The general opinion of the time was that a locomotive would draw up to four times its weight by adhesion alone (assuming good conditions), but Blenkinsop wanted more, and his engine, weighing five tons, regularly hauled a payload of ninety tons. The first locomotive probably was Salamanca, built in early 1812. Three other locomotives followed, one later in 1812, one around 1813, and the last one in 1815. One of these three was named Lord Wellington, and the other two allegedly were named Prince Regent and Marquis Wellington, though there is no contemporary mention of those names. Similar locomotives were built for collieries at Orrell near Wigan by Robert Daglish under licence from Blenkinsop, and at least one other was built by Matthew Murray for the Kenton and Coxlodge Collieries at Newcastle-upon-Tyne. What should have been Blenkinsop's third locomotive had already been sent to the Kenton and Coxlodge Waggonway at his request. There, it seems to have acquired the name Willington.
The general opinion of the time was that a locomotive would draw up to four times its weight by adhesion alone (assuming good conditions) but Blenkinsop wanted more and his engine weighing five tons regularly hauled a payload of ninety tons The first locomotive probably was Salamanca built in early 1812 Three other locomotives followed one later in 1812 one around 1813 and the last one in 1815 One of these three was named Lord Wellington and the other two allegedly were named Prince Regent and Marquis Wellington though there is no contemporary mention of those names Similar locomotives were built for collieries at Orrell near Wigan by Robert Daglish under licence from Blenkinsop and at least one other was built by Matthew Murray for the Kenton and Coxlodge Collieries at Newcastle-upon-Tyne What should have been Blenkinsop's third locomotive had already been sent to the Kenton and Coxlodge Waggonway at his request There it seems to have acquired the name Willington