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What Is This Building?


sheffmark

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Thank-you for the info guys! :)

Love the photo's from Picture Sheffield, especially these two;-

http://www.picturesheffield.com/frontend.php?action=zoomWindow&keywords=Ref_No_increment;EQUALS;s16166&prevUrl=

http://www.picturesheffield.com/frontend.php?keywords=Ref_No_increment;EQUALS;s11511&pos=1&action=zoom&id=14501

It always makes me laugh, with the amount of people just hanging around in the road, in these kind of old photo's!

Cheers! :)

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Unique in Sheffield I believe, as it controlled two roads, Barnsley Rd and Pitsmooor Road.

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Unique in Sheffield I believe, as it controlled two roads, Barnsley Rd and Pitsmoor Road.

Now that is a good point!

If there is another example in Sheffield,i'd love to know where.

Cheers!

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This is a great subject and there are other threads on SH about the Turnpike Roads:

http://www.sheffieldhistory.co.uk/forums/index.php/topic/7948-sheffield-turnpikes-in-the-18th-century/

The Sheffield Turnpikes and their Toll Bars would be a good research topic, as virtually all the roads still exist today (with some diversions made to accommodate modern roads) and so do many of their toll bar buildings, although faded into anonymity?

To answer sheffmark's question above, I believe the Round House at Ringinglow also served as a Toll Bar for two Turnpikes (or was at least the confluence of two Turnpike Roads). It was at this point that the Turnpikes for Chapel-en-le-Frith and Buxton diverged, with the Chapel route continuing westward along Ringinglow Road, whilst the Buxton Route turned southward down Houndkirk Road:

http://www.picturesheffield.com/frontend.php?keywords=Ref_No_increment;EQUALS;s11624&pos=1&action=zoom&id=14590

http://www.picturesheffield.com/frontend.php?&searchterms=round_house&action=search&keywords=all%3BCONTAINS%3B%25round_house%25%3B#rowNumber1

https://www.google.co.uk/maps/@53.3494509,-1.5630957,16z?hl=en

The list of Sheffield Turnpike Roads (extracted from the thread posted by Bayleaf above):

The list of turnpikes that follows includes the main routes and ignores connecting lanes, and is confined to the period earlier than 1820. The roads are arranged in chronological order of the Acts of Parliament which sanctioned their turnpiking or construction. Of such Acts there are some twenty-two passed between 1739 and 1818 dealing with turnpike undertakings directly affecting the main roads through Sheffield, and not counting the numerous Acts for the enlargement or modification of original schemes.

1. SHEFFIELD-DERBY. Sheffield and Derby, or Duffield Trust. Turnpiked by an Act of 1756.
The original route was London Road, across Meersbrook Park, Derbyshire Lane, across Graves Park, Little Norton, near Coal Aston, to Unstone, Whittington Hill and Whittington Moor to Chesterfield.
In 1795 the route was altered to avoid the steep pull up Derbyshire Lane, Coal Aston and Whittington Moor. The new line followed the modern route in general.
In 1825 a short diversion was made in order to take the road on its present line past Meadow Head.

2. SHEFFIELD-BUXTON, AND -CHAPEL. Sheffield-Buxton and Sheffield-Chapel-en-le-Frith Joint Trusts, 1758.
These roads went to Ringinglow Toll Bar together, by way of Sheffield Moor, Highfields, Sharrow Lane, Psalter Lane and Ringinglow Road. At that point they diverged. The Chapel Branch went over the Cupola to Hathersage, thence to Castleton by the modern line, and then up the Winnats to Sparrowpit and Chapel. The other branch went along Ankirk (or Houndkirk) Road to Fox House, down to Grindleford, up the Sir William, through Hucklow and Tideswell to Buxton.
A diversion was made to avoid the Sir William in 1795 by way of Calver and Stoney Middleton. The modern route to Fox House from Ecclesall via Dore Moor was made in 1812.

3. SHEFFIELD-WAKEFIELD. Sheffield and Wakefield Trust.
Turnpiked by an Act of 1758.
This road followed the ancient route—Nursery, Bridgehouses, Pye Bank, Pitsmoor, to Chapeltown and Barnsley. Diversions were made via Spital Hill and Burngreave in 1835-6. Drake, writing in 1840 about the new Railway Station in Sheffield (at the Wicker), says:
Along the high ground on the left runs the new road to Barnsley. It gradually declines away from the railway in the direction of the old road with which it forms a junction at Pitsmoor Bar. The design of ijs formation was to avoid the tremendous ascent of Pye Bank, which all who have ever left Sheffield by the north road will not fail to remember. [32]

An interesting comment on the state of this road is made in 1829 by James Mills, a surveyor. He writes :

