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Waco, Beaumont, Trinity and Sabine Railway

October 31, 2023

The Waco, Beaumont, Trinity and Sabine Railway (WBT&S) was a standard gauge U.S. shortline railroad located in East Texas. The company was formed from two earlier shortlines that interchanged in Trinity, Texas, and had come under the control of the Missouri, Kansas and Texas Railway, but were spun off in 1923 as part of that company's bankruptcy reorganization. The WBT&S itself declared bankruptcy in 1930 and would operate under receivership for the rest of its existence—the longest bankruptcy in Texas rail history.[1]

Waco, Beaumont, Trinity and Sabine Railway
Overview
Main region(s)East Texas
HeadquartersTrinity, Texas
Key people
  • William Carlisle
  • Paul T. Sanderson
  • T.L. Epperson
FoundersR.C. Duff
Dates of operationApril 1, 1923 (1923-04-01)–1959 (1959)[1][2]
PredecessorMissouri, Kansas and Texas Railway
Technical
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Length115 miles (185 km)[3]

The line became characterized by financial hardship; by the late 1940s, most of the system had been abandoned, passenger and mail service was reduced to an improvised railcar built from a Ford Model A,[4][5] and its track was so dilapidated that locals sarcastically referred to the line as the Wobble, Bobble, Turnover and Stop,[1][2] alternately the Wobbly, Bobbly, Turnover and Stop[3] or the Wobblety, Bobblety, Turnover and Stop,[6] often shortened to the Wobbly or the Wobblety. Another nickname was Won't be Back 'Til Saturday.[3][6] In 1959, the railroad's sole operable locomotive failed an Interstate Commerce Commission safety inspection, and its trains never ran again.[1][2] Little trace of the Wobbly remains today; all rails except some industrial and yard tracks in Trinity were removed between 1959 and 1972, and all buildings were demolished by 1986, but the Wobbly's last locomotive has been preserved and is displayed at the Galveston Railroad Museum.

History edit

Predecessors edit

The first of two shortlines that would later constitute the WBT&S was the Trinity and Sabine Railway (T&S), which was chartered in 1881 to move timber via the International–Great Northern Railroad (IGN), which operated as part of the Missouri Pacific Railroad (MP) system.[2][7][8] Jay Gould, the railroad magnate who controlled the MP, the IGN, and Missouri, Kansas and Texas Railway (MK&T, popularly known as the Katy), purchased the incomplete T&S on December 9, 1882, and sold it later that same day to the MK&T.[8] The purchase did nothing to increase traffic on the Katy main line through Waco about 100 miles (160 km) away, and there was no plan to connect the lines;[9] the T&S was intended solely to funnel traffic to the IGN. In 1884, the 66-mile (106 km) line from Trinity to Colmesneil was completed at a cost of $2,640,000 ($86 million in 2022), with the MP acting as the construction contractor.[10] Historian V.V. Masterson writes that this was part of a complex scheme by Gould to strengthen the MP using MK&T capital—a scheme Masterson describes as the "systematic looting" of the Katy.[11] The T&S became popularly known as the "orphan division" or "orphan Katy" due to its isolation from the bulk of the Katy system.[2][12]

The second WBT&S ancestor was the Beaumont and Great Northern Railroad (B&GN), founded in 1905,[1][2] the brainchild of William Carlisle, a lumber magnate who owned two sawmills, 140,000 acres (57,000 ha) of prime timberland, and a headquarters in Onalaska, near the planned railway's midpoint. The BG&N built a 48-mile (77 km) rail line from Weldon through Trinity and Onalaska to Livingston.[6] The company was soon taken over by Beaumont lawyer and board member R.C. Duff, who envisioned extending it westwards to Waco and southwards to Beaumont and Sabine Pass, Port Arthur, where it would connect to the Gulf of Mexico. Duff was unable to adequately fund his ambitions and sold the railway back to Carlisle, but Duff later convinced Carlisle that the line could be sold to the Katy. Carlisle sold his interest back to Duff, who in turn initiated sale to the MK&T, but the Katy was mired in an antitrust lawsuit with the state of Texas and had to put the purchase on hold.[13] In 1914, the Katy resolved the lawsuit, purchased the BG&N, and leased it for 99 years.[1]

