O fenômeno de fadiga é caracterizado pela deterioração estrutural que um material está sujeito quando submetido a um estado de tensões e de deformações repetidas, resultando assim, em um trincamento do pavimento, que pode até culminar na sua ruptura após um número suficiente de repetições de carregamento. Este processo é considerado como sendo a perda de resistência do material quando solicitado por uma carga repetida. Conhecer a resistência à fadiga de misturas asfálticas torna-se relevante para a formulação das misturas, para o dimensionamento de uma estrutura ou para a escolha de uma adequada solução em uma obra de recuperação do pavimento de uma rodovia. O ensaio laboratorial mais utilizado no Brasil para analisar a fadiga de misturas é o de tração indireta por compressão diametral em corpos de prova cilíndricos, contudo este ensaio apresenta algumas variáveis que diferenciam os resultados obtidos em laboratório com a realidade apresentada em campo. Neste sentido, o presente trabalho analisou o comportamento à fadiga, através do ensaio de flexão em viga quatro pontos, de duas misturas asfálticas: concreto asfáltico com ligante modificado por polímero (COMPAFLEX 60/85) e concreto asfáltico com ligante modificado por polímero e adição de TLA (CAP TLA FLEX). Para obter as vigas de mistura asfáltica optou-se por utilizar uma metodologia de moldagem e compactação das placas em uma usina de asfalto. Após este processo as placas foram serradas para obtenção das vigas nos tamanhos definidos, sendo estas amostras ensaiadas para verificação da densidade aparente e grau de compactação. Com o intuito de atingir o objetivo proposto foram realizados ensaios de fadiga à flexão em quatro pontos, sob modo de carregamento à deformação e tensão controlada, ensaios de fadiga por compressão diametral (tensão controlada) e ensaios de resistência à tração, sendo estes realizados à temperatura de 25°C. Também foi determinado o módulo dinâmico das misturas estudadas para as temperaturas de 15°C, 20°C e 25°C. Os resultados obtidos demonstram que a metodologia escolhida para a moldagem e compactação das placas foi adequada, pois as amostras apresentaram valores de volume de vazios, densidade aparente e grau de compactação semelhantes aos estabelecidos nos projetos das misturas. Em relação aos resultados obtidos nos ensaios de fadiga por compressão diametral a mistura CA-TLA obteve valores de vida de fadiga superiores em relação à mistura CA-E, enquanto no ensaio de flexão em quatro pontos, à deformação controlada, a mistura CA-E apresentou maiores vidas de fadiga. Os resultados dos ensaios de módulo dinâmico das misturas CA-TLA e CA-E foram apresentados através das representações clássicas nas curvas isotérmica, frequência‐temperatura, isócrona, espaço de Black e plano cole‐cole, mostrando que a mistura CA-TLA apresentou maior rigidez em relação a mistura CA-E. / The phenomenon of fatigue is characterized by structural deterioration when a material is subjected to a state of repeated stress and strain cycles, thus resulting in cracking of the pavement which may even result in its failure after a sufficient number of load repetitions. Considering the fatigue resistance of asphalt mixtures becomes relevant for the formulation of mixes, for the design of a pavement structure or for choosing an adequate solution for pavement rehabilitation in highways. The laboratory test commonly employed in Brazil to analyze the fatigue life of asphalt mixes is the indirect tensile test by diametrical compression in cylindrical specimens. However, this test presents some variables that differentiate the results obtained in laboratory with the in situ loading conditions. In this sense, the present work examined the fatigue behavior, through the four points bending beam test, in two asphalt mixtures: asphalt concrete with binder modified by polymer (COMPAFLEX 60/85) and asphalt concrete with binder modified by polymer and TLA (CAP TLA FLEX) addition. To obtain the beams of asphalt mixture, it was chosen to use a methodology of molding and compaction of the slabs in an asphalt plant, after this process the slabs were sawn in order to obtain the beams in set sizes, and these samples tested to verify the apparent density and degree of compaction. For the research, flexural fatigue tests were conducted in four points bending beam under controlled strain and stress modes, fatigue tests by diametrical compression (stress controlled) and tensile strength tests, all these conducted at a temperature of 25°C. It was also determined dynamic modulus of the mixtures at temperatures of 15°C, 20°C and 25°C. The results show that the methodology chosen for molding and compaction of the plates were appropriate because the samples showed targeted values of void volume, bulk density and degree of compaction, similar to those established in the mix design. Regarding the results obtained in fatigue tests by diametrical compression the mixture CA-TLA obtained values higher fatigue life compared to the mix CA-E, while in the bending test on four points, the controlled deformation, the mixture CA-E showed higher fatigue lifes. The test results of dynamic modulus of mixtures CA-TLA and CA-E were presented through classical representations of the isotherm curves, frequencytemperature, isochrone, Black space and cole-cole plane, showing that mixture CA-TLA presented higher stiffness in relation to mixture CA-E.

