77syk7
Forum Member
Posts: 639
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Post by 77syk7 on Dec 9, 2018 15:35:49 GMT 1
Just had a look back at some of my old Halifax Corporation Bus Timetables and compared the journey times of buses in my youth compared to today.
This is an interesting fact from the 1961 edition:-
The 43 route jointly operated by Halifax & Huddersfield Corporations (on a basis of 75% share to Halifax & 25% to Huddersfield) had a journey time of 26 minutes from Halifax to Huddersfield which remained the same throughout the week at all times. The 503 now has a journey time of 54 minutes in the Monday to Friday peak - just over twice as long. To satisfy the purists - the journey in Halifax started from Alexandra Street and it travelled direct via Elland Bridge, not West Vale.
Who says life is speeding up?
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Post by welshman on Feb 11, 2019 10:13:02 GMT 1
Not only were there fewer passengers and much less traffic, but because of the duplication of the section between Elland and Huddersfield by the Huddersfield trolleybuses, most service 43 buses I used did not pick-up between Ainley Top and Huddersfield.
I'm not sure if this was official policy after the bus entered Huddersfield territory, or simply a practice traditionally followed by the crews!
But I can remember speedy journeys down into Huddersfield, the conductor relaxed on the sideways seat over the nearside back wheel reading the paper, as we passed potential passengers waiting at the stops for the following trolleybus!
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Post by Father Dougal McGuire on Feb 14, 2019 13:56:15 GMT 1
What about the Calder Valley? The Hebden Bridge - Mytholmroyd - Halifax section has always been quickly timed. When not on the roadworks temporary timetable it gets 8 Minutes between Mytholmroyd & Whitty Lane. This is a distance of 4 miles and to make it achievable you must average 30 mph. In the daytime I usually do it in about 10 minutes however on a night if you make use of the 40mph sections you can do it in 8 minutes.
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Post by resolution on Feb 15, 2019 20:53:21 GMT 1
Not only were there fewer passengers and much less traffic, but because of the duplication of the section between Elland and Huddersfield by the Huddersfield trolleybuses, most service 43 buses I used did not pick-up between Ainley Top and Huddersfield. I'm not sure if this was official policy after the bus entered Huddersfield territory, or simply a practice traditionally followed by the crews! But I can remember speedy journeys down into Huddersfield, the conductor relaxed on the sideways seat over the nearside back wheel reading the paper, as we passed potential passengers waiting at the stops for the following trolleybus! The Huddersfield trolleybuses on the Elland - Huddersfield section charged lower fares (5d from Elland as against 7d on the motorbus in 1958) and ran more frequently than the 43 motorbus service; they also used different stops, so that people couldn't hail a motorbus even if they wanted to. The trolleybuses were timed at 17 minutes from Elland to Huddersfield as against the 43's 12, despite the fact that a trolleybus could climb The Ainleys in half the time. It was general Huddersfield Corporation policy that the trolleybuses carried the short-distance traffic to leave space on the motorbuses for longer-distance passengers. Even with this policy it was customary to duplicate journeys on the 43 on Saturdays. |
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Post by steviewevie on Feb 25, 2019 9:32:35 GMT 1
In Huddersfield JOC days wasn't one the corporation service (trolleybus) and the other effectively the 'railway' service? Hence the differing fares etc.
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Post by rwilkes on Feb 25, 2019 10:20:51 GMT 1
On any route you find big time extensions. Bradford Hudds was 40, no 50 mins, Needs at least one extra bus or a frequency drop.
PVR for 662 has gone up from 9 to 15 buses over 50 years. Fares would be half if we had early 1970's road conditions
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