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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Impact and Life-Cycle Assessment of New-Generation Wide-Base Tires in New Brunswick, Canada</title>
      <link>https://trid.trb.org/View/1495431</link>
      <description><![CDATA[Finite element method (FEM) analysis and life-cycle assessment were used to evaluate the impact of new-generation wide-base tires (NG-WBT) and dual-tire assemblies (DTA) on typical asphalt concrete (AC) pavement sections of New Brunswick, Canada. The analysis considered accurate material models and loading conditions (i.e., viscoelastic characteristics of AC and measured three-dimensional nonuniform tire–pavement contact loads). Critical pavement response prediction was used in transfer functions to calculate pavement damage. NG-WBT developed greater critical pavement responses, especially close to the surface such as vertical shear strains in AC. Maximum vertical strains on the subgrade due to tire loading were similar for both tires. An analysis considering various NG-WBT market penetrations showed a direct relationship between NG-WBT market penetration and additional impact on pavements. For a specific set of variables, NG-WBT market penetration of 20% resulted in an 8% greater damage. Finally, life-cycle assessment (LCA) indicated that the greater the NG-WBT market penetration, the higher the fuel savings and, therefore, the fewer the emissions and greenhouse gases. It is important to note that the true impact should be considered from a holistic perspective, considering both structural and environmental impacts. The impact of steering wheel was not considered in this study, which usually causes the highest impact on pavements.]]></description>
      <pubDate>Tue, 06 Feb 2018 18:14:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1495431</guid>
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    <item>
      <title>Comparing Hydroplaning Characteristics of Trucks with Wide-Based and Conventional Dual Tires</title>
      <link>https://trid.trb.org/View/1091571</link>
      <description><![CDATA[Wide-base tires have been considered to be a possible alternative to conventional dual tires for trucks.  However, the hydroplaning potential of trucks fitted with wide-base tires as compared to those using the conventional dual tires has not been well studied.  This paper presents a study of hydroplaning characteristics of wide-base and dual truck tires, respectively, by means of a computer simulation model based on fundamental structural mechanics and fluid dynamics theories, with the consideration of tire-pavement contact and tire-fluid interaction.  The wide-base truck tire 425/65R22.5 and conventional dual truck tires 11R22.5 are studied in this paper.  The validity of the computer models for the two tires respectively is first validated using experimentally measured data reported by past researchers.  Next, using the validated models, the hydroplaning speeds of the two tires are investigated and compared under the normal operating conditions of the following parameters: tire inflation pressure, wheel load, tire tread depth and water-film thickness.  The results of the comparative analysis show that the hydroplaning speed of the wide-base truck tire 425/65R22.5 is about 5 to 15 km/h higher than that of the traditional dual tires 11R22.5 under the normal operating conditions.  This means that the wide-base truck tire has lower hydroplaning potential than the conventional dual tires.  The difference in hydroplaning speed increases with wheel load and tire inflation pressure, but decreases as the pavement surface water-film thickness increases.]]></description>
      <pubDate>Fri, 25 Mar 2011 10:28:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1091571</guid>
    </item>
    <item>
      <title>Pavement Shear Strain Response to Dual and Wide-Base Tires</title>
      <link>https://trid.trb.org/View/1092789</link>
      <description><![CDATA[FHWA conducted controlled loading tests on the US-23 test road in hot weather conditions in Ohio. The tests used four tire types in both dual and wide-base configurations, which were fitted on a single unit two-axle truck, maintaining a constant gross vehicle weight. Two pavement sections, one 8 in. (200 mm) and one 4 in. (100 mm) thick, were instrumented with strain gauge rosettes oriented vertically to measure strain traces induced from the passing wheel loads at three speeds and tire inflation pressures. Pavement temperature was monitored with depth during testing as well as wheel track offset distance from the strain sensors. Because of time constraints, only the sensors in the plane parallel to the direction of loading were analyzed, and response data were compared only with linear elastic pavement response models. The as-measured data were processed and evaluated for all rosettes oriented in the direction of loading. Stress relaxation modulus data were used to adjust the pavement modulus to a common temperature and loading time so all measured data could be compared at the same loading conditions. The WinLEA linear elastic model was used to determine the relationship of structural modulus to strain. Lateral offset distributions were determined from measured data to adjust all strains to the offset where maximum strain response is observed in the as-measured data. The adjustments were then applied to the as-measured strain data to make consistent comparisons between tires. Three of the four tire configurations produce nearly equivalent pavement response, which was attributed to similarities between the tire footprint widths.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092789</guid>
