CHARLES WILLIAM MCLEAN, examined by Mr. Purves, stated: I am engineering surveyor to the Marine Board of Victoria, and have occupied that position since the inception of the present Board, and previously I was under the Steam Navigation Board—ten years altogether. Prior to that I was assistant resident engineer to the Melbourne Harbour Trust. I have been as engineer on steamers trading here on the coast, and hold a certificate as first class sea-going engineer. I am a member of the Institute of Civil Engineers in London. I have been engaged in supervising and designing the actual construction of vessels. I knew the _Alert_, and saw her very frequently. I saw her in December, 1892, when the boilers were out. A change was then being made in her machinery. I made a thorough examination of the position of the old machinery, and also of the hull from stem to stern, both internal and external. I always considered her sea-worthy. She was much fuller below the water than she appeared to be above water. The water displaced by the vessel when loaded down—without any cargo, but with everything ready for sea—would weigh about 312 tons. Comparing that with the surplus buoyancy—which is the amount the water would weigh if all the spaces above water were filled—it was very good. The surplus buoyancy was about 400 tons, being rather more than the displacement. That means that there was a very fair amount of surplus buoyancy. I acted on behalf of the Marine Board in examining the _Alert_, and I gave a declaration to the secretary of that Board. The _Alert_ was then plying in the Bay for a short time after. I next saw her between the 2nd and 4th November, 1893, when it was proposed to send her down to the Gippsland trade in place of the _Despatch_ which had to be laid up to get new engines. The owners desired a home trade certificate for the _Alert_ to go outside the Heads. The new machinery had been placed higher up than the old, and it was thought in doing that that every provision had been made for outside work. The new machinery did not alter the main freeboard at all, but raised the ship about five inches aft. I was perfectly satisfied that the engine room protection was quite the thing, the very best that was made, and as a result of the examination I gave the certificate. I remember the pantry window referred to. It was about two feet three inches above the level of the main deck. It was fastened by two ordinary bolts running into catches, and was quite safe. HIS HONOUR: _Q._—Do you say that under those circumstances that window would be as safe as a port? _A._—I think so from the way it was made. I certainly think it was not as dangerous as a port, because the ports are always below the main deck. Nothing more than broken water could reach the pantry window.