Database (filler - skip it)
Piracy is an act of robbery or criminal violence by ship or boat-borne attackers upon another ship or a coastal area, typically with the goal of stealing cargo and other valuable items or properties. Those who conduct acts of piracy are called pirates, while the dedicated ships that pirates use are called pirate ships. The earliest documented instances of piracy were in the 14th century BC, when the Sea Peoples, a group of ocean raiders, attacked the ships of the Aegean and Mediterranean civilizations. Narrow channels which funnel shipping into predictable routes have long created opportunities for piracy,[1] as well as for privateering and commerce raiding. Historic examples include the waters of Gibraltar, the Strait of Malacca, Madagascar, the Gulf of Aden, and the English Channel, whose geographic structures facilitated pirate attacks.[2] A land-based parallel is the ambushing of travelers by bandits and brigands in highways and mountain passes.[3] Privateering uses similar methods to piracy, but the captain acts under orders of the state authorizing the capture of merchant ships belonging to an enemy nation, making it a legitimate form of war-like activity by non-state actors.[4]
The traditional "Jolly Roger" of piracy
While the term can include acts committed in the air, on land (especially across national borders or in connection with taking over and robbing a car or train), or in other major bodies of water or on a shore, in cyberspace, as well as the fictional possibility of space piracy, it generally refers to maritime piracy. It does not normally include crimes committed against people traveling on the same vessel as the perpetrator (e.g. one passenger stealing from others on the same vessel). Piracy or pirating is the name of a specific crime under customary international law and also the name of a number of crimes under the municipal law of a number of states. In the early 21st century, seaborne piracy against transport vessels remains a significant issue (with estimated worldwide losses of US$16 billion per year in 2004),[5] particularly in the waters between the Red Sea and Indian Ocean, off the Somali coast, and also in the Strait of Malacca and Singapore.
Piracy is an act of robbery or criminal violence by ship or boat-borne attackers upon another ship or a coastal area, typically with the goal of stealing cargo and other valuable items or properties. Those who conduct acts of piracy are called pirates, while the dedicated ships that pirates use are called pirate ships. The earliest documented instances of piracy were in the 14th century BC, when the Sea Peoples, a group of ocean raiders, attacked the ships of the Aegean and Mediterranean civilizations. Narrow channels which funnel shipping into predictable routes have long created opportunities for piracy,[1] as well as for privateering and commerce raiding. Historic examples include the waters of Gibraltar, the Strait of Malacca, Madagascar, the Gulf of Aden, and the English Channel, whose geographic structures facilitated pirate attacks.[2] A land-based parallel is the ambushing of travelers by bandits and brigands in highways and mountain passes.[3] Privateering uses similar methods to piracy, but the captain acts under orders of the state authorizing the capture of merchant ships belonging to an enemy nation, making it a legitimate form of war-like activity by non-state actors.[4]
The traditional "Jolly Roger" of piracy
While the term can include acts committed in the air, on land (especially across national borders or in connection with taking over and robbing a car or train), or in other major bodies of water or on a shore, in cyberspace, as well as the fictional possibility of space piracy, it generally refers to maritime piracy. It does not normally include crimes committed against people traveling on the same vessel as the perpetrator (e.g. one passenger stealing from others on the same vessel). Piracy or pirating is the name of a specific crime under customary international law and also the name of a number of crimes under the municipal law of a number of states. In the early 21st century, seaborne piracy against transport vessels remains a significant issue (with estimated worldwide losses of US$16 billion per year in 2004),[5] particularly in the waters between the Red Sea and Indian Ocean, off the Somali coast, and also in the Strait of Malacca and Singapore.
Today, pirates armed with automatic weapons, such as assault rifles, and machine guns, grenades and rocket propelled grenades use small motorboats to attack and board ships, a tactic that takes advantage of the small number of crew members on modern cargo vessels and transport ships. They also use larger vessels, known as "mother ships", to supply the smaller motorboats. The international community is facing many challenges in bringing modern pirates to justice, as these attacks often occur in international waters.[6] Some nations have used their naval forces to protect private ships from pirate attacks and to pursue pirates, and some private vessels use armed security guards, high-pressure water cannons, or sound cannons to repel boarders, and use radar to avoid potential threats.
Etymology
The English word "pirate" is derived from the Latin pirata ("pirate, corsair, sea robber"), and Greek πειρατής (peiratēs), "brigand",[7] in turn from πειράομαι (peiráomai), "I attempt", from πεῖρα (peîra), "attempt, experience".[8] The meaning of the Greek word peiratēs literally is "one who attacks (ships)".[9] The word is also cognate to peril.[9] The term first appeared in English c. 1300.[9] Spelling did not become standardised until the eighteenth century, and spellings such as "pirrot", "pyrate" and "pyrat" occurred until this period.[10][11]
History
Piracy has probably existed for as long as the seas have been plied for commerce.[12]
Europe
Antiquity
Further information: Ancient Mediterranean piracy
Mosaic of a Roman trireme in Tunisia
The earliest documented instances of piracy are the exploits of the Sea Peoples who threatened the ships sailing in the Aegean and Mediterranean waters in the 14th century BC. In classical antiquity, the Phoenicians, Illyrians and Tyrrhenians were known as pirates. In the pre-classical era, the ancient Greeks condoned piracy as a viable profession; it apparently was widespread and "regarded as an entirely honourable way of making a living".[13] References are made to its perfectly normal occurrence in many texts including in Homer's Iliad and Odyssey, and abduction of women and children to be sold into slavery was common. By the era of Classical Greece, piracy was looked upon as a "disgrace" to have as a profession.[13][14]
In the 3rd century BC, pirate attacks on Olympus in Lycia brought impoverishment. Among some of the most famous ancient pirateering peoples were the Illyrians, a people populating the western Balkan peninsula. Constantly raiding the Adriatic Sea, the Illyrians caused many conflicts with the Roman Republic. It was not until 229 BC when the Romans finally decisively beat the Illyrian fleets that their threat was ended.[15] During the 1st century BC, there were pirate states along the Anatolian coast, threatening the commerce of the Roman Empire in the eastern Mediterranean. On one voyage across the Aegean Sea in 75 BC,[16] Julius Caesar was kidnapped and briefly held by Cilician pirates and held prisoner in the Dodecanese islet of Pharmacusa.[17] The Senate finally invested the general Gnaeus Pompeius Magnus with powers to deal with piracy in 67 BC (the Lex Gabinia), and Pompey, after three months of naval warfare, managed to suppress the threat.
As early as 258 AD, the Gothic-Herulic fleet ravaged towns on the coasts of the Black Sea and Sea of Marmara. The Aegean coast suffered similar attacks a few years later. In 264, the Goths reached Galatia and Cappadocia, and Gothic pirates landed on Cyprus and Crete. In the process, the Goths seized enormous booty and took thousands into captivity.[citation needed] In 286 AD, Carausius, a Roman military commander of Gaulish origins, was appointed to command the Classis Britannica, and given the responsibility of eliminating Frankish and Saxon pirates who had been raiding the coasts of Armorica and Belgic Gaul. In the Roman province of Britannia, Saint Patrick was captured and enslaved by Irish pirates.
Middle Ages
A fleet of Vikings, painted mid-12th century
The most widely known and far-reaching pirates in medieval Europe were the Vikings, seaborne warriors from Scandinavia who raided and looted mainly between the 8th and 12th centuries, during the Viking Age in the Early Middle Ages. They raided the coasts, rivers and inland cities of all Western Europe as far as Seville, which was attacked by the Norse in 844. Vikings also attacked the coasts of North Africa and Italy and plundered all the coasts of the Baltic Sea. Some Vikings ascending the rivers of Eastern Europe as far as the Black Sea and Persia. The lack of centralized powers all over Europe during the Middle Ages enabled pirates to attack ships and coastal areas all over the continent.[vague][citation needed]
In the Late Middle Ages, the Frisian pirates known as Arumer Zwarte Hoop led by Pier Gerlofs Donia and Wijerd Jelckama, fought against the troops of the Holy Roman Emperor Charles V with some success.
Toward the end of the 9th century, Moorish pirate havens were established along the coast of southern France and northern Italy.[18] In 846 Moor raiders sacked the extra muros Basilicas of Saint Peter and Saint Paul in Rome. In 911, the bishop of Narbonne was unable to return to France from Rome because the Moors from Fraxinet controlled all the passes in the Alps. Moor pirates operated out of the Balearic Islands in the 10th century. From 824 to 961 Arab pirates in the Emirate of Crete raided the entire Mediterranean. In the 14th century, raids by Moor pirates forced the Venetian Duke of Crete to ask Venice to keep its fleet on constant guard.[citation needed]
After the Slavic invasions of the former Roman province of Dalmatia in the 5th and 6th centuries, a tribe called the Narentines revived the old Illyrian piratical habits and often raided the Adriatic Sea starting in the 7th century. Their raids in the Adriatic increased rapidly, until the whole Sea was no longer safe for travel.
The Narentines took more liberties in their raiding quests while the Venetian Navy was abroad, as when it was campaigning in Sicilian waters in 827–882. As soon as the Venetian fleet would return to the Adriatic, the Narentines temporarily abandoned their habits again, even signing a Treaty in Venice and baptising their Slavic pagan leader into Christianity. In 834 or 835 they broke the treaty and again they raided Venetian traders returning from Benevento, and all of Venice's military attempts to punish them in 839 and 840 utterly failed. Later, they raided the Venetians more often, together with the Arabs. In 846, the Narentines broke through to Venice itself and raided its lagoon city of Caorle. This caused a Byzantine military action against them that finally brought Christianity to them. After the Arab raids on the Adriatic coast circa 872 and the retreat of the Imperial Navy, the Narentines continued their raids of Venetian waters, causing new conflicts with the Italians in 887–888. The Venetians futilely continued to fight them throughout the 10th and 11th centuries.
