On a Notice Board dated 6th October, 1824, are the following words: "Notice is hereby given that no trucks, wheelbarrows or other carriages will be permitted to be drawn upon the foot-paths of this bridge. By order of the Proprietors."

The Bridge though convenient has an unsightly appearance and unworthy its position across a river spanned by some of the finest bridges in the world. At the foot of the Old Bridge is a toll-house with walls twenty inches in thickness, facing which is a painted board with charges for tolls headed "Old Battersea Bridge Tolls by Act of Parliament 6° George III., 1766."

ALBERT SUSPENSION BRIDGE, conceived originally many years ago by the Prince Consort, it was not until 1864 that an Act for its construction was obtained. Although the works were commenced soon after the necessary powers were conferred upon the Company, they were retarded by the action of the Metropolitan Board of Works. That body proposed to embank the river from Pimlico to Battersea Bridge, Chelsea; the execution of that work would involve questions affecting the bridge level and approaches. Not until 1867 did the Board obtain their Act, and not until the Autumn of 1870 did their engineer determine the open question affecting the approaches and levels of the Albert Bridge. In the mean-time the powers of the Bridge Act expired, but were revived on application to Parliament on condition that the bridge should be constructed on Mr. Ordish's rigid suspension principle. This principle is now generally well known, it having been carried out in practice on several instances, notably in that of the Francis Joseph Bridge at Prague, which is 820 feet long and has a centre span of 492 feet, and two side spans of 164 feet each. The Ordish system consists in suspending the main girders which carry the road-way by straight inclined chains, which are maintained in their proper position by being suspended by vertical rods at intervals of 20 feet from a steel iron cable. The total length of the Albert Bridge is 710 feet and 41 feet in width between the parapets, which are formed of the main girders, which are of wrought iron 8 feet deep and continuous; the upper portion is perforated in order to lighten and improve the structure. The main girders are connected transversely by cross girders placed 8 feet apart, on these the planking is laid for the carriage road-way, which is formed of blocks of wood placed with the grain vertically on the planking. The roadway is 27 feet in width. On either side is a foot-way 7 feet wide, paved with diamond-shaped slabs of Ransome stone 12 inches square and 1½ inches thick, laid on the planking with a layer of tar and asphalted felt interposed. The slabs in the centre of the footpath are of a grey color with an ornamental border. The four towers carrying the main chains of the bridge are placed outside the parapet girders; they are placed in pairs, each pair being connected at a height of 60 feet from the platform level by an ornamental iron work. The towers are of cast-iron and consist each of an inner column 4 feet in external diameter, and surrounded by eight 12-inch octagonal columns placed 12 inches from the central shaft, the whole group being connected together at intervals by disc pieces of collars of cast-iron. The straight chains are composed of rolled iron bars, united end to end by riveted joints and having swelled heads only at the extreme ends. The curved cable from which the straight chains are suspended to preserve their equilibrium is of steel wire and is 6 inches in diameter. It is composed of a series of strands of straight wires, about 900 in number, bound together by a coiled wire of smaller diameter. The bridge is divided into a centre with two side openings, the former a span of 400 feet, and the latter 155 feet each. There is a clear headway of 21 feet at the centre of the bridge from the under side of the platform to Trinity high water mark, the height being reduced to 10 feet at the abutments. The piers carrying the four towers are formed of cast-iron cylinders sunk down to the London clay and filled with concrete. The foundations of the piers consist also of cast-iron cylinders, the bottom or cutting ring being 21 feet in diameter, 4 feet 6 inches high and 1 3/8 inches thick. The next ring above this is 5 feet high and tapers from 21 feet at its junction with the cutting ring to 15 feet at the top, from which point the pier is constructed with cylinders 15 feet in diameter up to the level at which the towers commence. The thickness of the metal in the coned and upper rings is 1¼ inch. The bottom or cutting rings are noticeable as being the largest cylindrical castings ever made in one piece. One of the chief peculiarities in the Albert Bridge is the method introduced by Mr. Ordish in forming the anchorage. The arrangement is perfectly independent of the great mass of masonry generally employed in anchorages the anchorages being contained within an iron structure. It consists of a cast-iron cylinder 20 feet 6 inches deep and 3 feet internal diameter enlarged at the bottom into a chamber 5 feet diameter for anchoring the chains. The cylinder is water-tight, and is provided with a manhole and steps, so that the anchorage can be examined at any time, and cleaned and painted when necessary. This cylinder is set vertically in a surrounding bed of concrete, the bottom being 26 feet below the road-way bed. From this proceeds a vertical anchorage chain, connected to the end of the main girder, to which is also connected the principal back chain and the wire cable. The horizontal strain is thus taken through the main girders and the vertical lift by the mass of concrete in which the cylinder is embedded, and which is about one-tenth the quantity required in ordinary anchorages. The bridge commands an extensive and picturesque prospect, having on the one hand Battersea Park and on the other the Thames Embankment. Messrs. Williamson and Company were the contractors for the bridge and Mr. F. W. Bryant was their engineer. The cylinders for the piers were cast by Messrs. Robinson and Cottam, of Battersea; the cast and wrought iron work for the superstructure was supplied by Messrs. A. Handyside and Company of Derby and London, and the steel wire cables by the Cardigan Iron and Steel Works, Sheffield. There are twenty upright lampposts in keeping with the character of the bridge each bearing a lamp. One rather taller than the rest stands in the middle of the road approaching the bridge, at the base of which toll-bars are swung on iron hinges to obstruct the carriages, the others are placed at certain distances apart opposite each other on either side of the pathways. There are also four small lodges at which to receive carriage and foot tolls. The bridge was opened 31st December, 1872, at 1 p.m.; re-opened the 23rd of August, 1873, at 12.30 p.m. Estimated cost of bridge with approaches, etc., etc., about £90,000. Battersea Old Bridge belongs to the Albert Bridge Company.

