sektörlerinde kullanılır.

 İnce Perlit 8 No
Genişlik 0,0-3,0 mm Yoğunluk 55-90 kg / m³ Kaba sıva duvar harcı, beton yapı elemanları ve beton agregasında kullanılır.

 Mikronize Perlit
Genişlik 0-125 mikron Yoğunluk 70-100 kg/m³ Yemeklik yağ, petrokimya, meyve suyu ve ilaç sanayinde kullanılır

Tipik perlit analizi

 Yoğunluk: 2.2 – 2.4 g/cm³
 Yumuşama sıcaklığı:	810 – 1090 °C
 Erime sıcaklığı: 	1260 – 1340 °C
 Spesifik sıcaklık:	831 Jg–1K–1
 Bulk yoğunluk: 1.45 kg/l

Felsik kayaçlar
Camsı kayaçlar
Taş işçiliği
Toprak ıslah maddeleri
Jeoloji
Metalurji

Perlit


Grațian, în latină Magister Gratianus, cunoscut și ca Grațian de Clusio, () a fost un jurist medieval, profesor la Universitatea din Bologna. Grațian este autorul lucrării Concordia discordantium canonum (Decretum Gratiani).

Referințe

Juriști italieni
Universitatea din Bologna
Canoniști

Grațian (jurist)


الفاكهة أو الفاكهة (تُلفظ الفيكة أو الفيكهة). هي إحدى البلدات اللبنانية من قرى محافظة بعلبك الهرمل. تبعد 127 كم عن العاصمة بيروت، وترتفع 900 م عن سطح البحر. يعرف قاطنيها بالفياكنة ومفردها فيكاني. اشتهرت سابقًا بفرادًة السجاد الذي حاكته نساءها لأجيال، فأصبح مضرب مثال في الجودة والأناقة وعرف باسمها أي السجاد الفيكاني.

لمحة تاريخية
وُجدت دلائل على وجود الفاكهة أو الفيكة منذ عدّة قرون على الأقل، أمّا ما سبق فغير موثق. نشأت القرية على السفح الغربي لسلسلة جبال لبنان الشرقية. فهي قريبة من الخط التجاري بين بعلبك وبيروت ومدن شمال سوريا كحمص وحلب والقصير، وتدرأ بموقعها عن الجيوش العديدة التي اجتازت البقاع تاريخيًّا.

صناعة السجاد
صناعة السجاد في الفاكهة مهنة قديمة ترقى إلى أكثر من 300 عام، أدخلتها سيدة شمالية من عيدمون تزوجت من بلدة الفاكهة وعلمت الصنعة لنساء القرية.

يصنع السجاد في هذه البلدة من صوف الغنم الذي كان يشرى من بلدة عرسال وأسواق مدينة بعلبك ومن حمص. وبعد انحسار تربية الماشية في البقاع، بات يشرى من حمص.

يغسل الصوف لتنظيفه جيدًا قبل مراحل صناعة السجاد وهي حسب تسلسلها:
 تمشيط الصوف وهي عملية تستغرق وقتًا طويلًا وجهدا ً مضنيا ً.
 تحويل الصوف إلى كويكبات.
 غزل الكويكبات وتحويلها خيوطا ً تلتف لتتحول مرة أخرى إلى كويكبات أخرى.
 تحويل الكويكبات الجديدة شللا ً تصبغ وفق المواصفات.
 بعد الصباغ: كبكبة الخيوط مجددا ً ثم تكوين السجاد الذي يتم عقده عقدا ً.

تعتمد حياكة هذا النوع من السجاد على أشكال هندسية ورسوم مستوحاة من السجاد العجمي.

الإبداع الفني في صناعة السجاد في الفاكهة يبدأ من النقش أو اللوحة وفق ما يريدها الزبون، فأمام النول (آلة الحياكة) لوحة مرسومة على ورق ذي مربعات صغيرة تعيد الصبايا رسمها بخيوط الصوف على خيوط القطن أو الحرير المثبتة على النول بطوقين، لتكون النتيجة - بعد وقت طويل ومضن - سجادة هي أشبه بلوحة فنية لا تختلف في تفاصيلها عن الصورة الأصلية.

مد خيوط القطن أو الحرير لسجادة من 3 امتار عرضا ً و4 أمتار طولا ً، تستغرق على النول نحو أسبوع، ثم تتم حياكة خيوط الصوف وفق الألوان واللوحة المطلوبة لتتكون السجادة بعد شهرين، ومع عدد كاف من العمال يمكن إنجاز ست سجادات أو ثمان في السنة على النول الواحد.

