Historical Newspapers of South Carolina

Below is the OCR text representation for this newspapers page. It is also available as plain text as well as XML.

[From the Atlantic, for May.] SORROW. Upon, my lipa ano laid har touch divine, And merry speech and careless laughter died ; Sha fixed ber melancholy eyes on mino, And would not be denied. I saw the West wind Iooso its cloudlets white. In flocks, careering through tho April sky; I could not sing, though joy was at its height. For she Blood silent by. I watched tho lovely evening fade away A mist was lightly drawn across the stars. She broke my quiet dream-I heard ber say, .'Behold your prison-bars 1 Earth's gladness shall not satisfy your soul This beauty of the world in which you Uve ; The crowning grace that sanctifies the wu ole, That I alone can give." I heard, and shrank away from her afraid; But still she held me. and would still abide. Tout h s bounding pulses slackened and obeyed, With slowly ebbing tide. "Look thou beyond the evening sky." she said, "Beyond the changing splendors of the day ; Accept the pain, the weariness, the dread. Accept and bid mo stay 1" I turned and clasped her close with sudden strength, And slowly, sweetly. I became aware WUhin my tr is God's angel stood, at length. White-robed and calm and fair. And now I look beyond the evening star, Beyond the changing splendors of the day. Knowing the pain He senda more precious tar, More beautiful than they. THE PROPOSE!) EXTENSION OP THE CHARLOTTE RAILROAD. The leading idea of the early State Legislatures of South Carolina o 1 the subject of railways, was to establish communications with the great West. The present "South Carolina Railroad" is the re? alization of this idea to the State line of Georgia. It is equally apparent that the public mind looked forward to the period when, from this parent stem, : a net-work of railroads would spring up to all points in this State as well, which would furnish convenient transporta ti >n, and th"s draw to the metropolis of South Carolina the commerce of half | a dozen prosperous States, and build up our city into tho leading exporting and importing seaport of tiie South Atlanti; coast, and, through the agency of such a commercial centre as Charleston, wo would be in a position to furnish material aid to all of our people, from the seaboard to the moun? tains. To accomplish these high aims, both the State . Ol South Carolina, and tho City of Charleston have lavishly contributed of their means. Money and ' endorsements to tho extent.of millions of do Daru have boon freely furnished, not only to roads in our own State, but to a number of other connect? ing roadu beyond our borders, which, it was ex? pected, would act as auxiliaries to the commerce i of this- bity. Upon the successful accomplishment of these ends doponds, not only tho prosperity of .j ' tho South Carolina Railroad Company, bat, dis? guise it is we may, the commerce and the welfare of both City and State are largely at stake; and it is .<to preserve and protect these vital m ter esta that ? ?he South Carolina Railroad Company invokes tho "- lafit of the Courts to restrain a palpable infringe? ment of its charter, and to prevent the ? o al th of the State from going towards building up distant pointe. The State of Georgia wields every influence at her command in the inteiest of her seaports; and our sister State of North Carolina has thought it to he* interest to build her railroads with a different guage, so that ever; pound of freight, other than . to her own ports, must break hulk at her borders. Who are the parties who ask for a free passage aerees our State, and who actually, by adroit man? agement, induced the Legislature of South Caroli? na to promise to pay them for destroying our well understood planB of internal improvements? These very neighbors of ours, who legislate against us with their narrow guage roads. ' 'Our commercial readers are aware that, for more v that a year past, the great effort of the Charlotte and Colombia Railroad has been to divert trade - from ita usual channel to Charleston, and to cany it to New York. Every bale of cotton transported along that road to Charlotte, and thence to New York, has been so much of the life-blood of com? merce diverted from Charleston. Was it to effect thia object, to build up New York at the expense of J Charleston, to foster the railroads and seaports of North Carolina tt the sacrifice of the interests of 1 ita own roads, that the State subscribed to the fl*jsjg|ott9 and Columbia Railroad ? If we corree; ly remember the circumstances, the appeal to the State and to the city of Charleston for aid to the . Charlotte and Columbia Railroad, was based upon the assertions that the road would contribute to the prosperity of Charleston; and the eloquent gentleman from Charlotte, who addressed our citi? zens on that ' Babject, not only asserted, but de? ns* ?si rated that the receipts of cotton at the port of Charleston would be nearly doubled by the con? struction of this road. Their appeals were con? vincing, and the State and city subscribed.. What is the-xeault ? The road completed by their efforts LH used to divert hud <> to.and through North Caro hnap and lo destroy-the very interests, the protec? tion and.'advan'cement of which were the objects of its ooxatruotioc. It may he beyond our power to remedy that evih Tho road is built and chartered, and we psjinot? i'aipair its right or control its ope? rations. But it now seeks to become a still more potent enemy. It seeks, an ally in the Columbia an? At^sta"'Railroad, whiph, built by its offris and officered by its President, ie hardly so much an independent road as a branch' ox continuation; I of tba Charlotte and Columbia roadlrom Columbia; to Augusta. No more tata! blow could be given to: Charleston and tho State than by the construction, of this road. No one acquainted with the ' re? sources of the country through which it passes wiD entertain for a moment the idea that any local traffio or development of internal resources is an? ticipated. ?6e-sole Object, fa io connect Augusta with CfutrtoUi, Klfi?2. JL rC3 J. Names are things, and had the road been en tiUeAabroad from Charlotte tq Augusta, the true scope of the measure1 would have been manifest and Che bill would have been defeated. But those who engineered the work: were too astute to ex? press openly th? real- object: of tho bil?. ' The road was first chartered aa tho Columbia and Hamburg Road, fifteoD years ago, Subsequently its title waa changed to the " Columbia and Augusta Rail? road," and'it waa' authorized to cross the Savan nah River 1 then by another and final amendment, it yrta-authorized lo connect the Charlotte and Columbia Railroad with the Georgia Railroad. By successive steps it had now (1663) reached to at position, which had been kept steadily in view from the outset, and so adroitly had it been managed that neither was suspicion excited nor alarm'given. Looking back upon the action of the State Leg? islature, it is a matter of surprise and regret, that the Charleston delegation had not perceived the tendency of the bill, and the dangers which threatened the most important interests of this city from its passage. Had the attention of the Legislature been called to it, we do not behove that the bill ever could have passed, but unfortunately il was overlooked, the bill quietly passed, and the only possible mode in which the danger can be averted, is by testing the constitutionality of the act chartering it. The proceedings which the South Carolina Rail? road Company, has initiated are of course primarily for its own benefit. It is not willing, nor could it with any propriety permit its resources to be di? minished, or its traffic diverted without testing the rights of the proposed Columbia and Augusta Bead. In defending, then, its own interests, it bat? tles at the samo time for the well-known policy of the State and city; and eveu in these almost hope? less times, of prostration and depression of public spirit, its officers are mindful of the expectations of the great men who, under protracted difficulties in the past, have worked out its career of usof ul ness to both the State and tho city, and who will not be deterred from at least an earnest effort to realize those hopes in the no distant futuro, by the mischievous schemes of those who, it may be, have no South Carolina to live for-no aspirations for the future of old Charleston. But it is contended that the South Carolina Railroad Company should have acted more prompt? ly in contesting this right of the Charlotte Rail? road extension. We must not forget that this proposed railroad was chartered in 1853, and that for nearly ten years it had slept so quietly as to fail to excite in the breasts of its friends or its enemies the slightest hopes or the faintest ap? prehensions of its construction ; and when, in .* was again revived, with faint prospects of ?