NATIONAL INTELLIGENCE SURVEY 73; HONDURAS; TRANSPORTATION AND TELECOMMUNICATIONS

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• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200070019-8
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CONFIDENTIAL
73 /GS /TT
S*
C
Honduras
August 1973
NATIONAL INTELLIGENCE SURVEY
CONFIDENTIAL
NO FOREIGN DISSEM
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This chapter was prepared for the NIS by the
Defense Intelligence` Agency. It includes a contribu-
tion on airfields from the Defense Mapping Agency,
Aerospace Center, and a contribution on merchant
marine from the Department of the Navy. Research
was substantially completed by February 1973.
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Hond'uras
CONTENTS
ThO chapter supersedes the transporta-
tion and telecommunication coverage in
the General Survey dated August 1969.
i
A. Appraisal
1
B. Strategic mobility
1
C. Railroads
2
D. Highways
1
4
E. Inland wgiterways
6
F Ports
6
G. Merchant marine
6
H. Civil air
8
I. Airfields
8
J. Telecommunications
9
CONFIDENTIAL No FOREIGN UISSENI
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FIGURES
Page
Page
Fig. 1 Characteristics of selected rail lines
Fig. 4
Selected airfields table) 9
(table)
Fig. 2 Characteristics of selected highways
3 Fig. 5
General telecom pattern (map) 10
table)
5 Fig. 6
Terrain and transportation
Fig. 3 Major ports (table)
7
(map) follows 11
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C
Transportation and Telecommunications
A. Appraisal (C)
All significant transportation and telecommunica-
tion (telecom) faciiities of Honduras are located in the
western part of the country, the area of greatest
development and population density. The backbone
of the economy is agriculture, particularly the
production of bananas, coffee, and timber. Built to
serve the needs of agriculture and government, the
transportation system basically consists of three rail
lines, none of which extend farther than 65 miles
inland; it sparse but improving highway network,
which provides the only transport serving large parts of
the country; three major ports, all located on the
Caribbean coast; 12 foreign -owned Honduran
registered merchant ships; three significant airfields;
and an increasingly important civil aviation industry.
Except for one large and it few small airfields. the
entire eastern half of Honduras is virtually without
transportation media.
Highways are the principal means of surface
transportation. Four paved roads which connect all
the major cities with ports and agricultural areas form
the heart of the network. Hlghwa} handle it larger
share of the freight load, especially heavy goods and
machinery, and most transportation projects and plans
concentrate on the development of it more extensive
highway network. Railroads are the main carriers of
bananas, the country's chief export. Civil aviation is
also important to the economy, and in many areas the
airplane is the usual means of conveyance for
passeng:;rs and priority type freight. Except in a few
areas where there is no other means of transport,
inland waterways have no importance. There are no
significant pipelines. Telecommunications have been
improved by the completion of it nationwide radio
relay syster;!, but there has been no corresponding
increase in local telephone facilities. Because of poor
pl anning and an ineffective telecom administration,
the total system is still inadequate to meet the
country I s requirements.
Transportation and telecommunications are
controlled by agencies of the Ministry of Communica-
tions, Transp and Public Works. International
connections are made with all neighboring countries
via highways and witli Nicaragua via the limited
navigability of the Rio Coco,' the boundary river.
B. Strategic mobility (C)
Support of sustained military operations in
Honduras would be greatly restricted by the
inadequacies of the transportation and telecom
system. The railroads would have only marginal value
because of their limited sire and extent. I lowever, the
main rail lilies in the northwest v connect the
ports of Puerto Cortes and Tela with through
highways to "Tegucigalpa and the Pacific coast can be
operated simultaneously at full capacity with the
rolling stock and motive po've, on hand. The lines in
the north central area serve banana plantations. 'There
are no international rail connections.
Movement of milita:y forces by highway would be
wnited to the western half of the cotintrv; eastern
Honduras has only it few unpaved logy- capacity roads.
Most bridtrrvs on the main highway's have adequate
load capacity and clearance, but on secondary roads
rcneradly they are narrow a nd of low capacity. Steep
grades and sharp curves are common on secondary
roads in mountainou- areas. Roads and bridges built
on steep hillsides are subject to landslides, and roads in
the lowlands and stream valleys are often flooded and
washed out.
Inland waterways %oulcd he of little help in military
operations, but the major maritime facilities are
adaptable to military use. The i2 oceangoing
me rchant ships registered in londuras are all foreign
owned. Their military support potential would depend
on seizure of or negotiation for those ships which were
in local ports at the time of in emergency.
Except in the northeast, the 120 tisable airfields are
fairly evenly distributed. I- lowever, only four fields
have paved runways and only two, Toncontin
International and La Mesa International could
support sustained military operations. In it time of
crisis, the aircr -tnti indigenous personnel of the
1- londuran airlines, including 147 pilots, would be
available.
t For diacritics on place mines see the list of names on the apron
of the 'Terrain and Transportation owl) and the ntap itself.
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The telecom system would provide only limited
service in large -scale operations. The rugged
mountainous terrain, coupled with dense vegetation
over large areas, has impeded tit(' complete
development of an efficient wireline system. '['here are
many alternate wireline routes, but mativ are in very
bad condition because of poor maintenance. Nearly
all key telecom facilities are cancentrated ill either
Tegucigalpa or San Pedro Sula, and interruption of
service in either locality would seriously hamper both
darnestic and international Coll] III uriications.
C. Railroads (C)
The railroads of Honduras, totaling 357 route miles,
are single track, narrow gage, nonelectrified. and in
good condition. The network, which is distributed
along the coastal plain in the northwestern and north
central parts of the country, is composed mainly of
banana feeder, lines extending no more than 65 trades
inland. This part of the country along .vith
Tegucigalpa, the capital, is the area of greatest
development and pupulation density. There are no
international rail connections with neighboring
countries.
The railroads consist of 'three connected systcnis.
The Honduras National Railroad (FNII) is a state
enterprise owned and operated by the government
under the control of tile Ministry of Communications,
Transport, and Public Works. The 106- route -mile,
3'6" -gage system extends from Puerto Cortes
southward through San Pedro Sula to El Llano. The
other two rail systems are owned and operated by U.S.
fruit cornpanies and serve their plantations. Onc is the
96 -route -mile, 3'6" -gage Tela Railroad Company
JR) owned by the United Fruit Company and
consisting of two main lines. .One extends from
Baracoa to Bufalo; connections are made at both
points with the FNH. 'I'll uses the Baracoa Puerto
Cortes section jointly with the FNI -I. The other 'I'll
main line extends between Tela and Santa Rita. The
third railroad is the 155- route -mile, 3'0" -gage
'Standard Fruit Railroad (SFR) owned by the Standard
Fruit and Steamship Company. It extends eastward
from Tela through La Ceiba to a point beyond Los
Planes and then swings back to the west, terminating
at San Lorenzo. At Tela it transloading platform is
situated between parallel tracks of the 3'C" -gage SFR
and the 3'6" -gage 'I'll.
