Category Archives: Sheffield’s Heritage

The smartest Starbucks in Sheffield

Carbrook Hall, Sheffield: Oak Room fireplace overmantel

Every old building needs to earn its keep.

It’s pointless to argue for the retention of a historic building, listed or not, without the means to maintain it into the future.

Seventeenth-century Carbrook Hall, for many years a pub in the heart of Sheffield’s industrial east end, closed in 2017, yet another casualty of the inexorable decline of the British public house, and a year later suffered an arson attack that was fortunately arrested before the entire building went up in smoke.

Local historians and CAMRA members hoped it would reopen as licensed premises, but its new owner, the property developer Sean Fogg, applied lateral thinking and leased it to the coffee chain, Starbucks.

Mr Fogg spent £700,000, assisted by Starbucks’ contribution of £400,000, to restore the remaining stone wing of what was a much larger house, enhancing its surroundings, replacing a nondescript twentieth-century service block with a tactful 21st-century drive-in facility, and bringing the three exceptional historic interiors to a high state of preservation.

Walking into the building is a time-warp, because the coffee-shop counter, located where the pub bar used to be, is an up-to-the-minute skinny-latte-and-panini experience.

Turn left and enter the Oak Room, though, and despite the bright lighting and modern furniture, you’re surrounded by high-quality panelled walls and a crisp plaster ceiling that witnessed the discussions about besieging Sheffield Castle during the Civil War nearly four centuries ago.

This was the home of the Puritan Bright family, in those days lost in the spacious meadowlands of the Lower Don Valley. It’s possible that their interior decorators were the craftsmen who worked on the Little Keep at Bolsover Castle, Derbyshire.  It’s the oldest building in the valley and has seen no end of changes.

At the opposite end of the ground floor is an ancient kitchen with stone stoves and a bread oven.

A second panelled room upstairs is not yet completed, but will be dedicated to public use when fully restored.

The restoration is meticulous, though the conservationists were disturbed to find that the ancient oak had been peppered by stray darts around the site of the dart board.

The reopening of Carbrook Hall is a boost to public awareness of the area’s historic heritage.

I’m pleased that we can now take the heritage Bus Rides Round Attercliffe to the oldest building in the Lower Don Valley.

To find out about what’s happening at Carbrook Hall Starbucks, follow them on Facebook: https://www.facebook.com/StarbucksCarbrookHallSheffield.

The 60-page, A4 handbook for the 2017 ‘Sheffield’s Heritage’ tour, with text, photographs, maps and a reading list, is available for purchase, price £15.00 including postage and packing.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

English Institute of Sport Sheffield

English Institute of Sport Sheffield: A Bus Ride Round Attercliffe visit, April 7th 2019

On the popular Bus Ride Round Attercliffe trips that I run in conjunction with South Yorkshire Transport Museum, we regularly make a stop at the English Institute of Sport Sheffield, to show that the Lower Don Valley has begun an astonishing transformation since the demise of the heavy steel industry in the early 1980s.

Designed by FaulknerBrowns Architects, the Institute opened in December 2003, funded by Sport England and managed by Sheffield City Trust (successor to SIV Ltd), a Health and Well Being Charity.  It’s newer than the Arena and the demolished Don Valley Stadium which were built for the 1991 World Student Games.  It’s even newer than the nearby IceSheffield, designed by the Building Design Partnership and opened in May 2003.

It has and continues to provide training facilities for an impressive array of champions, including Sheffield-born heptathlete Jessica Ennis-Hill, boxers Anthony Joshua and Nicola Adams and the Paralympian table-tennis player Will Bailey, as well as sixty local sports clubs and seventy thousand local school children a year.

The initial cost of the facility was £28 million, and the Institute aims to balance usage at 90% local community to 10% elite athletes.

A quick guided tour shows Bus Ride passengers, many of whom grew up in Attercliffe after the Second World War, the facilities for boxing, wheelchair basketball and – most impressive of all – the huge 200-metre indoor running track.

