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Albert Bridge, London
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Albert Bridge, London
Albert Bridge is a road bridge over the River Thames connecting Chelsea on the north bank to Battersea on the south. Designed and built by Rowland Mason Ordish in 1873 as an Ordish–Lefeuvre system modified cable-stayed bridge, it proved to be structurally unsound, so between 1884 and 1887 Sir Joseph Bazalgette incorporated some of the design elements of a suspension bridge. In 1973 the Greater London Council (GLC) added two concrete piers, which transformed the central span into a simple beam bridge. As a result, today the bridge is an unusual hybrid of three design styles. It is an English Heritage Grade II* listed building.
Built as a toll bridge, it was a commercial failure. Six years after its opening it was taken into public ownership and the tolls were lifted. The tollbooths remained in place and are the only surviving examples of bridge tollbooths in London. Nicknamed "The Trembling Lady" because of its tendency to vibrate when large numbers of people walked over it, the bridge has signs at its entrances that warn troops to break step whilst crossing the bridge.
Incorporating a roadway only 27 feet (8.2 m) wide, and with serious structural weaknesses, the bridge was ill-equipped to cope with the advent of the motor vehicle during the 20th century. Despite many calls for its demolition or pedestrianisation, Albert Bridge has remained open to vehicles throughout its existence, other than for brief spells during repairs. It is one of only two Thames road bridges in central London never to have been replaced (the other is Tower Bridge). The strengthening work carried out by Bazalgette and the GLC did not prevent further deterioration of the bridge's structure. A series of increasingly strict traffic control measures have been introduced to limit its use and thus prolong its life. As a result, it is the second-least busy Thames road bridge in London; only Southwark Bridge carries less traffic.
In 1992, Albert Bridge was rewired and painted in an unusual colour scheme designed to make it more conspicuous in poor visibility, and avoid being damaged by ships. At night it is illuminated by 4,000 LEDs, adding to its status as a landmark.
The historic industrial town of Chelsea on the north bank of the River Thames about 3 miles (5 km) west of Westminster, and the rich farming village of Battersea, facing Chelsea on the south bank, were linked by the modest wooden Battersea Bridge in 1771. In 1842 the Commission of Woods, Forests, and Land Revenues recommended the construction of an embankment at Chelsea to free land for development, and proposed a new bridge downstream of Battersea Bridge, and the replacement of the latter by a more modern structure. Work on the Victoria Bridge (later renamed Chelsea Bridge), a short distance downstream of Battersea Bridge, began in 1851 and was completed in 1858, with work on the Chelsea Embankment beginning in 1862. Meanwhile, the proposal to demolish Battersea Bridge was abandoned.
The wooden Battersea Bridge had become dilapidated by the mid-19th century. It had grown unpopular and was considered unsafe. The newer Victoria Bridge, meanwhile, suffered severe congestion. In 1860, Prince Albert suggested that a new tollbridge built between the two existing bridges would be profitable, and in the early 1860s, the Albert Bridge Company was formed with the aim of building this new crossing. A proposal put forward in 1863 was blocked by strong opposition from the operators of Battersea Bridge, which was less than 500 yards (460 m) from the proposed site of the new bridge and whose owners were consequently concerned over potential loss of custom. A compromise was reached, and in 1864 a new act of Parliament, the Albert Bridge Act 1864 (27 & 28 Vict. c. ccxxxv), was passed, authorising the new bridge on condition that it was completed within five years. The act compelled the Albert Bridge Company to purchase Battersea Bridge once the new bridge opened, and to compensate its owners by paying them £3,000 per annum (about £330,000 in 2025) in the interim.
Rowland Mason Ordish was appointed to design the new bridge. Ordish was a leading architectural engineer who had worked on the Royal Albert Hall, St Pancras railway station, the Crystal Palace and Holborn Viaduct. The bridge was built using the Ordish–Lefeuvre system, an early form of cable-stayed bridge design that Ordish had patented in 1858. Ordish's design resembled a conventional suspension bridge in employing a parabolic cable to support the centre of the bridge, but differed in its use of 32 inclined stays to support the remainder of the load. Each stay consisted of a flat wrought iron bar attached to the bridge deck, and a wire rope composed of 1,000 1⁄10-inch (2.5 mm) diameter wires joining the wrought iron bar to one of the four octagonal support columns.
Although authorised in 1864, work on the bridge was delayed by negotiations over the proposed Chelsea Embankment, for the bridge's design could not be completed until the exact layout of the new roads being built on the north bank of the river had been agreed. Whilst plans for the Chelsea Embankment were debated, Ordish built the Franz Joseph Bridge over the Vltava in Prague to the same design as that intended for the Albert Bridge.
