The group's membership consisted primarily of representatives of several large operators of U.S. urban electric street railways plus potential manufacturers.

Although this company continued the work of research on improvements to the basic design of the car and issued sets of specifications three times in the ensuing years, because TRC defined a PCC car as any vehicle which used patents on which it collected royalties, it was formed for the primary purpose of controlling those patents and promoting the standardization envisioned by the ERPCC.

Because Raymond Loewy designed elements that were very similar to the PCC look, the Brilliner attracted no large orders, being built only for Atlantic City Transit and the Red Arrow Lines in suburban Philadelphia.

[3] Wheel tires were mounted between rubber sandwiches and were electrically isolated so that shunts were required to complete a ground.

[4] "Satisfactory Cushion Wheel of Vital Importance; Develop New Truck Design; Generous Use of Rubber" are headings within a paper that Chief Engineer Clarence F. Hirshfeld both presented and published.

[7] Several retired PCCs from Boston, Cleveland, and Philadelphia were purchased as scrap and have been privately stored just outside Windber, Pennsylvania since 1992.

A pit was located at the boundary line of the city limits, over which cars would stop to have their power collection changed from the trolley pole to the conduit plow and vice versa.

"[11] Research into passenger comfort resulting from vibrations, acceleration, lighting, heating and cooling, seat spacing, cushion height, space for arms, legs, standing passengers, economies of weight affecting maintenance, cost of power, reduced wear of components and track.

[clarification needed] The last PCC streetcars built for any North American system were a batch of 25 for the San Francisco Municipal Railway, manufactured by St. Louis and delivered in 1951–2.

[19] A total of 4,586 PCC cars were purchased by United States transit companies: 1,057 by Pullman Standard and 3,534 by St. Louis.

It was installed in the first Pittsburgh car, number 100, and minor modifications allowed use in the last PCCs produced in North America for San Francisco in 1952.

The sitting PCC operator had a foot accelerator on the floor, much like that of an automobile, with linkage to underfloor resistance ribbons mounted in a circle.

Westinghouse's design was remarkable and innovative in that it allowed motor control by floor pedal similar to that of an automobile.

General Electric also developed a control system for PCC cars that mirrored the Westinghouse scheme in function although not in simplicity or maintainability.

[20] With the GE commutator motor controller operating by air pressure, it had to be redesigned with the advent of the All-Electric PCC.

From 1936 to 1945, PCC cars were "Air-Electrics" with friction brakes, doors, and windshield wipers operated by air pressure.

car to out-pace the average automobile which, in America, is of substantially higher performance than the typical British vehicle.

Toronto, on the committee, initially considered buying the cars, but increased metal prices due to the Korean War made them prohibitively costly.

This table lists the transit agencies that still employ PCCs in revenue service, as opposed to a short-run or intermittent heritage railway.

The McKinney Avenue Transit Authority in Dallas, Texas, owns three PCC cars, two from Toronto, one from the former Tandy Center Subway.

Officials in El Paso expressed their desire to preserve the history of the city by refurbishing the old PCC streetcars that once made their way through Downtown from 1949 to 1974.

[75] They operated on the international streetcar line that connected El Paso, Texas in the United States, with Ciudad Juárez, Mexico.

Two of its cars are still painted in their original TTC colours, while the rest have been re-decorated in the liveries of several U.S. cities including Pittsburgh, Johnstown, Chicago and Cincinnati.

[citation needed] SEPTA uses Kawasaki vehicles on the rest of its trolley lines, including the Subway-Surface Green Line linking West Philadelphia with Center City and its 69th Street Transportation Center with the western suburbs of Media and Sharon Hill via light rail routes 101 and 102.

Due to its success, a second heritage line was inaugurated in 2015, the E Embarcadero, which serves to facilitate a one-seat ride from the Caltrain San Francisco station to Fisherman's Wharf.

[35][78] Although it acquired new custom-designed streetcars in the late 1970s and 1980s (and which was replaced by modern LRVs by Dec. 2019), the TTC continued using PCCs in regular service until 1995, and retains two (numbers 4500 and 4549) for charter purposes.

Two such licensees were successful, namely the Belgian company La Brugeoise et Nivelles (since 1988 a subsidiary of Bombardier Transportation, itself since 2021 a subsidiary of the French Alstom), who built both standard-gauge and meter-gauge cars based on the PCC license for many networks in Belgium, France and the Netherlands; and particularly the Czech ČKD Tatra, who built the largest number of the PCC type in the world, supplying a number of Central and Eastern European countries.

One set of PCC bogies and control equipment was imported into Melbourne circa 1949 and fitted to a modified W class body.

This was probably due to the withdrawal of the Polish side of the contract in 1946, which primarily stated the delivery not only of the tram wagons, but also 8 locomotives and 44 electric passenger trains by the ASEA company.

They were the first PCCs in Europe equipped with multiple-unit electrical systems and were only used in pairs (no more trams of this type were constructed) on tourist line number 700.