Visiting Nurses, Tuberculosis Assailants, and their Ball Family Champions

As the United States exited the Gay Nineties and entered the 20th century, an increased concern for better systems of disease control and education swept the nation. As industry boomed, more and more people crowded into cities, both large and small. With crowds came germs and disease. Soon tuberculosis ranked as the leading cause of death in the country.

In Muncie, Indiana anxiety over bacterial diseases loomed just as large as in major cities like New York and Chicago. To combat these and other public health issues of the time, individuals stepped up to the plate and played vital roles in getting new organizations off the ground.

Fruit jar made by Ball Brothers Manufacturing Company, 1910-1920
Fruit jar made by Ball Brothers Manufacturing Company, 1910-1920, courtesy of the Minnetrista Heritage Collection.

By the early 1900s the term “Ball jar” had become a household phrase, and Ball Brothers Manufacturing Company distinguished themselves as the largest producer of canning jars in the world. In addition to the successful business bearing their name, the Ball family also left their mark on Muncie through civic work and philanthropy. During the first decades of the 20th century two notable women of the Ball family worked to improve public health in their region, and personally invested time and energy into advancing sanitation, hygiene, and medical access.

Bertha Crosley Ball, around 1900 and Sarah Rogers Ball, around 1890
Bertha Crosley Ball, around 1900 (left) and Sarah Rogers Ball, around 1890 (right), courtesy of the Minnetrista Heritage Collection

Bertha Crosley Ball was the wife of Edmund Burke Ball – the middle son of the Ball brothers. Born in 1875 in Terre Haute, she was the daughter of a well-known Universalist minister and had familial roots stretching back to the American Revolution. Her advantaged upbringing left her wanting for very little in her youth. After graduating high school she began her collegial studies at Vassar College where she received a degree in Social Work in 1898.

Cincinnati Enquirer, September 2, 1903, courtesy of the Minnetrista Heritage Collection

After completing her studies, Bertha moved with her parents to Indianapolis where her father served as state superintendent of the Universalist Church of Indiana. Shortly after, Bertha made a visit to her friend Bessie Ball in Muncie. There, Bertha was introduced to Bessie’s brother-in-law, Edmund. Despite a twenty year age difference the two hit it off right away and in 1903 the couple married. Edmund’s distinction as the wealthiest man in Indiana, led to many headlines stretching from Indianapolis to Muncie, and even into Cincinnati.

Contrasted with Bertha’s advantaged upbringing is that of her sister-in-law, Sarah Rogers Ball. Nearly twenty years older than Bertha, Sarah married Edmund’s older brother, Dr. Lucius Ball in 1893. Born in upstate New York, Sarah was the daughter of immigrants. With six siblings, Sarah’s childhood home grew crowded and did not come with many opportunities. By the age of 16 she had moved into the home of her older sister and brother-in-law. For Sarah this move opened up doors that had been previously closed. Her brother-in-law, himself the son of immigrants, made a name as a ship captain and built up a very profitable shipping fleet. When Sarah began studies at the Buffalo General Hospital School of Nursing in 1885 her sister and brother-in-law likely paid the tuition.

Dr. Lucius and Sarah Rogers Ball in Japan, 1917, courtesy of the Minnetrista Heritage Collection.

While Bertha and Sarah could not be more different on the surface, their interest in public health and service to their community tied them together. In the 1880s the discovery of natural gas created a boom of industry in the Muncie area. This development led to a period of growth and an expanding population that required social amenities and services, such as health care. Over the next few decades small hospitals came and went until Ball Memorial Hospital opened its modern facility in 1929. In the meantime, it became obvious that the industrial town not only needed reliable hospitals, but also advocates for improving the overall public health of the community.

Two such promoters came in the form of Muncie’s Visiting Nurses Association and the Delaware County Tuberculosis Association. Both organizations tackled issues of public health, and felt the influence of Bertha and Sarah Ball.

Formed in 1916, the Visiting Nurses Association existed “for the benefit and assistance of those otherwise unable to secure skilled assistance in times of illness; to promote cleanliness and prevent sickness by the teaching of hygiene, sanitation and the science of domestic management.” To accomplish these feats they provided general nursing, maternity service, child welfare service, nurses training, and a mental hygiene program.

Among those involved with the organization of the association was Sarah. As a former nurse it comes as no surprise that she had an interest in seeing the group established. When living in Buffalo, she had been involved in organizing a local Visiting Nurses Association as well.

