Why are Europeans turning towards authoritarian and populist demagogues?

Last week, one study by two European think tanks said one-in-three Europeans would vote authoritarian or support a populist party. Among the reasons are the perceived elitism in the traditional left and right-leaning parties.

The centre appears to be eroding, leaving people who are struggling with high inflation, energy, and uncertain futures looking for answers elsewhere.

Opinion polling from the Pew Research Center also found that 69 percent of the French population is dissatisfied with democracy, Italy 62 percent, Poland 47 percent and Spain 68 percent.

All are facing upcoming elections.

Another study, out on Tuesday (27 October), by the US-based Action for Democracy, drew similar conclusions and found that shaky allegiances between far-right parties in Europe are creating the scaffolding for possible future leadership under an authoritarian bent.

I say shaky because populist far-right parties have a notorious track record of finding common ground but then falling apart later.

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The European Parliament has taken another step towards revising the European Union’s 2035 vehicle-emissions framework, after lawmakers from three major political groups agreed amendments offering manufacturers greater flexibility in meeting carbon dioxide reduction targets.

The compromise, approved on 22 October by Parliament’s Transport and Industry committees, proposes an 87.5 per cent reduction in average emissions from new passenger cars by 2035, compared with the 2021 baseline. This is less stringent than the European Commission’s proposed 90 per cent reduction and represents a further departure from the existing 100 per cent reduction in tailpipe emissions for new cars and vans.

The changes have not become law. They remain subject to parliamentary procedures and negotiations with EU governments. Nevertheless, the committee agreement shows how concerns over manufacturing competitiveness, production costs and technological choices are reshaping European climate legislation.

A fundamental revision of the 2035 framework

The original 2035 target, adopted in 2023 as part of the EU’s Fit for 55 legislation, required manufacturers to achieve a 100 per cent reduction in average tailpipe carbon dioxide emissions from new cars and vans. It effectively directed the market towards battery-electric and other zero-emission vehicles.

Manufacturers have argued that the transition is taking place under difficult commercial conditions. Competition from Chinese producers, costs of developing new platforms and batteries, and uncertainty over charging infrastructure contributed to demands for regulatory flexibility.

In December 2025, the European Commission responded with an automotive package proposing a 90 per cent reduction requirement by 2035. It would permit manufacturers to compensate for some remaining emissions using mechanisms involving low-carbon steel produced in the EU and qualifying renewable fuels.

The latest parliamentary compromise would lower the target further, to 87.5 per cent, while allowing low-carbon steel credits to count towards compliance. For light commercial vehicles, lawmakers also proposed reducing the 2035 target to 80 per cent and the 2030 target to 35 per cent.

Why low-carbon steel matters

A notable feature of the compromise is the connection between car-emissions rules and European steelmaking. Steel production is a major industrial source of carbon dioxide, and companies face investment requirements to replace conventional production processes with lower-emission alternatives.

Regulatory credits for carmakers using qualifying European low-carbon steel could create demand for cleaner industrial materials and encourage domestic investment. But emissions avoided during production are not equivalent to reductions in exhaust emissions. The accounting mechanism therefore creates a distinction between cutting tailpipe output and compensating for some remaining emissions through materials and manufacturing.

The compromise also connects vehicle rules with a broader industrial-policy debate about European-made products. As EU Today previously reported, vehicle decarbonisation has increasingly become part of the discussion about European industrial competitiveness.

Electric vehicle sales continue to increase

The debate comes despite growth in electric vehicle registrations. According to figures from the European Automobile Manufacturers’ Association, battery-electric cars represented 22.7 per cent of new EU passenger car registrations in the first nine months of 2026, against 16.1 per cent during the same period of 2025.

Approximately 1.93 million battery-electric cars were registered between January and September, with considerable growth in Germany and France. Hybrid-electric vehicles nevertheless remained the largest single powertrain category at 36.3 per cent, while petrol and diesel together represented 28.2 per cent, down from 36.9 per cent a year earlier.

The figures show that electrification is progressing, but combustion engines still account for a substantial share of sales. Manufacturers must make investment decisions across several technologies while anticipating changing legislation.

Disagreements over industrial strategy

The parliamentary compromise follows discussions between France and Germany about the relationship between car-emissions rules and measures favouring European production. Paris has emphasised domestic industrial capacity; Berlin has pressed for greater technological flexibility.

Supporters of looser standards argue that manufacturers need time to adjust investment and respond to consumer demand. Critics warn that weakening the target could delay investments in electric vehicles, batteries and charging networks by making future demand less certain.

The eventual legislation will determine not only which vehicles may be sold after 2035, but also how the EU balances emissions reduction, international competition and the position of its manufacturing industry.

New EU legislation will waive airfares for people accompanying disabled passengers if the companion’s presence is deemed required by the airline.

Updated passenger rights greenlit by MEPs last week (20 October) close a loophole allowing airlines to turn away passengers with reduced mobility.

Once approved, agreed changes mean airlines will allow disabled people the opportunity to travel with companions free of charge – if required for safety reasons – from 23 October 2027.

Ministers in the council had proposed alternative legislation that would allow airlines to collect taxes and charges for required companions. But in a win for disabled rights, negotiators for the European Parliament succeeded in insisting such charges be waived.

Rapporteur Matteo Ricci, an Italian MEP for the Socialists & Democrats (S&D), called the decision a “significant step forward” following the vote in Strasbourg.

This comes after a previous vote in July required airlines to fully cover the replacement of mishandled mobility equipment and allow people with disabilities or reduced mobility to sit next to their companions at no extra charge.

