The Government and community of Timor-Leste face substantial challenges in the transport sector. The international port and airport in Dili are operating satisfactorily, though the withdrawal of much of the international presence in mid-2004 has reduced demand at the facilities and hence their revenues. There is no domestic civil aviation, and formal domestic shipping services require a large annual subsidy. Timor-Leste has a substantial 6,000 km road network, although this is generally in poor condition. The country’s terrain, geology, and weather conditions significantly add to the costs of providing and maintaining roads. | Projects | Data | Maps | | |  |
Roads and Highways The road network in Timor-Leste is estimated at 6,040 km in length. About 1,430 km links district centers, and forms the national network. A further 870 km of district roads, provide links to large administrative centers. The remaining 3,020 km are rural access or feeder roads. On the basis of pre-1997 information, about 2,600 km of the network is bitumen paved, 500 km is gravel, and almost 3,000 km is earth-formed. The national road network has about 317 bridges, with an average length of 34 meters; half of the bridges are less than 10 meters in length.  While the road network is extensive, road standards are generally poor. Pavements are generally narrow (3.5 to 5.5 meters) and require vehicles to move off the pavement to pass other vehicles. Vertical and horizontal alignments are poor, limiting travel speeds and sight distance. Inadequate drainage exacerbates road damage.
The density of the road network in Timor- Leste is high by comparison with other low-income countries. For example the density of the total length of road of 420 km/’000 km of land area and 7.2 km/’000 people in Timor-Leste compares with an average of about 110 km/’000 km of land area and 1.4 km/’000 people in eight other low-income countries. Average GDP per capita for these countries was US$272 in 1998, compared with US$442 in 2002 in Timor-Leste. The density of roads with respect to population in Timor- Leste is almost the same as that for eight middle-income countries with GDP per capita some eight times higher. The extensive road network results in reasonably good penetration, with villages in Timor-Leste being an average of 0.7 km from a vehicle-passable road. Poor people typically live in areas that are more distant from roads, especially paved roads. However, the extensive road network also imposes a considerable cost obligation on the Government for its upkeep. The cost is exacerbated by the cost of emergency repairs needed because of the country’s geology and weather. Moreover, due to the low number of road users, there is limited opportunity for cost recovery. Back to top Urban Transport  From Indonesian times, the roads have been left narrow, and have not been given a priority so far. The conditions are deteriorating from heavy traffic loads, intersection traffic controls damaged, and inadequate markings and signage. Some narrow streets with parking/loading problems are continuously being part of the challenge. Because there is a port access near center of the town, some traffic conflicts exist. About four areas still need bus terminal facilities.
The public transportation is based by mainly owner-driven operation of buses and taxis. Buses are usually small van-body vehicles, carrying 9–15 seats. They operate within the urban area. So far, there are no bus cooperatives or bus operators association. Bus routes and fares are at this time unregulated. Back to top Rural Transport  Roads provide access to the rural parts of the country, where the majority of the poor live. They link rural communities to markets, services, and participation in the wider society.
Connections with the southern economic zone cross a mountainous and midland area, which includes steep lands of unstable rock and poor soils that are highly susceptible to erosion and landslides. The southern coastal zone, which has higher population density, agricultural production, and energy reserves, has a moister climate and comprises alluvial formations and numerous rivers which aggrades and are prone to change course during the monsoon rain period. The access is frequently cut at high-risk locations during the wet season. The terrain and low standard of roads limit the support they can provide to the economy in the south and midlands, including coffee and other agriculture, and, soon, energy sources. Back to top Railways The country is small and mountainous therefore the rail infrastructure has not been developed. Inland Waterways The rivers are steep and none are suitable for transport. Ports and Shipping The port in Dili is the main, and only international, port of entry to Timor-Leste. The main port, which previously served a lesser role, is located near the center of the town. It now has a wharf length of 300 meters and can concurrently accommodate two large vessels with a draft of up to 7 meters.  Roll-on, roll-off facilities are also available for front-loading vessels. Improvement works at the port were undertaken by the United Nations Peacekeeping Force (wharf extension), with US$5.7 million of bilateral aid from the Government of Japan (fenders, channel access, navigation aids and upgrading of the container yards), and the Emergency Infrastructure Rehabilitation Project (US$1.3 million) for completion of the wharf extension, slipway repair, and paving.
The main port in the center of Dili is complemented by a fuel terminal located towards the western end of Dili that is currently operated by the Indonesian State Company. Small wharfs or jetties are located at Hera, Tibar, Com, Caravela, the enclave of Oecussi, and the island of Atauro—the latter two provide the only means of access to the localities from other parts of Timor-Leste. Back to top Air Transport Presidente Nicolau Lobato International Airport (previously named Comoro Airport) in Dili can accommodate B727 and similar category aircraft. The 1,850 meter runway (with a 30 meter wide pavement) was last repaved in 2005. Navigation aids, ground guidance systems, and the passenger terminal have been improved, though VHF radio facilities need upgrading.  Each week, round-trip air services are provided between Darwin and Dili by Air North (of Australia), typically using 30-seat turboprop aircraft. Round-trip services between Denpasar and Dili are also provided by Indonesia's Merpati Airlines generally using B737/F100 jet aircraft with about 100 seats.
The airport achieves a financial surplus on operating activities based on receipts from aeronautical and non-aeronautical fees and charges. Philips Petroleum has expressed interest in leasing part of the airport to support the Timor Sea natural gas and light oil development. No other airports in Timor Leste have regular public passenger services. Baucau airport (120 km from Dili) was previously used by Indonesian military, and has a runway that can accommodate B747 and similar category aircraft at reduced take-off weight. Other airfields include Suai (1,050 m sealed runway), Oecussi (a gravel runway), and airfields at five other locations. Though Baucau Airport can accommodate larger aircraft than can Lobato International Airport in Dili, it is poorly placed to be the country’s sole international airport: considerable investment in the airport and the road to Dili would be needed for it to play a significant role, and it would be costly to sustain international airports for regular public air services at both Baucau and Dili. Still, Baucau Airport is a substantial resource, and there may be opportunities to make more effective use of it for other aviation activities.
More Information:
 Country Assistance Strategy
Millennium Development Goals
Country Website
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