Alstom Metropolis 98B

Alstom

Industry	Rail transport
Founded	1928
Headquarters	Saint-Ouen-sur-Seine , France
Products	Rolling stock, including Metropolis 98B trains for Warsaw Metro

Alstom Metropolis 98B represents an electric multiple unit created by the French multinational Alstom and serves as the third generation of rolling stock for the Warsaw Metro. Throughout 2000–2002 and 2004–2005, a total of 108 carriages were manufactured at Alstom’s facilities located in Barcelona and Chorzów, configured into 18 trains each consisting of six cars.

Origins

The inaugural segment of the Warsaw Metro, known as M1, commenced operations on 7 April 1995. This initial 11 km stretch, running between Kabaty metro station and Politechnika metro station, was serviced by 14 three-car sets of Russian-made Metrovagonmash 81-717/81-714 trains. These units supported peak headways of five minutes and off-peak intervals of seven minutes, with future plans to operate five-car formations at intervals as short as 90 seconds.

In November 1997, an additional shipment of 18 cars from Russia enabled the extension of trainsets to four cars and the formation of a fifteenth train. The line was further extended to Centrum metro station on 26 May 1998, coinciding with the introduction of new rolling stock.

Expansion plans also included further line extensions featuring stations such as Świętokrzyska and Ratusz Arsenał. Due to increasing ridership, Warsaw Metro sought to augment its fleet by procuring modern trains that complied with contemporary standards.

Tenders

Between 1996 and 1998, Warsaw Metro issued three procurement processes for new rolling stock; however, the first two attempts did not result in contract awards.

An open tender launched on 15 July 1996 received eight bids but was ultimately canceled on 7 March 1997 after all submissions were rejected.

A subsequent two-phase tender initiated on 26 May 1997 also attracted eight proposals. Yet after dismissing seven final offers, this process was terminated on 16 January 1998.

The third tender, announced on 9 February 1998, sought delivery of 108 new cars for the M1 line. Eight companies—including Bombardier Transportation Polska, Construcciones y Auxiliar de Ferrocarriles, Daewoo, Alstom, Hyundai, Siemens Mobility, and Škoda Transportation—submitted bids ranging from 367 million PLN to 635 million PLN. Evaluation criteria encompassed cost, technical specifications, company track records, and involvement of domestic manufacturers.

On 20 April 1998, Alstom secured the contract with a proposal valued at 479 million PLN. Although Siemens contested the decision, their appeal was dismissed by the Public Procurement Office arbitration court. The agreement was formalized on 22 July 1998 for delivery of Metropolis 98B trains customized for Polish conditions and compatible with Warsaw Metro’s Soviet-era loading gauge.

Production and deliveries

Year	Number of cars	Number of trains	Manufacturer
2000	24	4	Alstom Transporte, Barcelona
2001	24	4	Alstom Konstal, Chorzów
2002	30	5
2004	18	3
2005	12	2

The initial batch of four Metropolis 98B trains was produced at Alstom’s Barcelona facility in 2000. On 24 July that year, the first train arrived by ship at the Port of Gdańsk before being transported by rail to Warsaw using a specially arranged freight service due to the absence of standard pneumatic brakes on the metro cars. The subsequent three six-car sets from Spain followed this same delivery method by October 2000.

The remaining fourteen trains were assembled domestically under an offset agreement: components were manufactured and final assembly plus painting took place at Alstom’s Konstal plant in Chorzów, while car bodies were constructed at Fablok in Chrzanów. Approximately 60% of production involved local industry participation.

The first train assembled in Poland was completed and unveiled in March 2001; that year saw delivery of three additional trains. In 2002, five more units were produced; however, further deliveries were interrupted mid-year due to financial constraints and issues related to wheelsets.

Although five trains were initially planned for delivery by December 2004, only three arrived between October and December. The final two units were completed and delivered between April and May 2005 following delays caused by challenges in selecting appropriate wheels.

Trains manufactured at Alstom Konstal were transported to Warsaw via rail using electric locomotives, shielded by additional wagons and moved at reduced speeds to minimize transit damage.

Testing

Following assembly at the Barcelona manufacturing plant, the trains underwent their initial evaluation phase. After the cars were coupled, static assessments were conducted to fine-tune essential parameters, succeeded by dynamic trials at to validate propulsion and braking systems. Once delivered to Warsaw, comprehensive examinations on the metro line verified technical specifications such as track gauge, compatibility with signaling systems, propulsion, braking, radio communications, and automatic train protection (ATP).

