Motor Vehicle Parts (Used) Merchant Wholesalers — U.S. Industry Primer (NAICS 423140)

1. Overview

This is the used and recycled auto-parts business: companies that buy wrecked, totaled, and end-of-life vehicles, pull the reusable parts (engines, transmissions, doors, fenders, lamps, electronic modules), and sell them wholesale — mainly to collision and mechanical repair shops. In plain terms, it is the professional side of the salvage yard. The industry sits at the intersection of three big money flows: the roughly 12-million-plus vehicles retired in the U.S. each year, the insurance claims that total them out, and the repair market that needs cheaper alternatives to brand-new factory parts.

Why an investor should care: recycled parts typically cost 20% to 80% less than new equivalents [1], so demand rises whenever repair bills, new-car prices, or the average age of the vehicle fleet rise — all of which they have. It is also a real-asset, cash-generative business (land, inventory, scrap metal) that is quietly consolidating.

Public vs. private ways in. The public options are few and imperfect. There is one large public parts distributor with a major recycled-parts arm (LKQ), plus two public salvage-auction operators (Copart and RB Global/IAA) that sit one step upstream and supply the yards. The overwhelming majority of the industry — thousands of independent recyclers — is private, family-owned, and only partly rolled up by consolidators. This is a sector where private operators and buyers arguably have more direct exposure than public-market investors.

2. What it is and how it's structured

NAICS 423140 covers establishments that (a) wholesale used motor-vehicle parts and (b) dismantle vehicles to sell the parts. This is a reuse-and-distribution business, not a parts-manufacturing industry; merchant wholesalers normally take title to the goods they sell [2].

What it excludes (adjacent NAICS codes worth knowing):

• 423930 Recyclable Material Merchant Wholesalers — dismantling vehicles for scrap (crushing/shredding for metal), rather than for parts resale [2]. Many salvage operations straddle both codes.
• 423130 Tire and Tube Merchant Wholesalers — used tires and tubes are carved out here [2].
• 423110 Automobile and Other Motor Vehicle Merchant Wholesalers — wholesaling whole vehicles, which is where salvage auctions (Copart, IAA) largely fit; they sell the car, not the parts.
• 441330 Automotive Parts and Accessories Retailers — selling used parts retail to walk-in consumers.
• 811121 Automotive Body, Paint, and Interior Repair — the collision shops that are these wholesalers' customers, not competitors.

Operating model. A full-service recycler acquires total-loss and end-of-life vehicles — typically from salvage auctions, insurers, towing companies, fleets, or individuals — predicts the recoverable value of each donor vehicle, bids for it, transports it to a yard, drains regulated fluids, dismantles it, identifies and grades reusable components, and enters those components into an electronic inventory. Typical saleable products include engines, transmissions, door assemblies, sheet metal, lights, and bumper assemblies. Repair shops, dealerships, and other recyclers search by make, model, year, and interchange compatibility; larger operators deliver parts locally through hub-and-spoke or cross-dock networks. LKQ's bidding software uses existing inventory, historical demand, and recent selling prices, while its salvage-inventory valuation incorporates expected selling price, days in stock, historical demand, and the probability that a part will sell [3].

Self-service "pull-your-part" yards are a related but different model: the yard performs limited processing and customers remove their own parts. LKQ's former self-service operation generally retained vehicles for 30–120 days before crushing them [4]. Some such activity is retail rather than wholesale and therefore should not automatically be assigned to NAICS 423140.

Ownership mix. Ownership is mostly small, independent, and privately held, with a thin layer of national consolidators on top (see Section 8). The Economic Census counts 1,341 firms operating 1,768 employer establishments [5], while County Business Patterns subsequently counted 1,805 establishments [6] — more locations than firms, because the largest players run many yards. The operating moat is less the physical act of dismantling than buying discipline, inventory data, and distribution density: a broad, searchable network can sell more parts from each donor, broker orders between yards, provide repair shops with higher fill rates, and spread local delivery costs across more orders.

3. How big it is

Federal statistics for NAICS 423140 (U.S. Census Bureau — prefer these as ground truth):

Industry-level economics (2022). The Economic Census margin and profit table provides unusually detailed narrow-industry economics. Against $10.121 billion of sales on own account, the industry reported $5.395 billion of purchases, $5.253 billion of cost of goods sold, and Census-defined gross margin of $4.867 billion, or 48.1% of sales. Operating expenses were $2.427 billion, leaving Census-defined gross profit of $2.440 billion, or 24.1% of total revenue [8]. (Census defines this last measure as gross margin plus commissions received less operating expenses; it is not GAAP net income or EBITDA.)

