Mileposts
North Craven Heritage Trust
Map showing milestones in Keighley yorkshire-milestones.co.uk
Guidestone At Junction With Barr House Lane Hollins Lane Utley
Milepost South East Of 79 Bolton Road Silsden Keighley
Milestone At Cringles Caravan Park Bolton Road Silsden
Milestone 100m South West Of 357 Halifax Road Keighley
Milestone 60m North West Of Hill House Lane Hebden Bridge Road Oxenhope
Milestone Junction Of Hebden Bridge Road And Hill House Edge Lane Oxenhope
Milestone Opposite 2 Sunny Dale Keighley Road Denholme Bradford
Milestone 200 Meters North Of Silsden Bridge Keighley Road Silsden
Milestone North Of 27 Gladstone Place Keighley Road Oakworth
Milestone 200m North West Of Meadow Field Keighley Road Steeton
Milestone North East Of 52 Main Road Steeton With Eastburn

Roads, Routes & Pathways


Image  from BBC website

Roman

Taken from Keighley Past and Present: The road form Manchester to Ilkley runs between Cullingworth and Hainworth, it is  visible as a paved way more than twelve feet broad, and neatly set with stones. \it is found in several places upon Harden Moor, crossing the heights of the common, and pointing on the Moorhouse above Morton. and again visible on Rumbles moor. The author (Mr Keighley) found portions of it near a farm called Kesty or Casty Wood, and also near an allotment on the moor near Shay Delf. He also writes of another porton that was connected to the old road to Halifax and the other end lost on the common, but apearing again in Hewnden.

It is believed that the Keighley to Glusburn route partly followed the course of a Roman road  connecting Bradford to Glusburn and the Roman Fort at Elslack 3 miles further on. Between Keighley and Steeton it followed the line of Hollins Lane that becomes Hollins Bank Lane. wyjs.org.uk  Map showing some of the route addingham.info 
An archaeological excavation of land  opposite The Hollins unearthed a section of road thought to be the remains of the Keighley to Glusburn Roman road. The existence of river
crossings nearby, settlement and  industrial activity suggests that the area may offer some general archaeological interest. The village developed in a linear fashion along High Street, conjecturally the line of the Roman
road from Keighley to Glusburn. bradford.gov.uk Pdf
It is noteworthy also that two Roman roads crossed close by the township.  The principal one proceeded from Manchester over the Pennines across Blackstone Edge into Calderdale, continuing via Keighley to the great camp at Ilkley in Wharfedale to join the road to York,  The other served as a link road from Colne joining that from Manchester to York via lower Calderdale. members.tripod.com

A map from the collection fo Dr Villy indicates that there was a Ford at Utley with a road up the hillside, by today’s Keighley Cemetery, to Braithwaite and Laycock. This increases the possibility that Dean Bridge in Newsholme Dean is Roman in origin and the similar clapper bridge at Wycoller is part of the same packhorse route over the Pennines to Wycoller in Lancashire. laycockvillage.com  Map showing route laycockvillage.com  Map showing Roman roads in the area pixagogo.com

Jeffrey's map of 1775, shows buildings situated on both sides of the Keighley - Skipton route with Steeton Beck flowing northwards through the settlement towards the River Aire. The principal route probably relates to Hollins Bank Road as the listed buildings that line the route date from the 17th and early 18th centuries. The Keighley and Kendal Turnpike road of 1752-3 originally followed this route, with the Toll Bar situated at the bottom of Steeton Bank and an Inn named “The Pack Horse”, known to be in existence in 1799, located nearby. Page 12 shows an old map 1775 with route from Keighley to Kildwick bradford.gov.uk Pdf

Watling Street. Illingsworth - Ogden - Denholme - Ellercarr - Harden Moor - Morton - Rumbles Moor. penelope.uchicago.edu

The Roman road from Ilkley to Ribchester, another well known station, probably crossed the stream of the Aire at Longlands-ford, and wound under the hill to Steeton; from which place it appears to have proceeded by two separate branches, one through Aiden to Colne, the Roman Colonio, and thence to Ribchester; the other in nearly a direct line from Steeton through Gisburn to Lancaster. The word Aiden is said to signify a station for a small party of horse; and Steeton, which in ancient deeds is designated Stiveton, if not a personal appellation answering to Stephen, is probably a corruption of Street-town. There is a line of road at this place still known by the name of Wood-street.

