Hungarian State Railways () is the Hungarian national railway company, with divisions "MÁV START Zrt." (passenger services), and "Utasellátó" (onboard catering).The head office is in Budapest.

History

1846–1918

Construction of Hungary's first railway line began in the second half of 1844. The first steam locomotive railway line was opened on 15 July 1846 between Pest and Vác. This date is regarded as the birth date of the Hungarian railways. The Romantic poet Sándor Petőfi rode on the first train and wrote a poem predicting that rails would connect Hungary like blood vessels in the human body.

After the failed revolution, the existing lines were nationalized by the Austrian State and new lines were built. As a result of the Austro-Sardinian War in the late 1850s, all these lines were sold to Austrian private companies. During this time the company of Ábrahám Ganz invented a method of "crust-casting" to produce cheap yet sturdy iron railway wheels, which greatly contributed to railway development in Central Europe.

Following the Austro-Hungarian Compromise of 1867 that created the Dual Monarchy of Austria-Hungary, transport issues became the responsibility of the Hungarian Government, which also inherited the duty to support local railway companies. This came at a considerable cost: in 1874 8% of the annual budget went to railway company subsidies. This led the Hungarian Parliament to consider founding a State Railway.  The goal was to take over and operate the Hungarian main lines. The branch lines were constructed by private companies. When the law in 1884 provided a simplified way to create railway companies many small branch line companies were founded. These, however, usually only constructed the lines, then made a contract with MÁV to operate them. Thus they also owned no locomotives or other rolling stock. MÁV made a contract only if the line, its equipment and buildings were constructed to MÁV standards. This helped to build standard station buildings, sheds, and accessories, all to the MÁV rules.

Because of relatively high prices the traffic density was considerably lower in Hungary than in other countries. To change this the Interior Minister, Gábor Baross, introduced the zone tariff system in 1889. This system resulted in lower prices for passenger trips and goods transport but it induced a rapid increase in both and so higher overall profits. In 1891 the Hungarian lines of the StEG were bought by the Hungarian State directly from the French owners and became MÁV lines.

In 1890 most large private railway companies were nationalized as a consequence of their poor management, except the strong Austrian-owned Kaschau-Oderberg Railway (KsOd) and the Austrian-Hungarian Southern Railway (SB/DV). They also joined the zone tariff system, and remained successful until the end of World War I when Austria-Hungary collapsed.

By 1910 MÁV had become one of the largest European railway companies, in terms of both its network and its finances. Its profitability, however, always lagged most Western European companies, be they publicly or privately owned. The Hungarian railway infrastructure was largely completed in these years, with a topology centred on Budapest that still remains.

By 1910, the total length of the rail networks of the Hungarian Kingdom reached , the Hungarian network linked more than 1,490 settlements. Nearly half (52%) of the Austro-Hungarian Empire's railways were built in Hungary, thus the railroad density there became higher than that of Cisleithania. This has ranked Hungarian railways the 6th most dense in the world (ahead of countries as Germany or France).

In 1911 a new locomotive numbering system was introduced which was used until the beginning of the 21st century and is still in use for motive power purchased before then. The notation specifies the number of driven axles and the maximum axle load of the locomotive.

The Hungarian Locomotive (engines and wagons bridge and iron structures) factories
Despite the Hungarian factories were independent companies, the largest suppliers of MÁV were the MÁVAG company in Budapest (steam engines and wagons) and the Ganz company in Budapest (steam engines, wagons, the production of electric locomotives and electric trams started from 1894). and the RÁBA Company in Győr.

The Ganz Works identified the significance of induction motors and synchronous motors commissioned Kálmán Kandó (1869–1931) to develop it. In 1894, Kálmán Kandó developed high-voltage three-phase AC motors and generators for electric locomotives. The first-ever electric rail vehicle manufactured by Ganz Works was a 6 HP pit locomotive with direct current traction system. The first Ganz made asynchronous rail vehicles (altogether 2 pieces) were supplied in 1898 to Évian-les-Bains (Switzerland), with a , asynchronous-traction system. The Ganz Works won the tender of electrification of railway of Valtellina Railways in Italy in 1897. Italian railways were the first in the world to introduce electric traction for the entire length of a main line, rather than just a short stretch. The  Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz works. The electrical system was three-phase at 3 kV 15 Hz. The voltage was significantly higher than used earlier, and it required new designs for electric motors and switching devices.  In 1918, Kandó invented and developed the rotary phase converter, enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks.

1918–1939
At the end of World War I, after the peace treaty of Trianon that reduced Hungarian territory by 72%, the Hungarian railway network was cut from around  (the  long MÁV-owned network decreased to ). The number of freight cars was 102,000 at the end of World War I, but after 1921 only 27,000 remained in Hungary, of which 13,000 were in working order. The total number of locomotives was 4,982 in 1919, but after the peace treaty, only 1,666 remained in Hungary. As many existing railway lines crossed Hungary's new borders, most of these branch lines were abandoned. On the main lines, new border stations had to be constructed with customs facilities and locomotive service.

Between the world wars, development focused on existing multiple-track lines and adding a second track to most main lines. An electrification process started, based on Kálmán Kandó's patent on a single-phase 16 kV 50 Hz AC traction and his newly designed MÁV Class V40 locomotive, which used a rotary phase converter unit to transform the catenary high voltage current into multiphase current with regulated low voltage that fed the single multi-phase AC induction traction motor. Most main lines' cargo and passenger trains were hauled by the MÁV Class 424 steam locomotive, which became the MÁV's workhorse in the late steam era. From 1928 onwards 4- and 6-wheeled gasoline (and later diesel) railcars were purchased (Class BCmot) and by 1935 57% of branch lines were served by railcars. The rest of MÁV's passenger network remained steam based with slow pre-war locomotives and 3rd class "wooden bench" carriages (called  in Hungarian, a name nowadays applied to low cost airlines).

In the early 1930s, almost all Hungarian branch line operators went bankrupt because of the Great Depression. DSA, the Hungarian successor to the former Austrian-Hungarian Southern Railway, went into receivership. MÁV took over DSA's branch lines and all property in 1932 and continued to operate them. MÁV thus became the only major railway operator in Hungary, the impact of the few other independent railway companies (GySEV, AEGV) being negligible.

1939–1950

Between 1938 and 1941 Hungary received temporary territorial gains from Czechoslovakia, Romania and Yugoslavia. The main goal of the MÁV was to reintegrate the newly returned rail network (that was originally built by MÁV, but several border crossings were dismantled). The biggest construction of the time was the Déda-Szeretfalva railway, because the new border in Transylvania after the Second Vienna Award cut the rail network into two parts with no connection, while Romania closed all newly created rail border crossings not alloving Hungarian domestic traffic through on the original main route. Despite all efforts, after losing the war, Hungary lost all newly gained territories.

During late World War II the Hungarian railway system suffered tremendous destruction. More than half the main lines and a quarter of the branch lines were inoperable. 85% of all bridges were destroyed, 28% of all buildings were ruined and another 32% of them inoperable. The rolling stock was either destroyed or distributed to many other European countries. Only 213 locomotives, 120 railcars (there was no fuel in the last days of the war to move them away), 150 passenger cars and 1,900 freight cars were in working order. These were prized and signed as "trophies" by the Soviet Red Army.

After World War II the track, buildings and service equipment were repaired with tremendous efforts in relatively short time. By 1948 most of the railway system was operable, some larger bridges needing more time to be rebuilt. The first electrified section was already in use by October 1945. The Red Army sold back the confiscated rolling stock and locomotives were returned from Austria and Germany. To accelerate reconstruction MÁV purchased 510 USATC S160 Class locomotives which became MÁV Class 411.

1950–2000

In the 1950s, an accelerated industrialization was ordered by the Hungarian Socialist Workers' Party and the railway was considered a backbone of these efforts. Overloaded trains were hauled by badly maintained locomotives on poor quality tracks. Unrealistic Five Year Plans were specified; not fulfilling them was considered sabotage. After accidents, railway workers were given show trials and sometimes even sentenced to death.

All the time the production of steam locomotives continued, but at first in small numbers, as the Hungarian industry was fully booked producing Soviet war reparations. This included steam locomotives to Soviet designs, passenger and freight cars, and many other goods. The development of diesel locomotives started. The successor of the Kandó V40 locomotives, the Class V55 proved to be a failure and MÁV decided to purchase no more phase converter engines.

During the 1956 Hungarian Revolution the railways were not seriously damaged. After the suppressed Revolution the system of Five-Year Plans was reintroduced but with lower targets. In 1958 steam locomotive manufacturing stopped in Hungary. 600 HP diesel-electric locomotives (Class M44) and 450 HP diesel hydraulic switchers (Class M31) were manufactured.

By 1964, the German-designed, domestically-built MÁV Class V43 four-axle 25 kV AC 50 Hz electric locomotive entered service and eventually some 450 of this reliable engine became the workhorse of MÁV traction in passenger as well as freight service. Heavy diesel engines arrived from the USSR (M62) and Sweden/United States (M61). Track maintenance, however, always remained poor, preventing the rolling stock from using the system to its fullest.

To this day  (particularly ) remains the top speed for trains in Hungary, though EU funds have become available to upgrade the network, especially tracks of the Trans-European Transport Networks. (Since Hungary lies in Central Europe, many important railway lines go through the country.) During the 1990s the state-owned MÁV gradually abandoned its most rural routes, but large scale passenger service cuts were blocked by political pressure. Still, the quality of general passenger service deteriorated considerably since Hungary converted to capitalism, as MÁV became focused on the more profitable cargo business. Relatively few people have access to the higher-quality "Intercity" express trains because of the unbalanced topography of the Hungarian railway network. Further expansion is also hampered by the shortage of high-quality passenger carriages.

2000–2010

As the post-2000 Hungarian political establishment became very much focused on the perceived "autobahn-gap" compared to better-routed Slovakia and especially Croatia and decided to upgrade the highway system, there was no significant domestic funding for developing the Hungarian Railway especially for the small regional lines. Recent developments include the purchase of twelve Siemens Desiro diesel railbuses for commuter routes and the order for Swiss Stadler Flirts, a type of very advanced electric self-propelled train for medium range shuttle paths, which is mired in a selection scandal against Bombardier's more established, but conservatively engineered Talent trains.

The GySEV Győr–Sopron–Ebenfurti Vasút Rt. line (connecting two Hungarian and one Austrian city) is managed jointly by the two states.

