CIHM Microfiche Series (IMonograpiis) ICIMH Collection de microfiches (monographies) Canadian Instituta for Historical IMicroraproductiont / inttitut Canadian da microroproductiona historiquas Technical and Bibliographic Notes / Notes techniques et bibliographlques The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibiiographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming are checked below. n n D D D D Coloured covers / Couverture de couleur Covers damaged / Couverture endommag^ Covers restored and/or laminated / Couverture restaurde et/ou pelliculde D Cover title missing / Le titre de couverture manque Coloured maps / Cartes g^ographiques en couleur Coloured ink (i.e. other than blue or black) / Encre de couleur (i.e. autre que bleue ou noire) Coloured plates and/or illustrations / Planches et/ou illustrations en couleur Bound with other material / Be\\6 avec d'autres documents Only edition available / Seule Edition disponible Tight binding may cause shadows or distortion along interior margin / La reliure serr^e peut causer de I'ombre ou de la distorsion le long de la marge i'lt^rieure. Blank leaves added during restorations may appear within the text. Whenever possible, these have been omitted from filming / II se peut ^ue certaines pages blanches ajout^es lors d'une restauration apparaissent dans le texte, mais, lorsque cela ^tait possible, ces pages n'ont pas 6\6 film^es. Additional comments / Commentaires suppl^mentaires: L'Institut a microfilm^ le meilleur exemplaire qu'il lui a H6 possible de se procurer. Les details de cet exem- plaire qui sont peut-6tre unk)ues du point de vue bibli- ographhiue. qui peuvent modifier une image reproduite, ou qui peuvent exiger une modifk»tion dans la metho- ds normale de filmage sont indk^u^s ci-dessous. I I Cotoured pages / Pages de couleur I I Pages damaged / Pages endommagtes Pages restored and/or laminated / Pages restaurtes et/ou pellteul^es D Pages discotoured, stained or foxed / Pages d^olor^es, tachet^es ou piqutes I I Pages detached / Pages d^tach^es \~y[ Showthrough/ Transparence I I Quality of print varies / D D D Quality in^gale de I'impression Includes supplementary material / Comprend du materiel suppl^mentalre Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image / Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure. etc.. ont 6\i film^es k nouveau de fa9on k obtenir la nrieilleure image possible. Opposing pages with varying colouration or discolourations are filmed twice to ensure the best possible image / Les pages s'opposant ayant des colorations variables ou des decolorations sont film^es deux fois afin d'obtenir la meilleure Image possible. Thia lt«m It f ilmt d tt the rtductlon ratio ehackad btlow / Ca doeumant eat f ilm4 au Uux da rMuctton lndlqu< cl-dataoua. lOx 14x 18x 22x 26x 30x / 12x 16x 20x 24x 28x 32x The copy filmed h«r« has baan raproducad thanks to tho ganaroaity of: National Library of Canada L'axamplaira film* fut raproduit graca i ta 9«n*rosit* da: Bibliotheque nationale du Caxuid* Tha imagas appaaring hara ara tha bast quality possibia considaring tha condition and lagibillty of tha original copy and in kaaping vwith tha filming contract spaciticauons. Onginal copias in printad papar cowars ara fllmad beginning with th« front cov.r and andina on th« last paga with d printed or illustrai«d imprss- sion or tha bsck covsr whan appropriata. All othar original copias arm filmsd bagmning on tha first paga with a printsd or iJlustratad impras- ••on. and snding on th« last paga with a printad or illustratad imprassion. Tha last racordxd frama on aach microfiche shall contain tha symbol — i^ '"'••"•"8 "52»," TINUED"). or tha symbol V (maaning END I. whichavar appliaa. Maps, platas, charts, ate. may ba filmad at diffarant reduction ratios. Thosa too larga to ba entirely included in one exposure are filmed beginning in tha upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Lea imagas suivantas ont ate reproduites avec le plus grand soin. compte tenu de la condition at da la nenet* de I'exemplaira filme. et