At STP Kabaty in Warsaw, Alstom Konstal’s rolling stock was subjected to extensive gauge measurements, thorough technical inspections, manufacturer acceptance processes, certification procedures, and trial runs spanning over one month.

From 2000 through 2001, certification testing engaged both the manufacturer and technical institutions located in Poznań, Katowice, and Warsaw. On 27 September 2000, the initial four Metropolis 98B units were granted certification valid until June 2002 by the Chief Railway Inspector. Subsequently, on 29 May 2001, an indefinite certificate covering the entire series was issued following successful supervised operational trials.

Technical data

	Tc car	M car	Complete train
Axle configuration	2′2′	Bo′Bo′	2′2′+Bo′Bo′+Bo′Bo′+Bo′Bo′+Bo′Bo′+2′2′
Car type designation	r	s	r+s+s+s+s+r
Operational weight	28.1 t	30.6 t	178.6 t
Length overall	19.49 m (63 ft 11 in)	19.44 m (63 ft 9 in)	116.74 m (383 ft 0 in)
Width overall	2.72 m (8 ft 11 in)
Height overall	3.66 m (12 ft 0 in)
Floor height above rail head	1,150 mm (45 in)
Number of passenger doors per side	4		24
Width of passenger doors	1,300 mm (51 in)
Seating capacity (fixed + foldable)	40 (36+4)	46 (44+2)	264 (248+16)
Standing capacity (6.7 persons/m²)	189	203	1,190
Total passenger capacity	229	249	1,454
Motor model
"–"	"4EXA 2130" (Spanish cars), "STDa 280-4B" (Polish cars)
"–"	"4×180 kW"	"16×180 kW"
"–"	"750 V DC via third rail"
"25 years or 3 million km"

Body

The Alstom Metropolis 98B trains operating on the Warsaw Metro are composed of two distinct car types: control cars (Tc) positioned at each end and intermediate railcars (M). Each trainset includes six cars arranged in the order Tc+M+M+M+M+Tc and functions exclusively as a complete unit.

Body structure

The car bodies are constructed from a combination of Aluminium and steel, joined with concealed rivets.

The Tc car bodies primarily utilize pressed aluminum profiles connected to bogies through welded steel torsion bars. The rear steel framework attaches to the coupling beam for trainset linkage. The front features a steel cab module allowing coupling at the front end, while the rear incorporates a steel crumple zone for impact absorption.

M cars follow a similar design but replace the cab module with a rear body section.

All side windows are fixed in place using elastomer seals for airtightness and consist of 8 mm thick tempered safety glass resistant to shattering.

Couplers

Metropolis trains utilize two different types of couplers—semi-automatic and fixed—manufactured by the Polish-Swedish company Dellner Couplers located in Gdynia.

The semi-automatic coupler is fitted at the front of Tc cars, allowing mechanical connection without requiring manual handling; however, decoupling must be done manually. This coupler consists of a head attached to a pin, a draw-and-buffer mechanism equipped with an oil-gas shock absorber, and centering spring cylinders. Its design supports emergency coupling compatibility with series 81 cars. The coupler’s head is positioned 829 mm above the rail surface.

Fixed couplers are installed at the rear end of Tc cars and on both ends of M cars. These are secured with clamps and bolts and are located 780 mm above rail level.

Passenger doors

Each train car is equipped with four pairs of wide sliding doors that operate along tracks mounted on the exterior walls, driven by DC electric motors. The interior surfaces of the doors are finished with polished stainless steel, and each door contains a thick tempered glass window. In case of emergency, the doors can be manually unlocked using a red lever.

Livery of Metropolis 98B trains (2000–2014)

Color	Name	Gloss	Application
	NCS S 1502-G	85% ±5	roof and upper body sections
	RAL 9017	85% ±5	window band area
	NCS S 4550-R80B	85% ±5	central body stripe
	NCS S 1085-Y90R	85% ±5	lower body panels and doors
	RAL 7012	50% ±5	underframe components

The train car exteriors are coated with durable polyurethane paint designed to last no less than five years.

The Metropolis series’ color scheme was created in 1987 by artist Ryszard Bojar, characterized by a red lower body and door sections contrasted with a white upper body and roof, separated by a slim navy blue stripe.

