34.

the Panack SuEEPING Cars that accom-
panies all through trains, and thereby in-
sure an opportunity for a refreshing sleep,
as well as a palace by night and day.
This, however, costs an extra fee.

The charges are, over the Union Pacific
from Omaha, $8.00; from Ogden, over the
aa Pacitic, to the Pacific Coast cities,

00. .

But as all cannot afford to ride in palace
cars, “do the next best thing,” and secure
—pre-empt, if you please—the best seat you
can, and prepare to be as happy as you
know how.

Sleeping car and stop-over privileges are
not allowed on second and third-class tick-
ets. Baggage can be checked only to the
destination of second and third-class tick-
ets—100 lbs. allowed free on each full, and
50 lbs. on each half-ticket of all classes.
Extra baggage is $10 to $15 per 100 lbs,
according to class. Passengers holding
first-class tickets to San Francisco, with
pre-paid orders for steamer passage to
trans-Pacific ports, will be allowed 250
Ibs. baggage, free, on presentation of such
orders to the baggage agent at Omaha; on
second-class tickets, 150 lbs., free. Orders
for steamship passage can be purchased at
the Omaha depot ticket office.

O
For Rates of Fare, see ANNEX No. 4.
oO

There is no longer any necessity of pur-
chasing a lunch basket of provisions to
take along, as the eating-houses are nu-
merous—charges, $1.00 a meal—and the
accommodations at all the principal sta-
tions for all those who wish to ‘‘stop over”
a day or two, are ample, charges, from
$3.00 to $4.00 per day. :

For «a Brier SketcH or OurR WESTERN
Country — THE Far West — Con-
DENSED History — ORGANIZATION OF
THE Pactric RarwRoapD—LAND GRANT
—Cost of ConsTRucTION—MATERIAL
Usmp— IMPORTANCE OF THE Roap—
Facts In BRIEF—GRUMBLERS—See ANn-
nex No. 5.

OnE Worp MormE—<As you are about to
launch out upon the broad, sweeping plains,
the barren desert, and the grand old moun-
tains—for all these varied features of the
earth’s surface will be encountered before

CROFUTT’S NEW OVERLAND TOURIST

we reach the Pacific Coast—lay aside all
city prejudices and ways for the time; leave
them here, and for once be natural while
among nature’s loveliest and grandest crea-
tions. Having done this, you will be pre-
pared to enjoy the trip—to appreciate the
scenes which will rise successively before
you. But, above ali forget everything but
the journey; and in this consists the great
secret of having a good time generally.

Are you ready?—The bell rings, “All

aboard ” is sounded, and our train leaves
the “Transfer Grounds,” and directs its.
course due west towards the

Missourtr Rrver BripeE—The construc-
tion of this bridge was first authorized by
Congress on the 25th of July, 1866, but very
little was done until March, 1868, when
work commenced, and was continued from
that time until July 26, 1869, when it was
suspended. Nothing more was done until
April, 1870, when a second contract was
made with the American Bridge Company
of Chicago, and work again commenced.
On the 24th of February, 1871, Congress
passed a special act authorizing the Union
Pacific Railroad Company to construct

|this bridge across the Missouri River, and

to issue bonds to the amount of $2,500,000.

The county of Douglas, Nebraska, voted,
under certain conditions, aid in county
bonds to the amount of $250,000. Also,
Pcttawattomie county, Iowa, voted, under
certain conditions, aid to the amount of
$205,000.

This bridge is a notable structure (see
illustration), one-half mile in length, with
the approaches, over one mile.

It is located below the old depot, and op-
posite that part of the city of Omaha
known as “T'rain-Town,” and has a single
track.

The bridge is known as a “Post’s Pat-
ent.” The hollow iron columns are 22 in
number, two forming a pier. These col-
umns are made of cast iron one-and-three-
fourths inches in thickness, 814 feet in di-
ameter, 10 feet long, and weigh 8 tons each.
They are bolted together airtight, and
sunk to the bed-rock of the river, in one
case, 82 feet below low-water.

After these columns are seated on the .
rock foundation, they are filled up twenty
feet with stone concrete, and from the
concrete to the bridge “seat,” they are

‘filled with regular masoary. From high-

water mark to the bridge “seat,” these
columns measure 50 feet. The eleven
spans are 250 feet in length, making