The pavement was entire at the junction of the Ogden and Skirden brook until it was removed about 50 years ago to make fences, and more of the road was destroyed when the Ogden reservoir was made. Northward from Causeway Top the present road is followed by a parish boundary, and continues straight on for half-a-mile, and then turns off, but traces of the ridge are marked on the Ordnance map straight onwards for three-quarters of a mile as far as Denholme Church. It was faintly discernible near Cold Spring House, one and three-quarters miles further north, in 1885, and the course on appears to be, as described by Warburton, by Ellercarr to Harden Moor, where it was described in 1745 as a paved way about 12 feet broad, neatly set of such stone as the place afforded, which could be traced where the ground was pretty hard, a ridge appearing higher than the surface of the earth, in some places being only covered with grass, though sometimes the causeway was met with several feet below the surface in digging peat. It could then be seen in several places on the moor pointing to the Moor House above Morton, on the north of the river Aire. Whitaker gives much the same account in 1771. The so‑called Fairfax's Intrenchments on the Ordnance map may represent the Roman ridge on Harden Moor, but nothing is now to be seen there, nor onwards across the valley of the Aire. Whitaker was informed that a raised paved road, overgrown with turf, appeared on Rumbles Moor, and it is stated that a paved road was destroyed about fifty years ago near Upwood, a mile to the north of the Aire. No traces are now known on Rumbles Moor or on Ilkley Moor. penelope.uchicago.edu


March 7th, 1775,  a farmer discovered  Roman coins  when making a drain in a field at Morton Banks, near Bingley, he came upon the remains of a copper chest about twenty inches beneath the surface, which contained nearly 100 lbs. weight of Roman denarii. There was also  a silver image about six inches long. This treasure, supposed to have been a military chest buried near to a line of road on some sudden emergency, was found by Simon Mitchell. Elam Grange is nearly opposite to Utley, and not far from Longlands-ford, the part of the stream already pointed out as the most likely to have been forded by the Roman legions.

the road called the A1 (The Great North Road) through Doncaster (Danum), Castleford (Legiolium), Newton Kyme, Aldborough, and Catterick (Cataractonium), after which, at what is today Scotch Corner, the road divided with one branch leading towards Greta Bridge, and the other towards Piercebridge.  It was at Aldborough where Ermine Street joined with the road from the southwest.  Another road linking up at Aldborough was a cross-country route from Ribchester (Bremetennacum) in Lancashire via Ilkley (Olicana), and York (Eboracum).  Another crossed the Pennines from Manchester (Mancunium) again to York. yorkshirehistory.com    genuki.org.uk

Main Roman roads and towns of Yorkshire penelope.uchicago.edu   romans-in-britain.org.uk

Ribblehead, Cam High Road, a Roman road, named in the packhorse days

Brighouse, a ford called Snake Hill Ford crossed the Calder - this was part of the Roman route between Wakefield and Manchester.


Roman Roads in Lancashire lancashire.gov.uk

Packhorse

Packhorse Trails in the South Pennines geocities.com

The site is not about this area, but gives a good insight into the packhorse and roads of the time witheridge-historical-archive.com

Haworth to Hebden bridge. To see a photographed route, when the page opens click on the photograph myweb.tiscali.co.uk

The main packhorse route between Keighley and Halifax passed through Hainworth Shaw and Cullingworth.

A photo of the old "Donkey" bridge at the bottom of North Ives,  an old packhorse bridge, the rest of the route is still accessible on horse back, apart from the railway bridge, which is a little low.  haworth-village.org.uk

Newsholme was on a major packhorse route into Lancashire.


In the days of foot and horse travel, the shortest route from Keighley across the Pennines to Lancashire was via Oakworth and Hare Hill to Wycoller. We should remember that early tracks were often high on the hills to avoid the poorly drained, boggy and overgrown valleys (unlike today). The alternative route North West along the Aire Valley and then South West to Cowling and over ‘The Moss’ was at least some 4 miles (approx. 40%) longer over difficult terrain.