A considerable amount of traffic was generated by a large sawmill operated by the Texas Long Leaf Lumber Company (TLLLC) in Trinity, where the MK&T connected to an extensive network of TLLLC logging railroads.[4] Despite this, the isolated branch lines were not profitable.[3] The Katy entered receivership in 1915, largely due to overexpansion, and formulated a plan to spin off less profitable branches. The reorganization was put on hold by the 1917 nationalization of the U.S. rail system prompted by World War I, but was restarted when the government relinquished control of the nation's railroads in 1920.[13] In 1922, the Katy petitioned the Interstate Commerce Commission (ICC) to allow the abandonment of the BG&N and T&S, but the agency deemed the lines vital to the economy of the area and would not permit it.[3]

Independence and bankruptcy edit

In 1923, the Katy sold the former BG&N to Duff, who revived his plan to extend the railroad to Central Texas and the Gulf of Mexico, naming it the Waco, Beaumont, Trinity and Sabine Railway.[13] Independent operations started on April 1, 1923. Later that year, Duff purchased the former T&S for $100,000 ($1.72 million in 2022)—a small fraction of its construction cost—and merged it with the WBT&S in 1924.[1][8] Duff is rumored not to have paid the Katy the full $100,000, but the MKT[a] is said not to have pressed the matter because of its heavy and persistent losses operating the railroad.[3]

The WBT&S interchanged with the MP at Trinity, the Groveton, Lufkin, and Northern Railway (GL&N) at Groveton, the Texas and New Orleans Railroad (T&NO) at Colmesneil, and the Houston, East and West Texas Railway (HE&WT) at Corrigan and Livingston. The HE&WT and T&NO were part of the Southern Pacific Railroad (SP) system.[2]

In 1926, the WBT&S reported earnings of $25,802 ($426,509 in 2022) from passenger service and $243,020 ($4.02 million in 2022) from freight.[1] However, it was consistently losing money after expenses.[3] In 1927, Duff obtained approval from the ICC for his extension plan, but he was unable to raise adequate funds and no construction was ever undertaken. (Of the four locations in the Waco, Beaumont, Trinity and Sabine name, the only one the railroad ever served was the city of Trinity.)[1][14]

In 1930, the depletion of local timber and the onset of the Great Depression plunged the railroad into bankruptcy.[1][5] Duff was forced out and TLLLC president Paul T. Sanderson was appointed receiver.[3] In 1931 the Trinity County Lumber Company, which owned the GL&N, closed its sawmill;[15][16] the GL&N, which interchanged with the former T&S Trinity–Colmesneil line, was abandoned soon thereafter.[b] Minimal traffic remained on the former T&S, and in 1936, it was abandoned in its entirety.[1][2][5]

In 1941, the former BG&N west of Trinity was truncated from Weldon to Kittrell.[1] In 1944, Sanderson died and T.L. Epperson of Trinity was appointed receiver.[3] Around this time, passenger and mail service from Trinity to Livingston had been reduced to an improvised railcar built from a Ford Model A,[4] which towed an improvised trailer to comply with Jim Crow laws regarding carriage of Black passengers.[5]

Remaining major WBT&S customers were a sand refining plant at Luce (near Sebastopol), pulpwood yards in several locations, a basket plant and a box plant in Trinity, and crude oil and mineral oil loading in Kittrell.[15][3] In 1945, the Humble Oil Company crude oil loading rack at Kittrell shut down.[15] In 1948, the Wobbly was earning some revenue by convincing local businesses to consign freight shipped on the MP to the WBT&S Trinity depot although the freight was not actually handled by WBT&S trains.[citation needed] In 1949, 23.6 miles (38.0 km) of the former BG&N from Livingston to Luce was removed, severing the line's remaining connection to the SP.[1][2][3]

By this time, the Wobbly was operating trains infrequently, and derailments were a constant problem due to minimal maintenance.[2][3] The WBT&S suffered another blow when the Luce sand plant burned and was not rebuilt because changing oil drilling techniques had reduced the demand for its products.[3] The TLLLC sawmill in Trinity, a major WBT&S customer, shut down in 1955.[18]

In 1959, the Wobbly's sole operable steam locomotive failed an ICC safety inspection, and operations ceased permanently.[1][2] The company operated under receivership from 1930 until its books were finally closed in 1961—the longest bankruptcy in Texas rail history.[1]

