R110A (New York City Subway car)
| R110A | |
|---|---|
R110A at the 239th Street Yard in the Bronx
|
|
| In service | 1993-1999 |
| Manufacturer | |
| Constructed | 1992 |
| Entered service | June 15, 1993 |
| Refurbishment | Work service:
|
| Number built | 10 |
| Number in service | (6 in work service, 4 pending entry into work service) |
| Formation | Five-car sets or ABBBA |
| Fleet numbers | P8001–P8010 |
| Capacity | 24 (A car), 28 (B car) |
| Operator(s) | New York City Subway |
| Specifications | |
| Car body construction | Stainless steel |
| Car length | 51 ft 4 in (15.65 m) |
| Width | 8 ft (2.44 m) |
| Height | 12 ft (3.66 m) |
| Floor height | 3 ft 8.5 in (1.130 m) |
| Doors | 6 |
| Maximum speed | 55 mph (89 km/h) |
| Weight |
15,478 lb (7,021 kg) (motor car) |
| 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 collection method | Contact shoe |
| Braking system(s) | WABCO RT7 |
| Safety system(s) | dead man's switch, tripcock |
| Track gauge | 4 ft 8 1⁄2 in (1,435 mm) standard gauge |
15,478 lb (7,021 kg) (motor car)
The R110A (contract R130) was a prototype new technology New York City Subway car model built in 1992 by .
The R110As are numbered 8001-8010. The R110A was designed to test out new technology features that would be incorporated into future New Technology Trains, including the R142 car order, and it was not intended for long-term production use.
The order is split into two five-car sets (8001-8005 and 8006-8010) that are permanently coupled together. Each car is 51 feet 4 inches (15.65 m) like other A Division subway cars.
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 R110A cars are similar to R62s, but they have squarer ends and wider 63-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 famous Italian designer Massimo Vignelli was hired to design the car interior with the Metropolitan Transportation Authority Arts for Transit program. The R110A has very bright colors with speckled black floors and with walls that are speckled gray. Unnecessary edges were removed from stanchions, poles, and bars to create a smoother and cleaner appearance. The United States Department of Transportation National Endowment for the Arts gave the 1995 national award for transportation design as a result of these efforts.
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. As a result, there was a significant reduction in seats, from a total of 440 in a train of R62As, to 264 in a train of R110As. However, the number of standees went up from 1,332 to 1,684. The seating capacity is 24 in the A cars, and 28 in the non-cab B cars. As a result of the loss of seats, there were complaints from the riding public, and as a result, most of the seats were restored on the first New Technology Train orders, the R142s and R142As.
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