Though we’ve had to pause individually-booked Bus Rides because of increasing bus-hire costs I’m looking forward to offering heritage bus-ride experiences to groups from outside Sheffield in future, and in the ‘Sheffield’s Industrial Heritage’ tour I plan to take people first of all to Magna, to see the hot, dark, dangerous spaces where workers spent their days in the steel industry and then, for contrast, to EISS to experience the light, clean, air-conditioned spaces in which people exercise and perfect their sport skills in the twenty-first century.

The Valley has come a long way within a lifetime, and I want to present this in as dramatic a way as possible.

The ‘Sheffield’s Industrial Heritage’ bus tours for groups are arranged as bespoke itineraries, and Magna and EISS may not always be available because of major events taking place.  On occasions the Bus Ride may visit other equivalent buildings in the city centre or the Lower Don Valley.  For further details please click here.

A Bus Ride Round Attercliffe

Sheffield Corporation Leyland Titan 687 (RWB 67)

The Lower Don Valley – that is, the villages of Attercliffe, Carbrook and Darnall – was the powerhouse of Sheffield’s heavy steel industry and was where many of its workers lived.  

Even though some of the remaining historic buildings are inaccessible to visitors, and much has gone altogether, there’s still plenty to see.

The star of the event is a 1954 Sheffield Corporation Leyland Titan double-deck bus – no 687 (RWB 87) – immaculately restored and part of the South Yorkshire Transport Museum fleet.

From a top-deck seat there’s a grandstand view, on and off the main roads – industrial sites, schools, pubs, places of worship and sites associated with crimes, riots and the Blitz.

The trip includes visits to the newly-restored Carbrook Hall (c1620), the Zion Graveyard (opened in 1805), and the English Institute of Sport (2003).

Riding in the sort of vehicle that replaced the trams in the 1950s is itself an experience, because buses have changed so much in half a century.

Colin Morton, who will be the driver, says that driving 687 is much more physically demanding than its 21st-century successors.  There’s no power steering and the crash gearbox requires double-declutching, which was once normal procedure and is becoming a lost art.

Colin is a fully qualified PSV driver with decades of experience, and he tells me that the Museum is short of younger volunteers prepared to learn how to manage the heritage fleet for wedding hires and other events.

So if you have time to spare and the patience to learn the skills, driving a 1950s or 1960s bus will keep you fit as well as bring pleasure to passengers of all ages: https://sytm.co.uk/join/volunteer.html.

Places are limited so that everyone can have a top-deck seat, yet people with mobility and other impairments are very welcome to use the lower deck.

The planned Bus Ride Round Attercliffe on Sunday afternoon, September 25th 2022 is cancelled, and our plans for 2023 Bus Rides are on hold awaiting a time of greater economic stability.

It’s anyone’s guess when that will be.

In the meantime, for information about some of the historic buildings that survive in Attercliffe – and some that don’t – please click here.

Are these trams going anywhere?

Sheffield Cathedral tram stop:  South Yorkshire Supertram nos 206 & 113 (September 2018)

Sheffield Cathedral tram stop: Stagecoach Supertram nos 206 & 113 (September 2018)

Photo:  John Binns

The announcement that the new Tram-Train service between Sheffield Cathedral and Rotherham Parkgate would begin service on Thursday October 25th 2019 was not before time.

It was initially planned to open in 2015, and the seven new Tram-Train vehicles have been running on the main Stagecoach Supertram network since September 2017.

The South Yorkshire Supertram network now runs two separate fleets, the original German-built Siemens-Düwag units of 1992 (numbers 101-125) and the seven new Spanish-built Vossloh vehicles (number 201-207).

Even before the new service started up, the South Yorkshire Passenger Transport Executive (SYPTE) initiated a consultation exercise to determine the future of the system from 2024, when the Stagecoach franchise expires:  https://www.travelsouthyorkshire.com/futuretram.

