Business
TCS Dividend 2025: IT Giant To Declare 2nd Cash Reward On Oct 09, Record Date Fixed
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Tata Consultancy Services will announce Q2 results and consider a 2nd interim dividend on October 9, 2025.
TCS to declare 2nd interim dividend on October 09.
TCS Dividend 2025 Record Date: IT major Tata Consultancy Services (TCS) is all set to kick off Q2 earnings season with the declaration of its quarterly results for the July-September period, 2025, on Thursday, October 09. The board will also consider the 2nd interim dividend for the financial year 2025-26.
In a stock exchange filing, TCS said, “A meeting of the Board of Directors of Tata Consultancy Services Limited is scheduled to be held on Thursday, October 9, 2025, to approve and take on record the audited standalone financial results of the Company under Indian Accounting Standards (Ind AS) for the quarter and six-month period ending September 30, 2025.”
TCS Dividend 2025 Record Date
TCS has also fixed the record date for the proposed 2nd interim dividend for FY2025-26. TCS added, “The second interim dividend, if declared, shall be paid to the equity shareholders of the Company whose names appear on the Register of Members of the Company or in the records of the Depositories as beneficial owners of the shares as on Wednesday, October 15, 2025, which is the Record Date fixed for the purpose.”
For Q1FY26, the board had declared an interim dividend of Rs 11 per share.
TCS Q1 FY26 Results
TCS had reported a 5.98 per cent rise year-on-year (YoY) in its net profit to Rs 12,760 crore for the first quarter ended June 30, 2025 (Q1 FY26). On a quarter-on-quarter (QoQ) basis, the net profit grew 4.38%.
It had reported a net profit of Rs 12,040 crore a year ago and Rs 12,224 crore in the previous quarter.
The Q1 FY26 earnings are better than expectations. A Bloomberg consensus poll of analysts had pegged TCS’ Q1 FY26 net profit growth at a muted 1.9% to Rs 12,263 crore.
The company’s revenue from operations during April-June 2025 stood at Rs 63,437 crore, which is 1.13 per cent higher as compared with the Rs 62,613 crore reported last year. On a sequential basis, the revenue fell 1.61%.
Varun Yadav is a Sub Editor at News18 Business Digital. He writes articles on markets, personal finance, technology, and more. He completed his post-graduation diploma in English Journalism from the Indian Inst…Read More
Varun Yadav is a Sub Editor at News18 Business Digital. He writes articles on markets, personal finance, technology, and more. He completed his post-graduation diploma in English Journalism from the Indian Inst… Read More
October 05, 2025, 14:57 IST
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Companies that charge drivers fees for recovering parking ticket debts are operating with an average profit margin of more than 60 per cent, a Government document has disclosed.
The Ministry of Housing, Communities and Local Government (MHCLG) stated that this figure indicates a “market failure”, while the AA branded the margins “disproportionately high”.
Debt recovery agencies are employed by parking operators to pursue payment for unpaid tickets, often adding up to £70 in additional fees per ticket for drivers.
These charges were set to be banned when the then-Conservative government introduced a code of practice in February 2022, but this was withdrawn four months later after a legal challenge by parking companies.
A new consultation document setting out the current Labour Government’s proposed code stated the £70 cap is “likely to be higher than can be reasonably justified” but it is “seeking further evidence”.
It added that recovery agencies have “an average profit margin of approximately 63 per cent”.
This is “comparable to highly innovative companies” despite the businesses involved providing “standard services such as payment plan provision”, according to the document.
It continued: “We therefore do not consider them to be providing significantly innovative services, and as such the high profits may be indicative of these firms having too much control over the market, thereby indicating that there is a market failure.”
Parking operators can take drivers to court if they continue to resist paying for tickets.
The MHCLG said debt recovery agencies would break even with fees of approximately £26 per ticket, if the proportion of those paying was stable.
Jack Cousens, head of roads policy at the AA, said: “The 63 per cent profit margin feels disproportionately high for the services provided.
“This only highlights the need to curb the sector and ensure balance for all.
“There remains an overzealous cohort among some private parking operators where they hand over cases to debt recovery firms for seemingly innocuous charges.”
