India Considers Sharp Import Tax Cuts on EVs After Tesla Lobbying: Sources

For EVs valued at more than $40,000, India is looking at cutting the rate to 60% from 100%, two senior government officials told Reuters.

New Delhi: India is considering slashing import duties on electric cars to as low as 40%, two senior government officials told Reuters, days after Tesla Inc’s appeals for a cut polarised the country’s auto industry.

For imported electric vehicles (EVs) with a value of less than $40,000 including the car’s cost, insurance and freight the government is discussing slashing the tax rate to 40% from 60% presently, the officials told Reuters.

For EVs valued at more than $40,000, it is looking at cutting the rate to 60% from 100%, they said.

“We haven’t firmed up the reduction in duties yet, but there are discussions that are ongoing,” one of the officials said.

India is the world’s fifth-largest car market with annual sales of about 3 million vehicles but the majority of cars sold are priced below $20,000. EVs make up a fraction of the total and luxury EV sales are negligible, according to industry estimates.

Tesla, in its pitch to the government first reported by Reuters in July, argued that lowering import duties on EVs to 40% would make them more affordable and boost sales. This triggered a rare public debate among automakers over whether such a move would contradict India‘s push to increase domestic manufacturing.

Even so, the government is in favour of a cut if it can see companies such as Tesla providing some benefit to the domestic economy manufacture locally, for example, or give a firm timeline on when it would be able to, one of the officials said.

Also read: A Twist in the Tale: Electric Vehicles Will Worsen India’s Pollution Crisis

“Reducing import duties is not a problem as not many EVs are imported in the country. But we need some economic gain out of that. We also have to balance the concerns of the domestic players,” the official said.

Tesla CEO Elon Musk said on Twitter last month that a local factory in India was “quite likely” if the company was successful with vehicle imports but taxes on them are high.

The second official said that since the duty cut is being considered only for EVs and not other categories of imported cars, it should not be a concern for domestic automakers that mainly manufacture affordable gasoline-powered cars.

India‘s finance and commerce ministries, as well as its federal think tank Niti Aayog, chaired by Prime Minister Narendra Modi, are discussing the proposal and all stakeholders will be consulted, the person added.

Both sources did not want to be identified as the discussions are still private.

India‘s commerce and finance ministries as well as Niti Aayog did not immediately provide comment.

Automakers including Daimler’s Mercedes-Benz and Audi have for years lobbied for lower import duties on luxury cars but faced strong resistance mainly from domestic companies. As a result, India‘s luxury car market has remained small with average sales of around 35,000 vehicles a year.

Tesla’s cars would fall into the high-end EV category, which are mainly imported into India and account for a much smaller percentage of sales. Mercedes, Jaguar Land Rover and Audi sell imported luxury EVs in the country.

This time Tesla’s demands have found support from Mercedes as well as South Korean automaker Hyundai Motor, which has around an 18% share of India‘s car market.

Opposing the proposed cut are Tata Motors, which produces affordable electric cars in the country, and Softbank Group-backed Ola, which is making electric scooters in India.

A third source familiar with the government’s thinking said there was awareness that a brand such as Tesla can make electric cars more penetrable in India, which is lagging other major auto markets in EV sales.

The government is thinking about the best way to approach this and they want to see some benefit even if that only means Tesla pledges to source parts domestically, the person said.

(Reuters)

India Plans to Order Taxi Aggregators Like Uber, Ola to Go Electric

Ola has previously attempted to operate electric cars in the country, but with little success given inadequate infrastructure and high costs.

New Delhi: India plans to order taxi aggregators like Uber and Ola to convert 40% of their fleet to electric by April 2026, according to a source and records of government meetings to discuss new rules for clean mobility.

Uber and Ola, both backed by Softbank Group, would need to start converting their fleet as early as next year to achieve 2.5% electrification by 2021, 5% by 2022, 10% by 2023 before hiking it to 40%, according to the person and the records reviewed by Reuters.

Some taxi players, like Ola, have previously attempted to operate electric cars in the country, but with little success given inadequate infrastructure and high costs.

New Delhi, however, is looking to push the new policy to boost the adoption of electric vehicles (EVs) as it tries to bring down its oil imports and curb pollution so it can meet its commitment as part of the 2015 Paris climate change treaty.

