## 1 Introduction  
Authorities across the globe are dealing with limited budgets for constructing and maintaining infrastructures by implementing cost-saving strategies that utilize recycled materials [1, 2]. Pavement researchers are still looking for cost-effective solutions that reduce project expenditures by incorporating waste material into road pavements [3]. Several studies have examined the performances of pavements modified with waste materials,including recycled asphalt shingles (RAS), reclaimed asphalt pavement (RAP), glass, steel slag, waste frying oil (WFO), waste engine oil (WEO), and crumb rubber (CR) [4; 5; 6; 7]. The rapid growth of the automotive sector and the number of vehicles on the road each year has increased the demand for tires. Globally, 1.5 billion tires are produced, and 4.0 billion tires are disposed of annually [8]. The decomposition of discarded tires, sometimes known as black pollution, could be worse than plastic or white pollution. The thermosetting nature of natural and synthetic rubbers, which seldom degrade in typical climate conditions, makes scrap tire disposal challenging. The conventional methods for disposing of waste tires are landfilling and burning. The landfilling of scrap tires poses health risks and can cause unintentional fires, while burning scrap tires pollutes the environment. In short, waste tire dumping causes environmental, economic, health, and social issues [9]. Recycling scrap tires in asphalt pavements is a cost-effective and environmentally responsible approach to disposing of these waste materials [10; 11]. The usage of crumb rubber (CR) is advantageous for environmental reasons (i.e., noise isolation). The exposure to emissions in asphalt-rubber production was the same as in traditional asphalt production. Moreover, in comparison to the influence of other factors, the effect of CRM on emissions may be minimal. The dryer's fueling rate, mix temperature, asphalt throughput rate, and binder content are some of those factors [12]. The wet and dry methods exist for integrating crumb rubber into asphalt pavements [13; 14]. Wet bitumen modification techniques involve blending the asphalt binder and CR at temperatures between 160 \({}^{\circ}\)C and 200 \({}^{\circ}\)C, adhering to specific shear rates and durations [15]. At these elevated temperatures, crumb rubber particles rapidly expand due to the absorption of the lighter components of the bitumen during mixing [16]. The incorporation of crumb rubber into asphalt binders significantly enhances the characteristics of the modified binder. Various factors, including raw material properties and interaction conditions, exert an influence on the properties of rubberized binders. Researchers have extensively employed CR to ameliorate the performance of rubberized asphalt pavements while upholding environmental considerations [17]. CR-modified asphalt binders exhibit augmented viscosity, heightened resistance to rutting, cracking, and moisture susceptibility, as well as elevated manufacturing and laying temperatures (approximately 10 \({}^{\circ}\)C) in comparison to conventional blends [18]. However, challenges associated with CR-modified asphalt pavements encompass reduced workability and heightened temperature prerequisites at asphalt manufacturing facilities [19]. Recent studies have concentrated on mitigating production and laying temperatures and enhancing workability. On the other hand, the absence of a universally standardized warm mix asphalt (WMA) mix design underscores the necessity to comprehend the fundamental mechanisms through which additives operate within the mixture. The insufficiency of information concerning the capabilities and dynamics of WMA, prevalent in various global regions, is attributed to factors such as the variation in WMA additives, suggested quantities, and technological approaches. This knowledge gap can be attributed in part to the limited understanding of WMA additives, which impedes the cultivation of expertise in WMA practices among industry professionals [20].