O fenômeno de fadiga é caracterizado pela deterioração estrutural que um material está sujeito quando submetido a um estado de tensões e de deformações repetidas, resultando assim, em um trincamento do pavimento, que pode até culminar na sua ruptura após um número suficiente de repetições de carregamento. Este processo é considerado como sendo a perda de resistência do material quando solicitado por uma carga repetida. Conhecer a resistência à fadiga de misturas asfálticas torna-se relevante para a formulação das misturas, para o dimensionamento de uma estrutura ou para a escolha de uma adequada solução em uma obra de recuperação do pavimento de uma rodovia. O ensaio laboratorial mais utilizado no Brasil para analisar a fadiga de misturas é o de tração indireta por compressão diametral em corpos de prova cilíndricos, contudo este ensaio apresenta algumas variáveis que diferenciam os resultados obtidos em laboratório com a realidade apresentada em campo. Neste sentido, o presente trabalho analisou o comportamento à fadiga, através do ensaio de flexão em viga quatro pontos, de duas misturas asfálticas: concreto asfáltico com ligante modificado por polímero (COMPAFLEX 60/85) e concreto asfáltico com ligante modificado por polímero e adição de TLA (CAP TLA FLEX). Para obter as vigas de mistura asfáltica optou-se por utilizar uma metodologia de moldagem e compactação das placas em uma usina de asfalto. Após este processo as placas foram serradas para obtenção das vigas nos tamanhos definidos, sendo estas amostras ensaiadas para verificação da densidade aparente e grau de compactação. Com o intuito de atingir o objetivo proposto foram realizados ensaios de fadiga à flexão em quatro pontos, sob modo de carregamento à deformação e tensão controlada, ensaios de fadiga por compressão diametral (tensão controlada) e ensaios de resistência à tração, sendo estes realizados à temperatura de 25°C. Também foi determinado o módulo dinâmico das misturas estudadas para as temperaturas de 15°C, 20°C e 25°C. Os resultados obtidos demonstram que a metodologia escolhida para a moldagem e compactação das placas foi adequada, pois as amostras apresentaram valores de volume de vazios, densidade aparente e grau de compactação semelhantes aos estabelecidos nos projetos das misturas. Em relação aos resultados obtidos nos ensaios de fadiga por compressão diametral a mistura CA-TLA obteve valores de vida de fadiga superiores em relação à mistura CA-E, enquanto no ensaio de flexão em quatro pontos, à deformação controlada, a mistura CA-E apresentou maiores vidas de fadiga. Os resultados dos ensaios de módulo dinâmico das misturas CA-TLA e CA-E foram apresentados através das representações clássicas nas curvas isotérmica, frequência‐temperatura, isócrona, espaço de Black e plano cole‐cole, mostrando que a mistura CA-TLA apresentou maior rigidez em relação a mistura CA-E. / The phenomenon of fatigue is characterized by structural deterioration when a material is subjected to a state of repeated stress and strain cycles, thus resulting in cracking of the pavement which may even result in its failure after a sufficient number of load repetitions. Considering the fatigue resistance of asphalt mixtures becomes relevant for the formulation of mixes, for the design of a pavement structure or for choosing an adequate solution for pavement rehabilitation in highways. The laboratory test commonly employed in Brazil to analyze the fatigue life of asphalt mixes is the indirect tensile test by diametrical compression in cylindrical specimens. However, this test presents some variables that differentiate the results obtained in laboratory with the in situ loading conditions. In this sense, the present work examined the fatigue behavior, through the four points bending beam test, in two asphalt mixtures: asphalt concrete with binder modified by polymer (COMPAFLEX 60/85) and asphalt concrete with binder modified by polymer and TLA (CAP TLA FLEX) addition. To obtain the beams of asphalt mixture, it was chosen to use a methodology of molding and compaction of the slabs in an asphalt plant, after this process the slabs were sawn in order to obtain the beams in set sizes, and these samples tested to verify the apparent density and degree of compaction. For the research, flexural fatigue tests were conducted in four points bending beam under controlled strain and stress modes, fatigue tests by diametrical compression (stress controlled) and tensile strength tests, all these conducted at a temperature of 25°C. It was also determined dynamic modulus of the mixtures at temperatures of 15°C, 20°C and 25°C. The results show that the methodology chosen for molding and compaction of the plates were appropriate because the samples showed targeted values of void volume, bulk density and degree of compaction, similar to those established in the mix design. Regarding the results obtained in fatigue tests by diametrical compression the mixture CA-TLA obtained values higher fatigue life compared to the mix CA-E, while in the bending test on four points, the controlled deformation, the mixture CA-E showed higher fatigue lifes. The test results of dynamic modulus of mixtures CA-TLA and CA-E were presented through classical representations of the isotherm curves, frequencytemperature, isochrone, Black space and cole-cole plane, showing that mixture CA-TLA presented higher stiffness in relation to mixture CA-E.