It seems that no provision has been made to finance the replacement of the original fleet, which is nearing the end of its useful life.

The consultation includes the suggestion of scrapping the whole system, which understandably has few political friends outside Sheffield:  https://www.doncasterfreepress.co.uk/news/mayor-ros-jones-no-more-cash-from-doncaster-taxpayers-for-supertram-1-9344722.

This has, predictably, greatly exercised the tram-enthusiast community –  [http://www.britishtramsonline.co.uk/news/?p=24061] – and provoked South Yorkshire taxpayers (such as me) to query whether their community charge and taxes are being wisely spent.

I wonder if this option among a range of others is actually political shroud-waving.

It’s not simply a matter of scrapping the vehicles and covering the tracks with tarmac, as happened to Sheffield’s first tram-system in the 1950s.  Not only has most of the track been relaid over the past few years, but dismantling Supertram would involve demolishing viaducts and reconfiguring road junctions and traffic signals across an eighteen-mile network.

It would also fly in the face of applying the results of the Tram-Train pilot scheme to other parts of South Yorkshire as well as the rest of the UK.

As a Sheffield resident I’ve often wondered why the South Yorkshire Supertram system has not developed, apart from Tram-Train, since it opened a quarter of a century ago.

In that time the Manchester tram-system has extended from two former rail routes with a street link into Piccadilly Station to eight routes and the original 26 trams have been replaced by a fleet of 120 trams with 27 more on order.

In Nottingham, an initial service to the north of the city has grown to an X-shaped system running 37 trams over twenty miles of track, and the Birmingham tram-line to Wolverhampton, which initially stopped short of the city-centre, is now extending across the city with the intention of reaching Edgbaston by 2021.

In Edinburgh, where the tribulations of construction caused uproar, the tram service is hugely popular and being extended in the next few years.

Why is there talk – even hypothetically – of shutting down Supertram when other cities are reaping the benefits of light rail?

Update:  The first day of service for TramTrain didn’t go well:  https://www.thestar.co.uk/news/sheffield-tram-train-derails-after-collision-with-lorry-causing-major-travel-disruption-1-9414192.

St Cecilia’s – starting a new chapter

St Cecilia's Parish Church, Parson Cross, Sheffield:  baptistery (2014)

St Cecilia’s Parish Church, Parson Cross, Sheffield: baptistery (2013)

Some years ago I made a nuisance of myself querying the determination of the Diocese of Sheffield to demolish the attractive 1939 parish church of St Cecilia, Parson Cross:

Last week I received a letter from the Church Commissioners (because I’d made a formal objection to the demolition in 2013) notifying me that St Cecilia’s has at last been closed and the daughter-church of St Bernard of Clairvaux is the parish church with effect from August 16th 2018.

St Bernard’s was completed, using recycled bricks from the demolished mansion at Clumber Park, Nottinghamshire, in 1954 as one of two mission churches in the vast Parson Cross parish.

The other church, Christ the King, Deerlands Avenue, was consecrated on the afternoon of the first Sheffield Blitz, December 12th 1940.  It closed in 1970 and was sold:  it became a Roman Catholic social club, St Patrick’s, and is now a showroom.

The notice of closure indicates that St Cecilia’s “shall be appropriate to use for residential purposes and for purposes ancillary thereto”, and “the contents of the old church building shall be disposed of as the Bishop shall direct”, in line with the Draft Pastoral Scheme about which I posted an article in 2016.

It’s probably the best possible outcome.

It saves the residents of Chaucer Close from the noise and mess of a brick-by-brick demolition.

It preserves an unobtrusive but attractive building on a housing estate that has few landmarks, having lost an outstanding but unlisted cinema in 2013.

I’ll be interested to see how this wide building, with a nave and two aisles, adapts to housing.

