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Southern Pacific Depot, Woodland, CA
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The History of the Woodland Southern Pacific Train Depot

The Woodland Southern Pacific train depot was 100 years old in 2011. Built in 1911, it was the third of four train depots that were built in Woodland. It is the only original one still remaining and is located at the corner of Lincoln Avenue and Sixth Street. This landmark building has witnessed many historical events and has had many famous and not so famous people walk through its waiting room doors to board trains heading north and south. It has seen good times when its outside arcade was full of people waiting to catch a train or meet someone arriving on one. It also saw years of decline and decay as travel by train to Woodland declined then stopped altogether. For a time it served as a Greyhound bus depot, all the while becoming more run down. Finally, all railroad activities were moved out of it and it was set for demolition. Only a concerted effort by a coalition of historical preservation groups, the City of Woodland, and many individuals and businesses saved this last of its kind building from being destroyed. Now it is nearly restored to its original grandeur and is once again a community gathering place.

A New Depot is Built

The first train depot built in Woodland was located near Lincoln Avenue and College Street and was built by the California Pacific Railroad in 1869 when the California Pacific Railroad built a branch rail line from Davis to Yuba City, through Woodland. The tracks were laid west of the center of town along College Street which was then known as Railroad Avenue. There is a plaque on the Midtown Building at Dead Cat Alley that shows where the track ran. This building was two stories and had a long uncovered platform.

In 1872, the tracks were relocated to the east side of town along East Street and a depot and freight shed were built just south of Main Street by the California Pacific Railroad, a precursor of the Southern Pacific Railroad. This new depot was a two story wooden building with a one story freight shed extending south. The waiting room and ticket office were downstairs and the station agent lived in an upstairs apartment. This depot was used heavily as Woodland grew and there are many pictures of it. It was served by the horse-drawn Woodland Street Railroad which ran down Main Street. A restored horse car from this railroad is on display at the Heidrick Ag History Center in Woodland. In 1906, it served as a staging area to send relief supplies and the local National Guard unit to San Francisco after the earthquake and fire.

By 1910, however, the business community thought that the old depot, now nearly 40 years old, was outdated and that Woodland needed a new depot with larger waiting rooms. In February of that year, a delegation from the Chamber of Commerce went to San Francisco to talk to Southern Pacific Railroad officials. When they returned on the midnight train, they had a commitment from the railroad to build a new depot, but no firm date as to when it would be built. Several other towns in the region remained ahead of Woodland on the list to receive new depots.

Rumors of the new depot persisted in the newspaper until February 1911, when SP Superintendent Sheridan informed Woodland Station Agent John Fingland that a new depot was to be built. The recent news that the Northern Electric Railway (later known as the Sacramento Northern) was building a rail line into Woodland with a new depot at Second and Main Streets probably hastened this decision. Southern Pacific decided that the new depot would be located south of the old depot, straddling Lincoln Avenue. This location was chosen so that long trains could stop at the new depot without having to uncouple at Main and Oak Streets for roadway traffic. This decision was controversial but was approved after community leaders met with Superintendent Sheridan.

Construction of the new depot was begun in April, 1911, and completed Monday August 7, 1911. It was built using the standard Southern Pacific colonnade design with Colonial Revival and Craftsman elements which were popular at the time. For the most part, Southern Pacific crews were brought in by train and were used to construct the depot with one exception. A construction document found in the depot and newspaper reports show that local plasterer W.M. Williams was contracted to plaster all the walls and ceilings, and construct the cement floors in the waiting rooms and restrooms for $220. This was probably done as a concession to the business community for building the depot across Lincoln Avenue which they originally opposed.

Constructed of prime redwood and Douglas fir, the new depot was equipped with “every modern accommodation” according to the Woodland Daily Democrat newspaper, including electricity and indoor restrooms. It also had a larger waiting room and a separate women’s waiting room, an attic store room, baggage room, and ticket and telegraph office. The 156 foot long arcade platform was 40 feet longer than the old depot and was supported with 13 cast iron columns. As was the new custom, there no longer were living quarters for the station agent, and Agent Fingland and his wife moved to a residence on Depot Street east of the depot.

After some controversy and delay, Woodland finally got its new train depot, and more. As part of the construction project, the Southern Pacific Railroad rebuilt its rail yard around the new depot, and moved the old depot southwest of the new one to be used exclusively as a freight depot. New roads were built to provide access to the depot and new landscaping was planted. The old hitching posts were moved to the new depot since it was still primarily served by horse-drawn conveyances.