O fenômeno de fadiga é caracterizado pela deterioração estrutural que um material está sujeito quando submetido a um estado de tensões e de deformações repetidas, resultando assim, em um trincamento do pavimento, que pode até culminar na sua ruptura após um número suficiente de repetições de carregamento. Este processo é considerado como sendo a perda de resistência do material quando solicitado por uma carga repetida. Conhecer a resistência à fadiga de misturas asfálticas torna-se relevante para a formulação das misturas, para o dimensionamento de uma estrutura ou para a escolha de uma adequada solução em uma obra de recuperação do pavimento de uma rodovia. O ensaio laboratorial mais utilizado no Brasil para analisar a fadiga de misturas é o de tração indireta por compressão diametral em corpos de prova cilíndricos, contudo este ensaio apresenta algumas variáveis que diferenciam os resultados obtidos em laboratório com a realidade apresentada em campo. Neste sentido, o presente trabalho analisou o comportamento à fadiga, através do ensaio de flexão em viga quatro pontos, de duas misturas asfálticas: concreto asfáltico com ligante modificado por polímero (COMPAFLEX 60/85) e concreto asfáltico com ligante modificado por polímero e adição de TLA (CAP TLA FLEX). Para obter as vigas de mistura asfáltica optou-se por utilizar uma metodologia de moldagem e compactação das placas em uma usina de asfalto. Após este processo as placas foram serradas para obtenção das vigas nos tamanhos definidos, sendo estas amostras ensaiadas para verificação da densidade aparente e grau de compactação. Com o intuito de atingir o objetivo proposto foram realizados ensaios de fadiga à flexão em quatro pontos, sob modo de carregamento à deformação e tensão controlada, ensaios de fadiga por compressão diametral (tensão controlada) e ensaios de resistência à tração, sendo estes realizados à temperatura de 25°C. Também foi determinado o módulo dinâmico das misturas estudadas para as temperaturas de 15°C, 20°C e 25°C. Os resultados obtidos demonstram que a metodologia escolhida para a moldagem e compactação das placas foi adequada, pois as amostras apresentaram valores de volume de vazios, densidade aparente e grau de compactação semelhantes aos estabelecidos nos projetos das misturas. Em relação aos resultados obtidos nos ensaios de fadiga por compressão diametral a mistura CA-TLA obteve valores de vida de fadiga superiores em relação à mistura CA-E, enquanto no ensaio de flexão em quatro pontos, à deformação controlada, a mistura CA-E apresentou maiores vidas de fadiga. Os resultados dos ensaios de módulo dinâmico das misturas CA-TLA e CA-E foram apresentados através das representações clássicas nas curvas isotérmica, frequência‐temperatura, isócrona, espaço de Black e plano cole‐cole, mostrando que a mistura CA-TLA apresentou maior rigidez em relação a mistura CA-E. / The phenomenon of fatigue is characterized by structural deterioration when a material is subjected to a state of repeated stress and strain cycles, thus resulting in cracking of the pavement which may even result in its failure after a sufficient number of load repetitions. Considering the fatigue resistance of asphalt mixtures becomes relevant for the formulation of mixes, for the design of a pavement structure or for choosing an adequate solution for pavement rehabilitation in highways. The laboratory test commonly employed in Brazil to analyze the fatigue life of asphalt mixes is the indirect tensile test by diametrical compression in cylindrical specimens. However, this test presents some variables that differentiate the results obtained in laboratory with the in situ loading conditions. In this sense, the present work examined the fatigue behavior, through the four points bending beam test, in two asphalt mixtures: asphalt concrete with binder modified by polymer (COMPAFLEX 60/85) and asphalt concrete with binder modified by polymer and TLA (CAP TLA FLEX) addition. To obtain the beams of asphalt mixture, it was chosen to use a methodology of molding and compaction of the slabs in an asphalt plant, after this process the slabs were sawn in order to obtain the beams in set sizes, and these samples tested to verify the apparent density and degree