>?tt as a military road, the utter hope effort to import iron or material . i ?e ved the movement of the '"I respect or attention, ".nnng the war of '""rs, but at what sub ;ctations s of that ignorance ?outh Caro- j t ina ?taibrcad Company, aud .if there is reBi jility anywhere for losses, to individ?ala or c friso, for 8ubacriptions to illegal projects, let i with those who ignored tho fact that a Kai Charter ie a public act, which it ia expected ill should know. But we refrain from further comment; tho acm now to be decided is one of that claaa v emphatically belongs to the courts to adjudg LS not a question of privilego but of right, iiariug noticed somo remarks ot' the press, w perhaps unintentionally did iujustico to the Lives of the South Carolina Railroad Compan bave beeu at Borne pains to have pr?par?e leading points in the argument of our disting ed townsman, Gcuoral JAMES CONNEB, whicl append. As Solicitor of tho South Carolina Railroad i pany. he has brought to tho view of the cou: a very ablo manner, the whole question at i and wo commend it to tho careful perusal o readers, satisfied that they will find, that in tl in all other trusts committed to him, he has charged his duty with marked ability. The South Carolina Railroad Company et. Tho C bia and Augusta Railroad Company. PORTER A NEB for Complainants : ARTHUR, MELTON tt ME for Defendents. ABGUMENT OF GENERAL CONNEB. The pleadings in the cause indicate the ii submitted to the Court for decision. The essential allegations in the bill of Corni ants aro that tho action of the Defendants is tractive, of the chartered rights of the Comp ants, and that the charter of the Defendant pairs the obligation of tho contract previc made between the State and Complainants, ai therefore void. The rights of the Complainants aro dei from and must depend upon the terms of their < ter. What that charter is will hereafter be sh The question now to be considered, is bow charter is to he construed. Ic is contended by the Defendants that tho struction shall be most liberally for the gra and most strictly against the grantee, and that nues of construction applicable to monop shall apply. But this is not a monopoly. A monopoly U fined to be " an exclusive right granted to a of something which was before of common rig It cannot be said that the right to construct 1 roads ever was of common right, or that the g; of this privilege to the Complainants, divested citizen bf a right previously enjoyed by him. I if a monopoly, the question is not between monopoly and the citizens, but between one nopolyand another, for both these oorporat: exist by virtue of the same power. In cases of Royal Grants, where confessedly construction was always most strict against grantee, the intent prevailed, and the grant not limited simply to what was specifically gr ed, but included all that was necessary to the j o vme nt of tue thing granted. [Whistler's c 10 Coke, 65 ; Sir John Mblin's case, 6 Coke ; 1 Church Wardens of St Saviour, 10 Coke, 67 ; con's Abridgment, Prerogative F.; Sutton Ho tal, 10 Coke, 24 b. ] A distinction has also been drawn by emir jurists, between Royal and Legislative gra Rad a more liberal rule of construction applie the latter. But be the construction, strict or liberal, tho i dina! principal of interpretation is the mten tho Legislature. Tho charter is tho contract tween the state and the corporation, and like other contract " is to be coustrued to accomp tho intention of the parties, and in determining different provisions a liberal and fair construct will given lo the words, either singly or in com tion with tho subject matter." [Charles Ri Bridge case, ll Peters, 120 ; Boulton vs. Bul Hem v Blackstone, 499 ; Binghampton Bri case, 3 Wallace, 73.] The full strength of tho Defendant's case hardly bo better expressed than in tho langut of C. J. Taney, in tho Char les River Bridge ci and as it is the loading case on this brunel the law, and wdl probably bo much relied on the Defendants, it may be well to ascertain ?x?i what that caso was. The Charles River Bridge Company, and tho "ft ron Bridge Company, were rival corporations, c owning a bridge connecting Boston and Char town. The Charles River. Bridge as tho eic endeavored to enjoin the Warron Bridge Ct pany. The charter of the Charles River Bridge o fained no grant of exclusive privileges, [ll Pete 548, 549.] The o Hort was to imply exclusive pr. loges, [ll Peters, 539,] and to imply them agai the expressed intentiou of the Legislature, Puters, 551.] It waa not a pago of coustructii but an effort to import words int? the chart The court divided. The case was twice argt and finally decided by a majority of one, TB there been words from which the intent to gre exclusive privileges could have been inferred, ii manifest that the court would have unanimou granted the injunction. We shall proceed to show what was grant) and that every grant of power to the complainai was accompanied with an express grant of exe! sive privileges. The original design of the Legislature as i pressed in the act of 1827, incorporating the Cai and Railroad Company, was for " the cons true ti of a Railroad or a Canal, or a Railroad and Cai from the city of Charleston on the most practical routes to each of the towns of Columbia, Camd and Hamburg." This waa modified by tho act 1828. which directed the construetion pf a Railro to Hamburg, with " brauches thereof to Colin bia and Camden." Tho act of 1828 did not pi hibit independent and direct roads from Chark ton to Columbia and Camden, On the contrat it authorized them, but the preference evident was for a main stem and branches, and after gi mg to the corporation the right to construct am main jstem and branches, the act provides th "the right to make,' keep up and employ; su< Railroads shall be vested 'm the company, here and hereby incorporated exclusively." By virture of this act, the connection of Cobar, bia and Hamburg by Railroad, was authorize Not any implied authority, but a positive, expre authorization. The read to Hamburg was first be oompleted, and then a " branch thereof Columbia. The "branch" necessarily connect* Columbia and Hamburg. It was physically ii Eossible to construct the " branch" contemplait y the act, without connecting Columbia and Has burg, and all the railroads authorized by the ac were by the terms of it exclusive in the "compan; To show this still more clearly, lot us refer to tl act of 1833, entitled "an act concerning the Soul Carolina Canal and Railroad Company," the preen ble. of which j recites that 1 ' wheres.a for the. publ benefit the South Carolina Canal and Rai Iros Company have constructed under their charter, Railroad from Charleston to Hamburg, and ma construct branches thereof." Bo it enacted icc that all lands unappropriated within one mile c the centre of the main tract of tho said road an its branches, be vested in the said Company. ' This act gives no powers or authority, but recognizes the right of the Company to construe branches, and donates land for that porposi .To ascertain what branches it refers to,' we mut turn to the charter, and the only branches th er mentioned are branches to Columbia and Camden and over every foot of track authorized by tha act. the exolnsive privilege extends. To argue otherwise, is to place the Legislatur? in the position of granting to the Company the ei elusive right to make, keep np and employ sud Railroads, and yet at the same time reserving t itself the right to grant the same privileges ti another, . ? . No point is indicated at which the branch is ti diverge from the main stem * that is left to tb? Company. It might have branched at Aikoi or a few miles from Hamburg. Suppose this h ai been done and the branch continued thence ix Columbia and on to Camden ; would not such root have been clearly within the powyr given by tin act, and would not the right to make, keep up and employ such roads have been vested exclu* sively in the Company ? The charter is too clea] and explicit in its terms to justify a doubt. - Now, suppose this to have been done, and the road built, and Columbia and Hamburg thus con? nected, and the year after ita completion the Leg? islature had charted a Railroad from Columbia to Hamburg, just such a road as the Columbia and Augusta Company now contemplate, would not tho latter charter havo been set asido as violating tho prior, as impairing tho obligation of the contract mado between tho State and the Canal and Railroad Company ? So long os the Dartmouth College case stands as law, tho answer must be in tho affirmative ; and why and how would such a char? ter impair thc obligation of the previous contract ? Localise thc road constructed under it would con? nect places already connected by a railroad, tho exclusive right to make, keep up, and employ, which waa vested in the Canal and Railroad Com? pany. It would be something moro than a violation of the letter of tho law. It would bu a breach of good faith, that after the Canal and Railroad Com? pany had under tho grant of exclusive privileges embarked their funds in the enterprise, had as? sumed burdens, had solved tho problem, and achieved success, and now expecting the rewards of their zeal and enterprise, that the Legislature should, at tho moment of their success, cancel their exclusive privileges aud allow to others an equal right to share in the profits of the traffic created by the founders of the enterprise. And is not that in principle the case before thc Court. Whether the branch should diverge ono mile or fifty miles from Hamburg, is a quostion of surveys uot of law, and is for tho Company to de side. The essential fact ?8 that the branch, wher? ever diverging, connects Columbia and Hamburg, ind brings these two places into commercial com? munication with each other, and with Charleston, ind facilitates intercourse between them all. To iccomphsb that, was the object and intent of tho Legislature. It was not one railroad but a net? work of railroads which tho act contemplated, miting in commercial intercourse tho four com nercial centres of the State, Charleston, Columbia, ?amburg and Camden. That this was the true scope and intent of tho ict, is clear from the 14th Section of the