an conf ormitO avac lea conditions du contrat da filmaga. Lea exempiairea originaux dont la couvarture en papier est imprimae sont filmas en commencant par la premier plat at en termmant soit par la darniAre paga qui compone une empreinte d'impression ou d'illustration. soit par la second plat, salon la cas. Tous las autras axempiairas originaux sont filmOs en commencant par la premiere page qui compone une empramte d'impression ou d'illustration et en terminant par la darni*ra paga qui compone une telle amprainta. Un das symboias suivants spparaitra sur la darniAre image da cheque microfiche, selon le cas: le symbole — ^ signifie "A SUIVRE". la symbola ▼ aignifia "FIN". Las canaa. planches, tableeux, etc.. peuvent atra film*s A daa taux da raduction diffarenis. Lorsque la document est trop grand pour atre raproduit en un seul clich*. il est filme A partir de I'angia supOrieur gauche, de gauche A aroite. et de haut en bas. mn prenant le nombre d'imeges necessaira. Las diagrammas suivants lilustrent la mOthoda. MlOOCOfr ■eOlUTION tbt chait (ANSI and ISO TEST CHART No. 2) Li u& 1^ tii 13. ■ 2.2 !■■ Mam Its Kt u !■■ Ih wik£ il.8 i.6 ^ /APPLIED IM/V3E I "^ 1653 Eosi Main Strwl (716) 4«J-0M0-PBon« (716) 2M-^»S9-ro> '•■•' 1 < May 1918 Bulletin No. 1 DEPARTMENT OF TRADE AND COMMERCE DOMINION C.KAIX RKSKARCH LABORATORY REPORT OF Trial Shipment of Bulk Wheat from Vancouver via the Panama Canal to the United Kingdom By FREDERICK JAMES BIRCHARD (.'hrmist in Charf^c And ALFRED WOODLEY ALCOCK As\nUiitt (.'h'mi-il OTTAWA .;. I'K I.Al!Ulimi:UU^ TACllK PR1NTI:R to the kings most excel? ENT '>T4Ji:dT'S' l9tS ;^' ■ .-/ -' Gf^. ! • , , -ff May 1918 BuUetiii No. 1 DEPARTMENT OF TRADE AND COMMERCE DOMINION GRAIN RESEARCH LABORATORY REPORT OP Trial Shipment of Bulk Wheat from Vancouver via the Panama Canal to the United Kingdom FRi^OERf^K JAMES BIRCHARD •nist in Charge And . "■ "DOODLE Y ALGOCK .distant Chemist OTTAWA J. DB LABROQUERIE TACH6 PRINTKR TO THE KINGS MOST EXCELLENT MAJESTl 1«18 41936—1 ^v K^. ■:--* . -JS ^Fc, 92^436 REPORT OF TRIAL SHIPMENT OF BULK WHEAT FROM VANCOUVER VIA THE PANAMA CANAL TO THE UNITED KINGPOM F. J. BIRCHARD and A. W. ALCOCk Since the opening of the Panama Canal the possibility of shipping bulk wheat from Canada to Europe by this route has been discussed a great deal. It was the opinion of many that the conditions to which the grain would be subjected in the tropics would be found too severe for Canadian grain, and that there would be a grave danger of cargoes arriving at their destination in a heat- ing condition. It was decided, therefore, by the Department of Trade and Commerce, when arrangements were made in the fall of 1917 for sending a trial shipment of wheat from Vancouver, to have the laboratory make as thorough an investigation as jiossible as to the feasibility of the route. In order that a complete record of the temperature changes which occurred in the grain might be secured, the holds of the ship were equipped with electrical thermometers and a representative of the laboratory accompanied the shipment to make the observations and to examine the cargo when it was discharged. Similar experi- mental work had previously been done by the United States Department of Agriculture in connection with the shipment of com to Europe, and valuable results, which were found of great ute in setting the standards for com were obtained. From the present investigation it was hoped to secure definite information as to the temperature.