He added that the ban on debt recovery fees in the original consultation was “the right position” and claimed the latest version “falls short of the mark”.
Steve Gooding, director of motoring research charity the RAC Foundation, said: “The profit margins revealed by the Government help explain why there are now more than 180 private parking firms buying vehicle keeper records from the DVLA so they can send demands to drivers – it’s a huge and profitable business.
“The private parking industry’s failure over time to be more open about its activities is part of the problem and its ongoing reluctance to open its books to official scrutiny shows why ministers must follow through with plans to bring transparency and independence to this sector.”
Recent analysis by the PA news agency and the RAC Foundation found 4.3 million tickets were issued by private companies to UK drivers between April and June.
That was a 24 per cent increase compared with the same period last year.
A BPA spokesman said it “strongly disputes the Government’s profit calculations” and called on it to “publish the methodology behind these figures”.
He continued: “The numbers presented are misleading and fail to reflect the reality of the debt resolution sector.”
He insisted the purpose of debt recovery fees is “not to generate profit but to act as a fair and effective deterrent against deliberate non-payment”.
An MHCLG spokesperson said: “This Government inherited a private parking market that lacks transparency and protection for motorists.
“We share their frustration, which is why our private parking code of practice will drive up standards in the industry and hold parking operators to account.
“We consulted on the current cap on debt recovery fees and will publish our response as soon as possible.”
Business
India-EU FTA: 14th round of trade talks to begin on October 6; aim to finalise deal before year-end – The Times of India
India and the European Union (EU) are gearing up for the 14th round of free trade agreement (FTA) negotiations in Brussels on Monday, as both sides aim to smoothen out the differences and finalise the deal by the end of the year.Senior officials from India and the 27-member bloc will hold a five-day round of talks, beginning from October 6. An official said the discussions will aim to resolve outstanding issues to help conclude the negotiations at the earliest.Commerce and industry minister Piyush Goyal recently expressed confidence that the two sides will sign the agreement soon. He is also expected to meet EU trade commissioner Maros Sefcovic in South Africa later this month to assess the progress, with December set as the deadline to wrap up the talks, PTI reported. The pact seeks to boost two-way commerce and investments.Last month, Sefcovic and European commission agriculture commissioner Christophe Hansen travelled to India to meet Goyal and review developments in the negotiations.The proposed trade pact, revived in June 2022 after an eight-year pause, seeks to boost trade and investment flows between India and the EU. Earlier talks were suspended in 2013 over disagreements on market access.The EU is pressing for steep tariff cuts on automobiles and medical devices, lower taxes on products such as wine, spirits, meat and poultry, and stronger intellectual property protections. For India, the deal could make its exports, including ready-made garments, pharmaceuticals, steel, petroleum products and electrical machinery, more competitive in the European market, according to PTI.Negotiations cover 23 policy areas, including goods and services trade, investment, sanitary and phytosanitary measures, technical barriers to trade, rules of origin, customs and trade facilitation, competition, trade remedies, government procurement, dispute settlement, intellectual property rights, geographical indications and sustainable development.The EU is currently India’s largest trading partner for goods. Bilateral trade reached $136.53 billion in 2024–25, with Indian exports worth $75.85 billion and imports worth $60.68 billion. The bloc accounts for around 17% of India’s total exports, while India makes up 9% of the EU’s global exports.In services, bilateral trade stood at $51.45 billion in 2023.
Getty ImagesYou could be forgiven for thinking that electric cars might finally be gaining momentum in the US.
After all, sales of battery cars topped 1.2 million last year, more than five times the number just four years earlier. Hybrid sales have jumped by a factor of three.
Battery-powered cars accounted for 10% of overall sales in August – a new high, according to S&P Global Mobility.
And in updates to investors this week, General Motors, Ford, Tesla and other companies all reported record electric sales over the past three months.
This marked a bright spot in an industry wrestling with the fallout from still high interest rates and buyers on edge over inflation, tariffs and the wider economy.
But analysts say the boom was caused by a dash to buy before the end of a government subsidy that helped knock as much as $7,500 (£5,588) off the price of certain battery electric, plug-in hybrid or fuel cell vehicles.