Livery of Metropolis 98B trains (post-2014)

Color	Name	Gloss	Application
	NCS S 1502-G	85% ±5	roof and upper body sections
	RAL 9017	85% ±5	window band area
	RAL 1003	85% ±5	narrow central body stripe
	NCS S 1085-Y90R	85% ±5	lower body panels and doors
	RAL 7012	50% ±5	underframe components

Toward the end of 2013, Warsaw Metro initiated a tender process for extensive refurbishment of Metropolis trainsets. This included replacing the original blue stripe with a yellow film and repainting the front area around windows in red to reflect Public Transport Authority branding. The initial tender was canceled, followed by two additional competitions in early 2014; one was also canceled while the other proceeded. By July 2014, train number 17 had been updated with the new livery, with plans to complete three more sets by December 2014, although this deadline was not met.

In mid-2013, QR codes were applied to the roofs of Warsaw Metro vehicles, including Alstom Metropolis trains, to improve asset tracking at STP Kabaty.

Interior

The interior components are assembled without the use of screws. The carriage interiors are designed to withstand fire, abrasions, vandalism such as graffiti, and cleaning agents.

Passenger space

The walls inside the passenger compartment are constructed from polycarbonate and aluminum panels, secured using clips and double-sided adhesive tape. Covers for the door drives are made of polyester and secured with triangular key locks.

Longitudinal seating is mounted directly to the carriage walls, a design enabled by the absence of train circuit equipment within the passenger area. Manufactured by Taps, the seats resemble those found in Russian 81-series trains and feature upholstery made from vandal-resistant Nappe 2000 fabric combined with fiberglass rod springs. Foldable seats are provided to accommodate passengers with disabilities and those traveling with strollers.

Swing doors located at the ends of each carriage measure 750 mm in width but remain closed during regular service.

To ensure stability for standing passengers, stainless steel handrails and poles are installed near doorways and along the ceiling axis throughout the carriage.

The flooring consists of polyurethane resin embedded with elastomer granules, capable of resisting pressures up to approximately 6.8 kN/m² and designed to last a minimum of ten years.

Each carriage is equipped with six speakers for station announcements alongside LED displays that present route information.

A full-duplex communication system between passengers and the driver enables voice interaction via buttons positioned adjacent to entry doors.

In 2013, Metropolis 98B trains were outfitted with a monitoring system as part of a tender completed that same year.

Lighting is provided by two rows of fluorescent lamps mounted beneath the ceiling—control carriages contain 16 fixtures while motor carriages have 18—delivering at least 150 lux at seating level. Emergency lighting consists of four lamps that activate automatically during power failures, providing 5 lux for up to 30 minutes.

Ventilation is managed by two rooftop units per carriage that distribute filtered air through ceiling ducts. This system guarantees an airflow rate of no less than 7,900 cubic meters per hour per carriage when filters are clean and maintains ventilation for half an hour during power outages, allowing windows to remain sealed.

The maximum permissible noise level inside the passenger area is capped at 80 decibels.

Driver's cabin

The driver's compartment includes access doors on both sides for platform entry as well as a rear door leading into the passenger section. On the front wall's left side, there are emergency doors measuring 922 by 2,121 mm that open upwards; these are situated 1,400 mm above rail level and provide an emergency exit via an aluminum ladder stored behind the driver's seat for track access.

The front windshield is constructed from shatterproof laminated glass reinforced with butyral and features an externally mounted electrically operated wiper and washer system. Above it is a destination display with lettering larger than those used in the passenger area.

The driver's seat is positioned on the right-hand side and faces a control panel containing essential operational controls. To the left is the COMET 1 diagnostic interface for real-time monitoring of train status and fault identification. On the right side, there is a six-position driving mode selector along with a sliding throttle equipped with an active vigilance button. Additionally, an ATM event recorder is installed within reach.

Observation of platforms is facilitated by retractable pneumatic external mirrors controlled from the console, supplemented by fixed mirrors and station monitors.

Illumination inside the cabin comes from two 36-watt fluorescent lights; heating and ventilation are supplied by electric heaters and fans. The noise level within this space does not exceed 70 decibels.

