The KENTRACK program is a finite element based railway trackbed structural design program that can be utilized to analyze trackbeds having various combinations of all-granular and asphalt-bound layered support. It is applicable for calculating compressive stresses at the top of subgrade, indicative of potential long-term trackbed settlement failure. Furthermore, for trackbeds containing asphalt layer, it is applicable for calculating tensile strains at the bottom of the asphalt layer, indicative of potential fatigue cracking. The program was recently expanded to include both English and international units. A procedure has been incorporated to provide a path to save results in a text formation in post-Windows XP operating systems. More importantly, properties of performance graded (PG) asphalt binders and the Witczak E* predictive model have been incorporated in the 4.0 Version of the program. Component layers of typical trackbed support systems are analyzed while predicting the significance of layer thicknesses and material properties on design and performance. The effect of various material parameters and loading magnitudes on trackbed design and evaluation, as determined and predicted by the computer program, are presented. Variances in subgrade modulus and axle loads and the incorporation of a layer of asphalt within the track structure have significant effects on subgrade vertical compressive stresses and predicted trackbed service lives. The parameter assessments are presented and evaluated using sensitivity analysis. Recommendations for future research are suggested.

In this study, the possibilities to produce metallic glass as binder phase in hard metal by means of powder metallurgical methods have been investigated. The aim of the study was to do an initial investigation about metallic glass as alternative binder phase to cobalt in hard metal. Production of samples with metallic glass forming alloys and an amorphous powder as binder phase in hard metal by means of quenching and hot pressing have been performed. Moreover, mechanical alloying of metallic glass forming powder to achieve amorphicity has been performed. The samples and powders were analyzed by means of XRD, LOM, STA, SEM and EDS. The results showed that no glass formation of the binder phase was achieved by quenching, hot pressing or mechanical alloying. However, interesting information about glass formation by means of metallurgical methods was obtained. The main conclusion was that production of metallic glass by means of metallurgical methods is complicated due to changes in the binder phase composition throughout the production process as well as requirements of high cooling rates when quenching and high pressures when hot pressing.

The study of asphalt chemo-mechanics requires a basic understanding of the physical properties and chemical composition of asphalt and how these properties are linked to changes in performance induced by chemical modifications. This work uniquely implements the framework of chemo-mechanics by investigating two types of chemical modification processes, natural (oxidative aging) and synthetic (chemical doping) as they relate not only to macro-scale properties of asphalt binder but also to the asphalt microstructure and nanorheology. Furthermore, this study demonstrates the application of atomic force microscopy (AFM) imaging and the extraction of nano-scale engineering properties, i.e. elastic modulus, relaxation modulus, and surface energy, as a method to predict performance related to the fatigue characteristics of asphalt binders by modeling intrinsic material flaws present amongst phase interfaces. It was revealed that oxidative aging induces substantial microstructural changes in asphalt, including variations in phase structure, phase properties, and phase distribution. It has also been shown that certain asphalt chemical parameters have a consistent and measureable effect on the asphalt microstructure that is observed with AFM. In fact, particular phases that emerged via chemical doping revealed a surprising correlation between oxidative aging and the saturates chemical parameter of asphalt in terms of how they explicitly impact durability and performance of asphalt. By implementing a crack initiation model – which requires measureable microstructural characteristics as an input parameter – it was found that microstructural flaws (depending on the extremity) can have a more profound impact on asphalt performance than the properties of the material located between the flaws. It was also discovered by comparing the findings to performance data in the Strategic Highway Research Program’s (SHRP’s) Materials Reference Library (MRL), that the crack initiation model predicts very similar performance as the SHRP’s distress resistance indicators. Overall, this body of work yields improved input values for asphalt prediction models and serves as the basis for ongoing studies in the areas of asphalt chemical mapping, modeling of nano-damage, and nano-modification using AFM.

