The European Commission is preparing a sweeping overhaul of the European banking industry aimed at removing long-standing barriers to cross-border mergers, curbing political interference by member states, and creating larger banks capable of competing with Wall Street giants.

In a strategy report released on Friday, the EU executive noted that Europe’s fragmented banking system has prevented lenders from achieving the scale needed to compete globally, leaving them increasingly disadvantaged against U.S. rivals that benefit from operating in a far more integrated domestic market.

The Commission said the current structure has produced a banking sector in which many institutions are dominant only within their home countries rather than across the European Union.

“This leads to an outcome where many banking groups in the EU are large relative to the size of their home economy, but not relative to the size of the EU or the banking union economy or international competitors,” the report said.

The initiative represents one of the EU’s most significant attempts in years to deepen banking union, revive consolidation across the bloc, and strengthen Europe’s financial sector as policymakers seek to boost the region’s economic competitiveness.

Fragmentation Hurting Europe’s Global Competitiveness

Unlike the United States, where nationwide banking consolidation has produced financial institutions with trillions of dollars in assets, Europe’s banking industry remains divided along national borders more than two decades after the introduction of the euro.

Although the European Central Bank supervises many of the bloc’s largest lenders, national governments continue to wield considerable influence over merger decisions, often citing strategic or national interest concerns to oppose foreign acquisitions.

The Commission said that these internal barriers have prevented banks from expanding efficiently across the single market and limited their ability to compete with large American institutions in investment banking, capital markets, corporate lending, wealth management and increasingly AI-driven financial services.

“The main driver of competitiveness is not the rulebook … it’s the absence of scale,” a senior EU official said.

The official added that if banking supervisors and competition authorities approve a transaction, governments should not block cross-border mergers for political reasons.

“It is a mistake from our point of view. If it’s okay by the supervisor and the competition authority, cross-border mergers are good things.”

The Commission’s criticism comes against the backdrop of Germany’s decision in June to reject Italy-based UniCredit’s takeover proposal for Commerzbank, one of Europe’s most closely watched banking deals. UniCredit has pursued Commerzbank since September 2024 as part of Chief Executive Andrea Orcel’s strategy to build one of Europe’s largest cross-border banking groups.

Germany officially cited valuation concerns in rejecting the offer, but government officials also emphasized Commerzbank’s strategic importance to the country’s industrial economy, arguing the lender should remain under German ownership.

New Rules to Limit National Intervention

To address those challenges, the Commission said it will present legislative proposals during the first quarter of 2027 designed to reduce unjustified intervention by member states in banking mergers. Among the measures under consideration are stricter enforcement of existing EU rules that limit the circumstances under which national governments can block or influence approved banking transactions.

The proposals are intended to ensure that merger decisions are based primarily on prudential supervision and competition assessments rather than domestic political considerations. Such reforms would mark a significant shift in authority from national governments toward European institutions overseeing the banking union.

Beyond easing merger approvals, the Commission also wants to make cross-border banking groups more efficient by reforming capital and liquidity requirements. Currently, multinational banking groups are often required to hold substantial capital and liquidity buffers separately within each subsidiary, limiting their ability to move resources efficiently across borders.

The Commission proposes allowing more of those requirements to be managed at the parent company level rather than being duplicated across national subsidiaries. According to the report, relaxing these constraints could free up approximately €230 billion ($263.1 billion) in liquid assets that banks could redirect toward lending, investment, and economic growth.

Analysts say such flexibility would improve returns on capital, reduce funding costs and make cross-border mergers more economically attractive.

The Commission also signaled a change in strategy regarding one of Europe’s most politically sensitive financial reforms: a common European deposit insurance scheme. The proposal for a fully unified deposit insurance system has been stalled for nearly a decade because of disagreements among member states, particularly between northern and southern European countries over risk sharing.

Rather than pursuing the original plan, the Commission said it intends to introduce a revised framework focused on improving cooperation and strengthening existing national deposit insurance arrangements. The shift reflects the political difficulty of achieving full fiscal integration while still seeking incremental progress toward completing the banking union.

Europe Faces Growing Pressure from Wall Street

The Commission’s renewed push comes as U.S. banks continue to widen their competitive advantage. Large American lenders, including JPMorgan Chase, Bank of America, Goldman Sachs, Morgan Stanley, and Citigroup, have benefited from decades of consolidation, giving them greater economies of scale, deeper capital markets businesses, and larger technology budgets.

Their growing dominance has become even more pronounced during the AI investment boom, as U.S. banks deploy billions of dollars into artificial intelligence, cybersecurity, digital banking infrastructure and data analytics.

European banks, by comparison, remain smaller, more fragmented and generally less profitable, limiting their ability to match those investments while competing globally for corporate clients and investment banking mandates. The Commission believes larger pan-European banking groups would be better positioned to finance major projects, support strategic industries, and strengthen Europe’s financial sovereignty.

The banking industry broadly welcomed the Commission’s direction while urging policymakers to go further. French banking federation FBF described the report as containing “several positive orientations” but said meaningful progress would require concrete action on regulatory coordination and reducing country-specific regulatory requirements that continue to fragment the single market.

