A new tram for a new era
The ‘roaring twenties’ of the last century were, in the United States, almost literally roaring: the number of cars was rising rapidly. Mass production was making them cheaper and increasingly comfortable. Buses, too, with their soft seats, were becoming ever more popular.
Tram companies, on the other hand, were still operating old and uncomfortable trams with wooden seats. They were seeing passenger numbers decline.
Presidential
In the autumn of 1929, a number of senior executives from transport companies met in Chicago. Given their high-ranking positions, the group was named the Presidents’ Conference Committee (PCC). This PCC was tasked with developing a modern and comfortable tram to compete with the car and the bus: the PCC car.
Prototype
In 1934, the first prototype was ready. The PCC car was a single-direction tram approximately 15 metres long. The entrance was at the front and the exit in the middle.
The tram was fitted with foot-operated controls, leaving the driver’s hands free to sell and check tickets. The advantage of this ‘one-man operation’? It eliminated the need for a conductor – and was therefore cheaper.
Technology
The body of the PCC tram is welded, a technique that was still relatively new at the time. This keeps the weight down to around fifteen tonnes. The tram reaches a top speed of 80 kilometres per hour.
To ensure smooth, shock-free acceleration and braking, Westinghouse developed a pneumatic or control-current-drive ‘accelerator’. The desired level of comfort was achieved by using plenty of rubber in the suspension (which also helped with noise reduction) and thanks to resilient wheels, featuring rubber elements between the steel. As a result, and thanks to the flexible bogie frames, the trams ran smoothly even on poorly laid track.
Art Deco
Consideration was also given to the tram’s appearance. In contrast to older trams, the PCC car was given a streamlined body with a touch of Art Deco, which was very popular at the time. The tram looks fast and modern – with a little imagination, almost like an aeroplane on rails.
The interior is comfortable, with spring-mounted imitation leather seats, good ventilation and heating, and (for that time) large windows.
Who will take the plunge?
All the new technologies make the PCC a pretty expensive tram. However, standardisation and large-scale production are expected to help keep production costs down.
All the new inventions are covered by patents. These are managed by the Transit Research Corporation (TRC), which was set up specifically for this purpose. Companies purchasing PCC trams must pay royalties to the TRC for the use of these patents. The TRC uses these funds to finance new research.
The question then is: which tram operator will be the first to take the plunge?
America: brief success in its country of origin
Manufacturers waited for a transport company to place an order. The Brooklyn and Queens Transit Company in New York was the first to take the plunge, ordering one hundred PCCs in July 1935.
First PCCs
On 1 October 1936, the Brooklyn & Queens Transit Company celebrated the entry into service of the first PCC. In the years that followed, 24 tram companies in the United States and three in Canada purchased PCCs. In some cases, these were the large numbers that had been hoped for, enabling more efficient production.
Chicago bought 683, Pittsburgh 666, Toronto 540, Washington DC 489 and Philadelphia 470. A few smaller companies also took the plunge, such as San Diego (28) and Johnstown (17).
Differences
Despite the standardisation, there are differences between different orders. For example, the large interurban company Pacific Electric (Los Angeles) is purchasing bidirectional trams. Chicago is procuring extra-long and extra-wide PCCs, whilst retaining the use of conductors and manual control by the driver. The PCCs for Washington DC, on the other hand, are shorter than the standard design – otherwise they would not fit in the workshop.
The war years
During the war years, the design underwent a number of improvements. The most striking change in this Model 1945 was the introduction of ‘standee windows’ – small upper windows that offered standing passengers a slightly better view. This was later followed by the Model 1949, which featured larger side windows, but only the Boston tram company adopted this model.
End of production
In the 1940s and 1950s, it became clear that the PCC was a success. Nevertheless, most tram companies opted for the cheaper bus or trolleybus. After the Second World War, lorry and bus manufacturers were once again able to produce in full for the civilian market – which partly explains the success of the bus.
Production of the PCC in the United States therefore came to an end in 1952. By that time, around 5,000 trams had been built.
Benelux: a first for Western Europe
In 1946, the Belgian consortium Electrorail acquired the exclusive rights to supply PCCs in the Benelux. It had three PCCs shipped over from the United States, two of which arrived in crates as flat-pack kits.
From America to Brussels
The prototype was tested in Brussels from late 1947 (on the line to Woluwe), and subsequently also in Liège and on the Coastal Tram line. Ultimately, Buurtspoorwegen (NMVB) became the first tram operator in Western Europe to put the PCCs into service.
The PCCs were designed to keep up with motor traffic on the busy streets of American cities. However, the NMVB deployed them on suburban lines in Charleroi and La Louvière and, initially, also on the Brussels–Leuven line. Tests were also carried out there to compare the performance of the PCC with that of other types.
‘Boat tram’
The PCCs had good acceleration and braking characteristics, but specific problems did arise on the NMVB lines: they exhibited a wobbly ride on the less well-maintained tracks of the Buurtspoorwegen. Another issue was the control system: as soon as the tram driver released the traction pedal, the PCC automatically switched to a light braking mode.
