How does LL-TECH perform under extreme climate variations?

The structure retains a residual elasticity that absorbs thermal stresses (shape memory), which limits the crazing observed on rigid pavements. LL-TECH is deployed in 39 countries across 5 continents, in arctic, temperate, desert, and tropical climates.

No plant.
No heat.
No haul.

Just stronger road — 2× cement strength, 30–50% cheaper than asphalt. Solecovia deploys LL-TECH polymer stabilization across Canada.

100% material reused
12–36 h to reopen
up to 4 km/day

Installation

2 ways to install LL-TECH

LL-TECH adapts to two situations: rebuild a road from existing material, or seal an existing surface. The right choice depends on pavement condition, traffic loads, and target service life.

LL-TECH reclaimer integrating polymer into the existing pavement

01New road from existing material

Cold in-place recycling. A reclaimer scarifies the existing pavement and base 100–150 mm deep, then integrates the LL-TECH polymer directly into the pulverized material. Shaping, compaction to 95%, and surface seal — no asphalt plant, no long-haul transport, no heating.

100% of material reused · 1,625 PSI at LL30 4% dosage · up to 4 km/day with a trained crew · reopened to traffic in 12–36 h.

Ideal for: full rehabilitation, worn municipal roads, heavy-haul routes, airstrips and structural platforms.

LL-TECH topical seal applied via spray-bar water truck

02Sealing of existing surface

Topical application. LL-TECH is sprayed directly onto a shaped and compacted surface using a spray-bar water truck — penetrating 25–40 mm to bind fines, shed water, and stop dust at the source. No milling or mixing required when the surface is already sound.

Fast deployment · cures transparent, preserving the natural look · no statistically significant acute toxicity measured in runoff (LL25, EPA Methods 2000.0/2002.0, Coastal Bioanalysts 2013) · renewable via periodic topical maintenance coat.

Ideal for: dust and erosion control, shoulders, logistics platforms, helipads, mining access roads, life-extension surface treatment.

LL-TECH advantages

What sets LL-TECH apart

Three numbers tell the story — strength, speed, and cost — proven in the field and the lab.

2× vs cement

Stronger than cement stabilization

LL30 at 4% reached 1,625 PSI on a sand-clay specimen — versus 804 PSI for Portland Cement at 8% on the same soil (ASTM C39, S.A.M. Consultants 2016, single-specimen test).

Strength is soil-dependent — design values always come from project-specific testing.

Residual flexibility: the bound layer is not as brittle as cement-stabilized soil, which reduces cracking under the repeated thermal cycles seen in Canadian climates.
4 km / day, trained crew

Faster to build

Up to 4 km of structural pavement per day with a trained crew — one pass, one reclaimer, zero plant. In-place materials fully reused.

Reopened to traffic in 12–36 h under favorable conditions. The delay depends on material type, ambient temperature, and weather; high-plasticity soils may require additional time.

Standard equipment: road-building machinery available everywhere — no specialized mobilization required.
−30 à −50% vs asphalt

Less expensive

Observed savings of 30–50% versus asphalt, by eliminating the plant, imported materials, and heating process.

Extended service life: low susceptibility to sub-base erosion limits interim interventions, reducing total cost of ownership.

Targeted repairs: treated zones can be saw-cut and reinstated without full reconstruction.

Comparison

LL-TECH vs conventional solutions

Same roads, same constraints — different methods. Here is how LL-TECH compares on the criteria that matter most against conventional options available today.

Criterion

LL-TECH

Traditional methods

Cement stabilization

Relative cost

−30 à −50 %

low-cost baseline

100 %

baseline

~85 %

depending on dosage

Installation speed

> 2 km / day

single reclaimer, trained crew

~0,5 km / day

with plant

1–2 km / day

Return to service

12–36 h

4–8 h

after cooling

24–72 h

light traffic; full cure 7–28 d

Strength (PSI)

1 625

LL30 4% · sand-clay

n/a

not measured in same units

804

Portland 8% · same soil

Freeze-thaw cycles

Flexible

residual flexibility observed

Cracking

progressive

Crazing

brittle-rigid

Asphalt plant

None

Required

CO₂ footprint

Reduced

no heating, no plant

Baseline

Variable

Sources: ASTM C39 (PSI), ASTM D5084 (permeability), AASHTO T-324 (rutting) — independent labs S.A.M. Consultants, Behnke Materials Engineering, Coastal Bioanalysts (reports 2013–2023). Field data Landlock FLD-1 to FLD-7 (2012–2024). Indicative comparison · values come from specific test conditions (often single-specimen) and do not automatically generalize to every soil or every site.

