Transport in Haiti

Haiti's road network covers approximately 3,450 kilometres: about 700 kilometres of national roads, 1,500 kilometres of departmental roads and 1,200 kilometres of tertiary roads. Road travel connects most passenger and freight movements, but access remains uneven. A 2024 World Bank figure reported that 52% of the population lacked all-weather road access; a 2015 assessment cited in 2025 found that 61% lived more than two kilometres from an all-weather road. These figures come from different years and should not be compared as a time series. Urban and interurban public transport combines converted pickups used as tap-taps, buses, minibuses, midi-buses, lorry-buses, car-based taxis and motorcycle taxis. Boarding usually takes place at the roadside, and stops, timetables and payment systems are not nationally standardized. Passengers generally pay in cash. Tap-tap fares follow local practices involving transport associations and public authorities, while motorcycle-taxi fares are often negotiated directly. The state buses Dignité and Service Plus exist, but their operational relevance is limited. A 2017 OAVCT registry recorded 66,151 public-transport vehicles, with more than 85% estimated to be concentrated around Port-au-Prince and Cap-Haïtien. National road corridors include RN1, RN2, RN3 and RN6. Conditions and travel times vary by corridor, vehicle and season, and rural roads can become difficult to pass during heavy rain. Air travel provides another connection between major locations. Port-au-Prince and Cap-Haïtien have international airports, while Jérémie, Les Cayes, Jacmel and Port-de-Paix also have aerodromes; Haiti has 11 heliports. OFNAC oversees civil aviation, but no nationwide fixed passenger timetable has been reliably established. Local maritime or river transport can provide alternatives in some areas, although availability depends on the place and current operating conditions. Haiti has no current national passenger rail service evidenced in the available information. For a private vehicle, legal admission generally involves a registration plate, an annual vignette, mandatory third-party insurance from OAVCT and a technical-control certificate. The official portal lists a fee of 2,500 HTG for small cars and 7,000 HTG for trucks. Plates have a five-year validity, while the vignette is updated annually. Ownership transfer requires valid insurance, the vehicle card, a circulation-transfer form and identification documents. A public passenger vehicle also needs registration with the relevant mairie. The DCPR, Haiti's road-traffic and road-policing service, handles driving permits, registration and road controls together with other public bodies. A provisional permit can remain valid for three months after the theory examination. A definitive permit requires theory and practical examinations and is generally valid for five years. Categories include A for vehicles up to 3,500 kilograms, B for heavier vehicles and trailers, C for motorcycles, D for animal-drawn vehicles and E for construction or public-works machinery. DGI fees are listed as 2,500 HTG for categories A, B and E, 1,000 HTG for C and 250 HTG for D. The stated minimum ages are 16 for A with authorization, 15 for C, and no minors for B or E. Applications require a CIN, fiscal number, medical certificate and audiovisual certificate. The road-code basis includes the decree of 26 May 2006 and technical guidance issued by MTPTC, the ministry responsible for public works and transport. The rules cover permits, registration, insurance, vehicle equipment and load control. Haiti's road-safety profile includes helmet requirements for motorcycle drivers and passengers, seat-belt requirements and child-restraint requirements. Enforcement and technical inspection have historically been uneven, so legal documents and safety equipment should be checked before travel. Pedestrians, cyclists and motorcyclists face particular risks; congestion, poor road surfaces, limited sidewalks, weak lighting and insecurity also affect walking and access to public transport. Transport contributes to congestion, dust, noise and emissions including nitrogen oxides, particulate matter, carbon monoxide, hydrocarbons and carbon dioxide. Older vehicles, irregular maintenance and weak enforcement increase these effects. Road maintenance, reliable public transport, walking, cycling, efficient vehicles, technical inspections and better traffic and freight management can reduce the burden. Cycling remains a limited and mainly informal mobility option, with no nationwide protected-lane, bikeshare or cycling-network system evidenced.