It built a line between Bradford and Leeds, and had running powers over the Lancashire and Yorkshire Railway to Halifax.

It was worked by the Great Northern Railway, giving that company the access it needed to Bradford and Halifax, and the GNR absorbed the LB&HJR in 1865.

The line between Leeds and Bradford continues in use at the present day, but the rest of the LB&HJR network has closed.

[1] In 1846 the Great Northern Railway was authorised; it was a stupendously large project to connect London and York.

[2] As the Great Northern Railway was building its main line, it gave thought to the means by which it might still reach Leeds.

This was not a comfortable arrangement: the Midland Railway was hostile, and the agreement had been signed by George Hudson, who then did what he could to frustrate the through running.

The Leeds Central station was reached by an awkward reversal of the trains, and was shared with three other railway companies.

The L&YR had other priorities, and the construction of the Leeds to Bradford direct line fell away, to the dismay of the population concerned.

In addition the LB&HJR got running powers for the short distance into Leeds Central station.

[9] The LB&HJR obtained a further Act on 10 July 1854 to extend the as-yet unfinished Gildersome branch to Ardsley,[5] where it was to make a junction with the Bradford, Wakefield and Leeds Railway, which was authorised on the same day.

The branch was 5 miles 70 chains (9.5 km) in length; there were stations at Dudley Hill, Birkenshaw & Tong, Drighlington & Adwalton, and Gildersome.

[11][12] The Gildersome branch curved through almost 180 degrees after leaving Laister Dyke in order to climb to a summit of nearly 700 feet (210 m) above sea level close to Dudley Hill.

The line was worked by the GNR, which thereby widened its influence in the West Riding, also securing a shortening of its route from Doncaster to Leeds.

[11] The BW&LR changed its name to the West Yorkshire Railway in 1863[14] The LB&HJR were not always satisfied that the relationship with the GNR was in their interests, and in October 1858 an agreement was made with the GNR, that from 1 January 1859 it would provide its own staff and rolling stock on the Gildersome and Ardsley line.

The line opened from Adwalton Junction (on the Gildersome branch) to a temporary station at Upper Batley on 19 August 1863.

To relieve the situation, it was decided to transfer passenger traffic to the L&YR station, St George's (later named Bradford Exchange).

The line was opened on 7 January 1867, (after the LB&HJR had been absorbed by the GNR,) and Adolphus Street station was given over to goods and mineral traffic.

[17] The separate existence of the LB&HJR as well as of the Bradford, Wakefield and Leeds Railway was drawing to a close, and both companies were acquired by the GNR, agreed on 8 April 1863.

Fears were raised at the time by Bradford people that this would end their direct services to London King's Cross.

[40] All of the stations on the line were approved for closure by Barbara Castle MP maintaining that this would improve services between Leeds and Bradford.

[43] The line opened with six new stations, but local services could call at a total of twelve on the run through from Bradford to Wakefield.

The two stations had been referred to as 'Top' and 'Low' by local people long before British Rail added in the names to avoid confusion.

[51] After the lines around Bradford were closed and lifted, access to Dudley Hill was via a very long siding from Bowling Junction.

This line used to connect at Laisterdyke, but since the Gildersome's Branch closure, access was available only by going north from Halifax and turning off after the former Bowling Junction station and heading east avoiding Bradford.

English, Welsh & Scottish Railway used this section sporadically to forward scrap metal to either Alexandra Dock in Liverpool[55] or Port Talbot steelworks.

The total route mileage as measured by the LNER had Leeds Central to Bradford Exchange as 9.3 miles (15.0 km).