## Company Profile New Transport Milan s.r.l. — Milan-based freight forwarder (lead: Costantino “Tino” Volpe, President). Public evidence lists the company as an Italian forwarding/logistics operator serving Milan/Northern Italy (see Chi_Siamo page). As a Milan forwarder they operate in the Northern Italy corridor (Lombardy hub) and therefore serve clients that import/export through Genoa, La Spezia, Trieste and northern interports (Verona/Padova/Novara). Typical client base likely includes SMEs in manufacturing, fashion, food & beverage and industrial components that need multimodal routing (road/sea/rail) and customs/house‑brokerage services. ## Pain Points 1) Tight trucking capacity & driver shortage causing spot rate volatility and difficulty guaranteeing capacity for Milan shippers (esp. on Genoa/La Spezia lanes). 2) Rapidly increasing data & compliance burden (CBAM, ICS2, ETS) requiring emissions and pre‑arrival data collection, HS/origin accuracy and TMS/EDI upgrades. 3) Routing complexity and liability risk as rail underperformance at Genoa and port/road disruptions force ad hoc rerouting and more complex multimodal planning. ## Intel Summary === MULTI-DIMENSION RESEARCH === === 1. [MARKET EVENTS] Italy & Northern Italy freight forwarding market 2026 === **Road trucking capacity & driver shortages (national and North-focused)** - Italian logistics demand remains strong in early 2026, with transport, warehousing and logistics among the sectors with the highest labour demand in February 2026. Road haulage drivers and warehouse operatives are highlighted as the most sought-after profiles, indicating continued tight capacity in trucking. ([trasportoeuropa.it](https://www.trasportoeuropa.it/english/demand-in-italian-logistics-remains-high-as-does-the-driver-shortage/?utm_source=openai)) - Between 2016 and 2024, ton‑km moved by road in Italy increased by about **35.5%** (from 116.8 to 152.7 billion ton‑km), confirming that road remains dominant and is still growing faster than rail. ([repubblica.it](https://www.repubblica.it/economia/rapporti/energitalia/mobilita/2026/05/20/news/ferrovie_rallentamento_del_trasporto_merci_su_rotaia_in_italia-425358999/?utm_source=openai)) - Interports (dry ports/logistics hubs) remain central to the system, but their economic balance is shifting toward warehouse rents while rail activity slows; this reinforces reliance on trucking for first/last mile and many domestic moves. ([adriaports.com](https://www.adriaports.com/en/italy/interports-business-runs-on-warehouses-while-rail-slows/?utm_source=openai)) - 82% of Italian rail freight traffic originates in **Northern Italy**, meaning that congestion/shortages in the North (Lombardy–Veneto–Emilia cluster around Milan, Verona, Padova, Novara) directly translate into pressure on trucking capacity and rates. ([adriaports.com](https://www.adriaports.com/en/italy/interports-business-runs-on-warehouses-while-rail-slows/?utm_source=openai)) **Domestic intermodal (rail + truck) trends relevant to Milan-based forwarders** - Intermodal’s share within total rail freight has increased, but **overall rail freight volumes have slowed** in Italy, creating a paradox where interports handle more trains but rail’s modal share stagnates or slips vs road. ([adriaports.com](https://www.adriaports.com/en/italy/interports-business-runs-on-warehouses-while-rail-slows/?utm_source=openai)) - A May 2026 analysis of Italian rail cargo notes that ton‑km by road grew +35.5% 2016–2024 while rail stagnated, underscoring structural difficulty in shifting freight off trucks. Trieste is confirmed as Italy’s top rail port with **>7,600 trains/year**, followed by La Spezia and Ravenna; Genoa Voltri shows a sharp **‑28% fall in intermodal trains**, down to just over 4,000 per year. ([repubblica.it](https://www.repubblica.it/economia/rapporti/energitalia/mobilita/2026/05/20/news/ferrovie_rallentamento_del_trasporto_merci_su_rotaia_in_italia-425358999/?utm_source=openai)) - La Spezia maintains a strong rail share: the port handled **7,405 trains in 2024 (+4%)** and 3.1 million tonnes by rail (+10.2%), supporting its gateway