Ursula von der Leyen has the answer. Borrow even more money. Borrow like there’s no tomorrow.

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The most remarkable thing about the rapid demise of the U.S. is that when it hits the bottom of the ocean floor economically, it will be in a better state than the EU. The panic among EU leaders, in particular Ursula von der Leyen, is breathtaking. Barely a week passes before she makes another crackpot policy announcement, gives herself a salary increase, or makes a statement about needing to give even more money to Ukraine. But in recent months these announcements have become more radical and existential, and we are seeing a new dawn now in the EU where the only solution to cover up the feral spending and borrowing is to fabricate a war with Russia and then blame Putin for the whole fiasco.

Every now and again we get a sober reminder about the economic situation of the U.S., EU and Russia. The recent news that Putin is going to sell around 2 million tonnes of diesel oil to “global markets” (as U.S. media phrases it), the lion’s share going to the U.S. before, during and just after the midterm elections in a bid to stabilise the price to help Trump. We will have to assume that countries who buy some of their diesel from the U.S. will continue doing so, but it might, in fact, be Russian oil.

There’s a lot of fake news buzzing around originating from Trump, who likes to distract journalists away from the top issues. It’s hard to see how the American public will respond to Trump’s latest decision to buy Russian diesel, but it’s hard to see this being a solution to the global oil crisis, let alone Trump’s record-low ratings. Will Trump really go ahead with a new wave of strikes on Iran after the midterms, as he has said? Or is it that his own intelligence agencies have picked up information that Iran is poised for a massive strike, and so therefore he is obliged to send even more troops, plus a carrier, to the region?

Regardless of how France and Germany get their diesel in the coming weeks, after Trump forced these governments to dip into their own reserves by threatening a U.S. export ban, it’s hard to see how the Achilles heel of most EU economies – crude oil products – can still be controlled by Moscow. While intellectually challenged figures like Mark Rutte make such stupid comments about how Russia could never win a war with NATO based on comparative GDP data, this latest move might be a huge wake-up call for Macron and Merz, the latter facing dismally low poll ratings. How do you continue to fund a war in Ukraine with the ‘frenemy’ relationship pushed to breaking point, such as is the case now with the U.S. having to buy diesel from Russia? EU countries loathe Putin, as the one hope they had to magically breathe new life into EU economies by taking Ukraine under its wing was shattered when Russian forces invaded. Putin is everything they are not. Nobody can deny Putin is a leader – the very thing that is so desperately lacking in EU countries. Leadership.

But the situation now has reached farce. With a global diesel crisis brought about by Trump’s war with Iran, EU countries are expected to buy diesel on the international market, topped up by Russia. In fact, buying oil from your enemy is nothing new. Countries have been doing this for decades. Even in Syria, we saw terror groups in the north-east of the country take over the oil infrastructure and then sell oil back to the Assad regime.

It’s hard to see how EU countries will draw a line in the sand between their geostrategic military objectives and their very realistic need for a stable oil supply. But in the midst of this chaos, Ursula von der Leyen has the answer. Borrow even more money. Borrow like there’s no tomorrow. Her latest proposal is to expand the current seven-year EU budget to 2 trillion euros, and there is only one way this can be achieved, as member states are never going to cough up more for the EU experiment. She will be forced to borrow from international banks to replace a previous loan of 750 billion euros for COVID. This is the solution for failing economies. Where once for so many years EU apparatchiks would defend the EU’s failure to implement its own rule book, in preference for constantly adopting new legislation, now this seems to have been replaced by ‘create a panic about Russia and make the EU a sort of executive of NATO without a single trace of democratic virtue’. Von der Leyen doesn’t stipulate what this massive increase is for, but we can assume some of it will be siphoned off for Ukraine. Madness on steroids. But hidden in the text is a new series of taxes which the EU itself could impose on individuals, and so in the smoke-and-mirrors confusion we see there is a back-door way to start taxing EU citizens, something Brussels never touched before. How long has the whole project got?

Brussels (Brussels Morning Newspaper) October 13, 2026 – European regulators and institutional stakeholders are examining procedural timelines and execution frameworks for the digital euro project. Discussions centre on structured sequencing, implementation phases, and technical requirements across member states.… Read more

More than half of Europeans believe hens should no longer be caged, according to new data released on Tuesday (13 October). 

And 75 percent of Europeans wanted the last hen in the EU out of its cage by 2035 at the latest, according to a poll conducted by Savanta on behalf of Humánny pokrok, an animal rights non-profit.

Pollsters asked 25,080 adults across 25 member states for their views on keeping hens in cages.

The results show that 16 percent of people were not sure when or if putting hens in cages should be banned, while 7 percent of Europeans supported hen-caging until at least 2045.

The survey comes five years after 1.4 million citizens signed the European Citizens’ Initiative (ECI) to ‘End the Cage Age’ and the European Parliament voted to endorse it.

‘Now is the time’

“This data shows millions of Europeans care about animal welfare,” said Barry Andrews, an Irish Renew MEP.

