the reconstruction works were underway, the C&SLR submitted a bill in 1922 that contained proposals to extend the line south from Clapham Common through Balham and Tooting to Morden in tunnel. From Morden, the line was to continue on the surface to Sutton sharing part of the route of an unbuilt railway planned from Wimbledon to Sutton (see Wimbledon and Sutton Railway for full details). The bill was enacted as the City and South London Railway Act, 1923 on 2 August 1923. Parallel negotiations with the Southern Railway over the proposals curtailed the extension at Morden, where a large new depot was constructed. The Morden extension opened on 13 September 1926, with stations designed by Charles Holden at: Clapham South Balham (opened on 6 December 1926) Tooting Bec (originally Trinity Road) Tooting Broadway Colliers Wood South Wimbledon Morden Also on 13 September 1926, a further connection between the CCE&HR and the C&SLR was opened when tunnels were brought into service from the CCE&HR's Charing Cross station (now Embankment) to Kennington station, the latter having been rebuilt with four platforms. An intermediate station was constructed at Waterloo. Thus fully integrated, combined services operated over the C&SLR and CCE&HR routes using new Standard Stock trains. On tube maps, the combined lines were then shown in a single colour, although the separate names continued in use into the 1930s. Before the introduction of 'Northern line' on 28 August 1937, the names 'Edgware, Highgate and Morden line' and 'Morden-Edgware line' were used in the mid-1930s. Move to public ownership, 1924–1933 Despite the modernisation of the C&SLR and other improvements made to other parts of the network, the Underground railways were still struggling to make a profit. The Underground Group's ownership of the highly profitable London General Omnibus Company (LGOC) since 1912 had enabled the Group, through the pooling of revenues, to use profits from the bus company to subsidise the less profitable railways. However, competition from numerous small bus companies during the early years of the 1920s eroded the profitability of the LGOC and had a negative impact on the profitability of the whole Group. In an effort to protect the Group's income, its managing director/Chairman, Lord Ashfield, lobbied the government for regulation of transport services in the London area. During the 1920s, a series of legislative initiatives was made in this direction, with Ashfield and Labour London County Councillor (later MP) Herbert Morrison,