^ -'■•'nich grain would have to stand when carriei • this route, and to detc^. • what precautions should be taken to minimize the danger of heating in > event of future shipments being made. The wheat for this shipment was collected from various points in western Alberta. In Calgarj- an average sample from each car was tested for moisture and graded by the Inspection Department, and in order to confirm the results of these moisture tests, further "amples were taken in Vancouver when the cars were unloaded. These latter samples were sent in air-tight containers to the laboratory, where they were tested on an electrically heated Brown-Duvel apparatus. All the wheat in this shipment was "straight grade," i.e. it did not, in the inspector's opinion, contain excessive moisture and was in every way sound and fit for ware- housing. But although the wheat felt very dry and hard it was found that some of the cars contained relatively high per-^entages of moisture, and it way decided to keep such wheat separate from the rest of the parcel to which it really belonged. Three out of the four parcels were thus divided i the elevator into two portions, these two parts being subsequently kept separate in the holds of the ship. By this means it was thought that some additional information ml«*!r-^v:J ,.«n«3.entofthec««o. The dimensions of thej^rw^ ^d into t^lL^J^^S^^^^ of the wheat by flooring ^tn ^^.^ ^.^.^^ ^^^ ^*'!^* Id ore and aft down the the nropeller snatt iuiiut«- J • J • I was trimmed so average samples of each parcei * segregated oj^ *"X „eatest heat decidfd to keep the g'^/^J^J^^tokehold bulkhead where the g^e ^^^^^ moisture content away *J«"",J^i.^obiect a quantity of the d-T^f ' 8^*' j Northern, Throughout the experintent the necessity of avoiding such precautionary measure? us would be impossible under ordinary trade conditions was not lost sight of, but it would have been an unnecessarily severe experiment had the wheat most liable to damage l)een placed in the warmest part of the hoi'' In some seasons fairly large parcels of straight grade wheat might be foui'.i con- taining as hiph as 15 per cent of moisture but this would Ix- exceptional. In the present case had no separation on account of moisture been made, all the wheat of each grade would have been throughly mixed by the time it had been trimmed, and the average moisture contenl would have l)een only a little more than the average in the lower moisture parcels. This was because the high moisture par- cels were relatively small in quantity. Figures Nos. 2-5 show how the parcels of grain were loaded into the holds. 1 «2I i i^eeoeR I* .. J BETWEEN DECKS FEEDEh ht-i i ' 1 ^<**- .3" t,AveR E i£ -^ •"-^-^^ t^AVER «^ ^ -- ■ >AVER C "I MAWy^ . LAYER B ' I- ' LAVER A 3^ -t ■ ■- * I MARO 100 HIGHEST MOISTURE |2 kiQ s»*ce 1. woooCN nutTiTioN Fig. 2. Section fore and alt throagh forward hold showing arrangement of the different layers of wheat. SURFACE LAYER F Fig. 3. Hection through hatch 2. 41936— 2i MATCH 4 WO ODEN BULKHEAD :&i>.75 f^S;.-::)^ Efr^-;^'-;^>^ FLOUR -62' Fig. 4. Scetion tore and aCt through atterhold 9" A)P 'space' Fig. 5. Section through hatch 4. The eleetHoal r..tance ^^^:^Z!^S:i^ ^£' ^ been previously uso.l m «t«'^'^f.2„toTv results. With this apparatus the Kd Deen found to K've very satisfactoo^ resu ^^^^^ f^ct that the elec- melsurement of temperature ^^P^^^^^^f^Jh the temperature, the principle of trical resistance of a- metallic ^'J^^^determining the changes in resistance the Wheatstonc Bridge bemg used n determim g ^^^ marlin. friction '^' The thermometers ^"« ^^^l^^^ to p"^^'"* '* ^'""^ '"PP'"*^r * ^^ Tv tape being wrappe.l ^^"^^f'^gt^eT alon^ '^^ ^''^^^ '" **!'*." K t^hl^!! been usuallv arranged in sets of t'^>"*^*^^.r" * * fter each parcel of wheat had been sepa al-d one thermometer f'°™X^^l„ating cloths the line of thermometers anZfterwards covered over ^J^'^'^^t^P^^i'^^^ cover was taken o?, the tloor Vhen the tempera^- -- o be rn^^^^^^^^^^^ ^^^ temperature imhcator and of the box opened aiul tnt swm battery. ^^^ "^ •Sec App»-ndi« 1. „„„♦ •''^" ^,«**°^s.one of the covered boxes, and Fig. 7 is a photograph of a box t^^TT'^ **•" T? '^1^? ^*o^ ^^^ l"^'*^^*"' ''"d battery connected read? for taldng temperatures, while p.gs. 8-11 show the positions of the thermometers in thf grain. Fi£. 6. niuatnttion showing one of the covered boxes. Fig. 7. Illustretion showing box containing two switches. ID /V - '^ A^d'r. t > 8 < I « ° ^ ", . 3^^^ . ,\^ J LAYER LAVE hX »"> "*« '9 ' 'in ' ii ' f? ' i t- layer B I? II 10 -Vl-lil LAYER C a "8 — > — t — tj — r 1 •V V- LAYER A Fig. 8. UiaKr«m '';„7/;^^^™"^^'"™t «( th-rm in (orward hold. tho«. on starboard side being inaicaieu by c nntinuous lines and those on port side by dotted linm. 7 Kr 12* AR SPACE ,.