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Time of India
a day ago
- Automotive
- Time of India
Tesla's entry will raise the bar for EVs in India, says Mahindra's Velusamy R
Tamil Nadu's electric vehicle (EV) ecosystem has come a long way since 2021, when Mahindra and Mahindra (M&M) began developing its born-electric SUVs at the Mahindra Research Valley (MRV) near Chennai. In an interview with The Times of India , Velusamy R, President of Automotive Technology and Product Development at M&M, spoke about the transformation of the state's EV landscape and what lies ahead. Velusamy, who set up MRV and now leads M&M's EV strategy, recalled the early days of building the electric SUV platform. 'When we started in 2021, Tamil Nadu's EV ecosystem was in a nascent stage. There was more curiosity than capability,' he said. Supplier partners were only beginning to develop EV-specific expertise, academic institutions hadn't fully pivoted towards EV research, and policy frameworks were still evolving. Despite these limitations, Mahindra invested in building capabilities by collaborating with global experts across Europe, the US, Korea, and the UK to upgrade the skills of its engineering workforce. Over time, MRV became a hub for innovation, enabling the development of the company's electric-origin SUVs and fostering a culture of component and software innovation. Tamil Nadu emerges as a leading EV hub Velusamy highlighted the rapid progress made since then. 'Today, tier-1 and tier-2 suppliers are actively investing in EV technologies, and the state government has provided strong policy support, including road tax exemptions and capital subsidies,' he said. Coimbatore, where Mahindra has established its Software Defined Vehicle (SDV) centre, has become a key location for developing software and electrical architecture for EVs. Velusamy noted that Tamil Nadu's growing charging infrastructure and its strong tech base have been instrumental in building Mahindra's ground-up electric platforms. Competition from Tesla seen as a positive force Responding to Tesla's entry into the Indian market, Velusamy welcomed the competition in the premium EV segment. 'It will raise the bar, but it also drives innovation. As Anand Mahindra said, 'Looking forward to seeing you at the charging station,'' he remarked, adding that while the immediate manufacturing impact may be limited, Tesla's entry sends the right signal to suppliers to align with global standards. He also lauded the Tamil Nadu government's efforts to expand its EV roadmap to include battery recycling and raw material strategies. 'The state is looking at EVs from a full life-cycle perspective, not just from a manufacturing angle,' Velusamy said, adding that other Indian states are also beginning to adopt such comprehensive approaches under central government guidelines. What states need to support EV development On what it takes for a state to become a successful EV product development hub, Velusamy stressed the need for engineering talent, electronics and software supplier networks, battery and cell development capabilities, and strong R&D infrastructure. He believes Tamil Nadu already has a solid foundation in all these areas.
Time of India
2 days ago
- Automotive
- Time of India
Tesla will raise the bar for high-end EVs
Velusamy R is president, automotive technology and product development, at Mahindra and Mahindra. His focus is electric mobility in particular. The man who set up Mahindra Research Valley (on Chennai's outskirts), has turned it into an innovation hub that drives M&M's product development. He now spearheads the EV portfolio, the XUV and BE (born electric) brands. In a conversation with TOI, he spoke about EVs, Tamil Nadu, and the future. Excerpts: MRV is the crucible that birthed M&M's born electric range. When you first started working on this project, what was TN's EV ecosystem like? When we embarked on the development of the electric origin SUV at MRV in 2021, the EV ecosystem in TN was in a nascent stage. It was a moment of curiosity rather than capability. Our supplier partners were still building their EV-specific competencies, academia hadn't fully pivoted toward EV-focused research, and policy frameworks were in the process of evolving. Despite challenges, we recognized untapped potential. At MRV, we had a rich pool of engineers, research scholars, and technocrats. What we needed was to equip them with skills required for cutting-edge EV tech. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Learn How To Write Faster for Work (Find Out Now) Grammarly Learn More Undo To bridge this gap, we collaborated with experts in academia and consultants from Europe, the US, Korea, the UK, and across the globe to develop specialized knowledge and expertise. Over time, MRV transformed into a nucleus of innovation, bringing together engineering talent, fostering component development, and cultivating a culture of innovation. This effort laid the foundation for developing the electric origin SUVs. You Can Also Check: Chennai AQI | Weather in Chennai | Bank Holidays in Chennai | Public Holidays in Chennai How has the local EV ecosystem evolved? Today, we see tier-1 and tier-2 suppliers investing in EV-specific tech. The govt has backed this with targeted EV policies & TN is becoming a leading EV hub with major global and domestic automotive players investing here. The state is actively expanding its EV charging infrastructure to accelerate EV adoption. The state also continues to offer 100% road tax exemption and capital subsidies, making it a more attractive destination for EVs in India. Cities such as Coimbatore, where our Mahindra Software Defined Vehicle centre is located, are emerging as strong hubs for software development. We have leveraged the local tech base to develop electrical architecture from the ground up and a software-defined vehicle platform for our electric-origin SUVs. With Tesla finally debuting in India, will the battle for high-end luxury EVs heat up? How will it impact the manufacturing and component sourcing ecosystem? The arrival of Tesla will undoubtedly raise the bar, especially in the premium EV segment. But we see this as an opportunity. At Mahindra, competition pushes us to innovate. Chairman Anand Mahindra summed it up perfectly when he welcomed Tesla with a message, "Competition drives innovation. Looking forward (sic) to seeing you at the charging station." While initial local impact on manufacturing may be limited, it sends the right signals encouraging suppliers to scale up and align with global benchmarks. TN govt is looking to expand its EV footprint to include battery scrappage and recycling as well as raw material. Is that the right way? Are other EV hubs in India also doing that? Tamil Nadu's push into battery recycling and scrappage infrastructure shows foresight. The state is looking at EVs not just from a product development and manufacturing lens, but from a full life-cycle perspective. Other states are also taking early steps under the Centre's guidelines, which is encouraging. What are the most critical requirements that a state must have to become an EV product development hub? What more can Tamil Nadu do in this respect? We need strong engineering talent, a robust base in electronics manufacturing and software suppliers, battery & cell development capability, coupled with R&D support. Tamil Nadu already has a solid foundation both in academia as well as the supplier ecosystem.
Business Insider
3 days ago
- Business
- Business Insider
U.S. introduces $250 visa integrity fee, raising barriers for African applicants
Visiting the United States is about to become significantly more expensive for African travellers, following a new policy that introduces a hefty $250 'visa integrity fee' for most nonimmigrant visa applicants. The United States introduces a $250 'visa integrity fee' for nonimmigrant visa applicants from African nations, significantly increasing visa costs. The fee, enacted under the One Big Beautiful Bill Act of 2025, is non-waivable and in addition to existing visa-related fees. Critics argue the new policy creates financial barriers and may discourage travel to the U.S., especially for students, tourists, and business visitors from Africa. This fee is an inside part of the recently signed One Big Beautiful Bill Act, enacted by U.S. lawmakers on July 4, 2025, and is expected to take effect later this year. According to immigration legal firm Envoy Global, the new fee will apply to any foreign national issued a nonimmigrant visa, particularly from an African country, whether as a student, tourist, temporary worker or business visitor. The $250 "visa integrity fee" is non-waivable and non-reducible, and will be charged in addition to existing visa-related fees, including machine-readable visa (MRV) application fees, anti-fraud fees, and reciprocity fees. This means a single visa application for a Nigerian, Ghanaian, or Kenyan citizen could now cost as much as $500, excluding documentation and travel expenses. What this means for African tourists, students' applications African students applying for F-1 and F-2 visas, exchange visitors on J-1 and J-2 visas, and professionals applying for H1-B and H-4 temporary work visas will all be subject to the new levy, likewise African tourists visiting family or attending events in the U.S. will bear the increased cost. Notably, citizens from 42 countries, mostly in Europe, Canada, Bermuda, and a few Asian and Gulf nations, are exempt under the U.S. Visa Waiver Program. These travellers won't be affected if visiting for under 90 days. In contrast, African nations are entirely excluded from the program, perpetuating the continent's disadvantage in terms of access and mobility. As the U.S. prepares to host major global events like the 2026 FIFA World Cup and the 2028 Summer Olympics in Los Angeles, experts warn that the recent visa fee hike could significantly reduce international attendance, particularly from countries in Africa, South America, Asia, and the Middle East. These countries already