CUBA PART XI: TRANSPORTATION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01009A002500020001-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 30
• Document Creation Date: December 9, 2016
• Document Release Date: December 2, 1999
• Sequence Number: 1
• Publication Date: March 1, 1960
• Content Type: IR

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GEOGRAPHIC INTELLIGENCE REPORT
=A /M GR L-60-1, Part XI
rr? 1960
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
Di a ac Aw
I+"1: HZLI'A FOREIGN WMIONK'S
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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, Sees. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
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GEOGRAPHIC IN ' L UGENCE REPORT
CUBA
PAEf XI., TRANSPORTATION
c3A/RR GR, L-60.1, Part xi
Parch 1960
Office of Research and Reports
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COTS
Page
I . Roads . . . . . . . . . . . . . . . . . . . . . . . . . 1
A. General . . . . . . . . . . . . . . . . . . . . . . 1
B . Overall Network . . . . . . . . . . . . . . . . . . 2
1. Expansion of Network . . . . . . . . . . . . . 2
2. Road Quality and Characteristics . . . . . . .
3. Road. Classification Systems Used on Maps . . . 5
C. Major Routes . . . . . . . . . . ... . . . . . . . 6
1. The Central Highway . . . . . . . . . . . . . . 6
2. The Circuito Norte and the Circuito Sur . . . . 7
D. Secondary or Lesser Roads . . . . . . . . .
1. Secondary Roads . . . . . . . ? . . . . . . . 8
2. Feeder Roads . . . . . . . . . . . . . . . . 9
3. Tracks and Trails . . . . . . . . . . . . . . . 9
II. Railroads . . . . . . . ? . . . . . . . . . ? . ? . . 11
A. General . . . . . . . . . . . . . . . . . . . . . .
B. Railroads Rendering Public Service . . . . . . . .
C. Sugar-Mill Roads . . . . . . . . . . . . . . . . .
Maps
13
Following page
Ferrocarriles Consolidados de Cuba (Map 1) . . . . . . . . 21
Ferrocarriles Occidentales de Cuba;
Ferrocarril Cubano de Hershey (Map 2) . . . . . . . . . .
Esso Mapa de las Carreteras de la Republica de Cuba . . . . In Pocket
Roads and Railroads of Cuba (Multiple-sheet Map 28822) . Accompanying Report
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CUBA
PART RI: TRANSPORTATION*
I. Roads
A. General
Cuba, with an area of 114+,500 square kilometers and nowhere wider
than 150 kilometers from coast to coast, has almost 15,000 kilometers
of roads, 10,000 kilometers of which are reported to be all-weather
roads. This presents a vastly different picture from that of even 10
years ago. In 1957 there were 167,293 passenger automobiles, 2,79k
taxis, 51,202 trucks, and 5,317 buses in Cuba. Today the number is
probably higher. Because Cuba is turning more and more to truck transport
for the movement of goods to and from rural areas, the road system is
vital to national economic growth.
In general the roads of Cuba are not seriously vulnerable to dis-
ruption of traffic, since most routes pass through flat-to-rolling
country where alternate routes could be established fairly quickly.
Damage to major bridges would cause the greatest difficulty, and the
new Havana Harbor Tunnel (opened in May 1958) could easily be put out of
commission for an extended period. Serious delays could also be caused
at road cuts in the mountains along the road from Cienfuegos through
Trinidad to Sancti Sp1ritus. Examination, sheet by sheet, of the 1:50,000
series will reveal other, scattered locations vulnerable to 25X1 C
See Roads nd Railroads of Cuba (Map 28W2), which shows all transpor-
tation lines in Cuba except dirt roads and trails; and MWa Essoo
Revca c Cuba, which shows the r a jor road networks at smiler scale.
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H. Overall Network
The network of roads in Cuba can be compared to a backbone having
many lateral ribs. The Central Highway, stretching from the city of
Pinar del Rio in the west to Santiago de Cuba in the east, constitutes
the main channel for most traffic of the island. The majority of the
important "secondary routes" branch off It toward the north or south
coast. In addition, two supplementary routes more or less parallel the
Central Highway at some distance -- the Circuito Norte, west of Havana.,
and the Circuito Sur, east of Havana. Interconnecting these major roads
is a complex network of farm-to-market routes ranging from new, fairly
well maintained roads.to badly deteriorated roads suitable only for
high-wheeled carts. In addition, innumerable cart tracks and trails
crisscross all agricultural areas throughout the island and extend a
considerable distance into the hills and mountains.