Heading West, by skirting along the Southern edge of Oakworth Moor, the track crossed the Pennines through a depression (locally known as the Herders) where the heads of the valleys on either side of the Pennines are seperated by only a little over a mile. The track reaches a maximum height of 349m. On the Wycoller side, the old road descended from Combe Hill into the valley and along the valley to Wycoller village.

The packhorse bridge in Wycoller is probably pre 1550 as from that date coaches began to travel across the Pennines and the bridge is too narrow to take a wheeled vehicle. The adjacent slab bridge in the village predates this bridge. laycockvillage.com

Haworth to Heptonstall. This would have been a well traveled route,  Heptonstall had a Piece Hall  long before Halifax. A cloth hall was built at Heptonstall in 1545-1548 by the Waterhouse family of Shibden Hall and called Blackwell Hall after the London market of that name.  bbc.co.uk  calderdale.gov.uk This would have taken the traveler past, Nook (Higher Sunny Bank) farmhouse, Crimsworth Dean. In 1853 John Greenwood (b. 1790ish Wadsworth) tenant of Savile Estate in 1853 lived here with his family. This section of the route would have formed a busy cross roads, stright down to Hardcastle Craggs, turn up the lane to Widdop.

Limers' Gate packhorse route from Lothersdale to Halifax. trigpointinguk.com

Many roads & ways names are a giveaway to their use. Gate is an old Yorkshire word for road or path. Limers Gate for example was the route used for transporting lime. Many footpaths on modern maps are named Street, this is an indication that they are possibly Roman, and were in fact roads.

There are still in existence a few packhorse bridges in the area, two good examples are Long Bridge at Haworth and Wycoller with it's double arch.

Pack horse tracks were well established by 17th century, but they had a major drawback: it was generally only profitable to haul goods which had a high value in relation to their weight (i.e. - textiles, but not coal).

BRIDGES
Clapper Bridge Over Dean Beck Dean Lane Laycock

Other

   Cemetery Road, Utley. Now a footpath, once a road.


Dark Lane, an old medieval road that went from Keighley to Utley.Part of it became part of the Butterfield estate in the 19th century but the family didn't like a right of way going through their land and so they did a deal with the local council giving money towards the purchase of another local house to provide a museum for the town and the lane was closed. However, this is still a winding hollow way bordered by holly trees. You can see the old road by visiting old-maps.co.uk


There is an ancient track which once continued to Currer Laithe & Keighley


Aggregate & Mineral Paths & Tracks  nationaltrail.co.uk Pdf

Turnpike

Bar House, Bar House Lane Utley

Toll House at the bottom of Bar Lane Riddlesden

In 1794, the road from Ingrow to Denholme (via Cross Roads) was built and the Bar House, built in 1805.

Halifax road was made in 1794, there used to be a turnpike gateway in South Street, Keighley (near the present junction with Goulbourne Street) cast and wrought iron. Double-gate with pedestrian gate on right. now at Cliff Castle on Skipton road.

Hainworth Lane did not become an important thoroughfare until the Keighley-Halifax turnpike, which runs along the floor of the Worth Valley, opened in 1790.

The building of the road from Manningham to Keighley blunham.com

Turnpike Trust homepages.ihug.co.nz

Cottingley Bar House cottingleyconnect.org.uk

Cowling Toll Bar cowlingweb.co.uk

Bradford to Skipton thisisbradford.co.uk

Lancashire Turnpikes lancashire.gov.uk

While the pack horses carrying cloth had to labour over steep hills on bad roads Bradford could not hope to gain the predominant place in the worsted industry to which her merchants aspired. Bradford possessed abundant coal which the upper dales wanted. The upper dales had limestone which the farmers around Bradford needed to make their acid Millstone Grit soils cultivable and which was used to make cement for the extra houses for the growing population.

