100 E Main now Malcom X. Street.

Note how the roof of the front porch extends of the porte cochere and how the driveway sloped downward, which must have been a struggle for the carriages that visited the home.

The home at 100 E. Main was built in 1875, which is supported by the 1874 Map of Lansing that showed no structures present on Block 177, Lot 11. An article from the Lansing State Journalstated that that the land was part of the original grant to William W. Townsend by the United States in the 1830s. (LSJ1/2/1964) I find it odd that no home was built on this site prior to 1875, it was a prime piece of property overlooking the Grand River on a high bluff. The home was built for James L. Stewart who had a marble business at 400 S. Washington, and designed and built, with his partner Edwin L. Hopkins, the Soldiers Monument at Mt. Cemetery in Lansing.

100 E. Main, Lansing, MI.

On the second floor, to the right of the gable, there are two windows on the façade of this structure, which is an obvious later addition. Note the fantastic gingerbread work on the gable and the decorative columns and spindles on the porch.

So, what happened to the home? Well if you look at the first image of the home you can see that there is a sign to the left of the photograph and in the above image you can see how the motel building wraps around the home. That was the Riverside Manor Motel, hailed at is opening in November of 1957 as a sign of the future development of the city. The residence at 100 E. Main was acquired by the Riverside Corporation in January 1964 and torn down soon afterward. A pool for the motel was installed where 100 E. Main once stood.

The Riverside Motor Inn, 102 E. Main, the name changed from Riverside Manor Motel in the 1960s. Note the umbrellas and the pool to the right in the above image, where 100 E. Main once stood. Placing the date of the above image after 1964.

The Riverside Motor Inn was acquired in 1971 by the Motel 6 Corporation, which decided in in 1978 that it was better to tear down the structure then renovate the building. In 1980 a new 120 room Motel 6 opened on the property, which included the site where 100 E. Main once stood. Later the Motel 6 Corporation, sold the hotel to another owner who renamed the motel the Deluxe Inn. The Deluxe Inn became a problem for the city, the motel morphed in to a location that the police visited on a regular basis. Shootings, drug overdoses, prostitution and a variety of nefarious dealings were common at the motel. The Deluxe Inn property was sold at a sheriff’s auction for back taxes in 2009. The building was torn down in 2010, panels from the motel were used to create the REO Town sign that now stand on the property. Essentially in the space of fifty years three structure were present on Block 177 Lots 10-11; 100 E. Main, Riverside Manor Motel and Motel 6. Now the site is an empty lot. More importantly the city lost a beautiful home. There is no doubt that whoever owned the property would face difficulty when Interstate 496 carved up the area resulting in the drop in the value of the property. The highway essentially cut off the development of the downtown core to the southward, isolating REO Town.

James L. Stewart was a bit of a mystery. He was born March 13, 1830 or 1831 in Ontario, Canada. He was married to an Annie Potter(?) and appeared in the 1871 Census of Canada, living in Elgin, Ontario, with Annie and working as a marble dealer. James was 40 at the time of the census and Annie was 34. The next record for James L. Stewart is the 1880 United States Census, where James was working in Lansing as a marble dealer and married to Wilda who is 17 years his junior. Annie died in 1906 and was buried in the Burdick Cemetery, Elgin County, Ontario. Her tombstone reads, Ann wife of Jas. L. Stewart. James was not buried in the Burdick Cemetery. The James, from the 1880 Census, died in San Diego, California on October 27, 1894, he was buried at Mount Hope Cemetery in San Diego. James had retired to, San Diego after living in Lansing. “James L Stewart, who was formerly engaged in the marble business in Lansing Mich., died at his home in San Diego Cal. aged 63 years.” (Stone and Illustrated Magazine, Vol X December 1894-May 1895) Wilda Stewart continued to live in San Diego, operating a boarding house. In the 1910-1930 Censuses she is living in an apartment in Long Beach, California. There is a death record for a Wildia Stewart, in San Francisco, California on July 10, 1931, that is the only record that has been located for Wilma. So, what does this all mean? Is it possible that James left Annie for a younger woman? It was odd that James L. Stewart was not buried with Annie in the Burdick Cemetery. Or did James abandon his wife and essential take a common law wife without annulling his first marriage? That could explain why he left Canada. Of course, this could all be wrong, there may have been two James L. Stewarts who were both marble dealers and born within a year of each other in the same location.

©Lost Lansing 2018

Every so often we are asked to identify images and try and determine just where the subject/building/home/etc., is located. The above photograph is an example of an image long identified with Lansing, in fact it appeared in two books on Lansing history. The problem is that neither book identified where the business in the photograph was located in Lansing.

