In the first quarter of 2026, Montenegro’s railway system reported a decrease in both passenger numbers and freight volumes, although the distance traveled by remaining freight increased. This trend reveals the operational challenges faced by the country’s rail network.
Passenger traffic saw a decline from 138,000 passengers in the first quarter of 2025 to 123,000 in the same period of 2026, marking a decrease of nearly 11 percent. Additionally, passenger-kilometres fell by 12.7 percent, dropping from 10.35 million to 9.04 million.
Freight transport experienced a more significant decline, with only 233,000 tonnes transported compared to 308,000 tonnes during the previous year, representing a reduction of approximately 24 percent.
Despite the drop in total freight tonnage, tonne-kilometres increased from 39.87 million to 40.54 million, indicating a rise of around 1.7 percent. This suggests that while fewer goods were carried, those that remained were transported over longer distances.
The shifts in freight volumes may be attributed to changes in commodity types, customer needs, and international transit patterns. The railway is significantly linked to the Port of Bar, the Bar-Belgrade corridor, and various industrial clients and regional freight networks. A decrease in short-haul bulk transport can lead to lower overall tonnage while long-distance international shipments remain stable.
The decline in passenger numbers presents distinct challenges for rail transport as it competes with road options regarding speed, frequency, reliability, and comfort. Although Montenegro’s geography offers potential for rail services along the Bar-Podgorica-Bijelo Polje route, issues such as infrastructure quality, service interruptions, and extended journey times hinder its appeal.
Enhancements in track rehabilitation, signaling systems, rolling stock, stations, and border procedures could bolster both passenger and freight operations. The economic justification for these improvements is strongest when aligned with capacity enhancements at the Port of Bar and logistics terminals alongside Serbia’s broader transport framework.
Reliable schedules and predictable transit times are essential for freight customers. A railway that is technically operational does not suffice if delays or logistical issues make road transport more reliable. Therefore, infrastructure investments must coincide with operational reforms and clear service standards.
The reduction in passenger volumes also raises concerns regarding the social and regional roles of the railway. Municipalities in northern Montenegro require affordable and reliable access to Podgorica and coastal areas. Cutting services due to declining demand could lead to a downward spiral where reduced frequency further diminishes passenger numbers.
The data from Montenegro’s first quarter does not indicate an absence of demand for rail services but highlights a changing composition of freight alongside ongoing weaknesses in passenger usage. While longer-haul cargo has helped maintain tonne-kilometres, the overall decline in physical volumes and passenger traffic continues to pressure the financial viability and operational effectiveness of the network.