(5 K II 10 9 8 ? 6 5 4 3 2 t QSv-'-»"—»"— *•—••• — ^""^ — ?""i — t—"T""T ^ I f irio*e7»s*92i r O o p r SHIFTING .BOARD • £ D; S 5—; S i » a S ^ I'o ■'■ TzTK S A I ' l il, S J , ^ > a 4 i i :Q \) I ^ I I I - ■ * '^ ^ 10 9 6 7 9 4 3 2 1 •As 9 4 9 2 -•F AIR SRACC Fig. 9. Pl«n of forward hold showing thermometen. ^ ,^.„.>^^^-^:t^ Fig. 10. Diagram showing arauigement of thermometers in afterhold. Fi,. II. Plan of.fterhold .howing i^.^„ent of th.rmometen,. 3rd, after taking on further cariroaTportUnHn"* '* Zt^ "°J "°*" December the Panama. During the vXe between P?S^ n''* ^^^ «"P «^'^ ^^r Virginia,, daily records were kept oTthe maZum1i,^i,?'«°°i .^^ . Norfolk, the readings of wet and dry bulb thermnmiTJif ^T^r?*""* °' **>« »'"•' and of tures were obtained from t^e EnUeS K^tmLt tk "^^ '"'^*^^ *«°»P«'a- not given in Table 2 but the daff Sed ar^sS.nJ^ k°"P'1*« '^''^''^ " in temperature were experieS Th»hZi^"f^°* ^V?"'' '^''''* «•>»»««» altogether as this factor KSdered to li"o^'&?r''* ■'" ''""» °°»'*^ sufficient .o say that the humiditvnf;h„ oi- " ,.' '^ *°y' importance. It is the saturation^ point afteHuiSet i^ K*"' "'"?"^ \^^ •^«^' o^t^" "-eaching January 10th, the sea water a^?air^*il^'"^"' °f *»^\«Wp at Norfolk oS weather remdned cold 3l the JoJLX™,^^^^^^^ f out 32; F and the crossing the Atlantic no observations wJ»Jo^ °" January 26th. While weather experienced. °'"*'^**'o'" ^ere made on account of the ven rough Tablb 2.— Record of 8ea water and air temperatures during voyage from Portland, Ore., to Norfolk, Va. Date. November 27, 1917. December 5,1917.. 7,1917.. 8,1917.. 9, 1917. . M. 1917.. 13,1917.. 15, 1917. . 17,1917.. 19,1917.. 21.1917. 23, 1917. . 25, 1917. . 27,1917.. 29, 1917.. 1, 1918. 4, 1918. 6, 1918.. 8. 1918.. 9, 1918.. January Location. Portland, Oregon Oregon Coast CalSomian t'oast C'alifomian Coast Califomian Coast Lower ( 'alifomian Coast Gulf of California Mexican Coast Gulf of Tehuantepec Balboa Colon _ Between Colon and Jamaica Kingston. Jamaica Between Cuba and Haiti fFollowing Northerly course to Norfolk, Virginia Cape Hatteras Temperature Sea Water. Degrees F. 63 73 78 82 74 80 77 80 80 76 68 70 38 Temperature Air. Degrees F. 55 59 65 67 78 78 87 81 81 86 84 87 88 78 73 73 52 36 The readings of the electrical thermometers in the holds were taken every two or three days during the voyage between Portland and Norfolk. The temper- ature changes did not usually take place very quickly and il.erefore only a partial record of these observations is given in Tables 3-10. If the tables are studied in conjunction with Figs. 8-11 it will be found that the variations in temperature in any part of the hold can be quite closely followed. Table 3. — Temperatures recorded on Line A. No. 1 Northern. Highest Moisture. Average Mo!..,are, 15 per cent. No. 1 Northern, Average Moisture, 13-8 per cent. Thermometer No. 1 2 3 4 S 6 7 8 9 10 11 12 13 Nov. 27, 1917 Dec. 7, 1917 . " 13,1917 " 17 1917 " 23, 1917 " 29.1917 Jan. 6, 1918 . . ' 14,1918 " 17, 1918 " 25, 1918 .MO 53 53 5 56-5 60 62 5 64 5 62 5 590 53 5 S3 5 S3 53 5 57 5 61 5 64 5 060 63-5 590 550 53 540 575 610 64 650 630 .58-5 52-5 54 53 5 54 S 55 580 60S 62-5 63 61 56 540 53-5 540 550 58 80 S 62-5 63 610 55 5 540 53 540 560 59 63 5 63 5 63 5 600 54'5 55 540 54 5 550 56-5 58-5 600 63 61 5 58'5 55-5 SSO 550 550 560 580 590 615 610 590 560 560 560 56 5 56-5 58-5 58-6 600 600 59-5 55-5 560 .55 5 560 560 61-5 580 600 59-5 59 S 58-5 59 61 5 63 660 685 69-5 69-5 670 640 590 750 865 89-5 90-5 88-5 910 67-5 660 630 640 760 850 900 945 970 97 805 76' S 73 Remarks:— Thermometers Noa. 1-8 were embedded in the highest moisture wheat while Nos. 9-13 were in dryer wheat of the same grade. Thermometers Nos. 11-12-13 as shown m diagram No. 8 were close to the bulkhead and were affected by the high temperature in the stokehold which often reached 130°. In other parts of this layer no appreciable changes in temperature occurred until about December 17, and at no time were these increases sufficiently great to cause anxiety. 