Projektet gick ut på att montera ihop en Binder Jetting 3D-skrivare som är en delav ett större projekt med syfte att framställa individanpassade läkemedel inomsjukvården. Skrivaren fungerar genom att om vartannat applicera tunna skiktpulver och bindemedel. Under konstruktionen av skrivaren tillverkades ett Boost-Demultiplexer kretskort, skrivarens chassi monterades; varpå bland annat axlar,matarkolvar och byggkolvar, spridare och motorer fästes. Slutligen drogselektronik mellan de olika komponenterna och inställningar gjordes i både firmwareoch mjukvara. För att testa skrivaren skrevs en kalibreringskub med måtten 20x20x20 mm ut,först utan pulver på ett pappersark för att avgöra om skrivarhuvudets rörelse varkorrekt, sedan i 3D med gips i pulverform och skrivarbläck som bindemedel. Frånutskriften på papper framgick det att skrivarhuvudet rör sig som önskat, däremothöll inte 3D-utskriften ihop. Detta förklaras med att bläcket inte band ihop gipsettillräckligt bra. Dock bekräftades att både matarsystemet och skrivytan rör sig somtänkt, eftersom skrivytan rört sig nedåt lika långt som utskriften krävde. Med ettlämpligare bindningsmedel antas därför skrivaren vara fullt funktionell, även omingen konkret slutsats kan dras från testutskrifterna.

Submitted by Maria Medeiros (maria.dilva1@ufcg.edu.br) on 2018-08-24T11:22:53Z No. of bitstreams: 1 MIRTES AILA RODRIGUES DE CARVALHO - DISSERTAÇÃO (PPGECA) 2018.pdf: 2832182 bytes, checksum: eb9e4bf2802a12b8ca3371f98de48cbb (MD5) / Made available in DSpace on 2018-08-24T11:22:53Z (GMT). No. of bitstreams: 1 MIRTES AILA RODRIGUES DE CARVALHO - DISSERTAÇÃO (PPGECA) 2018.pdf: 2832182 bytes, checksum: eb9e4bf2802a12b8ca3371f98de48cbb (MD5) Previous issue date: 2018-04-12 / Capes / As misturas asfálticas com ligantes modificados por polímeros são cada vez mais utilizadas para satisfazer as necessidades crescentes do tráfego rodoviário, melhorando as condições de resistência, de durabilidade dos revestimentos asfálticos sob a ação de cargas pesadas. Os polímeros reativos/não-reativos e o ácido polifosfórico, em separado, são opções utilizadas como modificadores dos ligantes cujo o objetivo é melhorar as propriedades mecânicas da mistura asfáltica. No entanto, o uso combinado dos modificadores pode proporcionar melhores resultados que o uso individual. O objetivo desta pesquisa foi de avaliar o comportamento mecânico de misturas asfálticas quando modificadas por polímero reativo/não-reativo associados ao ácido polifosfórico como catalizador em diferentes teores. Para isso foram realizados ensaios físicos e mecânicos nos ligantes 50/70 com adição de Etileno Acrilato de Metila e Metacrilato de Glicidila (EMA-GMA) comercialmente conhecido por S74, Terpolímero de Alta densidade (SX500) e Ácido Polifosfórico (PPA116%), antes e após envelhecimento a curto prazo (RTFO) e nos ligantes 50/70, 55/75 sem a modificação. Foram dosadas misturas asfálticas com 1,8%S74, 0,3%SX500 associadas a teores variados de 0,15; 0,3 e 0,5% PPA116% e analisado o comportamento mecânico das misturas asfálticas por meio de ensaios de Resistência a Tração, Módulo de Resiliência, Módulo Dinâmico, Flow Number, Lotman Modificado e Desgaste Cântabro. Os resultados indicam que as misturas asfálticas com os ligantes modificados com polímero reativo/não-reativo associados ao ácido polifosfórico nos teores de 0,3 e 0,5%PPA se classificam como ligantes elastoméricos 60/85-E e suas respectivas misturas asfálticas possuem maior resistência a deformação permanente quando submetidos a altas temperaturas, maior resistência ao desgaste e menor susceptibilidade a umidade, indicando que tais misturas podem ser usadas como alternativa a misturas asfálticas convencionais, principalmente para regiões de clima tropical. / The polymer modified asphalt mixtures are increasingly being used to satisfy the growing road traffic needs, improving their resistance conditions and the asphalt coating durability under the action of heavy loads. The reactive/non-reactive polymers and the polyphosphoric acid, separated, are largely used as modifiers for the asphalt binders whose objective is to improve its mechanical properties. However, the combined use of them can provide better results that individually. This researches objective was to evaluate the mechanical behavior of the asphalt mixtures when modified with reactive/non-reactive polymer associated with the polyphosphoric acid as a catalyst in different contents. There were performed physical and mechanical tests on the 50/70 binder with the addition of ethylene methyl acrylate and glycidyl methacrylate (EMA-GMA) commercially known as S74, high density thermo-polymer (SX500) and polyphosphoric acid (PPA 116%), before and after the short term aging process (RTFO). The same procedures were performed on the 50/70 and 55/75 non modified binders. Asphalt mixtures were designed with 1,8%S74, 0,3SX500 associated with varied contents of 0,15; 0,30 and 0,50% PPA 116% and analyzed in relation to its mechanical behavior by means of traction resistance, resilience module, dynamic module, flow number, modified lotman and cântabro wear tests. The results indicate that the asphalt mixtures modified with reactive/non-reactive polymer associated with the polyphosphofic acid in the contents of 0,3 and 0,5%PPA are classified as 60/85-E elastomeric binders and have a higher permanent deformation resistance when subjected to high temperatures, greater wear resistance and lower susceptibility to humidity, indicating that this mixtures can be used as an alternative to conventional asphalt mixtures, mainly in tropical climate regions.

