Piracy in the context of Madagascar

Capital punishment, also known as the death penalty and formerly called judicial homicide, is the state-sanctioned killing of a person as punishment for actual or supposed misconduct. The sentence ordering that an offender be punished in such a manner is called a death sentence, and the act of carrying out the sentence is an execution. A prisoner who has been sentenced to death and awaits execution is condemned and is commonly referred to as being "on death row". Etymologically, the term capital (lit. 'of the head', derived via the Latin capitalis from caput, "head") refers to execution by beheading, but executions are carried out by many methods.

Crimes that are punishable by death are known as capital crimes, capital offences, or capital felonies, and vary depending on the jurisdiction, but commonly include serious crimes against a person, such as murder, assassination, mass murder, child murder, aggravated rape, terrorism, aircraft hijacking, war crimes, crimes against humanity, and genocide, along with crimes against the state such as attempting to overthrow government, treason, espionage, sedition, and piracy. Also, in some cases, acts of recidivism, aggravated robbery, and kidnapping, in addition to drug trafficking, drug dealing, and drug possession, are capital crimes or enhancements. However, states have also imposed punitive executions, for an expansive range of conduct, for political or religious beliefs and practices, for a status beyond one's control, or without employing any significant due process procedures. Judicial murder is the intentional and premeditated killing of an innocent person by means of capital punishment. For example, the executions following the show trials in the Soviet Union during the Great Purge of 1936–1938 were an instrument of political repression.

A letter of marque and reprisal was a government license in the Age of Sail that authorized a private person, known as a privateer or corsair, to attack and capture vessels of a foreign state at war with the issuer, licensing international military operations against a specified enemy as reprisal for a previous attack or injury. Captured naval prizes were judged before the government's admiralty court for condemnation and transfer of ownership to the privateer.

A common practice among Europeans from the late Middle Ages to the 19th century, cruising for enemy prizes with a letter of marque was considered an honorable calling that combined patriotism and profit. Such legally authorized privateering contrasted with unlicensed captures of random ships, known as piracy, which was universally condemned. In practice, the differences between privateers and pirates were sometimes slight, even merely a matter of interpretation.

A privateer is a private person or vessel which engages in commerce raiding under a commission of war. Since robbery under arms was a common aspect of seaborne trade, until the early 19th century all merchant ships carried arms. A sovereign or delegated authority issued commissions, also referred to as letters of marque, during wartime. The commission empowered the holder to carry on all forms of hostility permissible at sea by the usages of war. This included attacking foreign vessels and taking them as prizes and taking crews prisoner for exchange. Captured ships were subject to condemnation and sale under prize law, with the proceeds divided by percentage between the privateer's sponsors, shipowners, captains and crew. A percentage share usually went to the issuer of the commission (i.e. the sovereign). Most colonial powers, as well as other countries, engaged in privateering.

Privateering allowed sovereigns to augment their naval forces at relatively low cost by mobilizing privately owned armed ships and sailors to supplement state power. For participants, privateering provided the potential for a greater income and profit than obtainable as a merchant seafarer or fisher while avoiding the dangers associated with outright piracy. However, the line between privateers and pirates was not always clear.

A period of Albanian piracy (Albanian: Piratëria shqiptare) occurred from the 15th to the 19th centuries, during which Albanian pirates plundered and raided ships. These pirates were based mainly in Ulcinj, but were also found in Bar and Ragusa (now Dubrovnik), and had connections with North Africa.

They plundered European ships mainly for the Ottoman Empire, disrupting the Mediterranean economy and forcing European powers to intervene. Some of the pirate leaders from Ulcinj, such as Lika Ceni and Hadji Alia, were well-known during this period. The Porte gave the name "name-i hümayun" ("imperial letters"), bilateral agreements to settle armed conflicts. The Ottoman Empire was also known to hire these pirates during periods of war. Some of the most famous barbary pirates of the Mediterranean Sea were the Ottoman Barbarossa brothers Oruç and Arnaut Mami.