1. pans ion of Network
The road network in Cuba has been greatly expanded within the past
decade. Although the Cuban government has not customarily made reliable
and systematic reports on the status of roads, the following figures are
generally accepted as being accurate as of about 1953:
Central Highway
1,.44
711
Secondary paved roads
3,588
2,232
Paved farm-to-market roads
11012
626
Other
2,37
1,511
Total
Dry-weather roads
Total, all roads
X82
3,208
8,291
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in 1953-54.v the governzneut inaugurated an ambitious road-building pro-
gram., which called for approximately 4,000 kilometers (2,485 miles) of
new arterial and transverse roads and 15,,000 kilometers (9,300 miles)
of farm-to-market roads. As of early 1957 the Ministry of Public Works
announced that 1,689 kilometers (1,050 miles) of new, all-weather roads
had been constructed and 459 kilometers (285 miles) reconstructed. In
addition, 96 bridges more than 10 meters in length had been built. The
CorairioSn Ejecutiva Nacional de los Patronatos Locales . Urb os y Campesinos
(CENPLUC, organized iv 1953) reported the construction of a total of
i3pl 8O kilometers (8,390 miles) of farm-to-market roads, distributed as
Province
Kilometers
Pinar del Rio
19410
La Habana
788
Matanzas
943
Ias Villas
3,745
Camagley
2,482
Oriente
),i12
Total 13, 480
These figures include roads completed and under construction and urban
streets as well as rural roads.
These extensive and organized efforts to improve the coucatry?s road
network developed as a result of the recommendations of the Economic and
Technical Mission organized by the International Bank of Reconstruction
and Development in 1950. How many of the 46 specific projects recommended
by the Bank In 1951 have been completed is not known. Inspection of
recent asps, however, indicates that about three-fourths were at least
started. The situation regarding road-building prograwas under the Castro
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goverment is not known in detail, but in all probability work on the
numerous projects instituted during the last few years of the Batista
regime has at least been slowed down, if not abandoned altogether.
-0. Road Quality and Characteristics
The shape of the island of Cuba, coupled with the pattern of Inter-
national trade that developed as a result of specialization in sugar
and tobacco production for export, has favored the movement of goods
between the growing areas and numerous, small ports scattered along the
coast. This wide dispersal of shipping points necessitated a large
number of roads and a resultant dissipation of the resources available
for road construction and maintenance. Consequently, few roads ini-
tially were well built; most of the highways have only a telford base
with a bituminous macadam paving. The Central Highway is the only one
outside of the city of Havana that is known to have a concrete base.
Road maintenance has always been a serious problem in Cuba. In addition
to rapid deterioration because of poor-quality construction in the first
place, disregard of the early stages of disrepair has led to damage so
serious that many roads had to be practically rebuilt by the time action
was finally taken. In additions the climatic regime of a wet and dry
season also has a pronounced effect on Cuban road conditions. The rainy
season renders some roads useless because foundations are poor and sec-
tions may be badly gashed out. Often damage during the rainy season is
so serious that traffic even in the dry season (November through May)
can move only with great difficulty. Therefore, road classifications on
maps -- such as all-weather, paved, etc. -- may be seriously misleading
because the original condition of a road may have changed radically.
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A significant recent innovation has been the adoption of road sign's
and highway markers. They are gradually being installed, along with a
route numbering system by province and kiloiter markings indicating
distances from the Central Highway. International traffic symbols have
been adopted.
Road Classification gys Sfmt3 Used onK aI
Road classifications on the available maps of Cuba vary in terminol-
ogy and are not completely interchangeable. The users of the new Cuban
series at the scale, of 1:5O,000 (or the bilingual A reproduction of
it) should be warned that in some places road symbols indicate not the
actual condition of the roads but what, the Cubans hoped the condition
would be by the time the maps were published.
