Facing Price's Candle Factory was a field which was rented by the Company and used as a cricket ground for their employés. Queen's Terrace and streets adjacent now cover this portion of land.

Among the State Papers is a letter dated August 22, 1580, from Archbishop Sandys to John Wickliffe, keeper of his house at Battersey, in which he directs him to deliver up the house to the Lords of the Council so that it might be turned into a prison for obstinate papists. During the Commonwealth, York House was sold to Sir Allen Apsley and Colonel Hutchinson for the sum of £1,806 3s. 6d., but it was reclaimed by the See after the Restoration.

Brayley in his History of Surrey says, "Besides this Mansion (near York House) there are several handsome seats fronting the river and various large manufacturing establishments, Chemical works, and melting furnaces, etc. are extensive along its banks, greatly to the annoyance of the market gardeners and florists who complain grievously of the injury they sustain by the smoke and noxious vapours of the numerous steam engines now employed in this hitherto rural district. The establishment here for the preservation of timber from the dry rot, called Kyanizing from the name of its inventor, was destroyed by fire on the 20th of March, 1847; and the conflagration extended to other neighbouring works. The process was carried on by forcing tar through the pores of the wood, and here was a large pond of that fluid, the blaze of which set fire to immense piles of timber which had either undergone the process, or were in a state of preparation for it."—Brayley, Surrey Mantel, Vol. iii. P. 447.

A very useful thing is that dentated instrument called the Saw. Pliny says that the saw was invented by Dædalus. According to Apollodolus Talus invented the saw. Talus it is said having found the jaw-bone of a snake employed it to cut through a piece of wood and then formed an instrument of iron like it. Saw-mills were erected in Madeira in 1420. At Bresdan in 1427. Norway had the first saw-mills in 1530. The Bishop of Ely Ambassador from Mary of England in the escort of Rome describes a saw-mill there 1555. The attempts to introduce saw-mills into England were violently opposed, and one invented by a Dutchman in 1663 was forced to be abandoned. Saw-mills were erected near London about 1770. The excellent saw machinery at Woolwich Dockyard is based upon the invention of the Elder Brunel, 1806-13. Sir Mark Isambard Brunel was the son of a Normandy farmer, and born at Hacqueville, near Rouen, on the 25th of April, 1769. He early shewed an inclination for mechanics, and at school preferred the study of the exact sciences to the classics. In 1786, he became a sailor in the French Navy. In the revolutionary period of 1793, having involved himself by his political opinions he escaped from Paris to the United States. Brunel's career as an engineer began 1794 when he was appointed to survey for the Canal which now connects Lake Champlain with the river Hudson, at Albany. He afterwards acted as an architect in New York. On his return to Europe in 1799, he married the daughter of William Kingdom, Esq., Plymouth, and settled in England. Here he soon established his reputation as a mechanician by the invention of a machine for making block pulleys for the rigging of ships. The erection of steam saw-mills in Chatham Dockyard, a machine for making seamless shoes for the army, machines for making nails and wooden boxes, for rolling paper and twisting cotton hanks, and lastly a machine for producing locomotion by means of Carbonic acid gas, which however though partially successful was afterwards abandoned. "But the great work by which his name will be transmitted to posterity is the Thames Tunnel which, though almost a complete failure as a commercial transaction is nevertheless a wondrous monument of engineering skill and enterprise. It was commenced in March, 1825, and opened to the public in 1843, after a multitude of obstacles and disasters." He held extensive premises at Battersea on the site now occupied by the Citizen Steam-boat Company, where his celebrated saw and veneer mills were burned down about the year 1814. He was elected a Fellow of the Royal Society in 1814; was appointed Vice-President in 1832. He was Knighted in 1840. Died Dec. 1849, in his eighty first year, universally respected.

Sir Richard Phillips, who had an opportunity of inspecting Brunel's machinery at Battersea, eulogizes his fame and speaks of his merits and scientific genius thus:—"A few yards from the toll-gate of the Bridge on the western side of the road stand the workshops of that eminent, modest, and persevering mechanic Mr. Brunel, a gentleman of the rarest genius who has effected as much for the mechanic arts as any man of his time. The wonderful apparatus in the Dockyard at Portsmouth with which he sets blocks for the navy, with a precision and expedition that astonish every beholder, secures him a monument of fame and eclipses all rivalry." At Battersea Works Sir Richard witnessed four circular saws, two of them 18-ft. in diameter and two of them 9-ft. in diameter, besides other circular saws much smaller used for the purpose of separating veneers. He saw planks of mahogany and rosewood sawn into veneers the 16th of an inch thick. By the power that turned those tremendous saws he beheld a large sheet of veneer 10-ft. long by 2-ft. broad separated in ten minutes "so even and so uniform that it appeared more like a perfect work of nature than one of human art." In another building Sir Richard was shown Mr. Brunel's manufactory for shoes, where the labour was sub-divided so that each shoe passed by aid of machinery through twenty-five hands complete from the hide as supplied by the currier. By this means a hundred pairs of strong and well-finished shoes were made per day. He remarks, "each man performs but one step in the process, which implies no knowledge of what is done by those who go before or follow him. The persons employed are not shoemakers, but wounded soldiers, who are able to learn their respective duties in a few hours. The contract at which these shoes are delivered to Government is 6s. 6d. per pair, being at least 2s. less than were paid previously for an unequalled and cobbled article." The shoes thus made for the Army were tried for two years but afterwards abandoned from economical views.

