O resíduo sólido estudado na presente pesquisa e decorrente da associação de lama de calcário e dregs (expressão muito utilizada na indústria do papel, inclusive no Brasil, que poderia ser traduzida como \'borra\'), materiais gerados na fabricação de papel. Tradicionalmente, este resíduo é depositado em aterros sanitários ou em áreas controladas. No entanto, a disponibilidade de espaços adequados para a disposição é pequena, e a conservação dos mesmos é muito dispendiosa, visto que apresentam riscos de contaminação para o ambiente e fauna circundantes. Assim, este tipo de solução não é mais visto como viável a longo prazo. Este trabalho tem como objetivo principal determinar, a partir de ensaios de laboratório, o comportamento mecânico de misturas constituídas com solos e o resíduo em destaque, visando a sua utilização na construção rodoviária. Foram compactados corpos-de-prova com e sem adição de resíduo na energia normal do Proctor, variando-se o tipo de solo, o teor de cal e o tempo de cura, e posteriormente foram submetidos a ensaios de compressão simples, compressão diametral e índice de suporte Califórnia. Complementarmente, foram realizados ensaios de difração de raios-X e microscopia eletrônica por varredura para determinar, respectivamente, a composição química e micro-estrutura do resíduo. Os resultados mostraram que a adição do resíduo da fabricação de papel aos solos não melhora as propriedades mecânicas das misturas compactadas, sendo necessária a utilização de um estabilizante, como a cal, para melhorar as más características. Porém para os solos estudados, as misturas de solo, resíduo e cal apresentaram melhor comportamento mecânico que as misturas de solo-cal, oferecendo uma solução factível para a utilização deste resíduo na construção rodoviária. / The solid waste studied in the present research results from the association of lime mud and dregs, these materials are generated during the paper manufacturing. Traditionally, this waste is disposed of either surface impoundment or landfills. However, there is limited appropriate land availability for these disposal practices, and its maintenance is costly, due to the present contamination risks for the surrounding environment and fauna. Therefore, this kind of solution is no longer seen as long term viable. This work has the main objective of studying, based on laboratory tests, the mechanical behavior of soils and the wastes in focus mixtures, seeking their utilization in road construction. Specimens with and without the addition of waste were compacted at the normal proctor energy, varying the soil type, the lime rate and curing time, afterwards they were submitted to tests of unconfined compressive strength, indirect tensile strength and California bearing ratio. Complementary, tests of ray-X diffraction and spectrum electronic microscopy were executed to respectively determine the chemical composition and microstructure of the waste. The results showed that the addition of paper mill wastes to soils does not improve the mechanical properties of the compacted mixtures, being necessary the use of a stabilizer, such as lime, to improve its poor characteristics. However for the studied soils; the lime stabilized soils and the waste mixtures presented bettermechanical behavior than the lime stabilized soils offering a feasible solution for the use of this waste in road construction.

O objetivo dessa dissertação é analisar o comportamento de um pavimento com base em solo estabilizado com cal e cinza volante (base pozolânica). O pavimento foi construído em 1985, aproveitando solos próximos à rodovia. Os materiais pozolânicos utilizados foram cinzas volantes originadas na queima do carvão mineral na petroquímica de Triunfo – Rio Grande do Sul - RS, misturadas com cales dolomíticas produzidas à época no Rio Grande do Sul. Na fase inicial da pesquisa a seguir relatada, analisaram-se informações sobre os materiais, estudos das misturas, métodos de dimensionamento bem como das especificações construtivas. O projeto do pavimento foi elaborado e supervisionado pela Fundação de Ciência e Tecnologia – CIENTEC - RS, utilizando um método de dimensionamento baseado na teoria da elasticidade e um método de elementos finitos. Na parte experimental do trabalho, analisaram-se a condição superficial e estrutural do pavimento submetido ao tráfego e as condições ambientais durante 27 anos, através de levantamentos de campo (defeitos superficiais, com cálculo do IGG, e deflexões) e de retiradas de amostras para ensaios laboratoriais de módulo de resiliência e resistência à tração na compressão diametral. Também se realizaram ensaios de difração de raios-X de amostras coletadas no pavimento, visando identificar a formação de produtos cimentantes. De posse dos módulos de resiliência das amostras de campo, calcularam-se as respostas estruturais do pavimento (tensões, deformações e deslocamentos) com as quais se realizaram análises de fadiga da camada estabilizada e de capacidade estrutural do pavimento (resistência a elevadas tensões de tração). Complementarmente, elaboraram-se traços de outras misturas com solo semelhante e cinza volante, empregando cales disponíveis atualmente no mercado, sem obter-se, contudo, as elevadas resistências e módulos das amostras de campo. Globalmente, conclui-se que a estabilização alcalina, com utilização dos solos locais e o aproveitamento de cinza volante e acréscimo de cal hidratada, é uma técnica apropriada dos