Local services in the Huddersfield area post TRU

[Zomboid]

I'm not sure how this fits into the Blunkett ideas, but given the slow lines will be segregated, and given the improved capacity, I don't think there's much excuse to offer a poor service for the likes of Huddersfield - Halifax - Bradford Interchange (definitely should be half-hourly), nor Huddersfield - Kirkgate (should likewise be half-hourly). And if you are running those sides of the 'triangle' as half-hourly, then Hebden - Brighouse - Mirfield - Dewsbury should be half-hourly as well, creating a 'web' of connections and making Mirfield a good-quality interchange.

Of course, this won't happen because if the electrification is going from Manchester to Leeds, to run a diesel unit that comes up the Copy Pit / Rochdale side through Dewsbury would seem daft. It is a great shame.

Isn't the offering going to include 2tph calling at the local stations Huddersfield to Leeds?
I don't know what else is planned, but there should definitely be an opportunity to make all three sides of the Huddersfield/ Mirfield/ Brighouse triangle half hourly, deepening on paths on the single line side. Possibly 4 across the "top" with both the Bradford and Hebden routes to consider.

 

[Manutd1999]

A half-hourly EMU stopper between Huddersfield and Leeds is a given.

After that, it depends a lot on what you do with the Calder Valley. Personally I'd re-arrange the stopping pattern to get a half-hourly Chester/Manchester to Leeds via Bradford, running fast as far as Sowerby Bridge then calling at all stations. That would be supplemented by a half-hourly Huddersfield-Brighouse-Bradford-Leeds, giving a service every 15 mins from Halifax/Bradford towards Leeds.

The Calder Valley service via Dewsbury could continue as-is, providing a semi-fast link to Leeds from Brighouse/Sowerby and connecting some of the towns along the valley.

 

[465fan]

A half-hourly EMU stopper between Huddersfield and Leeds is a given.

After that, it depends a lot on what you do with the Calder Valley. Personally I'd re-arrange the stopping pattern to get a half-hourly Chester/Manchester to Leeds via Bradford, running fast as far as Sowerby Bridge then calling at all stations. That would be supplemented by a half-hourly Huddersfield-Brighouse-Bradford-Leeds, giving a service every 15 mins from Halifax/Bradford towards Leeds.

The Calder Valley service via Dewsbury could continue as-is, providing a semi-fast link to Leeds from Brighouse/Sowerby and connecting some of the towns along the valley.

I'm not sure this will work. I think you have to presume that you've got 6 fast trains per hour from Manchester (either station), to Leeds, and then some towards York and some towards Hull.

I think I fundamentally agree with you about Northern taking command of the Chester - Warrington - Manchester corridor, albeit it would be at the expense of TfW. But, it would mean a single operator, and a standard service. And, running that up the Rochdale side via Halifax and Interchange to Leeds, that is entirely fair.

I don't think, if you want a half-hourly EMU from Huddersfield to Leeds, that you then have the capacity with 8tph running through Dewsbury to toss one in that's come from Rochdale or Blackburn, over Elland, and into Leeds via Dewsbury.

So I would personally say that if the Northern fleet replacement includes bi-mode unit options, get some of those. They would have equal benefit on stuff like Leeds to Carlisle (use wires to Skipton) and Leeds to Sheffield via Moorthorpe (use wires to whatever that last station is on the Donny route before you branch off), and a few others.

That way, you'd be able to provide a proper West Yorkshire Metro service.

- 2tph Chester / Warrington / Victoria / Rochdale - Halifax / Interchange / Leeds.
- 1tph Victoria / Rochdale (slow) - Brighouse - Dewsbury - Leeds (stopper from Mirfield to Leeds).
- 1tph Blackpool North / Preston / Burnley - Brighouse - Dewsbury - Leeds (stopper from Mirfield to Leeds).
- 1tph Additional stopper from Blackburn / Burnley (possibly Preston) - Halifax - Interchange and terminate, capacity buster / capacity maker.
- 2tph Huddersfield - Halifax - Interchange - Leeds stopper, possibly extending on to the likes of York or Selby as a stopper, so Bradford gets through service.
- 1tph Huddersfield - Mirfield - Kirkgate - Castleford - York - Scarborough.
- 1tph Huddersfield - Mirfield - Kirkgate - Monkhill - Doncaster.

