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During the ensuing year the executors of a deceased proprietor had to dispose of a Appendix, No. 12. share, or one-13th of the interest in the tolls and other properties connected with Battersea Bridge; this was sold by public auction for 6,600 l, which is the latest sale of a share. (This sale took place in the month of August 1843, though the conveyance was not executed till some time afterwards, which led to the year 1844 being erroneously mentioned in the evidence as the date of the sale.)

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A sum of 345l. 10s. 6 d. was expended this year in building a new house for the check clerk, and of 501. last year, which may be considered as an addition to invested capital, and is not included in the above item for expenditure.

The funded and landed properties are but little altered. The income arising from them remains at nearly the same amount as in 1842.

Battersea, 13 July 1854.

Stephen S. Tayler.

Appendix, No. 13.


[Explanation of Plans delivered in by P. P. Baly, Esq.-Evidence, 21 June 1854,

p. 102.]

Appendix, No. 13.

Drawing No. 1, is a general plan and section of the bridge, showing the proposed Vide Plan (VIII.) approaches and the level of the same with reference to existing thoroughfares, and the at the end. height of the bridge above Trinity Standard high-water mark.

North Approach.---Upon reference to this drawing, it will be seen that the north approach commences at the Strand (opposite Duncannon-street and Adelaide-street, which skirt the east and south sides of St. Martin's Churchyard), and is carried along Hungerford-street, which it is proposed to widen to 60 feet by throwing back the shops, for which facilities exist. This approach then crosses the present open space in the market, and passing through the centre of the hall of the market, will require the removal of a few stalls and a large room which has been erected within the last few years for public exhibitions, but at present is not tenanted. It then crosses over the erection in the lower area of the market, which is at present used as a singing room or saloon in connexion with the Swan Tavern, and then reaches the bridge.

The Bridge. It is proposed to make the bridge 48 feet wide, as shown upon Drawing Vide Plan (IX.) at No. 2, the carriageway being in the centre, with a footway on either side of it. The the end. sectional area of the chains will be sufficient to sustain the greatest load which can be placed on the bridge, situated as it is in the middle of the metropolis; and the flooring will be trussed, so as to prevent vibration, by wrought-iron trusses placed on each side of the footways, and running longitudinally along the whole length of the bridge.

The Pesth Bridge, built by the late Mr. Tierney Clarke, is a carriage suspension bridge, with a centre span within 10 feet the same as that of the Charing-cross Bridge, and is the only means of communication between the towns of Pesth and Buda, which, together, have a population of upwards of 100,000. The stability of this bridge was most severely tested during the Hungarian Revolution in 1849, both the Hungarian and Austrian armies passing over the bridge with all their artillery and baggage trains, and this occurred before the bridge was finished or the roadway trussed.

The piers of the present bridge can be easily modified above the level of the cutwaters, so as to suit the increased width of the new bridge; additional rollers will have to be placed on the piers, with a similar arrangement to that already existing, and which has been found to answer most efficiently in preserving the equilibrium of the bridge, as was fully tried upon the occasion of His Royal Highness Prince Albert passing under the bridge on his way to the City to open the Coal Exchange, when the bridge was densely crowded with people.

South Approach.-The south approach commences at the river face of the present south abutment, and will also be 60 feet wide; continuing on from the bridge, it will pass over

Appendix, No. 13. the Belvidere-road by a bridge, and join the York-road opposite the present offices of the South-Western Railway Company, at a point intermediate between Vine-street and Suttonstreet. The line of this approach is now in course of execution by the Company, under Parliamentary powers for forming the same, the capital for which has been subscribed, and is paid up, with the exception only of the last call.

In determining upon the spot where the south approach should join the York-road, it has been selected in reference to the proposed extension of the Waterloo Station of the Vide Plan (XI.) at South-Western Railway to the York-road, to the site coloured pink on Plan No. 4, and also to an eventual communication with the Westminster-road.

the end.

In the event of the line of street from Westminster Bridge to the Town Hall, Southwark, being formed, no difficulty whatever exists in connecting it with the south approach of the

Vide Plan (XI.) at bridge, as is shown by the dotted pink lines on Drawing No. 4.

the end.

In reference to the inclination of the approaches at the north approach, there is an inclination of 1 in 50 in Hungerford-street, and the remainder of the approach is on a level.

