GEOGRAPHIC INTELLIGENCE REPORT DOMINICAN REPUBLIC PART II: TRANSPORTATION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01009A002700010017-4
• Release Decision: RIFPUB
• Original Classification: C
• Document Page Count: 22
• Document Creation Date: December 9, 2016
• Document Release Date: December 2, 1999
• Sequence Number: 17
• Publication Date: April 1, 1961
• Content Type: IR

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GEOGRAPHIC INTELLIGENCE REPORT
DOMINICAN RLPUBLE
TRANPO N
CIA/RR GR L-61-10 Part II
April 1961
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
ENNGT EN'CLASS: Ts
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S C
Calf /DLN NEX;REC.V1-11EAVVNGOTTET?.
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WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
missitm or revelation of which in any manner
to an unauthorized per6on is prohibited by law.
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DOMINICAN REPUBLIC
PART II: TRANSPORTATION
CIA/RR GR L-61-10 Part II
April 1961
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COhrtillS
Page
I. General ...... ? 9 . . 1 0 ...... V U ?
3.
II. Roads . .. ....
6 6 a ? 9 ? ? 0
11, ........
A. Major Roads . . . . .......... . . . . . ? 2
B. M3nor Roads . . . . ...... . . ? ? ? . . ? . . 4
C. International Road Connections . . ? 0?? ? a a ? 6
D. Bridges . . . . ...... . . . . a 0 V a ?? *0 7
E. Road Markings and Safety Factors . ?????? 90
;
F. Commercial Transport . . . 0 ...... 0 ? 9 f.?
G. Road Maintenance . . ? ? 00 ....... o a 6 . 9
III, Railroads
.19 a ....... 0 .... ? 0
... ? at ??6109 ? 0
... S a aVO
IV. Air ? . 9 . ? ? .
Watermws
O a a 9 ? 0 .
9
12
13
Dominican Republic: Transportation (35027) . 0 a0
O e 0 . Inside back cover
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DOMINICAN RIMBLIC
PARD II: TRANSPORTATION
I. General
Transportation in the Dominican Republic traditionally has been by
road, and the increased efforts of recent years to improve transport
facilities have followed the same pattern. The mountainous terrain in
the central and western parts of the country has discouraged the build-
ing of railroads., and has even retarded the development of more than a
skeleton network of roads. Coastal transport has been effective for
Short hauling along the southern coast, but the long and sparsely popu-
lated extension of the island eastward makes coastal shipping impractical
for the movement of goods between the south coast and the north. The few
short rivers that are navigable provide no passenger service and only
limited traesport facilities for freight. Passenger service by air is
relatively insignificant, and air freight has been slow to expand.
TWelve airports capable of handling such traffic- have been developed,
but they are used Chiefly by the Dominican Air Force for military pa-
trols and maneuvers. The over-all transport situation reflects the lack
of integrated economic growth under the Trujillo regime as well as. the
developmental problems posed by the difficult terrain.
II. Roads
There are approximately 3,500 kilometers (2,175 miles) of roads in
the country, most of whibh are "national roads" maintained by the gov-
ernment (see Nhp 3,027). A sparse road net connects most of the periph-
eral sections of the country with the capital, but large parts of the
interior have no roads at all and few trails. Most highways are only
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two lanes wide and, except for those constructed not recently, are
winding, with an excessive nueber of curves and steep grades. Road
signs are few and far between. Many streams must still be crossed by
ferry or ford. About one-third of the roads are hard surfaced with an
aggregate base; one-half are gravel surfaced with an aggregate base; and
the remainder are unimproved dirt roads. One-third of the roads are
classed as "dry weather only;" and, unless properly maintained, sections
of even the better roads become impassable during the rainy season --
generally May through November.
A. Major Roads
Three highways are of major significance in connecting the important
commercial eections of the country: Carretera Duarte, Carretera Melia,
and Carretera Sinchez. The artery most vital to the country is the Duarte
highway, Which stretches from the Capital, Ciudad Trujillo, to Montecristi
in the extreme northwest, a distance of 292 kilometers (181 miles). Near
Its mid-course the highway passes through the richest agricultural part
of the country, the Cibao area, which provides the capital and much of
the rest of the country with food. The heavy traffic along the highway
Includes not only food and consumer goods moving to and from the capital,
but also bananas and sugar from producing areas to transshipment points.
