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bullet on the left side and rectangular signs displaying the line's terminal stations on the right side when viewed from the exterior, with the orientation being reversed when viewed from the interior. In addition, the cab ends of the cars now featured a single roll-sign, located on the opposite side of the driver's cabin, that displaying the route. When first introduced, this was a very large sign with a background corresponding to the service's color, but had been replaced with smaller signs only displaying the bullet around 1978. This replaced the overhead twin roll-signs that displayed both the route bullet and directional terminal station. This pattern became standard for all subsequent roll-signs, albeit with slight placement and design variations, until the
768:
conductors to lock the doors at the slant ends of each car. Meanwhile, the director of design at
Raymond Loewy claimed that there was to be no passage between subway cars; the doors were to be locked and thus the safety features would have been unneeded. In November 1968, the NYCTA began modifying the slant-ended fleet at a cost of $ 400,000 with large grab rails and pantograph gates, which effectively destroyed Loewy's design, but allowed passengers to travel safely between cars. Moreover, a transit union newspaper reported that the modifications were necessary as "there is reason to believe" the cars would be deformed if they bumped, and re-iterated that the slant ends posed a danger to passengers walking in between cars.
728:
design was intended to beautify the subway and was part of an effort to convince people to abandon their cars for mass-transit. On
September 20, 1966, the NYCTA announced plans to order 400 subway cars with this new design. In addition to the slanted ends, the new cars were to have wider doors and windows, easier-to-read signage, and improved interiors with light colors. Bids were opened to the public on October 1, 1966. In November 1966, the St. Louis Car Company was awarded the contract at $ 114,000 per car. The new cars cost a total of $ 46,172,041, with the cost to be split evenly between the Federal Government and the City of New York.
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143:
131:
854:. The R42 was written off as it had sustained major damage, while the R40A was repaired and rebuilt into a slant-ended car. It was temporarily numbered 4260, as it was intended to be mated to R40 number 4259, but never returned to service (see below). Meanwhile, straight-ended R40A number 4460 and R42 number 4665 became paired with each other. This pair today survives as part of the museum fleet.
25:
1520:
590:, built from 1968 to 1969. The R40s were originally numbered 4150–4249 and 4350–4449. In 1970, cars 4350–4449 were renumbered to 4250–4349. The slant-ended R40As were originally numbered 4450–4549, and the straight-ended R40As were originally numbered 4250–4349; these cars were later renumbered to 4350–4449 and 4450–4549, respectively.
897:. The last R40/R40A cars to be removed from property by barge were R40 4272 and straight-ended R40As 4474–4475, which were reefed on April 17, 2010. However, R40 pair 4162–4163 and slant-ended R40A pairs 4392–4393 and 4442–4443 were retained as school cars until 2013. These cars were eventually decommissioned and trucked to
815:. All cars now sported an unpainted silver exterior and new interior designs. In addition, air conditioning was retrofitted into the slant-ended cars that were not equipped with it from the factory. Lastly, the distinctive "EXP" (express) and "LOCAL" marker lights on the slant-ended cars were also removed.
747:
systems/units found on the last ten R38 cars. From this point forward, air conditioning became standard equipment on all future subway car orders. Due to the placement of the air conditioning system, the standee poles were arranged in an alternating pattern rather than the straight-line pattern seen
727:
In
December 1965, the NYCTA contracted Raymond Loewy and Associates along with William Snaith Inc. to design a new subway car that would be "dramatically different in exterior and interior", with the firms conceiving a unique and futuristic 10-degree slanted end for the new cars. The more attractive
748:
in the R40s, which lacked air conditioning systems/units until their overhauls. In addition, the exterior of an air-conditioned R40A could be told apart by its non air-conditioned R40 counterpart by examining the roof-line; cars equipped with air conditioning had significantly thinner air intakes.
767:
Within months of the first cars being delivered, safety concerns and controversies surrounded the new slant-ended design. Due to the lack of handholds on the slant-ends, concerns were raised that passengers walking in between cars could fall onto the tracks. As a temporary fix, the NYCTA ordered
697:
in 1967. Located on the upper part of the middle set of windows, the new arrangement originally used a single sign that displayed the service and termini on the outside, and a route diagram on the inside. This was later replaced by a three-sign system, with a square sign that displayed the route
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Pair 4200–4201 was badly damaged in a rear-end accident on the North
Channel Bridge on September 12, 1970 and subsequently scrapped. On February 12, 1974, pair 4420–4421 was damaged when they were rear-ended by R6 # 1236, which also suffered extensive damage due to brake failure at
718:
Moreover, the R40s and slant-ended R40As were the last subway cars to feature distinctive "EXP" (express) and "LOCAL" marker lights on the cab ends, albeit centered. When the straight-ended R40As arrived, the use of these marker lights was discontinued.
