Mainline track construction – it’s going to get rail!
Mainline track construction for the Omaha Streetcar has officially started! So, what does that mean – how will this construction be different from the utility work that has been going on, how long does this take, and when do we first see rail in the street? This article will cover all of these items with the help of graphics and photos from other cities that recently went through streetcar construction.
Timeline of Streetcar Construction in Omaha
First, an update on the overall process, as shown in the graphic above. This year will see the most activity on the streetcar route as we start mainline track construction, wrap up utility work and continue work on the Streetcar Maintenance Facility and rebuild the Farnam Street bridge!
Mainline track construction is the process of putting the rails in the ground, including preparing the surface that the track will rest on. Unlike heavier rail transit projects (such as light rail), streetcar construction does not require an intense amount of street construction, as we only need to go down about two feet below the surface for the infrastructure required to support streetcar rails.
The key reasons for getting the utility work done prior to track construction are to update and improve all the utilities underground (sewer, water and gas) and move as much of the utilities away from being directly under the track as possible, especially utility access. This allows for future utility maintenance to be done without interrupting streetcar service.
The Different Phases of Mainline Track Construction
The image above shows the series of phases that mainline track construction goes through, as seen in Kansas City’s Main Street Extension, that opened in October 2025, following from left to right.
First, the street is dug into, providing a linear section in the street to build the new rail infrastructure. The depth of street demolition is up to three feet, with 18 to 24 inches being more common. After this, the subdrains and gravel base are put into place. After the track subbase is complete, which allows for better drainage, then the rail infrastructure goes in.
The track uses a combination of steel work (building a skeleton for the rail) and reinforcing mats to keep the rail at the proper “gauge” (the distance between the rails) required for the vehicles to travel above. The rail weighs 112 pounds (the standard measurement that weighs it according to 3-foot lengths) and comes in 35- to 39-foot sections. These sections of rail are then welded together for a continuous smooth rail through the corridor. The rail infrastructure skeleton is largely made up of rebar. A section of rubber runs alongside the rail to help with concrete expansion/contraction and also allows maintenance to the tension clamps that keep the rail fixed to the infrastructure.
After the rail and track infrastructure are in place, the rail is incased with concrete, cleaned up and then opened to both auto and streetcar traffic.
Example Streetcar Cross-Section on Farnam Street
The above image shows a typical cross-section in the Midtown area on Farnam, which will feature tracks on both sides of the street. This is different from Farnam and Harney through downtown, which will have one track on the right side of the street. This shows the amount of depth required for streetcar track: less than a foot for the actual track infrastructure, and then another one to two feet for the subbase. The street will need to be dug out about 18-24 inches deep in most cases throughout the corridor.
Omaha Streetcar Mainline Track Construction on Farnam Street at 33rd Street, January 2026
The above photo shows the street demolition at Farnam Street just east of 33rd Street, looking east toward downtown. This is the beginning of westbound track construction and there will be a streetcar stop just east of 31st Avenue.
This Photo from 2024 in Kansas City Shows the Progress of Rail Construction
The photo above shows streetcar construction in Kansas City on the southern end of the Main Street Extension near the Country Club Plaza. In this, we can see crews advancing with the track infrastructure and material stacked nearby, ready to put in place. Note how the construction work is more linear than utility work, confined to where the track will go and it allows for vehicle and pedestrian movement on either side.
Photo from Kansas City in June 2024, Showing Rail Sections
This next photo is from the same time and place in Kansas City and also near the south end of the Main Street Extension near the County Club Plaza. This shows the rail sections ready to go into the ground when the infrastructure is in place for it.
Similar to other cities, Omaha plans to construct the track in separate areas. This allows the construction crews to continue advancing along the corridor with the same kind of work. The project is split into zones where crews will build the track infrastructure, then move on to the next zone. The map below shows the projected dates of work for areas that comprise of multiple smaller zones. You can expect the first rail to go in by April in the areas of 8th & Capitol Avenue and along Farnam west of Turner Boulevard (for the north track).
Within each zone, the crew completes the trackwork in sections of about 1,600 feet (about three blocks) and continues to move on to the next section. While each section is being constructed, pedestrian access is allowed throughout most of the time using metal plates over the trackway.
A Photo of Mainline Track Construction in KC or Santa Ana
This construction timeline allows for trackwork to be completed in two locations simultaneously, speeding up the overall schedule of the project. This also allows for track near the Streetcar Maintenance Facility to be completed first, which is important as the streetcar vehicles can begin testing after they are delivered. The first sections of track to be complete (including electrical power) will be in the spring of 2027, which coincides with the first vehicle delivery.
Not all track construction is completely linear as some track will be built in curves and there will also be switches, where track goes from one single-track to double-track or vice-versa to allow trains to pass, turn around, or head off to the Streetcar Maintenance Facility. While most of the corridor is built using the sections of straight track, the project required purchasing some special curved track sections for these locations.
With all this talk about the track, what about constructing the stop platforms? This will occur after the track is in place and will include pedestrian improvements to help access the stops and provide for connections to other mobility options such as bikes, buses, and scooters. The City is planning specific “Mobility Hubs,” which will have specific multimodal transfers at many of the streetcar stops. These hubs will feature different tiers and could include connections to parking, bus routes, and bike share stations. There will be specific wayfinding to help passengers locate these connections. More information about these mobility hubs will become available as the project progresses closer to the completion.
Another feature after the track is put in place will be the construction of the electrical system. Note that in Omaha, only the central portion of the streetcar system, where it is most hilly, will have overhead wires. On the east and west ends, through Blackstone and the Old Market, the streetcars will operate on battery power and not need overhead wires. The streetcar project includes constructing three Traction Power Substations (electrical boxes) to provide power to the overhead wires in the central area. The end terminal stops at Farnam and 39th and Capitol at
10th will have overhead charging to power up the batteries during the short dwells at each end.
There are multiple other items that will need to be done that are not quite as obvious as the track, stop platforms and overhead wires. The streetcar will use a “Train to Wayside Communication” system so that track switches and signals can be controlled automatically from the streetcar vehicles. We will also implement Transit Signal Priority at some traffic intersections to respond to streetcar vehicles moving through the area and assist with reducing the delays at traffic signals. Streetcar stops will feature “real time” passenger information and schedule data, which will need to be connected to the rest of the system. Most of these systems are built in underground conduits or using wireless communication through signal boxes and are not as easily seen or noticed.
Mainline Track Construction Almost Finished in Santa Ana, California
The photo above shows a stop on the streetcar route of Santa Ana as mainline construction is complete in this area and streetcar platform furnishings are being installed. The track is nearly ready for testing and a process called “system integration,” which ties everything together – the track, switches, electrical system and the communication system. This process takes several months to ensure that, when it opens to the public, it is reliable and smooth.
Perhaps the most important part of system testing and integration is confirming that all the safety features work and that the track, vehicles, and systems are thoroughly tested to be safe for the public to use. Each streetcar vehicle requires a specific number of miles to ensure they are thoroughly tested – over 1,200 miles for the first vehicle and over 600 miles for the other vehicles.
This provides a glimpse of what you can expect over the next two years as we continue to make progress with the streetcar project. You can expect to read more information about each of these phases of construction and testing during that time on the Grow Omaha news site. Until then, be sure to keep updated on the Omaha Streetcar website at omahastreetcar.org, register for our monthly webinars here, or check out previous webinars and other videos here.
Eric Miller is the Streetcar Operations Manager for the City of Omaha. Erik has a 21-year career in the transit industry that includes work in both the private and public sectors and work on planning and implementing bus and rail projects for transit agencies all across the country.