Domagoj was accused of attacking a ship which was bringing home the papal legates who had participated in the Eighth Catholic Ecumenical Council, after which Pope John VIII addresses to Domagoj with request that his pirates stop attacking Christians at sea.[19][20]
The Vitalienbrüder. Piracy became endemic in the Baltic sea in the Middle Ages because of the Victual Brothers.
In 937, Irish pirates sided with the Scots, Vikings, Picts, and Welsh in their invasion of England. Athelstan drove them back.
The Slavic piracy in the Baltic Sea ended with the Danish conquest of the Rani stronghold of Arkona in 1168. In the 12th century the coasts of western Scandinavia were plundered by Curonians and Oeselians from the eastern coast of the Baltic Sea. In the 13th and 14th century, pirates threatened the Hanseatic routes and nearly brought sea trade to the brink of extinction. The Victual Brothers of Gotland were a companionship of privateers who later turned to piracy as the Likedeelers. They were especially noted for their leaders Klaus Störtebeker and Gödeke Michels. Until about 1440, maritime trade in both the North Sea, the Baltic Sea and the Gulf of Bothnia was seriously in danger of attack by the pirates.
H. Thomas Milhorn mentions a certain Englishman named William Maurice, convicted of piracy in 1241, as the first person known to have been hanged, drawn and quartered,[21] which would indicate that the then-ruling King Henry III took an especially severe view of this crime.
The ushkuiniks were Novgorodian pirates who looted the cities on the Volga and Kama Rivers in the 14th century.
"Cossacks of Azov fighting a Turk ship" by Grigory Gagarin
As early as Byzantine times, the Maniots (one of Greece's toughest populations) were known as pirates. The Maniots considered piracy as a legitimate response to the fact that their land was poor and it became their main source of income. The main victims of Maniot pirates were the Ottomans but the Maniots also targeted ships of European countries.
Zaporizhian Sich was a pirate republic in Europe from the 16th through to the 18th century. Situated in Cossack territory in the remote steppe of Eastern Europe, it was populated with Ukrainian peasants that had run away from their feudal masters, outlaws, destitute gentry, run-away slaves from Turkish galleys, etc. The remoteness of the place and the rapids at the Dnieper river effectively guarded the place from invasions of vengeful powers. The main target of the inhabitants of Zaporizhian Sich who called themselves "Cossacks" were rich settlements at the Black Sea shores of Ottoman Empire and Crimean Khanate.[citation needed] By 1615 and 1625, Zaporozhian Cossacks had even managed to raze townships on the outskirts of Istanbul, forcing the Ottoman Sultan to flee his palace.[citation needed] Don Cossacks under Stenka Razin even ravaged the Persian coasts.[22][unreliable source?]
Mediterranean corsairs
See also: Barbary pirates and Albanian piracy
French ship under attack by Barbary pirates, ca. 1615
Though less famous and romanticized than Atlantic or Caribbean pirates, corsairs in the Mediterranean equaled or outnumbered the former at any given point in history.[23] Mediterranean piracy was conducted almost entirely with galleys until the mid-17th century, when they were gradually replaced with highly maneuverable sailing vessels such as xebecs and brigantines. They were, however, of a smaller type than battle galleys, often referred to as galiots or fustas.[24] Pirate galleys were small, nimble, lightly armed, but often heavily manned in order to overwhelm the often minimal crews of merchant ships. In general, pirate craft were extremely difficult for patrolling craft to actually hunt down and capture. Anne Hilarion de Tourville, a French admiral of the 17th century, believed that the only way to run down raiders from the infamous corsair Moroccan port of Salé was by using a captured pirate vessel of the same type.[25] Using oared vessels to combat pirates was common, and was even practiced by the major powers in the Caribbean. Purpose-built galleys (or hybrid sailing vessels) were built by the English in Jamaica in 1683[26] and by the Spanish in the late 16th century.[27] Specially-built sailing frigates with oar-ports on the lower decks, like the James Galley and Charles Galley, and oar-equipped sloops proved highly useful for pirate hunting, though they were not built in sufficient numbers to check piracy until the 1720s.[28]
The expansion of Muslim power through the Ottoman conquest of large parts of the eastern Mediterranean in the 15th and 16th century resulted in extensive piracy on sea trading. The so-called Barbary pirates began to operate out of North African ports in Algiers, Tunis, Tripoli, Morocco around 1500, preying primarily on the shipping of Christian powers, including massive slave raids at sea as well as on land. The Barbary pirates were nominally under Ottoman suzerainty, but had considerable independence to prey on the enemies of Islam. The Muslim corsairs were technically often privateers with support from legitimate, though highly belligerent, states. They considered themselves as holy Muslim warriors, or ghazis,[29] carrying on the tradition of fighting the incursion of Western Christians that had begun with the First Crusade late in the 11th century.[30]
The Bombardment of Algiers by the Anglo-Dutch fleet in 1816 to support the ultimatum to release European slaves
Coastal villages and towns of Italy, Spain and islands in the Mediterranean were frequently attacked by Muslim corsairs and long stretches of the Italian and Spanish coasts were almost completely abandoned by their inhabitants; after 1600 the Barbary corsairs occasionally entered the Atlantic and struck as far north as Iceland. According to Robert Davis between 1 million and 1.25 million Europeans were captured by Barbary corsairs and sold as slaves in North Africa and the Ottoman Empire between the 16th and 19th centuries. The most famous corsairs were the Ottoman Albanian Hayreddin and his older brother Oruç Reis (Redbeard), Turgut Reis (known as Dragut in the West), Kurtoglu (known as Curtogoli in the West), Kemal Reis, Salih Reis and Koca Murat Reis. A few Barbary corsairs, such as the Dutch Jan Janszoon and the English John Ward (Muslim name Yusuf Reis), were renegade European privateers who had converted to Islam.[31][32]
The Barbary pirates had a direct Christian counterpart in the military order of the Knights of Saint John that operated out first out of Rhodes and after 1530 Malta), though they were less numerous and took fewer slaves. Both sides waged war against the respective enemies of their faith, and both used galleys as their primary weapons. Both sides also used captured or bought galley slaves to man the oars of their ships; the Muslims relying mostly on captured Christians, the Christians using a mix of Muslim slaves, Christian convicts and a small contingency of buonavoglie, free men who out of desperation or poverty had taken to rowing.[30]
Historian Peter Earle has described the two sides of the Christian-Muslim Mediterranean conflict as "mirror image[s] of maritime predation, two businesslike fleets of plunderers set against each other".[33] This conflict of faith in the form of privateering, piracy and slave raiding generated a complex system that was upheld/financed/operated on the trade in plunder and slaves that was generated from a low-intensive conflict, as well as the need for protection from violence. The system has been described as a "massive, multinational protection racket",[34] the Christian side of which was not ended until 1798 in the Napoleonic Wars. The Barbary corsairs were finally quelled as late as the 1830s, effectively ending the last vestiges of counter-crusading jihad.[35]
Piracy off the Barbary coast was often assisted by competition among European powers in the 17th century. France encouraged the corsairs against Spain, and later Britain and Holland supported them against France. However, by the second half of the 17th century the greater European naval powers began to initiate reprisals to intimidate the Barbary States into making peace with them. The most successful of the Christian states in dealing with the corsair threat was England.[citation needed] From the 1630s onwards England had signed peace treaties with the Barbary States on various occasions, but invariably breaches of these agreements led to renewed wars. A particular bone of contention was the tendency of foreign ships to pose as English to avoid attack. However, growing English naval power and increasingly persistent operations against the corsairs proved increasingly costly for the Barbary States. During the reign of Charles II a series of English expeditions won victories over raiding squadrons and mounted attacks on their home ports which permanently ended the Barbary threat to English shipping. In 1675 a bombardment from a Royal Navy squadron led by Sir John Narborough and further defeats at the hands of a squadron under Arthur Herbert negotiated a lasting peace (until 1816) with Tunis and Tripoli.[citation needed]
France, which had recently emerged as a leading naval power, achieved comparable success soon afterwards, with bombardments of Algiers in 1682, 1683 and 1688 securing a lasting peace, while Tripoli was similarly coerced in 1686. In 1783 and 1784 the Spaniards also bombarded Algiers in an effort to stem the piracy. The second time, Admiral Barceló damaged the city so severely that the Algerian Dey asked Spain to negotiate a peace treaty and from then on Spanish vessels and coasts were safe for several years.
Until the American Declaration of Independence in 1776, British treaties with the North African states protected American ships from the Barbary corsairs. Morocco, which in 1777 was the first independent nation to publicly recognize the United States, became in 1784 the first Barbary power to seize an American vessel after independence. While the United States managed to secure peace treaties, these obliged it to pay tribute for protection from attack. Payments in ransom and tribute to the Barbary states amounted to 20% of United States government annual expenditures in 1800,[36] leading to the Barbary Wars that ended the payment of tribute. However, Algiers broke the 1805 peace treaty after only two years, and subsequently refused to implement the 1815 treaty until compelled to do so by Britain in 1816.
In 1815, the sacking of Palma on the island of Sardinia by a Tunisian squadron, which carried off 158 inhabitants, roused widespread indignation. Britain had by this time banned the slave trade and was seeking to induce other countries to do likewise. This led to complaints from states which were still vulnerable to the corsairs that Britain's enthusiasm for ending the trade in African slaves did not extend to stopping the enslavement of Europeans and Americans by the Barbary States.
U.S. naval officer Stephen Decatur boarding a Tripolitan gunboat during the First Barbary War, 1804
In order to neutralise this objection and further the anti-slavery campaign, in 1816 Lord Exmouth was sent to secure new concessions from Tripoli, Tunis, and Algiers, including a pledge to treat Christian captives in any future conflict as prisoners of war rather than slaves and the imposition of peace between Algiers and the kingdoms of Sardinia and Sicily. On his first visit he negotiated satisfactory treaties and sailed for home. While he was negotiating, a number of Sardinian fishermen who had settled at Bona on the Tunisian coast were brutally treated without his knowledge. As Sardinians they were technically under British protection and the government sent Exmouth back to secure reparation. On August 17, in combination with a Dutch squadron under Admiral Van de Capellen, he bombarded Algiers.[37] Both Algiers and Tunis made fresh concessions as a result.
