Triveni Engineering & Industries Limited (NSE:TRIVENI) is reducing its dividend from last year's comparable payment to 1.25 on the 13th of October. This payment takes the dividend yield to 0.6%, which only provides a modest boost to overall returns.

View our latest analysis for Triveni Engineering & Industries

Even a low dividend yield can be attractive if it is sustained for years on end. Triveni Engineering & Industries is quite easily earning enough to cover the dividend, however it is being let down by weak cash flows. We think that cash flows should take priority over earnings, so this is definitely a worry for the dividend going forward.

Over the next year, EPS is forecast to expand by 79.8%. If the dividend continues on this path, the payout ratio could be 25% by next year, which we think can be pretty sustainable going forward.

It's comforting to see that Triveni Engineering & Industries has been paying a dividend for a number of years now, however it has been cut at least once in that time. If the company cuts once, it definitely isn't argument against the possibility of it cutting in the future. Since 2017, the dividend has gone from 0.25 total annually to 2.50. This means that it has been growing its distributions at 39% per annum over that time. Dividends have grown rapidly over this time, but with cuts in the past we are not certain that this stock will be a reliable source of income in the future.

With a relatively unstable dividend, it's even more important to evaluate if earnings per share is growing, which could point to a growing dividend in the future. Triveni Engineering & Industries has impressed us by growing EPS at 17% per year over the past five years. Growth in EPS bodes well for the dividend, as does the low payout ratio that the company is currently reporting.

Overall, the dividend looks like it may have been a bit high, which explains why it has now been cut. With cash flows lacking, it is difficult to see how the company can sustain a dividend payment. Overall, we don't think this company has the makings of a good income stock.

Investors generally tend to favour companies with a consistent, stable dividend policy as opposed to those operating an irregular one. However, there are other things to consider for investors when analysing stock performance. Case in point: We've spotted 3 warning signs for Triveni Engineering & Industries (of which 1 is potentially serious!) you should know about. If you are a dividend investor, you might also want to look at our curated list of high yield dividend stocks.

Find out whether Triveni Engineering & Industries is potentially over or undervalued by checking out our comprehensive analysis, which includes fair value estimates, risks and warnings, dividends, insider transactions and financial health.

Have feedback on this article? Concerned about the content? Get in touch with us directly. Alternatively, email editorial-team (at) simplywallst.com.

This article by Simply Wall St is general in nature. We provide commentary based on historical data and analyst forecasts only using an unbiased methodology and our articles are not intended to be financial advice. It does not constitute a recommendation to buy or sell any stock, and does not take account of your objectives, or your financial situation. We aim to bring you long-term focused analysis driven by fundamental data. Note that our analysis may not factor in the latest price-sensitive company announcements or qualitative material. Simply Wall St has no position in any stocks mentioned.

Find out whether Triveni Engineering & Industries is potentially over or undervalued by checking out our comprehensive analysis, which includes fair value estimates, risks and warnings, dividends, insider transactions and financial health.

Have feedback on this article? Concerned about the content? Get in touch with us directly. Alternatively, email editorial-team@simplywallst.com

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Triveni Engineering & Industries (NSE:TRIVENI) Will Pay A Smaller Dividend Than Last Year - Simply Wall St

Thems the breaks Taken at East Scenic, Wash., while waiting our turn on the Cascade Tunnel. F45 No. 6642 East on the morning of January 1980. This is the same spot in the story that we pulled up to for our dog catch crew to board. Believe it or not, we only had a 3 hour and 5 minute delay. Michael Sawyer

Late afternoon on Jan. 30, 2007, my conductor and I were called for the SSEALPC a stack train from Seattle to Logistics Park, Elwood, Ill., a suburb of Chicago. Our train that day was FURX No. 8117 as the lead unit of six, trailing us were 63 loads, zero empties, 5,924 tons and 5,729 feet. These trains were notorious for less than perfectly maintained power and one of the heavier trains without helpers or distributive power to travel east over Stevens Pass the BNSF Scenic Subdivision of the Northwest Division.

We started our trip by going on duty at Balmer Yard (ex-Great Northern) north of downtown Seattle and took a crew van to Stacy Street Yard (ex-Northern Pacific) just barely south of downtown. After I inspected the power, we backed onto the train. When the carman completed the air test, we doubled over and made our final brake pipe test. Stacy Street was by this time a stubbed yard, meaning everything departed south. However, there was a wye at Spokane Street, a half mile south from Stacy Street, we would take for our destination of Wenatchee and a crew change. We took the wye to head east. Just as we reached the main line, we got what I called a WOW this is where the power suddenly surges ahead due to a runout. It is not a comfortable feeling. We exchanged looks, I just shrugged, I had no clue what it was.

