Essential information for end of life vehicle dismantling, depollution and recycling


Industry expert gives overview of dismantling industry prior to IARC 2018

Joseph M. Holsten IARC
Joseph M. Holsten

The 18th International Automobile Recycling Congress (IARC) is due to take place in March at the Marriott Hotel in Vienna, Austria. So far, over 190 participants from a total of 26 different countries have enrolled including many from the automotive industry. The programme includes almost 30 presentations and three keynote speakers.

One of them is Joseph M. Holsten, Chairman of the Board, LKQ Corporation, USA. He will give an overview of the dismantling market and present his personal market assessment. Before the conference, ICM asked Joseph M. Holsten how he views the European market and what the future challenges for the dismantling market will be. 

1. Mr Holsten, you have also been working in Germany since your acquisition of Stahlgruber GmbH last year. How do you rate the European dismantling market?

I rate it as attractive. The European car parc is enormous, and the high age of vehicles provides for a lot of opportunity to provide a strong value proposition to the repair and parts replacement markets. Some quick observations that we have – the yards are typically smaller here in Europe, the operators likely have a larger focus on scrap materials than on parts sales, more exporting in Europe, more of a DIY focus in Europe than a DIFM (do-it-for-me), and the auto insurance industry is less of a factor in Europe than the US.

2. What distinguishes the European market from the US market?

The primary difference in my view is that the US market is far more focused on the value of the parts that are dismantled, whereas I find many European players to be concentrating mainly on the scrap value that can be derived from a car, whether it is a late model or an ELV. As a general rule of thumb, US industry participants are likely operating on a larger footprint than European contenders, and that is likely due to more availability of land in the US, at less expensive costs.

Another factor weighing on the business models in the two markets is that the US automotive insurance industry has focused for at least two decades now, on incorporating used auto parts, from dismantlers, into the repair of auto’s involved in an accident, as a means of reducing costs, ensuring quality repairs, and being competitive on their premiums; in Europe, that really has not happened to the same degree as the US. With this higher demand for quality used parts in the US, dismantlers are enabled to pre-dismantle parts they will see demand for, and inventory the parts into electronic cataloguing systems, and that is not always happening in Europe.

3. What particular challenges do you see for the dismantling market in general?

In Europe, I believe the largest challenge near-term is the low level of demand for late model parts recovered from salvaged vehicles. More demand for these valuable and quality parts would push up the value of salvage, improve the profitability of the industry, and would benefit the sustainability contributions of the industry; with the hierarchy of waste management being “reduce, reuse, and recycle,” a significant improvement can be made by pushing these parts from being a “recycled product” to a re-used product, and through added remanufacturing in the market, even more product can be moved into the re-use category.

Longer term, and worldwide, I think the challenge for the industry will be to alter business models to address the impact from more collision avoidance technology, the likely shift to more electric vehicles in the car park, plus the impact of autonomous driving. Obviously, these changes will flow into the market over a couple of decades, allowing the industry to alter their business models over a long period of time.

4. End-of-life vehicle recyclers are increasingly complaining about the difficulties involved in processing composite materials. How do you deal with this trend?

In terms of composite materials, we are just beginning to see somewhat immaterial quantities in the damaged cars that we buy in the US, so it really has not been a factor to date. I suspect that the European dismantlers are likely ahead of the US in how they manage the product, so an opportunity for us to take operating practices from Europe back to the US.

5. Which business promises more growth? The spare parts business or the recycling of individual material fractions?

Focusing solely on Europe, I suspect that the dismantling and shredding industries are doing a pretty good job on the overall recycling of auto’s, and the question to be answered is really “how much is enough?“ So, while continued improvement in technology, and actually applied technology, is working well regarding individual fractions, I think it is the spare parts business that should be growing faster. Perhaps most importantly, the spare parts market needs to generate more alternatives to be more relevant. A higher quantity AND quality of used parts need to be readily available for consumers, at prices that provide an attractive value proposition, for both the do-it-yourself customer, as well as the professional do-it-for-me repair shop.  The opportunities for higher volumes of used part sales are huge.

At the IARC 2018, Joseph M. Holsten will go into greater detail on the topic of further current trends in the dismantling market, especially on the dismantling businesses for all sorts of mobile assets like motorcycles or farming equipment.

For further details of the upcoming IARC event visit


More News


ATF Professional LLP is registered in England and Wales with Partnership number OC418339

The views and opinions expressed on ATF Professional are solely those of the original authors and other contributors. These views and opinions do not necessarily represent those of the editor, publisher or staff of ATF Professional.



01432 355099

© All rights reserved

Owain Griffiths

Owain Griffiths

Head of Circular Economy at Volvo Cars

Owain joined Volvo Cars in June 2021 to lead Circular Economy in the Global Sustainability Team. The company has committed to being a circular business by 2040 and has financial, recycled content and CO2 based targets for 2025, all of which Owain is working across the company to make happen. Owain previously worked for circular economy consultancy Oakdene Hollins where he advised businesses on evidence led circular economy implementation. 

Turning into a circular business and the importance of vehicle reuse and recycling.

The presentation will cover the work Volvo Cars is doing to achieve 2025 but mainly focus on the transformational work towards 2040 and the business and value chain changes being considered. Attention will be paid to the way vehicles are being dealt with at the end of life and the complexities of closing material and component loops. Opportunities and challenges which Volvo Cars is facing will be presented including engagement with 3rd parties and increasing pressure from stakeholders.