This was successful, with trains running from 1890, but the company decided it would find a way to connect to Leeds and operate a much truncated passenger service, from Rothwell.

From the railways' point of view, huge capital investment in rolling stock and in infrastructure was being called for at a time when money was limited.

The Parliamentary Bill for the H&BR had asked for wide-ranging running powers over existing railways to Sheffield, Leeds, Bradford, Huddersfield, Halifax, Manchester and Liverpool, but these had all been struck out when the Act received the Royal Assent.

The line was a considerable engineering project at this time, and as work progressed, it became obvious that the company was unable to raise the money it needed, and in fact it never completed its network.

At Ardsley, it was hoped, running powers over the Great Northern Railway would be granted to Leeds and Bradford.

[1][6][4] The E&WYUR soon found that raising the considerable capital sum for its main line was impossible, and in 1886 it got an abandonment Act.

The GNR board was willing to consider this, but was cautious about the financial commitment it would be making, and referred the matter to a sub-committee.

At the same time the E&WYUR proposed an extension of its own line to Hunslet, which was to be called the South Leeds Junction Railway.

The GNR considered its position on these conflicting proposals, and decided that the line from Beeston would be better, being more direct and involving less property demolition.

[11][12] Workmen's services were operated on a branch from Robin Hood to Royds Green Lower, sanctioned by the light railway order, and opened by 1898.

The intention was to operate a passenger service in connection with the trams, but this scheme was abandoned when work started on a conventional street tramway linking Wakefield and Leeds via Stourton, with a branch to Robin Hood.

Undaunted, the E&WYUR decided to compete firectly with the trams and on 4 January 1904 introduced a passenger service between Robin Hood and Leeds Wellington station.

[5]The E&WYUR had an unusual operating system: no block working was used, and only the Royds Green Lower Branch used a staff and ticket method.

[10] The E&WYUR had been constructed as a domestic Charlesworth network, and only limited attempts had been made to document land ownership.