The Bude Canal was a canal built to serve the hilly hinterland in the Devon and Cornwall border territory in the United Kingdom, chiefly to bring lime-bearing sand inland from the coast for agricultural fertiliser. It was remarkable in using inclined planes to haul tub boats on wheels to the upper levels. There were only two conventional locks, in the short broad canal section near the sea at Bude itself. It had a total length of 35 miles (56 km), and it rose from sea level to an altitude of 132 m (433 ft.).

The main line of the canal runs south east from Bude to a wharf near Launceston, with an easterly branch to Blagdonmoor, beyond Holsworthy. There was a northerly feeder arm leading from a new reservoir at Virworthy, called the Tamar Lake.

There were two conventional locks in the short broad canal section, each with a vertical interval of 5 feet 6 inches (1.7 m). This section terminated at Helebridge, about 2 miles (3.2 km) from Bude, and ordinary coastal barges travelled this far up the canal.

The tub boats were designed to use the main part of the system, and they generally made the transit from the harbour at Bude, or from Helebridge if trans-shipping from coastal vessels there.

After Helebridge there were three inclined planes to the summit section; the whole of the central part of the system was at this level, 132 m (433 ft.) above sea level. The main line to Druxton Wharf, near Launceston negotiated three descending inclined planes as it followed the southerly course of the River Tamar.

Having no intermediate locks on the tub boat sections, the canal had to follow the contours exactly between the inclined planes, and this made its route even more circuitous than most canals. However some relatively ambitious viaducts and earthworks were constructed, particularly where side streams and small valleys entered the main watercourse and its valley.

The unusual feature of the canal was the six inclined planes. The tub boats had wheels, and on the inclined planes they were pulled up the slopes with the wheels running in channel rails (like a squat letter "U" in section). There were two sets of rails, one for each direction, but it does not appear that a counterbalancing system was used (in which a boat coming down would balance one being pulled up).

The tub boats were hauled up and let down the inclined planes by chains which were operated in most cases by waterwheels; the transit took five minutes or so. There were standby steam engines at some of the inclined planes. However the Hobbacott Inclined Plane used a different system of harnessing water power: water filled a very large bucket and it was simply the weight of the water that pulled the ascending tub boat up the incline. The bucket operated in a deep vertical shaft, and at the bottom a plug was opened and the water ran to waste along an adit which connected to the lower level of the canal; the descending bucket pulled an empty bucket up in the same operation. The full bucket had to be heavy enough to pull a loaded tub boat up the 1 in 4½ gradient as well as overcoming friction, and Green calculated that a weight of about fifteen tons was necessary. This was successful, and the bucket raised a boat up the plane in about four minutes, which was about one half of the time taken when the 16 horsepower (12 kW) standby steam engine was used.

The Inclined Planes Name,     Vertical interval,     Length,      System

Marhamchurch                       120ft                    836ft         Overshot waterwheel
Hobbacott                              225ft                    935ft         Descending bucket
Vealand                                  58ft                     500ft         Overshot waterwheel
Merrifield                                60ft                     360ft         Overshot waterwheel
Tamerton                                59ft                     360ft         Overshot waterwheel
Bridgetown                             51ft                     259ft         Overshot waterwheel

The gradients of the planes differed somewhat, with Hobbacott being the steepest at 1 in 4½ and Vealand being the gentlest at 1 in 8.6.

The tub boats were 6 m (20 ft.)long and 1.7 m (5 feet 6 inches) wide, and carried about 20 tons payload; the usage of tub boats was not confined to the Bude Canal. They were commonly operated by coupling between 4 and 6 together and hauling them - by horse power - together. A "train" of boats could therefore be 37 m (120 ft.)long, and on the very sinuous alignment of the canal, the train must have been difficult to manouvre round sharp curves. Steering was possible by manually altering the connection between adjacent boats, using handspikes.
Each boat had four wheels 14 inches 360 mm (14 ins) in diameter for running on the inclined planes; the boats were hauled up and down individually.

The operation of lining the tub boats up with the rails, at transfer from canal to plane, must have been difficult. Once engaged with the continuous chain, it would have been impracticable to stop the motion momentarily while the wheels were guided to the rail channels; but no record is available as to how this was achieved.

On completion of the canal, the owning company was constantly short of cash, and income did not reach the levels predicted at the stage of promoting the canal. In addition, serious problems with the state of the newly finished works were discovered, although in the circumstances of a locally promoted scheme with novel technological aspects, the canal as built was better engineered than it might have been. The chains on the inclined planes were constantly breaking, the rails broke, and other mechanical failures were frequent, and physical damage from careless boat handling was also common.

However the rich sand was successfully carried to farms near the various wharves in large quantities, and other merchandise was also carried, particularly coal from South Wales. Traffic picked up in the 1880s, and when the London & South Western Railway reached Holsworthy, the canal carried significant volumes of the sand to Stanbury Wharf for onward conveyance by railway; the mile or so between the wharf and the railway station must have been negotiated by horse and cart.

Nonetheless the arrival of the railway soon spelt the ultimate doom of the canal: manufactured fertilisers had become commonplace and cheap, and they could be brought in by railway, so that the demand for the local sand was diminished considerably.

When it became obvious that the canal could not survive, some directors proposed obtaining parliamentary authority for abandonment, or selling the canal outright to the railway company, or anyone else. However legal conditions agreed at the time of construction gave certain landowners rights to take water from the canal, and they would not give up these rights without compensation, so for the time being the proposals for disposal were frustrated. Finally abandonment of the tub boat operation took place on 14 November 1891 with the Launceston main line and the Holsworthy branch being abandoned, but the Feeder arm continuing to be kept open because of the water rights. After protracted negotiations the remainder of the canal was bought by Stratton and Bude Urban District Council, on 1 January 1902, and this enabled them to supply domestic water in due course to the villages in the district from the canal's Tamar reservoir. The works became the responsibility of North Cornwall District Council when English local government was reorganised in 1974.