Peças cerâmicas são normalmente produzidas através da aplicação de calor sobre argilas transformadas, de matérias-primas naturais ou materiais sintéticos, utilizando água e/ou outros aditivos como agentes de ligação, para formar um produto rígido, seguido por um processo de conformação. Alguns dos métodos mais comuns de conformação incluem extrusão, colagem, prensagem, colagem em fita e moldagem por injeção. No entanto, o uso de tecnologias de prototipagem rápida na fabricação de materiais cerâmicos tem aumentado nos últimos anos devido às suas muitas vantagens, porém poucos estudos foram realizados utilizando como matéria-prima a alumina em impressão 3D. Desta forma, o objetivo deste trabalho foi avaliar a influência de diferentes ligantes (PVA, PVAc e Goma Arábica) nas propriedades físicas de peças de alumina obtidas por impressão 3D por jato de tinta. Além disto, avaliar também a influência da granulometria do pó na confecção destas peças. Porosidade aparente, densidade aparente, retração após tratamento térmico, resistência mecânica e tamanho de poro foram avaliados. Os resultados obtidos demonstraram que as peças com melhor acabamento e propriedades fisicas foram as com o ligante PVA. Ainda, foi aumentado o teor de ligante de 3 para 5% em massa. Nas amostras com 3%, uma granulometria média favoreceu a obtenção de melhores resultados estruturais e de aparência, sendo, por exemplo, os valores de resistência mecânica de 47MPa, porosidade aparente média de 30% e tamanho médio de poro próximo de 21μm. Para a concentração de 5%, foi a granulometria menor que obteve os melhores resultados, onde os valores de resistência mecânica, porosidade aparente média e tamanho de poro, por exemplo, foram de 63MPa, 22% e 21 μm, respectivamente. Para todos os ligantes e granulometrias a retração volumétrica média foi de ~50%. Conclui-se desta forma, que comparativamente, as peças impressas com os resultados mais satisfatórios foram as peças da composição com 5% de ligante PVA, passante em peneira 325 ABNT. / Ceramics pieces are typically produced by the application of heat upon processed clays, natural raw materials or chemically synthetic materials, accomplished of water and/other additives as binders, to form a rigid product followed by a shape forming process. Some of the most common forming methods for ceramics include extrusion, slip casting, pressing, tape casting and injection molding. However, the use of rapid prototyping technologies in the manufacture of ceramic materials in the biomedical area has increased in recent years due to its many advantages and few studies are conducted on obtaining alumina pieces intended for biomedical applications by 3D printing. Thus, the aim of this work was to evaluate the influence of different binders (PVA, PVAc and gum arabic) on the final properties of alumina parts obtained by inkjet printing. Moreover, was evaluated the influence of particle size in manufacturing parts. Apparent porosity, apparent density, retraction after thermal treatment, mechanical strength and pore size were evaluated. The results showed that the parts with PVA binder achieved a better appearance and better final properties. Further, the binder amount of 3 was increased to 5%wt. Samples with 3%wt and a mean particle size promoted to obtain the major structural results and appearance being, which for example, the mechanical strength was 47MPa, mean apparent porosity was 30% and mean pore size of 21μm. Samples with 5%wt and the minor particle size achieved the major results, where, for example, the values of mechanical strength, mean apparent porosity and mean pore size were 63MPa, 22% and 21μm, respectively. To all binders and particle size the volumetric shrinkage was ~ 50%. It was concluded, comparatively, the printed parts with the most satisfactory results were samples with 5%wt PVA, sieved at 325 mesh.

