BRUSSELS — The European Commission is cracking down on two Chinese companies, airport scanner maker Nuctech and e-commerce giant Temu, that are suspected of unfairly penetrating the EU market with the help of state subsidies. The EU executive opened an in-depth probe into Nuctech under its Foreign Subsidies Regulation on Thursday, a year and a half after initial inspections at the company’s premises in Poland and the Netherlands. “The Commission has preliminary concerns that Nuctech may have been granted foreign subsidies that could distort the EU internal market,” the EU executive said in a press release.  Nuctech is a provider of threat detection systems including security and inspection scanners for airports, ports, or customs points in railways or roads located at borders, as well as the provision of related services.  EU officials worry that Nuctech may have received unfair support from China in tender contracts, prices and conditions that can’t be reasonably matched by other market players in the EU.  “We want a level playing field on the market for such [threat detection] systems, keeping fair opportunities for competitors, customers such as border authorities,” Executive Vice President Teresa Ribera said in a statement, noting that this is the first in-depth investigation launched by the Commission on its own initiative under the FSR regime.  Nuctech may need to offer commitments to address the Commission’s concerns at the end of the in-depth probe, which can also end in “redressive measures” or with a non-objection decision.   The FSR is aimed at making sure that companies operating in the EU market do so without receiving unfair support from foreign governments. In its first two years of enforcement, it has come under criticism for being cumbersome on companies and not delivering fast results.  In a statement, Nuctech acknowledged the Commission’s decision to open an in-depth investigation. “We respect the Commission’s role in ensuring fair and transparent market conditions within the European Union,” the company said. It said it would cooperate with the investigation: “We trust in the integrity and impartiality of the process and hope our actions will be evaluated on their merits.” TEMU RAIDED In a separate FSR probe, the Commission also made an unannounced inspection of Chinese e-commerce platform Temu.  “We can confirm that the Commission has carried out an unannounced inspection at the premises of a company active in the e-commerce sector in the EU, under the Foreign Subsidies Regulation,” an EU executive spokesperson said in an emailed statement on Thursday.   Temu’s Europe headquarters in Ireland were dawn-raided last week, a person familiar with Chinese business told POLITICO. Mlex first reported on the raids on Wednesday.  The platform has faced increased scrutiny in Brussels and across the EU. Most recently, it was accused of breaching the EU’s Digital Services Act by selling unsafe products, such as toys. The platform has also faced scrutiny around how it protects minors and uses age verification.  Temu did not respond to a request for comment.

EU countries are taking a harder look at who builds, owns and works on key infrastructure like ports, IT and rail — and that concern is now spilling into a wave of legislation aimed at countries like China. Sweden is the latest to move, proposing this week to give local authorities new powers to block “hostile states” from bidding on infrastructure if their involvement could threaten national security. “It’s part of a defense issue,” a Swedish official told POLITICO, describing growing worries about countries like China gaining access to public infrastructure. “We are acting very quickly on that, since we see a risk that hostile states might try to infiltrate infrastructure such as ports, but also IT solutions and energy infrastructure.” It’s also a worry in Poland, Austria and inside EU institutions — all of which are rushing to put in safeguards to block, or at least monitor, third-country investment in key tech and transport infrastructure. What accelerated Sweden’s move was a recent EU court ruling involving Turkish and Chinese companies bidding on two railway projects. Judges concluded that suppliers from countries without a free-trade agreement with the EU do not enjoy the same rights as EU firms — a reading Stockholm took as both a green light and a warning signal. Sweden’s new rules are due to take effect in 2027. No specific cases were cited, but the investigation repeatedly pointed to China — which also sits at the center of very similar concerns in Poland. Warsaw has long been uneasy about the scale of Chinese involvement in its ports. A new draft bill put forward by the country’s president would “adapt the existing regulations concerning the operation of ports, and in particular the ownership of real estate located within the boundaries of ports.” The president argued that the current model — state-owned port authorities holding land and infrastructure and leasing it long-term to terminal operators — needs tightening if the country wants to maintain control over assets of “fundamental importance to the national economy.” Gen. Dariusz Łuczak, former head of Poland’s Internal Security Agency and now adviser to the Special Services Commission, told Polish media late last month that “the most important provisions are those concerning the early termination of perpetual use agreements.” However, it’s unclear if the legislation will pass as