LOW TEMPERATURES AND REFRIGERATION—MARCHIS. DAB 
tion plant which feeds the other cars, with which it is connected by 
suitable piping. 
The impossibility of breaking up such a train by uncoupling the 
cars from each other limits the practical application of these trains, 
however, except in a few instances. This system was experimented 
with in 1905 in the transportation of Russian butter from Siberia 
(from Kourgane to Riga at a mean speed of 15 to 16 kilometers per 
hour). The cost of the refrigeration, the temperature of the butter 
being maintained at a mean of 5.5° C., was as high as 0.117 frane per 
lnlogram of butter per day, exclusive of the cost of the refrigerator 
plant. 
In this category must be classified the Russian refrigerator car 
of the Silitch system. It is mounted on four sets of wheels on bogy 
trucks and is of the following dimensions: Length, 8 meters; width, 
3 meters; height, 2.65 meters; capacity, 120 cubic meters. It is 
divided into six compartments. Two in the center contain the re- 
frigerating apparatus while the other four may be charged with 
goods to be refrigerated. 
(2) The lack of elasticity of the refrigerator trains has been reme- 
died by the use of refrigerator or insulated cars. The operation of 
these cars necessitates, at the starting point, an insulation composed 
of a refrigerating machine and an apparatus which forces a blast of 
cold air into the body of the car before and after charging. When 
the interior temperature of the car has been reduced to the requisite 
degree, the cold air is shut off and the car hermetically sealed. In 
Springfield, Mo., there is an installation of this kind capable of 
cooling 40 cars of bananas at once time to 15° C. 
To this type of cars may be compared those where the low tempera- 
ture is obtained by the previous cooling of brine contained in coils 
about the roof or walls of the car. The thermo-regulator car of the 
Maksoutoff system belongs to this type. The saline solution, which 
cools the air to about 5° C., must be cooled every two days, necessi- 
tating refrigerating stations every five or six hundred kilometers. 
(3) Besides the tributary cars of the refrigerator trains and those 
depending on an installation at the point of departure, there are the 
self-cooling cars; that is to say, cars themselves containing cold- 
producing agents. These are the most universally used, both in 
Europe and America. 
These may be divided into two great classes: Cars cooled by ice and 
cars cooled by evaporation of a liquefied gas. 
In the ice-cooled cars the low temperature is obtained by means of 
ice disposed in compartments along the roof, as exemplified in the 
cars of the Société des Magasins et Transports frigorifiques de France, 
or along the walls of the car, as exemplified in the American cars and 
cars of the Moscow-Kazan Railroad. The plan of closing the body 
