A growing call for a dedicated fishing port in Herceg Novi has transformed a local dispute over berths at the Lazure marina into a significant examination of Montenegro’s management of coastal concessions and public infrastructure. This issue also raises questions about the country’s commitments as it aspires to join the European Union.
The political group Novska Lista has emphasized that the commercial fishing sector in the Bay of Kotor cannot thrive without secure berths, regulated landing points, and essential shore-side facilities. This concern was voiced following discussions with Savo Ćetković, president of the National Association of Fish Producers of Montenegro, whose members have long sought stable moorings for their vessels.
The need for a functioning fishing port extends beyond merely providing docking space for small boats. Such a facility is critical for connecting vessels with food-safety controls, catch registration, cold storage, wholesalers, and restaurants. Without this infrastructure, investments in modern boats or increased catch volumes do not contribute to a sustainable fishing industry.
Montenegro’s coastline spans approximately 300 kilometers and supports a robust tourism sector that demands fresh seafood. However, the country currently lacks a fully dedicated fishing port, forcing commercial vessels to rely on city harbors, mixed-use marinas, and a limited number of berths scattered along the coast.
The inadequacies in this system are evident in the composition of the fishing fleet. Recent data shows there are 338 registered fishing vessels, including 24 trawlers, 27 purse seiners, and 56 longliners, with the majority being smaller boats utilizing gill nets and other coastal gear. The average age of these vessels is about 32 years, and they typically measure just over seven meters in length. Many lack refrigeration or cold-storage capabilities, while vessel-monitoring systems cover only about 10 percent of the fleet.
This fragmented fleet structure underpins Novska Lista’s assertion that a viable fishing industry cannot exist without proper port facilities. Vessel owners are unlikely to invest in new boats or refrigeration technology without guaranteed access to berths and necessary support services. Financial institutions are hesitant to finance assets that depend on informal arrangements with marinas primarily catering to recreational boating.
The lack of proper landing infrastructure also impacts the prices fishermen receive for their catches. Montenegro does not have an organized fish auction system; catches are usually sold directly to restaurants or market traders. While this may work for small quantities of high-value fish, it fails to accommodate larger hauls that require prompt unloading and cooling.
Purse seiners can quickly land substantial amounts of fish; however, without adequate ice and temperature control, the value diminishes rapidly. The absence of processing facilities further constrains this segment’s profitability. Montenegro has only a limited number of processors whose combined capacity is insufficient to handle large or irregular catches.
Fuel costs constitute between 19 and 39 percent of operating expenses for parts of the marine fleet, with trawlers facing the highest burden. Aging engines and limited onboard refrigeration exacerbate these challenges. Smaller coastal vessels may achieve better margins by targeting premium species but cannot meet the volume demands of the broader tourism market.
Consequently, Montenegro finds itself importing seafood despite having its own coastline and established fishing communities. In 2022, fish and seafood trade reached approximately €26 million, with exports accounting for only about 0.2 percent of total trade. Notably, imports increased by around €6.5 million or 34 percent compared to the previous year.
Domestic consumption was estimated at just 6.75 kilograms per person—significantly lower than many Mediterranean nations—indicating that local production is insufficient to meet demand. This gap widens during peak tourist seasons when hotels and restaurants compete for various seafood products.
A fishing port in Herceg Novi could serve multiple markets: it would support local fishermen, provide a regulated landing point for broader Bay of Kotor operations, and enhance supply chains for the tourism sector. It could also facilitate mariculture operations; however, both aquaculture and wild capture would necessitate distinct handling protocols.
The Bay already supports commercial aquaculture activities involving mussels, oysters, seabass, and seabream. About two dozen businesses hold permits for fish or shellfish farming in this region. Historical data indicates annual marine aquaculture output at approximately 366 tonnes, primarily mussels (61 percent), seabass (20 percent), seabream (17 percent), and oysters (3 percent).
