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SHEFFIELDER

Random notes on the Steelopolis. This isn’t just a history page. It’s about appreciating everything around us – the buildings, people, products and events that shaped the City of Sheffield. It’s about taking notice of what is around you now, and observing the things that will become history for our descendants. To contact, please use the facebook link at the bottom of the page.

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Buildings

Bethel Chapel: a new beginning for a hidden building

Sometimes there is more to a building than meets the eye. This former shop on Cambridge Street hides an interesting past and will be reborn soon.

We know it as the former Sports and Toy Departments of Cole Brothers, more recently as a city centre outpost for Stone the Crows, but this empty shop is a 1930s front extension to the Bethel Chapel which stands behind.

From John Lewis’ car-park you can look down and see that the chapel, built in 1835, still survives behind the street frontage.

The chapel owes itself to John Coulson, the first leader connected with the Primitive Methodist Movement in Sheffield. A small society had been formed and services held in a building in Paradise Square. The movement seized hold of the working classes and later bought an existing old chapel in deprived Coal Pit Lane (later to become Cambridge Street), about 1823.

A few years later plans for a new building nearby were prepared and the mainly poor congregation helped demolish an existing house that had been converted into tenements. The foundation stone for the new chapel was laid in July 1835 and opened for services in June 1836.

The Primitive Methodist Bethel Chapel existed for just over a century and was latterly connected with Sheffield Methodist Mission. Its final service was on Sunday 20th September 1936.

(Image: picture Sheffield)
(Image: Picture Sheffield)

It was briefly empty before George Binns, an outfitter at Moorhead, bought the old chapel to relocate the business.

The small churchyard at the front was swept away, including iron railings and stone pillars, and probably a few gravestones.

In 1938 a two-storey extension was added to the front of the chapel, with stone initials on its parapet showing ‘GB’ and the date ‘1868’, the year the business was founded.

(Image: Picture Sheffield)

By the 1960s the shop had transferred to Lawsons Outfitters and in 1977 it was acquired by Cole Brothers (now John Lewis) to alleviate pressure on its store across the road.

With a short spell as Stone the Crows, the building has been vacant for several years, with the ‘ghost name’ of ‘Lawsons’ revealing itself above shop windows.

(Image: Graham Soult)

Now subject of compulsory purchase, Sheffield City Council, with its partner Queensbury, is now looking for occupiers to run it as a performing arts venue as part of Block H in the ongoing Heart of the City II development.

The question. How much of the old chapel interior remains?

NOTE: Bethel Walk is between Bethel Chapel and the former Bethel Chapel Sunday School, a listed building also included in Heart of the City II plans.

(Image: Picture Sheffield)
(Image: Picture Sheffield)

© 2020 David Poole. All Rights Reserved.

Categories
Buildings

On this day: the fall of Sheffield Castle

A drawing of Sheffield Castle by Kenneth Steel (1950)

On this day, 376 years ago, after a short siege, Sheffield Castle was surrendered to the Parliamentarian army by Royalists, and its fate was sealed.

On August 11th, 1644, Major Thomas Beaumont handed the castle over to Major-General Crawford and Colonel Pickering of the Parliamentary army.

“The Castle, with all the fire-arms, ordnance, and ammunition, all their furniture of war, and all their provisions, to be delivered to Major-General Crawford, by three o’clock in the afternoon, being the 11th of this instant August, without any diminution or embezzlement.”

The castle was founded in the late 11th or early 12th century, possibly by Roger de Busli, at the confluence of the rivers Don and Sheaf. The castle became one of the largest and most important in the north of England and was rebuilt and developed by the de Lovetots through the 12th century and by the Furnivals in the 13th. By the 15th century, the castle had passed to the Earls of Shrewsbury and subsequently to the Dukes of Norfolk.

Two years after the surrender, on 30 April 1646, the House of Commons passed a resolution that Sheffield Castle should be made untenable, and on 13 July 1647 a resolution was passed for the castle to be demolished.

Despite considerable demolition work, in 1649 the Earl of Arundel (a title of the Duke of Norfolk) repurchased Sheffield Castle with the intention of restoring it, but the damage was too severe, and was completely razed; for a while it was used as an orchard, and then a bowling green, before being built over.

Following the demolition of Castle Market, the site is an empty space, awaiting its next adventure, with recent archaeological excavations still revealing some of its secrets from centuries ago.