act. " Tho ixclusive right to make, keep up, and uso the .ailroads and transportation authorized by tho tct, shall be for the term of thirty-six years," ' and after tho said term of thirty-six years shall lave expired, though the Legislature may author ze the construction of other railroads or canals or tho trade or intercourse contemplated herein, leverthcless tho south Carolina Canal and Rail .oad Companv shall remain aud bo incorporated md vested with all the estate, powers and privi eges as to their own works herein granted, except he exclusive right to make, keep up, and use < ailroads over and t brough such parts of the * :ountry that shall so have expired by the forego? ne; limitation." < The first section of tho act contemplated ti ade 1 md intercourse between Columbia and Hamburg, ind expressly authorized a road connecting them, < ind the 14th section ia a clear recognition by the ' Legislature th.it until tho expiation of the thirty lix years it had no power to authorize the con- 1 (traction of any other road for that trade or inter- a ionrse. t '.' bo Legislature plainly savs to the company : I Dm bark your money in thia enterprise ; build tho <? oads wo havo authorized you to build ; connect he places we have authorized you to connect, and 1( -ou ?hall have tho exclusive benefit of all the tr ind intercourse between thom for thirty-six ye ia your reword. Passing from the charter of tho Canal and R :oad Company wo como to that of the Louisa md Cincinnati Railroad Company. The charte io t repugnant to that of the Canal and Railr Company. It does not contemplate a road bet?' Charleston and Columbia. No authority to c itruct such road is given. It docs not provide ;he construction of a railroad from Charlestoi Cincinnati. The tir st act upon the subject (li authorizes a "survey of tho country between C-hio River, near Ciucinnoi, and the railroad i jected by tho South Carolina Canal and Railr [Company." The act of incorporation Bays-"t tor tho purpose of establishing," not for the j. pose of constructing, but for the purpose of ? tablishing a communication by railroad" betw the cities of Cincinnati and Charleston, &c. The exclusive right to construct a branch fi tho main stem to Columbia hod already been gi to the Canal aud Railroad Company tor thirty years. Whether they had exercised it or not immaterial. In thc language of tho Chief Jus in the Charles River Bridge case, "The existo of the power does not, and cannot, dopend ui the circumstance of its having been exerciBoc not." (ll Peters 547.) Any road by the Louisville and Cincinnati O pony which would have connected Columbia i Hamburg, or Columbia and Charleston, would h been in conflict with chartered rights already is ting. Au intention to violate chartered rig cannot bo predicated of tho Legislature. Th is no warrant for it. The Legislation is cons ent. Tho privileges and powers of each comp: were consistent with the fullest exercise or powers and privileges of the other. No terminus at either end is indicated. r. new company was to avail itself of existing roi as far as practicable. To commence whero the "projected" road of I Canal and Railroad Company terminated. Tc in continuation of and not in conflict with it. The Louisville and Cincinnati Railroad Compi could bu ld a road "through the States of E tucky, TenneBEeo, North and South Carolir [Seo 17?.J But they could not pass beyond Columbia. S pose that on reaching Columbia tho Louisville i Cincinnati Company had attempted to contii their road, and tap thc Hamburg road at Bran ville. What would have been the response of Canal and Railroad Company ? Tho exclusive right to build a branch from i road to Columbia is vested in us. The exclue right to connect Columbia and Hamburg and C umbia and Charleston is vested in us. Our charter expressly gives us tho right. Your charter gives you no such right. Your chartered rights commence where o end. Adhere to tho limits of your charter, and i rights of both are preserved intact. The rule that acts in part materia aro to be construed that efficacy shall be given to both, e ties the question. In December, 1833, the State incorporated t other company, "Tho Columbia Railroad Com] ny," and authorized it "to treat with the Sot Carolina Canal aud Railroad Company for a trai tor of their right to construct a railroad oetwc Columbia and some point on their railroad n< branchville," and on such transfer being ofloctt "all the rights, privileges and immunities a corporate powers vested in tho South Carolina ( nal and Railroad Company, at the time of su transfer, shall, so far as ropects the railroad 1 tween Columbia and the point aforesaid, bo veal in the Columbia Railroad Company, subject to I terms of such transfer." [8 Statutes, pago 382. If confirmation were needed, hero is the legis tivo admission o? the exclusivo right of the Cai and Railroad Company to construct tho road fr? Branchville to Columbia, and tho inability of I State to grant such right to another. That the Louisville and Cincinnati Company h no right, under their charter, to construct & re from Branchville to Columbia is clear. That they did build tho road is also clear. '1 hat tho company was too prudent and flat cious to have expended money on an illegal stn turn is equally clear. Whence, then, did thoy get the right to bu the road ? They got it whence alone they could get i from the charter of tho Canal and' Railroad Co pony. By a strictly inductivo process we roauh this ct elusion, and demonstrate it from thc statutes, a thu statutes atone. They excludo any other ci elusion. We might will rest thc case herc, But tho fat show tho logical process to bo accurate. In 1834 a survey of the route from Branchville Columbia was made by a committee of tho citizc of Columbia, and a survey was also m ado oy t Canal and Railroad Company, with tho view constructing tho branch authorized by their chi ter. Here then was tho projected railroad rofcrr lo in the act of 1835. In 1895 thc Louisville and Cincinnati road w chartered. In 1836 tho commissioners appointed by t Los i Bia turo made their report, and that dominic shows conclusively that they regarded Columl as the terminus or the road. [Soe pagos 3 and i In January, 1837, the expediency of purchasii tlie Canal and Railroad Company was discussed. In October, 1 #37,-tho first annual report of ti President and Pireotors was made, and resolutio establishing Columbia as the terminus of the roi and directing negotiations to bo opened for tl purchase of tho Canal and Railroad Company wc adopted by tho stockholders. The committee ( which Chancellor Harper was chairman) who I ported the resolutions in their report, concede tl exclusivo legal right to build a road from Charle ton to Columbia to be in tho Canal and ltailroi (Company,. In September,{18oU the second anpna) rcpo was made. In it tho President announced that tl purchase of tho Canal and Railroad Company, wit all its privileges, had bcou effected, and that "sini the purchase the road from Branchville to Color bia had been "located." Throughout the rep? the road from Branchville to Columbia ie regard? ae a branch, and the "main trunk" of tho Loni ville and Cincinnati Road os conunencing at C lumbia, and to be extended thence through tl centre of the State on to thc Butt Mountain Oap : Here, then, independent of all reasoning, is tl fact that until tho Louisville and Cincinnati Con pany obtained t)ie charter privileges of the Can and Railroad Company they never even iocalt their road from Branchville. JSvery foot of tin road was built under tho charter privileges of tl Canal and Railroad Company. Until 1843 tho two companies existed as distim corporations. In 1843 the act of union was passed. It was not a now incorporation as in tho act < 1842, repealed by the act of 1843. The South Carolina Railroad Company, as sucl never was incorporated. The name of (he Louisville and Cincinnati Rai road was changed to that of tho South Carobs Railroad Company, and tho Canal and Railroa Company merged in it. By virtue of that, tho Canal and Railroad Con pany was extinguished-lost its identity and coi porate existence, and was absorbed in the Sout Carolina Railroad Company, becamo part and pal col of it, and governed and controlled by the emu ter of the South Carolina Railroad Company. In 1842 Colonel Elmore moved that an applies tion bo made to the Legislature for "an atnalgs mation" of tho two charters, Tho next day h moved to expunge tho resolution, and subsequent ly Mr. Mayzck moved that an application be mad for a "merger" as it now appears in the act of '-ii The word merger was designedly used. It fltj; expresses what was the intent of the partios a ni the Legislature. Its legal signification is "th annihilation by act of law of the less in the greato of two vested estates meo ting in the same person. [Cruise's Digest, title 39.] If tho Legislature pad merged the ono Compan; in the other,, and stopped there, there would na vi been an absorption of tho estate of tho merged cor Kration,. an extinction of its rights and privi tes. Morgor is only of estates, not of rights. But tho Legislature gpss on and gives to tin South Carolina Railroad Company as an indepcu dent, subsequent grant, all the rights and privi leges of the Canal and Railroad Company. lt was as if the Legislature had specifically in coi-porated into the charter of the Louisville" auc Cincinnati Railroad Company, those sections o: the charter of tho Canal and * Railroad Company winch contained ils powers and privileges, u?e thou said to the South Carolina Railroad Company thia is your