ANDRADE, José Roberto Moreira de. O efeito da modificação de ligante asfáltico com uma resina fenólica: cardanol-formaldeído. 2013. 79 f. Dissertação (Mestrado em química)- Universidade Federal do Ceará, Fortaleza-CE, 2013. / Submitted by Elineudson Ribeiro (elineudsonr@gmail.com) on 2016-06-03T19:36:40Z No. of bitstreams: 1 2013_dis_jrmandrade.pdf: 997257 bytes, checksum: 1c29a466e7d42d6dd458984448bd75b5 (MD5) / Approved for entry into archive by José Jairo Viana de Sousa (jairo@ufc.br) on 2016-07-21T19:10:47Z (GMT) No. of bitstreams: 1 2013_dis_jrmandrade.pdf: 997257 bytes, checksum: 1c29a466e7d42d6dd458984448bd75b5 (MD5) / Made available in DSpace on 2016-07-21T19:10:47Z (GMT). No. of bitstreams: 1 2013_dis_jrmandrade.pdf: 997257 bytes, checksum: 1c29a466e7d42d6dd458984448bd75b5 (MD5) Previous issue date: 2013 / The asphalt from petroleum refineries, when presents proper consistency to pavement, is denominated asphaltic binder or petroleum asphaltic cement (PAC). The petroleum asphaltic binders are materials constituted by complex mixtures of high-molecular-weight hydrocarbons. Their main components are carbon, hydrogen, but also contain other elements like oxygen, sulphur and some metals. They are obtained from the natural evaporation of deposits located on the earth surface (natural asphalt), or by distillation in industrial units specially designed for this. The asphaltic binders produced by petroleum refining resist satisfactorily in most situations to which pavements are submitted. Nevertheless, over the past years, the highways with a high volume of traffic have had to support an increasing daily average of vehicles, heavier trucks, and also increases in axle weight and in tire pressure. These roads require, thus, asphaltic coatings with better performance and more modern constructive techniques. In view of this, this research has as its goal to study the effects resulting from the modification of the petroleum asphaltic cement (PAC) by the addiction of a resin of the type phenol-formaldehyde – obtained from cardanol – to analysis of the feasibility of this additive in asphalts. Through this study, it was found that the additive enabled an increase in the module (G*) and a lowering of the phase angle (δ) that resulted in a better performance of the asphaltic binder in terms of permanent deformation if compared to the pure PAC. It was also observed a reduction of approximately 12°C in the temperature of compaction and machining of the mixture in relation to the pure binder, what makes possible the use of the resin as additive in asphaltic binders. / O asfalto obtido das refinarias de petróleo, quando apresenta consistência adequada à pavimentação, é denominado de ligante asfáltico ou cimento asfáltico de petróleo (CAP). Os ligantes asfálticos de petróleo são materiais constituídos por misturas complexas de hidrocarbonetos de elevada massa molar, cujos componentes principais são o carbono e o hidrogênio, contendo também outros elementos como o oxigênio, enxofre e alguns metais. São obtidos por evaporação natural de depósitos localizados na superfície da terra (asfaltos naturais), ou por destilação em unidades industriais especialmente projetadas. Os ligantes asfálticos produzidos pelo refino do petróleo atendem satisfatoriamente à maioria das situações às quais os pavimentos são submetidos. Contudo, nos últimos anos, as rodovias de alto volume de tráfego apresentam aumento no VMD (número de veículos médio diário), maior peso nos caminhões, aumento da carga por eixo e aumento da pressão dos pneus, requerendo revestimentos asfálticos que apresentem melhor desempenho e técnicas construtivas mais modernas. Em vista disso, este trabalho tem como objetivo estudar os efeitos resultantes da modificação do cimento asfáltico de petróleo (CAP) por adição de uma resina do tipo fenol-formaldeído – obtida a partir do cardanol – para análise da viabilidade do uso deste aditivo em asfaltos. Por meio deste estudo verificou-se que o aditivo possibilitou um aumento no módulo complexo (G*) e um abaixamento do ângulo de fase (δ) o que fez com que o ligante asfático obtivesse um melhor desempenho em relação a deformação permanente comparado ao CAP puro. Verificou-se, também, uma redução de aproximadamente 12 ºC na temperatura de compactação e usinagem da mistura em relação ao ligante puro, o que torna viável a utilização da resina como aditivo em ligantes asfálticos.