Currently, road classifications are being revised in the field by
the Inter-American Geodetic Survey. Data from this field check Will
eventually be used by the AMS in a new issue of the 1:50,000 series, oa
which standard military road symbols will appear. (A few sheets have
already been published, but the final completion date cannot be estimated
because current conditions in Cuba may delay the field work.) A compar-
ison of the US military road classification with the categories .appearing
on the Cuban-issued series and jLa
a sa hepu k a tl m aez is given. in
the following table (see p. 6).
It should be noted that in Cuba the term camino vecinal may be ap-
plied to both all-weather and d YT-weather roads; in other words, the
e~:1 ssxfieatiou applies to 1 roves , feed r roads,. the surface and
usability of which varies greatly from place to place. The bilingual
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legend of the current AM version of the 1:50,000 series erroneously
limits the term to dry-weather roads.
Military Classification
All weather, hard surface
2 or more lanes wide
Cuban 1:50,000
Carretera pavimentada iayores de
dos vial
Carretera pavimentada, dos vial
o menos
All weather, loose or light Camino vecinal
surface, 2 or more lanes wide
All weather, hard surface, (no equivalent)
1 lane wide
All weather, loose or light Camino vecinal
surface, 1 lane wide
Fair or dry weather,
loose surface
Footpath, trail
C. L3a or Routes
Camino real
Camino general
There are 3 major roads in Cuba:
Carretera la Clase
Carretera la Clase
Carretera 2a Clase
Carretera 3a Clase
Otras (do not use
without inquiry)
(not used)
the Carretera Central (Central
Highway), the Circuito Norte (Northern Circuit), and the Circuito Sur
(Southern Circuit).
1. The Central 1ii&iZ
The Central Righway is the amain artery connecting the capital city
of Havana with the rest of the country. It extends from the city of
Pinar del Rio in the vest to Santiago de Cuba in the east -- covering a
distance of 1,,144 kilometers (711 miles). Built in the 1930's, it has
borne the bulk of Cuba's traffic but has had only minimum maintenance.
According to some estimates., the Central Highway carries as much as
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70 percent of the total traffic of the country. Nearly all of the
country's freight other than sugar is carried over the highway by truck,
and two-thirds of all interurban passengers is transported over it by
public bus lines.
The Central highway is the only road in Cuba that has a concrete
base; on top of this is a bituminous surface. The road, as originally
built, was 20-1/2 feet wide and had banked curves, concrete culverts,
steel bridges, and post-and-cable guards at danger points. Distances
between towns and from Havana are indicated on stone pillars set in
concrete bases 1 kilometer apart.
The route follows very closely the center line of the island from
west to east lying south of the Sierra del Rosario in Pinar del Rio
Province and then turning northeast to Havana and the coast. East of
Havana the highway goes through Matanzas and then continues to bisect
the island, passing through the provincial capitals of Santa Clara and
Ca agi%ey and continuing to Holguin in Oriente Province. At that point
it turns sharply southwestward to Rayamo, then east again skirting the
Sierra haestra en route to the terminus at Santiago de Cuba. The high-
way generally follows the main street of a small village, but a larger
towm is commonly bypassed, an alternate route leading through the busi-
ness section.
29 The Circuito Norte and the Circuito Sur
The Circuito Norte and the Circuito Sur are major loops which more
or less parallel the Central Highway but traverse the parts of the
co ntry nearer the coasts. These two routes are still in the process
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.of construction and east of Havana only segments have been completed
Details of surface, width, structures, etc. are not available. West of
Havana the Circuito Norte branches off the Central Highway at Guanajay,
continues through the towns north of the Sierra del Rosario (Quiebra Hacha,
Cabanas, Bahia Honda, Consolacion del Norte, V tales ), and then turns
south and connects again with the Central Highway at the city of Pinar
del Rio. East of Havana, the Circuito Norte is only partially completed
between the capital and Moron (Camaguey Province); additional segments
have been coi pleted near Earaeralda and Mayarf.
The Circuito Sur runs south from Havana to San Antonio de-las Vegas
and then turns east, passing north of the Zapata Peninsula and south of
the Trinidad Mountains before rejoining the Central Highway at Sancti
Spiritus.
