This March, the European Commission unveiled its long-anticipated Automotive Industrial Action Plan, setting priorities to reinforce industrial competitiveness, shore up supply chains, and accelerate the green transition. While the strategy offers a necessary vision for the sector, one critical component of Europe’s automotive ecosystem is somewhat underrepresented: the Independent Automotive Aftermarket (IAM).
The aftermarket is far more than a peripheral player -it is central to the sector’s resilience, employment, and affordability. It represents over 4 million jobs in the ‘Automobile Use’. Within this ecosystem, FIGIEFA’s 30,000 independent parts distributors companies service daily close to 400,000 workshops to keep 280 million vehicles on Europe’s roads. This activity generates €240 Billion revenues in parts and labour alone. Yet, the Action Plan does not adequately reflect the contribution this sector makes to both industry and consumers.
Several key areas in the Plan require special attention:
First, while the Commission identifies the strategic importance of connected vehicle data, its approach falls short for the aftermarket. Reliance on non-binding guidance tied to the Data Act leaves independent operators in a difficult position as the ex-ante access to this data is crucial to develop new digital products and services.
Moreover, access to the vehicle functions and resources is also needed to keep servicing the new models in equal conditions. Without a sector-specific legislative framework ensuring access to in-vehicle data, functions, and resources, the IAM’s ability to innovate, compete, and deliver consumer value is at risk. Delays could see Europe’s market share ceded to global competitors.
Second, the plan’s focus on end-of-life recycling neglects the equally vital role of remanufacturing and refurbishment of parts. Extending the lifecycle of vehicle parts not only reduces environmental impact but also strengthens local production and job creation. The EU’s industrial strategy would benefit from concrete incentives through regulatory and financial measures to bolster remanufacturing efforts across the continent.
Third, ‘simplification of Type-Approval legislation’ alone is insufficient. The rise of software-defined and connected vehicles demands legislation that ensures continuous technical updates, secure access to repair information, and parts activation rights - guaranteeing that independent service providers remain viable, and consumers retain choice. With this in mind, policies and regulations to address repairability-by-design and upgradability-by-design will be vital.
In addition, in the spirit of the Action Plan, barriers to the free movement of spare parts across Member States, from divergent technical standards to fragmented logistics requirements, must be addressed. Removing these obstacles would enhance efficiency and drive competitiveness by completing the full benefits of the EU Single Market.
Finally, Europe’s approach to clean mobility must remain technologically neutral, supporting hydrogen, renewable fuels, and other sustainable solutions alongside battery electric vehicles.
A truly resilient, competitive automotive strategy cannot afford to sideline the Independent Aftermarket. If Europe’s mobility future is to be affordable, sustainable, and accessible, the IAM must be at the centre of the conversation.
Sign up to The Parliament's weekly newsletter
Every Friday our editorial team goes behind the headlines to offer insight and analysis on the key stories driving the EU agenda. Subscribe for free here.