In an urban environment with short distances between stops, this is not a problem, but on the NMVB’s longer inter-city routes, the constant alternation between accelerating and decelerating made many passengers feel sick. It was not for nothing that they were nicknamed ‘tram bateau’, or ‘boat tram’. The braking problem was not technically resolved until 1953.
To Belgrade and back
When the NMVB sought to standardise its tram fleet, the PCC trams were sold in 1960 to the Belgrade tram company – after the NMVB had previously tried to sell them to TAO in ... Antwerp.
In 1986, the Walloon heritage association ASVi brought PCC tram 10409 back from Belgrade. Thus, one original Belgian PCC was saved after all.
The PCC in Brussels
Between 1950 and 1971, Brussels purchased 171 four-axle trams in four batches, as well as a prototype that was originally intended for Hamburg (series 7000–7171). The trams were fitted with a newly designed body, with an appearance adapted to European tastes. They had doors at the front, in the middle and at the rear. Like the American prototype, they were all single-ended trams. To keep purchase costs down, the third and fourth batches utilised second-hand bogies, motors and other equipment sourced from Kansas City and Johnstown.
The last of these classic Brussels PCCs were taken out of service in 2010.
Articulated PCC
As there was a need for larger trams, an articulated PCC was designed. Because only two of the three bogies were motorised, the prototype (later designated 7500) lacked sufficient power for the steep gradients in Brussels.
Later, it proved possible to fit motors to the bogie beneath the articulation as well. This made it possible to build articulated PCCs with sufficient power: first two series of single-section trams, comprising partly single-direction trams (7501–7598) and double-direction trams (7801–7830), and subsequently the double-articulated double-direction trams (7901–7961).
The 7700-series trams were taken out of service in May 2026; the 7900-series trams are still in service.
Antwerp: the PCC comes to the rescue
Antwerp also jumps onto the PCC bandwagon.
In 1959, the TAO (Tramwegen Antwerpen en Omgeving) ordered an initial batch of 39 PCCs. The first, the PCC 2000, was delivered to the Zurenborg depot on 3 October 1960. Just six days later, it entered service on line 2, Hoboken–Suikerrui.
This was followed in 1960 by the purchase of a second batch, PCC 2039–2060. TAO’s successor, the MIVA (Maatschappij voor het Intercommunaal Vervoer te Antwerpen), would also order three further batches of PCCs from 1964 onwards.
166 PCCs
In principle, all 166 Antwerp PCCs are identical. However, minor modifications and modernisations were introduced during their construction.
For example, series 3 (2061–2100) and 4 (2101–2125) were pre-wired to allow them to run in multiple units at a later date. The final series (2126–2165) was delivered with Scharfenberg couplers and automatic braking for the premetro.
In the 1970s, the MIVA also converted series 3 and 4 to enable them to run coupled in train formation.
Monopoly until 1999
Following the delivery of PCC 2165 in 1975, the last wooden motor cars were taken out of service. From then on, the 166 PCCs dominated the Antwerp tram network for many years.
That monopoly was to last until 1999: that was when De Lijn – as the third owner of the PCCs – put the first low-floor tram (Hermelijn) onto the Antwerp tracks.
Modernisation
From 1990 onwards, an extensive modernisation programme for the PCC trams also began – starting with those capable of running in multiple units. They were fitted with large doors and an electric traction system featuring more fuel-efficient thyristors (semiconductors) to replace the accelerator. From 1999, the traction equipment on 48 of the 61 non-articulated trams underwent even more thorough modernisation, although they retained their small doors and old interiors.
The reign is over
The reign of the PCCs does not last long. With the deliveries of the new low-floor trams (Hermelijn and Albatros), things move quickly.
The non-articulated PCCs are the first to leave the network. On 12 March 2023, the reign of these trams comes to an end: they make their final journeys on line 11.
With the arrival of the final new tram model (the CAF or Stadslijner), the end is also drawing near for the remaining trams that can operate in a coupled formation. On 30 April 2026, the PCCs make their final regular journeys in Antwerp.
The PCC in Ghent
Ghent, too, will eventually opt for the PCC to replace its old trams. The MIVG (Ghent Intermunicipal Transport Company) is doing this rather late, compared with other cities.
54 PCCs
Between 1971 and 1974, 54 PCC trams were ordered for the city of Artevelde. Unlike Brussels, Antwerp and the Buurtspoorwegen, Ghent opted for bidirectional trams without centre doors: they therefore have two doors on each side.
In the early 2000s, De Lijn modernised 22 of these trams. The Ghent PCCs were fitted with a new, more fuel-efficient traction system, larger doors and air conditioning for the drivers.
To Antwerp and Charleroi
With the arrival of low-floor trams, the PCCs also left Ghent. First the non-modernised ones (from 2007), then the others – although some of these did get a second lease of life on the Antwerp network: in 2018, seven Ghent PCCs were transferred to Antwerp to operate on line 12. They will continue to do so until 31 August 2025.
A few Ghent PCCs are set to enjoy a third lease of life. At the end of 2025, LeTec, the Walloon counterpart to De Lijn, purchased four of these trams. They will be deployed on the Charleroi tram network as service trams.
