Montenegro is considered a medium-developed European country in terms of its road network. Currently, around 285,000 registered vehicles operate on its roads, with passenger cars making up 85 percent. During the tourist season, this number increases by an additional 20 to 25 percent. The level of motorization and related indicators clearly demonstrate the need for further development of transport infrastructure. One of the strategically important projects in this context is the construction of the Andrijevica–Čakor expressway, aimed at improving traffic connectivity within Montenegro and linking it to key regional and international corridors.
Dr. Jasmina Ćetković, a professor at the University of Montenegro’s Faculty of Economics and lead author of the project’s Feasibility Study, explained that the planned corridor will connect Andrijevica to the border with Kosovo. The route branches off from the Bar–Boljare motorway near Andrijevica, passing through Murina and Čakor to the border. The technical documentation will help define the exact border crossing point and coordinate the route with Kosovo authorities.
This expressway is strategically significant as it enhances Montenegro’s connection with Kosovo and the wider region, reducing travel time, lowering transport costs, improving traffic safety, and reducing harmful gas emissions. It will also relieve existing main roads and increase traffic flow and efficiency, becoming an important part of cross-border cooperation and regional development.
Six route variants were considered, including hillside and valley options along the Lim River. Two variants were selected for further analysis, with Variant 2 identified as the most favorable based on multiple criteria. The route includes multiple tunnels, bridges, and safety features, such as rest areas and interconnections, designed for a speed of 80 km/h and manageable road gradients.
The estimated investment cost is approximately €767 million. Financial analysis shows that direct revenues from tolls and commercial activities are insufficient to fully cover the investment and operating costs, which is typical for transport infrastructure projects. Therefore, the economic justification takes into account broader socio-economic benefits rather than just financial returns.
Economic analysis indicates the project currently sits near the threshold of economic viability but could become profitable under realistic scenarios, such as a 20% reduction in construction costs or a 20% increase in traffic volume. To improve viability, three key actions are recommended: optimizing construction costs through careful planning and competitive procurement; stimulating traffic growth by integrating the project with national and regional development policies (especially in tourism, trade, and cross-border cooperation); and recognizing the wider socio-economic contributions, including improved road safety, reduced travel times, better access to remote areas, enhanced regional cohesion, and reduced disparities between developed and less-developed regions.
In conclusion, although the project currently meets only minimal economic viability criteria, it holds significant development potential. Properly integrated into Montenegro’s sustainable infrastructure plans and supported by optimization measures, the Andrijevica–Čakor expressway could provide a strong stimulus for regional development and serve as a crucial link connecting Montenegro with neighboring markets and international transport corridors. Further detailed project development within the country’s broader strategic framework is recommended.