Muncie Visiting Nurses Association staff, 1932
Muncie Visiting Nurses Association staff, 1932, courtesy of the Minnetrista Heritage Collection.

While Sarah’s role with the Visiting Nurses was low-profile, Bertha’s involvement was not. At the time of the group’s founding, the organization elected Bertha to serve as second vice president and she continued to actively serve on the board of directors into the mid-1930s; serving as president in the 1920s. Between 1922 and 1932 the association experienced rapid growth. Under Bertha’s leadership nursing staff expanded, the numbers of patients served grew, and community health rapidly improved.

Modern Health Crusade pamphlet. In the mid-1920s, the Delaware County Tuberculosis Association won the state award for the highest percentage of student participants in the program
Modern Health Crusade pamphlet. In the mid-1920s, the Delaware County Tuberculosis Association won the state award for the highest percentage of student participants in the program, courtesy of the Minnetrista Heritage Collection

Three years after the founding of the Visiting Nurses, the Delaware County Tuberculosis Association began to develop. With tuberculosis-related deaths on the rise, the group hoped to spread knowledge concerning the disease’s cause and treatment, and to take steps towards preventing its spread. Through lectures, anti-spitting campaigns, advertisements, tuberculin testing of cattle, and instructive visits from nurses, the association tackled its goals head on. Over time their work paid off and by the 1940s tuberculosis-related deaths in the county had almost completely disappeared.

In the association’s first years, Bertha and Sarah again found themselves highly involved. Both women helped incorporate the organization and were also among the first board members. Sarah personally offered up the use of her automobile to the organization, and Bertha regularly gave monetary gifts to the group when they struggled financially.

Bertha Crosley Ball, mid-1930s and Sarah Rogers Ball, around 1917
Bertha Crosley Ball, mid-1930s (left) and Sarah Rogers Ball, around 1917 (right), courtesy of the Minnetrista Heritage Collection.

A scan of both organizations’ records show Bertha and Sarah’s names regularly mentioned in formative years. Through their labor, a strong foundation was established for both organizations, cooperative relationships developed between the boards, and both associations experienced rapid growth. With backgrounds in social work and nursing, Bertha and Sarah each possessed an understanding of society’s larger public needs and desired to improve the well-being of all people. Through their work, public health efforts in the Muncie area improved, leading to an established concern with human and community health that continues today.

The Cleveland Clique’s Elusive Grasp for Control of the Bee Line Railroad

See Part IV to learn how the Cleveland Clique leveraged on John Brough to solidify its control of the Bee Line and a route to St. Louis.

John Brough, Henry B. Payne
(L) John Brough, courtesy of the Ohio History Connection. (R) Henry B. Payne, courtesy of the Library of Congress.

With John Brough’s election to president of the Indianapolis and Bellefontiane Railroad [I&B] on June 30, 1853, the Cleveland Clique cemented its position as the Midwest’s dominant railway cabal. Brough’s dual roles, both there and as president of the Mississippi and Atlantic Railroad (about to initiate construction between Terre Haute and St. Louis), personified the Clique’s reach.

It was also a visible sign of president Henry B Payne’s effectiveness crafting and implementing the Cleveland, Columbus and Cincinnati Railroad’s [CC&C’s] growth strategy. Now his attention turned to commanding the Bee Line component railroads and a line to St. Louis, both physically and legally. But, the Cleveland Clique’s grasp for control of the Bee Line Railroad would be elusive at best.

Map of railroads between Indianapolis and Cleveland c1860, annotated to show component Bee Line railroads, and the Columbus, Piqua and Indiana railroad
Map of the Bee Line component lines: CC&C, B&I in red, I&B in blue; Columbus, Piqua and Indiana Railroad (CP&I) in brown, courtesy of Erin Greb Cartography.

Just prior to Brough’s promotion, the I&B’s Clique-influenced board had resolved to convert its 4’ 8½” ‘standard gauge’ track (lateral dimension between rails) to the 4’ 10” ‘Ohio gauge.’ By law, the Ohio legislature had mandated that all railroads chartered there must be constructed to this dimension. As a result both Ohio legs of the Bee Line, the Bellefontaine and Indiana [B&I] and CC&C, had been built to this dictated standard. The Indiana-chartered I&B’s non-conforming gauge, however, prevented uninterrupted service between Cleveland and Indianapolis.

