Chaplin early decided that coaches must go, and that the proper policy was to make allies of the railways in early days, while they were not so sure of their own success, and would be substantially grateful for any helping hand. He and Benjamin Worthy Horne agreed with the London and Birmingham to be their very good friends in this matter, and not only withdrew all competitive coaches as the line advanced towards completion, but aided the railway in those months when a gap in the line between Denbigh Hall and Rugby cut the train journey in two. Between those two points their coaches filled the unwontedly humble position of feeders and go-betweens to the railway. The price of this amiable attitude was a share with Pickford & Co. in the goods and parcel cartage agency for the line, to the exclusion of all others. This monopoly, as Chaplin had foreseen, was an initially valuable one, and certain to constantly increase, side by side with the growing trade and mileage of the railway itself. He sold most of his coaches--who were those rash persons, greatly daring, who bought coaches in those last days?--and realised everything except what was considered necessary to start the new firm of Chaplin & Horne, carriers, and to carry on the branch coach-services on routes not yet affected by the rail. Having thus converted his fortune into hard cash and deposited it for the time being in the bank, the next consideration was what to do with it. All the preconceived ideas of investment were being uprooted, and railways, which offered many chances to the capitalist, were not in those times bracketed with Government securities as safe. Even supposing railways in general offered inducements, those were the days when they were not merely unproved, but when few had advanced beyond the point of obtaining their Parliamentary powers. They were, in fact, little but projects on paper. With these problems to consider, Chaplin did a singular thing. Leaving his fortune on deposit, he went away and utterly secluded himself in Switzerland for six weeks, to debate within himself this turning-point in a career. He was now fifty-one years of age, and might well have been content with what he had accumulated, and with the prospects of the new firm. With the advantages he had already secured he could have enjoyed a leisured life; but he took the decision to embark a large portion of his cash in the London and Southampton Railway, then under construction and very much under a cloud of depreciation. He aimed at becoming a director on that line, and had that desire speedily gratified, being further appointed Deputy Chairman in 1839. By 1843 he had succeeded to the chair, and, with one interval, remained Chairman of what became the London and South-Western Railway until 1858, when ill-health compelled his resignation. He had the satisfaction of seeing his belief in the future of that railway assured. He was also a director of the Paris and Rouen, the Rouen and