However, securing uniform compliance with a total prohibition of slave-raiding, which was traditionally of central importance to the North African economy, presented difficulties beyond those faced in ending attacks on ships of individual nations, which had left slavers able to continue their accustomed way of life by preying on less well-protected peoples. Algiers subsequently renewed its slave-raiding, though on a smaller scale. Measures to be taken against the city's government were discussed at the Congress of Aix-la-Chapelle in 1818. In 1820 another British fleet under Admiral Sir Harry Neal again bombarded Algiers. Corsair activity based in Algiers did not entirely cease until its conquest by France in 1830.[37]
Southeast Asia
See also: Slavery in Sultanates of Southeast Asia, Piracy in the Sulu Sea, and Spanish expedition to Balanguingui
A 19th-century illustration of an Iranun pirate
In thalassocratic Austronesian cultures go in Island Southeast Asia, maritime raids for slaves and resources against rival polities have ancient origins. It was associated with prestige and prowess and often recorded in tattoos. Reciprocal raiding traditions were recorded by early European cultures as being prevalent throughout Island Southeast Asia.[38][39][40][41][42]
Piracy off the Barbary coast was often assisted by competition among European powers in the 17th century. France encouraged the corsairs against Spain, and later Britain and Holland supported them against France. However, by the second half of the 17th century the greater European naval powers began to initiate reprisals to intimidate the Barbary States into making peace with them. The most successful of the Christian states in dealing with the corsair threat was England.[citation needed] From the 1630s onwards England had signed peace treaties with the Barbary States on various occasions, but invariably breaches of these agreements led to renewed wars. A particular bone of contention was the tendency of foreign ships to pose as English to avoid attack. However, growing English naval power and increasingly persistent operations against the corsairs proved increasingly costly for the Barbary States. During the reign of Charles II a series of English expeditions won victories over raiding squadrons and mounted attacks on their home ports which permanently ended the Barbary threat to English shipping. In 1675 a bombardment from a Royal Navy squadron led by Sir John Narborough and further defeats at the hands of a squadron under Arthur Herbert negotiated a lasting peace (until 1816) with Tunis and Tripoli.[citation needed]
France, which had recently emerged as a leading naval power, achieved comparable success soon afterwards, with bombardments of Algiers in 1682, 1683 and 1688 securing a lasting peace, while Tripoli was similarly coerced in 1686. In 1783 and 1784 the Spaniards also bombarded Algiers in an effort to stem the piracy. The second time, Admiral Barceló damaged the city so severely that the Algerian Dey asked Spain to negotiate a peace treaty and from then on Spanish vessels and coasts were safe for several years.
Until the American Declaration of Independence in 1776, British treaties with the North African states protected American ships from the Barbary corsairs. Morocco, which in 1777 was the first independent nation to publicly recognize the United States, became in 1784 the first Barbary power to seize an American vessel after independence. While the United States managed to secure peace treaties, these obliged it to pay tribute for protection from attack. Payments in ransom and tribute to the Barbary states amounted to 20% of United States government annual expenditures in 1800,[36] leading to the Barbary Wars that ended the payment of tribute. However, Algiers broke the 1805 peace treaty after only two years, and subsequently refused to implement the 1815 treaty until compelled to do so by Britain in 1816.
In 1815, the sacking of Palma on the island of Sardinia by a Tunisian squadron, which carried off 158 inhabitants, roused widespread indignation. Britain had by this time banned the slave trade and was seeking to induce other countries to do likewise. This led to complaints from states which were still vulnerable to the corsairs that Britain's enthusiasm for ending the trade in African slaves did not extend to stopping the enslavement of Europeans and Americans by the Barbary States.
U.S. naval officer Stephen Decatur boarding a Tripolitan gunboat during the First Barbary War, 1804
In order to neutralise this objection and further the anti-slavery campaign, in 1816 Lord Exmouth was sent to secure new concessions from Tripoli, Tunis, and Algiers, including a pledge to treat Christian captives in any future conflict as prisoners of war rather than slaves and the imposition of peace between Algiers and the kingdoms of Sardinia and Sicily. On his first visit he negotiated satisfactory treaties and sailed for home. While he was negotiating, a number of Sardinian fishermen who had settled at Bona on the Tunisian coast were brutally treated without his knowledge. As Sardinians they were technically under British protection and the government sent Exmouth back to secure reparation. On August 17, in combination with a Dutch squadron under Admiral Van de Capellen, he bombarded Algiers.[37] Both Algiers and Tunis made fresh concessions as a result.
However, securing uniform compliance with a total prohibition of slave-raiding, which was traditionally of central importance to the North African economy, presented difficulties beyond those faced in ending attacks on ships of individual nations, which had left slavers able to continue their accustomed way of life by preying on less well-protected peoples. Algiers subsequently renewed its slave-raiding, though on a smaller scale. Measures to be taken against the city's government were discussed at the Congress of Aix-la-Chapelle in 1818. In 1820 another British fleet under Admiral Sir Harry Neal again bombarded Algiers. Corsair activity based in Algiers did not entirely cease until its conquest by France in 1830.[37]
Southeast Asia
See also: Slavery in Sultanates of Southeast Asia, Piracy in the Sulu Sea, and Spanish expedition to Balanguingui
A 19th-century illustration of an Iranun pirate
In thalassocratic Austronesian cultures in Island Southeast Asia, maritime raids for slaves and resources against rival polities have ancient origins. It was associated with prestige and prowess and often recorded in tattoos. Reciprocal raiding traditions were recorded by early European cultures as being prevalent throughout Island Southeast Asia.[38][39][40][41][42]
Iban war prahu in Skerang river
1890 illustration by Rafael Monleón of a late 18th-century Iranun lanong warship. The Malay word for "pirate", lanun, originates from an exonym of the Iranun people
Double-barrelled lantaka cannons, kalasag shields, armor, and various swords (including kalis, panabas, and kampilan) used by Moro pirates in the Philippines (c. 1900)
With the advent of the Islam and the colonial era, slaves became a valuable resource for trading with European, Arab, and Chinese slavers, and the volume of piracy and slave raids increased significantly.[42] Numerous native peoples engaged in sea raiding, they include the Iranun and Balanguingui slavers of Sulu, the Iban headhunters of Borneo, the Bugis sailors of South Sulawesi, and the Malays of western Southeast Asia. Piracy was also practiced by foreign seafarers on a smaller scale, including Chinese, Japanese, and European traders, renegades, and outlaws.[40] The volume of piracy and raids were often dependent on the ebb and flow of trade and monsoons, with pirate season (known colloquially as the "Pirate Wind") starting from August to September.[39]
Slave raids was particularly economically important to the Muslim Sultanates in the Sulu Sea: the Sultanate of Sulu, the Sultanate of Maguindanao, and the Confederation of Sultanates in Lanao (the modern Moro people). It is estimated that from 1770 to 1870, around 200,000 to 300,000 people were enslaved by Iranun and Banguingui slavers.[38][39] David P. Forsythe put the estimate much higher, at around 2 million slaves captured within the first two centuries of Spanish rule of the Philippines after 1565.[43]
Spanish warships bombarding the Moro Pirates of the southern Philippines in 1848
These slaves were taken from piracy on passing ships as well as coastal raids on settlements as far as the Malacca Strait, Java, the southern coast of China and the islands beyond the Makassar Strait. Most of the slaves were Tagalogs, Visayans, and "Malays" (including Bugis, Mandarese, Iban, and Makassar). There were also occasional European and Chinese captives who were usually ransomed off through Tausug intermediaries of the Sulu Sultanate. Slaves were the primary indicators of wealth and status, and they were the source of labor for the farms, fisheries, and workshops of the sultanates. While personal slaves were rarely sold, they trafficked extensively in slaves purchased from the Iranun and Banguingui slave markets. By the 1850s, slaves constituted 50% or more of the population of the Sulu archipelago.[38][40][39]
The scale was so massive that the word for "pirate" in Malay became lanun, an exonym of the Iranun people. The economy of the Sulu sultanates was largely run by slaves and the slave trade. Male captives of the Iranun and the Banguingui were treated brutally, even fellow Muslim captives were not spared. They were usually forced to serve as galley slaves on the lanong and garay warships of their captors. Female captives, however, were usually treated better. There were no recorded accounts of rapes, though some were starved for discipline. Within a year of capture, most of the captives of the Iranun and Banguingui would be bartered off in Jolo usually for rice, opium, bolts of cloth, iron bars, brassware, and weapons. The buyers were usually Tausug datu from the Sultanate of Sulu who had preferential treatment, but buyers also included European (Dutch and Portuguese) and Chinese traders as well as Visayan pirates (renegados).[39]
British forces engaging Iranun pirates off Sarawak in 1843
Spanish authorities and native Christian Filipinos responded to the Moro slave raids by building watchtowers and forts across the Philippine archipelago. Many of which are still standing today. Some provincial capitals were also moved further inland. Major command posts were built in Manila, Cavite, Cebu, Iloilo, Zamboanga, and Iligan. Defending ships were also built by local communities, especially in the Visayas Islands, including the construction of war "barangayanes" (balangay) that were faster than the Moro raiders and could give chase. As resistance against raiders increased, Lanong warships of the Iranun were eventually replaced by the smaller and faster garay warships of the Banguingui in the early 19th century. The Moro raids were eventually subdued by several major naval expeditions by the Spanish and local forces from 1848 to 1891, including retaliatory bombardment and capture of Moro settlements. By this time, the Spanish had also acquired steam gunboats (vapor), which could easily overtake and destroy the native Moro warships.[38][44][45]
Aside from the Iranun and Banguingui pirates, other polities were also associated with maritime raiding. The Bugis sailors of South Sulawesi were infamous as pirates who used to range as far west as Singapore and as far north as the Philippines in search of targets for piracy.[46] The Orang laut pirates controlled shipping in the Straits of Malacca and the waters around Singapore,[47] and the Malay and Sea Dayak pirates preyed on maritime shipping in the waters between Singapore and Hong Kong from their haven in Borneo.[48]
East Asia
In East Asia by the ninth century, populations centered mostly around merchant activities in coastal Shandong and Jiangsu provinces. Wealthy benefactors, including Jang Bogo established Silla Buddhist temples in the region. Jang Bogo had become incensed at the treatment of his fellow countrymen, who in the unstable milieu of late Tang often fell victim to coastal pirates or inland bandits. After returning to Silla around 825, and in possession of a formidable private fleet headquartered at Cheonghae (Wando), Jang Bogo petitioned the Silla king Heungdeok (r. 826–836) to establish a permanent maritime garrison to protect Silla merchant activities in the Yellow Sea. Heungdeok agreed and in 828 formally established the Cheonghae (淸海, "clear sea") Garrison(청해진) at what is today Wando island off Korea's South Jeolla province. Heungdeok gave Jang an army of 10,000 men to establish and man the defensive works. The remnants of Cheonghae Garrison can still be seen on Jang islet just off Wando's southern coast. Jang's force, though nominally bequeathed by the Silla king, was effectively under his own control. Jang became arbiter of Yellow Sea commerce and navigation.[49]
From the 13th century, Wokou based in Japan made their debut in East Asia, initiating invasions that would persist for 300 years. The wokou raids peaked in the 1550s, but by then the wokou were mostly Chinese smugglers who reacted strongly against the Ming dynasty's strict prohibition on private sea trade.
