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Black Press

Black Press Group Ltd. (BPG) is a Canadian commercial printer and newspaper publisher founded in 1975 by David Holmes Black, who has no relation to Canadian-born media mogul Conrad Black. Based in Surrey, British Columbia, it was previously owned by the publisher of Toronto Star (Torstar, 19.35%) and Black (80.65%).

In March 2024, it was announced that Carpenter Media Group had completed its acquisition of the firm, in a deal that involved Canso Investment Counsel, Ltd.

Overview
Also known as Black Press Media, the company publishes in the United States through two subsidiaries, Oahu Publications in Hawaii and Sound Publishing in Alaska and Washington. It also owns Northern News Services based in Yellowknife, Northwest Territories.

After acquiring three newspapers on the Kitsap Peninsula, it formed Sound Publishing in 1987 and has since operated all of its titles in Washington and Alaska. In turn, after purchasing Honolulu Star-Bulletin, the publisher passed the responsibility for maintaining its titles in Hawaii to Oahu Publications, a subsidiary formed in 2001 by BPG.

News Media Canada reported Black Press publishes 106 editions across Canada with a combined circulation of 1,295,243. The number of titles include 70 in British Columbia, 11 in Alberta, two in Northwest Territories and one in Yukon.

Canadian business deals (1969–present)
In 1969, Alan Black and Clive Stangoe acquired the Williams Lake Tribune of Williams Lake, British. The weekly newspaper had previously been owned by Northwest Publications, where Alan Black worked as a manager. After the company dissolved, he acquired a majority stake in the company's smallest title alongside Stangoe, who worked as the paper's publisher. The two owned the paper under the name Cariboo Press Ltd.

In 1975, Alan Black and Stangoe sold the Williams Lake Tribune to Alan Black's son David Black for $60,000. Black operated the Tribune exclusively for four years until purchasing the husband-and-wife owned Ashcroft-Cache Creek Journal in nearby Ashcroft in 1979. Black continued to purchase other newspapers over time and soon formed newspaper clusters around Victoria and Vancouver. "There was never a big plan to get big. It's just that another opportunity would come over the hill. Usually an independent would phone, wanting to retire or sell out, asking if we were interested in buying them."In June 1980, Black acquired the Lakes District News Houston Today. At some point prior he had also acquired the Smithers Interior News.

In 1984, Black purchased a majority stake in three newspapers and two web printing plants on Vancouver Island. The sale included Goldstream Gazette, Ladysmith-Chemainus Chronicle and Parksville-Qualicum News-Advertiser. The papers were merged into a new company which would also manage Sidney Review, which had been acquired earlier. The sale brought the total number of newspapers owned by Black up to 12.

In 1987, Black acquired the Salmon Arm Observer group on newspapers, which included the Chase-Shuswap Weekly, Eagle Valley News and Salmon Arm Observer.

In 1992, Black acquired the 100 Mile House Free Press.

In 1997, Black acquired 33 publications in western Canada from Trinity International Holdings PLC of Britain for $58 million. The sale included the Red Deer Advocate. By this time Black Press Ltd. had been established as Cariboo Press's parent company.

On September 19, 2002, Torstar Corporation announced that it was investing $20 million to acquire a 19.35% share in Black Press. At that time Black Press published 88 newspapers and had 11 printing plants. Annual revenues at the time were $240 million.

In 2006, Black Press acquired UsedEverywhere.com, a Canadian online classified website. The website re-branded to Used.ca in 2015.

On June 27, 2007, Black Press announced a $405 million takeover offer for Osprey Media, putting it in competition with Quebecor Media for Osprey's assets. Quebecor put in a higher bid and won ownership of Osprey. it owned about 150 newspapers.

In July 2010, Black Press acquired the Red Deer Express from Great West Newspapers, LP. The company acquired two other Central Alberta publications, the Sylvan Lake News and Eckville Echo, in June 2011. The two weekly newspapers were owned by Barry and Darlene Hibbert.

In July 2011, Black Press purchased of the Cranbrook Daily Townsman and the Kimberley Daily Bulletin by Don Kendall. At the time the two dallies published Monday to Friday, had a combined circulation of 5,000.

In 2013, Black Press and Glacier Media Inc. exchanged four community newspapers in British Columbia. That led to the closure of Abbotsford Times. In 2014, Black Press negotiated deals with Glacier Media Inc. to take effect in March 2015 that would exchange a dozen British Columbia newspapers that consolidated ownership of competing community papers on Vancouver Island and the Lower Mainland. Black Press obtained Harbor City Star, Nanaimo Daily News, Cowichan Citizen, Parksville Oceanside Star, Tofino/Ucluelet Westerly News, Comox Valley Echo, Campbell River Courier, Surrey Now and Langley Advance.

In August 2014, Black Press acquired Yukon News from owner Stephen Robertson.

In March 2021, Black Press purchased Northern News Services Limited of Yellowknife, Northwest Territories, which publishes five newspapers in the Northwest Territories and two in Nunavut.

In April 2023, Black Press entered a partnership with Village Media to license its custom content management system called Villager. The migration of Black Press sites will be completed in 2024.

On January 15, 2024, Black Press entered CCAA bankruptcy protection and announced a sales agreement. Founder David Black resigned as president shortly after the announcements. On January 16, Black Press filed for Chapter 15 bankruptcy in the United States. At the time of the bankruptcy, Black Press has 144 publications, including 35 in Washington under its Sound Publishing subsidiary.

Washington business deals (1987-Present)
In 1987, David Black sold a 21% equity stake in his company to Shaw Communications to fund the purchase of about 15 newspapers. He bought stake back in 1990.

Black Press purchased the Whidbey Press Newspaper Group in 1987 from newspaperman Wallie Valentine Funk. The sale included the Whidbey News-Times, South Whidbey Record and Naval Air Station Whidbey Crosswind. In 1988, Black Press purchased the Port Orchard Independent, followed soon by the acquisition of the Bainbridge Island Review. In 1994, the subsidy was renamed to Sound Publishing. A year later the company acquired the Vashon Island Beachcomber. The Tacoma Daily Index was acquired next in 1997. A year later the company purchases Friday Harbor Journal and launches the Federal Way Mirror in response to Seattle Times Co. closing the Federal Way News.

In 2006, Black Press purchased nine newspapers from the family-owned Horvitz Newspapers Inc. The sale included the 41,000-circulation daily King County Journal; two weeklies, the Mercer Island Reporter and Snoqualmie Valley Record; and seven bi-weeklies, the Auburn Reporter, Bellevue Reporter, Bothell/Kenmore Reporter, Covington/Maple Valley Reporter, Kent Reporter, Redmond Reporter and Renton Reporter.

The King County Journal printed its last issue on Jan. 21, 2007. Forty full-time employees were laid off. Ten staffers were moved to weekly sister publications, and one was moved to marketing staff.

In June 2008, Black Press purchased The Enumclaw Courier-Herald, along with a 4-year-old sibling publication that serves the Bonney Lake/Lake Tapps area. The paper's were previously owned by the estate of Ted Natt along with John Natt, David Natt and current publisher Bill Marcum.

By July 2008, Black Press owned 15 community newspapers around the Seattle area, including 12 under the Reporter Newspapers brand, including the newly created Issaquah/Sammamish Reporter and the Sumner/Lake Tapps Reporter. Overall, the mostly free weeklies in King County reached about 300,000 households at the time.

In October 2008, Black Press purchased the Marysville Globe, Arlington Times, the regional Express Shopper and monthly business publications the Wenatchee Business Journal and the Bellingham Business Journal from Sun News Inc. The 3,400-circulation Wenatchee Business Journal was traded in August 2011 to CW Media, Inc. in exchange for the Okanogan Valley Gazette-Tribune. The Globe, The Times, and Bellingham Business Journal were are closed in April 2020 due to the COVID-19 recession in the United States.

In November 2011, Olympic View Publishing Company was purchased by Black Press from Brown M. Maloney. The sale included Sequim Gazette and Forks Forum. That same month Black Press acquired Peninsula Daily News and Sequim This Week from Horvitz Newspapers.

In January 2013, Voice Media Group sold Seattle Weekly to Black Press. The alt-weekly ceased its print edition and became an online-only publication in February 2019.

In February 2013, Black purchased The Everett Herald, a daily newspaper near Seattle. It had previously been owned for 35 years by the Washington Post Company.

In October 2014, Black Press purchased six newspapers from Stephens Media, including The Daily World in Aberdeen, the Montesano Vidette, the North Coast News in Ocean Shores and the South Beach Bulletin in Westport.

Hawaii business deals (2001-Present)
Black Press purchased the Honolulu Star-Bulletin in 2001. The newspaper had previously been owned by Liberty Newspapers LP, of Florida. The company planned to close the Star-Bulletin two years prior, but a federal antitrust lawsuit was filed and a judge ordered the paper be sold instead. Black Press emerged as the new owner for $10,000. Also in 2001, Black Press acquired RFD Publications, which owned the 280,000 circulation MidWeek.

The Honolulu Advertiser was acquired in 2010 and merged with the Star-Bulletin to create the Honolulu Star-Advertiser.

In October 2014, Black Press purchased six newspapers from Stephens Media. The sale included West Hawaii Today and Hawaii Tribune-Herald, as well as a 50% interest in Hawaii.com.

Akron Beacon Journal (2006-2018)
In 2006, Black Press acquired the Akron Beacon Journal, the former Knight Ridder flagship in Northeast Ohio, for $165 million.

Black Press sold the paper in April 2018 to GateHouse Media and acquired the Juneau Empire, Peninsula Clarion and Homer News in Alaska from GateHouse.

San Francisco Media Co. (2011-2020)
In 2011, David Black was one of several newspaper industry veterans who joined as investors in the San Francisco Newspaper Company to buy the former Hearst flagship The San Francisco Examiner from Clarity Media Group.

Media outlets initially reported the paper was purchased by Black's company Black Press, but Black only participated as a private investor and held shares in the Examiner separately from Black Press. The other owners included Todd Vogt and Pat Brown. Vogt was named president and CEO while Brown was named chief financial officer of the newly created San Francisco Media Co.

The company acquired the San Francisco Bay Guardian from Bruce Brugmann in April 2012 and SF Weekly from Voice Media Group in January 2013.

In May 2014, Vogt announced plans to sell his shares of the company to Black Press' Hawaiian-subsidy Oahu Publications Inc., or to buy Black out of the company by the end of the month.

"Unless I can find local partners, I'm not gonna do the deal," Vogt told staff. "I've got 25 days to do a deal or sell out."

Vogt did sell to Oahu, which subsequently became San Francisco Media Co.'s parent company. Dennis Francis, president of Oahu Publications, became the company's new president, and in August 2014, Glenn Zuehls was named publisher.

