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Effects of dual versus super single truck tire on flexible pavement performance;
a mechanistic approach

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 VOL. 12, NO. 13, JULY 2017 ISSN 1819-6608
ARPN Journal of Engineering and Applied Sciences
©2006-2017 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com

EFFECTS OF DUAL VERSUS SUPER SINGLE TRUCK

TIRE ON FLEXIBLE PAVEMENT PERFORMANCE;
A MECHANISTICAPPROACH
Ahmad M. Abu Abdo
Department of Civil and Infrastructure Engineering, American University of Ras Al Khaimah, Ras Al Khaimah, United Arab Emirates
E-Mail: ahmed.abuabdo@aurak.ac.ae

ABSTRACT
With the widely observed premature failures of flexible pavements, attentions have been directed to changes on
heavy vehicles loads, axles configurations, and tire types and pressure as a cause for such phenomenon. Super single
(wide-base) tires were introduced in early 1980s as a replacement to traditional dual tires, and considered beneficial to the
transportation industries. However, this type of tires proved to cause more damage to flexible pavements. Recently, new
generation of super single tires were developed with a promise that the damage issue was addressed. Many studies were
conducted but were in disagreements in their findings. Thus, this study was conducted. 3D Move Analysis software was
used to conduct analytical evaluation and compare both tire configurations by utilizing an existing project and actual
materials test data. Results showed that when compared to dual tires, super single tire induced less normal stresses in the
analyzed flexible pavement by 28% in the z direction, 45% in the y direction, and 47% in the x direction. Therefore and as
per the results of the analysis, super single tires would inflect less percentage of bottom up cracking in the asphalt concrete
layer and less permanent deformation in all pavement layers.

Keywords: flexible pavement, pavement performance, dual truck tires, super single tire, mechanistic approach, 3D move analysis.

INTRODUCTION that the super single tires caused greater permanent

Flexible pavements are deteriorating in an
alarming rate, even though new design methods and
materials specifications are being developed and adopted.
It is believed that it is due to the changes in heavy vehicle
loads, axle configurations, and tire pressure and type [1].
In early 1980s, super single (wide-base) truck tires were
developed to replace conventional dual tires and used
throughout Canada and Europe [2], it was developed to
reduce running costs with potential savings on the long
run. Earlier studies showed that first generation of super
single tires caused more distresses (permanent
deformation and surface cracks) to flexible pavements
when compared to conventional dual tires [3-5].
Recently, new generation of super single tires
was introduced with a promise that it would perform better
economically and minimize inflected damages to
pavements, Al-Qadi et al. [1] investigated the new
generation of super single tires using Finite Element
Analysis (FEA) and suggested that damage caused by the
new super single tires would be similar or relatively more
damaging than conventional dual-tires. Greene et al. [6]
conducted a study on pavement damage potential of three
different super single tires in comparison of a conventional
dual tire. They concluded that super single tire performed
as well as the dual tire, however it created more permanent
deformation and bottom-up cracks than dual tires. A study
by Xue and Weaver [7] showed that two out of three
different types of super single tires have the same effects
on pavement as dual tires. Grellet et al. [8] found that the
use of super single tires led to a 14 to 30% increase of the
tensile strains at the bottom of the surface layer. However,
at a shallow depth close to the tire edge, there was a 20%
reduction of the tensile strains. A recent study [9] argued
deformation than dual tires due to the load distribution.
On the other hand, Pries et al. [10] utilized a
mechanistic approach and field measurements to evaluate
the effects of super single tires on flexible pavement. They
concluded that dual and super single tire configurations
caused the same horizontal strain at the bottom of the
asphalt layer, and reported that the field measured stresses
in the base and subgrade were the same for dual and super
single tire configurations, which would result in the same
permanent deformation. Wang and Roque [11] argued
based on their findings that the new generation super
single tire produced approximately the same damage as
dual tires. A recent study by Grelletet al. [12] found that
the damage caused by single super tires may cause less
damage in the upper part of asphalt concrete layer and
more damage in fatigue cracking and rutting of other
unbound layers. However, they declared that their study
was conducted under ideal conditions and cannot be
generalized.
SCOPE
The main purpose of this study was to investigate
the effect of two truck tires configurations; the dual tires
and super single tire axle configuration, on flexible
pavements and to evaluate the distresses caused by both
using 3D Move Analysis Software.
3D MOVE ANALYSIS SOFTWARE
3D Move Analysis Software (Figure-1) was
developed by the Asphalt Research Consortium (ARC),
which is a group of five organizations; Western Research
Institute (WRI), Texas A&M University (TAMU),
University of Wisconsin-Madison (UWM), University of
Nevada-Reno (UNR), Advanced Asphalt Technologies