D Secondax or Lesser Roads
1. Seconder Roads
The secondary roads of Cuba are extremely important all-weather,
connecting links between the coasts and the major highways and between
settled and isolated areas. These roads are shown in red on the Cuban
1:50,000 map series. Until the AMS series showing the reclassification
of roads is available, map symbols indicating road conditions such as
paving should be interpreted with caution. For example, one "paved"
road that is obviously suspect goes from San Juan de Dfos (on Route 1-43,
Sheet 3584 I) northwest toward the coast, passing through no settlements,
crossing a fence en route, and ending at a trail about 1 kilometer inland
from a rove fringed coastline. In general, the roads are well
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depicted, however, and some of the roads in the lower categories are
actually of better quality than the map symbol indicates.
2e Feeder Roads
Feeder roads include caminos vecinales (farm-to-market roads), which,
are unpaved but improved roads (some all-weather)., and caminos realer
(old Spanish royal roads), vl2ich are dry-weather roads. These two
categories of roads serve vast areas of rural Cuba. They form the local
road nets that connect isolated farms, villages, and towns with sugar
centrales, railroads, ports, and other points of exchange. The network
of these feeder roads is shown on Map 28822.
3. Tracks and Trails
This category includes routes of two types -- camino feral (cart
track) and trillp o sendero (trail or foot path)..-- which together form
a fine network overnostof Cuba. Theyy:..wind along streams and coastlines,
through hills and mountain areas, and across agricultural lands. Although
little can be said about their condition or permanence especially in
areas where an unused route might be overgrown by vegetation in a short
time -- it is safe to assume that the choice available in any given area
would permit passage in some way. Only in the high mountains and the
Zapata Swamp and on the far western tip of the island are there areas
where the trails are separated by fairly wide distances.
E. Major Access Routes From The Coast
Access from the coast in].and into the six provinces of Cuba varies
considerably from province to province owing to various contributing
factors -- the character of the shoreline and agricultural hinterland,
density of population,, terrain, etc. Coastal towns from which roads
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lead inland toward the Central Highway are listed below:
Pinar del Rio
South Coast
La Fe
Cortes
Playa de Galafre
Punta de Cartas
La Colama and
Las Cagas (6 km. W)
A4a Jana
North Coast
Los Arroyos
Dimas
Santa Lucia
Puerto Esperanza
Rio Blanco
Playa el Morino
Bahia Honda)
Cabanas ) on bays
Mariel )
South Coast
Guaniarar
Playa de Cajio
Surgidero de Batabano
Playa de Rosario
Playa Caimlto
North Coast
Playa Baracoa
Santa Fe
Havana
Tarara
Guanabo
Boca de Jaruco
Santa Cruz del Norte
North Coast
Matanzas
Cardenas
Coastal road between
Matanzas and Veradero
Las Villas
South Coast
Cienfuegos
Playa Rancho Luna
Casilda (for Trinidad)
Tunas de Zaza
North Coast
Between Coralillo and
Sierra Morena (2 Paved
roads 1 km. apart)
Playa la Planchita
Ira Isabela
Caibarien
Camaguey
South Coast
Jucaro
Santa Cruz del Sur
North Coast
Playa Guanay
Nuevitas (on bay)
Playa Santa Lucia
Oriente
South and West Coast
Manzanillo
Salvador
Campechuela
Cieba Hueca
San Ramon
Santiago de Cuba
Siboney
Ca1manera (on bay)
Boqueron
North Coast
Puerto Padre (Cayo Juan Clara)
Gibara
Playa Bani
Banes (3 kme. inland)
Antilla
Preston
Legua de lPajaros (Nicaro)
Cayo Plambi
Moa
Baracoa
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II. Railroads
A. General
Cuba has approximately 14,164 kilometers (8,800 miles) of railroads,
about one-fourth of which are common-carrier lines and three-fourths
private sugar-mill lines. Even on the common-carrier lines, much of
the business is associated with sugar cane or cane products, a situation
that reflects the long-standing interdependence of the sugar industry
and the railroads. In a sense, it can be said that the railroads "had
their day" in the early decades of the 1900's, before motorized transport
began to dominate general freight and passenger service. Thus far,
however, the trucking companies have been restricted by law from hauling
more than a small fraction of the sugar cane or sugar products.
