[11] Progress on both railways was halted in the Panic of 1866, a major crash in the London and international stock markets that led to the collapse of a number of banks and prevented funds being raised to continue the works.

[8] The NW&CCR plans were revived with minor changes by the Euston, St Pancras and Charing Cross Railway in 1870.

Parliamentary approval was granted in 1871 and the company changed its name to the London Central Railway, but the scheme was again unable to raise sufficient funds.

At the southern end, the line was to run under Whitehall, Trafalgar Square and St Martin's Lane, though the location of the station was not recorded.

The section under Whitehall was opposed by the government and it was removed so that the line was to terminate at Charing Cross, but the whole scheme was rejected by Parliament in 1882.

[17] In 1883, the London Central Electric Railway, proposed an extension of the CC&WER; this time from the Charing Cross end with the line running to the General Post Office at St Martin's Le Grand.

[18] The government's Office of Works objected to the proposed alignment on the north side of Trafalgar Square because it believed the tunnels would compromise the foundations of the National Gallery.

[55] The CCE&HR submitted a bill for an extension of its approved route south from Charing Cross to Westminster and Victoria.

[63][h] The Ribblesdale Committee considered the CCE&HR bills and rejected the extension to Victoria as being not in compliance with Commons standing orders.

[68] The CLR proposal was for a second line to connect its two existing termini at Shepherds' Bush and Bank via a more southerly route to form a deep-level loop.

[71] The CCH&DR bill reintroduced its Charing Cross to Hammersmith scheme from the previous year and proposed an additional connection to the P&CR at Agar Street.

[75] Mergers and amalgamations led to the P&CR and the LUER routes being joined into a combined scheme, the London Suburban Railway (LSR).

[82] While the bills were awaiting their final readings, the LUT was taken over by Speyer Brothers, the financiers of the rival Underground Electric Railways Company of London (UERL).

Three bills included Charing Cross in their plans and were submitted by the CCE&HR, the CLR and the Great Northern, Piccadilly and Brompton Railway (GNP&BR).

[88][89] The CLR resubmitted its previous loop line bill unaltered expecting that the collapse of the LSR plans would improve its chance of success.

The tunnels would then turn eastwards under Strand to continue to Mansion House in the City of London where it would connect to the MDR's deep-level line.

[93] After the Commission issued its report on 17 July 1905,[93] an attempt was made to revive a bill that had been submitted too late for the 1903 session and had been waiting parliament's consideration since February 1903.

[94] The bill was rejected for not complying with standing orders in 1905,[95] and resubmitted for the 1906 session with the station moved to the junction of Agar Street and Strand.

Works to construct a lift shaft and form the walls around the ticket hall were carried out with a grid of steel beams placed across the site onto which the forecourt surface was reconstructed.

[117][118] The ticket hall was modernised and extended to use the space previously occupied by the lifts and a passage was constructed to a new entrance in Cockspur Street on the south side of the square.

[124][125][126] After the crisis was resolved and the concrete seals were removed, works began on installing flood gates to protect the lines each side of the river.

Following Germany's ultimatum to Poland on the Polish Corridor, the Northern line tunnels were again plugged on 1 September 1939 and were not reopened until 17 December 1939, once the flood gates had been installed.

A post-war report in 1946 rejected the idea of moving the mainline station entirely underground,[130] but did propose several new lines running in tunnels within the central area including two serving Charing Cross.

[122] To enable this, piles were installed in the forecourt in January 1973 to support a steel umbrella structure erected over the area during the Easter weekend in 1973.

Tracks and signals were commissioned and trial running of trains on the line began on 14 August 1978, but work on the station was delayed by industrial action at the escalator contractor.

[143] The official opening of the line by Prince Charles took place on 30 April 1979, starting with a train journey from Green Park to Charing Cross.

[152] Lime green was also used for the wall tiling of the Jubilee line platforms which was combined with decorative panels featuring images of Lord Nelson and Trafalgar Square by David Gentleman.

[159][ai] New tunnels branching from the original route south of Green Park would be constructed, and the line to Charing Cross would be closed.

To do so southbound trains terminate and disembark passengers at Green Park station and run empty to one of the Charing Cross platforms.

[168] As the Jubilee line platforms and track are maintained by TfL for operational reasons, they can be used by film and television makers requiring a modern Underground station location.