Timor-Leste Maritime Transport Profile 2026
Outline
TIMOR-LESTE
MARITIME TRANSPORT PROFILE
Supported by:
Maritime assets
Port area in 2025
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Ships built by country of building, annual
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Merchant fleet by country of beneficial ownership, annual
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Trade - Navigation total
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Water transport employment
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Activity
Container port throughput
Port call and performance statistics
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Trade mode share
Port Activity
Trade openness index
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Seafarer supply
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Top 10 Freight Transport Expenditure in USD (Import)
Source: UNCTAD & World Bank. (n.d.). TransportCosts. UN Trade & Development Data Hub - Trade-and-Transport Dataset, Annual, 2016 Onward. Retrieved May 1, 2025, from https://unctadstat.unctad.org/datacentre/dataviewer/US.TransportCosts
Top 10 Freight transport work in thousand ton-km (Import)
Source: UNCTAD & World Bank. (n.d.). TransportCosts. UN Trade & Development Data Hub - Trade-and-Transport Dataset, Annual, 2016 Onward. Retrieved May 1, 2025, from https://unctadstat.unctad.org/datacentre/dataviewer/US.TransportCosts
Top 10 Freight Transport Expenditure in USD (Export)
Source: UNCTAD & World Bank. (n.d.). TransportCosts. UN Trade & Development Data Hub - Trade-and-Transport Dataset, Annual, 2016 Onward. Retrieved May 1, 2025, from https://unctadstat.unctad.org/datacentre/dataviewer/US.TransportCosts
Top 10 Freight transport work in thousand ton-km (Export)
Source: UNCTAD & World Bank. (n.d.). TransportCosts. UN Trade & Development Data Hub - Trade-and-Transport Dataset, Annual, 2016 Onward. Retrieved May 1, 2025, from https://unctadstat.unctad.org/datacentre/dataviewer/US.TransportCosts
Connectivity and performance
LPI
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Liner shipping connectivity index
Port liner shipping connectivity index
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Bilateral liner shipping connectivity index
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Trade cost
Container port performance index
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Remoteness index
Sustainable freight transport index
Percent of firms identifying transport as a major constraint
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Shipping emissions
EDGAR GHG 2025
Transport energy consumption
EDGAR AP 8.1
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GAINS emissions
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Adaptation and resilience
Average annual loss
Port risk
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Investment on ports
Development financing
Private participation in infrastructure
Policy Targets
Policy Measures
| Voluntary National Reviews 2023 - TLS | Employment in transport, communication, and storage | Address the jobs-skills mismatch in key sectors – agriculture, tourism, blue economy and entrepreneurship. The country needs experts in various fields, including marine science, fisheries management, aquaculture, tourism, and maritime transport, to drive sustainable growth in the sector. | 2023 |
| Readjusted Timor-Leste Strategic Development Plan 2023-2038 | Transport institutional reform | Maritime - Establish a legal, political, and strategic framework for maritime connectivity Aviation - • Study and development of a legal framework, policy, and strategy for air connectivity • Strengthening the capacity of responsible institutions (AACTL and ANATL) • Develop human resources for the operation and maintenance of air transport | 2022 |
| Readjusted Timor-Leste Strategic Development Plan 2023-2038 | Shipping port infrastructure improvements | Portu Nasionál Tibar: Portu Tibar, which has completed its operations, has a capacity to accommodate 7,500 TEU (twenty-four equivalent units) and can handle 200,000 TEU. Port Tibar is the main port in the territory, facilitating commercial links between Timor-Leste and other countries around the world, including China, the Northern Territory of Australia, and ASEAN countries. The port will serve as a commercial center for high-value cash crops such as coffee, vanilla, and other products from the Special Economic Zones, including ZEEDA Central, and provides access to target markets in the region. In addition, the port will also support the supply of imported goods to municipalities in the region. Liquicá, Ataúro is located in the municipality of Sira Seluk, but it is closer to the ports of Ermera and Aileu. • • • Dili National Port – Tourism Hub: The current Dili Port will be converted into a port that serves passengers and cruise ships, and will also be a place for them to stop. Part of the become a Tourism Hub with hotels, boutiques, restaurants, cafes, and