charter, In many of tho carly Bank charters, powers ant privileges were not specifically given in the act ol incorporation. They woro simply givcu tho pow? ers and privileges vested in the Plautois' and Me? chanics' Bank, and the Union Bank. That tho south Carolina Railroad Company, owns a road connecting Charleston, Hamburg and Columbia, each with the other, no one will deny. That it bas a charter will hardly bc questioned. What is that charter, and when and where waa it granted? The act of 1843 giving it its corporate name, con? tains no powers whatever ; dees not even incorpo? rate it ; contains not one of those provisions essen? tial to its corporate existence. Where aro thoso to bo lound V Clearly in the charter ot tho Louisville and Cincinnati Railroad Company, plus the powers and privileges added to that charter by th? act of 1843. It cannot bo maintained that the charter of tho South Carolina Railroad Company consists of a union of tho two charters. The law of its corporate hoing must be clear and uniform, and in thu two charters are inconsisten? cies, ami contradictions innumerable. That vary condition of things did exist and tho evils of it induced tho application for a single charter governing tho entire road, not an amalga tiou of the two, but a merger of tho ono in the other. Note the caro and precision with which the union was effected. ibo Louisville and Cincinnati Company were virtually thc owners of all thu road connecting Columbia, Hamburg and Charleston. Tho Legislatura 1st. Changed the name. This placed the South Carolina Railroad Company under thc charter of the Louisville and Cincinnati Company. It was tho old Company and the old charter, with a new lamo. 2d. They merged the Canal lind Railroad Com? pany iu tho South Carolina Railroad Company. Merger is annihilation and thc Canal Company md its charter wore extinguished. The old charter of thc Louisville ami Cincinnati Company survived and continued tho law of tho torporatiou. 3d. They added to and vested in the South Caro ina Railroad Company all tho rights, privileges md property belonging lu the Canal and Railroad Company. Wien "the Legislation ended, not aline of thc harter of the Louisville and Cincinnati Company tad been repealed or modified. By virtue of the act of 1843, the South Carolina lailroad Company possessed tho track from Jharlodton to Hamburg, and from Branchville tu 'ol limbla. They jiossessed also all the rights and privileges f tho Canal and Railroad Company, and of thc .oui s vi lie and Cincinnati Railroad Company. Among these powers and privileges was tho cx lusivc right to make, keep up, and employ a ' branch" from Branchville to Columbia, It is immaterial whether tho South Carolina lailroad Company possessed tho power to con? tract and uso thu road under tho old charter of he Louisville and Cincinnati Road, or under tho ewers and privileges of thu Canal and Railroad ?ompauy transferred to it. Immaterial whether it was their road and privi 3ge under an original graut, or under tho assigu meut of power to thom by the act OH^ -JA. either event, it waa their road, governed ny their charter, which is the old charter of tho Louisville and Cincinnati Company, tho 18th Seotion of J which provides that the State of South Carolina shall not for thirty-six years, authorize the con? struction of any railroad;.within twenty miles of the railroad so to be constructed by the Cincinnati and Charleston Railroad Company, which shall connoct any points and places on their railroad, or which shall run in the general direction thereof." We concede that thc 18th Section originally ap? plied only to the road from Columbia to Cincinnati, and that at tliat lime it ivas the intention of the Legislature so to restrict it. But in 1842; the project of the Louisville and Cincinnati Railroad waa finally abandoned. By the oct of1843, the Legislature extended tho cb ai'tor of the Louisville and Cincinnati Company, over all the road possessed by the South Carolina Railroad Company, that is over the Charleston and Hamburg track and the Branchville track. They mado it ail their rood governed by their charter. What warrant is there for saying that one sec? tion of that : charter is repealed or modified. That tho Legislature, extending tho charter over all the road and property of the South Carolina Railroad Company, excepted tho 18th Section ? The charteris the charter for the whole road; it must apply to all or none. If to all, then the de? fendants concede our entire caso. If to none, then they expunge a seotion of the act and ask the Court to do what the Legislature declined to do. If they seek a middle course and attempt to limit or restrict the ope: at ion of tho 18th section 'they must show that the Louisville and Cincinnati Com? pany ever had the right to build the road from Columbia to Branchville under their charter; that tho 18th section applied to that part of the road, and that tho Legislature, iu the act of 1843, limited it to that part of tho road; and they can show neither. That it was the intention of tho Legislature to grant the most full and exclusive privileges is ap? parent, not only from all tho Legislation touching the road, but from tho circumstances existing at tho time-the magnitude of the enterprise-the deep interest felt by all classes of thc community in its success-the pecuniary liability of tho State as a holder of its stock and endorser of its bonds. The company had barely survived the severe financial trials of 37. It is hardly probable that tho State, with so great a pecuniary interest in the success of the road, would, at tho moment of its completion, and when its resources were about to commence, have limited or restricted any of the ex? clusive privileges, upon t ao maintenance of which its success depended. A road, whuse object woe to divert trafile from the South Carolina Railroad Company, would then havo met with but Uttle favor. Tho Legislature was prep.iied to grunt al? most anything that would render tho enterprise successful. To insure unity, simplicity and econ? omy of management they placed tho entire enter? prise under one charter, and extended that charter over the wholo road without tho limitation or re? striction of a single oxclusive privilege. It may have been a mistake. Tho Legislature may not have acted with sufficient sagacity and prudence. But the question is not what they ought to have done, but what they have done. The Courtis to construe contracts, not to make thom. Experience may prove that tho contract was in? cautiously made, "but it is like any other contract made by competent authority; and binding on the parties; nor can the people or their representatives by any act theirs afterwards impair its obligation." [Ohio Life Insurance Company os. De Bolt-IC Howard, 428.] The exclusivo privileges of the 8outh Carolina Railroad Comps ny aro vosted in it by oharter, and that charter cannot be repealed, altered or amended by the Legislature unloss the power to do so is re? served in the original grant. [Dartmouth Coliego Case-4 Wheaton; Binghamplon Bridgo Case-3 Walluco, 73.] We havo now shown That tho oxclusive right to "make, keep up and omoloy" a railroad from Charleston to Hamburg and "a branch thereof" to Columbia was vested tu tho Canal and Railroad Company. That thu Louisville and Cincinnati Railroad Com? pany never did have any charter right to construct a road from Branchville to Columbia. That before they even located their road they purchased tho charter rights and privileges of tho Canal and Railroad Company, That under thoso charter rightslalono could tho road legally bo built. That thc Louisville and Cincinnati Railroad Com? pany being owners of tho road from Charleston to Hamburg and of ali tho ?harter privileges of tho Canal and Railroad Company, alone had tho right to build tho branch to Columbia. That tho Legislature in 1843 mcrgod tho Canal and Railroad Company in tho youth Carolina Rail? road Company; extended the charter of tim Louis? ville and Cincinnati Company over tho cnliro road of the South Ciroliiia Railroad Company, and add? ed to it the exclusive privileges of tho Canal and Railroad Company. That tho eighteenth see ti cn of tho char tor ot tho South Carolina Railroad Company forbids tho construction for thirty-six years of any road con? necting piucos on their rood. That tho privilege added to their charter by the Act of 1843 is the oxclusive right to mako, keep up and employ a railroad from Charleston to Ham? burg, aud *a'? branch thereof to Columbia, and thus That whethor tho exclusivo right of tho South Carolina Railroad Company is referred to tho ono charter or the other, it is equally given under either. Bo the argument well or ill-founded, concedo that the Legislature had the right to charter thu Columbia and ^uguata Road, that it does not im I pair the obligation 'off (he eon tract, tho question still recurs, have not tho Columbia and Augusta Company so acted under their charter as to violate the rights of the South Carolina Railroad Com? pany? Their charter, liko any other law, must be con? strued subject to existing laws; must be consist? ent with, anil not in antagonism to, oxieting rights; otherwise p'tHor fa lejnjaore polpr in jure. Concede that they havo the charter right to build a road from Columbia to Augusta, they must so exeroiee tho right as not to violate the rights of o thors. Sic \dnre Ino applies not morely to injuries to property, but includes injuries to rights. [Jeffries cs. Williams, 5 Exchequer 597.] It caunot be denied that tho right to mako, kcop up and employ a