The process

From a worn road to a structural pavement, in one day

One site pass — no plant, no long-haul transport. Click a step to explore it.

Scarification of the existing pavement

~ 1 h / km

A stabilization mill pulverizes the existing wearing course and base to the target depth — typically 100–150 mm. No material is removed: everything stays in place and is reintegrated into the final slab.

Depth: 100–150 mm
Equipment: Milling machine

Case studies

Real projects, in Canadian and northern contexts

Three projects representative of the uses encountered by municipalities, mining operators, and strategic services. Measured figures, documented conditions.

Residential Residential road rehabilitated by cold in-place recycling

Stillwater, OK2018~9 600 SY

Cold in-place recycling of a residential road

Full in-place rehabilitation of an end-of-life pavement (millings + base) via LL30 cold in-place recycling. Lower-cost alternative to conventional remove-and-replace.

−50 %

Asphalt cap

18 %

Project savings

Heavy haul Heavy-haul road in arid desert

Arizona, USA2020~22 km (14 mi)

Heavy-haul road in arid desert

Construction supply route built to support heavy haul vehicles. Continuous stabilization in desert conditions with reduced water consumption.

14 mi

Treated length

Reduced

Site water use

Strategic

Military platform — taxiway and refueling apron

Twenty-Nine Palms, CA2024380 000 SF

USMC SELF — taxiway and refueling apron

Expeditionary rebuild of 380,000 SF of taxiway, apron, and refueling area using OPS.DIRT. Conventional solution estimated at roughly two months.

4 d

LL-TECH

~2 months

Conventional

Documented case studies across multiple continents, in temperate, alpine, desert, and tropical climates (Landlock FLD-1 to FLD-7, 2012–2024). Project list and full reports available on request.

All case studies →

Solecovia role

Your LL-TECH partner in Canada

Solecovia is responsible for LL-TECH sales, distribution, and deployment in Canada.

We also support teams with technical guidance and training to ensure reliable, fast, and durable implementation.

Goal: contribute concretely to reducing climate impact in Canada through lower-footprint road infrastructure.

12-36 hTypical return to service

2012–2024Documented field case studies

ASTM / AASHTORecognized technical references

20–50 %Typical savings vs asphalt (project-dependent)

FAQ

Frequently asked questions from municipal engineers

Service life depends on the design targets (CBR, PSI, SN), material quality, traffic loads, and climate. Sub-base erosion is rare with LL-TECH (the slab is not a "floating" surface), which limits interim interventions over the full cycle. A topical LL25 maintenance coat can be applied as surface porosity evolves.

The structure retains a residual flexibility after curing rather than going fully brittle like cement stabilization, which limits the surface cracking seen under repeated thermal cycles. LL-TECH has been used on projects in alpine, temperate, desert, and tropical climates (Landlock case studies 2012–2024); long-term conclusions depend on soil and use case and are confirmed project-by-project.

Yes. LL-TECH works in rehabilitation: the existing wearing course and base are scarified in place, then bound by the polymer. No material removal is required in most cases.

Tests performed under ASTM D1883 (CBR) and AASHTO T193 protocols, supplemented by PSI testing per ASTM C39. Full reports provided on request to engineering firms.

Yes. A section can be saw-cut, re-treated, and reinstated without full reconstruction — valuable during utility interventions. Seamless match with the original slab.

The footprint is dominated by polymer production and equipment fuel. Eliminating the asphalt plant, long-haul material transport, and heating is the primary source of reduction versus traditional methods. The process is cold-applied, keeping materials in place.

A trained crew typically exceeds 2 km per day with a single reclaimer — and can reach 4 km depending on width and site conditions. The process uses standard road-building equipment, with no specialized mobilization. Solecovia provides on-site training support.

Contractual project warranty adapted to road type and intended use, aligned with Canadian practice. Solecovia supports the project owner from dimensioning through final acceptance.

Absolutely. Although LL-TECH is already validated on materials identical to those found in Quebec — by independent laboratories in the United States, Australia, and France, under the same standards used here — Solecovia offers a reference section on preferential terms for new partners. This is not a feasibility test — it is a field showcase. Our engineers and technicians are on-site to support execution, ensure long-term technical performance, and train local crews on the process.

Solecovia deploys LL-TECH for stronger, greener roads

Let us discuss your project and the potential environmental and economic gains.