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California fruit exchange.
Standardization dept.

Refrigeration test trip...

[San Francisco]

11924]

 
BIBLIOGRAPHIC RECORD TARGET

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Master negative storage number: 00-64.04

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FORMAT: BK LEVEL: r ISBN: GLADIS#: 50524555H
LANG: eng CNTRY:cau LCCN: MOD: 980221/NRL

ME: California fruit exchange. Standardization dept.

Tl: Refrigeration test trip, June 19th to July 1st, 1924, in the interests
of the California growers and shippers protective league, San Francisco,
Calif. Conducted by the Standardization department of the California
fruit exchange

IM: [San Francisco, 1924]

CO: 36 p. illus. (incl. map) 31 cm

CALL: TF667.C3
MAIN

 

 

Microfilmed by University of California Library Photographic Service,
Berkeley, CA

 
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REFRIGERATION TEST TRIP

June 19th to July 1st, 1924

IN THE INTERESTS OF THE 4 Wad ' AL
J

California Growers and Shippers
Protective League

San Francisco, Calif.

©

CONDUCTED BY THE

Standardization Department of the

California Fruit Exchange

 

 

 
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This Report is presented to the Farmers
and Fruit Growers of California in the
hope that it will at least partially aid in
the solution of the problems of transpor-
: tation and handling of fruits
under refrigeration

 

 

 

possible through the splendid co-operation received from the Cali-
fornia Growers and Shippers Protective League, representing the
entire deciduous fruit industry and the helpful assistance rendered
by the Pacific Fruit Express Company. In addition, the United
States Department of Agriculture, the College of Agriculture, the
State Department of Agriculture and the Southern Pacific Company partici-
pated in the program and co-operated throughout in its completion. The
expense of publishing this review was undertaken by the California Growers
and Shippers Protective League, including in its membership the following
firms and individuals: J. A. Anderson Company, Lodi; Ashley and Brown,
Lodi; Frank H. Buck Company, San Francisco; California Fruit Exchange, Sacra-
mento; California Pear Growers Association, San Francisco; Earl Fruit Company,
San Francisco; Walter V. Jahant, Acampo; Lodi Fruit Growers Association, Lodi;
Marshall and Muller, Lodi; F. B. McKevitt Company, Vacaville; W. G. Micke, Lodi;

 

Pacific Fruit Exchange, San Francisco; Penryn Fruit Company, Penryn; Pioneer

Fruit Company, San Francisco; Placer County Mountain Fruit Company, New-
castle; Silva-Bergtholdt Company, Newcastle; Stewart Fruit Company, San Fran-
cisco; Vacaville Fruit Company, Vacaville; Chas. E. Virden, San Franciseo;
Woodbridge Fruit Company, Woodbridge.

The Pacific Fruit Express Company is deserving of special mention in con-
nection with this entire project. This Company supplied and equipped a caboose
for the use of the men accompanying the test cars to their eastern destination
and through the efforts of their Superintendent of Refrigeration, facilities were
loaned which made possible the detailed charts and diagrams used in the bulletin.
The United States Department of Agriculture furnished the electrical resistance
thermometer equipment used in the temperature work and helped in planning and
organizing the test. The assistance rendered by the various Association Managers
in selecting and assembling the fruit used in the test trip was invaluable. And last,
but by no means least, the men who accompanied the fruit from point of origin
in California to Chicago and New York City deserve the commendation of the
industry—their names are listed under the heading, “Personnel of Co-operative
Group and Test Party.”

It is felt that the publication of this information will throw additional light
on a subject of vital interest at this time, and the attitude of the Pacific Fruit
Express Company and the carriers indicates a willingness on their part to make
the facts regarding refrigeration conditions enroute to market generally available.

Wendell C. Day of Loomis assisted materially in preparing and reviewing
the manuscript.

F. W. READ.

270296

 

(Three)

 
DATE OF TRIP—FROM JUNE 19, 1924, TO JULY 1, 1924

Shipping Points—Vacaville, Walnut Grove, Loomis, Penryn, Newcastle, and Auburn, Calif.

PERSONNEL OF CO-OPERATIVE GROUP
AND TEST PARTY

California Fruit Exchange, Sacramento

F. W. Reap, Manager Standardization Department; WeNpeLL C. Day, Loomis; E. S. CULVER,
: Standardization Department.

California Growers and Shippers Protective League, San Francisco

H. M. REMINGTON, Manager.

Pacific Fruit Express Co., San Francisco

C. A. RicHarpsoN, Superintendent of Refrigeration; T. F. Day, R. J. WHITMAN, H. A. CApbow.

U. S. Department of Agriculture, Bureau of Plant Industry

C. W. MANN, Pomologist.

University of California, College of Agriculture

F. W. ALLEN, Assistant Professor of Pomology.

State Department of Agriculture, Bureau of Fruit and Vegetable Standardization

GEORGE C. HENNY, H. W. PETERSON.

Test Party Accompanying Shipment -

WeNDELL C. Day, California Fruit Exchange; T. F. Day, R. J. WHITMAN, H. A. Cappow, Pacific

Fruit Express Company; F. W. ALLEN, University of California; George C. HENNY, State De-

partment of Agriculture; C. W. MANN, United States Department of Agriculture.

Associations Co-operating in Selecting Fruit and Loading Cars

Vacaville Fruit Growers Association, Vacaville, W. H. BuckiNgHAM, Manager; Vacaville Fruit
Company, Vacaville, C. M. HARTLEY, Manager; Sacramento River Association, Sacramento,
E. A. BoyLEs, Manager; R. J. COGGESHALL and RuNYON & DORSEY furnishing fruit; Loomis Fruit
Growers Association, Loomis, R. L. TupsBuRy, Manager; Penryn Fruit Growers Association,
Penryn, A. H. AckerMmaN, Manager; Newcastle Fruit Growers Association, Newcastle, CHAS.
WERNER, Manager; Auburn Fruit Exchange, Auburn, J. P. Brapy, Manager, J. A. TEAGARDEN,

President.

Pp 7913 from Newcastle, and

 

gp F late years, with the increasing production of
p all classes of tree fruit, greater attention is
being paid to such fundamentals of quality as
) size, color, flavor and maturity, and a few of
the larger organizations operating in California
: No have developed size and color schedules for
~~ picking the various varieties in demand by
the eastern and out-of-state trade. Any color and maturity
schedule for use in connection with picking should Le
based on an intelligent understanding of transportation and
refrigeration conditions en route to market, and the test trip
of six cars of deciduous fruit described in this. publication
was initiated for the purpose of throwing additional light on
these important matters.
Fruit was selected from val-
ley and hill points in order to
check the one type of fruit with
the other grown under different

conditions. Six cars were used

in the test and the car number
and initials, as well as the ship-
ing point for each, was as fol-
ows: PFE 10788 shipped from
Vacaville; PFE 12206 from Wal-
nut Grove; PFE 7033 from
Loomis: PFE 12229 from Penryn;

{ YOLO
~\ SACRAMENTO ~~

PFE 10848 from Auburn. The
relation of these shipping points
to each other is shown in the
accompanying map (Fig. 1).
The car shipped from Newcastle
was salted; that is, ordinary rock

salt was added to the ice in | Rl

the bunkers in order to secure
a comparison of temperature
conditions prevailing in a so-
called “salted car” with condi-
tions prevailing in cars shipped
under standard refrigeration. The
other five cars moved under

. standard refrigeration.

The cars were routed in the
usual manner taken by fruit

shipments when ordinarily billed

to Chicago and New York or via
the Southern Pacific, Union Pa-
cific, Illinois Central, Indiana
Harbor Belt Line and the Erie.
Other alternative routes are, of
course, used by shippers to suit
their convenience, but this rout-
ing represents typical conditions
as encountered in the actual
movement of fruit to eastern
markets. Fig. 2 shows the route
taken by the test shipments, and

ul) a._.w. »

PURPOSES OF TEST

The problem has always been to pick California plums
and other tree fruits at a stage of maturity and firmness
which will permit long distance shipment, rehandling and
perhaps reshipment in destination markets and still place
the fruit on the table of the consumer in an appetizing and
palatable condition. Many of the best informed fruit men
in the state have contended for years that the shipment and
sale of hard, green and, at times, immature fruit has cur-
tailed consumption to a point where the grower must im-
prove his methods or go out of business. On the other hand,
there is a firm" and continual demand on the part of
the receivers and the trade in
terminal markets for hard, firm,
green fruit of a kind that will
stand handling and reshipment
with a minimum of waste and
loss. These two conflicting view-
points must be harmonized if pos-
sible, and this test trip was
undertaken for the purpose of
securing information on this vital
problem of the correct stage of
maturity at which to pick and
ship California tree fruit.

Another important object
was to obtain data regarding the
variations in temperature within
a standard refrigerator car load-
ed and shipped under standard
conditions. To load fruit abso-
lutely uniform as to color and
maturity into a refrigerator car
in which the temperature condi-

a \ Hind \ pre I l
SOLAN 0,8 tions are unknown might lead to

results which would radically
; change the general picking pro-
} SAN IN cedure and require modifications
Le STOCKTON ~ in maturity schedules as now
a rr \ . practiced. Accordingly, data were
JOAQUIN 3 sought as to the exact tempera-
\ | ture conditions within the car
while en route to destination

markets.

In view of the general inter-
est regarding the addition of salt
to ice as an aid in refrigeration,
another special object of the trip
was to study this particular
problem.

In addition, a careful study
was made of the accuracy and
dependability of the so-called
“Ryan Self-Recording Thermom-
eter,” a small, compact instru-
ment which its inventors claim

all icing stations en route from Fig. |—Shipping Points of Test Cars: Vacaville, Walnut Grove, Will accurately record the refrig-

California points to New York
City are indicated. In addition,
the icing stations are shown via
the southern route over Southern Pacific rails. Three cars
of the six in the test were billed to Chicago and the other
three to New York City.

DECIDUOUS FRUIT SCHEDULE

The schedule on deciduous fruit from Roseville, Cali-
fornia to Chicago, Illinois, is 154 hours, or seventh morning
delivery. The schedule for New York City is eleventh
morning delivery, or the fourth morning after arrival in
Chicago. The test cars were all started out from California
points on June 19th. The three destined for Chicago were
actually sold in that city on June 30th, and those destined
for New York were sold on July 1st. The Chicago cars
arrived in time for seventh morning delivery, but inasmuch
as they came in during a week-end were held over, for sales
purposes, until Monday morning. The New York cars like-
wise arrived in time for eleventh morning delivery, although
they were sold on the twelfth morning. Accordingly, the
results obtained on the cars in this test should represent
actual conditions encountered in handling the same variety
of fruit from similar sections of the state.

Loomis, Penryn, Newcastle, Auburn.

erator car temperature at the
position where located, from
point of origin to destination.
This thermometer registers the temperature up to a period
of about thirty-five days on a tape somewhat similar in
nature to an ordinary weather map.

Certain other miscellaneous studies, such as the carrying
qualities of irrigated versus non-irrigated fruit, of fruit
grown with a normal water supply as against fruit produced
with an abnormal water supply, were also undertaken in a
preliminary way in order, if possible, to ascertain facts
which would improve present methods and practices.

EQUIPMENT USED AND LOCATION OF
THERMOMETERS

Six newly rebuilt standard Pacific Fruit Express cars
were used in the test trip. These cars were wired with
electrical resistance thermometers (Fig. 3), the standard
equipment of the United States Department of Agriculture,
developed by that organization for refrigerator car test
purposes. The thermometers were specially calibrated and
fitted for the test, and are very sensitive, recording temper-

(Five)

 
 

 

 

 

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Fig. 3—Electrical Resistance Thermometers for Car Temperature Work

ature conditions with a high degree of accuracy. All six the running board at the top of the car. (See Fig. 15, page 30.)
cars were completely equipped. : In this manner a complete temperature picture of conditions
The thermometers were arranged so as to give a com- within the six cars were secured without ever opening the
plete cross section of conditions within each car, recording car doors throughout the entire journey.
the car and fruit temperatures in various positions through- Twelve Ryan Self-Recording Thermometers were in-
out the load. Fig. 15 on page 30, showing the arrangement stalled in PFE 7033 loaded at Loomis. Six of these ther.
of the thermometer equipment, gives a very clear picture as mometers were placed two or three inches apart at the
to the exact positions within the car where temperature top of the load, about three feet from the doors toward the
readings were taken. One group of two thermometers was bulkhead. Six more were placed in the center of the car
placed at the Lottom layer next to the ice bunkers, one of at the bracing and at the bottom of the load between the
the thermometers being actually inserted in the fruit and doors. A Government electrical resistance thermometer was
the other in the air at this position. A second group of two placed in the center of each group of six, in order to check
thermometers, one in the fruit and one in the air, was placed the temperature record of these instruments.
a Fhe lop layer next to fe joe bunkers. A third group
of two thermometers was placed in the fruit and air at the . rer
bottom layer at the center of the load, half way tetween SELECTION AND LOCATION OF TEST FRUIT
the ice bunkers and the center brace; the same system
was carried out at the top layer half way between the ice Plums were used as the main test fruit in the six cars,
bunkers and the center brace. A fifth group of two ther- with such other varieties as were available. The fruit was
mometers was placed at the bottom near the center bracing picked in three general stages of maturity: (1) green, hard
and a sixth group at the top near the center bracing. In and representing a stage more immature than the average
other words, readings were taken in the first, sixth and shipment out of California; (2) fruit picked and packed ac-
eleventh tiers or “stacks” at the bottom and at the top cording to the color and maturity schedule adopted by the
of the load in both fruit and air in each of the six cars. California Fruit Exchange for the 1924 season, and repre-
Special mention will be made of thermometers located in senting a condition somewhat riper and with more color
positions other than herewith indicated. than is perhaps ordinarily found in out-of-state shipments:
In order to avoid confusion, the terms “stack,” “layer” generally speaking, this class of fruit would represent a
and “row” whenever used in this report will be defined stage about half way between green and eating ripe; (3)
as under the regulations of the United States Department ripe fruit, full color, but still firm and in reasonably good
of Agriculture for use in their Inspection Service. A “stack,” shape so far as appearance went for long distance shipment;
for instance, is a pile of packages extending from one side a little short of eating ripe. : J
of the car to the other, one package in length. A “layer” The test crates of fruit were located in the same positions
is a course of the load in a car, one package in height. A as indicated above in referring to the electrical thermom-
“row” is a pile of packages extending lengthwise of the eters, namely, next to the ice bunkers in the bottom and
car, one package in width. A “stack,” therefore, is parallel top layers; half way between the ice bunkers and the center
to the ends of the car; a layer is parallel to the floor and bracing in the bottom and top layers; and right next to
ceiling; a row is parallel to the sides of the car. Most the center bracing itself in the bottom and top layers. Three
growers use the words “tier” and “stack” to mean the same crates of the same variety were placed in the positions
thing. as indicated, the first crate in a green condition, the second
All of the thermometers were connected by wires run- according to “Exchange Schedule” as far as maturity went,
- ning through a master cable out underneath the top of the and the third in a ripe condition. I'he diagrams appearing
doorway and thence to the running board at the top of the later on in this report in connection with the complete
car. Readings were taken at intervals of four to six hours data on each car (see Fig. 15, page 30) show the location
en route from California points to Chicago and New York ©f the test crates more accurately than can be described.
City by the crew which accompanied the shipments. The When a second variety was located in the test cars, it
readings were taken through the use of an electrical reading was placed in the second stack or tier next to the bunkers,
or measuring box, which was connected with the cable at in the fifth stack and in the tenth stack, top and bottom

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Regular Icing Stations on Route of Test Train to' Council Bluffs.