Most of the terrain traversed by the rail lines is level;
grades are slight (1.5% or less) and curves moderate.
The steepest grade (2 and the sharpest curve (287
foot radius) are located on the SFR near Les Planes on
a mountainous section of the La Ceiba �San Lorenzo
line.
Maintenance procedures on the FNI-I and TR give
roadmasters responsibility for maintenance- of -wav
2
operations. Oil the SFR it superintendent is in charge
of maintenance, and his immediate subordit, ate, an
engineer, is responsihle ffir maintenance -of -way
projects. All the rail Bites are divided into sections, and
most maintenance we;rk is done by laborers living in
the area. Roadbed and track inspection is a continuous
process. Individual bridges are given thorough annual
inspections, and all structures are kept under
continuous observation. The SFR and I'll have
mechanized the maintenance -of -way work. There is it
vegetation control problem on lines ill the coastal
plains, where grasses which grow taller than the trains
encroach on the right -of -way. 'Traffic interruptions are
caused chiefly by terrain and weather conditions,
whit�h vonlbine to cause floods. The coastal plains and
inland valleys are walled by precipitous mountain
range c; during heavy rainfalls, particularly from :gay
thr(,ugh October, water from mountain streanis chokes
the large rivers, flooding the lowlands and causing
washouts and danv- ge to bridges and tracks. These
interruptions, however, are generally of short
duration; repair crews are highly experienced and
quickly remedy the damage.
The 91 bridges on the FNH and 'I'll have it total
length of 11,926 feet; information is not available on
the length of the -110 bridges oil the SFR. Tiniber
trestle construction predominates, but there are also
s %,nu steel through -truss structures. 'I'll(- Quetnado
Tunnel. located on the SFR between L;a Ceiba and
San Lorenzo, is the only railroad tunnel ill I londuras.
It is 2:36 feet long and is partially lined with reinforced
concrete.
Track structure is light. Rails arc of the T- section
type in standard lengths of 30 and :33 feet and ranging
in .weight from 30 to 75 pounds per yaW. Treated and
untreated timber crosstics of local pine, pleasuring 7' x
8" x 6 are laid 2,640 per mile on the FNH and 2.600
per mile on tile 'I'll. The SFR uses creosoted timber ties
laid 2,640 per mile. Rails are fastened to crossties by
cut spikes on all lines. Tie plates, .which are used on
some sections of the FNI1 and 'I'll, are not used on the
SFR except in one instancy .where it trestle is on a
curve. Rails and spikes are hill, orted from the United
States. Ballast on all lines is'' obtained locally and
consists of broken stone, river gravel, crushed rock, and
sand. All lines are kept in good condition, and
abundant supplies of track materials arc kept on hand.
Train operations are based on schedules. The
manual block system of train control is used on all
lines, and communication between stations is by tele-
phone. Signaling is accomplished by flags, lanterns,
and train whistles or hells. All -.witches are operated
manually.
Locomotives and rolling stock range in condition
from good to excellent and are adequate in quantity
for requirements. The railroads have Been replacing
the older equipment gradually with diesel locoulotives
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and more capacious freight cars. Freight cars are
chiefly 4 -axle types, and most are box, banana, and
flat cars. Most equipment is fitted with standard U.S.
automatic couplers and air brakes. Uwomotives and
rolling stock are imported from the United States,
West Germany, and Spain. The equipment inventory
is as follows:
FNIi TR SFR
Locolrotives:
Steam 0 1 0
Diesel 0 25 0
Diesel electric b 0 16
Diesel meclianic:al 0 5
Railcars gasoline) 0 23 0
Railbuses 3 0 0
Passenger cars 17 77 25
Freight cars 514 1,419 681
�'ork cars 77 108 71
i.ocomotives are powered by fuel oil and diesel oil,
both impclrt:�d from the United States. Water used for
the steam locomotive is untreated, and adequate
supplies are available from local streams.
Bananas are the principal item of railroad freight
traffic; other important commodities are lumber,
agricultural products, and manufactured goods. All
lines are common carhers. Current freight and
passenger statistics are not available. All three
railroads operate at a profit
Each railroad has one primary facility which
includes a flat classification yard and a major repair
yard adequate for all levels of equipment maintenance
and repair. They are located in Puerto Cortes (FNH),
Tela JR), and La Ceiba (SFR).
The personnel strength of the FNH is about 430; the
TR employs No ,information is available on the
number of employees on the SFR. Except for a course
given to SFR employees in diesel maintenance and
industrial safety' and a training program available to
supervisory personnel, none of the railroads have
formal education or training programs. Employees do
receive on- the -job training for specific types of .work.
It has been characteristic of the three railroad
companies to invest whatever is necessary for
maintaining good standards of service. The FN H
recently negotiated loans for purchasing new rolling
stock ar-d repair -shop equipment and to finance
studies covering future development and possible line
extension. Plans include the possible use of containers
and extension of a line into the valley of the Rio
Sulaco.
Characteristics of selected rail lines are given in
Figure 1.
FIGURE 1. Characteristics of v
_.ted tl,'ondurwi rail lines (C)
(Except where noted, -i d- short'
1 n,.; il::an; oxleload on all lines)
and Bufalo (MP 45) with Tpla
MINIMUM
Puerto Cortes-- l3aracoa. Banana
MAXIMUM RADIUS PASSING
TRACKS
GRADE or
TERMINALS AND,.:
CURIA- Maximum
Mini
ROUT6 MILES GAGA:
Going, Co ming TURF Interval
Length REMARKS
n r v
f crcent Feet Miles
Fee(
r
uerto Cortes- Potrermos (6C 3 6 1.55 1.40 49'
miles).
Barucoa -Tela (:36 miles) 3'6" *1.5 47
La Junta- Bufalo (35 miles).. 3'6" *1.5 na
La Fragua -El Progreso (26 3'6" *1..5 na
miles).
Tela -La Ceiba -San Lorenzo 3'0" *2.0 287
(155 miles).
na Data not available.
*Direction unknown.