role for central and northern Italy (Lombardy/Emilia). ([shippingitaly.it](https://www.shippingitaly.it/2025/01/10/traffico-container-in-aumento-nel-2024-a-la-spezia-87/?utm_source=openai)) - At interports, three Northern hubs — **Verona, Padova, Novara** — generate about **half of all interport trains** in Italy (over 26,000 of c. 53,000 trains handled in 2024). This concentration makes Milan-based forwarders highly dependent on capacity and performance at these nodes for rail‑truck intermodal flows. ([adriaports.com](https://www.adriaports.com/en/italy/interports-business-runs-on-warehouses-while-rail-slows/?utm_source=openai)) **Port throughput & congestion signals at Genoa, La Spezia, Trieste (2024–2025)** - Italian container terminals as a whole handled about **10.435 million TEU in 2024**, up **+3.4%** YoY, with revenues up **+8.1%**, indicating a recovery in volumes and pricing after 2023. This includes major Ligurian and Adriatic ports like Genoa, La Spezia and Trieste that serve Northern Italy. ([informare.it](https://www.informare.it/news/gennews/2025/20251673-2024-fatturato-container-terminal-italianiuk.asp?utm_source=openai)) - **La Spezia**: - 2024 container traffic grew **+8.7%**; port authority data show 336k TEU in Q4 2024 alone (+10.5%), with gateway traffic (imports/exports) around **1.14 million TEU for 2024 (+6.8%)**. ([shippingitaly.it](https://www.shippingitaly.it/2025/01/10/traffico-container-in-aumento-nel-2024-a-la-spezia-87/?utm_source=openai)) - Rail’s modal share is significant and rising: 7,405 trains in 2024 (+4%) and 3.1m tonnes by rail (+10.2%). This helps mitigate road congestion on the Ligurian motorways for Milan hinterland cargo. ([shippingitaly.it](https://www.shippingitaly.it/2025/01/10/traffico-container-in-aumento-nel-2024-a-la-spezia-87/?utm_source=openai)) - **Genoa**: - PSA Genova Pra’ remains Italy’s leading gateway container terminal with about **1.40 million TEU handled in 2024**, essentially flat at **+0.1%** vs 2023. Other Genoa terminals (e.g., Sech) saw double‑digit growth. ([adriaports.com](https://www.adriaports.com/en/italy/container-traffic-2024-3-4-at-italian-terminals/?utm_source=openai)) - However, Spediporto (Genoa forwarders’ association) reports **‑11.6% in railborne container traffic at Genoa in 2025**, with the association warning that “if sea grows and rail lags, the system weakens at the critical port‑to‑market interface.” This pushes more volume back onto trucks serving Lombardy/Piedmont. ([ansa.it](https://www.ansa.it/liguria/notizie/2026/04/27/giachero-spediporto-116-traffici-container-via-ferrovia-a-genova-nel-2025_c73402c0-93b5-40e3-9423-fea7dbe36f2d.html?utm_source=openai)) - A 2025 Liguria White Paper for Genoa and Ligurian ports highlights chronic motorway disruptions and works causing significant congestion, affecting accessibility between port and hinterland — including the Milan area. ([ge.camcom.gov.it](https://www.ge.camcom.gov.it/it/promuovi/trasporti-porti-e-infrastrutture/eventi-e-notizie-trasporti/2025_white-paper-liguria_eng.pdf?utm_source=openai)) - **Trieste**: - Trieste is now the **largest Italian port by total cargo tonnage** and the leading rail port, with over 7,600 trains per year; its strength lies in high rail connectivity to Central/Eastern Europe. This shifts some long‑haul hinterland traffic off trucking, but for Milan‑centric flows the main access still involves road legs or longer rail routings. ([repubblica.it](https://www.repubblica.it/economia/rapporti/energitalia/mobilita/2026/05/20/news/ferrovie_rallentamento_del_trasporto_merci_su_rotaia_in_italia-425358999/?utm_source=openai)) - Overall, 2024–2025 throughput data suggest **high utilization but not systemic, chronic “gridlock” congestion**; rather, the risks for Milan-based forwarders center on: (i) rail capacity underperformance at Genoa vs La Spezia/Trieste, (ii) motorway works and disruptions in Liguria, and (iii) continued truck and driver scarcity during demand peaks. **Implications for Milan-based freight forwarders in 2026** - Road remains the de‑facto backbone for Milan’s gateway connections to Ligurian and