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They Fought for its Good Name.
“Well, Hans, you’ve got home,” said Pat
to his Dutch fellow-workman.
“Ach, ya, Ish koom home, und my, my,
vat a vine drip 1 tid has; und vherehaf you
been, Pat?”
“Ah. drames of beauty ! why, Hans I’ve
been having a thrip up into Tinnessee, and
I got back this morning.”
“Veil, veil, vat a strange even happenin’?
Tid we bote koom home de same day? But,
Pat, I tid has so goot a dime, und I koom
home on de very vinest roat vhat you find
all arount,”
“Arrah,” said Pat with some decided em
phasis, “Maybe ye did come home on a
moighty foil, road ; but, bedad, I come home
meself on the foinest road there is inney
where.”
“De vinest but vun,” said Hans.
“No. begorra, the foinest of all.”
“De vinest of all except de vun vat 1 rote
on.”
“Hold now,” said Patrick, drawing him
self up at full length, “if ye mane to assert,
or insinuate, or imply that you came home
on a foiner railroad than I did, be .Jasus,
yon are oil the track in tellin the truth worse
than some railroad trains are that don’t run
on the road what I come on.”
“ Veh, und if you mean to assert, or insin
uate, or imbly dat you kam home on a vin
er railroat dan I did, den your wort has
suffert a more tamagin’ collision mit der
dhruth dan enny obder trains vat meet mit
vun anudder vot don’t run on de railroad
vat I kam on. Und, by tarn, I kan vight und
vhip der vellow vat says I don’t say vats
etzactly so.”
“Ye white-livered son of a sassage-groin
der, you, foight! Foight! Yer on Id daddy
come away from Dutchland because he was
afraid he would have to foight there; and,
be Jasus, I saw a man bating of yer ould
cur dog wid a shtick three days ago, and
ye didn’t dare to foight him. wouldn t
even foight for yer dog, let alone for yer
principles. Yis, and, bedad, I seen another
man standin’ right at yer gate pokin’ his
finger at yer and darin’ ye to come out and
foight him, and ye was afraid to put yer fut
outside yer gate. That’s the kindoi toightei
ye be. Ye wouldn’t foight a lame pig!”
“You don’t tink so, you jumpin’ bog trot
ter, haigh; but I vight eny man vat says
dat he koom home on a viner railroat dan
vat I didl”
“Then I say it, and here’s at ye,” yelled
Pat.
With that they clinched each other and
jumped around; they pummelled one an-
other, they grappled; they hopped from
one side of the floor to the other; and both
eventually came down with a thud. They
rolled over and over, until at last after sev
eral minutes of the most violent and frantic
struggle, the Dutchman and the Irishman
fell apart, utterly exhausted,
Pat was badly bruised about the face, one
eye being as black as a pugilist’s blow could
have made it, his nose mashed and bleeding,
and one of his front teeth somewhat out of
place. Hans had one ear badly mangled;
the middle finger of his Tight hand nearly
bitten off; and several handfuls of hair had
been torn from his head. The clothes of
both were as dilapidated as the newspapers
like to say was the case with the man who
went into find the editor —and found him.
After lying almost motionless for more
than a minute, Pat rose up to a sitting posi
tion, as if a new thought had just struck him
with greater force than Ilans’ fist had, and
exclaimed :
“Hans, be gorra, phat’s the name of that
railroad that you came home on?”
“Ach, veil, vhy it vas der Vhestern un i
Atlantic, de one vat dey calls der ‘Side/
track.’ ”
“Well, by the dancin’ mother of Moses,”
said Pat, “and that iris the very same road tha
I came home on. Why, Hans, ould fellow,
I’ve greater respict for ye than I iver had
before in me life.”
“Und, Pat,” said Ilans, “I lose you bet
ter dan vat I ever fought 1 vould lose an
Irishman. Vhy, you vas der best fellow
vat I know; und I lose you’cause you viglit
like a rooster ven you t’inks somepody says
dat anuddr roat he’s petter dander ‘Side
track.’ ”
“Arrah, Hans, come let’s take a dhrink,
ould fellow.”
“Ach, yah, let’s go rountder korner, to
Philip Breitenbucher’s vine rooms, I
know vhere ve can get in der pack door und
vind soine’ting vats der pest vat you ever
dhrunk.”
“Yis,” said Pat, “and its my time to
threat.”
“Ach, nein,” said Hans, “you dhreat
virst, den I dhreat der next dwo times, den
you dhreat der next dhree dimes. Ye’ve
got to show how much ve appreciate a man
vat von’t let anudder man say dat der’s a
petter roat dander ‘Sidetrack.’ Its der
best roat vat ever I rote on.”
“Yis,” said Pat. “and it’s the biggest thing
for its size in Amer iky.” And with their
arms around each other, Hans and Pat dis
appeared down an alley to find “the back
door” and begin the mutual act <»f treating
one another, anddrinking to the success and
transcendent merits of the “Sidetrack.”
Creature Comforts.
One of the finest and most popular
liquor houses in the South, is that of
Kelly & Davenprot, Chattanooga,
Tenn.
The reason why Kelly & Davenport
are popular, is because they handle
nothing but the finest and purest
liquors, and buying in large quantities,
for cash, and always keeping their
stock full, they constantly have ripe,
mellow liquors, absolutely pure.