Los Angeles

Santa Barbara
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San Francis $0
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Visitacion

(Seven)

 
  
  

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its kind in the world, with manufacturing capacity of 1250 tons

    

of ice per day; the two platforms have an icing capacity for 160
cars at one time; cars are iced at the rate of one per minute;
storage rooms with capacity of 50,000 tons of ice.

   
   
   

(Eight)

  
 

 

(1)—North side of plant at Roseville, California; capacity, 50 cars at
one time, ’
(2)-—South side of Roseville plant showing platform with icing capacity

of 110 cars at one time; the ice plant at Roseville is the largest of

PACIFIC FRUIT EXPRESS COMPANY ICING STATIONS

(3)—~Carlin, Nevada, natural ice plant; storage houses with capacity for
50,000 tons of ice; 110 cars can be iced here at one time.

(1)—Sparks, Nevada, artificial ice plant with insulated storage rooms of

20,000 tons capacity ; manufacturing capacity of plant, 300 tons per
day; icing platform handles 110 cars at one time at rate of one
per minute.

 

 

layers. In the case of a third and fourth variety, the same
method was repeated in the other end of the car. This
method of locating the test fruit gave a typical cross section
of all conditions within the car. When miscellaneous and
supplemental tests were made, the detailed report by cars as
given hereafter in this summary will show the exact position
in the car in which the fruit was loaded.

The following schedule of sizes and color under which
to Pick and pack. the various standard varieties of plums
and peaches shows the stage of maturity referred to in this
report as “Exchange Schedule.” Certain of the larger
shipping companies adopted similar picking and packing
schedules for the 1924 season, and it should be understood
that in actual practice this list was varied somewhat under
the different conditions prevailing throughout the state.

STANDARDIZATION OF SIZES AND COLOR AND REPRESENTING THE
SECOND STAGE OF MATURITY, SELECTED FOR Test TRIP,
AND REFERRED TO AS “EXCHANGE SCHEDULE.”

Variety Smallest Size Color
ADBX.... ..i in 5x6 Good straw color %
Beauty: -.......... © 9X9 Good straw color to red tip
Botah .................... 5x5 Full straw color to % red
Bradshaw ........... .. 4x5 14 to % red
Burbank (Not over wn
5% 3x5)... 4x5 Full straw color to % red
California Blue........ 4x5 1% to 24 blue
Diamond -...................... 9X9 1% to 25 blue
Duarte -............... ... 4x5 1% to 2 red
Fellenberg .................... 5x6 24 blue
Formosa... .......... 4x5 Good straw color to yellow
Gavieta. ...........\. 5 = 4x5 Good straw. color
Giants .............o.iia. 5x5 Free from pit
Grand Duke (Not over
10% 5x5)... 4x5 24 color
Gros Hungarian ......._. 4x5 1% red
Hinora ...._............ 5x6 3; color
Kelsey-'...... . .—... _.... 4x5 Yellow.
ogen ........................ 4x5 Good straw color
Presidént ..............  -. 4x5 Full color
Purple Duane ............. 4x5 1% to % color
Santa Rosa ......... .... 9x5 ¥% to % color
Safssma 5x5 24 color
Shirg:........ .......... 5x5 Good color of yellow
Sharkey .................. 4x5 Full straw color to % red
Standard: ............... 5x5 1% to 25 color
Sugar Prune.................. 5x6 1% red
Tragedy ........ ... ... 5x6 % to 25 color
Wickson.................... 4x5 Turning yellow
Climax, (Not: over
10%. 5x5)... .......... 4x5 Good straw to red tip
Columbia .............. 4x5
Clyman 0... .. 5x5 Full straw with red
Yelow Egg... 4x5 Full straw color

All Japanese plums, Peach Box Pack, not smaller than
90, and tight."

European plums, Peach Box Pack, not smaller than 95's.

PEACHES

All peaches must be well developed and tight pack.
Triumph..................... 95 Yellow, blush of red
St. dab... 95 Yellow, blush of red
Mayflower... ... "~~". 95 White, red blush
Alexander.........0  . .. ~~ ~~" 95 White, red blush
HalesFarly.... ............"" 90 White, red blush
Early Crawford................. 90 Yellow
Foster... .. os 90 Yellow
Fibetfa...........«......... ~~ 80 Yellow; free from pit
TUSCHN................ 80 Full yellow
Clings (all yellow) ................. 70 Full yellow
All other peaches................... 80 Good color

SUMMARY OF RESULTS OF TEST TRIP AND
RECOMMENDATIONS

In order to obtain the full results of this test trip, the
details given on each car appearing later on in the report
should be studied carefully, but this general summary is
given at this point in order to lay a foundation for a more
thorough understanding of the subject matter to be presented
in the pages following. The general results given herewith
apply to the entire test and not to any one car unless spe-
cifically indicated. All temperatures given are actual fruit
temperatures unless otherwise noted.

(1) The most favorable and uniform location in a

 
  
    
 
 
  
 
  
   
 
   
  
    
  
   
    
    
  
 
  
  
  
   
    
   
     
 
   
 
   
   
   
  
 
  
  
   
    
  

refrigerator car is at the bottom of the load near the ice
bunkers. Taking the car shipped from Loomis as typical
of the cars moving under standard refrigeration, the fruit
temperature at this position during the first six days of the
journey averaged 36.8 degrees and during the last five days
of the journey 35 degrees. All temperatures throughout
are Fahrenheit.

(2) The least favorable position insofar as this test
was concerned, was found to be at the top layers in the
center of the load, about half way between the ice bunkers
and the doorway. At this position the average temperatures
of the fruit during the first six days out, taking the Loomis
car again as typical, was 59 degrees, and during the last five
days averaged 49.5 degrees. Compare carefully with the
coldest and most favorable location as given above.

(3) The temperature of the fruit throughout the top
layers averaged from 9 to 16 degrees higher than in the
bottom layers. At the start the fruit in the top layers
averaged 20 degrees higher than in the bottom layers. This
condition prevailed with an outside air temperature of be-
tween 80 and 90 degrees and a fruit temperature when
loaded of around 75 to 80 degrees. It is a well known fact,

_ established in other tests conducted by the United States

Department of Agriculture, as shown in their published
reports, that the temperature gradually increases from the
bottom to the top of the load and that all top layers are
warmer throughout than bottom layers. All ripe lines of
fruit, therefore, should be loaded in the bottom layers
whenever possible. Means for overcoming these differences
in temperature have not been fully worked out, but some
attention has been paid this problem in earlier tests, and it is
hoped that further progress may be made along this line
in tests conducted jointly by the railroad car lines and the
United States Government.

(4) The temperature of the fruit at the bottom of the
load near the ice bunkers dropped to 45 degrees or there-
abouts within 12 hours after the car doors were closed. This,
with outside air temperature and actual temperature of the
fruit when loaded, as indicated above. .

(5) It took four days for the temperature of the
fruit in the top of the load, half way between the ice
bunkers and center bracing, to drop to 55 degrees, and
the average at this position during the last 5 days out was
49.5 degrees. The average temperature of the fruit at the
coldest part of the top layers, which was near the center
bracing, was 47.8 degrees during the last 5 days of the
journey. The average Jemperature of the fruit at the top
layers next to the ice bunkers during the last 5 days out
was 48.9 degrees.

(6) Summarizing the car temperatures in various parts
of the load from California to New York City, taking the
Loomis car again as typical, the following is shown :

Position in Car Av. Temp. of Fruit Time
Bottom nearice.................._... 36.8 degrees First 6 days out
Bottom near ice...................._.. 35 » Last 5 days out
Top layers at ice..................... 56.9 » First 6 days out
Top layers at ice..................... 48.9 » Last 5 days out
Botton layer half way Le-

tween bunker and brace 42.7 » First 6 days out
Botton layer half way bLe-

tween bunker and brace 38.3 » Last 5 days out
Top layer half way between

bunker and brace........... 59 2 First 6 days out
Top layer half way between

bunker and brace......_... 49.5 » Last 5 days out
Bottom layer next to bracing 45.3 » First 6 days out
Bottom layer next to bracing 41.6 » Last 5 days out
Top layer at center bracing 56.2 » First 6 days out
Top layer at center bracing 47.8 » Last 5 days out

(7) _ The addition of salt to the ice in the bunkers aided
in reducing the temperatures in the top of the load, but salt
must be added carefully. It was found that a 2 per cent
mixture of ordinary rock salt added to the Newcastle car
just after loading was completed resulted in bringing the
temperature at the top of the load down to 45 degrees within
one day, as compared to six days in getting the temperature
down to 55 degrees in a car not salted. The temperature in
the bottom of the load was pulled down to about 40 degrees
at the end of one day, but, to show that extreme care must
be exercised in adding salt, the temperature in the coldest
part of the load, at the bottom layers near the ice bunkers,
had dropped to 29 degrees by the time the Newcastle car
reached Ogden, Utah. Instructions were then given to stop
salting at reicing stations, except under special orders.

Our recommendation with reference to the use of salt
would be that, while extreme care must be used, a light
mixture of from 2 to 4 per cent of salt at time of loading

(Nine)

  
 

i i

PACIFIC FRUIT EXPRESS COMPANY ICING STATIONS

(1)—Ieing Station at Ogden, Utah (similar to Sparks).
(2)—Splendidly equipped plant at Laramie, Wyoming (similar to Carlin).
(3)—North Platte, Nebraska, artificial ice plant; insulated storage rooms

with capacity of 13,166 tons; the manufacturing capacity of the

(Ten)

ym

plant is 375 tons per day; icing platform handles 110 cars at one
time at rate of one per minute.

(1)—Council Bluffs, Iowa, artificial ice plant; storage rooms with capacity
of 21,405 tons and manufacturing capacity of 260 tons per day;
icing platform handles 110 cars at one time.

 

 

 

 

 

 

and at the first reicing is advantageous in reducing car
temperatures promptly and in lowering the spread between
the top and bottom layer temperatures. The salt should
be added after the car doors are closed, otherwise a lot
of refrigeration, created from the rapid melting of the ice,
is lost. The salting record of the Newcastle car was as
follows: 250 pounds added at Newcastle, California; 112
ounds at Sparks, Nevada; 64 pounds at Carlin, Nevada;
7 pounds at Laramie, Wyoming, and 20 pounds at Waterloo,
Iowa. The amount of salt added is always based on the
amount of ice added and not on the total amount of ice
in the bunkers. From 250 to 300 pounds is enough to add
at point of origin. Slightly larger quantities might be used
without danger. However, the use of even a small per-
centage of salt is inadvisable unless the car is equipped with
a vd rack, basket ice bunkers and solid, insulated bulk-
eads. ;

The effect of salt in quickly reducing the temperatures
in the upper part of the load during the first 24 hours was
consistently reflected in the condition of the fruit throughout
the top layers as to soundness. When the fruit was inspected
on arrival in New York, it was found that crates of plums
picked riper than Exchange Schedule remained in about the
same condition as when loaded, in the salted car, whereas
in cars not salted this fruit had become decidedly overripe.
Viewed from this standpoint, the use of salt appears to be
worthy of further tests. iE i

The Pacific Fruit Express - Company has made the
following statement with reference to the use of salt as
a result of their findings in this and other tests, which they
asked be included in this report: “While the P. F. E. are
anxious to give the most satisfactory service available, they
reluctantly concur in the use of salt by shippers in handling
fruits and vegetables, for the following reasons:

“In the use of salt, we would recommend grave
consideration be given:

“(a) As to whether car is equipped with insulated
bulkheads.

" “(b) Prevailing outside temperatures and length of
time in transit.
“(c) The commodity to be transported.
“(d) The use of salt creates a higher percentage of
moisture in the air, which is detrimental to com-
modities, encouraging the formation of mold.

(8) The fruit loaded in the bottom layers, and espe-
cially that near the ice bunkers in the bottom layers, arrived
in Chicago and New York in about the same stage of maturity
as when loaded. In other words, the fruit loaded green at
Point of origin arrived green, the fruit picked and loaded on

xchange Schedule arrived in about the same condition, and
the ripe fruit showed practically no change from condition
at point of origin. In general, it may be said that fruit
loaded on all bottom layers will be insured of very good
carrying temperatures en route, and, if picked at the proper
stage of maturity, will arrive in perfect condition.