All railroads are privately owned except for Ferrocarriles Occidentales
de Cuba, which was organized in 1954 following the purchase of the former
British Ferrocarriles Unidos de la Habana by the Cuban government. It
is now owned jointly by the government and industrial users, with an
estimated 82 percent of the stock held by American investors.
B. Railroads Rendering Fublic Service
As of 1956, there were 21 railroad companies that could be considered
common carriers. Five of these had at least 150 kilometers (93 miles)
of track each, and together they accounted for over 80 percent of the
total railroad service in Cuba (see I4aps 1 and 2). These five companies
were:
FFCC de Cuba R. Co. ) Merged as the FFCC
FFCC del Norte de Cuba ) Consolidados de Cuba, but
Guantanamo and Western RR. ) operating individually.
FFCC Occidentales de Cuba
F.C. Cuban de Hershey.
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The three companies operating under the Ferrocarriles Consolidados
de Cuba have a combined trackage of 1,900 kilometers (1,180 miles) and
serve eastern Las Villas Province and the provinces of Camaguey and
Oriente. The FerrocarrileaOccidentales de Cuba serves Las Villas
Province west of the city of Santa Clara and the provinces of i Ztanz4s,
Havana, and Pinar del R(o. In addition, it operates the sea train and
car ferry that runs from Havana to New Orleans and West Palm Beach.
Both of these rail systems have switched largely to diesel locomotives.
F.C. Cuban de Hershey lines extend from Havana to Matanzas via Gbacoa,
Guambo, Central Hershey, and Jibacoa. Of the total trackage of 176
kilometers (110 miles), 161 (100) are electrified. Practically all
trackage of the major companies is standard gauge (1.1.35 meters or
i?8-1/2"). Bridges are almost entirely of good, iron construction.
There are no tunnels along the lines, and no automatic warning signals
at crossings. All of the railroads use band-operated switches except in
the yards at Havana and Camaguey.
The remaining companies listed in 1956 had a total of 630 kilometers
(390 miles) of common-carrier lines, and were as follows:
FC de Resulta FC de Central Portugralete
FC del Central Nazabal FC del Damuji S.A.
FC de Yaguajay S.A. FC de Puerto Madre
FC de Toledo a San Pedro FC de Guantanamo
FC de Constancia Sugar Co. FC de Tunas S.A.'
FC Central de iatanzas FC de Gibara y HolguLn
FC Central Covadonga FC Caibarian a Moordn (service reported
PC de Perseverancia S.A. suspended in 1957)
All of these private companies provide common-carrier service in addition
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C. ?90E-Mill Railroads
As of 1956, there were 1466 sugar-mill railroads in Cuba, most of
which are probably still in operation except as they have been disrupted
by the current government's intervention. The majority of these lines
were in Las villas Province (49) and Oriente Province (35), followed in
order by Matanzas (23), Camaguey (20), Havana (10), and Pinar del Rfo
(9) . of the 10,000 kilometers (6,000 miles) of sugar-mill trackage,
approximately 10 percent is used for both common-carrier and private
industrial purposes.;. Well over half of the total trackage is standard
gauge; of the remainder about one-third is 36-inch gauge and two-thirds
is 30-inch gauge.
The role of the sugar-mill railroads is of peculiar importance in
the transportation picture of Cuba because they perform a very large
percentage of all transport required -- not only in hauling cane from
the fields to the mills, as is cornrnonly assumed, but also in carrying
processed sugar, molasses, and alcohol from the mills to the markets or
ports. In addition they haul supplies, fuel, machinery, and often all
the commodity needs for the cane workers living in the vicinities of the
mills. Many of the company lines perform every type of freight function
norm s3lby expected of a ccmmozx-carrier line.
These lines form an intricate rail network in every cane-growing
section of Cuba,, having numerous branches that fan out to the ruas
(collection stations) scattered at appropriate distances throughout the
fields. The Cuban 1:50,000 sheets show the track alignment as of 1956.
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It should be noted., however, that some of the narrow-gauge lines are
movable and may not now be located precisely as mapped.
Table I lists the sugar company railroads by company and mill,
with gauge categorized as standard (or wider) and narrow The table
also lists by number the 1:50,000 sheet that gives the location of the
sugar mill that each -df the lines serves.
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