At the south approach the inclination between the bridge and the Belvidere-road is 1 in 70, and from the Belvidere-road to the York-road 1 in 40. The inclination of the south approach to the Waterloo Bridge varies from 1 in 35 to 1 in 39.

Approach from Whitehall.-Should it be thought desirable to make a communication from the north approach to Scotland Yard and Whitehall, it can be made with facility in Vide Plan (XI.) at the direction of the dotted lines shown upon Drawing No. 4. The inclination of this approach would be about 1 in 60.

the end.


The Middlesex approach to the bridge from St. Martin's Church has, however, been selected in preference to an approach in a more westerly direction, on grounds both of public convenience and diminished outlay. Hungerford-street is not only within 100 yards of the Trafalgar-square Post-office, but the two important openings opposite Hungerford-street, and skirting St. Martin's Churchyard, lead direct to the upper part of Trafalgar-square, and via St. Martin's-lane, to Oxford-street and the north of London, and thus must instantaneously relieve the Strand from a very large portion of the traffic to or from the bridge.

As far as the market is concerned, the only erections to be entirely removed are the two rooms which have been erected in the centre of the market, as above explained (one only of which is at present occupied), and a few stalls, the houses in Hungerford-street being set back as shown, and the residue of the market will remain untouched, but of course applicable for trading and business purposes of a higher character; and thus it is assumed the rental of the Market Company will be increased, and the property generally benefited. The estimated cost of the alteration of the bridge is,—

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[N.B.-In this Index the Figures following the Names of the Witnesses refer to the Questions of the Evidence; those following App. p. to the paging of the Appendix; and the Numerals following Rep. p. to the paging of the Report.]



ACTS of Parliament. See Battersea Bridge.
Crown, The.
Court Bridge.
Kew Bridge. Kingston Bridge. London Bridge.


Additional Bridges. The construction of another bridge would not effect much good without the proposed street were made through the Borough, Laing 56-Sites upon which it would be expedient to erect additional bridges, Rep. p. iv.

Andrews, George William. (Analysis of his Evidence.)-Heavy toll taken at Moulsey Bridge; objection of the inhabitants to it, 1344-1352-There is a general willingness to pay a rate to buy up the bridge, 1353-1358– Popular feeling as to the desirability of getting rid of the toll, 1362-1370-Weekly sum paid in tolls by witness, 1371Present condition of Moulsey Bridge, 1372.

Annuities. Periods at which the annuities chargeable on the Bridge House Estates will expire, Brand 214-219.

Approaches. It would be useless to throw open the Southwark Bridge unless the communication with the railway stations were improved, Jones 111, 112. 131-133--It would be necessary, in the event of the plan of widening London Bridge being adopted, to widen the approaches also, Evans 745-751- Manner in which the approaches of the bridge from St. Paul's might be adapted to the existing levels, Tite 1050-1056.

See also Southwark Bridge.

Area. See Taxation.

Thames Tunnel.

Tower, The.

Ashby, Frederick. (Analysis of his Evidence.)-Injury done to the trade of Staines by the existence of the toll on the bridge, 1492, 1493--There is a general willingness on the part of the inhabitants of Staines to share in a tax for abolishing tolls on all the bridges, 1494-1498.

Ashby, Thomas. (Analysis of his Evidence.)-Reasons for which the people of Staines are anxious for the bridge to be made free, 1443-1448. 1467-1481--Particulars as to the funds with which the bridge was built, and as to the revenue, 1449-1459. 1465, 1466. 1482. 1489-1491-The bridge is now in the possession of a mortgagee, 1460-1464There is no toll on foct passengers, 1483-1485-Staines Bridge has been rebuilt five times within witness's recollection, 1486-1488.


Baalham, Robert. (Analysis of his Evidence.)-Is resident superintendent or clerk of Battersea Bridge, 1766-The average annual income of the bridge toll for the last three years has been 6,511 l. os. 3 d.; and the expenses, 750 l., 1767-1770- -Increase of Jate years in the amount of the revenue, 1771-1774-Satisfactory condition of the bridge, 1775, 1776-There is a desire on the part of the inhabitants in the neighbourhood for the bridge to be thrown open, 1777-1779.

Baly, Price Richard. (Analysis of his Evidence.)-Was resident engineer at the Charing Cross Bridge, 671, 672-It is quite possible to adapt a carriage road to the bridge, 673-675. 678, 679-Estimated cost of the improvements, 674. 688, 689--Width

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