railroad from Charleston to Ham? burg is exclusive in the South Carolina Railroad Company. " No matter whence they derived it, thoy have it. The exclusivo right attaches to every foot of the track, Othorwise, this follows: that although ad? mittedly tho State could not charter a road from A to C. she might charter a road from A to B, and from 13 to C, and do indirectly what she couldnot do directly. The conclusion demonstrates thc fallacy of tho reasoning, No matter how short tho distance a parallel and competing road traverses, to that extent it de? stroys the exclusivo privilege. The distance simply measures tho quantum of damago. Tho State could not grant a charter for a road from GranitoviUe to Hamburg. Can the Columbia aud Augusta Company, with? out any authority under their oharter, do that wliich the State could not give them power to do ? j Under their charter their power is simply to construct a road from Columbia to Augusta. Thero ! is no authority given to them to construct their rood via G rani fe yilla, there is no necessity for them to go via Granite ville, and they deflect from their {iroper route in so doing. Thoy can oxeroise their ull chartered rights without infringing the rights of others. They deviate to infringe. Thc direct route may bo more costly at the outset. Experience has shown that in the end tho most di? rect is tho most economical route. Butt the ques? tion of greater or loss cost cannot outer into tho discussion. It was a matter to bo considered bo? foro initiating the work. There was no obligation upon tho company to build tho road, but thero is an obligation not to violate thc rights of others. In the leading case of tho Chorlos River Bridge and the Warren Bridgo (ll Peters) both corpora? tions were chartered for tho same purpose with the samo privileges, and hy the same authority. No ex? clusivo privileges were granted to the first corpo? ration, and the quostion was whether the State, by thc first grant of power, had so divested herself of hbr sovereignty quoad that subject matter as to doprivo her of the power of granting oqual privi? leges to another. In that caso thero wero no oxclusive privileges; hore thero aro. Thero tho contest was botwuen tho conflicting charters; hero tho contest is be? tween a corporation with a charter authorizing tho road from Granite ville to Hamburg- aiid a company having no authority to construct a road from Grauitovillo to Hamburg, between a charter and a trespass, and the common law doctrino ap? plies with its full force. [3 Blackstone's Commen? taries, 210; Yard vs. Ford 2 Saunders, 174; Huzzy, vs. field, 2 Crompton, Millson & Rose oe, 432. Tho Islington Market, 3 Cl. & Finn, 513; Gibbons cs. Ogdon, 4 John Ch., 150; Turnpike Co., os. Miller, 5 John Ch. III.; Stark os. McGowan, 1 Not Ut Mc. 387.] If tho Columbia and Augusta Company could not build thc road from Granitovillu to Hamburg, with a charter authorizing it, a fortiori, they cannot do it without such authority. It is alleged, by tho defendants, that whatever may be the rights of the complainants, thoy havo been lost by laches and lapse of timo. So fur us tho projected road from G rangeville to Hamburg is concerned, the objection may be at once disposed of. That road, so far as we aro in? formed, is not yet detinitolv* located-cortainly no work has been dono upon it, and we are amenable to tho charge of unseemly haste rather than to that of laches. Nor is thero any much belter foun? dation for the ch argo of laches with refcreuco to the rest of thu road, Aa yet no damago has accrued to the South Carolina Railroad Company. Thero is only a pos? sibility of damage. No right of action has yet ac? crued at law; and it is somewhat anomalous to hold that although sufficient timo lias not elapsed to give a legal right of action, tho equitable right of action is barred by lapso of time. Thc bettor doc? trino, wo apprehend, is that equity follows thc law, and bars him who is barred at law. [Story Equity Jurisprudence, Soc. 1520 notes.] Tho real questiou is: Has thc Columbia and Augusta Compa? ny tho right to build their road? If thoy have, the South Carolina Railroad Company must submit ns heat they may to thc compctiti m. If they, have not, then thoy have mado a grave mistako in em? barking their funds ni an illegal undertaking. It was their duty to have ascertained tlioir rights beforo they expended their money. Ii they have been mistaken os to their rights, they must, like other men, boar the burden of their mistakes. However inuocont their mistako, they cannot ask tho Court to shift tho burden of their errors from themselves to tho South Carolina Railroad Com? pany. COMMERCIAL. Exportai MATANZAS-Per Br sehr Alert- 98 hampers Bottles, 27 cases Vials, lu casks Wine, 7 cases Porcelain, 36 bbis Itusiu, 15 bbis Spirits Turpentine, 1UU cases Claret BOSTON-Per sehr Marian Gage-2? hales Upland Cot? ton, 0 bales Cotton Waste, 203 bbis Spirits Turp?n tine, 50 bids Rosin, 41 bales Paper Lags and Rope, 351 tons Old Iron, Metal, Ac, 1 box Ropo, 19 rolls Matting. NEW YOUR-ror steamship E B Souder-ll bags S I Cotton, ?28 bales Upland Cotton, 308 bbis Rosin. 'JO bales Domestics, 6U casks Kaolin Clay, 2U4 bbis Vege? tables, ll? packages Sundries, 14 rolls Leather, 1 balo Wosto, IS pigs Lead, 2 cusks Wax_Por steam? ship Monhuttaii-20 bags S I Cotton, 703 bales Up? land Cotton, SUI bbis Naval Stores, 43? bbis Vegeta? bles, 307 empty Barrels, ?3 cases Mdzo, 37 bales Yarn, The Charleston,Cotton Market. . ? . . OFFICE'OF THE CHARLESTON DAILY NEWS, I CHARLESTON, Baturdoy Evening, May 18,1867. J There were bul few buyers on the market, and the de aand was quite light Sales 33 bales, viz: 6 at 20, 3 at 3,13 at 24, ll at 25K- We omit quotations. Augusta Market. AUGUSTA, May 18-FINANCIAL-GOLD.-Brokers are raying at 135, and selling at 137. SILVER.-Brokera are buying at 128, and selling at 13L SECURITIES.-Georgia Railroad Stock sold at 66 and 67. COTTON.-Tho market has been ?xtremely quiet to lay, and sa'cs have been limited. To effect sales holders vould havo to take %c. less than yesterday's prices but hero seems to bo a mutual holding off of buyes and sei? en. Sales amounted to 80 bales, as follows ; 7 at 22, 2 it 22& 2 at 29, 14 at 25, 29 at 25>3', and 26 bales at 26 :ents. Receipts, 46 bales. Mobile Market* MOBILE, May 16.-COTTON-A good demand has ex? isted throughout the day, resulting in sales of 1000 bales, rho market opened at 26c, but on receipt of more favor? able account- from Liverpool factors advanced their Ideas, and at the close purchases could not be effected below 26>ic MONETARY AND FINANCIAL-There has been a fair unount of business in Domestic Exchange to-day at the following rates: New York Sight checking pal, and %a>? liscouut buying. Ntw Orleans Sight % premium. Sterling is quoted 144al4S for sixty day bills, and 145 Tor sight Gold ia scarce and tending upward with Now York ad rices, end at the close was quoted 136al38. New Orleans Market. NEW ORLEANS, May 14.-COTTON-Notwithstanding the encouraging tone of the Liverpool advices published ba the morning papers,.the movements to-doy have ex? hibited very little activity at any time throughout The disposition to purchase on the part of buyers was quite general, and most factors showed rcnowed anxiety to realize; but the insuperable obstacles presented to the negotiation of exchange, predicated, doubtless, on the financial complications of one of our leading banking Institutions, operated in a manner decidedly prejudicial to heavy transactions in the staple. Hence, the day's business has been comparatively light, comprising, at the close, 2700 bales, taken by ten brokers, at irregular but easior prices, the market, owing to the influences referred to above, viz : impediments to the placing of exchange, evincing a downward tendency throughout With the above remaras, wo quote nominally as fol? lows: Ordinary 19a21c; Good Ordinary 22>?a23>?; Low Middling 24a26, and Middling 27c. The sales for the past three days aggregate 11,700 bales, taken partly for the North, but mostly for foreign export 'Thc receipts proper since Fridav evening (excluding the arrivals from Mobile, Florida and Texas, which are included in their respective statements) embrace 2666 bales, against 2346 during the correspo iding period last week, showing an increase of 321 bales. The exports during the same period comprise 12,849 bales, 1404 of which were coast? wise, and 11,445 to foreign porta.. STATEMENT OF COTTON. Stock on hand Sept 1st, 1866.bales. .102,082 Received to-day.1,450 Received previously.720,281-72L731 823,813 Exported to-day.4,411 Exported previously.702,695-707,106 Stock on hand.116,707 The clearances comprise 4409 bales for Liverpool, and 2 for Providence. > SUGAR AND MOLASSES-Only a few bbls of Molasses have been received since yest rday; no Sugar. The sup? ply of tho domostlc production is very light, but there is little dem ind. We have no Bales to report, aud quote Sugar nominally at 12c 9 lb tor low fair, 13 j?ol3?4'c for choice, I3>iai4c ror yellow clarified, and 14Xal6c for white; 40a5Uc $ gallon for fermenting Molassos aud 72c for prime. Tho market is wcU supplied with Cuba Sugar and Molasses; but, in the total absenco of salen, wc are compelled to omit quotations. CORN-Tho market is dull aud drooping. Yesterday tho sales did not exceed 9300 sacks. To-day they are confined to 7350 sacks, of which 1600 mixed, 2000 white and 2000 white aud yellow at SI 40, 250 at tl 42 S', 600 yellow at $1 43. 100 and 1000 white at $1 45 V bushcL , RICE.