under Turnham Green Terrace for a short distance. The route then was to head west again to continue under Chiswick High Road before coming to the surface east of the London and South Western Railway's (L&SWR's) Gunnersbury station. Here a connection would be made to allow the CLR's tube trains to run south-west to Richmond station over L&SWR tracks that the DR shared and had electrified in 1905. Stations were planned on Goldhawk Road at its junctions with The Grove, Paddenswick Road and Rylett Road, at Emlyn Road on Stamford Brook Road, at Turnham Green Terrace (for a connection with the L&SWR's/DR's Turnham Green station) and at the junction of Chiswick High Road and Heathfield Terrace. Beyond Richmond, the CLR saw further opportunities to continue over L&SWR tracks to the commuter towns of Twickenham, Sunbury and Shepperton, although this required the tracks to be electrified. The CLR received permission for the new line to Gunnersbury on 1913 in the Central London Railway Act, 1913, but World War I prevented the works from commencing and the permission expired. In November 1919, the CLR published a new bill to revive the Richmond extension, but using a different route that required only a short section of new tunnel construction. The new proposal was to construct tunnels southwards from Shepherd's Bush station, which would come to the surface to connect to disused L&SWR tracks north of Hammersmith Grove Road station that had closed in 1916. From Hammersmith, the disused LS&WR tracks continued westwards, on the same viaduct as the DR's tracks through Turnham Green to Gunnersbury and Richmond. The plan required electrification of the disused tracks, but avoided the need for costly tunnelling and would have shared the existing stations on the route with the DR. The plan received assent on 1920 as part of the Central London and Metropolitan District Railway Companies (Works) Act, 1920, although the CLR made no attempt to carry out any of the work. The disused L&SWR tracks between Ravenscourt Park and Turnham Green were eventually used for the westward extension of the Piccadilly line from Hammersmith in 1932. Competition, co-operation and sale, 1906–1913 From 1906 the CLR began to experience a large fall in passenger numbers caused by increased competition from the DR and the MR, which electrified the Inner Circle in 1905, and from the Great Northern, Piccadilly and Brompton Railway (GNP&BR) which opened its rival route