Rail replacement works which VolkerRail undertook on the London Trams network earlier this year used a new track maintenance solution developed by Sika. The work – which took place during a 15-day blockade – saw a key crossover and 500 metres of embedded rail replaced and it was used as a trial of new solution.
VolkerRail partnered with Sika to trial its Icosit® KC 350/45 polymer rail grout, which is said to support improved efficiency during construction and long-term performance of the asset.
Icosit® KC 350/45 is a flexible, two-part polyurethane polymer resin grout that is used across European light rail systems. This is the first time it has been used in the UK, and should offer significant improvements in vibration absorption and long-term rail maintenance.
The grout cures up to six times faster than traditional methods, helping to shorten track closure times, and can be applied using an innovative new machine, creating further labour, cost and environmental savings.
This was also the first site in the world to use the innovative machine to apply Sika’s Icosit® KC 350/45 polymer rail grout, moving embedded track renewal away from traditional hand installation.
Jamie Kelly, VolkerRail’s programme manager, said: “The renewal of this important crossover and embedded rail was delivered on time and to the client’s satisfaction. With over one hundred people on site each day, the professionalism, drive, and commitment shown by the team was exemplary. Thanks also to Sika, who supported the introduction of a new application method that helped improve efficiency and remove the need for more labour‑intensive activities.”
David Collins, National Business Manager at Sika, commented: “This is the first time Sika Icosit® KC 350/45 polymer has been installed by machine anywhere in the world. By combining faster curing with controlled application, we have demonstrated a more efficient way to deliver embedded rail renewals, and our solution provides a clear example of how rail replacement can be delivered more efficiently with improved performance, less waste and reduced disruption. The benefits extend beyond installation, and its elastic properties reduce vibration ensuring improved ride quality and greater long-term durability too.”
The works which this solution was used on took place between 11th and 26th February 2026. It saw work take place near Addiscombe Road and on the East Croydon to Wimbledon line.
Didn’t Sheffield do something similar 35 years ago? They claimed trheir machines could cut a trough in the road, fill said trough with reinforced concrete, then lay each rail in two small slots cast into the concrete surface, which was held in place with resin. On City Road the resin didn’t set as it should and the tracks were immediately taken up and re-done in some sections.
The resulting track,using welded rails, was very smooth at first. the problem came years later when the concrete slab started to break up and the resin cracked and was then flicked out of the surface by passing road traffic. At least one firm of Sheffield based solicitors have been kept in business for many years by dealing with claims made against Supertram by cyclists who have come a cropper on the uneven surfaces.
Interestingly laws from the 19th century state that the tramway company (not necessarily the local council) are responsible for the road surface between the rails and for 18 inches to either side. I’d be interested to know if that’s still the case.
I think the trial you refer to was of a system proposed by Prof. Lewis Lesley aimed at simplifying track construction using a reduced section rail installed in precut slots in the road. I recall one of the claims for the system was that it would reduce the need for diversion of buried utility services. If I remember rightly a short section was installed near the depot, perhaps across the depot approach road. Whether it survives I don’t know.