deck about 50 boxes, each containing two large tin cans of refined coal oil. The crew consisted of Capt. NICKERSON, W. E. ROBBINS, mate, F. T. ROBBINS, steward, and four seamen. The master and two seamen were ashore; the steward was in bed; the mate was sitting in the cabin, and the gas from the oil, which filled the apartment, caused him to become drowsy, and he fell asleep. He was suddenly startled by the explosion and was thrown violently across the room. The roof was lifted up, and finding himself enveloped in flames, he rushed on deck, jumped into the boat at the stern, cut loose, and got into the water. His face was badly cut, and his right hand burned almost to a crisp. He saw FREEMAN T. ROBBINS struggling in the water, but before he could render any assistance the unfortunate man, who was lame and unable to swim, was drowned. A small boat put off and rescued the mate, who was taken to the hospital; his injuries, though painful and shocking, are not dangerous. Two of the scamen, PEASE and HOLLEY, were in the forecastle; the former was asleep, the latter reading. HOLLEY saw the vessel suddenly lighted up; he aroused PEASE, and the two rushed on deck, which at that time was one sheet of flame. A piece of old chain, lying near the windlass, was blown against HOLLEY; it struck him on the arm. The two stumbled and fell, but recovering, rushed through the fire and got on the jibboom, from which they dropped into the river, and swam to the wharf. Both were considerably burned about the hands and arms. In a few seconds the schooner was enveloped in flame from stem to stern, and the fiery element leaped up the rigging to the tops of the masts. She became a total loss. The coal oil, valued at 5,000 dollars, was all destroyed, and a large quantity of that on the wharf shared the same fate. Lying near in the dock was the ship Grey Eagle.

It was difficult to get her out of harm's way; she took fire twice, and was seriously damaged. At one time the whole of her bow and forward rigging were in a blaze, caused by the quantity of burning oil which floated on the water. The explosion is attributed to the large accumulation of benzine gas which filled the cabin, and thus came in contact with the light.-Boston Post.

862. Explosion. Liverpool, 24th October, 1862. Early this morning a telegram from Waterloo, stated that a large ship was on fire on Taylor's Bank (distant five miles), and in consequence of a strong smell of petroleum, it was believed that she was homeward bound from one of the North American ports. It was the Hindoo, from Montreal. She was overtaken in the Channel by a fearful gale, and after working up as far as the Bell Buoy, the gale raged so furiously, and the ship was so disabled, that she became almost unmanageable; to prevent her if possible from drifting, her masts were cut away. This precaution proved unavailing, for being propelled both by wind and tide, she drove on shore near Formby. Endeavours were then made by those on board to reach the land in safety; but besides the storm another fearful enemy arose the ship was discovered to be on fire. The crew, seeing there was no chance of saving anything, made for the beach. After swimming through a sea of petroleum-for the cargo, 3,000 barrels, had broken up, and was washing out-the crew, with the exception of five who were drowned, reached the land. Many were severely injured, and Capt. MURPHY was crushed by the drifting wreck, besides being nearly poisoned with petroleum. At 10 o'clock to-day not a vestige of the ship was visible; but that there had been a fire of petroleum there could be no mistake, for the stench from the vicinity of the wreck prevailed all over Liverpool; and so great was the effect on the Exchange Newsroom, the floor had to be sprinkled with chloride of lime.

863. Explosion. On the night of the 9th October, 1863, as the schooner Orion, of Hamilton, with a cargo of petroleum, was proceeding along the Welland Canal, one of the men went into the hold with a lamp in his hand, and there being a hole through which the gas generated by the oil had made its way, an explosion took place, which was heard for miles around. All on board were blown into the air, and fell into the canal, and the master and three of the men were drowned. Before they could reach the shore, the flames had communicated with the petroleum on the surface of the water about them which then burnt with a fierceness and strength fully equal to "Greek fire." The master struggled manfully, but he sank to rise no more.

864. Explosion. Baltimore, 27th June, 1864. The destruction of the Italian brig Eduardo on the 24th, loading petroleum oil here for Liverpool, was caused by the cargo exploding. Everything moveable on deck was sent a considerable distance in the air. Two of the crew were blown overboard, but were not severely injured; several of the stevedores' gang were burned about the face and hands. The burning vessel was towed to the opposite side of the harbour and scuttled. The Marine Surveyors are of opinion that the explosion took place in the lower tier of barrels.

865. Explosion. Antwerp, 23rd January, 1865. Last evening, the Netherlands tjalk Geziena, Capt. WOLVINGA, lying in the Canal des Brasseurs, laden with petroleum oil, exploded with a heavy report, blowing in the air and killing a woman and two children. Several other vessels, including the Elsiena and De Vries, took fire and experienced considerable injury.