The undercount / scope caveat — important here. The $10.1 billion federal receipts figure covers employer businesses classified specifically in 423140. Industry trade sources put the broader auto-recycling economy at roughly $32 billion in annual sales across 9,000-plus locations employing 140,000-plus people [1]. The gap is mostly definitional, not error: the wider figure also captures scrap-metal sales (counted in 423930), retail sales to consumers (441330), whole-vehicle salvage sales, and a long tail of very small or non-employer operators that the narrow code misses. Read the $10.1 billion as "wholesale used-parts distribution by employer firms," and the $25–32 billion trade estimates as "the whole recycling value chain." Both are true; they measure different boxes.

4. The investable universe

There is no large, pure-play public "used auto parts wholesaler." The closest public exposures:

Notes for public-market readers: LKQ is diversified — its North America segment combines recycled OEM parts with new aftermarket parts, reconditioned products, paint, diagnostics, and other services, and includes Canada and Mexico, so it is not a clean bet on used parts alone. In September 2025, LKQ sold its self-service segment to an affiliate of Pacific Avenue Capital Partners for a stated enterprise value of $410 million [3]. Copart and RB Global/IAA are one link up the chain: they auction the wrecked vehicles that recyclers buy as raw material, so they benefit from the same total-loss volumes but earn auction/fee economics, not parts-resale margins [11][12].

Former public exposure. Radius Recycling's Pick-n-Pull operation was previously traded publicly but ceased to be a standalone U.S. public company when Toyota Tsusho acquired Radius in July 2025; Radius is now a wholly owned Toyota Tsusho subsidiary [13]. Toyota Tsusho offers indirect public exposure, though used-parts sales are a small part of a much broader Japanese trading and industrial group.

Private and other owners. The industry's center of gravity is private: thousands of independent recyclers plus consolidators such as Fenix Parts (a former public roll-up, now private-equity-owned by Stellex Capital, with more than 34 locations [14][15]) and regional self-service chains (e.g., Pull-A-Part). A critical piece of private infrastructure is Car-Part.com, the dominant online parts-locating marketplace and inventory network that ties independent yards together — closer to the industry's "operating system" than any single yard. Private-market routes are covered in Section 10.

5. How the money works

The unit of economics is the vehicle. A recycler buys a total-loss or end-of-life car (from a salvage auction or directly from an insurer), then monetizes it in layers:

1. Sellable parts — the profit engine. One car yields dozens of resalable parts (engine, transmission, doors, hoods, lamps, seats, wiring, control modules). Because a single purchase price is spread across many parts, gross margins on recycled parts are high; the constraints are labor to dismantle, warehouse space, and inventory that may sit before it sells. LKQ identifies engines and transmissions as some of its largest North American revenue-generating SKUs [3].
2. Rebuildable "cores" — components (starters, alternators, engines) sold to remanufacturers for a core charge.
3. Catalytic converters — sold for their platinum, palladium, and rhodium content; a meaningful secondary revenue line that swings with precious-metal prices. In 2025, LKQ's average rhodium, platinum, and palladium prices increased 40%, 38%, and 20% respectively year-over-year [3].
4. Scrap metal — the leftover hulk sold by weight (steel, aluminum, copper), a commodity-priced floor on every vehicle. LKQ's average scrap-metal price declined 9% in 2025 versus the prior year [3].

LKQ defines salvage-product cost as the vehicle purchase price plus auction, storage, towing, buying, and dismantling costs. Other major expenses are dismantling and warehouse labor, yard occupancy, environmental compliance, local delivery, fleet maintenance, inventory systems, warranty claims, and returns. Slow-moving inventory can retain little economic value even if the accounting system still shows an identifiable part on the shelf [3].

The metrics operators actually watch:

• Parts revenue per vehicle and total revenue per unit (parts + cores + cats + scrap).
• Vehicle acquisition cost — the biggest swing factor; auction competition (including global exporters bidding at Copart/IAA) can bid up the price of raw inventory. LKQ notes that most wholesale recycled inventory comes through third-party auctions, generally without long-term contracts, and that additional dismantler, rebuilder, and export bidders can raise acquisition costs [3].
• Fill rate / inventory breadth — the odds a recycler actually has the part a shop needs, when they need it. This is where scale and shared inventory networks (Car-Part.com, Hollander interchange data) win.
• Inventory turns and dismantle-to-sale cycle time — recycled parts tie up working capital until sold.
• Delivery/logistics density — same- or next-day delivery to body shops is a competitive requirement, so route density matters like it does in any distribution business.