The I&B moved carefully to implement its gauge-change resolution. This was because, in early 1852, former president Oliver H. Smith had come to terms on a through-line agreement with a rail line being built between Columbus OH and Union IN – the Columbus, Piqua and Indiana Railroad [CP&I]. When completed, this important link would provide a connection to lines extending toward Pittsburgh, and on to Philadelphia over one of the growing trunk line giants: the Pennsylvania Railroad.

image of Oliver H. Smith
Oliver H. Smith, courtesy of the Indiana Historical Society.

As part of through-line negotiations to coordinate schedules and share facilities, the CP&I had acceded to Smith’s demand that it petition Ohio’s legislature to build to the I&B’s ‘standard’ gauge. It soon received a legislative exemption and began building. However, the CP&I met financial headwinds almost immediately – most notably from the Pennsylvania Railroad, which failed to meet its guarantee commitment when the company defaulted on construction bonds. Unfortunately, following bankruptcy reorganization, the CP&I would not complete construction to Union until 1859.

From the I&B’s perspective, the CP&I’s financial problems and construction delays seemed insurmountable. In contrast, the temptation to avail itself of lucrative east-west business across the combination of Ohio gauge B&I and CC&C lines proved irresistible. Under cover of a finely crafted resolution to skirt its through-line agreement with the CP&I, the I&B board resolved to lay track using the Ohio gauge as “other circumstances and relations for the welfare of the Road may require.” Under this guise, by the summer of 1853, it had re-laid track between Union and Muncie to the “Ohio gauge”.

Given this developing situation, the CP&I felt compelled to act. It successfully sought a preliminary injunction to block further track/gauge conversion. The Bee Line was effectively stymied in its effort to achieve a uniform gauge run from Cleveland to Indianapolis. Although the I&B argued the 1852 through-line agreement was silent on the CP&I’s track conversion accord, Smith’s apparent sidebar pact proved compelling to the court. I&B president John Brough, backed by a new board replete with Clique members, was directed to move decisively to resolve the problem in late summer 1853. It proved to be a particularly costly settlement.

Together, all component roads of the Bee Line agreed to guarantee the CP&I’s performance on $400,000 of bonds issued to complete the road to Union. Beyond eventually finding themselves on the hook for this issue, the Bee Line roads would provide another, and then another tranche of funding by the time the CP&I limped into Union in 1859. At least the I&B could now finish its Ohio gauge track conversion between Muncie and Indianapolis. And, under terms of the settlement, the CP&I also re-laid its track to the Ohio gauge.

Winding up the CP&I lawsuit had been a prerequisite to inking a Cleveland Clique-initiated through-line agreement among all Bee Line component roads. The day after securing the CP&I settlement, the Bee Line’s through-line agreement was signed. There were two telling provisions that spoke to the different vantage point of the Cleveland Clique and Hoosier Partisans.

Map of midwestern railroads c1860, annotated to show Bee Line component railroads and intersecting rail lines to Pittsburgh
Map of the Bee Line component railroad: I&B, B&I in blue, CC&C in red; lines to Pittsburgh in brown: CP&I to S&I/P&S, O&P, courtesy of Erin Greb Cartography.

On the one hand, the agreement allowed the B&I and I&B to make “fair and eligible connections and business arrangements . . . to secure . . . their legitimate share of the business between the cities of Philadelphia, Pittsburgh and Indianapolis.” While this clause provided a degree of freedom for the Hoosier Partisans and their Ohio counterpart to step away from their CC&C overseer, the other clause was engineered to reign in these independently minded stepchildren: “The B&I and I&B shall be consolidated at the earliest practicable moment.”

As to the latter clause, it would be easier for the Cleveland Clique to do its bidding if the Hoosier Partisans’ influence was diluted in a newly constituted board. At the same time, combining the two lines could prevent the Partisans from cutting their own agreement with the CP&I to carry traffic back and forth to Columbus and toward Pittsburgh via Union – totally avoiding carriage over the B&I and CC&C. And there was also a second option to reach Pittsburgh, via the Ohio and Pennsylvania Railroad (O&P) – passing near the B&I’s eastern terminus at Galion OH. Still, at the time, the Clique’s consolidation mandate only served to draw the two smaller lines more closely together in their common struggle for independent decision-making. As unfolded for the Cleveland Clique, however, its consolidation directive would not be accomplished easily or quickly.

image of David Kilgore
David Kilgore, from the author’s personal collection.