Off Park Road, Battersea, is an antique cottage, the birthplace and residence of Mr. Juer, who for several years discharged the duties of Overseer and other Parochial offices in a manner creditable to himself and highly satisfactory to the parishioners. From family records he has been able to trace that his ancestors have occupied this dwelling for the last three centuries. Mr. Juer died Nov. 30, and was interred Dec. 6, 1878, in the family vault in St. Mary's Church-yard, where there had been no burial for 25 years. Canon Clarke read the burial service, and many of the old parishioners were present who respected the memory of the deceased.

CHELSEA SUSPENSION BRIDGE is an elegant structure on the suspension principle, (from the site of Ranelagh to Battersea Park): it measures 347 feet between the towers and 705 between the abutments. It was made at Edinburgh and erected in 1857 after designs by the late Mr. Thomas Page, the architect of the New Bridge at Westminster, at a cost of £85,319. It was opened on the 28th of March, 1858. The roadway is suspended upon chains, which hang from two massive and ornamental piers in the river, the ends being firmly secured by solid masonry on the shores. On a portion of the iron-work of the beautiful arches connecting the towers of this magnificent bridge, beneath the escutcheon representing the Royal Standard, are emblazoned the following Latin inscriptions in old German characters:—Anno Regni Vicesimo Victoria, Anno Domini, 1857, Gloria Deo in Excelsis. The large globular lamps at the top of the piers are lighted only when the Queen sleeps in London.

Tolls paid for passing over this Bridge were:—

For every foot-passenger½d.
For every description of vehicle drawn by one horse
and other beast of draught2d.
For each and every additional horse or other beast
drawing1d.
For every horse, mule or ass not drawing1d.
For every wheelbarrow or truck not drawn by any
horse or other beast1d.
For every score of oxen or neat cattle and so in
proportion for any greater or less number8d.
For every score calves, sheep or lambs, and so in
proportion for any greater or less number4d.

