Pepovt
ON
TWO PROPOSED LINES
OF
RAILWAY,
between
PERRAN PORTH AND TRURO,
In ti)c daunts of dorniaall,
———
BY
FRANCIS WHISHAW and RICHARD THOMAS,
Civil Engineers.
LONDON:
PUBLISHED BY JOSIAH TAYLOR, 59, HIGH HOLBORN-
1831.
HE^DI 7
-Wri
to the
COMMITTEE
OF THE PROPOSED
Perran-Porth and Truro Railway Company.
GENTLEMEN,
Having, according to your instructions, carefully
examined the Line of the intended Railway between
Perran-Porth and Truro, we are enabled to report on
the practicability of executing the same, and to shew
that the general direction pointed out to us is the best
which can be chosen between the two points, for the
formation of a Railway, both with regard to first cost and
annual expenditure, and also as regards public utility.
Our attention has likewise been directed to another
line between the same points, which takes a circuitous
route by Zeala, the basis of which is the formation of two
inclined planes, requiring fixed steam engines, one to¬
wards either end of the main line.
4
That a more direct and safer communication between
Truro and the Mining district of Perran is much wanted,
and that a Railway will be the most desirable mode of
accomplishing this object, will be allowed, though all are
not agreed as to the best line between the two points.
The distance between the south-east end of Lemon-
Quay, Truro, and the Forth, measured in a right line, is 7
miles and 3 furlongs j* that by the line of Railway, 8
miles, 1 furlong, and 80 yards ; and if the distance by
the present circuitous and hilly roads between the two
points, which at certain periods of the year are almost
impassable, be taken at 9 miles, we have a direct saving
of about 7 furlongs. The safety and expedition with
which minerals may be conveyed to the quays on the
Truro River, and sand to the different farms within the
district traversed by the railway on the one hand, and
coals and timber, and other building materials, from
Truro, for the supply of the numerous Mines at Perran,
and for country consumption, on the other, together with
the inconveniences attendant on travelling over the pre¬
sent Roads, some of which are not of sufficient breadth to
allow one carriage to pass another, will naturally lead to
a conviction of the benefit and importance of the proposed
Railway. Besides the expedition and direct saving in the
expense of carriage tending greatly to the benefit of the
agricultural, mining, and mercantile interests of the
neighbourhood, it is to be observed that the several
parishes will incur much less expense in the repair of
those roads over which the carriages to and from the
* The plans of both the proposed lines agree in this distance.
5
Mines, and with sand from Perran, are at present con¬
stantly passing.
In describing the line of Railway, we begin at Perran
Porth, near the small house next the road to Ponsmere
Bridge, from whence it runs in a southern direction to
Bolingey Causeway, which it crosses near the bridge, and
continuing on nearly in the same direction, passes to the
east of the village of Cooks, or Cocks, and thence with a
slightly curved line near Ripper's Mill, round the north
east part of Lambourne Castle, and continues over the
Downs to Ventongimp's Mill, keeping to the west of the
river for nearly a quarter of a mile further, which it
crosses obliquely to the eastern side, and still observing
nearly the same direction, again crosses the river by a
proposed embankment, and passes over the lowest part of
the hill near Perran Alms' House, where it crosses the
road from Zeala to Redruth, from whence it continues
over Allet Downs, and cuts transversely the Road from
Truro to Four-Bax-rows, a little to the west of the three
mile stone, beyond which it passes southward through
several enclosures of heath ground, and again traversing
the Downs to the southern extent, crosses the river
by means of an embankment, and is produced through
some enclosui-es, and again passing to the eastern side of
the same river by a bridge, continues over the waste at
the bottom of Boscolla Downs, by Boscolla Mill, New
Mills, Coosebean Paper Mills, and Carvedras Smelting
House, to Truro ; and proceeding over the West-Bridge,
crosses the river by an oblique arch, and traverses the
bottom of Lemon Street, east of Mr. Pearce's stables ;
after crossing which Street the line is produced along the
6
western bank of the river, nearly on a level over Lemon-
Quay, Mr. Treloar's, Messrs. Grenfell and Co.'s and
Messrs. Harvey's Wharfs, and thence continues by the
water's side to Upper and Lower Newham Quays.