بدأت هذه الصناعة، منذ مطلع سبعينيات القرن الماضي بالتراجع لأسباب منها:

 انفتاح السوق المحلية على الاستيراد.
 نزوح فئات واسعة ومتزايدة من الريف إلى المدينة سعيا وراء فرص العمل.
 حصول معظم الشباب والصبايا على شهادات علمية عالية.

مراجع

أماكن مأهولة في قضاء بعلبك
أماكن مأهولة في لبنان
تجمعات الروم الملكيين في لبنان
تجمعات سنية في لبنان
قرى لبنان
قضاء بعلبك
مدن لبنان

الفاكهة (بلدة)


Villanueva Mesía, İspanya'nın on yedi özerk bölgesinden, ülkenin en çok nüfusa sahip olan ve güney sınırında bulunan, Endülüs otonom bölgesine bağlı sekiz eyaletinden Akdeniz'e kıyısı bulanan Granada'ya bağlı 170 belediyeden biridir. Villanueva Mesía belediyesinin nüfusu 2005 yılı nüfus sayımlarına göre 2091 kişidir.

Granada'nın belediyeleri

Villanueva Mesía


Thiemo-Jérôme Kialka (* 12. Januar 1989 in Hamburg) ist ein deutscher Fußballspieler ghanaischer Abstammung.

Karriere
Mit fünf Jahren begann Thiemo-Jérôme Kialka beim Hamburger Stadtteilklub TSV 08 Eppendorf mit dem Fußballspielen. In der C-Jugend wechselte er zum VfL 93 Hamburg. Als die erste Mannschaft 2006 in die viertklassige Oberliga Nord aufstieg, spielte er mit 17 Jahren bereits eine halbe Saison im Seniorenbereich, die mit dem Abstieg des VfL endete.

Kialka hatte danach mehrere Angebote auch von Bundesligisten und er wechselte 2007 zum 1. FC Köln. Ein Jahr spielte er bei den "Geißböcken" in der U 19 und wurde Meister der A-Jugend-Bundesliga West. Zwölf Tore trug der Mittelstürmer in 22 Spielen bei. Anschließend wechselte er in die U 23. Nach einem Übergangsjahr hatte er sich in der Saison 2009/10 in der Regionalliga-Mannschaft etabliert, als ihn ein Syndesmosebandriss zurückwarf. Auch im Jahr darauf kostete ihn eine Meniskusverletzung den größten Teil der Rückrunde, doch mit seiner Leistung von acht Toren in 19 Spielen hatte er sich trotzdem für die erste Mannschaft empfohlen.

In der Saison 2011/12 stand er im Bundesligaaufgebot der Kölner, hoffte aber vergebens auf seinen Durchbruch, obwohl er seine Torquote in der zweiten Mannschaft noch einmal steigern konnte. Nachdem auch sein Vertrag bei den Rheinländern vor dem Ende stand, entschloss er sich bereits in der Winterpause zum Wechsel. Er ging ablösefrei zum Tabellenführer der 3. Liga SSV Jahn Regensburg. In den ersten zehn Spielen nach seinem Wechsel kam er jedes Mal zum Einsatz, aber der gesamte Sturm der Oberpfälzer geriet in eine Krise und auch Kialka wartete vergebens auf sein erstes Profitor. Trotzdem erreichte das Team Platz 3 und über zwei Relegationsspiele, in denen Kialka jeweils eingewechselt wurde, stiegen die Regensburger in die 2. Bundesliga auf.

Ende Januar 2013 wechselte Kialka zum Regionalligisten SC Fortuna Köln. Sein Vertrag lief im Sommer 2015 aus und Kialka war zunächst vereinslos. Im Februar 2016 schloss er sich für die Rückrunde dem Kreisligisten SC West Köln an. Nach einer erneuten Pause wurde Kialka Anfang März 2017 vom Regionalligisten Bonner SC verpflichtet, wo der Angreifer einen bis zum Sommer gültigen Vertrag erhielt. Danach war er ein halbes Jahr vereinslos. Im Februar 2018 schloss er sich dem jungen Fußballklub Berlin United an. Kialka führte die Mannschaft in der Landesligasaison 2018/19 mit 27 Toren in 26 Spielen zum Meistertitel und Aufstieg in die Berlin-Liga. Danach verließ er den Verein.

Zur Saison 2020/21 schloss er sich der SG Einheit Zepernick aus der Landesklasse Brandenburg an.

