Rane Brake Lining Limited

RBL/SE/2Lt2021-22BSE LimitedListing CentreScrip Code: 532987

Dear Sir/ Madam,

Sub: Submission of the Post Buyback Public Announcement ("Post Buyback publicAnnouncetgn!")_ pertaining to the buyback of fully paid-up equ¡ty shares ofRs. 10 /- each ("Equity Shares") of Rane Brake Lining Limited lthe ,:Company',)pursuant to the provisions of the Securities and Exchange Board oi lná¡á(Buy'Back of Securities) Regulations, 2018, as amended (the" BuybackRegulations")

This is in furtherance to (i) our letter dated April 26, 2021 intimating the closure of Buyback;and (ii) the Public Announcement dated October 16,2020 in relatioñ to the Buyback.

!V_e_ 9re enclosing herewith a copy of the Post Buyback Public Announcement dated April27,2021which was published on April 28, 2021 in the foilowing newspape(s):

Registered Office: Tel :91 44 281'1 2472

;ji:,¿:il.,ar Road URL : www.ranesroup.com

Chennai 600 086.lndia.CIN : L63011TN2004PLCO54948

National Stock Exchange of lndia Limited

NewspaoerBusiness Standard

bol: RBL

Makkal Kural

We request you to kindly take the above information on record

Thanking you,

Yours faithfully,

Z

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JYOTI MUKUL New Delhi, 27 April

One of the things that became mandatory in the middle of the lock-

down last year was the Bharat Stage VI emission norms for automobiles and auto fuel. It is, however, argued that unless the old fleet of vehicles is off the road, the benefits of reduced pol-lution from these more efficient and less polluting vehicles will not be available. This is the rea-son the government came out with a vehicle scrapping policy. An estimated 8.7 million vehicles by 2015 and nearly 22 million by 2025 would reach end-of-life (ELV) status and could be avail-able for scrapping.

The question is whether India has the capacity to handle this. To begin with, this level of scrapping demands a good net-work of vehicle fitness centres that will decide which vehicles are fit or will go for scrapping. Even after this, scrap yards would be required for disman-tling and extracting the useful material from vehicles that are discarded.

Clearly, there aren’t enough scrapping yards in the country to take in the potential number of vehicles that could be scrapped, so the government is encouraging companies to set up such facilities under the pol-icy that will come into force through the Motor Vehicles (Registration and Functions of Vehicle Scrapping Facility) Rules, 2021.

The Mahindra group is one of the organised players that has a scrapping and recycling plant along with public sector MSTC Ltd. After the scrappage policy was announced, the group said it has signed a memorandum of understanding with Mahindra MSTC Recycling Pvt Ltd (MMR-PL) for offering its customers an end-to-end solution for scrap-ping vehicles. MMRPL acquires used/end-of-life vehicles to dis-mantle and scrap under the brand name of CERO.

Tata Motors Ltd, too, is reported to be collaborating with its dealers to build vehicle scrap yards in Howrah (West Bengal), Karnal (Haryana), Hyderabad (Telangana) and Greater Mumbai (Maharashtra), though it is not clear if it will make the investment itself. Its sister con-cern, Tata Steel, had in August 2020 announced that it would be setting up a scrap processing plant of 0.5 million tonne capac-ity in Rohtak, Haryana. The recy-cling plant will work with local traders of scrap yards, car dis-mantlers other than small and

medium steel industries in the National Capital Region (NCR) and the Haryana region. MMR-PL unit is based near Delhi in Greater Noida. NCR accounts for the bulk of India’s car market.

The government policy cat-egorically states that because of “the large size and voluminous nature of the scrap to be han-dled”, the dismantling facility should be set up in a large area having adequate space for vehic-ular movement, as well as stor-age for the vehicles/products received and recyclable material recovered. “It should fulfil the criteria of an adequate gated area to handle, depollute and dis-mantle ELVs, white goods and other scrap along with facility for measuring radiation as is fol-lowed for import of scrap,” say the rules. To get an estimate of the scale, MMRPL’s Greater Noida campus is spread over five acres, of which the workshed area is approximately 43,450 square feet. This means the scrapping yards would require large pieces of land or big com-panies would have to pitch in their own land banks.

