This document, which serves as a crucial certificate validating a ship recycling yard’s compliance with the international HKC framework, is essential for global shipowners—especially tier-1 operators from Europe, Japan, and South Korea—to confidently send their end-of-life vessels for dismantling. The absence of DASR certification in Alang has started to create serious consequences at the international ship recycling market level, driving shipowners to opt for yards in Bangladesh, where DASRs are being issued promptly with active government facilitation.
The HKC was originally adopted in 2009 under the International Maritime Organization (IMO) framework to ensure environmentally sound and safe ship recycling practices. India, recognizing its importance, took significant steps over the past decade to bring Alang up to international standards.
In fact, Alang was among the first ship recycling clusters globally to align its infrastructure, processes, and environmental systems with HKC requirements, beginning the process as early as 2012. The first HKC-compliant certification was awarded to a yard in Alang in September 2015, marking a milestone for India’s green recycling ambitions.
The Government of India formally notified the Hong Kong Convention on 16 December 2019, followed by the enactment of the Recycling of Ships Act, 2021, laying the legal foundation for HKC-aligned ship recycling within the country. When the IMO announced in 2024 that the Convention would come into full international force from 25 June 2025, India was expected to take the lead — with Alang positioned as the global model for sustainable ship recycling.
However, despite this groundwork, the failure to issue DASR certificates has created an unexpected bottleneck.
“Even after five months of the HKC’s implementation in Alang, neither the Central Government, nor the State Government, nor the Directorate General of Shipping has started granting DASR certificates to the recyclers,” said a leading Alang ship recycler on condition of anonymity. “Because of this, reputed first-tier shipowners are reluctant to send their vessels here. They prefer Bangladesh instead.”
Ironically, while India’s Alang ship recyclers have been waiting for the formal DASR authorization, Bangladesh has swiftly moved ahead.
The first HKC-compliant yard in Bangladesh was certified as early as 2019-2020, though the country’s downstream waste management infrastructure remains underdeveloped compared to Alang. Yet, what Bangladesh lacks in infrastructure, it compensates for with strong policy-level support and faster certification processes.
Despite not having fully developed facilities for waste treatment, gas-freeing, and hazardous material handling, the Bangladesh government is actively issuing DASRs to its recyclers. This proactive stance has helped Bangladesh attract a steady stream of ships—including those from top-tier owners who previously preferred Alang for its world-class facilities.
European shipowners, according to industry sources, have raised a significant concern:
“If India’s Alang offers superior HKC-compliant infrastructure and has led the world in green recycling, why is the government not issuing DASRs while Bangladesh, with fewer facilities, can provide them promptly?”
The result is a loss of confidence among global shipping companies and a diversion of business toward Bangladesh’s Chattogram yards.
Industry experts estimate that dozens of ships that would normally be destined for Alang are now being beached in Bangladesh due to this administrative lag.
Officials at the Gujarat Maritime Board (GMB)—the state agency responsible for regulating ship recycling operations at Alang—have acknowledged the issue but emphasized that formalities are being addressed.
“Not a single yard at Alang Ship Recycling Yard has been given DASR yet,” confirmed Rahul Mishra, Port Officer, Alang, Gujarat Maritime Board.
“Currently, the prescribed government process for the same is underway from the head office of GMB, which is expected to be completed soon.”
The statement provides a ray of hope, but the ongoing delay continues to frustrate recyclers who have invested heavily in modernizing their yards to meet HKC standards.
The Document of Authorization for Ship Recycling (DASR) serves as a government-issued license that verifies whether a ship recycling yard complies with all safety, environmental, and procedural requirements of the HKC framework.
It covers several critical parameters, including:
The size and layout of the recycling plot
Structural capacity for handling ships of various lengths and tonnages
Waste management systems
Worker safety measures and training
Emergency response systems
Decontamination and pollution control systems
Without this certificate, international shipowners cannot legally or ethically send their ships for recycling, as their own sustainability and compliance policies require proof of DASR from the receiving yard.
As one industry insider explained,
“European shipowners are asking — if Alang meets every HKC requirement and has been audited multiple times by international bodies, why has the Indian government not issued the DASR? On the other hand, Bangladesh provides it easily, making it a preferred destination for recycling.”
