Whether or not trestles were kept in place or dismantled after
abandonment historically was largely a decision made by the contract
salvager- who was there to make money, not to make things safe for
humanity.
The contractor pulling up the rails was commonly different than the
contractor who salvaged bridges and trestles (for both steel and
timbers). Many trestles and bridges have been left in place simply
because there was no salvage value, or, even if there was salvage
value, that value could not be realized due to expenses related to
remoteness, difficulty in access, etc.
Northeast of Sioux Rapids, Iowa, and just northwest of its historic
crossing of the M&StL's Spencer-Storm Lake Branch is a quite imposing
intact (barely-so the last time I saw it) Rock Island tall timber
trestle.
The Milwaukee Road's main line across the Des Moines River Valley has
been gone for thirty years or so. Nevertheless, the huge deck girder
trestle was left intact until only recently, when the UP salvaged the
bridge to recycle in a new location as the replacement for the CNW/
UP's venerable Kate Shelley bridge (also over the Des Moines River).
The countless bridges and culverts Milwaukee's venerable line across
the S Dakota badlands between Kadoka and Rapid City were completely
intact two years ago, including a number of very substantial steel
structures.
As of just a few days ago, I drove the abandoned original former
Central Pacific Lucin<-->Promontory Summit line (Utah) Lucin to
Terrace (22 miles) north of the Great Salt Lake, which was abandoned
in 1942. The multitudinous timber culverts and a surprising number of
timber trestles were still very much intact, although their inevitable
progress back to nature was on its way.
Apropos of the current thread, even the abandoned portion of the CNW
Cowboy line is not entirely devoid of remaining bridge structures.
Nothing here specifically CB&Q, but I think you get the idea
Denny
Denny S. Anspach MD
Okoboji, IA
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