In October 2014, Zuehls announced Bay Guardian, saying "the obstacles for a profitable Bay Guardian are too great to overcome."

In 2020, San Francisco Media Co., including the Examiner and SF Weekly, was sold to Clint Reilly Communications.

Alberta

 * Bashaw Star
 * Castor Advance
 * Central Alberta Life
 * Eckville Echo

 * Lacombe Express
 * Pipestone Flyer
 * Ponoka News
 * Red Deer Advocate

 * Rimbey Review
 * Stettler Independent
 * Sylvan Lake News

Farm Press Publications

 * Farmer Stockman Ad-visor (Alberta South)
 * Farmer Stockman Ag-visor (Alberta North)
 * Saskatchewan Farm Life
 * Manitoba Farm Life

Interior - North

 * 100 Mile House Free Press
 * Bella Coola Coast Mountain News
 * Burns Lake District News
 * Fort Nelson News
 * Fort St. James Caledonia Courier

 * Haida Gwaii Observer
 * Houston Today
 * Kitimat Northern Sentinel
 * Prince Rupert Northern View
 * Quesnel Cariboo Observer

 * Smithers Interior News
 * Terrace Standard
 * Vanderhoof Omenica Express
 * Stuart/Nechako Advertiser
 * Williams Lake Tribune

Interior - South

 * Ashcroft-Cache Creek Journal
 * Barriere N. Thompson Star Journal
 * Castlegar News
 * Clearwater N. Thompson Times
 * Columbia Valley Pioneer
 * Cranbrook Townsman
 * Creston Valley Advance
 * Fernie Free Press
 * Golden Star
 * Grand Forks Gazette

 * Kelowna Capital News
 * Keremeos Review
 * Kimberley Bulletin
 * Kootenay News Advertiser
 * Lakeshore Shuswap Market News
 * Nakusp Arrow Lakes News
 * Nelson Star
 * Peachland View
 * Penticton Western News
 * Princeton Similkameen Spotlight
 * Revelstoke Times Review

 * Rocky Mountain Goat (Valemount)
 * Rossland News
 * Salmon Arm Observer
 * Sicamous Eagle Valley News
 * Summerland Review
 * Times Chronicle (Oliver & Osoyoos)
 * Trail Daily Times
 * Vernon Morning Star
 * West Kelowna News
 * West Kootenay Advertiser
 * Winfield Lake Country Calendar

Lower Mainland

 * Abbotsford News
 * Agassiz-Harrison Observer
 * Aldergrove Star
 * Chilliwack Progress
 * Cloverdale Reporter

 * Hope Standard
 * Langley Advance Times
 * Maple Ridge-Pitt Meadows News
 * Mission City Record
 * North Delta Reporter

 * Peace Arch News
 * Punjab Link
 * Surrey Now News-Leader

Vancouver Island

 * Alberni Valley News
 * Campbell River Mirror
 * Chemainus Valley Courier
 * Comox Valley Record
 * Cowichan Valley Citizen
 * Goldstream News Gazette
 * Gulf Islands Driftwood

 * Ladysmith Chronicle
 * Lake Cowichan Gazette
 * Monday Magazine
 * Nanaimo News Bulletin
 * North Island Gazette
 * Oak Bay News
 * Parksville Qualicum News

 * Peninsula News Review
 * Saanich News
 * Sooke News Mirror
 * Tofino/Ucluelet Westerly News
 * Victoria News

Nunavut

 * Kivalliq News
 * Nunavut News/North

Northwest Territories

 * Hay River Hub
 * Inuvik Drum
 * Northwest Territories News/North
 * Yellowknifer

Yukon

 * Yukon News

Hawaii
Oahu Publications Inc., a subsidiary of Black Press, publishes the largest daily newspaper in Hawaii, the Honolulu Star-Advertiser, along with several community newspapers, magazines and other titles including the entertainment weekly Midweek.

 * The Garden Island
 * Hawaii Tribune-Herald
 * Honolulu Star-Advertiser
 * Midweek
 * West Hawaii Today

Washington and Alaska
Sound Publishing Inc., a subsidiary of Black Press, is based in Everett, Washington, and is the largest community news publisher by circulation in the state of Washington. The company's holdings include four daily newspapers, The Herald, the Peninsula Daily News, The Daily World and the Tacoma Daily Index government listings publication. Sound Publishing acquired three newspapers in Alaska in 2018. Community newspapers owned by Sound Publishing are:

King County
 * Auburn Reporter
 * Bellevue Reporter
 * Bothell/Kenmore Reporter
 * Covington Reporter
 * Enumclaw Courier-Herald
 * Federal Way Mirror
 * Issaquah Reporter
 * Kent Reporter
 * Kirkland Reporter
 * Mercer Island Reporter
 * Redmond Reporter
 * Renton Reporter
 * Seattle Weekly
 * Snoqualmie Valley Record
 * Tacoma Daily Index
 * Vashon-Maury Island Beachcomber

Grays Harbor County
 * The (Aberdeen) Daily World
 * Aberdeen Real Estate

Island County
 * South Whidbey Record
 * Whidbey Crosswind
 * Whidbey News-Times

Jefferson & Clallam Counties
 * Forks Forum
 * Peninsula Daily News
 * Sequim Gazette

Kitsap County
 * 98110 (Bainbridge)
 * Bainbridge Island Review
 * Central Kitsap Reporter
 * Kingston Community News
 * Kitsap Daily News
 * North Kitsap Herald
 * Port Orchard Independent

Okanogan County
 * Okanogan Valley Gazette-Tribune

San Juan County
 * Islands Real Estate
 * Islands' Sounder
 * Islands' Weekly
 * Journal of the San Juan Islands

Snohomish County
 * 'The (Everett) Daily Herald'
 * Herald Business Journal
 * La Raza

Alaska
 * Homer News
 * Juneau Empire
 * Peninsula Clarion

Defunct newspapers

 * Honolulu Advertiser: purchased February 2010, merged four months later into Star-Advertiser
 * Honolulu Star-Bulletin: purchased 2001, merged with Advertiser in 2010
 * King County Journal of Kent, Washington: purchased November 2006, closed two months later
 * Nelson Daily News of Nelson, British Columbia: purchased July 2010, closed two weeks later
 * Prince Rupert Daily News of Prince Rupert, British Columbia: purchased July 2010, closed two weeks later
 * South Beach Bulletin: suspended on Aug. 29, 2019
 * The Arlington Times: ceased operation in April 2020
 * Marysville Globe: ceased operation in April 2020
 * The Bellingham Business Journal: ceased operation in April 2020.
 * The North Coast News in Ocean Shores: ceased operation in April 2020.
 * The Vidette in Montesano: ceased operation in April 2020.
 * Greenwood Boundary Creek Times: ceased operation in March 2022.

Nisga'a Treaty editorials
In 1998, company owner David Black instructed his British Columbia papers to publish a series of editorials opposing the Nisga'a Treaty, which was the first modern treaty in B.C. history, and not to publish editorials in favor of the treaty.

In January 1999, the NDP government filed a complaint to the B.C. Press Council against Black Press, arguing that its policy breached its duty to act in the public interest and violated the council's constitution. Black Press said that news coverage was not affected and editors were free to publish their opinions on their letters page.

The Press Council sided with Black Press based on finding that its newspapers "did in fact carry a diversity of opinion on the Nisga'a Treaty, including those of Premier Glen Clark, Liberal Leader Gordon Campbell, Reform Party President Bill Vander Zalm as well as those of ordinary British Columbians".

Advertiser concerns
In August 2007, a story in the Victoria News sparked a complaint from an advertiser and led to the firing/resignation of three senior Black Press employees. Victoria News reporter Brennan Clarke quit the publication after a story he wrote about buying cheaper cars in the United States led to a complaint from Victoria car dealership Dave Wheaton Pontiac Buick GMC. Black Press claimed the article was not balanced, and said that reporters and editors should not purposely jeopardize advertising revenue with their stories, because that revenue pays their salaries. The company also fired the Victoria News long-time editor, Keith Norbury, in part because of the complaint, and Black Press's Vancouver Island Newsgroup regional editor, Brian Lepine, resigned in protest.

The Canadian Association of Journalists publicly questioned the credibility and independence of the Victoria News, wondering how many stories Black Press kills behind the scenes because of advertising concerns.

title: Black Press


text:
Charles Calvert, 3rd Baron Baltimore

Charles Calvert, 3rd Baron Baltimore (August 27, 1637 – February 21, 1715) was an English peer and colonial administrator. He inherited the province of Maryland in 1675 upon the death of his father, Cecil Calvert, 2nd Baron Baltimore. He had been his father's Deputy Governor since 1661 when he arrived in the colony at the age of 24. However, Charles left Maryland for England in 1684 and would never return. The events following the Glorious Revolution in England in 1688 would cost Calvert his title to Maryland; in 1689 the royal charter to the colony was withdrawn, leading to direct rule by the British Crown. Calvert's political problems were largely caused by his Roman Catholic faith which was at odds with the established Church of England.

Calvert married four times, outliving three wives, and had at least two children. He died in England in 1715 at the age of 78, his family fortunes much diminished. With his death he passed his title, and his claim to Maryland, to his second son Benedict Leonard Calvert, 4th Baron Baltimore (1679–1715), his eldest son Cecil having died young. However, Benedict Calvert would outlive his father by just two months, and it would fall to Charles' grandson, Charles (1699–1751), who converted to the Anglican faith, to see the family proprietorship in the Province of Maryland restored by the king.

Early life
Charles was born in England on August 27, 1637, and witnessed the religious conflicts of the English Civil War. His father, Cecil Calvert, 2nd Baron Baltimore (1605–1675), was the first Proprietor Governor of Maryland, and 9th Proprietor Governor of Newfoundland (including "Avalon", the Calvert's earliest colony). His mother was Anne Arundell, (c. 1615/16–1649), daughter of the 1st Baron Arundell of Wardour, (1550–1639).

Anne and Cecil were married in 1627 or 1628, and had nine children. However, only two of Charles' siblings survived to adulthood, and Anne herself died in 1649 when the young Charles was just 12 years old.

Political background
The Calvert family were Roman Catholics and had founded Maryland as a colony where Catholics and Nonconformist Protestants as well as members of the established Church of England could live together in peace. Cecil Calvert, 2nd Baron Baltimore (1605–1675), had received the proprietorship that was intended for his father, George, who died in 1632 at age 53, shortly before it was granted. Cecil established his colony in Maryland from his home in England, (but sent his younger brother Leonard (1606–1647), as first colonial governor, and as a Roman Catholic continued the legacy of his father by promoting religious tolerance in the colony. He governed Maryland for forty-two years, though he never visited his colony in person.