With regard to the property in Truro to be passed
through by the intended line, there is not much to be
disturbed. It chiefly consists of a few old houses, and
two or three other buildings, between Lemon Street
Bridge and Mr. Plummer's Tan-yard ; these, for the most
part, are of comparatively little value. One small ware¬
house 011 Lemon Quay, near Mr. Samhell's premises,
must also be taken.
The wharfs and quays will unquestionably be much
increased in value by the proposed communication.
The inclinations of the proposed Railway are in gene¬
ral moderate, varying from level to one in 60; but in order to
obviate the necessity of Tunnels, or the inconvenience, ex¬
pense, and delay that would be occasioned by inclined planes
requiring machinery, we have allowed about three quarters
of a mile, on either side of the summit, to have an inclina¬
tion of one in 36 ;* but this inclination might be much
reduced, by making the line a little more circuitous. The
length of the Railway, as before stated, from the Porth to
Lemon Quay, Truro, is 8 miles, 1 furlong, and 80 yards ;
* The Redruth Railway has a continued length of ahout a mile
and half, with an inclination of one in 35, rising to its passage
over the side of Carnmarth; and the Tram Road from Portreath
has an inclination of ahout one in 25, immediately south of
where it crosses the turnpike road to Redruth-
7
and the distance from thence to Newham Lower Quay is 7
furlongs. It will be observed, that we have not mentioned
the proposed branch up the valley of Perran-Coombe.
This extension has been provided for in the plan de¬
posited with the Clerk of the Peace, and it may hereafter
be determined whether it would be advisable to annex it
to the line.
It is well known that an uniform speed for a horse
on a level Railway, of from 1\ to 3 miles per hour, for
eight hours per day, is best calculated for producing the
maximum of useful effect, and if we take three tons gross,
as the weight a horse is able to draw along this line at an
average rate of three miles per hour, the journey from
the Porth to Truro Quay, or vice versa, will be performed
in less than three hours, and we may consider six hours
as the time of performing the journey both ways, in¬
cluding the time occupied in the transfer of loads, &c.
In order to shew the comparative merits of the two
proposed lines, we proceed to describe that which passes
by Zeala. This line continues along the valley from
Perran-Porth to Bolingey, where it ascends with an angle
of T an inclined plane about 1800 feet in length, having
gained a perpendicular height of 218 feeet, to the site of
a proposed steam engine;* from whence it proceeds,
quickly curving round to the north east with much
cutting and embanking, over Reen Common ; and after
* These particulars are taken from the section of the Zeala line,
as furnished by its Engineer, in whose report the inclination of
this plane is stated to be one in 12, whereas it is one in 8T8—or
nearly 8J.
8
crossing the road from Bolingey to Cubert, passes through
Locket's tenement ; from thence it sweeps round by the
junction of the road from Ponsmere with the Bolingey
road, and again crosses the road to Cubert, and continues
over the Downs with another sharp turn to the north of
Rees Farm, where it will require deep cuttings and em¬
bankments ; it then crosses the road from Bolingey to
Chiverton, and passing through Higher Gilley, proceeds
by a proposed cutting, about 3 furlongs in length, through
a hill at Zeala, a considerable portion of which will be about
25 feet deep, and where crossing the Zeala Road, it will
be about 14 feet in depth ; it then goes south eastward to
Gill's Farm, and taking a turn southward, passes the
now unwrought Mine called Wheal Elizabeth, and after
continuing for a short distance in the same direction,
curves round eastward to Tretheras Farm, beyond which
it passes the rosd longitudinally for about a furlong, and
after crossing several other roads in its course by
Lannar Farm to Lannar Mill, passes across the valley
of the St. Allen River by an embankment about 80
feet high, and about 110 fathoms in length ; from thence
it runs a little way towards Treworgan, and then turns
southward to the site of the proposed Depot, near Ste¬
vens's Farm, and afterwards proceeds in a south western
direction* towards Rosedale, Penmount, and Mr. Plum-
mer's Farm, taking a very circuitous and serpentine
direction, increasing the distance to 10 furlongs, which,
* On looking at the lithographed Map in circulation of the
proposed line by Zeala, it will be seen that the delineation of this
part of the line is not a copy of that deposited with the Clerk of
the Peace; a, facsimile of which, however, may be seen by refer¬
ence to the Plan annexed to this Report.