In 2006 the government was elected for promises, among those are making the lines between cities double-tracked, electrified, and validated for 160 km/h (by this transferring highway-cargo of companies to more environment-friendly, faster and greater capacity transportation). This was supposed to be done by first building the new track then building the remaining one in the place of the original one. The only possible way to finance the project was with the help of EU funds. EU supervision revised the plans and the projected cost but this delayed starting. During construction, the actual billings were also checked. Because of the delay and the lengthy construction works, most of the lines are still not opened in the planned state. The building works are largely forgotten by public consciousness because of the following:

On 7 December 2006, as part of a broader economic restriction package, the Hungarian government announced its intention to stop operation on 14 regional lines with a total length of . The government, referring to an obligation under the constitution, ensured access to public transit in all settlements by installing bus routes and buses from Volánbusz Mass-Transit Company. This in cases when single railway stations served multiple villages, meant bus stations were established in the centers or ends of each settlement. This and increasing frequency theoretically can be done while eliminating the high fuel (diesel or electricity) consumption of the trains and their maintenance cost.

The first plans of János Kóka, Minister of the Economy and Transport, were more radical, abandoning 26 lines (or 12% of the entire network), but they were met with strong opposition from the local municipalities, parliamentary opposition parties and civic organizations. The main opposition party claimed that these measures were directed against more rural areas, especially small villages. The issue was heavily politicized. People considered the buses less safe or fast, especially in winter. Since the government wanted to avoid costly environmental protection and recultivation regulations, the railway lines will not be formally ceased, with the tracks removed, just the service suspended indefinitely. However, because of widespread scrap metal theft in Hungary, this effectively means the tracks are written off.

On 4 March 2007 service was suspended on 14 lines: Pápa–Környe, Pápa–Csorna, Zalabér–Zalaszentgrót, Lepsény–Hajmáskér, Sellye–Villány, Diósjenő–Romhány, Kisterenye–Kál–Kápolna, Mezőcsát–Nyékládháza, Kazincbarcika–Rudabánya, Nyíradony–Nagykálló, Békés–Murony, Kunszentmiklós–Dunapataj, Fülöpszállás–Kecskemét and Kiskőrös–Kalocsa. Many of these have since been reopened by the new government.

On 20 April 2007, the Index news web portal published material from internal MÁV studies, which indicated the new company leadership and the government intend to close all small regional railway lines after 2008, to eliminate sources of reincurring unfinanced expenses at MÁV (the to-be-closed lines' expenses are ten times as large as their incomes). This would leave only the international railway lines and large rural-to-town routes running.

However, in 2010, when Fidesz returned to power, the new government announced that they would undo a plethora of transportation decisions made by the socialists. Ten rural railway lines, previously closed with the reason of low revenues, were reopened with much fanfare. The government states both bus and railway system have to be developed, and most settlements shouldn't be limited to have only one type of station.

2010s
In the 2010s Hungary received large EU funds to modernize its rail network. These reconstruction works were concentrated on main corridor lines and suburban lines of Budapest, where most sections got complete overhauls. The branch lines were left in poor condition and still operate with old diesel railcars, speeds rarely exceed 60 km/h not receiving any funds for modernization. This caused the passenger numbers to stagnate, although the newly modernized suburban lines gained new passengers, the rural network was falling into a downward spiral.

In February 2013, for the first time in its history, the railway started to train women drivers. The Times quoted a spokesman as saying that since there are no steam trains, there is no need for heavy lifting.

Stadler KISS

MÁV-Start entered into a framework contract with Stadler in 2017 for the purchase of a maximum of 40, 6-train unit motor trains, of which 11 will be the first installments. The wagon body and bogie of the motor trains is assembled in Szolnok, the non-driven middle wagon section and the final assembly of the trains take place at the Dunakeszi Vehicle Repair, so the domestic production rate of the trains will be more than 50%. In 2018, MÁV-Start called for an additional 8 motor trains, and in 2019, preparations for drawing up the remaining 21 began. Trains will run on the Budapest-Cegléd-Szolnok and Budapest-Szob railway lines from 2020, both of which are the busiest in the country.

On 16 July 2019, the first motor train, numbered 815,001, was publicly displayed.

All trains are expected to operate on the Budapest suburban lines by 2021.

IC+ project
The IC+ project is an effort by MÁV to develop and manufacture its own, Hungarian-built fleet of Intercity coaches. So far, a second class coach, a first and premium class with buffet and a bike coach have been developed. Serial manufacturing began in 2018. The coaches have been approved for use in Austria, Slovakia, Romania, the Czech Republic, Switzerland, Germany and Poland.

Currently, the premium IC+ coaches run on Intercity services to Szeged, to Lake Balaton and on the Circular Intercity service on the Budapest- Szolnok-Debrecen-Nyíregyháza-Miskolc-Budapest route, which includes all major cities in Eastern Hungary. 35 coaches are to be built in total.

Railway stations

MÁV currently operates over 600 stations and 700 railway stops. Many of the railway's major, central stations (and also numerous major stations within the Austro-Hungarian Empire now located outside Hungary) were designed by Ferenc Pfaff and opened in the late 1880s and 1890s.

Budapest
 Déli Railway Station (South)
 Keleti Railway Station (East, Central)
 Nyugati Railway Station (West)
 Kelenföld Railway Station
Köbánya-Kispest Railway Station

Miskolc
 Miskolc-Tiszai Railway Station
 Miskolc-Gömöri Railway Station

Pécs
Pécs Railway Station

Debrecen
 Debrecen Railway Station (Nagyállomás)
 Debrecen-Csapókert Station

Szeged
 Szeged Railway Station
Szeged-Rókus Station

Győr
 Győr Railway Station

Nyíregyháza
 Nyíregyháza Railway Station
 Nyíregyháza-Külső Station

As the only railway station on the first ever Hungarian railway line to remain in its original form, Vác station is essentially the oldest station building in Hungary (renovated in 2013).

Statistics

 Railway lines total:
 Standard gauge:
 Broad gauge:  of
 Narrow gauge:

Note: The standard and broad gauge railways are operated by the State Railways and also the following narrow gauge railways: Nyíregyháza–Balsai Tisza part/Dombrád; Balatonfenyves–Somogyszentpál; Kecskemét–Kiskunmajsa/Kiskőrös and the Children's Railway in Budapest. All the other narrow gauge railways are run by State Forest companies or local non-profit organisations. See also Narrow gauge railways in Hungary.

See also
 Rail transport in Hungary
 Transport in Hungary
 List of railway lines in Hungary
 Imperial Royal Austrian State Railways
 BHÉV

References

External links

 Official site of MÁV
 Official site of MÁV-Start (passenger trains operator)
 Rail Cargo Hungary (ex-MÁV, Rail Cargo Austria Group)
 Railway map -  with junctions and track types
 Railway map - with all stations, Hungarian-German description
 Photographs of railway stations
 Railways and Tourism, Public Transport in Hungary
 Railway photos arranged on a map at benbe.hu
 Budapest public transport map

Public transport companies in Hungary
Railway companies of Hungary
Government-owned companies of Hungary
Companies based in Budapest
Hungarian brands
1868 establishments in Austria-Hungary
Government-owned railway companies

Hungarian State Railways


In statistical mechanics, a microstate is a specific configuration of a system that describes the precise positions and momenta of all the individual particles or components that make up the system. Each microstate has a certain probability of occurring during the course of the system's thermal fluctuations.

In contrast, the macrostate of a system refers to its macroscopic properties, such as its temperature, pressure, volume and density.  Treatments on statistical mechanics define a macrostate as follows: a particular set of values of energy, the number of particles, and the volume of an isolated thermodynamic system is said to specify a particular macrostate of it.  In this description, microstates appear as different possible ways the system can achieve a particular macrostate.

A macrostate is characterized by a probability distribution of possible states across a certain statistical ensemble of all microstates. This distribution describes the probability of finding the system in a certain microstate. In the thermodynamic limit, the microstates visited by a macroscopic system during its fluctuations all have the same macroscopic properties.

In a quantum system, the microstate is simply the value of the wave function.

Microscopic definitions of thermodynamic concepts
Statistical mechanics links the empirical thermodynamic properties of a system to the statistical distribution of an ensemble of microstates. All macroscopic thermodynamic properties of a system may be calculated from the partition function that sums  of all its microstates.

At any moment a system is distributed across an ensemble of  microstates, each labeled by , and having a probability of occupation , and an energy . If the microstates are quantum-mechanical in nature, then these microstates form a discrete set as defined by quantum statistical mechanics, and  is an energy level of the system.

Internal energy
The internal energy of the macrostate is the mean over all microstates of the system's energy

This is a microscopic statement of the notion of energy associated with the first law of thermodynamics.

Entropy
For the more general case of the canonical ensemble, the absolute entropy depends exclusively on the probabilities of the microstates and is defined as

where  is the Boltzmann constant. For the microcanonical ensemble, consisting of only those microstates with energy equal to the energy of the macrostate, this simplifies to

with the number of microstates . This form for entropy appears on Ludwig Boltzmann's gravestone in Vienna.

The second law of thermodynamics describes how the entropy of an isolated system changes in time. The third law of thermodynamics is consistent with this definition, since zero entropy means that the macrostate of the system reduces to a single microstate.

Heat and work
Heat and work can be distinguished if we take the underlying quantum nature of the system into account.

For a closed system (no transfer of matter), heat in statistical mechanics is the energy transfer associated with a disordered, microscopic action on the system, associated with jumps in occupation numbers of the quantum energy levels of the system, without change in the values of the energy levels themselves.

Work is the energy transfer associated with an ordered, macroscopic action on the system. If this action acts very slowly, then the adiabatic theorem of quantum mechanics implies that this will not cause jumps between energy levels of the system. In this case, the internal energy of the system only changes due to a change of the system's energy levels.

The microscopic, quantum definitions of heat and work are the following:

so that

The two above definitions of heat and work are among the few expressions of statistical mechanics where the thermodynamic quantities defined in the quantum case find no analogous definition in the classical limit. The reason is that classical microstates are not defined in relation to a precise associated quantum microstate, which means that when work changes the total energy available for distribution among the classical microstates of the system, the energy levels (so to speak) of the microstates do not follow this change.

