. Railway mechanical engineer . y close to, but not actually free from the walls of theroom, and closing off the basket by an insulated bulkheadopen about 12 in., both at the top and bottom, to permit en-trance and exit of air. In this way a large surface of ice isexposed to air contact and the air is compelled to travel overthe entire column of ice before it escapes. The insulatedbulkhead prevents the absorption of heat from the commodityand from the car, varying in quantity according to the dis-tance from the ice. The bulkhead also facilitates a steadyascent and progression of the warm air i
. Railway mechanical engineer . y close to, but not actually free from the walls of theroom, and closing off the basket by an insulated bulkheadopen about 12 in., both at the top and bottom, to permit en-trance and exit of air. In this way a large surface of ice isexposed to air contact and the air is compelled to travel overthe entire column of ice before it escapes. The insulatedbulkhead prevents the absorption of heat from the commodityand from the car, varying in quantity according to the dis-tance from the ice. The bulkhead also facilitates a steadyascent and progression of the warm air in the car toward thetop of the bunker. To further facilitate the distribution ofthe cold air, floor racks 4 in. high have been installed. Now let us see what practical results such a combinationproduces when applied to a refrigerator car which is, in otherrespects, of the usual type. Fig. If shows the average tem-peratures in three cars of oranges in the same train in transitbetween Los Angeles and New York, each car containing. Fig. 3 462 boxes of fruit. Car A had the box bunker and open, orslatted, bulkhead so commonly seen in present day refriger-ators. The lading was placed directly on the floor. Car Bhad a basket bunker, insulated solid bulkhead, and a rack4 in. off the floor. Car C was of the same construction ascar B, but the ice was mixed with 9 per cent salt the first dayand 5 per cent of the added ice on the second. The tempera-ture of the load in car A averaged deg. F. The temper- fThe study cf fruits and vegetables is being conducted by the Bureau ofPlant Industry under the supervision of H. J. Ramsey. I am indebtedto him for the data on oranges and also such other facts concerning thetransportation of fruits and vegetables as are brought out in this paper. ature of the load in car B averaged deg. F., while car C,in which salt had been added to the ice, not only cooled theoranges more quickly but reduced the average temperatureof the load to deg. F.,
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