pontos de vista técnico (pavimento de longa durabilidade), econômico (redução de custos de conservação e de custo com transporte de materiais) e ambiental (preservação de jazidas de agregados, aproveitamento de materiais locais e, especialmente, de resíduos abundantes). / This dissertation analyzes the behavior of a pavement with soil-lime-fly ash stabilized base course (pozzolanic base). The pavement was built in Rio Grande do Sul state (RS), southern Brazil, in 1985, with use of local soils. Fly ashes resulting from coal burning in a petrochemical unit were used as pozzolanic materials, mixed to dolomitic limes produced at that time in the state. In the initial stage of the research here reported, data related to materials, stabilized mixes, design methods and construction specifications were analyzed. The pavement was designed and supervised by the State Science and Technology Foundation (CIENTEC – RS), using a design method based on the elasticity theory and the finite element method. In the experimental part of the research, the pavement structural and functional conditions were analyzed, taking into account that it had been loaded by traffic and submitted to environmental changes along 27 years. Field surveys were carried out; surface distresses survey to allow computing a Brazilian Distress Gravity Index (IGG), and surface deflections to evaluate the pavement bearing capacity. Samples were cored from the asphalt mixture wearing course and form the soil-lime-fly ash base course to measure resilient modulus and split tensile strength in laboratory. Besides, X-ray diffraction tests were carried out aiming at identifying new stabilizing compounds in samples of the stabilized base. Using the measured resilient moduli, the pavement structural answers (stresses, strains and deflections) were computed. Both the fatigue life of the pozzolanic base and the pavement bearing capacity (capacity of resisting high tensile stresses) were analyzed. In addition, new soil-lime-fly ash mixtures were designed using limes presently available in the state and elsewhere; however the achieved strength and modulus values were quite lower than those measured in field samples. All in all it is concluded that the alkaline stabilization, using local soils and fly ashes and hydrated lime , is a satisfactory technique form technical (long-lasting pavement), economical (reducing both the costs of material transportation and pavement maintenance) and environmental (use of local materials, especially abundant wastes and preservation of non-renewable aggregates sources) points-of-view.

Traditionally, flexible pavement design relies on past experience and semi-empirical methods developed through a combination of element testing and modelling. Element testing in this area especially, has centred on the performance of clean sands. This is in conflict with actual practice where a wide range of fines and soil gradations could be present in a real-world project. This research investigates the characteristics of natural sands and examines the influence of these marginal materials in pavement design using element testing and controlled modelling of an actual flexible pavement system. The element tests concentrated on separate, natural soils sourced from Kazakhstan which had similar mineralogy, but varying amounts of fines. One of the key parameters examined was equivalent void ratio and its efficiency to account for the behaviour change in granular materials which comes from increased fines content. Starting with monotonic triaxial results combined with strength-dilatancy methods it was shown that prediction of shear strength in a silty-sand could be improved by 13%. Incorporating this finding into repeat load triaxial tests, the transitions between elastic, plastic, and ratcheting failure behaviours (i.e. shakedown boundaries), commonly used to help predict the lifespan of a flexible pavement, were examined. It was seen that cycling a silty-sand, the stress path and yield surface could change depending on the fines content. The Cambridge Airfield Pavement Tester (APT) was designed and constructed to measure permanent subgrade deformation resulting from various surface loads. The number of input variables required to design flexible pavements is one of the most frequently stated problems in the field; variation of aircraft types, environmental conditions, and materials makes mechanistic design of the soil foundation problematic. Accordingly physical pavement modelling continues to be the only experimental method that allows input parameters and material characteristics to be examined simultaneously. Digital image correlation (DIC) was incorporated into the system; the first time this technology has been used in flexible pavement research. A Null Pressure System was also installed to measure soil stress distributions. It was observed that the critical failure mechanisms for thin and thick surficial layers are different, resulting in changes in the rates of surface rutting. Finally, by combining element and APT results, knowledge of the causal relationships between subsurface deformation and failure mechanisms in flexible pavement were advanced. In-situ soils, which are frequently incorporated into subgrade designs, were found to have a substantial role in the serviceability of the pavement. Correlations between element tests and APT results highlighted the complicated loading and boundary conditions present in a pavement.

