Dutch recycler Albert de Boer argues that digital tools and AI can lift productivity in dismantling and customer service, but progress is constrained by fragmented parts data and uneven ELV rule enforcement across Europe. For now, he says, EV strategy is less about volumes than safe, compliant battery handling and regulatory clarity.
Albert de Boer, Director of Reclycar, a Netherlands-based vehicle recycling company, discusses how digital transformation and artificial intelligence are reshaping dismantling operations and customer service, from trialling AI-supported email responses to developing “smart dismantling” workflows that use imaging, robotics, and data to speed up parts processing and reduce errors. He also sets out why limited access to reliable parts data continues to hold back cross-border sales, what professional recyclers need from the upcoming EU ELV rules, and why the sector’s immediate EV challenge is less about volumes and more about safe, compliant battery handling.
Cutting repetitive work with AI in customer service and “smart dismantling”
We are actively testing and implementing digital tools and AI to remove as much repetitive work as possible from our people, so they can focus on higher-value tasks. On the customer side, we are currently trialling an AI system that handles standard enquiries by email 24 hours a day, 7 days a week.
At this moment, we use AI mainly for email rather than chatbots, because most chatbots on the market are still not good enough to handle the detailed, technical questions our customers ask. We prefer a system that provides solid, accurate answers and can be supervised and corrected by experienced staff, rather than one that frustrates customers.
On the dismantling side, we are moving towards “smart dismantling”. We already use testing robots that work 7 days a week, and our next step is to more closely integrate imaging and AI into our stock process.
To support all this, we are also investing in our own digital sales platform and IT development. For example, we work with software developers in India who deliver high-quality work at a much lower hourly rate than in the Netherlands. That makes it easier to build tailored tools for our dismantling operations and online marketplaces, rather than forcing our business into a one-size-fits-all system.
So overall, digital transformation for us means combining automation in customer service, smarter on-the-ground dismantling, and custom software in the background, always with our staff checking and improving what the AI delivers.
Data sharing and standardisation: why cross-border part identification still lags
In the Netherlands, the core problem is simple: we need access to good data, and there is no sign that this data stream will open up any time soon. At the moment, we still enter a lot of information, part numbers, supersessions, and interchangeability by hand. That is slow, expensive and not very smart in 2025.
Some companies do have this data, but they keep it closed. For example, there are providers with very strong catalogues of OE numbers and superseded parts, but they do not want to share them in a way that works for independent dismantlers. In the United States, the industry was clever enough to work together and build a common system through companies like Hollander. In the Netherlands, we are a smaller market, and nothing comparable exists at a national level.
I believe we need a European approach. Our market is too small country by country, but as Europe, we are big enough to justify a strong, shared interchange system. Ideally, one neutral provider would build and maintain a cross-border database of parts and their superseded versions, and recyclers would simply rent access to that system. That would allow us to list and sell parts to customers in different countries much more efficiently, instead of having every yard do the same heavy data work on its own.
Until that happens, we will continue to lose time and opportunities. Data sharing and standardisation are the key to unlocking more value from used parts, but without open data, we are working with one hand tied behind our backs.
Impact of the new EU ELV rules on professional recyclers in the Netherlands and across Europe
From my point of view, for professional recyclers who are already working to a high standard, the new ELV rules will not change everything overnight. Most serious companies have been preparing for years, and many of the requirements are already part of our daily practice.
The real complication is not the regulation’s text, but how each country interprets it. Every member state seems to interpret it differently. That means you can have a part that is perfectly legal to sell in the Netherlands, no problem in Germany, but impossible to move into France or Spain. There is no single European standard for how the rules are applied, which makes cross-border trade harder than it needs to be.
Airbags are a good example. In some countries, the rules are moving towards removing airbags completely from the market for private customers, with sales allowed only to professional garages and under extra conditions and checks. I understand the safety concerns, but every extra layer of bureaucracy makes it more difficult to reuse parts, even when we handle them professionally.
Another challenge is the gap between regulators and real-world dismantling. When inspectors visit us, perhaps once every two to four years, they often know very little about how a modern recycling yard actually works. I find myself giving them a two- or three-hour lesson over coffee and explaining the whole process. Next time, a new person comes, and we start again from zero. That does not create consistent enforcement.