President Karol Nawrocki is broadly opposed to the government led by Prime Minster Donald Tusk. The EU is also moving. Ana Miguel Pedro, a Portuguese member of the European Parliament with the center-right European People’s Party, told POLITICO in the spring that the growing presence of Chinese state-owned companies in European port terminals “is not just an economic concern, but a strategic vulnerability.” Those concerns appear in the bloc’s new military mobility package, which calls for member countries to put in place “stricter rules on the ownership and control of strategic dual use infrastructure.” Transport Commissioner Apostolos Tzitzikostas also flagged the Chinese presence in ports and said it will feature in the European Commission’s upcoming ports strategy, due in 2026. Austria has also been pushed into the debate after long-distance trains built by Chinese state-owned manufacturer CRRC rolled onto the Vienna-Salzburg line for the first time — triggering a political backlash. The country’s Mobility Minister Peter Hanke said the EU must tighten procurement and digital-security rules for state-backed rail purchases — and Vienna plans to propose new legislation before the end of the year. The Commission did not immediately respond to a request for comment. Industry is pushing Brussels to go even further. The European Rail Supply Industry Association argued that the bloc’s procurement rules are relics of an earlier era and asked the Commission to update them so companies from countries that shut out EU bidders cannot freely compete for European contracts. Sweden’s investigators saw the same risks. “Third-country suppliers without an agreement should not be given a more advantageous position than they have today and than other suppliers have,” Anneli Berglund Creutz, who led the Swedish government’s procurement review, told reporters. Contracting authorities, she added, should have the ability “to take into account the nationality of suppliers and to select suppliers from hostile states” — possibly excluding them “when that protects national security.”

BRUSSELS — When the colonial governments of Belgium and Portugal ordered the construction of a railway connecting oil- and mineral-rich regions in the African interior to the Atlantic, their primary objective was to plunder resources such as rubber, ivory and minerals for export to Western countries.  Today, that same stretch of railway infrastructure, snaking through Zambia, the Democratic Republic of Congo and Angola to the port of Lobito, is being modernized and extended with U.S. and EU money to facilitate the transport of sought-after minerals like cobalt and copper. Just this month, Jozef Síkela, the EU commissioner for international partnerships, signed a €116 million investment package for the corridor, often hailed as a model initiative under Global Gateway, the bloc’s infrastructure development program. This time around, however, Brussels says it’s committed to resetting its historically tainted relationship with the region — a message European Commission President Ursula von der Leyen and European Council President António Costa will stress when they address African and EU leaders at a Nov. 24-25 summit in Luanda, Angola, which is this year celebrating 50 years of independence from Portuguese rule.  “Global Gateway is about mutual benefits,” von der Leyen said in a keynote speech in October. The program should “focus even more on key value chains,” including the metals and minerals needed in everything from smartphones to wind turbines and defense applications.  The aim, she said, is to “build up resilient value chains together. With local infrastructure, but also local jobs, local skills and local industries.”  Yet Brussels is scrambling to enter a region only to find that China got there first. Batches of copper sheets are stored in a warehouse and wait to be loaded on trucks in Zambia. | Per-Anders Pettersson/Getty Images African countries are already the primary suppliers of minerals to Beijing, which has secured access to their resource wealth — unhindered by any historical baggage of colonial exploitation — and is now the world’s dominant processor. Europe’s emphasis on retaining economic value in host countries — rather than merely extracting resources for export — answers calls by African leaders for a more equitable and sustainable approach to developing their countries’ natural resources.  “The EU has been quite vocal, since the beginning of the raw minerals diplomacy two years ago, saying: We want to be the ethical partner,” said Martina Matarazzo, international and EU advocacy coordinator at Resource Matters, a Belgian NGO focusing on resource extraction, which also has an office in Kinshasa, DRC.  But “there is a big gap” between what’s being said and what’s being done, she added, pointing out that it is still unclear how the Lobito Corridor can be a “win-win” project, rather than just facilitating the shipping of minerals abroad.  Brussels finds itself under growing pressure to diversify its supply chains of lithium, rare earths and other raw materials away from China — which has demonstrated time and again it is ready to weaponize its market dominance. To that end, it is drafting a new plan, due on Dec. 3, to accelerate the bloc’s diversification efforts.   In African countries, however, Brussels is still struggling to establish itself as an attractive, ethical alternative to Beijing, which has long secured vast access to the continent’s resources through large-scale investments in mining, processing and infrastructure.  