List of locomotives built before 1830

This list includes locomotives that were built up until the start of service on the Liverpool and Manchester Railway , the world's first steam-only public railway line, on September 15, 1830.

Surname	image	Construction year	builder	technical features	Use and whereabouts	Special features and comments
Coalbrookdale Locomotive		1802	Coalbrookdale Company commissioned and designed by Richard Trevithick	Track width 914 mm (3 feet), wheel arrangement B	Trevithick had the Coalbrookdale Company build a locomotive based on his patented stationary high-pressure steam engine, but little is known about it except for a drawing and a few statements in a letter from Trevithick. It's not even certain if she ever took a ride.	The world's first steam train locomotive.
Penydarren Locomotive	No pictorial representation known	1803/1804	Richard Trevithick	Track 1280 mm (4 feet and 2 inches), wheel arrangement B; Top speed with 10 tons load 3.9 km / h	In 1802 Richard Trevithick had built a copy of his stationary high pressure steam engine to operate a hammer in the Penydarren Ironworks at Merthyr Tydfil . For the owner of the ironworks, Samuel Homfray, he put the machine on wheels and on this basis built a locomotive that could run on the tracks of the industrial plant. Homfray was so impressed that he bet with Richard Crawshay, the owner of another ironworks, for the then significant sum of 500 guineas that the locomotive would be able to travel a distance on the Penydarren Ironworks horse-drawn carriage with 10 tons of iron 15.7 km from Penydarren to Abercynon. The ride took place on February 21, 1804, and Trevithick's locomotive carried 5 wagons carrying 10 tons of iron and 70 people from the starting point to the destination in 4 hours and 5 minutes, making Homfray the winner. However, it turned out that the cast iron rails were not suitable for the heavy locomotive, and many broke under the high axle pressure. Beyond this one trip, there was therefore no further use, the locomotive was converted back to a stationary steam engine and then operated the hammer of the ironworks as originally intended.	The appearance of the Penydarren Locomotive is unknown, as no drawings of it have yet been found. In construction, it was probably similar to the Coalbrookdale Locomotive that had previously been built , as both were based on Trevithick's high-pressure steam engine.
Newcastle Locomotive		1804/1805	John Whinfield based on plans by Richard Trevithick	Track width 1524 mm (5 feet), wheel arrangement B	Commissioned by Christopher Blackett, owner of the Wylam coal mine near Newcastle upon Tyne , a mining locomotive built by John Whinfield at Gateshead between October 1804 and May 1805 according to Trevithick's plans. The completed locomotive carried out test drives on the site of the iron foundry in Gateshead, but with a weight of 4.6 tons it proved to be too heavy for the still wooden rails of the Wylam mine railway and was not used there, but was used as a stationary steam engine in the foundry used.	Probably the first locomotive with flange wheels
Catch me who can		1808	Richard Trevithick	Demonstration locomotive, wheel arrangement 1A; Top speed between 19 and 24 km / h	Trevithick had built the Catch me who can for demonstration purposes to arouse interest in his invention. From July 1808, he presented them to paying spectators on a specially built circular path in London called the Steam Circus , who could also take a ride in an attached car. This makes the Catch me who can the first locomotive to be used for commercial passenger transport. However, the expensive company did not produce any positive results for Trevithick, but rather contributed to its bankruptcy. After two months the operation was stopped. The whereabouts of the catch me who can is not documented; there are only guesses.	A functioning replica of the Catch me who can has been under construction since 2008 under the direction of the Trevithick 200 Charity .
Salamanca		1812	Matthew Murray	Blenkinsop type locomotive powered by a single side gear; Track gauge 1245 mm (4 feet and 1 inch).	Mine railway locomotive of the Middleton Railway , put into operation on June 24th, 1812 and destroyed by a boiler explosion on February 28th, 1818.	The Salamanca is shown in the background of The Collier by George Walker (1781–1856) from 1813 , which makes it the first steam locomotive painted by an artist.