Categories
Places Sculpture Streets

Grey to Green

The recent post about Castlegate failed to mention that it is in the process of being part-pedestrianised, Phase 2 of Sheffield’s ‘Grey to Green’ project. Unless you visit this forgotten part of the city centre the relevance of the initiative might escape you.

It is part of an approach to transform ‘redundant’ road space into a network of public spaces, sustainable drainage and urban rain gardens, which aims to improve the setting of the Riverside Business District, Castlegate and the rest of the city centre and then on to Kelham Island and Victoria Quays, as a place to work, live and enjoy, whilst also dealing with the effects of climate change.

Phase 1 (West Bar/Bridge Street/Snig Hill) was completed in Spring 2016 and was funded by the European Regional Development Fund, Sheffield City Region Infrastructure Fund and Sheffield City Council.

The area suffered catastrophic river floods in 2007. With the completion of the Inner Relief Road in 2008, traffic was diverted away from West Bar. The opportunity was seized to replace the ‘grey’ impermeable ‘redundant’ roads into ‘green’ permeable beds, transforming the space with colourful meadow-like planting and significantly increasing surface water storage.

With advice on plant selection from the University of Sheffield Landscape Department this has created a new townscape that is different to anything done in Sheffield before. Over 40,000 bulbs, 40 new trees, 600 evergreen shrubs and 26,000 herbaceous plants were introduced to form a seasonal urban meadow.

The new road layout was designed to slow vehicle speeds and make walking and cycling more attractive. New paving, street furniture, colourful seating and five eye-catching  public art ‘totems’ celebrate the local history of the West Bar area including its Victorian music halls and theatres, its lively street life, its complex relationship to the river and its legacy of industry and brewing.

Phase 2 (Castlegate to Exchange Place) is nearing completion, and Phase 3 (Gibraltar Street  to Shalesmoor) will eventually transform 1.2km of ‘redundant’ road-space into an attractive new linear green public space.

© 2020 David Poole. All Rights Reserved.

Categories
Buildings

Wicker Arch

(Image: Stanley Walker)

The Wicker Arch is one of Sheffield’s most famous landmarks, and yet, we take it for granted.

It is one of Sheffield’s greatest engineering projects and is a small section of a complex system of 41 arches completed in December 1848. The viaduct is 660 yards-long, and crosses the Don Valley, taking its name from The Wicker which the main arch passes over.

The Wicker Arches were built for the Manchester, Sheffield and Lincolnshire Railway Company, extending the railway from an old station at Clay Gardens (Bridgehouses), through the Nursery (Street), across The Wicker, over the River Don, the site of the old Blonk dam, the yard of the Sheaf Works, and the canal. The portion of the viaduct between The Wicker and Effingham Lane had increased width to accommodate the Victoria Station and was about 300 yards in length.

It was the brainchild of John Fowler, the Sheffield-born engineer-in-chief for the railway company, who later designed the Forth Bridge. The arches were made of brick, faced on each side with rows of stone quoins. The piers were massive and described at the time as being “built to withstand a bombardment rather than any pressure from above.”

Royal visit of King Edward VII and Queen Alexandra in 1905. (Picture Sheffield) 

John Fowler regarded the showpiece of the project as being the arch that crossed over The Wicker and employed Sheffield architects, Weightman and Hadfield, to add ceremony to the design, with construction carried out by Miller, Blackie and Shortridge

It was a wide elliptical arch, 30ft high and 72ft long, with voussoirs, flanked by single 12ft wide round-arched footways, edged by Tuscan pillars, with imposts, key-stones, and hood-moulds. Above each footway arch was a relief panel with a coat of arms. An attached building provided an entrance and staircase to the Victoria Station.

The Wicker Viaduct (as it was known until the 1850s, and later Victoria Station Viaduct) was not without its problems.

Several workmen died during construction, including three men who fell to their death when scaffolding collapsed underneath the right-hand Wicker Arch in 1848.

There were also several archway collapses, including one shortly before its completion, where one of the smaller arches collapsed with a “dull heavy thud.” It was a hazard of Victorian engineering, but nothing like the dramatic collapse of 20 arches at the Rother Viaduct, six miles away, built at the same time.

The project also cost the Manchester, Sheffield, and Lincolnshire Railway more money than envisaged,  and it had to scale back construction to cut losses.

On 12th December 1848, a ceremony was held at the completion of the “great arch,” the final piece of the Wicker Viaduct. It was said that the viaduct contained a greater amount of cubic masonry than any other and was considered the largest piece of masonry ever constructed in Britain.