From Ciudad Trujillo to Monseffor Nouel, a distance of 90 kilometers
(56 miles), the Duarte highway is a heavy-duty 24-foot concrete road
with 6-foot shoulders, recently improved to first-class condition. Gentle
gradients and easy curves permit rapid travel in law mountainous areas.
Between Monseffor Nouel and Santiago, about 85 kilometers (53 miles), the
road crosses the northeast fringes of the Cordillera Central, and sharp
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curves are numerous in the steeper stretches. In general, the asphalt
surface of this stretch is in fairly good condition, but in places it
Is broken up and fairly rough. The 117 kilometers (73 miles) of 16-foot
apphalt road between Santiago and Montecristi vary in quality from good
to poor. Heavy traffic, including sugarcane and banana trucks, contrib-
utes to the rapid development of potholes; and, in some sections, the
need for patching is continuous. The Elmhurst Construction Company has
had a contract for the improvement of this highway for several years,
but construction has alternately progressed and come to a standstill,
depending upon the finaacial vagaries of the Dominican Government.
The Melia highway stretches from Macao, almost at the eastern tip of
the island, through Higliey, El Seibo, Hato Mayor, and San Pedro de Maoris
to Ciudad Trujillo, a total distance of about 195 kilometers (120 miles).
Between the capital and San Pedro de Macoris, it is the only existing
road, and disruption of service along this segmeut would completely iso-
late the entire eastern part of the Republic. The Melia highway has been
asphalt surfaced throughout, but in the mountainous sections from Hato
Mayor to San Pedro and HigUey, the surface in places has deteriorated to
rough gravel. Alternate routes are available between San Pedro and
Higiley via La Romana on the coast or Ram% Santana further inland, but
the Hato Mayor-El Seib() section of the Nella highway remains an essential
artery because roads branch north from it to Sabana de la Mar and to
Miches.
The third major highway, the Carretera Sanchez, is the principal
through route to Haiti. It connects with the Melia highway at Ciudad
Trujillo, and together the two form a generally good, asphalt-surfaced
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road that traverses the scuthern part of the Republic for more than
435 kilometers (270 miles). The first 12 kilometers (7 mile) of the
S4nchez highway ie a 4-1ane, concrete artery connecting Ciudad Trujillo
with the tom of jaina, and the continuation of this surface to San
Cristdbal has been projected. Beyond Jain., an asphalt road runs through
San Cristdbal, Banf, A2La1 San Juan, and Elias Plaa, where it crosses
the Haitian border.
B, MIhohltoaftp.
In addition to the three major highways, several other very signif-
icant roads tap already productive areas or make possible the opening up
of new ones, Two suCh routes branch off the SAnchez highway. The first
is an asphalt road that leaves the Sitnchez highway at a point not far
west of Atua, one arm of it going south to Barahona and the other meat
to DescUbierta. Muth of the road is of very poor quality. In the stretch
around the tip of the Behoruco Peninsula, the surface south of Barehona
deterioratea to sand and gravel until it connects with a good gravel road,
Which goes from Pedernales to Jimani and Descubierta. The second Impor-
tant branch off the Sanchez highway is a new road leading north from Las
Carreras through San Jose de Ocoa to La Horma, Valle Nuevo, Constanzsa
and El Rio, and finally to the Duarte highway. This branch will be of
invortance as a supply route to the rich agricultural region around
Constanza and as an outleh for produce destined for distant markets.
From the Duarte highway, the oldest and most active route in the
Republic, several branch eoads lead to various long-established market
areas. A good asphalt road coanects Santiago with Puerto Plata, but
travel along it is not rapid because of the steep, sharp curves on
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"La Serpentine," as the natives call the stretch of the road that crosses
the Cordillera Septentrional. Between Villa Isabel and Santiago, another
busy road parallels the Dcarte highway on the south; it is a gravel or
coral-surfaced road of fair quality that taps agricultural lands near
the foothills of the Cordillera Central,- A good road also branches off
of the Duarte highway near La Vega and climbs to Jerabacoa; from there a
gravel road minds through the mountains to B1 Rio, where it connects
with the road from Constanza. Several gravel roads lead eastward from
the Duarte highway -- from )ca, Rinc6n, and Piedra Blanca -- and con-
vect with such points as San Francisco de Macoris? Data, Pimental?