-Is in light supply, but is dull. Wu quote Lou? isiana atMUjtfe; Carolina 11V. 12Mc; India 9>?alOV.c. India is held at 10c cutrency at wholesale, duly paid, and 4 fj c gold, in bond. Stock on baud 700 sacks. FREIGHTS.-The market U quiet but firm. Tho ratea aro Jfc per lb for Cotton by steam for New York; lc for Boston, Steam New York and Boston 35c per sack for Corn; 60a65c per bbl for Flour, and SI for Pork. Sail for Liverpool 17-34i9-16d for Cotton; Havre IKc. 8team for Liverpool %d. Wilmington Market, WILMINGTON, May lb.-TURPENTINE-In moderate request and market steady. Sales of 675 bbls at $3 60 for Virgin, S3 for yellow dip, and ti for hard, per 280 lbs. SPIRITS TURPENTINE-Sales of 19 bbls at 6 tc, 105 do at 64c, and 35 do (city dlstiUcd, in New York bbls,) at 55o per gallon. ROSIN-Sales of 490 bbls ats? SO for Comruon, $3 for strained. $3 12 ;?a3 26 lor No.' 2, S3 75aS4 25' for No. 1, and $4 60u5 50 for Pale, all per 280 lbs. COTTON-A small parcel sold at 24c for Middling. No other transactions reported. Baltimore Market. BALTIMORE. May 10.-CoprEE.-Wo report to-day solos of 1,010 bags Rio, ex Bremen brig Leopol dino, 1,260 bags do., ex Groy Eagle, Doth on private terms, to go West ; 260 ba?s Rio 17 cents, gold, and 60 bags do. l7>ialD couts. . COTTON-Was in demand to day, but buyers' and sel? lers' views apart. Some email sales were effected at 26>,' cents for low Middling, and 27 cents for Middling, but held generally at 28 cents. F Lorn-Some holders wore anxious to sell low grades of Super and Extra but buyers are slow to take hold. Shippers keep put of thc market, and tho jobbers and re? tailers buy only tor Immediate wants. Sales necessarily are confined to small lots ; included were 60 bb]s. Arabs Family at $17.50. We repeat last quotations, though for common descriptions weak : Howard-street Super and Cut Eitra.. .?11 50 @$12 60 Howard-street Extra Shipping. 13 00 (a) 14 00 j Howard-street High Grades. 14 60 rs 15 00 Howard-street Family. 16 00 @ 17 00 Ohio Super and Cut Extra. ll 60 @ 12 00 QhioExtntSuipuing. 00 00 (q) 00 00 Ohio retailing:;..... 00 U0 ? 00 00 Ohio Family. 16 00 @ 16 00 , North western Super. 00 00 la, 00 00 Northwestern Extra. 13 00 @ 14 25 City Mills Super. ll 60 @ 12 00 City Mills, Standard Extra. 13 00 M 14 (Xl City Mills Shipping brands Extra. 16 60 (g> 17 00 Baltimore, Welch's, and Greenfield Itally.. 00 oo (I 18 60 , Baltlmoro high grade Extra. J......... 17 60 (a) 18 00 J Rye Flour, now. H 75 @ 9 26 Corn Meal, City Mills. 6 76 (t? 0 00 GRAIN.-Wheat-300 bushels white and 1225 bushels yellow offered; only sales wcro 200 bushels medium. white Mary laud $3 40; 200 bushels do red S310a3 16; a lot of choice Maryland red was beld at S3 60, but re? mained unsold; Pennsylvania grades are dull and entire? ly nominal. Corn-7600 bushels whito and 4600 bushels yellow received ; market was a little firmer with sales of 7400 bushels whit? St ?1 Ulai 13: bulk at $1 12al 13; 1100 bushels infer|or 95 cte; 6100 bushels yellow il oyal 12; 2000 bushels at latter; 1400 bushels Western mixed at Si 04; 8000 bushels do SI 02. Oats-5000 bushels re? ceived and 7000 bushels sold at 77a79 cte, nearly aU 77a78 cents. MOLASSES-No sales; stock light aud held firm. PETROLEUM-Market dull; no buyers; quotations nom? inal. PROVISIONS-Bulk Meats aro steady ; we report sales of 30 lihds Shoulders, packed, at ?J?c; 20 hhda rib Sidos 10 Ve; 30,000 pounds loose do 10,Bacon continues in nur jobbing demand at lUal O'4e for Shoulders; 12al3>4'C for rib Sides, and 12%al23{c for clear rib-inside figures not cash, and. outside on orders. Hams 16>ial7c for sugar cured canvassed, and 16al6c for plain. Meas Pork held at $.3 75; primo mess S22 and scarce. Lard 1'Jal jj-4c for City and Wostern tierces; retail-lots >4c higher. RICE-Unchanged; quoto holders firm ot Hallie for Carolina, and 9j,ai)}{c for Rangoon. SALT-Liverpool Salt ls in steady demand for lots from doliera, and prices Brm at S310aS 20 for fine, and $2 20 for Oround Alum. Turk's Island unchanged; quo e 63a 65c 9 bushel for lots from store. SUOAB-Was again in demand to-day, principally for refining, with Bales of 381 lihds, 28 tierces, 2?bbls Cuba at IO,3, ul OK c for fair to good, and io?; for primo; also sales 75 hhds Porto Rico, grocery, at lOJiall&c, Market closed Urta, WHISKEY-We report sales within the past few days amounting to 870 bbls country and Western in bond, at 20c for thc former and 30c for tho latter. New York Market. MONET MARKET. The Now York Eumina Post of Thursday, May 16, says : The loan market ls a shade closer without change in rates. Call loaus on governments are making at 4o5, and on other collator alu at Sac. Commercial paper of tho best grades is scarce and passes. at tiati jv The Sub Treasurer is not buying quite so many seven-thirties to? day, as the prico, 106>? for the August series, is rather below tho views of holders. Tho disbursements from the Treasury aro consequently rather loosened. PRODUCE MAH RET. NE .\ YORK, Moy 16.-FLOUR, Ac.-The market for Western ond state flour is quiet, prices are lua'iOc lower, and in some cases 25c off. The sales are 4000 bbls atS10 90all 90 (or Superfine State ; f 12 4Sal4 40 tor Extra State ; $12 C0al3 60 for the low grados of spring wheat Wasleru Extra ; $13aG0 al4 75 lor shipping Ohio; $15ul6 10 for trade and family bruud." of Ohio, Michigan, and Indiana, and SIC 3iJalQ 40 for St Louis ex ras. California flour is lower, nominal and unsettled at the close. Sales of 250 bbls snd sacks at SIC 40al7 26. Canadian flour is dull and 10c lower. Soles of 125 bbls at $l6al5 40 for tho lower grades of extra, and $15 50a 17 25 for trade aud family brands. Southern Flour ?B dull and 10c lower. Sales of 1U0 bbls at $13 0Cal3 15 for common to lair Baltimore and country extras, and $15 30al8 for trade und family brands. Rye Flour is lower. Sales of 530 bbls ut $8 70a9 50. Corn Meal is dull, bules of 400 bbls Western on pri? vate terms. < ;u.Ms-Tho Wheat market ls inactive and prices aro nominaUy lower. Millers arc contending for lower prices and dealers aro apart iu their views. Barley is inactive and nominal. Oats ure more active and prions aro 2a3c higher, clos? ing strong. Sales 70,0U0 bush Western at 8'2 j?aH5c, and State at 89a91o. Ryo ia rather firmer. Tho sales aro 22,00.) bushels western at SI C8ul 72; freu Canadian at SI 75, bonded do at $1 54. Com is decidedly better and in active speculative de? mand. Tho inquiry Ls lair, partly for investment New is mainly taken lor export Wu notice thu first arrival by canal, oousignod to Messrs. Thoa W. Grifilu A Co. Tho sales aro 120,000 bushels new western niixod at SI 17ol 25 ut railroad depot and delivered; old do, $1 25a 1 30 in store. $1 26al 30 afloat, closing Btrong; southern whito at SI 23al 26; do yellow at SI 25J4al 27. PROVISIONS-Thc pork market has been more active at higher figures, but closes rather weak. For futuro de? livery wo note 1000 bbls mess at $23 2Ua23 25, seller sixty days. Tho sales, cash and regular, aro 3300 bbls at $2315a 23 25 for new mess; $22 75 for thin mess. Beef is firm and -.uoucratcly active. Sales of 125 bbls at S13alC for common to fair plain mess; 17a2l for good to choice do, sud $21a25 for extra do. Tiorce beef is quiet. Beef hums aro steady. Sales of 35 bbls at $44 for Craglu's. Cut moats aro In very 'air demand and firm. Sales of 530 packages at 8^a9,l4'c for dry salted shoulders, tho lutter for choico repacked; 10j4c for pickled do; 124,c for tlry salted hams, aud 13)?al4 '4'c for pickled do. Bacon is lairly active and steody. Sales of 315 boxes at \\yt lor8hoitrib;12^ct'or short clear, to arrive; and 15,000 pounds loose short rib at ll<?c Lard is steady and hus been very tuirly active. Sales af 1300 bbls and tierces at 12Kal2^c for No t, 13al3>^c for city, 13>?al3}?c for fair to primo Bteam and kettlo ilried; 13jiul3??c for kettlo rendered; tho latter rate for miall lots. COTTON-The market is quiet, and prices ors firm and iomowbst irregular. Tho domaud is not very brisk, We quote middling uplands at 28>2u29c, and du New Drleaus and Texts at 29>ia30c. HAY-The demand is Our and the market firm at $175 for shipping, and SI lJ0u2 10 for retail lots. MOLASSES-Is in fair demand at full prices. RICE-Carolina is firmer; the stock is small. Sales at I0)?al2)?c. Rangoon in moderate demand. Sales at J.'iaO.^c. SuoAi:-Raw sugars arc fairly ac ive and firm at lOJfa 10??c for fair to good refining. Relined are firmer at 16a 15 !c'c for hards. WHISKEY-The market is firm. Salea of COO bbla at I2j>ia33c tor Western lu bond. FREIGUTS-To Liverpool, 300 bbls pork ot ls 6d. and )or steamer 1000 boxes cheese ot 27s Cd, aud 300 packages ratter ut 27s. To Glasgow, per steamer, 200 packages ard ou private terms. To Brcmtn, 100 tons cedar wood >t 16s. An indian bark with 30,000 bushels corn to Lon tonderry at 4s. BUTTER-Is dull and heavy. We quote Goshen and tange county pails, per lb, new, 30a32c; State firkins, ood to primo, new, 28o30c; State half-firkins, medium io prime, new. 29a32c; State firkins, common and lair, la lue ; State Welsh tubs, fair to prime. 