R110B (New York City Subway car)

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"R110B" redirects here. For the road, see Route 110.
R110B (New York City Subway car)
R110B 3005.jpg
R110B railcar used in NYCTA Training Center
Manufacturer Bombardier Transportation
Constructed 1992
Entered service June 15, 1993
Number built 9
Formation Three-car sets
Fleet numbers 3001-3009
Capacity 42 (A car), 46 (B car)
Operator New York City Subway
Car body construction Stainless steel
Car length 67 ft (20.42 m)
Width 10 ft (3.05 m)
Height 12.08 ft (3.68 m)
Doors 8
Traction system General Electric AC Traction motors: Model GEB 7-B, 202 hp (151 kW), 3 Phase, 4 Pole
Electric system(s) 600 V DC Third rail
Current collection method Contact shoe
Track gauge 4 ft 8 12 in (1,435 mm) standard gauge

R110B (contract order R131) was a prototype class of experimental New York City Subway cars built by Bombardier of Canada for service on the IND and BMT (B Division) services delivered in 1992 and entered service on June 15, 1993 on the A service. The R110B was designed to test various new technology features that would eventually be incorporated into the R143 and was also not intended for long-term production use.


There were nine R110B cars, numbered 3001-3009, which were coupled into three-car sets. The cab cars are powered with four traction motors each. The center car of the 3-car set is an un-powered, cab-less trailer. The cars are typical B-Division size, except that they are 67 feet long, a length only shared by the BMT Standards.

The R110B uses the standard subway train control stand, but with some added computerized features. The layout of the controls is desk-style, with switches, lamps, and a single lever to control traction and braking. A CRT with function keys on either side is used to monitor speed, train status, etc.

The R110B's design is similar to the R68 cars now in use on the BMT and IND lines, but the ends are more square and Lexan glass is used in the windows. Car ends that do not have cabs have an expanse of glass, which makes the car feel open and airy. The seating configuration is the same as in the R68, but the materials are improved.

A matte plastic is used that allows scratches, tags and stubborn graffiti to be buffed out using a light abrasive. The seats have a reduced bucket. Internal surfaces are tan fiberglass and plastic, with accents provided using a plastic mosaic applique. The floor is linoleum with a pattern of slightly raised and textured squares. The R110B cars have a few handholds for shorter passengers.

There are rollsign line indicators line indicators in the front of the train; LCD destination signs (on windows) and interior strip route guides on top of the ad space with LED indication of stops ahead on both sides.

Another new and important feature is a passenger intercom, which can be used for emergencies.

Due to breakdowns, set 3007-3009 was cannibalized for parts for the remaining two sets, which then ran on the C. The train has not had the computerized voices and next stop indicator signs programmed for the "C" service, so the conductor made the announcements manually.

Retirement and after service life[edit]

Throughout 1999, it had been in and out of service for both repairs and additional component testing. It was permanently removed from service in 2000 due to breakdowns and low Mean Distance Between Failure (MBDF) and will not likely see revenue passenger service again.

On July 15, 2004, car 3005 was sent to P.S. 248, the New York City Transit Learning Center, replacing R16 6452.

In August 2004, cars 3004 and 3006 were placed in the Coney Island firefighting training facility.

The remaining six cars (3001-3003 and 3007-3009) are stored at the 207th Street Yard.[1]


Further reading[edit]

  • Sansone, Gene. Evolution of New York City subways: An illustrated history of New York City's transit cars, 1867-1997. New York Transit Museum Press, New York, 1997 ISBN 978-0-9637492-8-4

External links[edit]