Sixteenth century Japanese pirate raids
During the Qing period, Chinese pirate fleets grew increasingly large. The effects large-scale piracy had on the Chinese economy were immense. They preyed voraciously on China's junk trade, which flourished in Fujian and Guangdong and was a vital artery of Chinese commerce. Pirate fleets exercised hegemony over villages on the coast, collecting revenue by exacting tribute and running extortion rackets. In 1802, the menacing Zheng Yi inherited the fleet of his cousin, captain Zheng Qi, whose death provided Zheng Yi with considerably more influence in the world of piracy. Zheng Yi and his wife, Zheng Yi Sao (who would eventually inherit the leadership of his pirate confederacy) then formed a pirate coalition that, by 1804, consisted of over ten thousand men. Their military might alone was sufficient to combat the Qing navy. However, a combination of famine, Qing naval opposition, and internal rifts crippled piracy in China around the 1820s, and it has never again reached the same status.
In the 1840s and 1850s, United States Navy and Royal Navy forces campaigned together against Chinese pirates. Major battles were fought such as those at Ty-ho Bay and the Tonkin River though pirate junks continued operating off China for years more. However, some British and American individual citizens also volunteered to serve with Chinese pirates to fight against European forces. The British offered rewards for the capture of westerners serving with Chinese pirates. During the Second Opium War and the Taiping Rebellion, piratical junks were again destroyed in large numbers by British naval forces but ultimately it wasn't until the 1860s and 1870s that fleets of pirate junks ceased to exist.
Four Chinese pirates who were hanged in Hong Kong in 1863
Chinese Pirates also plagued the Tonkin Gulf area.[50][51]
Piracy in the Ming dynasty
Pirates in the Ming era tended to come from populations on the geographic periphery of the state.[52] They were recruited largely from the lower classes of society, including poor fishermen, and many were fleeing from obligatory labor on state-building projects organized by the dynasty. These lower-class men, and sometimes women, may have fled taxation or conscription by the state in the search of better opportunities and wealth, and willingly joined local pirate bands.[53][54] These local, lower class individuals seem to have felt unrepresented, and traded the small amount of security afforded them from their allegiance to the state for the promise of a relatively improved existence engaging in smuggling or other illegal trade.
Iban war prahu in Skerang river
1890 illustration by Rafael Monleón of a late 18th-century Iranun lanong warship. The Malay word for "pirate", lanun, originates from an exonym of the Iranun people
Double-barrelled lantaka cannons, kalasag shields, armor, and various swords (including kalis, panabas, and kampilan) used by Moro pirates in the Philippines (c. 1900)
With the advent of the Islam and the colonial era, slaves became a valuable resource for trading with European, Arab, and Chinese slavers, and the volume of piracy and slave raids increased significantly.[42] Numerous native peoples engaged in sea raiding, they include the Iranun and Balanguingui slavers of Sulu, the Iban headhunters of Borneo, the Bugis sailors of South Sulawesi, and the Malays of western Southeast Asia. Piracy was also practiced by foreign seafarers on a smaller scale, including Chinese, Japanese, and European traders, renegades, and outlaws.[40] The volume of piracy and raids were often dependent on the ebb and flow of trade and monsoons, with pirate season (known colloquially as the "Pirate Wind") starting from August to September.[39]
Slave raids was particularly economically important to the Muslim Sultanates in the Sulu Sea: the Sultanate of Sulu, the Sultanate of Maguindanao, and the Confederation of Sultanates in Lanao (the modern Moro people). It is estimated that from 1770 to 1870, around 200,000 to 300,000 people were enslaved by Iranun and Banguingui slavers.[38][39] David P. Forsythe put the estimate much higher, at around 2 million slaves captured within the first two centuries of Spanish rule of the Philippines after 1565.[43]
Spanish warships bombarding the Moro Pirates of the southern Philippines in 1848
These slaves were taken from piracy on passing ships as well as coastal raids on settlements as far as the Malacca Strait, Java, the southern coast of China and the islands beyond the Makassar Strait. Most of the slaves were Tagalogs, Visayans, and "Malays" (including Bugis, Mandarese, Iban, and Makassar). There were also occasional European and Chinese captives who were usually ransomed off through Tausug intermediaries of the Sulu Sultanate. Slaves were the primary indicators of wealth and status, and they were the source of labor for the farms, fisheries, and workshops of the sultanates. While personal slaves were rarely sold, they trafficked extensively in slaves purchased from the Iranun and Banguingui slave markets. By the 1850s, slaves constituted 50% or more of the population of the Sulu archipelago.[38][40][39]
The scale was so massive that the word for "pirate" in Malay became lanun, an exonym of the Iranun people. The economy of the Sulu sultanates was largely run by slaves and the slave trade. Male captives of the Iranun and the Banguingui were treated brutally, even fellow Muslim captives were not spared. They were usually forced to serve as galley slaves on the lanong and garay warships of their captors. Female captives, however, were usually treated better. There were no recorded accounts of rapes, though some were starved for discipline. Within a year of capture, most of the captives of the Iranun and Banguingui would be bartered off in Jolo usually for rice, opium, bolts of cloth, iron bars, brassware, and weapons. The buyers were usually Tausug datu from the Sultanate of Sulu who had preferential treatment, but buyers also included European (Dutch and Portuguese) and Chinese traders as well as Visayan pirates (renegados).[39]
British forces engaging Iranun pirates off Sarawak in 1843
Spanish authorities and native Christian Filipinos responded to the Moro slave raids by building watchtowers and forts across the Philippine archipelago. Many of which are still standing today. Some provincial capitals were also moved further inland. Major command posts were built in Manila, Cavite, Cebu, Iloilo, Zamboanga, and Iligan. Defending ships were also built by local communities, especially in the Visayas Islands, including the construction of war "barangayanes" (balangay) that were faster than the Moro raiders and could give chase. As resistance against raiders increased, Lanong warships of the Iranun were eventually replaced by the smaller and faster garay warships of the Banguingui in the early 19th century. The Moro raids were eventually subdued by several major naval expeditions by the Spanish and local forces from 1848 to 1891, including retaliatory bombardment and capture of Moro settlements. By this time, the Spanish had also acquired steam gunboats (vapor), which could easily overtake and destroy the native Moro warships.[38][44][45]
Aside from the Iranun and Banguingui pirates, other polities were also associated with maritime raiding. The Bugis sailors of South Sulawesi were infamous as pirates who used to range as far west as Singapore and as far north as the Philippines in search of targets for piracy.[46] The Orang laut pirates controlled shipping in the Straits of Malacca and the waters around Singapore,[47] and the Malay and Sea Dayak pirates preyed on maritime shipping in the waters between Singapore and Hong Kong from their haven in Borneo.[48]
East Asia
In East Asia by the ninth century, populations centered mostly around merchant activities in coastal Shandong and Jiangsu provinces. Wealthy benefactors, including Jang Bogo established Silla Buddhist temples in the region. Jang Bogo had become incensed at the treatment of his fellow countrymen, who in the unstable milieu of late Tang often fell victim to coastal pirates or inland bandits. After returning to Silla around 825, and in possession of a formidable private fleet headquartered at Cheonghae (Wando), Jang Bogo petitioned the Silla king Heungdeok (r. 826–836) to establish a permanent maritime garrison to protect Silla merchant activities in the Yellow Sea. Heungdeok agreed and in 828 formally established the Cheonghae (淸海, "clear sea") Garrison(청해진) at what is today Wando island off Korea's South Jeolla province. Heungdeok gave Jang an army of 10,000 men to establish and man the defensive works. The remnants of Cheonghae Garrison can still be seen on Jang islet just off Wando's southern coast. Jang's force, though nominally bequeathed by the Silla king, was effectively under his own control. Jang became arbiter of Yellow Sea commerce and navigation.[49]
From the 13th century, Wokou based in Japan made their debut in East Asia, initiating invasions that would persist for 300 years. The wokou raids peaked in the 1550s, but by then the wokou were mostly Chinese smugglers who reacted strongly against the Ming dynasty's strict prohibition on private sea trade.
