interests. An approach from the promoters of the new railway, asking whether the LBSCR would work the line when built, met with approval and an agreement was concluded on 21 June 1860. The Horsham and Guildford Direct Railway Act gained the Royal Assent on 6 August 1860. Powers were given to make working arrangements with the LBSCR and the nominally independent Mid-Sussex Railway, with which the new line would make a junction. The LBSCR was allowed to contribute £75,000 to the capital of the new company. The line would also make a junction with the LSWR south of Guildford and the Act authorised running powers on the LSWR. This was not specified in much detail, and the company had to negotiate with the LSWR. Initially the LSWR rebuffed the approach, stating that it would want the LBSCR to be a party to any talks, as there was a territorial exclusivity agreement in force between the two larger companies. Dating from 1860, the LSWR and the LBSCR had agreed not to develop or encourage new lines into areas considered to be the territory of each other. The Horsham and Guildford line would cross the agreed boundary. Unsatisfactory talks dragged on, and the Horsham and Guildford company's directors showed themselves to be ineffective in finalising matters. At a board meeting on 8 March 1862 several H&GDR directors resigned; some other proposed board members turned out to be disqualified, having inadequate share holdings; and LBSCR nominees were elected, effectively taking over the company. Construction The prevarication over working arrangements had led to inaction over actual construction; there was a time limit in the authorising Act of four years, expiring in August 1864, so construction became urgent. The construction contract was made on 16 April 1862. In reviewing the plans for the work, the HGDR Board -- now effectively the LBSCR -- expressed dissatisfaction with the route. Hood states that the directors noted that the new plans showed considerable alteration to the parliamentary line in some places" and Mr Jacomb-Hood, the LBSCR engineer, was informed that the alterations were unsatisfactory to the Board. They also required a junction towards Horsham at Stammerham. It appears that despite their railway's title, Mr Jacombe-Hood had omitted a junction to link the railway with Horsham. Apparently only the southward spur directly to the Shoreham line was included. He explained to the Board on 28 March 1862 that he