The Sun.
London, England, 1860-06-27 00:00:00

Bailey, and recommended that in consequence of
the various reports current as to the wreck cf the
Malabar an inquiry should be held as early as pos-
sible. Ile suggested that her Majesty's ship Cyclops
being in harbour afforded an excellent opportunity
for the purpose. To this Mr. Bailey 11 plied that
Captain Pullen informed him the qu Lion did not
come within his jurisdiction, as loc Ll Government
agents (the pilot and master-attendant) were in-
volved. Mr. Bailey, however, promises that he
will request the Governor to institute an inquiry
without delay. Pending that inquiry I shall offer
no opinion as to the causes of the accident. I shall
state the questions in dispute, with an abstract of
the evidence on each point :-1. Was the Mala-
bar in charge of the pilot or the captain ? The
pilot throws the responsibility on Capt. Crainger,
and Captain Grainger declares the pilot was in
charge. The former asserts that the pilot's re-
sponsibility only commences when the steam is up,
and the captain announces that the vessel is ready
for sea. The latter affirms that the ship is in
charge of the pilot directly he steps on board.
2. Was the Veluvaka buoy in its proper place
when the ship was moored on the 20th, and when
she struck on the 22d ? The captain and chief
officer state that the relative positions of the ship
and the buoy were never altered between the time
the Malabar was moored on Sunday morning and
Tuesday afternoon. They declare that when the
ship first struck, and before she had touched the
buoy, it was to the westward, showing that it must
have been on the west, and not on the east side of
the reef ; consequently in an improper position.
This statement is confirmed by some of the passen-
gers. The captain and chief officer also say that
the buoy was only set adrift after the ship struck,
and they infer that the pilot must have been misled
by the alleged improper position of the buoy, and
moored her too close to the reef on Sunday morn-
ing. Mr. Jautz affirms that he saw the buoy every
morning from Sunday to Tuesday. He was afloat
each day in his canoe, and the buoy was in its pro-
per place to the eastward of the reef during the
whole of that time. The pilots have other marks
for mooring in the China berth besides this buoy,
which is principally used to denote the passage for
small local craft. He asserts that the buoy could
not have been loom during three days, for the chain
would have got entangled on the rocks and dragged
the buoy under water. He also declares that it
could not possibly have floated across the reef to the
westward against the south-west monsoon of Sun-
day night and Monday. The pilot (Daviot) con-
firms this, and says that the buoy was in its proper
place when he went on board at half-past 1 on
Tuesday. Before the ship struck on the rocks he
saw her hit the buoy and send it adrift to the west-
ward. I have examined the buoy's old cable, which
is broken exactly half way down, so that three
fathoms remained attached to it. Mr. Jantz saw
the buoy loose as he was coming off to the ship
with Mr. Bailey, to whom he pointed it out. He
had it at once brought to the jetty, and moored it
next morning with a new cable.

3. Did the ship drag her anchor during the squall ?
The pilot says she did. He was on the poop, the
first officer on the quarterdeck, and the captain in
his cabin. He saw her driving, and called out to
the first officer to let go the other anchor. The first
officer and pilot at once rushed to the forecastle ;
but before the anchor could be let go the ship had
struck. No order was, therefore, given, as a second
anchor would only have made matters worse. The
fact of dragging her anchor is confirmed by Mr. D.
H. Thromer, a Dutch merchant, Captain James
Donald M'Kay, English, and G. William, American
skippers, who were passengers on board the Malabar.
The first officer admits the pilot's statement as to
what he said and did ; bat denies the fact of the
ship's driving. In this the captain corroborates
him ; but, as he was not on deck, he can only speak
inferentially. The pilot's theory is that, as she had
been moored for two days with her head to the
south-west, when the heavy squall came from the
north-east and brought her head round, the anchor
canted, and before it could hold again the ship had
struck.

4. Was one anchor sufficient for the Malabar on
such a day as the 22d, and with no steam up, in so
dangerous a harbour as Galle ? Mr. Jantz says that,
though it is customary for the Peninsular and Ori-
ental ships to be moored with one anchor only
ahead, every other ship in port had two anchors
out. The Fides dragged one of her anchors in the
squall, but was brought up by the other. It is
easy to be wise after the event, and I observe that
the Singapore, just arrived from China, and also
her Majesty's ship Cyclops, have each two anchors
out. The Cyclops broke her stem hawser in the
swell last night, but the two anchors brought her
up without driving an inch.

5. Was cable hove in on the 22d before the steam
was up ? The captain and chief officer most posi-
tively declare it was not, and say there were 30
fathoms out, which is &proper amount in 4f fathoms
water. The pilot also thinks she was not hove
short. The Dutch Captain Kramer as positively
asserts that cable was hove in. He says that he
" went on board at 11 a.m., between 2 and half-
past 2 ; shortly before she struck he was on the
deck on the forecastle. Saw the cable hove in and
shortened. Is certain of this, and that she after-
wards dragged her anchor. Shortening the cable
was, in his opinion the cause of her dragging."
I am bound to say that he is the only person who
pretends to speak to this fact, though all the pas-
sengers were on board. Many others came to me
asserting that cable bad been hove in ; but on
examination not one pretended to have seen it
done.

These are the main points to be decided, but the
truth can only be evolved from such a mass of con-
tradictions by a searching and immediate inquiry
on the spot, when all the witnesses are present.
There is great probability that on Monday the
Singapore will return with Lord Elgin, Baron
Gros, and the Malabar's passengers to China. The
evidence of these skippers will then not be forth-
coming. I beg that it may be distinctly under-
stood Ido not pretend to endorse the opinions
or statements of any party. My object in pre-
senting this abstract of the evidence is to afford
materials for a full investigation.
No man in the service of the Peninsular and
Oriental Company bears a higher character than
Captain Grainger. He has commanded their ships
for eight years, and has won the esteem and respect
of all who know him. He has the reputation of a.
first-rate seaman and a most careful and able ma-
vigator. Called on to act at a moment's notice he
rushed from his cabin to find a sinking ship. I
am satisfied that in beaching her he took the only
course possible under the circumstances. Had he
stood out to sea he must have lost ship, bullion,
cargo, and passengers. The passengers are safe,
the bullion will be recovered, part of the cargo is
landed, but I fear that the Malabar will leave her
bones in Galle harbour.

Some time ago a plan was submitted to the Im-
perial Government which would give Gall: a secure
harbour of 240 acres, with 71 fathoms water at a
cost of £300,000, instead of the present limited
and frightfully insecure anchorage. It was pro-
posed to make a breakwater from Watering Point
to Deumba-Dava Rock, behind which ships would
ride securely in any weather. The dues from
steamers alone would pay a large interest on the
outlay, there being an average of 12 a month itr
Galle harbour. The work would present few
difficulties, as the granite rock forming Watering
Point could be easily blasted and tumbled into the
sea. Sir Henry Ward strongly supported the,
scheme, and undertook that if the money were raised
by loan one-third should be taken in the island..
The home Government, however, did not consider
itself justified in such an outlay on a colony, and:
the colony declares itself too poor for such an und€ r-
taking. Colombo is the shipping place for all tilt!
island produce, and Galle is a rendezvous for the.
China, Calcutta, Madras, and Australian steamers..
The work is Imperial and not local—Galle is the
key of our present communication with the East,.
and nothing whatever has been done to improve its
port. The coaling and loading is performed by
coolies, who
go above their waists in water to the
barges, which c cannot approach the beach on ac-
count of the surf.
Little more than half the value
of the Malabar andyearhertheearrgeoniwaosuulladresonmdpolertitaeenthisa
harbour, andlast
r