When the Historic Woodland Train Depot was built in 1911, trains were the primary form of long distance transportation, women were organizing to get the vote, Woodland City Trustees voted to close the city’s saloons, and automobiles were still a novelty. Mark Twain had died just a year earlier and the Titanic sank a year later. Woodland was a growing city with the new train depot as its main point of entry and connection to the outside world. The Historic Woodland Train Depot was brand new and just beginning to experience its 100 years of history.

As part of the depot’s birthday celebration, the Sacramento Valley Historical Railways posted the Depot Diary, a day-to-day report by the Woodland Daily Democrat newspaper of the construction of the depot in 1911.

When the Passenger Trains Still stopped in Woodland

The Southern Pacific Railroad opened its new passenger depot in Woodland on August 7, 1911 with no fanfare. According to the Woodland Democrat newspaper, “the order to move into the new passenger depot came rather unexpectedly Monday afternoon. The electrician was here and anxious to get away and it was decided to move right away. The transfer was made about 5 o’clock. The new desks have not yet arrived, so it was necessary to move the old ones over for temporary use. As a result, the interior of the office looks rather shabby, as the old furniture is not in keeping with the spick and span appearance of the building. When the illuminations were turned on the building presented a decidedly attractive appearance.”

During the early years of its operation, this depot was heavily patronized and was a stop for many scheduled and named trains on the West Valley Line. Historic photos regularly show large crowds in front of the depot. When the depot opened, John Fingland was the Station Agent. He was assisted by First Assistant Agent, C.A. King and Cashier, F.W. Weaver. The telephone number to the depot was “1”, and up to 14 sacks of mail arrived daily on the morning train.

Initially, there were 12 scheduled passenger trains that stopped at the depot daily, six headed north and six headed south. These included the San Francisco Express, Marysville Passenger, Oroville Passenger, Portland Express, Red Bluff Passenger and motors to and from Hamilton, Tehama and Sacramento. The Shasta Limited went past the depot but did not stop. On Sundays during the summer of 1911 there was a special motor from Sacramento to Orland and return to accommodate baseball fans and other business.

In 1911, the Woodland Democrat documented the arrivals and departures of prominent Woodland citizens at the depot in its “Railroad Notes” column. Among those mentioned as the first passengers at the new depot were well-known local residents George Merritt, P. N. Ashley, Gus Schluer, Clarence Porter, Sheriff Monroe, Miss Mary Bemmerly, Mr. and Mrs. Joe Germeshausen, and Mrs. A.S. Abele.

By 1920, the “Railroad Notes” column had been discontinued and there was little mention of the Southern Pacific depot in the newspaper. However, stories about automobiles and automobile crashes dominated the headlines as cars began to compete with the railroads for travellers. As noted in Shipley Walters’ book, Woodland City of Trees, by 1926, there were eight car dealerships in Woodland with several located on Main Street not far from the depot. The Apartment Auto Campgrounds was located south of depot.

Travel by rail to Woodland remained steady and the depot continued to be used extensively by the public. In February 1922, two new trains, the northbound Dunsmuir Passenger and the southbound Sacramento Passenger, were added to the schedule and stopped in Woodland. These trains were popular with the public. Routine events at the depot were also occasionally documented such as in August 1930 when Woodland police arrested a man on a freight train as it pulled into the depot. A telephone call from Davis alerted them that he was trying to loot a piece of well drilling machinery being shipped on the train to Willows.

The depot was also witness to several historic events. Two presidential candidates stopped at the Woodland depot and gave campaign speeches, Charles Evans Hughes in 1916 and Franklin Roosevelt in 1932. On November 16, 1916, according to an article in the Daily Democrat by Larry Schapiro, Woodland National Guard Company F returned from the 1916 Punitive Expedition in response to Mexican revolutionary Poncho Villa’s attacks on U.S. soil and detrained at the depot to a large public welcome. Less than 5 months later as the United States entered World War I, this same company left Woodland by train, only this time from the Northern Electric depot on Main Street.