6 1500 H
Honduras National lift. (FNI1,.
Connection at. Baracoa (MP 1:3)
and Bufalo (MP 45) with Tpla
lilt. 21 -ton maximum axleload
Puerto Cortes-- l3aracoa. Banana
feeder lines continue to El Llano.
3
ass
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D. Highways (C)
The fligh%%;ny network of I- londk.iras is sparse but is
the only means of surface transport serving much of
the country. Considerable progress in the development
of the highway system, has been accomplished ({tiring
the past decade, but the lack of vehicle load limits and
inadequate maintenance is detrimental to the
network. The system is adequate to meet normal
requirements; however, many potentially productive
areas remain undeveloped because of inadequate
transportation. An effort to provide access roads to
some v irtually isolated villages is in progress.
Highways are concentrated almost entirely in the
western half of the country. The basic network consists
of four paved highways connecting productive
agricultural areas and the major cities, including the
capital, commercial centers, and seaports; roads
provide international connections with adjacent
countries. The Inter- American Highway extends
through the southern part of the country from EI
Sai,-tdi,r to Nicaragua; The North Road extends from
Puerto Cortes on the north coast through San Pedro
Sula and Tegucigalpa to the litter American
Highway; the Western Highway links San Pedro Sula
with El Salvador and Guatem "11a by way of, Santa
Rosa de Copan and Nueva Ocotepegne; and the
North Coast highway connects San I'edro Sula with
the ports of Tela and La Ceiba via El Progreso. The
rest of the network consists of interregional and farm
to market roads, access roads to small villages, and
additional connections with adjacent countries.
Honduras has about 3,500 miles of highways; 7.50
miles are paved (bituminous surfaced), 1,850 miles are
gravel surfaced or improved earth, and about 900
miles are unimproved earth roads. The road density of
0.08 mile of highway per square mile of area is lo%% in
comparison with most other Central American
countries. El Salvador has 0.65 mile of highway per
square mile of area, and Guatemala and Nicaragua
have 0.18 and 0.16, respectively. The bihuninous-
surfaced roads, which generally are in good condition,
range from 20 to 30 feet in wicith and have either a
gravel or crushed stone base. Widths of gravel and
earth roads, which vary from poor to good condition.
range from 10 to 20 feet: Sonic of the earth roads are
graded and drained, but many sections become
impassable during wet weather. Shoulders, where they
exist, range from I to 10 feet in width. Main routes
have been reconstructed during the past decade, but
some segments of original construction still exist.
Most common bridge types are timber stringer,
concrete beam or slab, steel truss, and masonry arch.
4
Timber bridges are common, are generally one -lane
"ide, and have a load capacity of less than 5 tolls.
Newer bridges on the Inter- Anneri,an and NWestern
I tanct on the North Road are of concrete
yearn or slab or steel through tr{mss cm.struclion. These
bridges are in good condition and have load capacities
of 20 tons. S ante tinbridged streams or; secondary
roads necessitate the use of fords.
The primary respfinsibility for Manning, c�ouslrue-
tion, and maintenance of the highways rests with the
General Roads Administration of the Ministry of
Communications, "transport, and Public Works, but
other government agencies are also engaged in road
construction. Agricultural developrru.nt agencies and
the Ilonduran Army Engineers also build s�,me rural
access roads. Probl ^ms in construction and main-
tenance spring primarily from the nature of the terrain
and from weather conditions. road c�onstnnc�tion in
mountainous areas its difficult and expensive; the
rugged terrain necessitates considerable cutting and
blasting through rock to afford suitable grades and
alignments, and roa along steep hillsides require
retaining walls. During the wet season (May through
October) fords become impassable because of high
water, and many roads in low -lying areas become
impassable, heavy rains also cause occasional
washouts and landslides in the highlands. Poor
planning and inadequat_� equipment hamper road
construction and maintenance. Nlost of the
maintenance effort is expended on the main roads
while feeder roads are neglected. with the result that
mail\ of the latter deteriorate and become overgrown
with vegetation. The number of competent engineers,
technicians, and machine operators is small. Volunteer
unskilled labor pools drawn from the local population
are used on some feeder road projects. Construction
materials such as timber. gravel, rock, and portland
cement are readily available from local sources.
Reinforcing bars and structural steel must be
import( but adequate stocks are usually kept ern
hand by local suppliers. 'I'll(- development and
rehabilitation of highways are important parts of the
overall national economic program. Because of
disputes with Ell Salvador, Honduras has reoriented its
highway development program in such it way as to
encourage trade with Guatemala and Nicaragua and
at the saute time bypass EI Salvador. Projects intended
to accomplish this include construction of it road to
connect Santa Rosa de Copan on the Western
Highway to Sigttatepeque on the North Road via
Gracias and La Esperanza. A new road connecting
Guatemala to the Western Highway ,lt Nueva
Ocotepeque is complete, and another road connecting
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the Western I will' Cttatemalu ncur (:opan is
to be built. A new road connecting :holutcca on the
Inter American Ilighway with Nicaragua via 1 ?1
'I'riunfo is under construction, and a new bridge at the
border is already complete. Another road is to connect
Tegucigalpa with Nicaragua via EI %anorano, Danli
and E Pit raiso. The existing road between
Tegucigalpa and Minh is to be realigned and
reconstructed, and construction is underway between
Danli and the border. Improvement of the road
between Puerto (tortes and Guatemala is in progress,
but unless Guatemala agrees to build a connecting
road, this project may be ubundone(1. A farm to
market road is under construction through the Palle
old Aguan (Aguas Valley) between Glanchito ill the
north coast port of Trujillo; some existing segments are
to be reconstructed and realigned, but most of the
road is to be newly constructed.
Principal highway bottlenecks are sharp curves and
steep grades in the predominantly mountainous
terrain, low capacity timber bridges, narrow bridges,
and nunierot's fords. During heavy rains Haan
stretches of road become inipussuble f)ecause of floods
and washouts. Most highway transport services are
provided by independent truckers, but some industries
maintain vehicles to serve their own needs. Generally,
trucks move commodities directly from the areas of
FIGURE 2. Selected highways (C)
production, ustully in outlying Cotitlnunilies, to
marketplaces, ports, processing plants, 111(1 neighbor-
ing countries. Among tit(- products transported are
sugarcane, tobacco, coffee, her'eclueit, livestock,
minerals, and lumber. Exports transported to nearby
countries include such itch's as cigars, matches,
beverages, soup, vegetable oils, and wood products.