Adriatic ports; a 35.5% increase in road ton‑km since 2016 and persistent driver shortages imply **elevated trucking rates** and tight spot capacity through 2026. ([repubblica.it](https://www.repubblica.it/economia/rapporti/energitalia/mobilita/2026/05/20/news/ferrovie_rallentamento_del_trasporto_merci_su_rotaia_in_italia-425358999/?utm_source=openai)) - Forwarders with access to strong rail‑truck intermodal services at La Spezia, Trieste, and key interports (Verona, Padova, Novara, Melzo, etc.) can partially insulate themselves from motorway disruptions and driver scarcity, but the plateauing of rail growth and rail declines at Genoa cap the upside. ([repubblica.it](https://www.repubblica.it/economia/rapporti/energitalia/mobilita/2026/05/20/news/ferrovie_rallentamento_del_trasporto_merci_su_rotaia_in_italia-425358999/?utm_source=openai)) Sources: ([trasportoeuropa.it](https://www.trasportoeuropa.it/english/demand-in-italian-logistics-remains-high-as-does-the-driver-shortage/?utm_source=openai)) === 2. [DEMAND SIGNALS] Trade flows affecting Italian forwarders in 2026 === **China–Europe rail freight volumes (context for Italy‑linked flows)** - China–Europe rail container volume (all routes, not Italy‑specific) totaled nearly **430,000 TEU in 2024**, according to sector estimates, and was down about **22%** vs the previous year amid softer Europe‑China trade and more competitive ocean rates. ([railfreight.com](https://www.railfreight.com/beltandroad/2025/08/11/rail-container-volume-between-china-and-europe-shows-22-decline/?utm_source=openai)) - The same analysis notes that 2024 volumes were characterized by **volatile but strong summer peaks** coinciding with spikes in maritime container rates, showing rail remains a tactical “relief valve” rather than a volume‑dominant channel. ([railfreight.com](https://www.railfreight.com/beltandroad/2025/08/11/rail-container-volume-between-china-and-europe-shows-22-decline/?utm_source=openai)) - For Northern Italy, rail‑connected hubs (e.g., Melzo, Verona, Duisburg‑linked services) still offer China–Europe block trains but at reduced frequency vs the 2021–2022 peak. This reduces a bit of east‑bound capacity for Milan‑area forwarders but also relieves some competitive pressure on Med ports and trucking (inference from overall European volume trends). ([railfreight.com](https://www.railfreight.com/beltandroad/2025/08/11/rail-container-volume-between-china-and-europe-shows-22-decline/?utm_source=openai)) **Shifts in Mediterranean–Asia sea freight routes** - The **Port of Piraeus** (Greece) has solidified its role as COSCO’s main Med hub, with container throughput rising from 880k TEU in 2010 to over **5 million TEU by 2023**, making it the largest container terminal in the Mediterranean. It is a core node on the China–Europe Land–Sea Express, linking Asia–Piraeus by sea and then rail/truck into Central/Eastern Europe. ([en.wikipedia.org](https://en.wikipedia.org/wiki/Port_of_Piraeus?utm_source=openai)) - The China–Europe Land–Sea Express Line via Piraeus handled about **181,000 TEU in 2022**, up **18.4%** year‑on‑year, showing growing willingness of Chinese/Asian shippers to use this Med entry route rather than northern ranges alone. ([en.wikipedia.org](https://en.wikipedia.org/wiki/Port_of_Piraeus?utm_source=openai)) - Italian Med transshipment and gateway ports (Gioia Tauro, Trieste, Genoa, La Spezia, Vado, etc.) have also benefited: in 2024, Italian container terminals registered **+3.4% TEU** and **+8.1% revenue**, with major growth at La Spezia, Gioia Tauro and Venice rail‑connected terminals. ([adriaports.com](https://www.adriaports.com/en/italy/container-traffic-2024-3-4-at-italian-terminals/?utm_source=openai)) - For Milan‑oriented cargo, this manifests as: - More Asia–Med direct services calling at **Genoa, La Spezia, Trieste, Vado** as part of re‑routed networks. - Increased use of Adriatic gateways (Trieste, Koper via rail) for Central/Eastern Europe, with some overflow accessible to Northern Italian forwarders via intermodal. - Greater routing competition between Northern Range ports (Rotterdam, Antwerp‑Bruges, Hamburg) and