port area will craft shops. This project will be carried out through a public-private partnership and, according to the plan, construction/rehabilitation will take place in the first and second phases of the 2023-2038 PED-R implementation. Ports in Regional Cities: Ports in regional cities serve as passengers. With the completion of Tibar Port and freight ports for transporting goods and Oecusse Port, there is a need to build two more ports for two regional cities, namely Betano/Suai Port and Cairabela Port, Baucau. o o o Port Oecusse: continue to operate and maintain this port, and make good use of it to support commercial links with other regions in Timor-Leste through the transport of goods and passengers from Oecusse to other regions, and vice versa, which will support economic growth in the RAEOA ZEESM. Portu Betano/Suai: Rejiaun Tasi Mane has great potential for agriculture, but it needs a port to serve the regional city in order to boost economic vitality and connect with target markets for agricultural products and industry, including the oil industry. The port in this region will also support the supply of imported products for consumption needs and complementary materials for manufacturing and infrastructure development. The option between Suai and Betano will depend on negotiations over the Greater Sunrise gas field in Timor-Leste. Portu Cairabela, Baucau – The Baucau-Manatuto area is strategically located for growth in the Tasi Feto area, which is linked to the construction industry and agricultural products municipality of Lautém. This product has great potential to meet the needs of from the the local population and for export. In order to deliver these products to the rest of the country and to the surrounding regions, it is necessary to have a port with sufficient capacity to accommodate the large volume of cargo needed to meet the needs of the regional city of Baucau, which is based on the project. there will be population growth beyond the current conditions after Díli. Portu Ki'ik ba Pasajeiru no Peska sira (Regional Port 2): A municipality located in a coastal area with great potential to become a destination for tourism and fishing, but far from the main port. The region needs a small port to accommodate their needs. The construction of a small port for passengers and cargo, as well as a port for fishing activities, will contribute to improving connectivity and socio-economic vitality in this area, including the municipality closest to the port. o o o Portu Com, Lautém: Suku Com, koñesidu nu'udar fatin destinatáriu turístiku bele sai mós pontu entrada alternativo ba munisípiu Lautém hodi liga ba fatin turístiku sira seluk iha duni munisípiu laran, hanesan Tutuala no illa Jaco. A small port with capacity for cruisers and ferries and a fishing port is needed. This port will also serve as a base for the naval force to patrol the coastal area and provide facilities for fishing. Ataúro Port: Ataúro Island needs a functional port and a port of call, as well as fishing facilities, but it will not include facilities for the naval forces. Possibility of Port Construction in Beaço, Viqueque: A specific port is needed in Beaço to support the installation of an LNG plant, but this will depend on negotiations between Australia and Timor-Leste regarding the exploration of Greater Sunrise and the resources located in the eastern part of the country. However, a port is needed to support fishing activities and to meet the need for naval forces to control resources in the Timor Sea area | 2022 |
| Readjusted Timor-Leste Strategic Development Plan 2023-2038 | Shipping improvement - General | By 2038, Timor-Leste aims to provide efficient maritime transport services high-quality, modern, and that enable commercial connections within the region and with other countries, support increased freight and passenger transport as an alternative means of transport for the population's mobility, and contribute to economic growth. Facilities for Maintenance and Repair: Timor-Leste's maritime transport facilities include the Berlin Ramelau and Nakroma ports, which are managed by the Ministry of Transport and Telecommunications, and the cruiser port, which is managed by the Ministry of Health and the navy. There is a need to build a shipyard in the country to ensure the maintenance of ships in the country and foreign ships when necessary. The first step in making this investment is to increase the capacity of the Human Capital Development Fund (FDCH) so that it can provide facilities to enable Timorese people to lead in the future, help reduce the cost of ship maintenance, and create jobs in the maritime sector. It ensures investment in national capacity for the future so that Timorese can operate both state and private enterprises in our country | 2022 |
| Timor-Leste's National Adaptation Plan | Shipping port infrastructure improvements | New seaports are a national priority to support our growing economy and meet future industry and freight demands | 2021 |