Imports distributed b truck are foodstuffs and
manufactimA items, including machinery. 'Traffic c,n
the higlnvays is increasing, particularly in the vicinity
of 'Tegucigalpa. International travelers are permitted
freedom of movement. but freight traffic originating
in or bound for El Salvador is not permitted to pass
through flonduras. Such traffic between I -,I Salvador
and Nicaragua uses it ferry across the Gulf of honsec:t.
A draft development plan of the National Planning
Council includes it provision to establish a
"transportation Agency to regulate schedules, rules,
weight limits, etc.; ut present no controls gist.
In 1971 the 30.700 vehicles in Ilondur's comprised
13,800 passenger curs; 1- 1,800 trucks, including 10,200
pickups, jeeps, and p;uul trucks: and 2,100 buses. All
vehicles are imported, mostly from the� United States,
Western Europe, and Japan.
Characteristics of selected highways are given in
I` igure 2.
SUIit' %C F: SaOU1.DElt
ORIGIN AND DFSTINATION
DISTANCE
....do
Miles
El Salvador border near GOmCoran
94
to Nicaragua bordv v:a
20 4 -ti
Nacuome, Choluteca.
Jivam Galan (Junction with Inter-
258
American Ilighwa.v) to Puerto
C'ortes:
JiCaro Galan to 'I'e};ucigalpa....
62
't'egticigalpa to Sun Pedro Sulu.,
ltil
SURFACE TYPE N'11Yr11 WIDTH
/'eel
Bituminous treated 20 2 ti
....do 20 21 2 .1
dii 20 5
San Pedro Sula to Puerto C'ortes..
ai
....do
20 :3
El Salvador border S. of Nueva
154
Bituminous..........
20 4 -ti
Ocotepeque to Chumelecon via
Santa Rosa de Copan.
Guatemala border to Nueva C)cote-
1:3
....do
20 4 6
peque.
San Pedro Sula to La Ceiba via El
118
Bituminous treated
20 �1 ti
Progreso, Tela.
REMARKS
Inter American Iligilwa%.
Sharp curves, steep gr :ul('S.
First 11) miles N. of Tegucigalpa
has steep grades, sharp curves:
Pavement in poor condition.
Nest 114 miles (Imilt 1971) has
good alignment, good pave-
ment. last. 28 miles in poor to
fair condition.
Pavement in poor to fair condi-
tion. Some poor alignment.
Paving completed Fel). 1072.
5
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E. Inland waterways (C)
Inland waterway transport, of little importa..ce in
Honduras, exists primarily in areas devoid of other
modes of transportation. Traffic on the 730 miles of
waterways is generally limited to small shallow -draft
craft which carry native produce to local markets.
'['here is no demand for any greater interregional
waterway transport.
The streams in the Caribbean watershed are more
suitable for navigation and extend greater distances
than those on the Pacific side. The Rio Ulua, Rio
Pattrca, and Rio Coco, all on the Caribbean side, are
suitable for navigation for 140, 220, and 130 miles,
respectively. However, small steamers and po'.vered
craft use only the lower reaches of these rivers. None of
the rivers in the Pacific watershed are navigable for
more than 23 miles. 'These streams are narrow and are
too shallow and silted for entrance and navigation by
vessels of more than shallow draft. Except in the lower
reaches, craft throughout the country do not exceed 33
to 40 feet in length, 3 to 4 feet in draft, and 10 to 13
tons in capacity. The streams in the interior highlands
are too sw ift to he used, even by native craft.
There are no river fleets of any size and no
significant inland waterway ports; facilities at the few
existing landings are old and primitive. No structures
hinder the passage of native craft.
The government exercises no control over operations
and is not involved with maintenance of the
waterways. Because of its insignificance, no attempt is
likely to be made to improve or develop water
transport.
F. Ports (C)
The ports of Honduras, small but adequate, owe
their initial development to the mainstays of the
economy, bananas and coffee. The three major ports,
Puerto Cortes, Tela, and La Ceiba and seven of the
nine minor ports, all located on the Caribbean coast,
have traditionally handled these crops. The other two
minor ports, Amapala and San Lorenzo, located in the
Golfo de Fonseca on the Pacific, are primarily
lightering ports. Puerto Cortes, the largest port,
handles three quarters of the nation's total cargo
receipts and is about equal in sire to the other major
ports of Central America.
Recent port developments have advanced Puerto
Cortes bevond its traditional, almost exclusive,
reliance on banana, coffee, and lumber exports. A new
general cargo quay was constructed in late 1970,
doubling the port's transfer capabilities. Plans call for
further construction at Puerto Codes during; th^
1970's. 'There is no deep -water facility on the Pacific
coast, but it new port is to he constructed at Iienecan
on the "k olfo de Fonseca. Honduras is heavily
dependent on foreign trade, and completion of these
projects will provide the necessary additional
wllrfage to support the proposed economic
expansion.
All major and minor ports are administered and
operated by the Ernpresa Nacional Portuada, a
government -owned stahrtory body. Although the ports
are adequate for meeting current import /export
requirements, they have only limited capabilities for
military use.
Details of the major ports are tabulated in Figure :3.
G. Merchant marine (C)
In 194:3 the Honduran Government established a
"flag of convenience" as it source of ready income by
opening Honduran registry to foreign shipowners and
offering incentives of maximum freedom from taxes
and minimum interference in operations. By 1933, 69
ships of 1,000 gross register tons (g.r.t.) and over
totaling about 343,200 deadweight tons (d.w.t.) and
owned by U.S. and Greek shipping interests had been
registered under the Honduran flag. Because the laws
governing ship registration were liberal and
enforcement and inspection lenient, many I Ionduran-
flag shipowners did not comply with pertinent
regul ations. As a result of tightening enforcement
procedures, the government canceled it large number
of ship registrations between 1939 and 1961.
In October 1972. Honduran -flag ships of 1,000 g.r.t.
and over comprised 12 refrigerator units totaling
36,792 g.r.t. or 33.79.1 d.w.t. 'These ships range
between 2,000 and 7,000 d.w.t. and are from 12 to 20
years old. Six units are diesel powered, and six have
oil -fired boilers; seven units liave operating speeds of
H to 17 knots, and five have speeds of 18 knots.
Two foreign beneficial owners (entities which take
the profit or loss from operations) control the 12 ships.
United Fruit Company, New York, owns 10 units,
eight of which, totaling 41,846 d.w.t., are operated by
Empresa Ilondurena de Vapores, S.A., Piierto Cortes,
and two of which, totaling 6,966 d.w.t., are operated
by Balboa Shipping Company, Inc., Panama. F.
