Taxi!: A Social History of the New York City Cabdriver

( 2 )


New York City cabdrivers hold a unique place in American culture writ large. Cabbies proverbially counsel, console, and confound. Sometimes perceived as the key to street-level opinion or mysterious savants who don’t speak much English, the hackers who move New Yorkers have been integral to the city’s growth and culture since the mid-nineteenth century when they first began shuttling residents, workers, and visitors in horse-drawn carriages. Their importance grew with the introduction of gasoline-powered cars ...

See more details below
$22.52 price
(Save 9%)$25.00 List Price
Other sellers (Paperback)
  • All (5) from $4.64   
  • New (2) from $18.88   
  • Used (3) from $4.64   
Taxi!: A Social History of the New York City Cabdriver

Available on NOOK devices and apps  
  • NOOK Devices
  • Samsung Galaxy Tab 4 NOOK 7.0
  • Samsung Galaxy Tab 4 NOOK 10.1
  • NOOK HD Tablet
  • NOOK HD+ Tablet
  • NOOK eReaders
  • NOOK Color
  • NOOK Tablet
  • Tablet/Phone
  • NOOK for Windows 8 Tablet
  • NOOK for iOS
  • NOOK for Android
  • NOOK Kids for iPad
  • PC/Mac
  • NOOK for Windows 8
  • NOOK for PC
  • NOOK for Mac
  • NOOK for Web

Want a NOOK? Explore Now

NOOK Book (eBook)
$18.99 price
(Save 29%)$27.00 List Price


New York City cabdrivers hold a unique place in American culture writ large. Cabbies proverbially counsel, console, and confound. Sometimes perceived as the key to street-level opinion or mysterious savants who don’t speak much English, the hackers who move New Yorkers have been integral to the city’s growth and culture since the mid-nineteenth century when they first began shuttling residents, workers, and visitors in horse-drawn carriages. Their importance grew with the introduction of gasoline-powered cars early last century and continues to the present day, when more than 12,000 licensed yellow cabs operate in Manhattan alone.

Taxi! is the first book-length history of New York City cabdrivers and the community they compose. From labor unrest and racial strife among cabbies to ruthless competition and political machinations, this deftly woven narrative captures the people—lower-class immigrants, for the most part—and their struggle to attain a piece of the American dream. Hodges tells their tale through contemporary news accounts, Hollywood films, social science research, and the words of the cabbies themselves. Taxi! provides a new perspective on New York’s most colorful emissaries.

Read More Show Less

Editorial Reviews

From the Publisher
"In this informative, solid history, Graham Russell Gao Hodges traces the story of the cab drivers from 1907, when the first metered taxis appeared on New York streets, to the present."-Pete Hamill, New York Times Book Review

"You have to live in New York to know how critical taxis are to circulation in the great metropolis. But you do not have to live in New York to be fascinated by this unusual book, which gives a powerful human dimension to one of Gotham's most important subcultures."-Kenneth T. Jackson, editor of The Encyclopedia of New York City

Pete Hamill
In this informative, solid history, Graham Russell Gao Hodges traces the story of the cabdrivers from 1907, when the first metered taxis appeared on New York streets, to the present. He writes with obvious sympathy, having driven a hack himself before moving on to academic labors as a historian at Peking University and Colgate. Loneliness is a running theme in “Taxi!”: if the title were not already taken, Hodges could have called his compact history “One Hundred Years of Solitude.
— The New York Times
Wall Street Journal

Taxi! is not only lively and erudite social history, it is probably the best account of taximen that is ever to be written... The cabby is fortunate, however, to have found his sociological poet laureate in Graham Hodges. In the taxi trade, we would have called this fascinating trip in his gregarious company, 'a great fare.'


Hodges draws from driver memoirs, taxi publications, and the drivers' image as seen in the movies and on television. This is an interesting, readable study of the role of the taxis in New York's history, especially the struggles the drivers face.

New York Times Book Review - Pete Hamill

In this informative, solid history, Graham Russell Gao Hodges traces the story of the cab drivers from 1907, when the first metered taxis appeared on New York streets, to the present.

USA Today - Bob Minzesheimer

The definitive book on New York cabs.


Hodges draws from driver memoirs, taxi publications, and the drivers' image as seen in the movies and on television. This is an interesting, readable study of the role of the taxis in New York's history, especially the struggles the drivers face.

