As the automotive industry continues its drive toward greater sustainability, a recent study titled Repair, Reuse or Replace—conducted by the British Vehicle Recyclers Association (VRA) in collaboration with Oakdene Hollins builds on the groundwork established by the 2023 Repair versus Replace initiative, a joint effort involving Allianz SE, the Allianz Center for Technology, Metsims Sustainability Consulting, and Oakdene Hollins. The study delivers a clear and compelling message: regarding carbon emissions in vehicle repair, repair is the most sustainable option, followed by reusing parts, with replacement using new components that rank as the least environmentally friendly.
This latest study, Repair, Reuse or Replace, builds on Allianz’s 2023 Repair versus Replace initiative and continues the pursuit of evidence-based decision-making in sustainable repair practices. This time, the focus is on quantifying the CO₂e emissions associated with using reclaimed (used) spare parts, something long embraced by the auto recycling industry but now rigorously validated through scientific analysis.
A compelling comparison lies at the heart of the study: repair versus replacement of a VW ID.3 front door, assessing the carbon impact of various repair scenarios. The findings are striking. The CO₂e footprint for using a new part is over 200% higher than that of a repair while replacing the part with a used component still incurs a 20% increase over direct repair.
Equally important, the study dives into the often-overlooked emissions contributors: transport, packaging, and handling. Even when factoring in dismantler van journeys, forklift use, and cleaning, these logistics accounted for just 5% of the total CO₂e emissions in the used parts scenario. That’s a small price for the emissions savings gained by avoiding new production.
Additionally, the study acknowledges the practical realities of repair shop emissions, highlighting how painting and curing operations dominate the footprint in reused part scenarios. In fact, in the case of a used front door, nearly 80% of emissions were attributed to paintwork, underscoring the need for parallel improvements in body shop processes, such as shifting to renewable energy sources.
Packaging, too, was examined in detail for the first time. Whether dealing with new or used parts, tertiary packaging is often required, especially when parts are sourced from beyond national borders. Even so, the net benefit of using a part salvaged in-country, such as within the UK, far outweighs the emissions from transport and packaging, particularly when importing new parts from abroad.
Perhaps most encouraging is how this study embodies industry-wide collaboration. It reflects how insurers, recyclers, sustainability consultants, and researchers can come together to set data-backed benchmarks and push the repair industry toward a lower-carbon future.
As vehicle technologies evolve and electric vehicles enter the mainstream, the implications of this research will only grow. Newer parts are more complex and potentially more carbon-intensive to manufacture, and consumers and regulators are demanding greener repair options.
The research signals a maturity in the conversation around sustainable vehicle repair. For B2B stakeholders, whether insurers, recyclers, OEMs, or body shops, the message is clear: prioritise repair, champion reuse, and resort to part replacements only when absolutely necessary.
To read the full report, go to www.azt-automotive.com
Click on the following link to read the VRA Repair, Reuse Or Replace Study
Source www.azt-automotive.com