So, will ELV changes “reshape” everything? For professional yards, I don’t think so. We will adapt, as we always do. The industry’s main goal is clarity and a stable framework. Once the legislation is final and we know exactly what is expected, we can invest and move forward. The longer the uncertainty continues, the harder it is to plan for the future.
EVs at the yard gate: today’s reality and how we’re preparing for scale
At the moment, the impact of EVs on our daily business is still limited. Only around 6% of vehicles in the Netherlands are electric, so the number of EVs reaching dismantlers is relatively small. We do take EVs when they come our way, and we have trained our people to work safely with high-voltage systems, but it is not yet our core business, and the economic return is modest.
The biggest technical challenge is handling batteries, especially when they are no longer stable. It requires specialist skills, the right equipment, and controlled storage conditions, and, in many cases, it’s a slow, labour-intensive job to dismantle damaged packs safely. At the same time, we are still waiting for clear national rules in the Netherlands on exactly how EV batteries must be stored and managed at dismantling sites. It makes us cautious about investing heavily in infrastructure that might not match future legislation.
Economically, EVs also put pressure on insurance costs. Repairing electric vehicles can cost 200–250% as much as repairing a similar diesel or petrol car. This leads to more write-offs and higher insurance premiums. In the Netherlands, insurance costs have risen by around 30% over the past two years, partly due to EV repair costs. Many EV parts, especially those from lower-priced Chinese brands, are extremely expensive, so manufacturers sell the vehicles cheaply while earning their money back on spare parts. That dynamic is not helpful for the circular economy.
On a global level, I am also concerned that Europe will become even more dependent on China, not only for batteries but also for raw materials. Around 98% of certain battery materials come from that direction, while all the environmental and human issues linked to mining and processing elsewhere in the world are left unresolved. It is not very honest to say, “We make Europe cleaner,” while much of the pollution and its social impacts occur in other regions.
We are preparing by keeping our staff trained, following developments in robotics and AI for battery dismantling, and staying flexible, but we also remain realistic: for the coming years, most of our volume will still be internal combustion engine vehicles. The key is to handle today’s fleet responsibly while being ready to scale up EV dismantling once the legislation, volumes, and the business case are clearer.
Where innovation and growth could come from next: technology, collaboration and new models
For me, the biggest opportunities are at the intersection of collaboration and technology. If you do not share, you cannot multiply. When we share knowledge and data effectively, we can make each other smarter and create more value from the same vehicle.
Technologically, AI and smart dismantling will continue to open new doors. Automating routine customer enquiries, using AI to pre-assess vehicles from photos, and deploying robots in dismantling all help us work more efficiently and consistently. These tools free people to focus on problem-solving, quality control, and customer relationships rather than repetitive tasks.
On the business side, I see huge potential in closer cooperation with insurers and other stakeholders to mainstream the use of quality green parts. For example, insurers could create a “B-brand” repair option for older vehicles, with used OEM parts as the default. That would reduce repair costs, help keep insurance premiums under control for people with older cars, and support the circular economy at the same time.
Data interchange is another critical area. A European-level system for part identification and interchangeability would be a real game changer, allowing recyclers across countries to list, find, and ship parts far more easily. But this requires trust and a willingness to cooperate. I am fortunate to have partners with whom I can share openly and work without arguments, because we all want the best for each other. If more of the industry could adopt that mindset, we would move forward much faster.
So, in my view, the future of vehicle recycling will belong to those who combine advanced tools, AI, robotics, and digital platforms with a collaborative attitude. Technology alone will not transform our industry. It is technology plus cooperation that will allow us to grow, innovate and stay relevant in a changing mobility landscape.
Further Reading on Auto Recycling World
-
EU Council and Parliament agree new vehicle circularity and ELV rules
-
Portugal tightens ELV controls as APA puts data, traceability and producer duties under the spotlight
-
IRT webinar review: Accreditation schemes focus on trust, data and AI-driven grading
-
Preparing for EPR for HDVs: What the Data Means for Recyclers
