R110B (New York City Subway car)
| Industry | Rail transport manufacturing |
|---|---|
| Headquarters | Canada |
| Products | Subway cars, including R110B prototype series |
R110B
The R110B (contract designation R131) was an experimental prototype series of New Technology Train (NTT) subway cars developed by Canada's Bombardier Transportation for the B Division of the New York City Subway. A total of nine units were manufactured in three-car sets to trial technologies intended for subsequent large-scale NTT production.
Initially announced in 1989, these cars were delivered in 1992 and commenced service on June 15, 1993, running on the line. Following an explosion in 1996 that sidelined three units, the remaining six continued service on the line until their retirement in 2002. Persistent mechanical issues and low Mean Distance Between Failure (MDBF) figures prompted their withdrawal. Subsequently, five cars were transferred to different MTA facilities, with four still retained on MTA premises.
Description
Ordered from Bombardier in December 1989, the R110B fleet was conceived as a testbed for emerging technologies that would later be incorporated into the R143 model, rather than as a mass-production design.
The nine cars, numbered 3001 through 3009, were configured into three-car sets. The end cars featured full propulsion with four traction motors each, while the middle car functioned as an unpowered trailer. Each car measured 67 feet in length, aligning with dimensions established by BMT Standards and the SIRT ME-1 series.
The operator's control stand retained a conventional subway layout but was augmented with computerized controls, including a CRT screen accompanied by function keys to display speed and operational status.
In appearance, the R110B resembled the R68 models used on BMT and IND lines but featured more angular end caps outfitted with Lexan glass windows; the non-cab ends were fitted with expansive glass panels. Seating arrangements mirrored those of the R68 but utilized advanced materials: matte plastic surfaces designed to resist scratches and graffiti through light abrasion techniques, along with seats featuring shallower buckets. Interior surfaces combined tan fiberglass and plastic, while flooring varied between textured linoleum on cars 3001–3006 and smooth floors with blue highlights on cars 3007–3009. Walls were accented with plastic mosaic appliques. Additionally, handholds positioned at lower heights accommodated shorter passengers—a feature later retrofitted onto older subway cars. Toward the end of their operational period, some units underwent floor replacements.
Exterior signage comprised front-mounted rollsign route indicators, LCD destination displays integrated into window areas, interior strip route guides positioned above advertisement panels, and side-mounted LED stop indicators. Although rollsigns were phased out in later NTT models, the R211 reintroduced front LED signs reminiscent of traditional rollsigns.
Among its key innovations was an onboard passenger intercom system designed for emergency communication.
History
During the 1970s and 1980s, the Metropolitan Transportation Authority (MTA) procured large quantities of subway cars such as the R46, but the absence of prototype testing often led to expensive retrofitting efforts. Pursuing a more technologically advanced subway car since the early development of the R44 in the early 1970s, the MTA commissioned two prototype test trains in 1989: the R110A (contract R130) built by Kawasaki Heavy Industries for the A Division, and the R110B (contract R131) constructed by Bombardier for the B Division.
These New Technology Test Trains (NTTTs) served as platforms to trial features that would later be standard in mass-produced New Technology Train models. The R110B introduced multiple advancements including AC propulsion systems with regenerative braking, microprocessor-controlled door and brake mechanisms, roof-mounted hermetic air conditioning units, and fabricated trucks equipped with air bag suspension. Passenger safety enhancements included emergency intercoms and alarm strips; lighting was improved; visibility was increased through glass partitions allowing sightlines into adjoining cars and platforms; and announcements were computerized.
The R110B fleet officially entered revenue service on June 15, 1993, initially operating along the route.
Incidents
On November 4, 1996, an explosion and fire occurred on car 3006 while it was in operation on the line, resulting in the permanent withdrawal of the 3007–3009 set. To repair car 3006 and support maintenance of the other two sets, these vehicles were dismantled for usable parts. The remaining train sets (3001–3003 and 3004–3006) continued service as a six-car formation along the route.
Retirement and current status
During their final operational period, the six surviving R110B cars underwent various repairs and component evaluations. Their last deployment was in April 2002 on C service, functioning as a gap train before being reassigned to standby status. Ultimately, they were officially retired in November 2002.
Since 2004, these cars have been positioned at multiple locations within New York City:
- Car 3001 was moved to College Point, Queens, in early 2014 to serve as a training vehicle for the NYPD, with modifications made to accommodate its new role.
- Cars 3004 and 3006 have been utilized as training units at the firefighting facility located in Coney Island Yard since August 2004, taking over from older equipment.
- Car 3005 has functioned as a training car at P.S. 248, the NYC Transit Learning Center, beginning in July 2004.
- Car 3008 was observed near the FDNY training center on Randall's Island in August 2015.
- Cars 3002, 3003, and 3009 remain stored at the 207th Street Yard without any publicly disclosed plans for future use.
Car 3007 received cosmetic restoration and was exhibited at the New York Transit Museum starting February 2025.