When lying-to (especially with a small head sail), a vessel which
      is not properly modelled in the bows is frequently thrown upon
      her beam-ends; this occurring even every fifteen or twenty
      minutes upon an average, yet without any serious consequences
      resulting, provided there be a proper stowage. If this, however,
      has not been strictly attended to, in the first of these heavy
      lurches the whole of the cargo tumbles over to the side of the
      vessel which lies upon the water, and, being thus prevented from
      regaining her equilibrium, as she would otherwise necessarily do,
      she is certain to fill in a few seconds and go down. It is not
      too much to say that at least one-half of the instances in which
      vessels have foundered in heavy gales at sea may be attributed to
      a shifting of cargo or of ballast. When a partial cargo of any kind is taken on board, the whole,
      after being first stowed as compactly as may be, should be
      covered with a layer of stout shifting-boards, extending
      completely across the vessel. Upon these boards strong temporary
      stanchions should be erected, reaching to the timbers above, and
      thus securing every thing in its place. In cargoes consisting of
      grain, or any similar matter, additional precautions are
      requisite. A hold filled entirely with grain upon leaving port
      will be found not more than three fourths full upon reaching its
      destination—this, too, although the freight, when measured bushel
      by bushel by the consignee, will overrun by a vast deal (on
      account of the swelling of the grain) the quantity consigned. This result is occasioned by settling during the voyage, and is
      the more perceptible in proportion to the roughness of the
      weather experienced. If grain loosely thrown in a vessel, then,
      is ever so well secured by shifting-boards and stanchions, it
      will be liable to shift in a long passage so greatly as to bring
      about the most distressing calamities. To prevent these, every
      method should be employed before leaving port to settle the cargo
      as much as possible; and for this there are many contrivances,
      among which may be mentioned the driving of wedges into the
      grain. Even after all this is done, and unusual pains taken to
      secure the shifting-boards, no seaman who knows what he is about
      will feel altogether secure in a gale of any violence with a
      cargo of grain on board, and, least of all, with a partial cargo. Yet there are 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 precaution 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. Toward 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 jolly
      boat 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. By the time my friend had got safely into the berth, and
      readjusted his handcuffs and the rope, it was broad daylight. We
      had made a narrow escape indeed; for scarcely had he arranged all
      matters, when the mate came below, with Dirk Peters and the cook. They talked for some time about the vessel from the Cape Verds,
      and seemed to be excessively anxious for her appearance. At
      length the cook came to the berth in which Augustus was lying,
      and seated himself in it near the head. I could see and hear
      every thing from my hiding-place, for the piece cut out had not
      been put back, and I was in momentary expectation that the negro
      would fall against the pea-jacket, which was hung up to conceal
      the aperture, in which case all would have been discovered, and
      our lives would, no doubt, have been instantly sacrificed. Our
      good fortune prevailed, however; and although he frequently
      touched it as the vessel rolled, he never pressed against it
      sufficiently to bring about a discovery. The bottom of the jacket
      had been carefully fastened to the bulkhead, so that the hole
      might not be seen by its swinging to one side. All this time
      Tiger was lying in the foot of the berth, and appeared to have
      recovered in some measure his faculties, for I could see him
      occasionally open his eyes and draw a long breath. After a few minutes the mate and cook went above, leaving Dirk
      Peters behind, who, as soon as they were gone, came and sat
      himself down in the place just occupied by the mate. He began to
      talk very sociably with Augustus, and we could now see that the
      greater part of his apparent intoxication, while the two others
      were with him, was a feint.