To enter the minerals space, the EU needs to walk the talk in close cooperation with African leaders — doing so may be its only chance to secure resources while moving away from its extractivist past, POLITICO has found in conversations with researchers, policymakers and civil society.  RESOURCE RUSH Appetite for Africa’s vast natural riches first drew colonizers to the continent — and laid “the foundation for post-independence resource dependency and external interference,” according to the Africa Policy Research Institute. Now, the continent’s deposits of vital minerals have turned it into a strategic player, with Zambian President Hakainde Hichilema last year setting a goal of tripling copper output by the end of the decade, for instance. Beijing has often used Belt and Road, its international development initiative, to secure mining rights in exchange for infrastructure projects. Washington, which lags far behind Beijing, is also stepping up its game, with investments into Africa quietly overtaking China’s. President Donald Trump has extended the U.S. security umbrella to war-torn areas in exchange for access to resources, for example brokering a — shaky — peace deal between Rwanda and the DRC. EU companies are “really trying to catch up,” said Christian Géraud Neema Byamungu, an expert on China-Africa relations and the Francophone Africa editor of the China Global South Project. “They left Africa when there was a sense that Africa is not really a place to do business.” DOING THINGS DIFFERENTLY Against this backdrop, the key question for the EU is: What can it offer to set itself apart from other partners? On paper, the answer is clear: a responsible approach to resource extraction that prioritizes creating local economic value, along with high environmental and social standards.  “We want to focus on the sustainable development of value chains and how to work with our African partners to support their rise of the value chains,” said an EU official ahead of the Luanda summit, where minerals will be a key topic. “This is not about extraction only,” they added. But so far, that still has to translate into a concrete impact on the ground. “We are not at the point where we can see how really the EU is trying to change things on the ground in terms of value addition in DRC,” said Emmanuel Umpula Nkumba, executive director of NGO Afrewatch. “I am not naïve, they are coming to make money, not to help us,” he added.  Not only has offtake from the Lobito Corridor been slow, but the project has also come under fire for prioritizing Western interests over African development and agency, and for potentially leading to the destruction of local forests, community displacement and an overall lack of benefits for local populations.  The 2024 Lobito Corridor Trans-Africa Summit | Andrew Caballero-Reynolds/AFP via Getty Images The EU, however, views the corridor as “a symbol of the partnership between the African and European continent and an example of our shared investment agenda,” according to a Commission spokesperson, who called it “a lifeline towards sustainable development and shared prosperity.” Finally, while “value addition” has become a catchphrase, it’s unclear whether EU and African leaders see eye to eye on what the term means.  African industry representatives and officials often point to building a domestic supply chain up to the final product. EU officials, by contrast, tend to envision refining minerals in the country of origin and then exporting them, according to a report published by the European Council on Foreign Relations. A SUSTAINABLE BUSINESS CASE? The second component of the EU’s approach — strong sustainability and human rights safeguards — faces major trouble, not least in the name of making the EU more competitive.  In Brussels, proposed rules that would require companies to police their supply chains for environmental harm and human rights violations are dying a slow death, as conservative politicians channel complaints from businesses that they can’t bear the cost of complying. An investigation by the Business & Human Rights Resource Centre of the 13 mining, refining and recycling projects outside the bloc labeled “strategic” by the EU executive — including four in Africa — identified “an inconsistent approach to key human rights policies.”  However, under pressure from African leaders, stricter safeguards are slowly becoming more important in the sector: “high [environmental, social and governance] standards” are a core component of the African Union’s mining strategy published in 2024.  The Chinese, too, are adapting quickly.  “China’s also getting good with standards,” said Sarah Logan, a visiting fellow at the European Council on Foreign Relations who co-authored the assessment of African and European interpretations of value addition. “If they are made to, Chinese mining companies are very capable of adhering to ESG standards.”  Therefore, besides massively scaling up investment, the EU and European companies will need to turn their promise of being a reliable and ethical partner into reality — sooner rather than later. “The only way to distinguish ourselves from the Chinese is to guarantee these benefits for communities,” Spanish Green European lawmaker Ana Miranda Paz told a panel discussion on the Lobito Corridor in Brussels. This story has been updated with comment from the European Commission.

