Park. It was estimated that £350,000 (approximately £ today) of capital was required, only part of which was to be provided by the promoters. Some of the remainder was sought from the DR (now the London Underground's District line) which the promoters hoped would operate the service over the line by extending its service from Wimbledon. On 16 November 1909, notice of the intention to bring a private bill before Parliament was published. The bill proposed a line with ten stations, to be operated by electric trains, which would provide a service taking 32 minutes to reach Waterloo from Sutton. The LB&SCR opposed the line on the grounds that it would compete with its own services from Sutton to Central London, and claimed that its own planned electrification of its lines to Victoria and London Bridge would offer quicker journeys than the W&SR route. The LB&SCR also believed that a connection for the W&SR would give the DR service the chance to extend its service to Epsom and beyond. The L&SWR had concerns that its tracks from Putney to Wimbledon, over which the DR provided the service, were already at capacity and could not cope with the extended DR service to Sutton. Nonetheless, the Wimbledon and Sutton Railway Act, 1910 received Royal Assent on 26 July 1910. The act approved the railway and allowed for the L&SWR connection at Wimbledon, but did not allow for a connection to the LB&SCR at Sutton; instead the W&SR was to build a separate station with a pedestrian connection to the LB&SCR's station. Intermediate stations were approved for Elm Grove in Wimbledon, adjacent to the All England Lawn Tennis and Croquet Club's original grounds, Cannon Hill, Merton Park, Morden, Elm Farm, Sutton Common, Collingwood Road and Cheam. Power for the line was to be supplied by the Underground Electric Railways Company of London (UERL), owner of the DR, from its Lots Road Power Station. Delays From the beginning, the company encountered delays in implementing its plans. Neither of the two main line railway companies were interested in investing in the line, so the W&SR's promoters approached the DR for assistance. In 1911, Albert Stanley, managing director of the DR, agreed that it would finance the construction, if the promoters would guarantee a return of £6,000 per year for ten years. The DR was to cover any shortfall below 4.5 per cent return on capital.