866. Explosion. The barque Meteor, 363 tons, Capt. MASON, left New York 12th June, 1867, and on the 14th blew up, took fire, and was burnt. Seven of the crew perished; six were rescued by the Prussian barque Lucy and Paul, Capt. SCHEEL, and landed at Falmouth.

867. PHOSPHORUS, a violent irritant poison, largely imported from Germany; specific gravity 1.770. It inflames at a very low temperature, and is kept with water in bottles or jars; breakages should be avoided.

868.

PIANOFORTES for Australia are sometimes covered with the best blankets, and then packed in zinc cases enclosed in wood, or in wood cases lined with tin or zinc; the blankets and zinc will ordinarily sell well in the colonies; sometimes they are packed with cotton. Pianofortes should be stowed the right end up, in a dry berth. Cottage pianos in cases measure 45 to 50 cubic feet; CADBY'S piccolos 68 feet.

869. PILCHARDS. As ships usually load by the head, the stowage should commence close aft, thus leaving the broken stowage forward; the dunnage generally used is a plank or two each side of the keelson, to keep the casks clear from the waste oil and garbage which would otherwise stick to and soil them, and diminish the marketable value of the fish; but they are often shipped without dunnage, excepting some pieces of wood to keep the casks steady;

it is usual to unship the limber boards to allow the waste oil to run freely to the pump-well. Ordinarily no ballast is required, and pilchards will stow up to the deck. The casks, which have very little bilge, are placed one on the other, but to meet the inequalities of the hold, wedges are fitted to keep the tiers true; as they are very slight, the crowbar should be used as little as possible. Careful stevedores always back the casks, that is, they sit down and with their feet force them into their proper places. Vacant spaces can be measured with a hoop to ascertain where casks will stow, and thus save useless labour, and prevent them from being jammed into an oval shape.

870. The casks turned out of the cooperage have generally only ten hoops, and the merchants fit crossbars to the heads. Masters should refuse casks which have not ten hoops, and not take any in a dirty state, for they will entail a bad character on the whole of the cargo, on delivery. Merchants prefer stowing 5 hogsheads only to every ton register, o.m., to secure proper ventilation, and prevent undue pressure. Vessels from 80 to 120 tons register are usually employed. A schooner 111 tons, n.m., shipped 704 hogsheads at Penzance. Another schooner 86 tons, n.m., shipped 600 hogsheads, leaving space to stow 20 more.

871. Nine hogsheads weigh about two tons; in stowing, some calculate 6 for every ton n.m., and 5 for every ton o.m. The length of a hogshead is 34 inches, and breadth of head 22 inches. A hogshead of pilchards, well cured and pressed, will weigh about 476 lbs., and contains 50 gallons wine measure. The number in a hogshead is estimated at 2,500 to 3,000 fish. The fresh fish in a hogshead weigh about 6 cwt., and the salt about 3 cwt.; but the weight of the hogshead when cured and pressed is reduced to about 4 cwt., including the weight usually allowed for the cask, 28 lbs. Ten thousand pilchards make a last; a barrel 413 gallons. Pilchards arrive on the coasts of Devon and Cornwall from June to September; sometimes they are caught about Christmas. Lobsters are in season from September to June; oysters 1st September to 30th April.

FORM OF CHARTER-PARTY.

Port of

day of

187

of

Ir is this day mutually agreed, between called the

N.N.M., and merchants; that the said ship being tight, staunch, and strong, and every way

of the good ship or vessel
Al. and coppered, of the measurement of
tons O.M., or thereabouts, now at
and

tons,

of

fitted for the voyage, shall, with all convenient speed, sail and proceed direct to and there load, from the Factors of the said Merchants, such quantity of Pilchards in Hogsheads, as they may think right to ship; the Charterers binding themselves to pay freight on not less than Hogsheads, provided such quantity does not exceed what she can reasonably stow and carry, over and above her Tackle, Apparel, Provisions, and Furniture; and being so loaded shall therewith proceed to a port in the Mediterranean or Adriatic (to be named by the Charterer's Agents when the Vessel is ready for sea) for orders, whether to discharge the Cargo there, or to proceed with the same to another port (it being understood that the Vessel is not to be sent to a port in the Mediterranean after calling at a port in the Adriatic) or so near thereunto as she may safely get, and deliver the same on being paid Freight, at and after the rate of

per Hogshead if the Cargo is discharged at Leghorn, Genoa, or Civita Vecchia ; per Hogshead if at Naples or any other port in the Mediterranean; per Hogshead if discharged at Aucona;