The microstate in phase space

Classical phase space
The description of a classical system of F degrees of freedom may be stated in terms of a 2F dimensional phase space, whose coordinate axes consist of the F generalized coordinates qi of the system, and its F generalized momenta pi. The microstate of such a system will be specified by a single point in the phase space. But for a system with a huge number of degrees of freedom its exact microstate usually is not important. So the phase space can be divided into cells of the size h0 = ΔqiΔpi, each treated as a microstate. Now the microstates are discrete and countable and the internal energy U has no longer an exact value but is between U and U+δU, with .

The number of microstates Ω that a closed system can occupy is proportional to its phase space volume:  where  is an Indicator function. It is 1 if the Hamilton function H(x) at the point x = (q,p) in phase space is between U and U+ δU and 0 if not. The constant  makes Ω(U) dimensionless. For an ideal gas is .

In this description, the particles are distinguishable. If the position and momentum of two particles are exchanged, the new state will be represented by a different point in phase space. In this case a single point will represent a microstate. If a subset of M particles are indistinguishable from each other, then the M! possible permutations or possible exchanges of these particles will be counted as part of a single microstate. The set of possible microstates are also reflected in the constraints upon the thermodynamic system.

For example, in the case of a simple gas of N particles with total energy U contained in a cube of volume V, in which a sample of the gas cannot be distinguished from any other sample by experimental means, a microstate will consist of the above-mentioned N! points in phase space, and the set of microstates will be constrained to have all position coordinates to lie inside the box, and the momenta to lie on a hyperspherical surface in momentum coordinates of radius U. If on the other hand, the system consists of a mixture of two different gases,  samples of which can be distinguished from each other, say A and B, then the number of microstates is increased, since two points in which an A and B particle are exchanged in phase space are no longer part of the same microstate. Two particles that are identical may nevertheless be distinguishable based on, for example, their location. (See configurational entropy.) If the box contains identical particles, and is at equilibrium, and a partition is inserted, dividing the volume in half, particles in one box are now distinguishable from those in the second box. In phase space, the N/2 particles in each box are now restricted to a volume V/2, and their energy restricted to U/2, and the number of points describing a single microstate will change: the phase space description is not the same.

This has implications in both the Gibbs paradox and correct Boltzmann counting. With regard to Boltzmann counting, it is the multiplicity of points in phase space which effectively reduces the number of microstates and renders the entropy extensive. With regard to Gibbs paradox, the important result is that the increase in the number of microstates (and thus the increase in entropy) resulting from the insertion of the partition is exactly matched by the decrease in the number of microstates (and thus the decrease in entropy) resulting from the reduction in volume available to each particle, yielding a net entropy change of zero.

See also
 Quantum statistical mechanics
 Degrees of freedom (physics and chemistry)
 Ergodic hypothesis
 Phase space

References

External links
 Some illustrations of microstates vs. macrostates

Statistical mechanics

Microstate (statistical mechanics)


Nunwell House, also Nunwell Manor (also Nonoelle, 11th century; Nunewille, 12th century; Nunnewelle, 13th century), is a historic English country house in Brading, Isle of Wight. Located  south of Ryde, the Tudor and Jacobean style house also has later additions. The house contains family militaria. It was occupied by the Oglander family from Norman times.  Nunwell House is a Grade II* listed building.

Nunwell House is situated to the northwest of Brading. Views of Brading harbour and St. Helens Road are visible from the house.

History
Nunwell was one of Earl Tostig's manors before the Conquest, held in 1086 by the king.  In 1199 Stephen son of Odo conveyed 20 acres of land in Nunwell to Ralph son of Nigel, and in 1286 John de Tracy and his wife Benedicta exchanged land in Nunwell for land in Holton with William de Houton. The statement of Sir Richard Worsley that the Oglander family had been seated at Nunwell ever since the Conquest is difficult to substantiate, but Roger Oglander was possibly holding the manor at the beginning of the 13th century when land at Nunwell was given by his servant Geoffrey Escoutard to Carisbrooke Priory, and his grandson Roger recovered 2 acres in Nunwell from Gilbert Abbot of Lire in 1256. It is not, however, till the end of the century that we are on firm ground; Henry Oglander then held Nunwell of the honour of Carisbrooke Castle. He died about 1310, and his son and successor Robert died in 1344, leaving as his heir his son Reginald, who had married Roberta the daughter of Robert Urry. Reginald held in 1346 with his coparceners three parts of a fee in Nunwell, representing what in later years came to be termed West Nunwell.   He died in 1349, leaving a son Robert, and livery of the manor was made to his widow Roberta in that year. Robert died without issue and his brother John succeeded to the manor. Reginald Oglander, who held the manor in 1428, is given as John's brother in a pedigree printed by Berry, but the pedigree is clearly wrong at this date.

Alice Oglander was in possession in 1431. John Oglander, whose relationship to Reginald is not known, died seised of the manor in 1483, leaving a son Thomas, whose grandson George died in 1567 holding the manor, which was then known as West Nunwell. His son and successor, Sir William Oglander died in 1609, and his son Sir John Oglander writes of the manor-house of West Nunwell that it was 'now altogether dilapidated, but before it was consumed by fire in Henry VI's time was a goodly house and a great village of fifty houses belonging to it.' Sir John, a well-known Royalist deputy governor of Portsmouth and deputy-lieutenant of the Isle of Wight 1595–1648, hosted Charles I at Nunwell on the King's last night of freedom. When he died in 1655, he left a series of valuable local notes, now preserved at Nunwell. He was succeeded by his son William, created a baronet by Charles II in 1665.  The manor descended with the title in the direct line until the death of the seventh baronet Sir Henry in 1874 without issue.  He left the estate to his cousin John Henry Glynn, who, in compliance with Sir Henry's will, took the name of Oglander by royal licence in 1895, and was the possessor of Nunwell as of 1912.

Grounds
It is situated on a rising ground at the end of a large lawn and is backed by a grove of ashes and limes. There is a  garden with a lily pond.

References
This article includes text incorporated from William Page's "A History of the County of Hampshire: Volume 5 (1912)", a publication now in the public domain

External links
 Nunwell House - official site

Manor houses in England
Grade II* listed buildings on the Isle of Wight
Country houses on the Isle of Wight
Historic house museums on the Isle of Wight
Gardens on the Isle of Wight
Brading

Nunwell House


Prospective refers to an event that is likely or expected to happen in the future.  For example, a prospective student is someone who is considering attending a school. A prospective cohort study is a type of study, e.g., in sociology or medicine, that follows participants for a particular future time period.

It may also refer to the following:

 Prospective aspect, a grammatical aspect
 Prospective Dolly (born 1987), Thoroughbred racehorse
 Prospective memory, remembering to perform an intended action
 Prospective parliamentary candidate, a term used in British politics
 Prospective Piloted Transport System, a project to develop a new-generation crewed spacecraft
 Prospective search, a method of searching on the Internet
 Prospective short-circuit current, the highest electric current which can exist in a particular electrical system under short circuit conditions
 Prospective payment system, a payment model used in health care to control costs

See also
 Retrospective generally means to study events that already have taken place.

Prospective


The Ford Crown Victoria ("Crown Vic") is a full-size sedan that was marketed and manufactured by Ford. The successor to the Ford LTD Crown Victoria, two generations of the model line were produced from the 1992 until the 2012 model years. The Ford counterpart of the Mercury Grand Marquis, the Crown Victoria was the largest sedan marketed by Ford in North America, slotted above the Ford Taurus. The Crown Victoria Police Interceptor (1992–2011) was marketed specifically for law-enforcement use; a long-wheelbase Crown Victoria sedan (2002–2011) was marketed primarily for taxi cab fleets.

The Crown Victoria was produced on the rear-wheel drive, body-on-frame Ford Panther platform, sharing its chassis with the Grand Marquis and Lincoln Town Car. From 1997 until their 2011 discontinuation, the three model lines were the sole four-door sedans produced in North America with a full-length frame, rear-wheel drive, and a standard V8 engine. While the front and rear crumple zones were engineered into the vehicle, it was one of Ford's products that were not of unibody construction for the entire generation.

For its entire production, the Crown Victoria was produced by Ford Canada alongside the Grand Marquis at St. Thomas Assembly in Southwold, Ontario. From 1991 until 2011, over 1.5 million cars (including Police Interceptors) were produced by St. Thomas Assembly prior to its closure. A 2012 Crown Victoria (intended for Middle East export) was the final vehicle produced by the facility. Following the discontinuation of the model line, the Crown Victoria was not directly replaced, with the full-size Ford Taurus serving as the next basis for Ford police cars.

Origin of name
Prior to the 1992 model year, Ford used the Crown Victoria nameplate on two vehicles; both were flagship models of their full-size model range. From 1955 until 1956, the nameplate was used for premium two-door Ford Fairlanes. For 1980, the nameplate returned as the top trim of Ford LTD sedans, denoting all Ford full-size sedans in North America from 1983 through 1991.

A styling feature used for both versions is a stainless-steel band trimming the B-pillars ("crowning" the roof).

1955–1956

For 1955, the Ford Fairlane was introduced as the premium Ford model range. Slotted above the Victoria two-door hardtop, the Crown Victoria debuted as the flagship trim of the Fairlane. In place of the popular hardtop roofline, the Crown Victoria was fitted with a B-pillared roofline. Similar to the Mercury XM-800 concept car (though changed in angle), the B-pillar was fitted with a wide stainless-steel band ("crowning" the roof), giving a sleeker appearance to the roofline.

Alongside the standard two-tone roof, the Crown Victoria Skyliner was fitted with a fixed sunroof; a tinted acrylic glass panel formed the entire roof ahead of the B-pillar.

For 1956, the Lifeguard option package was introduced as an option for the Fairlane Crown Victoria (as with all Ford cars).

For the 1957 redesign of the Ford model line, the Crown Victoria was retired from the Fairlane series with no replacement. The Skyliner name made its return in a different form, denoting the Ford Fairlane 500 Skyliner retractable hardtop convertible.

1980–1991

For the 1980 model year, the Crown Victoria nameplate was revived after a 23-year hiatus, becoming part of the Ford LTD model range. Again, a premium trim of the full-size range (replacing the LTD Landau), the LTD Crown Victoria became two-door and four-door sedans. To distinguish the model line from its Mercury (Grand) Marquis counterpart, Ford revived the stainless-steel band to trim the B-pillars (in heavily revised form); the design was used on examples with the standard vinyl half roof.