10 Table 4. — Temperatures recorded on Line B. No. 1 Hard. Average Moisture, 14-0 per cent. Thermometer No. 1 2 3 4 5 6 - 7 8 9 10 11 12 13 Nov. 27, 1917 Dec. 7,1917 " 13, 191V " 23, 1917 " 29, 1917 Jan. 6, 1918 " 17,1918 55-5 S5-5 JS5 S 55-5 660 570 580 560 55-5 55-5 560 560 570 58-5 54 5 540 M 5 56-5 57-5 590 570 550 550 55 55 56 5 56-5 570 550 55 55 550 55 S 560 56-5 555 550 550 5'50 56 56-5 57 55-5 550 550 55 5 55 5 56 5 570 55 5 55 55 550 560 570 .>>7-5 54-5 540 550 580 59-6 610 58-5 54 5 540 540 55 5 560 57-5 570 54 5 5I0 5^ -^ 5^ 3 57 58-5 59-5 55 540 54 550 560 57-5 59-5 560 550 550 550 560 57-5 590 Rkmarks:— Thermometers Nos. 12-13 lay in parrel C. remained practically constant throughout. The temperatures recorded along this line Table 5. — Temperatures recorded on Line ('. No. 2 Northern. Average Moisture, 13-2 per ccin Thermometer No. 1 2 3 4 5 6 7 8 9 10 11 12 13 Nov. 27, 1917 56-5 56-5 570 570 57i 570 570 56 .M-5 56-5 560 62 690 Dec. 7,1917 565 565 570 570 570 570 570 570 56-5 565 56-5 640 73 " 13, 1917 565 570 58-5 58-5 580 17-5 57 57 580 610 61 5 690 83-5 " 23, 1917 670 570 570 670 57-5 570 570 570 570 570 580 76 5 94-5 " 29,1917 570 570 570 57-6 570 570 670 570 570 57 58-5 78-5 950 Jan. 6, 191' 570 570 570 570 570 57 570 570 570 570 59 810 97 •• 14,1918.. 56-5 57-5 570 570 570 570 570 570 570 570 59-5 770 84 " 24,1918 570 57 570 570 570 56-5 56-5 57 5 57 570 600 70 5 75-5 RiuarkhI— The only appreciable changes in temperature along this line occurred '.ear the stokehold bulkhead around thermometers No. 12 and No. 13. Table 6. — Temperatures recorded on Line D. No. 3 Northern. Average Moisture, 13-6 per cent. Thermometer No. 1 2 3 4 6 6 7 8 9 10 " 12 13 Nov. 27. 1917... Dec. 7,1917 " 13, 1917 " 23,1917 " 29,1917 Jan. 6,1918 Jan. 17,1918 560 56-6 56-5 57 565 56-6 56-5 17 57 67-6 575 670 570 570 57 57-5 575 57-5 57-5 57 5 570 670 57-5 57-6 68 580 68-5 58-5 660 665 560 56 5 570 565 66-6 65 5 56 5 560 56 5 565 56 6 66 6 55-5 560 56-5 56 5 56-5 3«-5 J6 5 550 55-5 560 50 5 560 56 5 56-5 65 560 560 665 56-5 665 56-6 56 560 56 5 566 56-6 56-6 66-5 555 55 5 560 56-5 66 5 56-6 56 6 56 560 560 57 665 57 C65 54 5.! 5 54 55 5 565 .58 59 Rii(*RK»— No marked variations in temperature were indicated by the thermometeri in fi u. layer. 11 wnm Table 7. — Tempereturds recorded on Line F. No. 1 Hard Highest Moisture. Average Moisture, 15 per cent. Thermometer No. 1 2 3 4 5 7 9 10 11 12 13 Nov. 27, 1917 Dec. 9, 1917 " 23, 1917 " 29. 1917 Jan. 0,1918 " 17.1918 940 83-5 S70 580 01 0O'S 550 540 55-5 50-5 585 000 550 545 500 50-5 58-5 000 550 55-0 50-0 500 50-5 57-5 55-5 500 50-5 57-0 570 50 5 55-5 500 50-0 500 50 50-0 55-0 50-0 500 50-0 500 500 55-5 50-0 50-5 500 50-0 50-5 55-t 555 500 500 500 500 55 5 500 50-5 50-0 500 50-0 V5-5 MO 505 500 500 500 555 50-0 50-5 500 50-0 50-5 550 55-5 555 550 555 500 RiMAKKS — The first (our thermometers along this line indicated alifht increases in temperature; the rest showed practically no change whatever. Table 8. — Temperatures recorded on Line E. No. 1 Northern. Average Moisture, 13 • 8 per cent. Thermometer No. 1 2 3 4 5 6 7 8 9 10 11 12 13 Nov. 27, 1917 Dec. 7,1917 " 13, 1917 • 17,1917 " 23,1917 " 29,1917 Jan. 0,1918 '• 14,1918 •' 24,1918 52 51 54 57 5 03-5 080 095 53 43-0 525 51 .53-5 57-9 02 67-0 69-0 54-0 440 53-0 52-0 53 5 56-5 01-5 00-0 08-5 53-5 44 55-0 53-0 540 55-5 58-5 030 00-0 59-0 47-0 55-5 54-5 540 55-0 570 01 5 005 04-5 530 560 .55-0 53-5 55-0 56-5 61-0 05-5 66-0 63-0 560 55-5 54-5 56-0 55-5 58-5 62-5 63-5 61 5 570 57-0 565 54-5 55-5 57-0 000 02-0 63 50-5 56-0 55 5 55 5 55-5 570 605 63-0 630 570 50-5 5«-0 55-5 50-5 59-0 025 045 63 57-0 56-5 56-0 55-5 565 58-5 02 04-5 03-5 56-0 565 55-5 67-0 01-0 650 09-5 08-5 02-0 57-0 50-5 57-5 61 66-0 70-6 740 09-5 585 Table 9. — Temperatures recorded on Line G. No. 1 Northern. Average Moisture, 13 -8 per ce.t. Thermometer No. 1 2 3 4 5 52-5 .ISO 500 56 5 52-6 53-5 550 55 5 500 54-5 55-0 55-5 01-5 56-5 55-5 56 06 5 600 57-5 59-0 72-0 64 5 600 60 74 68-C 63-5 64 5 45-5 58-fl 63-0 650 39 490 52 590 8 9 10 11 12 550 560 52-5 50-5 505 53-6 54-5 54-0 54-0 55-5 55-0 54-5 59-0 64-0 06-5 57-5 56 5 60-0 73-0 74 fl 63 61 74-0 79-0 800 090 66-e 78 81-0 82-5 74-5 71-5 80 790 800 68-5 68 570 45-5 45 5 575 600 47-0 400 40-U 13 Nov. Dec. Jan. " . 