BRUSSELS — EU foreign ministers will be briefed on Thursday about a spate of sabotage attempts and airspace incursions that Russia’s neighbors say marks a “very dangerous phase of escalation” by the Kremlin, and one that endangers civilians. Lithuania’s Foreign Minister Kęstutis Budrys told POLITICO that the Kremlin’s shadowy campaign of subversion shows “we are reaching the hot phases of escalation.” The comments come after Poland concluded that a Sunday explosion that damaged railway tracks in the east of the country had been an act of sabotage backed by the Kremlin. “This is a very dangerous phase of escalation and we should address it really seriously because we are minutes from big casualties here,” said Budrys, who will present his concerns his counterparts at Thursday’s Foreign Affairs Council. “If it would be successful, these operations, this sabotage that was conducted in Poland, we would be talking in a different environment, with dead people as a consequence.” Polish Foreign Minister Radosław Sikorski will give ministers an update during the session in Brussels, as an investigation gets underway into the suspected railway sabotage. Warsaw said Tuesday that military-grade C-4 explosives had been used in what appeared to be an unsuccessful attempt to derail a train and film the ensuing carnage. It suspects two Ukrainian nationals working for Russia who have fled to Belarus. Despite the Polish incident, Budrys said the scope of the Kremlin’s actions is far wider. “Everyone thinks that on the eastern front line it is always more intense — it is not — when you count the real cases of sabotage elsewhere in continental Europe, there were more than there were in the Baltics and in Poland.” Suspicious drones have been reported across the EU, sparking alerts from Copenhagen to Belgium, while hundreds of incidents have been probed as potential efforts to destabilize countries and intimidate the public. Globsec, a Prague-based think tank, calculated there were more than 110 acts of sabotage and attempted attacks carried out in Europe between January and July, mainly in Poland and France, by people with links to Russia. Speaking on Wednesday, the EU’s top diplomat Kaja Kallas said: “Russia is trying to do two things: On one hand to test us, to see how far they can go … And next they also try to sow fear within our society.” Earlier this week, Italian Defense Minister Guido Crosetto called on European countries to react to Russia’s provocations. “We are under attack and the hybrid bombs continue to fall: The time to act is now,” he said. Lithuania also sounded the alarm after balloons sent from Russia’s ally Belarus repeatedly grounded planes in EU airspace. At Thursday’s meeting it will present a paper — seen by POLITICO — citing assessments that the incursions, ostensibly by cigarette smugglers, had the backing of Belarus’ authoritarian regime, which “is fully aware of these hybrid attacks and unwilling to prevent them.” The EU ministers will also consider a new package of sanctions against Russia — the 20th since the start of Moscow’s full-scale war in Ukraine — as well deterring Belarus from hybrid tactics with additional economic and political penalties.

Top EU diplomat Kaja Kallas sounded the alarm for Europe on Wednesday after Warsaw accused Russian-backed operatives of carrying out an explosion targeting a Polish railway. “It is clear that these kinds of attacks are an extreme danger also for our critical infrastructure,” Kallas told journalists in Brussels on Wednesday. “We have to have a strong response because what Russia is trying to do is two things. On one hand to test us, to see how far they can go … And next they also try to sow fear within our society,” she said. Kallas was speaking hours after Poland said it was shutting down Russia’s last consulate in the country due to the railway sabotage, which Polish Prime Minister Donald Tusk said had been executed by Ukrainians working for Russia. The Polish incident is just the latest in a string of so-called hybrid attacks to hit European countries in recent weeks, from airspace violations by Russian warplanes to drone disruption at airports across the continent to cyber attacks and acts of disruptive vandalism. EU countries are debating how to respond to such attacks, with some leaders calling for a more robust response clearly attributing the attacks to Russia while others warn against coming out too strongly and spooking the public. “Now our response is also dependent on those two factors,” added Kallas. “They want to sow fear inside our societies … if our response is too strong then the fear increases, which is what Russia wants. So we really have to have a balanced approach,” she said. She added that Europe should “send a message of unity to Russia that they cannot get away with these attacks but at the same time give assurances to our society that there is nothing to be afraid of.” Her message echoed what Finnish President Alexander Stubb told POLITICO earlier this week: “My recommendation is to stay calm. Have a little bit more sisu [grit]. Don’t get too flustered.”

