The_Assessor_Summer 2026 Web - Flipbook - Page 14
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Manager for BlueCycle, Aviva’s salvage
subsidiary.
Fourteen years ago, Aviva decided to
outsource all of BlueCycle’s work and
made the whole team redundant. I
had been considering starting my own
company for some time, so I launched
Salvage Wire and have been running it
ever since.
Tell us a bit about Salvage Wire?
Around 70% of Salvage Wire’s work
is now high-voltage training and
development – essentially teaching
vehicle technicians how to work safely
on high-voltage vehicles.
We’ve grown signi昀椀cantly over the
last two years, during which I started
two additional companies. As we were
travelling globally delivering training,
it sometimes felt out of place working
with major manufacturers or Tier 1
suppliers under the Salvage Wire
name. It didn’t quite 昀椀t, so I formed
another company called Charg-ed,
which focuses solely on EV training for
vehicle manufacturers and repairers,
while Salvage Wire continues to
manage EV training for dismantlers and
recyclers.
We’ve found a niche in this area, taking
us to places I would never otherwise
have visited. I now have certi昀椀ed
trainers I trust working in Brazil,
Indonesia, Puerto Rico, and the USA.
The other company I launched is
Driven Leadership
– https://www.drivenleadership.co.uk/.
I have had over 40 years’ experience
in the automotive industry, and as a
globally certi昀椀ed speaker, leader and
coach this is my way of giving back
and helping the industry by equipping
automotive leaders to elevate their
performance.
What are the bene昀椀ts of VRA
membership?
We have recently launched a new
magazine that outlines our vision
for the VRA. Alongside existing
bene昀椀ts – such as the VRA conference,
publications, discounted business
services tailored to the sector, and
access to technical training – we are
focusing on what membership will offer
once all reforms are in place, rather
than just what it offers today.
calibre of businesses working to strong
standards – not just a small group, but
the majority of the sector. This gives us
real in昀氀uence.
What are the members’
concerns?
The biggest concern for most members
right now is waste crime – illegal
operations, unauthorised vehicle
dismantling, and the handling of stolen
vehicles that are often broken for parts.
We are encouraging open discussion
and seeing positive engagement.
DEFRA, the Environment Agency,
and other stakeholders are working
with us to address these issues. By
collaborating, we can tackle challenges
such as unlicensed activity and
inconsistent enforcement.
Our members are here to sell parts,
and we want to enable them to sell
more. Removing the illegal market
will create a more level playing 昀椀eld.
Alongside this is the need to change
outdated and negative perceptions
of the vehicle recycling industry. For
years, it has been seen as the ‘bottom
of the pile’, and we must improve its
professional reputation. Many still refer
to these businesses as scrapyards,
which no longer re昀氀ects reality. Many
are highly competent, clean, and
professional operations.
Do batteries have any afterlife if
an EV is written off?
Very much so. We de昀椀ne this through
the four Rs: reuse, repurpose, replace,
and recycle. A battery with minor
damage or faults can often be repaired
and reused. It can also be repurposed
for applications such as static energy
storage for solar farms or homes. Many
internal components can be replaced,
much like other vehicle parts.
the use of recycled parts.
What is happening with the VRA
certi昀椀cation scheme?
The scheme is continuing as it stands,
but we have plans to improve and
enhance it as part of our focus on
raising standards and professionalism.
The latest ABP State of the Industry
Report shows an increase in businesses
not prioritising VRA-certi昀椀ed suppliers,
which is concerning. This raises the risk
of sourcing parts from unreliable or
even illegal sources.
By using the VRA-certi昀椀ed scheme,
we can ensure traceability, quality,
and compliance, with a clear audit
trail proving provenance. In the
United States and Canada, the use of
recycled parts in insurance repairs is
well established. Depending on the
data, around 10–11% of insurers’ parts
spend is on recycled parts, whereas in
the UK, reaching 4% would be a major
achievement.
Additionally, our software platforms
now include carbon savings
calculations, allowing insurers,
repairers, and 昀氀eet operators to see
the environmental bene昀椀ts of using
recycled parts.
What’s next for the VRA?
These are exciting times, with a lot
happening. We are focused on growing
membership and strengthening the
value we provide as an association.
We collaborate with international
organisations such as EGARA
(European Group of Automotive
Recycling Associations) to stay aligned
with developments across Europe.
While the UK has indicated it will mirror
European legislation, the timeline
remains uncertain.
Batteries reaching end of life are
often still in good condition and
highly suitable for static storage.
Some Chinese battery manufacturers
are giving one-million-kilometre
guarantees on their batteries,
demonstrating con昀椀dence in battery
longevity.
Each year, the VRA organises a trip to
America for an Annual Convention,
with additional visits to US operations.
Last year, we travelled to Alabama,
with participants from seven countries,
including Australia, New Zealand, and
Italy. These visits provide valuable
insights and shared learning.
This area is still in its infancy but will
grow signi昀椀cantly over the next 昀椀ve
to 10 years as energy storage systems
expand.
Our vision is centred on raising the
quality and professionalism of the
entire industry. While we are not there
yet, it is well within reach. Through
collaboration and sharing best
practices, we can improve performance
across the sector – leading to increased
customer con昀椀dence, higher sales,
and a stronger, more central role in the
vehicle parts supply chain.
As an organisation representing the
majority of vehicle recycling and
dismantling businesses, we can speak
to Government and regulators with
authority. These reforms will also allow
us to demonstrate to the vehicle repair
industry that we represent a high
Although the UK is no longer part
of the EU, European regulations are
increasingly requiring higher levels
of recycled content in new battery
production. Recycling sits at the
bottom of the four Rs because there is
so much more potential in increasing
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