Julia Molina: and Samana. In the extreme northwest, an asphalt road
leads south from hbntecristi to Dajab6n? south of which a gravel road
continues across the mountains to the Sanchez highway east of nias Elha.
In the remainder of the country, lesser roads form a sparse net
covering only limited areas. Near Puerto Plata, an alternately gravel
and asphalt road, heads east and more or less follows the coastline to
Julia Molina, some 198 kilometers (124 miles) east of Puerto Plata.
West of Puerto Plata a poor road leads through Imbert and Luper6n. In
the northwest, equally poor roads connect both Santiago Rodriguez and
San Juan de las Matas with the Duarte highway. In this region, however?
the work of improving and joining the roads and of building new ones
across the mountains to connect with roads from the south has already
begun.
In the area approximately 50 kilometers north of Ciudad Tmjillo
--
which includes Yamasa? Cevicos? and Monte Plata -- the existing complex
of low-quality roads is also scheduled for inprovemente. Poor roads now
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penetrate the area fram the south and vest, but little new construction
has as yet taken place.
Almost all of the areas included in the Cordillera Central, the
Cordillera Oriental, aud the interior of the Bahoruco Peninsula lack
road communications and are penetrated by very few trails.
C. International Road Connections
International travel between the Dominican Republic and Haiti has
been reduced to a minimum because of the political tension between the
two countries and is limited Chiefly to migratory workers from Haiti
who must return after their work is done. Good connections with the
Haitian road network occur in only three placeo: Dajab8n, Elias PiBa,
and Jimani The Dajab6n crossing is easily reached via Nbutecristi and
connects with a first-class road to Cap-HaTtien on the northern Haitian
coast. From Bites Pifia? a connecting road passes through Lascahobas and
Mirebalais in Haiti; and, from cateanf, a fairly good road leads to Fond
Parisien and Croix des Bouquetes. In Haiti, all three routes connect
with the main (though poor) roads leading to Port-au-Prince.
Other border crossings are located at Cercadillo? near B4nical and
at Pedernales,in the extreme south; but the connecting roads in Haiti
are very poor and are traversable only by jeep.
In 1936, an international highway vas built that stretches for 48
kilometers (29 miles) along the border, itself, between Cercadillo and
Villa Anacaona. The only connection into Haiti, however, is the poor
road between Cereadillo and Hinche. Consequently, there is little excuse
for international traffic to travel along the road. Guard posts are
numerous and traffic is limited primarily to military personnel and
local inhabitants, as is also the ease along the entire Dominican frontier.
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IL RENOR
The mountainous and billy terrain of the Dominican Republic and the
numerous streams require the building of nary-bridges. even in the arid
sections of the northwest and southwest, runoff following sudden Showers
during the rainy season is sufficient to call for some provision for
crossing arroyos and sharply incised ravines. As of 19,0, there report-
edly were 1,200 bridges in the RepUblic: 34 of steel, 220 of coneretel
and 880 of wood. Most of the small or older bridges are of wood, many
of 'Which have been allowed to fall into disrepair pending replacement
if and when road improvement programs are undertaken. Rickety boards
and makeshift patches on the bridges and even by-passing fords and ferries
are not uncommon. Often, after heavy rains, an entire bridge will be
underwater, not being high enough even for periods of normal high water.
A few bridges have been designed to serve as "floors" of fords during
flood periods. As roads are gradeally being rebuilt and improved, how-
ever, concrete or steel bridges are being constructed.
The names of the major steel bridges completed as of 1959 are listed
in treble 1 (following p. 7), along with their length, number of venal,
type, kilometer distance from Ciudad Trujillo, road locations, and the
names of rivers or streams they cross. Figures on load capacities are
not available.
There are no tunnels, underpasses, or viaducts in the Dominican
Republic.
