of the coaches have evaded historians. The company hired "wagons, sheets and ropes as may be required" from the NER. When the NER took over they inherited the hire of Cawood and the coaches. The company arranged to return them to the YRWC in summer 1901. The coaches' fate is not known, but the loco had a varied and useful life until at least 1927. The next twenty nine years of passenger working appears quixotic, but it was ultimately dictated by the line's very low route availability, mainly caused by the Selby Dam bridge. The NER had no problem with providing very low axle-weight goods locomotives, but very light locos fitted with continuous brakes and reasonably capacious water tanks were rare. The first solution was to use NER class H2 (LNER class J79) 0-6-0T No. 407. This loco, one of a class of three, was a six-coupled development of the successful NER Class H 0-4-0T, two of which have survived into preservation. At some point No. 407 was fitted with extended tanks for use on the Cawood branch, as the line's only watering facility was a hand pump at Cawood. Three other tank engines were fitted with Westinghouse continuous brakes and moved to Selby engine shed – sister "H2" No. 1787 from 1905 to 1909 and NER Class E 0-6-0Ts Nos. 296 and 1197 from around 1908; these last are known to have worked the Market Day extra trains for several years. In 1903 the NER introduced Petrol-electric Autocars on some lightly-used routes. After considerable development work two of them – Nos. 3170 and 3171 – moved to Selby in summer 1908 to work passenger trains on the Cawood branch, among other services. In 1909/10 four seats were taken out of both cars to enable the luggage compartments to be enlarged. The cars were driven by "Motormen" and housed from 1912 in a specially-built lean-to shed attached to the locomotive coaling stage at Selby engine shed. Remarkably, this structure survived until the shed as a whole was demolished in 1964. Use of Autocar No. 3171 appears to have faded from the early 1920s, with long periods in store. In 1923 No. 3170 was re-engined, renumbered as 3170Y and sent to work in the Harrogate area, but this lasted only for the 1923 summer season, after which there is no published evidence of it being used until it was withdrawn in