(9) Fruit loaded in the top layers showed a very
marked ripening in transit; the green crates in the top layers
of the same variety as those in a similar position in the
bottom layers were firm, but usually fully colored for the
variety, on arrival in Chicago and New York. The fruit
picked on Exchange Schedule and loaded in top layers
arrived showing full to deep color for the variety and in
some cases slightly soft. Fruit loaded ripe in top layers
at point of origin showed, on inspection in Chicago and
New: York, soft to overripe and full color for the variety.
In other words, unless fruit located in the top layers was
picked fairly green or in firm condition, generally speaking,
it arrived overripe.

(10) Non-irrigated Climax plums showed better carry-
ing qualities than those normally irrigated. Test crates
were selected from two different ranches, grown under
different cultivation practices and different soil conditions.
This fruit showed three-fourths to full bright color at point
of origin and arrived in a firm condition, showing only
slight softness even when located in the most unfavorable
positions in the car. Plums of the same variety, which had
been irrigated several times before picking and loaded at
point of origin somewhat greener, so far as outward appear-
ances went, ripened more quickly in transit and showed
more evidence of softness than those which were non-
irrigated.

(11) Results of the test, showing marked differences
in the condition of the fruit in the bottom and top layers,
indicates that a practical standard of maturity must take into
consideration the higher temperatures which occur in the
top one or two layers of the car. It is recommended that,
a practicable, the top layers be manifested as a

separate line, especially as the season for the various varie-
ties progresses to the point where the fruit is naturally
riper than in the first pickings. Manifesting the top layers
as a separate line would result in their sale as such, and
would avoid in large measure the possibility of a poor top
layer lowering the sales value of the entire car. While it
1s recognized that in every-day loading methods it is not
always possible to load the greener and hardier fruit in the
top layer, such a practice would be very desirable.

_ (12) The Exchange Schedule for picking the various
varieties of large, early Japanese plums is probably a little
too far along in the maturity program; in other words, Lased
on the results of this trip, it would appear that under
present market and trade demands such varieties should
be picked somewhat greener than this schedule provides.

(13) The 12 Ryan Self-Recording thermometers placed
in the cars adjacent to the Government electrical resistance
thermometers showed a variance in record of temperatures
from point of origin to destination of from one to five
degrees, as compared with the record as registered by the
thermometers commonly used by the Government and the
Pacific Fruit Express Company in making their. tests, and
which are known as the most accurate means of arriving
at exact temperatures. The record of the commercial self-
recording instruments from origin to destination was more
or less consistent with the electrical resistance thermometers
except for the .differences mentioned. The Pacific Fruit
Express Company points out, “it should be understood that
thermometer records used by shippers at variance with
records established by electrical resistance thermometers
cannot be accepted as portraying actual conditions in the
car without proof of calibrations of the instruments before
they are installed and after the trip has been completed.
Further, there would still exist the possibility of the ther-
mometer record having been affected by jolts or sharp
impacts encountered by the car en route, causing variations
from true temperature record as it existed. Again, air
temperatures from the top of the load to the ceiling of the
car vary in proportion to the distance of the air from the
top of the load, getting warmer as the height is increased.
If thermometers are used immediately at the top of the load
in the center of the car, it will be noted that the warmest
temperature in the. car affecting fruit is taken, and such a
record does not show the conditions applying, as far as
temperatures are concerned, in other parts of the load. If
thermometers are placed in the air above the top of the
load, temperatures are secured which are warmer than the
highest temperature of fruit in the car. If thermometers
are placed at the geometrical center of the load, half way
between ice bunker and car doors, and half way between
floor rack and top boxes of fruit, average temperature
conditions could be expected.” In general, however, as
stated above, these commercial self-recording instruments
produced temperature records which showed differences of
from one to five degrees from the record established by the
Government thermometers placed among them.

DETAILED RECORD ON EACH CAR

THE NEw YORK GROUP—Lo0oMIS, NEWCASTLE AND
WALNUT GROVE CARS

While the above general conclusions are, of course,
valuable, the information following, with reference to the
detailed record on each car figuring in the test, is of major
interest. A study of the information obtained on each of
these cars should form the basis for a number of indpendent
conclusions on the part of readers.

The cars loaded at Loomis, Newcastle and Walnut Grove
were all destined to New York City. It will be noted that the
fruit in all threé cars had about the same inttial temperature
when loaded at point of origin. The Loomis and Walnut
Grove cars moved under standard refrigeration, while the
Newcastle car was salted. The Newcastle car arrived in New
York with fruit showing an average temperature of about 1.7
degrees below the fruit in the two cars which were not
salted. During the first day and a half the average temper-
ature of the salted car dropped about five degrees lower
than the two cars under standard refrigeration and main-
tained a lower temperature with variations during the next
five days. During the remainder of the trip, or from
Waterloo, Iowa, east, the average temperature of the salted
car rose slowly until during the last two days of the trip
the difference between this temperature and the tempera-
ture of the cars under standard refrigeration was only from
one to two degrees lower. The average amount of ice
consumed en route by the two cars moving under standard
refrigeration was 21,200 pounds, or 350 pounds more than
the car in which salt was added to the ice.

Inasmuch as the opportunity was given to select with

(Eleven)

 
BT RT ET

TT Bo Fa eB

extreme care the fruit loaded in car PFE 7033 shiped from
Loomis, a very detailed record was taken of the conditions
surrounding this particular shipment, and a number of
temperature charts have Leen worked out which are en-
tirely typical of the conditions prevailing in the other cars
moving under standard refrigeration. In other words, the
temperature charts given in connection with the Loomis
car are applicable to all cars figuring in the test, with the
exception of the Newcastle shipment. This is particularly
true, inasmuch as all of the cars were newly rebuilt and
identical in physical condition insofar as could be deter-
mined. :

Mr. Wendell C. Day, who accompanied the shipment
as a representative of the California Fruit Exchange, gave
the Loomis car particular attention, inasmuch as he was
present when the fruit was selected and loaded at point of
origin. The Loomis car was billed at 26075 pounds and
was loaded 10 packages high, 5 ackages wide, with 21
stacks, and consisted mostly of plums ana peaches. The
average temperature of all fruit in the Loomis car at point

"of origin was 77 degrees and the average temperature of all

the fruit at destination was 42 degrees. The net amount of
ice consumed by this car from Loomis to New York City
was 22150 pounds.

Figures 15 and 16 illustrate graphically the condition of
the fruit in the two main tests figuring in the Loomis
shipment, and the tables on pages 17 and 18 indicate in de-
tail the condition of the fruit in the Loomis car at both point
of origin and destination. These data should be compared
carefully with the figures showing the temperatures prevail-
ing in various parts of the load.

PFE 7913 was loaded at Newcastle and sold in New
York City on July 1st. This car was the one which had a
2 per cent Jmixture of salt added to the ice in the bunkers
about the time the car doors were closed at point of origin.
It was billed at 26350 pounds, standard load, as in the case
of all the other cars, and showed an average temperature
of all fruit at 2s of origin of 80 degrees and an average
temperature o all fruit at destination of 41.5 degrees. The
total amount of ice actually consumed en route to New York
City was 20850 pounds, or about 1300 pounds less ice than
was furnished the Loomis car, moving to the same destina-
tion. The actual amount of salt used in this car has been
given in the conclusions listed above. Fig. 17 on page 32
and the tables on pages 18 and 19 illustrate and describe
in detail the principal tests in the Newcastle car.

Car PFE 12206 was loaded at Walnut Grove on June
19th, and sold in New York City July 1st. The principal
varieties figuring in this test were Formosa and Santa
Rosa plums. The car was loaded 10 high, 5 wide, with 21
stacks. The average temperature of all fruit at point of
origin was 79 degrees and the average temperature of all
fruit at destination was 43.3 degrees. The total amount
of ice furnished this car was 28200 pounds; there was 7950
pounds of ice in the bunkers at destination, leaving the net
amount of ice consumed en route from Walnut Grove to
New York at 20,250 pounds. Fig. 18 on page 33 shows the
condition of the fruit in the main test in the Walnut Grove
car ang should be studied in connection with the tatles on
page 19.

THE CHICAGO GROUP—AUBURN, PENRYN AND
VACAVILLE CARS

The cars loaded at Auburn, Penryn and Vacaville were
all destined to Chicago. The average temperature of all
fruit in these three cars dropped consistently from an
average of 80 degrees at point of origin to an average of
about 41 degrees at destination. The temperature records
of the fruit in the lower layers was consistent from point
of origin to destination, and the icing record of all three
averaged about the same, which, of course, should be ex-
pected, as these cars all moved in the same train, were
similar in construction and passed through the same outside
temperatures.

PFE 10848, loaded at Auburn on June 19th, was sold
in Chicago on June 30th, the same schedule as all cars
destined to Chicago. It was loaded in the standard manner,
10 packages high, 5 wide, with 21 stacks, and was billed at
26,000 pounds. The average temperature of all fruit at
point of origin was 78 degrees and at destination 42.7
degrees. The net amount of ice furnished this car was
17,734 pounds. This car was given the special attention of
F. W. Allen, of the University of California, who accompa-
nied the test shipment. The results are given in considerable
detail in the tables on page 20 and in the chart on page 34
(Fig. .

Generally speaking, the' fruit in the Auburn car appeared
in good condition at the time of unloading. Of the varieties
shipped in this car, the Santa Rosa seemed to soften much

(Twelve)

more rapidly than did the Climax, and this conclusion was
generally borne out with reference to other cars in the
test. Shiro and Tragedy, while becoming somewhat soft in

the Auburn car, on account of their dry, mealy flesh, held

up for a relatively longer period of time than many of the
other varieties. ;

The car loaded at Penryn, PFE 12229, was sold in
Chicago June 30th and contained a 26,000-pound load. The
average temperature of the fruit in this car at point of
origin was 8 degrees and the average temperature of all
fruit at destination was 41.7 degrees. The total amount of
ice actually consumed by the Penryn car was 18934 pounds.
Fig. 20 on page 35 and the tables on page 22 give the prin-
cipal information with reference to the condition on arrival
of the fruit in PFE 12229.

PFE 10788 was loaded at Vacaville June 19th and sold

in Chicago June 30th. It was loaded with apricots, plums,
peaches and figs; 10 boxes high, 5 boxes wide, with 21
stacks of boxes in the entire car. The average temperature
of all fruit in this car at point of origin was 79 degrees.
The average temperature of all fruit at destination was 42.5
degrees. The complete icing record on this and the other
cars in the shipment will be given later, but. it is sufficient
to say at this time that 26,000 pounds of ice was furnished
on the Vacaville car from point of origin to destination in
Chicago. There was 7066 pounds of ice in bunkers at
destination after laying in the Chicago yards for about three
days, leaving the net amount of ice actually consumed en
route at 18,934 pounds. ;
This particular car was loaded with considerable fruit
that was too ripe for eastern shipment. The Santa Rosa
plums generally were very ripe and highly colored, which
accounts for the large number of test crates arriving in a
condition described as “too ripe to meet market demands.”
The Royal apricots used in the: test were from the Hartley
Orchard and were generally fully colored, with some soft,
at time of loading. Fig. 21 on page 36, in connection with
the Vacaville car, illustrates graphically the condition of the
Santa Rosa plums at point of origin and destination. This
variety constituted the main test in the car from this ship-
ping point. The tables on page 22 summarize the important
data in connection with the two main varieties in this test car.

TEMPERATURES OF LADING IN DIFFERENT
PARTS OF THE CAR

An examination of the charts showing the records of

temperature in the Loomis car, moving under standard
refrigeration, given herewith (Figs. 7 to 10) shows that
the fruit loaded in the test cars, showing a temperature in
the neighborhood of 80 degrees at point of origin, started
cooling off rapidly after the doors were closed. During
the first 24 hours the average temperature. of all fruit dropped
about 28 degrees; during the next 24 hours, about 5 degrees;
during the next 24 hours, about 3 degrees, and from that
time on slowly fell until a point between 40 and 42 degrees
was reached. During the latter days of the trip this tem-
perature is quite evenly maintained. .

These temperature records illustrate, as given above in
the summary, that the most favorable location for fruit in
refrigerator cars is immediately on top of the floor racks
next to the ice bunkers. The closer to the ice tanks the fruit
is located, naturally the more quickly it loses its field heat.
For instance, the temperature of the fruit in the cars in
this test next to the bulkhead on the lower layer, cars under
standard refrigeration, dropped as follows:

TEMPERATURE OF FRuIT AT LOCATIONS INDICATED
DURING Trip To NEW YORK

During the first 48 hours:

Lower layer next to bulkhead, to degrees
Lower layer half way between center and
bulkhead, to
Lower layer center of car, to
Top layer next bulkhead, to 39
Top layer half way between bukhead and
center of car, to 61
Top layer in center of car, to... 57

After being on the road 6 days:

Lower layer next bulkhead, to

Lower layer half way between bulkhead
and center of car, to

Lower layer center of car, to

Top layer next bulkhead, to

Top layer half way between bulkhead and
center of car, to

Top-layer center of car, to

 

 

 

 

After being on the road 11 days, or at destination:

Lower layer next bulkhead, to

Lower layer half way between center of
car and bulkhead, to

Lower layer center of car, to

Top layer next bulkhead, to 48

Top layer half way between bulkhead and
center of car, to 48

Top layer center of car, to

From this description it will be noted that the fruit in
the upper layers will be carried at the highest temperatures
of any fruit in the car and that fruit in the bottom layers
will be carried at the coolest temperatures. The layers in
between will be carried at temperatures proportionate to
their distance from the bottom of the car to the top of the
oad. i

- TEMPERATURES WITH SALT AND ICE

- It will be seen from the charts showing records of
temperature (Figs. 11 to 14) that lower temperatures are
shown throughout the Newcastle car in general than was
the case with those moving under standard refrigeration.