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subway car order replaced all of the R40s and R40As from 2007 to 2009; the last slant-ended train ran on June 12, 2009, while the last straight-ended R40As ran on August 28, 2009. After being retired, most R40s and R40As were stripped and sunk into the
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orders in 1999, which switched to a single red LED sign up front with the route, and the sides signs displaying the current destination and the line all in yellow with LEDs and LCDs, which that became standard for the first “generation” of
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order built in 1968–1969, with the last 100 cars of the supplementary order re-designed with straight ends. The 200 original R40s and the first 100 R40As were unique for their futuristic 10-degree slanted end (designed by the firm
877:
subway car order replaced all of the R40s and R40As from 2007 to 2009. The R40s and slant-ended R40As were retired from
October 2007 to June 12, 2009, when the last slant-ended train made its final trip on the
771:
As an even more drastic measure, the NYCTA announced that the remaining 100 R40A cars on order would be redesigned. As a result, the last 100 R40As were built with a modified straight-ended style designed by
731:
The first incomplete pair of R40s (cars 4350–4351) arrived on TA property in
November 1967 for promoting of the Transportation Bond issue on Election Day. They were then returned to the assembly plant in
677:
The R40 was the second of four subway car types built in succession by the St. Louis Car
Company for the NYCTA, in a period that spanned from 1965–1973. As the straight-ended R40As and the subsequent
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cars. Since the straight-ended R40As came factory equipped with baloney coiled spring type inter car safety barriers on their blind ends, they did not need such installations that the R42s received.
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on the southbound express track between 7th Ave and Church Ave. Due to the damage sustained in the incidents above, both pairs were scrapped prior to the rebuilding of the R40/R40A fleet.
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order in 2021, with the route bullet in full color LEDs up front, the destination up top, and the side signs using a full-color LED route bullet and the destination with white LEDs.
922:). Before cars 4280–4281 were selected for preservation, cars 4192–4193 were temporarily displayed at the New York Transit Museum in 2008, but they were later stripped and reefed.
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Car number 4260 derailed in the tunnel near 9th Avenue on 8/15/1994 and was scrapped in 2001. Its nose was used to rebuild straight-ended R40A number 4461 into a slant-ended car.
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912:. They were restored to operating status in 2013–2014 and have been operating on New York City Transit Museum-sponsored excursions since August 2014, specifically on the
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The first R40s entered service on March 23, 1968. Various modifications were made over the years to the R40 fleet, including a complete overhaul from 1987–1989 by
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train led by R42 car 4918 near 9th Avenue on 2/5/1995. It was partially repaired, but never returned to service and was ultimately sunken as an
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Cars 4258 and 4261, as well as cars 4426 and 4429, all of which had lost their mates in the above incidents, were mated as pairs.
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Like the R38 order, the R40 was manufactured with stainless steel car-bodies, fiberglass end-caps, and carbon steel underbodies.
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533:. Two versions of the R40 were manufactured: the original 200-car R40 order built in 1967–1968, and the supplementary 200-car
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At the cost of an additional $ 14,000 per car, the 300 R40As were delivered new with the same successful Stone-Safety 10 ton
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4461 (rebuilt into a slant-ended car and renumbered to 4260) – currently at the
Randall's Island FDNY Facility, used with
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1142:"A Hazard is Found on New Ind Cars; Authority Says Sloped Ends Leave Gap Between Units A Hazard Found in IND Subway Cars"
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order, route signage on the R40s differed significantly, being the first order to enter service after the opening of the
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740:. All 300 slanted R40s were delivered as of January 24, 1969, with the first modified R40As delivered in January 1969.
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The width of the doors was increased from 45 to 50 inches (114 to 127 cm), which would become standard until the
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550:. Due to safety concerns, the final 100 cars of the R40A order were re-designed with traditional straight-ends by
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882:. The straight-ended R40As were retired from January 2009 until August 28, 2009, when the last pair ran on the
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for completion and delivered in
January 1968. On March 23, 1968, the R40 fleet entered service on the
1929:
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1600:
1500:
Evolution of New York City subways: An illustrated history of New York City's transit cars, 1867–1997
968:, a similar model to the straight-ended R40As also built by the St. Louis Car Company from 1969–1970.
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905:, from April 2013 to October 1, 2013, for scrapping, as the reefing program had ended in April 2010.