    </item>
    <item>
      <title>Effect of Wide-Based Single Tires on Fuel Efficiency of Class 8 Combination Trucks</title>
      <link>https://trid.trb.org/View/910616</link>
      <description><![CDATA[In 2007 and 2008, the Oak Ridge National Laboratory, in collaboration with several industry partners, collected real-world performance and situational data for long-haul operations of Class 8 trucks from a fleet engaged in normal freight operations. Such data and information are useful to support Class 8 modeling of combination truck performance and technology evaluation efforts for energy efficiency and to provide a means of accounting for real-world driving performance within combination truck research and analyses. Some general statistics, including distribution of idling times during long-haul trucking operations, are presented. However, the main focus is on the analysis of some of the extensive real-world information collected in this project, specifically on the assessment of the effect that different types of tires [i.e., dual tires versus new generation wide-based single tires (NGWBSTs)] have on the fuel efficiency of Class 8 trucks. The tire effect is also evaluated as a function of the vehicle load level. In all cases analyzed, the statistical tests strongly suggest that fuel efficiencies achieved when all NGWBSTs or combinations of duals and NGWBSTs are used are higher than in the case of a truck equipped with all dual tires. The results show that the fuel efficiency improvement increases as the number of NGWBSTs on the truck increases, with observed improvements of around 6% when either the tractor or the trailer was equipped with NGWBSTs and more than 9% when both were mounted with these types of tires.]]></description>
      <pubDate>Mon, 26 Apr 2010 07:14:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/910616</guid>
    </item>
    <item>
      <title>Impact of Wide-Base Single Tires on Pavement Damage</title>
      <link>https://trid.trb.org/View/909883</link>
      <description><![CDATA[Dual tires have traditionally been used to limit pavement damage by efficiently distributing axle loads over a larger contact area than single tires. However, in recent years, the trucking industry, stating economic and safety benefits, has promoted the use of wide-base single tires. The Super Single tire, an early type of wide-base tire, proved inadequate and induced excessive pavement damage. By contrast, the new generation wide-base tires have contact areas that approach those of dual tires and offer the potential for improved performance. The Florida Department of Transportation investigated the pavement damage potential of four tire types, including a conventional dual tire (11R22.5), a Super Single (425/65R22.5), and two newly designed wide-base single tires (445/50R22.5 and 455/55R22.5 respectively). A controlled accelerated pavement testing program, in addition to theoretical modeling, was performed to determine critical pavement response parameters. Pavement damage was measured in terms of rutting and fatigue cracking (bottom-up or top-down), the predominant distresses in Florida. The investigation revealed that the 455-mm wide-base tire performed as well as the dual tire. By comparison, the 445-mm wide-base tire was shown to create more rut damage on a dense-graded pavement surface and was predicted to create more bottom-up cracking than a dual tire. As expected, the Super Single induced the most damage to the pavement.]]></description>
      <pubDate>Tue, 16 Mar 2010 06:13:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/909883</guid>
    </item>
    <item>
      <title>Evaluation of Pavement Damage Due to New Tire Designs</title>
      <link>https://trid.trb.org/View/902151</link>
      <description><![CDATA[The objective of this study is to evaluate pavement damage due to new tire designs using accelerated pavement testing (APT) and finite element (FE) modeling. Three tire configurations were investigated in this study, including the newly developed wide-base tire (455/55R22.5), an older generation of wide-base tire (425/65R22.5), and the conventional dual-tire configuration. Four full-depth flexible pavement sections with three various hot-mix-asphalt (HMA) thicknesses (6, 10 and 16.5 in. [152, 254, and 420 mm]) were exposed to APT. The measured tensile strains at the bottom of the HMA were compared under various tire loading conditions. A three-dimensional (3D) FE model was successfully developed to predict the pavement responses caused by various tire configurations and validated by field measurements. The developed 3D FE model incorporates the measured 3D tire-pavement contact stresses, HMA linear viscoelasticity, continuous moving load, and implicit dynamic analysis. Results of pavement damage analysis indicate that the wide-base 455 tire causes greater fatigue damage and subgrade rutting than the conventional dual-tire assembly does when carrying the same load. However, the relative damage ratios between various configurations at the same load decrease as the pavement thickness increases. On the other hand, the wide-base 455 tire causes less top-down cracking, “near-surface” cracking, and HMA rutting damage than the conventional dual-tire assembly does. Generally, the results show that using a wide-base 455 tire results in the least amount of pavement damage for an interstate road, slightly greater damage for a primary road, and more damage for a local road.]]></description>
      <pubDate>Tue, 20 Oct 2009 07:41:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/902151</guid>
    </item>
    <item>
