HARAIt 



HAUJJOUR 



551 



( I'Hit *.). The real founder of the family won, 

 however, Alln-n, who is mentioned in tlie annals 

 nut MI' llapsluirg in 1133. He was ii|>|>in;-.l 

 landgrave of Upper Alsace, lord of the Zurich 

 hundred, and .Mi/erain of various ablteys by the 

 Kmiieror Frederick I. Under him and his son, 

 Rudolf I., the family became one of the most 

 piiMi-rfnl iu Swahiu, including under their rule the 

 ti-nitoiies of the bishops of Constance, Strasburg, 

 I, Coire, Lausanne, and those of the abbot of 

 ..ill, with sumo temporal fiefs. After Rudolf's 

 death in rj.'J'J, his sons, Albert IV. and Rudolf II., 

 di\ided thi-ir father's possessions Rudolf becom- 

 ing the founder of the Hapsburg-Lautfenburg line. 

 This line again divided into two branches, which 

 beeatne extinct in 1408 and 1415 respectively. 

 Albert IV. laid the foundation of the future great- 

 M>^- of tin- House of Hapsburg. His eldest son, 

 Kudnlf III. (Rudolf I. of Austria), who succeeded 

 him, and who was subsequently (1273) elected 

 I'lnjieror, by appropriating the provinces which he 

 had wrested from Ottocarof Bohemia viz. Upper 

 and Lower Austria, Styria, and Carniola greatly 

 increased the power of his family. To the family s 

 territories were added in 1336 Carinthia, and in 

 1 .'ill the Tyrol. On the death of Rudolf IV. ( 1365 ) 

 the house divided into the Austrian and Styrian 

 brandies ; but the former became extinct in 1457, 

 whilst the latter have worn the imperial crown 

 .almost uninterruptedly down to the present time 

 (see AUSTRIA, GERMANY, and SPAIN). Mean- 

 while the original family possessions were gradually 

 .absorbed by the Swiss confederated cantons ( 1386- 

 1-474). In 1881 the Austrians proposed to purchase 

 the castle of Hapsburg and give it as a wedding 

 .gift to the Crown-prince of Austria ; but the people 

 <>! Aargau refused to hear of the sale. Compare 

 Prince Lichnowski, Geschichte des Hauses Habsourg 

 ( 1S,'{~); also Coxe's House of Austria (1807). 



llarar. a city of Africa, in the country of the 

 Gallas, about 200 miles WSW. of Berbera, stands 

 on the slopes of the mountains which surround it, 

 Mount Hakim on the west rising to 8400 feet. It 

 i> fenced with a low wall and forts, the wall 

 being pierced by five gates. The streets are 

 simply water-channels crossing the uneven sur- 

 face ; the houses are partly stone edifices, partly 

 huts. In the neighbourhood are fine banana 

 groves and coffee gardens. Formerly the place 

 was a commercial centre of considerable import- 

 ance, but it has now lost a good deal of its trade 

 to Tadjura and Berbera. Coffee, hides, cattle, 

 and a dyestulf called wars, are the principal 

 objects of commerce. The population number 

 about 37,000, of whom two-thirds are females. 

 They include native Harari (nearly one-half), 

 Gallas, Somali, and Abyssinians. The Harari, 

 l hough physically resembling the Abyssinians, 

 differ both in their dress and manners from all 

 their neighbour*, but are rapidly becoming assimi- 

 lated in these respects to 'the Arabs. Their 

 language would seem to belong to the Hamitic 

 division, and is probably a descendant of the 

 Ancient Ge'ez, though Arabic is replacing it for 

 commercial purposes. Harar, which was converted 

 to l.-lam in 1.V2I, was formerly the capital of an 

 Independent state. In 1875 it was conquered by 

 the Egyptian!, who gave it back to its native emir; 

 Italian in 1890-97, it is now British. See Burton's 

 First Footsteps in East Africa (new ed. 1894). 



Harbour, an inlet of the sea, so protected 

 from the winds and waves, whether by natural 

 conformation of the land, or by artificial means, 

 AS to form a secure roadstead for ships. It is with 

 harbours which are wholly or in part artificial that 

 this article deals. 



Harbours may be divided into harbours of refuge 



and those for commercial pur|ioHCH. The latter are 

 often mi-rely tidal i.e. capable of luting entered 

 by vessels only at certain states of the tide, and 

 where the vessel* rise and fall with the tide. The 

 former are roadsteads of good depth, protected by 

 breakwaters, and accessible at all times of tide, 

 where ships may take refuge during storms. The 

 two kinds are sometimes combined, there being 

 the harbour proper, and a capacious protected 

 roadstead outside of it, as at Cherbourg and else- 

 where. 



With the birth of commerce and naval warfare, 

 in the earliest ages of civilisation, arose the neces- 

 sity for artificial harbours. The Phoenicians, the 

 fathers of navigation, soon set to work to protect 

 their scanty strip of Levantine coast. At Tyre 

 two harbours were formed, to the north and to 

 the south of the peninsula on which the city was 



S laced. At Sidon similar but less extensive works 

 >ng testified to the wealth and engineering genius 

 of the Phoenicians. The breakwaters were princi- 

 pally constructed of loose rubble. 



Carthage, in another part of the Mediterranean, 

 also possessed a harbour, in two divisions, formed 

 by moles, and connected with one another by a 

 canal 70 feet wide. On the inner harbour stood 

 the arsenals, with room around them for 220 war- 

 ships. Still keeping to the great inland sea, we 

 come to Greece ; but here nature had provided so 

 many navigable inlets that little remained to be 

 done by man. Nevertheless, some minor works 

 were executed at the Pira-us and elsewhere, chiefly, 

 of course, for warlike purposes. The Romans, find- 

 ing ships necessary to the dominion of the world, 

 set about constructing harbours for them, in 

 their usual solid and workmanlike manner. The 

 coasts of Italy still show how well they under- 

 stood both the principles and the practice of this 

 branch of marine engineering. Below is given 

 a plan of the ancient port of Ostia, at the mouth 

 of the Tiber (now more than two miles inland), 

 one of their finest and most complete under- 

 takings of this nature. A distinguishing feature 



Fig. 1. Ancient Harbour of Ostia. 



of their harbour- making is the open or arched mole. 

 Built with open arches, resting upon stone piers, it 

 gives full play to the tidal and littoral currents, 

 thus preventing the deposit of sand or mud ; but 

 in proportion as this advantage is increased ( by 

 increasing the span of the arches), so also is the 

 agitation, and consequent insecurity, of the water 

 within. The decay of commerce and civilisation, 

 consequent upon tlie fall of the Roman empire, put 

 a stop to harbour-making ; nor could any want of 

 the art be felt until the revival of commerce by 

 the Italian republics of the middle ages. But the 

 rich traffic of Venice and Genoa soon led to the 

 construction of suitable ports at those places ; and 



