Peters proposed that he should go up on deck, and enter into
      conversation with the watch (Allen), when he would be able to
      throw him into the sea without trouble, and without making any
      disturbance, by seizing a good opportunity, that Augustus and
      myself should then come up, and endeavour to provide ourselves
      with some kind of weapons from the deck, and that we should then
      make a rush together, and secure the companion-way before any
      opposition could be offered. I objected to this, because I could
      not believe that the mate (who was a cunning fellow in all
      matters which did not affect his superstitious prejudices) would
      suffer himself to be so easily entrapped. The very fact of there
      being a watch on deck at all was sufficient proof that he was
      upon the alert,—it not being usual except in vessels where
      discipline is most rigidly enforced, to station a watch on deck
      when a vessel is lying-to in a gale of wind. As I address myself
      principally, if not altogether, to persons who have never been to
      sea, it may be as well to state the exact condition of a vessel
      under such circumstances. Lying-to, or, in sea-parlance,
      “laying-to,” is a measure resorted to for various purposes, and
      effected in various manners. In moderate weather it is frequently
      done with a view of merely bringing the vessel to a stand-still,
      to wait for another vessel or any similar object. If the vessel
      which lies-to is under full sail, the manoeuvre is usually
      accomplished by throwing round some portion of her sails, so as
      to let the wind take them aback, when she becomes stationary. But
      we are now speaking of lying-to in a gale of wind. This is done
      when the wind is ahead, and too violent to admit of carrying sail
      without danger of capsizing; and sometimes even when the wind is
      fair, but the sea too heavy for the vessel to be put before it. If a vessel be suffered to scud before the wind in a very heavy
      sea, much damage is usually done her by the shipping of water
      over her stern, and sometimes by the violent plunges she makes
      forward. This manoeuvre, then, is seldom resorted to in such
      case, unless through necessity. When the vessel is in a leaky
      condition she is often put before the wind even in the heaviest
      seas; for, when lying-to, her seams are sure to be greatly opened
      by her violent straining, and it is not so much the case when
      scudding. Often, too, it becomes necessary to scud a vessel,
      either when the blast is so exceedingly furious as to tear in
      pieces the sail which is employed with a view of bringing her
      head to the wind, or when, through the false modelling of the
      frame or other causes, this main object cannot be effected. Vessels in a gale of wind are laid-to in different manners,
      according to their peculiar construction. Some lie-to best under
      a foresail, and this, I believe, is the sail most usually
      employed. Large square-rigged vessels have sails for the express
      purpose, called storm-staysails. But the jib is occasionally
      employed by itself,—sometimes the jib and foresail, or a
      double-reefed foresail, and not unfrequently the after-sails, are
      made use of. Foretopsails are very often found to answer the
      purpose better than any other species of sail. The Grampus was
      generally laid-to under a close-reefed foresail. When a vessel is to be laid-to, her head is brought up to the
      wind just so nearly as to fill the sail under which she lies when
      hauled flat aft, that is, when brought diagonally across the
      vessel. This being done, the bows point within a few degrees of
      the direction from which the wind issues, and the windward bow of
      course receives the shock of the waves. In this situation a good
      vessel will ride out a very heavy gale of wind without shipping a
      drop of water, and without any further attention being requisite
      on the part of the crew. The helm is usually lashed down, but
      this is altogether unnecessary (except on account of the noise it
      makes when loose), for the rudder has no effect upon the vessel
      when lying-to. Indeed, the helm had far better be left loose than
      lashed very fast, for the rudder is apt to be torn off by heavy
      seas if there be no room for the helm to play. As long as the
      sail holds, a well modelled vessel will maintain her situation,
      and ride every sea, as if instinct with life and reason. If the
      violence of the wind, however, should tear the sail into pieces
      (a feat which it requires a perfect hurricane to accomplish under
      ordinary circumstances), there is then imminent danger. The
      vessel falls off from the wind, and, coming broadside to the sea,
      is completely at its mercy: the only resource in this case is to
      put her quietly before the wind, letting her scud until some
      other sail can be set. Some vessels will lie-to under no sail
      whatever, but such are not to be trusted at sea. But to return from this digression. It had never been customary
      with the mate to have any watch on deck when lying-to in a gale
      of wind, and the fact that he had now one, coupled with the
      circumstance of the missing axes and handspikes, fully convinced
      us that the crew were too well on the watch to be taken by
      surprise in the manner Peters had suggested. Something, however,
      was to be done, and that with as little delay as practicable, for
      there could be no doubt that a suspicion having been once
      entertained against Peters, he would be sacrificed upon the
      earliest occasion, and one would certainly be either found or
      made upon the breaking of the gale. Augustus now suggested that if Peters could contrive to remove,
      under any pretext, the piece of chain-cable which lay over the
      trap in the stateroom, we might possibly be able to come upon
      them unawares by means of the hold; but a little reflection
      convinced us that the vessel rolled and pitched too violently for
      any attempt of that nature. By good fortune I at length hit upon the idea of working upon the
      superstitious terrors and guilty conscience of the mate. It will
      be remembered that one of the crew, Hartman Rogers, had died
      during the morning, having been attacked two days before with
      spasms after drinking some spirits and water. Peters had
      expressed to us his opinion that this man had been poisoned by
      the mate, and for this belief he had reasons, so he said, which
      were incontrovertible, but which he could not be prevailed upon
      to explain to us—this wayward refusal being only in keeping with
      other points of his singular character.