Abstarct: Abstract This research was conducted to accurately investigate the creep behavior of asphalt in laboratory and field conditions and to provide scientific solutions to reduce damage caused by creep in asphalt pavements. The present study systematically compared laboratory samples in three groups: plain asphalt, short-term aged asphalt (aged for 4 hours at 125 degrees), and long-term aged asphalt (aged for 120 hours at 85 degrees) and field sample data collected through excavation operations on the busy Shahbadagh-Pol-Seymareh highway. All samples were subjected to creep testing using a UTM device. The resulting data were analyzed using Excel software for graphing and Minitab and SPSS for graphical comparison and statistical analysis. A significant difference of 44% in the strain rate between long-term and plain aged samples in the laboratory environment and a significant difference of 92% with field samples were found, indicating a significant difference between the creep behavior in the laboratory and in reality. The results clearly show that conventional laboratory aging methods lack the accuracy and efficiency necessary to simulate the conditions. The studies showed that the aging process caused simple sample height changes of 6.5% in the short term and 3.9% in the long term due to an increase in the stiffness of the bituminous materials and a decrease in the compressibility of the samples. The limitations of the study include differences in the sample preparation protocol (different aging times) and the control of effective field environmental paramet Abstract This research was conducted to accurately investigate the creep behavior of asphalt in laboratory and field conditions and to provide scientific solutions to reduce damage caused by creep in asphalt pavements. The present study systematically compared laboratory samples in three groups: plain asphalt, short-term aged asphalt (aged for 4 hours at 125 degrees), and long-term aged asphalt (aged for 120 hours at 85 degrees) and field sample data collected through excavation operations on the busy Shahbadagh-Pol-Seymareh highway. All samples were subjected to creep testing using a UTM device. The resulting data were analyzed using Excel software for graphing and Minitab and SPSS for graphical comparison and statistical analysis. A significant difference of 44% in the strain rate between long-term and plain aged samples in the laboratory environment and a significant difference of 92% with field samples were found, indicating a significant difference between the creep behavior in the laboratory and in reality. The results clearly show that conventional laboratory aging methods lack the accuracy and efficiency necessary to simulate the conditions. The studies showed that the aging process caused simple sample height changes of 6.5% in the short term and 3.9% in the long term due to an increase in the stiffness of the bituminous materials and a decrease in the compressibility of the samples. The limitations of the study include differences in the sample preparation protocol (different aging times) and the control of effective field environmental parameters (humidity, traffic stresses, and sunlight) in the laboratory environment, and the challenge of accurately simulating dynamic loading conditions in the laboratory. The use of new monitoring technologies such as embedded sensors in the pavement and the use of advanced measuring devices with higher accuracy in the laboratory, the implementation of a 6-month or annual monitoring period on high-traffic axes, the development of new aging methods that are closer to field reality, and the conduct of additional studies on new asphalt mixtures with higher creep resistance are recommended. This study clearly showed that current laboratory methods for evaluating asphalt creep behavior have serious shortcomings and there is a need for a fundamental revision of laboratory protocols. The results ters (humidity, traffic stresses, and sunlight) in the laboratory environment, and the challenge of accurately simulating dynamic loading conditions in the laboratory. The use of new monitoring technologies such as embedded sensors in the pavement and the use of advanced measuring devices with higher accuracy in the laboratory, the implementation of a 6-month or annual monitoring period on high-traffic axes, the development of new aging methods that are closer to field reality, and the conduct of additional studies on new asphalt mixtures with higher creep resistance are recommended. This study clearly showed that current laboratory methods for evaluating asphalt creep behavior have serious shortcomings and there is a need for a fundamental revision of laboratory protocols. The results also emphasize the importance of continuous monitoring of pavements under real conditions.