River Derwent. The viaduct consisted of span semicircular brick approach arches, 10 on the southeast side, and 5 on the northwest side, with a cast iron span over the river. The iron work was erected by Gilkes Wilson and Company to a design by J.C. Birkinshaw; it consisted of six cast iron spandrel arched ribs, each made of five sections bolted together; with the ribs cross braced by spandrils; the weight of the iron work bridge was over . The line was completed on 4 October 1847. The line was constructed as double track, long, at a total cost of £380,000, with gradients were generally light with maximum of 1 in 171 and 1 in 191, most of the line was built with gradient of 1:200 to 1:300 or better; there were peaks of elevation near Holtby and Pocklington. The Selby to Market Weighton line opened on 1 August 1848 with a junction on the line west of Market Weighton station. Three trains per day ran each way on the York to Market Weighton Line (1847), and the same number on the contemporary line to Driffield; coaches operated from Market Weighton to Beverley. In 1848-49 costs per year for the line were estimated at: sleepers and rails, £1,481 and £522; maintenance wages £881 8s (22 employees); signalling, goods and coaching department wages, (30 employees), £1,200 12s; and a very rough estimate of £70 per mile for works and building maintenance. Total working charges on the line, including maintenance, wages, depreciation, insurance, rents, train running costs, sundries and administration was £7,808. Receipts in the first 12 months after opening were £971 (coaching), £1,335 (freight), plus rents to a total of £2,336. the total train miles in the first half of 1849 was 22,793 and 6,949 for passenger and goods trains respectively. In 1855 the basic service was still three trains per day with the stopping service taking 75 minutes. Yapham Gate was a scheduled stop on Market days. Extension to Beverley The compulsory purchase powers of the 1846 act were to expire after three years, with the powers to construct a railway expiring after five; in 1849 the Y&NMR applied for, and obtained a second act, authorising the abandonment and replacement of the authorised section of the line from Market Weighton to Cherry Burton with a deviation between the same points. The act also extended the original 1846 act's duration of