How Indy’s Queer Community Challenged Police Harassment in the 1980s

The Works, January 1985, 9, Chris Gonzalez GLBT Archives, IUPUI Library.

Heart racing, 31-year-old Steven Ott escaped the aggression of his companion, whom he met at Our Place (now Greg’s), by jumping out of the car near 34th and Georgetown Road. He fled to a nearby Taco Bell and ran towards three Indianapolis Police Department (IPD) cars parked in its lot. Ott recounted the frightening experience to the officers, who offered to call him a cab, but refused to do anything about the assault.

“Faggot,” stated one of the officers as Ott waited for his cab. Ott took down the license plate number of the offending officer only to be arrested. According to Ott, when asked why he was being arrested he never received a reply. He spent the night in Marion County’s jail and when he appeared before a judge the next morning he was told simply “that he could go—no hearing, no formal charges.” Reportedly, the officers initially charged Ott with public intoxication, although they never filed an affidavit with the court. [1] 

The Works, December 12, 1985, 9, Chris Gonzalez GLBT Archives, IUPUI Library.

Indianapolis’s LGBTQ community encountered and protested numerous challenges posed by law enforcement in the 1980s, including police surveillance of cruising sites, harassment at safe spaces, and possible prejudiced police work as homicide rates increased for gay men. Bars served as a popular safe space or third space environment where members of the queer community could socialize. But they were also the site of harassment, surveillance, and violence. Gay rights activist Mike Stotler recounted police harassment at Terre Haute’s gay bar, R-Place. [2] He reported “You can be in the bar for maybe just one hour, and be asked to present ID to a police officer four or five times. The police also routinely copy down license plate numbers in an attempt to intimidate the bar’s patrons.” Stotler also described violent harassment, stating that one man en route to R-Place alleged that two police officers picked him up, drove him from the bar, and beat and verbally assaulted him. Despite broken ribs and a hospital stay, “The victim has so far been afraid to report the crime, for fear of losing his job and coming out to his family.”

Michael Petree, courtesy of The Works, February 1983, 8, Chris Gonzalez GLBT Archives, IUPUI Library.

Mistrust of police following such encounters would stymie efforts to solve a string of murders, tracked back to 1980 but most likely earlier (either not reported by the news or not explicitly stating the victims were associated with an LGBTQ identity). There was fifteen-year-old Michael Petree, murdered in 1980 and left in a ditch in Hamilton County. [3] Then it was twenty-five-year-old Gary Davis, murdered in 1981 on the Southside of Indianapolis. [4] The following year, twenty-six-year-old Dennis Brotzge was murdered on the Northside of Indianapolis. [5] The body of Delvoyd Baker, an eighth-grader who was last seen in an area of Monument Circle known for teenage prostitution, was found in a ditch in Fishers. [6] With his death, police ramped up efforts to find the perpetrator. Police Chief Joseph G. McAtee stated, “I believe as chief of police when a 14-year-old boy gets picked up downtown and murdered, and young teen agers are getting money for prostitution on the Circle, we have an obligation not to let this happen to our young people.”

Delvoyd Baker, courtesy of The Indianapolis News, October 4, 1982, 13, accessed Newspapers.com.

However, president of LGBTQ civil rights organization Justice Inc. Wally Paynter told The Indianapolis News in 1998, “‘The police put this on the back burner. They didn’t discuss it across jurisdictional lines. . . . If these had been CEOs’ bodies scattered across the community, there would have been a manhunt the likes of which you had not seen.'” Out & About Indiana author Bruce Seybert had a different take and told the News that he believed “some police officers honestly didn’t know how to plug into the gay community for help, but that they learned along the way and established longer-term contacts because of the investigation.” [7] Regardless of the extent of their efforts, police found questioning possible witnesses “extremely difficult” due to LGBTQ mistrust of the police. [8] This led the police to a new strategy—surveillance of cruising sites. Police undertook surveillance in the hopes of deterring similar crimes and catching the perpetrator, but also to “cut down prostitution, assaults and harassment of tourists.” [9]

In an era before dating apps, cruising sites provided common areas where LGBTQ members could congregate and meet other people. They tended to be associated with gay men gathering with the intention of a sexual encounter. In an article about why homosexual men took part in cruising, the New York Times quoted an anonymous participant, who stated “Society doesn’t accept us and it’s hard to meet people, sexually or socially.” In Indiana, areas like the downtown public library branch, Monument Circle, Fall Creek, and Skiles Test served as common cruising sites. In addition to surveillance, police went undercover in an attempt to arrest men for breaking “vice laws.” These efforts furthered suspicion of police motives among the queer community, especially because some officers conflated prostitution with homosexuality. With announcement of surveillance following Delvoyd Baker’s murder, the LGBTQ community expressed concerns that police would violate their rights by filming patrons frequenting gay bars, the videotapes of which police promised to make available to the public.

