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ADQ’s Push for Recognition in Italy

ADQ says Italy’s ELV sector needs stronger recognition of authorised treatment facilities, more structured government dialogue, and better enforcement to support compliant operators. Its priorities include workable ELV regulation, improved data and parts traceability, action against illegal dismantling, and solutions to the car fluff bottleneck limiting recovery rates.

Ruggiero Delvecchio and Gabriele Cotti of ADQ discuss recognition for authorised vehicle recyclers in Italy. — L-R: Ruggiero Delvecchio and Gabriele Cotti

Ruggiero Delvecchio, president, and Gabriele Cotti, board member of ADQ, the National Association of Quality Car Dismantlers in Italy, discuss the association’s growing institutional role, its dialogue with government, and the need for stronger recognition of authorised treatment facilities within Italy’s vehicle recycling sector. They also outline ADQ’s priorities on ELV regulation, traceability, enforcement, car fluff recovery and public awareness.

Building institutional credibility

Over the past few years, ADQ has made a very deliberate strategic choice: to move from being simply a representative body to becoming a structured, credible institutional interlocutor. This has been achieved through three main pillars.

First, the credibility of the operators we represent. ADQ brings together authorised treatment facilities that operate according to high environmental, technical and organisational standards. This allows us to speak not in abstract terms, but on the basis of real industrial practices and measurable performance.

Second, technical competence and regulatory engagement. We have invested heavily in analysing legislative developments, from the new European ELV Regulation to national instruments such as RENTRI, and in producing concrete, detailed proposals. Institutions are willing to engage when they find a counterpart capable not only of criticising, but of offering workable solutions.

Third, a clear and consistent positioning. We have always maintained a constructive approach towards government and public authorities, while firmly defending the role of authorised dismantlers within the circular economy. There can be no effective automotive recycling system without a strong, recognised network of ATFs.

Cooperation with government ministers and institutions is therefore not only important, but it is also essential. The transition currently underway, environmental, industrial and digital, cannot be governed without a constant dialogue between regulators and operators. However, cooperation must be genuine and structured. It cannot be limited to formal consultation; it must translate into shared problem-solving, especially in a sector as technically complex as ours.

In this sense, ADQ sees its role as twofold: on the one hand, supporting institutions in understanding the sector’s operational realities; on the other, ensuring that regulatory evolution remains aligned with environmental objectives without compromising the economic sustainability of compliant operators.

This path has already produced tangible results. We have seen a significant increase in membership, including the entry of important Italian companies that recognise in ADQ a serious and reliable point of reference for the sector. At the same time, we have strengthened our institutional positioning through a new and meaningful synergy with Confindustria, and in particular with Cisambiente, which represents the main environmental sector within Italy’s leading employers’ organisation.

Being part of a broader industrial system such as Confindustria allows the voice of authorised dismantlers to be integrated into wider economic and industrial policies, reinforcing both our credibility and our ability to contribute to national and European decision-making processes. This balance is the real challenge for the coming years. And it is precisely where ADQ intends to continue playing a leading role.

A more proactive ADQ

ADQ’s increased visibility and proactivity are the result of a clear strategic shift. In a phase of profound regulatory and industrial transformation, remaining reactive was no longer sufficient. We chose to become a structured and credible institutional interlocutor, ensuring that the voice of compliant operators is effectively represented in decision-making processes.

In terms of achievements, several elements are particularly relevant. We have contributed to establishing a stable ministerial dialogue on the new European ELV Regulation, bringing the perspective of authorised treatment facilities into a structured and continuous institutional framework.

We have also taken a firm and consistent position on contractual relations with vehicle manufacturers, defending the role and operational independence of dismantlers within the value chain. This is a decisive issue for the sector’s future balance.

At the same time, we have strongly promoted the Italian model of small and medium-sized enterprises, which guarantees full territorial coverage and an efficient collection system. In this context, one principle must be clearly stated: environmental targets will not be achieved through size alone, but through the quality and effectiveness of the entire network.

A well-managed facility, even a small or medium-sized one, can fully meet the highest environmental and technical standards.

Looking ahead to the next 12–18 months, our priorities are very focused. First, the European ELV Regulation will be the sector’s central framework. Our objective is to contribute to a balanced and workable outcome, while closely following the national phase.

Although the Regulation is directly applicable, it leaves significant room for national measures, where much of the real impact on operators will be determined.

Second, supporting companies through a phase of technological and operational transformation, driven by both regulatory changes and the increasing integration of artificial intelligence in the waste and end-of-life vehicle sector, with impacts on processes, traceability, and plant organisation.

Third, supporting operators in adapting to new requirements, ensuring that this transition remains sustainable from both environmental and industrial perspectives.

Finally, we will continue to actively engage in the ministerial dialogue, because the effectiveness of the new framework will ultimately depend on how European principles are translated into national rules. The future of automotive recycling in Europe will not depend on size alone, but on the quality and integrity of the network.