      <title>Dynamic Analysis and In-Situ Validation of Perpetual Pavement Response to Vehicular Loading</title>
      <link>https://trid.trb.org/View/847577</link>
      <description><![CDATA[A three-dimensional (3-D) finite element (FE) model was developed to predict pavement responses to vehicular loading. The model incorporates measured tire–pavement contact stresses, continuous moving wheel loading, and hot-mix asphalt (HMA) viscoelastic characteristics. The model was fine-tuned using implicit-dynamic analysis and validated using pavement response from accelerated loading. Two tire configurations (dual-tire assembly and wide-base 455 tire) and three full-depth flexible pavement designs (HMA 152 mm, 254 mm, and 420 mm) were used in both FE modeling and accelerated loading tests. The predicted and calculated strain responses at the bottom of HMA were in agreement. Most important, the study shows that vertical shear strain in the upper 76 to 100 mm of the pavement surface is critical for thick pavement and is influenced by the 3-D tire–pavement contact stresses under each tire rib. However, the tensile strain at the bottom of HMA is affected mainly by the total wheel load. The vertical shear strain is responsible for near-surface fatigue cracking as well as HMA primary rutting. Top-down cracking could result from the local vertical shear strain in the upper 25 mm of the HMA where the effect of tire–pavement tangential stresses are the highest. In addition, the study concluded that wide-base tires cause higher longitudinal tensile strain at the bottom of HMA and compressive strain at the top of subgrade, where those responses are highly affected by the total wheel load. However, wide-base tires were found to cause less vertical shear strains near the surface than dual-tire assembly loading regardless of HMA thicknesses.]]></description>
      <pubDate>Fri, 21 Mar 2008 08:20:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/847577</guid>
    </item>
    <item>
      <title>Investigating the Use of Dual Tire Variable for Vehicle Classification</title>
      <link>https://trid.trb.org/View/802101</link>
      <description><![CDATA[This paper discusses the improvement of the current vehicle classification algorithm which uses the number of axles and axle spacing to collect traffic data from the highway.  This algorithm has a limitation of misclassifying passenger vehicles as trucks and single unit trucks towing light trailers as multi unit trucks.  The proposed algorithm adds the number of tires per axle as a discriminating variable besides the number of axles and axle spacings.  The use of this new variable parallels the maturity of technology that can count the number of tires on each axle.  A total of 5,404 vehicle records were downloaded from three permanent traffic classification stations with a video camera being used to determine presence of dual tires and the true class of each vehicle according to Scheme F.  Three algorithms utilizing number of axles, axle spacing, and number of dual tires per axle were built and tested on the field data.  The best of the three algorithms reduced the overall and truck classification error from 8.5% and 27.2% to 1.7% and 6.9%, respectively.  One of the advantages of using the dual tire variable was that trucks were no longer misclassified as passenger vehicles.  Field validation of the proposed algorithm will likely show improvement in the accuracy of vehicle class data collected according to the 13 categories of the Scheme F.]]></description>
      <pubDate>Mon, 21 May 2007 13:18:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/802101</guid>
    </item>
    <item>
      <title>Mechanistic Comparison of Wide-Base Single vs. Standard Dual Tire Configurations</title>
      <link>https://trid.trb.org/View/787745</link>
      <description><![CDATA[A study was conducted at the National Center for Asphalt Technology (NCAT) Test Track with the following goals: (1) model the two tire configurations and predict the pavement response and effect of the wide-base tire using a layered elastic computer model; (2) measure and compare the field dynamic pavement response of the two tire configurations; and (3) evaluate the effectiveness of the computer model in predicting the pavement response for both tire configurations.  To accomplish the above objectives, the standard dual tire currently used on the test vehicles at the NCAT Test Track (275/80R22.5) and a newly developed single wide-base tire (445/50R22.5) were compared through predicted and measured pavement responses.  The NCAT Test Track is an ideal location to make such a comparison because the instrumented test sections, including strain and pressure gauges, can measure the dynamic response of the pavement under a moving load. Field testing was conducted at one test section over two days in October, 2004. In addition to the measured pavement response, an investigation was conducted using a layered elastic theoretical model. The specifics and results from both testing schemes are discussed in detail in this report.]]></description>
      <pubDate>Wed, 23 Aug 2006 16:06:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/787745</guid>
    </item>
    <item>
      <title>Mechanistic Comparison of Wide-Base Single Versus Standard Dual Tire Configurations</title>
      <link>https://trid.trb.org/View/776206</link>