That way you've got a three-way web of half-hourly services in and around Brighouse / Mirfield / Huddersfield. You've got a standard half-hourly service on lots of routes, and you've got better timetabling opportunities.

 

[YorksLad12]

So I would personally say that if the Northern fleet replacement includes bi-mode unit options, get some of those. They would have equal benefit on stuff like Leeds to Carlisle (use wires to Skipton) and Leeds to Sheffield via Moorthorpe (use wires to whatever that last station is on the Donny route before you branch off), and a few others.

That would be Moorthorpe...
Northern is looking for bi-modes, but they might not be the best stock for the Settle-Carlisle route, they'll most likely be commuter units similar to the 195s and 331s.

That way, you'd be able to provide a proper West Yorkshire Metro service.

- 2tph Chester / Warrington / Victoria / Rochdale - Halifax / Interchange / Leeds.
- 1tph Victoria / Rochdale (slow) - Brighouse - Dewsbury - Leeds (stopper from Mirfield to Leeds).
- 1tph Blackpool North / Preston / Burnley - Brighouse - Dewsbury - Leeds (stopper from Mirfield to Leeds).
- 1tph Additional stopper from Blackburn / Burnley (possibly Preston) - Halifax - Interchange and terminate, capacity buster / capacity maker.
- 2tph Huddersfield - Halifax - Interchange - Leeds stopper, possibly extending on to the likes of York or Selby as a stopper, so Bradford gets through service.
- 1tph Huddersfield - Mirfield - Kirkgate - Castleford - York - Scarborough.
- 1tph Huddersfield - Mirfield - Kirkgate - Monkhill - Doncaster.

That way you've got a three-way web of half-hourly services in and around Brighouse / Mirfield / Huddersfield. You've got a standard half-hourly service on lots of routes, and you've got better timetabling opportunities.

Interesting. Huddersfield-Scarborough might have problems at York; Huddersfield-York and York-Scarborough both use bays at York.

Huddersfield-Doncaster would double the frequency via Featherstone (you didn't say it would run via Castleford), but would have to skip Knottingley as there are no platforms now on the line to Doncaster. The Friends of Askern station, however, would love the idea!

 

[465fan]

That would be Moorthorpe...
Northern is looking for bi-modes, but they might not be the best stock for the Settle-Carlisle route, they'll most likely be commuter units similar to the 195s and 331s.

Interesting. Huddersfield-Scarborough might have problems at York; Huddersfield-York and York-Scarborough both use bays at York.

Huddersfield-Doncaster would double the frequency via Featherstone (you didn't say it would run via Castleford), but would have to skip Knottingley as there are no platforms now on the line to Doncaster. The Friends of Askern station, however, would love the idea!

It appears I was thinking of Fitzwilliam.

== Doublepost prevention - post automatically merged: 13 Jul 2025 ==

That would be Moorthorpe...
Northern is looking for bi-modes, but they might not be the best stock for the Settle-Carlisle route, they'll most likely be commuter units similar to the 195s and 331s.

Interesting. Huddersfield-Scarborough might have problems at York; Huddersfield-York and York-Scarborough both use bays at York.

Huddersfield-Doncaster would double the frequency via Featherstone (you didn't say it would run via Castleford), but would have to skip Knottingley as there are no platforms now on the line to Doncaster. The Friends of Askern station, however, would love the idea!

Huddersfield to Scarborough would probably remove some problems. Less bay platform use, and presents from Ulleskelf on the 'Normanton' lines, not the Leeds lines, so approaches platforms 3 and 5 naturally.

As for doubling the frequency via Featherstone, I admittedly struggle to believe Pontefract to Wakefield could not in time support a half-hourly frequency. In reality, if only one service (like a Leeds - Westgate - Kirkgate - Streethouse - Monkhill - Knottingley) makes all stops, the one from Huddersfield could just slip on through, fast from Kirkgate to Featherstone, or Monkhill. I don't know the ins and outs of whether Tanshelf is important!