Sixteenth century Japanese pirate raids
During the Qing period, Chinese pirate fleets grew increasingly large. The effects large-scale piracy had on the Chinese economy were immense. They preyed voraciously on China's junk trade, which flourished in Fujian and Guangdong and was a vital artery of Chinese commerce. Pirate fleets exercised hegemony over villages on the coast, collecting revenue by exacting tribute and running extortion rackets. In 1802, the menacing Zheng Yi inherited the fleet of his cousin, captain Zheng Qi, whose death provided Zheng Yi with considerably more influence in the world of piracy. Zheng Yi and his wife, Zheng Yi Sao (who would eventually inherit the leadership of his pirate confederacy) then formed a pirate coalition that, by 1804, consisted of over ten thousand men. Their military might alone was sufficient to combat the Qing navy. However, a combination of famine, Qing naval opposition, and internal rifts crippled piracy in China around the 1820s, and it has never again reached the same status.
In the 1840s and 1850s, United States Navy and Royal Navy forces campaigned together against Chinese pirates. Major battles were fought such as those at Ty-ho Bay and the Tonkin River though pirate junks continued operating off China for years more. However, some British and American individual citizens also volunteered to serve with Chinese pirates to fight against European forces. The British offered rewards for the capture of westerners serving with Chinese pirates. During the Second Opium War and the Taiping Rebellion, piratical junks were again destroyed in large numbers by British naval forces but ultimately it wasn't until the 1860s and 1870s that fleets of pirate junks ceased to exist.
Four Chinese pirates who were hanged in Hong Kong in 1863
Chinese Pirates also plagued the Tonkin Gulf area.[50][51]
Piracy in the Ming dynasty
Pirates in the Ming era tended to come from populations on the geographic periphery of the state.[52] They were recruited largely from the lower classes of society, including poor fishermen, and many were fleeing from obligatory labor on state-building projects organized by the dynasty. These lower-class men, and sometimes women, may have fled taxation or conscription by the state in the search of better opportunities and wealth, and willingly joined local pirate bands.[53][54] These local, lower class individuals seem to have felt unrepresented, and traded the small amount of security afforded them from their allegiance to the state for the promise of a relatively improved existence engaging in smuggling or other illegal trade.
Today, pirates armed with automatic weapons, such as assault rifles, and machine guns, grenades and rocket propelled grenades use small motorboats to attack and board ships, a tactic that takes advantage of the small number of crew members on modern cargo vessels and transport ships. They also use larger vessels, known as "mother ships", to supply the smaller motorboats. The international community is facing many challenges in bringing modern pirates to justice, as these attacks often occur in international waters.[6] Some nations have used their naval forces to protect private ships from pirate attacks and to pursue pirates, and some private vessels use armed security guards, high-pressure water cannons, or sound cannons to repel boarders, and use radar to avoid potential threats.
Etymology
The English word "pirate" is derived from the Latin pirata ("pirate, corsair, sea robber"), and Greek πειρατής (peiratēs), "brigand",[7] in turn from πειράομαι (peiráomai), "I attempt", from πεῖρα (peîra), "attempt, experience".[8] The meaning of the Greek word peiratēs literally is "one who attacks (ships)".[9] The word is also cognate to peril.[9] The term first appeared in English c. 1300.[9] Spelling did not become standardised until the eighteenth century, and spellings such as "pirrot", "pyrate" and "pyrat" occurred until this period.[10][11]
History
Piracy has probably existed for as long as the seas have been plied for commerce.[12]
Europe
Antiquity
Further information: Ancient Mediterranean piracy
Mosaic of a Roman trireme in Tunisia
The earliest documented instances of piracy are the exploits of the Sea Peoples who threatened the ships sailing in the Aegean and Mediterranean waters in the 14th century BC. In classical antiquity, the Phoenicians, Illyrians and Tyrrhenians were known as pirates. In the pre-classical era, the ancient Greeks condoned piracy as a viable profession; it apparently was widespread and "regarded as an entirely honourable way of making a living".[13] References are made to its perfectly normal occurrence in many texts including in Homer's Iliad and Odyssey, and abduction of women and children to be sold into slavery was common. By the era of Classical Greece, piracy was looked upon as a "disgrace" to have as a profession.[13][14]
In the 3rd century BC, pirate attacks on Olympus in Lycia brought impoverishment. Among some of the most famous ancient pirateering peoples were the Illyrians, a people populating the western Balkan peninsula. Constantly raiding the Adriatic Sea, the Illyrians caused many conflicts with the Roman Republic. It was not until 229 BC when the Romans finally decisively beat the Illyrian fleets that their threat was ended.[15] During the 1st century BC, there were pirate states along the Anatolian coast, threatening the commerce of the Roman Empire in the eastern Mediterranean. On one voyage across the Aegean Sea in 75 BC,[16] Julius Caesar was kidnapped and briefly held by Cilician pirates and held prisoner in the Dodecanese islet of Pharmacusa.[17] The Senate finally invested the general Gnaeus Pompeius Magnus with powers to deal with piracy in 67 BC (the Lex Gabinia), and Pompey, after three months of naval warfare, managed to suppress the threat.
As early as 258 AD, the Gothic-Herulic fleet ravaged towns on the coasts of the Black Sea and Sea of Marmara. The Aegean coast suffered similar attacks a few years later. In 264, the Goths reached Galatia and Cappadocia, and Gothic pirates landed on Cyprus and Crete. In the process, the Goths seized enormous booty and took thousands into captivity.[citation needed] In 286 AD, Carausius, a Roman military commander of Gaulish origins, was appointed to command the Classis Britannica, and given the responsibility of eliminating Frankish and Saxon pirates who had been raiding the coasts of Armorica and Belgic Gaul. In the Roman province of Britannia, Saint Patrick was captured and enslaved by Irish pirates.
Middle Ages
A fleet of Vikings, painted mid-12th century
The most widely known and far-reaching pirates in medieval Europe were the Vikings, seaborne warriors from Scandinavia who raided and looted mainly between the 8th and 12th centuries, during the Viking Age in the Early Middle Ages. They raided the coasts, rivers and inland cities of all Western Europe as far as Seville, which was attacked by the Norse in 844. Vikings also attacked the coasts of North Africa and Italy and plundered all the coasts of the Baltic Sea. Some Vikings ascending the rivers of Eastern Europe as far as the Black Sea and Persia. The lack of centralized powers all over Europe during the Middle Ages enabled pirates to attack ships and coastal areas all over the continent.[vague][citation needed]
In the Late Middle Ages, the Frisian pirates known as Arumer Zwarte Hoop led by Pier Gerlofs Donia and Wijerd Jelckama, fought against the troops of the Holy Roman Emperor Charles V with some success.
Toward the end of the 9th century, Moorish pirate havens were established along the coast of southern France and northern Italy.[18] In 846 Moor raiders sacked the extra muros Basilicas of Saint Peter and Saint Paul in Rome. In 911, the bishop of Narbonne was unable to return to France from Rome because the Moors from Fraxinet controlled all the passes in the Alps. Moor pirates operated out of the Balearic Islands in the 10th century. From 824 to 961 Arab pirates in the Emirate of Crete raided the entire Mediterranean. In the 14th century, raids by Moor pirates forced the Venetian Duke of Crete to ask Venice to keep its fleet on constant guard.[citation needed]
After the Slavic invasions of the former Roman province of Dalmatia in the 5th and 6th centuries, a tribe called the Narentines revived the old Illyrian piratical habits and often raided the Adriatic Sea starting in the 7th century. Their raids in the Adriatic increased rapidly, until the whole Sea was no longer safe for travel.
The Narentines took more liberties in their raiding quests while the Venetian Navy was abroad, as when it was campaigning in Sicilian waters in 827–882. As soon as the Venetian fleet would return to the Adriatic, the Narentines temporarily abandoned their habits again, even signing a Treaty in Venice and baptising their Slavic pagan leader into Christianity. In 834 or 835 they broke the treaty and again they raided Venetian traders returning from Benevento, and all of Venice's military attempts to punish them in 839 and 840 utterly failed. Later, they raided the Venetians more often, together with the Arabs. In 846, the Narentines broke through to Venice itself and raided its lagoon city of Caorle. This caused a Byzantine military action against them that finally brought Christianity to them. After the Arab raids on the Adriatic coast circa 872 and the retreat of the Imperial Navy, the Narentines continued their raids of Venetian waters, causing new conflicts with the Italians in 887–888. The Venetians futilely continued to fight them throughout the 10th and 11th centuries.
Domagoj was accused of attacking a ship which was bringing home the papal legates who had participated in the Eighth Catholic Ecumenical Council, after which Pope John VIII addresses to Domagoj with request that his pirates stop attacking Christians at sea.[19][20]
The Vitalienbrüder. Piracy became endemic in the Baltic sea in the Middle Ages because of the Victual Brothers.
In 937, Irish pirates sided with the Scots, Vikings, Picts, and Welsh in their invasion of England. Athelstan drove them back.
The Slavic piracy in the Baltic Sea ended with the Danish conquest of the Rani stronghold of Arkona in 1168. In the 12th century the coasts of western Scandinavia were plundered by Curonians and Oeselians from the eastern coast of the Baltic Sea. In the 13th and 14th century, pirates threatened the Hanseatic routes and nearly brought sea trade to the brink of extinction. The Victual Brothers of Gotland were a companionship of privateers who later turned to piracy as the Likedeelers. They were especially noted for their leaders Klaus Störtebeker and Gödeke Michels. Until about 1440, maritime trade in both the North Sea, the Baltic Sea and the Gulf of Bothnia was seriously in danger of attack by the pirates.
H. Thomas Milhorn mentions a certain Englishman named William Maurice, convicted of piracy in 1241, as the first person known to have been hanged, drawn and quartered,[21] which would indicate that the then-ruling King Henry III took an especially severe view of this crime.
The ushkuiniks were Novgorodian pirates who looted the cities on the Volga and Kama Rivers in the 14th century.
"Cossacks of Azov fighting a Turk ship" by Grigory Gagarin
As early as Byzantine times, the Maniots (one of Greece's toughest populations) were known as pirates. The Maniots considered piracy as a legitimate response to the fact that their land was poor and it became their main source of income. The main victims of Maniot pirates were the Ottomans but the Maniots also targeted ships of European countries.
