The Sun.
London, England, 1865-03-30 00:00:00

THE bVI4, LONDON, THURSDAY EVENIAG, MARCH 80, 1865.

blessings. I feel full confidQnce that you will con-
cur with me in the conviction that your public
duties will not be ended when you shall have closed
the legislative labours of the session ; but that your
voices will be heard cheering and encouraging the
people to that persistent fortitude which they have
hitherto displayed, and animating them by the
manifestation of that serene confidence which in
moments of public danger is the distinctive charac-
teristic of the patriot who derives courage from his
devotion to his country's destiny, and is thus en-
abled to inspire the like courage in others.
Thus united in a common and holy cause, rising
above all selfish considerations, rendering all our
means and faculties tributary to the country's wel-
fare, let us bow submissively to the Divine will and
reverently invoke the blessing of our Heavenly
Father, that as He protected and guided our sires
when struggling in a similar cause, so he will enable
us to guard safely our altars and our firesides, and
maintain inviolate the political rights which we
inherited. JEFFERSON DAVIS.

Richmond, March 13, 1865.

The Minotaur•

Yesterday another magnificent addition, as far as
size, strength, and speed are concerned, was made
to our iron-clad fleet by the formal delivery to
the Admiralty authorities of this iron-plated ship,
which, it is believed, will in some respects equal the
renowned Warrior. Long and minute descriptions
of the plans pursued in the construction of this
enormous vessel have so frequently appeared in the
columns of The Sun that a brief recapitulation of her
chief characteristics will probably suffice on this oc-
casion. The Minotaur, then, is one of those vessels
of a special class which were designed to be im-
provements on the Warrior. The latter class are
vessels of 6,100 tons, 380 ft. long by 58ft. broad,
plated over the greater part of their broadsides with
4iin. iron armour, backed up with 18 inches of
teak. These have only 26 protected guns within
the armour-line, 10 more guns being at the bows
and stern, which have no armour, but which
are so subdivided by a webbing of iron compart-
ments that they might be riddled with shot without
much danger to the main part of the ship. Each of
these Warriors is driven by engines of 1,250 horse
power, and they have undoubtedly proved the fastest
ships in the navy, and from their bows and stern
not being overborne with heavy armour are toler-
ably buoyant even in heavy weather and very broken
water. There is no question that vessels of the War-
rior class are fine sea boats of their kind, and it is
more than doubtful if the new class designed to im-
prove upon them—the Minotaur, Agincourt, and
Northumberland—will at all equal them in seagoing
qualities. In the Minotaur class it was fancied by
the authorities that by diminishing the teak backing
from 18 to 10in. they could be made to carry Skin.
armour safely, and that by a little increase in their
dimensions they might be enabled to carry it from
end to end, and to have the whole ship covered in
armour. The Minotaurs, as they are called, there-
fore, are all of 6,621 tons, no less than 400 ft. long
by 59ft. beam, plated with Skin. armour on a 10in.
backing, carrying 36 protected guns, and are pro-
pelled byscrew engines of 1,350 (nominal) horsepower.
Hardly were these vessels designed and commenced
when the results of experiments at Shoeburyness
proved that a mistake had been made in diminishing
the teak backing—a mistake for which the additional
inch of armour by no means compensated. The end
of all the experiments at Shoeburyness has been to
show that the amount of resistance of armour to
shot depends generally less upon the thickness of the
plate than the thickness and system of the backing.
Thus the Warrior target, with 4iin. of iron and
18in. of teak, stood fire obstinately, though soon
afterwards infinitely greater results were obtained
from plates of akin. supported by Mr. Chalmers's
admirable system of backing. On the other hand,
the Minotaur target of siin., with only 10in. of teak
behind it, literally crumpled up under the fire of the
smooth bore 68-pounder. But when this unpleasant
discovery was made all the Minotaurs were too far ad-
vanced to be altered, so that in these magnificent-
looking vessels we have really got only much more
, expensive Warriors, with even less than half the
I powers of resistance which the Warriors possess.