The Wicker Arch was decorated in banners and those present included Dr Mariano Martin de Bartolomé and Thomas Blake, both directors of the railway company, Thomas Dunn Jeffcock and William Fowler, company land agents, and John Shortridge, the contractor.

As the keystone was lowered into place, Dr Bartolomé acted as chief mason, and gave a brief but animated speech where he stated that “the eastern part of the railway should be characterised for what they had done, rather than for what they had said.”

He complimented the engineer and contractor on the solid character and appearance of the work, and afterwards there were three mighty cheers and “one cheer more” for the success of the line.

Shortly afterwards an engine and two carriages passed over the viaduct for the first time and continued to the junction of the Midland Railway at Beighton.

It is worth mentioning the heraldic carvings on the Wicker Arch, at the time considered by some in the railway company as being unnecessarily expensive and extravagant.

(Image: Stephen Richards)

Those on the side of town are the coats of arms of the Duke of Norfolk and of Sheffield. On the other side are the arms of the Earl of Yarborough, chairman of the Manchester, Sheffield and Lincolnshire railway, and the seal of the company which were grouped in the arms of Sheffield, Manchester, Ashton-under-Lyne, Retford, and Lincoln.

Most of the other arches were later brick infilled and have served as workshops ever since, most now hidden with adjacent buildings.

The main Wicker Arch survived a German bomb that fell during World War Two, and which repairs can still be seen. And who can forget the flood waters that lapped around its piers during the floods of 2007 after the River Don burst its banks causing devastation all around?

The area has changed considerably but the Wicker Arch still imposes itself as it did when first built. Some of the arches were dismantled during electrification, and now it is mainly goods rail traffic that crosses over it.

In 1990 a partnership between Sheffield Development Corporation, Sheffield City Council, British Rail, and supported by English Heritage and the Rail Heritage Trust, restored the arches to their former appearance, although there are concerns about its present condition and preservation.

Photograph of the Wicker Arch in 1952 by Picture Sheffield

© 2020 David Poole. All Rights Reserved.

Categories
People

When the Shah of Persia visited Sheffield

The photograph taken at The Farm, the Duke of Norfolk’s Sheffield residence, by Herbert Rose Barraud. It now belongs to the National Portrait Gallery. (Image: NPG)

Here is a story about a Royal visit to Sheffield that to younger generations will appear extraordinary.

In July 1889, the Shah of Persia (now the Islamic Republic of Iran) was invited to Sheffield by the Duke of Norfolk as part of His Imperial Majesty’s visit to Britain.

The welcome given to Shahanshah, Khaqan, Soltane Saheb Quaran, Quebleye alam (or plain old Naser-al Din Shah Quajar) was on a scale only afforded to British monarchs.

His visit to these shores was politically motivated, with the hope that it might lead to Britain developing Persia’s railways and business interests. Despite the pomp and ceremony that surrounded the Shah the country was regarded a poor relation, but one that might offer riches to our Victorian ancestors.

“Politically, Persia is misgoverned, oppressed, and plundered, and is sunk in barbarism.”

The Shah arrived at the Midland Station on Friday 12th July. He had been fatigued in Birmingham and his journey to Sheffield was delayed, causing unnecessary anxiety to those who had organised the schedule. Nevertheless, the people of Sheffield waited patiently, and gave him a rapturous welcome.

“The sight that met the Shah was one rarely witnessed in Sheffield. Not only were there thousands of people pressing against the barriers, but house tops, walls, boards, and almost every point from which a view of His Imperial Majesty could be obtained was occupied.”

From Midland Station, a huge procession, escorted by a squadron of the Yorkshire Dragoons, made its way to the Corn Exchange where a reception was held. Afterwards he visited the Atlas Works of John Brown and Company before heading to The Farm, the Duke of Norfolk’s residence (now the site of Sheffield College), where he stayed overnight.

The scene in the Corn Exchange during the presentation of an address from the Mayor. (Image: The British Newspaper Archive)
The Shah witnessing the forging of a steel ingot at the Atlas Steel and Iron Works. (Image: The British Newspaper Archive)

Saturday was a rainy day, but it did not stop big crowds gathering along the Shah’s route.

“Flags flapped limply about their poles, the bunting drooped ingloriously, the streamers and floral festoons looked bedraggled, and all the bravery of decoration had departed.”

