30 April 2026 marked an important milestone for the Berlin U-Bahn: for the first time, a train from the new Class J fleet built by Stadler Rail was deployed in regular passenger service on U5. This came as a surprise to passengers, as the official launch had originally been scheduled for May. Following years of testing and delays in the procurement process, this marked the gradual introduction of a new generation of rolling stock on the Berliner Verkehrsbetriebe (BVG) large-profile network.
The first vehicle had been delivered in 2024. The project had previously been delayed by years of legal disputes over the contract award (see here):
https://www.urban-transport-magazine.com/kammergericht-berlin-entscheidet-stadler-darf-1500-neue-u-bahnen-an-bvg-berlin-liefern/
Class J represents the first new procurement for Berlin’s large-profile network since delivery of the final Class H train in 2002, and over an extended period is intended to renew the ageing fleet. Technically, these are modular metro trains that can be operated as fully open two-, four- or six-car units.
With the start of passenger service on U5, practical testing under everyday operating conditions has now begun. The new vehicles are regarded as a key element in stabilising operations and increasing capacity on the Berlin U-Bahn, and are set to be introduced gradually on other large-profile lines in the coming years.
Criticism has come from various quarters, including the Berlin regional group of the environmental association BUND, regarding the recently published draft Local Transport Plan 2026–2028. It provides for the procurement of only 762 cars of the new J and JK series for the entire Berlin U-Bahn network—primarily due to limited funding. Earlier agreements had envisaged a minimum call-off of 1,000 cars, while the framework contract with the manufacturer allows for up to 1,500. To date, 140 small-profile cars of the JK series and 344 large-profile cars of the J series have been firmly ordered and/or delivered. Critics point to the already insufficient capacity on several lines, combined with rising demand and planned network expansions, which in their view require a larger number of new vehicles—especially given that some of the oldest, partly modernised trains have been in service for more than 50 years.
Options agreed with the manufacturer for additional vehicles remain valid for call-off until 2030, with delivery extending to 2035. Any further orders beyond this would require a new tendering process, for which a lead time of five to six years is considered realistic.
Technical data – Class J metro trains:
- Wheel arrangement: (1A)Bo’ + Bo’(A1) (two-car) / (1A)Bo’ + Bo’(A1) + (1A)Bo’ + Bo’(A1) (four-car)
- Capacity: 38 seats and 110 standing (4 persons/m²) in two-car units; 177 + 353 in four-car units
- Floor height: 950 mm
- Door width: 1,300 mm
- Three doors per side
- Length over couplers: 32,100 mm / 64,200 mm
- Vehicle width: 2,650 mm
- Minimum curve radius: 50 m
- Traction power: 660 kW / 1,320 kW
- Three-phase asynchronous traction motors
- Power system: 750 V DC, side-contact third rail
- Maximum speed: 70 km/h