An advertisement in the Leeds Mercury invited gentlemen in Airedale, living between Skipton and Bingley, to a meeting at the Golden Lion, Kildwick, on the 1 October 1741, to consider “whether or not it will be beneficial to this part of the country to make the River Aire navigable for carrying and recarrying of Coal and Lime and other small Branches of Trade from Gargrave in Craven down to Cottingley Bridge in the Parish of Bingley.” A further meeting took place at the Golden Fleece in Keighley on the 12 November, but no action was taken which suggests that there was opposition to the plan among landowners along the route.’
14 December 1743, the Golden Fleece was the scene of another meeting


The local roads began to wilt under the strain. The Quarter Sessions records contain a whole series of complaints against the Township Surveyors, and even the West Riding itself, about the terrible state of the roads and bridges in Airedale. Those around Keighley were typical of the rest. In 1743 the road from Skipton to Halifax was impassable from Utley Greenhead to Hogholes, practically its entire length within the parish of Keighley. The following year the section of the Bradford to Settle road between Rishworth Bridge and the Stockbridge was the subject of unfavorable reports. In 1746 the stretch of the road from Silsden to Bingley between Morton High Yate and March was in a terrible state. By 1747 the Keighley Surveyor was before Knaresborough Sessions because of the bad condition of the same stretch of road which had caused trouble in 1743.

Agitation began in Bradford in 1750 and three years later a huge portmanteau Turnpike Act passed through Parliament covering the roads “from Keighley to Wakefield and Halifax and from Dudley Hill to Killinghall and the South West Corner of Harrogate Enclosures; the more effectual repair of the Roads from Leeds to Halifax and Bowling Lane and Little Horton Lane; and for building a bridge over the River Wharfe at Pool.” Simultaneously
Parliament approved another Act setting up a Turnpike Trust to repair the road between Keighley and Kendal.
 In 1755 there was another crop of Turn¬pike Acts, among which was one for the road from Bradford through Haworth to Colne.
 By 1760 there was a network of turnpike roads connecting Kendal at one end, with the earlier turnpike roads around Leeds and Wakefield at the other.
As a matter of policy the turnpike trusts tried to involve as many of the landowners along the route as possible and all the Acts give enormous lists of trustees. The minute books for the Keighley—Bradford and Keighley—Halifax Turnpikes have not survived for the early period. The minute book for the Keighley—Kendal Turnpike Trust shows that most interest in the road came from Settle. Apart from an occasional appearance by the Rector of Keighley, the Rev. Charles Knowlton and John Moorhouse, a Keighley attorney, the only really active trustee with Keighley connections was Josias Morley, attorney of Keighley.
The Minute Book of the Bradford—Colne Trust shows all the early meetings were chaired by Samuel Lister. he was Clerk and Treasurer to both the Keighley—Bradford and Keighley—Halifax Trusts from their foundation to his death in 1792.
Trustees in the Turnpike Acts.
John Hustler. Abraham Balme, Nathan Jowett, Thomas Hardcastle, John Buck and John Field Thomas Leach, the owner of West Riddlesden Hall.
For centuries coal had been mined on the Morton side of the River Aire. Leach decided to try and exploit the coal deposits on his own estate. The Starkies took little interest in their Keighley property and Leach may also have obtained the lease to the East Riddlesden coal mines which his family had later. His interest in better communications is obvious. His name appears among the list of trustees for both the Keighley—Bradford and Keighley—Halifax sections of the 1753 Turnpike Act. After the first meeting of the Bradford—Colne trustees at the King’s Arms in Bradford the next five all took place at Leach’s house in the township of Allerton-cum¬Wilsden.


The Turnpike Trust, covering the road from Lees to Hebden Bridge did not secure a Parliamentary Act until 1814. The main form of evolution after 1755 was the splitting up of the larger trusts. The Keighley—Kendal Trust was sub-divided into two districts covering Lancashire and Yorkshire respectively. The group of Trusts based on Bradford was resolved into its four constituent parts with the Keighley—Bradford and Keighley—Halifax Trusts emerging as independent entities.
Each Trust had three principal officers: the Clerk, the Treasurer and the Surveyor. The revenue of the Turnpike Trusts came from tolls collected at bars and gates along the road. Even before any repairs were done on the road there were a considerable number of preliminary charges. The Parliamentary Act for the Keighley—Kendal Turnpike Trust cost £750. The usual method was to persuade a number of wealthy men to advance money on the security of the tolls. A thousand pounds was raised in this way to start the Bradford—Colne Trust. A Mr. Cripps advanced over £5 ,000 between 1753 and 1756 to cover the initial expenses and repairs of the Keighley—Kendal Trust. Thus the first care of the Trusts was to collect tolls, not to repair the road. This order of priorities was naturally resented by the local inhabitants especially as they were now virtually paying twice for their roads. The statute work which had formerly been due to the Parish Surveyor was now transferred to the Trust and they had to pay tolls as well.