Post-abandonment edit

Most WBT&S track was removed by 1961.[1] The only significant remainder was a 5-mile (8.0 km) section purchased by the Trinity Chamber of Commerce with the main objective of maintaining rail service to the American Box Company, a major local employer. By 1972, most of the five miles had been removed, and the 1,250 feet (380 m) of track from the MP main line to the box plant was the only significant remnant of the Wobbly system.[3]

Equipment and facilities edit

When it commenced operations in 1923, the WBT&S equipment roster consisted of six 2-6-0 steam locomotives inherited secondhand from the MKT[a] and B&GN, numbered 101–106. For passenger service, it had four passenger coaches, a combination car, and two baggage cars. For freight and maintenance of way, the railroad had 17 boxcars, nine flatcars, two cabooses, and two maintenance cars.[15]

In 1933, the WBT&S obtained two ex-IGN 4-6-0 locomotives, which retained their IGN numbers of 273 and 277; the remaining 2‑6‑0s were taken out of service and later scrapped. Between 1934 and 1939, all WBT&S freight and passenger cars were taken out of service; only two cabooses and two unidentified cars classified as "miscellaneous" remained.[15]

In 1948, a small 2-6-2 built by Baldwin Locomotive Works in 1920, numbered 1, was obtained from a logging railroad; this was the engine condemned by the ICC in 1959.[4] After the Wobbly shut down, it was abandoned to rust away in the Trinity yard.[5] In 1981, it was donated to the Galveston Railroad Museum and cosmetically restored, and as of 2023, it is on public display there.[19]

The two most significant WBT&S buildings were located in Trinity near the IGN/MP main line: an enginehouse and shop, and a large two-story combination depot and office building with the company headquarters on the second floor.[15] The depot and offices were removed sometime before September 1972;[3] the enginehouse, the Wobbly's last remaining structure, was demolished in 1986.[15]

References edit

Notes edit

  1. ^ a b As part of its reorganization, the Missouri, Kansas and Texas Railway was renamed the Missouri–Kansas–Texas Railroad or MKT.
  2. ^ Sources differ regarding the GL&N abandonment date; Maxwell states 1931,[17] Young states 1932,[16] and Durrenberger states 1934.[15]

Citations edit

  1. ^ a b c d e f g h i j k l m n o p Werner, George C. (January 1, 1995) [1952]. "Waco, Beaumont, Trinity and Sabine Railway". Handbook of Texas Online. Texas State Historical Association. Retrieved October 13, 2023.
  2. ^ a b c d e f g h i j k Durrenberger 1988, p. 90.
  3. ^ a b c d e f g h i j k l m n o "WBTS Made Daily Runs Was Major Transportation Link". The Trinity Standard. Trinity, Texas. September 28, 1972.
  4. ^ a b c d Durrenberger 1988, pp. 90–91.
  5. ^ a b c d e Maxwell 1998, p. 75.
  6. ^ a b c Maxwell 1998, p. 73.
  7. ^ Maxwell 1998, pp. 77–78.
  8. ^ a b c Masterson 1952, p. 227.
  9. ^ Maxwell 1998, p. 78.
  10. ^ Masterson 1952, pp. 227, 234.
  11. ^ Masterson 1952, pp. 224–227.
  12. ^ Maxwell 1998, p. 77.
  13. ^ a b c Maxwell 1998, p. 74.
  14. ^ Maxwell 1998, pp. 74–75.
  15. ^ a b c d e f g h Durrenberger 1988, p. 91.
  16. ^ a b Young, Nancy (January 1, 1995) [1952]. "Groveton, Lufkin and Northern Railway". Handbook of Texas Online. Texas State Historical Association. Retrieved October 13, 2023.
  17. ^ Maxwell 1998, p. 81.
  18. ^ Connell, Sidney (March 12, 2021) [1952]. "Trinity, TX (Trinity County)". Handbook of Texas Online. Texas State Historical Association. Retrieved October 13, 2023.
  19. ^ "Galveston Railroad Museum - Locomotives". galvestonrrmuseum.org. Galveston Railroad Museum. Retrieved October 13, 2023.

Bibliography edit

  • Durrenberger, Cyril (July 1988). "A railroad you can model: The Wobble, Bobble, Turnover & Stop". Model Railroader. Milwaukee, Wisconsin: Kalmbach Publishing Company.
  • Masterson, V.V. (1952). The Katy Railroad and the Last Frontier (1st ed.). Norman, Oklahoma: University of Oklahoma Press.
  • Maxwell, Robert S. (1998). Whistle in the Piney Woods: Paul Bremond and the Houston, East and West Texas Railway. Denton, Texas: East Texas Historical Association and University of North Texas Press. ISBN 1-57441-061-X.

External links edit

  • Waco, Beaumont, Trinity and Sabine Railway - additional photos and documents

October 31, 2023
waco, beaumont, trinity, sabine, railway, standard, gauge, shortline, railroad, located, east, texas, company, formed, from, earlier, shortlines, that, interchanged, trinity, texas, come, under, control, missouri, kansas, texas, railway, were, spun, 1923, part. The Waco Beaumont Trinity and Sabine Railway WBT amp S was a standard gauge U S shortline railroad located in East Texas The company was formed from two earlier shortlines that interchanged in Trinity Texas and had come under the control of the Missouri Kansas and Texas Railway but were spun off in 1923 as part of that company s bankruptcy reorganization The WBT amp S itself declared bankruptcy in 1930 and would operate under receivership for the rest of its existence the longest bankruptcy in Texas rail history 1 Waco Beaumont Trinity and Sabine RailwayOverviewMain region s East TexasHeadquartersTrinity TexasKey peopleWilliam Carlisle Paul T Sanderson T L EppersonFoundersR C DuffDates of operationApril 1 1923 1923 04 01 1959 1959 1 2 PredecessorMissouri Kansas and Texas RailwayTechnicalTrack gauge4 ft 8 1 2 in 1 435 mm standard gaugeLength115 miles 185 km 3 The line became characterized by financial hardship by the late 1940s most of the system had been abandoned passenger and mail service was reduced to an improvised railcar built from a Ford Model A 4 5 and its track was so dilapidated that locals sarcastically referred to the line as the Wobble Bobble Turnover and Stop 1 2 alternately the Wobbly Bobbly Turnover and Stop 3 or the Wobblety Bobblety Turnover and Stop 6 often shortened to the Wobbly or the Wobblety Another nickname was Won t be Back Til Saturday 3 6 In 1959 the railroad s sole operable locomotive failed an Interstate Commerce Commission safety inspection and its trains never ran again 1 2 Little trace of the Wobbly remains today all rails except some industrial and yard tracks in Trinity were removed between 1959 and 1972 and all buildings were demolished by 1986 but the Wobbly s last locomotive has been preserved and is displayed at the Galveston Railroad Museum Contents 1 History 1 1 Predecessors 1 2 Independence and bankruptcy 1 3 Post abandonment 2 Equipment and facilities 3 References 3 1 Notes 3 2 Citations 3 3 Bibliography 4 External linksHistory editPredecessors edit The first of two shortlines that would later constitute the WBT amp S was the Trinity and Sabine Railway T amp S which was chartered in 1881 to move timber via the International Great Northern Railroad IGN which operated as part of the Missouri Pacific Railroad MP system 2 7 8 Jay Gould the railroad magnate who controlled the MP the IGN and Missouri Kansas and Texas Railway MK amp T popularly known as the Katy purchased the incomplete T amp S on December 9 1882 and sold it later that same day to the MK amp T 8 The purchase did nothing to increase traffic on the Katy main line through Waco about 100 miles 160 km away and there was no plan to connect the lines 9 the T amp S was intended solely to funnel traffic to the IGN In 1884 the 66 mile 106 km line from Trinity to Colmesneil was completed at a cost of 2 640 000 86 million in 2022 with the MP acting as the construction contractor 10 Historian V V Masterson writes that this was part of a complex scheme by Gould to strengthen the MP using MK amp T capital a scheme Masterson describes as the systematic looting of the Katy 11 The T amp S became popularly known as the orphan division or orphan Katy due to its isolation from the bulk of the Katy system 2 12 The second WBT amp S ancestor was the Beaumont and Great Northern Railroad B amp GN founded in 1905 1 2 the brainchild of William Carlisle a lumber magnate who owned two sawmills 140 000 acres 57 000 ha of prime timberland and a headquarters in Onalaska near the planned railway s midpoint The BG amp N built a 48 mile 77 km rail line from Weldon through Trinity and Onalaska to Livingston 6 The company was soon taken over by Beaumont lawyer and board member R C Duff who envisioned extending it westwards to Waco and southwards to Beaumont and Sabine Pass Port Arthur where it would connect to the Gulf of Mexico Duff was unable to adequately fund his ambitions and sold the railway back to Carlisle but Duff later convinced Carlisle that the line could be sold to the Katy Carlisle sold his interest back to Duff who in turn initiated sale to the MK amp T but the Katy was mired in an antitrust lawsuit with the state of Texas and had to put the purchase on hold 13 In 1914 the Katy resolved the lawsuit purchased the BG amp N and leased it for 99 years 1 A considerable amount of traffic was generated by a large sawmill operated by the Texas Long Leaf Lumber Company TLLLC in Trinity where the MK amp T connected to an extensive network of TLLLC logging railroads 4 Despite this the isolated branch lines were not profitable 3 The Katy entered receivership in 1915 largely due to overexpansion and formulated a plan to spin off less profitable branches The reorganization was put on hold by the 1917 nationalization of the U S rail system prompted by World War I but was restarted when the government relinquished control of the nation s railroads in 1920 13 In 1922 the Katy petitioned the Interstate Commerce Commission ICC to allow the abandonment of the BG amp N and T amp S but the agency deemed the lines vital to the economy of the area and would not permit it 3 Independence and bankruptcy edit In 1923 the Katy sold the former BG amp N to Duff who revived his plan to extend the railroad to Central Texas and the Gulf of Mexico naming it the Waco Beaumont Trinity and Sabine Railway 13 Independent operations started on April 1 1923 Later that year Duff purchased the former T amp S for 100 000 1 72 million in 2022 a small fraction of its construction cost and merged it with the WBT amp S in 1924 1 8 Duff is rumored not to have paid the Katy the full 100 000 but the MKT a is said not to have pressed the matter because of its heavy and persistent losses operating the railroad 3 The WBT amp S interchanged with the MP at Trinity the Groveton Lufkin and Northern Railway GL amp N at Groveton the Texas and New Orleans Railroad T amp NO at Colmesneil and the Houston East and West Texas Railway HE amp WT at Corrigan and Livingston The HE amp WT and T amp NO were part of the Southern Pacific Railroad SP system 2 In 1926 the WBT amp S reported earnings of 25 802 426 509 in 2022 from passenger service and 243 020 4 02 million in 2022 from freight 1 However it was consistently losing money after expenses 3 In 1927 Duff obtained approval from the ICC for his extension plan but he was unable to raise adequate funds and no construction was ever undertaken Of the four locations in the Waco Beaumont Trinity and Sabine name the only one the railroad ever served was the city of Trinity 1 14 In 1930 the depletion of local timber and the onset of the Great Depression plunged the railroad into bankruptcy 1 5 Duff was forced out and TLLLC president Paul T Sanderson was appointed receiver 3 In 1931 the Trinity County Lumber Company which owned the GL amp N closed its sawmill 15 16 the GL amp N which interchanged with the former T amp S Trinity Colmesneil line was abandoned soon thereafter b Minimal traffic remained on the former T amp S and in 1936 it was abandoned in its entirety 1 2 5 In 1941 the former BG amp N west of Trinity was truncated from Weldon to Kittrell 1 In 1944 Sanderson died and T L Epperson of Trinity was appointed receiver 3 Around this time passenger and mail service from Trinity to Livingston had been reduced to an improvised railcar built from a Ford Model A 4 which towed an improvised trailer to comply with Jim Crow laws regarding carriage of Black passengers 5 Remaining major WBT amp S customers were a sand refining plant at Luce near Sebastopol pulpwood yards in several locations a basket plant and a box plant in Trinity and crude oil and mineral oil loading in Kittrell 15 3 In 1945 the Humble Oil Company crude oil loading rack at Kittrell shut down 15 In 1948 the Wobbly was earning some revenue by convincing local businesses to consign freight shipped on the MP to the WBT amp S Trinity depot although the freight was not actually handled by WBT amp S trains citation needed In 1949 23 6 miles 38 0 km of the former BG amp N from Livingston to Luce was removed severing the line s remaining connection to the SP 1 2 3 By this time the Wobbly was operating trains infrequently and derailments were a constant problem due to minimal maintenance 2 3 The WBT amp S suffered another blow when the Luce sand plant burned and was not rebuilt because changing oil drilling techniques had reduced the demand for its products 3 The TLLLC sawmill in Trinity a major WBT amp S customer shut down in 1955 18 In 1959 the