1917 .,1917 13. 1917 17, 1917 23, 1917 29. 1917 6, 1918 14, 1918 24, 1918 50 55-6 55 55 5 57-5 61 5 67-0 65-5 61 5 57-0 54-5 61 5 65 5 590 ^•0 70-5 68-0 61 50-0 565 630 705 770 800 83 605 55-0 RiUARKs:— The thermometers along both the lines E and G showed somewhat wide fluctuations in temperature. They were quite close to the top of the hold and quickly responded to changes in tb* outside temperature. 12 Table 10. — Temperatures recorded on Line X. No. 1 Northern. Average Moisture, 13-8 per cent. Thermometer No. 1 2 3 4 9 6 7 8 9 10 11 12 13 Nov. r '917 . Dec. 7, 1V17 " 13. 19k7 " 17.1917 " 23.1917 •• 29,1917 Ju. «. 1918 " 17.1918 '• 24.1918 820 S7-5 62-5 68-5 720 750 76 020 570 63 63-5 «5'0 St)-5 74 78 800 680 625 61-0 62 62 5 64 5 67-5 70S 73 68 680 61-0 -il-O «2-5 65 68-5 72-0 750 67 5 61-0 61-5 62 5 650 68 5 7--5 76-0 68-0 625 62-5 63-0 64-5 66-5 71-0 745 78 69-5 64-0 61-0 61 5 62-5 650 68 A 73 Oi 76-0 68 63-0 61 61-5 62-5 64 5 68-0 72 75 5 69-5 650 61-5 S30 665 70-0 740 7» 81-5 65 5 605 64-5 630 77 5 82-5 85-0 87 5 89-0 62 59 670 700 81-5 85-5 87-5 flO-5 90 61 -r 57- J 78-5 83 920 960 (W-S •.JI-5 98-5 71 68 ,. R«>«*«":— ThermometerB 1-10 lay in the wheat near propeller (halt ttjonel while N.m. ll-i;; were in the air clow to the engine room bulkhead. A steady increase in temperature took place untU t he ship's arrival at NorfolK. Fig. 12 illustrates the variations in temperature shown by four of the thermometers situated in different parts of the hold. lUU r — \ 05 90 y y \ 85 / \ V 80 / f \ UJ in < 70 ^ / \ ^ «_. / • ^^ to ti 65 / /■ % / / / -^ ^ S '^t^ • >> UJ* B N« 8 % ^.> 55 ^•— — * m-—'". -^ X 50 45 5 10 15 20 25 30 .J 40 45 50 55 60 DAYS Fig. 12. Curves illustrating variations in temperature shown by thermometers Nos. 1 and 13 on line A No. 8 on line B and No. S on line G. 13 The ship docked in London on 16th of February and the discharging of Uie Brain was started two days later. An attempt was made to take the temper- s' "esTn the holds beUe discharging but this was found to be 'mpo8«.ble The protecti.m of the switches had not been sufficient for the very rough wea her which was experienced, and the metal contacts had corroded td some shght Txtent so thKhen the battery was connected, short circuits were set up and it was impossible to obtain an accurate baUnce on the galvanometer. Careful examination of the grain at the time of unloading «ho*«d t^at a certjJn amount of damage had occured, the extent and location of wh.ch is showii in the following digrams in which the darkened portion indicates the heated grain. Laver A.— In layer A. the wheat was found. to be heating in two places close to the stokehold bulkhead. This wheat was slightly ^^'f ZVtvI^^hZt but the amount so affected was quite small-probably ^/'^'^^'ll^^^J^^^ three bushels altogether. In addition a few pounds of wheat which was ^et soft and dscoloured had caked here and there to the floor of the hold m the vkinUv of the bulkhead. Except in these places the floor was qmte clean and dry, and the rest of the wheat in this parcel was perfectly sound. Laner B.-Heating wheat was found in this layer immediately above the warm spots in Layer A. The amount of damaged grain was rather more than TnTe bottom parcel, but it was still quite small. There w. . no other damage in this layer. ■.••".'•■. •.••■.•.■••■.'•' .•. .•'•'.■* ••• ■•'•■•:"•:'•:■: ' ■ '■■' v' i ^•^ OIL SCTTLINetQ-: y^ TANK W^ .\Qi|Ott- SETTUNBBj I:M| TANK F < STOK £HO«.D STOKEHOLD Fig. 13. Diaifram showing damaged grain in layer A. Fig. U. Diagram showing damaged grain in layer B. Fig. 15. Diagram showing damaged grain in layer C. layer c —Except for a few bushels of hot wheat close to the stokekold bulkhead this parcel of grain arrived in good condition. Layer D —The quantity of wheat found to be heating in this parcel was considerably more than in Layer C, probably amounting altogether to about rtybusS. The position of the damaged grain was the same as in the lower layers. L StTTUNBl TANK P STOKEHOLD Fig. 16. Diagram showing damaged grain in layer D. HOLD Nft 1 l^ii; ••vSS^ '.'