Nothing like the riots which took place at Bristol were experienced around Keighley but there were numerous attempts to evade payment. The siting of the gate or bar could be crucial. The best position was near a river bridge. The Keighley—Bradford Trust positioned its bar on the Morton side of the Stockbridge, still commemorated by Bar Lane in Riddlesden. The Keighley—Halifax toll bar was similarly at the bottom of Park Lane on the approaches to Keighley Bridge.
On the 26 June 1753 the Trust ordered a bar to be erected at the bottom of Steeton Bank. Evasion was soon a major problem. Travelers evaded by going thro’ Steeton Ings.” September 1756 the Collector at Steeton brought a complaint against John Scot of Keighley, who unloaded his cart before passing the bar in order to reduce the toll. December 1757 John Crossley was summoned for puffing up the Side Bar and William Smith for breaking open the main bar at Steeton. Perhaps the most signi¬ficant prosecution was that of Mr Jefferson, the Officer of the Excise, in January 1758, for riding through the fields to avoid paying toll at the bar.
Colne Turnpike. The positioning of the gate at Two Laws caused endless debate. Before the construction of the road through Ingrow the main route from Keighley to Colne lay through Oakworth and along Harehill edge to join the Bradford—Colne turnpike at Two Laws. If the gate were positioned on the Stanbury side, traffic from Keighley to Colne would be able to evade payment. If the gate were on the Come side, traffic from Haworth and Stanbury to Keighley could avoid tolls by using the track through Pitcher Clough and Oldfield which rejoined the Harehill road at Pickles Hill. The Trustees tried to solve this problem by setting up an additional gate in Stanbury. The villagers accused the toll collectors of charging people for using the village street and driving their cattle to the fields.
Haworth presented similar problems. The game of moving the toll gate must have assumed the proportions of a major entertainment. In 1759 a toll gate was erected in West Lane. By 1763 we know it had migrated to opposite the Black Bull in Main Street because under the date of the 7 December of that year there is a resolution in the minute book for its removal and re-erection “at some convenient place between that place and Hall Green End.” Later in the century the gate was moved back to West Lane.

Traffic that came from the Denholme coal pits, used the road for a short distance, and then left it again. The most important gate for tapping this coal trade was at Hewinden Brow. Unfortunately the positioning of the gate there to catch the coal carts enabled the in-habitants of Wilsden to use the Bradford end of the road without payment. There were proposals for another gate at Ling Bob, the entry to Wilsden Bents The original order for the gate was made in 1757 but the toll house was not put up until 1799 and seven years later the bar was still not in place.
With four, and possibly five bars, instead of the original three all sorts of complicated arrangements had to be made to ensure that no one had to pay twice. In 1772 the Trust proposed a plan whereby half tolls should be paid at two successive gates in three combinations — (1) ½ Ling Bob, ½ Haworth; (2) ½ Two Laws, ½ Haworth; (3) ½ Hewinden, ½ Ling Bob. The plan never got off the ground. A ticket system was substituted particularly to try and satisfy the inhabitants of Stanbury. There was still abuse because the minute book records under the date, the 14 May 1803, the instruction “That full tolls for carts, carriages and horses going to or returning from Denholme Coal Pits with Coals, shall be paid at the first bar they shall pass.


A brief history of the Airevalley Trunk Road 1in12.go-legend.net

Cobbled Roads
You can still see cobbled ways in Hainworth and The Twines at Long Lee


Transport

Train
KWVR - Steam Railway History haworth-village.org.uk  kwvr.co.uk
Ingrow West served the Midland Railway's line to Oxenhope, now preserved on the K&WV Railway. The lesser known Ingrow East Station was on an embankment about 40 ft higher up subbrit.org.uk
The Vintage Carriages Trust Museum of Rail Travel

