These Linear Induction Motor (LIM) metros have been installed installed in quite a few places. In Japan, there are smallish profile LIM metros from various manufacturers in Tokyo, Osaka, Kobe, and Fukuoka. It is now the standard to build these smallish profile LIM metros in Japan as the smaller tunnels allow for reduced construction costs and more flexible track layouts (steeper gradients, sharper corners).
Bombardier have also built their version, known as Advanced Rapid Transit (ART), in Vancouver, New York (JFK Airtrain), Kuala Lumpar (PUTRA), and Toronto amongst others.
The use of a linear induction motors allows for a low car floor, which allows for smaller profile tunnels. As propulsion is by LIM on reaction plate, as opposed to wheel on rail, then steeper gradients can be negotiated by the train. Loss of traction due to ice, snow, water, or leaves on the track are much less of a problem. Emergency braking distances are very short, and comparable to rubber tyred metros. Steerable axles allow for trains to negotiate sharp corners, with less wheel and track wear. There are also less moving parts, and gearboxes are eliminated.
There are disadvantages. There have been problems with foreign objects getting stuck inbetween the LIM and reaction plate, or being attracted to the LIM and causing damage to the LIM. The gauging of the distance between the LIM and reaction plate is also critical to energy efficient operation. I have seen conflicting reports on whether LIM metros are more energy efficient compared to conventional metros.