Three factors at work here. One is the weight per tire. Another is the frequency of weight per given area and the Third is the resistance of the road to weight.
This only addresses #1. Number 2 needs to be addressed by improving (reducing) the traffic density. This can be done by increasing the number of lanes, making use of road to rail options, restricting the hours of use by tractor trailers, etc.
Third option is to improve the specifications for how we build roadways. This would increase the cost of building roads but make them more resistant to loads.
For some structures, a good heavy weight periodically makes the bridge last longer. In steel, fatigue failure is associated with crack growth, and a heavy weight causes crack tips to blunt, and work hardens the crack tips, so that a crack has to re-initiate before it can propagage again. I know that is not considered in Miner-Palmgren linear damage calculations, but failure is complex and non-linear.
Actually, four factors at work here. The fourth is the factor of having the highway "trust" fund spent dry on trinkets for welfare brood mares, totally unrelated to highway construction and maintenance, in order to re-elect Democrats.....
Having just done a 4500 mile cross country trip I can tell you that the interstate highways we encountered for most of our journey were in terrible shape. Especially Oklahoma and New Mexico. I-40 in Oklahoma was so bad it almost prompted me to write the ODOT people to ask at what point do they consider the threshold for repaving? The stretch going through OKC and points east are quite possibly the worst stretch of interstate I've ever driven on (and I've driven in 49 states).....