* This was ‘accomplished by the use of salt, causing a fast

melting of the ice. In this connection it should be pointed
out that in some instances in other parts of the country the
use of salt has resulted in freezing of commodities, par-
ticularly when cars were not equipped with insulated bulk-
heads. The temperature charts also show that the outside
temperatures through the central west were not high on the
average, although high temperatures would have. had little
effect on the cars, other than to cause a faster melting of
the ice and consequent better refrigeration.

When the last application of salt was made, at Waterloo,
Iowa, very low temperatures were found in the air on the
bottom layers next to the bulkhead, reaching as low at one
time as 26.5 degrees, although 2 per cent only was added at
Waterloo.

These conditions would indicate that the application of
salt to ice must be considered seriously, as more salt than
that indicated as Baving been used at Waterloo would un-
doubtedly have caused freezing damage, even though a car
with an insulated bulkhead was used. No doubt if a small
percentage of salt had been added at Blue Island, Illinois,
Marion, Ohio, and Hornell, New York, air temperatures
would have been maintained at a below freezing point long
enough to have caused freezing damage to the load.

It will be further noted that at Sparks, Nevada, 5600
pounds of ice was added to the bunkers and 2 per cent, or
112 pounds of salt was added after reicing was accom-
plished. This application of salt, in conjunction with the
cold night air between Sparks and Carlin, the next reicing
station, created temperatures in the bottom layer as low as
28 degrees. All of this indicates that salt must be used
very carefully if good results are to be obtained, and in no
event should a large percentage of salt be used. Please note
in this connection the attitude of the officials of the Pacific
Frujt Express Company, as indicated in the conclusion given
above.

In addition, there are certain other objections to the
general use of salt in refrigerator cars not equipped with
brine tanks for retaining the salt solution. Such objections
relate to the corrosive effect of the salt upon metal parts
of bridges, block signals, or of the car. The Federal Depart-
ment of Agriculture, as a result of previous tests in the use
of salt, state: “The use of a certain percentage of salt with
the ice results in increasing the rate of meltage of the ice,
releasing a correspondingly greater amount of refrigeration
in a given time. Under the action of salt, the air from
which the heat is absorbed by the melting ice drops rapidly
in temperature to a point below 32 degrees F., when in
direct contact with the ice. The temperatures obtained by
the salt and ice mixture have been found to range from
about 30 degrees F., with 2 per cent of salt, to 20 degrees F.,
with 10 per cent of salt, and a temperature of approximately
zero is secured when about 20 per cent of salt is used. It
would rarely be advisable to use more than 5 per cent of
salt at the first application in a refrigerator car loaded
with fresh fruit and a smaller percentage at the first reicing,
if another application is made. Five per cent of salt means
an amount equal to 5 per cent of the amount of ice by weight
in the bunkers at the time of the first salting, and, if salt
is again added at the first reicing, the amount should not be
more than 2 or 3 per cent of the quantity of fresh ice supplied
at that time. Concentration of the salt by not being thor-
oughly mixed with the ice may result in low air tempera-
tures for a long enough period to cause a slight amount of
freezing of exposed fruit. The use of 5 per cent of salt gives
an air temperature at the bottom of the bunker of about 27
degrees F.” These conclusions bear out the results obtained
in the test trip now under consideration.

CIRCULATION OF AIR IN REFRIGERATOR CARS
AND EFFECT OF METHODS OF LOADING
ON CIRCULATION

. A thorough knowledge of the manner in which air
circulates in refrigerator cars will explain many of the dif-
ferences. in temperature occurring in various parts of the
load. An interesting feature in connection with transpor-
tation of perishables under refrigeration in refrigerator cars
is that the warmer the outside temperature through which
the car must move, the more rapidly the ice in the bunkers
is melted, and hence the more pronounced are the cold air
currents circulating through the car and the quicker and
more effectively refrigeration takes place.

The circulation of air within the car follows a definite
cycle, based on the theory of the density of a. gas under
different temperatures. It is a well known fact that cool
air, being heavier, falls to the bottom of a room or car and
as it warms up it rises to the ceiling or roof of the car.
Delicate instruments for determining the direction and in-
tensity of these air currents have been devised, and the three
charts (Figs. 4, 5 and 6), in connection with the subject
of the circulation of air within a refrigerator car, show, first,
just how the air currents move when the ice bunkers are full,
second, the circulation when the ice bunkers are about level
full with the top layer of crates of fruit, and, finally, the
movement of air within the car when the ice level is below
the top of the load. It will be noted that in all three cases
the air circulation is quite comparable, and that, contrary to
opinion generally, the circulation of air in a refrigerator car
is just about as efficient when the ice bunkers are only
partly filled as when they are completely filled. In other
words, the volume of ice does not influence the direction of
the air currents materially or to such an extent as to inter-
ere With proper refrigeration, unless, of course, they become
empty.

It will be noted that the cold air moves down through
the ice tanks and thence underneath the false floor (with
some of it working up through the air spaces between the

ackages), out through the middle of the car to the center

racing, up over the top of the load and back to the ice
bunkers, where it is re-cooled. The rapidity and effectiveness
of the refrigeration depends in a measure on the air spaces
around the packages. Naturally, if all packages in a car
are loaded close together, the air can only reach the outside
containers and the inside boxes must be cooled by means
of radiating their heat through the outside boxes. This is a
slower process than as if the packages were spaced properly
in loading. The floor racks now placed in refrigerator cars
are standard equipment and were installed as the result
of test car experiments carried on the by the United States
Department of Agriculture to determine methods of aiding
in air circulation. The most modern type of Pacific Fruit
Express car in use today permits a good circulation of air
throughout and around the load of fruit.

In connection with the circulation of air in refrigerator
cars, it is interesting to note the comments of C. W. Mann
of the United States Department of Agriculture, who says:
“The motive force which induces the air circulation in the
car originates, therefore, in the ice bunker. This force or
energy is comparatively weak and may be easily dissipated
entirely if the air passages through the load are obstructed.
In other words, the circulation of the air from the ice bunker
is due to the difference in weight of equal volumes of warm
and cold air. The outward movement of the cold air from
the bottom of the ice bunker is continuous and forces its
way to all parts of the load, if the necessary air channels
are provided between the stacks from end to end of the
load. The open spaces in the load at the bracing permits
an effective accumulation of cold air at the doorway. In
cars not equipped with floor racks, which form long air
channels under the load, there is slower and less uniform
refrigeration at the part of the load nearest the bracing,
because of the lack of movement of part of the cold air from
the bunker to the middle of the car.

“The efficiency of the refrigerator car is influenced not
only by the structural features of the car but to an important
degree by the care exercised in the loading of the crates or
boxes in evenly spaced stacks that will permit of the fullest
circulation of air around the separate packages. :

“A car loaded in this manner with crates of uniform
size, properly and securely braced to prevent the shifting
of the load and obstructing of air channels, insures the
shipper of maximum benefits to his product from the most
rapid and uniform refrigeration. :

“The mixing of packages of different sizes in the same
load obstructs the natural circulation of air from the bunkers
to the center of the car by shutting off the air channel. The
air circulation is checked at the point where the open spaces
between the stacks are closed by odd-size packages. Under
these conditions the air currents are “short circuited” in

(Thirteen)

 
effect and the refrigeration of the fruit at the center of the
car 1s at a slower rate. It is desirable to load only one
style of package in the same end of the car, if possible.
When necessary to load packages of two different sizes, the
least objectionable method would ke to place the irregular
sized ones in the stacks nearest the braces. It is not an
uncommon practice to place an extra layer of crates or boxes
on the top of the load at the ends of the car near the ice
bunker. When these packages are in addition to the mini-
mum or standard load, the practice is hardly advisable,
particularly in the case of quick-ripening fruits, although
not so objectionable for hardy varieties of apples or similar

products.”

DEVELOPMENT OF THE MODERN
REFRIGERATOR CAR

It might be thought from the data which have been
presented that the ordinary refrigerator car now in use in
California is very inefficient and inadequate. Such, how-
ever, 1s not the case. While it is true that the refrigerator
car 1s not perfect, when one considers that most of the

major developments in the present-day refrigerator have
taken place within the past few years, and that improve-
ments are continually being made, it is felt that shippers
have cause to congratulate rather than criticise the carriers.

The history and development of the modern refrigerator
car dates back to the early 60’s, and no story of modern
tests regarding the efficiency of the present-day refrigerator
would be complete without a description of exactly how the

present car was evolved and the difficulties encountered in

the building of the standard type of equipment now placed
at the disposal of the shippers in California and elsewhere.*
Several writers have made varying attempts at compiling
a history of the early railway refrigerator car used in the
shipment of perishable products. The principal obstacles
which have confronted every writer on this su ject are the

facts that there are so many conflicting statements relative

to the origin and ownership of the first cars, and statistics
do not show the number of cars owned over a series of

years. Even at the present time information covering modern

equipment is quite as obscure. Such history as is in exist-"

ence is largely based upon the recollection of men who were
alive during the period when refrigeration of meats and other
products in transit was first introduced.

EARLY WORK OF THE MICHIGAN CENTRAL
AND PENNSYLVANIA LINES

Most of the early operators and builders of refrigerator
cars seem to agree that this class of railway car had its
inception and first actual trial in the early part of the sixties.
The opinion of most authorities seems to be that the Michigan
Central Railway is te=be given credit for the irst attempt
at the carriage of fresh meats from Chicago to New York
and Boston in a freight car constructed with compartments
in which ice was used as a refrigerant.

This experiment was tried out on ordinary box cars,
which were fitted up with a platform at each end within
the car, upon which the ice was loaded. A suitable means
was also provided for catching and discharging the water
from the melting ice. ' These improvised refrigerator cars
were capable of carrying from 2,000 to 3,000 pounds of ice,
which had to be placed when the car was empty and prior
to loading with cargo. | No means was provided for reicing
in transit, and as a consequence the cars were handled in
passenger service as far as Suspension Bridge, New York,
where they were made up into “fast freights” and, after
a three days’ journey, the meats were landed in New York
City in good condition.

The Pennsylvania Railroad, under the direction of W. W.

Chandler, who stands forth as one of the leading lights in

the development of the refrigerator car and its effect upon
the shipment of perishable commodities, and for many years
head of the Star Union Line, was conducting experiments
in the shipment of perishables at about the same time as
the Michigan Central. Due to the fact that the experiments,
previously referred to, did not modify to any great extent
the actual construction of the cars, it probably would be
more nearly correct to say that the thirty box cars fitted
with double sides, roof and floors by Mr. Chandler in 1857
were the real ancestors of the modern refrigerator car. So
far as is known, these cars were the first in which an
insulation material against the passage of heat was used. In
these cars all the available space in the walls, ends, floor

*Material on the Development of the Modern Refrigerator Car sup-
plied by L. L. Yates, General Supt., Car Dept. Pacific Fruit Express
Company, and L. D. Weld, Ph.D., from “Private Freight Cars and
American Railway.” Studies in History, Economics and Law, Vol.
XXXL, No. 1, Columbia University, 1908.

(Fourteen)

These cars were con-
etween the doorways,
discharged. The cars
d then a box containing
An ice box in the end

and roof was packed with sawdust.
structed with a hole in the floor b
through which the waste water was
were first loaded with the product an
i placed in the doorway.
suspended by straps, was later installed.

THE DAVIS IMPROVED REFRIGERATOR CAR

While these experiments were
in Detroit along the

on there was con-
nes of better effi-
and on November 27, 1867, the
by J. B. Sutherland, of Detroit,

also of Detroit, patented an im-
came the most widely used,
shipment of dressed
hicago to Boston in
the generally accepted
car marked the begin-

siderable activity
ciency in car con
first patent was taken out

In 1868 D. W. Davis,
proved refrigerator car, wh
and, on account of the fact that t
beef was successf
1869 in one of th
opinion that the
ning of the dressed bee

Davis and Chand
refrigerator car const
ficers of the Star Un
head, remember that t

It will be seen that most of the
erator cars were conducted in the s
and dairy products.
encouraging r
very rapidly.
who were int
developed the idea that
and dairy products coul

tables or other perishable
fields in the shipment of 'm
ed on the back haul, the ca
empty, especially in cases
ceeded outgoing f

ully shipped from C
e Davis cars, it is
development of this

ler soon became competitors in the
and to this day of-
of which Chandler was the
ar was called a “Sweat Box.”

experiments with refrig-
hipment of dressed meats
The experiments so far produced
as a consequence the industry grew
ng with American ingenuity, those
the designing of refrigerator cars
what was being done with meats
also be done wi

ruction business,

th fruits, vege-
In exploiting new
her products could
rs would have to be
Speci where incomin
reight in the particular district.

FIRST ATTEMPTS TO SHIP FRUIT UNDER
REFRIGERATION

arle of Cabden, - Illinois, made the first
under refrigeration.
ge enough to accommodat

pace or compartmen

ese chests were loaded in a
ad to be handled on express
damage in handling

( Parker E
attempt, in 1865, a
scheme was to construct chests lar
several fruit c
in each chest

t shipping fruits

with an ice s
Several of th
f shipments h
train schedules and, on accou
and high express rates, the sc
a great measure of success w
Mr. Earle, so far as is k
during this period si
Charleston, South Carolina, b
in 1877 the first shipment of pe

In 1868 Davis tried one o
strawberries from Cabden, Illinois.
a cylindrical container in each cor
ice and salt were use
was sustained by the

as attained. The ship
were strawberries; however,
hipments were made from
y steamer to New York, and
aches was made from Georgia.

n the shipment of
The car was fitted with
ner of the car, in which
Such a heavy loss
equality of refrig-
he cylinders were
other attempt.

meat cars of the
the same year and,
e ripening fruit, the

d as a refrige
shippers, due to in
d to the fact that berries near t
at the shippers did not make an
\ gan peaches were shipped in
igan Central to New York durin
eat generated by
a loss to the owners.

.Most of the experimental fruit shi
period were a failure or onl
of the fact that mod
and also much migh
fruit when picked
precooled and the results were so
early trouble can now be attribu
ice carrying capacity.