R. Road Mtz,andSafeFactors
Road signs indicating curves, bills, side roads, and other hazards
are dismally inadequate throughout the Dominican Republic. Distances
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Table
Steel Bridges
C)
C)
C)
C)
C) Name
r-
C4
C) 1. Rhadames
c)
?C
0)
C)
C) 2. Presidente Peynado
9
0)
3. Ramfis
C)
OC
?k 4. Eugenio Michas
C.)
u) Rio Soco
C4
OD
C)
C)
C)
C) 6. J. Sanchez Ramirez
C4
7. Gneral Santana
75
0
8 8. Lucas Diaz
L.11-
73
> 9. Jos?rujillo Valdez Rio Bani
2
CL
CL
?C 1.0. Julia Molina Rio Ocoa
River
Rio Ozama
Rio Isabela
Rio Macoris
Rio Saco
Rio Soco
Rio Chavon
Rio Sanate
Rio Vizao
Troxlcoso Rio jaina
Road and Location
At
Kilometer
Marker
Length
in
M,,ters
Number
of
Spans
Autopista Trujillo-San Isidro
E edge of C. Trujillo
Carr. C. Trujillo-Villa Melia
N edge of C. Trujillo
6.0
330
255
6
3
Carr. Melia
65.6
319
3
11 km. (7 mi.) NW of San Pedro
Carr. Mfalla
at El Seibo
127.4111
Carr. San Pedro-La Romans_
320
7
E edge of Boca del Soco
Carr. Melia
141 3
76
W ed,ig of Belucal
Carr. Melia
'59.o
9 km. (5.6 mi.) W of Higuey
rjarr. 04nch.i.,z
3
km. (.5 mi.) 1,t7.; of Paya
Carr. Sanchez
E edge of Bailj'
Carr. Sdnchz
2 km. (1.2 mi.) S of Las Carrera
Carr. Sanchez
3 -Ism. .9 mi.) W of Jaina
50
65.
.")
87.D
lLtg
221
6
Type
of
Construction C)
Cs!
01
Steel;
suspension
Steel;
arch truss
Steel,
suspension
9
01
0-
Steel;
through truss ci
Ste,t1; truss
chigjaway and
railroad).
111
Cs!
CO
C)
Cs!
Steel
3teel; -..;ru4s 0
8
73
throu3h tru3s >
2
CL
CL
trus&<
Steel;
through
Steel; .L,.eck
t7u,s2 gzirder
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Table I (continued)
At i'tagtc, Number Type
T?ilomet: in of of
River Road and Location viarher eters ';-;:7ans ;'onstrucf:).
Name - NI-
g.
12. Yubazo Arr. Yubazo Carr. La Toms.
C)
C)
13. Lebr6n Arr. Lebrdn Carr. Hato Nuevo 24.2
C)
C)
9
14. Generalisimo Trujillo Rio Yuna Carr. Duarte 92.8 -37 3 Steel; c)
r-
C4
1 km. (0.6 mi.) N of Monsenor io-,:e,: through truss
c)
5. CamA Rio Cam Carr. Duarte 132.0 -- -- ?C
C4
C)
C)
LC. Rio Verde Rio Verde Ci-r. Duarte 141.5 -- -- Tm
C)
L-. Licey Rio Licey Carr. Duarte 145.0 416
r.
alm
18. Ercina Chevalier Rio Caad Carr. Rlnc6r-S,77,. de Macorfa 118.3 62 -- Steel C)
0
8 71. (5 mi.) N of Rine&
?k
19. Pedro Molina 2e-aa Rio Camii Carr. La Vega-La Jagua 137.0 C.)
..
u)
Pu. .an Marcos Rio S. Maros Carr. Puerto Plata-ImbertC4
41.0
Co
c)
Pl. Obispo Rio Obispo Zarr. 1%le:o Plata- . c)
c)
c)
22. Bajabonico Rio Bajabonico Carr. .L__),=1,7-fu.1,amicf --
W
M
23. Canete ?r.Ca :.2 Carr. Santiago-San Jo s6 de La ,_, 124.0 ..... m
w
715
R4. Yague Rio Y9lue tc-.1 Nori, Carr. Santiago-San Joce de Las Matas! 175,0 074 OC
at
8
U-
25, Federico de S. aia Rio Yaque del Dorte Carr. 117peranza-AIL.A... 219.0 73
W
>
26 San Rafael Rio Yaque del NO7tF. 7:arr..2-5-peaaa-iralv.,?0-1 223.0 2
CL
27. Castanuela y?) Rio Yeque del Iort 'Llsr,-. MarLe-7;,staa.F.1 CL
?C
ao. to.aa?yao-u.
