Almost Half of Companies Breach the Law Despite Record-Breaking Payments

The road freight transport sector in Spain has reached a historic milestone in the fight against late payments. According to data from the Permanent Observatory on Late Payments, prepared by FENADISMER in collaboration with the Quijote Foundation for Transport, the average payment period for carriers stood at 58 days in August. This figure marks a turning point, as it is the first time the statistical average has fallen below the legal maximum limit of 60 days established by law.

This reduction to 58 days is not an isolated figure but the culmination of a consolidated positive trend throughout 2025. Months like June and July had already recorded averages very close to the legal limit, specifically 60 and 61 days respectively, foreshadowing the possibility of breaking this record. The progress is significant considering that since the approval of the sanctions regime against late payments at the end of 2021, payment terms have been reduced by approximately 23 days, representing an improvement of nearly 30% over a four-year period. This progress is largely attributed to increased awareness and inspection efforts in the sector.

The legal framework that made this advance possible is Law 13/2021, which modified the Land Transport Regulation Law (LOTT) to establish a specific sanctions regime. For the first time, exceeding the 60-day period to pay for transport services was classified as an administrative offense, with fines that can reach €30,000 in serious cases. This regulation, long demanded by sector associations, has provided an effective tool to deter late payers and protect the cash flow of self-employed drivers and small-to-medium-sized transport companies.

Despite this achievement, almost half of shipper and intermediary companies, 49%, continue to breach regulations by paying outside the legal period. However, a detailed analysis shows that the vast majority of these breaches, 81%, are minor, with delays of between 60 and 90 days. More concerning is the persistent 7% of companies that still pay at 120 days or more, although this percentage has improved substantially compared to the 20% recorded in 2022. This indicates that while the problem of structural late payment has not disappeared, its severity is being mitigated.

Regarding payment methods, the sector shows a clear evolution towards more modern and traceable methods. Bank transfers are, by far, the most used medium, accounting for about two out of every three transactions (64%). This is followed by confirming, a payment management instrument, used in 30% of cases. More traditional methods, such as promissory notes (5%) and checks (less than 1%), are now residual.

In short, falling below the 60-day average barrier is excellent news for the economic health of a strategic sector. It demonstrates that the combination of adequate legislation, inspection pressure, and constant vigilance by professional organizations can correct harmful inertia. The challenge now is to consolidate this trend and continue working so that compliance with the law, which today is a statistical average, becomes a reality for one hundred percent of Spanish carriers.The road freight transport sector in Spain has reached a historic milestone in the fight against late payments. According to data from the Permanent Observatory on Late Payments, prepared by FENADISMER in collaboration with the Quijote Foundation for Transport, the average payment period for carriers stood at 58 days in August. This figure marks a turning point, as it is the first time the statistical average has fallen below the legal maximum limit of 60 days established by law.

This reduction to 58 days is not an isolated figure but the culmination of a consolidated positive trend throughout 2025. Months like June and July had already recorded averages very close to the legal limit, specifically 60 and 61 days respectively, foreshadowing the possibility of breaking this record. The progress is significant considering that since the approval of the sanctions regime against late payments at the end of 2021, payment terms have been reduced by approximately 23 days, representing an improvement of nearly 30% over a four-year period. This progress is largely attributed to increased awareness and inspection efforts in the sector.

The legal framework that made this advance possible is Law 13/2021, which modified the Land Transport Regulation Law (LOTT) to establish a specific sanctions regime. For the first time, exceeding the 60-day period to pay for transport services was classified as an administrative offense, with fines that can reach €30,000 in serious cases. This regulation, long demanded by sector associations, has provided an effective tool to deter late payers and protect the cash flow of self-employed drivers and small-to-medium-sized transport companies.

Despite this achievement, almost half of shipper and intermediary companies, 49%, continue to breach regulations by paying outside the legal period. However, a detailed analysis shows that the vast majority of these breaches, 81%, are minor, with delays of between 60 and 90 days. More concerning is the persistent 7% of companies that still pay at 120 days or more, although this percentage has improved substantially compared to the 20% recorded in 2022. This indicates that while the problem of structural late payment has not disappeared, its severity is being mitigated.

Regarding payment methods, the sector shows a clear evolution towards more modern and traceable methods. Bank transfers are, by far, the most used medium, accounting for about two out of every three transactions (64%). This is followed by confirming, a payment management instrument, used in 30% of cases. More traditional methods, such as promissory notes (5%) and checks (less than 1%), are now residual.

In short, falling below the 60-day average barrier is excellent news for the economic health of a strategic sector. It demonstrates that the combination of adequate legislation, inspection pressure, and constant vigilance by professional organizations can correct harmful inertia. The challenge now is to consolidate this trend and continue working so that compliance with the law, which today is a statistical average, becomes a reality for one hundred percent of Spanish carriers.