9
measured in a right line, is only five. Here we find two
tunnels are proposed, one through the hill 65 feet under
the summit, along which is the Penmount road ; and the
other through the hill to the east of Mr. Plummer's farm,
measuring together in length three furlongs and a half.
From the end of the last tunnel, the line continues across
two occupation roads, and thence to the old Bodmin
Turnpike road, which it cuts transversely, near the toll¬
house ; and arriving at the top of the hill behind Conium,
it is intended to descend by another inclined plane at
an angle of 5° to St. Austle Street, whose length is about
2140 feet, and perpendicular fall 1/4, the inclination
being one in 12-23, or nearly 124.
From Foot's Quay a branch is proposed to Sunny
Corner, on the eastern side of the river, one mile in
extent. There is also a branch proposed to cross the
river to the Town Quay of Truro, and thence to the south¬
east end of Lemon Quay, by means of two double turning
arch-bridges, and then to continue on by curving round
behind the Smelting-House to Lower Newham Quay.
The length by the Zeala line from Perran Porth to
the south-east end of Lemon Quay, Truro, is 10 miles, 7
furlongs, and 180 yards ; or 2 miles, 6 furlongs, and 100
yards more than the line by Perran Alms'-House.
Although it will be readily allowed as a general
principle, that, if the face of the country will admit of it,
a line of Railway should be laid out with such an inclina¬
tion as will best suit the quantity of tonnage expected to
be carried both ways ; yet the length and consequently
10
the cost of such a line may far exceed its value, in a
country like Cornwall, where the undulations of the ground
necessarily require deep cuttings, high embankments, and
a circuitous route; all of which are strikingly exemplified
in the plan and section of the proposed line by Zeala ;
and if to these are added the necessity of using inclined
planes, requiring the aid and expense of machinery, with
the delays attendant on them, it may safely be inferred,
that any tolerably direct line, which the general features
of the country will allow, and over which a horse can
draw a loaded waggon at the average rate of three miles
an hour, will better answer the purpose of a general
trade.
The comparative utility of Railways of different in¬
clinations must be determined by the practical operation
of travelling on them ; as mere theory has led to gross
errors.*
It has been already stated, that the distance by the
Zeala line is nearly eleven miles from the Forth to Truro,
a horse, therefore, travelling at the rate of three miles an
hour, would occupy in performing the journey nearly four
hours, and if half an hour be taken as the average time
occupied in passing each of the inclined planes, he would
take nearly ten hours in going and returning, to which
* On the Railway from Narabo to Redruth, five loads of timber
are drawn by three small, or two large horses, from the sea side
to the western part of the Consolidated Mines, which portion of
the line varies in inclination from level to 1 in 36 : the distance
being five miles. The quantity of coals drawn by a small horse
upwards is about 2 J tons, and of ores downwards about 3§ tons,
including the weight of the waggon in both cases.
11
must be added the time spent in transferring loads, as
well as the casual stoppages, owing to the numerous
curved portions of this line ; to say nothing of the com¬
plete stoppage of communication for hours, or even days
together, in the event of accidents happening to the
machinery.
The time, as before stated, of performing the journey
both ways, over the proposed line, by Perran Alms'-
House, would occupy about six hours, and would not be
attended with those casualties and delays necessarily
occasioned by the use of machinery ; besides the inclina¬
tions towards the summit being nearly equalized, would
allow much more work to be done, than if they were all,
or nearly all one way ; and there can be little doubt, but
the expense of carriage on this line, would be much less
than over that by Zeala.*
For the purpose of passing the inclined planes re¬
ferred to, the expense of erecting two steam engines,
each of fifteen horses power, (the diameter of cylinder
being 18 or 20 inches,) has been taken at £1200, in¬
cluding engine houses, wells, machinery, ropes, &c. ;
and the annual expense of wox-king each at £150 per
annum. On these sums we forbear to comment, being
well satisfied that in this county, practical information
* At Neath, an inclined plane was constructed for a trade,
principally, if not altogether, descending ; which plane is now
being superseded, (on account of its inconvenience and expense,)
by connecting the upper and lower parts by a regular line of
Railway, which makes the distance about one mile longer than
before. On the Bude Canal, an inclined plane has been found
to be very expensive and injurious to the interests of the concern.
can be obtained, of much greater value than any calcula¬
tions we are able to lay before you.