BRUSSELS — The European Commission plans to slash red tape and pour money into making it easier to move troops and weapons across the continent, according to the Military Mobility Communication obtained by POLITICO. The document is part of the upcoming military mobility package, set to be announced on Wednesday alongside a legislative proposal. “Military mobility is the crucial enabler of the defence posture and capabilities that Europe urgently needs to credibly deter its adversaries and to respond to any crisis,” reads the 15-page communication. At the heart of the plan is the new European Military Mobility Enhanced Response System, a new scheme allowing member countries — or the Commission — to propose the temporary suspension of normal transport rules during emergencies. Once triggered, EMERS would give the military priority access to infrastructure, transport assets and essential services. “Situations requiring rapid, large-scale military movement rarely come announced,” the communication says, adding that without better military mobility rules, deterring an adversary remains “theoretical.” The EU and NATO are scrambling to make it easier to shift troops, weapons, ammunition and fuel from Western Europe to the front lines of a potential conflict with Russia in the east. Currently, the bloc’s roads, bridges, railways and paperwork aren’t fit for purpose to react swiftly in the event of a threat. The communication notes that some countries require 45 days of advance notice before allowing military equipment to cross their territory. “Significant barriers to effective military mobility in the EU persist,” the communication notes. “National rules are often divergent, fragmented and non-harmonised.” Transport Commissioner Apostolos Tzitzikostas told POLITICO earlier this month that the bloc should replicate its Schengen open-border zone for military equipment. “We need to move fast. We need to move faster than what Europe is used to or is expecting to,” Tzitzikostas said, saying the target is to get the basics in place by 2030.  German Defense Minister Boris Pistorius warned over the weekend that Russia may be capable of launching an attack on a NATO member state as early as 2028-2029. If approved, EMERS would also grant derogations from standard customs and transport rules, including limits on driving times and rest periods for civilian operators, as well as faster, dedicated customs procedures under a specific EU protocol. The framework could stay in place for up to one year, with activation approved by the Council within 48 hours of its proposal. To ensure coordination on the ground, each member state will appoint a national coordinator for military transport, serving as a single contact point for permissions, notifications and crisis response. A new Military Mobility Transport Group, bringing together national authorities, the European Defence Agency and the European External Action Service, will oversee implementation. The communication also mentions forthcoming reviews of the Rail Service Facilities Regulation and the Air Services Regulation, as well as a 2026 evaluation of the flexible use of airspace rules and a pledge to promote dual-use airports. The text also foresees the creation of a solidarity pool and a strategic lift reserve enabling the shared use of EU and national transport assets in crises. Other initiatives include a military mobility catalogue of dual-use transport assets, a digital information system for movement authorization, and support for an EU network of civil-defense drone testing centers. A big part of Europe’s military mobility push is mapping 500 hotspots — the bridges, tunnels and ports that act as bottlenecks for military transport — and updating them to military standards. The communication also foresees an effort to better link the EU’s transport infrastructure to Ukraine that will cost as much as €100 billion. The Commission wants the EU to set aside €17.7 billion for military mobility under the Connecting Europe Facility in the bloc’s next seven-year budget starting in 2027 — a tenfold jump from the €1.7 billion in the current budget. The communication also notes that the EU needs to better protect its infrastructure against cyber and hybrid attacks. The bloc has seen a proliferation of such threats, including this Sunday’s explosion on a key Polish railway that the government attributed to “sabotage.” “Europe must take decisive action,” the communication says. “While progress has been made, the EU remains shackled by fragmented approaches that undermine our ability in moving military equipment and personnel across Europe.”

WARSAW — Saboteurs who damaged a small section of a rail line linking the Polish capital to the eastern city of Lublin and on to Ukraine were two Ukrainians working for Russia, Prime Minister Donald Tusk told the Polish parliament Tuesday. Train traffic along the busy route was halted Sunday morning after a high-speed Intercity train driver spotted damage to the line, warning nearby trains. “The outcome could have been a serious disaster with victims,” Tusk told MPs. The perpetrators are two Ukrainian nationals “who have been operating and cooperating with Russian services for a prolonged period of time,” the Polish leader said. They had left their country for Belarus, from where they arrived in Poland shortly before carrying out the attack on the rail line. Both returned to Belarus before Polish services identified them.  Tusk said one of the suspects had a track record of being involved in acts of sabotage in Ukraine. The other, he added, was a resident of the eastern Ukrainian region of Donbas. “Polish security services and prosecutors have all personal data of these individuals, as well as recorded images of them,” Tusk said, adding Poland will ask Belarusian and Russian authorities to hand over the suspects to face trial. The Warsaw-Lublin train route that was attacked is one of country’s busiest, linking the capital to the biggest city in eastern Poland and on toward Ukraine.  Tusk described the two attempts at sabotaging the line. “The first involved placing a steel clamp on the track, with a likely intention to derail a train. The incident was meant to be recorded by a mobile phone with a power bank that had been set up near the tracks. That attempt proved entirely unsuccessful. “[In] the second incident … a military-grade C-4 explosive was detonated using an initiating device connected by a 300-meter electrical cable.” Tusk also said that the government will introduce a higher degree of security alert, known as “Charlie,” along selected rail lines. A lower security alert, “Bravo,” remains in place for the rest of the country. Since Russia’s full-scale assault on Ukraine in February 2022, Poland has been on high alert for cases of foreign espionage and sabotage, and has arrested multiple people on those grounds. Last month, two Ukrainian nationals were detained on suspicion of spying for a foreign intelligence service. Other recent incidents include an alleged Belarusian refugee accused by authorities of being a Russian operative, a fire set in a shopping mall near Warsaw and an alleged attempt to sabotage a railway station in southern Poland by leaving an unmarked railcar on tracks used by passenger trains. “The adversary has begun preparations for war,” the Polish chief of the general staff, Gen. Wiesław Kukuła, told Polish Radio Monday. “It is building a certain environment here that is intended to undermine public trust in the government and institutions such as the armed forces and the police. This is to create conditions conducive to potential aggression on Polish territory,” Kukuła said.