Indian think-tank NITI Aayog, chaired by Prime Minister Narendra Modi and which plays a crucial role in policymaking, is working with several ministries on the EV policy.

The recommendations will eventually become a formal policy, with or without changes, subject to approval by the federal government, the source said, adding the idea is to “push electrification through public transport.”

Neighbouring China, home to the world’s top auto market, is already leading the world in electrification by setting tough EV sales targets for car makers and offering incentives to taxi operators to increase their fleet of clean-fuel cars.

EV sales in India grew three-fold to 3,600 in the year ended March but still account for about 0.1% of the 3.3 million diesel and gasoline cars sold in the country over the period, industry data showed. China’s electric car sales, meanwhile, rose 62% in 2018 to 1.3 million vehicles.

A traffic jam in New Delhi. Vehicular emissions are a big source of Delhi's air pollution. Credit: lingaraj/Flickr, CC BY 2.0

A traffic jam in New Delhi. Vehicular emissions are a big source of Delhi’s air pollution. Credit: lingaraj/Flickr, CC BY 2.0

In a meeting in New Delhi on May 28, NITI Aayog officials and the ministries of road transport, power, renewable energy and steel, as well as the departments of heavy industries and trade, were among those recommending taxi operators in India gradually convert to electric.

Also Read: Why Aren’t There Electric Airplanes Yet?

They also recommended that all new cars sold for commercial use should only be electric from April 2026, a change that would also apply to Uber and Ola, said the person who has direct knowledge of the matter but spoke on condition of anonymity.

Motorcycles and scooters sold for commercial purposes, like food delivery or for use by e-commerce companies, will also need to be electric from April 2023, the person added.

India has seen a boom in food delivery apps like Zomato and Swiggy, which counts Naspers and Tencent as investors. Sales by e-commerce firms like Amazon.com and Walmart-owned Flipkart are also rising.

The committee has also suggested a plan to gradually introduce electric buses within cities, with 5% of the fleet electric by 2023, rising to 30% by 2026. Thereafter all new city buses would need to be electric.

Companies like Tata Motors and Ashok Leyland manufacture buses for intracity travel in India.

Motorbikes too

The EV proposal comes weeks after the inter-ministerial committee recommended electrifying most motorbikes and scooters for private use and all three-wheeled autorickshaws within the next six to eight years.

While there are several electric scooter manufacturers in the country including Ather Energy, Hero Electric and Okinawa, there are only two car makers that build and sell electric cars – Mahindra & Mahindra and Tata Motors.

Some taxi operators have so far had little success operating electric cars in India. Ola launched a pilot project in the central Indian city of Nagpur in 2017 but a year later drivers, unhappy with long wait times at charging stations and high operating expenses, wanted to return to gasoline cars.

Ola, however, is not giving up yet.

Uber and Ola cars. Photo: REUTERS/Adnan Abidi/File Photo

Its Ola Electric Mobility unit in March raised Rs 4 billion ($58 million) from investors including venture capital funds Tiger Global and Matrix Partners.

It also raised $300 million from Hyundai Motor and Kia Motors and formed a strategic partnership with the South Korean duo to help build India-specific EVs.

Modi’s government in 2017 had set an ambitious target to electrify new cars and utility vehicles by 2030 but resistance from the industry forced it to scale back the plan.

When a Delhi Girl Falls for Bandra’s Charms

Bandra’s charm lies as much in its obsession with avocado, as it does in its proximity to the free, unpretentious sea.

There is a terrace in Bandra West, where just before midnight, you will find three girls sipping green tea as they wind down for the day. Nearby, somewhere on Carter road, a group of friends is eating fat-free, dairy-free yoghurt by the sea (we don’t eat ice cream here, this is not India Gate). Meanwhile, the guard is trying to tell them that eating is not allowed on Carter road.

In a posh flat somewhere in Pali Hill, someone has just made the first call of the night to Deepak Wines for Old Monk and aloo bhujiya. The next-door salad bar is bringing down its shutters for the day. It’s 2018, we don’t eat bread in Bandra anymore.