 

[Manutd1999]

hat way, you'd be able to provide a proper West Yorkshire Metro service.

- 2tph Chester / Warrington / Victoria / Rochdale - Halifax / Interchange / Leeds.
- 1tph Victoria / Rochdale (slow) - Brighouse - Dewsbury - Leeds (stopper from Mirfield to Leeds).
- 1tph Blackpool North / Preston / Burnley - Brighouse - Dewsbury - Leeds (stopper from Mirfield to Leeds).
- 1tph Additional stopper from Blackburn / Burnley (possibly Preston) - Halifax - Interchange and terminate, capacity buster / capacity maker.
- 2tph Huddersfield - Halifax - Interchange - Leeds stopper, possibly extending on to the likes of York or Selby as a stopper, so Bradford gets through service.
- 1tph Huddersfield - Mirfield - Kirkgate - Castleford - York - Scarborough.
- 1tph Huddersfield - Mirfield - Kirkgate - Monkhill - Doncaster.

Moving the Blackpool-York would be a big downgrade, as this provides a lot of connectivity for Bradford/Halifax at the moment. I would potentially even make it half-hourly between York and Preston.

The rest looks reasonable though.

 

[Bradford1]

In September, Northern will operate the Leeds stopper service instead of TPE for a month via Batley and Dewsbury terminating at Bradford Interchange. I can’t recall a time Bradford’s had a direct train to Dewsbury and Batley, despite being less than 10 miles apart. Sadly I think this will be the only month ever.

 

[GingerSte]

Just talking about services through/from Huddersfield (and only those heading NE from Huddersfield)

Fast Lines
4 Leeds - Huddersfield (or Leeds - Dewsbury - Huddersfield)

Slow Lines

• 2 (or even 4) Leeds - White Rose - Morley - Batley - Dewsbury - Ravensthorpe - Mirfield - Battyeford - Bradley - Deighton - Hillhouse - Huddersfield
• 2 Bradford Interchange - Low Moor - Wyke - Hipperholme - Halifax - Salterhebble - West Vale - Elland - Brighouse - Bradley - Deighton - Hillhouse - Huddersfield (maybe 1 per hour of these could terminate/reverse at Halifax, if it makes timing easier)
• 1 Wakefield Westgate - Wakefield Kirkgate - Horbury Bridge - Thornhill Lees - Ravensthorpe - Mirfield - Battyeford - Bradley - Deighton - Hillhouse - Huddersfield
• 1 York - Woodthorpe and Dringhouses - Copmanthorpe - Church Fenton - Sherburn - New Fryston (or East Castleford) - Castleford - Normanton - Wakefield Kirkgate - Horbury Bridge - Thornhill Lees - Ravensthorpe - Mirfield - Battyeford - Bradley - Deighton - Hillhouse - Huddersfield (This would be on the opposite half-hour to the Wakefield Westgate service)

But then I'm a bit of a dreamer. (Just be glad I haven't opened up the lines to Meltham and Holmfirth yet!)

 

[61653 HTAFC]

In September, Northern will operate the Leeds stopper service instead of TPE for a month via Batley and Dewsbury terminating at Bradford Interchange. I can’t recall a time Bradford’s had a direct train to Dewsbury and Batley, despite being less than 10 miles apart. Sadly I think this will be the only month ever.

Surely there will have been one in the distant past? Though probably to Dewsbury Central or Market Place rather than the extant (formerly Wellington Road) station.
It does have the frequent(ish) 268 bus, not that Arriva Yorkshire are particularly dependable.

 

[Halifaxlad]

I dont think having a half hourly Huddersfield to Bradford is worth it personally I would rather like to use one of the additional paths into Huddersfield for a direct service from Rochdale. With a little tinkering with the track layout Rochdale could have a bi-directional platform without having to cross Down services in order to get into it.

 

[465fan]

I dont think having a half hourly Huddersfield to Bradford is worth it personally I would rather like to use one of the additional paths into Huddersfield for a direct service from Rochdale. With a little tinkering with the track layout Rochdale could have a bi-directional platform without having to cross Down services in order to get into it.

