AN ACR ATR42 FLC HAS AN NMAC WITH A DC6 FREIGHTER ACFT DURING CLB. THE TWR HAD ISSUED AN ALT ASSIGNMENT OF 10000 FT; BUT UNKNOWN TO THE TWR AND FLC; THE ARTCC CTLR WANTED THEM TO HOLD 3000 FT.

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SHORTLY AFTER TKOF FROM MDPC; IN THE DOMINICAN REPUBLIC ON AN ACR FLT TO SAN JUAN INTL ARPT; WE HAD TO RESPOND TO A TCASII RA. WE WAITED MORE THAN THE USUAL TO CONTACT SANTO DOMINGO CTL CTR DUE TO AFTER TKOF DUTIES. THE ACFT WAS VERY LIGHT IN WT SO WE HAD A GOOD CLB RATE. BY THE TIME THAT WE CONTACTED SANTO DOMINGO CTR WE ALREADY HAD TAKEN EVASIVE ACTION. WE FOUND OUT LATER THAT THE CTR CTLR WANTED US TO STOP THE CLB AT 3000 FT AFTER DEP DUE TO XING TFC. SANTO DOMINGO CTR WAS AWARE OF THE POTENTIAL SIT AND; TO MY UNDERSTANDING; NEVER VECTORED THE OTHER TFC AROUND US. ALSO; IF SANTO DOMINGO KNEW ABOUT THE CONFLICT; THEY SHOULD NEVER HAVE CLRED US TO CLB UNRESTR TO 10000 FT INITIALLY. CONTRIBUTING FACTORS: NO STANDARD INST DEP PROC IN THIS ARPT. NO TWR TO CENTER COORDINATE WITH RESPECT TO INBOUND AND OUTBOUND TFC. OUR LATE FREQ CHANGE TO CTR. RECOMMENDATIONS: ESTABLISH A TWR VERT JURISDICTION FOR IFR TFC. BETTER TFC COORD BTWN TWR AND CTR. CREATE A STANDARD INST DEP PROC. FLT SAFETY CAN ENORMOUSLY BE ENHANCED IF THE ABOVE RECOMMENDATIONS ARE MADE. SOME OTHER ARPTS UNDER ICAO RULES; IN THE CARIBBEAN HAVE THE SAME PROB. THE OTHER ACFT WAS A DC6; CARGO ACFT; ENRTE TO SANTO DOMINGO.