The trip was going nicely just rolling along then at Gold Bar we got another WOW. Again, we exchanged looks. I just silently shrugged as I still had no clue of the reason, though I was more concerned this time the first was at 10 mph, this second at 50 mph. Gold Bar is the start of the climb over the Cascades Mountains.

At Skykomish, we stopped to pick up my road foreman of engines. After our guest was on board and we reached the east end of Skykomish, we started up the 2.2% grade to Scenic and the Cascade Tunnels west end. There was fresh snow as we traveled up the hill.

Just after I took the clear (green) signal at West Scenic we got the final WOW with a POP as the train went into emergency braking.

My conductor started back to walk the train and find the problem, it didnt take long. We had broken in two just behind the power. At this point the road foreman got up, telling me to stay up front while he went in the back to help.

I was sitting there by myself stewing about what I had done wrong. At the time, a few engineers (including me) were using PalmPilots to help calculate the math on tonnage and horsepower versus grade. Another engineer had written the code, it was a great program. While my conductor was busy tying the train down about 20 minutes later I realized I had not heard from the road foreman. I stopped feeling sorry for myself and started to grow concerned about the road foreman. I walked back through the power and, leaning over the platform railing, asked him if he needed help. Oh yes, he said, I could use some help. Im trying to get this knuckle in, and it wont lock up.

The road foreman was using one hand to work the knuckle into place while holding up his pants with the other hand. His belt was holding up the cut lever. I offered to give him a break no pun intended while I tried. After few rounds of my own, I noticed the broken knuckle was a grade E, not a grade F like it should have been. Grade F couplers are stronger and better versions of Grade E. They are made so the parts are not interchangeable.

The broken knuckle was an E, according to the road foreman, which should have never happened. Someone somewhere got the wrong knuckle to lock up and it had failed. We had a little chat about it after we got the train back together and pulled up to the east end of Scenic to meet the dog catch crew.

My best guess was that with the wrong grade of knuckle on the last unit it was too much for a knuckle that already had a 50% break as a knuckle suffers from fatigue over time, a small fracture can start. This fracture will start to rust. In this case, the knuckle was 50% rusted, meaning it was failing before I got it. This would explain why I was getting WOWS and, of course, due to the law of railroading, it waited until the most inconvenient place to give up. I never heard anything more about it. I did fill out the proper paperwork. I didnt even have to mail it, I just handed it over to my road foreman, who had witnessed it all.

Like this column? Read the authors recent, An engineers life: What the heck are railroad fusees for?

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An engineer's life: Them's the breaks - Trains - TRAINS Magazine

KATHMANDU Nepals leading civil engineering and forestry institutions are collaborating to bridge the divide between the two disciplines in an effort to mitigate the impact of roads, railways and other infrastructure on forests and natural resources.

Educators from Tribhuvan Universitys Institute of Engineering (IoE) and Institute of Forestry (IoF) are for the first time developing a joint curriculum on linear infrastructure for undergraduate civil engineering students and postgraduate forestry students.

Previously, our graduates focused solely on core engineering skills, Sushil Bahadur Bajracharya, a professor at the IoE, told Mongabay. The new course will enable them to add the new perspective of biodiversity conservation to their work.

Following the end of Nepals decade-long Maoist insurgency in 2006 and the introduction of a new constitution in 2015, theres been a surge in infrastructure development throughout the country. These range from roads and irrigation canals, to railways, cable cars and power lines. While proponents of these projects hail them as markers of progress, observers say they also threaten Nepals forests, which cover nearly 45% of the country. The building spree has increased the likelihood of infrastructure projects impacting these areas, which are critical habitats for such iconic animals such as Bengal tigers (Panthera tigris) and greater one-horned rhinos (Rhinoceros unicornis). Recent changes to conservation laws introduced by the government go even further by opening up protected areas to infrastructure such as power lines and cable cars.

Officials at the Ministry of Forest and Environment, primarily staffed by IoF graduates, often clash ideologically with their counterparts from the Ministry of Physical Infrastructure and Transport, dominated by IoE graduates. Engineers prioritize efficiency and safety, while foresters hesitate to issue permits for infrastructure through sensitive areas. This tension has led to back-and-forth accusations: foresters label their infrastructure counterparts as anti-nature, while engineers hit back with claims of anti-development.

Regardless of the labels, research indicates that linear infrastructure can directly harm wildlife through road kills, drowning and electrocution, and indirectly by fragmenting species populations. Animals like red pandas (Ailurus fulgens), which need large home ranges, suffer as a result of their habitats being carved up. Although completely avoiding these impacts is impossible, mitigation measures can minimize them but this calls for interdisciplinary communication, researchers say.