Strategy, dialogue and practical results

ADQ approaches government relations as an ongoing, structured process, rather than a series of isolated interventions. The objective is not simply to be listened to, but to be recognized as a reliable and competent interlocutor within the regulatory framework.

This means communicating with institutions based on real operational knowledge. Our contribution is based on the daily reality of authorized treatment centers, which allows us to propose positions that are technically valid and immediately verifiable in practice. This is a key element in building trust with politicians.

At the same time, we maintain a constructive but clearly independent approach. Cooperation with government is essential, especially at a time of significant regulatory change, but must always be accompanied by a strong defense of the role and sustainability of authorized recyclers. Alignment does not mean subordination.

Our strategy, therefore, focuses on the continuity of dialogue, at both the political and technical levels, and on the ability to anticipate critical issues before they lead to regulatory distortions.

In practical terms, “success” is not an abstract concept. This is reflected in clear, applicable, and consistent rules aligned with industrial realities, avoiding unnecessary complexity or misalignments across the different regulatory frameworks.

This is reflected in a market environment where compliant operators can compete on equal terms, without being undermined by illegal practices or informal channels. It also means securing adequate recognition of the role of authorized treatment plants within the circular economy, ensuring that policy definitions take into account their operational centrality.

Finally, success is measured by the ability to ensure that European regulatory principles are translated into national provisions in an effective and sustainable way, preserving the balance between environmental ambition and industrial feasibility.

If this balance is maintained, the system works: operators can invest, innovate, and operate efficiently, and environmental objectives are achieved in a concrete, measurable way. This is the result ADQ is working towards. Also, to defend themselves from “foreign conquests”.

Progress and persistent gaps

In recent years, Italy has made significant progress in strengthening enforcement in the ELV and waste sectors, particularly through digitalisation. Tools such as RENTRI are a major step forward in terms of traceability and transparency.

At the same time, the digitalisation of vehicle-related documentation, including circulation documents, the Public Vehicle Register and the issuance of digital certificates of destruction, has contributed to building a more integrated and controllable system.

These developments represent an important advancement, as they reduce administrative fragmentation and improve authorities’ ability to monitor material flows. However, enforcement still presents some structural weaknesses.

A first issue, as already highlighted, is the tendency for controls to focus primarily on compliant operators, while illegal or informal activities remain more difficult to intercept. This creates an imbalance that risks penalising those who operate within the rules.

In addition, it is undeniable that the Italian system still suffers from infrastructure limitations, particularly in the downstream phases of treatment. In this context, managing car fluff remains a critical bottleneck.

Fluff is not simply a technical issue, but a systemic one. The lack of adequate treatment and recovery infrastructure directly affects the country’s ability to meet targets set at the European level. Without addressing this gap, even well-performing collection and dismantling systems risk being insufficient to achieve overall compliance.

There are also persistent issues related to uneven enforcement practices at the territorial level and the need for stronger action against illegal dismantling and unregulated channels for the trade in used parts.

For this reason, effective enforcement should be measured not only in quantitative terms but also in its ability to address structural weaknesses and ensure a level playing field.

For authorised recyclers, a well-functioning enforcement system is essential. The objective is not more controls in the abstract, but more targeted, consistent, and effective enforcement, capable of supporting both legality and environmental performance.

Closing data and parts traceability gaps

I would approach this topic of closing data and parts traceability gaps from a constructive perspective. Significant progress has been made in recent years, but two major issues still need to be addressed.

The first concerns the fragmentation of information systems. Reporting and traceability still suffer from a lack of full integration between different databases.

Systems such as the Public Vehicle Register, waste-tracking tools, and administrative platforms do not always communicate effectively, which can lead to inconsistencies and reduce the overall reliability of data along the chain.

In Italy, this is further complicated by a structural peculiarity: the coexistence of two separate authorities managing vehicle data, the Public Vehicle Register, under the Automobile Club of Italy, and the vehicle registry managed by the Ministry of Transport. This dual system creates inefficiencies and, in some cases, operational gaps.

A practical example illustrates the issue: if a vehicle is subject to an administrative hold registered in the Public Vehicle Register, this information is not always immediately visible in the Ministry’s system. As a result, enforcement authorities may not be able to detect the restriction during roadside checks.

This clearly shows how fragmentation can undermine both enforcement and data reliability.

The second major issue concerns the traceability of used spare parts.

This is often a sensitive topic because improving traceability requires additional organisation and effort from operators. However, if the objective is to effectively combat the black market, particularly when it operates through otherwise legitimate online platforms, then full traceability of spare parts is essential.

Each component should be traceable throughout its lifecycle, from dismantling to final sale. This would significantly improve transparency, support enforcement, and ensure fair competition between compliant operators and informal channels.

In this regard, it is a positive development that the new European ELV Regulation is moving in this direction, recognising the importance of traceability not only for whole vehicles but also for parts.

