rejected the section between Shepherd's Bush and Bank, preferring a competing route from the J. P. Morgan-backed Piccadilly, City and North East London Railway (PC&NELR). Without the main part of its new route, the CLR withdrew the City loop, leaving a few improvements to the existing line to be approved in the Central London Railway Act, 1902 on 1902. In late 1902, the PC&NELR plans collapsed after a falling out between the scheme's promoters led to a crucial part of the planned route coming under the control of a rival, the Underground Electric Railways Company of London (UERL), which withdrew it from parliamentary consideration. With the PC&NELR scheme out of the way, the CLR resubmitted its bill in 1903, although consideration was again held up by Parliament's establishment of the Royal Commission on London Traffic tasked to assess the manner in which transport in London should be developed. While the Commission deliberated, any review of bills for new lines and extensions was postponed, so the CLR withdrew the bill. The CLR briefly re-presented the bill for the 1905 parliamentary session but withdrew it again, before making an agreement with the UERL in October 1905 that neither company would submit a bill for an east–west route in 1906. The plan was then dropped as the new trains with driving positions at both ends made it possible for the CLR to reduce the minimum interval between trains to two minutes without building the loop. Wood Lane, 1906–1908 In 1905, the government announced plans to hold an international exhibition to celebrate the Entente cordiale signed by France and Britain in 1904. The location of the Franco-British Exhibition's White City site was across Wood Lane from the CLR's depot. To exploit the opportunity to carry visitors to the exhibition, the CLR announced a bill in November 1906 seeking to create a loop from Shepherd's Bush station and back, on which a new Wood Lane station close to the exhibition's entrance would be built. The new work was approved on 1907 in the Central London Railway Act, 1907. The new loop was formed by constructing a section of tunnel joining the end of the dead-end reversing tunnel to the west of Shepherd's Bush station and the north side of the depot. From Shepherd's Bush, trains ran anti-clockwise around the single track loop, first through the original depot access tunnel, then passed the north side of