Theres currently a communication gap between the two fields of study, said Shant Raj Jnawali, senior adviser for biodiversity conservation at WWF Nepal. This issue needs addressing at the grassroots level, where engineers and foresters learn their basics, he said.

High-level officials from both sectors have started dialogues after years of deliberation, leading to the introduction of guidelines for wildlife-friendly infrastructure in Nepal. These guidelines establish minimum requirements for safe wildlife passage during infrastructure development and operation, including the building of over- and underpasses to help animals avoid vehicle traffic and power lines. However, opportunities for such dialogues at the student level have long been lacking.

At this grassroots, implementation of safeguard measures falls on the shoulders of civil engineers, mostly fresh graduates, leading construction efforts in Nepal. If we want impactful changes, we must start with civil engineers, Bajracharya said. Of the 40,000 or so registered engineers in Nepal, most are civil engineers, highlighting the need for this initiative.

The IoF already incorporates infrastructure development and safeguard courses at the undergraduate level, according to Sony Baral, assistant dean at the IoF. We needed specialization courses at the masters level, she added.

Supported by the WWF project Asias Linear Infrastructure safeGuarding Nature, or ALIGN, educators and researchers from both institutions have engaged in dialogues, workshops and consultations to draft curricula addressing linear infrastructure safeguards. They developed courses titled Natural Resources Safeguard in Infrastructure for both engineering and forestry students. The courses, which involve both theory and practice, are to be rolled out in the coming semesters.

This initiative demonstrates that development and conservation can coexist in Nepal, where they are often seen as opposites, Bajracharya said.

In Nepal, most large-scale infrastructure projects, such as expansion of major highways and power lines, receive funding from two multilateral agencies: the Asian Development Bank and the World Bank.

These donors are already integrating safeguards into projects, said Sandesh Hamal, chief of party at ALIGN, which is funded by USAID and operates in India, Nepal and Mongolia. Cross-disciplinary studies will create more opportunities for collaboration between employers and graduates.

However, the full impact on how infrastructure projects are rolled out remains uncertain, as students have yet to take up the new courses. Thakur P. Sharma, president of the Society of Consulting Architectural & Engineering Firms, said both institutions should monitor their students progress. They should periodically review and adjust the courses to meet the evolving market demands, he said.

Banner image: Greater one-horned rhinos in Chitwan, Nepal. Image by Aditya Pal via Wikimedia Commons (CC BY-SA 4.0).

Abhaya Raj Joshi is a staff writer for Nepal at Mongabay. Find him on @arj272.

Nepal govt bypasses parliament to allow commercial projects in protected areas

Asia, Nepal, South Asia

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Nepal's top engineering, forestry colleges to align on development and conservation - Mongabay.com

Posted on: June 6, 2024; Updated on: June 6, 2024 By Gregory Hardy, ghardy@sc.edu

The University of South Carolina College of Engineering and Computing has a new name that reflects the vision and generosity of generations of the Molinaroli family.

The official name, the University of South Carolina Molinaroli College of Engineering and Computing, was announced on Thursday (June 6) during a signage unveiling ceremony at the colleges Swearingen Engineering Center on Main Street.

The Molinaroli family boasts strong ties to South Carolina and a deep commitment to the future of the university and the Palmetto State. Seven family members have graduated from USC since the 1930s and another will begin this fall. Their engineering impact spans from the Charleston Navy Yard to the South Carolina Department of Transportation and Johnson Controls.

The $30 million investment initiated by 1983 alumnus Alex Molinaroli and his wife, Kristin Ihle Molinaroli, will be used to establish the college as a leading educational and research institution throughout the Mid-Atlantic and Southeast and a driving force behind South Carolinas economic growth.

Among those expressing gratitude Thursday was USC President Michael Amiridis, who served as the dean of the College of Engineering and Computing from 2006 to 2009.

With this extraordinary gift from Alex and Kristin Molinaroli, we are embarking on a new era for the College of Engineering and Computing, Amiridis said. Their generous commitment will empower the college to enhance its academic stature and explore its fullest potential for exceptional education, research, workforce development and economic impact in South Carolina and beyond.

This marks the universitys fourth academic unit to be named for a donor. The Darla Moore School of Business was named for financial investor and alumna Darla Moore in 1998, and the Arnold School of Public Health was named in 2000 for business leader Norman J. Arnold. Most recently, the Joseph F. Rice School of Law was named in November 2023 for plaintiffs trial lawyer and alumnus Joe Rice.

"A degree from the University of South Carolina can change your life and be an enabler to provide generational change for your family," says Alex Molinaroli. "The University of South Carolina always was and still is a family affair. It is a privilege for my familys name to be associated with the College of Engineering and Computing as it becomes an incubator and foundation developer for the students who will be the next Fortune 100 CEOs and successful entrepreneurs."