WARSAW — A rail line linking the Polish capital to the eastern city of Lublin and on to Ukraine was blown up Sunday in an “act of sabotage,” Prime Minister Donald Tusk said Monday morning. Train traffic along the busy route was halted Sunday morning after a high speed Intercity train driver spotted damage to the line, warning nearby trains. “The track might have been destroyed deliberately,” Tusk said Sunday. Authorities now say they are certain the damage is the result of a planned attack. “Unfortunately, the worst suspicions have been confirmed. An act of sabotage occurred on the Warsaw-Lublin line, near the village of Mika. An explosive device destroyed a section of the track. Emergency services and prosecutors are working at the site. Damage has also been found on the same line, closer to Lublin,” Tusk wrote on X. The Polish prime minister did not directly indicate who was responsible, but linked the incident to Russia’s war in Ukraine. “Blowing up the rail track on the Warsaw-Lublin route is an unprecedented act of sabotage targeting directly the security of the Polish state and its civilians. This route is also crucially important for delivering aid to Ukraine. We will catch the perpetrators, whoever they are,” Tusk said in another post on the same platform. Maciej Duszczyk, the deputy interior minister, on Sunday warned against immediately implicating Russia. “Russia is not so powerful that every arson attack, every situation of this kind, is provoked by Russia. However, this cannot be ruled out or dismissed in any way,” he told the Polsat news channel. The Warsaw-Lublin train route is one of country’s busiest, linking the capital to the biggest city in eastern Poland and on toward Ukraine. The damaged section remains closed but service continues on parallel tracks, public broadcaster TVP Info reported. Defense Minister Władysław Kosiniak-Kamysz said that the Polish military will be examining the 120-kilometer stretch of track running to the border with Ukraine. Since Russia’s full-scale attack on Ukraine in February 2022, Poland has been on high alert for cases of foreign espionage and sabotage both on the ground and in cyberspace, which authorities have linked directly to Russia or its close ally Belarus.  Authorities have arrested multiple people on suspicion of planning sabotage or mapping critical infrastructure. Last month, two Ukrainian nationals were detained on suspicion of spying for a foreign intelligence service. Other recent incidents involved an alleged Belarusian refugee authorities accused of being a Russian operative, a fire set in a shopping mall near Warsaw and an alleged attempt to sabotage a railway station by leaving an unmarked railcar on tracks used by passenger trains. “The adversary has begun preparations for war,” the Polish chief of general staff, Gen. Wiesław Kukuła, said Monday. “It is building a certain environment here that is intended to undermine public trust in the government and institutions such as the armed forces and the police. This is to create conditions conducive to potential aggression on Polish territory.”