A navy, naval force, military maritime fleet, war navy, or maritime force is the branch of a state's armed forces principally designated for naval and amphibious warfare; namely, lake-borne, riverine, littoral, or ocean-borne combat operations and related functions. It includes anything conducted by surface ships, amphibious ships, submarines, and seaborne aviation, as well as ancillary support, communications, training, and other fields.

The strategic offensive role of a navy is projection of force into areas beyond a country's shores (for example, to protect sea-lanes, deter or confront piracy, ferry troops, or attack other navies, ports, or shore installations). The strategic defensive purpose of a navy is to frustrate seaborne projection-of-force by enemies. The strategic task of a navy also may incorporate nuclear deterrence by use of submarine-launched ballistic missiles. Naval operations can be broadly divided between riverine and littoral applications (brown-water navy), open-ocean applications (blue-water navy), and something in between (green-water navy), although these distinctions are more about strategic scope than tactical or operational division.

Aircraft hijacking (also known as airplane hijacking, skyjacking, plane hijacking, plane jacking, air robbery, air piracy, or aircraft piracy, with the last term used within the special aircraft jurisdiction of the United States) is the unlawful seizure of an aircraft by an individual or a group. Dating from the earliest of hijackings, most cases involve the pilot being forced to fly according to the hijacker's demands. There have also been incidents where the hijackers have overpowered the flight crew, made unauthorized entry into the cockpit and flown them into buildings—most notably in the September 11 attacks—and in some cases, planes have been hijacked by the official pilot or co-pilot, such as with Ethiopian Airlines Flight 702.

Unlike carjacking or sea piracy, an aircraft hijacking is not usually committed for robbery or theft. Individuals driven by personal gain often divert planes to destinations where they are not planning to go themselves. Some hijackers intend to use passengers or crew as hostages, either for monetary ransom or for some political or administrative concession by authorities. Various motives have driven such occurrences, such as demanding the release of certain high-profile individuals or for the right of political asylum (notably Ethiopian Airlines Flight 961), but sometimes a hijacking may have been affected by a failed private life or financial distress, as in the case of Aarno Lamminparras in Finnair Flight 405. Hijackings involving hostages have produced violent confrontations between hijackers and the authorities, during negotiation and settlement. In several cases – most famously Air France Flight 139, Lufthansa Flight 181, and Air France Flight 8969 – the hijackers were not satisfied and showed no inclination to surrender, resulting in the deployment of counterterrorist police tactical units or special forces to rescue the passengers.

A false flag operation is an act committed with the intent of disguising the actual source of responsibility and pinning blame on another party. The term "false flag" originated in the 16th century as an expression meaning an intentional misrepresentation of someone's allegiance. The term was originally used to describe a ruse in naval warfare whereby a vessel flew the flag of a neutral or enemy country to hide its true identity. The tactic was initially used by pirates and privateers to deceive other ships into allowing them to move closer before attacking them. It later was deemed an acceptable practice during naval warfare according to international maritime laws, provided the attacking vessel displayed its true flag before commencing an attack.

The term today extends to include countries that organize attacks on themselves and make the attacks appear to be by enemy nations or terrorists, thus giving the nation that was supposedly attacked a pretext for domestic repression or foreign military aggression (as well as to engender sympathy). Similarly deceptive activities carried out during peacetime by individuals or nongovernmental organizations have been called false-flag operations, but the more common legal term is a "frameup", "stitch up", or "setup".

Bajo Nuevo Bank, also known as the Petrel Islands (Spanish: Bajo Nuevo, Islas Petrel), is a small, uninhabited reef with some small grass-covered islets, located in the western Caribbean Sea at 15°53′N 78°38′W / 15.883°N 78.633°W / 15.883; -78.633, with a lighthouse on Low Cay at 15°51′N 78°38′W / 15.850°N 78.633°W / 15.850; -78.633. The closest neighboring land feature is Serranilla Bank, located 110 kilometres (68 miles) to the west.

The reef was first shown on Dutch maps dating to 1634 but was given its present name in 1654. Bajo Nuevo was rediscovered by the English pirate John Glover in 1660. The reef is now subject to a sovereignty dispute involving Colombia, Jamaica, and the United States. On 19 November 2012, regarding Nicaraguan claims to the islands, the International Court of Justice (ICJ) found, unanimously, that the Republic of Colombia has sovereignty over both Bajo Nuevo and Serranilla Banks, although the judgment does not analyze or mention the competing claims of Jamaica or the United States.