Wardsend Cemetery

Wardsend Cemetery, Sheffield

Wardsend Cemetery, Sheffield

Behind Owlerton Greyhound Stadium, not far from the Sheffield Wednesday ground, a long road called Livesey Street leads eventually to a bridge over the River Don – a recent replacement for a much older bridge washed away in the 2007 flood.

On the other side of the bridge lies Wardsend Cemetery, last resting place of nearly 30,000 Sheffield people, forgotten until a group of Friends rescued it and drew attention to its fascinating history.

It was established in 1857 as a churchyard extension for St Philip’s parish church, Shalesmoor, one of four “Million Act” churches in Sheffield, opened in 1828, bombed in 1940 and demolished in 1952.  The church’s location, now unrecognisable because of road improvements, was opposite Green Lane Works, near to the Shalesmoor tram stop.

The vicar of St Philip’s, Rev John Livesey, bought five acres of land alongside the Manchester, Sheffield & Lincolnshire Railway, and – largely at his own expense – built a lodge and an attractive little chapel designed by the Sheffield architects Weightman, Hadfield & Goldie.

Rev Livesey had been minister since 1831 and vicar since the parish was created in 1848, “a tall man of fine presence, very active… genial, benevolent and kind hearted”.

He bit off more than he could chew when he opened Wardsend Cemetery.

The original sexton died shortly after the cemetery opened, and his successor, Isaac Howard, quickly made the place notorious.

In 1862 the tenant occupying the lodge, Robert Dixon, complained of unpleasant odours from the floor of his coach-house and accused the sexton of disinterring corpses to sell to the Sheffield Medical School.

Word travelled quickly and a crowd entered the cemetery on the evening of June 2nd to find a pit containing coffins, some containing corpses, one of which had clearly been dissected.  They burnt down Howard’s house, and over the next few days obliged the authorities to arrest him.

He in turn implicated the vicar, who had carelessly signed a burial certificate for a dissected corpse that remained unburied until discovered by the rioters.

In fact the medical school obtained corpses legally from the Sheffield workhouse, but had transported them in sacks rather than coffins and allowed Isaac Howard to take them to the cemetery illegally in plain packing cases on a wheelbarrow.

The real disgrace of Howard’s actions was that he exhumed corpses, particularly of children, to resell burial plots, a practice made easier by an unwise allocation of public graves beside the main pathway.

Howard was sentenced to three months’ imprisonment, and the Rev Livesey to three weeks, but the judge, ruling that the vicar was only guilty of trusting the sexton’s word, back-dated his sentence to the opening of the assizes a fortnight previously.

When Howard admitted his perjury Rev Livesey was pardoned.  He returned to his benefice and served until his death in 1870, a total of thirty-nine years.

Contemporary accounts of this notorious affair are at https://www.chrishobbs.com/sheffield/agraveaffair1862.htm.

There’s more to the history of Wardsend than the often-told story of the 1862 riot.  The cemetery is a chronicle of ordinary and extraordinary Sheffield people.

While the movers and shakers of Victorian Sheffield were interred in the General Cemetery, pillars of Nonconformity gathered in the Zion Graveyard, and ordinary folk rested in municipal cemeteries such as Burngreave and Tinsley Park, Wardsend provided rest to a cross-section of society – soldiers from the nearby Hillsborough Barracks including George Lambert VC (1819-1860) who died of a burst blood vessel on the parade ground, victims of the Great Sheffield Flood which rushed past the site on the night of March 11th-12th 1864, and such fascinating characters as George Beaumont (died December 25th 1877, aged 23 years), killed during a football match when he climbed a wall to retrieve the ball and fell down a quarry face, Kate Townsend, Mrs Tommy Dodd (1849-1886) who with her husband travelled as show-people billed as “The King & Queen of the Lilliputians” and Tom Wharton (died 1933) – a life-long, celebrated Sheffield Wednesday fan, who missed only one home match in forty-six years .

The Friends of Wardsend Cemetery [https://wardsendcemetery.wordpress.com] have rescued the place from decades of neglect after its formal closure in 1988, and they welcome visitors to a regular programme of events and tours.

