Bernese Jura Railway

The Central Railway's construction now concentrated for a period on the more populated areas in the Swiss Plateau.

The municipalities and Bürgergemeinden of the Jura purchased a total of over 7 million shares, partially exploiting their forests to fund them.

The Jura bernois began construction and opened individual sections of its network between Biel, Convers (near La Chaux-de-Fonds), Delle and Basel between 1872 and 30 March 1877.

It took over the Bernese State Railway (Bernische Staatsbahn, BSB), including the Zollikofen–Biel –La Neuveville line in 1877.

The canton of Bern received JB shares worth CHF 11.56 million in return.

[note 3] Ten years after its construction, the Canton of Neuchâtel exercised its buyback right and acquired the Neuchâtel–La Chaux-de-Fonds–Le Locle line on 1 January 1886 for around CHF 5 million,[note 4] so it could lease it to the newly established Jura neuchâtelois (JN).

With the opening of the first, over 44 km long section from Alpnachstad via the Brünig Pass to Brienz on 14 June 1888, the network of the JBL was significantly extended.

The metre-gauge line with sections of rack connects the two tourist regions of Central Switzerland and the Bernese Highlands.

Only the JS had sufficient resources to progress on the construction of the Simplon Tunnel that had been planned for decades.

The bridge over the Birs built by Gustave Eiffel for the Bernese Jura collapsed shortly after the merger.

Giswil station about 1890. The rack section of the Brünig Railway starts in Giswil
Convers in 1874 with the Bernese Jura line under construction.
Newspaper advertisement for the opening of the Porrentruy – Glovelier section on 30 March 1877. The Jura–Bern–Luzern name was officially adopted in 1884.
Route through the Taubenloch gorge between Biel and Reuchenette-Péry .
Goods locomotive No. 110 Doubs in Moutier station

The positive operating results allowed the Jura–Bern–Luzern , to pay a dividend every year.
On the other hand, the NOB like other railway companies, suffered a drop in profits during the "railway crisis".
Train of the Brünigbahn with locomotive for mixed adhesion and rack operation
Brienz in about 1888. For the onward journey to Interlaken , passengers had to transfer to the ship.
Third-class car C 3 466 of the Brünig Railway, built in 1889 by SIG in Neuhausen, now used as a service car of the BC