The New York subway system is one of the largest in the world, ferrying nearly eight and a half million people around the city every week. Riders find more than【小题1】below the streets; among the dirt and the screech of the trains,there is also music.The subway system is like a free【小题2】hall,offering almost every kind of music.

You never know what you might【小题3】,depending on the day of the week and the particular station.At a subway platform below Pennsylvania station one afternoon recently,Rawl Mitchell, an immigrant from Trinidad and Tobago,was playing the steel drums. He said he's been performing in the subway since the mid-1990s. “The people do【小题4】the music,"he said."They stand around listening and if it pleases them,they applaud and put their money in the case or whatever.They【小题5】clap and say things like 'It's nice.' They offer me some positive feedback.”

Singer-songwriter Rosateresa, who often sings on a station at 14th Street, has been at it almost as long.She moved from Puerto Rico to study classical voice several decades ago."My【小题6】is to sing like the jilguero,a Puerto Rican bird, which wakes up the sun,” said Rosateresa.

Mitchell and Rosateresa both perform【小题7】,outside the transit authority's official "Music Under New York” program, which sponsor 150 performances each week, by more than 200 individuals and groups.

Like Rosateresa and Mitchell,Musicians who participate in “Music Under New York"【小题8】only whatever people choose to give.Opera singers Tom McNichols and Patricia Vital,part of a group called“Opera Collective",said they【小题9】performing in the subways, though it isn't lucrative. "Music in general is not about money, and 'Music Under New York' is definitely more about making opera 【小题10】 than it is about making a living,"McNichols said.

Attitudes toward new technologies often fall along generational lines. That is, generally, younger people tend to 【小题1】 older people on the front end of a technological shift.

It is not always the case, though. When you look at attitudes toward driverless cars, there doesn't seem to be a clear 【小题2】 divide. The public overall is split on whether they'd like to use a driverless car. In a study last year, of all people surveyed, 48 percent said they wanted to ride in one, while 50 percent did not.

The fact that attitudes toward self-driving cars appear to be so 【小题3】 across generations suggests how transformative the shift to driverless cars could be. Not everyone wants a driverless car now-and no one can get one vet-but among those who are open to them, every age group is 【小题4】 engaged.

Actually, this isn't surprising. Whereas older generations are sometimes reluctant to adopt new technologies, driverless cars 【小题5】 real value to these age groups, especially to those with 【小题6】 mobility or difficulty driving on their own.

This is especially interesting when you consider that younger people are generally more interested in travel-related 【小题7】 than older ones.

When it comes to driverless cars, differences in attitude are more 【小题8】 based on factors not related to age. College graduates, for example, are particularly interested in driverless cars compared with those who have less education：59 percent of college graduates said they would like to use a driverless car compared with 38 percent of those with a high-school diploma or less.

Where a person lives 【小题9】 too. More people who lived in cities and suburbs said they wanted to try driverless cars than those who lived in rural areas.

While there's reason to believe that interest in self-driving cars is going up across the board, a person's age will have little to do with how self-driving cars can become 【小题10】. Once driverless cars are actually available for sale, the early adopters will be the people who can afford to buy them.

E-Scooters

Over the past two years, electric scooters have become ever-present in many of Europe and America’s biggest cities. Britain is the last major western European country to hold out against the 【小题1】 . E-scooters are not allowed on public roads, though people do ride them on cycle 【小题2】 and pavements . But where they are permitted, the number of e-scooter sharing companies soars 【小题3】 . To their 【小题4】 , e-scooters are revolutionary: the “iPhone Of urban transport”. To their critics, they are dangerous, anti-social and very annoying.

As with a dock less(无桩) bike, scooters are fitted with GPS trackers and wireless 【小题5】 . Customers download an app and scan a QR code on the scooter to unlock it. They are then 【小题6】 a small amount. Bird, which launched its e-scooter in Santa Monica, California in September 2017 charges $l plus 15 cents per minute, on average, in the US-to travel where they want to go, at a maximum speed of around 15mph. At night, the scooters are rounded up, charged and returned to popularity.

E-Scooters have the potential to solve some of the worlds biggest transport problems. Most cities are already dangerously polluted and heavily congested, and it is simply not an option to put more cars and taxis on the streets. Scooters are efficient; one kilowatt hour of energy carries a car 【小题7】 by petrol less than a mile, and an e-scooter 80 miles.

Scooters are clean, cheap, and they require little new infrastructure. For a country like car- 【小题8】 America, they could genuinely transform an 【小题9】 60% of US journeys under six miles. Even in European cities, which 【小题10】 have good public transport systems, they are very useful for travelling the“final mile”. According to Bird, 40% of taxi-riding journeys in London are under two miles, so e-scooters could help take a lot of cars off the streets.