Ask an experienced Labuan Bajo operator what they would least like to lose, and a surprising number
will name their harbour position before they name their second engine. Position determines how fast
guests board, how far the tender runs, how easily fuel and provisions arrive, and whether the vessel
can turn around between charters in a single day. Yet in most sale negotiations it is discussed last,
if at all — and by then the seller has no incentive to help.
What “mooring transfer” actually means here
It is important to be precise, because the phrase misleads. A harbour position in Labuan Bajo is
not a freehold berth that can be conveyed like real estate. What exists is a working arrangement:
recognised use of a location, supported by the harbour authority, local practice and — critically —
the operating entity’s standing in the port. None of that is a title deed. All of it has real
commercial value.
So “transferring the mooring” in practice means securing continuity: an orderly, supported
transition in which the new owner steps into the operating pattern the vessel already has, rather
than joining the back of a queue.
Why continuity is worth paying for
Consider two identical phinisi at the same price. One retains its established position five
minutes from the guest pier; the other must anchor further out and tender guests fifteen minutes each
way. Over a season the difference shows up as:
- Longer turnaround times, reducing the number of charters a boat can run.
- More tender hours, which is fuel, engine wear and crew fatigue.
- Weaker guest experience at both ends of a trip, where reviews are formed.
- Slower provisioning and fuel, tightening the schedule before every departure.
None of that appears on a survey. All of it appears in the operating margin.
What can and cannot be written into the contract
You cannot contract for something the seller does not control. What you can do is impose specific,
verifiable obligations on the seller to support the transition. Workable clauses include:
- Seller to formally notify the harbour authority of the change of ownership and operator, in
writing, within a defined number of days of completion. - Seller to introduce the buyer to the harbour officials, agents and service providers currently
used, in person, before handover. - Seller to provide a written list of every recurring arrangement attached to the position: fuel
supplier, water supply, waste collection, tender space, guest pier scheduling. - Seller not to transfer or assign the position or its associated arrangements to any third party
between signing and handover. - A defined transition period — commonly thirty to ninety days — during which the seller remains
reachable for practical questions.
What you should not do is attach a large payment tranche solely to a position outcome the seller
cannot guarantee. Tie the money to the seller’s actions, which they control, rather than to a third
party’s decision, which they do not.
The operating entity question
Here is the structural point most buyers miss. If the vessel’s standing in the harbour is tied to
the operating company rather than the hull, then buying the hull alone breaks the continuity by
definition. In those cases there are two routes: acquire the operating entity along with the vessel,
or establish your own entity early and run a supported transition well before handover. The choice
has tax, liability and permit consequences well beyond the mooring, so it is decided with advisers
at the start of the deal, not improvised at the end.
Due diligence on the position itself
Before valuing continuity, verify what you are actually inheriting:
- Has the position been used consistently, or is the seller describing an aspiration?
- Are there outstanding fees, dues or disputes attached to it?
- Is the anchorage physically suitable for your intended use — depth at low water, swing room,
exposure in the transition months? - Are any harbour development works planned that would affect it?
The last point deserves attention. Labuan Bajo’s waterfront has been developing quickly, and
positions that were comfortable five years ago have changed character. A local check costs nothing
and occasionally changes the whole calculation.
Pricing continuity into the deal
We generally see established, supported position continuity valued as a meaningful premium on
comparable vessels — enough to matter, not enough to justify overlooking a mechanical defect. The
sensible approach is to treat it the way you would treat retained crew and forward bookings: part of
a package that lets the boat earn in the current season rather than the next one. If the seller
cannot or will not support the transition, that is not necessarily a deal breaker — but the price
should reflect a season of rebuilding.
Related reading
- The Speedboat Market of Labuan Bajo: Fast Movers, Fast Sales
- Insurance Binding in NTT: Covering Your New Komodo Purchase
- Buy a Phinisi in Komodo — Survey, Process & Due Diligence
Frequently asked questions
Can I buy a mooring position separately from a boat?
Not as a standalone asset in the way a marina berth trades elsewhere. Position follows the vessel and its operating entity in practice, which is precisely why it belongs in the sale negotiation rather than a separate conversation.
What if the seller refuses to include any position clause?
Treat it as information about the position’s real security. Price the vessel as though you are starting fresh, and budget the extra tender hours and slower turnarounds for at least one season.
How long should the transition period be?
Thirty days covers the introductions. Ninety days is better, because it spans a full operating cycle including the first fuel order, the first provisioning run and the first guest turnaround under new ownership.
Does the mooring matter for a day boat?
Arguably more. Day boats live or die on turnaround speed and guest pier access, so position affects their economics even more directly than an overnight vessel’s.
Komodo Boat For Sale is a specialist maritime brand and digital platform under Juara Holding Group. Vessel-sale, construction and refit contracts are issued by PT Komodo Galangan Nusantara; brokerage and charter representation by PT Komodo Bahari Nusantara; boat management by PT Komodo Vessel Management.
Talk to the desk
If you are weighing a specific vessel, send us the listing and the month you want to be operating. WhatsApp +62 811 3941 4563 or email [email protected]. Figures are quoted in USD.