As US involvement in World War II became more immanent, the first 3 Yolo County men to be drafted for military service boarded a train on November 18, 1940 after a brief ceremony at the depot. Others would soon follow after the US entered the war. Then on May 20, 1942, 418 Yolo County citizens of Japanese ancestry were required to board a train to the Merced Assembly Center. The majority were then sent on to the Granada Relocation Center in Colorado for the remainder of World War II. Famed Depression era photographer Dorothea Lange captured this emotional moment in a series of black and white photographs.

After World War II ended, things began to change at the Woodland depot as fewer people travelled by train.

The Decline and Near Demise of a Woodland Landmark

By September 1951 the Southern Pacific passenger depot in Woodland was 40 years old and showing its age. That year significant repairs were made and the depot received a new roof. A few years later, in January 1956, the depot was painted “sea foam green” replacing its original colonial yellow paint scheme which was no longer popular with local residents. The next year, in April 1957, as a cost cutting measure, freight operations were moved from the old freight depot to the baggage room of the passenger depot. A door was installed between the agent’s office and the baggage room, and the trunk platform was removed from the west wall of the baggage room. The sliding door above the trunk platform was raised to accommodate a truck loading dock that was installed in the western two thirds of the baggage room and extended through the doorway. The screen partitions were also removed from the counter in the office, and the sink in the office was moved to the men’s restroom.

In November 1959, additional repairs and alterations were made to the depot by Southern Pacific, and by January 1960, the Greyhound Bus Company had moved from its Main Street location to the two leased waiting rooms in the depot. The alterations included installing a ticket counter by the south main waiting room wall, removing the wall between the main waiting room and the women’s waiting room, and installing double doors on the north and west walls. A Greyhound Bus sign was put on the north end of the depot roof.

Also around this time, and possibly as part of this same project, the depot office was remodeled. The alterations to the office included installing sheets of dark brown wood paneling on the walls above the wainscoting and installing fluorescent ceiling light fixtures. Gold and brown vinyl flooring was installed on the wood floor, and a gas heater was suspended from the ceiling in the office with a vent running through the wall to the waiting room. Later, a restroom for train crews was constructed in the southeast corner of the baggage room accessed through a new exterior door in the south wall.

During this time of change and decline in railroad passenger operations, several SP employees worked at the Woodland passenger depot, including Edward D. Queen who worked as the chief passenger and freight agent from 1947 until he retired in 1957. He was followed as agent by Richard Henry Vermilion who worked there at least until 1965. Vermilion was also listed in the phone directory as the agent for the Pacific Motor Trucking Company. A 1969 photo shows a Southern Pacific trailer parked on the south side of the depot.

A number of telegraphers also worked at the depot during this time period. In the 1950’s, Ruth “Bunny” Russell, operated the telegraph and typed train orders. The typewriter she used for the train orders was donated by her daughter, and today is prominently displayed on a desk in the depot office. After she left the Woodland depot, Russell became the operator of the “I” Street bridge in Sacramento. Don Tallman and Woodland resident Walt Stabler worked as telegraphers in the depot in the late 1950’s and early 1960’s. As told by Stabler, sometime after Greyhound opened for business in the depot, a man entered through the west doors of the waiting room and robbed the woman working behind the bus company’s counter. After the robber left, she ran to the depot office and frantically told him about the robbery. Stabler had been working in the office but had not been aware of the robbery.

In the 1950’s and the beginning of the 1960’s the number of daily passenger trains stopping at the Woodland depot declined and eventually dropped to four, the north and south runs of the Cascade and the Shasta Daylight. Then, as passenger ridership continued to sharply decline, Southern Pacific greatly reduced services and amenities on its passenger trains, and by 1966, Southern Pacific passenger trains no longer stopped in Woodland, although they still passed by. Photos from the 1970’s show cars and pick-up trucks parking under the arcade where passengers once waited for trains. Finally, the last regularly scheduled passenger train on the West Valley Line, Amtrak’s #11 Coast Starlight, rolled past the depot on April 24, 1982.

In 1988, Southern Pacific, which had just installed a new computer system, decided to transfer the only remaining employee, station agent Joe Saylor of Woodland, to Sacramento, where he could do all of the Woodland work by telephone and computer. They then announced that they would demolish the depot. On February 27, 1991, the Southern Pacific signal maintainer dismantled the signal lines in the depot and the depot was no longer in service.