In 1649, the General Assembly of Maryland, the decade-old colonial legislature passed the Maryland Toleration Act, also known as the "Act Concerning Religion, a law mandating religious tolerance for trinitarian Christians". Passed on September 21, 1649 by the Assembly of the Maryland colony, it was the first law requiring religious tolerance in the British North American colonies. The Calvert family sought enactment of the law to protect Catholic and other Trinitarian Christians who did not conform to the established Church of England. Religious toleration lasted for approximately 40 years until it was revoked during the Protestant Revolution of 1689. From 1689 until 1776, Maryland was officially Anglican.

Arrival in Maryland
Charles Calvert sailed to Maryland in 1661 as a young man of 24, becoming the first of the Barons Baltimore to take personal charge of the colony. He was appointed deputy governor by his father and, when Cecil Calvert died in 1675, Charles inherited Maryland, becoming governor in his own right. Some time before 1666 he was married to Mary Darnall, daughter of Ralph Darnall, and the first of Calvert's four wives. The Darnall family were wealthy Maryland planters, and also Roman Catholics. Tragically, Mary did not live long; she died in childbirth sometime before 1667.

Charles was not slow to find a new bride. In 1667, he was married a second time, to Jane Lowe (1644–1693/4), the widow of Colonel Henry Sewall of St Mary's County, Maryland, daughter of Vincent Lowe and his wife Anne Cavendish. In late 1667 or early 1668, they had a son, Cecil.

Economic problems
Calvert's life as governor was aggravated by growing economic problems. From the 1660s onwards, the price of tobacco, the staple crop of Maryland and its chief source of export income, began a long slide, causing economic hardship especially among the poor. In 1666 neighbouring Virginia proposed a "stint" on tobacco growing, a one-year moratorium that would lower supply and so drive up prices. Calvert initially agreed to this plan but came to realize that the burden of the stint would fall chiefly upon his poorest subjects, who comprised "the generality of the province". Eventually he vetoed the bill, much to the disgust of the Virginians, though in the end Nature provided a stint of her own in the form of a hurricane which devastated the 1667 tobacco crop.

Religion and politics
By the time Charles Calvert became governor, the population of the province had gradually become overwhelmingly Protestant due to immigration. Political power however tended to remain concentrated in the hands of the largely Roman Catholic elite. In spite of this demographic shift away from Catholicism, Calvert attempted to preserve Maryland's Catholic identity. From 1669 to 1689, of 27 men who sat on the Governor's Council, just 8 were Protestant. Most councillors were Catholics, and many were related by blood or marriage to the Calverts, enjoying political patronage and often lucrative offices such as commands in the militia or sinecures in the Land Office.

Much conflict between Calvert and his subjects turned on the question of how far English law should be applied in Maryland, and to what degree the proprietary government might exercise its own prerogative outside of the law. Delegates to the assembly wished to establish the "full force and power" of the law but Calvert, ever protective of his prerogative, insisted that only he and his councillors might decide where and when English law should apply. Such uncertainty could and did permit the charge of arbitrary government.

Calvert acted in various ways to restrain the influence of the Protestant majority. In 1670 he restricted suffrage to men who owned 50 acre or more, or held property worth more than 40 pounds. He also restricted election to Maryland's House of Delegates to those who owned at least 1,000 acres (4 km2) of land. In 1676 he directed the voters to return half as many delegates to the assembly, two instead of four. Measures like these might make the assembly easier to manage, but they tended to strain relations between Calvert and his subjects.

Slavery
One of Calvert's earliest decisions, regarding the legal position of Africans imported into Maryland, would have long-term and baleful consequences. Although the first Africans had been brought to Maryland in 1642, when 13 slaves arrived at St. Mary's City, the first colonial settlement in the region, their legal status was initially unclear and colonial courts tended to rule that a slave who accepted Christian baptism should be freed. In order to protect the rights of their owners, laws began to be passed to clarify the legal position. In 1663 the Assembly ruled that slaves would be enslaved for life, and that the children of slaves should also be enslaved for life, thus perpetuating the institution of slavery for the next 200 years, until its abolition during the American Civil War. However, the impact of such laws would not be felt for some time, as large scale importation of Africans to Maryland would not begin until the 1690s.

Religious conflicts
In 1675, the elder (second) Lord Baltimore (Cecilius, who planted the colony of Maryland) died, and Charles Calvert, now 38 years old, returned to London in order to be elevated to his barony. His political enemies now took the opportunity of his absence to launch a scathing attack on the proprietarial government, publishing a pamphlet in 1676, titled "A Complaint from Heaven with a Hue and Crye...out of Maryland and Virginia", listing numerous grievances, and in particular complaining of the lack of an established church. Neither was the Church of England happy. An Anglican priest, Rev. John Yeo, wrote scathingly to the Archbishop of Canterbury, complaining that Maryland was "in a deplorable condition" and had become "a sodom of uncleanliness and a pesthouse of iniquity". This was taken sufficiently seriously in London that the Privy Council directed Calvert to respond to the complaints made against him.

Calvert's response to these challenges was defiant. He hanged two of the would-be rebels, and moved to re-assert Maryland's religious diversity. His written response illustrates the difficulties facing his administration; Calvert wrote that Maryland settlers were "Presbyterians, Independents, Anabaptists, and Quakers, those of the Church of England as well as the Romish being the fewest...it would be a most difficult task to draw such persons to consent unto a Law which shall compel them to maintaine ministers of a contrary perswasion to themselves".

Conspiracies

In 1679, Charles and Jane celebrated a second son, Benedict. But two years later, in 1681, Lord Baltimore once again faced rebellion, led by a former governor of the province Josias Fendall (1657–1660) and John Coode. (Coode would later lead the successful rebellion of 1689.) Fendall was tried, convicted, fined forty thousand pounds of tobacco and exiled, but his co-conspirator Coode successfully escaped retribution.

By this time the political fabric of the province was starting to tear. The governor of Virginia reported that "Maryland is now in torment...and in great danger of falling in pieces". Relations between the governing council and the assembly grew increasingly poor. Underlying much of the rancour was the continued slide in the price of tobacco, which by the 1680s had fallen 50% in 30 years. In 1681 Baltimore also faced personal tragedy; his eldest son and heir, Cecil, died, leaving his second son Benedict as the heir presumptive to the Calvert inheritance.

Border conflict with Pennsylvania
Adding to his difficulties, Calvert found himself embroiled in a serious conflict over land boundaries to the north with William Penn (1644-1718), engaging in a dispute over the border between Maryland and Pennsylvania. In 1681, King Charles II had granted Penn a substantial but rather vague proprietorship to the north of Maryland. Penn however began building his capital city south of the 40th Parallel, in Maryland territory. Penn and Calvert met twice to negotiate a settlement, but were unable to reach agreement. The dispute would outlast both Calvert and Penn, not being resolved until 1769.

Departure for England
In 1684, Charles Calvert travelled to England, both to defend himself in the dispute with Penn as well as to answer charges that he favoured Catholics in the colony. He would never return to Maryland.

Calvert left the province in the care of his nephew George Talbot, whom he made acting governor, placing him at the head of the Governor's Council. Unfortunately Talbot proved to be a poor choice, stabbing to death a Royal customs official on board his ship in the Patuxent River, and thereby ensuring that his uncle suffered immediate difficulties on his return to London. Calvert's replacement for Talbot was another Roman Catholic, William Joseph, who would also prove controversial. In November 1688 Joseph set about offending local opinion by lecturing his Maryland subjects on morality, adultery and the divine right of kings, lambasting the colony as "a land full of adulterers".

Glorious Revolution in England
In England, events now began to move decisively against the Calverts and their political interest. In 1688, the country underwent what would later become known as the Glorious Revolution, during which the Catholic King James II of England was deposed and the Protestant monarchs King William and Mary II of England were installed on the throne. This triumph of the Protestant faction would cause Calvert considerable political difficulties. Sensibly, Calvert moved quickly to support the new regime, sending a messenger to Maryland to proclaim the new King and Queen. Unfortunately for Lord Baltimore, the messenger died during the journey, and a second envoy (if one was ever sent – Calvert would later claim that it was) never arrived.

Protestant Revolution in Maryland
Meanwhile, Maryland Protestants, by now a substantial majority in the colony, feeding on rumors from England and fearing Popish plots, began to organize rebellion against the proprietary government. Governor Joseph did not improve the situation by refusing to convene the assembly and, ominously, recalling weapons from storage, ostensibly for repair. Protestants, angry at the apparent lack of official support for the new King and Queen, and resentful of the preferment of Catholics like deputy governor Colonel Henry Darnall to official positions of power, began to arm themselves. In the summer of 1689 an army of 700 Puritans led by Colonel John Coode, and calling themselves the Protestant Associators, defeated a proprietarial army led by Colonel Darnall. Darnall, heavily outnumbered, later wrote: "Wee being in this condition and no hope left of quieting the people thus enraged, to prevent effusion of blood, capitulated and surrendered."

After this "Protestant Revolution" in Maryland, The victorious Coode and his Protestants allies set up a new government that outlawed Catholicism; Catholics would thereafter be forced to maintain secret chapels in their home in order to celebrate the Mass. In 1704 an Act was passed "to prevent the growth of Popery in this Province", preventing Catholics from holding political office. Full religious toleration would not be restored in Maryland until the American Revolution, when Darnall's great-grandson Charles Carroll of Carrollton, (1737-1832), arguably the wealthiest Catholic in Maryland, signed the American Declaration of Independence along with others on behalf of the new state in Philadelphia in 1776.

John Coode would remain in power until the new royal governor, Nehemiah Blakiston was appointed on July 27, 1691. Charles Calvert himself would never return to Maryland, and, worse, his family's royal charter to the colony was withdrawn in 1689.

Later life
Calvert's political difficulties did not end with the loss of Maryland. In 1694, he was named in connection with the Titus Oates plot, although he successfully evaded arrest. In 1696, his fortunes improved; he was made brigadier general, and then in 1704 rose to the rank of major-general.

Calvert's second wife, Jane, died around 1693 or 1694, and Calvert married a third time, to Mary Bankes, some time between 1701 and 1710. His fourth and final marriage was to Margaret Charleton, daughter of Thomas Charleton, in 1712.

Calvert may also have had an illegitimate son, Charles Calvert Lazenby, born in England in 1688, who would grow up to have a career in the army and later become Governor of Maryland in his own right.