They have a specialty now of 200
barrels of four-year-old sour mash corn
whisky, which they are selling at $2 a
gallon, which, in the language of the
accomplished Kelly, “hasn’t a head
ache in a barrel.”
There is no finer whisky in the coun
try than Kelly & Davenport’s twelve
year-old export rye, a dozen full quart
flint glass bottles for $lO.
For the best of any kind of liquor,
write Kelly & Davenport, Chatta
nooga, Tenn.
THE KENNESAW GAZETTE.
The Best Connections for Ai
ken, Etc.
All tourists and invalids desiring to
go from the north and west to Aiken
and Charleston, S. C., should bear in
mind that the only (dose connections
made with the Georgia Railroad are
by the Western & Atlantic Railroad,
and these in the Union Depot at At
lanta.
Passengers coming from Cincinnati
to Atlanta in the through sleeping
cars have time for dinner in Atlanta,
and then leave immediately in through
sleeping cars f>r Aiken and Charles
ton.
Those coming to Atlanta on the
through sleeping cars from Nashville
have time for breakfast in Atlanta,
and then take the Georgia Railroad
train for the same points.
Passengers coming from Louisville
to Atlanta in the through sleeping cars
have but a very few hours before
breakfast before going eastward via
Georgia Railroad.
Passengers coming to Chattanooga
can take the through sleeping cars of
the Western & Atlantic Railroad and
make close connection with the Geor
gia Railroad train going eastward.
These palace buffet sleeping cars
from Cincinnati and from Louisville
to Jacksonville, Fla., reach Macon,
Ga. at 6.00 p. m. and 6.15 a. m., re
spectively. Either of these schedules,
therefore, lands passengers in Macon in
the morning and early at night, and
this can be said of no other sleeping car
lines from Ohio River points to Macon.
Your Choice of Three Routes to
Florida.
The Western & Atlantic Railroad
and the Central Railroad of Georgia
are the only lines by which tourists from
the Northwest can come via Chatta
nooga and Atlanta and have the choice
of three routes to Florida, viz: via Sa
vannah, via Albany and Ty-Ty or via
Albany and Thomasville.
They thus have the privilege on
tourists’ tickets to stop over at Marietta,
the favorite fall and winter resort of
Georgia, or Atlanta, the famous Gate
City of the South, or at Thomasville
or Savannah.
These are superb advantages which
no other companies running through
cur lines to Florida can offer to the
traveling public.
The Best Route to Charleston.
Parties in the West and Northwest
who desire to visit Charleston this win
ter, and see the evidences of the terri
ble earthquake at that point should
bear in mind that the Western & At
lantic Railroad makes three close con
nections daily with the Georgia Rail
road, which runs, on train leaving At
lanta at 2.45 p. m., through cars, At
lanta to Charleston, and makes close
through connections at Augusta by
each ot the three trains. These con
nections are all made in Union Depot,
Atlanta, and Augusta. No other line
from the North and West makes connec
tion with the Georgia Railroad in the
Union Depot, and no other one makes
close connection with it at all.
Better Change His Tune.
It issaidofone of the most prominent
railroad managers of the south that up
to within the recent past he hasconsid-
A
ered the passenger business as being a
dirty business, and that he has said
that he would not soil his hands, offi
cially speaking, by having anything
to do with it or those concerned in its
management or general conduct.
This opinion, it seems to us, was a
slur upon the General Passenger
Agents, Passenger Agents and Ticket
Agents of the United States, who are
practically the same individuals now
that they were a few years ago. They
no doubt appreciate the estimate which
he places upon their character as well
as upon their work. To his credit,
however, be it said, the aforesaid man
ager has recently seen the error of his
Aliy and been converted from the opin
ion above quoted, and his conver
sion to the contrary idea is paraded as
being something truly great.
We understand that in the meetings
of the General Passenger Agents this
instance has been brought up two or
three times by the General Passenger
Agent of his road, and it has been
dwelt upon by him as being something
which passenger men should congrat
ulate themselves about.
In our opinion, however, the Gen
eral Passenger Agent above referred
to would do himself as well as his man
ager very much more credit if he would
' say nothing more about this, as it cer
tainly speaks very badly for the man
ager’s discernment or good taste.
The management of the Western A
Atlantic Railroad has always consid
ered that it was dealing with gen
tlemen in all ils intercourse with
! General Passenger Agents, Passenger
Agents and 1 icket Agents, and it
is still very strongly of that opinion.
It has seen nothing in the past
just as it sees nothing now to lead
it to believe that there was any
thing any more dishonorable in the
passenger service of a railroad than
there was in the freight service or any
other service. In other words, the
management of the Western A At
lantic Railroad has not fixed a stan
dard of morality for itself which is
higher than that which it allows to its
connections or even its competitors.
It has not set itself upon a pedestal
and declared that any class of men
engaged in railroad business was a set
of rascals, or that they were men who
were not worthy of {he association of
gentlemen. In other words, it has
not considered that the actions of a
disreputable few should stamp the
standing of the great many. There
are “tares amid the wheat,” and will
be such until the end of the world.
There are men of a low grade of mor
ality in every station and occupation
in life ; but it certainly argues very
badly for any one who will judge a
whole community, or general class by
the actions of a limited few.
For these reasons we think that the
General Passenger Agent io whom we
have referred had better endeavor to
i conceal the fact that his General Man
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