Erfolge
 Aufstieg in die 2. Bundesliga: 2012 mit SSV Jahn Regensburg
 Aufstieg in die 3. Liga: 2014 mit Fortuna Köln

Weblinks

Einzelnachweise

Fußballspieler (VfL 93 Hamburg)
Fußballspieler (1. FC Köln)
Fußballspieler (SSV Jahn Regensburg)
Fußballspieler (SC Fortuna Köln)
Fußballspieler (Bonner SC)
Deutscher
Geboren 1989
Mann

Thiemo-Jérôme Kialka


In computational geometry, the point-in-polygon (PIP) problem asks whether a given point in the plane lies inside, outside, or on the boundary of a polygon. It is a special case of point location problems and finds applications in areas that deal with processing geometrical data, such as computer graphics, computer vision, geographic information systems (GIS), motion planning, and computer-aided design (CAD).

An early description of the problem in computer graphics shows two common approaches (ray casting and angle summation) in use as early as 1974.

An attempt of computer graphics veterans to trace the history of the problem and some tricks for its solution can be found in an issue of the Ray Tracing News.

Ray casting algorithm

One simple way of finding whether the point is inside or outside a simple polygon is to test how many times a ray, starting from the point and going in any fixed direction, intersects the edges of the polygon.
If the point is on the outside of the polygon the ray will intersect its edge an even number of times. If the point is on the inside of the polygon then it will intersect the edge an odd number of times. The status of a point on the edge of the polygon depends on the details of the ray intersection algorithm.

This algorithm is sometimes also known as the crossing number algorithm or the even–odd rule algorithm, and was known as early as 1962. The algorithm is based on a simple observation that if a point moves along a ray from infinity to the probe point and if it crosses the boundary of a polygon, possibly several times, then it alternately goes from the outside to inside, then from the inside to the outside, etc. As a result, after every two "border crossings" the moving point goes outside. This observation may be mathematically proved using the Jordan curve theorem.

Limited precision
If implemented on a computer with finite precision arithmetics, the results may be incorrect if the point lies very close to that boundary, because of rounding errors. For some applications, like video games or other entertainment products, this is not a large concern since they often favor speed over precision. However, for a formally correct computer program, one would have to introduce a numerical tolerance ε and test in line whether P (the point) lies within ε of L (the Line), in which case the algorithm should stop and report "P lies very close to the boundary."

Most implementations of the ray casting algorithm consecutively check intersections of a ray with all sides of the polygon in turn. In this case the following problem must be addressed. If the ray passes exactly through a vertex of a polygon, then it will intersect 2 segments at their endpoints. While it is OK for the case of the topmost vertex in the example or the vertex between crossing 4 and 5, the case of the rightmost vertex (in the example) requires that we count one intersection for the algorithm to work correctly. A similar problem arises with horizontal segments that happen to fall on the ray. The issue is solved as follows: If the intersection point is a vertex of a tested polygon side, then the intersection counts only if the other vertex of the side lies below the ray. This is effectively equivalent to considering vertices on the ray as lying slightly above the ray.

Once again, the case of the ray passing through a vertex may pose numerical problems in finite precision arithmetics: for two sides adjacent to the same vertex the straightforward computation of the intersection with a ray may not give the vertex in both cases. If the polygon is specified by its vertices, then this problem is eliminated by checking the y-coordinates of the ray and the ends of the tested polygon side before actual computation of the intersection. In other cases, when polygon sides are computed from other types of data, other tricks must be applied for the numerical robustness of the algorithm.

Winding number algorithm
Another technique used to check if a point is inside a polygon is to compute the given point's winding number with respect to the polygon. If the winding number is non-zero, the point lies inside the polygon. This algorithm is sometimes also known as the nonzero-rule algorithm.

One way to compute the winding number is to sum up the angles subtended by each side of the polygon. However, this involves costly inverse trigonometric functions, which generally makes this algorithm performance-inefficient (slower) compared to the ray casting algorithm. Luckily, these inverse trigonometric functions do not need to be computed. Since the result, the sum of all angles, can add up to 0 or  (or multiples of ) only, it is sufficient to track through which quadrants the polygon winds, as it turns around the test point, which makes the winding number algorithm comparable in speed to counting the boundary crossings.

An improved algorithm to calculate the winding number was developed by Dan Sunday in 2001. It does not use angles in calculations, nor any trigonometry, and functions exactly the same as the ray casting algorithms described above. Sunday's algorithm works by considering an infinite horizontal ray cast from the point being checked. Whenever that ray crosses an edge of the polygon, Juan Pineda's edge crossing algorithm (1988) is used to determine how the crossing will affect the winding number. As Sunday describes it, if the edge crosses the ray going "upwards", the winding number is incremented; if it crosses the ray "downwards", the number is decremented. Sunday's algorithm gives the correct answer for nonsimple polygons, whereas the boundary crossing algorithm fails in this case.