Captain Calvert's parents have never been positively identified but it has long been assumed that his father was the 3rd Baron Baltimore. This assumption appears to be supported in scholar Anne Yentsch's book by the fact that Captain Calvert was granted lands by the 3rd Baron Baltimore, which he then exchanged for a military commission. Likewise, the 5th Baron Baltimore, son of Benedict Leonard Calvert Sr., placed his older cousin as governor of the Maryland Province after he assumed the title at the young age of 15. His mother's identity is also unknown but, judging by the Calvert family papers, she appears to have been the Countess Henrietta, also known as "Mother Calvert", who died circa 1728. However, Douglas Richardson's Plantagenet Ancestry: A Study In Colonial And Medieval Families, 2nd Edition, p. 467, does not list Lazenby as an illegitimate child of the 3rd Baron; nor any others.

Calvert's residence in England was his family's estate at Woodcote Park in Surrey. Around 1712, Woodcote was described by Celia Fiennes: "Lord Baltimores in Woodcut Green encompassed with a wall at the entrance, a breast wall with pallisadoes, large courts one within the other, and a back way to the stables where there is a pretty horse pond; the house is old but low, though large run over much ground; as I drove by the side saw broad chimneys on the end and at due distance on the side on both ends the sides of a court which terminated in a building on which there is a lead with railes and barristers."

Relations with his son Benedict
Charles remained a Roman Catholic, despite the adverse political disadvantages. But his eldest son Benedict Calvert, 4th Baron Baltimore (1679–1715), did not maintain this allegiance. Benedict correctly calculated that the chief impediment to the restoration of his family's title to Maryland was the question of religion. Accordingly, he abandoned Rome and converted to Anglicanism, deciding to "embrace the protestant religion", and gambling that this move would win back his family's lost fortune in the New World. Such a bold move would however come at a high price. Lord Baltimore, furious at his son's conversion, withdrew his annual allowance of £450 and ended his support for his grandchildren's education and maintenance. However, Charles Calvert died in 1715, passing his title, and his claim to Maryland, to his son Benedict. Charles is buried in the churchyard of St Pancras Old Church in London.

Legacy
Upon his father's death, Charles' son, Benedict Calvert, 4th Baron Baltimore, petitioned King George I, (1660–1727), for the restoration of his family's proprietarial title to Maryland. Unfortunately, before the king could rule on the petition, Benedict died, just two months after his father, passing on his title in turn to his son Charles.

On May 15, 1715, Charles Calvert, 5th Baron Baltimore soon found himself, at age sixteen, in the fortunate position of having had his family's proprietarial title to Maryland restored by the King. In 1721, he came of age and assumed personal control of the Colony, which would remain under the control of the Calvert family until 1776 and the American Revolution. Charles County, Maryland, was named after him.

Charles Calvert's very large full-length portrait, along with those of all the other Lords Baltimore (collected by philanthropist Hugh Young), all still hang today in the skylighted Great Hall of the central Enoch Pratt Free Library on Cathedral Street in downtown Baltimore, the city that bears his family name (along with several others usually with the prefix of "New" attached across America), along with frequent historical and ceremonial commemorations of the colonial proprietors.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Charles Calvert, 3rd Baron Baltimore


text:
Penne alla vodka

Penne alla vodka is a pasta dish made primarily with vodka and penne (or similar shapes such as rigatoni), usually accompanied with heavy cream, crushed tomatoes or tomato sauce, onions, and sometimes small meats and vegetables such as sausage, pancetta or peas. The alcohol is said to intensify and accentuate flavors in the dish.

The recipe became very popular in Italy and in the United States around the 1980s, when it was offered to discothèque customers. The recipe thus became an icon of the fashionable cuisine of the time, which preferred the use of cream in first courses. Penne alla vodka remains popular in Italian-American cuisine.

Origins
The exact origins of penne alla vodka are unclear, and to some extent the subject of urban legend and folklore.

The first use of vodka in a pasta dish recorded in a cookbook is attested to 1974, when the Italian actor Ugo Tognazzi published the cookbook L'Abbuffone (means 'the bouffe-men', named after Tognazzi's movie La Grande Bouffe), which included his recipe of pasta all'infuriata (lit. 'furious pasta'), described as a sort of pasta all'arrabbiata, made with ½ kg of penne, ½ kg of fresh peeled tomatoes, a shot of vodka, chili pepper, oil, garlic, and bay leaves. Tognazzi suggested also that, if using a Polish vodka with chilli ("formidable, tremendous, very strong, very hot, deadly"), the fresh chilli pepper can be omitted.

A common claim is that the modern penne alla vodka was invented by Luigi Franzese at Orsini Restaurant in New York City sometime in the 1970s; Franzese reportedly used vodka to thin out a tomato and heavy cream sauce and called it "Penne alla Russia".

There have been multiple, often conflicting, claims to the invention and history of the dish; one author claims that it was invented at Dante, a restaurant in Bologna. One cookbook claims that it was invented in the 1980s by a Roman chef for a vodka company that wanted to popularize its product in Italy. The dish may have been common in Italy before becoming popular in America in the early 1980s.

In the 1980s, another recipe based on penne and vodka, called penne alla moscovita (penne on Moscow style), but made with smoked salmon, cream and caviar (or variant with cream and shrimp), became very popular. Because of the particularity and novelty of the recipe compared to traditional Italian cuisine, it was widespread in the discos of the Emilia-Romagna Riviera with the generic name of "penne alla vodka".

On October 25, 2016, the Italian Association of Confectionery and Pasta Industries named it the symbolic dish of the 18th World Pasta Day organized in Moscow, as symbol of friendship between Italy and Russia. Barilla later found penne alla vodka was the second most sought-after dish of pasta in search engines, behind only pasta alla bolognese.

Composition
Along with the penne pasta, this dish generally contains cream sauce mixed with marinara sauce or tomato paste, which are a combination unusual in Italian cooking because the acidity of the tomatoes tends to make the oil in the cream separate.

The ethanol of the vodka enhances and balances the flavors of the tomato and cream.

In media
Disco Sauce: The True Story of Penne Alla Vodka was released in 2022 by director Roberto Serrini. The documentary examines the history, composition, and variations of penne alla vodka. The film features chef Pasquale Cozzolino, chef Gaetano Arnone, chef Jae Lee, chef JJ Johnson, chef Jeremy Spector, and molecular gastronomist Hervé This. Disco Sauce is a platinum Viddy, Platinum MarCom and Taste Award winner.

The May 4th, 2024, episode of Saturday Night Live featured a sketch about penne alla vodka in which it was depicted as a tolerated, but not particularly good, dish often served at events such as weddings, funerals and anniversaries.

title: Penne alla vodka


text:
Land Rover Discovery

The Land Rover Discovery is a series of seven-seater family SUVs, produced under the Land Rover marque, from the British manufacturer Land Rover, and later Jaguar Land Rover. The series is currently in its fifth iteration (or generation, according to the manufacturer), the first of which was introduced in 1989, making the Discovery the first new model series since the launch of the 1970 Range Rover – on which it was based – and only the third new product line since the conception of the Land Rover (vehicle and brand) by Rover in 1948. The model is sometimes called influential, as one of the first to market a true off-road capable family car.

Although the Range Rover had originally been designed as an everyday four wheel drive car that could be used as both a utility vehicle and a family car, it had progressively moved upmarket through its life to evolve into a luxury vehicle sold at a much higher price point. The Discovery was intended to fulfill the role the Range Rover originally was intended for; a segment which was now dominated by Japanese rivals such as the Nissan Patrol, Mitsubishi Pajero and Toyota Land Cruiser. Although positioned below the Range Rover in the company's line-up, the vehicle was both longer and higher, offered more room in the back, and optionally also more seats. Space utilization became more sophisticated in later iterations, but the series keeps offering seats for seven occupants. Despite originally being sold as an affordable alternative to the Range Rover, the Discovery has also progressively moved upmarket through its successive generations to become a bonafide luxury SUV.

The second Discovery (1998) was called the Series II, and though featuring an extended rear body, was otherwise an updated facelift, which carried on the 100 in wheelbase frame and rigid, live front and rear axles of the original Range Rover into 2004.

The third iteration – succeeding the series I and II in 2004 - was either titled the Discovery 3 or simply LR3 (in North America and the Middle East). This was the first all-original design for the Discovery. Although it followed the 2002 third generation Range Rover, also switching to fully independent suspension, it still received a separate, but integrated body and frame (IBF) structure. The fourth iteration, as of 2009 – like the series II, was again mainly an update of the new generation – marketed as the Discovery 4, or Land Rover LR4 for North American and Middle Eastern markets.

The fifth iteration of the Discovery, introduced in 2017, no longer sports a numeric suffix. Unlike the previous two generations, it now benefits from a unitized body structure, making it lighter than its predecessor.

Discovery Series I (1989–1998)
The Discovery Series I was conspicuously presented during the 1989 Frankfurt Motor Show and introduced to market in the United Kingdom in October that year, after the vehicle had been developed under the internal code-name "Project Jay". The new model was strongly based on the more upmarket Range Rover, using the same chassis, suspension and 4WD-system, and a derivative body design – especially the four-door copied much of the more expensive Range Rover's body structure. However, with smaller engines available, just two short side doors at introduction, and other cost-reductions, the new Discovery was priced more affordably, for a larger, more middle-class market segment, intended to counter the Japanese competition at the time.

The Discovery was Land Rover's first model that was positioned as a family car, designed to be both fully off-road capable and suitable as a daily driver for any family, even offering more luggage space and optionally more seats than the Range Rover. The Mark I Discovery remains the only model offered as a three-door, and was the only one available with a four-cylinder petrol engine until 2017.

At launch, the Discovery was only available as a three-door model; the original 64 press demonstrator examples (carrying Gxxx WAC license numbers - hence being nicknamed "G-WAC"s by Land Rover enthusiasts) are increasingly prized. The five-door version followed in 1990. Both were fitted with five seats, with the option to have two jump seats fitted in the boot. Compared to the Range Rover, the Discovery was given a slightly longer rear which was further extended on the series II. In order to make room for optional third row jump seats, the spare wheel had to move to the outside of the car, fitted to a side-swinging rear door, instead of the Range Rover's split tailgate. The roof of the rear section of the car was raised, to create sufficient headroom in the third row. Combined with a safari side window cluster, this gave the Discovery its own distinct look and profile.

Land Rover employed an external consultancy, Conran Design Group, to design the interior. They were instructed to ignore current car interior design and position the vehicle as a 'lifestyle accessory'. Their interior incorporated a number of original features, although some ideas shown on the original interior mock-ups (constructed inside a Range Rover bodyshell at Conran's workshops) were left on the shelf, such as a custom sunglasses holder built into the centre of the steering wheel. The design was unveiled to critical acclaim and won a British Design Award in 1989.

The original transmission was a dual-ratio five-speed manual with drive via a transfer case with a lockable centre differential.

