The Sun.
London, England, 1863-10-12 00:00:00

THE GREAT SHIP.—A meeting of the commit-
tee of shareholders appointed at the special general
meeting of the Great Ship Company on Friday, the 2d inst.,
to confer with the directors relative to the best steps to be
taken to I elieve the undertaking from its present embarrass-

to the country, and back again, with the changes
of the seasons ; saw his friends, and counselled his
party. The death of a nonagenarian is rarely
painful—rarely gives a lopg premonitory notice
of its approach.

Lord Lyndhurst literally " fell on sleep." The
change was imperceptible. He did not experience
the " durm inclementia mortis." The noble lord
had been present at the marriage of his only child
by his second marriage towards the close of June
last. Those who saw, will not easily forget, the
appearance of the aged father as he was borne on a
kind of litter into St. George's, Hanover-square,
his glassy eyes, his helpless limbs, and withal the
inimitable neatness of his dress and the nobility of
his countenance, which not even the troubles and
work of 90 eventful years could efface. Curiously
enough another nonagenarian had signed the re-
gister book of St. George's that morning—the
Dowager Lady Grenville, widow of a Prime Mi-
nister of the last century, the accomplished Lord
Grenville, Chancellor of the University of Oxford,
who had been present, previous to the marriage of
the Hon. Miss Copley, at the marriage of Mr.
lirestby Moore with the daughter of the Hon. G. M.
Fortescue. At the conclusion of the season his
lordship
left London for Tunbridge Wells " in ex-
cellent health." He returned to town a week or
ten days ago, had an access of weakness, and died,
as his father had done before him, in the old house
in George-street, Hanover-square, which should
henceforth be historically famous.
By his first marriage with Mrs. Thomas, to which
thave referred before, Lord Lyndhurst had a
sou and four daughters. The son, John Singleton,
born in August, 1824, died in September, 1825.
His eldest daughter, Sarah, was born and died in
1820. Another daughter, the Hon. Susan Penelope
Copleyborn 23d July, 1822, died 9th May, 1837.
The eldest survivor of his daughters is the Hon.
Sarah Elizabeth, born 16th March, 1821, who mar-
Jan. 8, 1850, Mr. Henry John Selwin, the
unsuccessful Conservative candidate for Maldon at
rtilled:east general election, and eldest son of Sir J. T.
Ibbetson-Selwin, of Down Hall, Essex; and the
other,the Hon. Sophia Clarence, born April 15,
1828
married Mr. Hamilton Beckett on the 14th
of December, 1854. Lady Lyndhurst died in Paris
on the 15th of January, 1834, at the Hotel du Rhin,
place de Vendome, and on the sth of August, 1837,
hie
rlordship married in Paris, Georgiana, daughter
f Mr. Louis Goldsmith, by whom he leaves issue
u only
daughter, Georgians, born 11th May, 1838,
and married 25th Jane, 1863, to Mr. Charles
Duane, M.P. for North Essex.
oa

Vaval and Military Intelligence.

THE NAVY.
The east division of the Channel fleet (as briefly
announced by telegram in The Suit of Saturday)
arrived at Spithead on Saturday, from Devonport.
The 1V arrior and Resistance, iron frigates, first
Novo eight, and the latter anchored at Spithead
by S
The Warrior lay to in St. Helen's Roads,
and did not anchor at Spithead until 11 a.m. The
Admiral, in his flagship, the Edgar, in company
with
Emerald, wooden screw frigate, did not
arrive at
Spithead until 5 p.m. Both ships had
remained for some hours off the Isle of Wight,
crews had been exercised in firing with
shot and their l
and shell. The passage from Plymouth Sound
to Spithead was made with reduced boiler power,
Friday night the Resistance, with three
boilers nin use, and contending with a strong S.E.
gale, maintained a steady rate of speed of six knots.
of the two ironclads speak in the most
hu iar
officers
se
terms of their ships' behaviour at sea,
but at
the same time admit that a somewhat diffe-
rentelnh te °lfis
form
of bottom would give them more stabi:ity,
and
lessen the tendency they have to roll. Still,
c
with even this admitted fault, it is contended that,
on the they are better sea boats than our
heaviest \hvoeleeden frigates of the Mersey and Orlando
dos.
Seamen always speak flatteringly of the
whole,
ship in which they serve ; but if there be any truth
comparison drawn between iron and wooden
our ironclads must be very much better
sisn
ehai thisps than
boats,o
or
have been very much better handled,
than French ironclad squadron which is now
der thegoing
extensive repairs at Brest, in conse-
qn
damage received during its first expe-
rimentalun
eh
en c ictrueise. Reverting to our own ironclads, it
appears to be the general opinion of officers serving
that the Resistance and Defence class must be
serviceable as war ships than the
inm ore themgenerallY
Warrior or ?Minotaur class can ever be. The latter
undoubtedlypossess the advantages belonging to
beauty of form
of great speed under steam, yet, from
their
length, they cannot be turned so
shortly
manoeuvred as smaller vessels.
These
will possibly hold good so long as our
ironclads ex
o tr
reem o a
readily
propelled by single screws ; but now
that it has been so repeatedly proved that ships can
be made to torn upon
facts
are
their own centre as upon a
propelled by two screws, the chief ob-
jectionf the Warrior's length seems to be
overcome.
A ship constructed for two screws would
also
greater bearings at her midship
ti
pivot when
to en
ships o
mallhecingle screw vessel ; she would con-
sequently roll less, and be a much better sea boat,
secoTs thaness
than with a single screw could possibly
be,
and any
vessel
would also draw one-third less water than
is the rule with our present ironclads. A vessel like
the Warrior
must draw a certain draught of water
in order to
develops the power of her 1,250 horse
engines and her monster screw. In shoal or narrow
waters such a ship
is helpless ; she can neither ap-
proach sufficiently near a shore battery nor ma_
nccuvre in front of it. Had the Warrior been built
for and fitted with twin screws, her lessened draught
of water would have enabled her to be taken so
much nearer the shore and be manoeuvred as might
be wished when she had reached the desired posi-

appointments were made on Fri-
tion.
daTyhaet ftehieleAviednigiralty :—Henry V. Russell, master,
to the Dasher ; Francis Braddon, assist.-paymaster,
to the Black Prince ;.E.
Lilley, engineer, to the
Indusre
t for,
promoted the C d
oela first
; Thomas Pattison, of the
Hornet,
class assist.-engineer ;
ot
and John Runnals, assist.-engineer, to the Indus for
the Gladiator.