Wobbly s sole operable steam locomotive failed an ICC safety inspection and operations ceased permanently 1 2 The company operated under receivership from 1930 until its books were finally closed in 1961 the longest bankruptcy in Texas rail history 1 Post abandonment edit Most WBT amp S track was removed by 1961 1 The only significant remainder was a 5 mile 8 0 km section purchased by the Trinity Chamber of Commerce with the main objective of maintaining rail service to the American Box Company a major local employer By 1972 most of the five miles had been removed and the 1 250 feet 380 m of track from the MP main line to the box plant was the only significant remnant of the Wobbly system 3 Equipment and facilities editWhen it commenced operations in 1923 the WBT amp S equipment roster consisted of six 2 6 0 steam locomotives inherited secondhand from the MKT a and B amp GN numbered 101 106 For passenger service it had four passenger coaches a combination car and two baggage cars For freight and maintenance of way the railroad had 17 boxcars nine flatcars two cabooses and two maintenance cars 15 In 1933 the WBT amp S obtained two ex IGN 4 6 0 locomotives which retained their IGN numbers of 273 and 277 the remaining 2 6 0s were taken out of service and later scrapped Between 1934 and 1939 all WBT amp S freight and passenger cars were taken out of service only two cabooses and two unidentified cars classified as miscellaneous remained 15 In 1948 a small 2 6 2 built by Baldwin Locomotive Works in 1920 numbered 1 was obtained from a logging railroad this was the engine condemned by the ICC in 1959 4 After the Wobbly shut down it was abandoned to rust away in the Trinity yard 5 In 1981 it was donated to the Galveston Railroad Museum and cosmetically restored and as of 2023 it is on public display there 19 The two most significant WBT amp S buildings were located in Trinity near the IGN MP main line an enginehouse and shop and a large two story combination depot and office building with the company headquarters on the second floor 15 The depot and offices were removed sometime before September 1972 3 the enginehouse the Wobbly s last remaining structure was demolished in 1986 15 References editNotes edit a b As part of its reorganization the Missouri Kansas and Texas Railway was renamed the Missouri Kansas Texas Railroad or MKT Sources differ regarding the GL amp N abandonment date Maxwell states 1931 17 Young states 1932 16 and Durrenberger states 1934 15 Citations edit a b c d e f g h i j k l m n o p Werner George C January 1 1995 1952 Waco Beaumont Trinity and Sabine Railway Handbook of Texas Online Texas State Historical Association Retrieved October 13 2023 a b c d e f g h i j k Durrenberger 1988 p 90 a b c d e f g h i j k l m n o WBTS Made Daily Runs Was Major Transportation Link The Trinity Standard Trinity Texas September 28 1972 a b c d Durrenberger 1988 pp 90 91 a b c d e Maxwell 1998 p 75 a b c Maxwell 1998 p 73 Maxwell 1998 pp 77 78 a b c Masterson 1952 p 227 Maxwell 1998 p 78 Masterson 1952 pp 227 234 Masterson 1952 pp 224 227 Maxwell 1998 p 77 a b c Maxwell 1998 p 74 Maxwell 1998 pp 74 75 a b c d e f g h Durrenberger 1988 p 91 a b Young Nancy January 1 1995 1952 Groveton Lufkin and Northern Railway Handbook of Texas Online Texas State Historical Association Retrieved October 13 2023 Maxwell 1998 p 81 Connell Sidney March 12 2021 1952 Trinity TX Trinity County Handbook of Texas Online Texas State Historical Association Retrieved October 13 2023 Galveston Railroad Museum Locomotives galvestonrrmuseum org Galveston Railroad Museum Retrieved October 13 2023 Bibliography edit Durrenberger Cyril July 1988 A railroad you can model The Wobble Bobble Turnover amp Stop Model Railroader Milwaukee Wisconsin Kalmbach Publishing Company Masterson V V 1952 The Katy Railroad and the Last Frontier 1st ed Norman Oklahoma University of Oklahoma Press Maxwell Robert S 1998 Whistle in the Piney Woods Paul Bremond and the Houston East and West Texas Railway Denton Texas East Texas Historical Association and University of North Texas Press ISBN 1 57441 061 X External links edit nbsp Railways portalWaco Beaumont Trinity and Sabine Railway additional photos and documents Retrieved from https en wikipedia org w index php title Waco Beaumont Trinity and Sabine Railway amp oldid 1182632160 History, wikipedia, wiki, book, books, library,

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