I admire the volunteers who devote their time to preserving an unassuming burial ground and keeping alive the memory of “the short and simple annals of the poor”.

For details of Mike Higginbottom’s ‘Victorian Cemeteries’ lecture, please click here.

Tinsley Tramsheds

Former Tinsley Tramsheds, Sheffield

Former Tinsley Tramsheds, Sheffield

The most substantial remnant of Sheffield’s first-generation tram system is the original depot at Weedon Street, Tinsley, built in 1873 for the Sheffield Tramways Company when it opened its first horse-drawn line.

This very early tramway was founded by the railway contractor Thomas Lightfoot, who also built the Douglas horse-tramway that opened in 1876 and still operates in the Isle of Man.

Tinsley Tram Sheds is possibly the oldest remaining purpose-built tram depot in the UK.

When the Sheffield Corporation took over the horse-tram company, its first electric trams, inaugurated in 1899, ran between Weedon Street and Nether Edge, with a depot at each end, and for the first few years vehicles were maintained and eventually built at the two depots – mechanical parts at Tinsley, bodywork at Nether Edge – until a purpose-built works at Queen’s Road opened in 1905.

A well-made film of a tram-journey from Beauchief to Weedon Street in 1960 ends with Roberts car 523 disappearing into the tramsheds:  https://www.youtube.com/watch?v=E0a28Q_78eM  [at 16:45 minutes].

Almost all Sheffield’s trams, including the very last in service and those in the final closing procession in October 1960, ended up at Weedon Street, from where they were towed across the road to Thomas W Ward’s scrapyard.

Sheffield people customarily referred to “tramsheds”, though all of them across the city were substantial brick buildings.  Apart from Tinsley, they have either disappeared or survive only as sad facades.

At one time Tinsley Tramsheds was home to Sheffield’s bus museum, until a schism led to one collection moving out to Aldwarke near Rotherham to become the South Yorkshire Bus Museum and the other, the South Yorkshire Transport Trust, eventually moving to Eastwood in a nearby part of Rotherham.

Little remains of the tram-depot interior:  the tracks, inspection pits and overhead gantries that gave exterior access to trams at upper-deck level have long gone.  The whole of the spacious interior is currently occupied by a tile-depot.

A glass-half-empty report from the Hallamshire Historic Buildings Society suggests that the building is deteriorating:  http://hhbs.org.uk/2017/07/01/trams-to-tiles.

Nevertheless, this Grade II-listed relic of transport history, located between the Meadowhall shopping centre and Sheffield’s new Ikea store, close to a retail park and the Sheffield Arena, could be smartened up by a savvy developer.

Cracks in the tarmac of the forecourt show that the track-fan and stone setts survive, at least in part, waiting to be exposed.

The interior is a flexible space with scope for adaptation, and the exterior is capable of restoration as one of the few historic sites remaining in the Lower Don Valley.

Zion Graveyard 2

Zion Sabbath School, Attercliffe, Sheffield

Zion Sabbath School, Attercliffe, Sheffield

The Friends of Zion Graveyard have made great progress since their inauguration last May:  they have secured funds and bought the land from the United Reformed Church, and have continued to clear the graves which had become buried in undergrowth.

In the course of researching the Zion Congregational Church which stood on the site I’ve become fascinated by the history of the congregation, which stretches back almost continuously to the early history of Dissent in Sheffield.

Attercliffe and Carbrook, two of the three villages in the Lower Don Valley, were centres of Puritan and later Dissenting activity from before the Civil War, when Hill Top Chapel was built as a chapel-of-ease to Sheffield Parish Church (now the Anglican Cathedral).

There was a college for training Dissenting clergy at Attercliffe Old Hall in the late seventeenth-century, and informal congregations worshipped in several locations north of Sheffield during the eighteenth century.