Med ports for Asia–Europe trades, giving Milan forwarders more options but also complexity in transit time/land-leg optimization. ([adriaports.com](https://www.adriaports.com/en/italy/container-traffic-2024-3-4-at-italian-terminals/?utm_source=openai)) **EU manufacturing / reshoring and implications for Northern Italy trade demand** - Northern Italy remains the industrial core of the country, and recent EU initiatives on strategic autonomy, green transition, and reshoring/near‑shoring are encouraging incremental localisation of advanced manufacturing and clean‑tech supply chains within the EU, including Italy (e.g., batteries, machinery, automotive components). While detailed 2026‑only Italy data are still emerging, EU‑level industrial policy briefs signal continued support for on‑shoring “clean tech and critical supply chains” into regions with strong manufacturing bases such as Northern Italy. ([europarl.europa.eu](https://www.europarl.europa.eu/RegData/etudes/BRIE/2026/785707/EPRS_BRI%282026%29785707_EN.pdf?utm_source=openai)) - Trade demand signals for Italian logistics in early 2026 show **high overall logistics demand** and strong hiring in transport/warehousing — a proxy for sustained import/export flows. Logistics was one of the Italian economy’s hottest hiring sectors in February 2026. ([trasportoeuropa.it](https://www.trasportoeuropa.it/english/demand-in-italian-logistics-remains-high-as-does-the-driver-shortage/?utm_source=openai)) - Italian interports’ activity patterns in 2024 point to stable or growing **hinterland distribution functions**: while rail volumes have slowed, warehouse activity and rents at Northern hubs (Verona, Padova, Novara) are buoyant, consistent with resilient flows of manufactured goods into/out of the region. ([adriaports.com](https://www.adriaports.com/en/italy/interports-business-runs-on-warehouses-while-rail-slows/?utm_source=openai)) **Net effect on Northern Italy (Milan‑area) forwarders’ 2026 demand** - Asia–Europe **sea freight via Med ports** continues to grow gradually, offering Milan-based forwarders more direct Med routings and gateway options (Genoa/La Spezia/Trieste/Vado) for both imports of intermediate goods and exports of machinery, fashion, food & beverage. ([adriaports.com](https://www.adriaports.com/en/italy/container-traffic-2024-3-4-at-italian-terminals/?utm_source=openai)) - **China–Europe rail** is smaller and down ~22% in 2024 vs 2023, which slightly reduces modal diversification but does not fundamentally weaken overall east–west capacity. For Milan forwarders, rail remains a niche play (time‑sensitive or high‑value cargo) rather than a volume engine. ([railfreight.com](https://www.railfreight.com/beltandroad/2025/08/11/rail-container-volume-between-china-and-europe-shows-22-decline/?utm_source=openai)) - Strong logistics labour demand and busy Northern interports/ports indicate **solid 2026 import/export flows**, supported by gradual reshoring and EU industrial policy tailwinds, even as some European manufacturing sectors face cyclical headwinds. ([trasportoeuropa.it](https://www.trasportoeuropa.it/english/demand-in-italian-logistics-remains-high-as-does-the-driver-shortage/?utm_source=openai)) Sources: ([railfreight.com](https://www.railfreight.com/beltandroad/2025/08/11/rail-container-volume-between-china-and-europe-shows-22-decline/?utm_source=openai)) === 3. [PROBLEM FRAMING] EU regulatory changes 2025–2026 impacting Italian freight forwarders === **Carbon Border Adjustment Mechanism (CBAM) – implementation and freight‑forwarder touchpoints** - CBAM (Regulation (EU) 2023/956) entered its **transitional phase on 1 October 2023** and will move to full application from **1 January 2026**, when financial obligations (purchase of CBAM certificates) start for covered imports (cement, iron/steel, aluminium, fertilisers, electricity, hydrogen, certain downstream products) into the EU. ([europarl.europa.eu](https://www.europarl.europa.eu/RegData/etudes/BRIE/2026/785707/EPRS_BRI%282026%29785707_EN.pdf?utm_source=openai)) - During the transitional phase (through end‑2025), declarants must submit **quarterly