u 
BULLETIN 1*7, U. S. DEPARTMENT OE AGEICULTUEE. 
these systeras were soon discarded. Even the best arrangements 
now in common use leave much to be desired in the way of circula- 
tion. Cars of type B (Table 5) show an average difference of 7 de- 
grees between the bunker end and center of the cai under ordinary 
icing. The cars of type D, with heavier insulation, maintain a lower 
average temperature throughout the car, but, even in this case, the 
center of the car averages 5° F. warmer than the bunker end. 
These differences 
are sometimes dis- 
astrous in their 
effects on poultry 
shipments. 
^ri¥rilwv|g5 
TEMPERATURE IN CAR. 
DIFFERENCE BETWEEN BUNKER AND 
CENTER. 
In many shipments the tempera«- 
ture at the ends of the car, next to 
the ice bunkers, is sufficiently low to 
transport the poultry in an excellent 
state of preservation. At the same 
time the temperature at the center, 
8 or 10 degrees warmer, is so high 
that the goods from this part of the 
car are at a disadvantage of five or 
six days of market time as compared 
with the bunker 
goods. 
In figure 13, a, 
is presented the 
temperature rec- 
ord for the end and 
center of the car in Experiment 2078, car type D. The atmos- 
pheric temperature during the haul averaged 50° F. (10° C), with 
a minimum of 42° F. (5.5° C.) and a maximum of 61° F. (16.1° C). 
The differences in temperature between the bunker and the center 
of the car were comparatively small in this shipment, and the analyses 
of the samples carried at the bunker show good preservation. The 
findings of the chemical laboratory are in group 1 of Table 2. The 
efficiency of this car was 1.23. 
Figure 13, b, shows another shipment, Experiment 2096, car 
type C, where a wide difference in temperature is manifest between 
the two positions in the car. The atmospheric temperature averaged 
54° F. (12.2° C), with a minimum of 49° F. (9.4° C.) and a maximum 
of 61° F. (16.1° C). The temperature at the bunker was low at the 
Fig. 9. — Galvanized-iron bunker used in type B car. 