A temporary chapel was built on the site that became the Zion Sabbath School in 1793, and a permanent building was erected on the opposite side of what became Zion Lane in 1805.  The existing Sabbath School building dates from 1854, and a fine Romanesque brick chapel with a tower and spire was opened in 1863.  This building was demolished after a fire in June 1987.

The 1863 chapel was founded on the energetic ministry of Rev John Calvert (1832-1922), who was invited to become minister in 1857.

His leadership made Zion Church prominent, until its attendances exceeded any other place of worship in Attercliffe.  Zion members helped to form branch churches in Brightside and Darnall, and a mission church at Baldwin Street, half a mile away.

When Mr Calvert retired to Southport in 1895 he named his house ‘Attercliffe’.

At the beginning of the twentieth century Zion was the largest Congregational community, measured by membership, in Sheffield:  it had four hundred members when the four city-centre chapels had around three hundred each.

To accommodate the Sunday School and young people’s activities, in 1911 the congregation opened an extensive Institute next to the chapel, designed by the Sheffield architects Hemsoll & Chapman, whose best surviving building is Cavendish Buildings on West Street.  When first built, the Institute offered football, cricket, tennis, a gymnasium and a literary and debating section to young members of the congregation.

This vigorous Christian community filled its extensive buildings for only twenty years.  By 1930 the Sabbath School was leased as a printing works, and after the Second World War rooms in the Institute were leased to the Ministry of Works for use by civil-service departments.

Gale-damage in 1962 made the church itself unusable, and services moved next door into the Institute.  Zion Congregational Church closed entirely at the end of 1969 when the congregation amalgamated with Darnall Congregational Church.

Photographic evidence shows that the Institute building was completely demolished by July 1977.

The Church continued to be used as a furniture store until a serious fire on June 22nd 1987 led to its subsequent demolition.

Now only the Sabbath School and the graveyard remain – unobtrusive monuments to a long, proud tradition of Nonconformist worship in north Sheffield.

Sheffield’s hidden rivers

River Sheaf culvert and former Alexandra Hotel, Blonk Street, Sheffield

River Sheaf culvert and former Alexandra Hotel, Blonk Street, Sheffield

In the nineteenth century the rivers on which Sheffield is built were polluted, insanitary and smelly.

The River Porter runs south-east to join the River Sheaf at the site of the city’s railway station, and the Sheaf then runs north-east for about a quarter of a mile to join the River Don at the site of the medieval castle.

Both rivers were progressively culverted, tidied away and largely forgotten about.

The original Midland Railway station, platforms 2-8 of the modern station, opened in 1870, and was more or less doubled in size in 1905 when the present concourse and platform 1 were added.

It’s difficult to imagine, while waiting for a train, that beneath the tracks is a spectacular complex of vaults and arches carrying the water from the two rivers northwards under Sheaf Street, where there is a brief open stretch before the watercourse disappears under the Ponds Forge International Sports Centre, next emerging at the confluence of the Sheaf and Don at the end of the oddly-named Blonk Street (named after a scissor-smith, Benjamin Blonk).

This last section was only completed in 1916, after the demolition of the Alexandra Theatre a couple of years earlier.  Part of the theatre building stood on iron columns over the river bed:  http://www.arthurlloyd.co.uk/SheffieldTheatres.htm#alex.  The now-defunct and possibly haunted Alexandra Hotel stands on an adjacent site:  https://sheffield.camra.org.uk/2013/11/alexandra-hotel.

There are plans to remove the 1916 culvert as part of the forthcoming development of the former Castle Market site, and there are informal campaigns urging the opening of other stretches of Sheffield’s buried rivers.

An artful slide-show that suggests the cavernous extent of the area beneath the station (named for reasons which escape me the Megatron) is at https://www.youtube.com/watch?v=7fmsG6svhYo, and there is a coherent description with good photographs at substormflow – Megatron .

