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Privateering in general weakened an enemy's economy and its ability to wage war.
63) France and Great Britain sought to end privateering as they could not effectively control the use of privateers by their enemies, i.
accordance with generalized criteria, (76) privateering evolved from an
77) Early on, privateering commissions frequently served fundamentally
By the time of the early republic, privateering relied on a developed legal system provided by the federal government.
Indeed, the consensus among naval historians appears to be that in the late eighteenth and early nineteenth centuries privateering was motivated by its high profitability (Garitee 1977, 48-49; Crowhurst 1989, 1; Starkey 1990, 73, and 1997, 127).
For instance, privateers had to bring captured vessels into friendly ports (those that recognized the privateering license, and not those of an enemy state) for adjudication and eventual remuneration.
In terms of physical maritime capabilities, some naval analysts contend that there were sharp distinctions between warships and privateering vessels, which were basically converted merchant ships.
Such incentives were the key to the privateering system.
Privateering was a high-risk, high-reward profession.
The French crown, Vauban charged, had heretofore been shortsighted in its relationship with the owners (armateurs), captains, and crews of privateering ships, levying unreasonable charges and allowing prize courts to take months to dispose of seizures and distribute the proceeds among the captors.
These private endeavors varied in scale, from locally organized Channel coast chaloupes--"glorified rowing-boats" that carried "a handful of men with a pop-gun or two by way of armament"--to squadrons of half a dozen ships of the line and frigates owned or leased by such wealthy armateurs as Andre, marquis de Nesmond, and Bernard Desjean, baron de Pointis, who sold shares in their privateering ventures to French aristocrats and merchants.