Read the following passage and questions, then choose the right answer from options, the answer should be one of A, B, C, D.

<passage>:
and of regional news reporters with greasy barnets delivering excited pieces to camera about big plans. Today, on the elevated track that gambols over windswept car parks and threads through cheap motels between Birmingham's airport terminal and the railway station, a simple, ski resort-style people-mover system ferries passengers from plane to train. Three decades ago it was so much more exciting: the world's first commercial maglev, or magnetic levitation, system ran along here. Opened in 1984, the Birmingham Maglev came at the very tail end of a trente glorieuses for British transport technology and, more broadly, European engineering an era that promised so much yet eventually bequeathed so many relics and ruins. The modernism of the 20th century, expressed especially in architecture and engineering, seemed like nothing less than the founding of a new order. Progress was to be continual, unstoppable and good. Yet today the physical and philosophical advances are being gradually taken apart and retracted, as if we'd woken up sweating and feared we'd somehow overreached ourselves. When the Birmingham Maglev was shuttered in 1995, one of the cars was dumped in a hedge near the A45. Furniture maker and transport enthusiast Andy Jones splashed out a mere £100 for it on eBay in 2011 (although, he says, "it cost me £400 to get it out of the hedge!"). Now it sits in a field behind Jones's house in Burton Green, a couple of miles east of the airport in the rolling Warwickshire countryside. The maglev was a development that spun out of this research at Derby, and developed in a joint project with a private consortium that included the now-defunct General Electric Company. The maglev cars were built by Metro Cammell at its factory four miles from the airport in Washwood Heath. It was the same place many tube carriages came from, and if you look down the doors on Piccadilly line carriages as you get on and off, you can see a cheery 1973 plaque reminding travellers of this fact (the cheeky Brummie assumption here being that London commuters always look at the floor). But the British maglev never really took off. Tim Dunn, transport historian and co-presenter of the BBC's Trainspotting Live, explains why. "The early 80s was still a time of great British national-funded engineering," he says. "Success at Birmingham Airport would have been a great advert for British Rail Engineering Limited (BREL) to sell maglev internationally. (Remember that BREL was always trying to sell its technology overseas, which is why several Pacer trains, developed on bus bodies, were sold to Iran.) Birmingham's Maglev only lasted 11 years: replacement parts were getting hard to obtain for what was really a unique system. Buses took over, and eventually a cable-hauled SkyRail people-mover was installed atop the piers. That's not as exciting for people like me, who like the idea of being whisked in a hovertrain pushed along by magnets. But then our real transport future always has been a pretty crap approximation of our dreams." You don't have to look far to find other relics of this white-hot time when post-war confidence begat all sorts of oddities. There's the test track for the French Aerotrain outside Orleans – a rocket-powered prototype that never made it to middle age. And in Emsland, the German conglomerate Transrapid built a 32km supersized test track for their maglev, which seemed to be on course for success. A variation of this train shuttles passengers from Shanghai to the airport, and the plan was to copy the same model in Munich, and even build an intercity line from Berlin to Hamburg. Today the test track stands idle awaiting its fate, while the Transrapid vehicles are up for auction a museum in Erfurt is trying to save the latter from the scrapyard. Little remains of Germany's other maglev, the M-Bahn (or Magnetbahn), a short-lived shuttle service that ran in West Berlin from 1989-91 connecting stations whose service had been previously severed by the Berlin Wall. With the Wall gone, the old U-Bahn service was reinstated and the M-Bahn, which had run along its tracks, disappeared from the capital of the new Germany. "The problem with high-speed maglev like Transrapid in Germany," says Tim Dunn, "is that it doesn't really stack up against high-speed rail. It's more expensive, it's lower capacity, it's more complex. There's a gap in the market, but there's no market in the gap. What is needed generally in mass transit is more capacity, rather than super high speed." But back in the post-war period, we thought we could have everything. Britain's tertiary science departments expanded. We built the Comet jetliner, then Concorde and concrete buildings to house them that the world envied, like the huge Heathrow hangar that Sir Owen Williams, primarily an engineer, designed for BOAC's planes In the far east, attitudes to maglev are different. Japan began maglev testing at roughly the same time as Britain in 1962 and is today building the longest, fastest maglev in the world. It will run mostly in tunnel, at 500km/h, taking a shocking 40 minutes to travel the 300km between Tokyo and Nagoya. It's been christened the Chūō Shinkansen: just another, faster type of bullet train for the central districts. Japan's system is a superconducting maglev, different to the Birmingham and German systems. It uses superconducting coils in the train, which cause repulsion to move the train forward. The Japanese also use wheels for the vehicle to 'land' on the track at low speeds. It's understandable that most serious interest in maglev deployment is in Asia – Japan, China, India," says John Harding, former chief maglev scientist for the US Department of Transportation. "This is understandable wherever passenger traffic is huge and can dilute the enormous capital cost. (Maglev is indisputably more expensive upfront than high-speed rail.) Even for California, which has huge air passenger traffic between LA and San Francisco, there is nowhere near enough demand to justify maglev probably not enough to justify high-speed rail. But the Chūō Shinkansen will probably be the greatest success for maglev." The first link between Tokyo and Nagoya is scheduled to begin operation in 2027. Then the Chinese are proposing a 600km/h system between Shanghai and Beijing. So there are still some people dreaming big. The latest iteration of this is of course Hyperloop, whose vacuum tube technology harks back to another British engineering innovation: the atmospheric railway, which was developed by Henry Pinkus, the Samuda Brothers and eventually by Isambard Kingdom Brunel. This technology used varying air pressure to suck trains up a track in a partial vacuum. Lines popped up in London, Dublin and most notably Brunel's South Devon Railway, where the pipes were plagued by nibbling rats but the pumping stations survive as relics of Victorian visionaries. If those systems looked like something from HG Wells, with men in top hats smoking cigars, then Hyperloop, with its internet age funding from Tesla founder Elon Musk, could well end up appearing as a very 2010s caper when we look at back on it from the distance of decades. Or maybe Hyperloop will revolutionise travel like maglev was supposed to. Back in Burton Green, Andy Jones's maglev car lies in limbo. "I'd like to build a platform around it," he says, "turn it into a playhouse for the grandchildren perhaps? A couple of people want to take it away and turn it into a cafe." Perversely perhaps, its fate may be decided by another type of transport technology: more conventional high speed rail. The route for the much-disputed High Speed 2 line from London to Birmingham slices right through the field where the maglev car sits.

<question>:
Why are there more maglevs in Asia?

<options>:
A More money
B More trains
C More resources
D More people

<answer>:

D