Squirming under the Clique’s dictate, and recognizing its strategic position as the funnel for rail traffic to and from Indianapolis to either Cleveland (and New York) or Pittsburgh (and Philadelphia), the I&B board served up its own subtle message. Essentially touting its option to bypass Cleveland through separate links to Pittsburgh, Hoosier Partisan David Kilgore proposed a name change “from and after the first day of February 1855. . . . The said Corporation shall be known by the name and style of the ‘Indianapolis, Pittsburgh and Cleveland Railroad Company’ [IP&C].” It was overwhelmingly adopted.

The name change really symbolized much more. The locally controlled and focused I&B railroad era was gone. The newly rechristened road would now test its wings as a regional player—hoping, like a teenager seeking freedom from parental control, to stand apart from the clearly parental CC&C.

Map of the proposed Mississippi and Atlantic Railroad route from excerpt of Map of the Bellefontaine and Indiana Railroad 1852
Map of the proposed route of the Mississippi and Atlantic Railroad. Excerpt from “Map of the Bellefontaine and Indiana Railroad and connecting lines” (W. Milnor Roberts, Chief Engineer: 1852). Courtesy of the Library of Congress.

Separately, in 1854, John Brough was ramping up his Mississippi and Atlantic Railroad [M&A] – destined to link Terre Haute and St. Louis. After an arduous legal effort to validate its claim to an Illinois charter, the M&A had prevailed against Chicago and Mississippi River town political interests earlier in the year. However, it would soon be faced with another trumped-up legal challenge and a concerted public relations effort to undermine its viability and management capabilities. Such obstacles were having a detrimental effect on Wall Street investors.

In March 1854 a legal opinion by Abraham Lincoln’s Illinois law office asserted the illegality of the M&A’s corporate existence. Then, a New York newspaper article questioned Brough’s managerial track record at the Madison and Indianapolis Railroad. The investor community was beginning to shy away from the M&A.

Nonetheless, with short-term funding secured, Brough pressed on with the M&A’s building phase. He issued a marketing circular and let contracts for the whole line by May, announcing the line would be completed by the summer of 1856. Brough would spend an increasing amount of time on this effort as 1854 wound down.

By the beginning of 1855 it was becoming clear Brough had the M&A on his mind. At the very least, the M&A’s pivotal role in the Cleveland Clique’s Midwest control strategy virtually mandated Brough’s full-time attention. Rumblings of his imminent departure reached IP&C board members by early February. He resigned as IP&C president on February 15, noting “experience has demonstrated to me that in this event my entire time and attention will be required on that [M&A] line.”

image of Calvin Fletcher
Calvin Fletcher, courtesy of the Indiana Historical Society.

Former I&B director (1852-53) Calvin Fletcher, among Indianapolis’ most prominent civic and business leaders, was elected president in Brough’s stead. Reluctantly thrust into the role, Fletcher noted, upon hearing of his election: “I learned to my regret I was appointed President of the Bellefontaine R.R. Co.”

Fletcher’s reticence to assume the post was understandable, based on his close familiarity with the affairs of the I&B. “I fear their affairs are desperate . . . It needed my character & acquaintance to unravel the mischief of the finances. . . . The president Brouff [Brough] has no influence on the road. All employees eschew his authority & claim that the Superintendent is the man to look to & not the President. The road & its business is [sic] in great confusion.”

image of James F. D. Lanier, c1877
James F. D. Lanier, Sketch of the Life of J. F. D. Lanier, self-published, 1877.
image of Chauncey Rose
Chauncey Rose, courtesy of the Indiana Historical Society.

Even though Brough was dealing with M&A matters full time beginning in mid-February 1855, the concerted efforts of powerful Chicago and Mississippi River town political interests had swept away investor confidence. James F. D. Lanier, the M&A’s financier through the Wall Street firm that bore his name – Winslow, Lanier & Co. – decided to take desperate action.

On May 20th the M&A board, controlled by Lanier, demoted Brough to Vice President in favor of Chauncey Rose. Rose, founder of the Terre Haute and Richmond Railroad linking Indianapolis with Terre Haute, assumed the presidential mantle. In spite of his impeccable reputation as a railroad executive, Rose’s presence failed to sway the investor community.

John Brough would not live to see the Mississippi and Atlantic Railroad completed to St. Louis. And, more to the point, how would the Cleveland Clique view Brough as their pawn in its broader Midwest railroad control strategy?

Check back for Part VI to learn more about the Hoosier Partisans move for autonomy as the Cleveland Clique tightened its grip on the Bee Line Railroad.

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