power feed system, cables and inverters, and operational training. Ridership is not a primary focus of this demonstration line, since the Longyang Road station is on the eastern outskirts of Shanghai. Once the line is extended to South Shanghai Train station and Hongqiao Airport station, which may not happen because of economic reasons, ridership was expected to cover operation and maintenance costs and generate significant net revenue. The South Shanghai extension was expected to cost approximately US$18 million per kilometre. In 2006, the German government invested $125 million in guideway cost reduction development that produced an all-concrete modular design that is faster to build and is 30% less costly. Other new construction techniques were also developed that put maglev at or below price parity with new high-speed rail construction. The United States Federal Railroad Administration, in a 2005 report to Congress, estimated cost per mile of between US$50 million and US$100 million. The Maryland Transit Administration (MTA) Environmental Impact Statement estimated a pricetag at US$4.9 billion for construction, and $53 million a year for operations of its project. The proposed Chuo Shinkansen maglev in Japan was estimated to cost approximately US$82 billion to build, with a route requiring long tunnels. A Tokaido maglev route replacing the current Shinkansen would cost 1/10 the cost, as no new tunnel would be needed, but noise pollution issues made this infeasible. Low speed systems The Japanese Linimo HSST, cost approximately US$100 million/km to build. Besides offering improved operation and maintenance costs over other transit systems, these low-speed maglevs provide ultra-high levels of operational reliability and introduce little noise and generate zero air pollution into dense urban settings. Records The highest-recorded maglev speed is , achieved in Japan by JR Central's L0 superconducting maglev on 21 April 2015, faster than the conventional TGV wheel-rail speed record. However, the operational and performance differences between these two very different technologies is far greater. The TGV record was achieved accelerating down a slight decline, requiring 13 minutes. It then took another for the TGV to stop, requiring a total distance of for the test. The MLX01 record, however, was achieved on the Yamanashi test track – 1/8 the distance. No maglev or wheel-rail commercial operation has actually been attempted at speeds over . History of maglev speed records Systems Operational systems High speed Shanghai Maglev (2003) The Shanghai Maglev Train, also known as the Transrapid, has a top