OLD PLYMOUTH . UK
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TRAMWAYS IN OLD PLYMOUTH  |  PLYMOUTH, DEVONPORT AND DISTRICT TRAMWAYS COMPANY LIMITED  |  BOARD OF TRADE INSPECTION

BOARD OF TRADE INSPECTION REPORT

Major-General C S Hutchinson RE, the Board of Trade's inspector, made his inspection of the Plymouth, Devonport and District Tramways on Friday July 11th 1884.   A week later everybody discovered that he had not liked what he had seen.

Line 1, 1 mile 55 chains in length, had been constructed single line throughout to Compton Lane End, except for 12 chains of what in those days were more commonly called "sidings" to enable trams to pass each other.  There had been a deviation along Cobourg Street and right into North Road in substitution for the planned route via Portland Villas and Albany Place.  This change, along with the provision of a single line on Mutley Plain instead of the projected double line, was requested by Plymouth Corporation under Section 17 of the tramway's Act, which enabled the Corporations of Plymouth and Devonport to impose such alterations to the plans.

The route from Bedford Street to Grand Parade at West Hoe had been constructed in full.  It was 1 mile 20 chains in length, of which 12 chains were double track.  Of the rest of the projected system, only the portion from Princess Square to the junction with Southside Street, a "branch" of some 19 chains, had been completed.  Only 3 chains were double track.

Although the lines were well laid, several changes had been made to the layout, with the agreement of the local authorities.  The location and form of many of the passing loops had been changed but the one which caused the downfall of the whole project was that in Richmond Street, which was quoted as being less than 17 feet wide and on an incline of about 1 in 17, the line had been laid on the right side of the road, looking up it, and thus descending traffic would meet the trams going in the wrong direction. 

The inspector refused to sanction this line at all until a second track was put in on the west side of the Street so that ascending cars would be on the correct side of the road.  In addition, because of the narrowness of Richmond Street, this double track would be regarded as single track and passing would thus be forbidden.

If these alterations were made, along with some minor ones, then the Board of Trade were prepared to sanction the opening of the line.  But then came the real coup de grace.  Major-General Hutchinson had noted the narrowness of Richmond Street, Cobourg Street and North Road and considered that the use of mechanical power on that portion would be objectionable.  He also found that the points were too flimsy for the use of mechanical power.  As a result he refused to sanction the use of the steam trams that had already been purchased.

As usual the inspector also imposed Speeds and Stops Regulations on the Tramway.