Books from Amazon

Bus & Tram
Bronte Bus Company 
Keighley Bus Museum
One of four single deck trolleybuses purchased by Keighley Corporation in 1924 homepage.ntlworld.com
Keighley Tram Shed haworth-village.org.uk
It was back in 1889 that horse trams first ran on the streets of Keighley, initially under the private Keighley Tramways Company, then coming under Keighley Corporation control in 1901, who converted the system to electric power.
Keighley Corporation introduced motor Buses in 1904, with trolleybuses following in 1913. The last trams ran in 1924, being replaced by trolleybuses.
Keighley Corporation built up a sizeable Motor Bus fleet after the end of the First World War, but several independent companies also set up on other, or competing routes. One of these, Premier Transport (Keighley) Ltd. was taken over by the Harrogate & District Road Car Company in 1926, leading to the formation of a new company called West Yorkshire Road Car Co. Ltd.
The  bus station stands on Town Field  Gate, this was once common grazing land.

Horse
Early travelers in Britain had no choice but to ride on horseback, The majority simply walked.

The early coachmen tended to be rather rough characters, with a liking for alcohol. Towards the end, the drivers were often from nobility, and driving was turned into an art, there was even the formation of a Four in Hand Club.Members of the Four-Horse or Four-in-Hand Club wore a blue and yellow striped waistcoat and a black spotted neckerchief victorianweb.org  homepages.ihug.co.nz

  Town Hall livery Stables situated on North Street. Owned by Joseph Smith. The boards outside advertise Cabs and carriages for hire. The horse got to their upstairs quarters via a ramp. In 1920 it became the Regent Cinema, which closed in 1964, it was then used for bingo then later a night club.

keighley.plus.com  Old Livery Stables, Coney Lane

keighley.plus.com  Horse Trough Ingrow Lane


Keighley Coaches:
Airedale, to Leeds
Crown Union. 1829 To Halifax, the Crown Union, from the Crown Inn, every Monday, Wednesday and Saturday morning at seven. The Crown Union ran in 1828 from Keighley every Tuesday via Bingley, Shipley, Idle, Calverley to Leeds, returning at 5 p.m.

The Leeds and Kendall Diligence 1789- 1791, ran through Bradford, Bingley, Keighley and Settle, on Mondays, Thursdays and Saturdays. It left Leeds at 4 a.m., the inside fare for the full journey one way was 25s.

Invincible.  The Invincible. 1829 To Preston, the Invincible from Leeds, Royal Hotel, 161 Briggate Leeds, calls at the Devonshire Arms, every morning (Sundays excepted) at half past nine; goes thro' Colne, Burnley and Blackburn. The Invincible, 1824-1842, left Leeds daily at 7 a.m. via Bingley, Crosshills, Colne, Blackburn to Preston, to meet the 3-30 coach for Blackpool.