16a20c; Western I escrve, good to choico, 12al4c; Western reserve, com- I ion to good, liaise ; Northers Peousylvania 16a20c Consignees per Soutn Carolina Rs tiro ad, Slay lg. SSS bales Cotton, 87 bales Md.re, ll bbls Crude Turpen? tine, 20 casks Clay, 2 cars Wood. 2 cars Cattle, 1 car Sheep, kc. To B B Agent, Street Bros A Co, M Gold? smith A Son, P Malkai, A Bischoff, G W Williams A Co, b F Bussey, C N Averill A Son, Willis A Chlsolm, J D Aiken A Co, E H Rodgers A Co, G H Walter A Co, W B Williams, Adams, Frost A Co. W C Bee A Co, F C Mey, W W Smith, P W Morris, W Roach, H Euck, A Bobin son ft Co, J ft D Kirkpatrick, Thurston A Holmes, J M Caldwell A Sons. passencers. Per steamship Emily JJ Souder, for Hew York-W S Powers, H Oetjen, Mrs Jacob Starkley, Miss Eliza Stack ley, Dr St J Ravenel, Capt J M Carson, J H Seebeck, lady and child, Miss Mary McAllister, Miss Eliza H Scho? field, J E Bingham, J E Dodge, J Terry. J Clancey, Capt Oliver Amsbury and lady, Miss A L Harrison, Mrs M T Campbell, N Ross, G Ross, F Croghan, P Lawler, F M Murchison, W H Campboll, G W Knox, T B Breare, D Canter, J Heseman, C 0 Trumbo, J Hayes, Mrs Levy, T Collins, Mis Lawlor and child, P O'Mara, J Power, Mrs J H Moore, G Magbaum, Miss Margaret Moore, Joseph H Moore, B Moore, G Schroder and lady, H Eames, C A Cslvo. Jr, C Tyrer, D Wigton, J O'Connor, J H Ksy, M Crooker, W Gormley, F H KokenmuBer, J McMahon, P Whelan, Mrs Cyndie Symmons, Mrs Sharpe, P O'Brien. Per steamship Manhattan, for New York-R R Hud gins, Mrs Hudgins, Mr Noyes and lady, Miss Charles, Miss C Stewart, Mrs G Woodruff', Miss Eloise Sigwald, T McOabo and lady, O Archer, lady and child, C Mehr tens, Mrs Speights, Miss Julia Pepper, Mrs G Water? house, Mrs R M cartens and 2 children, Mrs Ec JOIIF, R Mehrtens, H Boetger, Mrs Hutchings, Miss Hutchings, S Hutchings. Major J K Alley, J Tecklenberg, lady and children, J H Bacsloop and lady, Mrs A L Seo viii, Miss ScovlU, W Johnson, Miss Stovall, S Meyer, Miss B Isear, Mrs Jane Kenny, Mis3 T Schxoustor, T Draper and lady, G E Hudgins, P Hays, Jr, N Hubbard, A B White, E M M Hooper, D Fuller, Mrs Fullor, Miss FuUer, G F Bick? er, TM Wright, Col S H Hoffman, Mrs Hoffman and ser? vant, J H Huggett and lady, Major E L Dane, A Force, O B Whitridge, Mrs H Hays, B Feldman, J K CUley, P Casoy, J Asher, L Kavanagh, W Welch, J Slamon, Mrs Slamon, J Seymour, O Finnegan, E Matts, R C Clarke, B B White, A James, T C Walker, L L Williams, K B Ander? son, Miss Edwasds, G B Whitridge, and 9 steerage. Per steamship Moneka, from New York-Mrs M J Mi? kel!, A R Brown, D Briggs, J Douglas and wife, J Luckie, C J Demarest, J Waldron. Per steamer Fannie, from Savana ah via Beaufort, Hil? ton Head, Ac-C Wilsen, R Colyar, A Adams, R Gilles? pie, and 10 deck. Per steamer ,W W Frazier, from Edi s m and BockviRe J G Crane, Col W L M Bunter, M Whaley, W Gregg, Ma? jor M B Moses, Mrs W Wbaley, Mrs S T Gaillard, Mrs M L Dubose, and 9 deck. PORT CALENDAR. CORRECTED WEEKLY. PHASES OF THE MOON. New M. 4th, 2b. 20m. morn I Full M. 13th, 8k. 32m.morn FirstQ. 10th, 3h. Um. even | Last ?. 26tli, Oh. 2m. even HAT. SCH. RISES. I BETS. MOON HIE ES. HIOB WATEB. Monday..., Tuesday.... Wednesday Thursday... Friday. Saturday... Sunday. 1..69 4. .68 4. .68 4..67 4..67 4..67 4.. 56 6..64 6.. 56 6..65 6..50 G..67 C..67 6..68 8. .44 9..32 10..16 ll.. 3 ll..38 Morn. 12..13 8..42 9..21 10.. 0 10..44 ll..28 12..16 1..10 MARINE NEWS. PORT OF CHARLESTON. Arrived Saturday, Steamship Moneka, Morshman, New York-left Wed? nesday, P M. Mdie. TQ Willis A Ohiaolm. Adams Ex? press, Adama, Damon A Co, O N Averill & Son, J E Ad ger A Cu, MAA Ashton, H Bischoff A Co, Bndd A Blake, Block A Loyns, J B Betts, Bollmann Broa, C Bertraise, E F Benodict, E Bates A Co, Cameron, Barkley A Co, W H Charee, T M Cater, Courier Office, J C H Claussen, W S Corwin A Co, H Cobla A Co, J W Cannait, J B Duval A Sou, M Drake, B Fass, B Foley, B Feldman, I L Falk .A Co. Ferguson A Holmes. Gruber A Martin, Gibbes A Co, J H Graver, H Gerdts A Co, Clacius A Witte, C Gold? stein, W P Had, W B Heriot, Hart A Co, C J Johnson, A HUng, T KeUy, Klinck, Wickenborg A Co, J P Kelp, H'. Elut tc A Co, King A Gibbon, JAW Knox, Lauroy A; Alexander, C Litschgi, Lcngnlck A Sell, Mantouo A Co, Midler A Nimitz, X Murphy, J B McElhose Mechera A Muller, J H Muller, W Matthlessen, Agout, W McComb A Co McLoy A Co, North. H Wei A Wardell, Ostendorff A Co, J F O'Neill k Sou, C P Poppenheim, D Paul k Co, M M Quinn, E A Roye, J R Read ft Co, J Russell, Southern Express Co. Street Bros k Co, J SinaU A Co, W W Shock-: | elford, Strauss, Vanees A Co, G W Steffens k Co, Taft A ? Howland, Ufferhardt A Campsen, J Walker, F Weyhman, Wuhrmann A LiUienthal, Werner A Ducker, ti 2 Zer- ! now, F H Abbott A Co. L Wagner, C K Huger, Col Low. ' N Levin.,Jr, Od) G A Williams, J S Terry. H L Jeffers A Co, A H Haydon, F S Holmes, J B Stool, Dr N A Pratt, E H Rodgers A Co, Fuller, Lee h Co, StoU, Webb & CO, Macullar, Williams A Parker. Steamship Sea Gull, Dutton, Baltimore-left l5th inst. Mdze. To Mordecai k Co, Courtenay k Trenholm, Bis- ! ley A Creighton, Dowio A Moise, Clacius A Witte, Bave nsl k Co, H Gerdts k Co. D H bllcox, H Cobla ft Co, J Mertens, H Bischoff & Co, H Ria tte k CO, J Jars, W?hr? mann A Lillien thal, E H Rodgers A Co, Stol', Webb A Co, H H Bsdenhop, J A Cook A Co, J H Graver. Thurs-1 ton A Holmes, W Marscher, Graesor, Lee, Smith A co, C D Franke, C K Huger, Rev W B Yates, G W Steffens A Co, J W Robson, J H Yodo?, H E Young, Adams, Frost A Co, Porcher A Henry, R M BuUer, Laurey A Alexan- j der, W Capers, C H Moise. B R Agents, l'art A Howland, D O'NeUl A Son, L Schnell A Co, J Hurkamp ft Co, D A Ammo, Bavonel A Barnwell, J A W H Armstrong, Hart ! ft Co, G Hoffman, J N Teideman, ft Co, F Kressel, and others, Brig A Bradshaw, Weeks, New York, 9 days. Railroad Iron and Hay. To Chlsolm Bros, N S ll B Co, and Order, Sehr Moses B Bramhall (3-masted), Hussey, New York, 8 days. Hay and Railroad Iron. To the Master, NEB B Co, O S Quartermaster. Arrived Yesterday. Steamship J W Everman, Tuttle, Philadelphia-left Thursday, P M. Mdze. To H F Baker A CQ, Railroad Agent, Hart ft Co, Southern, Express, T Claffy, Col D . Samt, LDrtickcr, Western ft Atlantic Railroad, T A Bea- ' miali ft Co, Cameron, Barkley ft Co, Cathcart. McMiUan A Morton, B S Rhett ft Son, W Roach, J Slattery, Bruns At Boo, P Walsh, W O Trott, Rev Dr Bachman, B John? son ft Co, C K Huger, Mrs C T Mackey, Goa Co, E Som? ers, J A Roberts, W J Yates, Adams, Frost ft Co, Mrs E Cole, J M Fegar, W Brookbank*. G W Almar, J F Taylor ? Co. E S Haw sut) ft Co, L Wuiskop t, L Lorentz, Sten? house ft Co, W H Schaeffer. M Dowd, J H Vollere, Jef? fords ft Co, T M Cater, C P Poppenheim, Central Bail road, B O'NeUi, J H Jungbluth, 8 C R R Co, Chlsolm Bros, M Tower, M C Geraghty ft Deignan, J B Duval ft Hon, J Cosgrove, Graber & Martin, W G, G W Williams ft Co, Klinck, Wickenberg A Co, I E Hertz A Co, Holmes ft Calder, O N Averill ft Son, E H KeUers & Co, Mrs M E Bogonio, and others. Ship Golconda, Lovett, Ballimore, 7 dave, Ballast. TQ tho Master. Touched to take on board passengers for Liberia, Sehr J 8 Lee, Burnell, Richmond, Va. 4 days from the Capes. Corn. To W Bosch, B B Agent, J N Robson, and Order. Sehr Golden Gate, Blasland, Baltimore, 6 days from i tho Capes. Corn. To Mordecai ft Co. Steamer Fannie, Vincent, Savannah, via Beaufort, Hilton Bead, ftc. 1 balo Cotton, and Mdse. To Fergu? son ft Holmes, W H Harrison. Steamer W W Frazier, Torrent. Edisto and Rockville. Mdze, TQJAT Getty, and. others, Cleared Saturday, Steamship E B Souder, Lebby, New York-Rovenel ft Co, Steamship Manhattan, Woodhull, New York-Street Bros ft Co. Br sehr Alert, Mann, Matanzas-J A Enalow ft Co. Sehr Marian Gage, Sheppard. Boston-W Bosch. Went to Sea Saturday. Steamship E B Souder, Lebby, New York. Steamship Manhattan, Woodhull, New York, Wont to Sea Yesterday. Steamship Haze, Starkey, New York. From this Fort. Steamship Falcon, Reed, Baltimore, May 18. Sehr Eleanor T-, Fooks, Baltimore, May 18. Up for this Port. Sehr S ? Evans, Hammond, at New York, May 16. Cleared for tills Port. Sehr L L Tapley, Perkins, st New York, May 16. Memoranda. The Spanish bark Ciscar, for Barcelona, and steamer Manhattan, Austin, for Wilmington, Del, which started to proceed to sea, have come to an anchor in the Booda, tn consequence of strong easterly winds. Tho sehr G W Carpenter, Fitzgerald, from Bockport, Me, for this port, with a cargo ot lime, stone and hay, was ashore on Body Island on the 17th inst. The sehr Whitney Long, Hayes, from Boston for this port, was at Newport, B I, May 16. The 3-masted sehr Berry LandeU, Wilder, from Charles? ton, with a carga of lumber for Newport, R I, before re? ported ashore at Rockaway, has been got off apparently not muoh damaged, after landing the dock load on tho beach. LIVXBPOOL, May L-2120 bales have been forwarded here from the Confidence, from Charleston, on shore at Fothard; 85 balee are now on tho quay at Duncannon, and the remainder, 98 boles, and a few packages of loose cotton, remain on board. LIST OF VESSELS UP, CLEARED AND SAILED FOR THIS PORT. FOREIGN. nrvKiU'OOL. Ship R C Winthrop, Stewart, entered outward.. .April 25 Ship Amelia, Conner, sailed.March 25 Br bark FUle dc l'Air, Evans, cleared.March 30 HEWPOBT, ESO. Tho J Coming, Hookuwuy, soiled.Aprd 16 DOMESTIC. BOSTON. Brig Abnor Taylor, LoweU, cleared.May 9 Sehr Jesse L Leach, Endicott, cleared.May 9 Tho Whitney Long, Hayes, cleared.April 30 Sehr Bergen,-, up.May 6 SEW Tonr. Sehr David Faust, Lord, up.May ll SchrShUob, Hubbard, up.May 2 Scar Helene, Alden, cleared.May 6 Behr Myrover, Hughes, up.May 0 Sehr S C Evans, Hammond, up.May 16 Sehr L L Tapley, Perkins, cleared.May 18 PHILADELPHIA. Sehr J N Baker, Adams, cleared.May BALTIMORE. Sehr Foaming Sea, North, cleared.April 22 SchrSh?ob,-, up.April 24 Sehr Goldon Gate, Blasland, cleared.May 9 M. M. QUINN, Wholesale & Retail Dealers IN BOOKS, PERIODICALS, NEWSPAPERS, STATIONERY, ETC. No. 527 KINO STREET (Opposite Ann street), Charleston, C. S. Thc LATEST ISSUES ot the Press always on liand. Subscriptions received and Goods delivered or for? warded by Mad or Express. All CASU ORDERS will bo promptly attended to. February 28 ly OA V MA, ?UOJNtt * Mc KEMI* Liff AND COLLECTIOH OFFICE, Nos. 39 and 40 Park Row, ISAAC DA VEG A. ) GEORGE B. YOUNO, J NSW TOBI( GIRARD L. MCKENZIE,) HA VINO 8UOCEED?D Tu THF ?OBK1WH UOLLfcL TION BUSINESS of Messrs. BIRNEY, PH**. TIBS A FLANDERS, we will attend to the collection ol past due and maturing olsims throughout the Units* ates atsi Cunada. OOM MISSION aaa FOB ALL THE STA TBA January s 7HOS. R-AQWEW, ?CPOBTHB ASTD DlAiSB QT FIB? ?rsMsrlM, Cnoisjsj Vam?, sta., ?u., Bot. KO el 981 QRIBNWICS^T,. OOM. OF MUBAXAt .arab* DRUGS, CHEMir ALS, ETC. SARATOGA "EXCELSIOR" JPRING WATER. mHE WATER OF THIS SPRING 18 BELIEVED TO J_ be unequalled by that of any other in the far-famed valley of Saratoga. Ita virtues are such as have secured it the high encomium ?of all who have used it, possess? ing, as it does, in an eminent degree, cathartic, diuretic, alterative and tonic qualities. From SAMUEL HENRY DICKSON, M. D., Professor Practice of Physic, Jefferson Medical College, Phila? delphia, formerly of Charleston, S. C.: PHILADELPHIA, November 16, 1869. 