EMB-190 pilot reported the main landing gear tire failure during landing resulted in loss of control and tug to the gate.

Narrative

Captain was Pilot Flying (PF) and First Officer (FO) was Pilot Monitoring (PM). Approach flown was the ZZZ ILS X. The approach was stable and a normal Flaps 5 landing in the touchdown zone was made with medium autobrakes applied. Approach speed was 126 KTS as per the Landing Report. During the landing rollout and after reverse thrust was applied; the right hand outboard #4 tire failed. The aircraft veered toward the left side of the runway and the Captain applied right rudder and manual right brakes to attempt to steer the aircraft back to the centerline. The aircraft continued to veer toward the left side of the runway until the Captain engaged the tiller to regain directional control of the aircraft. The aircraft was returned to the centerline and the Captain was able to taxi the aircraft clear of the runway onto taxiway G to hold short of taxiway A as directed by ZZZ ATCT. ATC was advised that we had experienced a temporary loss of directional control during landing and suspected a possible tire failure. The crew requested that the landing gear and tires be inspected before moving the aircraft any further since the condition of the tires and brakes was unknown. The flaps were also left in the Flaps 5 landing configuration until they could be inspected for damage.The Captain divided communication tasks with the FO. The Captain made a PA announcement that we had a suspected tire failure during landing and explained our intention to have the aircraft inspected before proceeding any further. The FO monitored ATC and ZZZ Operations frequencies while the Captain advised Dispatch; Maintenance Control; and ZZZ Tech Ops of our condition. Fire Rescue; and ZZZ Tech Ops responded to our request for assistance to determine the condition of the aircraft. The Captain continued to advise the Inflight Crew and customers of our condition and intentions via regular PA announcements. It was determined that the aircraft could be safely towed with a Supertug after arranging parking at gate 20 with an Airline; which was a short distance from where we elected to stop the aircraft. An open phone line was maintained with Maintenance Control until the aircraft arrived at Gate and the parking brake was set. Customers disembarked at gate via normal procedures. The Captain made an appropriate logbook entry; discussed the item with ZZZ Ops; and conducted a post flight inspection of the aircraft. In the interest of safety; the Captain requested and received removal from the remainder of the pairing for both pilots due to the distraction the event caused.