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One of the Dominican Republic’s sitting legislators has issued a urgent public call for national intervention to address a spiraling traffic crisis that has rendered daily life unsustainable in the country’s premier tourist destination, Punta Cana. Senator Rafael Barón Duluc, who represents the province of La Altagracia and has operated a local office in the Verón-Punta Cana district for more than a decade, revealed that growing gridlock has gotten so severe that he and his team are actively considering relocating their operations out of the region’s central Downtown area. In stark comments highlighting the severity of the situation, Duluc compared the area’s congestion to that of the Dominican capital — and found Punta Cana faring far worse, noting that persistent traffic snarls regularly stretch for multiple kilometers across key corridors. The senator laid out the tangible impact of the crisis on tourism, one of the Dominican Republic’s core economic drivers: what was once a 10-minute quick trip between Punta Cana International Airport and local area hotels now takes an average of 40 minutes, with wait times climbing as high as a full hour during peak commuting hours or periods of high travel volume. Duluc also pointed to already visible private-sector responses that underscore how critical the problem has become: local private industry was forced to fund and build a new overpass not just as a convenience, but as an absolute necessity to keep premium tourist zones accessible. The gridlock is no longer confined to residential neighborhoods, he explained, it has spread deep into the country’s most valuable tourism corridors. The legislator also publicly defended prominent industry figure Frank Rainieri, whose recent comments about the traffic crisis went viral online and drew widespread backlash. According to Duluc, Rainieri’s remarks were prudent, measured, and rooted in unvarnished truth about the area’s infrastructure failures. In closing, Duluc emphasized that the growing gridlock in Punta Cana is not an isolated provincial problem — it is a national issue that demands immediate attention from national leadership, rooted in longstanding systemic urban planning failures that have not been addressed. To drive that point home, he urged national officials to launch an on-the-ground assessment: fly a drone over the area during peak rush hour, he suggested, and policy makers will see first-hand the scope of the crisis that local residents and business leaders face every day.

A public debate over road safety in the Dominican Republic has intensified after national newspaper Listin Diario proposed a radical five-year suspension on all new and used motorcycle imports as a strategy to cut sky-high traffic accident fatalities linked to two-wheeled vehicles. But the plan has drawn fierce pushback from key stakeholders across the motorcycle sector, who argue the policy targets the wrong group and would trigger unnecessary economic harm.

The proposal, titled “No More Motorcycles in 5 Years”, frames an import ban as a necessary measure to rein in rising traffic deaths — official data shows the country records nearly 2,000 annual fatalities from motorcycle crashes. Importers, however, say cutting off imports would devastate livelihoods without addressing the root of the road safety crisis.

Aurelina de la Paz, general manager of a motorcycle import firm operating in the National District, has worked in the sector since 2000, and warned that restricting imports would put thousands of jobs at risk. Her business sells around 50 motorcycles per month, and she noted the policy would wipe out income for workers across imports, sales, repair and servicing. “We do recognize that many motorcyclists exhibit aggressive behavior on our roads, but the solution to this public safety issue is not to destroy an entire industry that supports so many households,” de la Paz explained. “We need targeted measures that fix the problem without putting people out of work.”

Leading motorcycle rider associations echo this criticism, saying the import ban does nothing to address systemic gaps in regulation, identification and traffic education that are the real causes of frequent crashes. Óscar Almánzar, president of the National Federation of Motorcycle Riders (Fenamoto), which counts 78,000 registered members across the country, explained that current gaps in vehicle registration and rider identification are far more pressing than import volumes. He pointed out that unregistered informal riders — including app-based motorcycle taxi drivers, food and grocery delivery couriers, and unlicensed young riders — are not properly tracked by authorities, making it impossible to enforce traffic laws consistently.

Almánzar emphasized that the country’s tax authority, the General Directorate of Internal Revenue (DGII), must first implement a universal system to issue license plates and register every motorcycle entering the country through customs, ensuring all riders keep their documentation and registration up to date. He also pushed back on the common misconception that formal motoconcho (motorcycle taxi) drivers are the primary cause of accidents, noting that statistics paint a different picture. While motorcycles are involved in 7 out of 10 traffic crashes in the capital, Almánzar claimed that formal motoconcho drivers are the least likely group to be involved in fatal incidents even during peak travel seasons like December and Holy Week. “All the blame gets dumped on motoconcho drivers, but the data shows the problem comes from unregulated, unregistered riders,” he said.

Instead of an import ban, Fenamoto has proposed creating a dedicated Motorcyclist Assistance Center that would provide mandatory traffic education, guidance on regulatory compliance, and support for registered riders. The federation already enforces its own internal penalties, including expulsion from the association for riders who commit serious violations.

Regional association leaders have backed this position, echoing that formal registered motoconcho drivers are not the source of the crisis. Raúl Ortiz, president of the Pantoja Motoconcho Drivers Association (Asomopa), which represents 3,000 drivers across Los Alcarrizos, Pantoja, and Palmarejo Villa Linda, confirmed that all of his member drivers are fully registered and compliant with regulations. While he does not dispute the national figure of nearly 2,000 annual motorcycle accident deaths, he noted that fatalities among formal motoconcho drivers remain far lower than among unregistered riders.