Besides, the registered vehi-cle scrapping facility is required to be equipped with a depollu-tion system, preferably with zero discharge, and dismantling is to be done by making use of best available technology for process-ing the ELVs, goods and other scrap. For this, the collection centres would need to comply with health and safety legisla-tion/regulation and environ-mental norms.

Aruna Sharma, former steel secretary, said the private sec-tor should be incentivised to enter this business. “Scrap han-dling is a low-capital industry with breakeven in three years. The incentive should be to encourage owners to scrap after the end of life of a vehicle through discounts on new vehicles,” she said.

Under the policy, ELVs refers to all vehicles that are no longer validly registered; or declared unfit through automated fitness centres; or their registrations have been cancelled under the Motor Vehicles Act; or due to an order of a court of law; or are self-declared by the legitimate reg-istered owner as a waste vehicle due to any circumstances that may arise from fire, damage, nat-ural disaster, riots or accident.

Vinay Raghunath, partner and leader, automotive sector, EY India, said there will be a sig-nificant pool of ELVs to target since by 2025, their count would be nearly 22 million and an anticipated increase in re-regis-tration charges for old vehicles by 15-25 per cent will negatively impact the economics of contin-uing to run with old vehicles. On the other hand, scrapping an old vehicle will get a motor vehicle tax concession of up to 25 per cent in case of non-transport vehicles and 15 per cent in case of transport vehicles.

For deciding which vehicles are to be scrapped, the setting up of fitness centres and regu-lating them would be a humon-gous task. The data of fitness cer-tificate or rejection of it would be fed into the online vehicle data portal VAHAN. The RVSF or the scrapping facility will get

access to this database and will be authorised to make entries regarding scrapping of the vehi-cle and issuance of certificate of deposit and certificate of scrap-ping, either directly or through their collection centre. This cer-tificate of scrapping will be the basis of getting road tax conces-sion as well as incentives up to 5 per cent on purchase of new car. The extent of both these incentives, however, will depend on state governments and auto-mobile manufacturers.

According to Raghunath, the implementation of Bharat Stage VI norms from April 1, 2020, has reduced emissions by 60-90 per cent when compared with BS I and BS II. “According to the Central Pollution Control Board study, BS III trucks produce 10 times more NOx and particulate matter (PM) emissions as com-pared to BS VI vehicles. Similarly, trucks meeting BS II emission norm emit 14–15 times higher PM and NOX compared BS VI trucks. This also highlights the importance of removing old veh -icles, particularly old diesel vehi-cles, from the fleet,” he added.

Raghunath said that govern-ments around the world are looking to provide support to the automotive sector in response to the Covid-19 pan-demic. “Stimulus packages that support decarbonisation of the vehicle fleet through increased efficiency and electrification can aid in these economic recov-ery efforts. Countries like France, Italy and Spain are pro-viding incentives in the range of $4,000-$6,000 to owners who are scrapping their conventional powertrain vehicles and pro-gressing towards xEVs (hybrids and electric vehicles),” he said. Nonetheless, while the scrap-ping policy’s purported objec-tive is to reduce pollution, it will kick in a demand for new vehi-cles providing a stimulus to the automobile industry.

ANUP ROY Mumbai, 27 April

In India, cash in circulation continues to remain high. While the currency with the public has expanded substan-tially, there appears to be some moderation in the pace of growth. As on April 9, year-to-date, the currency with the public rose by 16.7 per cent. In mid-February, it was rising by 21 per cent. Anything above 12-13 per cent growth in currency with the public is considered abnormal, but then this situa-tion also dep ends on the cir-cumstances.

So, is this an abnormal growth?

When one adjusts the present curren-cy with the public (~27.9 trillion) with the gross domestic product (GDP), the growth rate is about 14.6 per cent.

Theoretically, the currency with the public should expand in sync with the nominal income, which again moves in relation to the nominal growth rate of the econo-my. But the corre-lation breaks easily when other factors come into play.

One reason for this is the demand for currency. Typi ca -lly, the currency in circulation swells during the time of elec-tions and definitely during fes-tive seasons. But this can hap-

pen in times of stress, too. For instance, during demonetisa-tion announ ced on November 8, 2016, it spiked 37 per cent. This time, the stress is caused by the pandemic.