Bogies

	Motor bogie	Trailing bogie
Track gauge	1,435 mm
Number of axles	2
Axle spacing	2,000 mm
Maximum axle load	127.5 kN
New wheel diameter	860 mm
Worn wheel diameter	790 mm
Wheel profile	28 UIC-135
Lower clearance	50 mm
Number of brake discs	1	2
Number of traction motors	2	–
Number of gearboxes	2	–
Number of pantographs	2	–
Maximum speed	90 km/h
Weight without traction motors	5,743 kg	5,178 kg

Each vehicle is supported by a pair of two-axle bogies: motorized bogies are positioned beneath the central motorized cars, while trailing bogies are located under the end control cars.

The bogie frame consists of a closed spatial structure with dual circuits, resting on axle bearing consoles equipped with rubber-metal conical spring blocks that provide the first suspension stage. The body is suspended via air springs mounted on recessed side frame beams, constituting the second suspension stage. Vertical hydraulic dampers connect the car body to the side beams. Lateral forces are transmitted through a pivot pin fitted with rubber elements that allow sideways movement. Additionally, a hydraulic damper links the cross member to the car body. Primary braking is achieved through electrodynamic brakes, supplemented by secondary disc brakes. Weight valves ensure a consistent floor height regardless of load variations. The wheels feature a 28 UIC-135 profile.

On motor bogies, two traction motors are mounted unilaterally on the cross member frame; gearboxes are attached to the axles and suspended from the cross member using a tram-style layout. These motors form part of the sprung mass and connect to the gearboxes via flexible couplings. Current collectors for third-rail power supply are resiliently mounted on the outer side frames. Each driven axle supports a single brake disc with actuators and brake shoes suspended from tubular front beams.

Trailing bogies do not include traction motors or current collectors but are equipped with two brake discs controlled independently by actuators mounted similarly to those on motor bogies.

Traction motors

120 °C

	4EXA 2130	STDa 280-4B
Manufacturer	Alstom Transport	EMIT Żychlin
Motor type	three-phase induction motor
Nominal phase/line voltage (motoring)	290 V / 500 V
Nominal phase/line voltage (regenerative)	320 V / 550 V
Frequency	63 Hz
Shaft power	180 kW
Phase current	259 A	257 A
Shaft speed	1,839 rpm	1,854 rpm
Motor torque	900 Nm	927 Nm
Max torque (motoring)	1,470 Nm
Max torque (braking)	1,290 Nm
Efficiency	~94%
Temperature rise	120 °C
-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	-	200	200	630 kg	589 kg	Tunnel operating temperature range	+5 to +30 °C	+5 to +30 °C	Surface operating temperature range	-35 to +40 °C	-35 to +40 °C

The propulsion system employs dedicated drive units for each powered M car, with each bogie having its own independent drive assembly.

Beneath every central M car is a power inverter cabinet containing two ONIX 800 traction inverters along with drive control electronics and main inverter components such as input filters, over-voltage protection devices, three parallel-connected IGBT modules, braking chopper, sensors, relays, contactors, workshop switch, and cooling fan. Each inverter supplies power to two traction motors connected in parallel, where each motor drives an individual axle. The high gear ratio between the motor and wheels is accommodated by two-stage gearboxes.

Control of traction is managed by the AGATE system (Advanced GEC ALSTHOM Traction Electronics), which utilizes a 32-bit multiprocessor architecture for monitoring and managing power output. It processes input signals from the SOP-2 system as well as data related to car weight, door status, wheel slip detection, and travel controller encoders.

The Alstom Metropolis 98B trains operated on Warsaw Metro incorporate two compatible models of induction motors: Alstom’s 4EXA 2130 used in cars manufactured in Spain and EMIT Żychlin’s STDa 280-4B fitted in cars produced in Poland.

4EXA 2130 motor

The 4EXA 2130 traction motor is mounted centrally on the bogie, supported by three pivots: two with horizontal axes that bear vertical, lateral, and longitudinal forces, and a third pivot with a vertical axis that carries part of the longitudinal load and counters torque.

Its steel housing, fully welded for durability, contains a stator winding composed of diamond-shaped coils made from flat copper wire. The rotor winding consists of laminated sheets securely mounted on a high-strength alloy steel shaft, which is clamped between end plates. At the drive end, the shaft is fitted with a gear coupling connected hydraulically to the gearbox, accompanied by an auxiliary fan; the principal centrifugal fan is positioned externally at the opposite end.

