On May 19, 2025, the Council of Ministers approved the “Infrastructure Decree,” a measure eagerly awaited by many industry stakeholders but which has already sparked a heated debate. The declared aim is to unblock construction sites, accelerate the completion of strategic projects, and—no less importantly—support key sectors such as logistics, ports, and freight transport. But what are the real benefits, and what are the potential drawbacks of this decree?

Freight Transport: Revised Waiting Times and Grace Period

The Infrastructure Decree introduces a series of measures intended to give a positive boost to the freight transport sector, a vital component of the Italian logistics chain. Among the most notable are interventions aimed at reducing operational costs and promoting greater contractual fairness.

One of the most anticipated changes by freight carriers concerns stricter regulations on waiting times and the grace period: the decree reduces the grace period for loading and unloading operations from two hours to ninety minutes. Beyond this threshold, an automatic compensation of 100 euros—subject to annual adjustment—is triggered for every hour or fraction thereof of delay.

This provision, which establishes joint liability for both the client and the shipper, aims to protect freight carriers from prolonged waiting times, which often translate into unpaid working hours and increased operational costs due to vehicle downtime. It represents a significant step toward greater transparency and contractual balance between clients and carriers.

Shortening Payment Times

At the same time, the decree addresses payment deadlines. The goal here is to combat the chronic delays in payments that afflict many freight transport companies, jeopardizing their liquidity and financial sustainability. The decree introduces faster mechanisms for recovering owed sums and, in cases of violations, empowers the Competition and Market Authority to intervene. This authority now has supervisory and sanctioning powers to discourage dilatory practices, ensuring greater certainty of cash flow for companies.

Also noteworthy are the allocations of 6 million euros each for 2025 and 2026 dedicated to renewing the freight transport vehicle fleet. These funds are aimed at incentivizing the purchase of more modern, less polluting vehicles (Euro VI and above, as well as alternative propulsion vehicles) and safer models. This initiative not only seeks to alleviate the financial burden on transport companies—often squeezed by fuel and maintenance costs—but also promotes a transition toward more sustainable and technologically advanced logistics, aligned with European decarbonization objectives.

Ports and Intermodality

Regarding ports and intermodality, the decree seeks to strengthen their role as strategic hubs for the Mediterranean region. Targeted investments are planned to modernize port infrastructure, expand basins, and optimize intermodal connections. A key component of this effort is the strengthening of RAM (Rete Autostrade Mediterranee), the Ministry of Infrastructure and Transport’s in-house company responsible for “motorways of the sea” and intermodality. Additional funding of 4.2 million euros over three years will enable RAM to enhance infrastructure and services for short-sea shipping connections, reducing reliance on long-haul road transport and easing congestion on road networks.

This translates into more efficient ports, better connected to land and rail networks, faster loading and unloading times, reduced congestion, and a greater capacity to attract traffic. The objective is to transform Italian ports into genuine gateways to Europe, making them more attractive than foreign competitors. Increased investment in port infrastructure, in particular, should promote the creation of new hinterland logistics areas, thereby increasing storage and distribution capacity.

Shadows: Persistent Bureaucracy and Risk of Concentration

One of the most significant criticisms concerns the lack of a comprehensive reform of port governance. Although the decree addresses port regulations and maritime state property, it appears that the structural reform awaited by many to modernize and make Italian port management more efficient was not delivered. Specifically, the absence of provisions addressing specific port governance issues has been noted.

Furthermore, despite the aim to foster competition and prevent the automatic renewal of concessions through the introduction of tender obligations, doubts remain regarding the effectiveness of these measures in overcoming existing problems and ensuring genuine transparency and competition in the long term.

Regarding the individual measures introduced, a major concern is the actual ability to overcome bureaucracy. Although the decree promises simplifications and streamlined procedures, many fear that the new rules may generate further interpretative complexities, effectively shifting the problem rather than resolving it.

Italian legislative history is, unfortunately, marked by attempts at simplification that have resulted in further regulatory layering. The true test will be the speed of implementation and the clarity of guidelines to prevent well-intentioned measures from getting bogged down in bureaucratic red tape.

Another significant criticism is the risk of excessive concentration of decision-making power in the hands of a few individuals or entities. Some observers worry that, in the interest of accelerating processes and new regulations, transparency and the involvement of all stakeholders might be sacrificed. This could lead to less inclusive and ultimately less effective decisions in the long run. It is essential that the decision-making process remains open and that the needs of all players in the logistics chain—from large companies to small operators—are duly considered.

Finally, while investments in ports and the strengthening of RAM are welcomed, concerns have been raised regarding the geographic distribution of interventions. There is a risk that funds may be concentrated on a few large hubs or already ongoing projects, leaving smaller ports or those with specific needs behind—ports that could nonetheless play an important role in the local logistics fabric. A more balanced vision and a development strategy that takes into account the peculiarities of each port and regional intermodal connections would be desirable to maximize the positive impact of the decree.

Source: Logisticanews.it