For 1983, as part of an extensive revision of the midsize and full-size model lines of all three Ford divisions, the LTD Crown Victoria became a stand-alone model line (alongside its Mercury Grand Marquis counterpart). The Ford LTD nameplate was shifted to the midsize segment, replacing the Ford Granada. While having a separate roofline (separate doors and B-pillar trim) from its sedan counterparts, the LTD Country Squire station wagon shared its interior trim with the Crown Victoria sedan (a non-woodgrain Crown Victoria wagon was also introduced).

Discontinued after the 1991 model year, the LTD Crown Victoria (and LTD Country Squire station wagon) marked the final usage of the Ford LTD nameplate in North America. Ford of Australia produced its own Ford LTD as its flagship model line (derived from its own Fairlane) from 1973 until 2007; as neither Mercury nor Lincoln were officially marketed in Australia, the LTD was developed as a luxury vehicle.

First generation (EN53; 1992–1997)

In the first quarter of 1987, development began on a redesign codenamed "EN53". The Ford Crown Victoria was unveiled on November 28, 1990, and began production in January 1991 as a 1992 model, launching on March 21, 1991. Fleet sales of the vehicle were postponed for 14 months to maximize availability for buyers at launch. In line with the redesign of the 1991 Chevrolet Caprice (its chief competitor), the 1992 Crown Victoria featured a major exterior redesign, while retaining the previous-generation chassis. Ford reduced the coefficient of drag of the exterior from 0.42 to 0.34 (nearly matching the 0.32 of the Ford Taurus) to enhance aerodynamics and fuel efficiency, giving the first generation Crown Victoria its sleek, wedge-shaped design that came to be known as the "aero" look.

Due to a market shift in family-oriented vehicles, the Crown Victoria was offered exclusively as a four-door sedan, with the wood-trimmed LTD Country Squire station wagon discontinued. While the Ford Taurus and Mercury Sable continued in production with optional three-row seating, the Country Squire was essentially replaced by the Ford Aerostar, Ford Econoline/Club Wagon, and Ford Explorer.

Ford benefitted from a unique loophole in CAFE standards when the 1992 Crown Victoria and its Grand Marquis twin were launched. To avoid paying gas-guzzler taxes, Ford modified its supplier network so that the two vehicles could be classified as imports from Canada, effectively removing the full-size sedans from the Ford domestic CAFE fleet (alongside the Ford Mustang V8) and placing them in its imported fleet (alongside the Ford Festiva).

Chassis
In lieu of developing an all-new platform architecture, the Crown Victoria retained the Panther platform of its LTD Crown Victoria predecessor. Although launched in 1978, the Panther chassis underwent extensive upgrades to improve its road manners and handling; major updates were made to the steering and suspension tuning. To improve braking performance, the Crown Victoria gained four-wheel disc brakes, which were only seen on the Lincoln Mark VII, Ford Taurus SHO, and Ford Escort GT (1991-1996). Available as options, anti-lock brakes and low-speed traction control became popular features. For 1997, several updates were made to improve handling response and steering control

Showcased in the redesign was the new Modular V8 engine. First introduced in the 1991 Lincoln Town Car, the 4.6 L SOHC V8 replaced the overhead-valve  small block V8 and was the first of a family of overhead-cam engines that would eventually appear in several Ford and Lincoln-Mercury cars and trucks. Lighter than its predecessor, the 4.6 engine produced nearly identical torque output while producing 40 additional horsepower in its standard single-exhaust configuration. As with its predecessor and the Lincoln Town Car, the 4.6 was paired with a four-speed overdrive automatic transmission. In 1993, the Ford AOD transmission was replaced by the electronically controlled AOD-E version. For 1995, the AOD-E was replaced by the 4R70W, a heavier-duty version introduced in the Lincoln Mark VIII.

Body

Ford based much of the Crown Victoria's appearance on the first-generation Ford Taurus, a look pioneered by Ford VP of Design Jack Telnack. Though the Taurus became wildly popular in its market segment, Telnack's "aero" look proved to be either a love or hate proposition with potential buyers of the Crown Victoria. Along with its distinctive no-grille front fascia, the Crown Victoria shared a similar roofline with the Taurus, similar body and bumper moldings, similar door handles, aircraft-style doors, and similarly shaped headlamp and taillamp clusters. To reduce aesthetic commonality with the Mercury Grand Marquis, only the front doors, windshield, and alloy wheels were shared between them.

For the interior, the two vehicles also were given different seats, door trim, and dashboards; the Crown Victoria featured an instrument panel with round dials that included voltage and oil-pressure gauges, while the Grand Marquis featured a horizontal speedometer without the full instrumentation. An electronic instrument panel was introduced as an option, featuring a trip computer with two trip odometers, instantaneous and average fuel economy, distance remaining to an empty fuel tank, and outside temperature readout. Though better received than the 1991 redesign of the Chevrolet Caprice, the 1992 Crown Victoria was met with disapproval from some critics and buyers, leading Ford to revise the exterior. For the 1993 model year, a grille was added to the front fascia (though it retained its "bottom-breather" cooling system configuration) and a red reflector strip was added to the trunk lid to visually connect the taillamps. For the 1995 model year, a midcycle redesign had more extensive changes to the Crown Victoria; a 6-six-slot grille replaced the egg-crate design, and wider taillamps were added to the rear with the license plate positioned between them on the trunk lid. Inside, the 1995 Crown Victoria had redesigned seats and a new dashboard, which was now shared with the Grand Marquis. The new design featured larger controls and switches, with the radio enlarged and positioned higher. The gauge cluster retained its previous layout. In late 1995, the first-generation "brick" airbag steering wheel was replaced by one with a smaller hub that returned the horn button to the center of the wheel.

Features

As with its LTD Crown Victoria predecessor, the Crown Victoria was a six-passenger automobile; the front seat was a 50/50 split bench seat. The Crown Victoria was sold in two trim levels: base and LX, with the latter forming the majority of non-fleet sales. In addition, the Crown Victoria P71 replaced the fleet-market "S" designation in 1993; the P71 was marketed exclusively for law-enforcement sales.

As with the Mercury Grand Marquis, a driver airbag was standard equipment and a passenger airbag was added as an option during later 1991 production. It later became standard in 1993 for the 1994 model year. Popular features were the antilock brakes and low-speed traction control. For 1996, a single-key entry system became standard, along with a hidden radio antenna, rear window defroster, and tinted glass. Automatic digital climate control and a JBL audio system became available on the LX.

For the 1993 model year, cupholders were added to the pull-out dashboard ashtray drawer, and the date feature was removed from the digital clock. A one-touch down feature was added for the driver's door power window as standard equipment, while a remote keyless entry system with trunk release and panic alarm, as well as an auto-dimming electrochromic rearview mirror, became optional equipment. Audio systems were also updated with an optional JBL sound system with a subwoofer and an optional 10-disc CD changer.

Touring Sedan
For 1992, Ford introduced the Crown Victoria Touring Sedan as a performance-oriented flagship trim. The Touring Sedan featured a number of suspension and handling improvements over the Crown Victoria LX, featuring the heavier-duty suspension components of the police-package version, and also including wider tires, rear air suspension, removal of the speed limiter, and a 210 hp dual-exhaust variant of the 4.6 L V8. Optional features included speed-sensitive steering and larger-diameter sway bars. Distinguished by its standard two-tone exterior paint scheme (with painted alloy wheels), the Touring Sedan featured a unique leather interior with every feature available on a Crown Victoria at the time. For a lower price, Ford offered the performance upgrades of the Touring Sedan on the LX as the Handling and Performance Package alongside a separate towing package. The Touring Sedan was a one-year-only model, as it was discontinued after 1992. However, the Handling and Performance Package remained an option in various forms until 2007.

Production figures

Second generation (EN114; 1998–2012)

The second-generation Crown Victoria commenced sales on December 26, 1997. Although the 1992-1997 Ford Crown Victoria had better critical and marketplace acceptance than the controversial styling of the 1991 Chevrolet Caprice, its sales struggled to match those of its Mercury Grand Marquis counterpart. In an effort to gain acceptance among buyers (and increase parts commonality), for the 1998 model year, the Crown Victoria adopted much of the exterior design of the Mercury Grand Marquis.

Following its 1998 introduction, the second-generation Crown Victoria underwent an extensive revision for the 2003 model year. Introduced in April 2002, while the exterior saw no change, nearly the entire chassis was redesigned, with major updates to the suspension and steering.

Body
The re-designed Crown Victoria adopted the formal notch-back roof-line of its Mercury counterpart, causing it to lose its rear C pillar windows. All four doors were now shared with the Mercury (previously, the front doors were shared). On the front fascia, both the grille and headlamps were enlarged. The rear fascia underwent a redesign, as large tail lamp units were mounted at the corners of the body, replacing the previous full-width design. A fender mounted radio antenna would appear for 2005, but was reversed back to the original rear-windshield unit in 2006. In contrast to its Mercury counterpart, the Crown Victoria had considerably less use of chrome trim. LX Sport models forewent chrome trim altogether, as they adopted a fully monochromatic paint scheme.

Interior
While a large portion of the interior was retained from the first generation, the 1998 re-design brought some changes to the interior, as the seat design was revised slightly, and the chrome trim found on the column shifter and turn signal switch was deleted. The gauge cluster needles were switched from orange to red, and its backlighting was switched from light blue to green. Ford's "Securi-Lock" anti-theft system (PATS) was now standard on all retail models; the move necessitated the switch to a transponder key and a new key-less entry remote. Also, a new two-spoke steering wheel took the place of the former four-spoke design. LX models were now equipped with an 8-way power driver seat that featured a lumbar function and an auto-dimming rear-view mirror with a built-in compass. For the 2000 model year, changes included an emergency trunk release system, a "Belt Minder" (seat belt reminder chime that sounds for an unbelted front seat occupant), and LATCH anchors to comply with US federal safety regulations.

In 2001, the seat-belts were re-designed; the move coincided with the introduction of Ford's Personal Safety System, which also included seat position sensors, seat belt pre-tensioners, and dual stage airbags for improved safety. Furthermore, redundant controls for the climate control and radio became optional on LX trim vehicles. Heated side mirrors became standard in 2002, along with floor mats, power pedals, and improved cloth upholstery; for LX-trim vehicles, a trunk storage organizer became an option.