O avanço da tecnologia do concreto permitiu o desenvolvimento de compósitos cimentícios com elevada resistência mecânica. Contudo, apesar de suas inúmeras vantagens, tais concretos estão mais suscetíveis a ocorrência de fissuração, decorrente do fenômeno da retração. Nas últimas décadas inúmeros esforços estão sendo realizados visando mitigar tal fenômeno, como a realização do procedimento de cura interna, a fim de contribuir para a redução da intensidade deste fenômeno, assim buscando a obtenção de estruturas mais duráveis. Conjuntamente, no contexto do ambiente construído, há uma crescente preocupação relacionada com o desenvolvimento sustentável da indústria da construção civil, uma vez que este setor consome grande quantidade de matérias primas não renováveis, além de gerar uma quantidade significativa de resíduos. Dentro deste contexto, o objetivo desta pesquisa foi o de contribuir para a viabilização do emprego de resíduos de construção e demolição cerâmicos como agentes de cura interna, a fim de reduzir a intensidade do fenômeno da retração por secagem em concretos, ao longo do tempo. Para tanto, avaliou-se o emprego de agregados cerâmicos miúdos e graúdos em substituição ao agregado natural, na composição dos concretos. Ensaios mecânicos (resistência à compressão e módulo de elasticidade) foram realizados nos compósitos cimentícios estudados, assim como ensaios de retração por secagem livre e restringida, buscando verificar a eficiência do agregado cerâmico como um agente mitigador do fenômeno. Conjuntamente, realizou-se uma análise da microestrutura dos concretos (por microscopia eletrônica de varredura) buscando uma avaliação do transporte entre a matriz cimentícia e o agregado cerâmico. Com os resultados obtidos verificou-se a potencialidade do emprego do agregado cerâmico na composição dos concretos estudados, uma vez que se constatou o não prejuízo das propriedades mecânicas dos compósitos cimentícios estudados, quando ocorreu a substituição do agregado natural pelo agregado cerâmico, bem como observou-se uma redução na intensidade do fenômeno da retração por secagem e uma diminuição da tendência de fissuração do material. / Advances in concrete technology have allowed the development of cementitious composites with high mechanical strength. However, even with its many advantages these kind of concrete are more susceptible to the occurrence of cracking, resulting from shrinkage phenomenon. In recent decades many efforts were made to mitigate this phenomenon, using internal curing procedures in order to contribute to the reduction of the intensity of this phenomenon, thus seeking to obtain more durable structures. On the other side, in the context of the built environment, there is growing concern related to the sustainable development of the construction industry, since this sector consumes large amount of nonrenewable raw materials, and generate a significant amount of waste. Within this context, the objective of this research was to contribute to the viability of the use of ceramic construction and demolition waste as internal curing agents, in order to reduce the intensity of the phenomenon of shrinkage in concrete over time. Therefore, we evaluated the use of ceramic fines and coarse aggregates instead of natural aggregate in the composition of concrete residue mixes. Mechanical tests (compressive strength and modulus of elasticity) were performed, as well as shrinkage tests for free and restricted drying, trying to verify the efficiency of ceramic addition as an internal curing agent. Jointly, a microstructure analysis of concrete (scanning electron microscopy) was held, seeking to analysis the transportation between the cement matrix and the ceramic aggregate. With the results obtained the potential of the ceramic aggregate employment as an internal curing agent for concrete studied was confirmed. It has been found not to harm the mechanical properties of cementitious composites studied, and there was a reduction in the intensity of the phenomenon of shrinkage by drying and a reduction in cracking tendency of the material.

abstract: Asphalt concrete is the most recycled material in the United States and its reclamation allows the positive reuse of the constituent aggregates and asphalt binder, contributing to the long-term sustainability of the transportation infrastructure; decreasing costs, and the total energy and greenhouse emissions embodied into new materials and infrastructure. Although the national trends in Reclaimed Asphalt Pavements (RAP) usage are encouraging, the environmental conditions in Phoenix, Arizona are extreme and needs further consideration. The objective of this research study was to evaluate the viability of using RAP in future pavement maintenance and rehabilitation projects for the City. Agencies in the State of Arizona have been slow adopting the use of RAP as a regular practice. While the potential benefits are great, there is some concern on the impact to long-term pavement performance. RAP millings were sampled from the city’s stockpiles; processed RAP and virgin materials were provided by a local plant. Two asphalt binders were