Hill Road. Credit: Jayanti Jha

I was very lucky to live in Bandra for the three years that I did, I didn’t know how much when I first signed the lease for my house, which stood across the road from the casualty ward of a hospital, but it was right next to the sea link and the highway. At the time I thought it was convenient, and the rooms were bigger than match boxes.

That house opened up a charming, whimsical world to me. The streets were covered in Bollywood graffiti, and nearby, an old bungalow was in the process of transforming into a tea house.

Graffiti in Bandra. Credit: Jayanti Jha

I got used to Christian aunties shoving me out of the way, fresh bread in hand, as they returned from the bakeries.

There was a time when I didn’t know that you had to queue up for an auto at Bandra station. Back then all I really knew was that Shah Rukh Khan lived five minutes away, and that gave me the mental comfort I needed to find my footing in this new city.

Waroda. Credit: Jayanti Jha

As I discovered my new neighbourhood, I realised that the pace at which traffic moved in Bandra was inversely proportional to the rate at which new restaurants came up. It’s been five months since I moved to Delhi, and already six restaurants have shut down and another four have sprung up in the lane where I lived. And this is just one lane that we are talking about.

What doesn’t change though, is King’s Hairdresser in Reclamation – around for 20 years and counting – and the man selling US Vogue and bananas across the road from King’s.

I don’t think I would have fallen in love with Mumbai, or been as comfortable as I was, if it wasn’t for Bandra and its quirks.

Doolally. Credit: Jayanti Jha

Bandra’s charm lies as much in its obsession with avocado, as it does in its proximity to the free, unpretentious sea or the fact that Patel Stores delivers gourmet groceries to your doorstep within 30 minutes.

It’s often called the hipster part of the city, but the crowds for keema pav at Good Luck, or for mutton cutlets at AI (a literal hole in the wall bakery) easily rival those at the newest brewery in town. 

I miss it every day, and I know I’ll miss it even more in December. One of my favourite times to be in Bandra, or Mumbai in general, is December. In north India, where I grew up, cities light up during Diwali, but those don’t handle a candle to Bandra during Christmas season. Every corner lights up, everyone seems to be out on the streets celebrating and the lines for Mount Mary compete with those for autos at Bandra station. It produces a great urge in me to walk around the neighbourhood while eating Christmas cake.

Just thinking about it makes me miss it. But, even though I don’t live there anymore, Bandra has a way of staying with me. Just the other day, a Delhi friend and I were discussing a café we frequent and he said that the only healthy thing on the menu is a sandwich. I immediately, and exasperatedly responded, “No, what is wrong with you, it has bread in it.”

I guess you can take a girl out of Bandra, but not the Bandra out of her….

Jayanti Jha, 23, is a former TV producer, who is currently trying to navigate life in the capital with her cat, all the while reminiscing about Bandra. She tweets @JayantiJha7.

Featured image credit: Jayanti Jha

I Don’t Feel Safe in My Own Country Anymore

I just want to be able to take the last metro without having to worry about that ten-minute auto ride home.

It is past midnight and I am in a cab coming back from a date. I slide to the left and lay my head, heavy with concern, against the rolled-up window. Instinctively, I keep my door unlocked. The car freshener in this confined, air-conditioned space makes me feel like I’m trying to breathe while cement clogs my nostrils. I ask the driver to roll down all the windows.

Yellow lampposts illuminate the road which is lined with trees that throw ornate shadows as we drive through this moonless night. I know I can’t relax. Not yet. I sit up straight on the back seat and take out my phone. I look at the driver’s details on the app and share my status with four different people in four different nooks of the country.

My phone pings immediately. “Itni raat ko, kahaan?” (Where are you so late at night?) It is from my interrogative sister, who lives on the other side of the city.

I should have taken the last metro home but I wanted to avoid the ten-minute auto ride home from the station. I dread the stares that look me up and down as they allot me a position on the promiscuity scale. It is going to be a long night, this one.

I click a picture of the approaching Indira Chowk signboard to send to my fearful sister. Reopening the cab service’s app, I take a screenshot of the driver’s mobile number to forward to her. I reassure her that I have the women’s helpline on speed dial.

I once read somewhere that it’s wiser sit behind the driver, and not the passenger seat beside him because it’s easier to fend off an attack that way.