29. Are
Rio 'Yaque df.1 Noyte Ca. .72;akta-uayublA
Arr. .1Y.,10 Cr. 0Anchz
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along main roads, however, are marked, using the common Latin American
system of placing concrete posts a kilometer apart; the distance from .
the capital (Ciudad Trujillo) is given on the face of the posts and the
distances from the last town and to the next town are given on the sides
toward each. An occasional name sign may indicate that a side road
leads to the town indicated. Information about places any great dis-
tance away is difficult to obtain, and the traveler often is saved from
mistakes only because be has but one road to travel on. Ppeed limits
(60 km. per hour on the open road) have been established, but roads are
aeldom patrolled because the police do not have the vehicles needed for
patrol purposes. The best deterrent to speeding is the roughness of the
roads, but the accident rate is very high and will undoubtedly increase
as the roads are improved. Pedestrians and livestock use the roads at
all times and are reluctant to give way to vehicnier traffic.
Army Checkpoints are located at many places along the main roads,
often at 25-ki1ometer (16-,mile) intervals; and all but official cars
must stop and report the names of passengers, where they came from, and
Where they are going. In this way the government can keep track of the
movement of all persons at all times.
F. CommersIAEREsammt
Numerous bus lines service almost all sections of the country. They
have schedules that are more or less regular, depending to some degree
on the antiquated state of the equipment and periodic breakdowns. Taxis
(called calicos)) also can be hired for interurban service.
Almost all freight is carried by truck.
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G. Road Maintenance
Road mairstenance in the Dominican Republic is consistently inadequate.
The over-all care and expansion of the road system is the responsibility
of the national road department (Secretarla de Estado de Obras Pablieas),
but a few municipalities maintain feeder roads, and all towns maintain
their own streets (except those that are parts of through routes).
The hIgh percentage of roads with only gravel or dirt surfaees con-
tributes to the maintenance problem. Severe seasonal rains and heavy
truck traffic are factors that cause continuing deterioration; and, when
coupled with initially poor methods of construction, the reapir problem
assumes major proportions. The principal road-building process for bard-
surfaced roads consists of scarification, grading, rolling, spreading of
gravel, oiling, adding a layer of asphalt, and then adding more gravel.
For gravel-surfaced roads, work stops with the first application of
gravel. Dirt roads are simply graded and rolled, or they may be com-
pletely unimproved. With such marginal standards, roads break up quickly
unless repair is maintaieed constantly. Even a good gravel road, will
disintegrate within 2 or 3 years unless the rapidly forming chuck boles
are filled .and the frequent washouts are regularly repaired. All dry
Weather roads degenerate quickly, often developing such deep ruts and
high centers that only horses ar high-wheeled carts can negotiate thee.
III. 11.01,PcAY
Rail transport in the Dominican Republic is disproportionately divided
between two categories of service: government-owned lines and private
industrial lines. The 17 operating systems use 7 different gauges plus
portable tracke; and the widely separated, short lines form nothing
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resembling a railroad "net." For this reason, railroads are of little
significance to the country as a whole, and the existing lines have
practically no military value.
The government-owned line, Ferrocarril Sgnchez-La Vega, is operated
by the Banco de Credit? Agrf cola y Industrial. At present, it provides
service only between Sgnchez and La Vega -- a distance of 120 kilometers
(75 miles) -- over track of 1.067-meter (42-1nch) gauge. The roadbed is
in a seriously deteriorated condition, and the rolling stock very old.
A 1959 report states that seats in the passenger cars at that time were
merely benches, and another report states that passenger service is
available only when called for, usually once a week. The equipment as
of 1959, consisted of 9 passenger cars, 6 locomotives, 1 diesel engine,
and 78 freight cars, 53 of which were gondolas. Although the amount of
freight married is small, the railroad can render an important service
to inland towns on occasions when road transport between Sgnchez and
Julia Mblina is interrupted by heavy rains. In contrast to the special-
ized industrial lines, the government railroad hauls general freight,
with coffee and cacao perhaps heading the list. Detailed statistics on
commodities and number of passengers transported are not available.
