passenger carryings in the summer increased strongly, and a 20-minute service was planned for the Ventnor line on summer Saturdays; two more O2 locomotives were brought to the Island as well as a further A1X and several ex-LCDR coaches. With some coach conversions this enabled the discontinuation of the use of non-bogie passenger vehicles on the Island. It was discovered that some of the piles on Ryde Pier required replacement and the Southern Railway took the opportunity to construct a fourth platform there as part of the work, ready for the 1933 season. Meanwhile, the electric traction system used on the pier tramway was discontinued in 1927, and 2 petrol-driven tram units built by Drewry Car Co. The former electric unit trailers were retained and the trams operated as two-car units. The petrol engines were replaced by diesels in 1959 - 1960. To allow the O2 locomotives to stay in service throughout the day at busy times, a bigger coal bunker was fitted in 1933, doubling the capacity to three tons. From 1948 At the beginning of 1948 the railways of Great Britain passed into nationalised ownership under British Railways. The holiday traffic soon resumed its buoyant volumes after World War II, but the railway carryings were far surpassed by the use of buses (3 million and 17 million respectively in 1951). The Bembridge branch was lightly patronised and was closed on 21 September 1953. The harbour at Bembridge (Brading Harbour) was of course still extant, and a toll road across the harbour mouth continued to be operated by British Railways. The Isle of Wight Central Railway had taken over the Ryde and Newport Railway and the Isle of Wight (Newport Junction) Railway in 1887, and it too had been absorbed into the Southern Railway in 1923 and now British Railways. On 6 February 1956 the IoWCR line from Sandown to Newport closed. The Beeching plan The railways of Great Britain were incurring large and increasing financial losses in the late 1950s and Government became concerned about the impact on the economy. In 1963 a report was published, The Reshaping of British Railways, recommending radical changes. The report has become known as The Beeching Report, after the Chairman of British Railways at the time, Dr Richard Beeching. Many rural branch lines considered to be loss-making were to be closed, in hand with a major reduction in unremunerative wagonload goods traffic