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www.arpnjournals.com

(AAT). The software is available at METHODOLOGY

http://www.arc.unr.edu/Index.html [13].
Figure-1. 3D Move Analysis software main screen.
To achieve the goal of this study an existing
project data was used as inputs. The project was the
extension of Emirates Road to Ras Al Khaimah, UAE and
is currently under construction. Actual asphalt mix (HMA)
dynamic elastic modulus |E*| and asphalt binder dynamic
shear modulus |G*| tests data [20] were used in the
analysis. To compare the effects of dual tires versus super
single tire on the flexible pavement, two axle (built-in)
cases were used as described in the software[21]:
Case 3: This is a dual tire tandem axle load
represented by four elliptical contact areas. The contact
pressure is assumed to be uniform over contact area with a
magnitude of 862 kPa. The half axle load is 90 kN (22.5
kN/tire).
Case 8: This is a super single tire tandem axle
load represented by two elliptical contact areas. The
contact pressure is assumed to be non-uniform over the
contact area. The half axle load is 90.0 kN (45.0 kN/tire).
All Cases details and pavement structure are illustrated in
Figure2 and 3, respectively.

3D Move utilizes a continuum-based finite-layer

method to determine the pavement response under
different loading conditions. Major pavement response
factors such as the moving traffic-induced 3D contact
stress distributions (normal and shear), vehicle velocity,
and viscoelastic material properties for pavement layers
can be included in the analysis. This method uses the
Fourier transform technique and deals with every layer as
a continuum. Therefore, complex vehicle loadings such as
multiple loads and non-uniform tire pavement contact a) Case 3: Dual tire tandem axle
stress distributions can be incorporated in the analysis.
Furthermore, 3D Move software has the ability to analyze
any tire imprint, including those generated by super single
tires [14-16].
Huhtala and Pihlajamaki[17] and Al-Qadi and
Wang [18] suggested that the finite-layer method was
better when it came to computationally efficiency than the
moving load models. This is because flexible pavements
are horizontally layered and pavement responses are
needed at selected locations.3D Move software applies
this approach in the analysis. Furthermore, 3D Move b) Case 8: Super single tire tandem axle
software utilizes viscoelastic materials properties in its
Figure-2. Axle configuration details (After 3D
analysis, making it an ideal method to model asphalt
move analysis).
concrete (AC) layer’s response and to simulate pavement
response as a function of vehicle velocity. Furthermore,
DISCUSSION OF RESULTS
3D Move software allows users to utilize the frequency
Upon running the analytical models (3D Move
sweep test data (|E*| and |G*| test data) of asphalt binder
Analysis Software) for both tire configurations, the
and mixes in the analysis [13]. In a recent study, results
dynamic analysis results showed that the normal stresses
illustrated that the mechanistic approach, via 3D Move
in all directions induced by super single tire on the
software, was a better tool to determine the performance
analyzed flexible pavement were less than stresses caused
of asphalt pavement than commonly used methods, since it
by the dual tires. Table-1 illustrates the summary of the
captured the effect of changes in materials properties and
normal and shear stresses for both tire configurations. The
their response to different loading conditions and
differences in the normal stresses in the x, y, and z
temperatures on flexible pavement performance [19].
directions were -47%, -45%, and -28%, respectively when
comparing super single tire to dual tires. Thus, the
distresses caused by super single tire should be less than

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ARPN Journal of Engineering and Applied Sciences
©2006-2017 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com

dual tires. On the other hand, the shear stress in x-y direction inflected by the super single
tire was higher by 161%, but equal in the other directions. by super single tire is less than dual tires. Furthermore, the
Figure-4 illustrates the normal stress in z, y, and x duration of the induced stresses in the pavement is less for
directions vs. loading time for dual tires and super single the super single tire.
tires, it can be clearly observed that normal stresses caused

b) Case 8: Super single tire tandem axle

a) Case 3: Dual tire tandem axle

Figure-3. Pavement structure and response points.

Table-1. Pavement stresses due to dual tires and super single tire loadings.

Stress Dual tires Super single tire % Difference

Normal Stress X-X(kPa) 1437.5 763.72 -47%
Normal Stress Y-Y (kPa) 1148.4 633.66 -45%
Normal Stress Z-Z (kPa) 952.39 686.76 -28%
Shear Stress XY (kPa) -84.825 -221.23 161%
Shear Stress XZ (kPa) -1.88E-07 -1.88E-07 0%
Shear Stress YZ (kPa) -1.88E-07 -1.88E-07 0%

1.20E+03
Normal Stress (z direction), kPa

1.00E+03

8.00E+02

6.00E+02

4.00E+02

2.00E+02

0.00E+00
0.00E+00 5.00E‐02 1.00E‐01 1.50E‐01 2.00E‐01 2.50E‐01 3.00E‐01 3.50E‐01
‐2.00E+02
Time, sec

