Increasing green total factor productivity is the key to achieving green development in agriculture. This study measured the green total factor productivity of Jiangxi’s agriculture, and its regional and temporal evolution characteristics were examined. The fixed-effects model was then used to investigate the model’s fundamental components empirically. The study’s findings reveal the following: During the period under review, technical change was the primary element driving the rise in the green total factor productivity of agriculture. A rising “U”-shaped trend with notable regional variances characterizes the spatial and temporal evolution. The primary factors that affect changes in green total factor productivity in agriculture include the ease of transportation, the per capita disposable income of rural residents, the level of agricultural mechanization, the degree of urbanization, the level of financial support for agriculture, and the percentage of workers in secondary industries. As a result, it is suggested that, in order to substantially increase agricultural green total factor productivity, agricultural green technological support should be strengthened, more fully developed, and promoted in a multi-pronged approach.

At present, failure definition and damage characteristic curve (DCC) analysis included in the framework to assess bitumen fatigue cracking performance have an inconsistency in ranking bitumen fatigue behaviour. This study utilized two types of self-healing polymers (STP and IPA1w) to modify the neat asphalt (NA), and research four different types of bitumens: NA, STP-modified bitumen, IPA1w-modified bitumen, and styrene-butadiene-styrene modified bitumen (SBSB), to evaluate the above-mentioned framework. All bitumens were subjected to short-term and long-term aging and tested utilizing the Linear amplitude sweep (LAS) test and simplified viscoelastic-continuum-damage (S-VECD) model. The results showed that the SBSB exhibited the highest numbers of loading cycles (in long-term aging analysis) to reach failure points at 25°C, 28°C, and 31°C which were 2290, 2340, and 2510, respectively. However, this bitumen failed to exhibit the best performance in terms of DCC assessment under the same conditions, confirming the above-mentioned inconsistency. Besides, the current failure criterion could not accurately predict bitumen fatigue behaviour under certain test conditions because two R2 values were below 0.1. As a result, this study proposed a new failure definition and failure criterion to overcome these issues. The proposed failure definition agreed with the DCC analysis to rank bitumen fatigue performance, and the proposed failure criterion showed R2 values higher than 0.9. The new framework presented the modified bitumen containing 0.5% of STP as the asphalt binder with the best fatigue cracking performance, according to the selected test conditions.