Charing Cross and then north-east under Strand to Norfolk Street to interchange with the planned terminus of the Great Northern & Strand Railway. The route was then to continue east under Fleet Street to Ludgate Circus for an interchange with the South Eastern and Chatham Railway's (SECR's) Ludgate Hill station, then south under New Bridge Street, and east into Queen Victoria Street where a station was planned to connect to the District Railway's Mansion House station. The route was then to continue under Queen Victoria Street to reach the CLR's station at Bank, where separate platforms below the existing ones were to be provided. The final section of the route developed on the proposed loop from the year before with tunnels winding under the city's narrow, twisting streets. The tunnels were to run east, one below the other, beneath Cornhill and Leadenhall Street, north under St Mary Axe and west to Liverpool Street station, then south under Blomfield Street, east under Great Winchester Street, south under Austin Friars and Old Broad Street and west under Threadneedle Street where the tunnels were to connect with the existing sidings back into Bank. Two stations were to be provided on the loop; at the south end of St Mary Axe and at Liverpool Street station. To accommodate the additional rolling stock needed to operate the longer line, the depot was to be extended northwards. The power station was also to be enlarged to increase the electricity supply. The CLR estimated that its plan would cost £3,781,000 (approximately £ today): £2,110,000 for construction, £873,000 for land and £798,000 for electrical equipment and trains. The CLR bill was one of many presented for the 1902 parliamentary session (including several for the Hammersmith to City route) and it was examined by another joint committee under Lord Windsor. The proposal received support from the mainline railway companies the route interchanged with and from the C&SLR, which had a station at Bank. The London County Council and the City Corporation also supported the plan. The Metropolitan Railway opposed, seeing further competition to its services on the Inner Circle. Questions were raised in Parliament about the safety of tunnelling so close to the vaults of many City banks and the risk that subsidence might cause vault doors to jam shut. Another concern was the danger of undermining the foundations of the Dutch Church in Austin Friars. The Windsor committee