Civil servants serving on examination committees for seafarers will no longer have the ability to conduct private training and exam preparations for seafarers, a practice that has been common until now. Additionally, the certificate of seafaring experience will see simplifications. The regulation that prevents seafarers from being employed by agencies without a representative office in Montenegro will be eased. Moreover, the deadline for owners of smaller passenger vessels operating on the sea and Lake Skadar to meet EU safety standards will be extended, and regulations concerning vessel speed limits in both the lake and ocean will be relaxed…

These represent a selection of the proposals in the draft law on navigation safety, which the Ministry of Maritime Affairs has deemed acceptable.

The large hall at the Chamber of Commerce in Podgorica, which hosted a public discussion on the draft law yesterday, could not accommodate all interested parties. Ministry representatives, State Secretary Jovan Šćekić and Director of the Directorate for Maritime and Inland Navigation Goran Idrizović, announced that they have received numerous comments and proposals on the draft law regarding navigation safety, all of which will be taken into consideration.

Idrizović, a seasoned captain with decades in maritime affairs, noted that certain solutions within the draft appear illogical and clarified that he was not involved in the working group that crafted it. The leader of that working group, advisor Vladan Radonjic, was notably absent from the round table discussion yesterday.

Will boats need 500 captains?

The draft law mandates that all boats exceeding 12 meters in length and carrying more than 12 passengers will be officially classified as ships, necessitating the presence of a qualified ship captain with all required credentials, similar to those of actual ships.

Representatives from associations of tourist boat owners on Lake Skadar and coastal areas have expressed concerns regarding these stipulations. Previously, they required a boatmaster and a sailor-motorman, but they will now need to appoint a captain as well.

Representative Sladjana Petranović of the Lake Skadar tourist boat owners claimed they would require 75 captains, a number not feasible in Montenegro. A representative from Kotor’s tourist boat association estimated that 300 to 400 captains would be needed for the Bay of Kotor. Additionally, boat operators from the lake voiced objections regarding engine power limits and the imposed speed limit of four knots, which they stated would necessitate 4-5 hours for the shortest routes.

Idrizović explained that per current law, navigation on Lake Skadar is classified as maritime navigation, and the requirement for a ship captain is derived from an EU maritime safety directive. He mentioned that there could be exceptions and that additional time for compliance with this law would be granted.

On the matter of engine power for vessels on the lake and speed limits, he indicated that the existing solutions were informed by recommendations from the National Park. Responding to claims from boat owners that the National Park had altered those recommendations, Idrizović stated that if that were indeed the case, the norms in the draft law would also be adjusted accordingly.

He added that the transport of passengers in free navigation will be examined more thoroughly in the forthcoming Law on Ports and Docks, currently in preparation, and that boat owners will have a reasonable period to adapt to the stricter EU directives.

Disputed mediation in the employment of seafarers

Nikola Peranović from the Seafarers’ Union insisted on modifying the article concerning the certificate of seafaring experience to facilitate its acquisition, as well as changing the article related to employment mediation for seafarers.

The draft law stipulates that companies wishing to employ Montenegrin seafarers must establish a representative office in Montenegro. Peranović noted that several hundred seafarers are employed by companies lacking a local office, a scenario that is financially impractical for them.

“This solution would render them unemployed; thus, it must be revised,” argued Peranović.

Idrizović acknowledged the suggestion concerning the certificate of seafaring experience. On the matter of employment mediation, he stated that oversight of seafarer employment is essential for Montenegro, which necessitates this regulation, although improvements can be made.

Speedboats exceeding four knots

Members of the Association of Small Speedboat Owners, involved in tourist transport, raised concerns about the proposed speed limit reduction to four knots, requesting permission to operate at speeds up to 10 plus 10 knots. They advised designating specific zones and sea routes for passenger transport and adopting Croatia’s 3-C category for small speedboats. They also critiqued narratives about reckless operation of speedboats as exaggerated.

Idrizović mentioned prior discussions on this topic, indicating that while maintaining existing speeds in certain areas may be possible, exceeding the maximum of 20 knots will not be allowed.

Traditional boat manufacturer on Lake Skadar Marko Brnović stated that the law fails to recognize traditional boats and hinders their registration. Idrizović expressed that this was the first he had heard of such an issue and proposed organizing a special meeting with boat owners.

Another grievance raised was the lack of recognition for solar and electric-powered vessels, which Idrizović confirmed would be addressed.

Obstructions caused by Verige66 lights and boat painting regulations

Discussion participants also called for the removal of lights from the Verige66 restaurant, which obstruct navigation, and the elimination of a provision allowing megayachts to bypass hiring a local pilot after five successful trips, highlighting concerns that the same captain may not always be aboard and familiar with navigating to the port and marina.

There were also suggestions for conducting technical inspections of boats and small vessels prior to painting, as painting can conceal defects, specifying deadlines for the removal of wrecks from the sea, offering free pilotage training at companies with concessions, and clearly defining tugboat classifications and their applications.

Idrizović found these suggestions reasonable and assured that they would be considered. He also mentioned that fine amounts would be increased under penalty provisions, and transitional provisions will allow for extended compliance periods with the law.

Regulations on ferries

Representing the Maritime Administration overseeing the Kamenari – Lepetani ferry line, Aleksandar Crvenko reiterated that ferries are not categorized within the draft law, creating ambiguity regarding their classification.

He pointed out that ferries require multiple captains to oversee shifts, unlike other types of vessels. He noted that while pilotage is stipulated for ships of their size and passenger capacity, it may be unnecessary for such short distances.

Idrizović confirmed that meetings had already taken place regarding these concerns, assuring that ferry regulations would be established.

Private training conducted by ministry officials

Nikola Peranović from the Seafarers’ Union emphasized the need to alter the article concerning examination commission operations to prevent civil servants from the Ministry of Maritime Affairs, who serve on these commissions, from acting as instructors in private training centers for seafarers preparing for examinations. He argued that this is crucial to maintain trust in Montenegro’s seafarer education and licensing.

“I was part of a group that attended private training led by an official from the ministry, before subsequently taking the exam in that same area, and unsurprisingly, we all passed,” Peranović noted.

Idrizović acknowledged the validity of this concern and agreed that the proposed change would be implemented.

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