Virgin is one step closer to launching cross-Channel rail services after Britain’s rail regulator approved its application to share Eurostar’s depot.  The multinational confirmed in March it was interested in launching Virgin Trains as a rival service to Eurostar by 2030. The Office of Rail and Road said Thursday that Virgin will be allowed to use the Temple Mills Depot in east London, a requirement for a train operator running cross-Channel services.   The depot is the only maintenance and storage facility that is accessible from the high-speed railway linking London to the Channel Tunnel, and is able to house the larger trains used for continental travel. The ORR decision thus makes Virgin’s ambition more attainable — though the company still needs to secure a “commercial agreement” with Eurostar to use the facility, the office warned.  Virgin founder and billionaire magnate Richard Branson hailed the ruling as a victory for consumers. “It’s time to end this 30-year monopoly and bring some Virgin magic to the cross-Channel route,” he said in a statement.   The ORR concurred, saying in a statement that the decision “unlocks plans for around £700mn of investment in new services and the creation of 400 new jobs, in a win for passengers, customer choice, and economic growth.”  The ORR added it had rejected similar applications from train operators Evolyn, Gemini and Trenitalia, with Virgin making the strongest case. “Virgin Trains’ plans were more financially and operationally robust than those of other applicants, and it provided clear evidence of investor backing,” the regulator said.   Eurostar has held a monopoly on cross-Channel travel since the tunnel opened in 1994. The operator wants to expand its fleet, announcing this month it had signed a €2 billion deal for at least 30 more double-decker trains.  However, the ORR said earlier this year that the Temple Mills Depot has room for either more Eurostar trains or another operator — but not both, teeing up a possible fight between the rivals.  A spokesperson for Eurostar said it was assessing the regulator’s decision and “considering our next steps to ensure we can continue to grow,” according to the BBC. Eurostar did not immediately respond to POLITICO’s request for comment.

ATHENS — A doctor whose daughter was killed in a train crash has emerged as the unlikely figurehead of a wave of protests against the political establishment in Greece. Many want Maria Karystianou to run for office, believing an outsider would be the best person to shake up a country that has been rocked by a series of scandals and where trust in politicians has plummeted. Karystianou, a 52-year-old pediatrician, is the president of the Tempi Victims’ Relatives Association, which is seeking justice for those involved in the February 2023 train crash in Tempi in which 57 people died, mostly students. Her 19-year-old daughter Marthi was one of those who died in the deadliest rail crash in Greek history, a disaster that raised deep concerns about the functioning of the state and resulted in mass street protests. “Greece has gone off the rails and remains there,” Karystianou said, juxtaposing the train crash and Greek politics. “I cannot bear to live in such a society, and I cannot imagine how we will continue to live with such a corrupt political system. This is an urgent need of society that cannot be met by the existing political system.” While speculation that Karystianou might be launching a political career has been rampant in local media, she has refused to confirm or deny the rumors, including when she spoke with POLITICO. Any new political movement would join a fragmented landscape, according to opinion polls, one that is overshadowed by profound distrust in the government and low support for the ruling party, the center-right New Democracy of Prime Minister Kyriakos Mitsotakis. With opposition parties also divided and unable to take advantage, some polls suggest a new political movement led by Karystianou could draw the support of 25 percent of voters. “I want to see something new, as does a large part of society. I also belong to this 25 percent,” she said. The deadly Tempi train crash “remains in the news mainly because it has managed to form a voice of opposition and express protest against the government and the political system more broadly. The protest is not necessarily anti-establishment but rather a voice of despair over the government’s chronic incompetence,” said Lamprini Rori, an assistant professor of political science at the University of Athens. THE TRAGEDY THAT HAUNTS THE GOVERNMENT The train crash left a deep scar on Greece. Two trains traveling at high speed in opposite directions on the same line — one carrying at least 150 people and one filled with cargo — collided head-on, killing 57 people and injuring 85. The disaster shone a spotlight on Greece’s aging 2,550-kilometer rail network, which had long faced criticism for alleged mismanagement, unfit equipment and poor maintenance.  “It is an open wound, as it is a crime committed by the state,” said Costas Eleftheriou, an assistant professor at Democritus University of Thrace and political analysis coordinator at the ENA Institute for Alternative Policies, an Athens think tank. “A railway that never operated according to the required specifications, a ministry leadership that assured it was safe, and then the conditions for the administration of justice are not being met.” In the February 2023 train crash in Tempi, 57 people died, mostly students. | Daneil Yovkov and Hans Lucas/Getty Images “Since those in government and opposition are unable to address the problem, we are currently in a deadlock.” Polls show that the vast majority of Greeks believe the government is trying to cover up what really happened and who was to blame. There have been claims that highly flammable chemicals were being transported. In March 2024 the Mitsotakis government survived a vote of no confidence, but its handling of the fallout has only intensified the scrutiny, with Athens dismissing a call