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As Americans prepared for-and then entered-World War II, the nation was awash with government propaganda. Armed with his Graflex, Speed Graphic, and 35mm cameras, Alfred Palmer shot many of the images that appeared in these patriotic appeals. His photographs were used by the National Defense Advisory Commission, the Office of Emergency Management, the Office of War Information, the War Production Board, the War Shipping Administration, and the US Maritime Commission. Palmer's photographs were seen by millions of Americans and Europeans. His work reveals his technical prowess. He was masterful in his use of lighting and was a pioneer in the use of color photography. He brought a visual weapon to America's arsenal to counter Nazi propaganda. His images portray a country transformed into an economically wealthy, socially coherent, and energetic nation whose citizens-including women and ethnic minorities-were depicted as vitally important to the war effort.

North Carolina's eighteenth and nineteenth-century Moravian potters were remarkable artisans whose products included coarse earthenware, slip-trailed decorated ware, Leeds-type fine pottery, press-molded stove tiles, figural bottles, toys, and salt-glazed stoneware. Silesian-born and German-trained potter Gottfried Aust was the first to arrive in Bethabara in 1755. After that, numerous apprentices of his carried on the trade in the state and beyond. Some apprentices rose to the rank of master potter. Aust's most successful protégé, Rudolph Christ, excelled in the creation of Queensware, faience, and tortoiseshell-glazed pottery. Swiss-born Heinrich Schaffner, one of several more Moravian master potters, is famously known for his "Salem smoking pipes." Today, museums and private collectors vigorously compete for scarce examples of North Carolina-made Moravian pottery. Every piece found and preserved is like a new paragraph added to the story of the art and mystery of pottery-making in one of the South's earliest settlements.

During the crucial three days of combat at Gettysburg, the most nightmarish place on the entire battlefield was appropriately named the Devil's Den. This jumble of huge boulders situated at the southern end of Houck's Ridge was truly a hell on earth during the decisive afternoon of July 2, 1863. The tenacious struggle that raged beyond control at the battle-line's southern end was all-important, because the Devil's Den and Houck's Ridge anchored the left flank of the over-extended Union battle-line, before Federal troops occupied Little Round Top to the east. The battle-hardened veterans of Lieutenant General James Longstreet's First Corps captured this vital sector-- the first Union left flank--in one of the few Southern successes of the second day, after some of the war's most bitter fighting.Nevertheless, the dramatic story of the successful turning of the first Union left flank has been long overlooked and ignored largely because of the giant historical shadow cast by the more famous struggle at Little Round Top, which was only the second and last fight for the southern flank of both armies on July 2. Therefore, the important contest for possession of the first Union left flank at the Devil's Den and Houck's Ridge was crucial on the bloody afternoon that decided the fate of America.

Over the past thirty-five years, a small team of explorers have surveyed the southern basin of Lake Michigan in search of World War II US Navy aircraft. The aircraft were lost during mishaps that occurred during an almost forgotten naval project which had trained thousands of aircraft carrier pilots between the years of 1942 through 1945. Because the explorers became so proficient at locating and recovering the aircraft, the Director of the National Naval Aviation Museum engaged them in an effort to rescue dozens of aircraft for presentation to the American public. Today, these wonderful machines, which had been used by the Greatest Generation to preserve the world's freedom and liberty, are viewed by and touch the lives of millions of people each year. As with all good things in life, it is the end result that is most known. The trials, troubles and effort to get there is almost always forgotten. This book tells the stories of how the exploration team succeeded through an odyssey within a realm no others have dared to enter.

The USS Hornet CV-12 was launched in 1943 and served throughout the second half of World War II in the Pacific. After various modifications, she was active during the Cold War and the Vietnam War. After this, she joined the Apollo Space Program, recovering the astronauts from the Apollo 11 and 12 moon missions. After being decommissioned for the final time, she rested for decades in the mothball fleet and was destined for the scrap yard until saved and turned into a floating museum. Today, eighty years after construction began, the Hornet is still serving this country with distinction, this time as an educational venue and community asset. This book tells the story of this ship over these eighty years, from design and construction to service in times of war and times of peace. The design was a pre-war design, before any of the lessons of World War II could be added, and yet this ship and its crew were able to meet every challenge they were faced with from 1943 until it was decommissioned in 1970 and then again as a museum ship starting in 1998 and continuing today.