Earle continue

on account of the h
entire shipment was
1 pments during this
y partially successful, on account
g facilities were unheard of,

what better. Much of the
ted to the lack of sufficient

but procured
n at that time
with very large capacity ice
ere greatly improved and the ship-
tables over great distances started
ulatic of men of that time.

Virginia, shipped her first vegetables to New
5. The first shipment of strawberries from
New York in 188..

d with his experiments,
y constructed cars of what was know
“Tiffany” car, built
His results w
ment of fruits and vege
beyond all calculations

California landed in
fornia went east in 1888 and from Flori
All shipments prior to this date

Oranges from Cali-
da to New York in
were under venti-

". The new-born industry
Railroads were against it bec
the rafters made the car top

encountered many obstacles.
ause the hanging of meat from
heavy, causing several wrecks.

The cattle shippers were opposed because shipments of
dressed beef caused them considerable loss of business.

Gustavus Swift demonstrated that the shipment of
dressed meats was practical and plunged his whole resources
behind the industry on a large scale. He soon became the
owner of over 6000 cars. Swift was soon followed by
frmour, Nelson, Morris, Cudahy, Schwartzchild and Sultz-
erger.

EARLY REFRIGERATOR CAR LINES FOR
: CALIFORNIA FRUIT

In 1886 Carlton B. Hutchins of Detroit constructed fifty
refrigerator cars in accordance with his desi n and organ-
ized the Detroit Refrigerator Car Company, which operated
the cars in the transportation of fruit and vegetables over the
Michigan Central. Due to a disagreement between Hutchins

and an official of the Michigan Central, he was forced to

cease operation of the cars over that road. Later he disposed’

of the cars to Mr. F. A. Thomas, a fruit and ‘produce dealer
of Chicago, who started the first refrigerator car line of
im Rrfance in the fruit business.

Thomas had a desire to test the transportation of Cali-
fornia fruits to the eastern markets, and finally succeeded
in geiting roads running to the Pacific Coast to allow him
to send five cars west for fruit loading. He had difficulty
in getting Shippers to load the cars and eventually purchased
the fruit for shipment himself. His experiment was decid-
edly successful and, in 1888, Mr. Hutchins, Mr. Thomas and
his son formed the California Fruit Transportation Company,
which, in turn, rented cars from the Hutchins Refrigerator

Car Company, an organization solely in the business of

manufacturing cars. ;

The adventure of the California Fruit Transportation
Company was successful and they enjoyed good profits for
two years, but later were forced out of the business due
to cutting of rates and general competition.

During this same period the Goodell Line, owned by
Porter Brothers, the Continental Fruit Express, owned by
Edwin T. Earle, and Armour entered the field of fruit ship-
ment. Armour finally absorbed both companies and pur-
chased nearly twenty more smaller lines, operating them
under the name of the Armour Car Lines, the Fruit Growers
Express- and Continental Express, an organization which
became the largest of the fruit transportation lines. He first
added 10€0 cars and later built another thousand to keep
pace with the growing traffic.

It will be seen that this industry started with the carry-
ing of meat, then dairy products, and finally fruits and
vegetables. The experiments were successful and the idea
was practical.

Up to this time practically all the equipment was owned
by private car lines or individuals, and while, in the begin-
ning, the railroads, on account of the experimental stage of
the industry, were not interested in building this type of
car, they now became more interested. From this period up
to the present time the railroads have taken the lead in
refrigerator car construction and there are now very few
privately owned car lines in the field, compared to former
days. Also,’owing to the overwhelming growth and progress
in the fruit shipping industry, it became necessary to provide
equipment in the same ratio, involving an enormous outlay
of capital beyond the financing ability of most of the pri-
vately owned car lines. It is obvious that the problem was
solved to the satisfaction of grower, shipper, produce dealer
and all concerned when the railroads took the lead with
their facilities to finance such a large undertaking.

The Southern Pacific, Union Pacific, Illinois Central,
Missouri Pacific and Louisville and Nashville were the Dio:
neers in the development of transportation under re rig-
eration.

PRESENT STATUS OF REFRIGERATOR CAR
SUPPLY
The year 1905 seems to be the beginning of the period

in which the railroads started to build cars of their own and
to acquire cars owned and operated by smaller private car

-lines.

The Chicago, Burlington and Quincy and the Santa Fe
Refrigerator Dispatch were among the first to enter the field
on an extensive scale. For several years the Santa Fe
Refrigerator Dispatch, with 6000 cars, was the largest rail-
road owned car line. Es

In 1906 the Southern Pacific and Union _ Pacific
(Harriman Lines) purchased certain property and interests
from Armour and placed orders for the construction of 6600
cars, which were operated under the Pacific Fruit Express

Company, organized and incorporated specifically for the
operation of the refrigerator car business of these lines.

The Pacific Fruit Express Company has enlarged its

facilities and equipment and today stands as the largest of
the refrigerator car lines.

An idea of the increasing number of refrigerator cars

owned by the railroads and their subsidiary car lines can
be gathered from the following figures:

No. of Refrigerator Cars

9
Jan. 1st, 1924
July 1st, 1924

The nine largest refrigerator car lines in the United -

States, as of July Ist, 1924, are as follows:

Car Lines No. of Cars

Pacific Fruit Express Company :
Santa Fe Refrigerator Dispatch
Fruit Growers Express

Merchants Dispatch, Incorporated
‘American Refrigerator Transit Co
Illinois Central vais
Western Fruit Express

Northern Pacific

 

 

DESCRIPTION OF THE MODERN CAR

( Since the sixties much has been learned about heat
transmission through insulation materials; studies have been
made of the circulation of air currents within the cars, and ff
the general construction has been carried out in accordance
with types best adapted to the use of shippers, combined
with more efficient railway operation.) After many years of
experience in the construction of refrigerator cars, and with
a better understanding of the fundamental theories of heat
transmission, it is obvious that the construction in general
is very similar as it applies to the majority of cars.

The modern car, practically without exception, has

three compartments—a large one for carrying cargo occupy-
ing most of the space within and through the center of the
car, at each end of which is a strong bulkhead, with openings
top and bottom to permit air circulation; two smaller com-
partments for carrying the refrigerant are provided at each
ad of the car between these bulkheads and the end of
the car.
The cargo is loaded and discharged through tight fitting
doors on each side of the car, and the refrigerating compart-
ment is filled through hatchways in the roof (usually two
over each compartment), which are provided with air-tight
double doors.

The refrigerating compartment in the general type of
car is lined with a heavy wire screen on all four sides, set
out away from the wall an inch and one-half or more, to
permit warm air entering through the top opening of the
bulkheads from the cargo compartment, to settle when
cooled to the bottom of the compartment in an unobstructed
manner. A heavy wood or steel grate near the bottom of
the compartment supports and holds the ice up a distance
from the floor, allowing the cooled air to distribute back into
the cargo compartment through the bottom opening in the
bulkheads. A heavy sheet metal pan covers the floor of the
refrigerating compartment to catch water from the melting
ice. The water is discharged through air-sealed trip open-
ings in the floor. :

{ Lack of understanding of the theories regarding air
cirtulation- and heat transmission was the cause of great
losses to shippers and constructors of the early refrigerator
cars. In this respect the rule of thumb would not work,
and the chemist, engineer and physicist have been of great
assistance to the modern car builder.) f'here are few ship-
pers today who are not cognizant of t progress and im-
provement made in car construction, which eliminates great |
loss and makes possible the shipment of the most delicate
of fruits and vegetables over great distances.)

SOME GENERAL OBSERVATIONS

The results obtained from this test trip clearly indicate
the need for further study along this line, and reveal the
fact that the grower and shipper of California fruits has a
great many problems confronting him on maturity and
refrigeration. These problems are general in character and

(Fifteen)

 
require the expenditure of time and money, which it is not “overripe” and others of a like nature are us

ossible for the individual grower to supply. The grower, market is bare, a very mediocre article may {ox ar bo ICING RECORD OF ALL TEST CARS LOADED JUNE 19, 1924
poweven can do his part by putting up every package of may receive a high price. If the market is glutted, even PFE 7033 12229 10848 - 10788 12206 7913

ruit in an honest, attractive manner, so that every package fancy fruit will move at a discount. s Date. ; Icing Station. Loomis. Penryn. Auburn. Vacaville. Walnut Newcastle. Salt.
Jay be presented as a sample on the floor of the auction Generally speaking, it would seem highly desirable if : Lbs, Lbs. Lbs. . Grove. 1bs, |. Lbs,

ouse and bring credit on the entire shipment. There are the first shipments of most varieties could be picked more June 18, 1924 Roseville, Cal. 10,600 10,600
many different suggestions that might be made with refer- mature than has been customary in the past. In this con- June 20, 1924 Roseville, Cal. 2,200 0
Stieg fv improvements In packing methods, as brought out nection, however, it must be remembered that certain classes | June 20, 1924 Sparks, Nev.
by this test and by the experiences of shippers generally of the trade purchase fruit for out-of-town shi ment. A very | 210s Carlin, Nev.

ung e past several years, but this subject has been considerable quantity -of California fruit sold in Chicago, June 22,1924 Ogden, Utah
Sovares very adequately in: other publications. Such im- New York and other large market centers is reshipped to | June 23, 1924 Laramie, Wyo,
Dorian jjiilters of standardization as uniformity in size, “outlying towns, sometimes 50 or even 100 miles distant June 24, 1924 North Platte, Neb.
pai ormi y in maturity, the correct size of crate or package, from the market. While fruit purchased and sold to the June 25, 1924 Council Bluffs, Ia.

e use 9 s ins in plum packs, the use of pear pads for ultimate consumer within the city limits of any of the large J June 26, 1924 Waterloo, Ia.
Dear pas S, 1 9 elimination of scarred, wormy undesirable eastern markets is undoubtedly placed on the retail stands June 27, 1924 Blue Island, IIL
fron, s ite 9 the correct cleat, careful and proper lidding, within twenty-four hours after the arrival, fruit which is June 28, 1924 Marion, Ohio
Lhe use 0 a : 0 Jutficient weight to give a strong package reshipped to outlying towns will not reach the final con. June 29, 1924 Hornell, N. Y. 800

a Jubjects which have been discussed so fully in the 6 sumer until three or four ‘days after it is sold on the auction. |
Das J a en vi Not pay to take them up at this time. Above In other words, certain buyers demand fruit which is ready | Total amount of ice used in pounds 26,000 24,800 26,000 28,500 28,800
2, 3 are ol, andling of the product itself is necessary, if for immediate consumption, while others want fruit which Approximate amount of ice used in tons 1 122/5 13 14% 14 2/5
ta ifornia deciduous fruit is to be placed on the table of the will stand reshipment without serious loss. Moreover, if *Salt added just as car doors closed at Newcastle
gl Hinge oso snmer In a condition which will make for the market is bate, buyers will take riper fruit, as they can
t i Cr urn it quickly, but if the market is overstocked, the de- :
It is a fact that the general opinions of the trade regard- mand firmer fruit. Any attempt, th 1 Yo
ing felitornis iris are not based on a scientific under. yfrary standard for phoning Rr a a wht : TEST “A”’—LOOMIS CAR
y of the principles o € ripening processes, of ‘lead to embarrassmen ifficulti

refrigeration . Jeansii and of the Or i Paes Torrassmelit and difficulties and perhaps even io - CLIMAX PLUMS—Greener than Exchange Standard Schedule

0 to make up the actual intrinsic worth of the fruit on Until such time as more accurat i Temperature
arrival in destination market; they are, however, based on is little to say in the way of Sas data are lise thers Position in Car— Condition on arrival. Color ‘on. arrival. Fiisto lass Pack.
a definite knowledge of what the retailer will purchase as an aid in picking. Good judgment and the color standards ’ Sink, layer : cp )
an of what they themselves can purchase and still make which have been developed are merely the results of expe- 1 Bot. Hard green Turning straw 368° 380 ory, geod
2p it, and this, in a Fogenl way, is what counts. The rience as to the best time at which to pick and pack the ! Top Firm Full red 88a $39 S304 i
physical appearance of the fruit itself goes a long way various varieties intended for eastern and out-of-state ship- 6 Bot. Firm Pink tip to half color 42.7° a Slightly loose; few bruises
loWard making a satisfactory sale, and for this reason every ment, and even in the use of the color schedule suggested ; 6 Top Firm to slight soft Full re 59.0° ; Loose—Fallen
etlort must be bent to deliver California fruit in such a good, ordinary, common sense must be used. Naturally 11. Bot. Firm Pink tiptohalfcolor  - 453° : Lonte--Fallen :
manner as to appeal to the eye. : ruit which is designed for shipment to nearby states may 11 Top Firm : Full red 56.2 . Badly fallen; no shims used

In this connection it is Interesting to analyze some of be picked somewhat riper than that designed for markets All plums above showed slight straw to occasional pink tip at point of origin, normal irrigation, good firm pack, even

he Jsual rade jos 534 Bb describe fhe, Condition and Chicago and east. ripeness, very hard.

ppear alifornia deciduous fruits. e term “over- The main purpose of this test was to devel
Fike Is a favorite one with fruit buyers. To the minds of conditions as to tem eratures existing NE pa) : GLINAY PLUMS~Eachonge Simndard Schedule . ° :

e grower, or even to the consumer, this term usually means cars en route to mar et, with a view to changing picking Bot. Firm % to % red 36.8 35.0° Good——Tight .
a soft, watery or, in the case of some varieties, a mealy - packing and loading practices if the evidence developed Top Fairly firm Full red 96.9" 48.97 Few fallen; no shims used
gondition of the product itself. As employed by the fruit that such changes were necessary. It is felt that this object Bot. Firm % to % red 42.7°  38.3° Good—Tight

uyer, however, it might be defined as any variety which has been accomplished and a careful study of the tempera- Top Firm to soft Full red (deep) 59.0° 49.5° Good—Tight
shows full color, regardless of the firmness of the flesh. ture charts and illustrations presented in’ this publication 11 Bot. Firm % to % red 453° 41.6° Few cover bruises
So far as the buyer is concerned, fruit generally should not together with the conclusions outlined in the beginning of | 3 11 Top Firm to slight soft Full red 56.2° 47.8 Few fallen; few bruises
show full color on arrival at destination, if he is to be the report, should be productive of good results. With | : : cots ot Sito § iockie ik Do shims
satisfied. The term “weak and wasty,” which to the average some minor variations, these conclusions apply equally to | All plums above showed strong straw color, good pink tip at point of origin; irrigation normal, good firm pack, even
grower would imply fruit which is very soft and perhaps shipments of grapes, pears, peaches and ne deciduous ripeness, all fruit good condition.
even with the skin broken and the juice running out, does fruits, in addition to plums, which constituted the main
pot {lean fuch a condition at all on the eastern markets. variety in this test. The temperature conditions encountered CLIMAX PLUMS-—Riper than Exchange Standard Schedule
In the parlance of the buyer, “weak and wasty” refers to in the shipment of plums under refrigeration are practically Ret Fi Good Full red 36.3° 35.0° Good—Tight
on Eh iinet Show any over fegrey of sob borishable fonity ose encountered in the shipment of other | Top Fairly firm Full red 56.9: 489° Good

ess. 1 y ol iruil on a perishable fruits or vegetables, and for this reason the re- i 11 : 38.3° Good
given market in any one day plays a very large part in sults gi i i i ra Bot. rm. Full red - 00
determining how critically the buyers examine the olen i hgh ies should have = very Wide sie: Firm to slight soft Full red . 203° Goud
and how freely such expressions as “weak and wasty,” 1 2 Firm Full red . i1.6° Good
’ Firm : Full red . 47.8 Good

All plums above full red at point of origin, very firm, even color; fruit never irrigated.
Nore: Non-irrigated ripe plums used in this test showed very slight change from condition at time of loading.
Average air temperature: Center of % car half distance floor rack to top of load—First six days, 46.9°; last 5 days, 43.6°.

