To make a connection to the E&SBR, the CLR obtained parliamentary permission for a short extension northward from Wood Lane station on 1911 in the Central London Railway Act, 1911. The new E&SBR line was constructed by the GWR and opened as a steam-hauled freight only line on 1917. Electrification of the track and the start of CLR services were postponed until after the end of World War I, not starting until 1920 when a single intermediate station at East Acton was also opened. Wood Lane station was modified and extended to accommodate the northward extension tracks linking to the E&SBR. The existing platforms on the loop were retained, continuing to be used by trains that were turning back to central London, and two new platforms for trains running to or from Ealing were constructed at a lower level on the new tracks, which connected to each side of the loop. Ealing Broadway station was modified to provide additional platforms for CLR use between the existing but separate sets of platforms used by the GWR and the DR. To provide services over the extension, the CLR ordered 24 additional driving motor carriages from the Brush Company, which, when delivered in 1917, were first borrowed by the Baker Street and Waterloo Railway for use in place of carriages ordered for its extension to Watford Junction. The new carriages were the first for tube-sized trains that were fully enclosed, without gated platforms at the rear, and were provided with hinged doors in the sides to speed-up passenger loading times. To operate with the new stock the CLR converted 48 existing carriages, providing a total of 72 carriages for twelve six-car trains. Modifications made while in use on the Watford extension meant that the new carriages were not compatible with the rest of the CLR's fleet and they became known as the Ealing stock. The E&SBR remained part of the GWR until nationalisation at the beginning of 1948, when (with the exception of Ealing Broadway station) it was transferred to the London Transport Executive. Ealing Broadway remained part of British Railways, as successors to the GWR. Richmond, 1913 and 1920 In November 1912, the CLR announced plans for an extension from Shepherd's Bush on a new south-westwards route. Tunnels were planned under Goldhawk Road, Stamford Brook Road and Bath Road to Chiswick Common where a turn to the south would take the tunnels