CBAM reports** with embedded emissions data but no payments yet; from 2026, importers (or indirectly represented customs declarants) will need detailed emissions data and will pay based on the EU ETS carbon price. ([europarl.europa.eu](https://www.europarl.europa.eu/RegData/etudes/BRIE/2026/785707/EPRS_BRI%282026%29785707_EN.pdf?utm_source=openai)) - For Milan‑based forwarders acting as **indirect customs representatives**, headaches include: - Collecting verified emissions data from non‑EU suppliers (often in Asia, MENA, CIS). - Ensuring correct CN/HS classification to determine CBAM coverage. - Aligning CBAM reporting with customs declarations and customer contracts (who is the “importer of record” bearing CBAM liability). - A 2026 EP briefing flags ongoing debates about **carbon leakage in sectors not yet covered by CBAM** and the upcoming EU ETS reform, suggesting CBAM scope and practical rules may continue to evolve beyond 2026 — adding regulatory uncertainty for logistics players that must adapt their data and IT systems. ([europarl.europa.eu](https://www.europarl.europa.eu/RegData/etudes/BRIE/2026/785707/EPRS_BRI%282026%29785707_EN.pdf?utm_source=openai)) **EU Emissions Trading System (ETS) extension to maritime & road** - Maritime: The revised EU ETS (Directive (EU) 2023/959) extends carbon pricing to **maritime shipping** from **1 January 2024**, with a phase‑in: 40% of verified emissions covered in 2024, 70% in 2025, and **100% from 2026** for voyages between EU ports and 50% of emissions for voyages between EU and non‑EU ports. ([data.consilium.europa.eu](https://data.consilium.europa.eu/doc/document/ST-13928-2023-INIT/en/pdf?utm_source=openai)) - Mediterranean Member States including **Italy** have expressed concern that ETS costs on maritime may divert transhipment to nearby non‑EU ports, with knock‑on impacts on EU ports and hinterland logistics. ([data.consilium.europa.eu](https://data.consilium.europa.eu/doc/document/ST-13928-2023-INIT/en/pdf?utm_source=openai)) - For Milan forwarders, this translates into **higher bunker/ETS surcharges in ocean freight rates** to/from Genoa, La Spezia, Trieste and other EU ports, plus potential re‑routing of services via non‑EU hubs (e.g., Tangier Med, Port Said), which can complicate transit times and multimodal routings. - Road: A new ETS for buildings and road transport fuel (ETS II) will apply from **2027**, but preparatory discussions and legislation are ongoing in 2025–2026, affecting investment and pricing expectations in road freight. The 2026 EP briefing references work on implementing ETS II and its registry (unit CLIMA.B.2), signalling that fuel suppliers will be covered and costs are likely to be passed through to trucking customers. ([europarl.europa.eu](https://www.europarl.europa.eu/RegData/etudes/BRIE/2026/785707/EPRS_BRI%282026%29785707_EN.pdf?utm_source=openai)) - For Milan‑area forwarders, this means planning for **higher diesel prices and CO₂‑related surcharges** after 2027, influencing mode choice (road vs rail) and contract structures already in 2025–2026. **Customs digitalization – ICS2 and related systems** - The EU Import Control System 2 (**ICS2**) is being rolled out in phases across modes. After air and maritime, ICS2 requirements are being **extended to rail and road**: rail and road carriers bringing goods into the EU must submit **Entry Summary Declarations (ENS)** electronically before arrival from **1 April 2025** (phase‑in by business type and risk profile). ([webgate.acceptance.ec.europa.eu](https://webgate.acceptance.ec.europa.eu/portal9/en/news/ics2-extends-entry-summary-declarations-ens-rail-and-road-transport-1-april-2025?utm_source=openai)) - Freight forwarders serving Milan (often as multi‑modal consolidators) must ensure they can provide accurate pre‑arrival data (shipper/consignee, HS codes, commodity descriptions, routing details) at HAWB/HBL‑equivalent level for truck and rail services crossing external EU borders (e.g., Switzerland, Balkans, Turkey, UK). - Operational headaches: upgrading TMS/EDI systems, aligning data quality from overseas partners, training staff, and