Zaporizhian Sich was a pirate republic in Europe from the 16th through to the 18th century. Situated in Cossack territory in the remote steppe of Eastern Europe, it was populated with Ukrainian peasants that had run away from their feudal masters, outlaws, destitute gentry, run-away slaves from Turkish galleys, etc. The remoteness of the place and the rapids at the Dnieper river effectively guarded the place from invasions of vengeful powers. The main target of the inhabitants of Zaporizhian Sich who called themselves "Cossacks" were rich settlements at the Black Sea shores of Ottoman Empire and Crimean Khanate.[citation needed] By 1615 and 1625, Zaporozhian Cossacks had even managed to raze townships on the outskirts of Istanbul, forcing the Ottoman Sultan to flee his palace.[citation needed] Don Cossacks under Stenka Razin even ravaged the Persian coasts.[22][unreliable source?]
Mediterranean corsairs
See also: Barbary pirates and Albanian piracy
French ship under attack by Barbary pirates, ca. 1615
Though less famous and romanticized than Atlantic or Caribbean pirates, corsairs in the Mediterranean equaled or outnumbered the former at any given point in history.[23] Mediterranean piracy was conducted almost entirely with galleys until the mid-17th century, when they were gradually replaced with highly maneuverable sailing vessels such as xebecs and brigantines. They were, however, of a smaller type than battle galleys, often referred to as galiots or fustas.[24] Pirate galleys were small, nimble, lightly armed, but often heavily manned in order to overwhelm the often minimal crews of merchant ships. In general, pirate craft were extremely difficult for patrolling craft to actually hunt down and capture. Anne Hilarion de Tourville, a French admiral of the 17th century, believed that the only way to run down raiders from the infamous corsair Moroccan port of Salé was by using a captured pirate vessel of the same type.[25] Using oared vessels to combat pirates was common, and was even practiced by the major powers in the Caribbean. Purpose-built galleys (or hybrid sailing vessels) were built by the English in Jamaica in 1683[26] and by the Spanish in the late 16th century.[27] Specially-built sailing frigates with oar-ports on the lower decks, like the James Galley and Charles Galley, and oar-equipped sloops proved highly useful for pirate hunting, though they were not built in sufficient numbers to check piracy until the 1720s.[28]
The expansion of Muslim power through the Ottoman conquest of large parts of the eastern Mediterranean in the 15th and 16th century resulted in extensive piracy on sea trading. The so-called Barbary pirates began to operate out of North African ports in Algiers, Tunis, Tripoli, Morocco around 1500, preying primarily on the shipping of Christian powers, including massive slave raids at sea as well as on land. The Barbary pirates were nominally under Ottoman suzerainty, but had considerable independence to prey on the enemies of Islam. The Muslim corsairs were technically often privateers with support from legitimate, though highly belligerent, states. They considered themselves as holy Muslim warriors, or ghazis,[29] carrying on the tradition of fighting the incursion of Western Christians that had begun with the First Crusade late in the 11th century.[30]
The Bombardment of Algiers by the Anglo-Dutch fleet in 1816 to support the ultimatum to release European slaves
Coastal villages and towns of Italy, Spain and islands in the Mediterranean were frequently attacked by Muslim corsairs and long stretches of the Italian and Spanish coasts were almost completely abandoned by their inhabitants; after 1600 the Barbary corsairs occasionally entered the Atlantic and struck as far north as Iceland. According to Robert Davis between 1 million and 1.25 million Europeans were captured by Barbary corsairs and sold as slaves in North Africa and the Ottoman Empire between the 16th and 19th centuries. The most famous corsairs were the Ottoman Albanian Hayreddin and his older brother Oruç Reis (Redbeard), Turgut Reis (known as Dragut in the West), Kurtoglu (known as Curtogoli in the West), Kemal Reis, Salih Reis and Koca Murat Reis. A few Barbary corsairs, such as the Dutch Jan Janszoon and the English John Ward (Muslim name Yusuf Reis), were renegade European privateers who had converted to Islam.[31][32]
The Barbary pirates had a direct Christian counterpart in the military order of the Knights of Saint John that operated out first out of Rhodes and after 1530 Malta), though they were less numerous and took fewer slaves. Both sides waged war against the respective enemies of their faith, and both used galleys as their primary weapons. Both sides also used captured or bought galley slaves to man the oars of their ships; the Muslims relying mostly on captured Christians, the Christians using a mix of Muslim slaves, Christian convicts and a small contingency of buonavoglie, free men who out of desperation or poverty had taken to rowing.[30]
Historian Peter Earle has described the two sides of the Christian-Muslim Mediterranean conflict as "mirror image[s] of maritime predation, two businesslike fleets of plunderers set against each other".[33] This conflict of faith in the form of privateering, piracy and slave raiding generated a complex system that was upheld/financed/operated on the trade in plunder and slaves that was generated from a low-intensive conflict, as well as the need for protection from violence. The system has been described as a "massive, multinational protection racket",[34] the Christian side of which was not ended until 1798 in the Napoleonic Wars. The Barbary corsairs were finally quelled as late as the 1830s, effectively ending the last vestiges of counter-crusading jihad.[35]
Piracy off the Barbary coast was often assisted by competition among European powers in the 17th century. France encouraged the corsairs against Spain, and later Britain and Holland supported them against France. However, by the second half of the 17th century the greater European naval powers began to initiate reprisals to intimidate the Barbary States into making peace with them. The most successful of the Christian states in dealing with the corsair threat was England.[citation needed] From the 1630s onwards England had signed peace treaties with the Barbary States on various occasions, but invariably breaches of these agreements led to renewed wars. A particular bone of contention was the tendency of foreign ships to pose as English to avoid attack. However, growing English naval power and increasingly persistent operations against the corsairs proved increasingly costly for the Barbary States. During the reign of Charles II a series of English expeditions won victories over raiding squadrons and mounted attacks on their home ports which permanently ended the Barbary threat to English shipping. In 1675 a bombardment from a Royal Navy squadron led by Sir John Narborough and further defeats at the hands of a squadron under Arthur Herbert negotiated a lasting peace (until 1816) with Tunis and Tripoli.[citation needed]
France, which had recently emerged as a leading naval power, achieved comparable success soon afterwards, with bombardments of Algiers in 1682, 1683 and 1688 securing a lasting peace, while Tripoli was similarly coerced in 1686. In 1783 and 1784 the Spaniards also bombarded Algiers in an effort to stem the piracy. The second time, Admiral Barceló damaged the city so severely that the Algerian Dey asked Spain to negotiate a peace treaty and from then on Spanish vessels and coasts were safe for several years.
Until the American Declaration of Independence in 1776, British treaties with the North African states protected American ships from the Barbary corsairs. Morocco, which in 1777 was the first independent nation to publicly recognize the United States, became in 1784 the first Barbary power to seize an American vessel after independence. While the United States managed to secure peace treaties, these obliged it to pay tribute for protection from attack. Payments in ransom and tribute to the Barbary states amounted to 20% of United States government annual expenditures in 1800,[36] leading to the Barbary Wars that ended the payment of tribute. However, Algiers broke the 1805 peace treaty after only two years, and subsequently refused to implement the 1815 treaty until compelled to do so by Britain in 1816.
In 1815, the sacking of Palma on the island of Sardinia by a Tunisian squadron, which carried off 158 inhabitants, roused widespread indignation. Britain had by this time banned the slave trade and was seeking to induce other countries to do likewise. This led to complaints from states which were still vulnerable to the corsairs that Britain's enthusiasm for ending the trade in African slaves did not extend to stopping the enslavement of Europeans and Americans by the Barbary States.
U.S. naval officer Stephen Decatur boarding a Tripolitan gunboat during the First Barbary War, 1804
In order to neutralise this objection and further the anti-slavery campaign, in 1816 Lord Exmouth was sent to secure new concessions from Tripoli, Tunis, and Algiers, including a pledge to treat Christian captives in any future conflict as prisoners of war rather than slaves and the imposition of peace between Algiers and the kingdoms of Sardinia and Sicily. On his first visit he negotiated satisfactory treaties and sailed for home. While he was negotiating, a number of Sardinian fishermen who had settled at Bona on the Tunisian coast were brutally treated without his knowledge. As Sardinians they were technically under British protection and the government sent Exmouth back to secure reparation. On August 17, in combination with a Dutch squadron under Admiral Van de Capellen, he bombarded Algiers.[37] Both Algiers and Tunis made fresh concessions as a result.
However, securing uniform compliance with a total prohibition of slave-raiding, which was traditionally of central importance to the North African economy, presented difficulties beyond those faced in ending attacks on ships of individual nations, which had left slavers able to continue their accustomed way of life by preying on less well-protected peoples. Algiers subsequently renewed its slave-raiding, though on a smaller scale. Measures to be taken against the city's government were discussed at the Congress of Aix-la-Chapelle in 1818. In 1820 another British fleet under Admiral Sir Harry Neal again bombarded Algiers. Corsair activity based in Algiers did not entirely cease until its conquest by France in 1830.[37]
Southeast Asia
See also: Slavery in Sultanates of Southeast Asia, Piracy in the Sulu Sea, and Spanish expedition to Balanguingui
A 19th-century illustration of an Iranun pirate
In thalassocratic Austronesian cultures go in Island Southeast Asia, maritime raids for slaves and resources against rival polities have ancient origins. It was associated with prestige and prowess and often recorded in tattoos. Reciprocal raiding traditions were recorded by early European cultures as being prevalent throughout Island Southeast Asia.[38][39][40][41][42]
Piracy off the Barbary coast was often assisted by competition among European powers in the 17th century. France encouraged the corsairs against Spain, and later Britain and Holland supported them against France. However, by the second half of the 17th century the greater European naval powers began to initiate reprisals to intimidate the Barbary States into making peace with them. The most successful of the Christian states in dealing with the corsair threat was England.[citation needed] From the 1630s onwards England had signed peace treaties with the Barbary States on various occasions, but invariably breaches of these agreements led to renewed wars. A particular bone of contention was the tendency of foreign ships to pose as English to avoid attack. However, growing English naval power and increasingly persistent operations against the corsairs proved increasingly costly for the Barbary States. During the reign of Charles II a series of English expeditions won victories over raiding squadrons and mounted attacks on their home ports which permanently ended the Barbary threat to English shipping. In 1675 a bombardment from a Royal Navy squadron led by Sir John Narborough and further defeats at the hands of a squadron under Arthur Herbert negotiated a lasting peace (until 1816) with Tunis and Tripoli.[citation needed]
France, which had recently emerged as a leading naval power, achieved comparable success soon afterwards, with bombardments of Algiers in 1682, 1683 and 1688 securing a lasting peace, while Tripoli was similarly coerced in 1686. In 1783 and 1784 the Spaniards also bombarded Algiers in an effort to stem the piracy. The second time, Admiral Barceló damaged the city so severely that the Algerian Dey asked Spain to negotiate a peace treaty and from then on Spanish vessels and coasts were safe for several years.