Airflow generated by the main fan passes through heat exchange channels encircling the magnetic circuit's perimeter, while its toothed turbine functions as a speed sensor disk. An internal fan within the motor circulates air to equalize temperature variations.

Bearing covers made from malleable cast iron include a diffuser at the non-drive end that supports both the bearing and speed sensor assembly. The ribbed cover at the drive end enhances structural rigidity and promotes heat dissipation. Electrical connections are routed through insulators leading to a junction box mounted atop the motor.

STDa 280-4B motor

The STDa 280-4B is a four-pole, three-phase asynchronous traction motor featuring an integrated ventilator and a squirrel-cage rotor constructed with bars. Its frame, welded from magnetic sheet laminations, houses stator windings insulated to class 200 standards and composed of regulated flat copper coils. The rotor winding consists of laminated sheets hot-mounted on a robust alloy steel shaft and secured with pressing rings.

A fan attached to the rotor shaft propels cooling air through axial channels within both rotor and stator laminations. The drive-end journal supports a gear coupling connected to the gearbox; meanwhile, a speed sensor disk is located at the non-drive end.

Spheroidal cast iron bearing discs are bolted into designated frame slots. The disc at the non-drive end functions as an airflow diffuser, bearing support, and speed sensor mount; at the drive end, a ribbed cover improves mechanical strength and cooling performance. Power cables connect through terminals housed in a box affixed to the frame.

Auxiliary circuits

Each Tc end car incorporates a static voltage converter employing IGBT transistors, consisting of a single-phase inverter, transformer, diode rectifier, and output filter. Input circuits feature an LC filter to guard against voltage transients and a low-pass filter that blocks high-frequency harmonics from power lines. Powered by DC third rail voltage ranging from 500 to 1000 V, the converter delivers two outputs: 110 V DC and 400 V 50 Hz three-phase AC. The 110 V DC output supplies battery charging systems, passenger ventilation fans, emergency lighting, external lighting, door motors, control units, communication devices, radio equipment, protection systems, and cab electronics. The 400 V AC output powers compressors, heaters, cab fans, brake resistor fans, ONIX box fans, and auxiliary converter fans.

Beneath each Tc cab car lies a maintenance-free nickel-cadmium battery rated at 90 Ah housed in a ventilated chassis-mounted enclosure; maintenance routines include periodic electrolyte inspection and replenishment.

Pneumatic system

Each cab car Tc is equipped with two SL 20-5-66 rotary-screw compressor units, each powered by an 11 kW three-phase AC motor. Typically, only one compressor in the rear car runs to satisfy air demand, while the second activates if pressure drops below 7.5 bar. The system maintains operating pressures between 8.5 and 10 bar, with safety valves calibrated to release at 11 bar.

This setup incorporates an air cooler, a dual-chamber desiccant dryer, and a fine particle filter, all installed on a removable frame module. For maintenance or emergency situations, compressed air can be supplied externally through couplings located at the front ends.

Brake system

The main service braking relies on an electrodynamic brake that uses the traction motors as generators during deceleration, supported by an air brake effective at both low and high speeds. Braking energy is either fed back into the power grid or dissipated as heat when no receiver is available. Should the electrodynamic brake—which provides up to 1.3 m/s² deceleration—prove insufficient or fail, pneumatic brakes are applied first on powered bogies and then on trailing ones. The train can continue operating at a reduced speed of 57 km/h even if the electrodynamic brake malfunctions.

The emergency braking system is pneumatic and triggered electrically until the train halts completely, delivering up to 1.4 m/s² deceleration that is modulated by an anti-slip mechanism.

A mechanical parking brake secures one axle per bogie on gradients up to 45‰ and disengages automatically when main pipe pressure is present or manually if it is absent.

Following a stop, the holding brake takes over from the parking brake when main pipe pressure exists; it prevents rolling and smooths acceleration and deceleration below 10 km/h to improve passenger comfort. This brake functions pneumatically independent of service brakes and is released via driver controls or by selecting shunting mode.

Braking resistors consist of stainless steel elements arranged in series-parallel pairs under each powered car M. These resistors are cooled by fans connected to the 400 V three-phase auxiliary circuit and are designed for operation in damp and contaminated environments.

Safety

The trains adhere to prevailing safety and fire protection standards. The car bodies underwent testing at a specialized Belgian laboratory, while materials comply with Polish requirements concerning flammability, toxicity, and smoke generation. Each carriage is equipped with powder fire extinguishers and temperature sensors installed in electrical equipment boxes beneath the undercarriage.