I open Google Maps on my phone to make sure the driver is taking me through the correct route. I strike up an obscure conversation in an effort to make him humanise me. By the end of the ride, he has told me all about his aspirations, children and hometown. Now he’s more than just a first name to me. He doesn’t feel so dangerous to me anymore. Suddenly I realise I’m not as paranoid as I was.

Yet, I know that any girl in my position would have felt the same discomfort. I should have taken the last metro home. I’m not anxious or complaining. I just want to be able to take the last metro without having to worry about that ten-minute auto ride home.

Maria Uzma Ansari is a student at Jamia Millia Islamia.

Featured image credit: Adnan Abidi/Reuters

Over the Past Seven Years, Politically-Connected Sectors Have Tanked at Stock Market

While firms in the FMCG and auto sectors have done well, certain power, steel and telecom companies – where access to natural resources and political connections are crucial to success – have performed horribly.

While firms in the FMCG and auto sectors have done well, certain power, steel and telecom companies – where access to natural resources and political connections are crucial to success – have performed horribly.

Companies in sectors that depended on natural resources and were afflicted by crony capitalism are threatening India's economic growth now. Credit: Reuters

Companies in sectors that depended on natural resources and were afflicted by crony capitalism are threatening India’s economic growth now. Credit: Reuters

Mumbai: Despite benchmark stock market indices touching new highs in recent years, some of India’s large corporates have seen a precipitous drop in their share prices.

The reason? While it’s difficult to say exactly, the most poor-performing stocks are conglomerates and companies operating in sectors such as power, steel, telecom and real estate, where access to natural resources and political connections are crucial to success.

Companies such as Adani Power, Reliance Power, Reliance Communications, Lanco Infratech and Jindal Steel and Power have seen their stocks plummet from their dizzying heights in 2010.

It is the same case with Bhushan Steel, GVK Power Infrastructure, Tata Power and Tata Steel.

Even shares of Reliance Industries was languishing until investors warmed up to its telecom juggernaut Jio.

Then there are companies like Essar Steel which have delisted from stock exchanges or Monnet Ispat that still remain unlisted. It is not possible to ascertain how far their valuations have dipped since 2010.

Table 1: Are politically-sensitive companies wealth destroyers?

Companies Share price in 2010 (Rs) Share price in 2017 (Rs) % Fall
Adani Power 116 33 71
JSPL 717 153.8 78
Lanco infratech 56 1.21 97
Rel Comm 176 26 85
Rel Power 156 42 73
Bhushan Steel 358 72 79
GVK Power and Infra 45 12 73
Tata Steel 679 567 16
Tata Power 132 81 38
DLF 392 193 50

Source: BSE. 2010 prices are for April 5 while 2017 quotes are for July 31 except in cases where trading data are not available

However, these companies have reported huge losses in recent years and remain saddled with unrepayable loans, forcing lenders to drag them to bankruptcy courts. Only when interim resolution professionals (IRPs) appointed by the National Company Law Tribunal submit their reports will we gain a greater understanding of those firms’ financial health.

In contrast, companies operating in sectors such as FMCG and auto, where success is decided more by product quality and marketing strategies (and not so much by access to natural resources and political connections) have done fantastically at the bourses, with their share prices increasing manifold since 2010.

Politically well-connected companies, however, have seen meltdown at the stock exchanges. For example, the closing price of Adani Power’s share was Rs 111.94 on April 5, 2010 but it had lost 71% per cent of its valuation by the end of July this year and was trading at Rs 33.45.

Reliance Power’s stock price has plunged from Rs 156.85 on April 5, 2010 to Rs 42.48 on July 3, 2017 at the BSE – a staggering fall of 73% in value – as per available data.

Reliance Communications’ shares have taken even a bigger hit. Rel Comm share were at a high of Rs 176.32 at the BSE on April 5, 2010, but it traded at a low price of Rs 26.25 on July 31 this year, registering a precipitous fall of 85%.

Lanco Infratech lost almost all its stock value during this period. Its share was trading at Rs 56 on April 5, 2010, but had tanked to Rs 1.21 on July 31, 2017. Jindal Steel and Power’s share plummeted by 78% during this period.

The closing price of JSPL stocks at the BSE on April 5, 2010, was Rs 717.59 but had crashed to Rs 153.8 on July 31 this year.