The Ferrocarril Sgnchez-La Vega is all that remains of the former
Ferrocarriles Unidos Dcalnicanos, which included the lines from Puerto
Plata to Moca, Samang to Santiago, Sgnchez to La Vega, Las Cabuyas to
Mom, and la ana to San Francisco de Mhcoris. In 1950 all services
over the Puerto Plata-Salcedo section were terminated, and all of the
track was torn up except for 10 kilometers in Puerto Plata, which were
left to serve the port installations under the Port Authority. The line
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from Las Cabwas to Mom was retired from service in 1951. Recent re-
ports are not clear as to whether the La ana-Ban Francisco de Necoris
line is currently in operation as a part of the Binchez-La Vega line.
Whereas the government-owned railroad is of minor significance in
the economy of the Dominican Republic, industrial lines play an important
role in the transportation of sugarcane from the fields to the mills and
in hauling bananas from the farms in the northwest to Puerto Libertador
for export. Fifteen sugar companies and one banana company operate
1,478 kilometers (918 miles) of track. Gauge and length of lines, by
operators, are shown in Table 2.
Table 2
Industrial Rail Lines
Gault_
Central Rio Haina
Central Barahona
Central Barahona
56-1/2" (1.435 m.)
39" (1 m.)
Portable Rail
Central Boca Chica
30?
.762 m.
Central Porvenir
30',
.762m.)
Central Monte Llano
28" and 20"
( .705 and
Central Monte Llano
18" Portable
.115
Central Quisqueia
( .762 m.)
Central Ozama
30"
( .762 m.)
Central Catarey
24"
.610 m.)
Central Consuelo
30"
.762 m.)
Central Santa F4
30"
.762
Central Romana
56-1/2.
1.435 m.)
Central Romania
36"
( .914 m.)
Insenio Angelina
30"
( .762 m.)
Ingenio Caei
22-1/2"
.571 m.))
Ingenio Cristobal Col6n
30"
.762 m.)
Grenada Company
42"
(1.067 m.)
??=?????????11.1.....W.111.
Kilometers
183
89
123
63
63
.508 m.)
706
47
36
130
25
300
1.
(129 portable)
73.
62
56
67
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In 1959, these operators owned a total of 8,648 freight cars, divided
into the following categories: cane cars, 7,374; flat cars, 655; gondolas,
127; tanks, 99; and other, 393.
The military or paramilitary importance of the railroads is slight
because of the Short distances covered plus the fact that the various
lines are not interconnecting. Economically, however, serious problems
could arise fran a disruption of industrial rail service within a given
plantation, where movement of the crop is geared to the use of the pri-
vately owned railroads. In some instances, there are no adequate sub-
stitute transport facilities to help move cane or bananas if, for any
reason, the railroads were sabotaged or otherwise rendered inoperable.
IV. Air
Air service in the Dominican Republic has developed almost entireIY
since the early 1940's, and 12 airports capable of handling commercial
traffic have been constructed since that time. At present, however,
most air traffic is military, and only 10 fields are operable. Since
the attempted invasions in 1959, all air traffic has been under strict
govern-mental surveillance; and, except for San Isidro and Trujillo Inter-
national airfields, all operable fields are strung with cables to prevent
landings without prior clearance. Plowed strips across the fields at La
Romana and Montecristi have currently rendered both inoperable, but re-
portedly service could be restored at La Romana within a day or two by
using equipment from the La Romana Sugar Central. The Montecristi field
had been abandoned even before the current restrictions were imposed in
1959. General Andrews field in Ciudad Trujillo was declared a public
danger and was closed to traffic in December 1959. All of its former
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traffic is now handled by the Trujillo (International) field at Punta
Caucedo. Ten additional airstrips were listed during the 19,0's as
capable of providing service of some sort. Most were described as useful
for emergency landings only, having surfaces of sod or natural earth.
Operable airfields and possible emergency airstrips are listed in
Table 3 (following p. 13) along with their locations, lengths, surfaces,
and other pertinent data.
V. Waterw
The rivers of the Dominican Republic do not figure in the transport
picture. No passenger service exists on any river, and barge traffic
occurs only on the Rio Macorfs for a few miles inland. Otherwise, only
the small boats owned by the natives use the rivers.