The Depot is Rescued by a Concerned Community

The decline of the Woodland depot after rail passenger traffic ended did not go unnoticed by the people of Woodland. In 1975 the Streets and Highways Committee of the Woodland Chamber of Commerce began working toward the restoration and “beautification” of the Southern Pacific depot. The proposed plan was to clean up the building and develop the surrounding area as a park-and-ride facility and to provide commuter parking. The committee prepared detailed plans, but no official action was taken, and there was little community support for the project. Southern Pacific then sold a portion of the proposed parking area to the Diamond National Corporation.

However, interest in cleaning up the rundown depot continued, and in 1980, then Mayor Harry Walker and City Manager Thomas Peterson, began working on a plan to “undertake certain beautification projects on (SP) company property along East Street … from County Road 24A on the south to Kentucky Avenue on the north” which included the depot and tracks. As they envisioned it and proposed it to SP, this project would use citizen volunteers, City employees and Southern Pacific employees to clean up the area, landscape it, and make improvements to the depot such as painting it and repairing the roof. They also proposed constructing a 60 space park-and-ride lot in the vicinity of the depot.

Once again the City asked for the assistance of the Chamber’s Streets and Highways Committee chaired by Jean Sisson and a group was formed to oversee the work calling itself PROWD (People’s Reconstruction of Woodland Depot). Several individuals and businesses pledged their support with manpower, money and materials. They estimated that the depot part of the plan would cost approximately $4,000. Southern Pacific agreed in concept with the plan, but lengthy negotiations between the City, SP and the Brotherhood of Maintenance of Way Employees ended in stalemate in 1983 over labor issues and liability.

Then again in March of 1986, Dick Klenhard, Executive Vice-President of the Woodland Chamber of Commerce approached the now Santa Fe Southern Pacific Corporation about reviving the depot improvement project. His letter also mentioned a persistent rumor that SP was planning to raze the building if and when the Greyhound Bus Lines vacated the depot, and replace it with a small office for their switching crews. Although SP initially expressed interest in the project, confirmation of this rumor came in a September 1987 letter to Woodland City Manager, Kris Kristensen, from SP Administrative Engineer, J.G. Ivanusich, stating that the railroad was planning to “close this facility and demolish (the) building in the first quarter of 1988”.

With that announcement, a group of local preservationists, historians, service organizations and the Chamber of Commerce intensified the campaign to save the depot from destruction. The Committee to Restore the Train Depot was formed with local preservationist, Ron Brown, as its chairman. The committee’s plan was to purchase the depot “for a nominal amount, move it at moderate cost to some as yet undetermined city property and then restore… it to its original beauty”. The committee also looked at moving the depot to land then occupied by the Spring Lake Fire Station across from the depot on East Street and to the fairgrounds, both of which proved to be untenable. Chairman Brown and others approached the Woodland City Council at its October 1987 meeting to see if the city would be willing to pay to move the depot, but the council declined. As stated by then mayor, Dudley Holman, “because of the financial constraints, the city cannot afford to pay for moving the depot, buying land for the building or managing the building as an attraction once it is restored.” Mayor Holman encouraged a community group to step up and take the lead to develop the broad community support needed to save the depot.

Taking this advice from the council, Chairman Brown gave a presentation on saving the depot at the November 1987 Sacramento Valley Historical Railways Board meeting, and SVHR Board member, John McMahan, was appointed SVHR’s representative to the preservation committee. Members of this committee and several Woodland residents then went before the Woodland City Council at their December 1, 1987 meeting with a new plan, and received encouragement from the Council to try and save the depot. The committee was reformed as the "Woodland S.P. Depot Committee" and consisted of John McMahan of SVHR as chairman, Bill Bender of the Yolo County Historical Society (and current SVHR member), John Suhr Director of Woodland Parks and Rec appointed as the City Council’s representative, and two citizen members, Ron Brown who was selected as vice chairman and David Wilkinson, a grant specialist to assist in getting grants. Sacramento Valley Historical Railways agreed to be the organization to lead the preservation movement.

In early 1988, the Depot Committee met with Southern Pacific’s Sacramento Division Superintendent, J.W. “Bill” Lynch who pledged his company’s cooperation and agreed not to destroy depot for one year until a plan could be worked out to save it. Lynch said that tearing down the depot was the most feasible for SP as a business, but would not be good for SP from a public relations standpoint. Saving the depot and leaving it in place was the least desirable option for SP because it would require that a large fence be placed around it to provide restricted access. However, the best option for SP, according to Lynch, would be to save the depot but move it to another location away from the SP’s West Valley main line.

