The CSX Kingwood Subdivision or the M & K branch is the only remaining section of the former Morgantown and Kingwood Railroad. The M&K RR was constructed in the early years of the 20th century to haul the enormous coal resources found between Rowlesburg and Morgantown, WV. Completed in 1907, this line was absorbed by the B&O in 1920.
From Rowlesburg (MP 254.4), where the Rowlesburg Southern once headed away to the south, and bridging over the Youghioghany River to the start of a siding on the north side and the resumption of Two Main Tracks, CTC, at MK Tower (MP 253.9), which closed on December 8, 2010, where there is a junction with the M&K branch trailing in from the north, the line, with speed limit 30 mph, heads curvily northeast, ascending the Cranberry Grade, past the end of the siding on the north side and crossover at McMillan (MP 252.5), where the north track becomes current-of-traffic (Rule 251) westward, Automatic Block Signals, while the south track remains CTC, MP 250.8, where a 25 mph speed restriction for westbound trains begins (actually, ends, going west), Amblersburg, and Rodmer (MP 247.0), turning curvily east-southeast, past the end (beginning) of that speed restriction at MP 242.7, to the top of the Cranberry Grade at Terra Alta (MP 242.0), reached by a very evident vertical curve at the top of the grade.
The line now remains at this relatively high altitude for some distance, turning south and then east past an east-facing spur on the south side at Rinard (MP 241.0), where both tracks become double-track, current-of-traffic (Rule-251), ABS, the former location of CA Tower, maximum speed 30 mph, Snowy Creek curves as the line turns south and then southeast, Cornith (MP 238.2), and Hutton (MP 237.6), curves near MP 235 as the line turns northeast and then curvily south-southeast, a detector and west-facing spur on the north side at Oakland (MP 232.7), where the beautiful stone depot is on the north side of the line, with a road crossing just to its east, and east-northeast, past a west-facing spur on the north side at Agway Spur (MP 231.6), where teh maximum speed rises to 45 mph, crossovers at Mountain Lake Park (MP 229.6), a west-facing spur on the north side at Icehouse Siding (MP 229.4), Deer Park (MP 226.2), east-southeast and then northeast, with a maximum speed of 30 mph speed restriction from MP 224.3, and the 2628 ft. Summit of the Alleghenies at Altamont (MP 223.4), where there is a crossover, and the former location of AM Tower.
The descent of the Seventeen Mile Grade now begins, past Wilson (MP 222.5), Swanton (MP 219.6), 37 Water Station (MP 219.4), where a 25 mph sopeed restriction begins for eastward trains, Strecker (MP 217.3), the 400 ft. Hitchcok Tunnel (MP 216.2) and Frankville (MP 214.8), turning curvily east-southeast past the former location of BD Tower at Bond (MP 212.6), where the speed limit drops to 25 mph on the south track (Track 2), CTC-operated on Track 2, to Big Curve (MP 211.1), detectors at Warwick's Curve (MP 210.1), Bloomington (MP 208.6), the bridge over the Potomac River and the former West Virginia Central line from Elkins, both of which then turn southeast, and West Virginia Central Junction (MP 207.8), where the maximum speed becomes 25 mph for all trains and the eponymous line once connected in on the north side before turning away and crossing the river to Westernport.
The line turns east and then north-northeast, following the south bank of the Potomac, turning east-southeast past the crossovers at Piedmont (MP 206.6), foot of the grade, where a connector from Westernport, across the river, trails in from the north, and CTC starts on the north track, MP 206.2, where the maximum speed rises to 45 mph, with a 40 mph restriction on curves from MP 205.3 to MP 204.9, as the line and river turn southeast, east, and east-southeast, a crossover at West Keyser (MP 203.1), where an extra track starts on the south side, the West Yard on the north side and the East Yard on the south side, double-track, current-of-traffic (Rule 251), ABS, resumes on botht racks, and the crossovers at Keyser (MP 201.6), location of Z Tower, where a narrow-gauge line once headed away on the south side.
East of Keyser, the line turns east and then north and runs across the Potomac River valley to Cumberland, MD, with 35 mph starting at New Creek (MP 201.0), a west-facing spur on the south side at Industrial Park (MP 200.5), a turn northwest across the river, a reversion to 40 mph at MP 199.7, north at Twenty-First (MP 198.9), where there are detectors and the former Western Maryland line which once ran independently on the east side of the line later joined the line at this point (MP 198.2), with a crossover, northeast, north past an east-facing spur on the east side at Dawson (MP 194.7), northeast, east, north-northeast past Black Oak, MP 192, where the maximum speed rises to 45 mph, east, northeast, north, northeast past Rawlings (MP 191.5), where the extra track on the south side ends, Bier and Lowndes, east past Potomac and McKenzie (MP 187.0), where there is a 35 mph speed restriction to MP 186.0, where a cutoff line once headed directly east to Patterson Creek, north, north-northeast past Brady, a 35 mph speed restriction from MP 183.6 to MP 183.3, east past Amcelle, north to Roberts, north-northeast and east, past Kelly-Springfield, and curvily north-northeast, with 30 mph starting at MP 180.7, on the curves north of the Kelly-Springfield Tire Plant, onto the concrete viaduct over the Western Maryland main line and Georges Creek, the resumption of single track, CTC, at Beall Street (MP 179.5), and east-southeast at Viaduct Junction (MP 178.9), with ND Tower on the north side (in the vee), just west of the Sand Patch line trailing in on that side at the junction, and then south, past crossovers at Baltimore Street (MP 178.4), location of BS Tower, where there is a 25 mph speed restriction on the road crossings, and crossovers at Cumberland (MP 178.3).