Companions not required by airlines must pay

Under new rules, passengers already travelling with an accompanying person not required by airlines – such as a personal assistant to help with their needs – will still need to pay for an extra ticket.

This was not made clear by Ricci who told reporters last week: “All people with disabilities or reduced mobility will have the right to have a companion traveling with them free of charge.”

In reality, the text adopted at plenary allows airlines to determine based on safety judgements whether or not companions of disabled people can travel for free.

So under new rules, many people with disabilities may not be able to bring companions free of charge.

“This leaves a gap for passengers who need personal assistance, but whose accompaniment is not required by the airline,” said Maltese S&D-group MEP Alex Agius Saliba. The co-chair of parliament’s disability group told EUobserver: “Their support needs are no less real, and the additional ticket can remain a financial barrier.”

Advocacy group the European Disability Forum (EDF) said when a provisional agreement was reached that updated enforcement of passenger rights offers “insufficient protection” for disabled passengers.

Disability rights whack-a-mole 

Daniel Casas, policy officer at the EDF, thinks new rules are a step in the right direction. 

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Brussels, Belgium, 27 October, (Brussels Morning Newspaper) – The European Union and the United Kingdom are seeking progress towards an agreement on Made in Europe rules, as discussions continue over whether British manufacturers should qualify for preferential … Read more

The European Union has approved the mobilisation of approximately €4.9 billion under the European Peace Facility (EPF), implementing a significant part of an earlier agreement intended to resolve disagreements over military assistance to Ukraine.

The eight decisions, adopted by the Council on 26th October, allocate €4.7 billion towards partial reimbursement of military equipment already supplied by member states and €230 million towards the EU Military Assistance Mission in support of Ukraine.

Although the announcement represents an important step in restoring the operation of an established financing mechanism, most of the money does not correspond to fresh deliveries of military equipment.

That distinction is important as European governments attempt to reconcile continued support for Kyiv with growing pressure on national defence budgets and the need to replenish their own military inventories.

From political agreement to financial implementation

The decisions implement part of the €6.6 billion agreement reached by EU governments on 25th September, which ended a prolonged dispute over the allocation of European Peace Facility resources.

As EU Today reported following that agreement, the package separates reimbursements for previous deliveries from financing for new equipment and military training.

Under the original arrangement, €4.7 billion was earmarked for reimbursements, €1 billion for new joint procurement and approximately €900 million for training-related expenditure.

Monday’s decisions authorise most of the reimbursement component alongside a further allocation for training. They do not, by themselves, demonstrate that the separately planned €1 billion in new military equipment has been purchased or delivered.

The distinction reflects the unusual structure of the European Peace Facility.

Established in March 2021, the EPF operates outside the EU’s regular budget and finances security and defence assistance, including military equipment supplied by member states to partner countries.

Governments can provide weapons from their national stocks and subsequently seek partial reimbursement. This enables the EU to share some of the costs, although actual deliveries remain dependent on national decisions, industrial capacity and available equipment.

Reimbursements therefore strengthen the financial position of contributing governments without necessarily increasing Ukraine’s immediate stock of weapons.

Nevertheless, by reducing the financial burden of earlier donations, the mechanism can help governments preserve the capacity to make further contributions.

Military training becomes a longer-term commitment

The additional €230 million for the EU Military Assistance Mission also reflects the increasingly institutional character of European military support.

Established in November 2022, EUMAM Ukraine provides training for Ukrainian personnel through facilities and instructors made available by participating countries.

According to an EU statement delivered at the OSCE in October, the mission had trained approximately 97,000 Ukrainian soldiers.

The EU has agreed to extend the mission for another two years, moving military training beyond a series of short-term emergency measures.

Training programmes can be adapted to battlefield requirements, including the operation of Western equipment, command procedures, engineering and specialised military functions.

However, the usefulness of training also depends on the availability of appropriate weapons, ammunition and replacement equipment once personnel return to Ukraine.

The Council says the latest decisions bring overall support under the European Peace Facility to approximately €10.8 billion, comprising €9.9 billion associated with military assistance reimbursements and €950 million for training.

Frozen Russian assets and the defence industry

A separate financing mechanism is increasingly relevant to European support for Ukraine.

The Council reports that €3.5 billion in extraordinary revenues generated by immobilised Russian sovereign assets has already been channelled through the EPF to finance ammunition, air defence and drones.

More than €1.5 billion of the resulting procurement has been directed towards Ukraine’s own defence industry.

This creates a different relationship between European financing and Ukrainian military production.

Rather than relying exclusively on weapons taken from European stockpiles, the arrangement allows part of the support to be translated into orders for equipment manufactured inside Ukraine.

The approach may also reduce certain transport and procurement constraints, although production remains vulnerable to Russian attacks, component shortages and interruptions to electricity supplies.

The legal and political questions surrounding Russian-asset revenues remain significant. As EU Today previously examined, disputes over how European institutions approve funding measures have generated legal challenges.

The next test for European governments

At their 15–16 October summit, EU leaders welcomed the EPF agreement and continuing disbursements under the separate €90 billion Ukraine support loan covering 2026 and 2027.

The two instruments serve different purposes. The loan supports wider Ukrainian financial and defence requirements, while the EPF provides a mechanism for sharing the costs of military assistance.

For Kyiv, the central question is how rapidly European financial commitments can be converted into deliverable military capabilities.

For EU governments, the challenge is whether reimbursement mechanisms, national procurement and Ukrainian industrial production can operate together on a predictable basis.

The release of €4.9 billion resolves an important financing issue. It does not eliminate the continuing requirement for new equipment, ammunition and sustained production.