I think Huddersfield to Bradford half-hourly is entirely sensible. Actually, it's probably absolutely vital to maintaining a good service across a wider area. Not sure why Huddersfield to Rochdale would be that critical, given it's in a totally different county and, on first glance, would me so much easier and quicker by road.

 

[61653 HTAFC]

I dont think having a half hourly Huddersfield to Bradford is worth it personally I would rather like to use one of the additional paths into Huddersfield for a direct service from Rochdale. With a little tinkering with the track layout Rochdale could have a bi-directional platform without having to cross Down services in order to get into it.

I think Huddersfield to Bradford half-hourly is entirely sensible. Actually, it's probably absolutely vital to maintaining a good service across a wider area. Not sure why Huddersfield to Rochdale would be that critical, given it's in a totally different county and, on first glance, would me so much easier and quicker by road.

Usage on Bradford to Huddersfield is probably held back a little by a slow journey time and by being only an hourly service... but if it remains a simple shuttle between Huddersfield and Interchange there's probably little point in increasing the frequency. Running through to Leeds would help, as although it'll be of little use for HUD-LDS passengers it would be fine for anyone boarding at the intermediate points.
Running through Huddersfield towards Barnsley/Sheffield gets suggested quite often, but the layout at Huddersfield doesn't lend itself to that- nor will it do so after the rebuild. It won't be impossible but will be a bit awkward, so it's unlikely unless there's a huge level of untapped demand.

I do quite like the idea of a service from Huddersfield that runs up the Calder Valley, but going to Manchester that way (when not forced by engineering blocks) would be too slow to see much use end-to-end. Running to Blackburn or Preston (or even Blackpool) via Copy Pit would be my preference.

If there was a huge amount of demand for Rochdale to Huddersfield though, I'd have thought that some of the more enterprising bus operators would have tried it. None have even attempted to do so in the last 40+ years, which suggests it isn't viable. Though the lack of anywhere of even insignificant population along the A640 between Outlane (M62 J23) and Newhey probably doesn't help. The railway does at least run through settled areas rather than windswept moorland!

 

[465fan]

Usage on Bradford to Huddersfield is probably held back a little by a slow journey time and by being only an hourly service... but if it remains a simple shuttle between Huddersfield and Interchange there's probably little point in increasing the frequency. Running through to Leeds would help, as although it'll be of little use for HUD-LDS passengers it would be fine for anyone boarding at the intermediate points.
Running through Huddersfield towards Barnsley/Sheffield gets suggested quite often, but the layout at Huddersfield doesn't lend itself to that- nor will it do so after the rebuild. It won't be impossible but will be a bit awkward, so it's unlikely unless there's a huge level of untapped demand.

I do quite like the idea of a service from Huddersfield that runs up the Calder Valley, but going to Manchester that way (when not forced by engineering blocks) would be too slow to see much use end-to-end. Running to Blackburn or Preston (or even Blackpool) via Copy Pit would be my preference.

A Leeds - Bradford - Halifax - Huddersfield 'shuttle' makes perfect sense, especially if it's half-hourly, and supplements the half-hourly Leeds - Bradford - Rochdale - Manchester (- Chester etc.).

If you ran the Blackpool - Leeds (it may not have to go to York), and a supplementary Preston - Leeds (hourly Blackburn / Burnley - Leeds is daft), via Elland and as the 'stopper' from Mirfield to Leeds, you'd be able to get people to change either at Brighouse or Hebden Bridge for Bradford, and that wouldn't represent a totally unacceptable difference. Add to that, Rochdale and such to Mirfield and Dewsbury effectively becomes half-hourly with the connection at Hebden Bridge.

And then, you can run a half-hourly Huddersfield to Wakefield (and beyond), which would complete the 'triangle' (Brighouse, Mirfield, Huddersfield), and again create a lot of better links as Preston / Burnley / Blackburn to Wakefield almost becomes half-hourly.

 

[61653 HTAFC]

A Leeds - Bradford - Halifax - Huddersfield 'shuttle' makes perfect sense, especially if it's half-hourly, and supplements the half-hourly Leeds - Bradford - Rochdale - Manchester (- Chester etc.).