There is a spectacular video of waterborne gymnastics at the same location:  https://www.youtube.com/watch?v=XlTcPuSvXQc

And three more pedestrian urban-explorer reports are at https://www.28dayslater.co.uk/threads/river-porter-culverts-sheffield-railway-station-april-2017.108056, https://www.youtube.com/watch?v=T13hCT2XBn4 and https://www.28dayslater.co.uk/threads/megatron-sheffield-june-and-july-2015.97955.

Brighton opened its sewers to public tours half a century ago:  https://www.southernwater.co.uk/brighton-sewer-tours.  Perhaps Sheffield should open its subterranean rivers.

One man, one mester

Stan Shaw, spring-knife cutler, Kelham Island Industrial Museum, Sheffield (October 2017)

Stan Shaw, spring-knife cutler, Kelham Island Industrial Museum, Sheffield (October 2017)

My Sheffield’s Heritage tour-group were honoured to be introduced, by Mike, our guide from the Ken Hawley Collection, to Stan Shaw BEM, who was not exactly the last of Sheffield’s little mesters, simply because in his lifetime he has picked up the craft skills of perhaps a dozen of the specialised traditional Sheffield tradesmen.

Technically, he was a spring-knife cutler:  all his hand-crafted knives have retractable, spring-loaded blades.

Stan told his own story in a Sheffield Telegraph article dated March 24th 2016 [https://www.sheffieldtelegraph.co.uk/news/life-is-still-at-the-sharp-end-for-expert-sheffield-craftsman-in-his-90th-year-1-7813981]:

“When I got to be 14 years of age I wondered – because I’d never done metalwork or woodwork – what am I going to do for a living?  I went on to Rockingham Street and saw Ibbersons and knocked on the door and said, ‘Can I have a job, Mr Ibberson?’

“I went upstairs to see him, in a little ante-room, and there were all the knives in glass cases.  I said, ‘I want to make them’.  I don’t know why I said it – I’d never used tools in my life – so he sent for his head cutler and said, ‘This lad wants to make knives.  Will you have him?’

“So I started with him the following morning.  I took to it like a duck to water, like it was made for me.”

Over the decades he gained the expertise to make high-quality, decorative, practical knives that command premium prices, and after he went self-employed in 1987 he never looked back.

The old hand-craft skills die with Stan, because he’s consistently declined to take on the paperwork encumbrances that come with apprentices.  He explained in a 2006 interview [http://www.mylearning.org/metalwork-in-sheffield-/p-833] how modern machine-made knives lack the quality he achieves:

“I was taught the proper way with a skilled man.  You’ve got to have somebody teach the proper way and there are a lot of people trying to learn themselves but they can’t.  They try and make as good a job as they can but they’re limited so there is only one way to learn and that is with skilled people who’ve learnt it from his father and his father before him.”

To buy one of Stan’s knives, stamped “Stan Shaw, Sheffield”, you wouldn’t get much change out of £2,000, and you’d have to collect it – wherever in the world you live – because he didn’t trust them to the post.

And he had a four-year waiting list.

The only clients who didn’t have to wait were his grandchildren, to whom he gave knives on their birthdays and Christmas.

No doubt family members, like such other clients as HM Queen Elizabeth II, the Duke of York and President George H W Bush, had to hand over a coin in return, to prevent the friendship being cut.

The best available account of Stan’s life and work is a downloadable illustrated booklet Stan Shaw and the Art of the Pocket Knife (2016) by the Sheffield industrial historian Geoffrey Tweedale [http://contrib2.wkfinetools.com/tweedaleG/stanShaw/0_img/TWEEDALE-Stan%20Shaw-(12-12-2016).pdf] – an example of a craftsman in words writing about a craftsman in steel, silver, brass, wood, bone, stag-horn, buffalo-horn, abalone, tortoiseshell and mother-of-pearl.

RIP: Stan Shaw died at the age of 94 on Friday February 26th 2021: Sheffield’s ‘last little mester’ Stan Shaw dies at 94 – BBC News.