Initially – and regardless of exterior colour choice – much of the interior in all Discovery's was trimmed in light 'Sonar Blue' upholstery and plastic, with magazine holders above the windscreen, hand-holds for rear passengers incorporated into the head restraints of the front seats, remote radio controls on the instrument cluster, twin removable sunroof panels (including a special zip-up storage bag behind the rear seats) and a Land Rover-branded cloth fabric holdall in the front centre console for oddments storage that could be removed from the vehicle and worn as a handbag using a supplied shoulder strap (relatively few of these bags have survived, making them collectable items). However, most of all of the interior and dashboard components came either from the Range Rover or from other Rover Group cars - for example the switchgear and instrument pod were from the Maestro and Montego; the digital clock from the Metro, the dashboard air vents were from the Rover 800 and the heater/air conditioning control panel was from the Range Rover. Similarly, the Discovery utilised several Range Rover body panels - most notably the door shells and window frames, but with different aluminium skin panels, retaining the distinctive Morris Marina door handles. Other standard parts used were the headlights from the Freight Rover van and tail lights from the Austin Maestro van. The latter would continue to bear the Austin Rover 'chevron' logo on their lenses until production of the first generation Discovery ended in 1998, ten years after Austin Rover ceased to exist.

In 1992, the Discovery received several additions and improvements. The interior was offered in a more traditional beige as well as the distinctive (but controversial) light blue, an automatic gearbox was made available on 200Tdi models, new colours were added to the range (and the large 'compass and mountain' side decals worn by early Discoveries to disguise wavy panel fit around the rear three quarter windows were no longer fitted) and the 'SE' pack (incorporating alloy wheels, front driving lights, roof bars and a special range of metallic paints) was introduced as an option. A two-seater, three-door Discovery Commercial version, lacking rear-side windows, was later offered by Land Rover Special Vehicles.

Before 1994, the Discovery was available with either the 2.5-litre 200 Tdi engine or the 3.5-litre Rover V8. Early V8 engines used a twin SU carburettor system, switching to Lucas 14CUX fuel injection in 1990. A 2.0-litre petrol engine from the Rover stable was briefly available in a model known as the 2.0-litre Mpi I4. This was intended to attract fleet managers, since UK (and Italian) tax laws benefitted vehicles under 2.0 litres. A combination of changes in taxation and lack of power for such a heavy vehicle led to the demise of this engine, despite its fitting to several Discoveries supplied to the British royal family. One of these was notably driven by Prince Philip around Windsor Great Park, in his position as Park Ranger.

The transmission was a permanent four-wheel drive system, with a high and low range transfer box, locking centre differential at the transfer box. Similarly to the rest of the Land Rover range, the handbrake acts on the transmission at the back of the transfer box, therefore locking the rear prop shaft or both front and rear prop shafts if the central differential lock is engaged.

In Australia, the Series I launched in April 1991, available only as a three-door estate in 3.5-litre V8i guise with 115 kW and 260 Nm and coupled with a five-speed manual gearbox. In October 1991, Land Rover launched the five-door body variant in base V8i and luxury HL versions. Both featured central locking, electric windows, headlight washers and heated door mirrors, with the HL adding alloy wheels, air conditioning, driving lights and an improved audio system. Furthermore, the Tdi engine became available, rated at 83 kW and 265 Nm. In early 1993, a four-speed automatic option was added to the Australian range and the HL was discontinued.

 * 1994 update

In 1994, many changes were made to the Discovery. It reached some markets as the "Discovery 2"; the 200Tdi and 3.5 L V8 engines were replaced with the 2.5 L 300Tdi 4-cylinder and 3.9-litre Rover V8 engines. The 300Tdi introduced a Bosch electronic emissions control for certain models and markets. At around this time, a stronger R380 gearbox was fitted to all manual models. The newer models featured larger headlamps and a second set of rear lights in the bumper. The new rear lights had their wiring configuration changed several times to meet real or expected European safety legislation. Some vehicles were left with an arrangement where the vulnerable bumper contains the only working direction-indicator lights; other examples have these lights duplicated in the traditional rear pillar location. The interior was completely revised, dispensing with most of the Conran-designed original. An all new "soft feel" dashboard was introduced (a derivative of which was also used in the run-out Range Rover Classic), which replaced most of the components from the Maestro and Montego with the switchgear and instrument pack now coming from the R17-series Rover 800. The new design allowed the fitment of airbags and a proper locking glove box replaced the zip bag of the original interior.

The 1994 model year marked the first year that the Land Rover Discovery was sold in the United States. Airbags were incorporated into the design of the 1994 model to meet the requirements of US motor vehicle safety regulations, though they were not fitted as standard in all markets. All North American specification (NAS) models were fitted with the 3.9-litre V8 from the Range Rover SE models, and later models saw a change to the 4.0-litre version of the engine.
 * North America

Technically speaking, the 1996-98 US models with 4.0-litre engines had the same displacement as the 3.9-litre engines fitted to the earlier 1994-95 US models; the differences between the engines involved improvements to the block rigidity and pistons, and a change from the Lucas 14CUX engine management to the distributor-less Generic Engine Management System ("GEMS"). In earlier 3.9-litre US engines, the fuel injection computer (14CUX) did not control the ignition, which was instead controlled by a traditional system with an ignition coil and distributor made by Lucas. The GEMS system was developed jointly by Lucas and SAGEM; it controlled both spark timing and fuel injection. Unlike the earlier systems fitted to Rover V8 engines, GEMS was made OBD-II compliant. This change was largely driven by the federal requirement (starting in 1996) for vehicles sold in the United States to meet the OBD-II specification.

 * Other versions

In Japan, a badge-engineered version of the Discovery I was offered, called the Honda Crossroad. The Rover companies had a cross-holding relationship with Honda UK since the early-1980s. The relationship ended after Rover was taken over by German carmaker BMW in 1994. (Honda revived the nameplate 'Crossroad' in another small sport utility vehicle in 2007).

In the Republic of Ireland, local tax laws meant that the first ever example of a Discovery Commercial (van) was launched there in 1991. A revised version was launched in 1993, shortly after the UK market example of late 1992. The Irish examples have formed the basis of the Discovery's success and high sales there, as commercial models are on a much lower tax band.

 * Special editions
 * Country Life (Switzerland, 1991): The Country Life was a five-door V8i Discovery with special interior trim, including a leather-wrapped Nardi steering wheel, wood door and console trim, and identifying decals. It also included a picnic basket. A total of 50 Country Life editions were built.
 * Orienteer (Australia, 1992): The Orienteer models were all three-door, equipped with the V8 engine. They were fitted with five-spoke alloy wheels and driving lights, and "compass" side graphics. 75 Orienteer Discoveries were built; because they sold out quickly, this special edition was offered again for the 1993 model year.
 * Freestyle (France, 1993): The Freestyle was available as either a three-door or five-door, and all were painted metallic blue and adorned with Freestyle decals. They were fitted with front and rear anti-roll bars and the "Freestyle" five-spoke alloy wheels.
 * County Rider (France, 1993): Intended to appeal to equestrians, the County Rider was equipped with a rear floor liner, rub-strips and wheel-arch protectors, mudflaps, floor mats, an adjustable towbar, and a saddle rack. Available as either a three- or five-door, all were painted green with special decals.
 * Rossignol (Australia, 1993): Named for Skis Rossignol, this was a three-door V8i painted in Caprice blue-green metallic and fitted with a ski rack. It was also fitted with rub strips, wheel arch protectors, and other items that were optional on the base models.
 * Camel Trophy (Japan, 1995): All were painted Sandglow Yellow, and built with roof racks to which were fitted metal Camel Trophy plates. Available was either the V8 with automatic gearbox, or 300Tdi diesel with five-speed manual.
 * Sunseeker (Germany, 1996): Fitted with a chromed front bullbar and painted metallic blue with special decals. All were in the five-door configuration with deep-dish alloy wheels.
 * Goodwood (UK, 1997): Before it was discovered that the name "Goodwood" was controlled by the owners of the Goodwood Circuit, Land Rover had already planned production of 500 Goodwood special edition examples. They were painted British Racing Green (renamed to "Goodwood Green") with coachlines and special badging, and trimmed with a leather-wrapped steering wheel and walnut interior accents. All were also fitted with dished alloy wheels. Because of the legal objection to the use of the Goodwood name, the single unit built for the London Motor Show was the only one actually badged as such and the remaining 499 were left unnamed.
 * Horse and Hound (UK, 1997): Twenty of these were produced, as a result of a joint promotional effort between Lex Land Rover (of Maidenhead) and Horse & Hound magazine. All were five-door Tdi models with an individual series number and special decals.
 * Argyll (UK, 1997): Available as either a V8i or Tdi and painted either Oxford Blue or Woodcote Green. Re-introduced in 1998 as a three-door variant.
 * XD (US, 1997): 250 built by Land Rover Special Vehicles for the North American market. Based on the SD trim package; automatic transmission, no sunroofs, manual cloth seats, and deleted roof bars. Features included AA Yellow paint, "XD" embroidered seat covers, spare tyre cover with "XD" logo, low-profile Safety Devices roof rack, brush guard, skid plate, and an optional "event decal package" installed by dealers.
 * Aviemore (UK, 1998): Base on the seven-seat GS model, the Aviemore had special badging and was available as either British Racing Green over beige cloth or Rioja Red over grey cloth. It was also equipped with dished alloy wheels and a heated windscreen.
 * Anniversary 50 (UK, 1998): Designed to commemorate the fiftieth anniversary of Land Rover, this edition had special fiftieth anniversary badging and either Atlantis Blue or White Gold paint. The interior was Lightstone leather, and the wheels were the "Boost" style alloy design. It was built as a V8 automatic or Tdi (with either the automatic or manual gearbox.)
 * Safari (UK, 1998): Again based on the seven-seat GS, the Safari was painted Epsom Green and was equipped with a rear ladder, roof rails, and additional fog lamps. It was available with either the V8 or Tdi engine, although the manual gearbox was only offered in conjunction with the Tdi. A total of 1,100 were built.
 * Trophy (Netherlands)
 * Camel Trophy (Germany, 1998): Painted Sandglow Yellow with "Tornado" style alloy wheels. Equipped with a snorkel air intake, trail lamps, a roof rack, a ladder, and a bullbar.
 * Trophy (Germany, 1998): Not to be confused with the "Camel Trophy" edition also available in Germany during the same year, the "Trophy" had alloy wheels and air conditioning, twin airbags, a front bar with additional lamps, and a special spare tyre cover. The Trophy was only available with the 300Tdi engine.
 * Esquire (Germany, 1998): Like the Trophy, the Esquire was equipped with twin airbags, air conditioning, and alloy wheels, but it was also standardised with ABS and the interior was trimmed with wood and leather.