Laeisz, Hamburg, owns two units totaling 4,782 d.w.t.
Most Honduran international seaborne trade is
carried by foreign -flag ships: however, United Fruit
F- londuran -flag ships transport it considerable volume
of the banana exports to ports of Western Europe,
Eastern Europe, including Yugoslavia, Central and
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FIGURE 3. Major ports (C)
NAME; LOCATION;
ESTIMATED MILITARY
PORT CAPACITY ACTIYITIE5,
HARBOR
BERTHS
Puerto Cortes........ Commercial center and outlet for
Natural coastal; semicircular
Alongside --3 large, I :,mall
15 �48'N., 87 �56'N. surrounding area. Main port of
bay; good natural protection;
ocean-type cargo vessels; 1
2,000 entry for general cargo. N. ter-
exposed only to W,: water
large ocean -type tanker.
minus of Honduras National RR..
area about 4 sq. Hliles; general
Anchorage -2 large, 13 standard
and an, I interoeeanic highway.
depths 24 -42 ft.
ocean- and numerous standard
Other i {idustrial facilities: ,mall
coaster -type cargo vessels.
consumer goods factories, shops.
Shipments� bananas, coffee, lum-
ber. Receipts general cargo, raw
materials, crude and refined pe-
troleum products. In emergency,
RR. shops can make minor repairs
to oceangoing vessels. Coast guard
headquarters.
La Ceiba Principal shipments- bananas, luni-
Open, exposed roadstead; no
Alongside 2 small ocean 1
15 �47'N., 86 �50'W. ber. Principal receipts general
defined limits; protection only
standard coaster -t cargo
1,100 cargo, raw materials, nucnufac-
from landward' side; general
vessels; 1 standard coaster
tured goods, refined petroleum
depths 29 -5.1 ft.
type tanker.
products. In emergence, RR. shops
Anchorage---2 large ocean 7
can make floating repairs to
standard coaster -type cargo
oceangoing vessels.
vessels.
Tela 1'_e,ves as outlet for area banana
Open roadstead; no defined
Alongside -2 standard ocean
15 �44 37'27 plantations; minor fishing activi-
limits; a bight abutlt 15
type and 1 standard coaster
1,600 ties. EXXON has petroleum st.or-
miles wide E -W.; protection
type cargo vessels. 1 lighter;
age terminals in area. Shipments
from all but N. winds; general
1 large ocean-type tanker
banaijas, coffee, lumber. Re-
depths 42 --60 ft.
(offshore pipeline).
ceipts� general cargo, raw Ina-
Anchorage -For large number
terials, refined petroleum products.
of ships of all sizes.
In emergency, RR. shops can
make floating repairs to ocean-
going vessels.
*The estimated military port capacity is the maximum amount
of general cargo expressed in long tons �that can be unloaded
onto wharves and cleared from the wharf aprons during it period of one 24 -hour day (20 effective cargo working hours). The
estimate is based on static cargo transfer facilities of the port existing at the time the estimate
is prepared and is designed for
comparison rather than operational purposes; it cannot be projected beyond a single day he straight
multiplication.
South America, the east and west coasts of the United
States, and the cast coast of Canada.
The only merchant ship of 1,000 g.r.t. and over on
:;;der for Honduran -flag registry is a 3,600- d.w.t.
rt.frigerator ship ordered by Compania Naviera
Aguila, Tegucigalpa, a shipping company established
in June 1971 with 989 of the capital shares owned by
a U.S, shipping company and 2/ by Honduran
private interests. This ship is being built in Spanish
hipyards for delivery in 1973 and is intended for the
`transport of Honduran trade between domestic ports
and Miami, Florida.
In addition to the ships of 1,000 g.r.t. and over,
there are about 20 merchant ships of 100 to 999 g. r: t.
employed in the carriage of domestic trade. In Judy
1971, 16 oceangoing fishing vessels of 100 g.r.t. and
over totaled about 2,100 g:r.t.
Ship registry is available at relatively low cost, but a
substantially higher annual tax rate is applied on
Ilonduran -flag ships that do not serve domestic ports
during the year. Government regulations provide for
the carriage of all coastal trade in Honduran -flag
ships. No direct or indirect government subsidies are
offered Honduran -flag shipowners for shipping
operations.
Honduras is a member of the Inter Governmental
Maritime Consultative Organization (iMCO) and is a
party to the IMCO Convention for the Safety of life
at Sea, 1960.
Merchant marine laws originally stipulated that
50% of the crews of Honduran- flag ships must be
nationals, but the number. of Hondurans presently
employed on ships of Honduran registry is not
available. Although provided for in merchant marine
6
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laws, it merchant marine training school has not been
established.
H. Civil air (C)
Domestic civil aviation is becoming increasingly
important and in many areas of the country is the
T
usual means of conveyance for passengers and freight.
International air services also play it vital rule in the
development of the economy.
The 24 major civil transport aircraft of at least
20,000 pounds gross weight registered in I londuras are
its follows:
2 Convair 140 10 Douglas DC -3
2 Con vair 440 1 Doughts DC-6
2 Convair 580 1 Douglas DC -7
2 Curtiss C -45 4 Lockheed L -188 Electra
S Of the approximately 400 persons engaged in civil
aviation activities, about half are pilots. About 55 are
foreign pilots based in Honduras, and the remainder
are indigenous personnel.
Regularly scheduled international flights zlxi
provided by three foreign airlines and three Honduran
airlines. These carriers, operating through La Ceiba,
San Pedro Stila, and Tegucigalpa, link I londuras with
I) cities in nine countries.
Servicio Aereo de Honduras. S.A. (SAt -ISA) is the
largest of the Honduran airlines. The privately owned
carrier provides scheduled services to 22 domestic
points and to the United States, British Honduras,
Costa Rica, Panama. Columbia, Guatemala, and
Nicaragua. Its fleet includes four DC -Ts, two C- 46's,
one DC -6, six Convairs, and two Lockheed Electras.
Transportes Acreos Nacionales, S.A. (TAN) is it
privately owned company founded in 19 17 for the
operation of co;tract cargo flights. Since 19 17 it has
expanded operations and now provides scheduled
international passenger and freight service. TAN
operates out of its home base in Miami, Florida, with
two Lockheed Electras and one DC -1.
A third carrier, Lineas Aereas Nacionales, S.A.