Read More Show Less

Product Details

  • ISBN-13: 9780814738764
  • Publisher: New York University Press
  • Publication date: 3/1/2012
  • Pages: 225
  • Sales rank: 1,044,753
  • Product dimensions: 5.60 (w) x 8.60 (h) x 0.70 (d)

Meet the Author

Graham Russell Gao Hodges, a former New York City cabdriver, is the George Dorland Langdon, Jr., Professor of History and Africana and Latin American Studies at Colgate University. He is the author of many books, including David Ruggles: A Radical Black Abolitionist and the Underground Railroad in New York City.

Read More Show Less

Read an Excerpt


A Social History of the New York City Cabdriver

The Johns Hopkins University Press

Copyright © 2007 The Johns Hopkins University Press
All right reserved.

ISBN: 978-0-8018-8554-9

Chapter One

The Creation of the Taxi Man, 1907-1920

Modern cab driving stems from a grudge. In early 1907, a thirty-year-old New York businessman named Harry N. Allen became incensed when a hansom cab driver charged Allen and his lady friend five dollars for a three-quarter-mile trip from a Manhattan restaurant to his home. Angered by this vehicular extortion, Allen vowed to create a new cab service. He recalled later: "I got to brooding over this nighthawk. I made up my mind to start a service in New York and charge so-much per mile." Word of Allen's plan circulated for months in advance. First reports appeared on March 27, 1907. Interviewed forty years later, Allen recalled how he went to France to scout out reliable, improved automobiles that were superior to the American versions derided as "smoke-wagons." In Europe, he secured over eight million dollars in underwriting funds from Lazarre Weiller, a French industrialist, and Davison Lulziell, an English railroad operator. Armed with foreign capital, he obtained a full financial package from his father, Charles C. Allen, a stockbroker, and his father's friends. Additional powerful backers included publisher William Randolph Hearst and political fixer Big Tim Sullivan. The police commissioner promised "moral" support. Hearst told Allen to ignore his critics because "they'll all be riding in your cabs sooner or later."

On October 1, 1907, Allen achieved revenge by orchestrating a parade of sixty-five shiny new red gasoline-powered French Darracq cabs, equipped with fare meters, down Fifth Avenue. Their destination was a hack stand in front of the brand new Plaza Hotel on Fifty-ninth Street, across from the southeast corner of Central Park. Each driver wore a uniform designed to emulate a West Point cadet's. Allen instructed his employees to interact courteously with passengers to defuse an issue that had been a matter of public ire for decades. Irritation over rudeness and rate gouging by cabbies was perennial. Underwritten by his European creditors and by public enthusiasm for the new vehicles, Allen's New York Taxicab Company prospered. At the end of the first year, he gave faithful drivers a gold watch and announced he was starting a pension fund. In 1908, he had seven hundred cabs on the streets. Such sports as millionaire Diamond Jim Brady, an early skeptic of Allen's plan, bought five hundred dollars worth of discount coupons for rides. Modern taxicab service and its celebrated drivers soon became a reality for New Yorkers, pushing horse-drawn hacks into the dustbin of history.

Harry Allen's success was momentary. Although production demands outstripped supply by mid-1908, Allen encountered serious labor problems. That autumn the first major strike by taxicab drivers destroyed his empire. On October 8, 1908, even as he announced a pension plan and handed out gold watches to the faithful drivers, five hundred of them walked out in a wage dispute. The drivers demanded a flat salary of $2.50 per day and free gasoline, claiming that gas costs alone were over eighty cents per day. There were other grievances. On top of maintenance and fuel costs, Allen charged the drivers a quarter per day for uniform use and another dime to polish the car brass. These fees cut their daily earnings down to less than a dollar a day. Allen rejected these appeals, arguing that good drivers made over $112 a month after these deductions, which he claimed was an excellent living wage.