The Regency of Algiers was an early modern semi-independent Ottoman province and nominal vassal state on the Barbary Coast of North Africa from 1516 to 1830. Founded by the privateer brothers Aruj and Hayreddin Reis (also known as the Barbarossa brothers), the Regency succeeded the Kingdom of Tlemcen as a formidable base that waged maritime holy war (Jihad) on European Christian powers. It was ruled by elected regents under a stratocracy led by Janissaries and corsairs. Despite its pirate reputation in Europe, Algiers maintained long-standing diplomatic ties with European states and was a recognized Mediterranean power.

The Regency emerged in the 16th-century Ottoman–Habsburg wars. As self-proclaimed ghazis gaining popular support and legitimacy from the religious leaders at the expense of hostile local emirs, the Barbarossa brothers and their successors carved a unique corsair state that drew revenue and political power from its naval warfare against Habsburg Spain. In the 17th century, when the wars between Spain and the Ottoman Empire, Kingdom of France, Kingdom of England and Dutch Republic ended, Barbary corsairs started capturing merchant ships and their crews and goods from these states. When the Ottomans could not prevent these attacks, European powers negotiated directly with Algiers and also took military action against it. This policy would emancipate Algiers from the Ottomans.

The Second Barbary War, also known as the U.S.–Algerian War and the Algerine War, was a brief military conflict between the United States and the North African state of Algiers in 1815.

Piracy had been rampant along the North African "Barbary" coast of the Mediterranean Sea since the 16th century. Algerian pirates and privateers intermittently preyed on American ships, with Algiers extracting annual tribute from the U.S. since 1795; the First Barbary War in the early 19th century, fought primarily against Algiers' neighbors, failed to fully stem the problem.

Maritime security is an umbrella term informed to classify issues in the maritime domain that are often related to national security, marine environment, economic development, and human security. This includes the world's oceans but also regional seas, territorial waters, rivers and ports, where seas act as a “stage for geopolitical power projection, interstate warfare or militarized disputes, as a source of specific threats such as piracy, or as a connector between states that enables various phenomena from colonialism to globalization”. The theoretical concept of maritime security has evolved from a narrow perspective of national naval power projection towards a buzzword that incorporates many interconnected sub-fields. The definition of the term maritime security varies and while no internationally agreed definition exists, the term has often been used to describe both existing, and new regional and international challenges to the maritime domain. The buzzword character enables international actors to discuss these new challenges without the need to define every potentially contested aspect of it. Maritime security is of increasing concern to the global shipping industry, where there are a wide range of security threats and challenges. Some of the practical issues clustered under the term of maritime security include crimes such as piracy, armed robbery at sea, trafficking of people and illicit goods, illegal fishing or marine pollution. War, warlike activity, maritime terrorism and interstate rivalry (such as the Territorial disputes in the South China Sea or conflict in the Strait of Hormuz) are also maritime security concerns.

While a concern throughout history for nation states, maritime security has evolved significantly since the early 2000s, when in particular concerns over terrorist attacks on port facilities sparked interest in security in the maritime domain and led to the creation of the International Ship and Port Facility Security Code. The ISPS Code is enforced through Chapter XI-2 of the SOLAS Convention. Most littoral states and international organisations have also outlined maritime security strategies. It is in particular piracy in Southeast Asia, off the coast of Somalia and in West Africa which has triggered recognition for the detrimental effects of maritime insecurities for economic development, human security as well as the environment. Maritime security is often transnational and goes beyond the maritime domain itself (see liminality). It is characterized as being cross-jurisdictional and/or highly jurisdictional complex.

Ulcinj is a town in the Coastal region of Montenegro and the capital of Ulcinj Municipality. It has an urban population of 11,488.