Strengthening system integration and extending traceability to spare parts would represent a decisive step forward, both in terms of transparency and in achieving environmental and market objectives.

The car fluff bottleneck

Today, the main constraints on higher recovery rates no longer lie in the initial phases of collection and dismantling. Those parts of the system are, in many cases, already performing at a high level. The real limitations emerge further downstream, particularly in the management of shredder residue, the so-called car fluff.

Fluff is a complex and heterogeneous material, and its treatment requires advanced technologies and, above all, adequate industrial infrastructure. This is where the system shows its limits. Even when dismantling activities are carried out correctly, insufficient treatment and recovery capacity for these residual fractions prevent achieving higher overall recovery rates.

This is not simply a technical issue, but a structural one. Without a stronger downstream industrial base, upstream efficiency alone is not enough to meet European targets. Unfortunately, over the years, successive governments have not fully addressed this issue.

Today, Italy has a limited number of waste-to-energy plants, and most are already operating at full capacity, treating municipal solid waste. As a result, they have little or no incentive to accept car fluff. A similar situation is observed with cement plants, which, in many cases, are not interested in receiving this type of waste.

This creates a structural bottleneck that directly affects the entire recovery chain. As an association, we have been proposing, for some time, a pragmatic approach: introducing a “trial year” mechanism, supported by incentives, to encourage receiving facilities to accept shredder residue.

In parallel, we believe it is necessary to consider a regulated minimum quota for the intake of this type of waste within the relevant industrial plants. Such measures would allow the system to test viable solutions, create a more balanced distribution of treatment capacity, and provide a concrete pathway to improve recovery rates.

Ultimately, higher recovery rates will depend on the combination of technology, infrastructure and economic sustainability. Without addressing these elements together, even well-performing systems risk falling short of their full potential.

Without solving the car fluff issue, recovery targets risk remaining theoretical rather than achievable.

Formalising value chain cooperation

Cooperation across the vehicle recycling value chain is not optional; it is a structural necessity. The system is deeply interconnected, and its overall performance depends on how well the different actors are aligned.

At present, one of the main weaknesses is precisely the fragmentation of the chain. Authorised recyclers, shredders, waste operators, manufacturers and other stakeholders often operate with different incentives and limited coordination. This lack of alignment reduces efficiency and, more importantly, creates gaps that can affect both compliance and traceability.

A more effective approach requires recognising that each phase of the process is part of a single system. Authorised treatment facilities, in particular, represent the entry point and play a crucial role in ensuring traceability and environmental performance. From there, continuity along the chain becomes essential.

Cooperation, therefore, needs to evolve from informal interaction to something more structured and predictable. This means clearer, more balanced relationships among operators, especially in the context of extended producer responsibility, where roles and responsibilities must be well-defined and fairly distributed.

It also means improving how information is shared so that all actors can rely on consistent data throughout the lifecycle of vehicles and components. At the same time, greater alignment in operational practices would allow the system to function more efficiently, reducing discrepancies and improving overall performance.

Public authorities have a key role in enabling this process, not only through regulation, but by ensuring coherence in enforcement and by facilitating dialogue across the chain.

Ultimately, effective cooperation is built on transparency, clear responsibilities and aligned incentives. When these conditions are met, compliance becomes more robust, and the system as a whole becomes more efficient.

Without this level of integration, fragmentation risks favouring non-compliant actors and weakening the sector’s overall performance.

Changing public perception

Changing public perception is a topic I personally care deeply about.

I care about it not only as President of the Association, but because this is my work and the work of my family for three generations. It is something I strongly believe in, and it was one of the key elements of my reconfirmation as President: affirming with pride what is good about our sector, and what value authorised vehicle recycling actually produces.

I deliberately use the word “good”, or even “beautiful”, because, if we reflect on it even briefly, we can understand not only how important our work is for society, but also how much value we create every single day in environmental and economic terms.

At the same time, this is not an easy task. We still face outdated perceptions, often shaped more by cinema and stereotypes than by reality, that portray our facilities as dark or marginal places. This does not reflect the true nature of modern authorised treatment facilities, which are highly regulated, technologically advanced and environmentally responsible.

For this reason, as an Association, we are investing significantly in communication. We are active on social media to explain, especially to those outside the sector, what actually happens in our facilities. We engage with schools at all levels to promote environmental awareness and to show how circular economy principles are applied in practice every day.

We also participate in trade fairs, think tanks and conferences, often beyond our immediate sector, with the aim of contributing to a broader cultural shift. We want to make it clear that authorised treatment facilities are not only keeping pace with technological and environmental developments, but have been building sustainability for years, often without any direct public financial support.

This is an important point. The sector has invested, innovated and adapted to increasingly demanding standards, demonstrating that environmental responsibility and industrial activity can go hand in hand.

Improving public perception, therefore, requires continuity in this effort: more transparency, more communication, and a stronger connection between what we do and how the public understands it.

When this gap is reduced, citizens are more likely to make informed choices, and the entire system becomes more effective.