Taxi drivers joined with the Teamsters Union to combat Allen. Negotiations collapsed. Violence flared with the introduction of strikebreakers. In one incident, angry taxi drivers invaded Bellevue to search for a scab who had eluded them by jumping into the river and then swimming to the back of the hospital. Allen hired "special policemen" armed with guns to protect his cabs, but the striking hack men continued their assaults. Although the regular police strived to create order in the streets, strikers found Allen near the Plaza Hotel and hailed him with a barrage of stones. Infuriated taxi men threw rocks through the large plate glass windows of the Plaza, the Knickerbocker Hotel, and another hotel on the Upper West Side. City police officers rode in Allen's cabs to intimidate the rioters, who in turn lured scabs down dark streets and beat them. One man died after a beating on East Seventy-second Street on October 15. Hired strikebreakers inadvertently shot and killed a small boy in the street. Strikers burned cabs and pushed them into the East River. Allen then hired Waddell and Mahon, a strikebreaking firm, with orders to smash the strike. Strikers responded with a note promising to bomb his company unless the private army was removed. When Allen refused, strikers hurled a bomb into a lot where Allen stored his cabs, barely missing a number of pedestrians. The strikers continued to attack taxicabs; in one instance in Harlem, sympathizers beat up two of Waddell and Mahon's goons and terrified several female passengers.

On November 7, after a month of violence, the Teamsters Union suddenly halted the strike, abandoning its demands for recognition and accepting the New York Taxicab Company's requirement that the company be an "open shop," in which employment is not restricted to union members. The next day however, strikers voted unanimously to reject the agreement and continue the strike. Repudiating the negotiating committee, the strikers looked to other branches of the Teamsters Union for support. Within a few days, some drivers trickled back to work amid reports that the local's treasury was badly depleted. Angry negotiations between the company and the rank-and-file drivers went long into the nights. Out of money and disillusioned with the Teamsters, who had stopped supplying strike pay, workers returned on November 16, and it seemed as if Allen was triumphant. His victory ended soon after, when mounting legal costs stemming from the strike forced him out of the business.

Labor peace was short-lived. Within a month, over three thousand coach and cabdrivers represented by a new union, the Liberty Dawn Association, went on strike in opposition to open-shop demands from employers such as the Morris Seaman Company, which was organized in 1907. They were soon joined by the taxicab drivers, meaning that technological innovations had not separated the interests of transport workers. Waddell and Mahon's private army of over a thousand strikebreakers reappeared. The strike shut down all transportation from the big hotels and on the streets. The New York Times warned that the "inconvenience of the strike" would inspire much ill-feeling. Although strikers threw rocks at the special police, within days the strike dissipated. The coach and taxicab companies had to employ goons to halt the labor action, as these strikes from October through December 1908 showed the depth of unrest among cabdrivers.

Labor turbulence mirrored the extraordinary impact the new cabs had on the urban environment. Their appearance came after decades of searching for a reliable urban transport for the middle classes. Measuring the fare was not hard. Taximeters had appeared in Paris in 1869, and New York newspapers reported them at that time, but the innovation of gasoline-powered vehicles was new. One major reason for the rapid development of automobiles, as they became known, was public desire to replace horse-drawn vehicles. Many New Yorkers felt the replacement of horses was long overdue. Pedestrians had to be especially wary of horses. They considered horses to be unpredictable, smelly, and dangerous. Drivers knew the animals could not be reliably curbed and might run away, kick pedestrians, or be stolen. Horses required a professional stableman and usually an experienced driver. Inconvenience and cost meant that such transportation was out of reach for all but the wealthy. City life was hard on the animals. Scandals swirled around the condition of stables, which were prone to horrible fires that disrupted commerce and threatened homes. Horses were highly vulnerable to disease and had short work lives of about four years. A horse sometimes died in the street, and this required other horses to pull it away, packing the lanes. As business in Manhattan soared, horse-drawn vehicles created traffic jams. As express wagons pulled larger loads, owners used bigger animals, often teaming them in unreliable combinations. One scared horse could spook a whole team. Then there was the stench. Horse manure amounted to over a million pounds a day; huge piles of the stuff stored on the street corners for use as fertilizer caused a nasty odor that overwhelmed the efforts of sanitation men.

Despite the demand for a replacement for horse-drawn vehicles, initial reforms failed. Bicycles showed some promise and, after the invention of the safety bicycle in 1889, attracted women who enjoyed new freedom in the streets, though the bikes hardly satisfied the need of mass transportation. Although steam-powered automobiles promised cleaner means of transport, they failed to persuade urban consumers to abandon horses.

