John Fowler, who later gained fame for co-designing the Forth Railway Bridge in Scotland, was employed to engineer the extension and station.

A description of the station just before it opened appeared in the Sheffield Independent on 13 September 1851:[1] The station is approached from Blonk street by a straight incline, built upon arches, which is 50 feet (15 m) wide, 320 yards (290 m) long and rises at the rate of 1 in 30…the station consists of a centre and wings, the latter being extended by a high fence wall, with gateways for the exit of arrived passengers and, beyond these, on each side, is covered stands for cabs.

The station is built of rock-faced Greenmoor stone, with chiseled beds and joints, and facings of ashlar stone from Wadsley; and distinguished as this line is for the excellence of its masonry, the front of this station is admired by those who are judges of such work, as surpassing in excellence any previous specimen.

The entrances are very spacious and convenient, and good arrangements are made to prevent undue pressure.

The latter will be constructed of Minton’s white encaustic tiles, and will be open to the roof…The refreshment rooms have been taken at a handsome rent by Mr. Moyes, the spirited landlord of the Great Northern Hotel, at Lincoln…It has been constructed under the direction of John Fowler, Esq., engineer-in-chief of the company, who has been ably represented by Mr. King, the resident engineer; Messrs. Weightman, Hadfield and Goldie…being the architects.

The electrification of the line reached Sheffield Victoria by 1954, reducing the journey time to Manchester to 56 minutes.

By the end of the decade, the expresses to Marylebone were either cut or re-routed to King's Cross (in the case of the Master Cutler).

In the mid-1960s, there was a concerted effort to concentrate Victoria's remaining local and express train services at Sheffield (Midland) station.

Eventually, the inquiry backed British Rail's plans and passenger services were withdrawn from the line on 5 January 1970.

[6][7] The Manchester-Sheffield-Wath electric railway was entirely closed east of Hadfield in July 1981; the tracks through the Woodhead Tunnel were lifted in 1986.

The slope that once led up to platform 1 survives as part of a pedestrian path to the car park.

Outlines of the platforms still remain and the trackbed has been protected for a possible future extension of the Sheffield Supertram[9][circular reference] The trackbed may also be used for the proposed Don Valley Railway, which will terminate at Nunnery, linking into the Supertram approximately 1,300 yards (1,200 m) to the east where the proposed DVR will also interchange with train services on the Sheffield to Lincoln Line.

[12][13][14][15] Later pathing extensions could see a restored Sheffield Victoria see services running to Lincoln (via Retford), Nottingham (via Chesterfield), Rotherham (via Attercliffe),[16] Huddersfield (via Penistone).

[17] If reopened, the line would have at least two trains per hour with potential services extending to Chesterfield, Worksop and Rotherham.