.'' ••','•"■' Fig. 17. Diagram showing damaged grain in layer F. 14 ..^A ^y^ f — With the exception of about two bushels of slightly warm wheat Snd condUil ^^"*''***" "" ^•'^ P«^ "♦*^' *•»'" P*'«^«?« "^ved in perfectly Layer E.—lt was in this parcel that the damage was most extensive. A Sn"\'^".I °«^*^"Py'n8 *•»« space between the sides of the ship and the oil settling tank was found to be heating and musty. In ^ome places the wheat ??ob:bl?75o:«Sf*b'TT '™'° **:? ''"''J*^?'^' -^"^^ *° *»>« fun de'pth of theTayor Probably 70(^800 bushels were affected altogether, some of it being very warm covered with fungi j^rowth, and caked so badly that it was difficult to breZk down! IS lli I. *•'" ^u''? 'uTI^ ""i^ J"^ ^*"" »"*1 h«'** together very loosely All the heating wheat which has been described up to the present was mixed up fi^nT '" ^l\^ *•*** ?r ""i ''?^** .^"""« t''^ unloading. The cargo superin- 2n»™* *PP"^»*'y considered that the damage was not sufficient to make the !^?f.^! .t^atroent of this gram necessary, and it is for this reason that more ;^v?d r/Tco*Xi™* '^ "^^^' "'*' "'^"^ *° ^'^'^ ^^"^'•^ "^ '^-° -•'*''»^ Underneath the port ventilator at the forward end of the hold, a quantity nir^?'" Th'fJ'"*' about four bushels was found to be badly heatin? in hU parcel. There seems to be little doubt that the cause of this damag, wu the drainage of water down the ventilator. This wheat was not mixed up with the sound gram. '^ Along the sides of the ship in the after half of the hold there was a thin layer hJ^ TK*' r!!' '^n^. decoloured gi-ain which near the surface had sprouted badly. The bad condition of this wheat was attributed to "sweat" damatte All the gram so affected was kept separate from the main bulk of the parcel " s r 13 ,'.";"i ' ". i " i "'yMi" i i* I 'l'.'" ! " ' " " .•.••■••■• -•-•■• , • • • Fig. 18. Diagnm showing damaged grain in layer E. Layer X. — In this layer very small quantities of soft wet whp»f ha°' S^ ^V'- '^'i'^ ^^^-^^ -- P""»^abry Taused part f by inThe ship's side. -"^ ^ "^^ °^ '''^" ''""""*' °^ ^""''^ ^'•°""d the rfvets ^^h^^t^IZlTJ^'l^f"^^ was discharged in good condition except for a little wheat whch had caked round the side as in Layer X, and small quantities which Sr the"l r'* tST. '^f "'^ "' **^^ ^'t''^' ^h'*^* tun^erimrdrat J 15 The damaged grain from layers X and Y, together with that from under the forwardWWator and the "aweat" damaged gmn •" »«y«J. ^" ^eta up apart from the rest of the cargo, the total quantity being »)>«"* ^^^"^JfS This was the only damage reported by the cai,njured grain bLTafinto rcount"^ As far as the present shipment is -"^^^^^^^is damage is perhaps of little commercial interest, since the wheat affected by it was mixed wUh the sound grain when the usual practice was followed dunng the Sharging. It will indicate, however, where trouble may be expected in the case of future shipments unless certain precautions are taken. While the reported damage was evidently due to ""^«?t" °' *J* admission of water Lato the hold the cause of the Seating near the stokehoW bulkhead is not quite so clear. As will be seen from Figure 19 the heating S p*ace unde? the ventilators, down which a little w«t«r ma^ have dripped during and after the loading. Tests on samples of heating wheat from layer C showed 15-2 and 15-7 per cent of moisture while a sample from VENTILATi NTILATOR Fig. 1». Section through heating wheat near stokehold bulkhead. laver E contained as high as 21 per cent of moisture. These percentages do not however necessarily indicate the admission of water into the hold, since ?he"cheS changes duelo respiration, jhich is ven. rapid in warm ^^^^^^ always result in an increase in the proportion of water present. But wnetner tircause of the heating was the drainage of some water from the outs de, or whether the moisture content of the wheat as loaded was dangerously high for The conditions in that part of the ship, there is no doubt whatever that the tem- peratures close to this bulkhead were altogether too high for safety. Durine the discharging of the grain, average samples were collected from, some of he parcels. These samples were tested ir the laboratory for moisture and the results obtained, which are given in Table 11, show that no appreciable changes in moisture content occurred during transit. ♦Sec Appendix 2. 