Bernese Jura Railway

Route through the Taubenloch gorge between Biel and Reuchenette-Péry.

Goods locomotive No. 110 Doubs in Moutier station

A new situation arose in 1871, with the cession of Alsace-Lorraine to Germany after the Franco-Prussian War. A line built across French territory and through the Bernese Jura would connect the Paris–Belfort line directly to the Swiss Plateau. The Jura bernois was founded in 1874 as a joint-stock company, with the French Chemins de fer de l'Est subscribing CHF 4½ million and the canton of Basel-Stadt subscribing CHF 0.5 million. 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 complemented its network through acquisitions. The JB bought the bankrupt Jura industriel (JI) for CHF 3.6 million on 1 May 1875 and the Chemin de fer Porrentruy–Delle (PD) for CHF 1.99 million on 16 August 1876. 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.

The JB was built during the railway construction boom after 1872 and interest rates and construction prices rose sharply. The recession of 1876 and the subsequent "railway crisis" almost bankrupted even the financially solid Swiss Northeastern Railway (Schweizerische Nordostbahn, NOB). Against this background, the consistent profits of the JB were unusual. The revenue from freight was higher than the revenue from passengers in each year from 1878.

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.

For the start of the operations of the Bern-Lucerne Railway Company (Bern-Luzern-Bahn, BLB) in 1875, the BLB and the Bernese Jura formed a joint operating company called the Jura–Bern–Luzern (Lucerne). This company continued to exist even after the bankruptcy of the BLB and, as of 1 July 1882, the JB leased the line from Bern to Lucerne, which now belonged to the canton of Bern. Thus, the Bernese Jura came into possession of the continuous Delle–Bern–Lucerne line, which connected with the Gotthard Railway. This route competed with the route of the Swiss Central Railway (Centralbahn) via Olten, which lost direct access to the railway from Basel to France after the Franco-Prussian War. The extended route network prompted the railway to change its name to the Jura–Bern–Luzern (JBL).[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). However, the JN could not earn enough to pay its rent, which made support by the public sector necessary.

The Jura–Bern–Luzern built the Brünig Railway from 25 August 1886. 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 extension from Alpnachstad to Lucerne followed on 1 June 1889. The metre-gauge line with sections of rack connects the two tourist regions of Central Switzerland and the Bernese Highlands. In addition, it was considered to have great military importance.

The Jura–Bern–Luzern also took care of the operation of the Bödelibahn (Bödeli Railway, BB) Därligen–Interlaken–Bönigen opened in 1872.

On 1 January 1890, the Jura–Bern–Luzern including the Gümligen–Lucerne line, which was owned by the canton of Bern, and the Western Swiss Railways (Suisse-Occidentale–Simplon, SOS) merged to form the Jura–Simplon Railways (Chemins de fer du Jura-Simplon, JS). From this point on it was the largest Swiss railway company; it was partly owned by the Swiss Confederation as a result of the purchase of shares on the market. On 1 January 1891, the JS took over the operations of the Pont–Vallorbe Railway (Chemin de fer Pont–Vallorbe, PV). 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. The Münchenstein rail disaster on 14 June 1891 was the largest railway disaster in Switzerland to that time.

Bwlow is an overview of the history of the Jura bernois and the Jura–Bern–Luzern (O: opening;   T: takeover):

• Frey, Thomas; Schiedt, Hans-Ulrich. "Jura bernois". bahndaten.ch. Daten zu den Schweizer Eisenbahnen 1847–1920 (in German). ViaStoria. Retrieved 20 December 2018.
• Frey, Thomas; Schiedt, Hans-Ulrich. "Jura–Bern–Luzern". bahndaten.ch. Daten zu den Schweizer Eisenbahnen 1847–1920 (in German). ViaStoria. Retrieved 20 December 2018.
• Frey, Thomas; Schiedt, Hans-Ulrich. "Brünigbahn". bahndaten.ch. Daten zu den Schweizer Eisenbahnen 1847–1920 (in German). ViaStoria. Retrieved 20 December 2018.
• Junker, Beat. "Der Weg zur Staatskrise von 1877/78". Die Entstehung des demokratischen Volksstaates 1831–1880. {{cite book}}: |work= ignored (help)
• Moser, Alfred (1967). Der Dampfbetrieb der Schweizerischen Eisenbahnen 1847–1966 (in German). Basel und Stuttgart: Birkhäuser Verlag.
• Wägli, Hans G. (2010). Schienennetz Schweiz und Bahnprofil Schweiz CH+ (in German). Zürich: AS Verlag. ISBN 978-3-909111-74-9.
• Weissenbach, Plazid (1913). Das Eisenbahnwesen der Schweiz (PDF) (in German). Vol. 1: Geschichte des Eisenbahnwesens. p. 66. Retrieved 20 December 2018.
• "Die Bern-Luzern-Bahn". Die Eisenbahn (in German). 6 (3): 21–22. 1877. Retrieved 20 December 2018.