I didn’t want to spend a lot of space in my book explaining why I believe that Lewis C. Levin was the son of the Lewis Levin Sr. buried in the Coming Street Cemetery, but here is my evidence and reasoning for those who are interested.
My Mason colleague Scott W. Berg and I have an essay in this month’s Journal of American History about our experience planning and co-teaching a course on narrative history writing. “By teaching skills and approaches neglected in other courses, we wanted to empower students to tell those important stories in rewarding new ways.”
Oxford University Press graciously allows me to post a free-access link to a personal website. Just click on the title below.
I present some of my research on Philadelphia in 1844 in Tablet Magazine:
Levin was a rabble-rouser, conspiracy theorist, bigot, and shanda fur di goyim. In an age of resurgent nativism and fake news, he is all too familiar. Yet he is also mysterious. As a newspaper editor and congressman, Levin spoke and wrote countless thousands of words against demon rum and the Catholic menace. But he offered hardly any account of his private life, leaving historians to wonder about both the facts of his biography and the sincerity of his tirades. Where did a nice Jewish boy learn so much hate?
Lance Hosey has published an essay questioning whether the label “Brutalist” describes Harry Weese’s design for the Washington Metro. The essay usefully complicates the term, but I think it underplays Weese’s commitment to the materials and forms he used.
Ten years ago, when Metro was still working well enough for people to wish for more, the more frequent question I got was about the lack of a Metro station in Georgetown. Now that the challenge is to keep the current system functioning, the question is why Metro has only two sets of tracks on each route, so that shutting one down for repairs causes slow service.
In my research, I found two documents that explained the decision particularly well. Continue reading →
The most recent maintenance issues are just the latest consequences of a longer pattern of uncertain, interrupted federal financing that began while Metro was still just a paper proposal. Metro was born and built in financial jeopardy. Now, like so much of the nation’s infrastructure, it needs reinvestment, and that challenge may prove greater than the effort to build it in the first place.