The journey was a series of straight single-carriageway roads across foggy moors interrupted by predictable bottlenecks for most of the journey to Blyth, Nottinghamshire, where it met the A1. The accident rate was consequently high, and the journey of most of Hull's traffic was similar to that faced by much of Lincolnshire's drivers today. Debates in Parliament were held on the low standard of the windy route across the wind-swept plains around Goole. It was not unexpected that under these conditions, a Humber Bridge, with connecting dual-carriageway approach roads, and grade-separated junctions, would seem worthwhile. By the time the bridge opened, much of this well-below-standard route had been transformed by dualling of the A63 and its bypasses, the extension of the M62, and the much-needed connecting of the M18 from Thorne to Wadworth. The obvious need for a Humber Bridge had largely been tempered by the late 1970s with the much-improved motorway infrastructure of the region. Although welcome, the timing of these improvements would detract any significant levels of traffic needing to cross a bridge from Hessle to Barton. The Humber Bridge would be a victim of the M62's success, before opening.