=
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R=EWOWON Oy =

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Sho ctiea ote
PEP ET RTT PD

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en

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SEEEEBEBBBEEBE

 

TABLES, CHARTS AND DIAGRAMS
TEST “B’—LOOMIS CAR

ERHAPS th i i ‘ . : : :
(Pp be Japs 5 Se migresting a nd Jagricave Hpsure of this rep ort will BURBANK PLUMS—Greener than Exchange Standard Schedule
: y : One, Wg leh consist of 2 genes of ize. a og Condition on arrival. Color on arrival. Pack.

Stack. Layer.

tables, and illustrated charts giving the details on each of the individual Bot... Very hard Occasional stoaw tip Fair
Top Slightly soft % to full red Fair

tests in the six cars. The tables should be read strai 3
aight across the page from 5 Bol. Hard to spongy Slight straw to pink tip Fair
5

left to right. The size of the pack in the test crates is first given, then the Top Slightly soft 1% to full red Good
Green to slight straw Good

gestion i" jue ar Where the ip Were located, followed by the condition | 3). Bok Bard 10 SOUS ngitly soft Sharh lo flight Good
e fruit on arrival in op Fairly /
divided into three mai . fi a a d New York. The tables are All plums above were green in color at point of origin with no indication of straw or pink; very hard, fairly well
Exch hed : Zn groups; rst, ruit picked and packed greener than developed in size, normal irrigation.
Xchange schedule; second, fruit picked and packed on Exchange schedule; | BURBANK PLUMS Exchange Standard Schedule

and the third group describes the fruit picked and packed riper than Exchange Bob. Firm to Sponay Good straw to % red; Diregular ripeness Good

schedule. The notes following each group indicate in somewhat greater detail | Top Slightly soft % to % red Good

the color and condition of the fruit at point of origin. The charts and diagrams Bot Lim to Spongy Saw 10 %: zed *Yery loose; bruised
: op ightly so a 3

In connection with the tables should prove the source of a number of independ- 10 Bot. Firm to spongy Straw to % red Good

ent conclusions not set forth in the report itself. 10 Top Firm to slightly soft Slight to % red Good
All plums above were picked on Exchange schedule, showed good straw with pink tip at point of origin; even ripeness

and better color than greener plums above.
*Plums packed very loose had rolled around on shim in center of crate and were % to 3% black—looked like skin bruise
only. Gave appearance of worthless fruit. Difference in packs very slight.

 

 

 

(Sixteen) (Seventeen)

 
Size.

4x5
4x5
4x5
4x5
4x5
4x5

TEST “C’—LOOMIS CAR
ies SANTA ROSA PLUMS—Exchange Standard Schedule
Position in Car—

Stack. Layer. Condition on arrival. Color on arrival.
Bot. Firm to slightly soft Full deep red
Top % very soft; some worthless Full deep red
Bot. Firm Full deep red
Top % very soft; some worthless Full deep red
Bot. Firm Full deep red
Top - Fairly firm to soft Full deep red

Loose; shifted
Good

Loose; few tin top cuts

All plums above picked on Exchange schedule, showed three-fourths to full red at point of origin, but firm with even
ripeness; irrigated once only, 10 days before picking.

4x4
4x4
4x4
4x4
4x4
4x4
All plums

SANTA ROSA PLUMS—Riper than Exchange Standard Schedule
1 Bot. Firm to soft Full deep red Fair
1 Top Ripe—soft—mouldy Full deep red Poor .
6 Bot. Firm to soft Full deep red Loose; tin top cuts
6 Top Worthless Mouldy (blue) l.oose
9 Bot. Firm to soft Full deep red Loose
9 Top Few fairly firm; others wasty—soft Full deep red Loose

above were picked riper than Exchange schedule, full deep red color at point of origin, fairly firm to slightly

soft; good eating stage, good condition, regular ripeness.

One entire

TEST “D”

stack Triumph peaches arrived in good condition. Sizes and pack were also good. Close inspection showed

brown soft spots on green as well as colored side of peach. Looked like rough handling, viz.: Fruit thrown into pick-
ing basket, into lug box, or on packing bench carelessly.

Variety.
Tragedy
Tragedy
Tragedy
Tragedy
Tragedy
Climax

Abundance
Abundance

Abundance
Abundance
Abundance
Abundance
Formosa
Burbank

Red June
Red June

ADDITIONAL TESTS—LOOMIS CAR

Position in Car—

Maturity. Stack. Layer. Condition on arrival. Color on arrival, Pack.
Green; very slight color 11 Hard—green—sour Ye to 24 : Tight—good
Standard; % to 24 color 11 Firm—good flavor Full Good
Standard Firm—good flavor Full Good
Standard Slightly soft Full Very loose
Ripe—full color Fairly firm Full Good
Standard; % to % red !

but no irrigation
Green
Standard

Firm % to full Good
Hard to spongy Green to slight pink tip Good
Very firm Irregular—green to half

red; little change from

time of loading Good
Firm Pink tip to half red Good
Very firm Slight pink to half red
Slightly soft Full red Fair
Soft Full red (deep) Fair
Soft—over-ripe Full red

_—ot wh CO

Standard
Standard
Ripe; % color but firm

Creo oe

ipe

Ripe; full pink, fairly firm

Slightly greener than
standard; slight color

Standard

Standard

Loose; no
Spongy ¥ to full red shims
Firm Slight to % red Good
Firm to slightly soft 4 to full red Good

__NO=DON ROT

Ce Ot

Note: Several samples inspected to get above results. Note difference in ripeness in different layers.

Size.
4x5
4x5
4x5
4x5
4x5
4x5

. TEST “A”—-NEWCASTLE CAR
CLIMAX PLUMS—Greener than Exchange Standard Schedule

Condition on arrival,

Position in Car—
Stack. Layer.

Bot. Firm

Color on arrival. Pack,
: “ red color (mostly) Tight
Top Fairly firm Full red color Tight
Bot. Hard to firm Turning straw to % red Slightly slack
Top Fairly firm Full red Slightly slack
10 Bot. Firm Turning straw to % red Slightly slack
10 Top Firm Full red Tight

All plums above were picked greener than Exchange schedule, showed slight red tip, but all showed color turning straw

at point

4x5
4x5
4x5
4x5
4x5
4x5

of origin mostly on tip; very firm, irrigated, picked June 18th, 1924.

CLIMAX PLUMS—Exchange Standard Schedule

Bot. Firm % red color Tight

Top Fairly firm Full red to deep red Fairly tight
5 Bot. Firm Red tip to % red Slightly slack
5 Top Fairly firm Full red ; Slightly slack
10 Bot. Generally firm % to full red Tight
10 Top Fairly firm; few soft Full red color Tight

All plums above were picked on Exchange schedule, showed a quarter turning straw color, remainder red tip to one-third

red, mo

4x5
3x4
4x5
4x5
4x5
4x4

stly one-quarter red at point of origin; generally firm, some fairly firm, irrigated, picked June 18th, 1924.

CLIMAX PLUMS—Riper than Exchange Standard Schedule
Bot. Fairly firm; few soft % red color
Top Fairly firm to soft Full red Very slack
Bot. Fairly firm; few soft 24 red color Loose
: Top Fairly firm; many soft Full red to deep red Tight
10 Bot. Fairly firm; few soft 1%. red color Tight
10 Top Fairly firm; some soft Full red; few deep red Loose

All plums above were picked riper than Exchange schedule, showed one-quarter to full red, mostly one-third red color

at point
(Eighteen)

of origin; generally firm, few soft on tip, irrigated, picked June 19th, 1924,

 

 

 

 

 

 

TEST “B”—NEWCASTLE CAR
DUARTE PLUMS—Greener than Exchange Standard Schedule
Position in Car— :

Stack, Layer. Condition on arrival.

Bot. Very firm

Color on arrival.
2 Practically no change
2 Top Fairly firm Full red
6 ‘Bot. Firm Practically no change
6 Top Firm % to full red :
9 Bot. Firm Practically no change
Top Firm 24 to full red Slightly slack
All plums in above group picked greener than Exchange schedule; green to mottled red at point of origin, mostly mottled
red; hard, irrigated, last irrigation June 15, 1924; picked June 19, 1924.

DUARTE PLUMS—Ezxchange Standard Schedule

Bot. Firm Practically no change

Top Fairly firm Full red color

Bot. Firm Practically no change Tight pack
Fairly firm Full red ! Loose
Firm Practically no change Slightly slack

Soft Full red Fairly tight
All plums above group picked on Exchange schedule, mottled red with few full red; very firm; last irrigated June 15, 1924;
picked June 19, 1924, ; :
REMARKS: Only 2 crates of ripe were available when the car was loaded; hence this test was incomplete.

TEST “A”—WALNUT GROVE CAR
All Formosas—R. J. Coggeshall

: FORMOSAS—Picked and Loaded Green
Position in Car— :

Stack. Layer. Color, point of origin. Condition on arrival. *Condition for New York market.
1 Bot. Green to slight straw Green to slightly turning Too green
1 Top Green to slight straw Hard ripe, % color, pack full tight Good
6 Bot. Green to slight straw Turning straw to pin Too green for this market
6 Top Green to slight straw Firm to soft, loose pack Good for this market

11 Bot. Green to slight straw Green to few turning Too green for market

11 Top Green to slight straw Firm to hard ripe, pack loose Good condition for this market

FORMOSAS—Picked and Loaded on Exchange Schedule

Bot. Straw to slight red Straw slight turning red

Top Straw to slight red Ripe to soft ripe, full tight pack
Bot. Straw to slight red Turning straw Little too green for eastern market
Top Straw to slight red Ripe to few soft ripe, loose pack Little too ripe

Bot. Straw to slight red Firm to hard ripe, good pack Too green

Top Straw to slight red Hard ripe to few soft, good pack Slightly too soft

FORMOSAS—Picked and Loaded Ripe

Bot. Straw to slight red Firm to hard ripe, % color Good
Top Slight red to % color Ripe to very soft ripe, full color Too ripe
Bot. Slight red to % color Firm to hard ripe, % color Good for eastern market
Top Slight red to % color Ripe to very soft ripe Too ripe
Bot. Slight red to 3 color Firm to slightly soft; good pack Good for market
Top Slight red to % color Fully ripe; slightly soft to very soft; .
*The opinion of the trade. good color Too ripe

Slightly too green
Too ripe for eastern markets

TEST “B”—WALNUT GROVE CAR
All 0. R. R. Brand

SANTA ROSAS—Picked and Loaded Green

Stack. Layer. Color, point of origin. Condition on arrival and Remarks.

