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Ferrocarriles Y Crecimiento Economico: El Caso De La FERROCARRILESY CRECIMIENTO ECONOMICO:EL CASODE LA COSTA RICA RAILWAY COMPANY, 1871-1905 (*) Rodrigo Quesada Monge(**) I Introduction El Ferrocarril al Atlantico de Costa Rica fue construido para resolver el problema de lo pesada En un artfculo publicado en 1944, Leland H. mente costoso que resultaba el enviar el cafe hacia Jenks indicaba la necesidad de abordar el estudio los mercados europeo y norteamericano a traves de los Ferrocarriles haciendo la diferencia entre las del Puerto de Puntarenas, en la Costa del Pacifico. Actividades de Construction y la Oferta de Servi Hacia la costa del Atlantico, antes de 1871, no cios (1). existia ninguna forma efectiva de comunicacioii, Aunque recientemente Gourvish ha manifesta rapida y barata. El camino a Matina se pasaba la do sus inquietudes acerca de la validez de dicha mayor parte del afto cerrado a consecuencia de las sugerencia (2), creemos que la misma resulta de inundaciones. particular utilidad al tratarse de una empresa como El Ferrocarril al Atlantico de Costa Rica iba a la Costa Rica Railway Company. ser una empresa que exigiria un enorme esfuerzo Las actividades de construction y la production humano, economico y de ingenieria. Solo en los de servicios adquieren en la historia del Ferrocarril primeros seismeses de construccion en la Division al Atlantico de Costa Rica una caracterizacion del Atlantico perdieron la vida unos 4.000 hom cronologica casi tajante. bres, debido a las pesimas condiciones sanitarias de Y es que no podia haber sido de otra manera. la region (5). Como en otras "areas vacfas" de America Latina Ahora bien, siguiendo la indication de Jenks, en (3), la etapa de construction fue fundamental en el este ensayo hemos hecho lo siguiente. En la caso de Costa Rica para agilizar lamovilidad de los Segunda Parte, la cual comprende el periodo factores de la production vinculados directamente 1871-1891, describiremos las dificultades que o indirectamente con las posibilidades del Ferro tuvieron que superarse para construir el Ferrocarril carril. y la manera en que Minor Cooper Keith, segun el Pero tambien a dieferencia de esas mismas poder otorgado por el Contrato Soto?Keith de "areas vacfas" el Ferrocarril de Costa Rica no fue 1884, logra imponer al Gobierno de Costa Rica su competitivo ni alternativo a otros medios de criterio sobre cual seria el trayecto de la linea del transporte. En el caso argentino, e incluso en el Ferrocarril; trayecto que al final beneficiaria parti caso de Mexico, al momento en que los primeros cularmente al mismo Keith. rieles empezaron a ser tendidos ya existfa un En la Tercera Parte, describiremos y evaluare complejo sistema de carreteras y caminos que era mos las implicaciones de un Esquema de operacio debidamente servido por carretas y carretones de nes parecido al mecanismo descrito por Ford en un diferentes tipos y tamaftos (4). libro de 1966, sobre Argentina (6). Esta parte pondra en evidencia como el Ferrocarril al Atlanti (*) La mayor parte de la documentation utilizada co de Costa Rica fue concebido tambien para este fue en los archivos para trabajo recogida britanicos, reforzar la dependencia de Costa Rica sobre el a una beca de la Fundacion Ford de la gracias y Sector Universidad Nacional. Exportador. esto (**) Costarricense. Historiador. Profesor en la Univer Con conseguimos establecer el grado de sidad Nacional de Costa Rica. Estudios doctorales en la incidencia de la expansion de los servicios sobre el Universidad de Londres, Inglaterra. Crecimiento Economico de Costa Rica. 87 El Mctodo usado para lograr esto fue un simple Para la Cuarta Parte hemos querido aislar los analisis de Indicadores operacionales. En nuestro instrumentos institucionales facilitados por el Con caso, el analisis contrafactual hubiera carecido de trato Soto-Keith de 1884(*). seriedad pues, como hemos dicho, Costa Rica El poder de manipulation de dichos instrumen adolecfa de una estructura de los transportes tos puso en manos de Keith la capacidad para relativamente estable y productiva antes de la definir no solo el futuro de la Compafifa, sino Y llegada del Ferrocarril. en el calculo de los incluso tambien la configuration que tendrfa la un Ahorros Sociales por ejemplo, medio de trans vinculaci6n de Costa Rica al Mercado Mundial, asf es un porte alternativo requisito indispensable. como la correspondiente a la estructura agraria Nueve de las once tablas que hemos elaborado costarricense. en estan basadas los Reportes Anuales de la Pero en la Cuarta parte hacemos algo mas: una Compafifa (*). En cada de elias hemos definir y caracterizar las relaciones empresariales introducido los ajustes necesarios, en considera existentes entre Keith y los Directores de la Costa tion a de la influencia ciertos factores historicos Rica Railway Company. no necesariamente cuantificables. Esta relacion nos permitio particularizar al tipo La