Implementations

SVG
Similar methods are used in SVG for defining a way of filling with color various shapes (such as path, polyline, polygon, text etc.). The algorithm of filling is influenced by 'fill-rule' attribute. The value may be either  or . For example, in a nonconvex regular pentagonal surface, there is a central "hole" (visible background) with , and none with  attribute.

For simple polygons, the algorithms will give the same result. However, for complex polygons, the algorithms may give different results for points in the regions where the polygon intersects itself, where the polygon does not have a clearly defined inside and outside. One solution using the even-odd rule is to transform (complex) polygons into simpler ones that are even-odd-equivalent before the intersection check. This, however, is computationally expensive. It is less expensive to use the fast non-zero winding number algorithm, which gives the correct result even when the polygon overlaps itself.

Point in polygon queries
The point in polygon problem may be considered in the general repeated geometric query setting: given a single polygon and a sequence of query points, quickly find the answers for each query point. Clearly, any of the general approaches for planar point location may be used. Simpler solutions are available for some special polygons.

Special cases

Simpler algorithms are possible for monotone polygons, star-shaped polygons, convex polygons and triangles.

The triangle case can be solved easily by use of a barycentric coordinate system, parametric equation or dot product. The dot product method extends naturally to any convex polygon.

References

See also

 Java Topology Suite (JTS)
 Discussion: http://www.ics.uci.edu/~eppstein/161/960307.html
 Winding number versus crossing number methods: http://geomalgorithms.com/a03-_inclusion.html

Geometric algorithms
Point (geometry)
Polygons

Point in polygon


Blackmore's Nights diskografi omfatter 10 sutdiealbums, 11 singler, 3 livealbums og ét opsamlingsalbum.

Blackmore's Night blev dannet i 1997 af den britiske guitarist Ritchie Blackmore og den amaerikanske sanger og musiker Candice Night. Duoen har haft en stor udskiftning af deres backingband. Gruppen har haft størst succes i Tyskland og Japan, hvor alle deres studiealbums har nået hitlisterne.

Gruppens debutalbum, Shadow of the Moon, udkom i 1997, og nåede hitlister i Tyskland og Japan. I 1999 udkom Under a Violet Moon, der ligeledes nåede hitlisterne i Tyskland og Japan. To år senere, i 2001, udkom Fires at Midnight, der også kom på hitlisterne i Storbritannien, Østrig og Schweiz. Ghost of a Rose fra 2003 kom som det første album på hitlisterne i Sverige og atter engang Schweiz. Efter at have udgivet albums hvert andet år udkom The Village Lanterne i 2006 og denne kom på samme hitlister som den foregående, og nåede også ind på hitlisten i Finland. I efteråret udkom gruppens første julealbum kaldet Winter Carols. Dette nåede kun Tyskland og Japans hitlister, ligesom alle de tidligere albums. I 2008 udkom Secret Voyage, der nåede ind på hitlister i Storbritannien,  Østrig, Schweiz, Sverige, Finland og Holland. Blackmore's Nights ottende studiealbum, Autumn Sky udkom i 2010 og var opkaldt efter parrets datter Autumn. Dancer and the Moon udkom i 2013 og kom på hitlisterne i en lang række lande. Gruppens seneste album udkom i 2015 under titlen All Our Yesterdays.

Albums

Studiealbum

Livealbums

Opsamlingsalbum

Singler

Live DVD'er

Musikvideoer

 Shadow of the Moon (1997)
 No Second Chance (1997)
 Renaissance Faire (1997)
 The Times They Are a Changin''' (2001)
 Hanging Tree (2001)
 Way to Mandalay (2003)
 Christmas Eve (2005)
 Once in a Million Years (2005)
 The Village Lanterne (2006)
 Olde Mill Inn (2006)
 Locked Within the Crystal Ball (2008)
 Highland (2010)
 Dancer and the Moon (2013)
 The Moon is Shining (Somewhere Over the Sea) (2013)
 All Our Yesterdays (2015)

 Live VHS Under a Violet Moon'' (2003)

Referencer

Eksterne henvisninger
 blackmoresnight.com
 candicenight.com

Diskografier

Blackmore's Nights diskografi


Benitagla , İspanya'nın on yedi özerk bölgesinden en kalabalık ikinci bölge olan Endülüs'e bağlı; İspanya'nın güneyinde bulunan Almería eyaletine bağlı belediye. 2009 yılındaki nüfusu; 88 kişidir. Belediye, 7 km²'lik bir alanı kaplamaktadır.

