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SBI declares board meeting date to announce Q4 results 2025, may consider dividend. Details here

SBI declares board meeting date to announce Q4 results 2025, may consider dividend. Details here

Mint24-04-2025

India's biggest lender, the State Bank of India, has announced the board meeting date to declare financial results for the quarter and year ended on March 31, 2025.
'In compliance with Regulation 29 (1) (a), Regulation 50 (1) and other applicable provisions of the SEBI (LODR) Regulations, 2015, we advise that a meeting of the Central Board of the Bank will be held on Saturday, 3rd May 2025 at Mumbai, inter-alia, to consider the financial results of the Bank for the quarter and year ended 31.03.2025,' SBI said in an exchange filing on Thursday, April 24, 2025.
The bank may also consider the declaration of dividend, if any, for the financial year ended March 31, 2025. 'The Central Board of the Bank may also consider declaration of dividend, if any, for the FY 2024-25,' SBI informed.
State Bank of India (SBI) is estimated to report a 10% year-on-year decrease in net profit for Q4FY25. Net interest income is expected to rise 2.6% year-on-year. Meanwhile, margins may contract marginally sequentially. Advances and deposit growth are expected to remain ahead of industry trends, as Mint reported on April 15, 2025. Credit costs may normalise, with a little improvement in asset quality.
SBI's board meeting announcement for the declaration of financial results comes after major banks such as HDFC Bank, Yes Bank , ICICI Bank have announced their earnings.
HDFC Bank announced its January-March quarter results for Q4FY25 on Saturday, April 19, posting a rise of 6.7 per cent in standalone net profit at ₹ 17,616 crore from ₹ 16,521.9 crore in the corresponding period last year. NII rose 10.3 per cent to ₹ 32,066 crore in Q4FY25 compared to ₹ 29.076.8 crore in the year-ago period.
Yes Bank Limited recorded a 63 per cent jump in the net profits to ₹ 738 crore for Q4FY25, compared to ₹ 452 crore in the same period a year ago. NII rose 5.7 per cent to ₹ 2,276 crore in Q4FY25, from ₹ 2,153 crore in the same period a year ago.
ICICI Bank recorded an 18 per cent rise in net profits to ₹ 12,629.58 crore in Q4FY25, compared to ₹ 10,707,53 crore in the same quarter of the previous year. NII rose 11.8 per cent to ₹ 42,430.80 crore, compared to ₹ 37,948.36 crore in the same period of the previous fiscal year.

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From 1921 onward, Maharaja Pratap Singh, Prime Minister Jawaharlal Nehru, his successors HD Deve Gowda, Inder Kumar Gujral, Atal Bihari Vajpayee, and Manmohan Singh all contributed to the transformation of the geographic relationship Kashmir has with the rest of India—culminating in the triumph that Prime Minister Narendra Modi has now presided over. Also read: Not a seat left vacant as J&K's all-new Vande Bharat makes first journey from Katra to Srinagar A turn to roads For most of the nineteenth century, the fastest way from Srinagar to Delhi was a rutted cart road over the Banihal Pass. 'This route is reserved by HH Maharaja of Jammu and Kashmir, and no visitor can travel this way without his express permission,' sourly recorded Pratap Singh's advisor, Major-General Roul, the Marquis of Bourbel. 'When the letter is given, the traveller should arrange for the through transport of his camp and baggage from Jammu to Islamabad [Anantnag] otherwise much trouble and difficulty may be felt, the local coolies frequently putting down their loads on the roadside and running away.' This ought to have been no surprise, of course: The labourers were slaves, forced to labour for the crown for parts of the year. A number of ambitious railway projects were brought to the table in the late nineteenth century, but without success. SR Scott Stratten & Co. proposed, in 1898, to conduct surveys and execute the project. Engineer DA Adams proposed electric engines, but it was thought infeasible because of the elevations he proposed to traverse. In 1902, WJ Weightman suggested building a railway line along the Jhelum River. The First World War, though, put an end to these explorations. For the most part, passengers and goods from the Kashmir Valley used the metalled and well-bridged road running through Pattan and Baramulla and through Kohala to the town of Jhelum in northern Punjab. The route was designed and delivered by Charles Spedding and his company Spedding & Co., who also built a road through the mountains linking Srinagar to the monarchy's furthest outpost in Gilgit. The Baramulla-Jhelum road, American explorer Ellsworth Huntington reported in 1906, was the only one capable of bearing wheeled traffic. 'The roads are terrible,' Huntington complained, 'and as outside traffic is largely shut out by the mountains, beasts of burden are rare, wheeled vehicles are practically confined to the single new thoroughfare down the Jhelum, and traffic is carried on in boats, the loads being usually carried for short distances on men's backs.' Why was this so? Through earlier centuries, historian Parvez Ahmad writes, Kashmir's trade relations focussed on markets in Central Asia, such as Samarkand, Kashgar, Bukhara, Khurasan and Yarkand. The Mughal invasion of 1586 led to the formation of linkages between Kashmiri traders and markets in the plains of Punjab and beyond. The brief period of Afghan rule, from 1753 to 1819, saw this trade collapse. However, the rise of the Dogra monarchy in 1819 led to further evolution in trade with the plains. Led by the Kashmiri Pandit Laxman Joo Tickoo, the first qualified engineer in the state, the Maharaja also decided to develop the Banihal Cart Road as a commercial axis. The project included a tunnel at Banihal, which reduced some of the road's worst vulnerabilities to weather and made it possible for trucks to cross the pass into Jammu and on to Pathankot. 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Kashmir had to be related to India with iron and concrete, not soldiers and bullets. Also read: India needs to focus on winning in Kashmir, not fighting Pakistan The final push The idea of a railroad, though, never quite went away. In this, there was remarkable strategic coherence that cut across successive governments. Prime Minister Deve Gowda laid a foundation stone for the railway line in 1996, at a time when it seemed impossible to assemble workers and protect them from assault. A year later, Prime Minister IK Gujral laid another foundation stone. In 2002, the project was declared one of national importance, freeing it from the limitations of the railway's budget. The big impacts of the railway line, when it is fully functional, will be visible in cities across India: Fruit will be transported far more cheaply and efficiently, the movement of ghee and spices like saffron will be better organised, and new Kashmiri products like high-end cheese will find markets. Less noticed, the compression of space will bring about profound cultural changes. The new train will enable easy day trips between Kashmir and Jammu, two cities divided not only by religion, ethnicity, and culture but also by the bitter history of Partition and the Pir Panjal Mountain range. The impact of this cultural change ought not to be underestimated—because we know that's just what happened earlier. Travelling on the new highway their father had built, Laxman Joo Tickoo's sons went to Mumbai to learn engineering. They discovered new ideas instead. Lambodar Nath Tickoo, the eldest son, decided to become a tailor and set up a high-end bespoke business in Srinagar. Local Pandit conservatives derided the young rebel for engaging in work below his caste status—but the profits from Navyug Tailors soon silenced the critics. Kashmir's railway story reveals essential aspects of what India has achieved in the state, which often receives insufficient attention. Instead of developing its rail network, Pakistan currently lacks a single electrified line, which reduces the efficiency of its system. Large numbers of railway stations in the country's North-West have simply been abandoned. Islamabad also failed to push through a railway line to Kandahar and the north, which would have enabled it to dominate trade in parts of Central Asia. The war India really needs to win is to make Kashmir's people secure, prosperous partners in the project of India. To this end, each journey on the new train will bring us just a little closer. Praveen Swami is contributing editor at ThePrint. His X handle is @praveenswami. Views are personal. (Edited by Theres Sudeep)

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