The Shah posed for a photograph at The Farm taken by Herbert Rose Barraud of Oxford Street, London.

“He was dressed in a dark coat fastened with emerald buttons. He wore a shoulder belt across his breast with bars of precious stones including Cabochin emeralds and rubies, the edges bordered with diamonds. Attached to a slender gold chain was the heart-shaped diamond he wore as an amulet; on his breast gleamed a richly jewelled star of the garter. His shoulder straps were studded with emeralds, rubies, and diamonds. He wore a Kolah cap displaying the Lion and Sun of Persia.”

Once again events ran incredibly late, the Shah’s carriages, accompanied by 30 members of the Yorkshire Dragoons, not leaving The Farm until after mid-day.

“Punctuality is the courtesy of Princes, but in Persia it is an unknown quantity. There every man takes his time from the King who, come what may, is never late.”

Despite the long delay, thousands lined the streets as the Royal procession travelled along St Mary’s Road, The Moor and to Norfolk Street where the Shah visited the works of Joseph Rodgers and Sons, including a tour of the vast ivory cellar, before being presented with a handsome sporting knife.

From here, the Shah was transported to the silver plating company, James Dixon and Sons, at Cornish Works, where a whistle-stop tour ended with the presentation of a silver drinking flask.

By his side throughout the visit was a 10-year-old boy favourite of the Shah. It was said that if the opulently decorated boy were beside him no harm could ever befall the Ruler of Persia.

A late lunch was held at the Cutlers’ Hall where toasts were exchanged, with Prince Michael Khan acting as the Shah’s interpreter.

From here he left for Victoria Station which had been gaily decorated, as was the Royal Victoria Hotel, and a guard of honour was formed by the Artillery Volunteers while a band played the Persian National Hymn. His train set off for Liverpool and at Wardsend a battery of six guns was fired to send him on his way.

Sadly, the Shah of Persia was assassinated in 1896 but the monarchy remained until 1979 when it was abolished after the Iranian Revolution.

His Imperial Majesty Naser al-Din, The Shar of Persia. He was assassinated by Mirza Reza Kermani when he was praying in the shrine of Shah-Abdol-Azim in 1896. It was said that the revolver used to kill him was old and rusty and had he worn a thicker overcoat, or been shot from a longer distance, he would have survived. (Image: The British Newspaper Archive)

© 2020 David Poole. All Rights Reserved.

Categories
People

Enid Blyton: once upon a time

(Image: Alamy)

A few unsuspecting people across Sheffield might not realise that the houses they live in have a connection to Enid Blyton, that infamous children’s author of over 400 titles, 600 million copies sold, and translated into 42 languages.

Our story begins in the 1870s when a Lincolnshire-born linen draper, Thomas Carey Blyton, and his wife, Mary Ann, moved from Kent to Sheffield. They brought with them four children – Bertha Sidney, Thomas Carey, and Sybil – and a fourth child, Alice May, was born here and died at Dore in 1962. The Blyton family lived at Asline Road, Aizlewood Road and finally moved to Machon Bank.

Their son, Thomas Carey Blyton Jr, married a Sheffield girl, Theresa May Harrison, from Monmouth Street, Broomhall, in London in 1896, moving on account of his job as a cutlery salesman. The newly-married couple lived in a small flat above a shop in East Dulwich where Enid Mary Blyton was born in 1897, followed by two boys, Henly and Carey.

They later separated with Enid’s mother telling people that her husband was “away on business.”

It appears that Thomas Carey wanted Enid to be a concert pianist but in 1916, aged 19, she moved to Ipswich and trained as a teacher. However, she had already started writing and her first book Child Whispers was published in 1922.

She went on to write hundreds of short stories, as well as introducing us to Noddy and Big Ears, the Famous Five, Secret Seven and the Malory Towers series.

Her work was loved by children, less-so by critics who regarded it as being “not great literature – but harmless.” However, some libraries and schools banned her works, and the BBC refused to broadcast it from the 1930s until the 1950s because they were perceived to lack literary merit.

The negativity about Enid Blyton continues today – not least tales of her being a ‘bad mother’, and in 2016 the Royal Mint blocked a proposal to honour her with a commemorative 50p coin on the grounds that she was ‘a racist, a sexist and a homophobe’. Millions of children would probably disagree.

Did Enid Blyton ever visit her Sheffield relations? Perhaps not, she became increasingly distant from her mother and with her less direct relatives, although a visit to Meadway Drive at Dore to see Auntie Alice May might not have been out of the question.