Uma nova abordagem de sistema de gerência de pavimentos ferroviários é exposta nesta tese. O objetivo principal da pesquisa foi o desenvolvimento de um sistema de gerência em nível de rede e análises do custo do ciclo de vida em nível de projeto, adotando como estudo de caso a Estrada de Ferro Vitória Minas. A revisão bibliográfica apresenta modelos de avaliação da qualidade geométrica e estrutural no Brasil e no mundo. O desenvolvimento iniciou-se com a composição do sistema de gerência em nível de rede utilizando um inventário do trecho em estudo, a subdivisão dessa via em segmentos homogêneos de comprimento variável de acordo com a geometria (curva e tangente), e a aplicação de seis códigos: (i) classe de via; (ii) inventário da estrutura do pavimento com base no tipo de dormente; (iii) geometria com a definição da metodologia de avaliação da qualidade geométrica, propondo um índice que aplica o desvio padrão dos parâmetros geométricos (bitola, empeno, alinhamento e nivelamento transversal), a contagem de exceções e os respectivos limites de alerta, intervenção e segurança; (iv) superfície pela análise do desgaste do trilho e defeitos superficiais; (v) segurança pelo coeficiente de atrito; e (vi) capacidade estrutural com a aplicação do módulo de via parametrizado pelo carro controle. A partir dos seis códigos, foi possível categorizar a estratégia de manutenção aplicável e, em nível de projeto, foram analisadas as degradações do lastro e do desgaste do trilho, com definições de equações de predição, o que permitiu simular o custo do ciclo de vida das estratégias. Por fim, para verificar a viabilidade técnica da estratégia de manutenção apontada, foram estudadas as tensões no topo do lastro e do subleito e ainda o módulo de via por retro análise das deflexões medidas da via permanente em duas seções da EFVM. / A new approach to the railroad track management system is presented in this thesis. The main objective of the research was the development of a network management system and life cycle cost analysis in a project level, adopting as a case study of the Estrada de Ferro Vitoria Minas. The bibliographic review has exposed geometric and structural track quality evaluation models in Brazil and in the world. The development began with the composition of the network management system using an inventory of the track under study, the subdivision of the railway into homogeneous segments of variable lengths depending on the geometry (curve and tangent), and the application of six codes: (i) class, (ii) pavement structure inventory based on tie type, (iii) geometry with definition of quality assessment methodology proposing an index that applies the exception counting and the standard deviation of the parameters - cross level, warp, alignment and gauge - and safety, alarm and intervention limits, (iv) surface by analysis of rail wear and rail surface defects, (v) safety by friction coefficient, and (vi) structural capacity with the application of the track modulus parameterized by the track geometry car. From the six codes, it was possible to categorize the applicable maintenance strategy at a project level, create prediction equations of the ballast and the rail wear degradation and simulate life cycle cost of the strategies. In order to verify the technical feasibility of the mentioned maintenance strategy, it was measured the stress at the top of the ballast and subgrade and the track modulus by retroanalysis deflections in two sections of the EFVM.

