arms inclined slightly seawards, enclosing an area of 220 acres and
leaving a central entrance, 550 ft. wide, facing the Indian Ocean in
a depth of about 8 fathoms. The great drift, however, of sand along
the coast from south to north soon produced an advance of the shore
against the outside of the south breakwater, and erosion beyond
the north breakwater; and the progression of the foreshore has
extended so far seawards as to produce shoaling at the entrance.
Accordingly, the closing of the entrance, and the formation of a new
entrance through the outer part of the main north breakwater,
facing north and sheltered
by an arm starting from the
angle of the northern return
arm and running north
parallel to the shore, round
the end of which vessels
would turn to enter, have
been recommended, to provide
a deep entrance beyond
the influence of the advancing
foreshore.
 |
| Fig. 6.—Sunderland Harbour. |
Proposals have been made from time to time to evade this advance of the foreshore against a solid obstacle, by extending an open viaduct across the zone of littoral drift, and forming a closed harbour, or a sheltering breakwater against which vessels can lie, beyond the influence of accretion. This principle was carried out on a large scale at the port of call and sheltering breakwater constructed in front of the entrance to the Bruges ship-canal, at Zeebrugge on the sandy North Sea coast, where a solid breakwater, provided with a wide quay furnished with sidings and sheds, and curving round so as to overlap thoroughly the entrance to the canal and shelter a certain water-area, is approached by an open metal viaduct extending out 1007 ft. from low water into a depth of 20 ft. (fig. 7). It is hoped that by thus avoiding interference with the littoral drift close to the shore, coming mainly from the west, the accumulation of silt to the west of the harbour, and also in the harbour itself, will be prevented; and though it appears probable that some accretion will occur within the area sheltered by the breakwater, it will to some extent be disturbed by the wash of the steamers approaching and leaving the quays, and can readily be removed under shelter by dredging.
 |
| Fig. 7.—Zeebrugge Harbour. |
Entrances to Harbours.—Though captains of vessels always wish for wide entrances to harbours as affording greater facility of safe access, it is important to keep the width as narrow as practicable, consistent with easy access, to exclude waves and swell as much as possible and secure tranquillity inside. At Madras, the width of 550 ft. proved excessive for the great exposure of the entrance, and moderate size of the harbour, which does not allow of the adequate expansion of the entering swell. Where an adequately easy and safe approach can be secured, it is advantageous to make the entrance face a somewhat sheltered quarter by the overlapping of the end of one of the breakwaters, as accomplished at Bilbao and Genoa harbours (fig. 3), and at the southern entrance to Dover harbour. Occasionally, owing to the comparative shelter afforded by a bend in the adjacent coast-line, a very wide entrance can be left between a breakwater and the shore; typical examples are furnished by the former open northern entrance to Portland harbour, now closed against torpedoes, and the wide entrances at Holyhead and Zeebrugge (fig. 7). With a large harbour and the adoption of a detached breakwater, it is possible to gain the advantage of two entrances facing different quarters, as effected at Dover and Colombo, which enables vessels to select their entrance according to the state of the wind and weather; where there is a large tidal rise they reduce the current through the entrances, and they may, under favourable conditions, create a circulation of the water in the harbour, tending to check the deposit of silt. (L. F. V.-H.)
HARBURG, a seaport town of Germany, in the Prussian
province of Hanover, on the left bank of the southern arm of
the Elbe, 6 m. by rail S. of Hamburg. Pop. (1885), 26,320;
(1905)—the area of the town having been increased since 1895—55,676.
It is pleasantly situated at the foot of a lofty range of
hills, which here dip down to the river, at the junction of the
main lines of railway from Bremen and Hanover to Hamburg,
which are carried to the latter city over two grand bridges
crossing the southern and the northern arms of the Elbe. It
possesses a Roman Catholic and two Protestant churches,
a palace, which from 1524 to 1642 was the residence of the
Harburg line of the house of Brunswick, a high-grade modern
school, a commercial school and a theatre. The leading industries
are the crushing of palm-kernels and linseed and the manufacture
of india-rubber, phosphates, starch, nitrate and jute. Machines
are manufactured here; beer is brewed, and shipbuilding is
carried on. The port is accessible to vessels drawing 18 ft. of
water, and, despite its proximity to Hamburg, its trade has of
late years shown a remarkable development. It is the chief
mart in the empire for resin and palm-oil. The Prussian government
proposes establishing here a free port, on the lines of the
Freihafen in Hamburg.
Harburg belonged originally to the bishopric of Bremen, and received municipal rights in 1297. In 1376 it was united to the principality of Lüneburg, along with which it fell in 1705 to Hanover, and in 1806 to Prussia. In 1813 and 1814 it suffered considerably from the French, who then held Hamburg, and who built a bridge between the two towns, which remained standing till 1816.
See Ludewig, Geschichte des Schlosses und der Stadt Harburg (Harburg, 1845); and Hoffmeyer, Harburg und die nächste Umgegend (1885).
HARCOURT, a village in Normandy, now a commune in the
department of Eure, arrondissement of Bernay and canton of
Brionne, which gives its name to a noble family distinguished
in French history, a branch of which was early established in
England. Of the lords of Harcourt, whose genealogy can be
traced back to the 11th century, the first to distinguish himself
was Jean II. (d. 1302) who was marshal and admiral of France.
Godefroi d’Harcourt, seigneur of Saint Sauveur le Vicomte,
surnamed “Le boiteux” (the lame), was a marshal in the English
army and was killed near Coutances in 1356. The fief of Harcourt
was raised to the rank of a countship by Philip of Valois, in favour
of Jean IV., who was killed at the battle of Creçy (1346). His
son, Jean V. (d. 1355) married Blanche, heiress of Jean II.,
count of Aumale, and the countship of Harcourt passed with
that of Aumale until, in 1424, Jean VIII., count of Aumale and
Mortain and lieutenant-general of Normandy, was killed at the
battle of Verneuil, and with him the elder branch became extinct
in the male line. The heiress, Marie, by her marriage with
Anthony of Lorraine, count of Vaudémont, brought the countship
of Harcourt into the house of Lorraine. The title of count of
Harcourt was borne by several princes of this house. The most
famous instance was Henry of Lorraine, count of Harcourt,
Brionne, and Armagnac, and nicknamed “Cadet la perle” (1601–1666).
He distinguished himself in several campaigns against
Spain, and later played an active part in the civil wars of the
Fronde. He took the side of the princes, and fought against the