Bot. Green to slightly turning Firm to hard ripe—slightly green for eastern market
Top Green to slightly turning Hard ripe, good pack, good for eastern market

Bot. Green to slightly turning Firm, good pack, good for eastern market

Top Green to slightly turning Hard ripe, good for eastern market, good pack

Bot. Green to slightly turning Firm to hard ripe, good pack, good for eastern market
Top Green to slightly turning Firm to hard ripe, loose pack, good for eastern market

SANTA ROSAS—Picked and Loaded on Exchange Schedule

Bot. % to full color Hard ripe, good pack, good for eastern market

Top % full color Hard ripe to few soft, only fair condition for market
Bot. %% full color Firm to hard ripe, good for eastern market, good pack
Top 3 full color Hard ripe, good pack, too ripe for eastern market

Bot. % full color Hard ripe to firm, good pack, good for castern market
Top % full color Ripe to few soft, loose, too ripe for market

SANTA ROSAS—Picked and Loaded Ripe

Bot. Full to deep red color Hard ripe, good for eastern market

Top Full to deep red color Ripe to some soft, too ripe for eastern market

Bot. Full to deep red color Hard ripe to ripe, good pack, good for eastern market
Top Full to deep red color Ripe to some soft, too ripe for eastern market

Bot. Full to deep red color Did not secure fruit enough for this position

Top Full to deep red color Did not secure fruit enough for this position

Position. in Car—

SoU

coronene

(Nineteen)

 
AUBURN CAR
VARIETIES AND Sizps

Two varieties only were used in this test

Loaded in A end of car
SANTA ROSA—2 crates 4x4.
“* is crates 4x5 CLIMAX 5 crates 4x4
crates 3-4.5 % crates 4x5

2 crates 5x5

Loaded in B end of car

he above lots lacked two crates to make the total of 18 call

SANTA

Condition when loaded at Auburn, Condition upon un]
/A=7 red color, quite firm
4-% red color, quite firm
4-% red color, quite firm
4-3 red’color, quite firm

4-34 or, quite firm
0

ed for)

Maturity and positio
No. 1—Tjer 1
[3 1

n in car,

ROSA—Freeq Orchard

% full red color, firm
4 full red color, firm

, mostly firm, good condition
8ood condition
above

Full red to dark red, firm to

Springy— firm ripe
Full red to dark red, fi
Springy— firm ripe

Good to dark red, springy to slightly soli. 2uli five.
Full red fo dark re.P Sr

All dark red, springy to sof;
ed, firm to

t, loose ang irregular, ov
pe Good to dark red, slightly soft, full ripe,

fair cond,
erripe

fair condition
All dark red, springy to so

Dark red, rather soft, full ripe, immediat
ei No fruit

ft, loose and irregular, overripe

€ use

No. 3 showed 5¢ Per cent soft with Several specimens leaking,
CLIMAX—T.1 AND CORKILL
Maturity ang Position in car, Condition when loaded at Auburn, on unloading at Chicago,
0. 1—Tier 1 Green color, quite firm G straw color; 50% red tip; quite firm; too green
“1 I, quite firm G color, mostly firm, some springy, good condition
reen color, quite firm lor with 50% fruit showing tip to 1 red; firm to
slightly springy
Green color, quite firm Mostly red color; firm to springy
Treen color, quite firm traw color with 50% of fruit showing tip to 1
springy
Good red color mostly firm,

Fruit at bottom of load next
} fruit ahout 50% red, fi
Creamy straw to red tip, full straw color
firm to springy i

Green color, quite

red, slightly
firm

some springy,

0 ; ree positions of 800d red color
and Springy. Hard Tipe to full ripe; very good condition
but ag Tipe as should pe shipped

Fruit at bottom

%-% red color;

springy

s after unloading, No. 2 on to
all soft ripe; No. 3

P of load sho
0. 3 on bottom of load w

’ » While
ere also too ripe,
SUPPLEMENTAR

Variety, Maturity

and Grower tion when unloaded at Chicago,
Santa Rosa A-4 Full red to dark red, firm to springy, Dark red, springy, ripe to soft
Maturity No. 3 uniform sjze 4x4

for Exhibit

¢ ripe, pack loose ang uneven,
too ripe and of poor appearance, Not shown

Shiro T-3

for Exhibit

No. 1 Green to straw
No. 2 Good straw to

No. 3 on top of load were -

Condition when

Y TESTS—Smaij Lots (2-6 Crates)

loaded at Auburn, Condi

» quite firm Straw to yellow, springy, fine condition
yellow, springy Good yellow, sprin

8Y; good condition,
difference between the two lots

Shiro B-7
No. 1 Green to straw

» quite firm to slightly Straw to yellow, springy to gs]
Springy—5x5
No. 2 Yellow green to

yellow, springy to Good yellow color; sprip Y to rather soft, but v
rather soft with several full ripe—5x5 condition; good ace 8 Sty &oog

Aside from color little

ightly soft
(Twen ty)

 

 

AUBURN CAR (Continued)

GENERAL LOTS IN CAR

or i imens; springy,
Varo Glaturiy Condition when loaded at A er
i sa . ! flowing soo) Allred with Slight volley he hol loose pack. Buyers said,
imax A- to straw tips, few Fre rm or: aa
0 ii color and red tip; genera fio Sips; shou «
finely

Condition when unloaded at Chicago.

v ’
u gy
bl ’

m how up con-
fT v ti m ] gy : ingy ther soft. Defects s
: P-1 ‘Green with straw tip to Siraw w 34) *ed Full red and springy to rather so Defects
1B xes 5x5 tip, ii p30. bi with cracked spicuously and m
isshapen
2 Boxes 4x5 some m

(No irrigation) tip

hehe ns 8 Good red to dark red; firm
10 Boxes 4x5
Box 4x4

Santa Rosa H-7 a
1 pone axd One-half to two-thirds red color; firm, slight ha
12 Xes 4x5

i 0-50
All dark red color; firm ripe to soft, about 5

Unable to locate these two lots after

firm
i dark red; generally

7 red color with a few da

mle Mostly Bo specimens slightly springy

: ‘ it firm ripe to ripe
; : 11 red color; fruit
ingy; general maturity Fu ith 5 per cent soft
uty S-19 ink; firm to springy; g wi
ys 5xB Good Sugw eolr no bl picking standard
4 Boxes 4x

stacking on the auction floor
5 Boxes 4x4 |

ipe to soft ripe but
: ne AL good rod Talon Hips to soft ripe lu
. - Most specimens showing ood condition when iatel
Beauty J-4 Color ) % red TI ne ey must be: used immediately
to % red; it of uniform size an
11 Crates 5x5 2 resent standard. Fruit o
10 Crates 4x5 of p

: f specimens
; d red color with 5% o ft ripe
Beauty F-2 ] ith red tip with about 50% - ans % Soy red and soft; others all soft rip
olor wi ity a little above
13 Boxes 5x5 Saw) a general maturity
1 Box 4x5 pinx;

i ink with few speci-
Mostly yellowish 2 ringy and full
ii : i stly green; larger more s nearly red. Sp oN
J-4 Green to turning straw; jnall Ea standard. 15% of msns defects conspicuous and p
i a ix5 of good Shaw Sola showing slight red. Specime
traw colore
5 Boxes 4x4 S

. . in
Full purplish color; condition springy
ingy; good tight pack dition good for imme
Tragedy A-4 to % color firm to springy; goo :
33 Boxes 5x6 4%
17 Boxes 5x5

i ip to % red;
i traw with red tip
i % red (no straw color developed) i excellent condition for the
Botan C-9 Color green With red pig re under-color for standar Jing
5 ndition springy;
: poxe ior nn MOISTURE TESTS
: Irrigations—

t Chicago.
Condition when unloaded a but slightly
burn. i in color bu
: f Date last Condition when loaded at a as Fruit showed Lisle change ia col although top
Tragedy P33 61 % to ful ies firm 10 Springy Jo pa ripe fruit soft to
Pad desk purple; Byer e ft. No difference can be no
8 uite soft. ness
2 Boxes 5x 6-16 Same as above except top layer of qune the two lots as to firm
4 e
Tragedy P-3 1 crate full rip
7 Boxes 5x6

lor, several full d color
Ya-% good red color, . : th lots of good red col >
Santa Rosa J-4 “color All:sp Ea th, condition. No Borie S
3 Boxes 5x5 Pry pi Sn between wet and dry
18x 175 Y%-% good red color, several full able di
. t 2°14
Rosa J-4 We color
Sonia Ro 5x5

i ather soft; defects
ip to straw with red Full red fad Seg nat Ir eee
Ce Shou S00h Gals Sori, Sho
. 1 ’ a A ’ . ¢ e
{imas B- ex iho rue misshapen and with crac
7 Boxes 4x5 Irrig tip
rigated—no
I fot for
comparison | ly
i T-1 irrigati For general conditions see maturity
Clima A 8 Box No irrigation
Part of 1
lot maturity test

iti ity lots i that grown with-
Yor genera) oagiions see fo between this lot of fruit and
i i ble diffe
18 Box out irrigatio
ILL ot +i Mo ral maturity lots dition of two lots
R (Freed) 3.19 jieos Nee aT difference hetween con
Santa Rosa < soake
Part of 18 Box last 10
lot maturity test ays

(Tw enty-one)

 
PENRYN CAR
CLIMAX PLUMS—Greener than Exchange Standard Schedule

Position in Car— Condition to meet

Size. Stack. Layer. Condition on arrival. Color on arrival. market demands.
4x4 1 Bot. Hard ; Red tip Too green
4x4 1 Top Hard ripe : Full Too nipe
4x4 6 Bot. Firm to hard 12 color Good
4x4 6 Top Hard ripe Full : Good
4x5 11 Bot. Firm to hard % color Green
4x5 11 - Top Hard ripe : Full Good
All plums in above group picked greener than Exchange schedule, and showed very slight pink, occasional pink tip;

top layer in 11th stack showed one-fourth color, all at point of origin; fruit was firm to hard.

CLIMAX PLUMS—Ezxchange Standard Schedule

4x5 Bot. Firm 1% to % color Good
4x5 Top Hard ripe Full Too ripe
4x5 Bot. Firm to hard 15 color Good
4x5 Top Hard ripe = : Full Good
4x5 1 Bot. Firm 1% to 3% color Good
4x5 1 Top Hard ripe Full Good

All plums in above group picked on Exchange schedule or good straw with red tip; all in good condition, even ripeness,

good pack.
CLIMAX PLUMS—Riper than Exchange Standard Schedule

4x5 Bot. Firm 12 to % color Good
4x5 Top Hard ripe to ripe Full Too ripe
4x5 Bot. Firm % to full color Good
4x5 Top 3 Ripe to soft Full Too ripe
4x5 Bot. Hard ripe Full Good
4x5 Top Soft Full Too ripe

 

 

 

 

 

 

 

 

All riper than schedule, one-half to full red; all firm to slightly soft; even ripeness, good condition.

ADDITIONAL TEST
Exchange Standard Schedule

Clyman 3 Bot. Soft : Full Too ripe
Clyman 3 Top ; Soft; some decay Full Too ripe
Santa Rosa 3 Top Ripe; few soft Full Too ripe

TEST “A”—VACAVILLE CAR
ROYAL COTS—Exchange Standard Schedule when loaded at Vacaville
‘Position in Car—

Stack. Layer. Condition on arrival. Condition to meet market demands.
Bot, ni Firm to few ripe (irregular)..
Top Mostly soft ripe
Bol. ........... 0... a. Firm to hard ripe
Top Hard ripe to ripe

ROYAL COTS— Well colored but firm when loaded

Bob... mails an Hard ripe (irregular)
Top ...........iana Mostly soft ripe

Bol. .....nviienns iii Firm to hard ripe
Top Hard ripe to few ripe

ROYAL COTS—Riper than Exchange Standard Schedule when loaded

BOL... Mostly soft ripe : Too ripe
Top Mostly soft ripe Too ripe

S Ripe to few soft : Too ripe
TOD nS iiti Mostly soft ripe Too ripe

TEST “B”—VACAVILLE CAR

SANTA ROSA PLUMS-—Exchange Standard Schedule when loaded at Vacaville

BOL iets sma vinnranwenadid ie Firm to hard ripe
Top Hard ripe to few soft
Bol... Hard ripe to few soft
OD: cei Ripe to few soft

BOUL .......cooinnenneirscric ed ionsieioriat Hard ripe to few soft
Top Ripe to few soft

SANTA ROSA PLUMS—High color but firm when loaded at Vacaville

Bot... iii: ike pnbiten Hard ripe—few soft ripe
Top Hard ripe

BOL .....cocosviiicrinmmnrisns bio Hard ripe—full color
TOD: ..occniimnipmirammmsniostincerion] Ripe to few soft ripe
BOL citi sven ron tes Hard ripe

Top Hard ripe

SANTA ROSA PLUMS—Very ripe when loaded at Vacaville

BOU: ....cociicrmersniwirresssenssinsnsniiabinn Ripe to few soft ripe
Top Soft—few leaking
BO o.oo eric cnreeemsnissisierenenniis Ripe to soft
BOD cece ecirrieccsreescerirasrers aera Soft—few leaking

10 BOL ...omicceniccceirosiemnsmersssersessssassssind Soft ripe

® Top (Twenty-three)

 

 

 

 

 

 

 

 

 

 

 

 

 

-5 BOXES WIDE AND 10 STACKS

TION TAKES PLACE

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

SHOWING HOW REFRIGERA

 

 

 

 

 

 

 

LOADED WITH PLUMS -10 BOXES HIGH
10600 POUNDS OF ICE IN TANKS

WHEN BOTH ICE TANKS ARE FULL OR

 

 

 

 

 

HALF LONGITUDINAL SECTION OF PFE. CAR

 

 

 

 

 

 

 

 

 

 

 

 

 

Poh fh
SS OUIOIND =

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Twenty-two)

 

 
(«nojg-£jmamp,)

(oAapg-Ljuom ],)

HALF LONGITUDINAL SECTION OF PFE. CAR

LOADED WITH PLUMS 10 BOXES HIGH -5 BOXES WIDE AND 10 STACKS
SHOWING HOW REFRIGERATION TAKES PLACE.

 

 

 

 

 

 

 

 

 

 

 

 

WHEN ICE IS LEVEL WITH TOP OF LOAD
THERE IS 5000 LBS. OF ICE IN TANKS
(Fig. 5)

HALF LONGITUDINAL SECTION OF PFE. CAR

LOADED WITH PLUMS-10 BOXES HIGH-5 BOXES WIDE AND 10 STACKS
SHOWING HOW REFRIGERATION TAKES PLACE

 

T1 Ld Ml

WHEN THERE 1S 2000 POUNDS OF ICE IN EACH TANK

OR 4000 POUNDS IN BOTH TANKS
(Fig. 6)

I

 

 
 

 

TEMPERATURES DEGREES FANREMNIET,

 

N

A775 A
Burrs, oma,

SANONS

A485 7,

ALCOR OF TEMFERYTURLS //Y FFE, 7033
LUNE & PEACHES - LOOMIS, CAL, 70/2 JORA NY,
LOADED. 10 6H. SHOE DSTKS OY STANDARD L000 RAS

STANURL LACIE TION

Aovre So ur /c 15. Fes

TEMPERYTURES DEGREES AIHRENET.