The former CEO of Johnson Controls, Alex Molinaroli has been a strong advocate of his alma mater for many years. He has played a pivotal role, offering valuable insights and guidance to college leadership. His previous contributions helped spur innovation and provide opportunities for student advancement.

"The University of South Carolina always was and still is a family affair. It is a privilege for my familys name to be associated with the College of Engineering and Computing as it becomes an incubator and foundation developer for the students who will be the next Fortune 100 CEOs and successful entrepreneurs."

The current gift will support the creation of new, high-demand programs; student and faculty recruitment; facility and equipment enhancements; and research start-ups.

The generous gift honors multiple generations of the Molinaroli family, including Alexs father, Adrian (51), and uncle, Remo (34), who were both first-generation engineering students at USC; his aunt, Elenora (33); his brother, Raymond (91), who is a Lowcountry civil engineer; and two cousins, Charles (65) and Marion (69).

We are grateful for the Molinarolis extraordinary generosity and shared vision for our colleges role in shaping a better future for our state, region and nation, says Hossein Haj-Hariri, dean of the College of Engineering and Computing. Their gift will enable us to enhance our educational, research and partnership efforts to transform our state.

Founded in 1909, the Molinaroli College of Engineering and Computing offers high-quality education through 40 degree programs, including the states only aerospace, biomedical and graduate nuclear engineering programs, as well as numerous computing and AI options.

Nearly 70 percent of students are South Carolinians, and a significant majority of alumni choose to apply their skills within our state's borders.

The colleges thriving academic and research excellence continue to drive economic growth and spur social mobility in the Palmetto State. Leading in energy systems, advanced manufacturing and intelligent infrastructure research, the college will set a university record in fiscal year 2024, receiving over $70 million in sponsored awards.

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Introducing USC's Molinaroli College of Engineering and Computing - University of South Carolina

Researchers have optimized a new method for extracting lithium from widespread sources such as seawater, groundwater, and flowback water (a byproduct of fracking and offshore drilling).

Developed by researchers at the University of Chicago Pritzker School of Molecular Engineering (PME), the method shows how certain particles of iron phosphate can most efficiently pull lithium out of dilute liquids.

The new method is expected to hasten an era of faster, greener lithium extraction.

Our method allows the efficient extraction of the mineral from very dilute liquids, which can greatly broaden the potential sources of lithium, said Chong Liu, Neubauer Family Assistant Professor of Molecular Engineering.

Right now there is a gap between the demand for lithium and the production. Our method allows the efficient extraction of the mineral from very dilute liquids, which can greatly broaden the potential sources of lithium.

The method isolates lithium based on its electrochemical properties, using crystal lattices of olivine iron phosphate.

Because of its size, charge and reactivity, lithium is drawn into the spaces in the olivine iron phosphate columns like water being soaked into the holes in a sponge. But, if the column is designed perfectly, sodium ions, also present in briny liquids, are left out or enter the iron phosphate at a much lower level, according to the study.

Researchers tested how variation in olivine iron phosphate particles impacted their ability to selectively isolate lithium over sodium.

When you produce iron phosphate, you can get particles that are drastically different sizes and shapes, said PhD student and first author Gangbin Yan.

In order to figure out the best synthesis method, we need to know which of those particles are most efficient at selecting lithium over sodium.

The study details how researchers synthesized olivine iron phosphate particles using diverse methods, resulting in particle sizes ranging from 20 to 6,000 nanometers. These particles were then grouped by size and used to construct electrodes for extracting lithium from a weak solution, as reported by Phys.org.

Researchers observed that overly large or small iron phosphate particles tended to allow more sodium into their structures, leading to less pure lithium extractions.

It turned out that there was this sweet spot in the middle where both the kinetics and the thermodynamics favor lithium over sodium, said Liu.

We have to keep this desired particle size in mind as we pick synthesis methods to scale up But if we can do this, we think we can develop a method that reduces the environmental impact of lithium production and secures the lithium supply in this country.

Amid a rising demand for electric vehicles, the demand for lithium the mineral required for lithium-ion batteries has also soared. However, current methods of extracting lithium from rock ores or brines are slow and come with high energy demands and environmental costs. In contrast, the new method is environment-friendly and faster than other current methods.

The study was published in the journal Nature on June 7.

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Prabhat Ranjan Mishra Prabhat, an alumnus of the Indian Institute of Mass Communication, is a tech and defense journalist. While he enjoys writing on modern weapons and emerging tech, he has also reported on global politics and business. He has been previously associated with well-known media houses, including the International Business Times (Singapore Edition) and ANI.

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New method extracts lithium from seawater, to boost battery production - Interesting Engineering