The Works, March 1983, 30, Chris Gonzalez GLBT Archives, IUPUI Library.

In 1983, at the initiative of the queer community, leaders of the Indianapolis Gay/Lesbian Coalition (IGLC)—comprised of fourteen educational, religious, political, business, and social organizations—met with police officials to volunteer their help in solving the murders and improve relations with the IPD. They also made seven recommendations to police, including establishing a liaison to communicate with the homosexual community; cease video surveillance; train officers to be more sensitive in their interactions with the LGBTQ community; and educate the police force about homosexuality. Public Safety Director Richard Blankenship noted that the meeting “‘opened the door to better communication between gays and the Department of Public Safety. . . . We feel we can resolve our problems much quicker and more effectively than we have in the past.'” [10]

IGLC made progress in opening a line of communication between law enforcement and the queer community, which in turn may have improved efforts to solve gay-related homicides. This progress was intermittent however, and Stan Berg reminded readers of The Works “We must remember the conservative political and sexual climate of Indiana.” [11] In 1984, plainclothes policemen wrongly accused gay men of prostitution, an incident IPD officials described as “well-motivated but unfortunate.” [12] Three LGBTQ organizations in Indianapolis, as well as those in Muncie, Columbus, and Bloomington, either attended or endorsed a press conference denouncing harassment and the resumption of video surveillance.  Twenty-three individuals issued harassment complaints with the Indiana Civil Liberties Union. One of these was David Molden, who claimed officers choked and slapped him during his arrest for using false identification. [13]

The Works, August 1984, 8, Chris Gonzalez GLBT Archives, IUPUI Library.

The New Works News noted in 1988 that, again at the initiative of the queer community rather than police officials, the IPD and LGBTQ community came together regarding a string of robberies of Indianapolis gay bars. Detective Don Wright invited representatives from all of the affected bars, as well as victims and witnesses. The New Works News described the meeting’s turnout as “heartening” and that “Each of the victims present at the meeting was asked to tell their version of the incident in which they were involved. All did so in detail and apparently in all of the incidents the attitude and discretion of the responding officers was exemplary, with one exception.” [14]

Detectives at the meeting pledged to dispatch more plainclothes officers at the affected businesses to deter future robberies. The LGBTQ community’s earlier efforts to help the IPD solve LGBTQ-related murders resulted in this more collaborative spirit. It is unclear if their assistance helped the police investigation, as some of the murders were not solved until 1998 with the discovery of Westfield serial killer Herbert Baumeister. In the case of some victims, police never identified the perpetrator. However, the murders resulted into closer communication between the queer community and the IPD.

As with most efforts to secure civil rights, progress for the queer community in the city known for its “Polite Protest” and “Hoosier Hospitality” occurred in fits and spurts. Indiana’s 2015 Religious Freedom Restoration Act signaled that the struggle for LGBTQ rights in the U.S. endured into the 21st Century. However, the efforts of the IGLC and the Indiana Civil Liberties Union in the 1980s removed some of the stigma in seeking recourse against discrimination.

The Works, January 1985, 22, Chris Gonzalez GLBT Archives, IUPUI Library.

A note on sources:

This piece used materials gathered by Indiana Landmarks’ Central Indiana LGBTQ Historic Structures & Sites Survey, a project to compile information associated with Indianapolis-area queer history, architecture, and places. The research materials have been provided to the City’s Historic Preservation Commission for incorporation into new local historic district neighborhood plans.  Additional sources include the following. All newspaper sources can be accessed via Newspapers.com.

[1] “More Police Harassment,” The Works, November 1985, p. 11, accessed Chris Gonzalez GLBT Archives, IUPUI Library.

[2] “Trouble in Terre Haute,” The Works, December 1982, p. 12, accessed Chris Gonzalez GLBT Archives, IUPUI Library.

[3] Susan M. Anderson, “Officials Identify Dead Boy,” The Indianapolis Star, June 24, 1980, 17.

[4] “Friends Questioned About Davis Slaying,” The Indianapolis News, August 13, 1981, 39.

[5] “Cause of the Brotzge Death Unknown,” The Indianapolis News, June 2, 1982, 49.

