Questions About Building a Boat in Labuan Bajo

Ask for price. Length and beam come first, then timber grade, interior standard and systems, so we quote against your drawings rather than publish a bracket you would fall outside of.

Ask for price. It depends entirely on the vessel and its condition, and the refit is budgeted separately, only after survey.

Generally yes. The skilled craftsmen and the raw hardwood are both in this region, so less is shipped in and less is marked up on the way.

Length and beam first, then timber grade, then the interior standard, then engines and systems. Those four account for most of the spread between two otherwise similar vessels.

Staged against build milestones, agreed in writing before the keel is laid.

Variations do, if the specification changes mid-build. They are quoted with their schedule effect before being agreed, rather than appearing on the final invoice.

Ask for price. Five per-person tiers, quoted per departure because rates move with season, group size and itinerary.

Yes. Hulls are laid, framed and planked on our own slipway in Flores, by shipwrights working in the Konjo and Flores traditions.

Ten to eighteen months: two to four for design and naval architecture, six to ten for hull and framing, four to six for interior and systems, and one for trials and delivery.

Entirely dependent on scope. A minor refurbishment can be a few weeks; a structural and interior rebuild runs considerably longer. We quote from survey, not from photographs.

Yes. Hull and structural repair, engine and mechanical overhaul, electrical and navigation, joinery, finishes and safety compliance.

The timber, the craftsmen and the cruising ground are in the same place. Sea trials happen in the water the vessel will actually work in.

Yes. Written progress reports against the agreed schedule, with each stage signed off before the next begins.

Ulin ironwood for keel and structure, teak for decking and exterior joinery, merbau for planking. All sustainably sourced.

Yes, through an Indonesian PT PMA company. Foreign ownership of the operating entity is capped, and commercial charter requires a SIUPAL licence. Take advice early, because it shapes the build schedule.

Vessel registration and survey, a commercial operating licence, and park entry permits for the itineraries you intend to run. Requirements change; confirm current ones before committing.

Indonesian cabotage rules restrict which vessels may carry passengers commercially in domestic waters. It is a central reason foreign owners build and flag locally rather than importing a hull.

Structure and safety follow international classification practice, with Indonesian maritime registration and survey on top. Commercial vessels carry the safety equipment their licence requires.

Yes. We assist with the Indonesian maritime paperwork and the survey process rather than handing you a hull and a problem.

Yes, and many owners do. Specify it early so cabin layout, crew quarters and safety kit are built to the standard a manager will require.

Operators in this region report around IDR 30 million per night for a mid-size charter vessel. What you achieve depends on the vessel, the operator and the season.

Roughly 120 charter days a year is the figure operators here work to, concentrated between April and November.

Operators report annual running costs in the region of IDR 1.5 to 2 billion against gross revenue around IDR 3.6 billion. Model your own numbers before committing; these are reported figures, not a guarantee.

April to November is the working season. The off-season is when yard work and refits are best scheduled.

Yes. Cabins, dive deck, crew quarters and safety equipment are designed in from the start. Retrofitting them costs more and works less well.

Yes. Compressor rooms, tank storage and accessible dive platforms are specified at design stage for dive operations.

Labuan Bajo has mooring and our yard has its own slipway for haul-out, docking and launching. Talk to us about arrangements before delivery, not after.

Crew are available locally and licensing requirements depend on vessel size and operation. We can point you at the right people rather than pretending to be a crewing agency.

Roughly 18 to 22 metres for private and family use, 22 to 28 for working charter, and 28 to 35 metres and up for luxury liveaboard operations.

Two to ten en-suite cabins depending on length. Cabin count and fresh water capacity together decide how many nights a vessel can actually sell.

Length overall 20 to 45 metres, beam 5 to 10 metres, ulin or teak hull, teak decking, and main engines from Mitsubishi, Yanmar or Doosan to your preference.

GPS, radar, depth sounder and VHF as standard, with Garmin, Furuno or Raymarine electronics according to preference.

Completely. Layouts, materials, furnishings and finishes are specified by you before construction starts rather than negotiated during it.

A 2024 build at 38 metres overall, 8 metre beam, 450 hp main propulsion, with 7 tonnes of fuel and 16 tonnes of fresh water.

We use sustainably sourced Indonesian hardwoods and work with suppliers who share our position on responsible forestry. Ask and we will tell you where the timber in your hull came from.

Yes, and it is the most useful thing you can do before commissioning. Several vessels we built are in charter service and can be seen.

Yes, by appointment, so someone is free to walk you round properly rather than fitting you in around a launch.

Yes. Routine maintenance, repairs, periodic refits and upgrades, plus access to skilled trades in Labuan Bajo.

Length, purpose, how many people she needs to carry, and roughly when you want her in the water. Drawings or references help.

WhatsApp usually the same day. A full written costing takes longer, because it is built from your specification rather than a template.

Yes. Delivery can be arranged across Indonesia.