temporary level crossing over the road. In 1905 it was stated that the company owned 2 locomotives, 7 carriages, 2 brake vans, 18 goods wagons, 2 horseboxes and 6 cattle wagons. All the rolling stock was paid for except locomotive No. 2. In this period a running battle developed between the contractor and the company, over whether the contractor had completed his obligations; the company's own engineer was compromised and he was replaced. At the end of March 1905 the Company's Chairman, Francis Seymour Stevenson, suddenly resigned and it became known that he was personally bankrupt. There was a public bankruptcy hearing. Coupled with the departure of the contractor, this put the company's reputation in the worst possible light, and when debentures became due for repayment and there was no money to discharge the debt, writs were immediately issued against the company. The Company sold land at Westerfield, intended for the line there, to the Great Eastern Railway, and used the money to pay some of the debt down. The Board of Trade inspection necessary for passenger operation took place on 2 July 1905, when Lieutenant Colonel P. G. Von Donop visited. There were a large number of deficiencies and von Donop refused permission. The company decided during 1906 to extend the line by over a mile and a half to Cratfield (Goram's Mill), and in June 1906 this was opened. Passengers were occasionally permitted to ride on the goods service. In extending to Cratfield, the Company decided to slow down construction to Westerfield and suspended the loading facility at Debenham. Administrative problems More debentures were due in October 1906 and Eagle Insurance Company representatives sat in on the Board meeting. There was no means of paying the money, and the Company became bankrupt, a receiver being appointed from 6 October 1906. After a short interregnum, J F R Daniel was brought in to be receiver; he had been successful in keeping the Weston, Clevedon and Portishead Light Railway in operation during its financial crises. Daniel was now 78 years old. In February 1907 a public hearing into the Halesworth deviation was at last held: the company proposed to cross the GER line and join the narrow-gauge Southwold Railway, and use its Halesworth terminus. The gauge of the Southwold line there would be altered, probably by providing mixed gauge. The GER objected to what they saw as an amalgamation of