Este trabalho apresenta a análise de agregados reciclados de telhas de cerâmica vermelha, visando seu emprego em camadas de pavimentos de baixo custo, baseado em estudos de laboratório. A indústria de cerâmica vermelha gera refugos da queima que são tratados como resíduos, mas se constituem em materiais de alto conteúdo energético e matéria prima de qualidade. O quadro da geração desses resíduos foi diagnosticado nas cidades de Monte Carmelo e Ituiutaba, em Minas Gerais. Os dados quantitativos obtidos indicam que é justificável a sua reciclagem. Somente na cidade de Monte Carmelo, as quantidades geradas permitiriam executar 10,8 km de camada de base de pavimento, ao se misturar 40% de solo poderia atingir 32 km por ano. Aproximadamente 10 t destes resíduos foram britadas obtendo-se o agregado reciclado de telha (ART). Estes agregados foram caracterizados mediante os ensaios físicos e mecânicos, e submetidos aos ensaios empregados na pavimentação, como a metodologia tradicional, metodologia MCT, método da pastilha, resistência ao cisalhamento, outros ensaios denominados índices de qualidade, ensaio de módulo resiliente e deformação permanente. Apesar deste material atender aos principais requisitos da metodologia tradicional, identificou-se que ele quebra com a aplicação de energia de compactação e de tensões nos ensaios, e apresenta alta resiliência - grandes deformações resilientes-, o que levaria à perda da capacidade de suporte da estrutura do pavimento, por fadiga. Desenvolveu-se uma metodologia para a determinação da absorção no estado saturado superfície seca, de agregados porosos, com fração fina inclusive, pois os métodos conhecidos não são aplicáveis; esta metodologia pode ser aprimorada para se constituir em norma de ensaio. Estudou-se um método inédito para a otimização do volume compactado da mistura de agregado com solo, baseado na porosidade do material granular, como uma alternativa ao método da estabilização granulométrica que se mostrou inadequado, no caso. As misturas produzidas com solos lateríticos foram avaliadas após a compactação não apresentando mais a quebra dos grãos do agregado, e mostraram ganhos expressivos no valor do módulo de resiliência, chegando em um caso a atingir 288% acima do módulo do agregado. Os resultados dos ensaios de laboratório indicaram ser possível a aplicação deste material em misturas com solos lateríticos, em camadas de pavimentos de baixo custo. / The purpose of this work is to use recycled aggregate of ceramics roofing tiles for low cost pavement layers, based on laboratory studies. The heavy-clay ceramic industry generates wastes, originated from the calcination stage, that are considered as residues which demand resources for its deposition. However they are high energy content materials which can be useful. The generation of these residues in the cities of Monte Carmelo and Ituiutaba, in the State of Minas Gerais indicated that its recycling is valid. For instance, in the city of Monte Carmelo, it is generated such a large amount of residues that it should be enough to execute about 10,8 km of base course of pavement; moreover if 40% of soil is mixed 32 km pavement per year can be produced. For this study, approximately 10 metric tones of these residues had been crushed to produce the recycled aggregate from roofing tile. The aggregates produced had been characterized by physical and mechanical tests. They were also submitted to the tests used for aggregates for pavement, such as the traditional methodology, methodology MCT (tropical compacted miniature), shear strength, resilient module, permanent deformation, and other tests called quality rates. These residues comply with the main requirements of the traditional methodology, however it is necessary to point out that the material breaks with the application of energy for compaction and under the tensions during the mechanical tests, it also presents high resilience, or great resilient deformations, which will lead to the loss of the supporting capacity of the pavement due to fatigue. An appropriate methodology was developed for the porous aggregate absorption measurement, including its fraction, in the saturated dry surface state. As the known methods for absorption are not applicable, this methodology with improvements can be proposed as standard test. A new method to optimize the compacted volume of the mixture was studied, based on the porosity of the granular material, as an alternative to the traditional method of the grain sized stabilization, which is not adequate for this purpose. The mixtures produced with lateritics soils were evaluated after the compacting, they have not presented the broken grains. These mixtures performed very well with significant increase in the value of the resilience module, up to 288% above of the module of the aggregate. The results of the laboratory indicate that it is possible to use these residues in mixtures with laterític soil, for layers of low cost pavements.

To evaluate the performance of Warm Mixture Asphalt (WMA) with varying amounts of recycled asphalt pavement (RAP) in comparison with Hot Mix Asphalt (HMA), comprehensive laboratory and field evaluations were conducted. Mix designs were performed for both WMA with a LEADCAP additive and HMA with large amounts of fractionated RAP materials. Hamburg Wheel Tracking (HWT) test was performed to evaluate the rutting and moisture susceptibility of both HMA and WMA laboratory mixtures. HMA mixtures with up to 50% RAP materials by binder replacement exhibited a better performance than WMA mixtures. However, when RAP materials were increased to 75% both WMA and HMA mixtures showed a superior performance. When a specially designed LEADCAP additive for a mixture with a high RAP content called "RAPCAP" was used, the performance was significantly improved. The existing Asphalt Bond Strength (ABS) test (AASHTO TP91-11) was modified to better evaluate the adhesion bond between asphalt binder and aggregate surface. Based on the modified ABS test results, it was found that the asphalt binder type significantly influenced the adhesion bond. To evaluate the performance of WMA mixtures in the field, test sections were constructed in Iowa, Minnesota and Ohio. The test sections were successfully constructed with less compaction effort than HMA and met the required field densities per each DOT's specification. All HMA and WMA mixtures collected from the test sections passed the HWT and the modified Lottman tests, which indicates high resistance to rutting and moisture damage. The asphalt binders were then extracted and recovered from the field samples then re-graded following AASHTO M320 and AASHTO MP19-10. The recovered asphalt binder grades were found to be higher than the target grades due to the existence of RAP materials in the mixtures except for asphalt binders extracted from WMA mixtures produced using "RAPCAP" additive.

