A Treatise On The Principles And Practice Of Harbour Engineering

INTRODUCTORY 5 connecting England with the Continent and with all the commercial products of the civilised world known at that epoch. The Hanseatic League. —The other noteworthy feature was the Hanseatic League. This was an association of German cities inaugurated about the twelfth century, or perhaps earlier (for the real origin of the associa- tion is involved in some obscurity), for the protection and advancement of seaborne commerce generally, and more particularly to foster their own interests therein. The combination grew in importance and became ultimately exceedingly influential, embracing a number of ports in the Netherlands, France, Spain, and Italy, and also London in this country. For a considérable time the League enjoyed such power as to render it well-nigh independent of national Jurisdiction, but gradually, by absorption and suppression, its privileges were curtailed, until they practically disappeared towards the close of the seventeenth century. What now remains of the confederacy is strictly limited to the three German ports of Hamburg, Bremen, and Lubeck. But during the period of its greatest glory and power, it exercised a far-reaching influence in the encouragement and development of trade both by land and sea, and especially in regard to the administration of port dues and charges. These two historical episodes illustrate in a very marked degree the close inter-relationship of national policy and commercial enterprise, and they demonstrate how essential to the prosperity of maritime nations is the maintenance and protection of their seaports. There are few countries in the world which are so unfortunate as to possess no seaboard. What few there are, are insignificant in size and in political importance. It is the definite aim and object of most countries, where possible, to increase the extent of their sea frontage. More than one modern war has been really, if not ostensibly, due to the endeavour of a nationality handicapped by a restricted littoral to attain improved communication with the open sea, or, in some cases, even to gain simply direct access to it. The sea is the great highway of the world, a spacious and practically limitless expanse whereon transport is a process at once simple, economical, and direct. National Interest in Harbours.—Such being the case, the inquiry can scarcely fail to arise: How far is the state responsible for the upkeep and development of its ports? Ought harbours to be under the control and tutelage of the nation, and, if so, what kind of patronage and protection, and how much of it, should the latter accord? Stated in concrete terms, should harbours be kept in a state of efficiency, not merely by means of local resources, but by direct governmental assistance, involving the contributions of inland towns? The question is a complex one, and admits of more than one answer. In so far as a state is a naval power, it has absolute need for shelter and coaling places for its vessels of war. It is, therefore, without auy question, entirely concerned in the provision and management of such depôts as are necessary for the purpose. Moreover, in states possessing a littoral frontier swept by fierce gales, it is also a matter of national expediency to produce at