Viewing Norfolk Southern Railway covers the history of this railroad, beginning with the South Carolina Canal & Rail Road Company, which in 1830 operated the first regularly scheduled passenger train in the United States. Among the many railroads that became part of Norfolk Southern was the Pennsylvania Railroad, whose completion of the Horseshoe Curve in 1854 was an outstanding engineering achievement that transformed land transportation across Pennsylvania, contributing to the growth of the railroad. By 1882, it became the largest railroad in the world. Norfolk Southern's special painted locomotives, representing many of the railroads that became part of its heritage, are included in this book.

The Ilyushin Il-2 Shturmovik became the aerial representative of the Soviet response to the German invasion on the Eastern Front during the Second World War. The Il-2 was designed as a low-level close-support aircraft capable of defeating enemy armour and other ground targets. Hardly a fighter, the Il-2 was exclusively engineered to take an enormous amount of punishment and still keep the pilot, rear gunner and critical mechanical components unharmed. In the end, the Il-2 would become the most important aircraft to the Soviet Union in the defence of the homeland against advancing hordes of panzers. At its height, production of the Il-2 hit a peak of 300 aircraft per month and variants boasted potent 23-mm cannon, 200 anti-tank bomblets and 4 x 132-mm rockets. The Il-2 became a highly respected and highly feared adversary. Soviet air crews dubbed the Il-2 as the 'Flying Tank' for its incredible ability to withstand a tremendous amount of damage and still release its payload only to return home intact. Not only did its rear gunners shoot down Luftwaffe aces thanks to its 12.7 -mm machine gun, the Il-2 was also used as a fighter and German pilots were amazed to see 20-mm cannon shells bouncing off its armour plates. Crews were also known to weld additional armour to their Il-2s. The Shturmovik proved so effective that many Soviet crews were recipients of the Gold Star of Hero of the Soviet Union. Even today, the Il-2 is regarded as the Russian equivalent of the Spitfire.By the war's end, some 36,000 Il-2s were produced and became the symbol of the Eastern Front.

Trolleys, Trams, and Light Rail Around The World covers the Pittsburgh light rail system with its downtown subway, street running, and private right of way. In the British Isles, the amazing Isle of Man is shown with its vintage open-air horse-drawn trams along with electric trams, as is Blackpool, England, with its neat, efficient, and well-patronized double deckers. Hong Kong has the world's largest fleet of double-decker trams and is extensively covered. Trolleys in Toronto, Canada, have been well-maintained over the years, and today Toronto has the largest trolley car system in North America. In Amsterdam, The Netherlands, the decision made by municipal authorities to re-equip its system with new tram cars was well received by the public and has resulted in the retention of the tram service. The decision in Helsinki, Finland, in 1969 to have trams only in the city center has been reversed, and the system has since been expanded. The tram system in Melbourne, Australia, has never shut down and is today the largest tram system in the English-speaking world. In a challenging world, this book clearly shows an exciting future for the trolley car.

The Great Northern Railway Through Time takes us on a tour of the American Northwest-the last American frontier-from St. Paul, Minnesota, to Seattle, Washington. The Great Northern opened up the Dakotas, Montana, Idaho, the dramatic Cascade Mountains of Washington and the Continental Divide at Marias Pass. President James J. Hill intended the Great Northern to be a freight hauling road, but tourists riding on the GN's premier passenger train, The Empire Builder were delighted by the prairie, the farmland, the Big Sky Country, the mountains, and Glacier National Park. The G.N.'s reputation grew. Today, Amtrak's Empire Builder traverses the same territory. The Great Northern Railway Through Time presents photos taken over the course of seventy five years by photographers of the era. The author has provided ample photo captions pointing out features that have changed over the years and features that have ​stayed the same. The early photos are fresh-never before published. The more recent shots were made by twenty of America's finest rail enthusiast photographers.

Most of Oregon east of the Cascade Mountains is a raw and inhospitable land, largely the product of recent volcanic activity. Railroad builders constructed a couple mainlines skirting the edges of the region and some branch lines into agricultural communities, but found very little else to attract their interest. Over time, however, a small collection of interesting shortline railroads built or bought rail lines, either in conjunction with the developing timber industry in the Blue, Ochoco, and Wallowa mountains or to connect a few existing communities with the mainline that bypassed the town. This book tells the stories of these small railroads and the roles they played in the development and economies of the region; covered railroads includes the Big Creek & Telocaset; City of Prineville; Condon, Kinzua & Southern; Idaho, Northern & Pacific; Klamath Northern; Oregon & Northwestern; Oregon, California & Eastern; Oregon Eastern Division of the Wyoming/Colorado; Sumpter Valley; Union Railroad of Oregon; Wallowa Union; and others.