Wholesale-level margins are thinner than retail (this is a distribution business: receipts of ~$10.1B on ~25,800 workers is roughly $393k of revenue per employee [5][6], typical of pass-through wholesaling). Profitability rises when an operator buys donor vehicles below their ultimate recoverable value, sells more components per donor, turns inventory quickly, and has sufficient route density to deliver bulky parts economically. Profitability falls when salvage-auction bidding becomes aggressive, towing or labor costs rise, repairable-claim volume declines, or obsolete inventory accumulates.

6. What drives demand

• The aging vehicle fleet. The average U.S. light vehicle reached a record 12.8 years old in 2025 and is expected to keep climbing [16]. Older cars fall out of factory warranty and get repaired with cheaper parts — the sweet spot for recyclers.
• Miles driven. U.S. motor vehicles traveled 3.294 trillion miles in 2024 [17]. Collision frequency, weather, and catastrophe events translate that mileage into both parts demand and salvage supply.
• Repair-cost and new-part inflation. As new OEM parts and total repair bills rise, insurers and shops lean harder on recycled and alternative parts to keep claims affordable. LKQ has cited alternative-parts utilization near a record ~40% in early 2026 [18].
• Insurance acceptance. Recycled parts are broadly accepted (and often preferred) by insurers for out-of-warranty vehicles; insurer parts policies are a major demand lever. CCC reported that more than 70% of total-loss valuations in 2024 involved vehicles at least seven years old [19].
• Total-loss volumes. Higher total-loss frequency — pushed up by expensive sensors and ADAS (advanced driver-assistance systems) that make repairs uneconomic — feeds more salvage vehicles into the supply pipeline.
• Catastrophes. Hail, floods, and hurricanes produce lumpy surges of totaled vehicles, boosting salvage supply.
• Commodity prices. Scrap-steel and precious-metal (catalytic-converter) prices set a floor and a swing factor on per-vehicle economics.

The industry is cyclical, but not simply pro- or counter-cyclical. More driving and severe weather create collisions and donor vehicles. Rising repair costs and falling used-vehicle values make insurers more likely to total damaged cars, increasing salvage supply but reducing repairable claims. Economic pressure can make recycled OEM components more attractive to self-pay customers and insurers, while a severe downturn can reduce miles driven and repair activity.

Independent forecasters (forward-looking) expect the recycled-parts market to grow at roughly 8% a year — from about $17.4 billion in 2024 toward ~$30 billion by 2033 — on those cost and regulatory tailwinds [20].

7. Regulation

Recyclers operate under a patchwork of consumer, environmental, and titling rules:

• Non-OEM / recycled-parts consumer laws. At least 35 states regulate how insurers use non-OEM (including recycled) crash parts; ~31 states require written disclosure on the estimate, and roughly a quarter require the customer's explicit consent before non-OEM parts go on the car [21]. Occasional state bills (e.g., recent New York and Texas proposals) would mandate OEM parts on newer vehicles — a headwind risk to recycled-parts demand [21].
• Environmental handling. Dismantling creates used oil, fuel, coolant, brake fluid, batteries, refrigerants, and contaminated runoff. EPA regulates recycled used oil separately under 40 CFR Part 279 and treats batteries and certain other materials under universal-waste rules [22]. EPA also prohibits venting automotive refrigerants other than carbon dioxide and requires approved recovery equipment; a facility generating more than 100 kilograms (220 pounds) of hazardous waste per month can face additional RCRA storage and transportation requirements [23]. Industrial stormwater, historic soil contamination, and underground tanks can turn inexpensive yard real estate into a large remediation liability.
• Titling and anti-fraud. Salvage/junk operators must report to NMVTIS (National Motor Vehicle Title Information System); federal rules require junk and salvage yards to report acquired junk or salvage automobiles and subsequent disposition information [24]. Salvage titles and VIN tracking govern what can be resold vs. scrapped.
• Catalytic-converter theft laws. A wave of state laws now require VIN marking and scrap-dealer record-keeping to curb converter theft — compliance overhead, but also a check on stolen-parts competition.
• Labor and safety. Dismantling is physically demanding work involving lifting, cutting, crushing equipment, sharp metal, fluids, and increasingly high-voltage batteries. BLS recorded seven fatal occupational injuries in the five-digit NAICS 42314 industry during 2023 [25]. Plus standard OSHA workplace-safety and local zoning/land-use rules (salvage yards are land-intensive and often zoning-sensitive).