With the 2003 update, the interior saw further revisions. Re-designed door panels, seats, headrests, and new switchgear modernized the interior. Wiper-activated headlamps were now standard for all non-police models. A new dual media CD/cassette radio was initially standard, but became optional midway through the 2003 model year. Additionally, side airbags were introduced as an option.

As the model progressed, the interior would continue to see periodic updates. The Crown Victoria was offered with PPG laminated side glass beginning in 2004 to reduce the transmission of UV light in the interior; it was one of the first American vehicles to do so. A new steering wheel design with a non-locking column was introduced in 2005, replacing the design seen since 1998. 2005 also introduced a front passenger weight sensor, which allowed the restraint system to automatically enable or disable the passenger airbag, when necessary. Lastly for 2005, a factory sunroof was made available for LX models.

In 2006, the digital dash cluster option was deleted and a new gauge cluster with a tachometer became standard; the Crown Victoria was the last Ford vehicle without a tachometer. On LX models, the new gauge cluster included a message center, which featured a redundant speedometer, distance to empty reading, fuel economy reading, oil life monitor, digital odometer, and compass. For the 2007 model year, the optional side airbags underwent revisions to better protect passengers in side-impact collisions; they were made standard in 2009 along with recessed window switches and power pedals. The final change to the interior came for 2011, where the headrests were re-designed to meet new federal safety standards.

Chassis and specification
Under the 1998 redesign, multiple changes were made to the Crown Victoria's mechanical systems. An updated 4.6L V8 engine now received an increase in horsepower to 200 hp and 215 hp for dual exhaust models. A two-speed electronically controlled radiator fan was introduced along with fail-safe cooling. The ignition system was switched over to a coil-on-plug design (shared with other Modular engines), replacing the dual coil pack design from 1997. Additionally, the radiator overflow tank was moved off the passenger fender well and onto the radiator surround, while the power steering reservoir was moved from the driver-side fender well to the front of the engine block. The 4R70W transmission now mandated the use of Mercon V fluid. Furthermore, the rear suspension was redesigned to improve general road manners (at the expense of reduced towing capacity), as its original three-link coil-spring configuration was replaced with a four-link configuration that featured a Watt's linkage. Continuing the use of four-wheel disc brakes, larger brake rotors and new dual-piston front calipers necessitated a shift to 16-inch wheels for all models. Lastly, the traction control system was revamped to work on all speeds. For 1999, ABS became standard on all retail Crown Victoria models.

For the 2001 model year, the 4.6L V8 received new "Performance Improved" (PI) cylinder heads. As a result, horsepower ratings were increased to 220 hp and 235 hp on dual exhaust models. Additionally, ABS once again became optional.

From 1998 through 2004, the 4R70W four-speed automatic was paired with the 4.6 L V8, replaced by the 4R70E for 2005 (the latter designed to accommodate electronic throttle controls); the 4R75W was exclusive to the 2004 Police Interceptor. In 2006, a revised 4R75E transmission became standard on all Crown Victoria models. Most models used a 12-inch torque converter, while 2000-01 Handling and Performance Package and Police Interceptor models from 1999 to 2011 used a higher stall 11.25-inch unit.

2003 Update and Re-engineering
For the 2003 model year, the Ford Panther platform was re-engineered for the first time since its 1979 introduction. While the Lincoln Town Car and Mercury Grand Marquis saw extensive exterior redesigns, the Crown Victoria retained its exterior design introduced in 1998. However, substantial changes were made to the chassis. A new, fully boxed & hydro-formed frame along with a new aluminum #2 cross-member strengthened chassis rigidity and improved safety. According to Ford, the torsional rigidity of the new frame was increased by 24%, and its resistance to vertical bending was increased by 20%. For the first time, the Crown Victoria adopted speed-sensitive rack and pinion power steering (replacing the long-running recirculating ball system); it increased steering precision and road feel. The suspension was entirely revamped, with the adoption of aluminum front lower control arms, revised front upper control arms, updated steering knuckles, and coil-over front shocks. In the rear, twin-tube shocks (in use since the mid-1960s) were replaced by mono-tube shocks; to improve handling, the shocks were inverted and moved to the outside of the chassis rails. As part of the suspension upgrades, the Panther-chassis vehicles were fitted with high positive offset (flat-face) wheels. ABS once again became standard, as improved brakes were introduced. They featured a quiet EBD brake booster with mechanical panic assist that optimized front-rear brake bias. To add, the entire exhaust system was re-designed, with exhaust hangers now mounted to the frame rails to reduce the transmission of exhaust vibration into the cabin.

Several changes were also made under the hood, with the 4.6L V8 receiving revised engine tuning and a power increase due to the addition of an engine knock sensor. The engine now produced 224 hp and 239 hp on dual exhaust models; these would be the final horsepower increases for retail and non-police fleet models until the end of production in 2011; police models would however see one final increase to 250 hp in 2004. The engine oil pan was enlarged to 6 U.S. quarts for increased oil life. Additionally, the fuel system was switched over to an electronic return-less system, and the EGR system was revised, which resulted in improved carbon emissions. Several visual changes were also made under the hood, with a new engine cover being introduced that featured a silver "V8" emblem. The power steering reservoir was relocated from the front of the engine and onto the radiator shroud. A quieter, improved variable-speed radiator fan replaced the outgoing two-speed unit. Furthermore, the engine oil fill cap was moved to the passenger side valve cover. Lastly, an accessory belt shield was now mounted to the front of the engine.

There were some minor mechanical changes from 2003 to 2012. The natural gas (NGV) engine option was discontinued for 2005, and the throttle control was switched to drive-by-wire. The switch to electronic throttle control necessitated that the cruise function be moved to the engine computer, which was relocated to the top of the left inner fender. Furthermore, 2005 introduced an improved 31-spline rear axle as well as a heated PCV valve. 2006 saw the introduction of Flex Fuel as an option. In a minor revision for 2008, the engine's valve covers were re-designed, and Flex Fuel capability became standard.

2003 Mid-year De-contenting
Midway through the 2003 model year, Ford introduced a series of cost-cutting measures to all Panther platform vehicles, which were estimated to save around US$4,000,000 (~$ in ) in production costs per year. The Crown Victoria saw numerous deletions including the removal of the remote locking fuel door, body-colored mirror caps, auto parking brake release, engine compartment lamp, front seat bottom pouches, dual media CD/Cassette radio, power-adjustable pedals (except LX models), foam sound absorbing inserts inside the headliner, black B-pillars (now body-colored), silver "V8" emblem on the engine cover, and the elimination of the rear stabilizer bar on all non Fleet, Handling, or LX Sport versions. Several colors were also deleted: Aspen Green Metallic, Chestnut Clearcoat Metallic, Deep Wedgwood Blue, Gold Ash Metallic, Matador Red, and Silver Frost. These changes took effect in December 2002. The de-contented 2003 vehicles are often referred to as "2003 Job #2" and "2003.5" models.

With falling retail sales and increased focus on other models, the Crown Victoria would continue to see periodic cost-cutting measures: For 2004, the chrome bumper trim strips were deleted along with the passenger-side dual sun-visor, standard heated mirrors (now optional), and the optional trunk organizer. Additionally, the key-less entry pad was deleted from the driver door on the base model. Base trim versions also lost their chrome exterior door handles in favor of black handles. Moreover, the tail-lamps had their amber turn signal lens deleted, and the four bulb setup was simplified to a two-bulb design with an all red housing. Beginning in 2008, the five-spoke LX Sport wheels became the sole wheel choice for all LX and GCC Export models. In 2009, the exterior side trim was switched to a single design, and side airbags became standard equipment along with power adjustable pedals; all of which were done to streamline production. Further production streamlining occurred for 2010, when all Crown Victoria models received an extended transmission tail-shaft housing (formerly exclusive to the Police Interceptor). As production neared the end, most 2011-12 models were produced with black trunk fascias.

Trim and Variants
Carried over from the 1992-1997 Crown Victoria, the second-generation Crown Victoria was marketed in two trim levels: Ford Crown Victoria (Base) and Ford Crown Victoria LX. The Police Crown Victoria was carried over, with Ford creating the Crown Victoria Police Interceptor as a stand-alone model for the 1999 model year.

Base - Included: Cloth upholstery, manual seats, power locks, key less entry, Securi-Lock anti-theft system (PATS), power windows with automatic drivers side window, solar glass, power remote control mirrors, illuminated entry, steel rims with hubcaps, air conditioning, battery saver, power trunk release, power steering, and an AM/FM stereo with clock (later, a cassette player was added, replaced by a single CD/cassette player, then a single-CD player). Later standard features were a power drivers seat and wiper-activated automatic headlamps. The base Crown Victoria was discontinued following the 2008 model year.

LX- Added: Luxury cloth upholstery, power drivers seat, alloy wheels, leather-wrapped steering wheel, an AM/FM stereo with a cassette player (later, a single CD/cassette player, then just a single-CD player), and illuminated mirrors. Leather seating, dual power seats, and eventually, a sunroof were all options on LX models. Several packages were offered for the LX over the course of the model run including an LX Comfort Package, Premier Package, Special Edition, and Sport (see below).

Handling and Performance Package
Carried over from the first generation, the Handling and Performance Package (option code 41G) was available on both base and LX models. It included dual exhaust, increased horsepower, shorter rear gears (3.27:1 for most years, 3.55:1 for 2000-mid 01), as well as an upgraded suspension with revised springs, shocks, larger sway bars, and rear air springs. The package also featured lacy-spoke wheels riding on P225/60TR16 tires, and external oil-to-air coolers for both the power steering and transmission. The package was restricted to LX models beginning in 2002. As part of the 2003 update, it received new 16x7 inch "snowflake" wheels. New nine-spoke 16x7 wheels were introduced for the 2006 model year, and the package was discontinued after the 2007 model year; it coincided with the end of retail sales for the model line.

LX Sport
Initially called Sport Appearance Package, it was introduced in 2001 as a counterpart to the Mercury Grand Marquis LSE. According to Ford, the trim package was aimed at buyers who sought style and improved features. The LX Sport featured all mechanical upgrades found on the Handling and Performance Package. It added an auto-dimming rear-view mirror, heated exterior mirrors, monochromatic exterior trim (on select colors), 17-inch "Sport" wheels, standard leather interior trim, a floor-mounted shifter with center console, front bucket seats, an AM/FM/CD/Cassette radio (the cassette player was eventually deleted), as well as steering wheel controls for the radio and climate control. The LX Sport was renamed to LX Premium Sport Handling and Performance Package in 2007; it was discontinued entirely mid-year 2008. A total of 14,777 LX Sport units were produced over the model run.

