The CSX Mountain Subdivision is considered a through mainline in the Allegheny Division of the Central Region that is a host for two main types of trains: coal car and mixed freight trains. The majority of the trains on the Mountain Sub are by far made up of "through" coal trains moving loaded hoppers east to Cumberland from the MGA Mine District and Western District mines with empties headed back to these same locations. A smaller amount of loaded and empties train originate on or are destined for one of the branch subdivisions which connect with the Mountain Subdivision. Because almost all coal trains are unscheduled, the number of these trains which will run in a 24 hour period will vary greatly on the fluctuating seasonal demands of the coal market. For train power, the Mountain is usually given the most advanced locomotives on the CSX roster for coal train service, mainly the EMD SD60s, SD70MACs, SD80MACs and GE ACW4400s.

The number of freight trains which are routed over the Mountain Subdivision is less than the coal trains figure, although the freight operations are much more consistent because they operate daily, seven days a week. Only two scheduled mixed freights currently operate between Cumberland and Grafton, eastbound Q316 and the westbound counterpart Q317. Both are considered through trains, although they carry very little time-sensitive freight because of their extensive setoffs and pickups. As mentioned earlier, train frequency changes drastically since the majority of the traffic depends on the coal market. When the coal market is average, a typical day will see the two freights, 3 or 4 eastbound through drags and 4 or 5 through empties coming west. Local trains also work the two other subdivisions which connect to the Mountain Subdivision and some online traffic originates or goes to several points along the line. The local businesses between Piedmont and M&K Junction are usually worked by the Mountain Switcher originating out of the latter location on an as needed basis. The first subdivision to the east of Grafton is the Kingwood Subdivision that connects to the Mountain at M&K Junction. Although no mines are currently active on the Kingwood line, a small amount of traffic originates from an online lumbermill. Mine Turns to the West End's only online coal mine, the Whitetail mine located near Austin, WV, also originate from M&K Junction, which generally works Whitetail six days a week. Little online traffic originates between M&K Junction and Piedmont, although several businesses located between Oakland and Mountain Lake Park occasionally provide a small amount. These are generally worked on an as needed basis by the Mountain Switcher out of Rowlesburg or a westbound hopper train. The second subdivision that connects with the Mountain is the Thomas Subdivision reached via the Interchange Track at Piedmont, WV. The northern section of the Thomas Subdivision around Luke, MD, is very active due to the large Westvaco Paper and Pulp Mill and its medium size Beryl wood yard at West Virginia Central Jct. In addition to the Westvaco traffic, through trains from the lower Thomas line and Georges Creek Subdivision also increase the amount of traffic moving over the West End from the old Western Maryland. Several daily turns out of Keyser, WV, will work the papermill and the yard at Luke, in addition to infrequent trains which work the mines on the Thomas and Georges Creek subdivisions. Farther east are several rail served industries between Keyser and Cumberland, MD, namely the Keyser Industrial Park that is located east of the town, which are usually worked by a local out of the previously mentioned locations. Eastbound coal drags will sometimes be doubled into one long drag at Keyser for the journey to the coals destination, usually moved east by a B890 Cumberland - Keyser Turn or picked up by another drag before continuing east to Cumberland.

The steep gradient of the Mountain Subdivison's grades require the use of helper units on most eastbound and some westbound trains between Hardman and Piedmont, WV. To better understand these operations over a sixty mile portion of the subdivision, look at the above map that shows the 4 major grades crossed between Cumberland and Grafton. Any grades over 2% are considered steep by railroads and as luck would have it, all four of the Mountain's grades are well over that figure. Currently, CSXT relies on one large helper "district" to assist trains over these severe grades. A helper district is a section of railroad which has its own set(s) of helper engines to push trains over any grades located in that district's territory. However, we use the "'helper district" term very loosely because CSX often disregards this method and falls back to the "Whatever Works" method where any helper set can show up where ever it's needed. This helper district can be broken down into two sections: the first consists of the Newburg, Cheat River and Cranberry Grades with the helper set(s) and crews stationed at M&K Junction. Dubbed the Rowlesburg Helper, it is controlled out of MK Tower but serviced at the Grafton engine terminal. When an eastbound train requiring helpers is called in Grafton, the Rowlesburg Helper will move west from M&K to the helper pocket at Hardman or into East Grafton yard, to couple on. It will then usually remain attached to Terra Alta, unless the train requires the extra power to transverse several small grades to Altamont, MD, where the set will uncouple and return to M&K Junction. Westbound trains usually do not require a helper up Cheat River grade, but if one is needed, the Rowlesburg Helper will be called upon - see below. The second section of the Rowlesburg Helper district consists of 17 Mile Grade although this section of the Mountain Subdivision rarely requires a helper on most trains. In late 1999 the Keyser Helper was abolished as a result and the assignment brought under the control of Rowlesburg and the helpers there, resulting in the Rowlesburg Helper and crews drawing duty for shoving westbound trains. These helpers will usually couple onto the train at Z Tower or Piedmont and shove to Altamont or Blaser before cutting off and returning to wherever it the power may be needed, although in some cases, helpers may be left on a train for a descent of 17 Mile Grade and Cranberry and / or Newburg Grade respectively, for the added braking power of the helper units or for power transfer. Usually only one set of helper engines are regularly used for each assignment, with the Rowlesburg Helper mostly commonly being assigned a two unit set of AC power or a three unit set of DC six axle power, while the Keyser Helper is usually more sparse with a single six axle AC or DC unit assigned.

Select parts of the CSX Mountain Subdivision from the 2000 Allegheny Division No.1 Timetable.

* Note, not all listings are up to date due to current ongoing changes


Mountain Subdivision Timetable Page 1

Stations Listings and Diagram, Signal Lists, Subdivision Speeds, Radio Channels, Defect Detectors...


Mountain Subdivision Timetable Page 2

Authority for Movements, DTC Block Lists...






Note: If your browser does not support imagemaps or javascript, Click Here.

Copyright 1998-2001 © Northern WV's Railroads