1844 the SER transferred all of its services to the new terminus, and the L&CR operated services from both termini. This arrangement lasted until 1852. Epsom extension In April 1844 the L&CR directors approved an extension to Epsom, not completed until after the railway became a part of the LB&SCR. Deptford Dockyard extension In July 1846 an Act of Parliament was passed granting authority for a branch from New Cross to Deptford Dockyard. This was commenced after the railway became a part of the LB&SCR. Locomotives and rolling stock The railway owned seven 2-2-2 locomotives and one 0-4-2. The first five 2-2-2s and one 0-4-2 were built by Sharp, Roberts and Company, and were delivered between July 1838 and July 1839. The remaining two were built by G. and J. Rennie, in August 1838 and May 1839. Summary table Brighton, Croydon and Dover Joint Committee From 1842 the L&CR pooled its locomotive stock with the SER, to form the Croydon and Dover Joint Committee. From March 1844 the L&BR joined the scheme and the locomotives were thereafter operated by the Brighton, Croydon and Dover Joint Committee, which also ordered further locomotives. These arrangements caused great operating problems for the L&CR and the L&BR and in April 1845 they gave notice of withdrawal from the arrangement in January 1846, when the locomotives were divided between the three companies. The L&CR received eight locomotives back in April 1845, seven of which had been owned by other railways. Summary table Motive Power Depots and Workshop The railway opened an early example of a roundhouse motive power depot at New Cross 1 June 1839, but this brick-built building was burned down 14 October 1844. It was replaced by a nearby traditional straight shed in 1845, and the original turntable and associated lines were incorporated into a locomotive repair depot in the same year. There was also a small depot at Croydon Carriage Stock There were first and second-class four-wheeled carriages, both of the three-compartment type usual for the period, the main difference seeming to be that the first-class coaches carried 18 passengers, the second-class 24. Operation The line into London Bridge became increasingly congested so at Corbetts Lane a white disc was installed, to be operated by the pointsman. If the disc was face on, or a red light at night, the route was set for Croydon; edge on or a white light, the