The induced scuffing force is one of the major factors that significantly affect the distressrnresisting capacity of flexible pavement at vehicles stop or turn. Braking causes extra significantrnlongitudinal load on the flexible pavement surface whereas turning causes additional significantrnlateral load on the pavement surface. These additional horizontal forces (scuffing) are controlledrnby tire slip ratio, road adhesion coefficient and tire turning angle/angle of steering rnThus the objective of this study was identification and evaluation of the major possible causesrnthat responsible for the premature failure of flexible pavement mainly in vehiclesâ€™ stopping andrnturning areas or stretches. rnIn this study, the flexible pavement responses to tire-pavement moving loads (vertical load,rnlongitudinal load, and lateral load) at various rolling conditions were examined with developedrn(3-D) finite element model. The flexible pavement structure layers characterized as elasticrnmaterials, and the transient dynamic tire loadings were simulated using trapezoidal moving loadrnfor transient dynamic analysis. The analyses were mainly on the rolling conditions (brakingrnload, turning load and free rolling load); affectivity of asphalt concrete thickness with shearrnstress-strain and influence of braking and cornering on pavement interface were investigated. rnThe study found that, top-down fatigue cracking and shoving are the main distress type observedrnat tire braking and turning. The damage ratio of fatigue cracking due to tire braking is, 2.04rntimes compared to free rolling condition; the shoving potential of asphalt due to tire turning isrn1.93 times compared to free rolling condition and the shoving potential of asphalt due to tirernbraking is 2.85 times compared to free rolling condition. rnThe overall impacts of scuffing load due to braking and turning of vehicles is estimated. Therncombined relative damage ratio convenes that, braking of tire reduces the pavement distressrnresisting capacity approximately by 1.77 times, and turning reduces the capacity by 1.33 timesrncompared to free rolling conditions. rnThickness optimization for shear stress-strain for typical flexible pavement structure (150mm,rn170mm, 190mm, 210mm, and 240mm asphalt thickness) showed that the thickness barelyrnincrease carrying capacity of scuffing force unless it increased more; that is uneconomical. Therneffect of scuffing force is also significant at the interface of asphalt and base course that reducernthe performance of flexible pavements.