Chain locomotive		1813	William Chapman and Edward Chapman	Drive by chain drive	On December 30, 1812, the brothers William and Edward Chapman received patent number 3632 for England and Wales (the Scottish patent was granted on April 21, 1813) for a locomotive design in which neither the wheels running on the rails nor a cogwheel for the movement provided; rather, the steam engine powered a mechanism that pulled the locomotive forward on a chain that was stretched between the rails. According to their plans, they had such a locomotive built by the Butterley Company in Derbyshire , which was completed in August 1813 and then brought to the Heaton Colliery coal mine in Newcastle-upon-Tyne for practical testing . After its final assembly, the chain locomotive was subjected to extensive tests from October 1813, which were unsatisfactory. The chain drive proved to be fragile and inefficient. Experimentation with the locomotive continued until 1815, presumably taking it to the Lambton Waggonway temporarily for demonstration purposes , without it developing any convincing properties. Their whereabouts are not known; possibly after it had proven unsuitable for its actual purpose, it was used in the mine as a stationary steam engine.	The first locomotive with a bogie
Puffing Billy		1813	William Hedley and Timothy Hackworth	Track gauge 1524 mm (5 feet), wheel arrangement B (1815–1830 wheel arrangement D to reduce axle pressure on the rails); Top speed 8 km / h	Mine railway locomotive from the Wylam coal mine, in service there until 1862 and then handed over to the Patent Office Museum in London.	Oldest surviving steam locomotive in the world, now in the Science Museum in London .
Mechanical Traveler (also known as Steam Horse )		1813	William Brunton	Track 1067 mm (3 feet and 6 inches), pushed forward by legs; Top speed 4 km / h	The engineer William Brunton, who worked for the Butterley Company , assumed that the friction of iron locomotive wheels on iron rails could not be enough to move larger loads. His design, for which he received an English patent on May 22, 1813, was supposed to solve this problem in that the steam engine did not drive the wheels, but two legs that pushed the locomotive forward. At his own expense, he had Butterley build a machine based on this principle, which was first tested on the company's own railway that connected the Crich lime pit with the Cromford Canal. Here the low performance and speed of the machine became clear. The subsequent events are contradictory: It is not clearly clear whether the locomotive was dismantled after some structural changes, delivered to the Newbottle Colliery coal mine in County Durham and reassembled there in October 1814, or whether it was built according to the same principle second machine acted. The Mechanical Traveler used on the Newbottle mine railway was in operation through the winter of 1814/15 without any higher performance than those observed on the Crich railway. On July 31, 1815, the locomotive exploded on the Newbottle line, leaving 13 dead and several injured. The machine was never repaired and no other locomotives were built using this principle.
Blucher		1814	George Stephenson	Standard gauge , wheel arrangement B; Top speed with a train weighing 30 tonnes on a gently incline 6.5 km / h	Mine railway locomotive of the Killingworth Colliery coal mine in Newcastle upon Tyne , first run there on July 25, 1814. The machine was mainly viewed as a test vehicle; it proved to be mechanically vulnerable in operation, performed less than hoped and, due to the high maintenance and operating costs, did not bring sufficient advantages over horse-drawn trains. However, its weaknesses made it useful for gathering knowledge for future designs. George Stephenson dismantled the Blücher at an undocumented point in time in order to use the parts for further developed successors. According to Edward Pease's diaries , it was still in use in 1821, because on April 19 of that year Stephenson came to him and invited him: Come to Killingworth and see what my 'Blucher' can do. However, it is not clear whether this specific locomotive was meant or the name of the well-known machine served as a generic term.	The first locomotive built by George Stephenson.
Wylam Dilly		circa 1815	William Hedley and Timothy Hackworth	Track gauge 1524 mm (5 feet), wheel arrangement B (1815–1830 wheel arrangement D to reduce axle pressure on the rails); Top speed 8 km / h	Wylam coal mine mining locomotive, sold to Craghead Colliery, Durham in 1862, decommissioned in 1868 and given to the Edinburgh Museum of Science and Art in 1883.	Second oldest surviving steam locomotive in the world, now in the Royal Museum in Edinburgh .