Crown Victoria Police Interceptor (1998-2011)

Starting with the 1999 model year, the police version of the Crown Victoria, previously named Crown Victoria P71, was changed to Police Interceptor, and new rear badging was assigned instead of the standard Crown Victoria badge. However, the Crown Victoria badge was still affixed to Police Interceptors equipped with the optional Street Appearance Package for vehicles that required ordinary styling.
Compared to the standard Crown Victoria, Police Interceptor models had a host of heavy-duty features that enabled them to be used for emergency response style driving and long idling times. Some of these features included heavy-duty suspension components, larger brakes, a bigger alternator, a shorter rear gear ratio and re-calibrated engine computer for improved acceleration, re-tuned steering with no variable assist, and an external engine oil-to-water cooler. The exterior largely featured black exterior trim with black steel wheels, with the exception of Street Appearance Package models, which donned chrome trim; they looked similar to a base Crown Victoria. During and shortly following its production run, it was the most popular police vehicle in the U.S. and became ubiquitous with law enforcement. Ford has replaced the Crown Victoria Police Interceptor with the Ford Police Interceptor Sedan and Ford Police Interceptor Utility, both of which are heavy-duty variants of the Ford Taurus and Ford Explorer, respectively.

The final Crown Victoria Police Interceptor was produced in August 2011 and purchased by the Kansas Highway Patrol.

Long Wheelbase (Taxi/Fleet)

In 2002, Ford introduced a long-wheelbase version of the Crown Victoria featuring a six-inch extension to a 120.7-inch wheelbase. As with the extended-wheelbase Lincoln Town Car L, the long-wheelbase Crown Victoria was modified through the use of a longer frame and longer rear doors; all additional interior room was added to the rear seat. Unavailable on retail Crown Victoria models, the seating surfaces had the option of being entirely vinyl, the rear seats had their own HVAC vents with dual on/off switches, and strap handles were added to the rear door panels. Additionally, the long-wheelbase Crown Victoria featured several heavy-duty features to accommodate use in taxi applications including heavy-duty front springs and shocks; a rear stabilizer bar; auxiliary oil to air coolers for both the power steering and transmission; steel wheels (shared with the Police Interceptor); frame reinforcements in critical locations; and a heavy-duty battery. Beginning in 2006, an engine idle hour meter, similar to that found in the Police Interceptor, was made standard equipment. On the exterior, the chrome trim was deleted in favor of all-black trim, like the Police model.

While not offered for retail sale in North America, the long-wheelbase Crown Victoria was available for fleet sales targeting the taxi and livery markets. From 2002-06, a special-service version was offered for law-enforcement sale (though not as a Police Interceptor) with chrome street-appearance trim from 2002-04. For GCC export (see below), Ford offered long-wheelbase versions of both the Crown Victoria and Mercury Grand Marquis for retail sale.

Short Wheelbase (Fleet)
A short-wheelbase fleet model, with many of the same features as the long-wheelbase version, was available for sale beginning in 2002. Like its long wheelbase counterpart, it was not available for retail sale.

End of Retail Sales and Transition to Fleet Sales (2008-2011)
In 2006, after factoring out fleet/Police Interceptor sales (95% of production), retail sales of the Crown Victoria dwindled to 3,000 (coming within 1,100 units of the Ford GT super-car), outsold by its Mercury Grand Marquis counterpart by an 18-to-1 margin. For 2008, Ford ended retail sales of the Crown Victoria in the United States, removing the model from its website (later replacing it with the newly revived 2008 Ford Taurus). Ford Fleet sales continued the marketing of the Police Interceptor and commercial (taxi/fleet/LWB) variants. Subsequently, the only retail market selling the Ford Crown Victoria was the GCC/Middle East, with the Crown Victoria sold alongside the Mercury Grand Marquis.

For 2009, the Crown Victoria model line underwent a consolidation, as the LX became the sole version of the standard-wheelbase Crown Victoria (alongside the standard Fleet model and Police Interceptor).

For 2010, the Crown Victoria saw changes to its long-running VIN designation for each trim:

Export

Canada
Ford of Canada (the official manufacturer of the Crown Victoria, Police Interceptor, and Mercury Grand Marquis) marketed the Ford Crown Victoria in Canada through the 1999 model year. For the 2000 model year, the Crown Victoria was replaced in retail markets by the Mercury Grand Marquis (sold at Ford dealerships); the Crown Victoria was restricted to fleet sales (consisting largely of the Police Interceptor).

After the 2011 model year, Ford of Canada ended sales of the Grand Marquis, Crown Victoria, and Crown Victoria Police Interceptor; their lack of stability control precluded further official sales in Canada. All three model lines were replaced by the sixth-generation Ford Taurus.

Middle East (GCC)
Through its production, the Ford Crown Victoria was exported to the Gulf Cooperation Council nations alongside its Lincoln-Mercury counterparts. In a region favoring full-size sedans (among other vehicles), the Crown Victoria became popular, as buyers of the region favored its durability, reliability, and ease of use (in comparison to German and British luxury vehicles), along with its lower price. As American nameplates shifted to newer vehicles (with the introduction of the Chrysler 300C, Dodge Charger, and the Chevrolet Caprice becoming a variant of the Holden Caprice), during the 2000s, the Crown Victoria, Grand Marquis, and Lincoln Town Car, while still popular, began to lose market share, primarily due to their age.

Panther-chassis sedans destined for Middle East export were referred to as "GCC-Spec" vehicles. Five versions of the Crown Victoria were available: Standard, Sport, Long-wheelbase, LX, and LX Sport. Unlike the United States and Canada, the long-wheelbase Crown Victoria was available for retail sale. In Kuwait, where the Crown Victoria was outsold by the higher-trim Mercury Grand Marquis, only the Standard and Long-wheelbase versions were sold after 2000 (the LX was discontinued in 1999).

Modifications from American vehicles
Along with a metric instrument panel, several modifications are made to the GCC-Spec Crown Victoria. In place of the 50/50 bench seat of the standard Crown Victoria, GCC-Spec vehicles use a 40/20/40 bench seat. Derived from the Lincoln Town Car, the front console assembly has air conditioning vents for the rear seats (except for LX Sport models), an eight-way driver's seat, a four-way manual passenger seat (an eight-way power seat as an option); seat upholstery is either cloth or leather. On all standard-wheelbase models, a true dual-exhaust system was fitted (not available on a U.S. Crown Victoria). On Standard and Standard Long-Wheelbase models, a driver's side spotlight assembly was optional. A DVD entertainment system (marketed as Export DVD Entertainment System) was added for the 2007 model year, it was optional on Sport, LX, and LX Sport models.

Differing from its American/Canadian counterpart, the warranty offered for a GCC-spec Crown Victoria was 5 years/200,000 kilometers (125,000 miles) – whichever came first.

Derived from the Mercury Marauder, a trunk-lid spoiler was either standard or an option on all standard-wheelbase models. For GCC-spec vehicles, the optional Handling and Performance Package (HPP) offered in the United States was rebranded the Export Handling Package (EHP). The EHP differed from the HPP largely by its retention of the 2.73:1 rear axle ratio (the base axle) and the use of a true dual exhaust system (standard equipment on all standard-wheelbase export versions). Included as part of the Sport and LX Sport trims (optional on the LX), the package includes a tuned rear air suspension, revised coil springs, handling shock absorbers, and a larger rear stabilizer bar. On GCC-Spec Crown Victorias, the EHP option is externally distinguished by a monochromatic paint scheme, with Ford offering Dark Toreador Red, Silver Birch, Tungsten, and Black as color choices.

2008 Special Edition
With no major redesign of the Crown Victoria since 1998, to keep the model line competitive, the GCC importer of Ford vehicles designed a commemorative trim package for the 2008 model year. Exclusive to GCC-Spec Standard models, the cosmetic package added several cosmetic features, including a three-bar grille (in the style of the Ford Fusion), Mercury Marauder trunk lid spoiler (derived from EHP), chrome trim on the front and rear bumpers, "Special Edition" logos on the front fenders, trunk lid, and dashboard, as well as an AM/FM/CD Premium stereo.

All other features of the Special Edition are identical to the Standard-trim model. Not listed in any sales literature, it was available in a choice of three different colors. In Kuwait, the Special Edition was only available in black (due to market size); the price was about KWD 6,000 (roughly US$22,000). For 2009, the Special Edition was withdrawn.

Discontinuation and legacy

As part of The Way Forward plan of 2006, the St. Thomas Assembly Plant was switched to a single daily production shift in an effort to reduce operating costs. The plan also detailed that Ford would be closing 14 facilities in North America by 2012. It was estimated that the plan would save the company nearly US$5,000,000,000, as its workforce would be reduced by roughly 30,000 employees. The Lincoln Town Car joined its Ford and Mercury counterparts in production at St. Thomas by 2008; the Wixom Assembly Plant, where it was produced, fell victim to the plan and ceased operations following the 2007 model year.

In 2008, Ford signaled that it would be closing the St. Thomas Assembly Plant in 2010. However, the Canadian Auto Workers Union successfully negotiated an extension to at least 2011. In 2009, Ford officially announced that the St. Thomas Assembly Plant would be closed in 2011, as Ford was hard hit by the 2008–2010 automotive industry crisis; it also affected demand for full size cars, which decreased significantly. Moreover, Ford offered retirement incentives to employees at the plant for up to $90,000, allowances up to $100,000, and vouchers for a new Ford vehicle.

Another reason why the Crown Victoria was discontinued was due to its lack of electronic stability control, which became federally mandated for all new vehicles in the US and Canada for the 2012 model year. As a result, the entire batch of 2012 versions were exported to the Middle East.

In April 2011, Ford stopped taking new orders for the Crown Victoria. In August 2011, a short production run of 2012 models destined for the Middle East commenced. Production of the Crown Victoria officially ended on September 15, 2011, at 12:25 PM EDT, when a white LX model rolled off the assembly line. It became the final Panther platform vehicle produced, the final full-size body-on-frame sedan produced, and the last vehicle to be produced by the St. Thomas Assembly Plant, which was closed immediately following the end of production for the model.

The Crown Victoria was the only Panther platform vehicle produced for the 2012 model year, with the Mercury Grand Marquis ending production on January 4, 2011, and the Lincoln Town Car following in suit on August 29, 2011; both ended production as 2011 models.