Until the American Declaration of Independence in 1776, British treaties with the North African states protected American ships from the Barbary corsairs. Morocco, which in 1777 was the first independent nation to publicly recognize the United States, became in 1784 the first Barbary power to seize an American vessel after independence. While the United States managed to secure peace treaties, these obliged it to pay tribute for protection from attack. Payments in ransom and tribute to the Barbary states amounted to 20% of United States government annual expenditures in 1800,[36] leading to the Barbary Wars that ended the payment of tribute. However, Algiers broke the 1805 peace treaty after only two years, and subsequently refused to implement the 1815 treaty until compelled to do so by Britain in 1816.
In 1815, the sacking of Palma on the island of Sardinia by a Tunisian squadron, which carried off 158 inhabitants, roused widespread indignation. Britain had by this time banned the slave trade and was seeking to induce other countries to do likewise. This led to complaints from states which were still vulnerable to the corsairs that Britain's enthusiasm for ending the trade in African slaves did not extend to stopping the enslavement of Europeans and Americans by the Barbary States.
U.S. naval officer Stephen Decatur boarding a Tripolitan gunboat during the First Barbary War, 1804
In order to neutralise this objection and further the anti-slavery campaign, in 1816 Lord Exmouth was sent to secure new concessions from Tripoli, Tunis, and Algiers, including a pledge to treat Christian captives in any future conflict as prisoners of war rather than slaves and the imposition of peace between Algiers and the kingdoms of Sardinia and Sicily. On his first visit he negotiated satisfactory treaties and sailed for home. While he was negotiating, a number of Sardinian fishermen who had settled at Bona on the Tunisian coast were brutally treated without his knowledge. As Sardinians they were technically under British protection and the government sent Exmouth back to secure reparation. On August 17, in combination with a Dutch squadron under Admiral Van de Capellen, he bombarded Algiers.[37] Both Algiers and Tunis made fresh concessions as a result.
However, securing uniform compliance with a total prohibition of slave-raiding, which was traditionally of central importance to the North African economy, presented difficulties beyond those faced in ending attacks on ships of individual nations, which had left slavers able to continue their accustomed way of life by preying on less well-protected peoples. Algiers subsequently renewed its slave-raiding, though on a smaller scale. Measures to be taken against the city's government were discussed at the Congress of Aix-la-Chapelle in 1818. In 1820 another British fleet under Admiral Sir Harry Neal again bombarded Algiers. Corsair activity based in Algiers did not entirely cease until its conquest by France in 1830.[37]
Southeast Asia
See also: Slavery in Sultanates of Southeast Asia, Piracy in the Sulu Sea, and Spanish expedition to Balanguingui
A 19th-century illustration of an Iranun pirate
In thalassocratic Austronesian cultures in Island Southeast Asia, maritime raids for slaves and resources against rival polities have ancient origins. It was associated with prestige and prowess and often recorded in tattoos. Reciprocal raiding traditions were recorded by early European cultures as being prevalent throughout Island Southeast Asia.[38][39][40][41][42]
Iban war prahu in Skerang river
1890 illustration by Rafael Monleón of a late 18th-century Iranun lanong warship. The Malay word for "pirate", lanun, originates from an exonym of the Iranun people
Double-barrelled lantaka cannons, kalasag shields, armor, and various swords (including kalis, panabas, and kampilan) used by Moro pirates in the Philippines (c. 1900)
With the advent of the Islam and the colonial era, slaves became a valuable resource for trading with European, Arab, and Chinese slavers, and the volume of piracy and slave raids increased significantly.[42] Numerous native peoples engaged in sea raiding, they include the Iranun and Balanguingui slavers of Sulu, the Iban headhunters of Borneo, the Bugis sailors of South Sulawesi, and the Malays of western Southeast Asia. Piracy was also practiced by foreign seafarers on a smaller scale, including Chinese, Japanese, and European traders, renegades, and outlaws.[40] The volume of piracy and raids were often dependent on the ebb and flow of trade and monsoons, with pirate season (known colloquially as the "Pirate Wind") starting from August to September.[39]
Slave raids was particularly economically important to the Muslim Sultanates in the Sulu Sea: the Sultanate of Sulu, the Sultanate of Maguindanao, and the Confederation of Sultanates in Lanao (the modern Moro people). It is estimated that from 1770 to 1870, around 200,000 to 300,000 people were enslaved by Iranun and Banguingui slavers.[38][39] David P. Forsythe put the estimate much higher, at around 2 million slaves captured within the first two centuries of Spanish rule of the Philippines after 1565.[43]
Spanish warships bombarding the Moro Pirates of the southern Philippines in 1848
These slaves were taken from piracy on passing ships as well as coastal raids on settlements as far as the Malacca Strait, Java, the southern coast of China and the islands beyond the Makassar Strait. Most of the slaves were Tagalogs, Visayans, and "Malays" (including Bugis, Mandarese, Iban, and Makassar). There were also occasional European and Chinese captives who were usually ransomed off through Tausug intermediaries of the Sulu Sultanate. Slaves were the primary indicators of wealth and status, and they were the source of labor for the farms, fisheries, and workshops of the sultanates. While personal slaves were rarely sold, they trafficked extensively in slaves purchased from the Iranun and Banguingui slave markets. By the 1850s, slaves constituted 50% or more of the population of the Sulu archipelago.[38][40][39]
The scale was so massive that the word for "pirate" in Malay became lanun, an exonym of the Iranun people. The economy of the Sulu sultanates was largely run by slaves and the slave trade. Male captives of the Iranun and the Banguingui were treated brutally, even fellow Muslim captives were not spared. They were usually forced to serve as galley slaves on the lanong and garay warships of their captors. Female captives, however, were usually treated better. There were no recorded accounts of rapes, though some were starved for discipline. Within a year of capture, most of the captives of the Iranun and Banguingui would be bartered off in Jolo usually for rice, opium, bolts of cloth, iron bars, brassware, and weapons. The buyers were usually Tausug datu from the Sultanate of Sulu who had preferential treatment, but buyers also included European (Dutch and Portuguese) and Chinese traders as well as Visayan pirates (renegados).[39]
British forces engaging Iranun pirates off Sarawak in 1843
Spanish authorities and native Christian Filipinos responded to the Moro slave raids by building watchtowers and forts across the Philippine archipelago. Many of which are still standing today. Some provincial capitals were also moved further inland. Major command posts were built in Manila, Cavite, Cebu, Iloilo, Zamboanga, and Iligan. Defending ships were also built by local communities, especially in the Visayas Islands, including the construction of war "barangayanes" (balangay) that were faster than the Moro raiders and could give chase. As resistance against raiders increased, Lanong warships of the Iranun were eventually replaced by the smaller and faster garay warships of the Banguingui in the early 19th century. The Moro raids were eventually subdued by several major naval expeditions by the Spanish and local forces from 1848 to 1891, including retaliatory bombardment and capture of Moro settlements. By this time, the Spanish had also acquired steam gunboats (vapor), which could easily overtake and destroy the native Moro warships.[38][44][45]
Aside from the Iranun and Banguingui pirates, other polities were also associated with maritime raiding. The Bugis sailors of South Sulawesi were infamous as pirates who used to range as far west as Singapore and as far north as the Philippines in search of targets for piracy.[46] The Orang laut pirates controlled shipping in the Straits of Malacca and the waters around Singapore,[47] and the Malay and Sea Dayak pirates preyed on maritime shipping in the waters between Singapore and Hong Kong from their haven in Borneo.[48]
East Asia
In East Asia by the ninth century, populations centered mostly around merchant activities in coastal Shandong and Jiangsu provinces. Wealthy benefactors, including Jang Bogo established Silla Buddhist temples in the region. Jang Bogo had become incensed at the treatment of his fellow countrymen, who in the unstable milieu of late Tang often fell victim to coastal pirates or inland bandits. After returning to Silla around 825, and in possession of a formidable private fleet headquartered at Cheonghae (Wando), Jang Bogo petitioned the Silla king Heungdeok (r. 826–836) to establish a permanent maritime garrison to protect Silla merchant activities in the Yellow Sea. Heungdeok agreed and in 828 formally established the Cheonghae (淸海, "clear sea") Garrison(청해진) at what is today Wando island off Korea's South Jeolla province. Heungdeok gave Jang an army of 10,000 men to establish and man the defensive works. The remnants of Cheonghae Garrison can still be seen on Jang islet just off Wando's southern coast. Jang's force, though nominally bequeathed by the Silla king, was effectively under his own control. Jang became arbiter of Yellow Sea commerce and navigation.[49]
From the 13th century, Wokou based in Japan made their debut in East Asia, initiating invasions that would persist for 300 years. The wokou raids peaked in the 1550s, but by then the wokou were mostly Chinese smugglers who reacted strongly against the Ming dynasty's strict prohibition on private sea trade.