Steam Elephant		1815	Probably John Buddle and William Chapman	Standard gauge , wheel arrangement C; Top speed 7 km / h	Mine railway locomotive on the Wallsend Waggonway of the Wallsend coal mine , in service until at least the mid-1820s. Subsequently, after reconstruction, it may be in operation for another ten years at the coal mines in Hetton-le-Hole . Whereabouts unknown.	In 2002, the North of England Open Air Museum had a reconstruction of the Steam Elephant built, which has since been in use on the Pockerley Waggonway of the open air museum.
Billy (also Killingworth Billy )		1816	George Stephenson	Standard gauge , wheel arrangement B	Mine train locomotive at the Killingworth Colliery coal mine in Newcastle upon Tyne . The exact circumstances in which they were created are not documented. The Billy was in service on the mine train until it was decommissioned in 1879 and was given to the City of Newcastle as a gift in 1881. It stood on a pedestal at the north end of the High Level Bridge until 1896, when it was moved inside Newcastle Central Station and from there in 1945 to the Museum of Science and Industry. It has been in the Stephenson Railway Museum in North Shields since 1981 .	Until recently it was believed that the Billy was built by Robert Stephenson & Co. around 1826 . However, research in 2018 showed that it was built ten years earlier, making it the third oldest surviving steam locomotive in the world. However, due to numerous later repairs and modifications, it probably no longer has any original components.
Steam car of the Royal Iron Foundry Berlin		1816	Royal Prussian iron foundry	Track width approx. 940 mm, drive via a single side gear according to the Blenkinsop system ; Top speed about 3 km / h	The locomotive was delivered to the Koenigsgrube mine in Koenigshütte , despite insufficient performance during testing , but was not used there and was later scrapped.	The first steam locomotive built in Germany.
Geislauterner steam car		1817	Royal Prussian iron foundry	Driven by a single side gear according to the Blenkinsop system	Despite the failure with the first steam car the year before, the Königliche Eisengießerei built a second Blenkinsop- type locomotive , which was delivered to the Bauernwald mine in the Saar district in 1819, despite poor performance during the test drives. There it ultimately proved to be completely unusable, was parked, offered for sale from 1834 at scrap value and sold to a farmer for demolition in 1836.	The second steam locomotive built in Germany; In 2014, a replica of the Geislautern steam car was created, which is now in the depot of the Nuremberg Transport Museum .
Locomotion No. 1		1825	Robert Stephenson & Co.	Standard gauge , wheel arrangement B; Top speed 24 km / h	The locomotive was commissioned by the Stockton and Darlington Railway on September 16, 1824 , and pulled the line's inaugural train on September 27, 1825 a year later. In 1850 it was retired and sold to the West Collieries coal mine in County Durham , where it powered water pumps as a stationary steam engine. In 1857 the owner of the mine had the Locomotion restored for its historical value and returned it to the Stockton and Darlington Railway. Since then it has been exhibited in various museums and is now in the Head of Steam Railway Museum in Darlington .	First locomotive on the first public railway line to use locomotives (in mixed operation with horse-drawn carriage).
Chittaprat (actually Stockton )		1825	Robert Wilson	Standard gauge , wheel arrangement B	Robert Wilson offered the locomotive he had built on November 25, 1825, to the Board of Directors of the Stockton and Darlington Railway for £ 380, with the option of testing it for a month beforehand. The directors accepted the offer, but the machine did not perform well during the testing phase. The railway company bought it anyway because it hoped to be able to use the well-designed boiler for another purpose. In fact, Timothy Hackworth used the cauldron and possibly some other parts of the Chittaprat in building his Royal George in 1827 .	For a long time little was known about the Chittaprat , and the few mentions were vague. It was not until February 1927 that an entry was made in the diary of the French engineer Marc Seguin , who had seen the locomotive in 1825 and recorded it in a sketch (the only pictorial representation of this machine) and a description. The information indicates that it was an unusual four-cylinder design. The actual name of the locomotive, which had road number 5 of the S&DR, was Stockton . However, it became known under its nickname Chittaprat , probably an onomatopoeic reproduction of the unusual noises that it made due to its four-cylinder construction.
