Market evolution: Trailer parts (CN 87169090) — 2015–2025
Introduction
This report examines the evolution of European Union trade for trailer parts (customs code 87169090) over the period 2015 to 2025. The product category covers parts of trailers, semi-trailers, and other non-mechanically propelled vehicles, excluding chassis, bodies, and axles. Over this decade, the EU's trade profile for this product underwent a significant structural shift, transforming from a position of net self-sufficiency to one of growing import dependency, driven predominantly by suppliers in Asia and near-shore European countries. This analysis draws on the provided data to describe and interpret these key dynamics.
1. The EU's Evolving Trade Balance: From Net Exporter to Net Importer
The period 2015-2025 was characterized by a fundamental reversal in the EU's trade position for trailer parts. Initially a net exporter, the EU became a net importer as import growth significantly outstripped export growth, altering the market's competitive landscape.
1.1. A Reversal in Trade Surplus
At the start of the period in 2015, the EU recorded a positive trade balance of €34.2 million, indicating it exported more trailer parts than it imported. By 2025, this had reversed into a deficit of €37.5 million. This swing of over €70 million was driven by imports growing by 52.5% (from €456 million to €695 million) while exports grew more modestly by 34.2% (from €490 million to €658 million). The trade balance reached its peak deficit of €37.5 million in 2025.
1.2. Divergent Volume and Price Trends
The imbalance was fueled by a stark contrast in how volumes and prices evolved for imports versus exports.
- Imports: Value growth was supported by both volume and price increases. Imported quantity surged by 47.9% (from 188,200 tonnes to 278,407 tonnes), while the average import price rose by only 3.1% (from €2,423/t to €2,498/t).
- Exports: Value growth was almost entirely driven by higher prices. Export volumes increased by a modest 6.0% (from 105,682 tonnes to 111,993 tonnes), while the average export price jumped by 26.6% (from €4,639/t to €5,873/t).
This indicates the EU maintained a high-value, specialized export niche, while its import dependency grew on the back of substantial volume gains.
View the general trade overview.
2. Geographical Shifts: Deepening Import Dependency and Export Diversification
The changing trade balance was underpinned by major shifts in the EU's key trading partners. Import sources diversified into new growth markets, while export destinations showed a mix of consolidation and geographical pivots.
2.1. The Rising Role of Asian and Balkan Suppliers
EU imports of trailer parts became increasingly concentrated among new suppliers that demonstrated high growth, particularly from Asia and the Western Balkans.
| Partner (Imports) | 2015 (€ million) | 2025 (€ million) | Growth (2015-2025) | Share of EU Imports 2025 |
|---|---|---|---|---|
| China | 253.3 | 377.2 | +48.9% | 54.2% |
| Türkiye | 44.1 | 103.4 | +134.7% | 14.9% |
| India | 5.9 | 44.5 | +649.7% | 6.4% |
| Serbia | 21.1 | 49.0 | +132.1% | 7.0% |
| United Kingdom | 74.7 | 54.4 | -27.3% | 7.8% |
China solidified its position as the dominant supplier, accounting for over half of all EU imports by 2025. The most dramatic growth, however, came from India (+649.7%), Bosnia and Herzegovina (+341.4%), and Serbia (+132.1%). Türkiye also doubled its share. In contrast, imports from the United Kingdom declined, reflecting its post-Brexit repositioning as a more competitive partner in some sectors.
2.2. Export Resilience and New Market Momentum
While the UK remained the EU's premier export market, several other destinations showed robust growth, diversifying the EU's export base.
| Partner (Exports) | 2015 (€ million) | 2025 (€ million) | Growth (2015-2025) |
|---|---|---|---|
| United Kingdom | 134.9 | 187.7 | +39.2% |
| Türkiye | 28.6 | 89.9 | +214.0% |
| United States | 24.9 | 44.1 | +77.2% |
| Australia | 30.2 | 44.6 | +47.6% |
| Norway | 33.7 | 39.0 | +15.9% |
| Russian Federation | 39.8 | 0.01 | -100.0% |
The most striking feature is the complete collapse of EU exports to Russia, which fell to near zero by 2025. This volume was largely offset by significant gains to Türkiye (+214.0%) and other markets like the United States. This indicates a strategic reorientation of EU export flows away from the sanctioned Russian market towards other global and regional partners.
3. Structural Change: Market Integration, Specialisation, and Shocks
Beyond trade flows, the period saw deeper structural changes in production, market concentration, and vulnerability, illustrating the sector's integration into global value chains.
3.1. Increased Trade Openness and Production Growth
The EU market for trailer parts became significantly more open and integrated with global production. Key indicators show a marked intensification of trade and export orientation.
- Trade Intensity (Total trade as a share of production) rose from 30.9% in 2015 to 49.2% in 2025.
- Export Propensity (Exports as a share of production) increased from 21.3% to 33.4%.
- EU Production Value for this product grew by 63.6% over the period, indicating a growing domestic industry that is also increasingly reliant on and engaged in international trade.
View trade intensity and export propensity.
3.2. Concentration and Specialisation Dynamics
Market concentration on the import side remained high but slightly decreased, while export concentration became more moderate.
- Imports: The Herfindahl-Hirschman Index (HHI) for import value fell from 3,507 to 3,328, indicating a slight diversification away from the top suppliers. However, concentration by volume remained very high (HHI ~4,577).
- Exports: Export concentration by value rose from 1,057 to 1,247, becoming more moderate but still below the import threshold.
- Specialisation: Within the EU, certain member states demonstrated high specialisation in exporting this product. In 2025, Latvia (RCA 3.47), Luxembourg (3.31), and Poland (1.83) were the most specialised. Conversely, large economies like Spain and Ireland showed low specialisation, suggesting they are net importers of these parts.
3.3. Vulnerability and Shocks
The growing import dependency is reflected in the net import reliance indicator, which, while still negative (meaning the EU was a net exporter overall), moved significantly from -7.9% in 2015 to -2.5% in 2025. This confirms the declining export surplus. Volatility analysis identifies the United States and Vietnam as the most volatile import sources by value, while exports to Switzerland were the most stable. The data also flags a specific price shock event: EU export prices to Serbia surged by 49.3% in 2022, an anomaly that may reflect logistics disruptions or specific contractual shifts in that market.
Conclusion
Between 2015 and 2025, the EU market for trailer parts (CN 87169090) underwent a profound transformation. The most fundamental shift was the transition from a net exporter to a net importer, a trend driven by rapid volume-based imports from China, Türkiye, and several emerging European economies. Despite this, the EU's domestic production and export sectors demonstrated resilience and growth, albeit with a strategic pivot in export markets away from Russia and towards Türkiye, the US, and Australia. The market has become more integrated, with higher trade intensity and export propensity, though this has also increased exposure to foreign suppliers. Overall, the period marks the evolution of the EU from a relatively self-contained producer into a major node in a global trailer parts network, balancing specialized high-value exports with a growing appetite for imported components and finished parts.