Most maintenance activities are performed without high-voltage power enabled, utilizing a workshop switch that isolates voltage from current collectors when the train is in the depot. Switching this control to neutral immediately discharges capacitors.

Traffic safety is ensured by the SOP-2 system, which continuously monitors train speed. If speed exceeds limits by more than 2 km/h, service brakes engage automatically; if this fails after five seconds, emergency brakes activate to bring the train to a full stop. Additional features such as automatic reversing and remote tunnel clearance exist but remain unused.

Maintenance and repair cycle

Maintenance level	Inspection or repair type	Distance range	Corresponding time frame
P1	PK – control inspection	–	2 weeks
P2	PO – periodic inspection	23,750 – 26,250 km	3 months
P3	PD – extended periodic inspection	95,000 – 105,000 km	1 year
P4.1	R1 – first revision repair	190,000 – 210,000 km	2 years
P4.2	R2 – second revision repair	380,000 – 420,000 km	4 years
P4.3	R3 – third revision repair	760,000 – 840,000 km	8 years
P5	G – major repair	1,520,000 – 1,680,000 km	16 years

Metropolis vehicles incorporate onboard diagnostic systems but adhere strictly to maintenance intervals based on mileage and elapsed time to schedule inspections or repairs.

The diagnostic tools influence repair procedures by detecting abnormal component behavior; parts functioning within normal parameters are maintained according to established inspection and repair schedules.

Train set configuration

Train set ID	Warsaw Metro train ID	Carriage numbers (Tc1 + M1 + M2 + M3 + M4 + Tc2)	Service commencement
1	16	2001 + 1001 + 1002 + 1003 + 1004 + 2002	30 September 2000
2	17	2003 + 1005 + 1006 + 1007 + 1008 + 2004	30 September 2000
3	18	2005 + 1009 + 1010 + 1011 + 1012 + 2006	30 September 2000
4	19	2007 + 1013 + 1014 + 1015 + 1016 + 2008	30 September 2000
5	20	2009 + 1017 + 1018 + 1019 + 1020 + 2010	18 May 2001
6	21	2011 + 1021 + 1022 + 1023 + 1024 + 2012	28 June 2001
7	22	2013 + 1025 + 1026 + 1027 + 1028 + 2014	30 June 2001
8	23	2015 + 1029 + 1030 + 1031 + 1032 + 2016	30 June 2001
9	24	2017 + 1033 + 1034 + 1035 + 1036 + 2018	8 October 2002
10	25	2019 + 1037 + 1038 + 1039 + 1040 + 2020	13 December 2002
11	26	2021 + 1041 + 1042 + 1043 + 1044 + 2022	26 November 2002
12	27	2023 + 1045 + 1046 + 1047 + 1048 + 2024	18 December 2002
13	28	2025 + 1049 + 1050 + 1051 +1052+2026	31 December 2002
14	29	2027 + 1053 + 1054 + 1055 + 1056 + 2028	28 October 2004
15	30	2029 + 1057 + 1058 + 1059 + 1060 + 2030	3 December 2004
16	31	2031 + 1061 + 1062 + 1063 + 1064 + 2032	30 December 2004
17	32	2033 + 1065 + 1066 + 1067 + 1068 +2034	12 May 2005
18	33	2035+1069+1070+1071+1072+2036	30 May 2005

Warsaw Metro M1 line

The initial deployment of the first four Metropolis train sets took place on 30 September 2000. By the time Ratusz Arsenał station opened on 11 May 2001, the Warsaw Metro operated a total of fifteen series-81 trains with four cars each, alongside four six-car Metropolis trains. These services ran at intervals of approximately four minutes during peak times, covering a 14 km stretch in 23 minutes.

The fleet was further augmented on 28 October 2004 with the introduction of the fourteenth Metropolis unit, numbered 29, followed by units 30 and 31 in December of the same year. After Plac Wilsona station commenced operation on 8 April 2005, service included fifteen series-81 four-car trains and sixteen six-car Metropolis trains, maintaining headways between three and four minutes along a route extending to 17.5 km, completed in 28 minutes. The last Metropolis train, number 33, entered service on 6 June 2005.

