The tram is available in three versions: a three-section (121N) or five-section (120N and 122N) configuration, with sections connected by accordion-type pivot joints.

In the 1990s, new normal-gauge tram designs with low floors, such as the 112N [pl] and 114Na, were developed in Poland, but only in limited numbers and did not represent any significant quality leaps.

[7] Since then, Poland did not produce tram cars, and Polish cities modernized their fleets by importing vehicles from abroad.

[7] To fill the gap in the Polish market, four companies aimed to enter the tram sector: Alstom Konstal (the direct successor of Konstal), Pesa Bydgoszcz (formerly Zakłady Naprawcze Taboru Kolejowego, focusing on repairs and the construction of railway vehicles), FPS Cegielski from Poznań (engaged in, among other things, railway vehicle construction), and Protram from Wrocław (specializing in tram modernizations).

[17] The type name 120N continues the convention of using a three-digit number followed by the letter N for tram models, a system that started in the mid-1960s with Pafawag 101N (1968) and Konstal 102N (1967).

[4][21] The mechanical design of the Tramicus family trams (119N–122N) was created by EC Engineering [pl] from Kraków.

The passenger compartment is a single-space, step-free area[4] (maximum floor slope of 9°),[5] equipped with electric information and direction boards.

[21] The tram is powered by a 600 V DC network[4] via a half-current collector (type Fb 700, manufactured by Stemmann) mounted on the roof of the first section.

[24] The voltage from the current collector is supplied through a disconnector and a quick-release switch to the high-voltage distribution board[4] (type RWN-500-600, manufactured by Medcom [pl]).

[25] This setup provides a backup power system for auxiliary circuits, which automatically activates in the event of a primary converter failure.

[24][28][29] An important feature is the ability to power the traction motors from a 24 V battery to move the vehicle in emergency situations.

[4][30] The Tramicus trams use a digital speed measurement and rail vehicle parameter recording system, ATM-RPS (manufactured by ATM PP).

[12] The premiere of the tram produced for Elbląg took place from 19 to 22 September 2006 at the InnoTrans trade fair in Berlin.

[36] On 20 June 2012, tram number 401 was named Stanisław Wójcicki [pl], honoring an honorary citizen of Elbląg.

[43] The purchase of trams with EU funds required their use only on tracks modernized as part of the same project (corresponding to line 9).

[50] It referred to the traditional red-yellow colors of Warsaw trams and the painting scheme of the 121N for Elbląg (door frames).

[50] In 2009, a commission of city officials, looking for a suitable painting scheme for 186 newly ordered trams, decided to change it to a gray livery with red accents.

By the end of July of the same year, tram 3103 was repainted yellow with a red stripe along the roof line.

The Tramicuses were purchased to serve the modernized Łódź Regional Tram Line [pl] from 2007 to 2008[53] based on a contract signed on 24 October 2006.

[59] The Tramicuses, officially handed over to the Municipal Transport Company on 4 March 2008,[60] were the first low-floor trams in the city.

[7][58] Initially, they were to serve line 3, but later, service assignments were adjusted so that these low-floor trams appeared across the network.

[7] From 23 to 26 September 2008, a Pesa 122N tram belonging to the Municipal Transport Company (side number 365) was loaned by the manufacturer for the InnoTrans trade fair in Berlin.