"I cannot doubt that the Trustees of this road . . . will no longer tolerate the existence of the barbarous declivities which disgrace the present Turnpike Road between Sheffield and Barnsley, to the manifest injury of both towns and the general commerce of the country . . . "(He speaks of the)" substitution of a good line of road for an incorrigibly bad one, for it is notorious that the Inns of Sheffield prefer sending their posting by way of Doncaster to avoid the hills on the present Road . . ," [33]

4. SHEFFIELD-BAWTRY. Sheffield-Bawtry Trust, 1759.
This is the road which leads off the Rotherham Road just beyond the Canal Bridge. The Tinsley section followed the present route from the Wicker with the exception of a loop up Spital Hill and to Hall Carr, which was straightened out in 1806.

5. SHEFFIELD-WORKSOP. Attercliffe-Worksop Trust, 1764.
This road diverged from the Tinsley Road at Attercliffe, and went by Worksop Road and Darnall to Handsworth and Aston.

6. SHEFFIELD-BASLOW.
This road is a combination of several roads. The section between Barbrook Mill and Baslow was part of the Chesterfield-Hernstone Lane Head (Tideswell) Trust which was continued by an Act of 1759. The section from Owler Bar to Totley was part of the Greenhill Moor-Hathersage Trust created by an Act of 1781. An Act for making the road between the end of Sharrow Lane and Totley (i.e., Abbeydale Road) was passed in 1802, though the road was not completed till 1821. At this last date the whole road between Sheffield and Baslow was transferred to the care of the Greenhill-Hathersage Trust. The route followed was the modern one.

7. SHEFFIELD-DONCASTER. Tinsley-Doncaster Trust, 1764.
This road joined the Sheffield-Tinsley road at Bawtry Road. It lay almost exactly on the present route. Its maintenance was a matter of concern to the proprietors of the River Dun Company as it led to that point to which the river had been made navigable.

8. SHEFFIELD-PENISTONE-HALIFAX. Sheffield and Halifax Trust, Penistone Division, 1777.
This road led from Shalesmoor along the modern line with the exception of a section which ran through Greno Wood and which the local folk still call "the old coach road." It was diverted through Parson Cross and Barnes Green in 1826.

9. SHEFFIELD-MANSFIELD. Sheffield-Gander Lane Trust. Turnpiked by an Act of 1779.
The route was the modern one—City Road, Intake, Mosbrough, Eckington, Barlborough at Gander Lane and so to Mansfield.

10. SHEFFIELD-FROGGATT. Greenhill Moor-Hathersage Trust, created 1781.
This road went from Greenhill cross-roads via Bradway, Dronfield Woodhouse and Holmesfield to Owler Bar, and then across the moors to the top of Froggatt Edge. It crossed the slope apparently just above the line of railway at Grindleford Station to Hathersage Booth, where it turned sharply down the hill to Hazelford and so to Hathersage.
The southern exit from Hathersage led through Hazelford above the line of wood on the other side of the river until it joined the Sir William. This route was altered to the present line through Fall Cliffe Wood to Grindleford in 1825.
A branch of the Greenhill-Hathersage road was provided in 1781 from Totley to Stoney Middleton—the modern road down Froggatt Edge.

11. SHEFFIELD-LANGSETT. Wadsley-Langsett Trust, 1805.
At this date the road diverged from the Sheffield-Penistone Road at Catchbar Lane. The new road was an extension to the end of Penistone Road near St. Philip's Church, and was made between 1837 and 1840. It followed the modern line through Middlewood, Oughtibridge and Stocksbridge—called by Fairbank "a beautiful and romantic valley." Over the section from Shalesmoor to the bridge at Holme Lane, Fairbank was engaged in litigation in order to get paid for his services.

12. SHEFFIELD-GLOSSOP. Sheffield-Glossop Trust. Turnpiked by an Act of 1818 and opened for traffic in 1821.
Much was hoped for from this road, as it led more directly to Manchester. It was a very expensive undertaking because of the gradients, and the Dukes of Norfolk and Devonshire contributed heavily. The route is the modern one—Crosspool, Rivelin, Moscar and the Snake. A branch was made from Moscar to Langsett—Mortimer's Road.

The foregoing list of new and reorganised routes and roads represents great enterprise and expenditure. Their effect is to be seen in the considerable use of them and in the stimulus thus given to Sheffield industry. Their efficiency is to be observed in the speeding up of transport. This may be illustrated by the times of the coach journeys. When Samuel Glanville of the "Angel" optimistically advertised in 1760 liis intention to run a coach to London, he concluded his announcement with this sentence—
"Performed, if God permit, by John Handforth, etc. . . ." The trip took three days. In 1787 the same journey was done in twenty-six hours, and the last Sheffield Mail did the distance in sixteen hours. The earliest Mail Coaches travelled at six miles an hour, but the speed was increased to twelve in their heyday. In 1836, thirteen coaches were advertised to leave "The Tontine" and "The King's Head" daily.