8. Competitive dynamics and consolidation

The industry is fragmented but consolidating. The concentration data tell the story: the top 4 firms hold 50% of receipts and the top 50 hold 72.7%, yet the HHI of ~861 is still below the 1,500 line economists use for "moderately concentrated" [5] — i.e., one large leader (LKQ) plus a very long tail of small independents.

Competitive edges that matter:

• Scale and inventory breadth — bigger networks fill more part requests and deliver faster. Scale improves bid data and raises the chance that an otherwise slow-moving part finds a buyer somewhere in the network. Scale can also reduce returns through better interchange data and grading consistency.
• Data and part-locating — Car-Part.com's marketplace and Hollander interchange codes create network effects; being on the network is table stakes. Digitized inventory exchanges, e-commerce listings, and repair-estimating integration are secular positives.
• Insurer and body-shop relationships — direct-repair-program (DRP) ties and consistent quality/warranty drive repeat volume.
• Upstream supply access. Copart and IAA's near-duopoly over salvage auctions is a double-edged sword for recyclers: it standardized sourcing, but it also concentrates the market for raw vehicles and can raise acquisition costs — especially as global exporters bid for the same cars.

Consolidation has been led by LKQ, which built its North American position through hundreds of acquisitions of local recyclers and aftermarket distributors, and by PE-backed roll-ups like Fenix Parts. Expect (forward-looking) continued tuck-in acquisition of independents as owners retire and as scale in logistics and data widens the gap. Recent transactions illustrate the split between public strategic ownership and private-equity-backed yard consolidation: LKQ's 2025 sale of its self-service segment [3] and Toyota Tsusho's acquisition of Radius Recycling [13] both moved operating exposure from public markets into corporate or PE hands.

9. Risks

• The EV transition (structural). Electric vehicles have far fewer mechanical parts — no engine, transmission, or catalytic converter — which over time shrinks two of the recycler's revenue layers. LKQ identifies engines and transmissions as some of its largest North American SKUs [3]. Offsets are collision parts (still needed), expensive ADAS modules, and an emerging battery-recycling value pool; EVs also create new opportunities in batteries, electric drive units, power electronics, and high-value body components, but require high-voltage expertise, specialized storage, and fire controls. CCC found that electric vehicles averaged 22 replaced parts per repair in 2024 versus 16 for internal-combustion vehicles, illustrating collision complexity rather than guaranteed recycled-parts demand [19].
• Regulatory reversal. State pushes to mandate OEM parts on newer vehicles would directly cap recycled-parts demand [21].
• Raw-material cost inflation. Competition for salvage vehicles at auction (including foreign buyers) can compress margins by raising acquisition cost faster than parts prices.
• Commodity volatility. Scrap and precious-metal prices swing per-vehicle economics; LKQ describes a partial natural hedge, but with a timing mismatch: rapidly changing metal prices can move realized scrap revenue before donor acquisition costs adjust [3].
• ADAS and calibration can push repairs toward OEM parts and dealer networks, trimming the alternative-parts share on the newest cars even as it totals more of them.
• Environmental liability and land use — contamination, zoning, and cleanup costs are ever-present at yards. Environmental site assessments and historical land-use work are essential; reported EBITDA can badly overstate distributable cash flow if yard remediation, paving, drainage, fluid-handling, or battery-storage investments have been deferred.
• Concentration on the supply side — dependence on two auction platforms for inventory.
• Labor. Wage inflation and difficulty retaining experienced dismantlers, inventory graders, drivers, and EV-qualified technicians can constrain both capacity and part quality.

10. How to invest and the outlook

Public routes.

• LKQ (NASDAQ: LKQ) is the primary listed way to touch recycled parts, but you are buying a global, mixed alternative-parts distributor with a large European arm, not a pure salvage-parts play. Its North America segment should not be valued as though all revenue were NAICS 423140 [3].
• Copart (CPRT) and RB Global/IAA (RBA) give exposure to the salvage-auction layer that supplies the yards — asset-light, fee-based, and historically high-margin (Copart earned ~$1.4B net income on ~$4.2B revenue in FY2024) [9][10]. They ride the same total-loss volumes without the labor and inventory intensity of dismantling, and can benefit from total-loss volumes even when higher auction prices compress dismantler returns.
• Toyota Tsusho (TSE: 8015) offers indirect public exposure through its ownership of Radius Recycling and Pick-n-Pull, though used-parts sales are a small part of a much broader Japanese trading and industrial group [13].
• There is currently no small-cap pure-play public used-parts wholesaler (Fenix Parts left the public market).