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There were two versions of the R40: the original order from 1967 to 1968, and the second order, the
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In addition to the R40 pair, several straight-ended R40As have survived. The full list includes:
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4460 (and its R42 mate 4665) – preserved by the
Railway Preservation Corporation and stored at
418:
SCM 17KG192AE2 propulsion system using GE 1257E1 motors (115 hp or 85.76 kW per axle)
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Notably, the R40s were the final subway cars ordered prior to the 1968 merger between the
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Stainless steel sides with carbon steel chassis and underframes, fiberglass A-end bonnet
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780:), a design that would be used on the subsequent (and nearly identical) R42 order.
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order were nearly identical, they were often operated together in mixed-consists.
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route on 1/8/1996 and sustained severe damage. They were both scrapped in 2001.
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578:, but a pair of R40 slants and several straight-ended R40As have survived.
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451:"SMEE" Braking System, A.S.F. simplex unit cylinder clasp (tread) brake
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R40s 4280–4281 (originally numbered 4380–4381) are preserved for the
1367:"Coney Island USA Bulletin Boards – Coney Island express train"
861:
135:
Slant-ended (above) and modified straight-ended (below) variants
1540:
1471:"Google Sheets - create and edit spreadsheets online, for free"
18:
866:
R40 cars 4280–4281 (originally 4380–4381) on display at the
711:. A hybrid of the three styles was then introduced on the
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After retirement, most cars were stripped and sunk as
1096:
https://erausa.org/pdf/bulletin/2006-03-bulletin.pdf
529:. There were 400 cars in the R40 fleet, arranged in
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807:From 1987–1989, the R40s and R40As were rebuilt by
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49:. Unsourced material may be challenged and removed.
542:, and William Snaith Inc.) and were nicknamed the
783:In 1977, pantograph gates, salvaged from retired
1502:. New York Transit Museum Press, New York, 1997
674:on the A division and R211 on the B division.
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848:rear-ended by straight-ended R40A number 4461
304:(4250–4349 renumbered from 4350–4449 in 1970)
8:
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1071:"New Design Is Sought For City Subway Car"
832:Car numbers 4427 and 4428 collided at the
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1532:nycsubway.org – NYC Subway Cars: R40
1277:Chalasani, Radhika (September 17, 2015).
1116:"Chapter 9, New Cars for the Independent"
389:8 sets of 50 inch wide side doors per car
109:Learn how and when to remove this message
16:Retired class of New York City Subway car
951:until 2014, when they were moved to the
886:in a mixed-consist with four R42 pairs.
592:
1289:from the original on September 23, 2015
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834:Bushwick Avenue–Aberdeen Street station
405:77,695 lb (35,242 kg) (slant)
1185:"R-40/R-40A (St. Louis Car Co., 1968)"
1016:: CS1 maint: archived copy as title (
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371:12 ft 1.625 in (3.70 m)
1140:Witkin, Richard (November 19, 1968).
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846:On June 5, 1995, R42 number 4664 was
757:Metropolitan Transportation Authority
554:and became known unofficially as the
381:3 ft 9.125 in (1.15 m)
355:60 ft 2.5 in (18.35 m)
7:
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1063:
47:adding citations to reliable sources
2241:Train-related introductions in 1968
2236:Train-related introductions in 1967
1094:ERA Bulletin, March 2006, page 12.
58:"R40" New York City Subway car
2246:New York City Subway rolling stock
1568:New York City Subway rolling stock
1279:"Watery grave for NYC subway cars"
943:Pair 4480–4481 – preserved by the
14:
818:Car number 4259 was struck by an
763:Safety Concerns and Controversies
363:9 ft 9 in (2.97 m)
1518:
605:Air conditioning (as delivered)
141:
129:
23:
1477:from the original on 2023-03-15
1452:from the original on 2017-07-30
1427:from the original on 2017-07-28
1402:from the original on 2022-01-28
1377:from the original on 2015-04-16
1348:from the original on 2015-04-13
1319:from the original on 2014-12-30
1259:from the original on 2017-08-23
1234:from the original on 2017-08-23
1049:from the original on 2015-05-13
940:1366 and 1370 as training cars.
