Antwerp once again hosted the International Automotive Recycling Congress 2025 (IARC), held between March 19–21, 2025. The event welcomed 265 delegates from across the globe, eager to discuss the rapidly evolving landscape of automotive recycling.
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Opening the conference, Olivier François, Chair of the Steering Committee and representative of Galloo, set the tone by outlining the pressing challenges facing the sector—from electrification and policy shifts to data integration and material recovery. He introduced the first keynote speaker, Kristen Hildreth, Vice President of Government Relations and Public Policy at the Recycled Materials Association (ReMA).
Navigating Disruption: The US Perspective
Hildreth painted a candid picture of the US recycling sector, which processes over 12 million end-of-life vehicles (ELVs) annually. As electric vehicles (EVs) surge, recyclers face new complexities—ranging from battery chemistries to material variability and safety concerns. Despite the absence of federal mandates, the US model remains robust, driven by market forces and international trade.
However, this resilience is under pressure. Hildreth highlighted rising tariffs on key materials, such as shredder wear parts, and emerging state-level Extended Producer Responsibility (EPR) laws that could reshape EV battery management. Still, there is optimism. Innovations in recovering polymers from shredder residue and growing OEM commitments to sustainability signal momentum. Hildreth’s message was clear: collaboration and harmonized policy are critical to ensuring the sector remains a cornerstone of the circular economy.
EU Policy, Circularity, and Industry Response
After the break, Dr Jaco Huisman of the European Commission outlined the ambitious goals of the revised End-of-Life Vehicle Regulation (ELVR). These include expanding the scope to motorcycles and heavy-duty vehicles, introducing recycled content mandates, and enhancing material separation at Authorized Treatment Facilities (ATFs). He underlined circularity as a core element of EU industrial resilience and flagged the untapped potential of post-consumer recycled plastics.
In response, Silvia Vecchione, Senior Environmental Policy Manager at ACEA, called for realistic, phased targets—such as 15% recycled plastic content within six years. She warned against one-size-fits-all regulation and stressed the need for technological neutrality and regulatory coherence.
Nacef Tazi from the Joint Research Centre (JRC) added a technical layer, advocating for standardized labeling on e-drive motors and targeted dismantling strategies to improve aluminium scrap quality—highlighting the need for granular, data-driven solutions.
Industry Collaboration and the Circularity Passport
In the final presentation of the morning, Marc van den Brand and Henk Jan Nix of EGARA emphasized that ATFs are already well-positioned to deliver clean, traceable material streams—provided they receive the necessary data, tools, and support. They reaffirmed EGARA’s readiness to partner with OEMs to optimize dismantling and recovery.
Following lunch, the spotlight turned to heavy-duty and two-wheeled vehicles. Scania’s Frank Schlüter praised the ELVR’s phased approach but flagged gaps—particularly the exclusion of bodywork and multistage builds. Pavel Elizarov of MAN Truck & Bus built on this, stressing the need to define the full vehicle as a single unit and extend responsibility across all manufacturing stages.
Francesco Fenoglio from ACEM advocated for including L1 and L2 vehicles—like mopeds and scooters—in the ELVR. Given their structural similarities to L3 vehicles, excluding them could create regulatory inconsistencies. ACEM supports a 60-month transition and believes manufacturers are ready to meet circularity targets with tailored annexes.
The day’s final session explored the concept of a Digital Product Passport (DPP). Moderated by Hyundai Europe’s Timo Unger, the discussion emphasized the need for harmonization across existing frameworks, including Euro 7, the Battery Regulation, and the Critical Raw Materials Act.
Johannes Chatzis introduced IDIS 7, a near-ready system supporting 31 OEMs and 94 brands, which could underpin future DPPs. Olivier François stressed that recyclers need clear, actionable data—not an overload of bureaucracy. CIRPASS-2’s Boriana Rukanova reinforced this by showcasing cross-sector pilots, proving that smart DPPs can enhance both compliance and circularity.
The message? DPPs must be designed with the end-user in mind, balancing complexity with usability—and developed collaboratively across industries.
Scaling Circularity: From Vision to Execution
Day two began with Xavier Kaufman of The Future is Neutral, a Renault-Suez joint venture with a mission to scale circularity across the entire automotive sector. Kaufman stressed the need for closed-loop systems and cross-sector collaboration. While vehicles are already highly recycled by weight, only 30% of recycled content is reintegrated into new cars. That must change.
Key initiatives include a closed-loop polypropylene bumper program and an aluminium partnership with Novelis aiming for 95% recycled content. Kaufman called battery recycling a “strategic imperative” for Europe, urging collective action to avoid long-term dependency on foreign markets.
The Oeko-Institut’s Yifaat Baron and Izabela Kosińska-Terrade followed with findings from Germany’s AutoRess project, modeling ten circularity levers across the vehicle lifecycle. The research highlighted the significant impact of drivetrain downsizing and raised critical questions about material substitution and emissions trade-offs.