of compaction. For the research, flexural fatigue tests were conducted in four points bending beam under controlled strain and stress modes, fatigue tests by diametrical compression (stress controlled) and tensile strength tests, all these conducted at a temperature of 25°C. It was also determined dynamic modulus of the mixtures at temperatures of 15°C, 20°C and 25°C. The results show that the methodology chosen for molding and compaction of the plates were appropriate because the samples showed targeted values of void volume, bulk density and degree of compaction, similar to those established in the mix design. Regarding the results obtained in fatigue tests by diametrical compression the mixture CA-TLA obtained values higher fatigue life compared to the mix CA-E, while in the bending test on four points, the controlled deformation, the mixture CA-E showed higher fatigue lifes. The test results of dynamic modulus of mixtures CA-TLA and CA-E were presented through classical representations of the isotherm curves, frequencytemperature, isochrone, Black space and cole-cole plane, showing that mixture CA-TLA presented higher stiffness in relation to mixture CA-E.

Submitted by Geyciane Santos (geyciane_thamires@hotmail.com) on 2015-10-02T14:43:08Z No. of bitstreams: 1 Dissertação - Antonio Cleiton Lopes da Silva.pdf: 4158609 bytes, checksum: df0a9c601a830a898dc186dd5c7baec7 (MD5) / Approved for entry into archive by Divisão de Documentação/BC Biblioteca Central (ddbc@ufam.edu.br) on 2015-10-02T20:01:05Z (GMT) No. of bitstreams: 1 Dissertação - Antonio Cleiton Lopes da Silva.pdf: 4158609 bytes, checksum: df0a9c601a830a898dc186dd5c7baec7 (MD5) / Approved for entry into archive by Divisão de Documentação/BC Biblioteca Central (ddbc@ufam.edu.br) on 2015-10-02T20:07:10Z (GMT) No. of bitstreams: 1 Dissertação - Antonio Cleiton Lopes da Silva.pdf: 4158609 bytes, checksum: df0a9c601a830a898dc186dd5c7baec7 (MD5) / Made available in DSpace on 2015-10-02T20:07:11Z (GMT). No. of bitstreams: 1 Dissertação - Antonio Cleiton Lopes da Silva.pdf: 4158609 bytes, checksum: df0a9c601a830a898dc186dd5c7baec7 (MD5) Previous issue date: 2014-03-31 / CAPES - Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / In mechanistic analysis, the complex modulus is a parameter of fundamental importance for the construction of constitutive models of the behavior of asphalt concrete. Among the more modern options for obtaining it, are the bending tests to four points, widespread in Europe. As an alternative to national evaluation of these parameters, in this study is carried out four-points bending tests to obtain the dynamic modulus and phase angle of the asphalt concrete, employing conditions representative of the Amazônia on the coarse aggregate and temperature on the road surface, with almost 60 ° C for many hours a day. As aggregate, against a regional shortage of stone material, we used the ASAC - Synthesized Calcined Clay Aggregate, promising material in front of plenty of raw materials and feasibility financial and technical. As a result of the tests, it has been found dynamic modulus and phase angle at different frequencies and temperatures. Master curves were constructed by applying the principle of time-temperature superposition and data fit to a phenomenological model representing the dynamic module by a continuous function. Furthermore, it was demonstrated that some imperfections recorded by the device in low loads are not only noise or errors but arise from interference of natural vibration of the beam. Finally, considering the local conditions of temperature and traffic, the dynamic module presented abrupt change, showing a drop of up to 93.3 % in value, in which the surface appears very susceptible to permanent deformation, recurring problem in pavements local asphalt. / Na análise mecanicista, o módulo complexo é um parâmetro de importância fundamental para construção de modelos constitutivos do comportamento do concreto asfáltico. Dentre as opções mais modernas para sua obtenção, encontram-se os testes de flexão a quatro pontos, amplamente difundidos pela Europa. Como alternativa nacional para avaliação desses parâmetros, no presente estudo realiza-se testes de flexão a quatro pontos para obtenção do módulo