EFFICIENCY OF DIVIDED WIRE-BASKET BUNKERS 3 
through the cooperation of the shippers, railroads, refrigerator-car 
lines, and receivers. The insulation in the cars was massed and was 
similar on all surfaces, and both cars were equipped with floor racks 
and wood roofs. The ice capacity of the divided wire-basket 
bunker car was 7,400 and that of the wire-basket bunker 10,400 
pounds. 
The cars were loaded with apples for the first and with oranges 
for the second test. Early on September 16, 1923, the cars were pre- 
iced at Othello, Wash., and loaded for the first test at White Bluff, 
Wash., and consigned to Chicago, Ill. The temperature of the 
apples loaded into the divided wire-basket bunker car was 78° F. 
and that of the fruit in the wire-basket bunker car 70.5° F. In the 
MSW GY 
hs 
INSULATED BULKHEAQ 
INSULATED BULKHEAD 
a % 
ZZ 
HY 
Fig. 1.—Cross section of stand- Fic. 2.—Cross section of divided 
ard wire-basket bunker wire-basket bunker 
following discussion of both tests the divided wire-basket bunker 
car will be referred to as car A and the wire-basket bunker car as 
car B. The differences in the temperature of the apples in car A 
and car B were due to the fact that the fruit in car A was packed 
and loaded at once, while that in car B had been held in the pack- 
ing-house storage room, which had been kept cool by sprinkling. 
The first re-icing was made at Othello, Wash., on September 17 
and the last at La Crosse, Wis., on September 24. Early in the 
morning of September 25 car B was diverted. Car A arrived in 
_ Chicago, at 6 a. m. the same day. The total quantity of ice sup- 
_ pled during the first test, including the pre-icing, was 20,680 pounds 
for car A and 24,740 pounds for car B, or a total saving of ice in 
favor of car A of 4,060 pounds, 