GVK Power and Infrastructure too saw its share price fall by 71%. GVK’s stock had closed at Rs 45.31 at the BSE on April 5, 2010, but sunk to the low level of Rs 12.83 on July 31 this year.

The big daddy of real estate, DLF, saw its share price halve during this period, falling from Rs 392.7 in 2010 to Rs 193.4 in 2017.

Tata Steel saw its share price decline from Rs 679.33 to Rs 567.55, a loss of 16.4%. Tata Power’s share price has fallen by 38% from its 2010 levels.

Investor-happy sectors

However, investors in the FMCG and auto sectors are likely to be much more satisfied, with the fortunes of these companies soaring in tandem with market indices.

For example, Britannia Industries’ share price has jumped ten-fold over the last seven years. The closing price of Britannia’s stock was Rs 327 on April 5, 2010, but rose to reach Rs 3,921.85 on July 31 this year.

Table 2: Wealth creators

Companies Share price in 2010 (Rs) Share price in 2017 (Rs) %Increase
Britannia Industries 327 3,921 1099
Colgate-Palmolive 349 1,079 209
Dabur India 84 310 269
Godrej Industries 159 662 316
HUL 225 1,153 412
ITC 89 285 220
Maruti Suzuki 1387 7,707 455
Cadila Healthcare 113 542 379
Lupin 324 1,112 243

Source: BSE. 2010 prices are for April 5 while those of 2017 for July 31

Colgate-Palmolive’s share price has more trebled to Rs 1,079 from its 2010 levels. Dabur India has also seen more than three-fold rise in its stock price since 2010. Godrej Industries’ stock price has risen from Rs 159.50 in 2010 to Rs 662.65 in 2017, a four-fold increase.

HUL has seen a five-fold jump in its stock price since 2010. ITC’s share price has quadrupled during this period.India’s largest car-maker Maruti Suzuki has seen more than five-fold increase in its share price in this period. The closing price of Maruti Suzuki on April 5, 2010, was Rs 1,387.31 but had risen to Rs 7,707.95 on July 31 this year.

Resource auctions

This comparison is important because companies in steel, power and telecom sectors not only bagged India’s valuable resources at dirt cheap prices but also got huge amounts of loans sanctioned against these resources from state-owned banks. Little wonder, these companies top the list of 12 large defaulters identified by the Reserve Bank for initiation of bankruptcy proceedings by banks on a priority basis.

Adani Group’s debt has risen to the staggering level of Rs 72,000 crore. Group companies like Adani Power, Adani Harbour Services and Adani Petronet (Dahej) Port are already facing bankruptcy proceedings in Ahmedabad bench of the NCLT.

Rating agency Crisil recently classified Adani Power’s Rs 6,559 crore loan facility rating as “non-cooperative”, which means investors, lenders and all other market participants should exercise caution while using the rating. Such ratings are issued when company management hides critical information.

Table 3: Big loan defaulters 

Companies Loan amounts (Rs crore)
Adani Group 72,000*
Essar Steel 45,000
Rel Comm 45,000
Lanco Infratech 45,436
Bhushan Steel 44,885
Bhushan Power 37,000
Monnet Ispat 12,737
Electrosteel Steels 11,304

Source: Industry. *Total loan is Rs 72,000 crore. Some group companies are already in NCLT but disaggregated loan  data are not available

Burdened with loans that are increasingly looking un-repayable, these companies have emerged as the biggest hurdles to the government’s drive to clean up banks’ balance sheets, constraining lenders from stepping up credit off-take which is crucial for putting the economy back on the high-growth trajectory.

Investors have already lost their money. Now there is a fear that if these companies finally go into liquidation as a result of the insolvency proceedings, many jobs could be lost in the process and lenders might have to take big haircuts. If this does indeed come true, it will add more gloom to India’s economic scenario and hit investors’ and consumers’ sentiment.

The moral of the story? In the Indian market economy context, politically-connected sectors will almost certainly struggle to create long-term value for investors. Banks, both public and private sector, should lend to them only at their own cost.

A closely-connected inference is that India’s political class needs to understand by favouring companies, they are mis-allocating the  country’s scarce natural and financial resources and in the process creating bubbles that would burst sooner or later.