The Sun.
London, England, 1845-06-26 00:00:00

DEATH OF MR. SOMES, M.P.

The report which prevailed last evening in the House of
Commons of the death of this extensive shipowner, we regret
to state, is unfortunately confirmed. He expired suddenly yes-
terday, at his residence in the Bow-road, Whitechapel. His
death has caused a great sensation in the eastern part of the
metropolis, upon the river, in the City, and upon 'Change,
where it was almost the sole topic of conversation. The de-
ceased gentleman was at the head of the shipping interest of
the Port of London, and his vessels at the present time are in
all parts of the world. Mr. Some. was of humble origin, and
by his industry and perseverance amassed considerable wealth.
His father was a waterman and lighterman, and he intended
his son for the same profession, and he was actually bound at
Watermen's Hall, but subsequently abandoned the oars and
sculls for a more lucrative business. Mr. Somes's fleet has
been a nursery for good seamen, and every captain in his em-
ploy originally entered his service as an apprentice, and under
his fostering care gradually worked his way up to commander.
He was a kind and benevolent master, and was universally
respected.
On Tuesday morning he left his residence for the purpose of
attending a Railway Committee of the House of Commons.
He then appeared in excellent health and spirits, and a few
minutes before he left home was transacting business with Mr.
Symons, chief clerk of the Thames Police-court. About ten
o'clock he was seized with illness in one of the committee-
rooms of the House of Commons, and medical assistance was
called in. He was conveyed to his own residence with all
possible expedition, where he died yesterday morning. The
death of Mr. Somes has caused a vacancy in the representa-
tion of Dartmouth. Mr. Somes was also chairman of the
New Zealand Company, whose affairs have been lately the sub-
ject of discussion in the House of Commons. It is rumoured
that Mr. Somes has left property to the amount of two millions
sterling.

THE GAUGES.
(From the Times.)
The vast importance of the motion, made last night by
Mr. Cobden, for a Commission to inquireinto the expediency
of an uniform gauge on all railways may, in some degree, be
estimated by considering the extent of lines already laid
down and projected, the enormous expense incurred and in-
tended, and the certainty that the whole kingdom will in
time be striped and laced with iron. That it would be de-
sirable to avoid the impediments that would arise from
" breaks," or changes from one gauge to a different one in the
same journey, we have not found any one to deny, although
there has been found one to question whether the evil would
be so great as we, and most with us, think it would be. But
we must bear in mind that gentleman speaks under a consi-
derable amount of bias ; he has constructed a most important
railway on a plan differing from all others, and he now makes
it his business to uphold that plan, and prevent its being
made to give way to the plan that preponderates, by endea-
vouring to show that the two can exist very well together.
He says, therefore, that he could readily transfer the cargo
of a whole train to a line of a differrnt gauge in a
minute and a half. Even if he could do this, it would
be much better to be spared the trouble ; but we feel that
we are not bound implicitly to rely on all the calcula-
tions of the projector of the Menai tube. Independently of
the principal advantage of having all carriages equally ap-
plicable to all railways, and so avoiding stoppages and the
moving and shifting of luggage, the benefit of uniformity
would be felt on railways in their statistics, such as the cal-
culations of excavating them, &c. In all the mechanical
arts uniformity is adhered to, except where there are some
strong reasons to justify a deviation. Mr. Cobden's motion
embraces three points,—First, as to an uniform gauge to be
secured in all fidure railways ; second, as to the practica-
bility of bringing all railways already constructed or in pro-
gress into one gauge ; and third, as to the mode of obviating
the evil of the continuance of different gauges. The first
proposition is not only the one of the most consequence, but
in effect it disposes of the other two ; for, if it should be
conceded, and if all future railways should be made on
either the broad gauge or on the narrow gauge, the one which
would then remain as a mere case of exception would ulti-
mately be compelled to conform. Mr. Cobden sayseither the
broad or the narrow would do very well, either 7 feet or 4 feet
8 inches and a-half ; Mr. Shaw is for the Irish medium
of 5 feet 3 inches ; possibly, 6 feet might be as good
as any. But the matter is not resintogra ; a very great
quantity of railway has been made, ofexpense has been

curred ; and, therettort if Mr. CQbden is right in saying
either would do vett *ill, it would follow that the adoption
of a new system, discarding both, would sacrifice all that
would do very well. The question, then, naturally arises,
how to attain unlftittity with the smallest sacrifice of
that which will do very well ; and here the narrow gauge
has many advantages over its rival, and many arguments in
its favour. In the first place, it already, in length of line,
exceeds the broad gauge four-fold. Then, it is less expensive
in its construction throughout, especially in trying situations,
such as tunnels and bridges. The fact of its being so much
more employed is a proof how much this consideration
operates. Moreover, as the great dog could go through the
great hole only, but the little dog could go through the great
hole and the little hole both, the narrow gauge could be laid
down on lines constructed for the broad gauge, but the
broad gauge could not be applied to lines made only tiir
the narrow gauge without new embanking, new
cutting, new bridges, new tunnels. Why >iir G.
Clerk should declare it -to be absolutely impracticable anti
impossible to alter the gauge we cannot guess, and he (Iota;
not say. The argument offered on behalf of the broad gauge,
to show that, if uniformity is to be insisted on, the preference
should be given to the width of seven feet, is that it is safer.
The return of accidents, however, does not confirm this view ;
and, moreover of the accidents that have occurred a great
majority have arisen from causes unconnected with the
breadth of gauge, such as the falling in of embankments,
and the running of one train or engine against another. On
all these points the attention of the Commission will be be-
stowed, we doubt not, as " laboriously" as Mr. Shaw can de-
sire, and we rejoice that Mr. Cobden asked for, and that the
Government agreed to, a Commission out of the House,
rather than a Committee of Members in the House. Much
will depend on the judicious selection of this body, which
should comprise men of science and philosophy as well as
practical engineers; for this is nut like a mere question of
section or of gradient, it is one on which Ilerschell or Bab-
babe might assist Cubitt or Stephenson.