The objective of this research was to investigate the structural capacity of aggregate base materials stabilized with triaxial geogrid placed in a full-scale pavement involving control, or unstabilized, sections. Field testing was performed on a roadway in northeastern Utah that was 16 km (10 miles) long and included 10 test sections, seven stabilized sections and three control sections, each having five test locations. The pavement structure was comprised of a hot mix asphalt layer overlying an untreated aggregate base layer of varying thickness, depending on the test section. Except for the control sections, one or two layers of geogrid were incorporated into portions of the pavement structure at different locations. Falling-weight deflectometer testing and dynamic cone penetrometer testing were used to evaluate the structural capacity of the aggregate base layer in each pavement section. For data analysis, the Rohde's method was applied in conjunction with the 1993 American Association of State Highway and Transportation Officials pavement design guide methodology, and the Area under the Pavement Profile (AUPP) method was applied in conjunction with a mechanistic-empirical pavement analysis. Statistical analyses were then performed to enable comparisons of the test sections. Field results indicated that the asphalt layer thickness was consistently 140 mm (5.5 in.) at all 10 test sections, and the base layer thickness varied from 360 mm (14 in.) to 510 mm (20 in.). The results of the statistical analyses indicated that the majority of the 45 possible pairwise comparisons among the test sections were not statistically significant, meaning that variations in the presence and position of triaxial geogrid at those sections did not appear to affect the structural capacity. The remaining comparisons, however, were statistically significant and involved the test sections with the highest structural capacity. While one of these was unexpectedly an unstabilized control section, the others were constructed using one or two layers of geogrid in the base layer. In addition to being statistically significant, the observed differences were also practically important. Increases in the observed base layer coefficient from 0.12 to 0.18 correspond to an increase in the allowable number of equivalent single axle loads (ESALs) from 5.9 million to 19.2 million at the research site, while decreases in the observed AUPP value from 340 mm (13.37 in.) to 213 mm (8.38 in.) correspond to an increase in the allowable number of ESALs from 3.7 million to 17.3 million at the research site. These results indicate that, when geogrid reinforcement is compatible with the given aggregate base material and proper construction practices are followed, statistically significant and practically important increases in pavement design life can be achieved.

The objectives of this research were 1) to examine correlations between compositional and structural properties of emulsion-treated base (ETB) layers, determine which of these factors exhibit the greatest spatial variability, and determine if significant differences exist between different test sections on a given project and 2) to investigate temporal trends in the structural properties of base materials treated with asphalt emulsion and to assess the rate at which ETB design properties are achieved. The research conducted in this study focused on testing of the ETB layer constructed on 7800 South (SR-48) in West Jordan, Utah. The research conducted in this study involved field and laboratory evaluations of spatial and temporal variability in properties of ETB. Regarding spatial results, the average modulus values of the ETB layer were unusually low for a typical stabilized base material and were in general even lower than the subgrade modulus values at this test site. All three sections had high moisture contents after compaction, with the moisture content of the ETB layer exceeding the specified optimum moisture content at many locations even before the emulsion was injected. One of the three test sections had higher percentages of reclaimed asphalt pavement and emulsion than the other two. The ETB compressive strength was very low throughout the entire year of testing, clearly demonstrating the consequences of inadequate emulsion curing associated with this project. The statistical analyses showed that higher pre-treatment moisture contents and higher amounts of binder added were associated with lower stiffness and strength, while higher wet densities were associated with higher stiffness and strength. The analyses also showed substantial variation in most response variables but comparatively low variation in predictor variables. Only four structural properties were significantly different between sections. Temporal testing was performed to monitor the properties of the ETB layer and to compare the ETB section to an adjacent untreated base course (UTBC) section. The ETB moisture content did not change significantly during the 1-year monitoring period, showing that drying of the ETB layer did not occur following placement of the hot mix asphalt surface. Furthermore, the analyses provided no evidence that the ETB layer experienced any sustained increase in strength as a result of emulsion curing; instead, the ETB modulus was shown to be greatly dependent on season, with higher ETB moisture contents and temperatures corresponding to lower ETB modulus values. Even during the winter when the ETB stiffness reached its peak, the modulus was still below the target value specified for this project. The statistical analyses indicated that the modulus values of the ETB and UTBC layers were not statistically different.