Braulio Cuevas, president of the Quitasueño Mototaxi Association (Asomoquita), which represents 120 drivers in the Quitasueño region, added that most serious incidents involve inexperienced unlicensed young riders who have not received formal training or regulation. He called on national transport authorities to partner with existing federations to separate formally registered hardworking motoconcho drivers from unregulated riders, rather than punishing the entire industry.

Stakeholders across the sector also agree that the National Institute of Traffic and Land Transportation (Intrant) must expand mandatory traffic education across all rider groups, with a focus on enforcing licensing requirements, mandatory helmet use, and universal owner identification. They have called for a pilot regulatory program to be launched first in Greater Santo Domingo and the National District to test targeted reforms before rolling them out nationwide, arguing that evidence-based regulation will cut fatalities far more effectively than a blanket import ban that only harms working people.

A recent minor traffic collision outside Santo Domingo’s Centro de los Héroes Metro station has pulled back the curtain on a growing, months-long mobility crisis plaguing the Dominican capital, exposing deep institutional gridlock over the regulation of informal motorcycle taxi (locally known as motoconcho) stands.

The incident unfolded when a motorcycle taxi driver traveling against the flow of traffic scraped a passing truck, sending the rider falling onto hot pavement. Within seconds, dozens of fellow drivers surrounded the vehicle, blocking the main thoroughfare in front of the busy transit hub and snarling traffic for passing commuters. While the collision caused no severe injuries or harm to the truck driver, it amplified longstanding questions from frequent station users: why is an unpermitted motorcycle taxi stand operating directly adjacent to an official “No Passengers” sign here?

Local residents confirm the informal stand’s appearance dates back to the inauguration of the city’s new Independence Corridor project. When existing public transport service disappeared from the corridor following the project’s completion, more than 10 drivers affiliated with local motoconcho associations MOHUDA and UNIMODIN gradually occupied a long stretch of curb space in front of the Metro station. To date, no local authority has intervened to remove the stand, which disrupts both pedestrian and vehicle movement on a daily basis. This unregulated encroachment is not an isolated incident: recent data from the Dominican Republic’s General Directorate of Internal Taxes (DGII) shows motorcycles have come to dominate the capital’s vehicle fleet. As of February 2026, the National District hosts roughly 841,647 registered motorcycles, with the national total hitting 3,954,053 by April 2026. Shockingly, 2025 data from the National Institute of Transit and Land Transportation (INTRANT) reveals only just over 11,000 of these motorcycle operators hold valid legal driving licenses.

To uncover who authorized this informal stand – and hundreds like it across the capital – reporters submitted three freedom of information requests to the Mayor’s Office of the National District and INTRANT, asking for public records of all permitted and registered motorcycle taxi stands in the capital. Under Dominican Law 63-17 on Mobility, Land Transport, Transit and Road Safety, the two institutions share formal responsibility for regulating motorcycle transport: Article 75 of the law states that motorcycle services are to be overseen by INTRANT in coordination with local municipalities, requiring joint authorization and an operating license for all motoconcho stands, plus a municipal registry of all permitted sites.

What followed was a clear case of bureaucratic buck-passing. A senior source within the National District Mayor’s Office confirmed no such registry exists, after the agency’s Public Information Access Office refused to fulfill the request and redirected all responsibility to INTRANT. After a 14-working-day delay, INTRANT responded with just four lines of text, asserting that under current law, registration of motorcycle taxi stands falls exclusively to local municipalities. This directly contradicts a 2025 response INTRANT gave to an identical request for records of motoconcho stands in Greater Santo Domingo. At that time, the agency claimed the information was still in internal review and data collection, rather than shifting full responsibility to the city government.

Even more striking, INTRANT’s own 2025 annual public report contradicts both agencies’ claims of having no active records. The report explicitly details the work of INTRANT’s Motorcycle Operating License Department, noting that the agency processed hundreds of applications to register new motorcycle taxi stands, update existing stands’ rosters, and conducted a full census of more than 200 motoconcho operating zones across multiple provinces including the National District in 2025. The report also mentions that INTRANT provided compensation and safety training to motoconcho operators displaced by new Metro and Cable Car construction in Los Alcarrizos.

While the current system is mired in chaos, policy experts and existing planning documents outline a clear path forward to formalize the service. A past national motorcycle registration initiative launched in 2021 and discontinued in 2022 offers a tested framework for identifying and registering the country’s massive unregulated motorcycle fleet. The official Sustainable Urban Mobility Plan for Greater Santo Domingo also proposes a practical solution that does not require eliminating the popular informal service: instead of eradicating motoconchos, urban mobility specialists recommend integrating them into the formal public transit network as last-mile feeder services. Under this plan, designated, clearly marked intermodal transfer zones would be established near mass transit stations like Centro de los Héroes, physically delimiting operating space to prevent spontaneous encroachment on sidewalks and traffic lanes, reduce congestion, and protect pedestrian safety.

This model has already proven successful across Latin America. Technical road safety reports endorsed by the Spanish Road Association highlight Brazil’s regulatory framework for motorcycle taxi services, which combines clear administrative requirements and direct institutional oversight to deliver smoother, safer traffic flow. The crisis of unregulated motoconcho stands in Santo Domingo ultimately presents an opportunity to turn systemic chaos into a efficient, integrated mobility model – but progress will first require an end to institutional buck-passing and a commitment to fulfilling the shared regulatory mandates set out in national law.