Hackney coaches and licensed cabs without passengers, waggons, carts and drays unladen with two or more horses, to pass over the bridge upon payment of half the above toll. And all post chaise returning without passengers and return post horses, to pass over the bridge free. By virtue of an Act of Parliament 9th and 10th Victoria, cap. 39. By order of the Commissioners of Her Majesty's Works and Public Buildings, 1858. Office of Works, 12, Whitehall Place, Westminster.

Londoners may congratulate themselves that they are at last allowed to cross the bridges which connect the opposite banks of the Thames at the western end of this great city without paying toll. The Metropolitan Board of Works have expended £538,847 19s. in freeing these five bridges—viz.: Lambeth Bridge, £36,059; Vauxhall Bridge, £255,230 16s. 8d.; Albert and Battersea Bridges, (including Parliamentary costs), £170,305; Albert Bridge Company (taxed costs of arbitration), £2,253 3s. 1d.; Chelsea Bridge, £75,000. On Saturday, the 24th of May, 1879, Her Majesty Queen Victoria's birthday was appropriately chosen for the occasion and great preparations had been made for giving éclat to the ceremony. The route taken by the Royal Party (which included the Prince and Princess of Wales—two of their children, Prince Albert Victor and Prince George of Wales, attired in naval costume as naval cadets; the Duke and Duchess of Edinburgh, the Crown Prince of Denmark) which was gay with Venetian masts, bannerets, streamers and flags. The Circular Engine Shed in Victoria Bridge Road and that portion of the railway bridge which spans the Thames belonging to the London, Brighton and South-Coast Railway Company were lavishly festooned and decorated with coloured flags most profusely. Shortly after 3 p.m. came three open carriages each drawn by two horses and the well-known scarlet livery of the Court Mews on the hammer-cloths. At the south side of Lambeth Bridge the Prince was received by Sir James M'Garel Hogg, M.P., Chairman of the Board of Works; the Archbishop of Canterbury, Lord Middleton, Sir Henry Peek, Sir James Lawrence, M.P., Mr. Alderman McArthur, M.P., Mr. Selway, M.P., Mr. Coope, M.P., and other notabilities. The keys having been surrendered with the customary formalities, a Royal salute having been fired from the banks of the river and the bands having played the National Anthem, Mr. J. M. Clabon handed the Prince of Wales an address, folded and tied with green tape, after a moment's parley His Royal Highness with a smile and an approving nod of the head from the Princess, who was by express wish a joint participator with the Heir Apparent in the ceremony of opening the bridge, handed back the address asking that it might be read as he wished to reply, then Sir James M'Garel Hogg untying the tape and unfolding the address read as follows:—

"To their Royal Highnesses the Prince and Princess of Wales. May it please your Royal Highness—It is with great gratification that we, the Chairman and Members of the Metropolitan Board of Works, receive your Royal Highnesses on the occasion of your opening free to the public the five bridges over the Thames, from Lambeth Bridge on the east to Battersea Bridge on the west, which serve to connect important districts on the two sides of the river. London, which in many respects stands at the head of the great cities of the world, has too long, we fear, in the matter of free passage across the river, been behind the capitals of other countries. Until to-day there has been no free bridge in the metropolis westward of Westminster by which the population north and south of the Thames could pass from one side of the river to the other. We are glad that this reproach will now be removed. The bridges which your Royal Highnesses are about to declare free have been acquired by the board under the powers of an Act of Parliament passed in the year 1877, which had for its object the extinction of the tolls on all the bridges in London. Waterloo Bridge and the Charing-cross Railway Footbridge have already been made free. The tolls will this day be extinguished on five other bridges, and before the end of the year it is hoped that there will be none but free bridges over the Thames throughout the metropolitan area. The metropolis and its inhabitants have received many proofs of the interest which your Royal Highnesses feel in their welfare, and of the encouragement which you are always ready to give to those who are engaged in promoting that welfare. Your presence upon this occasion is a further proof of the interest you feel, and we offer your Royal Highnesses our sincere thanks for the honour you have done us.

Signed, on behalf of the Metropolitan Board of Works,

J. M. M'Garel Hogg, Chairman of the Board,

May 24, 1879.