| Transport Sector Master Plan | Shipping improvement - General | Develop the marine transport system including effective international links as well as linkage among the ports of Timor Leste corporatizing the Port Administration of Timor-Leste with autonomy of decision making and an independent board of directors with performance based compensation for senior staff based on service efficiency targets and profitability of the corporation. Provide for hypothecated revenue; | 2018 |
| Transport Sector Master Plan | Shipping port infrastructure improvements | It is proposed to develop a dedicated ferry terminal with facilities for passengers and goods and two ferry berths at the western end of the port area. APORTIL will continue to undertake maintenance, rehabilitation and improvements within the Dili Port, largely based on the 2014 surveys and recommendations (JICA, 2014). These include repairs to the main wharf and container storage and pavement areas, as well as some rationalization and improvement of the container and warehouse storage to improve the efficiency of port operations. Improvements in security fencing and lighting have also been identified. Tibar Port - primary cargo facilities relocated to Tibar Port Suai Port - port facilities for Supply Base in operation Oecusse Port - the passenger dock will be rehabilitated as a first phase commencing in 2011, followed by the construction of a tide-independent facility and dry cargo berth and rehabilitation of the existing general cargo berth Atauro Port - a port will be built to support cargo, passengers, fisheries and tourism Com Port - the wharf will be upgraded to build a port and a fisheries industry facility Kairabera Port - a small port will be constructed to provide close sea access for Baucau district Manatuto - a jetty will be built with refrigeration facilities to allow the export of fishery and agriculture products East South Coast Port - port facilities will be planned for the eastern part of the south coast around Beaço. | 2018 |
| Transport Sector Master Plan | Transport institutional reform | Develop the marine transport system including effective international links as well as linkage among the ports of Timor Leste corporatizing the Port Administration of Timor-Leste with autonomy of decision making and an independent board of directors with performance based compensation for senior staff based on service efficiency targets and profitability of the corporation. Provide for hypothecated revenue; Within the transport sector, one of the most important institutional development objectives is the conversion of the current DNTT – the Directorate of Land Transport from MDRI into an autonomous and self financing Land Transport Authority (LTA). To ensure that the transport sector makes the expected contributions to national integration and development envisaged in the SDP, MDRI will establish a National Transport Project Planning Unit (TPPU) to guide, direct and support the implementation of the Plan. | 2018 |
| Transport Sector Master Plan | Transport international conventions - General | A national law for Air Transport to bring into effect the ICAO conventions to which TL will accede and including local legal requirements for airports, air operations and aircraft A national law for Marine Transport to bring into effect the IMO conventions to which TL will accede and including local legal requirements for ports | 2018 |
| Timor Leste Transport Sector Master Plan 2015 | Express lanes/ public transport priority | In Dili interventions are necessary for right-of-way acquisition for public transit centers and intermodal bus terminals providing improved transfer between microlet and urban and regional buses, so as to support future high-capacity public transport systems; | 2015 |
| Timor Leste Transport Sector Master Plan 2015 | Public transport improvement - General | The development of an affordable, safe, convenient, and comfortable public transport system is a priority. | 2015 |
| Timor-Leste Strategic Development Plan 2011-2030 | Shipping port infrastructure improvements | The construction of a port at Tibar is a national priority for the development of our nation. This port will be developed as a multi-purpose port with a capacity of one million tonnes per year and cater for commercial cargo and passenger needs. The centrepiece of this development will be the construction of a new port at Suai. Timor-Leste will embark on a regional ports construction program over the next ten years. Port facilities will be built, repaired or substantially expanded at: Com, where the wharf will be upgraded to build a port and a fisheries industry facility Atauro, where a port will be built to support cargo, passengers, fisheries and tourism Kairabela in Vemasse sub-district, where a small port will be constructed to provide close sea access for Baucau district Oe-Cusse Ambeno, where the passenger dock will be rehabilitated as a first phase commencing in 2011, followed by the construction of a tide-independent facility and dry cargo berth and rehabilitation of the existing general cargo berth Manatuto, where a jetty will be built with refrigeration facilities to allow the export of fishery and agriculture products. In addition, further navy facilities will be built at the Hera seaport, while port facilities will be planned for the eastern part of the south coast around Beaço. | 2011 |