While still a nascent industry, aquaculture presents clearer growth potential compared to unrestricted wild capture expansion due to shared fish stocks in environmentally sensitive Adriatic waters. Fleet expansion must align with scientifically assessed fishing opportunities while aquaculture can grow through new sites and improved practices.
A comprehensive fisheries hub at Meljine would need more than just moorings; it should include designated landing quays, protected access for commercial vessels, weighing equipment, ice production facilities, chilled storage options, freshwater connections, fuel supply points, waste management systems, sanitary inspection areas, and controlled access for refrigerated vehicles.
A larger facility could incorporate first-sale markets and processing units alongside maintenance services. Digital systems would need integration across landing declarations and traceability data to ensure compliance from catch to end-user distribution.
Montenegro’s planned fishing port at Cape Đerane in Ulcinj is estimated at around €15 million—serving as a reference point for investment needed for such facilities. A smaller installation at Lazure could leverage existing infrastructure but requires credible engineering designs and cost estimates that are currently unavailable.
The actual investment required will depend on whether authorities seek only basic berthing facilities or aim to establish a full cold-chain system alongside first-sale operations. Merely constructing moorings without addressing logistical needs will not resolve underlying issues related to traceability or food safety.
Local fishermen assert that much of the necessary infrastructure was part of an existing development obligation tied to an agreement signed by Imperio Holding Limited with Morsko Dobro in November 2016 regarding Lazure’s development project.
This agreement included plans for both nautical-tourism and fishing ports with completed infrastructure intended to become state property. While the five-star Lazure Hotel & Marina opened in 2018 with approximately 220 berths protected by a breakwater, fishermen argue that while commercial aspects have progressed, promised fishing-related infrastructure remains unfulfilled.
Fishermen have requested government intervention regarding this matter as they believe private investors should not benefit from marina profits while public obligations remain unresolved.
Lazure management disputes claims of legal noncompliance or neglect towards local fishermen’s needs and asserts adherence to Montenegrin regulations while cooperating with relevant authorities.
The ongoing legal questions surrounding this issue highlight discrepancies between technical classifications as marinas versus fulfillment of contractual obligations related to commercial fishery needs.
Disparities also exist regarding berth allocations; official communications have varied on numbers assigned for commercial use versus those designated for residents or public purposes—indicating an urgent need for formal audits regarding contractual compliance.
This situation underscores that sustainable solutions must balance tourism investment with traditional fishing rights within mixed-use coastal concessions where both parties’ obligations must be clearly defined and enforced.
For potential investors in Montenegro’s coastal projects—including ports and marinas—consistent enforcement of contracts is crucial for reducing regulatory risks associated with future ventures.
The fisheries sector remains economically modest; annual output is estimated at around €7.4 million—a contribution less than 0.5 percent of GDP—limiting immediate fiscal impact from establishing a fishing port.
However, its institutional significance extends beyond economic metrics as Montenegro seeks alignment with EU fisheries policies through its recently adopted Fisheries Development Strategy (2024–2029), which allocates €26.52 million towards modernization efforts supported by various funding sources including World Bank initiatives.
New investments alone cannot yield maximum benefits without accompanying port infrastructure; replacing outdated vessels without ensuring secure operational bases results in incomplete investment cycles within the industry.
Montenegro has made strides in legislative frameworks concerning marine fisheries and aquaculture but still faces challenges related to administrative capacities required for effective implementation ahead of EU accession deadlines.
A controlled port system would enhance monitoring efficiency while combating illegal fishing practices through improved traceability mechanisms from catch to consumer—a critical step toward sustainable fisheries management in Montenegro’s context.
Ultimately, establishing a feasible service model focused on secure landings and cold-chain logistics rather than an oversized port concept will better serve Herceg Novi’s unique geographical constraints dominated by tourism interests and environmental considerations.
A collaborative approach involving municipal oversight combined with specialized operational management could foster efficiency while meeting fishermen’s needs effectively within this integrated framework moving forward.