[6] Wanda Bryant-Wills, “Leads Come Slowly in Homosexual Killings,” The Indianapolis News.

[7] David Remondini, “Police Start Using Cameras to Help Cut Midtown Crime,” The Indianapolis Star, October 20, 1982, 51.

[8] George Stuteville, “‘Gay’ Area Probed for Clues to Youth’s Death,” The Indianapolis Star, October 5, 1982, 1.

[9] The Indianapolis Star, October 20, 1982, 51.

[10] The Indianapolis News and The Indianapolis Star, January 11, 1983.

[11] “Second IGLC/Police Meeting Yields Few Results,” The Works, May 1983, p. 12, accessed Chris Gonzalez GLBT Archives, IUPUI Library.

[12] George Stuteville, “Harassment Charges Worry Some Police as well as ICLU,” The Indianapolis Star, June 30, 1984.

[13] “Gay/Lesbian Groups Blast ‘Harassment’ on Circle,” The Indianapolis News, July 12, 1984, 12.

[14] E. Rumbarger, “IPD Holds Meeting to Investigate Gay Bar Robberies,” The New Works News, January 1988, p. 1, accessed Chris Gonzalez GLBT Archives, IUPUI Library.

National Aspirations, Financial Chicanery and the Ultimate Destiny of the Bee Line Railroad

Leander M. Hubby (Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 4. Cincinnati: Western Biographical Publishing Company, 1887); First Annual Report Cover, Cleveland, Columbus, Cincinnati and Indianapolis Railway, books.google.com.

On December 5th 1868, a home gas stove explosion nearly killed and “terribly burned” longtime Cleveland, Columbus and Cincinnati Railroad (CC&C) president, Leander M. Hubby. For more than a decade Hubby had led this regional powerhouse as it solidified its financial grip on the Bee Line component railroads. Along the way, he earned an almost patriarchal reputation among officers and men of the road’s operating corps.

Routes of the Cleveland, Columbus and Cincinnati Railroad , Cleveland, Columbus, Cincinnati and Indianapolis Railway
Routes of the Cleveland, Columbus and Cincinnati Railroad (green; Bee Line), Bellefontaine Railway (red) and Cleveland, Columbus, Cincinnati and Indianapolis Railway (green and red), courtesy of Erin Greb Cartography.

In May 1868 Hubby had assumed the presidency of the successor railroad that, for the first time, combined the Bee Line components roads into a single legal entity: the Cleveland, Columbus, Cincinnati and Indianapolis Railway (CCC&I). Unfortunately, his near-death experience effectively sidelined Hubby until he officially resigned his role in September 1870.

Oscar Townsend (Crisfield Johnson, History of Cuyahoga County, Ohio. D.W. Ensign & Co., 1879.); Hinman B. Hurlbut (J. Fletcher Brennan, ed., Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 1. Cincinnati: John C. Yorston & Co., 1880.)

Into this leadership vacuum stepped a new duo of recently ensconced Bee Line board members. Oscar Townsend’s board appointment in September 1868 closely followed Hinman B. Hurlbut’s similar election at the formation of the CCC&I that May. Then, following Hubby’s unfortunate accident and subsequent resignation in 1870, the Townsend/Hurlbut duo formally assumed their heretofore-tacit responsibilities as president and vice president. They could not have written a more perfect script.

Hurlbut had joined the Bellefontaine Railway’s board and finance committee at its formation in 1864. His Cleveland-centric banking business included numerous Cleveland Clique clients. Soon he was part of the group. Hurlbut had purchased the charter of Cleveland’s Bank of Commerce in the 1850s and reorganized it as the Second National Bank.

Oscar Townsend began his career with the CC&C as a laborer in 1848. Between 1856 and 1862 he advanced through the ranks of its Cleveland freight office. Townsend shifted to Hurlbut’s Second National Bank in 1862, learning his banking skills at Hurlbut’s knee.

The CC&C’s longstanding general ticket agent S. F. Pierson reported, in an exposé on the demise of the railroad, that Hurlbut had tapped the bank of its financial strength by the time he left it in 1865. While one flattering biographer characterized Hurlbut’s exit as due to “the arduous labors and close application necessitated by these and other financial tasks he had undertaken,” Pierson had a different take.

Samuel F. Pierson
Samuel F. Pierson (The Biographical Directory of The Railway Officials of America for 1887. Chicago: The Railway Age Publishing Company, 1887: 252)

From Pierson’s perspective, Hurlbut “retired, consequent upon the destruction of more than its [the Second National Bank’s] entire surplus, and some of the securities and private deposits of the Bank. These…had been abstracted, and the money lost in speculation. The cashier had ended his own life in a painfully tragic manner, and Mr. Hurlbut was permitted to retire.”