Sir Richard Phillips in his "Morning Walk from London to Kew" (page 42) says, "at the distance of a hundred yards from Battersea Bridge an extensive pile of massy brick work for the manufacture of soap has recently been erected, at a cost it is said of sixty thousand pounds. I was told it was inaccessible to strangers and therefore was obliged to content myself with viewing it at a distance." This soap factory stood by the water side, a little to the east of the Bridge, erected by Mr. Cleaver. There were some large turpentine works in this parish, which belonged to Mr. Flocton.

Battersea has three bridges across the Thames communicating with Chelsea.

The history of the Ferry prior to the erection of the OLD WOODEN BRIDGE at Battersea can be traced back some two or three centuries. It was much used as a means of transporting passengers, goods, etc., over this part of the river. At the commencement of the reign of James I. the Ferry from Battersea to Chelsea or Chelchehith Ferry was in full operation. When James I. ascended the throne "by Letters Patent for the sum of £40, the King gave his dear relations Thomas Earl of Lincoln, and John Eldred and Robert Henley, Esquires, all the ferry across the river Thames called Chelchehith Ferry, or Chelsea Ferry." In addition to which some grants of land were included and the Grantees were empowered to transfer their rights to "our very illustrious subject William Blake." In 1618 the Earl of Lincoln, who owned Sir Thomas More's house in Chelsea which Sir Thomas More had purchased from Sir Robert Cecil, sold the ferry to William Blake. In 1695 it belonged to one Bartholomew Nutt. The ferry appears to have been rated in the parish books in 1710 at £8 per annum. Between the year 1765 and 1771 the ferry produced an average rental of £42 per annum. Sir Walter St. John by virtue of his manorial rights held possession of the ferry, at his death in 1708, the ferry with the rest of the property went to his son Henry, who died in 1742 having left the family estate to his son Henry the famous Viscount Bolingbroke, at whose death in 1751, in consequence of his having no issue or progeny of his own, the estates with the title descended to his nephew Frederick (son of his half-brother, John Viscount St. John) who obtained an Act of Parliament in 1762 to sell his estate, which, as we have already observed, was purchased in 1763 by the Trustees of John, Earl Spencer. Earl Spencer being anxious to replace the ferry with a bridge, in 1766 obtained an Act of Parliament which empowered him to build the present bridge. The bridge is in Battersea and Chelsea Parishes (the marks defining the boundary line of these Parishes meet in the centre) it was not to be rated to the land tax, or any public or parochial rate; nor deemed a County bridge, so as to subject the Counties of Surrey and Middlesex to repair the same. In the event of any casualty occurring to the bridge thereby rendering it "dangerous and impracticable" the Earl had to provide a convenient ferry at the same rate of tolls as the bridge. Some old writers who have written on the Antiquities and History of Surrey, state that the bridge was built at the expense of fifteen proprietors each of whom subscribed £1,500. Mr. Walford says in 1771, "Lord Spencer associated with himself seventeen gentlemen, each of whom was to pay £100 as a consideration for the fifteenth share of the ferry and all the advantages conferred on the Earl by the Act of 1766. They were also made responsible for a future payment of £900 each towards the construction of a bridge. A contract was entered into with Messrs. Phillips and Holland to build the bridge for £10,500. The work was at once commenced, and by the end of 1771 it was opened for foot passengers and in the following year it was available for carriage traffic. Money had to be laid out for the formation of approach roads, so that at the end of 1773 the total amount expended was £15,662. For many years the proprietors realized only a small return upon their capital, repairs and improvements absorbing nearly all the receipts. In the severe winter of 1795 considerable damage was done to the bridge by reason of the accumulated ice becoming attached to the (timber) piles and drawing them on the rise of the tide, and in the last three years of the eighteenth century no dividends were distributed." The bridge is 726 feet long and 24 feet wide. It originally had 19 openings, the centre opening had a space of 31 feet, and the others decreased in width equally on each side to 16 feet at the ends, but in consequence of the serious hindrances which the structure caused to navigation on the Thames within the last few years the bridge has undergone alterations in order to widen the water-way, four of the openings have been converted into two and strong iron girders have been introduced. The centre opening is now 75 feet wide with a clear head-way of 15 feet at Trinity High Water Mark. In 1799 only one side of the bridge was lighted with oil lamps. "In 1821 the dangerous wooden railing was replaced by a hand rail of iron, and in 1824 the bridge was lighted with gas the pipes being brought over from Chelsea although Battersea remained unlighted for several years afterwards." In the year 1878, the bridge, which had hitherto remained in the hands of the descendants or friends of the original proprietors came into the possession of the Albert Bridge Company under their Act of Incorporation. Its revenues in 1792 were about £1,700. About nine years ago its yearly income was estimated at £5,000.

Battersea Bridge Tolls by Act of Parliament 6° George III. 1766.

For every description of vehicle drawn by one horse,
ass, mule or other beast 4d.
"two6d.
"three 9d.
"four1s.
For every horse, ass mule or other beast laden and
not drawing 1d.
For every hackney carriage with plates returning
empty per horse 1d.
For every foot-passenger whatever ½d.
For every drove of oxen or neat cattle per score l0d.
and after that rate in any greater or less number.
For every drove of calves, hogs, sheep or lambs per
score 5d.
and after that rate in any greater or less number.