(LANSA) has four DC-Ts and operates it network of
scheduled services in the northern coastal regions of
Honduras and also to the Islas de la Bahia (Bay
Islands) in the Gulf of Honduras. It also provides
scheduled international service to Mexico. Another
small airline, Aero Servicios, flies scheduled services
bety ^en Tegucigalpa and San Pedro Sala.
I' In addition to these airlines, several private
f
companies and individuals own light aircraft and
provide unscheduled domestic service.
Civil aviation is administered by the Director
General of Civil Aviation in the Ministry of
Communications, 'Transport, and Public Works.
8
iMost major overhaul worn is performed abroad.
TAN has it maintenance facility at Miami, and
SAI -ISA*s Electras are maintained at the Eastern
Airlines facilities there. The services of Cooperativa de
Servicios Acre Industrailes. R.L. in Costa Rica have
also been used for major aircraft overhaul. Minor
maintenance for SAI-ISA and LANSA aircraft is
performed at Tegucigalpa.
'['here is little training activity except that
conducted by the military. The only known facility for
civilian training is conducted by :Vas llondurenas, it
private pilot school.
Honduras is a member of the International Civil
Aviation Organization (ICAO). Formal or informal
agreements or arrangements on air services are in
effect with seven nations.
I. Airfields (C)
The air facilities system of 1- londuras is composed of
216 airfields and hyo seaplane stations. Of this total,
120 are tisablo; 50 are civil, 66 are private, two are
arrnv support Landing strips, one is jointly operated by
military and civil authorities, and one is abandoned.
There are 96 unusable airfield sites.
The coastal areas are more favorable than the
mountainous interior for airfield construction and use:
nevertheless, airfields are rather evenly distributed. An
exception is in the northeast portion of the country,
near tl.e Nicaraguan border, where the relatively low,
sparsely settled coastal plain has very few airfields.
\Vith the exception of Toncontin International. La
Mesa International, and Goloson International, the
airfield system consists of small municipal, private, or
company airfields used for charter, agricultural,
mining, or lumber operations. Most runways have
earth surfaces, eithergraded orsodded. The maximum
capacity of most of these airfields is it G-1 or it similar
light transport aircraft. Use is seve rely reduced during
wet weather.
The most important facility is Toncontin
International. located near Tegucigalpa. The only
joint military and civil airfield and headtlrarters and
primary home station for the Honduras Air Force,
Toncontin International has runway lights, it VI IF
omnidirectional range, it radio beacon, air to ground
voice facilities, land telecommunications, airfield
maintenance, and personnel accommodations.
Mountainous terrain adjacent to the airfield makes
instrument approaches very hazardmis. La Mesa
=For detailed information on airfields in Honduras see Volume 3,
Airfields and Seaplane Stations of the 1Yorld. published by the
Defense dapping Agency, Aerospace Center, for the Defense
Intelligence Agency.
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v.,
i .`i
FIGURE 4. Selected airfields (C)
Ll) \(IF:s�r RUNWAY:
I.AI((IES�r
Shl(F�ACF.: DIMENSIONS;
AIRCHAFF
F:I.FWA�r(oN ABOVE
\Olt %IAI.I.Y
NAME AND I.oexrION
SEA LF%*El,
RSN�1.*
SUI.1ORTFlt
REMARKS
Feet
Pounds
Choluteca
Graded Earth..........
1�1,300
DC- :3.............
Civil. Used by domestic airlines. No
13 87 �11'W.
3,000 x 150
11011.
150
Goloson International.....
Asphalt
26, 180
DC- 4.........
('ivil. International
15 S6 �ail'11�.
4,020 x 150
airport. Av
f gas
storage.
32
I,a Ceiba
�4 6'N.,
Graded E'nrth..........
1.1.200
DC- 3.............
Civil. Drum POL storage hangar.
15 86 �48'11'.
3,500 x 80
20
I,a Mesa International....
Asphalt
;12,000
Boeing 707........
Civil. International airport. Avgas, jet
15 87 �55
7,650 x 150
fuel storage.
88
Puerto Lempira..........
�48
Graded Earth..........
11,200
C- 47
Government. Used by domestic airline..,
15 83
�1,400 x 50
military aircraft. Drum, P01, goragv.
�10
I111S RI's
Graded Earth..........
3.5 500
C- 130.............
Government. Used h domestic airlines,
14 8.1
6,000 x 200
military aircraft. Area \o
500
access.
'Cell
�46'N.,
Asphalt...............
25,853
Curtis Commando..
1'01..
Civil. A% available.
15 87 0 20 1 11'.
1
Ill
oncom n nte Asphalt 35,500 C- 130............. Joint. International airport, air force
l4 b7 13 11'. 11.1:3:1 x 150 headquarters. L'ndergroun(I storage
320.1 of avgas, jet fuel.
Equivalent Single- 11'heel Loading: Capacity of an airfield rune.tY to sustain the weight of any nlultipla��t heel landull -gear
aircraft in terms of the single -wheel equivalent.
International, located near Smi Pedro Sala, h
runway lights, a VIII` omnidirectional nutgc, a radio
beacon, air to ground voice facilities, laud
telecommunications and airfield maintenance. This
all- wetnther facility has instrument approach
procedure ind is the airfield tnsed b%. the major
international uir carriers.
Four airfields, Toncontin International, 1,11
International, Goloson Inlertaationul. and 'I'cla halve
permanent surface runways, but only 'I'onconlin and
La ivlesat halve facilities capable of supporting
sustained aircraft operations. The remaining airfields
have natural or graded earth rumvii :s, and most of
these are 2,000 to 3,600 feet in lengtlt.:1nu,ng these
are two facilities openited by the military as a
logistical support facility for army garrisons in remote
a reas.
The two seuPlatne stations, Puerto Cortez on the
northwestern coast and Puerto Castilla on the north
central coast, arc in usable eon(lition but have little in
the Way of support facilities. The airfield sites provide
little potential ill their present state and would require
considerable rehabilitation to make them usable.
The operational c�apabilit\. of the airfields is severely
lin;ited by the surrounding terrain and lack of idl'_
weather runtyays. navigalionil aids, colnrn till ications.
and support facilities. Obtaining POI. products is a
major proble I "wept for Tela auld the international
airfields. fety have jet or aviation feel storage facilities.
Occasional airfields ill remote areas pace linnile(1 pOl.
drmn storage for ennergency use.
Construction ml(1 improvcment projects arc� in
progress at major air fa cilities. Periodic studies are
made on va rious fields 111(1 include mc�ommendalions
for runty iy extensi 111(1 modernization Mork.
lowever, action on these studies seldom nmtterilizes.
prinwrily bccouse of lionite(I capitol.