“Over 1.4 million signed the ECI, which was also supported by MEPs. Now is the time for the Commission to finally make a legislative proposal,” he added.

The delay in tabling legislation came after Copa Cogeca, a farming lobby group, insisted that banning hen cages could take up to 15 years.

But the new data says 52 percent of Europeans wish a hen cage ban was already in place.

The country most supportive of a hen cage ban was Austria, where 65 percent of people believed the last hen should have already left its cage, and 2 percent said cages for hens should never be banned.

Thomas Waitz, an Austrian Greens-group MEP, said an EU ban on animal cages is “long overdue” and urged Olivér Várhelyi, commissioner for health and animal welfare, to deliver an “ambitious timeline”.

“This long period of indecision is not just an affront to the European consumers who want better Animal Welfare, it also harms European farmers and producers who need reliable information for their investments,” Waitz said.

In Bulgaria, the member state which polled as least supportive, 33 percent of people believed the last hen should have already left its cage whereas 9 percent said cages should never be banned.

This article continues, but the full version is available only to EUobserver.com subscribers. Visit account.euobserver.com/membership

The European Union has reached an agreement with China to restrict imports of Chinese hybrid vehicles to 350,000 annually, introducing a significant new barrier to the expansion of Chinese manufacturers in Europe’s automotive market.

The arrangement, confirmed on 12 October, follows months of negotiations between Brussels and Beijing and reflects growing concern about the competitive position of European carmakers.

The import ceiling could reduce Chinese hybrid vehicle sales in the EU by more than half compared with previously anticipated volumes, although the actual effect will depend on demand, product classifications and implementation.

The agreement comes as manufacturers gather for the Paris Motor Show, where the future of European vehicle production, Chinese competition and industrial policy have become central subjects.

China’s Commerce Ministry has presented the outcome as a negotiated arrangement intended to preserve trading relations, while the European side has emphasised the need to prevent rapidly increasing imports from undermining domestic production.

Chinese manufacturers confront a new European barrier

Chinese carmakers have expanded aggressively in overseas markets as domestic demand has weakened. Chinese passenger vehicle exports rose sharply in September, with manufacturers increasingly targeting Europe, Latin America and Asian markets.

Hybrid vehicles have become particularly important because they offer consumers lower fuel consumption without requiring the same degree of dependence on charging infrastructure as fully electric cars.

This has allowed Chinese brands to compete in market segments where European manufacturers retain substantial established production capacity.

The new quota limits the number of eligible Chinese hybrid vehicles permitted to enter the European market each year. According to details of the import restrictions, shipments exceeding the permitted volume would face restrictions at EU customs.

The mechanism differs from a conventional tariff because imports beyond the ceiling cannot simply enter the market by paying a higher duty. Manufacturers and importers will need to consider both delivery costs and the availability of import allocations.

European manufacturers seek protection

The measures arrive amid growing pressure on the European automotive industry, which faces high production costs, expensive energy, competition from Chinese manufacturers and the capital requirements of shifting towards electrified transport.

Companies operating in Germany, France, Italy and other established manufacturing centres must fund the development of new vehicles while maintaining existing factories and employment.

Chinese manufacturers benefit from extensive domestic production networks, considerable scale and access to battery manufacturing capacity.

European policymakers have questioned whether competition takes place under equivalent economic conditions, particularly where Chinese producers receive support from state-directed industrial policies.

Beijing rejects allegations that its export performance results principally from unfair state assistance, arguing that Chinese companies have achieved competitiveness through investment, innovation and efficiency.

The quota represents a departure from the assumption that European consumers will necessarily have unrestricted access to the lowest-priced imported vehicles.

Its economic effects will depend partly on whether European manufacturers can use the additional protection to improve productivity and develop more competitive models.

Will Chinese manufacturers move production into Europe?

Restrictions on imports do not necessarily reduce the presence of Chinese-owned companies in the European automotive industry.

Several manufacturers are already developing production capacity outside China, including within the European Union. BYD’s investment in Hungary is one example of how Chinese companies can pursue access to European consumers through local manufacturing rather than relying entirely on imported finished vehicles.

The new arrangements could strengthen the commercial incentive to expand such operations.

For European governments, Chinese investment presents a difficult calculation. New factories may create employment, increase industrial activity and preserve automotive supply chains, while also expanding the influence of Chinese manufacturers within Europe’s domestic market.

The economic consequences depend on how much research, component manufacturing, battery production and other high-value activity takes place locally.

A Chinese-owned assembly plant using predominantly imported components would provide different benefits from a fully developed European production network.

The British dimension

The debate is also drawing attention to the position of the United Kingdom, whose automotive industry remains closely integrated with European supply chains despite Brexit.

Executives from Stellantis and Renault have supported including Britain within proposed European industrial protection measures, reflecting the importance of UK manufacturing operations to their broader businesses.

Such an arrangement would raise questions about regulatory alignment, trade preferences and the conditions under which non-EU production could qualify for European industrial support.

British manufacturers also face the challenge of Chinese competition, and decisions taken in Brussels could influence investment strategies across the wider European automotive sector.