Discovery Series II (L318; 1998–2004)
The Series II Discovery debuted in autumn 1998, four years after BMW's acquisition of Rover Group from British Aerospace in 1994. Land Rover promoted that the Discovery Series II had been modified with 720 'differences'. The interior and exterior were reworked to be less utilitarian, but it was still clearly an evolution of the Series I. Every body panel had been altered, except the outer skin on the rear doors. The rear body was extended to improve load space, and to now accommodate full-size adults on all seven seats on the SE7 option, as well as make them all forward facing, but at the expense of added rear overhang, which slightly reduced the car's departure angle when off-roading.

The Discovery Series II was the last Land Rover SUV to use an evolution of the original 1970 Range Rover underpinnings – with its extended, 185 in long, four-door body still riding on the same, relatively short 100 in wheelbase, ladder-frame chassis, combined with live axles front and rear, into 2004.

Changes to the diesel-engined models saw the 2,495 cc Td5 (in-line direct-injected straight-five engine) introduced, in line with the updated Defender models. This electronically managed engine was smoother, producing more usable torque at lower revs than its 300Tdi predecessor. The Td5 engine is often mistakenly attributed to BMW but it was derived from the Rover L-series passenger car engine and further developed by Land Rover. The 3,948 cc V8 petrol version from the Discovery 1 was replaced with the Range Rover P38 Thor 4.0-litre, Rover-derived V8. There was no actual increase in capacity over the previous 3.9-litre engine. Although the basic design of the engine was similar, it was actually quite different internally: it used a different crankshaft, had larger bearing journals with cross bolted caps, different connecting rods, and different pistons. The blocks were machined differently, to accept extra sensors for the Gems and Bosch (Thor) injection system and to allow the extra stroke of the 4.6 crankshaft. For the 2003 and 2004 model year, the Discovery II changed to the 4.6-litre V8 (though the only V8 offered in the UK continued to be the 4.0).

ACE (Active Cornering Enhancement, an electronically controlled hydraulic anti-roll bar system) was fitted to some versions, which reduced cornering roll. A pair of accelerometers are used to detect the angle of body lean and to instruct the ACE computer to counteract these movements by applying pressure to the vehicle's torsion bars via actuators which are hydraulically controlled. On the Land Rover Discovery, the ACE system can counteract up 1 G of lateral acceleration in less than a tenth of a second, thus helping the vehicle become more stable and responsive during hard cornering. Self-levelling air springs were fitted to some models and European type-approval for seven-seat vehicles was only given to air-sprung examples.

The locking center differential was still fitted although the actual mechanism linkage was not on the early series II production, as Land Rover believed that the traction control system [TCS] and newly developed Hill Descent Control system [HDC] would render it redundant. It was fully reinstated (with the linkage) on the facelift model in 2002, as a cost option (although standard equipment on high spec vehicles). Whilst the traction control system worked very effectively, it did not offer the same level of control and smooth operation as the vehicles fitted with the differential lock. Customer demand saw the diff lock controls fully reinstated on UK and Irish models, and aftermarket kits are offered by several vendors for those vehicles which were produced with the lock, but not the linkage.

For 2003 and 2004, the US version was available in three trim levels: S, SE, and HSE. Those with the seven-seat option were known as the S7, SE7, and HSE7.

The "facelift" models are easily identified by new "pocketed" headlamps (which matched the Range Rover and facelifted Freelander models) as well as redesigned turn and brake lamps on the rear of the vehicle. The indicators were moved from the bumper to the high side fixtures. The earlier Series II models could in turn be easily distinguished from the original Discovery by the position of those stop light fixtures above the window-line (earlier models had them below), and by the replacement of paddle door handles with the current sort. The Series II also differs slightly in dimensions.

A small number of Discovery II Commercial models were produced by Land Rover Special Vehicles, this time based on the five-door bodyshell but with the windows rendered opaque to give van-like appearance and security. Normal vehicles were exported to Republic of Ireland, where the rear-side windows were smashed and rear seats were destroyed in the presence of a Revenue official, to offer a model that avoided the Vehicle Registration Tax (saving approximately 40%). The UK Commercials came with rear self-levelling suspension as standard (an option that has in the meantime been deleted from these vehicles in subsequent ownership due to reliability issues.)

In the final production run of the Discovery II, only three models were offered for sale in the UK market, referred to in Land Rover publicity as "Definitive Editions". The 'base' Pursuit, which still retained a high level of equipment as standard, and the medium specification Landmark, which offered an all-leather interior, twin sunroofs, Active Cornering Enhancement, six-disc CD player, and a heated windscreen, and the highest spec ES Premium which included satellite navigation, harman/kardon hi-fi, "Aero" roof bars, stainless steel side runners, rear parking sensors and a wooden centre console. The final vehicles left the production lines in late-May 2004 to make way for the all new Discovery 3 (LR3) models.

Discovery 3 / LR3 (2004–2009)
On 2 April 2004, almost four years after Ford's acquisition of Land Rover from BMW, Land Rover introduced the Discovery 3, marketed as the LR3 in North America and the Middle East, and had its international debut at the British International Motorshow in May. It retained the key features of the Discovery, such as the stepped roofline and steeply raked windscreen. The LR3 name was chosen for North American and Middle Eastern markets due to negative quality associations with the Discovery name and (according to Land Rover) a preference in the American market for alpha-numeric model designations – the second generation Freelander was also redesignated for the North American and Middle Eastern market as the LR2.

Land Rover developed a body construction method for the Discovery 3, marketed as Integrated Body Frame (IBF). The engine bay and passenger compartment are built as a monocoque, then mated to a basic ladder-frame chassis for the gearbox and suspension. Land Rover claims IBF combines the virtues of monocoque and ladder-frame – though it makes for a heavier vehicle than a monocoque construction, compromising performance and agility somewhat but adding strength, toughness and adaptability.

The LR3 features full independent suspension (FIS). Like the Range Rover L322, this is an air suspension system, enabling ride-height adjustment by simply pumping up or deflating the air bags. The vehicle can be raised to provide ground clearance when off-road, but lowered at high speeds to improve handling. Land Rover developed 'cross-linked' air suspension. When needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises). If the chassis of the vehicle contacts the ground when the suspension was at its 'off-road' height, the system senses the reduction in load on the air springs and raises the vehicle an extra inch. In the UK and European markets, a coil-spring independent suspension system was offered on the base model. This model was unique in the range by having only five seats and only being available with the 2.7-litre diesel engine. This model lacked the Terrain Response system.

The engines used in the Discovery 3 were all taken from Land Rover's sister company at the time, Jaguar. A Ford/PSA-developed 2.7-litre, 195 hp, 440 Nm V6 diesel engine (the TdV6) was intended to be the biggest seller in Europe. For the US market and as the high-performance option elsewhere, a 4.4-litre petrol V8 of 300 hp was chosen. A 216 hp 4.0-litre SOHC Ford V6 petrol engine was available in North America and Australia.

The gearboxes on the Discovery 3 were also all-new. For the diesel engine, a six-speed manual transmission was standard. As an option, and as standard on the V8 engine, a six-speed automatic transmission was available. Both came with a two-speed transfer box and permanent four-wheel-drive. A computer controlled progressively locking central differential ensured traction was retained in tough conditions. A similar differential was available on the rear axle to aid traction.

The Discovery 3 was fitted with multiple electronic traction control systems. Hill Descent Control (HDC) prevented vehicle 'runaways' when descending steep gradients and 4-wheel Electronic Traction Control (4ETC) prevented wheel spin in low-traction conditions. An on-road system, Dynamic Stability Control (DSC), prevented skidding when steering and braking at speed. The vehicle also featured the 'Terrain Response' system. Previously, off-road driving had been a skill that many drivers found daunting. A wide-ranging knowledge of the vehicle was needed to be able to select the correct gear, transfer ratio, various differential systems and master various techniques required for tackling steep hills, deep water and other tough terrain. Terrain Response attempted to take away as many of the difficulties as possible. The driver selected a terrain type ("Sand", "Grass, Gravel & Snow", "Mud & Ruts" and "Rock Crawl") on a dial in the cab of the vehicle. The on-board computer systems then select the correct gearbox settings, adjust the suspension height, adjust the differential lock settings and even alter the throttle response of the engine suitable for the terrain. For example, in "Rock Crawl", the suspension is raised to its maximum height and set to allow maximum wheel articulation, the differentials are locked, the driver is prompted to switch to Low Range, and the throttle response is altered to provide low-speed control. In "Sand" mode, the traction control system is 'primed' to be more sensitive to wheelspin, the differentials are partly locked, and the throttle response is re-mapped to produce high power outputs with short pedal movement. The driver retained some manual control over the off-road systems, being able to select the Transfer Box ratio and the suspension height manually, although use of the Terrain Response system is needed to allow full use of the vehicles' capabilities.

As well as new mechanical and electronic systems, the Discovery 3 introduced a new design to the interior and exterior of the vehicle. The Discovery 3 was able to have a fresh, minimalist style. The interior featured a flexible seven-seat layout. Passengers in the rearmost row now entered through the rear side doors, instead of the tailgate as in previous versions. The driver benefitted from a DVD navigation system, including some optional features like Bluetooth telephony in later models. Like the Range Rover, this audio, information & entertainment ("infotainment") system in the Discovery 3 adopted an electronics architecture whereby the system's distributed control units pass information and audio amongst one another and throughout the vehicle via optical links based on the MOST (or, Media Oriented Systems Transport) fibre-optic automotive networking standard (informally called the "MOST-bus"). The system's navigation functions were unique to Land Rover because, in addition to the typical road map navigation, benefits included an off-road navigation and four-wheel drive information mode. When in four-wheel drive information mode, the screen showed a schematic of the vehicle, displaying the amount of suspension movement, angle the front wheels were steering, the status of the locking differentials and icons showing which mode the Terrain Response was in, and what gear was selected on automatic versions.

The vehicle was lauded by the press, with the Terrain Response system, improved on-road dynamics, and interior design receiving particular praise. Jeremy Clarkson of the BBC's Top Gear motoring show drove one to the top of Cnoc an Fhreiceadain, a 307 m mountain near Tongue in northern Scotland, where no vehicle had previously reached. Richard Hammond, presenter of Top Gear, praised it as the "Best 4X4 of all time". In Australia, the vehicle was awarded "4WD of the Year" by the 4WD Press.

The Discovery 3 was planned to be assembled from complete knock-down kits at Ford's Vsevolozhsk plant in Russia, but the project was cancelled in 2007.

In 2006, Land Rover used the Discovery 3 in its G4 challenge, alongside the Range Rover Sport. The vehicles used were all in standard mechanical form, except for the fitment of additional Land Rover off-road equipment.

The first all-new model placement since the Freelander, the Range Rover Sport is based on the Discovery 3 platform, rather than on the larger Range Rover.

