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| ==Background== | ==Background== | ||
| The R110As are numbered 8001-8010, and the order is split into two five-car sets that are permanently coupled together. At each end of the five-car set, there is a full-width cab. The cab cars are powered by four traction motors each. The center car of each five-car set is an unpowered trailer, and the other two cars are powered by two traction motors each.<ref name=":0">{{Cite book|title=New York Subway Cars From R-1 To R-160|last=Greller|first=James Clifford|publisher=Xplorer Press|year=2011|isbn=0-9645765-8-9|location=West Orange, New Jersey|pages=|via=}}</ref> | |||
| The cab is computerized, with a control stand consisting of a single lever for traction and braking control, a reversing key, a small numeric and symbol keypad, and an ] flat panel display. The display is used in conjunction with the keypad to control doors, reset alarms of various sorts including the passenger alert system, display train speed and braking information, and do much more. | The cab is computerized, with a control stand consisting of a single lever for traction and braking control, a reversing key, a small numeric and symbol keypad, and an ] flat panel display. The display is used in conjunction with the keypad to control doors, reset alarms of various sorts including the passenger alert system, display train speed and braking information, and do much more. | ||
| The R110A cars are similar to ], but they have squarer ends and wider |
The R110A cars are similar to ], but they have squarer ends and wider 64-inch passenger entry doors (over a foot wider than the R62 doors, which were 50 inches) that are staggered for better passenger flow, because passengers would stand in the niche instead of in front of each door.<ref name=":0" /> All car ends have clear ] glass, allowing passengers to see through to the next car, except on cab ends. | ||
| Seating is improved by eliminating the bucket seats in favor of comfortable benches in bright colors. The |
The seating capacity is 24 in the A cars, and 28 in the non-cab B cars. Seating is improved by eliminating the bucket seats in favor of comfortable benches in bright colors. The interior has longitudinal seats on one side and transverse seating on the other, unlike previous IRT cars, which since 1910 have always featured all-longitudinal seating. One side is shifted from the other, making part of the bench on one side of the car face a door on the other side. Some seating space is removed to allow for wider doors. Interior surfaces are ], which is resistant to ].<ref name=":0" /> | ||
| There are ] exterior line indicator signs on all cars, LCD destination signs in windows, and LED interior next stop/variable message signs inside the cars. The LED display on the front of the car could either be red, for Broadway–Seventh Avenue Line service, or green, for Lexington Avenue Line service. | There are ] exterior line indicator signs on all cars, LCD destination signs in windows, and LED interior next stop/variable message signs inside the cars. The LED display on the front of the car could either be red, for Broadway–Seventh Avenue Line service, or green, for Lexington Avenue Line service. | ||
| ==History== | ==History== | ||
| During the 1970s and 1980s, the ]<nowiki/>ad made several large orders for subway cars, such as the ], which had new components added to them. However, because there was not a prototype built first for testing, many expensive retrofits were required. In order to avoid this problem, the R110As for the ], and the ]<nowiki/>s for the ], were to be the test units for the ].<ref name=":0" /> | |||
| ⚫ | The R110A cars entered service on June |
||
| In 1992, the New York City Transit Authority ordered a 10-car order for R110As from Kawasaki, with the price of $2,209,000 for each car.<ref name=":0" /> | |||
| ⚫ | The R110A cars entered service on June 30, 1993, on the {{NYCS|2}} service. In 1999, they were pulled out of service due to brake problems and fire damage, and were transported back and forth between IRT line yards and stored until 2013.<ref>{{cite web|url=http://www.nycsubway.org/cars/r110a.html |title=R-110A/R-110B New Technology Program |publisher=Nycsubway.org |date=1996-11-04 |accessdate=2010-06-06}}</ref> | ||
| ===Reconditioning and current status=== | ===Reconditioning and current status=== | ||
Revision as of 18:59, 24 July 2016
"R110A" redirects here. For the road, see Route 110.| R110A (New York City Subway car) | |
|---|---|
 R110A at the 239th Street Yard in the Bronx | |
| Manufacturer | Kawasaki Rail Car Company |
| Constructed | 1992 |
| Entered service | June 15, 1993 |
| Number built | 10 |
| Number in service | 0 |
| Formation | Five-car sets or ABBBA |
| Fleet numbers | 8001–8010 |
| Capacity | 24 (A car), 28 (B car) |
| Operators | New York City Subway |
| Specifications | |
| Car body construction | Stainless steel |
| Car length | 51 ft (15.54 m) |
| Width | 8 ft (2.44 m) |
| Height | 12 ft (3.66 m) |
| Doors | 6 |
| Traction system | AEG (ADtranz) AC traction motors: Model 1501A, 150 hp (110 kW), three- phase, four-pole |
| Electric system(s) | 625 V DC third rail |
| Current collector(s) | Contact shoe |
| Safety system(s) | emergency brakes |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm) standard gauge |
The R-110A (contract R130) was a prototype class of experimental new technology New York City Subway cars delivered in 1992. The R110A was designed to test out new technology features that would be incorporated into the R142 car order, and it was not intended for long-term production use. Built by Kawasaki Heavy Industries, there are ten cars, unit numbered #8001–8010, and they were permanently linked in five-car sets. Between 2013 and 2014, all the B-cars (#8002-8004 and #8007-8009) were converted into flood pump cars.