Horse-drawn hacks had taken passengers to destinations since the early nineteenth century. As the city spread rapidly up Manhattan Island and into Brooklyn in the antebellum years, New Yorkers no longer thought of their home as a "walking city." Horse-drawn and, later, steam-powered omnibuses plowed down major avenues but were slow, crowded, and unreliable. Seeking to avoid congestion and disease and fearful of violence, New York's new middle class moved further up the island and spilled into nearby towns. Mass transport took two forms. Horse-drawn omnibuses and horse-drawn railroads flourished in the lower part of Manhattan. In the upper sections of the city, steam-powered railroad lines carried over a million commuter passengers per year to upper Manhattan and Westchester County by the Civil War. Passengers then changed at Grand Central Station to the horse-drawn omnibuses that carried them the rest of the way downtown. Designed to prevent congestion, this method in fact increased it, because New Yorkers readily took to another form of private transport. Carriages, restricted to a tiny elite in the colonial and early national periods, became a choice method of transport for the middle classes by the Civil War. In the streets, throngs of carts and express wagons mixed with the steam- and horse-powered railways to pose an extraordinary danger for pedestrians, and inside, the omnibuses and railcars presented a kind of "modern martyrdom," for female passengers, already wary of the exploring fingers of urban male toughs.

For those members of the middle class who could or would not afford a horse, carriage, and stable, hack drivers were plentiful. At first, most of these drivers were African Americans, who were licensed to drive by the city in the early nineteenth century. By the 1840s, as was the case with many semi-skilled and unskilled occupations, Irish immigrants pushed African Americans out of the trade. This early example of ethnic succession was more violent than later transitions, but it established a tradition of entering immigrant groups viewing hacking as a viable income and significant step up the ladder of economic mobility. Drivers toiled behind the wheel hoping that their sons could find better work. A second innovation was organizational. While African American drivers were primarily small entrepreneurs, the new Irish drivers did not own their rigs or horses and worked for wages for sizable fleets. The 1855 census counted 805 Irish coachmen and hack drivers, a figure that overshadowed 57 Germans and Anglo-Americans and scattered other nationalities. The Irish continued to dominate hacking and other street trades over the course of the nineteenth century.

By the Civil War, fleets of several hundred hacks operated in the city streets. The reputation of hackmen was dubious. In the 1880s, hacks and cabs that traveled the city streets at night were called "nighthawks" and were notorious for preying on their customers. Their bad reputation came from cheating fares and from servicing nocturnal vice. There were also controversies over business methods; disputes over monopolistic behavior around key hotel doors were chronic. New Yorkers were accustomed to payment methods, at least. Fares based upon distance were not new, having been employed since mid-century.

Gas power was not the first innovation in cabs. Previously, steam-powered automobiles had failed to attract consumer interest. Electric cabs had showed some promise; since July of 1897, twelve electric hansom cabs (an early innovation combining speed and safety), had plied the city streets. Organized by the Electric Carriage and Wagon Company, these novelty cabs competed with horse-drawn hacks. Despite their technological innovation, called by Scientific American in a March 1909 article "one of the most significant facts of city transportation," electric cabs varied only slightly in performance and appearance from horse-drawn vehicles. Scientific Magazine preferred the electric cab because it was silent and odorless. Even though the Electric Vehicle Company expanded its New York fleet to sixty-two in 1898 and then to one hundred the next year, its overall success was short-lived. Electric cabs were cumbersome, were unable to move faster than fifteen miles per hour, and required a battery recharge every twenty-five miles that took eight hours to complete. This problem limited use of electric taxis to single rides and made cruising impossible. Changing a battery also required use of an overhead crane and a spacious garage. Replacing the pneumatic tires required taking off the entire wheel disk, which caused further delays. Despite the clean and silent operation, passenger comfort was minimal. Fares sat in an open seat in the front of the cab, while the driver perched overhead. The brakes were applied forward, which in emergency situations meant that the entire car might topple over. Not surprisingly, electric cabs did not catch on. One contemporary writer observed that many people took one ride but rarely returned for a second, preferring horse-drawn hacks. A fire settled the issue. In January 1907, the Electric Carriage and Wagon Company went under when three hundred of its cabs burned in a garage fire.

