Japan Pelagic Longline Fisheries
issues. This approach is believed to provide the most efficient and ultimately most effective outcome given that bycatch varies according to operational factors which are only thoroughly understood by fishermen themselves. In this regard, Japan encourages full utilization of shark resources, but based on currently available shark CPUE trends, does not actively advocate shark bycatch reduction to fishermen.
Therefore, due to finning regulations and other factors, Japanese enyo vessels do offload shark carcasses for sale in some or all of these areas during their frequent port calls.4 The degree to which enforcement of finning regulations motivates shark meat landing is unknown, but respondents suggested the level of enforcement in South Africa is high, and that landing records are checked in Las Palmas.
Given the dearth of catch, effort or utilization regulations applicable to Japanese longline fleets, and the absence of any data on compliance, the economic, social and ecological effects of the various prohibitions on, and policies against, shark finning cannot be rigorously evaluated here. However, some relevant, though anecdotal, information from the interview program is presented in the following sections.
While shark meat is only beginning to be landed, shark fins have always been utilized at a high rate. Previous information suggested that crew composition and compensation policies (McCoy and Ishihara 1999) can have a strong influence on the number of sharks finned. The interviewed enyo representatives stated that their crew was mainly composed of non-Japanese, mostly Indonesians or sometimes Vietnamese. One respondent agreed that several years ago special bonuses were offered to non-Japanese crew to encourage finning. However, he stated that recently the contracts for Japanese and non-Japanese crew have been standardized. Two other respondents mentioned that profits from finning are split in shares of 50:50 or 33:66 between the company and the crew.
A5.5. Shark Handling and Disposition Practices by Fleet Shark handling and final disposition varies with targeting strategy of the vessel, and may also change with season, number of days at sea, recent catch history, and other factors. The following discussion is organized by fleet (enyo, kinkai and engan) but there is some overlap in shark handling and disposition strategies between fleets, as well as important differences within fleets.
There were two types of shark handling practices described in the enyo interviews: •
A5.5.1. Enyo fleet handling and disposition The interviewed enyo fishermen and fishery organization representatives (n=5) explained that in previous decades all shark species, other than shortfin mako sharks, were finned and the carcasses were discarded. Because of the value of their meat shortfin mako carcasses were always retained whole and transported back to Japan. According to the respondents, the other species’ carcasses were not retained because there were no markets for shark meat other than Kesennuma (Japan) and these vessels did not operate out of Kesennuma.
•
In recent years, though, markets for shark meat from all species have developed in some areas. Interview participants listed these areas as including Cape Town (South Africa), Callao (Peru), Las Palmas (Spain), Balboa (Panama), Cartagena (Venezuela) and Port Louis (Mauritius). It was explained that markets do not exist in most other areas, either because of the absence of infrastructure necessary to store shark carcasses in frozen form (-30oC), or a lack of a local or export market for shark meat. Even where markets do exist, the current price for shark meat is low: large sharks (≥10kg) sell for ≈ 60 cents per kg and small sharks sell for 20 cents per kg. It was stated that these markets existed prior to the implementation of shark finning policies, but it is clear that these low prices are insufficient to motivate retention of the whole shark carcass by tuna fleets, and one source admitted that finning will occur unless otherwise prohibited by law.
In one case, all hooked sharks are brought on board, the wire leader is wrapped around the shark to pin it, and the vertebrae is cut. If the shark is particularly active, a steel rod is used to destroy the spinal nerves. The fins are always cut and if there is a nearby market for shark meat, the carcass will be headed, gutted and retained. Other respondents indicated that large sharks (fins of 20-25 cm or longer at the longest edge, or larger than ≈20-30 kg) are stunned with a mallet, if necessary, then the vertebrae is cut and the fins are cut. If there is a nearby market for shark meat the carcass is headed and gutted and any live embryos released; if there is no market the carcass will be discarded. Smaller sharks have the hook pulled out by force and are discarded overboard. Whether these sharks survive depends on where they were hooked and how much damage is done by pulling out the hook, i.e. they are not finned. These fishermen’s perspective was that it was better not to catch sharks and they were pleased if the set contained no sharks.
Interview participants stated that even if the rest of the catch is sold in foreign ports, most fins are retained onboard until the return to Japan, but a small percentage of fins may be transshipped at sea or sold in foreign ports.5 Respondents stated that shark fins will command a higher price if they are dried, therefore prior to finning regulations 95% of vessels would dry fins on deck in a windy, though not necessarily sunny, area. However, in recent years a greater proportion of fins are being frozen to avoid the conspicuous presence of shark fins on deck, which is believed to lead to increased at-sea inspections (particularly in South African waters).
4
In fact, in the three largest foreign landing ports used by the enyo fleet (Callao, Las Palmas and Cape Town), the industry (Japan Tuna) provides support in selling shark meat. The meat is reportedly destined for European markets in Italy and Spain.
5
There is no formal support by the Japanese tuna industry for the selling of shark fins in foreign ports as this business is reported to be tightly controlled by local syndicates.
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