at this stage was "lavish", with six trains daily on the to section and seven from Melton to , with numerous short workings. On Sundays it was made possible to spend the day in Great Yarmouth, by running several trains throughout or connecting in to those trains. Further openings The section from Melton Constable to Holt was opened on 1 October 1884. King's Lynn was an important regional centre and port on the Ouse, and the E&MR access to it was inconvenient, involving (from the east) reversal at the GER station for through trains, and reliance on that company's grudging acquiescence. Thoughts had long harboured the intention of creating an independent through route and on 2 November 1885 the Lynn Loop was opened for goods traffic; passenger service followed on 1 January 1886. The line ran south of Lynn, connecting from South Lynn goods station to Bawsey. The former connection from Gaywood Road Junction, north of King's Lynn, to Bawsey was closed. The railways had referred to the main station in King's Lynn simply as "Lynn" but from this time "Lynn Town" was used instead. After a suspension of work, the Holt to Cromer section of line was completed by direct labour, and opened on 16 June 1887. A through to express started running in August 1887, and although the construction had been expensive, the boost to revenue from the new line was considerable. A second train was put on the following year, in the down direction consisting of coaches slipped at from a GNR Manchester train. The time from King's Cross to Cromer via Peterborough was typically hours, but the GER did to Cromer via Norwich in hours. At this time the decision was taken not to go ahead with the Blakeney Harbour branch from Kelling. On 20 June 1888 a new branch line from North Walsham to Mundesley, a small seaside resort was authorised by Parliament. Relationships with the Midland and the GNR For some years there had been continuing friction between the E&MR (and its predecessors) and the Midland Railway over the routing for goods traffic. The E&MR contended that the Midland was obliged to route its traffic to Norwich over the E&MR and not the GER, notwithstanding the inferior travel times. The Midland repeatedly protested at tribunals that no such obligation existed. Now at last a sudden rapprochement took place. A bill was to be submitted