Nüfus

Kaynak: INE (Spain)

Dış bağlantılar
  Benitagla  - Sistema de Información Multiterritorial de Andalucía
  Benitagla - Diputación Provincial de Almería

Benitagla


Elladan ve Elrohir, Orta Dünya karakterleridir.

Güneş'in 3. çağında, 127 yılında Elrond ve Celebrian'ın ikiz oğulları olarak doğdular. Yıllarca Rivendell (Ayrıkvadi) ve Lorien'de yaşadılar. Karanlığa karşı birçok savaşa katıldılar. Aynı zamanda, Arwen'in ağabeyleridir. Arador oğlu Arathorn (Aragorn'un babası) ile arkadaştılar. Aragorn'a Gondor yolculuğu sırasında ölülerin yolunu anımsatan ve onlarla giden kardeşler de bunlardır. Mordor kapıları önünde verilen son savaşta da Aragorn'un yanında savaştılar. Savaşın ardından Elrond'un Rivendell'i terk edip Undying Lands'e gitmesi üzerine bir süre daha burada Celeborn ile birlikte yaşadılar. Onlar Rivendell'in (saklı kentin) son temsilcileriydi. Yüzük yok edildikten sonra Valinor'a gitmemiş, Ayrıkvadi'de kalarak ölmeyi yeğlemişlerdir.

Kaynakça

Orta Dünya yarı elfleri
Kurgusal erkek karakterler
Kurgusal ikizler

Elladan ve Elrohir


Viorel Sălan () este un senator român, ales în 2016.

Biografie
Viorel Sălan s-a născut în data de 14 noiembrie 1958 la Cernătești, județul Dolj. A absolvit Școala de Ofițeri Activi a M.A.I. București, în 1982, Facultatea de Arme Întrunite din cadrul Academiei de Înalte Studii Militare București, în 1990, Facultatea de Științe Juridice din cadrul Universității "Lucian Blaga" Sibiu, în 1996, Curs postuniversitar Drept Civil din cadrul Universității "Babeș Bolyai" Cluj, în 1998, Curs postuniversitar – Conducerea marilor unități operative din forțele terestre din cadrul Academiei de Înalte Studii Militare București, în 2001, Curs postuniversitar Securitate și Bună Guvernare în cadrul Academiei de Înalte Studii Militare București, în 2007.

Viorel Sălan a fost șeful Inspectoratului Județean de Jandarmi Hunedoara (2005 – 2016), comandantul Comandamentului de Jandarmi Hunedoara (1998 – 2005), comandantul Batalionului 39 Deva (1994 – 1998), 1990-1994 – ofițer specialist operații la Brigada de Jandarmi Timișoara, 1988-1990 – ofițer student în Academia Militară, 1985-1988 – ofițer instructor Brigada de Jandarmi Timișoara, 1982-1985 – comandant de pluton Brigada de Jandarmi Timișoara. S-a pensionat la 1 septembrie 2016, când era împuternicit adjunct al inspectorului general  la Inspectoratul General al Jandarmeriei.

Sălan s-a înscris în PSD la două săptămâni după ce a încheiat cariera militară.

Vezi și
 Legislatura 2016-2020 (Senat)
 Parlamentul României

Note

Legături externe
 Activitatea parlamentară

Politicieni români în viață
Senatori români 2016-2020
Membri ai Partidului Social Democrat
Generali români de jandarmerie
Oameni din județul Dolj
Deputați români 2020-2024

Viorel Sălan


මහා නොයිඩා () ඉන්දියාවේ උත්තර් ප්‍රදේශ් හි පිහිටි නගරයකි.

මූලාශ්‍ර

ඉන්දියාව

මහා නොයිඩා


المجموعة أ
لعبت في ماسيرو، ليسوتو

نصف النهائي

تحديد المركز الثالث

النهائي

  تتأهل إلى نصف النهائي

المجموعة ب
لعبت في جابورون، بوتسوانا

نصف النهائي

تحديد المركز الثالث

النهائي

  تتأهل إلى نصف النهائي

المجموعة ج
لعبت في ويندهوك، ناميبيا

نصف النهائي

تحديد المركز الثالث

النهائي

  تتأهل إلى نصف النهائي

المرحلة النهائية

  تأهل بصفته بطل كأس كوسافا 2005

نصف النهائي

النهائي

كأس كوسافا
كرة القدم الإفريقية في 2006

كأس كوسافا 2006


Ivanildo Oliveira Almeida, (Grajaú, 25 de março de 1972) é um prelado brasileiro da Igreja Católica, bispo da Diocese de Cametá.

