## 1 Introduction  
The most widely used construction material in the world for constructing the surface courses of road pavement structures is hot mix asphalt (HMA); however, the construction and rehabilitation of paved asphalt roads produce a negative environmental impact. Pavement rehabilitation projects generate residues from milling the upper layers of asphalt-paved roads, called reclaimed asphalt pavement (RAP). These residues consist of aggregates and asphalt binder, which can be used as raw material for new asphalt mixtures. The use of RAP is nowadays a common sustainable practice in the pavement industry; it saves on virgin construction materials and construction costs [1], and it also reduces the environmental impacts related to residue accumulation and the use of virgin raw materials [2]. Generally, there are three methods of pavement recycling: cold recycling, hot recycling, and full-depth reclamation, depending on whether pavement damage is structural or not [3]. On the other hand, the manufacture and laying of asphalt paving require high temperatures (between 150-180 \({}^{\circ}\)C) and therefore high energy consumption. In the process, the environment and workers are exposed to anthropogenic greenhouse gases and the massive toxic fumes emitted when asphalt mixtures are manufactured, transported, laid, and compacted at high temperatures [4; 5; 6; 7]. Thus, the reduction of asphalt emissions related to production, mixing, transportation, and paving is a continuous issue and a challenge for the asphalt industry [8]. Growing international pressure to reduce fossil fuel consumption and greenhouse gas emissions has led the scientific and technical communities to develop a number of cleaner and more sustainable new technologies for asphalt materials [9; 10]. One alternative method to reduce energy consumption and the emission of greenhouse gases and toxic fumes is to decrease the production temperature of asphalt mixtures by the development of warm mix asphalt (WMA) [9; 11; 12]. WMA is generally produced at between 110 and 140 \({}^{\circ}\)C, thirty degrees cooler than HMA [8]. Asphalt mixes with lower production and compaction temperatures are more environmentally friendly and economical [13]. One of the most commonly used processes for temperature-reduction is the incorporation of waves [8; 11; 14; 15] and synthetic or natural zeolites into asphalt mixes [16]. The temperature-reduction mechanism of zeolites is associated with the addition of water to WMA. Due to their honeycomb microstructure, crystallized zeolites can preserve water within their micropores and release it gradually when heated to above boiling point, when it creates foam. This reduces the viscosity of the asphalt mixture, increases its workability, and facilitates coating at lower temperatures [17; 18; 19]. Moreover, the quantity and mode of water release from zeolite are affected by the structure of the zeolite, its textural properties, and its crystallo-chemical characteristics [20]. Synthetic zeolite is prepared hydro-thermally by crystallizing a finely powdered hydrated sodium aluminum silicate; it retains from 18% up to 22% (by mass) of its water content, which is released when the temperature is increased above 85 \({}^{\circ}\)C. Natural zeolites are microporous, hydrated aluminosilicates generally used as commercial adsorbents. Clinoptilolite and phillipsite are the natural zeolites more commonly found in nature. In the synthetic mineral group, ZSM-5, X, Y, A, and NaP1 zeolite types are those most frequently found [21; 22]. Both natural zeolites (clinoptilolite-type) and Na-P1 (GIS-gismodine zeolite minerals) and Linde A (LTA) structure-type synthetic zeolites are used to reduce the manufacture temperatures of mineral-asphalt mix [13; 18; 19]. The manufacture of bitumens involves oxidation of residue from the vacuum distillation of petroleum.