The first clue is in the top right-hand corner. It is the name of a physician, Dr. McPherson, the second clue is the number 73 below the window pane with Dr. McPherson’s name. So, we have a name and street address number, but not the street name. After reviewing the Michigan Gazetteersand census information all signs point to Dr. James A. McPherson, a well-known physician who practiced in Grand Rapids. We have a last name and street number. After searching the Lansing City Directories in the 1890s, we find no McPherson practicing medicine in Lansing in the 1890s. Why was the decade of the 1890s chosen? Well that is based upon the style of dress of the individuals in the photograph. Reviewing the Grand Rapids City Directories’ for the 1890s we know that Dr. McPherson’s office was located at 73 Canal Street in 1892 and 1893. However, this is not enough, we need corroboration.

If you look closely in the above image, under the poultry you can barely make out the name of the company next door to Dr. McPherson’s office. The front of the awning the words ‘Wholesale and Retail’ appear, the rest is obscured. So, given that this was either a butcher shop or a commercial hide company, there are bear and deer carcass hanging in the windows, it had to be one of the two. The Grand Rapids City Directories’ for 1892 and 1893 listed the Western Beef and Provision Company at 71 Canal Street. Given all these factors it can be stated with a high degree of certainty that the image is from Grand Rapids and not Lansing. Of course, today there are a variety tools that can be used to aid in the identification of a photograph that were no available to earlier researchers. Now an image can be scanned, then changed to a negative and manipulated in a variety of ways that allow more information to be pulled from a photograph then was possible just 20 years ago. The researcher can also examine a wide range of City Directories and other sources electronically, while back in the day the authors of the books where these images were published could not. So, if you are willing to stretch the definition of Lost Lansing, this really is a loss for Lansing, but a gain for Grand Rapids.

© Lost Lansing 2018



Frank Clark started to build the Clarkmobile in 1902 and the first model appeared in 1903.  The Lansing newspapers, on June 6, 1903 ran a story on the ‘Unbreakable Clarkmobile’, driven by Will Newbrough, and how the car and driver survived a bad accident.  Does the name of the driver seem familiar? The 1903 Clarkmobile was a marvel of innovative features.  It had wheel steering, a front end, (yes it had a hood) and a perky little engine.  Frank Clark’s father, Albert, was unsure about this new-fangled form of transportation, so Frank stayed away from the automobile industry until after his father’s death.  One interesting facet of automotive history is that Clark & Company Carriage Works built the body for the first test car produced by Ransom E. Olds in 1896.

A Close up of the 1904 Clarkmobile

Frank Clark sold his rights to the Clarkmobile to the New Way Motor Company in 1905.  Frank Clark went into business with Claude Furgason and established the Furgason Motor Company in 1909 to create the next generation motorcar, which would be known as the Clark. The problem is the image clearly states the vehicle was produced by the Clark & Company?  Why not the Furgason Motor Company?

New Way Motor Company


Here is an ad for the New Way Clarkmobiles.  Clark sold his interest in the Clarkmobile to 1905 to the New Way Motor Company.  It is interesting to note that the models being sold are from the previous year.

The New Way Motor Company was formed in January of 1905 as a successor [?] of the Clarkmobile Company.  The Lansing Journal 1/26/1905 explains that, “The Clarkmobile Co. has been reorganized for the continuation of the business under the name New Way Motor Co.” The initial capitalization was $100,000; Arthur Cortland Stebbins was president of the company, Joseph W. Knapp vice president, William H. Newbrough treasurer, Earl W. Goodnow secretary and finally Charles H. Way was the mechanical engineer. Chester D. Woodbury, Harris E. Thomas and Homer D. Luce also facilitated the incorporation of the company, which would also produce gasoline engines. This is odd, the sale of the Clarkmobile was almost an afterthought, was the production of engines was the main focus of the company? Or was the intent to sell off the Clarkmobiles and concentrate on the production of engines? Just what type of engine did the Clarkmobile use? They had a 7 H.P., 4 cycle single cylinder gasoline engine. Did Frank Clark design the engine? Why wasn’t Frank Clark part of the new company? These are questions I have not been able to find answers to. What is known is that New Way was briefly housed in the old Clark plant on South Grand Avenue until its move to Sheridan Street. One curious note in the State Republican from January 26, 1905 stated that a new auto car was being perfected in their shop. Did that mean they were improving the Clarkmobile? The article also stated that Newbrough owned 137 shares of the company, Stebbins 110 shares, Thomas 45 shares, Woodbury 55 shares, Knapp 55 shares, Goodnow 28 shares and Luce and Way 15 shares each. Did Frank Clark sell his entire interest in the company or was it lost to the initial investors? Just a note, the company was named after William H. Newbrough and Charles H. Way. (LSJ 2/11/1931)

