Julia Reda

Mathias Schindler
Christopher Clay
Justus Römeth

What is Dieselgate?

Diesel fuel powered cars by the manufacturer VW pollute the environment much more than is allowed, the US government agency EPA asserted in September 2015.

While they meet legal emissions limits in lab tests, they actually emit much more harmful Nitrogen oxides (NOx) under real driving conditions. VW admitted to deliberately cheating on the tests using so-called “defeat devices” deployed in 11 million cars worldwide. Such devices are specifically forbidden under both EU and US law.

European Environment Agency

Recent studies are indicating similar issues might affect cars by other manufacturers, but they are so far denying any wrongdoing.

Air pollution contributes to hundreds of thousands of premature deaths in the EU yearly. NOx emissions have been shown to aggravate respiratory and heart diseases and contribute to environmental pollution through acid rain and smog.

Call for Evidence

Please send any documents to either the dedicated e-mail address or the physical mailbox (whose address is mentioned right below) of the investigatory committee. To make the anonymous submission of evidence possible, we successfully pushed for the set up of a physical mailbox and are pushing for the set up of a system to handle encrypted e-mails. 'Brown envelopes' are all in all the safer technology regarding anonymity, and we welcome the secretariat exploring setting up technology to handle encrypted e-mails.

Head of Secretariat
SQM 06Y093
European Parliament,
Rue Wiertz 60, B-1047 Brussels

How can cars cheat on emissions tests?

“Defeat devices” in cars deliberately activate extra emissions controls when they detect a testing environment. How do these tests work?For a description of how these tests work, see the European Environment Agency's report Explaining road transport emissions - A non-technical guide (PDF).

These controls may not be active in real driving circumstances for a variety of reasons: To increase the car's fuel economy and performance, to allow drivers to save on Diesel exhaust fluid or, according to manufacturers, to protect the engine in certain conditions such as cool weather.

The EU is set to slowly roll out real-world tests starting in 2017. However, the European Commission will allow cars to continue exceeding the agreed-upon legal limits by as much as 110% for several years. In a narrow vote, the Parliament disregarded the warnings of its Environmental Committee and rubber-stamped this decision.

Why and what is the European Parliament investigating?

Diesel cars are especially popular in the EU, representing just over half of the cars sold. A third of NOx gases in the Union are produced by diesel cars.

Some lines of inquiry will be:

  • Insufficient tests: EU law requires cars to meet the emissions limit values “in normal use”, yet a lab test in any EU country currently allows the car to be sold all over Europe. The testing procedures, which reported no signs of cheating, were last updated in 1990 and allow for a lot of flexibility. They are conducted by private companies and paid for by the car manufacturers. Thus an economic incentive exists to approve vehicles to generate repeat business. Detecting defeat devices is also hampered by lack of access to the car's software due to laws on trade secrets or copyright restrictions on manipulating the software.

  • Failure to act: As early as 2010, the Commission's Joint Research Centre concluded “that there is a problem with diesel NOx emissions on the road”, yet no action was taken.

  • Industry influence: How much did the car industry influence the design of this system, the rules or their oversight? They lobby against emissions standards intensely, and several European manufacturers are co-owned by governments (VW 13%, Renault 20%). Research points to outsized influenceInfluenceMap report: How the automotive industry shaped policy

Investigating particular car manufacturers or conducting emissions tests is not part of the mandate.

How will the investigation work?

Chairwoman Kathleen Van Brempt (Flemish), vice-chair Ivo Belet (Flemish), vice-chair Mark Demesmaeker (Flemish), and Karima Delli (French) (Photo: European Parliament)

Chairwoman Kathleen Van Brempt and Vice Chairs Ivo Belet, Mark Demesmaeker and Karima Delli (Photo: European Parliament)

The Committee of Inquiry, chaired by Kathleen van Brempt (S&D) and made up of 45 members and as many substitutes, will work for a year and present a final report in March 2017. An interim report will be published at the half-way mark.

The Committee will invite witnesses and experts to its meetings, go on fact-finding missions and analyse large numbers of documents. We will be covering all progress on this page, so stay tuned!

The Greens/EFA group is the only to have made their agenda in the Committee transparent.

Written questions to the witnesses

Each witness has to answer a set of written questions before the hearing.

The written responses to the questionnaire by JRC and ICCT, the first witnesses, are now publicly available.

Refusal to appear by Günter Verheugen

Günter Verheugen, former Commissioner for Enterprise and Industry, was invited on the 4th of May to appear before the EMIS committee, but refused to appear. You can read the correspondence on Lobbycloud.

Cover Photo: cc-by-nc Georgie Sharp

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Why are diesel cars so popular in the EU in the first place?

asked by c3o
new since March 4, 2016; 1 Comments
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