With that tax credit gone as of the end of September, carmakers are expecting momentum to shift into reverse.
“It’s going to be a vibrant industry, but it’s going to be smaller, way smaller than we thought,” Ford chief executive Jim Farley said at an event on Tuesday.
“I expect that EV demand is going to drop off pretty precipitously,” the chief financial officer of General Motors, Paul Jacobson, said at a conference last month, adding it would take time to see how quickly buyers would come back.
Even with the recent gains, the US, the world’s second biggest car market, stood out as a laggard in electric car sales compared to much of the rest of the world.
In the UK, for example, sales of battery electric and hybrid cars made up nearly 30% of new sales last year, according to the International Energy Agency (IEA). Latest industry figures suggest that number is even higher.
In Europe, they accounted for roughly one in five sales, while in China, the world’s biggest car market, sales of such cars accounted for almost half of overall sales last year, according to the IEA, and they are expected to become the majority this year.
Take-up in some other countries, like Norway and Nepal, is even greater.
Electric vehicles (EVs) tend to account for a smaller share of sales in Latin America, Africa and other parts of Asia – but growth there has been surging.
Policy differences
Analysts say adoption in the US has been slowed by comparatively weak government support for the sector, which has limited the kinds of subsidies, trade-in programmes and rules that have helped the industry in places such as China, the UK and Europe.
Former President Joe Biden pushed hard to increase take-up, aiming for electric cars to account for half of all sales in the US by 2030.
His administration tightened rules on emissions, boosted demand through purchases for government fleets, nudged carmakers to invest with loans and grants for EV investments, spent billions building charging stations and expanded the $7,500 tax credit as a sweetener for buyers.
Supporters cast those efforts in part as a competitive imperative, warning that without these US carmakers would risk losing out to competitors from China and other countries.
But President Donald Trump, who recently called climate change a “con job”, has pushed to scrap many of those measures, including the $7,500 credit, arguing that they were pushing people to buy cars they would not otherwise want.
“We’re saying … you’re not going to be forced to make all of those cars,” he said this summer, while signing a bill aimed at striking down rules from California, which would have phased out sales of petrol-only cars in the state by 2035. “You can make them, but it’ll be by the market, judged by the market.”
Bloomberg via Getty ImagesElectric cars have become more affordable in the US in recent years – but they still cost more than comparable petrol-powered vehicles.
And Chinese carmakers like BYD, which have made rapid inroads in other markets thanks to low prices, have been effectively shut out of the US, due to high tariffs targeting cars made in China, backed by both Biden and Trump.
As of August, the average transaction price of an electric car in the US was more than $57,000, according to auto industry research firm Kelley Blue Book, about 16% higher than the average for all cars.
The least expensive battery car on offer, a Nissan Leaf, costs about $30,000 (£22,000). By comparison, several models can be found for under £20,000 in the UK.
Analysts say what buyers do next hinges on how carmakers set prices in the months ahead, as they contend not only with the end of the tax credit but also tariffs on foreign cars and certain car parts that Trump introduced this spring.
Hyundai said this week it would offset the loss of the tax credit by lowering the price for its range of Ioniq EVs. But Tesla said the cost for monthly lease payments of some of its cars would rise.
Stephanie Brinley, associate director of S&P Global Mobility, said she did not expect to see many firms follow Hyundai’s example, given the pressures from tariffs.
While some buyers may opt for EVs anyway, “next year is going to be hard,” she warned, noting that her firm is calling for overall car sales to fall by roughly 2% in 2026.
“It would have been difficult enough if all you had to deal with is new tariffs, but with new tariffs and the incentive going away, there’s two impacts.”
Carmakers had already been scaling back their investments in electric cars.
Researchers say Trump’s policy changes could reduce those investments even more.
“It’s a big hit to the EV industry – there’s no tiptoeing around it,” said Katherine Yusko, research analyst at the American Security Project
“The subsidies were initially a way to level the playing field and now that they’re gone the US has a lot of ground to make up.”
However Ms Brinley said she was hesitant to declare the US behind in an industry still testing out technology alternatives.
“Is [electric] really the right thing?” she said. “Saying that we’re behind assumes that this is the only and best solution and I think it’s a little early to say that.”
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