      <description><![CDATA[Wide-base tires are gaining renewed interest in the U.S. trucking industry as tire and rim technology and design continue to improve. First introduced in the early 1980s and termed “super-singles,” new generation, wide-base tires have been developed to allow for lower inflation pressures and larger contact areas than their predecessors. Single tires are of interest to freight haulers because with fewer tires and lighter rims, cargo capacity can increase. Early theoretical and physical modeling studies of super-singles largely found them to be more damaging to highway pavement structures than standard dual tire configurations. However, in light of new tire advancements, the impact on pavement response and performance of the wide-base configuration should be reevaluated. In addition, the accuracy of theoretical models in predicting pavement response under the new wide-base tires should be evaluated because models are often used by agencies to determine single-tire weight limits and permitting. A conventional dual tire assembly (275/80R22.5) was evaluated versus a newly developed single wide-base tire (445/50R22.5) at the National Center for Asphalt Technology Test Track. Embedded asphalt strain gauges and earth pressure cells allowed for direct pavement response measurements and comparisons between the two configurations. In addition, theoretical modeling using layered elastic theory was used to evaluate both configurations. The pavement response measurements indicated no statistical difference between the two configurations. The theoretical model tended to overpredict the response under the wide-base configuration. Future studies should attempt to model the tire-pavement contact area precisely to improve accuracy under the wide-base tire.]]></description>
      <pubDate>Thu, 08 Jun 2006 11:25:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/776206</guid>
    </item>
    <item>
      <title>Mechanistic–Empirical Study of Effects of Truck Tire Pressure on Pavement: 
Measured Tire–Pavement Contact Stress Data</title>
      <link>https://trid.trb.org/View/777118</link>
      <description><![CDATA[Truck tire pressure plays an important role in the tire–pavement interaction process. As a traditional approximation method in many pavement studies, tire–pavement contact stress is frequently assumed to be uniformly distributed over a circular contact area and simply equal to the tire pressure. However, recent studies have demonstrated that the tire–pavement contact stress is far from uniformly distributed. In this study, measured tire–pavement contact stress data were input to a finite element program to compute pavement immediate responses for three tire configurations: single tires, dual tires, and dual-tire tandem axles. Computed critical pavement responses were input to pavement distress transfer functions to analyze further the effects of tire inflation pressure on pavement performance. Two asphalt concrete pavement structures—a thick pavement and a thin pavement—were investigated. Pavement responses at selected locations in the pavement structures were computed by the finite element program using the measured tire–pavement contact stress data and compared with the results predicted by a multilayer program using the traditional uniform contact stress method. The computation results showed that the multilayer program and the traditional tire model tend to overestimate the horizontal tensile strains at the bottom of the asphalt concrete and underestimate the vertical compressive strains at the top of the subgrade. Prediction of effects of tire pressure on pavement performance shows that increased tire pressure results in increased pavement distress due to both cracking and rutting and that tire inflation pressure is also related to the shape of pavement ruts.]]></description>
      <pubDate>Thu, 25 May 2006 07:31:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/777118</guid>
    </item>
    <item>
      <title>Quantification of Pavement Damage Caused by Dual and Wide-Base Tires</title>
      <link>https://trid.trb.org/View/781418</link>
      <description><![CDATA[A study conducted in 2001 on the heavily instrumented Virginia Smart Road measured pavement responses to a new generation of single wide-base tire (445/50R22.5) and to dual tires (275/80R22.5). The new single wide-base tire has a wider tread and a greater load-carrying capacity than conventional wide-base tires. The potential fatigue damage resulting from different tire configurations was evaluated. After successful field testing, a finite element (FE) parametric study was conducted to investigate different failure mechanisms that were not evaluated in the field. In this study, dual tires and two new generations of wide-base tires (445/50R22.5 and 455/55R22.5) were evaluated. The main difference between the two generations of wide-base tires is that the 455/55R22.5 is wider than the 445/50R22.5; hence, it further reduces the contact stress at the pavement surface under the same nominal tire pressure. In the developed FE models, geometry and dimensions were selected to simulate accurately the axle configurations typically used in North America; actual tire tread sizes and applicable contact pressure for each tread were considered; laboratory-measured pavement material properties were incorporated; and models were calibrated and properly validated against stress and strain measurements obtained from the experimental program. Four failure mechanisms were considered: fatigue cracking, primary rutting, secondary rutting, and top-down cracking. Results indicated that the new generations of wide-base tire would cause the same or relatively greater pavement damage than conventional dual tires. Because overall truck weight is reduced by approximately 450 kg when wide-base tires are used, it is reasonable to implement the load limits currently applied to the dual-tire assembly on the 455/55R22.5 wide-base tire.]]></description>
