Yes these are the routes I was thinking of.
-
Our booking engine at tickets.railforums.co.uk (powered by TrainSplit) helps support the running of the forum with every ticket purchase! Find out more and ask any questions/give us feedback in this thread!
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an alternative browser.
You should upgrade or use an alternative browser.
Reforming Sheffield's Buses
- Thread starter TheGuy77
- Start date
Yes these are the routes I was thinking of.
Sponsor Post - registered members do not see these adverts; click here to register, or click here to log in
R
RailUK Forums
The 43a isn't completely pointless although Lowedges was a surprise choice of destination - it's designed to be part of an evenly spaced 8 Stagecoach buses per hour between Sheffield City Centre and Meadowhead via Heeley and Woodseats made up of routes 25, 43, 43a and 44. I'd agree it would be better from a passengers perspective to have the 43a as a short 44 to Coal Aston.
Bradway and Dronfield are neighbours, coming along Bradway road to Tinkers Corner if you turn left instead of right onto Prospect road you immediately cross the county boundary into Dronfield Woodhouse, but not a single bus service uses this road since the demise of the TM Travel 293, the bus partnership replaced it with the 86 that only goes as far as Lowedges.
Bradway and Dronfield are neighbours, coming along Bradway road to Tinkers Corner if you turn left instead of right onto Prospect road you immediately cross the county boundary into Dronfield Woodhouse, but not a single bus service uses this road since the demise of the TM Travel 293, the bus partnership replaced it with the 86 that only goes as far as Lowedges.
For the link from Coal Aston & Apperknowle to Sheffield revise the useless 43a which carries no one into a 44a to serve these areas or split the 252 with a 253 each hourly covering it as well. The 252 doesn’t really need every 30 minutes or much bigger than a Solo.
For the Dronfield to Bradway there could be a way of rerouting the M17 to serve these areas. Or extend the Chesterfield to Dronfield services through to Bradway & Lowedges possibly also terminating at St James Retail Park.
We could replace the 43a and get back the 293.
Short term solutions: (1 year)
Increase frequencies and hours/days of operation on many routes. Have all bus services run at least hourly and run on Sundays.
Medium term: (5 years)
Run consultation on bus services and timetables, reform services.
Long term: (10 years)
TFL-style Franchising system (including trains and trams), new buses
Short term solutions: (1 year)
Increase frequencies and hours/days of operation on many routes. Have all bus services run at least hourly and run on Sundays.
Medium term: (5 years)
Run consultation on bus services and timetables, reform services.
Long term: (10 years)
TFL-style Franchising system (including trains and trams), new buses
Last edited:
Re the 293 I'd take a different approach as it would just duplicate the 86 from Sheffield to Greenhill.We could replace the 43a and get back the 293.
Short term solutions: (1 year)
Increase frequencies and hours/days of operation on many routes. Have all bus services run at least hourly and run on Sundays.
Medium term: (5 years)
Run consultation on bus services and timetables, reform services.
Long term: (10 years)
TFL-style Franchising system (including trains and trams), new buses
Instead I'd run the new version as a 217 - same route as the 218 from Sheffield Interchange to Beauchief with a coordinated timetable to double the frequency on that corridor then carry on up Abbey Lane which is currently busless before then using the classic 293 route via Greenhill, Bradway and Dronfield Woodhouse. There may be an argument for using a different route around Dronfield to before to focus on providing missing links rather than duplicating existing services such as the 43 and 16. At the same time however noting the demand from the Bradway area to Dronfield is mainly for the town centre.
We do have to learn the lesson that the original 293 was ultimately killed off by Stagecoach competition, primarily the 87 to Lowedges (which since became the 86) but also improvements to the 43.
Last edited:
We could also have the option of extending one to Bradway and one to Totley.Yes these are the routes I was thinking of.
And what about Meadowhall? Its only local buses are the 18/a and the 95/a. We could get some more local buses to Meadowhall.
We could also have the option of extending one to Bradway and one to Totley.
And what about Meadowhall? Its only local buses are the 18/a and the 95/a. We could get some more local buses to Meadowhall.
That is true. The 37/37a & the 73 that Yorkshire Terrier ran were quite popular, generally every 30 minutes. These served local areas in Shiregreen, Ecclesfield, Parson Cross, Chapeltown, Burncross & High Green.
What about the 90s routes 434, 438 & 439?That is true. The 37/37a & the 73 that Yorkshire Terrier ran were quite popular, generally every 30 minutes. These served local areas in Shiregreen, Ecclesfield, Parson Cross, Chapeltown, Burncross & High Green.
I've been booting up the old Wayback Machine and it turns out that was a real thing 15 years ago.For the link from Coal Aston & Apperknowle to Sheffield revise the useless 43a which carries no one into a 44a to serve these areas or split the 252 with a 253 each hourly covering it as well. The 252 doesn’t really need every 30 minutes or much bigger than a Solo.
For the Dronfield to Bradway there could be a way of rerouting the M17 to serve these areas. Or extend the Chesterfield to Dronfield services through to Bradway & Lowedges possibly also terminating at St James Retail Park.
Here's a timetable I found on it: https://web.archive.org/web/2010021...056CBED/0/253SheffieldValidFrom20July2009.pdf
Last edited: