What is the acreage of the laboratory located near the former railroad junction of the Patterson Creek Cutoff and the main B&O line?
1628 acre
Allegany Ballistics Laboratory
Allegany Ballistics Laboratory (ABL) located in Rocket Center, West Virginia, is a diverse industrial complex employing some 1,000 people across 1628 acre .
 The facility is a member of the Federal Laboratory Consortium and is operated by Alliant Techsystems (ATK) under contract with the Naval Sea Systems Command (NAVSEA).
McKenzie, Maryland
McKenzie is an unincorporated community in Allegany County, Maryland, containing only a few houses, and mostly land.
 Its name is derived from a family which owned a large farm along the river bottom in the area.
 It is directly across from the Allegany Ballistics Laboratory in Rocket Center, West Virginia.
 The area used to be a railroad junction of the Patterson Creek Cutoff and the main B&O line.
 McKenzie is also the site of one of the first settlements in Allegany county, where many pieces of glass, metal, stone, and some coin have been found.
 In the fields of the river bottom, arrowheads and flint can be found, suggesting a possible Native American community at one time, similar to the Barton, Maryland site.
Nashville Terminal Subdivision
The Nashville Terminal Subdivision is a railroad line owned by CSX Transportation in the U.S. State of Tennessee.
 The Subdivision is broken up into 5 sections all in Nashville, Tennessee.
 The northern part of the Terminal is in Madison, Tennessee at milepost 000/0BA 174 on the southern end of the Ex-L&N Mainline Subdivision at Monfort.
 Disptach for the Mainline Sub is known as "LD" which is part of the Cincinnati Division.
 From here in Madison begins the double track that stays for another 22 miles south to Brentwood, Tennessee.
 At milepost 000/0BA/00H 176.6, the famous Johnny Cash "Amqui" location where the Ex-L&N Evansville, Indiana line, the Henderson Subdivision meets with the Terminal.
 Dispatch for the Henderson Sub is known as "SA" and operates on AAR58.
 There are two crossings near each other, Williams Ave and Nesbitt Lane at Amqui.
 From here the Terminal goes south about 2 miles to the Nashville National Cemetery to the first major location, known as Ekin, 000179, where there is a cross over track from number 1 to number 2 track (left to right track).
 There is also the first EDD (Defect Detector) at 000179.1.
 Few more miles southward, the next major location appears.
 At 000181.0, Maplewood is a major location for the Terminal.
 From here the regular Terminal goes south to swap crews at Kayne Ave, and the right side, Radnor Cutoff, detours the city and gives yard departures and arrivals direct access to and from Radnor yard to cities like Louisville and Chicago.
 The Cutoff runs from Maplewood to Shelby Park double track.
 From Shebly the track converges into one to pass the historic Shelby bridge, then it opens back to double track.
 From there, the cutoff hits the Intermediates at 0BA187.0 known as Chicken Pike.
 The Radnor Cutoff carries the L&N mainline classification of "0BA" but meets the main at the same milepost from the Terminal.
 At Chicken Pike, trains are staged to await arrival to Radnor yard.
 Once they get clearance, speed is decreased to 15, and at 0BA188.1 the EDD (Defect Detector) sounds for departures and arrivals.
 This location is known as North Radnor.
 The right track diverging from the #2 is known as A-1, it is for departure trains to Chattanooga and Atlanta.
 The left track which goes west from the #1 is known as A-2, and serves as a departure track to Memphis, and if the cutoff is out of service, all northbound departures.
 The interesting piece of Maplewood is the crossovers that are there to move trains from the Cutoff to the Main.
 Both lines remain double track for a while.
 The main runs south for 2 more miles until the Intermediate signals at 000183.0.
 Commonly trains will stop before Delmas Ave when Kayne Ave is at capacity and await dispatch permission before moving south.
 From here, the main continues south until the CR Cumberland River Swingbridge, where the main converges into a single track shortly to cross the bridge.
 At this point, trains had been running at track speed of around 40.
 From the drawbridge into town, speed is reduced to around 10.
 After the bridge is passed, the main returns to double track in downtown.
 On the #1 track about a half a mile south, another connecting track is present.
 This is the Wye track that connects the main with the Bruceton side, while rarely used for mainline trains, locals and river jobs use it.
 The location is known as 8th Avenue or 8th Avenue Wye.
 The main then runs down to Kayne Ave, the central hotbed of all Nashville thru traffic.
 The Memphis, Tennessee Ex-L&N Bruceton Subdivision meets with the Terminal.
 The Bruceton Sub begins at Church Street at 00N0.0.
 The line then runs single track until 00N0.7 "11th Avenue" where it turns into double track and also meets the aforementioned, Wye track.
 The Bruceton line then goes southwest a while to the next signals, at "Shops".
 Now speed has been increased.
 The line is still double track until "Sellars", where speed is increased to 40 and jurisdiction transferred to the SD Dispatcher.
 For a short time, 4 main tracks are present and an additional fifth track for switchers and yard movements.
 The tracks from left to right in Kayne Ave are as follows: 100, 99, 98, 12, 3.
 The Kayne Ave yard is also here in this area, which houses some frieght and some switcher engines.
 The tracks to the old shed are covered and removed.
 The Union Station is not an active station, but a historic hotel.
 Crew change usually occurs at the "walkway" which is under the Demombreun St bridge by the Kayne Ave Tower.
 This is also where the Ex-NC&StL Chattanooga Subdivision begins.
 Then tracks run south to Fogg St/South End where things get complicated.
 At milepost 000/0BA/00J187 the 98 track merges into the 12 track, making for 3 tracks now.
 There is a crossover from 99 to 12, also a crossover from 12 to 3.
 About 2/10ths of a mile down the 99 merges into the 12 track reducing the tracks back to the regular double.
 About 4/10ths of a mile down the line from Fogg St, 000187.4, Oak St, is a crossover track from #2 to #1 (the track names are no longer 3 and 12, but are back to regular names).
 When trains use this crossover northbound, such as Memphis bound trains from the A-2 line, they refer to it as "Long Lead".
 And now, the Terminal splits into two parts.
 The right side turns into a single track shortly, and will become the Chattanooga Subdivision, and the left side runs south to Brentwood.
 The right track runs single shortly until double track for a while.
 This begins part of the Chattanooga Sub or J-Line.
 The #2 meets with the A-2 connection track at 00J2.2 known as A-2.
 Speed is now increased to 40.
 Commonly northbounds will stage at 4th Ave on the #1 to await clearance.
 Now about a mile down the #1 meets the A-1 connection line.
 At 00J3.6 known as A-1.
 Further down the double track ends at Glencliff (00J4.9).
 Now it runs single for three miles until it hits Danley, which has the D Line connection track, which is an arrival track for incoming Radnor trains from the J Line.
 At Danley, the Terminal ends but the same dispatcher handles traffic, "SC".
 At Oak Street, our main terminal line goes south two miles to 000189.0 known as Criaghead or Vine Hill.
 There is a crossover here from #1 to #2 track.
 And there is also a connection/delivery track to the Nashville and Eastern Railroad which connects the Tennessee Central Railroad Museum to a major railroad.
 Trains sometimes stop on the #2 before Craighead if they are waiting to enter Radnor yard.
 Sometimes trains wait on the #1 at the Berry Road crossing if they await arrival to Kayne Ave. At this point, speed has been increased to 30 from 10.
 Moving south, the line hits Radnor Yard at 000192.
 The #2 track meets the E-Line arrival track which most Memphis trains and locals use.
 The B-Line which meets the #1 track is used for departures out of the C yard and local jobs.
 At Mayton, 000192.3, the B line meets the #1 track, and there is a crossover track from #2 to #1.
 Speed is now at 40.
 2 miles south, at 000194.0, South Radnor, the next intersection is present.
 This is where the Radnor A yard meets the main.
 There is a single departure/arrival track that meets the #2 track along with a crossover from #1 to #2 track.
 Commonly, the #2 track south of the signals is used to halt trains.
 This location is known as TVA, because of the power station that is adjacent.
 From here the Terminal runs about 2.5 miles south until we hit the southern tip.
 The tracks converge onto one single main, at 000/0BA196.6 known as Brentwood.
 Speed is increased to 50 and jurisdiction to the S.E. dispatcher.
 The right track is the main, S&NA North, while the left track is the Nashville Subdivision which runs to Columbia and exchanges freight with the TSRR.
 The Nashville Terminal Subdivision is one of the busiest locations on the CSX network, and one of the most important. Baltimore and Ohio Railroad
The Baltimore and Ohio Railroad is the oldest railroad in the United States and the first common carrier railroad.
 It came into being mostly because the city of Baltimore wanted to compete with the newly constructed Erie Canal (which served New York City) and another canal being proposed by Pennsylvania, which would have connected Philadelphia and Pittsburgh.
 At first this railroad was located entirely in the state of Maryland with an original line from the port of Baltimore west to Sandy Hook.
 At this point to continue westward, it had to cross into Virginia (now West Virginia) over the Potomac River, adjacent to the confluence of the Potomac and Shenandoah rivers.
 From there it passed through Virginia from Harpers Ferry to a point just west of the junction of Patterson Creek and the North Branch Potomac River where it crossed back into Maryland to reach Cumberland.
 From there it was extended to the Ohio River at Wheeling and a few years later also to Parkersburg, West Virginia. Patterson Creek
Patterson Creek is a 51.2 mi tributary of the North Branch Potomac River in West Virginia's Eastern Panhandle, in the United States.
 It enters the North Branch east of Cumberland, Maryland, with its headwaters located in Grant County, West Virginia.
 Patterson Creek is the watershed for two-thirds of Mineral County. Somerville Junction
Somerville Junction was the name of a railroad junction and station in Somerville, Massachusetts, United States.
 The station, which closed in 1927, was located at the site of the present-day park near the intersection of Centre and Woodbine Streets.
 Nearby, a westward connector split off from the main line of the Boston and Lowell Railroad.
 It was built by the B&L to connect to the Lexington and Arlington Railroad after its 1870 acquisition.
 A branch was later added, extending the connector to form the Fitchburg Cutoff.
 A publication highlighting Somerville railroad history in connection with the MBTA Green Line extension project includes a photo of the depot (also seen here, to the right) and a discussion of Somerville Junction's history.
 Per 1895 maps, the station was situated about 70 yards (65 meters) from the Central Street bridge, and the junction of the tracks was about 240 yards (225 meters) farther northwest. Patterson Creek Mountain
Patterson Creek Mountain is a mountain ridge that forms the border between Mineral and Hampshire counties and Grant and Hardy Counties in West Virginia's Eastern Panhandle.
 The mountain's namesake, Patterson Creek, parallels its western flank.
 The southern end of the Patterson Creek Mountain is near the confluence of Lunice Creek and the South Branch Potomac River and its northern end is located southwest of Springfield.
 The mountain reaches its highest elevation at Charles Knob. Patterson Creek Cutoff
The Patterson Creek Cutoff is an abandoned railroad line built by the Baltimore and Ohio Railroad (B&O) in northern West Virginia and Western Maryland, that served trains running on the B&O "West End" line in the Cumberland, Maryland area.
 The cutoff route ran from McKenzie, Maryland to Patterson Creek, West Virginia, providing a bypass of the B&O rail yard in Cumberland for coal trains moving between Keyser, West Virginia and Brunswick, Maryland. Landenberg Junction, Delaware
Landenberg Junction is an unincorporated community and small railroad junction in New Castle County, Delaware near Wilmington.
 It is situated at the junction of CSX Transportation's Philadelphia Subdivision and the Wilmington and Western Railroad, which operates tourist trains between Greenbank and Hockessin.
 Both lines were formerly owned by the Baltimore and Ohio Railroad.
 The current Wilmington and Western Railroad line ran from the junction at Elsmere to Landenberg, Pennsylvania until the 1940s when the B&O decided to cut back the line to the town of Southwood, Delaware and eventually, the line was cut back to Hockessin in the 1950s. Nicholson Cutoff
The Nicholson Cutoff (also known as the Clark's Summit-Hallstead Cutoff) is a railroad segment of the Sunbury Line rail line and formerly a railroad segment of the Delaware, Lackawanna and Western Railroad main line and the Delaware and Hudson Railway South Line.
 The Nicholson Cutoff and the rest of the Sunbury Line is owned by Norfolk Southern Railway.
 The Nicholson Cutoff was once a rail line until it became part of the Delaware, Lackawanna and Western main line.