The current fleet, often referred to as the "Kotor" class, includes ships named after Montenegrin coastal towns:
The sale barely made a dent in the company’s liabilities. Although the immediate proceeds were used to pay down the debt to the Chinese Exim Bank, a 2025 financial report revealed the extent of the catastrophe. After the sale, Crnogorska plovidba was left with only three million euros in its account, but still owed the government of Montenegro a staggering 33.8 million euros. The company’s accumulated loss reached 40.7 million euros, and the value of its remaining assets (spare parts and office supplies) was a paltry 18,311 euros.
The sale was a political firestorm. Critics accused the government of corruption, ignoring expert advice, and conducting the deal through a secretive, non-transparent process without a public tender. The Association of Maritime Captains of Montenegro condemned the move, and Member of Parliament Boris Mugosa proposed a parliamentary hearing into the “problematic sale”. Montenegro’s Special State Prosecutor’s Office announced an investigation into the actions of company representatives and Ministry officials for potential violations of national law.
The company's operations centered on two major vessels, both built at China's Shanghai Shipyard and delivered in 2012. These ships were financed through significant loans from China’s Exim Bank, which were largely guaranteed or repaid by the state. : A 35,000-dwt bulk carrier (179.9m x 28.4m). Dvadesetprvi Maj : Identical specifications to the , named after Montenegro's Independence Day. Financial Struggles and Liquidity Crisis crnogorska plovidba
nije samo kompanija; ona je institucija. Njena "Plava traka" na brodovima predstavlja kontinuitet koji povezuje tradicionalne bokeljske kapetane sa modernim pomorcima 21. vijeka. Uprkos turbulentnoj istoriji privatizacije i tranzicije, kompanija ostaje stub crnogorskog pomorstva, držeći zastavu Crne Gore razvijenu na vjetrima svjetskih okeana.
: Built in 2012; identical technical specifications to MV Kotor.
As of late 2025, the company has moved to sell its only two vessels to address mounting debts: The current fleet, often referred to as the
Vodič ne bi bio potpun bez pominjanja tamne strane:
Crnogorska Plovidba remains a symbol of Montenegrin maritime pride, but its future hinges on its ability to navigate out of its current financial storm through rigorous restructuring and a renewed commitment to modern, sustainable shipping practices.
, with the remainder held by the Employment Agency of Montenegro. Market Strategy The company’s accumulated loss reached 40
for Crnogorska Plovidba, which regulates wages, social rights, and living conditions on board. : The company has participated in the TEMPUS project
The resilience of Crnogorska Plovidba is a case study in survival. In a global shipping market dominated by massive conglomerates, maintaining a national carrier is difficult but strategically essential. It ensures Montenegro retains control over its supply chains and keeps its maritime know-how within its borders.
The story of begins in 1945, in the immediate aftermath of World War II. As part of the former Yugoslavia, Montenegro (then a republic) sought to utilize its natural advantage—the deep-water port of Bar. Officially established in 1945, the company started with a modest fleet of captured or salvaged vessels.