Rail transport in Costa Rica is primarily under the stewardship of Incofer (Instituto Costarricense de Ferrocarriles), an autonomous institution of the state. Incofer owns the national railway infrastructure and operates virtually all freight and passenger services, which consist primarily of commuter trains through the highly populated Central Valley. The whole Incofer network is narrow gauge, although there are several small tourist railways of other gauges.
Much of the railway system requires major repairs. An August 2016 OECD report provided this summary about the infrastructure, including the railways: "The road network is extensive but of poor quality, railways are in disrepair and only slowly being reactivated after having been shut down in the 1990s ... Internal transportation overly relies on private road vehicles as the public transport system, especially railways, is inadequate."
History
In 1871, construction was started on a railroad from Alajuela to Puerto Limón, via San José, on the Caribbean coast; the project was initiated by the government of General Tomás Guardia Gutiérrez and was surveyed in 1868 by the British civil engineer Edmund Wragge. The railroad from Alajuela to San José was completed by the beginning of 1873 and later continued until Cartago. Materials and equipment were brought into Alajuela from Puntarenas by oxen-powered carts. Due to a shortage of finances and natural obstacles (especially around Río Sucio), the construction of the remaining sections was delayed, and the entire line did not become operational until December 7, 1890.
A contract for the building of the Pacific Railroad was signed in 1897, but again, the enterprise faced natural, financial and political difficulties. The Pacific Railroad was officially launched on July 23, 1910, when the first Pennsylvania-built steam locomotive, , named after the granddaughter of former President Rafael Iglesias, departed from Puntarenas to San José with passengers and cargo.
Due to the required hard labor and lack of personnel in the country, several workers from Jamaica, Italy and China, immigrated to Costa Rica.
The transcontinental railway from Limón to Puntarenas became operational in 1910 and was central for the connection of the various fertile regions of the country. The route followed the Atlantic coast until the small port of Matina, before it passed inland to Reventazón River. From there, it bifurcated to cross the northern mountains, with one branch going north of Irazú and the other traversing the Ochomogo Pass. At San José, these lines reunited and the railway continued onto Alajuela, the small Pacific port of Tivives and Puntarenas. The railroad was jointly owned by the state and the Costa Rica railway company, with the latter behind the 1904 arrangement to build several branch lines through the banana districts of the Atlantic littoral.
In 1926, a decision was made to electrify the lines, and the first electric train ran from San José to Puntarenas on April 8, 1930.
The Costa Rican railroad network was damaged during an earthquake in 1991 and its operation was suspended in 1995. Since 2000, Incofer has been working to recommence and popularize rail transport again.
Accidents
On 14 March 1926, the El Virilla train accident happened on the Atlantic line, in a religious pilgrimage from Heredia to Cartago, out of around a thousand passengers, there were 385 deaths and 93 injured passengers, so far the worst train accident in the country's railroad history.
Current status
Although it once connected the Caribbean ports of Limón and Moín with the Pacific port of Caldera, traversing the Central Valley area and Costa Rica's largest cities along the route, the system fell into disrepair towards the end of the 20th century following a financial crisis that saw the President of Costa Rica, José María Figueres, order the cessation of Incofer's commercial activity, resulting in the redundancies of most of its workforce except for a select few who were charged with preserving railway assets.