Which Caribbean transit islands and ports are most frequently used for cocaine moving toward the US?
Executive summary
Caribbean routes remain active but heterogeneous: recent UNODC and reporting show Haiti, the Bahamas/Turks and Caicos corridor, the Lesser Antilles (including Dominica and the French Antilles), and British/Dutch overseas territories are repeatedly cited as transit points for cocaine moving from South America toward markets in the United States and Europe [1] [2] [3] [4]. Multiple analyses also stress that a large share of cocaine to the U.S. transits the Pacific/Central America–Mexico corridor, meaning the Caribbean is a major but not exclusive maritime pathway (interagency/DEA numbers cited in historical reports and contemporary analysis) [5] [6] [7].
1. Geography dictates opportunity — islands close to Colombia/Venezuela are focal points
Traffickers favor islands and ports that lie near South American coasts because short routes reduce detection risk and cost. The French Antilles (Guadeloupe and Martinique) and nearby islands such as Dominica are identified in reporting as places where shipments from Colombia and Venezuela are routed, stored, and then moved onward by go‑fast boats or commercial consignments [2] [4]. Haiti’s position with direct maritime access toward the Bahamas, Jamaica and Turks and Caicos makes it “suitable as a logistics and storage platform” according to UN reporting [1].
2. Multiple Caribbean nodes, not a single “black hole” — different islands play different roles
Sources point to a web of transit locations rather than one dominant port. The British Virgin Islands, Montserrat and Anguilla have been used as transshipment points and even seen major seizures that exposed large trafficking networks [3]. The Caribbean Netherlands (Bonaire, Saint Eustatius, Saba) and Dutch territories near Venezuela are also mentioned in trafficking analyses [4]. Cuba’s government disputes being a major transit hub and highlights cooperation with the U.S.; Reuters notes Cuba sits astride a key route but cites past U.S. State Department language that it “is not a major consumer, producer or transit point” [8] [9]. Available sources do not provide a definitive ranking of “most used” ports by tonnage across the whole region.
3. Methods matter: go‑fasts, containers, air, narco‑submersibles
Traffickers use a mix of tactics. CSIS and other analysts emphasize shipping containers as the most lucrative sea method, plus go‑fast boats, small aircraft, and narco‑submarines for more clandestine runs across the Caribbean [4]. French and regional seizures cited in reporting include large bulk interdictions from cargo ships and daily interdictions of small go‑fast vessels, underlining that both low‑profile maritime and high‑volume commercial routes are active [2] [4].
4. Europe vs. U.S. destination — different corridors, different incentives
Several sources underscore that not all cocaine moving through the Caribbean is destined for the United States. The French Antilles and European overseas territories are routinely used as stepping stones to Europe because European prices for cocaine are higher and these territories offer direct logistical links to European ports [2] [10]. Some analysts and reporting argue many Caribbean boat runs are aimed at Europe rather than the U.S., while other official assessments (including past DEA interagency material) have long identified Hispaniola (Haiti and the Dominican Republic) and nearby islands as important for cocaine bound for the United States [6] [10].
5. Shifting flows — Pacific/Central American corridor has grown in importance
Contemporary reporting and government commentary note a substantial share of maritime cocaine to the U.S. now moves along Pacific and Central America–Mexico corridors. The Colombian Navy and press reporting describe heavy activity from Pacific departure points that link into Central America and Mexico, which contrasts with the Caribbean’s role and suggests trafficking patterns have diversified [7] [5]. Historical DEA material cited in commentary estimated a large Pacific share of shipments to the U.S., but available sources do not present a single up‑to‑date percentage applicable across all years [5] [6].
6. Seizures reveal vulnerability but not full volume — interpret with caution
Large seizures—such as multi‑ton hauls near Martinique or the 1,045 kg seizure off Île de la Tortue in Haitian waters—illustrate the scale and geographic reach of trafficking, but seizures are imperfect proxies for flow. Analysts warn that low seizure totals in some islands may reflect limited interdiction capacity rather than low trafficking levels [2] [3] [1]. UN maps and reporting give route snapshots (reported seizures 2020–2023), but they cannot fully substitute for clandestine flow data [11].
Limitations and competing views: Sources disagree about primary end markets for Caribbean boat activity—some U.S. and Colombian officials emphasize U.S.‑bound shipments via Central America and the Pacific [7] [6], while other reporting stresses Europe‑bound flows through Caribbean and European overseas territories [2] [10]. Available sources do not offer a definitive ranked list of “most frequently used ports” by absolute tonnage to the U.S.; instead they identify recurring hotspots (Haiti, Hispaniola, Bahamas/Turks and Caicos corridor, French/Dutch/British territories, and southern Lesser Antilles) and evolving shifts toward Pacific routes [1] [2] [3] [7].