Biografia
Estudou filosofia e teologia no Instituto de Estudos Superiores do Maranhão (IESMA) em São Luís, entre 1994 e 2001. Foi ordenado padre em 22 de dezembro de 2001 para a Diocese de Imperatriz.

Realizou sua licenciatura em direito canônico na Pontifícia Universidade Lateranense de Roma, de 2008 a 2011. Ao retornar para o Brasil, foi pároco de Nossa Senhora do Perpétuo Socorro, de Santo Antônio de Pádua e da Catedral de Nossa Senhora de Fátima, reitor do Seminário Maior Bom Pastor, Presidente do Tribunal Eclesiástico da Província Eclesiástica de São Luís do Maranhão, além de professor de Direito Canônico e diretor geral do IESMA.

Foi nomeado pelo Papa Francisco como bispo de Cametá em 12 de abril de 2023, sendo consagrado no dia 17 de junho seguinte, na Catedral Nossa Senhora de Fátima, em Imperatriz, por Dom Vilsom Basso, S.C.I., bispo da Diocese de Imperatriz, coadjuvado por Dom Gilberto Pastana de Oliveira, arcebispo de São Luís do Maranhão e Dom Francisco Lima Soares, bispo da Diocese de Carolina.

Ligações externas

Naturais de Grajaú
Filósofos do Brasil
Alunos da Pontifícia Universidade Lateranense
Bispos de Cametá

Ivanildo Oliveira Almeida


Hfz. Husein ef. Mujić (Gračanica, 1918. – ?), bošnjački je teolog, deseti po redu reis-ul-ulema u razdoblju SFR Jugoslavije.

Životopis
Husein ef. Mujić je rođen 1918. godine u Gornjoj Orahovici kod Gračanice. Medresu je u Gračanici a potom Behram-begovu medresu u Tuzli. U vrijeme školovanja u 1936. godine završio je i hifz pred poznatim hfz. Ahmed ef. Redžebašićem. Studije arapskog jezika i književnosti završio je izvanredno, na Filološkom fakultetu Sveučilišta u Beogradu 1980. godine.

U Islamskoj zajednici radi od 1938., prvo kao imam i vjeroučitelj u Zvorniku, zatim u Srednjoj Zelinji kod Gradačca, zatim Gračanici. Godine 1960. izabran je za glavnog imama tuzlanske oblasti a 15 godina poslije postaje muftija tuzlanski. S te funkcije je izabran za reis-ul-ulemu, a menšura mu je predata, po njegovoj želji, 11. prosinca 1987. godine u beogradskoj Bajrakli džamiji. To je po drugi put u povijesti predavanja menšure da se službena promocija obavlja van Sarajeva. Prvi put je to urađeno 1930. godine kada je menšura predavana reis-ul-ulemi Ibrahim ef. Maglajliću koja je također obavljena u Beogradu.

Pritisnut događajima u Islamskoj zajednici, s položaja reis-ul-uleme povukao se nakon dvije godine, koncem 1989. godine. Bio je redoviti član kako republičkih tako i saveznih organa Islamske zajednice, aktivni sudionik Narodnog fronta i Socijalističkog saveza, nekoliko godina predsjednik Udruge ilmijje, a tri godine i odgovorni urednik "Preporoda", tadašnje glasilo ove udruge.

Povezani članci
 Reis-ul-ulema
 Islamska zajednica u Bosni i Hercegovini
 Reis-ul-ulema Jakub ef. Selimoski

Izvori

Vanjske povezice
 Ko su bili poglavari Islamske zajednice u BiH

Reis-ul-ulema
Životopisi, Gračanica

Husein Mujić


لاغونا هيلس  هي إحدى مدن مقاطعة أورانج، كاليفورنيا. تم إعطاءها لقب مدينة في 20 ديسمبر، 1991.

أعلام

 ماري براون
 جوزيف ميرفي
 تروي كول
 مايك هوبكينز
 ماثيو كوك

مراجع

الموقع الجغرافي
الموقع الجغرافي للمناطق المحيطة بهذه النقطة هو كالتالي:

أماكن مأهولة أسست في 1991
تأسيسات سنة 1991 في كاليفورنيا
مدن كاليفورنيا

مدن في مقاطعة أورانج (كاليفورنيا)

لاغونا هيلس (كاليفورنيا)

لاغونا هيلس (كاليفورنيا)


Horní Luby, bis 1948 Horní Schönbach () ist ein Ortsteil der Stadt Luby in Tschechien.