Deutsche Bank Chief Executive Christian Sewing, who also serves as president of the Association of German Banks, called for swift reforms, arguing that European lenders need a more competitive regulatory framework.

He urged policymakers to adjust the Basel III “output floor,” which sets a minimum level of capital banks must hold regardless of their internal risk models, saying the requirement could unnecessarily constrain lending.

Sewing also called for regulatory relief for trade finance, greater recognition of investments in software and digital infrastructure, and a review of macroprudential financial stability buffers that affect banks’ capital requirements.

Air China and its subsidiary Shenzhen Airlines have placed orders for 55 Airbus aircraft with a combined list value of about $12.4 billion, underscoring China’s long-term commitment to expanding aviation capacity and modernizing fleets with more fuel-efficient aircraft.

This is happening as Boeing receives a regulatory boost in the United States.

According to a filing with the Shanghai Stock Exchange, Air China will purchase 15 Airbus A350-900 wide-body aircraft, while Shenzhen Airlines will acquire 40 Airbus A320neo-family narrow-body jets.

The A350-900 aircraft carry a combined list price of about $6.09 billion, based on Airbus’ January 2025 catalogue prices, and are scheduled for delivery between 2030 and 2032. The A320neo-family aircraft are valued at approximately $6.35 billion, based on January 2024 list prices.

Air China noted that the actual purchase price will be substantially lower than the published list value because Airbus provided significant discounts, a common practice for large commercial aircraft orders. The purchases will be financed through a combination of internal funds, commercial bank loans, and other financing arrangements.

The order reflects the continued recovery of China’s aviation sector as airlines position themselves for sustained growth in domestic and international travel over the next decade.

Air China said the new aircraft will optimize its fleet structure, expand and improve its route network, enhance operational efficiency, and lower operating costs through improved fuel economy and maintenance performance.

The acquisition also aligns with the broader industry trend toward replacing older aircraft with next-generation models that consume less fuel and produce lower emissions, helping airlines improve profitability while meeting stringent environmental standards.

The Airbus A320neo family, one of the world’s best-selling single-aisle aircraft, is primarily used on domestic and regional routes. Equipped with new-generation engines and aerodynamic improvements, the aircraft delivers roughly 20% lower fuel consumption and carbon emissions compared with earlier-generation narrow-body jets, making it particularly attractive for airlines operating high-frequency services.

The A350-900, meanwhile, is Airbus’ flagship long-haul aircraft and is widely deployed on intercontinental routes. Built largely from lightweight composite materials and powered by Rolls-Royce Trent XWB engines, the aircraft offers significantly improved fuel efficiency and longer range than older wide-body models, making it suitable for premium international services connecting China with Europe, North America and other long-haul destinations.

The latest order bolsters Airbus’ strong position in one of the world’s most important aviation markets.

Chinese airlines have increasingly relied on Airbus aircraft in recent years, with the European manufacturer benefiting from sustained demand as carriers rebuild fleets after the pandemic and expand capacity to accommodate rising passenger traffic. China is expected to remain one of the largest contributors to global aircraft demand over the next two decades, driven by growing middle-class incomes, increasing air travel, and the continued expansion of the country’s airport infrastructure.

The order also comes as Airbus continues expanding its industrial presence in China, including increased assembly capacity at its Tianjin final assembly line for the A320 family.

Boeing Receives Regulatory Boost

The announcement coincided with an important development for Airbus’ chief rival, Boeing. The U.S. Federal Aviation Administration said Friday that Boeing can once again issue airworthiness certificates for its 737 MAX and 787 Dreamliner aircraft, restoring a key responsibility that had been removed following a series of safety crises.

The authority was stripped after two fatal 737 MAX crashes in 2018 and 2019 that killed 346 people and led to the aircraft’s worldwide grounding. Boeing also faced renewed scrutiny after a door plug detached from a nearly new Alaska Airlines 737 MAX 9 during flight in January 2024, prompting another FAA investigation into the company’s manufacturing and quality-control processes.

Since last September, the FAA and Boeing have alternated responsibility for issuing airworthiness certificates for certain MAX and Dreamliner aircraft before delivery to customers.

“During the past eight months, the FAA has seen comparable production quality findings when Boeing issued airworthiness certificates and when the FAA issued them,” the regulator said.

“Based on these results, the FAA determined it can safely return this responsibility to Boeing.”

The decision represents an important vote of confidence from the U.S. regulator after years of heightened oversight and production restrictions aimed at improving Boeing’s manufacturing quality and safety standards.

Although Boeing has made progress in restoring regulatory confidence, Airbus continues to maintain significant momentum in commercial aircraft orders, particularly in Asia.

The A320neo family competes directly with Boeing’s 737 MAX, while the A350-900 rivals Boeing’s 787 Dreamliner and, on some long-haul routes, the larger 777X, which is still awaiting certification.

For Chinese airlines, fleet decisions reflect not only commercial considerations such as fuel efficiency, operating economics, and delivery availability, but also long-term capacity planning as international travel continues to recover and domestic demand remains robust.

Industry analysts note that aircraft availability has become a critical competitive factor, with both Airbus and Boeing carrying historically large order backlogs extending well into the next decade. Airlines are therefore securing delivery slots years in advance to ensure they can support future network expansion.