There can be a purely tech-nical reason as well. As the Reserve Bank of India (RBI) expands its asset books by bonds and foreign exchange reserves, it balances its liability side typically by printing cur-rency. That’s how the term “deficit monetisation” came into play.

Why did the RBI balance sheet expand?

The RBI’s balance sheet expanded 30.02 per cent — from ~41,029.05 billion as on

June 30, 2019, to ~53,347.93 billion as on June 30, 2020, as it accumulated nearly $100 billion worth of reserves and bought govern-ment bonds.

In the last fiscal, the balance sheet must have expanded sub-stantially as the RBI supported the government bor-rowing pro-gramme by buy-ing ~3 trillion worth of bonds,

and it continues to do so in this fiscal through the G-Sec acqui-sition programme (~1 trillion scheduled for April-June quar-ter). It will be a while before the annual report is out. The cen-tral bank continues to accumu-late foreign exchange reserves

on top of that. The RBI has to balance it out by printing more money.

How did this impact the currency?

A closely related indicator is currency in circulation (CIC), which is calculated as currency with the public plus cash with banks (which is not much). In the last one year, CIC has been expanding for a completely dif-ferent reason other than festiv-ities or elections. People could be panic hoarding cash fearing the hardships of a lockdown.

The CIC expanded 22.1 per cent in calendar 2020 as lock-downs were imposed due to the coronavirus pandemic. Such was the panic in the first four months (January to April) of calendar 2020 that the increase in CIC of ~2.66 trillion was more than the entire 2019 CIC (~2.40 trillion).

What are the pros and cons of such an expansion?

First, the cons. It stokes infla-tion in the long term. The good side: That is exactly what some central banks want.

It depends on the situation,

really. For example, in devel-oped countries, where central banks want more inflation, expansion of currency is desir-able. But in a country like India, where inflation is a curse word, currency in circulation has to be curtailed to control inflation. Besides, in a loose contract economy, surplus cash could mean tax evasion. It also points to inefficiencies in the payments system, something that the RBI and the government are trying to fix through digitisation.

Currency with the public is a form of household savings. At the same time, it is a “leak-age” from the system, which means the public is not keeping the money as deposits but pre-ferring to make cash transac-tions.

Finally, it also means that deposit rates are extremely low. Now, if the deposit rates are increased, lending rates will have to go up, too. That is something the RBI would hope doesn’t happen till the eco-nomic recovery is on a firmer footing. So, this high cash float will likely continue for some more time.

Building for scrap High cash in circulation is normal in abnormal times

ANDY MUKHERJEE 27 April

After a tightly centralised vac-cination drive that has deliv-ered the required two shots to less than 2 per cent of the pop-ulation, India is opening up its inoculation strategy in the middle of a raging pandemic. Can the new approach flatten the curve?

Expanding the campaign to all adults below 45 starting next month is a late but welcome move. India’s daily infection rate of almost 350,000 is the worst any country has experi-enced. Even then, shifting a big part of the financial burden to 28 state governments and let-ting private hospitals buy shots at 600 to 1,200 rupees ($8 to $16) apiece — and sell them to patients at even higher prices — are both wrong.

In a nation riddled with inequalities and swelling with 75 million newly impoverished after last year’s coronavirus lockdown, putting a price on any part of limited vaccine sup-plies could lead to unjust, lop-sided distribution. Free, univer-sal access, with New Delhi negotiating prices with at least four or five suppliers globally, could prepare India better for a third Covid-19 resurgence. Until herd immunity is achieved, pri-vate hospitals must continue acting as agents of the state, and impose only a limited markup on the stock they’re given free from the national pool.

It was a mistake to restrict the drive to just two Made-in-India vaccines: Covishield, the AstraZeneca shot manufac-tured by the Pune-based Serum Institute of India Ltd., and Covaxin, an indigenously devel-

oped shot produced by the Hyderabad-based Bharat Biotech International Ltd. New Delhi managed to negotiate a competitive price of 150 rupees per shot, and then set out to dis-tribute them free of charge — first to healthcare and other frontline workers and then to those older than 60. Only this month, the age restriction was lowered to 45. Covishield has accounted for roughly 90 per cent of the 141 million doses administered so far. Nowhere near enough for a population of almost 1.4 billion.