As one of the oldest settlements in the Adriatic coast, it was founded in 5th century BC. It was captured by the Romans in 163 BC from the Illyrians. With the division of the Roman Empire, it was a part of the Byzantine Empire and Serbian Kingdom in the Middle Ages until the Republic of Venice captured it in 1405. It was known as a base for piracy. In 1571, Ulcinj was conquered by the Ottoman Empire with the aid of North African corsairs after the Battle of Lepanto. The town gradually became a Muslim-majority settlement. Under the Ottomans, numerous hammams and mosques, and a clock tower were built. Ulcinj remained a den of piracy until this was finally put to an end by Mehmed Pasha Bushati. In 1673, the self-proclaimed Jewish Messiah Sabbatai Zevi was exiled here from Istanbul. Ulcinj remained an Ottoman town for more than 300 years until it was ceded to the Principality of Montenegro in 1878. It is a former medieval Catholic bishopric and remains a Latin titular see.

A galley is a type of ship optimised for propulsion by oars. Galleys were historically used for warfare, trade, and piracy mostly in the seas surrounding Europe. It developed in the Mediterranean world during antiquity and continued to exist in various forms until the early 19th century. It typically had a long, slender hull, shallow draft, and often a low freeboard. Most types of galleys also had sails that could be used in favourable winds, but they relied primarily on oars to move independently of winds and currents or in battle. The term "galley" originated from a Greek term for a small type of galley and came in use in English from about 1300. It has occasionally been used for unrelated vessels with similar military functions as galley but which were not Mediterranean in origin, such as medieval Scandinavian longships, 16th-century Acehnese ghalis and 18th-century North American gunboats.

Galleys were the primary warships used by the ancient Mediterranean naval powers, including the Phoenicians, Greeks and Romans. The galley remained the dominant type of vessel used for war and piracy in the Mediterranean Sea until the start of the early modern period. A final revival of galley warfare occurred during the 18th century in the Baltic Sea during the wars between Russia, Sweden, and Denmark. In the Mediterranean, they remained in use until the very end of the 18th century, and survived in part because of their prestige and association with chivalry and land warfare. In war, galleys were used in landing raids, as troop transports and were very effective in amphibious warfare. While they usually served in wars or for defense against piracy, galleys also served as trade vessels for high-priority or expensive goods up to the end of the Middle Ages. Its oars guaranteed that it could make progress where a sailing ship would have been becalmed, and its large crew could defend it against attacks from pirates and raiders. This also made it one of the safest and most reliable forms of passenger transport, especially for Christian pilgrims during the High and Late Middle Ages.

Piracy in the Strait of Malacca has long been a threat to ship owners and the mariners who ply the 900 km-long (550 miles) sea lane. In recent years, coordinated patrols by Indonesia, Malaysia, Thailand, and Singapore along with increased security on vessels have caused a sharp downturn in piracy.

The Strait of Malacca's geography makes the region very susceptible to piracy. It is an important passageway between China and India, and used heavily for commercial trade, with 60% of international maritime trade passing through annually. The strait is on the route between Europe, the Suez Canal, the oil-exporting countries of the Persian Gulf, and the busy ports of East Asia. It is narrow, contains thousands of islets, and is an outlet for many rivers, making it ideal for pirates to evade capture.

A warship or combatant ship is a naval ship that is used for naval warfare. Usually they belong to the navy branch of the armed forces of a nation, though they have also been operated by individuals, cooperatives and corporations. As well as being armed, warships are designed to withstand damage and are typically faster and more maneuverable than merchant ships. Unlike a merchant ship, which carries cargo, a warship typically carries only weapons, ammunition and supplies for its crew.

In wartime, the distinction between warships and merchant ships is often blurred. Until the 17th century it was common for merchant ships to be pressed into naval service, and not unusual for more than half of a fleet to be composed of merchant ships—there was not a large difference in construction, unlike the difference between a heavily armoured battleship and an ocean liner. Until the threat of piracy subsided in the 19th century, it was normal practice to arm larger merchant ships such as galleons. Warships have also often been used as troop carriers or supply ships, such as by the French Navy in the 18th century or the Imperial Japanese Navy during the Second World War. In war since the early 20th century, merchant ships were often armed and used as auxiliary warships, such as the Q-ships of the First World War and the armed merchant cruisers of the Second World War.