Geographische Lage
Horní Luby erstreckt sich nördlich von Luby im Tal des Baches Lubinka.

Geschichte

Viele Orte des Schönbacher Ländchens sind vom Kloster Waldsassen aus gegründet worden, die 1348 Rüdiger von Sparneck erwarb. Ab der Mitte des 19. Jahrhunderts gehörte der Ort zum Gerichtsbezirk Wildstein bzw. Bezirk Eger.

1939 hatte Ober Schönbach 386 Einwohner. Zwischen 1938 und 1945 war die Gemeinde Teil des deutschen Landkreises Eger. 1948 erfolgte die Umbenennung in Horní Luby. 1951 erfolgte die Eingemeindung nach Luby.

Einwohnerentwicklung

Literatur
 Karl Mädler: Zur Geschichte des Schönbacher Ländchens. In: Unser Egerland. Schriftenreihe für lebendige Heimatpflege. Heft 25. Wunsiedel 1925. S. 41–46.

Weblinks

Einzelnachweise

Ortsteil in Tschechien
Luby

Horní Luby


Jamuna Tudu, née le  à Rairangpur, en Inde, est une activiste environnementale indienne, cofondatrice de l'organisation Van Suraksha Samiti. Surnommée « Lady Tarzan », elle tente d'empêcher l'abattage illégal d'arbres près de son village au Jharkhandet, en affrontant les structures mafieuses de la filière bois et les Naxalites.

Biographie
Jamuna Tudu, naît le , à Rairangpur, Mayurbhanj, Odisha, en Inde.

Activisme

Engagement
Dès l'âge de dix-huit ans, elle décide de se battre pour défendre la forêt, armée d'arcs et de flèches, en combattant et traquant les membres des structures mafieuses de la filière bois et en les signalant à la police.

En , à la suite de son mariage, Jamuna Tudu quitte son village natal et s'établit à Chakulia, près de Muturkham, dans l'état du Jharkland. À cette époque, la mafia forestière coupe sans discernement les arbres de la forêt située près du village, ce qui décide Jamuna Tudu à s'engager, contre l'avis de sa famille, dans un combat pour la préservation de la forêt, en lançant une campagne destinée à rallier les femmes du village autour de cet objectif. Plusieurs fois, soumise à des attaques meurtrières, Jamuna Tudu, bien décidée à sauver la forêt, maintient son engagement dans ce combat et cofonde, avec cinq autres femmes, l'organisation Van Suraksha Samiti, qui s'oppose à l'abattage illégal d'arbres dans la région du Jharkhand.

Reconnaissance
En , Jamuna Tudu reçoit le Godfrey Phillips Bravery Award, qui salue son engagement. En , elle remporte le Prix Women Transforming India, puis en , elle est décorée par le Padma Shri, la quatrième plus haute distinction civile indienne.

En , Jamuna Tudu et Chami Murmu, une activiste indienne qui a reçu le prix Nari Shakti Puraskar pour avoir contribué à la plantation de plus de . La presse les surnomme « Lady Tarzan ». L'organisation créée par Chami Murmu compte  ; les deux femmes mobilisent leurs organisation et unissent leurs forces pour protéger les forêts du Jharkhand.

Dans son émission de radio Mann ki Baat, le Premier ministre indien Narendra Modi salue l'action de Jamuna Tudu et des personnes engagées à ses côtés, pour avoir sauvé plus de cinquante hectares de forêt et motivé dix mille femmes à protéger les arbres et la faune. À présent, les villageois de la région plantent dix-huit arbres à la naissance d'un enfant et dix arbres au mariage de leurs filles.

Récompenses

 2014 : Godfrey Phillips National Bravery Awards
 2017 : Women Transforming India
 2019 : Padma Shri

Notes et références

Personnalité indienne du XXe siècle
Personnalité indienne du XXIe siècle
Naissance en Odisha
Naissance en décembre 1980
Militant indien
Écologiste indien

Jamuna Tudu


La Missa Solemnis en do menor, K. 139/47a, también conocida como Waisenhausmesse o Misa del Orfanato, es una misa compuesta por Wolfgang Amadeus Mozart para la consagración de la Iglesia del Orfanato de Viena, el 7 de diciembre de 1768. El estreno de la obra se produjo en el trascurso de una misa solemne celebrada en ese templo, y fue la primera celebrada en él. La obra se clasificaría como una missa solemnis, debido a la orquestación empleada por Mozart; por otra parte, debido a la solemne ocasión a que iba destinada la obra, Mozart no solo puso música a las secciones del ordinario de la misa, sino también a una sección del propio: el ofertorio Benedictus sit Deus.