Details on lh(� most imporki nt airfields ire giyrn in
Figure -I.
J. Telecommunications (C)
The l(Ilec�ontn1- I'll ic�atill's (telecom) network (Figure
5) ranks below those of Costa, Nita and HI Salvador
but is on a level with the rvitmining Central i\ mvricun
countries in system dcyeloprnettt 111(1 effectiveness of
I
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BRITISH p(
J J
HONDURAS 5 ?S Aoat
C.Ii 1A ti/: 1
co,tes Tel.
La
i lilln
m.,
GUI171S ALA C L
G ina P' ro 5 �.n .Uienr rulu
j
E. Prorrso
j YuiG
�Purr,,, Irn.l�na
i
0 Santa Rosa
.cataca
acoUan
G-- CCIinyaFuA
I a j,p-
PA
EL SA!�ADOQ
SAN S ADOft Nacaome
San Mguel Somoto
i
o
NICARAGUA
C /V /C )CE .1A
1
I �.r,.,
MANAGUA
v ,.I
0
FIGURES. General telecom pattern, 1972 (C)
facilities. Facilities continue to improve but remain
inadequate to meet domestic requirements. Radio
relay and open wire telephone and telegraph net. arks
are concentrated in the central and .western parts of
the country; very limited facilities serve the largely
unpopulated eastern region. The key telecom centers
arc Tegucigaipa and Sall Pedro Sula. The radio -relay
system, while important has pe; fortn d poorl
forcing the radiocommunication network to play a.
continued vital role. The open wire networks are
extensive hilt in poor condition. Gove rnment and
private concerns offer effective international
communication services. AM radiohroadcasl cowers
major population centers; FM and TV services are
much more limited.
The government either operates or regulates all
telecom facilities through the Directorate General of
Electrical Communications (DGCE), under the
Ministry of Communications, Transport, and Public
Works. DGCF. public facilities include the National
"Telegraph and Radio System and the National
Telephone System. It also handles the important
international radio -relay links in the Comision
Tecnica Regional de Telecommunicaciones�
COMTF'1LCA network and regulates operations of the
commercial broadcast stations. The "Tropical Radio
Telegraph Co. (TRT) provides international I I F
radiocommunication service, and there are several
important privately owned telephone networks.
Iomestic intercity traffic is routed over a iadio -relay
systenl and extensive open wire telephone and
telegraph networks, supplemented by it III
radiocomnuinications network. A %reatlx expanded
radio relay system was c�umpleted :n m69 using Oki
I'Ictric Company (Japan) equipment. 'I'hc main
route between "Tegucigalpa and San Pedro Sala has
eg Ili pment operating in the 6 GI1% range and u
capacity for 960 channels: between San Pedro Sula
and La Ceiba. the system has i00 channels. and spur
routes to towns oil the northern coast and in the far
south have VIIF or UIIF equipment suitable for 2-1
tcicphone channels. Only it frac�tiotl of tFlc stated
capacity is used oil any of these routes. I nterc�onnected
telephone and telegraph wirelines T�xlend throughout
most o f the country. Some important routes have been
improved with carrier equipment for up to 12
channels, but most consist only of poorly maintained
single -wire circuits. Government -owned Rodin
Nacional furnishes generally dependable nationwide
IIF radiocommlmic�ations service to the departmental
capitals. Local automatic telephone exchanges are
10cated only in 'Tegucigalpa, San Pedro Sula, and La
Ceiba; some 30 manual exchanges provide telephone
service for the rest of Honduras. As of mid -1972, an
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F
estimated '15 200 telephone sets were in use, of which
ahouk !0,000 were in the Tegucigalpa telephone
district. The hulk of the telephone cyuipment was
provided by Oki Electric or Bell TvIephone Belgimn
Most international telecom traffic is no%y routed
over the CO:viTELCA network, which %was inaugu-
rated late in 1971. Using Nippon Electric Company
(Japan) equipment, which has a planned capacity of
960 telephone channels and one TV circuit, the system
is operated by the DGCE and connects "Tegucigalpa
with other Central American countries wilt three key
repeater stations. T11T operate, public radiotelephone
and radiotelegraph circuits to seven foreign countries
from stations at Tegucigalpa and La Lima (near San
Pedro Sula); this ineludes direct telex service with the
United States. The DGCE operates low- capacity
wirelines into Guatemala, EI Salvador, and
Nicaragua. It k expected that the traffic on the present
HF circuits to Central America will be switched over
fully to the COMTELCA network.
Government and private agencies operate special
purpose wire and radiocommunication facilities for
administrative, railroad, agricultural, industrial,
police, and aeronautical traffic. Some organizations
offer their facilities for public service; among the
largest are the Tela Railroad Company and Standard
Fruit Company. The Special Security Corps (C EIS) has
it radiotelephone network interconnecting every
departmental capital; Honduras lilts radiotelepriliter
circuits in the Central America regional air navigation
(COCESNA) and police security (CAI') networks.
Generally good AM broadcast coverage is provided
to the western two thirds of Honduras by 102 r1M
stations. Seven stations have transmitters rated at 10
kilowatts, all of them in Tegucigalpa itlnd San Pedro
Sula; nearly all of the other AM stations have power
outputs of one kilowatt or less. All stations are
privately owned, and many are associated with one of
the principal broadcast chains, such as E'misoras
Unidas. Four low -power FM stations in "Tegucigalpa
and six in San Pedro Stlla provide very limited
CONFIDENTIAL
CONFIr1F:NTIAI,
coverage. TV broadcasts are also hinited to the central
part of tlc country and to the northern coastal towns.
The Compania Televisora llondurena S.A. operates
channel 5 ill the capital cite -and repeaters near
Siguatepeque and in San Pcclro Sala. Two other
stations in Te9ticigalpa operate on channels r3 and 11,
and in San Pedro Stlla, channel with the help of a
repeater station, transmits to the northern coastal
region. In mid-1972, the number of radiobroadcast
receivers was estimated to be :300,000, the number of
TV sets, �,000.
Honduras has no facilities for the manufacture of
telecom equipment. All such materials are imported,
the principal suppliers being Japan and the United
States. Belgium and Nest Germany also periodically
supply significant quantities.