      <pubDate>Mon, 08 May 2006 16:02:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/781418</guid>
    </item>
    <item>
      <title>Effects of Tire Configurations on Pavement Damage (With Discussion)</title>
      <link>https://trid.trb.org/View/777867</link>
      <description><![CDATA[In response to the introduction of new generations of wide-base tires, pavement responses to different tire configurations were measured at the Virginia Smart Road. The investigated new generations of wide-base tires have wider treads and greater load-carrying capacities than conventional wide-base tires. Results of the experimental program indicated that the steering axle was the most damaging of all the tested axles. A finite element (FE) parametric study was then conducted to evaluate different failure mechanisms that were not quantified in the field. The developed FE models were calibrated and properly validated against stress and strain measurements obtained from the experimental program. Four failure mechanisms were considered in the pavement damage evaluation: fatigue cracking, primary rutting, secondary rutting, and top-down cracking. Results indicated that the new generations of single wide-base tires, 445/50R22.5 and 455/55R22.5, would cause the same or relatively greater pavement damage than conventional dual tires. Based on the calculated combined damage ratios, equivalent loads were determined to balance the damage induced by the new generations of wide-base tires with that of the dual-tire assembly. Given that the overall truck weight is reduced by approximately 450kg when wide-base tires are used, it is reasonable to implement the load limits currently applied to the dual-tire assembly to the second new generation of wide-base tire, 455/55R22.5.]]></description>
      <pubDate>Mon, 27 Mar 2006 11:07:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/777867</guid>
    </item>
    <item>
      <title>PAVEMENT RESPONSE TO DUAL TIRES AND NEW WIDE-BASE TIRES AT SAME TIRE PRESSURE</title>
      <link>https://trid.trb.org/View/729434</link>
      <description><![CDATA[Although concern was raised about the introduction of radial tires due to their higher inflation pressure compared with that of bias tires, radial tires have been proven to reduce the strain at the bottom of the hot-mix asphalt (HMA) layer. However, conventional wide-base single tires have been shown to be more damaging to pavement than dual tires.  The damage mainly depends on the tire tread width and inflation pressure.  It has been suggested that wide-base tires may produce damage equivalent to that of dual tires if the maximum load per tire is limited to 11.6 kg/mm of tire tread width.  Recent advances in tire design and material have led to the design of a new wide-base tire that is wider and flatter in the crown area to provide a uniform contact stress distribution.  It operates at an inflation pressure of 690 kPa for 151-kN tandem axle load.  An experimental program studied the effects of the newly developed wide-base tire on a flexible pavement section at the Virginia Smart Road under different loading and environmental conditions. Testing results have shown that the newly developed wide-base tires induce approximately the same horizontal tensile strains under the HMA layer as do equivalent dual tires.  Hence, the fatigue damage expected from these newly developed wide-base tires is the same as that produced by dual tires.  However, the vertical compressive stresses induced by the wide-base tire are greater on the upper HMA layers of the pavement.  The difference in stresses diminishes with depth and becomes negligible at the bottom of the subbase layer.]]></description>
      <pubDate>Tue, 16 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/729434</guid>
    </item>
    <item>
      <title>HOT WEATHER LOAD TEST</title>
      <link>https://trid.trb.org/View/642629</link>
      <description><![CDATA[The objectives of this project were to conduct vehicle loading tests on the Ohio SHRP Test Pavement (US23) sections under hot weather conditions, collect and analyze pavement response and vehicle dynamic load data, and examine the validity of existing rutting models.  To accomplish these objectives, additional sensors (strain gauges and thermocouples) were installed at the SPS-8 sections of the Ohio-SHRP U.S. 23 Test Road.  The Federal Highway Administration (FHWA) Heavy Vehicle Test Truck was used to conduct load tests.  The truck was loaded to 19.25 kips for all test series.  Each series of test was repeated at least three times or until three different tire prints around the gauges were achieved.  Four different sets of tires were used for these tests--two wide base tires and two sets of dual tires (M445 and G286 wide base tires and G159 and M275 dual tires). Pavement temperatures and strain responses under truck loading test were collected during July 1996.  The processed and cleaned load test data were delivered to the Ohio Department of Transportation (ODOT) and FHWA in CD-ROM as text files. Laboratory tests were performed on the cores taken from the test pavements following laboratory test program prepared by FHWA. The laboratory test program included creep and relaxation tests, triangular pulse load tests with rise time varying from 4.5 to 36 milliseconds, with peak load varying from 360 to 2880 lb. For selected specimens, repeated load tests were performed. Processed and cleaned laboratory test data were also submitted to ODOT and FHWA for further analysis.]]></description>
      <pubDate>Tue, 15 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/642629</guid>
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