Nelson in October 1905. It was delivered a year later, on 4 October 1906. It went into service on the Ventnor line, but there were a succession of technical problems. IoWCR finances When the IoWCR agreed to work the Newport, Godshill and St Lawrence Railway, it guaranteed a minimum income of £2,000 to that company's shareholders. It anticipated that ordinary income would pay that sum off but the poor custom on the line failed to achieve that. The IoWCR preference shareholders were not getting dividends—the ordinary shareholders had no hope of that—and there was shareholder criticism of the payments. The issue came to a head at the shareholders' meeting of 1 March 1911, and several directors resigned, with new replacemnts then installed. One of the new men was Harry Willmott, who had long experience as a senior railway manager, including much in reviving the fortunes of the impecunious Stratford-upon-Avon and Midland Junction Railway. He was installed as the new chairman, and he soon brought in new managers and introduced more streamlined systems in the company. Incidentally, he negotiated with the Board of Trade about 1912 that Freshwater trains could be propelled to and from Newport station, overturning the old prohibition which required running around on every trip. The guarantee to the NG&StLR remained a difficulty, and could hardly be negotiated away. The solution arrived at was the purchase of that company by the IoWCR. The Isle of Wight Central Railway (Godshill Transfer) Act of 4 July 1913 authorised the change, and it became effective on 1 October 1913. Godshill ordinary shareholders got fivepence in the pound (just over 2%); their railway had cost more than £250,000 to construct. FY&NR working its own line The Freshwater, Yarmouth and Newport Railway had long been worked by the IoWCR. In 1910, the agreement needed to be renewed, and the IoWCR noted that major modernisation work was needed on the Yarmouth line infrastructure, and imposed less favourable financial terms. For a time this was accepted, but in April 1913 the IoWCR was informed that the FY&NR would work its own line from 1 July 1913. As well as suddenly needing to acquire rolling stock, the FY&NR had to provide its own station at Newport, just short of the convergence with the IoWCR. In fact two locomotives had to be acquired; the small number indicates how limited the train service was. The new independent arrangement