Background
The R110As are numbered 8001-8010, and the order is split into two five-car sets that are permanently coupled together. At each end of the five-car set, there is a full-width cab. The cab cars are powered by four traction motors each. The center car of each five-car set is an unpowered trailer, and the other two cars are powered by two traction motors each.
The cab is computerized, with a control stand consisting of a single lever for traction and braking control, a reversing key, a small numeric and symbol keypad, and an LCD flat panel display. The display is used in conjunction with the keypad to control doors, reset alarms of various sorts including the passenger alert system, display train speed and braking information, and do much more.
The R110A cars are similar to R62s, but they have squarer ends and wider 64-inch passenger entry doors (over a foot wider than the R62 doors, which were 50 inches) that are staggered for better passenger flow, because passengers would stand in the niche instead of in front of each door. All car ends have clear lexan glass, allowing passengers to see through to the next car, except on cab ends.
The seating capacity is 24 in the A cars, and 28 in the non-cab B cars. Seating is improved by eliminating the bucket seats in favor of comfortable benches in bright colors. The interior has longitudinal seats on one side and transverse seating on the other, unlike previous IRT cars, which since 1910 have always featured all-longitudinal seating. One side is shifted from the other, making part of the bench on one side of the car face a door on the other side. Some seating space is removed to allow for wider doors. Interior surfaces are fiberglass, which is resistant to graffiti.
There are LED exterior line indicator signs on all cars, LCD destination signs in windows, and LED interior next stop/variable message signs inside the cars. The LED display on the front of the car could either be red, for Broadway–Seventh Avenue Line service, or green, for Lexington Avenue Line service.
History
During the 1970s and 1980s, the New York City Transit Authorityad made several large orders for subway cars, such as the R46, which had new components added to them. However, because there was not a prototype built first for testing, many expensive retrofits were required. In order to avoid this problem, the R110As for the A Division, and the R110Bs for the B Division, were to be the test units for the New Technology Trains.
In 1992, the New York City Transit Authority ordered a 10-car order for R110As from Kawasaki, with the price of $2,209,000 for each car.
The R110A cars entered service on June 30, 1993, on the 2 service. In 1999, they were pulled out of service due to brake problems and fire damage, and were transported back and forth between IRT line yards and stored until 2013.
Reconditioning and current status
In 2013, it was decided to convert the cars to pump cars as the car bodies had many years of service left on them. Cars #8002–8004 were converted to pump cars in 2013 until summer 2014, while #8007–8009 were converted in the fall 2014. #8005 was completely stripped of parts to become a pump train as well; however, the conversion process was halted sometime in 2014 as it was decided to use only the B-cars for pump train service. The B-cars were renumbered to #P8002-P8004 and #P8007-P8009 after conversion.
A more detailed list of the known statuses of the ten cars is below:
- #8001 and #8006 – Missing various components, and currently stored at 207th Street Yard. Future plans for these cars are unknown.
- #8002–8004, #8007–8009 – Converted to pump/reach cars, renumbered to #P8002-P004 and #P8007-P8009 respectively, and currently stored at 207th Street Yard.
- #8005 – Completely stripped of parts, remains in 207th Street Yard. Future plans for this car are unknown.
- #8010 – Remains in its original condition in 207th Street Yard. Future plans for this car are unknown, though recently it has been located on the same track as other subway cars slated for preservation.
References
- ^ Greller, James Clifford (2011). New York Subway Cars From R-1 To R-160. West Orange, New Jersey: Xplorer Press. ISBN 0-9645765-8-9.
- "R-110A/R-110B New Technology Program". Nycsubway.org. 1996-11-04. Retrieved 2010-06-06.
- http://www.ttmg.org/pages/kawasaki/nymta-kawasakie.html
- http://www.nycsubway.org/perl/show?138752
- http://www.nycsubway.org/perl/show?145429
External links
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