Dual Tires Super Single Tire

a) Normal stress in Z direction

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ARPN Journal of Engineering and Applied Sciences
©2006-2017 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com

2.00E+03

Normal Stress (x direction), kPa

1.50E+03

1.00E+03

5.00E+02

0.00E+00
0.00E+00 5.00E‐02 1.00E‐01 1.50E‐01 2.00E‐01 2.50E‐01 3.00E‐01 3.50E‐01
‐5.00E+02

‐1.00E+03
Time, sec

Dual Tires Super Single Tire

b) Normal stress in X direction

1.40E+03
1.20E+03
Normal Stress (y direction), kPa

1.00E+03
8.00E+02
6.00E+02
4.00E+02
2.00E+02
0.00E+00
0.00E+00 5.00E‐02 1.00E‐01 1.50E‐01 2.00E‐01 2.50E‐01 3.00E‐01 3.50E‐01
‐2.00E+02
‐4.00E+02
Time, sec

Dual Tires Super Single Tire

c) Normal stress in Y direction

Figure-4. Normal vertical stress due to tire loading.

As for the predicted pavement stresses, Figure- for permanent deformation for all layers, it was found that
5shows predicted AC Bottom Up Cracking (%) of the the super tire caused less permanent deformation than dual
analyzed pavement. It was found that super single tire tires in all layers. None of the tire configuration met the
would cause less cracks than dual tires, mainly due to design limits for the AC layer. However, where the dual
lower stresses. It is interesting to observe that none of the tires failed, the super tire passed in all other pavement
tire configurations results met the design limitations. As layers, as shown in Figure-6.
60

50
AC Bottom UP Cracking (%)

40

30

20

10

0
Single Super Tire Dual Tires Acceptable Limit

Figure-5. Bottom up cracking in asphalt layer due to tire loading.

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ARPN Journal of Engineering and Applied Sciences
©2006-2017 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com

40

35

Permanent Deformation (mm)

30

25

20

15

10

0
AC Layer Base Layer Subbase Layer Subgrade Layer

Single Super Tire Dual Tires Acceptable Limit

Figure-6. Bottom up cracking in asphalt layer due to tire loading.

SUMMARY AND CONCLUSIONS

Based on this study results and when comparing [2] COST. 2001. Effects of Wide Single Tyres and dual
the effects of super single tire to conventional dual tires on Tyres. Final Report of the Action (Version 29),
flexible pavement via 3D Move Analysis Software, the European Cooperation in the field of Scientific and
following observations and conclusions can be made:
Technical Research.
 Normal stresses resulted when loading a flexible
pavement using super single tire were less by 28% in [3] Bonaquist R. 1992. An Assessment of the Increased
the z direction, 45% in the y direction, and 47% in the Damage Potential of Wide Bases Single Tires.
x direction. Proceeding of the 7th International Conference on
 Super single tires induced higher shear stress on the x- Asphalt Pavements, Nottingham, UK. pp. 1-16.
y plane than dual tires. However, both tire
configurations caused the same shear stresses on other [4] Sebaaly PE. 1992. Pavement Damage as Related to
planes. Tires, Pressures, Axle Loads, and Configurations.
 Duration of stresses in the pavement caused by super Vehicle, Tire, Pavement Interface, ASTM STP 1164,
single tires was shorter than by dual tires.
American Society for Testing and Materials,
 Dual tires would cause higher percentage of Bottom
Up Cracking of AC layer than super single tires. Philadelphia. pp. 54-68.
 Similarly, dual tires would cause higher permanent
deformation in all layers of the flexible pavement [5] Abu Abdo AM. 2004. Super Single vs. Dual Tires.
structure. 44th Idaho Asphalt Conference, Idaho, USA.
 Both tire configurations would inflect damage that
exceed the design limits set by 3D Move Analysis [6] Greene J, Toros U, Kim S, Byron T, and Choubane B.
Software. 2009. Impact of Wide-Base Single Tires on Pavement
 Unlike dual tires, permanent deformations resulting Damage. Research Report FL/DOT/SMO/09-528,
from super single tire in the base, subbase, and State Materials Office, Florida, USA.
subgrade layers did not surpass the design limits.
Thus, it speculated that by modifying the AC layer [7] Xue W and Weaver E. 2011. Pavement Shear Strain
properties and/or thickness, the design would not fail.
Response to Dual and Wide-Base Tires.
ACKNOWLEDGEMENT Transportation Research Record: Journal of the
The author would like to extend his gratitude to Transportation Research Board. 2225:155-164, DOI:
the American University of Ras Al Khaimah, UAE for the 10.3141/2225-17.
provided support.
[8] Grellet D, Doré G, and Bilodeau JP. 2012.
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