Private routes (where most of the real exposure lives):

• Owning/operating independent recyclers — a classic buy-and-build: acquire retiring owners' yards, add logistics density and shared inventory, harvest scrap and precious-metal streams. This is the roll-up thesis LKQ and PE firms are already executing.
• PE-backed consolidators (e.g., Stellex-owned Fenix Parts) offer sponsored exposure to the same theme [14][15].
• Real-estate angle — salvage yards sit on large, often appreciating industrial parcels; land can be a meaningful part of the return.
• Self-service chains and parts-network/data plays (the Car-Part.com layer) are private but strategically central.

Relevant diligence metrics: gross profit per donor vehicle, parts sold per donor, acquisition cost by source, inventory age and turns, fill rate, return and warranty rates, delivery density, scrap recovery, auction dependence, title compliance, and normalized environmental capital expenditure.

Near-term drivers (forward-looking judgment). The demand backdrop looks supportive: a record-old vehicle fleet, elevated new-car and repair prices, high insurer acceptance of alternative parts, and rising total-loss rates all point to steady recycled-parts volume, and independent forecasts call for ~8% annual market growth into the 2030s [1][20]. The swing factors are commodity prices (scrap and catalytic-converter metals) and vehicle-acquisition costs at auction. The genuine long-term question is the EV transition — it erodes engine/transmission/converter revenue but opens collision-parts, ADAS-module, and battery-recycling opportunities; how that nets out will define the next decade for the sector. On balance, the durable investment characteristics here — fragmentation ripe for consolidation, real assets, and a structural cost advantage over new parts — are more accessible to private operators and to the auction/distribution leaders than to a public investor seeking a clean, direct bet.

