Tofčević: The state declaratively supports the green transition, but specific national subsidies are rare or non-existent

Montenegro declaratively supports the green transition, and the use of bicycles, walking and other alternative forms of transportation is on the rise, according to the Biciklo.me organization, warning that the lack of infrastructure and strategic planning is limiting more serious progress.

Dejan Tofčević from that organization told the MINA agency that there is visible progress in social awareness and the popularity of cycling in Montenegro, but that the country's infrastructure is stagnating or even regressing rather than being fundamentally transformed.

"The use of bicycles and walking is constantly increasing. Citizens are increasingly going to work and school or college by bicycle, on foot or by electric scooter because they save time and money," said Tofčević.

He pointed out that public transport, especially in Podgorica, has become an increasingly attractive mode of transport in recent years, but that it needs to be raised to a much higher level in order for a critical mass of citizens to accept it.

Cities subordinated to cars, Montenegro without dedicated cycling infrastructure

Tofčević said that all cities in Montenegro have ideal meteorological and orographic conditions for the development of alternative modes of transport, but that most cities are still dominated by cars and suffer from problems caused by illegal parking, for which local governments do not have an adequate response.

"Pedestrians face missing, narrow or blocked sidewalks usurped by motor vehicles, so it is not uncommon to see pedestrians moving along the roadway while cars are parked on the sidewalks," said Tofčević.

Tofčević said that most cities in Montenegro do not have cycling infrastructure at all.

"A slightly better, although still fragmented, poorly designed, unprofessionally maintained or even not maintained at all, infrastructure exists in Podgorica," said Tofčević.

According to him, other cities only have a few sections or the paths are part of a promenade like coastal cities.

This, as he pointed out, is not a functional public transportation network because it is not planned comprehensively with the aim of meeting the need for alternative means of transportation.

As Tofčević said, many bicycle paths in cities are reduced to improvised solutions on sidewalks, which is contrary to the declared positions of more or less all local governments on the development of infrastructure for walking and cycling, because in this way, the surface area for the movement of those who are supposedly being stimulated is taken away.

"Dedicated cycling infrastructure, which is the safest and attracts the largest number of citizens to use bicycles or electric scooters, still does not exist in Montenegro," Tofčević emphasized.

When asked how much the state really encourages alternative modes of transportation, Tofčević said that the bulk of the incentives fell on individual, small local governments that mainly provide subsidies for the purchase of bicycles or electric scooters.

The real call to use alternative transportation, he emphasized, is the construction of separate cycling infrastructure that provides an adequate level of safety for road users who should use it.

"The state declaratively supports the green transition, but concrete national subsidies are rare or non-existent," said Tofčević.

According to him, subsidies are great for animating citizens, but without adequate infrastructure they can be counterproductive because they send new cyclists into unsafe traffic.

"It is often an attempt to 'skip the stairs' in order to score quick and cheap political points," said Tofčević.

As he pointed out, practice in developed countries has shown that a safe space for cycling encourages mass use, so there are cities like Utrecht where citizens have largely neglected the use of city transport in favor of cycling.

According to him, as long as parking spaces in cities are treated as a priority over green spaces and paths, mobility will be in crisis.

In the practice of the region, there are many examples of positive practices.

"Ljubljana is a regional and European model for how the city center is completely free from cars in favor of pedestrians and cyclists, and we often use it as a good example for Podgorica since they are similar in size and orography," said Tofčević.

He said that cities like Zagreb, Novi Sad or Tirana, which are considerably larger than Montenegrin ones, have recently made significant investments in urban traffic and expanded the network of bicycle paths using quick and cheap solutions, often taking away part of the roadway from motor traffic.

"An interesting example is Shkodra, which ceded the space occupied by illegally parked cars to cyclists, but even more dynamic changes are needed to achieve more significant results," said Tofčević.

Missed potential of cycle tourism

Tofčević sees the lack of adequately maintained cycling and hiking routes in Montenegro as a huge untapped potential.

"Cycling tourists are guests who spend more than average and stay longer. Montenegro has incredible terrain and natural opportunities, but the lack of safe routes, especially on the coast, discourages this segment of tourists," said Tofčević.

According to him, despite the state's indifference, bicycle tourism is developing organically, so during the tourist season, groups or individuals on bicycles are often seen.

However, as he pointed out, the importance of the Mediterranean route (EuroVelo 8) passing through Montenegro is still not recognized, and which, for 200 thousand euros, could be equipped with all the necessary facilities and would attract cycle tourists from all over the world.

"This is not the only opportunity for the development of cycle tourism that we are missing, but it is a picture of our relationship towards the tertiary sector, which generates around 75 percent of the total gross domestic product (GDP)," said Tofčević.

As he added, the fact that agencies organizing cycling tours in Montenegro have to choose marches and routes where there are fewer illegal dumps speaks for itself.

"We are definitely missing a great economic opportunity due to the proverbial disinterest, ignorance and indolence of decision-makers," said Tofčević.

The adoption of the Law regulating the use of electric scooters is pending.

Speaking about electric scooters, Tofčević stated that their use is defined by new legal solutions, namely the Law on Road Traffic Safety (ZOBS), which defines it as a light electric vehicle (LEV).

The law, he explained, stipulates that electric scooters must be used on bicycle infrastructure or roadways.

Tofčević pointed out that the law regulates speed limits that differ according to age, but also provides for penalties for negligent parents who allow children under the age of 16 to ride scooters on public roads.

"We are still waiting for the adoption of the law in the Parliament, although the proposal has been completed for a long time. I hope that the new law will not remain just a dead letter on paper and that the institutions will find the strength to implement it, because if that does not happen, we will be paying too high a price for a long time to come - in human lives," Tofčević concluded.