Steam wagon		1825	John Stevens	Cogwheel locomotive ; Top speed 19 km / h	The American engineer John Stevens constructed the experimental steam wagon in 1825 and laid out a 190 meter long circular route on his property in Hoboken , on which he carried out test and demonstration drives in 1826 and 1827. Interested parties were also transported as passengers. The original heating pipes of the wood-burning vertical steam boiler and the safety valve were preserved and are now in the possession of the Smithsonian Institution ; the locomotive itself no longer exists.	A replica of the Steam Wagon from 1928 is in the Museum of Science and Industry in Chicago , another replica from 1939 (see picture below) in the Railroad Museum of Pennsylvania .
experiment		1827	Robert Stephenson & Co.	Standard gauge , wheel arrangement C (originally B)	The exact date of completion is not documented, but the Prussian mining engineers Ernst Heinrich von Dechen and Karl von Oeynhausen saw the operational, two-axis experiment as early as the beginning of 1827 in Stephenson's workshop in Newcastle upon Tyne . It is possible that it was used in the following months for test purposes on the rail network of the Killingworth coal mine, before it was delivered to the Stockton and Darlington Railway on January 30, 1828 , where it was given the operating number 6. In operation it soon became apparent that their axle load was too high and led to broken rails. In the second half of 1828, under the direction of Timothy Hackworth , the experiment was converted into a three-axle locomotive modeled on his Royal George . After further modifications, the experiment was in use until 1839. Her whereabouts are unknown.	In its original condition, the Experiment was the first locomotive to have horizontally arranged cylinders; this innovation was probably also the reason for its name. This cylinder alignment was intended to remove the stresses on the machine and the tracks caused by the piston ramming of the vertical cylinders that were common up until then. The arrangement of the cylinders, however, required extremely long drive rods, which earned the machine the nickname Old Elbows among the locomotive crew . In a later renovation, the experiment got inclined instead of the horizontal cylinder. The condition in 1829 after the first renovation by Hackworth is documented in a diary sketch by John Urpeth Rastrick , the later condition with inclined cylinders is shown in the following picture.
Royal George		1827	Timothy Hackworth	Standard gauge , wheel arrangement C; Maximum speed with a train of 100 tons 8 km / h	Commissioned by the Stockton and Darlington Railway , which, given the considerable mechanical vulnerability of their existing locomotives, was already considering a complete switch to cable haulage with stationary steam engines, from their superintendent Hackworth with the express aim of constructing a really reliable locomotive for heavy freight trains . Hackworth's Royal George - built with the boiler and possibly other parts of the Chittaprat from 1825 -, which first ran on November 29, 1827, exceeded all expectations and was in service with the Stockton & Darlington Railway for 13 years. On December 26, 1840, it was sold to the Wingate Colliery Company in Durham , and a few years later it was bought by George Lambton, Earl of Durham for his Lambton Collieries coal mine. Her whereabouts are unknown.	The Royal George was the first locomotive with a blowpipe , thought to be the inventor of Hackworth.
Lancashire Witch		1828	Robert Stephenson & Co.	Standard gauge , wheel arrangement B; Top speed 13 km / h	The locomotive was ordered on January 7, 1828 by the Liverpool and Manchester Railway and was originally to be called the Liverpool Traveling Engine . Even before delivery, however, the board of the railway company came to the conclusion that the purchase of the locomotive had been premature and decided on April 21, 1828 that it should instead go on permanent loan to the Bolton and Leigh Railway , which was expected to be completed earlier . On July 1, 1828, the Lancashire Witch was handed over to B&LR and used there during construction work on the railway line. On August 1, 1828, she led the opening procession. Since the agreement between the two railway companies provided that L&MR could request the Lancaster Witch from B&LR for its own purposes if necessary , it was occasionally used as a construction train locomotive during construction work for the route between Liverpool and Manchester. The locomotive served for several years with the Bolton and Leigh Railway; the date of their retirement and their whereabouts are not known.	The first locomotive with steel springs .
