Few look to the rail system as the future of transportation. We've progressed, most say, to being able to travel in our own vehicles to most locations cheaply. When it's time for a vacation, most aim for the skies. But the future of transportation, as we can see today in European nations, may be on the ground after all.

Meet Britta Franz and Claudia Howells, two people working to begin a conversation on the future of rail in the state of Oregon, and perhaps, even the nation.

Franz, a retired businesswoman and Salem resident, said she received a random e-mail two years ago from the Midwest High Speed Rail Association inviting her to join a committee to study Spain's public transportation system and meet with officials and CEOs.

"It was a surprise. I don't know how they got my name or my e-mail," said Franz, whose line of work was not related to engineering or transportation.

"I was in fashion retailing ... So I figured, I better go with it and find out. Spain had to be warmer than Salem."

After the tour, Franz was impressed: "I saw the difference in the quality of life having a railroad available and on time makes for the people and I came home and started with our governor, suggesting we should develop a partnership so that the railroad would improve."

In her volunteer efforts to move forward, Franz is joined by her friend Claudia Howells. Howells has a background in the transportation industry. She has worked for Operation Lifesaver, a train safety organization and was formerly the Oregon Department of Transportation's rail division administrator.

Howells said that increased train frequencies are needed by commuters, because, for example, Amtrak trains don't run in time for a morning commute from Portland into Salem. She hopes that rails can develop to the point of being able to compete with automobiles.

"Typically, if you add frequencies, you increase ridership exponentially; you make using the train more convenient ... But it's not just for commuters, it's really connecting Salem, Oregon, to the greater world," said Howells.

Franz has many reasons for supporting a better passenger rail system. She cited the safety of trains as compared to cars, the positive environmental impact of reducing driving, less traffic congestion, and the economy. She said taking the train would be more economical than financing a car, buying insurance and gasoline, and paying for daily parking (one-way Amtrak service from Salem to Portland starts at $13).

Howells added that the train is a good option for seniors, whose population is increasing. "When I get older, I still wanna be able to get around and go places without driving. And many of those people are reasonably affluent and want to be able to travel comfortably and safely. Rail is really our only quality mode of transportation; it has a little different clientele [than buses]," she said.

The pair started a local grassroots effort called Rail Now! to press officials and inform the community about what they see as the benefits of an improved passenger railroad system.

Currently, ODOT is in the process of starting a two-year, $10 million preliminary study to look at alternatives and consider the environmental impact of high speed rail.

The distinction between high speed and light rail can be confusing. High speed rail begins at 110 miles per hour. According to Franz, its main use would be connecting major hubs, similar to what she saw in Spain between Barcelona and Valencia.

Light rail is used primarily for commuting shorter distances, like the MAX line in Portland. The MAX light rail runs less than 20 miles per hour and runs on overhead electrical wiring.

The current debate focuses on the use of the Oregon Electric (OE) line or the Union Pacific Railroad (UP) line and which speeds the train should work at. According to the Oregon Rail Study that was recently released by ODOT, the OE line is barely in use, with between two to six freights trains per day utilizing it. By comparison, the UP line has 20-25 freight trains and six Amtrak passenger trains per day. The goal would be six daily round trips from Eugene to Portland.

Rail Now! believes that the UP line is the best option not only because it's an efficient use of funds but also because the goal could be completed much faster than the current ODOT plans of 2030.

"We are a mobile society and why not go by railroad? It's in existence; all we have to do is fix it now," said Franz, who hopes to increase reliability, frequency, and speed, as well as adding a stop in Woodburn within the next five years, for a cost of about $100 million.

Franz pointed to the current economic situation as another reason why they need to be dealt with now, as opposed to 2030.

ODOT plans include reaching high speeds on either track. They estimate that improving existing lines to high speed would cost $2 billion, and building a new corridor for electric trains would be "many-fold more expensive," according to Betsy Imholt, ODOT Rail Study Director. But Rail Now!'s plan does not involve reaching 110 mph, which Franz said is not necessary for the commutes between Portland and Eugene.

In the last few months, ODOT has hosted several public meetings, surveying attendees to gain feedback on community support for this investment. The response has been positive, although ODOT acknowledged that the survey's samples weren't random.

The Oregon legislature has expressed a great amount of support for ODOT's high-speed projects and petitioning for federal funds. "The entire congressional delegation from Eugene to Portland signed a letter of support," Imholt said.

Franz does not envision high-speed or light rail trains immediately. Instead, they would be the same type Amtrak currently operates, but they would reach their destination faster by making improvements such as expanding passing lanes.

She also said her proposal wouldn't require a preliminary study: "Of course high-speed needs a study, but everybody knows how to fix crossings."

Her proposed plan could be done in small stages and with funding by federal and state governments and by UP, because they would also benefit from improved railroads: "It's not too difficult, with a business-government partnership," said Fanz.

Imholt said that Union Pacific lines already operate at high densities, and that the company may have safety concerns over freight and passenger trains operating at different speeds.

Though she supports ODOT's high-speed rail studies, Franz said, "That's fine, as long as they do something now. Oregon's workers need work, actual shovels; it would make new jobs for the people who are digging the extensions and making signal improvements, and it would create permanent jobs in passenger rail - solid service jobs."

"The current economy is such that every [family] will not be able to afford two cars and drive to and from work. It would be better if one would be able to commute by train, regularly, and have it fit their schedule," she said.

She said that ODOT's high-speed plans will not serve this generation and her dream is to make a visible difference within her lifetime.

To move the rail conversation forward, Franz and Howells, together with a few sponsors including Cherriots and Travel Salem, are organizing a conference to present their alternative to ODOT's plan.

The meeting will be held September 20th from 8:30 a.m. to 4:30 p.m. at the Salem Convention Center. Tickets are $25 and include breakfast, coffee and gala lunch. Online registration is required (railnoworegon.org).

The speakers include Mayor Janet Taylor, who will give the welcoming speech, a former president of Amtrak West and railroad engineers. "We think that people in Salem need to be educated and become familiar with the options, and to hear from a variety of experts," said Howells.

Franz also said that she expects representatives of UP and ODOT will attend, and many residents of neighboring communities, from Portland to Eugene.

"We want [the government] to do what they're doing; we just want them to do it faster," said Howells, adding that she hopes to find enough community support to encourage the legislature to make the investment.

"There is finally [federal] help out there. The other message we want to get out is that Oregon deserves some of that money too."

Franz said that the final decision will be up to voters and the new governor.