used: PG 70-10 and PG 64-16. RAP variability was evaluated by aggregate gradations; extracted and recovered binder was tested for properties and grading. A mixture design procedure based on the City’s specifications was defined to establish trial blends. RAP incorporation was based on national and local practices. Four different RAP contents were studied 10%, 15%, 25%, and 25% content with a softer binder, in addition to a control mix (0% RAP). Performance tests included: dynamic modulus to evaluate stiffness; Flow Number, to assess susceptibility for permanent deformation (rutting); and Tensile Strength Ratio as a measure of susceptibility to moisture damage. Binder testing showed very stiff recovered asphalts and variable contents with a reasonable variability on aggregate gradations. Performance test results showed slightly higher modulus as RAP content increases, showing a slight improvement related to rutting as well. For moisture damage potential, all mixtures performed well showing improvement for RAP mixtures in most cases. Statistical analysis showed that 0%, 10%, 15% and 25% with softer binder do not present significant statistical difference among mixtures, indicating that moderate RAP contents are feasible to use within the City paving operations and will not affect greatly nor negatively the pavement performance. / Dissertation/Thesis / Masters Thesis Civil, Environmental and Sustainable Engineering 2018

Submitted by Lucienne Costa (lucienneferreira@ufcg.edu.br) on 2018-04-17T13:30:49Z No. of bitstreams: 1 THALITA MARIA RAMOS PÔRTO DE MORAES – DISSERTAÇÃO (PPGECA) 2018.pdf: 3322287 bytes, checksum: 36e41cf17e60d380a38ffe1e5778f8e0 (MD5) / Made available in DSpace on 2018-04-17T13:30:49Z (GMT). No. of bitstreams: 1 THALITA MARIA RAMOS PÔRTO DE MORAES – DISSERTAÇÃO (PPGECA) 2018.pdf: 3322287 bytes, checksum: 36e41cf17e60d380a38ffe1e5778f8e0 (MD5) Previous issue date: 2018-02 / CNPq / As misturas mornas surgem como uma opção para a redução das temperaturas de usinagem e compactação, uma alternativa que proporciona vantagens econômicas, ambientais e técnicas. Este trabalho trata da utilização das ceras de carnaúba do tipo 1, nos teores de 1, 2 e 3% (m/m), como aditivo incorporado as misturas asfálticas para a obtenção de misturas mornas. A cera do tipo 1 foi utilizada para modificar o ligante 50/70 e foram avaliados seus efeitos a partir de ensaios empíricos: penetração, ponto de amolecimento e ensaios no viscosímetro rotacional. O ligante asfáltico modificado com 2 e 3% de cera de carnaúba apresentou uma considerável diminuição das temperaturas de usinagem (TU) de 9°C, reduzindo as emissões de gases poluentes (CO2 e VOCs, por exemplo) e o gasto energético. Foi utilizado o método SUPERPAVE, com objetivo de produzir os corpos de prova que foram utilizados para fazer a análise mecânica. Com o propósito de avaliar os efeitos da redução das temperaturas de produção e compactação e a influência da incorporação do aditivo na mistura asfáltica, foram realizados ensaios mecânicos: Resistência à Tração, Modulo de Resiliência, Dano por Umidade (Lottman), Fadiga, Flow Number, Cântabro e Módulo Dinâmico. A mistura com 2% de cera de carnaúba apresentou melhores resultados em relação as análises mecânica e reológica, uma maior redução das temperatura de usinagem e compactação. Espera-se que tal pesquisa possa contribuir para a redução dos danos causados ao meio ambiente, maior viabilidade técnica e econômica. Portanto, a cera de carnaúba cumpre algumas exigências mecânicas e reológicas para a sua utilização como aditivo em misturas asfálticas mornas. / Warm mixtures appear as an option for reducing temperature machining and compression, an alternative that provides economic advantages, environmental and technical. This paper deals with the use of carnauba wax type 1, the levels 1, 2 and 3% (m / m), as an additive incorporated into the asphalt mixtures for obtaining mixtures of lukewarm. Wax type 1 was used to modify the binder 50/70 and evaluated its effects from empirical tests: penetration point testing the softening and rotational viscometer. The modified asphalt binder 2:03% carnauba wax showed a considerable reduction in temperature machining (TU) of 9 ° C, reducing pollutant emissions (CO 2 and VOCs, for example) and energy expenditure. SUPERPAVE the method was used, in order to producing the specimens which were used to make mechanical analysis. As order to evaluate the effects of reducing the production and compaction temperatures and the influence of the incorporation of the additive in the asphalt mixture, tests were conducted Mechanical: tensile strength, modulus of resilience, moisture damage (Lottman) Fatigue, Flow Number, Cántabro and dynamic modulus. The mixture with 2% wax carnauba showed better results than the mechanical and rheological analysis, further reducing the temperature machining and compression. It is expected that such research can contribute to the reduction of damage to the environment, most technical and economic feasibility. Therefore, carnauba wax meets certain requirements mechanical and rheological properties for use as an additive in warm asphalt mixes.