Stephenson locomotives from the Compagnie du chemin de fer de Saint-Étienne à Lyon		1828	Robert Stephenson & Co.	Track width 1500 mm, wheel arrangement B	In March 1827, Marc Seguin ordered two locomotives from Robert Stephenson & Co. in Newcastle for the Compagnie du chemin de fer de Saint-Étienne à Lyon, which he had founded . After long delays, the first machine arrived in June 1828 at the factory of the industrialist Alexis Hallette near Arras , the second in Lyon at the end of July . Since it had meanwhile become clear that the French government would not issue a permit for the import of further locomotives built abroad (Seguin had originally planned to acquire a total of 35 units from Stephenson), it was clear that they should serve as study and test objects; With the knowledge gained, the required machines should then be built in France. Hallette is initially planned as the manufacturer, but he does not agree to deliver the locomotives at prices below those of Stephenson. So Seguin decides to do the construction in Lyon himself. He has the copy delivered there assembled, the other only serves as a part dispenser and for study purposes. Assembly will be completed on August 11th and test drives will begin on September 13th. The results are not positive: the performance of the locomotive turns out to be too low due to insufficient steam generation, but its weight is so high that the bearing blocks of the tracks shift under the load. Seguin, who was dissatisfied with the results, completely rebuilt the locomotive at the end of 1828, keeping the chassis and mechanics, but adding a boiler he had designed himself, which he had actually designed for steam tugs on the Rhône . The tests in January 1829 were so successful that Seguin made the decision to design and build his locomotives entirely himself. The whereabouts of the two locomotives is not known.
Pride of Newcastle (mistakenly known as America )		1828	Robert Stephenson & Co.	Track gauge 1295 mm (4 feet and 3 inches), wheel arrangement B	Built for the Delaware and Hudson Canal Company . The locomotive was ordered in July 1828 after the company's agent saw the Stephenson-built Lancashire Witch in operation and ordered a machine of the same type but with a different gauge. On January 15, 1829, the locomotive arrived in New York City and was first subjected to boiler tests there in the following months without being set in motion. On July 2, 1829, she finally joined the Stourbridge Lion, partially dismantled, on the way to Honesdale at the Steamboat Congress , where she was to come on the railway line and take test drives. On July 16, it is documented that the Congresss passed the canal lock in Eddyville with the two locomotives , and on July 23, the Pride of Newcastle and the Stourbridge Lion were unloaded in Honesdale, put on the rails and made operational. After that there is no more mention of the Pride of Newcastle . Their whereabouts are unclear, but there is a theory based on clues about their fate (see column Special features and comments ).	For over 150 years there has been no reference to the whereabouts of the Pride of Newcastle or the reason it was not mentioned after it arrived in Honesdale. The Smithsonian Institution had owned the preserved boiler, a cylinder, two balancers and four wheels since 1890, all of which were considered the remains of the Stourbridge Lion , which had been unsuccessfully tested on the railway line . However, the attempt to combine these parts failed: it turned out that the wheels had to come from the Pride of Newcastle ; that remained the only trace of the machine for decades. In 1981, railroad historians discovered an intricately crafted mahogany casket in the shape of a coffin with carved inscriptions in an antiques shop in New York City: JOHN B. JERVIS 1829 D&H CANAL COMPANY - AMERICA - BLEW UP JULY 26, 1829 . This find led to the assumption that the Pride of Newcastle was destroyed by a boiler explosion shortly after its arrival, but that this accident was covered up by the management of the Delaware and Hudson Canal Company in order not to scare off investors and shareholders. John B. Jervis , the sewer company's chief engineer, presumably kept a fragment of the exploded locomotive in the box. However, in this case he did not have it made or received it until much later, because the fact that the name of the locomotive was America is an error that only arose in the second half of the 19th century due to a misinterpretation of the statements of Stephenson employees . Horatio Allen , engineer at the Canal Company, gave the locomotive the name of the Pride of Newcastle in a letter dated June 22, 1829 , but in fact it probably never had a nameplate.
