On 16 April 2025, Fermerci submitted its annual report on Italian rail freight transport in 2024 to the Chamber of Deputies, produced in collaboration with PwC, RSE and the University of Naples Federico II. The snapshot reveals a setback following the recovery seen at the end of the Covid-19 pandemic: trains covered 51.2 million kilometres and generated traffic of 23 billion tonne-kilometres, nearly 5% less than the peak recorded in 2021. This decline was worsened by bottlenecks that slowed down the network, including the prolonged closure of the Frejus tunnel and construction works funded through the NRRP. The sharpest decline was recorded at the Alpine crossings, with falling volumes towards Switzerland and France. The North remains the hub of traffic flows, yet recent years have seen the most significant growth in Sicily, while the North-West is in retreat – a sign that traditional manufacturing districts are suffering more than others.
The RFI network is now chronically congested: one in six sections is saturated for many hours a day, with the worst blockages affecting major freight corridors. Adjustments to accommodate 740-metre trains, the adoption of the European loading gauge and the rollout of ERTMS promise to free up capacity. However, for now, the construction sites force trains onto diversions that lengthen routes and artificially inflate performance indicators. In ports and inland terminals, last-mile connections and shunting costs remain unresolved issues – a drag that enhances the competitiveness of road transport over short distances.
A comparison at European level reveals Italy’s lagging performance: in 2022, the national rail freight share dropped to 12.4%, the only decline among the EU’s major economies. Germany, Austria and even Spain registered small but meaningful improvements. European observers continue to stress that without stable incentives and infrastructure in line with EU standards, the shift from lorries to trains will remain a distant goal.
The report identifies five key challenges shaping the sector’s agenda. The first is the industrial downturn: since 2019, Italy’s industrial output has dropped by over six percentage points, slashing demand for heavy transport. The second is the environmental transition: the National Energy and Climate Plan requires the transport sector to reduce consumption by seven million tonnes of oil equivalent by 2030 and to triple the amount of renewable energy used by trains.
The third challenge is digitalisation: Italy must equip almost 17,000 kilometres of track with ERTMS, integrate data-sharing platforms and trial automatic wagon coupling. But resources are needed to upgrade rolling stock and bridge the traceability gap with road transport. Added to this is the demand for more resilient supply chains after years of global crises: businesses now expect redundant transport solutions with real-time visibility – a demand the rail network only partially fulfils. Lastly, the issue of capacity: it is estimated that the share of road volumes that could realistically shift to rail equals 15%, but the network is already near its limits and lacks a management framework to prioritise freight trains when space is tight.
Operators are counting on incentives, but continuity remains elusive. Ferrobonus and Norma Merci have supported intermodal services, yet funding changes from year to year: only ten million euros are allocated for 2027, compared to thirty-two million planned for 2026. Some regions have introduced local subsidies, but these are fragmented and short-term. The industry is therefore calling for a multi-year funding horizon, compensation for disruptions caused by construction works, and steady support for nodal costs – the Achilles’ heel of short-haul connections.
Discussions with operators reveal a broad consensus on the need to digitalise the intermodal chain. The EasyFreightRail portal is seen as a step forward, but there is a widespread call for real-time operational data to shorten booking times and respond swiftly to travel disruptions. On the demand side, sustainability concerns are growing louder: with road transport expected to be included in the EU Emissions Trading System by 2027, cost differences may shrink, and many companies, required to report their carbon footprint, are beginning to demand rail transport in their supply chains. The sector, however, is hampered by a chronic shortage of drivers and digital technicians, a situation made worse by the new expectations around work-life balance expressed by younger generations.
The report concludes by warning that 2025 could be a decisive year for rail freight. Ongoing closures and construction works risk further reducing volumes, but the combination of climate obligations, the reform of the CO₂ market and new technologies offers an unprecedented competitive edge. Presenting the report, Fermerci president Clemente Carta reiterated the need for certainty in the sector.
He stressed that “it is essential to ensure a stable and predictable regulatory framework so that businesses can plan investments and operate efficiently.” The association welcomes the railway infrastructure upgrades, which will make the network safer and better aligned with European standards. “However, until these upgrades are completed, adequate financial compensation must be provided for operators affected by network disruptions. Without these measures, there is a real risk of further undermining a sector already severely tested by an unfavourable economic climate and an uncertain international context,” added Carta.
The Fermerci president concluded his speech with a direct appeal to the Government: to make the current traffic incentives (Ferrobonus and Norma Merci) permanent and increase their funding levels. He also called for renewed investment incentives for the purchase of locomotives and freight wagons, noting that companies have already invested over 700 million euros “trusting in public support that has yet to be delivered.”
