This coal-carrying short line was originally chartered as the Morgantown & Dunkard, but was renamed in 1912. It was controlled by Peoples Natural Gas Company in 1917 when it received the Blacksville & Western (a Penna. road connecting Blacksville and Brave) in January 1917. In August 1917, the B&W conveyed all of its railroad and all of the stock of the Monogahela & Ohio (incorporated 1912) to the PNGC's M&W.
The M&W actually opened its own road in November 1917 when it inaugurated service between Price and Pentress, WVa (3.2 miles/5.1 km apart).
PNGC ordered the 100 as a freight Consolidation to run on 70 lb/yard (35 kg/metre) rail, conquer 3 1/2% grades and get around 16 degree curves. Although it was a relatively small
locomotive, the 100 enjoyed a good degree of superheat and supplied that hot stuff to the cylinders through 10" (254 mm) piston valves. "Boiler work," said the specs, was "to receive particular attention." A nod to the grades came with "Fire box to slope towards front of engine".
Never quite out of receivership, the M&W stockholders lodged a complaint in 1922 that claimed that PGNC never actually issued the M&O certificates. They were resisting liquidation at the time on the grounds that though it was insolvent when they entered receivership, the M&W now could lay claim to the potentially lucrative Scott's Run coal field.
Indeed, in October 1922, the New York Times reported on the M&W's application for a certificate to build a 14-mile section between Waynesburg, Pa and Blacksville on the West Virginia border. This was part of an interurban line that would connect Morgantown with Waynesburg.
Meanwhile, the M&W was reorganized in 1923 as the Scotts Run Railroad. The 100 changed liveries again in 1928 when the SRRR was absorbed by the Monongahela. It served the MR through most of World War Two in class H-5 before being sold in December 1944 to Standard Slag Company.
, which put the money for the 100.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Morgantown & Wheeling|
|Number in Class||2|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14 / 4.27|
|Engine Wheelbase (ft / m)||22 / 6.71|
|Ratio of driving wheelbase to overall engine wheebase||0.64|
|Overall Wheelbase (engine & tender) (ft / m)||49.96 / 15.23|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||143,000 / 64,864|
|Engine Weight (lbs / kg)||160,000 / 72,575|
|Tender Loaded Weight (lbs / kg)||80,000 / 36,287|
|Total Engine and Tender Weight (lbs / kg)||240,000 / 108,862|
|Tender Water Capacity (gals / ML)||3800 / 14.39|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||6 / 5.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||60 / 30|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||50 / 1270|
|Boiler Pressure (psi / kPa)||190 / 13.10|
|High Pressure Cylinders (dia x stroke) (in / mm)||21" x 26" / 533x660|
|Tractive Effort (lbs / kg)||37,035 / 16798.81|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.86|
|Firebox Area (sq ft / m2)||120 / 11.15|
|Grate Area (sq ft / m2)||35.10 / 3.26|
|Evaporative Heating Surface (sq ft / m2)||1652 / 153.47|
|Superheating Surface (sq ft / m2)||382 / 35.49|
|Combined Heating Surface (sq ft / m2)||2034 / 188.96|
|Evaporative Heating Surface/Cylinder Volume||158.50|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6669|
|Same as above plus superheater percentage||7936|
|Same as above but substitute firebox area for grate area||27,132|