A comprehensive refurbishment initiative began in July 2014, starting with train number 17 receiving a new livery. By early February 2015, one train had undergone extensive repairs, with an additional three undergoing refurbishment. Although a tender was issued to overhaul the remaining fourteen trains, it was canceled by March due to budgetary concerns. Later that year, a new contract was awarded to Pesa Mińsk Mazowiecki for repairs, at which point four trains were out of operation. The first refurbished unit returned to service in December and completed final testing by February 2017.

In mid-February 2017, Warsaw Metro announced plans to install air conditioning systems in the driver cabs of Metropolis trains, scheduled for implementation between 2017 and 2018.

Issue of wheel ovalization

During 2000–2001, residents living near metro tunnels reported notable vibrations in buildings coinciding with train movements. Investigations revealed that the root cause was wheel ovalization—Alstom’s monoblock wheels experienced uneven wear patterns, resulting in irregular motion and subsequent vibrations. This defect led to a suspension of further train deliveries by mid-2002.

By early 2003, eight malfunctioning trains were withdrawn from operation to undergo wheel set re-machining, a procedure requiring approximately 72 hours per train and finalized by March 2003. Warsaw Metro engaged in negotiations with Alstom to resolve these manufacturing shortcomings. Interim solutions included re-machining wheels using a specialized track lathe at STP Kabaty, with Alstom committing to replace defective parts.

In August 2004, Alstom compensated Warsaw Metro with 5 million PLN for new wheels. The overall expenses for replacing and maintaining wheel sets on 15 Metropolis trains were estimated at roughly 10 million PLN. The wheel set complications also contributed to delays in part of the 2004 train deliveries.

Preparations for a full-scale wheel replacement program commenced in early 2005, with contracts finalized by early 2006. The replacement and inspection work began in April 2006, involving several companies: Bumar-Fablok Chrzanów handled wheel set disassembly and reassembly; Flender AG conducted gearbox inspections; SKS Sp. z o.o. inspected bearings; Knorr-Bremse assessed brake discs; Bonatrans manufactured new wheels; the Tabor Railway Vehicle Institute supervised quality control; and the Office of Rail Transport managed operating permits.

By late 2008, the plan aimed to replace 720 wheels across 90 cars by mid-2009, but only half of this target was achieved by August 2008. The objective was to complete 80% of replacements by the end of that year and finalize the remainder by mid-2009.

The process of replacing defective wheels on all 18 Alstom Metropolis trains concluded on 31 March 2010, with the final five sets fitted with R9 steel wheels.

Warsaw Metro Line M2

In 2012, plans were made to modify Metropolis trains for service on the second metro line (M2). After completing the central section but prior to constructing the technical and parking station, the operator ensured full compatibility between lines. Transferring trains from Line I to Line II required a specialized procedure lasting approximately 15–20 minutes.

On 10 September 2014, Metropolis train number 32 completed the inaugural test run across the entire central section of Line M2, spanning from Rondo Daszyńskiego metro station to Dworzec Wileński metro station.

From July 4 to August 15, 2015, train number 21 performed non-passenger test runs along Line M2’s central segment. These tests evaluated control systems and assessed how Alstom trains would perform during future operations on Line M2.

Maintenance inspections and repairs

about 130,000 km 2013 376 65 10 10 2 - - 120,000 km 2014 326 57 8 5 2 - 1 96,800 km 2015 269 45 9 - 3 - 3 87,400 km

Year	Number of inspections and repairs							Average annual mileage per Metropolis set	Sources
	PK (P1)	PO (P2)	PD (P3)	R1 (P4.1)	R2 (P4.2)	R3 (P4.3)	G (P5)
2005	279	52	14	–	3	–	–	100,000 to 120,000 km
2006	307	61	6	12	5	–	–	approximately 120,500 km
2007	346	68	16	1	–	1	–	123,955 km
2008	N/A	N/A	N/A	4	5	7	N/A	N/A
2009	353	74	15	6	–	4	–	about 129,554 km
2010	370	73	11	7	1	–	–	128,081 km
2011	366	69	5	5	6	5	–	approximately 124,000 km
2012	364	69	16	3	4	–

Inspections and maintenance of Warsaw Metro rolling stock are performed by Rolling Stock Service personnel at STB Kabaty.

See also

• Alstom Metropolis
• Metrovagonmash 81-717/81-714
• Siemens Inspiro
• Škoda Varsovia