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

<passage>:
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 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. for British transport technology and, more broadly, European engineering 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. 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 "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 architect James Stirling's much-lauded engineering faculty at Leicester University. Yet a little-known footnote from this period involves the interaction of magnets in high-speed train design with that other British invention that prevailed for a while but then seemed to peter out: the hovercraft. "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." RTV31 could, like France's Aérotrain or the German Transrapid system, have been a viable new form of intercity travel. But funding was insufficient throughout the project and eventually Britain pulled the plug. In February 1973, a week after the first test RTV31 hovertrain reached 157km/h, the project was abandoned as part of wider budget cuts. 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. 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 does the author think the next possible advancement in public transit could be?

<options>:
A Atmospheric Railways
B Hovertrains
C Hyperloop technology
D Supersonic Jets

<answer>:

C