It was about this time that Oscar Townsend also left the bank and segued to a superintendent’s role overseeing the Western Department of the Empire Transportation Company. Such businesses were immensely profitable and important extensions of the railroads they served in the post-Civil War era. Responsible for developing relationships with key shippers, businesses such as the Empire Line “fast freight” often decided which railroads would transport the huge amounts of freight under their control.

Empire Line “fast freight” boxcar
Empire Line “fast freight” boxcar (The Official Railway Equipment Register, Vol 23, No 9, February, 1908. New York: The Railway Equipment and Publication Company, 1908: 50.)

At the same time, nearly all railroad presidents quizzed by an 1867 Ohio Special Legislative Committee confessed they had been offered fast freight line stock “on favorable terms, or as a gratuity.” Enticed railroad directors began to work in concert with the “fast freights” to direct high-value freight traffic over their favored “fast freight”. This left only bulkier and less profitable local freight for the railroads themselves.

Inasmuch as the CCC&I started life in 1868 as a “financiers” railroad, Townsend and Hurlbut fit right in. By the time of Hubby’s retirement in 1870, they took control.

David Kilgore, author’s personal collection.

In the Bee Line’s new form, an old and wily politician to handle the Hoosier “good old boy” network was no longer needed. The long railroad career of David Kilgore came to an end in February 1870. And with his departure went the last vestige of the Hoosier Partisans.

Routes of the Atlantic and Great Western Railway, Erie Railway, Cleveland, Columbus, Cincinnati and Indianapolis Railway, Cincinnati, Hamilton and Dayton Railroad
Routes of the Atlantic and Great Western Railway (blue), Erie Railway (orange; partial), Cleveland, Columbus, Cincinnati and Indianapolis Railway (green; Bee Line), and Cincinnati, Hamilton and Dayton Railroad (purple). Courtesy of Erin Greb Cartography.

Only one significant transregional railroad would be constructed during the Civil War. The amalgam of railroads that became known as The Atlantic and Great Western Railway Company (A&GW) would stand by itself. With huge capital infusions from London and Continental investors, the road opened for business in August 1865 along its entire 388 mile route from Salamanca in Upstate New York to Dayton Ohio.

The first Atlantic and Great Western train arrives in Kent, Ohio, 1863
The first Atlantic and Great Western train arrives in Kent, Ohio, 1863. Courtesy of Kent (Ohio) Historical Society.

Nefarious London rail broker-cum-financier James McHenry had cajoled voracious  English and European investors to fund the improbable A&GW project. Exploiting his role as proxy for these complacent capitalists, McHenry seized control of the road Ohioan Marvin Kent had brought to life in the 1850s. And by the early 1870s, he also commandeered the board of the Eastern trunk line intersecting with the A&GW at Salamanca: The Erie Railway. Now, he needed an outlet to St. Louis to complete his domination of railroads extending from New York City to the West.

(L to R): Marvin Kent, courtesy of Allegheny University, Pelletier Library Special Collections, Reynolds Collection; James McHenry, Courtesy of Pelletier Library (Reynolds Collection), Allegheny College, Meadville, PA.; Peter H. Watson (Edward Harold Mott, Between the Ocean and the Lakes: The Story of Erie. New York: John S. Collins, 1901.)

James McHenry’s financial flimflam with A&GW’s European investors always left free cash with which to subsidize his own schemes. He had used some of those funds to insert Peter H. Watson as president of the Erie Railway in 1872. Watson became McHenry’s conduit to Hinman B. Hurlbut and the Bee Line. McHenry would sprinkle a substantial amount of cash on Hurlbut, and their subterfuge to assume control of the CCC&I.

Within weeks of Watson’s elevation to Erie’s presidency, he penned a letter to McHenry:

I opened negotiations with the parties controlling this road [CCC&I], and my success was greater and more rapid than I could have hoped. The result is embraced in the conditional agreement made by you with Mr. Hurlbut.

Hurlbut convinced members of the Cleveland Clique to sell their shares before word of an impending takeover became public. He then conveyed the acquired shares, and others from the Bee Line treasury, to McHenry. As S. F. Pierson noted:

…several members [of the CCC&I board] were …retired from active pursuits, and not disposed to take much trouble in the matter; and of the balance, one portion used the Vice-President [Hurlbut] to further some scheme of their own, and the other hoped he might want to use them.