face long waiting periods and high visa denial rates, which could worsen with the added financial burden. Although the U.S. claims the funds from the fee will go into the Treasury's general fund, there's no indication that the money will be reinvested in improving consular services or reducing processing delays, a longstanding challenge for African applicants. Even while there are claims that the fee is refundable, there are no guarantees or clear mechanisms for reimbursement. Geoff Freeman, President and CEO of the U.S. Travel Association, has strongly criticized the new rule, calling it "a self-inflicted wound." He emphasized the psychology behind the hike, stating that, 'These fees are not reinvested in improving the travel experience and do nothing but discourage visitation at a time when foreign travellers are already concerned about the welcome experience and high prices' For many Africans, including students seeking education, entrepreneurs pursuing U.S. business opportunities, families reuniting, or tourists exploring cultural exchange, the new fee presents both a financial barrier and a symbolic message. As global discussions on travel equity and visa reform continue, the U.S. appears to be moving in the opposite direction, erecting higher walls when the world is calling for more bridges.
Business Times
11-07-2025
- Business
- Business Times
Singapore mulls introducing carbon offsetting legislation for airlines
[BANGKOK] Singapore is looking to draft a carbon offsetting legislation for the aviation sector, and is studying whether to introduce penalties for airlines if they fail to comply with its requirements. While still in the works, the new legislation is likely to take reference from an existing one that mandates airlines to report their carbon emissions, said Ng Shao Hua, senior manager of global partnerships at Singapore's National Climate Change Secretariat on Wednesday (Jul 9). That carbon reporting legislation, which came into effect in 2023, has provisions to fine airline operators for failing to make these disclosures. Ng, who was speaking at the Asia Climate Summit organised by the International Emissions Trading Association, said: 'If you were to look at how we have framed our legislation on monitoring, reporting and verification (MRV) – where there are penalties, I think we are most likely to take reference from that.' He added that no timeline has been set for the Bill to be introduced and debated in Parliament. Ng was responding to a question during a panel discussion, on whether the Singapore authorities are looking to penalise airlines for not complying with carbon offsetting requirements in the future legislation. A NEWSLETTER FOR YOU Friday, 12.30 pm ESG Insights An exclusive weekly report on the latest environmental, social and governance issues. Sign Up Sign Up The carbon reporting legislation was developed in line with an international programme to cut emissions from the aviation sector, known as the Carbon Offsetting and Reduction Scheme for International Aviation (Corsia), which has required participating airlines to report their annual emissions since 2019. Besides disclosing their emissions, airlines which have signed up to Corsia are also obligated to purchase carbon offsets if their emissions go above 85 per cent of their 2019 levels. The International Civil Aviation Organization had developed the scheme in 2016 to stabilise the sector's net emissions. Under the scheme's initial phases, airlines have until 2026 to purchase carbon offsets voluntarily. From 2027, however, it would become mandatory to do so. Singapore is looking to start work on this carbon offsetting legislation, given that airlines would soon have to start buying carbon offsets to meet Corsia requirements. This is because – even though carbon offsetting obligations began in 2021 – many airlines have not crossed the 85 per cent threshold in the last few years with the imposition of international travel curbs during the Covid-19 pandemic. They are, however, expected to cross this limit with their 2024 emission levels, said Ng. Countries such as the United Kingdom and Canada, have already introduced penalty frameworks for airlines in their legislations. Ng had said that Singapore had decided to take a step-wise approach on legislations, starting first with MRV, and then moving on to carbon offsets. MRV requirements are low-cost and not difficult for airlines to meet, even voluntarily. However, Ng noted that getting airlines to buy carbon offsets might not be as easily accomplished without legislation in place. 'We do need that demand certainty and that will come from legislation. Because if countries are ready to put their foot forward to say: 'I will legislate this. I will be prepared to fine the airlines if they're not ready to comply, even though it's a voluntary scheme until 2026' – if there's a clear direction from governments, then I think that will be the game changer,' said Ng. 'So I think what is needed is how can we push more countries to come on board,' he added.
