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Installed Places: |
Performance:
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Cost Benefits:
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LVT have been
in revenue service, are currently being or will be installed on the following
properties:
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USA: |
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P.A.T.H., New York-New Jersey |
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Metrolink, St Louis, Missouri |
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B.A.R.T., Colma, California |
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MARTA, Atlanta, Georgia |
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D.A.R.T., Dallas, Texas |
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Tri-Met, Portland, Oregon |
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MTA, Los Angeles, California |
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D.O.T., Connecticut |
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Amtrak, Newark, New Jersey |
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B.A.R.T., San Francisco Airport Extension, California |
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Hiawatha Corridor, Minneapolis, Minnesota |
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SEPTA, Philadelphia |
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TTCI, Pueblo, High Tonnage Loop |
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Metrolink Extension, St. Louis, Missouri |
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INTERNATIONAL: |
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Channel Tunnel, England-France |
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Grauholz Tunnel, SBB, Switzerland |
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Lantau and Airport Railway, MTRC, Hong Kong |
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Inchon Metro, Korea |
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Rio Metro, Brazil |
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Øresund Tunnel, Denmark |
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Copenhagen Metro, Denmark |
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Quarry Bay, MTRC, Hong Kong |
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Tseung Kwan O, MTRC, Hong Kong |
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West Rail, KCRC, Hong Kong |
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Trensurb, Porto Alegre, Brazil |
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Zimmerberg Tunnel, SBB, Switzerland |
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East Rail Extensions, KCRC, Hong Kong |
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Bundang Line, KNR, Korea |
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Daegu Metro Line 2, Korea |
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Lötschberg Tunnel, BLS, Switzerland |
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Trupo Tunnel, THSRC, Taiwan |
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Busan
Metro Line 3, Korea |
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Effective vibration attenuation. |
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Exceptional lateral resistance and dynamic gauge control resulting from the deep embedment of the wide concrete blocks in the track concrete. |
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Highly accurate track geometry resulting from the top-down construction method. |
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Unobstructed track center providing for a more aerodynamic track, a safe walkway for maintenance workers or passengers (in case of an emergency) and easy access for cleaning. |
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Absence of any direct electrically conductive link between opposite blocks. |
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No exposed steel components that may corrode with time. |
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Easy access to all components (without the need to cut the rail) if an accidentally damaged component must be replaced or if differential settlement of the civil works requires to re-adjust the rail level, which is achieved by placing shims inside the rubber boots. |
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Competitive component costs. |
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Local manufacturing of the concrete blocks. |
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Except in particular cases, absence of stirrups or reinforcements in the track concrete. |
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No need for expensive form work |
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High installation rates [an average of 300 metres (1,000 ft) per 10 hour shift has been consistently achieved on certain projects], which minimize construction time and the risk for costly schedule overruns. |
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Possibility to operate work trains on the track as soon as LVT has been assembled on the tunnel invert, base slab or viaduct deck, which allows E&M and other works to proceed simultaneously with the track work. |
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Proven maintenance free operation, except for standard rail maintenance, resulting in a low life cycle cost. |
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