Stourbridge Lion		1828	Foster, Rastrick and Company	Track gauge 1295 mm (4 feet and 3 inches), wheel arrangement B	Built for the Delaware and Hudson Canal Company . The locomotive was ordered in Great Britain in 1828, arrived in New York City on May 20, 1829, and was initially subjected to boiler tests there in the following months without being set in motion. On July 2, 1829, she finally joined the Pride of Newcastle, partially disassembled, at the Steamboat Congress on the way to Honesdale , where she should come on the railway line and take test drives. On August 8, 1829, the Stourbridge Lion made its official maiden voyage about three miles from Honesdale. The locomotive met all expectations in terms of its performance, but turned out to be far too heavy for the existing tracks. Therefore it was shut down and turned off again. In 1834 the canal company tried to sell the unused locomotive, but could not find a buyer. So it was dismantled piece by piece as a material donor until 1845, apart from a few individual parts, only the boiler was left. It then found stationary use at a foundry in Carbondale . In 1874, the foundry tried unsuccessfully to sell the kettle for $ 1000 because of its historical value. In 1883 it was exhibited at the Exposition of Railway Appliances in Chicago , where it was further looted and damaged by souvenir hunters due to poor security. In 1890, the boiler and the remaining parts - a cylinder, two balancers and four wheels - passed into the possession of the Smithsonian Institution , where an attempt at reconstruction revealed that the wheels did not fit the boiler, but from 1829 to the Canal company supplied the Pride of Newcastle . The cauldron and other surviving items are currently on display at the Baltimore and Ohio Railroad Museum .	The D & H was 1932 for the Chicago World's Fair 1933 an operable replica of the Stourbridge Lion full size construct, with missing data based on the very similar locomotive obtained Agenoria were determined. It is now in the Wayne County Historical Society Museum in Honesdale.
Agenoria		1829	Foster, Rastrick and Company	Standard gauge , wheel arrangement B; Documented speed of 18 km / h under load	Kingswinford Railway freight locomotive ; Commissioned on June 2, 1829, shut down around 1864, in the Science Museum in London since 1884 .
Victory		1829	Timothy Hackworth	Standard gauge , wheel arrangement C	Built for the Stockton and Darlington Railway , possibly using components from another, unidentified locomotive. The Victory proved to be an extremely reliable machine and remained in service on the railway line until it was sold to the Wingate Colliery Company in Durham in February 1841 - like the Royal George in the previous year . Her whereabouts are unknown.
Rocket		1829	Robert Stephenson & Co.	Standard gauge , wheel arrangement C	Built for the Stockton and Darlington Railway ; Use and whereabouts unknown.	Not to be confused with the Rocket of the same name, also built by Robert Stephenson & Co. for the Rainhill race .
Twin sisters		1829	Robert Stephenson & Co.	Standard gauge , wheel arrangement C	Construction Train - Liverpool and Manchester Railway locomotive ; In use until at least 1830, whereabouts unknown thereafter.	Experimental construction with two separate, upright boilers and coke furnace .
Perseverance		1829	Timothy Burstall	Standard gauge ; Top speed 9.6 km / h	Built for the Rainhill race , but retired there due to insufficient performance and not taken into operation. Whereabouts unknown.
Cycloped		1829	Thomas Shaw Brandreth	Drive by a horse, standard gauge , wheel arrangement B; Top speed 8–9.6 km / h	Built for the Rainhill race , but excluded from participation there, as the locomotive, contrary to the express requirements of the competition, was not powered by steam, but by a horse. The Cycloped was not taken into operation, her whereabouts are unknown.