If you ran the Blackpool - Leeds (it may not have to go to York), and a supplementary Preston - Leeds (hourly Blackburn / Burnley - Leeds is daft), via Elland and as the 'stopper' from Mirfield to Leeds, you'd be able to get people to change either at Brighouse or Hebden Bridge for Bradford, and that wouldn't represent a totally unacceptable difference. Add to that, Rochdale and such to Mirfield and Dewsbury effectively becomes half-hourly with the connection at Hebden Bridge.

And then, you can run a half-hourly Huddersfield to Wakefield (and beyond), which would complete the 'triangle' (Brighouse, Mirfield, Huddersfield), and again create a lot of better links as Preston / Burnley / Blackburn to Wakefield almost becomes half-hourly.

Just an aside, but I'd be careful of calling the collection of junctions a "triangle" on this site... some users got rather irritated by talk of "Shipley triangle" because the routes in that area serve four "points" rather than three!

It's technically two triangles (linked by the Calder Valley line between Milner Royd and Bradley Wood junctions), plus an assortment of other branches depending on how far you zoom out. For the following paragraph I've omitted any branches outside of the three points of the two triangles for simplicity.
Currently all three sides of the two triangles have service, but not all combinations of routes are served. Huddersfield towards Sowerby Bridge is the more glaring omission, and Halifax towards Mirfield only sees the infrequent Grand Central services outside of changes due to blockades.

 

[YorksLad12]

Surely there will have been one in the distant past? Though probably to Dewsbury Central or Market Place rather than the extant (formerly Wellington Road) station.
It does have the frequent(ish) 268 bus, not that Arriva Yorkshire are particularly dependable.

Indeed. Bradford Exchange to St Dunstans would have been on L&Y track, then it's NER railway to Laisterdyke, Drighlington, Upper Batley, Batley Carr and Dewsbury Central (potentially thence to Ossett and Wakefield Westgate). I don't have any old timetables to hand to check though.

If you opened the old Pickle Bridge route you could save time between Bradford and Huddersfield, but you'd lose the connections to Brighouse and Halifax.

 

[D6130]

Usage on Bradford to Huddersfield is probably held back a little by a slow journey time and by being only an hourly service... but if it remains a simple shuttle between Huddersfield and Interchange there's probably little point in increasing the frequency. Running through to Leeds would help, as although it'll be of little use for HUD-LDS passengers it would be fine for anyone boarding at the intermediate points.
Running through Huddersfield towards Barnsley/Sheffield gets suggested quite often, but the layout at Huddersfield doesn't lend itself to that- nor will it do so after the rebuild. It won't be impossible but will be a bit awkward, so it's unlikely unless there's a huge level of untapped demand.

I do quite like the idea of a service from Huddersfield that runs up the Calder Valley, but going to Manchester that way (when not forced by engineering blocks) would be too slow to see much use end-to-end. Running to Blackburn or Preston (or even Blackpool) via Copy Pit would be my preference.

If there was a huge amount of demand for Rochdale to Huddersfield though, I'd have thought that some of the more enterprising bus operators would have tried it. None have even attempted to do so in the last 40+ years, which suggests it isn't viable. Though the lack of anywhere of even insignificant population along the A640 between Outlane (M62 J23) and Newhey probably doesn't help. The railway does at least run through settled areas rather than windswept moorland!

The Upper Calder Valley Sustainable Transport Group and Friends of Hebden Bridge Station have aspirations for an hourly direct service to Huddersfield....which would be open up new employment opportunities, be useful for residents with hospital appointments at Huddersfield and be used by the large number of Huddersfield University staff and students who reside in the Upper Calder Valley. I don't doubt that there is very little demand for through trains all the way from Rochdale....but the little-used East-facing bay platform there would be a convenient place for a Huddersfield service to terminate and it could be crewed from Huddersfield depot.

The existing TLC-operated 900/901 bus route from Hebden Bridge to Huddersfield via Ripponden - while very scenic in daylight hours and fine weather - is slow, bumpy and a real drag for daily commuting....and the last bus back from Huddersfield is ridiculously early at 17 10.