The coaches and the new Turnpikes were doomed as soon as the North Midland Railway was brought past and northwards of Sheffield.

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This is a great subject and there are other threads on SH about the Turnpike Roads:

http://www.sheffieldhistory.co.uk/forums/index.php/topic/7948-sheffield-turnpikes-in-the-18th-century/

The Sheffield Turnpikes and their Toll Bars would be a good research topic, as virtually all the roads still exist today (with some diversions made to accommodate modern roads) and so do many of their toll bar buildings, although faded into anonymity?

To answer sheffmark's question above, I believe the Round House at Ringinglow also served as a Toll Bar for two Turnpikes (or was at least the confluence of two Turnpike Roads). It was at this point that the Turnpikes for Chapel-en-le-Frith and Buxton diverged, with the Chapel route continuing westward along Ringinglow Road, whilst the Buxton Route turned southward down Houndkirk Road:

http://www.picturesheffield.com/frontend.php?keywords=Ref_No_increment;EQUALS;s11624&pos=1&action=zoom&id=14590

http://www.picturesheffield.com/frontend.php?&searchterms=round_house&action=search&keywords=all%3BCONTAINS%3B%25round_house%25%3B#rowNumber1

https://www.google.co.uk/maps/@53.3494509,-1.5630957,16z?hl=en

The list of Sheffield Turnpike Roads (extracted from the thread posted by Bayleaf above):

The list of turnpikes that follows includes the main routes and ignores connecting lanes, and is confined to the period earlier than 1820. The roads are arranged in chronological order of the Acts of Parliament which sanctioned their turnpiking or construction. Of such Acts there are some twenty-two passed between 1739 and 1818 dealing with turnpike undertakings directly affecting the main roads through Sheffield, and not counting the numerous Acts for the enlargement or modification of original schemes.

1. SHEFFIELD-DERBY. Sheffield and Derby, or Duffield Trust. Turnpiked by an Act of 1756.

The original route was London Road, across Meersbrook Park, Derbyshire Lane, across Graves Park, Little Norton, near Coal Aston, to Unstone, Whittington Hill and Whittington Moor to Chesterfield.

In 1795 the route was altered to avoid the steep pull up Derbyshire Lane, Coal Aston and Whittington Moor. The new line followed the modern route in general.

In 1825 a short diversion was made in order to take the road on its present line past Meadow Head.

2. SHEFFIELD-BUXTON, AND -CHAPEL. Sheffield-Buxton and Sheffield-Chapel-en-le-Frith Joint Trusts, 1758.

These roads went to Ringinglow Toll Bar together, by way of Sheffield Moor, Highfields, Sharrow Lane, Psalter Lane and Ringinglow Road. At that point they diverged. The Chapel Branch went over the Cupola to Hathersage, thence to Castleton by the modern line, and then up the Winnats to Sparrowpit and Chapel. The other branch went along Ankirk (or Houndkirk) Road to Fox House, down to Grindleford, up the Sir William, through Hucklow and Tideswell to Buxton.

A diversion was made to avoid the Sir William in 1795 by way of Calver and Stoney Middleton. The modern route to Fox House from Ecclesall via Dore Moor was made in 1812.

3. SHEFFIELD-WAKEFIELD. Sheffield and Wakefield Trust.

Turnpiked by an Act of 1758.

This road followed the ancient route—Nursery, Bridgehouses, Pye Bank, Pitsmoor, to Chapeltown and Barnsley. Diversions were made via Spital Hill and Burngreave in 1835-6. Drake, writing in 1840 about the new Railway Station in Sheffield (at the Wicker), says:

Along the high ground on the left runs the new road to Barnsley. It gradually declines away from the railway in the direction of the old road with which it forms a junction at Pitsmoor Bar. The design of ijs formation was to avoid the tremendous ascent of Pye Bank, which all who have ever left Sheffield by the north road will not fail to remember. [32]

An interesting comment on the state of this road is made in 1829 by James Mills, a surveyor. He writes :

"I cannot doubt that the Trustees of this road . . . will no longer tolerate the existence of the barbarous declivities which disgrace the present Turnpike Road between Sheffield and Barnsley, to the manifest injury of both towns and the general commerce of the country . . . "(He speaks of the)" substitution of a good line of road for an incorrigibly bad one, for it is notorious that the Inns of Sheffield prefer sending their posting by way of Doncaster to avoid the hills on the present Road . . ," [33]

4. SHEFFIELD-BAWTRY. Sheffield-Bawtry Trust, 1759.

This is the road which leads off the Rotherham Road just beyond the Canal Bridge. The Tinsley section followed the present route from the Wicker with the exception of a loop up Spital Hill and to Hall Carr, which was straightened out in 1806.