A 2008–2009 facelifted model of the Discovery 3 offered a Harman/Kardon stereo system upgrade, six-CD changer, clear side indicator lights, and body-colour bumpers.

A driverless version of the LR3 finished 4th in the DARPA Urban Challenge.

Discovery 4 / LR4 (2009–2016)
The Discovery 4 (called LR4 in North America and the Middle East) is an updated version of the Discovery 3. Using the same Integrated Body Frame structure, the new Discovery has altered front and rear light units and a restyled front grille and bumper to adopt the same smoother, rounder style as also adopted for the 2010 Range Rover and Range Rover Sport. The Discovery 4 also retains the body-coloured wheel arches and bumpers as the late Discovery 3s (early D3s had black plastic trim). Optional Daylight Running Lamps can be specified whilst LED lights feature prominently in both front and rear lamp units.

The majority of the changes are mechanical, with reliability issues addressed, improvements to engines and gearboxes, brake and suspension refinements, but also included major interior upgrades with a more luxurious and contemporary interior with greater luxury and technology levels available. The D4 receives two engines from Jaguar Land Rover's Gen III range. The TDV6 Gen III is a 3.0-litre development of the 2.7-litre engine used in the D3. The new version features advanced twin-sequential turbochargers where a Variable geometry turbocharger is used at low engine speeds, with a second standard turbo is brought online at higher engine speeds. Two versions of the 3.0-litre diesel are offered. Fuel economy was improved over the previous generation diesel while power, torque and diesel NVH were improved significantly. This system provides greater output than the older engine, with 241 bhp and 600 Nm whilst reducing emissions by 10 per cent when first introduced and in 2014 increased to 188 kW. The Gen III version of the V8 petrol engine (available in markets outside the UK such as North America, Russia, Japan, Australia, and some EU countries) is now a 5-litre unit with Direct Petrol Injection developing 385 bhp and 520 Nm. The base 4.0-litre V6 was still available on some Asian markets in 2009–2013.

An improved version of the ZF six-speed automatic/sequential gearbox was incorporated and in 2012 (2014 in the US) was further improved including a change to 8 speeds. It includes taller gearing to take advantage of the new engines' greater torque output and an updated lock-up system to further reduce fuel consumption. Other technical changes include the fitting of the more powerful brakes from the Range Rover Sport and thicker anti-roll bars to improve on-road handling. The Stability Control System now includes a programme that detects the onset of understeer and applies the brakes. The Discovery 4 retains its predecessor's fully independent air suspension with cross-linking when off-road and the twin-range transfer gearbox with an electronic infinitely variable locking centre differential. As before, a similar locking rear differential is available. The Terrain Response system remains but with two new features – the 'Sand' mode incorporates a new traction control mode to prevent loss of traction when starting off and stopping in soft sand, and the 'Rock Crawl' mode gains a feature that applies gentle brake pressure at low (less than walking pace) speeds to improve grip and stability on slick rock. The system is also 'retuned' to account for the new engines and gearboxes with their different torque characteristics. Other new electronic systems include Trailer Stability Assist which can adjust the throttle and brakes to prevent a dangerously swaying trailer.

The 2.7-litre TDV6 engine was available in Europe on the basic 2.7 GS passenger and 2010 Commercial ranges. Unlike the Discovery 3 base model, this was equipped with air suspension and the Terrain Response system. The automatic gearbox was an option on this model. The 3.0-litre Gen III model (only with automatic gearbox) is also available in the GS trim level.

The Discovery 4 also features a redesigned interior (in keeping with the new styles introduced elsewhere in the LR range for 2010). The instrument cluster is updated with redesigned analogue speedometer and tachometer gauges for improved clarity. The analogue temperature/fuel gauges of the previous model and the electronic information display are replaced by a single TFT screen capable of displaying information in a variety of modes and formats. The interior also has a new centre console, which includes redesigned and simplified switches and controls. The Discovery also has a new seat design and a wider range of available interior materials – some previously only seen in Range Rover models. The stated aim of the interior redesign was to lift the vehicle upmarket, with higher-spec models now aimed at the luxury and executive markets.

The car gains some electronic systems from the Range Rover lineup, such as the optional 'Surround Camera System' – a series of cameras located in the front bumper, door mirrors, and rear tailgate handle which can display their images on the centre console screen to improve visibility (although the image quality of this system was downgraded by Land Rover around 2014). Other electronic systems are intended to improve efficiency – the engines feature a 'Smart' alternator that only charges the battery when engine load is low, thus helping to reduce fuel consumption when the engine is working harder.

The Discovery 4 was unveiled in the summer of 2009 and went on sale in the United Kingdom on 1 September that year. A Commercial van variant was released in the UK at the same time using the 2.7 engine and offered in GS and XS trim levels. In the Republic of Ireland, a Commercial van was offered from 1 January 2010 based on the XE 2.7 manual and HSE 3.0 auto engines.

An armoured Discovery with B6 ballistic level of protection was announced in 2010. It offers numerous safety features designed to protect the occupants, including protection from grenades and small arms fire. The vehicle is indistinguishable from the standard LR4.

For the 2011 model year, announced in late 2010, the 2.7-litre engine was dropped and two versions of the 3.0-litre engine were made available – one called the TDV6 and one called the SDV6 (the latter offering 245 bhp).

For the 2012 model year, diesel models in Europe came with the new eight-speed auto gearbox with steering wheel paddle controls and a circular dial selector that raises upon startup. The SDV6 engine was uprated to 255 bhp whilst both diesel engines featured reduced emissions for European models. During 2012 the HSE Luxury special edition was announced, featuring enhanced trim levels, and available in Europe and North American markets.

In Ireland, 2012 saw the introduction of a new five-seat version of the Discovery 4 classified as an N1 Commercial vehicle, therefore attracting lower VRT rates. There is also a new two-seat Commercial on the same rules. All Irish models came with the lower emissions TDV6 engine. In 2014, an enhanced version of the unique-to-Ireland five-seater commercial utility went on sale which included almost all top-of-the-range features for a lower price. This vehicle is now the top selling Discovery in Ireland due to the fact that it attracts low road tax (€333 per year) and VAT can be reclaimed.

For 2013, models received a style freshening, new badging, new fuel stretching technology, improved audio systems and a new range of driver assistance, comfort and safety features. The 2014 Discovery comes with a standard ZF 8HP transmission, and in some markets can be supplied with a one-speed transfer case (replacing the two speed transfer case). 2014 also marks the first use of a 2995 cc supercharged six cylinder engine, replacing the previous V6 and V8 offerings.

In a January 2011 comparison test by Car and Driver, the Land Rover LR4 came in fourth place out of five cars behind the Audi Q7, BMW X5, and Acura MDX. However, it has always won the Auto Express categories of Best Large SUV and Best Towcar since it was launched in 2009.

To celebrate 25 years of the Land Rover Discovery, a special edition of 1800 (?) vehicles was produced in 2014 marked as the XXV, and featured a number of unique details including light grey (Cirrus) XXV-embossed Windsor leather seats, special grill sets, and almost every extra and expansion pack available. A number of these were exported in silver grey and the darker causeway grey for UK markets.

A major milestone in Land Rover Discovery's history came when the one millionth example built rolled off the Solihull production line in March 2012. This vehicle, along with two similar examples, was driven from Solihull to Beijing, China in a replication of a 1950s expedition. During this expedition, G459 WAC, a pre-production Discovery 1 (which was subsequently converted into an amphibious vehicle) joined in the celebrations when the expedition visited Lake Geneva. The expedition concluded with the actual Millionth Discovery appearing at the Beijing Motor Show. This vehicle subsequently returned to go on permanent exhibition at the British Motor Industry Heritage Trust centre at Gaydon, Warwickshire, England.

 * Engines

 * Transmissions

Third generation (L462; 2017–present)
The third-generation Discovery was unveiled in the grounds of Packington Hall near Meriden, UK on 28 September 2016, the eve of the 2016 Paris Motor Show, and went on sale in the UK in February 2017. Built on a platform shared with the Range Rover and Range Rover Sport, the current Discovery leaves behind many of the design traditions of former generations for a more modern, though less overtly practical, design. This model also marks the return of the Discovery marque in the U.S. market, replacing the LR moniker of the previous generation models. There are five-seat, seven-seat, and commercial van versions in the UK, Ireland and other European markets. In November 2020, a facelift for the model was launched, which debuted as a 2021 model.

This is the first Discovery that will be manufactured outside the UK, with production being moved to Slovakia in 2019.

A Discovery 3.0 TD6 achieved an AIR Index emission rating of "A" (A=Best, E=Worst) when independently tested in 2019.

The SVX version was debuted at the 2017 Frankfurt Motor Show; the car was to be on sale in 2019 but the project was cancelled.

Design
The design of the third-generation Discovery was previewed by the Discovery Vision Concept at the 2014 New York Auto Show. In profile, the exterior design is also very similar to the small Discovery Sport model. In contrast to previous Discovery models, the third-generation has a much more rounded shape, eschewing the traditional angular design. The tail lights have changed from a vertical orientation to horizontal, and the third-row side glass no longer blends into the roof glass. The tailgate is no longer horizontally split and has been replaced with a conventional top hinged tailgate made from composite, but retaining the asymmetrically mounted license plate as a design cue from previous generations of the Discovery. The roof is still stepped over the third row, though it is now largely cosmetic in comparison to the previous models and the roof now has a strong taper to the back. The interior closely follows that from other contemporary Land Rover models, while continuing the 3-row tradition of the Discovery.

Mechanical
The new Discovery 5 incorporates several changes over its predecessors. For the first time, the Discovery is based on Land Rover's aluminium architecture, first introduced on the Range Rover (L405). The use of aluminium chassis and body panels gives a weight loss of up to 480 kg over its predecessor. This weight loss combined with a new aerodynamic design, a 17 per cent lower, achieves a fuel efficiency improvement over previous Discovery generations. The new Discovery is offered with a combination of V6 petrol and diesel engines. All Discovery 5s are equipped with a standard 8 speed automatic transmission. An available option package adds a two speed transfer case (low range gearbox) and the option of an actively locking rear differential. Coil springs are now standard on base trim models, while air suspension is still offered as an option.

Land Rover also introduced Terrain Response 2 on the Discovery 5. Similarly to the first generation of Terrain Response, Terrain Response 2 constantly monitors wheel slip, wheel speed, angle of approach or departure, and the suspension's compression or rebound to adjust the anti-lock braking system, throttle response, differentials and traction control systems. The driver can select modes for snow, grass, gravel, mud ruts, sand, or rock crawling by turning a dial on the centre console. Terrain Response 2 also introduces a new 'Auto' mode that allows the vehicles computer to select the most appropriate mode on its own.

