Newton and the Counterfeiter by Thomas Levenson

Levenson, Thomas. Newton and the Counterfeiter: The Unknown Detective Career of the Worlds Greatest Scientist. Boston: Houghton Mifflin Harcourt, 2009.

Scientists who become detectives have been the stuff of fiction before CSI: launched it into great popularity. Even Sherlock Holmes was a capable amateur scientist, though his scientific inquiries were aimed at making him a better detective. Though the scientist as detective is a fairly popular form of crime literature, the truth of it in one case is stranger than fiction.

Isaac Newton, renowned in his own day as well as ours as one of the greatest physicists who ever lived, left his post at Cambridge University to take a more lucrative patronage job as Warden of the Mint. One of his ostensible duties as warden was to investigate and prosecute cases of counterfeiting. It would be something like appointing Stephen Hawking to direct the Secret Service.

Typically, holders of this position weren’t expected to do more than the minimum required, leaving most of the work to assistants. Newton took his post seriously and pursued crime fighting with the same discipline and analytical rigor he used as a scientist while also completely re-minting all of England’s silver coins.

Readers who are already familiar with Newton’s scientific life might find that Levenson devotes too much of the book to it. His alchemical studies are more important to his work as warden because, even though esoteric from a scientific view, it made him familiar with the material as methods used by the mint and counterfeiters.

Newton put away (or to death) many counterfeiters. Levenson focuses on one, William Chaloner. Chaloner was an extraordinarily successful counterfeiter at his peak and much more ambitious and smart than most of his fellows. Where Newton’s life before the mint gets too much attention, Chaloner’s life doesn’t get enough. Since he was famous mostly for his crimes and some details of a counterfeiter’s life are necessarily hidden, there is probably much less source material to use to reconstruct his life.


The book builds up a little slowly through Newton’s younger day and then seems to rush through his mastership of the mint and his battle of wits with Chaloner. In spite of this weakness, the book is an interesting look on a lesser know chapter of Newton’s life.

The Apparitionist by Peter Manseau

Photography was introduced to the United States at around the same time that a new religion was born in the nation. Spiritualism promised a connection to the dead in their realm through human mediums, and some thought photography might capture physical manifestations of spirits. Peter Manseau tells the story of the first spirit photographer in The Apparitionist.

The man who captured the first supposed spirit photograph was an amateur at the time. William Mumler thought he had made in error in cleaning the glass on which the photonegative was captured when a faint image appeared in a self-portrait he shot in 1862. He was using the photo studio owned by Hannah Stuart. The married photographer, soon to be widowed and soon after that to be Mrs. Mumler, was a Spiritualist, and she convinced him that the image was not an error, but an apparition. The photos caught the attention of the Spiritualist press, first in the New York-based Herald of Progress, then in Mumler’s hometown of Boston in the Beacon of Light, which published the address of the Stuart studio.

Soon the studio was producing many spirit photographs; they even took orders by mail from across the country. Bostonian Spiritualists compared photos and found evidence that Mumler was faking the images. Discredited, the Mumler’s moved to New York to quietly offer spirit photographs again. Their practice there let to criminal prosecution in 1869. Photographers knew of ways to produce such images, but no investigators could figure out what Mumler was doing. Though the judge gave did not suggest the photos actually captured images of spirits, he rejected the prosecution’s case because it did not adequately support the charges of fraud and similar crimes.

Even with such tepid vindication, the atmosphere in New York was too hot for the Mumlers, so they returned to Boston. Though Mumler continued to take spirit photos, he had developed a much deeper understanding of the art and science of photography. He developed a process that allowed for the direct reproduction of photos on newsprint; founded the Photo-Electrotype Company of Boston and licensed his process to companies in other cities. This allowed newspapers and magazines to less expensively reproduce images without preparing an engraving first.

Manseau also discussed the development of photography in the United States after the art was introduced here. This includes American pioneers of photography such as Samuel Morse, also inventor of the telegraph, and Civil War battlefield photographers Matthew Brady and Alexander Gardner.