5. SHEFFIELD-WORKSOP. Attercliffe-Worksop Trust, 1764.

This road diverged from the Tinsley Road at Attercliffe, and went by Worksop Road and Darnall to Handsworth and Aston.

6. SHEFFIELD-BASLOW.

This road is a combination of several roads. The section between Barbrook Mill and Baslow was part of the Chesterfield-Hernstone Lane Head (Tideswell) Trust which was continued by an Act of 1759. The section from Owler Bar to Totley was part of the Greenhill Moor-Hathersage Trust created by an Act of 1781. An Act for making the road between the end of Sharrow Lane and Totley (i.e., Abbeydale Road) was passed in 1802, though the road was not completed till 1821. At this last date the whole road between Sheffield and Baslow was transferred to the care of the Greenhill-Hathersage Trust. The route followed was the modern one.

7. SHEFFIELD-DONCASTER. Tinsley-Doncaster Trust, 1764.

This road joined the Sheffield-Tinsley road at Bawtry Road. It lay almost exactly on the present route. Its maintenance was a matter of concern to the proprietors of the River Dun Company as it led to that point to which the river had been made navigable.

8. SHEFFIELD-PENISTONE-HALIFAX. Sheffield and Halifax Trust, Penistone Division, 1777.

This road led from Shalesmoor along the modern line with the exception of a section which ran through Greno Wood and which the local folk still call "the old coach road." It was diverted through Parson Cross and Barnes Green in 1826.

9. SHEFFIELD-MANSFIELD. Sheffield-Gander Lane Trust. Turnpiked by an Act of 1779.

The route was the modern one—City Road, Intake, Mosbrough, Eckington, Barlborough at Gander Lane and so to Mansfield.

10. SHEFFIELD-FROGGATT. Greenhill Moor-Hathersage Trust, created 1781.

This road went from Greenhill cross-roads via Bradway, Dronfield Woodhouse and Holmesfield to Owler Bar, and then across the moors to the top of Froggatt Edge. It crossed the slope apparently just above the line of railway at Grindleford Station to Hathersage Booth, where it turned sharply down the hill to Hazelford and so to Hathersage.

The southern exit from Hathersage led through Hazelford above the line of wood on the other side of the river until it joined the Sir William. This route was altered to the present line through Fall Cliffe Wood to Grindleford in 1825.

A branch of the Greenhill-Hathersage road was provided in 1781 from Totley to Stoney Middleton—the modern road down Froggatt Edge.

11. SHEFFIELD-LANGSETT. Wadsley-Langsett Trust, 1805.

At this date the road diverged from the Sheffield-Penistone Road at Catchbar Lane. The new road was an extension to the end of Penistone Road near St. Philip's Church, and was made between 1837 and 1840. It followed the modern line through Middlewood, Oughtibridge and Stocksbridge—called by Fairbank "a beautiful and romantic valley." Over the section from Shalesmoor to the bridge at Holme Lane, Fairbank was engaged in litigation in order to get paid for his services.

12. SHEFFIELD-GLOSSOP. Sheffield-Glossop Trust. Turnpiked by an Act of 1818 and opened for traffic in 1821.

Much was hoped for from this road, as it led more directly to Manchester. It was a very expensive undertaking because of the gradients, and the Dukes of Norfolk and Devonshire contributed heavily. The route is the modern one—Crosspool, Rivelin, Moscar and the Snake. A branch was made from Moscar to Langsett—Mortimer's Road.

The foregoing list of new and reorganised routes and roads represents great enterprise and expenditure. Their effect is to be seen in the considerable use of them and in the stimulus thus given to Sheffield industry. Their efficiency is to be observed in the speeding up of transport. This may be illustrated by the times of the coach journeys. When Samuel Glanville of the "Angel" optimistically advertised in 1760 liis intention to run a coach to London, he concluded his announcement with this sentence—

"Performed, if God permit, by John Handforth, etc. . . ." The trip took three days. In 1787 the same journey was done in twenty-six hours, and the last Sheffield Mail did the distance in sixteen hours. The earliest Mail Coaches travelled at six miles an hour, but the speed was increased to twelve in their heyday. In 1836, thirteen coaches were advertised to leave "The Tontine" and "The King's Head" daily.

The coaches and the new Turnpikes were doomed as soon as the North Midland Railway was brought past and northwards of Sheffield.

Wow, plenty of info to digest there.

Thank-you very much for taking the time to provide links on the subject.

Cheers!

Mark

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