dinâmico e ângulo de fase do concreto asfáltico, empregando-se condições representativas da Amazônia no tocante ao agregado graúdo e temperatura, que na superfície dos pavimentos alcança quase 60°C por longas horas do dia. Como agregado graúdo, ante a escassez regional de material pétreo, utilizou-se o ASAC – Agregado Sinterizado de Argila Calcinada, material promissor diante da abundância de matéria prima e viabilidade financeira e técnica. Como resultado dos testes, obteve-se pontualmente o módulo dinâmico e ângulo de fase a diversas frequências e temperaturas. Construíram-se curvas mestras aplicando-se o princípio da superposição tempo-temperatura e ajustaram-se os dados a um modelo fenomenológico, representando-se o módulo dinâmico por uma função contínua. Além disso, demonstrou-se que algumas imperfeições registradas pelo equipamento em condições de baixas solicitações não são apenas ruídos ou erros, mas decorrem da interferência da vibração natural da viga. Por fim, consideradas as condições locais de temperatura e tráfego, o módulo dinâmico apresentou variações abruptas, apresentando queda de até 93,3% em seu valor, situação em que o pavimento apresenta-se muito suscetível a deformações permanentes, problema recorrente nos pavimentos asfálticos locais.

The Master’s thesis is focused on the research influence the dose and type of scattered reinforcement in a reference concrete on physical and mechanical properties of the resulting composite. The investigated properties of composite belongs compressive strength, tensile strength in the flexural and tensile strength in the transverse, static modulus of elasticity in compressive strength, dynamic modulus of elasticity determined using NDT tests. The reference concrete mixture is certified as structural concrete of the class, which is commonly used on construction sites.

This thesis quantifies the flexural behavior (strength, stiffness and failure) of IsoTruss®-reinforced concrete beam-columns for use in deep foundation pile applications. Four-point bending tests were performed in the laboratory on two instrumented carbon/epoxy IsoTruss® reinforced concrete piles (IRC piles) and two instrumented steel reinforced concrete piles (SRC piles). The piles were approximately 14 ft (4.3 m) in length and 14 in (36 cm) in diameter and were loaded to failure while monitoring load, deflection, and strain data. The steel and IsoTruss®® reinforcement cages were designed to have equal flexural stiffness to permit a relative strength comparison. Moment curvature diagrams reveal that the stiffness values were indeed close, verifying the design objective. At failure, the IsoTruss®-reinforced concrete beams held nearly twice the bending moment as the steel-reinforced concrete beams [1,719 kip-in vs. 895 kip-in (194 kN-m vs.101 kN-m)], although the failure modes were quite different. The SRC piles exhibited the traditional ductile failure behavior, as expected, while the IRC piles lacked ductility. The IRC pile deflections remained linear to failure, while the SRC piles yielded significantly. At 35 kips (165 kN), the maximum load on the SRC piles, the ductility of the SRC piles was twice that of the IRC piles (0.0084 and 0.0042, respectively). Toughness measurements reveal that due to the lack of ductility in the IRC piles, the SRC piles absorbed approximately twice as much energy as the IRC piles. Further investigations are required to explain the absence of ductility in the IRC piles, since ductility has been observed in other IsoTruss®-reinforced concrete structures in flexure. Even with this low level of ductility, the IRC piles are substantially stronger than the SRC piles and provide an alternative for use in deep foundation environments. Not only is the IRC pile strong enough for the job, but the IsoTruss® reinforcement is approximately 62% lighter, more rigid, and more corrosion resistant than the steel reinforcement.

This thesis provides an approach to incorporate natural composites like Flax Fiber using a resin with 30% bio-content to enhance the packaging boxes made of corrugated cardboard. The objective of introducing natural composite skins is to reduce/eliminate the compressive loading subjected to the boxes while stacking in warehouses.

