The Leeds and Selby Railway Company having been formed, work was proceeded with on plans drawn up by another engineer, Mr. James Walker, and the line was declared open for traffic in 1834. In the following year a new Company, known as the Hull and Selby Railway Company, was formed, with Mr. Henry Broadley as Chairman. An Act of Parliament ‘for making a Railway from Kingston-upon-Hull to Selby’ was then obtained, and the work of constructing the new railway was pushed forward rapidly. This, the first terminal railway to be constructed in the Riding, was expected to bring with it great advantages. By it Hull would be linked to Manchester, and Manchester was already linked to Liverpool. Thus there would be direct railway communication across England from the North Sea to the Irish Sea. But, for all this, the scheme met with great opposition. Hull and Selby were already served by steam packets travelling along the Humber and the Ouse, and this service was deemed so satisfactory that there was little chance of the new railway’s proving a commercial success. Objections were also raised by some of the large landowners, who feared that the introduction of the railway would very largely decrease the value of their properties along its route. Such objectors had, of course, to be conciliated—as was Mr. Raikes of Welton, by a gift of £10,000 and an undertaking to build a station at Brough instead of at Welton. * * * * * July 2nd, 1840, saw the opening of the first terminal railway in our Riding, amid scenes of wild enthusiasm at both Selby and Hull, as well as at the various stations along the line. The first train from Hull to Selby—as reported in the _Hull Packet_—‘started about a quarter past twelve, and was nearly two hours in going to Selby. In returning, however, the Prince performed the trip, 31 miles, in one hour and five minutes.’[62] Footnote 62: The _Prince_ was one of the five engines employed on the new line. The fastest non-stop run in the British Isles to-day is that made on the N.E.R. from Darlington to York, when 44-1/4 miles are covered in 43 minutes—an average speed of 61.7 miles per hour. The first East Riding time-table was a very modest affair, as will be seen from the reproduction overleaf. The order of arrangement of the train is seen to be:—Engine and tender, goods waggon, second-class carriage, first-class carriage, and third-class carriage; but the last-named is on this occasion occupied by four-legged passengers. It is recorded that when the passengers in this were two-legged cattle, ‘a great number of hats were lost’ and many ‘colds and inconveniences’ were caught—facts at which we shall probably not be surprised. Several of the regulations of the Hull and Selby Railway seem very quaint. It was the duty of a _station-keeper_ ‘to conduct himself civilly,’ and ‘to enter on a waybill the number, class, and destination of the passengers sent by each train.’