All the Minotaurs are built on the ram system,
having what is termed the swan-breasted beak pro-
truding under water. The stem of this portion,
which would have to resist the first blow of the
shock, is a most gigantic forging, as also is the stern
frame. Every part of the vessel is of iron, even to
the spar-deck, though the plating here, which is
about three-quarters of an inch thick, is, of course,
covered with wood. Every part of the hull is di-
vided into longitudinal and transverse water-tight
compartments, which not only insure her safety in
case of accident from below the water-line, but add
immensely to the stiffness of the whole hull, which
is virtually made by these means one huge hollow
wrought-iron girder of immense strength. There is
also a riveted wrought-iron skin within the backing
behind of the armour-plates, and this, being con-
tinued over the inner keel, forms a double bottom,
which, in case of a vessel of such great weight taking
the ground, would be of the greatest service. The
armour-plates along all parts of the broadside, from
the edge of the spar deck to five feet below the
water-line, are all of Sit inches thickness, of the best
rolled iron, made by the Thames Iron Company.
For about 30 feet, at the extreme ends of the ship,
the thickness of the plating is-reduced, to give the
buoyancy which she will assuredly much need. At,
the stern the thickness is still more than 2 inches,
while under the counter at the stern it is no more
than 2} inches.`,The number of ports on each side is
18, of which two on each side amidships are for
Armstrong 300-pounders. All the portholes are
made on the improved principle, and very narrow,
while the clear height of the midship port-sill from
the water is no less than 10ft.—a foot higher than
in the Warrior. An important addition has been
made to the ship since she was laid down in the shape
of a poop and topgallant forecastle. The poop gives
ample space for the cabins necessary for an admiral
and staff, thus fitting the ship for a flagship, which the
arrangements of the earlier ironclads did not admit
of. The forecastle, being plated in front with armour
plates, forms a kind of breastwork, to prevent the
upper deck being raked by an enemy's fire, and also
gives room for two large guns, which can be trained
in a line with the keel, and will be most useful as
bow chasers. At the time that the Warrior made
her trial trips it was pointed out that it was little
less than absurd to give these enormous vessels—
double the length of any line-of-battle ships in the
service—only a frigate's crew, and only the tradi-
tional three masts. The experience gained by work-
ing the Warrior has shown that these objections
were just, and the Minotaurs are now each to have
crews of 750 men, and five instead of three masts.
All these masts are of iron, and of nearly the same
height, which certainly detracts somewhat from
the beauty of the vessel's " sit" upon the water.
Four of the masts are square-rigged, the after-
most wizen having fore-and-aft sails only. Every
part of the ship, which has been executed by the
ae a
Thames Iron Company, and built under the careful
and anxious inspection of Admiralty overseers, is
really the very perfection of iron workmanship. As
n rironfineri
rspth structureaoarfteappeared
peo
nrvi it.assti
the
Thames.see
yacht.
r ahaecoiriopinionet.h
perfectly
h fih
eo haved
has
ever seen
hlte hasengines literallyare
all
the of
1,360-horse power, nominal, and are capable of
working up to an indicated power of more than
8,000 horses. These engines are by Mr. Penn, and
it is impossible to speak too highly of their ex-
quisite finish. Yesterday, in going down the river,
there was, of course, no attempt made to get speed
out of a vessel of such enormous length in such a
narrow and devious channel. She was, in fact,
only kept under steam to enable her to assist the
efforts of the tugs in case of emergency. Still,
though the engines were only moving slowly, none
could avoid being struck with their silent ex-
hibition of tremendous power, as they moved with
the ease of watchwork. The steering apparatus,
which is worked by hydraulic pressure, seemed to
answer excellently in the short trip down the river
from the Victoria Docks to Purfleet. Off the latter
place she was brought up for the night, and to-day
will continue her journey to Sheerness, where she
will take in her armament, shot and shell, &c., and

in about three weeks proceed on her trial cruise
to sea.

It is very much to be wished that among the other
reforms which the ironclads seem to be introducing
the Admiralty would adopt the French system of
fastening on the plates with what are termed wood
screws instead of through bolts. The latter weaken
the plate very considerably and do not hold it on
at all, whereas the trials made with the French
system of fastening at Shoebury showed it to be so
superior to ours as to be literally above any degree
of comparison.

RAILWAY INTELLIGENCE.

SCINDE.

The half-yearly general meeting of this company was
held yesterday at the London Tavern—Mr.W. P. Andrew,
the chairman, presided.
The reports of this company's undertakings, namely, the
Scinde, the Punjab, and the Delhi, railways, and the Indus
Steam Flotilla, were taken as read.
The CHAIRMAN, in moving the adoption of the report,
expressed the deep regret he and his colleagues felt at the
loss, by death, of their excellent and able agent, Mr. R. W.
Stevens, who had the entire confidence of the local Govern-
ment during the construction of the Punjab Railway, and
had performed his duties to the company in the most satis-
factory manner. The traffic on the Scinde Railway had not
come up to the expectations of the directors. In the past
half-year there had been a slight falling off in the receipts
from exceptional circumstances. There had been a combi-
nation among the native merchants not to send their goods
by the railway unless the trucks were placed at their dis-
posal. This had caused some delay in sending the traffic
over the line, but at the same time the native merchants
were too wise to trust their goods to the river craft. The
depressed state of commercial affairs had something to do
with the matter, but otherwise the prospects of the Scinde
Railway were as good as over. If the line cost more than
was contemplated, he was sure the traffic from the Punjab
would more than compensate for the extra outlay, and that
there was a great future before them. The flotilla kept up
the communication regularly from the terminus of the Scinde
Railway at Kotree up the Indus to Mooltan, the terminus
of the Punjab Railway. One of their vessels rec,ently brought
down a cargo from Mooltan to Kotree, the freightforwhich
amounted to £3,500. If all their Tessels were as complete
and efficient as that vessel the returns from the flotilla
would be very large. It was a very difficult river to navi-
gate, but they found that many of their smaller vessels had
turned out more profitable than some of the larger vessels,
which were considered superior to them. They had also a
number of vessels that were earning nothing, owing to an
unfortunate dispute with the contractors, but that had now
been settled, and he trusted that those vessels would be-
come available, and that the returns would increase. Their
officers managed the flotilla in a very efficient and admir-
able manner, and they had met with no accident to any of
the vessels. The first sod of the Punjab Railway was cut
by Sir J. Lawrence in 1856, and in three years afterwards
the first section from Lahore to Umritsur was opened for
traffic. Sir J. Lawrence opened the first section of the
line between Lahore and Mooltan last year; and he (the
chairman) had no doubt that the whole of the Punjab Rail-
way was now open and working to Mooltan. The estimated
cost of this railway was about £2,500,000, and would be
finished for something less than £lO,OOO per mile. It was
the cheapest railway in India, and owing to the favourable
gradients and the absence of heavy works to keep in repair
the maintenance would be light and the working expenses
very moderate. The great central station at Lahore was a
very handsome and important building, and he expected