16 Tablb 11. — Comparison of the moisture content of cert;' sampled during loading and discharging. parcels of wheat Pmrr»l. B. E. Y C. D ■Sampled at LoadiBR. rtt cent 14 13 8 ISO a-2 13 6 Sampied at dischaiKioc. Per oeat. 14 I 13-7 14-7 13- 1 13-5 When the weight of wheat which was discharged is compared with the amounts loaded, it will be seen that the loss which took plact- during handling and transportation was not excessive. Table 12.— Comparison of quantities of wheat loaded and discharged. Parrel. Weight loaded, baahela. Weight diachaiced buihele. F 5,907 9.25K S.SIB 42.482 4,062 14.559 13.322 B 6.115 A 9.168 E 9,548 Y , 42. 175 c 3>993 D 14^4.59 13. 375 99.203 98.833 On the whole the loss is less than 0.4 per cent. CONCLUSIONS. ♦u * ^i**' results of the investigations in connection with this shipment indicate that If CCTtain precautions are taken wheat may be carried to Europe via the fanama Canal without damage. The following recommendations are therefore made. (1) Only wheat which is quite t.^ md in every way should be shipped by this route; It should be carefully tesv,ed for moisture and any lot.s containing an excessive amount should not be loaded into the vessels, 'it has not been possible to determine just how much moisture the grain may safely carr\' but until some limit is definitely set, a moisture content of more than 14.5 per 'cent should be regarded as dangerous. (2) The temperatures recorded by the thermometers against the false bulk- heads near the engine room , nd stokehold are evidently too high for safety and an unventilated air space of nine to twelve inches cannot then be considered sufficient protection. It is recommended therefore, that when it is necessary to stow gram close to the engine room or stokehold, these spaces be either venti- Ik u ". J ^''*^?<1?^- The records clearly show that it was only in these portions of the holds and close to the propeller shaft tunnel that dangerously high tempera- tures occurred. The conditions will vary in different ships but the ad«>'i'iate protection of the grain cargo in these parts of any vessel is one o' t essential conditions for its safe transportation. 17 trials. 18 APPENDIX 1. While in Portland, Oregon, some trouble waa experienced in obtaining ntiafactory t<-'^perature readings with certain lines of thermometers. It waa noticed that on breaking the circuit by releasing the button on the instrument the galvanometer needle swung sharply over to one side and only returned to the centre very slowly. The temperatures then recorded were from 2° to 5° low. After taking the switches apart ami thortKighiy washing with gasoline the trouble disappeared. The weather had been very wet during and after the installation of the thermometers and it seems probable that the moisture, together with small quantities of salts in the soldering grease, had caused slight short circuits through the switches. It is therefore advisable in work of this nature to use pure rosin paste when soldering and to take great precautions to see that the switches do not get wet. APPENDIX 2. The following extract from the report of the Superintendent who supervised the discharge of the wheat* cargo may be of interest. " With regard to the con- dition of the various shipments, we are glad to say, that the condition of all parcels was good throughout, with the exception of about 20 qrs. of damaged wheat ex parcel of No. 1 Northern, which damage in our opinion has been caused through sweat." 19