Singapore Law Watch
11-07-2025
- Business
- Singapore Law Watch
Singapore mulls introducing carbon offsetting legislation for airlines
Singapore mulls introducing carbon offsetting legislation for airlines Source: Business Times Article Date: 11 Jul 2025 Author: Janice Lim No time frame has been set yet for the draft law, but it will take a leaf from an existing legislation that mandates carbon emissions reporting. Singapore is looking to draft a carbon offsetting legislation for the aviation sector, and is studying whether to introduce penalties for airlines if they fail to comply with its requirements. While still in the works, the new legislation is likely to take reference from an existing one that mandates airlines to report their carbon emissions, said Ng Shao Hua, senior manager of global partnerships at Singapore's National Climate Change Secretariat on Wednesday (Jul 9). That carbon reporting legislation, which came into effect in 2023, has provisions to fine airline operators for failing to make these disclosures. Ng, who was speaking at the Asia Climate Summit organised by the International Emissions Trading Association, said: 'If you were to look at how we have framed our legislation on monitoring, reporting and verification (MRV) – where there are penalties, I think we are most likely to take reference from that.' He added that no timeline has been set for the Bill to be introduced and debated in Parliament. Ng was responding to a question during a panel discussion, on whether the Singapore authorities are looking to penalise airlines for not complying with carbon offsetting requirements in the future legislation. The carbon reporting legislation was developed in line with an international programme to cut emissions from the aviation sector, known as the Carbon Offsetting and Reduction Scheme for International Aviation (Corsia), which has required participating airlines to report their annual emissions since 2019. Besides disclosing their emissions, airlines which have signed up to Corsia are also obligated to purchase carbon offsets if their emissions go above 85 per cent of their 2019 levels. The International Civil Aviation Organization had developed the scheme in 2016 to stabilise the sector's net emissions. Under the scheme's initial phases, airlines have until 2026 to purchase carbon offsets voluntarily. From 2027, however, it would become mandatory to do so. Singapore is looking to start work on this carbon offsetting legislation, given that airlines would soon have to start buying carbon offsets to meet Corsia requirements. This is because – even though carbon offsetting obligations began in 2021 – many airlines have not crossed the 85 per cent threshold in the last few years with the imposition of international travel curbs during the Covid-19 pandemic. They are, however, expected to cross this limit with their 2024 emission levels, said Ng. Countries such as the United Kingdom and Canada, have already introduced penalty frameworks for airlines in their legislations. Ng had said that Singapore had decided to take a step-wise approach on legislations, starting first with MRV, and then moving on to carbon offsets. MRV requirements are low-cost and not difficult for airlines to meet, even voluntarily. However, Ng noted that getting airlines to buy carbon offsets might not be as easily accomplished without legislation in place. 'We do need that demand certainty and that will come from legislation. Because if countries are ready to put their foot forward to say: 'I will legislate this. I will be prepared to fine the airlines if they're not ready to comply, even though it's a voluntary scheme until 2026' – if there's a clear direction from governments, then I think that will be the game changer,' said Ng. 'So I think what is needed is how can we push more countries to come on board,' he added. Source: The Business Times © SPH Media Limited. Permission required for reproduction. Print
