310 Mr Anderson on the Railways of Belgium. 



about 581 feet above the level of the sea ; and Liege is situ- 

 ated in the bottom of the valley, about 358 feet below Ans. 

 The distance betwixt Ans and the Meuse at Liege is 4 miles 

 9 chains, thus making on the length of the line the general 

 gradient about 1 in 60. To descend this valley was a matter 

 of no little difficulty, and it was only after many years' study, 

 in which time numerous projects were examined, that the ad- 

 ministration saw the necessity of descending it by inclined 

 planes. The plan adopted by them consists of two inclined 

 planes of equal lengths, with a platform or level space of 

 ground, on which the engines are placed, situated at the bot- 

 tom of the first and the svimmit of the second incline. The 

 platform is about 16 1- chains in extent, and the inclines 1 mile 

 18f chains each of length, of a rise of 1 in 36, both of which 

 are constructed with a double Avay, the one being employed for 

 ascending, and the other for descending. Referring to the section, 

 (Plate V.) the railway proceeding from Ans describes a curve 

 of 1 mile 37 chains of radius, and descends the first incline. 

 Having crossed the platform, it descends the second incline, 

 and arrives at the principal station of Liege. The trains 

 descend the inclined planes by gravitation, their velocity being 

 regulated by drags attached to the carriages and waggons. 

 Two fixed engines, of 160 horse-power each, are placed on the 

 platform for raising the trains, which is accomplished by means 

 of an endless rope. Both engines being situated close toge- 

 ther, are supplied with steam from the same boilers. The 

 system of signals, we are told, they employ, is somewhat 

 novel : — A tube of fully one inch diameter is laid along the 

 railway. Each of its extremities communicates with the in- 

 terior of a bell, the mouth of which is immersed in water. 

 Into the top of the bell a whistle is fixed, which, as in the 

 case of the locomotive whistle, acts by the vibration of the 

 metal. When it is required to communicate the time of de- 

 parture of any of the trains from either station, the signal-man 

 has only to shut off' communication with the whistle, and im- 

 merse the bell further amongst the water. The air in the one 

 bell will thus be forced, by pressure, through the tube into the 

 other bell at the further end of the tube, and will escape by 

 passing through, and at the same time acting upon, the whistle. 



