The boiler, which is constructed for a working pressure of 147 lb. per square inch, is unusually large, the barrel being 60.4 in. in diameter inside the outside rings; it is composed of plates 0.65 in. thick. The firebox spreads considerably in width toward the top, as shown in the section, Fig. 5, and to enable it to be got in the back plate of the firebox casing is flanged outward, instead of inward as usual, so as to enable it to be riveted up after the firebox is in place. The inside firebox is of copper and its crown is stayed directly to the crown of the casing by vertical stays, as shown, strong transverse stays extending across the boiler just above the firebox crown to resist the spreading action caused by the arrangement of the crown stays. The firegrate is 6 ft. 11.6 in. long by 3 ft. 4 in. wide. [Illustration: ST. GOTHARD LOCOMOTIVES.] The barrel contains 225 tubes 1.97 in. in diameter outside and 13 ft. 9½ in. long between tube plates. On the top of the barrel is a large dome containing the regulator, as shown in Fig. 1, from which view the arrangement of the gusset stays for the back plate of firebox casing and for the smokebox tube plate will be seen. A grid is placed across the smokebox just above the tubes, and provision is made, as shown in Figs. 1 and 4, for closing the top of the exhaust nozzle, and opening a communication between the exhaust pipes and the external air when the engine is run reversed. The chimney is 15¾ in. in diameter at its lower end and 18.9 in. at the top. The chief proportions of the boiler are as follows: Sq. ft Heating surface: Tubes 1598.5 Firebox 102.5 ------ 1701.0 Firegrate area 23.3 [1] Sectional area through tubes (disregarding ferrules) 3.5 Least sectional area of chimney. 1.35 Ratio of firegrate area to heating surface. 1:73 Ratio of flue area through tubes to firegrate area. 1:6.7 Ratio of least sectional area of chimney to firegrate area. 1:17.26 [Transcribers note 1: Best guess, 2nd digit illegible] The proportion of chimney area to grate is much smaller than in ordinary locomotives, this proportion having no doubt been fixed upon to enable a strong draught to be obtained with the engine running at a slow speed. Of the general fittings of the engine we need give no description, as their arrangement will be readily understood from our engravings, and in conclusion we need only say that the locomotive under notice is altogether a very interesting example of an engine designed for specially heavy work.--_Engineering_. * * * * * THE MERSEY RAILWAY TUNNEL.