The objective of this research was to apply a previously recommended laboratory testing protocol to specific aggregate base materials that are also the subject of ongoing full-scale field testing. The scope of this research involved three aggregate base materials selected from three sites where full-scale field testing programs have been established. The first and second field sites included five different geogrid types, categorized as either biaxial or triaxial, in a singlelayer configuration, while the third site included only the triaxial geogrid type in either a singleor double-layer configuration. Geogrid-stabilized and unstabilized control specimens were evaluated using the American Association of State Highway and Transportation Officials T 307 quick shear testing protocol. Measurements of load and axial displacement were recorded and used to develop a stress-strain plot for each specimen tested. The peak axial stress, the modulus to the peak axial stress, the modulus of the elastic portion of the curve, and the modulus at 2 percent strain were then calculated. Statistical analyses were performed to investigate differences between geogridstabilized specimens and unstabilized control specimens and to investigate differences between individual geogrid products or geogrid configurations. Depending on the method of data analysis, the quick shear test results indicate that geogrid stabilization, with the effect of geogrid stabilization averaged across all of the geogrid products evaluated in this study, may or may not improve the structural quality of the aggregate base materials evaluated in this study. The results also indicate that, regardless of the method of analysis, one geogrid product or configuration may be more effective than another at improving the structural quality of a given aggregate base material as measured using the quick shear test. All results from this research are limited in their application to the aggregate base material types, geogrid products, and geogrid configurations associated with this study. Additional research is needed to compare the results of the laboratory quick shear testing obtained for this study with the structural capacity of the geogrid-stabilized and unstabilized control sections that have been constructed at corresponding full-scale field testing sites. Specifically, further research is needed to determine which method of laboratory data analysis yields the best comparisons with field test results. Finally, correlations between the results of quick shear testing and resilient modulus need to be investigated in order to incorporate the findings of the quick shear test on geogrid-stabilized base materials into mechanistic-empirical pavement design.

Loaded wheel tester (LWT) is a common testing equipment usually used to test the permanent deformation and moisture susceptibility of asphalt mixtures by applying moving wheel loads on asphalt mixture specimens. It has been widely used in the United States since 1980s and practically each Department of Transportation or highway agency owns one or more LWT(s). Compared to other testing methods for pavement materials, LWT features movable wheel loads that allow more realistic situations existing on the actual pavement to be simulated in the laboratory. Due to its potential of creating a condition of repetitive loading, the concept of using LWT for characterizing the properties of pavement materials were promoted through four innovative or modified tests in this study. (1) The first test focuses on evaluating the effect of geogrids in reinforcing pavement base courses. In this test, a base course specimen compacted in a testing box with or without geogrids reinforced was tested under cyclic loading provided by LWT. The results showed that LWT test was able to characterize the improvement of the pavement base courses with geogrids reinforcement. In addition, the results from this study were repeatable and generally in agreement with the results from another independent study conducted by the University of Kansas with similar testing method and base materials. (2) A simple and efficient abrasion test was developed for characterizing the abrasion resistance of pervious concrete utilizing LWT. According to the abrading mechanisms for pervious concrete, some modifications were made to the loading system of LWT to achieve better simulations of the spalling/raveling actions on pervious concrete pavements. By comparing the results from LWT abrasion tests to Cantabro abrasion tests, LWT abrasion test was proved effective to differentiate the abrasion resistances for various pervious concretes. (3) Two innovative LWT tests were developed for characterizing the viscoelastic and fatigue properties of asphalt mixtures in this study. In the test, asphalt beam specimens are subjected to the cyclic loads supplied by the moving wheels of LWT, and the tensile deformations of the beam specimens are measured by the LVDTs mounted on the bottom. According to the stress and strain, the parameters associated to the viscoelastic and fatigue properties of the asphalt mixture can be obtained through theoretical analyses. In order to validate the concepts associated with the above mentioned tests, corresponding conventional tests have also been conducted to the same materials in the study. According to the comparisons between the conventional and the LWT tests, the LWT tests proposed in this study provided satisfactory repeatability and efficiency.