per Hogshead if discharged at Venice or Trieste or any other port in the Adriatic, (it being understood that if the rate of Freight for the port to which the Vessel may be sent for orders shall be above the rate fixed for the port of discharge, the higher rate is to be paid ;)

with ten per cent. Primage in either case—the act of GOD, the Queen's Enemies, Fire, and all and every other Dangers and Accidents of the Seas, Rivers, Navigation, of whatever nature anl kind soever during the said voyage, always excepted.) The Freight to be paid on unloading, and right delivery of the Cargo, in Cash, or by approved Bills in London, at usance. Thirty running days are to be allowed the said Merchants for loading and discharging the Ship. to commence at the loading port on the day of next ensuing, provided the Vessel is then ready to receive the Cargo, and at the port of delivery on the Vessel being admitted to a free Pratique ;-and ten days on Demurrage, over and above the said lying days, at pounds per day. It is further agreed, that if the Vessel should be sent on from one lower to another lower port, or from one higher to another higher port, the sum of pounds shall be paid in addition to the Freight in lieu of all Port Charges and Pilotages; but if the Vessel should be sent to a higher from a lower port the sum of pounds shall be paid in addition to the Freight. It is also agreed, that in case of the Vessel being sent to a port for orders, the Agent of the Charterers shall give such orders within twenty-four hours after the arrival of the Vessel within the port, or pay the sam of pounds per day for every day the Vessel may be detained by reason of the orders not being given. The Cargo is to be brought alongside the Ship, at the loading port, and taken from alongside the Ship at the port of discharge, according to the usance of the respective ports; but the Master is to provide, at the Ship's expense, sufficient Dunnage for stowing the Cargo. And in the event of there being a claim on the said Cargo for average, the same to be settled according to the usage of LLOYDS.

No Goods of any description to be shipped by any person except the Charterer's Agents, unless it be with their permission.

The Vessel is to be addressed to the Charterer's Agents at the port of discharge. In case the Vessel shall not have arrived at the port of loading on or before the day of next ensuing, the Charterer shall have the option of cancelling this Charter-party.

In the event of the Vessel arriving at a port in the Mediterranean within thirty days, or at a port in the Adriatic within forty days, from the day of date of the Bill of Lading, the Charterers agree to give the Master a gratuity of one guinea per day, for each of as many days as may remain to expire of such respective numbers of thirty days, or forty days (as the case may be), at the time of the Vessel's arrival; provided too, that the Cargo is delivered in good order. Five per cent. Commission on the Freight, Primage, and Demurrage, is due to on this Charter-party, and must be paid by the Captain at the port of loading; and if afterwards sent to a higher port, the Commission on the additional Freight to be paid to the Brokers on demand.

Penalty for non-performance of this Agreement

pounds.

872. PIMENTO, the dried berries of a West Indian tree, the Eugenia Pimenta, a spice intermediate between pepper and cloves; it is also called Jamaica pepper and allspice. At New York and Baltimore 952 lbs. in casks, or 1,110 lbs. in bags go to a ton freight; at Bombay 14 cwt. ; a bag weighs 112 lbs. Hamburg tares, Jamaica 2 lbs. per bag; Spanish 3 lbs.

873. PINE APPLES. The schooner Annie Grant, Capt. APPLEDORE, belonging to Mr. HENRY GRANT, Kingsbridge, South Devon, loaded pine apples in 1868, in Tarpaum Bay, in the island of Eleuthia, one of the Bahamas. She registers 148 tons, is 90 feet long, 22 feet 10 inches broad, and 12 feet 9 inches deep. Her ballast consisted of 120 tons dry stone, which was levelled fore and aft to meet her trim, and was covered with the flat cuttings from the cargo fittings. Besides this deck there were two others to receive the pine apples; they were equi-distant, and rested on beams three inches or more square, supported by uprights. The decks were formed of one or one-and-a-half inch battens, two or three inches wide, laid barely close enough to prevent the pines from going down between-say three or four inches apart. Further to obtain ventilation there was a trunk-way from stem to stern, half the width of the hatchway; the heels secured to the keelson. The sides of this trunk-way were built open, like the decks, and there were three trunk-ways athwartships big enough for a man to go into but without sides, as the bulks were sufficiently tied together by the foliage of the fruit, which is so plentiful that dunnage in the sides was considered unnecessary. The batten stuff used in her fittings came from New York. In this way 4,000 dozen of pines were stowed. She sailed 12th June, and arrived in London, 8th July. During the passage all available hatches were kept open in fine weather. With the pines the schooner drew nine feet forward a ten feet nine inches aft, and behaved well at sea; with 225 tons Newport coal 11 feet 3 inches forward and 13 feet aft. The schooner Annie Grant's port charges at Eleuthia