hundreds of our coasting vessels, and, it is likely, many more from the ports of Europe, which sail daily with partial cargoes, even of the most dangerous species, and without any precautions whatever. The wonder is that no more accidents occur than do actually happen. A lamentable instance of this heedlessness occurred to my knowledge in the case of Captain Joel Rice of the schooner Firefly, which sailed from Richmond, Virginia, to Madeira, with a cargo of corn, in the year 1825. The captain had gone many voyages without serious accident, although he was in the habit of paying no attention whatever to his stowage, more than to secure it in the ordinary manner. He had never before sailed with a cargo of grain, and on this occasion had the corn thrown on board loosely, when it did not much more than half fill the vessel. For the first portion of the voyage he met with nothing more than light breezes; but when within a day's sail of Madeira there came on a strong gale from the N. N. E. which forced him to lie to. He brought the schooner to the wind under a double-reefed foresail alone, when she rode as well as any vessel could be expected to do, and shipped not a drop of water. Towards night the gale somewhat abated, and she rolled with more unsteadiness than before, but still did very well, until a heavy lurch threw her upon her beam-ends to starboard. The corn was then heard to shift bodily, the force of the movement bursting open the main hatchway. The vessel went down like a shot. This happened within hail of a small sloop from Madeira, which picked up one of the crew (the only person saved), and which rode out the gale in perfect security, as indeed a jollyboat might have done under proper management. The stowage on board the Grampus was most clumsily done, if stowage that could be called which was little better than a promiscuous huddling together of oil-casks[1] and ship furniture. I have already spoken of the condition of articles in the hold. On the orlop deck there was space enough for my body (as I have stated) between the oil-casks and the upper deck; a space was left open around the main hatchway; and several other large spaces were left in the stowage. Near the hole cut through the bulkhead by Augustus there was room enough for an entire cask, and in this space I found myself comfortably situated for the present. [Footnote 1: Whaling vessels are usually fitted with iron oil-tanks--why the Grampus was not I have never been able to ascertain.]