The DASR process involves multiple agencies and layers of verification. When a ship arrives at Alang, the shipowner must submit documentation to various authorities, including the Gujarat Maritime Board (GMB), Gujarat Pollution Control Board (GPCB), and Customs, through their appointed agents.
Here’s an outline of the process:
Initial Documentation: The shipowner submits all required papers to the competent authorities (GMB, GPCB, Customs).
Anchoring Permission: Once verified, GMB issues anchoring permission for the vessel.
SSP Approval: The competent authority grants the Ship-Specific Plan (SSP) approval.
Ready for Recycling Certificate: The shipowner must then submit this certificate, confirming that the vessel is prepared for safe dismantling.
Joint Inspection: Officials from GMB, Customs, GPCB, DISH, AERB, and the Indian Navy jointly inspect the vessel.
Customs Clearance: The final buyer of the vessel pays the required duties before the Customs Department grants clearance.
Physical Delivery: The ship is physically handed over to the buyer.
Beaching Permission: GMB provides beaching approval.
Gas-Free & Decontamination Certificates: DISH issues a gas-free certificate, and GPCB provides the decontamination clearance.
Cutting Permission: GMB issues final approval for cutting and recycling operations.
Completion Statement: After the dismantling process, a completion report is filed with all competent authorities.
All these stages are encapsulated within the DASR framework.
Any delay in finalizing or approving this process leads to disruption across the entire recycling ecosystem.
India, and particularly Alang, has been recognized globally as a pioneer in green ship recycling. Over the last decade, recyclers here have invested significantly in modern infrastructure, worker safety systems, and environmental safeguards, making Alang the largest and most advanced ship recycling cluster in the world.
However, the bureaucratic delay in issuing DASRs now threatens to undermine this hard-earned global standing.
Analysts warn that the longer this delay continues, the more international confidence in Indian recycling governance will erode. Tier-1 shipowners, who are bound by the EU Ship Recycling Regulation and corporate sustainability commitments, may permanently shift their recycling operations to other countries if India fails to provide the required certifications soon.
This could also impact India’s foreign exchange earnings, as ship recycling contributes significantly through steel recovery, re-rolling industries, and secondary employment generation.
Moreover, Alang’s downstream industries, including re-rolling mills, machinery recyclers, and scrap traders, are already feeling the pressure of reduced vessel arrivals.
Bangladesh’s ability to quickly adapt to the HKC framework, despite its infrastructural gaps, demonstrates a different kind of competitiveness—government agility.
The Bangladeshi government’s decision to grant DASRs proactively ensures that its ship recyclers remain operational and attractive to international shipowners.
“Bangladesh’s approach is business-oriented. They want to keep their recycling yards busy, while we are still struggling with approvals,” said another Alang-based recycler.
Industry analysts suggest that India risks losing its market share in ship recycling to Bangladesh if the issue isn’t resolved soon. Once shipowners establish long-term relationships with Bangladeshi yards, it may be difficult for Alang to reclaim that business, even after DASR issuance begins.
The current situation underscores an urgent need for coordination between the Central Government, DG Shipping, GMB, and GPCB. Without a clear and efficient framework for DASR issuance, India’s compliance-driven recyclers will continue to suffer despite their world-class facilities.
Experts suggest forming a dedicated national HKC implementation task force to expedite the DASR process, ensure alignment with IMO requirements, and reassure global shipowners of India’s commitment to sustainable recycling.
As one senior maritime policy observer summed up:
“Alang led the world in adopting green ship recycling practices. It would be a tragedy if administrative delays now erase that leadership position. The government must act decisively—DASR is not just a certificate; it’s a signal of India’s credibility in the international maritime domain.”
After five months of HKC implementation, the absence of DASR certification at Alang has become more than just a procedural lapse—it’s a critical bottleneck threatening India’s position as a global leader in sustainable ship recycling.
Unless swift action is taken, Bangladesh’s proactive strategy—despite its limited infrastructure—could help it overtake India in attracting international ship recycling business.
For Alang, once the pride of the global green recycling movement, the clock is ticking.
The industry, which has already invested heavily to align with international norms, now waits for the final administrative green light to restore its rightful place at the forefront of global ship recycling.