from the European public prosecutor to take action over the potential criminal liability of two former transport ministers. (The government made use of a provision in the Greek constitution that gives ministers immunity.) That’s where Karystianou comes in. Hailing from a middle-class background, she has gained national fame and become a symbol of the call for justice, winning a reputation for speaking clearly but with emotion. Her every word is now scrutinized by supporters and opponents alike. “I feel ashamed that a European prosecutor would come and say that our constitution protects ministers from accountability. This constitutional provision is abused by politicians even in cases of felonies, such as Tempi,” Karystianou said. The victims’ association has organized protests in Greece and beyond, as well as concerts and other events to keep the case in the public eye. Karystianou and other relatives of those who died in the crash have received hundreds of messages from Greeks encouraging the creation of a new political movement. Her phone also buzzes constantly with calls from MPs and political officials pledging to sign up if she does start a party. “A huge lack of trust in the ruling party and the opposition parties has created a demand in society for unconventional politics,” said Eleftheriou, the assistant professor. “When voters think of the victims’ families, they say, ‘These are people like us, and they are claiming their rights.’ They can understand their goal, identify with it, and rally behind it.” ON HUNGER STRIKE The latest street protests were part of a campaign by the families of victims to have their loved ones exhumed, both for identification and so that toxicological and other tests can be performed to check for the presence of flammable material. Panos Ruci, whose son Denis was killed in the crash, went on a 23-day hunger strike and camped outside the Greek parliament to put pressure on the government to agree to the exhumation request. Judicial authorities, who had said no to the request, eventually agreed to dig up the bodies. A group called Till the End has set up a makeshift memorial for the Tempi victims and has written the names of the 57 victims in red paint in front of the parliament. Every night for the past eight months at 11:18 p.m. — the time of the crash — the protesters read out the names of the dead. The government has said it will pass an amendment this month that will stop the mourners and protesters from gathering there, a decision that has met strong opposition.  “The systematic and detailed efforts of the victims’ relatives to find evidence of administrative incompetence in the government’s response to the accident reinforced popular opposition to the ruling party,” said Iannis Konstantinidis, associate professor with the Department of International and European Studies at the University of Macedonia. “The victims’ relatives — already having the moral high ground — also gained the political upper hand against a government that was perceived as inadequate at best.” However, he added, moral support doesn’t automatically translate into electoral support: “Their political opponents can attack them with arguments that do not concern morality but rather their inexperience or governability. Their moral and symbolic capital will then be insufficient.” Such attacks from rivals are something Karistianou will have to get used to if she decides to become a politician. “None of us can respond to what Karistianou is saying,” Greek Health Minister Adonis Georgiadis told local radio station Parapolitika. “I respect her as a mother who lost her child. But if she becomes our political opponent tomorrow, she won’t have the same immunity and treatment. She’ll be our political opponent.” “None of us can respond to what Karistianou is saying,” Greek Health Minister Adonis Georgiadis said. | Thierry Monasse/Getty Images Another problem, according to Rori at the University of Athens, is that new parties find it extremely difficult to survive, even if they manage to stick around for a couple of elections. “The intense debate surrounding the possibility of a new party led by Karistianou highlights the need for opposition representation and a potential political opportunity for a newcomer to the political scene. However, it is more likely that such a party would be stillborn — yet another flash party.” MORE NEW PARTIES Despite New Democracy’s decline in the polls, which suggests it would be unable to form a majority government if elections were held today, no serious challenger to Mitsotakis has emerged. Meanwhile, Greece’s former left-wing prime minister, Alexis Tsipras, stepped down as an MP earlier this month, as speculation mounts that he is planning to form a new party. Pollsters have been trying to predict the public’s reaction to a potential new political party led by Tsipras and reckon that his potential base could be up to 20 percent of the electorate. While he has not officially confirmed rumors about a new party, Tsipras implied as much in his public resignation statement, telling former colleagues in the left-wing Syriza party: “We will not be rivals. Perhaps soon, we will travel together again to more beautiful seas.” Tsipras said he plans to publish a book by the end of the year on his time as prime minister. Another party from the right of the political spectrum is likely to emerge from former Prime Minister and New Democracy leader Antonis Samaras. He was expelled from the party last year after strongly criticizing government policies, including on the relationship with neighboring Turkey, as well as what he considers “woke” approaches such as legislation recognizing same-sex marriage. There have been media reports that Karystianou could join forces with Samaras on a new political movement, as one of her associates used to be an adviser to the ex-PM. According to pollsters, some 9 percent of voters could potentially support a new party led by Samaras, which is expected to adopt an agenda that owes more than a little to U.S. President Donald Trump.