If you’re interested in this book, you may also be interested in

The Age of Edison by Ernest Freeburg

Arthur & George by Julian Barnes

Billion Dollar Whale by Tom Wright and Bradley Hope

Buried Alive by Jan Bondeson

Chief Engineer by Erica Wagner

Empires of Light by Jill Jonnes

Enchantress of Numbers by Jennifer Chiaverini

The Explorer King by Robert Wilson

The Man Who Loved Books too Much by Allison Hoover Bartlett

The Real World of Sherlock Holmes by Peter Costello

Scan Artist by Marcia Biederman

Super Attractor by Gabrielle Bernstein

Manseau, Peter. The Apparitionists: A Tale of Phantoms, Fraud, Photography, and the Man Who Captured Lincoln’s Ghost. New York: Houghton Mifflin Harcourt, 2017.

The Big Roads by Earl Swift

Swift, Earl.  The Big Roads: The Untold Story of the Engineers, Visionaries, and Trailblazers Who Created the American Superhighways.  Boston: Houghton Mifflin Harcourt, 2011.

The American interstate system is often thought to be a product of the Eisenhower administration.  It’s named for him.  However, the nearly 47,000 miles of interstate were conceived largely before Eisenhower’s presidency.  Even as he observed the Army’s 62-day, cross-country convoy of 1919, engineers were laying the political and technical foundations of national highways.  Earl Swift tells this longer history of the interstates in The Big Roads.

When Americans began calling for better roads, the typical road was mud.  The loudest calls for better roads at the beginning of the 20^th Century were cyclists, especially the colorful Carl Fisher.  Fisher’s most famous work is the Indianapolis Speedway, where a popular 500-mile race continues to be run.  His promotion of the Lincoln Highway, the first coast-to-coast highway (at least on paper), provided an important antecedent to the interstates.

The Lincoln Highway Association operated on a system that informed later highway development.  Rather than build a huge new highway, it selected existing roads for improvement, joining them together in a highway.  New roads were built only if necessary.  The association, a private organization that raised private funds for road improvement and route promotion, was a model for later systems in another way.  The Lincoln Highway was built and improved in pieces by a number of local and state agencies.  The association provided a route, coordination, promotion, encouragement, and sometimes funding, but the road improvements were mostly local works.

Thomas MacDonald, an Iowa highway engineer, was using a similar model as he worked for that state.  He worked with city and county road departments to coordinate improvements leading to a statewide system of decent roads.  When he became director of the Office of Public Roads, he brought this model to the federal highway program, institutionalizing it in the Federal Aid system that began in 1916.

Of course, the U.S. highways that developed under this system were not like modern interstates.  They were open to anyone along them.  In rural areas, they might have been and often still are long ribbons of pavement crossed by the occasional farm road.  In cities, they became crowded with business, especially restaurants and gas stations, that slowed traffic to a crawl.  This problems gave rise to the concept of a limited-access highway, first proposed by Benton MacKaye, the conservationist who conceived the Appalachian Trail.

MacDonald and his engineers began working the concept.  His office produced a report, authored primarily by Hubert Sinclair Fairbanks, that laid out most of the current interstate system in 1938.  Fairbanks supported that idea that better roads might solve problems related to slums and blight in cities.  The recommendations of this report and a follow-up commission were largely implemented in law in 1944, when the term “interstate” first appeared in legislation.

The plans for an interstate system languished during World War II and the years immediately following.  Eisenhower comes into the picture at this time because he strongly supported funding for the interstate system.

Highway engineers saw themselves as providing a good and giving the people what they wanted.  Along the way, as Fairbanks suggested, they could clean up the cities.  As they began to implement their plans in earnest, opposition arose.

Swift gives particular attention to two interstate opponents.  Critic Lewis Mumford provided the intellectual and philosophical foundation for the Freeway Revolt.  Joe Wiles, a black professional and veteran, organized opposition to Interstate 70 in Baltimore which resulted in changes to the plan and help unite the white and black communities in that city.  The federal and state governments began to take seriously the possibility that interstates could have a negative impact on the communities near them

The intestate system, finally completed in the 1990s, is the largest public works project in history.  Now that it is built, it needs to be maintained.  It will be expensive: $225 billion a year for the next 50 years to keep it in good shape.  That is more than twice what we’re spending.  In addition, improved fuel efficiency and reduced driving prompted by the economic downturn has reduced gas tax revenues for the Highway Trust Fund.  In the near future, we may need to find new ways to pay for maintaining our transportation marvel.

If you’re interested in this book, you may also be interested in

The Brooklyn Bridge by Judith St. George

Canals and Their Architecture by Robert Harris

Dreams of Iron and Steel by Deborah Cadbury

The Great Bridge by David McCollough

On the Mainlines by William B. Claycomb

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