Catherine Lenaerts, Director at Febelauto, delivered an impactful presentation on automotive recycling and circularity. She emphasized reusing second-hand parts, which cut CO2 emissions by up to 80%. In Belgium, Febelauto recycles 98% of vehicle weight, with annual end-of-life vehicle (ELV) recycling saving CO2 equal to what 11.7 million trees absorb. Lenaerts spotlighted second-life batteries, eco-repair programs, and industry collaboration to meet EU circularity goals. Her message was clear: reuse, recycle, and innovate for a sustainable future. Adding flair, a model showcased designer clothing made from reused car seat leather, blending sustainability with style.
France, Japan, and the Global Landscape
Olivier Gaudeau of Indra spotlighted France’s Extended Producer Responsibility (EPR) scheme, particularly its expansion to heavy-duty vehicles (HDVs). Though complex, he emphasized that trucks, buses, and civil machinery can be both recyclable and profitable. Gaudeau highlighted issues such as poor recycling rates in foreign shredders and the unnoticed departure of damaged HDVs from fleets, stressing the need for legislation and better tracking to unlock their potential.
Hugues Delval of Autocirc opened the second session with a snapshot of rapid growth—66 companies across seven countries and 1.5 million reused parts. Their circular service agreements with insurers and digitized dismantling elevate used parts to high-quality, traceable products. Delval also noted Autocirc’s leadership in electric vehicle (EV) recycling, processing over 2,000 EVs annually and targeting 1.3 GWh in battery handling by 2030.
Sweden’s Magnus Tagesson (LKQ Atracco) showcased a model of circular efficiency through shared stock systems, insurance partnerships, and strict part quality control. Meanwhile, Matthias Hummel of ClaimParts reframed carbon reduction as the “currency” of end-of-life vehicle recycling. Through platforms like ClaimParts and green.casion, their data-driven approach integrates with CSRD reporting and quantifies CO₂e savings per part.
The afternoon session opened with Manuel Burnand of FEDEREC, who dissected France’s increasingly complex regulatory landscape. While the country has a robust recycling infrastructure, new rules like the AGEC law have created confusion, with fragmented data systems and overlapping EPR schemes driving up costs—particularly for small operators. Burnand urged the creation of a unified, cooperative framework to support compliance and counteract illegal practices.
Vanessa Montagne, representing the new PRO “Recycler Mon Véhicule,” followed with optimism. Though new to the role, she highlighted France’s recycling strengths—1,700 ATFs and 60 shredders—but noted that only 30% of facilities meet the 2028 reuse target. She emphasized the need for cross-sector collaboration to scale progress.
Professor Kenichi Togawa of Kumamoto University provided a sobering perspective on Japan. Despite a 95% recovery rate, most is energy recovery. Rising foreign-operated ATFs and diverted recycling fees reveal a system veering toward export, prompting a call for inclusive, global engagement.
Plastics and the Path Forward
The final session of the conference turned its focus to plastics in the automotive sector, addressing both regulatory challenges and technological solutions. John Mortell of Plastics Europe opened by discussing the EU’s proposed target of 25% recycled plastic content in new vehicles. He affirmed the target is achievable but stressed the need for inclusive recognition of various recycling technologies—mechanical, chemical, and bio-based. Mortell said that clear policies and investment stability are essential, warning that Europe’s shrinking share in global plastics production could hinder its competitiveness.
Maria Vera-Duran of EuRIC built on this by arguing that meeting these targets is not just possible but necessary. She pointed to Europe’s underutilized recycling capacity and tightening export restrictions as key drivers for boosting local demand. Showcasing examples like Veolia’s 30% recycled-content car interiors and Spain’s €40 million ELV plastics recycling plant, she made a strong case for regulatory certainty to unlock industry momentum.
Minttu Bergendahl of the Global Impact Coalition introduced a pioneering pilot project aimed at chemically recycling plastics from 100 end-of-life vehicles (ELVs). This initiative brings together dismantlers, sorters, and chemical companies to produce clean, scalable polymer feedstocks. It signals a broader industry move toward collaborative, circular systems that align with EU goals while building sustainable business models.
Concluding the session, Dr. Martin Schlummer of Fraunhofer IVV, in partnership with Audi, showcased a promising recycling method—advanced physical dissolution. His presentation illustrated how complex polymer blends like PC+ABS and PA6/PA66 can be transformed into high-quality materials for new automotive components. The pilot data revealed excellent emissions, durability, and processability results, offering a technically sound route to meet performance and environmental targets.
Conclusion: A Sector Ready for the Next Phase
Across two packed days, IARC 2025 made one thing clear: the automotive recycling industry is no longer just reacting—it’s reshaping its future. From regulation and digitalization to circular design and material innovation, the tools are here. The networks are forming. Now it’s time for scale, trust, and execution.
Auto recyclers have earned a seat at the table. The question is no longer if they’ll be part of the transition—but whether they’ll help write the roadmap for what comes next.
Look out for next year’s IARC 2026 from March 25 – 27, 2026 in Hamburg, Germany.
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