The PCC worldwide
The developments in the United States did not go unnoticed. In 1938, the Czech manufacturer Ringhoffer-Tatra became the first in Europe to purchase a licence for PCC technology.
After 1945, manufacturers elsewhere also purchased the rights, often without doing much with them. In Great Britain, for instance, there was no money to pay the necessary royalties for the use of the PCC patents; moreover, in the 1950s, almost all tram companies in the country went out of business.
In Sweden, too, little came of the rights. Only Stockholm purchased two PCCs, which were mainly used for city sightseeing tours. When the country switched to right-hand traffic in 1967, the tram company ceased operations. However, the design did inspire local industry: Gothenburg and Norrköping did not purchase any PCCs, but their trams did resemble them and were therefore often – mistakenly – taken for PCCs.
Fiat – which also builds trains and trams – built two prototypes in 1942 using equipment from General Electric’s Italian subsidiary, one for Madrid and one for Turin.
In Madrid, the response was enthusiastic and an order for 49 units followed shortly afterwards. These trams are not visually recognisable as PCCs. The same applies to the PCCs built in the 1950s for Madrid, Rome, Milan and Barcelona.
Elsewhere in the world, there are only a few prototypes that have been adapted to local conditions. Melbourne purchases PCC components and uses them to build a single tram to local specifications, as does Tokyo.
The Belgian consortium Electrorail also sold small numbers of PCCs outside the Benelux, notably to the French cities of Saint-Étienne and Marseille. The last three of these date from 1984. They are the last PCCs ever built in the world. All these trams have since been taken out of service.
Five four-axle trams of the Brussels type are also being delivered to Belgrade. After a few years, these will be joined by the PCCs from the Belgian NMVB/Buurtspoorwegen.
The successors to the PCC
Czech Republic
In 1951, the Czech manufacturer Ringhoffer-Tatra (later: ?KD Tatra) developed a modern four-axle tram using PCC technology: the T1. The technology was modern, but the comfort was spartan: no soft imitation leather, just hard wooden benches. With nearly 300 units produced, it was a modest success. Around 700 of the improved successor model, the T2, were built, half of which were destined for the Soviet Union.
The real success story was the T3, unveiled in 1960. The concept was the same, but the use of extensive plastic made the tram considerably lighter than its predecessors. The T3 was also intended for export to the Soviet Union, the GDR, Romania and Yugoslavia. This resulted in an impressive production run of over 14,000 trams. A further 2,600 units of the slightly narrower T4 model were also shipped to the GDR, Romania and Yugoslavia.
Poland
The Polish firm Konstal developed its own PCC variant based on two Tatra trams. Electrical systems were even purchased from ACEC for this purpose. After some modifications, this Type 13N, with nearly 840 units produced, became the standard tram in the Polish capital. A further development with a more angular appearance. Of the nearly 3,500 trams, a number can still be found in many cities today, in various modernised forms.
Soviet Union
In the Soviet Union, the RVR tramworks in Riga supplied around 6,000 trams with PCC-style features to numerous tram operators from 1960 onwards. The later KTM-5 model from the tramworks in Ust-Katav, of which some 14,000 were built, also incorporated technology similar to that of the PCC. Incidentally, the appearance of all these trams is completely different from what we recognise as the PCC.
Today
Not a penny is paid to the TRC for the many thousands of trams in the Eastern Bloc. After all, it is the era of the Cold War – and the socialist world has no intention of paying money to an institution in the capitalist West.
You can still find various types of Tatra and Konstal trams in many cities across Central and Eastern Europe, often in modernised form. Their numbers are gradually dwindling, depending on how quickly the tram operators can finance the purchase of new rolling stock. For the time being, they are certainly not going anywhere: Prague’s transport company, for example, is currently having a series of Tatras modernised with a partially lowered floor to facilitate boarding.
The PCC today
Despite their almost proverbial reliability, even PCCs do not last forever. The biggest problem is their high power consumption. These days, more energy-efficient technologies are available, and these have often replaced the PCC’s accelerator during modernisation. Furthermore, at around 15 metres in length, PCCs are now often too small to cope with the increased number of passengers. Nevertheless, you can still find PCCs in a few cities, whether in their original form or modernised.
The oldest in the world
In Boston, on the Ashmont-Mattapan high-speed line – a light rail line that connects to the metro – PCCs dating from the war years are still in service. The tram company in El Paso (Texas), which reopened in 2018, even operates pre-war PCCs. These are the oldest in the world still in service, although they have been extensively modernised. The same applies to the 1945-model PCCs in Philadelphia, which have already undergone their second round of modernisation.
Tourism
On the busy tourist tram routes E and F in San Francisco, PCCs operate in the various liveries of all the American tram companies that have ever purchased this type of tram. The same concept has also been implemented on a smaller scale in the town of Kenosha (Wisconsin). In both places, the tram routes combine tourist and ‘regular’ public transport.
Dinner or a party?
Numerous PCCs have been given a new lease of life as mobile tourist, culinary or recreational vehicles. The restaurant tram and the party tram in Brussels are examples of this, as are the Hague’s TouristTram and the McKinney Avenue Streetcar in Dallas (Texas).