753:New York City Transit Authority
407:78,030 lb (35,394 kg)
34:needs additional citations for
1525:R40 (New York City Subway car)
947:. The cars were stored at the
449:Westinghouse Air Brake Company
1:
540:Raymond Loewy and Associates
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695:Chrystie Street Connection
689:Compared to the preceding
518:from 1967 to 1969 for the
397:55 mph (89 km/h)
313:4450–4549 (straight-ended)
2211:
809:Sumitomo Corp. of America
563:Sumitomo Corp. of America
311:: 4350–4449 (slant-ended)
140:
128:
2251:St. Louis multiple units
2082:Bluebird Compartment Car
813:Elmira Heights, New York
945:New York Transit Museum
910:New York Transit Museum
868:New York Transit Museum
514:car model built by the
2261:1968 in rail transport
2256:1967 in rail transport
2037:BMT (B Division) / SIR
1309:"Showing Image 107062"
870:
258:100 straight end R40As
147:Interior of an R40 car
1527:at Wikimedia Commons
1396:"Showing Image 71546"
1338:"Showing Image 79128"
1253:"Showing Image 31752"
1167:"Showing Image 31754"
899:Sims Metal Management
865:
802:Church Avenue station
709:New Technology Trains
624:R40A (straight ends)
516:St. Louis Car Company
344:Car body construction
165:St. Louis Car Company
2092:MS Multi-section car
1930:Train of Many Metals
1828:Train of Many Colors
1228:"Showing Image 5330"
1203:"Showing Image 5255"
915:Train of Many Metals
795:Mishaps and Overhaul
512:New York City Subway
333:New York City Subway
43:improve this article
1946:(private operators)
1043:"www.nycsubway.org"
852:Williamsburg Bridge
469:halogen light bulbs
269:6 (2 R40s, 4 R40As)
255:100 slant end R40As
175:St. Louis, Missouri
1189:www.hopetunnel.org
1146:The New York Times
1101:2018-02-26 at the
1075:The New York Times
903:Newark, New Jersey
871:
785:R1 through R9 cars
755:and the state-run
652:R40A (slant ends)
558:(M for modified).
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2061:Q-type Queens car
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1508:978-0-9637492-8-4
1207:www.nycsubway.org
1171:www.nycsubway.org
1120:www.nycsubway.org
953:207th Street Yard
931:Coney Island Yard
826:in January 2008.
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599:Original numbers
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2217:R-type contracts
2162:R110A Pump train
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992:. Archived from
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891:artificial reefs
745:air conditioning
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576:artificial reefs
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460:emergency brakes
456:Safety system(s)
416:General Electric
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266:Number preserved
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824:artificial reef
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776:(nicknamed the
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687:
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480:4 ft
479:
412:Traction system
406:
377:Platform height
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274:Number scrapped
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240:2007–2010, 2013
221:Entered service
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185:Many remaining
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2087:D-type Triplex
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999:on 2021-04-27
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684:
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629:
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595:
594:
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581:
579:
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559:
557:
553:
549:
545:
541:
536:
532:
531:married pairs
528:
525:
521:
517:
513:
509:
498:1,435 mm
478:
476:
472:
468:
464:
461:
458:
454:
450:
447:
445:
441:
437:
435:
431:
427:
425:
421:
417:
414:
410:
404:
400:
396:
394:Maximum speed
392:
388:
384:
380:
378:
374:
370:
366:
362:
358:
354:
350:
346:
342:
337:
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292:Fleet numbers
290:
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272:
268:
264:
257:
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235:
231:
227:
223:
219:
212:
209:
206:
203:
202:
200:
196:
193:
188:
187:BMT Standards
184:
180:
176:
173:
169:
166:
163:
159:
155:
151:
144:
139:
132:
127:
122:
113:
110:
102:
91:
88:
84:
81:
77:
74:
70:
67:
63:
60: –
59:
55:
54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
2213:
2114:Experimental
2014:Flivver Lo-V
1968:Manhattan El
1919:
1844:(B Division)
1754:(A Division)
1517:
1499:
1479:. Retrieved
1465:
1454:. Retrieved
1440:
1429:. Retrieved
1415:
1404:. Retrieved
1390:
1379:. Retrieved
1370:
1361:
1350:. Retrieved
1341:
1332:
1321:. Retrieved
1312:
1303:
1291:. Retrieved
1272:
1261:. Retrieved
1247:
1236:. Retrieved
1222:
1210:. Retrieved
1206:
1197:
1188:
1179:
1170:
1161:
1149:. Retrieved
1145:
1135:
1123:. Retrieved
1119:
1109:
1090:
1078:. Retrieved
1074:
1051:. Retrieved
1001:. Retrieved
994:the original
981:
924:
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913:
907:
888:
872:
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842:
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798:
782:
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770:
766:
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730:
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717:
688:
676:
669:
666:
602:New numbers
587:
585:
560:
555:
547:
543:
534:
507:
505:
434:Deceleration
424:Acceleration
308:
298:
245:Number built
210:
204:
161:Manufacturer
105:
96:
86:
79:
72:
65:
53:
41:Please help
36:verification
33:
2186:Never built
2140:Work trains
2077:AB Standard
2004:Hedley Hi-V
1293:October 16,
582:Description
475:Track gauge
324:44 (seated)
301:: 4150–4349
229:Refurbished
213:: 1968–1969
207:: 1967–1968
198:Constructed
2230:Categories
1994:Gibbs Hi-V
1721:B Division
1703:A Division
1628:B Division
1583:A Division
1481:2017-04-30
1456:2017-04-30
1431:2017-04-30
1406:2022-01-28
1381:2015-01-29
1352:2015-01-29
1323:2015-01-29
1263:2017-04-30
1238:2017-04-30
1212:31 January
1125:31 January
1080:31 January
1053:2015-05-11
1003:2021-04-27
973:References
858:Retirement
658:4350–4449
655:4450–4549
644:4250–4349
641:4350–4449
630:4450–4549
627:4250–4349
613:4150–4249
546:or simply
544:R40 Slants
527:B Division
352:Car length
153:In service
69:newspapers
2214:See also:
2167:R127/R134
2097:SIRT ME-1
1989:Composite
1151:April 27,
734:St. Louis
329:Operators
282:Successor
232:1987–1989
156:1968–2009
2044:Elevated
1961:Elevated
1893:Redbirds
1791:Redbirds
1743:(R-type)
1475:Archived
1450:Archived
1425:Archived
1400:Archived
1375:Archived
1346:Archived
1317:Archived
1287:Archived
1283:CBS News
1257:Archived
1232:Archived
1099:Archived
1047:Archived
1012:cite web
960:See also
494: in
428:2.5mph/s
321:Capacity
252:200 R40s
237:Scrapped
182:Replaced
171:Built at
99:May 2017
2121:R11/R34
2051:BU cars
1943:Retired
1806:R29/R99
1740:Retired
1575:Current
1446:"Scout"
893:in the
850:on the
836:on the
723:History
685:Signage
489:⁄
83:scholar
2070:Subway
2056:C-type
1982:Subway
1695:Future
1506:
1421:"4461"
565:. The
556:"R40M"
548:Slants
510:was a
402:Weight
368:Height
85:
78:
71:
64:
56:
2131:R110B
2126:R110A
1851:R1–9s
1611:R142A
997:(PDF)
990:(PDF)
704:R142A
616:Same
596:Type
588:R40As
438:~3mph
386:Doors
360:Width
190:Some
177:, USA
90:JSTOR
76:books
2177:R161
2172:R156
1973:MUDC
1816:R33S
1728:R268
1711:R262
1680:R211
1675:R179
1670:R160
1665:R143
1655:R68A
1616:R188
1606:R142
1596:R62A
1504:ISBN
1295:2015
1214:2024
1153:2017
1127:2024
1082:2024
1018:link
938:R62s
920:TOMM
875:R160
873:The
778:R40M
713:R211
702:and
700:R142
672:R142
661:Yes
638:R40
633:Yes
610:R40
567:R160
535:R40A
506:The
309:R40A
286:R160
211:R40A
62:news
2203:R83
2198:R55
2193:R39
2157:R95
2152:R65
2147:R8A
1925:R42
1920:R40
1915:R38
1910:R32
1903:R30
1898:R27
1888:R16
1883:R10
1842:BMT
1838:IND
1821:R36
1811:R33
1801:R28
1796:R26
1786:R22
1781:R21
1776:R17
1771:R15
1766:R14
1761:R12
1752:IRT
1660:NTT
1650:R68
1645:R46
1640:R44
1632:SIR
1601:NTT
1591:R62
966:R42
901:in
811:in
789:R42
691:R38
679:R42
647:No
619:No
574:as
524:BMT
520:IND
508:R40
299:R40
277:394
248:400
205:R40
192:R1s
124:R40
45:by
2232::
1876:R9
1871:R7
1866:R6
1861:R4
1856:R1
1840:/
1630:/
1473:.
1448:.
1423:.
1398:.
1373:.
1369:.
1344:.
1340:.
1315:.
1311:.
1285:.
1281:.
1255:.
1230:.
1205:.
1187:.
1169:.
1144:.
1118:.
1073:.
1062:^
1045:.
1026:^
1014:}}
1010:{{
759:.
1560:e
1553:t
1546:v
1484:.
1459:.
1434:.
1409:.
1384:.
1355:.
1326:.
1297:.
1266:.
1241:.
1216:.
1191:.
1173:.
1155:.
1129:.
1084:.
1056:.
1020:)
1006:.
955:.
933:.
918:(
884:V
880:A
838:L
820:M
738:F
522:/
500:)
496:(
491:2
487:1
484:+
482:8
112:)
106:(
101:)
97:(
87:·
80:·
73:·
66:·
39:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
