Waterloo Bridge is Grade II* listed and the entry at the
English Heritage website [visit
link] tells us:
"Road bridge over the River Thames. 1939-1945. Rendel
Palmer and Tritton, engineers, with Sir Giles Gilbert Scott as consulting
architect. Reinforced concrete with Portland stone cladding; piers of granite.
Five pairs of parallel wide segmental arches rest on boat-shaped cutwaters with
broached buttresses at the arch springs. The bridge is 24m wide with three spans
of 75m between two of 72m. The piers, 35m long and 5m wide, rest on 2m-thick
concrete slabs 10.5m below the river bed, protected up to the high-water level
by blocks of granite from the old bridge. The piers are of hollow construction
with transverse walls to carry the superstructure. This consists of four
reinforced concrete beams which are continuous over the two outer spans to
provide cantilever arms for the centre section. The projecting quadrant
abutments incorporate dog-leg stone stairs down to the Embankment. The bridge
parapet has a ribbed band in high relief and steel guard rails. The northern
half of the bridge is in Westminster; the southern half in Lambeth.
HISTORICAL NOTE: The first bridge crossing the Thames at
this point was built by John Rennie for the Strand Bridge Company between 1811
and 1817. Declared unsafe in 1924, it was taken down in 1937. The foundation
stone for the second Waterloo Bridge was cut out of a stone from the first. The
stone was laid 4th May 1939; bridge opened by Rt Hon Herbert Morrison 10th
December 1945. Some of Rennie's work survives- a section of his balustrade and
two of his Doric columns are preserved in the southern
abutment."
The British History Online website [visit link]
tells us about the current and former bridge:
"Until the beginning of the 19th century there was only
one bridge, Blackfriars, between Westminster and London Bridges. The erection of
Westminster Bridge had given a stimulus to building development in Lambeth and
in 1809 prospects were sufficiently good to encourage a commercial company to
obtain an Act of Parliament toll bridge, to be called the Strand Bridge, from
Westminster to Lambeth. The position chosen was the point at which the river
bends sharply eastward, and provision was made for an approach road on the south
side from the Obelisk at the junction of Westminster Bridge Road and Blackfriars
Road.
Mr. John Rennie was appointed engineer and the first
stone of the bridge was laid on 11th October, 1811. Although the enabling Act
was exceptionally long and detailed, two more Acts were obtained (in 1813 and
1816) before the bridge was completed. The second of these enacted that the name
should be changed to Waterloo Bridge as “a lasting Record of the brilliant and
decisive Victory achieved by His Majesty's Forces in conjunction with those of
His Allies, on the Eighteenth Day of June One thousand eight hundred and
fifteen.” The bridge was opened by the Prince Regent in 1817, on the second
anniversary of the battle of Waterloo. The cost of the structure was £618,000
and the total cost of the bridge and approaches was £937,391 11s 6d. As a
commercial speculation the undertaking was far from being a success since, in
order to avoid payment of tolls, many people who would otherwise have used the
bridge made a detour to cross the river by Blackfriars or Westminster Bridges,
which were free. Under the provisions of the Metropolitan Toll Bridges Act,
1877, the bridge was acquired by the Metropolitan Board of Works at a cost of
£474,200 and freed from toll.
The bridge was of grey Cornish granite of nine
elliptical arches of 120 feet span, the total length between the abutments being
1,240 feet. The width between the parapets was 42 feet.
The approaches, built on brick arches, extended almost
level as far as the Strand to the north and sloped down to the level of York
Road on the south bank.
The continuity of the balustrading and entablatures each
side of the bridge was broken by projecting rectangular embrasures. The
embrasures had solid parapets and stood on coupled Greek Doric columns above the
cutwaters.
The simple austere style of the bridge harmonised with
that of Somerset House and formed a fitting foreground for the view of the dome
of St. Paul's. The Italian sculptor, Canova, described it as “the finest bridge
in all Europe.”
In 1882–4 works were undertaken to protect the
foundations which were becoming exposed by the scour of the river. Waterloo
Bridge had a longer life than most Thames bridges but in 1923 a settlement in
the pier on the Lambeth side of the central arch and subsidences in the parapet
and carriageway gave warning that the structure was in a dangerous condition.
Remedial measures were taken but proved unsuccessful, and the bridge was closed
to traffic on 11th May, 1924. A temporary bridge was constructed and for the
next ten years controversy raged as to the fate of the old bridge. There were
three serious alternatives: that the old bridge should be strengthened and
repaired and a modern bridge built at Charing Cross; that the bridge should be
rebuilt to the old design but made wider to take a greater volume of traffic; or
that a modern bridge should be built in place of the old. Finally, in 1934, the
London County Council decided to go ahead with the erection of a modern bridge,
but it was not until 1936 that Parliament at last gave the Council authority to
borrow money for the purpose. The new bridge was partially opened to traffic in
1942, but was not formally opened until December, 1945. Its cost was
approximately £ 1,000,000.
The engineers responsible for the demolition of the old
bridge and the design and construction of the new one were Messrs. Rendel,
Palmer & Tritton in association with the Council's Chief Engineer, Sir
Peirson Frank. The collaborating architect was Sir Giles Gilbert
Scott.
Architectural Description
The new Waterloo
Bridge is simple in outline and without ornamentation. It is constructed of
reinforced concrete with facings of Portland stone and grey Cornish granite, the
granite being recut from the masonry of the old bridge. It has five shallow
spans each of about 250 feet with a beamed deck supported by two lines of
arches. Each line of arches is in effect a continuous beam of varying depth.
Above the reeded cornice bands on each of the plain outer surfaces at road level
are simple railings and lighting standards. The bridge has a 58 feet carriageway
for six lines of traffic with footpaths of 11 feet each side.
Of Rennie's work the foundations forming part of the
embankment wall on the north side still remain, and there is a memorial to
Rennie consisting of two Doric columns and balustrading from the old bridge at
the southern abutment which can be seen from the river walk. The stone-faced
elliptical arch spanning Belvedere Road is also still standing and forms part of
the southern approach, the approaches being re-used when the new bridge was
built. Both old and new bridges were designed with staircases at each end giving
access to the river."