In their infancy, gas-powered cabs were but slight improvements over their predecessors. Besides their uncertain safety, the two-cylinder cabs had other limitations. A common model known as the Maxwell was noisy and would not go more than five miles before grease fouled the spark plugs. Its cab lamps blew out any time a wind rose. There were similar problems with the Pierson cab. One veteran cabby recalled, "I had to wrap a blanket around my legs to keep warm. I used to wear goggles to keep the dust out of my eyes and, boy, when the sun was hot, it cut a hole through the top of the car and roasted a fellow alive." Still, the cabby, Emil Hendrickson, thought it was easier in the old days, when "a fellow got big tips and didn't have to push a hack for sixteen hours; when he didn't have to fracture his skull climbing over a cab in front of him; when the streets weren't crowded with trucks and cars." Hendrickson acknowledged that the Pierson was unreliable. On one occasion, the boss told him to get out the banana oil and shine the cab for a party of five. Over the Manhattan Bridge they went. At Forty-second Street and Fifth Avenue, the car stalled. Hendrickson and two of the gentlemen got out and pushed. A water belt slapped one of them and turned his fancy white shirt red. The trip from Brooklyn to Riverside Drive took nine hours. When the "quality people" came out of their dinner, the bearings on the car burned out. A tow truck took until 3 a.m. to arrive. Even then, the boss charged the passengers twenty-five dollars. Hendrickson wrote that he would not have blamed them if they had refused to pay anything.

Hendrickson recalled outwitting one of the three traffic cops in town. He received a ticket when his Steamer cab began to smoke on a back road in Brooklyn. The policeman ticketed him because the smoke hid the license plate numbers. In court, Hendrickson pointed out that the smoke was steam, and that "it is white and it evaporates." Case dismissed.

By the arrival of Allen's taxi drivers, the New York cabby had evolved into, as one observer put it, "an efficient race." Journalist Vince Thompson noted how the cabby displayed his considerable self-respect by bowling down the street and pushing aside other vehicles. Thompson regarded the world of hacking as "loose and lawless," and recommended that aspiring young men learn to drive cabs as a lesson in how to gain life goals ruthlessly and without rules. His complaints had the ring of truth. While the city aimed to license public hacks, thousands of other unlicensed drivers roamed the streets making up their own fares. Getting a license was no problem either. A man could "come out of Sing Sing [prison]," get "two greasy letters of recommendation," and obtain a license without the least background check. Thompson concluded that the "New York cabbie was the most slovenly in the world."


Excerpted from Taxi! by GRAHAM RUSSELL GAO HODGES Copyright © 2007 by The Johns Hopkins University Press. Excerpted by permission.
All rights reserved. No part of this excerpt may be reproduced or reprinted without permission in writing from the publisher.
Excerpts are provided by Dial-A-Book Inc. solely for the personal use of visitors to this web site.
Read More Show Less

Table of Contents

Acknowledgments     vii
Introduction     1
The Creation of the Taxi Man, 1907-1920     8
Hack Men in the Jazz Age, 1920-1930     28
The Search for Order during the Depression, 1930-1940     46
Prosperity during Wartime, 1940-1950     77
The Creation of the Classic Cabby, 1950-1960     100
Unionization and Its Discontents, 1960-1980     121
The Lease Driver and Proletarian, 1980-2006     147
Epilogue     178
Data Tables     181
Notes     189
Essay on Sources     213
Index     217
Read More Show Less

Customer Reviews

Average Rating 5
( 2 )
Rating Distribution

5 Star


4 Star


3 Star


2 Star


1 Star


Your Rating:

Your Name: Create a Pen Name or

Barnes & Review Rules

Our reader reviews allow you to share your comments on titles you liked, or didn't, with others. By submitting an online review, you are representing to Barnes & that all information contained in your review is original and accurate in all respects, and that the submission of such content by you and the posting of such content by Barnes & does not and will not violate the rights of any third party. Please follow the rules below to help ensure that your review can be posted.

Reviews by Our Customers Under the Age of 13

We highly value and respect everyone's opinion concerning the titles we offer. However, we cannot allow persons under the age of 13 to have accounts at or to post customer reviews. Please see our Terms of Use for more details.

What to exclude from your review:

Please do not write about reviews, commentary, or information posted on the product page. If you see any errors in the information on the product page, please send us an email.