© 2020 David Poole. All Rights Reserved.

Categories
Other

Chicago: a British love affair that started in Sheffield

(Image: Sheffield Theatres)

During the 1920s, the bad lads of gangland Sheffield earned it the reputation as ‘Little Chicago’, and so it was appropriate that in November 1978 the Crucible Theatre staged the British premiere of Chicago, the John Kander, Fred Ebb and Bob Fosse musical.

First staged on Broadway in 1975, Chicago had been optioned by a London producer for a year, but Peter James, the Crucible’s artistic director, learned that it had lapsed and wrote to Kander and Ebb’s agent asking whether Sheffield could produce it.

“It was a hundred per cent diplomacy and a 10 per cent royalty.”

The approach was successful, and it opened with hardware, costumes, and scenery costing £13,000, and with nineteen boys and girls, the total estimated expenditure was £45,000.

Ben Cross was cast as Billy Flynn, the role gaining him recognition, and landing him the role of British athlete Harold Abrahams in 1981’s Chariots of Fire, before going on to be a stalwart of TV and film.

Antonia Ellis, a West End regular, played Roxie Hart, and went on to appear on Broadway. Following an accident, where she was hit by a car, she sustained leg injuries and abandoned her career.

Perhaps the most interesting story is that of Jenny Logan as Velma Kelly. She continued to work on stage and screen but became famous as the star of the Shake n’ Vac advert between 1980 and 1986 – “Do the Shake n’ Vac and put the freshness back.”

By opening night, nine West-End managements were vying for a transfer and it launched at London’s Cambridge Theatre in April 1979.

The Crucible production was billed as the European premiere, overlooking the fact it had already been staged at the Malmo City Theatre in Sweden in 1977.

However, it was the first chance that the British public got to see Chicago, the musical going on to become an unwavering favourite and subject of the Renée Zellweger, Catherine Zeta-Jones, and Richard Gere movie in 2002.

© 2020 David Poole. All Rights Reserved.

Categories
People

Peter Horbury

(Image: Autocar)

Peter Horbury is probably an unfamiliar name.

Born in Alnwick in 1950, his family moved to Sheffield and he attended King Edward VII School between the ages of 7 to 11. It was here that he started doodling car designs.

After moving to Darlington, Horbury attended art school in Newcastle, going on to complete a master’s at the Royal College of Art in London.

His first job was at Chrysler, before moving to Ford in Essex working on the Ford Sierra programme and joining Volvo in 1979.

After leaving to set up his own business, he re-joined Volvo in Sweden as Head of Design from 1991. His Volvo ECC concept car influenced designs for years to come including the S40, S60, S80 and XC90 SUV.

The Horbury-penned ECC sparked a Volvo design revolution in the 1990s (Image: Autocar)

When Ford bought Volvo, he became Head of Design at Ford’s Premier Automotive Group including Aston Martin, Jaguar, Land Rover as well as Volvo.

Horbury later moved to Detroit and influenced the design of the Ford Fusion, Ford Focus and Ford Taurus as well as remodelling the Lincoln car brand.

In 2009 he returned to Volvo in Gothenburg, remaining when Chinese company Geely bought the brand in 2010. He is now Executive Vice-President, Design, overseeing Geely Auto, Lotus, Lynk and Co and Volvo.

Not bad for a lad from King Ted’s.

Volvo had never done an SUV and many thought it never should. But the brand had always had a strong following in the US and demand there won the day. (Image: Autocar).

© 2020 David Poole. All Rights Reserved.

Categories
Streets

Castlegate

The name suggests that this is one of Sheffield’s ancient roads, perhaps named after Sheffield Castle, this stronghold destroyed by Parliamentarians during the 1600s. Castlegate is the road that runs alongside the River Don between Blonk Street and the junction of Waingate and Bridge Street.

However, you might be surprised to know that Castlegate is a relatively modern road and celebrates its centenary in 2030.

The road is found on the site of the lost castle and was first suggested by Edward Mitchel Gibbs, the Sheffield architect, as part of his ambitious plans for a Viaduct Scheme connecting Great Central Station (Victoria Station) with Haymarket.

The River Don Road was the only portion of the proposal adopted by Sheffield Corporation and built to ease congestion around Blonk Street, The Wicker and Lady’s Bridge. Its construction was made easier by the council’s Castle Hill Market development built on the embankment of the castle.

