of the cost of construction in general. He was effectively managing the host of small contractors—by now considered to be an unsatisfactory method of pursuing the works—but at the same time he was also acting as engineer for the Southampton Docks Bill and surveying a line from Bishopstoke to Portsmouth. Dissatisfaction with the rate of progress led to an inspection by a committee of the Lancashire shareholders. During the course of discussions, it became evident that not only were costs overrunning the original estimates, but that revised estimates, both of cost and of potential income, submitted by Giles were unreliable. The directors wished to raise an additional £500,000 but it was plain that the Lancashire shareholders would not agree to this while Giles remained in place. Giles was invited to resign, which he did effective on 13 January 1837. The directors needed urgently to dispel doubt about the income of the company, and three men acquainted with the estimation of traffic were asked to submit forecasts. One of these was William James Chaplin, who had an extensive road coach business. His forecast was particularly favoured, so the directors appointed him on 26 April 1837. Chaplin's steady business acumen proved a great asset to the company, and he was appointed temporary deputy chairman for two weeks in 1840 after the resignation of Easthope until Garnett took over. Joseph Locke was appointed as the engineer, but it was evident that substantially more capital was required to complete the line—Giles' original estimate had been £1 million including an allowance for contingencies, but the updated estimate to complete was £1.5 million. Parliamentary authority to increase the capital by what is nowadays known as a rights issue was obtained on 30 June 1837, not without unwelcome opposition from Giles. The Act also authorised a number of local deviations to the route which reduced the earthworks necessary, and which replaced a proposed tunnel at Popham with a cutting on an eight-mile deviation from the original route. Locke replaced the small contractors on the section from Wandsworth to the Wey Navigation, and brought in Thomas Brassey, who had successfully worked on the Liverpool and Manchester Railway and the Grand Junction Railway. On the more westerly sections he required the contractors to provide the materials themselves. Under Locke's superintendence, the work progressed more reliably and rapidly. Opening On 12 May 1838, a party of directors and others made