Novelty		1829	John Braithwaite and John Ericsson	Standard gauge , wheel arrangement A1; Top speed 45 km / h	Built for the Rainhill race , but withdrawn from the competition due to a number of technical problems after an impressive start. After Braithwaite and Ericsson made some design changes to it, it was taken over by the St Helens and Runcorn Gap Railway, which opened in 1830 . In 1833 it received new cylinders and wheels as well as a new boiler when it was converted by Robert Daglish . It remained in operation until 1844; its subsequent whereabouts are unknown. However, the original cylinders and wheels exchanged in 1833 have been preserved. One of the cylinders and all the wheels were integrated into a non-functional replica of the locomotive in 1929, which received an electric drive in 1988.	The Novelty was the first tank locomotive , because for the first time it did not carry its fuel and water supplies on a separate tender. The replica with its preserved original elements is on display in the Museum of Science and Industry in Manchester .
Sans Pareil		1829	Timothy Hackworth	Standard gauge , wheel arrangement B; Top speed 26 km / h	Built for the Rainhill race , but retired from there after promising initial tests due to a burst cylinder. The Sans Pareil was bought by the Liverpool and Manchester Railway for £ 500 and taken into operation. The company rented it to the Bolton and Leigh Railway , where it ran until 1844. Then it was given to the Coppull Colliery coal mine in Chorley and served as a stationary steam engine for water pumps until 1863. In 1864 the politician John Hick had it restored and donated it to the Patent Office Museum in London ; it is now on display in the Science Museum .
Rocket		1829	Robert Stephenson & Co.	Standard gauge , wheel arrangement A1; Maximum speed 48 km / h	Liverpool and Manchester Railway locomotive , winner of the Rainhill race after which it was significantly rebuilt. In 1836 the Rocket was sold to the Brampton Railway , where it remained in service until 1862 when it was transferred to the Patent Office Museum in London (now the Science Museum ). It has been in the National Railway Museum since September 2019 .	Although the Rocket is heavily modified from its original condition in 1829, it still has the original drive wheels that fatally injured William Huskisson when the Liverpool and Manchester Railway opened on September 15, 1830 .
Locomotive Seguin		1829	Marc Seguin	Track width 1500 mm, wheel arrangement B; Top speed 12 km / h	After his negative experiences with the locomotives supplied by Robert Stephenson & Co. , Marc Seguin decided to design and build the locomotives himself for the Compagnie du chemin de fer de Saint-Étienne à Lyon, based on the knowledge he had gained. The first example of the locomotive he designed drove successfully on October 1, 1829. In total, Seguin built twelve of this type in his factory by 1835, which were in use on the railway line for several years.	The first locomotive built in France. In the years 1982–1987, a functional replica of the Seguin locomotive was built .
Flying Dutchman		1829	Christian Edward Detmold	Drive by a horse, standard gauge , wheel arrangement B; Top speed 19.3 km / h	The horse-drawn locomotive was built for the South Carolina Canal and Rail Road Company and was taken out of service in 1830, as the performance was unsatisfactory in comparison with locomotive-hauled trains.
Invicta		1829/30	Robert Stephenson & Co.	Standard gauge , wheel arrangement B; Top speed 32 km / h	The Invicta was ordered by the Canterbury and Whitstable Railway in 1829 and construction began that same year. It shows various technical details that were also used in the previously completed Rocket . She left the factory on April 15, 1830, and on May 30, she pulled the inaugural train on the railway to Whitstable. In 1836 the railway company carried out an improper conversion, in which, among other things, the more highly developed and more powerful multi-tube boiler with 25 heating tubes was inexplicably replaced by a primitive one-tube boiler. As a result of these changes, the efficiency of the Invicta was drastically reduced because the boiler was no longer generating enough steam. In October 1839 it was decommissioned and offered for sale, but since no prospect was found, it was placed under a canopy at North Lane Station in Canterbury . In 1844 it was acquired by the South Eastern Railway and stored, making it the first locomotive in the world to be preserved in a museum. In the period that followed, it was shown in different places and on different occasions. The Invicta has been on display at the Whitstable Museum and Gallery in Whitstable since June 16, 2019 .