The Discovery 5 is the first Discovery to be built on a unibody chassis, unlike its predecessors which were built body on frame. This allows the vehicle to have higher torsional rigidity with less weight. The latest generation has a higher wading depth (up to 35.6 in), improved ground clearance and a more comfortable ride while traversing adverse terrain.

A mid-term update with a refreshed interior and new engine range was launched in 2021. Larger infotainment screens and revisions to the layout of the Commercial variant including more underfloor storage were the main highlights. Mild hybrid engines with automatic 2WD/4WD switching were introduced as standard across the range.

Derivatives and specialist versions

Supacat, part of SC Group, offer two vehicles based on a modified Discovery 4 platforms. The Specialist Utility Vehicle 600 (SUV 600) is a production standard Land Rover Discovery 4 that is converted to 6x6 or 6x4 configuration for use in the emergency services and wider utility sectors. The Light Reconnaissance Vehicle 400 (LRV 400) is an open lightweight 4x4 vehicle of the Land Rover Defender class. The LRV 400 was developed based on a combination of market research and customer feedback from the 2011-unveiling of a proof-of-concept closed cab variant. Development of the LRV 400 continues, the latest Mk2 shown publicly for the first time at DSEI 2015 (15–18 September). The most significant design change for the Mk2 is a switch of the automotive platform to the Land Rover Discovery 4 rather than the off-road racer platform previously offered.

Land Rover offered an armoured version of the Discovery 4, the Sentinel. Protected to Level B6 (defined in accordance with European Standard EN1063 BR6 (glazing) and EN1522 and certified by QinetiQ), according to Jaguar Land Rover, the Discovery 4 Sentinel is almost indistinguishable from the non-armoured Discovery 4. As a factory supplied product, the vehicle comes with a Land Rover three-year or 50000 mi warranty, the support of Land Rover's worldwide dealer network and a range of additional after sales packages. The UK Government ministers are often seen ferried around in Discovery 4 Sentinels.

A great number of Land Rover Discovery II and IV were bought and used by Italian Police and Carabinieri. The vehicles were configured with reinforced iron grating on mirrors and windshields, fire-extinguishing automatic system and run-flat tyres, for crowd and riot control operations.

The 30th Anniversary
2019 saw the 30th Anniversary of the launch of the Land Rover Discovery. A special edition model was released. Celebratory events took place across the world. The new JLR plant in Slovakia had the capacity to produce up to 300,000 Discovery units per year. In Ireland, the Discovery range, including the Commercial, was fully aligned with that of the UK.

Worldwide sales
As of 1 January 2017, some 1,200,000 Discovery models had been sold in total since launch in 1989.

Total sales are for 2009 and onward, excluding sales prior to that year.

Motorsport
A Discovery won the Rallye Aicha des Gazelles in 2010.

title: Land Rover Discovery


text:
List of rulers of Mombasa

Before 1502, the East African city of Mombasa was part of the Kilwa Sultanate. The independent Mombasa sultanate named Mvita (Swahili) or Manbasa (Arabic) was then established but was conquered by the Portuguese Empire during the 16th century. After this control alternated between the Portuguese and the Sultanate of Oman,before the establishment of the British East Africa Protectorate in 1887. Mombasa became part of independent Kenya in 1963.

title: List of rulers of Mombasa


text: User talk:200.44.209.243

title: User talk:200.44.209.243


text:
Hostosian National Congress

The National Hostosian Congress (Congreso Nacional Hostosiano, CNH) was a small left-wing and pro-independence organization in Puerto Rico. Led by Héctor L. Pesquera, many of its members were formerly involved in the Puerto Rican Socialist Party. In 2004, the CNH joined with the New Puerto Rican Independence Movement to form the Hostosian National Independence Movement (MINH).

title: Hostosian National Congress


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Little Miami Scenic Trail

The Little Miami Scenic Trail is the fourth longest paved trail in the United States, running 78.1 mi through five southwestern counties in the state of Ohio. The multi-use rail trail sees heavy recreational use by hikers and bicyclists, as well as the occasional horseback rider. Over 700,000 people made use of the trail in 2014.

Most of the trail runs along the banks of the Little Miami River, in a dedicated, car-free corridor known as Little Miami State Park. This unusually linear state park passes through four counties, with a right-of-way running about 50 mi long and averaging 66 ft in width for a total of about 400 acre. Elsewhere, the corridor ranges from 8 to 10 ft in width.

The Little Miami Scenic Trail is signposted as State Bike Route 1 south of Xenia and State Bike Route 3 throughout. It is the backbone of a nearly continuous network of paved multi-use trails, centered on the Miami Valley area, that stretches 330 mi and connects the Cincinnati, Dayton, and Columbus metropolitan areas. The Little Miami trail is an incrementally growing section of the Buckeye Trail and North Country National Scenic Trail, while the trail south of Xenia also forms the southern leg of the Ohio to Erie Trail and part of U.S. Bicycle Route 21.

History
The largely wooded corridor was created along the right-of-way of the old Little Miami Railroad. The original railway bed is still visible beside the trail in various places along the trail route.

Together with the Ohio Department of Natural Resources, the local governments of Xenia and Yellow Springs purchased land along the abandoned railroad from 1973 to 1983. In 1979, the land became an Ohio State Park. In 1979, ODNR studied developing the corridor as a scenic railroad up to 27.8 mi long from Loveland to Corwin, as well as a bike trail and bridle trail. However, ODNR prioritized the trails, allowing the bankrupt Penn Central Transportation Company to salvage the rails and ties, which made building new tracks cost-prohibitive. The trail was strongly supported by residents and officials in Loveland, where a park was being developed around the Loveland Bike Trail, but was opposed by residents of Terrace Park, who were concerned about crime. The first 13 mi of the trail from Morrow to Loveland was paved in late 1983 and officially opened on May 16, 1984. Two years later, the Ohio Department of Transportation received a grant from the Federal Highway Administration to complete the trail.

By December 20, 1991, the trail officially stretched from Spring Valley in Greene County to the Terrace Park village limit in Hamilton County, across the river from Milford. The trail was extended northward to Xenia later that year and to Springfield in 1998. In 2006, after a protracted, 26-year battle with Terrace Park residents, it was extended southward to Newtown.

In the late 2000s, state budget cuts caused portions of the trail to fall into disrepair, resulting in the temporary closure of some wooden bridges and rest areas. However, an organization called the Friends of the Little Miami State Park Group was founded late 2008 to focus attention and finances on critical portions to keep the trail open and make it safer. Most of the bridges within state park boundaries were paved or re-planked in 2009. In 2010, a failed parks levy prompted the Clark County Park District to indefinitely close its 5.6 mi stretch of the trail, posting "No Trespassing" signs at park entrances. Because this stretch of trail was partially built with federal funds, the Ohio Department of Natural Resources attempted to force its reopening. The district reopened its parks in April 2011 with volunteer support.

Originally designated State Bike Route 1,  the Little Miami Scenic Trail was renumbered in 2011 as State Bike Route 1 south of Xenia and State Bike Route 3 throughout. The concurrency from Newtown to Xenia is marked with "⅓" signs.

In the 2000s, the Adventure Cycling Association and OKI Regional Council proposed designating the Little Miami Scenic Trail as part of U.S. Bicycle Route 25. However, the Ohio Department of Transportation later planned to designate State Bike Route 1, including the Little Miami Scenic Trail south of Xenia, as USBR 21; USBR 25 would instead follow the Great Miami River Recreation Trail to the west. ODOT formally proposed a USBR 21 alignment to the American Association of State Highway and Transportation Officials in spring 2021, which the committee approved. In 2022, a dedicated bridge opened in Cincinnati, spanning the Little Miami River and connecting the trail to other trails toward Downtown Cincinnati.

Current route
Xenia made a deal to be the official start of the trail for a donation of land, making the mile markers change from the previous start. For the first 9 mi to Xenia, the Little Miami Scenic Trail is operated by the Clark County Park District and the National Trail Parks and Recreation District. From the Simon Kenton Trailhead in Springfield, the Little Miami trail runs southward parallel to U.S. Route 68 and continues to Yellow Springs. Near John Bryan State Park, the North Country Trail and Buckeye Trail enter from Dayton to the west. For the next 15 mi to Spring Valley, the Little Miami trail is managed by Greene County. At Xenia Station, it meets the Creekside Trail, as well as the Prairie Grass Trail, on which the Ohio to Erie Trail and U.S. Bicycle Route 21 continue north to Columbus. A short segment of the Little Miami trail that connects the Creekside and Prairie Grass trails is also designated as U.S. Bike Route 50.

Little Miami State Park begins at Hedges Road in Spring Valley, quickly meets the banks of the Little Miami River, and follows U.S. 42 into Warren County. It passes through Corwin (near Waynesville), Caesar Creek State Park, and Oregonia, where the Buckeye Trail rejoins. At Fort Ancient, the trail runs under the imposing Jeremiah Morrow Bridge (Interstate 71). It then passes through the downtown districts of Morrow and South Lebanon to the former Middletown Junction, where the Lebanon Countryside Trail begins.

The Little Miami trail continues southward, opposite the river from Kings Mills and the rear of the expansive Kings Island park grounds. At this location the historic Peters Cartridge Company facility overlooks the bike trail. The trail passes under U.S. 22/State Route 3 at Fosters, across the river from the Landen Mounds. It continues by a few final cornfields before entering Clermont County and downtown Loveland, where it is known as the Loveland Bike Trail.

At Miamiville, the trail crosses to the western, Hamilton County side of the Little Miami River, as it meets State Route 126 (Glendale–Milford Road). The trail passes by Camp Dennison and its former southern terminus in Milford. A 2006 extension carries the Little Miami State Park along U.S. 50 (Wooster Pike) to Avoca Park in Terrace Park. From here, USBR 21, State Bicycle Route 1, and the Loveland section of the Buckeye Trail branch off, following local roads southwest to Cincinnati. A short Great Parks extension leads the Little Miami trail back across the river, beside local roads, to the Little Miami Golf Center in Newtown. The North Country Trail and the Williamsburg section of the Buckeye Trail continue southeast along heavily trafficked roads to Batavia and East Fork State Park.

The Little Miami Scenic Trail continues south another 3.2 mi from the Little Miami Golf Center south to Clear Creek Park and along State Route 32 to Beechmont Avenue (State Route 125), across from Otto Armleder Memorial Park. Finally, the trail follows a dedicated bridge parallel to Beechmont Avenue over the Little Miami River to the Armleder Trail Connector in Armleder Park, the Lunken Loop around Lunken Field, and the Ohio River Trail westward toward downtown Cincinnati.

Economic effects
Studies in 2008 and 2011 found that single-family residential properties increased in value with increased proximity to the Little Miami Scenic Trail.

title: Little Miami Scenic Trail