## 1 Introduction  
In the context of sustainability, most countries are committed to advancing towards the Sustainable Development Goals [1]. Of these, goals 9 and 12 promote the innovation and responsible consumption and production of subcomponents of infrastructures. Sustainable development includes at least the environmental, economic, and social dimensions [2]. Yet, in recent decades, there has been greater interest in the economic and environmental pillars, to the detriment of the social pillars [3, 4]. Sustainable design requires consideration of each of the three dimensions. Social sustainability ensures equity, well-being, and justice for present and future communities, promoting inclusion, human rights, and participatory sustainable development [5]. Indeed, few studies consider the social sustainability of infrastructure components, particularly in relation to asphalt mixes. Among them,Hossain et al. [4] recommend a stakeholder-based social life cycle assessment framework for recycled building materials; however, they warn readers of their limited access to information and databases that cover the social aspects. Given this limitation, other authors have adopted a reductionist approach by pre-selecting social indicators to assess asphalt mixtures with scrap tires [6]. In contrast, [PERSON] and [PERSON] [7] recommend that an adequate assessment that represents real social sustainability should include aspects appropriate to the context, based on the participation of stakeholders, without limiting them. Thus, the social sustainability has been commonly recognized as the weakest and least-developed pillar of sustainable development [3; 5]. This is due to the absence of a universally recognized scientific foundation for analysis or a standardized unit of measurement, unlike the economic and environmental aspects of sustainability [5]. Moreover, social indicators are not isolated but interrelated with each other and with other elements of sustainability, resulting in first- and higher-order impacts [8; 9]. This complicates the implementation of a model that can accurately represent the social impact of infrastructure components. Recently, [PERSON] et al. [3] developed a model to advance the estimation of the social contribution of sustainable asphalt mixtures using a Bayesian decision-making model. The model has 26 independent indicators distributed in the life cycles of extraction, production, and placement of the mixtures. However, progress still needs to be made in terms of depicting the impact of the interaction between indicators and adjusting the measuring scale to the level of each component of the asphalt mix. This implies that, in actuality, not all social indicators are independent and should be represented as such to accurately simulate the real effect of a social system. In addition, the scale effect per functional unit of asphalt mixture did not properly identify the effect of its components, as in the case of asphalt additives. Additives are one of the components in hot mix asphalt (HMA) and act in combination with stone aggregates and asphalt binder. The inclusion of an additive is typically warranted by the enhancement of the pavement's mechanical qualities [10]. The additives offered in the market for HMA can be commercialized in fiber format derived from synthetic fibers (polyolefin and aramid, fiberglass, and others). There is already existing evidence that demonstrates the improvement of the mechanical properties of polyolefin and aramid fibers, prolonging pavement service life [11]. Specifically, Aramid fiber, especially when combined with polyolefins, enhances rutting resistance and permeability in porous asphalt mixtures [12]. In this vein, glass fibers also stand out for their flexibility and stability at 200 \({}^{\circ}\)C, improving the strength and fatigue properties of asphalt mixtures and increasing ductility [13]. Polyester fibers consist of a long-chain synthetic polymer containing a minimum of 85% by weight of a diol ester and terephthalatic acid.