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Sources

1. Automotive Recyclers Association (ARA), industry overview (9,000+ locations, 140,000+ employees, ~$32B annual sales; recycled parts 20–80% cheaper), 2024/2025. https://www.a-r-a.org/ and https://www.a-r-a.org/about-us/
2. U.S. Census Bureau, "NAICS 423140 — Motor Vehicle Parts (Used) Merchant Wholesalers" (definition and cross-references to 423930, 423130), 2022. https://www.census.gov/naics/?details=42&input=42&year=2022
3. LKQ Corporation, Form 10-K for FY2025 (North America segment revenue $5,651M, segment EBITDA $814M; bidding methodology; self-service sale $410M EV; scrap and precious-metal price changes; engines/transmissions as major SKUs), U.S. SEC, filed 2026. https://www.sec.gov/Archives/edgar/data/1065696/000106569626000012/lkq-20251231.htm
4. LKQ Corporation, Form 10-K for FY2024 (self-service retention periods), U.S. SEC, filed Feb. 2025. https://www.sec.gov/Archives/edgar/data/1065696/000106569625000015/lkq-20241231.htm
5. U.S. Census Bureau, 2022 Economic Census — Industry concentration/receipts, NAICS 423140 (1,341 firms; 1,768 establishments; ~$10.13B receipts; CR4 50.0%, CR8 57.3%, CR50 72.7%; HHI 861.4), 2022. https://www.census.gov/programs-surveys/economic-census.html
6. U.S. Census Bureau, County Business Patterns 2023, NAICS 423140 (1,805 establishments; 25,772 employees; ~$1.34B annual payroll), 2023. https://data.census.gov/profile/423140_-_Motor_vehicle_parts_%28used%29_merchant_wholesalers?codeset=naics~423140
7. U.S. Small Business Administration, Table of Small Business Size Standards (NAICS 423140 = 125 employees), 2023. https://www.sba.gov/document/support-table-size-standards
8. U.S. Census Bureau, 2022 Economic Census — Gross margin and gross profit, NAICS 423140 (purchases $5.395B; COGS $5.253B; gross margin $4.867B / 48.1%; operating expenses $2.427B; gross profit $2.440B / 24.1%), Table EC2242GRMARGPROF, 2022. https://data.census.gov/table/ECNGRMARGPROF2022.EC2242GRMARGPROF
9. Copart, Inc., "Fourth Quarter and Full Year Fiscal 2024 Results" (revenue ~$4.2B; net income ~$1.4B, year ended July 31, 2024), U.S. SEC Form 8-K / CollisionWeek, Sept. 2024. https://collisionweek.com/2024/09/06/copart-reports-fiscal-2024-full-year-revenue-9-5-4-2-billion/
10. RB Global, Inc., "Fourth Quarter and Full Year 2024 Results" (total revenue ~$4.59B; owns IAA/Insurance Auto Auctions), Feb. 2025. https://investor.rbglobal.com/news/news-details/2025/RB-Global-reports-fourth-quarter-and-full-year-2024-results/default.aspx
11. Copart, Inc., Form 10-K for FY2025 (principal sellers are insurers; largest buyer group is vehicle dismantlers), U.S. SEC, 2025. https://www.sec.gov/Archives/edgar/data/900075/000162828025042946/cprt-20250731.htm
12. RB Global, Inc., Form 10-K for FY2025 (owns IAA salvage marketplace), U.S. SEC, 2026. https://www.sec.gov/Archives/edgar/data/1046102/000162828026011682/rba-20251231.htm
13. Toyota Tsusho Corporation, announcement of Radius Recycling acquisition, July 2025. https://www.toyota-tsusho.com/english/press/detail/250711_006639.html
14. Fenix Parts, growth timeline (34+ locations), 2025. https://fenixparts.com/growth-timeline/
15. GlobeNewswire, "Fenix Parts Stockholders Approve Merger Agreement with Stellex Capital Management LP," Apr. 2018. https://www.globenewswire.com/news-release/2018/04/09/1467291/0/en/Fenix-Parts-Stockholders-Approve-Merger-Agreement-with-Stellex-Capital-Management-LP.html
16. S&P Global Mobility, "U.S. Vehicle Age Rises Again to 12.8 Years in 2025," May 2025. https://press.spglobal.com/2025-05-21-U-S-Vehicle-Age-Rises-Again-to-12-8-Years-in-2025%2C-According-to-S-P-Global-Mobility
17. Federal Highway Administration, Traffic Volume Trends Table VM-1 (3.294 trillion VMT in 2024), 2024. https://www.fhwa.dot.gov/policyinformation/statistics/2024/pdf/vm1.pdf
18. Autobody News, "LKQ Reports Q1 Revenue Growth… alternative parts utilization reaching a record high of nearly 40%," 2026. https://www.autobodynews.com/news/lkq-reports-q1-revenue-growth-as-ceo-cites-signs-of-recovery-in-north-america
19. CCC Intelligent Solutions, "Crash Course Report" (70%+ of 2024 total-loss valuations were vehicles 7+ years old; EVs averaged 22 replaced parts per repair vs. 16 for ICE), 2024. https://ir.cccis.com/news-releases/news-release-details/ccc-crash-course-report-highlights-forces-reshaping-us-vehicle
20. Auto Recycling World, "Recycled Auto Parts Market Forecast To Grow 8% A Year To 2033" (~$17.4B in 2024 to ~$30B by 2033), 2024. https://autorecyclingworld.com/recycled-auto-parts-market-forecast-to-grow-8-a-year-to-2033/
21. Matthiesen, Wickert & Lehrer / Connecticut General Assembly OLR, state non-OEM/aftermarket crash-parts laws (35+ states regulate; ~31 require disclosure; ~25% require consent; recent NY/TX OEM-mandate bills), 2018–2025. https://www.mwl-law.com/use-aftermarket-non-oem-crash-parts-repair-damaged-vehicles/ and https://www.cga.ct.gov/2009/rpt/2009-R-0398.htm
22. U.S. EPA, "Regulatory Exclusions and Alternative Standards for Recycling Materials, Solid Wastes and Hazardous Wastes" (40 CFR Part 279 for used oil; universal-waste rules), 2025. https://www.epa.gov/hw/regulatory-exclusions-and-alternative-standards-recycling-materials-solid-wastes-and-hazardous
23. U.S. EPA, "Handling Contaminated Automotive Refrigerants" (MVAC venting prohibition; recovery equipment requirements; RCRA thresholds), 2025. https://www.epa.gov/mvac/handling-contaminated-automotive-refrigerants
24. NMVTIS, "Data Required" (junk/salvage yard reporting requirements), 2025. https://www.vehiclehistory.gov/Data_Required.PDF
25. Bureau of Labor Statistics, "Fatal occupational injuries by industry, 2023" (7 fatalities in NAICS 42314), Table A-1, 2023. https://www.bls.gov/iif/fatal-injuries-tables/fatal-occupational-injuries-table-a-1-2023.htm