Corrosion of steel reinforcement has been identified as one of the major problems facing many existing reinforced concrete structures including bridges. The exposure to aggressive environmental conditions such as those with high concentrations of chloride ions due to the use of de-icing salt in cold regions or high concentrations of carbon dioxide due to increased greenhouse gas emissions, accelerate the initiation process of corrosion. As corrosion initiates, the structural performance in terms of load-carrying capacity, ductility, and service life deteriorate over time. Coupling the effect of reinforcement corrosion with service loads may further weaken the structural performance of reinforced concrete bridges due to the presence of transverse load-induced cracks. Accordingly, a research program was conducted to evaluate the structural performance of reinforced concrete beams subjected to coupled effects of service loads and reinforcement corrosion. The research project consisted of combined experimental and numerical investigations. The experimental phase consisted of tests of nine small-scale beams and six large-scale beams. The beams were designed, constructed, instrumented, and loaded under a four-point load test. The primary test variables were the applied corrosion current density, level of corrosion, and level of sustained loading as percentage of beam ultimate capacity (0% Pu, 40% Pu, and 60% Pu). The corrosion level of steel reinforcement was quantitatively assessed using gravimetric weight measurements and three-dimensional laser scanner technique. Test results indicated that failure of corroded RC beams was brittle due to premature rupture of corroded steel bars, which was attributed to the development of localized corrosion at the sections with flexural cracks in beams. Furthermore, it was found that beams subjected to higher levels of service loads, experienced further reductions in ultimate load capacity and ductility. In addition, tensile tests were used to evaluate the effect of corrosion on the mechanical performance of steel bars retrieved from the corroded beams. It was found that the tensile strength of corroded steel bars, based on nominal sectional area, was reduced with the increase of corrosion levels. In contrast, the tensile strength, based on minimum sectional area, was not influenced by the non-uniform distribution and localization of corrosion. In fact, there was a slight increase in strength with the increase of corrosion levels. The numerical phase consisted of finite element analyses of beams using DIANA FE analysis software. A simplified approach was implemented to introduce the damage induced by corrosion into two-dimensional nonlinear FE models, based on the experimental testing of corroded beams and corroded steel bars. The analyses were reasonably accurate in predicting cracking patterns, residual load capacity, residual ductility, and failure modes of corroded beams. Subsequently, the validated model was used to conduct a parametric study on the level of service loads, level of corrosion, strength of concrete, and tensile reinforcement ratio. It was found that the FE model of corroded beams was strongly influenced by the level of service loads, level of corrosion, and tensile reinforcement ratio.

Indiana University-Purdue University Indianapolis (IUPUI) / This thesis provides an approach to incorporate natural composites like Flax Fiber using a resin with 30% bio-content to enhance the packaging boxes made of corrugated cardboard. The objective of introducing natural composite skins is to reduce/eliminate the compressive loading subjected to the boxes while stacking in warehouses.

Yes / To investigate the shear performance of poplar laminated veneer lumber (LVL) beams with holes in bending-shear spans, six specimens were designed and tested by four-point bending tests. Among these, five specimens were provided with a single hole of varying diameter-to-height ratio in the bending-shear span and two of these beams were also reinforced with circumferential carbon fiber reinforced polymer (CFRP) wrap layers. Furthermore, a 3D finite element models for poplar LVL beams with a hole were established, based on the extended finite element method (XFEM) using ABAQUS software. The validated model was utilized to conduct parametric studies on the diameter-to-height ratio, the hole shape, and the vertical eccentricity ratio. A simplified theoretical analysis for predicting the cracking and ultimate loads for LVL beam with a hole was also proposed. The results indicated that beams without a hole failed due to bending, characterized by mid-span tension cracks, whereas beams with a hole exhibited shear failure along the beam's grain direction due to stress concentration around the holes. The maximum normal tensile strain perpendicular to grain around the hole had an angle of 45° or 225° relative to the beam's longitudinal axis, consistent with the crack initiation angle. As the diameter-to-height ratio increased, the cracking and ultimate loads of beams with a hole decreased, indicating more brittle failure characteristics. The circular hole beam showed significant improvements in cracking and ultimate loads compared with the square hole beam with side length equal to the diameter of the circular hole. When the hole center's vertical eccentricity was in the compression zone, an increase in vertical eccentricity led to enhancements in both the cracking load and ultimate loads. Wrapping the beam with CFRP sheet around the hole effectively mitigated crack propagation, enhancing the load-bearing capacity of beams. The simplified formulas provided accurate prediction for the ultimate load, but highly overestimated the cracking and ultimate loads for poplar LVL beams with a hole. The research findings can be provided as a technical support for the design and application of LVL beams with holes. / The full text will be available at the end of the publisher's embargo: 13th Nov 2025