 

[465fan]

The Upper Calder Valley Sustainable Transport Group and Friends of Hebden Bridge Station have aspirations for an hourly direct service to Huddersfield....which would be open up new employment opportunities, be useful for residents with hospital appointments at Huddersfield and be used by the large number of Huddersfield University staff and students who reside in the Upper Calder Valley. I don't doubt that there is very little demand for through trains all the way from Rochdale....but the little-used East-facing bay platform there would be a convenient place for a Huddersfield service to terminate and it could be crewed from Huddersfield depot.

The existing TLC-operated 900/901 bus route from Hebden Bridge to Huddersfield via Ripponden - while very scenic in daylight hours and fine weather - is slow, bumpy and a real drag for daily commuting....and the last bus back from Huddersfield is ridiculously early at 17 10.

I don't believe in buses doing the 'heavy lifting' in most cases, but it doesn't to me seem likely that a Calder Valley to Huddersfield service would be a massive benefit, nor move lots of people (except people who would be connecting and could connect elsewhere).

 

[Bradford1]

Surely there will have been one in the distant past? Though probably to Dewsbury Central or Market Place rather than the extant (formerly Wellington Road) station.
It does have the frequent(ish) 268 bus, not that Arriva Yorkshire are particularly dependable.

I'd be interested to know when Bradford last had a direct train to Dewsbury. I asked Chatgpt, and it said 1964-from Bradford Exchange station to Dewsbury Central station. I wonder if that's accurate.

If so, then thanks to the TPU engineering work, Bradford will have it's first direct rail link to Dewsbury in 61 years (even if it's just for a month)

Of course, there are currently two Arriva buses connecting Bradford and Dewsbury, but they are shambolic. Especially the 268 bus which keeps randomly terminating early at Heckmondwike or is often fully cancelled.

 

[D6130]

I don't believe in buses doing the 'heavy lifting' in most cases, but it doesn't to me seem likely that a Calder Valley to Huddersfield service would be a massive benefit, nor move lots of people (except people who would be connecting and could connect elsewhere).

How well do you know the Upper Calder Valley? The area comes under the Halifax & Huddersfield NHS Trust and a large number of people from Walsden, Todmorden, Hebden Bridge, Mytholmroyd and Sowerby Bridge have to go to Huddersfield Royal Infirmary for day case procedures....and in some cases, the friends and relatives of longer-term in-patients have to visit them. While the 900/901 bus route stops 300 yards from the Infirmary entrance, a regular train service - with local bus connections up the hill - would be far more useful.... especially for evening visiting. And then there are all the Huddersfield University academics who live in the Upper Calder Valley, most of whom are currently forced to drive.

Prior to the 2018 timetable change, there were good same-platform connections in both directions at Brighouse.....but sadly no longer.

 

[465fan]

How well do you know the Upper Calder Valley? The area comes under the Halifax & Huddersfield NHS Trust and a large number of people from Walsden, Todmorden, Hebden Bridge, Mytholmroyd and Sowerby Bridge have to go to Huddersfield Royal Infirmary for day case procedures....and in some cases, the friends and relatives of longer-term in-patients have to visit them. While the 900/901 bus route stops 300 yards from the Infirmary entrance, a regular train service - with local bus connections up the hill - would be far more useful.... especially for evening visiting. And then there are all the Huddersfield University academics who live in the Upper Calder Valley, most of whom are currently forced to drive.

Prior to the 2018 timetable change, there were good same-platform connections in both directions at Brighouse.....but sadly no longer.

I am not minimising the fact that people from outlying towns and villages in what is West Yorkshire might need to get to Huddersfield, but, quite honestly, the key surely is much better overall services that would lend themselves to the whole area being upgraded and connections, more frequently available, making the overall rail 'offer' more palatable.

As you correctly identify, however, a sensible service that perhaps goes via Elland, and into Leeds, would be perfectly good if there was a half-hourly Bradford - Huddersfield.

 

[61653 HTAFC]

The Upper Calder Valley Sustainable Transport Group and Friends of Hebden Bridge Station have aspirations for an hourly direct service to Huddersfield....which would be open up new employment opportunities, be useful for residents with hospital appointments at Huddersfield and be used by the large number of Huddersfield University staff and students who reside in the Upper Calder Valley. I don't doubt that there is very little demand for through trains all the way from Rochdale....but the little-used East-facing bay platform there would be a convenient place for a Huddersfield service to terminate and it could be crewed from Huddersfield depot.