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Albert Bridge, London
Albert Bridge is a road bridge over the River Thames connecting Chelsea on the north bank to Battersea on the south. Designed and built by Rowland Mason Ordish in 1873 as an Ordish–Lefeuvre system modified cable-stayed bridge, it proved to be structurally unsound, so between 1884 and 1887 Sir Joseph Bazalgette incorporated some of the design elements of a suspension bridge. In 1973 the Greater London Council (GLC) added two concrete piers, which transformed the central span into a simple beam bridge. As a result, today the bridge is an unusual hybrid of three design styles. It is an English Heritage Grade II* listed building.
Built as a toll bridge, it was a commercial failure. Six years after its opening it was taken into public ownership and the tolls were lifted. The tollbooths remained in place and are the only surviving examples of bridge tollbooths in London. Nicknamed "The Trembling Lady" because of its tendency to vibrate when large numbers of people walked over it, the bridge has signs at its entrances that warn troops to break step whilst crossing the bridge.
Incorporating a roadway only 27 feet (8.2 m) wide, and with serious structural weaknesses, the bridge was ill-equipped to cope with the advent of the motor vehicle during the 20th century. Despite many calls for its demolition or pedestrianisation, Albert Bridge has remained open to vehicles throughout its existence, other than for brief spells during repairs. It is one of only two Thames road bridges in central London never to have been replaced (the other is Tower Bridge). The strengthening work carried out by Bazalgette and the GLC did not prevent further deterioration of the bridge's structure. A series of increasingly strict traffic control measures have been introduced to limit its use and thus prolong its life. As a result, it is the second-least busy Thames road bridge in London; only Southwark Bridge carries less traffic.
In 1992, Albert Bridge was rewired and painted in an unusual colour scheme designed to make it more conspicuous in poor visibility, and avoid being damaged by ships. At night it is illuminated by 4,000 LEDs, adding to its status as a landmark.
The historic industrial town of Chelsea on the north bank of the River Thames about 3 miles (5 km) west of Westminster, and the rich farming village of Battersea, facing Chelsea on the south bank, were linked by the modest wooden Battersea Bridge in 1771. In 1842 the Commission of Woods, Forests, and Land Revenues recommended the construction of an embankment at Chelsea to free land for development, and proposed a new bridge downstream of Battersea Bridge, and the replacement of the latter by a more modern structure. Work on the Victoria Bridge (later renamed Chelsea Bridge), a short distance downstream of Battersea Bridge, began in 1851 and was completed in 1858, with work on the Chelsea Embankment beginning in 1862. Meanwhile, the proposal to demolish Battersea Bridge was abandoned.
The wooden Battersea Bridge had become dilapidated by the mid-19th century. It had grown unpopular and was considered unsafe. The newer Victoria Bridge, meanwhile, suffered severe congestion. In 1860, Prince Albert suggested that a new tollbridge built between the two existing bridges would be profitable, and in the early 1860s, the Albert Bridge Company was formed with the aim of building this new crossing. A proposal put forward in 1863 was blocked by strong opposition from the operators of Battersea Bridge, which was less than 500 yards (460 m) from the proposed site of the new bridge and whose owners were consequently concerned over potential loss of custom. A compromise was reached, and in 1864 a new act of Parliament, the Albert Bridge Act 1864 (27 & 28 Vict. c. ccxxxv), was passed, authorising the new bridge on condition that it was completed within five years. The act compelled the Albert Bridge Company to purchase Battersea Bridge once the new bridge opened, and to compensate its owners by paying them £3,000 per annum (about £330,000 in 2025) in the interim.
Rowland Mason Ordish was appointed to design the new bridge. Ordish was a leading architectural engineer who had worked on the Royal Albert Hall, St Pancras railway station, the Crystal Palace and Holborn Viaduct. The bridge was built using the Ordish–Lefeuvre system, an early form of cable-stayed bridge design that Ordish had patented in 1858. Ordish's design resembled a conventional suspension bridge in employing a parabolic cable to support the centre of the bridge, but differed in its use of 32 inclined stays to support the remainder of the load. Each stay consisted of a flat wrought iron bar attached to the bridge deck, and a wire rope composed of 1,000 1⁄10-inch (2.5 mm) diameter wires joining the wrought iron bar to one of the four octagonal support columns.
Although authorised in 1864, work on the bridge was delayed by negotiations over the proposed Chelsea Embankment, for the bridge's design could not be completed until the exact layout of the new roads being built on the north bank of the river had been agreed. Whilst plans for the Chelsea Embankment were debated, Ordish built the Franz Joseph Bridge over the Vltava in Prague to the same design as that intended for the Albert Bridge.
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