no need to fence off an area on either side of the track, and the total amount of land removed from use is lower, as farming can take place below the track. The Ultraspeed promoters claimed the cost would be £20M–24.75M per kilometre, about the same as Shanghai's £28M/km, and dramatically lower than High Speed 1's known £46M–48M/km price. However, rail experts were quick to point out that the actual price of the Shanghai system was £33M/mile, or £21M/km. This was in stark contrast to the known $11M/mile (~$7M/km) cost of recent extensions to the French TGV network. More damning was the Munich system's rapidly inflating price throughout this period, from the original €1.85bn complete with train sets and stations, to a new price of €3.4bn. Most of the increase was attributed to increased costs of track construction. The cost overruns alone, €1.85bn, represented €50M/km which is more than the predicted cost per km in the Ultraspeed system. Cost overruns on the Munich system ultimately led to its cancellation. As part of the preparation for a major white paper on the topic, in early 2007 the government commissioned Roderick Smith and Roger Kemp to study the Ultraspeed proposal in depth. In addition to the issues with technical risk and cost estimates, they noted that once other factors were considered a number of the secondary advantages of the system either did not exist or were actually the opposite of those claimed. For instance, the promoters were claiming that the much higher speeds of the Ultraspeed system would allow it to take some traffic off aircraft, in contrast to other high-speed routes where aircraft traffic was actually seen to increase after the rail links opened. As a result, total CO2 emissions would be lowered. However, the reviewers said that the total CO2 emissions of the system, largely due to the coal-based electricity that would provide the majority of the power, were higher than conventional high-speed rail. More importantly, the suburban locations of the new stations that were part of the proposal would mean travellers would drive to the stations. Such was the case for the Shanghai system, where the end stations are "in the middle of nowhere". Total CO2 emissions on inter-city trips were predicted to be higher than a car making the same trip. Cancellation The official white paper, "Delivering a Sustainable Railway", was published on 24 July 2007. It strongly