Taxi fleets revered the Crown Victoria, particularly in New York City, where it was the primary vehicle of its yellow cab fleet for over a decade. They were noted by operators for their durability, simplicity, and cost effectiveness. In 2007, NYC gathered stakeholders, taxi drivers, passengers, and other representatives to set goals that the next NYC yellow taxi should follow as part of the "Taxi of Tomorrow" program. When Ford announced the end of production for the Crown Victoria in 2009, the NYC Taxi and Limousine Commission promptly issued proposal requests to automakers, who submitted their ideas for a purpose-built taxi vehicle to the commission. On May 3, 2011, NYC officially announced that a purpose-built version of the Nissan NV200 minivan would become the successor to its fleet of Crown Victoria yellow cabs, and was selected over the Ford Transit Connect, as well as a minivan built by Turkish auto manufacturer Karsan.

However, the Crown Victoria remains popular in taxi use, as de-commissioned Police versions often end up being purchased and used by privately owned taxi and livery cab companies.

Police fleets also mourned the end of the Crown Victoria, as it became the primary police vehicle for most police fleets in the US following the discontinuation of the B-body Chevrolet Caprice in 1996. Some agencies have been reluctant to retire the last of their Crown Victoria fleet, as the model was the last traditional police vehicle (body-on-frame, full size sedan). Several departments such as the Los Angeles Sheriff Department, Austin Police Department, and the Long Beach Police Department stockpiled the Crown Victoria during its final model year, as they were hesitant to adopt new models.

For television and film, the Ford Crown Victoria has made more appearances than any other vehicle of all time, with nearly 7,000 appearances in over 70,000 pieces of media and counting. It continues to be a popular choice to depict police cars and taxicabs, as they are relatively cheap to purchase and easy to find.

Between 1991 and 2011, the St. Thomas Assembly Plant produced over 1.5 million examples of the Crown Victoria, second only to its Mercury counterpart, which saw more than 1.7 million examples produced by the plant in that timespan.

Safety concerns and issues

Fuel tank
The reports that the cars were more prone to fires during a rear collision were a simple combination of three things. First, most law-enforcement agencies relied on the Crown Victoria as their primary vehicle, meaning that any police-related auto accident was very likely to involve a Crown Victoria. Second, the accidents occurred as the result of the officers intentionally parking their vehicles close to active traffic to shield a stopped motorist—something most regular drivers would never do. Third, the impacting vehicle was often traveling at, or above, the posted legal limit ( in most jurisdictions).

The condition was exacerbated by police equipment installers drilling over the package tray in the luggage compartment. Due to the gas tank's orientation, drilling through the package tray may result in drilling into the gas tank. Installers also used screws set directly into the bulkhead and facing the fuel tank. In the event of a high-energy collision, these screws could be forced into the tank, both rupturing the tank and possibly acting as a spark source. Long bolts for mounting heavier equipment were also suspected. The manufacturer provided an aftermarket shield to help prevent these items from puncturing the tank during impact. Further, many investigations, both performed by federal/state agencies, and the police department themselves, have found that removable items in the trunk were improperly stowed. These items became tank-piercing projectiles during the rear-collision scenarios. Ford's second solution came in the form of a recall kit including patterns to mark unsafe areas (to drill) in the luggage compartment. Also included were rubberized Kevlar and hard ballistic nylon shields for the differential cover lower shock bolts. They also included a Kevlar-based trunk liner. Ford used similar kits on early-1980s model passenger vehicles. For 2005 and newer models, Ford offers an optional onboard fire-suppression system for the Crown Victoria Police Interceptor units. The system itself is integrated with the antilock braking system as part of the activation and can be activated manually. However, Ford does cite several system limitations regarding fuel loss and impact speeds.

Despite numerous court cases charging Ford with partial liability for fires caused in accidents, the company has never been found liable in a Crown Victoria accident.

Steering shaft recall
In September 2013, Ford issued a recall for 370,000 Ford Crown Victoria, Mercury Grand Marquis, and Lincoln Town Car vehicles built between 2005 and 2011, due to the possibility of steering shaft corrosion. According to Ford, the corrosion could cause loss of steering, potentially leading to a crash. Vehicles sold in the following states were covered by the recall: Connecticut, Delaware, D.C., Illinois, Indiana, Iowa, Kentucky, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, Virginia, Wisconsin, and West Virginia. 15,000 of the affected vehicles were also sold in Canada. Ford recommended that dealers inspect the vehicles and replace the steering intermediate shaft, lower steering column bearing, and upper intermediate shaft, if necessary.

Light Control Module (LCM)
On April 14, 2017, Ford issued a recall for approximately 313,000 2003-05 Ford Crown Victoria and Mercury Grand Marquis models due to an issue with the Light Control Module, which could result in a loss of the headlamp function. According to Ford, the solder joints on the module could crack and interrupt power to the headlamps. The dealer will inspect and replace the module, free of charge.

Rear Axle
Certain 2003 model vehicles produced before January 2003 could develop issues with the rear axle. The axle may not have been properly heat treated from the factory, leading to premature wear. The issue mostly affected fleet and police models. Dealers sometimes treated this as a silent recall for non-fleet vehicles.

Timing Chain
Certain 2000-03 models were found to exhibit excessive noise from the engine timing chain area. According to Ford, the noise was caused by premature wear of the timing chain tensioner arms, which were manufactured from nylon. The issue could also be found by the detection of aluminum or nylon grit in the engine oil. Dealers were instructed to inspect and replace all timing chain components if necessary. Vehicles that have had this service performed by Ford are marked with an "X" on both valve covers.

Intake Manifold
Model years from 1996 through 2001 using an all-composite intake manifold manufactured by DuPont were subject to coolant leaks. Cracks would develop along the thermostat housing area, causing antifreeze leaks and overheating issues. Misfires have also been reported, as leaking anti-freeze may seep down into the spark plug wells. For 2002, a revised intake manifold with a bolt-on aluminum thermostat housing and anti-freeze crossover was produced and fitted to all new vehicles in an attempt to remedy the issue. The new intake was more reliable, however, these intake manifolds also proved to be problematic. Another common failure point on the intake is the rear heater hose fitting, located in front of the passenger-side firewall. The fitting used an integral plastic nipple to connect the heater return hose to the heater core. This fitting has been known to break off from the intake manifold, causing rapid antifreeze loss. Late in 2005, Ford settled a class-action lawsuit regarding the intake manifold.

Horsepower and torque ratings

Sales

References

External links

 Ford Crown Victoria (U.S.): Commercial | Police Interceptor | Commercial Version (includes long-wheelbase version)

Crown Victoria
Flagship vehicles
Full-size vehicles
Rear-wheel-drive vehicles
Sedans
2000s cars
2010s cars
Flexible-fuel vehicles
Cars introduced in 1954
Cars introduced in 1991
Goods manufactured in Canada
Taxi vehicles
Ford Panther platform
Police vehicles

Ford Crown Victoria


Borbaad  is an Indian Bengali language film directed by Raj Chakraborty and debut starring Indraneil Sengupta's nephew Bonny Sengupta and Rittika Sen in lead roles. Trailer of this film was released on 6 June 2014. The film released on 15 August 2014. The film is a remake of Tamil movie Polladavan .

Plot
Joy,a worthless chap whose ambition in life is to buy a bike so that he can impress Nandini. While his life improves after he buys the bike as he lands a job soon after, trouble starts soon after, when his bike gets stolen. He starts getting into an altercation with Imran, the younger brother of Akram, the local don, who is extremely hot headed than his elder brother. However the elder brother never harms elderly people or people other than target and only targets people like him. How Joy manages to keep up his rivalry with Imran and yet come out unscathed till the end and retrieves his bike is what the story is all about.

Cast
 Bonny Sengupta as Joy
 Rittika Sen as Nandini
 Mainak Banerjee as local goon Imran
 Sudip Mukherjee as Akram, Imran's elder brother and a dreaded gangster
 Tulika Basu as Joy's Mother
 Prabir Dutta as Joy's Father
 Vashkar Dev as Rajnikant
 Pradip Dhar as Ali Bhai
 Anindita Raychaudhury

Soundtrack

References

2014 movies

Borbaad


"Graham Taylor: An Impossible Job" is a 1994 British fly-on-the-wall documentary directed and produced by Ken McGill, written by Patrick Collins, and made by Chrysalis for Cutting Edge. The documentary follows the England football team through the 18 months before their failure to qualify for the 1994 FIFA World Cup Finals and showed the pressure manager Graham Taylor was under before his resignation. It was originally broadcast by Channel 4 on 24 January 1994.

Background
Neil Duncanson (who joined Chrysalis as a freelance producer in 1991) suggested the documentary, though some of his colleagues believed they would never get permission. The title of the film, An Impossible Job, reflects the difficulties of the England manager's position.

Film-maker Ken McGill and his team recorded Graham Taylor and his team throughout the qualifiers. Taylor agreed to take part in the programme as he hoped it would show the differences between club and international management. But as results turned for the worse, the focus shifted to Taylor and the documentary captured a manager increasingly bereft as results went against him. In 2013, journalist Rob Shepherd revealed, "None of us in the 'Hack Pack' who followed England at the time knew that a documentary was being filmed. But Graham Taylor did."

Taylor thought about cancelling filming before the trip to Norway in June 1993, but believed that the written press - who were already hostile towards him - would seize on it as an admission England would not qualify.

Before England's match against the Netherlands, the Dutch FA had denied access to the crew filming Taylor, but the England manager helped to smuggle them inside the De Kuip stadium. The crew donned England tracksuits and carried their film equipment into the stadium in team kitbags.

Synopsis

The documentary follows Graham Taylor before, during and after England's crucial qualifier against the Netherlands in Rotterdam.

England's campaign started poorly with a home draw against Norway in October 1992. Taylor's subsequent touchline performances included the quotes "Do I not like that" and "Can we not knock it?" from an away game against Poland in May 1993. During the following game, with England 2-0 down in Norway in June and making several misplaced passes, Taylor can be heard off-screen saying "fucking hell".