The names of several prominent Lansing families are mentioned as having an interest in the New Way Motor Company.  The real driving force behind the company was William H. Newbrough and Charles Way.  By June of 1905 there is no mention of the Clarkmobile when the Lansing Journal described the move of the New Way Plant to Sheridan Street. The article only discussed the New Way Air Cooled Engine. Did the company sell off the remaining Clarkmobiles to cover the cost of their acquisitions? There was no reference to the new vehicle that was being perfected in January 1905. (LJ 6/26/1905 and SR 6/27/1905) It is interesting to note that a Will Newbrough is mention in an early newspaper account of the ‘Unbreakable Clarkmobile’. Just what the relationship between Newbrough and Clark was is still unknown.

The Charles Way, Engine Patent filed in 1904 Approved 1907

The New Way Motor Company essential was in the production of an air-cooled engine that was the brainchild of Charles Way. The company used the old Clarkmobile chassis and fitted it with the new engine [I can find no documentation for this statement which appears in several encyclopedias on automobiles]. The Clarkmobile Company transferred its patents and other properties to New Way Motor in 1905 [the transferred patents were # 776,708, 870,001 and 768,162]. The New Way Motor Company survived until 1930 when it was placed in receivership and its assets were put up for sale.  A company with the name of New Way Engine and Machine Company continued until 1940. After that there is no record of the company. See LJ 9/26/1908, LSJ 10/9/1930 and LSJ 3/7/1936

Charles Harvey Way, the mechanical engineer/designer behind the New Way Engine, which seems to have been designed while he was an employee of the Clarkmobile Company. I am not an automotive engineer but the engine appears to be impractical for use in an automobile but perfect for a stationary engine. This may be the reason why New Way was interested in acquiring the Clarkmobile Company, not for the vehicle but for the stationary engine that Way designed.


Clark Power Wagon

Frank Gunnison Clark was born in Lansing in 1866 to Albert and Hannah (née Gunnison) Clark. Frank attended Lansing Public schools and he graduated from the Michigan Agricultural College in 1890 with a B.S. in the Mechanical Course. After he completed his studies Frank work for his father at the Clark Carriage Works. On August 21, 1897, the Olds Motor Vehicle Company was formed with Frank J. Clark being named as a stock holder with 125 shares. Just what Frank Clark and Ransom E. Olds relationship was is unclear, Olds was born in Ohio in 1864 and his family came to Lansing in 1880. Undoubtedly the two young men knew each other, the families lived within three blocks of each other and both their fathers Pliny and Albert we familiar with each other’s business. The story goes that Ransom and Frank formed an agreement that Ransom would furnish an engine, while Frank would build a body, together they hoped to create a motor vehicle. Their parents were stunned and forbad the two you men from working together. What Frank and Ransom did was to work together on the vehicle late at night away from the oversight of their parents. It seems odd the Olds family would prohibit Ransom from working with Frank, Ransom was 32 years old and was part owner with his father in the machine shop, while Frank was 30 and had married in 1893, but lived with his parents and wife in 1900 at his father’s home. I am not sure what happened between Clark and Olds and why Frank Clark was not part of Olds Motor works or later REO. Frank designed and built the Clarkmobile, which was later sold to New Way Company, Frank later founded the Clark Motor Company, neither company brought Frank success. He later built a truck called the Clark Power Wagon and helped to establish the commercial truck industry in the United States. The Clark Power Wagon Company was the successor to the Clark Motor Company and the Fergason Motor Company using the old Clark Carriage Works plant as its production facility. (Motor Age 4/21/1910) The Clark Power Wagon Company stopped operations in 1912, REO began manufacturing trucks in late 1910, I have never compared the designs of the Clark Power Wagon and the first REO truck, but I am sure it would be interesting. In 1913, Frank left Lansing for Pontiac where he founded the Columbia Motor Truck and Trailer Company a business he managed until his retirement in 1929. Frank settled in Mason, Michigan after his retirement and died of a heart attack while visiting Bloomfield Hills, Michigan on August 14, 1952, he was 85. (LSJ 8/15/1952)

© Lost Lansing 2018