R160 (New York City Subway car)
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| R160 (New York City Subway car) | |
|---|---|
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| Name | R160 |
| Caption | New York City Subway car R160 |
| Service | 2006–present |
| Manufacturer | Alstom; Kawasaki Heavy Industries |
| Family | New Technology Train |
| Yearconstruction | 2005–2010 |
| Numberbuilt | 1,662 |
| Formation | 4-car and 5-car sets |
| Fleetnumbers | 8313–9944 |
| Operator | New York City Transit Authority |
| Lines | BMT Broadway Line, IND Eighth Avenue Line, BMT Nassau Street Line, IND Sixth Avenue Line, BMT Jamaica Line, IND Fulton Street Line, IRT Flushing Line |
| Carbody | Stainless steel |
| Carlength | 60 ft (standard) |
| Width | 9 ft 8.5 in |
| Height | 12 ft |
| Maxspeed | 55 mph |
| Traction | AC traction motors |
| Brakes | Dynamic and pneumatic |
R160 (New York City Subway car) is a class of New York City Subway rolling stock introduced in the mid-2000s to modernize fleets operated by the Metropolitan Transportation Authority subsidiary New York City Transit Authority. Built by Alstom and Kawasaki Heavy Industries under contracts awarded during the Michael Bloomberg mayoralty and the MTA Capital Program, the cars entered revenue service to replace older models on multiple lines across Manhattan, Brooklyn, and Queens. The R160 series exemplifies the New Technology Train family’s move toward computerized controls, automated announcements, and energy-efficient propulsion.
Design and Specifications
The R160 design derives from earlier R142 and R143 classes but incorporates features influenced by procurement requirements from the MTA Board, New York City Transit Authority, and federal standards enforced by the Federal Transit Administration. Car bodies are stainless steel, produced using techniques similar to those employed by Siemens and Bombardier for other North American rapid transit fleets. Interiors include seating and lighting layouts developed in coordination with the Transportation Research Board and accessibility guidelines from the Americans with Disabilities Act. The traction system uses AC propulsion electronics comparable to systems found on R142A and contemporary Mass Transit designs, and braking integrates dynamic regenerative systems alongside pneumatic brakes meeting Federal Railroad Administration-aligned testing. Environmental and noise standards considered Environmental Protection Agency guidance, while materials procurement complied with Buy America preferences.
Production and Delivery
Two separate contracts—one awarded to Alstom and another to Kawasaki Heavy Industries—produced the R160 fleet, reflecting industrial strategies similar to earlier dual-source procurements used by the Los Angeles County Metropolitan Transportation Authority and Bay Area Rapid Transit. Assemblies were completed at plants associated with the manufacturers and final acceptance testing occurred at yards managed by New York City Transit Authority personnel. Delivery timelines intersected with the 2008 financial crisis and budgetary reviews by the MTA Board, prompting schedule adjustments and rolling acceptance protocols used by transit agencies including Chicago Transit Authority and Washington Metropolitan Area Transit Authority.
Service History
R160 cars entered passenger service on routes that required fleet modernization following retirements of older models such as the R42 and R44. Their deployment spanned key trunks including the BMT Broadway Line and IND Eighth Avenue Line, affecting operations managed by the Transit Authority and coordinated with dispatch centers in New York City Transit Operations Control Center. Performance evaluations referenced service records from agencies like the Port Authority Trans-Hudson for comparative reliability metrics. Ridership impacts were discussed in MTA Board briefings and reported at hearings with representatives from New York City Hall and commuter advocacy groups such as the Straphangers Campaign.
Variants and Configurations
The R160 family comprises multiple subtypes with differences in propulsion equipment, car numbering, and interior features, akin to variant distinctions seen in the R142 and R179 orders. Formations include 4-car sets for B Division configurations and 5-car sets compatible with platform lengths on lines managed by the New York City Transit Authority. Some sets were configured for Communications-Based Train Control pilot programs and equipment trials coordinated with vendors and agencies like Transit Development Corporation partners and technical standards bodies.
Equipment and Systems
Onboard systems include computerized diagnostics, automated announcement systems, and LED route displays similar to technologies deployed in Seoul Metro and London Underground modern fleets. HVAC systems were designed to meet climate control expectations for stations in Manhattan and outer-borough routes, while door control systems follow specifications used by Port Authority Transit Corporation procurement. Safety and monitoring equipment integrate with the New York City Transit Operations Control Center networks and maintenance protocols referenced by the American Public Transportation Association.
Safety and Incidents
R160 cars have been involved in incidents reviewed by agencies such as the National Transportation Safety Board and local law enforcement in New York City. Investigations into derailments, collisions, or onboard fires were handled in coordination with the MTA Police Department and the Fire Department of New York, with outcomes affecting maintenance directives issued by New York City Transit Authority engineering units. Safety upgrades and retrofits were implemented following audits comparable to recommendations from the Federal Transit Administration and standards bodies.
Preservation and Legacy
While the majority of the R160 fleet remains in active service, preservation discussions involve institutions like the New York Transit Museum and historical societies focused on New York City transportation heritage. The R160’s influence can be traced to later orders and technological choices in subsequent procurements considered by the MTA Capital Program and debated at MTA Board meetings, shaping fleet renewal strategies and procurement policy discussions involving stakeholders such as City Council members and transit advocacy groups.