Tabla No. 10 por ejemplo, es el resultado del de empresario con el que Costa Rica tuvo que muestreo elaborado en 48 matrices a fin de negociar, pero sobre todo nos r^rmitio asignar cuantificar una gran variedad de diferentes ele responsabilidades en las consecuentias economicas, mentos los cuales, una description meramente sociales y polfticas que el fenomeno tuvo para el cualitativa hubiera tornado aburridos y esteriles. desarrollo integral del pafs. La Tabla en cuestion es clara, precisa y sobre todo muy elocuente. La escogencia del perfodo bajo estudio en esta parte, esta en funcion de dos criterios. Primero, la II. El Ferrocarril como de construction Costa Rica Railway Company fue registrada en empresa Londres el 22 de abril de 1886 segun las actas (1871-1891). vigentes de Companfas de 1862 y 1883. Sin A. Los Antecedentes embargo, el Ferrocarril no pasarfa a manos de los britanicos hasta el 1 de julio de 1891. Segundo, contamos con material atinente a las actividades de Como en toda Economfa de Exportation, la en la Administration britanica solamente para los infraestructura de los transportes Costa Rica fue concebida servir las necesidades del afios 1892-1904. El 15 de junio de 1905 las para pafs en cuanto a transferir de la manera mas viable instalaciones y el capital social de la Compafifa los artfculos del interior a los eran adquiridos en arriendo por una subisidiaria de posible, exportables, la United Fruit Company, la Northern Railway puertos de embarque. en Company. Durante la dominacion espafiola y gran parte A partir de este ultimo afio, los Reportes de su vida independiente, Costa Rica carecio casi Anuales de la Empresa se limitan a informar sobre por completo de un transporte terrestre adecuado los pagos hechos por la Northern, y sobre las y efectivo. La mayor parte de los caminos o inversiones que con ese dinero la Costa Rica oenderos, para llamarlos correctamente, unfan al Railway hacfa en otras organizations. Valle Central con las costas del Atlantico y del De tal forma que nos ocuparemos de un Pacffico por una parte; y con Nicaragua y Panami perfodo de trece afios cuya riqueza como veremos por otra parte. es notable, las fuentes utilizadas, entonces, son El Camino a Matina, abierto en 1638, comuni se basicamente los Reportes Anuales de la Compafifa, caba con el valle del mismo nombre donde un las Memorias de Fomento publicadas por el Go desarrollaba la explotacion cacaotera y fructffe bierno de Costa Rica y la Prensa Financiers de ro comercio de contrabando con los ingleses Londres. establecidos en Jamaica (7). de (*) De ahora en adelante nos referiremos a la Costa Fernandez y Minor Cooper Keith el 21 de abril 1884. fue ratificado el 3 de de Rica Railway Company como la Compama. El mismo contrato luego junio Rica el mismo Don (**) Asf llama do porque se firmo entre don Bernardo 1885, siendo Presidente de Costa Soto. Soto, Ministro de Finanzas del Gobierno de Don Prospero Bernardo 88 Otra ruta importante la constitufa aquella que entre 6 y 7 quintales m6tricos a un costo que unfa a la "ciudad" de Cartago con el puerto de oscilaba entre 15 y 20 pesos por tonelada en 1857 Caldera, en la costa del Pacffico; probablemente (16) . Ese afto, el Consul chileno en Guatemala abierta hacia finales del Siglo XVI (8). estimaba que unas 700 carretas diarias hacfan la Finalmente, el camino de mulas ?abierto posi jornada; y agregaba que posiblemente existfan en blemente hacia 1601-, enlazaba a la region central Costa Rica entre unas 8.000 o 10.000 carretas del pafs con los pueblos indfgenas de Quepos y (17) . Boruca, pero tambien con la ciudad de Panama* Conforme las necesidades del pafs crecfan en (9). cuanto a agilizar las exportaciones del cafe* y en Estas rutas perdieron importancia cuando el medio de las argumentaciones internacionales acer Ciclo de Exportation que les dio vigencia entro en ca de la urgencia de construir un Canal Interocea crisis para 1760(10). nico a travel de Panama o Nicaragua, Costa Rica Hacia 1824, el Gobierno de Costa Rica evaluaba surgio como una alternativa mas en 1849. Un la posibilidad de un camino a Puntarenas (11). En proyecto al respecto fue promovido por la Pacific 1835, mediante la obtencion de dos prestamos Navigation Company de Londres, pero el intento forzosos de $ 15.000 pesos cada uno, el Gobierno no paso de ser una simple operation especulativa del Presidente Don Braulio Carrillo esperaba re (18) . abrir el camino a Matina. Esta decision respondfa Mientras los trabajos en la carretera al puerto de al auge que el cultivo del caf6 habfa venido Limon se atrasaban debido a la tremenda dificul tomando desde 1832 (12). En 1839, el mismo tad de conseguir mano de obra capaz de soportar Gobierno comisiono al Senor Henry Cooper para las condiciones sanitarias de la region, el Gobierno hacer una exploration del camino en cuestion y asf del Presidente Juan Rafael Mora Porras aprobo un establecer sus posibilidades (13).
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