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7. Ship of the Mon th -cont'd. ship was running fully loaded. The anchors were car ri ed in deep pocke ts l o cated well above the loaded wate rl in e, and the anchor w i n d l a s s was placed in the forecastle. The deck crew was a c c o m m o d a t e d in the forecastle, whi le the Ca ptain's and first ma te's quart e r s were in the steel texas cabin on the forecastle head. The texas ran ath wa rt sh ip , wit h a roun d e d ext e n s i o n on its forward face. In this secti on of the texas house were s i t uated the m a s t e r ' s c h a r t r o o m and office. Ato p the texas was placed a bea u t i f u l teak p i lothouse w ith five large square wi ndows in its curv ed face. The wo od was st ained very dar k and the sun vi so r was painted dark bro wn to match. (These two sisters had the broa de st s u n v i sors carried by any of the C . S . L. packa ge freight ca nallers, and they were the only ones whos e visors were always pain t e d bro wn rat he r than w h i t e . ) There were open br i d g e w i n g s w h i c h ran out to the sides of the ship, and a wning stre tcher frames were fit te d around the pilot h o u s e and over the entire bridge deck (as well as over the f o recastle head). On the roof of the p ilot h o u s e was situated the m o n key's island, on which was a bi nnacle for e m e r g e n c y use. An open steel pipe rail ran aro un d the m o n k e y ' s island. Abaft the pil ot h o u s e rose a tall, thin pole mast w ith v i r t u a l l y no rake. The steamer's m i d s e c t i o n had no sheer whate ve r, there bei ng a su dden curve u p w a r d in the spar deck as it a p p r o a c h e d the bre ak of the forecastle. " C a n a dian Rail w a y and Mari ne Wo rld" de s c r i b e d the ships' c a r g o - h a n d l i n g e q u i p ment: "The cargo gear, c o n s i s t i n g of 4 sa mpson posts, each having one 5-ton derrick, is o p e r a t e d by one 8 x l 2 - i n c h (forward cargo deck) and two 7 x l 2-inch (aft cargo deck) steam cargo winches, and m o o r i n g a r r a n g e m e n t s are ca rried out by mea ns of four 6 x 10- i n c h steam m o o r i n g winches. A h o i s t i n g gear, c o n s i s t i n g of 13 wi nches dri v e n thr ou gh sh afting by a double cy linder v e r t i c a l steam engine, will be fitte d in the up per 'tween decks for d i s c h a rging c a r g o ." Sev eral things c o n c e r n i n g this eq uipment were notable. First, the de rricks on the two ports i d e samp so n posts were m o u n t e d fa cing aft, wh ile on the sta r b o a r d side they were set faci ng forward. W hen not in use, the booms were ca rried high and we re crossed at h w a r t s h i p betw e e n their respe c t i v e samp so n posts. As wit h all of the C . S . L. pa ckage freight c a nallers of this period, neit h e r K A M L O O P S nor L E T H B R I D G E o r i g i n a l l y ca rried a full cargo elevator, al t h o u g h like the rest, L E T H B R I D G E later was given one. Instead, as the ships were whe n built, the 13 inte ri or winc h e s drove a system of hoists to raise and lower cargo stowe d in the lower hold. Access to each of the three cargo holds was p r o v i d e d by three large gangway doors set in each side of the ship at the 'tween deck level. Th ese ports w er e p r o t e c t e d from the rav ag es of c a n a l l i n g by a single heavy, w o o d e n r u b bing strake that ran from bow to stern just bel ow them, and by a steel rub rail that ran level wit h the centre of the doors. There also wer e hea vy m etal plate s fitted aro un d the tops and sides of each cargo port. There was a bit of sheer aft on KAMLOOPS, and her q u a r t e r d e c k was flu sh wit h the spar deck. The ra ther h a n d s o m e count er stern was h e a v y and elliptical in form. A clo sed steel taffrail ran arou nd the stern to prov i d e p r o t e c t i o n for the after deckhouse , and a h eavy wo o d e n fe nder strake was set at dec k level to protect the fantail. A large coal bunke r was set into the b o i l e r h o u s e at the forw a r d end of the aft cabin, but it did not extend above the level of the boat deck, nor was there a clo se d rail aro un d the bun ke r h a t c h on the boat deck. The aft cabin was a r e c t a n g u l a r struc tu re who se spa rt an appe a r a n c e was r e l i e v e d some wh at by the e x t e n s i o n of the boat deck out to the sides of the ship. The l i f eboats wer e m o u n t e d in ch ocks on the boat deck overhang, and cou ld be lift ed by means of ra dial steel da vits who se lower ends ran dow n to foot in gs on the q u a r t e r d e c k below. Out of the af ter cabin rose a tall, strai gh t s m o k e s t a c k of p l e a s i n g proportions, and sev er al large v e n t i l a t o r cowls s u r roun d e d the stack. Abaft the fu nnel was step pe d the ma inmast, a tall, u n rak ed and e x t r e m e l y thin steel pole.