Professor David Betz has warned that Britain is drifting towards civil war. No, says P.K. O'Sullivan: the war has already started, one broken friendship, family row and motorway blockade at a time.
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The landscape of asphalt and concrete that defines La Paz can give way, within just a few miles, to hot, dense forests clinging to the mountainsides. The steep, unforgiving streets north of Bolivia’s administrative capital are replaced by thick vegetation and winding rivers that descend more than 5,000 meters toward the Amazon.
© Claudia Morales (REUTERS)
The data show that 300,202 battery-electric cars were registered during the month, accounting for 32.6 per cent of new passenger-car registrations in the markets surveyed.
The figures emerge three days after Paris and Berlin announced a joint position on the future of Europe’s automotive industry, proposing greater flexibility in the EU’s 2035 emissions regime while introducing measures intended to favour vehicles manufactured in Europe.
The latest figures, compiled by E-Mobility Europe, New Automotive and Fier Automotive, indicate that electric vehicle demand accelerated sharply during September.
According to the industry data published on 19 October, approximately 1.98 million battery-electric cars have been registered across the 17 markets during the first nine months of 2026, an increase of 38.1 per cent compared with the equivalent period last year.
Higher oil prices, government incentives and the introduction of more affordable electric models have all contributed to demand.
The figures represent a substantial change in the composition of European new-car sales, although they cover selected markets rather than constituting a complete statistical account of the EU’s 27 Member States.
France recorded 65,243 battery-electric registrations in September, representing 41.7 per cent of its new-car market. Germany registered 88,724 electric vehicles, giving the technology a market share of 34.6 per cent.
Both countries have substantial automotive manufacturing industries and are directly involved in negotiations over Europe’s future emissions legislation.
Despite the overall increase, electric vehicle adoption remains uneven across the continent.
Norway retained its position as Europe’s most electrified new-car market, with battery-electric vehicles accounting for 98.8 per cent of registrations in September.
Denmark followed with 88.8 per cent, while Finland recorded 62.7 per cent and Sweden 49 per cent.
Electric models also accounted for approximately half of new-car registrations in Belgium, the Netherlands, Ireland and Portugal.
At the other end of the market, battery-electric vehicles represented only 11.2 per cent of registrations in the Czech Republic, 7.6 per cent in Italy and 6.2 per cent in Poland.
These differences illustrate the difficulty of establishing a uniform European transition timetable.
Household incomes, purchase incentives, vehicle prices and charging infrastructure differ substantially between countries. The availability of affordable electric cars is particularly important in markets where buyers are more sensitive to the initial purchase price.
The varying national figures also complicate the EU’s industrial calculations, since manufacturers must operate across markets progressing at different rates.
On 16 October, French President Emmanuel Macron and German Chancellor Friedrich Merz agreed on a joint approach to changes in European automotive regulations.
Under the proposed compromise, car manufacturers would be required to reduce carbon dioxide emissions from new vehicles by 90 per cent by 2035 compared with the 2021 reference level.
The agreement would also remove a proposed requirement to compensate for the remaining emissions through measures such as the use of low-carbon steel.
The change would create additional opportunities for manufacturers to continue selling vehicles powered by combustion engines beyond 2035, subject to the final legislative framework.
In their joint declaration on the automotive industry’s future, the French and German governments argued that emissions reduction must be combined with industrial competitiveness, investment and European manufacturing capacity.
The agreement also envisages preferential treatment for vehicles produced in Europe under certain public procurement and subsidy arrangements.
Britain could potentially benefit from provisions allowing selected European partners to qualify under the proposed industrial framework.
The Franco-German understanding is not, however, a final EU legislative decision. Changes to the regulatory regime require agreement through the relevant European legislative procedures.
The principal argument advanced by supporters of greater regulatory flexibility is that European manufacturers need additional time to adapt production, protect employment and compete with international rivals.
German manufacturers retain extensive investment in combustion-engine and hybrid technology, while French producers have placed considerable emphasis on electric vehicles and maintaining European supply chains.
The negotiations therefore concern more than emissions limits. They also involve battery production, access to raw materials, manufacturing costs and the ability of European companies to compete with producers in China and other markets.
Supporters of the existing transition timetable argue that weakening long-term requirements could discourage investment in electric manufacturing capacity just as consumer demand is increasing.
Manufacturers seeking greater flexibility maintain that regulatory targets must account for uneven market conditions and the cost of developing new technologies.