 

 

(Fig. 7)

Vd AT oy AT

ALLOY TF 7ZMPEHTLAES /1Y FFE 7D33
PLUMS E FEACHES. Loomis, CAL,” 70/500 YORK)
LOUDED 10 6H. SIHOL.LT TRUNKS OW STNMRD FT08 AUK S
STUD [ELUTION

EWE T2 UR [C. [AE LOL

 

 

(Fig. 9)

 

 

TEMPERATURES DEGREES /HRINNET

 

AT E6L85.

ARLLORD OF TEMA TURES 1) FFE 7733
SLUMS & FELHES. LOG CH. 0 / XH JOA, JY
LOGOED 10 HH. SHE. £/STHNS OW STNae DSLR Uh s

STN ALFIE

A7E- G2 U2 4 [48 For,

 

 

(Twenty-six)

(Fig. 8)

TEMPERATURES DEGREES FMR
8.

 

 

nL PLarre ne
mare ln, oma,

7

oF, AT 2 A

ALCORY OF TEVFERUTLELS //Y AFL 7733
PUUMS & PEACHES. Looms, (A. 70/50 DORK, XY
LOUDED, 01154 SDE. 2/ STICKS ON STAN IURD Hook RUKS
STH NAD KFLANELERLTION

ATE FR UR IC. [1A8_ LR/E

 

 

(Fig. 10)

(Twenty-seven)

 
TEMFERATIRES DEGREES FAMRINAEI

 

 

3

PLATTE Heke
BUFFS, Sony,

SATONS

CARLIN, Nev:

CRABS FIGS AT FES - AT 2/8) - 7

ALLORY OF 7ZAPPERUITLIORS JY FFE 79/3
FUUNS & F163.) YEWCASTILE C2) 0 Yok, 12):
LHOED. 10/565. SIDE. 2 STUCKS. ON STAN DURD AC UA S
STANDARD RESUL4T70N

AE S22 UR 6/48. For

 

 

(Fig. 11)

 

TEMPERATURES DEGREES FarmRENIEIT

 

LACIE, Wz.
ALATTE, NER

SIATIONS

HN.

om"
ow
\ -

ATER TY IH) Cores A 2%

ALLID OF 7ENERYTURES 11 FFE. 793
UTS & FTG. [EWASTLE CUB 2 Mok 3)!
LOADED 10/56. SHE. EY SUCKS 000 STONY E08 UCAS
STUD ALOE TDN

AE. SR UP. JCI HAE. Lor

 

 

(Twenty-eight)

(Fig. 12)

gt
wn fi heb fits,

 

 

TEMPERATURES DEGREES fRMCLINEIT

SAIONS

NPLATE nF
BFS, oma,

“eee on wr

-

47 Are 88s. 759

RLECORY OF TEMPERATURES IY PFE 793
FUN & F765... YIMABTLL CHL, 70/060 IK 1)
LIDED 1 6H SHOE. 2) THCKS OF STANDARD FIIOR Ack s
STINURY ALEIGECATIIN

AE SUR LIME. ERIE

 

(Fig. 13)

 

TEMPERATURES DEGREES FANRENIEN.

 

3

SATONS

720 LAYER MPL AE 4F

TIRES \ WY BO Ye Ae 47.

Flas A? FLAS. 63 BAN: 47 2/85 T50 SVQ Ar Los Ba Ar hone 5
MP aM

SLCORY OF TEMPERATURES WY FFE 793
SUNS & FIGS. YEWCASTLE GIL O/H JOE XY
LOHOED 0 HGH. SINOE. ES) STRHAS TY STIRS FIR AUK S

STHNOURL ALFRETON

ADE. S22. U2 [C._ JAB ERIE

 

 

(Fig. 14)

 

(Twenty-nine)
(Spy)

 

 

LONGITUDINAL: VIEW OF REFRIGERATOR CAR SHOWING LOCATION OF ELECTRICAL RESISTANCE
THERMOMETERS AND VARIQUS BOXES OF TEST FRUIT
PFE 7033~ LOADED AT LOOMIS, CALIFORNIA JUNE 19,1924.
SOLD AT NEW YORK CITY, JULY 1.1924

QRSTER Cale EOALANCE /NOICATOR RELLING EX

* -
-
“seas

a] A F— ——

 

ATASTER Cagis

CONDITION
ia .FIrm to slightly soft, I.Firm, full red. ~
full red

: v2
2.FIrm to shghtly seft,).” ! 2.Firm to soft, full) =< irly firm. fu

3.Firm. full (non Irrigated’); 3: to slightly soft. Fairly firm, full red,
_red.(nen-ifrig oY fra ; »

1: to !% color. f-Pirm. pink tip. 3 : .green.t
pt color. Lraw.

2.FIrm, ¥ajto % red. —___ LFIrm, % 10 % red. Firm. % 0% red-

” ALL CLIMAX "PLUMS
1'Firm.full{red. —__

3.Firm. full| red (non-irrigated irm, full red, ;_ m. full red.
] non-irrigated) : -irrigated)

 

 

 

 

TEST A CLIMAX PLUMS

Condition at Point of Origin.

edule strong straw color and sood pink to red tip, ev:

All crates in above chart Numbered 3-Fruit picked and packed riper than Exchanse Schedule. all full red. but firm. even color and very nea

Tr eating stage. Fruit non-irrigated.

 

(Fig. 15)

 

(ouo-£yary],)

 

 

LONGITUDINAL "VIEW OF REFRIGERATOR CAR SHOWING LOCATION OF ELECTRICAL RESISTANCE
THERMOMETERS AND VARIOUS BOXES OF TEST FRUIT

PFE 7033~LOADED AT LOOMIS, CALIFORNIA JUNE 191924
SOLD AT NEW YORK CITY, JULY 1, 1924

PS TRSTER CABLE ETALANCE /NOICATOR APELLING E0X

BURBAN ITION
Vs - Shi 7 Soft, 1). 1-Slishtly soft, 2 to
color 10 % red: t Shs Soft, '2to Spy. a
color to *% reds 2 Slightly soft, ‘210 Slightly soit, 3
) red. red. ;
fruit available. ripe fruit 3-No ripe fruit available.

0 | Ve hard, occasi
Stop Breen k “A Straw tp CAs10
1

to ‘2 red. Firm 10 Sponsy,
N straw to Dror a: straw to va

fruit ava ripe fruit av : ripe fruit

0

TEST B~ BURBANK PLUMS

Condition at Point.of Origin.

All crales in above chart Numbered 1- Fruit picked and packed greener than Exchange Schedule, all green. no indication of straw or pink.
All crates in above chart Numbered 2-Fruit picked and packed according to Exchange Schedule. full straw color to pink tip and part color.
All crates in above chart Numbered 3-No ripe fruit available at time of shipment.

 

(Fig. 16)

 

 

 
(0m)-£1am1p 1)

 

 

LONGITUDINAL VIEW OF REFRIGERATOR CAR SHOWING LOCATION OF ELECTRICAL RESISTANCE
THERMOMETERS AND VARIOUS BOXES OF TEST FRUIT

PFE. 7913~ LOADED AT NEWCASTLE CALIFORNIA, JUNE 19, 1924
: SOLD AT NEW YORK CITY, JULY 1, 1924

AUSTER se > : ETALANCE INOICATOR RPELLING SOX

I

FASTER. casa

ALL | DUARTE "rum: NS
iH % to full colon-2 : , %to full red.~- ro “1Tull red, fairly firm.— -

vk
2.Sort, full red. —7— Fairly firm, ful red,

3.Fairty firm to soft,)
full © deep red. 5 ron Vravie: Tipe fruit available.

1.No reen to
red, firm. §~ mle
firm, full red. 1% to 2 motti 2 led red. -
> gs 10-change. } >
Fed color. SRipe. frult unavall "fruit avaliable.

, ch ge in color,
rm. Cor

TEST 'B'~ DUARTE PLUMS

Condition at Point of Origin

All crates in above chart numbered 1-Fruit picked and packed greener than Exchange Schedule, green to mottled red, mostly mottled red
All crates in above chart numbered 2-Fruit picked and packed according to Exchange Schedule, ¥: to 2% mottled red, few dull red. very. firm
All crates In above chart numbered 3-Frut picked and packed ripe, practically all full red with characteristic spots, very uniform as te maturity

 

(Fig. 17)

 

LONGITUDINAL VIEW OF REFRIGERATOR CAR SHOWING LOCATION OF ELECTRICAL RESISTANCE

THERMOMETERS AND VARIOUS BOXES OF TEST FRUIT
PFE 12206-LOADED AT WALNUT GROVE. CALIFORNIA JUNE 19.1924
SOLD AT NEW YORK CITY JULY 1,1924

PTUSTER CABLE EBALANCE INDICATOR READING FOX

FORMOS UMS TION —
I Firm to rive.- i fas Firm to soft. 1-Firm condition. c

- 2

- 2-Firm to tt 2-Ripe to few soft.

to very soft. 3-Ripe to very soft, }
; : _ full color.

Soft toripe, % color.

3Fully , slightly soft top)
+ very

~ TGreen turnings. to turning \ i to slight straw |
color, firm. .

’

--2-Firm to ¥ipe, few slishlly Turning straw to pink. ~ |2-Straw to slightly t
2%= 3 - ing pink or red.

3Firm to. soft. Firm, % color. to hard ripe-

 

TEST ANSFORMOSA PLUMS

Condition at Point of Orisin.

chart Numbered 1-Fruit picked and packed sreener than Exchange Schedule, hard, only slight straw color.
chart Numbered 2-Fruit picked and packed according to Exchange Schedule, Sood straw color to yellow.
chart Numbered 3-Fruit picked and packed riper than Exchange Schedule, slisht to a color.

All crates in above
All crates in above
All crates in above

 

(92ay)-Kyaryy,)

 

 

 

(Fig. 18)

 
 

(INOJ-KWITLL)

 

LONGITUDINAL VIEW OF REFRIGERATOR CAR SHOWING

THERMOMETERS AND VARIQUS BOXES OF TEST FRUIT
PFE 10848~ LOADED AT AUBURN, CALIFORNIA JUNE 19, 1924

AUS 7ER SABLE

+

ANTA "ROSA

» (=

= 2
available: x

slightly soft, full
slightly soit,

ripe, dark red.

SOLD AT CHICAGO, ILLINOIS

EALANCE NOICATOR CEILING SOX.

JUNE 30,1924

UMS

Slightly soft and
mostly dark red.

2-Firm to slightly soft,
full to dark red.

soft to soft, all
Tedd.

, 300d condition -

firm, 800d
to dark red.
condition, slightly
ripe, full to dark

tion,

-Firm to slightly soit, :
Jull to dark red.

slishtly soft,
red.

Y 1o soft,
Some dark

Firm %to tull color. -
Mostly firm, full red to
dark red.

soft, fair
red to dark

LOCATION OF ELECTRICAL. RESISTANCE

/

TEST A" SANTA ROSA PLUMS

Condition at Point of Origin.

All crates above chart Numbered 1- Fruit picked and packed Sreener than Exchanée Schedule.
All crates in above chart Numbered 2- Fruit picked and packed according to Exchange Schedule 2 to % color or better, firm.
All crates inabove chart Numbered 3-Fruit picked and packed firm, full red to dark red, little short of eating ripe.

 

 

 

(Fig. 19)

 

LONGITUDINAL. VIEW OF REFRIGERATOR CAR SHOWING TOCATION OF ELECTRICAL RESISTANCE
THERMOMETERS AND VARIOUS BOXES OF TEST FRUIT
PFE 12229~ LOADED AT PENRYN, CALIFORNIA, JUNE 19,1924
SOLD AT CHICAGO, ILLINOIS, JUNE 30, 1924

ATUSTER HELE ETALANCE INDICATOR RPEILING BOX.

_ t-Hardripe. full color, ;
1 a per
2-Hard ripe full
00d market
full

ALL CLI

Zz
/
1 color, P
condition.
color, tooripe.

d, "2 color, J
for market.
© % color, |
condition.

to hard, 100 green)
condition. purpeses.
to hard. half 16 72 color,
condition. for

34. celor, to % color,

tee eons ” . .
* Statement “too ripe or too green for market demands” was opinion of trade and not necessarily the opinion of the inspector.

TEST A ~CLIMAX PLUMS

Condition at Point of Origin,

1-Fruit picked and packed greener than California Fruit Exchange Schedule.
2-Fruit picked and packed according to exchange Schedule, Straw Color and good pink to red tip-even ripeness.
3-Fruit picked and packed riper than Exchange Schedule, all full red but firm, uniform color and very near eating stage.

All crates in above chart Numbered
All crates in above chart Numbered
All crates in above chart Numbered

 

 

 

(Fig. 20)

(dag-Apy)

 
WHE
iT

WTP SR fl

RR

i ete

rd ERT IRR RC

(x1s-Apanyp) ©

LONGITUDINAL VIEW OF REFRIGERATOR CAR SHOWING LO

ase oie ua
Ro ————————————— A

THERMOMETERS AND VARIOUS BOXES OF TEST FRUIT

PFE. 10766 ~LOADED AT VACAVILLE CALIFORNIA, JUNE 19, 1924
SOLD AT CHICAGO ILLINOIS, JUNE 30.1924

Sara
3 EHLANCE INDICATOR RPESLING SX.

2 “PLUMS Y/ CONDITION ARRIVAL —
Ripe to few soft, LiL i TFirm {o Soft. ~~
2Ripe to soft. :

Il
[

TEST A~SANTA ROSA PLUMS

Condition at Point of Origin
All crates in above chart numbered 1- Fruit picked and packed according to Exchange Schedule, % to % color.

All crates In above chart numbered 2- Slightly riper than Exchange Schedule, high color but firm.
All crates In above chart numbered 3-Very ripe, full to deep color, slightly soft.

(Fig. 21)

CATION OF ELECTRICAL. RESISTANCE

 

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END OF TITLE