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^ Z "7^ ! itC X o <^/£- jr \ iflf \7: /fSiBMW'K \t 3H\ A *' <a Hi SEER K XMW;W^AA^2^ oOft ’| SiE^^A/ \ i X\\ A~>ro&M*Jfe4• 4 ■ ** JE zEEmII \ / L Kx xVf^/ps^— Nf SB ®»'®Kk<<"X MF — wl fWEIijACK * , ® nf JlZ&< 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 7