to Clapham. Construction of the two authorised extensions was delayed while funds were raised and plans were finalised. Between 1895 and 1898, three further bills were put before Parliament to keep the permissions alive and obtain additional approvals: 1895: an extension of time for the 1890 Act and to allow for a new approach tunnel to be built into King William Street station. Approved as the City and South London Railway Act, 1895 on 14 April 1895. 1896: an extension of time for the 1893 Act and changes to the construction of Bank station. Approved as the City and South London Railway Act, 1896 on 14 August 1896. 1898: an extension of time for the 1896 Act, plans to add sidings to the southern extension at Clapham Common and plans to sell King William Street station and its approach tunnels to the newly proposed City and Brixton Railway (C&BR). Approved as the City and South London Railway Act, 1898 on 23 May 1898. The new tunnels permitted by the 1895 Act enabled the track layout at King William Street station to be modified to a single central platform with a track each side. This was opened as a temporary measure while funds for the extensions were raised. Finance was eventually obtained and construction proceeded so that the King William Street section closed and the first section of the northern extension opened on Monday 26 February 1900, with stations at: London Bridge Bank Moorgate Street The southern extension opened on at mid-day on Sunday 3 June 1900 with stations at: Clapham Road Clapham Common Like the original Stockwell station and the rearranged King William Street, Clapham Road and Clapham Common were constructed with a single station tunnel, with a central platform served by tracks on each side. Work continued on the rest of the northern extension. The City and South London Railway Act, 1900, approved on 25 May 1900, gave permission to enlarge the station tunnel at Angel to a diameter of and the rest of the extension opened on 17 November 1901, with stations at: Old Street City Road (closed 1922) Angel Extension to Euston, 1901–1907 Despite the technical innovations of the railway and the large passenger demand, the C&SLR was not particularly profitable and the rapid series of extensions aimed at improving profits had placed a strain on the finances. The dividends were low and declining (2% in 1898,