Castlegate (or Castle Gate), 60 feet wide and 200 yards long, was built at a cost of £13,000 in 1930, using over 9,000 tons of material, with a one-foot layer of strong concrete laid below the asphalt.

It was divided from the River Don by an old stone wall which had to be reinforced by 14 concrete buttresses each weighing 50 tons. Over the buttresses was a solid mass of concrete stretching from the wall halfway under the road and taking the weight of the traffic.

© 2020 David Poole. All Rights Reserved.

Categories
Buildings

The Viaduct Scheme

Markets on a grand scale. The proposed retail markets sketched by Alwyn Holland for E.M. Gibbs. (Image: The British Newspaper Archive)

The former Castle Market site lays in transition waiting for the day when a park is created between Castlegate and Exchange Street.

It was demolished in 2015 allowing the few remains of Sheffield Castle to be excavated in detail.

The area might be run-down and demands attention, but had an extravagant scheme been completed over a century ago, the place might look vastly different now.

In 1911, Sheffield Corporation drew up plans to create a new street running from Great Central Station (Victoria Station) into the centre of the city. Objections were made by the Markets Committee that any such road would have made it impossible to complete its proposed new market scheme.

In response, the Sheffield architect Edward Michel Gibbs created an alternative plan whereby, instead of building the street at ground level, a new road could be carried on a viaduct, allowing the site beneath to be developed for market use.

“The street to the station would be similar in position to that recommended by the committee. It would run from Haymarket to Blonk Street, nearly in a direct line for the station, but instead of descending 26 feet to Blonk Street and then ascending 20 feet to the station yard, it would be carried on a viaduct on the level of Haymarket, then by a bridge over Blonk Street (26 feet high), and forward to a viaduct over the side of Smithfield Market to the station yard.”

A plan of the proposed Viaduct Scheme linking Great Central Station with Haymarket. (Image: The British Newspaper Archive)

The viaduct road would have resulted in level access to Great Central Station, avoiding traffic congestion in Blonk Street, and allowing for the expansion of the markets.

It was a radical scheme that also allowed for the creation of brand new market halls. A wholesale market would have been constructed underneath the viaduct, covering an area of 13,960 square yards, and built on part of the River Sheaf.

On top of the viaduct were to be retail markets, with bold balustraded parapets, and set back 40 feet on each side of the new street, fronting onto a decorative space almost as big as Fitzalan Square. With 5,555 square yards of selling space, the markets would have been bigger than the combined areas of the existing Norfolk Market Hall and Fitzalan Market.

A sketch of E.M. Gibbs’ Viaduct Scheme, drawn by local artist Alwyn Holland. (Image: The British Newspaper Archive)

Gibbs estimated the cost of the Viaduct Scheme to be £351,000, inclusive of land, road, viaduct, markets, and a new River Don Street from Blonk Street to Lady’s Bridge.

Unsurprisingly, Sheffield Corporation recoiled over the estimated cost (equivalent to over £16 million today) and refused to consider the scheme.

The Sheffield Daily Telegraph favoured the proposal and filled column inches with reasons why the council should at least consider it.

“There can be no doubt that the streets abutting onto the station approach are a disgrace to the town. They are dangerous, congested and filthily dirty, and they give the visitor to Sheffield a first impression of squalor and sordidness.

“If they alight at the station, what do they see? On the right a piece of wasteland: on the left a road that dips under the railway and is flanked with ugly stone walls; straight before them a sloping road leading to a narrow street of dingy, mean-looking buildings, with a dirty, battered ‘convenience’ of the worst and most ancient type standing proudly as a centrepiece.”

Gibbs published a pamphlet to convince people about the scheme and the council eventually agreed to discuss the proposal. However, the projected cost had increased to £398,000 and the Corporation went for the cheaper option.

The Sheffield Daily Telegraph was unimpressed.

“The Corporation have before them a scheme which is only a tinkering with an admitted evil, not a bold and generous attempt to extirpate it. It will suffice only for a generation or so.”

Unfortunately, World War One halted all plans for the markets, and it was not until 1930 that Castle Hill Market opened, subsequently replaced by Castle Market in 1959.

Castle Hill Market seen from the air in 1933. The new River Don Street in E.M. Gibbs’ Viaduct Scheme was the only part of the plan adopted by Sheffield Corporation. It was built in 1930 and became known as Castlegate. (Image: Historic England)

© 2020 David Poole. All Rights Reserved.