Taylor visits David Platt in Italy to ensure the player consents to his captaincy being handed to Stuart Pearce. He holds court in front of an audience of prison inmates of Ashwell Prison. He quips and scolds journalist Rob Shepherd during a press conference: Shepherd looks dejected by Taylor's team selection for the game against the Netherlands and pleads with him to change his mind. Taylor mocks him for his negativity, "Rob, I can't continue... Rob, I can't have... Listen, Rob... I cannot have faces like yours around about me. [Uproarious laughter] No I can't – I tell you this now, if you were one of my players with a face like that, I'd fucking kick you out. You'd never have a chance. Put a smile on your face, we're here for business, come on."

In October 1993, during the penultimate match in the Netherlands, referee Karl-Josef Assenmacher did not send off Ronald Koeman for fouling Platt. After Koeman scored, Taylor vents his frustration on the fourth official Markus Merk and the nearside linesman. After repeatedly complaining about the decisions, he says to Merk: "You see, at the end of the day, I get the sack." He then says to the linesman, "I'm just saying to your colleague, the referee has got me the sack. Thank him ever so much for that, won't you?"

Appearances

Graham Taylor (England manager)
Phil Neal (England assistant manager)
Lawrie McMenemy (England assistant coach)
Fred Street (England physiotherapist)
Charles Hughes (The Football Association Director of Coaching)
Rob Shepherd (Today journalist)
David Platt
Paul Gascoigne
Carlton Palmer
Ian Wright
Paul Ince
Nigel Clough
Les Ferdinand
Paul Merson

Broadcast and release
The film was broadcast by Channel 4 on 24 January 1994 as part of the Cutting Edge documentary series. A censored version of the film was broadcast a few days later. More than six million people tuned in to watch the film.

A 77-minute version of the film including previously unseen footage was released on VHS on 7 July 1997 retitled Graham Taylor: "Do I Not Like That. The Final Chapter". North One (which now owns Chrysalis) sold the documentary to ITV who broadcast the extended version of the documentary on 5 October 2008 on ITV4.

Aftermath
During the qualifying campaign, commentators felt that Taylor and his two assistants Phil Neal and Lawrie McMenemy gave the impression of never being in control of their situation. Neal was criticised for being a 'yes man' after the documentary was broadcast.

The 2001 comedy feature film Mike Bassett: England Manager was inspired partly by Graham Taylor and An Impossible Job.

In 2013, Ken McGill told BBC Sport, "I found it hard to take the consequences of the film. But there is nothing I would change. It is a piece of honest film-making."

Reception
The Daily Express called it "A fascinating mix of black comedy and personal tragedy."

101 Great Goals said in 2008, "...the documentary is a super watch... Above all, it explains much about the pressure of being the England manager. It does also make you wonder how Graham Taylor is now a respected pundit."

The Guardian reported in 2010, "An Impossible Job was immediately hailed as a comic masterpiece". Daniel Taylor of The Guardian in 2013 described it as "a piece of television gold." David Elkin of Pulp Football in the same year said, "The documentary is a brilliant examination of the media, the pressure and the utterly ludicrous nature of being the England national team manager." He added: An Impossible Job gives a real insight into the doomed campaign and the nature of the role."

Barney Ronay in his 2010 book The Manager: The absurd ascent of the most important man in football said, [Taylor] "turned out to be a brilliantly absorbing subject for a tragicomic documentary film." Andy Mitten in his 2003 book The Rough Guide to Cult Football said, "the programme's enduring legacy is to present him [Taylor] unfairly as a provincial buffoon."

Awards

See also
1994 FIFA World Cup qualification (UEFA)
England national football team manager
List of association football films
List of sports films

References

External links

An Impossible Job on tvduck.com
Retro YouTube: Graham Taylor and England's calamitous World Cup 1994 qualifying campaign. The Daily Telegraph. 8 October 2013

1994 films
1994 British television episodes
1994 documentary films
British documentary television films
Channel 4 documentaries
Cutting Edge (TV series) episodes
Documentary films about association football
Films shot in London
Films shot in Poland
Films shot in Norway
Films shot in Italy
Films shot in the Netherlands
Films set in London
Films set in Poland
Films set in Norway
Films set in Italy
Films set in the Netherlands
1994 directorial debut films
England national football team
1990s English-language films
British sports documentary films
1990s British films

An Impossible Job


McCarthy:

McCarthy veya MacCarthy (İrlandaca: Mac Cárthaigh = "Cárthach" oğlu).

Kişiler
 Joseph Raymond McCarthy

Ayrıca:

 Andrew McCarthy (d. 1962), Amerikalı oyuncu
 Andrew C. McCarthy,
 Arch McCarthy,
 Benni McCarthy, Güney Afrikalı futbolcu
 Brandon McCarthy,
 Brandon Scott McCarthy (United States Marine), Sgt. USMC 2005-2012
 Carolyn McCarthy (d. 1944), Amerikalı kadın siyasetçi
 Con McCarthy (rugby league),
 Cormac McCarthy (d. 1933), Pulitzer Prize-winning Amerikalı kadın
 Dalton McCarthy (1836–1898), Kanadalı hukukçu ve siyasetçi
 Daniel McCarthy (1995'ten-bugün) Drug dealer, loving father and head of the White Supremacy.
 çok David McCarthy,
 Dennis McCarthy (besteci) (d. 1945), composer of film scores
 Dominic McCarthy (1892–1975), Australian recipient of the Victoria Cross
 Douglas McCarthy, Nitzer Ebb grubun şarkıçısı
 E. Jerome McCarthy, marketing scholar and inventor of 4Ps of marketing
 Earl McCarthy (d. 1969),
 Eugene McCarthy (1916-2005), ABD senatör
 Fabian "Fabe" McCarthy (d. 1919), Australian rugby union player
 Glenn McCarthy (1907–1988), American oil tycoon and businessman
 Harry McCarthy, variety entertainer, wrote "The Bonnie Blue Flag" in 1861
 J. Thomas McCarthy (d. 1937), American educator, author and attorney
 çok James McCarthy,
 Jenny McCarthy (d. 1972), American anti-vaccine activist and former Playboy model and actress
 Joe McCarthy (manager) (1887–1978), Hall of Fame baseball manager
 çok John McCarthy,
 Joseph McCarthy (1908–1957), ABD senatör
 Joseph McCarthy (lyricist) (1885–1943), Tin Pan Alley lyricist ("You Made Me Love You")
 çok Justin McCarthy,
 Kevin McCarthy (oyuncu) (1914–2010), Amerikalı sinema oyuncu
 Kevin McCarthy (Kaliforniyalı siyasetçi), Amerikalı siyasetçi (2007'den–bugün)
 Mary McCarthy (CIA) (d. 1945), former CIA employee
 Mary McCarthy (fiction writer), Irish novelist
 Mary McCarthy (screenwriter)
 Melissa McCarthy, aktris
 çok Michael McCarthy,
 Mick McCarthy (d. 1959), football player and manager (former manager of Republic of Ireland)
 Mike McCarthy (American football) (d. 1963), NFL coach
 Nicholas McCarthy, guitarist of Scottish band Franz Ferdinand
 Nobu McCarthy (1934–2002), aktris
 çok Patrick McCarthy,
 Paul McCarthy, American contemporary artist
 Pete McCarthy (1952–2004), pen name of Peter Charles Robinson, British broadcaster and travel writer
 Rachel McCarthy, poet, critic and broadcaster
 Rory McCarthy, holder of two aviation world records, former business partner of Sir Richard Branson, founder co founder of Wagamama.
  Shaun Lloyd McCarthy (1950-2000), aka Desmond Cory, romancı, screen-play writer
 çok Stephen McCarthy,
Stephen McCarthy (futbolcu) (d. 1988), American soccer player
Steve McCarthy (d. 1981), Canadian hockey player
Stephen A. McCarthy (1908–1990), American librarian
 Steve McCarthy, Canadian hockey player
 Thaddeus McCarthy (1455–1492), Irish bishop
 Thaddeus McCarthy (jurist) (1907–2001), New Zealand jurist
 çok Thomas McCarthy,
 Tim McCarthy, US Secret Service agent injured in a President Reagan assassination attempt
 çok Tom veya Tommy McCarthy,
 Tom McCarthy (broadcaster), radio play-by-play announcer for the New York Mets on WFAN 660 in New York
 Tom McCarthy (yazar), İngiliz romancı
 Tommy McCarthy (1863–1922), Hall of Fame baseball outfielder
 Wayne W McCarthy (d. 1963), CYO Drum Corps Champion, DCI Finalist,1978-1980
 William C. McCarthy (1820-1900), mayor of Pittsburgh, Pennsylvania, 1875–1878

Yerleşim yerleri
 McCarthy, Alaska

Diğer
 McCarthycilik
 McCarthy Hanedanı

McCarthy


Four Mile is a small Aboriginal community, located proximate to Kununurra in the Kimberley region of Western Australia, within the Shire of Wyndham-East Kimberley.

Native title
The community is located within the determined area of the Miriuwung-Gajerrong (Western Australia) (WAD6001/1995) native title claim.

The Miriuwung Gajerrong people are also signatories to the Ord Final Agreement, a broad package of measures which implements a platform for future partnerships between the Miriuwung Gajerrong people, WA State Government, industry and developers for the benefit of the wider community and the East Kimberley region.

Governance
At a broader governance level, Yawoorroong Miriuwung Gajerrong Yirrgeb Noong Dawang Aboriginal Corporation (MG Corp) acts in trust on behalf of all MG native title holders to ensure compliance with its obligations under the Ord Final Agreement including those relating to community living areas.

MG Corp was incorporated under the Corporations (Aboriginal and Torres Strait Islander) Act 2006 in 2006 and its constitution was subsequently amended in 2008.

Although membership to MG Corp is limited to native title holders, MG Corp is not a native title prescribed body corporate. However MG Corp has the authority to assist MG peoples in relation to planning, management and use of traditional lands.

The community is also managed through its incorporated body, Four Mile Aboriginal Corporation, incorporated under the Aboriginal Councils and Associations Act 1976 on 28 June 1993.

Town planning
Four Mile Layout Plan No.1 has been prepared in accordance with State Planning Policy 3.2 Aboriginal Settlements. Layout Plan No.1 was endorsed by the community on 17 January 2011, and by the Western Australian Planning Commission  on 29 September 2011.

External references
 Planning Western Australia's official site - Four Mile Layout Plan: https://www.dplh.wa.gov.au/information-and-services/state-planning/aboriginal-communities/aboriginal-community-maps/layout-plans

References

Aboriginal communities in Kimberley (Western Australia)

Four Mile, Western Australia