Royal Alexander, post coach. 1822 Royal Alexander, post coach, from the Fleece, to Leeds, every day, (Sundays excepted) departs 7 morning, returns 8 evening. 1829 To Scarborough, the Royal Alexander (from Skipton) calls at the Fleece, every morning (Sundays excepted) at half past six during the season, goes thro' Bradford, Leeds, York, Malton &c.
In 1820 the Alexander left Leeds daily at 4 a.m. in summer, later in winter, for Bradford, where another coach carried its freight, as required, to Skipton, via Bingley. This coach ran over twenty years.
Royal Union, post coach. in 1837 the Union coach was ran from Hull to Liverpool, Selby and Leeds. It started at 5.30am from Hull, arriving at Leeds at noon and Liverpool at 6.30pm. 1822 Royal Union, post coach from Leeds, to the Devonshire Arms, daily, (Sundays excepted) at 1, noon, returns at 4 afternoon. 1829 To Kendal, the Union (from Leeds) calls at the Devonshire Arms, every day (Sundays excepted) at half-past 12; goes through Skipton, Settle, Ingleton and Kirkby Lonsdale,  1829 To Leeds, the Union (from Kendall calls at the Devonshire Arms, every afternoon (Sundays excepted) at four-the Invincible (from Preston) every afternoon (Sundays excepted) at a quarter past three-and the Alexander (from Skipton) calls at the Fleece, every morning (Sundays excepted) at half-past 6; all go through Bingley and Bradford.
Tradesman, to Bradford
Wonder
Mail Gig from Bradford. 1822 Mail Gig from Bradford daily, at 8, returns at past one.
Mail Car (from Skipton).  1829 To Bradford, the Mail Car (from Skipton) calls at the Post-office, every afternoon at two-and a Market Coach, from the Crown Inn, very Thursday morning at seven.
Getting to Keighley from Leeds: To Keighley, W. Lund, from the Horse & Trumpet,-and Sugden Pearson from the White Swan, every Tues.
By Inn 1837 Taken from genuki.org.uk
From the Devonshire Arms - Union, to Kendal &c, 1/2 past 12 noon; and to Leeds, 3 afternoon. - Invincible, to Preston, 3 afternoon
From the Kings Arms - Airedale, to Leeds, Tue. 6 morning & to Bradford, Thursday, 7 mg
From the Fleece Inn - Alexander, to Leeds, 1/2 past 6 mg & to Skipton, 7 evening. - Tradesman, to Bradford, Thurs 1/2 past 7 mg - Wonder, to Halifax, Wed & Sat 7 mg
Cars, from J Ellison's, Newmarket to Bradford, Thurs & Halifax, Sat. morning
Coaching Inns of Yorkshire josephappleyard.co.uk  Old Inns of Settle in the coaching days northcravenheritage.org.uk
Coaches
From around 1810 to the 1830's coaches ruled the newly sealed roads and reached fantastic speeds of around 12 miles per hour   Keighley had it's share of coaching inns, see the pub page for more details.
There were the stage coach and the mail coach by which to travel. Inns were a vital part of the coaching tradition. They not only feed travelers, changed horses and provided beds, they linked the coaching system throughout Britain. They hired post chaises, or other vehicles, to finish journeys and sometimes inn owners in vital locations took the plunge and became coach operators themselves.  On nearing an inn the guard blew his horn to warn the inn-keeper of their arrival. This was supposed to ensure that there was food on the table for when the travelers arrived. The horse pulled coaches weighing more than 2 tons for an average of 10 miles at a speed of some 12 miles per hour 2 days out of 3. homepages.ihug.co.nz
Mail Coach
The post had always existed, at least for official messengers and messages. Postmasters were appointed at all important towns, who supplied accommodation and horses for royal messengers. They also kept horses that could be hired by the public on a one-way basis. This, although expensive, was the most rapid way to travel, seventy miles or more in a day. Post coaches were the most rapid, traveling by night as well as by day. The mail coaches were faster than the stage, they passed straight through the turnpikes without stopping by paying the toll in advance and sounding the posthorn to warn the turnpike keeper to open the gate to let the carriage through.  The Mail Coach homepages.ihug.co.nz  tqe.quaker.org printsgeorge.com  postalheritage.org.uk Pdf
History of the Post Office homepages.ihug.co.nz
Royal Mail Coach Horses georgianindex.net
Stage Coach
Stage coaches depended on a chain of coaching inns where horses and drivers could be changed as necessary. The inns and the coaches were often under the same ownership, forming an important vested interest. Antedating stage coaches were stage wagons or caravans, large covered wagons for the carriage of goods, which also often took passengers. Stage coaches and stage wagons worked fixed routes, starting on advertised days of the week. They depended on good roads, and were able to operate only where roads had been raised to a certain standard, at first radically from large towns, then on the more important long-distance routes (London to York, Bristol, and Brighton). Stage coaches and caravans traveled by day, stopping overnight to rest travelers and animals and provide profits for innkeepers. Four or six passengers were carried inside, four to eight on top and beside the driver. These accommodations were strictly for the well-to-do, since fares were far above what a common person could afford. du.edu-coaching
The London-York route in 1784 would have taken about three days, leaving London early on the first day and arriving in York late on the third day about 60 hours later. Overnight stops would have been made at such towns as Royston, Grantham or Doncaster.
knottingley.org
Post
A post, or post chaise was a hired private vehicle for longer distances. It didn't have a coachman but rather a postillion who sat either on one of the horses, or on the cross bar to direct the team.
1829 Devonshire Arms, Samuel Morgan, (post chaise) Church street

Canals

The History of the Leeds-Liverpool Canal  bradford.gov.uk Pdf  cottontown.org