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

<passage>:
Going off track Birmingham's airport isn't like other airports. Right at the north-western end of runway 15 there's a country park and a row of benches. You'll see families picnicking here, enjoying the subsonic spectacle of planes from Brussels, Bucharest and Barcelona roaring just feet overhead on their final approach. Birmingham isn't like other British cities – it fetishises the technical and promotes the new. It is unstinting in its thrall to evolution and unsentimental about erasing past versions of the future in its rush to create new ones the comprehensive 1960s vision of the city which itself swept away a century's Victoriana is currently being meticulously taken apart concrete slab by concrete slab. The city's motto is 'Forward'. When you get to a certain age you realise how much more visions of the future say about the present they're concocted in than the actual future they purport to show us hurtling towards. A track in the air, sitting on top of concrete legs that couldn't look any more like rational new humans striding into a technocratic promised land if they tried, will always evoke a kind of nostalgia for the 20th century. You think of the SAFEGE monorail depicted in Truffaut's 1966 film adaptation of Fahrenheit 451 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 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." 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 "We have always wanted to get rid of wheels," says Railworld's Brian Pearce. "One invention [to this end] was Chris Cockerell's hovercraft." At the same time, maglev technology was being developed by the British inventor, Eric Laithwaite, who was working on the linear induction motor at Imperial College when he found a way for it to produce lift as well as forward thrust. The two systems were combined to form a tracked hovercraft. "So along came RTV31," says Pearce. "The train rode along the track on a cushion of air created by big electric fans. Not very energy efficient! The forward motion was created by a linear motor, which moved along rather than going round and round." 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. 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. In the 2000s the UK Ultraspeed proposal was floated to link London, Birmingham, the North and Scotland by maglev. It never materialised. HS2 was the eventual successor to the Ultraspeed plan, though a less futuristic one. Jones has another idea for his forward moving relic: "Maybe I'll turn it into viewing platform, so you could watch HS2's outdated technology."

<question>:
What did Britain decide to build instead of a maglev track?

<options>:
A A conventional high-speed rail
B An atmospheric railway
C A Hyperloop station
D More airports and bus stations

<answer>:

A