September’s sales figures provide evidence that electric vehicle adoption is accelerating, but they do not establish whether the same rate of growth will continue without existing incentives.
The debate now centres on whether regulatory relaxation will preserve Europe’s automotive industry during the transition or slow investment in the technology that is already capturing an increasing share of the market.
The worst flooding struck parts of Valencia and Alicante, where swollen rivers overwhelmed roads, flooded residential districts and disrupted transport. Authorities ordered residents of 145 municipalities to remain indoors as rescue operations continued on Monday, 19th October.
The disaster has revived memories of the October 2024 floods, which killed more than 230 people in the Valencia region and prompted widespread criticism of the authorities’ emergency warnings and response.
The coastal town of Oliva, in Valencia province, was among the worst affected areas. Approximately 2,000 people were evacuated from seven campsites as floodwaters spread through low-lying neighbourhoods, while residents elsewhere sought refuge on upper floors and rooftops.
According to reports from the Spanish news agency EFE, emergency crews were reinforced by Spain’s Military Emergencies Unit, whose personnel were deployed from their base at Bétera to assist local firefighters and rescue teams.
Helicopters were used to reach people trapped by the rising water. Roads became impassable, vehicles were swept away and several settlements were temporarily isolated as streams and drainage channels overflowed.
The scale of the rainfall was exceptional even for a region accustomed to intense autumn storms. In parts of Valencia and Alicante, precipitation approached 700 litres per square metre over approximately 48 hours, equivalent to 700 millimetres of rain.
Pego, in neighbouring Alicante province, recorded more than 600 millimetres within approximately 36 hours, placing considerable pressure on local waterways and drainage infrastructure.
Two women died during the weekend, including one swept away by floodwaters near Cabrera de Mar, north of Barcelona, and another whose body was recovered near Sagunto, in Valencia.
A third woman was found dead inside a flooded property in Oliva during rescue operations on Monday. Separately, a 64-year-old man died after suffering a heart attack at a flooded campsite in the same town, according to EFE’s account of the incident.
The regional authorities activated level-two emergency arrangements, enabling additional resources to be mobilised as local services confronted the consequences of prolonged rainfall.
At the height of the emergency, stay-at-home restrictions covered approximately 800,000 people. These measures were subsequently eased in many municipalities, although restrictions remained in force in particularly exposed districts.
Schools were closed in affected areas, roads were blocked and rail services disrupted. The situation remained particularly difficult where floodwaters had entered homes, commercial premises and tourist accommodation.
Storm Adam has inevitably drawn comparisons with the disaster of October 2024, when catastrophic flooding in eastern Spain exposed serious weaknesses in emergency communication, evacuation procedures and coordination between public authorities.
That earlier disaster generated disputes over responsibility between regional and national institutions, particularly concerning the timing of warnings and the deployment of rescue resources.
The latest flooding places those questions back on the political agenda. Spain’s decentralised administrative structure gives regional governments substantial responsibility for civil protection, while the central government can provide military assistance and additional emergency resources.
The deployment of the Military Emergencies Unit demonstrates how rapidly local incidents can require national intervention when extreme rainfall affects several municipalities simultaneously.
The challenge extends beyond issuing weather warnings. Authorities must determine whether warnings reach vulnerable residents, whether evacuation routes remain accessible and whether emergency personnel can intervene before flooding becomes dangerous.
In communities close to rivers, floodplains and coastal drainage systems, these decisions become particularly consequential when rainfall accumulates over a short period.
The disaster also raises questions about infrastructure investment and the application of European flood-risk legislation.
Under the EU’s Floods Directive, Member States are required to assess flood risks, prepare hazard maps and develop management plans designed to reduce the consequences for human health, economic activity and the environment.
Those obligations require national and regional authorities to identify vulnerable areas and consider preventive measures, including land-use planning, flood defences and emergency preparedness.
Extreme rainfall does not produce the same consequences everywhere. The effects depend partly on local geography, drainage capacity, urban development and the condition of waterways.
Meteorological warnings had also extended towards Catalonia as the weather system moved northwards, creating additional concern in areas where saturated ground could increase the risk of further flooding.
For the affected municipalities, the immediate priorities remain the completion of rescue operations, restoration of essential services and assessment of damage to homes, roads and businesses.
The longer-term examination will concern whether the emergency arrangements and infrastructure improvements undertaken since the 2024 disaster were sufficient to reduce the consequences of another major autumn storm.
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