Initially, SP intended to sell the City of Woodland some of its property 50 yards west of the depot on which to relocate the depot with SVHR leasing the property from the City after the depot was relocated. SP confirmed this intention in an April 1988 letter to Bill Kanda, the manager of the Greyhound office located in the waiting rooms of the depot, stating, “(r)ather than demolish the structure as previously indicated, it is now our intent to sell the building to the City of Woodland. Accordingly, when the sale is completed, your lease will be assigned to the City.”

Earlier, in February 1988, the Depot Committee applied to the Woodland City Council for a $40,000 Community Development Block Grant ($10,000 to purchase property on which to relocate the depot, $12,000 to construct a new slab foundation, and $18,000 to move the building). However, in May 1988 the council was only able to award SVHR a $5,000 Block Grant to be used as seed money for the depot project. Later that year, Superintendent Lynch retired, and was replaced by Mike Irvine who continued the negotiations with the Depot Committee.

In December 1988, SVHR asked SP if it could lease SP property away from the main line with a low cost lease, but SP reaffirmed its preference to sell the property rather than lease it and offered to sell it to SVHR. The following month, SVHR put in a bid of $1,000 for the property, but SP declined the offer and instead offered a smaller parcel near Sixth Street. The Depot Committee in consultation with the City then proposed leasing SP property just west of the SP property leased by B.E. Giovannetti west of the main line. SP reiterated their desire to sell the property to SVHR and not lease it, and offered to sell it for $15,000. In March 1989, the Depot Committee agreed that purchasing the property would be better than leasing it and the SVHR Board decided to counter offer SP $10,000 for the property.

In July 1989, the offer went all the way to Phillip Anschutz, the president of the Denver & Rio Grande Railroad (which had recently purchased the Southern Pacific Railroad), and he agreed to the sale of the property for $10,000, approximately one third of its appraised value. At the same time, an anonymous donor stepped forward and donated $15,000 to move the depot onto the new property once it was purchased.

Negotiations continued with SP over many months and the Depot Committee secured an agreement to have the depot sold to the Sacramento Valley Historical Railways provided that it be moved away from the railroad's main line in a timely manner. On September 23, 1991, Southern Pacific sold the depot building to the Sacramento Valley Historical Railways for $5.

The following month, the Community Development Block Grant was finally approved after the restoration plans for the depot were reviewed and approved by the State Office of Historic Preservation, and the property was purchased from Southern Pacific in December 1991 with the grant money and matching funds raised by SVHR. At the same time, Jack Wood, the owner of the property adjacent to the new depot site at Sixth Street and Lincoln Avenue, donated it to Sacramento Valley Historical Railways. This slender strip of property had the remnants of two grain storage buildings on it which were later removed.

On December 4, 1991, at 12 noon, the ground breaking ceremony for Depot Restoration Project was held on the now combined Lincoln Avenue property purchased from SP and Sixth Street property donated by Jack Wood. The ceremony was attended by John McMahan, representing the Sacramento Valley Historical Railways, Mike Irvine, representing Southern Pacific, many SVHR and community members, and the local news media. This ceremony marked the culmination of years of hard work by several local organizations, the City of Woodland, and many citizen volunteers to save this important piece of history from destruction. The next challenge was to move the depot to the new property and begin its restoration.

Moving Day Arrives - Eventually

As early as December 1987, John McMahan, SVHR member and chairman of the newly formed Woodland S.P. Depot Committee, began researching how to move the depot as one option for saving it. When it became a certainty that the depot was to be moved to a new site, the committee, in January 1990, obtained the services of MCA Specifications to “describe the procedures to be utilized in relocating the depot”, and to provide “technical advice for the relocation portion of the project” to the project architect, Bill McCandless of the firm Gary Wirth AIA Architect + Associates. They determined that the relocation “should have a minimal effect on the existing structure and no effect on the historical integrity of the depot.”

The committee then began its search for a house moving company to move the depot and started raising funds for the move. In January 1991, a local entrepreneur, who wished to remain anonymous, donated $15,000 to SVHR to move the depot with any remaining funds to be used for restoration. At the same time, SVHR also obtained a commitment from the City of Woodland to waive the planning fees, water and sewer fees, and the building moving permit fee. Not much else happened with the moving process until November 1991, when SVHR got its first Right of Entry Permit from the Southern Pacific to enter the depot to begin to get it ready for the move. This permit was renewed repeatedly as there were delays. By December 31, 1991, Greyhound Bus had vacated the building after having been there for 31 years.