that the Delhi line would contribute its share of the ex-
pense of building it. The works on the Delhi Railway were
now occupying great attention in the Punjab, as it would
be a continuation of the Punjab Railway from its junction
near Umritsur to Delhi, where it would also form a junction
with the East Indian Railway. The inhabitants of Delhi
were most anxious for its completion, and the site of the sta-
tion would be within the walls of that city. It was a line of
great commercial importance, and the works had been com-
menced on it at both ends. The construction of the line
would be carried on with energy and spirit, and every effort
would be made to complete it as early as possible. The
surveys were going on with a view to supply the missing
link between Kotree and Mooltan along the valley of the
Indus. This line had been delayed in the most unaccount-
able manner, its construction was of the utmost import-
ance in a political and commercial point of view, and it
was surprising that it had not been made long ago. It
would, in fact, form the great bulwark to protect the em-
pire, and the great channel of communication from Kur-
rachoe to the interior. Three routes were being surveyed

along the valley of the Indus, and he believed that before
the next rainy season the surveys would be completed so as
to admit of the selection of the best route for the railway.
Sir T. H. MADDOCK seconded the motion for the adop-
tion of the report.

Capt. WooD, superintendent of the Indus Steam Flotilla,

entered into an explanation as to the working of the
steamers, and showed that the net earnings, after paying
all expenses, makingample reserves for repairs and insur-
ance, yielded a return of 3} per cent. upon the capital ex-
pended on them, or 2} per cent. on the entire capital of the
flotilla, including that which had been unproductive. This,
ho thought, under the circumstances, was a very fair result.
The success of the boats was due in a great degree to the
energetic exertions of the officers of the company in work-
ing them, and endeavouring to secure large freights. Ho
believed that the traffic would become so great that when
the Indus Valley Railway was completed the line of
steamers could not be dispensed with.

Mr. TnonsToN adveried to the difficulty of navigating
,ho Indus, and the efficient manner in which the steamers

were worked.

Mr. FORSYTH, the commissioner of Lahore, explained
the difficulty of collecting materials for the works in the

Punjab, and the admirable and successful manner in which
the late Mr. Stevens and the other officers of the company
exerted themselvesto overcome all difficulties, and to con-
struct the railway. It was very gratifying to see how
happy the officers of th 3 company along a line of 240 miles
in length lived among the people, and pulled together to
accomplish the great work they had in hand. They were
all on the best terms with the local Government.

In reply to questions by Mr. SEYMOUR and Mr. HAYMAN,
. _

it was stated that the accounts of the company were being
adjusted by the Government authorities, so that it was
impossible to say at present what were the actual net
earnings of the railway since the opening of the line ; but
they had worked at a profit from the commencement. The
length of one route along the right bank of the Indus was
550 miles; by another route, crossing the Indus at Sukkur,
would be 500 miles; and the third, along the left bank of
the Indus, would be 450 miles, which was the route the
chairman had recommended. By the last mail it appeared
that the officers of the company had traversed the whole
line from Lahore to Mooltan, 220 miles; stopping at various
places to examine stations and works, and accomplished
the distance, including those stoppages, in 12 hours. The
scale of rates for goods and passengers was too low, and
efforts were being made to raise them.
Resolutions were passed adopting the report, re-electing
the retiring directors, Sir T. IL Maddock and Mr. J. E. An-
derdon, and also Mr. E. Thornton, the retiring auditor. Mr.
M'Kinnan was also elected an auditor. A vote of thanks to
the chairman concluded the proceedings.

the last meeting, the works had yeen proceeded with as ra-
pidly as possible, but the severe winter had to some extent
retarded them. The tunnel at Loxley and the cutting at
Hopton were so far advanced as to enable those works to be
completed simultaneously with the other portions of the
line, which were being pushed forward with the utmost
energy. The actual expenditure and present liabilities
amounted to £137,979.

In answer to a shareholder, Mr. FIELD, the contractor,
said he believed the line would be opened about the end
of August or the beginning of September.
The report and statement of accounts were adopted.