## 1 Introduction  
The United Nations predicts that the global population, which has tripled since the mid-20 th century, will continue to grow significantly in the coming decades [1]. The global population rose from an estimated 2.5 billion in 1950 to 8.0 billion in mid-November 2022, adding 1 billion people since 2010 and 2 billion since 1998. It is projected to increase by nearly 2 billion over the next 30 years, reaching 9.7 billion by 2050, and could peak at approximately 10.4 billion in the mid-2080s [2]. Consequently, rising energy usage and greenhouse gas emissions have become global concerns [3], leading most countries to accept the Kyoto Protocol and the Paris Agreement, which set targets for promoting energy efficiency and reducing emissions to address these critical challenges [4]. It is crucial to ensure the low-carbon progress of transport structures, which are the primary energy user and carbon emitter, to achieve energy efficiency and reduce emissions [5]. In addition to these objectives, minimizing noise emissions, which are perceived by residents as the most disruptive effect of road traffic, should also be considered [6]. According to the World Road Association, asphalt pavements are classified into flexible and semi-rigid types [7]. Hot mix asphalt (HMA) use in road pavements emits high levels of CO\({}_{2}\), causing negative environmental impacts and consuming significant amounts of energy [8], resulting in high construction costs. The production of HMA accounts for almost 1.2 billion metric tons annually globally. This production results in a global yearly fuel consumption exceeding 9 billion liters and CO\({}_{2}\) emissions of approximately 26 million metric tons [9], based on an average fuel consumption of 7.5 L and CO\({}_{2}\) emissions of 21.5 kg per metric ton of HMA [10]. Because of its substantial environmental and economic impacts, WMA has recently attracted considerable attention. WMA helps reduce energy consumption, emissions, and bitumen aging [11]. It also extends the construction season and improves workability. Moreover, WMA creates better working conditions by reducing the emissions of harmful gases [12]. WMA offers a variety of technologies for mixing and compacting bituminous mixtures at lower temperatures than those typically used in HMA [13; 14]. A 25-30 \({}^{\circ}\)C decrease in mixing and compaction temperatures results in an 18-30% reduction in energy consumption [15; 16]. WMA technologies decrease the bitumen viscosity and increase workability, allowing for better compaction. These technologies can also affect bitumen's rheological characteristics and pavement durability [17; 18; 19]. The three primary groups of WMA technologies include foaming technologies, organic additives, and chemical additives. Chemical additives can be added to the bitumen to increase the adhesion, coverage of aggregates by the bitumen, and bonding strength [20]. Chemical additives differ from organic additives by achieving lower mixing and compaction temperatures without relying on viscosity reduction [21]. They usually have a negligible effect on the rheology of bitumen, including its viscosity and other characteristics [22; 23]. Chemical additives used in WMA mixtures are Cecabase RT 945, Cecabase RT BIO10, Revix, Evotherm, Iterlow, Rediset, Zyoctherm, and HyperTherm/QualiTherm [24]. [PERSON] et al. [25] reported that Cecabase RT 945 additive did not significantly affect the viscosity of bitumen. [PERSON] [26] stated that Cecabase RT 945 additive increased the void ratio of WMA samples and decreased the indirect tensile strength. [PERSON] et al. [27] found that the viscosity of modified bitumen decreased with the addition of Cecabase RT 945, resulting in a binder stiffness that was comparatively lower than that of the control HMA samples. [PERSON] et al. [28] reported that the viscosity value of asphalt binders modified with Cecabase RT 945, Evotherm, Rediset, and Sasobit WMA additives can be reduced, leading to lower mixing and compaction temperatures. [PERSON] et al.