Instrumentación

Mozart utilizó en esta obra la forma de la misa cantata: así, la obra se divide en arias, duetos y coros. Las secciones Cum sancto spiritu del Gloria y Et vitam venturi saeculi del Credo están escritas en forma de fuga.

Por otra parte, casi todas las secciones lentas de la misa están compuestas en modo menor: el inicio del Kyrie (Adagio), el Qui tollis del Gloria, el Et incarnatus est, el Crucifixus y el comienzo del Agnus Dei se caracterizan por sus tempi lentos, acordes con su significado litúrgico. El resto de las secciones de la misa hacen uso de medios expresivos muy próximos a los que se usaban en la ópera de la época.

Véase también

Anexo:Misas de Wolfgang Amadeus Mozart
Anexo:Composiciones religiosas de Wolfgang Amadeus Mozart
Mozart y la Iglesia católica

Notas

Enlaces externos

orfanato
Composiciones de 1768
Composiciones en do menor
Composiciones en do mayor
Composiciones en fa mayor
Composiciones en sol mayor
Composiciones en la menor
Composiciones en fa menor

Misa del orfanato (Mozart)


Arthraerua, monotipski biljni rod iz porodice štirovki. Jedina vrsta je A. leubnitziae, namibijski endemski grm iz pustinje Namib.

Ključni izvor vlage ove biljke je magla, koja u sebi sadržava i čestice koje mogu sadržavati bitne hranjive tvari za biljke.

Sinonimi
 Aerva desertorum Engl.
 Aerva leubnitziae Kuntze
 Ouret leubnitziae (Kuntze) Kuntze

Izvori

Amaranthoideae

Arthraerua


Çağlayan, Giresun ilinin Merkez ilçesine bağlı Duroğlu Beldesinin bir mahallesidir.

Çağlayan Mahallesi, 1989 yılına kadar Yağmurca Köyü'nün bir mahallesi olup, Ezedin diye bilinirdi. 1989 yılında yapılan bir oylamayla Yağmurca Köyü'nden ayrılarak Çağlayan Köyü adını almıştır. 2010 yılında yapılan referandum ile Duroğlu Beldesi'nin beşinci mahallesi olmuştur.

Tarihçe
1989 a kadar Yağmurca Köyü'nün Ezedin mahallesi olarak bilinmektedir. 1994 teki yerel seçimlerde Çağlayan Köyü Muhtarlığı olarak  ayrılmıştır. Ezedin adının "İzzettin" isminden geldiği sanılmaktadır. Köye isim verme konusu gündeme geldiğinde Ezedin adı alınmak istenmiş ancak, Ezedin isminin Rumca olduğu gerekçesiyle bu isim alınamamıştır. Sonunda köyün güney tarafında bulunan ve Yağmurca Köyü - Damdüzü Mahallesinden doğup, Aksu Deresine dökülen Akçağlayan obuzundan esinlenilerek, köye Çağlayan adı verilmiştir. Köyde yer yer Cenevizliler'e ait olduğu sanılan kaya mezarlarına ve kiliselere rastlanmaktadır. Yine tarım alanlarında kilden yapılmış çanak - çömlek gibi eşyalara rastlanması, bir zamanlar yerleşim olduğunun kanıtıdır. Eski kalıntılara bakıldığında Orta Çağ dönemlerinde köyde yoğun şekilde üzüm tarımı yapıldığı anlaşılmaktadır. Köyün, 16. yüzyıldan itibaren birkaç yüzyıl boş ve atıl kalmış olduğu sanılmaktadır. 18. yüzyılın ikinci yarılarından (1750'ler) itibaren Türk yerleşimine açılmıştır.

Coğrafya
Giresun - Dereli yolu üzerinde, Giresun'a 19 km uzaklıktadır. Aksu Deresi'nin batısındadır.

Nüfus

2014 yerel seçiminde seçmen sayısı 221 dir.

1835 nüfus sayımına göre mahallenin erkek nüfusu 41 kişidir. Sülale isimleri: Mollaoğlu, Karaibrahimoğlu, Çavuşoğlu, Ömeroğlu, Coşaroğlu, Kundakçıoğlu, Alibaşoğlu, Kürdoğlu, Toygaroğlu, Durakoğlu, Torunoğlu şeklinde olup, şahıs isimlerinden hepsinin Müslüman olduğu anlaşılmaktadır. Bu zamandan sonra mahalleye yeni yerleşmeler olmuştur.

Kaynakça

Giresun merkez belde ve köyleri

Çağlayan, Giresun