Japan has been the most importwit source for
radiobroadcast receivers, and the United States has
been the major supplier of television transmission and
reception equipment'. Wire -line equipment has been
provided by sever, :l countries, but Japan has again
been the major source, hawing supplied equipment for
the country's only telex system. Radioconnmunications
equipment, which in recent has constituted the
largest portion of telecom equipment imports, has
been provided almost exclusively by Japan and the
United States. Imports from Japan hayc consisted
mainly of radio -relay equipment; imports front the
United States hay(- been two -way r diocommunica-
tions equipment.
A national transmission pl un prepared for the
DGCE includes development of a hi -level traffic
switching scheme and construction of new automatic
telephone exchanges in 10 key cities. (More specific
plans call for construction of it 960- chany-wl radio -relay
link between San Pedro Sula and Puerto Barrios.
Guatemala. completion of it 120- r';annel link to Santa
Rosa de Copan and it 2-1- channel link to Linnon.
construction of several open -wire carrier systernti. and
doubling.of tav telephone exchange capacity in the
Tegucigalpa area to 20,000 lines.
\-0 FOREIGN' DISSE11
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Places and features referred to this General Survey (U /OU)
COORDINATES
COORDINATES
o
IN.
o X W.
I
o IN
o 1 111.
Agal teca
14 27
87 16
1 imam
15 52
85 33
Agua Salada
14 02
87 12
Los Planes
15 37
86 21
Ahuis
15 29
84 28
Managua, Nicaragua...................
12 09
86 17
An iapala
13 17
87 �10
Marcala
14 07
88 00
Bahia de Tela (bay)
15 IS
87 30
Montana Cerro Azul (ridge)
15 08
88 5.1
Baracoa
15 43
87 52
Montatias de Comayagua (mountains)
14 23
8726
Belize City, British Honduras...........
17 30
88 12
Nacaome
13 31
87 30
B6falo
15 23
88 00
Nueva Ocotepeque....................
14 24
89 13
Cedeno
13 08
87 25
Ocotepeque (departmernt)...............
14 30
89 00
Canaveral
1.1 57
SS 0 :3
Olanchito
15 30
86 35
Charaelecon
15 26
88 01
Olaucho (department)
14 45
86 00
Choluteca
13 1S
87 12
Potrerillos
15 11
87 58
Comayagua
14 25
87 37
Puerto Barrios, Guatemala.............
15 43
88 36
Comayagua
15 38
8S 17
Puerto Castilla
16 01
86 01
Comayagiiela
1.1 05
87 13
Puerto Cortes.........................
15 48
87 56
Copin
14 50
89 09
Puerto Lempira.......................
15 13
83 47
Cortes department)
15 30
88 00
Rio Aguin (stream)
15 57
85 44
Danli
14 00
86 35
Rio Chanelecon (stream)
15 51
87 49
El Amatillo
14 30
83 48
Rio Choluteca (stream)
13 07
87 19
El Jaral
14 54
SS 03
Rio Coco (stream)...........
15 00
83 10
E1 Llano
15 08
87 54
Rio Goascorlin (stream)................
13 25
87 48
El Nlochito
14 49
88 07
Rio Lein (stream)
15 47
87 20
El Ojo de Agua
14 03
86 53
Rio Lindo
15 02
87 59
E1 Paraiso
13 51
86 34
Rio Motagua, Guatemala (stream)
15 44
88 1.1
El Paraiso (department)
1.1 ]0
86 30
Rio Negro (stream)
13
87 17
El Progreso
15 21
87 49
Rio Patuca (stream)
15 5n
84 17
El Salitre
1.1 34
89 12
Rio Sulaco (stream)
14 58
87 45
El Socorro
1.1 12
87 50
Rio Ultia (stream)
15 53
87 44
El Triunfo
13 06
87 00
San Lorenzo
15 26
86 55
El Zamorano
14 00
87 02
San Marcos de Colon..................
13 26
86 48
Esteli, Nicaragua
13 05
86 23
San Miguel. El Salvador...............
13 29
88 11
Goascorlin
13 36
87 45
San Pedro Sula........................
15 27
88 02
Golfo de Fonseca
13 10
87 40
San Pedro Lacapa.....................
14 42
8S 07
Gracias
14 35
88 3:i
San Salvador, El Salvador..............
13 42
89 12
Grasias a Dios (department)
15 10
S4 20
Santa B
14 53
88 14
15 06
86 07
Santa Rita...........................
15 09
87 53
Guanacastales
15 40
87 51
Santa Rita...........................
14 13
87 49
Guanala
16 27
85 54
Santa Rosa de Copin..................
14 47
88 46
Gulf of Honduras (gulf)
16 10
87 50
Siguatepeque
14 32
87 49
Henecan
13 10
87 40
Swan Islands, U.S. (islands)
17 25
83 55
Intibuca (department)
14 20
88 15
Tamara
14 03
87 20
Isla del 'Tigre (is land)
1:3 16
87 38
T eguciga 1pa...........................
14 06
87 13
Isla Mcanguera, El Salvador (island)....
13 12
87 �13
Tela
15 44
87 27
Islas de la Bahia (islands).
16 20
86 30
Cocoa.
15 41
86 03
Jicaro Galvin
13 31
87 28
T rujillo
15 55
86 00
Jimilile
14 3.1
88 52
Valle department
13 30
87 35
Jutical pa
1.1 �12
86 15
Valle del Aguin (valley)................
15 28
86 36
La Ceiba
15 47
86 :ill
Valle de Lein (valley)..................
15 46
87 18
L:t Esperanza
14 20
SS 10
Valle de Sula (Talley)...................
15 27
87 52
La Fragua
15 38
87 49
Toro department
15 15
87 15
Lago de Tojoa (lake)
14 50
88 00
Villa de San Antonio
1.1 1(i
87 .'5
La Junta
15 -12
87 49
La Libertacl
1�I 13
87 :3fi
Selected airfields
La Lima
15 24
87 56
Choluteca
13 1S
87 11
La Mesa
15 25
87 53
Goloson I nte_rnat.ional
15 �14
S6 51
Lit Paz (departmevl)
14 15
87 50
Lit Ceiba
15 46
SG 48
Las Cl tsitas
I.1 02
87 16
La illesa International.................
15 27
87 55
Las T apias
La Union,
1.1 02
87 17
Puerto Lempira.......................
15 16
83 48
El Salvador
13 20
87 51
Rus Rus
14 45
84 20
Lenlpira (department) 1.1 20
88 40
rcia
15 46
87 29
Lepateriq 1 1 0 2
87 27
I'o icon tin International................
1.1 04
87 t3
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070019 -8

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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070019 -8

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