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Table 3
AUtialsk
Name
Barahona
Cabo Rojo
Constanza
DajabOn
General Andrews
(Miraflores)
BigUey
La Romana
La Vega
Montecristi
Presidente
Trujillo (San
Isidro)
Location
18?14'N-71?06'W
1.6 km. (1 mi.)
N of Barahona
17056'N-71?391W
14 km. (9 mi.) SE
of Pedernales on
Haitian border
18?53?N-70?43 ?W
3 km. (2 mi.) E
of Constanza
19034'N-71041'W
1.6 km. (1 .
NE of abon
18028'28"N-
69054 '29"W
In C. Trujillo
18037'N-68043'w
.18025?N-68?58'W
N edge of Ls
Romana
19?12'N-70?30'W
3 km. (2 mi.) SE
of La Vega
19?51'Y-71?36'W
1.6 km. (1 mi.)
NE of Montecristi
18030'N-69045,w
9.6 km. (6 mi.)
NE of C. Trujillo
Length and Surface
of Runway
1,737 nu 0,7009
Asphalt
1,524 m, (5,0009
and 10128 116
(3,700') Caliche
over sand and roc*
2,000 m. (6,5609
Asphalt
1,981 m, (6,5009
and 1,097 U6
13,6009 Ungraded
turf
2,134 m, (7,000')
and 1,676 16
(5,500')
Asphalt
1028 m. (mow)
Asphalt
914 m, (3,0009
Ungraded earth
1,067 mi. (3,500')
Ungraded earth
and turf
1024 U6 (5,0009
Compacted earth
2,134 m. (7,000')
Asphalt and con-
crete
???????????!???????????.?/....ww?
Remarks
Southern base for
Dominican Air Force.
Extensive improve-
ments in 1960.
Operated by Alcoa
Exploration Co.
New in 1959.
Built in 1949; used
by Air Force for re-
fueling and auxiliary
training
Closed Dec 59; opera-
tions transferred to
Trujillo Airfield;
still staffed by Army.
Used by patrols as
refueling station.
Runways plowed; could
be reactivated. Oper-
ated by La Romana
Sugar Co.
Used only by the Air
Force; unusable when
vete
Runways plowed; not
operational.
The main Dominican
Air Force base.
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Table 3 (continued)
Length and Surface
Location utb Runway Remarks
Puerto Ple.ta
Santiago
Trujillo, Inter-
national (Punta
Cauceda, Ciudad
Trujillo)
Azua
Colon
Consuelo
Desadbierta
Guerra
RhL 22
las Lajas
Pedernales
Sabana de la M'ar
19047'N-70039'W
3 km. (2 mi.) SE
of Puerto Plata
19029'N-70042W
1.6 km. (1 mi.)
NE of Santiago
180261-69?4091
19 kms. (12 mi.)
SE of C. Trujillo
1,402 MI6 (40600')
Compacted coral
1,737m. (5,7009
Asphalt
2,042 14. (61000')
Concrete
Old Airstrips: Current Status Unknown
San Alan
San Pedro de Maoris
18026T-70044'W
18029'1-69051W
18032'N-69018,w
18?331i-7104,w
6 km. (3-1/2 mi.)
of Tlescubierta
18?45'N-69037W
18?33'N-70?06'W
19 km, (12 mi.)
NW of C. Trujillo
18?33'N-71054W
(approx.)
in town
18?03'N-71042'W
1.6 km. (1 mi.)
N ot town
19003TN -69024'W
18?48'N-71?14 VW
18027'N-69019'W
1.6 km. (1 mi.).
HE of San Pedro
792 nt. (2,6009
Earth
1,219 m. (4,000)
Natural
914 m. (3,000)
853 m. (2,8009
Sod
762 in. (2,5009
853m0 (2,8009
Compacted earth
Only airfield on N
coast.
Air Force patrols
operate from here
along north coast.
Opened Dec 19,9.
latest info. 1951
Latest info. 1956
Latest info. 1956
Latest info. 19$4
latest info. 1951
Latest info. 1956
Latest into 1951
Latest info. 1952
Latest info. 19,5
Latest info. 1956
Latest info. 1956
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CONFIDENTIAL
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