1 have been for a year or more past in the habit of taking the water of the "Excelsior" Spring of Saratoga. Accustomed during the great portion of my invalid Ute to use the different waters of the several fountains which boil up along that remarkable valley, dependent, indeed, upon them tor much of the comfort I enjoy, I am satis? fied that the Excelsior Water is aa well adapted as any other among them, if not moro to, to the purposes for which tbey arc generally employed. Ii is very agreeable, strongly impregnated with tho carbonic acid, lively and sparkling. ? ? * i eau heartily and conscientiously recommend it to all who need a gentle cathartic and diuretic. SAMUEL HENRY DICKSON, M. D. The Water is put up in Pint and Quart bottles, and packed in good order for shipping, Pints in boxea ot four dozen each, and Quarts in boxes of two dozen each SOLD AT WHOLESALE BT GOODRICH, WI1MM & CO., ' Importers and Wholesale Druggists, So. 153 MEETING STREET. OPPOSITE CHABLESTON HOTEL. DOWIE & MOISE, No. 151 MEETING STREET, Oppesite Charleston Hotel And for sale by first class Druggists and Hotels. January 12 6mo TEMPUS CUEASDI WFFER KOK i ?SM RODRIGUEZ PUNIC EU SPECIFIC. FOR THE CORE OF CONSUMPTION, PAINS TN THE CHEST AND SIDES, DIFFICULTY Id BREATH? ING, BRONCHITIS, CATARRH, ASTHMA, COUGHS, HEMORBHAGE, and all affections of the Lungs. This great rwivifyer is offered to the public, that all who will avail themselves of Its remedial power may he benefltted. It only requires a fair trial to confirm ita invaluabla agency in dtrfqaing through each channel of the human ovgftntaatton a restored vitality. It invigorates and em hues the Lungs with healthful elasticity; restores warmth, which is their essential element; rouses the sluggish ves? sels into activity; heala the affected lobes; purifies, and enriches the blood; regulates the circulation; induces (rea and easy respiration, and expels, through ito admin? istration, each and every concomitant disorder present in the milady recognized as Consumption, and hitherto deemed hopeless and incurable. This compound is perfectly safe, possessing neither narcotic nor emetic properties, which unfortunately are always employed aa essentials in every preparation for Cough or Lung affection-a mistake which too often in its Irritating and debilitating consequences, only con? duces to much general derangement of the system, de? stroying appetite and creating an injurious nervous ex? citement, augmenting aune ting with troquent fatal re? sults. Under the influence of this approved and invaluabla Specific the most distressing Cough yields, difficulty m breathing and pains and soreness subside, hemorrhage ia arrested, and health and strength re-established. PRICE FOR SINGLE BOTTLE $1.05. Sold by the Proprietor, northwest corner SOCIETY AND MEETING STREETS, and the principal Druggists. April 2_ly . "A oralle was on her Up-health was in her look strength waa in her step, and In her hands-PLAXTA non BrrxEBS." S. T.-186Q-X. A few bottles of PLANTATION ttirrzn* WU1 cure Nervous Headache. " Cold Extremities and Feverish Lip*. " Hour Stomach and Futid Breath. " " Flatulency and Indigestion. " Nervous Affections. " Excessive Fatigue and Short Breath, Pam over the Eyes. " Mental Despondency. " Prostration; Great Weakness. " Sallow Complexion, Weak Bowell, Ac, Which are the evidences of LIV Eli COMPLAINT AND DYSPEPSIA. It ls estimated that seven-tenths of all adult ailments proceed from a deeeased and torpid livor. The biliary secretions of tho liver overflowing Into the stomach poi? son the entire system and exhibit the above symptoms. After long research, we are able to present the most remarkable cure for these, horrid nightmare diseases, the world has ever produced. Within one year over six hundred and forty thousand persons have taken the PLANTATION Brm aa, and not an instance of complaint has come to our knowledge I It ls a moat effectual tonio and agreeable stimulant, suited to all conditions of life. The reports that lt relies upon mineral substances for Its active properties, are wholly false. For the satis, faotion of the public and that patients may consult their physicians, we append a list of its components. CA LIB AT A 1>AI1K.-Celebrated lor over, two hundred years in the treatment of Fever and Ague, Dyspepsia, Weakness, etc It was introduced into Europe by the Countess, wife of the Viceroy ot Peru, in 1640, and afterwards sold by the Jesuits f*r the enormous prie? ol itt ovm MI right in tilter, nnder the name of Jexv.it't A? dert, and was finally made public by Louis XVL King of France. B umboldt makes especial reference to its febrifuge qualities during his South American travels. ?ASOABtLLA BABE-For diarrhea*, collo and dlseiso? of the stomach and bowels. DANDELION-For inflammation of the loins and drop leal affections. .. CHAMOMILE FLOWERS-For enfeebled digestion, . LAVZKDEB FLOWZUS-Aromatic, stimulant and tonic highly m vigor* Ung In nervous doblllty. ' WrHTEBoaxKN-'For aorofula, rheumatism, etc .. ANISE-An aromatic carminative; creating flesh, muscle and milk ; much used by m others nursing. ? Also, clove-buds, orange, carraway, coriander, snake* cot, etc. S. T.-M0.-X. Another wonderful ingredient, of great use among the Spanish ladles of South America, Imparting beaury to the complexion and brillianoy to the mind, is yet un? known to the com m oreo of the world, and we withhold, ita name for the present. IMPORTANT CERTIFICATES. ROOHKSTEB, N. Y , December 38,1861. Messrs. P. H. DBAXZ & Co.-I have beau a great suf farer from Dyspepsia for three or four years, and had to abandon my profession. About three months ago I tried the Plantation Bitters, and to my great joy I tat now nearly a well maa. I have recommended them in' several cases, and, as far as I know, always with signal benefit. I am, respectfully yours. Rev. J. S. OATHOBM. PHILADELPHU, 10th Month, 17th Day, 1863. i RESPECTED PIUXND:-My daughter has beea much benefltted by the nss ot thy Plantation Bitters. .Thou wilt send me two bottles more. Thy friend, ABA CUBBIH. BHXBMAH HOUSE, C HIOAQO. Bl,, 1 February li; 1863. / MXSSBS. P. H. DBAXX k Co.:-Please send us another twelve cases of your Plantation Bitters. As a morning appetizer, they appear to have superseded everything ' else, and are greatly esteemed, Yours, ftc, GAGE ? WATTE., Arrangements are now completed to supply any de? mand for this article, which bas nat heretofore been possible. The public may rest assured that In no cass win the perfectly pure standard ot the PLANTATION BITTXBS be departed from. Every dottie bean the facsimile of our signature tm a tteel plate engraving, or it cannot be gen? uine. Any person pretending to tell PLANTATION BITTKM tn bulk or by the gallon, it a swindler and inposter. Bettart of refilled bottles. See that our Private Stamp is U?*ru TLLATKD over tvery cork. Sold by all Druggists, Grocers and Dealers throughout the country. P. H. DRAKE & CO., New York. Arri) *' _mwf'vr OLD RIP VAN WINKLE OIN, GOLD MEDAL SHERRY, PORT AND MADEIRA, HARVEST BOURBON, WHEAT NUTRIENT, OLD HOMESTEAD RYE. IN ADDITION TO OUR BU8INESS OF SELLING WINES, etc., in original packages, and in order to insure to consumers Pure Liquors in a compact and con? venient form, we commenced the enterprise of bottling and packing in cases our well known Wines, Brandies, Whiskies, tc, and have sent them out in a style that would preclude the pusslbUity of their being tampered with before reaching the purchaser. The general appre? ciation and gratifying success that has rewarded our efforts has encouraged us to maintain thc standard as re? gards quality, also to make Increased efforts to retain tho confidence and patronage which has been so liberally be? stowed upon us. BINLNGER & CO., [Established 1778. | Importers ot Wines. Ac, No. 15 Beaver street, New York. The above popular goods are pct up in cases contain? ing one dozen bottles each, aud are sold by aU prominent Druggists, Grocers, ic. Opinions of the Press. Thc name of Biningor & Co., No. 15 Beaver street, is a guarantee of thc exact and literal truth of whatever they represent.-If. T. Com. Advertiser. The importing house ot Bininger k Co., No. 15 Beaver street, is conducted upon principles ot Integrity, fairness and the highest honor.-iv*. Y. Evening Express. GOODRICH, WISEMAN & CO.. ^^..153 MEETING STREET, Opposite Charleston Hot and DOWIE & MOISE, SUCCESSORS TO KIXG & CASSIDEY, No. 151 MEETING STREET, Wholesale Agents, Charleston, S. C. January 30 wfmSmoa