The second wave has exposed the inadequacy of the tightfisted approach. A severe oxygen shortage is causing the healthcare sys-tem to collapse, forc-ing authorities to change tack: State governments and pri-vate hospitals can directly order up to 50 per cent of Serum and Bharat’s supplies to inoculate the younger population, while New Delhi will buy the other half to complete free vaccination of those above 45. Serum has announced a price of 400 rupees for states, and 600 rupees for private hospitals. Bharat’s rates are 600 and 1,200 rupees, respectively.

Maharashtra, the state most severely affected by the second wave, might join a growing number that have announced free vaccination for all adults, according to media reports. Suppose that all states — even the most resource-strapped ones — somehow find the mon-

ey. The supply of vaccines is constrained. For a given 1 mil-lion doses, who will decide the allocation among states, and between those governments and a private hospital? When the antiviral remdesivir is sell-ing on the black market at a 300 per cent premium, risk of prof-iteering is very real.

The only correct consumer price is zero. After last year’s national lockdown, the urban poor are once again facing the brunt of lost livelihoods from

localised curfews and all-pervasive fear. The world’s biggest democracy can’t shut anyone out of the market for vaccines. That may well hap-pen if a state’s pur-chase order goes unfilled — even as doses are available at private hospitals at a price the poor can’t afford.

Maybe the supply crunch will ease. Russia’s Sputnik V, initially imported and then made local-

ly, should be available by the end of next month. Other homemade options might take longer. Hyderabad-based Biological E Ltd., which is con-ducting clinical trials in India for an antigen developed by Texas Children’s Hospital Center for Vaccine Development, has won US funding to ramp up production capacity to 1 billion doses in India by the end of this year. States can also import shots in use globally at prices preset by their manufacturers. But given the worldwide supply con-straints, it’s safe to assume that

Serum’s hold isn’t going to reduce meaningfully soon. Introducing the logic of free markets into a situation that’s anything but makes no sense.

Without getting into a fruit-less debate over what is a rea-sonable profit margin to spur production, three things should be clear. One, it’s the Indian gov-ernment, with its 350 billion rupee vaccination budget, that should be inoculating everyone. Free of charge.

Two, while states don’t have any bargaining power against vaccine producers, New Delhi has plenty of carrots and sticks at its disposal. Bharat Biotech’s product has resulted from pub-licly funded research; it was authorised for emergency use even without Phase 3 clinical trial data. The government, albeit belatedly, is giving both Serum and Bharat financial assistance to ramp up produc-tion. Serum has also been sub-jected to export restrictions to help tide over a domestic short-age. Had the Modi administra-tion put in large, confirmed orders with Serum — as well as with Pfizer, Moderna, and later, Johnson & Johnson — it could have held the blended price close to the originally negotiated 150 rupees apiece. Or at least closer than it would be now.

Finally, cutting corners on a subsidy that will cost less than 0.4 per cent of gross domestic product could lead to output (and tax losses) many times higher. Daily fatalities are near-ing 3,000 — and that’s a gross underestimate. After the cur-rent spike has peaked, people will still need to be inoculated at a rapid pace to flatten the curve and avert a third buildup. And that’s when the folly of charging $8 or $16 for a life-sav-ing vaccine, in a country where the working class was struggling to buy 7-cent cookies even before the pandemic, may become clear.

BLOOMBERG

India’s new vaccine strategy is bad economics

MUMBAI | WEDNESDAY, 28 APRIL 2021 TAKE TWO 7 . <

Creating the capacity to scrap vehicles in the volumes required to make a significant dent in vehicular pollution will be a tough ask

Cutting corners on a subsidy that will cost less than 0.4 per cent of gross domestic product could lead to output (and tax losses) many times higher

In a country like India, where inflation is a curse word, currency in circulation has to be curtailed to control inflation

DECODED

Scrap book Rules for fitness tests and scrapping centres: October 1, 2021

Scrapping of government and PSU vehicles above 15 years of age: April 1, 2022

Mandatory fitness testing for heavy commercial vehicles: April 1, 2023

Mandatory fitness testing (phased manner for other categories): June 1, 2024

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