Protection versus competitiveness

The restrictions may offer European manufacturers additional time to adapt, but they do not eliminate the structural challenges confronting the industry.

Energy prices, labour costs, the availability of batteries and the affordability of new vehicles remain important factors in the competitiveness of European production.

Nor will the quota necessarily prevent Chinese firms from gaining market share through investment, partnerships or vehicles manufactured outside China.

The EU’s approach combines restrictions on imports with the possibility of continued Chinese industrial participation inside Europe.

The outcome will depend on whether European manufacturers use the reduced competitive pressure to strengthen their technological and manufacturing position, or whether the restrictions primarily accelerate the relocation of Chinese-owned production into the EU.

European Union governments are entering a critical round of budget negotiations after the Irish presidency of the Council proposed cutting €141 billion from the European Commission’s long-term spending plans, exposing deep disagreements over how the bloc intends to finance its expanding responsibilities.

The revised proposal, circulated ahead of the European Council meeting scheduled for 15–16 October, would reduce the planned 2028–2034 financial framework by approximately eight per cent to around €1.6 trillion, calculated in constant prices.

Despite the reduction, the proposed budget remains approximately 30 per cent larger than the current seven-year framework. Germany, Sweden, the Netherlands and other governments concerned about national contributions have nevertheless argued that further restraint is necessary.

The compromise, detailed in negotiations over the EU’s next financial framework, reduces proposed spending across several areas while largely protecting the Union’s established agricultural and regional development programmes. The distribution of those cuts is becoming as contentious as the overall size of the budget.

Europe’s new priorities face the deepest reductions

Under the Irish proposal, agricultural and regional development allocations would decline by approximately three per cent compared with the Commission’s initial plans. By contrast, funding intended for competitiveness and security would be reduced by around 13 per cent, while external action and development cooperation face cuts of approximately 17 per cent.

The difference raises questions about whether the next EU budget can support the strategic ambitions repeatedly endorsed by European leaders.

The Commission has presented industrial competitiveness, technological development, defence readiness and economic resilience as central priorities for the remainder of the decade. Yet these sectors would absorb proportionately larger reductions under the revised framework than agricultural and cohesion programmes.

The consequences could extend to investments in advanced technologies, European industrial supply chains, research programmes and cross-border defence cooperation. They could also constrain the Union’s capacity to fund external partnerships and development initiatives.

The debate is particularly sensitive because the EU’s responsibilities have changed considerably since the previous budget was negotiated. Russia’s invasion of Ukraine has increased defence requirements, while competition with China and the United States has intensified demands for industrial investment.

Germany and the net contributors demand restraint

The central disagreement concerns how much additional expenditure European governments are willing to finance through the common budget. Germany and other major net contributors face domestic fiscal constraints, rising borrowing costs and demands to increase national defence spending.

For these governments, accepting a substantially larger EU budget would add to financial commitments already being made through national budgets.

The Irish compromise therefore faces opposition from two directions. Some governments consider the reductions insufficient, while others fear that the remaining cuts will weaken programmes essential to their national economies.

Traditional recipients of agricultural and regional funding have an interest in protecting established expenditure. Governments seeking stronger European investment in defence, innovation and industrial competitiveness have different priorities.

The European Parliament is another obstacle. Its consent will be required before the final financial framework can enter into force, giving MEPs considerable leverage in negotiations with national governments.

New EU revenues remain controversial

The proposal also envisages approximately €55 billion in additional annual financing through new or revised EU revenue sources, including customs revenues, emissions-related income and corporate contributions.

The Commission’s framework for the next long-term budget reflects a broader debate over the extent to which the Union should develop independent financing mechanisms rather than rely predominantly on national contributions.

Such mechanisms would potentially give Brussels a more predictable revenue base. However, they also raise questions about fiscal sovereignty, the distribution of costs among member states and the political accountability of European taxation.

National governments remain reluctant to surrender substantial authority over revenue collection, particularly when proposed resources could impose costs on domestic industries or consumers.

Ukraine, enlargement and Europe’s strategic ambitions

The negotiations will influence the Union’s ability to respond to future enlargement. Ukraine and several Western Balkan countries are pursuing accession, but the financial implications of bringing additional members into the Union remain substantial.

Existing arrangements for agricultural subsidies and regional development assistance would require reconsideration if large new beneficiaries entered the budgetary system.

At the same time, the EU faces pressure to support Ukraine financially and strengthen defence production without depending indefinitely on extraordinary borrowing or ad hoc national contributions. These responsibilities cannot be addressed simply by preserving the structure of earlier budgets.

European Council President António Costa will seek to narrow the divisions among the 27 leaders, but agreement on the financial framework requires unanimity. Any government can withhold its consent if it considers the final distribution of costs unacceptable.

The forthcoming summit is therefore likely to establish the parameters of further negotiations rather than eliminate the underlying disagreements. The immediate political question is whether member states can reconcile their commitment to greater European strategic capacity with their reluctance to finance it collectively.