The existing TLC-operated 900/901 bus route from Hebden Bridge to Huddersfield via Ripponden - while very scenic in daylight hours and fine weather - is slow, bumpy and a real drag for daily commuting....and the last bus back from Huddersfield is ridiculously early at 17 10.

Whilst it's far from representative, I know of one person who lives in Huddersfield and works in Rochdale... but he's a taxi driver so public transport is obviously not an option. That's not to say a link wouldn't be useful to some, but going as far as Rochdale would likely be driven by operational convenience (the East-facing bay) rather than demand at least initially. Though if such a service was planned it would almost certainly make more sense to run through to Manchester and beyond to say Wigan/Southport/Headbolt Lane. Does anything currently terminate at Rochdale from the Manchester direction?

I'd be interested to know when Bradford last had a direct train to Dewsbury. I asked Chatgpt, and it said 1964-from Bradford Exchange station to Dewsbury Central station. I wonder if that's accurate.

If so, then thanks to the TPU engineering work, Bradford will have it's first direct rail link to Dewsbury in 61 years (even if it's just for a month)

Of course, there are currently two Arriva buses connecting Bradford and Dewsbury, but they are shambolic. Especially the 268 bus which keeps randomly terminating early at Heckmondwike or is often fully cancelled.

1964 sounds pretty close, there may have been some odd workings since ("footexes" or Summer cross-country oddities maybe) via the surviving route. I'm not aware of any though.

Despite living in Batley I'd forgotten all about the 283 route. I have used it in the past to get to/from Bradford but if I said it was slow I'd be being kind!

How well do you know the Upper Calder Valley? The area comes under the Halifax & Huddersfield NHS Trust and a large number of people from Walsden, Todmorden, Hebden Bridge, Mytholmroyd and Sowerby Bridge have to go to Huddersfield Royal Infirmary for day case procedures....and in some cases, the friends and relatives of longer-term in-patients have to visit them. While the 900/901 bus route stops 300 yards from the Infirmary entrance, a regular train service - with local bus connections up the hill - would be far more useful.... especially for evening visiting. And then there are all the Huddersfield University academics who live in the Upper Calder Valley, most of whom are currently forced to drive.

Prior to the 2018 timetable change, there were good same-platform connections in both directions at Brighouse.....but sadly no longer.

First's 501 service links Halifax and Huddersfield infirmaries, but does get snarled up in traffic around Ainley Top. For people in the upper Calder Valley that's not much use, ideally it wouldn't be necessary for anyone to make such journeys in order to access healthcare but that's another discussion altogether.

As a concept, a Huddersfield to upper Calder Valley service appeals. The question is whether it's the best use of capacity compared to other options.

 

[Halifaxlad]

As a concept, a Huddersfield to upper Calder Valley service appeals. The question is whether it's the best use of capacity compared to other options.

I would say its better than duplicating an existing service which can't compete with a much quicker, convient and cheaper popular bus route.

 

[D6130]

Does anything currently terminate at Rochdale from the Manchester direction

Yes....the half-hourly service to Blackburn via Manchester Victoria and Bolton - one per hour of which is extended to Clitheroe.

 

[61653 HTAFC]

I would say its better than duplicating an existing service which can't compete with a much quicker, convient and cheaper popular bus route.

If it's a choice between a second Bradford or a service towards Hebden Bridge and possibly beyond, I agree that the Calder Valley probably wins- largely because of the X63 bus you allude to. Unless and until something happens with NPR, Huddersfield to Bradford is fine as an hourly service. Running through to Leeds (and maybe beyond) would help numbers at Elland, Halifax and Low Moor.

Yes....the half-hourly service to Blackburn via Manchester Victoria and Bolton - one per hour of which is extended to Clitheroe.

Running the Blackburn terminators through to Huddersfield could work... I'll not suggest extending the ex-Clitheroe runs through to Scunthorpe via Penistone though!