By our estimates which have been submitted for your
inspection, it will be seen that we have calculated the
main line from Perran Porth to Truro, including the
value of the land and premises to be taken, at £14,000;
and the extension, or branch to Lower Newham Quay at
£1960, making a total of £15,960, exclusive of the cost
of surveys, &c. and of obtaining an Act of Parliament.
According to the estimation of persons competent to
judge of the quantity of tonnage that may be expected on
this line, the particulars of which appear in your pro¬
spectus, we find that the dues would probably amount to
£2355 per annum ; from which there would be to deduct
£600 for repairs, agents' salaries, &c.
The estimate, as published in the report, of the cost
of making the Zeala line from Perran Porth to the Town
Quay of Truro, including the machinery for inclined
planes at Bolingey, and near Truro, and an embankment
and drawbridge to the Town Quay, as also its branches
of common road atTreworgan and Callerick, and the em¬
bankment across the valley of the St. Allen River, amounts
to £14,600 ; and the branch from Truro Quay to Lower
Newham Quay £1650.
This last-mentioned line has been looked over, and its
cost* estimated by ope of your Engineers ; and all we have
* In the estimates for each line, the Iron Work and all other
items have been taken at nearly the same prices, consistently with
the different circumstances attendant upon each.
13
to observe is, that if the estimated cost of the Zeala line as
published, be right, we are wrong in our estimate of the
line by Perran Alms'-House ; and instead of £15,960 as
we have stated, it should be reduced to about £9000.
The different manner in which the estimates made by the
respective engineers for the two lines have been calculated,
will be very apparent, when it is observed, that our esti¬
mate for the branch from Lemon Quay to Newham is
£1960 ; and the estimate for the same branch, as attached
to the Zeala line, including the necessary additional cost
of an embankment and drawbridge across the river from
the Town Quay, is only £1650 !
The difference in the manner of estimating the ex¬
pected income on each line will also be observed, especially
as regards the quantity of sand, which, in the prospectus
of the Zeala line, is taken at 30,000 tons per annum,
while that in the prospectus of the line by Perran Alms'-
House, is stated at 12,000 tons. Although at first sight
it might appear that a line of nearly eleven miles in
length would pass through a greater extent of country
than another of about eight miles ; yet, it is to be con¬
sidered that the greater distance is principally made up
by the numerous curvatures in the Zeala line ; besides
its approximation for some miles to the Towans or
Sand Hills of Perran, renders it utterly useless in that
part of the counti-y, as regards the carriage of this
manure ; and it is a matter of doubt, under all circum¬
stances, which of the two lines would have the greater
quantity of sand carried over it, even putting the incon¬
venience of the inclined planes on the Zeala line out of
the question.
14
The above comparison of the estimates of both lines,
will, we think, be quite sufficient to supersede all further
remarks on them.
In conclusion, we beg to observe, that if both lines
were in existence, considering the much greater distance
by the Zeala line, added to the inconvenience, delay, and
casual, stoppages at the inclined planes, it may fairly be
inferred that the greater quantity of articles to and from
the mines and for country use, together with sand from
Perran, would be carried over the line by Perran Alms'-
House, while the necessary expenditure of the latter
would be much less than that of the former, with its
engines and machinery. The accompanying map will
shew the routes of both lines, and which, in connexion
with our observations herein submitted, will, we trust,
convince you which of the two would best answer all the
purposes for which a Railway is wanted between Truro
and Perran Porth ; and we think that the necessary con¬
clusion is, that the line by Perran Alms'-House is de¬
cidedly the best, inasmuch as it offers the greater ad¬
vantages to its proprietors as well as to the public.
We have the honor to be,
Gentlemen,
Your most obedient Servants,
FRANCIS WHISHAW,
RICHARD THOMAS.
Truro, January 7th, 1831.
London : Printed by G. Taylor, 7, Little Jame» Street, Gray'« Inn.
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