I thought it was roughly to the 4th power of the vehicle? At least that's what this chart [1] suggests and I've heard in a few engineering podcasts
[1] https://streets.mn/2016/07/07/chart-of-the-day-vehicle-weigh...
[1] https://streets.mn/2016/07/07/chart-of-the-day-vehicle-weigh...
probably quite an effect, but reducing damage via width will also decrease vehicle efficiency and increase rolling resistance, so the gains at the road may be lost in an overall loss of efficiency at the vehicle, not to mention manufacturing and materials cost, when finagling the tire-width variable.
I don't have any numbers, though.
Not necessarily; one could formulate the tread rubber for such wider tires so they're less grippy per square cm of tread contact-surface, and so exactly as grippy as before per fully-loaded tire. Basically making every change in the opposite direction from what dragster tires do (other than the width.)
But superficial wear (this study) should have a higher power than deep wear (your link). Civil engineers normally used the 3rd power for deep wear...
Maybe the people on your link got a table from something different than what they though it was.