 

[AndyHudds]

How well do you know the Upper Calder Valley? The area comes under the Halifax & Huddersfield NHS Trust and a large number of people from Walsden, Todmorden, Hebden Bridge, Mytholmroyd and Sowerby Bridge have to go to Huddersfield Royal Infirmary for day case procedures....and in some cases, the friends and relatives of longer-term in-patients have to visit them. While the 900/901 bus route stops 300 yards from the Infirmary entrance, a regular train service - with local bus connections up the hill - would be far more useful.... especially for evening visiting. And then there are all the Huddersfield University academics who live in the Upper Calder Valley, most of whom are currently forced to drive.

Prior to the 2018 timetable change, there were good same-platform connections in both directions at Brighouse.....but sadly no longer.

The connection to Huddersfield is now at Mirfield, with a 6 minute connection to the Wakefield service back to Huddersfield. Granted currently you have to walk over to platform 3 but that will soon change. Failing that change at Dewsbury.

In the opposite direction, again, it's a good connection at Brighouse. So there is a good connection up and down the Calder Valley to Huddersfield.

 

[465fan]

If it's a choice between a second Bradford or a service towards Hebden Bridge and possibly beyond, I agree that the Calder Valley probably wins- largely because of the X63 bus you allude to. Unless and until something happens with NPR, Huddersfield to Bradford is fine as an hourly service. Running through to Leeds (and maybe beyond) would help numbers at Elland, Halifax and Low Moor.

Running the Blackburn terminators through to Huddersfield could work... I'll not suggest extending the ex-Clitheroe runs through to Scunthorpe via Penistone though!

Random question for those who genuinely know (and go on the trains), last time I did one from Rose Grove to Manchester Victoria via the Todmorden curve, the thing was totally empty. It was a Saturday, about 13:00, and I assumed it would be a popular train with people going to Manchester for evening festivities.

Are these trains actually achieving anything?

 

[D6130]

Random question for those who genuinely know (and go on the trains), last time I did one from Rose Grove to Manchester Victoria via the Todmorden curve, the thing was totally empty. It was a Saturday, about 13:00, and I busier assumed it would be a popular train with people going to Manchester for evening festivities.

Are these trains actually achieving anything?

While not usually exactly overcrowded between Burnley and Todmorden at off-peak times, they tend to be much busier between Tod and Rochdale....and busier still between Rochdale and Manchester. Of course they are competing with the half-hourly 591/592 buses between Burnley and Tod which - although much slower - are cheaper with the current £2.50 price cap (and free for pensioners)....plus they serve the intermediate villages of Mereclough, Cliviger, Portsmouth and Cornholme - which the trains pass through non-stop.

 

[465fan]

While not usually exactly overcrowded between Burnley and Todmorden at off-peak times, they tend to be much busier between Tod and Rochdale....and busier still between Rochdale and Manchester.

So, to be unpopular, they don't appear to be that important? If they're only busy south of Todmorden, it doesn't matter if they come from the Hebden Bridge or Burnley directions.

 

[Halifaxlad]

Running the Blackburn terminators through to Huddersfield could work... I'll not suggest extending the ex-Clitheroe runs through to Scunthorpe via Penistone though!

If you kept it just between Rochdale and Huddersfield it could be reasonably reliable rather than extending an existing service from Manchester.

The connection to Huddersfield is now at Mirfield, with a 6 minute connection to the Wakefield service back to Huddersfield. Granted currently you have to walk over to platform 3 but that will soon change. Failing that change at Dewsbury.

In the opposite direction, again, it's a good connection at Brighouse. So there is a good connection up and down the Calder Valley to Huddersfield.

I can see why direct services are more attractive. Go further East to change trains, to come back West in order to head South. Dash over to the otherside with less than 6 minutes to spare and risk having to wait an hour. It's bad enough having to wait out in the cold and wet once nevernind twice in one direction.

 

[LittleAH]

In September, Northern will operate the Leeds stopper service instead of TPE for a month via Batley and Dewsbury terminating at Bradford Interchange. I can’t recall a time Bradford’s had a direct train to Dewsbury and Batley, despite being less than 10 miles apart. Sadly I think this will be the only month ever.

Not just a month. All the way until January 2027 bar works on the line at Mirfield and Dewsbury.