Prototype Cars SE 9000 and DE 100 Timeline

9-13-78 Request for Proposals issued.

12-21-78 Six bids received.

3-29-79 SEPTA Board approves a $67.1 million contract with Kawasaki for a total of 141 cars (112 SE, 29 DE).

4-12-79 Purchase Order issued and Kawasaki given Notice to Proceed.

8/27 – 9/4 1979 Double end ½ car mock-up inspected in Kobe, Japan.

Late May 1980 Single end and double end prototypes inspected and operated in Kobe, Japan.

6-2-80 Completion presentation ceremony in Kobe.

6-17-80 Approval to ship given by SEPTA.

7-16-80 Car 100 is shipped.

7-29-80 Car 9000 is unloaded in the Port of Philadelphia, trucked to Woodland Carhouse, assembled, checked out, and that day made its first short run under its own power.

Aug/Sept Car 9000 undergoes on-street testing.

8-21-80 Car 100 arrives in Philadelphia and on 8-22, is taken to 69th St.

Early Oct First operators trained for three days on 9000. Two additional days were added for MU training when production cars arrived.

10-10-80 Car 9000 enters revenue service on Rt. 11, with two back-to-back runs totaling 13 hours.

10-12-80 A “Come and See Your New Trolley” day was held at Woodland for Woodland and Callowhill operators and their families. Rides were given in and out of the Surface Car Subway.

11-4-80 Car 100 enters revenue service. Car 9000 moved to Route 34 for passenger service.

11-29-82 The last of the 141 cars delivered, SE 9018, enters revenue service.

Note: The SEPTA car bodies were constructed at Kawasaki's Kobe plant, with final assembly taking place at Boeing's plant on the Delaware outside Philadelphia. Many interior parts were shipped from the US to Kobe so that US content requirements would be met.

The shortness of this timeline was a tribute to KHI’s dedication. The Kawasaki car is also the only Light Rail Car procurement to date in the United States that did not utilize an outside consultant to manage the specification, construction, and testing process.

Many thanks to Ed Springer of SEPTA for his help in setting up the Charter, and Russ Jackson for his comments on and contribution of photos to this handout, and for doing so much to ensure the K cars’ success. A special thanks to Andy Maginnis, who “way back when” educated me to the fact that PRT plans for the never built final order of conventional cars before the PCC cars called for them to be in the 9000 series. If Andy hadn’t suggested I number the K cars to fulfill that plan, there wouldn’t have been a “K 9000” 30^th anniversary. And finally, to each of you for coming and sharing this important milestone. Thanks.

Joe Boscia