| Timor-Leste Strategic Development Plan 2011-2030 | Vehicle manufacturing | Shipbuilding and repair facilities | 2011 |
| Law No. 2/2005 – National Petroleum Authority | Shipping efficiency improvements | In the downstream sector, NPA shall promote the efficient and optimal use of installed capacity in petroleum infrastructures such as pipelines, terminals, transport and communications infrastructures, encouraging the shared use of equipment and giving access to and enabling the use of existing access capacity. | 2005 |
| Law No. 2/2005 – National Petroleum Authority | Maritime Safety | The powers and functions of the NPA, in its capacity as Designated Authority for the purpose of the Treaty, shall include establishing of safety zones and restricted access zones, consistent with international law, in order to ensure the safety of navigation and petroleum operations. The powers and functions of the NPA, in its capacity as Designated Authority for the purpose of the Treaty, shall include requesting the assistance of the appropriate Australian and Timorese authorities in the joint exploration area, consistent with the Timor Sea Treaty: i. for search and rescue operations in the Joint Petroleum Development Area (JPDA); ii. in the event of a terrorist threat to the ships and structures involved in the petroleum operations in the JPDA. | 2005 |
| Law No. 2/2005 – National Petroleum Authority | Transport Laws and Regulations- General | The powers and functions of the NPA, in its capacity as Designated Authority for the purpose of the Treaty, shall include controlling movements into within and out of the JPDA of vessels, aircraft and structures and other equipment employed in exploration for and exploitation of petroleum resources in a manner consistent with international law. | 2005 |
| Decree Law no. 19/2003: regulation of port fees and charges | Operational efficiency in logistics | Assist in improving the performance of human resources, infrastructure, and port equipment, thus optimising their joint use. Adaptation of the time factor to the realities of port activity in Timor-Leste, using it as a penalising factor for delays and excessive duration of operations. Decrease in the number of debtors of the charges to be levied by port authorities, thereby reducing administrative workload. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Freight and logistics improvements - General | The Government envisages contributing to the development of the national ports, thereby leading to an increase in the movement of cargoes. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Shipping efficiency improvements | The Government envisages contributing to the development of the national ports, thereby leading to an increase in the movement of cargoes. Assist in improving the performance of human resources, infrastructure, and port equipment, thus optimising their joint use. Assist in enhancing productivity and containing fixed and variable costs. Adaptation of the time factor to the realities of port activity in Timor-Leste, using it as a penalising factor for delays and excessive duration of operations. Decrease in the number of debtors of the charges to be levied by port authorities, thereby reducing administrative workload. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Shipping port infrastructure improvements | The Government envisages contributing to the development of the national ports, thereby leading to an increase in the movement of cargoes. Assist in improving the performance of human resources, infrastructure, and port equipment, thus optimising their joint use. The Port Authority may lease out buildings, or part thereof, for the installation of backup offices to conduct business directly related to port activity, and a monthly rental, proportionate to the area occupied by the lessee, shall be due to the Port Authority. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Transport asset management funding strategy | Maximise revenues in order that they may, progressively, ensure that costs are covered, and contribute to investment funding. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Transport asset management - General | With this Decree-Law the Government intends to reform the port fee system in Timor-Leste. Assist in improving the performance of human resources, infrastructure, and port equipment, thus optimising their joint use. Introduction of fees and charges for services that are not yet contemplated in the existing regulation. Contribution to the definition of areas of costs and revenues, envisaging an objective comparison of the revenues per fee with the costs of the supplies or services included. Decrease in the number of debtors of the charges to be levied by port authorities, thereby reducing administrative workload. The delivery of services shall be preceded by a requisition by the means and under the terms determined by the Port Authority, the payment of the respective fees being the responsibility of the requisitioning party. The Port Authority may lease out buildings, or part thereof, for the installation of backup offices to conduct business directly related to port activity, and a monthly rental, proportionate to the area occupied by the lessee, shall be due to the Port Authority. It is the responsibility of port users to repair the damage they may cause to facilities, equipment or tools owned by the Port Authority, within the deadlines and under the conditions as may be set by the Port Authority. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Reduction of transport/ logistics costs | The navigation and dockage fees to be levied on a vessel that, while doing coastal shipping, carries cargo between two ports of Timor-Leste shall undergo a 50% reduction. Where, on the same trip, a vessel also carries cargo bound for foreign ports, the 50%reduction referred to in subsection (1) above shall not apply. Where a vessel remains docked at a berth without performing any loading or unloading operation, provided that it does not prejudice the port activities and is duly authorised by the Port Authority to do so, such a vessel may be granted a 50% reduction in the dockage fee. The navigation and dockage fees applicable to a vessel doing a regular sea-line service between foreign ports and those of Timor-Leste, which has met the conditions required for that purpose during the 365 calendar days immediately preceding the said dockage, shall benefit from a 5% reduction. Cargoes transported by coastal shipping between ports of Timor-Leste shall be levied half the wharfage fee payable for equivalent cargoes, calculated in accordance with section 13. In case of transshipment the wharfage fee to be levied shall be calculated in accordance with section 13 with a 50% reduction, provided that the storage of cargo at the port does not exceed eight days. The Port Authority may authorise dully-credentialed operators to carry out mooring and unmooring manoeuvres using their own equipment and personnel, in which case a 50% reduction of the above-mentioned fees shall be due. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Transport finance - General | Maximise revenues in order that they may, progressively, ensure that costs are covered, and contribute to investment funding. | 2003 |
| Decree Law no. 19/2003: regulation of port fees and charges | Economic instruments - General | With this Decree-Law the Government intends to reform the port fee system in Timor-Leste. Assist in enhancing productivity and containing fixed and variable costs. Maximise revenues in order that they may, progressively, ensure that costs are covered, and contribute to investment funding. Application of the concept that each fee or charge corresponds to a supply or service delivered. Introduction of fees and charges for services that are not yet contemplated in the existing regulation. Contribution to the definition of areas of costs and revenues, envisaging an objective comparison of the revenues per fee with the costs of the supplies or services included. Decrease in the number of debtors of the charges to be levied by port authorities, thereby reducing administrative workload. Once the deadline for the payment of a bill has expired, the levy shall be subject to the application of a late payment fee at a rate established by law, accrued of 15% over the value of the outstanding amount to defray administrative costs. In case of dismissal of the claim, the claimed amount shall be accrued of: (a) a late payment fee at the rate established by law, accruing from the deadline for the payment of such bill; (b) 15% over the value of the outstanding amount to defray administrative costs. In the event that late payment fees are not established by law, an interest rate of 24% per annum shall, for the purpose of calculating a late payment fee, be imposed on any outstanding amount under the terms of subsections (1) and (3) above. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Logistics digitalization and technology | Ships referred to in section 1 of the present decree-law shall comply with the following minimum safety requirements: Navigation equipment: a) Certified magnetic needle; b) Updated navigation maps of the area where the ship is operating; c) Navigation lights clearly visible on the horizon from a distance of at least 1 nautical mile, at night. Radio communications: a) A VHF maritime radio and/or a set with the international emergency channel (16) capable of transmitting and receiving messages at a distance of 5 to 10 miles (with inspection certificate). | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Freight Laws and Regulatory measures | There is an urgent need to regulate certain maritime traffics of goods that are not covered by the 1974 SOLAS Convention but are, however, of great economic importance to Timor-Leste. The present Decree-Law envisages establishing minimum safety and regulation requirements for cargo ships with a gross tonnage of less than 500 tons carrying out national and international maritime traffics from or to a port of Timor-Leste. Where, upon inspection, a Harbour Master verifies that a ship does not meet the minimum requirements as established in sections 3 and 4, such authority shall prohibit that ship from carrying out any loading or offloading operations. Where a ship is detected carrying excess cargo, the Harbour Master shall prohibit its offloading or prevent its exit from the port, as the case may be. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | International cooperation | The present Decree-Law envisages establishing minimum safety and regulation requirements for cargo ships with a gross tonnage of less than 500 tons carrying out national and international maritime traffics from or to a port of Timor-Leste. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Maritime Safety | The present Decree-Law envisages establishing minimum safety and regulation requirements for cargo ships with a gross tonnage of less than 500 tons carrying out national and international maritime traffics from or to a port of Timor-Leste. Ships to which this decree-law applies shall comply with the minimum safety requirements established in Schedule I. Crews are obligated to be familiar with the use of fire-fighting equipment and life-saving devices as indicated in Schedule I. Crew qualification and life safety: a) The captain and the chief engine driver shall have a certificate of competency for international costal transport; b) All crew members must be aged over 18 years and have a certificate of competency (maritime license) or a national passport; c) A ship may not, under any circumstances, carry passengers. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Shipping improvement - General | Where, upon inspection, a Harbour Master verifies that a ship does not meet the minimum requirements as established in sections 3 and 4, such authority shall prohibit that ship from carrying out any loading or offloading operations. Where a ship is detected carrying excess cargo, the Harbour Master shall prohibit its offloading or prevent its exit from the port, as the case may be. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Economic instruments - General | In addition to the penalty provided for in section 5.1 above, the Harbour Master shall impose on the ship owner or charterer a fine of US$ 100,00 minimum and US$ 3,000.00 maximum, taking into account the seriousness of the breach and the existence or non-existence of precedents. The fines provided for in section 5.2 above shall accrue, as revenue of its own, to the Port Authority. In addition to the penalty provided for in section 6.1 above, the Harbour Master shall impose on the ship owner or charterer a fine of US$ 500 minimum and US$ 3,000.00 maximum, taking into account the seriousness of the breach and the existence or non existence of precedents. The fines provided for in section 6.2 above shall accrue, as revenue of its own, to the Port Authority. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Transport Laws and Regulations- General | There is an urgent need to regulate certain maritime traffics of goods that are not covered by the 1974 SOLAS Convention but are, however, of great economic importance to Timor-Leste. Ships to which this decree-law applies shall comply with the minimum safety requirements established in Schedule I. Ships to which this decree-law applies shall comply with the minimum requirements for documentation as established in Schedule II. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Transport international conventions - General | The 1974 Convention for the Safety of Life at Sea establishes a set of internationally common principles and rules within the scope of maritime safety. Accordingly, the East Timorese State should, at the earliest occasion upon independence, sign and ratify such Convention, as an active and responsible member of the international maritime community. | 2003 |
| Decree law no. 4/2003 – establishment of the minimum safety and regulaton requirements applicable to cargo ship not covered by the 1974 SOLAS Convention | Access restriction by corridor/ road | Where, upon inspection, a Harbour Master verifies that a ship does not meet the minimum requirements as established in sections 3 and 4, such authority shall prohibit that ship from carrying out any loading or offloading operations. Where a ship is detected carrying excess cargo, the Harbour Master shall prohibit its offloading or prevent its exit from the port, as the case may be. | 2003 |