Reviews should not contain any of the following:

  • - HTML tags, profanity, obscenities, vulgarities, or comments that defame anyone
  • - Time-sensitive information such as tour dates, signings, lectures, etc.
  • - Single-word reviews. Other people will read your review to discover why you liked or didn't like the title. Be descriptive.
  • - Comments focusing on the author or that may ruin the ending for others
  • - Phone numbers, addresses, URLs
  • - Pricing and availability information or alternative ordering information
  • - Advertisements or commercial solicitation


  • - By submitting a review, you grant to Barnes & and its sublicensees the royalty-free, perpetual, irrevocable right and license to use the review in accordance with the Barnes & Terms of Use.
  • - Barnes & reserves the right not to post any review -- particularly those that do not follow the terms and conditions of these Rules. Barnes & also reserves the right to remove any review at any time without notice.
  • - See Terms of Use for other conditions and disclaimers.
Search for Products You'd Like to Recommend

Recommend other products that relate to your review. Just search for them below and share!

Create a Pen Name

Your Pen Name is your unique identity on It will appear on the reviews you write and other website activities. Your Pen Name cannot be edited, changed or deleted once submitted.

Your Pen Name can be any combination of alphanumeric characters (plus - and _), and must be at least two characters long.

Continue Anonymously
Sort by: Showing all of 2 Customer Reviews
  • Anonymous

    Posted November 1, 2014



    Was this review helpful? Yes  No   Report this review
  • Anonymous

    Posted November 1, 2014

    My Little Pokemon Ranger: Chapter 1

    ((Another note: I believe that Changelings can have Cutie Marks. The reason the ones in the show do not is because they don't bother finding their talent. Also, automatically including the RPers of the MLP RP.))<p>In the Ponyville Ranger Base, several ponies and a Changeling were sitting the main room, still waiting for another Ranger who was still sleeping in the dorms. A purple Changeling with light pink eyes and insect-like wings walked in, yawning. Her Partner Pokemon, a Starly who was called Ace, flew behind her.<br>"Mornin'. What's going on?" the Changeling asked.<br>The Ranger Base Leader, a pale indigo pegasus by the name of Blue Moone with a Froslass--nicknamed Frosty--for a Partner, said, "The Canterlot Royal Ball is tonight, Quroqi. I'm sending a few of our Rangers over there to see that things are running smoothly."<br>The other Changeling, a yellow one with dark green eyes and wings called Ceril, commented, "I'm hoping to go. I never seen Canterlot!"<br>"Yes, you will," Moone replied. "Along with Nitro, X, and Quroqi."<br>Quroqi was surprised. "But, ma'am! I'm only Rank 1!"<br>"Then I guess it's an even bigger honor for you, is it?"<p>***<p>Though they would've gone by Doduo or Staraptor, because of Quroqi, they had to go by train. She sat by Ceril, who was petting his Partner Pokemon, a Growlithe named Pyr. Nitro, a grey pegasus with a blue mane and tail, was looking at the glossary, which was programmed into all Stylers, while Digsly the Nincada messed with his tail.<br>X trotted in with his Partner, Data the Porygon, on his back. "We're here."<p>Queen Chrysallis and her daughter Firework, a light red-orange pony/Changeling hybrid, were waiting to be escorted to Celestia's castle, though the latter seemed displeased by this arrangement.<br>"Finally! What took you so long?" Firework groaned.<br>"Firework!" her mother scolded.<br>"It's alright, Your Highness," Ceril said. "Shall we take you to the ball, m'ladies?"<p>***<p>The ball seemed like fun. Though it was less of a ball than a dance. But the Rangers weren't there to have fun. They were there to make sure nothing went wrong.<p>Of course, something did go wrong.<p>It was nothing at first. Just a Flygon peering through a window with its red eyes. That was when it flew in angrily, flanked by many more equally furious Vibrava, preparing to attack the crowd. Queen Chrysallis used her Zoroark to battle the Vibrava, as did many more Pokemon Trainers. But Quroqi knew that they would have to be captured in order to be calmed down. She assumed that the Flygon was the leader of the swarm. The Changeling scanned through the chaos until she caught a glimpse of light green. She flew towards it, managing to confront it.<br>"FLYGOOOOON!" it roared angrily.<br>Launching the Capture Disc from the Styler, Quroqi shouted, "Capture on!"

    Was this review helpful? Yes  No   Report this review
Sort by: Showing all of 2 Customer Reviews

If you find inappropriate content, please report it to Barnes & Noble
Why is this product inappropriate?
Comments (optional)