Major issues would include the following: (1) Even if funding becomes available to upgrade or replace existing bridges, the process will usually take many years; (2) Aging US bridge capacities could be downgraded so that heavy truck crossings are prohibited or limited.

Even in the better scenario 1, that still could mean detours that might add significant time and cost to usual routings until the work is finally complete, usually years later.

Take a small example from tile maker Armstrong Industries. A company executive told the Wall Street Journal this week that the trucks coming into or out of its factory in Marietta, PA will soon have to take a 25-mile detour to avoid a bridge on the way that is no longer going to be rated to carry fully-loaded truck weights. That change will actually add as much as $300,000 to Armstrong's annual freight spend.

The ASCE report says that one out nine of the 600,000+ bridges in the US is deficient. Could a wave of lower ratings on these bridges cause major headaches and costs to shippers and carriers, as infrastructure woes finally start to have a real impact?

"Having a transportation system that becomes less efficient hurts our ability to compete," David Ellis, of the Texas A&M's Transportation Institute, told the Wall Street Journal.

But as always, the question is money. The federal fuel tax has been flat for 20 years, and cars and trucks are getting better mileage. Many groups, including the American Trucking Associations, are calling for a hike in such taxes to support road and bridge improvements.

There were some talks this summer in the House Transportation and Infrastructure Committee on the possibility of increasing the 18.4 cents per gallon federal gas tax (it's 24.4 cents for diesel). That was related to a $20 billion shortfall between what the tax is bringing in and the level of commitment for infrastructure spending. But no action was taken to really move a potential increase forward.

The ASCE says hundreds of billions of dollars more is needed, which might require huge increases in federal and state fuel taxes, a change that seems unlikely.

An emerging issue is that most roads and bridges are actually "owned" and managed at the state level, where funding is even more questionable. As just one example, one in four Pennsylvania bridges is estimated to be deficient - the highest ratio in the nation. The state recently reduced the weight limits on an amazing 1000 bridges, including the one impacting the Armstrong plant.

This has manufacturers and others worried that trucks will soon have to take costly, circuitous routes to get from point A to B.

Small trucking firm owner Bob Wilson tells the Wall Street Journal that he estimates the new ratings will add 10% to the cost of a haul from Pittsburgh to Boston.

And that may lead to a whole new competitive factor, as some manufacturers and distributors in each market could be impacted differently by bridge troubles and growing traffic congestion, putting some firms behind an economic eight-ball versus others.

Most states are in the same boat. Iowa is set to soon release a report that will recommend alternatives to raising the state's gasoline tax to generate additional money to fix the state's road system. The Iowa DOT estimates it faces a $215 million annual shortfall in needed funds.

How bad is US logistics infrastructure, really? Do you see bridge deficiencies as a growing problem? And the federal taxes on gas and diesel should be raised to.... Let us know your thoughts at Feedback button or section below.