Sixteenth century Japanese pirate raids
During the Qing period, Chinese pirate fleets grew increasingly large. The effects large-scale piracy had on the Chinese economy were immense. They preyed voraciously on China's junk trade, which flourished in Fujian and Guangdong and was a vital artery of Chinese commerce. Pirate fleets exercised hegemony over villages on the coast, collecting revenue by exacting tribute and running extortion rackets. In 1802, the menacing Zheng Yi inherited the fleet of his cousin, captain Zheng Qi, whose death provided Zheng Yi with considerably more influence in the world of piracy. Zheng Yi and his wife, Zheng Yi Sao (who would eventually inherit the leadership of his pirate confederacy) then formed a pirate coalition that, by 1804, consisted of over ten thousand men. Their military might alone was sufficient to combat the Qing navy. However, a combination of famine, Qing naval opposition, and internal rifts crippled piracy in China around the 1820s, and it has never again reached the same status.
In the 1840s and 1850s, United States Navy and Royal Navy forces campaigned together against Chinese pirates. Major battles were fought such as those at Ty-ho Bay and the Tonkin River though pirate junks continued operating off China for years more. However, some British and American individual citizens also volunteered to serve with Chinese pirates to fight against European forces. The British offered rewards for the capture of westerners serving with Chinese pirates. During the Second Opium War and the Taiping Rebellion, piratical junks were again destroyed in large numbers by British naval forces but ultimately it wasn't until the 1860s and 1870s that fleets of pirate junks ceased to exist.
Four Chinese pirates who were hanged in Hong Kong in 1863
Chinese Pirates also plagued the Tonkin Gulf area.[50][51]
Piracy in the Ming dynasty
Pirates in the Ming era tended to come from populations on the geographic periphery of the state.[52] They were recruited largely from the lower classes of society, including poor fishermen, and many were fleeing from obligatory labor on state-building projects organized by the dynasty. These lower-class men, and sometimes women, may have fled taxation or conscription by the state in the search of better opportunities and wealth, and willingly joined local pirate bands.[53][54] These local, lower class individuals seem to have felt unrepresented, and traded the small amount of security afforded them from their allegiance to the state for the promise of a relatively improved existence engaging in smuggling or other illegal trade.
Iban war prahu in Skerang river
1890 illustration by Rafael Monleón of a late 18th-century Iranun lanong warship. The Malay word for "pirate", lanun, originates from an exonym of the Iranun people
Double-barrelled lantaka cannons, kalasag shields, armor, and various swords (including kalis, panabas, and kampilan) used by Moro pirates in the Philippines (c. 1900)
With the advent of the Islam and the colonial era, slaves became a valuable resource for trading with European, Arab, and Chinese slavers, and the volume of piracy and slave raids increased significantly.[42] Numerous native peoples engaged in sea raiding, they include the Iranun and Balanguingui slavers of Sulu, the Iban headhunters of Borneo, the Bugis sailors of South Sulawesi, and the Malays of western Southeast Asia. Piracy was also practiced by foreign seafarers on a smaller scale, including Chinese, Japanese, and European traders, renegades, and outlaws.[40] The volume of piracy and raids were often dependent on the ebb and flow of trade and monsoons, with pirate season (known colloquially as the "Pirate Wind") starting from August to September.[39]
Slave raids was particularly economically important to the Muslim Sultanates in the Sulu Sea: the Sultanate of Sulu, the Sultanate of Maguindanao, and the Confederation of Sultanates in Lanao (the modern Moro people). It is estimated that from 1770 to 1870, around 200,000 to 300,000 people were enslaved by Iranun and Banguingui slavers.[38][39] David P. Forsythe put the estimate much higher, at around 2 million slaves captured within the first two centuries of Spanish rule of the Philippines after 1565.[43]
Spanish warships bombarding the Moro Pirates of the southern Philippines in 1848
These slaves were taken from piracy on passing ships as well as coastal raids on settlements as far as the Malacca Strait, Java, the southern coast of China and the islands beyond the Makassar Strait. Most of the slaves were Tagalogs, Visayans, and "Malays" (including Bugis, Mandarese, Iban, and Makassar). There were also occasional European and Chinese captives who were usually ransomed off through Tausug intermediaries of the Sulu Sultanate. Slaves were the primary indicators of wealth and status, and they were the source of labor for the farms, fisheries, and workshops of the sultanates. While personal slaves were rarely sold, they trafficked extensively in slaves purchased from the Iranun and Banguingui slave markets. By the 1850s, slaves constituted 50% or more of the population of the Sulu archipelago.[38][40][39]
The scale was so massive that the word for "pirate" in Malay became lanun, an exonym of the Iranun people. The economy of the Sulu sultanates was largely run by slaves and the slave trade. Male captives of the Iranun and the Banguingui were treated brutally, even fellow Muslim captives were not spared. They were usually forced to serve as galley slaves on the lanong and garay warships of their captors. Female captives, however, were usually treated better. There were no recorded accounts of rapes, though some were starved for discipline. Within a year of capture, most of the captives of the Iranun and Banguingui would be bartered off in Jolo usually for rice, opium, bolts of cloth, iron bars, brassware, and weapons. The buyers were usually Tausug datu from the Sultanate of Sulu who had preferential treatment, but buyers also included European (Dutch and Portuguese) and Chinese traders as well as Visayan pirates (renegados).[39]
British forces engaging Iranun pirates off Sarawak in 1843
Spanish authorities and native Christian Filipinos responded to the Moro slave raids by building watchtowers and forts across the Philippine archipelago. Many of which are still standing today. Some provincial capitals were also moved further inland. Major command posts were built in Manila, Cavite, Cebu, Iloilo, Zamboanga, and Iligan. Defending ships were also built by local communities, especially in the Visayas Islands, including the construction of war "barangayanes" (balangay) that were faster than the Moro raiders and could give chase. As resistance against raiders increased, Lanong warships of the Iranun were eventually replaced by the smaller and faster garay warships of the Banguingui in the early 19th century. The Moro raids were eventually subdued by several major naval expeditions by the Spanish and local forces from 1848 to 1891, including retaliatory bombardment and capture of Moro settlements. By this time, the Spanish had also acquired steam gunboats (vapor), which could easily overtake and destroy the native Moro warships.[38][44][45]
Aside from the Iranun and Banguingui pirates, other polities were also associated with maritime raiding. The Bugis sailors of South Sulawesi were infamous as pirates who used to range as far west as Singapore and as far north as the Philippines in search of targets for piracy.[46] The Orang laut pirates controlled shipping in the Straits of Malacca and the waters around Singapore,[47] and the Malay and Sea Dayak pirates preyed on maritime shipping in the waters between Singapore and Hong Kong from their haven in Borneo.[48]
East Asia
In East Asia by the ninth century, populations centered mostly around merchant activities in coastal Shandong and Jiangsu provinces. Wealthy benefactors, including Jang Bogo established Silla Buddhist temples in the region. Jang Bogo had become incensed at the treatment of his fellow countrymen, who in the unstable milieu of late Tang often fell victim to coastal pirates or inland bandits. After returning to Silla around 825, and in possession of a formidable private fleet headquartered at Cheonghae (Wando), Jang Bogo petitioned the Silla king Heungdeok (r. 826–836) to establish a permanent maritime garrison to protect Silla merchant activities in the Yellow Sea. Heungdeok agreed and in 828 formally established the Cheonghae (淸海, "clear sea") Garrison(청해진) at what is today Wando island off Korea's South Jeolla province. Heungdeok gave Jang an army of 10,000 men to establish and man the defensive works. The remnants of Cheonghae Garrison can still be seen on Jang islet just off Wando's southern coast. Jang's force, though nominally bequeathed by the Silla king, was effectively under his own control. Jang became arbiter of Yellow Sea commerce and navigation.[49]
From the 13th century, Wokou based in Japan made their debut in East Asia, initiating invasions that would persist for 300 years. The wokou raids peaked in the 1550s, but by then the wokou were mostly Chinese smugglers who reacted strongly against the Ming dynasty's strict prohibition on private sea trade.
Sixteenth century Japanese pirate raids
During the Qing period, Chinese pirate fleets grew increasingly large. The effects large-scale piracy had on the Chinese economy were immense. They preyed voraciously on China's junk trade, which flourished in Fujian and Guangdong and was a vital artery of Chinese commerce. Pirate fleets exercised hegemony over villages on the coast, collecting revenue by exacting tribute and running extortion rackets. In 1802, the menacing Zheng Yi inherited the fleet of his cousin, captain Zheng Qi, whose death provided Zheng Yi with considerably more influence in the world of piracy. Zheng Yi and his wife, Zheng Yi Sao (who would eventually inherit the leadership of his pirate confederacy) then formed a pirate coalition that, by 1804, consisted of over ten thousand men. Their military might alone was sufficient to combat the Qing navy. However, a combination of famine, Qing naval opposition, and internal rifts crippled piracy in China around the 1820s, and it has never again reached the same status.
In the 1840s and 1850s, United States Navy and Royal Navy forces campaigned together against Chinese pirates. Major battles were fought such as those at Ty-ho Bay and the Tonkin River though pirate junks continued operating off China for years more. However, some British and American individual citizens also volunteered to serve with Chinese pirates to fight against European forces. The British offered rewards for the capture of westerners serving with Chinese pirates. During the Second Opium War and the Taiping Rebellion, piratical junks were again destroyed in large numbers by British naval forces but ultimately it wasn't until the 1860s and 1870s that fleets of pirate junks ceased to exist.
Four Chinese pirates who were hanged in Hong Kong in 1863
Chinese Pirates also plagued the Tonkin Gulf area.[50][51]
Piracy in the Ming dynasty
Pirates in the Ming era tended to come from populations on the geographic periphery of the state.[52] They were recruited largely from the lower classes of society, including poor fishermen, and many were fleeing from obligatory labor on state-building projects organized by the dynasty. These lower-class men, and sometimes women, may have fled taxation or conscription by the state in the search of better opportunities and wealth, and willingly joined local pirate bands.[53][54] These local, lower class individuals seem to have felt unrepresented, and traded the small amount of security afforded them from their allegiance to the state for the promise of a relatively improved existence engaging in smuggling or other illegal trade.