Used trucks: When oldies aren’t goldies

As the global used truck market accelerates toward US$92.52 billion by 2034, the UN Environment Programme (UNEP) warns that the growing movement of older commercial vehicles is becoming a major contributor to air pollution. JACO DE KLERK reports.

Fortune Business Insights, a global market insights and consulting services provider, highlights that the global used truck market size was valued at US$58.16 billion in 2025. “The market is projected to grow from US$61.42 billion in 2026 to US$92.52 billion by 2034, exhibiting a CAGR (compound annual growth rate) of 5.25% during the forecast period,” it notes in its report, “Used Truck Market Size, Share & Industry Analysis, By Truck Type (Light-duty truck, Medium-duty truck, and Heavy-duty truck), By Propulsion (ICE and Electric) By Sales Channel (Franchised dealer, Independent dealer, and Peer-to-peer), and Regional Forecast, 2026-2034”.

The report adds that businesses, especially small to medium enterprises (SMEs), often operate within constrained budgets, making used trucks a cost-effective alternative to new vehicles. “According to a report from Daimler Trucks, SMEs frequently utilise pre-owned vehicles for logistics, last-mile delivery and local transportation, allowing them to manage costs efficiently while meeting operational demands,” it notes.

“The growth of e-commerce has further intensified this trend as businesses seek affordable solutions to meet rising delivery expectations. In 2023, approximately 3.5 million used trucks were transacted globally, with medium-duty trucks leading the market due to their versatility and efficiency in urban settings. These trends reflect strong demand for used trucks, particularly in the logistics and construction sectors, which rely heavily on these vehicles for their operations,” it continues.

Moreover, the market insights company emphasises that manufacturers such as Volvo have recognised this trend and have implemented certified pre-owned programmes to enhance the reliability and quality of used trucks: “For instance, the Volvo Certified Programme offers a factory-backed warranty for pre-owned trucks after undergoing a rigorous 150-point inspection, ensuring that they meet high standards of performance and safety. Such initiatives boost consumer confidence and make used trucks more appealing to SMEs looking for reliable transportation solutions without the high costs associated with new purchases.”

Locally, TruckStore has taken things even further by offering comprehensive warranties for its second-hand vehicles. While these vehicles offer economic benefits and greater purchase security, they do have a hidden cost, as UNEP notes in its report “Used Heavy Duty Vehicles and the Environment – A Global Overview of Used Heavy-Duty Vehicles: Flow, Scale and Regulation.”

Here, it highlights that while exports of used and new heavy-duty vehicles (HDVs – locally known as heavy and extra-heavy commercial vehicles) represent a modest 3.6% of the global automotive trade’s total value, their associated CO₂ emissions have surged by over 30% since 2000. Trucks are responsible for 80% of this increase. “Moreover, HDVs contribute substantially to environmental pollution, accounting for over 40% of on-road nitrogen oxides (NOx) emissions, over 60% of on-road particulate matter (PM2.5) and more than 20% of black carbon emissions,” UNEP says.

Alarmingly, according to the study, HDVs are projected to continue to grow with increasing economic activities and the need to move people and goods. This is based on past trends where global sales of trucks and buses almost doubled in 15 years, from 3.2 million in 2000 to 6.3 million in 2015.

What is the number of used vehicles in these figures? “In 2015, 6.3 million new and used HDVs were sold globally. Among which, 3.4 million units were newly manufactured, making used HDVs account for nearly half of the total sales,” the report reveals.

While South Africa is protected by restrictions on the import of used commercial vehicles, mostly only allowing this for personal use, many developing countries rely on used HDV imports to grow their fleets. While this promotes more affordable means to meet increasing mobility needs in these countries, the report finds that regulation and enforcement on the quality of the used HDVs imported are either low or non-existent. This further amplifies their impact – especially in the case of older, more polluting and unsafe vehicles.

To date, export regulations also remain limited and inconsistent for exporting used HDVs. The report finds regulations in over half of used HDV importing countries to be “weak” or “very weak” and enforcement to be inadequate. For example, while 25 African countries have adopted used HDV standards for air pollution control, climate mitigation and improved road safety, only four have fully implemented these. Worldwide, only two countries have included used vehicles in their national climate action plans.

“Trucks and buses contribute to economic growth just about anywhere in the world, but ambitious regulations are needed to curb their emissions, causing major environmental and health impacts. Introduction of cleaner bus technologies can be a major driver for the global revolution to low and, ultimately, zero emissions transport,” says Rob de Jong, head of UNEP’s Sustainable Mobility Unit.

The report emphasises that importing and exporting countries share the responsibility to ensure cleaner and safer used vehicles on the roads of developing countries. It shows the need for regional cooperation to introduce and enforce minimum standards (such as emission standards and age limits), raise public awareness and conduct more research for both environmental and road safety benefits. For example, by adopting Euro 6-equivalent vehicle emission standards and cleaner fuels, as many as 700,000 premature deaths can be avoided by 2030.

The report represents a first effort to quantify and qualify used-HDV flows, based on export data from Japan, the European Union and the Republic of Korea – altogether representing about 60% of the total new and used HDV export market – to 146 predominantly low- and middle-income countries.

As with everything, the report has limitations, most notably discrepancies in statistics, as well as a lack of publicly available data from the US – which does not separate exports of new and used vehicles – and China, an emerging exporter. However, as the used truck market motors toward $92.52 billion by 2034, one question remains: can the world afford “affordable” trucks? For developing nations, these vehicles represent economic survival. For the 700,000 people who could avoid premature death through better regulations, they represent something else entirely. The market’s dual nature demands a unified response, before cost savings cost more than money.