It is only four miles distant, and there was nothing to inter cept the view. I looked for the light, but I did not see it, the fo<? being too dense. The vessel had two water-tight compartments, and the hulk-hearls, which contained sluices, were of iron. These sluices were always kept open. No order was given on this occasion to close them. The water that I saw running in must have been coming through the bluices, which we did not have time to close. By i-he Bench : I knew I was to take charge of the vessel on the forenoon of the day I sailed. I had been mate previously, and knew there was no patent log on board. I had scarcely time to supply a patent log. I was down on the wharf at the time, and taking cargo all day. I ha,ve not read the "New Zealand Pilot " through, recently. The observa tion at page 200 in the " Pilot " regarding the currert running north from Nugget Point to Cape Saunders at the rate of a knot an hour, applies only to the outside of the bay. I main tain that there is a current in the bay runniug south at the rate of a knot an hour. My orders to go easy, and not to drive the ship, were attended to. The course I took (S.AV. A 5.,) was adopted on i owner voyages. The witness accurately marked his course on a chart produced. James Bin stead : I was for four months the chief engineer of the Lady of the Lalco. I lost my certificate in the William Miskin. I shipped in this steamer with the sanction of the Inspector of Steamers. My watch om* menced at half-pas!, twelve on tho nicrh*. of the 28th December. T relieved Michael M Conville, acting second engineer She was going at three-quarter speed, which was equal to a little over five miles an hour, without sail. The Captain said — " Keep her on the same speed as she is going. " We could see the loom of the land. I came on deck three or four times before the vessel struck, but I could see no thing. I kept the same rate of speed. Ire oeived no orders from the captain before the vessel struck. 