When the A&GW’s plans for the CCC&I became public in early 1873, members of the Cleveland business establishment and other New York investors were completely flummoxed. After all, the A&GW showed assets of less than $40 million while reporting liabilities of more than $120 million. By comparison, the CCC&I was of robust but declining financial health. S. F. Pierson was stunned, noting, “Vice President [Hurlbut] has unbolted our doors from within.”

John H. Devereux (J. Fletcher Brennan ed., Biographical Cyclopedia and Portrait Gallery of the State of Ohio, Vol. 1. Cincinnati: John C. Yorston & Co., 1880.)

John H. Devereux, soon to become a key player in the final destiny of the Bee Line, painted a more colorful picture. He characterized the possibility as “an attempt to chain a living man to a dead corpse.” Before long, as orchestrated by James McHenry, Devereux would become President of both the Bee Line and the A&GW, and vice president at the Erieall at the same time!!

McHenry had arranged for Devereux’s CCC&I presidential appointment as soon as the A&GW assumed financial and board control of it in April 1873. Devereux’s installation quelled some of the Bee Line stockholders’ angst, given his upstanding reputation as a railroad executive. But when Ohio’s legislature blocked McHenry’s plan to lease the CCC&I to the anemic A&GW, the Bee Line shareholders’ attitude shifted.

Still seeking to run the A&GW and CCC&I as a single entity in spite of his failed leasing scheme, McHenry orchestrated Devereux’s appointment as general manager at the A&GW. By January 1874 he was bumped up a notch to president – while still heading the rival Bee Line!

The Bee Line shareholders had had enough. In an effort to oust McHenry’s A&GW and Erie board proxies, they orchestrated a massive CCC&I shareholder turnout for the March 1874 annual meeting. The opposition candidate slate included several former Cleveland Clique members, New York investors, and one Hoosier: David Kilgore.

And in an interesting twist, deposed CCC&I president Oscar Townsend headed the opposition – until Hinman Hurlbut brought to light Townsend’s involvement in a freight payola ring. The revelation tipped the balance. The opposition suffered a narrow defeat. There would be no Hoosier Partisan revival.

Longer term, James McHenry’s self-induced financial problems would only mount. His tenuous grip on the A&GW and CCC&I slipped away at the hands of Peter Watson’s 1874 Erie Railway successor: Hugh H. Jewett. Jewett would extricate the Erie from McHenry’s grasp, and push him to near-bankruptcy.

(L): Hugh J. Jewett (Edward Harold Mott, Between the Ocean and the Lakes: The Story of Erie. New York: John S. Collins, 1901.) (R): William H. Vanderbilt (Harper’s Weekly 29, no. 1513 [December 19, 1885].)

John Devereux remained president of both the Bee Line and A&GW (exiting bankruptcy as the New York, Pennsylvania and Ohio Railroad [NYPA&O; Nypano]) until 1881. At that time William H. Vanderbilt, of New York Central Railroad fame, sought control of the Bee Line to assure an entry into Cincinnati and St. Louis. Devereux had taken control of the linchpin to Cincinnati: the Cincinnati, Hamilton and Dayton Railroad. He soon yielded to Vanderbilt’s advances.

By 1889 the Bee Line and the Indianapolis and St. Louis Railroad it controlled (between Indianapolis and St. Louis) would be folded into another Vanderbilt-controlled railroad and emerge as the Big Four route.

Route Map of the Big Four Route
Route Map of the Big Four Route (the Cleveland, Cincinnati, Chicago and St. Louis Railway), c1900. Courtesy of the New York Central System Historical Society.

In making this decision Devereux, in his role as president of the NYPA&O, effectively parted ways with a livid Hugh Jewett and the Erie. A week later Devereux resigned. Soon, the Erie would subsume the NYPA&O.

Route Map of the Erie Railroad 1930
Route Map of the Erie Railroad, c1930.

The die was now cast for the future of the Bee Line as well. Its destiny would lie with Vanderbilt’s New York Central.

Oliver H. Smith
Oliver H. Smith, Courtesy of the Indiana Historical Society.

It had been a long journey since 1848, when Oliver H. Smith challenged the citizens of east central Indiana to avoid being bypassed by the technological marvel of the age. They would heed his warning by their investment in the Indianapolis and Bellefontaine Railroad – the Bee Line’s Indiana segment.

Smith’s prescient vision proved to be uncannily accurate. It was if he had penned Indiana’s state motto: “the Crossroads of America.” But for the Bee Line, it might never have come to pass.

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