Finally, on January 3, 1992, a contract was signed with Scott House Movers of North Highlands to move the depot for $15,000. The actual cost of the move was $40,000, but the owner of the company donated the remaining $25,000 on the condition that they could move the depot as time permitted for them. The conditions set forth by the State Historic Preservation Office were also made part of the contract. The preliminary work on the building by the movers was initially scheduled to begin the week of January 6, with the actual move to take place during the week of January 13, weather permitting. On January 28, 1992, the movers raised the building and got it ready to move. Upon examining the building after it was raised, the architect decided that a new slab and footings at the new site would have to be laid first which would delay the move for at least 3 weeks. Unfortunately, the depot ended up sitting on wood cribbing for several months and was repeatedly vandalized with nearly all of the windows being broken. In February, the phone booth on the west side of the building was removed.

The committee then began looking for a cement contractor and obtained an agreement for Dixon Redi-Mix to give SVHR concrete at half price. Benedict Trenching agreed to do the trenching and excavation work for the foundation and Kim Bennett Concrete of Woodland agreed to put the concrete forms in place. Several SVHR volunteers assisted with the foundation work by providing labor to shovel dirt and hammer stakes. On February 29, 1992, the foundation was poured and Kim Bennett Concrete provided eight people to work the concrete. The form lumber, re-bar, anchor bolts, etc. were donated by Central Valley Builders Supply in Woodland. The rough plumbing work was donated by Nichols Plumbing of Woodland. After the foundation was poured, 85 tons of gravel was put in place in preparation for pouring the slab floor. Dixon Redi-Mix poured the slab on March 31 and April 8.

Although the depot patiently waited on its cribbing to be moved, the phone company did not remove the phone line to the building until April 23. On May 12, the last Right of Entry Permit from Southern Pacific was signed and was good for 45 days. However, in early June it looked like the delays would continue since the mover’s dollies were still in the Bay Area to move a house onto a barge and the barge had gone missing. It was later located but Caltrans first needed the mover to move some houses in Fresno.

Finally, on Friday, June 12, 1992, the depot was moved to the new site and placed over the foundation. Scott House Movers worked from 6:00 a.m. to 3:00 p.m. and brought up an extra crew from the Fresno job. The move was covered by TV channel 13 and all of the local newspapers. John McMahan was present the entire time to supervise the move. SVHR volunteers gathered up and saved loose chimney bricks and photographed the old concrete floors once the depot had been moved. However, a problem was found with the new mudsill that was installed on the foundation and the building could not be lowered on to it. The new sill had been made with new lumber but the old sill was made from old true-dimension redwood lumber which was larger than the new material. The remaining parts of the old sill were not compatible with the new sill. The problem was solved when new Douglas fir 3” x 12” lumber was donated and a milling company donated its services to cut it in to actual 2” x 4”s to mesh with the old 2” x 4”s. Western Wood Treating Company then donated its services to treat the newly milled 2” x 4”s. The new mud sill was installed at the end of August and the depot was finally lowered onto the foundation the first part of September 1992.

That same September volunteer, Neal Peart, facilitated the donation of a new electrical service from Platt Electric in Woodland, and lined up electricians to help install it. SVHR volunteers trenched from the power pole on Sixth Street and installed two conduits from the pole to the building, one for the electrical service and a smaller one for the phone line. A third conduit was installed from the building out to the yard for future lighting. Volunteers also boarded up the broken windows and began dismantling a chain link fence at the old Diamond National site north of the depot that Southern Pacific had donated back in January. This fence would eventually be reinstalled around the depot to provide security for it.

With the building secured by the new fence and new security lighting, the restoration work on the depot finally was begun.

By: Mike Adams

The author, Michael Adams (President of SVHR), relied heavily on the research and writings of former SVHR Depot Committee Chairman John McMahan, former Woodland Chamber of Commerce Streets and Highway Committee Chairman Jean C. Sisson, and Ron Brown, Chairman of the Committee to Restore the Train Depot to write this history of the preservation of the Historic Woodland Train Depot.







History Compiled by: Michael Adams, President, SVHR