managing penalties for late or inaccurate filings. - The EU is concurrently implementing the **eFTI Regulation (EU) 2020/1056** on electronic freight transport information. While not fully mandatory for all private actors yet, it creates a legal framework for authorities to accept electronic freight documents for road/rail/inland waterway/air. The Commission highlights its aim to spur digitalisation and eco‑friendly logistics; implementation measures are being developed and will affect how forwarders store and share transport data. ([transport.ec.europa.eu](https://transport.ec.europa.eu/transport-themes/logistics-and-multimodal-transport/efti-regulation_en?utm_source=openai)) **e‑CMR and digital transport documents** - The **e‑CMR Protocol** (digital version of the CMR road consignment note) has been ratified by most EU Member States including Italy; roll‑out is accelerating as part of broader digitalisation and as companies prepare for eFTI and ICS2 data requirements. While precise Italian 2026 adoption percentages are not yet quantified, EU logistics trade press emphasizes growing use of digital consignment notes on cross‑border road legs. (Synthesis from EU logistics digitalisation sources plus eFTI summary.) ([transport.ec.europa.eu](https://transport.ec.europa.eu/transport-themes/logistics-and-multimodal-transport/efti-regulation_en?utm_source=openai)) - For Milan‑based forwarders, this entails: - Integrating e‑CMR with TMS/WMS and customs systems. - Managing coexistence of paper and digital flows where counterparties/countries are not yet fully digital. - Ensuring legal acceptance for liability/claims documentation in Italy and neighboring jurisdictions. **Compliance headaches specific to Milan freight forwarders (2026)** Pulling these threads together, the main pain points for a Milan‑based forwarder in 2026 are: 1. **Data intensity and IT upgrades** - CBAM reporting (emissions per consignment), ICS2 ENS filings for road/rail, and preparation for ETS II/fuel‑related carbon accounting require much more granular data on shipments than traditional forwarding operations. - Forwarders must invest in systems that can handle **door‑to‑door visibility of HS codes, origins, emissions factors, and transport legs**, and integrate with customers’ sustainability reporting. 2. **Cost pass‑through and pricing complexity** - ETS for maritime is already raising ocean surcharges and will be fully priced in by **2026**; future ETS II for road from 2027 will add further cost layers. CBAM charges from 2026 will affect cargo in specific product categories, with price volatility driven by the EU carbon price. ([europarl.europa.eu](https://www.europarl.europa.eu/RegData/etudes/BRIE/2026/785707/EPRS_BRI%282026%29785707_EN.pdf?utm_source=openai)) - Milan forwarders must design tariffs that separate base freight, fuel, ETS and CBAM components, and explain these to SME exporters/importers who lack in‑house compliance teams. 3. **Risk of mis‑declarations and liability** - Under CBAM and ICS2, errors in HS classification, origin, or emissions data carry not only customs‑style penalties but also reputational and financial risks. - As many Italian SMEs expect their forwarder to “take care of” customs and compliance, Milan intermediaries risk **becoming de‑facto liable** if responsibilities are not clearly contractually allocated. 4. **Operational friction at ports and border crossings** - ICS2 and stricter risk analysis can result in more holds, inspections, and data‑related delays, particularly at external EU borders and key Med ports, if data quality is poor. - Combined with infrastructure constraints (Ligurian motorways) and rail underperformance at Genoa, this can create bottlenecks between ports (Genoa/La Spezia/Trieste) and Northern Italian inland hubs. ([ansa.it](https://www.ansa.it/liguria/notizie/2026/04/27/giachero-spediporto-116-traffici-container-via-ferrovia-a-genova-nel-2025_c73402c0-93b5-40e3-9423-fea7dbe36f2d.html?utm_source=openai)) Sources: ([europarl.europa.eu](https://www.europarl.europa.eu/RegData/etudes/BRIE/2026/785707/EPRS_BRI%282026%29785707_EN.pdf?utm_source=openai))